Originally intended to replace the company’s flagship 911 model, the 928 combined the power, poise, and handling of a sports car with the refinement, comfort, and equipment of a luxury sedan. Here’s a deeper look at this wonderful GT car.

The 1977 Porsche 928 was an all-new design. Instead of placing the engine in front of the rear wheels as on the Ferrari, or behind them as on the 911, Porsche decided to put the big V8 at the front of the 928 and the heavy transaxle containing clutch, gearbox, and differential at the other end, weighing down the driven rear wheels.

The two masses were connected by a long steel tube containing the engine driveshaft, rather like a weightlifter’s dumbbell.

The result was one of the best-balanced sports coupes you could drive. I had two of these, a manual, then an automatic, and the latter gearbox suited the 928 much better.

Unlike the Ferrari 308 the concentration of masses at either end of the car made the polar inertia high, so it felt less likely to suddenly swap ends.

This gave the 928 good directional stability, as I was about to find out. The big V8 performed even better than an American muscle car’s V8 as it was properly made out of aluminium alloy and had (eventually) four camshafts and 32 valves.

The 928 also had a cunning rear axle which steered the rear wheels inwards under heavy braking in a corner. This avoided the heart-in-mouth feeling you had in the Porsche 911 if you braked hard on a downhill corner in the rain.  

The whole car was clothed in a curvy body with a useful hatchback and minimal rear seats. It was voted 1978 European Car of the Year.

Coming out of an Alpine tunnel in the 928 at speed one winter’s night I hit a long stretch of ice. The car began gliding along with no steering, no brakes and no grip.

The high polar inertia kept it going straight though, and I looked for friction at the other end. The car kept tracking straight and when we hit the dry tarmac I was lucky enough to regain control.

I am reasonably sure I would not have survived the incident in either of the other two cars: we would have been spinning like an ice skater.

Sadly the 928 was never appreciated by the market, possibly because it looked a bit like a Dover sole. Intended to replace the ageing Porsche 911, it was pensioned off in 1992 and the older rear-engined car outlives it still.

How Many Were Made?

Over the course of its 17-year production run, Porsche built approximately 61,000 928s. This pales in comparison to the 911, of which over 1 million have been produced. But the 928 enjoyed a respectable run given its higher price.

Most were built between 1978 and 1986, with production winding down sharply after the late ’80s. The figure of 61,000 units sold makes the 928 one of the lower-volume Porsche models, but it still carved out its niche during the ’70s and ’80s.

What Makes It Special?

When it debuted for the 1978 model year, the Porsche 928 was radically different to anything the company had built before. It featured a front-mounted, water-cooled V8 engine in place of the rear-mounted, air-cooled flat-six that powered the 911.

The body was aerodynamic and contemporary, with a low, sloping hood and pop-up headlights. At the time, it represented Porsche’s attempt to move upmarket into the luxury grand touring segment.

In addition to the revolutionary design, the 928 also boasted robust performance from its 4.5L or 5.0L V8 engines.

It was praised for its near 50/50 balanced weight distribution and low centre of gravity, which gave it sports car-like handling despite the larger proportions.

The combination of power, polished handling, luxury, and innovative technology is what made the 928 stand out from its contemporaries in the late ’70s through the ’80s.

It stretched Porsche’s capabilities beyond purist sports cars and previewed the company’s evolution into a broader performance brand.

Who Designed the Porsche 928?

The Porsche 928 traces its origins to work initiated in the early 1970s by Ferdinand Piëch, Porsche’s head engineer at the time and grandson of founder Ferdinand Porsche.

He spearheaded the company’s efforts to produce a new flagship model to supersede the 911.

Porsche designers Wolfgang Möbius and Anatole Lapine are credited with creating the 928’s distinctive shape and style, while Robert Fachler is acknowledged as the engineer responsible for the chassis and suspension design.

The result was a responsive grand tourer that balanced sporting reflexes with luxurious comfort, affording Porsche greater freedom to craft a more holistic driving experience.

The 928’s design has stood the test of time, maintaining a sleek, contemporary look even by today’s standards. It also influenced Porsche’s later Panamera four-door saloon.

The Specifications

The original Porsche 928 featured a 4.5L aluminum V8 engine producing 219 horsepower, allowing 0-60 mph acceleration in 7.3 seconds and a top speed of 143 mph.

For the 1980 model year, displacement increased to 4.7L and then 5.0L by 1985, boosting power to over 300 hp. Transmission choices included a three-speed automatic or five-speed manual gearbox.

The front-engine, rear-wheel drive 928 had a kerb weight of 3,216 pounds. It utilized aluminum for the doors, hood, and front fenders in order to save weight. Other specifications included:

• Wheelbase: 98.4 inches
• Length: 176.8 inches
• Width: 70.7 inches
• Height: 50.7 inches
• Drag coefficient: 0.36 Cd

By today’s standards, these specs don’t seem extraordinary. But considering when it debuted, the Porsche 928’s combination of potent V8 performance, refined grand touring comfort, and nimble handling made it a unique proposition.

The Engine

As noted, the Porsche 928 was powered by an all-aluminum, 4.5L (4474 cc) V8 engine for its initial model years. This engine used a single overhead cam design with two valves per cylinder.

Horsepower output was 219 h.p at 5,250 rpm with 288 lb-ft of torque. This was a reasonable performance for the late 1970s, enabling 0-60 mph sprints in around 7 seconds.

For 1980, displacement was bumped up to 4.7L (4664 cc). The 928S model arrived in 1986 in the US boasting 5.0L (4974 cc) and 32-valve DOHC cylinder heads, generating 320 hp. The 928 GTS followed after with an even higher 348 h.p output from the 5.0L V8.

Variable intake runners, forged pistons, and a dual-resonance intake system helped optimize the V8’s power delivery across the rev range. These capabilities earned the 928 respect as both a rapid grand tourer and a capable sports coupe.

The Interior

As a true Gran Turismo, the Porsche 928 came generously equipped and trimmed in leather and other upscale materials. The wide hatchback body style afforded easy rear seat access while retaining a coupe-like profile.

Early cars had fairly sparse dashboards, but appointments grew more luxurious as the years went on.

Some distinctive interior features included its traditional Porsche instrument cluster with five round gauges, extensive leather upholstery, and later on, a premium Blaupunkt stereo system.

From a driver’s perspective, the 928 has been praised for providing excellent visibility thanks in part to its low dashboard, thin pillars, and expansive glass area. The front seats are widely regarded as comfortable thanks to their firm, well-bolstered design.

Altogether, the 928’s interior expertly blends luxury with driver-oriented ergonomics.

How Many Are Left?

Given that more than 61,000 Porsche 928s were built over a 17-year period, it’s reasonable to assume a fair number have survived into the modern day.

However, as a relatively complex grand touring coupe, wear and tear have likely claimed quite a few cars. Porsche 928s also suffered from some electrical issues as they aged, making some less attractive for long-term ownership.

According to one registry, it’s estimated that approximately 10,000 to 12,000 Porsche 928s are still on the road today, suggesting roughly 80% have been scrapped, totaled, or are otherwise no longer on the road.

Other estimates suggest maybe 15,000 units remain globally. So while still not an ultra-rare car, they are less common to spot today versus when 928 production ended in the mid-1990s.

Survivors tend to be lovingly maintained by enthusiasts given the car’s inherent appeal.

How Much is a Porsche 928 Worth Today?

For a well-kept Porsche 928 in good drivable condition, pricing averages $15,000-$30,000 depending on factors such as mileage, maintenance history, factory options, and whether it’s one of the more coveted S or GTS models.

The most pristine, low-mileage examples can still fetch upward of $50,000 or more, but that represents the high end.

In general, 928 prices are still reasonably affordable relative to other vintage Porsches like the 911 or Boxster. However, values are trending upward after having been fairly stagnant for a number of years.

As 1980s and 90s-era Porsches grow in collector status, the 928 seems poised for greater appreciation – especially in mint condition and rare variants. For both Porsche enthusiasts and collectors, the 928 represents an attainable slice of the brand’s history.

The Porsche 917 is one of the most famous sports racing cars ever made. With its distinctive wedge-shaped body and powerful flat-12 engine, the 917 dominated endurance racing in the late 1960s and early 1970s, winning the 24 Hours of Le Mans three years in a row from 1969 to 1971.

Let’s take a closer look at this legendary race car.

The Porsche 917 was the racing variant of the Porsche 917PA Coupé first shown at the Geneva Motor Show in 1969. It was initially dubbed the 917K (for Kurzheck or “short tail”), with the 1970-71 models being the 917LH (Langheck or “long tail”).

Later variants included the 917/10 and 917/30 developed specifically for the Can-Am series.

How Many Were Made:

Porsche built a total of 69 Porsche 917s between 1969-1975. Of these, 31 were the short-tail 917K models, 38 were the long-tail 917 LH versions, plus 4 development mules.

A few additional 917 variants were also constructed for the North American Can-Am series.

What Makes it Special:

The Porsche 917 is considered special for a number of reasons:

• It used innovative materials like titanium and magnesium to keep weight low, even with the large 12-cylinder engine.
• The flat-12 4.5L engine was capable of 580 hp in race trim – an immense figure at the time. It could reach speeds over 240 mph at Le Mans.
• Equipped with Porsche’s advanced suspension design, the 917 handled incredibly well for such a powerful car. The long-tail models were praised for their high-speed stability.
• The wedge-shaped body designed by Dr. Hans Mezger and Anatole Lapine featured a low drag coefficient and downforce-generating fins for high-speed circuits like Le Mans. The styling was instantly recognizable.
• In the hands of drivers like Jo Siffert, Pedro Rodriguez, Steve McQueen, and others, the nimble and reliable 917 dominated endurance racing worldwide. Of its 1,214 entries, it scored over 150 wins.

Who Designed It:

The Porsche 917 was designed by a team at Porsche led by Dr. Hans Mezger and Anatole Lapine.

Dr. Hans Mezger joined Porsche in 1956 and designed the company’s Formula 1 racing engines. For the 917, he was responsible for the chassis, suspension, and drivetrain development.

Anatole Lapine was a French engineer who began working under Ferdinand Porsche in the late 1930s. At Porsche, he designed the body shape of the 917 along with the advanced suspension system.

Together, Mezger and Lapine’s cutting-edge lightweight design and powerful flat-12 engine resulted in the dominating 917 race cars. Porsche specialists like Helmuth Bott also contributed extensively to testing and development.

The Specifications:

Here are some key specifications for the 1971 Porsche 917K model:

• Engine: 4.5L (4494 cc) air-cooled flat-12 cylinder
• Maximum Power: 580 horsepower at 8400 rpm
• Weight: 800 kg (1764 lbs) dry weight
• Length/Width/Height: 4680 mm x 2000 mm x 906 mm
• Wheelbase: 2400 mm
• Top Speed: Over 240 miles per hour
• Transmission: 5-speed manual
• Body Construction: Aluminum and magnesium alloy panels
• Suspension: Independent suspension with coil springs and anti-roll bars

The advanced flat-12 cylinder engine, responsive chassis, and slippery aerodynamic shape combined to make the 917 one of the fastest racing cars ever built at the time.

The Engine:

The Porsche 917 was powered by a Type 912 flat-12 cylinder engine designed specifically for endurance racing. Some key details:

• Displacement: The 917K models ran a 4.5L (270 cu inch) engine, increased to 5.0L in 1971.
• Lubrication: Dry sump oiling system with dual oil tanks to ensure reliable lubrication under hard cornering.
• Fuel System: Mechanical fuel injection provided by twin Bosch pumps.
• Cylinder Heads: Aluminum heads with sodium-filled exhaust valves and 2 spark plugs per cylinder.
• Pistons: Lightweight forged aluminum pistons and titanium connecting rods.
• Power: Up to 580 hp at 8400 rpm in race trim. Huge output for the era.
• Reliability: Stressed for 24-hour endurance races. Engine rebuilds every 1000 miles.

The wide, low-mounted flat-12 enabled a low center of gravity. It proved to be both immensely powerful yet relatively reliable even in 24-hour races, playing a central role in the 917’s dominance on the track.

The Interior:

The interior of the Porsche 917 was all business, optimized entirely for racing:

• Minimalist fiberglass bucket seat to hold the driver securely in place. Racing harnesses are used rather than passenger seats.
• Small, no-frills steering wheel. Leather covered on race models.
• Sparse analog gauges – only vital info like tachometer, speedometer, and temperature provided to the driver.
• Flat door panels and thin roof structure – just the bare essentials.
• Low-cut front windshield and simple rear window for maximum visibility.
• Central gated shifter for the 5-speed gearbox.
• Basic pedal box, clutch, and throttle.

While spartan and stripped down, the purpose-built interior embodied the racer-first mission of Ferdinand “Ferry” Porsche, keeping distractions to a minimum and allowing the driver to focus solely on going fast.

How Many Are Left?

Of the original 69 Porsche 917s constructed, it is estimated that around 47 examples survive today. Many were destroyed or damaged beyond repair during the car’s active racing career from 1969-1975. Of the survivors:

• Around 16-20 are in museums or private collections in “as raced” condition.
• An additional 12-15 have been restored to original specifications.
• At least a dozen are existing chassis that have been rebuilt with non-original components or modifications.
• Only 2-3 of the 1969 long-tail 917 LH models are known to still exist.

As the 917 becomes more collectible, additional chassis and parts have been slowly located and reconstructed into complete cars.

While exact numbers are hard to verify, fewer than 50 original 917s likely remain today – making any example extremely rare and valuable.

What’s it Worth Today?:

As perhaps the most dominant racing car of its era, the Porsche 917 is also one of the most valuable collectible race cars today:

• In 2017, a 1970 Porsche 917K raced by Steve McQueen sold for $14 million – one of the highest prices ever paid for any Porsche.
• In 2022, a 917K Gulf-liveried chassis was restored by Porsche itself auctioned for CHF 10.7 million (approx. $11.7 million USD).
• Professionally restored 917s tend to sell in the $10-15 million range at auction depending on history and pedigree.
• Models with significant race wins or driven by famous pilots like McQueen normally fetch the highest valuations.
• Barn finds 917s or chassis requiring full restoration trade for $5-7 million.
• More common 917 variants like 1971-onward models tend to trade for $3-6 million.

While always rare and valuable, the soaring prices reflect the Porsche 917’s growing status as a crown jewel of auto collecting. Along with the 250 GTO Ferrari, it is considered one of the most desirable 1960s racing cars.

Values will likely continue to climb as it cements its reputation as a motoring icon.