The Porsche 901.14 is a 2,195 cc, air‑cooled flat‑six (boxer) petrol engine produced between 1967 and 1969. It features a dual carburettor fuel system, overhead valve (OHV) layout, and dry sump lubrication. In standard form it delivered 103 kW (140 PS) at 6,100 rpm with 186 Nm of torque at 4,200 rpm, delivering improved performance over earlier 2.0 L variants.
Fitted to the Porsche 911 T and select European-spec 911 models during the transition from the original 901 series to the updated 911/02 platform, the 901.14 was engineered for enhanced drivability and modest power gains while retaining the signature flat-six balance. Emissions control remained minimal, compliant only with pre‑Euro national standards in West Germany.
A documented concern is valve seat recession under sustained high‑load operation when fueled with unleaded petrol without hardened valve seats. This issue, noted in Porsche Technical Bulletin PTB‑68/11, led to the adoption of upgraded cylinder heads from late 1968 onward. Later service guidance recommends valve seat inserts for retrofits to modern fuel.
Production years 1967–1969 predate Euro emissions standards; compliance is governed by national type approvals (KBA Germany #11889).
The Porsche 901.14 is a 2,195 cc flat‑six air‑cooled petrol engine engineered for early 911 lightweight sports cars (1967–1969). It combines twin Solex carburettors with OHV architecture to deliver responsive mid-range torque and high-revving character. Designed before formal Euro emissions regimes, it emphasizes mechanical simplicity and thermal efficiency.
| Parameter | Value | Source |
|---|---|---|
| Displacement | 2,195 cc | |
| Fuel type | Petrol (Leaded, compatible with unleaded with upgrades) | |
| Configuration | Flat‑6 (boxer), OHV, 12‑valve | |
| Aspiration | Naturally aspirated | |
| Bore × stroke | 84.0 mm × 66.0 mm | |
| Power output | 103 kW (140 PS) @ 6,100 rpm | |
| Torque | 186 Nm @ 4,200 rpm | |
| Fuel system | Twin Solex 40 PII-4 carburettors | |
| Emissions standard | Pre‑Euro (national type approval only) | |
| Compression ratio | 9.0:1 | |
| Cooling system | Air‑cooled (fan‑driven) | |
| Turbocharger | None | |
| Timing system | Gear‑driven camshaft | |
| Oil type | SAE 20W-50 mineral oil (API SF/CC) | |
| Dry weight | 128 kg |
The OHV flat-six offers a balanced blend of mid-range torque and high-RPM responsiveness, ideal for spirited driving. However, it requires valve clearance adjustments every 10,000 km. Operation on modern unleaded fuel necessitates hardened valve seats or lead substitutes to prevent recession. The dry-sump system demands oil level checks with the engine running. Carburettor synchronization is essential for smooth operation, and only non-detergent mineral oil should be used to preserve vintage oil pump tolerances.
Oil Specs: Requires non-detergent SAE 20W-50 mineral oil (API SF/CC) per Porsche Lubricants Guide 1968.
Emissions: Pre-Euro emissions regime; governed by KBA Germany national type approval (KBA #11889).
Power Ratings: Measured per DIN 70020 standard. Output verified in KBA approval documentation.
Porsche Werkstatthandbuch 911 (1967)
Porsche Technical Bulletin PTB-68/11
Kraftfahrt-Bundesamt (KBA) Type Approval Database #11889
Porsche Engineering Report ER-901/69
The Porsche 901.14 was used in Porsche's 911 T and select early 911 variants with rear-engine, longitudinal mounting. Platform-specific adaptations included revised cooling ducts and modified engine mounts for improved NVH. From late 1968, updated cylinder heads with hardened valve seats were introduced, creating interchange limits between early and late production units. All adaptations are documented in OEM technical bulletins.
Locate the engine number stamped on the crankcase adjacent to the oil filler tube (Porsche Werkstatthandbuch 911/1967). The prefix '901/14' confirms this variant. Visual identification includes twin Solex 40 PII-4 carburettors, air-cooled cylinder fins, and a dry-sump oil tank on the right-hand side. Differentiate from 901/07 by displacement (2,195 cc vs. 1,991 cc) and higher torque output. Late-1968+ units feature updated cylinder heads with valve seat inserts.
The 901.14's primary reliability risk is valve seat wear when operated on unleaded fuel without modification. Porsche service data from 1969 noted elevated valve recession in pre-late‑1968 builds, while KBA workshop reports identify carburettor imbalance as a frequent cause of rough running. Extended high-RPM use without oil changes accelerates cam lobe wear, making oil quality and valve clearance checks critical.
Analysis derived from Porsche technical bulletins (1968–1971) and Kraftfahrt-Bundesamt (KBA) failure statistics (1969–1974). Repair procedures should follow manufacturer guidelines.
Find answers to most commonly asked questions about PORSCHE 901-14.
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