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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AMG boss Tobias Moers mentioned that the new SL is being engineered alongside the next-generation GT model and will be far sportier than previous generations of the SL.
Both models are going to use what is known internally as the Modular Sports Architecture (MSA). This makes the development process for both cars much quicker and cost-efficient. It also means that we can expect a much stiffer chassis, as well as a sportier suspension setup for the 2022 Mercedes AMG SL63. That said, the SL would still retain the GT aspect it has been known for.
A few engine options will be offered. The base one will include the 3.0-liter twin-turbo inline-six unit featured in the AMG GT53. It produces 435 horsepower at 6,100 rpm and 384 pound-feet (520 Nm) at 1,800 – 5,800 rpm. This should be enough for a 0 to 60 mph (97 km/h) sprint in around 4.2 seconds.
Of course, the 4.0-liter twin-turbo V-8 makes an appearance too. The first version will offer 522 horsepower at 6,250 rpm and 494 pound-feet (670 Nm) at 1,900 – 5,000 rpm. The sprint to 60 mph is expected to be in around 3.7 seconds.
As for the AMG SL63, it will offer a beefier version of the 4.0-liter V8, which produces 612 horsepower at 5,750 – 6,500 rpm and 627 pound-feet (850 Nm) at 2,500 – 4,500 rpm.
Although this version of the engine is a direct carry-over from the E63 AMG, it might receive even more power for the 2022 AMG SL63. We can expect a 0 to 60 mph time of around 3.2 seconds.
So far nothing is said about an SL65 version, which means we probably won’t get a V-12 version for 2022. Interestingly enough, there have been talks about an SL73 version appearing at some point. It’s expected to use the SL63 powertrain and a 204 horsepower electric motor. The total output will be 831 horsepower and at least 738 pound-feet (1,000 Nm). That said, it is unknown whether it will be called the AMG SL63e or the SL73 moniker will make a return.
Regardless of the engine choice, the SL will most probably utilize the nine-speed “Speedshift” automatic.
Exterior
The 2022 AMG SL63 is continuously teasing us with less and less camouflage. It seems the next generation of the two-seater has adopted the new Mercedes design, featuring a narrow more aggressive headlight design, as well as the narrower taillights stretching further towards the center of the car. In typical AMG fashion, we get quad-exhaust tips at the back, which are complemented by air extractors located above them.
After the latest “undressing” of the camouflage, the most notable feature of the 2022 Mercedes AMG SL63 is the fabric folding roof. The car will be offered exclusively as a roadster, and a folding hard-top will not be available. The trunk lid also accommodates what looks to be an integrated rear spoiler.
Interior
We also know the interior, which has the big screen in the middle known from the new S-Class. It will also find its way into the SL, only here it will be flanked by round air vents on both sides. That said, we already made a remark about how the center console of the upcoming SL bears a striking resemblance to the Star Wars character Jar Jar Binks. Hopefully, this will not deter buyers from enjoying the otherwise, graceful and highly-finished interior of the 2+2 roadster. The instrument cluster will be digital, as it’s now a standard, at least in the premium segment. That said, it will be mounted in a more classic housing.
The next AMG SL63 will also have small but usable back seats, so it will technically be a 2+2 seater. We last this layout in an SL back on the R129-generation.
Price
Obviously, it’s too early to talk about the cost of a 2022 Mercedes AMG SL63, as prices have not been announced yet. That said, we can get an idea of what we can expect if we look at the current model. Prices for the current AMG SL63 are around $140,000. Given that cars are gradually becoming more expensive, as more and more tech is being integrated into them, we can expect starting prices of around $150,000 for the 4.0-liter twin-turbo V-8 AMG SL63.
We can’t really mention Mercedes without BMW, as the two brands have decades worth of rivalry. The M8 convertible will probably be the toughest opponent for the SL63, as they are not only in the same price and performance range but are both German. Its 4.4-liter twin-turbo V-8 is mated to an eight-speed automatic. It produces 600 horsepower or 625 in the M8 Competition, at 6,000 rpm. Peak torque is 553 pound-feet (750 Nm) at 1,800 – 5,600 rpm. This is enough for a 0 to 60 mph (97 km/h) sprint in as little as 3.1 seconds. The starting price for the M8 Convertible is $142,500.
The F-Type is the spiritual successor to the 1960s E-Type, which automatically makes it a cool car. That and Jaguar is known to be the brand of choice for all movie villains. Although the facelifted model focuses more on the GT aspect of the vehicle, it still packs a punch. In the R version, you get an epic-sounding 5.0-liter supercharged V-8. It produces 575 horsepower at 6,500 rpm and 516 pound-feet (700 Nm) at 3,500 – 5,000 rpm. This is enough for a 0 to 60 mph time of 3.5 seconds. Power goes to all four wheels through an eight-speed “quick-shift” automatic. Price is where the F-Type R starts making a lot of sense, compared to its German rivals, as it starts from “just” $105,900.
Until now, the Mercedes SL has been known as a luxurious grand tourer, which can cover long distances in comfort, while you feast your senses on the elements. Those characteristics extended even to the more radical AMG SL63. With the new emphasis on performance, the 2022 AMG SL63 has to appeal not only to the elderly gentlemen with deep pockets like it was until now but also to those who still seek the thrill of the drive. Although a tall order, AMG has proven before that you can have a nice middle ground between comfort and performance.
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.
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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.
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Roland A. Bussink commissioned HWA AG – a company that develops components for AMG. Hans-Werner Aufrecht is the founder of HWA AG, as well as one of the founders of AMG. Officially, Mercedes still don’t have a Speedster as the bespoke AMG GTR is not actually developed by AMG. However, HWA’s connection to AMG makes it the next best thing.
The AMG GTR Speedster draws inspiration from the SLR Stirling Moss, as well as Formula One. Its most distinctive feature is the Y-shaped “Speedbow”. It starts from where the windshield used to be – you still get a small Barchetta-style windshield – and finishes behind the headrests, connecting with the rear of the car. It bears striking resemblance to the Halo used in current Formula One cars. In addition to giving it unique and striking new looks, the element provides structural rigidity.
Initially, the car started life as an AMG GT R Convertible, which made the conversion slightly easier, as less cutting was required. But it’s not just a matter of chopping the roof off. There are many other chassis enhancements, ensuring superior structural rigidity.
You can choose to have the 4.0-liter twin-turbo V-8 in stock trim – 577 horsepower and 516 pound-feet (700 Nm) or you can have HWA bring it up to a mind-blowing 850 horsepower and 767 pound-feet (1,040 Nm).
For comparison, the McLaren Elva engine is generating 803 horsepower, while the Aston Martin V-12 Speedster – “only” 700. There will be only five copies of the Bussink GTR SpeedLegend.
Benchmark tests are fun if you don’t take into account the belief that most of them are, to a certain extent, slanted to favor one car over the other.
Clearly, Drako, which was founded by Barracuda Networks CEO Dean Drako, wouldn’t have released this video had the Tesla Model S P100D spanked the Drako GTE electric supercar in their drag race.
But the video is live, and that should tell you that the Drako GTE won against the Tesla Model S P100D handily.
Make no mistake, it’s not a bad thing altogether. The Tesla Model S P100D, even this specific model that supposedly has miles under its belt, remains one of the fastest and most powerful cars in the world.
Even if it’s weathered compared to the new GTE, the Model S P100D makes for an ideal benchmark, in part because of its stature in the industry. If there’s one car that a startup automaker measures its new all-electric product against, it’s the Model S P100D. That’s a testament to the capabilities of the Tesla more than it is an indictment born from the results of the race.
So, what did we learn about the Drako GTE after this benchmark? We learned that it’s fast, which it’s supposed to be considering that, according to Drako, it’s powered by four permanent magnet hybrid synchronous motors — it’s the same setup you’ll see in a model like the Rimac C_Two — that can produce a staggering 1,200 horsepower. It also boasts a 90-kWh battery pack — bigger than the one Lotus uses in the Evija — that helps juice up the electric motors.
Drako hasn’t said how much range the battery pack has, but it’s not unreasonable to imagine that the GTE can run almost 300 miles on a single charge. On the count of performance, the GTE can hit a top speed of 206 mph so, if for nothing else, Drako’s electric supercar has the chops to compete against some of the fastest production cars in the world. The Tesla Model S P100D is among these cars, and, at least in the case of this benchmark test, the Drako GTE more than held its own against the standard-bearer of the electric performance car segment.
Hopefully, we get to see and hear more from Drako in the coming months. It does look like the automaker has something special in its hands and it’d be really cool to see it hit the streets as a full-fledged production model, even if Drako is capping production to just 25 units with each priced at $1.25 million.
While the stock BMW 128ti produces an already impressive 265 horsepower (195 kilowatts) and 195 pound-feet (400 Nm), allowing for a 5.6-second sprint to 60 mph (97 km/h), the specialists from Dahler have decided it could use a bit more. The Dahler 128tii features a new stainless steel exhaust system with active valves and ceramic-coated tailpipes and an ECU tune.
These tweaks alone bring the numbers up to 313 horsepower (233 kilowatts) and 367 pound-feet (500 Nm).
This makes the 128tii more powerful than the top-of-the-line BMW M135i, which has 306 horsepower (225 kilowatts) and 332 pound-feet (450 Nm). The only downside in comparison to the M135i is the absence of all-wheel-drive. The gearbox is still the ZF eight-speed. With that being said, the Dahler 128tii will have a weight advantage as well, which would make for an interesting drag race.
Additionally, Dahler has fitted the BMW hot hatch with a coil-over suspension, which allows for compression and rebound dampening, as well as height adjustability. The Swiss tuners decided that the stock brakes were impressive enough, so they left them untouched.
The Visuals
The brakes may be stock, but they are now “hiding” behind new 20×8-inch forged wheels in all four corners, wrapped in 245/30 Michelin Pilot Sport 4S rubber. Other exterior features include the new more aggressive front splitter and a roof-mounted rear wing. The overall aesthetics are finished by a silver racing stripe on top, which is off-set to the left and spans the entire length of the car. All the visual enhancements make the 128tii look even more aggressive than the top M135i model.
Interior changes are a bit more subtle, but just as tastefully executed. They comprise of new aluminum pedals, new floor mats, and new upholstery for the seats, which now feature substantial amounts of Alcantara leather.
Conclusion
What Dahler has shown with their 128tii is that even a hot hatchback, which already has some zest in it, can be tastefully modified. Yes, it’s easy to add more power, now more than ever, as well as to install an aggressive body kit, but what the Swiss tuner has done is retain the balance between aggressive and subtle, which the normal car has. Essentially, they have created a front-wheel-drive version of the all-wheel-drive M135i, which is awesome. Sure putting the power down is easier when it goes to all four wheels, but front-wheel-drive is kind of a trademark of the hot hatchback. What Dahler has made is a BMW M135i that’s a bit more old-school. It’s still automatic only though.
While you cannot see any new exterior body-kit because there isn’t one, the Pogea Racing Maserati GranCabrio does differ a bit compared with the stock car.
After replacing old coilovers with new ones that managed to drop the car by almost 2 inches, Pogea installed all-new wheels.
Called the “Jules 21” (c’mon, guess the diameter if you can), the new wheels are really cool. Not only in how they look (stunning), but the technology and materials used as well. These lightweight units were formed of special aluminum alloys “using a state-of-the-art manufacturing process”. Pogea did not detail the development process of the wheels, but they did say that the new wheels are shod in Michelin Pilot Sport 4S tires – 245/30ZR21 front and 325/25ZR21 – back.
Interior
To complement the subtle exterior additions, Pogea Racing offers a wide variety of interior modifications as well. It actually did not do much with this particular GranCabrio, but if you’d like, Pogea Racing can change some stock inlays with carbon fiber parts and upholster any imaginable surface with the best possible leather.
Drivetrain and Performance
The 4.7-liter, V-8 in the GranCabrio and the GranTurismo was never really a powerhouse an enthusiast would like to find in a car of this magnitude. Yet, it sounds biblical, and with its naturally-aspirated nature, it is one of only a few that offer that raw power and torque. Pogea Racing did not have to do a lot to improve its 460 horsepower.
In fact, the Germans included a sports air filter and remapped the ECU. This released a bit more of that naturally aspirated grunt.
Now, the GranCabrio’s 4.7-liter, V-8 develops 480 horsepower and 393 pound-feet of torque. This is not a massive upgrade, but it complements the other subtle modifications quite well.
No wonder this particular sports car can go above 186 mph. Actually, it could probably hit 190 mph.
Final Thoughts
While Pogea Racing obviously did not overwhelm the GranCabrio and the GranTurismo with changes, the simple matter of a fact is that under German tuning guidance, the GranTurismo feels a tad fresher. Maybe even modern. As one of the latest sports cars powered by a naturally-aspirated engine, the GranCabrio and the GranTurismo have the allure of a proper Italian thoroughbred. Well, while I am sure that all of us like the GranTurismo very much, Maserati does not plan to offer a successor. Instead, expect the Alfieri (probably smaller than the GranTurismo) to appear in 2022 or so. Up until then, reach out to Pogea Racing because this company will make your Maser much better.
