The Porsche 914 originally came in two quite disparate versions: 1.7 L VW powered, and rather modestly at that, and the vastly faster and more expensive Porsche six powered 914/6. Although the 914 1.7 sold quite well in the US, the impact of emission controls made it progressively slower. Something needed to be done.
The result was the 914 2-Liter, sporting a new larger version of the 411/412 air cooled four. Although its 91 hp seems laughable now, it made the 914 a pretty quick car for the times, as in a 0-60 time of 10.3 seconds and a 119 mph top speed. A such, it slotted in almost perfectly between the still-available 914 1.7 and the 914/6, whose already modest sales shrunk with the availability of the 914 2 Liter.
The gap was only going to be widened further, as the 1973 914 1.7 had a drop in power to 76 hp for 49 states and all of 69 in CA. So the new 2 Liter was a very welcome addition, and in price and performance both, it slotted in quite nicely between the other two.
And there were quite a few other improvements: The standard 5-speed transmission had a significantly improved linkage, although it still kept the Porsche shift pattern with first all the way on the left and down, and 2-5 in an H pattern. Good for racing; not so good for the street. With five gears and an engine that was not at all peaky, the gears could be shifted early, or not. The VW engine made its peak power at a un-Porsche like 4900 rpm, and its redline was 5600 rpm. It really suited American-style driving, and the fuel-injected boxer four ran well, not exhibiting the common driveability ailments of the times.
There were a number of other minor improvements including better sound insulation and ergonomic upgrades. The 914 2 Liter came standard with a higher level of trim and equipment.The interior of the 914 was generally a plus, being roomier than the typical mid-engine sports car, including two luggage spaces, front and rear. It was a German car, after all.
The 914 2 Liter also came with wider alloy wheels and bigger tires, and anti-roll bars front and rear. That did improve ultimate cornering power. The handling characteristics had every last bit of oversteer abolished, with a decided understeer in all situations. That might have been preferred by some, but R&T felt that the loss of some oversteer when desired by a competent driver was somewhat unfortunate. I agree.
The changes didn’t quite make the ride as ideal as might be hoped for. R&T felt that it was oversprung and underdamped, but it “bobs about” more than ideal.
All in all, R&T summed it up as “one of the better sports cars around”. Agreed.
This red 914 2 Liter belongs to CC commenter and contributor Vic Ceicis, who stopped by to see us in Eugen back in 2016. That gave me the opportunity to drive it and write up my experience here.
It’s interesting that Porsche didn’t tell R&T that this was the replacement for the 914-6. Production of the 914/2 began when production of the 914-6 ceased, although it was assembled by Karmann like the 1.7s, instead of by Porsche like the 914-6. Only the six-cylinder 914s ever had Porsche chassis numbers. I guess they didn’t want to say that they were replacing one model with an obviously lower-performing one for what might have seemed like the same money during an era when the dollar was being devalued against the DM.
I wouldn’t call it a devaluation of the US$ against the DM, they just went from a fixed rate for DM to US$ to a floating rate, even as the € does today. Made it hard to sell VWs as Japan subsidized Japanese automakers for export an the base cost for a bug went from about $1900 in 1970 to $2700 by 1975.
I havent driven the Porsche version but the 2.0L engine in a VW bus goes quite well cpmpared to the smaller capacity versions
I had a used ’74 914 2.0L Ltd. Ed. that was without a doubt the best handling car I had driven at the time. It felt like the world’s biggest go-kart, and go it did! Due to seating position, engine noise and suspension the lil sports car SEEMED to be going considerably faster than it was.
While the 914 was NOT a beautiful car, it was very handsome if you have ever seen the original version of the design. Hideous comes to mind. 🙁
However, the driving feel was what the car was all about, and it did deliver, particularly in curves! Mine was typical tho: the dreaded “TINWORM” got to the car. In S. CA. it was no doubt great with minimal rust problems, but in N. Indiana………………owch.
The photo is from the net; not my car. DFO
While I feel that modern criticisms of Porsche option availability and pricing are vastly overblown (let well-heeled folks get what they want, and the base models are amazing, in any event), it was amusing to see “black paint” as a rather expensive option.
Having never seen a white version of this car, I wonder what possibly could have come standard?
I really wanted one right from introduction, my college girlfriend (now wife of 50 years!) and I went to look at one at Porsche + Audi West on Frederick Rd in Catonsville MD, in what was a converted gas station pressed into service while awaiting a new dealership on Rt 40. They had an orange one on the floor, the only car in the tiny showroom. I recall being amazed at the low seating position, almost on the floor, flummoxed by the weird carpeted wood brick that served as a footrest of some sort, and disappointed somewhat by the odd styling, and the lofty price, but still would have loved one, and still would in a perfect world, one of the 2 liter versions tested here.
Every time I see one of these I am reminded of the time I worked at a DIY auto repair shop. It was mostly a body shop with a paint booth and “no we have no tools”, “that’s what I said, we have no tools to rent… bring your own.” There were a few separate garages that were rented by the month as individual businesses. A guy showed up one day with a scabby Honda Accord and said he had a Porsche with no rust on it that he would trade for body and paint on the Honda. Most told him flat out NO, but a couple of them were curious, as was I.
I took his details and went to see it after work. He had prepared for my arrival by digging it out from all the pigeon poo stained boxes of what belonged to the car. As I entered the barn it was difficult to keep a straight face as I looked over what was left of the car. It had been stripped to the shell and even the engine and transaxle were completely disassembled into the many boxes and pails that were once piled on top of the car. It had no rust because he had burnt off, with a cutting torch, every panel and section of the car that had even the slightest bubble in the paint. Front end and back end angled up with the middle laying flat on the ground.
I think he paid “Robby the Butcher” for a signature job and we never saw him again. Robby usually returned the cars after 10pm when you couldn’t see it in the dark. He only dealt in cash and never issued any receipts or written documentation.
I owned a old 1975 2liter 914 and it was indeed great fun .
Sadly these rusted in Los Angeles too, just slightly slower .
The 914-6’s had different suspension parts, why they were not assembled with the VW 914’s .
The 2liter engine in the Typ II’s had different cylinder heads .
-Nate
Funny, I see no mention of the 914 1.8. While slow, it wasn’t as slow as the 1.7, but people still didn’t really speak well of it. But people didn’t quite mumble about owning a Porsche 2.0 like they did the 1.7.
Also amusing is the way Porsche people called it a VW engine and VW people called it a Porsche engine.
Ha! I still remember the kid in my elementary school who bragged about his family’s VW Bus having a Porsche engine.
I think the US market 1.8 wasn’t quicker than the early 1.7s because of changes in safety and emission laws by the time it showed up in 1974.
Here’s my 914..all original..For sale..
Freddy, A black 914 is pretty rare. Definitely interested. How do I contact you? Is there a way to PM you in this site?
The Porsche 914 2.0, a few, or even more than a few words of comment.
Ah, the 1973 Porsche 914 2.0, a misunderstood car for decades, with many misunderstandings
arising from articles such as this one printed by R&T giving the reader the impression that the 914 four cylinder is a “less-than” sports car, especially compared to the commercially unsuccessful, but “holy grail” 914/6…. such was the lusty, even sexy, appeal of the Porsche six-cylinder air-cooled engine then, and which remains desirable still to this day.
I have owned a 1973 914 2.0, bought used in 1979, for now 43 years, and I have a few thoughts on the matter. Believe it or not, I made a conscious decision to buy a four cylinder 914 2. instead of a 914/6. Was I some sort of a lunatic, well, well, let’s see?
In the late 1970’s because of enthusiastic friends, I was introduced to the addictive world of autocross/gymkhanas…..pylon designated limited speed parking lot racing…..in effect about 1 minute long invigorating, heart pounding parking lot sprints, sometimes controlled, then sometimes uncontrolled with resultant flying traffic cones, but always safe.
Roger Penske and Mark Donahue were masters at reading the rule book regulations and understanding potential. So what does that mean regarding the 914 2.0?
The 1970 911T Coupe dry weighed 2249 lbs., had a 2195 cc Six, with a compression ratio of 8.6:1, 125 bhp @5800, and 130 lb/ft torque at 4200 rpm.
The 1970 916/6 reportedly weighed 2072 lbs. dry, then with fluids and driver, according to Porsche, it reportedly weighed 1260 kg/2778 lbs., had a detuned, less expensive crankshaft version 1991 cm3 Weber carburetor Porsche SOHC Six (an older version 911T engine) delivering 109 bhp (DIN) at 5800 rpm and 116 lb/ft (DIN) torque at 4200 rpm.
The 1973 914 2.0 reportedly weighed 2094 lbs. dry, then with fluids and driver, according to Porsche, it reportedly weighed 1220 kg/2690 lbs. (a likely difference due to additional oil capacity weight in the 914/6 wet dry sump oil tank). The European 914 2.0 had a Porsche performance enhanced VW Type IV engine with EFI, 1971 cm3 displacement, 99 bhp (DIN) at 5000 rpm, and 116 lb/ft (DIN) torque at 3500 rpm. Interestingly the USA 2.0 engine had dished piston crowns giving a 7.6:1 compression ratio and 90 bhp (DIN). The Euro version had an 8.0:1 compression ratio and 9 more DIN horsepower. Hmmmm, very interesting.
So the Euro 2.0 four cylinder type IV engine had torque values identical to the 2.0 liter 914/6….116 lb/ft (DIN) but at a lower rpm level, and with gearing favoring the lower horsepower lower top speed four cylinder 914. Who cares about ultimate top speed in autocross. Torque and gearing are king makers. So the 914 2.0 looked like a much lower cost entry level Porsche for autocross and would very likely be competitive with 914/6 and 911’s. “Well, Well”, said the spider to the fly.
I looked at many used 914’s, and in the 1970’s salt ridden roads of the Midwest, many, many, really most 914’s were rust buckets. I found my 914 in Michigan in the hands of a Porsche collector who owned a huge 356 collection, owned a 914/6, and wanted to rid himself of a clean solid, a rarity in the Midwest, 914 2.0 that he had acquired but didn’t want to keep. Ah, happiness for me. Dollars were exchanged, and the 914 came into my hands, never to leave my grasp, it seemed.
I switched out the USA cast iron cylinder barrels and the low compression USA pistons for the Euro piston/barrel set gaining more power and torque. Nice.
R&T complained about the 914 understeering, well that was simply corrected by tire pressures, increasing the front pressures. Adjustable Koni shocks, then sway bar and bushing changes found their way onto the 914 revealing their dampening/handling magic in a brilliant mid-engine design. The 165/15 tires were quickly replaced with sticky Yokohama A001R’s and then Yokohama A008R initially. Sticky tires and a bias to oversteer made the 914 perfect for autocross.
I campaigned the 914 2.0 in the Akron Sunburn Series, and especially enjoyed spanking 916/6’s and 911’s. The low down torque grunt of the 2.0 was ideal for the autocross events, and the lowly, humble pushrod four cylinder even became a class champion one summer. Torque and gearing matter, it seems, and little did R&T have a clue in its article at the 914’s ultimate potential. Yes the stock Euro 914 2.0 and the 914/6 were designed from the outset to have similar performance, and in lower speed autocross events, the 914 2.0 would prove superior without the higher rev peakiness of the 914/6.
Eventually the 914 2.0 suffered the fate of all racing vehicles, aging and faster more suited replacements coming on line. The 914 eventually became a weekend car, and then a rally car for now decades.
My kids learned to drive and love the 914. My eldest daughter first learned to drive stick on the 914 and then only two weeks after learning stick, she drove her first Porsche Drivers School event at Nelson Ledges, promptly becoming addicted to racetrack events and becoming quite decent at speed. My son always looks forward to rallies in the west, particularly Colorado. The 914 has provided enjoyment for all of us for decades now.
The 914 has also proven itself to be an outstanding long distance transcontinental driver. For example in 2018, I drove from Cleveland to Vancouver, BC, picked up a friend at the Vancouver airport after which we drove and participated in Dave Hord’s Classic Car Adventure “Spring Thaw” rally simply enjoying the magnificence of BC and its mountains during the rally. The ’14 is now currently waiting in Salt Lake City for its upcoming drive to Denver for the Silver Summit rally to be held in the high country of Colorado. After the rally is finished in Colorado, the 914 will find its way back to home in Ohio with its long return drive. So the old girl, now 49 year old, 914 seems to be surviving her old age quite well, wouldn’t you say?
Here is a 2016 pic of the 914 on California 128 in one of the Redwood forests south of Mendocino.
I think i have you beat….sold my 1972 in April 2021 for 5k. Bought it in 1978 and was the second owner. Great little car that gots lots of looks! “Replaced it with a 2018 panamera 4s. I cried when they took the 914 aeay!😔
Back in the day, these were often cross-shopped against the Triumph TR-6 and the Datsun 240-Z. More recently I’m seeing a couple of these that have been resto-modded with Porsche Boxter parts.