911 Turbo 3.3 – 300 ch [1978]

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Livre « Porsche 930 to 935 : The Turbo Porsches » de John Starkey – Veloce Publishing

L’éditeur anglais Veloce Publishing a republié en avril 2018 un livre (dans la famille Veloce Classic Reprint series) qui était déjà lors de sa précédente édition datant de 1998 une véritable bible sur les Porsche 930, 934 et 935 de course : « Porsche 930 to 935 : The Turbo Porsches » de John Starkey. Un livre …

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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.

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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!

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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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