914 2.0 engine

[david c.]

Porsche 914 2.0 engine. GA case (GA014532). Engine is in my car right now and we can take it for a test drive if you're interested. Let me know. Price is $3000 and pretty firm. See description below.

I know the engine is 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.

No flywheel or clutch assembly are included. I may have an extra nearly new stock 914 flywheel that I can toss in with the engine for nominal $.

The heads on this engine were 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 Porsche 2.0 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.)

The engine presently has a set of Italian built Weber 40IDF's on it. They have been on the car since 2006. They were basically NOS when I got them in 2006, 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 very low miles, as the car has been used relatively little since then. They have 32mm venturis in place now. Little velocity stacks under Redline air cleaners. I have the original 28mm vents and a box of extra jets, etc. for the carbs. There's an EMPI catch can vented from the oil filler box, too. I have an VDO fuel pressure gauge in the engine compartment that will go with the motor as well. The carbs have been maintained and regularly adjusted.

Fan and a powder coated fan shroud are included. Powder coated two liter cooling tin will be included. I will also include the little plastic timing scale on the fan shroud. No exhaust included. I will include an alternator for you too.

Summer 2012, 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. It is a pretty quick-to-rev little motor, and it's reliable: I drive the car to work once in awhile. It runs well.

This engine propelled me across the country without incident in 2004 or 2005. After that, 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. Engine is currently in my car (912E) and can be inspected and test driven in San Diego, California.

Email with questions.