930 Turbo Carrera

Ryan - I've looked through all my references but have not seen a '75 930 without a secondary grill.

An unusual tail is on 1975 Turbo GLP 170N (chassis nr. 9305700015) that I believe was the only right hand drive 930 fitted with a rear wiper on the right side. In addition to this unusual preproduction feature, it also lacked Euro rear bumper reflectors and was fitted with adjustable boost from the factory (mentioned in the new Total 911 magazine article on the 40th Anniversary of the Turbo).

When you examine original 3-liter tails, you will notice that the underside metal has predrilled holes for a left hand or right hand wiper attachment but the fiberglass top only has a hole for the left side wiper attachment. Additionally, the larger grill on the 3-liter tail’s have a cutout for a right hand wiper motor attachment although I don’t believe any were ever fitted from the factory (except for GLP 870N). Perhaps this is an artifact where Porsche originallyconsidered fitting rear wipers on the right side for right hand drive 930’s.
Image Unavailable, Please Login
Image Unavailable, Please Login

 

Hi, anyone thinking of selling a 3.0 turbo? I'm looking for an original car in good condition.

 

Can someone please tell me about the emmisions law in America for these cars. My first question is, can ANY 3.0 litre turbo be registered in California state? Or is it only cars that were supplied there originally? And secondly, is a California supplied car worth more than a car supplied to other parts of America? Hope this makes sense, and that some kind soul is patient enough to answer my questions!

 

Ah yes, Grasshopper, The Old Smog Question.

It has been discussed before that the California peeps seem to be at the mercy of the X-station you visit. So, I think this is a question for your local area. Can not believe it would be difficult for them to answer.

However remember,
* RoW cars were the least smog compliant, BUT if they came over as grey market cars they were required to be DOT smogged for there respective areas (CA or 49 State).
* 49 State cars had less restrictive regs than the CA cars.
* the CA cars by design were what they were to meet the CA laws.

That is why, by the late 70's, Porsche was building 3 distinct Turbo motors types, RoW. 49 State, and CA. So FWIW, in the end it's going to be up to you to get it to pass not the seller.
.

 

Mechanical rebuild of my 76 #470 is coming along. Engine is finished: all new internals, blueprinted turbo, slight porting. All fasteners and lines properly re-plated, all painted parts powder coated, hot parts ceramic coated but in original appearing colors. original valve covers replace with later webbed design in a concession to usability but otherwise a bone stock 930 experience!
Image Unavailable, Please Login
Image Unavailable, Please Login
Image Unavailable, Please Login
Image Unavailable, Please Login

 

In addition to lighter weight, a secret to the 3.0L 'toss ability' is the trans bell housing which is 1.1" shorter than the later cars. Here is mine, from #470, next to the 3.3 trans from a '78. Someday I will sit down and calculate what exactly this difference means in terms of weight distribution; but it is effectively the same as a 1" longer wheelbase, right?
Image Unavailable, Please Login

 

Brandon - beautiful engine and transmission photos.

The 930 4-speed transmission is often misunderstood and underappreciated by the Porsche community at large. The April 1976 Christophorus featured an article on the Group 4 (934) and Group 5 (935) cars with a transmission photo & caption: “The gearbox for Groups 4 and 5 is close to the production model. No differential is used in Group 5.”

The production 930 3-liter 4-speed gearbox (and ratios) was first homologated in FIA ‘Nr. 645’ and this was essential the same gearbox used in 934’s and 935’s without a differential (w/ 80 or 40 percent limited slip available in ’75 & ‘76 production Turbos). The 930 3.3-liter 4-speed gearbox was homologated in FIA ‘Nr. 3076’ in June of 1978. The only 930 gearbox that was never homologated was the 1989 G50 but by this time, the 911 Turbo was way past its racing heyday.

The FIA homologated the Porsche Turbo (recognized for 'Group 4') for the 1976 season in ‘Nr. 645’ on 6 December 1975 after Porsche had previously certified that 400 identical production cars had been completed. It’s interesting that in ‘645’, 930’s were never referenced by the Porsche factory as “911 Turbos”. It was homologated as the ‘Porsche Turbo’ - unnecessary to add a ‘911’ to the model name since it was the only production turbo being manufactured.
Image Unavailable, Please Login
Image Unavailable, Please Login
Image Unavailable, Please Login
Image Unavailable, Please Login

 

+1 Beautiful looking engine!

 

You are right in there is a balance advantage of the 1977 and earlier 930's.
In 1978 and later the engine was moved back to make room for the thick rubber centered clutch as can be clearly seen in your good photo.
But of course what this would do is the opposite for stability and make the 78 and later cars more tail happy like they had a shorter wheel base than the early cars. This was masked over by the wide tires and good rubber.

 

The 1,000th 1976 Turbo was completed on 5 May 1976 and presented to Princess Antoinette zu Fürstenberg. The 1,000 production number let Porsche reclassify the 930 for Group 3, Series-production grand touring car in FIA Homologation Nr. 3076, 1.1.77. Additional variants to Group 4 (and Group 5) were promulgated in Nr. 3076 and included the 1977 model year (chassis nr. 9307700001, 1.1.77) and the 3.3 liter 930 (chassis nr. 9308700001, 1.1.78). As in FIA Nr. 645, Nr. 3076 homologated the 930 as the “Porsche Turbo” (vs. “911 Turbo&#8221 and remained in effect until replaced by FIA B-208 in 1 Mar 1982 for Group A/B (type and model renamed to "911 Turbo"). Princess Antoinette photo from the August 1976 Christophrous.
Image Unavailable, Please Login
Image Unavailable, Please Login

 

I purchased a Porsche Classic passenger mirror that was not available for the Porsche Turbo in 1975. The driver’s side mirror that was originally installed on my car has a part number of 91173101300 and new Porsche Classic passenger mirror has a part number of 91173101407.

When compared side-by-side, you can see that the 1976+ electric flag mirrors are considerably larger than the 1975 versions; necessary for the built-in defrost and electric adjustment features.
Image Unavailable, Please Login
Image Unavailable, Please Login
Image Unavailable, Please Login
Image Unavailable, Please Login

 

Viper Green 1975 Turbo…perhaps this is S-CD 1337 with a new registration plate – 2999WW92.
Image Unavailable, Please Login

 

holy cow you guys should apply your powers of deductive reasoning to solving crimes or something! just hilarious. idart, very interesting comparison of the mirrors, thx!

 

Original driver’s mirror reinstalled and Porsche Classic passenger mirror temporarily installed (will eventually be removed but will require bodywork & paint to fill the holes). The electric flag mirrors are a violent installation on ’75 doors since they require larger holes and metal support plates riveted inside the doors. Fortunately…no power controls were installed.

When I had my door panels off, I discovered a red inked production number and ‘Turbo’ on the back of each panel.
Image Unavailable, Please Login

 

Grea car Idart. Is it from 75? How many came to America in that year?

 

Seems appropriate next to a Starfighter...
Image Unavailable, Please Login

 

Very nice picture of a very nice car! Bravo

 

Hey Rich (Idart), very nice. When I got my 3 litre I thought it looked odd not having a passenger side mirror. Now the 3 litres look odd to me with a passenger side mirror. I think it's about 50/50 for US spec cars. I've seen many period dated ads with no passenger side mirror. Porsche Classic is offering some really nice parts.

 

Finally got my '76 930 sorted and took some photos. A more detailed shoot will follow. I'm thinking of asking $129,000? Please read the ad and PM me with suggestions for improving it and for pricing suggestions.

Description:https://docs.google.com/document/d/10ZBH6yEMEJz9mjooLq4km-H2yYzJaiZrvYRV3wEm1ic/edit?usp=sharing
Photos:https://picasaweb.google.com/107462596126098920364/1976930GermanMarket#
Image Unavailable, Please Login
Image Unavailable, Please Login
Image Unavailable, Please Login

 

It is a 1975 model year and at least two came to the U.S. in 1975.

For the early Turbos, I prefer non-optioned fitment except for sport seats. Is it unnerving to drive your 930 without a passenger mirror? Seems like it would take some time to adapt, especially when changing lanes.

 

Naw minor adjustment, usually I'm so far ahead of traffic there's no reason to even look back...

 

Very true...The Gumball Rally quote from 1976 also fits ours Turbos quite nicely...

Franco: And now my friend, the first-a rule of Italian driving.

[Franco rips off his rear-view mirror and throws it out of the car]

Franco: What's-a behind me is not important.

 

Right from the pit lane...Christophorus magazine online…

Right from the pit lane - Article overview - Latest Issue - Dr. Ing. h.c. F. Porsche AG

The Porsche 911 Turbo is celebrating its 40th anniversary in 2014. Hans Mezger, an engine expert and one of the Turbo’s founding fathers, took the occasion to journey from the past to the present—with two charged-up companions.

The sports-oriented gentleman likes checkered upholstery. The light-green leather is a perfect example, framing not only the sports seats. The radio has an integrated cassette deck. A long thin gearshift emerges from the center console. You can’t miss the “H” on its knob—with gears one, two, three, and four—to make sure drivers know what comes next.

But shifting remains a complex task. Despite the little dia*gram, drivers have to not only find the right slot, but also feel it. To accelerate from second gear (bottom left) to third (upper right), you’ve got to pay attention to the signals traveling from the palm of your right hand to your brain. Light resistance will require a gentle change of course. It’s what we might call a sensitive approach, even for Hans Mezger, whom the industry press once christened the “Engine Pope” and the “father of all Porsche Turbo engines.” He knows the inner workings of the car like no one else, but before this fortieth anniversary tour he hadn’t driven the museum piece in years.

A first-generation Porsche 911 Turbo, built in 1976. It has an air-cooled boxer engine with six cylinders, turbo-*charging, a three-liter displacement, and 260 hp (191 kW) at 5,500 rpm. Torque of 253 lb.-ft. at 4,000 rpm. It needs 5.5 seconds to accelerate from 0 to 62 mph, and has a peak speed of more than 155 mph. Its fuel consumption (converted to the current New European Driving Cycle – NEDC) translates to 15.7 mpg. A timeless beauty in oak green, with a drive system that has always been the measure of all things and is once again expected to enjoy a great future.

Mezger quickly becomes animated when talking about his Turbo, with which he has a lot in common. A fit man in his mid-fifties, he’s in the same good shape as the sports car. The fact that you need as much strength to steer as you do to shift and brake makes him excited. “This is what driving a car is really like,” he says with pleasure, and pushes down on the accelerator to the point that makes the Turbo into a Turbo. When the rev counter shows around 3,700 rpm, the turbocharger in the rear springs to life and vehemently presses more air into the combustion chambers.

That’s the moment when you’re pressed back into the seat without warning and imagine Apollo 11 going into second-stage ignition. The Turbo takes off. “The Turbo gets going when other engines die down,” says Mezger with satisfaction. “And that just adds to the driving pleasure.” It’s a high-performance principle that, back then, took a little getting used to for most drivers. The Turbo—a sports car right from the pit lane.

In the early 1970s, Porsche put fear into the hearts of its competitors in the popular Can-Am series. Naturally aspirated induction engines with seven- or eight-liter displacements had been setting the tone, but Porsche drove to win after win with the 917 and its considerably smaller displacement. The car’s turbo drive principle had actually been considered unsuitable for racing. Although no one disputed its higher output, they thought its response properties were inadequate. The turbine needed a lot of time and high rpm levels before it finally went into action.

Mezger, who is a qualified engineer, and his colleagues from the racing engine department discovered how to get around that. The turbocharger was made smaller, and the exhaust gases that were not used were channeled past the charger with the help of a bypass system. “All of the auxiliary systems that we applied already existed,” recalls Mezger. “They had just been used incorrectly and discarded. We rediscovered—and reinvented—them.”

The 917/30 Spyder of 1973 generated 1,200 hp (882 kW) with a 5.4-liter displacement. By changing the regulations, however, the Americans did away with the fearsome winner. The oil crisis came, and everyone including the FIA was suddenly thinking about fuel efficiency and production-based racing cars. Porsche had already made the decision to let series cars share in the Turbo’s success. In the fall of 1973, Porsche presented the first 911 Turbo at the Frankfurt International Motor Show (IAA). It was something of a premature birth, from which 400 road-going vehicles were to be produced as the basis for a racing car. In 1974 the first road-going 911 Turbo then appeared at the motor show in Paris.

The car was initially the object of internal controversy. The sales department thought it would never fly, considering it too sporty and also too pricey at 65,800 German marks (US$ 24,343 at the 1974 exchange rate with the West German currency)—and that during the oil crisis. To promote sales, the Turbo was fitted out as a high-end 911. But still the unsettling question remained: Would Porsche be stuck with the 400 cars?

In August 1975, Mezger and Ernst Fuhrmann, the board member in charge of technology, set off on a trip to Columbus, Ohio, to display the car. The journalists were shocked by its unusual driving properties at first—but then quickly became fans. “It was as if they had all been waiting for a car like that,” says Mezger. The automotive press touted the “mania on wheels,” and the 400 Turbos were quickly snapped up. More than 30,000 Turbos were sold until the end of the air-cooled 911 engines in the mid-1990s. “Without the 917, there probably never would have been a 911 Turbo,” he observes. The car from the pit lane had arrived.

911 Turbo 3.0

Change of scene: Mezger leaves the checkered upholstery for an all-leather black sports seat with fully electric eighteenway adjustment and a steering wheel with shift paddles. He’s now operating a water-cooled 3.8-liter boxer engine with direct fuel injection, VarioCam Plus (stepless inlet-side timing and lift), and bi-turbo-charging with variable turbine geometry (VTG). You’ll search in vain for a shift-stick knob with an “H” on the sloping center console of the latest generation of the Porsche 911 Turbo S. The Turbo’s power can now be put to optimum use only via an automated seven-speed dual-clutch transmission. We’re talking 560 hp (412 kW), and an average fuel consumption in the NEDC that translates to over 24 mpg.

The sports car drives commandingly down the country road with an engine that can wait patiently until its power is needed. “Downsizing,” remarks Mezger suddenly, while taking a gradual curve to the left. “The word didn’t exist back then, but that’s exactly what we did when we got the best possible output from small engines with low fuel consumption.” During the Porsche Turbo’s stretch of victories on the racetrack, Mezger often gave talks at universities and to engineering associations. Everyone wanted to know more about the performance-boosting power of the underlying principle. He always pointed out that turbocharging is also superbly suited to reducing fuel consumption.

“No one was interested in that back then,” he notes. And when the Turbos slowly disappeared from racetracks in the late 1980s under the dictate of new regulations, he considered that a step backward. “The charger also dampened. That means the Turbos were quieter than other racing cars and had fewer emissions. It’s only now that everyone is talking about downsizing with Turbo support.”

Porsche has always been consistent in its thought and development, to this day keeping engines small and increasing their efficiency. The best example is this 911 Turbo S in the sure hands of Hans Mezger. “It has 560 horsepower,” he says and shakes his head. “Thirty years ago we were winning major races with this output. And today you can take it out on a Sunday drive. Compared to those days, all you have to do now is steer.” Time goes by, and the Turbo does more than endure: it flourishes.
Image Unavailable, Please Login
Image Unavailable, Please Login
Image Unavailable, Please Login
Image Unavailable, Please Login
Image Unavailable, Please Login