1979 Porsche 930 3.3

As we reach the top of the Avon Rise each lap, a quick glance just to the right of the rev counter shows we’re topping 140mph, out-dragging all and sundry. Afterwards, Adam mentions that our vMax was more than 150mph. I wouldn’t know; I’m busy concentrating on more important matters. At these speeds, the rush of wind is drowning out the 3.3-litre flat six rumble. Only when I crest the rise and hit the brakes in earnest does the white noise subside, the 930 mutedly rumbling down through the gears for the third-gear ‘Quarry’ corner.

930 3.3-4

Both up and down the gearbox, the G50 shifter is a joy to use, the Wevo kit helping no end in reducing the lever travel by 30 per cent fore and aft. The motion across the gate feels more precise too, slotting in positively but without a hint of undue heft; no wonder the short shift mode is so popular. Despite the stiffspringing and damping, the Turbo is remarkably well behaved over Avon Rise, never skittering about in the braking area, while the carbon metallic brake pads really help to slow the 930 with a much-needed sense of urgency. The middle pedal still has that long travel so synonymous with classic 911s, but the sponginess of stock systems has been eradicated, the pads instead gripping to the discs greedily to inspire plenty of confidence under my right foot.

The initial turn-in to Quarry, so often an area to expose understeer in any car (not just Neunelfers) is dispatched so directly that, on the first few laps, I’m actually dropping my inside wheels over the apex kerb, my muscle memory anticipating more slip from the front end. Thanks to the super stiffanti-roll bars, the car loads up even quicker than most GT3s but, with the completely unfiltered steering, there are still plenty of messages sent through my finger tips and, at 80 per cent of my maximum talent (or is that bravery?), the 930 just doesn’t want to understeer. The grip is equally impressive on the exit too, the LSD and progressive boost working in perfect harmony to prevent any wheelspin.

Even at my most lead-footed, the car just squats back on its wide haunches and shoots offdown the next chute with complete composure. Both chicanes just help to highlight how impressively the Turbo can change direction too, although the stiffspringing rears its head on a few occasions when a mid-corner lift causes the rear end to step out viciously. It’s not hard to feel it happening but when the oversteer kicks in, it isn’t smooth, the back wheels chattering across the surface in a series of small leaps. Despite this, with a few laps practice, the 930 is as adjustable on the throttle through the mid-part of each corner as any naturally aspirated 911. Nowhere is this more evident than the off-camber ‘Tower’ bend at the end of the back straight, where it’s just so simple to tuck the nose in; a slight lift, the weight shifts onto the front end, and the rear starts to swing around before the steering weights up again and I can get hard on the gas. Lap after lap, this tuned 930 continues to provide the perfect playmate, never missing a beat (despite this being its first run in three years) and never failing to wipe the smile from my face. Sure, the heavy steering is physically hard and the lack of digital safety nets means you have to keep your wits about you, but this Porsche is just so friendly.

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