Look for the differences
The Porsche 914 and 914-6 are like twin twins. Almost the same, but different enough.
The four-cylinder had a four-cylinder derived from the VW 411. The six-cylinder were slightly modified (pinched) 911T blocks. The block numbers of the six-cylinder usually start with '640'. The six-cylinder has a VIN number that starts with the number 914. This was not the case with the four-cylinder engine.
The -6 had two triple Webers, the four-cylinder a Bosch injection system. The cars had different gas pumps and gas pump relays.
The brakes and front suspension of the six-seater was largely identical to that of the Porsche 911T. The rear brake discs and calipers were '914-6 only'. They resemble those of the four-cylinder, but have a larger brake cylinder. The master brake cylinder was adjusted accordingly. The torsion bars also come from the Porsche 911T warehouse stocks
What is a real one?
What happened / happens with Bugatti's, Bentleys and Laverda SFCs, also applies to the Porsche 914 six-cylinder engine. There are replicas on the market. A replica can make someone very happy. But if that replica is sold as a 'Real' one, then it will twist in the cost / benefit picture. Always consult an expert for checking the engine, chassis and chassis numbers plus the specifications. The original blocks have numbers that are very tight around the 6400001-6420270. That number is (in contrast to the 911s) on top of the block near the house of the crankcase vent.
The six-cylinder engine has a dry sump lubrication system. The oil is therefore not in the crankcase, but in an oil tank. It is on the left in the engine compartment.
Modifications
The cladding of the cooling had to be adjusted to fit into the engine compartment of the 914. Because the carburetors take up too much space, there is no 'rain drip screen' in the hood. As a result, it is a bit lighter and therefore lighter bonnet springs could be used. That is loving thought in the details.
The transmission of the 914 / 6 is a modified 901 version. That is quite rare, and not optimal. This type of baking didn't switch so well. A few 914 / sixes have been made with Sportomatic containers.
With Fuchs rims
The Zessen had five bolt hubs and most were sold with the optional Fuchs rims. Our fashion model also has a rim in the spare tire. That is stylish and saves a lot of hassle with different fitting bolts. Mahle rims could also be chosen.
The body of the 914 / 6 had an engine mount welded to the bulkhead. At the four-cylinder there are two engine mounts on either side of the block.
The six-cylinder has a different steering column, steering wheel and a different ignition switch (on the dashboard instead of on the steering column). The forward nozzle was equipped with an electric pump instead of operating on the pressure of the spare tire.
The tachometer of the six-cylinder continues up to 8.000 rpm. The speedometer height display is 240 km-u. The temperature meter and the tank content display are combined. The -6ssen had a manual gas supply for the poker.
According to rumors, the jack of an 914 / 6 would also be different.
The joke of the story
The photo model is an almost real 6. The original was wrangled during an accident. The car was built 914% back to 4 specifications with an almost matching 100 6 body. But retaining its four-cylinder chassis number. So it is not a fake, but a tribute. He is therefore not purebred, but has a history to make you happy. Plus: it is beautiful and drives like a real one.
Thanks to Arno Wienands, Porsche 914 Parts, Spankeren.
That's right. But that is roughly what it used to be 🙂
Nice article about the 914-6
Only the photo of the engine looks more like a 914-4 block, or am I wrong….?