The Goodwood Festival of Speed is this year’s venue for the world debut of the Hyundai Ioniq 5 N. The high-performance electrified car is the first in N’s electrification strategy, but it won’t be the last. The Ioniq 5 is Hyundai’s “first step” in its electrification strategy, according to the automaker, with further EVs from the sub-brand to come.
Two electric motors are available in the Hyundai Ioniq 5 N. The model’s combined output of 600hp and 740Nm of torque may somewhat alter before production begins. With the N Grin Boost mode activated, the output rises to 641hp and 770Nm of torque for 10 seconds.
The all-wheel-drive engine can accelerate the N from 0 to 100 km/h in 3.5 seconds; with N Grin Boost, that time drops to 3.4. It has a top speed of 260 km/h.
Caterham Project V, a brand-new all-electric sports car, has finally been unveiled after what seems like an eternity of teasing. Project V is a rear-wheel-drive, lightweight sports car, similar to the Seven, the company’s roadster based on the original Lotus Seven. It might be here as early as the end of 2025 and, unlike the Seven, this is fully electric.
Project V was always meant to be an electric car. It offers 268hp and an expected range of 400km thanks to a 200-kilowatt motor placed in the back axle and a 55-kWh USOC lithium-ion battery pack. A 150kW DC rapid charger can also recharge it from 20% to 80% in just 15 minutes.
Ford’s SuperVan series in Europe began in 1971, and since then, there have been three other SuperVans. This week, at the Goodwood Festival of Speed in England, Ford showed off the fourth Supervan and not surprisingly, it opens the first electrified chapter in the legendary series. The Ford Pro Electric SuperVan uses no petrol and fully utilises the potential of electric performance and enhanced connectivity to achieve the highest performance of any Ford van ever.
Four electric motors, a 50 kWh liquid-cooled battery pack, and a bespoke control system produce approximately 2,000 ps for sub 2-second 0 – 100 km/h acceleration time. Performance from a purpose-built, track-ready chassis including components from the recently unveiled E-Transit Custom 1 – the first fully electric version of Europe’s best-selling van – is complemented by Ford’s SYNC in-cab touchscreen technology 4 from road-going Ford models, as well as additional functionality to control the Electric SuperVan’s unique capabilities.
The enhanced connectivity keeps the driver informed and enables real-time data transmission for remote vehicle management and optimised performance, just like the integrated services that can accelerate the productivity of over 125,000 Ford Pro customers across Europe. Selectable drive modes and regenerative braking technologies similar to those on Ford production electric vehicles also feature.
The striking, all-electric demonstrator vehicle was developed in secret by Ford Performance and electrified rally and racing specialists STARD in Austria, with exterior design work was done by the Ford Design team in Germany.
“We’re bringing SuperVan into the 21st century with 2,000 ps of all-electric power for unmatched excitement and unmistakeable styling inspired by the new E-Transit Custom. But performance isn’t all about horsepower – the Electric SuperVan’s processing power means engineers can use real-time vehicle data to optimise its performance, just like on a top-level racing car,” said Mark Rushbrook, Global Director, Ford Performance Motorsports.
“Ford Pro is all about accelerating productivity for our customers – so why not create a new Electric SuperVan that proves the power of electrification and connectivity?” said Hans Schep, general manager, Ford Pro, Europe. “This incredible demonstrator vehicle takes E-Transit Custom’s advanced engineering and distinctive look to a whole new level, and is high-speed proof of the power of Ford Pro’s connected services ecosystem.”
The Ford Pro Electric SuperVan is a one-off demonstrator, which gave the Ford Design team a lot of freedom to create a wild-looking vehicle that reflects extreme performance capability. The outlandish wheel arches, muscular style and one-off livery are the most extreme expression of Transit design. Meanwhile, the fully-electric powertrain offered the development team lots of freedom with fewer of the packaging and cooling restrictions that come with a combustion engine.
“The fourth chapter of the SuperVan story is designed to be the fastest, most extreme yet while keeping the Transit DNA. The proportions are a more dramatic version of what we developed for the E-Transit Custom and the front light bar creates a futuristic expression, making the Electric SuperVan the absolute pinnacle of Transit design language. The chance to be part of the iconic SuperVan story and reimagine what it could be in the 21st century was a dream opportunity,” said Amko Leenarts, Director, Design, Ford of Europe.
The vehicle’s motorsport-spec construction marries the E-Transit Custom floorpan with a steel spaceframe and lightweight composite body panels. A bespoke 50 kWh liquid-cooled battery pack is mounted for optimum weight distribution and a low centre of gravity and can be fully recharged in approximately 45 minutes using a standard electric vehicle fast-charger.
A suite of onboard cameras can immerse audiences around the world in the action during SuperVan’s impressive high-performance runs. As on the Ford E‑Transit, the driver can pull camera feeds onto the in-cab screen and switch between them to help position the vehicle.
Ford Performance and STARD’s motorsport input is immediately obvious; the dramatically sculpted body’s front splitter, side skirts and rear diffuser would be at home on a racing car, while the radical rear design’s cutaways and dorsal fin flow into the rear wing to generate downforce and push the SuperVan into the track for as much grip as possible.
The latest Supervan continues the tradition started by the first one 51 years ago. That van has a mid-mounted engine taken from the Le Mans-winning Ford GT40. The next Supervan continued with the formula was taken further for SuperVan 2 with a lightened Transit Mk. 2 body draped over the monocoque. It had the 590 ps Cosworth V8 of Ford’s C100 racing car. The Supervan 3 was a facelifted Transit Mk. 3 lookalike, powered by the 650 ps Cosworth HB engine used in Formula 1 cars then.
Evolution of Ford SuperVans
Beyond demonstrating Ford’s advanced electric vehicle and connectivity know-how, the Electric SuperVan is also a high-speed science experiment. Its demanding driving scenarios and unrestricted design concept allow Ford to push the boundaries of electric vehicle engineering and connectivity to improve its future race cars and road-going vehicles, software and services.
David Richards, who started Prodrive as a motorsport and automotive engineering firm in 1984, is very familiar with motorsports. While he has been involved in various roles in the sport – including being co-driver with Ari Vatanen when they won the World Rally Championship (WRC) in 1981 – his company is probably best known for its involvement with the Subaru rally team. The 18-year association through the 1990s to 2008 was one of the most successful partnerships in the sport.
It’s no surprise then that the Subaru Impreza holds a special place in Richards’ heart and Prodrive has created its own car called the P25 which takes inspiration from the 22B version, arguably the most iconic Impreza.
“The original 22B Impreza is considered the most iconic of Subarus and highly sought after. We wanted to enhance everything that made that car so special by applying the very latest technology to create our own modern interpretation of a car that’s established a place in motoring history,” said Richards who presented the car today at the Goodwood Festival of Speed in England.
It’s been 25 years since Prodrive debuted the 2-door Impreza World Rallycar as a special edition. Only 424 of these road-legal cars were manufactured. Over time, it has achieved cult status as the ultimate turbocharged 4-wheel drive car of its era.
The original Subaru Impreze 22B in 1998.
Peter Stevens, who styled the original Impreza WRC in 1997, as well as subsequent Prodrive limited edition Subarus, has restyled a number of features of the P25. Also on the team was technical director, David Lapworth, who was responsible for developing the first Impreza WRC 25 years ago.
Now, using the latest technology and materials, Prodrive has reimagined what this car would be like in 2022. Just 25 cars will be produced, each with an original 2-door Impreza WRX chassis at its core. This is the very same chassis used in the first Impreza WRC but now with reduced weight, a more powerful engine and improved vehicle dynamics.
Reduced weight
Extensive use of carbon composite means the car weighs less than 1200 kgs. Under the bonnet is the latest 2.5-litre flat four ‘boxer’ engine producing over 400 bhp/600 Nm, combined with a 6-speed semi-automatic gearbox, WRC-derived launch control and turbo anti-lag. Prodrive’s own tests show that it can reach 100 km/h from standstill in under 3.5 seconds.
Weight has been removed from the chassis by manufacturing the boot, bonnet, roof, sills, door mirrors, front and rear quarters. The WRC-style rear wing and bumpers are from carbon composite while inside, there are optional lightweight racing seats with carbonfibre door cards and a lithium-ion battery.
The engine is based on Subaru’s latest 2.5-litre cylinder block but has been totally re-engineered by Prodrive’s powertrain team with bespoke internal components. These include new cylinder liners, pistons, conrods, and a valvetrain with variable cam timing. A Garrett motorsport turbocharger has been chosen and has a high performance intercooler and airbox, with an Akrapovic titanium and stainless steel racing exhaust system.
The engine is mated to a 6-speed sequential gearbox with helical cut gears and semi-automatic shift via a paddle on the steering column, giving precise gear changes in 80 milliseconds. The car has a WRC-style launch control system, which combines the fly-by-wire throttle and clutch in the floor mounted pedal box to automatically take the car through first, second and third gear to achieve the optimal acceleration from standstill without any driver intervention.
Power goes to all four wheels via a drivetrain with an adjustable active centre differential and limited-slip differentials front and rear. McPherson strut suspension has been retained but with machined aluminium uprights which can be tuned for camber and geometry optimised for the wider track. The Bilstein dampers are adjustable for compression and rebound while the springs and anti-roll bars optimise the tarmac handling.
Stopping power is provided by AP Racing brakes with 6-piston calipers at the front and 4-piston calipers at the rear. Prodrive’s own 8.5 x 19 rims are fitted and standard tyres are Bridgestone Potenza 235/35 which are matched to the dampers.
Modern features in 1990s cabin
In the cabin, the dashboard has a full width high-definition multi-page display, including a data logger. For those wishing to take the car on track, the driver can select from various throttle response and engine performance maps, including anti-lag adjustment. There is also a WRC-style ‘fly-off’ hydraulic handbrake which automatically disengages the centre differential to remove drive to the rear wheels. This is in addition to the standard electric parking brake.
While Prodrive’s focus has been on the driving experience, the interior has also been upgraded. There’s an authentic late 1990s Impreza interior with a mix of leather, Alcantara and carbon trim. The P25 can carry four passengers, but there is also the option to remove the rear seats and have a partial safety cage fitted.
The successful Subaru team cars in the World Rally Championship were prepared and run by Prodrive over an 18-year period.
Paying home to the Impreza roots
“The iconic blue Subarus bring back memories of an extraordinary era of the WRC and it was the Impreza 22B that brought this rallycar performance to the road. By reimagining this car using the latest technologies and materials, the Prodrive P25 pays homage to its roots and there will be little else able to match its performance on the open road. I therefore believe we have achieved our vision of creating our own modern interpretation of the most iconic Subaru Impreza ever,” declared Richards.
The P25 which ran at Goodwood today is the first development car and will be used for an extensive test and development programme. The 25 production cars will each be priced from £460,000 (around RM2.48 million), with the first being delivered to customers later this year.
At last year’s Goodwood Festival of Speed in England, Polestar showed off an experimental specially modified Polestar 2 with impressive performance. However, the company said that it was just a one-off which they would not be turning into a production model. Nevertheless, enthusiasts loved it and there was a lot of interest expressed in buying one if it was made available.
“We had a great reaction and the response made it clear – we should create a version like that for production,” said Thomas Ingenlath, Polestar’s CEO. He had proposed the project last year to push the boundaries of the performance fastback’s design and performance potential.
The experimental Polestar 2 at Goodwood in 2021 (above), and the production version (below) that will be offered to 270 customers.
Only 270 units
And here it is – a special edition called the Polestar 2 BST edition 270. The ‘270’ indicates the number of units that will be offered, exclusively for Europe, North America and China (so they will all be in lefthand drive).
The tuning-based Polestar Engineered product leverages on decades of tuning experience to create the brand’s most dynamic electric driver’s car yet. The production car includes mechanical modifications along with key design enhancements that place it above standard Polestar 2 models.
Increased output
The two electric motors and 78 kWh battery pack have been enhanced for a maximum power output of 350 kW (476 ps) and 680 Nm of torque, along with heightened responsiveness to go with the sportier dynamics.
Chassis modifications include lowered ride height (by 25 mm), specially developed and unique Ohlins 2-way adjustable dampers with auxiliary adjustment chambers mounted under the bonnet, a front strut bar, 20% stiffer springs and unique new black 21-inch alloy. The tyres fitted are 245/35R21 Pirelli P Zero, developed specifically for the car which retains the standard 4-piston Brembo brakes.
Styling enhancements
The limited-edition model has a more substantial expression, thanks to fully-painted bumpers and side skirts. A matte black body stripe is available as an option, as well as a full-body Battleship Gray satin wrap. Th side mirrors are finished in glossy black while the signature ‘Swedish gold’ details remain, including on the brake calipers, damper elements, valve caps and seatbelts.
Each unit will be priced around US$77,000 (about RM338,000) and production is planned to begin in mid-2022, with deliveries starting in the fourth quarter of the year.
Polestar has revealed an experimental version of the Polestar 2 at the Goodwood Festival of Speed in England this weekend, where it was raced up the hillclimb at the venue. While the standard Polestar 2 – which uses a fully electric powertrain – has an output of 300 kW (408 hp), the experimental model generates up to 350 kW (476 hp).
The project was proposed by the company’s CEO, Thomas Ingenlath, who wanted to push the boundaries of the performance fastback’s design and performance potential. “I challenged the design and engineering teams to play with Polestar 2 and come up with something that makes a strong statement for Goodwood. We want to flex our muscles and explore opportunities,” he said.
“For a few months, I have enjoyed driving another experimental Polestar 2, nicknamed ‘Beast’, around our Gothenburg campus, which inspired the team to come up with this version for Goodwood,” he revealed.
Besides the higher output from its two electric motors, the car has been given a stronger stance, with a wider track (+10 mm on each side) and 30 mm lower ride height. Widened wheel arches have been fitted, necessary to house the 9×21-inch wheels and 6-piston Akebono front brakes from the Polestar 1. The 275/30R21 Pirelli PZero Rosso performance tyres are also carried over from the Polestar 1.
The springs have been stiffened by 80% at the front and 40% at the rear compared to the original performance units, and the adjustable Ohlins DFV dampers have been upgraded to Ohlins 3-way performance dampers which are approximately 30% stiffer than the road and track originals. To further increase rigidity, the carbonfibre front suspension strut bar from a Volvo S60 Polestar Engineered has been fitted, complemented by a custom-fabricated rear strut bar.
“This car is what happens when we are given freedom to go beyond our limits,” said Joakim Rydholm, Polestar’s chief chassis engineer. “We already have such great handling and performance characteristics in Polestar 2 but when Thomas asked me to make something special for Goodwood, I was really excited to up the stakes.”
In addition to the mechanical upgrades, the car features updated front and rear bumpers. The car is finished in Snow Matte with a Magnesium Matte racing stripe, colour-coded front grid and glossy black mirrors. Bumpers and side skirts feature an additional colour-coded design accent. The wheels feature dual tonality of glossy and matte black surfaces.
Standard Polestar 2.
“It’s always exciting to push a little bit further. This is one of the benefits of being a start-up like Polestar – we don’t have a mould to fit into so we can experiment with fun projects like this,” added Maximilian Missoni, Head of Design.
The all-electric Volkswagen ID. R continues to set new records, adding the outright Hillclimb record at the Goodwood Festival of Speed to the records set at Nurburgring and Pikes Peak.
The new record in England comes 20 years after it was set by ex-F1 star Nick Heidfeld in a McLaren MP4/13 that, of course, used a conventional internal combustion engine. Heidfeld’s time was 41:60. By stopping the clock in a time of 41.18 seconds, the ID. R averaged 101.4 mph (163.2 km/h) along the challenging 1.16-mile (1.86 km) course.
Further development
With a further year of development behind it, the ID. R produces 500 kW (670 bhp) and 650 Nm of torque, and weighs less than 1,100 kgs with the driver on board. The remarkable Volkswagen can accelerate from 0 – 100 km/h 2.25 seconds, topping out at 270 km/h.
The biggest differences in the technical configuration of the ID. R compared to last year are the size of the lithium-ion batteries on board and the energy management. “The latest evolution of the ID. R has been optimised for a sprint,” explained François-Xavier Demaison, Technical Director at Volkswagen Motorsport. “In Goodwood, the only things that count are maximum power and minimum weight.”
EVs getting more powerful
“A change is taking place in the field of production vehicles and in motorsport. Electric cars are becoming increasingly more powerful and it’s great to see them now rivalling combustion engines on track. To get an idea of how far we’ve developed the car, in 2018, we did 00:43.86 – this year we were almost 3 seconds faster,” noted Volkswagen’s Motorsport Director, Sven Smeets.
The most powerful Audi racing car in the company’s 11-year history of its customer racing program makes its debut at this year’s Goodwood Festival of Speed this weekend. With a base price of 338,000 euros (around RM1.6 million), deliveries of the new Audi R8 LMS GT2 will start from December.
From the 2020 season on, they will be able to compete in the new GT2 class that will open up a new stage in racing to the world’s most beautiful super sportscars.
“This sportscar with its emotive high-performance V10 engine marks the top end of our customer racing program. The legendary event at Goodwood is the ideal venue for unveiling such a fascinating sports car,” said Oliver Hoffmann, CEO of Audi Sport GmbH.
Created for the new GT2 category
The racing car has been created for a future racing category which will come to life in Europe and North America in 2020. It will fill a gap between the existing GT3 and GT4 categories and specifically feature cars with high longitudinal dynamics.
Consequently, this type of car addresses gentleman drivers who have been the backbone of GT racing for decades. It is the fourth model for customer racing from Audi Sport.
When Ford Performance first developed the modern Ford GT, the focus was on giving customers a street-legal GT supercar which would also be capable on the race track. Now, with the GT Mk II, the full performance potential of the car is available – without any artificial performance limitations dictated by racing sanctioning bodies.
The GT Mk II is a limited-edition, track-only GT that represents the next stage in Ford GT performance. With a 700 bhp 3.5-litre EcoBoost engine, race-proven aerodynamics and competition-oriented handling, it has been co-developed by Ford Performance and Multimatic based on competitive learnings from Ford’s successful FIA World Endurance Championship and IMSA WeatherTech SportsCar Championship campaigns with the GT racing car.
“It’s the closest GT owners can get to the Le Mans-winning performance and exhilarating feeling of crossing the finish line in the Ford GT race car,” said Hau Thai-Tang, Ford Chief Product Development and Purchasing Officer.
Only 45 cars at almost RM5 million each
Limited to just 45 cars, with a starting price of US$1.2 million (almost RM5 million), the GT Mk II joins the GT racing car that won the 2016 24 Hours of Le Mans and the Ford GT supercar.
“The true off-the-hook performance capability of the GT hasn’t yet been fully showcased,” said Multimatic’s Chief Technical Officer, Larry Holt. “The road car is obviously limited by the many global homologation requirements that it must comply with, and the race car suffers from the restriction of the dreaded Balance of Performance, resulting in it being 150 bhp down to the road car. The Mk II answers the regularly asked question of how would the car perform with all the limitations lifted: the answer is ‘spectacularly’!”
Originating from a standard GT
The Mk II begins life at the main Ford GT plant before being transferred to a specialist facility at Multimatic Motorsports where it is crafted into the Ford GT Mk II. The GT Mk II is focused around aerodynamic and engine improvements and shares key features with both the street-legal GT supercar as well as the GT racing car. Many of its components have been track-proven in the world’s most challenging endurance racing events.
The large dual-element rear wing exceeds what the Ford GT race car offers in terms of downforce. An all-new front racing splitter and diffuser have been incorporated along with new fender louvres and dive planes, which help balance out the extra rear downforce.
These aggressive aerodynamic changes enable the GT Mk II to generate over 400% more downforce than the Ford GT while fixed aerodynamic elements along with its race-proven suspension and Michelin Pilot Sport racing tyres enable the car to pull more than 2g of lateral grip.
The GT Mk II is also lighter and more agile. The street car’s adjustable ride height and drive modes have been removed, providing weight savings of over 90 kgs while 5-way adjustable DSSV shock absorbers work with a lowered and fixed ride height to improve handling and keep the Mk II as aerodynamically efficient as possible.
Unrestricted EcoBoost engine development
The 3.5-litre EcoBoost engine is not limited by any racing sanctioning body and is able to generate 200 bhp more than the racing car, making this the most powerful version of the Ford GT. The 3.5-litre EcoBoost is paired with the same 7-speed dual-clutch transmission from the Ford GT but specially calibrated for this track-exclusive application.
To add stamina to power, the GT Mk II adds innovative engine cooling technology, including a high capacity air-to-air outboard mounted charge air cooler with water spray technology. The water spray automatically activates in high temperature situations to provide cooling by applying atomised water on the charge air cooler allowing a consistent level of power at high temperatures.
A roof-mounted intake reminiscent of the race car engine air intake has been added for the Mk II to feed auxiliary engine, clutch and transmission coolers, giving the Mk II optimal cooling for the most extreme track day duty.
Increased engine power is paired with improved stopping power. The Mk II features braking performance beyond that of the GT race car by utilising the street car’s carbon ceramic brakes, including 15.5-inch front and 14.1-inch rear Brembo brakes. Unique forged aluminium 19-inch wheels cover the massive brakes with race-proven Michelin Pilot Sport GT tyres.
Joining a winning GT family member
The Ford GT production car, which made its first Goodwood appearance in 2017, is the most advanced and exclusive Ford road car ever, limited to volumes of no more than 250 a year, globally. Built for the 24 Hours of Le Mans endurance race, the Ford GT racing car has been a great success for Ford, winning the GTE Pro class at Le Mans on its first attempt in 2016, exactly 50 years on from the first of 4 successive Le Mans victories for the original GT40 at Le Mans.
The production Ford GT. Although the original plan was to make 500 cars, 1,350 cars will be produced over 6 years from 2017 to 2022.
Lexus has confirmed that it will soon offer a convertible version of the LC flagship coupe. The open-top model was shown as a concept car at the North American International Auto Show in January this year to gauge its potential as a production model.
When displaying the concept model, Lexus said the design goal was to express ‘Ultimate Beauty’, and it provoked an enthusiastic response from both industry experts and the public. Like the LC itself, the concept car was honoured on its debut with a prestigious EyesOn Design Award.
In action at Goodwood Festival of Speed
The first public viewing will take place this weekend in England. Visitors to this year’s Goodwood Festival of Speed will be able to see a LC convertible prototype in action when it appears on the famous hill course. Nick Cassidy, who competes for Lexus in the GT500 class of the Japan Super GT series, will be behind the wheel.
Though camouflaged, the public will be able to see that the car is long, low and lean. It will share the coupe’s athletic proportions but project its own distinct identity.
