Whats your thoughts, would a early 914 in very good condition be worth more or less than a late 914 say 75/76 in very good condition. Thanks, Mark

Yes, by the exact value of a set of chrome bumpers....

But really, the 2.0L is worth more, and sway bars, and appearance package, and Factory wheels.

In order most valuable to least valuable excluding 914-6

1974 limited edition. thank you (jeff bowlsby)
1976 914 (they are all 2.0 cars)
1973 914 2.0
1974 914 2.0
1975 914 2.0
1974 914 1.8
1973 914 1.7
1975 914 1.8
1972 914 jan 72 up production
1972 914 aug-dec production
1970 914
1971 914

This should get interesting. I'm sure there will be comments on the '76. I own a 76, a 73 and a '70. I don't know why but the '76 is the best hi way car. Maybe those big old bumpers help the aerodynamics??? Maybe the weight?

those heavier bumpers, I call it the pontoon effect, makes the car much more stable on the highway. PLUS the 76 was the very last year of the 914, had all of the chassis laest reinforcements, was the least produced of all of the 914-4 years (around 4100) and no 76 was ever made in 1976 (not that than matters in the choice)

Model year 1976........

The 76 is the least desirable in California, since it's not smog exempt.

Hi Steve, my California 76 goes in every 2 years for its 20 minute smog check and passes easily every time. I’m not sure why that would make my 76 less desirable. Every other car that I own that also pass smog every 2 years. I might suggest that my 914 passing it’s smog every 2 years might make it more desirable, as that is a reflection of an optimal running and well maintained engine....

So the realative context is "original" conditon.

So probably not a good idea to take an original 76 MY and hack it up to put a Suburu motor in it from a value context.

So the '76 914's 50th Anniversary will be in 2025.

Stock 76 has a more restrictive exhaust, catalytic converter, EGR and Air Injection system, all of which cost horsepower. So if performance is important then the 76 in California is not the best choice.
In a non smog state the exhaust can be backdated to restore some of the power lost but not in CA (legally).

Since the original question was about value then none of that matters. For value with respect to Porsche's the limited number of vehicles produced is probably the single largest factor.

And certainly a well cared for 76, such as Curtis', is a great car.

Jim

70-71 are my favorite. Classic looks and the right car to install a six. The thousands less for purchase price also makes a difference.

What is the difference between the '72 models? Was the movable passenger seat introduced then?

the 72 was the only body that had a mid year change, all of the others stayed static for the complete model year.

In January 72 production up, the jack was relocated to the front of the trunk with the resultant different bracketing and trunk carpet, and the car had retractible seat belts installed. Finally the late 72 models had the late front calipers and rotors installed

i luv my 76 factory battery tray too

Those big rubber bumpers of the latest 914s kill the looks of the car (IMHO). I would guess for many others also.

The updated mechanical bits from the late cars are pretty easy to swap into an early car. And, if you want the full 1976 package you could always add a few hundred pounds to each end.

I'm scratching my head as to why the late cars are worth more than the early cars.

luv 70s all4s top one 98 % OG paint

914 Guru, that is a very nice looking 914. Would you share more pictures please. Mark

Interesting thread. Usually the first vehicles produced (low numbered) and perhaps the last have the highest values. But then there is nothing usual about 914s

Guys don't care for the 1.7 and tail shifter. the later ones also are more likely to have sway bars. The later cars are a better driving experience.

Other than the affinity of a 73-74 2.0L's, a 914 in the most virgin/original/exquisite condition has my preference over any specific year/model. Condition rules.

Note the recent high sales value of a 3Kmi 75 1.8L as a case in point. And the mottled tan interior of that car was not a great choice to go with the yellow paint. And it was and A/C car.

Lol.

Interesting list re: prices. Seems to me 914-4 prices are all about condition/mileage and "story" right now (witness the 75 1.8 that went for more than $90,000) rather than model year or even engine.

Generally speaking, price threads make my skin crawl, but I'll play in this case. The "newest with all updates will bring the highest price" concept runs counter to what we've seen in the air-cooled collector car market—which seems to value design purity and, in many cases, year one cars > certain models like the 1967 911S or 1973 Carrera RS, with top examples of "other" models like, say, a 1972 911S doing well by association and on condition. Condition can also boost a great 1970 911T (far) beyond the price of a rough 1971 911S. I don't think we're at the "year one" fascination point yet with the 914, so here's how I'd stack them up right now:

1973 914 2.0
1974 914 2.0 LE (rare, but you have to like the look)
1974 914 2.0
1973 914 1.7
1975 914 2.0
1976 914
1974 914 1.8
1972 914
1975 914 1.8
1970 914
1971 914


In the end, others are going to have a different take on this, which is fine! As will individual buyers and even markets—such as those in CA, which might move the 1976 cars all the way to the bottom due to smog. Or not.

The 914-6 GT, 916, 914-6 M471, and 914-6 will always be the ones to have and thus stay ahead of 914-4s, but it IS interesting to note that we've seen a few 914-4s in exceptional condition get into range of nice but "normal" 914-6 money—particularly when you take production numbers into account, but this may end up offset to some extent by the attrition rate of 914-4s vs 914-6s.

Among the 914-4s, I think the "sleepers" are the 1970 cars, which may one day rejigger this list entirely. If so, will they pull the 1971 (and 1972?) cars up with them? Or will we see the 1970 914, 1973 914 2.0, and 1974 914 2.0 LE emerge as the representative 914-4s? Who knows, as the collector market is a funny thing. Then there's the question of what impact all this might have on the 914-6 market, or if it's really the 914-6 market (and early 911 market) driving the 914-4 market. The good news is: There are still ways to get into the 914-4 game at reasonable money. I think those paths are beginning to close, but the future is hardly set in stone. There are a lot of factors to consider in the years to come. Best plan: Buy a 914 that works for you, and drive it as much as you can.

Back to enjoying my thoroughly unmarketable 1.7 > 2.2E/S…

FULLY agree with all of the above.

The 75 1.8 was a real marker re: condition over all else (and, of course, having 2 buyers in the room who just had to have that car).

+1 Clearly this is the case. We can argue about the merits of various years and engines, but the actually data on sales clearly indicates value is based on mileage and condition.

my girl friend had a 1.8, I always thought that injection was pretty simple and smooth...

Most women bought 1.8 cars back then because as you say they were smooth, the advanced injection system made them much smoother than the D jetronic and they started easier. Not as much power but quiet and good gas mileage

Thank you George. I didn't know that.

I discount that one. The installed-and-then-removed AC meant that either it had a bunch of holes in the car, or that it had replacement sheet metal. I'm pretty sure that the bidders didn't understand that.

--DD

Nobody is taking the early '73 914S into account here.

How come? They are super rare in my view.

Rare doesn’t always = valuable. There was a small number of early cars with vinyl on the A pillar but that doesn’t seem to be a collector car.

That’s good to hear!! Over the years I have heard people in California with 76 cars having problems getting smog pumps and other parts to pass smog. There are also people like myself that wanted a six conversion and not have to worry about smog checks.

When I bought my 76 car in 1995, the early internet forums were poo pooing it because of the smog checks. I liked it because it was loaded with every option except a six motor. No need to smog check here in Washington so that's why I modified the engine for more hp.

imho.. my (current) ranking of 4cyl cars:

1) 73 2.0
2) 74 2.0
3) 70-71 1.7
4) 75-76 2.0
5) 72-73 1.7
6) 75 1.8
7) 74 1.8

Or more generally i could be swayed to
1) 2.0
2) 1.7
3) 1.8

LE cars don't do much for me.

To me lighter cars are more desirable than the large rubber cars. That said, my '76 was significantly more refined than my '70. But I prefer the chrome bumper look.

As someone else mentioned, Condition is now key imho. The less rust and more original the better. They are no longer being bought for their "performance" or lack there of, but for other reasons it seems.

the dealer added AC really chopped them up, not good from a collector standpoint, but from a utilitarian standpoint, great

On the plus side, it made me feel infinitely less guilty about Subaru swapping mine with that enormous radiator exit hole already cut into the front trunk.