{"id":166473,"date":"2024-03-27T10:59:39","date_gmt":"2024-03-27T14:59:39","guid":{"rendered":"https:\/\/americancollectors.com\/?p=166473"},"modified":"2024-03-27T10:59:40","modified_gmt":"2024-03-27T14:59:40","slug":"few-things-to-know-before-buying-porsche-914","status":"publish","type":"post","link":"https:\/\/americancollectors.com\/articles\/few-things-to-know-before-buying-porsche-914\/","title":{"rendered":"A Few Things to Know Before Buying a Porsche 914"},"content":{"rendered":"\n

Are you thinking about buying a Porsche 914? You\u2019re in good company. Although it\u2019s been nearly fifty years since the last one left the production line, interest in the first \u201caffordable Porsche\u201d has perhaps never been stronger. Unfortunately for would-be buyers, there\u2019s been a corresponding rise in market value and transaction prices to match. The days when these cars changed hands for a thousand dollars or less are long gone. Which means it\u2019s more important than ever to shop smart. Here are a few things you\u2019ll want to know before you sign the check.<\/p>\n\n\n\n

Not All 914s Were Created Equal<\/strong><\/h2>\n\n\n\n
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Chances are you already know some basic 914 history: The original plans to sell only the six-cylinder version as a Porsche while badging the four-cylinder car as a Volkswagen. The home-market \u201cVW-Porsche\u201d badging that earned it the arch nickname of \u201cVoPo\u201d, a term also used for the East German state police. The decision to discontinue the six-cylinder 914\/6 in 1972. And, of course, the lightning-quick Porsche 916 that would have been the top of the 914 range, had Porsche not pulled the plug on the whole affair.<\/p>\n\n\n\n

That\u2019s just the tip of the 914 iceberg, and as an owner you\u2019ll learn enough stories to last a lifetime. For now, however, let\u2019s focus on the three 914 variants that make up the bulk of what\u2019s on the market. From 1970 to 1973, all 914s<\/a> were powered by the 1.7-liter flat-four engine. For 1974, the single engine choice was replaced by two: a 1.8-liter flat-four, and a stouter 2.0-liter option. All three engines were fuel-injected for their entire US-market production run, so if you find a 914 of any engine with carburetors, it\u2019s worth finding out how and why that change was made.<\/p>\n\n\n\n

Some 914s were fancier, like the 1970 1.7L car, with its non-adjustable passenger seat, trim chrome bumpers, and relative lack of emissions controls. Others gravitate towards the 2.0L cars, which weigh more but have more power to offer. Our advice? It\u2019s more important to pick the right car than it is to pick the \u201cright\u201d model. All three engines can be modified for more power, and it\u2019s common practice to \u201cupdate\u201d and \u201cbackdate\u201d 914s with one\u2019s preferred bumpers and options. The same is true for California-market cars, which had less power when they were new; all the changes made for California can be reversed, and already have been in most 914s that have survived to the present day.<\/p>\n\n\n\n

Which leads us to The Golden Rule of 914 buying, namely:<\/p>\n\n\n\n

Get the Best Condition Car You Can Afford<\/strong><\/a><\/h2>\n\n\n\n

Even at today\u2019s values, it\u2019s still cheaper to buy a good 914 than it is to build a good one from a project or from a car with \u201cstories\u201d. Get the right car up front. You won\u2019t regret it. But how do you know which car is right?<\/p>\n\n\n\n

Rust Is 914 Public Enemy #1<\/strong><\/h2>\n\n\n\n
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Porsche was a pioneer in galvanized body shells. This expensive technique means that it\u2019s rare to see rust on any 911<\/a>\u00a0or Boxster, even rough examples. But this technology arrived too late to save the 914. As a \u201ccoachbuilt\u201d car, meaning that it was assembled by the Karmann Coachworks with a level of individual effort you don\u2019t get out of luxury cars nowadays, the 914 was never really engineered to drain and shed water all that well. Put that together with 50-plus years of weather, and we\u2019re talking serious rust in many cases.<\/p>\n\n\n\n

If you have to choose between a 914 with heavy rust and one that needs an engine rebuild, pick the latter every time. Where should you look for rust? Everywhere \u2013 but pay particular attention to the battery tray, the engine compartment, and everything under a carpet. If at all possible, put it on a lift and look for rust underneath in the floorpan and rocker panels. Assume you haven\u2019t found it all until it breaks through somewhere you can see. Along the way, look for evidence of bad bodywork and previous rust repair. It\u2019s the most important step in buying a 914.<\/s><\/p>\n\n\n\n

\u201cNumbers Matching\u201d Is Important for 914s<\/strong><\/h2>\n\n\n\n

If you\u2019re a fan of old Detroit muscle, you know that having matching serial numbers on the engine and car is important. It\u2019s important with 914s as well \u2013 but there\u2019s also the issue of matching serial numbers on the frame as well. Many of these cars have been raced and crashed. In some cases, two crashed cars were assembled into one new one. So where do you look? The passenger side of the inside \u201cfrunk\u201d, the lower left corner of the windshield frame, and the passenger side front fender. There will also be a sticker on the door jamb, if it hasn\u2019t been painted over or scraped off.<\/p>\n\n\n\n

A car with all serial numbers matching, and an engine that matches is the best bet for investment value. Don\u2019t care about that? Then don\u2019t sweat it \u2013 especially as regards the engine. But that does <\/em>lead us to one important caveat:<\/p>\n\n\n\n

Is That a VW Engine in My Sports Car?<\/strong><\/h2>\n\n\n\n
\"\"<\/figure>\n\n\n\n

All three of the 914 engines also made appearances in Volkswagen buses, missing the performance upgrades and\/or lighter parts that made them 914-specific. During the Seventies and Eighties, a lot of wrecked 914s donated their 2.0L heads to VW buses with speed-freak owners. Let\u2019s face it: some of them just wanted the power to do 50mph up the PCH out of Venice Beach. In turn, some thrifty 914 owners and racers pulled bus engines out of junkyards when they blew up their originals. How can you tell? Serial numbers are a big tip-off, but carburetors instead of fuel injection is another likely sign that you\u2019re bus-powered. Worried about this? Here\u2019s a secret: pretty much all the big-bore racing engines for 914s started life in a VW Bus. Don\u2019t be a snob!<\/p>\n\n\n\n

When in Doubt, Take Your Time<\/strong><\/h2>\n\n\n\n

One good thing about the uptick in 914 values is that it\u2019s brought a lot of good cars to market, and it\u2019s made it more likely that the cars you\u2019re shopping will have received some TLC prior to sale. That doesn\u2019t mean you need to be in a hurry. 116,631 of these cars were built. Many of them are still around. So, take your time, especially when it comes to inspecting a car. See how it runs at cold start and <\/em>when it\u2019s been idling. Check all the gears for play. Shake the wheels to check the bearings. Put the car on a lift if you can. A good long road test is always worth doing. And if you don\u2019t know what to look for, it\u2019s worth having a respected Porsche specialist do a Pre-Purchase Inspection<\/a>, the same as you would for a 1977 911 Turbo.<\/p>\n\n\n\n

When You\u2019re Ready\u2026<\/strong><\/h2>\n\n\n\n
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Found the right car? Great! Unless you have records showing recent service, now\u2019s the time for a full fluid change, an alignment, which can also uncover issues with bearings and bushings, and whatever service the owner made you aware of it. Last but not least, check the date codes on the tires. It\u2019s common for these cars to age their tires out before they wear them out. If the date code is six years or older, make the safe choice and change them out. Now have fun! And if you see another 914 on the road, don\u2019t forget to wave. Good company, indeed!<\/p>\n","protected":false},"excerpt":{"rendered":"

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