1975 Porsche 911 Turbo Carrera 3.0
1st Year 911 Turbo! - Only 43k Miles - Silver/Black - 3.0L H6 (260hp)
1975 Porsche Turbo
Type 930 Turbo Carrera 3.0
Production Sequence No 58th of 274
Chassis No 930.570.0068
Engine No 675.0071
Engine Type 930/50
Gearbox No 930/32/12 775 0000
Gearbox Type 930/32/12 (Four-Speed with Limited Slip with Pirelli P7 Tires)
Final Drive Ratio 4.0:1
Exterior Paint Silbermetalic (Code Z2 / 936)
Interior color Midnight Black Leather / Cloth Inserts (Code 66)
Carpets “Midnight” (Black, Code 701)
Ordering Dealer MAHAG-Goßmobilgroßtz, Munich
Completed March 1975
Mileage 68,330 Kilometers / 42,458 Miles
-Special Exterior Color “Silbermetalic" (Code Z2 / 936)
-White Iodine front Fog Lights
-Front Headlight Washing System
-220 Limited slip
-395 Pirelli P7 Tires (Front 205/50 VR 15 / Rear 225/50 VR 15)
-469 Black Headliner
-559 Air Conditioning
-"5" Tourist delivery via Mahag, Munich
Date Coded Components & Details
Right Front Fuch Wheel “1074” October 1974 7J x 15 911.361.020.11 / AS162 281392.
Left Front Fuch Wheel “1074” October 1974 7J x 15 911.361.020.11 / AS162 281392.
Right Rear Fuch Wheel “173” January 1973 8J x 15 911.361.020.12 / AS162 28139e
Left Rear Fuch Wheel “174” January 1974 8J x 15 911.361.020.12 / AS162 28139e
Front Tires Pirelli 205/50 ZR 15
Rear Tires Pirelli 225/50 ZR 15
Right Heat Exchanger “03/75 March 1975
Left Heat Exchanger “01/75 January 1975
Bischoff Muffler “9 74” September 1974
Coil “521” 21st Week 1975
Ignition CDI Unit “521” 21st Week 1975
Gearbox “50/74” 50th week 1974
Turbocharger KKK 3LDZ-289A11.1
Wastegate “930.127.00 Garrett Corporation AiResearch Industries Division
Brake Calipers ATE “S” Type
Engine Deck Lid 930.512.010.01
Porsche had been experimenting with turbocharging for several years in the early 1970s and then went all in with their turbocharged 917/10 and later 917/30 ground-pounding, championship Can Am racers. It was logical, what was learned on the track would soon show up in a production oriented road car that could also be raced much along the lines of their highly successful 911 Carrera RS 2.7. A plan was soon formulated that would see a new model, based on the 911 Carrera floorpan being built and in sufficient numbers that an FIA Group 2, 4, 5 and even a Group 6 racer would all evolve form the new road car. Internally identified as “Typ. 930,” Porsche's new flagship road car would debut in the Fall of 1974 with production and deliveries commencing in early 1975 in a very short production year.
Demand for the new model, now simply known as the “Turbo” with no other nomenclature, was overwhelming. The entire short production run of the first generation Turbos was spoken for before the last car built was even assembled. You could not simply walk into your local Porsche dealer and buy the new Turbo and the model was not even offered initially in the States, Porsches key main market. Ten or so early production and pre-production examples were built late in 1974, but not until January did full production and delivery get underway. Production of the original one-year model Porsche Turbo would come to an early end in June of 1975. In that short production year, a total of just 274 individual examples would be built, making these the most unique and rarest of the original Porsche Turbos built form 1975 to 1989.
Only very favored Porsche Clients, Porsche family, journalists and celebrity clientele were able to get delivery of a new Porsche Turbo. Demand far outstripped supply and this gave Porsche sufficient interest to expand production for a follow on version that would be a bit easier and less expensive to build. Production of the follow-on 1976 and 1977 models, now known as the 930 Turbo Carrera 3.0 would see nearly 1,200 built in 1976 and more than 1,400 in 1977. A key goal of the new Turbo was to seek racing homologation with the FIA and this was achieved very quickly. In showroom stock configuration with the fitting of nothing more than a battery switch, racing seatbelts and a fire bottle, the new Turbo was fully legal as a Group 2 racer. A client in Switzerland owns an early production 75 Turbo that shorty after delivery was race prepared and then driven to the 24 Hours of Le Mans where it was entered and raced to a 1st in class and 15th Overall finish. Before homologation was even granted, Porsche was already working on an FIA GR/4 (934) and FIA GR/5 (935) racing version of the Porsche Turbo. These would of course in short order go onto to achieve one of the greatest strings of racing success never before seen. These Porsches and their derivatives would remain competitive for nearly twenty years.
The original Porsche Turbo was not without its fault which is reflected in the hard fact that today probably no more than 100 or so of the 274 examples built, survive as running and driving example. Attrition of these early, first-year, first generation Porsche Turbos can not be over emphasized. The steel tubs were only partially galvanized and surprisingly, many buyers opted for no undercoating protection. Rust would eat away in visible and hidden areas at an atrocious rate. Many buyers having no experience with a non-intercooled, turbocharged vehicle were not familiar with the massive turbo-lag that meant power came on late in the RPM curve. This added to a heavily rear-engined, rear-weight biased vehicle soon saw both experience and inexperienced drivers ending the lives of both car and sadly drivers alike more frequently than Porsche cared to admit. The car earned the name and reputation as “widow maker” early on and with good reason. Attrition also came in another form as many of the Porsche Turbo road cars would serve as donor tubs to support race teams running 934, 934.5 and 935 racers. For approximately $22,000, Porsche would provide a replacement 930 Tub to a race team which was about the same price as a used Porsche Turbo. Many race teams simply opted to buy and strip a Porsche Turbo and fit the race components needed for them to continue racing.
In the years to follow, those that survived an early demise would continue to be the victims of advanced corrosion and accident damage but more common than not was the upgrading and aftermarket fitting of various non-original components and features. In 30 plus years of playing, trading and racing various vehicles, I have only owned two other first year Porsche Turbos and both were quite derelict and in need of full restoration. All of the others I have encountered were usually fitted with a variety of aftermarket, non-original features, usually in the form of different rims, the fitting of inter-coolers, five-speed gearboxes and various other non-original modifications. Of the 100 or so that survive today, a best guess is that not more than 20 or so remain in their unique original, correct delivery configuration.
It is with good reason that these impossibly rare Porsche Turbos carry a “cult-collectibility” status like no other Porsche of the era.
This particular, ultra-early production example is the 58th of 274 completed. It was special ordered new by MITSUWA, the official distributor for Porsche in Japan. Because of the difficulty getting an order filled for one of Porsche's new Turbo models and likely because the car was intended for show stand duties, MITSUWA placed the order under option code “5” for Tourist Delivery via the official German Porsche Agent, “MAHAG-Goßmobilgroßtz, Munich.” In the mid-1970s, Mahag, specialized in custom orders for foreign clients and tourists delivery vehicles. In that timeframe, they delivered more special order Porsches than even Porsche's own client service department.
The order specifically requested this Porsche to be completed as a normal German Domestic Market model in the special order color, “Silbermetalic" (Code Z2 / 936.) This was an extremely popular color for the new Turbo with a total of 72 of the 274 examples built having this exterior color applied when new. The interior was the standard combination of “Midnight” (black) leather with matching cloth inserts on the seats and matching “Midnight” (black) carpeting. The headliner was optionally completed in black rather than the standard white. Additionally the car was fitted with the standard options of power windows, air conditioning, headlight washing system, tinted windows and white “Iodine” fog lights.
The car was specifically ordered with no sunroof and no radio, however after delivery to Mitswa, a Blaupunkt Stereo system and cassette player was fitted. An optional and highly desirable “Limited Slip” differential was ordered new as were Pirelli P7 tires. This combination of options affected the transmission selection which was changed from the standard type 930/30 to a type 930/32/12 unit. This meant the final drive ratio was lowered from 4.22:1 to 4.0:1 which consequently increased the car's top speed to an incredible, 250kph / 155mph.
The optional Pirelli P7 tires were not road legal in Japan yet, the car was very specifically completed with them. This also as noted required changes to the final drive ratio of the gearbox and a differently calibrated speedometer all of which remain on the car today.
Under delivery "code 5," this Porsche car was shipped from Porsche to MAHAG in Munich, un-waxed and with no under coating protection. At MITSUWA's requests, the car was “WaxOil” treated and evidence of the original WaxOil treatment is still found on the car's bottom side to this day.
The car was delivered to MAHAG late March of 1975 and then shipped to the Port of Yokohama where it arrived in April of 1975 making it one of the very first Porsche Turbo models imported to Japan. After arrival, surprisingly this Porsche Turbo was not sold or road-registered privately for more than two years. Not until November of 1977 was it finally sold and registered new with its first private owner.
There is quite a bit of mystery as to what this Porsche was doing for two and half years after arriving in Japan. Each subsequent private owner and dealer always identified this vehicle as the Tokyo Motor Show Car as well as the Osaka and Nagoya SuperCar 76/77 motor show stand car. The Japan Porsche Owner's club likewise always referred to the car as a former show car and the late registration and unique configuration might account for this but to date, no photo or concrete evidence to support this exists.
While with MITSUWA and prior to being sold new, the car was fitted with the required Japanese Market 300kph speedometer sticker with red indicated areas from 100kph to 300khp. The exterior of the car was also fitted with the 3rd version, body colored, outside rear-view mirrors on each door. (These same mirrors would appear later in September of 1976 on the 1976 mode 930 Turbo Carrera 3.0 models.) MITSUWA also fitted rear fender stone guard decals that would be standardized on the subsequent 1976 and later model Porsche Turbos.
From November of 1977 until February of 1987 this Porsche would have just three private owners. In February of 1987, the car would be purchased by a private museum collection where it would remain for the next 32 years until our purchase earlier this year.
This completely rust and totally accident free all matching number 75 Porsche Turbo is one of approximately 100 out of the 274 built known to survive. Of these 100 or so vehicles, it is doubtful more than 20, are configured and remain as delivered new. Over the past 30 years, our company has owned just two other examples, both of those were quite derelict and in need of complete and total refurbishment.
This particular 75 Turbo benefits from complete and total full fresh services as well as a comprehensive rebuild and refurbishment of the air conditioning system and the fitting of new correct size Pirelli tires. Total recent receipts for work over the past 8 months exceed $27,000. The accompanying photos were taken on a long drive that covered more than 30 miles on an extremely hot day. I literally melted in the sun taking the photos while the car's interior remained ice cold at all times due to the fully refurbished AC system.
This Porsche has been very carefully inspected and all date coded items, part numbers and small details have been ultra-carefully photographed and documented. The car comes with the original tool kit as new, never used along withe the original owners manual and accompanying radio warranty card and other various documents. Engine compression is perfect on all cylinders with the following cold readings:
Cylinder No. Pounds per Square Inch
It is unlikely you will encounter a finer, more correct original and un-restored example anywhere. All interested parties are encouraged to contact me and I will happily assist with any manner of inspections and test-drives as well as follow-on “door-to-door” worldwide delivery as needed.