The foundation is the 964, produced between 1989 and 1993. From there, the car borrows from the generations before it and from those that followed: a best-of rather than a backdate. The uninitiated see a 911. The initiated see how much has changed.

The whole car is rebuilt under one roof. Each one is stripped to bare metal, reworked in sheet, given a cathodic dip coating, then painted to a colour chosen with the owner. Almost two years of development stand behind the first one.

The prototype is the first of a small series. Carrera 2, Carrera 4, coupé, cabriolet and the rare Targa: each donor is prepared in our workshop, and an owner’s own 964 can serve as the base. Every car is delivered with a full warranty and remains serviceable in the manufacturer’s network worldwide.

The axle and chassis assembly are completely overhauled, with nothing carried over untouched. It is the part of the car that is never photographed, and the one that decides how it drives.

 

The spring struts are pre-assembled with a spring and damper set-up developed specifically for this car, with the help of a specialist in 964 Cup suspension. The complete braking system is taken from the 964 Turbo, and the oil cooler, its hoses and its lines are made from new parts.

 

Two eighteen-inch wheels were drawn for it, both using the central lock of modern motorsport: one a new reading of the five-spoke classic, the other a tribute to the 935.

Air-cooled, 3.8 litres in place of the standard 3.6, driving a revised five-speed gearbox with a limited slip differential. The character of the original is preserved, and its delivery is sharpened.

The dual ignition gives way to a racing injection system with single throttle valves, freely programmable and mapped car by car. Every owner receives the performance diagram of their own engine.

The engine bay is finished like a visible surface: weld seams levelled, openings closed, panels painted in body colour, wiring concealed, and the flat-six itself in wrinkle coating.

The bodywork is widened by 3 centimetres at the front and 5 at the rear, with a radius made deliberately symmetrical. The arches lean back in a teardrop, in the manner of the ST of 1970. Few observers work out why the proportions read as they do, and that is precisely the intention.

The roof panel is new, drawn with fine lengthwise grooves in the style of the 991: prototyping it with templates alone took more than a week. The front apron is formed in a carbon and kevlar composite, its centre section quoting the 2.7 RS, while the diffuser and its central twin tailpipes answer the most recent generations.

The windscreen and the rear window are 993 parts, bonded rather than sealed, which allows a far narrower joint. The filler neck remains exposed on the fender, as it is in motorsport, under a machined aluminium cap with 3 indentations for grip.

The dashboard is redrawn and inlaid with milled aluminium. The roof lining answers the grooves of the roof outside, moulded in real carbon. The tub shell is produced in four composite parts, so that the cabin reads as a single piece.

5 analogue dials, electric sports seats, and a 964 gearshift returned to new condition. Carpet, leather and fabric are chosen by the owner. New insulation throughout gives the car the silence of a modern one, from the moment the doors close.