Everybody likes to throw rocks at Porsche's little mid-engined marketing misfit, but perhaps the greatest compliment the car ever received was Porsche's introduction of the new Boxster. The new car inherits the 914's mid-engined layout, but its name might have been better suited to the older car's squared-off flanks.
While the 914's styling is certainly questionable, its handling has always elicited positive comments. Old 914s are still winning over 911s in autocross and other racing. Having that boxer four-cylinder (humble as it may be) amidships provides a basis for neutral handling that will match most modern machines on any set of fabulous backroad twisties.
This Porsche's legitimacy has always been questioned, because of its VW underpinnings. But we could use that rationale with early 356 models as well. Such arguments aside, the features of this car tell the story: five-speed transmission, four-wheel independent suspension, discs all around, and a targa top that stores in one of two trunks. There was an optional six-cylinder engine from the 911T, but the 914-6, as it is known, is quite rare and commands three times the price of the four-cylinder variants.
Other advantages to this little roadster are decent build quality, generous interior room even for tall drivers, and trouble-free electricals. The top removes in a snap and generally remains weathertight, though the raingutters are comical styling gestures.
The 914s essentially shared their power plants with the Volkswagen 411-412 series of the same vintage. Though not terribly powerful, the engine is very reliable and has enough squirt to carry the car from corner to corner with aplomb.
The one to own is a 1973 2-liter-the year before federal regulations squeezed down the exhaust system. Stay away from any 1.8-liter with its complicated fuel injection. It also lacked the punch of the 2.0. Since early cars can be anemic, stay with 1973-76 914 2.0s. Excellent examples run from $4000-8000, though truly exceptional 914s trade for much higher prices.
Important upgrades were an adjustable passenger seat in 1972, a much-improved shift mechanism in 1973, and impact bumpers in 1975. All of the above add much to ownership enjoyment, with the exception of the bumpers, which were unattractive and added weight.
Watch out for rust in all the usual spots, but pay particular attention to the area beneath the battery box (rust can spread down to the suspension pickup point) and along the inner rocker panels on either side (remove outer panels). Avoid any 914 needing much restoration-parts costs have escalated. Prices for trim are high, so it's better to buy a well-cared for or restored car.
Other common 914 annoyances are rattling back windows (easily fixed), recalcitrant pedals (leaking master cylinder), fragile door handles ($190 a pop), and a soft brake pedal (bleed the forgotten proportioning valve). The car is reliable, but you'll pay Porsche prices for parts and service.
Many cars have competition histories, so watch out for broken chassis-a notorious 914 weak point. If the doors don't close properly and the window glass doesn't line up at the top seal, walk away.
Competition, however, created a wealth of aftermarket parts, making it easy to turn one into a giant-killer. Of course, the best feature of the 914 is its fun quotient right out of the box it came in-or perhaps, better said-the box that it is.
