That unmistakable whir of a fan colling a flat-6 engine; a hallmark sound unique to driving a Porsche 911. Hey…I have an idea. Let’s remove it along with the manual transmission. Yeah…that should pretty much kill the priceless driving experience of the world’s most successful sportscar. Oh…but it gets better. We’re going to remove that red needle dancing up and down in the center-mounted tach. In fact, we are going to take almost everything out of the original 911 experience, and charge you more than the original. Do you want in?
Brilliance or Blasphemy?
The Everrati Type 964 RSR meets expectations. It drives like any air-cooled 911 but with significantly more speed. Without a genuine RS 3.8 for comparison, distinguishing differences beyond the absence of gear shifts and engine noise would be difficult. Everrati and Aria Group (responsible for Singer’s first 150 cars) successfully replicated the characteristics of the gas-powered 911 RS 3.8.
Testing its handling, we trailed the brakes into a tight corner. The modern tires maintained stability, though the rear hinted at movement. The 911’s distinct weight distribution remains apparent. The car responds to input with agility, maintaining a balance between engagement and control. It behaves much like any 964 on wide, contemporary tires.
Neither the steering nor the brakes disrupt the experience. The Type 964 RSR includes power steering, tuned for minimal assistance to preserve the original feel. It remains heavy at low speeds but lightens naturally as velocity increases, mimicking an unassisted rack. It even builds resistance in corners. The only notable difference is the absence of tramlining common to unassisted systems.
The upgraded brakes provide stronger initial bite than expected for a car of this era but maintain proportional stopping power relative to its performance. The response is dictated more by pedal travel than pressure, offering a linear and predictable feel. The regenerative braking is barely noticeable.
The additional power and electric motor’s delivery are undeniable. Everrati estimates a 0–60 mph time of 3.7 seconds, nearly a second faster than the original 3.8 RS. Unlike the naturally aspirated flat-six, the electric motor delivers immediate torque. Under hard acceleration, the car pulls like a 993-series 911 Turbo but without lag or gear changes. Power delivery remains strong at any speed, tapering off past triple digits. The upgraded tires provide traction, allowing aggressive corner exits without significant oversteer risk.
The interior reflects a mix of past and present. The gear selector operates with a simple forward motion for reverse and back for drive. A small touchscreen in front of it controls motor settings and suspension adjustments. The Porsche Classic Radio, while modern, retains a factory connection. Everrati also modified the gauges to display essential electric metrics, such as battery temperature, while preserving the vintage aesthetic.
Verdict
The biggest disappointment is a loss of engine noise. Consider whether the distinct mechanical sound of a late air-cooled 911 is something you can’t do without. Does a silent version of the car diminish its appeal to you? Is it worth sacrificing power and torque, along with accepting the maintenance demands of an internal combustion engine?
Then there’s shifting. Can you accept what is essentially the best automatic transmission ever fitted to an air-cooled 911? How important is manual control to you? Everrati has stated that a manual transmission is possible if a customer is willing to fund the development, but with the electric motor’s torque, most driving would only require second and fourth gears. Would that truly enhance the experience?
If these considerations are acceptable, the only other trade-offs are range and charging. Everrati estimates approximately 200 miles per charge—about half the range of a gas-powered 964. Charging also takes longer than refueling, with a maximum rate of 150 kW on a CCS DC fast charger. The fast-charging port is under the engine cover, which must remain open during charging. Level 2 home charging is available through a J1772 plug located under the original fuel filler door.
Beyond these factors, the differences end. Less noise, shorter range, and longer charging times are the costs of gaining twice the horsepower, significantly more torque, and reduced maintenance. If an electric 911 is not a deal-breaker in principle, the trade-off is reasonable.
Whether it justifies the $450,000 starting price is another question and ultimately a personal decision. For about twice the price of a genuine Porsche 911 RS 3.8, the package includes a full concours-level restoration, carbon-fiber bodywork, customization of colors and wheels, bolt-on mechanical upgrades, and a fully reversible EV conversion that requires no structural modifications.
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Above content © 2025 Everrati / MotorTrend reviewed and edited by Rex McAfee
