X83 (Japan), X84 (ROW) and X85 (USA), the Turbo S Flatnose, was available in the USA as a $60,179 USD option on top of the base price $99,000 USD Turbo 3.6. The “Flatnose” option was available when ordering the no charge ’36S’ option ‘1994 Turbo “S” Model’. In addition to the Flatnose fenders, it also included the ‘X88’ option or ‘Turbo S’ motor, the ‘X92’ Exclusive front spoiler, ‘X93’ Exclusive rear spoiler and ‘X99’ Exclusive rear fender vents. The flatnose option was designed around the model 968 front end for the ROW and USA versions and the 930 style Turbo S front end for Japan (right down to the sill covers on the fenders).
The cars were available with all M options, interior trim and exterior colors.
The ‘X92’ Exclusive front spoiler was actually taken from the 964 3.8 RS and married to special ‘bow window’ air inlets or ‘vents’ for oil cooling also lifted from the RS (USA and Japan only). All USA and Japan versions featured fog lights deleted (RS air inlets) but most ROW cars came with Tech Art air inlets with integrated fog lights. It is interesting to note that Porsche’s illustrations on technical bulletins Xe and Group X 9401 (for the USA) show the Flatnose car with what are clearly Tech Art air inlets with integrated fog lights. On stock USA units a simple screen in air inlets served to block large foreign matter from entering the bumper shell. The right front air duct feeds air to the front oil coolers the left to the air conditioner condenser.
The ‘X93’ Exclusive Special Turbo ‘S’ Rear Spoiler was unique to this model. The 1994 Turbo S was also the first production Porsche 911 Turbo with the complete wing painted the body color. The large floppy eared Turbo 3.6 ‘S’ spoiler is to date the biggest ‘tail’ to ever appear on a Porsche production street car. For Japan, the standard 3.6 turbo rear spoiler was available as was the 964 3.8 RS rear spoiler.
The ‘X99’ Exclusive rear fender vents were similar to those featured on the prior years 3.3 Turbo S. The air inlets in the rear panels were for engine cooling and do not feed any air to the brakes. For Japan the air inlets featured lands as in the prior 930 Turbo S models. The air inlets on the right and left are not symmetrical in size. The right (passenger) side is narrower to accommodate the oil tank located behind the quarter panel which services both the standard and auxiliary oil tanks.
The car featured pop up headlights married to a “Flatnose” design which incorporated a complex additional wiring harness and washer system. The interior front boot was specially designed to accommodate the washer system for the pop up headlights and to provide access to the headlight release levers.
Brakes were “big reds” standard on the Turbo 3.6 and wheels were 18″ “Speedline for Porsche” (with lettering) and came standard with polished form centers (as compared to the silver painted centers on the 3.6 Turbo), but available with optional paint to match centers. The front brakes at 322/32 mm were the same as later big reds and the rears were the “little” big reds at 298/28 mm. Running gear was standard Turbo 3.6 equipment (21/22 mm fr/rr anti-roll bars and Boge dampers). The 1994 Turbo S (and standard Turbo) featured Yokohama A008’s and are the only production Porsches ever delivered with Yokohama tires as standard equipment (option M235).
The motor was the 3.6 liter ‘X88’ option M64/50 S mated to the G50/52 five speed transmission generating a factory rated 283 kW or 385 HP. The ‘S’ stamp denotes the increased output engine. An auxiliary oil cooler was also part of the X88 option. The engine featured specially modified cylinder heads with different than standard inlet and exhaust ports, upgraded camshafts, modified timing gearwheel, and the K27 7006 turbo charger. Valve timing was also advanced from standard for more overlap and richer mixture. The standard Turbo 3.6 intercooler was used. The G50/52 transmission featured an “asymmetrical” limited slip differential. All X88 optioned cars also had option M220 a ZF locking differential designed to limit lift off oversteer with 40% (standard turbo 20%) locking factor when the rear wheels are driven and up to 100% on overrun under extreme engine braking.
The finishing touch was ‘XE2’ ‘four-pipe exhaust’ which are two twin-pipe exhaust tips – a design featured carried over from the 930 Turbo S and on through to today.