928S Se­ries 4, with Sport Equip­ment, is how we should re­ally be de­scrib­ing each of these ma­chines, but it’s a bit of a mouth­full, so we’ll stick with SE

911 Porsche World - - 928 Road Rac­ers -

‘they’re old cars, they’re 30-years old, so it’s prob­a­bly typ­i­cal to see that sort of mileage. Yet you look at the up­hol­stery, it’s ab­so­lutely fine, be­cause these cars were so ex­pen­sive when they were new, £54-grand in 1988, much more ex­pen­sive than a 911 Turbo; it was the most ex­pen­sive car Porsche sold, and most of them were bought by com­pa­nies and owned by com­pany di­rec­tors. Of the ones I’ve seen, they’ve all done a lot of miles in the early years, when it was not un­com­mon to see 15- or 20,000-miles per year for the first few years, and then ob­vi­ously as they got sold on and passed into the hands of en­thu­si­asts they’ve come right off. But I’m sure the de­pre­ci­a­tion was pretty mas­sive in those first two or three years. Who wanted a 928 with a man­ual gear­box? Horses for cour­ses, re­ally. When I’m set­ting off from traf­fic lights I’ll go off in 1st, skip 2nd, and go into 3rd. The en­gine is re­ally torquey, and in spir­ited driv­ing its 3rd and 4th gear ra­tios are lovely, and you can re­ally wind it up in the revs: there’s a big spread in 3rd and 4th gear, so you al­most use 1st as a mov­ing off gear, and 3rd and 4th are your fun gears, while 5th is just an over­drive for the mo­tor­way. And any­way, it’s nice to have that con­trol, rather than an auto that re­lies on kick-down. The 928 man­ual was a pretty rare car re­ally, like or­der­ing a man­ual Panam­era nowa­days, it seems kind of per­verse.’

Phil brought the street SE (WP0ZZZ92ZJS841914) out of stor­age af­ter last win­ter and the first task was chang­ing a wheel bear­ing and re-plat­ing all the orig­i­nal parts, ce­ramic-coat­ing the ex­haust a grey hue, and re­plac­ing all the fuel lines. ‘When you buy new fuel lines from Porsche they come in a brass colour, and in pe­riod they were an olive green, so we spent ages spray­ing dif­fer­ent colours of olive green till we got the right colour, and then we re­sprayed the lines and fit­ted them. An­other rea­son is that they are a bit prone to fail­ing, with these cars go­ing up in smoke, so I carry a fire ex­tin­guisher in the back. There are new bushes and new rear shocks on the back axle, which gave it a new lease of life. The springs are unique to an SE, so we blasted and pow­der-coated them, and the dampers are Koni Sports, specif­i­cally for this model, and it’s ac­tu­ally quite sup­ple on the road. The brakes and brake lines have been re­stored; we’ve had all the calipers off, taken the pis­tons out, fit­ted new seals, re-painted the calipers – which were also unique to this model. I ap­pre­ci­ate fine han­dling cars, and for me this is such a fan­tas­tic car, very nice to drive.’ Other race peo­ple thought so, too: back in the day, this car be­longed to 1974 Scot­tish Rally Cham­pion, Arthur Jasper, and an­other SE was owned by For­mula 5000 ace Tom Belso.

It has other pe­riod re­lated qual­i­ties, too. ‘What I also love about this car is the in­te­rior, which has got that sub­tle patina now. The cloth was orig­i­nally black with the red pin stripe, and ob­vi­ously over the years the UV has at­tacked the dye and it’s got a lovely al­most brown look to the fab­ric, which you just can’t repli­cate, and look at the rear seats, how, be­cause they are out of the di­rect sun, that’s more like what the orig­i­nals would have looked like. Along the top of the seats where the UV has at­tacked them it’s got that won­der­ful patina that’s im­pos­si­ble to re­pro­duce. So, if you re­stored the car and re­placed the cloth it would de­stroy the orig­i­nal­ity of it. We cleaned up the en­gine as well: we did all the in­take

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