New transmission synchros for my 75 Turbo - perhaps too many track days at Aspen, Riverside and Seattle International Raceway. The 930 4-speed has amazing versatility with parts still available today but without extravagant exotic parts availability/prices. FIA Group 4 homologation required that the gearbox/ratios be the same as the production cars and the Porsche 934 works brochure includes the same 930/30 photo that was used in the production 930 service manuals. Image Unavailable, Please Login Image Unavailable, Please Login Image Unavailable, Please Login
idart- folks have forgotten this fact. I think it's one of the reason prices have climbed so rapidly for these. Phil
Yes, A 930 was until recently way overlooked. A wolf in sheep clothing. Designed to be a 934 and many important race developed parts and technology were also used in the production 930. If you like to drive and live where you can, it is a treat to own one.
Hi there I am in an restauration proces of an 1976 ROW 930, sadly there is an 1975 930/50 engine in the car right now, does anybody have an 1976 engine for sale or knows one and how do I know it should be an 50 or a 52 engine. What are the differences? According to Peter Morgan it is about the turbo pressure and how it builds up. Greetings Marcel
Very cool... Were the gear ratios free for the 934? For Group 4, I thought they had to use gear ratios homologated by the production turbos.
Whats the chassis # of your 1976 RoW Turbo? Are you sure it's not original to your car as first run of 76 RoW Turbos (~144) also had 930/50 engines.
With so many similarities between the 3.0 litre turbo and the 934 I assume it would be an easy, if somewhat sacrilegious, task to convert one of these cars to full 934 spec, and obtain FIA appendix k papers?
flumpy, Good idea. If so the value could rise significantly as legitimate vintage eligible cars are few and far between. Even if not to race vintage only so many just want a original car or a garage queen for show that performs way lees than it's potential. I own them both ways and know others that do also and enjoy the high performers much more that use Porsche race developed parts that were used in the 934 ( they exchange easily as the drive train, suspension and chassis was designed to comply with group 4 regulations). I know some think of them as a street type muscle car or Ferrari, etc, that should be kept absolutely stock, however those older muscle and street Ferrari's never started out conceptually like the 930 did as a 934. I'm sure this stock vs modded will be booted around into the future depending on why one bought a 930 in the first place. Also as more understand what the 930 project was all about.
Gear ratios suitable for the street would not work on many tracks, and this was not a mandate for Group 4.
As you suggest, sacrilege, now that 3.0 930s have the values they ask today. 5 years ago when most people wanted to pay $30k for them, perhaps one could turn I blind eye, even though I wouldn't have done it then either. Why do it when you can simply buy a genuine 934 (there are at least 2 available I know of right now), and avoid bastardizing yet another 3.0 930? That aside, anyone who understands how the classic car market has evolved and works today, will also understand why this is a bad idea, and accordingly the value of the donor 3.0 930 will drop significantly, as it will simply be yet another post-production modified race-car. The only thing I'd want to know in such an instance is: how much will it cost me to restore the car back to factory-original spec?
Well if by "full 934 spec" you mean a proper flat fan motor, be prepared to spend $200k on that alone! And FWIW correct 934s are now $1M plus.
Lots of modded ones done a long time ago when you could still get the parts and build it towards a 934. If you want a modded one just buy one and leave the unaltered originals to those who want one that way. All can have it both ways. To those who want to return the modded to stock the parts are lurking out there somewhere to bastardise one back to the street version. From a market , museum, top dollar resale standpoint, or just to drive it as it left the showroom in the regulated detuned self destructive condition, is the way to go according to the experts. I prefer to drive the ones that breathe a little better, don't scorch the engine area paint and break head studs. Of course if you live in a restrictive area where this is not easily possible, that could be another reason not to value the drive of a enhanced one much.
Typically altering what the factory painstakingly and purposely designed leads to more problems than the original head stud issues IMO. Also, once modded or altered or whatever you want to call it, you'll looking at more maintenance in general. I'll take the original spec all day. Maybe I won't be able to go as fast, but I'll be able to go almost as fast for a longer period of time. In terms of resale, well, there's no comparison. I'll bet Voiture has a few aftermarket modded 930s... .
Where do I begin? Well, I have done thousands of miles combined over a 15-year period in three (3) different completely unmodified 930 3.0s, and I never had a single one of the problems you are suggesting standard cars have. On long trips (some documented in this very thread) & much driving, none were self-destructive, none breathed poorly, none scorched the engine area paint, and none broke head studs. They ran just as Ferry intended, and all I gave them was common-sense maintenance. Now it can hardly be a coincidence that three (3) separate cars at different periods in time all ran contrary to the way you suggest unmodified cars will run, can it? Sorry, based on my hands-on experience with multiple cars, I don't buy your suggestion that 3.0 930s need to be substantially modified to run properly, and it appears I'm not alone. I will contend all day long that an unmodified car as engineered by Porsche Ag and run as recommended, is more reliable than a modified one too, this as any person who likes to drive will prefer. Your notion that those who live in a restrictive area where driving much is not easily possible, will not value the drive of a "enhanced" (bastardized you mean) one doesn't hold water either, because the car collecting hobby has changed and I find the vast majority just want to enjoy the cars as they were back in the day, without the headaches that come from modifying. This is especially true as they increase in value and become owned by more well-heeled people with lots of cars and little time. Lastly, perhaps its worth pointing out to you that there is but one one situation that describes bastardizing a car. That would be taking a perfectly well-engineered unit that Porsche Ag has built and committing an act of automotive vandalism by subjecting it to all manner of do-dads that were never intended to be there in the first place. Members of the Can't-leave-well-enough-alone Club will not understand this concept. Putting a car back to the way it should be, is described in any thesaurus as 'restoring' it, a worthy act that gives a nod of respect to the men & women who made these fine machines, and a noble legacy for our children who will eventually inherit them. Image Unavailable, Please Login Image Unavailable, Please Login Image Unavailable, Please Login
I recently bought this empty 1975 case for a friend of mine. It will go into his car unless the owner of the matching car needs this one 6750243 Erik Image Unavailable, Please Login Image Unavailable, Please Login
Would be cool this engine back in the original car. But which car . Not easy to get the info for Porsche.
Erik wheres the location of the casting date on engine #243? Symbolic has a 1976 Turbo Carrera for sale and they included an image of a date stamp (47th week of 1975) so I guess the 4 / 75 date on engine #243 indicates the 4th week of 1975. 1976 Porsche 930 Turbo Carrera - Symbolic International Photo Gallery Image Unavailable, Please Login Image Unavailable, Please Login
This is not my case but here you see the casting date below cylinder 1 and 2 Image Unavailable, Please Login
Grand Prix White 3-liter Turbo, TNP 300R posted on Total 911.com. Sales debate: Which 911 Turbo has the most investment potential? | Total 911 Image Unavailable, Please Login Image Unavailable, Please Login Image Unavailable, Please Login Image Unavailable, Please Login
