Porsche’s V8 Grand Tourer That Almost Replaced The 911 Is Now A Bargain

Few automakers have taken as many calculated risks as Porsche, and fewer still have pulled them off with such style. The 928 and 968 represent two of the brand’s boldest departures from convention — front-engined, water-cooled machines that dared to challenge the rear-engine orthodoxy that defined Porsche’s identity. Decades on, both cars have aged into something remarkable: attainable classics with genuine engineering pedigree and a growing collector following. If you’ve ever been curious about the Porsche that nearly dethroned the 911, now is a better time than ever to pay attention.

The 928 Was Porsche’s Advanced V8 Grand Tourer

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In 1978, Porsche unveiled the 928 , marking a significant departure from its established design philosophy. This grand tourer featured a front-mounted, water-cooled V8 engine – a first for the company – paired with a rear-mounted transaxle. This configuration achieved a near-perfect 50:50 weight distribution, enhancing the vehicle’s balance and handling characteristics. The 928 was positioned as a high-performance luxury coupe , intended to blend sports car agility with the comfort and practicality desired for extended journeys.

Upon its debut, there was speculation that the 928 was designed to replace the iconic 911. However, the 911’s enduring popularity and distinct character ensured its continued production. Instead, the 928 complemented the lineup, catering to a different segment of drivers who prioritized a mix of performance and luxury. This strategic positioning allowed Porsche to appeal to a broader audience without displacing its flagship model.

The 928 wasn’t just another model — it was Porsche’s most ambitious engineering effort at the time. The company invested heavily in new technologies and manufacturing processes to make the 928 feel like a genuine leap forward. Aluminum was used for the doors, front fenders, and hood to keep weight in check, and the car was among the first production vehicles to feature a polyurethane front and rear bumper system integrated seamlessly into the bodywork. From its transaxle layout to its futuristic styling, everything about the 928 was designed to push boundaries, proving that Porsche wasn’t afraid to challenge its own traditions.

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Porsche’s First V8 Engine In A Production Car

The Porsche 928 ‘s engineering showcased several innovative features that set it apart in the grand tourer segment. At its heart was a water-cooled V8 engine , initially displacing 4.5 liters and producing 237 horsepower. This unit was notable for its all-aluminum construction, which contributed to weight savings and sharper performance. Over the years, the engine underwent significant enhancements:

• 1980: Introduction of the 928 S model in Europe, featuring a 4.7-liter engine producing 296 horsepower.
• 1985: North American models received a new 5.0-liter, 32-valve engine with Bosch LH-Jetronic fuel injection, delivering 288 horsepower.
• 1987: The 928 S4 variant debuted with a refined 5.0-liter engine producing 316 horsepower, along with aerodynamic improvements and updated styling.
• 1992: The final iteration, the 928 GTS, featured a 5.4-liter engine generating 345 horsepower, capable of propelling the car from 0 to 60 mph in under 5.5 seconds.

The 928’s suspension system was equally advanced. It employed a double-wishbone setup at the front and a rear configuration known as the Weissach Axle — an innovative design that passively steered the rear wheels to improve stability during cornering and reduce the risk of lift-off oversteer. Ventilated disc brakes at all four corners provided consistent, reliable stopping power.

Inside the cabin, the 928 placed a strong emphasis on driver comfort and ergonomics. The instrument cluster was designed to move with the adjustable steering column, ensuring optimal gauge visibility regardless of driving position. High-quality materials lined the interior, and features such as power-adjustable seats, automatic climate control, and a premium sound system reinforced the car’s luxury credentials. The rear seats, while modest in size, could be folded down to expand the cargo area.

Porsche 928 Key Specs By Variants

Source: Porsche

The Porsche 928 Is Now Relatively Affordable

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For enthusiasts considering ownership of a Porsche 928 today, the pre-owned market offers a variety of options across different model years and conditions. According to listings on Classic.com, recent examples have included:

• 1982 Porsche 928: 124,388 miles, listed for $11,900 in Commerce Charter Township, Michigan.
• 1985 Porsche 928 S: 91,000 miles, priced at $22,500 in Madison, Alabama.
• 1986 Porsche 928 S: 67,557 miles, offered at $29,900 in Grand Rapids, Michigan.

According to Classic.com, the average sale price of a Porsche 928 sits around $38,483, though prices vary significantly depending on the model variant, condition, mileage, and other factors. The average sale price for a Porsche 928 S is approximately $25,692, while the 928 S4 averages around $30,403. These figures represent average sale prices, and individual listings can differ considerably.

Listings on Hemmings have shown prices ranging from around $11,900 for a high-mileage early example to $44,900 for a well-preserved 1983 model. When considering a purchase, it’s advisable to assess each vehicle’s specific condition, service history, and current market demand to determine its fair value.

Average Prices For Each 928 Version

Source: Classic.com

When evaluating a 928, pay close attention to a few areas known to require maintenance. The timing belt should be replaced at regular intervals to prevent serious engine damage — this is non-negotiable on any prospective purchase. The condition of the Weissach Axle and the transaxle system also warrants careful inspection, as repairs to either can be costly. Verifying that the electrical systems and climate controls are functioning correctly is equally important, given the complexity of these components.

The 968 Was A Completely Different Monster

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While the 928 chased a luxurious grand touring experience with a V8 under its long hood, Porsche took a different path with the 968. Launched in 1992, the 968 was the final evolution of Porsche’s front-engine, four-cylinder transaxle cars. It replaced the 944 but carried over much of its mechanical DNA – albeit refined and significantly upgraded.

The 968’s engine was one of the most advanced four-cylinders of its era. Its 3.0-liter inline-four – still the largest-displacement four-cylinder Porsche has ever fitted to a production car – produced 240 horsepower and 225 lb-ft of torque. It featured VarioCam, Porsche’s variable valve timing system, along with a dual-mass flywheel to reduce vibration. The result was strong midrange pull and smooth, linear power delivery that made the 968 feel considerably more refined than the cars it succeeded.

Porsche 968 Key Specs

Source: Porsche

Unlike the 928’s grand touring focus, the 968 leaned into nimbleness and driver connection. It came standard with a six-speed manual transmission – the first ever fitted to a production Porsche – and offered a four-speed Tiptronic automatic as an option. The car maintained the transaxle layout, giving it near-perfect front-to-rear weight balance.

Visually, the 968 blended old and new. Its basic profile still echoed the 944 , but integrated bumpers, smoother bodywork, and 928-inspired pop-up headlights gave it a more contemporary look. The interior was similarly updated, with improved ergonomics and build quality over its predecessor. Porsche positioned it as a high-performance coupe or convertible capable of serving as a daily driver without sacrificing track-day credentials.

Despite its capabilities, the 968 faced an uphill battle in the showroom. It was expensive for a four-cylinder sports car, particularly in the U.S., and many buyers gravitated toward the 911 or newer Japanese performance alternatives. As a result, it sold in limited numbers – fewer than 13,000 units globally – with only around 4,600 reaching North America. That rarity has since turned the 968 into something of a cult classic among those in the know.

Source: Porsche, Classic.com, KBB