914
1969-1976 / Targa / Germany
Photo: Photo by Lothar Spurzem / Wikimedia Commons CC BY-SA 2.0 de
Developed jointly with Volkswagen, the 914 was Porsche's entry-level mid-engined sports car. Purists dismissed it as a VW in Porsche clothing, but the mid-engine layout gave it handling that embarrassed cars costing twice as much. The Targa body with its removable roof panel made it a genuine open-air sports car, and the flat engine behind the cockpit created a driving position that felt properly exotic.
The rare six-cylinder 914/6 is now extremely valuable, but the four-cylinder models remain one of the most affordable ways into vintage Porsche ownership. Their stock is rising fast as a new generation of enthusiasts discovers what the purists missed the first time around. In Australia, 914s are uncommon but not impossible to find, and the growing international community provides good parts support. The 2.0-litre four-cylinder is the sweet spot for usability, with enough power to be fun without the complexity of the six.
Thinking of buying a 914?
What to look for, what to pay, what to avoid.
What to watch for.
Battery Box and Front Boot Corrosion
Minor Rust
Battery Box and Front Boot Corrosion
MinorThe front boot floor, particularly the battery box area on the passenger side, develops severe corrosion. The metal becomes soft, perforated, and eventually structurally unsound.
The battery sits in a steel tray in the front boot. Acid vapour from the battery corrodes the tray and surrounding panels. Water from blocked windscreen drains and poor sealing pools in the front boot and accelerates the process. The front boot floor is single-skin steel with minimal corrosion protection.
Cut out the corroded metal and weld in repair panels. Pre-fabricated battery box repair panels are available from specialist suppliers (914Rubber.com, Stoddard). The surrounding floor sections may also need patching. Cost: $1,500-$3,500 depending on severity.
Rocker Panel (Sill) Corrosion
Minor Rust
Rocker Panel (Sill) Corrosion
MinorThe sills that run beneath the doors become perforated from the inside out. By the time external rust is visible, the inner structure is often severely compromised.
The rocker panels are double-skinned box sections that trap moisture between the inner and outer layers. Road spray, condensation, and water ingress from failed targa seals all contribute. The 914's low ride height means the sills take more road spray than most cars.
Full sill replacement involves cutting out the outer skin, assessing the inner structure, replacing corroded sections, and welding in new metal. Complete sill repair panels are available. Cost: $2,000-$5,000 per side.
Longitudinal (Chassis Rail) Corrosion
Minor Rust
Longitudinal (Chassis Rail) Corrosion
MinorThe longitudinal chassis rails that run under the floor develop rust, perforation, and eventual structural failure.
The longitudinals are exposed to road spray from below and moisture from above (through corroded floor panels). Debris accumulates in the enclosed sections of the rails, trapping moisture.
If caught early, corroded sections can be cut out and plated. If the damage is extensive, the longitudinals must be fully replaced, a major structural repair that involves removing the body shell from the floorpan. Cost: $3,000-$8,000 for partial repair, $10,000+ for full replacement.
Rear Boot Floor Corrosion
Common Rust
Rear Boot Floor Corrosion
CommonThe rear boot (behind the engine bay) floor rusts through from standing water.
Water enters the rear boot through deteriorated seals around the engine cover and targa top. The boot floor has no drain holes, so water pools and sits against the steel. In Australian conditions, even occasional rain exposure will cause rust if the seals are not maintained.
Cut out corroded sections and weld in repair panels. Ensure the engine cover seal and targa seals are in good condition to prevent recurrence. Cost: $1,000-$3,000.
D-Jetronic Fuel Injection Issues (1970-1973)
Common Engine (VW Type 4 Flat-Four)
D-Jetronic Fuel Injection Issues (1970-1973)
CommonRough idle, hesitation on acceleration, hard cold starting, surging at steady throttle, and inconsistent fuel mixture.
The Bosch D-Jetronic system was one of the earliest electronic fuel injection systems fitted to a production car. It uses pressure sensors, temperature sensors, and analogue electronic circuitry to control fuel delivery. After 50+ years, the electronic components degrade: the ECU's internal capacitors fail, the pressure sensor loses calibration, the injectors clog or leak, and the wiring harness develops resistance from corroded connections.
Systematically diagnose and replace failed components. Rebuilt ECUs are available from specialist suppliers. New-manufacture injectors are available. The wiring harness should be inspected and repaired or replaced. Some owners convert to later L-Jetronic or aftermarket programmable injection, which is more reliable but not period-correct. Cost: $500-$2,000 for D-Jetronic restoration, $1,500-$3,000 for conversion to aftermarket injection.
L-Jetronic Issues (1975-1976 2.0-Litre)
Minor Engine (VW Type 4 Flat-Four)
L-Jetronic Issues (1975-1976 2.0-Litre)
MinorSimilar symptoms to D-Jetronic but generally less severe. Rough idle, occasional hesitation.
The L-Jetronic system is a more refined design than D-Jetronic, using an airflow meter rather than a pressure sensor. However, the airflow meter flap can stick, and the components are still 50 years old.
Clean or replace the airflow meter, check injectors, and inspect the wiring. Cost: $200-$800.
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Common questions.
Overview
The Porsche 914 occupies a unique and occasionally contentious place in Porsche history. Born from a joint venture between Volkswagen and Porsche, powered (mostly) by a VW engine, and sold in Europe as a VW-Porsche rather than a pure Porsche, the 914 has spent decades fighting for respect.
Is the 914 a "real" Porsche?
Yes. This question has been argued since 1969, and the answer is unequivocal.
What was the VW-Porsche joint venture?
In the mid-1960s, both Volkswagen and Porsche needed a new sports car. VW wanted a sporty model to sit above the Karmann Ghia.
What is the difference between a 914/4 and a 914/6?
The 914/4 and 914/6 share the same body, chassis, and suspension design. The differences are under the engine cover: **914/4:** - VW Type 4 air-cooled flat-four engine (1.
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