For the past 26 years, Dutch outfit Donkervoort has relied on turbocharged Audi engines to power some of the quickest, maddest sports cars on the planet. From the famously stout 1.8T four-cylinder to the monstrous boosted inline-five, German heartbeats helped take the firm’s conceptual evolution of the Lotus Seven format to new heights. However, Audi’s about to end production of its 2.5-liter turbocharged five-cylinder engine, and the loss of a major powertrain supplier means it’s time for a rethink. This is the Donkervoort P24 RS, and it’s somehow even more insane than the old Donkervoort.
First, we need to talk about the name, because it’s really quite sweet. Although it might sound like just another alphanumeric, the “P” references “Phébe,” the second child of CEO Denis Donkervoort – sort of like the story behind the name of the Lotus Elise. Anyway, engines. You’re probably going to love what Donkervoort’s done here.
Aside from things like the 3D-printed exhaust manifolds, new turbochargers and engine ancillaries, this is fundamentally a slightly detuned version of the same 3.5-liter twin-turbocharged V6 that Ford put in the second-generation GT. Think 591 horsepower compared to 647 horsepower in the Ford. However, while the 2017 Ford GT’s choice of engine received mixed reactions, I don’t think anyone will be calling the P24 RS boring for several reasons, and I’m not just talking about the lower, more central mounting position compared to the old inline-five.
Firstly, there’s the gearbox. It’s a proper old-school five-speed manual, the sort of row-your-own option you don’t really see in supercars anymore. Is it faster than a dual-clutch automatic? Probably not, but it means the driver needs to do a hell of a lot more. Secondly, there’s the weight. A Ford GT weighs around 3,300 pounds, but thanks to a blend of aluminum and carbon fiber, the Donkervoort P24 RS weighs 1,720 pounds. Not kilograms, pounds. This means it has a better power-to-weight ratio than a Bugatti Veyron Supersports, or a new Corvette ZR1, some 757.69 horsepower per ton.
It doesn’t take a physicist to understand that the P24 RS should be bonkers quick, which is perhaps why Donkervoort lists the thing’s zero-to-62 mph acceleration time as “Appropriate.” Could there be some traction limitations off the mark, even on specially-tailored Nankang CR-S semi-slick tires? Perhaps, no matter how smoky or traction-control-aided your launch is, this thing ought to make it back up on the top end. Figure zero-to-124 MPH in 7.4 seconds, Veyron-quick even with the torque interruption of several entirely driver-made shifts. That ought to put butterflies in your stomach.
If that sort of punch on tap all the time sounds a bit scary, don’t worry, Donkervoort’s thought of that. A little dial lets you reel things back in to 493 horsepower, or 394 horsepower. Add in five-stage traction control and available motorsports-style ABS, and the P24 RS promises just enough electronics to reduce your chances of being one with the scenery but just enough simplicity to be tantalizing in a way many modern supercars aren’t.
Speaking of old-school, this latest Donkervoort maintains a tradition of using really tasty traditionally-aftermarket bits. For instance, the dampers are fancy Tractive semi-active units with available hydraulically-adjustable ride height. The calipers are four-piston AP Racing units, clamping either steel or carbon ceramic discs. Those aforementioned Nankang tires may sound a bit funny to the uninitiated, but track rats around the globe are running seriously fast times on them. Oh, and the steering? Power-assistance is optional. Yep, a good-old-fashioned manual rack comes standard. You know, because at 2.3 lateral g, power steering probably isn’t the first thing on your mind.
Don’t think this is just some forbidden fruit, either. The Donkervoort P24 RS is being sold in America, and while the standard T-tops probably weren’t explicitly designed for the American market, they might help. Overall, this supercar is certainly a niche proposition, so we salute the handful of well-heeled speed merchants who will add this rolling festival of gills and flics to their garage. It’s just ice cool, a wonderful antidote to supercar fatigue.
Top image: Donkervoort
This is properly ludicrous. In the best ways possible.
They’ve gone a bit Lotus 7 by modern Aston Martin with the design. And I’m kinda okay with that. It’s plenty of warning of the insanity of what you’re getting into.
I guess Max Verstappen isn’t the only Dutchman powered by Ford this year.
One of my all time favorite brands. I love these guys. I yearn for the Bonkersvoort..
For the more knowledgeable here than I, what’s the long term of the Ford EcoBoost engines been like? Have they held up?
And it can be yours today with zero down and $99,999 per month for 84 months!
I’ll wait for the Hot Wheels version.
Call me crazy – but to me a better use of this engine/transmission would be a Lincoln sedan/wagon variant of the Mustang platform, aimed at the Mercedes-Benz AMG E Class/BMW M5 Series.
Name it “Lincoln Capri”
I think you hit the nail on the head, here.
Sometimes chasing numbers, you’ve long since lost the fun.
I’m interested in how far the steering cranks the wheels. Even if the “fenders” turn with the wheel, there doesn’t seem to be much clearance there for a tight radius. Not that I’ll ever see one!
I can’t help but feel like this is where Lotus could’ve been had they not lost the plot whenever it was that they did.
Bonkervoort.
Just saying.
Yeah this could make me care about owning a supercar again
That thing is Donkers
I initially confused Donkervoort and Vanderhall, and was thinking how nuts 591hp through one rear tire was. Oops.
I think this is rad.