{"id":2722,"date":"2020-07-08T00:00:00","date_gmt":"2020-07-08T00:00:00","guid":{"rendered":"https:\/\/www.secret-classics.com\/porsche-928-2\/"},"modified":"2020-10-10T09:17:00","modified_gmt":"2020-10-10T09:17:00","slug":"porsche-928-2","status":"publish","type":"post","link":"https:\/\/www.secret-classics.com\/en\/porsche-928-2\/","title":{"rendered":"Porsche 928"},"content":{"rendered":"\n

Porsche is known for often following untrodden paths and thinking outside the box when it comes to new model series. Over the course of more than seven decades, this has resulted in the creation of fascinating vehicles that have been technically groundbreaking time and again. When the team in Zuffenhausen got together at the beginning of the 1970s to draw up the specifications for a new vehicle, it wasn’t originally about an additional model but – at least in the minds of some decision-makers – about a successor to the 911. Its basic concept with an engine behind the driven rear axle seemes antiquated and might not be sustainable for long due to safety discussions in the USA at that time, triggered by accidents with the Chevrolet Corvair. Something new was needed. In addition, many Porsche customers had complained about a lack of driving comfort, which they wanted to remedy with a completely new car. On a white sheet of paper, a completely new sports car was created, which at best adopted the brand logos of the 911.

The engine was moved to the front, the combustion chambers were moved in a V-shape and in the same breath two more cylinders were added, which were also water-cooled instead of air-cooled. At the same time, the transmission remained on the rear axle, resulting in the well-balanced transaxle design. Double wishbones all around suspended the wheels individually. Brake pitch compensation on the front axle and a specially developed ‘Weissach’ rear axle, in which the rear wheel on the outside of the bend automatically toe-in when braking or decelerating in corners to prevent oversteering, ensures excellent handling. Incidentally, the name of this axle wasn’t derived from the Porsche test center in the town of the same name, but stood for ‘W<\/strong>inkel ei<\/strong>nstellende, s<\/strong>elbsts<\/strong>tablilisierende A<\/strong>usgleichs-Ch<\/strong>arakteristik’ (angle-adjusting, self-stabilising compensation characteristics). Under the relatively long bonnet sat a 4.5-liter V8 with a 90 degree bank angle, which initially provided 176 kW\/240 hp. Both cylinder banks had one overhead camshaft each. Power was transmitted to the rear wheels either via a manual five-speed transmission or a three-speed automatic gearbox purchased from Mercedes-Benz.<\/p>\n\n\n

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