The unique aspect of Porsche 930 Turbo is the fact that it is not its performance that still amazes car connoisseurs all over the world; it’s the pure mechanical feel, power delivery, and sense of danger every time you sit behind the wheel. In some weird but amazing way, Porsche 930 makes you a better driver, sharpens your senses, and makes you concentrate on the road. You know this car can be dangerous, but to urge to tame it bigger than the fear. And you cannot tame it when it is tucked away in a climate-controlled garage. No, you have to take it on the open road and battle with it in its natural habitat.  

So, here is what you need to know before you go out to buy one of the ultimate sports cars ever to come out of Zuffenhausen.

The facts

Porsche 930 was introduced in 1975 as a unique, homologation model based on standard 911 Carrera. Since the early ’70, Porsche experimented with turbocharging in its race car lineup, and after extremely successful Can-Am racers, it went and made the legendary 935 race car for the 1974/5 season. However, the company needed a road-going turbocharged model for homologation purposes, and that is how the 930 Turbo was born in 1975. 

The 930 was based on Carrera, with the wider rear track, bigger tires, and characteristic rear spoiler, which covered a 3.0-liter flat-six engine with a single KKK turbocharger. The power output was 260 hp and 243 lb-ft of torque, and the car was equipped with 4-speed manual transmission. The 0 to 60 mph sprint took just under 6 seconds, and the top speed was over 150 mph. At the moment, it was the fastest and most powerful road-going 911, and buyers showed a lot of interest even though Porsche never intended to sell a lot of these cars; they only needed it for homologation. In two years, just over 2,800 examples were made, which is a lot more than Porsche anticipated. 

Encouraged by the original 1975-77 930 Turbo’s success, Porsche decided to develop this model in something more than just a racing special. So, in 1978, the significantly upgraded model was introduced. This time the engine was enlarged to 3.3-liters of displacement, which resulted in 300 hp and, more important, a significant rise in torque figure (304 lb-ft). In order to provide sufficient cooling, the intercooler was part of the packages, as well as bigger brakes (derived from Porsche 917 racing setup), stiffer suspension, wider tires, and few aero details for more downforce and airflow, especially in the rear of the car. Also, the 5-speed Getrag manual replaced the 4-speed box. 

The result was a significantly faster and better-mannered car with 0 to 60 mph time of 4.8 seconds and a top speed of over 160 mph. Suspension changes resulted in more domesticated road behavior, although the 930 was still more dangerous to drive than some competitors. Astonishingly, Porsche kept the 930 in production until 1989 as its top-of-the-line model. What is even more impressive is just how influential this model proved to be and how it could survive for so long, with only a few minor modifications. When the production of 930 stopped in 1989, Porsche made almost 19,000 of those second-generation models. 

The handling controversy

So, what is the big deal with 930’s handling and how it became known as “the widowmaker”? To answer that question, we first have to remind you of the original 911’s specifications and chassis construction. Back in 1975, the most powerful, standard 911 was Carrera with 157 hp and 166 lb-ft of torque (U.S. spec models). As you know, the 911 had an engine mounted over the rear axle, which resulted in a 60% – 40% weight distribution.  To create the 930, Porsche installed a significantly more powerful engine but kept the chassis construction and weight distribution intact. 

Those early 911s had a short wheelbase of just under 90 inches, which helped handling. However, when you have such a light (2,600 pounds) but a powerful car, with a short wheelbase and most of the weight concentrated over the rear axle, a sudden surge of power at 4000 pm, due to turbo lag, is known to send the car into immediate and often fatal oversteer which is impossible to control. Back in the mid-’70s, turbo technology was relatively new, especially in sports cars, so drivers didn’t know what to expect, and many were caught off-guard and sent into the ditch in a split second. With improvements on later cars, handling was changed a little bit, but not even Porsche could bend the laws of physics and make 930 more forgiving. 

Which one to get?

With over 21,000 cars made between 1975 and 1989, the choice is fairly simple in two distinctive models. If you are looking for a museum-quality vehicle as an investment or highly discriminating Porsche fanatic, then the 1975 to 1977 model is the one for you. Not only the early cars are much rarer, but they also represent the 930 Turbo in its purest form, as a wild homologation special with Spartan interior and notoriously dangerous handling. 

On the other hand, for customers who want to enjoy their cars, take them on weekend drives, and looking for something less life-threatening, the later 1978 to 1989 models are the right choice. Not only those cars are faster and handle better, but they are also better built, better equipped, and easier to maintain. And, of course, the choice is far wider with lower prices. If we were in the market for a nice 930 Turbo, we would definitely go for a later model.