Light­weight spe­cial de­vel­oped with help from Wil­liams F1, Hans Mezger and Norbert Singer to be ba­sis of a rad­i­cal new gen­er­a­tion of re­stored and mod­i­fied 911s

911 Porsche World - - This month -

Singer, Wil­liams and Mezger. Just three of the names in­volved in what must surely be the most spec­tac­u­lar resto­mod 911 project yet con­ceived. Singer Ve­hi­cle De­sign has re­vealed its lat­est and most ex­treme cre­ation yet, known as the Dy­nam­ics and Lightweight­ing Study or the DLS for short. The new 500hp mon­ster weighs just 990kg and takes Singer's resto­mod­ded 911 phi­los­o­phy to new ex­tremes with ul­tra­ad­vanced chas­sis, aero­dy­namic and en­gine en­hance­ments. To be built in co­op­er­a­tion with Wil­liams Ad­vanced En­gi­neer­ing at a new fa­cil­ity in the UK, there has surely never been an air-cooled 911 quite like this.

On that very sub­ject, the DLS does in­deed re­main air-cooled de­spite ex­tract­ing 500hp from a nat­u­rally-as­pi­rated flat six. For the DLS, Singer teamed up with not only Wil­liams Ad­vanced En­gi­neer­ing, the con­sul­tancy arm of the famous For­mula One team. In some­thing of a PR coup, Singer also man­aged to se­cure the ser­vices of none other than Hans Mezger as an en­gine de­vel­op­ment con­sul­tant. That's right, the man who gave his name to the hal­lowed Mezger en­gine that pow­ered the orig­i­nal 1963 911 and was such an en­dur­ing de­sign it formed the ba­sis of Porsche's high­est per­form­ing nat­u­rally as­pi­rated 911 en­gines right up to the end of the sec­ond-gen­er­a­tion Type-997 se­ries in 2012.

The re­sult is a newly de­vel­oped flat-six with four valves per cylin­der and that stun­ning Gt3-ri­valling 500hp out­put. But Mezger isn't the only 'name' in­volved with the project. Rac­ing driver Marino Fran­chitti and jour­nal­ist Chris Har­ris, lat­terly of Top Gear fame, are serv­ing as ve­hi­cle dy­nam­ics de­vel­op­ment con­sul­tants and work­ing in close col­lab­o­ra­tion with Wil­liams Ad­vanced En­gi­neer­ing’s ded­i­cated ve­hi­cle de­vel­op­ment team. Norbert Singer – he of 917 fame, among sev­eral other rac­ing icons he helped cre­ate – also lent a hand. Nice.

As ex­cit­ing as the en­gine sounds, it's just one piece of a much big­ger pic­ture. Once again, the core propo­si­tion is a re­stored and mod­i­fied 911 based on the

The shape re­mains the same, but ev­ery­thing else has changed. Singer DLS is a truly mod­ern take on the clas­sic 911. De­sign part­ners read like a who’s who and in­clude Wil­liams Ad­vanced En­gi­neer­ing and Porsche en­gine guru, Hans Mezger

Type-964. But in this case, the DLS initially came about in re­sponse to the par­tic­u­larly ex­act­ing re­quire­ments of Scott Blat­tner, a Porsche en­thu­si­ast and ex­ist­ing Singer cus­tomer. The aim was to achieve the max­i­mum dy­namic gains via the ul­ti­mate in ad­vanced tech­nol­ogy and en­gi­neer­ing.

Over two years, Singer says ev­ery as­pect of the car was en­hanced and honed. De­tails in­clude un­der­body and sur­face aero per­for­mance op­ti­mised through com­pu­ta­tional fluid dy­nam­ics anal­y­sis by Wil­liams Ad­vanced En­gi­neer­ing and in con­sul­ta­tion with Norbert Singer. Singer reck­ons weight re­duc­tion has been achieved in all ar­eas of the car in­clud­ing the sus­pen­sion us­ing mag­ne­sium, ti­ta­nium, car­bon-fi­bre and other ad­vanced ma­te­ri­als and con­tribut­ing to a min­i­mum ve­hi­cle weight of 990kg.

Fur­ther tech­ni­cal high­lights in­clude be­spoke Miche­lin Pi­lot Sport Cup 2 tyres, 18-inch forged mag­ne­sium wheels from BBS com­plete with cen­tre-lock lo­ca­tion, light­weight BBS brakes with car­bon com­pos­ite ro­tors, a six-speed Hew­land trans­mis­sion with mag­ne­sium cas­ing and be­spoke dampers from the wizards at EXETC. It is, we think you'll agree, a roll call of fea­tures, tech­nolo­gies, famous fig­ures and high per­for­mance brands the likes of which has surely never been drawn to­gether for a 911 resto­mod project.

Over to Singer head hon­cho Rob Dickinson. “On a tech­ni­cal level, the study has been fas­ci­nat­ing and has re­sulted in an in­cred­i­ble restora­tion with the ben­e­fit of top drawer re­sources and mod­ern science. Ar­tis­ti­cally it has been a sec­ond chance to con­nect with the ma­chine on a new level.”

Singer says the nor­mal pro­ce­dure ap­plies for cus­tomers when com­mis­sion­ing a DLS and it will work closely and col­lab­o­ra­tively with each new owner. The DLS doesn't have a fixed spec­i­fi­ca­tion but in­stead is avail­able in an al­most in­fi­nite ar­ray of con­fig­u­ra­tions from stripped bare for track dom­i­na­tion to fully dressed for in­ter­con­ti­nen­tal tour­ing, plus any­where in be­tween.

In a fi­nal and in­trigu­ing twist – and thanks pre­sum­ably to the ma­jor role played by Wil­liams Ad­vanced En­gi­neer­ing – the restora­tion and mod­i­fi­ca­tion work for the DLS will take place in the UK at a ded­i­cated Singer fa­cil­ity housed on the Wil­liams cam­pus at Grove in Ox­ford­shire and to be known as Singer at Grove. Singer says pro­duc­tion of Dls-de­rived cars will be lim­ited to 75 units. Singer hasn't pro­vided any in­di­ca­tion of pric­ing. But given the circa half-mil­lion dol­lar cost of what one might now re­fer to as a stan­dard Singer, if you have to ask how much this new su­per Singer costs... To find out more head for singerve­hi­cledesign.com.

Above mid­dle: In­te­rior is a light­weight work of art. Above: If Porsche had con­tin­ued to de­velop the air­cooled flat-six, this is prob­a­bly how it would have turned out. 500bhp from 4litres, with four­valve heads

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