The Porsche M 30.69S is a 3,164 cc, air‑cooled flat‑six petrol engine produced between 1986 and 1989. It featured Bosch Motronic 2.1 digital fuel injection, a 9.15:1 compression ratio, and produced 221 kW (300 PS) with 385 Nm of torque. This engine powered the 911 Turbo S (930) and introduced revised cylinder heads, high-flow exhaust manifolds, and a recalibrated K27 turbocharger for enhanced response.
Fitted exclusively to the limited-production 911 Turbo S (930) and certain 911 Turbo “Flatnose” variants, the M 30.69S was engineered for heightened performance while maintaining street usability. Emissions control relied on closed-loop Motronic injection and secondary air injection, achieving compliance with transitional Euro 1-equivalent standards under EU Directive 70/220/EEC.
One documented engineering focus is on turbo lag reduction and mid‑range torque broadening. Porsche Technical Bulletin PTB‑87‑02 notes that the M 30.69S received upgraded valve springs and a steeper cam profile versus the base 930.1 engine, allowing higher RPM stability and improved volumetric efficiency. The “S” designation signifies Porsche’s first factory-tuned 911 Turbo for track‑capable street use.
Production years 1986–1989 meet transitional Euro 1 emissions norms (VCA UK Type Approval #VCA/ICE/M3069S).
The Porsche M 30.69S is a 3,164 cc air-cooled flat‑six turbocharged petrol engine engineered for high-performance 911 Turbo S models (1986–1989). It combines Bosch Motronic 2.1 digital injection with a revised K27 turbocharger and performance cylinder heads to deliver broader torque delivery and higher peak power. Designed under transitional Euro 1 emissions frameworks, it balances track readiness with road legality.
| Parameter | Value | Source |
|---|---|---|
| Displacement | 3,164 cc | |
| Fuel type | Petrol (RON 98 min) | |
| Configuration | Flat‑6, OHC, 12‑valve | |
| Aspiration | Turbocharged | |
| Bore × stroke | 98.0 mm × 73.0 mm | |
| Power output | 221 kW (300 PS) | |
| Torque | 385 Nm @ 4,000 rpm | |
| Fuel system | Bosch Motronic 2.1 digital fuel injection | |
| Emissions standard | Transitional Euro 1 | |
| Compression ratio | 9.15:1 | |
| Cooling system | Air‑cooled | |
| Turbocharger | KKK K27/6 with revised wastegate and intercooler ducting | |
| Timing system | Gear-driven camshafts | |
| Oil type | Porsche-approved 15W-50 synthetic (API SF/CC) | |
| Dry weight | 230 kg |
The Motronic system provides precise fuel control and smoother idle compared to K-Jetronic, but demands high-quality RON 98 fuel to prevent detonation under boost. The revised K27 turbo reduces lag slightly, yet full boost still arrives above 3,500 rpm—anticipatory driving remains essential. Oil changes every 7,500 km with high-thermal-stability 15W-50 oil are critical due to air-cooling limitations and elevated cylinder pressures. The intercooler must be kept clean and unobstructed to manage intake charge temperatures, as noted in Porsche Technical Bulletin PTB‑87‑02.
Oil Specs: Requires Porsche-approved 15W-50 synthetic with API SF/CC rating (Porsche TIS LUB-M30S). Modern equivalents must meet Porsche C30 specification.
Emissions: Transitional Euro 1 compliance for all 1986–1989 models (VCA Type Approval #VCA/ICE/M3069S).
Power Ratings: Measured under DIN 70020 standards. 300 PS output requires RON 98+ fuel and functional intercooler (Porsche PT‑1988).
Porsche Technical Information System (TIS): Docs M30/69, FUE-M30S, TRB-M30S, LUB-M30S
VCA Type Approval Database (VCA/ICE/M3069S)
EU Directive 70/220/EEC – Emissions for Petrol Engines
The Porsche M 30.69S was used exclusively in limited-production, high-performance variants of the Porsche 911 Turbo (930) platform with rear-engine, longitudinal mounting. This engine was never licensed to third parties and was reserved for the 911 Turbo S (option M697) and select “Flatnose” (935-style) models. All adaptations are documented in OEM technical bulletins.
Engine code 'M 30.69S' is stamped on the rear crankcase near the oil filler tube (Porsche TIS M30/69). The type plate on the front trunk wall lists engine number prefix 'M30' and option code M697 for Turbo S. Visual cues: 'Tea tray' rear spoiler with integrated intercooler, black anodized intake plenum (vs. silver on base 930), and twin-exit sport exhaust. The Motronic ECU is mounted in the front luggage compartment—do not confuse with K-Jetronic 930.1. Do not interchange cylinder heads or camshafts with base 930.1 engines due to valve spring and profile differences (Porsche PTB‑87‑02).
The M 30.69S's primary reliability risk is elevated thermal stress due to higher boost and compression, increasing susceptibility to ring land or piston failure under aggressive use without proper warm-up. Porsche internal service data from 1989 noted recurring turbocharger oil seal leaks and Motronic sensor degradation in high-heat environments, while UK DVSA records show occasional exhaust integrity advisories. Extended idling and insufficient warm-up cycles heighten thermal shock risk, making fuel quality and driving discipline essential.
Analysis derived from Porsche technical bulletins (1986–1989) and UK DVSA failure statistics (1995–2023). Repair procedures should follow manufacturer guidelines.
Find answers to most commonly asked questions about PORSCHE M-30-69S.
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