||There was no doubting the efficiency of the 928 engine. It was not, as some thought, an adaptation of the contemporary 4.5-liter Daimler-Benz V-8. Displacement was close enough - 4,474 cubic centimeters versus 4,520 (273 cubic inches versus 276) -- but the Porsche unit was more oversquare with a bore and stroke of 95 ´ 78.9 mm. Pistons were iron-coated aluminum-alloy units running in linerless bores, made possible by casting the block in Reynolds 390 silicon-and-aluminum alloy, like the 911 engine. Again, the bores were electrochemically etched to leave silicon crystals as the wearing surface. The traditional forged-steel crankshaft ran in five main bearings, with forged connecting rods paired on common journals. Naturally, there were no Detroit-style pushrods and rocker arms but a single overhead camshaft per cylinder bank, driven by a Gilmer-type belt. Though the banks sat at right angles, their cam covers were situated to make the installed V-8 look much like the 911 flat-six, which was possibly deliberate. The cylinder heads were made of alloy, for additional lightness. With all this, rated output was 240 DIN horsepower European at 5,500 rpm and 257 pounds/feet of torque peaking at 3,600 rpm. U.S. models arrived with 219 horsepower (SAE net) at 5,250 rpm and 245 pounds/feet of torque (also at 3600) due to a more restricted exhaust system with catalytic converter for emission control (making this a 50-state car from the first) and minor retiming for operation on lead-free fuel.