1979 Porsche 930

3.3L Flat 6 Turbocharged

9309800779

Clear

I have built a website for the car along with a couple of youtube videos w w w vintageandsportscar.com or the direct vintageandsportscar.com/rvschomepage/forsale/1979_Porsche_911_Turbo_(930)_Red.htmlmy Youtube name is slrroman A Brief History of the Porsche 911 Turbo aka 930 “Porsche gained serious experience with turbochargers on its mighty Can-Am 917’s but it didn’t fit an experimental Turbo to the 911 until 1972. In 1973 the car was tested and shown at Frankfurt and in 1974 Carrera RSR Turbos were raced while development of a roadgoing Turbo Matured” - Karl Ludvisgen, Excellence was Expected. A mockup of the rumoured 911 Turbo was shown in Frankfurt and in the 1973 Paris Salon and showed the bulging rear bodywork and suspension from the Carrera RS 3.0 that had yet to make its IROC Riverside Debut. This was the series organized by Roger Penske; for the best drivers in the world all to be driving identical cars. Roger didn’t now what kind of cars to use, but Mark Donohue advised; “‘Roger, there’s no question about it, the only way to go is with factory backed Carreras’ In the first place, he wouldn’t have to build them. Second, they wouldn’t be anywhere near as expensive as any other completely race-prepared car. Third, they had to be as identically equal as any race cars ever built. And fourth-and foremost-the Carrera had to be the most reliable car available. Dr. Fuhrman had told me once that the car couldn’t be broken-as long as it wasn’t over-revved and as long as it was shifted correctly. And that was really quite true. They came with Can-Am brakes, dry-sump lubrication, fuel injection, good ignition, oil coolers, stainless-steel exhuast, and a lot of other things only racing people can appreciate...The Carrera is-without a doubt-the very best off-the-shelf production race car available at any price” -Mark Donohue, The Unfair Advantage The first 911 Turbo prototype, The Carrera Turbo RSR racing car, used the 3.0L 911 RS as a starting point, and then installed the blown engine. The Turbo RSR had an engine displacement that when multiplied by the regulations’ turbo charging factor of 1.4 gave very close to the 3,000cc limit for Group 5-2,143cc The car had to be competitive with the 480hp normally aspirated 3.0L competition. The Carrera RSR turbo appeared for its first race in April 25, 1974 in Monza. Porsche quoted power output of 450hp at 1.3 bar of boost (19psi). With the addition of a water to air intercooler 20psi was reliably maintained raising power to 470hp. This car was steadily developed throughout the 1974 season earning many podium finishes, including a 2nd place in the 1974 Le Mans 24 hours. After the season ended, Porsche released some of the cars performance statistics: 0-60mph in 3.2 sec, 0-124mph in 8.8sec, and it could corner up to 1.45g. Porsche also admitted that they had not found a tachometer with a needle that could respond fast enough to keep track of the rising engine revolutions while the car was on boost. For the 1975 Le Mans race, a Turbocharged Porsche Coupe placed 15th in the race. What is significant about this placing is that the car was one of the first a production Porsche 911 Turbos. Porsche settled on using the 3.0 Liter engine for the production car, up from the 2.7L of the current 911’s to better counter the effects of Turbo lag. There was some debate at Porsche as to offer the car as a stripped out racer at $15,000 or a fully equipped luxury sion at $25,000. Some felt that a $25,000 Porsche 911 wouldn’t be able to find many buyers. When the production 911 Turbo was introduced at the Paris Saloon in Oct 1974 it was fully equipped and priced at $25,000. The 3L Turbo used a KKK turbo running at a maximum of .8bar of boost and using Bosch K Jetronic Fuel Injection. Power was detuned from 280hp to 260 because some at Porsche felt that the power came on too strongly, and could catch inexperienced drivers out. For the American market Thermal Reactors were installed that lowered the power to 234 hp (and increased the heat in the engine bay). A new 4 speed transaxle was designed for the car, as Porsche didn’t have a production gearbox that would cope with the turbos torque. The engine still delivered electrifying performance, 0-60 in less than 6 seconds, and a top speed of over 150mph. A component originally planned for the Type 930 (Porsche’s internal designation) was the radially vented and laterally drilled brake disk developed for the 917 race car. The first 930’s made due with Carrera 2.7 brakes. Also in the first production cars 15” forged aluminium wheels were chosen, 7” front and 8” rear wearing 185/70 front and 215/60 rear tires. They were used through the 1976 season, the cars first year in the US, to meet US ride height regulations. Optional rubber in Europe were the 205/50 and 225/50 section Pirelli P7 radials. The early cars also had no boost pressure gauge. Production wise, only 7 cars were made before the end of 1974 and those were mostly press demonstrators. In 1976 the car was marketed in North America as the ‘Turbo Carrera’ as that market didn’t have the Carrera model. In May 1976, a month after Porsche had hoped to sell 500 examples, a ceremony in Zuffenhausen celebrated the delivery of the 1,000 turbo. For the 1977 model year, listing for $28,000 in the US and DM 67,500 in Germany, the 930 received the same upgrades as the rest of the 911 line including face-level air ducts and power assisted brakes, which were welcome in the Turbo. A boost gauge was added to the bottom of the tachometer. The most obvious change to the 1977 turbo was the addition of 16” wheels on 205/55 and 225/50 section rubber. For racing Porsche developed the 934 to compete in Group 4 endurance racing and the 935 to compete in Group 5, and the 936 for Group 6. Group 4 required a manufacturer to homologate 400 road versions of the car in 2 production years, something Porsche easily accomplished with the 930. Regulations for a 3.0 liter turbocharged car specified a minimum weight of 2,470lbs, so Porsche left the luxury equipment in place, and made the 934 the first racing Porsche to run with electric windows. 31 934’s were built for the 1976 season. These used the standard 930 bodyshell and suspension, but with beefed up hubs, wider tires, and riveted on fender flares and a deep front spoiler with oil cooler. It used the 930 engine with the same 6.5:1 compression ratio but with the addition of an water-to-air intercooler and running 20psi of boost. Power was quoted at 485hp. The 934 was not an easy car to drive, Al Holbert quoting, “With the Turbo it always seems like I’m out of control in the damn thing. That is the only way it goes fast. It is very responsive to brake pedal and steering effort, just like the street cars.... In fact, when I get into a 911 after driving a Porsche racing car, id doesn’t feel like I’m in a completely different car.” The 935 was quite a bit more highly developed, though it still retained the basics of body shell and engine. The factory only made two 935’s for the 1976 racing season but offered ‘kits’ to convert 934’s to 935’s. 935’s used a 2,857cc version of the Turbo engine and 21psi of boost to generate a 590hp factory rating, though the model was constantly developed and hp increased over the years to something above 800 with water cooled 4-Valve heads. The 935 also showed Porsches inventiveness with their interpretation of the regulations concerning fender shape which was open-this of course was the birth of the ‘flat nose’ 911’s... The rear bodywork was also completely new with substantially different rear fenders and a much larger rear wing. The 935 stunned its drivers with its power, and had a higher top speed than contemporary Grand Prix cars. These 934 and 935 Porsche racing cars would go on to completely dominate endurance racing in the Group 4 and 5 class well into the 1980’s. It wasn’t unusual for Porsches to sweep the top 6 positions in any of the races they contested. Perhaps the 911’s finest hour came at the 1979 Le Mans 24 hours when a 935 outlasted the Prototypes and won the race overall, Paul Newmann, co-driving another 935 placed 2nd a 934 coming in 4th. Porsche 934‘s won their class at Le Mans in 1977, 1979, and 1981 and in the 1979 race it finished a full 30 laps ahead of its nearest Group 4 rival. The 936 was a full tube-frame open cockpit racing car, the successor to the 917, and sharing only the basic engine with the 930. It used a 2.1L version of the Turbo flat 6, running at 22psi of boost. It was rated at 540hp which was enough to propel the 1,650lb car to a 217mph top speed. A 936 was entered in the 1977 Le Mans and despite some drama, won just ahead of the Alpine Renaults. The famous British Journalist, and navigator with Sterling Moss in the 1955 Mille Miglia winning Mercedes-Benz SLR, had this to say about the 930; “I never thought the day would come when Ferraris, Maseratis, Lamborghinis and similar exotica would pale into insignificance in my book of motoring... but that day came with the Porsche Turbo. I found it hard to accept that a Porsche could be worth over 20,000pounds. However, when I returned it a week later I had changed my mind completely, convinced that Porsche were offering 20,000pounds of performance, engineering, quality, and above all else, integrity.” The 930 was given substantial changes for the 1978 model year. A new 3.3L version of the turbo engine was introduced that gave 300hp @ 5,500 rpm in European tune (265hp in NA spec with the addition of a catalytic converter) with the addition of an air-to-air intercooler and a 7.0:1 compression ratio. A new rear spoiler, known as the ‘tea tray’ replacing the ‘whale tale’. 0-60mph was now available in 5.0 sec., 0-100 in 11.9sec, and a top speed of over 160mph. Also tires were widened again, and were now 225/50 front and 255/50 rear. The larger brakes that were developed for the 917 race car, and were shown on the 1975 prototype were introduced, greatly improving the stopping power. The 1979 Porsche 930 was now $45,520 in the US. The car was unchanged for the 1979 model year. Porsche decided to pull the 930 from the US market for the 1980 model year, citing too much compromise in meeting US smog regulations. There was a mad rush to purchase the last of the 1979 models, and dealers were charging up to $60,000 for them. The 930 was re-introduced into the US market for the 1986 model year with a 282hp version of the 3.3L engine and continued more or less unchanged until its final year, 1989, when it got the 5 speed G50 gearbox. For 1987 both Targa and Cabriolet versions were offered in addition to the Coupe. A 1989 Turbo Cabrio was priced at $85,540 in the US. About this Porsche 930 Turbo VIN: 9309800779 Production date July, 1979 Engine #: 6890563 Mileage: 84,xxx km This car was sold new in Edmonton to the owner of a Stereo shop, and apart from a gap from the years 1988 to 1994 we have a more-or-less complete service history of the car showing the mileage of 82,600km to be accurate. The car has always been in Alberta. As the service records show, significant amounts of money (approx $25,000) was spent on the car in the last 8,000km over a 10 year span that included a top-end engine rebuild (side-end?), new clutch and machined fly wheel, new steering rack, new CV joints and wheel bearings, tires etc. etc. The car received this work from well respected Porsche Specialists Alpine Autowerks and Riegal Tuning in Calgary. Riegal just performed a PPI on the car (Jan 2012) and did a compression and leakdown test which showed the engine to be within factory specifications. It appears that the first owner, who owned a Stereo shop, gave the car a high-end Audio upgrade which included a CD changer under the front seat and speakers placed in the footwells. The original head unit has been replaced. We are grateful that there are no holes cut in the rear parcel shelf or the door cards for additional speakers, no any audio equipment in the trunk. The door cards and rear seats feature contrast red stitching which looks good but is not original. A RUF adjustable wastegate control was installed to the left of the drivers seat, with an 1.0 bar spring in the wastegate-the safe level for running with pump gas. The clock usually fitted in the instrument binacle was replaced by a VDO Turbo boost gauge and was moved to the center console. A Momo Competition steering wheel has replaced the original item. An after market carbon fiber shift knob was installed at some point and looks out of place. The stock exhaust was replaced with an aftermarket Performance exhaust (B&B?) At some point, probably in the 1990’s, the car received a repaint in the original Guards Red. Paint depth meters indicate a consistent .015-.020 mm paint depth on all panels. It is a decent paint job but not concours, and very close examination reveals evidence of some prep work, and the car has a few minor stone chips. From any distance greater than a few inches the paint looks excellent with a deep shine, no scratches or noteworthy imperfections, dents, etc. The CARPROOF reports in 1992 a $6,500 non-collision estimate which could be a break in (stereo?) or a repaint due to vandalism. Underneath the car is unusually clean and rust free. There is no evidence of any collision repair to the floorpans or suspension pick-up points, or in either the front trunk or rear engine bay. At the LHS base of the front windscreen there is evidence of a small amount of corrosion, perhaps 1cm x .75cm, from water being trapped by a leaking windscreen seal. As the windscreen is slightly pitted, but doesn’t warrant replacement, it makes sense, driving in Alberta anyway, to wait until it needs replacing, install a new seal and clean up the surface at that time. The interior has survived very well. The leather is still very soft and supple, with none of the dryness or heavy bolster wear that is common on these cars. The leather has never been painted or re-finished. Carpets, headliner, and door cards are excellent. Dash is excellent with no cracking or warpage. Instruments all work and are excellent. The car has benefitted from a complete mechanical freshening over the last 10 years and 10,000km. In the fall of 2002, the oil thermostat stuck, the car overheated, and started to smoke. It was taken to Marc Boulanger (a Porsche Master Tech) at Alpine Autowerks and the cylinder barrels, pistons, rod bearings were replaced, the owner incurring a bill of $9,700. More recently the car has benefitted from $20,000 in recent maintenance. In the spring of 2011 the car received $10,000 in service work to the CV joints, A/C, Full Service, tires and other misc. times. Just recently in June and July 2012, the car has had another major going-through. Several oil leaks were fixed, the sunroof mechanism was renewed, the gearbox was rebuilt with new bearings and synchros, and the clutch, Pressure Plate and release bearing were replaced. Approximately $20,000 has been spent on the car in the last 18 months, and 2,500km. SERVICE/OWNERSHIP HISTORY: Dec, 4, 1979, Sold new by Norden Autohaus, Edmonton, AB Denis Buerger, Factory Sound Ltd Jan 26, 1980, 1,400km, Valley Porsche Audi, Spokane WA Annual Service June 24, 1982, Norden Autohaus Annual Service May 19, 1983, 11,500km, Norden Autohaus Annual Service May 15, 1984, 12,500km, Norden Autohaus Annual Service May 15, 1985, 16,600km, Norden Autohaus Annual Service March 23, 1988, 32,500km, Norden Autohuas Annual Service PURCHASED BY 2ND OWNER (Unknown) May 16, 1992, CARPROOF $6,300 Non-Collision Estimate May 27, 1994, 54,819km, The Autofolks, Edmonton ($1,703) Spark plug wires, fuel injection service, hood shocks Aug 10, 1995 Eurasia washer nozzle PURCHASED BY 3rd OWNER “W.T.” Oct 10, 1996, 57,539km, South Centre Fine Cars (Porsche Calgary) Annual Oil Service April 20, 1997, 58,631km, Riegel Tuning, Calgary ($3,925) Replace Clutch, Replace Turbo, replace various hoses, oil lines, O rings July 4, 1998, Tirecraft ($607) Replace 2 tires May 16, 2000, 62,350km , Alpine Autowerks Calgary Annual Oil Service Aug 16, 2001, 74,600km, Alpine Autowerks Annual oil Service Aug 16, 2002, 74,600km, Alpine Auto Werks ($178) Annual Oil Service Nov 15, 2002, 74,600km, Alpine Autowerks ($9,712) Remove engine and replace Piston and Cylinder set and oil thermostat in Crankcase. Replace connecting rod bearings and Rod Bolts and nuts, Machine flywheel, replace clutch cable. April 23, 2003, Purchased by 3rd owner,”C.R.” 74,823km, for $44,000 + GST Red Deer, AB April 24, 2003 Insurance Inspection, 74,823km, Alpine Autowerks “Near Mint Condition”-Marc Bolanger, Master Porsche Tech April 25, 2003, Autotemp, Red Deer ($200) Install Stereo May 26, 2003 75,324km, Appraisal, Freelance Appraisal Group, $39,680 (Current Configuration) Sept 24, 2003, 75,943km, Power Haus Auto ($256) Annual oil service July 6, 2004, 76,865km, Alpine Autowerks, Calgary ($316) Annual oil service July 15, 2004, 77,421 km, Power Haus Auto, Red Deer ($827) RHS rear axle bearings and seals, LHS & RHS CV axle boots Sept 27, 2004, 76,865km, Alpine Autowerks ($1,710) Steering Rack Oct 14, 2004, 77,694km, Power Haus Auto ($1,242) Replace Steering Rack, rear wiper motor, LHS rear wheel bearings May 5, 2005, First Choice Collision ($808) Refinish Wheels July 21, 2005, 78,355km, Alpine Auto Werks, ($179) Annual Oil Service June 9, 2006, 79,065km, ($4,150) Express Automotive Center, Red Deer, AB Major service including oil, Air filter, Fuel Filter, Plugs, Dist Cap, Rotor, Spark Plug Wires, Alternator belt, Differential oil, Sway Bar bushings and links, alignment, July 20, 2011, 82,084km, ZR Auto ($9,305) Replacement of A/C System Major Service incl. engine oil, filter, diff oil, brake flush, spark plugs, fuel filter, CV joints, rotor and distributor, alignment New Fuzion Tires Jan 3, 2012, 82,595, Reigal Tuning Pre-Purchase Inspection Compression and Leak Down Test Cyl #1 130psi, 5% leak Cyl #2 127psi, 4% leak Cyl #3 130psi, 4% leak Cyl #4 125psi, 4% leak Cyl #5 130psi, 4% leak Cyl #6 130psi, 3% leak Jan 12, 2012 82,602km Traded in at Kulu Motorcar, Calgary on a Ferrari Sold to Lawrence Romanosky South Centre Porsche (authorized Porsche Dealer) 83,500km $1326.71 Oil Leak from oil sender unit repaired, Sunroof repair. Alpine Autowerks 84,200km $6,500 R&R engine and gearbox. Disassemble Gearbox, replace bearings and synchros. Replace Clutch plate, Disk, release bearing. We have seen 1973 Carrera RS’s go from $100,000 to $300,000 in the last 10 years. Early 911’s can now fetch up to $150,000, from being $25,000 cars. We are routinely seeing early 930’s with very low mileage breaking the $100,000 barrier. There is a very good argument for suggesting that the Porsche 930’s will appreciate strongly in the coming years. The car has everything going for it: looks, performance, widespread specialist expertise and factory support, day-to-day practicality, reliability, and is an automotive icon. The 930’s, particularly the early cars, come from an era where the car that you purchased in the showroom was very closely related to the Factory Porsche racing cars that were dominating endurance racing at the time. Owners at that time must have had an inordinate amount of pride in their Turbo Porsches. The initial production run of these cars was only 500, and as a result the first several years, the cars were largely hand-built. The rear fenders for instance were hand welded on the early cars. The 1978/79 cars have the benefits of the 3.3L engine with higher compression ratio and intercooler as well as the 917 drilled brakes. The 1979 was the last year the car was offered for sale in the US. 1980-1985 cars were ‘Grey Market’ cars that are valued less, as the solutions to emissions and safety requirements were performed by the importer, whose engineering skill varied widely. While any Porsche 930 is desirable, and many will favour the 1989 model with the 5 speed transmission, the early cars are significant to me, as that was the era when the cars enjoyed the greatest competition success. In 1979 Porsche won Le Mans with the 935, and the 934 was 4th in the same race. Even a privately entered 930, built from a showroom car, placed 12th. There was certainly no other production car of the era that could claim such a close link to racing success as the Porsche 930. Though they made a substantial number of 930’s, finding a good example isn’t easy. Firstly they had a well deserved reputation for being unforgiving, and many cars came to grief early on in their lives, often leaving the road backward. The cars are easily modified, and many are producing much more power than originally intended, but without the engineering to make them reliable. And as the newest one is now close to 25 years old, and many not driven regularly, they have all the problems of age and non-use familiar to classic car owners, only with higher prices for replacement parts. As evidenced with this car it is possible to spend a great deal of money sorting even a good car out. Most of the cars for sale have been sitting, or are being sold as the owners want to walk away from upcoming expensive maintenance. This is an opportunity to purchase a car with all the work done and the money spent. While it is not a concours car, it is an excellent low km driver with 8/10 or 9/10 cosmetics. Mechanics can be considered a 10/10, and fun to drive is a solid 10. Lawrence Romanosky Calgary, Alberta, Canada 403-607-8625 Lromanosky@me.com