Porsche 930 Turbo
The original turbocharged 911 — history, specs, values and buyer's guide for the 1975–1989 930.
The 930 is the first turbocharged production 911: wide-hipped, whale-tailed, and among the fastest production cars of its era. This is an independent guide to the whole run — the early 3.0, the intercooled 3.3, the final 5-speed cars, and everything a buyer needs to know before chasing one.
The 930 at a glance
Everything essential in one plate. The detail — year-by-year changes, the 3.0/3.3 split, values and what to inspect — follows below.
- Full name
- Porsche 911 Turbo — internal type number 930
- Production
- 1975–1989 (top-of-range 911 for the entire run)
- Engine
- Air-cooled, single-turbo flat-six — 3.0 L (1975–77), 3.3 L intercooled (1978–89)
- Power
- ≈260 PS (3.0) rising to ≈300 PS (3.3); US cars lower in early years
- Transmission
- 4-speed manual through 1988; Getrag G50 5-speed for 1989 only
- Body styles
- Coupé throughout; Targa and Cabriolet added for 1987
- Successor
- Replaced by the 964-generation 911 Turbo for 1991
What is a Porsche 930 Turbo?
"930" is Porsche's internal type number for the pre-964 911 Turbo. In most markets the car was sold simply as the 911 Turbo; in the United States early cars wore the name Turbo Carrera. Enthusiasts adopted "930" to distinguish this generation from the turbocharged 911s that came after it, and the name stuck.
It began life as a homologation exercise. Porsche needed a production turbo car to go racing, and intended a limited run — but demand was strong enough that the Turbo became a permanent flagship rather than a special. What reached the road was unmistakable: bodywork widened roughly 12 cm over the standard 911 to cover fat rear tyres, and a large rear spoiler — the "whale tail," later the intercooled "tea tray" — that remains the car's signature silhouette.
Mechanically it is defined by a single turbocharger feeding an air-cooled flat-six, with no intercooler on the earliest cars. That layout gives the 930 its character: a long pause, then a hard, sudden shove of boost. It is the source of both the car's period-shattering pace and its fearsome reputation.
Year by year
Fourteen model years, but the story turns on a handful of moments: the 3.3 intercooler, the US-market gap, the open bodies, and the final five-speed.
3.0-litre, Europe only
The first production 930 arrives with a 3.0-litre turbo flat-six of around 260 PS and a four-speed gearbox — sold only in Europe in its first year, and among the rarest years of the whole run at roughly 284 cars.
America gets the Turbo Carrera
The 930 reaches the United States, where emissions equipment trims output on early cars. This is the year the Turbo becomes a global flagship rather than a European curiosity.
The final 3.0 cars
A dashboard boost gauge and larger 16-inch Fuchs wheels arrive — late refinements to the original 3.0 recipe. The major brake upgrade to 917-derived four-piston calipers came with the 3.3 the following year, not here.
3.3 litres and an intercooler
The defining update. Displacement grows to 3.3 litres and Porsche adds an air-to-air intercooler beneath an enlarged "tea-tray" spoiler, lifting output to roughly 300 PS. Braking is substantially upgraded to lightweight four-piston alloy calipers and ventilated discs derived from the 917 racing programme. Most 930s you'll encounter are this specification.
Withdrawal and return
Tightening emissions rules push the Turbo out of the US market for several years, even as it continues elsewhere. American buyers turned to grey-market imports and "Turbo-look" cars until the official return.
The Turbo returns to America
The 930 returns officially to the US for the 1986 model year with an emissions-controlled 3.3-litre engine rated at 282 hp, and demand is immediate. US sales continue through the end of 930 production in 1989.
Targa and Cabriolet
For the first time the Turbo is offered in Targa and Cabriolet bodies alongside the coupé. The open cars are much rarer than the coupé and carry their own following — the Turbo Targa especially so.
The five-speed, and the end
For its final year the 930 finally gets a proper five-speed — the Getrag G50/50, with hydraulic clutch — in place of the long-serving four-speed. Last of the line and the only year with the coveted gearbox, 1989 cars are among the most sought-after standard 3.3-litre 930s — though the rarest early 3.0 cars and Slantnose specials can command more. The 964-generation Turbo took over for 1991.
930 Turbo 3.0 vs 3.3
The single most important line a buyer draws. The early 3.0 is the purist's and collector's car; the intercooled 3.3 is more potent, more usable and far more common. Figures are European specification — US cars ran lower output in the early years.
| 930 Turbo 3.0 | 930 Turbo 3.3 | |
|---|---|---|
| Years | 1975–1977 | 1978–1989 |
| Displacement | 2,994 cc | 3,299 cc |
| Power (ROW) | 260 PS / 256 hp | 300 PS / 296 hp; 330 PS WLS option from 1983 |
| Power (US) | 245 hp (1976–77) | 265 hp (1978–79); 282 hp (1986–89) |
| Intercooler | None | Air-to-air, under rear spoiler |
| Rear spoiler | "Whale tail" | Enlarged "tea tray" |
| Brakes | Uprated discs | Vented, 917-derived |
| Gearbox | 4-speed manual | 4-speed; G50 5-speed in 1989 |
| 0–100 km/h | 5.4 s (Porsche) | 5.4 s (Porsche); independent tests vary |
| Collectibility | Rarer, early-car premium | More usable; '89 5-speed prized |
Output and performance figures vary by market, model year and test source. US cars ran lower power than European (ROW) specification, and independent road-test times differ from factory claims. Treat these as representative figures, not a substitute for a specific car's documentation.
How the 930 drives, and the "Widowmaker"
The 930's reputation precedes it. It combined a compact 2,272 mm wheelbase with pronounced rearward weight bias, substantial turbo lag and abrupt boost delivery. In inexperienced hands — particularly when the driver suddenly lifted off the throttle in a fast corner — the resulting weight transfer could produce severe oversteer, the tail swinging like a pendulum. These traits helped create its formidable Widowmaker reputation.
The truth is more nuanced than the legend. Turbo lag on the early four-speed cars is real: you plant the throttle, wait, and then a wave of torque lands all at once, which is thrilling on a straight and demanding through a corner. Driven with anticipation — settling the car before you ask for power, not stabbing at the throttle — a 930 is fast and deeply satisfying rather than lethal. Driven carelessly, it will bite.
The 1989 five-speed transforms the experience more than any single change: the extra ratio lets you keep the engine in boost and makes the car far more exploitable on a real road. It is a large part of why that final year is so prized.
Porsche 930 buyer's guide
A 930 is a rewarding car and an expensive one to get wrong. Values now justify a proper pre-purchase inspection by a marque specialist — treat the points below as what to look into, not a substitute for one. Documentation and originality increasingly drive price on these cars.
Bodywork and rust
Check the classic 911 rot spots — floors, sills, kidney bowls, front and rear suspension pans, and around the sunroof. The wide arches can also hide accident repair; look for ripples, mismatched panel gaps and overspray.
Accident and repair history
Wide-body 930s have often lived hard lives. Verify panel alignment, inspect for previous shunts, and confirm the car's story matches its paperwork and VIN.
Engine: head studs and leaks
Air-cooled turbo engines are hard-worked. Ask about head-stud condition and history, and look for oil leaks around the case and cam covers. A rebuild by a known specialist is a plus if properly documented.
Fuel system and K-Jetronic
These cars run Bosch K-Jetronic mechanical injection. Check for perished fuel lines (a fire risk), correct cold-start behaviour and smooth running once warm.
Turbocharger and wastegate
Listen for smooth spool-up without excessive smoke, and confirm the wastegate and boost control behave. Turbo and heat-exchanger work is costly, so factor it in.
Gearbox
Four-speeds should shift cleanly; the 1989 G50 five-speed is stronger and more pleasant but commands a premium. Check synchros and clutch condition on any car.
Originality and documentation
Porsche factory documentation, service records, matching-number verification and a coherent ownership history all move the needle on value. On today's market, provenance is often worth as much as condition.
Values and the market
The 930 is one of the more volatile air-cooled Porsches — it has run hot, cooled, and heated again over the past 15 years. What follows is the shape of the market, not a live quote; verify against completed auction results before you buy or sell.
Three forces set a given car's price: specification (early 3.0 and the 1989 five-speed carry premiums), body style (Targa and Cabriolet are far rarer than the coupé), and provenance (documentation, originality and history). A well-known 1975 car has sold for well over half a million dollars; an ordinary high-mileage 3.3 can be a relative bargain by 930 standards. The spread is enormous, which is exactly why an inspection and honest comparables matter.
Figures above are Classic.com Market Benchmarks (CMB) as of September 2026 — a calculated benchmark, not an average sale price or appraisal. The benchmark is more useful here than the raw average, which is skewed upward by a handful of exceptional sales. Individual values vary substantially with originality, specification, history, mileage and condition; consult recent completed sales before buying or selling.
Frequently asked
Why is the 1989 930 the one to have?
1989 was the only year the 930 came with the Getrag G50 five-speed gearbox, and it was the last year of the model before the 964 Turbo. Last-of-line status plus the sought-after gearbox make these among the most desirable standard 3.3 930s — though rare early 3.0s and Slantnose cars can be worth more.
What's the real difference between the 3.0 and 3.3?
The 3.0 (1975–77) has no intercooler and makes around 260 PS. The 3.3 (1978 on) added an intercooler, bigger brakes and roughly 300 PS. The 3.0 is rarer and prized by collectors; the 3.3 is more usable and far more common.
Is the "Widowmaker" reputation deserved?
Partly. The compact wheelbase, rear weight bias and sudden boost make lift-off oversteer a genuine risk if you drive clumsily. Driven smoothly and with anticipation, a 930 is manageable and hugely rewarding — but it does not forgive panic.
How many were built?
Roughly 20,000–21,600 across 1975–1989 — the exact total is disputed. Porsche's own heritage material reports 2,850 of the 3.0 and 17,792 of the 3.3 (20,642 total), while widely cited independent tables give 2,819 and 18,770 (21,589 total). The gap comes from different production-year and variant-counting methods. The early 3.0 cars are the minority; 1975, at ~284 units, is among the rarest years.
What is a Slantnose or Flachbau?
A factory special-order 930 with a flattened, 935-inspired front end, offered through Porsche's Sonderwunsch programme. Porsche's own history puts the figure at a believed 948 cars, though counting early special-request conversions against later factory-option cars complicates the total. Either way they're rare, and command a large premium over standard cars.
Are 930s reliable enough to drive regularly?
A well-sorted, properly maintained 930 can be used and enjoyed, but it is a hard-worked air-cooled turbo car with period fuel injection. Budget for specialist maintenance and buy on condition and documentation rather than price alone.
Sources and disclosure
This guide is compiled from manufacturer history, marque references and public market data. Specifications and production figures vary between sources — particularly across model years and markets — and are given as representative rather than definitive. Always verify a specific car against its own documentation.
- Porsche AG — A brief history of the Porsche 911 Turbo
- Porsche Newsroom — 50 years of the 911 G-Series
- Porsche AG — 930 Turbo Slantnose history
- Classic.com — Porsche 930 market data and benchmarks
- Bring a Trailer completed-sale records; the 930-turbo.com registry and Porsche Club of America model guides for year-by-year detail; and, for VIN-level production data, Porsche 911 Turbo — Air-Cooled Years 1975–1998 (Gabriel & Franz). Specialist references (Stuttcars, Supercar Nostalgia, Elferspot) and Wikipedia were also consulted.