The Porsche 914 and 914-6, produced from 1969 through 1976, represent one of the most unconventional chapters in Porsche history. Developed jointly by Porsche and Volkswagen, the 914 combined a mid-engine layout, removable Targa roof, lightweight construction and distinctive wedge-shaped styling in a relatively affordable sports car. Although initially controversial among traditional Porsche enthusiasts, the 914 has gained substantial recognition for its exceptional handling balance, innovative packaging and important place in the company’s development.
The four-cylinder Porsche 914, sold in North America from the 1970 through 1976 model years, used Volkswagen-derived air-cooled flat-four engines. The more powerful 914-6, produced primarily from 1970 through 1972, featured a Porsche 911-derived 2.0-liter flat-six. Despite their similar appearance, the two versions differed significantly in performance, mechanical character and production numbers.
The 914’s low center of gravity, mid-engine weight distribution and independent suspension made it one of the best-handling affordable sports cars of its era. Its unusual styling and modest power initially limited its appeal among enthusiasts accustomed to the rear-engine 911, but its driving dynamics have aged exceptionally well. Today, the 914-6 is a highly collectible Porsche, while well-preserved four-cylinder cars have become increasingly appreciated as accessible examples of the company’s mid-engine engineering philosophy.
Origins: The Porsche-Volkswagen Collaboration
The 914 emerged during the late 1960s as a joint project between Porsche and Volkswagen. Both companies needed a new sports car: Volkswagen sought a replacement for the aging Karmann Ghia, while Porsche wanted a more affordable model to succeed the 912.
The project was developed under an agreement between Ferry Porsche and Volkswagen managing director Heinz Nordhoff. Porsche was responsible for much of the engineering and design, while Volkswagen supplied major mechanical components and manufacturing resources.
The car’s development became complicated after Nordhoff’s death in 1968. His successor, Kurt Lotz, renegotiated the manufacturing and pricing arrangements, reducing the financial advantages Porsche had originally expected.
The resulting production arrangement involved Volkswagen-Porsche Vertriebsgesellschaft, a jointly owned marketing organization established to distribute the car in Europe. In North America, the 914 was sold as a Porsche.
The 914 debuted at the 1969 Frankfurt Motor Show, with customer deliveries beginning for the 1970 model year. Its mid-engine layout and unconventional appearance immediately distinguished it from both the Volkswagen Karmann Ghia and Porsche’s traditional rear-engine sports cars.
Design and Styling
The 914’s styling was developed under Porsche’s direction, with design work commonly associated with Heinrich Klie and the Porsche styling department. Its appearance was deliberately functional, emphasizing aerodynamic efficiency, compact dimensions and a low center of gravity.
The car featured a short, sharply sloping hood, low nose with retractable headlights, nearly vertical windshield and broad rear deck. The passenger compartment was positioned forward of the engine, which sat immediately behind the seats.
One of the most distinctive features was the removable Targa roof panel, which could be stored in the rear luggage compartment. This provided open-air driving without requiring a conventional folding convertible top.
The 914 also featured two luggage compartments, one at the front and another behind the engine, giving it unusually practical storage capacity for a small mid-engine sports car.
Although its styling initially divided opinion, the 914’s low, wide proportions and minimal overhangs have become increasingly appreciated as an expression of functional sports-car design.
The 914’s Mid-Engine Layout
The 914 was Porsche’s first widely produced mid-engine road car, although the company had extensive experience with mid-engine competition cars such as the 550 Spyder, 718 and 904.
The 914 engine is mounted longitudinally (in-line with the chassis), positioned ahead of the rear axle, with the transmission hanging out behind the rear axle line. This arrangement concentrated mass near the center of the car and contributed to relatively balanced weight distribution.
Compared with the rear-engine 911, the 914 offered more neutral handling and less pronounced weight transfer during cornering. Its low center of gravity and relatively light weight made it particularly responsive on winding roads.
The mid-engine configuration also created packaging challenges, including limited engine access, a relatively complex shift linkage and significant heat management requirements.
Nevertheless, the layout was central to the 914’s identity and helped establish the engineering philosophy later used in Porsche’s Boxster and Cayman models.
1970 Porsche 914 1.7L convertible, from an auction on September 3rd, 2020
The Porsche 914 1.7: 1970–73
The original four-cylinder 914 used a 1,679cc air-cooled flat-four engine derived from Volkswagen’s Type 4 engine family.
In North American specification, the engine produced approximately 80 SAE gross horsepower in early models, with output figures varying according to market and measurement standards. European versions were generally rated at approximately 80 DIN horsepower.
The engine used Bosch D-Jetronic electronic fuel injection, an advanced feature for an affordable sports car in 1970. The system provided relatively precise fuel delivery and improved emissions performance compared with conventional carburetors. The 1.7-liter 914 was not exceptionally fast, but its light weight and excellent handling made it enjoyable on winding roads. Acceleration was modest, with 0–60 mph times generally in the 12–14-second range, depending upon specification.
The 1.7 remained the principal four-cylinder engine through the 1973 model year, when it was joined by the more powerful 2.0-liter version.
1975 Porsche 914 Targa, 1.8L, from an auction in Scottsdale on October 15th, 2025
The Porsche 914 1.8: 1974–75
For 1974, Porsche replaced the 1.7-liter engine with a 1,795cc flat-four in many markets.
The 1.8-liter engine produced approximately 76 horsepower in U.S. specification, reflecting the effects of emissions regulations and changes in engine tuning.
Unlike the earlier 1.7, the 1.8 generally used Bosch L-Jetronic fuel injection in most North American cars. 1.8L models sold in California for 1974 retained a modified Bosch D-Jetronic system paired with an EGR valve to pass strict state emissions standards. This system measured incoming airflow rather than relying primarily on manifold pressure, offering a different approach to electronic fuel management. The 1.8 provided slightly improved torque characteristics but was not significantly faster than the earlier 1.7. Its principal advantages were drivability and compliance with increasingly strict emissions standards.
The 1.8-liter model was offered through 1975, after which the final U.S.-market 914 range centered on the 2.0-liter engine.
1976 Porsche 914 coupe, 2.0L, from an auction in Scottsdale on January 26th, 2024
The Porsche 914 2.0: 1973–76
The 914 2.0, introduced for the 1973 model year, represented the most desirable regular-production four-cylinder version.
Its 1,971cc air-cooled flat-four featured revised cylinder heads, increased displacement and Bosch D-Jetronic fuel injection. Early U.S.-market versions produced approximately 95 horsepower, while European versions were rated at approximately 100 DIN horsepower.
The additional power and torque significantly improved the 914’s performance, particularly during acceleration and highway driving. The 2.0-liter engine made better use of the chassis’s capabilities without substantially increasing weight.
Early 914 2.0 models were often equipped with desirable features including alloy wheels, improved instrumentation and additional interior trim. The distinctive Fuchs four-bolt alloy wheels became closely associated with the 2.0-liter model. For 1975 and 1976, emissions regulations and revised exhaust systems reduced output in U.S. specification. Nevertheless, the 2.0 remained the strongest four-cylinder 914 offered in North America.
Today, early 1973–74 914 2.0 models are particularly desirable because they combine the larger engine with the lighter, cleaner styling of the earlier cars.
1970 Porsche 914/6 Targa, from an auction on April 26th, 2025
The Porsche 914-6: 1970–72
The Porsche 914-6 was the high-performance version of the 914, powered by a 1,991cc air-cooled flat-six derived from the Porsche 911 T.
The engine produced approximately 110 DIN horsepower, substantially more than the original 1.7-liter four-cylinder. It used twin carburetors and retained the distinctive sound, smoothness and mechanical character of Porsche’s six-cylinder engines.
The 914-6 incorporated several mechanical differences from the four-cylinder car, including revised engine mounting arrangements, a dry-sump lubrication system and five-lug wheel hubs. It also used suspension and braking components related to contemporary 911 models.
The additional power transformed the 914’s performance. Contemporary tests recorded 0–60 mph acceleration in approximately nine seconds, with a maximum speed approaching 125 mph.
The 914-6 was significantly more expensive than the four-cylinder model, placing it relatively close to the entry-level 911 in price. This limited sales, and regular production ended after the 1972 model year.
Approximately 3,350 production 914-6 cars were built, making the model considerably rarer than the four-cylinder 914.
The 914-6’s Flat-Six Engine
The 914-6 used the same basic 2.0-liter flat-six architecture as the contemporary Porsche 911 T, with six horizontally opposed cylinders, air cooling and a single overhead camshaft for each cylinder bank.
The engine featured a dry-sump lubrication system, allowing reliable oil supply during sustained cornering and reducing the height of the engine installation. Its power delivery differed substantially from that of the four-cylinder 914. The flat-six was smoother, more willing to rev and produced the distinctive mechanical sound associated with early 911 engines.
Although the 914-6 was not dramatically more powerful by modern standards, its combination of low weight, mid-engine balance and responsive six-cylinder performance made it an exceptionally capable sports car.
The engine also provided substantial tuning potential. Many 914-6 cars have subsequently received larger 911-derived engines, creating highly effective performance conversions but reducing originality.
1971 Porsche 914/6 GT racer, from an auction at Amelia Island on March 1st, 2024
The Porsche 914-6 GT
The 914-6 GT was developed for competition, incorporating extensive modifications to improve performance, handling and durability.
The GT featured widened steel fender flares to accommodate larger wheels and tires, revised suspension, upgraded brakes and lightweight body components. The engine was modified for greater output, with specifications varying according to competition requirements.
Factory-built and factory-supported 914-6 GT cars competed successfully in international endurance racing, including the 24 Hours of Le Mans.
At the 1970 Le Mans, a 914-6 GT entered by French Porsche importer Sonauto finished sixth overall and won its class, demonstrating the effectiveness of the car’s lightweight mid-engine layout.
Genuine factory 914-6 GT cars are exceptionally rare and occupy a distinct collector category from standard 914-6 models. Many ordinary 914s have been converted to GT appearance, making authentication essential.
The 914’s Racing Heritage
The 914 proved highly effective in competition because of its balanced chassis, low center of gravity and relatively simple mechanical construction.
Both four-cylinder and six-cylinder versions competed in SCCA racing, autocross and international endurance events. The car’s mid-engine layout gave it an advantage in handling compared with many front-engine competitors. The 914-6 GT was particularly successful in endurance racing, while modified four-cylinder cars became popular in amateur competition because of their relatively low cost and excellent handling.
The 914’s racing history contributed to its gradual acceptance among Porsche enthusiasts, demonstrating that its unconventional styling and Volkswagen connections did not diminish its fundamental sporting capabilities.
Chassis and Suspension
The 914 used a steel unibody structure with independent suspension at all four corners.
The front suspension employed MacPherson struts and torsion bars, closely related to contemporary Porsche 911 components. At the rear, the car used semi-trailing arms with coil springs and telescopic dampers.
The suspension was designed to provide precise handling and relatively neutral cornering behavior. The mid-engine weight distribution reduced the pronounced oversteer characteristics associated with early rear-engine 911s. The 914’s relatively narrow tires and modest engine output allowed drivers to exploit the chassis’s balance without reaching extreme speeds.
The 914-6 incorporated additional suspension and braking components derived from the 911, including five-lug wheel hubs that accommodated Porsche’s larger alloy wheels.
Steering and Brakes
The 914 used unassisted rack-and-pinion steering, providing direct feedback and relatively light steering effort because of the car’s low weight.
The steering is one of the 914’s strongest characteristics, offering excellent precision and communication on winding roads.
Four-wheel disc brakes were standard, an important feature for an affordable sports car introduced in 1970. The system provided strong stopping performance relative to the car’s weight and engine output. The 914-6 used larger and more specialized braking components, reflecting its increased performance.
Brake calipers, hydraulic hoses and master cylinders can deteriorate with age, particularly on cars that have been stored for extended periods.
The Five-Speed Manual Transmission
All regular-production 914 and 914-6 models used a five-speed manual transaxle, although the transmission’s shift linkage evolved during production.
Early cars used a tail-shift linkage, with a relatively long and indirect mechanical arrangement. These systems are known for imprecise shifting when worn or poorly adjusted.
For 1973, Porsche introduced the improved side-shift linkage on four-cylinder models. This provided more direct and positive gear selection and is one reason later 914s are often preferred for regular driving.
The 914-6 retained its earlier transmission arrangement during regular production.
Transmission synchronizers, shift bushings and linkage components are common maintenance items. A properly adjusted system should shift reasonably smoothly, although it will never feel as precise as a modern manual gearbox.
Interior and Practicality
The 914’s interior was deliberately simple, reflecting its intended position as Porsche’s affordable sports car.
The dashboard featured clear instrumentation, a low seating position and straightforward controls. Early cars used a fixed passenger seat with an adjustable pedal arrangement, while later versions incorporated more conventional seating adjustments.
The removable roof panel was one of the car’s most practical features. It could be stored in the rear trunk, allowing open-air driving without sacrificing luggage capacity.
The front and rear luggage compartments provided unusually generous storage space for a mid-engine sports car, making the 914 surprisingly practical for weekend touring.
Interior materials were relatively basic, with vinyl upholstery, simple carpeting and limited luxury equipment. Nevertheless, the driving position and visibility were excellent.
1975 Porsche 914 Targa, with US-market safety bumpers, from an auction on April 25th, 2026
The 1975–76 Safety-Bumper Models
For 1975, U.S.-market 914s received larger black impact-absorbing bumpers to comply with federal safety regulations. These bumpers replaced the earlier chrome and painted bumper arrangements, giving the final cars a heavier appearance.
The 1975–76 models also incorporated emissions-related changes that reduced engine output and increased complexity.
Although the later cars retain the same basic chassis and handling characteristics, collectors generally prefer the cleaner styling and lighter weight of the earlier chrome-bumper models.
Production of the 914 ended after the 1976 model year, with the front-engine Porsche 924 assuming the company’s entry-level sports-car role.
Rust: The Most Important Buying Concern
Corrosion is the single most important issue when evaluating a Porsche 914. The car’s steel unibody structure contains several areas where moisture can accumulate, and serious rust can compromise structural integrity.
The most notorious problem area is the battery tray and the structural section beneath it, commonly known among enthusiasts as the Hell Hole.
Battery acid and moisture can corrode the tray, surrounding sheet metal and the passenger-side longitudinal structure. Severe damage can extend into the rear suspension mounting area, making repairs extensive and expensive.
Other common rust locations include rocker panels, longitudinal chassis sections, floor pans, jack points, rear trunk floors, windshield surrounds and suspension mounting points.
A prospective buyer should inspect the car with the rocker covers removed whenever possible. Rust hidden beneath the covers can be far more serious than the exterior appearance suggests.
Structural corrosion is particularly important because the 914’s Targa body relies heavily on the strength of its longitudinal sections. Severe rust can cause the body to flex, resulting in poor door alignment and compromised handling.
Engine and Fuel-Injection Problems
The four-cylinder 914 engines are generally durable when properly maintained, but their air-cooled design requires careful attention to cooling, lubrication and valve adjustment.
Overheating can result from missing cooling tin, deteriorated engine seals, blocked cooling passages or improper tuning.
The Bosch D-Jetronic and L-Jetronic fuel-injection systems can be reliable when functioning correctly, but age-related electrical problems are common. Faulty sensors, deteriorated wiring, vacuum leaks and incorrect fuel pressure can cause poor starting, hesitation or inconsistent idle.
Some cars have been converted to carburetors, often because previous owners were unable to diagnose injection problems. Such conversions may simplify certain repairs but can reduce originality and sometimes compromise drivability.
The 914-6’s flat-six requires the same general maintenance considerations as an early 911 engine, including valve adjustments, oil-system inspection and attention to carburetor condition.
Transmission and Drivetrain Maintenance
The 914’s five-speed transaxle is generally durable, but worn synchronizers and shift linkage components are common.
Early tail-shift cars are particularly susceptible to vague gear selection because of their long linkage arrangement. Replacing worn bushings and correctly adjusting the linkage can produce substantial improvements. The later side-shift transmission is generally preferred for its more precise operation.
Clutch cables, pedal assemblies and related components should be inspected for wear. Oil leaks from the transaxle and engine are also common.
On 914-6 models, originality of the engine, transmission and associated components is particularly important because replacement Porsche flat-six engines can significantly affect collector value.
Bodywork and Restoration
The 914’s body panels are relatively simple in appearance but can be difficult to restore accurately because of the car’s unibody construction and numerous corrosion-prone seams. Panel gaps, particularly around the doors and removable roof, should be examined carefully. Poor alignment may indicate structural rust, accident damage or previous repairs. Replacement body panels and structural repair sections are available from specialist suppliers, but extensive restoration can easily exceed the value of an ordinary four-cylinder car.
The 914-6 presents additional challenges because of its rarity and unique mechanical components. Factory-correct restoration requires careful attention to engine mounting, suspension, brakes, wheel hubs and interior details.
Understanding the Major Porsche 914 Variants
- 914 1.7 (1970–73): Original four-cylinder model with 1.7-liter Volkswagen-derived flat-four and Bosch D-Jetronic fuel injection.
- 914 2.0 (1973–76): More powerful four-cylinder version with 2.0-liter flat-four, improved performance and desirable early-model equipment.
- 914 1.8 (1974–75): Updated four-cylinder model with 1.8-liter engine and Bosch L-Jetronic fuel injection in North American specification.
- 914-6 (1970–72): High-performance version with Porsche 911-derived 2.0-liter flat-six, five-lug wheels and specialized mechanical components.
- 914-6 GT (1970–72): Rare competition-oriented version with widened fenders, upgraded suspension and brakes, and modified flat-six engine.
- 914 Limited Edition (1974): Special four-cylinder model offered in distinctive color combinations, commonly known as the Bumblebee and Creamsicle.
- 914 Safety-Bumper Models (1975–76): Final U.S.-market versions with larger black bumpers and emissions-related changes.
1974 Porsche 914 LE convertible, from an auction in Scottsdale on January 13th, 2018
The 1974 Limited Edition
The 1974 Porsche 914 Limited Edition was introduced to commemorate Porsche’s racing success and provide a distinctive appearance package for the four-cylinder 914.
The cars featured contrasting paint and trim combinations, including the black-and-yellow Bumblebee and white-and-orange Creamsicle schemes. Additional equipment included special graphics, alloy wheels and appearance details. The Limited Edition used the standard 2.0-liter four-cylinder engine rather than a unique performance powerplant.
Approximately 1,000 Limited Edition cars were produced for the North American market, making them relatively rare among four-cylinder 914s.
Original Limited Edition cars are increasingly collectible, particularly when they retain their factory paint schemes and distinctive equipment.
What Matters to Collectors
For any 914, structural condition is more important than cosmetic appearance. Rust in the longitudinal sections, battery tray area or suspension mounting points can make restoration extremely expensive.
The 914-6 occupies a distinct collector category because of its Porsche flat-six engine, limited production and connection to the company’s competition heritage. Original engines, transmissions and factory-correct components are particularly important.
The 914-6 GT is substantially rarer and more valuable than a standard 914-6. Because many cars have been converted to GT appearance, factory documentation and chassis history are essential.
Among four-cylinder cars, the 1973–74 914 2.0 is generally the most desirable combination of performance, styling and usability. Its larger engine, improved side-shift transmission and early bumpers make it particularly attractive.
The 1974 Limited Edition has additional collector appeal because of its distinctive appearance and relatively limited production.
The 1.7- and 1.8-liter models offer more accessible entry points into 914 ownership, provided their body structures are sound.
Important Sales Reviewed by SCM Experts
In each month’s issue for the past 38 years, SCM’s analysts have reviewed 5 to 7 significant cars sold at auction, and discuss what options, history, or details made that particular more or less valuable. They give their expert opinion on the market for these cars, and whether this car was well bought or well sold. If you’re thinking of purchasing a Porsche 914, you’ll likely find these profiles critical in helping you make the right decision. Each of the following is an article from our print magazine on a Porsche 914 sold at auction.
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1970 Porsche 914/6This 914/6 is a rare 2-liter, 6-cylinder Porsche version developing 110 hp. First registered on July 1, 1970, it is, like most 914s, of American origin. As confirmed by its Certificate of Authenticity, our 914/6 is in its original color configuration, with its very 1970s “Orange Signal” paint (1410) and black imitation-leather interior. It is […]Read more
1970 Porsche 914/6• The ultimate, best-performing Porsche 914 model • Well known in PCA circles; 30 years of single ownership • Excellent older restoration; rare and powerful mid-engine Porsche • Complete with toolkit and owner’s manual yt_popular_videos: no make/model provided via shortcode attributes or ACF fields.Read more
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Books on the Porsche 914
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Past Auction Sales – Porsche 914
Average Porsche 914 Sale Price by Year from SCM’s Platinum Auction Database:
Includes sales listed as Porsche 914-6, Porsche 914/4, Porsche 914/6, Porsche 914S.
Porsche 914 Sales from SCM’s Platinum Auction Database:
Bring a Trailer
Condition: 2+
Aug 7, 2026
$95,550
Broad Arrow Auctions
Condition: 2+
Apr 25, 2026
$25,200
Barrett-Jackson
Condition: 3-
Jan 19, 2026
$17,600
Bring a Trailer
Condition: 2-
Jan 7, 2026
$68,250
McCormick's
Condition: 1-
Nov 21, 2025
$20,140
Barrett-Jackson
Condition: 3
Oct 15, 2025
$41,250
Barrett-Jackson
Condition: 3
Oct 10, 2024
$23,100
Worldwide Auctioneers
Condition: 3+
Aug 29, 2024
$22,400
Hagerty Marketplace
Condition:
Jul 8, 2024
$11,770
Bring a Trailer
Condition: 2
May 30, 2024
$52,410
Worldwide Auctioneers
Condition: 3+
Apr 26, 2024
$20,160
Worldwide Auctioneers
Condition: 3
Jan 26, 2024
$17,920
PCarMarket
Condition: 3
Mar 11, 2023
$20,225
Barrett-Jackson
Condition: 2-
Apr 9, 2022
$42,900
Bonhams
Condition: 2+
Mar 3, 2022
$44,800
Gooding & Co.
Condition: 3
Jan 28, 2022
$35,200
MAG Auctions
Condition: 3-
Jan 27, 2022
$17,250
RM Sotheby's
Condition: 1-
Oct 13, 2021
$66,000
Bring a Trailer
Condition: 2-
Oct 7, 2021
$58,275
Bring a Trailer
Condition: 3
Apr 8, 2021
$21,000
Barrett-Jackson
Condition: 2
Mar 20, 2021
$85,800
Gooding & Co.
Condition: 1-
Oct 26, 2020
$50,000
RM Auctions
Condition: 3
Sep 3, 2020
$13,750
Bring a Trailer
Condition: 2
Jun 4, 2020
$51,360
RM Sotheby's
Condition: 2
May 21, 2020
$44,000
Gooding & Co.
Condition: 1-
Mar 6, 2020
$47,040
Bonhams MPH
Condition: 3+
Nov 26, 2019
$10,847
McCormick's
Condition: 2
Nov 22, 2019
$21,730
RM Sotheby's
Condition: 2
Aug 15, 2019
$67,200
Mecum Auctions
Condition: 3
May 14, 2019
$18,700
Gooding & Co.
Condition: 1-
Mar 8, 2019
$64,960
Bonhams
Condition: 1
Mar 7, 2019
$80,000
RM Sotheby's
Condition: 1-
Dec 8, 2018
$78,400
Nixon Auctioneers
Condition: 5
Sep 22, 2018
$3,750
GAA Classic Cars
Condition: 3-
Jul 26, 2018
$12,573
Russo and Steele
Condition: 2-
Jun 8, 2018
$20,250
Barrett-Jackson
Condition: 2
Jan 13, 2018
$30,800
GAA Classic Cars
Condition: 2-
Nov 3, 2017
$16,585
The Branson Auction
Condition: 3-
Apr 21, 2017
$15,125
Bonhams
Condition:
Aug 17, 2012
$44,850
Artcurial
Condition:
Jul 7, 2012
$53,084
Bonhams
Condition:
Feb 5, 2011
$0
eBay
Condition: 2
Aug 25, 2010
$29,900
eBay
Condition: 2
Mar 25, 2008
$38,855
eBay
Condition: 2
Apr 20, 2007
$295,000
Barrett-Jackson
Condition: 3+
Jan 18, 2007
$32,450
Russo and Steele
Condition: 2
Jan 19, 2006
$28,600
Bring a Trailer
Condition: 2-
Jan 19, 2022
$73,500
McCormick's
Condition: 2-
Feb 22, 2019
$19,950
RM Sotheby's
Condition: 1-
Aug 18, 2017
$93,500
See all 117 sales in SCM’s Platinum auction database: Porsche 914 · Porsche 914-6 · Porsche 914/4 · Porsche 914/6 · Porsche 914S
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