Singer has just delivered its first DLS Turbo customer car, and once again, the Californian restorer has exceeded all expectations. Christened 'Sorcerer' by its owner, it produces over 700 horsepower and 553lb-ft of torque (750Nm) from a 3.8-litre flat-six that still manages to rev beyond 9000rpm. If that’s not enough of an engineering feat, the engine also remains faithful to the air-cooled ethos.

Singer proclaims the DLS Turbo programme as its most ambitious yet, melding the obsessive weight reduction and purity of the Williams-developed DLS to forced induction without sacrificing response or character. But first we need to drink in the details of that 934.5-inspired carbon fibre coachwork.

The Sorcerer is finished in graduated Fantasia Blue with champagne detailing which extends to its forged magnesium wheels. Its owner has specified the full 934.5 treatment: substantial raised rear wing, jutting front spoiler that'll give the nose-lift system a proper workout and dramatically widened rear haunches. 

The iconic endurance racer from the late 1970s bridged Porsche's Group 4 and Group 5 regulations, combining road car underpinnings with radical aerodynamic developments, and Singer has again remained true to the original mantra by refining the aero using computational fluid dynamics analysis to optimise performance and cooling efficiency. Detail touches on the Sorcerer include a lower exterior trim specified in satin carbon fibre, with a black anodised upper trim. The graduated paint effect darkens towards the rear of the car, employing that time honoured trick of making the car appear fast even standing still. As if it needed any help.

Hiding under that bodywork is the de rigueur Type 964 monocoque, stripped back to bare metal during restoration before being strengthened and prepared for its new life. Bolted to it is the same front double wishbone setup as the DLS and lightweight rear trailing arms. Braking is courtesy of carbon-ceramic discs gripped by Brembo monoblock callipers, while those aforementioned forged magnesium centre-lock wheels – 19 inches up front, 20 at the rear – wear Michelin Pilot Sport Cup 2 rubber. The tyre specs alone are pure supercar theatre, with 345-section tyres at the rear significantly dwarfing the 315’s fitted to a 992 Turbo S.

Given heavily turbocharged 911s have somewhat of a reputation, managing 553lb-ft through the rear wheels alone requires more than just crossed fingers and fat tyres, so Singer has integrated latest-generation ABS, traction control and electronic stability control developed with Bosch. Five selectable drive modes (Road, Sport, Track, Off and Weather) adjust the level of intervention depending on conditions and driver confidence.

The engine itself and the way it delivers its power will play a pivotal role in whether DLS Turbo lives up to Singer's ambitions. Still based upon the original 964 donor car’s flat-six, Singer ups capacity to 3.8-litres before fitting their own four-valve cylinder head derived from the naturally aspirated DLS. The challenge facing Rob Dickinson and his team was adding another 40 percent of power to that architecture whilst maintaining the response and rev range that made those cars so compelling.

The first piece of the puzzle is the variable-geometry turbochargers. These provide proper low-down torque without lag, yet still allow the engine to rev freely past 9000rpm. The second piece is balancing cooling demands with tradition: water-cooled cylinder heads manage the thermal loads that would otherwise limit a twin-turbo setup, whilst the cylinders remain air-cooled, staying true to the original philosophy. Lastly, an electrically powered horizontal fan ensures cooling demands can be met while stationary or between track day sessions.

The six-speed manual gearbox, with a raised shifter and exposed mechanism, is said to be calibrated to "encourage drivers to explore that rev range". The DLS Turbo’s Inconel and titanium exhaust system with side exits will no doubt add further encouragement.

As always, each Singer remains a bespoke commission, and inside, the Sorcerer is no different. Deep, wing-back bucket seats are trimmed in a combination of grey Alcantara and leather, complete with champagne piping to match the wheels. The hue also extends to the interior brightwork and analogue gauges that put many Swiss watches to shame. Lower down there's satin carbon fibre, while behind the seats resides a significant carbon X-brace and, speaking of braces, there is also a pair of Cayman GT4 RS-aping carbon air intakes, fed by NACA ducts embedded into the rear windows.

Technology is present but discreet: navigation and CarPlay connectivity are tucked below the dashboard, leaving the raised gear lever as the focal point.

Rob Dickinson, Singer's founder and executive chairman, frames the ambition: "With DLS Turbo we wanted to celebrate the 911's evolution as an icon on both road and track and to explore the possibilities offered by turbocharging the remarkable engine developed through the DLS program. Seeing Sorcerer ready for its owner to drive is a very exciting moment for us and a fantastic way to start the year."

Chief Strategy Officer Mazen Fawaz adds that the philosophy remains consistent regardless of the power output: "A powerful, analogue sports car that's fun to drive is always the goal. It should be as engaging to drive at 40mph as it is at 140mph."

DLS Turbo commissions are built at Singer's UK facility rather than the California operation, with development testing conducted across thousands of miles at Millbrook, IDIADA, Nardo and the Nürburgring, where TÜV certification is completed. Ninety-eight more commissions are in the pipeline, each personalised to its owner's specification.

The only question remaining is where Singer could possibly take the 911 from here? Perhaps it’s time for a 959 Design and Lightweight Study…