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[scbvideos]

Just how much does it cost to replace the floorpans and rusted stuff, do you have to strip the car, and sandblast everything and then reseal and paint, what sort of shop would do that? Seems that would be the best time to rebuild all the suspension too. Is there some sort of special jig the the car has to be in?

One of the things that really intrigue me about the 914, its seems like a big model car, and you want to take it apart and build it and tinker with it.


Another question, as I'm a newbe, when people put water cooled engines in, where do the run the tubes for the raditor, it seems like to me, there is no room in the tunnel, and not enough clearance to run under the floor pan? Would a normal stock water pump be able to handle the extra flow distances? And the oil pan in an inline 4 say from a 944? Or is a 944 dry sump. I know nothing about 944s except for the big bad ass 3.0 I4

dave
in damp sweaty salty Florida


hey I did check out the collector link on autotrader, did not know about the 1984 limit.

[Dave at Pelican Parts]

How much it costs depends on how much needs to be replaced, how much extra work needs to be done, how long the particular shop takes to do the work, their materials costs, and their hourly rate. Too many variables to list.

Note that the 914 has a unibody construction, not body-on-floorpan like the Bug. Replacing the floorpan is akin to cutting the car in half and then welding a new half onto it. The Celette jigs are the best way to go, but careful measurement and making of jigs can also ensure that the results are straight and true.

The 944 engine is too long to fit the engine bay reasonably. It is a wet-sump engine, except for a few race motors.

Water coolant lines are usually run either through the heater channels, or under the floorpan in the two "divots" on either side of the center tunnel. The lines do stick down some in the latter scenario, so you need to be a little careful in that case.

--DD

[scbvideos]

Thanks for the info dave

dh