Quote:
Originally Posted by roblav
I've started studying how to do this... using my 914 tub now sitting in a rotisserie makes it easier.
I've also done this three times before in formula racecars - one with Hayabusa, one with Yamaha R1, and last one with 2013 ZX-10R.
A few issues in the 914:
- As others have stated, weight needs decreased. The new drivetrain will be at least 300 lbs lighter then the 914 and 901 box. I think 1500 lbs maximum is the target.
- A wet sump has worked very well turning > 2 G's in the formula cars. Dry sump is more complicated and adds weight.
- Chain length - If I recall my measurements, the engine sprocket to diff sprocket will be about 17 inches if the engine is placed fairly cl;ose to the firewall. I'd be happier if it were longer.
- Rear sprocket size will have to be quite large. A typical setup on formula cars using 13" wheels is 15 tooth front and 48 tooth rear to get to about 145-150 MPH. 15" wheels will require an even larger rear sprocket, and there may not be anough room to clear the trunk floor.
- The front mount to the firewall will be easy... similar to a 914/6. What is nice here is that the mount can be integrated with tube triangulation to the rear suspension legs to stiffen up the box sections of the chassis behind the engine.
- The rear mount can be integrated into the differential cage and attached to the 901 box chassis mount.
- The normal motorcycle radiators are already curved, and that curve matches the front of the trunk.
- An oil cooler will be a requirement.
- Taylor/Taggert used to make a nice Quaife LSD that had Hewland MK9 stub axle distance. These had provision for Porsche 930 type CV's (if I recall).
- The motorcycle dashboard can be placed where the normal gauges go.
- A couple options on wiring - either integrate the 914 wiring harness into the engine harness or use a complete motorcycle harness and extend the wires. Option 1 is easier.
- Shift mechanism will need built. I prefer a hand bump type over the expensive electronic versions, but those are also cool.
- The engine clutch is easy... add stiffer springs and use a cable.
- Throttle is easy too with a cable.
- A decent air intake should be fabricated.
- Exhaust is easy... stainless Sidewinder type will work.
Now to decide whether to do it or not! Anyone want a 3.0 911 core?
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Simply because I've been thinking about a similar conversion and it sounds like you're already ahead...
