Thornley Kelham launches 'European RS' 911
TK's Lancia Aurelia and Jaguar XK were special - time to up the ante
Those of you with a good memory for restomods - very much easier said than done with a multitude of options out there - might remember the European programme from Thornley Kelham. Kicking off with a gorgeous reimagination of the Lancia Aurelia, complete with Busso V6, it has since invested many more thousands of hours into the Jaguar XK120 - making the European GT - and there’s a Porsche 356 to follow. Now, however, it’s time for the European RS; also known as an old 911 with more 6,000 hours spent making it the very best sports car it can be.
Even that sells what’s happened here very short. It’s well worth flicking through the PH Meets we did with Thornley Kelham back in 2019 for some idea of how they approach each project; no element or detail is left to chance, every restoration is obsessively researched and the in-house enthusiasm off the scale. So when it was decided the next car from the European series aimed to combine 2.7 RS feel with GT3 RS 4.0 performance, the end result was always going to be pretty special.
Perhaps the look of this European RS might be more divisive than some backdates, definitely leaning into the hot rod vibe instead of preserving dainty, original proportions. But note, for instance, just how little this really is; unlike so many other similar builds that begin with a 964, this began life as a pre-89 car. That model was chosen because there aren’t any 964s left on planet Earth that haven’t been modified. Joking, of course - it’s for weight. There can be hundreds of kilos difference between an earlier Carrera and a 964; with a focus on speed and handling, being able to kick off with a wet weight of 1,070kg is hugely encouraging.
A significant amount of lightweight materials in the construction, despite being wider and longer than the donor car, is what keeps the European RS so slender. The bumpers and spoilers are carbon, the doors aluminium skinned, the windows plexiglass and so on. Your eyes aren’t deceiving you, either: this really is now a very broad, very short 911. TK’s expert team of metal workers have made a Porsche 220mm wider than standard (with tracks up 112mm and 214mm front and rear respectively), 19mm longer and 51mm lower. It takes 2,500 hours just to sort the body and paint of any European RS build. Additional seam welding and a cage help with torsional rigidity.
This is handy, as this certainly isn’t all show and no go - even as far as racy old 911s go. Buyers will be given a choice of flat-sixes, including a 4.0-litre churning out more than 400hp or a 3.6-litre short-stroke screamer - complete with Swindon Powertrain’s new heads - that’ll go to 10k. As standard, the motor is in the middle of the two at 3.8, built around a 993 block but with loads of motorsport spec goodies on top, including forged Mahle pistons, new cams and individual throttle bodies. It’ll rev to eight, making 390hp at 7,700rpm and 290lb ft at 6,000rpm along the way, complete with a ‘spine-tingling howl’. Power gets to the rear wheels via the G50 gearbox and a Wavetrac limited slip diff, with an ECU and PDU (Power Distribution Unit) from Life Racing to keep it usable and driveable at normal revs.
For more exciting revs and speeds, the European RS gets four-way adjustable coilovers from JRZ Motorsport, adjustable anti-roll bars, a much faster steering rack - 2.5 turns - and new front wishbones ‘based on the modern-day GT3’. Brakes feature six pistons at the front and four behind, while the tyres - on Fuchs-style aluminium Fikse wheels - are Michelin Pilot Sport 4S. Those wanting a more extreme European RS can spec Cup 2s, ceramic brakes and adaptive damping. It’s very easy to imagine these TK builds comfortably keeping up with much more modern 911s.
This being a restomod Porsche, however (or whatever term should now be used for effectively new, motorsport-grade classics), the European RS project isn’t just about powertrain and chassis. Each interior will be kitted out in Connolly leather and Alcantara, with carbon seats, a Momo wheel and the Porsche Classic infotainment system that can mirror your phone. There’s climate control included as well, though even that has been lightweighted - coming in at 14kg - and obsessed over, featuring anodised CNC-machined knobs. Colours and materials are limited only by the imagination of the customer.
Thornley Kelham says there will never be more than 25 examples of the European RS, so rare even in modified circles. £750,000 or so is the ballpark to consider as a starting price. Simon Thornley, Thornley Kelham Co-Founder, said: “Our European Collection is a celebration of some of the most beautiful and iconic cars of all time, maintaining their allure and thrill but bringing their usability and performance into the 21st century. The European RS combines the pure engagement of the original 1973 Carrera 2.7RS but comes complete with a lightweight, handcrafted body and reimagined, driver-focused interior. This is a truly unique car imbued with the nuanced dynamics and feedback of the legendary 2.7 RS, the thrill of the 2.8 RSR, and performance, precision and progressive handling of the legendary 997 GT3 RS 4.0.” Which certainly doesn’t sound like a bad trio of classic 911s to try and emulate in one. We’ll let you know whether it’s been achieved with a first drive next week…
There comes a point where if I see a genuine 964 or 993 Carrera, being driven by a person who still cares about cars as they were historically presented, part of me just wants to stop and applaud loudly for being real and not desecrating perfectly good cars
In an imaginary world where the stack was big enough to blow on something like this though, I think I’d rather do a m635i rather than another Porsche, it’s almost overkill at this point
There comes a point where if I see a genuine 964 or 993 Carrera, being driven by a person who still cares about cars as they were historically presented, part of me just wants to stop and applaud loudly for being real and not desecrating perfectly good cars
Porsche built thousands of 964s. The highly modified versions like this must number in the hundreds, so there are still plenty of unmodified cars out there. You might prefer a standard example, but they've hardly been ruined, have they? We're talking about some pretty exquisitely built cars here, not a set of TSWs and some neons.I wasn't really going to say all that and then I spotted it's got 993 door mirrors and thought WTAF are playing at. The reason most folks choose a 964 is simply because it's a better chassis than a G series. Even if this is well executed it's slightly handicapped compared to Singer/ Theon etc.
For £750k just buy a real RS and a spare built motor
Buy one and do it yourself, using a skilled team of experts for a small fraction of that amount
Back in the day I did that with a 911 Turbo- it is not rocket science
With reviews readily available on google it is not difficult to assemble a small team of experts to assemble exactly what you want
I have just done tat , this time with a lightweight Corvette C3 ( thank you Corvette Kingdom and Thunder Road)
Yes it is time consuming- but also great fun as you slowly see your project/vision come to fruition
And of course driving what you know you have in effect created/commissioned is wonderful- such that you enjoy just driving the car normally.
There is no need to go insanely fast to get satisfaction
For me I would save a huge amount of money, buy an old 911 and do it yourself with a carefully selected team
All the ones that aren’t Singers all look (at least) a bit wrong. Worse when they use the distinctive Singer leather lattice weave on the interior.
I bet it’s great to drive, but I’d much rather have either a real Singer or - even better - a Tuthill 911 that looks period correct.
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