1970 Porsche 914

914/4 Other

4 - Cyl.

Manual

4702906867

Gasoline

1970 Porsche 914, 1.7L in Original condition… Yes, that is correct: It is an original, and many people don’t appreciate what that implies about 914’s in general, and about the early 914’s specifically. And yes, the original concept of the 914/4 had it labeled as the VW-Porsche 914. Porsche ‘purists’ still cringe when they are compelled to acknowledge that this car was produced from such an ‘unholy marriage’! The perfect irony is that VW now owns Porsche! The early 914’s were very basic, with almost no frills – the radio was about the only add-on available in the 1970-71 versions. It’s true - Porsche purists have snubbed the 914 from the beginning, and many will always view it as the poor man’s Porsche. Porsche could not hide the fact that the earlier 914’s were as much VW, as they were Porsche. The secret is (that dollar for dollar) those little mid-engine 914’s were more fun to drive than the much more costly flagship Porsches – much like the current generation of Boxters and Caymans that the ‘commoner’ must lower him/herself to! If you only want to know the particulars about my 914, and are not interested in the history of this very controversial little sports car, please skip over the next several paragraphs in order to get the details of the car being auctioned. Some history of the controversial 914 Do you have any idea how difficult it is to find Porsche 914’s that haven’t been ‘modified’ by various sports car enthusiasts around the world, as they’ve used the wonderful little 914 platform to build their ‘dream cars’ upon? It is very difficult, and when you do find one, get ready to hand over some major $$$ to own one. And no wonder, because the 914 lends itself to modification as few other sports cars in automotive history have done. It’s one of the near-perfect ‘template’ sports cars that countless thousands have worked their ‘art’ upon, sculpting & transforming them into whatever their busy imaginations could conjure up. I couldn’t count how many various forms of engines and transmissions that have been pushed into these little mid-engine wonders – Ford, Chevy, Dodge, Nissan, Mazda…cars, trucks, motorcycles, golf-carts, and perhaps even an airplane or two! That’s all fine but it’s sort of sad, because (as controversial as the 914 was) the concept was very sound; it was designed to be an economical car that was pure fun to drive! Interestingly, the initial Porsche 914/4 was born out of an old contractual arrangement between VW and Porsche which had established VW as contracting-out to Porsche for a certain number of Development projects. In 1968, VW had one remaining obligation to fulfill their contract with Porsche and so arose the need for….a scheme. At the time, both automakers were feeling the effects of lagging car sales (mainly in the US markets) and were aggressively looking to update their offerings (Volkswagen retiring its lack-luster Karmann-Ghia, and Porsche retiring its lack-luster 912). The original intent was to produce a four-cylinder version that VW would sell, and produce a 6-cylinder version that Porsche would sell. The fly-in-the-ointment appeared as Porsche decided that sharing the same body-style with a car sold as a VW was not a sound business strategy. Heinz Nordhoff & Ferdinand Piech (of VW & Porsche, respectively) collaborated and hammered out the concept of how to produce the car together, and market it solely as a Porsche. In the agreement (which was only verbal!) VW would retool the Karmann-Ghia production line (at their own cost) to produce the bodies for the 914, and would also provide the flat-four 1.7L engines (in addition, Porsche would provide engines for the 914/6). Porsche would basically do the rest, including the frame, suspension, transmission, etc. Importantly (to the scheme), besides running VW, Nordhoff had a major-stake in Porsche and stood to personally clean-up should the 914 prove a success. But then, fate played a very nasty trick on Porsche… Literally, one month after the prototype 914’s rolled off the assembly line, Nordhoff died suddenly. Business is business, as the old adage goes, and Kurt Lotz quickly ascended as the new VW head, having neither ties nor stake in Porsche. His stance: since Porsche wasn’t willing to share retooling costs for the Karmann production line, and (much more importantly) because Nordhoff never signed a contract committing VW to anything, Lotz figured that VW held all associated rights to the 914, and had zero incentive to share it with Porsche (he had them cold). In fact, the effect on Porsche (in having to pony-up to VW for all those nice Karmann-built 914 bodies) was seen as the production cost requirements escalated precipitously, and the ability to produce the ‘little affordable Porsche’ effectively died before the first production model rolled out the door. Porsche went on to make the best of the lick-spittle arrangement that Lotz put them through, as they worked hard to transform the 914 into the car they thought Porsche enthusiasts were demanding, making it more powerful, faster, with more ‘gizmos’, abandoning Nordhoff & Piech’s dream – the simple little car that was inexpensive, fun to drive, and a relative ‘breeze’ to maintain. While the vision of Heinz and Ferdinand was never actually realized, Porsche was able to get the model optimized in the minds of potential buyers (and some begrudging Porsche-snobs) to sell about 115,000 of the 914’s with various forms of the flat-four configuration, and about 3000 of the flat-six models (that had a very high sticker price). 914 sales outdid 911 sales in all production years of the 914, so at least that much of the original dream was realized. Offered at auction is a 1970 Porsche 914 (with the 1.7L Bosch ‘D-Jetronic’ fuel injection system), in what is believed to be essentially original condition. True, the 1.7L fuel-injected 914 was designed to crank out a mere 80 bhp, but you might be amazed at what that 80 will do in this little car. If you insist on driving faster than the 105 mph this particular car will manage (corroborated by my GPS), or doing 0-60 in much less time than 12 seconds, then this car is not for you. However, if you want to experience fun driving the way VW-Porsche intended it to be in this very early example of the 914, then this might be the car you’ve been looking for. The seller has clear title to this vehicle which is currently licensed and insured in the state of Tennessee. This vehicle, as presented in this auction, was inspected (on the rack) Thursday, January 28, 2011 by a reputable European auto repair shop in Knoxville and was determined to be in good condition for its age. An estimate to repair/replace issues/parts as described in the 11 items below (including the clutch and replacement of floor pans) parts and labor, was listed at $1,400.00. When I obtained this car a few years ago, my intent was to get it in daily-driving shape, and then have it go through a more comprehensive restoration. I have since moved on to a different endeavor, so have decided to sell this car. BTW, The original tool bag goes with the car; it contains a few of the original tools. Also, I will throw in my copy of the very helpful Haynes Manual for the 914/4. While this car is drivable and serviceable as it is, it truly deserves someone who knows the breed and will commit to addressing the various known issues which are described below: · Shifting is typically sloppy as the tail-shifter linkage is worn. Shifting into 5th gear is a challenge, but once 5th gear is engaged, it is solid with no apparent problems noted. Installation of a readily available tail-shifter bushing kit should take care of most, if not 100% of the slop. · The clutch occasionally slips, e.g., when it is sufficiently hot. Clutch kits are readily available to take care of this. · The under-carriage has rusted areas and the floor- pans are in need of replacement. The driver’s side seat belt anchor (at the base) has detached (due to rust) and the belt anchor assembly needs to be replaced. While there is no obvious sign of flex in the frame, the installation of a frame reinforcement kit (sa from Pelican Parts, or Atlanta Automotive) might be indicated (will add pictures soon). Front and rear floor pan kits are readily available for replacement. · The windshield has a long vertical crack, is stable, but needs to be replaced (see picture) · Wipers do not work (believe this may be a wiring issue and not a bad wiper motor). · The original housing for the Bosch ECM, and battery, is gone. There is need for replacing this and also the need for repair of a small hole of the engine compartment panel in that area. · Odometer does not work (minor DIY repair), showing 99.9K. · Horn works but the spring mechanism under the steering wheel lever needs to be repaired, or replaced. · Heater fan does not work (suspect this might be a wiring issue as well). · The fuel pump is currently mounted between the rear firewall and the engine compartment, and really needs to be transitioned to the vicinity of the fuel tank (industry-recommended). Not a major undertaking and there are kits readily available to transition the fuel pump to the front of the car. · Interior needs repairs/restoration (note cracks in dash, seating tolex, interior light housing is missing, but the light works). · In terms of the exterior, an initial need would be a recommended repaint of the hood. Here are some facts about why this car is very worthy to own, drive, repair, and restore · Issues listed above, notwithstanding, the car drives well and handles superbly. It is close to being a ‘daily driver’. As it is, I have no problems driving it 3, or more times a week, as long as it’s not raining (due to the wipers). · Other than the rust as described above, and other minor spots, the body of this car is in very good condition. In terms of the body and chassis, the car is straight, tight, and true. · Has new tires, properly-sized for the original VW wheels. At the time the tires were installed I had the inner/outer bearings inspected and packed. The front end was fine with the exception of one of the tie-rod ends, which I had replaced, and had the front-end aligned. The brakes/brake system were inspected and checked okay. The struts were found to be safe for driving, but are likely original. FYI, the car handles exceptionally well at all speeds. It goes ‘arrow straight’ without vibration noted at the wheel, or anywhere else. · Chrome is in mostly very good, original condition (will supply pictures asap). · The engine starts, runs, and idles smoothly; it doesn’t use oil between changes; has a couple of very minor leaks. The engine is very strong and solid. If the clutch were repaired, I’d have no reservation about taking an extended road trip. · The Bosch D-Jetronic fuel injection is completely functional, and the injectors all work normally. I replaced the original ECM harness about a year ago, with a clean original harness that was in much better shape than the one that the car came with. Replaced fuel pump with a used OEM part about 1 year ago, and replaced the fuel filter at that time. Replaced plugs about 6 months ago, and cleaned/adjusted the distributor points. The old plug tips were clean, and probably not in need of replacement, but I gathered that the plugs were over 10 years old. The fuel consumption is very economical, estimated to be about 30 mph around town. · Has the original ‘oil-bath’ air cleaner installed and functions well. I bought a used OEM paper-filter housing but decided to stay with the oil-bath to keep it original. · The targa top is in very good condition, attaches/fits securely. The rubber holders (located on rear trunk panel) have broken off, however the top fits/travels well in the trunk (will add a picture soon). · All lights (and R/L signals) function, and the hide-away headlight mechanisms function normally. The passenger-side fog lamp is blown. Removing the front bumper is required to replace the bulb, but is very straight-forward DYI task. The front driving-light (signal indicator) lenses were replaced within the last year with OEM parts. · The radio works and sounds very good. Please feel free to ask me questions by e-mail. I will make every attempt to respond with a very up-front and honest answers. It is true that this car needs attention to needed repairs, and I’m sure those who know the nuts and bolts of the 914 will find a lot more to ‘fix’ than I’ve listed. But, please try to understand that much of what I’m offering in this auction is the potential to capture a 40+ year old sports car that has never been modified from its original production form. I sincerely believe it is a ‘diamond that is not so much in the rough’! Terms of sale, pick-up/shipping, and seller-buyer obligations: Preferred method of payment is through PayPal, but I will consider taking a cashier's check, or money order. I prefer local pickup (Knoxville, TN), but will considering a shipped transfer. Listed below are conditions for the sale: · Mileage shown on the odometer is not a true reflection of the vehicle’s actual mileage, as the odometer isn’t functional, but is readily repairable. · Full payment is due at the time the auction concludes online, and must be received from the buyer within 7 days, no exceptions. · Seller will work to transfer his clear title of this vehicle to the buyer as soon as possible after payment is received, but the buyer is to incur any and all costs associated with such transfer. Title is to be signed from the seller to the buyer before the car leaves the seller’s premises, and only after 100% of the selling price has been received by the seller. Title will be expedited to the buyer’s premises and must be completed with buyer’s name and address, signed, and a copy must be immediately faxed, or mailed to the seller. · The buyer must make any/all shipping arrangements and is totally responsible for costs to transfer (freight) the car. Likewise, the buyer (or buyer’s agent) bears any risk associated with transferring the car, whether by carrier, or by driving the vehicle away from the seller’s premises. The seller assumes no liability for damage, loss, repairs, or any issues which may occur while the vehicle is being transferred, whether by carrier or by the buyer, or buyer’s agent(s). · If the buyer wishes to drive the car away from the seller’s premises upon taking possession of the vehicle, it is the responsibility of the buyer to supply any tags, or registration. · If buyer agrees to local pickup, the seller will provide instruction/advice (e.g., tips on driving, advisement on particular features/tendencies of the car) at the buyer’s request while at the seller’s premises. · The car comes without warranty and without a return policy. Buyer assumes any risk associated with buying this car ‘as is’. · The seller assumes no responsibility for errors or omissions as related in the item description of this auction; seller has made a best effort at truthful disclosure in describing the vehicle, but should not be considered an authoritative source of information regarding the vehicle’s condition. · The transaction, as described in the PayPal statement, is to be signed by both buyer and seller, and will constitute the formal & final bill of sale. Thanks for looking and good luck!On Feb-01-11 at 05:30:30 PST, seller added the following information: Forgot to mention, I have a spare engine hood, complete with the water-drain-platform (from a blue 914) that you are welcome to take along with this car. I have no idea what that piece is worth but imagine that it could be on the order of several hundred $$$ as a retail replacement item. FYI, the engine hood on the car is fine. In reviewing the pictures I posted, I noted that one of the interior shots showed that the passenger side was missing the window crank. Since making that picture, I replaced the missing crank with an original OEM part specific for the early 914. The driver's side has the original crank. FYI, the cranks work, the windows roll up & down all the way, but they are typically stiff for the age, likely having never been re-greased. FYI, the exterior seal of the rear window is cracked in several places and would definitely need to be replaced. For those who may not be familiar with the early 914/4 'tail-shifter' linkage: When I say that the shifting is typically sloppy (from bushings that have worn over time) it implies that there is a bit of a 'learning curve' in shifting through all gears in this car. For example, from the neutral position, the movement of the shift-lever (getting into 1st gear) must be made with a very diliberate pull to the left and down (you cannot finesse a shift into first gear). Likewise (until the linkage bushings are replaced) you probably wouldn't want to try shifting into reverse from the neutral position, but rather from the first gear position. Shifting from 1st to 2nd is a 'finesse' shift, to avoid bumping up against the reverse-synchro; shifting 2nd to 3rd is okay, and shifting from 3rd to 4th requires a bit of finesse, to avoid the downshift to 2nd. The shift to 5th is the most problematic, occasionally requiring a double-clutch shift. When the weather turns cold, you'd probably want to avoid 5th gear as it's a true challenge to engage - guess heat expansion benefits the synchros! The pictures don't show detail in the rocker panels. They are functional, but a bit rough, and probably should be replaced at some point. If possible, I will try to post more pictures here. For anything particular inquiries, please ask!On Feb-02-11 at 05:02:10 PST, seller added the following information: Concerning my statement on estimated costs to repair/replace items/issues I've listed at $1,400.00: This is based on the shop owner's belief that he could rebuild the current clutch (not replace), discounted pricing on front & rear floor pans (which normally retail for around $300.00 a set as I recall), and the availability of 914 parts-cars the shop owner has at his disposal (e.g., to replace the windshield). His pricing to me represents a set of specific circumstances. Please be aware that your cost to have this work done in your locale might cost considerably more, perhaps an additional $1,000.00. Times being 'lean', I suspect some owner-operated specialty repair shops are needing the business and are willing to take on certain projects at a lower margin to gain customer base.