Porsche 930

from Wikipedia, the free encyclopedia
Porsche
Turbo 3.0
Turbo 3.0
930
Sales designation: Porsche 911 Turbo
Production period: 1974-1989
Class : Sports car
Body versions : Coupé , cabriolet , roadster
Engines:
Boxer engines : 3.0–3.3 liters
(191–243 kW)
Length: 4291 mm
Width: 1775 mm
Height: 1320 mm
Wheelbase : 2272 mm
Empty weight : 1195-1335 kg
Previous model Porsche 911
successor Porsche 964

The Porsche 930 , better known as the Porsche 911 Turbo , is a sports car that was produced from 1974 to 1989 based on the Porsche 911 .

When it was launched, the vehicle was the fastest mass-produced sports car in Germany. The 930 was the first production sports car in which Porsche built a turbocharger. It was the top model from Porsche, initially only available as a coupé , and from 1987 also in the Targa and Cabriolet body versions .

The related racing models Porsche 934 and Porsche 935 were successfully used in groups 4 and 5 of the sports car world championship and also in division 1 of the German racing championship .

General

Porsche planned a lightweight 911 for Group 4 of the World Sports Car Championship, which came into force in 1976. This racing car was to receive the turbocharged six-cylinder boxer engine from the Porsche 911 Carrera RS 3.0. Short-term changes to the FIA regulations, in which the minimum vehicle weight was increased, reduced the future racing car's chances of winning. Therefore, Porsche stopped the further development of the vehicle.

Porsche used the experience gained with developing racing cars in turbo engine construction to design a sports car that could rival the competition from Ferrari and Lamborghini . As a top model, the car should fill this gap with its design, engine power and equipment. Because of its many extensive changes compared to the standard 911s, especially with the engine, the car received an independent type number with the 930 .

design

The design of the Porsche 911 Carrera RS 3.0 was the basis for the Porsche 930. Here as an RSR variant in racing.

Many design elements of the 911 Turbo were adopted from the 911 Carrera RS 3.0. This included the front and rear fenders, which were about 50 mm wider than the 911 Carrera RS 2.7, which were necessary to accommodate wide tires on the light alloy Fuchs rims under the body. In order to reduce the lift on the front and rear axles and to increase the driving stability at higher speeds, the car was given a front and rear spoiler. The large and flat rear spoiler resembled a whale's tail and became the main distinguishing feature of the sports car.

technology

With the 3-liter six-cylinder boxer engine of the Carrera RS 3.0, Porsche had exhausted the economically viable development possibilities of the naturally aspirated engine at the time. In 1962, GM had already installed an exhaust gas turbocharger in a production vehicle, the Oldsmobile Turbo Jetfire. The idea of ​​using an engine with a turbocharger in a production Porsche sports car came from the then CEO Ernst Fuhrmann .

The heart of the vehicle was the 3-liter engine from the Carrera RS 3.0, in whose exhaust tract a KKK turbocharger was installed. This worked at speeds of up to 90,000 rpm and generated a boost pressure of up to a maximum of 0.8 bar overpressure. The compressed air was pressed into the combustion chambers together with the premium gasoline and thus enabled a maximum engine output of 191 kW (260 hp) at an engine speed of 5,500 rpm. In order to prevent the engine from knocking at high load, it had a low compression ratio of 6.5: 1. To limit the boost pressure and thus the engine load, a so-called exhaust gas bypass was used, which was operated at a boost pressure of 0.8 bar Overpressure opened so that this maximum value could not be exceeded. Because of the engine power, the turbo's chassis had to be adapted compared to the naturally aspirated models. The front and rear wheel suspensions came from the Carrera racing version, the wheel bearings from the Porsche 917 . The rear axle control arms made of aluminum were a new development. Front and rear-19 mm were 26-mm-spring bars with Bilstein - gas pressure shock absorbers used. In order to minimize the side tilt when entering bends, Porsche installed stabilizers with a diameter of 18 mm on the front and rear axles .

Exterior paintwork

Various paint finishes have been offered for the Porsche 930 over the years since its introduction. In addition to the surcharge-free standard uni paints, there were metallic paints, so-called special colors.

Solid paintwork 1
black
(1975–1989)
grand prix white
(1975–1989)
Guards Red
(1979–1989)
arrow blue
(1975-1980)
talbot yellow
(1975–1981)
mocha black
(1979–1982)
cashmere beige
(1977–1980)
cockney brown
(1975–1980)
lilac
(1975–1980)
olive green
(1977–1980)
Metallic paintwork 1
silver
(1975–1980)
minerva blue
(1976–1980)
petrol blue
(1977–1980)
lime green
(1977–1980)
brown copper
(1976–1980)
black
(1979–1981)
light blue
(1978–1981)
tabac
(1978–1980)
oak green
(1977–1989)
opal
(1978–1980)
1 930 colors from 1975 to 1989 (extract from 1980 color catalog)

Model development

911 Turbo 3.0 Type 930 (1974–1977)

Porsche 911 Turbo 3.0 in the Porsche Museum Stuttgart

The Porsche 911 Turbo was presented to the public in October 1974 at the Paris Motor Show. The new sports car attracted attention with its body design based on racing cars and the 3-liter boxer engine equipped with an exhaust gas turbocharger. Although the automotive industry had not yet recovered from the oil crisis at the time , the car received positive reviews.

The engine developed 191 kW (260 hp) at 5500 rpm thanks to the turbocharger. Despite the turbocharged engine concept, which led to high fuel consumption in racing and series vehicles previously used, such as the 917/30 and BMW 2002 turbo , Porsche was able to reduce consumption for the state-of-the-art technology at the time using a Bosch K-Jetronic mixture and keep contactless ignition systems relatively low. With the four-speed manual gearbox adapted for the engine output, the 930 reached a maximum speed of 250 km / h. The car took 5.5 seconds to accelerate from zero to 100 km / h.
With the first vehicles delivered in 1975, customers acquired a very exclusive and luxuriously equipped car. The sports car, which was offered exclusively as a coupé in the early years, had a base price of 65,800 DM and was around 17,000 DM more expensive than a Ferrari 308 GT 4, for example . For the price, customers received an extensively equipped vehicle. The window frames and the trim strips were anodized in matt black , the headlight rings and the exterior mirrors were painted in the same color as the car and underlined the sporty character of the 911 Turbo. The standard included a metallic finish, which could be exchanged for any other color free of charge when ordering.

As standard, the car was delivered with 185/70-VR-15 tires on 7J × 15 rims at the front and 215/60-VR-15 tires on 8J × 15 rims at the rear. As a special request, tires with 205/50 VR 15 at the front and 225/50 VR 15 at the rear with the same rim width could be ordered instead. The windows were tinted green all around, and the rear and windshields could be heated. The rear wiper, the wipe interval switch for the front wipers and the headlight cleaning system ensured a clear view and increased driving safety. To make traveling with the Porsche as pleasant as possible, the car had automatically regulated heating, electric windows and electrically adjustable front seats. An air conditioning system (refrigeration system) was available on request for DM 2,400.

The interior consisted of a leather-fabric combination of the front and rear seats and door panels. Another distinguishing feature of the 930 compared to the naturally aspirated 911s was an embroidered “Turbo” lettering on the left rear of the rear seat backrest. A three-spoke leather steering wheel was standard. Behind it, as usual in the 911, were the five round instruments with fuel and oil level indicators, temperature and oil pressure indicators, rev counter with boost pressure indicator (from 1977), speed and mileage indicator and analog quartz clock .

In 1976, like all other Porsche models, the Turbo was made from hot-dip galvanized sheet steel and given a six-year guarantee against rust perforation in the floor pan. The scope of equipment has been expanded to include electrically adjustable and heated exterior mirrors. The wheels with the Pirelli P7 tires with 205/50 VR 15 at the front and 225/50 VR 15 at the rear on forged light alloy rims measuring 7J × 15 at the front and 8J × 15 at the rear were now part of the standard equipment.

The turbo was sold for the first time in the USA and Canada that year, but due to stricter emissions regulations with a slightly lower engine output of 180 kW (245 PS). The Porsche Turbo enjoyed great popularity when it was launched in the USA and Canada. In 1976, 520 copies of the 911 Turbo were exported to the USA.

In its final year of production, the 930 saw several technical improvements and upgrades. The two fuel pumps were replaced with improved versions. The fuel filter and the fuel pressure accumulator have also been changed. On the front axle, instead of an 18 mm anti-roll bar, it now has a 20 mm diameter anti-roll bar, which further increased driving stability. In 1977 the car had standard 16-inch wheels with 205/55-VR-16 tires on 7J × 16 rims in the front and 225/50-VR-16 tires on 8J × 16 rims.

A pressure indicator was built into the rev counter so that the driver could monitor the turbocharger's boost pressure, and Porsche supplied a clutch aid and a brake booster as standard to meet the increased comfort requirements. A new center console, the illuminated central ventilation control and the warning display for the handbrake and driver's seat belt further upgraded the sports car. The interior of the vehicle was given new fabrics and new paint colors to choose from on the outside.

The combination of luxury and performance that the 911 Turbo 3.0 offered delighted more buyers than Porsche had expected. For the originally planned homologation as a Group 4 vehicle in the World Sports Car Championship, a total of 400 vehicles would have had to be produced by 1976. Instead of the 1000 copies planned as a small series, 2876 vehicles were ultimately built by the end of 1977. In the following year, the more powerful successor model Porsche 911 Turbo 3.3 replaced the car.

911 Turbo 3.3 Type 930 (1978–1989)

Porsche 911 Turbo 3.3 Coupé (US version from 1984)

Despite the high engine power offered by the 911 Turbo 3.0, many customers wanted an even more powerful 911 sports car. Porsche reacted and in 1977 developed a more powerful vehicle based on the first turbo. The new car called 911 Turbo 3.3 developed 221 kW (300 hp) at an engine speed of 5500 rpm. This was achieved by increasing the displacement from three to 3.3 liters, increasing the compression of the six-cylinder boxer engine to 7: 1 and adding an intercooler . The intercooler, which was used for the first time in a production vehicle, enabled more air to enter the cylinders with the same compression by the turbocharger, because the specific volume decreases as it cools (“the air contracts”). At the same time, the compression can also be higher because of the lower temperature, because the tendency to knock increases with the temperature of the compressed gas. Only this improved internal cooling allowed an increase in compression. The new 930 still had a four-speed manual transmission with which a top speed of 260 km / h and acceleration from zero to 100 km / h in 5.3 s could be achieved.

Buyers in the USA, Canada and Japan received the sports car in a slightly less powerful version with 195 kW (265 hp) because of the stricter emissions regulations there. Externally, the car, with its front and rear greatly widened fenders, remained almost unchanged from the previous model. The only difference between the two vehicles was the modified rear wing. While this was still similar to a whale's tail fin in the Turbo 3.0, the 3.3-liter turbo had a larger rear wing with a substructure so that the intercooler could be placed underneath. In addition, the circumferential rubber lip was pulled up at the edges so that even more air could be fed into the engine compartment.

As standard, the Turbo was equipped with 205/55 VR 16 tires on 7J × 16 rims at the front and 225/50 VR 16 tires on 8J × 16 rims at the rear. The brake system was adapted to the increased engine power. The internally ventilated and now perforated brake discs were thicker than the 3-liter turbo and provided with larger ventilation ducts. The four-piston aluminum brake calipers were derived from the Porsche 917 and had cooling fins for better heat dissipation.

View of the turbo boxer engine with its twin tailpipes from below

The extensive interior remains unchanged from the previous model. In 1979 the Turbo received a new exhaust system. By switching from the one-pipe to a two-pipe system, the maximum volume was reduced from 82 dBA to 79 dBA and travel comfort was further increased. The next major technical change was not made until 1982. The consumption in city traffic has been reduced from 20 liters to 15.5 liters per 100 km thanks to an improved mixture preparation. In addition, Porsche installed an additional fan in the footwell so that the air heated by the engine could get into the interior more quickly if required. In order to increase the quality of the music playback, the standard built-in stereo cassette radio was equipped with a more powerful amplifier system and four loudspeakers. Radios with digital displays could also be ordered on request.
In 1983 and 1984, Porsche upgraded the car with a brake pad wear indicator in the interior for easier control of the brake pad wear and a standard central locking and anti-theft device. Braking became easier with a modified brake booster. Thicker stabilizers, which were reinforced from 20 mm to 22 mm at the front and from 18 mm to 20 mm at the rear, increased driving stability when entering bends. The fog lights were integrated into the front apron.

Order code WLS equipment options
SOW 020 3.3 l turbo engine type 930/60 with 4-pipe exhaust system, modified intercooler and exhaust gas turbine charger (approx. 243 kW / 330 PS)
SOW 021 GRP front spoiler with central oil cooler
SOW 022 Additional oil cooler behind standard front spoiler (fog lamps omitted)
SOW 023 Convert engine to 4-pipe exhaust system;
Modify the rear end plate and the lower part of the fender on the right
SOW 024 Change rear end plate and lower fender part for 4-pipe exhaust system

From 1984 onwards, buyers had the option of increasing the standard engine output by increasing the factory output (WLS) by 22 kW (30 PS). The modified engine now delivered 243 kW (330 hp) at 5750 rpm. Among other things, the exhaust system had to be equipped with double tailpipes on the left and right and an oil cooler had to be installed in the front apron. The oil cooler could be ordered as a visible central cooler with a modified front spoiler or as an additional hidden cooler behind the standard front apron when fog lights were no longer required. All vehicles with WLS were only delivered at the rear with the changed wheel combination 245/45 VR 16 on 9J × 16 rims instead of 225/50 VR 16 on 8J × 16 rims. A year later, these vehicle tires were standard equipment. The changes could only be ordered via the Porsche special request program or the Porsche Exclusive program .

Porsche 911 Turbo as a WLS version with a corresponding front spoiler and integrated central oil cooler

Many buyers of a naturally aspirated 911 wanted the look of the Porsche 911 Turbo for their car. This conversion took place from around 1981 onwards in the repair department at Porsche. From 1984 the conversion could be ordered directly from the factory as an optional extra. In addition to the wide body of the turbo, this factory turbo-look (WTL) also contained its chassis with braking system. Another order option offered exclusively for the Turbo was the so-called low-rise, in which the 930 could receive the look of the Porsche 935 racing car.

In 1985, turbo buyers got a car in which the interior and, in particular, the heating and ventilation system were further improved. This was recognizable by the enlarged and newly designed air outlet nozzles in the dashboard. The sensor for the heating control, located on the upper edge of the windshield, was placed by Porsche between the steering wheel hub and the ventilation control. The two make-up mirrors in the sun visors, which can now be covered, and the intensive windshield cleaning system provided additional comfort. The three-spoke leather steering wheel was replaced by a new four-spoke leather steering wheel with a leather-covered impact absorber.
A year later, seating comfort was further increased by adding fully electric seats to the vehicle, in which the height, length and backrest adjustment could be adjusted by pressing a button on the side of the seat. Together with the front seats, which had been lowered by 20 mm a year earlier and the fore / aft adjustment was extended, even tall drivers could travel very comfortably. For the first time, the top model Berlin IQR 86 from Blaupunkt was included in the standard equipment. In addition to an increased output power, the radio contained a theft code, which, after being removed, only enabled the radio again after entering the correct code. In the USA, Canada and Japan an engine variant with an output of 12 kW (17 hp) was delivered, which developed 207 kW (282 hp).

Porsche 911 Turbo 3.3 Cabriolet

Since its introduction in 1974, the turbo has only been offered in the coupé body version. The two body styles Targa and Cabriolet were reserved for the naturally aspirated 911. Many Porsche customers wanted the convertible body, presented in 1981 at the Frankfurt Motor Show and available from 1983 on the 911 SC , also for the Turbo. In 1987, Porsche responded to customer requests and offered the 930 as a Targa and convertible in addition to the Coupé. The Turbo Cabriolet with the standard-operated convertible top was very successful and became the second most popular design after the coupé.
Since the rear fog light, which has been a standard feature since 1981, was integrated into the reflector strip, the “Porsche” lettering was made narrower and red instead of black. A year later, the exterior mirrors, which were electrically adjustable and heated on both sides, were standard equipment. In the interior, tieback leather seat covers and the preparation for the subsequent installation of a C-network car phone could be ordered.
In 1989, the last year of its delivery, the Porsche 930 received a five-speed manual transmission with hydraulic clutch actuation instead of the four-speed manual transmission. This enabled easier shifting and faster acceleration compared to the predecessor vehicles. In addition, the rear axle has been further improved with a stabilizer that has been reinforced by 1 mm to 22 mm and harder-tuned shock absorbers. For health and environmental reasons, the brake and clutch linings, as well as the engine and transmission seals, were made of asbestos-free material. In order to secure the vehicle even better against theft, it contained a new alarm system with an immobilizer as standard, with flashing light-emitting diodes built into the locking pins to indicate operation.
In the coupé version, the turbo had a base price of 135,000 DM; as a convertible version, the car cost 156,500 DM without special equipment.

After eleven years and 17,381 copies produced, production of the Porsche 911 Turbo 3.3 was discontinued. Its successor was the Porsche 964 Turbo , which was produced from 1990 .

911 Turbo 3.3 low-rise type 930 (1981–1989)

Porsche 911 Turbo 3.3 low-rise

In the early 1980s, conversions on the 930 that gave it the look of the front of the Porsche 935 racing car were particularly popular in the USA. From 1981 Porsche therefore offered a low-rise conversion for the turbo models. This conversion was not available as additional equipment ex works, but was carried out by hand in the Porsche repair department using the special request program.

Order code Low-rise equipment options
SOW 010 Flat construction with folding headlights and GFK front spoiler with central oil cooler for 911 Turbo and all 911 Turbo-look variants
SOW 011 Entrance trim (side sill trim) left and right
SOW 012 Air intake ducts on the rear fenders
SOW 013 Wheel arch vents on the front fenders (only in connection with conversion work to a low-rise design)

The conversion consisted of various elements that had to be ordered individually. The complete low-rise conversion comprised the actual flat front of the car in 935 optics with the pop-up headlights embedded in the fenders and the engine oil cooler positioned in the center of the front apron, the wheel arch vents in the front fenders, the side skirts and the air inlet openings on the rear fenders. Initially, in addition to the front of the car with the folding headlights, a version was also offered in which the headlights were integrated in the front spoiler. In this version, the repair department only produced 58 copies. From the conversions with pop-up headlights in the fenders, 204 vehicles were subsequently handcrafted. From 1984, the low-rise building was part of the optional equipment list. The turbo low-rise was built directly from the factory in regular production, a total of 686 vehicles in series within the Porsche Exclusive program . The conversion costs amounted to up to 27,500 DM in 1985, depending on the extent of the conversion. If buyers combined the turbo low-rise with an ex-works increase in output, the purchase price of the 3.3-liter turbo could almost double.

Since the conversion components were also available individually without the flat front, many vehicles were sometimes only ordered with the air inlet openings on the rear fenders without further body modifications.

In the meantime, an original Turbo 3.3 low-rise built by Porsche is one of the very rare 911 models and reached prices between 80,000 and 100,000 euros in 2012 in good to very good condition.

Technical specifications

The Porsche 930 was produced with this internal Porsche designation from 1974 to 1989 in the following versions:

Porsche 930: 911 Turbo 3.0 911 Turbo 3.3 911 Turbo 3.3 with WLS 1
Engine:  6-cylinder boxer engine (four-stroke)
an exhaust gas turbocharger
6-cylinder boxer engine (four-stroke),
an exhaust gas turbocharger with an additional intercooler
Displacement:  2993 cc 3299 cc
Bore × stroke:  95.0 x 70.4 mm 97.0 x 74.4 mm
Performance at 1 / min:  191 kW (260 hp) at 5500 221 kW (300 hp) at 5500 243 kW (330 hp) at 5750
Max. Torque at 1 / min:  343 Nm at 4000 430 Nm at 4000
Compression:  6.5: 1 7.0: 1
Valve control:  OHC (one camshaft per cylinder bank), driven by two roller chains
Cooling:  Air cooling (fan)
Transmission:  4-speed gearbox, rear-wheel drive 4-speed gearbox, rear-wheel drive
from model 1989 (K program) with 5-speed gearbox
Brakes:  internally ventilated disc brakes internally ventilated, perforated disc brakes
Front suspension:  Independent suspension on wishbones and shock absorber struts
Rear suspension:  Independent suspension on semi-trailing arms
Front suspension:  longitudinal torsion spring bars
Rear suspension:  transverse torsion spring bars
Body:  Self-supporting steel body with a fixed rear wing
Track width front / rear:  1432/1501 mm
Wheelbase 2272 mm
Tires rim:  VA: 185/70 VR 15 on 7J × 15
HA: 215/60 VR 15 on 8J × 15
from 1976:
VA: 205/50 VR 15 on 7J × 15
HA: 225/50 VR 15 on 8J × 15
from 1977:
VA: 205/55 VR 16 on 7J × 16
HA: 225/50 VR 16 on 8J × 16
VA: 205/55 VR 16 on 7J × 16
HA: 225/50 VR 16 on 8J × 16
from 1985:
VA: 205/55 VR 16 on 7J × 16
HA: 245/45 VR 16 on 9J × 16
VA: 205/55 VR 16 on 7J × 16
HA: 245/45 VR 16 on 9J × 16
Dimensions L × W × H:  4291 × 1775 × 1320 mm
Empty weight 1195 kg 1335 kg
Top speed:  250 km / h 260 km / h 270 km / h
Acceleration 0-100 km / h:  5.5 s 5.2 s 4.9 s
Fuel consumption over 100 km:  20.0 l

1 WLS stands for factory performance improvement

In the USA, Canada and Japan the 3-liter turbo only had an output of 180 kW (245 hp) and the 3.3-liter turbo had a reduced output of 195 kW (265 hp) initially and 207 kW from 1986 (282 hp).

Performance

In 1975, 1978 and 1989, the following values ​​were measured in tests by auto motor und sport :

Turbo 3.0 Turbo 3.3 Turbo 3.3 5-speed
0-60 km / h 2.6 s 2.8 s 2.6 s
0-80 km / h 3.6 s 3.9 s 3.9 s
0-100 km / h 5.2 s 5.4 s 5.2 s
0-120 km / h 7.0 s 7.1 s 7.0 s
0-140 km / h 8.8 s 9.2 s 9.4 s
0-160 km / h 11.8 s 12.0 s 12.0 s
0-180 km / h 15.0 s 15.1 s 15.9 s
0-200 km / h 19.8 s 19.7 s 20.4 s
1 km with stand. begin 24.4 s 24.4 s 24.6 s
Top speed 250 km / h 260.9 km / h 260 km / h

In tests by the US automobile magazine Car and Driver in 1975 and 1978, Turbo 3.0 and Turbo 3.3 needed only 4.9 seconds for 0-60 miles per hour (97 km / h), so they together lead the ranking of the fastest cars tested in the 1970s of the magazine.

Graphic representation of the 930 development

Porsche 930 road vehicle history from 1975 to 1989
model power 1970s 1980s
0 1 2 3 4th 5 6th 7th 8th 9 0 1 2 3 4th 5 6th 7th 8th 9
930
911 Turbo 3.0 191 kW / 260 PS
911 Turbo 3.3 221 kW / 300 PS
911 Turbo 3.3 with WLS 243 kW / 330 PS

Quantities

The Porsche 930 was produced in the following numbers per model year.

Year of manufacture (model year) 1974 1975 1976 1977 1978 1979 1980 1981 1982 1983 1984 1985 1986 1987 1988
911 Turbo 3.0 274 654 685
911 Turbo 3.0 (USA, Canada, Japan) 520 717
911 Turbo 3.3 Coupé 725 810 830 688 888 955 744 1003 1098 660 617 797
911 Turbo 3.3 Coupé (USA, Canada, Japan) 500 1212 53 39 6th 17th 25th 1392 1545 641 579
911 Turbo 3.3 Targa 9 76 55
911 Turbo 3.3 Targa (USA, Canada, Japan) 27 81 49
911 Turbo 3.3 Cabriolet 82 182 184
911 Turbo 3.3 Cabriolet (USA, Canada, Japan) 123 531 540

Source: Jürgen Barth, Gustav Büsing: The great book of Porsche types. Rear engine models. Motorbuch Verlag, Stuttgart 2010, p. 288 to p. 297

Picture gallery

Motorsport

Although the Porsche 930, unlike the racing models 934 and 935, was not specially designed for motorsport, private racing teams used it in some races in the sports car world championship between 1977 and 1984 . There the vehicles started in Group GT and in 1983 and 1984 in Group B also at the 24 Hours of Le Mans . There the 930 achieved eleventh place in the overall ranking in 1983 as the best placement and the class win in Group B.

As the best place in the sports car world championship, the car was driven to seventh place in the overall standings and to class victory in Group B in the 1000 km race at the Nürburgring in 1983 by the Edgar Dören team .

911 Turbo 3.3 Group B (from 1982)

The Group-B-930 had an engine output of 269 kW (365 hp), which was achieved by a slightly increased compression, a different camshaft and an increase in the turbocharger pressure. In order to be able to run the car with these changes in racing operation for 24 hours without the engine overheating, Porsche built a larger charge air and oil cooler into the vehicle. In addition, the vehicles had special tires with wide rims of 9.5J × 16 at the front and 11J × 16 at the rear. The teams had to invest around 28,000 DM in addition to the car price for the engine and chassis changes.

The results from 1977 to 1984

1977
1980
1981
1982
1983
1984

literature

  • Thomas Agethen, Sigmund Walter: Type compass Porsche. Passenger cars since 1948. Motorbuch Verlag, Stuttgart 2003, ISBN 3-613-02157-9 .
  • Tobias Aichele: Porsche 911 - Forever young. Motorbuch Verlag, Stuttgart 2004, ISBN 3-613-02353-9 .
  • Jörg Austen: Porsche 911 rally and racing cars. The technical documentation. Motorbuch Verlag, Stuttgart 2006, ISBN 3-613-02492-6 .
  • Jürgen Barth, Gustav Büsing: The big book of the Porsche types. Rear engine models. Motorbuch Verlag, Stuttgart 2010, ISBN 978-3-613-03241-5 .
  • Marc Bongers: Porsche. Series vehicles and sports cars since 1948. Motorbuch Verlag, Stuttgart 2004, ISBN 3-613-02388-1 .
  • Paul Frère: The Porsche 911 Story. Motorbuch Verlag, Stuttgart 2002, ISBN 3-613-02225-7 .
  • Stuart Gallaher: The fascination of Porsche. Parragon Books Ltd, Bath, ISBN 1-4054-8355-5 .
  • Achim Kubiak: Fascination 911. The typology of the Porsche 911. Delius Klasing Verlag, Bielefeld 2004, ISBN 3-7688-1581-1 .
  • Randy Leffingwell: Porsche 911 - Perfection and Design. Heel Verlag, Königswinter 2006, ISBN 3-89880-641-3 .
  • Peter Schneider: Type compass Porsche. Racing and racing sports cars since 1948. Motorbuch Verlag, Stuttgart 2003, ISBN 3-613-02300-8 .
  • Nicky Wright: Porsche - dream car made in Germany. Orbis Verlag, Munich 1990, ISBN 3-572-09989-7

Web links

Commons : Porsche 930  - collection of pictures, videos and audio files

Individual evidence

  1. a b c d Frank Wald: 30 Years of the Porsche 911 Turbo: The Taming of the Shrew. In: www.spiegel.de. August 23, 2004, accessed August 12, 2012 .
  2. Autobild Video: Big Bang in the Seventies. In: www.autobild.de. February 3, 2011, accessed August 12, 2012 .
  3. Jörg Maltzan: Porsche 911 Turbo yesterday and today - Turbo gives you wings. In: www.autobild.de. May 2, 2006, accessed August 12, 2012 .
  4. ^ A b c Jürgen Barth, Gustav Büsing: The great book of the Porsche types. Rear engine models. P. 264.
  5. Achim Kubiak: Fascination 911. p. 85.
  6. Autobild Video: The 911 Myth . In: www.autobild.de. July 27, 2012. Retrieved August 12, 2012 .
  7. Stuart Gallaher: Fascination Porsche. P. 60.
  8. a b Nicky Wright: Porsche - dream car made in Germany. P. 98.
  9. Achim Kubiak: Fascination 911. P. 97.
  10. ^ A b c Jürgen Barth, Gustav Büsing: The great book of the Porsche types. Rear engine models. P. 266.
  11. Porsche AG: 911 SC - 911 Turbo colors and interior equipment '80. 1980.
  12. a b Achim Kubiak: Fascination 911. p. 89.
  13. a b c Stuart Gallaher: Fascination Porsche. P. 61.
  14. Jürgen Barth, Gustav Büsing: The great book of the Porsche types. Rear engine models. P. 265.
  15. a b c d J. H. Muche: Porsche 911 Turbo - Alpha tier in the turbo area. In: www.autobild.de. July 11, 2009. Retrieved August 12, 2012 .
  16. Achim Kubiak: Fascination 911. p. 93.
  17. ^ A b c Jürgen Barth, Gustav Büsing: The great book of the Porsche types. Rear engine models. P. 268.
  18. Porsche AG: Price list models 1976 Porsche 911, Carrera and Turbo. 1975.
  19. Nicky Wright: Porsche - dream car made in Germany. P. 101.
  20. Porsche AG: Delivery certificate for a Porsche 911 Turbo 3.0 USA. February 19, 2009.
  21. ^ A b Jürgen Barth, Gustav Büsing: The great book of the Porsche types. Rear engine models. P. 269.
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This version was added to the list of articles worth reading on October 3, 2012 .