Why Air Cooled Porsche Engines Are Even Better than Any Symphony

Why Air Cooled Porsche Engines Are Even Better than Any Symphony

Why_Air_Cooled_Porsche_Engines_

Ask THESE Germans Why Air Cooled Porsche Engines Are Music to the Ears

Forget Bach, Beethoven, and Brahms. Why? Air cooled Porsche engines sound even better – at least to those who find that deep rev and rumble more pleasing to the ears than just about any other sound (well, excluding the sound of frying bacon). 

If you’ve been eyeballing classic Porsches – or storing one in your garage, barn, or dreams – the engine sound alone should be enough to nudge you toward starting that restoration you’ve been pondering.

A little motor music here for your listening enjoyment. 

Listen to Three Glorious Minutes of Air-Cooled Porsche 911 Sounds

If there’s one thing that air-cooled Porsche 911 owners love almost as much as pointing out to you that they drive an air-cooled Porsche 911, it’s the glorious sounds those engines make. 

While the sound alone isn’t worth the rapidly-rising cost of one these days, you have to admit the owners have a point—their cars do sound amazing. If you need any evidence of that, go ahead and spend the next few minutes watching the above video.

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With the sound off, it’s a decent video of a guy driving his 911 around town. But with the sound on, you get three full minutes of air-cooled Porsche 911 exhaust note goodness.

via Listen to Three Glorious Minutes of Air-Cooled Porsche 911 Sounds

 

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How Much Is a Vintage Porsche?

How Much Is a Vintage Porsche at Airkooled Kustoms?

While you’ve probably only ever seen and drooled over our vintage Volkswagens here at the shop, you might not know that we also restore vintage Porsches as well. After all, they’re Airkooled, too.

What will we say if you ask, “How much is a vintage Porsche?”

Bring us a check for $125,000. To start.

What’s the draw for vintage Porsches? Spook says they’re as pretty on the inside as they are on the outside… and it carves corners like a bat out of hell.

A restoration would turn loose our full-on OCD as we upgrade your Porsche from factory specs to new tech. That wouldn’t include computers, of course – so anti-lock brakes are still out. But you would get modern running equipment, electronics, suspension, and braking.

Basically, we’d take your 40-50+-year-old car, bring it up to modern standards, and give you the keys to a car that’s a blast to drive and a stunning beauty to behold.

Here’s a cool article about a 914 you might like.


Modified 1972 Porsche 914 – Flaxen Flye

porsche 914

Lee Jacob’s 1972 Porsche 914 The 914 was always a driver’s car. Low curb weight, engine in the middle of the chassis, and the center of gravity of an ant, it corners like nothing else on the road. Of course, like any other car, it has its shortcomings. Besides being known as the “poor man’s Porsche,” it was notoriously underpowered unless you got your hands on one of the 914/6s that made their way to these shores.

Epcp_1001_08_o+1972_porsche_914+exhaust_system

1972 Porsche 914 – Flaxen Flyer

What you see before you is not a 914/6. A closer look at the fenders front and rear will reveal that. The sixes had squarish wheel flares front and rear while this ’72 914 has had only its hindquarters widened at the rear by Custom Auto Body in Phoenix, Ariz.

Like a base runner on second, these fenders are all about the steel. You can’t tell right away, since like the rest of the car they have been sprayed a Glasurit 21 line toner yellow, the yellow from which all other yellows are derived.

With this burly body, the anemic 1.8-liter powerplant couldn’t be left in the engine bay, so Beck’s Independent Porsche in Scottsdale tore that out and dropped the ’82 3.0 liter SC CIS motor in its place. A Rich Johnson motor mount ensures proper fitment of the motor, mounting it an inch lower so that cutting into the rear trunk is not required. The conversion does however force the elimination of the drip pan and the trunk latch.

Epcp_1001_01_o+1972_porsche_914+frontPhoto 3/8    |   Modified 1972 Porsche 914 – Flaxen Flyer

A 3-liter motor, stock at 204 hp, would represent a significant power gain, but with Viton seals and O-rings, new valve guides and 9.3: 1 compression, the motor is putting out nearly twice that of a stock 914. According to owner Lee Jacob, it dynoed at 240 hp at sea level in Arizona before the he found it and brought it back to Colorado. Jacob is a Boulder native who bought his first 914 in 1990.

1972 Porsche 914 – Flaxen Flyer

“I sold a 944 and my first 914 in order to acquire muscle cars,” he says. “But living in the Colorado Rockies and driving the canyons reignited my interest in sports cars. This yellow beauty demanded my attention. One drive and that was enough to know this car belonged in the mountains.”

So, it was with great enthusiasm that this reporter found the keys handed to him. I’ve always had a special affinity for the 914; it was my first car right out of high school. Of course, having owned a Honda Hurricane right before the Porsche sort of made the car’s “raw power” seem even more meager, but knowing that Jacob’s version was powered by Porsche and not VW made the idea of reliving my first vehicle a lot more enticing.

Epcp_1001_04_o+1972_porsche_914+wilwood_brakesPhoto 5/8    |   Modified 1972 Porsche 914 – Flaxen Flyer

I settled into the custom hand-stitched leather and suede interior. My left foot pushed straight forward to the clutch as I eased the 901 transmission with a strengthened intermediate shaft down and to the left for first gear, the clutch had a familiar tension to it. I moved from first into second as we pulled out of Red Rocks parking lot and embarked on the 15-mile journey across town toward the necessary “second location.”

The highway entrance contained a sharp right-hander, followed by a left. The combination of Bilstein and Koni Sport adjustables, Weltmeister springs, and of course the mid-engine weight distribution, kept body roll nearly imperceptible through this chicane as I eagerly rode the ass of quickly oncoming traffic.

Epcp_1001_05_o+1972_porsche_914+intake_manifoldPhoto 6/8    |   Modified 1972 Porsche 914 – Flaxen Flyer

Throttling down through the barrage of sweepers that make up 285 west of Denver finally allowed the 3.0-liter flat six to start breathing and get into its powerband, while the Comple custom wheels wrapped in Dunlop Sport 9000s did a stupendous job of gripping the road.

Jacob didn’t bat an eye as I rowed through the gears, the only drawback to the experience being the slight doughiness of said shifts. As we weaved through traffic on a straight section of the highway, the speedo soared as we approached our destination. The final highway interchange ended up being a sweeper that called for a downshift and a subsequent passing of multiple cars before squeezing into the exit lane.

Epcp_1001_06_o+1972_porsche_914+racing_harnessPhoto 7/8    |   Modified 1972 Porsche 914 – Flaxen Flyer

By this time I could see my passenger was getting a little nervous, so I got on the Wilwood Billet Superlite brakes (with a 23mm brake cylinder and Wilwood hats drilled for a 911). This brake combination quickly got us down to more civil speeds, at which point the flaxen flyer got even more attention at a stoplight. One lady in a minivan nearly broke her neck looking at the rear fenders.

Epcp_1001_07_o+1972_porsche_914+polished_bumperPhoto 8/8    |   Modified 1972 Porsche 914 – Flaxen Flyer

What had started out as a nervous experience with the competition clutch turned into a thrilling rendezvous between machine and man after only a few minutes of spirited driving-sort of like hooking up with an old girlfriend.

Comparing Jacob’s modified 914 to an older stock version, or to my old girlfriend for that matter, might be sacrilege, but the mere fact that he let me behind the helm is worthy of praise.

1972 Porsche 914

Layout Longitudinal mid engine, rear-wheel drive

Engine 1982 3.0 Liter SC CIS 81-83 U.S. Specs, 9.3:1 Compression, stock cams and standard crank, balanced, Viton seals and O-rings, new valves and guides, C.I.S. (K-Jetronic), Original 914/6 oil cooler midships, external oil cooler under cowl with electric fan (thermostat on oil temp)

Transmission 901 five-speed, side shift, strengthened intermediate shaft

Suspension Weltmeister SP-180 springs, Bilstein dampers front, Koni dampers rear

Brakes Wilwood Superlite four-piston calipers with Wilwood rotors, 23mm brake cylinder, Wilwood hats (drilled for 911)

Wheels & Tires Complete Custom alloys, 17-inch Dunlop SP Sport 9000, 205/40 (f), 275/40 (r)

Exterior Custom steel fenders, Glasurit 21 Line Toner Yellow Paint (Custom Auto Body)

Interior Original 914/6 steering column, hand stitched leather and suede interior

Performance Peak Power: 240 hp


So, if that sweet ride’s got you drooling a bit and wondering, “How much is a vintage Porsche?” it’s time for us to have a little chat. 

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