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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His post says: “Ooh what is this for??? I could not possibly say… look out 2022.” Which means of course that the new SLR McLaren will make its world debut sometime next year.
For the moment we have very limited information on the new SLR McLaren, but rumors suggest it will be called HDK – High Downforce Kit. Previous rumors suggested Mercedes will build a total of 12 units, but Khoshbin’s post suggest his car will be a “one-off.” So, it is very possible that all those 12 units will be tailored to each customer’s personal taste.
The scale model posted by Khoshbin reveals an aggressive look, with a vented hood, a massive rear wing, a large rear diffuser, bulkier side skirts, and a single-exit exhaust pipe on each side. In fact it looks quite a lot with the SLR 722 GT – the car on which rumors suggest it will be based on. If so, expect the SLR HDK to deliver more than 617 horsepower – the power of the SLR 722 GT.
One thing is for sure, all 12 units were spoken for, so there is no hope you could get one.
Delays and More Delays – the AMG One Has Felt Like A Lost Cause
Six months after announcing the Project One’s goal of decimating the Nürburgring and every car that’s ever ventured onto it, it finally received a name. The Project one simply became the AMG One. But, here comes the trouble because a month after that, the AMG One was delayed until 2020. This delay stemed from AMG’s inability to adapt that F1 engine for road use while still complying with WLTP standards. Reportedly, there was also an issue with keeping the engine’s idle speed, which is some 5,000 rpm in race spec at a respectable – and smooth – 1,200 rpm.
As time went on, Mercedes and AMG released bits of information to keep the public interested, and by September 2019, we finally got to hear the AMG One in action. It actually sounded a lot like a spaceship. Suddenly, a month later,
the AMG One was delayed until 2021, something that was supposedly necessary for the same reasons as before – cost of development and difficulty making an F1 engine road worthy. Well, guess what? We’re now in the fourth-quarter of 2021 and we still don’t see the AMG One in production.
Mercedes and AMG didn’t give up, though, as a new report from Autocar claims that the AMG One will actually entry production in 2022, some five years after we first laid eyes on the official concept. As of now, nothing else has changed. Mercedes-AMG will still build just 275 examples, each and every one of which has already been sold for some €2.27 million – about $2.6 million at current exchange rates. The One should still deliver as much as 1,200 horsepower, offer up to as much as 16 miles of all-electric range, and should top out at around 218 mph, 124 mph of which will come in just six seconds from a dead stop.
At this point, we’re really curious to see if the One really does enter production in 2022 and, when it does, if it’ll be able to match the specs from the concept that I’ve listed above. And, just how long will it take to build all 275 units? I sure wouldn’t want to be at the bottom of that list.
Mercedes-AMG one specifications
Powertrain
1.6-liter twin-turbocharged V-6 + three F1 electric motors
What type of changes will be offered for the Aston Martin DB6?
Weight distribution and chassis are being attentively inspected
The restoration process starts with a very detailed inspection of the car. The most important step will be to understand the original weight distribution so that Lunaz will further know how to adapt the chassis setup, powertrain packaging, and suspension. The process continues with the removal of the internal combustion engine and associated systems.
Next, the chassis is being prepared for re-engineering and electrification. The powertrain has been developed entirely in-house and features the very highest standard European-sourced Tier 1 OEM battery cells and motors. The battery pack ranges from 80 to 120 kWh and offers a range of 255 miles.
The internal combustion engine and associated systems are being removed
Picking the materials for the exterior and the interior is also a very meticulous process. The color palettes are explored and visualized using both 2D sketch work and advanced 3D modelling. Customers can choose between traditional materials and more contemporary ones that will provide an interior free from animal-derived materials.
For example, customers can get carpets which are woven from fishing nets recovered from the sea.
There will be a huge selection of colors and materials, so every customer will have the exact DB6 of their dreams.
The company is already taking orders, but the first cars will be delivered in the first quarter of 2023
Lunaz is taking orders for the remastered DB6, but the first deliveries will be made in the third quarter of 2023. We have no word on the exact prices, but the first details suggest it will exceed $1million + local taxes. Lunaz is also accepting DB4 and DB5 to be transformed, but prices for these two models will be announced at a later date.
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The Dodge Durango Hellcat SRT is already a lethal track weapon out of the box. The guys at American Muscle Performance have carried out some performance mods and this SUV recently broke the 10-second barrier to do the 1/4 mile
With a sub 4 second 0-60 mph time, the Durango Hellcat SRT is already a fast car and is amongst the fastest SUVs in the world. In stock form, it uses the same engine found in the Charger and the Challenger, i.e the 6.2-liter Supercharged V-8 engine that produces 707 horsepower and 645-pound feet of torque.
But I guess even that kind of power isn’t enough for some. This Durango Hellcat seen here belongs to Tina Boggess and was further tuned by American Muscle performance, where it has further received a number of upgrades under the hood. The seven-seater SUV is riding on Mickey Thomson Drag radials and it recently broke the 10 second time barrier for the quarter-mile.
Chevrolet Camaro ZL1
The tuned Durango SRT goes up against a Chevy Camaro ZL1, which also packs a 6.2 liter supercharged V8 that produces 650 hp and 650 lb-ft of torque. It sends all its power to the rear wheels
The Chevy Camaro is one of the best value pony cars out there that money can buy today. It is significantly cheaper than the competition and yet offers some blistering speed and performance. The white car seen here is the high-performance ZL1 variant that packs a 6.2-liter supercharged V-8 engine the produces 650 horsepower and 650 pound-feet of torque.
You can’t miss the aggressive aero and carbon bits on this Camaro. Out of the box, the ZL1 puts out an impressive quarter-mile time of 11.4 seconds. I’m sure this one has some performance bits added to it as well. For instance, it is wearing thicker rubber at the rear, which should definitely help put all that power down.
Ford Mustang GT 5.0 Coyote
Next, the Durango Hellcat goes up against a Mustang GT 5.0 Coyote. The specs of the car are unknown to us, but Force Engineering was able to tune a Coyote to produce 1500 hp
The blue Mustang GT seen here is using a naturally aspirated 5.0 L Coyote engine that debuted back in 2011. Although the video doesn’t mention the exact specs of the car, I managed to find some details of this beast online from the owner himself. The car is using a stock intake and throttle body, clutch, shifter, and transmission.
The mods include full exhaust, E85, JLT CAI, AED tune, Team Z rear suspension, Strange shocks/struts, and an aluminum driveshaft. The exact horsepower figures on this Mustang are unknown, but Force Engineering was able to get the GEN 1 Coyote engine to produce over 1500 horsepower. What you can’t miss is, as, with the other contenders, this Mustang too is sitting on top of some high-performance drag radials.
Durango Hellcat SRT vs Chevy Camaro ZL1
For round 1, the tuned Durango Hellcat takes on the ZL1. The Chevy pulls off some burnouts to put some temperature into those rear tires. Both cars line up for launch. The lights go out and the SUV gets a great start and gets the lead on the Chevy, but not for long. By the mid-way point though, the Camaro gets past the Durango and clinches the win, but honestly not by much. It was close though. How close you ask? Well, the Camaro ZL1 did the standing quarter in 9.85 seconds, while the Durango Hellcat clocked in a time of 10.39 seconds.
Durango Hellcat SRT vs Mustang GT 5.0 Coyote
Both cars line up for launch. It’s RWD against AWD, once again, who’s your money on this time round?
Next, it was now time for the Durango to go up against a Coyote Mustang. They line up at the Christmas tree for launch. The lights turn green and the Mustang gets some air and is ahead by a car length…. but not for long, because by the time the two cars complete the quarter-mile, it is the Durango Hellcat that’s ahead with a time of 10.13 seconds, with the Mustang not far behind at 10.28 seconds.
To sum it up
However, surprise surprise, by the time the pair get to the finish line, it’s the Durango that clinches the win with a time of 10.13 seconds, with the Mustang GT clocking in a time of 10.28 seconds. So this seven-seater really is a sub-10-second sleeper.
With this Durango Hellcat SRT, the guys at American Muscle Performance, certainly have turned this seven-seater SUV up to 11. It really goes to show how much more performance can be extracted from that 6.2 Hemi. Even with the added weight, the SUV was able to run pretty darn close to these serious pony cars. We can’t wait to see what other mods will be added in the future to this sub-10-second rig. Watch this space.
Naturally, the high-revving 4.0-liter normally-aspirated flat-six will be even more powerful than the standard GT3, which has 503 horsepower (375 kilowatts) at 9,000 RPM and 347 pound-feet (470 Nm) at 6,100 RPM. In the 2022 Porsche 911 GT3 RS, the 4.0-liter flat-six will produce between 540 and 580 horsepower. Torque is expected to be around 347 to 369 pound-feet (470 – 500 Nm).
The Porsche 911 GT3 RS has always been the closest thing to a street-legal track weapon.
Since lap times are what counts on a racetrack, the GT3 RS will come with the PDK gearbox only.
Nevertheless, it is expected to be slightly quicker to 62 mph (100 km/h) than the “normal” 911 GT3’s 3.4-second (3.9 with the manual) time. However, the extra aero bits might create more drag, thus slowing the car down at high speeds. On the other side, this will, no doubt, result in better lateral acceleration, thus allowing the rear-engine track weapon to carry a lot more speed through the corners.
Design
The Porsche 911 GT3 RS has always been the closest thing to a racecar for the road. Essentially, it pretty much is one. As with other generations before it, the most obvious thing is the crazy aero. Gigantic air vents in the front hood and a rear wing stolen from a Porsche racecar. And all of that in combination with a wide body.
Although there’s still a lot of camouflage, we can tell that, just like previous 911 GT3 RS models, the 992 will have additional air extractors on the front and rear fenders. The most distinctive feature is the even bigger bi-plane rear wing with swan necks.
Price
We know that the Porsche 911 (992) GT3 RS will be more expensive than the regular 911 GT3, just like it has always been. We know that the regular 992 GT3 starts at $143,600 in the U.S. and €167,518 in Europe. If we use the European prices for the previous generations, we can get an idea of how much more the GT3 RS will cost.
In Europe, the 991.2 GT3 RS had a starting price of €195,137, while the regular GT3 cost €152,416. With this in mind, we can expect the 992 GT3 RS to cost around €205,000 in Europe and $195,000 in the US.
Conclusion
With the latest 991 GT3 RS underway, the Porsche 992 will have a complete portfolio. That is if we don’t count the 991 GT2, which might appear in the 992’s last production year as a very limited version. Regardless, this will be the most hardcore normally-aspirated Porsche 911 and, possibly, the last one without a hybrid powertrain. With that being said, there are indications that the GT3 RS might get slightly delayed since Porsche apparently has problems with getting the engine certified for emissions. Whether that is the case, remains to be seen.
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.
Porsche claims that they are indeed the most successful brand in customer motorsport, with 30 one-make cups globally, over 4,400 911-based Cup cars manufactured to date, with 31 years of Carrera Cup racing in Germany. As a result, the folks at Zuffenhausen and Weissach are probably wondering as to what the future of customer racing using pure EV’s looks like.
The German brand clearly isn’t satisfied with Formula E. They are hence already looking ahead with the Mission R, which – on paper – looks like an electric 911 GT3 Cup car.
The Mission R could in fact go on to become the centerpiece of the Porsche single-brand cups in the not-too-distant future. The car embodies everything that makes Porsche what it is; They include attributes like Performance, Design, and in keeping with the times, Sustainability.
Bodywork with a focus on Sustainability
Upon first appearance, the concept resembles the very successful Le Mans 919 racer, although with a far more gracious-looking front and a rather stubby back. The rudiments of the Cayman floor unit are hidden under the shell. The car is 14’ long, which makes it shorter than the 718. A width of 6’6”, on the other hand, is notably more, while its height of 3’11″ is considerably lower than that car. The Mission R incorporates the most recent advances in active aerodynamics, both in the front and in the back, where a massive, two-section movable spoiler resides. The Mission R also features Porsche Active Aerodynamics (PAA) with Drag Reduction System (DRS) on the nose section as well as that giant rear wing.
Through the domed roof, a carbon-fiber superstructure visible from the outside may be viewed.
Instead of fitting a separate roll cage, this construction by itself acts as a supporting and load-bearing structure. Not only is it visually appealing, but it is also lightweight and stable, with room for an emergency exit hatch for the driver.
This robust structure also has a roof, which Porsche refers to as an exoskeleton. On top of that, body panels composed primarily of Natural Fiber Reinforced plastic (NFK) are used. Porsche uses the same material for the front splitter, diffuser, and side skirts.
“Porsche is the brand for people who fulfill their dreams. This is also true in motorsports. We experience our innovative strength on the race track, demonstrate courage in pursuing new avenues and delight car owners with sporting performance,” says Oliver Blume, Chairman of the Executive Board of Porsche AG.
A sporty Bespoke Racing Cockpit
Porsche uses NFK On the inside, as well. The material is used to make the inside door scales, the rear bulkhead, and the seat, among other things. When it comes to the interior, the driver is the focal point. All controls are easily accessible to the driver.
The cockpit is influenced by cars used in gaming simulators. A helmet holder is also in place to dry and cool the driver’s helmet using the onboard air conditioning. The car features a steering wheel that incorporates the main information screen and is linked with another unit positioned behind, which complements the first one by showing the image from the rearview cameras. A third screen, to the right of the seat, displays the driver’s biometric information.
“In addition to our involvement in the Formula E World Championship, we are now taking the next big step forward in electric mobility. The concept study is our vision of all-electric customer motorsports. The Mission R embodies everything that makes Porsche strong: performance, design and sustainability.”
The Powertrain
The Mission R features two electric motors.
The motors are derived from the Taycan, but they were further improved for motorsport to the point that they are now virtually separate designs. It comes as no surprise that Mission R’s electric drivetrain exceeds 1,000 horsepower. Two motors, one on each axle, that produces 430 horsepower at the front and 644 horsepower at the rear. The race car’s standard continuous power output remains 671 horsepower. (This is nearly the same as the upcoming hybrid LMDh Le Mans car). While in qualifying mode,
the two motors produce1085 horsepower. A Four-wheel drive system transfers tractive force to the tarmac.
Porsche has also worked on the weight distribution. The battery pack is situated ahead of the rear axle, as opposed to the Taycan. Porsche refers to this as the e-core arrangement. This layout implies that the Mission R has driving characteristics similar to those of a mid-engine racer. The Mission R’s permanently excited synchronous motors have stators that are directly tempered with oil as a coolant. Speaking of cost savings, the Mission R does away without the Taycan’s two-speed transmission; acceleration from a standstill isn’t very important in customer motorsports. Also, there’s no limit to the power that drives with only one gear. The transmission and pulse inverter on both the front and rear drives are designed identically, saving both parts and money.
Blistering Performance
The Mission R will be able to sprint from 0-60 mph in 2.5 seconds and reach speeds of over 187 mph.
The cells of the 80 kWh battery are also oil-cooled. Unlike in a typical electric motor where the coolant goes through a jacket outside the stator, the oil in direct cooling flows straight along the copper windings. More heat can be dispersed directly at the source as a result of this.
They run at 900 volts, which helps explain why the batteries can be charged from 5% to 80% in under 15 minutes during racing. Charging can be done at a rate of up to 340 kW. Such a short recharge time will enable the Mission R to confront a race weekend with free practice, qualifying, and the race without having to worry about range.
Conclusion
How exactly will motorsports evolve in the future? And how will interfaces withE-Motorsports change over time?. How plausible is this vision? Well, Porsche thinks they have an idea about where motorsports and the industry is headed.
Without a doubt, Porsche will be ready with an order book at the IAA in Munich and at the Porsche Motorsport desks. The maker has not yet stated when a probable manufacturing model will be available, but our guess would be somewhere between 2025 -2026.
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.
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