The Porsche 914 was a highly polarizing vehicle over its six year production life. Whether from raised-nose Porschephiles – “it’s not a real Porsche”, muscle car owners “80 measly standard horsepower?” or value enthusiasts “is that all there is for $3,600?”, the poor entry level Porsche just couldn’t catch a break.
They say that “time heals all wounds”, and, like many famous writers, poets and painters, history has treated the 914 more kindly after its death than during its life. Although the car had several strikes against it as a new purchase, 14 years of aging seemed to improve the vintage, affording a more balanced perspective and making it a compelling purchase for me.
Despite the naysayers and armchair critics, the 914 went on the become the bestselling Porsche up to that time. So what was the ownership experience like living with this rehabilitated best seller?
The 914 was conceived in the mid 60’s as a joint development between Porsche & VW. Porsche needed something to replace its increasingly expensive 912 model, and VW wanted a follow on for their Type 34 Karmann Ghia.
Americans are used to the Type 14 Karmann Ghia (based on a widened Type 1 Beetle chassis) but may not be as familiar with the Type 34. The Type 34 was built on the larger Type 3 chassis with the 1500 cc pancake engine found in the Type 3 Fastback & Squareback. In addition to being a bigger car, it had more amenities than the Type 14 Americans were used to, and was actually the most expensive car produced by VW through most of the 60’s.
So, one car to help Porsche at the lower end, and another to help VW at the higher end; what could go wrong? Four cylinder versions would use much of their gear from VW, including their newer 1.7 liter used in the 411. Porsche would use more of their own parts in the engine, suspension and trim departments, and everyone would win.
Like many great characters in a Shakespearean tragedy however, this star crossed story doesn’t have a happy ending.
The adage “Get it in writing” is tragically illustrated by the 914 story. Heinrich Nordoff, VW’s Chairman, and his friend Ferry Porsche had a handshake agreement on the development and cost to Porsche of the soon to be released 914. Unfortunately, Heinrich’s untimely death in 1968 thrust Kurt Lotz into the leadership role, and Kurt knew nothing about any supposed “agreement”.
The upshot of the new written agreement was that Porsche ended up paying far more for 914 bodies than they had originally budgeted. It also meant that their trimmed out 914 (including the 2 liter six cylinder from the 911) cost more than could easily be marketed and was priced dangerously close to their 911T, defeating its original “entry level” purpose.
In the US, the 914 was marketed as a Porsche and sold through the American Porsche+Audi sales channel. It was launched for the 1970 model year with the 1.7 VW engine (80 hp) at $3,595 and the 2 liter 911 engine (110 hp) at $5,999. Viewed without context, this doesn’t sound so bad. But the exchange rate between the US dollar and the German Mark was beginning its crazy spiral and, for many Americans, it’s all about price. Viewed against its contemporaries, Datsun’s new 240Z with 150 hp was available at $3,500, and the Corvette coupe started at $5,192. That’s a tough crowd! And although few Corvettes were shopped against the 914, the 240Z was certainly attracting lots of attention against all entry level sports cars.
Some in the Porsche owner fraternity looked at the shape and engine location and derided the car as “not a real Porsche”. Others looked at the pricing and its 80 pavement ripping horsepower and asked, like Peggy Lee, “Is that all there is?”
By 1973, Porsche’s 2 liter six cylinder version was taken out back behind the woodshed and shot, as its pricing and sales didn’t justify its continuation. VW’s 2 liter four cylinder producing 95 hp was substituted, providing lighter weight, better torque characteristics and a significantly lower price than its predecessor. This change, along with many other improvements, finally made the 914 into what many had been calling for.
It was the spring of 1987 and the Datsun King Cab had provided good service but it was a time for a change. I happened to pass a 1973 Zambezi Green 914 2.0 sporting a “For Sale” sign sitting at a gas station. Being pre-cellphone days, I called the number once home and found out that the seller actually worked at the station, so I returned to pay him a visit and take a closer look at the car. The car had wider tires and wheels, but was otherwise unmolested and in good shape. He was selling it as he needed a more practical vehicle due to some changes in his life.
Hey wait – I had a practical Datsun King Cab and wanted the 914, and he had a 914 and wanted a practical car. Wunderbar! We eventually settled on trading keys + $1,000 and the 914 was mine. He got a Kermit the Frog green King Cab, and I got the Zambezi Green 914.
Unless you lived through that time, it’s hard to imagine that many cars in the early 1970’s had real colors. Some manufacturers today offer four shades of black, four shades of grey, three shades of white, one blue and one red. Contrast that with the color chart above and you can see that things really have changed over 47 years.
The 1973 914 2.0 is considered one of the better models to own of the series. The 19% increase in power over the 1.7 liter helps for sure, but VW/Porsche had also changed the gear shift linkage for improved feel and accuracy. The Appearance Group added chrome bumpers front & rear with fog lights and bumper guards in the front. It may sound like a strange feature, but the passenger seat was even adjustable on this model. Earlier 914’s actually had a non-adjustable passenger seat, but being a two seater, it wasn’t as big of an issue as it would be in a four passenger vehicle. Anti-roll bars were also installed front and rear for improved cornering and flatter transitions. Later models received larger, more imposing bumpers and reduced horsepower, so the 1973 2.0 was kind of like the perfect “not too hot, not too cold” porridge in the Goldilocks story.
My car had upgraded 5.5 X 15 wheels with 206/65-15 Pirellis in place of the standard 165HR-15.
The interior was a Germanic spartan (not cheap) yet spacious place to be. The 914 was 65 inches wide, six inches wider than my Datsun Roadster. This made a dramatic difference in space and allowed accommodation of many more sizes and shapes of people. Although the car was small, you didn’t wear it like some others; you could sit in it and stretch out in relative comfort in most directions.
The parking brake was located to the left of the driver’s seat instead of the center of the car, something to be aware of when entering or exiting.
The primary gauges were large and situated directly in front of the driver. A console package added a center console with a clock and gauges for oil temperature and voltage. The steering wheel provided good sight lines to the hooded gauges ahead.
The fiberglass top was easily removable by one person and the rear trunk was designed to perfectly accept it. Small items could still be carried in the rear trunk even with the top stored.
The 1,970 cc engine was air cooled and located between the passenger compartment and rear trunk. Brought over from the 411/412 sedan, it was made more for mid-range torque than for trips up to the high end of the tachometer. The 95 horsepower was made at 4,900 rpm, and redline was at 5,600 rpm.
The five speed transmission had an improved shift linkage versus the original Rube Goldberg affair, but it would never win any awards for shift quality or precision. It was certainly serviceable, but it wasn’t light and direct like the Roadster or rough and notchy like the Vega GT Wagon Family Truckster. It was most similar to my current Vanimal; which means that it’s usable, just not what one would normally expect in a sports car.
Like other Porsches of the time, the transmission used a dog leg pattern that placed first down and to the left, directly below reverse. This pattern worked great for race cars that rarely used first gear. In stop and go traffic however, it required more thought and motion as you were frequently shifting from first to second then back down to first again. Once underway (like normal cruising or mountain driving) the pattern worked well. But you never forgot that you were shifting a transmission tucked way back behind the engine.
The 914’s claim to fame was the handling benefits afforded by its mid-engine location. The 914 was the first mass produced car sold in the US with a mid-engine mounting (the Fiat X1/9 came two years later). Mid-engine cars benefited from their low polar moment of inertia, meaning that their weight is in the middle of the vehicle and not out at the ends. A car with the weight located in the middle will turn in and change direction much quicker than one that weighs the exact same amount but has the weight at the ends of the vehicle.
With the 914, if you wanted to initiate a turn you simply thought about the turn, turned the wheel slightly, and the car went without muss or fuss. It didn’t have to take a set, then begin the turn; you didn’t turn the wheel and wait half a second for the car to respond. The unassisted steering was only 2.5 turns lock to lock, so you simply turned the wheel and the car went in the desired direction – right now. Like a puppy wanting to go outside and play, this was a car that begged to go to the mountains and show you what it could do – drama free – time and time again in the curves.
Now Huntington Beach is not exactly the land of curves and bends. But there were a number of mornings and nights that I’d make the drive up through LA to Mulholland Drive in the Santa Monica Mountains & Hollywood Hills and let the little car strut her stuff. On a clear night, Los Angeles is magnificent, and taking the top off the 914, letting it tackle the curves, then parking for a while to see the lights glitter below is the stuff that warm memories are made of.
The larger tires and wheels made for an interesting contrast to a standard 914. A four cylinder 914 has a front to rear weight ratio of about 45%/55%. A stock 914 with its 155 or 165 section tires has a very neutral cornering attitude and reasonably high limits. If pushed too hard, it will drift outward waiting to scrub off speed and go back on its merry way. The 205 section tires had far higher limits – but if you pushed too hard and lost traction, well, you were already traveling at a much higher speed and the rear end could snap outside. Lower front tire pressure could ensure that the front broke first, but at the expense of slightly heavier steering. None of this is criticism of the 914’s handling, as it was deceptively nimble, and its limits were stunningly high. Handling was the 914’s claim to fame and it didn’t disappoint.
The 914 rode well and provided a comfortable traveling experience. The larger tires provided some kickback through the steering wheel not found in the standard set up, but it was remarkably composed for a smaller car.
My ownership of the 914 was concurrent with the Roadster, and it gave me many opportunities to compare and contrast the two vehicles. Although they were built only three years apart, the Roadster in 1970 and the 914 in 1973, they were definitely a generation apart in design and execution. The Roadster was relatively crude in comparison to the 914. It rode rougher due to less suspension compliance and handled well as long as the road was billiard top smooth. The 914 was more compliant in ride and could comfortably turn on a dime just by thinking that you wanted to turn.
For acceleration, it was no contest, as the Roadster had far more power than the 914. They both had 2 liter engines but they couldn’t be more different in personality. The 914 made its torque down low, which made it easier to drive in traffic. It didn’t necessarily feel like a traditional sports car rowing through the gears, as 4,900 rpm was peak power and redline was only 5,600 rpm. The Roadster’s peak power was at 6,000 rpm, with a redline of 7,000. Its five speed was light and direct, begging you to keep going through the gears to take advantage of the peaky engine. The 914’s transmission served to change gears, but its wider band of torque and less precise shifter didn’t invite you to just run up through the gears for the heck of it.
The wider body of the 914 meant that most people could be comfortable, and you didn’t need to pick your friends based on size. The Roadster was more of a fitted experience, and long trips would be far more comfortable in the 914. Fuel mileage in the 914 was in the low to mid 20’s, and its generous 16.4 gallon tank meant that you could go a while between fill ups.
Southern California doesn’t really have a rust issue, but 914’s were notorious for rusting out the battery tray. The battery would spill a little acid, which just sat down there eating away at paint allowing rust to take hold on the metal tray. If you caught it, you’d fix it and be fine. If you neglected that area, rust could begin and silently make its way down to take out the right suspension mount. Knowledgeable owners made sure to arrest any problem and replace the battery with a gel type that couldn’t spill.
Wrenching on the 914 was an experience, as access was…tight. On a scale of accessibility, with a 1967 Camaro six cylinder being a “10” and a Boss 429 Mustang being a “1”, I give the 914 a “2”, maybe a “3” if I’m being generous. Smaller hands and arms would definitely be helpful, and getting to the engine through the maze of vacuum lines was a challenge. It was certainly workable, but not always enjoyable. The 914 also taught that, although it was the “inexpensive” Porsche, parts were priced just like the big boys. At that time, parts prices were not in line with the cost of the vehicle.
One beautiful Thanksgiving day (it is Southern California), my brother in law and I went to the store to get some needed supplies for the big dinner. The weather was warm, the top was off and the tunes were blasting. On the way back, I may have been distracted by the sunshine and music and not noticed that the little car was traveling significantly above the speed limit and taking turns pretty quickly on Beach Blvd. The officer who eventually caught up to me had noticed however, and it was big ticket time. Even though Christmas was still four weeks away, I received an early present from that officer in the spirit of the holidays – off with a warning. That’s a present that I didn’t deserve but certainly appreciated. Ah, the joys of being young, stupid and lucky sometimes!
1989 saw the little 914 still giving dependable and entertaining service. We were also expecting our first child later in the year, and I had the Audi 4000S for family affairs, so the 914 was just fine. What I hadn’t expected however, was that as the pregnancy progressed, my wife’s ability to climb out of the 914 became more and more difficult. This definitely wouldn’t work, so the 914 was put up for sale and a replacement four door vehicle procured.
Like a fine wine and viewed 47 years later, the 914 has aged well and been accepted as a “real” Porsche. It was responsible for bringing mid-engine handling down from Supercars to the masses, paving the way for the X1/9’s and MR2’s that followed. My memories of the ownership experience are warm and sunny, like a drive down the Pacific Coast Highway with waves crashing, the top off and music playing. And isn’t that what owning a Curbside Classic is all about?
We were on a bike club ride out a few months ago, rambling though the country lanes when we passed four of these also out enjoying the sunshine. All in lurid colours as you say Ed, green, orange, yellow and blue, a lovely sight.
These were never in my field of vision at the time, but I can see the attraction now. And yes, I do remember the “that’s not a real Porsche” thing back then. I am not sure I could summon the enthusiasm to own one today, but then I have not driven one – something that could change my mind based on your description.
Just curious, what is the bright red lever by the shifter? My inner 12 year old wants it to be an ejector seat, but I’m guessing not. (Clearly that would have a safety cover over it)
Although I’d love to tell you that this was the James Bond edition of the 914, complete with ejector seat, the actual answer is cabin heat control.
OMG! The CC Effect is in full force today. I literally just got done reading this Motor Trend article on how Aston Martin is recreating the 1964 DB5 from the James Bond film “Goldfinger”, including all the gadgets…
…All but one that is: the ejector seat you all are talking about here.
Oh, lever to operate the hidden headights?.
About when you bought your 914, it was quite common to see them parked near intersections with for sale signs in the windows in my hometown. I don’t think I ever test drove a 2.0 one though. Wasn’t there also a base 1.8 liter model that replaced the 1.7 near the end of production? I also test drove on about six years ago, but it had needs and I didn’t have a spare garage bay. These days decent 914 2.0s are bringing the sort of money that was reserved for the 914-6 not that long ago.
My mother’s 924S also had the handbrake between the seat and the doorsill. I’m not sure I’ve ever seen it in a non-Porsche.
Yes, the 1.8L replaced the 1.7L in 1974 to help restore a little power lost due to the increasingly stringent smog controls.
The Volvo 122 and 1800 had the handbrake in that position.
Even plebeian cars have it – I don’t know about Ram Promaster, but its European counterpart Citroen Jumper has it on the left side, too.
After a month spent with Jumper I often got the seat into a higher position instead of disengaging the parking brake, sitting in cars with more conventional layout.
Yep, the ProMaster is the same.
The C4 Corvette has its handbrake lever there as well.
I was thinking I should have remembered this, having just checked out a party host’s beautiful C4 Corvette…in spring of 2001. Getting old.
The handbrake is designed to fold back down once engaged to be out of the way. Had a ratcheting mechanism.
Great to see the article and relive my days as a 914 owner! I had three 914’s Red 72 all original and like your story traded my Dodge RAM 250 318 Thrush side piped Custom Van straight up for it the guy needed a tow vehicle for his race car. That one got totaled in Margate NJ right in the beginning of summer hit by a drunk Judge Replaced it with a Silver 1970 with rusted out trailing arm ended up losing it on 295 ran off the road another total ! So now I’m 2-2 so replaced it with the best one of all a Red 73 2.0 with Dual Weber’s, headers that was a fun car completely restored what a beauty had that till the kids came along had some really fun times in all of the 914’s
Ed, you gave us a terrific essay on this vehicle. Indeed it is as you describe it. I did not own one. However, a coworker and I used to travel to work in his 914 in the winter of 1974. He loved the car even though he said, “It’s not a real Porsche. It has a Volkswagen engine.” Then came the day when we were driving down a 40 MPH road in Orangeburg, NY and coming into the “T” intersection of Orangeburg Road. He was driving over 60 MPH when he had no time to stop for some autos in our way (not personal, he was almost on top of them). So, he gunned it to over 80 MPH and swerved right and around the stalled vehicle and the other vehicles stopped. Holy Moly! The Porsche and its driver, Barney Oldfield – haha, managed that maneuver. I needed a change of undergarments!
I had a used ’74 914 Limited Ed. 2.0; and it WAS a big go kart! The low seating position combined with the INSTANT steering response made it a very enjoyable car to drive. As you noted the shifter was less than impressive for a sports car (the Pintos I had with the super slick UK Ford 4 speed was FAR superior. Of course, that was about the only superior thing about those Pintos. )
Unfortunately here in N. Indiana the “tin worm” ate the lil car quite rapidly. It finally got to the point where the car really was not safe to drive……sadly. DFO
73 ahhhh the frt nipple bumper area…:)
As a young kid growing up my older brother had a immaculate 71 saturn yellow….coming from my first ride in a jeep fwc which was fun in the fields and woods,, riding in the 914 was exhillarating to say the least top off country narrow 2 lane black top twisty no traffic roads….At times i felt like i was in a real slot car….instead of the occasional slot car racing track scattered across the front room….There was a time more so then about a…..stigma of getting over the hump and into a 911…..It would seem on a summer weekend when all the race cars of porsches would congregate at not to far from track amusement park where it was easier to view for public…that 914 s where in there lil out of way parking area and not to mix with duck bills whale tails and huge flares. 904 ,917 and formula v….intresting times in the resort lake district….but it was always a bit weird how the 914 was shunned a bit….not part of the pack…..i enjoyed my time riding in the car…barely seeing over the blaupunkt and nagahyde…..experincing g force and it had a somewhat bug motor sound but rapped up just before it sound like it would come apart it was fun…..amazing how u remember the wx the smell the wind and sound when you ride in something like this.
With all the….”wishing it was a 911″ type stigma….i choose my first car a 68 911 L chocolate 22k orig miles no rust….4,000 dwn from 4,500 from a dr. I was 17 and worked my tail off to save on the farm….I did enjoy the car drives into town…, duluth , stillwater….what was everyone looking at when i drove by….was it my hair 🙂 …..why do they turn around to look ? I mean its not a super car….growing up in a Italian family my father would wonder whats up with 2 of the 3 sons with german cars….He thought the Ferrari was the pinnacle ok and certain models of farm machinery and true the holly grail for me was a dino or 308 or Muria the top of my list….never saw any in person and couldnt possibly afford one anyways. But my chocolate 911 was mint and i had tons of fun in it….but i always had a connection about the 914 heck it was the first car i went above 100 mph in ok it was a lil downhill but not much….my brother kept it tuned well….but when he had a jug or 2 start to get a lil low on compression he trade it in at the amc/dodge/chrysler dealership where my dad always went to get my mom her yearly new car…..he didnt even have the nerve to tell me….one saturday summer here he was coming dwn the long farm driveway with this big by comparison of a 914 with a huge ? Wing in the back…what the heck was this with a battleship size hood white gear shift lever ball i couldnt get both hands around….folks had a T bird a few times he called it a Super bird…..it was yellow the engine was 27 times looking bigger and it was in wrong place….I was like how could you….yea i get the jest everything beat us at the stop light EXCEPT dont you remember that lil red fiat 850 top dwn spider he didnt pass you or that lady on that honda monkey bike…..i get it thou…but still how could you? Dont care how many of these big wing things where on the lot and you got a great deal ! Ok the wing is huge….its kinda cool hey that kinda racing i dont like dont they have these on some kind of balledaga ? Track eehhh im open wheel guy.
Flash fwd….letting my 911 go which i did not have it for sale is another story in it self….but after 45 years of a long line of ???? Exotics, super cars…V-12 and cars that have motors that in the dictionary under hang grenade there is a pic of same motor type cars……I reconnected with 914 giggle as i think if the day….i.mean i never drove one…not when the engine was running, but when my brother away i would sneek inside and think i was at Monaco or ok Donnybrook where as a lil kid i saw some kind of 914 pass a sedate looking 911 with a number on it and see some kind of wing flared out whaled out 911 looking thing pass the 914…..It was my time dreaming in that bright saturn yellow with white porsche graphics on side…..snap fwd Laguna blue a german couple immigrated to the SW of America…college professors…my wife mentioned that they had brought there car with them….some kind of Porsche and they might be let it go…hummm could it be a 917 giggle or 904 or or a 356 carrera ? Ok maybe a 911 ? Ok cant be a 924 who would container that….ok unless its a white flawless martini rossi thing , 928 ? Nah….can u fit that in a container…..so a few nights later we were invited to stop by…..realaxing chat dinner and out back deck later….would you like to see the Porsche? Well um sure why not long as where here…..gargage door opens under cover i can tell wide body low ….has to be 914……amazing reconnecting with one ! It had been a long time riding in one and now i had my hands wrapped around the wheel and the engine was running….true i knew something was diff…the ignition key didnt go in the steering colum….and the directional lens are euro….cripes a 280 mph speedo wait its kilos im in a metric car lol if i see deca liters im getting out ! They had purchased new in Germany of course…..euro left hand…..all my layovers in Germany never saw a 914 there and here was a Laguna blue milage converted less than 38k….very well taken care of ….hummm…..dwn the drive and onto the twistys i started to tear up a bit…..i could see over the dash thru the windscreen now….not as big as humps as 911 but nice….lots of Laguna blue between oh my very twitchy….very tight….308 ish no dont go…Lotus…dont go there…x19 ummm yes sim but…different…wide…fun…..ok stop….top secured ahhhh ok yes yes i remember sitting there ….yes no wrap on wheel….slender very slender ….can feel the road the pebbles embedded in the asphalt….shifting challenging but fun….up the hill 308 no 512 no dont go there….big wing car no dont go there….fresh and fun yes…..cripes 70 miles gone by wheres the wife where am i turn around turn around…..not just yet…..
23 years later still have the car everytime i think i just dont drive you enough un bury you cover off, dust off….re connect sealed start vroom yes i still change your oil often and keep you tuned and always fresh flex lines…so your always ready for a new care.taker…..vroom lets go for a spin…hang on wife come with..this time……yes you were not built for racing stop lights…..but here is your road…..yes thru the gears …..just revs up high just below where she sounds like shes going to throw a rod as u feel in your butt……hey your moving now in the twistys even nice roll jeeze what i have to do to get you to roll those few degrees…..hey honey how about a cone ? Soon how about a sundae ? Even better! Ok…soon… Not yet…..not just yet..
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I admired this model because of it’s stark functionality, in every area, even the styling. I looked at a few when I considering buying my reward car after graduating college. It was surprisingly spacious but was still of limited utility. Since I also had a big motorcycle that I rode most of the time, I figured that I could splurge with my car choice. The other candidate was a ’77 Coupe de Ville, and that ultimately won out.
I have a 1972 914 that was shipped here to the U.S. which wasn’t intended as a U.S. model. It has a few options not available on the ones shipped here for sale, or at least not without much more $.
My brake calipers are 911 and do not match either standard part number for 72 brakes, I have a limited slip differential, and a different console gauge package than the standard 3 gauge option. I believe the stock engine to be a 1.8 liter by I.d. numbers.
Like a fine wine indeed. I wasn’t a fan of these when I was young, but they have grown on me over the years.
After reading this excellent COAL, I’m actually quite impressed and would love to go back in time and drive one.
And to those insisting this car is not a “Real Porsche”… may I cite the 356 as Exhibit A for the defense. Wasn’t that car simply a glorified VW as well? I know… Blasphemy… but still…
Ed, what a splendid story about this polarizing and fun machine! You and I think exactly alike about these 914’s. I actually was working for Porsche+Audi dealerships as a mechanic back then and have loved them ever since.
I called it the “effortless” VW/Porsche because of it’s unique driving feel. Maybe that also came about because of the wide torque band resulting in less shifting… I don’t know exactly. It was a roomy sports car for my 6’3” frame. Unlike any other, even a 911. Yes it was square but well executed. That removable top was brilliant the way it fit in the trunk and still the 914 had lots of cargo space when in that configuration.
I loved it because it was so different. I loved it because so many people could not figure it out. I loved it because people would bring them to me to fix or service and provided me an income outside of my real job. Yes I own several classic VW’s and a 993…but you know what, I never owned my own 914. Guess it’s time…life is getting shorter.
I’ve had two 914s over the years. The first one I bought when I was 19 in 1979. It was a 1972 2 liter finished in Black and I absolutely loved it. My first car that I bought when I was 18 was a triumph TR6 which I promptly cracked up 3 months after I bought it. I love the TR6 but it had all the typical British quirkiness. The 914 just did everything right. I am 6’3 and getting into the TR6 was always an interesting experience but the 914 was very comfortable. I drove it from New Jersey to Florida without any problems whatsoever. Whereas the TR6, when I drove it to Florida I had to keep two sets of spark plugs with me and change them depending on whether I was driving in the city or on the highway. I bought my second 914 when I was 26. It was also 1972 2 liter. It was in somewhat rough shape so when I bought it I immediately had it painted in guards red and that included doing the top in guards red as well instead of the black. The body shop sanded the top and got rid of all the bumps and sprayed it in the same guards red and the car was stunning. We also added one piece bumpers and fiberglass to the car and painted those the same guards red. Shortly after I got the body work done I can’t remember exactly what happened but the engine blew up. I found a used 1.7 for sale in the newspaper and the owner of the engine was a Porsche mechanic and he brought the engine over and on a Saturday afternoon took out the 2 literand replaced it with the 1.7 that he sold me for a few hundred dollars. I knew a guy that was racing 914’s in the scca and he had a shop nearby. I sent the two liter to him and he put a big bore kit on it that brought the total CC’s up to 2500. He replaced the cam and the crankshaft and installed 44 mm Weber carburetors. Then I sent the car to him and he put the 100 lb springs on it, Bilstein shocks and most of all a short shift kit for the transmission which solved the shifting problems. We also installed a new performance exhaust. I can’t remember which one at this point. Anyway when I went to pick up the car, I pulled out onto the street and gunned it and the car burned rubber as long as I held my foot down. In a 914 that was a shocking experience. And we had already changed the tires to the 205s. That was my most fun build ever and that car was absolutely amazing with the changes that we had made. I eventually swapped it and $3,000 for a 1957 Rolls-Royce silver cloud. I loved that Rolls-Royce but that turned out to be a money pit and I should have kept the 914! Anyway always nice to read an article about 914’s.