1984 PORSCHE 911 | WP0EB0919ES161325

❮ PORSCHE 911 – zdjęcie z aukcji, lot #45989085 ❯

1984 PORSCHE 911 | WP0EB0919ES161325

❮
❯

Specifications

Engine Versions
2
Original Highest MSRP
~$60,000
The most powerful engine version for models
911 Turbo
Engine: 3.3L Turbocharged Flat-6
Torque: 412 Nm
0–100 km/h: ~5.0 s

The 911 Turbo of the 1984–1989 era—internally designated as the 930—was a defining symbol of analog performance and mechanical audacity. At a time when supercars were unpredictable and often unruly, the Turbo embraced this character with intent. Its 3.3-liter turbocharged flat-six produced 300 horsepower and delivered it through the rear wheels via a four-speed manual transmission. Throttle response was binary—lazy off-boost and explosively violent once the KKK turbocharger spooled. Acceleration was visceral, with 0 to 100 km/h achieved in under five seconds, and turbo lag that made power delivery thrillingly unpredictable.

The chassis retained the narrow-body rear-engined layout that defined all 911s of the era, but the Turbo widened its fenders and upgraded its brakes and suspension to match its newfound performance. Driving it demanded skill: abrupt lift-off mid-corner could provoke snap oversteer, while late braking could upset the tail-heavy balance. But in the hands of an experienced driver, the 930 rewarded with unmatched agility and engagement. It was not forgiving—but it was deeply communicative, demanding respect and finesse, not brute force.

What made the 930 truly iconic was its refusal to compromise. It was loud, physical, and unapologetically raw. The infamous “whale tail” rear spoiler and flared arches were as functional as they were dramatic. Every control—clutch, gearbox, steering—required effort, and every victory over its quirks felt earned. It wasn’t designed to flatter the average driver. It was built for those who could master it. The 911 Turbo 3.3 wasn’t just Porsche’s performance flagship—it was a pure expression of 1980s power, precision, and personality, with an edge that modern turbocharged cars can no longer replicate.

Body Styles

Between 1984 and 1989, the Porsche 911 was offered in three primary body styles across both Carrera and Turbo models: the iconic Coupe, the semi-open Targa with its removable roof panel and fixed roll hoop, and the full Cabriolet with power-folding fabric top. The Carrera 3.2 featured classic narrow rear fenders, whereas the Turbo (Typ 930) used a widebody layout, with massive rear flares and the signature “tea tray” rear spoiler.

Both Carrera and Turbo variants retained the upright headlights, short front overhang, and sloping fastback profile — design cues central to the 911 identity. Impact bumpers (introduced in 1974 for US crash compliance) remained, giving the G-series its distinct "safety" look. The Turbo versions had larger front spoilers, unique valances, and wider Fuchs wheels — making them visually more aggressive and instantly recognizable.

Model Name Meaning (Manufacturer)

“911” is Porsche’s definitive model name — a continuation of the original 901 concept renamed due to Peugeot's naming rights. The Carrera 3.2 badge revived the “Carrera” moniker from Porsche’s racing heritage (notably the Carrera Panamericana), and indicated a larger-displacement flat-six engine. The “Turbo” badge (Typ 930) signified forced induction and represented the top of the range, combining motorsport power with road-going grand touring capability.

Model Name Meaning (Languages)

“Carrera” is Spanish for “race” or “racing career,” and in Porsche terminology, it implies both sportiness and a historical connection to endurance racing. “Targa” is derived from the Targa Florio, a legendary Sicilian road race — and the name was chosen when Porsche introduced this unique roof concept in the late 1960s. “Cabriolet” is French in origin and denotes a full convertible. “Turbo” is now globally understood but originally referred to a forced induction system driven by exhaust gases, and at the time symbolized extreme power, exclusivity, and danger — especially in the brutally fast 930.

Body & Interior Colors and Rims

The Porsche 911 from 1984 to 1989, often referred to as the G-Series Carrera 3.2, marked the final chapter of the original 911 silhouette before the significant design evolution of the 964. In these years, Porsche offered a broad and charismatic range of body colors, interior combinations, and wheel styles that perfectly embodied the spirit of 1980s performance and individuality.

The exterior color palette was rich with iconic and era-defining hues. Classic Porsche tones like Guards Red, Grand Prix White, and Black remained staples, lending the 911 a timeless, aggressive road presence. Metallic options such as Marine Blue, Diamond Blue, Slate Grey, and Silver Metallic gave the car a more refined and elegant flair, especially when paired with polished chrome trim. More flamboyant and collector-favorite shades like Cassis Red, Nougat Brown, and Granite Green stood out with their distinctive tones, often found on special-order models or those with the M491 Turbo-look option. Throughout this period, Porsche also supported Paint to Sample, allowing owners to personalize their 911s in nearly any color imaginable, from subtle pastels to vibrant custom blends.

The interior offerings matched the exterior with an equally varied selection of materials and color schemes. Standard interiors featured high-grade leather or Porsche’s classic pinstripe velour, with color choices like Black, Linen, Burgundy, Marine Blue, and Champagne. Popular two-tone interiors added visual contrast and bespoke flair. For enthusiasts seeking something special, Porsche offered full leather dashboards, door cards, and optional sport seats with deep bolsters. Decorative trim varied by market and order, including black anodized aluminum, brushed metal, or body-color-matched accents on rare examples. The cabin layout remained classic and driver-focused, with analog VDO gauges and the unmistakable upright steering wheel contributing to the car’s analog, mechanical charm.

Wheels during this generation are now considered design icons. Most 911 Carrera 3.2 models came equipped with 15-inch or optional 16-inch Fuchs forged alloy wheels, featuring the signature five-petal design finished in black with polished lips. Sizes and finishes varied depending on trim and package, with wide rear wheels standard on models with the M491 Turbo-look or Turbo-bodied variants. Optional color-matched Fuchs centers, polished paddles, or fully anodized versions were occasionally seen on high-spec or custom builds. These wheels weren’t just beautiful—they were lightweight, forged for strength, and an integral part of the 911’s dynamic personality.

Top Expensive Options

  • Limited Slip Differential: $800
  • Short-shift gear lever: $300
  • Air Conditioning (non-standard): $1,800
  • Sport Seats with Electric Adjustments: $1,400
  • Front and Rear Spoilers (M491 or Turbo-look): $3,500
  • 16" Fuchs Forged Alloys (upgrade): $1,200
  • Sunroof (Coupe only): $900
  • Blaupunkt or Nakamichi premium stereo: $600–1,000
  • Turbo-look (M491) factory widebody (Carrera only): $8,000
  • Leather-to-sample interior (Special Wishes): $4,000+

vs Competitors

The Carrera 3.2 targeted rivals like the Ferrari 308/328, Lotus Esprit, and Corvette C4. Compared to the Ferrari, the 911 offered superior build quality, daily usability, and lower maintenance costs — while delivering similar performance and rear-engine character. Against the Esprit, the Porsche felt more stable and solid, though perhaps less exotic. The Corvette was cheaper and more powerful (in later years), but lacked the Carrera’s European finesse, brand cachet, and driving precision.

The 911 Turbo (930) had few true peers in its day — competing with the Lamborghini Jalpa, Ferrari 512 BBi, and Aston Martin V8 Vantage. Yet the Turbo was lighter, sharper, and faster in real-world conditions. Its brutal turbo lag and narrow powerband made it a handful at the limit — earning it the nickname “the widowmaker” — but also cemented its mythos. No other car at its price point offered this blend of motorsport-derived engineering, iconic design, and sheer danger. Even Ferrari’s flat-12 models felt more GT than the raw, rocket-like Porsche 930.

Fun Fact

The 1984–1989 911 Carrera 3.2 was the last 911 to use the original torsion-bar suspension and air-cooled flat-six in a narrow G-series shell — making it the final evolution of the classic, lightweight, analog 911. It was also the first 911 with Motronic engine management, greatly improving drivability and reliability. Meanwhile, the 930 Turbo was Porsche’s last production car with a 4-speed manual, as its immense torque overwhelmed earlier 5-speed designs — a decision that added to its raw, old-school driving appeal.

Copart
Final Bid: $30,250
VIN WP0EB0919ES161325

Lot Details

Final Bid Porsche 911 (1984)

Minimum Final Bid:
$30,250
Average Final Bid:
$30,250
Maximum Final Bid:
$30,250
Source Distribution:
Copart: 100% (1) | IAAI: 0% (0)

Specifications

Engine Versions
2
Original Highest MSRP
~$60,000
The most powerful engine version for models
Engine:
Torque:
0–100 km/h:

The 911 Turbo of the 1984–1989 era—internally designated as the 930—was a defining symbol of analog performance and mechanical audacity. At a time when supercars were unpredictable and often unruly, the Turbo embraced this character with intent. Its 3.3-liter turbocharged flat-six produced 300 horsepower and delivered it through the rear wheels via a four-speed manual transmission. Throttle response was binary—lazy off-boost and explosively violent once the KKK turbocharger spooled. Acceleration was visceral, with 0 to 100 km/h achieved in under five seconds, and turbo lag that made power delivery thrillingly unpredictable.

The chassis retained the narrow-body rear-engined layout that defined all 911s of the era, but the Turbo widened its fenders and upgraded its brakes and suspension to match its newfound performance. Driving it demanded skill: abrupt lift-off mid-corner could provoke snap oversteer, while late braking could upset the tail-heavy balance. But in the hands of an experienced driver, the 930 rewarded with unmatched agility and engagement. It was not forgiving—but it was deeply communicative, demanding respect and finesse, not brute force.

What made the 930 truly iconic was its refusal to compromise. It was loud, physical, and unapologetically raw. The infamous “whale tail” rear spoiler and flared arches were as functional as they were dramatic. Every control—clutch, gearbox, steering—required effort, and every victory over its quirks felt earned. It wasn’t designed to flatter the average driver. It was built for those who could master it. The 911 Turbo 3.3 wasn’t just Porsche’s performance flagship—it was a pure expression of 1980s power, precision, and personality, with an edge that modern turbocharged cars can no longer replicate.

Body Styles

Between 1984 and 1989, the Porsche 911 was offered in three primary body styles across both Carrera and Turbo models: the iconic Coupe, the semi-open Targa with its removable roof panel and fixed roll hoop, and the full Cabriolet with power-folding fabric top. The Carrera 3.2 featured classic narrow rear fenders, whereas the Turbo (Typ 930) used a widebody layout, with massive rear flares and the signature “tea tray” rear spoiler.

Both Carrera and Turbo variants retained the upright headlights, short front overhang, and sloping fastback profile — design cues central to the 911 identity. Impact bumpers (introduced in 1974 for US crash compliance) remained, giving the G-series its distinct "safety" look. The Turbo versions had larger front spoilers, unique valances, and wider Fuchs wheels — making them visually more aggressive and instantly recognizable.

Model Name Meaning (Manufacturer)

“911” is Porsche’s definitive model name — a continuation of the original 901 concept renamed due to Peugeot's naming rights. The Carrera 3.2 badge revived the “Carrera” moniker from Porsche’s racing heritage (notably the Carrera Panamericana), and indicated a larger-displacement flat-six engine. The “Turbo” badge (Typ 930) signified forced induction and represented the top of the range, combining motorsport power with road-going grand touring capability.

Model Name Meaning (Languages)

“Carrera” is Spanish for “race” or “racing career,” and in Porsche terminology, it implies both sportiness and a historical connection to endurance racing. “Targa” is derived from the Targa Florio, a legendary Sicilian road race — and the name was chosen when Porsche introduced this unique roof concept in the late 1960s. “Cabriolet” is French in origin and denotes a full convertible. “Turbo” is now globally understood but originally referred to a forced induction system driven by exhaust gases, and at the time symbolized extreme power, exclusivity, and danger — especially in the brutally fast 930.

Body & Interior Colors and Rims

The Porsche 911 from 1984 to 1989, often referred to as the G-Series Carrera 3.2, marked the final chapter of the original 911 silhouette before the significant design evolution of the 964. In these years, Porsche offered a broad and charismatic range of body colors, interior combinations, and wheel styles that perfectly embodied the spirit of 1980s performance and individuality.

The exterior color palette was rich with iconic and era-defining hues. Classic Porsche tones like Guards Red, Grand Prix White, and Black remained staples, lending the 911 a timeless, aggressive road presence. Metallic options such as Marine Blue, Diamond Blue, Slate Grey, and Silver Metallic gave the car a more refined and elegant flair, especially when paired with polished chrome trim. More flamboyant and collector-favorite shades like Cassis Red, Nougat Brown, and Granite Green stood out with their distinctive tones, often found on special-order models or those with the M491 Turbo-look option. Throughout this period, Porsche also supported Paint to Sample, allowing owners to personalize their 911s in nearly any color imaginable, from subtle pastels to vibrant custom blends.

The interior offerings matched the exterior with an equally varied selection of materials and color schemes. Standard interiors featured high-grade leather or Porsche’s classic pinstripe velour, with color choices like Black, Linen, Burgundy, Marine Blue, and Champagne. Popular two-tone interiors added visual contrast and bespoke flair. For enthusiasts seeking something special, Porsche offered full leather dashboards, door cards, and optional sport seats with deep bolsters. Decorative trim varied by market and order, including black anodized aluminum, brushed metal, or body-color-matched accents on rare examples. The cabin layout remained classic and driver-focused, with analog VDO gauges and the unmistakable upright steering wheel contributing to the car’s analog, mechanical charm.

Wheels during this generation are now considered design icons. Most 911 Carrera 3.2 models came equipped with 15-inch or optional 16-inch Fuchs forged alloy wheels, featuring the signature five-petal design finished in black with polished lips. Sizes and finishes varied depending on trim and package, with wide rear wheels standard on models with the M491 Turbo-look or Turbo-bodied variants. Optional color-matched Fuchs centers, polished paddles, or fully anodized versions were occasionally seen on high-spec or custom builds. These wheels weren’t just beautiful—they were lightweight, forged for strength, and an integral part of the 911’s dynamic personality.

Top Expensive Options

  • Limited Slip Differential: $800
  • Short-shift gear lever: $300
  • Air Conditioning (non-standard): $1,800
  • Sport Seats with Electric Adjustments: $1,400
  • Front and Rear Spoilers (M491 or Turbo-look): $3,500
  • 16" Fuchs Forged Alloys (upgrade): $1,200
  • Sunroof (Coupe only): $900
  • Blaupunkt or Nakamichi premium stereo: $600–1,000
  • Turbo-look (M491) factory widebody (Carrera only): $8,000
  • Leather-to-sample interior (Special Wishes): $4,000+

vs Competitors

The Carrera 3.2 targeted rivals like the Ferrari 308/328, Lotus Esprit, and Corvette C4. Compared to the Ferrari, the 911 offered superior build quality, daily usability, and lower maintenance costs — while delivering similar performance and rear-engine character. Against the Esprit, the Porsche felt more stable and solid, though perhaps less exotic. The Corvette was cheaper and more powerful (in later years), but lacked the Carrera’s European finesse, brand cachet, and driving precision.

The 911 Turbo (930) had few true peers in its day — competing with the Lamborghini Jalpa, Ferrari 512 BBi, and Aston Martin V8 Vantage. Yet the Turbo was lighter, sharper, and faster in real-world conditions. Its brutal turbo lag and narrow powerband made it a handful at the limit — earning it the nickname “the widowmaker” — but also cemented its mythos. No other car at its price point offered this blend of motorsport-derived engineering, iconic design, and sheer danger. Even Ferrari’s flat-12 models felt more GT than the raw, rocket-like Porsche 930.

Fun Fact

The 1984–1989 911 Carrera 3.2 was the last 911 to use the original torsion-bar suspension and air-cooled flat-six in a narrow G-series shell — making it the final evolution of the classic, lightweight, analog 911. It was also the first 911 with Motronic engine management, greatly improving drivability and reliability. Meanwhile, the 930 Turbo was Porsche’s last production car with a 4-speed manual, as its immense torque overwhelmed earlier 5-speed designs — a decision that added to its raw, old-school driving appeal.

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