I have been a Porsche enthusiast since the mid 90s. Had a few 914s and converted them to 6s and had fun. Then I wanted a real 914-6 so I could have the genuine article, a car to restore to my own standards. In the mid 2000s you could find a beater 914-6 driver for $15k and a nice "restored" car for $25k. The restored cars back then were only restored within the dollar amount of their value or a slight bit over, these restorations had something to be desired and I thought I could build a better car myself out of a very good solid project car. I ran a classic car dealership in 2006, I looked at hundreds of cars per month for the dealership, snuck in a 914-6 search each day for a year... Then I found this car:


1970 Porsche 914-6, 2.0L, chassis# 914.043.0200, engine# 6404086 (Blue, 72,000 mi, steel wheels, needs work) in Houston, TX. Ph xxxxxxxxxxx Asking $13,000

This car was driven until late 1977 and then stored in my garage and totally neglected since I have been busy with other problems. Unfortunately I have lost the documentation on this car, so I will try to describe its history, but cannot back up many of my statements with tangible evidence.

I bought it used from a Porsche dealer (Holbert in Warminster, PA) in 1972 or early 1973 while I was living in northeastern Maryland. In fall 1973 I moved to Houston, Texas. It was maintained in Houston by the Jimmy Adams shop, which specialized in Porsches and VW's, and I drove it nearly every day. At some point (probably around 1976) the shop owner convinced me that Porsche 6-cyl engines needed a lot of care and would need an overhaul, so probably at about 60K mi (just my guess) the engine was torn down, rings, bearings, etc replaced, but I have no documentation. Adams said the pistons were higher compression than stock. In spring 1977 I was offered a temporary job in Austria, and the car was shipped back to Europe. I got to drive at 90 mph to work on the autobahn for a few months. I have documentation that the clutch was rebuilt by Porsche Wien-Liesing at 68K mi. In the ship on the way back to the U.S. the driver's door was dented. In late 1977 I noticed a lot of rust under the battery and on that side on the exhaust system. Also, the brake master cylinder started to leak. I took various things apart and cleaned and primered the battery area, but at that point (1977-early 1978) I became very busy, my job situation became unstable, and I have not touched the car since except to roll it out, clean a little dirt and put Armor-All on the vinyl last month. It has been in a closed garage but in a very humid climate since the beginning of 1978. I am looking for someone who wants it as-is to refurbish. I have been warned by an engine expert not to try to turn it over because he suspects rust internally.

On the way back from Europe the shipping company sprayed a brown polymeric goo on the outside of the car (esp. chromed parts) which was very hard to remove. In pictures of the car some brown is rust but some is this polymer. Also, the primer I put around the battery area is tan (almost rust) color. A prospective buyer will really have to examine it in person to decide, but I believe that someone can restore the car without major work. The fuel tank has been stored dry on a high shelf in the garage since 1978. In 77-78 the left door liner was removed and stored in preparation for removing the door dent, but this was never attempted. The front hood was removed and stored, but during storage a small patch of severe rust formed on the leading edge of the hood. In 77-78, besides putting primer in the battery area, I removed the exhausts and riveted pieces of galvanized sheet metal over rust holes in the heater boxes. More pictures on request.


Good old Dale said that he figured himself a hot shot when he got his PHD in the early 70s. He celebrated by walking in to Holbert's to buy a Porsche. Without the biggest budget he could not quite get into a 911. Maybe a 912 would work... the salesman took him over to a discounted 914-6 trade in with very low miles. Dale got the car for a great price and the moved to Texas and used the car as his primary driver. He got a job in Austria to work on the design of a power plant behind the iron curtain of the USSR and the 914-6 was shipped there to use as his driver. The power plant was canceled and Dale came back with the car. In 1977 he saw that battery acid had eaten the battery tray, this acid also dripped on the passenger heat exchanger which cause a few small holes. Dale panicked and took the battery out, the heat exchangers off and removed the front hood to get the fuel tank out (afraid of hidden rust down there too). This is the lesson to learn, he removed 3 critical functioning items from the car and ran out of time. The car then sat in his garage from 1977 till 2006 and was really a time capsule of originality.

The car sat on Pelican classifieds for a while and I made an offer, Dale accepted $9k for it and I flew out to see the car in person. Dale met me at the airport with a sign that simply read "914-6". He was a geeky scientist looking guy and not someone you would guess was a Porsche owner. I interviewed him about the car in the car ride and he was fascinated why I would want to know all this about his old car. The car sat in his single car enclosed garage, it was like a barn find pulling it out, unfortunately the front hood was rusted because he put it in a corner low spot that flooded every once and while. The heat exchanger had some slight rust but they were an easy repair. The rest of the car was complete, untouched, and 100% original. The full tool kit was there, owners manual, and some of the records. The battery tray was rusted through but none of the rust passed into the frame area and the rest of the body was rust free. I pulled out $9k in cash, Dale and his wife almost fell over, he was shaking as he counted the money inside his house. This was obviously a big sale for him and I assured him the car was in good hands and off I went. $700 to ship to my place in California.

Then I went down a rabbit hole and thought I would triple my efforts into used Porsche sales and opened a restoration shop using a name I had created in 2000.... Vintage Excellence

I had purchased a project 911S and this 914-6 as projects that I could tuck away and restore once production was up and running in the restoration shop. My dream of owning a perfect 914-6 and early 911S was on its way. I started the grab for NOS parts for my cars. These cars had to be perfect, I would use my knowledge from trolling VW & Porsche swap meets starting in 1994, expertise from a Porsche parts sales business started in 1997 thousands of parts sold and dozens of parted out 914/912/911s later, I worked for a shop called Oest Enterprises in Torrance for Dieter R. Oest restoring old Porsches and dealing with Dieters massive used parts inventory - Dieter was a former Vasek Polack 935 crew chief and a long time racer. I had worked for a kooky character named Bill Higgins who advertised out of the paper Auto Trader for many years selling classic Porsche parts - there I parted out cars and watched Bill flip a bunch of wrecks, I could not stand the junk car sales so I went out on my own at that point. I put myself through college via the Porsche parts and car sales business and learned plenty by the time I got my degree. I bought a suit and was interviewing for all these silly corporate jobs and I didn't like it so I took a few months off. Then through a friend I got the job at the dealership Cardiff Classics as the General Manager which brings us back to the beginning of the story.

Since my job was now a career I had to put the 914-6 away just for a few months while I got the old 2 car garage ready to restore the 914-6. So I took the fence out and hid the car in the back yard so the city would not complain about non running cars in the driveway.

I'll put the 1970 911S back there too. It will only be there for 6 months or 1 year tops!

Very Cool. I had a 70 s and it was very impressive. Your 6 is close to my 6 #41.

Engen number is 70 from mine.

Bob B

That's the same color as mine.

Congrats, but I hate the fact that you stole it from Texas.

Great read !

The factory thought of California 1st for the 914 market


Cool story, glad that car doesn't have GT flares or you'd be knocking down a fence.

Cars outside in the backyard? Whoa....

Nice story and I love Adriatic Blue. I hope the car is restored and returned to the road soon. Good luck.

I am working away on this car, so much that I barely have time to post much. Here are some pictures of the car stripped. Time for a nice paint job. It was nice to start with a body in this condition. More later.

Cool picture of the body parts. Keep up the good work.

When I bought this car I figured I would turn it into a GT. I saw a flared 6 driving around my town when I was a teenager so I really wanted that look. I was going to do steel GT flares, a 2.8L short stroke MFI engine good for 300hp and 930 brakes. One of my clients owned the Lufthansa 914-6GT back when I bought this car which kinda inspired me and I was on the fence of turning it into a full replica or a street GT version. I met Armando years ago, contributed to his amazing site and wanted to do something at least half as good as his car is to be. Eric Shea and Andy Thonet built some very cool GT cars. Hard to keep up with those types of builds when this is your side project and not your number 1 car. I got heavily into early 911S cars which is my number one passion but still this 914-6 has been on my mind for a decade so I have some decent ideas.

In case you have not paid attention to the dates it has been well over 12 years since I bought the car and the supply of 914-6 restoration projects has really dried up. My restoration business got in the way of restoring this car but that can be a good thing as nothing detrimental was ever done. Most of my daily work is bringing cars back to their original condition, not building race car replicas. It makes sense to build this car authentic and as an original condition show car, but with the proper drivetrain.

So the plan was changed to a factory looking car with all original parts. Except that lousy drivetrain that they put in this car.... because of all kinds of politics the 914-6 was doomed before it hit the shelves. The car bodies cost much more that Porsche anticipated due to management changes at VW raising the price. Then in a marketing management type thought process Porsche installed the previous years engine so that is would be slower than the more expensive 1970 911T - the worst 6cyl they ever built from the 69 911T went into every 914-6. These low horsepower engines are no fun, they were intentionally dumbed down, to bring the entry level price of the cars down and as an engine builder I can think of a dozen better configurations that should have gone in these cars. My overall goal for the car is the 914-6 that should have been built without regard to the 911 model, using factory parts from other cars, a 914-6S if you will. S brakes, front/rear swaybars, and some type of very cool engine. The entire car will look stock, no aftermarket junk or reproductions, no mods that the factory could not have done, and the beauty of the 6cylinder appearance is that it can look the same wether it is a 110hp 69T or a 190hp S config as long as you stick to carburetors.

paint progress

Paint code samples. Bumpers are back from chrome, finally got to pull out my NOS front and rear bumper tops. I knew at some point they would become NLA, 12 years ago availability was getting spotty.

Nice to see you working on the car!

Great looking bumpers....

Nice to see you working on the car!

Great looking bumpers....

Where was this car when I came down to your shop?

I'll bet the 914-6 rear badge I bought came from this car.....<

Nice looking bumpers.

Yes, you bought the original badge from this car. I found an NOS set of badges for the restoration. Car was in paint when you came by, I am lapsing the time a bit.

I have done a few of these cars but never one this in depth. Here are the other's I have had #162 & #1800

When I did the work on the Orange car I doubled up on the caliper restoration, well quadrupled up. The rear calipers were involved and took some time to get right. Here are the calipers - I am putting 70S front alloy calipers and the stock 914-6 which is a great combo I think, throw in some spacers to add vented rear discs.

Mark, you nailed the setup of #162. We are having a blast together! I'm sure the blue car will be equally impressive.

Moving along

Click to view attachment

I made a number of changes to the suspension and brakes that were needed.

What paint (brand/type) did you use on the car? Glasuirt? Single stage? Looks great!

MB

Great restoration.

Love the color.

What are you doing engine wise?

John

If Mark is doing it, it IS going to be Excellent!!!

Looking beautiful.

WOW, nice rescue. This car is going to be epic !

I thought about the engine for a long time as it had to be special. The 914-6 really got the worst engine ever made by Porsche and I can not say enough bad things about it. Further they put the previous year 1969 2.0L engine in a 1970 car when they had the 2.2L. The original design needs a total revamp. Anyone who build a 914-6 and does not change the engine output is really not doing it right in my opinion.

I was initially going to do something crazy like a 2.8 short stroke but I'm not making the car a GT now, more of the car that should have been built with full S equipment in street trim with a stock appearing engine. I decided to use the original block and upgrade it. I installed piston squirters, did the oil bypass, upgraded to 3.0L SC oil pump, line honed the mains to std, went with a 66mm counterweighted crank crossdrilled, 2.2S rods with arp bolts, Supertec head studs to make a very strong 2.0+ bottom end. I even used NOS rod bearings made in West Germany as the new rod bearings have had known issues, the bearing were coated with a dry film lubricant. Flywheel is an original 914-6 the lighter one along with a 69 911S alloy clutch to save a few pounds off the rotating mass.

Adding an additional oil cooler is very difficult if you want to keep the car appearing stock. So I had to figure out some ways to keep the engine cool as I add more power. I went with 87.5mm JE forged pistons with 9.5:1 and LN Engineering Nikasil cylinders which will really help with cooling. The next thing I did to aid in cooling was to use a later 911 fan ratio on the pulleys, this speeds up the fan a little and adds more air over the engine, you loose a couple HP but it is worth it for the extra cooling. The piston squirters also help lower temps.

66mm crank x 87.5mm pistons makes a 2.4L short stroke engine.

On the top end I dumped the inefficient 2.0T heads and went with 2.2 heads, a much better design. Ported the heads to 36mm along with intake manifolds. All new valves and seats guides etc, Aasco springs and Titanium retainers. The machine work was done by Walt at Competition Engineering because it had to be perfect. Cams are DC30s or a Solex Modified profile cam.

I got lucky along the way and found a NOS set of Webder IDA carburetors made in Italy. The original IDTswere an emissions carbs so these are better from the start.

Ignition is all Parts Klassic items, 007 2.2S distributor rebuilt by PK, PK rebuilt CD with modern electronics and built in rev limiter, PK modern electronics coil.

Lets hope this engine makes close to 200hp.

I wish this forum had better permissions to post pictures I have a ton of pictures but I have to resize them to post on here.

rrrrrrrr

Going to be bad to the bone

Great color and awesome build.

FYI, the front cross-member pictured above is from a 4. The torsion bar adjustment housing on the 6 is more square, while the 4 is more or less oval as pictured above. It wouldn't matter to me, but I thought I would let you know.

That is the original crossmember from the car, its never been off the car until I painted it. Its also a very early car so couple things could be different from later cars.

The crossmember thing is a little confusing. Logic says that since 6’s were assembled by Porsche, the parts shouldn’t have the odd VW part mixed in. Reality says that some of the 6’s have the VW crossmember and original and/or long term owners say they are original to the car.

Thanks for covering the front cross member. I have stated many times they used what was on the shelf with no regard to what would be considered original.

Doesn’t really matter what crossmember as it all works the same. On the suspension it was bone stock and never altered on this car. So I yanked the Boge front struts and T calipers, put Original 911 Konis with rebuilt inserts, alloy S calipers with good brake pads. The rear is the stock Koni shocks rebuilt, stock 914-6 springs which are at least 1mm thicker than another 4cyl set I have. Rear brakes are original-6 with 911 spacers and vented discs so we have the same brake clamping power as a 911S. Added sawybars, a very special 16mm front sway bar from the Racing department (not a 15mm) and a stock 15mm rear 914 swaybar. So the suspension/brakes are the same as a 1970 911S I have sitting next to the 914 now.

I notice you aren't using Carrera chain tensioners. My car doesn't have them either, but what are your thoughts here?

Collars?

I have built dozens of 911 engines over the years - the pressure fed tensioners are a big sales pitch to make money selling parts to people. You won’t hear this often except by engine builders but you don’t need Carrera tensioners or the collars. What they say in the Pelican catalog... “it’s not a question of if, it’s a question of when they fail”... is so missleading and the modern setup ruins the look of a period correct engine with aluminum chain covers and oil pipes that require mods to the sheet metal. Rebuilding the original tensioners works, the latest version of the 930 tensioners new from Porsche works, it’s important to upgrade the idler arms as that seems to be more of a problem than the tensioners. Ask yourself, have you heard of a tensioners failing on a friends 6cyl in the last 20 years? I haven’t and I am around this stuff every day. The only engines that have tensioners issues when they come apart have much bigger issues that let to that failure in the first place. I am much more worried about proper oiling, proper oil pressure.

I used to run a used car dealership, 2 things everyone would ask on all cars regardless of the year: does this 911 have Carrera tensioners in it and does it have a G50?

Moving on to the accessories, I have this nice little radio setup for a 914.

subscribed to watch a beautiful six come together.

Your car #200 is really nice. You are doing a super job on it. The front brakes are the same as mine on #41 and each element of the car is being done to a very high level. You should be very proud of the job that you are doing on it. California knows how to rock.

I think we have more that 10% of the 914s sold.

Best to you Bob B

Following this nice build..

I remember 914s on the road everywhere when I was a kid. When I graduated high school in 94 I saw the best you could find 73 914 2.0 in signal orange for $5,000 and thought someday I will get one. All the parts were still available but no one would pay $600 for an NOS dash or a pair of chrome bumpers. Flash forward 20 something years and I have this car that I stashed away many years ago and I am finally building it.

My professional work is sales and restorations of 911s. It is fun to switch gears and put together a 914-6 with all the best parts and to the same level as the 911S cars I build. This is my once in a lifetime 914 build. By the way I have had over 10 years to gather parts. The parts that count are original and these days it seems you can’t find near as much as you used to. Unfortunately the nature of the parts - they are flimsy and get damaged in the sun, I used to see these cars stored on the side of houses in Southern California all the time - all the interior parts and rubber rotted out.

I also remember going to Ecology Auto Wrecking in the late 90s to pull good parts for cheap prices. They always had 4-8 914s in there. So many 914s were thrown away because the reliability. You saw complete 2.0 cars dumped in the junkyard with cobwebs on it, nothing else wrong, but once in the yard they were trashed.

This trunk although much simpler than a 911 was still difficult to get right. The flaps in the defrost flappers were broken, took a while to find some replacement parts but it’s all original and working now. The fuel tank goes in next.

Time for fuel, wait engine goes in first.

Beautiful. Just exceptional.. Would you mind sharing what you used for pads for the gas tank?

Thanks for the kind words. I was wondering what the heck was used to pad the tank. I think I spotted it on another 914 - perlon carpet. I took an old 911 trunk carpet and cut some squares. Looks great, fits great, seems like something Porsche would do.

I always overdo my trunks, it’s a major utility area for the car so taking your time here will make the car work so much better. Unfortunately most of it gets covered up.

Engine/trans will be done tomorrow and probably go into the car, let’s hope there are no holdups.

Glasurit 22 line single stage. Always single stage.

This is going to be one Top Gun six !

Agreed on the trunk space. It's an area most people look and say, 'Yeah, so what, a trunk.' But when it's as nice as yours is going to be (already is!) it'll stand out that much more.

Have you resolved what to do about the tar goo that goes atop the shock towers or are you going to leave it nice and shiny?

Either way, love the build and especially the color. Subscribed!