1979 porsche 911 SC 930 Slantnose CONVERSION 3.0L 5 SPEED CUSTOM WIDE BODY

1979 Porsche 911 Additional Info:

OK, So owned since 2015, bought from street side classics. Drove maybe 2,000 miles since then. Was in underground garage and then my warehouse till late 2023.Here is some videos from past weekhttps://youtube.com/shorts/M2sBSFdm_R4?si=DCuauMGwc8Dq_Y0LInterior while running 911 sc 1979 slantnose conversion - YouTube1979 Porsche 911sc engine running (youtube.com)Had oil change end of 2023, Will do again here in next week. Starts right up, Anything below 40 don’t even offer. I’ll keep it for that, gets a ton of attention anywhere you drive it. I’m In LA and it gets a ton still. Most people can’t tell it’s a conversion.Few tiny electrical things, windshield wipers wouldn’t go off so I pulled fuse, I never drive it in rain anyways. They work, but lowest setting won't go off, this just started now, never happened before. And the blinkers, the left and right , and the flashers need to be re-wired. Head Lights work perfect.Engine is running good,Had service done by local Porsche mechanicThis is the desc. From when I bought it.930 CONVERSION, 3.0L, 5 SPEED, 1 OF 87 BUILT, CUSTOM WIDE BODY WHALE TAIL, NICE!

The Porsche 911 has always been iconic, but this 1979 911 SC "slantnose" takes an icon and elevates it to legend. If you were a car guy back in the late '70s and early '80s, this was the car that filled your dreams and dominated pop culture. Today, it remains a heck of a lot of fun and probably not a bad investment, either.

This particular slantnose conversion is 100% steel, one of only 87 built by Camillo and Domenico Scaduto of Carrozzeria Italia in Escondido, California, and it looks every bit the supercar that it is. The white paint is second perhaps only to Guards Red in terms of appeal and more than a few of these adorned posters, TV shows, and movies of the period. The conversion is seamless and every bit as good as the factory work, giving the familiar 911 an entirely different personality. The paint is an older respray, so it's got some age on it, but as a testament to the quality of the work and the car it has received, it still looks pretty good. The wide rear fenders with gill-like vents give it a hyper-aggressive look and the "whale tail" spoiler borrowed from the Turbo balances the outrageous nose treatment. You'll also note that the black rubber parts are in great shape, there's a periscope-style third brake light, and even a "Turbo" badge on the rear end to complete the illusion. Honestly, would you tangle with this car on the street, despite its age? Heck no!

The handsome tan leather interior is tasteful the way Porsches always are. The handsome bucket seats wear recent seat covers that fit well and work well with the matching dash, console, and door panels. The controls will feel familiar to anyone who has driven a 911 of any vintage, although the wood-rimmed wheel is an extravagant piece (original is available) that can only work in an outrageous car like this. Factory gauges put the tach where it belongs, right in the middle, and the secondary controls, while confusing to a newcomer, are arrayed sensibly just below. Tan carpets are neatly bound with dark brown piping that matches the upholstery, and even the rear seats have the right look. The entertainment system is a newer AM/FM/CD/iPod stereo that sounds good only until about 3000 RPM, then the engine's howl takes center stage. There's also a sunroof that makes the Porsche feel playful on a warm day, and even with the slantnose conversion, the trunk is still reasonably spacious.

The 911 SC's 3.0 liter flat-six is legendary for its reliability and power. If you want a daily driver supercar, this is probably it, and it has been properly upgraded with a Carrera belt tensioner, eliminating the engine's lone Achilles' heel. It's torquey, yet loves to rev and never feels like you could catch it sleeping. The engine bay is pretty stock, which is a good thing, although the A/C compressor is recent and now upgraded to use R134a refrigerant. The 5-speed manual gearbox needs no coaxing and feels surprisingly direct, although the floor-hinged clutch will take some familiarization if you've never driven an early 911 before. The suspension's limits are quite high, even by today's standards, and with the big tires, the 911's tail-happy reputation is tamed somewhat and there are a set of giant disc brakes to bail you out. Oversized Fuchs-style 3-piece alloy wheels with color-matched inserts wear Turbo-sized rubber, with 225/50/16s up front and 255/50/16s out back.