At the same time, Porsche needs a more muscular version for the homologation in Group 4. Increasing the displacement again seemed difficult. But Porsche had experience in using turbochargers in competition, a technique already proven with the Porsche 917 in the CanAm series.
Porsche presents a 911 Turbo prototype at the 1974 Paris Motor Show, also as a way to showcase the new 911. The car is very well received and the commercial launch is envisaged with serenity.
By realigning the 2.7 engine once again, the displacement was increased to 3.0 liters. A number of parts were taken from the Carrera RS 3.0 (only 109 examples!) and a new cylinder head was designed to lower the compression ratio, which was necessary to install a turbo. Supplied by KKK, it blows at 0.8 bar and the power immediately climbs to 260 horsepower! For homologation purposes, 400 cars must be produced in 24 months. Thus the first cars are offered under the name Porsche 911 Turbo from spring 1975, while the factory designation is “type 930”. And they sell much faster than expected, the 400 copies having found a buyer at the end of 1975 and the 1000 copies being reached on May 5, 1976! This is how Porsche decided to keep it in the catalog.
With a top speed of 250 km/h, the Porsche turbo rivals a Ferrari 308. Even better, it is much easier to drive in cities than the Ferrari, which is penalized by its dry clutch. The fact that the turbo’s kick‐in‐the‐butt effect has not been erased, allows two types of driving: one under 3500 rpm without turbo, supple, the other with turbo above 3500 rpm, wild. You just have to be careful not to engage the turbo by mistake. The gearbox, which is only four speeds, pulls long, very long. More than 80 km/h in first gear, not far from 200 km/h in third gear. In fourth gear, the turbo is only signaled above 180 km/h! As for the braking, it comes from the 911 2.7, which means that it is just right for the increased weight of the 930. It will be improved in the following versions. To handle this new power, Porsche has widened the tracks by 6 cm at the front and 12 cm at the rear. As a result, the fender flares are necessary to give the 911 an even more aggressive look, an impression amplified by a huge rear spoiler nicknamed “whale tail” and aerodynamic appendages.
In 1978, the 930 is improved. The displacement was increased once again, to 3299 cm3. But above all, an air/air exchanger further improves the efficiency of the turbo. A relief valve was installed to eliminate the major drawback of the turbo’s pressure drop time, during which the engine continued to deliver power while the foot was taken off the gas pedal. The crankshaft was rebalanced and even redesigned (size of crankpins, bearings and journals). The power then increases from 260 to 300 hp. The flywheel had to be enlarged to support the extra power (+ 26 mm) and to better cool the whole, the flow of the oil pump was increased as well as the speed of the fan which reached 1.8 times that of the engine. On the other hand, the space left in the engine compartment and the need to reinforce the gearbox pinions force Porsche to keep the 4‐speed gearbox. The shape of the rear spoiler changes and the whale tail is replaced by a tea tray.
Straight line driving has never been the 911’s strong point, due to its light nose. On the other hand, it is the most stable of all the 911s and is terribly efficient on the highway. Its very favorable power‐to‐weight ratio goes a long way toward making anything that tries to play with it disappear from the rearview mirror. On twisty roads, it’s a little less efficient than a 911 Carrera due to its increased weight, but its wider bars and tires compensate for this in lateral grip. In short, the 911 turbo is a thoroughbred that is difficult to tame but rewards its driver with an inimitable noise and a thrust that is quite unmatched for its time. 0 to 100 in 5.2 seconds, less than 24 seconds from a standing start, 260 km/h top speed, there are few rivals and they are almost all Italian. And to stop it, the braking system with 4 ventilated discs with 4‐piston calipers inherited from the 917 is almost inexhaustible.
What better way to develop a Group 4 version, and to enter it in the numerous competitions of the time, including the 24 Hours of Le Mans… In 1978 Salamin took advantage of a commitment from Mr. Laplacette to enter his Group 4 930 in the famous race of Le Mans. Both were not unknown in Le Mans, having already participated in some previous editions at the wheel of 911 2.8 RSR and 3.0 RS. Sharing the steering wheel with Yves Courage, for which it was the second participation in Le Mans, seemed promising on paper… Alas, an off‐track accident with a puncture of Courage at the 12th hour will destroy the hopes of the team. In 1979 Salamin came back with the same car, but unfortunately he failed to qualify because of a slower co‐driver and remained in reserve without taking the start… We know the rest of the story and the creation of his team always with PORSCHE and the 962.
In 2008 Joel Laplacette buys the car we are offering to share the wheel with his son Enzo for Le Mans Classic; what better way to share the same passion? The car will return the following years again to Le Mans Classic with the next owner accompanied by the current owner, who bought the car after one of the participations.
With its valid FIA PTH, it is eligible for Classic Endurance Racing 2, Le Mans Classic 2022 where it is already registered and confirm, as well as many other series in Europe and the United States. Being registered in France, its use on the road allows it to participate in many historical events and rallies. This beautiful Porsche 930 Turbo Group 4 is available for viewing by appointment.