1986 Porsche 911 Carrera Turbo 2dr Coupe

Price:  $285000.00

This 1986 911 Turbo is not a survivor, and it is not a restoration—it is a decade of deliberate, documented reengineering built on top of a genuine Porsche Tourist Delivery car. Specialists rebuilt, upgraded, or replaced every major system—retaining the original crankcase, machining it back to standard, and building around it—and nearly every dollar is backed by paper. The car was built in Stuttgart on December 13, 1985 (commission number 014258, production number 1064068) and ordered through Porsche's Tourist Delivery program, finished in Grand Prix White over Grand Prix White with black leather. It left the factory with the numbers-matching M93068 3.3-liter flat-six and 930/36 four-speed, plus a limited-slip differential, electric sliding sunroof, and alarm system. Ownership history is documented in Georgia going back to at least 1995, with emissions and registration records showing continuous, active use through Buckhead Imports in Atlanta across the 2000s, passing 84,101 miles by 2009—the record of a car built to be driven, not parked. By the time TurboKraft Inc. of Mesa, Arizona took the car on in the mid-2010s, the engine already carried roughly 18,000 miles on an earlier 3.4-liter rebuild— Mahle pistons and cylinders, ARP fasteners, 964 camshafts, and the usual turbo bolt-ons. That build became the starting point for a complete reengineering carried out in stages between 2016 and 2020. In July 2018, Goldcrest invoiced the speedometer for odometer repair, gear replacement, and recalibration to 180 mph, then set it to 0 to represent the mileage on the Turbokraft-built motor. The first stage addressed engine management, ignition, and airflow: a MoTeC M130 stand-alone ECU, mounted under the seat, with a custom mil-spec wiring harness, conversion to twin-plug coil-on-plug ignition, Extreme Motorsports milled and CNC-ported cylinder heads fitted with Niresist cylinder liners, and a Garrett GT35R ball-bearing turbocharger feeding a full-width intercooler. The second stage went deeper into the bottom end and drivetrain. The original crankcase was retained, machined, and line-bored back to standard—never replaced—the crankshaft was remanufactured and balanced, the connecting rods were serviced with new ARP fasteners, and the oil pump was reconditioned for increased flow. A Wavetrac limited-slip differential and WEVO semi-solid engine and transmission mounts went in alongside a Sachs lightweight clutch package, with a twin-scroll exhaust conversion running dual Turbosmart wastegates into TurboKraft's modular side-exit muffler. Suspension followed the same philosophy: capable on a real road, not just a showroom floor. TurboKraft's 2019 “50/50” street-and-touring conversion brought custom digressive-valved coilovers front and rear, raised and shortened front struts to clear 16-inch wheels, an RSR adjustable bump-steer kit, monoball front control-arm bushings, 935-style rear spring plates, and welded rear chassis bracing. Elephant Racing refined the front and rear geometry further in 2020 with de-cambered ball joints and rear monoball trailing-arm bushings. The factory air conditioning system was replaced outright with a custom-built R134a system featuring serpentine coolers and a new evaporator, so the car is as usable on a hot afternoon as it is on a cool morning drive. The most recent and most ambitious phase came in 2024 and 2025. TurboKraft stroked the engine to 3.45 liters with a genuine Porsche GT3/RS counterweighted and cross-drilled crankshaft, Pauter 4340 chromoly Turbo-specification connecting rods, and TK/CP 98mm turbo stroker pistons with DLC-coated wrist pins, running in a set of LN Engineering “Nickies” nickel-silicon-carbide cylinders with Calico thermal-barrier and low-friction coatings. The following year, TurboKraft built the rest of the engine around that new bottom end—a set of Extreme Motorsports billet cylinder heads replacing the earlier milled and CNC-ported units, 993 GT2+ camshafts, a fresh motorsport bearing and gasket kit, and a Garrett G35-900 ball-bearing turbocharger fed by a dedicated turbocharger cooling system—before start-up, heat-cycling, and dyno tuning. The transmission was fully rebuilt during the same visit and is effectively new. Most recently, in February 2026, Autometrics Motorsports in Summerville, South Carolina gave the car a complete sort: MCS two-way non-remote dampers valved for 450/600 spring rates, a full corner-balance and four-wheel alignment, new front tie rod ends and sway bar links, a full driveline torque inspection that caught and corrected four loose transmission-mount nuts, fresh oil and filter, both horns replaced, a melted AC relay connector diagnosed and repaired, and paint correction with PPF applied to the front clip. Two items remain open, and are disclosed rather than hidden: a light weep at the crankcase and IMS-cover gasket area, documented by Autometrics at roughly three out of ten in severity, and a small tear in the driver's seat bolster. Neither has been addressed yet. What results is a matching-numbers-chassis 930 Turbo running a from-the-crankcase-out engine rebuild, EFI-injected and twin-plug ignited, corner-balanced and freshly sorted, backed by more than $150,000 in documented specialist work across three shops and ten years.

DETAILS:

StockNumber: 050526
VIN: WP0JB0938GS050526
Trim: Carrera Turbo 2dr Coupe
Body Style: Coupe
Mileage: 42201
Engine Description: 3L TC H6 single overhead cam (SOHC) 12V
Cylinders: 3.3L H6
Fuel Type: Gasoline
Transmission: Manual 4-Speed
Exterior Color: White
Interior Color: Black