Skip to main content

This Lanzante Porsche 930 is powered by a GP-winning F1 Engine

Whenever I hear of an outlandish 911 build, I always wonder what hardcore 911 would think. In my experience, they tend to love tradition and preserving the 911 legacy. This car breaks two of the holy trinity of classic 911's; rear engined, flat-six, and air-cooled. It is still rear engined but it uses a V6, water-cooled engine. But I can't imagine a single 911 fan being upset about this.

You see, this isn't just any water-cooled V6 engine. It is a Formula 1 twin-turbocharged 1.5 litre V6 out of a McLaren MP4/3 F1 car. Further preserving the Porsche-ness of this build, the engine was built by a partnership formed between Porsche and TAG to provide engines for McLaren F1 team. Porsche was responsible for the technical burden of design and engineering and TAG financed the effort and stuck its name on the engine as "TAG turbo" since McLaren didn't want Porsche's name on their F1 car.

Lanzante first revealed the car in October last year shortly after the annual Porsche Rennsport Reunion, but very few details details were known. Thankfully, PistonHeads went to Lanzante's workshop and found out a whole lot more about it.

The Engine

Given that this was the 80's and F1 rules were not nearly as limiting as today, the engine made 1,060 hp with a 12,600 rpm redline (although it was run at 960 hp in race spec). For reference, today's F1 turbocharged V6 engines displace slightly more volume at 1.6 litres and are limited to 15,000 rpm redline by rules (although most are running them lower for fuel efficiency and reliability). The power output is much lower, however, being under 800 hp for all engines (2017) without KERS, but it approaches 1,000 hp with KERS.

Of course, today's engines are far more efficient but there is something fascinating about a 30+ year old engine that is smaller, revs lower, yet makes more power, a testament to the madness of F1 back then.

The Challenges

The idea of putting an F1 engine in a road car is magnificent all on its own, but it goes beyond just finding enough room to shove the engine back there. Lanzante didn't want this to just be a mad exercise. Fitting a V6 - and a tall one at that - in the back of a 911 that was never meant to fit something taller than a flat six is a challenge in its own right, but perhaps an even bigger challenge is providing it with enough cooling for engine coolant, oil, and intercoolers.

Providing enough cooling to an engine in the back is not easy. Just look at a modern (992) 911 with a turbocharged engine (that is nowhere near this highly strung) and you'll find wide haunches with inlets and vents fore and aft of the wheels. Without that much real estate in a 930 and no previous water-cooling plumbing to work with, Lanzante designed a custom system.

There is a radiator at the front of the car with coolant piped to it from the engine and back. To get enough air, Lanzante used a bumper from a 911 SE flatnose with the centre section feeding the radiator and the two side openings meant to house fog lights feeding oil coolers. At the back, there appears to be a large air to air intercooler to bring down charge air temperature after the turbos, before making its way to the manifold.

Engine Specs

And you will need a lot of charge air cooling because the engine is running at a massive peak boost of 43.5 psi (3.0 bar or 300 kPa). For reference, the new (992) 911 Carrera S will run at only 16.0 psi (1.1 bar pr 110 kPa) and make 450 hp. Speaking of power, this engine is substantially detuned to "only" 503 hp and 310 lb-ft torque (375 kW and 420 Nm). This isn't because of design limitations or slowing down the car, though. It's simply for reliability.

F1 engines are highly strung and require meticulous (and regular) maintenance. Race car engines, in general, require far more frequent rebuilds than road cars - with length of time between builds often measured in hours instead of miles. F1 cars were even more demanding back then. Lanzante wanted the car to be usable so they got Cosworth involved to improve the reliability and longevity of the engine. The sky-high 43.5 psi peak boost is actually 25% LOWER than race spec, which ran at 58 psi (4.0 bar or 400 kPa). Cosworth also fit smaller turbos, so they will build boost faster and reduce lag.

Air-fuel ratios were also adjusted to make them more conservative (likely richer than race spec) and torque curve is fairly flat, with peak available across 50% of the rev range. And speaking of rev range, redline was also lowered to 9,000 rpm.

I don't know about you, but I'm just completely mesmerized by the notion of power being "lowered" to 503 hp. Peak boost is "lowered" to 43.5 psi. Redline being "lowered" to 9,000 rpm. There are constant reminders of the massive feat that Lanzante and Cosworth are doing here to put an F1 engine in a road car and the achievement that it is to be able to drive a car powered by a (modified) F1 engine on the road.

The two main goals was to make it useable and flexible, hence the flat torque curve and lowered output and redline. Making an F1 engine last is no easy challenge. Even the new Mercedes AMG Project One will require rebuilds every 50,000 km (31,068.5 mi) according to Mercedes.

What About The Rest of The Car?

Attention didn't just go to the powertrain, as you'd expect. The suspension is all new using coilovers that Lanzante is tuning to make the car more forgiving but still retain the characteristic 911 handling. The brakes are likely to be all carbon cermaic. The tires are new Pirelli PZero 255/40/17 in the back and 225/40/17 in the front wrapped around the original 17" RUF wheels.

And Lanzante (unsurprisingly) wanted to bring weight down further so there are lightweight components throughout, chief of which are the hood and rear engine cover which are made out of carbon fibre. The doors skins are made out of aluminum. Combined with a 220 lb. (100 kg) saving due to the lighter engine, the car is said to be about 518 lb. (235 kg) lighter than the original, at a curb weight of 2,425 lb. (1,100 kg). If you've been paying attention, that gives it a power-to-weight ratio of 457 hp/tonne (4.82 lb./hp) - as close as makes no difference the same as 991 GT2 RS. Top speed? 200 mph.

Handling all that power is a G50/20 6-speed gearbox, which was used in the 993 generation 911. Lanzante is also fitting them with a limited-slip differential to manage power delivery. But there is a clear effort to make the car look as close to original as possible, concealing all the brilliant engineering underneath. That means only original Porsche colours and trims will be offered and, short of Recaro Pole Positions and custom gauges (including an awesome 10,000 rpm gauge), the interior looks period correct as well.

It'll Set You (very far) Back...

If you were expecting this to be expensive, you are absolutely correct. It'll cost you £1.095 million ($1.450 million USD) if you want one of them. And even if you have the money, you can't just phone Lanzante or visit their shop and buy one. Lanzante will hand pick the buyers who are more likely to drive and enjoy the car; take it to different events to showcase the work, much like what Ford has been doing with the new Ford GT.

But one thing Ford can't do is claim they have a winning F1 engine in the back. Not even Mercedes can claim that with the AMG Project One. This is because - as mentioned at the beginning - this car will use actual F1 engines that have raced. Lanzante is building 11 of them and all but 2 cars will use engines that have raced. Names like Niki Lauda and Alain Prost are among those who've driven one of the engines. Multiple of them had several podium finishes. The one on display is powered by an engine that can claim a Grand Prix win.

The fact that a relatively tiny team of two builders can achieve what a giant like Mercedes is trying to do is massively impressive. Of course, it doesn't hurt when such team includes the experience and collective knowledge of famed builders like Lanzante and Cosworth, but that just adds to the pedigree of the build. It is simply one of the coolest cars I have ever heard of. The end result is far greater than the sum of its parts and there will never be another car like it because Lanzante bought all the engines they could get from McLaren.

What do you think of it? Would you rather a far less expensive 911 restomod using a proper flat six or does this TAG-Porsche F1 V6 engine make it even more desirable?

Follow Ram's Eye The Track Guy on Facebook and Instagram!


Does An Aftermarket Grille Really Increase Airflow?
I put a Saleen S281 grille to the test to answer that question.

Stock Suspension S197 Mustang With Square 305/30/19's
What you need to fit a proper size square tire setup.

How Limited Slip Diffs Make You Faster on Track
What you need to know about how they put power down and pros and cons.

Can Telemetry Explain Schumacher's Talent?
A comparison between Schumacher's and then team mate Herbert's data.

Cayman GT4 Track Review
The first Cayman with proper (911-challenging) power.

Is an EcoBoost Mustang any good on Track?
Two days at the track in a Mustang short 4 cylinders.

2016 BMW M4 DCT Track Review
It's quick (properly quick). But is it fun?

Can a stock Golf Diesel handle a Track Day?
Not your every day track beater.

🔥 Most Visited This Week

Falken Azenis RT615k+ Street and Track Review

Last year, I picked up a 2009 Lancer Ralliart to do a long term test with it as a dual duty track/daily. One of the first things I knew I was going to do was put a decent set of tires on it. The car came without OEM wheels which was actually good because I didn't have to hesitate about getting a good set of aftermarket wheels to support going wider. Thankfully, my friends at YST Auto Halifax  set me up with a great set of Superspeed RF03RR wheels. The Wheels I had never even heard of Superspeed but I trusted the good folk at YST Auto who mentioned some customer cars running on track with them. These wheels are rotary forged which is basically a prerequisite to be taken seriously in this market populated by companies like TSW and Fast Wheels. The wheels looked like a high quality, well finished wheel and each had a "QC" check sticker on. Just for appearances? Maybe, but I found no defects. The wheels seemed easy to balance (didn't need many weights) and at 18.1 lb. f

Michelin Pilot Super Sports vs Firestone Firehawk Indy 500 - Street Review

I've been a huge fan of Michelin PSS tires and exclusively bought them for the Mustang over the last four years. So how did I end up here? This year, I was hugely interested in trying an "R-comp" tire. I had my eyes set on Bridgestone Potenza RE-71R's for two simple reasons: price and reputation. Although not a true "R-comp" tire on paper, it performs like one by the account of every single test and review I've read (down to wear rates...). They seem like they're easily the most affordable (from a big brand) R-comp tire and combine that with a reputation for having tons of grip, it was an easy top contender. I had my concerns, though. For one, I'm told and have read that they are an autox tire, not really designed for high speed, pressure, and temps associated with open track. For another, the Mustang is a heavy car (as far as track cars are concerned) being roughly 3,800 lb. (including driver), which will amplify the unwanted open track load

Michelin Pilot Sport Cup 2's vs Bridgestone Potenza RE-71R's

I never thought I'd ever run Michelin Pilot Sport Cup 2's on my 2012 Boss 302. The cost is astronomical and they are supposed to last the least of anything comparable. So how did I end up with (nearly) fresh Sport Cup 2's? A complete fluke. I came across a lightly used set with only a few hundred miles and no track time; 305/30/19 takeoffs from a GT Performance Pack Level 2 (GT PPL2). I knew my 71R's were getting very worn before the season started and likely wouldn't last the whole season, even this short one. The price was far better than a new set of RE-71R's, a little more than half, and local Time Attack rules (Canadian Automobile Sport Clubs) recently made 180 and 200 TW tires equivalent, meaning no PAX or PIP point penalty for going with 180 TW tire like the Pilot Sport Cup 2's. I have been very curious about how PSC2's compare to RE 71R's but I stayed away due to their being painfully expensive and, up to last year, their 180 TW rating would

Michelin PSS vs Firestone Indy 500 - Track Review

A couple of weeks ago, I posted my first impressions of Michelin's PSS vs Firestone Firehawk Indy 500 tires. I've run PSS's for several years on the Boss, but I'm trying the Indy 500's for the first time. In short, I was worried about the narrower tires (I was running 285/35/18 PSS but could only find the Indy 500 in 275/35/18) and tread squirm, but I was happy with them up to that point just driving on the street. I had the chance to drive on them for three track days now. So what were they like? After my first session, they made an impression that basically persisted for the rest of track sessions on them. Phenomenal, unmatched value. Now, if value is something that stands out above all else, it typically means the compromise between qualities you want and those you don't is less than ideal, but the value is attractive. This is no different. I'll start with the bad, which really boil down to two: ultimate grip and grip longevity. Grip is noticeably l