914 rear 5 lug conversion

[Players]

Has anyone converted there 914 to the 5 lug bolt pattern with 15x7 wheels in the rear ? Whats the best way to go doing the conversion ??

Please email me at : Snakes2U@aol.com

[Jim Smolka]

Can be done, this is what I have.
I use 911/901 tranny drive flanges. then a spacer mated to early 911 CVs. The stub axles from a early 911 mated up to Carrera Rotors. Works for me

One set of track tires I have are 944 15x7 phone dials with 225x15x50 Komo Victor racers (See "Show me your wheels" posting). Just had to roll the rear fenders a good bit and the old baseball bat trick.

Also do a search on 911 brakes, you will see a guy who installed the 911 parking break onto the 914 trailing arm. Seems like a good idea.

[Dave at Pelican Parts]

http://www.pelicanparts.com/techarticles/914_five_lug_conversion/914_five_lug_conversion.htm

[Otto]

I manufacture the 914/6 stub axles you need for the conversion. Porsche doesn't have these any more, so I started making them myself, and they're half the cost they were from the factory. That's right my stub axles are made of SAE 4140/42 Chrome Moly steel and are only $225 USD a pair. We also offer the complete conversion kit. This kit includes: two rear wheel bearings, two 914/6 brake discs, two 914/6 stub axles, two 914/6 used hubs, and 10 wheel studs of your chosen length. This enables you to use your axles/cv joints, and its a direct bolt on. email me for picture.

[Roland Kunz]

Hello

Also we use the 21st. century technology in the metal we use

Thats interessting any details ?

I´m involved into a 916 lookalike conversion ( Steelroof and all the tidbits ) who will host maybe a 993 RS engine ( if we find a solution for the trany and rearaxle ). Right now we are thinking about modifing a complete 993 rear axle to be runed into the opessite direction but this will run into some major money robbing investments ( F.E: new wishbones and many maching hours ).

Parts need to pass TÜV approvals.


Grüsse

[Bleyseng]

Now that sounds really interesting Roland, how about some pictures? I would like to see how you are building the steel roof.
Geoff

[Otto]

OK!!!!!!! This is the last time I am going to tell anybody out there in computer land about this transmission issue. In my TTOD 914/6 I run a 3.6 liter twin plug, motec, 344hp, 288 ft. lbs. torque, running a 914/4 gearbox. I built the motor and transmission, as I have been doing for the last 30 years. I use Jerry Woods Entp. to do the dyno work, as his dyno readings are true and not alot of hot air. The transmission is modified using the number eight engine main bearing case stud driven into the mag differental housing, captivated with a welded nut on the bottom seven diff housing studs on the back side of the diff housing. This enables you to torque the diff housing seven bottom bolts to a higher torque spec(22 ft. lbs) instead of the recommended 13/18. Also you have to use the alum intermediate plate sold by _Performance Products with NEW intermediate plate bearings and an OTTOS 300M 904 mainshaft. 914/901 gears are more readily available an cost less than 915, 930, G50, G50/50 and all of the rest of the nightmare gearboxes that we are all trying to run in our mid-enginrd cars. If you have any questions about this procedure call or email and I will walk you thru it. Listen to me, I am a world of knowledge. OTTO

[gruntie]

I stuck a roof on mine a few years ago. Probably about 9 components in all, 3 supports, rear section, roof itself, 2 rain gutters, & 2 supports for suspended roof lining. Looks as good as the originals.

[914timo]

Hello Grüsse

Could you tell more about TÜV requirements ?? How exact they are ?? Where could I see or order those requirements ??

Timo
Finland

[Roland Kunz]

Hello

Back in the mid 80´s a company named TVM ( Technische Versuche Merkle ) bought the last ( known ) factory roof to build a racecar. TVM made a rig and plans to remanufacture them whenever they needed them.
Well TVM was back then the company who made some services and developments for Porsche and other Companys ( RUF, Max & Moritz )

Well we made one using the rig. Its a one main piece for the shell and the add ons at the corners. AFIK the original roof toolings where at KW ( Karrosserie Weinsberg ) and got crashed when the KW was bought up by Precter ( ASC ) and moved out from Weinsberg city to the suburb. The original tools where just some hardwood blocks to hammer out the parts. Nothing a real craftsman can not handle from raw.
The major issue is geting the roofline look right and complete symetrical.

The roof is on a 70 914/6 body. Now this thing was startet in the 90´s and it is still only a shell waiting for the final desicions.

Well we had some finaly 906 equiped and also some nearly stock 915 tranys used up with driving to fast and to hard ( And using fat powered 911 engines ). Major problem will be that the plan is to push the 916 into the + 330 km/h limit and we would like to see R&P capable doing that on a "normal" engine rev level. The last project had a slight tuned 2,7 RS with 7700/min redline and scratched the 300 km/h. But a major problem is geting the heat under control.
Runing a external tranyoilcooler will help but not on constant topgear. Then you have to enlarge the cooling by even bigger cooler or place it into the air wich will cost topend and make things more heavier too. The G50 tranys are able to run a bit hoter ( Other countrys other problems )

A british made race trany is to expensive ( but would maybe be the best and can be equiped with the rachet shifter ) especially if you have all the usable 993 stuff in the cellar. We also have a factory 915 race trany wich will do it but the value from that is to high to put it into such a project. ( OK it will save some 25 kg´s )

Maybe the car will be technical overskill.

The trany issue isn´t a real brainer the rear axle is the key to performance ( if you don´t drive straight all the time ). Some US 914 Race cars go with full tubular structures and make there own rear axles even using complete new pickup points. We just like the beauty of the idear behind the 993 rear axle and it will be much easier to get a TÜV aproval.

Now TÜV requirements are very simple. You have to aprove everything. The material , the craftmensship, the design from every modification. The TÜV thing is very complicatet as it depends on what you did and what is your goal.
If you just strech existing values and the car manufactoere has aproved high performance parts it is very easy. If you go new ways and use new parts then the best way is to use approved parts with known data. For example if you make your own rear axle using parts from a much lighter car the TÜV will force you to hydropulse them under the higher load untill they brake or survive the test. If you choose parts from a similar or higher wight class the TÜV will normaly not force you to stress test them as long the datas are within a equal level or the parts manufactorer hands over the needed datas or aprovals.
The faster the car the higher the needed saftey margin.

The heart from the story is who is in charge/liabilty if something happens. If the TÜV has aproved something and you work at the aproved level you are not in direct charge if something turns bad.
( However if something turns bad you are not out from liability but things get handled a other way )

Grüsse