APP EV’s Porsche 911 Plug & Play EV Conversion Retains This Classic’s Soul

These are exciting times we are living in! A new era of go-fast technology is being blended with classic metal in a way that was unimaginable to most a decade ago. In some ways, it’s the same type of hot rodding we’ve seen over generations. Only now, power comes from high voltage batteries coupled to (in many cases) incredibly potent electric motors. The case of APP EV’s Porsche is no different. 

 This is designed for classic Porsche owners, so it begs to mention that no stone was left unturned.

What is different is the company’s approach to the conversion process. Unlike systems that include the necessary components to properly convert a vehicle but leave integration of the system to the specialist (of which there are some good ones), APP EV’s system is completely Plug & Play. And we mean completely. There is no cutting, no drilling, and no fabrication whatsoever. The harnesses are complete, and the motor and batteries are pre-installed on high-strength carbon fiber subframes. The ICE driveline comes out, and the APP EV system goes in. The company tells us that they have the conversion time down to three days, assuming you start with a restored chassis (or at least one you are happy driving).

The beautiful example I am stepping into for a quick drive is, admittedly, not a perfect one, but it wasn’t intended to be. It is their development vehicle, so it lacks the sound deadening and restoration touches that some may want, which wasn’t their concern (they are in the process of restoring it now and promised a deeper look upon completion – we’ll have a video for you). This kit is designed for professional installers; APP is not a conversion shop. They just happen to make what may be the first Plug & Play conversion system.

What it does have is all of the pieces that make this system integrate seamlessly into any 1969-1989 F- or G-bodied Porsche 911, and we have an opportunity to play with it.

The Mission

From the start APP EV’s mission was to design a system that (in their words) does not remove the soul of the vehicle. That meant they had to address several concerns. The most important was to ensure that the chassis and body were completely untouched during the conversion process, which meant designing a kit that uses all of the factory mounting locations and bolt holes. This was achieved primarily through the use 3D vehicle scanning and CAD-designed carbon fiber subframes front and rear to house the motor and batteries. These subframes (works of art) are fastened using hardware that is crash-tested to 20G deceleration. If you wanted to, you could revert it back to ICE, but why would you?

And then there’s the manual trans, an integral part of the 911 experience. We all know it isn’t necessary, but if you want to keep that soul, it really is necessary. Which is why the Cascadia iM-225-sourced motor is mated to the factory transmission.

Finally, there’s the cabin. While modern gauges may fit in a lot of conversions, keeping the inside as original as possible was paramount. To this end, Speedhut-designed analog-style gauges replace the factory ICE gauges for proper interior aesthetic. The only nod to its modern powertrain is a keypad for turning it on and selecting drive modes. There is also a small digital dash that is included to provide system info, but we imagine this will be tucked away in most of the 911s that will convert to the APP EV system.

The Kit

This is designed for classic Porsche owners, so it begs to mention that no stone was left unturned. Every component is new. As mentioned, the motor is Borg-Warner (Cascadia) sourced, the controlling electronics are from AEM EV, the BMS is an Orion unit, the cooling loop hardware (for batteries and motor/inverter) are new, the high voltage harnesses are new and exact for simple connection, a new low-voltage harness, also fully terminated and ready to snap together, is included. The batteries are OEM-derived and tested to 150,000 miles.

Speaking of batteries, the packs are encased in fire-retardant carbon-Kevlar-fiberglass enclosures. They are stunning. They are also fully sealed and encased, which means they can be mounted in any configuration. APP EV’s battery packs are the only thing the company offers separately from its Plug & Play systems.

The four packs are arranged in a 3S4P configuration and add up to 73 kWh of energy storage, good for up to 250 miles of range if you aren’t smashing the pedal constantly. Charging capability includes Level I and Level II standard using a J1772 plug.

The Driving Experience

As we slide into the driver’s seat we are told that that the key wakes the system, and then drive mode is selected using the keypad mounted next to the factory HVAC controls. Once engaged, it acts just like it would with the ICE, only without the sound. In fact, there are three power modes: one that APP EV’s engineers designed to replicate the 188 horsepower and 197 lbs./ft torque powerband of the factory engine in a 1983 SC M/T 911, one that provides all 320 horsepower and 370 lbs./ft of torque at 2000rpm on from the Cascadia motor, and a third for commuting because – let’s face it – no one likes to shift in traffic. In that mode, the driver puts the car in 3rd (no clutch) and drives it like an automatic in a torque optimized power mode.

Without an ICE counterpart to compare it to, we can say that the factory powerband setting feels correct, bringing in power where you expect. The sensation of purity is enhanced by the similar curb weights (2850 lbs. APP EV vs. 2676 Factory) and it feels stiffer. APP EV says that is because of the rigidity of the carbon-fiber subframes. In the power mode it accelerates through turns with real vigor, embarrassing muscle cars at a stoplight, and if you wanted to, it can provide the tail happy wagging 911 owners know and love. We didn’t try it, but we know it’s there.

Inside, it looks and feels like a 911. The gauges look correct, and except for the keypad and screen, both of which can be hidden, you wouldn’t know. From outside, the only differentiator is the livery running down the sides. It’s truly plug & play, and it feels intentional, not pieced together. To that end, APP has undergone the process of achieving TUV certification for the European market.

The Why

We are one of the few to address the elephant in the room, but there is already legislation in Europe prohibiting older gas cars from entering city limits. With the impending restrictions globally of petrol cars in urban environments, the ability to enjoy these cars will be diminished. If you love your 911 and want to drive it without losing the ability to revert it, or losing its ‘soul’, APP EV’s system will future proof it.

Conclusion

After a short jaunt of several miles, we returned but are left wanting for more. The car is scheduled to head south to CA in the spring, and we will be in town, so we are lining up a longer drive, and hopefully some track time, very soon. In the meantime, we are sharing company owner Jeremy Barras’ video of driving, which outlines the vehicle in his own words. Keep an eye out for ours very soon.

SPECS

• Motor/Inverter: Cascadia iM-225-DX-D
• Max Power: 320 HP
• Max Torque: 370 TQ
• Mounts: Proprietary CAD-designed, sealed carbon-fiber composite subframes
• Driveline Configuration: RWD, factory manual transmission
• Batteries: VDA355mm A123 Battery modules
• BMS: Orion
• Capacity: 74 kWh
• Charging: Level I/Level II
• Charging Port: J1772
• Software: AEM EV
• Installation: Available through qualified, authorized installation facilities (contact APP EV)
  

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