ISSUE 012 Winter 2021 Sigma Powertrain EMAX transmission dossier l In conversation: David Hudson l 48 V systems focus l 2021 Battery Show North America and Cenex-LCV reports l Everrati Porsche 911 digest l Switching insight l Motor laminations focus

clientele, we needed to take ownership of all the procurement, integration and maintenance work, through to a safe, fully qualified and validated conversion and restoration. “We needed a customer, even one without their own donor vehicle, to be able to just point at our brochure to the model and colour they wanted, and then we’d just hand them the paperwork and the keys.” Subsequently, the three quickly worked to amass the right team for making a resto-mod that would contain exactly the right powertrain for the chassis, and drive and sound as if it had been made by Porsche 30 years ago. They started with Mike Kerr, now director of engineering at Everrati and a Porsche 911 owner and enthusiast with extensive engineering experience at OEMs including Cosworth, McLaren and Lotus. “By and large, our engineering strategy has always been to accelerate the traditional vee-model development process, chopping off the bottom of the ‘vee’ by using existing, OEM-validated components,” Kerr explains. “We’re not yet in the business of developing and building our own batteries, inverters and so on, but we want to make sure we’re using safe components that comply with regulations, with only minor changes to electric subsystems here and there, broadly to maintain the feel of the classic cars we love while also making a top-of-the-line EV.” Development history The standard (‘Pure’ edition) Everrati Porsche 911 is a wide-body coupe, capable of 0-60 mph in 4.5 seconds, producing 440 bhp (328.1 kW) and giving 180 miles of range on its 52.8 kWh battery pack, or more if driven conservatively and without crosswinds. A Signature edition is also available, which at £250,000 (not including taxes and the donor car) costs 25% more. It can reach 60 mph from rest in just under 4 seconds, produce 500 bhp, and has an expected range of 150 miles between charges. These cars constitute the second iteration of the Everrati project. The prototype was a narrow-body Targa, which was never commercialised but proved enormously useful in informing the company’s in-house competencies in integrating electric powertrains into a defined and restrictive set of chassis and noise requirements. “The Targa had a much less powerful drivetrain than what we have now in EV-resto-modding space, waiting for someone to take the leadership on making EV resto-mods as purchasable products rather than just conceptual demonstrator builds made from odd elements here and there,” Williams explains. The team quickly determined that there were no suitable companies or subsidiaries they could buy up to turn into an EV resto-modding workshop, and they would therefore have to set up their own facilities for design, integration and manufacturing from scratch. By coincidence, Williams and his friend also had a mutual friend and highly successful entrepreneur in Justin Lunny (now Everrati’s CEO). Lunny had also been motivated to enter the EV space, owing to the publicity surrounding the Jaguar E-Type Concept Zero and his daughter’s fears over the Earth’s fate should global emissions fail to be curbed. “So the three of us got talking, and decided some key points,” Williams says. “One: restoration didn’t need to be done in-house, but electrification definitely did. Two: if we wanted to sell a road-ready-EV resto-modding service to an ultra-high net worth Everrati was founded by diehard Porsche enthusiasts to make a business out of faithful EV ‘resto-modding’ of Porsche 911s (Images courtesy of Everrati) Everrati has opted to keep the same analogue controls as the original 911, which along with an augmented sound system, maintains the original’s driving feel Winter 2021 | E-Mobility Engineering 51 Digest | Everrati Porsche 911