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911 Turbo Cabriolet 3.6 – 360 ch [1995]

930 v 964 v 993: air-cooled Turbos

This is the story of an action hero: one who starts as a trigger-happy maverick, becomes all-powerful, then ends up going straight. Well, that’s the Hollywood version at least.

The truth about the air-cooled 911 Turbo – from 930 to 964 and 993 – is harder to sum up in a sound bite. So dim the lights, grab some popcorn and settle in for a saga of sequels without equal.

Posing outside the Paul Stephens showroom in Essex, our Turbo trilogy makes for a great movie poster. They’re The Expendables in four-wheeled form: brimful of testosterone and bulging in all the right places.

The 964 Turbo 3.6 has the most visual clout, crouched like a coiled spring on dished Speedline split-rims. It’s one of the most aesthetically aggressive 911s, on par with the 993 GT2 and 991.2 GT2 RS.

The 930 isn’t far behind, its fulsome hips and signature spoiler immortalised on a million bedroom walls. And the 993 Turbo is equally iconic, albeit smoother and more urbane.

The 964, built in 3.6-litre guise for the final year of production only, is also our A-lister in terms of price. At the time of writing it was offered at £224,995 – enough to buy both the 930 and 993.

Is it the big-budget blockbuster those looks suggest, or does the sweet-spot of this air-cooled 911 line-up lie elsewhere? I’m childishly excited to find out.

I start with the 930. ‘The Widowmaker’ shares its epithet with a movie about a nuclear submarine, and its presence feels equally forbidding. However, it could have been much wilder.

Inspired by the on-track success of the turbocharged 917/30, the prototype 930 was a back-to-basics road racer – effectively a Carrera 3.0 RS with forced induction – and just 200 cars were planned. Porsche’s sales and marketing department had other ideas, though, envisioning the 911 Turbo as a luxurious super-GT.

In the end profit triumphed over purity, and the Turbo debuted in 1975 with air conditioning, electric windows, a rear wiper and a four-speaker stereo. Climbing aboard, this flagship 1987 911 still feels well-appointed today.

There’s supple leather, deep-pile carpet and even heated seats. Only the boost gauge, nestled within the rev counter, offers a clue to its added oomph. Well, that and the four ratios etched atop the gear lever – the SC had switched to five-speed back in 1978.

The original 3.0-litre 930 served up 260hp: a modest 63hp more than a contemporary Carrera 3.0, and Golf GTI power today. Even so, edgy handling and all-or-nothing power delivery made it a challenging steer.

Le Mans-winning Porsche racer Tony Dron said: “Frankly, it demanded too much skill, even from an experienced driver, and that made serious driving hard work… I was far from convinced that selling them to the public was a good idea.” An upgrade to 3.3-litres and 300hp in 1978 also included beefier 917 brakes and a more stable chassis. This had “better handling, but was still something of a monster when driven really fast”, noted Dron.

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Actualité : Une rarissime Porsche 993 Turbo Cabriolet aux enchères

A l’occasion de la vente « Spirit of Motoring » qu’elle organisera le 17 octobre prochain au London’s Royal Horticultural Halls, la maison Coys of…

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Une rarissime Porsche 993 Turbo cabriolet aux enchères

Il n’y en a eu que quatorze de produits. Quatorze cabriolets Porsche 993 équipés d’un flat six turbocompressé. L’un d’entre eux sera dans quelques jours proposé aux enchères par la maison anglaise Coys. Et outre sa rareté, l’exemplaire en question a également appartenu au Sultan de Brunei. Pour certains, le type 993 représente la dernière […]

Cet article Une rarissime Porsche 993 Turbo cabriolet aux enchères est apparu en premier sur le blog auto.

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The Porsche Index: 993 Turbo

Development of the Neunelfer has always been viewed as evolutionary, but since the 1984 launch of the 3.2 Carrera, Porsche was determined not to let the grass grow under the 911’s wheels.

That model was replaced by the substantially redesigned 964, a car that introduced modernities such as power steering, anti-lock brakes and four-wheel drive. By 1993 it was all change again, Tony Hatter’s interpretation bringing a smoother look and the promise of a body that was 80 per cent new.

More rigid and boasting new VarioRam-equipped engines and a sophisticated multi-link rear axle, the 993 proved hugely popular and was a fitting curtain call for the air-cooled era. But for the best part of a year, the range had lacked a crucial element, one that had featured on 911s for two decades.

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That situation was remedied for the 1996 model year with the arrival of the Turbo. As befitting a range-topping 911, buyers who stumped up the £91,000 asking price were treated to a unique styling and aerodynamic package, which included voluptuously flared rear arches and a fixed rear wing to replace the pop-up item found on other models.

But it was beneath that rear wing where the real intent lay, Porsche equipping the new car with an engine that, GT2 aside, was the most powerful yet fitted to a road-going 911, the 408bhp output and 4.3-second 0-62mph time eclipsing the figures of the Ferrari F355 that had been launched two years earlier.

Those numbers came courtesy of a 3.6-litre M64/60 motor that had been thoroughly revised. The new forged alloy cylinder heads contained a single spark plug per cylinder; there were stronger internals, and a pair of smaller KKK K16 blowers that negated the laggy throttle response, which had characterised previous turbocharged 911s.

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And the technological advances didn’t stop there, the 993 benefitting from a strengthened six-speed manual transmission – the 540Nm of torque precluded use of the Tiptronic automatic – that drove through a new, power-assisted clutch.

A 911 Turbo first was a viscous coupled four-wheel-drive system distributing the power, while stopping duties were taken care of by 322mm discs, Big Red calipers and Bosch ABS to convince buyers they really were buying the ultimate incarnation of the 993.

Until 1998, that is, with the unveiling of the Turbo S from Porsche Exclusive. Boasting the aggressive Aerokit II body addenda, power and torque were hiked to 450bhp and 585Nm respectively, numbers that ensured this model a place among the quickest of 911s.

To read our Porsche 993 Index in full, including expert market analysis and tips of prospective owners, pick up Total 911 in store today. Alternatively, order your copy online for home delivery, or download it to your digital device now.

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Porsche 993 Turbo: ultimate guide

In issue 110, we subjected the 993 Carrera to the Ultimate Guide spotlight, and it’s worth briefly recapping that model’s place in the 911 story. Launched in 1993 and styled by Tony Hatter, it would prove to be a big leap over the outgoing 964 generation.

This was not only due to its looks – which more closely reflected the classic 911 outline – but also the host of technical improvements it contained. Chief among them were a bodyshell that was claimed to be 80 per cent new and a lot stiffer.

It also featured bonded front and rear screens and quirky, centrally pivoting wipers); a revised 3.6-litre engine that would host a new VarioRam intake system, and a new multi-link rear suspension layout that would finally lay to rest the ghost of tricky handling.

993 Turbo interior

It was a model that would prove to be hugely popular, with more than 75,000 examples being sold. But since first adopting the technology for their road cars back in 1975, the company found themselves without a turbocharged model in their line-up, the 964 Turbo having ended production in the early part of 1994.

Step forward the new 993 Turbo, launched in 1995 for the 1996 model year, and a car that would stay in production until July 1998, after the world had been introduced to the idea of water-cooling courtesy of the divisive 996.

Only ever available with the Coupe body, from the outside it was instantly recognisable as being a bit special, perfectly blending the smooth new look of the 993 with a subtle helping of aggression.

993 Turbo engine

At the front was a unique front bumper and apron that was deeper and featured three substantial air intakes to feed the radiators and brakes. Small slats on the outer edge of the spoiler also contributed to the carefully tuned aerodynamics by smoothing the airflow around the front wheels.

Head to the back, and you’d be confronted with a whaletail-style fixed rear spoiler in place of the pop-up item – needed because of the intercoolers that sat beneath – and a deeper rear apron housing twin exhaust outlets.

To read our full guide to the Porsche 993 Turbo, order your copy of Total 911 issue 112 online now for half-price. Alternatively, you can download it straight to your digital device.

Porsche 993 Turbo rear

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