(first posted 7/15/2015) “It’s complicated.” This 21st Century catchphrase sums up the origins of the Porsche 914 and the relationship between it and Porsche enthusiasts that began upon its introduction in 1970. Porsche’s first mass produced model to depart from the lineage of the rear-engine 356 and the 911. It was also the first that self-appointed critics criticized as “not a real Porsche.”
Now, after 45 years and many more new models gone through the “not a real Porsche” wringer – from the 924 and 928 during the 1970s, to the Cayenne and Panamera during the 2000s – the relationship is far more secure, and surviving 914s have no problem fitting in among the “real Porsches” at track day or concours events. It was not an easy road, though, and it deserves retelling as an example of how even a focused and successful car company can go through difficulty managing its brand and producing models that appeal to the public.
The conception and marketing of the 914 were quite complicated – so much so that Karl Ludvigsen’s landmark 1977 history of Porsche, Porsche: Excellence Was Expected, devotes no less than 52 of its 322 pages to the history of the 914 and its variants. The model originated from a verbal agreement between Ferry Porsche and Volkswagen managing director Heinz Nordhoff for Porsche to design a sports car using the VW 411 engine for Volkswagen, to be produced by Karmann and sold as a VW-Porsche, with Porsche retaining the right to buy bodies from Karmann and install its own engines. It would benefit all parties by giving Porsche a less expensive car than the 911 and 912 to sell, Volkswagen a sportier replacement for the Type 3 Karmann Ghia, and Karmann a new model to keep its factory running. Heinz Nordhoff’s death in 1968 led to modification of the previous verbal agreement, with Porsche and Volkswagen forming a 50/50 owned joint marketing venture for Volkswagen, Porsche, and Audi, and the marketing strategy of the 914 changing to selling it as the Porsche 914 in North America and VW-Porsche 914 in Europe.
Photo from www.auto-classiche.it
The complicated arrangement showed in the badging of 914s. In Europe, 914s wore a VW-Porsche badge on their tail panels and had VW emblems on their wheel covers and steering wheels. In North America, ambiguity was evident in 914s having no Porsche crest or other brand identification externally, except for PORSCHE lettering on the engine compartment lid (aside from a few examples with Porsche crests on their wheel covers). The only Porsche crest on North American 914s was on the steering wheel hub. Many surviving 914s have crests added to their front deck lids, just like Dinos with non-original Ferrari emblems added by owners eager to inform everyone that they have a Ferrari.
The design was a complete departure from previous Porsche models. Mid-engine layouts were common in Porsche’s all-out race cars since the 550 Spyder of 1953, but the company had not produced a mid-engine road car since the very first 356 prototype in Gmund, Austria in 1948. The 914’s mid-engine configuration joined the trend in sports car design that began with the Lamborghini Miura and Lotus Europa in 1966 and continued with the DeTomaso Mangusta in 1967, the Ferrari Dino in 1968, the Maserati Bora and DeTomaso Pantera in 1971, and the downmarket Fiat X1/9 in 1972. The boxy styling also broke with previous Porsche designs. A Porsche team headed by 911 designer Ferdinand “Butzi” Porsche (Ferry’s son) styled it, partly inspired by a Gugelot GmbH fiberglass-bodied concept car with a front engine BMW drivetrain (leading to incorrect descriptions of the design as one that Porsche outsourced to Gugelot). The Targa top that allowed open-air motoring with both greater body rigidity and rollover protection was a distinctly Porsche design feature, though, first used by Porsche in the 1965 911 Targa.
The VW 411 engine displaced 1.7 liters in the 1970-73 base version, with Bosch fuel injection in North America and Solex carburetors in Europe, producing 80 net horsepower in North America. The base engine increased displacement slightly to 1.8 liters in 1974-76 but fell to 76 horsepower because of stricter emissions requirements. All 914s had five speed manual transmissions, using the transaxle from the 911, and four wheel disc brakes. The 914 1.7 had numerous VW parts such as VW disc brakes with solid rotors front and rear, VW 411 four lug hubs, and VW 15×4.5 inch steel wheels. The price of the 1970 914 1.7 started at $3,495, more than $1,500 cheaper than the 1969 912 with its 911 body and 90 horsepower four cylinder engine from the 356. In price at least, with the four cylinder 914 Porsche succeeded in introducing a substantially less expensive sports car.
The higher performance version with a Porsche engine envisioned from the beginning was the 914/6, produced in 1970-72. The 914/6’s Karmann-built bodies went to the Porsche factory in Stuttgart for final assembly, and a Porsche engine and other parts went into them. It used the flat six engine from the 1968-69 911T, a 2.0 liter in the lowest state of tune produced, with two triple-choke Weber carburetors and an output of 110 horsepower. The 914/6 substituted numerous Porsche parts for VW’s, such as the disc brakes, which had ventilated front rotors and Porsche’s separate drum parking brakes at the rear; the five lug hubs; and the 15×5.5 inch steel wheels or Fuchs alloy wheels. It also included numerous appearance and comfort and convenience items as standard that were optional on the 914 1.7, such as chrome-plated bumpers, three speed instead of two speed wipers, and electric rather than manual windshield washer.
Pricing, the main purpose behind the 914 for Porsche, became the undoing of the 914/6. The price level turned out to be higher than Porsche had originally planned, partly because Porsche had to buy bodies from Karmann at a higher price as a result of the revision of the deal with Volkswagen after the death of Heinz Nordhoff. The 914/6 debuted at a starting price of $5,595, significantly higher than the 914 1.7 and only slightly less than the 1970 911T, which Porsche kept a higher performer with an enlarged 2.2 liter flat six. Unsurprisingly, buyers preferred a 911 at a similar price point, and the 914/6 sold in relatively small numbers.
The most exclusive 914 variant was the 916 of 1972. With the 911 engine in its top 1972 state of tune, the 190 horsepower fuel injected 911S version, it was the fastest accelerating Porsche in 1972. It had a permanently attached top for greater rigidity, wider track, four wheel ventilated disc brakes, and 15×7 inch Fuch alloys. After a brief production run of 20 examples, Porsche decided not to proceed with the model. It immediately became a top-flight collectible. (There were two 914/8 prototypes with the flat-8 engine from the Porsche 908 race car, but Porsche never considered the 914/8 for production.)
The example spotted curbside represents the middle rank of 914s, the 914 2.0 with a 2.0 liter VW 411 engine. Produced from 1973 to 1976, the 914 2.0 replaced the low-selling 914/6 with its expensive 911 flat six engine. With 95 horsepower, it offered performance midway between the 914 1.7/1.8 and the 914/6, at a substantially lower price than the 914/6.
This VW-engine 914 with like-new (possibly better than new) paint and bodywork provides a good starting point for describing the hostile reception that the 914 received from many automotive writers and Porsche fanatics. The 914’s body style was poorly received for being boxy and clearly unrelated to the preceding 356 and 911. It was an unprecedented departure from the traditional Beetle-derived look that Porsche fans expected. The low-powered VW engines of the four cylinder 914s worsened attitudes toward the 914, providing neither the performance that the market wanted nor the pedigree that Porsche fans expected. Together they led to widespread rejection of the 914 as not a “real Porsche.” Porsche fans universally accepted the 912 with its 911 body and 90 horsepower Porsche 356 engine as a “real Porsche” from the beginning, but not the 914 1.7, 1.8, and 2.0.
A spartan interior and many detail problems did not help the 914’s reputation. The seats and dashboard were plain and flat, and the door hardware was from the VW parts bin. Vapor lock and starter failures caused widespread problems with starting when hot. The shift linkage caused difficulty in many cars, especially in earlier cars. These and other problems may have been solved during a long production run like those of the 356 and 911, but they went unaddressed during the 914’s short life in 1970-76.
914/6 GTs at the 2015 Amelia Island Concours. Photo from http://cms.autosport.nl
The story was far more complicated than one of simple hate from Porsche traditionalists, though. The 914/6 and 916 with their flat six 911 engines did not face the same hostility and rapidly became sought after, appreciating collectibles, the 916 from new and the 914/6 by the early 1980s. Aside from their low production numbers, their engines’ combination of pedigree and higher performance made them sufficiently “real Porsches” even though they had the same body style as ordinary 914s. All 914s eventually earned more respect as a result of competition success, with their inherently balanced mid-engine layout making them popular track day and club racing cars. With the passage of time, the 914 has become an accepted classic Porsche, with sufficient stature to be made the featured car at the 2015 Amelia Island Concours. Clearly, Porsche identity was more than just the Beetle-356-911 body style, just as the preceding 912 with its low powered four cylinder engine had shown that it was more than just the 911’s performance level. There was a combination of characteristics that would make a successful entry level Porsche, and Porsche would spend two decades working on it.
There have been two further generations of entry-level Porsche since the 914’s version 1.0 ended in 1976, and the company became more successful with each. Version 2.0 was the front water-cooled four cylinder engine with rear transaxle configuration, which lasted from 1976 to 1995, in the 924 from 1976-88, the 944 from 1982-91, and the 968 from 1992-95. Version 3.0 returned to the mid-engine boxer layout used earlier in the 914, introduced as the Boxster in 1996 and then as the Cayman coupe in 2005. The Boxster/Cayman range has lasted for 20 years so far with no end in sight, with its status as a “real Porsche” never questioned even though it marked the end of Porsche’s traditional air cooled boxer engines with its water cooled flat six, and many came from assembly lines in Finland rather than Germany, made under contract by Valmet from 1997 to 2011. Now the “not a real Porsche” argument has completely left the entry-level sports car range, living on now in the Cayenne SUV and Panamera sedan.
By surviving for over 40 years, this Signal Orange 914 2.0 has outlasted the arguments over its status as a “real Porsche” and has likely become the subject of countless “What kind of Porsche is it?” questions from the children and grandchildren of 914 owners and critics of the 1970s. With its 2.0 liter VW 411 engine, it would be slow by today’s standards, but with the wide modern tires that it wears it should be a well balanced and fine handling sports car by the standards of any era. An owner eager for more extreme modernization could remove the VW 411 engine and become one of many to convert a 914 to all-electric power, a mini-trend which has given rise to at least one electric motor conversion kit for the 914 becoming available off the shelf. Either way, a 914 such as this one is a classic from the 1970s that will never be renowned for its style, but will be respected for its engineering and handling well into the 21st Century.
Great piece Robert. Thanks for sorting this model out for me. A mid/rear-engined road Porsche will always be the under-appreciated sibling; the one that can outperform its more famous elder if given the chance, but the one that doesn’t quite have that winning smile nor enjoy the full share of its parents’ favour. Never liked this shape.
The value of the DM really played havoc with these cars. A Corvette available for the same price, both between 5 and 6 thousand in 74, with way more power, features and styling, the Datsun Z available for less with some more power and styling, and the Fiat X19 way cheaper with only a little less power but a better designed and styled package. This left these for who just wanted a Porsche nameplate. At least the top came off.
When the 924 debuted as a mediocre successor, Porsche got to work and gradually turned it into a great car. Too bad no similar effort was forthcoming with these.
It is still nice to see and read about a well preserved example. I think on all these in USA the roof had a black coating that at least appeared vinyl no the body color up the C pillar of this. Love the orange though.
Well said. The 240Z made a huge impact on the sports car market, and really made life miserable for almost everyone else.
Some British journalists resented the 240Z as an “XKE copy,” probably because it offered the same concept the original Jag did: stylish 6-cyl sports performance at a bargain price (and higher build quality to boot).
I think a lot of them were mainly annoyed that MG, Triumph, or Sunbeam didn’t build anything like the 240Z. A natural Austin-Healey 3000 successor? The MGC GT or Triumph GT6 looked half assed next to it. Even Anglophiles had to admit it. The earlier Fairlady was a MGB copy so a follower not a leader. By this Fairlady/240Z, Datsun went to the front of the pact, and in the most lucrative colony of all.
The Datsun Fairlady roadsters went into production in 1961, months before the MGB. It was far more advanced than the MGA in some ways, but not as comfortable as the MGB. It left the MGB for dead in 1967 though, when the 2 liter OHC engine was offered. The twin two barrel carburetor version of the 2000 Roadster could see off an XKE around a road course.
British criticism of the 240Z was just sour grapes. It didn’t share any details with the E-type, and it cost 2/3rds as much. It was priced to compete with the TR6 and MGC, neither of which were remotely competitive with it. I dare say they were more rust resistant though.
I looked it up, should have before, you were correct about the Fairlady predating slightly the MGB. I bet MG would have killed for a 135hp 2.0 in 1967. It is sad how little development MG gave their cash cow.
The prewar MG P-series had an OHC Wolseley engine, so in a way MG went backwards to OHV since then, while Nissan moved on from OHV engines on early Fairladies.
BTW, my friend liked to say the Fairlady roadster looked “gay.”
This left these for who just wanted a Porsche nameplate.
Can’t help but wonder if the price was a result of production costs, or exploiting that Porsche nameplate.
Very good article and a nice example of the model.
In the mid 80s I found a decent looking 914 on the back of a Buick dealer’s used car lot. The price was a bargain at under $2,000, or so I thought. On the drive home, my VW “expert” who was driving my other car noticed the rear wheels were not tracking behind the front wheels. When we stopped a few miles from the dealer for a fill-up, the car refused to start. The expert diagnosed the problem as a weak starter/ignition switch.
For someone who had already owned about a dozen cars, and “test driven” at least 2 dozen more, the 914 was a revelation. For such a modest/humble car, the handling was terrific. A 914 would be one of a VERY few cars I would drive that obviously was capable of handling MUCH more power.
While it had a few endearing traits, my favorite was hearing that air-cooled “mutter” just inches from my ears.
Yes, these cars look like bricks with handles or metal “baskets”, but in the 80s and 90s several companies offered parts for “improving the appearance. Admire the looks of a “slopenose” 911? There was a kit for modifying the front end of the 914 to mimic that look. Want a “true” roadster? Removing the roll-over hoop doesn’t APPRECIABLY affect the body’s stiffness and kits for adding a top and it’s frame are (?) /were available.
This is one of a handful of cars I’d love to own again.
I don’t think I ever considered how little power these things had…I just thought they were cool looking when I was a kid. A friend’s dad, Dr. Blaney, had one in a bright lime green color, and it was a spiffy looking little car. Dr. Fischer’s navy blue Jag XKE droptop with magnolia leather interior blew it away,as far as the cool factor, but it was a neat car nonetheless.
By the time these came out, my automotive interests were elsewhere. So, I saw them out and around (in small numbers) and that was about it. Very nicely done piece to put these in some context for me.
With hindsight, we now know that even the very basic early versions were priced into Cutlass territory, so they were not inexpensive cars. I wonder how these would have done in a direct comparison with the concurrent Karmann-Ghia, which had to have been quite a bit less money.
Though my tastes in styling lean more towards the 356 and the 911, one of these would make a fun weekend runabout.
I always liked these, more fun and less attitude.
I’ve seen a few really rusty ones for sale locally, a 914 does have an amazing ability to turn itself into little brown flakes..
I saw one of these for the first time on my air force base in 1971-72 or so. Green. I liked it so much more than your usual Porsche – it looked a lot more owner- and people-friendly. I heard there were problems with them, but not being a Porsche fan, I paid no more attention to them.
Sure liked the looks and open-air feel, though.
Now you know where Honda’s Del Sol originated from.
I knew a couple of people who had 914s during the 1970s.
The first was an engineering classmate, one of only three women in the class of ’74. IIRC, the red 914 was a gift from her dad. Never had chance to ride in or drive her 914, but someone who did was pleasantly surprised by the performance. Probably in the same way that an MX-5 Miata feels much faster than it really is.
The second was a customer, whose 914 was getting a bit ratty. I asked him about his 914, and he commented that one of its main attractions was “it has plenty of room for all of my friends”. That pretty much put an end to that conversation…
I shot a very original early 914 with its steel wheels and hubcaps about three years ago here, but somehow never got around to writing it up. It’s a long overdue car here, and you have done it justice, and then some.
The whole “pure” Porsche snobbery is (or was) pathetic. Every VW was a “Porsche”. The two firms have been utterly intertwined from day one, and the recent acquisition only finalizes it.
I find these cars quite compelling, and did from day one, although they do have a few obvious limitations that owners have undoubtedly worked around in the modern era. I’m imagining driving a 914 with a healthy Subaru boxer four implant.
Interesting idea, the Subaru transplant. Given there’s a healthy cottage industry doing that to Vanagons, it shouldn’t be too hard. A naturally aspirated 2.2 would be sufficient and I’m sure there’s plenty of room for a radiator up front or even behind the engine. And most 914’s avoid California smog laws which makes this easier here. Hmm … you’ve planted a seed.
I also remember scorn from Porsche Purists for the “VW” 914, but mid-engine offers better stability (and a return to the prototype 356/1 layout), at the expense of worse space utilization. From a balance perspective, Porsche knew that the 914’s mid-engine or the 924’s rear-transaxle were the best way to go, though they refined the 911 chassis very well over the decades to keep the Purists happy.
Alas, all is not well of late in the Porsche dynasty:
http://www.spiegel.de/international/business/the-porsche-story-a-fierce-family-feud-a-637243.html
I remember reading about that. I’ve never understood what the problem Porsche “Purists” had with the car. The engine is just behind the passenger compartment, the engine is boxer, the engine is air-cooled. So what was the problem?
I liked the 914 from the first time that I became aware of them in the early 1980s and cannot remember having seen one for a decade, so spotting this one called for a proper writeup.
The Subaru boxer four is an excellent idea that some have done already, and there has been at least one Subaru flat six conversion (http://etischer.com/914xt6.html). My dream 914 has an electric motor conversion, which I have been studying since the late 2000s. The 914 appears to be especially popular for conversion to electric power, with its front and rear luggage compartments being ideal for installing heavy batteries while maintaining even weight distribution. As a nod to the 914’s history, I would glue on a VW-Porsche badge and call the car the Voltswagen-Porsche.
JPC:
I seem to remember a few comparison tests done by Car&Driver that involved 914s. My memory may be playing tricks on me, but one comparison pitted the 914 against the 912 and other Porsche models (it might have been Road&Track) while another comparison pitted the 914 against the Karmann Ghia and several other cars in this class such as the Opel GT, MG B and Midget, as well as the Triumph Spitfire. The 1st comparison put the 2 liter 914 up against the 2 liter 912 while the other test was price restrained so the 914 had a 1.7 or 1.8 liter engine.
When I visited northern California in the mid 80s 914 seemed to be as ubiquitous as Minis are now.
Like the 924’s, these cars were prime examples of power being overrated, balance and handling being underrated. So, of course, they were very underrated by American audiences. I’d love to own a 914, never had a chance at one in good condition when the money was available.
Today, its a past dream. Having owned one 924S, I’m slowly getting desperate for another one. The finest handling and most practical sports car I’ve ever driven.
Great article! As a child and teen during the heyday of the 911 (I remember when most 911’s seen on the road still had steel rims and hubcaps, and started driving just after they had grown to what now seems like a puny 2.2 liters), I still remember when the 914 was launched. It seemed so bizarre, and ugly compared to the graceful 911! The mother of my best friend in elementary school had a 356, so I had spent a lot of time in its cramped interior, and when I first got a ride in a 914, in 1972, its low and open cockpit was a revelation, perhaps planting a seed that there was more to this car than styling. A few years later I had the opportunity to briefly drive a Lotus Élan and a 2.0 914 back-to-back. The Élan was a car I had lusted for, for many years, while the 914 was still an ugly duckling. But now, as a driver, I far preferred the 914’s roomy interior and torquey motor, compared with the tiny, cramped and gutless-feeling Élan. The 914 was not on my fantasy garage list a few weeks ago, but if you asked me today, it just might get a spot. VW really missed an opportunity to recreate some of the 914’s appeal with the Eos.
People act like the 914 was a flop, but they outsold all 911 variants by about two to one during their peak years. The 914’s fate was as much determined by Nordoff’s demise as it was any failing of the car.
I’ve read in a number of sources that the bodies used by Porsche for 914-6 production cost them more than it cost them to produce 911 bodies at the time. A 914-6 had a higher cost than a 911T as a result, even though it had no hope of selling for a higher price. IIRC, the 911T was $5,995 in 1971, which was a small step in price for a far more luxurious car. 914s were always much faster than 911s for any given level of power, but you didn’t even get an adjustable passenger seat, let alone the 911’s practicality and snob appeal.
I’ve driven a 914. It actually had a nice sense of occasion about it, at least until the plug wires fell off of one bank of cylinders.
Good and comprehensive article !
As mentioned in the article, sold as VW-Porsche in Europe. Which lead to its nickname Volks-Porsche or VoPo. The police force in the former DDR was also called VoPo, Volkspolizei.
Real Porsche…real Mercedes…real BMW…
Here’s a real owner’s manual of a real Porsche Diesel Junior.
Porsche made Farmer Fritz look like a real hayseed, but then made sure they write their name in the proper font. I bet the tractor can circle the Nurmburgring, at least the grass edge, as fast as anyone.
Landwirt Fritz just wants to point out that today’s Porsche Diesel Schlepper are fully justified !
I’ve always liked the Porsche 914. It’s simple in its design, but it’s attractive (IMHO). One thing I’d do is put a water-cooled boxer engine in the back of the car, either a 4 cylinder boxer engine, like that of Subaru’s boxer engine, or a watercooled boxer 6 like that of Porsche’s later boxer engines.
I’ve also always had a soft spot for these cars. I don’t know what it is about the design, but if just works for me. Just looks right somehow. Bonus points for the fact that they’re usually found in bright, fun colors. Would love to have the chance to drive one someday, but they’re well past the point where a good one turned expensive.
Speaking of which, “I wanted to design a car young people could afford” is quite good comedy. I’m sure it applied at the time, but compared to now? The Boxster starts at $52k–very few “young people” can afford that car! $3500 in 1970 equals about $21,000 today…
The 914 apparently did succeed in putting younger and less affluent people into Porsches, according to an owner survey in a November 1974 Road & Track that I have. The survey of 228 owners found that 82% were under 35, with 29% under 25. Only 15% were 35-49, and a mere 3% were 50 and over. Those demographics are practically upside down compared to Porsche ownership generally. It was a similar story with occupations, with the most common being university students, graduate and undergraduate (13%), military personnel (12%), engineers (10%), and teachers (5%). There were only 4 lawyers and 2 doctors.
I doubt there is any new car today with 82% percent of buyers under 35. Perhaps in China or India?
When I was a kid, I thought these were cool, because I was a kid in the ’70s and any Porsche was cool…then as a teenager I was infected with “not a real Porsche” syndrome and turned up my nose at them. Now that I’m an adult, I like them again, for what they are, not for their ability to meet someone else’s idea of what they should be. (I’ve decided that the first-generation 912 is probably the Porsche I’d have if I had my choice, for similar reasons.)
I’ve always had a love/hate relationship with these .
They were very light as is any true Porsche so the little VW engine really could ~ they spanked the hell out of most Sports Cars with bigger engines when new .
As a VW Mechanic I was very disappointed VWOA decided not to sell them badged as ‘ VW-PORSCHE ‘ like in Europe , this pretty much guaranteed the resulting back lash , especially from the armchair crowd who never drove one .
Like all older Porsche’s , they had serious rust issues , really unsafe ones as the rear suspension often let go and came up through the body and battery , while you were driving your three year old car . (!) .
The later model 2 Liter ones came with the vastly superior AFC F.I. in place of the crude 1960’s design D-Jetronic .
The road holding never quite matched the handling though ~ letting off the throttle in anything but a straight line often *instantly* unloaded the rear suspension so the car would drift uncontrollably ~ I warned all my Customers & Friends , many crashed anyways in in town low speed situations .
I had a ’75 , actually it was _two_ 1975 914 2.0 models , one good front half and t’other a good rear half , welded up fairly well to make one solid car that ran well and drove nicely once I sorted all the little things .
Oops ~ rambling on too long again I see , sorry , I could write pages about these interesting and fun if cheaply made cars .
-Nate
@ CF ” (I’ve decided that the first-generation 912 is probably the Porsche I’d have if I had my choice, for similar reasons.) ” Oh yes indeedy ~ DO THIS !! .
Try to get a ’65 ~ ’67 five speed and up grade the carbys , you’ll be very well pleased .
I only sold my ’67 912 five gauge five speed because it had structural rust .
What a sweetie , bag of room and ran like stink with the DeOrto carbys on it , I made a custom exhaust that used a late model (1990’s) Dodge truck 318 muffler , it sounded great too .
I miss that one greatly , some super rich guy owns it now ~ bought on spec for ground up restoration .
-Nate
The anti-914 sentiment gave rise to the tale that its European Volkswagen-Porsche badging led to its being derisively referred to as the VoPo, which was also short for “Volkspolizei,” the East German police. Colloquially “VoPo” was used to reference a much-hated East German SECRET police force, when in reality Volkspolizei referred to the East German national police as a whole. But then, East Germany was a totalitarian country, so the hate may have been justified.
Stasi only deserves this.
What would have happened if the 914 had been billed as a VW, a replacement for the Karmann Ghia? No more flack about “not a real Porsche”. Spiffy new halo model for VW as the bug faded.
Turn the page to the mid 70s. VW has a small cadre of mid engine sports car fans, so what to do once the Golf comes out? Stick the Golf’s powertrain behind the seat, have Giugiaro pen a fetching skin for it and we have a real shooting match: Fiat X 1/9 vs a mid engined, targa roofed Scirocco.
Nicely written piece on an old favorite! I always thought Porsche was ahead of its time with the 914 formula. Yes they are spartan inside, but also surprisingly roomy and comfortable for two people, with plenty of luggage space.
I owned a ’74 914 2.0 for several years in the mid-80s. It was a Ltd. Edition “Can-Am” version Porsche offered only in ’74 in one of two color combos. Mine was the “Bumblebee” version (see pic); the other was the “Creamsicle” (take a wild guess!). They were very rare when new, even more so now.
Mine was pristine when I purchased it from its second owner in Vero Beach, FL as a young U.S. Navy LTJG. I’d just gotten my wings from Navy flight school and was on leave with my wife taking a trip to Wally World. I’d been looking for a 914 and spotted this one in an Auto Trader ad. Of course, I had to go look at it, and even my wife fell in love with it, so we bought it (even though we couldn’t really afford it).
It had vapor lock problems (it would actually quit while DRIVING if it was hot enough) from day one that I never could quite get sorted out. Otherwise it was reliable and fantastic fun, and my wife loved driving it and would fight me over who got to drive it to work.
Later I would wreck it, unfortunately, and although I had repaired by a reputable shop, it never quite drove the same. Sold it in 1988, took the proceeds and purchased a ’65 Shelby GT350. That’s another story.
I’m thinking how can a 32# fuel injected engine ever have vapor lock….? .
-Nate
The electric fuel pump was initially adjacent to the passenger side/right hand side exhaust heat exchanger. Because of heat soak by the fuel pump “vapor lock” was a common 914 problem solved by relocating the fuel pump forward to be by the front mounted fuel tank, eventually even Porsche adopted this as a production solution late in the 914’s production life. So yes, vapor lock was possible in a 914 due to the initial unfortunate position of the fuel pump.
I really should try driving one of these. With its odd proportions and unfashionably tall windshield, this might be the one roadster/convertible I could sit in and see clearly through the windshield. Modern droptops like the Miata have the windshield frame right at my eye level. How can you feel claustrophobic in an open car? There’s a way…
Growing up in small town Southern Ontario these were the only Porsches we would see in the 70’s–didn’t really see 911’s, 924’s or 928’s untill I was older and attending new car shows and visiting Hogtown. My memories of them being on the street they were rust buckets—I’d like to try driving one now.
Great article. In this day and age, you are far better off replacing the VW 411 engine with a Type 1. Much better aftermarket support, and they can make far more power.
Consumer Reports did a test on this car, and rated it acceptable, only if the front tire pressures was strictly observed. With the 45/55 weight distribution , you wouldn’t think it would be a big problem .I’m thinking with a driver, passenger, and some luggage up front , it would be a perfect 50/50.
These cars also had the 911’s front suspension and steering rack assemblies. The earlier chrome bumper cars were better looking. The rubber bumpers on the ’75 up did them no favors in the looks department. The 2.0, at least when new, was a big improvement over the 1.7/1.8 cars and could move along quite well for the times. A former co-worker to this day uses one as a daily driver and keeps it going himself. They were all over the LA area in the ’70’s and early 80’s. Then it seems like overnight they vanished from the roads, mostly. Nice to see a write up on the 914. They were an interesting car. If you did not change the fuel lines on a regular basis, like the fuel injected VW’s of the time it could easily burn to the ground, and I saw a few that had done so back in the day.
Growing up in the ’70s, my neighbors / friends with all the toys had one of these. Their blond teenage daughter looked great in it.
I’m guessing this one is from near the end of its lifespan.
I’d driven the 914, but ended up choosing a new X1/9 back in 1974. Here’s my latest, an ’81…
Another awesome looking car of the 1970s. Two of my favourite sports cars are the 914 and the X1/9. 🙂
Looks sharp Brad ;
Do you drive it as a daily driver ? or just weekend fun car ? .
Reliable ? .
I have wanted to try one of these for years .
-Nate
Thanks, gents. Had been splitting my 104 mile RT commute between this and my Z when I was still working in my office (driving this usuall twice a week), but now my office is in my home, so normally just drive it now in/around town. Do try to drive it at least every other day, as I’ve become a firm believer that driving like this helps keep them (especially 34 year old Italian cars!) in working order. It is pretty darn reliable and it’s simple to work on.
I laugh when I still hear it mentioned that the 914 isn’t a real Porsche because, historically, the car is about as uniquely Porsche as you can get. Let’s just recall a few points.
1.) Heinz Nordhoff of Volkswagen was the only reason old Dr. Ferdinand Porsche was ever able to get his sports-car company off the ground. The first generation of Porsches, designed and built during the 1950’s, were dependent on Volkswagen stock and re-tooled parts. So the separation of the two companies wasn’t there in the beginning.
There’s a legend that Porsche probably prefers not to dwell on. In Sept. 1944, or so the story goes, at the Wehrmacht’s Kummersdorf Proving Ground, old Ferdinand and Heinz Nordhoff (then heading up wartime production for Opel Truck) suited up in overalls and crawled under a King Tiger tank (Ferdinand from the front, Heinz from the back) to see how they might simplify the wheel-arrangement in future production to speed up battlefield repairs. Midway under the tank, they inadvertently butted heads together. As they rubbing their noggins, the old man laughed and said, “Someday we’ll have to put our heads together and build a car.” Twenty years later, Nordhoff and Ferdinand’s son, Ferry, shook hands to make that dream a reality with the 914.
2.) The 914 was the last design introduced by the Porsche family-owned company.
3.) The overall performance of the 914-6 2.0 on the racetrack embarrassed the 911 2.5 liter class, during their two years in competition together.
4.) The 914 was the last of the air-cooled designs before Porsche’s modern-era began with the water-cooled 924, an Audi development.
5.) The 914 was the first mid-engined production vehicle in history (where should that sit on collector charts?).
6.) The Porsche 914-6 was just an up-engined version of the basic car. The failure of the 914-6 to remain in production after 1971 had to do with a refusal to honor a gentlemen’s agreement by the new corporation entity. It had nothing to do with the vehicle or its legacy.
So you see, the Porsche 914 is really a Porsche. In fact, it must be considered the last of the original Porsches.
One more thought for would-be collectors to ponder in 2016. The 1973-74 2.0 may now be considered the most desirable model after the 914-6, but don’t forget the low-production numbers for the 1976 (only 3650 cars). And for those of you who still choose to view the car as tainted by the Volkswagen assembly line badges, those few 1976 models don’t have them. They all rolled off the NSU assembly-line outside Stuttgart, just in front of the 924 production.
But try finding a ’76 these days. Forty percent of them were sold in California, and due to smog laws there, these never fell off testing rolls. The result being that almost all of them have been forced off the road, over the past decade, to become modified track-racers. So the 1976 914 2.0 might eventually become the most collectable of the 4-cylinder group.
7. The 914 saved Porsche from bankruptcy.
Having owned a ’74 2.0L Limited Edition 914, I can attest to the fact that it was definitely a very good handling sports car that was great FUN to drive! Unfortunately fighting the “TIN WORM” was a costly, losing battle here in N. Indiana.
Visually it was a less than shapely boxy looking car; my later (owned) ’68 912 had the visual appeal missing from the 914, but sadly it too had expensive “TIN WORM” problems underneath…..:(
My limited wallet helped me decide that Miata’s were the way for me to go!! 🙂 DFO
One of my colleagues from long ago drove a 914 and I sat behind the wheels once though never drove it. My main recollection was how low the seats were, they felt about 3 inches off the floor. It felt distinctly like a sports car, and like a Porsche. I saw more of these as a kid than 911s and thus these were always real Porsches to me. I liked as a kid how the PORSCHE lettering was spread across the horizontal grille just behind the rear window. I can’t think of another car with the badging in that location.
I find the 914’s styling to be attractive and unique. I prefer that to today, when Porsche feels obliged to adapt a design language and shape intended specifically for a rear-engine sports car and graft it onto everything from front-engine 4-door hatchbacks (Panamera) to SUVs (Cayenne etc.) to electric sedans (Taycan). The 914, 924/944, and 928 weren’t trying to pretend they were something they weren’t.
The proportions kill the styling for me. I can’t place my finger on it, but it looks ‘off’. The side marker lights don’t help either.
I own an early built (August 1973) ’74 – 2.0 liter in Sunflower. I bought it in the fall of 1993 with some engine issues, but was drawn to this particular example because of numerous traits. It has many of the ’73 models styling points: silver ‘bullets’ on the dial indicators. Silver washer squirters on the hood. Little nuances seen only on earlier cars and lost quickly as the ’74 model year progressed. FUCHS forged alloy wheels (5), a full set of steel mags, and a full set of Camagnolo alloy wheels, new and never mounted.
Also:
a.) It was a dry, western MT car with zero rot and no accidents. It was in a color which had high impact visually. It was a low mileage unit from a family who stored it more than used it.
b.) I had looked at a great many of these both locally, in the s.e., and s.w. and never found an example which did not have body issues in the right side longitudinal, under the battery tray, or in the jack-point areas. This was in the late ’80s and early ’90s and rotten 914s were more common than imaginable. When I put the car up on a hoist to inspect for rot, I was blown away to see nothing had any rust; it was as if it had been built yesterday and was as dry as a desert in the middle of summer.
c.) The price was right and only needed engine work and to take care of a few body dings. Paint had lost it’s luster and tires were rotted from a life spent sitting. (one was from the mid ’70s.) The original spare was in the trunk along with every invoice from servicing, tire replacement, and record of it’s purchase new in MT.
The ride and handling are phenomenal; acceleration a bit surprising tho not blistering. It never fails to draw it’s share of admiring comments and is closing in on it’s arrival of 70,000 well cared for miles.
Ever think it will leave the stable ?
Never !
@ MrGreenJeans :
Yes ! .
Just never, _EVER_ take your foot off the accelerator pedal in a corner ! .
I still moss my 1975 2 liter 914 .
-Nate
“Not a real Porsche” moniker applied to the 924, and the 914. However, the article refers to the 928 in the same vein. This is a mistake. The 928 started deep inside Porsche, was developed by Porsche, with a Porsche new engine(it is not two halves of an Audi 4 banger), Weissach axle, and Porsche brakes. The only thing Porsche went outside for was the 3sp/4sp auto transaxle, which came whole from MB. It was connected to common Lobro CVs, and fully developed Porsche suspension. Nothing aside from the MB sourced trans was anything but pure clean sheet Porsche design. Everyone of them was built in Zuffhausen. Now, once they hit the market, there were some claims of ‘not a Porsche’ simply due to the water cooling, front engine and rear wheel drive. But, those 911 owners were quick to learn not to step on a 928 too hard, lest they be staring at the body color molded rear bumper pretty quickly. The 928 parts were all Porsche. Very little came from the 928/944 family, except a few common things like Injectors, and wipers. The 928 never did supplant the 911 family, but it had a massive effect when the first water cooled 911/966 was developed in 95/96 as a 1997 first model year.
Fascinating story. I’ve heard this misconception about the 914 not being a “Real Porsche”, or not being developed by Porsche. As you can imagine, I thought that was bullshit. Even if certain parts of the car were outsourced, so what? It was developed and assembled by Porsche.
The 914 has always been my favourite Porsche. IMHO, it was Porsche’s best looking car. Better looking than the 911.
My Dad bought a 1974 914 ‘Creamsicle’. I loved getting to ride in it. It was unbelievably cool. My Junior year in college (1985) he gave it to me to use at school. It was so great to drive – hugged the road and had more than enough speed. It was a unique car to have at college and I loved the orange and white colors. It did have vapor lock problems – sometimes it would overheat and just STOP. I remember buying bags of ice to put on the engine behind the seats to help it along. It worked most of the time. But, I was driving it in Tuscaloosa, AL so in the summer it was hot. One time coming home to Atlanta it just stopped on 285 and my girlfriend at the time and I had to walk until someone took pity on us. Great memories. Thank you for the article! I sold it in 1989 to a Porsche repair shop in Atlanta. It started costing too much money to keep running. I think they had 10+ 914’s on display. Good place for it to end up!