Racing Story

maf 914 · Post by **maf 914** » Thu Jan 24, 2002 8:31 am

Chris,

Thanks for all of the great info. It's good to have you in the STF's sharing you experience, especially your exhaust knowledge with the Type4rum.

I'm curious about E-production. Could you tell us what basic engine rules 914's must follow? In the past 914's were competitive in E-Prod, but with the recent SCCA changes it seems the 914 is at a disadvantage.

Thanks,
Mike

HotRod · Post by **HotRod** » Thu Jan 24, 2002 8:53 am

E Production allows up to a 2.2 litre 4 or 6 cyl motor. 914 1.8 and 1.7 were moved to F Production two years ago. I used to race in EP and was competitive until they allowed the RX-7s in. 1.8 air cooled Type 4s just couldn't compete with the water cooled rotarys or 240Zs. 914s are competitive in FP, where I currently race (as evidenced by Chris's winning his class in NARRC).

If you're considering racing in EP, I would recommend that you get a 2.2 911S motor, upgrade it and drop it in the back of a 914.

I am preparing another EP car, but it's going to be a 911.

Racer Chris · Post by **Racer Chris** » Thu Jan 24, 2002 5:35 pm

Hotrod,
When was the 2.2 allowed for the 914 in EP. I thought only the 911 got that.
Chris

HotRod · Post by **HotRod** » Fri Jan 25, 2002 8:07 am

To be honest, I haven't paid much attention to the EP rules since I moved to FP two years ago, but I have two friends who used to race in GT3 that have put 2.2s in their 914s and gone to EP...maybe I was mistaken about the engine size but I don't think so since one of these guys asked me to sign a petition (I'm the Prod Drivers Rep for DC Region) to get the 2.4 allowed in EP. I guess I could break down and get a current GCR....Nah. LOL

Racer Chris · Post by **Racer Chris** » Fri Jan 25, 2002 11:39 pm

I'm pretty sure the GT3 rules have a max displacement of 2.0 for the 914 still as well. I will be getting a copy of the 2002 GCR soon. I recommend this for anyone considering SCCA racing. It comes with a CD ROM now, and covers every aspect of conduct, not just the car prep rules. They want you to know this stuff when you're at the track, or you can wait until someone protests you. I read the Court of Appeals results all the time. Most of the a-holes who end up there have it coming to them.
Chris

Racer Chris · Post by **Racer Chris** » Sat Jan 26, 2002 5:34 am

I forgot a couple of the engine mods in my car specs above. I also have Carillo rods, chching (and guys complain about the price of my Headers; I destroyed a rod and had to wait over a year to get four more), lightened flywheel, and 911S clutch. I recently added cast aluminum valve covers too. Those suckers need the seal surface machined or they're useless. You can replace many of the components of a production engine and lighten all the required stock parts. No titanium rods allowed, stock stroke only, and stock valve size. I spared nothing in my quest for a competetive race motor, although I left some room for future development. I want to get as close to 2/3 of a Porsche boxer 6 in performance as I can. That's where Shads new cylinders come in. With them I'll feel comfortable pushing the limits a bit harder.
HotRod, M,S,X gears is a good close ratio but leaves you hanging onto second a long time, no? I was going for a J third gear , but found the I instead, which gives me two good gears for any kind of race start. I'm happy with my gears because my motor has a fairly wide torque band, if not a high peak. Have you raced Tom Burdge? How much faster is he? When I saw his car it was pretty heavy, and he had a lot of trouble with his motor. I won't be national racing yet this year, but in the next couple of years I expect to move up to that level.
Chris

Dave_Darling · Post by **Dave_Darling** » Mon Jan 28, 2002 4:02 pm

Jeez, you actually destroyed a Carillo rod?

...How many times have we told you, Hydrofluoric Acid is not a good fuel additive!!

Sorry, sorry... I've just heard so many times how bulletproof the Carillos are that I had to express my astonishment that someone had managed to destroy one. And you're quite right about the "cha-ching!" and the wait. Glad I'm not in a class that requires 'em to be competitive!! (PCA Zone 7's B-improved. Time trial and autoX only.)

--DD

------------------
1974 VW-Porsche 914 2.0 (Type IV powered!)

Pelican Parts' 914 Tech Geek http://www.pelicanparts.com

Racer Chris · Post by **Racer Chris** » Mon Jan 28, 2002 4:50 pm

This is what I did Dave,

I way overheated the engine due to a mistaken idea about airflow through the cooler. I finished the race with oil at 260F (that's in the tank) and low oil pressure. Next time I took the car out I spun a bearing and stretched the rod cap. I seem to have phenomenal luck even with these disasters though. I came off the track after hearing some funny noise and the motor seized in the paddock. I replaced the crank and I think a bent valve too. The backup engine stayed in the car for a long time while I waited for the new rods (I was smart and bought five). Now I have a second set waiting for the next disaster.

Chris

[This message has been edited by Racer Chris (edited 01-28-2002).]