PARTS OF THE PROCESS
trace the Porsche’s history back to the factory? “It’s one of the first things we do with all our cars,” Greg says, referencing the extraordinary collection of historically significant motorsport machines he presides over as Team Principal of Titan Historic Racing, which Perry serves as Team Manager. Vintage Ferraris, Chevrons, a string of F1 cars from Lotus and March, Titans and even a Surtees TS11 form part of the continually growing Titan Historic Racing fleet. “When we find a car with interesting provenance, we follow up using the network of contacts we’ve got all over the world. The 914, however, threw a curveball our way.” Porsche records confirmed the car’s chassis number was registered in the middle of a sequential set that had no recorded buyers. “There’s always a reason for this kind of anomaly,” Greg continues. “When it comes to Porsches, it means our car was either a demonstration vehicle or, more likely, it had been given to a third party outside the usual retail channels.” His 914’s Certificate of Title supports the theory, recording the boxy roadster as a 1969 pre-production example.
Investigation of the engine number further suggested that the team were looking at a special machine. “We discovered this car was never considered a ‘matching numbers’ 914, primarily because the chassis wasn’t paired with an engine at the factory.” It’s believed each of the Solar Productions 914 camera cars were fitted with flat-six engines, although there’s no firm proof of which specification boxer was fitted to this particular 914. Greg suspects it to be a 2.2-litre unit, though today, the car makes use of a potent three-litre powerplant lifted from a donor 911 SC. It’s enough for the car to be nicknamed Bullet, clearly a nod to the Mcqueen movie, Bullitt, but primarily a reference to how quick this little Porsche is at the track.
In the course of Greg’s investigation, he established
HE ESTABLISHED SIX 914s ARE RECORDED WITH THE SAME PAPERWORK ANOMALIES
six 914s are recorded with the same paperwork anomalies, though no-one can yet confirm which or how many of these cars were used in the filming of Le Mans. “Our starting point is always assumption and educated guesses,” he explains. “We then pick up little bits of information from classic issues of Autosport, Road & Track, period photographs and film footage, manufacturer documentation, retired race team engineers and, suddenly, you see history come together.” As if to prove the point, after months searching through smoke and mirrors, the Titan team uncovered a period photo of Le Mans camera cars with possible visual confirmation of the grey car’s history.
It all comes down to the bodywork. Far wider than a standard 914 or 914/6, but bereft of the boxy extensions fitted to the later 914/6 GT competition cars, Le Mans camera cars appear to wear unique wheel arches that match Greg’s car perfectly. “We thought the arches were fibreglass fairings when we first saw them, but closer examination proved them to be all metal,” he explains. The wider arches stretch over substantially modified running gear that pre-dates the car’s arrival in England. Key features include fifteen-inch Fuchs alloys with 235-section front and 255-section rear tyres, 911 calipers in each corner and thoroughly revised suspension. Using front torsion bars and rear Koni coilovers, the system evokes the factory 914/6 and accommodates revised geometry, as well as substantially extended front and rear track. Greg elected to preserve the specification of his purchase where possible, meaning further developments are limited. Instead, Perry focused his attention on safety, fitting new braided brakes lines,
EBC performance discs and pads from the same manufacturer. He also crack-tested all suspension mounts and supporting components.
Further investigation of the suspension revealed intriguing points of difference distinguishing this car from other 914s. Several components are constructed from lightweight alloy, including the anti-roll bars, suspension uprights and stub axles. “Around half of the components that aren’t aluminium on a normal 914/6 are made of alloy on this car,” says Greg. “We couldn’t find any aftermarket suppliers who make similar parts. The quality of workmanship is absolutely fantastic.”
ENGINE ROOM
More extensive work was required to get the engine running smoothly, with Perry concentrating his efforts on the K-jetronic mechanical fuel injection that came fitted to the car — the EMS team has rebuilt the system three times and tested the 914 on the Revivals rolling road (located near Imperial War Museum Duxford) on no fewer than ten occasions. “The guy who runs the dyno at Revivals is a bit of a boffin,” Greg laughs. “The flat-six powering this car is producing a safe 195bhp, but he’s adamant there’s much more to come,” he adds, recognising a 911 SC rewards its driver with 201bhp. Otherwise in good condition, the flat-six has benefited from a borescope inspection, an oil cooler overhaul and the addition of remanufactured exhaust sections.
Greg and Perry struck the same balance between renovation and posterity when it came to revitalising the bodyshell, limiting paintwork to a respray of the cabin and select areas of the exterior, whilst retaining the majority of the pre-existing grey paintwork. Inside, you can still search out the telltale floor modifications, but they’re now joined by reinforced mounts near the driver’s seat, which help support a substantial new roll cage. He might have uncovered potential links to a unique history, but Greg is keen to remind us he bought the 914 to compete with. “Solar Productions camera cars had to be prepared and certified to race at Le Mans in order for them to take to the track and get the required footage,” he explains. “Much of the captured film was shot after the race, but the bottom line is that Le Mans camera cars were prepared in the same way you’d ready a race car for action. It’s this spirit that will continue as Perry and I prepare to hit the track in this special Porsche either side of trying to uncover the car’s true identity.” It’s just like Michael Delaney says. Racing is life. Anything before or after is just waiting.