The Porsche 911 (964 generation especially) is one of the most rewarding classic cars to convert to electric. Its rear-engine layout, timeless design, and strong aftermarket support make it a viable candidate. This guide covers the kit options, technical approach, and costs for a 911 EV conversion using CMVTE components — at a fraction of the price charged by specialist integrators.
Why Convert a 911 to Electric?
- Future-proofing: Increasingly strict emissions regulations in European cities and US states are restricting older ICE vehicles.
- Performance: Instant torque from an electric motor transforms the 911's acceleration while preserving its balanced chassis.
- Reversibility: A properly executed conversion uses bolt-on components — the original engine and ancillaries can be reinstalled by a future owner.
- Cost savings: Electric operation eliminates oil changes, exhaust repairs, and fuel costs for a car that typically returns 15-20 mpg.
CMVTE Motor Options for the 911
| Motor | Power | Torque | 0-60 mph | Best For |
| CVx 160 | 160 kW (215 hp) | 380 Nm | ~5.5 sec | Street driving, daily use |
| CVx 200 | 200 kW (268 hp) | 450 Nm | ~4.5 sec | Spirited driving, track days |
| Dual CVx 160 | 320 kW (430 hp) | 760 Nm | ~3.5 sec | High-performance, AWD conversion |
For most 911 owners, the CVx 200 is the sweet spot. It delivers torque exceeding the original 3.6L flat-six while weighing 60 kg less. The liquid-cooled PMSM motor maintains full output during sustained driving without thermal derating.
Battery Configuration
The 911's rear-engine bay and front trunk (frunk) provide two battery locations:
- Engine bay: 20-30 kWh. The space occupied by the flat-six and transmission can hold a compact LFP pack. Keeping batteries in the rear preserves the 911's rear-weight-bias handling character.
- Frunk (front): 10-20 kWh. Adding a second pack here balances weight distribution closer to 50:50. CMVTE's frunk pack is shaped to fit without modifying the front luggage compartment.
A combined 40-50 kWh configuration provides 150-200 km of range — sufficient for most driving. For extended range, a 70 kWh pack using both locations plus the underfloor space yields 250-300 km.
Installation Approach
CMVTE's 911 kit retains the original G50 or Getrag manual transmission. The motor bolts to the bellhousing via a CMVTE adapter plate. The clutch pedal operates the motor's neutral/idle state through the controller. The original shift linkage, driveshafts, and rear suspension remain unchanged.
Key steps:
- Remove the engine, transmission (if replacing), exhaust, fuel system, and radiator.
- Install the battery pack in the engine bay and/or frunk using CMVTE's pre-fabricated trays. Packs are shaped to fit each location without cutting the chassis — essential for maintaining reversibility.
- Mount the controller and DC-DC converter in the former engine bay area. The CMVTE controller is compact enough to fit alongside the rear battery pack.
- Wire the CMVTE harness — pre-labelled for each connection — and configure the controller. The VCU handles CAN communication with the BMS, charger, and instrument cluster.
- Install CMVTE's EPS kit (the 911's original power steering pump is engine-driven), a vacuum pump for brakes, and an electric PTC heater for cabin climate.
Driving Experience
A 911 with a CVx 200 retains the essential character of the car. The rear weight bias is preserved because the motor and battery remain at the back. The original manual gearbox provides the same shift feel — the clutch engages the motor's neutral mode rather than disconnecting an engine. Instant torque from 0 RPM means the car pulls hard from any speed without downshifting. Regen braking (adjustable 10-70%) adds one-pedal driving capability.
Weight distribution shifts from 40:60 to 45:55 with a 40 kWh pack, improving front-end grip. Total weight increase is approximately 100-150 kg — comparable to adding a passenger.
Controller & Instrument Integration
CMVTE's CAN controller outputs signals for speedometer, tachometer, and fuel gauge (repurposed as SOC). The 964's digital dash and 993's analogue gauges can both be adapted. The controller manages contactor pre-charge, regen braking, and throttle mapping. A pre-configured 911 tune is loaded at the factory, with parameters adjustable via the included software.
Cooling System
The CVx 160 and 200 require liquid cooling. CMVTE's kit includes an electric pump, radiator, and hoses. The radiator mounts in the front bumper area (replacing the oil cooler), with coolant lines running through factory underfloor channels. LFP battery packs under 50 kWh use passive cooling, so no additional coolant loop is required for the battery.
Cost Comparison
| Specialist Integrator Kit | CMVTE Kit | |
| Motor + controller | $30,000-$40,000 | $6,500-$9,500 |
| Battery pack (50 kWh) | $20,000-$35,000 | $7,000-$10,000 |
| Adapter + installation parts | $5,000-$10,000 | $1,500-$2,500 |
| Installation labour | $15,000-$25,000 | $5,000-$8,000 (shop) |
| Total | $70,000-$120,000 | $20,000-$30,000 |
CMVTE's factory-direct pricing on the motor, controller, and battery eliminates the 2-3x markup applied by specialist integrators who source components from multiple manufacturers.
CMVTE Advantage
CMVTE has shipped conversion components for Porsche 911 builds to customers in Germany, the UK, the US, and Japan. Every kit includes the motor, controller, battery pack, adapter plate, wiring harness, and installation documentation. Dr. Kevin Wang's engineering team provides remote support during your build.
Tell us your 911 generation and target range — we will recommend the right motor and battery configuration
