All About PORSCHE Car: Porsche 914
During the evolution of the model, certain characteristics of the car changed. An observer can use those traits to indicate which year a particular 914 model was made. The most distinguishable trait are the bumpers. Between 1970 and 1972, both front and rear bumpers were flat across and available in either chrome or painted metal. In 1973, bumper stops were added to the front of the car. And in 1974, bumper stops were also added to the rear of the car. In 1975 and 1976, the big black bumper years, the bumpers were rubber covered and heavy. Some people like the smooth look of the later bumpers, but most prefer the lighter weight chrome ones. Many people have backdated their bumpers, so this is not always a tell all, but certainly a good starting point for identity. Another way to distinguish 914's is by the plastic piece that goes around the headlight. White ones are from the first 914s to mid-production of 73. After that, it was a black plastic.
Another feature to distinguish the 914 by year is if it has a movable passenger seat, it is 72 and later, while the 71 and earlier had a fixed passenger seat. Estimates of the number of surviving 914s vary wildly. Because of the cost and availability of repair parts compared to the inexpensive cost of a new chassis, many cars with serious but repairable damage were salvaged over the years. In fact many cars were cut up over the years with the purpose of saving other cars. The increasing scarcity of clean cars is driving up the value of the model. While the 914 has been out of production for over 30 years, many repair parts are still available. In large part this is due to small companies which specialize in 914 parts, as well as many active car clubs. While a few parts are considered scarce and expensive, (such as US-spec rear turn signal lenses and D-Jetronic Manifold Pressure Sensors), most are available from a variety of mail-order sources while still others are tooled and manufactured.
Due to its nimble handling and the low cost of a basic 914, the "poor man's" Porsche of the 1970s has become the poor man's weekend racing car on amateur racing circuits. Many enthusiasts see the 914 as a blank canvas upon which to create their own automotive dreams. Owners have modified the original four cylinder motors to upwards of 170 hp (127 kW). Many owners instead choose to swap different engines into the 914's sizeable engine bay. These swaps range from Volkswagen turbodiesels, to 911 engines (following in the foosteps of the much sought after 914/6) or Corvair air-cooled sixes, to a small-block Chevy V8. Recently, swaps of Subaru engines have gained popularity among the non-Porsche purists. The 914 is also the base for an electric vehicle conversion kit. Body modifications are another popular way to personalize a 914. Some of these are simple, such as bolting on fiberglass bumpers that aid the 914 into morphing into a look of the 916 prototype. Some are more extensive, such as installing steel or fiberglass fender flares a la the super-rare 914/6 GT. Some involve completely changing the appearance of the car, often to resemble some other mid-engine car, such as the Porsche 904 or the Ferrari Testarossa. Others produce a style all their own such as the Mitcom Chalon, which marries the slant nose appearance of the Porsche 935 with flared fenders that maintain the distinctive 914 rear end. A fiberglass kit was offered in the 1990s dubbed the 9014 was designed as a way to save a derelict 914 too expensive to repair by conventional methods. The 9014's design was inspired by the famous Porsche 904 yet heavily modified to fit the 914 chassis. Over 100 kits were sold before the market changed, and increased 914 values made many more 914s practical to restore. Several suppliers still offer the kit to this day.
The exterior design has somehow brought a cool factor to the large B-pillar hoop by making it a design cue to be embraced, not hidden. I love the convex, wraparound rear window, which seamlessly connects the roof to the rear, and the huge rear tires give the 911 Targa 4S an enticing athletic stature. While I am normally more about the driving experience than how a roof works, this power top is extraordinary when in action. It is so clever and complicated I actually looked around to make sure I had an audience to watch it transform from open, to closed, and back. As with the other all-wheel-drive 911s, the new Targa 4S has a wider track and rear bodywork and a purposefully clean interior that is both nostalgic and current. Of course, the whole roof assembly equals more weight, and at 240 pounds heavier than a 911 coupe, the suspension has been tuned to compensate accordingly. As I drove the sports car around it never felt harsh. In fact, such is the talent of the Porsche engineers. I really felt I had the best of both worlds. Even though the chassis is supposedly half as rigid as a coupe鈥檚, I never felt it let me down, even when pushing hard. Loads of rubber on the road, AWD and the exhilaration of 鈥榓lmost鈥?open air driving meant every sense was occupied in a great way, so perhaps I didn鈥檛 notice and/or care anyway.