I’m on record as stating that I’m not too fond of the VW-Porsche 914. It’s hard to follow an act like the Porsche 912, especially when you’re a rather muddled and hyphenated two-seater. But hey, it’s still a classic Porsche. And this is the rare 6-cyl. version, too. Did Mr Piëch screw the pooch on this one, or would he have made his granddad proud?
Ferdinand Karl Piëch (1937-2019), son of Anton Piëch and Louise Porsche and grandson of Ferdinand, managed to almost outshine the other members of his illustrious family in his quest for automotive glory. He will chiefly be remembered as the saviour of Volkswagen and a highly skilled captain of industry, but before he blossomed as a boardroom Bonaparte at the turn of the Century, bringing VW and Porsche back together again after all these years, he had a major role in creating the only model that the two marques were forced to co-brand.
I say “forced” as regards the co-branding, because it seems neither Porsche nor Volkswagen were entirely clear on their intentions behind this half-cocked solution. The two marques were conceived by the same person and, at least until 1945, managed by the same family: Anton Piëch was the head of the KdF works until the Wolfsburg site was taken over by the British Army. Porsche and VW still cooperated on a number of projects during the ‘50s and beyond, as VW boss Heinz Nordhoff had good relations with the Porsche family. And so in the latter part of the ‘60s, the two marques were planning a new car together, as they were both in need of a new two-door model – Porsche at the lower end of their range, and VW at the higher end.
The two cars that the 914 was supposed to replace were the Porsche 912 and the VW Type 34 Karmann-Ghia, launched respectively in 1964 and 1961. Both cars sported air-cooled rear-mounted flat-4s in the same general range displacement-wise: the Karmann-Ghia had the Type 3’s pancake 1493cc and the Porsche had the 356’s 1582cc. The expensive VW had never been officially exported to the US and was thus a modest seller. The cheap Porsche, for its part, had to leave the scene so that the cheaper 914 could be born: there was not enough space at the Stuttgart works for three different car lines.
The Porsche design team, circa 1963; Klie at far left, Butzi in the foreground
Design work started in early 1964 and at least two men, Heinrich Klie and Butzi Porsche, can be credited with defining the 914’s distinctive shape. It took a fair amount of attempts to find what the design team was looking for, but by mid-1967, the styling was pretty much set – Klie’s design had been selected.
The chassis, developed by Piëch and Helmuth Bott, was influenced by the duo’s Porsche 906 and retained its mid-engined layout, still quite a novel concept for a production car in the late ‘60s. The front torsion bar suspension and the 5-speed transaxle were taken from the 911 and mated to the newest and largest VW flat-4, the Type 4’s fuel-injected 80hp 1679cc unit.
914 clay models – clockwise from top-left: August 1964, May 1966, July 1966 and March 1967
Things got off to a bad start even before the car was launched. Nordhoff had made a gentlemen’s agreement with Ferry Porsche regarding the project, but unfortunately died of a heart attack in April 1968 without explaining much to his underlings at Wolfsburg, or committing anything to paper. Kurt Lotz, who had been slated to take over VW in October, had to rush into the job and soon told Ferry Porsche that the deal was off. A new agreement between VW and Porsche was ironed out, but it lacked the sweeteners that Nordhoff had verbally consented, which resulted in a much reduced margin for Porsche when production would eventually ensue.
The car went ahead regardless. The 4-cyl. base model, sometimes referred to as 914/4, was now joined by a sportier 1991cc 110hp flat-6 variant, the 914/6. Both cars were to be sold a new company, VW-Porsche, created in early 1969 and held jointly by both carmakers; production would be handled by Karmann in Osnabrück. The deal further stated that the cars would be badged as Porsche only in the US market, though it was sold there through Porsche-Audi dealerships. The 6-cyl. cars, on the other hand, were to be a pure Porsche product, from VW’s point of view: they were to be sold by the joint-venture, but came out of Porsche’s Zuffenhausen factory.
The VW-Porsche 914 was unveiled at the 1969 Frankfurt Motor Show under its own co-banded sign, right next to the Porsche stand. There was also a 914 over on the Karmann stand, as the coachbuilder was manufacturing the bodies for all VW-Porsches, as well as the 4-cyl. version. Due to Lotz’s hard bargaining, Karmann’s bodies cost Porsche more than the 912s and 911s that the coachbuilder also produced for them.
As a result, the 914/6 was a very expensive car, as the unit cost of the 6-cyl. engine was quite a bit more than the VW one and Karmann sold their bodies to Porsche at a higher price than Nordhoff had promised. In West Germany, the 914 cost DM 11,955, which was already a chuck of change, but the The 914/6 required a whopping DM 19,980. The substantial price difference between the two 914s was seen in all other markets. In the US – the main market for these toys, after all – the West Coast price in 1970 was US$ 6099. By comparison, the 4-cyl. cars cost US$ 3695 and the Porsche 911T (the cheapest 911, now upgraded to a 2.2 litre engine) sold for US$ 7205. In 1969, a Porsche 912 would have set you back US$ 5200.
VW-Porsche were DM 200m in the red by the end of 1970 and the plug was almost pulled on the whole affair. The 914/6 was definitely up for the chop by this time, but the 4-cyl. cars were given a chance and a solution was found: replacing the expensive Porsche 2-litre flat-6 by a cheaper VW 2-litre flat-4. This finally happened in 1973. The 914/6 was no more and was thus spared the 5mph bumpers that progressively embellished the car from that point on. Only 3351 of the 6-cyl. 914s were made.
Clockwise from top left: Goertz 914/6, Tapiro by Italdesign, Hispano Alemán by Frua, Murène by Heuliez
If that’s not exclusive enough for you, there are a few interesting one-offs and prototypes that might fit the bill. The 914/6 was fortunate enough to be launched during the final embers of the coachbuilt era, so some interesting specials were made in 1970-71, perhaps acknowledging that a few folks out there found the production version’s looks a bit challenging.
But if one happens to agree with the original car’s shape, there were at least two options for increased potency – both made by Porsche themselves, of course. One was the 914-8, with a 3-litre 300-plus-hp flat-8 seen in the 908 racer. The top was no longer removable on these cars and the headlamps were switched to quads, but otherwise it looked pretty much like a regular production 914 to the casual observer. Two were made in 1969 – one for Piëch and one for Ferry Porsche as a present for his 60th birthday, seen above.
Just as the 914/6 left the scene, Porsche made a small batch (some say 11, others say 20) of 916 prototypes. These were fitted with the 2.4 litre flat-6 of the 911S or the 2.7 found in the Carrera and heavily modified throughout, including the body kit Porsche made for track versions of the 914. The plan was to launch it as high-performance (and high-price) mid-engined supercar, but Porsche ended up nixing the idea at the last minute.
US advert, 1973
So why was the 914/6 such a failure? To put it bluntly, it was too expensive for its badge. The VW-Porsche idea was not a bad one per se, as everyone was still pretty aware of the kinship between the two marques. But the 6-cyl. engine version looked identical to a well-optioned 4-cyl. car, which was not a good thing given the price difference. Even in the US, where the car was promoted as a Porsche (calling it a VW-Porsche would have been commercial suicide), the relatively small difference in price between the 914/6 and the 911T made the two-seater rather redundant.
To add to the model’s woes, the 914 was made as a LHD-only. Our feature car seems to be an original JDM model – these turn signal repeaters were only fitted to Japanese, Italian and Danish export cars. The snob appeal of LHD may be quite strong in Japan, but some folks still liked to have their steering on the correct side. That probably hampered the model’s sales in other RHD countries – especially the UK, where 914 and 914/6 sales were particularly weak.
And then, there’s that look. Some went with it, others did not. The 912, by comparison, was universally admired. The Type 34 Karmann-Ghia less so perhaps, but it wasn’t like VW absolutely needed it. It was Porsche who had more skin to lose in the game, despite the 50-50 ownership of the VW-Porsche concern. And in the end, although the 914 was not a complete disaster, it did not engender a family of mid-engined two-seaters. The 914 got a bigger VW flat-4 (1970cc) for 1973 and the base model grew to a 1.8 in 1974, but there was no future in the 914 bloodline.
With almost 120,000 units made in six years, the 914 was not a total bomb, but it still didn’t meet its makers’ expectations. Production stopped in December 1975, but guess who made a discreet one-season US-only comeback in 1976, so that Porsche could continue having a 4-cyl. model in their range? The 912, now dubbed 912E and equipped with the same 2-litre VW engine found in the 914. And in 1977, the Audi front-engined Porsche 924 appeared. Oh, the irony.
The deeper consequences of the 914 were felt over at Porsche, which went from a small family-owned and run firm in the ‘60s to a more professional outfit in the ‘70s. Ferry Porsche determined that nobody in the family was suitable to take over the reins without causing a family bloodbath, so he restructured the carmaker from top to bottom in 1971-72. Butzi Porsche and Ferdinand Piëch left the family firm, as did much of the old guard, at this time. Correlation is not causation, but it’s hard not to imagine that Ferry Porsche took this decision to shake things up (while preserving the family’s ownership of the business) management-wise at least partially due to the VW-Porsche affair.
As for Piëch, he engineered an unprecedented comeback from the bitter-sweet experience of his Porsche years and went on to become CEO of Volkswagen, ultimately masterminding the inter-ownership of VAG and Porsche that would have made his grandfather proud. And in the interim, he did prove his worth as an automotive engineer with the Benz 5-cyl. Diesel, the Audi Quattro and many other greats. He also made a fair amount of questionable decisions (e.g. the Phaeton, the W8, the Audi A2, the Rolls-Royce imbroglio or the resurrection of Bugatti) and was described as something of a tyrant, but he certainly turned VW around at a time when the carmaker was looking like it might go in a tailspin.
When looking at the whole Porsche and Volkswagen stories – or the peaks and troughs of Ferdinand Piëch’s career, for that matter – the VW-Porsche 914 is an interesting harbinger of things to come. It was the first semi-failure for all concerned, but it certainly was not the worst, nor the last. And in this 6-cyl. guise, it wasn’t the least. I rather prefer the Type 34 K-G, the 912 or the 911 to this mustard-coloured mongrel. But hey, it’s still a classic Porsche.
Related posts:
Curbside Classic: 1973-74 Porsche 914 2.0 — Entry Level Porsche 1.0, by Robert Kim
CC Driving Review: 1973 Porsche 914 2.0 – A Great Drive; A Long Way From Home, by PN
Piech de puke.
They’ve a most unfortunate physiognomy, these, with a wince-inducing profile. Just the shape for a huge Godzilla foot to slip in from the back of this Tokyo Birkenstock.
Perhaps there was a language snafu between the companies, where the horrified Porsche instruction to “send this proto back to Schule!” became “bend this photo till it looks like a shoe”.
It doesn’t help that this example is in the color code “Curry Aftermath”, I guess.
Apparently, these are superb to drive hard, gearchange excepted. Possibly the best way to regard them too,being barely seen, but if I was forced to choose, it would indeed be one of these rare (and now most pricey) sixes.
Excellent little potted history of guter Anfuhrer Piech, though I doubt he’d approve of being so potted (an entire memorial garden, more like!)
And, ofcourse, great photos of this original and rare mustardy beast, Herr Dr T.
I seem to remember that Porsche turned this model – without too much difficulty – into a rally winner ( no doubt in order to raise its’ profile ).
The main problem is that, like the later Boxster, this is a fundamentally better balanced car than the 911, but has to be sold at a lower price in order to not “rock the boat”.
And yes, the looks are challenging.
Count me in for the admirer camp, I like its form so much that i had to buy a Revell 1:18 miniature, in that exact colour, no less, despite not having an interest in neither toy cars nor decorative (automobilia) tat in general.
And that is also the closest I want to come to actually owning one, my mx-5 does all the things to my pragmatic self, the 914 might have been trying to promise.
As for all the questionable creations, Piëch left his fingerprints all over – without being a fan of his policies or himself, for that matter, I rather like quite a lot of them, be it the killer-of-“real”-car-styling Audi 100 or the jellybean by the name of A2. The former tragically left my possession just recently, the latter is actually quite high on my bucket list.
I don’t think I ever knew about the six cylinder versions. It would certainly be the one to have.
I find myself all over the place on its looks. It really was an early adopter of that look that took over in European cars of the 70s. I like some angles a lot – like the front. Straight on from the side it is really awkward looking, with a roof that is too short or a deck that is too long. And I normally can’t stand this color, it works on this car.
Interesting and well-told story. I hadn’t heard the part about family dynamics before.
It’s good they didn’t pick those first two prototypes. Saab Sonett and Amphicar. The final result is neat and sharp, if not perfectly proportioned.
I’m a fan, I got a ride in one of these when I was 9 or 10.
Certainly not as desirable as a 911 or a 356, but that’s reflected in the market value and the 914 may actually have a higher fun factor. Remember when Road & Track used to have E2F2, or Engineering Editor’s Fun Factor?
Our own GeelongVic seems to have quite a bit of fun with his 914.
I’ve never been a fan of these. The styling is the complete antithesis of the 911 and 356 and any other Porsche, and looks OK only from the front. Apart from the Frua body. I don’t think those alternatives looked any better.
The most interesting thing for me apart from the co-ooeratioj between VW and Porsche was the mid engine configuration, promising a more balanced car than the 911 and 356.
I’d much rather have a Type 34 KG with a flat 6.
Actually it is NOT a Porsche. Everywhere else in the world except for the USA it was badged and sold as a Volkswagen, except for the extremely rare 6cyl version. A co-worker of mine had bought one for his daughter way back when, he kept saying he had bought her a Porsche and when he brought it in one day I took one look and said “Oh that’s just a Volkswagen”. He didn’t like me much after that 🙂
One could use the “it’s not a..” argument to say that a Shelby Cobra is nothing but an AC Ace with a motor swap….
It has been said that those who say “it’s not a Porsche” are never owners of a Porsche. Not saying that it is a case of sour grapes, but if this came from a Porsche factory, carries Porsche badging, and was sold as a Porsche byUS Porsche dealers, then it is more likely a Porsche than not. The badging in other markets was due to VW being the financially dominant partner in the deal, but they took pains to ensure it was badged Porsche in the biggest market it was sold in, and that is telling. It’s totally fair to not like the car, but don’t deny what it is just because it doesn’t meet your expectations.
It has been said that those who say “it’s not a Porsche” are never owners of a Porsche.
Let me guess, by Cayenne owners? Anyone who says that line probably doesn’t even know what a 914 is, you can be a fan of the brand without owning the product just like you can be a mindless consumer looking who can afford a status symbol badge job. That kind of snobby retort doesn’t ingratiate their purchase of a cheesy pseudo-Porsche to us peasants who admire real Porsche’s we can’t even dream of affording.
That said the 914 is more of a real Porsche than any non-numerical model they have released in the last 20 years
Great article and photos Tatra. Your writing is a strong addition to Paul’s site.
Growing up, my parent’s home at CFB Rockcliffe (before they retired), was located less than a kilometre from a Porsche dealer (Mark Motors) and a VW Audi dealer (East Motors). I used to check out each dealer’s inventory wherever I could. Compared to the 911, Karmann-Ghia, or VW Thing, the 914 looked very modern and genuinely exotic. I thought they were really cool as a kid, along with their loud colour scheme. Their low height and unusual proportions, reminded me of soap box derby cars. I’ll admit, their appeal to me now is pure nostalgia. 🙂
What I liked most? They were the antithesis of the opera-windowed brougham coupe explosion happening across North America at the time.
Despite being front-engine, FWD, I never really noticed how much the Honda del Sol cribbed from this until today.
I tend to wax and wane on the 914, some days I like it, others not so much, perhaps it depends on the angle from which I consider the car, or the color, or even the model year. But I can generally get behind a rare version such as this Six, I don’t know if I have ever seen one outside of a museum/show and even then I can’t definitively name one.
One part I do like though is the interior. Fabulously low and wide there is a feeling of unfettered space with only the slightest hint of a center console between the seats, more akin to a chalk mark on the black carpet than any real impediment to one’s self adjustments or seating position.
While others may not like the color, at least it IS a color, and certainly an era-appropriate one as well as in apparently excellent condition. Don’t complain too loudly about what color there is out there, lest manufacturers take heed and start to one day only produce shades of gray or something. Oh, wait….
The interior is remarkable spacious, as I found out during my drive of Dr. Vic’s 914. In fact, the whole car reeks of German practicality: two trunks, a solid-feeling body that roomy; a bit of a Swiss Army knife. And the visibility through that huge windshield is superb. This is actually my kind of sports car. 🙂
I used to see 914/6s in SoCal, not surprisingly. Not exactly common, but they were around. Undoubtedly the lion’s share of those 3k 914/6s ended up in Ca.
Great article, thank you for posting! The “it’s not a Porsche” argument was settled years ago. Go ask PCA, go ask Porsche AG. It IS a Porsche. Period.
914s were ahead of their time and I’ve always liked the design. Very roomy interior for a mid engine. I had a ’74 914/4 from 1985-1988 as a young US Navy officer…it was one the rare “Can Am” limited edition versions, black w/ yellow accents aka “Bumble Bee.” Basically a big underpowered go kart. Great car, loved it.
A 914/6 is on my short list of cars to purchase in the future. Unfortunately prices for real 6s have gone nuts in last 4 or 5 years. Maybe the collector car fallout from the pandemic will see prices drop enough over the next few months to make them more attainable again.
i am always excited to read one of your pieces, tatra. they never disappoint. i have to disagree with your opinion of the 914. it’s one of my favorite cars of all time. i find supercars to be silly and i can’t imagine myself getting all the attention that they draw but a drive a 914 and you’re just a regular guy who gets thumbs up occasionally from other car guys. i love the minimalist cockpit with the targa roof. they’re not fast but they handle beautifully with proper mid-engine placement and a low center of gravity. as they say, it’s better to drive a slow car fast than a fast car slow.
sadly, these are getting expensive. i may never be in a position to own one. fortunately, there is still another unloved mid-engined open top roadster that can still be had for a song: the honda beat. 650cc of naturally aspirated goodness with a 9k redline!
What an amazing find. With only about 3,000 made, how many can there be in Japan today?
Very good article, I learned a lot. I didn’t used to care for these but they have grown a lot on me in recent years. I kind of like the shape now. It’s very unique and very 60’s/early 70’s. I certainly can’t imagine someone making something like this today.
Could you explain the parking lot there? I have never seen that before with what I am assuming is some sort of pavement-mounted self pay system.
I’m wondering about that too. It does look like there is a pay kiosk similar to ones often found in the US. To me it looks like it is to be able to automatically lock cars in place for non-payment instead of putting on a boot.
Yes, there is a gate, or even a tire shredder, to make sure drivers pay. The gate is only about 40 cm high but it will keep a car inside.
As I understand this Porsche was an answer to Fiat X1/9 and Lotus Europa.
Afaik it worked quite well. That it is not a 911….who cares.
Purists will never be satisfied.
The X1/9 came on the scene a couple years after the 914 had made its splash. Fiat started thinking about the X1/9 in 1969, when the 914 was pretty much ready for production. The Fiat had a late ’72 introduction as a 1973 model. The Europa beat it into production, but I’m not sure how seriously Porsche ever took Lotus. There were a few less than ten thousand Europas made over ten years, while Porsche made about sixteen thousand 914s in 1970.
I have always liked these. If I had one, I would replace the type 4 engine with a 2180cc VW type 1. Far more performance potential due to the vast VW aftermarket that is geared toward the type 1/3 engines. Really surprised to a 6 cyl one in Japan. Thanks for sharing!
The 914’s legacy, to me, is clear: It’s still being raced, and it’s still getting excellent aftermarket race support.
Back when I owned my 924S I was (of course) on just about every mailing list for an American Porsche aftermarket supplier there was. And rapidly learned that in a lot of cases the 914 catalog was a hell of a lot larger than the 924.
That car succeeded. If anything, at Porsche club gatherings, you don’t get the “it’s not a real Porsche” from 911 owners if you’re driving a 914. 924’s, 928’s, 944’s? There’s still some crap.
$6,099 in 1970 is about $42k in 2020. Can’t get a 4-cylinder 718 with that, let alone a six.
My 1971 Auto Almanac listed the 914-6 at $5,999 and the 911T at $6,490. It’s been said that the 911T actually cost Porsche less to produce, and the 914-6 used the old 2 liter version of the 911T engine when all the 911s were 2.2 liters. A 914 1.7 was $3,600, reputedly very close to what Porsche was paying Karmann for shells to fit 911 brakes, spindles and engines into to make the 914-6. Even at $3,600, the 914 didn’t offer much value compared to the 240Z.
I’ve got a fair amount of wheel time in 914s and 911s. I really don’t understand how any combination of Karmann and Porsche personnel could arrive at a situation where 914 bodies cost more than 911 bodies made by the same outfit for the same customer. The 914 was a very cleverly packaged and simplified car. The passenger seat didn’t even adjust. I was designed to be built in great volume for a low price compared to the 911, which was further losing two-thirds of its volume with the demise of the 912. Why wouldn’t the considerably higher content and lower volume 911 have a higher unit cost than the 914, which was both austere and amortized over the VW-Porsche 914-4’s volume?
The 911 mythology that exists today is entertaining when you consider that Porsche had to introduce the 912 to make up for lost sales volume relative to the ancient 356, and that the 912 immediately took over the majority of sales.
A pity there was no further differentiation between the Porsche and Volkswagen versions of the 914, both sides are to blame.
The former (via Jürgen Lewandowski’s book on the 912) due to the way Porsche developed the 2.0-2.2-litre 911 Flat-Six made it difficult for the engine to spawn a related Flat-Four, forcing them to carry over the 1.6 Type 616 and make use of the Type 4 engines.
The latter due to not bothering to properly update their rear-engined cars or boxer engines such as an early VW Variant II type models in terms of mechanicals, fitting or thoroughly updating a Variant II-type Beetle to feature the Pancake engines (allowing for a hatchback of sorts, etc) and developing Flat-Six Type 4 (2500-3000cc up to 3600cc via 2400cc Flat-Four from Willibald/etc) / Wasserboxer (2900-3700cc+ via Oettinger WBX6) derived engines (for EA128, Type 4, Type 2, Karmann Ghia TC, SP2, etc).
While understanding pop-up headlights were in fashion at the time, not really a fan of them and perhaps either an alternate Porsche or Volkswagen version of the 914 would have featured different exterior styling.
That said had Porsche managed from the outset to develop their 911 Flat-Six to easily spawn a related Flat-Four (displacing 1334-2500cc), cannot really see a need for a 914 to replace a properly-developed 912 instead of slotting beneath the 912. Both the Porsche 914 and Porsche 912 deserved much better treatment than they received during their production lives.
I find it odd that Emory had no problem developing a four cylinder 911 variant that could be used in place of the 616 while Porsche could not. Maybe German engineering was always grossly overrated.
Porsche’s original plan was to develop a Flat-Four version of the 2.0-2.2-litre 901/911 Flat-Six engine displacing 1.6-litres, however not only did the Biral cylinders limit displacements to 1334-1484cc with an output of up to 80 hp but the crankcase of the 2-litre 901/911 also needed to be redesigned for the 2.2-litre version to prevent the crankshaft of a hypothetical 901/911-based Flat-Four coming into contact with intermediate shaft.
The Emory 911-based Flat-Four meanwhile was developed much later on via the 964’s 3.6-litre Flat-Six, whereas by the time the original 911 Flat-Six’s issues were resolved they basically abandoned the idea of a 911-derived Flat-Four in favor of carrying over the 1.6 Type 616 and Type 4 engines.
The Porsche 984 prototype’s 135 hp 2.4-litre Flat-Four engine meanwhile was reputedly an enlarged and tuned Type 4 engine by Willibald*, which was apparently taken from a 914 (see German link below). Being the sort of engine that could have been utilized by fully differentiated Volkswagen version of the 914 as well as alternate Volkswagen SP2 and Volkswagen Karmann Ghia TC. – https://www.autobild.de/klassik/artikel/porsche-984-verlorene-prototypen-teil-2-von-4-5237366.html
A 911-based Flat-Four was have been a great asset to the Porsche 914 as well as the Porsche 912 or an Italian market tax special 2-litre Flat-Four version of the Porsche 911, that also benefits from being turbocharged like the Porsche 930 years before Subaru thought of adding a turbo to their water-cooled EA Flat-Four unit for the Leone (and BRAT).
*- Was originally under the mistaken impression the 984 Flat-Four engine was an all-new clean-sheet design or 911-derived unit as opposed to an enlarged Type 4 engine.
Returning to the Emory Flat-Four would it correct to say people have also fitted engines into Porsche 912s in the past (along with crazy folks who inexplicably fitted it into 964/993s)?
As a kid when these came out, I wasn’t crazy about them compared to the 911 which was my idea of the perfect car. But over time, I’ve come to appreciate them. The first influence on my feelings was when I drove a Lotus Elan and a 914-2.0 (4 cyl) back to back. Just a short spin in town, but the spaciousness and tractable engine of the 914 made it instantly appealing. After all, you don’t look at the styling when you’re driving. The peaky, sensitive, cramped Elan just didn’t work for me. The second influence was the Boxster. I’m sorry, but that is a car whose styling is just as awkward as the 914 (and I love the Cayman, but as a roadster the shape of the first Boxster doesn’t work for me). In conclusion, I think a lot of the criticism of the 914 style came from the fact that it was trying to replace the 901/911 based 912. A tough act to follow. But compared to several sports cars that came along later, the Toyota MR2 (1st and especially 3rd gens) or a lot of recent Alfa stuff, the 914 seems fine. To me, but hey, styling is subjective, and as for pedigree, even BMW’s and Toyota’s share genes now.
I remember my Dad coming home with a yellow 914-4 in the early ’70s. He introduced the car to me by driving down the hill we lived on saying “I like it, but it doesn’t corner very well.” Then he whipped the car around a right angle corner without touching the brakes. He was a joker like that.
My mother sealed the car’s fate: she kept calling it a girl car and nicknamed it “Buttercup”. It didn’t stay long after that.
I have grown to appreciate and embrace the 912 over the years as being effectively a 356 continuation, but for a long time I looked at the 912 as nothing more than a lame cheapo 911. The 914 on the other hand I loved the moment I first discovered them. To me it’s like a modernized wedgy take on the old mid engined Spyder, I love the design, and feel its Targa top was better executed than the 911 Targa’s rather clunky appearance.
The whole real Porsche lot a real Porsche thing is really not a factor for me, if its not a real Porsche its still a cool VW, like the Karmann Ghia. Real Porsches to me are 2 door sports cars, powered by flat 4s or 6s and depending on how open minded I am on a given day day, air cooled with Fuchs wheels too. But I also like 924s/944s/928s. The 914 I have an fondness for though, it was the first Porsche to depart from the “skeek Beetle” profile, and its wedgy 3 box targa shape was actually quite pioneering for sports cars to come through the 70s and 80s – X1/9, TR7 MR2, Fiero to name a few.
The VW denial among Porsche fans is something I never understood. The companies had operated on very similar engineering from their inceptions into the 1970s, they may not have directly interchangeable parts but they are blood related siblings.
There is a gate, or even a tire shredder, to make sure drivers pay. The gate is only about 40 cm high but it will keep a car inside.
It doesn’t surprise me that such a rare car is in Japan. There are many of them on the road, as some folks (very few) are tired with white Toyotas , or they are very wealthy.
It is also worth pointing out how every Japanese city looks exactly the same: grey concrete walk ups, power lines and vending machines.
Thank you for the excellent article.
I bought the 35th 914 4 imported. PCA wasn’t sure they would let us join. And then a 914 6 took the GT class at LeMans leaving the 911 one lap behind and a Corvette 2 laps back ! I previously owned a 64 VW Convertible and the 914 was cheaper and easier to maintain.. It wasn’t fast off the line but was a dream to drive.. It had Riccaro seats that gave great support. It had 4 wheel disk brakes, independent suspension and electronic fuel injection in 1970 ! Michelin tires that lasted almost 100,000 miles. My man-eating orange (tangerine) original was totaled in 1975. The claim was settled for $3000 for a car rhat was bought new for $3750. I bought a yellow replacement which I still have 50 years later. I never regretted buying it.
I quite like these, and have no big concerns on the styling, though that’s always personal. Of there time, and arguably a case can be made for these in theory a better driver’s car than a tail happy early 911, but with only 2 seats and a convertible format. The similarity in concept. if not engineering, to the Boxster is note worthy, as is the logical step tot eh 924 with its VW engine.
Hadn’t realised they only came in LHD, which is perhaps why I haven’t seen one for ages
I owned a 72 1.7 914. Driven every day for 15 years until Wisconsin winters took a toll on the body. 4 wheel disc brakes and mid engine balance gave the car an edge over other sport cars of the era. Front and rear trunks gave space for extended travel. Consistently got 40+ mpg. Coupled with a large fuel tank gave a range of about 600 miles, proved valuable during the fuel crisis in the early 70s. Heat exchangers were a problem. Very enjoyable drive with practicality.
I was smitten when these made their appearance, they had a big splash in Motor Trend magazine. Import car of the year, I think. Out of college I had a co worker who had saved up his pennies during high school and bought a four cylinder model brand new. He still had it by the late 1970’s. He liked it but said that parts were starting to get kind of expensive. When I was looking for a car in 1980 I decided to check one out. I always thought that the styling was modern and elegant, The cockpit was spacious although luggage space was lacking. I also went to look at a ’77 Coupe de Ville, my dream car. The Caddy won out. Besides I still my Harley Sportster for blasting around in.
Here is a letter that I had written to a friend who is the second owner of an original 1970 914. I happen to own a 1973 914 2.0 that I have happily owned for 41 years, bought in 1979 from a well known 356 Porsche enthusiast culling his herd of a 914, then living in Michigan.
In 1979, I intentionally sought out a 1973 2.0 four cylinder type IV engined 914 for its potential in autocrossing and because of lighter weight, torque characteristics, and gearing found that my 914 was in actuality superior to the 6 cylinder 914-6’s that I had to campaign against. There was nothing more satisfying than have a 4 cylinder 914 beat the 6 cylinder version, 914-6 or the Datsun 240Z due to low down torque and ease of course pointability
I also competed and frequently had class autocross class wins with a 911S in the Akron Sports Car Club Sunburn Series where I achieved a championship. The 914 was my favorite weapon in the autocross wars.
Maybe most people thought the 914 to be a homely mongrel based on looks, but underneath it was truly a wonderful, competitive Porsche.
Tatra 87 needs to drive a 1973 914-4 2.0 and then to drive a 1970 916-6 to experience one of the most amazingly pleasurable driver cars in order to have “the complete experience” needed for a complete, balanced, and objective article. That said he delivered a well done history of the 914-6. Cheers.
The letter to my friend is as follows:
Steve,
I had to have a laugh about your thoughts about us being guys that drop too much money on cars that to most people wouldn’t be worth it. My own thought is that “worth” is something very subjective. we are like people, no doubt, like our wives, who bring home shelter animals needing love. We have similar for a long time,unloved cars desiring our love which we gave freely. Objectively I’ve probably put too much into my ’14, but love is irrational, I accept that, and, even say, “Boy do I know it”, but that said, I just simply love driving a fourteen, the hours behind the wheel are incomparable, hours that I just cherish.
Those fourteens of ours are just such sweet driving cars, virtual go-carts, that give me more pleasure than any of my other cars, including my 911. Who would have thought that a 911owner would say that he values the driving experience of the 914 over that of a 911, but I am happy to say it. The Boxsters, the Caymans, the Ferraris, and virtually all new 911’s, that we both have known, have driven, and even owned are, to me, big, fat, dumb cars, yes definitely faster, even luxurious,but boring, in comparison, and then, recognize,that they have nowhere the lithe, smile generating, tossability of the 914 ‘s that you and I love. The 914 is just an amazingly fun car to drive in the mountains of Colorado or on California’s delightful coastal road, Highway One. Driving the 914 down California’s winding Redwood forest lined twisty 128 was, simply put, an experience made for fourteen smile generation. Then, I will always remember with a broad smile that one day 975 mile run from Council Bluffs IA, cruising at 90-95mph, hour after hour, to Billings Montana in 2018, what a highway champ. Then, in addition, what a treat having the 914 giving its great handling, later experienced, in the mountains and mountain passes of BC during the Spring Thaw.
Years and years ago, when I had no money to speak of, I had bought a near junk heap, an amazingly oil burning, a mosquito screen generating object of great affection, in fact, my 1960 843cc Bug Eye Sprite,was virtually devoid of synchromesh on all four forward, nearly worn out gears, that I also loved….it taught me to double clutch constantly, and like your MG TD, it was just so much fun to drive. The 914 is at such a balance point between old school low power but light weight with reliable modern technology. I believe that Porsche has “screwed the pooch” (pun intended) in its quest of more and more power, in bigger and bigger, heavier and heavier, and for me, at least unenjoyable, “sports cars” that now make the original 928 look seemingly small.
So, my friend, putting money into our beloved cars is well worth it. That’s how we enjoy life and our passions, like the 914’s we have, and definitely as you do with your MG TD, and now your Type 34 KG. Remember that gasoline, pistons,and passions make life worth living.
Keep healthy. Perhaps with God and the Coronavirus permitting, in the near future hopefully, I’ll drive the ’14 from SLC to LV so that both ’14’s can bask in their own company again on your driveway while allowing us to share some time together.. Enjoy that thought, that possibility. Ah, 914’s, together, yes, a worthy dream.
Cheers, yr mst lyl, stdy, & fthfl srvnt, & frnd,, Vic
How bout a some other motors for that 914?
Porsche Boxer8
Oettinger Wasserboxer WBX6 3664cc
Subaru WRX
Years ago, if I had wanted a different engine in my 914, then I would have bought a 914-6.
Regarding other engines for my 914, currently it is much cheaper to buy a first generation 986 Boxster S with its 6 cylinder Boxer engine, A/C etc, currently in the price range of 8K-12 USD, add about 2K USD for an IMS bearing redo, then enjoy trouble free miles, instead of having the multitude of headaches of re-engineering a 914 to take a water cooled engine like those of the Boxster 986, VW, or various Subaru engines.
Last year in Colorado I had chance to see and experience a 914 with a Subaru engine transplant. That Subaru/914’s problems were more than amusing, even legendary, even depressing. That isn’t anything of interest to me or my son who desire long distance performance and reliability. It’s hard to beat original, stock Porsche/VW engineering and reliability especially for an ancient, decades old car when you are more than a thousand miles from home..
If you want more performance, buy modern, buy a used Boxster S, repair the IMS bearing, but understand that later model Boxsters and 911’s don’t have the smile generating, lithe, flickability and tossability of a 914.
Remember that life is filled with trade-off’s. A friend who has owned many 356’s has a 1953 MG TD which is one of the most enjoyable, engaging cars that I have ever driven……but he and I both enjoy our 914’s for long distance driving and a more modern driving pleasure compared to the MG TD. His wife’s R8 is much more modern, infinitely faster, but “feels dead, boring” for most driving conditions, only feeling alive at high track speeds. For us the four cylinder 914’s are the perfect balance, even more so than 356’s.
Many people will likely disagree with us, likely simply based of the “unappealing,homely looks” of the 914, but live with one for any length of time, and then you will begin to understand how magical they are in the real world.
So, no Subaru, no VW, and no 986 water cooled engine is in the future for me and my 914. Thanks for your suggestion.
.