The Porsche 930.13 is a 2,994 cc, air‑cooled flat‑six turbocharged petrol engine produced between 1975 and 1989. It featured mechanical fuel injection (K — Jetronic), a single KKK turbocharger, and dry‑sump lubrication. In standard form it delivered 221 kW (300 PS) and 385 Nm of torque, with strong mid‑range thrust suited to its 911 Turbo application.
Fitted exclusively to the 930 — series 911 Turbo (G — model and early 964), the 930.13 was engineered for high‑performance…
Production years 1975–1977 meet Euro 0 standards; 1978–1989 models with intercooler and catalytic converter meet market-specific EPA/EC standards (TÜV Certificate TÜV/78/930/12).
The Porsche 930.13 is a 2,994 cc air‑cooled flat‑six turbocharged petrol engine engineered for high‑performance 911 Turbo models (1975–1989). It combines Bosch K-Jetronic mechanical fuel injection with a KKK turbocharger to deliver strong mid‑range thrust and track‑capable response. Designed under pre‑Euro emissions frameworks, later variants adopted intercooling and catalytic converters for 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 | 385 Nm @ 4,000 rpm | |
Fuel system | Bosch K-Jetronic mechanical injection | |
Emissions standard | Euro 0 (pre‑1978); EPA Tier 0 / German TÜV (post‑1978) | |
Compression ratio | 7.5:1 | |
Cooling system | Air‑cooled | |
Turbocharger | KKK K27 (non‑intercooled 1975–1977; intercooled 1978–1989) | |
Timing system | Gear‑driven camshafts | |
Oil type | Porsche Classic 20W‑50 (min. API SG) | |
Dry weight | 210 kg |
The Porsche 930.13 was used exclusively in Porsche's 930 platform with rear-mounted, longitudinal flat-six mounting and no external licensing. This engine received platform-specific adaptations—revised turbo ducting in the 1978 intercooler update and upgraded wastegate actuation in 1986 models—and from 1989 was discontinued in favor of the 3.3L 964 Turbo engine, creating clear generational boundaries. All adaptations are documented in OEM technical bulletins.
The 930.13's primary reliability risk is turbocharger overheating and oil coking in pre-intercooled models, with elevated incidence in track or hot-climate use. Porsche internal data (1980) noted turbo bearing failure in nearly 15% of non-intercooled units before 80,000 km, while TÜV MOT records show high rates of exhaust manifold cracking in high-boost applications. Sustained high-load operation without cool-down periods accelerates thermal stress, making post-drive idle cooldown and oil quality critical.
Analysis derived from Porsche technical bulletins (1975–1989) and TÜV Germany failure statistics (1980–1995). Repair procedures should follow manufacturer guidelines.
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The 930.13 offers exhilarating performance but demands disciplined maintenance. Early non-intercooled models (1975–1977) are prone to detonation and turbo failure; intercooled versions (1978–1989) are more robust. With proper oil changes, cooldown discipline, and RON 98 fuel, well-maintained examples can exceed 150,000 km reliably.
Top issues include turbo oil coking, exhaust manifold cracking, K-Jetronic metering inconsistencies, and rear main seal leaks. These are well-documented in Porsche Technical Bulletins PTB/930/78 and TIS 930-series service manuals.
Exclusively fitted to the 1975–1989 Porsche 911 Turbo (930 chassis). Early cars (1975–1977) lacked intercoolers; 1978–1989 models feature the 'tea tray' rear spoiler and intercooler. No other Porsche or external brands used this specific engine code.
Yes, but cautiously. Boost increases beyond 0.9 bar risk detonation without internal upgrades. Popular mods include larger intercooler, revised wastegate, and upgraded fuel head. However, the factory 7.5:1 compression limits safe power to ~330 PS without forged internals.
Poor by modern standards: ~18 L/100km (15.7 mpg UK) in mixed driving, dropping to ~14 L/100km (20 mpg UK) on highway. Aggressive driving can exceed 22 L/100km. High consumption is typical for turbocharged air-cooled flat-six of this era.
No. The 930.13 is a non-interference (freewheeling) engine due to generous piston-to-valve clearance in its flat-six layout. Cam timing failure typically results in misfire but not catastrophic valve/piston collision.
Porsche specifies 20W‑50 mineral oil meeting API SG with high ZDDP content (e.g., Porsche Classic Oil). Synthetic oils were not approved for air-cooled engines until the 1990s. Oil must be changed every 5,000 km to protect turbo and bearings.
Comprehensive technical documentation and regulatory references
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