Winding Fourth gear out to redline wasn’t an option, at least not a sensible one. The sun-cracked, High Desert, two-lane B-road we were using for acceleration runs felt uncomfortably claustrophobic north of 125mph.
At those speeds, tire noise was deafened and solid bushings transmitted every surface imperfection, causing exaggerated twitches to pass nervously through the steering wheel. The car felt as if it was edging closer to where power and speed would overcome it tenuous grip on the road.
After lifting the throttle, I muttered to evosport’s Simon Atik alongside me in equal parts astonishment and amusement, “This thing’s ridiculous!” He agreed: “It’s far too fast for this road.”
Evosport is renowned for its tuning work on BMW and AMG models, but that hasn’t stopped them working on Porsches as well. Prior to this evo3-900 conversion, the company created the evo3-750 and evo3-850, with the final three digits indicating overall engine output.
For this project, a client produced a list of goals: It would have an automatic transmission, offer supercar performance, be daily drivable and ready for the track. This would be no mean feat…
Starting with a 2007 (997.1) 911 Turbo, the five-speed Tiptronic was one of the first components to fortify. During testing, the transmission showed signs of slipping, so a high-performance torque converter was added with a higher stall speed, new valve body and new control ECU to provide increased line pressure for quicker, firmer shifts.
For the engine, evosport tried a few different spools before settling on a pair of Garrett GT30 turbos. These gave them both the response and top-end power they were looking for.
To this base the tuner added its high-flow intake system, IPD plenum chamber and an 83mm throttle body. A set of 80 lb fuel injectors were also installed, along with an upgraded fuel pressure regulator and reprogrammed ECU.
A pair of thicker intercoolers help reduce intake temps, while stainless steel headers and a custom inconel-alloy exhaust dispatch the waste. Inconel headers are also in the works but weren’t on the car at the time. All exhaust parts were made in-house.
As a result, the company claims 900hp at 6200rpm with 17.4psi on race gas, or 775hp at 16psi on pump. The torque figures are similarly impressive: 880 lb-ft at 4000rpm on race gas or 750 lb-ft on 91-octane. The internals remain stock, somehow.
Under daily driving conditions, the car slides on a wave of torque but you don’t sense the turbos spooling until you dip deeper into the throttle. As the revs rise, the sleeping giants are nudged awake, and while a stock Turbo is more responsive down low, probably getting the jump on this evo3 off the line, it would be no match for what happens when the GT30s start spinning.
After 3000rpm, the pull is relentless, growing exponentially and not receding until redline. The impact could cause a seismic shift in the tectonic plates. Imagine a low-flying missile with four wheels strapped to it and you’d be close. Power peaks at 6200rpm but it continues to pull hard to 7000rpm.
Under hard acceleration, you feel some weight transfer but there was minimal squat at the rear-end. Overall, the ride was firm but the owner hasn’t complained. He understands that in order to get it on the track, some sacrifices must be made.
The hardware to make it happen included Bilstein PSS Damptronic coilovers that work seamlessly with the PASM, according to Atik. In addition, evosport specified monoball inner A-arms, solid thrust arm bushings, adjustable dog-bone links and front camber plates plus H&R sway bars.
With this combination, the feedback through the steering wheel was so sensitive, you could probably read braille through the front tires. Turn-in response was hair-trigger quick and deliciously direct.
If you suspect nobody held back when building this car, a look at the brakes will close the deal. It has Brembo’s six-piston monoblock “Race” calipers up front, with four-pistons out back, clamping slotted 380mm and 345mm discs respectively. The pedal is firm, with good modulation and the bite is instantaneous. At roughly $32000 for the set, they’d better be good.
Since they’d established cost was irrelevant in achieving the goals, it was an easy jump to 19" magnesium Dymag wheels with carbon fiber barrels. They’re no longer in production, so you have to pay extra attention to curbs and potholes, but an extra set was bought just in case!
According to Atik, they were good for as much as 25whp on the dyno, helping to justify the price tag. With the car spending part of its life on the track, evosport tightened the chassis with a carbon fiber rear rollcage and stripped out the rear seats. The sunroof was also removed, replaced by a Vorsteiner carbon panel, as was the hood. The battery is lighter than stock and GT2 carbon bucket seats were fitted.
In a rare nod to luxury, a few choice surfaces such as the headliner, steering wheel and seats were covered in alcantara. HD video cameras were also discreetly hidden behined the rearview mirror and on the rear window, with the action recorded by a Racekeeper video and datalogging system.
The exterior of this 911 Turbo is a mixture of OEM and aftermarket. For starters, there are GT2 rocker panels and the rear bumper from the 997.2 Turbo, except evosport cut custom grilles into it, resembling the GT3 RS 4.0. Meanwhile, the front bumper also had 997.2 DRLs retrofitted before GT3 RS front fenders were grafted into place. They required some modification but now look OEM.
From the aftermarket, Werks1 supplied a carbon front splitter and rear diffuser. The carbon engine cover is from Vorsteiner, fitted with an Aeromotions Full-Active rear wing, which operates like the airbrake on the McLaren-Mercedes SLR – the carbon wing tilts forward when the brakes are applied. The operating mechanism was skillfully integrated into the uprights.
The evosport evo3-900 is the modern supercar’s evil twin. Built without compromise, it comes with road noise, a firm ride and booming exhaust. No apologies. It’s the antithesis of the modern sports car.
2007 Porsche 911 Turbo Evosport Evo3-900
Rear-engine, all-wheel drive, two-door coupe
Horizontally-opposed, 3.8-liter six-cylinder twin-turbocharged, 32v with two Garrett GT30 turbos, stainless-steel headers, inconel exhaust, IPD plenum, 83mm throttle body, air intake system, evosport software, 80 lb fuel injectors, uprated fuel pressure regulator
five-speed Porsche Tiptronic with evosport modifications, including evosport transmission ECU re-programming.
Bilstein PSS Damptronic coilovers, front camber plates, inner A-arm monoball kit, solid thrust arm bushings, adjustable dog-bone links, rear toe links, H&R adjustable sway bars, electronic nose lift system
Brembo monoblock six-piston Race calipers front, four-piston rear, slotted 380mm front, 345mm rear discs, titanium pad shims
Wheels & tires
19x9" front, 19x12" rear Dymag magnesium/carbon wheels, 235/35 R19 front, 305/30 R19 rear Michelin Pilot Sport Cup tires
997.2 rear bumper, GT2 rocker panels, GT3 RS front fenders, Werks1 carbon fiber front splitter and diffuser, Vorsteiner carbon roof and engine cover, carbon hood, Aeromotions Full-Active carbon rear wing
Porsche GT2 carbon race seats, carbon rear rollcage, custom alcantara headliner and upholstery, front and rear HD cameras, Racekeeper datalogger