Porsche 911 (930) Turbo 3.3 – Buying Guide

The 1978 model year saw the introduction of the Porsche 930 Turbo 3.3—the second generation of the Porsche 911 Turbo. With 300 PS, it was the most powerful production Porsche ever built at the time. In the 1970s, performance figures like these represented the pinnacle of automotive engineering! This Elferspot buying guide is designed to show you what sets the second-generation 930 Turbo apart from its predecessor and what you absolutely must look out for before making a purchase!

Appraising a Porsche 930 Turbo 3.3 requires a great deal of expertise and experience

While many of the same guidelines apply to the Porsche 930 Turbo 3.3 as to other G-models, its complex drivetrain has its own challenges. We’re also talking about a vehicle whose original price was, on average, 50–60% higher than that of the Carrera. It goes without saying, then, that spare part prices are correspondingly higher. Inspecting a Porsche 930 Turbo 3.3 therefore requires a great deal of expertise and experience. Otherwise, there is a high risk of costly follow-up expenses. For this reason, we, too, drew on external expert knowledge during our research. Niclas Röhrle from the Röhrle Mobility, LLC has a wealth of experience in the Turbo 3.3 sector. In fact, their core business includes, among other things, buying, selling, and brokering Porsche 930 Turbos. Managing restorations is also part of his daily routine, which is why Niclas knows the problem areas of the most powerful G-model inside and out. He has some great tips in store for potential buyers, especially when it comes to the engine!

Porsche 930 Turbo 3.3 on Elferspot

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Porsche 930 Turbo 3.3 – Buyer’s Guide – Body

The second G-model with a turbocharger differs only very subtly from its predecessor when viewed from the front. The front bumper now features an integrated headlight washer system. Otherwise, there are only minor changes to the bumper. In profile, the side turn signals integrated into the front fenders stand out. Things get more interesting at the rear, where the Porsche 930 Turbo 3.3 features a newly designed rear spoiler. While the spoiler on the predecessor began only behind the ventilation openings in the engine cover, these now extend across the entire top surface of the continuous spoiler. This created space for the intercooler. In addition, the rubber lip now extends vertically on the sides to catch the wind. This allows the spoiler to serve two functions: it reduces lift at the rear and directs sufficient cooling air to the intercooler.

The Color Selection ranged from standard colors to special colors and even custom colors. Standard colors included, for example, Indian Red, Grand Prix White, and Black. Special colors included, among others, Platinum Metallic, Light Blue Metallic, Minerva Blue Metallic, and Moss Green Metallic. Vehicles in custom colors are extremely rare and, consequently, carry a significant price premium. Behind the usually beautiful paint job, rust can of course be lurking in a car that’s over 40 years old. You have to look especially closely, particularly with the early models. The problem areas on the Porsche 930 Turbo 3.3 are identical to those of his predecessor. In short, you should pay special attention to the B-pillar around the latch plates, the windshield frame, the fenders, the trunk, and the side sills.

The 911 Turbo 3.3 (78–89) was available in four body styles

Initially, Porsche offered the 930 Turbo 3.3 only as a coupe. However, in 1981, the “Special Order Program” was launched. One option was offered under the code SOW 010—“Flat Nose” (English: slantnose). This involved modifying the entire front end and fitting it with fenders that tapered toward the rear. The round headlights were replaced with pop-up headlights from the Porsche 944. An additional oil cooler was integrated into the fiberglass front spoiler. The Porsche 935 race car served as the model for the slant-nose design. This option was ordered only 948 times in total. Consequently, prices are very high.

The special order program offered several additional customization options. For example, air intakes in the rear fenders, wheel well vents in the front fenders, widened side sills, or upgraded leather interiors. The cost could run as high as nearly 40,000 DM for the flat-nose front end. For the untrained eye, it’s extremely difficult to distinguish genuine flat-nose designs from possible copies. In addition, the exhaust system from the WLS package could also be ordered as a special option for a good 6,000 DM. The three-piece BBS wheels for 4,870 DM, on the other hand, were almost a bargain. Starting in 1987, the Targa and the Cabrio rounded out the Porsche 930 Turbo 3.3 model lineup. This brings us to the Coupé, Flachbau, Targa, and Cabrio.

Porsche 930 Turbo 3.3 – Buyer’s Guide – Engine and Powertrain

The heart of the 911 Turbo has always been its engine. As the model name suggests, the displacement increased from 2,994 to 3,299 ccm. This was achieved by increasing the bore from 95 to 97 mm. The piston stroke increased by 4 mm to 74.4 mm. However, the most significant technical innovation of the second-generation 911 Turbo lies in the intercooler system. With the 930 Turbo 3.0, Porsche once again revolutionized forced-induction engine design. In the 930 Turbo 3.0, the intake air temperature was still around 140–150 °C. This very high temperature results in lower oxygen density, which in turn requires greater air volumes for clean combustion. To achieve more power, therefore, a larger turbocharger would have had to be installed.

But Hans Mezger and his team already knew from racing that a lower intake temperature could be the key. With compression and octane rating remaining constant, intercooling allows for higher boost pressure and thus greater engine power. Tests with an intercooler showed a reduction in intake temperature to 50–60 °C. This results in a higher oxygen density in the intake air, which in turn requires smaller air volumes for the combustion process. As a result, the temperature in the combustion chamber also decreased noticeably. This made it possible to use a smaller turbocharger, which in turn meant less “turbo lag.” The tests were so successful that Porsche launched the 930 Turbo 3.3 in 1978, the world’s first production vehicle equipped with an intercooler. For the 1979 model year, the previously external wastegate/bypass valve was relocated to the rear muffler. The engine designation was 930/60 through the 1983 model year, and 930/66 thereafter. The later engines produce 430 Nm of torque instead of 412 Nm and are over 20% more fuel-efficient in city driving.

Depending on the country of delivery, there were different engine configurations

No buying guide for the Porsche 930 Turbo 3.3 would be complete without distinguishing between the engine variants by region. Niclas Röhrle of Röhrle Mobility GmbH explains: “The US and RdW (i.e., ‘rest of the world’) models differ significantly from the European ones in terms of the engine. There were extensive modifications to the fuel injection system and exhaust system. Specifically, this meant a different exhaust system, a different air flow meter and warm-up control valve, thermal reactors to increase exhaust temperatures, and an exhaust gas recirculation system. The K-Jetronic was also adapted accordingly. Initially, these models had “only” 265 PS. As early as 1980, Porsche discontinued this variant from its model lineup. The reason was, once again, stricter emissions regulations. A new version with 282 PS followed for the 1986 model year.”

Engines with factory performance enhancements (WLS) hold a special status. Starting in 1983, this package could be ordered through Porsche Exclusive. For new customers, it became available for order only starting with the 1985 model year. It included, among other things, a larger K27 turbocharger instead of the standard 3LDZ turbocharger, a four-pipe exhaust system, an auxiliary oil cooler in the front, and a modified intercooler. The Porsche 930 Turbo 3.3 WLS models thus produced 330 PS. The equipment code for these vehicles is SOW 020. The price for retrofitting the WLS was 25,000 DM. New customers paid 22,600 DM for the special equipment.

The Porsche 930 Turbo 3.0 wasn’t really built to handle full throttle. Even today, not all prospective buyers and owners are aware of this. The Porsche 930 Turbo 3.3, on the other hand—especially with WLS—is significantly more robust. To achieve this, Porsche revised many small details. For example, titanium/stainless steel sealing rings were used instead of copper sealing rings at the cylinder mounts. These dissipate heat more effectively and provide greater stability under full load.

Niclas Röhrle, Röhrle Mobility GmbH

The Porsche 930 Turbo 3.3 engine isn’t indestructible!

Even though the second-generation Porsche 911 Turbo is significantly more robust under the hood than its predecessor, it is by no means indestructible. Oil leaks around the cylinder heads, for example, are often a sign of broken stud bolts. Up until 1983, the timing chain tensioners should also be treated with caution. By now, however, almost all 3.3 models have likely been converted to hydraulic chain tensioners. Another typical issue is blue smoke when accelerating after prolonged coasting. This indicates worn valve stem seals. The exhaust systems themselves are very robust. However, rust can form, particularly on the flanges. Aftermarket exhaust systems are not always of consistent quality. They can certainly cause a loss of power.

Porsche 911 Turbomotor im Maßstab 1:3

Details

“If the turbocharger is defective, fans of original models will have to bite the bullet and have the old turbocharger replaced. The standard 3LDZ turbocharger is no longer available new. “Upgrading to the WLS’s K27 turbocharger would be the sensible alternative here,” says Röhrle. However, this modification is not entirely straightforward. The entire K-Jetronic system must be adjusted. It is already very sensitive to changes in the intake and exhaust systems. “Another problem concerns the wastegate. The diaphragm inside wears out and no longer closes completely. As a result, the opening flap is no longer fully sealed. In addition, the wastegate valve itself can stick. Exceeding or falling short of the target boost pressure are possible indicators.”

In addition, the manifold between the turbocharger and the heat exchanger can rupture due to high thermal stresses. Therefore, the heat exchangers require even more attention than they already do in the G-model. An age-related issue affects the fuel system. Due to the two Bosch fuel pumps, the system operates at a fairly high pressure of over 6 bar. Today, pressures of 4 to 4.5 bar are more common. Combined with fuel lines that aren’t designed for ethanol, this can lead to leaks. Therefore, replacing the lines is highly recommended, even though it is quite expensive. The fuel system is generally very sensitive to contamination. That’s why the 930 Turbo 3.3 sometimes takes long periods of inactivity badly.

It wasn’t until 1989 that a 5-speed manual transmission became available

For many years, there was no choice when it came to transmissions. Until 1989, Turbo drivers had to make do with just four gears. With the switch from the 930/34 to the 930/36 transmission in the 1985 model year, Porsche at least shortened the shift travel. It wasn’t until the K-program was introduced in the final model year of 1989 that a 5-speed manual transmission became available. Along with the G50 transmission, a hydraulically operated clutch was introduced. In addition, the driveshaft tube had to be modified; otherwise, the G50 transmission would not have fit. Consequently, retrofitting is not easily possible. That is why 930 Turbo 3.3s from the final model year are, of course, highly sought after. Incidentally, starting in 1983, there was a special feature for Swiss Porsche 930 Turbo 3.3 models: Second gear had a longer gear ratio. This made the passing noise quieter.

Porsche 930 Turbo 3.3 Buying Guide – Brakes and Suspension

The braking system on the second-generation 911 Turbo was significantly upgraded. Instead of the 2-piston fixed-caliper brakes found on the 3.0, 4-piston aluminum fixed calipers were used. The braking system was derived directly from the 917 and features perforated, internally ventilated disc brakes. The diameter of the discs increased by 21.5 mm at the front and 19 mm at the rear, to 304 and 309 mm, respectively. The braking system delivers outstanding deceleration and is considered very reliable. However, replacement parts are quite expensive.

There were no fundamental changes to the suspension compared to the previous model. It featured independent suspension with control arms on the front axle and trailing arms at the rear, combined with transverse torsion bars and twin-tube gas-pressurized shock absorbers. For the 1985 model year, however, the suspension was revised once again. The stabilizer bars on the front and rear axles increased in diameter by 2 mm to 22 mm and 20 mm, respectively. In 1989, an 18-mm stabilizer bar was used again on the rear axle. Those who prioritize driving performance over originality should consider, for example, a KW Classic suspension, as the Turbo 3.3 benefits greatly from modern shock absorber technology. If the vehicle generally feels spongy, this is often due to worn axle sword bearings. Even slight play becomes clearly noticeable at higher speeds.

Porsche 930 Turbo 3.3 Buying Guide – Colors, Interior, and Special Equipment

As early as the late 1970s, Porsche customers could customize their cars exactly to their liking. The list of optional features included, among other things: limited-slip differential, air conditioning, steel sunroof, sports seats (optionally electrically adjustable and heated), black headliner, green-tinted windshield (standard all around starting in model year 79), and a more powerful battery with 88 Ah instead of 66 Ah. As for wheels, however, only the 16-inch Fuchs wheels were available. It wasn’t until the introduction of the SOW program in 1981 that another option became available—the three-piece BBS wheels mentioned above.

Preisliste Porsche 930 Turbo 3.3 Sonderwunschprogramm

For the interior, customers could choose between leather, faux leather, velour, solid-color fabrics, and Berber. Tartan was only available in the early models. By 1982, it was no longer an option. As with the exterior, the standard colors were not the only options. Special colors could also be selected for the seat upholstery, door panels, and dashboards. The selection varied significantly depending on the model year. Röhrle therefore advises taking the time to do thorough research and determining the original trim using the old color charts or the Porsche certificate of origin. In addition to the standard seats from the G model, Recaro sports seats were available at no extra charge. Colloquially, these are often referred to as “turbo seats.” However, this term is factually incorrect. Electric adjustment was standard for both seat types starting with the 1987 model year. If the sport seats have gone missing over the course of the vehicle’s life, replacing them will be very expensive. Good examples cost at least a high four-figure sum!

We recommend a classic color combination, such as Indian red with black leather, or midnight blue metallic with dark blue leather. For early models, the ultimate choice would, of course, be metallic silver with a red-and-blue tartan check. That’s exactly how the first Porsche 911 Turbo was outfitted—it was a gift to Louise Piëch. Finding a car that left the factory in this exact combination, however, is likely to be extremely difficult.

Niclas Röhrle, Röhrle Mobility GmbH

Heating, Air Conditioning, and Electrical Systems

As with all older 11s, the heating system is an issue in its own right. “The heat exchangers often give out over the years. Since replacing them is quite expensive, it’s crucial to check that the heating system is working properly during the inspection,” recommends Röhrle. The heating dampers also tend to stick from time to time. The air conditioning system itself isn’t particularly powerful, but it should circulate cool air into the cabin fairly quickly. Since repairing a faulty air conditioning system is very labor-intensive and costly, the compressor belt was often simply removed. If this is the case, it should definitely be factored into the price negotiation. Especially since consequential damage usually occurs when the air conditioning system hasn’t been running for a long time due to a defective part. The on-board electronics aren’t complicated in and of themselves. However, wiring that has hardened can become brittle and lead to poor connections. This is why the instrument panel lights sometimes fail and the tachometer readings fluctuate.

Porsche 930 Turbo 3.3 Buying Guide – Conclusion

We probably don’t need to say another word here about the performance and prestige of the Porsche 930 Turbo 3.3. In terms of driving dynamics, it’s a significant step up from the 3.0, but by no means as refined as its successor, the 964. It goes without saying that a Porsche 911 Turbo costs a lot of money. “Of course, this applies not only to the purchase price but also to issues such as overhauling the powertrain. The complexity is considerably higher than, for example, in the Carrera 3.2. Due to constant further development and the long production run, it’s also not easy to verify a vehicle’s originality. Since all Luftgekühlt Turbos are now collector’s items, I strongly recommend seeking expert advice,” emphasizes Niclas Röhrle. Otherwise, a buyer runs the risk of paying too much for a vehicle that will ultimately require extensive work to restore to its original condition.

Prices have been moving in only one direction for quite some time now. These days, a 930—regardless of the model year—costs six-figure sums, and prices are on the rise. Good examples priced under 130,000 euros sell out very quickly. Given their historical significance for the Porsche brand, however, this still seems reasonable. The significance of these cars is so great that when people hear the term “Turbo,” many still think of a Porsche 930 first. The ideal choice would probably be a late-model 930 Turbo 3.3 in a color of your choice, ideally from the ’89 model year with a G50 transmission and WLS. The North American and Japanese models, on the other hand, are—not entirely without reason—slightly less expensive due to their somewhat detuned engines. But even an early model undoubtedly delivers an emotional driving experience that, unfortunately, you just can’t get new anymore. And visually speaking, the 3.3 is a standout in any configuration anyway.

© Cover photo: RR Motors