quick check re: engine value

[david c.]

Hi all:

I'm going to pull the running engine from my 912E. It is not an original 912E engine. I'd like your opinions on the value of the engine. It will help me decide whether I ought to part it out or sell it whole. All things being considered, I'd rather sell it whole.

It's a GA case (GA014532). I know it's two liters because I've had the heads off and measured everything a few years back. At that time I had the p/c's cleaned and measured (they were within spec and reused) and I re-ringed it. I got the rings from my Porsche mechanic, who also is the person who cleaned and measured the p/c's. I believe they are Mahle not KS pistons. I have records from when the engine was rebuilt by the prior owner of my car, and they show the entire rotating assy was balanced, etc. at the last full rebuild (by a Porsche specialist). All the bearings were new at that time, which was probably 40k miles (but many years) ago (mid 1990's). An HD oil pump was installed at that time, too. I have religiously changed the oil over the years I've owned the car (since 1998). It always seems to leak some oil out of the sump but not a lot. I keep a big old aluminum pan under the car when it is parked and, over a week's time, there will be a four or five inch wet spot but not a puddle by any means. I am keeping the lightened flywheel and clutch assembly that are on it now, for my 912E. I may have an extra nearly new stock 914 flywheel that I can toss in with the engine though.

The heads on it I bought from a guy who had started a hot rod 2.0 project that stalled. He never even took them out of the wrapping and the blueing was still on the combustion chambers when I got them. They are factory 039 three stud heads that were redone by AJ Sims, with stainless valves, stiffer springs, stock valve sizes and minor port work. Nice work. They were installed by me and my mechanic in 2004 and the car has probably seen about 10k max miles since that time. I believe we calculated the CR to be 8.5:1 after cc'ing the heads and measuring the piston travel prior to reassembly. No head gaskets were used. (I lapped the cyls to the heads.)

Back in 1998 when I got the car the original injection was long gone, replaced with various sets of carbs over the years. The engine presently has a set of Italian built 40IDF's on it. They have been on the car since 2006. They were basically NOS when I got them, having sat on my mechanic's shelf for years after being used only for some break in on a 912 1600 engine years before (and then replaced with Solex's on what was a show car.) So, the carbs are tight and have low miles. They have 32mm vents now. Little velocity stacks under Redline air cleaners. I have the original 28mm vents and a box full of jets, etc. for the carbs. There's an EMPI catch can vented from the oil filler box, too. I have a cool VDO fuel pressure gauge in the engine compartment that will go with the motor as well.

Fan and a powder coated fan shroud are included. However, I plan to keep the alternator and alternator bracket assembly for my 912E application. No cooling tin will be included as I need to keep the 912E tin that is on it. I will however include the little plastic timing scale on the fan shroud. No exhaust will be included.

Last summer I had a mysterious ignition problem. So, the distributor was replaced with a new 009 along with fresh wires, plugs, etc., in the course of tracking down what was probably a broken wire somewhere. No ignition problems since. It's a reliable motor. Has a newer rev-limiting rotor installed ($$). That said, it doesn't rev with the 009 as quickly as it did when I had an 050 on it years back but it is still a pretty quick-to-rev little motor. I have two used 050's that I can include with it if sold at full asking price. I haven't tried them yet. (Just found them a few months ago from someone here on the board.)

This 2.0 is and has always been reliable. Indeed, I drive the car to work once in awhile. It runs well. I've autocrossed the car probably 10-15x since it was re-ringed and the new heads were installed in the summer of 2004. The engine propelled me across the country without incident in 2004 or 2005. The car was stored without use other than an occasional rip around the neighborhood from about November 2007 until January 2011. I have probably put 2000 miles on it since, and aside from the above-described ignition hiccup (since resolved) it's been reliable.

So, what's it worth? Just trying to decide what to do with it, as I am going a different direction with the car's powertrain.

[Dave at Pelican Parts]

If it's not complete, it becomes perilously close to a core. If a buyer can see it run and/or drive the car, it is worth more as a running motor. If not, it is a lot harder to claim it as a runner, which is worth more.

If you part it, you can probably get more for it. As a core, figure something like $1K. As a runner, possibly double or triple that.

The documentation certainly helps, and also points more in the direction of it being a runner.

--DD

[david c.]

Thanks Dave. It is a great runner! I just drove it yesterday. I guess if it isn't sold before I pull it, then I will take some videos.

[david c.]

Update. In advance of pulling this motor, I did a compression test. Without adjusting the valves, I got between 120 and 130 on each cylinder. Plugs look good. One side is running a little too rich but I'll adjust it after I clean and regap the plugs and put it all back together. I will sell it as-is with the 912E cooling tin, alternator, etc., flywheel, etc. if someone is interested, i.e., plug and play.