The 935/78 was never a car. It was an argument — Porsche pushing the FIA Group 5 rulebook until it broke. The elongated tail, the flat glass, the front wings that swept back into the doors: every line was written to answer a specific loophole. Copying it as decoration would have felt cheap. We had to rebuild the argument.
We spent the first six weeks not touching a car. We had the original 935/78 chassis drawings from a private archive, and we overlaid them against a 992 Turbo S ghost model. The 992 is 90 mm longer in the wheelbase and 60 mm wider at the front track than the original 935 platform — which is actually helpful. It means the extended tail sits at the historically correct proportion without cantilever, and the front wings can carry more air.
The one thing we would not compromise on was the flat glass. Modern 911 glass is curved for aerodynamics and for pedestrian-impact regs. To keep the 935's slit-window face, we designed a bonded polycarbonate overlay that sits proud of the factory glass by 6 mm — from the outside, at three metres, it reads as a single flat pane. Up close, it's clearly two layers, and we like that. It's honest about being a reinterpretation.
The tail is a single-piece structure that bonds to the factory rear quarter panels at four points. It houses a redesigned exhaust exit — dual centre-exit rather than the factory's quad-corner setup — and the wing mounts pass through the tail on machined stainless towers that thread all the way down to the chassis rails. Nothing about that wing is decorative.
This kit is only sold custom-fit per donor car. The 992 platform has three factory wheelbase variants and two rear-track dimensions across the model range, and the flare geometry has to change for each. That's why there's no 'order this kit' button on the site — every 935/78 build starts with a fitting session in Uppsala.