Below is a list of cars that I would 'like' to upgrade to in the future!!!

Below is a late 80's 911 Turbo, also known as the legendary 930 Turbo. Pictures courtesy of Doug Avella - You can see his 1988 911 Turbo at this WEB page http://members.rennlist.org/type930

As opposed to the early 930 Turbo's of 1975-1977 which had a displacement of just under 3.0 litres (2993cc's) and an impressive 194kW and 344nM of torque (kerb weight was 1140kg), the next generation (late 70's-80's) 911 Turbo had a capacity increase to 3.3 litres (3299cc) and Power was increased to a WHOOPING 221kW and 430nM of Torque. Kerb Weight increase to just under 1300kg's. The 1989 911 Turbo was the first Turbo released with the 5 speed G50 Gearbox, all previous models had the 4 spd gearbox. Compression Ratio = 7.0:1 Weight to Power Ratio = 5.88:1 kg/kW

Released date 1/11/77, Discontinued Date 1/12/85

"It's something that you thought had been lost. Something most seem to have abandoned in this demand for things made en masse. Yet from your very first encounter with a Porsche, you immediately realize it is something that can still be found in our sports cars: that sense of what is possible when a machine is crafted on a human scale. One at a time. For the most part by hand. With an eye toward what can't be seen so much as felt. It isn't a car built to be something to everyone. But everything to someone."

SPECIFICATIONS

• Engine: Rear-mounted, air-cooled, horizontally opposed 6-cylinder, single overhead camshaft, 2 valves per cylinder, crossflow hemispherical combustion chambers, lightweight aluminum block, heads and pistons
• Displacement: 3.6 litres
• Horespower: 400 hp @ 5,750 rpm
• Torque: 400 lb-ft @ 4,500 rpm
• Compression ratio: 8.0:1
• Fuel/ignition system: Motronic electronic fuel injection and single-plug ignition with knock control
• Air induction: Twin intercoolers
• Drivetrain: Full-time all-wheel drive, limited-slip differential, ABD (automatic brake differential) traction system, rear-mounted 6-speed manual transaxle
• Suspension (front): Independent MacPherson struts, aluminum-alloy lower control arms, stabilizer bar, negative steering roll radius
• Suspension (rear): Independent multilink LSA axel with toe-correcting characteristics, stabilizer bar
• Steering: Rack and pinion, force-sensitive hydraulically assisted
• Fuel economy city/highway: 13/19 mpg
• Acceleration: 0-60 mph in 4.4 seconds
• Top track speed: 180 mph
• Length: 167.7 in (4260 mm)
• Width: 70.7 in (1795 mm)
• Height: 51.8 in (1315 mm)
• Wheelbase: 89.4 in (2272 mm)
• Track (front/rear): 55.6/59.2 in (1411/1504 mm)
• Curb weight: 3307 lb

The interior is basically up-market 911. Leather, air, et cetera are standard, of course, as are two airbags. The orange lamp in the dial left of the tachometer is new "check engine" warning which comes on when OBD II spots a fault in one of 70 components or functions. Turbo script is woven into the rear seat backs again.

EXTERIOR FEATURES

• Unitized Body Construction
• Double-Sided Zinc Galvanizing
• 10-year Corrosion Warranty
• 26-step Painting Process
• 3-year Limited Paint Warranty
• Optional Metallic Paint
• Integral Bumper (front,rear)
• Fog Lights
• Litronic Headlights, poly-ellipsoid
• Door Handles in Body Color
• Electric Sliding Sunroof
• Power Outside Mirror Left & Right (heated)
• Anti-theft Device for Wheels
• Pressure Cast Light Alloy Wheels
• Dual Exhaust Outlets
• Front Spoiler

"Take the wheel and we defy you not to smile. 400 horses. Zero to sixty in just over four heartbeats. Eighteen inch wheels. A new wider stance. It's the new Nine Eleven Turbo. Some very serious amusement. Call 1-800-PORSCHE and prepare to agree: Porsche. There is no substitute."

"Starting noise is a trifle muted, like any Turbo, but totally familiar. During your first few hundred yards, the car ambles along like any GT with a decent-size unblown engine. They have indeed reduced clutch force considerably but it bites right at the very top now. Also, the throttle pedal is somewhat sensitive, particularly over bumpy cobbles. It proved easier to ease through crowded villages in second than in first. ...But that engine! On one hand it pulled quite readily in top (sixth) gear from as low as 1800 rpm. Real thrust, as promised, starts around 2200-2500 and builds like an avalanche on an especially slippery slope. Floor it to pass in spaces few other cars could consider and you get a space-shuttle launch effect. On the other hand, the 6600 red line, or at least the cutout just before 7000, comes up before you can blink in both bottom and second."
- From Excellence, #54, June 1995