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Porsche 930 3.0: reviving an icon

There are few icons greater in the Porsche stratosphere than the 930 3.0. The first 911 supercar, Porsche’s Turbo nomenclature has survived to this day – and it all began in 1974 with that wide-arched and whale-tailed 930.

Today, those early 3.0-litre cars are highly sought-after among collectors as the archetypal Porsche 911 Turbo. Finding one is the biggest task, particularly from the first model year of 1975 when just 274 examples were built for worldwide markets. It is estimated only 20-30 of these original cars exist today.

From there, condition and provenance is key – which is why we believe this example, expertly curated by Mash Motor, to be one of the best examples of early 930 3.0 on the planet. Brilliantly restored (though still retaining original parts including the 930’s thicker carpets) car no. 55 of that original 274 is a special car.

Delivered on March 5th 1975 to Porsche Centre Autorama in Verona, Italy, as an exhibition car, chassis 5700065 was bought by a Swiss customer. It subsequently lived in Austria, owned by the renowned Porsche author, Dr. Georg Konradsheim, before being sold to its current owners who recently completed a painstaking two-year restoration to bring the matching-numbers car back to its original Copper brown hue.

Cover star of our issue 181, chassis 5700065 is one of the best examples of 930 we’ve driven. Below you’ll find a gallery of the car’s thorough restoration back to 100% original specification. This special 930 is now for sale – interested parties should contact Mash Motor.


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Driving the Ultimate Pushrod 356, the SC/GT

Porsche nomenclature can be confusing. In the world of 356s, the Carreras were the top of the heap. The lightweight quad-cam Carreras and Carrera 2s were the GT3s of their day; they were deeply specialized, performance-first machines. Today, however, the Carrera name denotes the bottom of the 911 hierarchy. The SC/GT fit somewhere between the standard pushrod-four powered 356 models and the Carrera 2, and represents the ultimate evolution of the pushrod-powered cars. With aluminum body panels and a potent 1600cc flat-four, these are among the rarest and most desirable of all 356s.

This example was acquired by Bruce Anderson from the original owner in 1965, and Bruce reportedly competed in more than 200 autocrosses with the lightweight car early in his ownership. In 1969 he took the car down to bare metal and performed its first restoration, after which it began a life of concours entries. The car won first in class at Hillsborough, third in class at Pebble Beach, and more with Mr. Anderson.

The car then changed hands several times from the 70s through the early 2000s, and was recently restored by Road Scholars. More photos are available on their website, and believe us, it’s drool-worthy. Wear a bib.

Though the pushrod engine is a far cry from the wailing four-cam, the final SC variants are delightful and potent. The joyful chatter at idle transitions into a purposeful shout as the revs climb, and in a lightweight SC/GT, this car promises to be a serious performer on the road or the concours field. We absolutely love it.



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Reviving Hans Mezger’s Personal 911S

Per Michael Eiden, the current owner of this red 911S; “The previous owner was really desperate. He had the body of the car restored and also replaced the side panels with the corresponding spare parts. But when assembling it, nothing fitted together again – it was like it was jinxed.” But the reason the bodywork wouldn’t fit back together wasn’t immediately apparent. It seemed that there was no logical reason that this ’68 911 shouldn’t be like all the others- at least until its ownership history was thoroughly investigated.

This particular 1968 911S was owned first by Porsche itself, and then from 1969-1973 by Porsche engine master Hans Mezger. Mezger, perhaps best known for his work with turbocharged engines, had been associated with the company for decades by the time he did his best known work. In the 1950s Mezger worked on the Porsche Formula 1 program. In the 1980s he designed the TAG-Porsche V6 used in Formula 1. In the 1990s he brought us the turbocharged 911 GT1 flat-six- an engine which would power top-tier Porsche models for more than 15 years after its inception. Even in retirement, Mezger is still tied to Porsche, and contributed expertise to Singer.

What is little-known, however, is that Mezger helped design the original 911 engine. “There was still a lot to do when I joined the team in 1963”, recalls Mezger. The most important action was to redesign the valve drive. The previously centrally positioned camshafts migrated into the cylinder heads of the 2.0-liter six-cylinder boxer, which – as with the Formula 1 V8 – was also given an eight-bearing crankshaft and thus better tolerated higher engine speeds. »

Mezger’s design not only aided power, it also made the cars more efficient. “Two things happened whenever we made the angle of the valves smaller: the power output increased and the fuel consumption dropped”, explains the technical genius.  The engineers worked at their drawing boards for a long time before committing themselves: 27 degrees to the vertical for the inlet valve and 33 degrees for the exhaust valve – a perfect decision that was retained until the end of the air-cooled boxer. »

Secrets of Porsche’s Ownership

But simply being owned by a master engineer doesn’t necessarily make the car hard to restore. This 1968 911S wasn’t just any 911S, it was a pre-production car which carried many of the features of the updated 1969 cars. The air-cooled flat-six was equipped with mechanical fuel injection, and the car received ventilated brakes. Most importantly, this 1968 received the 57mm-longer 2,268mm wheelbase used from 1969 on. This additional 2.24″ meant that the 1968 replacement panels no longer fit. The final piece to the puzzle apparently came from Mezger himself, who indicated that the car had been used as a company car of Ferdinand Piëch, then head of development at Porsche. .


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Restoring a 911 Turbo on a 1/64 Scale Budget

Restoring an early Porsche 911 Turbo is an expensive venture. Parts can be expensive, paint is costly, and the value of the cars today makes even minor modifications something worth lengthy consideration. This example, introduced in 1979, avoids most of the pitfalls of Porsche restoration. With just a handful of parts to consider (only six of which move), and a missing A-pillar, this small-scale restoration is a more wallet-friendly endeavor. Though the concours crowd may not approve of the color change and missing Superfast box, we think this tabletop restoration is top notch.

For the uninitiated, modifying and restoring Hot Wheels and Matchbox cars is a surprisingly popular pursuit. With just hand tools and spray paint, it’s an easy hobby to get in to. For the more detail-oriented this can be an affordable entry into the hobby of model-making. The level of detail some builders are achieving at 1/64th scale is nothing short of astonishing. The featured channel, Retrorestore has done numerous builds, and other builders like Philip Van Den Hout, Time Rider’s Wee Little Cars and more are doing great work at a pocketable scale.


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This Rusty 911 Has Been Given A New Opportunity To Bring Happiness To The World

Sometimes we have to play the hand we’re dealt in life. This 1972 Porsche 911S Targa was destined from birth to head over to Japan and sit unused for decades. It’s a sad existence, but if it had not been subjected to hardships, it wouldn’t be living the life it has now. Alan Drayson of Canford Classics in the UK found this JDM 911S under a lean-to in Japan and knew it had to live again. He imported the car, a left-hand-drive model, back to the UK for a revamp in the spirit of preservation, not restoration.

This car tells a story, one that is important both to the car and to the Porsche community. It was at one point well loved, then discarded, then loved again. Rather than put it back to its original level of fit and finish (or foolishly over-restoring it to better than new) the folks at Canford decided the car was solid enough that it could be serviced and maintained, aesthetically. The Body retains its original paint, it has its original heater-element windshield (something I’ve never seen in person) and original surface rust. It looks like most of the rust is contained to the front and rear lids, and everything else holds together well enough.

After giving all of the mechanicals a full going-through, and sorting out some electrical issues, the car gets driven hard, as it was intended to. This isn’t the kind of car that you worry about a bit of dust, you just fire it up and go for a rip. If this car had been restored, it might have ended up in a bubble somewhere, but keeping it the way it was found preserves the story and ensures the 911 will be driven as hard as ever. I love this idea, and it has inspired me to go for a rip in my own Porsche. Perhaps you should do the same, rock chips and surface rust be damned.


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