[Rob-O]

Okay. Now if you guys are gonna start this stupid bashing, then somebodies gonna have to school ya.

First, and this is for Jay, why on God's green earth would you think you would need to adjust the valves on either of these cars? Think about it and get back to me...

Second for Rouser. The early "S" motored 914 in the picks may be a little hard to get to as far as spark plugs, but no more than the 914 in any iteration. In the 32 valve 914, those things are peeking right at you. As a matter of fact, you can see one spark plug boot in the pics. knowing where they sit in the 32 valve, you can tell by the picture that at least six of the eight are right there! Now, the two in the back of the motor might be a little tighter, but I'd bet dollars to donuts that we're talking about working on this thing from the top of the vehicle, with a good deal of room to spare. And let's not forget that we're talking about fuel injection and sweet factory ignition systems. It ain't like you're gonna be in there changing plugs and points and condensers every six months. Even if it were a daily driver, and you put an average of 15,000 miles on a year, we're talking every two years to change the plugs. I don't care if I had to drop the motor every two years, this car would be worth the trouble. Besides, the man got it in there, I'm sure if he was smart enough to get the details worked out on that job, he has a basic understanding of how he was going to get spark plugs in and out. Or caps and rotors, or air filters.

Third, for whomever criticized the weight and handling. We are talking about aluminum engine blocks, heads and even radiators. Yeah, of course there's in increase in weight. But really, do you think this transformation caused the car to handle like a 74 Pinto? The weight goes up a little, but we're still talking about a car that has a low center of gravity and an extremely low polar moment, even with the 928 motor installed. The only handling this guy is worried about is keeping the car pointed straight when he hits the accelerator.

And to top it all off, it's a Porsche motor. I've been in all kinds of 914's in my life, from Chevy V8's to Chrysler V8's to a tricked out 2.8L RSR motored 914-6. All extremely quick. I'm sure this one is no different. Go take a ride in a Chevy V8 powered 914. You might not like the idea of an American engine in a German car, but if you can get some words out of your mouth after the experience, I guarentee it won't be to criticize the performance.

And the motor implants look pretty clean.

Okay, so let's compare at little, shall we?

In the case of the 32V motor, we're looking at a minimum of 318 h.p. Take the stock 914 at 2100 lbs. and add a few hundred (say 400lbs.) pounds of extra equipment that the 928 motor will add to the overall weight of the vehicle. I figure that's all the difference at most between the 914 motor and the 928 powerplant and accessories. We're still talking huge power to weight ratio at approximately 7.86 lbs. per horsepower (2500 lbs. / 318 h.p). Approximations for the 914-4 weighing in at 2100 lbs. and having the 2.0L pumping out 95 horsepower comes in at 22.1 lbs. per horsepower.

Sorry I'm ranting, but you guys are killing me. Oh, this ain't gonna work, that would be too hard, I'll bet he has a hard time doing this, or changing that. Please...

Even if the handling on this car was a little worse. Both of these cars would be so far ahead of you after two miles on any road, he could stop and eat a meal before he'd have to worry about you catching up.

Now quit ripping.

Disclaimer: I don't own either of these vehicles.