Everrati Electric Porsche 911 Review: Heresy Never Looked (or Drove) So Good

In certain Porsche circles, any modification to the venerable 911 approaches the horrors of absolute heresy. Purists believe everyone should just put their utmost trust in the wizards of Weissach and respect the original performance of the 911 as produced in that period.

I love Porsches in general, and have owned multiple models. Yet I can still recognize that modern mechanicals and tech can greatly improve the driving experience of air-cooled 911s, mid-engined 914s, and even water-cooled 996s and Cayenne SUVs.

From updated shock dampers to thicker sway bars, better brakes, grippier tires, new bushings, and reengineered shift linkages, tasteful updates only enhance everything that made Porsches great from the start. And the market clearly agrees, considering the wild success of restomod firms like Singer or Porsche-adjacent OEMs, like Ruf. 

As the leader in aftermarket Porsche 911 EV swaps, Everrati aspires to drop in a fully electric powertrain while retaining original levels of engagement — all without chopping up the chassis, too, so that the job can always be reversed if the client so desires.

In short: Everrati’s electric Porsche conversions might attract all sorts of attention online, for better or worse. But actually driving one of these EVs will change the hearts and minds of the nastiest naysayers almost immediately. Somehow, swapping in a silent EV powertrain without sacrificing too much of the 911’s engagement — not to mention style points — only reinforces why vintage Porsches remain so incredibly valuable on the secondhand market today.

Everrati Porsche 911

Everrati

(Photo/Michael Van Runkle)

9.3

How we rate products ⓘ

Specifications

• Donor car: 1991 Porsche 911 (Type 964)
• Motor: Tesla Large Drive Unit (AC permanent magnet synchronous)
• Transmission: Single-speed, RWD
• Horsepower: 500 hp
• Torque: 369 lb.-ft.
• Battery capacity: 62 kWh
• 0-60 mph: 3.7 seconds
• Range: ~200 miles (claimed)
• Suspension: Electronically adjustable TracTive Touring dampers
• Weight: 3,234 lbs.
• MSRP: $450,000 (plus donor car)

Pros

• Stunning looks and impeccable build quality, inside and out
• Silent electric powertrain almost doubles original output
• No chassis modifications or cutting necessary, actually saves weight vs. gas engine

Cons

• No rasping Porsche flat-six or manual transmission
• Client decisions come down to personal preference
• I can’t afford it, and don’t even want to ask

Michael Van Runkle

Everrati ‘Evergreen Commission’ 1991 Porsche 911 Review

I first drove an Everrati build about 2 years ago. The performance and attention to detail impressed me, but more importantly, the coherence of each quintessential Porsche attribute shined through. So when Everrati founder Justin Lunny recently invited me to test the firm’s latest, called Evergreen Commission, I jumped at the opportunity to experience how a slightly more hardcore yet classier vision of the electric 964 generation actually drives.

The conversion I drove a few years ago was built by Everrati for Ring/Nest founder Matt Rogers. That car came in a bright electric blue with a bold interior to match, neither of which fit my taste for a stylish electric 911 restomod. But the chassis and powertrain both bridged the gap between 3 decades of automotive engineering and development.

On paper, the so-called Evergreen Commission car looks more restrained in some ways. Oak Green Metallic paint over Harvest Tan upholstery certainly plays up the quintessential Porsche style. Then again, the 964-generation RSR-inspired widebody and massive carbon-fiber wing hint at the performance potential beneath such svelte skin.

Everrati built this car to the exact specs of DirtFish rally school founder Steve Rimmer over a period of 14 months (a usual build takes 9-12 months, but this one was a bit special). But a few seconds of driving proved how much the company’s abilities have progressed in the past couple of years.

First Impressions of the Cockpit

First, I slipped into the carbon-fiber Recaro bucket seats, and then scooted rearward to adjust my foot against the brake pedal. Without a clutch, since the EV powertrain drops a stick shift, I wanted to feel out my positioning as more centered around the nonadjustable steering wheel.

There’s something familiar about all air-cooled 911s, but of course, this one isn’t air-cooled anymore — as I quickly discovered when I cranked the key to the left of the steering wheel.

Instead of the rasp of a flat-six engine, the Evergreen Commission greeted me with a mild hum that signified the electric motor and battery cells firing up. Moving the drive selector, an eminently satisfying piece of machining that requires a light lift of the collar before tugging backward, revealed Everrati’s continued commitment to smaller details.

And each detail only solidifies the overall sense of quality — as befitting a custom car that costs $450,000 to start, plus a donor car and taxes.

Porsche 964 at Heart

Everrati believes that EV swaps will help keep vintage 911s on the road for longer. This explains why this specific build started with a relatively undesirable base 964 equipped with a Tiptronic slushbox automatic.

But Rimmer wanted an RSR clone, so Lunny’s team then stripped the body down to bare metal, added widebody flares and carbon body panels, plus the big RS 3.8 rear wing and a roll cage.

500 E-Horsepower: Speed & Refinement

Next, the car received a 62kWh battery and a Tesla large drive unit tuned to put out 500 horsepower and 369 pound-feet of torque. Even pulling out of a parking lot, that increased power showed up immediately, compared to the 261 ponies for a base 964 when new.

But not with the brutal gut punch of absurdly quick modern EVs, rather instead with perfectly programmed throttle modulation. 

Everrati believes in refinement over sheer performance. So even if 500 horsepower should sound radical in an electric Porsche that still weighs less than a 964 Turbo, the Evergreen Commission always feels planted and predictable.

Dipping my right toe further into the “go” pedal (since it’s definitely not a throttle), the drivetrain spooled up with a swelling wave of thrust. This is critical given the decision to use the original Tesla limited-slip differential rather than any form of traction control.

Limited Regenerative Braking: For the Best

The braking retains ABS, though, along with mild regenerative braking that feels similar to coasting in an internal-combustion 911. The brakes themselves come from a 964 Turbo and work perfectly.

I suspect that any more regen might create weird dynamics without dual motors. Maybe even more so than the traditional 911’s weight over the rear wheels since, technically speaking, this EV conversion improves on the balance of the original car. More mass is moved inboard and between the axles.

The longer I drove, the more I understood the chassis, and, arguably the most important part: how Everrati keeps a 911 engaging without the raspy flat-six engine occupying my headspace.

In that regard, the electronically adjustable suspension from TracTive makes a huge difference. A bone-stock 964, whether a base model or all the way up to a Euro-spec Carrera RS, lacks the varying character that modern systems allow. Five pre-set modes on a tiny touchscreen ahead of the “shifter” also allow for individual settings, too. 

Modern Steering, Vintage Feel

What’s more, the steering comes into play — in a big way. Obviously, Everrati can’t use the hydraulically assisted steering available originally on some 964s. But going fully unassisted probably doesn’t fit into the modern EV conversion buyer’s mindset, either. So, a mild electrically assisted rack splits the difference without cutting into the quintessential Porsche feedback and precision.

The steering assist’s weight brings up some of Rimmer’s personal preferences that I simply can’t agree with. However, I’m not an Alcantara fan in the first place, and would prefer a Momo Prototipo wheel wrapped in real leather. But that steering feedback no doubt comes thanks to enormous HRE wheels and modern Michelin Pilot Sport 4S tires. The rears measure 295 mm wide, or more than 30% wider than a stock 964.

Big Tires, Big Grip, Big Noise

Such big wheels and wide rubber also result in more road noise. And the internal combustion engine is now gone, so it can’t mask any reverberations in the cockpit. Rimmer also wanted less sound insulation to further reduce weight.

That’s the wrong choice, in my opinion, since all-out performance isn’t the point here. And any old Porsche chassis will inevitably create a certain amount of creaks, rattles, wind rush, and tire hum. Even with a Porsche Classic head unit to stream tunes over.

Too Much Customization?

“The customer’s always right!” Right? This build has less steering assist than the previous Everrati I drove. Combined, the modern suspension and additional muscle required to turn the car, plus the decibel level, all make the car feel heavier — and therefore older — than I expected.

Don’t get me wrong, I love a sports car with fully unassisted steering. But I suspect that slightly lighter steering and maybe even more touchy throttle response would have better matched the rest of the personality. Or at least better matched the EV system’s power delivery.

Regardless of my own taste, that kind of bespoke personalization makes (or breaks) Everrati’s business model. And the electric powertrain manages solid range — around 200 miles, despite not adding weight to the original Porsche chassis.

The distribution of mass definitely feels different. A plus because the batteries and motors move inboard toward the axles without a bulky flat-six hanging off the tail. The center of gravity also seems lower, too.

Combined with the TracTive suspension, which I preferred in either the heaviest or softest settings rather than in a middle zone, the Evergreen Commission becomes fun to corner. With a communicative amount of body roll and impact absorption that sits just this side of a top-spec ICE 964. Future builds will include next-gen all-wheel drive and both traction and stability control, plus adjustable regenerative braking. 

How I’d Build Mine

For my own imaginary Everrati, I would make decisions that keep the driving dynamics as similar to a vintage Porsche 911 as possible. I would balance this with only as much modern electric performance as enhances the benefits of a classic 911. This includes an open cockpit with plenty of window glass and thin canopy pillars, a narrow nose with fender flares that reveal tire placement, and wide hips visible in the door-mounted mirrors.

For my own imaginary Everrati, I would make decisions that keep the driving dynamics as similar to a vintage Porsche 911 as possible. While highlighting how much modern electric performance only enhances the benefits of a classic 911: An open cockpit with plenty of window glass and thin canopy pillars, a narrow nose with fender flares that reveal tire placement, and wide hips visible in the door-mounted mirrors.

Not to mention the classic gauge layout, which so tastefully displays output and regen levels, plus battery state of charge. Too bad the frunk almost entirely evaporates due to the batteries. Just another reason to support the rear seat delete, I suppose, given how small they are anyhow.

I also find it odd that the front charge port, hidden beneath the gasoline filler flap, doesn’t support fast charging. The fast charge port is at the rear. This means that Rimmer will need to back up to any fast charger without (gasp!) a rearview camera.

Even despite my differences of opinion, though, the Evergreen Commission is still an undeniable blast to drive. And despite the lack of a rowdy flat-six, it still turned heads almost everywhere Lunny and I went in Orange County.

It’s not quite a Singer, but I’d say it’s about as close as an EV can get.

Everrati ‘Evergreen Commission’ 1991 Porsche 911: Conclusions

Who would have guessed the classic 911 would go electric before Porsche threw in the inevitable towel on newer generations? Everrati’s 964 conversions arguably set the industry standard — going far beyond proof of concept and actually creating an engaging sports car with an undeniably unique character.

I’d still prefer a perfect gas-powered 964, and, obviously, one with a manual transmission. But, restoring and modifying an ICE 964 to this level of perfection might arguably cost even more. An Everrati delivers more power and more torque while handling even better than an original car, too.

All without any oil leaks to ruin the garage floor or exhaust roar to wake up the neighbors — the latter especially important for European customers coping with aggressive urban restrictions for ICE vehicles. In my dreamiest of dream garages, I’d have a matching pair. A Rubystone Euro-spec Carrera RS in pristine original condition and an immaculate Everrati EV to match.

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