The Porsche 930.2 is a 3,299 cc, air‑cooled flat‑six turbocharged petrol engine produced between 1978 and 1989. It features a single KKK turbocharger, Bosch K — Jetronic mechanical fuel injection, and a dry‑sump lubrication system. In standard 911 Turbo (930) form it delivered 221 kW (300 PS) and 450 Nm of torque, with strong top‑end thrust ideal for high‑speed autobahn driving.
Fitted exclusively to the 911 Turbo (G — model and early 964) from 1978 to 1989—specifically th…
Production years 1978–1988 meet Euro 0 standards; 1989 US-spec models may have limited Euro 1 compliance depending on configuration .
The Porsche 930.2 is a 3,299 cc air-cooled flat-six turbocharged petrol engine engineered for the 911 Turbo (1978–1989). It combines Bosch K-Jetronic mechanical fuel injection with a single KKK turbocharger to deliver strong top-end power and high-speed stability. Designed before formal EU emissions frameworks, it meets Euro 0 standards, with select late models incorporating catalytic converters for export markets.
| Parameter | Value | Source |
|---|---|---|
Displacement | 3,299 cc | |
Fuel type | Petrol (RON 98 min) | |
Configuration | Flat-6, SOHC, 12-valve | |
Aspiration | Turbocharged (KKK K27) | |
Bore × stroke | 100.0 mm × 70.4 mm | |
Power output | 221 kW (300 PS) @ 5,500 rpm | |
Torque | 450 Nm @ 4,000 rpm | |
Fuel system | Bosch K-Jetronic mechanical injection | |
Emissions standard | Euro 0 (pre-1989); limited Euro 1 for US-spec 1989 | |
Compression ratio | 7.0:1 | |
Cooling system | Air-cooled (fan-driven) | |
Turbocharger | KKK K27 (single-scroll, non-VGT) | |
Timing system | Gear-driven camshafts (no chain/belt) | |
Oil type | Porsche Classic 20W-50 or equivalent | |
Dry weight | 210 kg |
The Porsche 930.2 was used exclusively in Porsche's 911 Turbo (930) platform with rear-engine, longitudinal mounting and no external licensing. This engine received platform-specific adaptations—revised intercooling in the 1986–1989 models and strengthened transmission housings for torque management—and from 1989 the 964 Turbo adopted the water-cooled M64/01, creating a hard interchange limit. All adaptations are documented in OEM technical bulletins.
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The 930.2 is robust when maintained correctly, but demands disciplined driving habits. Turbo longevity hinges on post-drive cooldowns. Early models (1978–1985) are more prone to heat issues than intercooled 1986–1989 versions. Use of correct 20W-50 oil and RON 98 fuel is essential. Well-kept examples can exceed 200,000 km with turbo rebuilds.
Top issues include turbo bearing failure from heat soak, K-Jetronic fuel distributor sticking, CCV system clogging, and thermal reactor degradation on early cars. Oil leaks from rear main seals are also frequent due to case pressure. All are documented in Porsche service bulletins and workshop manuals.
Exclusively the 911 Turbo (930) from 1978 to 1989—badged as 930/60 (standard) or 930/62 (slant-nose). It powered all 3.3L Turbo variants globally. No other Porsche or external manufacturer used this engine; it was replaced by the water-cooled M64 in the 1990 964 Turbo.
Yes, cautiously. Common upgrades include boost increase (to 1.2 bar), larger intercooler, and modified wastegate. Power gains of +30–50 PS are achievable while retaining stock internals. However, fuel system (K-Jetronic) limits precise control—many convert to electronic EFI for reliability. Always upgrade oil cooling and maintain cooldown protocol.
Poor by modern standards. Expect 15–18 L/100km (16–19 mpg UK) in mixed driving. Highway cruising at 120 km/h yields ~13 L/100km, while aggressive driving exceeds 20 L/100km. High consumption is typical for air-cooled turbo engines of this era.
No. Like all Porsche air-cooled flat-six engines, the 930.2 is a non-interference design. If timing gears fail (extremely rare), valves and pistons do not contact. However, catastrophic turbo or oil failure can still cause severe damage due to dry-sump dependency.
Porsche recommends 20W-50 mineral oil with high ZDDP (≥1200 ppm), such as Porsche Classic or equivalent. Synthetic oils are discouraged in original engines due to seal compatibility and cam wear concerns. Change every 7,500 km or annually, whichever comes first.
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