CLASSIC DRIVE: Porsche 911 Turbo SE Flachbau

We head to the Cape Peninsula to experience a right-hand drive Flachbau 930 Turbo SE, without a doubt one of the rarest 911-turbocharged models around.

Words: Wilhelm Lutjeharms

Images: Danie Nel

One would have thought there would have been an outcry when Porsche introduced the Flachbau conversion as an official option in 1986. After all, the protruding headlights were – and still are – key to one of the most iconic designs in the industry. How could Porsche change a design that had become so  synonymous with the 911? 

Background

There is another side to the story though. For ten years Porsche had raced with similar 911s, their noses flattened for aerodynamic and racing purposes. To complain about the flat-nose production version of the 930 Turbo makes about as much sense as dissing the 997 GT3 RS 4.0 for using the crankshaft of the RSR race car.

• Find a classic or new Porsche 911 for yourself here.

Unfortunately, the 930 Flachbau didn’t gain any direct race-derived mechanical bits like the GT3 (which would’ve made it even more special), but this then-new Turbo variant still tied in neatly with Porsche’s racing heritage.

When it was launched in the mid-Seventies, the original 911 Turbo grabbed the attention of all Porsche and performance aficionados. Its performance was at the top of the game. Adding to this achievement was the fact that the 911-derived Turbo race cars started to gain serious recognition. This included a 2,9-litre Porsche 935 entry at Le Mans in 1976 followed by another five 935s, four of which were private entries by the Loos and well-known Kremer teams. The best result at the 24-hour endurance race at Le Mans came in 1979 when the 935 K3 took all three podium places.

Come the Eighties and several customers asked Porsche to build them 930 Turbos with a similar flat nose design replicating these race cars. You can imagine why some enthusiasts were upset at the time. The original upright lights flowing to the A-pillars and the sloping bonnet in between formed part of the signature Porsche design.

But, outside companies such as Rinspeed and Koenig already offered such flat-nose conversions and the pressure on Porsche was rising. After all, not only was Porsche’s very own 924 and 944 designed with pop-up lights, but several manufacturers (Ferrari and Lamborghini for example) had cars with pop-up lights. You could say that, in the '70s and '80s it simply wasn’t a real supercar if it didn’t have pop-up lights.

Finally, in 1986 Porsche started to – officially – offer its Flachbau design as an option. It was an expensive exercise though. The standard Turbo retailed for £63 300 in the UK, but the Turbo SE (Sport Equipment) would set you back £109 100! 

During my research on this car, I couldn’t help but think back to a few years previously when Porsche launched the 911 Carrera Sport Classic. For mostly cosmetic changes – and a slight increase in power – Porsche charged the consumer double the price of a standard Carrera S!

In Porsche’s defence, not only were there several cosmetic changes (which we will get to in a moment), but the power output jumped from 224 kW to 242 kW, while the torque output remained unchanged. The increase in output was due to the fitment of a larger turbocharger and intercooler, modified camshafts and exhaust system.

The latter can be recognised by the four exhaust pipes protruding from the rear bumper. A final performance touch was the fitment of a limited slip differential (40 per cent slip factor).  Also, at the beginning of SE production the cars were not fully incorporated into the standard production line, but as demand increased this changed in 1988. 

This car’s story

This specific car had only done around 23 350 km when I drove it. My first assumption was that it is a first- or second-owner car, but its owner at the time was actually the fifth! All its previous custodians had kept the mileage low and looked after this truly historic road-going 911.

The first two sales of the car were handled by a dealer in the West Midlands called Monarch Cars, while another two sales were done by well-known Porsche dealer, Gmund Cars. There is also a folder to show the car’s full history. Being one of the original SEs imported to the UK, it stayed there until it was imported into South Africa a few years ago. 

You know when you are in the company of a genuine, iconic 911. Walking around the Flachbau (or slant nose as some prefer calling it), as well as doing all the bits and bobs that are needed to complete the photoshoot, I notice how the car demands attention, much more so than a standard 930 Turbo. Because of all the additional addenda, the SE doesn’t feature the classic and smooth “Coke bottle” design of the original Turbo. It is replaced with something more intriguing, something that links with the Turbo’s racing pedigree. 

Let’s start at the rear of the car for a change. The four exhaust pipes already point to the updated engine, while the air ducts on the rear wheel arches give the wide Turbo body a more determined stance. Sill extensions make the car appear both lower to the ground and wider. The multi-spoke, split-rim wheels also significantly contribute to the menacing stance of the car, giving it a serious racer's posture. It also brings back memories of the 935 racers which regularly appeared with similar split-rim wheels. These multi-spoke BBS items were optional items (compared to the more traditional Fuchs) on the SE back in the day.

The gold-painted centres are not standard though, but upon closer inspection I decide they suit the car faultlessly. The colour perfectly complements the gold, black and red centre Porsche emblem.

Obviously the front is the business end of this specific car. The pop-up headlamps, the altered bumper and the (zinc-coated steel) wing louvers make for a busy design – a design that quickly grows on you.

Behind the wheel

As you open the door, you immediately notice the wider sills and realise it is not a standard 930. This feeling is repeated when you sit behind the wheel and stare through the windscreen. My eyes instinctively search for the round headlights at the front corners. But, it’s flat … no lights to show the car’s two frontal extremities. I pull the main light switch to the right of the steering wheel and the headlights pop up instantaneously; dare I say it, very un-911.

Unbelievably the seat design is not too-dissimilar to what you'd find in modern Porsches. It is comfortable (heated with electrical adjustment) and offers the necessary support. What stands out is the colour combination though. The champagne leather seats feature blue beading while the dark blue carpets offer matching champagne beading. Above the leather-trimmed gear lever, buttons can be found for the, among other things, central locking and alarm system. This area is also covered with champagne-coloured leather. It is only the modern radio that is not original. Overall, the interior hues correspond fully with the official Baltic blue metallic exterior colour.

I grip the leather-trimmed three-spoke steering wheel (unique to the flat nose and Turbo LE models) and glance one more time at the luxurious cabin. This 930 SE perfectly sums up the excess of the Eighties.

Situated only 30 km from Cape Town, Chapman’s Peak Drive is unquestionably one of the most scenic drives in South Africa. The twisty coastal road follows the cliffs and ocean contour around the Peninsula – a perfect setting for such a unique experience.

The driving experience, as you would expect, resembles the image that the car portrays. I’m surprised at how easy it is to drive the SE sedately. You can keep the revs below 2 000 rpm and potter around without any complaints from the drivetrain. What a revelation the five-speed G50 gearbox must have been back then! Compared to the older four-speed unit, which was fitted to 930 Turbos until 1988, the shift action is more slick and precise. It allows for quicker and more controlled shifts.

Depending on your experiences of older Porsches, steering the SE might be second nature to you, or a revelation. In my case it was the latter. The steering wheel brims with feedback and the moment you move away from the dead centre position it gets heavier. The sense of connection to the front wheels is unlike any other Porsche of today. But that is so inviting, and so is the tramlining from the front wheels through the steering wheel. Make no mistake, if you are used to power steering, parking the 930 SE will offer a real challenge to your upper body.

With no powering steering or electronic aids to help you out, you need to be focused. The car feels planted, but you sense that wrestling with it will be beneficial for both parties. If you start to push on, the car will respond and challenge you to the next level. You can decide how you want to use the 3,3-litre engine. Select third or fourth gear through a corner at half the available rev range, and the 930 does it perfectly and almost calmly.

Drop to second gear, bury your right foot into the – offset – pedal, and the needle swings around the dial with a surprisingly level of enthusiasm. Just after 6 500 rpm I change gears and brake for the next corner. Not as close to the car’s limit as I would have liked to come, but I would rather not face the consequences of damaging the car. I tackle a few more corners and rewind my mind back to the late-Eighties; how challenging spirited driving must have been. 

Summary

Today's 911s are extremely advanced and deliver thrills in their own way, but they can’t match the fun factor and drama of an SE. The Flat nose is a prime example of a 911 that truly reflects its era. It has more arrows in its quiver than most of the 911s of its time: the design, the performance as well as the luxury.

It is unlikely that Porsche will ever again manufacture a 911 with such a drastic optional design. But, we are glad they did it, and that we can celebrate it today. As a package that combines history, performance and limited availability, it is for some of us simply the most appealing 930 Turbo ever.

Specifications:

Model: Porsche 930 Turbo SE

Engine: 3.3-litre, flat-six, turbopetrol

Power: 242 kW at 5 750 rpm 

Torque: 467 N.m at 4 500 rpm 

Transmission: 5-speed manual, RWD

Weight: 1 335 kg

0-100 km/h: 5.2 seconds 

Top Speed: 275 km/h