Three years after the launch of the first 911 Turbo,
Zuffenhausen announced some major revisions to refi ne the nature of the 930.
The most significant changes included an increase in engine capacity to 3.3
litres, while reworked engine internals and a higher compression ratio brought
power up to a heady 300bhp. Under the decklid lay an obvious new addition to
the engine, now codenamed 930/60, in the form of an intercooler. Placed above
the fan shroud, the air-to-air intercooler demanded more space from the engine
compartment, so a new ‘tea-tray’ rear wing design was incorporated to
accommodate it. However, the four-speed 915 gearbox remained mated to the 930
power plant, as Porsche believed there wasn’t a five-speed option that could
take the Turbo’s torque going through it.
At least the company addressed the aforementioned handling
characteristics that hampered the early 930, with thicker, cross-drilled discs
from the 917 accompanying four-piston calipers and larger pads on the 3.3-litre
model.
Turbo 930 3.3 Year
1978-89 engine
These improvements resulted in an enhanced Turbo experience,
and the 3.3 is delightfully enjoyable to drive even today. With 300bhp powering
just 1,300 kilograms of car, it’s still no slouch on the road, although the 930
can feel lethargic on the lesser side of 4,000rpm (remember that peak power and
torque is found in the same area of the tacho as the first 930).
The ride may be deceptively firm despite the rather opulent
cabin environment, but the unassisted steering provides heaps of feedback
through the wheel, and the long throw over the gate when shifting gears makes
for a gratifying experience from the driver’s seat.
Despite the improvement over the first Turbo, the 3.3-litre
isn’t without its idiosyncrasies: the gearbox can be vague, those brakes need a
firm stomping on to scrub off speed, and under heavy acceleration the front end
has a tendency to go light, but those that know how to drive it will delight in
a usable classic 911 gushing with character.
In fact, the 3.3-litre 930 was successful enough that it
would continue to satisfy Turbo enthusiasts through an incredible 12 years of
production. Numerous upgrades were lavished on the car during that time,
including more power and torque in 1984, Motronic engine management in 1987,
and the much-heralded switch to the five-speed G50 gearbox in 1988.
The sale of nearly 15,000 models underlined the 930’s
popularity in 3.3-litre form, and such was the appeal of that imposing wide
body and tea-tray wing that Porsche even commissioned a Turbo-look Carrera in
the form of the SSE to satisfy customers whose pockets weren’t as deep as their
desire to own a supercar. Without question, the 930’s successor had a tough act
to follow.
993 Turbo 1996 -
1998
However, 1989 ushered in a new era for the Porsche 911 as
the 964 platform came onto Zuffenhausen’s production lines in both Carrera 2
and 4 form. Yet, while the new entry-level models enjoyed improved technology,
the 911 Turbo remained a G-Series car for the final year of the Eighties. By
1990, the last of those G50-gearboxed cars had left showrooms, leaving Porsche
to face its first 12 months without a 911 Turbo in the range for 15 years.
Forced-induction fans were given hope, though, when Porsche unveiled a new 911
Turbo at the Geneva Motor Show ahead of its launch in 1991.
993 Turbo 1996 –
1998 engine
With its upright headlights and tea-tray rear wing, the new
Turbo was from the same 911 stock as its predecessors. However, as with the
naturally aspirated 964s, the 964 Turbo was a different beast – at least
aesthetically. It sat on new 17-inch ‘Cup’ style wheels, while the impact
bumpers were superseded with a larger, smoother-style front and rear, making it
a distinctive proposition. The gorgeous ‘Cup’ wing mirrors also made their
first appearance, aiding reduction of drag.
Like its 930 ancestors, the 964 featured a wider body shell
than its Carrera-badged brethren, but thanks to a large-scale overhaul of the
911’s aerodynamics, the new 911 Turbo no longer suffered from the front-end
lift that could plague its predecessors when travelling at high speed. To this
end, the iconic tea-tray was used less for generating aerodynamic grip and more
as a means of directing cooling air to the engine bay and intercooler.
