Porsche 928 S4 | Unique Cars and Parts

30 Mar 2015 | Author: | Comments Off on Porsche 928 S4 | Unique Cars and Parts
Porsche 928


When it appeared out of the in 1978, Porsche’s exotic 928 many people. Firstly, it to proclaim itself the successor to the 911 – but it had a front engine, and at that. And then it sported bulbous bumperless one-piece with window openings punched out of it.

Over the next Porsche aficionados learned, to their relief, that the would continue alongside the V8, and witnessed the influence of this watershed spread in diluted to a wider range of cars. At the time, the range of cars Stuttgart had advanced on many with each of the types its moment of glory.

Most to the Porsche marketing effort was the that the proper order of had been restored. With one of the enviable development programmes of any maker, the Stuttgart cars edged forwards like drivers sitting on the grid for the green light. Pole was meant to stay with the which Porsche called its but it had been eclipsed on price not by the almost mythical 959, but by the rather ugly 911 Turbo SE.

But if was one thing more confusing a flagship which was not the dearest in the it must be that of a flagship was not the fastest in the range. Being by the 911 Turbo was acceptable; losing out to a of half the size was not.

was exactly what happened the 944 Turbo roared into the with performance in the upper which equalled or surpasssed the V8; the fifth-generation 928 had been given the edge over its precocious

This was not the first four-valve-per-cylinder of the alloy V8 to be offered to the wealthy American customers had been a 5-litre 32-valve 928 known as the S3 1985, although this special was rated at 288 bhp, 30 horsepower less than the S4, vast but wholly controllable 320 bhp applied to all markets, with or catalytic exhaust converter.

fuel to the eight hefty of the 928 was a Bosch LH-Jetronic system over-run fuel cut-off, to a EZK solid-state digital ignition supremely accurate fuel-flow and timing adjustments for each controllled by separate knock allowed a high compression of 10:1 in the TOP (Thermodynamically Optimised head. In fact this was slightly less than but accompanied all-round improvements: not did the revised design produce more torque, now totalling a 317 Ib ft, it also burned lower fuel, and suffered no loss of whatever when fitted the catalytic convertor required by and the USA.

A central spark-plug for even ignition within the cylinder, while there was no of the low-rev flaccidity which small-capacity four-valve engines: torque was churned out at a textbook rpm, with the crest of the curve at 6000. This significant gains in mid-range performance over the S2 whose torque peaked at 4100

Hydraulic dampers located the and massive power-plant within the engine-bay. Induction was accomplished in the V8 manner, through the centre of the with softly-polished inlet adding only a couple of to the unit’s height. Belt for the two camshafts per bank was monitored and the distributor is mounted on the end of one camshaft.

A Family Car With A Lower Cd A Porsche?

A variety of ducts was blended within the curves of the nose, which also a discreet spoiler: the huge brake discs were full of cool air by one set, the flow to the combined oil and water was automatically controlled according to load, thus minimising whenever possible. Undeniably a car, the 928 had never been sleek, a fact which one car manufacturer’s advertising exploited in that its own product had a lower Cd a Porsche. But that embarrassing figure had dropped to 0.34, a achievement which is due to the softer and nose and tail (making the S4 3in than the S2), subtly sills, a narrow but free-standing spoiler, and a large undertray.

As was the with all Porsche cars of the the gearbox was at the back, though in the models it was attached to the engine by a torque-tube through which the ran. This solid reduced any drive-line movement, and a firm mounting for the gear should owners have the no-cost option of a five-speed box. Standard issue, was the four-speed auto, and with the power of an ocean-going tug surging it many found it better to the car to choose its own ratios.

In many the torque-converter of an auto dulls the of the engine it is attached to; not so the 928. the smooth throttle pedal and was immediate, building up forcibly as the rose and accompanied by a brief snarl. Press harder and the four-speeder snappeed down one shoving the occupants deep the seats while the tach lingered at maximum torque and the spun in moments towards levels.

The response was instant and predictable: the could feather the throttle to ahead in the same ratio, or switch the box into a lower at any point he liked. Determined pressure would call up a downshift with even dramatic results, but even the nose lifted only a during take-off.

No need to overtaking moves by using the lever to change down, as I do in lesser autos – the can do the job as quickly and with no effort, at the of a thump as it changes from to third at full stretch. On dry the new larger 245/45 VR l6Dunlops at the (the front retains the 225/50s) are easily capable of with the car’s power, not a being heard during and they remain impressive wet roads, more so probably the benchmark Pirelli P7. But maximum needs respect in the rain.

Porsche 928

It a pity that much of the splendour of this vehicle was beneath the flawless paint, for component had been shaped the best material for the job, and the expense – or at least it on to the customer. Not visible to the casual were the elegant light castings which comprised the or the compact four-piston brake which brought race-track power to the freeway. Those front wishbones were in a conventional double set-up, a combined spring/damper, to hold the wheels in place, but the plump of this Grand Tourer was the of the trend-setting Weissach axle had inspired a new branch of chassis – positive rear movement.

Many manufacturers to follow Porsche’s engineers in the inevitable angle changes to use, and indeed the 928 design rather simple in comparison that of the Mazda RX-7. It only to fore-and-aft inputs, but the tended to introduce toe-in on the outer wheel, minimising the of oversteer if the throttle was snapped half way through a roundabout.

However, like any car the 928 responded to smooth driving, and it clung the tightest bends in a supremely way. A modicum of understeer the driver how hard he was pressing on, and if it to increase, a gentle lift of the edged the fat coupe back line. Its width was not difficult to with in itself, given the steering.

The steering action was though perhaps falling of the super-sharp feel of the 944 Turbo; varied with both and load, giving roughly the pleasant weight to the leather-bound whether parking or travelling at At such speeds directional was very good, with reaction to side-winds, although deflections did set up a squirming sensation felt more to do with the than the tyres. This was pronounced when cresting a when the car seemed to wiggle its before resuming its course.

the Porsche 928 S4 dealt well bumpy roads, particularly at speeds when the rather ride smoothed out, but other Porsches the wheels to crash and thump over and even cats-eyes, sounding rather than feeling Tyre rumble was about the single noise; the engine, perhaps, was completely insulated the driver’s ear except on full Another exception to this vow of was when the letter-box of a sunroof was which introduced a roar an express train.

ABS was part of the package, but the normal of the large ventilated discs and the pads which gripped one meant most drivers never need to call its assistance. Dunlop, too, credit for such rapid and stopping. Opening the heavy and tipping the seat forward the two rather dainty perches in the separated by the massive hump of the

These were small for older children, and adults unlikely to be squeezed in at all. the backs down extended the space quite usefully, giving a flat surface to the front seats. Surprisingly, was better catered for in the Porsche in many Station Wagons not in terms of volume, of course, but in a tough luggage net covered the floor, there are strap points, and a quickly detachable cover screened the boot or extends individually over the rear seats.

Supporting the occupants were a pair of curvaceous seats which the hips much better they looked as if they with electric adjustment by rather muddling switches the side, and three memory Yet despite all these variations, lumbar adjustment, many it difficult to sit comfortably for more half an hour at a time.

aspects of the driving position good: the bulky instrument moving up and down with the retaining a good view of the orange-needled dials and keeping the in fingertip reach. The ignition was also in this housing, of concealed at some awkward down on the column, while the was controlled by small sliders on a panel.

There were stalks for (left) and wipers (right), another for the Tempostat cruise for the lazy. The handbrake lever was of the type and well sited to the right, together with a adjuster and the rear hatch

Extra vents were let the door panels, and the driver had the seat memories and the mirror by his right arm. Window and controls, though, were confused with the rear rocker, all of these being the T-bar gear selector. driving lamps in the bumper for instant flashing, and augmented the superb headlamps, while safety features included washer nozzles, and a secondary wash system which the glass with concentrated strong enough to remove the messy peppering of massacred

While some claimed the 928 was not a sportscar due to its great bulk and its automatic sales, it did manage to put a good argument to claim a title. Even at high speeds the 928 S4 felt absolutely asking for more acceleraation to from the exit of the bend, could be fed in with complete in the traction available. Pinpoint was there to be exploited through the and the massive-looking vehicle flicked one way or the with almost ludicruous

Combine these qualities the beautiful finish of components and and the busy quiet it exuded on the made it difficult to draw a between the Grand Tourer and labels. It was a fine compromise in with no compromise in execution. The disappointment then was that around 300 per year were

Porsche 928
Porsche 928
Porsche 928
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