The 928, the Rodney Dangerfield of Porsches, gets no respect. An incredible feat of engineering, an astounding, high-speed, mileage-consuming beast of a GT car, the 928 unfortunately lives in the shadow of the Porsche 911, the car it was intended to replace that has now outlived it by nearly 20 years and counting. But a car as capable as the 928 should never have to live in the shadows.
The 928, first sold for the 1978 model year, was everything the 911 was not: It featured a front-mounted, water-cooled V-8, had 50/50 weight distribution and was focused as much on luxury as it was on performance. With a measured 0-60 MPH sprint coming in under 7 seconds and a top speed sufficiently over 140 MPH, its performance bona fides left no one wondering if the engineers in Weissach had done their homework or not. By the time the last 928 rolled off the line in 1995 (a highly sought-after GTS model), power had grown from 219 all the way up to 350 horsepower and top speed bested 170 MPH. It was a rock-solid, user-friendly supercar by any name.
Although the 928 never supplanted the 911 in the Porsche lineup, it was never the fault of the car. Contemporary car magazines praised it as if Porsche had reinvented the wheel. Car and Driver wrote, “The 928 is as good as it is different, and it’s a whole lot different than any Porsche that’s gone before.” They even proclaimed, “It’s already the best car we’ve ever tested.”
The earliest cars featured a single-overhead-cam 4.5-liter, all-alloy V-8 that, with catalysts and an air pump for the U.S. market, produced 219hp. (Rest-of-the-world models made 240hp). Both a five-speed manual and three-speed automatic were available. The 928’s gearbox was mounted at the rear axle, connected to the flywheel via a torque tube. The very deliberate result of this packaging left 50.3 percent of the weight over the front axle and 49.7 percent over the rear.
Although originally intended as a true four-seater, the 928 arrived as a 2+2, its rear seats more livable than those in the 911, but not by much. Instead, the 928’s exquisite curves offered a futuristic take on sports and GT cars that still–some 35 years on–offers a modern take on car design. Its 3,420-pound curb weight made it not so much a sports car but a long-distance touring and GT car that still had the chops–in the right hands–to be quick around a track. Porsche kept the 928 on the market for some 18 years, finally retiring the model in 1995. Although those later models, dubbed the 928 GTS from ’93 to ’95 and featuring subtly flared rear fenders, tend to hold their value very well, depreciation has otherwise hammered the 928.
As the 928’s resale value plummeted, the car worked its way down the automotive food chain. Making matters worse for many of the cars was that, as owners with less deep pockets got into them, they tended to do less maintenance, or at least defer it to the point where unloading the car became the wiser choice. Kim Crumb, a former 928 racer with many championships to his credit who also served for 15 years as the Porsche Club of America’s technical expert on the model, sees the dubious outcome of such depreciation. “If I look at the history of a car,” says Kim, “and see that it has changed hands every six months to a year for the last three or four years, I worry. I get the feeling that people are playing a game they can’t win. They drive it for a while, find out it has a lot of expensive problems and then it becomes like kryptonite and they can’t get rid of it fast enough for fear of losing any more money.”
That’s not to say that there aren’t a lot of good 928s that have been well kept and properly cared for, though the supply continues to dwindle. But the 928 is a maintenance-intensive car and there are scores more low-priced examples that may require a significant investment well beyond the purchase price to get right. Is it worth it? Well, that’s a collector-car issue that goes well beyond the 928. It all depends on what you want out of it. Are you looking for an investment-grade machine? Then the 928 doesn’t look quite like the right choice just yet. Are you looking for an interesting, fast and oh-so-competent GT car that you are willing to invest a bit in just to have it right? Well, then, sure, by all means, bring one back up to snuff because it’s the car you want.
Despite a surprisingly low price of entry today, perhaps the biggest knock on the 928 remains the potential for some very costly repairs. As with buying almost any collector car, the challenge in buying a 928 is to find the nicest, most well-maintained one you can on your budget. A very strong caveat here is that if your budget only allows for a clapped-out one with no records, dubious previous ownership and a laundry list of issues to be addressed, you should probably avoid the 928, or really any classic or exotic car. What shouldn’t surprise anyone–but does–is that a 928 is no more costly to maintain and repair than a 911. But the 911’s stronger resale value masks that similarity on the bottom line.
You can find cars at near giveaway prices, but you get what you pay for. If the brakes were not serviced and the fluid never changed, or left in for the past 10 years, instead of needing a $50 brake fluid flush, you may be in the market for $2,000 to $3,000 of brake work if the calipers and lines rotted from the inside out. That surely makes a $4,000 car a much worse bargain than it may first appear.
Low-mileage, first-year 928s are a rarity, but this one still has many original documents and the tool kit. Documentation supporting a complete service record can be key in buying a 928.
The good news here is that potentially the most expensive components of the car–the engine and transaxle–have proven themselves incredibly robust. As Porsche’s first clean-sheet, from-the-ground-up design, the 928 may have perhaps been over-engineered in some regards. You rarely, if ever, hear of 928 engines failing, or even of excessive wear of internal parts. Even the transaxles have shown to be long-lived over the years.
Mark Anderson, owner of 928 International, of Anaheim, California (and another champion 928 racer), lauds the longevity of the engines: “It’s kind of amazing when you pull one apart that’s got high miles on it and you look for wear and you just don’t see it. Any engines that fail or don’t live long are usually due to neglected maintenance–a water pump that seized or a bearing that seized; a timing belt that was run so far out of adjustment and the teeth got knocked off. But you almost never hear of a head gasket failure. Yes, they will fail if you introduce enough other problems, but generally, the engines are really robust.”
Over the years, Porsche updated the 928. In 1983, along with a bump in the compression ratio, the engine grew to 4.7 liters and an S got tacked onto the name. In 1985, the engine grew to 5.0 liters along with receiving an extra cam on each bank of cylinders for the now 32-valve powerplant. In 1987, the engine was upgraded again, with power up to 320hp, and the car became the 928 S4. Porsche bumped displacement again to 5.4 liters in 1993 to the point where the 928 GTS produced 350hp (345hp with an automatic).
Other changes over the years included the addition of spoilers, front and rear, which looked far more integrated with the S4, GT and GTS models. That final GTS got the flared rear fenders to accommodate larger and wider 17-inch rubber. CIS injection made way for L-Jetronic in 1980 and later, with the S4, to Bosch’s LH-EZ Jetronic system that integrated fuel-injection management with ignition timing in a twin-box ECU. Certain options, such as the power sliding sunroof and power seats, became standard by the early 1980s.
Although this advice applies to buying almost any collector car, it should be strictly followed with the 928: Buy the best car you can afford, but if you can’t afford any repairs or maintenance beyond that purchase price, you may want to consider something else. Mark of 928 International reminds us: “I always tell people: Buy the nicest car you can afford. Nobody can afford a bad, old exotic car. I have a dismantling business as well, and I have taken apart over a thousand of them. I’ll have running, driving cars that I would give people if they would buy the parts from me to fix them back up again. It’s just not affordable. Again, find the cleanest car you can and the one in the best shape. It’s way cheaper in the long run.”
Kim Crumb, the former tech expert for the Porsche club, is just as succinct when it comes to buying a “used up” 928. “They’ll be going very cheap and you must be clear that you will be spending a bunch of money to get them back up to spec. Or, you will buy one that has been very well cared for and you will have to pay a more premium price.”
That all being said, the 928 can still be a bargain. How so? For starters, a good, clean, up-to-spec 928 offers a lot of car for the money. A low-mileage, well-cared-for example should hold its value now that the supply of such cars has begun drying up. The cars, which were somewhat ahead of their time, remain modern and deliver performance on par with many current sports cars that might cost substantially more and are far more likely to depreciate. The 928 no longer circulates in world-beating exotic car territory, but its shape will be unmistakable compared to anything else on the market today. With some patience, a good, long look underneath the car and the potential to get your money back, finding the right 928 can actually be a pretty respectable decision.
Body
With aluminum used for the hood, doors and front fenders, double-hot-dipped galvanized steel for the rest of the unit-body chassis and plastic wraparound bumpers, rust is rarely a 928 problem. The word “robust” frequently gets bandied about when talking about the 928’s body.
However, despite very strong odds of finding a good, clean shell on a 928, there are two caveats. “It’s one of the first Porsches that really got good corrosion protection,” says Kim Crumb. “You really don’t see very many body panel perforated 928s. Around where the rear quarter windows blend up into the hatch would be one of the first places you would see it. If you look where the rear tires are going to throw salt up, that would be the place most likely to collect it.”
The other issue involves poorly or improperly repaired collision damage. “I would say that the 928 is nearly immune from corrosion,” adds 928 specialist Mark Anderson. “The only time I ever see corrosion is when previous bodywork is not done properly. Shy of that, you almost never see any problems.”
Interior
The 928’s interior featured top-of-the-line materials befitting a luxury European flagship. In the early cars, that included a leather-topped dash that ultimately did not fare too well in the sun. The later addition of vinyl did little to alleviate the problem. According to Mark, “The dashes are not known for doing so well in direct sunlight. The vinyl ones crack and the leather ones warp. Take your pick. It’s an expensive proposition to fix correctly.”
Worn seats are another problem that cars with age and use will almost always exhibit. The early cloth “Pasha” checked pattern seat material is available from a third party, but production can be inconsistent at times; the later cars had leather interiors.
Most switchgear and touch surfaces appear to be holding up well (and much better than some other contemporary European sports and exotic cars), as do the climate control systems, though, as with all other cars of the era, servicing the R12-based air conditioning system may require some significant expense or retrofitting should it be failing.
Engine
Despite the 928’s reputation for expensive fixes, the mechanical fortitude of the engine and all of its internal, rotating parts seems to never be in question. While you would probably want to look for a low-mileage example, multi-hundred-thousand mile engines are relatively commonplace.
The 928’s all-alloy linerless engine block has turned out to be very stout. Despite plenty of 928s on the market with high miles, the robustness of the engine internals is not in question. Nor are the heads or head gaskets–at least on cars that have not experienced any severe overheating.
The most important thing to check on a 928 engine is the timing belt. The maintenance schedule calls for a change every 60,000 miles (and most do the water pump at the same time), but cars driven harder, such as with frequent track time, need to be serviced more frequently. On earlier, low-compression models, the engine will spin freely, even with a broken belt, but the later multi-valve, high-compression engines will likely experience the catastrophic failure that comes with valves crashing into pistons.
Transmission
Despite the 928’s reputation for absurd expenses, the transaxle rarely works its way into that costly equation. The transmissions, like the primary engine components, have earned a reputation as being nearly bulletproof. Using third-party components in Porsche-specific cases for the transaxle, the gearboxes have proven themselves quite stout.
“The automatics are super robust,” says Mark. “It’s really rare to have a problem with the automatics. They are Mercedes-Benz. The early ones were three-speeds; the later ones were four-speeds.” Mark reports a customer with an 800hp engine uses the stock automatic gearbox with “no problems at all.”
The manual-equipped cars, however, can suffer from worn synchros. “The early ones use a Porsche-designed synchro,” Mark says. “They’re not as silky smooth as people would like them to be. And they were used from ’78 to ’84. And then ’85 and up uses the BorgWarner style, which is a lot smoother acting.” Kim concurs, calling this change a “huge improvement.”
Brakes and Suspension
Brakes and suspension represent an area where expenses can quickly creep up on a 928 owner, particularly with neglected maintenance. Our featured car owner, Ed Rice, reports putting $6,000 into suspension work almost immediately after buying his first 928, a 1984 model. Kim recalls talking with a Porsche club member who was hit with a $2,000 bill for replacing corroded calipers and lines on a car that likely had not seen its brake fluid changed in a decade or more.
The trouble spots for the suspension seem to be in the ball joints, particularly the uppers that are not serviceable and must be replaced with expensive control arms. The earlier cars used aluminum ball joints, which simply do not hold up as stoutly as the later steel ones.
Kim, who heard a lot of complaints from 928 owners during his 15 years as the Porsche club’s 928 expert, reports that power-steering racks were not exactly a highlight, either. “The power-steering racks, particularly on the earlier cars, were problematic. There are an awful lot of cars that need rebuilt power-steering racks that are leaking.”
Specifications
1978 U.S.-spec version
Engine: Single overhead cam, 16-valve V-8 with alloy block and cylinder heads
Displacement: 4,474cc (273-cu in)
Bore x stroke: 95mm x 78.9mm
Horsepower: 219 @ 5,250 RPM
Torque: 254-lbs ft x 3,600 RPM
Fuel system: CIS fuel injection
Transmission: Five-speed manual transaxle
0-60 MPH: 6.4 seconds*
Top Speed: 144 MPH*
Length: 175.1 inches
Width: 72.3 inches
Height: 51.7 inches
Wheelbase: 98.4 inches
Curb weight: 3,420 pounds
Fuel tank capacity: 22.7 gallons
*Source: Car and Driver, April 1978
Production
1978-1995: 57,998
(25,105 imported to the U.S.)
Parts Prices
Air cleaner housing: $250
Connecting rod: $260
Clutch disc (replacement): $220
Cylinder head: $2,450
Distributor: $1,550
Door (driver): $4,100
Door (passenger): $3,200
Engine fan: $145
Fan pulley: $80
Fender: $2,300
Fuel tank: $1,230; $460 used
Hood: $2,650; $800 used
Ignition coil (Bosch replacement): $70
Master cylinder (Replacement): $270
Oil pump: $520
Piston rings (set): $75
Radiator: $2,000
Ring gear: $650
Roof: $400
Timing belt: $200
Timing belt (replacement): $25-$35
Water pump (replacement): $125
(All parts are genuine Porsche unless otherwise noted)
Recent Ads
1979 928: Among the top you’ll ever find. Under 34K miles. National car show award winner. Near showroom condition inside and out. India Red exterior/special Palomino Tan leather interior. Automatic, A/C. Everything works. All maintenance up to date. Complete with all accessories as original (tool kit, fuse kit, extra bulbs, belts and plugs, air-compressor, tire gauge and even the bags to store a flat tire). Ready to drive home. 33,700 miles. $17,500.
1979 928: A rare classic 1979 Porsche 928. This rear wheel drive five-speed manual is a perfect driver’s car. With 219hp and 245-lbs ft of torque, this car has some kick. This car is not only a fantastic sports car, but also a great investment. It has been garaged most of its life and was well maintained, an entire new stainless steel exhaust system was recently installed. Without the chin and rear spoilers of its later models, such as the 928s and GTS, this original 928 is perfect for a Porsche purist and other motor enthusiasts. 171,139 miles. $7,900.
1982 928: 4.5-liter, fuel injected V-8 automatic transmission, factory A/C, power sunroof, power windows, power seats, original leather interior, recent 255/50 16-inch tires on factory alloys; newer stainless performance muffler gives off a mean V-8 growl. Super solid and straight body with nice Guards Red paint. This sporty little coupe delivers a lot of bang for the buck at a price that will not break your budget. A great entry level sports car. $6,950.
1989 928: Good condition, manual trans, blue exterior, brown interior. 98,000 miles. $15,000.
Ads courtesy Hemmings Motor News
Price Guide
1978 928
Low: $4,000
Average: $7,500
High: $12,000
1987 928 S4
Low: $9,000
Average: $14,000
High: $21,000
1993 928 GTS
Low: $25,000
Average: $40,000
High: $65,000
Specialists
928 International Ltd.
2900 E. Miraloma #D
Anaheim, California 92806
714-632-9288
918intl.com
New and used 928 parts
928s R Us
131 Timberview Drive
Double Oak, Texas 75077
817-430-2688
928srus.com
Parts, sales, service and restoration
Eckler’s Automotion
5200 S. Washington Ave.
Titusville, Florida 32780
888-787-3626
321-269-9651 (International)
ppe_sales@ecklers.net
automotion.com
Porsche parts and accessories
Pelican Parts
1600 240th Street
Harbor City, California 90710-1311
888-280-7799 or 310-626-8765
pelicanparts.com
New parts, OEM and aftermarket; technical information and popular user forums
Stuttgart Northeast
507 Maple Street
Danvers, Massachusetts 01923
978-777-3077
stuttgartnortheast.com
Porsche service
Club Corner
928 Owners Club
2900 Juneau Drive
Cedar Park, Texas 78613
928ocic.com
info@928ocic.com
Dues: $28
Porsche Club of America
P.O. Box 6400
Columbia, Maryland 21045
410-381-0911 phone
410-381-0924 fax
www.pca.org
Dues: $46; Membership: 100,000
Viewpoint
I have always loved these cars. It goes back to when I was in college and went to a Volkswagen dealership outside Pittsburgh and I saw the first 928 in the late 1970s. I was just smitten with them. But life interferes, you get married, you have kids and a super high-end luxury sports car goes by the wayside. And then you get to the point where you start thinking about cars as a hobby again.
I was living in Buffalo at the time, in the early 2000s. I saw a couple of them up there and it just rekindled everything about them for me. I found one for sale. It was a 1984, and I drove it. I just couldn’t believe how fantastic the car was. And then I bought it. I took it to a dealer and I couldn’t believe how fantastically expensive it was. It was unbelievable how that transpired. I ended up spending the money. I got it all fixed and it handled even better still.
This is my third one. It is less powerful, but they feel more nimble than the later versions. It was the combination of color and interior and just everything that I saw in those first 928s that I saw a long, long time ago. I’ll probably have more, but I’ll never not have this one. -Ed Rice
