First Drive: This Porsche 911 by Everrati Turns an Air-Cooled 964 Into a 500-HP EV
Ever since Singer opened the floodgates, it’s as if six and seven-figure Porsche restomods have become as common as Corollas. Throw a stone during Monterey Car Week, and you’ll hit a half-dozen builders claiming to offer a unique take on what’s ultimately the same concept: take an old Porsche 911, restore it, partially modernize it with new components, and maybe throw in a spicy motor to top it all off.
The car I’ve come to Costa Mesa, CA to drive is indeed yet another Porsche restomod, but this one has a twist. Built by Britain-based Everrati, this is an air-cooled 911 sans the aircooled bit. This car’s naturally aspirated flat-six goes out, and in goes a battery pack, a single-speed transmission, and an electric motor. How’s that for unique?
The more pressing question, however, isn’t: can Everrati successfully electrify a classic 911, but whether or not it should have in the first place.
I’m somewhat skeptical as I walk up to the Oak Green Metallic 964-generation 911 with a charging cable snaking out from beneath its rear decklid. Soon, we’ll tackle some morning traffic and a winding mountain road. Everrati Founder and CEO Justin Lunny is riding passenger today. We disconnect the charger, settle into this car’s leather-wrapped Recaro Pole Position bucket seats, and set off.
My skepticism stems from my own closeness to air-cooled 911s. They’ve been in my family since I was born, and when I turned 16, I learned to drive stickshift in the very car I still own. It also serves a practical purpose, acting as a palette cleanser between drives in new vehicles. It’s a constant reminder of what talkative inputs and an actual sports car should feel like.
As I work through thinning morning traffic, the driving experience is foreign yet familiar. From behind the wheel, there are few visuals to indicate that this is anything other than an old 911. The interior is tastefully leather and suede-wrapped, incorporating a smaller Momo Prototipo steering wheel and roll bar.
To the left of the wheel, its state of charge indicator slots exactly where the fuel level indicator would be while the battery temperature gauge replaces the engine oil temp readout. On the right, you’ll find a conventional two-handed clock and an analog speedometer accented by a small display indicating your state of charge.
If anything, the only gauge that strikes me as entirely different is the central tachometer, now replaced by an output indicator measured in kilowatts. A new AC system blows cold air like you’d expect from a modern car, while Porsche’s Classic Radio allows for direct smartphone integration. A subtle Everrati touchscreen enables you to make quick drive mode and suspension changes.
The elephant in the room sits right between the twin bucket seats: this car’s automatic gear selector. However, as Lunny points out a few miles in, Everrati only purchases donor cars fitted with Porsche’s less-than-stellar Triptronic automatic transmission, presumably because these less desirable cars are cheaper, but also because it means there’s no need to cannibalize a manual 964.
As I ask more questions about Everrati’s process, I realize cannibalize is the wrong word, as Lunny chimes in, stating that all of Everrati’s modifications are fully reversible. Of course, why you’d spend the time and money to convert your now $450,000 electric Porsche back into an internal combustion original that would be worth a quarter of that figure is another question entirely.
This particular Oak Green Metallic car, aptly named the Evergreen Commission, is owned by DirtFish Rally School Founder Steve Rimmer. This should give you some insight into why this car is built as an RSR tribute on the outside with all the matching sporty hardware on the inside.
When I ask Lunny who this car is for, his answer is surprising. Lunny tells me that out of the 11 total Porsche commissions Everrati has built, most customers have never owned an air-cooled 911. They want the vintage Porsche aesthetic without the challenges of driving around in a car powered by an over-30-year-old engine whose basic design dates back to the early 60s. I’d throw in the costs of maintaining an air-cooled Porsche, but we’re talking about an over $450,000 restomod here, so they’re hardly relevant.
Regardless, this insight helps put into perspective what I’m feeling behind the wheel. As you might expect from a car with an electric powertrain, it’s far quieter, even if more wind and road noise permeates the cabin. Its power delivery is effortlessly smooth, and developing 500 horsepower and 369 pound-feet of torque, it’s far more potent than stock. With no gears to shift through, the experience is quite zen. It’s the kind of car you could easily get into every day and drive around without much effort. That is, as long as you don’t mind nestling into a Recaro Pole Position.
This car sports electronically adjustable coilover suspension by TracTive, a set of five-spoke HRE Wheels finished in a gaudy gold color, and Michelin Pilot Sport 4 S rubber. The resulting ride is quite firm, making it less daily drivable. However, it’s worth mentioning that these were the components Everrati installed on this particular build. According to Lunny, this car weighs about 40 fewer pounds than a 964 Turbo. Tipping the scales at around 3,200 lb, a slightly softer setup could be an option.
Everrati achieves these weight savings by implementing carbon fiber body panels such as this car’s roof, fenders, and rear wing. By splitting its 62-kilowatt-hour battery pack into two units, this electrified 911 retains a rear-biased weight distribution of 40/60. However, you lose considerable front storage space. Everrati claims it’ll travel around 200 miles and charge from 20 to 80 percent in 40 minutes when connected to a 70-kilowatt fast charger.
Now on the winding mountain road, the benefits of this car’s extra power, firm suspension, and larger tires come into play. A blip of the accelerator results in an instant burst of acceleration from the rear-mounted electric motor. It puts the power down through a limited-slip differential, allowing this rear-drive EV to hit 60 mph in 3.7 seconds.
Despite its impressive straight-line acceleration, its weight distribution means you still have to drive it like a rear-engined Porsche. Brake hard in a straight line, turn in, and back on the accelerator to settle the rear. Because the front battery pack lives roughly where this car’s gas tank would be, this EV does an admirable job of preserving the stock car’s light front-end feel. However, its upgraded suspension means it corners far flatter than a standard 964, which can often feel floaty with its factory suspension.
This car inherits its brakes from the 964 Turbo. However, Everrati incorporates its regenerative braking system that works in concert with them, limiting how much you have to lean on that left pedal. The integration of the new and old systems is nicely dialed in. And because the cabin is essentially unchanged, you still have excellent visibility and the feeling that you’re driving something small.
If you’re wondering why I’ve not mentioned this car’s steering, it’s no accident. Everrati integrates its own power steering system, with Lunny letting me know that his company tunes it to mimick the stock car’s setup. On the tighter turns, it certainly does an admirable job. It picks up weight nicely, and it’s still plenty talkative.
However, you can sense that it’s artificially weighted at slow speeds. During maneuvers, the steering’s effort curve is largely inconsistent, with the system randomly oscillating between being heavy and light despite no real change in speed.
After a few hours on the road, the answer to my first question is clear. Everrati pairs a very effective electric conversion system with excellent restoration work. From the exterior finish to its re-trimmed interior, this Porsche 911 looks and feels like a high-quality item. And given the seamless integration of its electric motor and battery pack, it’s an excellent tool for daily driving and canyon carving for someone who wants the air-cooled look without noise or emissions.
However, unlike other vehicles Everrati converts, such as the Mercedes-Benz “Pagoda” SL and the Land Rover Series IIA, this 911’s appeal shrinks if you’ve already experienced its internal combustion counterpart. Unlike the Benz and Rover, two machines with much to gain from a more reliable and refined powertrain, this car’s unique engine configuration is central to its appeal. This $450,000 restomod isn’t just unlike the others. It’s for an entirely different kind of enthusiast.
Tags: Featured
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First Drive: The ICON Bronco EV Is A 500-HP Vintage Off-Roader You Can Drive Daily
by Gabriel Vega
in Reviews
Over the years, there’s a response I’ve come to expect from readers and enthusiasts I meet. Whenever I mention that I’m reviewing a restomod, regardless of make or model, I’m met with some version of the following.
“That’s cool, but have you driven an ICON?”
Up until a few days ago, I hadn’t. Based in Chatsworth, California, ICON practically pioneered the restomod space. Its focus on quality and obsession with details means it also sets the standard by which competitors measure up. You’d be surprised to learn just how many companies pitch their products for review by claiming to be “like ICON” only to then add “but cheaper” or “with quicker build times” or some other modifier that’s meaningless when discussing re-engineered classics costing well over six figures.
I stand in ICON’s expansive workshop, surrounded by completed cars, in-progress builds, and a few body-less frames. Fast and cheap seem like foreign concepts here. Company founder and CEO Jonathan Ward leads the tour alongside Moment Motors founder Marc Davis. Ward moves quickly, in one instance pointing to the weld quality on a chassis, the next showcasing a unique fabric sourced for an upcoming build, only to pivot yet again, excited to discuss projects he’d like to take on. It quickly becomes apparent that ICON’s enthusiasm and detail obsession start at the very top.
However, I’m not here to drive one of the Toyota Land Cruisers that put ICON, formerly an FJ restoration and servicing center known as TLC, on the map. Instead, Ward and Davis led me to a matte black prototype parked in the middle of the workshop. At first glance, it looks like one of the many Ford Broncos the builder sells alongside its lineup of Chevy Thriftmasters. Still, a decal adorning its rear quarter panel denotes a key difference. Its hood doesn’t hide a fresh crate V8 from Ford but a battery pack instead. ICON’s first electric restomod is a $449,000 off-roader, of which just ten will ever exist.
I use the word “first” loosely because Ward says this isn’t the first time he’s swapped cylinders for batteries. However, his previous attempts only confirmed that the technology wasn’t ready to be incorporated into an ICON build. Moment Motors joined the project with solutions, the Austin-based firm having experience in electric-swapping cars of various makes and models. Over an 18-month development cycle, the two companies poured over 5,000 hours into creating an electric drivetrain explicitly designed for this application.
I see the battery pack hidden below as Ward raises the prototype’s hood. Split into two enclosures, the second nestled beneath the truck’s rear end, it sports a total capacity of 105 kilowatt-hours. The electrons it stores flow to a centrally-mounted drive unit that replaces this truck’s transmission and transfer case. Mated to a full-time all-wheel-drive system, this setup develops 500 horsepower and 440 pound-feet of torque, allowing a time to 60 mph of just 4.5 seconds. ICON estimates up to 200 miles of real-world range from this 400-volt system and can jump from 20 to 80 percent state of charge in under an hour when DC fast charging.
As we pull out of the workshop and in search of a winding road, the benefits of an electrified classic are instantly recognizable. As I’m sure many of you have also learned the hard way, vintage car ownership takes commitment. A level of dedication beyond the ability to keep a cool head during a breakdown or a willingness to stomach costly repair builds. Modern cars have spoiled us, and it’s not until we get behind the wheel of something decades old that we realize just how well-isolated, comfortable, and easy to drive they’ve become.
Having grown up around older off-roaders, I’m familiar with how archaic the experience can feel as a driver and passenger. Before stepping into the EV, however, Ward suggests I familiarize myself with ICON by taking a V8-powered Bronco for a quick spin; this two-tone example sports a manual transmission.
A few miles in, I’m comfortable behind the wheel. It’s easy to drive. It accelerates, stops, and steers beautifully while retaining its vintage charm, a feat the original could only dream of. A free-flowing exhaust allows its V8 to sing its burbly note on the throttle while underscoring the experience with a rowdy note at idle. It’s, without question, the best driving restomod I’ve tested to date, one that feels thoroughly developed, not just the byproduct of off-the-shelf components thrown together under pretty bodywork.
However, the EV manages to be even better. The electric Bronco adds a level of refinement to the experience that only broadens its use case. As a fan of naturally aspirated V8s, even I can instantly see the appeal. The internal combustion truck might be a thriller but remains a vehicle for special occasions. It is the kind of thing you’d take out for a Sunday drive along the Pacific Coast or to cruise on the open road. Its electric twin, however, shines by being far more of a go-anywhere, do-anything sort of machine.
It’s not even its tremendous power output that impresses most, as ICON has opted to reduce it for this drive while it finalizes the calibration of its max output Sport mode. Yet, as we cruise in the middle Normal setting with Eco available to maximize range, this Bronco’s electric drive unit introduces a level of smoothness to the driving experience that further bridges the gap between a modern vehicle and a classic.
Its central screen, the same unit that houses its reverse camera while offering Apple CarPlay and Android Auto connectivity, doubles as the control for this truck’s drive modes while also displaying drivetrain information. An analog gauge left of the steering wheel retains the vibe of its original counterpart and incorporates only a small display.
Its electro-hydraulic steering is relatively light and, crucially for a proper off-roader, has no issues tracking straight without constant inputs. Its upsized Brembo brakes offer plenty of stopping power but don’t produce unnecessary noise around town. Despite swapping an internal combustion engine in favor of batteries, this Bronco retains the formula integral to ICON’s success. It pairs a bespoke Reiger suspension with the builder’s multi-link setup. It sports Currie axles, an ARB locking front differential, and a limited-slip unit out back.
Weighing in at 5,420 pounds, ICON’s first EV is far heavier than its internal combustion twin. Yet, its split battery pack allows it to retain good weight distribution while its added heft helps further smooth the ride. The two halves of the pack are enclosed in waterproof housings, meaning they can be submerged in up to 3.3 feet of water for up to 30 minutes without issue.
Ward jumps into the driver’s seat on the way back to his workshop, eager to demonstrate the truck’s max output mode. As we reach a highway underpass, he floors the accelerator, and this decade-old truck takes off. Quick EVs are nothing new, but this level of instant performance is far more striking when it powers a tall vintage off-roader.
Herein lies the ICON EV Bronco’s greatest strength. Like the V8-powered truck I drove earlier, its driving experience is far from what you’d get from an unrestored original, yet even its adoption of electric propulsion fails to detract from its vintage character. This still ultimately feels like an old truck, just one whose improved ease of use makes it far more approachable to more people. Its use case broadens from idyllic drives to being genuinely daily usable, and more miles behind the wheels means more miles enjoyed.
ICON plans to build ten units of its EV Bronco as part of a special edition series. Offered in both the Old School and New School styles, it starts at $449,000, with deliveries expected to begin later this year. Ward plans to ensure that no two examples are identical, each custom-tailored to its owner.
Back at the builder’s workshop, it’s clear why I kept hearing the same statement from readers and enthusiasts year after year. ICON might have pioneered the space, but its reputation lives on because it builds the best restomods I’ve ever driven. There’s a completeness to these trucks that I haven’t experienced before, a byproduct of their extensive development and re-engineering.
While the EV Bronco is a first for the brand, it isn’t the first restomod to adopt this powertrain configuration. Yet, by waiting until it can offer a package designed for this specific application, ICON’s attention to detail and thoughtful engineering mean that its first foray into the world of electric classics feels like a step forward for how versatile and usable a restomod can be.
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