The Porsche 930 Turbo was the car that transformed the 911 from a fast sports car into one of the defining supercars of the 1970s and 1980s. Introduced for 1975, the 930 combined the familiar rear-engine 911 layout with turbocharging, dramatically wider bodywork and much greater performance.
In Europe, Porsche initially marketed the car simply as the 911 Turbo, while the internal type designation was 930. In the United States, enthusiasts commonly use “930 Turbo” to distinguish these cars from later turbocharged 911s.
The original 930 used a 3.0-liter turbocharged flat six and no intercooler. For 1978, Porsche enlarged the engine to 3.3 liters, added an intercooler and increased power significantly. The car continued to evolve through the 1980s, with important differences between European and U.S.-market cars.
For collectors, the major distinctions are between 1975–77 3.0-liter cars, 1978–89 3.3-liter cars, U.S. and Rest-of-World specifications, early versus late body and equipment details, and especially the rare 1989 five-speed version.
1975: The First 911 Turbo
Porsche introduced the production 911 Turbo for the 1975 model year.
Its roots lay in Porsche’s extensive turbocharged racing program, including the fearsome 917/10 and 917/30 Can-Am cars.
The road car used a 2,994-cc air-cooled flat six fitted with a single KKK turbocharger.
European output was approximately 260 horsepower, an extraordinary figure for a road-going 911 at the time.
The engine was paired with a four-speed manual transmission.
That gearbox may seem unusual today, but Porsche used widely spaced ratios because the turbocharged engine produced substantial torque and because its existing five-speed gearbox was not considered suitable for the engine’s output.
1975: Wide-Body Styling
The 930 was visually unmistakable.
Porsche dramatically widened the rear fenders to accommodate larger wheels and tires.
A large fixed rear spoiler became one of the car’s defining features.
On the early 3.0-liter cars, this spoiler is often called the “whale tail.”
The wide rear body, deep front spoiler and large rear wing were functional as well as visual. They helped improve stability and cooling at the much higher speeds the Turbo could achieve.
These features also created a body style that Porsche would continue to associate with high-performance 911s for decades.
1975: Turbo Lag and Driving Character
The earliest 930 quickly developed a reputation for demanding handling.
Turbo lag was substantial.
At lower engine speeds, the car could feel relatively ordinary. Once boost arrived, power increased rapidly.
Combined with the 911’s rear-engine weight distribution, short wheelbase relative to modern supercars and absence of electronic driver aids, this could make the 930 difficult for inexperienced drivers.
Lifting abruptly from the throttle in a fast corner could further unsettle the rear of the car.
This reputation eventually contributed to the nickname “widowmaker,” although that term is used much more frequently today than it was when the cars were new.
1976: U.S.-Market Turbo
The 930 arrived in the United States for the 1976 model year.
American-market cars were required to comply with federal emissions regulations, resulting in lower power than the European version.
U.S. output was approximately 245 horsepower, depending on model year and quoted specification.
The American cars also incorporated federal bumpers, lighting and emissions equipment.
Despite the reduced output, performance remained exceptional by contemporary standards.
The 930 was one of the fastest production automobiles available in the United States.
1976: The Turbo Carrera Name
In the U.S. market, early examples were often marketed as the Turbo Carrera.
This terminology linked the car to Porsche’s successful Carrera models and helped communicate its position at the top of the 911 range.
The “Turbo Carrera” name is particularly associated with the 1976 and 1977 American cars.
Collectors today generally refer to them simply as 930s or early 3.0-liter Turbos.
1977: Final 3.0-Liter 930
The 1977 model year was the final year for the original 3.0-liter configuration.
The basic formula remained unchanged: single turbocharger, no intercooler, four-speed gearbox and wide Turbo body.
Porsche made numerous running improvements, but the largest change was coming for 1978.
The 1975–77 cars are now especially desirable because they represent the first generation of the 930.
The earliest 1975 cars are particularly collectible due to their rarity and historical importance.
1978: The 3.3-Liter Turbo
For 1978, Porsche substantially revised the 930.
Engine displacement increased from 3.0 liters to 3,299 cc.
More importantly, Porsche added an air-to-air intercooler.
The intercooler reduced the temperature of the compressed intake air, allowing Porsche to increase boost and power while improving durability.
European output rose to approximately 300 horsepower.
This made the 3.3-liter 930 one of the fastest production cars in the world.
1978: The Tea-Tray Spoiler
The addition of the intercooler required more space above the engine.
Porsche therefore redesigned the rear spoiler.
The new unit was larger and flatter than the original whale tail, with raised rubber edges.
It became known informally as the “tea tray” spoiler.
This is one of the easiest visual distinctions between the early 3.0-liter cars and later 3.3-liter 930s.
Not every spoiler seen on surviving cars is original, however, because wings and deck lids were frequently changed over the decades.
1978: Improved Brakes
The 1978 930 also received significantly improved brakes.
Porsche adapted technology from its racing program, installing large ventilated and cross-drilled disc brakes with four-piston calipers.
These brakes were closely related to those used on the Porsche 917 race cars.
They provided the stopping capability needed for the Turbo’s increased speed.
The combination of the 3.3-liter intercooled engine and powerful brakes made the 1978 model one of the most important developments in 930 history.
1979: The Mature 3.3 Turbo
The 1979 930 continued with the 3.3-liter intercooled engine.
European cars retained approximately 300 horsepower.
U.S.-specification cars were rated lower due primarily to emissions equipment.
The 930’s equipment levels also became increasingly luxurious.
Air conditioning, leather interiors, power accessories and other comfort features reflected the car’s position as Porsche’s most expensive road model.
Even so, the fundamental driving experience remained extremely direct.
There was no ABS, traction control or power steering.
1980: U.S. Sales End
Porsche withdrew the 930 from the U.S. market after the 1979 model year, largely because increasingly stringent emissions regulations made certification difficult and expensive.
European and other Rest-of-World markets continued to receive the 930.
This created one of the most important distinctions in the model’s history.
From approximately 1980 through 1985, there were no officially imported new U.S.-market 930s.
However, many European cars were privately imported into the United States during this period.
1980–85: Gray-Market 930s
The absence of an official U.S.-market Turbo did not eliminate American demand.
Instead, independently imported European 930s became popular.
These cars are commonly called gray-market cars.
To be legally registered in the United States, many required modifications for federal safety and emissions compliance.
Changes could include catalytic converters, lighting, speedometers, bumper components, door reinforcement and other equipment.
The quality of these conversions varied considerably.
Some cars were modified carefully, while others received crude or difficult-to-reverse changes.
Today, understanding the import and federalization history of a gray-market 930 is important when evaluating originality.
1981: European Performance Improves
European 930s continued to evolve during the early 1980s.
Porsche refined ignition, fuel injection and boost control.
The basic engine remained the 3.3-liter intercooled flat six with Bosch K-Jetronic/CIS mechanical fuel injection.
Performance remained formidable.
European 930s were capable of top speeds around 160 mph or more, depending on specification.
Acceleration was strongly influenced by turbo lag, with dramatic thrust once boost pressure built.
1982: Luxury and Equipment
By the early 1980s, the 930 had evolved from a relatively raw homologation-inspired machine into a luxury supercar.
Interiors could be extensively trimmed in leather.
Air conditioning and upgraded audio equipment became common.
Buyers could order a wide range of Porsche’s Special Wishes or Sonderwunsch equipment.
This program allowed customers to specify unusual colors, interiors, bodywork and performance features.
Some of the rarest and most valuable 930s today originated through these special-order programs.
1983: Special Wishes and Flachbau
One of the most famous special 930 configurations was the Flachbau, or “slantnose.”
Inspired by the Porsche 935 race car, the Flachbau replaced the traditional upright 911 front fenders and exposed headlights with a flatter nose incorporating retractable or alternative headlamp arrangements.
The conversion was initially offered through Porsche’s Special Wishes department.
Because these cars required extensive hand fabrication, they were extremely expensive.
The slantnose became one of the most recognizable symbols of 1980s Porsche excess.
1984: Continued Development
The standard 930 continued largely unchanged mechanically through 1984.
European cars retained the 3.3-liter turbocharged and intercooled engine and four-speed gearbox.
The relative lack of annual mechanical changes is important for collectors.
A 1981 and a 1984 930 may differ in trim and equipment, but the basic engine and drivetrain architecture is very similar.
Condition, originality and market specification therefore frequently matter more than exact year within this period.
1985: Preparing for the U.S. Return
By 1985, Porsche was preparing to reintroduce the 930 officially to the American market.
Improved emissions technology made it possible to certify the car again.
The Turbo had now been absent from U.S. showrooms for several years, increasing demand for its return.
Meanwhile, European cars continued with specifications generally more powerful and less emissions-restricted than their American counterparts.
1986: The 930 Returns to America
The 1986 model year marked the official return of the 911 Turbo to the United States.
The U.S.-specification 3.3-liter engine produced approximately 282 horsepower.
Although still lower than some European specifications, this represented excellent performance for the period.
The four-speed transmission remained.
The restored U.S. availability makes 1986 an important year in 930 history.
These cars also avoided some of the uncertainty associated with privately federalized gray-market imports.
1986: Cabriolet Becomes Available
Another major development was the expansion of body styles.
For most of its production life, the 930 had been sold exclusively as a coupe.
During the later 1980s, Porsche began offering factory open versions, including the Turbo Cabriolet.
This combined the full 3.3-liter Turbo drivetrain with Porsche’s convertible body.
Factory Cabriolets are substantially rarer than coupes and appeal to collectors looking for a more unusual 930.
1987: Turbo Targa and Cabriolet
For 1987, the range expanded further.
Porsche offered the 930 in Coupe, Cabriolet and Targa configurations in various markets.
The Targa retained Porsche’s removable roof panel and fixed roll-over hoop.
These open-body 930s represent a relatively small portion of overall production.
Collectors should distinguish genuine factory Turbo Cabriolets and Targas from naturally aspirated 911s later converted to Turbo appearance or drivetrain.
1987: Factory Slantnose
The Flachbau became a more standardized factory option during the later 1980s.
In the United States it is commonly associated with option code M505, while Rest-of-World cars used related factory option designations.
Factory slantnose cars received much more than a simple headlight conversion.
They incorporated specially fabricated front fenders and other body modifications inspired by the 935.
Some also received additional cooling and body details.
Authentic factory Flachbau cars are considerably more collectible than aftermarket conversions.
1988: Final Four-Speed Cars
The 1988 model year was the last full year for the traditional four-speed 930 drivetrain.
By this point, Porsche’s naturally aspirated 911 Carrera used the modern G50 five-speed gearbox, making the Turbo’s four-speed transmission appear increasingly outdated.
The four-speed remained strong and effective, but enthusiasts had long wanted closer ratios and an extra gear.
Porsche finally addressed that issue for the 930’s last production year.
1989: The Five-Speed 930
The 1989 930 is one of the most desirable versions of the entire model.
For its final year, Porsche replaced the long-running four-speed transmission with the G50/50 five-speed manual gearbox.
The additional ratio improved acceleration flexibility and made the car easier to drive in normal conditions.
The engine remained the familiar 3.3-liter intercooled turbocharged flat six.
In the U.S., output remained approximately 282 horsepower, while Rest-of-World specifications could be higher.
Because the five-speed was offered for only one model year, 1989 cars command strong collector interest.
1989: End of the 930
Production of the 930 ended after the 1989 model year.
Its replacement was not an immediate direct successor.
Porsche introduced the new 964-generation 911 for 1989, but the Turbo version did not arrive until later.
When the 964 Turbo appeared, it initially retained a development of the 3.3-liter engine before eventually receiving a 3.6-liter turbocharged flat six.
The original 930 therefore stands as a distinct generation in Porsche history.
The 3.0-Liter 930
The 1975–77 3.0-liter Turbo represents the earliest and purest form of the 930.
These cars use the non-intercooled 2,994-cc engine and four-speed gearbox.
European output was approximately 260 horsepower, while U.S. cars were rated lower.
Their smaller engine, lack of intercooler and early whale-tail spoiler distinguish them from the later 3.3-liter cars.
The earliest 1975 examples are especially collectible because of their rarity and historical significance.
The 3.3-Liter 930
The 1978–89 3.3-liter Turbo represents the majority of 930 production.
The enlarged engine and intercooler substantially improved performance.
The tea-tray spoiler and larger brakes are key identifying features.
Although basic engine architecture remained consistent, emissions equipment, power output and market specification varied.
For many enthusiasts, the 3.3-liter car represents the classic 930 experience: enormous turbo lag, dramatic boost and unmistakable wide-body styling.
U.S.-Specification 930s
Official U.S.-market 930s were sold during 1976–79 and again from 1986–89.
They generally produced less power than European cars because of emissions requirements.
Federal lighting, bumpers and emissions systems can also distinguish them.
Their advantage from a collector standpoint is clear documentation as factory-market U.S. cars.
This can be particularly important compared with privately imported examples whose federalization history may be complicated.
Rest-of-World 930s
European and other Rest-of-World, or RoW, 930s generally retained higher-output engine specifications.
These cars are frequently preferred by enthusiasts seeking the strongest factory performance.
Many were imported into the United States during the period when Porsche did not officially sell the Turbo there.
A RoW car that remains in correct European specification can be highly desirable.
However, buyers should verify its import history and any federalization work performed.
The 930 Flachbau
The Flachbau, or slantnose, is one of the most visually distinctive 930 variants.
Its front bodywork was inspired by the racing Porsche 935.
Early cars were individually created through Porsche’s Special Wishes program, while later versions became formal factory options.
Authentic factory slantnose cars are rare.
Because the look became extremely popular during the 1980s, many standard 930s and naturally aspirated 911s received aftermarket slantnose conversions.
Documentation and option codes are therefore essential.
The 930 Cabriolet
Factory Turbo Cabriolets appeared late in 930 production.
They combined the wide Turbo body and full turbocharged drivetrain with an open roof.
Although structurally heavier than the coupe, they offered the same dramatic acceleration.
Their short production period makes them considerably less common than Turbo coupes.
An original factory Cabriolet should be distinguished carefully from conversions.
The 930 Targa
The Turbo Targa is another rare late-production configuration.
It uses Porsche’s removable roof panel and fixed Targa hoop.
Like the Cabriolet, the Targa was produced in much smaller numbers than the coupe.
Its combination of open-air driving and 930 performance makes it distinctive, although purists often prefer the greater structural rigidity and classic silhouette of the coupe.
The 1989 Five-Speed
The 1989 five-speed 930 is often considered the most usable version.
Its G50/50 gearbox provides closer ratios and an additional gear compared with earlier cars.
Because it was available for only a single model year, production was limited.
Collectors therefore frequently place a premium on correct 1989 cars, particularly coupes in desirable original specifications.
Understanding the Major 930 Turbo Variants
Collectors generally divide the 930 into these principal categories:
1975 3.0 Turbo: First production year and among the rarest road-going 930s. European cars produced approximately 260 horsepower.
1976–77 3.0 Turbo: Continued early non-intercooled specification. U.S. examples are often associated with the Turbo Carrera name.
1978–79 3.3 Turbo: Major mechanical update with 3.3-liter engine, intercooler, tea-tray spoiler and improved brakes.
1980–85 Rest-of-World Turbo: European and other international-market 930s sold during the period when the car was unavailable officially in the United States.
Gray-Market 930: European or other RoW car privately imported and modified as necessary for U.S. federal compliance.
1986–88 U.S. Turbo: Officially reintroduced American-market 3.3-liter cars producing approximately 282 horsepower and retaining the four-speed gearbox.
1989 Five-Speed Turbo: Final-year 930 with G50/50 five-speed manual transmission. One of the most collectible late versions.
Flachbau/Slantnose: Factory or Special Wishes version with 935-inspired front bodywork. Authentic factory cars are substantially more valuable than aftermarket conversions.
Turbo Cabriolet: Rare late-production factory convertible.
Turbo Targa: Rare late-production removable-roof version.
What Matters to Collectors
The Porsche 930 is a model where year, market specification, originality and factory configuration all matter.
The earliest 3.0-liter cars generally occupy a special collector category.
A genuine 1975 Turbo is substantially rarer than a typical 1980s 3.3-liter car and represents the original production specification.
The 1978 model year is another important milestone because it introduced the 3.3-liter intercooled engine and major brake improvements.
At the opposite end of production, the 1989 five-speed is highly desirable because it combines the fully developed 3.3-liter car with the much-improved G50/50 gearbox.
Market specification is also crucial.
A European car may offer greater factory power than a comparable U.S. example, but a gray-market car’s federalization history needs careful investigation.
Emissions systems, bumpers, lights and engine components may have been changed more than once during the car’s life.
Original engine and transmission are especially important.
930 engines are expensive to rebuild correctly, and performance modifications were extremely common when these cars were less valuable.
Larger turbochargers, aftermarket intercoolers, modified exhaust systems, increased boost, altered fuel systems and upgraded ignition components can all significantly change performance.
Some modifications are desirable from a driving standpoint, but they can reduce originality.
A car advertised as producing 400 or 500 horsepower should not be confused with an original factory-specification 930.
Body originality matters just as much.
Many ordinary 911s were converted to Turbo-look wide bodies, and some were fitted with actual 930 engines.
Conversely, genuine 930s were frequently modified with slantnose conversions, boxed rocker panels, aftermarket wings and other 1980s styling changes.
A wide-bodied 911 is not automatically a 930.
Chassis number and factory records should establish identity.
The same caution applies to Flachbau cars.
Because aftermarket slantnose conversions were enormously popular, an unusual nose alone is not evidence of factory origin.
Factory option codes, production records and body details should be verified.
Rust is generally less severe than on earlier Porsche 356s because later 911 bodies benefited from improved corrosion protection, but it should not be ignored.
Accident damage is often the greater concern.
The 930’s combination of substantial turbo lag, rear-engine weight distribution and high performance resulted in many cars being crashed.
Careful inspection of the front trunk structure, inner fenders, suspension mounting points, rear chassis and body seams is essential.
Mechanical condition also deserves specialist attention.
The turbocharger, wastegate, Bosch CIS injection system, ignition, oiling system and head studs are among the areas that require knowledgeable inspection.
Oil leaks are common on air-cooled Porsche engines, but their location and severity matter greatly.
A complete engine rebuild can be expensive.
Long periods of storage can create additional problems.
A low-mileage 930 that has sat unused for many years may require more work than a higher-mileage car that has been driven and serviced regularly.
Service records are therefore extremely valuable.
Original color and interior specification can also influence collector appeal.
Porsche offered an enormous range of standard and special-order colors, and unusual documented combinations can be highly desirable.
Special Wishes cars deserve particular scrutiny because genuine factory customization can add significant interest, while later modifications may not.
The collector hierarchy does not necessarily identify the best car to drive.
The early 3.0-liter 930 is historically important and lighter in character, but its turbo lag and non-intercooled engine make it less developed.
The 1978-on 3.3-liter car provides greater power, improved brakes and better thermal management.
The 1986–88 cars offer a relatively mature specification and straightforward U.S. provenance.
The 1989 five-speed provides the best gearbox and is often the easiest classic 930 to use regularly.
Regardless of version, the 930’s importance extends far beyond its production numbers. Total Type 930 production across all body styles and markets from 1975 to 1989 sits at approximately 21,500 units, making it significantly more common than exotic homologation specials like the Ferrari 288 GTO or BMW M1, but far rarer than standard G-Series 911s.
It was Porsche’s first production turbocharged 911 and established the visual and mechanical formula that would define the 911 Turbo for decades: wide rear fenders, a large fixed rear wing, enormous performance and a turbocharged flat-six engine mounted behind the rear axle.
Later 911 Turbos became faster, safer and easier to drive. They gained five- and six-speed transmissions, twin turbochargers, all-wheel drive, ABS, traction control and increasingly sophisticated electronic systems.
The 930 had none of those things.
Its personality comes from the combination of mechanical simplicity and explosive turbocharged performance. The steering is unassisted, the early gearbox has only four ratios, the engine delivers its strongest acceleration only after boost arrives, and the driver remains completely responsible for managing the chassis.
That demanding character once contributed to the 930’s fearsome reputation.
Today it is one of the principal reasons collectors seek one out.
From an early 1975 3.0-liter Turbo to an intercooled 3.3, a factory Flachbau, a rare Cabriolet or Targa, or the final 1989 five-speed, the 930 charts the development of Porsche’s turbocharged road-car philosophy over 15 years.
More importantly, it established the 911 Turbo as a permanent part of Porsche’s identity and created one of the most recognizable high-performance silhouettes in automotive history.
Important Sales Reviewed by SCM Experts
Each month for the past 38 years, SCM’s analysts have reviewed 5 to 7 significant cars sold at auction, and discuss what options, history, or details made that particular more or less valuable. They give their expert opinion on the market for these cars, and whether this car was well bought or well sold. If you’re thinking of purchasing a Porsche 930, you’ll likely find these profiles critical in helping you make the right decision.
1989 Porsche 930 Turbo Slantnose CoupeA total of 1,945 Porsche 930s were imported to the U.S. in 1989; only 147 of them were Slantnoses, of which just 34 were coupes. Well-documented and highly equipped Porsches are definitely getting harder to find, and this lovely 930 Turbo has all of the most desirable features in place. In the day, many believed the […]Read more
1988 Porsche 930 “Slantnose” CoupeStyling for the “Slantnose” 911 Turbo came from the legendary Porsche 935 race car. This factory option was executed on the raw body shell, allowing Porsche’s anti-corrosion warranty to be retained. Included in the price of $23,244 were sloped front fenders, retractable headlamps and air vents to ensure efficient cooling for the brakes and engine. […]Read more
1983 Porsche 930 Turbo 935 Spec. CoupeA prolific collector of fine automobiles, Mansour Ojjeh was ideally placed to secure for himself from Porsche a specially modified version of the German manufacturer’s ultimate road car: the fearsome 911 Turbo. Group 4 homologation rules, which required 400 road cars to be built, had spurred the development of Project 930 — the original 911 […]Read more- The Tao of Steve’s Turbo CarreraStories abound that McQueen did everything he could to use the car as it was intended, and in that way, I imagine he had great fun with it {vsig}2008-11_2250{/vsig} In 1976, Porsche unveiled what was to be the first production 911 Turbo, known internally as a 930 and externally as the Turbo Carrera. Their success […]Read more
Cars For Sale
Quick links to listings for this make and model online:
Books on the Porsche 930
Note that as an Amazon Associate, we earn from qualifying purchases of the above books.
Forums & Communities
Past Auction Sales – Porsche 930
Average Porsche 930 Sale Price by Year from SCM’s Platinum Auction Database:
Porsche 930 Sales from SCM’s Platinum Auction Database:
Broad Arrow Auctions
Condition: 1
Apr 25, 2026
$417,500
Barrett-Jackson
Condition: 2
Jan 19, 2026
$440,000
Barrett-Jackson
Condition: 2
Apr 13, 2023
$154,000
RM Sotheby's
Condition: 3
Mar 3, 2023
$252,000
RM Sotheby's
Condition: 2+
Dec 10, 2022
$246,400
Bonhams
Condition: 2-
Jun 5, 2022
$84,000
Worldwide Auctioneers
Condition: 3+
Apr 23, 2022
$64,400
Barrett-Jackson
Condition: 2+
Apr 9, 2022
$231,000
RM Sotheby's
Condition: 2+
Mar 25, 2022
$225,000
Gooding & Co.
Condition: 2+
Mar 4, 2022
$544,000
PCarMarket
Condition: 2-
Dec 7, 2021
$121,000
RM Sotheby's
Condition: 2
Oct 13, 2021
$235,287
Bonhams
Condition: 2-
Aug 13, 2021
$114,240
Gooding & Co.
Condition: 2
Aug 13, 2021
$235,200
Russo and Steele
Condition: 3+
Aug 11, 2021
$88,070
Mecum Auctions
Condition: 3+
May 14, 2021
$93,500
RM Sotheby's
Condition: 3+
Feb 13, 2021
$125,318
Mecum Auctions
Condition: 2
Jan 7, 2021
$102,300
RM Sotheby's
Condition: 2
Nov 12, 2020
$121,000
Gooding & Co.
Condition: 1-
Jan 17, 2020
$112,000
Gooding & Co.
Condition: 1-
Jan 17, 2020
$156,800
Bonhams
Condition: 2
Jan 16, 2020
$84,000
Barrett-Jackson
Condition: 2-
Jan 13, 2020
$148,500
Bonhams
Condition: 3+
Oct 11, 2019
$129,534
RM Auctions
Condition: 3+
Mar 29, 2019
$99,000
Gooding & Co.
Condition: 1-
Jan 18, 2019
$215,600
RM Sotheby's
Condition: 2
Oct 27, 2018
$151,200
Silverstone
Condition: 3+
Jul 19, 2018
$72,994
Barrett-Jackson
Condition: 2
Jun 20, 2018
$82,500
Mecum Auctions
Condition: 2-
May 15, 2018
$73,700
Gooding & Co.
Condition: 2
Mar 9, 2018
$104,500
GAA Classic Cars
Condition: 3+
Nov 3, 2017
$149,800
Silverstone
Condition: 2-
Oct 20, 2017
$106,809
Barrett-Jackson
Condition: 3
Oct 19, 2017
$72,600
Bonhams
Condition: 2-
Oct 6, 2017
$228,872
Russo and Steele
Condition: 2+
Aug 17, 2017
$115,500
Artcurial
Condition: 3
Jul 2, 2017
$164,223
Bonhams
Condition: 2
Jun 30, 2017
$160,528
Barrett-Jackson
Condition: 1-
Jun 21, 2017
$117,700
Bonhams
Condition: 1
Jun 4, 2017
$154,000
Silverstone
Condition: 2-
May 13, 2017
$112,826
Silverstone
Condition: 3+
Feb 24, 2017
$137,002
The Finest
Condition: 2
Feb 12, 2017
$90,200
Bonhams
Condition: 2-
Jan 19, 2017
$93,500
Barrett-Jackson
Condition: 2
Oct 13, 2016
$132,000
RM Sotheby's
Condition: 2
Sep 7, 2016
$142,576
RM Sotheby's
Condition: 3
Sep 7, 2016
$187,600
Silverstone
Condition: 2
Sep 2, 2016
$227,154
Bonhams
Condition: 2+
Aug 19, 2016
$132,000
Bonhams
Condition: 2-
Aug 19, 2016
$88,000
See all 90 sales of Porsche 930 cars from SCM’s Platinum auction database.