 1975 934 911 RSR | 1977 934.5  |
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1976 Porsche 934 news, pictures, and information | ||
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 | Coupe Chassis Num: 930 670 0161 | |
Near the close of 1979, the car was sold to Puerto Rican enthusiast Armando Gonzales who sent it to Chuck Gaa of Atlanta Georgie. Gaa fitted the car with a stiffer roll-cage structure and a high-mounted gearbox to reduce drive-shaft angularity. Gonzales raced the car for the following three seasons, including at LeMans, before selling to Kikos Fonseca.
While in Fosenca's care, the car was raced in IMSA and South American events. At some point during this time period, updates were made, converting it to a 935-style nose and tail with air scoop penetrating the rear screen to feed air to the intercooler.
In 1988 it was sold at auction. In the early 1990s, the car was registered for road use and driven on the public highways. It was exchanged in 1994 for a Ferrari 275 GTB/4. The new owner stripped the car in preparation for a restoration which did not occur. Instead, it was sold to Jim Torres of Burbank Coachworks who eventually restored it fully in 1999. Upon completion, it was brought to venues such as Daytona and Willow Springs where it exercised at the blistering speeds it was capable of achieving.
In 2008, this Type 934/5 Competition Coupe was brought to the 'Quail Lodge, A Sale of Exceptional Motorcars and Automobilia' presented by Bonhams Auction where it was estimated to sell for $375,000 - 425,000. It would leave the auction unsold.
By Daniel Vaughan | Dec 2008
 |  | Coupe |
In 1979, the car was brought to Daytona where it was driven by Pallavicini and Werner Frank to a 10th overall finish in the GTO category. After the race, the car was sold to Frank.
Frank continued the cars racing resume for sever years. In 1983, he sold it to Rick Borlase. Mr. Borlase raced '0162' until 1986. In 1986, an impressive 11th overall and 5th in the GTO category was achieved at the Sebring 12-Hours.
In 1988, the car was sold to Sid Ho who sold it to Jim Torres in 1990. While in Torres care, the car was restored at his shop at Burbank Coachworks. In 1997, the car was sold to Carlos Cortez. In 1999, the car was purchased at a Monterey Auction by Stuart Coleman. A year later, the car was sold to its current owner.
In 2008, the car was offered for sale at the 'Quail Lodge, A Sale of Exceptional Motorcars and Automobilia' presented by Bonhams Auction. It was estimated to sell for $525,000 - 600,000 but left the auction unsold.
By Daniel Vaughan | Dec 2008
 |  |  | Chassis Num: 930 6700176 |
1976: Watkins Glen - K. Miller / Paul Miller 13th OA 3rd in Class
Possibly more than any other Porsche factory-built race car in more than a decade, the 934 was as close to a production car as a successful race car could be. The FIA had announced new, highly restrictive rules for its Group 4 production race class for 1976 and required that 400 of any car homologated for the class had to be built per year. Taking the road-going 930 as a starting point, the 934 was so named as it was a '930 built for Group 4 racing.'
The FIA rules reduced the number and scope of what could be modified. For once, Porsche's uncanny ability to maximize any advantage via the rulebook was irrelevant. The rules raised the minimum weight of the 934 to 2470 lbs. just short of the production 930's curb weight and the heaviest race car Porsche had ever built. As a result of these rules, Weissach approached the development of the 934 wîth renewed relish it was actually more of a challenge.
The basis for the 934 was a fully-assembled production 930 body shell. Weissach added screw-on fiberglass fender flares around the standard steel wheel arches. A new front air dam was added which had openings for a central oil cooler along wîth intakes for air and brake cooling. Suspension modifications were held to a minimum as the 930's had already been optimized wîth the biggest change being in the uprights, which were strengthened and adapted to take center-lock wheels. BBS supplied the classically styled 3-piece 'spoked' wheels, which the engineers felt would hold up better on such a heavy car.
The interior was virtually unchanged from production, being fully upholstered, trimmed and padded. The two exceptions were the addition of a factory installed roll cage and the replacement of the front seats wîth a single racing seat.
The mostly stock, single KKK turbocharged engine was putting out 485hp, although, by the end of the 1976 racing season, the top teams were coaxing close to 580hp out of the 930/75 engine, the increase coming mostly through the modification of the waste gate. All this equated to an awesome 0-60 time of 3.9 seconds wîth a top speed approaching 190mph.
In 1976, 934s dominated most race series they competed in, winning the World Manufacturers Championship and claiming the SCCA's Trans Am Championship in the hands of George Follmer.Source - Porsche
The FIA rules reduced the number and scope of what could be modified. For once, Porsche's uncanny ability to maximize any advantage via the rulebook was irrelevant. The rules raised the minimum weight of the 934 to 2470 lbs. just short of the production 930's curb weight and the heaviest race car Porsche had ever built. As a result of these rules, Weissach approached the development of the 934 wîth renewed relish it was actually more of a challenge.
The basis for the 934 was a fully-assembled production 930 body shell. Weissach added screw-on fiberglass fender flares around the standard steel wheel arches. A new front air dam was added which had openings for a central oil cooler along wîth intakes for air and brake cooling. Suspension modifications were held to a minimum as the 930's had already been optimized wîth the biggest change being in the uprights, which were strengthened and adapted to take center-lock wheels. BBS supplied the classically styled 3-piece 'spoked' wheels, which the engineers felt would hold up better on such a heavy car.
The interior was virtually unchanged from production, being fully upholstered, trimmed and padded. The two exceptions were the addition of a factory installed roll cage and the replacement of the front seats wîth a single racing seat.The mostly stock, single KKK turbocharged engine was putting out 485hp, although, by the end of the 1976 racing season, the top teams were coaxing close to 580hp out of the 930/75 engine, the increase coming mostly through the modification of the waste gate. All this equated to an awesome 0-60 time of 3.9 seconds wîth a top speed approaching 190mph.
In 1976, 934s dominated most race series they competed in, winning the World Manufacturers Championship and claiming the SCCA's Trans Am Championship in the hands of George Follmer.Source - Porsche
The Porsche 934 was a specially prepared racing version of the Porsche 911 Turbo built to satisfy the FIA Group 4 rules and to continue the marque's success in that class. Homologation requirements stated at least 400 road-going cars were to be built within a two year period. The dimensions of the road and race cars were to be equal and modifications throughout were to be limited, except for safety. A roll cage, fuel cell, and other common racing safety features were required. These restrictions made the class very competitive; the limitation of displacement and weight made competition even more fierce. The allowable limit of displacement size was directly tied to the vehicles overall weight. The more weight, the higher the displacement allowed; the lower the weight, the less displacement permitted.
Porsche introduced the new 930 model in 1975. This 911 Turbo Type 930 would serve as the basis for the new Group 4 racer, which would be dubbed the Type 934. During the development of the 930, the needs of the 934 were taken into consideration and planned appropriately. To satisfy the rules stating 'limited modifications', Porsche gave the 930 much strong and better components than needed, thus having it included on the 934. For example, components on the transmission were designed to handle the rigorous 485 horsepower from the Type 934 engine, making it under-utilized for the 290 horsepower Type 930.
The Type 934 was fitted with a turbocharger which helped the engine achieve over 480 horsepower. In 1977 the valves were enlarged and horsepower grew to over 550. To satisfy the 1120 kg rule, the interior was stripped many non-essential items. Major modifications were not allowed, which meant the electric windows remained in tact.
In both the European GT Championship and the TransAm Championship, the Porsche 934 was a dominant force. The highlights were from 1977 through 1979 when it captured three successive class victories at the legendary 24 Hours of LeMans.
By Daniel Vaughan | Feb 2008
Porsche introduced the new 930 model in 1975. This 911 Turbo Type 930 would serve as the basis for the new Group 4 racer, which would be dubbed the Type 934. During the development of the 930, the needs of the 934 were taken into consideration and planned appropriately. To satisfy the rules stating 'limited modifications', Porsche gave the 930 much strong and better components than needed, thus having it included on the 934. For example, components on the transmission were designed to handle the rigorous 485 horsepower from the Type 934 engine, making it under-utilized for the 290 horsepower Type 930.
The Type 934 was fitted with a turbocharger which helped the engine achieve over 480 horsepower. In 1977 the valves were enlarged and horsepower grew to over 550. To satisfy the 1120 kg rule, the interior was stripped many non-essential items. Major modifications were not allowed, which meant the electric windows remained in tact.
In both the European GT Championship and the TransAm Championship, the Porsche 934 was a dominant force. The highlights were from 1977 through 1979 when it captured three successive class victories at the legendary 24 Hours of LeMans.
By Daniel Vaughan | Feb 2008
One of the most successful shapes of all time, every young schoolboy can spot a Porsche 911 when one drives by. Porsche purists can wax poetic on the timeless lines of the series. And surely timeless is the right word. Introduced in 1964, even the very first 911 looks remarkably similar to today's iteration. The smooth, elegant contours, though, have occasionally taken on a distinctively sinister flair. Case in point, the 911-based Porsche 934.
Introduced as a hardcore racer's Porsche, only a small number of 934s were made for street use. Of the 31 true 934s built, most if not all were destined for a hard life of race use. The street cars were produced only to fulfill a requirement of the FIA's Group 4 regulations. The Porsche 934 was built to dominate on the tracks, not to be flaunted on the streets.
Successful in its Group 4 class, the 934 proved a proud successor to the impressive RSR. The brutish 934 was an awe-inspiring piece of machinery. Despite its menacing stance, though, the 934 was more civilized than one would expect. The reason was simple. The 930, a turbocharged variant of the 911 on which the 934 was based, weighed little more than the lowest allowable weight for its displacement level according to FIA regulations. Porsche, therefore, was only permitted to shave a mere 20kg off of the 930 when they transformed it into the fire-breathing 934. With barely any weight to lose, the 934 was able to retain many of the creature comforts of the luxurious 930.
Despite the minimal weight loss necessary, Porsche did some ingenious work when leaning out the 934. Sure, you could have your race-ready banshee with factory door panels and power windows. But Porsche managed to shave enough pounds off the rest of the car that the Stuttgart company was forced to add weight. While adding weight to a racecar sounds like an idea created simply to torture the vehicle's creators, the FIA regulations actually gave Porsche the ability to load the car with ballast used to improve the weight distribution.
Even with its optimally placed ballast and advanced aerodynamics, the 934 was a handful on the track. The inherent tail-happiness of the 911 design, the manic power levels, and the fairly high weight created a vehicle that could break loose easily. But with such a fierce face, the violence could almost be expected.
Porsche employed a huge air dam up front to provide ample air supply to the Behr water radiators, oil cooler, and front brakes. Many components of the 934's body were made of lightweight fiberglass, including the wide fender flares and legendary whale tail rear spoiler. These racy items weren't just for show: the 934 initially produced 485hp at 7000rpm, with 540hp available from subsequent versions produced in 1977.
Proving the great dynamics of a trademark Porsche design, the 934 was a formidable beast with wild wings that remained every ounce a 911. The car will always be remembered as one of the last spectacular Porsche racers to remain so true to that hallmark curvature. But power windows and resemblance to lesser models aside, the 934 was a devastating weapon in the hands of any driver brave and skilled enough to harness its awesome performance.
The site www.qv500.com supplied information for this story, and contains useful guides to many prominent supercars. By Evan Acuña
For more information and related vehicles, click hereIntroduced as a hardcore racer's Porsche, only a small number of 934s were made for street use. Of the 31 true 934s built, most if not all were destined for a hard life of race use. The street cars were produced only to fulfill a requirement of the FIA's Group 4 regulations. The Porsche 934 was built to dominate on the tracks, not to be flaunted on the streets.
Successful in its Group 4 class, the 934 proved a proud successor to the impressive RSR. The brutish 934 was an awe-inspiring piece of machinery. Despite its menacing stance, though, the 934 was more civilized than one would expect. The reason was simple. The 930, a turbocharged variant of the 911 on which the 934 was based, weighed little more than the lowest allowable weight for its displacement level according to FIA regulations. Porsche, therefore, was only permitted to shave a mere 20kg off of the 930 when they transformed it into the fire-breathing 934. With barely any weight to lose, the 934 was able to retain many of the creature comforts of the luxurious 930.
Despite the minimal weight loss necessary, Porsche did some ingenious work when leaning out the 934. Sure, you could have your race-ready banshee with factory door panels and power windows. But Porsche managed to shave enough pounds off the rest of the car that the Stuttgart company was forced to add weight. While adding weight to a racecar sounds like an idea created simply to torture the vehicle's creators, the FIA regulations actually gave Porsche the ability to load the car with ballast used to improve the weight distribution.
Even with its optimally placed ballast and advanced aerodynamics, the 934 was a handful on the track. The inherent tail-happiness of the 911 design, the manic power levels, and the fairly high weight created a vehicle that could break loose easily. But with such a fierce face, the violence could almost be expected.
Porsche employed a huge air dam up front to provide ample air supply to the Behr water radiators, oil cooler, and front brakes. Many components of the 934's body were made of lightweight fiberglass, including the wide fender flares and legendary whale tail rear spoiler. These racy items weren't just for show: the 934 initially produced 485hp at 7000rpm, with 540hp available from subsequent versions produced in 1977.
Proving the great dynamics of a trademark Porsche design, the 934 was a formidable beast with wild wings that remained every ounce a 911. The car will always be remembered as one of the last spectacular Porsche racers to remain so true to that hallmark curvature. But power windows and resemblance to lesser models aside, the 934 was a devastating weapon in the hands of any driver brave and skilled enough to harness its awesome performance.
The site www.qv500.com supplied information for this story, and contains useful guides to many prominent supercars. By Evan Acuña
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| Porsche 935 |
| Porsche 935 Baby Turbo |
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| 1975 934 911 RSR | 1977 934.5 |
