Marque: Porsche - Company History & Models - Cars By Brand

PAST: The prototype was mid-engine, then the power unit moved to the rear as Porsche’s first eponymous car adopted the layout of the founder’s VW ‘kdf-car’, with four-cylinder, horizontally-opposed, air-cooled, unit behind the rear axle. Light weight, and slippery shape, made up for grunt; 356A was faster, more aerodynamic, more glass for 1961.

PRESENT: Four models to choose from: pre-A, 356A, B and C, with engines from 1100cc to 1600cc, and by the time the model ceased production the 1600SC had all-wheel disc brakes and a very useful 95bhp. Hot potato of the range was the Carrera GS with four-cam, 115bhp engine. They don’t feel like a 911 but for many that’s the car’s real appeal.

FUTURE: Early cars virtually unobtainable. Cabrio demand much more than coupes, with Speedsters six figure stuff. Original cars can be full of rust and, you’ll never get your money back on a restoration either!

PAST: Safety legislation in the USA demanded changes, and Porsche responded by mounting front and rear bumpers on collapsible tubes. The ‘impact bumper’ cars lost the pure shape of the early 911, but gained part-zinc coated body shells from ‘76. Engines increased to 2.7-litres with emission control K-Jetronic injection systems on 911 and 911S, the Carrera, used the same unit as the RS of ’73. The Carrera 3 of 1976 was a 3.0-litre replacement for this top of the range model. Targa body and Sportomatic semi-automatic transmission continued to be available.

PRESENT: The 2.7 Carrera was, in effect, a fully-specced version of the previous RS, and offers almost identical performance but with less heroics and costs. Cheaper LHD models can be good but many are badly maintained.

FUTURE: As early 911s further rise in value the ‘74-’78 cars will be the next target for collectors. Carrera 3 is a gem.

The last Porsche 928s cost over £72,000, but this is one supercar that no longer commands anything like supercar money. Just £5000 is enough to get you into a half decent motor, and for that you’re getting at least a 4.5-litre V8, necksnapping acceleration and one of the most stirring profiles on the road. Launched in 1977 as a potential successor to the rearengined 911, the 928 cast aside Porsche tradition and won the 1978 Car of the Year in the process (previous winner: Rover SD1). Instruments that moved as you adjusted the steering wheel were just one of the technical innovations. Now this crushingly fast, hugely complex sports cruiser is a performance bargain – even the last 1990s 5.4-litre cars struggle to fetch more than £15,000. It also stands on the plinth of penury as one of automotive’s greatest money pits. Setting aside the V8 thirst, this Porsche has the power to turn a routine service into a savings sapping nightmare. Lincoln-based specialist Robert Gant of Gantspeed has a stern warning for those eyeing up the £5k price tags. “The 928 is a very complex motorcar and is very expensive to work on.” It’s not so much the parts, he tells us, more the man hours needed to make it right. He advisers buyers to “spend a long time looking, buy the best and keep several thousand pounds left in the pocket to put it right.” Once you’ve done that, then you should be able sail through a 12,000 mile service paying just the minimum of £600.

PAST: The replacement for the entry level 912, the 914 was a collaboration with Porsche providing know-how, bodybuilders Karmann doing the assembly, and VW supplying most of the bits. The 1.7-litre, four-cylinder, unit came from the VW 411, but it was mounted amidships and connected to a five-speed Porsche gearbox. Capacity increased to 1.8-litre in 1973, when a 2.0-litre was also available. The 914-6, with 110bhp Porsche 911T engine, gave superior performance, but was only produced for two years.

PRESENT: Not many cars got to the UK, and all but a few Crayford conversions were LHD. The four pot cars feel pretty slow albeit with safe if rather bland handling. It’s purely a two-seater (no ‘back seats’ like 911) but all cars have a snug Targa top. Six-pot cars are rare but much faster.

FUTURE: Some argue that it’s not a real Porsche,but it grows on you. Prices are starting to rise but it’s dear to restore.

PAST: Mid 70s, Porsche thought 911 was dated, and the 928 grand tourer was to be the replacement. Layout was similar to the 924 but all-alloy V8 was purely Porsche. Originally 4.5-litres (240bhp) it would grow to 5.4-litres (345bhp); from 1986 twin-cam, 16-valve, heads were employed. As befitted the four-seat, luxury, GT, automatic was a popular option, and almost every control was powered. The 928CS (Club Sport) of 1987 was a lightweight, limited special and wonderful. The 928
lasted 18 years, but 911 kept on going and going!

PRESENT: A reputation for complex electrics puts many off, but 928 ownership can be rewarding. Four valves per cylinder cars are best and all excel with their pace and foolproof handling. More a GT than 911 type sports car.

FUTURE: Prices are as low as they might get, do buy a good one as there are many doggy ones around.

PAST: The Audi-manufactured 944 combined wide-arch 924 styling and layout with a Porsche, all-alloy, engine that was, more or less, one bank of the 928 motor, the vibration problems of a 2.5-litre four dampened by a balance shaft. Introduced 1981, the single-cam, eight-valve, unit delivered 163bhp, but this rocketed to 220bhp when a turbo was added in ’85. Twin cam, 16-valve, 944S appeared in ’87, and in ’89 was increased to 3.0-litres for the S2. An eight-valve, 2.7-litre, model was produced for 1989 only. Final evolution was the Porsche-built 968, with revised bodywork and VarioCam 3.0 engine.

PRESENT: Unlike 924, 944 is a proper Porsche and highly usable and practical with it. Vivid performance, excellent handling and the later 968 is a real cracker.

FUTURE: All are keenly priced but values will rise, especially for rare 968 Club-sport and original, top notch 944s.

PAST: The final and logical development of the 911 in itsbasic form, the 3.2-litre engine raised the power game to 231bhp in coupe, Targa and cabrio bodies. Luxury spec, and ‘bling’ in the form of a massive rear wing (borrowed from the Turbo) and front spoiler, were perfect for the excesses of the mid-to-late ‘80’s. For 1987, the ‘915’ gearbox used on the 911 since 1972 was replaced by the famed G50 unit with hydraulic clutch. The Clubsport of ‘87-’89 was lightweight with blueprinted engine and uprated suspension, and a limited run Speedster version came in ’89.

PRESENT: Despite the ‘yuppie’ image, it’s a fine car and the last run-of-the-mill Porker that you you drive through the seat of your pants. Clubsport are the best but really all are good bets so long as you buy with some service history.

FUTURE: Values remain solid as the later 964 dips below top Carrera 3.2 prices. Buy on condition not price – or else!

PAST: Horror of horrors! The 911 became water-cooled with the four valves per cylinder, dual overhead cams per cylinder bank, Variocam timing, twin-plug, M96 engine, first in 3.4-litre, then (from 2002) 3.6-litre, guise. As power ever increased, the successor to the 911 developed into a sophisticated GT, in coupe and cabrio form. Usual (extra) high performance versions available, naturally: Turbo (418bhp), GT3 (375bhp) and GT2 (457bhp).

PRESENT: A very capable car, but one blighted by poorer (than previous) quality control and a reputation for cracked cylinder liners and oil leaks from either the rear main bearing or the intermediate shaft. (3.4 engines worse than later 3.6.) A good one is great, a rogue very expensive to repair so it’s vital that you get one with a proper Porsche history..

FUTURE: Good 993 models command more than early 996 so keep an eye out. Not a classic so buty cheap and sit on it.