1970 Porsche 914-6

Just a few years into the life of the 911, Porsche was already looking ahead. In their minds, to have a sports car that would remain cutting edge into the foreseeable future, it should be mid-engined. VW had the same thing on their minds—Porsche wanted to replace the entry level 912, and VW wanted to replace their top of the line Karmann Ghia. They agreed to join forces on a new machine, a mid-engined roadster carrying the VW-Porsche name.

With this layout the weight distribution was almost perfect, 53% being handled by the rear wheels. But to fit both engine and passengers between the axles, the 914 had to have a longer wheelbase—longer than the 911. With minimum overhang front and rear, the 914 was ultimately kept to a compact size.

It was decided that in the North American market, both versions (4-cylinder and 6-cylinder) would be sold as Porsches,whereas in other parts of the world the 4-cylinder versions would also carry the VW name.

The 914/4 sold quite well; it was an entry-level sports car with the Porsche name on it. The 914/6, on the other hand, did not make the same numbers: only 2,657 were sold in 1970.

The cars were basically twins; only wheels and badging gave you a clue to the differences under the rear deck lid. But under that lid, there was a BIG difference.

 The 914/4’s power plant was based on VW’s air-cooled engine, putting out 80 hp in the 1.8-liter version and 100 hp in the 2.0-liter version. But the 914/6 was packing the Porsche-built 2.0-liter  911T motor. This gave the 914/6 close to a 130 mph top speed, and it jumped from 0 to 60 at about the same rate as the 125 hp, 2.2-liter 911T; but for just a small jump in price, you could have one of those selfsame 911s. As you might guess, this is exactly why the 914/6s were not flying off the showroom floor. So, by 1971, the 914/6 quietly faded away. The 914/4 went on though, being refined and improved, but by 1975 it was replaced by the 924.

The 914/6, however, did not go gently into that good night. It stuck around and, in the hands of the few and the faithful, has been given an extra kick! Those few and faithful wanted to breathe on it a bit, they wanted the look of the even more rare 914-6 GT (Only 16 were built in 1970).

So, during restoration of this 1970 example, on went the flares and meatier tires, and the body was covered in a wonderful orange glow. And since the car now has showin need of some go, the motor was brought up to RS spec, putting out better then 210 hp. Previously, it was quick in normal tune; now it’s a freakin’ beast.

The cockpit of the 914-6 is spartan and cleanly laid out. It has been said that, for a short distance at least, three people can ride in a 914-6. It better be a really short distance or the people better really like each other. Personally? Either I don’t think it can be done, or I don’t like anyone that much.

Settling in on your own with (thank God!) a bit of spare room to breathe, you have your key in the normal Porsche place to the left of the wheel and three gauges in a binnacle on an otherwise flat dash. As always, Porsche puts the tach front and center, with the speedometer to the right and a multi-gauge to the left, holding the oil temperature  and fuel level gauges along with a few warning lights.

When you turn the key in this creature, the sounds that attack your auditory canals remind you nothing of an entry-level Porsche… they deliver the growl of motorsports Porsche! The motorsports vibe continues with the dogleg first-gear position. Urban legend or not, it was said that the first gear on racing cars was put there to be kept out of the way when racing—as you would hopefully not, after the start, be using it a second time.

Once you have gotten out of that first gear, the snarl grows and grows as the RPMs rise and you just want it to sing to you forever. You can use the oftentimes overused trope that it steers like a go-kart, because it does,and it will pin you in your seat. If you get a bit frisky, it won’t be tail-happy like its 911 brethren.

So…well-balanced, fast, great handling, and wild sound. What more do you want?

The 914 in any version has never been called beautiful. It may very well be the ugly-ducking Porsche, but kit it out like this and it becomes ruggedly handsome and purposeful looking. And, what it might lack in looks, it makes up tenfold in driving excitement.

I blame Ben Tarlow and Mid-Century Motoring for giving me an orange crush.

Stock Specifications

Valuation