In 2011, life was সরলifying. I was content with my 2009 Kia Rondo – a practical and enjoyable vehicle that accommodated my growing family. Having navigated the financial challenges of a recent divorce, I felt I was on the path to recovery. However, a seed of automotive envy was planted one day during a routine school drop-off. Spotting my ex-wife’s fiancé with either his BMW 3.0CS or Mercedes Benz 500E ignited a familiar car enthusiast spark. Fueled by past experiences of successfully flipping classic BMWs like the 2002 and 633csi, I decided to explore the classic car market once again. My sights quickly landed on a 1983 Porsche 928s, finished in Bronze Metallic with 128,000 miles showing on the odometer.
Porsche for sale 007Surprisingly spacious seating for four in the 1983 Porsche 928S, comfortably accommodating two adults and two smaller passengers.
The 1983 Porsche 928S seemed like the ideal second car. It ticked all the boxes: fully depreciated, retaining original components, undeniably iconic thanks to appearances in films like Risky Business and Scarface, rust-free, and offering seating for my children and myself. The only potential drawback, in the eyes of some purists, was the automatic transmission. The test drive, however, dispelled any doubts. The engine was responsive, the transmission smooth, and most of the car’s features were operational. A deal was struck with a used car specialist in Virginia for $4,300, and I proudly drove my newly acquired 1983 Porsche 928S home.
Porsche for sale 010The 4-speed automatic transmission in this 1983 Porsche 928S was sourced from Mercedes-Benz, ensuring robust performance and reliability.
Reflecting on the transmission, my childhood memories surfaced. A friend’s father owned two 928s, a 5-speed and an automatic 928S. He championed the automatic, a sentiment echoed by contemporary car magazines. Indeed, a 1982 Car & Driver comparison noted the 928’s “Achilles’ heel” was its shift linkage, leading many to prefer the automatic option. The automatic in the 1983 Porsche 928S was a Mercedes-Benz-derived 4-speed transaxle (upgraded from a 3-speed). It proved to be quite refined, particularly when utilizing the T-bar lever for manual gear selection. While it typically started in second gear like Mercedes models, selecting ‘2’ initiated first-gear starts, holding the gear until near redline before executing swift shifts. Manual control allowed for spirited driving, including controlled powerslides, suggesting that the manual clutch and linkage might indeed have been quite demanding.
Porsche for sale 011Settling into ownership, I addressed minor maintenance items on the 1983 Porsche 928S. The air conditioning, however, presented a $2,000 repair estimate, which I declined. Instead, I embraced the small sunroof and limited my driving to mitigate Maryland’s summer heat and humidity.
Porsche for sale 004The surprisingly practical hatchback of the 1983 Porsche 928S enhances its grand touring capabilities, offering ample cargo space.
Otherwise, the 1983 Porsche 928S was functional, even accommodating my hockey bag in the hatchback. After detailing and ensuring it was in good working order, I listed it on Craigslist for $6,500. Despite my hopes, there was no interest.
632Undeterred, I enjoyed driving the car myself. As fall arrived, the 1983 Porsche 928S became my commuter. This daily use revealed some of its characteristics. The low seating position, while sporty, induced leg discomfort on longer drives. The controls, including steering and pedals, felt heavy compared to modern vehicles. This Porsche GT, while grand, lacked the lightness and luxury associated with contemporary grand tourers. Fuel economy was also a concern, averaging a mere 9.5 mpg on the highway.
Unfortunately, the honeymoon period was short-lived.
The Onset of Issues with the 1983 Porsche 928S
Torque Tube Troubles in a Rear Transaxle Design
The first sign of trouble emerged at a parking garage entrance. Navigating a ramp at the RIO in Gaithersburg, MD, the 1983 Porsche 928S bottomed out hard on a hidden speed bump. Subsequently, a vibration developed above 75 mph. My mechanic diagnosed a damaged torque tube. Replacement was deemed risky, relying on used parts of uncertain straightness. I opted to limit my speed to 75 mph.
The Porsche 928’s design was lauded for its 50/50 weight distribution, achieved by positioning the transaxle and battery in the rear. This approach, while innovative for Porsche, was not entirely novel. As noted by automotive historian Paul Niedermeyer, the 1961 Pontiac Tempest pioneered a similar torque tube rear transaxle design.
Niedermeyer observed regarding the Tempest:
It wasn’t a model of precision and quickness, but Porsche had to have something left to improve when it adopted a highly similar torque tube rear transaxle for their 928 and 924/944/968. The 968′s three liter four was only slightly smaller than the Tempest 3.2, and its ferocious torque showed to best advantage the benefits of a large displacement four with balance shafts.
common railThe common rail fuel injection system of the 1983 Porsche 928S, a sophisticated feature for its time, unfortunately became a source of trouble.
Fuel System Failure and Subsequent Setbacks
Another incident occurred when a strong smell of gasoline filled the cabin. A quick trip to the mechanic revealed a failure in the common rail fuel injection system, which was leaking fuel onto the engine. Fortunately, a fire was averted. Following the repair, a new issue emerged: a hesitation in the throttle. The next day, the engine stalled completely, requiring a flatbed tow back to the mechanic. The diagnosis this time was running out of gas, a claim I remained skeptical of. While they got the 928S running again, the hesitation persisted.
010Integrated bumpers, while stylish on the 1983 Porsche 928S, can be costly to repair in low-speed collisions.
Rear-End Collision and Exhaust Damage
Adding to the woes, a rear-end collision happened on the way to the market. Stopped at a traffic light, a CRV driver misjudged the distance and impacted the rear of the 1983 Porsche 928S, pushing it through the intersection. The integrated rear bumper sustained significant damage. The online listing was updated with a reduced price of $4,000 and photos of the damage, but buyer interest remained absent.
Further misfortune struck during an insurance inspection. At a drive-through adjustment location with a recessed floor for undercarriage viewing, the 928S’s undercarriage scraped, tearing a hole in the exhaust system. An insurance check for $1,250 arrived, but so did another repair need.
The Final Chapter for the 1983 Porsche 928S
The Road to the Last Mechanic and Final Stall
Seeking a solution to the persistent throttle hesitation, I decided to try a different mechanic. En route to the new shop, the 1983 Porsche 928S stalled again. Restarting it, I made a U-turn towards the original mechanic, but the car stalled two-thirds of the way up an overpass. Rolling to the crest in neutral, I managed to coast the remaining five blocks to the original mechanic’s parking lot, aided by downhill slopes and fortunate traffic lights.
curryThe final resting place of the author’s 1983 Porsche 928S, awaiting its next owner after numerous mechanical issues.
That marked the end of the road for my ownership. Despite urging, the mechanics couldn’t diagnose the stalling issue on the 130,000-mile engine without further diagnostics charges. Lowering the asking price again, this time to $2,000 for a non-running vehicle, finally generated interest. A buyer named Christian offered $800 cash. Accepting the offer, I handed over the keys and title. Between the sale price and insurance money, I recouped approximately $2,000 of the $8,000 invested. The 1983 Porsche 928S experience, while memorable, proved to be financially burdensome. It has been a lesson learned, deterring further classic car purchases since.
