Hardcore Porschephiles were shocked when the German sportscar-maker converted its beloved 911 from an air-cooled to a water-cooled design. Some contend that modern, water-cooled 911s are not actually 911s, and Singer Vehicle Design has a car for these people. They call it the Singer 911. Belonging to the camp that believes the air-cooled engine was an essential characteristic of the 911, but also well aware of advances in technology in the past two decades, Singer has crafted a special 911 it believes offers the best balance of classic design and modern technology. How does one accomplish such a feat? Singer starts with a vintage 911, any model made between 1969 and 1989, and strips it down to its shell, replacing nearly every major mechanical component. In the end, the Singer retains the 911's original roofline, A-pillar location, wheelbase and suspension and transaxle mounting points. The rest of the car gets a work-over. To improve on the original Porsche formula, Singer stitch-welds reinforcements all over the car and adds a lightweight backbone to improve chassis rigidity and fight twist. A carbon-fiber "second skin" further improves rigidity. Outside, Singer replaces every body panel except the doors with carbon-fiber versions that borrow styling elements from the Porsche 911 R, ST and RSR racecars, complete with massive fender flares. With lightweight Zuffenhaus 17-in. classic-styled wheels on all four corners, the Singer 911 weighs in at around 2400 lbs. Out back, the old air-cooled engine is replaced with a heavily modified version of the last air-cooled 911, the 993. The 3.6L flat-six has been punched out to 3.8L and uses titanium rods for a big-bore/short-stroke combination that will spin to 8000 RPM. Along with the opened-up block, engine designer Ninemeister came up with a set of billet aluminum heads with a modern port design, a set of independent throttle bodies feeding the six cylinders, a Motec engine computer, and a dry-sump oil system partially lifted from a 997 GT3. Singer's own muffler completes a stainless steel exhaust system designed to show off the one-of-a-kind air-cooled engine sound. The end result is an impressive 360 hp in street tune and a more impressive 425 hp and 340 lb-ft in full race trim. With so little weight to move around, Singer claims the 425-hp engine will shoot the 911 to 60 mph in 3.9 sec and hit a top speed of 170 mph. Power hits the ground through a six-speed G50 transaxle fitted with close-ratio gears, a limited-slip differential and a twin-plate carbon clutch. Along with the engine, the Singer 911 carries many other modern features hidden under classic visages. In addition to replacing the steel body panels with carbon-fiber pieces, Singer ditched the old sealed-beam headlights for a set of high-powered HID units, added a front lip spoiler that reduces front-end lift by 12%, and a rear-spoiler that extends and retracts automatically based on speed. Underneath, the old torsion bar suspension was dropped for MacPherson struts up front and a coil-over and trailing-arm rear suspension lifted from the Carrera SC. Moton dampers with remote reservoirs smooth out the bumps while adjustable anti-roll bars keep the body in check. A special electo-hydraulic steering rack from Jerry Woods Enterprises lessens the steering effort while retaining the 911's famous feel. Brembo four-pot calipers clamp big brakes that barely fit behind the wheels. Inside, the classic 911 interior has been revamped from the inside out with modern equipment lurking behind vintage coverings. New gauges deliver vehicle information while a pop-up Garmin nav system keeps the driver headed in the right direction. A modern stereo with iPod integration and Bluetooth is available, as is an electric air conditioning system. Modern, power seats have been shaped to mimic the vintage Recaros, and a Momo steering wheel does its best impression of the classic Monza wheel. Dark green leather trims the cabin for an authentic, vintage feel. Singer hasn't announced pricing for its re-imagined 911, but with the wealth of modern upgrades, we're sure it won't be cheap. If you want a 2009 interpretation of a classic '70s Porsche, though, you probably won't do better than this.