When the 914 arrived in showrooms, Porsche fans were not impressed, but the rest of the car-buying public proved eager to put the new sports car into garages all over the country. In fact, the 914 substantially outsold the 911 during its production run. Its virtues have only become more apparent in an age of commodity transportation: handy, powerful enough, unique looks, flexible both as a daily and on the track. If there’s a knock on the model, it’s that if you are not a DIYer, repairs can be challenging. That’s all the more reason to consider this 1976 2.0-liter car, with many new or rebuilt components, advertised on craigslist. This car lives in the same town where I work – Oregon City, Oregon – so if any of you want me to go see it, ping the owner and let’s set it up! Thanks for the tip, Curvette!

Yeah, it’s cramped in there! Once you start working on a mid-engine car, you may end up augmenting your tool kit with swivel-head and low-profile wrenches. But the seller has rebuilt the five-speed gearbox and replaced the clutch. Most of the brake components are new, as is the exhaust. You won’t face rust issues from the famous “hell hole” either – the battery pan and structures above and below are clean. The engine is original to the car and has travelled 84,000 miles. The 2.0-liter is considered the best of the three engines offered, generating output of 100 hp against roughly 80 hp from the 1.7- and 1.8-liter alternatives. The driving experience is outstanding if you’re a fan of “quick, not fast,” but three things require five minutes of adaptation: the pedals are offset toward the center of the car, the shift linkage is vague, and its pattern has reverse at the top left.

If you are 6’1″ tall, don’t worry – this is a sports car you can drive. It’s low, but once you’re in, leg room is generous. The cabin is wide, too – about 1.5″ wider than a 911. Its wheelbase is longer than its more expensive sibling, but thanks to minimal overhangs front and rear, its overall length is 7″ shorter. With the engine directly behind you, the weight distribution is balanced at 50/50: 914s are renowned for handling like they’re on rails. Drive a 914 through an autocross, and you’ll smile all the way to the podium. The seller notes that all gauges and lights work, and the roof panel is in great condition (which we hope means – no leaks). The trunk is clean and still contains the spare. A COA from Porsche signals that its ownership history includes at least one enthusiast.

After 1974, safety regulations in the US forced car makers to add bench-seat bumpers to formerly lovely bodies. Many a 914 owner has “backdated” to the slender chrome bumpers in use at the beginning of the model’s run from 1970 to 1972. I don’t care for the rubber spoiler on this car, but other than that, this example’s cosmetics are outstanding. Prices for 914s have risen dramatically over the last decade as newly-minted collectors learn that this model ticks a lot of boxes. Early cars and tasteful customs command a premium. This seller’s price is about right, with little room for negotiation given his car’s spiffy condition.