New 928 book coming out in 2009
10-06-2008, 12:38 PM
#16
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10-15-2008, 03:43 AM
#17
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More info on Veloce pages. Sounds better and better. Since buyers guide is selling well maybe it gave Veloce courage to do this book too.
http://www.veloce.co.uk/shop/product...s%20&%20Trucks
Features
- The author is an acknowledged motoring historian
- American and European markets covered in great detail, as well as Japanese and Australian
- Special variants and racing exploits covered in full
- Around 400 contemporary pictures, mainly in colour
- In addition to photographs, reproduced advertising and brochures have been included
- Useful appendices supplement detailed text
- Completes the author’s library of books on the classic Porsches
Description
This book covers the full history of the Porsche 928, looking at the variants sold on the domestic, American, British, Australian and Japanese markets, from the time the car was launched in 1977 until the last one was built in 1995. In line with the policy established by the author in his other Porsche titles, contemporary material – supplied almost exclusively by the factory – has been used to illustrate the book for authenticity, and to help owners pinpoint what is and what is not correct for any specific year in any given country. Advertising and brochures are also reproduced, giving the reader a feel for the era and marketing tactics.
Synopsis
The 928 was originally designed as a replacement for the legendary 911, although traditionalists wouldn’t let the air-cooled machine die, and the fuel crisis that occurred soon after the new Grand Tourer was launched meant its stunning performance on the road would not be matched in the showrooms.
There was hardly a bad word written about the 928 or the beautifully-engineered V8 that powered it when it was new, yet it always seemed to be in the shadow of its older, six-cylinder stablemate. Today, over a decade since the last car was built, interest in this magnificent Porsche is increasing, as people start to judge it in a different light.
This painstakingly-researched book looks at the birth of the 928, and then follows its progress around the world, taking in all the variants in all major markets, as well as a peak at its racing exploits. Illustrated with contemporary material throughout, it is the perfect guide to this eight-cylinder Porsche.
Additional Information
Models covered:
All 928 variants, 1977-1995
Chapter titles
Introduction and acknowledgments
Brief history of Porsche
The 928 concept
The early production models
The 928S
The S2 series
The S4 series
End of the line
App.I Year-by-year range details
App.II Engine specifications
App.III Chassis numbers and production figures
Index
http://www.veloce.co.uk/shop/product...s%20&%20Trucks
Features
- The author is an acknowledged motoring historian
- American and European markets covered in great detail, as well as Japanese and Australian
- Special variants and racing exploits covered in full
- Around 400 contemporary pictures, mainly in colour
- In addition to photographs, reproduced advertising and brochures have been included
- Useful appendices supplement detailed text
- Completes the author’s library of books on the classic Porsches
Description
This book covers the full history of the Porsche 928, looking at the variants sold on the domestic, American, British, Australian and Japanese markets, from the time the car was launched in 1977 until the last one was built in 1995. In line with the policy established by the author in his other Porsche titles, contemporary material – supplied almost exclusively by the factory – has been used to illustrate the book for authenticity, and to help owners pinpoint what is and what is not correct for any specific year in any given country. Advertising and brochures are also reproduced, giving the reader a feel for the era and marketing tactics.
Synopsis
The 928 was originally designed as a replacement for the legendary 911, although traditionalists wouldn’t let the air-cooled machine die, and the fuel crisis that occurred soon after the new Grand Tourer was launched meant its stunning performance on the road would not be matched in the showrooms.
There was hardly a bad word written about the 928 or the beautifully-engineered V8 that powered it when it was new, yet it always seemed to be in the shadow of its older, six-cylinder stablemate. Today, over a decade since the last car was built, interest in this magnificent Porsche is increasing, as people start to judge it in a different light.
This painstakingly-researched book looks at the birth of the 928, and then follows its progress around the world, taking in all the variants in all major markets, as well as a peak at its racing exploits. Illustrated with contemporary material throughout, it is the perfect guide to this eight-cylinder Porsche.
Additional Information
Models covered:
All 928 variants, 1977-1995
Chapter titles
Introduction and acknowledgments
Brief history of Porsche
The 928 concept
The early production models
The 928S
The S2 series
The S4 series
End of the line
App.I Year-by-year range details
App.II Engine specifications
App.III Chassis numbers and production figures
Index
02-24-2009, 07:42 AM
#18
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Got automated email from publisher today.
The Veloce book "Porsche 928" is now in stock. This item can be directly ordered from the following webpage:
http://www.veloce.co.uk/shop/product...s%20&%20Trucks
Amazon isn't up to date yet but UK site lists pre-order price £23.09 and US site $44.07.
The Veloce book "Porsche 928" is now in stock. This item can be directly ordered from the following webpage:
http://www.veloce.co.uk/shop/product...s%20&%20Trucks
Amazon isn't up to date yet but UK site lists pre-order price £23.09 and US site $44.07.
02-24-2009, 08:03 AM
#19
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Sample PDF and text in Veloce page:
The S4 stateside
The new policy at Porsche meant that virtually all cars within a certain model range were the same. Thats not to say there werent subtle differences, however. The main area where market requirements pushed through necessary changes was in the field of exhaust emissions, with the US and Japan needing catalytic converters as a matter of course. Cars with a cat had a different air pump arrangement, while Japan had its own unique catalytic converter with an exhaust temperature sensor.
In other areas, the 928S4 sold in the States was much the same as the European cars. At long last, they even fell into line with European-style headlights, meaning the end of the ubiquitous chrome trim ring, although side markers continued to be used.
Road & Track made an odd observation at the time: Interestingly enough, the restyled 928 didnt generate any rubber-necking on the street. Perhaps thats not surprising: except for the eye-popping rear wing, the changes are rather subtle. Indeed, the rounder contours and the almost flush lights give the car less of a sculptured appearance than it had before. If the 928 looks better and sleeker now, its also a bit less distinctive.
The 1987 928S4 was priced at $58,900 (in 4AT or 5MT guise), rising to $63,520 by mid-season. In fact, America was in the middle of a currency crisis that resulted in four price increases during the year, amounting to an overall rise of around 14 per cent. Porsche V8 drivers were also hit for a $650 gas guzzler tax!
At least the 928 came fully loaded, with items such as an eight-speaker sound system, a Reno stereo unit and power sunroof coming as part of the package. It seems strange, therefore, that bodyside mouldings were an option when they were standard elsewhere, albeit free of charge when specified. Saying that, there were very few options, with features such as a limited-slip differential, sports shocks, a platinum finish for the alloy wheels, increased air conditioning output, trim variations (such as custom materials and/or combining regular materials in non-standard forms of co-ordination), sports seats, lumbar support, seat heating, and seat memory function about the extent of the extras listing; metallic paint was a no-cost option, although custom paint added $2016 to the invoice.
Theres no doubt, though, the high price put off a lot of people. Porsche sales as a whole dropped to 23,632 units, while 928 sales were down 29 per cent, despite some excellent publicity when Al Holbert set a new production car speed record at Bonneville. He took a stock S4 and covered the flying-mile at 171.1mph (273.8kph), as well as claiming the FIA record for the flying-kilometre along the way.
The 928S4 was certainly a quick machine. Motor Trend gathered together an S4, Ferrari Testarossa, Lamborghini Countach and Lotus Esprit Turbo to find out which was the fastest. Using the oval track at the TRC research facility in Ohio, the magazine noted: Certainly the most civilized of the field, the Porsche was also the least demanding at top speed. Compared to the others, it was compliant, and managed to turn the bumpy west banking into a non-event. The Porsche was also the quietest at speed. The 4v V8 was silky smooth, the only sound was the complaint of the air as the big red 928 blasted a 170mph hole through it. The speedometer registered a solid 169mph at the end of the front straight, and the Porsche seemed totally unconcerned by it all. We tried both high and low lanes of the banking to see if the 928 suspension would react it did not. We tried different exits from the banking the Porsche didnt care. We considered turning the stereo on but decided that would be sacrilegious; after all, this was serious stuff blasting along here at 170mph on the high banking, and we should be paying attention.
For the record, the Ferrari clocked an official 177.3mph, while the 928S4 was next in line with a top speed of 166.9mph to its credit. The latter was confirmed in a Road & Track test in March 1987, where the S4 clocked a stunning 0-60 time of 5.5 seconds, and blasted past the quarter-mile marker 8.4 seconds later. The car also had some of the best brakes ever experienced by the magazine.
The S4 In Britain
With the introduction of the S4, fans of the 928 were handed a massive £13,000 increase in price the car now stood at £48,935 (it was the same in 5MT or 4AT guise), with leading options like a sunroof adding £1221, a Blaupunkt Toronto stereo £670, heated seats £148 per side, a tinted windscreen band £36, and an alarm, an extra £414.
Having complained about the rather harsh ride (as did Autocar in its December 1986 test), Performance Car magazine observed: In contrast to Porsches rear engine legend, the 928S4 is a model of consistency. Some writers have reported that the S4 is impossible to slide in the dry, but even those 245/45s can relinquish grip under Porsche power. The S4 could, in fact, by choice, be driven all day in a series of rear end slides. Not recommended, but technically admirable in that the big car recovers from such antics so gracefully, precisely, and safely. In damp conditions, traction is limited by the surface and one begins to yearn for Quattro manners, or even the 911s back wheel grip. On wet city streets, conscious restraint is desirable ...
Considering the hefty price hike, there was only a small drop in sales, with 329 928s finding new homes in the UK in 1987 (most of which were automatics), and 366 in the following year, by which time the price of V8 Porsche motoring had gone up a further £5000.
The 959 project
The 959 had been announced at the 1983 Frankfurt Show (as the Gruppe B), but it was not until September 1986 that deliveries of the first 250 production cars (the figure was upped from the original 200) were scheduled. Ironically, the works rally raid entries had come to an end following a convincing victory on the 1986 Paris-Dakar, Group B rallying had ended (the 1987 season was campaigned by Group A machines) and, although the Type 961 was being developed, most of the serious, high-budget racing teams were competing in Group C.
Anyway, with a capacity of 2848cc and twin, water-cooled sequential turbos (a feature unique for a road car at that time) and intercoolers, the 959s flat-six developed 450bhp at 6500rpm. The six-speed gearbox transferred power to a computer-controlled, variable split four-wheel drive system with four switchable modes. Suspension was via double wishbones all-round, with a computer-controlled ride height system acting on a pair of gas dampers in each corner.
The body had a steel monocoque, but the bolt-on panels were either aluminium, polyurethane, carbonfibre or Kevlar. With a bonded-in windscreen and no rain gutters, it had a Cd figure of just 0.31 with zero lift, and, thanks to the lightweight materials employed, the whole thing weighed in at 1450kg (3190lb) in standard trim.
The Sport was 100kg (220lb) lighter thanks to the deletion of the automatic ride height system, air conditioning, rear seats, some of the soundproofing and the passenger side door mirror, and by replacing the standard front seats with lightweight versions. Otherwise, the interior would have been quite familiar to the driver of a 1986 911, apart from the 340kph speedo and torque split indicator in place of the clock.
The 1988 season
The biggest change for 1988 was the adoption of 15-inch Fuchs alloys as standard on the Carrera, meaning the end of the so-called telephone dial wheels for the 911. All 911s got more equipment as standard, although one particular model was given less ...
By now, the 911 range was very extensive, with standard and Turbo Look versions of the three main body types, slant-nose models, and a choice of two extremely refined powerplants, which were available with up to 330bhp in some cases. However, prices had increased dramatically over the years, and some of the raw appeal of the original models had been lost. Enter the Club Sport.
Introduced to the public at the 1987 Frankfurt Show, the so-called Club Sport model was a Carrera specified with option M637, which ultimately reduced weight by deleting a number of items, helping to get the machines weight down by around 70kg (155lb). Mechanically, the Club Sport had a higher rev limit, although power output remained at 231bhp. While there was no badge on the engine lid, fancy graphics, aping those of earlier lightweight 911s, were listed as an option.
Porsche prices continued to rise, however, being about DM6000 up on 1987 model year levels at the start of the season, before another increase in the spring of 1988. Part of these increases was doubtless to cover the cost of a new body plant, which opened at Zuffenhausen in 1988 it cost the company DM125,000,000 ...
Still, although 959 production was due to end in mid-1988, Schutz expected Porsche prices to continue climbing rather than decrease the marque was going even further upmarket. Daily production at Zuffenhausen was around 102 cars per day at the start of the 1988 model year (a good 75 per cent of these being 911s), with NSUs old Neckarsulm plant producing the four-cylinder 924s and 944s.
Rumours of a four-door 928 were strong at this time, with most commentators stating that it would possibly be powered by a detuned Indy unit (Porsche was known to be working on a modular engine family that could give all manner of V6, V8 and V12 powerplants from the same basic tooling). The Type 989 was to have replaced the 928, but was ultimately put on hold in the early 1990s.
The 1988 Model Year 928S4
With production now up to 24 cars a day, the S4 started the domestic 1988 season priced at DM127,865, but standard issue now included drivers seat position memory, cruise control (a completely new system was employed at this time), and the eight-speaker audio set-up. The only new option was supple Raff leather trim (code M980).
There were a few minor mechanical changes, with revisions to the camshafts, cam covers, timing belt, ignition control unit, front muffler and clutch friction plate. There were also detail changes to the air cleaner, throttle valve housing, injection tubing and pressure regulator, while the front brake calipers inherited bigger pistons, and the con-rods were uprated midway through the season.
Of the few visible changes, the rear spoiler was no longer hinged, and lifting the rear hatch it was attached to enabled a view of the new tyre compressor in the tool kit. There was also a new steering wheel centre pad with an embossed horn symbol beneath the Porsche script for the vast majority of markets, and the rear seatback releases were moved to the outside of the headrests to an inner position.
The S4 stateside
The new policy at Porsche meant that virtually all cars within a certain model range were the same. Thats not to say there werent subtle differences, however. The main area where market requirements pushed through necessary changes was in the field of exhaust emissions, with the US and Japan needing catalytic converters as a matter of course. Cars with a cat had a different air pump arrangement, while Japan had its own unique catalytic converter with an exhaust temperature sensor.
In other areas, the 928S4 sold in the States was much the same as the European cars. At long last, they even fell into line with European-style headlights, meaning the end of the ubiquitous chrome trim ring, although side markers continued to be used.
Road & Track made an odd observation at the time: Interestingly enough, the restyled 928 didnt generate any rubber-necking on the street. Perhaps thats not surprising: except for the eye-popping rear wing, the changes are rather subtle. Indeed, the rounder contours and the almost flush lights give the car less of a sculptured appearance than it had before. If the 928 looks better and sleeker now, its also a bit less distinctive.
The 1987 928S4 was priced at $58,900 (in 4AT or 5MT guise), rising to $63,520 by mid-season. In fact, America was in the middle of a currency crisis that resulted in four price increases during the year, amounting to an overall rise of around 14 per cent. Porsche V8 drivers were also hit for a $650 gas guzzler tax!
At least the 928 came fully loaded, with items such as an eight-speaker sound system, a Reno stereo unit and power sunroof coming as part of the package. It seems strange, therefore, that bodyside mouldings were an option when they were standard elsewhere, albeit free of charge when specified. Saying that, there were very few options, with features such as a limited-slip differential, sports shocks, a platinum finish for the alloy wheels, increased air conditioning output, trim variations (such as custom materials and/or combining regular materials in non-standard forms of co-ordination), sports seats, lumbar support, seat heating, and seat memory function about the extent of the extras listing; metallic paint was a no-cost option, although custom paint added $2016 to the invoice.
Theres no doubt, though, the high price put off a lot of people. Porsche sales as a whole dropped to 23,632 units, while 928 sales were down 29 per cent, despite some excellent publicity when Al Holbert set a new production car speed record at Bonneville. He took a stock S4 and covered the flying-mile at 171.1mph (273.8kph), as well as claiming the FIA record for the flying-kilometre along the way.
The 928S4 was certainly a quick machine. Motor Trend gathered together an S4, Ferrari Testarossa, Lamborghini Countach and Lotus Esprit Turbo to find out which was the fastest. Using the oval track at the TRC research facility in Ohio, the magazine noted: Certainly the most civilized of the field, the Porsche was also the least demanding at top speed. Compared to the others, it was compliant, and managed to turn the bumpy west banking into a non-event. The Porsche was also the quietest at speed. The 4v V8 was silky smooth, the only sound was the complaint of the air as the big red 928 blasted a 170mph hole through it. The speedometer registered a solid 169mph at the end of the front straight, and the Porsche seemed totally unconcerned by it all. We tried both high and low lanes of the banking to see if the 928 suspension would react it did not. We tried different exits from the banking the Porsche didnt care. We considered turning the stereo on but decided that would be sacrilegious; after all, this was serious stuff blasting along here at 170mph on the high banking, and we should be paying attention.
For the record, the Ferrari clocked an official 177.3mph, while the 928S4 was next in line with a top speed of 166.9mph to its credit. The latter was confirmed in a Road & Track test in March 1987, where the S4 clocked a stunning 0-60 time of 5.5 seconds, and blasted past the quarter-mile marker 8.4 seconds later. The car also had some of the best brakes ever experienced by the magazine.
The S4 In Britain
With the introduction of the S4, fans of the 928 were handed a massive £13,000 increase in price the car now stood at £48,935 (it was the same in 5MT or 4AT guise), with leading options like a sunroof adding £1221, a Blaupunkt Toronto stereo £670, heated seats £148 per side, a tinted windscreen band £36, and an alarm, an extra £414.
Having complained about the rather harsh ride (as did Autocar in its December 1986 test), Performance Car magazine observed: In contrast to Porsches rear engine legend, the 928S4 is a model of consistency. Some writers have reported that the S4 is impossible to slide in the dry, but even those 245/45s can relinquish grip under Porsche power. The S4 could, in fact, by choice, be driven all day in a series of rear end slides. Not recommended, but technically admirable in that the big car recovers from such antics so gracefully, precisely, and safely. In damp conditions, traction is limited by the surface and one begins to yearn for Quattro manners, or even the 911s back wheel grip. On wet city streets, conscious restraint is desirable ...
Considering the hefty price hike, there was only a small drop in sales, with 329 928s finding new homes in the UK in 1987 (most of which were automatics), and 366 in the following year, by which time the price of V8 Porsche motoring had gone up a further £5000.
The 959 project
The 959 had been announced at the 1983 Frankfurt Show (as the Gruppe B), but it was not until September 1986 that deliveries of the first 250 production cars (the figure was upped from the original 200) were scheduled. Ironically, the works rally raid entries had come to an end following a convincing victory on the 1986 Paris-Dakar, Group B rallying had ended (the 1987 season was campaigned by Group A machines) and, although the Type 961 was being developed, most of the serious, high-budget racing teams were competing in Group C.
Anyway, with a capacity of 2848cc and twin, water-cooled sequential turbos (a feature unique for a road car at that time) and intercoolers, the 959s flat-six developed 450bhp at 6500rpm. The six-speed gearbox transferred power to a computer-controlled, variable split four-wheel drive system with four switchable modes. Suspension was via double wishbones all-round, with a computer-controlled ride height system acting on a pair of gas dampers in each corner.
The body had a steel monocoque, but the bolt-on panels were either aluminium, polyurethane, carbonfibre or Kevlar. With a bonded-in windscreen and no rain gutters, it had a Cd figure of just 0.31 with zero lift, and, thanks to the lightweight materials employed, the whole thing weighed in at 1450kg (3190lb) in standard trim.
The Sport was 100kg (220lb) lighter thanks to the deletion of the automatic ride height system, air conditioning, rear seats, some of the soundproofing and the passenger side door mirror, and by replacing the standard front seats with lightweight versions. Otherwise, the interior would have been quite familiar to the driver of a 1986 911, apart from the 340kph speedo and torque split indicator in place of the clock.
The 1988 season
The biggest change for 1988 was the adoption of 15-inch Fuchs alloys as standard on the Carrera, meaning the end of the so-called telephone dial wheels for the 911. All 911s got more equipment as standard, although one particular model was given less ...
By now, the 911 range was very extensive, with standard and Turbo Look versions of the three main body types, slant-nose models, and a choice of two extremely refined powerplants, which were available with up to 330bhp in some cases. However, prices had increased dramatically over the years, and some of the raw appeal of the original models had been lost. Enter the Club Sport.
Introduced to the public at the 1987 Frankfurt Show, the so-called Club Sport model was a Carrera specified with option M637, which ultimately reduced weight by deleting a number of items, helping to get the machines weight down by around 70kg (155lb). Mechanically, the Club Sport had a higher rev limit, although power output remained at 231bhp. While there was no badge on the engine lid, fancy graphics, aping those of earlier lightweight 911s, were listed as an option.
Porsche prices continued to rise, however, being about DM6000 up on 1987 model year levels at the start of the season, before another increase in the spring of 1988. Part of these increases was doubtless to cover the cost of a new body plant, which opened at Zuffenhausen in 1988 it cost the company DM125,000,000 ...
Still, although 959 production was due to end in mid-1988, Schutz expected Porsche prices to continue climbing rather than decrease the marque was going even further upmarket. Daily production at Zuffenhausen was around 102 cars per day at the start of the 1988 model year (a good 75 per cent of these being 911s), with NSUs old Neckarsulm plant producing the four-cylinder 924s and 944s.
Rumours of a four-door 928 were strong at this time, with most commentators stating that it would possibly be powered by a detuned Indy unit (Porsche was known to be working on a modular engine family that could give all manner of V6, V8 and V12 powerplants from the same basic tooling). The Type 989 was to have replaced the 928, but was ultimately put on hold in the early 1990s.
The 1988 Model Year 928S4
With production now up to 24 cars a day, the S4 started the domestic 1988 season priced at DM127,865, but standard issue now included drivers seat position memory, cruise control (a completely new system was employed at this time), and the eight-speaker audio set-up. The only new option was supple Raff leather trim (code M980).
There were a few minor mechanical changes, with revisions to the camshafts, cam covers, timing belt, ignition control unit, front muffler and clutch friction plate. There were also detail changes to the air cleaner, throttle valve housing, injection tubing and pressure regulator, while the front brake calipers inherited bigger pistons, and the con-rods were uprated midway through the season.
Of the few visible changes, the rear spoiler was no longer hinged, and lifting the rear hatch it was attached to enabled a view of the new tyre compressor in the tool kit. There was also a new steering wheel centre pad with an embossed horn symbol beneath the Porsche script for the vast majority of markets, and the rear seatback releases were moved to the outside of the headrests to an inner position.
02-24-2009, 10:27 AM
#20
I know I'll end up having to get a copy You gotta love that he used the famous pic of the Speed Yellow GTS on the cover!!
Last edited by MGW-Fla; 12-05-2012 at 10:01 PM.
03-07-2009, 11:30 PM
#22
Rennlist Member
Looks interesting. I just put in my pre-order. If the book is up to snuff, Maybe Paul Champagne will make a matching cover to go alongside the original Projekt 928 and cover.
03-16-2009, 02:27 PM
#23
Rennlist Member
I received my copy of this book today. It is very well rresearched and written. There's lots of illustrations I haven't seen before and the printed quality of them is excellent.
For me the disappointment is that this could have been a book written by Porsche themselves - "after 1995 the 928 ended".
There's nothing about the further development of the car since 1995, nothing about its very successful racing performances, the superchanged and turbocharged cars etc. Nothing about the cult following it now has.
For me the disappointment is that this could have been a book written by Porsche themselves - "after 1995 the 928 ended".
There's nothing about the further development of the car since 1995, nothing about its very successful racing performances, the superchanged and turbocharged cars etc. Nothing about the cult following it now has.
03-17-2009, 12:47 AM
#24
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Got mine from Amazon today. Family emergency forced me to put it down. The book is filled with images from early development, to the assembly plant, marketing ads, etc. In scanning it, I noticed that an image of Mark Kibort's car is in the book. Looking forwards reading it this weekend.
03-17-2009, 01:45 AM
#25
Electron Wrangler
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Alan
03-18-2009, 02:32 AM
#27
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I agree that this is an awesome book, packed with information and pictures - many of which were never published before. I don't think anyone will regret spending the money on this book!
BTW: I have them in stock.
BTW: I have them in stock.
09-26-2009, 08:47 PM
#28
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I finally saw a copy of this at 928Intl yesterday. Wow, great book!
