Tameing a 930

Programmable EFI !!!!!!!!!! of course ! After finding a turbo which delivers boost over a broader range I think programmable EFI would help spread horsepower ............. correct or not ?

Next point would be a bit more grip couldn't hurt. Wider rims I think a maximum of 17" diameter just because Australian roads are rough at the best of time.

...... next question about the suspension set up ...... I have not asked anyone before but see what you think of this hypothesis.
To select a sway bar most people seem to be saying ask this guy or that guy ... problem is each car (think different horsepower characteristics and tyres) and each drivers style is different. So to tailor sway bars to the best size I propose getting a car running fast on a track and photograph it in as many corners driving as hard as safely possible.
Shouldn't we be trying to "freeze" what is happening on the track and see what the car is doing. Say for example if a car is consistiently leaned over in the rear and flatter looking at the front wouldn't that mean the rear sway bar should be increased in strength a little.

I know it would be time consuming swapping sway bars a few times but for guys who enjoy mechanical work as much as driving wouldn't it produce results ??

Let me know what you think








(My 308 will still be quicker than Fatcat's 930 over the mountains !)

 

Like he said

Which Porsche wheels would be 17" Dia and about 270 something wide ?? If you can add pics of suggested wheels pleeeeeeeeeeeeeeeeze.

 

Interesting about the rise and fall even in a straight line ...... have others noticed this ?

I have heard comments from drivers from and in the UK about Porsches in general feeling quite lite in the nose on wet roads ............ these may be personal preferences I guess.

 

Yep.........when you have a significant rear weight bias vehicle (as all 911/930/964/993/996/ 997's are) hard acceleration and de-acceleration will give you this feeling, as the suspension loads and unloads during weight transfer........it is most dramatic in the 930/964 turbo's however. We built a 456 HP 964 turbo for a customer that felt like a drag racer, even with significant suspension mods. The front end would rise up under full power like a drag car with 90/10 shocks, and the back end would hunker down as the power got to the ground........let off the gas and it would go the other way......totally controllable and completely drivable though....you just had to know what you were doing with it when in first and second gear. The thing pulled so hard it felt like your eyes would bleed as your stomach wrapped around your spine.

I often describe it as being akin to having the space shuttle shoved up your azz and the switch for the booster rockets being turned on or off. Once you get used to the power curve of your particular car though, they are really fun and actually quite easy to drive around. Your point of maximum risk is in the first few months (or 2-3K miles) of ownership IMHO.

 

Yes, especially on a stock setup. Stiffer torsion bars help.

 

Wheels = 17' x 9 and 11
Tires = 245/45-17 and 315/35-17

Wheels by Fikse, no spacers or modifications needed.

 

Seems the widest you can fit on the front (without rubbing and without mods such as rolling fenders) is 255, and in the rear 335. No one really makes a 335 tire, so realistically the widest available tire is a 315. There are 3 or 4 options for that. Most people who go with these wide wheel widths put 9s on the front and 11s on the rear.

Stock was 16x7x9 wheels with 205 and 245 rubber.

 

An unmodified 930, is a lot of fun. It has plenty of power, when the turbo kicks in.

In the U.S., it is THE bargain supercar. It will keep up with both a Boxer and Countach.


In Europe, a nice stock car brings significantly more money !

 

sadly, a lot of old 911s are being sent from the US back to Europe

 

yes,

The cars shipping out, are not limited to just the 911.

I have seen typical 930's listed for sale on overseas websites, with asking prices over 50k euros, for a nice 930. These are not the factory flachbau cars, which are listed for even more.

 

I have not extensively researched 930 prices here (Fatcat's problem) here in Australia but they seem a bit down on a few years ago. Right hand drive cars traditionally were usually dearer than LHD's and I can only put this down to RHD markets being willing to pay considerably more. I and some others attribute this to lower production numbers hence rarity.
After the GFC prices seem to be in quite a slide and are dropping below U.S. levels. It seems most RHD markets such as the U.K. are a bit low on cash.

 

This car has always captivated my auto-enthusiast imagination. It's crazy to think about the potential in RUF's Turbo R...

_J

 

The real "widowmakers" were the 76 and 77 US 3.0L 930's.

They did not have an intercooler and had a low compression ratio. They were a 'dog' until boost came on... BOOM! Sort of like an ON/OFF switch.

Porsche 930 left the US for a couple years. Some say due to the number of accidents.

When Porsche came back with a US 930, with 3.3L AND an intercooler, the lag was not as abrupt. Much easier to drive well.

 

and even to make the 76/77 even more fun, the brakes were no up to the task as the 78 on. i think they left the market in 79 more due to the emmssions regulations. if you want one you should get one. it is an undervalued iconic super car.

 

I feel it is incorrect to say that the 930 is OK and its the driver that is the problem. The car does indeed have unusual handling characteristics that have to be overcome.

Get adjustable sway bars front and rear.

 

some photos of some past loves for visual stimulation .....I just love these cars left stock with fuchs
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I currently own a 88 930 Turbo and have for years. I agree with the statements so far. Lag sucks too. I have a K27, larger intercooler, 1 BAR spring and dual exhaust. My boost kicks in at 3100 and it is very easy to fishtail if you're not pointed in a straight line. Also, cornering at boost, you're pretty much committed in keeping in the throttle on or light feather. Not too thrilling of a feeling when you're in semi controlled "gripping slide" a couple of feet next to a guardrail.
If you let off the throttle, you will feel a funny lifting sensation in your lower back and ass region just prior to the rear of the car lifting and sling-shotting you in the complete opposite direction. I have done it once at about 50 miles per hour and still today can not believe I didn't hit anyone or anything. I guess I know, somewhat, what Jim Conner has mastered.

My biggest problem is at higher speeds with an emergency, hard braking attempt for an unknown corner or turning car ahead. If you attempt to down shift under an extreme hard brake the front wheels will lock up, period. I know it's tires, driver, etc., but as much as I like the turbo brakes, my wife's Mercedes will brake much more forgiving and quicker. Quite a lot has changed in 20 years, but the smile I get everytine the turbo is at full boost. It feels great everytime.

Just my 2c

 

Boxes of parts just arrived from Elephant Racing. Can't wait to give it a try

 

the turbo lag is what makes the car sooo fun...you have to work and really think to do what you need to do. here is mine..... with some minor mods to make it more fun (964 cams, k27, headers, open dump pipe, 1 bar boost spring)
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my Turbolook car:
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I also like how the owner's manual instructs to take the car up to 5500 rpm at full boost at least once per drive in order to clean condensation out of the wastegate. Yeah, that's what I was doing, officer.

 

Here is blub off the PML website that sums it up well.


The 930 was produced between 1975 and 1989. It was Porsche’s flagship 911, and at the time of its introduction the fastest production car available in Germany.

The 930 proved very fast but also very demanding. The normally-aspirated 911 was already prone to oversteer because of its rear engine layout and short wheelbase. Adding the turbo engine – with it’s not insignificant turbo lag – meant driving the car required more skill to drive at the edge of its now higher level of performance. Despite the rear engine layouts’ advantage of providing superior traction, sudden bursts of power to the rear wheels in mid-corner could turn the car into an expensive weed wacker. This effect was amplified when an unexperienced driver instinctively lifts the throttle in reaction. The 930 needs to be kept at high revs during spirited driving to minimise the turbo lag. Skilled drivers quickly learn how to drive the 930 properly, and with that knowledge comes the ability to drive the car above and beyond the levels of most other sports cars.

http://www.pmletter.com/blog/

 

keep up with a boxer or countach? although ive never driven a BB or CT i reckon other than top speed an intercooled 930 would destroy a boxer or countach on the track.

any solid lap times for relatively stock BB or CT's on tracks?

 

you are correct. i own both so i know of what i speak...

 

The 930 will always be THE Porsche to me.
993's be damned.