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Porsche 930: Difference between revisions
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==Top of the 911 Tree== | ==Top of the 911 Tree== | ||
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===Homologation Special=== | ===Homologation Special=== | ||
Originally intended as a homologation special to allow the 911-bodyshape to go racing, the 930 was destined to be a limited-run model. To homologate the 911 for Group 4 'Silhouette' racing, Porsche had to build 400 930s by 1976. But demand was much stronger than expected, and Porsche had sold 400 cars by mid-1975. | Originally intended as a homologation special to allow the 911-bodyshape to go racing, the 930 was destined to be a limited-run model. To homologate the 911 for Group 4 'Silhouette' racing, Porsche had to build 400 930s by 1976. But demand was much stronger than expected, and Porsche had sold the 400 cars by mid-1975. | ||
The car was obviously popular, and Porsche had already decided that it would continue with the model. But internal conflict was rife over the form it should take - Ferry Porsche decreeing that the 930 should be a stripped-out RS-alike, and company CEO arguing that a luxurious, GT specification was what was needed. The board member sided with the CEO, and the 930 continued as the ultimate 911 - supercar performance provided by the 3.0 litre flat six, developed from the RSR racer, allied to a luxurious leather interior - featuring all the mod-cons available at the time. Particular options of interest were the 'Dr. Furmann seats' - curious bubble-padded perches designed to eliminate shoulder and back pain on long distance driving - and the Blaupunkt 'Portable' stereo - in reality, a giant black box weighing several kilograms. The new model was given the type-code '930' to differentiate it from the standard 911. | |||
The model pioneered high-performance turbocharging, utilising a single KKK-unit to give 260BHP, and the harnessing of aerodynamics on a road car, in the shape of the synonomous 'Tea Tray' rear wing. | |||
The advertising said it all - 'Exclusive. Explosive. Expensive.' | |||
===Upgrades=== | |||
1978 brought the first real revamp to the 930 range, and large changes were made to the engine. Originally 3.0 litres in capacity, it had been bored out to 3.3 litres. This hiked power, from 260BHP to 300BHP, with help from the addition of an intercooler. The fourth gear ratio was lengthened in light of the car's new top speed. Other innovations included ventilated disk brakes, developed from the legendary 'Pink Pig' 917 Le Mans racer - and these were gripped by four piston calipers. Such an advanced braking system had never been seen before on a road car. | |||
As can be imagined, performance got even more impressive - it was now possible to go from 0-60mph in 5.2 seconds, and onto a top speed of almost 180mph. Period press marvelled at the engineering - with British magazine Motor claiming 'the best example of precision engineering on four wheels' - but also higlighted how difficult it was to drive - 'suddenly, at 6000 rpm, we left behind two expensive and decidedly long black rubber stripes on the road'. The volatile nature of the car would eventually get Porsche into trouble in the USA, where several lawsuits were filed following fatal accidents. Porsche soon had to offer customer training for consumers who had bought a 930. | |||
{{Porsche}} | {{Porsche}} | ||
Revision as of 05:24, 20 January 2007
Top of the 911 Tree
Rumours were abound in the motoring press that Porsche was going to release something big at the 1974 Paris Motorshow. Wild guesses were thrown everywhere - and included everything, from a Formula One project, to a new racing car, via a completely new model and suggestions that even a change of ownership was on the cards.
However, very few came near the truth - the 1974 Paris Motorshow was the release of the 930 Turbo - to many the personification of the 911 model.
Homologation Special
Originally intended as a homologation special to allow the 911-bodyshape to go racing, the 930 was destined to be a limited-run model. To homologate the 911 for Group 4 'Silhouette' racing, Porsche had to build 400 930s by 1976. But demand was much stronger than expected, and Porsche had sold the 400 cars by mid-1975.
The car was obviously popular, and Porsche had already decided that it would continue with the model. But internal conflict was rife over the form it should take - Ferry Porsche decreeing that the 930 should be a stripped-out RS-alike, and company CEO arguing that a luxurious, GT specification was what was needed. The board member sided with the CEO, and the 930 continued as the ultimate 911 - supercar performance provided by the 3.0 litre flat six, developed from the RSR racer, allied to a luxurious leather interior - featuring all the mod-cons available at the time. Particular options of interest were the 'Dr. Furmann seats' - curious bubble-padded perches designed to eliminate shoulder and back pain on long distance driving - and the Blaupunkt 'Portable' stereo - in reality, a giant black box weighing several kilograms. The new model was given the type-code '930' to differentiate it from the standard 911.
The model pioneered high-performance turbocharging, utilising a single KKK-unit to give 260BHP, and the harnessing of aerodynamics on a road car, in the shape of the synonomous 'Tea Tray' rear wing.
The advertising said it all - 'Exclusive. Explosive. Expensive.'
Upgrades
1978 brought the first real revamp to the 930 range, and large changes were made to the engine. Originally 3.0 litres in capacity, it had been bored out to 3.3 litres. This hiked power, from 260BHP to 300BHP, with help from the addition of an intercooler. The fourth gear ratio was lengthened in light of the car's new top speed. Other innovations included ventilated disk brakes, developed from the legendary 'Pink Pig' 917 Le Mans racer - and these were gripped by four piston calipers. Such an advanced braking system had never been seen before on a road car.
As can be imagined, performance got even more impressive - it was now possible to go from 0-60mph in 5.2 seconds, and onto a top speed of almost 180mph. Period press marvelled at the engineering - with British magazine Motor claiming 'the best example of precision engineering on four wheels' - but also higlighted how difficult it was to drive - 'suddenly, at 6000 rpm, we left behind two expensive and decidedly long black rubber stripes on the road'. The volatile nature of the car would eventually get Porsche into trouble in the USA, where several lawsuits were filed following fatal accidents. Porsche soon had to offer customer training for consumers who had bought a 930.
