It was a mid-engined sports car, which means that the motor was placed right behind the passenger seats, a solution that favors agility and handling as a result of optimal weight distribution. Such a layout led to a 2-seater using a removable fiberglass Targa top that, once eliminated, might be saved in one of those two luggage compartments, the back one. Both storage spaces were very much needed, since the seating area was strictly devoted to the passengers. Interior trim was rather basic. Overall dimensions were streamlined, with a slanted front which incorporated pop-up headlights operated by two electric motors. The design was not pleasant, and it attracted criticism in the press.
The 914 was equipped with the 1.7-liter (1,679 cc), air-cooled, 4-cylinder fighter engine based on the VW 411E. The 914/6 instead featured the identical 2.0-liter (1,991 cc), 6-cylinder, air-cooled, horizontal Porsche engine which was originally mounted on the Porsche 911T. Both vehicles were outfitted with a 5-speed manual transmission as standard (“Raccoon Sounds” shift pattern with the first gear positioned left and right rear ). Both cars featured the identical independent suspensions. The 914s were fitted with solid disc brakes all around, but at the 914/6, front discs were ventilated. In ideal 1970s style, the 914s were painted in bold, bright colours such as orange, yellow and green.
However, the cheaper 914/4 sold better than the 914/6, but just when optimizing the Porsche name. In actuality, marketing of the 914 wasn’t the identical worldwide. The 914 was advertised as a”VW-Porsche” and marketed through Volkswagen traders everywhere, except at the U.S. where it had been advertised as a”Porsche” and marketed through Porsche’s dealers only. The European 914s carried the”VW-Porsche” emblem on the back, near the version number (“914″ or”914-6”), while the American 914s exhibited only the version number on the back. Regardless of where it was marketed, the 914 didn’t have the Porsche crest on its hood. Certainly, being presented only as a Porsche was valuable to the picture of the 914, which sold especially well in the U.S. (roughly 70 percent of the 914 production was marketed here).
Though the 914/6 was undoubtedly the better actress, its earnings weren’t satisfactory. Its price tag was just too high for an entry-level sports car. Because of this, its production was phased out in 1972.
In 1973, together with the 914/6 gone, a new version was introduced in addition to the”foundation” 1.7-liter 914: the 914 2.0-liter. The 914 2.0 was especially welcomed in the U.S., believing that because of the local emission demands the energy on the 1.7-liter 914 was cut down to 72 hp. Moreover, in 1973, the gearbox shift linkage that was often criticized was enhanced with the introduction of a side-shifter.
For the 1974 model year, the 1.7-liter engine has been raised to 1.8-liter (1,795 cc). Additionally, the two 914s were equipped with front and back bumpers featuring protruding rubber guards which could withstand impacts up to 8 km/h (5 mph).
In 1976, the last year of creation of the 914, the car was only available from the U.S., which had always been the stronger market for this specific model. In its final year of production the 914 was accessible only from the 2.0-liter edition.
Now the Porsche 914 can provide loads of fun, such as open-air driving on a reasonable budget (4-cylinder versions). One of its best qualities is that the weight reduction, as a result of this mid-engine configuration, which favorably affects its handling. The 4-cylinder engines are very economical concerning gas, and thanks to some fantastic access to used Porsche 914 parts they’re also a lot more affordable to fix and maintain than Porsche’s 6-cylinder units, that, on the other hand, provide an even more pleasing driving experience.