This Might Look Like A Production Porsche 959 At A Glance, But It Definitely Is Not
I wouldn’t criticize you if you tried to say this was a normal Porsche 959, as the body does look pretty similar to the production car. However, this isn’t the case. In fact, as if being one the few surviving examples of just 12 prototypes built didn’t make this car rare enough, it’s also one of the few that were finished in Ruby Red. The car was apparently designed specifically for electric system testing and hot weather testing on the U.S. West Coast and in Europe.
Still need proof that this is an authentic prototype, well that proof comes on the inside. Throughout the testing phase, several different interior layouts were installed, including one with different seats. You can find extra and disconnected electric wiring under the passenger seat along with hard mounts for the electronic testing equipment next to the rear seats. The car is also lacking power steering, ride-height control, a passenger-side mirror, alarm, windshield washer, and the fuel filler cap among other things.
Porsche 959 specifications
Engine
2849 cc Bi-turbocharged flat-6
Bore x stroke
95.0 x 67.0 mm
Compression ratio
8.3:1
Horsepower (DIN)
444 HP @ 6,500 RPM
Torque
370 LB-FT @ 5,500 RPM
Fuel delivery
elect. port injection
Transmission
6-speed manual
0-60 mph
3.7 seconds
Top Speed
197 mph
This 959 Prototype’s History Is Interesting
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After the Porsche 969 hit the production lines, Porsche destroyed most of the other prototypes that were built alongside this one. This car, however, was imported into the U.S. in the latter half of the 1980s and was displayed like a trophy at the HQ of Vasek Polak – a Porsche importer and dealer. Sometime after that, it was shipped off to Japan for demonstrational activities before being sold to Belgium and later the United Kingdom. The car eventually made it back to its homeland of Germany, where it’s currently on sale. According to the listing, it has just 26,520 km (16,478 miles) on the odometer, but the asking price is a mystery. If you’re interested in owning a very rare care, you’ll have to contract the owner through Mechatronik to find out how much you’ll have to shell out.
The KD sport 900 was conceived by a number of enthusiasts and artisans in 1963. It was unique with a great design that earned it the nickname of the Soviet Porsche. Structure-wise, it also had all the makings of a fast car, including the 500-kilogram weight and two-seater fibreglass body, though the mechanical bit was a letdown. The KD featured an air-cooled 900 cc engine that produced a maximum of 30 horsepower leading to a top speed of 74 miles per hour. Numbers like that made it one of the very underpowered, and the low budget issues meant only a small-scale production of 6 cars by 1969 before the project was shelved. There are one or two which still survive, though.
Yuna
Like the KD, the Yuna is a small-scale production car produced by Georgi and Stanislav Algebraistov. The exterior had features that resembled the Ferrari Testarossa and the Lotus Esprit. It was made in 1982, so the styling of the time was a significant influence. Interestingly, it is the only custom-built sports car from the Soviet Union period that currently runs today. The performance figures for the Yuna are somewhat ambiguous due to the custom settings, but it did have the engine from a BMW 525i, meaning a 2.5-litre engine rated at an estimated 150 horsepower. The Yuna also had power windows, and the exhaust was upgraded to produce a better sound.
Melkus RS 1000
The Melkus was initially made by Heinz Melkus in 1968 to celebrate the two-decade anniversary of the GDR RS and debuted at the Brussels Motor Show in 1970. The body was composed of polyester resin reinforced with fiberglass, and the base models only weighed 680 kilograms. Despite the weight advantage, the 1-liter, three-cylinder engine only managed 68 horsepower, which meant a top speed of 102 miles per hour. It did feel quite fast, though with a loudness of 90dB. However, the body was prone to crosswind and common flick oversteer. It also had no airbags or ABS. That being said, it was beautiful to look at.
FSO Syrena Sports
The FSO Syrena Sport was a Polish concept car developed during the late 50s by Cezary Narwot, a mechanical engineer and constructor. When he designed this model, Nawrot got his inspiration from western cars. It is probably why the car had a few design similarities to the Mercedes 190 SL and the Corvette. He opted for an air-cooled 700 cc, flat-twin S16 engine producing an estimated 35 horsepower. The Syrena was quite good in the corners despite the lacklustre performance due to the independent rear suspension. From the time that it debuted in 1960, it became a sensation. In fact, there was a newspaper outlet in Italy that dubbed it the most beautiful car from behind the Iron Curtain.
Stratopolonez
In 1977, the Polish Prime Minister’s son, Andrzej Jaroszewicz, participated in the Malboro Arctic Rally in a Lancia Stratos and crashed it into a tree. The body was in tatters, but the chassis, engine, and other significant parts were salvaged. Rather than let it go to waste, the car was refashioned into what became the Stratopolonez. Considering Jaroszewicz was the then head of FSO research and development, his position was convenient as it led to the development of Delta Integrale styled sports car. The same Dino sourced 2.4-litre V-6 engine delivered 260 horsepower and was linked to a five-speed manual gearbox. It accelerated to 60 miles per hour in five seconds and had a top speed of 143 miles per hour. The Stratopolonez was used in rallying circuits until 1985, before it was retired. No others were ever made, probably because no one bothered to crash and redesign a Lancia Stratos.
ZIL-112 Sports
The ZIL-112 was one of the few models from the eastern bloc that competed in races between 1961 and 1969. It had features resembling the Shelby Cobra, aerodynamics, and apparent light body construction allowed for great trackability. Power was derived from two options. One was a 6.0-litre V-8 producing 230 horsepower, while the other was a 7.0-litre V-8 rated at 270 horsepower. Depending on the engine used, the top speed was between 160 and 170 miles per hour. Following land speed record attempts and participation at the domestic USSR Championship races, the Party Committee at ZiL concluded that the model was diverting engineering resources from the flagships of the soviet industry. There was no place in the republic for a car as extravagant as the 112, and only two were ever produced.
Laura
Like the previous entries, the Laura was also a project model courtesy of Dmitry Parfenov and Gennady Hainov. The two enthusiasts wanted to create a sports car that had nothing in common with what the Soviet bloc was producing at the time, hence the Laura. It had a few similar styling attributes to the American GMC DeLorean though the front was decidedly European. Apparently, it was built almost entirely without factory parts, and even the engine was designed and hand-built by the two enthusiasts. Not many technical details are currently available, though concerning the Laura. Scarce mentions place its top speed at 106 miles per hour, and only two were ever made. It was highly praised by the Secretary-General of the Communist Party, Mikhail Gorbachev though, and displayed in numerous international exhibitions.
Our spy photographers caught the upcoming Porsche 911 Sport Classic out for a new testing session on the public roads of Germany. As you can see the car is missing most of the camouflage which means the testing sessions are pretty much done, and all that is left is mostly fine tuning.
The prototype follows the design lines of the 911 models, but there will be a few distinctive features. First one is of course that little ducktail at the back – a signature of the Sport Classic models. The 911 Sport Classic will also feature a double bubble roof and the lines of the special hood will match perfectly the lines of the roof.
The only camouflage we can see on this prototype is some tape around the sides of the ducktail spoiler and in the middle of the rear light arrangement.
As for the engine, rumors suggest the 911 Sport Classic will get the same engine as the 911 GTS: a 3.0-liter twin-turbo flat-six that delivers 480 horsepower
and 420 pound-feet of torque.
Rumors suggest Porsche will only build 2,000 units of the 911 Sport Classic.
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It had me at the first note. A deep, menacing roar that affirmed all the power lurking beneath the hood of the 2021 Lexus RC F Fuji Speedway Edition I was taking out for a first run.
The 2021 Lexus RC F Fuji Speedway Edition offers an impressive experience.
Long known as the most staid of the import luxury brands, Lexus has made a concerted effort to put more passion and performance into its product line-up in recent years, and the original RC coupe that debuted for 2015 signaled the direction the luxury marque was going to take. Lexus has been relatively slow to make major changes to the line, though the introduction of the RC F model has taken it to a new level by bumping up power and improving the coupe’s handling.
Making 472 horsepower, the Lexus RC F can pose a real challenge to import alternatives like the Audi RS5 and Mercedes-AMG C63 coupe. Power comes on fast, especially when shifted into Sport mode. And there’s that glorious engine not that warns other drivers to move out of your way.
Overview
In today’s SUV-centric market, sports coupes are becoming an endangered species. Indeed, Lexus has been slow to make any major updated to the RC line beyond the mid-cycle refresh of 2018. For 2021, the coupe does get more standard features, especially on the tech side. Android Auto is added to a list that already included Apple CarPlay. And blind spot detection is integrated into the Lexus suite of advanced driver assistance systems.
The RC F Fuji Speedway Edition is going to be tough get as only 60 are being produced.
The bigger news this year is the addition of the RC F Fuji Speedway Edition. Only 60 copies of this special model have been earmarked for the U.S. and they stand out in their distinctive Arctic Black Satin and Cloudburst Gray paint finishes. It’s an upgrade of the previous Track Edition that blended a mix of sporty exterior and interior trim and improved handling. Among the notable features are a carbon-fiber roof, carbon-ceramic Brembo brake rotors and a red leather interior. The Fuji package also adds a limited-production MSTR watch.
Like all versions of the RC F, the sport coupe boasts a classic 2+2 layout, with a big seat that is more likely to serve as an additional storage compartment. The good news is that after you pull the handle on the back of the front seats they tilt and slide forward for anyone who does need to ride in the penalty box.
Exterior
The design of the Lexus RC borrowed heavily from the luxury brand’s well-received LF-LC concept vehicle. With the exception of the top-line LC grant tourer, it’s the sportiest looking model in the Lexus line-up.
The RC F Fuji model is powered by 5.0-liter V-8 putting out 472 horsepower and 395 pound-feet of torque.
The hood is long and gracefully arcs into the coupe’s nose, twin creases helping frame the familiar Lexus spindle grille. On the RC, the grille is relatively modest in size, a welcome respite from the almost cartoonish excesses to which it’s been taken on more recent Lexus models.
Likewise, the sports coupe feature fewer of the creases Lexus designers have grown enamored of. And most of the exterior details serve a functional purpose, from the air intakes at the nose that feed the air front wheel curtains to the large rear wing. The carbon fiber roof adds a nice touch on the Fuji model, one of the many details introduced on the Track Edition to help lower both the RC’s overall mass and its center of gravity.
Interior
The RC F’s cabin immediately emphasizes the fact that this is a driver’s car, with the gauge cluster and infotainment screen well positioned for easy reading and operation. The overall design is reasonably plush though a bit dated. There is plenty of leather — dark red with the Fuji Edition — but some unexpected plastic details on the center console can be a jarring contrast.
There is plenty of leather — dark red with the Fuji Edition — but some unexpected plastic details on the center console can be a jarring contrast.
Like the higher-end Lexus LC, the RC is more GT than sports car, and that’s underscored by the well-bolstered seating. The front buckets are attractive and, more importantly, extremely comfortable, even after spending a couple hours behind the wheel. But they also kept me firmly in place as I took the RC out to exercise it through the twisty roads of Hell, Michigan.
You won’t want to put close friends in the back seat if you don’t have to. This is a true 2+2. But the back can help out if you’re stopping off at a Costco, as the trunk can manage a mere 10.1 cubic feet of space, making it among the smallest in this segment.
Powertrain
The Fuji Speedway Edition shares the same, naturally aspirated powertrain as the other 2021 Lexus RC F variants — and that’s nothing to complain about. The 5.0-liter package produces 472 horsepower and 395 pound-feet of torque. Power is channeled through and 8-speed automatic and delivered to the rear wheels.
The lighter weight of the Track Edition — and the Fuji — translates into a slight improvement in 0-60 times. But at around 4 seconds, the RC F is still a little bit slower than some of its competitors.
The interior on the RC F is nice, although a bit dated, but still a good place to be.
Throttle response and transmission shifts are among the various vehicle settings that can be adjusted by the driver mode control. That also includes the Lexus Dynamic Handling system, with its variable dampers, as well as nanny systems such as electronic stability control.
Safety and Technology
Lexus has been more cautious than some rivals when it comes to loading up on digital technology. And, considering the hassles that some competitors, like Audi, have had with balky voice control and infotainment systems, that’s probably not a bad decision.
Still, the RC F has added more high-tech features over the years. The Fuji I drove had a 10.3-inch infotainment display. It came with integrated navigation, SiriusXM satellite radio, Bluetooth and wired versions of both Apple CarPlay and newly added Android Auto. It also had a built-in WiFi hotspot and Amazon’s Alexa voice assistant. If I could ask for anything else, I’d likely start with a head-up display, a useful feature for aggressive driving.
Not the fastest or tightest handling, but it’s plenty of machine for all but the most hardcore drivers — and the roar helps.
The new blind spot monitoring system is a useful addition to the previous Lexus Safety System+ suite of advanced driver assistance systems, including forward collision warning with pedestrian detection, automatic emergency braking, active cruise control and lane-departure warning with lane keeping assist.
Drive Impressions
The addition of the Track Edition delivered a much-needed boost to the Lexus RC F. It translates into lighter weight, improved performance and tighter handling, whether on track or public roads.
The 2021 RC F is not the fastest model in its segment, nor does it deliver the tightest handling. But it is quick enough for all but the most hardcore performance fans and that delicious exhaust note just enhanced the overall experience.
The sports coupe handled sharp corners with aplomb, especially on the rough pavement Michigan is known for, thanks to its dynamic damping system which gives you both variable shock valving as well as dynamic rear steering. And the reality is that the Lexus coupe did a particularly fine job during every day driving, unlike so many other sports couples that transfer every bump and pothole up to your spine.
2021 Lexus RC F Fuji Speedway Edition specifications:
Base price: $97,100; As tested: $103,250 including $1,025 handling and delivery fee
On-Sale Date
Available now
Wrap Up
While I’d love to see a more complete update of the RC line, the sports coupe remains surprisingly fresh and, more importantly, still a lot of fun to drive. It helps to have the features integrated into the 2021 Lexus RC F Fuji Speedway Edition.
Because the luxury brand only plans to import 60 of the $98,225 Fujis into the U.S., getting your hands on one could prove difficult. But you’ll get everything but the special paint choices — and that MSTR watch — with the $97,700 RC F Track Edition coupes.
The Acura NSX will be powered by the same 3.5-liter, twin-turbo V-6 engine paired with three electric motors. The turbos are borrowed from the NSX GT3 Evo race car with a six-percent increase in the boost pressure. In the standard NSX, the combined power outputs are rated at 573 horses and 476 pound-feet of torque. Here, however, the setup receives a power bump.
The V-6 engine makes 520 ponies between 6,500- and 6,850 rpm and 443 pound-feet of torque between 2,300- and 6,000 rpm. The front twin-motor setup makes 72 horses and 108 pound-feet of twist, whereas the rear setup puts out 47 horses and 109 pound-feet of torque.
Combined, the Acura NSX Type S will make 600 ponies and 492 pound-feet of twist, which is an increase of 27 horses and 16 pound-feet of oomph over the standard NSX. This makes it the most powerful road-going Acura ever!
The NSX Type S comes with a Sport Hybrid all-wheel-drive system and a nine-speed dual-clutch automatic gearbox. The gearbox receives enhancements, too. There’s a new Rapid Downshift Mode that will help the car drop gears without any hesitation. Also, the upshifts will be 50-percent faster, apparently.
The electric motors draw power from a 1.3 kWh battery pack.
Acura didn’t get into the specifics, but noted that the NSX Type S can sprint to 60 mph from rest in under three seconds and will have a top speed of 191 mph, which is the same as the standard NSX.
2022 Acura NSX Type S – Exterior
On the outside, the NSX Type S comes with aero upgrades over the standard NSX. This includes a larger grille up front to let the engine breathe better, a carbon fiber, NSX GT3-inspired rear diffuser, carbon fiber roof, etc. Even the rear spoiler, side sills, and front splitter are composed of carbon fiber.
The NSX Type S rides on new five-spoke performance forged wheels that measure 19 inches up front and 20 inches at the rear. You can have them in Matte Shark Grey or Berlina Black finish. They come wrapped in Pirelli P-Zero tires on all four corners. They measure 245/35 section at the front and 305/30 section at the rear. These tires are specially developed for Acura.
The car is available in 10 exterior shades:
Berlina Black
130R White
Curva Red
Casino White Pearl
Thermal Orange Pearl
Indy Yellow Pearl
Long Beach Blue Pearl
Nouvelle Blue Pearl
Valencia Red Pearl
Gotham Gray
70 of the 350 cars will be finished in Gotham Gray with a matte finish.
How Big Is The NSX Type S?
The NSX Type S is 178.5 inches in length, 87.3 inches in width, and 47.8 inches in height. The wheelbase measures 103.5 inches and it sits just 3.8 inches above the ground. The approach and departure angles are rated at 9.2- and 12.9 degrees, respectively. As for the track widths, the car has a 65.5-inch track at the front and 64.5-inch at the rear; 0.4- and 0.8 inches wider than the standard NSX.
Acura hasn’t mentioned how much the NSX Type S weighs. But, for reference, the 2021 NSX weighs 3,878 pounds.
2022 Acura NSX Type S – Interior
On the inside, the car is offered in three different colors: Ebony, Red, and Orchid. The NSX Type S comes with Sport seats with semi-aniline leather as standard. It also features a seven-inch touchscreen infotainment system with Apple CarPlay and Android Auto compatibility. Some of the other niceties inside the cabin include:
Dual-zone Automatic Climate Control
Four-way Power Adjustable Seats
Leather-wrapped Steering Wheel
Aluminum Sport Pedals
Ambient Lighting
How Spacious Is The NSX Type S?
On the inside, the NSX Type offers 38.3 inches of headroom, 42.9 inches of legroom, 57.7 inches of shoulder room, and 54.5 inches of hip room. There’s isn’t much cargo space available, but if you still intend to carry something around, you have 3.9 cubic feet of space at your disposal.
2022 Acura NSX Type S – Pricing
The Acura NSX Type S starts at $169,500. With the $1,995 destination, it starts at $171,495. The Light Weight Package adds another $13,000 to the price.
2022 Acura NSX Type S – Optional Accessories and Packages
Acura is offering many optional accessories and packages for the 2022 NSX Type S. Getting the cost of the car close to $200,000 won’t be tough if you opt for them. The packages include:
There are a ton of accessories, too, and they include:
Exterior Pearl or Metallic Color – $1,000
Exterior Andaro or Matte Color – $6,000
Carbon-Ceramic Brake Rotors with Red Brake Caliper Finish – $9,900
Carbon-Ceramic Brake Rotors with Black, Silver, or Orange Brake Caliper Finish – $10,600
Performance Five-Spoke Wheels in Berlina Black – $1,500
Carbon Fiber Engine Cover – $3,600
Semi-Aniline Full Leather Power Sport Seats – $1,000
ELS Studio Audio & Technology Package with SiriusXM Satellite Radio – $500
Conclusion
As mentioned earlier, the NSX Type S will be limited to 350 examples, of which only 50 are reserved for markets outside the U.S. This will be the first time an NSX Type S is being sold outside Japan. Also, this will be the only NSX available for the 2022 model year.
2022 Acura NSX Type S Specifications
Engine
3.5-liter, Twin-turbo V-6 with Three
Electric Motors
The Yamaha OX99-11 may have been conceived in 1992, but it all started in 1989 when Yamaha started competing in Formula One as an engine supplier. It’s then that the idea of a money-no-object Yamaha supercar came to be. Moreover, the car needed to be based on actual F1 technology, even though Yamaha was doing poorly in motorsports.
Named after its engine
In 1991, Yamaha developed a Formula One engine called the OX99. It was a 3.5-liter, 72-degree, 60-valve, V-12 unit capable of around 560 horsepower and well over 10,000 RPM in race trim.
For the road-going Yamaha OX99, the engine developed 400 horsepower (298 kilowatts) at 10,000 RPM and 210 pound-feet (285 Nm). This allowed the 2,535-pound (1,150 kg) V-12 Yamaha to sprint from 0 to 60 mph (97 km/h) in just 3.2 seconds and get up to 217 mph (350 km/h). The V-12 engine was paired with a six-speed manual transmission.
Fun fact: some people believed that the V-12 had something in common with the one used in the Bugatti EB110, as it had similar displacement and the same V-12 layout. The difference of course was that while the Yamaha unit was normally aspirated, the one used by Bugatti had a quad-turbo setup. Of course, the two engines didn’t share a single component. Essentially, it was a road car, powered by a Formula One-derived engine, similar to what they did with the Ferrari F50 and, more recently, the Mercedes AMG One. The difference is that Yamaha’s V-12 was much more restricted in its road-going form.
Yamaha wasn’t pleased with the initial design
Yamaha first approached a German company to design the body. However, the end result was deemed to be too mainstream, as it looked like most other supercars of that era. Yamaha’s subsidiary – Ypsilon Technology – then contracted IAD (International Automotive Design) for the task. The car ended up with an aluminum body, designed by Takuya Yura. The whole car was underpinned by a carbon-fiber chassis. The suspension was double-wishbone all around. The Yamaha OX99-11 featured a staggered set of tires, which were 245/40R17 front and 315/35R17 rear.
It had two tandem seats
Yes, the Yamaha 0X99-11 was a two-seater, but not in the traditional sense.
Yamaha wanted a two-seater but also wanted something closer to home (they normally make motorcycles), so a second seat was added just behind the driver.
The tandem arrangement was one of the reasons why the Yamaha OX99-11 looked like a hybrid between a Formula One car and a Group C racer. This also allowed the mid-engine Yamaha to retain a central driving position, just like the McLaren F1.
The OX99-11 did not have doors
At least not in the traditional sense. Because of the tandem seating arrangement, the car featured a canopy. The whole thing was glass, just like in a jet-fighter. To gain access to the interior, you have to open it from the left side.
The final product was rushed
This was mostly due to disagreements between IAD and Yamaha in regard to the development budget, which happened sometime in late 1991. This resulted in Yamaha transferring the entire project to its subsidiary, Ypsilon Technologies. Yamaha gave them six months to sort things out with the project, otherwise, it would be terminated.
Very few ended up being made
The Yamaha OX99-11 eventually took final form, in 1992. However, only three units were produced.
In terms of specifications, the cars were completely identical, only differing in the exterior finish. One was bright red, another was black, and the third was dark green. That said, because the project was rushed, even those three were technically functional prototype vehicles. At least two of the three cars are believed to have been bought by collectors and have exchanged hands a couple of times, while one of them could still be in Yamaha’s possession.
Yamaha wanted to put a steep price tag on it
The Yamaha OX99-11 reportedly had an expected price of around $800,000, which in 2021 equates to over $1.53 million – an enormous amount of money, considering the manufacturer lacks a previous history of making supercars. To put things in perspective, back in those days, the McLaren F1 cost $815,000. Not to mention the much more affordable (in comparison) $350,000 Bugatti EB110 or the $239,000 Lamborghini Diablo – all of which great supercars with heritage.
Moreover, a mid-engine V-12 Yamaha supercar would never have had the same recognition as, let’s say Lamborghini, Bugatti, or McLaren. Strangely enough, it would probably make it today, as many startup manufacturers are giving established ones a run for their money.
In the end, the Yamaha OX99-11 had a bad timing
The Yamaha OX99-11 was a product of the early 1990s. At that time, Japan’s economy was in a deep recession. Corporate investments dropped by a whopping 22 percent, so people weren’t exactly in a rush to get their hands on an exclusive, six-figure, V-12 supercar, especially from a manufacturer that doesn’t have much experience in making such. The project was delayed until 1994 before Yamaha pulled the plug on it.
That said, the Yamaha OX99-11 would have succeeded in our time, as nowadays, it is much more acceptable for companies to branch out into making exclusive vehicles. Moreover, Yamaha has proven itself by designing capable and great-sounding performance engines for various carmakers. In addition, the OX99-11’s minimalistic, yet uncompromising approach to performance could have spelled big trouble for modern-day supercars. With that being said, the OX99-11 would make much more sense now than it did back then. Sadly, we may never know.
Shortly after news that the next-gen Mazda 6 would feature a new inline-six, Mazda released its electrification strategy for the next few years. That plan includes the launch of five hybrid models, five PHEVs, and three EVs between 2022 and 2025, all based on Mazda’s “Skyactive Multi-Solution Scalable Architecture.” Details beyond this were slim, and it has led some to question what will happen to the MX-5 Miata. It fights in a very tough, small niche and will be very difficult to electrify without taking away what makes it special – its lightweight, compact nature and impressive handling.
Now, a new report from Japanese outlet Kuruma-news says that Mazda Mx-5 will only live on as either a hybrid or an EV. Shortly after that report went out, Motor 1 received confirmation from Mazda via an official statement that at least hints that the company will try to keep the car as nimble and lightweight as possible:
“Mazda is seeking to electrify the MX-5 Miata in an effort to have all models feature a form of electrification by 2030. We will work hard to make it a lightweight, affordable, open two-seater sports car in order to meet the needs of customers.”
So, while we know the Mx-5 will likely live on, we’re not sure as to what end electrification will come into play. Making the Mx-5 all-electric would encourage other automakers to do the same with their compact sports cars, with the Porsche 718 Boxster Concept being the first that comes to mind. And Electric MX-5 could also encourage Honda to bring back the S2000 as an EV, for example, or push Toyota and Subaru to electrify the GR86 and BRZ twins.
The Downside to Electrifying the Mx-5
There’s no denying that EVs, in general, can put down some serious performance thanks to their instantaneous torque delivery. However, the big downside is that EVs are naturally heavy and generally feature a limited range. When it comes to the MX-5, that is a very crucial thing to keep in mind since it is a lightweight and nimble car that’s also affordable.
Transforming the MX-5 into an EV would be very difficult to keep its lightweight nature intact and, since it’s so small, there’s not a lot of room for battery, which means an MX-5 EV would probably mean little range – maybe even as low as 150 miles.
Of course, that could change in the years to come with advancements in battery tech, but as things sit now, batteries are very heavy and very big, two things that don’t mix well with what the MX-5 is at its core.
Hybridization Could Be The Right Move For the Next-Gen MX-5
Mazda’s electrification plans aren’t as ambitious as that of other automakers. By 2030, the company expects only 25-perecent of its vehicles to be all-electric with the remaining 75-percent being powering by hybridized internal combustion engines. This is a big deal because going the mild hybrid route means Mazda can cut down on the weight it needs to add since the battery pack will be much smaller. There won’t be any electric range to speak of, but this setup would also open the door for even better performance since even a small electric motor can add a considerable amount of torque to a car’s bottom line – this is exactly how Mercedes is able to scall down to a four-cylinder engine, even in the range-topping AMG versions of the new C-class.
Final Thoughts
At this point, there’s no telling when we’ll know what Mazda is going to do for sure, but at least we can say that there’s a good chance that the MX-5 will live on until at least 2030, and probably beyond. With the current model hitting the market for the 2015 model year, there’s a good chance the next-gen model will be revealed in 2023 or 2024, and I’m willing to bet it’ll be a mild hybrid. However, that’s not to say that Mazda won’t offer at least one all-electric version of the MX-5. If the R&D is done, it might be a feasible option if there’s actually enough demand for it. Then again, some would argue that Honda bringing back the S2000 as an EV would be a horrible idea, simply because a lot of what made that car special was its engine and chassis. Will the world think the same about the MX-5? Should the car be shelved instead of going electric in the future? I guess only time will tell.
Like most Alpina models out there, the i8 would have looked very similar to the standard BMW i8. However, things would have been radically different under the hood. That’s because Alpina wanted to get rid of the stock 1.5-liter three-cylinder engine. Instead, the tuning company went with a larger, 2.0-liter four-cylinder from the M135i hatchback.
With this mill paired to the synchronous electric motor, the Alpina i8 was rated at 455 horsepower and 516 pound-feet of torque, a solid 86-horsepower and 96-pound-foot increase over the regular i8.
As impressive as it sounds, this power increase is exactly what prompted Alpina to drop the project. The bigger gasoline engine needed more cooling, so Alpina had to fit two additional intercoolers in the front fenders. The company also discovered that the i8’s six-speed automatic transmission couldn’t handle the extra power. It replaced it with the eight-speed auto from the BMW M135i, but the new gearbox required a new, stronger rear subframe. All these changes made the i8 some 220 pounds heavier and required Alpina to crash-test the car.
Then there was the software calibration issue. With a new engine and a new transmission under the shell, all the software had to be recalibrated to work with the four-cylinder and eight-speed. Not only this is time consuming, but it’s also very expensive. According to Alpina boss Andreas Bovensiepen, this was the final nail in the i8 coffin, as the German firm decided to abandon the project.
The Alpina i8 would have been the brand’s first hybrid car
The BMW i8 was discontinued in June 2020 after a little more than six years in production. By dropping the i8 project, Alpina missed on offering its first hybrid or electrified vehicle. BMW isn’t planning on developing a predecessor, but it will expand its hybrid offerings in the future, so Alpina could eventually join this niche.
Alpina has been around since 1965. The brand’s early days revolved around modifying BMW engines for racing, but it morphed into an automobile manufacturer in the 1980s. Over the years, Alpina has modified various versions of the BMW 3 Series, 5 Series, 7 Series, and 8 Series, but it also built a limited-edition variant of the Z8 roadster.
Alpina models are now sold at BMW dealerships, with the U.S. lineup including the B7 and the XB7, based on the 7 Series and X7, respectively.
The five-minute video is both a history lesson on the race-spec 959 and a highlight footage of the car’s Paris-Dakar adventure. It documents how the 959 was designed and developed and it talks about its then-revolutionary all-wheel-drive system. It also gives us a closer look at the twin-turbocharged inline-six engine, rated at 400 horsepower, and the adjustments Porsche had to make to turn the 959 into a rally race winner.
Finally, it talks a bit about how the three Porsche 959s fielded in the 1986 Paris-Dakar Rally finished the race in first, second, and sixth positions, scoring a historic win for the German brand.
The 959 did more than just race at Paris-Dakar, though. While the video doesn’t mention it, simply because it documents this historic event only, the 959 was also raced at the 24 Hours of Le Mans. Called the 961, it won its class and finished seventh overall in 1986.
Of course, the 959 is actually more famous as a road-going car.
Introduced in 1986, it was the world’s fastest streel-legal production car with top speeds of up to 211 mph.
It was also considered the most technologically advanced sports car of its time and set the standard for the competition. It also provided the basis for Porsche’s first all-wheel drive 911, the Carrera 4. Fitted with a twin-turbo, 2.8-liter flat-six engine rated at up to 523 horsepower, the 959 remained in production until 1993. Porsche built 337 units in seven years.
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Most of us know about the Mitsubishi Galant VR4. It’s a turbocharged performance version of an otherwise forgettable economy Japanese sedan. In 1989 there was another performance version, however. The AMG-badged Galant was only for the Japanese market, which explains why it’s been mostly forgotten. It used the same 4G63 2.0-liter inline-four, but the German tuning company modified it so it now revved up to 8,000 RPM. This resulted in 170 horsepower and 141 pound-feet (191 Nm), which was less than the VR-4, but because it was naturally-aspirated it did not have the immense turbo-lag, present in older turbo-engines.
Mitsubishi Galant AMG specifications
Engine
2.0-liter inline-four
Horsepower
170 HP
Torque
141 LB-FT
The Crossfire is one of the creations born from the Daimler-Chrysler merger. It was based on the Mercedes SLK roadster and shared around 60 percent of its parts. Although the Crossfire is often likened to a dog doing its thing, there’s no denying that in SRT-6 trim, it packs a serious punch.
That’s because the 3.2-liter Mercedes V-6 has been reworked by AMG to pack a serious punch.
To be exact, it develops 330 horsepower and 310 pound-feet (420 Nm). Although the five-speed automatic is not the sportiest gearbox the car still manages a 0 to 60 mph (97 km/h) sprint of 5.3 seconds.
It’s no secret that all new V-8-powered Aston Martin models use the 4.0-liter twin-turbo V-8 designed by AMG. This is due to e newly-formed partnership between Mercedes and Aston Martin. The M-177 version of the 4.0-liter V-8 is used in Aston Martin’s smallest sports car – the Vantage. It produces 503 horsepower and 505 pound-feet (685 Nm). This is enough to propel the British sports coupe to 60 mph in 3.4 seconds on its way to 195 mph (314 km/h) top speed. Fun fact: the same M-177 engine is put to work in the Vantage GTE race car, developed for the FIA Championship.
First released in 1999, the Zonda was Horacio Pagani’s foothold into the market of super-exclusive exotic cars. Over its lifespan, the Zonda had many different versions, but one thing remained fundamentally the same – the engine.
All versions of the Zonda were powered by an AMG V-12. More specifically the M-120 unit, which initially developed up to 444 horsepower and up to 472 pound-feet (640 Nm) for the Zonda C-12.
That was enough for a 4.0-second sprint to 60 mph (97 km/h) and a 9.2-second run to 100 mph (161 km/h). The C-12S received a 7.0-liter version of the M-120. Later versions used the AMG M-297, which was still based on the M-120 but was developed for more top-end power. In its most powerful form, the AMG V-12 produced 789 horsepower and 627 pound-feet (850 Nm). This allowed the Zonda to reach speeds of 221 mph (355 km/h).
We are back with Aston Martin and their first-ever luxury SUV. The model entered production in 2020, and with it Aston Martin has joined the teeming market of performance luxury SUVs. Power is once again entrusted to the 4.0-liter twin-turbo AMG V-8. In the DBX, however, the M-177 produces 542 horsepower and 516 pound-feet (700 Nm). This allows for a 0 to 60 mph print in as little as 4.3 seconds and a top speed of 181 mph (291 km/h). Being an SUV, power goes to all four wheels. The gearbox of choice is a nine-speed automatic.
The Pagani Huayra entered production in 2012, but contrary to popular belief, it was not meant to be a successor to the Zonda. Actually, the initial plan was to launch the two cars simultaneously, but due to financial reasons that wasn’t a possibility. As with the Zonda, the Huayra was powered by a V-12 AMG engine.
The M-156 featured two twin-scroll turbochargers for better response and was actually a derivative of the M-275.
Like the Zonda, the Huayra had many versions. Earlier ones developed 720 horsepower, which eventually went to over 830 horsepower in the Imola version. Torque was 738 pound-feet (1,000 Nm) but later went up to 811 pound-feet (1,100 Nm). Depending on the version, the 0 to 60 mph (97 km/h) could be achieved in as little as 2.2 seconds, and the top speed for all versions was well over 224 mph (360 km/h).
We already talked about the connection between Aston Martin and Mercedes-Benz and how the former uses AMG V-8 engines in its lineup. Before the Vantage and certainly before the DBX, the brand’s flagship – DB-11 also made use of the German powerhouse. The same goes for its convertible version – the Volante. In the big British gran tourer, the M-177 4.0-liter V-8 pumps out 503 horsepower at 6,000 RPM and 498 pound-feet (675 Nm) at 2,000 RPM. Since the AMG V-8 is meant to be the base engine for the flagship Aston Martin, it is no match for their newly-developed 5.2-liter V-12. However, it is still enough for a very respectable 4.0 seconds to 60 mph (97 km/h) and a top speed of 186 mph (300 km/h).
