The Porsche 928 has a notoriously bad reputation as one of the least dependable automobiles from the 1980s. Critics charge the vehicle with a variety of crimes, including having a subpar cooling system and dripping oil like a broken offshore rig. These allegations have followed the vehicle throughout its whole existence, and regrettably, in the world of automobiles, it takes a lot of work to overcome a reputation, whether it is positive or negative. To clear up any confusion and protect the one, the only, the greatest, Porsche 928, we are here.
In This Article...
Issues with Porsche 928 Reliability
Second-hand 928s should not have any major problems if properly maintained by a skilled mechanic. The 928 has received numerous reliability complaints from well-intentioned but inexperienced technicians. You can pay more if you get one that has not been properly maintained than if you just spent extra money and purchased a decent one from the beginning. Records of maintenance can provide a lot of useful information.
Timing belt replacement is necessary for proper maintenance at regular intervals, before they wear out or break. Every 30K miles, the timing belt on the 928 needs to be replaced.
If the timing belt breaks, mechanical engine damage will happen, mainly from pistons striking open valves, necessitating costly repairs. The belt, which is very lengthy, powers both the water and oil pumps (about six feet). You should be aware that the 928’s S4 later model has both a timing chain and a timing belt.
It may be a bad hydraulic pump if the ABS or traction control warning light is on. The hydraulic pump in the left rear quarter panel of later models like the S4 and GTS required routine bleeding in addition to the brakes. Many owners of used 928s are unaware of it, thus they don’t get their cars serviced.
The majority of parts from later 928 models, with the exception of the engine, may be attached to early variants. This contains steering rack, alternator, p/s pump, steering rack with ABS system, and other components. Porsche replacement components are pricey in contrast to other vintage sports cars.
Budget and upkeep
The financial rabbit hole on the 928 can be long and black, and you MUST be prepared for it in advance, I can tell you as a guy who has a soft spot for old MOPARS. As a result, a basic rule of thumb is to treble your budget after determining it. Not only is that not a typo, it also applies to both new construction and planned, preventive maintenance. Thank goodness I put this idea into practice with my car, and let’s just say it didn’t let me down. I started out by purchasing the best car I could afford. It was beautifully painted, had a gorgeous interior, and 98 percent of the systems worked as they should. While the previous owner did his best to maintain the car, there were still some things that were either done wrong or neglected because of a lack of knowledge and/or resources.
The truth is that a lot of the work wasn’t done in accordance with 928 professional standards. To make the car suitable for regular driving, there were a lot of worn parts and some shortcuts that needed to be fixed. That implies that it had to hold up to a day spent in traffic with the A/C on. The electronics, switches, and lighting had to be fully functional. It needed to be dead-nuts dependable, free of squeaks and rattles, and capable of being used to its utmost performance capacity.
There are some things that even the best PPI (pre-purchase examination) won’t find on a car like the 928. More importantly, many of those problems might not become apparent until you really begin driving the car—I’m not talking about the occasional 10-mile trip to Cars and Coffee. It takes miles—thousands and thousands of miles—to sort through every old car. Whoever is in disagreement simply hasn’t built or restored a car before. (Recommendation: Having Hagerty Plus Roadside Assistance is a wise move at this time. Wink-wink.)
All Porsche 928s, regardless of year, require certain repairs. Keep in mind that the oldest 928 is approaching 40 years old, and even the youngest is more over two decades old. Every five years or 60,000 miles, components like the timing belt and water pump must be replaced. Then there are numerous vacuum lines, difficult-to-find cam pulleys, tensioners, gaskets, switches, and those finicky wire harnesses that deteriorate over time. This is not to indicate that these items cannot be located; rather, as a potential owner, you must realize that repairing and/or maintaining a 928 requires more work than simply visiting your neighborhood NAPA. Keep in mind that this is a German grand touring automobile, and that some of the costs you deal with may reflect this. You shouldn’t buy one if it lacks the necessary papers, which includes a record of its previous maintenance history.
frequent issues with the Porsche 928
- Corrosion is uncommon because the 928 bodyshell was galvanized from the beginning of manufacture. Early vehicles may occasionally exhibit bubbles around the hatch or rear windows (where trim clips have damaged the galvanizing), but most corrosion is limited to paint scabbing on the alloy bonnet, front wings, and door skins. Accident damage is certainly the beginning of problems, and even a good repair from 10–15 years ago can start to seem worn.
- Mechanical parts such as cambelts survive a long time. The main risk is a failing cambelt, which can cause pistons and valves to clash in 4.7-liter engines and later (4.5-liter engines are unaffected). Every four years or 60,000 miles, the belt needs to be replaced. It seems sense to replace the water pump concurrently.
- Engines: Several engines experienced excessive oil consumption at the time the GTS was introduced because of porous cylinder liners. Ask the owner about oil usage if the automobile you’re considering wasn’t one of the many vehicles with new Porsche engines. If it utilizes too much today, future costs could be substantial.
- The 928’s suspension underwent very little change during manufacturing, thus you could theoretically retrofit GTS suspension to a 1970s vehicle. OE-spec dampers are now quite expensive, while aftermarket ones are available from specialists for much less.
- The 928’s gearbox is situated just in front of the rear differential, and a torque tube connects it to the engine. The automatics are Mercedes-Benz components, making them incredibly dependable, while manual ‘boxes are strong but don’t have the smoothest shifts. However, failing to routinely check the flex plate tension can result in a damaged engine block in the long run due to a worn crank thrust bearing.
- Electronics: 928s do experience electrical issues if they are not driven for an extended period of time, but the wiring is really very simple to find. Check the operation of the electric windows, mirrors, seats, headlights, and central locking thoroughly before paying a professional to fix them.
- Air conditioning: An older car’s air conditioning rarely functions, and repairing it could cost PS500–600. The interiors hold up rather well, but the Pascha pyschedelic-check trim from the 1970s gradually starts to break apart. Although second-hand pieces in decent condition are practically impossible to find, reproduction fabric is now accessible from experts.
911 Porsche
Following a string of faulty British sports cars, David Hemmings, the author of two books on the 928 and current 928 registration secretary of the Porsche Club, purchased one brand-new in 1980 for approximately PS20,000. He then purchased a 1992-reg S4 in 1995 and the first manual 928 to land in the UK, a 1978 4.5, in 2018.
My first 928 struck me with its beautiful aesthetics, sturdy construction (it was galvanized and had aluminum panels), and high level of standard equipment, he says. Naturally, the V8 was fantastic, but it was also dependable, which was a difference.
Early 928s are admired today for their simple design and overall simplicity. The engine expanded to 4.7 litres and 296bhp for the spoilered 928 S of 1980. It was replaced in 1984 by the 928 S2, which was simply an upgraded and more potent S (306bhp). A 32-valve 5.0-liter V8 with 316 horsepower was added to the S4 in 1987, upping the ante. The uncommon 325bhp GT manual followed the 1988 arrival of the limited-edition SE manual (which commands high prices today). As the conclusion drew near, the S4 and GT were combined to create the GTS in 1992, which was powered by a 5.4-liter V8 with 345 horsepower. 1995 saw the final automobiles roll off the assembly line.
Hemmings estimates that between 2750 and 3000 of the 4500 928s sold in the UK are still on the road, which speaks to the popularity and dependability of this distinctive GT. Before costs become unaffordable, add one to your drive.
Are Porsche 924s trustworthy?
The 924 is a stunning work of automotive art from the 1970s, echoing the shift from 1960s curves to the boxy appearance of the 1980s. This is a dependable everyday sports coupe with amazing versatility—not a fire breathing hot rod that you have to get used to its quirks and habits.
Can you trust a Porsche 944?
I truly wish I had known this before purchasing the 944, though. This vehicle might not be for you if you’re searching for ridiculous power increases. The one problem I’ve encountered with the 944 is that getting the engine to produce more power is an extremely expensive endeavor that, in most situations, yields little in the way of benefits. Can the 944 engines be turbocharged and supercharged? Yes. Will the price be higher than the value? 100%.
The LS V8 swap is the most popular choice because it is the simplest way to generate a significant amount of power and because it weighs about the same as the stock engine, maintaining balance and weight distribution is not disrupted. Having said that, this car serves other purposes in addition to power. The 944 was created with the experience of the driver in mind and offers just the appropriate amount of power to allow you to have a great time without getting into any difficulty. Because the car is so predictable, you may enjoy testing both your own limits and those of the other drivers without much concern for risk.
That’s all, then! I realize that’s a lot of information, but the point of my article was to share what I wish someone had told me before I made the decision. However, despite my own 944 being a project for the past two years, I have never looked back, and whenever I drive it, it gives me a feeling that I haven’t been able to replicate. As long as you perform routine maintenance and don’t cut corners, these cars can and will be highly dependable. There has never been a better moment to purchase and enjoy yourself an affordable route into vintage Porsche ownership because the 944 has also increased in value extremely swiftly in recent years. Who doesn’t appreciate pop-up headlights, after all? Gratitude for reading! For more, follow us on Facebook and Twitter. If you have any recommendations that you believe we have overlooked, please post them in the comments box below, and we will review them.
Are Porsche 928 repairs expensive?
Cost of servicing and maintaining a Porsche 928. Porsche 928s have a yearly maintenance fee of $765. Costs for repairs and upkeep vary depending on factors including age, mileage, location, and shop.
Will Porsche produce a new 928?
The contemporary rendition of Porsche’s first grand tourer by Nardone Automotive has a 294kW V8 and carbon-composite bodywork. The Porsche 928 sports car has been reimagined by a French start-up, and the business claims that it will go on sale in 2024.