The Porsche 911 Turbo Cabrio of the 1980s is a rarity: there are only a few hundred examples of it in Europe. But the open top model is now quite normal in the Porsche model range. There are 35 years between the 930 Turbo Cabrio, better known as the 911 Turbo, and the 992 Turbo.
Anyone who thinks of buying a Porsche Turbo Cabriolet from the 930 series can be sure they are buying a rarity. Because there aren’t many. Barely 500 were delivered in Europe, and almost 1,000 on the other side of the Atlantic. The US versions came with reduced performance and only 282 exhaust-optimized instead of the full 300 horses. The versions here are correspondingly livelier and also more popular.
Anyone who chooses the open variant wants to enjoy the sovereignty of the most powerful drive and possibly simply the status of the top model. Of course, the 911 can always go sideways when in doubt, but what is particularly fascinating about the turbo is the forward thrust. The development of power is particularly exciting with the original turbo, because at that time things like variable turbine geometry were still foreign words. Where there is no exhaust flow, there is no turbo power – it’s as simple as that.
The 930 behaves like a lamb in the lower speed range before caution is advised under full load when using the boost pressure. It’s better to check the asphalt again (is it really even and dry?) and check the steering angle – straight wheels are best. Then hold on and go. The 3.3-litre, mandatory for the convertible, brutally pushes its passengers into their seats. 300 hp may not sound huge today, but they only weigh a good 1.4 tons.
No wonder that the classic Zuffenhausener has already stormed the 100 km/h mark after 5.2 seconds (it could be a nuance longer with the convertible), and it continues similarly. Full throttle with a steering angle from low speeds is not advisable, because the bearish turbo likes to swing its rear end – an act that is not easy to master if it is to be carried out without collateral damage.
The open 930 is an automotive entertainer, hairstyle destroyer, stomach churner and joker at the same time. Leather seats with less side support in the test car from the classic department reduce the urge to get the last bit of cornering speed out. The extra dose of interior storm provides a little extra adrenaline. Because of the fresh air, it is almost impossible to admire the aesthetic and, of course, analogue round instruments – quite traditionally with the rev counter in the middle, larger than the speedometer.
These are still so important to Porsche today that they have stayed. The transition to the new model couldn’t be better, because the comparative drive with the 992 begins with a pause for a few seconds after the acoustically quite unspectacular engine start. Pausing and looking at the instrument cluster is called for, on which all scales are virtual except for one: the rev counter, which is also located in the middle here, really consists of a physical scale with a mechanical needle.
To recall what the turbo is, it may be necessary to state what it is not. Namely no GT3, no excitement in the first place, no brutal cracker and no pushy chav. Of course, the engineers gave it the turbo spoiler, but it has reverted to a rump. At least when stationary – at high speeds it drives out to generate the necessary downforce when it comes to assessing lateral performance.
Everything seems so simple in the 992, there is no five-speed manual transmission, which tends to be imprecise, as in the late 930, but only a tiny little lever with the help of which the eight-speed dual-clutch transmission is put into operation. Here we go! And no matter how suitable it is for everyday use, yes, even for travel, the top 911 may be, you can still see its sporty ambitions. Every single stone on the asphalt penetrates into your ass when it rolls over the 315 silt. The brake packs snappy without being difficult to control. The modern Zuffenhausener, on the other hand, parries long-term bumps in the road well and even has a comfortable touch.
But what about the driving performance, more precisely the longitudinal acceleration? After all, the 3.7-liter boxer six-cylinder in the case of the S edition releases 650 hp on both axles. First unspectacular, but then quite dramatic with a few millimeters of accelerator pedal travel. With the very fast suckers like the GT3 models, for example, you first have to work out the speed with the engine speed – here it comes almost casually.
Under full load, the characteristically, if not overly loud, boxer smashes the convertible up to speed with such force that it defies description. After all, it is already doing 100 km/h after 2.8 seconds and even 200 km/h after less than nine seconds.
After a dynamic insert – damper adjustment and rear-axle steering are good tools for maximum cornering performance – you can then turn your attention to the interior design to state soberly: All of today’s important infotainment features are available, from the built-in navigation system to smartphone integration and voice control. The 992 Turbo can also have assisted functions to avoid accidents – whether autonomous braking, night vision assistant or blind spot warning.
From a basic price of 244,749 euros, you can let off steam to your heart’s content in the configurator and then order. The oldie is not so easy. In order to purchase a good 930 convertible example, you need not only the necessary change but also patience. “The Porsche 911 Turbo Cabriolet has made the rare career from wallflower to sought-after rarity.
As a new and used car, it was considered a superfluous niche model and, as a curiosity, was traded only slightly above the much more popular coupe version for years. A few years ago, it was rediscovered and stylized into a sought-after rarity, for which well over 200,000 euros were paid at peak times. In the meantime, the market has calmed down, there are good specimens for around 130,000 euros,” judge the specialists from Classic Analytics. Fine, if it’s enough for both models.
Porsche 930 Cabrio – technical data
Porsche 992 Turbo S Cabriolet – technical data
