Kevin Groot

It seems there haven't been too many 4-cylinder 914s in E-production lately. The class has gotten faster and the 914s were finding it hard to compete.  Most of the 914s have moved to FP where, with the 1.8L, they have proven to
be competitive. But, Jake's been pushing the envelope on type4 performance,
and can make these engines do things nobody thought was possible, and the
SCCA has done some weight balancing throughout EP (the 914 gets a 50 pound
weight reduction for 2005, for a total of 1870 pounds with driver after a
race).

So, maybe it's time to consider running a 2.0L 4cyl 914 again in E-prod?............. that's what pushed this 914 from a FP to EP. I was going to build it as a production car anyway, but EP is where the big dogs play. Lots of Mazda RX-7s, Lotus 7s, 240z, Miatas and so on. Jake and I hooked up because he could smell the opportunity and we both love a challenge.

I started with my yellow autocross car, stripped it down and started fabricating, a few months later..... the blue version of the car is how it sits in Sept 2004. It's running with a mild 2.0L backed up with a stock 901 trans. Next year it receives a MassIVe upgrade, 2.0L style. DTM, dry sump, crank fire and so on. And that will be backed up by a Hewland with a Quaife. Some chassis details:

Coil-over Konis all the way around,double-adjustable inserts in the front, 914-6 brakes, vented rotors in front, 5-bolt conversion, built to use 944 early-offset-wheels shod with 23x9x15 slicks, dual master cylinder setup with remote balance adjust, camber plates up front and spherical trailing arm mounts out back.

Please check back with us often, as this page is currently undergoing a full re-do. If you have any questions about our services and engines for this application, please contact us.

Jake Raby

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