1989 Porsche 930 Turbo S 911
Extremely Rare 930/66 'S' - 330hp K27 Turbo'd H6 - 36,000 Miles
1989 Porsche 930 Turbo S
Few of Porsches' modern era creations are shrouded in more mystery than those that emerged from Porsche's “PORSCHE EXCLUSIV” department beginning in the mid-1980s. While there had always been “back-door" channels to arrange for special features and options, usually known as the “Sonderwunschprogramm”, not until the mid 1980s did Porsche organize a more formal department and separate, “stand-alone” production area to deal exclusively with special orders and special requests. These could be something as simple as a request for a non-standard color or interior trim, to far more unique features and options that today can be difficult to fully understand and comprehend. One of the more famous of the "PORSCHE EXCLUSIV” option packages was the M505 and M506 “Flachbau” or “Slope Nose” front end treatment. But as we will soon see, there were other even more rare and interesting programs that those in the know could order if they new who to ask, how to ask for it and of course had a willingness to pay what Porsche demanded for such personalized attention.
Turbo 3.3, 330bhp:
As early as 1981, Porsche began providing European clients directly a special optional engine upgrade that boosted output of the standard 3.3-liter engine from 300bhp to 330bhp. This involved the fitting of a special intercooler, turbocharger and waste-gate system as well as revised engine timing, camshaft timing and fuel-injection upgrades. Only a handful of such Factory modified Turbos are known to exist but requests and interest grew sufficiently that sometime in 1985, an actual full option package was created. 1989 was the last year of the legendary 3.3-liter Porsche Turbo based on the original 1975 design. It was also the first and only year the model finally did away with the antiquated four-speed for the incredible “G50”, five-speed gearbox. The full “S” performance package was quietly made available to select clientele. The 1989 Turbo S package consisted of the following components that could be offered in total or on an individual basis:
-Type 930/66S Engine, Flat-6, Turbocharged 3.3-liter, 330BHP
-Special Front Mounted Oil-Cooler
-Combination of a 6,800 RPM rev limit on a 7,000RPM Tach with a 300KPH and later 320KPH Speedometer and 1 BAR boost Gauge
-Special Front Air Dam Spoiler with Integral Oil Cooler Inlet and Integral Fog Lights
-Special Rear Lower Valence with Integral Quad-Exhaust Outlet Ports
-Quad Tip, Free-Flowng Exhaust System
-Sport Seats Left and Right
-Unique Front Console and Control Arrangement
-G50/50 2 Five-Speed Gearbox with Limited Slip Differential
-Fuch Light-Alloy Rims
-Bridgestone Z-Rated Speed Tires
Examination of an original Turbo S from 1989 reveals a variety of easily seen unique differences. From the front end the vehicle features a radically different and aggressive front air dam with integral oil-cooler inlet and fog-light assemblies. Behind this is a massive oil-cooler with large supply and return lines that were initially hand-routed directly through the front luggage compartment and right-inner fender-well area and later done in a far less intrusive and tidier manner. The oil lines pass along the right-side body work to a special oil-thermostat and dry-sump oil tank. The rear of the Turbo S likewise has a completely unique appearance with a special rear valence assembly with dual large cut-outs on each side prominently showing the unique dual-tip, free-flowing, non-catalyst exhaust system. The gearbox and engine combination were the most developed ever seen on a production road Porsche to date. The gearbox was the all new five-speed G50/50-2 with limited slip differential. The engine incorporated a special, massive intercooler rated a 1.5 bar, larger K27 KKK turbocharger and accompanying wastegate system and free-flowing, quad-tip, non-catalyst exhaust system as well as revised engine ignition timing, camshaft profile and subsequent fuel-injection revisions. Visually with close examination, the top of the engine block near the engine number itself, Porsche stamped these special motors with a distinct large “S” after the “930/66" engine “Typ.” number.
The performance increase from these upgrades was significant, with raw bhp rising from 300 at 5,500rpm to 330 at 5,750rpm. Engine torque also rose dramatically, going from 430nm at 4,000rpm to a “stump-puling" 467nm at 4,500rpm! With no increase in vehicle weight, both acceleration and top speed were significantly increased. Top speed of the standard 1989 Turbo was 260kph / 162mph. The “S” upgrade increased top speed to 270kph / 168mph. How quickly the S gathered speed was a completely different story with the S upgrade dramatically improving acceleration in all parameters.
Both the visual external differences and mechanical upgrades of the full “S” option were just part of the overall package Porsche provided. The interior if so desired could be featured with several unique options as as well. These included a combination of a 6,800 RPM rev limit on a 7,000RPM tachometer with a 300KPH / 320KPH speedometer and 1 BAR boost gauge directly in front of the driver. A completely unique center console and accessory control area was positioned directly in front of the gearshift lever and driver's and passenger side sports seats completed the interior standard features of the full “S” package Porsche offered to their most favored clients.
End of the Porsche Turbo?:
The last 1989 Porsche 930 Turbos were completed in July of 1989. For almost a full year before production had come to an end, Porsche marketing and dealer's alike world-wide, indicated openly that there would be no follow-on model to replace the 1989 930 Turbo. Most speculated that Porsche still believed the 911 and 930 had been developed to a point of obsolescence and would soon be discontinued in favor of the their water-cooled, front-engined, V8 928. As such many believed the 1989 930 Turbos to be the last of a very special breed of brutally fast and aggressive looking Porsches with no-follow on model to replace them. Dealers as such were in many cases charging extreme premiums on the last of the Turbos and prices on the secondary market were likewise far above the original window stickers. The 911's replacement 964 became available in the Fall of 1989 with mixed reviews. Porsche claimed the new model was 85% different than the previous 911 but at least initially as foretold by Porsche, no turbocharged version was offered. Those who has missed on the last of Porsche's 930 Turbos demanded their need for a turbocharged version be addressed. Porsche's engineering department was completely un-prepared to deal provide a blown version of the 964 and it was not until March of 1991 that a 964 Turbo was offered to eager clients. More than a few were disappointed to learn that rather than developing a turbocharged version of the all-new 3.6-liter, M64 engine, the 964 turbo was forced to rely on the previous year's 3.3-liter 930 engine which now featured several improvements and revisions. Not until 1993 did Porsche finally provide a worthy replacement of the legendary 930 Turbo. By then, those who had been fortunate enough to purchase the last of the original 930s realized they had acquired something very special indeed!
This particular Porsche Turbo began life as a special order that was initiated internally by Porsche Client Services on March 7th, 1989. Finalization of the assembly configuration was then initiated under commission number “078K” with chassis number WP0ZZZ93ZKS000799 being assigned to the car.
Both the sequential vehicles before, WP0ZZZ93ZKS000798 and after, WP0ZZZ93ZKS000800 were also special order “S” examples. Those two would be part of a very unique and extremely rare option group which identified them as Type 770/930S or what is more commonly referred to as simply "930 Turbo S.”
Initially WP0ZZZ93ZKS000799 was a standard turbo with a normal, 300bhp, Type “M930/66” engine number 67K1074. This was quickly changed and the car was instead fitted with a 330bhp, Type “M930/66S” engine number 67K00880. The fitting of the engine was only a small part of the upgrade to “S” specifications. The “S” engine used a combination of higher-compression pistons and cylinder heads as well as updated KKK K27 turbocharger and upgraded intercooler. These rare, high performance engines used a unique, low-restriction exhaust system with dual, quad-tip exhaust ports at each end. This necessitated a revised, rear valence system to accommodate the dual outlet pipes. The engine produced significant more heat and the dual-oil cooler system was insufficient to deal with the extra heat. A large multi-pass oil cooler was fitted behind a modified front air dam that allowed additional cooling air in and had it exit out the left-front wheel well.
930 Turbos, s/n S000798, S000799 and S000800, three sequential Porsches were all completed new or upgraded to “S” specifications.
One of the most interesting and unique features of this Porsche is a one-off, 150-liter, high-capacity fuel tank rather than the standard 85-liter tank. The larger fuel tank also has no provision for a space-saver, spare tire.
This Porsche was completed on March 7th, 1989 and initially retained after completion by the German dealer that ordered it new. The car was issued a special 10-year extended warranty by Porsche Client Services yet and examination of Porsche internal records indicates no warranty work ever took place. The last known Porsche internal records record that the warranty expired on August 4th, 1999.
This Porsche Turbo S remained in Germany until March 3rd, 1991 when it was sold and exported to Japan where it joined a Private Museum collection in Hiroshima where it was road -registered on Hiroshima plates “33 3452.”
This Porsche had three additional private owners in Japan over the next 12 years until being taken off the road and stored in the Spring of 2003. It would remain there over the next 17 years until our purchase in December of 2019.
Upon arrival in the States, the car was given complete and total full services and safety checks, fitted with new tires and prepared for marketing and worldwide sale. The car is completely rust and accident free and the combination of unique options, features and details set it apart as a true automotive-treasure and total one-of-one example.
Interested parties are encouraged to contact me for additional assistance with inspections, test-drives and follow-on worldwide delivery.