Decisions, decisions..., Creamsicle or RPM Supercharged? Options

[poorsche914]

So... as some of you know, I currently own a Creamsicle that is an ongoing project as well as my daily driver. I bought this 914 in the spring of 2010 as a "barn find" that had been neglected for nearly 20 years. (IMG:style_emoticons/default/blink.gif) In the six years I have owned the car, the drive train, suspension, and brakes have all been rebuilt/upgraded by me. I also had a bit of bodywork and paint done a couple years ago though it is not holding up too well in some places.

It is currently a non-numbers matching LE since the case was apparently messed up beyond repair when it spun a rod bearing a few years ago. I think Jake still has the case, however. Now powered by a Raby 2056 built from a 1.8 case.

The next phase of restoration is rust repair along with correcting an old front panel repair. Not sure I will ever be able to get this done due to time and cost to have it repaired correctly - pretty much a full restoration of the body. (IMG:style_emoticons/default/hissyfit.gif)

Enter the RPM Supercharged / GT-flared / 5-lug Fuchs 914 (IMG:style_emoticons/default/drooley.gif)
This car is beautiful and has a lot of cool features. Though built on a '75 chassis, many parts from a real -6 were used on this build - ignition switch, steering column, suspension, etc I won't say no rust but at least no rot. Don't get me wrong... the car needs a little TLC to get it just right but it is a solid base. And, yes, it does run!

I have a chance at purchasing this car. Of course, I would need to sell my LE first. (IMG:style_emoticons/default/dry.gif)

What would you do in my situation? Sell the LE and buy the S/C? or keep the LE? (IMG:style_emoticons/default/confused24.gif)
I have always liked the LE cars. Had a Bumble Bee "back in the day". I love my Creamsicle - a lot of work has gone into it to get it to where it is today. And it is kinda cool owning a factory limited production car.

But... the S/C 914 is suh-weet! (IMG:style_emoticons/default/wub.gif)

If I did sell the LE, I would most likely pull the Raby and replace with a good running stock 2.0 w/FI.
I'd then drop the S/C engine and store it while running the Raby. To me, the S/C engine is an interesting bit of history, but what I really like is the overall look/build of the 914 itself.

Just looking for what others may think. Some rhetorical questions: If I sold the LE, would I be kicking myself in future years as the value goes up more than a one-off? Or do the -6 bits, steel GT flares, etc offset that? Do I even care about the future value?

I love driving my 914 so maybe the better question is... of the two, which is going to handle/drive better? The LE with 21mm torsion bars, 140# springs, stock (at the moment) shocks, front sway bar, and Mahle rims with 205/50 tires? Or the 914-6 suspension with 6" & 7" 5-bolt Fuchs under a flared body? (not sure what torsion bars/springs/shocks/sways are on that car).

Thanks!

(IMG:style_emoticons/default/driving.gif)

[Tom_T]

Having met you & seen your 'Sicle a few years back when we were in the Asheville area & you did your Smokies run near there, I'd say that it's going to be more reliable for you as a DD with the 2L D-jet transplant you mentioned.

It will give you far more economical DD use than the custom SC - even with the 2056 transplant (cuz IIRC & I'm assuming it's got dual 2-throat carbs - Webbers or Dels etc.), & the "built" car is probably a bit heavier with more unsprung weight due to the 5-lug set-up, which may be a tad under-powered running the 2056

Also, you know your 914 & where the boogaboos lie, whereas - who knows what's going on with the SC.

And you can do plenty of tinkering & tire sizing with it, & maybe go with Koni Reds F & R when you do the shocks (they were THE thing to do back in the day, & recco'd by my factory trained 914 guy back in 1980 over Bils).

As for the matching numbers issue - maybe try to get the spun case from Raby - he should give it to you for free if it was done under your ownership - or at least for scrap value if not. Then you may find another shop at some point you MAY be able to repair it (or get the estimate for it) & have it as a matching nos. LE & resultant value. Also, if you can find that replacement 2L/D-jet with a Porsche "EX" GA case (or get one form Porsche if they still have them), then you can get to almost matching nos. values - which at 40+ years on isn't that uncommon to have an exchange motor on driven cars.

True that EX route won't be as valuable as matching nos. if the original case could be repaired & rebuilt as your "new" 2L/D-jet to put back in, but it would be close, & original confirmed LEs will continue to go up in value over time.

As for the bodywork repairs, you may be able to save some cost by sourcing a nice straight & rust-free fender or whatever panels were involve - over time consuming body work - but a true body guy can adive better on that. If you're MIG/TIG capable, the cut-n-weld may be the route for you to do a home repair - vs. the skills needed for top quality body panel straightening honed from years of experience.

In either case, get 'er up on a body rack (old school Cellett or new digital type) to see if any unibody pulling to straighten up anything is needed, then do that before any repairs.

So my recco would be to sink the cash into your known LE, over getting into a new project with many unknowns, & which may not serve your DD needs as well, nor will that SC conversion have the future value of an LE in any level of matching nos. or not IMHO.

Good Luck! (IMG:style_emoticons/default/beerchug.gif)
Tom
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