911 Turbo 3.3 – 300 ch [1978]

Porsche 930 Turbo vs 944 Turbo… Préjugés !

Finalement, tout les oppose. L’une à un 4 cylindre, l’autre un Flat 6 refroidi par air. L’une à le moteur à l’avant pendant que l’autre l’a dans son sac à dos. L’une à une ligne carré avec pop up et l’autre est une grenouille rondouillarde aux courbes musclées. Pourtant, les deux embarquent une bricole qui […]


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NFL Legend Walter Payton’s 1979 911 Turbo is For Sale and it’s ‘Sweet’.

Celebrity ownership doesn’t usually tend to do anything to increase a Porsche’s value at auction, unless that celebrity is Steve McQueen or others closely and famously associated with the marque. In this case, however, an exception might be made for one of the best NFL players of all time, Walter Payton (or Sweetness as he was known around the league). The record-breaking running back still ranks as one of the best, and while his records have been eclipsed, he certainly earned his place in the hall of fame. As is the case with many professional athletes, Payton loved his sports cars. He had a Lamborghini Countach, a Ferrari Testarossa, a Nissan 300ZX Turbo, and this 1979 Porsche 911 Turbo with era-appropriate Gotti wheels and few monster upgrades from Ruf (including the biggest intercooler we’ve ever seen).

While the Lambo, Ferrari, and Nissan were sold off, this Porsche was the only car he never sold. In death, Payton demanded that the 911 be kept up for his son Jarrett to receive on his 25th birthday. Payton had purchased this 930 brand new from the dealership in 1979 after five years in the NFL, and a year before Jarrett was born. To this day, the Porsche has under 10,000 miles on the odometer, and plenty of in-period aftermarket modifications (including Nakamichi speakers, an Alpine head unit, and chrome Gotti wheels) make this an incredible snapshot of a very successful man at the peak of his career.

Jarrett Payton: “This was his first sports car. This was the first big-name sports car that he bought. He bought it in 1979, the year before I was born. He got into the league in ’75, and early on, his main focus was just playing football. That focus helped him become the leading rusher with the most carries those first three years. He worked hard to ensure he had established himself, so when he was getting to the good part of his career, when the ‘80s came around, he wanted to treat himself.”

“He loved the silver on that body style. He had it to match the chrome rims on there; he just always wanted it to look super clean. He wanted the hottest thing out, and you know, I respect him because when you work hard, and you have the means to do those things, why not treat yourself? He knew the grind and the hard work being in football, not taking a day off … that’s what made the car special.”

“My dad loved music, so it was a good opportunity to drive around listening to new music together.”

Jarrett has been the caretaker of his father’s Porsche since 2005, and has given the 911 the same level of care ever since. He says that he hasn’t bonded with the car the way his father did, and wants to move it on to a collector as passionate about Payton’s legacy and historically significant automobiles as Payton was himself. He has his father’s jerseys and rings as keepsakes, and would prefer others to share in the story of the 911 Turbo. The Porsche will be offered at Mecum’s Chicago auction in Schaumburg, Illinois, as Lot S134. Payton, as you may know, wore jersey number 34, making that lot number extra significant. And being that Payton helped drive the Chicago Bears to their only Superbowl victory, giving the venue an extra level as well.


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Porsche 930 Turbo: Capital gains

This is the oldest part of London; the original Roman Londinium. Its streets have witnessed 20 centuries of congestion, commerce and crime, yet now they are calm. For a few brief moments, the city sleeps. 

Abruptly, an air-cooled engine shatters the silence. Its hard-edged howl echoes along the corridor of concrete, scattering the day’s discarded newspapers in a fast-approaching frenzy. A flash of Guards red races across the mirrored windows of an office block. The Porsche 911 Turbo is back on home territory, and history is being repeated.

The original Turbo (usually identified by its internal Typ number of 930) was launched in 1975, but the 1980s were its high-living heyday. As stocks soared and London boomed, this flagship 911 became the must-have car for a new breed of affluent city slickers. These ‘yuppies’ weren’t shy about their wealth, and Porsche’s excess-all-areas Turbo chimed perfectly with the times.

I don’t have red braces, a Filofax or, regrettably, a bonus-boosted bank balance, but I do – for one night only – possess the keys to a 930: a 1979 3.3 Turbo currently for sale at Carbitrage. The plan is to revisit its old stomping ground, criss-crossing the capital and driving into the small hours. If any car is worth losing sleep for, it’s this one.

I rendezvous with photographer Dan at Greenland Dock, close to the Millennium Dome. The evening sun glints off the 930’s shapely hips as it strikes a pose by the Thames, the tightly packed towers of Canary Wharf twinkling in the distance. It looks like a classic 911 on steroids, oozing latent aggression. Guards red paint – a Porsche staple since 1974 and the Turbo’s signature shade – is the pièce de résistance, perfectly offset by the gloss-black Fuchs alloys.

Four decades ago, this area of east London was a virtual wasteland; now it’s crammed with des-res apartments. The 930 has travelled a similar trajectory in its 43 years, morphing from black sheep to blue-chip classic. Its story starts with the 917/30: Stuttgart’s first foray into forced induction. This fearsome racer produced up to 1,600hp in qualifying tune, winning Can-Am championship titles in 1972 and 1973. Porsche chairman Ernst Fuhrmann saw the potential of turbo technology for the road, saying: “I was of the opinion that racing must have a connection to the normal automobile… I said to my people, why don’t we put this success into our car?”    

Testing for a turbocharged 911 began in 1973, using a 2.7-litre engine and the wider bodywork of a 3.0 RS. The production 930 debuted at the 1974 Paris Motor Show with a 3.0-litre engine, four-speed 915 gearbox and a Kühnle, Kopp & Kausch (KK&K) turbo that delivered 0.8 bar of boost. The figures that mattered were 0-62mph in 5.5 seconds and a top speed of 155mph, elevating performance to Ferrari Boxer and Lamborghini Countach levels. For the first time, the 911 could square-up to supercars.


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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.


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!


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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