(Dream Car) One such example is the Porsche 911 Flatnose (Flachbau), launched in the early 1980s, a time when Porsche was somewhat challenged by its Italian cousins Lamborghini and Ferrari. “The traditional Porsche headlights have always given the car a more friendly and upright appearance,” explains Jan Baedeker, creative director and editor-in-chief of Classic Driver (Schweiz) AG. “This car, born from the design of a 935, with its flat front and pop-up headlights, felt more aggressive—like the 911’s ‘evil brother.’”

Nevertheless, Baedeker, a fan of the controversial vehicle who jokes about the “devious” nature of the car’s appearance, says its design language was a sign of the times. “I grew up in the 1980s, adoring cars like the Ferrari Testarossa and the Lamborghini Countach because they were so aggressive, low, and angular. The Flatnose was Porsche’s way of joining the wedge design movement.”

“The Flatnose comes from a time when Porsche was looking for a new type of clientele,” adds Gregor Piëch, an enthusiastic collector of models with great history. “It was a time when Porsche was experimenting with how they could adapt to the market without significantly changing their car designs.” The Flatnose street-legal cars (including the 911 and turbocharged 930) came from fusing ideas from the highly aerodynamic Flatnose cars Porsche raced at the time, with an ambition to reach new audiences by designing something close to the sleek widespread Italian efforts (there was even a 930 released in a Ferrari-red). “It was more of a functional racing decision rather than an aesthetic one,” adds Baedeker, who recently worked on the “Curvistan” Porsche design exhibition in Bangkok. “For aerodynamic reasons, they went with the Flatnose design, which didn’t need traditional headlights.”

The Porsche 911 Flatnose, also known as the “Slantnose,” was a rare factory option under Porsche’s Sonderwunschprogramm (special wishes program) from 1982. Inspired by its dominant 935 race cars, the road version incorporated similar aerodynamic features. However, production numbers remained low due to its high cost—up to 60% more than the standard 911 Turbo. By the end of its production in 1989, only 948 units were built, making it one of the rarest 911 variants. So the sleek and somewhat sinister-looking 911 Slantnose of today is an elusive model.

A unique purchase

Piëch has been working with the resources available from Porsche to brush up on the history of this particular time due to a very astute (and somewhat lucky) purchase, which has led him to own perhaps a very exceptional vehicle from the brand’s Flatnose era. The car in question is a yellow first-generation Flatnose 3.2-litre naturally aspirated model. It was picked up in a group of Porsche models from a European dealer. It’s a special purchase Piëch is very happy about. “Everybody in the Porsche community has seen a Flatnose turbo, everyone has seen a 959S, everyone has seen a Carrera GT in a special PTS color, but only now are they reading about this car that has been forgotten by history.”

Only six of these vehicles were ever sold by Porsche, with three prototype versions lost somewhere in the long roads of history. As far as the collector community is aware, in 2024, this is currently a one-of-a-kind. For most collectors, such a vehicle (in a very Italiano yellow) would be dismissed as an aftermarket modification rather than a factory original. However, when Piëch got wind of the vehicle being for sale, he verified its origins, learning that this may indeed have been one of a limited number of “naturally aspirated” Flatnose coupes. “We were a bit surprised to learn about it because, as you know, our family background has quite a lot to do with Porsche history,” laughs Piëch. “Let’s say I gambled a bit that this was authentic—and I was lucky enough to be right.”

Porsche’s historical archives verified the car as a genuine factory model. The yellow, although not a classic Porsche color, makes sense in its historical context and makes it even more special today. “Color has always been a way to personalize cars,” explains Baedeker. “Back in the day, the options were more limited than they are now. In Central Europe, people mostly bought their Porsches in silver, dark blue, or maybe bronze.” Baedeker adds different colors to suit other countries and cultures. A white Porsche may look a little dull in Hamburg, but cruising the streets of California at sunset, the same white takes on a different character. “While in places like Switzerland, a yellow Porsche might be seen as flashy, it’s looked upon more positively in other parts of the world.”

A controversial collecting philosophy

Despite the uniqueness of this vintage yellow 911, its discovery may be met with mixed emotions from the Porsche community. Owning this 3.2-litre Flatnose is not just about having a rare car; it’s about preserving a piece of Porsche’s adventurous spirit and willingness to push the boundaries of design. “A hardcore Porsche enthusiast might not view this as a ‘classic Porsche’ because for them, a ‘classic Porsche’ has regular standing lights, with the high bars over the wheels,” the collector explains. “The Flatnose is the complete opposite of that, and some purists are not fans of these cars. But for me, these Porsche models are why so many people are in love with this brand, because at the time, in the 1980s, these were poster cars—with a real wow factor.”

Baedeker adds that the Porsche Flatnose deserves its place in a unique history of “wedge” design cars—a period of novelty and innovation in the automotive world. “The wedge design trend started in the late 60s with designers like Nuccio Bertone, Giorgetto Giugiaro and Marcello Gandini.” However, while these 1960s cars are still very organic and refined in their forms, concept cars like the Lancia Stratos Zero, Maserati Boomerang, and Alfa Romeo Carabo kicked off a trend that led to more controversial vehicles. “From one day to the next, we saw these angular, rectangular cars arrive, and people were pretty shocked,” says Baedeker. “But it was a vibe, and people became interested; the Maseratis and Ferraris of the late 1970s and early 80s basically all adopted these low-profile, angular designs. They were the equivalent of the suits of the time, with the big broad shoulders; everything was very edgy.” While Baedeker notes that Porsche moved in this direction firstly for aerodynamics, no doubt those who invested in its Flachbau road versions were motivated by a broader movement in car construction. “The design trends of the time might not have inspired Porsche, but it might have inspired the customers, which likely encouraged Porsche to make more Flatnose models.”

For Piëch, having a car with a valid talking point, a vehicle marking a moment in time, relates to his collecting philosophy. “We look to have a bit of a different garage,” he explains. “We often look at cars that are controversial and maybe not typically considered ‘collectibles’ at the moment when we buy. What’s important for us is that they have had a role in helping to create a brand—they’re part of a bigger story.” Like the yellow 911, the collector bets on lesser-appreciated models. His current pick for a value increase in the years to come is the often-maligned Porsche 996 (launched in 1997) with its teardrop headlights, often referred to as “fried eggs” for their unusual shape. “The Porsche 911 (996) model by itself is considered the only Porsche with a teardrop-shaped headlight. Traditional Porsche enthusiasts don’t favor this car because of that,” he says. “From a design perspective, the 996 strongly influenced the rest of Porsche’s models and their design language to this day. And even as their style has evolved over the last ten years, modern Porsche vehicles feature looks relating to the 996. This is exactly how we approach collecting—we look deep into the heritage of a brand and what’s changed in terms of design and over time.”

The takeaway

So what’s the takeaway for collectors, be it cars, furniture or something as small as stamps or coins? As Gregor Piëch always says, “Good wine without a great story is just fermented grapes. If we can talk about something with a story behind it that makes it unique, we can appreciate it so much more.”

Back to the Flatnose yellow 911, locked up safely in a secure compound somewhere in Europe. It remains a testament to Porsche’s innovative spirit during intense competition and market experimentation. For collectors with the right mindset, owning such a car is not just about the vehicle itself but about preserving and celebrating a pivotal moment in automotive history. And for Piëch, his philosophy is clear—a great story of innovation elevates the value of a car in his collection. It’s not just about the metal and engine; it’s about the narrative that tells the vehicle’s story.