1979 Porsche 930 (...and 78's too!)

In their Jan 77 issue, Road & Track test drove three turbos including the 935. There’s a photo of the 935 floating rotor brake that was modified with an air cooling duct. The Carrera RSR 3.0, 934 and 935 were all equipped with floating rotor brakes derived from the 917. The 78-80 930's were the only road cars Porsche equipped with 917 brakes.
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Now for everyone’s favorite 930 subject - smog pumps and air conditioner compressors.

The U.S. ‘78 & ‘79 930’s were equipped with Japanese made Nippondenso smog pumps. In 1980, Porsche decided to use Nippondenso air conditioner compressors for the 930.

What’s interesting is that very late U.S. 930’s were also equipped with the Nippondenso A/C compressors (after VIN 1000, about the same time as the sugar scoop adjustable headlight bezels).

Photos below are of a 1980 ROW 930 from Michael Cotton’s book. Note that the 1980 ROW car did not have the side-light markers (did not occur until 1981) and they were equipped with Nippondenso A/C compressors. Nippondenso data plate photos are from my ’79 930.
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So much for the theory that 724 was equipped with the flush headlight washers. Here's 784 with the snorkel headlight washers.

http://llauctions.auctionflex.com/showlot.ap?co=23728&weid=22962&weiid=8393534&wcmid=1488&lso=timeleftasc&pagenum=1&lang=En

 

The U.S. '76-79 930’s came with a classic three spoke leather steering wheel. Many owners of the ’78 and ’79 cars replaced their steering wheels but I believe the stock wheel (along with original Fuchs) are a truly timeless design. The original steering wheel is much like the 1970’s Porsche Design, Orfina chronograph – not out of place even today.

In the Jan 13, 1986 Autoweek, there is an article on the new 1986 911 Turbo. Danny Sullivan was not kind to the new steering wheel:

“Initial insecurity for the first-time in the Porsche, Sully suggests, is exacerbated by the steering wheel, which he plain hates. The wheel has a wide cross plate in the middle with a top and bottom bar an inch or so above and beneath it. Porsche, in effect, is telling its owners where they can put their hands. Very teutonic. Trouble is that’s not where many people are accustomed to having their hands, nor is it the position some high-speed driving schools teach as proper for grasping the wheel. Mainly, though, Sullivan hates the wheel because it looks like a Blue Light special. Cheap and ugly. “It does not befit a top of the line Porsche,” he sniffs.
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i have a period correct momo wheel in my 79. i have the original and thinking about putting it back i. the "problem" is the old wheels are not raised hub, and drivers would tend to bang on the leading edge of the dash and can ding it up. i would put the momo on my 88 cab, as that wheel sux.

 

I never understood why they replaced such a beautiful steering wheel with that '86 design. I also see that design as timeless and iconic. I had the same wheel Danny hated on my 944 at the time and I too hated it, I was admittedly envious of earlier model 944s with the 3 spoke wheel

 

Coverage of the 1979 Le Mans in the 1979-1980 Autocourse:

“With ten mostly tedious hours to run, this left the Kremer car leading by 12 clear laps from the IMSA class Hawaiian Tropic Porsche 935 of Rolf Stommelen and Dick Barbour, co-driving with American film superstar Paul Newman. Newman – an accomplished sports car racing amateur – was having his first race outside the USA and, for a while, it looked as though he would score a movie-script victory. Around 10 AM, Don Whittington, like Ickx, was stranded out on the Mulsanne Straight by a broken fuel injection drivebelt. He fitted a spare (carried on board), but that broke too, so he was forced into a long, jury-rigged repair using the alternator belt. It worked, and the car rejoined still four laps ahead of Stommelen, despite the best efforts of the German driver…”

From the book, “The Porsche 911, History of the Legendary Sports Car”, Randy Leffingwell, 2007, Crestline. For the 935/78, it illustrates how Porsche was able meet FIA Appendix J regulations requiring Group 5 cars to look like the production cars on which they’re based:

“Are you sure you can do this? Helmuth Bott asked him. “Well, by the letter, I am quite sure, “ Singer replied.

The letters said, “The original body shape must be retained, doors, and roof.” It also said, “fenders were free,” meaning they could be redesigned as the constructor needed. That had been a loophole through which Singer had driven the first 935 with its headlights inches above the ground. The latest regulations made other mistakes, left other loopholes, and through these, Singer forced fenders wide enough to accommodate vast fat tires, door panels moved out to meet the fenders, and a new fiberglass roof, fitted outside the original steel roof, that was flatter and led to the longest tail anyone ever had conceived for a 911.”

The FIA routinely had offered to preview models.

“Illegal, “he said. “You can’t do it. The rule book says you have to have the production shape of the door, not these funny…”
Singer undid quick-release fittings.

“No problem. This is only an outside skin. Underneath is the original door.” He and his technicians removed extra panels from all over the car.

Photo caption: “The story of Le Mans 1979; Porsche 935, rain and a film-star. The second-place Stommelen/Barbour/Newman 935 powers through the filthy conditions which dominated the latter half of the race.”

Photo caption: “Paul Newman, serious racing driver, leaves Dick Barbour to supervise Rolf Stommelen’s final pit stop in the 2nd place Porsche 935.”
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More on the different character of the ’86 911 Turbo in the Feb 86, Motor Trend (sorry, no picture as my copy is missing the cover).

“In 1980, however, even Porsche had to regroup pulling the 930 – now designated 911 Turbo - off the market in America. Breakthroughs in both exhaust treatment and fuel-mixture control equipment, plus the demand in the marketplace, have brought it back. One of the reasons the 911 Turbo is able to pass the emissions tests is the three-way catalytic converter.”

“Sure, this Turbo is fast, but it’s not quick. It’s softer, has less feel, and doesn’t turn in like a Porsche should. It’s too quiet. There’s less sensation transmitted to your ears, hands, and butt. It’s so hard to get into the boost during normal driving that you have to look at the badges to know it’s turbocharged.”

 

U.S. 930’s built from September to November 1979 were equipped with 85mph speedometers (VINs 9309800817 to 9309801200). The U.S. law was outlined in a NHTSA regulation that was repealed in March of 1982 (after President Reagan took office). The regulation was hardcore and I recall reading a 1980 NHTSA ruling that denied a speedometer manufacture a waiver to continue to produce replacement speedometers (greater than 85mph) for classic/antique cars. God bless you President Reagan.

Here’s the speedometer section of the NHTSA regulation:

S3: Application. This standard applies to passenger vehicles, trucks, motorcycles, and buses, and to speedometers and odometers for use in vehicles to which this standard applies. Motor driven vehicle cycles whose maximum attainable speed in one mile is 30 mph or less are excluded.
S4. Requirements
S4.1 Speedometers
S4.1.1 Each motor vehicle shall have a speedometer that meets the requirements of S4.1.2 through S4.1.4 of this section.
S4.1.2 Each speedometer shall be graduated in miles per hour and kilometers per hour.
S4.1.3 No speedometer shall have graduations or numerical values for speeds greater that 140 km/h and 85 mph and shall not otherwise indicate such speeds. This paragraph does not apply to a speedometer designed for use in or installed in a vehicle sold to a law enforcement agency for law enforcement purposes.
S4.1.4 Each speedometer shall include the numeral “55” in the mph scale. Each speedometer, other than an electronic digital speedometer, shall highlight the number “55” or otherwise highlight the point at which the indicated vehicle speed equals 55 mph.

When the regulation was repealed in March of 1982, Porsche ditched the 85mph speedometers in the 911 SC, 924’s, 928’s, etc., but there was no change for the 930’s as they were not imported to the U.S.

Here’s an image that shows a late-79 930 with an 85mph speedometer (not my car - I have a ’76 Turbo Carrera, 180mph unit installed).
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More on the 917 brakes installed on 911’s prior to the 934, 935 and production 78-80 930’s...

Photo below shows a layout with the 917 front and rear floating rotors installed on the 1974 3.0 Carrera RSR and 1974 Carrera RSR Turbo 2.1. Porsche did not equip the 1973 Carrera RS 2.7 liter with the 917 brakes.

Links have detailed images of the 917 brakes on a 1974 Porsche 3.0 Carrera RS (one of 54 built)...

http://www.pbase.com/slidevalve911rsr/911rs_factory_cars_1974_rs_sn9114609029

http://www.pbase.com/slidevalve911rsr/image/57355354

http://www.pbase.com/slidevalve911rsr/image/57355356
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April 1978, Road and Track, “10 Best Cars for a Changed World, 1978”, Special Mention, Most Outrageous, Porsche Turbo.

“MOST OUTRAGEOUS” How else could you describe the fastest accelerating, more luxurious and most expensive production Porsche ever built? The Turbo does 0-60 mph in 5.0 sec and covers the quarter mile in 13.7 sec. And it does it while surrounding the driver with the richness of leather upholstery, the luxury of air conditioning, an AM/FM stereo cassette sound system and an electrically adjustable and heated outside mirror. We rest our case.”

Nice that the 930 is on the same page as the “Most Exotic, Lamborghini Countach”
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April 1986, Automobile Magazine, “Porsche 911 Turbo, Detroit to Reno, via the least direct route.”

Another article that mentions the name change (from 930 to 911 Turbo) and the more tame driving characteristics of the 86 Turbo. In 1986, Porsche went out of their way to rename the 930 the “911 Turbo” although today, all cars (75-89) are referred to as 930’s (that’s okay - all 930’s are cool).

“Ann Arbor – Who hasn’t asked the Good Lord for just one city block behind the wheel of a Porsche 930 Turbo before the Stygian darkness closes in? And who didn’t rend his or her clothing in despair of having those prayers answered when Porsche banished the hellion from these shores at the end of 1979.”

“The coveted 930 Turbo is back, legal and loose in the U.S.A., with an additional 29 horsepower, with tons more protective understeer dialed into its tail-happy handling, and with a new name 911 Turbo. “
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I received the Sept Excellence magazine the other day. Sloan is advertising a black/black one owner 79 w/ 15k miles one owner and asking $117.5k. it is not on his website so i wonder if he sold it. if so, are 930 prices now surpassing 911 turbo prices for similar cars?

 

It would be interesting to see if it sold for that price.

Here's a recent eBay auction for a Minerva Blue, late-79 listed by Voitureltd that did not hit the reserve at $40K. It looked original (except the polished Fuchs) and even had the 85 mph speedo installed.

http://cgi.ebay.com/ebaymotors/Porsche-930-USA-CA-Porsche-930-turbo-/170873367593?pt=US_Cars_Trucks&hash=item27c8d8ac29

 

i sent Tony an e-mail to see it he sold it on the side. i saw his 930 collection about year ago when i was on business trip. he has some nice early 930s in his collection...some period correct hot rods.

 

Porsche’s 1988 U.S. 911 Carrera and 911 Turbo brochure included a statement about the 1979 935 Le Mans victory - the only time I’ve seen this in a brochure.

“In recent years, a unique “Porsche Exclusive” body shop at “Werk I” has modified special customers’ 911 Turbos (known in Germany as the Type 930) to resemble the Le Mans-winning Porsche Type 935 race car.”

In the Le Mans: “Porsche Returns 2014” videos, there are no 935’s?

[ame]http://www.youtube.com/watch?v=FRDQi1YVg-c&feature=relmfu[/ame]
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From Wikipedia: “The 930 (usually pronounced nine-thirty) was a sports car built by Porsche, 930 actually being the "type number" for the pre-964 generation 911 Turbo produced between 1975 and 1989. It was Porsche's top-of-the-range 911 model for its entire production duration and at the time of its introduction the fastest production car available in Germany.” http://en.wikipedia.org/wiki/Porsche_930.

In truth, Porsche rarely referred to the cars as “930” in period literature. From 1975-1989, "930" was used for parts designators when they differed from the 911. In the U.S., Porsche Cars North America referred to the 78 & 79 Turbos as “930’s” in some of their press releases and this was picked up by magazine authors as they wrote articles on the new 3.3-liter cars. Porsche also used 930 VINs for the 76-79 934’s and 935’s:

One exception to the use of “930” in factory literature was the original 1975 “930 turbo” workshop manual. When Porsche re-released the manual in 1976, they changed the title to “turbo Carrera”. The factory workshop manuals are very nice references, especially if updates are properly posted. They detail changes to the cars over the years such as the deletion of the floating rotors after 1980 and changes of the brake calipers with cast bosses in 1984.
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Porsche’s 1988 U.S., 911 Turbo brochure mentions “917 brakes” - one of the few times I’ve seen this in a Porsche brochure (see image below):

“The first Porsche 911 Turbo was developed directly from the enormously successful Porsche racing cars. (To this day, the Turbo’s massive drilled brake discs are directly derived from the 917’s).”

By 1988, the cross-drilled ventilated disc was one of the few parts that still remained from the original ’78 930 front brakes based on the 917.

In the '78 & '79 brochures, the brake description did not mention the 917 by name:

“Commands given the brake pedal are obeyed more promptly by the Turbo, which has a braking system based on the latest designs proven in racing.”

For the production 78-80 930’s, the front floating rotor brakes were very close to the original 917 brakes. The main differences were the 930 caliper fins were smaller, less deep and had “Porsche” embossed on front, and the wheel hubs and spacers were changed for the street Fuchs wheels. The 930 rotor size was identical to all 917’s (K, L and Can AM cars). The 930 brake calipers were closer in design to the 917 than the 3.0 RSR that had horizontal vs. vertical caliper fins (see image below).

The 917 floating rotors were overkill for the ‘78-80 930 street cars. They were somewhat noisy at low speeds and were extremely expensive to make consisting of many parts. This undoubtedly drove Porsche’s decision to change to a 1-piece rotor/hat for the 1981 model year. There were other revisions to the 911 Turbo brakes from ’81 to ‘89. In ’84, bridges of the calipers had cast bosses and the guards were changed and cross springs had changes in this year as well.
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Coverage of the '79 Le Mans in the 1979/80 Automobile Year, No. 27. The title: “Porsche beats Porsche”, helps explain why Porsche has never been all that proud of the 935 victory at the '79 Le Mans. The Porsche factory Essex 936’s were expected to win but were DNF. There’s a full page Essex ad in this edition that features the 936 along with Mario Andretti’s Martini-Essex sponsored Lotus F-1 car. I guess my ’79 930 really is vintage. There are also some photos of the winning Kremer 935 and Paul Newman.
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1979, 24 Hours of Daytona
Ted Field
Danny Ongais
Hurley Haywood
Porsche 935/79
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Jan 2000, Road and Track, “100 Best Cars of 100 Years”

Cover features a 3.3-liter 930 but inside there's a photo of a ‘76 3-liter 930 (we’ll give both credit here):

“The 1976 Porsche 930 Turbo is credited with popularizing the concept of turbocharging for the road. Its rocketlike acceleration and 155-mph top speed epitomized the expression “E-Ticket Ride.”

What, no 2.7 RS in the 100 Best? Blasphemy, R&T.
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1979, 24 Hours of Le Mans
Klaus Ludwig
Bill Wittington
Don Wittington
Porsche 935/79

First production-based car to win at Le Mans since the 1953 Jaguar C-Type. Last production-based car to win Le Mans overall.
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Photos I took of the Porsche 935/79 Le Mans winner at the Indianapolis Motor Speedway Museum in 2007. The 935 was in good company next to the Ferrari 250 LM, 1965 Le Mans winner.

I believe the 935 is still at the Indy museum but I recently saw an article that it was on display at the Dana Point Concours d’Elegance in June 2012 (see link below).

Plaque reads:

935 Porsche K-3

This car won LeMans 24-hour endurance race in 1979. During the race, 2593.56 miles were completed with an average speed of 108.06 mph. It was the first production based car to win LeMans since 1953. No production based car has won since. This car also competed in the 1979 IMSA season and was the first K-3 to run in the Camel series.

The 935 Porsche was based on the Porsche 911 Turbo (sic 930) and used a production based motor. 935’s in general won every race of the 1980 IMSA Camel series (14 races). It is the 3rd winningest car in the IMSA Camel series.

http://www.pr-inside.com/historic-porsche-le-mans-winner-to-r3241813.htm
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Another factory '79 935 racing poster. Easy to see why these 935's inspired the slant nose conversions and factory M505 model in the late 1980's.
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This thread is full of win! Thanks everyone for sharing!