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THE KEEN PROJECT

CUSTOM BUILT SAFARI PORSCHE 911’s CREATED BY LEH KEEN

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The Safari 911 Is the Ultimate City Car

All the benefits of a pickup, none of the drawbacks.

The Ford Raptor has a problem: it’s monstrous. While it makes a lot of sense on the Baja Peninsula or bashing through snow outside of Park City, it makes no sense whatsoever in the city. For all of Los Angeles’s sprawl, it’s a city shockingly devoid of space. Designed around normal sized cars, not behemoth trucks, and with many garages and driveways designed 50, 60 years ago, LA isn’t ready for the Raptor.

I should know: I daily drove one for three years until I ditched it for being just too damn big. That’s not to say Ford hasn’t engineered some practicality into the thing; to the contrary, they absolutely have. In major cities—LA, New York, Boston, Philly, and DC specifically come to mind—the crumbling infrastructure has made a daily drive more like a jaunt down an off-road trail. Lazily applied patches of asphalt combined with potholes and wobbling expansion joints, no doubt thanks to fifty years of increasingly heavy cars, take their toll on your wheels, tires, suspension, and spine. Although parking a Raptor was even more of a pain in the ass than filling up the hot tub-sized tank with Premium every week, negotiating bad roads was always a pleasure.

Herein lies the dilemma: off-roading is typically the realm of trucks. Trucks do not have good dynamics. Trucks are big, ungainly things, meant for hauling large amounts of people and stuff. What do you do if you want the suspension of a baja truck to deal with the garbage roads of the city, but not the size or efficiency drawbacks? The answer, of course, is a rally car.

Conventional wisdom says that if you raise a sports car four inches above its factory ride height and install knobby BF Goodrich KO2 tires, you will not exactly improve it. This is especially true if you listen to the opinions of commenters on Bring-A-Trailer. Leh Keen, the mind behind The Keen Project, disagrees.

Leh, a professional racing driver and lifelong Porsche enthusiast, has spent the last two years building the first fifteen examples of his Keen Project Safari 911. Back in 2016, I had the privilege of traveling to his weekend home in the remote mountains of North Carolina, to have a go in Safari #1. To call the experience transformative would be an understatement. On a closed, single-track road, a couple flaggers short of a proper rally stage, I learned a very valuable lesson: a car with great dynamics on the road will also have great dynamics on a loose surface, especially with the proper tires.

Although nervous, within 15 or 20 minutes I found myself doing huge slides in Leh’s personal car, a foot or two from very large, potentially very expensive pine trees. To my utter shock, the 911 turned in harder, rotated better, and oversteered smoother than, literally any rally car I’ve ever driven. Subaru STIs, even on the correct tires, were utter pigs by comparison. Furthermore, because of the loose surface, the “widowmaker snapback” one warns dentists about when driving old 911s at the limit is entirely absent.

On dirt, the Safari 911 made absolute sense; it was a pure rally car, except built entirely for fun and not for winning races. Even better was what happened when we got to tarmac: it was still a 911. That’s not to say it will be setting any lateral G-loading records, or even that it necessarily handles or steers as sharply as it did when it left the factory. It doesn't. However, the ride quality is superb, especially over uneven pavement, the eyeline is still that of a sports car, and you don’t really notice the extra height. Even if you did, looking out over those quad rally lights stuffed in between the pontoon fenders either makes you smile, or reveals you have no soul at all.

Fundamentally, it still feels like a 911, even if mildly numbed down on the road. The beautiful greenhouse, driving position close to the windshield and dash, the perfect seating position, the sound and feel of the engine and way it pushes you, rather than pulls you down the road like only a 911 can, even the effortlessness of a cruise down the road in top gear; all of this is still present here, despite the off-road modifications. Sure, it loses some of its track-worthiness, and I’m not sure it’s the perfect choice for a blast through the (paved) canyons, either. That's not why I bought it. I bought it to navigate the urban jungle on a daily basis, take on road trips, including skiing in the winter, and the occasional off-road jaunt. It’s nearly perfect.

To get to this point, Mr. Keen combines his creative ideology and sense of setup with a handful of extremely talented Atlanta-area subcontractors to do the physical work on the car. He can arrange a donor car, a “G-Body” 911 from 1979 to 1989, or you can provide your own. In my case, I had a specific need: the G50 transmission only offered from ’87-’89, as it has a much more direct shift feel than the 915 transmission used in earlier models. You also get an extra 200cc of displacement from the 3.2 “Carrera” engine over the earlier 911 SC models. My car, a 1987 two-owner Carrera with the optional Whale Tail, burgundy leather, air conditioning, and a sunroof, is a cleaner example than most start with. Most folks also get a full repaint, something my car, in a spectacularly '80s shade of Cassis Red, did not require.

In order to make the 3.2-liter engine a bit more lively, I had the folks at BBi Autosport in Huntington Beach install a light flywheel and clutch assembly, SSI heat exchanger headers, a Dansk vintage-style muffler (All Keen Project Safari 911s use this), a Wevo Short Shift Kit, and a Wavetrac Limited-Slip Differential. They also went through the fuel and ignition system, flushed all the fluids, changed the filters, and updated many of the fittings and hoses.

From there, the car goes on a truck to Keen in Atlanta. First, Bryson Richards and his team at Classic Livery of Atlanta get down to bodywork. They install the signature rally light pod, painted to match, and rally-style front and rear bumpers. The bash bars and skid plates are functional, and give the car a menacing look in the rearview. Classic Livery also handles the interior, which for me, means Cobra GTS Classic bucket seats, RS lightweight door cards, and a Prototipo Wheel, all trimmed in burgundy leather, burgundy carpet, and City Bus fabric.

Yes, actual city bus fabric. Some folks say they want a crazy interior, but what they really mean is tartan or houndstooth or something. I live for an aggressive interior. We kept the original dash and door uppers, as they were in mint condition, as well as the black leather headliner, equally mint. The rear seats are (optionally) deleted, and a vintage-style four-point roll bar is welded in. Since the car is meant for daily driving, Clarion hooked up one of their M508 single-DIN head units with USB charging and Bluetooth, some 6.5 inch coaxial speakers for the door cards, and 6x9 inch speakers for the rear decklid.

From Classic Livery the car goes to Goldcrest Motorsports, who handle the installation of the Elephant Racing Safari Suspension and do the final sorting of the whole package before it's delivered to the customer. Because Keen focuses on a period-style build wherever possible, the suspension is not a full coil-over conversion. Rather, it retains the torsion bar-style rear suspension, just with better, long-travel shocks, different swaybars, new ‘PolyBronze’ bushings, and of course, the BF Goodrich K02 tires (the same tires used on the Ford Raptor) mounted on (American-made) BRAID RSR-style 16-inch alloy wheels.

The idea is to find a balance between off-road performance and street drivability; remember this is meant to be a daily driver with off-road capabilities; it’s not a racecar or a trophy truck. And that’s not just for me—Leh uses his personal Safari for airport runs, six-hour round trip drives to his weekend house, and to go to the grocery store, then also to hit the trails in the woods when he wants to get a bit sideways, an area where the Safari 911 particularly excels.

If there are any downsides, they are minimal in comparison to having one of the coolest and most practical daily driver sports cars around: the tight ‘rally mirrors,’ a standard part of the Keen Project package may be great for sailing the car in between trees at 100 mph on a stage rally, but they make parallel parking a nightmare, even with the convex ‘bifocals’ attached to them. And because of the lightened flywheel and aftermarket Steve Wong chip, the car doesn’t particularly like to idle when ice cold. Without the inertia of the stock flywheel keeping things rotating, it will die if you simply press the clutch in while driving, rather than gently returning to idle. The only real solution for this is to warm the car up for five minutes or so before the first drive of the day.

I absolutely love driving my Safari 911. Although I have yet to do any real off-roading (Leh recommended a few hundred street miles, then a thorough once-over to make sure everything is nice and tight after installation, before doing any real abusive driving), this is the most fun petrol-powered city car I’ve ever driven. Like a Raptor, speed bumps are best taken at full throttle; the car skips over them like a stone. Potholes need not be avoided, and dips in the road become jump opportunities. There’s some additional body roll along with the extra travel, but the handling remains predictable and the manual steering, direct. With the reduced rear grip of the off-road tires, it’s even possible to get predictable, mild oversteer at fairly low speeds, on tarmac. I’ve parked it up on curbs, driven it over downed trees in the road, and taken driveways straight on that would require gnashed teeth and sweaty palms in a stock height 911. And the whole time, I’ve never for a second felt like I wasn’t piloting a performance-oriented 911. It’s got the sound, the response, the look and feel you want from a Porsche, just pointed in a different direction and cranked up to 13. I even watched as the valets shifted a Bentley GT a few feet over, so I could have front row parking at Mastro’s.

This, not the Nurburgring-tuned Ford Focus RS, is the urban rally car experience I’ve really been looking for. While the rest of the world gravitates toward SUV’s, trucks, and luxo-crossovers to deal with modern urban and suburban driving conditions, the pervasive attitude is that cars are dead, and if you can’t beat ‘em, to just join ‘em, with something like a Macan Turbo, as much of a luxury rally car as you can buy today. Well I think you can beat them, have your air-cooled cake and eat it too. Universality, thy name is Keen Project Safari, and it’s the perfect go-anywhere, do anything sports car for today’s urban jungle. It’s the best of air-cooled, the best of Raptor, and the best sense of humor, in one vintage 911-sized package.

Matt Farah is a lifelong car enthusiast who began his automotive career at dealerships, rental agencies, and detail shops before discovering the power of YouTube in 2006, with his channel The Smoking Tire. Farah has a Bachelors of Fine Arts from the University of Pennsylvania, with a concentration in Photography, helping not only create YouTube content but also providing his own photography for his Editor-at-Large position at Road & Track.

He has hosted and produced television series on NBC Sports, G4 Network, SPEED, and Esquire. The Smoking Tire Podcast is #1 in the category every week of the year. Now at 800+ episodes, The Smoking Tire podcast is the definitive guest stop for who’s who in the auto industry. Farah’s Westside Collector Car Storage is a game-changer in luxury, concierge parking that expanded to a second location in 2023.  

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Interview: Lehman Keen, the man behind The Keen Project Safari 911

Lehman Keen is best known for building Safari Porsche 911s, but before that he was a professional race car driver with a childhood that revolved around Porsches.

Naturally, his racing career mostly centered on Porsches, and at one point he worked for Hurley Haywood. Like everything in life, there are politics and some drama in racing, and eventually he burned out.

The Keen Project Safari started in 2013. Keen was working on a 964 Porsche 911 backdate project, which he sidelined to build a Safari 911. He executed his vision and almost immediately friends and others that heard about the car wanted one.

The Keen Project Safari 911 was born.

After driving The Keen Project Safari No. 2 build , Keen spoke with Motor Authority over the phone about his career, his Porsches, and the future.

(Answers below have been condensed and edited for clarity.)

ALSO SEE: The Keen Project Safari 911 first drive review: a time machine for any adventure

Lehman Keen and his father

Question: How did you get into cars?

Answer: I didn’t really get into cars, I got into Porsches, because I knew Porsches before I knew cars.

My dad bought a black 930 when I was three years old. I grew up in that 930, which was pretty rough. He got a nicer, black 930 later, and he had that until I was about 14 years old.

The first race I ever went to was the 24 Hours of Daytona in 1995 and we rode in that car. I grew up cleaning the BBS wheels.

He sold the 930 and bought a 993 GT2 race car when I was about 14 and started in PCA. I remember at 15 years old being in the rear of that car hanging onto the roll bar while blasting down an airstrip at 175 mph.

Lehman Keen after a race win in 2009. Grand Am Rolex GT

Q: How did your racing career start?

A: I started in PCA and quickly went into club racing as I was quick out of the gate. After winning each event, my dad put me in some professional races in 2004 and 2005. That evolved over the years to be something I could turn into a career. Eventually, I made the transition from amatuer to professional racing.

I was in a Porsche most of my career with some of the biggest Porsche race teams in the USA like BRUMOS Porsche and Alex Job Racing. I was heavy into sports car racing for 10 years competing in both ALMS and Grand Am ROLEX at the same time, and then in the IMSA series. The experiences were amazing including hanging out with Hurley Haywood, who ended up being my boss.

It was a pretty awesome run in professional racing from Daytona to Sebring, and being on the podium multiple times. Pretty cool stuff for a kid that started in PCA.

2011 Sebring 12 hours ALMS. Lehman Keen interviewed after qualifying on Pole in the GTC class

Q: Why aren’t you racing anymore?

A: I got a bit burned out on it. I loved it, but it turned into a real job that became really stressful with a lot of politics. Eventually I didn’t enjoy it like I used to.

Although I didn’t do everything I wanted to, I checked a lot of boxes. Over time it just became a little less interesting.

Starting The Keen Project showed me I could be involved in the car—and Porsche—world in a very different way. Suddenly my focus wasn’t solely on racing anymore.

1996 Porsche 911 GT2 race car

Q: What inspired you to do The Keen Project Safari 911, and how did we get here?

A: I’ve been fortunate to drive some amazing 911s over the years and my career, including the old vintage stuff, like a ‘74 RSR, 935 K3, 993 GT2, 993 RSR, and more. At this point I know what a good 911 drives like, and what a good 911 should feel like.

The Keen Project is now over five years old. I love what Porsche has with its East African Safari history. The whole idea was a car I could bomb around in, whether it’s downtown Atlanta or back in the woods. I didn’t want to worry about curbing a wheel, scratching the paint, or whatever else happened, and all the while I’m still in an old 911 with the feel and the sound.

In racing, you are evolving the car and making it better with tweaks. I’ve been doing that same thing here. Driving the cars to make them feel better, the way the clutch, steering, and everything feels, even how the motor revs. Starting with a great car, just doing little tweaks here and there to make it better is how this started and what it’s about.

#LUFTAUTO Patrick Long's 1985 Porsche 911 Rally Car

Q: Patrick Long has something like this . Did yours come first or did Patrick’s? Any relation?

A: Yeah, we are actually friends as we know each other from racing. Patrick drove my car in 2015 and was playing around with the idea to build a car. He already had a Safari-style car in mind, but after driving mine he decided to do it. He and I talked a bunch after that and he’s since built two of them. They are a little bit different. His are taken straight down to the bare tub and built up. It’s ready to go do a race, and they also come with a pretty hefty price tag. We build in the same era of cars, but our cars are a little different in style. I like his a lot.

The Keen Project Safari 911

Q: Do you have one? What do you do with it?

A: Mine was the first. It’s built off an 1981 911 SC; red with white wheels. It’s the template as it’s exactly what I had in mind when this started; it was my vision. I bomb around downtown Atlanta or take it blasting through national forests on dirt roads. It’s at home anywhere.

The Keen Project Safari 911 No. 7 mid build

Q: Where do you get the base/donor cars? What level does the donor car need to be?

A: The customer buys the donor car, though I help them. The general rule is the cleaner the better. If you save money when you buy the donor car you’ll spend it when we go through it.

Everything is gone through, repaired, and fixed. When it’s done, it’s 100 percent ready to go. Saving money up front with a donor car makes it harder as we have to redo things, varying from the engine to the body, if money is saved on the buy. Mechanically it’s preferred that it’s clean from the get-go.

Q: Why the G-body? Would you build off any other generation?

A: Generally the donors are 1978 to 1989, which is a particular stretch of SC to 3.2 Carreras. I won’t do any other generations, just the G-body. It’s what I know, there are a lot out there, and the donors are easy to find.

It’s a very simple, rear-wheel-drive, manual 911. It’s a great platform, plus I like the torsion bars and impact bumpers they came with. More importantly, it’s what Porsche ran in the late ‘70s and early ‘80s, which is what inspired my car.

Q: Who does the work? Do you do it all or does it get farmed out?

A: All of the work is subbed out to four major outfits that I directly manage. I’m also directly connected with parts suppliers. I take the car where it needs to go to get the work done, manage the process with the cars throughout the build, and I go through it step by step with both the builders and customers.

Q: Let’s walk through the parts list and what work gets done, system by system (engine, body, interior, suspension, etc).

A: All the cars get the same treatment, both for performance and cosmetics. I’ll only do the car if it’s a full build.

The general run down: Each gets the the front light pod which has two wide-beam lights and two pencil driving lights, bumper bars, shaved mirrors, and mud flaps. The rear decklids and roof racks are left up to personal preference of the customer.

All cars also get an interior redo using some sort of really cool-looking or vintage material to go with the exterior of the car. I source materials from Europe, and some of them are original factory Porsche stuff from the ‘70s. The lower dash panel, seats, door panels, tool kit, sometime the rear seats all get done in the wild retro fabric chosen. Customers can either do race buckets with a roll bar or a family setup with rear seats and streetable front seats with no roll bar.

The wiffle ball shift knob and Momo Prototipo steering wheel finish off the interior for a classic look.

A lot of the suspension gets replaced. New, longer travel shocks, upgraded torsion bars, rear hybrid torsion and then coilover setup, all new bushings, (911 Turbo) tie rods, racing camber plates and racing ball joints make up the suspension modifications. The front upright gets modified for the upgraded ride height, which is a 4-inch—from European ride height—lift courtesy of the torsion bar setup.

All of them ride on 215/65 BFGoodrich KO2s wrapping 16-inch wheels.

The early ‘80s cars had terrible air conditioning, so we do an entire new system so it’s liveable in traffic or the highway should a customer want it.

Q: How many have you built to date? How many on order?

A: I didn’t know exactly where this would go. After I built my car I realized how much fun you could have in it. I’ve built ten, including mine. I’m delivering No. 10 next week, and Nos. 11, 12, 13, and 14 are all in production right now. I have up to No. 24 sold.

Q: Is this your full-time job?

A: I still do a bit of driving, racing that’s fun, nothing serious, some stunt driving, commercials, etc., but The Keen Project is quickly turning into a full-time job.

With four cars in production simultaneously there’s a lot of time in checking on parts, processes, moving things along. We just did an off-road event with The Keen Project, called the Appalachian Adventure, and that’ll be yearly thing. I’m hoping to build eight cars in 2018.

Q: What’s this going to turn into?

A: This is just something that happened. I’m having a lot of fun right now. It’s just one car after another, and that’s really amazing to me.

Where it goes? I want it to continue. I’m really into design for 911, and have ideas I’d love to implement in the future.

At the moment I have so many Safaris to do I’m focused on that. Once we are rolling and we are building them fast enough I’ll start building another design in some way, that’s what The Keen Project is.

Q: What does this all cost?

A: It starts with me talking with the customer, feeling them out to figure out who they are, what they want to do with it, and how they'll use it. Usually the guys that want to take a 911 through mud are pretty laid back.

Basically, you need $100,000 to build one of these. Donors run about $30,000 to $40,000, and the work runs about $60,000 to $70,000.

It’s a lot of money, but in the Porsche world for a full build, it’s not a lot of money. You can do a lot with that car. A lot of that goes to stuff that has nothing to do with the Safari portion of the build, like new cams, air conditioning, etc., just to make the car right. So it’s good and runs well when it’s done.

Lehman Keen's 2016 Subaru Crosstrek

Q: What do you daily drive?

A: *chuckles* A Subaru Crosstrek. It’s just great for every day. I constantly drive around Atlanta, and move parts around for the cars being built. It’s a great car for just getting around in.

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NEW ON YOUTUBE: Cash for Clunkers List

The Keen Project Builds One-Off Porsche 911 Off-Road Safari Cars

Leh Keen sits down with VINwiki to chat about his work and the off-road Porsche 911s he builds.

Leh Keen is a professional race car driver and expert on Porsches being that he drove them professionally for many years. 

You may remember Keen from last year's /DRIVE on NBC Sports season when he helped hosts Matt Farah, Chris Harris, and Mike Spinelli race in the ChumpCar VIR24 endurance race with their 1988 BMW 325is. Beyond thrashing Porsche's on track, Keen has another hobby: Making some of the best off-road Porsches in the world.

Keen recently sat down with VINwiki to talk about his company, The Keen Project. Started in 2013, The Keen Project is where the Georgia native builds one-off Porsche 911 off-road Safari cars that have gained loads of praise across the interwebs. Keen says it was always about making a Porsche he wanted for himself, but one that may be interesting to other people too. He is a fan of Porsches reimagined by Singer and even has an Akira Nakai built Rauh-Welt Begriff Porsche to call his own. He sees those cars as works of art and strives to create his own versions of that with a completely different Porsche goal. 

Keen's cars cost in the ballpark of $90-100K and that includes the base car. He puts around $60K of work into the cars and those cars last through wear, tear, and plenty of abuse. Where other Porsche builds are sometimes just show projects, Keen's cars are driven. He says he knows of a few cars which have 10,000 miles on them after being built. He even knows of one which is daily driven and parked at the airport for extended periods. Keen just delivered his eighth customer car, but has another 10 on backorder including /DRIVE on NBC Sports host Matt Farah's.

"We are all about having fun. We don't try to overthink anything or overbuild anything. Just the right ingredients to make the car happy and the driver happy," Keen told   The Drive . "Most of the donor cars we get have been sitting in a garage for a decade or more and need some rust fixed, chassis gone through, and the engine prepped. In the end, the cars get a new life and are far far away from that garage they were sitting in covered in dust."

"You will get a thumbs up from the guy in the Jeep or Raptor just as many times as the guy in the GT3."

Best way to follow Leh and The Keen Project is his Instagram . Check out VINwiki 's 'The Keen Project' video below.

The History Of Leh Keen’s Safari 911 Straight From The Man Himself

4/11/2018 7:57 est Filed to: Tuned Porsches By: Bradley Brownell

We all remember the season when Brumos left the racing world, but did you know that a little bit of good came out of that? That’s right, Leh Keen’s “The Keen Project” first kicked-off during his hiatus from motorsport when he was between teams. When the legendary Florida team discontinued their Grand Am GT program, Leh started building a backdated hot rod, and bandied about the idea of building them for other people. That car was never finished, as he was picked up as a driver again with the WeatherTech program, helping train Cooper McNeil to the point where he even raced with the team at Le Mans a few times. Once that partnership ended, Leh returned his focus to the Keen Project, but with a brand new idea. The first Safari 911.

When Keen shipped Safari #1 out to Monterey Car Week a few years ago, he’d almost single-handedly created a new fad in the Porsche world. While Porsche has nearly always carried a history inextricably linked with rally racing, nobody had ever really transferred those rally principles to work with street-legal Porsches In retrospect, it makes perfect sense. You can hear the full history in Leh’s own words, in this new video from VINwiki .

Now that Leh has delivered eight of these special Safari cars, they’re really starting to catch on. When he first built his red one, however, people went a little crazy about how he’d ‘ruined’ a perfectly good 911. Of course, there are now several shops building this style of car, and Leh himself has a backlog of ten cars that he still needs to build. He’s hoping to get eight of those ten finished this year, and maybe get around to finishing up that backdate project, finally.

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Safari Porsche 911 made into custom ultimate off-road sports car

The following is a transcript of the video:

This right here, would make most Porsche enthusiasts cringe. That is a 1981 Porsche 911 SC... tearing through the mud. Here's why one company turns luxury Porsches into heavy-duty off-roaders.

The Porsche 911 is one of the most iconic luxury sports cars in history, especially when it comes to motorsports. However, Leh Keen, a professional race car driver and Porsche expert, prefers driving 911s off the racetrack… and actually, off the pavement altogether. Keen has become well-known for turning Porsche 911s into heavy-duty off-road vehicles... and giving them a beating. His company, The Keen Project , builds 'Safari 911s that are capable of tackling every kind of terrain.

Leh Keen:  There's a lot of different ways to build a car. You have rally cars, road race cars, drag cars. Safari is kind of another step past ruggedness from a rally car. A Safari 911 is obviously lifted up in the air, has meatier tires than a rally car would. More lights, maybe bumper bars in case you hit something. The Porsche 911 is the perfect platform to do this with. Everyone knows how Porsches are built. They're built strong and durable. When you're out in the desert or the woods you need a car that's reliable. The first 911 put into competition was actually rallied, not road raced which most people think. The Safari cars from Porsche were very successful.

Not everyone was initially a fan of Keen’s plan to turn such a prestigious car into a mud-flinging off-roader.

Leh Keen:  I told some people what I was gonna do and they basically said, "No, you can't. You can't do that. You can't lift a Porsche 911 and take it in the mud, get it dirty, put off-road tires on it." I said, "Porsche did this all through the '70s and early '80s . They did it, so why can't I do it now?" So I built the car and those same people after seeing it and riding in it kind of changed their minds and said, "Okay. Actually, this is pretty cool. One of the most difficult parts is acquiring a donor car. We like a black-on-black 1980s 911. They're tough to find. Part of my job is helping the customer to source them .

Once the right car is acquired, then the fun part begins.

Leh Keen: So for the exterior, the car will get stripped down, sanded down, all the windows pulled out. Put new windshields in, new taillight lenses. We basically go through and get it looking really sharp. Then we add all the Safari stuff so the mud flaps, the bumper bars, the light pod, everything we add on top. The car will get whatever flavor of Porsche color you want. That's what I really love is the great colors . Porsche has used over the years, and we want to use that. We really want the car to pop. For the interiors, Porsche made all this crazy fabric material in the ' 70s and ' 80s and I try to use it as much as possible so you'll see some really funky stuff. And why not? You're lifting a Porsche 911, you're putting off-road tires on it, you're going to take it in the mud and you're going to go out in the woods get it dirty. You might as well give it some personality. On the mechanic side, all the major suspension components get replaced. We pretty much touch every part, but we also keep it very simple, kind of as Porsche imagined it.

Keen assures quality by personally test-driving each car himself.

Leh Keen:  I'm also driving the car through the whole building process. So I can really feel the car evolve. So if I feel something that's not quite right, we can fix it before it goes to the customer so that when they get it all they need to do is turn it on and go have fun.

For those interested in their own Safari Porsche, be aware these babies don't come cheap.

Leh Keen:  So total budget for the customer should be about $120,000. That includes the donor car, the Safari treatment, and my management fee in the end of it. I like to call it the "Do it All 911" because you really can do whatever you want with these cars. They're rugged, they're tough, and they can handle it, whether it's a metropolis city or in the middle of nowhere in the mountains or the desert.

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Safari 911! Watch Leh Keen’s Porsche Splash and Slide

Just like the racing machines, Keen’s 911 is armed with a rack of period-correct off-road lights mounted at the leading edge of the SC’s hood, although whereas the RS wore a wider, 911 Turbo –sourced body shell, Keen’s car retains its narrower SC bodywork. The 3.0-liter flat-six exhales through stainless SSI pipes into a Dansk exhaust can, which is a pretty standard-issue setup on an air-cooled Porsche. Given Keen’s apparent penchant for fording streams, the stainless heat exchangers make a whole lot of sense.

The lifted suspension comes courtesy of the Porsche suspension experts at Elephant Racing, and it echoes the high-riding Baja Buggish stance of the racing machines. Unlike the SC RS, which wore a gigantic decklid ornament reminiscent of the 1980s “tea tray” rear spoiler, Keen opted for a smaller ducktail unit from the classic ’73 2.7 RS . He also had the shocks on the 5-mph bumpers shortened to tidy up the car’s look.

While not as chest-puntingly fast as the WeatherTech 911 GT3 R that Keen pilots on race weekends, the Safari 911 comes off as a rational, stylish, and different kind of Neunelfer built for a different kind of fun. We can think of more than a few fire roads we’d love to blast down in the thing.

Davey G. Johnson has been writing about the machines that move us since 2001. His first automobile was an El Camino, his first motorcycle a Guzzi, and his first sports car a Porsche, informing his admittedly fungible belief that one should haul American, drive German, and ride Italian.

Remembering Davey

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Matt Farah's Safari 911: Everything You Need To Know

From writing for small auto news sites to becoming a prominent figure in the enthusiast cosmos, here's Matt Farah building his own Safari 911.

15The guys and gals who were once writing for small online auto news sites, in the beginning, are now among the very best journalists in the world. This was the process in which a man named Matt Farah came to be prominent in the enthusiast cosmos.

Farah first got traction with a group known as Garage419 , mostly a YouTube channel with press car content and challenges regarding enthusiast cars. After several years of work at 419 he would eventually start his own entity, known as The Smoking Tire.

Doing reviews of his fan's cars and press cars, along with track days and fun trips, he earned himself a spot at nearly every big performance press launch. Considering his love for cars, he has recently launched his newest gig, West Collector Car Storage .

It will be a state of the art facility that accommodates all types of customers who need a place to store their special cars in the LA area. It will include some of the best car stacking machinery in the state and have accommodations for other activities as well.

Luckily for him, he will now have room to store one of his own special builds, the Porsche 911 Safari.

Related:  10 Rarest Porsches Currently Owned By Collectors

Inspiration

Starting out as a 1987 Porsche 911 Carrera with the 5-speed G50 gearbox and the 3.2 Liter flat 6, this car was clean. 90,000 miles and redone everything made Matt Farah's Porsche dreams come true, especially for what had in store.

What is most eye-catching about his beautiful G-series car, is the color. Cassis Red paint lies atop the sheet metal on the little car, which helped him get a better deal considering the color's unpopularity in the Porsche community. From the picture above, you can see that it is more of a pastel-like purple with sparkly undertones that gleam in the sun. Farah likes to call it "grape soda lipstick", a description so good that I wish I thought of it first.

His entire inspiration for buying the 911 came from a trip he had with world-renowned journalist, Chris Harris. Harris introduced Matt to his buddy who goes by the name of Leh Keen. Keen buys G series 911s, works his safari magic, and creates some of the best off=road race-style Porsches in the world. And after a ride-along in one of Keen's low tier builds, Matt decided he needed one immediately.

Related:  The New Limited-Edition Porsche 356 Will Be Available In Iconic Racing Colors

The safari build in its entirety  includes the existing Fuchs Wheels with BFG All-Terrain tires, a 4-inch lift with the Elephant Racing bypass shocks, redone front suspension, rally light pod, ducktail spoiler, and ski rack. Matt had the car built as a daily driver for LA, so he opted for a much needed A/C unit, Bluetooth stereo, and comfortable seats.

As for the oily stuff, the engine sits at 3.2 liters and is connected to the famous G50 Porsche gearbox. Farah had BBI Autosport do a complete engine rebuild including, of course, the internals, full header-back exhaust, heat exchangers, a Danske muffler, lightened flywheel/clutch, and a bunch of other detail-oriented changes. These mods will make any older 911 feel smoother, lighter, and tactile in its controls, which is an amazing feat considering these cars feel so good already.

And finally... the glorious interior. Matt's taste in cars is according to us, fantastic, and his interior scheme for the safari car only solidifies his keen eye for style. '90s transit-bus cloth covers the interior as not the secondary trim, but the primary interior color! Calling it a bold statement would be the bold understatement of the century.

Related:  Modded 911 Safari Is Insane, And Can Be Yours For ...

A lot of people would have you believe that all Porsches are sacred, holy pieces of history that cannot be touched unless by the hand of Porsche themselves. The truth is, these people have invested their energy into an ideal that only proves them wrong in the end.

Enthusiast culture is about enjoying cars for what they are designed to do, and when it comes to Porsche, finding a better driving car is difficult. So, the notion that keeping one in your garage forever makes you an enthusiast, is slightly contradictory.

Matt Farah underwent scrutiny for modifying his own example into something he loved, which is wrong. To most people's surprise, 911s are some of the greatest loose-surface cars ever made. The weight over the rear tires, light steering, and impeccable control, is why Porsche won rally and why people like Leh Keen and Matt Farah preach the word of the Safari 911.

Source: The Smoking Tire

Next:  Matt Farah's Porsche Safari 911 Is The Perfect All-Arounder, Off-Roader

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Porsche 911/964 Safari Build Wheel Fitment Guide

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The recent trend of Safari Porsche 911 builds focus on unique and adventurous modifications of the iconic sports car, combining high-performance engineering with off-road capabilities. Inspired by classic Porsche rally cars, these custom creations are designed to tackle rough terrains and challenging landscapes, making them stand out from the traditional road-focused 911s.

These builds often retain the iconic silhouette and design elements of the Porsche 911, maintaining its recognizable identity while showcasing an aggressive and rugged appearance. With upgraded drivetrains and specialized off-road components, Safari 911s are well-equipped for adventures and exploration beyond asphalt.

The Porsche 911 Safari builds appeal to enthusiasts seeking a blend of performance and exploration, offering a thrilling and versatile driving experience that takes the legendary sports car to new and exciting places.

The History of Porsche 911 Rally

Porsche 911 Domination at Dakar

The Porsche 911 has left an indelible mark on the Dakar Rally. In the 1980s, the 911 SC/RS secured a 1st place victory in the grueling event, showcasing Porsche's rally prowess. Additionally, in 1986, the Porsche 959, an advanced all-wheel-drive supercar, clinched a historic 1st and 2nd place finish. These triumphs underscore the 911's adaptability and performance, transitioning from asphalt to treacherous desert terrains. The Porsche 911's achievements in the Dakar Rally stand as a testament to its engineering excellence and its ability to conquer some of the world's most challenging motorsport challenges.

From Classic Rally 911s to Modern Safari Builds

The evolution of the Porsche 911 rally car into a modern Safari builds took the iconic sports car from tarmac to off-road adventures. Inspired by its rally heritage, enthusiasts started modifying 911s with raised suspensions, robust tires, and reinforced chassis to tackle challenging terrains. These custom Safari builds retained the 911's signature style while embracing off-road capabilities, creating a thrilling fusion of performance and exploration that captivates the imagination of adventure-seeking drivers.  

Ken Block's Safari 911 from 2022 East African Safari Rally

The car started life as a standard 1978 Porsche 911 SC, it was purpose built by Tuthill Porsche with a strengthened body, uprated suspension and brakes, a rebuilt engine design for rally, a limited-slip differential, motorsport spec interior and of course, proper wheels by BRAID.

Well Known Safari 911 Builds

BRAID Wheels' reputation in competitive motorsports has carried through into modern safari builds due to their lightweight construction, strength, and precision design. Crafted using advanced techniques like forging, they ensure rigidity and consistent performance, crucial for high-stress racing. Customizable in various sizes and offsets, BRAID wheels cater to specific needs. Heat dissipation features prevent overheating during braking. Proven on the track, these wheels offer durability against impacts, compatibility with diverse setups, and even aerodynamic advantages. With a trusted reputation among racing professionals, BRAID wheels excel in rallying, circuit racing, and off-road competitions, embodying the essential blend of performance, resilience, and customization demanded by motorsport environments.

"BRAID Wheels, Used By The Best Builders"

Matt Farah's Daily Driver Safari 911

Leh Keen built this Safari 911 for Farah and is a stunning example of a modern Safari build. With a lifted suspension, all-terrain tires, BRAID wheels and robust modifications, this custom Porsche 911 delivers exceptional off-road capabilities.

Tuthill Built Safari 911s

Leh Keen Safari Builds

Leh Keen Porsche Safari builds have taken the off-road world by storm. Known for his innovative vision and skillful craftsmanship, Leh Keen transforms classic Porsche 911s into rugged yet stylish safari-inspired machines. These unique creations blend iconic Porsche design with all-terrain capabilities, making them perfect for adventurous enthusiasts. Keen's passion for off-roading and dedication to preserving the Porsche heritage have earned him a devoted following and solidified his position as a trailblazer in the niche market of custom safari builds.

E-Motion Engineering Built Safari 911s

E-Motion Engineering specializes in crafting exceptional Safari-style Porsche 911s. These unique builds blend the iconic 911 silhouette with off-road capabilities, featuring raised suspensions, robust tires, and reinforced components. E-Motion Engineering's Safari 911s pay homage to rally heritage while embracing modern engineering, creating versatile and adventurous vehicles. With meticulous attention to detail, these custom builds offer enthusiasts a thrilling combination of performance and exploration, reimagining the classic sports car for off-road terrain.

Kelly Moss Built Safari 911s

Kelly-Moss is renowned for its masterful creations of custom Porsche 911s. With a rich history in motorsports, the company expertly transforms these iconic cars into high-performance machines. Kelly-Moss-built 911s often feature advanced engineering, aerodynamic enhancements, and powerful drivetrains. Their track record includes victories in various racing series, showcasing their prowess. These builds seamlessly merge innovation with the 911's timeless design, captivating motorsport enthusiasts. Whether for competition or the street, Kelly-Moss-built 911s represent the pinnacle of automotive craftsmanship, delivering exhilarating experiences and solidifying their position as leaders in the Porsche customization landscape.

Wheel Fitment

The key to safari builds on 911s is finding a suitable tire. As most people prefer an all terrain option. The trick is to find a tire with a small enough overall diameter and suitable width. Fortunately some do exist in 16" and 17". The size with the most options is 215/75-16. So, not surprisingly, this is the most popular. One issue however is, that on g-body cars you have to trim some of the trailing edge of the bumper off to allow enough room for the tire to turn during steering.

"Wheels are just tire holders" - Paul Eddleston, President & CEO, BRAID USA

There are a couple of smaller sizes out there but with very limited availability. Namely 215/65-16, 215/60-16 and 205/60-16. I have no personal experience with them on 911s but, for reference the relative overall diameters are 27", 26.2" and 25.7". Stock 911 diameter tires are 25". There are some 17" AT tires available too, the smallest of which is a 225/55-17 at 26.7".

We have quite a few suitable options for these tires on these builds which vary in strength and by extension, weight. Here they are listed mostly in order of strength:

911 Safari Build Wheel Recommendations

These may not be up to proper off road usage, especially the three piece, BZ and forged but people are using them. The 16x7 Fullrace A is an exception though because in this size it is particularly robust.

View  16" x 7"

View  17" x 8"

These look the business but may be overkill for your intended usage as they are intended for trucks. They are by far the most popular though.

View  16" x 8"

Once on an individual wheel page, select 17x8 from the size drop down to see the retail price. I understand there a lot of options so please feel free to reach out if you want help narrowing down your choice.

The Keen Project Safari 911

Finding yourself lost in an array of different subcultures is the norm when collecting all different types of cars. From owning Japanese to British to German, I’ve come across the most purist to the ever so free spirit rebel. And in today’s modern world the biggest divide isn’t between owners of the same marque. It’s between whether or not to be conscious of the ever changing climate and deciding if you need to succumb to owning an electric or hybrid. Sure it’s come across my mind plenty of times and I’ve visited the dealerships to see differences, positives and negatives. Maybe one day there will be a car that changes my mind and until that day comes, you’ll still see me driving classic cars on the road.

This brings us to this fine example of “I’m building whatever I want for me”. Introducing the Keen Project’s Safari 911 that just happens to sitting in my driveway this week. Taking inspiration from 70s and 80s Safari cars that Porsche factory built, this 1981 911sc can possibly be one of the coolest cars you’ll see driving around Carmel during car week.

I got a text message from Leh asking if he could ship me a car so he could drive around Monterey. I had seen photos of the car on Lehs Instagram (@ lehmank ) but when it rolled off the hauler I was extremely impressed to see how clean and well executed the car was in person. Adult Search – adult work jobs – erojobs.biz.

To achieve the ride height, Elephant racing produced special longer shocks and front uprights. The mud flaps and light pod were sourced out of Europe. Some intake work and ssi and danske exhaust system. The car was completely serviced by a local race shop.

The car was repainted in guards red and one of the more unique things I like about this build are the “crushed” bumpers. On stock 911s from 74-89, the bumpers were changed to accordion style to meet US crash standards. They were long and ugly. They’ve grown on me but for many years these were an eye sore to my eyes. The shortening of the shocks pulls the bumper in and gives it a cleaner more flowing look. Safari bash bars were added on top to complete the look.

The entire interior has been redone. All new carpet & headliner. The new seats, door panels and lower dash was wrapped in classic Porsche fabric. Every part of the inside has been touched except the original main dash. A sunroof delete for the exterior along with antenna and mirror delete.

Leh really wanted a 911 he could “go anywhere” with. Whether that be in downtown Atlanta over a curb or on a national forest road through a creek. The whole point of the project was fun. A fun build that will be fun to drive using real parts to make it not just for looks.

The last thing Leh said in his write up to me and the first thing I said when I saw the car was “I can’t wait to jump it!” I’m sure that’s what will be on a lot of people’s mind when they see it this week.

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40 facts about elektrostal.

Written by Lanette Mayes

Modified & Updated: 02 Mar 2024

Reviewed by Jessica Corbett

Elektrostal is a vibrant city located in the Moscow Oblast region of Russia. With a rich history, stunning architecture, and a thriving community, Elektrostal is a city that has much to offer. Whether you are a history buff, nature enthusiast, or simply curious about different cultures, Elektrostal is sure to captivate you.

This article will provide you with 40 fascinating facts about Elektrostal, giving you a better understanding of why this city is worth exploring. From its origins as an industrial hub to its modern-day charm, we will delve into the various aspects that make Elektrostal a unique and must-visit destination.

So, join us as we uncover the hidden treasures of Elektrostal and discover what makes this city a true gem in the heart of Russia.

Key Takeaways:

• Elektrostal, known as the “Motor City of Russia,” is a vibrant and growing city with a rich industrial history, offering diverse cultural experiences and a strong commitment to environmental sustainability.
• With its convenient location near Moscow, Elektrostal provides a picturesque landscape, vibrant nightlife, and a range of recreational activities, making it an ideal destination for residents and visitors alike.

Known as the “Motor City of Russia.”

Elektrostal, a city located in the Moscow Oblast region of Russia, earned the nickname “Motor City” due to its significant involvement in the automotive industry.

Home to the Elektrostal Metallurgical Plant.

Elektrostal is renowned for its metallurgical plant, which has been producing high-quality steel and alloys since its establishment in 1916.

Boasts a rich industrial heritage.

Elektrostal has a long history of industrial development, contributing to the growth and progress of the region.

Founded in 1916.

The city of Elektrostal was founded in 1916 as a result of the construction of the Elektrostal Metallurgical Plant.

Located approximately 50 kilometers east of Moscow.

Elektrostal is situated in close proximity to the Russian capital, making it easily accessible for both residents and visitors.

Known for its vibrant cultural scene.

Elektrostal is home to several cultural institutions, including museums, theaters, and art galleries that showcase the city’s rich artistic heritage.

A popular destination for nature lovers.

Surrounded by picturesque landscapes and forests, Elektrostal offers ample opportunities for outdoor activities such as hiking, camping, and birdwatching.

Hosts the annual Elektrostal City Day celebrations.

Every year, Elektrostal organizes festive events and activities to celebrate its founding, bringing together residents and visitors in a spirit of unity and joy.

Has a population of approximately 160,000 people.

Elektrostal is home to a diverse and vibrant community of around 160,000 residents, contributing to its dynamic atmosphere.

Boasts excellent education facilities.

The city is known for its well-established educational institutions, providing quality education to students of all ages.

A center for scientific research and innovation.

Elektrostal serves as an important hub for scientific research, particularly in the fields of metallurgy, materials science, and engineering.

Surrounded by picturesque lakes.

The city is blessed with numerous beautiful lakes, offering scenic views and recreational opportunities for locals and visitors alike.

Well-connected transportation system.

Elektrostal benefits from an efficient transportation network, including highways, railways, and public transportation options, ensuring convenient travel within and beyond the city.

Famous for its traditional Russian cuisine.

Food enthusiasts can indulge in authentic Russian dishes at numerous restaurants and cafes scattered throughout Elektrostal.

Home to notable architectural landmarks.

Elektrostal boasts impressive architecture, including the Church of the Transfiguration of the Lord and the Elektrostal Palace of Culture.

Offers a wide range of recreational facilities.

Residents and visitors can enjoy various recreational activities, such as sports complexes, swimming pools, and fitness centers, enhancing the overall quality of life.

Provides a high standard of healthcare.

Elektrostal is equipped with modern medical facilities, ensuring residents have access to quality healthcare services.

Home to the Elektrostal History Museum.

The Elektrostal History Museum showcases the city’s fascinating past through exhibitions and displays.

A hub for sports enthusiasts.

Elektrostal is passionate about sports, with numerous stadiums, arenas, and sports clubs offering opportunities for athletes and spectators.

Celebrates diverse cultural festivals.

Throughout the year, Elektrostal hosts a variety of cultural festivals, celebrating different ethnicities, traditions, and art forms.

Electric power played a significant role in its early development.

Elektrostal owes its name and initial growth to the establishment of electric power stations and the utilization of electricity in the industrial sector.

Boasts a thriving economy.

The city’s strong industrial base, coupled with its strategic location near Moscow, has contributed to Elektrostal’s prosperous economic status.

Houses the Elektrostal Drama Theater.

The Elektrostal Drama Theater is a cultural centerpiece, attracting theater enthusiasts from far and wide.

Popular destination for winter sports.

Elektrostal’s proximity to ski resorts and winter sport facilities makes it a favorite destination for skiing, snowboarding, and other winter activities.

Promotes environmental sustainability.

Elektrostal prioritizes environmental protection and sustainability, implementing initiatives to reduce pollution and preserve natural resources.

Home to renowned educational institutions.

Elektrostal is known for its prestigious schools and universities, offering a wide range of academic programs to students.

Committed to cultural preservation.

The city values its cultural heritage and takes active steps to preserve and promote traditional customs, crafts, and arts.

Hosts an annual International Film Festival.

The Elektrostal International Film Festival attracts filmmakers and cinema enthusiasts from around the world, showcasing a diverse range of films.

Encourages entrepreneurship and innovation.

Elektrostal supports aspiring entrepreneurs and fosters a culture of innovation, providing opportunities for startups and business development.

Offers a range of housing options.

Elektrostal provides diverse housing options, including apartments, houses, and residential complexes, catering to different lifestyles and budgets.

Home to notable sports teams.

Elektrostal is proud of its sports legacy, with several successful sports teams competing at regional and national levels.

Boasts a vibrant nightlife scene.

Residents and visitors can enjoy a lively nightlife in Elektrostal, with numerous bars, clubs, and entertainment venues.

Promotes cultural exchange and international relations.

Elektrostal actively engages in international partnerships, cultural exchanges, and diplomatic collaborations to foster global connections.

Surrounded by beautiful nature reserves.

Nearby nature reserves, such as the Barybino Forest and Luchinskoye Lake, offer opportunities for nature enthusiasts to explore and appreciate the region’s biodiversity.

Commemorates historical events.

The city pays tribute to significant historical events through memorials, monuments, and exhibitions, ensuring the preservation of collective memory.

Promotes sports and youth development.

Elektrostal invests in sports infrastructure and programs to encourage youth participation, health, and physical fitness.

Hosts annual cultural and artistic festivals.

Throughout the year, Elektrostal celebrates its cultural diversity through festivals dedicated to music, dance, art, and theater.

Provides a picturesque landscape for photography enthusiasts.

The city’s scenic beauty, architectural landmarks, and natural surroundings make it a paradise for photographers.

Connects to Moscow via a direct train line.

The convenient train connection between Elektrostal and Moscow makes commuting between the two cities effortless.

A city with a bright future.

Elektrostal continues to grow and develop, aiming to become a model city in terms of infrastructure, sustainability, and quality of life for its residents.

In conclusion, Elektrostal is a fascinating city with a rich history and a vibrant present. From its origins as a center of steel production to its modern-day status as a hub for education and industry, Elektrostal has plenty to offer both residents and visitors. With its beautiful parks, cultural attractions, and proximity to Moscow, there is no shortage of things to see and do in this dynamic city. Whether you’re interested in exploring its historical landmarks, enjoying outdoor activities, or immersing yourself in the local culture, Elektrostal has something for everyone. So, next time you find yourself in the Moscow region, don’t miss the opportunity to discover the hidden gems of Elektrostal.

Q: What is the population of Elektrostal?

A: As of the latest data, the population of Elektrostal is approximately XXXX.

Q: How far is Elektrostal from Moscow?

A: Elektrostal is located approximately XX kilometers away from Moscow.

Q: Are there any famous landmarks in Elektrostal?

A: Yes, Elektrostal is home to several notable landmarks, including XXXX and XXXX.

Q: What industries are prominent in Elektrostal?

A: Elektrostal is known for its steel production industry and is also a center for engineering and manufacturing.

Q: Are there any universities or educational institutions in Elektrostal?

A: Yes, Elektrostal is home to XXXX University and several other educational institutions.

Q: What are some popular outdoor activities in Elektrostal?

A: Elektrostal offers several outdoor activities, such as hiking, cycling, and picnicking in its beautiful parks.

Q: Is Elektrostal well-connected in terms of transportation?

A: Yes, Elektrostal has good transportation links, including trains and buses, making it easily accessible from nearby cities.

Q: Are there any annual events or festivals in Elektrostal?

A: Yes, Elektrostal hosts various events and festivals throughout the year, including XXXX and XXXX.

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Our commitment to delivering trustworthy and engaging content is at the heart of what we do. Each fact on our site is contributed by real users like you, bringing a wealth of diverse insights and information. To ensure the highest standards of accuracy and reliability, our dedicated editors meticulously review each submission. This process guarantees that the facts we share are not only fascinating but also credible. Trust in our commitment to quality and authenticity as you explore and learn with us.

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Theatres in Moscow

Cultural life of Moscow city is various and rich! Operas, ballets, symphonic concerts... Russian composers have created some of the most beautiful classical music. Russian classical music is very popular in Moscow. It is performed in many beautiful historical venues. Do not forget to include a visit to a concert hall in your itinerary when you are planning your stay in Moscow! And do it in advance.

There are almost no restrictions on dress code in Russian theatres. Visitors may wear jeans and sports shoes, they may have a backpack with them. Only shorts are not allowed.

A typical feature of Russian theatre – visitors are bringing a lot of flowers which they present to their favorite performers after the show.

Here are some practical advices where to go and how to buy tickets.

The Bolshoi Theatre

The Bolshoi Theatre is the oldest, the most famous and popular opera and ballet theatre in Russia. The word “Bolshoi” means “big” in Russian. You can buy a ticket online in advance, 2-3 months before the date of performance on the official website . Prices for famous ballets are high: 6-8 thousand rubles for a seat in stalls. Tickets to operas are cheaper: you can get a good seat for 4-5 thousand rubles. Tickets are cheaper for daytime performances and performances on the New Stage. The New Stage is situated in the light-green building to the left of the Bolshoi's main building. The quality of operas and ballets shown on the New Stage is excellent too. However, you should pay attention that many seats of the Bolshoi’s Old and New Stages have limited visibility . If you want to see the Bolshoi’s Old Stage but all tickets are sold out, you can order a tour of the theatre. You can book such a tour on the official website.

If you want, following Russian tradition, to give flowers to the performers at the end of the show, in the Bolshoi flowers should be presented via special staff who collects these flowers in advance.

In August the Bolshoi is closed.

The Stanislavsky and Nemirovich-Danchenko Music Theatre

This theatre is noteworthy. On one hand, it offers brilliant classical opera and ballet performances. On the other hand, it is an experimental venue for modern artists. You can check the program and buy tickets online here http://stanmus.com/ . If you are opera lover, get a ticket to see superstar Hibla Gerzmava . The theatre has a very beautiful historic building and a stage with a good view from every seat. Tickets are twice cheaper than in the Bolshoi.

The Novaya Opera

“Novaya” means “New” in Russian. This opera house was founded in 1991 by a famous conductor Eugene Kolobov. Its repertoire has several directions: Russian and Western classics, original shows and divertissements, and operas of the 20th and 21st centuries. It is very popular with Muscovites for excellent quality of performances, a comfortable hall, a beautiful Art Nouveau building and a historic park Hermitage, which is situated right next to it. You can buy tickets online here http://www.novayaopera.ru/en .

Galina Vishnevskaya Opera Center

The Opera Center has become one of the best theatrical venues in Moscow. It was founded in 2002 by great diva Galina Vishnevskaya. Nowadays its artistic director is Olga Rostropovich, daughter of Galina Vishnevskaya and her husband Mstislav Rostropovich, great cellist and conductor. Not only best young opera singers perform here, but also world music stars do; chamber and symphonic concerts, theatrical productions and musical festivals take place here. You can see what is on the program here http://opera-centre.ru/theatre . Unfortunately “booking tickets online” is available in Russian only. If you need help, you can contact us at and we can book a ticket for you. 

Tchaikovsky Concert Hall and The Great Hall of Moscow Conservatory

These are two major concert halls for symphonic music in Moscow. Both feature excellent acoustics, impressive interior, various repertoire and best performers. You can check the program here http://meloman.ru/calendar/ . You need just to switch to English. Booking tickets online is available only for owners of Russian, Ukrainian and Belorussian phone numbers. If you need help, you can contact us and we can book a ticket for you. 

Moscow International Performing Arts Center (MIPAC)

This modern and elegant concert hall houses performances of national and foreign symphony orchestras, chamber ensembles, solo instrumentalists, opera singers, ballet dancers, theatre companies, jazz bands, variety and traditional ensembles. Actually, it has three concert halls placed on three different levels and having separate entrances. The President of MIPAC is People’s Artist of the USSR Vladimir Spivakov, conductor of “Virtuosy Moskvy” orchestra. You can see pictures of the concert halls here http://www.mmdm.ru/en/content/halls . The program is impressive in its variety but is not translated into English. You can contact us at and we can find a performance for you.

Russia's Nuclear Deterrent Command Center Imperiled by Winter Freeze—Report

A Russian nuclear deterrent command center in Moscow has been imperiled by power outages that have impacted more than one-quarter of the region's cities amid freezing temperatures, a Russian Telegram channel has reported.

The VChK-OGPU outlet, which purports to have inside information from Russian security forces, reported that the 820th Main Center for Missile Attack Warnings—part of the Russian Space Forces, a branch of the country's Aerospace Forces—near Solnechnogorsk in Moscow is without power.

It serves as the space forces early warning network against potential ballistic missile attacks.

The development comes as Russians are reported to be suffering from power outages in their homes in the Moscow region caused by technical issues at plants amid subzero temperatures.

On January 4, a heating main burst at the Klimovsk Specialized Ammunition Plant in the town of Podolsk, which is about 30 miles south of central Moscow. Since then, tens of thousands of Russians are reported to have no heating in their homes.

Affected areas include the cities of Khimki, Balashikha, Lobnya, Lyubertsy, Podolsk, Chekhov and Naro-Fominsk, a map published by a Russian Telegram channel and shared on other social media sites shows.

Other Russian media outlets reported that in Moscow, residents of Balashikha, Elektrostal, Solnechnogorsk, Dmitrov, Domodedovo, Troitsk, Taldom, Orekhovo-Zuyevo, Krasnogorsk, Pushkino, Ramenskoye, Voskresensk, Losino-Petrovsky and Selyatino are also without power.

The Telegram channel said that at the 820th Main Center for Missile Attack Warnings, "the crew...is on duty around the clock."

"It is here that the decision on a retaliatory nuclear strike is executed," the channel said.

Newsweek could not independently verify the report and has reached out to the Russian Defense Ministry by email for comment.

Power outages have also been reported in Russia's second-largest city, St. Petersburg, in the country's western Voronezh region, in the southwest city of Volgograd, and in Rostov, which borders Ukraine, a country that Russia has been at war with since February 24, 2022.

On Sunday, two shopping malls in St. Petersburg were forced to close because of problems with light and heating, reported local news outlet 78.ru. Hundreds of other homes in the city have had no electricity, water or heating for days amid temperatures of -25 C (-13 F).

Russian authorities have also been forced to compensate passengers of a train that ran from Samara to St. Petersburg (a 20-hour journey) without heating during -30 C (-22 F) temperatures. Videos circulating on social media showed carriage windows frozen over. A passenger also said the toilet didn't work during the trip because of frozen pipes.

Do you have a tip on a world news story that Newsweek should be covering? Do you have a question about the Russia-Ukraine war? Let us know via [email protected].

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