We have been somewhat overwhelmed with emails regarding the heat pump since we put out the youtube video below. - thank you! Thought it might be easier to address many of your questions here so let's begin!

When will it be ready?

We are hoping to have the system ready for Summer 2025  but this depends on how our test schedule goes.   We will post updates our social channels.

How much will it cost?

Until we have finished the design of all the parts we will not know final pricing.   Our aim is to make the system attractive pricewise, compared to buying an SSI system and restoring all the heat exchanger, flappers etc.

Can I be a tester / get a beta unit?

The system will have been tested for several months prior to release.   We work with specialist Porsche shops prior to general release.

Can I get on 'the list' for first unit?

There is no list, the system will be available when it is ready!  That's the only fair way of doing it.

Will there be an upgrade path for existing AC customers?

Yes, we will release a kit of parts to update from AC to heat pump.

What about 964/993?

Yes, we will have a solution for these cars.   There is slightly less space in the 964/993 frunk so it might not be possible to fit with the spare wheel.

Will it fit other cars.

Potentially, any car could run the heat pump system but it is more suited to air cooled rear/mid engined cars.   For water cooled rear/mid engine, it saves having to run heater pipes to the front of the car.

The new Classic Retrofit ignition coils are built to a proper spec and testing has so far been very positive! No release date has been set - it really comes down to production times once we are happy with the final design. Stay tuned!

At first glance, the Mustang would appear to have plenty of space to work with, but to construct something that works with the original mount points and that can provide heating as well as cooling is more complex.  

In such cases, our work on designing that hardware is completely bespoke. We design products specific to the application and not the generic blower box kit that may be seen elsewhere. The Mustang solution was designed from scratch and is all custom made. It's got two of our ceramic heater blocks and custom made actuators that control the air flow.

Controlling the custom airbox is the real challenge and it has led us to a modular software design. As everything on our new HVAC controller is configurable, we have settings that can be adjusted to whatever the controller is being connected to, and we can save these arrays as different configurations.

This development path is leading us toward a range plug-and-play systems in custom outer shells depending on the vehicle. We're currently developing bespoke systems for vehicles including the SWB Ferrari, BMW E30, Alfa Romeo Type 105 and Land Rover Defender with various UK partners.

We are always interested in hearing from commercial partners with specific needs for production vehicles. Give us a call to discuss.

These pods have been designed to replace the Nokia tweeters in the Porsche 993. They fit the metal receiver in the 993 door cards with no modification. The kit includes 2 high-quality pods with clips and we are shipping as of now!

As this car was never fitted with air conditioning, we've fitted our full Porsche 911 electric A/C system including our high-output Porsche 993 alternator. This is a harder installation on a Tiptronic as it has an additional transmission oil cooler up front so a second condenser is not possible. Instead, we're trialling a new-tech version of our single condenser setup.

Made by a Dutch company, the new condenser is 50% more efficient than the original 964/993 condenser, which is a big improvement. While we have been using twin condenser systems which give massive headroom over the original, a 50% improvement on the original part is more than enough for most users, especially when combined with our new CCU, which is also in testing in our 993: more on that later.

Other improvements seen on the test mule include the development of a tightly-packaged combined battery and A/C Compressor mount to minimise the space required by our electric A/C system: watch out for this as a new product. One more product developed for the car is a replacement tweeter mount to fit Focal FN43 tweeters into the Porsche 993 door cards. This is a great little upgrade for audiophiles and is available to buy now.

Recent road trips to Retromobile in Paris and visits to several UK consultancy clients have proved that, almost 30 years after its introduction, the 993 remains a highly capable and comfortable daily driver. The Tiptronic is relaxing, the car can still get a shift on when needed. We look forward to sharing more news on the car and our 964 and 993 developments!

We bought this 993 a few months ago, as a test bed for our latest Electrocooler air conditioning system. Our standard 964 and 993 installations use the factory controller, but this is known to be increasingly unreliable as the vehicles get older. Removing the factory controller entirely is not a workable option, as it is also connected to other vehicle functions, including ventilation controls that close the air intake when the vehicle is reversing and managing the oil cooler temperature.

After carefully researching and reverse engineering the factory controller's functions over several years of Electrocooler upgrades and refurbishing factory blower units (suitcases) and full systems, we have designed a brand new Cabin Control Unit (CCU) for 964 and 993 models. The CCU is plug and play, benefitting from complete integration with the factory wiring harness and all of its functions, while also adding some new features, including programmable oil cooler temperature thresholds to run the oil cooler fan, and more.

The new Classic Retrofit CCU for 964 and 993 models heads up a fully revised HVAC system for these models that give several upgrades over standard, and that can also slide straight into a car that was not originally equipped with A/C from the factory, giving a factory appearance while offering cutting edge technology backed by full product support from our team.  

We look forward to completing our testing on the new CCU before offering it to customers from Q2 2023. Right now, it is time to close the doors and rest and recuperate over the holidays.

Solstice blessings and seasons' greetings to all our customers old and new. Thanks for your continued support: we look forward to supporting your always interesting and often incredible projects again in the new year.

Share your ideas here and we will add them for discussion. The best ideas may even win a prize!

These complicated assemblies are packed with ageing servos and wiring, all of which deteriorates over time and leads to issues with the HVAC system. Our refurb process is a bench strip and rebuild of the entire blower unit. Every suitcase unit is fully stripped and built up with new foams and seals. The servos, fans, evaporator and temperature sensors are all stripped, inspected and bench tested before being refurbished or replaced with new as required.

Send us your HVAC suitcase and we will return it in fully operational condition following our full rebuild process:

1) Strip and disassemble HVAC suitcase
2) Clean housing and ancillary parts
3) Replace all foam/rubber seals to flaps and case
4) Fit evaporator and fans
5) Dismantle, inspect and clean all servos and test efficiency using a scope
6) Refit original or replacement servos, adjust brackets and linkages
7) Clean and refit wiring harness
8) Replace temperature sensors as necessary
9) Bench test with known good cabin controller (CCU)

Price is for labour only. Original parts are assessed on an individual basis, the choice to replace is discussed with the customer.

The complete system is bench tested after re-assembly so you can be sure that everything works smoothly. This is a game-changer for mechanics who previously just had to hope that servos were working right across the range of travel. Strip it out, send it to us and refit with confidence!

See full details of our Porsche 964 993 air con blower unit rebuild service here.

Work on our Delphi Green 1982 Porsche 911 SC has included:

• Developing and testing our new hand-wound ignition coils (game changer: coming Q1 2021)
• Developing a second air conditioning condenser kit for the right front corner (now available to buy)
• Further developing our Electric A/C system
• Relocating the oil cooler from the right front to the left rear corner
• Fitting a new thermostat and a whole new set of oil lines
• Losing ± 13 kilos of weight from the car with oil line deletion
• Fitting a thermostatically controlled fan to the cooler
• Fitting race headers for more engine power
• Scavenging heat from the relocated oil cooler for cabin heat purposes
• Updated mapping of the AFR curve for future CDI ignition developments

Learn more about what's been going on in our latest Youtube video below. Don't forget to give it a thumbs up on Youtube if you like the project and subscribe to our YT channel for future video updates!

Currently in R&D is an upgraded blower unit for our electric air conditioning system. The new blower is being tested alongside an upgraded evaporator unit in our Porsche 911 SC test and development car.

Using the same end caps as our existing blower unit, the body of the upgraded blower is just 10mm wider and only slightly taller to accommodate a much more powerful fan unit: the same one used in our electric air conditioning system for the Singer DLS.

We're also testing a new and improved evaporator. Denso has upgraded the previous part with the latest heat transfer technology, making it shallower while maintaining the same heat transfer capacity. Because the new part is slimmer than the previous model, it allows a higher throughput of air, which amplifies the effect of more airflow using the new fan.

Another big advantage of the new evaporator is connections on the right hand side of the unit, which is perfect for those driving cars with a brake servo on the left. Left-hand-drive 911s make up the majority of Classic Retrofit installations, so we're delighted with the additional gain of a small improvement in ease of installation.

Tested in our SC on some of the hottest UK days of 2022 so far, the new parts continue to deliver near-zero degrees at the vents, when combined with our twin condenser A/C system and upgraded alternator.

We've also been testing an alternative compressor (above), which the manufacturer claims is slightly quieter. So far the difference is not obvious, but all testing is worthwhile to keep our electric A/C system at the top of the list of desirable upgrades on vintage air-cooled Porsches.

No launch date has been set for systems featuring the new components but current schedules suggest we may see the next-gen parts unveiled in late 2022.

Built for the Carrera Panamericana, the famous Mexican endurance road rally, where it would compete in the Historic B class, the car has been a labour of love.  From aluminium aviation air vents anodised in black, through the engraved instrumentation labels remade to look original to hand painted details on the bodywork, the depth of detail on this build is super impressive.

The electric A/C compressor is carefully tucked under the nearside front wing, leaving plenty of space in the engine bay so that the team can access the engine for servicing. The engine bay also features electric power steering and an upgraded alternator: junking the original mechanical power steering and air conditioning systems have saved a lot of weight from the Superleggera chassis.

The car runs custom Quantum suspension springs and dampers. The current engine spec built by JMB has Jenvey throttle bodies, fast road Piper camshafts and an Emerald M3D ECU, delivering 300bhp at the rear wheels and an impressively flat torque curve. The team is now moving up to race cam development so watch this space for more.

It will be interesting to learn how well the A/C performs in Mexican racing, where ambient temps can reach 40 degrees Celsius as the rally climbs to over 3000 metres. Experience with other race cars in similar temperatures suggests all will be well - we're excited for the feedback.

Currently in production:

We have finished finessing the Singer DLS HVAC system design, that project is approved and we are delivering the systems for the first car builds, including our custom control panels

Our controller for the new Ruf SCR was due to debut at Geneva but the show was cancelled. Production of that car was completed and the car was delivered to its new owner. More Ruf work is ongoing!

964 A/C kit launched earlier this year. Trialled in several guinea pigs over tens of thousands of miles. Uses the factory blower and CCU combined with electric compressor and controller, condenser.

911 A/C ‘Half kit’ also now available. Combines electric compressor and our condenser with the standard evaporator unit. We have tried this out and it works pretty well if your evaporator/blower is in good order. Not as neat or light as the full kit but less money up front.

R&D currently:

Rear mounted oil cooler kit: we've installed and are now trialling an interesting rear-mounted oil cooler kit for classic 911s that moves the  oil cooler to the rear corner and allows installation of a twin-condenser setup in the front or air-cooled 911s (pre-964). Moving the oil cooler has several significant benefits - more on this later.

Electric Heating. Our electric heating system for Singer Vehicle Design uses a 1600W ceramic heater, but the car has a huge alternator that is unique to that vehicle. This is too much load for even our high-output alternators so we are working on a clever integrated heated system using shared outputs from our rear-mounted oil cooler kit and a modern electric heater more suited to our high-output alternators. More on that later.

CDI+ is being trialled in vintage F1 engines (Cosworth DFV). We have been building 8-pin units for some very serious original factory cars including Le Mans winners and investigating older programmable ignition/timing units, which the owners wish to understand and preserve.

Contactless points replacement for early distributors, as products available nowadays are slightly better than junk.

Classic Retrofit ignition coils in development for same reasons as above.

Classic Retrofit 'round relay' replacements are also being developed for the same reasons!!

We are also progressing our Tesla powered 914 build. That has finished in the bodyshop and is with the electric car builders but slow progress due to COVID-19 shutdowns.

Like all of our upgraded alternators, these are brand new units, not rewound or reconditioned and there is no core charge or exchange, so you can sell your old unit complete and recoup some of your upgrade investment.

With so many electrical upgrades pushing old-school charging technology to the limit, Classic Retrofit's upgraded high-output alternators for classic cars like the Ferrari and Porsche 911 are the perfect addition to any modern classic.

Used in conjunction with our electric A/C, this alternator offers higher levels of cooling without compromising battery voltage. All of our alternators come complete with heavy duty cables. Don't forget we also offer upgraded fuse panels for both Ferrari 308 and Porsche 911, so check out those no-brainer upgrades if they are not already fitted to your car.

Ferrari 308 High Output Alternator

Based on the proven Denso 6 phase 'hairpin' alternator, the casing has been custom designed to fit the Ferrari 308. The upgraded alternator offers superior efficiency and produces less heat than the original units.  For cars running additional electrical items such as bigger stereos and additional lighting, this is a game changer.

Porsche 964 and 993 High Output Alternator

Classic Retrofit's upgraded 175A alternator for classic Porsche 964 and 993 models is the ideal upgrade for cars with the standard double pulley or RS single pulley. The idle output is around 75A depending on pulley size and idle speed.

Based on the large-case Denso 6 phase 'hairpin' alternator, the casing has been custom designed to fit all 964 and 993 fan housings.  As with all of our alternators, this unit offers superior efficiency and produces less heat than the original units.

These units are currently available from stock but we expect lead times to stretch as they sell out. With the classic car season now upon us, do not delay in placing your order! Contact us with any questions.

Most classic EV conversions are simply electric drivetrains fitted into an older chassis. They often use the original transmissions and the weights are arranged in such a way as to substantially ashift the centre of gravity and negatively affect the already dated driving experience.

Our plan with this project is completely different. The first job was to stiffen the chassis to handle the power of a Tesla motor and torque transmitted by the Tesla transmission. We were careful in placing the battery packs as low as possible in the car to keep weight distribution as close to 50/50 as possible.

Our partner for this stage of the project was Richard Morgan at Electric Classic Cars in Wales. Richard and his team did a good job in fitting the powertrain and beefing up what was already there. We also had to develop new driveshafts, as original Porsche 930 units just break in half from the torque of this motor.

The car as seen at the end of the TV show is only part of the story. We now move into our own build and development programme, which includes:

• New 400-volt air conditioning system
• New controller and customisable fascia panel
• Electric brake servo
• Electric handbrake
• Revised steering geometry
• Comprehensive brake system upgrade

We're excited to share the build as we continue our development work. The aim is to create an electric 914 that is as good (if not better) to drive than a well-built classic 911 and substantially better to drive than a modern EV, which we have found to be fairly sterile and uninspiring compared to all of our classic cars, current and previous. Our target range is a minimum 150 miles.

Achieving this goal will not be the work of a moment, so the car remains a work in progress. We do love a project!

Tune in at 9PM Thursday on QUEST UK: (Freeview 12 / 114, Freesat 167, Sky 144, Virgin 169 or stream live / catchup on Discovery Plus - search online & register for free). Check out the car in the episode trailer below:

As the UK has now left the European Union, the rules on VAT have changed. EU customers will now note that, when they go to checkout their purchases in our online shop, VAT will not be added to the total. Instead, VAT will be payable by the buyer at the point of import.

The changes to VAT are explained in detail by the Institute of Government but we include some helpful snippets below.

About VAT on Classic Retrofit purchases

In normal domestic transactions, we charge the buyer VAT and then pay the VAT to the taxman. This was also the situation with private buyers in the EU up to the end of last year. EU business sales had a different process.

However, the UK has now left the EU VAT area and become a third country. This means that the way businesses manage VAT on goods and services exported and imported to/from the EU has changed. Sellers no longer charge VAT to EU customers; instead, buyers pay VAT at the point of import, along with any other applicable customs duties.

VAT to Northern Ireland

While Northern Ireland remains in the UK, the rules on cross-border VAT are different. There is now a new VAT border in the Irish Sea, with the rest of the UK outside the EU VAT area. This means that Northern Ireland customers buying goods from Great Britain have to pay VAT to HMRC when they import the goods, rather than to us, their supplier.

Price Rises 2021

The big change at this end is that all overseas sales now require the same export paperwork, and completing this documentation is not a quick process. As so much of our business is export, this has created a huge additional paperwork burden. As a consequence, we may have to introduce some price increases - our first in several years. So the message is clear: order now to beat the price rises!

Watch the video below for a sneak peek at the separate project to develop an electric heating system for this 400-volt EV customer. There is some crossover between the two systems (ICE and EV), but the 12v designs are still in the test phase. Due to the controller requirements, the electric heating system will be an addition to our A/C system and not a standalone project.

Other topics included:

• Buying and restoring an old 911
• Buying an electric 914 and updating the EV technology
• Early partnerships with technical experts who proved the effectiveness of our products
• The process of ongoing product development/continuous improvement
• Future plans and ideas including electric heating and many hidden extras

One thing to note is that Jonny has fluked his way into two fairly solid classic Porsche purchases, so do not follow his example when buying a car! Other than that, we'd like to thank to the R2R podcast crew for the invite and for giving us time to chat. It was a great experience - listen to the podcast below!

We bought an electric compressor and began working on how this could be integrated into something like an early 911. The aims were:

• A system that would be fully contained in the luggage bay/frunk and weigh under 30 lbs. This would save weight off the rear and drag on the crankshaft, increasing power and economy.
• A cooling output double that of the factory 964 A/C at idle
• A bespoke smart controller that would regulate system output to avoid draining the battery
• A system that would be fully climate cell tested to 100% humidity and shown to work perfectly throughout.

We spent two years looking at how modern small cars do A/C effectively. When the Prius and Tesla cars came out with decent A/C, I was intrigued to know how they got decent cooling from an electric compressor with half the BTU of an engine driven one. I have since been asked the same question of our system at least a dozen times!

It came down to two things:

1) The BTU of an engine driven compressor is quoted at MAX RPM. Most of the time it is running at half that quoted BTU or less. They are also 'cycled' with a clutch, so they are not doing work 100% of the time. On, Off, On, Off is a prehistoric control strategy.

2). Electric compressors typically run all the time. They adjust their speed to suit the cooling demand. Once you have cooled the car down, you don't need as much power so you can back off the speed. Better use of energy. If you have an 'inverter' domestic A/C unit, you will be familiar with the variable speed.

Our system was developed to be mid price. I received quotes from other suppliers which were more than our system and some that were less, nbut they remained old technology and the systems were heavier than standard. Our system was also developed to include a new blower fan so buyers would be getting an upgrade for the whole ventilation system too.

We also considered the cost (and ease) of installation. Our system would be designed for installation with just hand tools comfortably in a weekend. Even in a car that has never had A/C, one would not have to cut a single hole in the bodyshell.

Many thanks for joining the forum. Feel free to introduce yourself below. Tell us where you are and what Classic Retrofit products you have!