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914-6 Emblem. The 914-6 is characterized with the lettering 914-6 on
the rear trunk. In Europe, this script can also seen as VW-Porsche 914-6. The
script is 'gold plated' and attached at three points. |
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Engine Lid. The engine lid on the 914-6 had no rain tray
attached. This is because there was not enough clearance after the triple barrel
carbs were installed. The springs on the engine tray were not as stiff as those on
the 914-4 because the tray didn't have the extra weight of the rain tray. |
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Left Side Engine Lid Stickers. The inside of the engine lid was home
to a number of factory stickers. These were gold plated with black lettering (which
consequently doesn't photograph very well). This photo shows the set of four
stickers attached on the left underside of the engine lid. |
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Right Side Engine Lid Stickers. On the right underside of the
engine lid, there is a sticker that is similar to the ones located on the left side. |
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Engine Compartment. The 914-6 had triple barreled Weber 40 IDF
carbs installed as the stock fuel injection system. The entire assembly was covered
with a black plastic cover. |
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Carburetor Setup. Here's a shot of the inside of the engine
compartment of the 914-6. You can see the triple barrel Weber carbs and the
magnesium valve covers. A popular upgrade is to replace the mag covers with aluminum
covers that won't leak oil as much. |
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Breather Hose Bend. Many people ask about this one. The
oil filler neck has a breather hose which attaches to its side. This hose follows
the side of the engine compartment for about six inches until it has to make a turn
towards the engine compartment. At this junction, there is a metal 90° piece of
tubing that connects the hoses. If you look carefully, you can see that piece in
this photograph. This shot was taken by looking down through the small crack between
the little side vent pieces (on each side of the engine grille) and the trunk. |
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Heat Exchangers. Here's a good shot of the left side heat
exchanger. The access holes shown in the exchanger are for removing and installing
them into the heads. These heat exchangers are in pretty good condition with only a
little rust. Additionally, it appears that they were cadmium plated at one time. |
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Heat Exchangers. Here's a photo of the rear section of the left
side heat exchanger. The rear pipes are bent in a pattern as to allow equal and
balanced flow through the the heat exchangers. |
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Engine & Heater Exchanger Layout. This photo is a shot from
underneath looking up at the 2.0L motor. The two heat exchangers fit very well in
the car, and don't interfere with the shifter mechanism. |
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Heater Hoses. Here's a photo of how the heater hoses attach to
the 914-6 heat exchangers. Because the fan assembly is much simpler than the 914-4,
there is much less piping and brackets required for the heating system. |
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914-6 Motor Mount & Nose Cone. Here's a shot from the
bottom of the 914-6 motor mount and engine nose cone. The nose cone is an adapter
piece which attaches to the six cylinder motor. The bracket that the nose cone is
attached to is welded to the firewall of the 914-6. Notice the oil feeder line
(connected to the bottom of the oil tank) bends out of the way of the motor mount. |
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914-6 Motor Mount & Nose Cone. Here's a shot of the 914-6
motor mount from the right side. The nose cone (attached to the engine) is shown on
the left, whereas the motor mount can be seen welded to the firewall on the right. |
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914-6 Motor Mount & Nose Cone. Here's another shot of the
914-6 motor mount assembly showing a little bit more detail on the original welded center
motor mount. |
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914-6 Oil Lines. This photo shows the oil lines that feed back
from the oil tank. It's at this junction that you disconnect the lines in order to
empty the oil from the tank. |
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Turbo Valve Covers (non-original). This particular car was
upgraded with Turbo valve covers. These aluminum covers do not leak as easily as the
magnesium ones used on the early engines. One caveat, however, the turbo valve
covers must be machined down about one half inch on the rear half or they will not be able
to be removed once the engine is in the car. It is often suggested that the right
side only needs this machining, however, depending upon how you tweak the placement of
your engine, you may have to machine them down on both sides. On my car, I had to
machine down both covers. |
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Accelerator Linkage Assembly. The original 914-6 incorporates
an accelerator linkage assembly that consists of four main components:
- Accelerator cable. The 914-6 one is similar to the 914-4 cable,
although much longer.
- Bell Crank. This is a small lever that the accelerator cable
attaches to. The bell crank screws into the intermediate plate on the 914-6
transmission. To install this on a conversion car, you need to drill and tap a large
hole in the intermediate plate of the transmission. An alternative is a rear cover
mounted bracket that eliminates the need for modifying your transmission. Click here for more info on that bracket.
- Accelerator Rod. This attaches to the other end of the bell crank
rod and is connected directly to the throttle of the engine. This rod passes through
the 914-6 rear sheet metal into the engine compartment. This rod is a special one
made for the 914-6 and has a small bump in the center to leave clearance for the axles.
- Accelerator Cable Holder. This piece attaches to two screws on
the 901 transmission and hold the end of the accelerator cable in place.
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The original gauge set was different in the 914-6. The combination gauge had a
different graduation on the temperature unit. The tachometer was designed for the
six cylinder motor, and the red line was located at 6500 RPM. The speedometer (on
USA models) had an upper limit of 150 mph. |
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Here's a shot of the 911 combination gauge specific to the 914-6 Note the
different temperature graduations on the top part of the gauge. |
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The car used in this photo session was originally equipped with the five-lug Mahle
alloys. These wheels were optional on the 914-6, and are generally pretty difficult
to find. Additionally, the five-lug Mahle alloy is the lightest Porsche alloy ever
made, and is consequently very sought after by racers who want to lighten their car.
This wheel is sometimes called a gas-burner in reference to it's resemblance to a kitchen
gas burner stove. |
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The 914-6 muffler exited through a hole in the rear valence panel. The 914-4
muffler fits underneath the stock valence panel. If you decide to use the stock
muffler, you also need to find a 914-6 valence panel. Also shown in the reflection
of the bumper is Wayne, taking a picture of it. |
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The bend on the tailpipe of the 914-6 is about 90° coming out of the muffler.
The 911 muffler bend is not as sharp. |
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