[JP Noonan]

The fuel pump you descibe is probably the mechanical type that ran off the cam. Some companies make block off plates, that's the least of the problems.

To my knowledge in "leaded" fuel (has a trichloral-something-or-another) the "lead" is for the soul purpose of reducing "valve seat resesion". VSR happens when the vavle becomes so hot it erodes part of the vavle seat off the heat every time it contacts it. The lead acts as a buffer, to transfer the heat from the vavle into the heat before the vavle gets too hot. I've been told (actually by a British mag, Porsche 911) that you can get away with alternating tankfuls because of a "residual" amount of lead on the seats. Also if you drive the car at light load VSR won't happen. Leaded vs. unleaded and octane ratings are one of those things that everyone (including me) thinks they know about because of what or uncle told them when they were young or what some "expert" friend knows. Add to this all those machine shops that won't "lie", but would love to have everyone think their heads need a retro-fit. Anything can be twisted to make sense, but if you have the time read the gasoline article on this site. The big advantage leaded gas gives to 914 engines is that it is an easy/cheap way to raise octane. This may be why those one arm writers at VW trends say to use leaded. The other thing is your (any country other than the US or Canada) octane rating is different than ours, yours is artificially high. Something to the order of: 93 ron/mon (U.S. spec) is roughly equal to your 95-96 octane.

Personally I use 92-93 octane in both my 72 1.7L (requires 98 oct acording to owners manual, but octane ratings have changed since 72) and my low (U.S. spec) compression 75 2.0L, with no detonation or overheating.

I think you are making the right choice. It sounds easy, but putting a bus motor in a 914 isn't all it's cracked up to be.