Is there ever a car you wish you could pull the trigger on, even if it’s well outside your budget? For me, the Porsche 930 is solidly in that category, not so much because I want to own a vintage supercar but because it seems like a relative bargain on the air-cooled landscape. While low-mileage, time capsule examples will easily clear $100,000, 930s that are closer to driver-grade with average miles with some questionable modifications can be bought for a hair under that number under the right circumstances. This 1979 930 listed here on eBay is not going to be such an example, as it’s knocking against six figures with the reserve unmet.
The “widowmaker” claims are what most enthusiasts think of when the 930 is mentioned, owing to its whipsaw characteristics when in the hands of a driver unfamiliar with lift-off oversteer. Moving past that, the 930 is a mile marker in Porsche history when considering how significant turbocharging has been in turning its marquee sports car into a perennial contender as one of the best in the world. The flared fenders, whale tail rear wind, deep dish Fuchs wheels, and Recaro seats all combine to create a car that is often copied but never truly replicated. How many kit cars and fender conversion kits were born after the introduction of the 930?
Now, going back to my earlier point about buying a 930 for under $100,000: yes. they are rare, but they are out there (see here and here for some recent sales.) And while this is an older vehicle in every way, and gradually becoming more of an antique with each passing year, there’s also a blissful simplicity that comes with that. There are no electronic nannies, no excessive safety features, and certainly no gigantic screen mounted in the dash. This is still a quick car by today’s standards and one that demands the driver focus solely on the matter at hand. Thankfully, these haven’t been excessively restomodded, which speaks to its staying power.
Now, the other selling point for the 930 is its impressive reliability. The turbocharged flat-six is known to easily rack up over 100,000 miles without a significant overhaul. In fact, I would argue that most air-cooled Porsches that show a rebuild in the maintenance folder with under 100K on the clock is due to an owner scared of oil spots on the floor versus a car in need of a rebuild. The 930’s powerplant has long been called overbuilt, which is why it’s of little surprise (or concern) that this car has over 97,000 miles. If you’re looking for a special air-cooled 911 that doesn’t require 993 money, the 930 is a great place to park some cash.
Well it’s done knocking on the door and has walked through. It’s over one hundred grand with time to go and reserve still unmet. A dream for sure. Can I just ride in one someday? With a professional driver at the wheel of course.
Collectors love air-cooled 911s and the prices reflect that. However, driving them is a throw-back to ancient days versus a modern 911. Then again, these are collector cars, not driver cars.
I have a 1989 930 I have owed over 20 years with 95k miles on it. Only year of that vintage with a 5 speed. I have maybe 5k track miles on it and no problems beyond basic maintenance like brakes, oil etc. much of which you can DIY. I also have a GT2 but the fun driver by far is the 930. Yes, drive carefully by braking when straight, throttling when straight, downshift when straight until you understand the backend wants to be in front if those basics aren’t followed. Once you’ve learned to drive one, you’ll want nothing else.
Seller needs a new phone.
Edward – completly disagree. As a former modern Porsche owner and now a vintage, these are real drivers cars! Most people with them, drive them, and it is for good reason. Very engaging – in a good way!
Having spent a lot of time with the 930 era cars I can tell you they drive very similarly to my Renault R5 Turbo. The boost comes on like a light switch, right around the same mark on the tach and they both have huge grip levels (until they don’t). And while the R5 Turbo weighs about 400lbs less then a 930 turbo, the R5 has a higher center of gravity due to it’s upright, iron block motor that sits high in the chassis which means ultimate cornering speeds are relatively the same. The R5 is a bit less of a “slow in, fast out” driving exercise then the 930 but the general feel of both cars is very similar. I have always loved the lary 930 Turbo as they always struck me as a car that was very un-Porsche like. It was almost the woopie cushion of the Porsche lineup. A nod to rare German humor. Then again, I have always leaned towards the cars that want to kill you and few are as obsessed at that outcome as the Porsche 930 Turbo.
Ended at $114,950.
Reserve Not Met.