Vehicle Description
1989 Porsche 930 Turbo S
Background:
Few of Porsches' modern era creations are shrouded in more mystery
than those that emerged from Porsche's "PORSCHE EXCLUSIV"
department beginning in the mid-1980s. While there had always been
"back-door" channels to arrange for special features and options,
usually known as the "Sonderwunschprogramm", not until the mid
1980s did Porsche organize a more formal department and separate,
"stand-alone" production area to deal exclusively with special
orders and special requests. These could be something as simple as
a request for a non-standard color or interior trim, to far more
unique features and options that today can be difficult to fully
understand and comprehend. One of the more famous of the "PORSCHE
EXCLUSIV" option packages was the M505 and M506 "Flachbau" or
"Slope Nose" front end treatment. But as we will soon see, there
were other even more rare and interesting programs that those in
the know could order if they new who to ask, how to ask for it and
of course had a willingness to pay what Porsche demanded for such
personalized attention.
Turbo 3.3, 330bhp:
As early as 1981, Porsche began providing European clients directly
a special optional engine upgrade that boosted output of the
standard 3.3-liter engine from 300bhp to 330bhp. This involved the
fitting of a special intercooler, turbocharger and waste-gate
system as well as revised engine timing, camshaft timing and
fuel-injection upgrades. Only a handful of such Factory modified
Turbos are known to exist but requests and interest grew
sufficiently that sometime in 1985, an actual full option package
was created. 1989 was the last year of the legendary 3.3-liter
Porsche Turbo based on the original 1975 design. It was also the
first and only year the model finally did away with the antiquated
four-speed for the incredible "G50", five-speed gearbox. The full
"S" performance package was quietly made available to select
clientele. The 1989 Turbo S package consisted of the following
components that could be offered in total or on an individual
basis:
-Type 930/66S Engine, Flat-6, Turbocharged 3.3-liter, 330BHP
-Special Front Mounted Oil-Cooler
-Combination of a 6,800 RPM rev limit on a 7,000RPM Tach with a
300KPH and later 320KPH Speedometer and 1 BAR boost Gauge
-Special Front Air Dam Spoiler with Integral Oil Cooler Inlet and
Integral Fog Lights
-Special Rear Lower Valence with Integral Quad-Exhaust Outlet
Ports
-Quad Tip, Free-Flowng Exhaust System
-Sport Seats Left and Right
-Unique Front Console and Control Arrangement
-G50/50 2 Five-Speed Gearbox with Limited Slip Differential
-Fuch Light-Alloy Rims
-Bridgestone Z-Rated Speed Tires
Examination of an original Turbo S from 1989 reveals a variety of
easily seen unique differences. From the front end the vehicle
features a radically different and aggressive front air dam with
integral oil-cooler inlet and fog-light assemblies. Behind this is
a massive oil-cooler with large supply and return lines that were
initially hand-routed directly through the front luggage
compartment and right-inner fender-well area and later done in a
far less intrusive and tidier manner. The oil lines pass along the
right-side body work to a special oil-thermostat and dry-sump oil
tank. The rear of the Turbo S likewise has a completely unique
appearance with a special rear valence assembly with dual large
cut-outs on each side prominently showing the unique dual-tip,
free-flowing, non-catalyst exhaust system. The gearbox and engine
combination were the most developed ever seen on a production road
Porsche to date. The gearbox was the all new five-speed G50/50-2
with limited slip differential. The engine incorporated a special,
massive intercooler rated a 1.5 bar, larger K27 KKK turbocharger
and accompanying wastegate system and free-flowing, quad-tip,
non-catalyst exhaust system as well as revised engine ignition
timing, camshaft profile and subsequent fuel-injection revisions.
Visually with close examination, the top of the engine block near
the engine number itself, Porsche stamped these special motors with
a distinct large "S" after the "930/66" engine "Typ." number.
The performance increase from these upgrades was significant, with
raw bhp rising from 300 at 5,500rpm to 330 at 5,750rpm. Engine
torque also rose dramatically, going from 430nm at 4,000rpm to a
"stump-puling" 467nm at 4,500rpm! With no increase in vehicle
weight, both acceleration and top speed were significantly
increased. Top speed of the standard 1989 Turbo was 260kph /
162mph. The "S" upgrade increased top speed to 270kph / 168mph. How
quickly the S gathered speed was a completely different story with
the S upgrade dramatically improving acceleration in all
parameters.
Both the visual external differences and mechanical upgrades of the
full "S" option were just part of the overall package Porsche
provided. The interior if so desired could be featured with several
unique options as as well. These included a combination of a 6,800
RPM rev limit on a 7,000RPM tachometer with a 300KPH / 320KPH
speedometer and 1 BAR boost gauge directly in front of the driver.
A completely unique center console and accessory control area was
positioned directly in front of the gearshift lever and driver's
and passenger side sports seats completed the interior standard
features of the full "S" package Porsche offered to their most
favored clients.
End of the Porsche Turbo?:
The last 1989 Porsche 930 Turbos were completed in July of 1989.
For almost a full year before production had come to an end,
Porsche marketing and dealer's alike world-wide, indicated openly
that there would be no follow-on model to replace the 1989 930
Turbo. Most speculated that Porsche still believed the 911 and 930
had been developed to a point of obsolescence and would soon be
discontinued in favor of the their water-cooled, front-engined, V8
928. As such many believed the 1989 930 Turbos to be the last of a
very special breed of brutally fast and aggressive looking Porsches
with no-follow on model to replace them. Dealers as such were in
many cases charging extreme premiums on the last of the Turbos and
prices on the secondary market were likewise far above the original
window stickers. The 911's replacement 964 became available in the
Fall of 1989 with mixed reviews. Porsche claimed the new model was
85% different than the previous 911 but at least initially as
foretold by Porsche, no turbocharged version was offered. Those who
has missed on the last of Porsche's 930 Turbos demanded their need
for a turbocharged version be addressed. Porsche's engineering
department was completely un-prepared to deal provide a blown
version of the 964 and it was not until March of 1991 that a 964
Turbo was offered to eager clients. More than a few were
disappointed to learn that rather than developing a turbocharged
version of the all-new 3.6-liter, M64 engine, the 964 turbo was
forced to rely on the previous year's 3.3-liter 930 engine which
now featured several improvements and revisions. Not until 1993 did
Porsche finally provide a worthy replacement of the legendary 930
Turbo. By then, those who had been fortunate enough to purchase the
last of the original 930s realized they had acquired something very
special indeed!
Chassis WP0ZZZ93ZKS000799:
This particular Porsche Turbo began life as a special order that
was initiated internally by Porsc...for more information please
contact the seller.