911 Turbo 3.3 – 300 ch [1978]

Porsche 930 3.0 v 3.3 G50: Head versus Heart

If I told you that one of Porsche’s most iconic cars arrived at its motor show debut more than 40 years ago fitted with wooden components, would you believe me?

It may be a far cry from the polished concept cars seen at today’s auto expos, but this particular Neunelfer’s introduction to the world was far from ignominious.

The 1973 IAA in Frankfurt was the first chance for the public to see the new impact-bumper 911 but talk around Porsche’s stand wasn’t about these newly festooned Neunelfers. Instead, it was a show-stopping prototype that had captured the attention of passers-by. Visually, it was hardly a surprise.

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Starting life as a 911 2.4S chassis, Dick Soderberg’s team in the Porsche design studio had fitted flared front and rear RSR-style arches and a new front bumper (from the IROC racers destined for US shores that winter) to the concept car. And then there was the rear wing, sweeping dramatically away from the decklid. It all served to create a beguiling metal skin.

Using the lessons learned from its Can-Am successes, Porsche claimed the new, turbocharged car developed 284hp from its 2.7-litre engine (the same size as the new 911 Carrera that also debuted at Frankfurt) but underneath the attention-seeking clothes, things weren’t all as they seemed.

Many of the components – including the turbocharger – were far from fully functioning. In fact, they were made from wood, painted to appear like the real deal!

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The 911 Turbo at Frankfurt was far from the finished article, but despite the designers’ scepticism, the general public’s imagination had been captured. Even the oil crisis-driven spike in petrol prices that winter didn’t deter peoples’ enthusiasm.

When the production-ready 911 Turbo was debuted in Paris in October 1974, Zuffenhausen’s order book was soon filled with customers whose hearts had been won over by the car internally known as the 930. By the end of 1975, more than 270 examples had been delivered (without the aide of the burgeoning US market where the Turbo didn’t initially meet the strict smog tests).

With 400 examples required over two consecutive years for the FIA’s new Group 4 and 5 regulations, the 930 was well on its way to homologating the 934 and 935 too.

To read our Porsche 930 3.0 v 3.3 head-to-head in full, pick up Total 911 issue 144 in stores today. Alternatively, order your copy online for home delivery, own download it straight to your digital device now.

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Sales debate: Why are Porsche 930 prices so varied?

When revising our market value indicators in the Data File for issue 134, we noticed that it has become increasingly difficult to label the trends in the Porsche 930 market. Compared to most other iterations of the Zuffenhausen’s darling sports car, prices of classic 911 Turbos are incredibly varied. But, why is this so? We consulted the experts to find out.

“I think mainly because of the condition,” Mark Sumpter, proprietor of independent specialist, Paragon, asserts. “They were unloved cars for so long that most of the examples that we look at are beyond help.

So, the best cars are worth more than double (almost triple) what the cheapest cars are worth.” Sumpter points out that this may have something to do with Turbos historically falling into the hands of “the tuner type market.”

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Another factor that maintains the large gulf in 930 prices is the particularly high cost of classic 911 Turbo restorations compared to other models, something both Sumpter and JZM’s sales manager, Russ Rosenthal acknowledge.

The duo point out that the market naturally favours the very earliest and very latest 930s, as “those are the cars that are always going to rise to the top in terms of value,” the latter confirms.

“But they all cost the same to restore.” Even after restoration however, Rosenthal explains that many people continue to favour unrestored cars, something Sumpter gives an example of.

“If you found a 50,000-mile car (like an ’89), it’s around £100,000. That wouldn’t be the best car but it would be nice, without any corrosion,” Paragon’s founder explains.

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“We recently sold a very low mileage ’88 (so, four-speed) car for £125,000 but it had never been restored, so it was very special.” Rosenthal believes that this preference for unrestored examples is a result of the 930’s current age.

“It’s a tricky age,” he explains. “Anything pre-impact bumper will undoubtedly have had some form of restoration, whereas with 930s it’s not inconceivable that you could buy a completely time warp example.”

While there may only be a few examples available in a year, the possibility will keep, in Rosenthal’s words, “pushing the spread” between cheapest and most expensive. With the abnormally high number of low-quality cars and the expense of even minor restorations, it looks like we have found our reasons for the gulf in 930 values.

1987 Porsche 911 Turbo Driven & Reviewed Video

The 1980’s Porsche 911 Turbo is one of my all-time favorite cars. I still love them to this day and have renewed my pursuit of putting one in the garage some day. When I came across this episode of Harry’s Garage, I went full screen and got lost in 23 minutes of 80’s supercar goodness!

Crank up the sound and enjoy!

Harry’s Garage Video: 1989 Porsche 911 Turbo

Gotta love Harry’s Garage videos, today’s topic being a 1989 Porsche 911 Turbo, the final year of the 930 and best driving as it was the most developed and the only year to come with the 5 speed manual. If you need more reasons to salivate over one of these, check out the video below and …

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Sales debate: Which 911 Turbo has the most investment potential?

The 911’s 50th anniversary last year coincided with astronomical price rises for Zuffenhausen’s iconic sports car. With the Turbo variant celebrating its 40th birthday this year, now may be the last chance to jump on the forced-induction train before it’s too late. But what model should you invest your money in?

“It’s difficult, because there’s so many of them,” Jamie Tyler, Paragon’s head of sales explains. While the 996 Turbo may be one of the market’s entry-level cars, Tyler believes it is worth looking at more exotic fare.

“3.6 Turbos (964), 993 Turbos, and obviously Turbo Ss [are all good choices]. Any of the air-cooled ones really, as they’re all on the way up at the moment,” Tyler continues.

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The problem is, despite starting prices of £150,000 for a 964 Turbo 3.6 (more desirable than the 3.3 due to their rarity according to Tyler), and £85,000 for 993 versions, examples of the above sell very quickly.

Talking of a 993 Turbo during the summer by Paragon, Tyler mentions that it “was only on the website for about three hours, and it sold over the phone straight away.”

Porsche Bournemouth’s Karl Meyer, an expert in Porsche’s heritage line-up, agrees that 964 and 993 Turbos are proving attractive. However, he does have a preference.

Porsche 930 3.0 3.3

“I think a 930. It is just bonkers not to buy them,” he explains. “They’re still the most iconic, but they haven’t stretched their legs. Give it two years, and I think a £40,000 930 could be double its money.”

That’s a serious return, but to maximise your chances, Meyer points out that it is the earliest or the latest 930s that make the best prospects. The former “embodies the whole Seventies era,” while the latter gained the excellent G50 gearbox. Either way, your Turbo should be pumping into an air-cooled flat six.

For market advice on any generation or style of Porsche 911, check out our full selection of sales debates, where we ask the 911 experts the pertinent market questions so you don’t have to.

40 years of Turbo special edition bookazine launched

2014 sees the simply iconic Porsche 911 Turbo turn 40 and, to celebrate, the makers of Total 911 magazine have released a special collector’s edition bookazine for your enjoyment.

Lavished across 162 pages of stunning photography and world-renowned Porsche journalism, you can revel in all aspects of Turbo culture, reliving drives of famous models including the 930 LE and SE, learn about each model in-depth with our ultimate guides, and find out which Turbo comes out on top in our series of head-to-head road tests. This is all complemented by a huge group test of each and every generation of the revered 911 Turbo.

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Priced at just £9.99, the ’40 years of Turbo’ bookazine is endorsed by Magnus Walker, who provides an apt foreword reminiscing his own dose of ‘Turbo Fever’. To order your copy of the collector’s special bookazine, simply follow this link or download it via a wide variety of digital platforms.

40 years of the Porsche 911 Turbo

Porsche wasn’t the first manufacturer to release a turbocharged, petrol-engined road car. That accolade falls to the Chevrolet Monza, released in 1963. In fact, Porsche wasn’t even the first German manufacturer to achieve that feat, with BMW’s 2002 Turbo beating the 911 Turbo to market by a single year.

However, while other car makers rushed to implement a technology used in the aeronautical and maritime industries since the start of the 20th Century in their production vehicles, the board at Porsche AG turned to Weissach’s racing department to prove the forced-induction philosophy in the most unrelenting of arenas: the race track.

After the 917 was ruled out of international competition for 1972, Porsche turned its attention to a turbocharged version of the prototype designed to rule the US-based CanAm series – and rule it did.

Porsche 930 3.0 3.3

The 917/10 and its Penske-developed successor, the 917/30, were untouchable in 1972-73. Porsche was convinced of the concept, producing the 911 RSR Turbo 2.1 before, in 1974, an icon was born with the release of the Porsche 911 Turbo road car, popularly known as the 930 3.0.

This was a definite case of motorsport improving the breed, as the lessons learnt in the 1,000bhp+ CanAm monsters translated into the 930 3.0, earning its place as the fastest-accelerating road car ever produced upon its release to the public in 1975.

Only six years before, man had set foot on the Moon for the first time, and now here was a sports car truly worthy of the space age.

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Thanks to its 2,994cc capacity and a single Kühnle, Kopp & Kausch turbocharger, the first 911 Turbo was capable of sprinting from standstill to 100kph (62mph) in 5.5 seconds.

Its 260bhp output may sound meagre today, but this was a car that enjoyed nearly 25 per cent more power than the previous range-topping 911 Carrera 2.7 (its engine taken from the fabled 1973 RS).

To read more about every generation of the legendary Porsche 911 Turbo, pick up your copy of Total 911 issue 116 in store now. Alternatively, you can order a copy online or download it to your digital device.

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Ultimate Guide: Porsche 930 3.3

Porsche 930 3.3 front 3:4 40 years ago, Porsche set out to challenge the established supercar elite. Entering a market dominated by Italian carmakers, a turbocharged version of the 911 was launched with 260bhp at its disposal courtesy of a Kühnle Kopp & Kausch blower, and a legend was born. Performance was exceptional at the time, the iconic Coupe being capable of achieving 150mph and completing the 0-60mph dash in a mere six seconds. It was far from perfect, though, as marginal brakes, tricky handling and a hefty price tag conspired to make the original Turbo something of a specialist proposition, albeit a thrilling one. Porsche 930 3.3 rear The lag-prone power delivery didn’t go unnoticed either, but it mattered little – Porsche had proved their point, and three years later they decided to raise the bar yet again with the 3.3-litre 930. The headline numbers were a capacity increase from 3.0 to 3.3 litres and a boost in power and torque to 300bhp and 412Nm respectively. To cope with the extra power and deliver the reliability demanded by Porsche, the engine internals came in for attention too, including larger main and big-end bearings. Porsche 930 3.3 engine Bosch K-Jetronic injection and the KKK turbo remained, but one of the biggest changes was the addition of an air-to-air intercooler mounted in the engine compartment. Capable of lowering the intake air temperature by around 60 degrees, the intercooler was one of the more obvious changes to the new engine, now codenamed M930/60.
On the road those changes translated to a top speed of nigh-on 160mph and a sprint to 60mph that was dispatched in less than 5.5 seconds, not to mention 0-100mph in 12.3 seconds – a production car record back then and equally impressive today. Porsche 930 3.3 front Externally, it was pretty much business as usual, which meant sensuously flared rear wings and the now iconic Fuchs forged-alloy wheels wrapped in Pirelli P7 tyres, but there was one key change: the adoption of a new design of rear spoiler that was to endure right through to 1989. The now familiar whaletail design was dropped, and in its place was a type that became known as the ‘tea tray’. It was still fitted with the flexible rubber lip that had marked out the previous design, but it now featured a single large grille on top and box-section beneath that left room in the engine bay for the intercooler. Porsche 930 3.3 interior The cabin would have been familiar to owners of the earlier model too. There was still something of a scattergun approach to the positioning of the minor controls, the three-spoke steering wheel and spindly gear lever were both present, and the five-dial instrument pack was unchanged, save for a boost gauge on the rev counter. To read more about the Porsche 930 3.3, including all the mechanical details and revisions, pick up your copy of Total 911 issue 104 from the Imagine Shop now. Or, you can download it from Great Digital Mags here. Porsche 930 3.3 rear 3:4

Porsche 911 Turbo Celebrates its 40th Anniversary (W/Videos)

A retrospective of the legendary Porsche 911 Turbo.

Diaporama : Porsche et le Turbo… Une histoire d’amour !

 


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