V8 in a 914
10-24-2002, 02:30 AM
#1
V8 in a 914
I know that a common engine swap for the 914 is a Chevy V8. But I would like to stay with the Porsche brand and was wondering how difficult would it be to put a 928 V8 in a 914? How would it compare to putting a 3.2 or 3.6 engine in? The reason I ask is I just bought a good condition complete 1982 928 V8 for what I would consider a really reasonable price ($500). The power output of this engine compares relatively close to that of a 3.2 six cylinder. With a 3.2 or 3.6 engines costing in the range of $6000 - $8000 I thought that maybe this could be a cheaper alternative. Anyone know of an adapter plate for the 915 transaxle? I will call Kennedy Engineering to see it there is one.
10-24-2002, 03:19 AM
#2
Cruisin'
Join Date: Sep 2002
Location: Palo Alto Ca.
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The 928 engine is a great idea, just dont plan on running it for very long in track events at hi RPM. They have a slight oiling issue with the main bearings.
Several people have done this install. It requires major work to the firewall (like remove it completely.. The engine is much much longer than a SBC 350.
Oh.. your on the wrong BBS. You need Pelican parts.. this one is dead.
Here is a pic of a 928 engine in a 914.
B
Several people have done this install. It requires major work to the firewall (like remove it completely.. The engine is much much longer than a SBC 350.
Oh.. your on the wrong BBS. You need Pelican parts.. this one is dead.
Here is a pic of a 928 engine in a 914.
B
11-12-2002, 12:02 PM
#3
4th Gear
Join Date: Nov 2002
Location: Leamington Spa, England
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check this Julian's car out...
took him 17 years to build from the ground up <img src="graemlins/oops.gif" border="0" alt="[oops]" />
<a href="http://www.v8914.co.uk" target="_blank">www.v8914.co.uk</a>
<img src="graemlins/oops.gif" border="0" alt="[oops]" />
and he's a top bloke as well!
took him 17 years to build from the ground up <img src="graemlins/oops.gif" border="0" alt="[oops]" />
<a href="http://www.v8914.co.uk" target="_blank">www.v8914.co.uk</a>
<img src="graemlins/oops.gif" border="0" alt="[oops]" /> and he's a top bloke as well!
11-12-2002, 05:14 PM
#4
928 Barrister
Rennlist Member
Rennlist Member
At the Monterey Porsche Parade, a guy had a nicely converted 914 with a 928 stuffed into it.
He did not cut the firewall; he moved the rear suspension rearward !! Everything became longer a bit. It seems that is the preferable method, since the buldhead provides strength to the chasis. <img src="graemlins/bigok.gif" border="0" alt="[thumbsup]" />
He did not cut the firewall; he moved the rear suspension rearward !! Everything became longer a bit. It seems that is the preferable method, since the buldhead provides strength to the chasis. <img src="graemlins/bigok.gif" border="0" alt="[thumbsup]" />
11-13-2002, 12:20 PM
#5
928 crank bearing oiling issue:
Excellance magazine ran an article a few years ago about a hopped-up 928. Here's what I remember from the article. Seems this car, used for track events, cooked crank bearings every time the engine turned higher than stock RPMs. Turns out the oiling holes drilled in the crank journals were drilled at the wrong angle by the factory (design error, hole angle drilled for CCW spinning crank, but 928 crank spins CW (or visa-versa)). At high enough RPM the engine oil pressure is exceded by the centrifical force generated by the spinning crank, resulting in oil not being pumped through the crank journal oiling holes to the journal/bearing surface, resulting in dry crank bearings at high RPM. The cure was to weld up the stock crank journal oiling holes and drill new ones at the correct angle for the direction the crank actually spins.
Moral of this story:
Never remove a 928's rev-limiter unless the engine is equiped with a corrected crank.
I also saw the 914/928 at the Monterey Porsche Parade. It's been a long since I saw that car, here's what I remember about it. I think the builder moved the engine/trans assembly backwards 6-8" in the chassis. The rearend of the trans was where a stock 914 muffler would be. This permitted not cutting up the firewall (as in the black car pictured here). The firewall between the engine bay and rear trunk was cut to fit the engine, though. I don't remember if the rear wheels were in the stock location. To leave the rear wheels in their stock position (ie., a lot less work!), the half-shafts can be angled forward from the trans to the wheels (just like how 911 half-shafts are angled slightly backwards).
Excellance magazine ran an article a few years ago about a hopped-up 928. Here's what I remember from the article. Seems this car, used for track events, cooked crank bearings every time the engine turned higher than stock RPMs. Turns out the oiling holes drilled in the crank journals were drilled at the wrong angle by the factory (design error, hole angle drilled for CCW spinning crank, but 928 crank spins CW (or visa-versa)). At high enough RPM the engine oil pressure is exceded by the centrifical force generated by the spinning crank, resulting in oil not being pumped through the crank journal oiling holes to the journal/bearing surface, resulting in dry crank bearings at high RPM. The cure was to weld up the stock crank journal oiling holes and drill new ones at the correct angle for the direction the crank actually spins.
Moral of this story:
Never remove a 928's rev-limiter unless the engine is equiped with a corrected crank.
I also saw the 914/928 at the Monterey Porsche Parade. It's been a long since I saw that car, here's what I remember about it. I think the builder moved the engine/trans assembly backwards 6-8" in the chassis. The rearend of the trans was where a stock 914 muffler would be. This permitted not cutting up the firewall (as in the black car pictured here). The firewall between the engine bay and rear trunk was cut to fit the engine, though. I don't remember if the rear wheels were in the stock location. To leave the rear wheels in their stock position (ie., a lot less work!), the half-shafts can be angled forward from the trans to the wheels (just like how 911 half-shafts are angled slightly backwards).
12-28-2002, 03:18 AM
#6
Racer
Join Date: Feb 2002
Location: Duluth MN
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Thanks for posting my picture. Although the firewall is currently cut out It does get replaced. Instead of leaning back at a slight angle the new fire wall is verticle. The 914 in the parade had the rear trailing arms lengthened approx. 5". the flares were also moved back. With the wheel base moved the car looks like a tow truck without the boom. The flares are squared off on the rear. My goal is to keep the stock exterior appearance. I hope to make my debut in at a midwest gathering in august. check out my web site.
<a href="http://www.d.umn.edu/~jrichar4/alien.htm" target="_blank">http://www.d.umn.edu/~jrichar4/alien.htm</a>
<a href="http://www.d.umn.edu/~jrichar4/alien.htm" target="_blank">http://www.d.umn.edu/~jrichar4/alien.htm</a>
