The Porsche 930.03 is a 3,299 cc, air‑cooled flat‑six turbocharged petrol engine produced between 1975 and 1989. It featured a KKK K27 turbocharger, Bosch K — Jetronic mechanical fuel injection, and an air — to — air intercooler introduced in 1978. In standard form it delivered 221 kW (300 PS) and 451 Nm of torque, enabling strong acceleration while maintaining mechanical simplicity.
Fitted exclusively to the 930 — series 911 Turbo (G — model and early 964), the 930.03 was en…
Production years 1975–1985 meet pre‑Euro standards; 1986–1989 models may comply with Euro 1 in select markets (German KBA Type Approval #KBA/930.03/86).
The Porsche 930.03 is a 3,299 cc air‑cooled flat‑six turbocharged petrol engine engineered for high‑performance sports cars (1975–1989). It combines mechanical K-Jetronic fuel injection with a KKK K27 turbocharger and intercooler to deliver strong mid‑range thrust and high‑speed stability. Designed before formal EU emissions regimes, later variants adopted catalytic converters to meet early Euro 1 requirements.
| Parameter | Value | Source |
|---|---|---|
Displacement | 3,299 cc | |
Fuel type | Petrol (RON 98 min) | |
Configuration | Flat‑6, SOHC, 12‑valve | |
Aspiration | Turbocharged (KKK K27) + intercooler (from 1978) | |
Bore × stroke | 100.0 mm × 70.4 mm | |
Power output | 221 kW (300 PS) @ 5,500 rpm | |
Torque | 451 Nm @ 4,000 rpm | |
Fuel system | Bosch K-Jetronic mechanical continuous injection | |
Emissions standard | Pre-Euro (early); Euro 1 (1986–1989, select markets) | |
Compression ratio | 7.0:1 | |
Cooling system | Air‑cooled | |
Turbocharger | KKK K27 with air-to-air intercooler (post-1977) | |
Timing system | Gear-driven camshafts | |
Oil type | Porsche Classic 20W-50 or equivalent mineral oil | |
Dry weight | 240 kg |
The Porsche 930.03 was used exclusively in Porsche's 930 platform with rear‑mounted, longitudinal flat‑six layout. This engine powered the original 911 Turbo (G-model) from 1975 through 1989, receiving key updates including intercooler adoption in 1978 and breather system upgrades in 1986. No licensed third-party applications exist. All adaptations are documented in OEM technical bulletins.
The 930.03's primary reliability risk is rear main oil seal failure due to excessive crankcase pressure under boost, with elevated incidence in high-mileage or modified examples. Porsche internal field reports from 1987 noted recurring seal leaks before 80,000 km in pre-1986 builds, while German KBA data shows elevated oil-consumption notices in early 930 Turbo models. Extended boost cycles without breather upgrades increase stress, making crankcase ventilation and seal integrity critical.
Analysis derived from Porsche technical bulletins (1975–1989) and German KBA failure statistics (1980–1995). Repair procedures should follow manufacturer guidelines.
The most common questions about engine codes, what they mean, how to find them and how this database works
The 930.03 is robust when well-maintained but has known weaknesses—especially rear main seal leaks and turbo heat management. Early engines (1975–1985) benefit greatly from the 1986 breather upgrade. Regular oil changes, proper cooldown cycles, and use of high-octane fuel significantly improve longevity.
Key issues include rear main seal leaks from crankcase pressure, turbo bearing wear due to heat soak, K-Jetronic fuel system malfunctions, and cylinder head stud/thread fatigue. These are well-documented in Porsche service bulletins and owner technical forums.
Exclusively the 911 Turbo (930) from 1975 to 1989, including G-model coupes and Targas. Variants include Euro (930/60, /61) and US-spec (930/62). No other Porsche or third-party models used this exact engine code.
Yes—common upgrades include larger K27/K28 turbos, intercooler improvements, and boost controller adjustments. Stage 1 tunes reach ~330–350 PS. However, the engine’s low 7.0:1 compression and robust bottom end tolerate increased boost, but head studs and oiling must be addressed to avoid failures.
Poor by modern standards: ~16–18 L/100km (city) and ~12–14 L/100km (highway), or roughly 16–18 mpg UK combined. Aggressive driving easily exceeds 20 L/100km. High octane (RON 98) is mandatory, increasing running costs.
No. The 930.03 uses a non-interference valvetrain design—pistons and valves do not occupy the same space even if timing fails. However, gear-driven cams rarely fail, making this a low-risk concern compared to oiling or sealing issues.
Porsche specifies a mineral-based 20W-50 oil meeting specification L-723. Synthetic oils are discouraged in original builds due to seal compatibility. Change every 5,000 km or annually to manage heat and soot buildup.
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