As I’ve more frequently turned my attention to modern 911s, largely in an attempt to locate better performance value, I am still reminded of the 930. The 911 has become quite refined over the years. Porsche has now long been a luxury brand and it is expected that its 911 Turbo will carry on that luxury. While the 930 wasn’t exactly a no-frills 911, it also would be hard to describe as refined. It was more than capable of biting a ham-fisted driver and strictly on appearance refinement hardly would be its calling card. That path lay for Porsche’s own venture into very high dollar territory with the 959. The 930 remained a menace.
It is that quality which always brings me back to it. Modern 911 Turbos are faster and more capable performers in almost any conditions, all while being able to serve as a daily driver. In many cases on the second-hand market they’re cheaper too. So why the 930? For me it just takes one look.
It feels like it’s been a long time since I posted an early 930. Like many early editions of a model there is a rawness to them not replicated by later versions whose evolutionary changes sought to smooth the rough edges. There are a few currently up for sale, but I’ve featured them previously. Meaning they aren’t selling. That might tell us something about the current market for these Porsches and helps explain why more of them are not coming up for sale. But this is the first I’ve seen of this one.
According to the CoA this is a Platinum Metallic 1976 Porsche 930 Turbo Carrera with Cinnamon interior and optional sport seats. It now sits with just 35,770 miles on it. The color combination, especially with the contrasting painted Fuchs wheels, really looks outstanding and the overall condition is promising. Given its age it looks to have been very well cared for.
The well worn cliche is that power is intoxicating. While typically that expression is used in reference to abuses by individuals it seems no less applicable to cars. Once you get a taste of a level of acceleration, you begin to want more. And more. And maybe even a little more. Thankfully there exist outlets for such desires; builders who are happy to provide you with completely unnecessary levels of power in our continual pursuit of more. Just bring your wallet.
For your Porsche the name nearly synonymous with the need for extra power is RUF. RUF has been in the game for a long time, producing modified Porsches for 40 years. While in many cases these are conversions where the owner buys a 911 and has RUF parts added by an appropriate installer (or by RUF themselves), RUF also has produced their own builds utilizing nothing more than a Porsche chassis. These cars were badged as a RUF rather than a Porsche and come with a RUF VIN. The one we see most commonly and the one that really got the whole thing started is the BTR. Fitted with a 3.4 liter turbocharged flat-6 mated to a 5-speed manual the BTR was a much more powerful version of the 930 capable of outclassing most any production car available at the time. Naturally that extra performance along with their relative rarity makes them a highly sought after commodity. Here we have one such beast: a 1987 RUF BTR, located in Virginia, with 37,472 miles on it.
We’ve seen a couple of Turbolook Carrera Targas come up for sale recently. Lovely cars and very rare. What we haven’t seen are actual turbocharged Targas for sale. The last time I featured one was almost two years ago. The feature before that takes us back almost another two years. While it’s extremely unlikely I would have seen and featured every 930 Targa to come up for sale over those four years, that tiny number of posts stands in stark contrast to the abundance of 930 Coupes and Cabriolets that grace our pages. In any given week I can almost always find a beautiful 930 Coupe to write about if I so choose. To some degree the same goes for the Cabriolet. The Targa, not so much.
In part this rarity comes down to production time – the 930 Targa only was available for three years, though that’s also true of the Cabriolet and we still see many more of those – and numbers: the Targa was produced in far fewer numbers relative to Coupes and Cabriolets. Why? Presumably they were less desirable. Porsche produced fewer 911 Targas in general. Still the 930 Targa remains a relatively more rare machine.
Anyway, here is one! A 1988 Porsche 930 Targa, located in New Jersey, with 68,100 miles on it:
Last week I presented a 930 Slantnose that I thought was about as ’80s as a Porsche could get. While I don’t think this one pushes beyond it, it certainly brings with it its own ’80s appeal and includes elements that 930 Coupe lacked.
Here we have a Cassis Red Metallic 1987 Porsche 930 Slantnose Cabriolet with just 45,400 miles on it. The very fact that it’s a Cabriolet, rather than a Coupe, garners it an extra dose of excess in appearance. The Slantnose, side strakes, and massive spoiler when paired with a top-down environment really bring a peculiarity to the design that we don’t often see. The chrome wheels take it over the top. The full wood dash too strikes me as very much an ’80s sort of feature. Not that a wood dash itself dates the car, but when fitted to a Slantnose 911 Turbo it creates a disjunction combining luxury and aggression that feels very at home in the time period. It’s all quite fascinating, really.
Have you been looking for the most ’80s Porsche you can find? Not just an ’80s model, but one that has taken the extra steps to modify it and add those little details that really showcase the time period? We’ve got just the car for you. Here we have a Black 1985 Porsche 930 Slantnose Coupe. The Slantnose itself always has been right at home in the ’80s exhibiting the general sense of excess in design with which we’re all familiar from those days. We dealt with the issue of authenticating the Slantnose conversion in our feature of this Slantnose and the issue presents itself again here as well. As the seller notes it isn’t until the ’87MY that these determinations become much easier.
The details don’t stop there though. This is more than just a Slantnose and especially once we step into the interior things really get interesting. The history of how this 930 came to be in its current state are a little fuzzy, but it’s had a good bit of work and houses some nice RUF upgrades. Let’s take a look:
I’ve been on a little bit of a 930 run lately so let’s continue that. This one isn’t a Slantnose, though it does look a little sad. And I mean that in a fully anthropomorphized sense. I think we can see why so many owners replace the standard headlamps. It does have the rear quarter vents and strakes like the Slantnose and it’s when we get into these areas that my interest rises.
This 930 presents us with a little bit of a puzzle. At least, it does if you’re like me and thinking about 911 values and markets and whatnot. The seller goes to great lengths about this being a show car. At first, I wasn’t sure what he was on about and why the insistence on mentioning it. A lot of older 911s and 930s appear at these events. That’s where the puzzle begins: This 930 isn’t in the vain of a SEMA-style show car, but it isn’t a regular 930 either. It’s modifications aren’t hugely significant, but they do seem purposeful and intended to attract a certain level of attention. The mileage is quite low and it looks in really good condition. The show car emphasis then began to make sense to me. The question I wondered: will prospective buyers have a similar level of appreciation?
I like comparisons. Anyone who has been a reader here long enough will probably know that by now. So to follow upon yesterday’s early Slantnose 930 Coupe we’ll move to the end of the line for a more rare and much more expensive example. And it’s a Cabriolet rather than a Coupe. Sometimes comparisons don’t always go as smoothly as you’d like. Regardless, I find such discussions illuminating. Those on the search for a Slantnose 930 may be interested to know about each of these and their relative characteristics. One might be much more suitable for the collector, while the other more for those looking to spend some time behind the wheel. Truthfully both could make for interesting additions to a collection, but they’re not entirely equal in that regard. I don’t think you’d want to spend too much time driving this one.
With that out of the way let’s look at this car: a paint-to-sample Light Blue Metallic 1989 Porsche 930 Slantnose Cabriolet with Linen Grey interior and just 22,502 miles on it. Only 28 930 Cabriolets came equipped with the Slantnose option in 1989 and even fewer of those were paint to sample. A rare 930 indeed.
We feature the Slantnose pretty frequently around here. Mostly that’s because I like them a lot – especially the coupes. Most of those, however, come from the final few years of 930 production when the factory M505 option was made available. We definitely always have an eye out for one of the rare, and very valuable, examples from 1989. Of lesser frequency (and I’ll admit we may not have featured one at all) are the earlier Slantnose Turbos from before they were made an official factory option. As the seller of this particular 930 alludes, it isn’t always easy to verify such builds. Given the frequency with which we see aftermarket Slantnose 911s – with sometimes very unreasonable prices and uncertain provenance – it is in many cases best to steer clear.
However, that doesn’t mean we should ignore them altogether. Good ones exist and sometimes we see one that combines that audacious sloping front end with rarely seen colors and a price that doesn’t make us shake our head. I think this one fits that bill: a Chiffon White 1982 Porsche 930 Slantnose, located in California, with Brown leather interior (including factory sport seats) and 83,800 miles on it.
I love a red interior. They come in a variety of shades and a variety of contrasts and as a general rule I like them. Porsche long has been a producer of vibrant red interiors. There are few other marques I can think of that produce as bright a red interior as Porsche does.
But bright red can be tough and this one, on a Black 1982 Porsche 930, I’m struggling to really get into as much as I normally would. The contrast is so stark that the brightness distracts rather than captivates. The pictures will tell the story better than I can describe so let’s jump right in: