1989 Porsche 930 Turbo
1989 Porsche 930 Turbo
1989 Porsche 930 Turbo
Model 930 Turbo 3.3
Commission Number 006K
Engine Type M930/66
Engine Number 67K00215
Gearbox Type G50/50
Gearbox Number 2K01053
Market Destination Germany (Code COO)
Ordering Distributor Handelspartner (Code 11E0040)
Tires Pirelli High Speed/High Load
Completion Date October 24th, 1988
Delivered October 25th, 1988
Exterior Color Black (Code A1A1
Interior Color Black Full Leather (Code LE)
Carpet Color Black (Code 5VF)
Mileage 83,538 kilometers / 51,908 miles
Options (Total of 13 in addition to the standard options)
-M018 Leather steering wheel with special raised hub center section
-M058 Impact absorbing bumpers front and rear
-M139 Full leather, power seat with heat (left)
-M197 Special high capacity cold cranking amp battery
-M220 Limited slip differential
-M243 Special short-shift gearshift lever covered in full leather
-M340 Full leather, power seat with heat (right)
-M383 Sport seat with electric height adjustment (left)
-M387 Sport seat with electric height adjustment (right)
-M567 Graduated green front-tinted windscreen
-M605 High intensity adjustable range headlights
-M650 Electric sliding sunroof
-M975 Trunk lining with special valor carpeting
The end of the Porsche Turbo?:
As early as January of 1987, Porsche formerly announced both an end of the “G” model 911s and the end of all Turbo models. In early 1988 this was confirmed by dealer bulletins that suggested clients be notified and encouraged to get their orders in as after 1989 there would be no follow-on Turbo model. The incoming 964 would also be the last 911 based model as Porsche had formerly decided their future lay solely with front engined, water cooled, four and eight cylinder models. The final “G” model 930 Turbo would also be the sole examplse since production began in 1975 to finally get a five-speed transmission. This was the legendary “G50” unit that would unleash the full potential of the revised “typ. M930/66” engine which produced 300bhp for German Market and European versions.
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 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, in-line four and V8 models. 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 had 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 hastily assembled 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!
Dealers were overwhelmed with interest when they started taking orders for the 1989 Turbo models. A total of 857 were completed as German market and ROW (Rest of World) versions. An additional 639, detuned USA market versions were also completed. The production run was sold out before the last cars were delivered but many buyers as well as dealers had purchased them on pure speculation and there were quite a few that did not sell as new cars until well after production had come to an end.
Almost immediately, Porsche realized the mistake they had made in both not offering the new 964 in a turbocharged format as well as planning prematurely and end to all air-cooled 911 variants. The new 964 was as such received with mixed emotions and not until the release of the cult-classic 964 Turbo 3.6 at the very end of 964 production did Porsche come to finally accept the 911 was here to stay.
These final year, 1989 930 Turbos became collector classics the moment deliveries started taking place and it remains to this day one of the most sought after 911 variants ever offered for public sale.
This particular Porsche 930 Turbo was sequentially the 186 of 857 German and ROW market versions completed. It was ordered new by the official Berlin, German dealer Eduard Winter sometime early in 1988. It was not ordered or configured for a specific client but instead an internal order completed for inventory and speculation which many dealers did after Porsche announced an end to Turbo production.
The ordering dealer had the car configured in the most desirable and easiest combination of colors and options for a potential “above invoice price” sale. This meant the very popular color combination of black on black with a total of 13 different popular options in addition to the numerous standard options these top-of-the-line Porsches came with. Being an early ordered example, assembly was competed on October 24th, 1988 and delivery took place the very next day.
The Winter Porsche agency sold the car shortly after arrival for a very large premium to a Japanese specialist dealer who road-registered for the first time as a new vehicle in Japan in December of 1988. The dealer then almost immediately resold the car to a private Japanese museum collection where it would remain for the next seven years accumulating almost no additional mileage. In 1996 the car was traded to another private museum collection where it would remain again rarely driven until 2011at which time is passed quickly through the hands of several dealers until being acquired by a third and final private museum collection. The final owner of this Porsche prior to our purchase, regularly enjoyed driving the car as well as carefully preserving and maintaining it as evidenced by extensive service records. The car was then acquired by our company in late June of this year, arriving in the States for formal import, the first week of July 2020.