Porsche 928 S2 (1984-86)
The **Porsche 928 S2**, introduced in 1984, was part of a broader and rather bold vision Porsche had been pursuing since the early 1970s: to redefine the grand touring experience and, controversially, to *potentially replace the 911*.
Here’s the conceptual backdrop and Porsche’s intention behind the 928 S2:
🧠 Strategic Vision
- **Grand Tourer Philosophy**: Porsche envisioned the 928 as a luxurious, high-speed GT car that could cross continents in comfort—something the 911, with its rear-engine layout and more focused sports car character, wasn’t optimally designed for.
- **Modern Engineering**: The 928 was front-engined, water-cooled, and V8-powered—radical departures from Porsche tradition. This was meant to appeal to a broader, more refined clientele, especially in the U.S. market.
🔧 Why the S2?
- **Evolution, Not Revolution**: The S2 was a refinement of the 928 S, tailored primarily for European markets. It featured a more powerful 4.7L V8, improved electronics, and subtle chassis tweaks.
- **Bridging the Gap**: It served as a transitional model between the early 928s and the more advanced S4. Porsche used the S2 to test and implement incremental improvements in drivability, emissions compliance, and comfort.
- **Market Differentiation**: The S2 helped Porsche maintain momentum in Europe while the U.S. market awaited the S3/S4 evolution. It also allowed Porsche to keep the 928 line fresh without a full redesign.
🌍 Cultural and Economic Context
- **Responding to the 1970s Oil Crisis**: The 928 project began during a time of uncertainty for performance cars. Porsche wanted a model that could survive tightening regulations and shifting consumer expectations.
- **Luxury Meets Performance**: The S2 embodied Porsche’s belief that a car could be both a technological tour de force and a comfortable daily driver—an ethos that would later influence models like the Panamera.
In essence, the 928 S2 wasn’t just a mid-cycle refresh—it was a calculated step in Porsche’s long game to evolve its brand identity. It may not have dethroned the 911, but it carved out a legacy of its own as a sophisticated, forward-thinking GT.
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Global Popularity
The **Porsche 928 S2** had a more *regionally focused* appeal rather than achieving widespread global popularity—especially when compared to the 911.
🌍 Market Reach and Popularity
- **Primarily European**: The S2 designation was used mainly in the UK and Europe. In fact, Porsche continued to badge it simply as “928 S” in most markets, with “S2” being more of an informal UK distinction.
- **Limited U.S. Presence**: The S2 was never officially sold in North America. Instead, Porsche offered a heavily revised version of the S2 for the U.S. market in 1985, but it wasn’t branded as “S2”.
- **UK Sales Figures**: The S/S2 was the most common 928 variant in the UK, with around **410 manuals and 1,845 automatics** sold—suggesting a solid but niche following.
🚗 Enthusiast and Collector Appeal
- **Cult Status**: While not a mass-market success, the S2 has gained a loyal following among enthusiasts who appreciate its blend of analog charm and V8 refinement.
- **Collectibility**: Its relative rarity outside Europe gives it a certain cachet today, especially among collectors seeking something more unusual than the ubiquitous 911.
So while the 928 S2 didn’t conquer the globe, it carved out a respectable niche—particularly in the UK and parts of Europe. If you're considering one, its under-the-radar status might just be part of the appeal.
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Overview: The **Porsche 928 S2** holds a nuanced but meaningful place in Porsche’s history—it wasn’t a headline-grabber like the 911 or the later 959, but it played a strategic role in Porsche’s evolution during the 1980s.
🧩 Strategic Significance Within the 928 Line
- **Refinement Phase**: The S2 marked a critical mid-life update to the 928 platform. It introduced improved electronics (LH-Jetronic injection, electronic ignition), a more powerful 310 bhp 4.7L V8, and subtle chassis upgrades. These refinements helped Porsche maintain the 928’s relevance without a full redesign.
- **European Continuity**: While the U.S. received a different spec 928 during this period, the S2 allowed Porsche to keep the European market engaged with a model that felt fresh and competitive.
- **Platform for Innovation**: The S2 served as a testbed for features that would become standard in the S4—such as improved braking, suspension tuning, and emissions compliance.
🏛️ Broader Brand Impact
- **Preserving the GT Vision**: The 928 was Porsche’s boldest attempt to pivot toward a front-engined, V8-powered grand tourer. The S2 helped sustain that vision during a time when the 911’s future was uncertain.
- **Engineering Showcase**: Even if it didn’t dominate sales charts, the S2 demonstrated Porsche’s ability to blend performance, comfort, and cutting-edge tech—qualities that would later define models like the Panamera and Cayenne.
- **Cultural Undercurrent**: The S2 contributed to the 928’s cult status. It wasn’t the car that saved Porsche, but it was part of the narrative that proved Porsche could innovate beyond its air-cooled roots.
In short, the 928 S2 was a **quietly pivotal chapter** in Porsche’s story—less about revolution, more about evolution. It helped Porsche stay the course with its GT ambitions while laying groundwork for future diversification.
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COMMON FAULTS
The **Porsche 928 S2**, like many high-performance GTs of its era, has a few well-documented quirks and vulnerabilities. While it's a robust machine when properly maintained, here are the most common issues owners and specialists have flagged:
⚙️ Mechanical & Engine-Related Issues
- **Thrust Bearing Failure** (especially in automatics): Can lead to catastrophic engine damage if not addressed early.
- **Timing Belt & Water Pump**: Should be replaced every ~50,000 miles. Failure can cause serious engine damage, particularly on post-1985 models.
- **Mass Air Flow Sensor (MAF) Degradation**: Over time, the hot-wire sensor becomes brittle or miscalibrated, leading to poor performance or stalling.
🔌 Electrical Gremlins
- **Grounding Issues**: Poor or corroded ground points can cause erratic gauge readings, hard starts, or intermittent faults.
- **Fuse Box & Relays**: Aging components can lead to electrical shorts or non-functional accessories.
- **Dim Instrument Panel Lights**: Often due to aging rheostats or poor connections.
🧊 Cooling & HVAC
- **HVAC Controller Buzz or Failure**: Common in older units, especially in hot climates.
- **Radiator & Cooling Fans**: Can become inefficient or fail, leading to overheating if not regularly checked.
🛞 Drivetrain & Suspension
- **Transmission Slipping**: Particularly in high-mileage automatics; may require fluid service or rebuild.
- **Worn Suspension Bushings**: Can cause vague handling or clunks over bumps.
🚪 Body & Trim
- **Sunroof Malfunctions**: Often due to motor or track issues.
- **Headlights Not Retracting**: Usually traced to relay or motor faults.
🧰 Preventative Tips
- Regularly inspect and clean all electrical grounds and connectors.
- Stick to a strict timing belt and water pump replacement schedule.
- Monitor idle quality—rough idle or stalling may indicate MAF or vacuum issues.
- Use high-quality fluids and parts, especially for the cooling and ignition systems.
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Generations/Trim Levels
The **Porsche 928** evolved through several distinct generations and trim levels between 1977 and 1995, each reflecting Porsche’s gradual shift from analog GT to high-tech autobahn bruiser. Here's a structured overview:
🧬 Generations & Key Variants
| **Generation** | **Years** | **Key Features** |
|----------------|---------------|----------------------------------------------------------------------------------|
| **928 (Original)** | 1977–1982 | 4.5L V8, ~240 hp; clean design, early Bosch K-Jetronic injection |
| **928 S / S2** | 1980–1986 | 4.7L V8, up to 310 hp; S2 name used mainly in UK; improved brakes, suspension |
| **928 S4** | 1987–1991 | 5.0L V8, 316 hp; smoother styling, better aerodynamics, ABS, improved electronics |
| **928 GT** | 1989–1991 | Manual-only, sportier suspension, LSD, 330 hp; aimed at enthusiasts |
| **928 GTS** | 1992–1995 | 5.4L V8, 345 hp; flared rear arches, wider track, final and most powerful version |
🏁 Special Editions & Regional Variants
- **Clubsport (1988)**: Lightweight, stripped-down version with performance tweaks; rare and collectible.
- **SE (Sport Equipment)**: UK-only special with Clubsport-like upgrades but more comfort.
- **Weissach Edition (1982)**: U.S.-market special with unique trim and badging.
Each iteration brought incremental improvements in power, refinement, and technology. The **S2**, in particular, served as a bridge between the raw early models and the more sophisticated S4, making it a fascinating study in Porsche’s engineering evolution.
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Designer/Dimensions
The **Porsche 928 S2** was designed under the direction of **Anatole Lapine**, Porsche’s head of styling at the time, with the exterior penned by **Wolfgang Möbius**. Their goal was to create a futuristic, aerodynamic grand tourer that broke away from Porsche’s rear-engined tradition—hence the 928’s distinctive teardrop silhouette and pop-up headlights.
Here are the key **dimensions** for the 928 S2 (1984–1986):
📏 Exterior Dimensions
- **Length**: 4,447 mm (175.1 in)
- **Width**: 1,836 mm (72.3 in)
- **Height**: 1,282 mm (50.5 in)
- **Wheelbase**: 2,500 mm (98.4 in)
- **Curb Weight**: ~1,450 kg (3,197 lbs)
🛞 Track Width
- **Front**: 1,549 mm (60.98 in)
- **Rear**: 1,521 mm (59.88 in)
🧳 Practicality
- **Seating**: 2+2 configuration (rear seats are small but foldable)
- **Boot Capacity**: ~160 litres (5.7 cu ft)
The 928’s proportions were carefully engineered to support its front-engine, rear-transaxle layout, which gave it near-perfect weight distribution—an innovation that contributed to its superb high-speed stability.
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Where Manufactured
The **Porsche 928 S2** was manufactured at **Porsche’s main production facility in Zuffenhausen**, a district of Stuttgart, Germany.
This plant has been the heart of Porsche’s operations since the late 1930s and was responsible for building all variants of the 928 throughout its production run from 1977 to 1995. The Zuffenhausen facility handled not only final assembly but also engine production, making it a true cradle-to-road operation for the 928 line.
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Production Total
The **Porsche 928 S2** was produced exclusively for the European market between **1984 and 1986**, and while Porsche didn’t officially badge it as “S2” in all regions, the designation is commonly used—especially in the UK—to distinguish it from the earlier 928 S.
🔢 Estimated Production Totals
- **Total 928 S2 units produced**: Approximately **15,682**
This figure includes both manual and automatic variants sold primarily in Europe and the UK.
🇬🇧 UK Breakdown (approximate)
- **Manuals**: ~410 units
- **Automatics**: ~1,845 units
These numbers reflect UK registrations and give a sense of how the S2 was received in one of its key markets.
The S2’s production run was relatively short, making it one of the rarer 928 variants—especially outside Europe. That scarcity, combined with its transitional role in the 928 lineage, gives it a quiet but growing appeal among collectors.
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Price New
The **Porsche 928 S2** had a new list price in the UK of approximately **£29,000 to £32,000** when it was sold between 1984 and 1986, depending on specification and optional extras.
Here’s a bit more context:
💷 Price Breakdown (Period Estimates)
- **Base Price (1984)**: Around **£29,000**
- **Base Price (1986)**: Closer to **£32,000**, reflecting inflation and minor spec upgrades
- **Optional Extras**: Features like air conditioning, leather upholstery, and upgraded audio could push the price higher
To put that in perspective, the S2 was priced well above most executive saloons of the time and even rivalled some entry-level Ferraris—underscoring Porsche’s ambition to position the 928 as a premium GT rather than a pure sports car.
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Sales
The **Porsche 928 S2** was not a runaway sales success, but it played a steady, strategic role in Porsche’s lineup during the mid-1980s.
📉 Sales Performance in Context
- **Modest Numbers**: With around **15,682 units produced** between 1984 and 1986, the S2 had respectable but not spectacular sales—especially when compared to the 911, which consistently outsold it.
- **UK Market**: The S2 was relatively popular in the UK, with approximately **2,255 units registered** (manual and automatic combined), making it the most common 928 variant there.
- **Limited Global Reach**: The S2 was never officially sold in North America, which significantly limited its global exposure and volume.
🧭 Strategic Role vs. Commercial Impact
- **Brand Evolution**: The S2 helped Porsche refine the 928 platform and maintain momentum in the GT segment, even if it didn’t dominate sales charts.
- **Niche Appeal**: It attracted a specific clientele—buyers who wanted a luxurious, high-speed cruiser rather than a raw sports car.
In short, the 928 S2 was **not a blockbuster**, but it wasn’t a flop either. It served its purpose as a transitional model, keeping the 928 relevant while Porsche prepared the more advanced S4. Its legacy today is more about engineering evolution and cult appeal than commercial triumph.
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Most Favoured Colour
The **most favoured colour** for the Porsche 928 S2 in the UK market appears to have been **Zermatt Silver Metallic**, followed closely by **Guards Red** and **Granite Green Metallic**—though preferences varied by region and buyer profile.
🎨 Popular Colours for the 928 S2 (UK & Europe)
| **Colour Name** | **Type** | **Notes** |
|---------------------------|--------------------|--------------------------------------------------------------------------|
| **Zermatt Silver Metallic** | Metallic Silver | Timeless, understated, and easy to maintain—very popular among executives |
| **Guards Red** | Solid Red | Iconic Porsche colour, though some buyers avoided it for being too bold |
| **Granite Green Metallic** | Metallic Green-Grey| Subtle and elegant; popular in the mid-1980s luxury segment |
| **Prussian Blue Metallic** | Metallic Blue | Deep, rich tone that aged well and suited the 928’s GT character |
| **Black** | Solid | Always in demand, though harder to keep pristine |
These colours aligned with the S2’s target demographic—mature professionals who preferred **refined, conservative tones** over flamboyant hues. While Porsche offered a wide palette, including rare shades like **Ruby Red Metallic** and **Cassis Red**, the more subdued silvers, greys, and blues dominated showroom orders.
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Highest Sales Figures by Country
For the **Porsche 928 S2**, the highest sales figures were concentrated in **Europe**, with the **United Kingdom** emerging as the single most significant national market.
🌍 Top Country by Sales: United Kingdom
- **Approximate Units Sold**: ~2,255
- **Manuals**: ~410
- **Automatics**: ~1,845
- The UK was the only market where the “S2” designation was officially used, making it a focal point for this variant’s identity and sales.
🇩🇪 Germany and Other European Markets
- While exact country-by-country breakdowns beyond the UK are scarce, **Germany** and **Benelux countries** were also strongholds for the 928 S2, given Porsche’s domestic presence and brand loyalty in the region.
🌐 Global Context
- The S2 was **not officially sold in North America**, which significantly limited its global footprint. Instead, the U.S. received a different spec 928 during the same period, without the “S2” badge.
In short, the **UK led the charge**, followed by **Germany and other European nations**, while the S2 remained a rare sight elsewhere.
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Historical Pricing Comparisons
Let’s look at how the **Porsche 928 S2’s pricing** has evolved over time, particularly in the UK market where it was most prominent.
💷 **Original Price (1984–1986)**
- **New Price Range**: £29,000–£32,000
- This positioned it above most executive saloons and close to entry-level Ferraris, reflecting Porsche’s GT ambitions.
📈 **Current Market Values (2025)**
According to recent data from The Classic Valuer:
| **Condition** | **Typical Price Range** |
|-----------------------|-----------------------------|
| Project/Needs Work | £5,000–£10,000 |
| Good Usable Example | £12,000–£20,000 |
| Excellent Condition | £25,000–£35,000 |
| Concours/Low Mileage | £40,000+ |
- **Median Price (All 928s)**: ~£16,700
- **Highest Recorded Sale**: £129,375 (likely a rare or concours-level GTS)
📊 **Price Trend Insights**
- **Steady Appreciation**: Values have risen gently since 2016, with a sharper uptick for well-preserved or rare variants.
- **Condition Over Spec**: Buyers prioritize service history and originality over trim level.
- **Manuals Command Premiums**: Especially in the UK, where only ~410 S2 manuals were sold.
🧮 Inflation-Adjusted Comparison
- **£30,000 in 1985** ≈ **£100,000+ today** (adjusted for UK inflation)
This underscores how undervalued many 928s remain in today’s collector market.
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Main Rivals (Price)
To understand the Porsche 928 S2’s market positioning in the UK during the mid-1980s, it’s helpful to compare it with its key rivals—other high-performance GTs and luxury coupes of the era.
Here’s a snapshot of **new UK prices (circa 1984–1986)** for the 928 S2’s main competitors:
💷 **Contemporary Rivals & Their UK Prices**
| **Model** | **Approx. New Price (Mid-1980s)** | **Notes** |
|----------------------------------|-----------------------------------|---------------------------------------------------------------------------|
| **Porsche 928 S2** | £29,000–£32,000 | Front-engined V8 GT; Porsche’s flagship luxury tourer |
| **Jaguar XJ-S 5.3 V12 HE** | £22,000–£25,000 | Cheaper, but offered V12 power and grand touring comfort |
| **BMW 635CSi (E24)** | £21,000–£24,000 | Inline-six GT with strong handling and luxury appeal |
| **Mercedes-Benz 500 SEC (C126)**| £32,000–£36,000 | V8-powered coupe with prestige and refinement; more of a luxury cruiser |
| **Ferrari Mondial QV** | £32,000–£35,000 | Mid-engined 2+2; more exotic but less practical and less refined |
| **Aston Martin V8 (Series 4)** | £40,000+ | Hand-built British GT; more exclusive but dated by comparison |
🧭 Market Positioning Insight
- The 928 S2 sat **above the BMW and Jaguar** in price, reflecting its advanced engineering and Porsche badge.
- It was **on par with Ferrari and Mercedes-Benz** in cost, though it offered a very different blend of performance and usability.
- Compared to the **Aston Martin**, the 928 was more modern and better engineered, but less exclusive.
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Main Rivals (Performance)
To put the **Porsche 928 S2’s performance** in context, let’s compare it with its key UK-market rivals from the mid-1980s. The S2 offered around **310 bhp**, a 0–60 mph time of **6.2 seconds**, and a top speed of **155 mph**—impressive for a grand tourer of its day. Here's how its contemporaries stacked up:
🏁 Performance Comparison: 928 S2 vs. Key Rivals (UK, mid-1980s)
| **Model** | **Power (bhp)** | **0–60 mph** | **Top Speed** | **Notes** |
|----------------------------------|------------------|--------------|---------------|--------------------------------------------------------------------------|
| **Porsche 928 S2** | 310 | 6.2 sec | 155 mph | Front-engined V8, near 50:50 weight balance, refined GT performance |
| **Jaguar XJ-S 5.3 V12 HE** | 295 | 6.5–7.0 sec | 150 mph | Smooth V12, luxurious ride, slightly heavier and softer than the 928 |
| **BMW 635CSi (E24)** | 218 | 7.4 sec | 140 mph | Inline-six, excellent handling, but down on power compared to the 928 |
| **Mercedes-Benz 500 SEC (C126)**| 231 | 7.5–8.0 sec | 140–145 mph | V8-powered luxury coupe, more cruiser than bruiser |
| **Ferrari Mondial QV** | 240 | 6.8–7.0 sec | 143 mph | Mid-engined 2+2, exotic badge, but less torque and refinement |
| **Aston Martin V8 (Series 4)** | 305–320 | 6.0–6.5 sec | 150–155 mph | Hand-built British muscle, powerful but heavier and more traditional |
🔍 Observations
- The **928 S2 was among the fastest and most balanced** GTs of its era, especially in terms of handling and high-speed stability.
- **Jaguar and Aston Martin** offered similar straight-line pace, but with less modern chassis dynamics.
- The **BMW and Mercedes** were more affordable and refined, but not as quick or technically advanced.
- The **Ferrari Mondial** brought mid-engine flair but lacked the torque and usability of the 928.
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Engine/Performance
The **Porsche 928 S2** was powered by a refined version of Porsche’s front-mounted V8, offering a blend of performance, smoothness, and long-distance cruising ability. Here’s a detailed breakdown of its engine specification:
⚙️ Engine Specifications – Porsche 928 S2 (1984–1986)
| **Attribute** | **Specification** |
|--------------------------|--------------------------------------------------|
| **Engine Type** | Naturally aspirated **V8**, 90° configuration |
| **Displacement** | **4,664 cc** (4.7 litres) |
| **Bore x Stroke** | 97 mm × 78.9 mm |
| **Compression Ratio** | **10.4:1** |
| **Fuel System** | Bosch **LH-Jetronic** fuel injection |
| **Ignition** | Electronic ignition system |
| **Power Output** | **310 PS (306 bhp / 228 kW)** @ 5,900 rpm |
| **Torque** | **400 Nm (295 lb-ft)** @ 4,100 rpm |
| **Valvetrain** | SOHC, **2 valves per cylinder** (16 valves total)|
| **Engine Position** | Front, longitudinal |
| **Drive Layout** | Rear-wheel drive (RWD) via rear-mounted transaxle|
This engine gave the S2 a 0–60 mph time of around **6.2 seconds** and a top speed of **155 mph**, making it one of the fastest GTs of its era. The combination of a front-mounted V8 and rear transaxle also delivered near-perfect weight distribution—an engineering hallmark of the 928 series.
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Historical Advertisements & Marketing Strategy
The **Porsche 928 S2’s advertising and marketing strategy** in the mid-1980s reflected Porsche’s broader ambition to reposition itself as a maker of refined, high-performance grand tourers—not just rear-engined sports cars. Here's how that played out:
📰 Historical Advertisements: Themes & Messaging
Porsche’s print ads for the 928 series—especially the S2—were often minimalist, aspirational, and technically focused. Some standout themes included:
- **Performance Meets Luxury**: Ads emphasized the 928’s ability to cruise at high speeds in comfort, often using taglines like *“Zero to sixty. And back to zero.”* or *“Racing makes technology go faster”*.
- **Engineering Sophistication**: Porsche highlighted the 928’s V8 engine, transaxle layout, and near-perfect weight distribution as hallmarks of innovation.
- **Visual Restraint**: Many ads featured a single image of the car—often in motion or in a dramatic setting—paired with a sharp, confident one-liner.
- **Brand Consistency**: Even as the 928 diverged from the 911’s formula, Porsche’s ads reinforced the idea that *“Porsches change. What makes them Porsches doesn’t.”*
You can explore a curated archive of these vintage ads on [Ad Patina’s Porsche 928 collection](https://www.adpatina.com/collections/porsche-928-ads).
🎯 Marketing Strategy: Positioning the 928 S2
The 928 S2’s marketing was part of a broader Porsche strategy that included:
- **Target Audience**: Affluent professionals seeking a blend of performance and comfort—especially those who might otherwise consider a Jaguar XJ-S, BMW 635CSi, or Mercedes 500 SEC.
- **Premium Pricing**: At £29,000–£32,000, the S2 was priced to signal exclusivity and engineering pedigree.
- **European Focus**: With no official U.S. release, Porsche concentrated its efforts on the UK and continental Europe, where the “S2” badge had more resonance.
- **Heritage Meets Modernity**: Porsche leaned on its motorsport legacy while promoting the 928 as a forward-looking GT—an ethos that would later influence the Panamera.
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Rarity & Collector Appeal
The **Porsche 928 S2** occupies a fascinating niche in the collector car world—less celebrated than the 911, but increasingly appreciated for its engineering, rarity, and under-the-radar charm.
🔍 Rarity Snapshot
- **Total Production**: Approximately **15,682 units** (1984–1986)
- **UK Market**: Around **2,255 units** sold
- **Manuals**: ~410
- **Automatics**: ~1,845
- **No U.S. Sales**: The S2 was never officially sold in North America, making it especially rare outside Europe
Compared to later 928 variants:
- **S4**: ~833 UK units
- **GT**: ~225 UK units
- **GTS**: ~195 UK units (only 45 manuals)
So while the S2 was the most common 928 in the UK, it remains **rare globally**, especially in manual form.
💎 Collector Appeal
- **Transitional Significance**: The S2 bridges early raw 928s and the more refined S4, making it a compelling “sweet spot” for purists.
- **Manual Rarity**: With only ~410 manuals in the UK, these command a premium and are increasingly sought after.
- **Underappreciated Status**: The S2 still flies under the radar, offering excellent value compared to the GTS or even the S4.
- **Engineering Pedigree**: Its V8, transaxle layout, and near-perfect weight distribution make it a rewarding drive—especially for those who appreciate analog GTs.
📈 Market Outlook
- **Rising Interest**: As 911 prices soar, collectors are turning to transaxle Porsches like the 928 for their blend of usability and uniqueness.
- **Condition Matters**: Well-maintained, original examples—especially manuals—are seeing steady appreciation.
- **Cult Following**: The 928 community is passionate and growing, with clubs, forums, and events dedicated to preserving these cars.
In short, the 928 S2 is a **quiet classic**—not the loudest in the room, but increasingly respected for its engineering, rarity, and role in Porsche’s evolution.
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Recorded in UK 2025
As of **Q2 2024**, there were approximately **105 Porsche 928s licensed** and **112 on SORN (Statutory Off Road Notification)** in the UK. While this figure includes all 928 variants, the **S2 remains the most common** in the UK, with around **2,255 originally sold**—**~410 manuals** and **~1,845 automatics**.
Given typical attrition rates and survival trends, it’s likely that **a majority of the currently recorded 928s are S2s**, especially among those still on the road. However, precise model-specific registration data for 2025 hasn’t been published yet.
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Target Age Group
The **Porsche 928 S2** was aimed squarely at a **mature, affluent audience**—typically **professionals in their 30s to 50s** during the mid-1980s—who valued high-speed comfort, understated luxury, and engineering sophistication over raw sports car theatrics.
🎯 Target Demographic Characteristics
- **Age Range**: 35–55 years old
- **Profession**: Executives, entrepreneurs, architects, engineers—those with a taste for innovation and refinement
- **Lifestyle**: Likely to appreciate long-distance touring, golf weekends, and continental road trips rather than track days
- **Buying Motivation**:
- Wanted Porsche prestige without the compromises of a 911
- Preferred automatic transmission and creature comforts
- Valued subtlety and technical excellence over flashiness
🧠 Marketing Implications
Porsche’s advertising leaned into this demographic by emphasizing:
- **Grand touring capability** over outright sportiness
- **Technological sophistication** (V8, transaxle layout, weight distribution)
- **Luxury and comfort**—air conditioning, leather, and smooth ride quality
In short, the 928 S2 was for the discerning driver who wanted to arrive fast, but not flustered.
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Influence of Target Age Group
The **target age group** for the Porsche 928 S2—primarily professionals aged **35 to 55** in the mid-1980s—had a significant influence on the car’s **design, features, and marketing strategy**. Porsche tailored the S2 to meet the expectations of a more mature, affluent audience who valued refinement as much as performance.
🧠 Influence on Design & Engineering
- **Comfort-Oriented GT Layout**: The 928 S2 emphasized long-distance comfort with a spacious cabin, smooth ride, and automatic transmission options—ideal for executives and seasoned drivers.
- **Subtle Styling**: Unlike the flashier 911 or Ferrari rivals, the 928 S2 had a restrained, aerodynamic design that appealed to buyers who preferred understated elegance.
- **Advanced Technology**: Features like Bosch LH-Jetronic fuel injection, electronic ignition, and a transaxle layout reflected the age group’s appreciation for innovation and engineering sophistication.
💼 Influence on Marketing & Positioning
- **Professional Prestige**: Ads often highlighted the 928 as a car for those who had “arrived”—a reward for success rather than a youthful thrill ride.
- **Luxury Over Sportiness**: Porsche leaned into the S2’s grand touring credentials, promoting its ability to cruise at high speeds in comfort rather than dominate racetracks.
- **Selective Exclusivity**: The pricing and tone of marketing positioned the S2 as aspirational but not ostentatious—perfect for buyers who wanted distinction without flash.
📈 Long-Term Impact
- **Brand Diversification**: The 928 S2 helped Porsche broaden its appeal beyond the traditional 911 buyer, laying groundwork for future models like the Panamera and Cayenne.
- **Collector Demographics**: Today, many 928 S2 enthusiasts are from the same generation that first admired it—now seeking nostalgia, analog driving feel, and V8 refinement.
In essence, the target age group didn’t just influence the S2—they *defined* it.
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Parts Bin Engineering
The **Porsche 928 S2** was a largely bespoke machine, but it wasn’t entirely immune to the occasional dip into the **Volkswagen-Audi Group (VAG) parts bin**—especially for non-critical components. Porsche, ever pragmatic, selectively reused parts where it made sense, particularly for interior fittings and electrical hardware.
Here’s a breakdown of known and suspected parts-bin elements in the 928 S2:
🧩 Parts Bin Components in the 928 S2
| **Component** | **Shared With** | **Notes** |
|-------------------------------|--------------------------------------------|--------------------------------------------------------------------------|
| **Window switches** | VW Golf Mk1 / Scirocco | Common VAG switchgear, used across multiple Porsche models |
| **Indicator and wiper stalks**| Audi 100 / VW Passat | Identical stalks found in several Audi/VW models of the era |
| **HVAC controls** | VW Passat / Audi 80 | Rotary dials and sliders reused with minor cosmetic tweaks |
| **Interior light units** | VW Beetle / Golf Mk1 | Simple dome lights shared across the VAG range |
| **Ignition switch** | VW Transporter / Audi 100 | A classic VAG part used in many 1980s vehicles |
| **Door handles (internal)** | VW Scirocco / Audi 80 | Functional and cost-effective reuse |
| **Relays and fuses** | VW/Audi Group | Standard Bosch components across the VAG ecosystem |
🛠️ What Was *Not* Shared
- **Engine, transaxle, suspension, and braking systems** were **entirely Porsche-designed**—no parts-bin shortcuts here.
- The **bodywork, chassis, and drivetrain layout** were unique to the 928 platform, reflecting Porsche’s commitment to engineering excellence.
🧠 Why It Mattered
- **Cost Efficiency**: Sharing minor components helped Porsche keep development costs manageable without compromising performance.
- **Serviceability**: Parts-bin items are often easier to source today, which is a blessing for restorers and owners.
- **Brand Cohesion**: Despite shared parts, Porsche ensured the 928 retained a distinct identity through bespoke design and engineering.
If you're restoring or maintaining a 928 S2, knowing which parts are shared can be a real advantage—both for sourcing replacements and understanding the car’s engineering philosophy.
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Spares
There’s a healthy ecosystem of suppliers in the UK and Ireland that cater to the Porsche 928 S2, thanks to its cult following and shared components across the 928 range. Here are some of the most reputable sources:
🛠️ **Top Spare Parts Suppliers**
| **Supplier** | **Specialty** | **Website** |
|--------------|----------------|-------------|
| **Heritage Parts Centre** | Extensive range of new parts for all 928 variants, including S2; known for quality and service | [Heritage Parts Centre](https://www.heritagepartscentre.com/uk/porsche/928.html) |
| **Tech 9 Motorsport** | UK’s No.1 for 928 parts; offers both OEM and performance upgrades | [Tech 9](https://www.tech-9.co.uk/product-category/model/928/) |
| **928-944Parts.com** | Based in Europe but ships to the UK/Ireland; excellent for rare or custom restoration parts | [928-944Parts](https://928-944parts.com/en/collections/porsche-928) |
| **Porsche Centre Belfast / Porsche Classic Partners** | OEM parts and factory support; ideal for authenticity and provenance | Contact local dealer |
| **eBay UK & Porsche Club GB Classifieds** | Good for used parts, rare trim, and enthusiast-to-enthusiast sales | Search by part number or model |
📦 Tips for Sourcing
- **Cross-reference part numbers**: Many components are shared across 928 variants—especially electrical and interior fittings.
- **Join enthusiast forums**: Communities like 928.org.uk or Rennlist often have members selling spares or offering advice.
- **Consider modern equivalents**: For items like relays, hoses, or bushings, modern replacements can be more reliable and cost-effective.
*****
Manufacturer Recommended
Engine Oil: For the **Porsche 928 S2**, the factory originally recommended **high-quality mineral-based multigrade oils**, typically in the **15W-40** or **20W-50** range, depending on climate. These oils were chosen for their ability to maintain viscosity under high temperatures and provide adequate protection for the 4.7L V8’s internals—especially given the car’s long oil change intervals and high-speed touring intent.
🏭 **Factory Recommendations (1984–1986)**
| **Climate** | **Recommended Oil Grade** |
|---------------------|---------------------------|
| Temperate (UK/Europe) | **15W-40** or **20W-50** mineral oil |
| Cold climates | **10W-40** or **10W-50** |
| Hot climates | **20W-50** |
- Porsche’s original guidance was based on **API SH/CD** or similar quality ratings.
- Synthetic oils were not factory-filled at the time but were compatible with the engine design.
🛢️ **Modern Equivalents (2025 UK/Ireland)**
Today, many owners and specialists opt for **high-zinc, high-shear synthetic or semi-synthetic oils** that offer better protection and longevity. Here are trusted modern options:
| **Modern Oil** | **Viscosity** | **Type** | **Why It Works** |
|----------------------------------|---------------|------------------|--------------------------------------------------------|
| **Valvoline VR1 Racing** | 20W-50 | Mineral or Synthetic | High zinc (ZDDP), excellent for flat-tappet engines |
| **Millers Classic Sport** | 20W-50 | Semi-synthetic | Designed for classic high-performance engines |
| **Motul 4100 Turbolight** | 15W-50 | Semi-synthetic | Good balance of flow and protection |
| **Fuchs Titan Race Pro R** | 15W-50 | Fully synthetic | Motorsport-grade, high HTHS rating |
| **Mobil 1 FS X1** | 15W-50 | Fully synthetic | Widely available, good for warm climates |
🔧 Practical Tips
- **ZDDP Content**: Choose oils with **high zinc/phosphorus** (ZDDP) levels to protect cam lobes and lifters.
- **Oil Change Interval**: Every **5,000–6,000 miles** or **annually**, whichever comes first.
- **Filter**: Use a **MANN or MAHLE** filter for best fit and flow.
**
Transmission Oil: For the **Porsche 928 S2**, the factory recommended different transmission oils depending on whether the car had a **manual** or **automatic** gearbox. Here's a breakdown of both, along with trusted modern equivalents available in the UK and Ireland:
⚙️ Manual Transmission (5-speed)
🏭 **Factory Recommendation (1984–1986)**
- **Type**: Hypoid gear oil
- **Viscosity**: **SAE 75W-90**
- **Specification**: **API GL-5**
This oil was chosen for its ability to handle high-pressure gear meshing, especially in the rear-mounted transaxle.
🛢️ **Modern Equivalents**
| **Brand** | **Product** | **Notes** |
|------------------------|----------------------------------|------------------------------------------------|
| **Red Line** | 75W90 GL-5 Gear Oil | Excellent cold-shift performance |
| **Fuchs Titan Sintopoid** | 75W-90 GL-5 Fully Synthetic | OEM-grade, widely used in classic Porsche circles |
| **Motul Gear 300** | 75W-90 GL-5 | High-performance synthetic with strong film strength |
| **Castrol Syntrax** | 75W-90 GL-5 | Readily available and Porsche-approved |
🔧 *Avoid GL-4 oils unless specifically required—they lack the extreme pressure additives needed for the 928’s hypoid gears.*
⚙️ Automatic Transmission (4-speed)
🏭 **Factory Recommendation**
- **Type**: Automatic Transmission Fluid (ATF)
- **Spec**: **Dexron II or Dexron III**
These fluids were standard for many European automatics in the 1980s.
🛢️ **Modern Equivalents**
| **Brand** | **Product** | **Notes** |
|------------------------|----------------------------------|------------------------------------------------|
| **Mobil ATF 220** | Dexron II | Closest match to original spec |
| **Fuchs ATF 4000** | Dexron III | Compatible with older Dexron specs |
| **Comma AQ3** | Dexron III | Budget-friendly and widely available |
| **Liqui Moly Top Tec ATF 1200** | Dexron III | Premium synthetic with excellent thermal stability |
🔧 *Always check for compatibility with seals and clutch packs in older transmissions—some modern synthetics may be too “slippery” unless specifically designed for classic applications.*
**
Spark Plugs: For the **Porsche 928 S2 (1984–1986)**, the factory recommended **Bosch WR7DC+** copper-core spark plugs. These were chosen for their compatibility with the 4.7L V8’s combustion characteristics and ignition system—particularly the Bosch LH-Jetronic fuel injection and electronic ignition setup.
🏭 Factory-Recommended Spark Plug
| **Specification** | **Details** |
|--------------------------|--------------------------------------|
| **Brand** | Bosch |
| **Model** | **WR7DC+** |
| **Type** | Copper-core, single electrode |
| **Gap** | ~0.7 mm (0.028 in) |
| **Thread Size** | M14 x 1.25 |
| **Reach** | 19 mm |
| **Hex Size** | 21 mm (13/16") |
🛑 *Avoid platinum or multi-electrode plugs*—928 engines are known to run poorly with them due to differences in heat dissipation and spark propagation.
🔧 Trusted Modern Equivalents
| **Brand** | **Model** | **Type** | **Notes** |
|---------------|-------------------|------------------|------------------------------------------------|
| **Bosch** | WR7DC+ (7900) | Copper-core | Direct OE replacement |
| **NGK** | BPR6ES (7131) | Copper-core | Excellent compatibility, widely available |
| **Denso** | W20EP-U | Copper-core | Reliable Japanese alternative |
| **Beru** | 14-7DU | Copper-core | Period-correct German option |
🧰 Tips for Installation
- **Gap Check**: Always verify and adjust the gap to ~0.7 mm before installation.
- **Torque Spec**: ~25 Nm (18 lb-ft) on clean, dry threads.
- **Change Interval**: Every **30,000–40,000 miles** or sooner if performance degrades.
**
Tyres: For the **Porsche 928 S2 (1984–1986)**, the factory recommended **225/50 ZR16** tyres on 7Jx16 wheels—both front and rear. These were high-performance tyres designed to complement the car’s grand touring character and transaxle balance.
🏭 Factory-Recommended Tyres (Period-Correct)
| **Tyre Model** | **Size** | **Porsche N-Rating** | **Notes** |
|--------------------------------|------------------|----------------------|-------------------------------------------|
| Pirelli P-Zero Asimmetrico | 225/50 ZR16 | N3 | Excellent dry grip, period-correct tread |
| Bridgestone Potenza S-02 | 225/50 ZR16 | N3 | Strong wet/dry balance |
| Continental ContiSportContact | 225/50 ZR16 | N1 | Porsche-approved, good all-rounder |
| Michelin SX MXX3 | 225/50 ZR16 | N2 | Classic Porsche fitment, now rare |
🔧 *N-rated tyres* (N0, N1, N2, etc.) are Porsche-approved and tested for compatibility with the 928 chassis and suspension dynamics.
🛞 Modern Equivalents (2025 UK/Ireland)
If you're looking for tyres that match the original spec but use modern compounds and construction, here are top choices:
| **Modern Tyre** | **Size** | **Type** | **Why It Works** |
|-------------------------------|------------------|----------------------|-------------------------------------------|
| **Pirelli Cinturato P7** | 225/50 YR16 | Classic Performance | Porsche-approved, period-correct look |
| **Michelin Pilot Sport 4** | 225/50 R16 | Ultra High Performance | Excellent grip, modern compound |
| **Bridgestone Potenza RE050A** | 225/50 R16 | Sport Touring | Balanced performance and comfort |
| **Vredestein Sprint Classic** | 225/50 R16 | Classic Tyre | Vintage styling with modern tech |
🧠 *Tip*: Stick with **matching tyres front and rear**, and avoid mixing brands or tread patterns—especially on a transaxle car like the 928.
*****
Racing
While the **Porsche 928 S2** was never a factory-backed motorsport icon like the 911, it did see **limited but notable racing involvement**, particularly in endurance events—often as a platform to showcase Porsche’s engineering versatility.
🏁 Notable Racing Appearances
- **IMSA GT Championship (1980s)**
The 928 S2 and its close relatives competed in the **GTO class** of the American IMSA series.
- Most famously, a **928 S** (closely related to the S2) **won its class at the 1983 12 Hours of Sebring**, driven by **Al Holbert, Derek Bell, and Al Unser Jr.**.
- This victory highlighted the 928’s endurance potential, even if it wasn’t a regular on the grid.
- **24 Hours of Le Mans (1984)**
A **928 S** finished **5th in the GTP class**, demonstrating respectable reliability and pace under extreme conditions.
- **Brumos Racing (1984 Daytona)**
Porsche sent an **experimental all-aluminium 928 S** to Brumos Racing for the **24 Hours of Daytona**, with strict instructions not to modify it—part of a marketing push to promote the 928’s performance credentials in North America.
🧠 Why It Wasn’t a Racing Staple
- The 928 was designed as a **luxury GT**, not a lightweight racer.
- Its **front-engine, rear-transaxle layout** was innovative but less suited to the tight, nimble circuits where the 911 thrived.
- Porsche’s motorsport focus remained firmly on the 911 and later the 956/962 prototypes.
🏆 Legacy in Motorsport
While the 928 S2 didn’t build a trophy cabinet, its **Sebring class win** and **Le Mans finish** proved it could hold its own when called upon. Today, it enjoys a quiet cult status among endurance racing enthusiasts who appreciate its underdog credentials.
*****
Valuation
As of 2025, the **Porsche 928 S2** holds a solid position in the UK classic car market, with values reflecting its growing appreciation among enthusiasts—especially for well-preserved or rare manual examples.
💷 **UK Market Values (2025)**
| **Condition** | **Estimated Value Range** |
|-----------------------|---------------------------|
| Project/Needs Work | £5,000 – £10,000 |
| Good Usable Example | £12,000 – £20,000 |
| Excellent Condition | £25,000 – £35,000 |
| Concours/Low Mileage | £40,000+ |
- **Median Price (All 928s)**: ~£16,700
- **Highest Recorded Sale (928 range)**: £129,375
*(likely a concours-level GTS or rare variant)*
📈 Market Insights
- **Manual S2s** (only ~410 sold in the UK) command a premium over automatics.
- **Originality and service history** are key value drivers—buyers favour unmodified cars with documented provenance.
- **Colour and spec** can influence desirability; Zermatt Silver and Prussian Blue remain popular.
****
Investment Assessment
I’d give the **Porsche 928 S2 a solid 3.5 out of 5** on the financial investment scale—but let’s round it to a **✨ 4 out of 5** if you choose the *right* example and think with a long-term horizon. Here's the rationale:
💰 **Why It Deserves a 4**
- **Undervalued Classic**: The 928 S2 still sits below its replacement cost and inflation-adjusted original price, making it one of the few V8 GTs from the ‘80s with room to grow.
- **Manuals Are Rare Gold**: With only ~410 manuals sold in the UK, they’re increasingly sought after. Values for clean examples have been rising noticeably.
- **Steady Appreciation**: Market interest in transaxle Porsches has been trending upward, especially as 911 values reach stratospheric levels.
- **Parts & Knowledge Support**: Availability of parts, club support, and restoration guidance makes preservation practical—key for investment-grade cars.
⚖️ **Why It’s Not a 5**
- **Automatics Lag**: The majority are automatics, and these don’t command the same premium, though values are stabilising.
- **Limited Global Cult**: While admired, the S2 doesn’t (yet) have the feverish international demand of the GTS or rare 911s.
- **Restoration vs. Return**: Restoration costs can exceed resale value if the car isn’t carefully chosen.
*****
Clubs
🇬🇧 **Porsche Club GB – Northern Ireland Region (R27)**
This is the **official Porsche Club Great Britain chapter** for Northern Ireland, and it warmly welcomes **928 owners** alongside all other Porsche models. While not 928-exclusive, it’s a vibrant and active community with a strong appreciation for transaxle cars like the S2.
- **Membership**: ~300 enthusiasts, including support from the Republic of Ireland
- **Events**: Monthly meets (Lisburn & Newtownabbey), scenic drives, and the annual *Festival of Porsche*
- **Support**: Backed by **Porsche Centre Belfast**, which is an honorary member of the club
- **Website**: [Porsche Club GB – Northern Ireland Region](https://www.porscheclubgb.com/regions-registers/regions/ireland/northern-ireland)
🌍 **928 Owners Club (928OC) – International**
If you're looking for a **928-specific community**, the [928 Owners Club](https://www.928oc.org/) is the largest global network dedicated solely to the model. While based in the U.S., it welcomes UK members and offers:
- A **registry of over 3,900 cars**
- Technical forums, tool loan programs, and event listings
- A great place to connect with other S2 owners and restoration experts
*****