The Porsche 928, part 4

The 928 S4 variant debuted in the second half of 1986 as a 1987 model, an updated version of the 5.0 L V8 for all markets producing 320 PS (235 kW/316 hp), spotting a new single-disc clutch in manual gearbox cars, larger torquen converter in automatics and fairly significant styling updates which gave the car a cleaner, sleeker look. S4 was much closer in being truly world car than previous models as only major differences between ROW and US models were instrumentation in either kilometers or miles, lighting, front and rear bumper shocks and availability without catalytic converter in many ROW markets. Australian market version was only one with different horsepower rating at 300 PS (221 kW/296 hp) due to preparation for possible low grade fuel. Even this was achieved without engine changes.

A Club Sport variant which was up to 100 Kg lighter became available to continental Europe and USA in 1988. This model was watered down version of 1987 factory prototype which had lightened body and 10.9:1 compression ratio engine. Also in 1987 factory made four white lightened manual gearbox S4 for racecar drivers who were on factory payroll at the time. These were close to same as later actual Club Sport models and can also be considered prototypes for it. An SE (sometimes called the S4 Sport due to model designation on rear bumper), a sort of halfway point between a normally equipped S4 and the more race-oriented Club Sport, became available to the UK. It's generally believed these Porsche Motorsport engined cars have more hp than the S4. They utilize parts which later became known as GT pistons, cams, engine ECU programs and a stronger, short geared manual gearbox. The automatic gearbox was not available.

For 1989 model year visible change inside was digital trip computer in dashboard. At same time Australian model received same 320 PS (235 kW/316 hp) engine management setup as other markets. Porsche debuted the 928 GT in the late winter 1988/89 after dropping the slow selling CS and SE. In terms of equipment, the GT was most like the 928 SE, having more equipment than a Club Sport model but less than a 928 S4 to keep the weight down somewhat. It had the ZF 40% limited-slip differential as standard like the Club Sport and SE before it. Also like the CS and SE, the GT was only available with a manual gearbox. ROW 1989 CS and GT wheels had an RDK tire pressure monitoring system as standard. This was also optional for same year ROW S4. For 1990 model year Porsche made RDK and a 0-100% variable ratio limited-slip called PSD (Porsche SperrDifferential) standard in both GT and S4 models for all markets. This system is much like the one from the 959 and gives the vehicle even more grip. In 1990 the S4 was no longer available with a manual gearbox.

The S4 and GT variants were both cut at end of 1991 model year, making way for the final version of the 928. The 928 GTS came for sale in late 1991 as a 1992 model in Europe and in spring of 1992 as an early 1993 model in North America. Changed bodywork, larger front brakes and a new, more powerful 5.4 L, 350 PS (257 kW/345 hp) engine were the big advertised changes; what Porsche wasn't advertising was the price. Loaded GTS models could eclipse $100,000 USD in 1995, making them among the most expensive cars on the road at the time. This severely hampered sales despite the model's high competancy and long standard equipment list. Porsche discontinued the GTS model that year after shipping only 77 of them to the United States. Total worldwide production for all years was a little over 61,000 cars.

Second-hand models have largely fallen in value, the result of generally high maintenance costs due largely to spare parts that are expensive to manufacture. The earliest versions, however, especially those models with the Bosch K-Jetronic (CIS) injection system, have few electronic components and therefore can be repaired more easily provided spare parts can be found. Various enthusiast supported parts suppliers exist, especially in the United States.

The GTS model has retained a high value however, and as of 2006 the price for all variants is apparently starting to creep upwards (Classic Motorsports, March, 2006 issue, p. 38). A great community dedicated to the 928 exists online even today, and the car has won a huge fan base. The 928 was such a powerful vehicle in its day that even models 25+ years old are able to outperform current sport/grand-touring models of various manufacture.

With the release of the Cayenne sports utility vehicle, Porsche has met with renewed success with a front-engined, V8-powered model. The company's 2005 announcement that a new V8-powered 4-door grand tourer model called Panamera would be launched in 2009 fueled rumours and fan speculation of a reborn 928. Although the Panamera will be a 4-door model, Road and Track magazine published a speculative piece in their April 2006 issue in regards to the possibility of a new, 928-esque coupe that may debut on a shortened version of the Panamera's platform sometime around the 2011 or 2012 model years. Although feasible, this is pure speculation as of 2006. The article seemed to indicate a re-use of the 928 nameplate although Porsche's recent tendency to give non-numerical names to their vehicles and a desire to separate the vehicle from past models may preclude the possibility of calling the vehicle 928.

Also noteworthy is that there are several manufacturers of supercharger and turbo kits specifically for the 928. The stock engine for any year is capable of handling significant power increases without part failure. More owners have opted for supercharging their vehicles as the conversion is reasonably straight forward whereas the fitting of two turbo chargers on each of the exhaust manifolds has caused problems because of the lack of space.

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The Porsche 928, part 3

Porsche introduced a refreshed 928 S into the European market in 1980, although it was summer of 1982 and 1983 model year before the model reached North America. Externally, the S wore new front and rear spoilers and sported wider wheels and tires than the older variant, but the main change for the 928 S was under the hood, where a revised 4.7 L engine was used. European versions debuted with 300 PS (221 kW/297 hp), and were upgraded to 310 PS (228 kW/306 hp) for the 1984 model year. From 1984 to 1986 ROW (Rest Of the World) S model was officially called S2 in UK. North American spec 1983 and 1984 S models used, among other differences, milder camshafts and additional emissions regulation equipment, and were limited to 239 hp (174 kW/242 PS) as a result.

As the faster S model was not available in the USA and Canada during the first three years of its existence, a "Competition Group" option was created to allow North American customers to have an S model lookalike with spoilers, 16" flat disc wheels, sport seats, sport springs and Bilstein shocks. Customers could specify paint and interior colors the same way as on a normal 928. The package was available in the 1981 and 1982 model years and was cancelled in 1983 when the S model became available for these markets. Many cars have had S features added by subsequent owners, making original "Competition Group" cars difficult to distinguish without checking option codes.

In 1982, two special models were available for different markets. 205 "Weissach Edition" cars were sold in North America. Unusual features were champagne gold metallic paint, matching brushed gold flat disc wheels, two-tone leather interior, a plaque containing the production number on the dash and the extremely collectible three-piece Porsche luggage set. It's believed these cars were not made with S spoilers even though these were available in USA during this time period as part of the "Competition Group" option. The "Weissach Edition" option was also available for the US market 911 in 1980 and 924 in 1981 model years.

140 special "50th Jubilee" 928 S models were available outside the USA and Canada to celebrate the company's 50 year existence as a car manufacturer. This model is also sometimes referred to as the "Ferry Porsche Edition" because his signature was embroidered into the front seats. It was painted meteor metallic and fitted with flat disc wheels, wine red leather and special striped fabric seat centers. Similar 911 and 924 specials were also made for ROW markets.

Porsche updated the North American 928 S for 1985, replacing the 4.7 L, SOHC engine with a new 5.0 L, DOHC unit sporting four valves per cylinder and producing 288 hp (215 kW/292 PS). Seats were also updated to a new style. These cars are sometimes unofficially called S3 to distinguish them from 16-valve S models. European models kept a 4.7 L engine, which was slightly more powerful, as standard; a little detuned 32-valve engine together with catalytic converters became an option in some European countries and Australia for 1986. That same year, revised suspension settings, larger brakes with 4-piston calipers and modified exhaust was installed on the 928 S, marking the final changes to old body style cars. ROW models received these changes at beginning of model year while North American cars got them only after close to 900 cars were made, starting from VIN 1001. North American version of this late 1986 model is sometimes referred as S3.5 or S3½ because of these changes. The name is little misleading as more than 2/3 of 1986 North American model production had these updates.

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The Porsche 928, part 2

The 928 featured a large, front-mounted and water-cooled V8 engine driving the rear wheels. Originally displacing 4.5 L and featuring a single overhead camshaft design, it produced 219 hp (163 kW/222 PS) for the North American market and 240 PS (176 kW/237 hp) in other markets. Porsche upgraded the engine from mechanical to electronic fuel injection in 1980 for US models, although power remained the same. This design marked a major change in direction for Porsche (started with the introduction of the 924 in 1976), whose cars had until then used only rear- or mid-mounted air-cooled flat engines with four or six cylinders.

Porsche utilized a transaxle in the 928 to help achieve 50/50 front/rear weight distribution, aiding the car's balance. Although it weighed more than the difficult to handle 911, its more neutral weight balance and higher power output gave it similar performance on the track. The 928 was regarded as the more relaxing car to drive at the time. It came with either a five-speed dog leg manual transmission, or a Mercedes-Benz-derived automatic transmission, originally with three speeds, with four speed from 1983 in North America and 1984 in other markets. More than half of production had the automatic transmission. Exact percentage of manual gearbox cars for entire production run is not known but its believed to be between 25 and 30%.

The body, styled by Wolfgang Möbius under guidance of Anatole Lapine, was mainly galvanised steel, but the doors, front fenders and hood were aluminium. It had a substantial luggage area accessed via a large hatchback. The new polyurethane elastic bumpers were integrated into the nose and tail and covered in body-coloured plastic; an unusual feature for the time that aided the car visually and reduced its drag. Porsche opted not to offer a convertible variant but some aftermarket modifiers offer convertible conversions.

The 928 qualified as a 2+2, having two small seats in the rear. Both rear seats could be folded down to enlarge the luggage area, and both the front and rear seats had sun visors for occupants. The 928 was also the first vehicle in which the instrument binnacle moved with the adjustable steering wheel, a feature seen more recently on Nissan's 350Z sports car.

The 928 included several other innovations such as the "Weissach Axle", an early all-wheel steering system that provides passive rear-wheel steering in certain off-throttle cornering situations, and an unsleeved, silicon alloy engine block made of aluminium, which reduced weight and provided a highly durable cylinder bore. The concept of all-wheel steering was also adopted later on to several Japanese automobiles, including a Japanese-market version of the Toyota Celica, the Mitsubishi 3000GT VR-4 and the second generation Nissan 300ZX.

Porsche's design and development efforts paid off during the 1978 European Car of the Year competition where the 928 won against the BMW 7-series and the Ford Granada. The 928 is the only sports car so far to have won this competition, where the usual winners are mainstream hatchbacks and sedans/saloons from major European manufacturers. Proof of how advanced the 928 was compared to its contemporaries.

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The Porsche 928, part 1

The Porsche 928 is a grand tourer automobile made by Porsche AG of Germany from 1978 model year to 1995 model year, during which time it was one of their most expensive offerings.

Porsche's marketing slogan "It's about as fast as you can go without having to eat airline food" or "It is as fast as you can go without hiring a flight attendant" from the late 1980s where at one point it was the fastest production road-car in the world, having been recorded at 172mph on the salt flats in Utah in 1986 using an early 928 S4. This particular car was originally white but was sprayed bright red for the record attempt to make it stand out more against the salt in marketing material like videos and posters.

By the late 1960s, Porsche had changed significantly as a company, and executives including owner Ferry Porsche were toying with the idea of adding a luxury touring car to the line-up. Managing Director Ernst Fuhrmann was also pressuring Ferdinand to "greenlight" development of the new model in light of concerns that the current flagship at the time, the 911, was quickly reaching its maximum potential where it could soon no longer be improved upon. Slumping sales of the 911 seemed to confirm that the model was approaching the end of its economical life cycle. Fuhrmann envisioned the new range-topping model as being the best possible combination of a sports coupe and a luxury sedan, something well equipped and comfortable enough to be easily driven over long distances that also had the power, poise and handling prowess necessary to be driven like a sports car. This set it apart from the 911, which was a pure sports car.

Ordered by Ferry Porsche to come up with a production-feasible concept for his new model, Fuhrmann initiated a design study in 1971, eventually taking from the process the final specs for the 928. Several drivetrain layouts were considered during early development, including rear and mid-engined designs, but most were dismissed because of technical and/or legislative difficulties. Having the engine, transmission, catalytic converter(s) and exhaust all cramped into a small rear engine bay made emission and noise control more difficult, something Porsche was already facing problems with on the 911 and wanted to avoid. After deciding that the mid-engine layout didn't allow enough room in the passenger compartment, a front engine/rear wheel drive layout was chosen. Porsche also feared at the time that the U.S. government would ban the sale of rear-engined cars in response to the consumer outrage over the Chevrolet Corvair, started by Ralph Nader via his book "Unsafe at Any Speed".

Porsche engineers wanted a large-displacement motor to power the 928, and prototype units were built with a 5.0 L V8 producing close to 300 hp. Very early units used one four-barrel carburetor, which was eventually tossed in favor of Bosch's K-Jetronic fuel injection system. When increasing concern within the company over the pricing and availability of fuel during the oil crisis of the 1970s became an issue of contention, smaller engines were considered in the interest of fuel economy. Some managers began pushing for development of a 3.3 L 180 hp powerplant they had drawn up specs for, but company engineers balked at this suggestion. Both sides finally settled on a 4.5 L, SOHC 16-valve V8 producing 240 PS (219 hp in North America), which they considered to have an acceptable compromise of performance and fuel economy.

The finished car debuted at the 1977 Geneva Motor Show before going on sale later that year as a 1978 model. Although it won early acclaim for its comfort and power, sales were slow. Base prices were much higher than that of the previous range-topping model and its larger size and somewhat odd futuristic styling put off many purists who were more attracted to more compact 911.

Fuhrman's replacement, Peter Schutz, decided that the models should be sold side by side, feeling that the 911 still had potential in the company's line-up. Legislation against rear-engined vehicles also didn't materialize. Although the 928 developed an avid fan following, it never sold in the numbers that Fuhrmann had originally predicted and was discontinued in 1995. The size of the market for expensive and extravagant grand tourers has increased since then, and the company is again looking to capture this market with the Porsche Panamera four-door GT.

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The Porsche 924, part 4

In 1986 the 924S was released. Porsche realised with the 944's prices increasing with new standard features and options, they were losing their place as Porsches entry-level model car. While the 924 had always been available in other markets, Porsche decided to re-introduce the 924 to the American market with an initial price under $20,000. The 924S had an old-spec 944 engine producing 150 bhp and drivetrain but with a normal slim 924 body. It also retained the original 924's spartan, VW-like interior. In 1987 the 924S Le Mans (or Special Edition) was made available in limited numbers with a 944 spec 163hp engine, uprated suspension and cosmetically upgraded interior and exterior. This special 924 had manual windows, no sunroof, and no air conditioning to save weight, although you could order one with air conditioning if you so wished.

In 1988, the final year of production for the 924S, the power for all models was brought up to 163 hp (122 kW). This made the 924S faster than the base 944 due to its lighter weight and more aerodynamic body. Due to unfavorable exchange rates in the late 1980s, Porsche decided to focus on upmarket models. They dropped the 924S for the 1989 model year, and stopped producing the base 944 later that same year

The 924 has its own racing series in the form of the 924 Championship in which Jeff May had a pivotal role from the late 1980s until his death on 10th November 2003. Jeff was also one of the founding members of Porsche Club Great Britain. Barry Ashman (the Midlands BRSCC Coordinator) took over the running of the Championship in early 2004. The 924S is also eligible to race in the 944-Spec racing class.



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The Porsche 924, part 3

Porsche executives soon recognised the need for a higher-performance version of the 924 that could bridge the gap between the basic 924 and the 911s. Having already found the benefits of turbochargers on several race cars and the 1975 911 Turbo, Porsche chose to use this technology for the 924, eventually introducing the 924 Turbo as a 1978 model.

Porsche started with the same Audi-sourced 2.0 L I4, designed an all new cylinder head (which was hand assembled at Stuttgart), dropped the compression to 7.5:1 and engineered a K-26 turbocharger for it. With 10 psi (70 kPa) boost, output increased to 170 hp (127 kW). The 924 Turbo engine assembly weighed about 65lbs more, so front spring rates and anti-roll bars were revised. Weight distribution was now 49/51 compared to the original 924 figure of 48/52 front to rear.

In order to help make the car more functional, as well as to distinguish it from the naturally-aspirated version, Porsche added a NACA duct in the hood and air intakes in the badge panel in the nose, 15-inch spoke-style alloy wheels, four-wheel disc brakes with 5 stud hubs and a five-speed transmission. Forged 16" flat wheels from the 928 were optional.

Internally, Porsche called it 931 (left hand drive) and 932 (right hand drive), much like the 911 Carrera Turbo, which had been "Type 930". These designations are commonly used by 924 aficionados.

The turbocharged engine allowed the 924's performance to come surprisingly close to that of the 911 SC (180 bhp), thanks in part to a lighter curb weight, but it also brought reliability problems.

Intense heat in the engine bay lead to short turbocharger life and turbo-related seal and seat problems. To fix the problems, Porsche released a revised 924 Turbo series 2 (although badging still read 924 Turbo) in 1981. By using a smaller turbocharger running at increased boost, slightly higher compression of 8:1 and an improved fuel injection system with DITC ignition triggered by the flywheel, reliability improved and power rose to 177 hp (132 kW).

After a successful sales run of both naturally-aspirated and turbo models, in 1981 Porsche decided to surprise everyone and a new 924 variant was unveiled at Le Mans 24 Hours.

By adding an intercooler, increasing compression to 8.5:1 as well as various other little changes, Porsche was able to develop the 924 Turbo into the race car they had wanted, dubbing it the 924 Carrera GT.

Visually it differed to the 931 in that it had polyurethane plastic front and rear flared guards, a polyurethane plastic front spoiler, a top mounted air scoop for the intercooler, a much larger rubber rear spoiler and a flush mounted front windscreen. It lost the 931's NACA duct in the hood but retained the air intakes in the badge panel. This more aggressive styling was later used for as motivation for the 944.

In order to comply with the homologation regulations, the 924 Carrera GT and later 924 Carrera GTS were offered as road cars as well, producing 210 and 245 hp (157 and 183 kW) respectively. Clubsport versions of the GTS were available with a factory included Matter rollcage and race seats. 924 Carrera GT variations were known by model numbers 937 (left hand drive) and 938 (right hand drive).

The ultimate development of the 924 in its race trim was the 924 Carrera GTR race car, which produced 375 hp (280 kW) from a highly modified version of the 2.0 L I4 used in all 924s except for the 944 Carrera GTP which used a highly modified as yet unreleased 944 2.5 litre DOHC 16v Porsche unit. This last model variant came 7th overall at Le Mans 24 Hours and spent the least time out of any other car in the pits.

Production of the 924 Turbo ceased in 1982 except for the Italian market which lasted until 1984. This is due to the restrictions on engines larger than 2 liters, putting the 2.5 liter 944 into a much higher tax category.

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The Porsche 924, part 2

The 924 was originally intended to be Volkswagen's flagship coupé sports car. Volkswagen commissioned Porsche to design the car (VW project number 425), who developed a fresh chassis and transmission that would work with an existing Audi I4 engine. They also handled the suspension and the interior and exterior design. Porsche decided on a rear wheel drive layout, and chose a rear transaxle to help provide 48/52 front/rear weight distribution. This slight rear weight bias, despite the front mounted engine, aided both traction and brake balance.

Due to growing concern over the 1973 oil crisis and a change of directors at Volkswagen, they put the 425 project on hold, eventually dumping it entirely after their decision to move forward with the Volkswagen Scirocco model instead. Porsche, who needed a model to replace the 914, made a deal with Volkswagen leadership, agreeing to buy the design for an undisclosed figure—some suggest 100 million DM, others say 160 million—but most agree it was less than the amount Volkswagen paid Porsche to design it.

The deal specified that the car would be built at the ex-NSU factory in Neckarsulm located north of the Porsche headquarters in Stuttgart, the Volkswagen employees would do the actual production line work and that Porsche would own the design. It became one of Porsche's best-selling models to date, and the relative cheapness of building the car made it both profitable and fairly easy for Porsche to finance.

The original design used an Audi-sourced four-speed manual transmission for the 924 mated to VW's EA831 2.0 L I4 engine, previously used in the Audi 100 and Volkswagen LT van and producing 95 hp (71 kW) in North American trim. This was brought up to 110hp (87kw) in mid-1977 with the introduction of a catalytic converter, which reduced the need for power-robbing smog equipment. The four-speed manual was the only transmission available for the initial 1976 model. An Audi three speed automatic was offered starting with the 1977.5 model.

European models, which didn't require any emissions equipment, made 125 hp. They also differed visually from the US spec model by not having the US cars low-speed impact bumpers and the round reflectors on each end of the body.

A 5-speed transmission, available starting in 1979, was a "dogleg" Porsche unit, with first gear below reverse on the left side. This was troublesome and was quickly replaced for 1980 with a normal H-pattern Audi five speed. The brakes were solid discs at the front and drums at the rear. The car was criticised in Car and Driver magazine for this braking arrangement, which was viewed as a step backward from the 914's standard four-wheel disc brakes. However, four wheel disc brakes, five stud hubs and alloys from the 924 Turbo were available on the base 924 as an "S" package starting with the 1980 model year.

The overall styling was penned by Dutchman Harm Lagaay, a member of the Porsche styling team, with the hidden headlights, sloping bonnet line and grille-less nose giving the car its popular wedge shape. The car went on sale in the USA in July 1976 as a 1977 model with a base price of $9,395. Porsche made small improvements to the 924 each model year between 1977 and 1985, but nothing major was changed.

J. Pasha, writing in Excellence magazine, at the time, described the 924 as "the best handling Porsche in stock form".

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