The Porsche 930.19 is a 2,994 cc, air‑cooled flat‑six turbocharged petrol engine produced between 1975 and 1989. It features a single KKK turbocharger, Bosch mechanical fuel injection (K — Jetronic until 1983; later models used DME), and an air — cooled architecture with finned cylinders and oil — cooled heads. In standard form it delivered 221 kW (300 PS) in the 1986–1989 iteration, with torque peaking at 453 Nm.
Fitted exclusively to the 930 — series 911 Turbo and its varia…
Production years 1975–1985 meet US EPA Tier 1 standards; 1986–1989 models meet Euro 1 depending on market .
The Porsche 930.19 is a 2,994 cc flat‑six turbocharged petrol engine engineered for high‑performance sports applications (1975–1989). It combines air cooling with oil‑cooled cylinder heads and a single KKK turbocharger to deliver strong mid‑range thrust and track‑capable output. Designed to meet US EPA Tier 1 and later Euro 1 emissions standards, it balances raw performance with evolving regulatory compliance.
| Parameter | Value | Source |
|---|---|---|
Displacement | 2,994 cc | |
Fuel type | Petrol (RON 98 min) | |
Configuration | Flat‑6, SOHC, 12‑valve | |
Aspiration | Turbocharged | |
Bore × stroke | 95.0 mm × 70.4 mm | |
Power output | 221 kW (300 PS) @ 5,500 rpm | |
Torque | 453 Nm @ 4,000 rpm | |
Fuel system | Bosch K-Jetronic (1975–1983); DME Motronic (1984–1989) | |
Emissions standard | US EPA Tier 1 (pre-1986); Euro 1 (1986–1989) | |
Compression ratio | 7.0:1 | |
Cooling system | Air-cooled (oil-cooled heads) | |
Turbocharger | Single KKK K27 (1975–1989) | |
Timing system | Gear-driven camshafts | |
Oil type | Porsche A40 (SAE 15W-50) | |
Dry weight | 195 kg |
The Porsche 930.19 was used exclusively in Porsche's 930 platform with rear-engine, longitudinal mounting and no external licensing. This engine received platform-specific adaptations—revised intercoolers in the 1986–1989 models and strengthened crankcase ventilation—and from 1984 the switch to DME Motronic fuel injection, creating interchange limits. All adaptations are documented in OEM technical bulletins.
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Field reports and technical service bulletins highlight component wear patterns under high-load operation. Adherence to manufacturer service intervals and approved fluid specifications is critical for long-term reliability.
Analysis derived from manufacturer technical service bulletins and industry workshop records. Repair procedures should follow manufacturer guidelines.
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The 930.19 offers thrilling performance but demands disciplined maintenance. Early models (1975–1983) suffer from boost lag and heat issues; later (1984–1989) units are more refined but still prone to oil leaks and turbo wear. With proper cooldowns, correct oil (15W-50 A40), and regular seal inspection, it can be dependable for enthusiasts.
Top issues include turbo oil coking, rear main seal leaks, cam cover seepage, and (in 1984–1989 models) DME electrical faults. These are well-documented in Porsche service bulletins. Cooling system limitations also mean overheating risk in traffic without auxiliary fans.
Exclusively the 911 Turbo (930) from 1975 to 1989, including US-spec 930/50 and EU wide-body 930/80 variants. It was never used in the 912, 924, 928, or 944—only the rear-engine 930 platform.
Aftermarket ECU tuning is common on the 930-19 platform, but increasing boost or altering engine parameters accelerates component wear, impacts emissions compliance, and may void vehicle warranties. Any modifications should be evaluated carefully by a qualified specialist.
Approximately 14–16 L/100km (17–20 mpg UK) in mixed driving. Highway cruising can reach 12 L/100km (24 mpg UK), but aggressive use exceeds 20 L/100km. These figures reflect the engine’s low compression and turbo lag requiring frequent throttle input.
No. The Porsche 930.19 is a non-interference (free-running) flat-six. If the timing gears fail—which is rare due to their robust design—the pistons and valves do not collide, reducing catastrophic failure risk.
Porsche specifies 15W-50 synthetic oil meeting Porsche A40 standard. This high-viscosity oil is critical for bearing protection under high heat and turbo stress. Change intervals should not exceed 7,500 km or 6 months in performance use.
Comprehensive technical documentation and regulatory references
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GOV.UK: Vehicle Approval & V5C
UK vehicle approval processes, import rules, and MoT guidance.
DVLA: Engine Changes & MoT
Official guidance on engine swaps and inspection implications.
Vehicle Certification Agency (VCA)
UK type-approval authority for automotive products.
Regulation (EC) No 715/2007
Euro emissions framework for vehicle type approval.
Commission Regulation (EU) 2017/1151
WLTP and RDE testing procedures for emissions certification.
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