Vehicle Description
Make Porsche
Model 930 Turbo Carrera
Type Factory "Flachbau" (Slant-Nose)
VIN No WP0JB0938JS050193
Engine No 6BJ00256
Exterior Color Code 027 "Guards Red"
Interior Color Code 43S "Black Full Leather with Red
Pin-Stripping
Mileage 37,230 Original Miles
Options:
M018 Sports Steering Wheel with Elevated Hub
M139 Driver's Side Heated Seat
M158 Special Blaupunkt Multi-Channel Stereo Cassete Radio
M220 Special "Self-Locking" Differential (40% Limited-Slip"
M340 Passenger Side Heated Seat
M505 Special Coachwork, North American Market "Slant-Nose" Front
End
M533 Anti-Theft / Visual Deterrent Alarm System
M650 Electronically Activated Sunroof
Porsche 930 Turbo Carrera RS Background:
Porsche began experimenting with turbocharging technology on their
race cars during the late 1960s, and in 1972 began development on a
turbocharged version of the 911. Porsche originally needed to
produce the car in order to comply with homologation regulations
and had intended on marketing it as a street legal race vehicle
like the 1973 Carrera 2.7 RS. The FIA's Appendix "J" rules that
brought about the 911 Turbo Carrera RSR 2.1 in 1974 changed in 1975
and 1976. The FIA announced that cars for Group 4 and Group 5 had
to look like production cars and would be for "Normal Sale" with a
means the distribution of cars to individual purchasers through
normal channels of the manufacture. For the 1976 season, new FIA
regulations required manufactures to produce 400 cars in
twenty-four months to gain approval for Group 4. Group 5 would
require the car to be derived from a homologated model in Group 3
or 4. To win the Group 5 Championship, Porsche would first have to
have a car that could compete in Group 4 which led to the 934. For
Group 5, Porsche would create one of the most successful racing
cars of all time, the 935. While the original purpose of the
Porsche Turbo was to gain homologation for the 1976 racing season,
the marketing department soon awoke to the potential of this ultra
high-performing machine when the original target of 400 cars was
passed by the end of 1975. Since Porsche wanted to be racing for
the 1976 season, they gained FIA homologation for the Porsche Turbo
for Group 4 in Nr. 645 on 6 Dec '75 after they certified that 400
identical production cars had been completed. The 1,000th 1976
Turbo was completed on 5 May '76 and this production number allowed
Porsche reclassify the Turbo for Group 3, series-production grand
touring car in FIA Homologation Nr. 3076, 1 Jan '77. Additional
variants to Group 4 (and Group 5) were promulgated in Nr. 3076 and
included the 1977 model year (chassis nr. 9307700001, 1 Jan '77)
and the 3.3 liter Turbo (chassis nr. 9308700001, 1 Jan '78). FIA
Nr. 3076 remained in effect until replaced by FIA B-208 in 1 Mar
1982 for Group A/B when the homologation designation was changed
from "Porsche Turbo" to "911 Turbo".
Ferdinand "Ferry" Porsche, who was running the company at the time,
handed development of the vehicle over to Ernst Fuhrmann, who
adapted the turbo-technology originally developed for the 917/30
CAN-AM car to the 3.0 litre flat-six from the Carrera RS 3.0,
creating what Porsche internally dubbed project 930. Total output
from the engine was 260bhp, much more than the standard Carrera. In
order to ensure that the platform could make the most of the higher
power output, a revised suspension, larger brakes and stronger
gearbox became part of the package, although some consumers were
unhappy with Porsche's use of a 4-speed whilst a 5-speed manual was
available in the "lesser" Carrera. A "whale tail" rear spoiler was
installed to help vent more air to the engine and help create more
downforce at the rear of the vehicle, and wider rear wheels with
upgraded tires combined with flared wheelarches were added to
increase the 911's width and grip, making it more stable.
Early Development and Production:
Porsche badged their new vehicle simply as "Turbo" (although early
U.S. units were badged as "Turbo Carrera") and debuted it at the
Paris Auto Show in October 1974 before putting it on sale in the
spring of 1975; export to the United States began shortly
thereafter in 1976. The 930 proved very fast but also very
demanding. It was initially rone by its short wheelbase and rear
engine layout to oversteer and significant turbo-lag. Porsche made
its first and most significant upgrades to the 930 for 1978,
enlarging the engine to 3.3 liters and adding an air-to-air
intercooler. By cooling the pressurized air charge, the intercooler
helped increase power output to 300bhp and the rear 'whale tail'
spoiler was re-profiled and raised slightly to make room for the
intercooler. Porsche also upgraded the brakes to units similar to
those used on their all conquering 917.
Changing emissions regulations in Japan and the U.S. forced Porsche
to withdraw the 930 from both of those markets in 1980. It
remained, however, available in Canada. Believing the luxurious 928
gran turismo would eventually replace the 911 as the top of the
Porsche line, Fuhrmann cut-back spending on the model, and it was
not until Fuhrmann's resignation that the company finally committed
the financing to re-regulate the car for the very popular US,
Canadian and Japanese markets. Prior to this, the 930 remained
available in Europe, and for 1983 a 330bhp performance option
became available on a build-to-order basis from Porsche. With the
add-on came a 4-pipe exhaust system and an additional oil-cooler
requiring a re-modelled front spoiler and units bearing the add-on
often featured additional ventilation holes in the rear fenders and
modified rockers.
Legendary "Flachbau" ("Slant-Nose") Option Package:
Porsche offered a "Flachbau" ("Slant-Nose") 930 under their
"Sonderwunschprogramm" (special wish program) beginning in 1981, an
otherwise normal 930 with a 935-style slantnose instead of the
normal 911 front end. Each Flachbau unit was handcrafted by
remodeling the front fenders. So few were built that the slantnose
units often commanded a high premium price, adding to the fact that
they required a initial premium of up to 60 per cent (highly
individualized cars even more) over the standard price. (Today,
most sources claim the Factory built 948 of these special
"Flachbau" units.) Those examples so completed usually delivered in
Europe most often also featured the 330bhp performance kit.
By the 1985 model year, 928 sales had risen slightly, but questions
remained whether it would supersede the 911 as the company's
premier model. Porsche re-introduced the 930 to the Japanese and
U.S. markets in 1986 with an emission-controlled engine producing
282bhp. At the same time Porsche introduced Targa and Cabriolet
variants, both of which proved popular in a variety of markets,
especially in the States. Porsche discontinued the 930 after model
year 1989 when its underlying "G-Series" platform was being
replaced by the 964. '89 models were the first and last versions of
the 930 to feature the G50 transmission, a 5-speed manual
transmission. A turbo version of the 964 officially succeeded the
930 in 1991 but it was essentially a modified version of the same
3.3 litre flat-6 engine and a 5-speed transmission.
VIN WP0JB0938JS050193:
This particular 930 Turbo was special ordered in July of 1987 and
completed in September of 1987. It was the 182nd North Ame...for
more information please contact the seller.