DDK - Die Deutschen Klassiker

Another job ticked off of the to-do list - wired up the low oil pressure warning light.

Cool

Spent some time cleaning matching surfaces and measuring.

According to this web site the iso standard for a 75-85mm force fit hole is 0.035mm

https://simplybearings.co.uk/shop/Info- ... tml?page=1

I measured the bearing which wouldn't fit at 75.08. the bearing which did fit was 75.02. I'm honestly not sure if my tool is accurate to within.0.06mm. however, the measurements where repeatable from different angles.

I measured the bearing housing at 74.7x. I cleaned it up with some 1200 sand paper and it measured to 74.90.

Unfortunately, I managed to mark the housing yesterday but I smoothed it. I'm more confident of everything going together. This time I will not put an cooper grease in. Probably should of done all this before the first attempt.

Appears our bearings are also used on a Series 1 BMW

https://www.ebay.co.uk/itm/395623749942 ... media=COPY

I also cleaned up the hub and got to just over 42mm. Fingers crossed for next weekend

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Ralph wrote:Another job ticked off of the to-do list - wired up the low oil pressure warning light. Cool looking gauge.

Which car is that?

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Spent the day on Saturday blasting around N Yorks with Chris Lazenby and other Porsches. Chris is a motorsport photographer and this photo is a first edit. Looking forward to seeing the final images


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Great pic

Bootsy wrote:Great pic

Could be a calendar nomination?

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Finally got out in my car to collect and fit my newly made steering wheel, built by Springall. So good to be out in the car again…… 230 miles covered with little traffic hindrance……happy days…




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Looks good

Thanks - what surprised me was how heavy the original steering wheel was in comparison to the new one…..


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First time I've heard of Springall wheels- an interesting alternative to Momo etc. and for a "bespoke" item well priced!

Ferdynine11 wrote: ↑Wed Sep 04, 2024 9:36 pm Finally got out in my car to collect and fit my newly made steering wheel, built by Springall. So good to be out in the car again…… 230 miles covered with little traffic hindrance……happy days…

Good choice of wheel ...

1st edition DDK Tax Disc holder in that pic! Worth more than a pair of Recaros these days.

Took the 914 along to Williams-Crawford to get it, out of interest, weighed and corner weighted. According to Porsche, a stock US-spec 1975 914 weighs 1000kg with half a tank of fuel. Mine is down to 919kg, so a loss (or gain in Colin Chapman's eyes!) of 81kg (178 pounds). Had hoped to get it under 900kg, but added roll bar and Accusump bring the weight back up following removal of heavy US-spec bumpers, steel front and rear lids and much of the interior padding.

The weight distribution was shown to be 55.7 rear, 44.3 front, again the roll bar and Accusump adding to the rear bias. There's not a lot I can do about that other than moving the battery up front. As for getting the weight down, I plan to remove the US-spec side intrusion bars in the doors (they weigh over 10kg each!) as I already have side impact bars on the roll bar, so that should get me under the magic 900kg. My Cobra RSR seats are heavy (as are the original 914 subframes they're mounted to) but they're also comfortable and supportive on the twists and turns. I did wonder about the glass seats on sale here on DDK, but I don't want the car to end up being too 'race car', if you get what I mean.

Back to corner weights... At the rear, the difference side to side is 15kg, much of which is accounted for by the battery and the braided oil lines, remote cooler etc under the right side of the car. However, I balance that out (and more) once seated in the car. I weigh 61kg before you ask (9st 8lbs)... At the front, however, the difference is more noticeable: left = 208kg, right = 199kg, a difference of approximately 15lbs, which is made worse when I'm seated in the car. Side for side there is an overall difference of 4kg (457kg left, 461kg right) less driver. The important figures are the cross weights - left front added to right rear, right front added to left rear, the totals being expressed as a percentage of the total weight of the vehicle. In this case the LF+RR = 51.1 per cent, the RF + LR = 49 per cent. In an ideal world, these two should even out at 50 per cent for both diagonals, meaning that the car is as well balanced as it can be and therefore stable under braking as well as happy on left or right hand bends. Josh Tenant (ex-Tutthill and part of Williams-Crawford's race prep and resto team) reckons that anything 48 and above is good, especially when you take into account the lack of adjustability on the 914.

Adjusting the ride height via the torsion bar adjusters is the only way open to me at the front end (can't run front coil-overs due to class regs). The Bilstein coil-overs at the back can be adjusted by moving a circlip which supports the spring perch on each side up or down a notch, but the changes are not very subtle or quick to perform. However, there are threaded spring perch conversions available, which I shall look into over winter.

So, an interesting exercise with reasonable results, all things considered. After all, the 914's body was built by Karmann, not a company with a reputation for accuracy...