914-6 flywheel options

[Va914]

What fly wheels are used when doing a six conversion? I know the 914-6 will work but what 911 flywheels will work?

From what year 911 and what engine sizes do I need to keep an eye out for a flywheel?

Thanks
Kerry

[BURN-BROS]

The flywheel from the engine will work, but you may have to mark it for ignition timing.

[Va914]

Thanks.

So the flywheel from my 911 2.2 engine will work with my 914 901 tranny?

Is there a template outhere that will let me remark the 911 flywheel? I don't have a 914-6 flywheel to compare it to.


Cheers

[BURN-BROS]

I think you are o.k. with the flywheel.

Find TDC on #1 and mark the flywheel so that the mark is aligned with the seam of the case.


Or find a 914/6 flywheel and copy or buy it.


It gets trickier with the larger displacement motors.

[BigD9146gt]

Va914, heres the scoop...

'65-'69 911 are the same as the orginal 914-6 215mm flywheel along with the clutch disk and pressure plate. Not too sure about the throwout bearing, but that may be the same also.

'72-'86 911 are all the same 225mm flywheel, clutch disk, pressure plate and throwout bearing. The '70-'71 911 flywheel is the same as the '72-'86 911 being a 225mm. But the clutch disk still worked with the 901 main shaft spline because that was the last 2 years of the 901 box in the 911, but with the 915 225mm size clutch. I'm not sure if the pressure plate is different from the 915.

For your 2.2, I'm assuming its a 225mm flywheel. This is a good thing. GPR sells a kit for that conversion which works with all of the big engine conversions too (2.2, 2.4, 2.7, 3.0, and 3.2), still keeping the 901 914 trans. Its a very smooth, great working conversion.

[Joe Bob]

Kennedy Engineered Products makes good conversion flywheels....they have the 9 inch one 228mm that uses a kevlar bus clutch.

[Va914]

The fly wheel on my 2.2 doens't have the starter ring. Anyone have a source for a used one and what should I expect to pay..

Cheers

[J P Stein]

I used an early 911 flywheel and a 215mm Kennedy Eng. Stage I clutch and the stock 6 spring disc. The clutch linkage & all stays the same as the stock 4 banger stuff. Kennedy makes what I think is a converted 4 banger flywheel that is cheeper & easier to find than the early 911 jobbie. I'm putting around 200 hp thru the set up, AXing a bunch for 3 years.

Tho nothing has broken yet. I'm sure that tranny will break before anything else.

[BURN-BROS]

I stand corrected on the flywheel and pressure plate.
69 and earlier flywheel and pressure plate

Or flip the r/p in the 911 trans(if you have) ane swap the tail housing.

[Clay Perrine]

If you use a 70-76 (IIRC) 911 flywheel, you will have to convert the 901 gearbox to the pull type clutch used on the 70-71 911. You need the clutch disk, throwout bearing, and clutch fork from the 70-71 911, and you have to move the clutch pivot point 14mm outboard. You also have to use a clutch cable from a 75 911 to hook it up. The good part is that it eliminates the plastic pulley that the clutch cable runs over. The cable just comes straight out of the firewall and hooks to the clutch fork.

[Va914]

Interesting

How about a old 914-6 flywheel? Is that a "plug-n-play" with the 914 901 tranny and clutch set up?

Anyone have the wear specs on a 914-6 flywheel? I am looking at a old 914-6 flywheel this weekend. Any issues attaching the 914-6 flywheel to my 2.2 six?

What clutch should I use and who has the best prices?

Cheers

[Clay Perrine]

The old 914-6 flywheel will be fine on a 2.2. Complete bolt on. Use the factory 914 clutch parts, but use the 6 spring 911 clutch disk instead of the 4 spring 914 clutch disk.

And make sure that you replace the bolts that hold the flywheel to the motor. On a 911 engine, they are stretch bolts and have to be replaced every time they are removed.

[cruiksdr]

Originally posted by BigD9146gt
Va914, heres the scoop...

'65-'69 911 are the same as the orginal 914-6 215mm flywheel along with the clutch disk and pressure plate. Not too sure about the throwout bearing, but that may be the same also.

'72-'86 911 are all the same 225mm flywheel, clutch disk, pressure plate and throwout bearing. The '70-'71 911 flywheel is the same as the '72-'86 911 being a 225mm. But the clutch disk still worked with the 901 main shaft spline because that was the last 2 years of the 901 box in the 911, but with the 915 225mm size clutch. I'm not sure if the pressure plate is different from the 915.

For your 2.2, I'm assuming its a 225mm flywheel. This is a good thing. GPR sells a kit for that conversion which works with all of the big engine conversions too (2.2, 2.4, 2.7, 3.0, and 3.2), still keeping the 901 914 trans. Its a very smooth, great working conversion.

I just posted a similer question on another thread before I saw this... Ask first search later

I'm getting ready to swap a my 2.2 with a 3.0, and I'm not sure I quite got your explaination as it applies to me. Will I be able to use the 3.0 flywheel with my 901? I thought about taking my flywheel from my 2.2 but it appears the 3.0 has more bolt holes.

Thanks!

BTW, Don, the big breaks are great

[Clay Perrine]

Kennedy engineering makes a conversion flywheel for the 3.0 to hook to a 901. Personally, I would convert the 901 to a pull type clutch and use the factory flywheel, as discussed above.

[BigD9146gt]

Hey Daniel,

I think the conversion is the best way to go. I'm pretty sure that you need to keep the 3.0 flywheel and buy the conversion kit. Your 3.0 should have 9 bolts instead of the 6 bolts the 2.2 has. the 2.0's to the 2.7's all had the 6 bolt pattern. But what they changed was the flywheel size. Your 2.2 has an early 2.0 flywheel so that the push type 901/914 trans will work. Once you go 3.0 or 3.2, you cannot backdate (with one exception, i think there was a Euro 3.0 with a 6 bolt pattern). At the 3.0/3.2 level, you either have to have go the old school route where the 9 bolt pattern was machined out and the 6 bolt pattern was put in, or the easy Kennedy conversion which adds the starter ring and push type clutch and throwout bearing to the stock 3.0/3.2(up to'86) flywheel

As for the pull type clutch Clay is talking about, I'm not convinced that its any cheaper than the Kennedy conversion. Plus, the different pivot ball has a history of being weak/wearing fast. Although the part has been upgraded, its still a weaker design than the stock 914 901 box.

[Clay Perrine]

Personally I don't agree with Don. The 71 911 clutch parts have been upgraded to the point where a failure is rare, and by adding a steel T shaped insert in the case where the clutch pivot attches, you prevent the thereads from pulling out. The upgraded steel pivot will last a lifetime.

Plus, you get rid of the clutch pulley on the side of the transmission if you use the 71 911 pull clutch setup.

[BigD9146gt]

Clay, are there other clutch types that you can get for the 70-71 911 that are stronger than the stock? I still have all the equipment to make the pull type, just curious is there are more options than the Kennedy kits?

[Clay Perrine]

I personally have not looked at anything else. You can buy the hardend clutch pivot that replaces the stock one, and put the insert in the bellhousing so it doesn't pull the threads. Then you get the 225mm clutch disk, and the proper flywheel for anything but the dual mass setups out there. And you can even eliminate the clutch cable with the proper creativity.

[BigD9146gt]

I understand all of that, but i'm curious if there are any different compound clutch disks that are 225mm with the 901 spline, and a stiffer pressure plate to accept the 200+ hp that the 3.2 creates for a trackable environment... Or am i thinking over kill and the stock setup will work fine?

[J P Stein]

Personally....since that's being bandied about.....I'm a believer in KISS.

I can see no advantage in changing the 914 clutch set up untill you NEED a very stiff pressure plate to hold the HP...one that overpowers the stock cable set up.

IIRC, Kennedy will redrill a stock 914 flywheel & provide a suitable 215mm pressure plate/disk to hold the torque of a moderately modified 3.0L or 3.2L. The weak point is the 901 tranny, not the clutch....personally, I'm opinionated.

Currently, I'm running a 215mm stage I Kennedy set up behind my hotrod 2.7L. The clutch has had no problems hazing 225 Hoosier stickeybuns during 2 AX seasons......prolly 350 passes.
The cable has been in there for at least 7 years, same with the pivot wheel, clutch tube is sound (never repaired)....yada.
The tranny was rebuilt by a VERY good tranny guru, but it's starting to weep frrom the front seal.
If you're gonna put more stress on your car than that, I can't help you.