Thanks idart. These guys contacted me almost 2 years ago and shot the film over 2 days. What a pain for 5 minutes of footage lol. Seeing/hearing yourself talk so much is weird. The action footage is from the Snoqualmie Valley area around Seattle. The bridge at the beginning is about a 45 second drive from my hi school, Mt. Si. I do like the footage with the sun going down towards the end. Image Unavailable, Please Login
I promise I will, but I can't just yet. It is an interesting car with an interesting story. Still working out the details I'll give you a hint..... Image Unavailable, Please Login
Ah yes, if that's the color I think it is, you've definitely piqued my interested.. Always interested how these Euro cars end up State side. Keep us posted..
I've been trying to catalog what is actually different between the various type 930 engines (930/50-54) and went through a late 1970s parts catalog. Other than one or two minor items, here are all the part differences for each engine type. Perhaps this will help us understand the real differences between these engines better. The most interesting differences appear to be the camshaft, fuel distributor, intake manifold, throttle housing, exhaust silencer and oil pump. The other changes appear to just be various control lines, tubes, etc to mate those. There are some other changes that are USA specific, like thermal reactors, which don't show up as differences in the parts catalog based on the engine type itself. Also, note that this was from a January 1979 parts catalog, so earlier parts that were replaced by Porsche with improved versions would have been replaced. --- Camshaft differences 930/50 930.105.141.00 930/51/52 930.105.143.00 Exhaust gas elbow 930/51 930.111 .035.01 930/53/54 930.111.035.03 Bypass line 930/51 930.123.033.00 930/53/54 930.123.033.01 Throttle Housings 930/50 930.110.247.02 930/52 930.110.247.05 (Mod. Nr. 75??) 930/52 930.110.247.10 (Mod. Nr. 76??) 930/51 930.110.247.07 930/52 930.110.247.08 930/51 930.110.247.09 Air intake 930/50 930.110.015.04 - RoW Only 930/51/52 930.110.015.05 (Mod Nr. 75???) - RoW/USA 930/?? 930.110.015.06 (Mod Nr. 76??) - RoW/USA Warm-up air regulator 930/51/52/54 930.606.102.00 930/53 930.606.102.01 (1977 USA only) Fuel distributor 930/50 930.110.806.00 930/51/52/53/54 930.110.804.00 Oil line 930/50 930.107 .125.01 930/51/52/53/54 930.107 .125.03 Oil drip receiver 930/50/52 930.107.001.04 930/51/53/54 930.107.004.00 Oil pump 930/50 930.107.003.00 930/51/52/53/54 930.107.003.01 Oil tube line 930/50 930.107.337.00 930/51/52/53/54 930.107.338.00 Oil tube 930/50 930.107.335.01 930/51/52/53/54 930.107.336.00 Vent tube 930/50/52 930.123.043.01 930/51 930.123.117.00 930/53/54 930.123.117.01 Control line 930/50/52/53/54 930.123.053.01 930/51 930.123.115.00 (USA) All 930 engines 930.123.115.01 (ROW and USA) Exhaust muffler 930/51/53 930.111.025.04 (USA) 930/54 930.111.025.05 (Japan) Intake manifold 930/50 930.110.031.02 930/51/52 930.110.031.03 930/53 930.110.031.04 930/54 930.110.031.06
Sorry the formatting is poor Yes, waste gate changed with at least three different variations starting from the early 930/50. I suspect the parts manual didn't list this since I believe the specification on all three was the same, just the manufacturer and housing style are different. I've added this to my list of things to dig into more. UPDATE: I went back to the parts catalog for the late 1975 and the wastegate was listed as PN 930.123.127.00 (note that the Garrett wastegate was stamped with PN 930.127.00, without the .123.). I re-checked my parts catalog with updates through 1/79 and the wastegate part number was missing entirely! The diagram showed the wastegate, but now with 3.3 parts, and no part number was listed.
I never noticed that the exhaust tip of the 930/51/52/etc was darker colored until I started looking closely at factory photos. I wonder what kind of treatment this was. Image Unavailable, Please Login
Posting this here for info. I was chatting with my trimmer yesterday about the interior of 9305700080 and he questioned the folding rear seats having red button clasps at the bottom of the seats rather than, say, leather straps and poppers. I know what he means. You think of these as 80's enhancements. In fact I even see that there is an early post on this thread commenting on a photo of the interior of '80, identifying the seats as "later". But, the trim looks 100% original. Hmm. As is so often the case, the attention to even the smallest detail to be found in Ryan's book on the Carrera 2.7 MFI, helped solve the mystery by referencing a 1975 Australian Carrera interior on page 185. My '75 was delivered in Aus. As such it has an ADR plate in the front trunk. If you reference the number codes on the plate against the list of Second Edition Design Rules that had to be complied with in 1975 (https://infrastructure.gov.au/roads/motor/design/second_edition_adrs.aspx) you will see that ADR 3 refers to Seat Anchorages and, specifically, the requirement for folding seats to have self-locking restraining devices. So, thankfully, the seats are as they should be. Photos below. I apologise if anyone cricks their neck on the third one, but I can't get it to sit upright! I love this hobby. You learn something new every day... Image Unavailable, Please Login Image Unavailable, Please Login Image Unavailable, Please Login
As discussed privately with Ryan, an incredible source of NOS engine parts for the ROW turbo carrera is Freisinger in Germany. They have what look like three original new and complete 930/50 engines in inventory. I understand from people familiar with Freisinger that they are a very peculiar company and not very easy to work with... Maybe if someone on the forum has strong connections with them could help Ryan getting access to pictures of these original engines!
Great details I had that discussion with Ryan for his Carrera 2.7 MFI book and couldnt believe the red button clasps were implemented for the Australian 1975 Turbos but as we know from his detailed book, they actually were. IMO, the buttons are actually much better than the straps and its hard to believe that Porsche did not implement them world-wide until the 1986 model year.
It would be interesting to catalog the differences between the parts listed above for each of the engine types. For instance, why was the throttle housing different for each type of engine? Why was the intake manifold different for each engine type EXCEPT the 930/52 shared the intake manifold from the USA model 930/51?
I recently bought an original but brand new exhaust via Porsche, and the tip wasnt darker colored, it was matte vs polished for the rest. When that treatment sits and goes through a lot of heat cycles, it turns darker..
Porsche sells an exhaust muffler made by Dansk Autoparts, not the original part. Its just a repro part.
I have the original one, but its rusted all round. Anyone ever restored these? QUite a dent in an all original car to have a dansk?
Ciarán - the May 27, 1976 Motoring News has a nice article featuring NLP 83P. The article mentions that your car was equipped with an additional spare tire: Standard equipment on the Carrera range is a B.F. Goodrich Spacesaver tyre, which is mounted on a narrow rim and nestles at the front of the shallow luggage compartment in a space moulded into the 17.5 gallon petrol tank. A tiny compressor pump, which plugs into the dashboard cigar lighter, inflates the tyre, but one major snag is that British law doesnt allow the crossply Spacersaver to be mixed with the radial tyres, and it is therefore illegal! So, our test car was equipped with an extra steel wheel and a radial ply tyre, and any customer wishing to comply with the letter of the law would have to buy one to, losing valuable luggage space. The article often refers to the new model as the 930 Turbo as in these passages: No other manufacture, even Ferrari, can claim an unbroken connection with endurance racing with all the experience fed back to the production line, which makes our test this week on the Porsche 930 Turbo especially interesting. Originally intended for a short production run for homologation, demand in all countries, including the UK, was such that the type 930 now has a permanent place on the Stuttgart-Zuffenhausen production line, and more than 1000 examples have been built so far. Image Unavailable, Please Login Image Unavailable, Please Login Image Unavailable, Please Login Image Unavailable, Please Login Image Unavailable, Please Login
Thanks for your confirmation about the color. Looks like my #148 is still 1 of 1 in Copper Metallic and the kunstharzlack tag code will remain a mistery for the time being.
For an original NOS exhaust muffler, both model for 1975 and 1976-77 ROW you must go to Freisinger ... I purchased mine with original manufacturing date 11/74 by Bischoff ... not cheap, mind you, at about 2.500 a piece, but once they are gone ... they are gone for good. Below a picture of my "new" exhaust muffler, I just realised it may be a MY 1975 instead of a MY 1976-77 as it was manufactured in november 1974 ... but probably all the ones that Freisinger has in stock are from this same production batch. Ryan, if you want you could use this picture instead of the one I sent you with low resolution, taken from Freisinger website. Image Unavailable, Please Login
As promised previously, I have finally got around to writing up the history of my '75 Turbo: My Late Father, Clive Sherwood was a Patent Attorney with a successful Practice in Birmingham and thus able to indulge his love of quality, performance cars. By the early 1970s, for his daily drive he had progressed through Bristols and a Jensen FF to Porsche cars, to which he remained loyal for many years. I recall watching him peel the "Carrera" body stickers off his new RST in 1973 (RLO 6L - I still have the original order form and invoice on file), as he hated "marketing frippery" and suchlike, removing dealer stickers and badging at any opportunity. For the 1975 model year the 3.0 Turbo was launched and a PCGB demonstrator was taken around the UK dealership network by the well known and successful Porsche racing driver, Nick Faure. Father duly booked his place at Swinford Motors of Lye, Stourbridge and I managed to cadge a lift along for the ride, crunched up in the back. What followed was to be a seminal experience for both of us. Rumour had it that the local Chief Constable had been invited along the previous day for a spirited demonstration and was persuaded that there may be pressing engagements elsewhere for his traffic officers the following day! In those days, the dual carriageway south of Birmingham from Hagley to the M5 junction at Lydiate Ash and then on to Rubery was a joyous road with fast, sweeping corners that could be taken at very high speed. (Indeed, it had caused me some grief on previous occasions, once returning from a high speed run on a Bimota motorcycle to find the rear tyre had shredded and another time losing control along the same stretch on black ice in my 356SC). The run Nick Faure took us on left us rendered virtually speechless, and having the desired effect, Dad immediately placed his order. Chassis no: 93005 70 0225 was invoiced on 26th June 1975 in silver with blue full leather at a price of £14,752.36 (twice the price of a standard 911), with a '74 Carrera, UGO 70M (coincidently also c/n 225) and a '74 911, WMD 3M being taken in part exchange. It was one of two Turbos sold by Swinford Motors that year, out of a total of 22 cars imported by PCGB in 1975. (18 in m/y 1976 and 34 in m/y 1977, giving a total of only 74 3.0 Turbos imported to the UK in the 3 years of their production - source: PCGB). In those days, Clive was a serial car changer and sold the car on 6th February 1976 with a mileage of 3,766 to a Mr Fox of Fox's Dairy, Redcar, Cleveland. In May of that year, whilst Mr Fox was on a motoring holiday in France, the car was stolen from Cannes. Then, gaining suitably comprehensive but totally counterfeit Italian papers, Italian Handbook (genuine Porsche) and a generous supply of officially stamped documents, it was put on a ship bound for Sydney, Australia by virtue of all this dodgy documentation. A Mr Laurie O'Neil of Double Bay agreed to buy the car and transfer payment to Switzerland on its arrival. However, on inspection of the car, Mr O'Neil discovered shards of glass under the carpet and signs of the number plates not being original. (Access had been gained by breaking the small 1/4 light glass in the driver's door, thankfully preserving the heated front screen). There was also the conundrum of a RHD car being on Italian plates. His suspicions aroused, he contacted Porsche Germany and the truth was unveiled, whereupon Customs immediately impounded the car. Dad had clearly regretted his earlier sale and in 1977 contacted Mr Fox only to find the car was with Sydney Customs and owned by Royal Insurance, them having paid out to Mr Fox. There followed protracted negotiations to buy the car and after examination and a report by the local Porsche dealership, a price of £8,000 as it stood was finally agreed. My father arranged shipping at a cost of £930.41 and after various delays, the car set sail on November 8th, landing at Tilbury Docks on 20th December 1977 in the middle of a dockers strike. Following clearance after the Christmas break, it was delivered to Swinford Motors for a full service, it being found the only item needing attention was a sticky boost pressure regulator valve. The car then led a life of semi-retirement with only occasional use although the registration 911 MOB was acquired and put on the car. One fine Sunday whilst visiting, in a weak moment, Dad asked me to go down to the local garage to fill up the car. Seizing my chance, I made a diversion to a local dual carriageway with a long enough straight, where I thought the "big 150" might be achieved... Maximum revs through the gears quickly saw everything whiz by with dizzying speed before some heavy braking was VERY urgently required to prevent me becoming part of the scenery at the roundabout. "Job done" and elated, I tootled back and stood it on the drive creaking and groaning, to receive a stern reprimand from Dad - for forgetting to get a receipt for the petrol! Come 1987 and with the car getting little use, Dad persuaded me to buy it from him (for £15,000 - Dad always did like a profit!). I ran it for a while, but finding it well beyond my pocket, sold it at 17,000 miles to Mr Roy Fournier of Staffordshire, a serial collector of Porsches and Ferraris. As the years rolled by, Dad often mused as to what had become of the Turbo before he sadly passed away in 2001. Incredibly, in September 2005, I saw the car advertised for £30,000 with still only 21,000 miles on the clock. Part of a car collection in Shropshire since 1989, it was being sold due to the retirement and emigration of the owner. The sale was being handled by a friend of his, whom Dad had known well, but the connection had never been made earlier. On inspection, the new set of tyres I had put on in 1987 were still virtually unworn but lethally hard due to the intervening 18 years. Condition otherwise unchanged I just had to buy it back! During our ownership, the car was serviced by Chris Best at supplying Main Dealer, Swinford Motors and subsequently by Chris Best and David Moore of Two Plus Two, Brierley Hill, set up by them following the demise of Swinford Motors in the 1990s. To this day, Chris Best still bears the scars from the engine lid dropping on his head in 1975 and, on my reacquisition, insisted on fitting a 2nd hydraulic strut! The car had a sympathetic body refurbishment by Autofarm in 2012, has now done 32,000 miles and my eldest son is insured to drive it whilst accompanied by me. However, it will be a few years yet before I ask him to pop down to the garage to fill it up... Chris Sherwood February 2017. Image Unavailable, Please Login Image Unavailable, Please Login Image Unavailable, Please Login
