Street registered 

https://m.facebook.com/CroydonRacingDevelopmentsOfficial/

https://www.msn.com/en-au/motoring/news/nissan’s-next-gt-r-will-be-“fastest-super-sports-car-in-the-world”/ar-AAA8X4f?ocid=spartandhp

https://www.msn.com/en-au/motoring/news/airless-car-tyres-could-become-a-reality-next-year/ar-AAzMiB8?ocid=spartanntp

Can't help thinking it could be a new Skyline [R32/33/34] equivalent.....its not an R35, but is wwwaaayyy more affordable.

See the pics and vote for your favourite;

Good new for R32 GTR owners!

Quoted from Motor Magazine's Aug 31st 2017 publication...

https://www.motormag.com.au/news/1708/nismo-readies-r32-gt-r-parts-program-for-oz

For years now, the midsize sedan segment has been predominantly overflowed with BMW 3-Series, Mercedes C-Classes and Audi A4s. The odd Lexus or Infiniti mixed things up a bit, but nowhere near enough to make the sector as exciting as it should be. Most of the big names were satisfied with the way things were, introducing little to no changes year in and year out. Recently, however, one manufacturer begged to differ. They offered something so wild and unique that it suddenly gave every other big car maker reason to worry about.

Introduction

Yes, we are of course talking about the new Giulia. When it comes to exciting cars, Alfa Romeo has been out of the game for over a decade now. Starting in the mid to late 1990s and running all the way through most of the 2000s, Alfa has been making boring and dull mainstream cars for the average buyer. The 159 was alright design-wise, but it lacked any sort of driving excitement or character. The small MiTo introduced an improvement in Alfa’s styling department, but it was the Giulietta hinting that an all-new Alfa Romeo was just around the corner.

Then, as quickly as Alfa vanished back in the early 2000s, they were suddenly back. Alfa’s move to introduce the flagship Giulia first proved to be nothing short of a stroke of genius. The Giulia Quadrifoglio didn’t just rival BMW’s M3, Audi’s RS4 and Merc’s C63, but it completely wiped the floor with them. The Ferrari-derived 2.9-liter twin-turbo V6 produces a monster 505 horsepower and it’s actually available with a proper six-speed manual. Naturally, only a small percentage of all Giulias will be Quadrifoglio versions, so what about the standard car? The ordinary sedan most of us, the average users, are going to purchase?

Exterior

If looks are any indication, even the ‘ordinary’ Giulia is not ordinary at all. Following the aggressive Quadrifoglio boasting massively flared arches and quad tailpipes, most of us safely presumed lower versions would be a slight letdown. Not so. Most of the styling cues we saw in the QV are still here. Up front, you get the same triangular centre grille even down to the small chrome outline. The massive corner vents carry over to the base trims. Given that the diesels don’t need the extra cooling, we think they’re there just for looks alone. Props to Alfa for that one.

The front spoiler found on the QV isn’t present in base models, leaving a flat bottom up front, but it still looks mega. The hood is identical though, and so are the headlights. Moving to the side, it’s even more difficult to differentiate the QV from the base car. Apart from the clover badges indicating that it’s a QV, the only other difference is the lack of a small vent on the fender in base trims. Round the back, we find taillights identical to those on the QV but a spoiler-less decklid. The rear diffuser is still there, but it’s been significantly toned down. The large quad tailpipes have been substituted with dual chrome exhaust tips, one on each side.

The end result is nothing short of breathtaking. The 3-Series and the A4 don’t stand a chance against the Alfa’s looks. The new C-Class looks good, but it’s elegant and understated. The Cadillac ATS is, well, the worst of the bunch, and the only car which can really go toe-to-toe with the Alfa, at least styling-wise, is the facelifted Jaguar XE. So, a handsome Brit, or a fiery, beautiful Italian?

Interior

The cabin features something Alfa likes to call the “human-machine interface”. Simply put, most of the controls are angled towards the driver, putting the most amount of emphasis on him. The basic controls such as the start and the radio buttons are on the steering wheel for ease of access. The console features an Alfa DNA button for changing the settings and a controller for the 8.8-inch Connect 3D Nav infotainment system. Alfa managed to completely nail the ergonomics in the Giulia’s cabin.

On the whole, it feels like an interior which has been put together quite well. It’s minimalistic and somewhat docile compared to the exterior, but it does everything it needs to do. You can definitely tell it isn’t quite up to par with something like the C-Class, but it’s not too far off. It feels sporty, so matching it up against the luxurious cabin of the C-Class seems almost silly. The 3-Series is probably closer.

Engine and Performance

Sadly, the 2.9-litre V6 can only be found in the Quadrifoglio. Base Giulias get three different engine choices. The 2.2-liter diesel makes 110 kW and 131 kW, depending on the trim, but all non-European countries get petrol variants only. It’s a 2.0-liter four-cylinder turbocharged unit featuring a MultiAir electro-hydraulic valve actuator system, direct injection, and a 2-in-1 supercharging system. European models make 146 kW and 329 Nm of torque, with U.S. and Australian editions pushing out 206 kW and 400 Nm of torque. It sprints to 100 km/h in just 5.7 seconds and will top out at 240 km/h.

Underneath, the Giulia boasts double wishbone suspension with a semi-virtual steering axis and an innovative 4.5-link suspension solving toe adjustment for the rear. The rear cross member is aluminium/plastic composite, making it extremely light and stiff. The driveshaft is made out of carbon fibre (to reduce unsprung weight) and the suspension frames are entirely aluminium too. Alfa did an astounding job in making the Giulia as light and stiff as possible, and it really shows in the way the car drives.

There’s a lot of compliance and give in the dampers, but body roll is kept to a minimum. The steering wheel offers a tonne of feedback, making the car feel sportier even than BMW’s best. It’s light on its feet and incredibly agile, something we didn’t expect from Alfa’s first attempt at a sporty midsize sedan.

Conclusion

Alfa managed to beat the Germans at their own game, something no one has managed in a very, very long time. The Giulia is the current midsize sedan benchmark all other manufacturers should be aiming to top. The interior isn’t as good as some the Giulia’s rivals, but it more than makes up for it in all other key aspects. Well done Alfa.

Interesting stuff....if you haven't read it before.

The Lexus IS nameplate dates back to 1998 and the entry-level luxury segment. Originally a popular choice in Japan and the United States, the four-door sedan and five-door wagon variants were your only choice if you wanted the IS. There was no two-door coupe as demand was simply not that high for it back then. Fast forward to 2006 and the new generation, and things have drastically changed. Performance luxury coupes were fast outselling sedans and nowhere was this more apparent than with BMW’s M3 and Mercedes’ C63. To avoid competing with the much more capable Germans, Lexus offered a convertible version only. It wasn’t until 2015 and the third-generation IS that the highly-anticipated coupe version finally made its debut. Weirdly enough, it sported the RC F moniker rather than the IS.

Though the design is borrowed from its IS sibling heavily, the RC F is a bespoke product in terms of marketing placement. The aggressive design with lots of creases, sharp edges and bold lines makes it immediately apparent that something sinister lies beneath the alien-looking exterior. Lexus claims it pays tribute to the legendary LFA super car, but we’re not seeing that. Make no mistake, this is not a GT-R rival although it looks like it could be. It’s not a super car-killer the GT-R is, but rather a high-performance version of the standard RC destined to compete with the M4 and the C63 AMG, as well as the RS5.

Exterior

From the outside, it’s not difficult to distinguish it from the normal RC Coupe. The aggressive styling with massively flared arches and a signature Lexus Spindle Grille make it immediately apparent that it’s something much more special than just a plain RC. The hood boasts a large dimple, but it’s a case of form follows function. The large V8 had to rest somewhere, and the hood needed to accommodate it. But more on the beastly engine later.

Both front and rear fascias get L-shaped air outlets to channel hot air from the hood and extract it into the atmosphere. The lower halves of both connect via the bottom part of the door, creating one continuous line. The front end is littered with strategically placed fins which stabilize the large coupe at extremely high speeds. Not the stuff one would expect from Lexus, but we said the same when the LFA debut, so nothing can surprise us anymore.

Out back the RC F boasts a new sports exhaust system carrying over the same stacked trapezoidal quad tailpipes like the ones found in the IS F. The best part? It’s elegant and sleek when stationary, with no nonsense spoilers to ruin the flowing design, but take it above 50 mph and you’ll notice a speed-sensitive active rear spoiler pop out from the top of the trunk. It retracts when the speed drops below 25 mph. Available with lots of carbon fiber elements and a choice of three different ten-spoke 19-inch forged aluminum wheels, buyers can customize the exterior far more than what the M4 allows.

Interior

Perhaps even more breathtaking than the exterior, the interior follows the same aggressive and sporty design, but because this is Lexus, everything you see and touch feels completely bespoke. Lexus tried to match the LFA’s unique character and vibe, and for the most part we’d agree that they’ve achieved just that. Whether you’re looking to just cruise or do track days in, the RC F’s cabin is an extremely nice place to be in. The steering wheel, the seats, all of the gauges and even the pedals are one-offs fabricated for the RC F models. The seats can be wrapped in smooth leather and come in three color choices, with a special foaming construction designed to keep the occupants in place under extreme G-forces. You can technically fit adults in the back row, but ideally only for short journeys and if you really, really have to.

Alcantara is scattered everywhere throughout the cabin, as is premium leather, with aluminum and carbon fiber trim piece accessories finishing off the entire look. The TFT display encased in a machined-aluminum ring showcases all vital driving information, turning the rev counter red as you pop the F-Sport button on. The 10-speaker sound system with 256 watts is amazing, but true audiophiles will no doubt want the 835 watt, 360-degree three-dimensional sonic Mark Levinson sound system. To say it’s anything short of staggering would be an understatement.

Engine and Performance

Unlike its German rivals, which focus mostly on the sporty side and less on the luxury, the RC F offers a much better balance of both. It also uses a naturally-aspirated, screaming V8, as opposed to the turbocharged units used over in Germany. The engine in question is a 5.0 liter, 32-valve V8 pushing out 348 kilowatts and 527 Nm of torque. It’s also the first sports car to use the Atkinson cycle in an effort to lower fuel consumption and emissions when cruising. The big V8 is mated to a close-ratio eight-speed automatic with a Torque Vectoring Differential. The RC F can sprint to 100 km/h in just 4.4 seconds and run the quarter-mile in 12.5 seconds. Top speed is electronically limited to 275 km/h, 25 km/h more than the equivalent Beemers and Mercs.

Front and rear suspension systems are completely independent using monotube, gas-filled shock absorbers and ball-jointed stabilizer bars. The Torque Vectoring Differential (TVD) offers three different driving modes: standard, slalom and track. For a large coupe, the RC F is amazingly competent in the bends. It will understeer at the very limit as a precaution programmed in from Lexus, but turn all systems off and it has no issues lighting up the rears in induced oversteer.

Conclusion

Will it beat an M4 or a C63 AMG Coupe on a track? Definitely not. But that’s missing the point. As a real-world performer, we’d argue that the RC F is more competent than both. It’s just as fast on A and B roads, with the added benefit that you get to enjoy sumptuous luxury and Lexus refinement. It also helps that the 5 liter V8 screams like a race cars’ unit at anything beyond 5 grand. A real joy to drive.

Unless you’ve been living under a rock for the last couple of years, you’ve probably heard about the new Porsche 911 GT3 and its RS hardcore variant. How could you not have? Every magazine has been praising it and every schoolboy’s bought an RS poster just to hang it up on his bedroom wall. It’s been called the sportscar of the decade, the bargain of the century and even a supercar. Well, the simple fact of the matter is that it probably IS the greatest sportscar ever made, and we’ll tell you exactly why. To further differentiate the “standard” GT3 from the insane GT3 RS variant, we’ve decided to compare the two and highlight the differences between them.

Design

The normal GT3 looks like, well, a GT3 racecar for the road. It’s wider, lower and more aggressive than your run-of-the-mill 991 911. Almost everyone bar those partially blind can tell the difference between it and the regular car. That’s mostly down to one thing: that huge rear wing. You can’t ignore it can you? It’s just there, sitting tall and proud. For 2017 Porsche has redesigned the bumper lights and the air intakes, bringing it more in-line with the new Carrera. The air intake layout is especially interesting, since it seems to be remarkably similar to the one found on the Cayman GT4. Headlights and taillights get a slight revision, as does the decklid and the bumper at the back.

Then, there’s the GT3 RS, and you really can’t miss this one even if you are blind. For starters, the front bumper has been completely redesigned sporting larger air intakes big enough to engulf a small child altogether, thinner LED stripes and a huge splitter. The front fenders get louvers, and that’s a first on any production Porsche. They’re not just aesthetic however. They provide actual downforce at the front axle, pushing down on the tires, providing more turn-in and stability. The rear fenders get intakes similar to those found on the 911 Turbo variants and revised side skirts with an all-new wheel design round off the look. Well, that and the ridiculous rear wing. If you thought the GT3 had a large wing, wait till you see the RS’ fixed one. The weird thing is that it doesn’t look out of place, especially since you have the splitters and the louvers. It really does give off the impression that it’s a well thought out package, mostly because it is.

Interior

We’ll just touch base on the interior and move on, since it’s the usual Porsche stuff you expect to find. The GT3 RS bases its cabin on its younger GT3 sibling, boasting some RS badging, Alcantara all around and a sportier layout. The bucket seats were ripped straight out of the 918 Spyder and offer more support as well. A Club Sport Package is standard on the RS, offering a bolt-in roll cage, battery master switch preparation and a six-point safety harness for the driver along with a fire extinguisher should things go wrong, which hopefully they won’t. If you’re after even more race-ready equipment, there’s always the Sport Chrono Package with integrated timers and Porsche’s very own Track Precision app. It measures lap times automatically via GPS, logging data on a smartphone. A useful feature to compare your laptimes and measure up against your mates at the end of the day.

Engine

This is the 911’s crowning jewel. The standard GT3 houses a 3.8 liter flat-six Boxer engine at the back, producing 354 glorious naturally-aspirated Kilowatts and 439Nm of torque. By contrast, the GT3 RS uses a bigger 4.0 liter flat-six unit with 373 Kilowatts (18 more than the GT3) and 459Nm of torque. The two units might not seem that different on paper, but the way they go on about delivering their power is anything but. For instance, the GT3 RS does indeed feel more powerful, and you can feel the extra kilowatt difference, but they get delivered slightly lower down in the rev range. When we say slightly we mean that it “only” revs to 8,250 rpm, whereas the GT3’s unit, because of its smaller displacement and titanium connecting rods with forged pistons, goes all the way to 9,000 rpm. Just imagine that. A six-cylinder horizontally-opposed engine screaming at bike-rivaling revolutions per minute. If you think it sounds glorious, you’d be right.

Both engines use Porsche’s brilliant 7-speed PDK transmission, but the 2017 GT3 might see the addition of a third pedal and a manual shifter. Porsche isn’t revealing anything just yet, but it’s almost certainly going to happen. Finally, after years of complaining about the lack of manual, we finally might get our wish.

Driving dynamics

If you’re purely after a track car, go for the GT3 RS, no question about it. It’s got more aero, 20mm wider tracks at the front and rear, a revised suspension and more power. It is, for all intents and purposes, the faster car. Period. However, don’t mistake it for being the better car. On the road, the GT3 is just as fast as the RS, and arguably even more fun. The lack of the RS’ trick aero means it’s much more willing to dance and it’s just amazing getting to rev it out to 9,000 rpm. It looks slightly more mannered and if you choose to leave the roll cage out, it’s much more livable with on a day to day basis.

Conclusion

It’s a matter of picking your poison really. Do you want something which will annihilate every other car on the track, or the best sportscar ever made capable of demolishing any B-road? Porsche has you covered on both fronts, and it’s a win-win situation either way you go.

Anyone into cars even the slightest has probably heard enough stories and read enough articles about the WRX and WRX STI to make them sick. It’s literally everywhere, but for a good reason. The Impreza platform is one of the few rally car transitioned road-going icons. Its rivalry with Mitsubishi is legendary, and its battles with the Lancer Evolution are the stuff dreams are made of. In many ways, this is the perfect all-around vehicle, offering everything you could possibly want from a car. It’s fast, looks great, can sit five people, doesn’t require a personal petrol station and with a big boot, it’s practical.

The current Impreza generation (G4 – fourth generation) received some criticism when it first came out, mostly because it didn’t look even remotely close to what the concept hyped us all it would be. Mind you, it’s still a lot better than the previous iteration, the G3, which is considered by many to be the worst Impreza of all time. Anyway, getting back to the story in hand, let’s discuss the new one. After a few years of a steady increase in popularity, Subaru decided the Impreza needed a revamp to keep those figures rising. So, they took the WRX and WRX STI, gave them some minor updates, and here’s the result.

From the outside, it’s nigh on identical. We mean really, it looks like it’s the last generation Impreza to anyone but the keenest of enthusiasts. Even then, you’d have to have a good eye to spot the differences, because they really are minute. The WRX STI gets all the glory, being the flagship model, so it’s got a few more changes than the “standard” WRX. None the less, the WRX has something to show for its midlife facelift too. For starters, the radiator grille has been redesigned and now features sharper points on both sides, with a more open design thanks to the removal of the bottom-part insert. It’s less fussy and cluttered, offering a more elegant and sophisticated look. Well done Subaru there then.

The corner trim inserts housing the daytime running lights and fog lights have been tweaked to form a more aggressive look, while the air dam gets an enlargement procedure with a bigger surround. The mentioned elements now come finished in a glossier black, not that you’d notice from a far anyway. Something new and actually useful in that it serves a functional purpose are the LED Steering Responsive headlights (US models). They follow the road ahead to give you better vision. They’re not adaptive, i.e. they don’t work with cameras or radars, and instead, they receive input from how much you’re turning the steering wheel. It’s simple but effective. Both WRX and WRX STI models receive the update.

The interior is, much like the exterior, unchanged, with a few exceptions. The same general cabin of the Impreza can still be found in the new car, with the smooth and curved dash in the middle, housing two displays (upgraded to 5.9 inches from 4.3), a thin center console and a centrally mounted shifter. The interior door grips have been redesigned with a smaller, more attractive theme, but you wouldn’t have noticed that had we not just mentioned it. It’s not a lot, but it makes getting in and out just a tad easier. The biggest news however comes in the form of quality control. Upgraded interior materials improve the overall feel of the cabin vastly, and they go nice with the new rear-seat armrest.

The biggest issue with the Impreza, since the car went on sale, was the interior, and it seems Subaru are aware of the issue, as every year they keep improving it. Interiors used to not matter in a car like an Impreza WRX, but with the recent improvements in rivals’ cabins, the Impreza had to step up its game or risk getting shunted to the back of the pack. We’re glad to say that the both the WRX and WRX STI now feel more premium inside, and not like standard Impreza saloons with a better engine.

Elsewhere, the entire Impreza lineup receives heated exterior mirrors and the WRX Limited model receives new seats which feature power lumbar adjustment. Some people had an issue with the WRX’s in-cabin refinement, so Subaru decided to install thicker door glass, revise the door sealing and fill the windshield header beam with foam. This further prevents frontal and high-speed rushing air noise. This update is U.S. market exclusive. We never had an issue with the WRX in that regard, but there you go.

The non-STI, i.e. WRX models get a 2.0 litre horizontally-opposed Boxer unit under the hood. If it sounds similar it’s because it is, it’s the same engine it had last year, and the year before… and the one before that. Still, we’re not complaining as it offers 192 kW of power on tap, making it rather quick. For anyone wondering, yes, the WRX STI still gets the 2.5 litre Boxer unit as well, but it’s capable of shifting at a much quicker pace thanks to 221 kW.

WRX models receive updated electric power steering, specifically designed to improve the overall feedback through the steering wheel. The six-speed manual transmission received some changes, but Subaru didn’t disclose what exactly. They just said it would improve shift feel, and that’s entirely fine by us.

The Impreza WRX is expected to arrive in Australia mid 2017, around the same time the STI makes an appearance. There’s a dilemma however. A brand-new generation Impreza is set to debut around the same time, with sales beginning next year. With rumors that the future WRX and its WRX STI might even feature a hybrid powerplant, achieving more power, a simple question arises: go for the current WRX or wait for the next-gen one? If you’re impatient, we suggest you just go for the current one. Who knows when the new generation will debut, and what it will be like. The prospect of a hybrid WRX is appealing, but many people will surely disapprove.

Is the standard Nissan GT-R too civilized for you? Maybe you feel like it’s lacking power or excitement. Fear not, the Nismo edition is here to solve all your worries. It offers more power, better handling, and greater overall performance, but that comes at a rather hefty premium. The GT-R is no longer the budget hypercar beating sportscar it once was. It’s now a full on supercar, with the price of the Nismo version exceeding that of Porsche’s Turbo S and even the 911 GT3 RS. Is it worth it?

Well, it depends on what you want from a car. Nismo is short for Nissan Motorsports, the company’s caring division. They’re in charge of the hottest and most exciting models Nissan makes, and they eventually even deliver their own specially-tuned model like the R35 GT-R Nismo. It’s a hardcore, enthusiast car, so in that regard, it’s not a Porsche Turbo S rival. Then again, it has so much raw potential and outright speed that you can’t compare it to the GT3 RS, which is more of a driver’s car offering enjoyment. So what is the Nismo then?

Well, for starters, it’s a lot more powerful than the standard GT-R. The 3.8 liter twin-turbo V6 located at the front has been tweaked to a rather large extent. The entire turbochargers have been swapped out for larger ones, offering higher air flow (they’re actually lifted from the GT3 car). The result is nothing short of astonishing, because the relatively light and compact unit is capable of delivering 600 horsepower and 481 pound-feet of torque. European models get 8 less horsepower, but it’s not really noticeable unless you’re a racing driver.

The engine is still mated to a six-speed dual-clutch gearbox, but Nissan say it’s better than ever. The shifts are faster still, and it works great in conjunction with the new turbochargers. Elsewhere, there’s new shock absorbers, springs, stabilizers and a unique Bilstein DampTronic system which transfers power to the wheels more efficiently and is completely driver adjustable.

A lot of emphasis has been put on aerodynamics. The Nismo version looks identical to the new 2017 GT-R, styling wise. It’s got the same tweaked front grille and the updated rear end, but a host of other changes as well. For instance, the aggressive bumper gets several layers of carbon-fiber sheets to improve the stiffness, the canards have been redesigned to improve overall airflow and the rear wing has been optimized to provide more downforce. The new Nismo GT-R manages to produce more downforce than any other Nissan ever built, apart from the racing cars of course.

We have to get back to the elephant in the room, and that’s the price of the Nismo. It’s some $38,000 over the 2017 premium GT-R, raising the figure to a whopping $227,000. In other words, you can have a premium GT-R and a Golf GTI for the price of one Nismo. Would you, however?

No, we wouldn’t either.

Nissan has unveiled the 2017 Nissan Sentra under the name of its performance division, Nismo. The Sentra joins the likes of the legendary Nismo vehicles such the GT-R, 370Z and Juke. The aggressive-looking body and styling updates with engineering mastery by Nissan is sure to make this model a better competitor among the line-up of Subaru WRX, Volkswagen GTI and Ford Focus ST.

Powertrain:
Under the hood, lies a 1.6 l turbocharged engine, inline four cylinder engine producing 188 ponies at 5600 rpm, 58 hp more than the standard Sentra. The company calls the 1.6L engine a track-inspired performance variant. The turbocharger comes with an intercooler to boost the performance of the engine. The Sentra Nismo features a front-wheel drive similar to the 2016 standard Sentra. Nissan has equipped the Sentra with a Nismo-tuned manual six-speed transmission. In addition to the manual variant, a performance tuned Xtronic CVT is available. The curb weight and weight distribution of the 2017 model are 1378 kg and 61:39 for the manual transmission and 1408 kg and 62:38 for the CVT version respectively. 1:16 is (horsepower: pounds) the power: weight ratio of the manual transmission.

Chassis:
The chassis has Nismo-specific enhancements which include re-tuned independent suspensions. Torsion beam suspension and mono-tube dampers make sure the ride and handling is in-line with the standards of a track car. The high-pressure gas damper provides better response to changes. The tuned chassis enhances body control.

The body work includes trademark of Nismo-branded vehicles such as lower stance, blackened grille and red stripes all around. One important aerodynamic upgrade is the Nismo’s signature "layered double wing". The bodywork upgrades and aero treatments reduce rear lift by 30 percentage and the coefficient of drag is 0.29.It sports an 18” aluminum alloy wheels fitted with Brembo brakes and all-season tires.

Interior:
The Interior designs of the Sentra Nismo are unique and track-inspired. It has a 370Z inspired steering wheel which features an electric-assist system. Red accents which are signature styles of the Nismo are found throughout the interiors. Leather stripes and Carbon fibre looks give more of an aesthetic appearance to the Sentra Nismo. The seats are heavily bolstered and sporty. The Alcantara leather can be found in interior trims and steering wheel grip cover. The instrument cluster features tachometer output with NISMO red labelling.

More pics on the Global Nissan site. http://nissannews.com/en-US/nissan/usa/channels/us-united-states-nissan-models-sentra/presskits/us-2017-nissan-sentra-nismo-press-kit/photos

What do you think?

The 2017 Toyota 86 has been revealed ahead of its official launch at next week's New York motor show.The mid-life update to Australia's most popular sports car carries a host of exterior changes, minor interior revisions and a small increase in power and torque. From the outside there is a revised front bumper that houses a larger grille, which Toyota says emphasises the 86's low and wide stance. Meanwhile, the rear bumper is all new, incorporating restyled LED tail-lights. Revised LED headlights, with a new indicator design, now sits above a modified fog-light bezel, while the factory alloy wheel design has also been updated. Toyota designers have shifted the rear-wheel-drive sports car's fender-vent logo to lower on the front guard in the form of its own stand-alone badge. Further logos have also been added to inside the front headlights.

On the engineering side, Toyota has revised the 86's suspension, focusing on improved shock absorber and spring rates, while adding hill-start assist to manuals models. Automatic models remain unchanged in terms of power output at 147kW and 205Nm, however, manual variants have had an increase of roughly 4kW and 9Nm as well as changes to the gear ratio, bringing their new output to 151kW and 214Nm. Toyota Australia says these new power figures from the naturally aspirated 2.0-litre 'Boxer' engine are yet to be confirmed for local models. The interior of the base Toyota 86 GT remains unchanged, however, buyers of the top-spec GTS will see changes to the steering wheel - now finally incorporating audio controls - as well as new seating material with silver stitching. The instrument panel also gains a new soft-feel 'Grandlux' material, embossed with the 86 logo, with the material also flowing onto the door trims. Since the Toyota 86 went on sale in Australia in June 2012, the Japanese company has sold a staggering 16,456 units in Australia, making the model the consistent front runner in the local sports car segment. Toyota Australia sales and marketing executive director Tony Cramb said the sales performance of the 86 has made it a phenomenal success, adding, This 86 update is sure to add further fuel to that fire. "The new 2017 Toyota 86 will go on sale in the fourth quarter of this year, though, Toyota Australia has yet to confirm whether the model's current pricing structure will remain in place when the new car arrives.

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Nissan Middle East has set a new Guinness World Record for the worlds fastest drift at an event in the United Arab Emirates. Behind the wheel of a heavily-modified Nissan GT-R Nismo, Japanese drifter, Masato Kawabata sent the GT-R into a drift at an incredible 304.96km/h. The drift was completed at Fujairah International Airport in the UAE and used every inch of the three kilometre runway in order to reach the 300km/h benchmark the team had set itself. As per strict guidelines, the Nissan Middle East team had only three attempts and had to fulfil specific angle and drift duration requirements in order the complete the record-breaking feat.

The team managed to tick all the boxes to become the new record holders. Kawabata, the current Japanese drifting series title holder, smashed the previous record of 256km/h set in Poland using a modified Toyota GT86. The record was achieved, in part, thanks to the immense work that went into tuning the GT-R. Japan-based GReddy Trust, managed to take the GT-Rs standard 3.8-litre twin-turbo V6, which normally produces 404kW, up to a staggering 1029kW.

While all that extra power was crucial to the record attempt, other mods like ultra-lightweight wheels and specially designed Toyo tyres had to be fitted to the car into order to make sure all that power wasnt just turned into smoke and molten rubber.

http://www.youtube.com/watch?v=KTEITmTomII

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Subaru Technica International (STI) has teamed up with UK-based Prodrive to create a special new WRX STI racer to tackle the legendary Isle of Man TT course. More famous for its success on rally stages around the world, the Subaru WRX STI of late has been the weapon of choice to chase the lap record around the Isle of Man time trial circuit. Behind the wheel of the new WRX racer will be British rally champion Mark Higgins, who already holds the current lap record for a car, which he set in 2014 with a US-market WRX STI, in 19 minutes and 15 seconds.

Higgins set the current record in a largely stock 2015 model-year WRX STI, with the only modifications limited to safety features such as an FIA-spec roll cage and a harness-equipped racing seat, along with modified springs and dampers. The 2014 record bettered Higgins previous record of 19 minutes and 56 seconds that he set in 2011 with a 2010-model WRX STI. Now in 2016, the new Prodrive WRX STI is a rekindling of Subarus relationship with British motorsport company Prodrive, who collaborated with the Japanese manufacturer for nearly 20 years in the World Rally Championship (WRC), winning three drivers and manufacturers titles.

The 2016 WRX STI racer has had a few nips and tucks over the base car, with a significant aero package, stripped out interior and a roll cage, clearly stating its go-fast intentions. It is unknown whether any tweaks have been made to the engine that, in standard Australian spec, produces 221kW of power and 407Nm of torque (UK models list the same outputs). The Isle of Man time-trial event takes place on a 59.54km (37 mile) course, almost three times longer than the Nurburgring race track. The demanding course is a public road for most of the year, and with no official speed limits enforced on the Isle of Man outside built-up areas, practicing for the event is exercised all year round.

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New South Wales Police has unveiled the latest edition to its crime-fighting squad: the V8-powered Lexus RC F. The Japanese high-performance coupe has been provided on loan to NSW Police by Lexus Australia as part of a campaign aimed at promoting safer roads and increasing community engagement. Unlike the Mercedes-AMG GLE63 that was loaned to Victoria Police as a bonafide highway patrol vehicle - a rare arrangement - the the RC F will be confined to promotional duties for the duration of its stay. Among the RC Fs duties will be appearances at motorsport events, including this past weekends Bathurst Six Hour, where it was used as a race control vehicle to open and close the circuit.

Based in Wollongong, the RC F will primarily service NSWs southern region, getting maximum exposure in roadside campaigns and will travel as far west as Goulburn. Inspector Jim Fryday of the NSW Police's Southern Region says the RC F will be a useful tool in the fight to create safer NSW roads. "The RC F will be a major help in our efforts to engage with the public at major gatherings around the state. "There will be further opportunities at motorsport events to communicate our message to race fans while showing off the RC F in a very appropriate setting, Fryday said.

Under the RC Fs bonnet lies a 5.0-litre V8 engine pumping out 351kW of power and 530Nm of torque, coupled with an eight-speed Sports Program Direct Shift automatic transmission sending power to the rear wheels. On the power front, the RC F trumps highway patrol mainstays in the Commodore SS-V and the Ford FG Falcon XR6 Turbo, which produce 304kW/570Nm and 270kW/533Nm, respectively. Lexus Australia chief executive, Peter McGregor, says the manufacturer is happy to assist NSW Police in a project they think the public will enjoy" It gives us great pleasure to provide the NSW Police with a stunning RC F coupe to assist them with their important task of promoting safety on our roads - a critical issue for all road users as we enter the Easter Period and colder months of the year," Mcgregor said.

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The Nissan GT-R has been heavily revised for the 2017 model year, with the new car unveiled at this week's 2016 New York International motor show. Extensive exterior updates, a new interior and a 15kW power increase headline the most significant update since the car was launched in 2007, with Australia now due to receive the Premium Edition and Nismo-tuned Track Edition from September 2016.

At the front, the GT-R gets a larger grille aperture to help cooling, a newly designed bonnet and a reshaped front bar that give the big Nissan a more aggressive face, all while contributing to aerodynamic downforce. Wider sills lead into an updated rear end that keeps the trademark 'stove top' tail lamps but raises the rear diffuser and valance to create a wider looking rump - if that is at all possible.

Inside though, are where the most noticeable changes reside. A completely new 'horizontal flow' dashboard and driver oriented console present a more modern and simplified instrument array. There is a new eight-inch touch screen and console-mounted control device that drive revised infotainment and vehicle management software.

One area wherethe GT-R was often criticized, the shift-paddles mounted on the steering-column, has been addressed. These are now fixed to the wheel. Under the bonnet, power from the twin-turbo V6 is up 15kW and torque up 4Nm to 419kW and 632Nm.The output improvements come from increased boost through the turbos and improved ignition timing control.

The six-speed dual-clutch transmission has also been revised, to provide faster gear changes and less of that 'trucky' idle noise the GT-R is known for. Speaking of noise, there are new titanium mufflers and a sound-simulation system (ASE: Active Sound Enhancement) to help make the 2017 GT-R sound as mean as it looks.

Handling hasn't been overlooked, with new suspension, rigidity improvements and new, 20-inch Y-spoke wheels all working to deliver the famous tarmac-chewing GT-R performance. We have continued to push its performance boundaries to the outer limits", says Hiroshi Tamura, Chief Product Specialist of the GT-R. "Its even more potent than before. At the same time, more refinement has been added to take the entire driving experience to an entirely new level."Were proud to bring you what we feel is the ultimate GT that possesses amazing performance, newfound civility and a rich racing history."

Local pricing and specification of the 2017 Nissan GT-R in Australia have not yet been announced.

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To celebrate the launch of an updated Nissan GT-R at the 2016 New York auto show, the company dedicated its stage in the Big Apple to its one true supercar, with one model from every generation on display.

1969 C10 Nissan Skyline 2000GT-R

The original GT-R branded Skyline sports car, the 2000GT-R featured bolt-on rear-wheel arch flares, and aggressive spoilers at the front and rear.Under the bonnet there's a 2.0-litre naturally aspirated straight-six developing 118kW at 7000rpm and 177Nm at 5600rpm. That was enough to enable the 1120kg rear-wheel drive coupe to cover the standing 400m in 16.1 seconds and hit a top speed of 200km/h.

1973 C110 Nissan Skyline 2000GT-R

For the next-generation 2000GT-R, the coupe once again employed 2.0-litre straight-six S20 engine. Maximum power and torque outputs were unchanged, but the motor had to lug around an extra 20 kilograms of weight.While it may have been a smidge slower, stopping power was improved by the use of disc brakes on all four wheels. The C110 is the rarest of all GT-R generations, as production was stopped after just 200 units because of stricter emissions regulations in Japan.

1989 R32 Nissan Skyline GT-R

After a 16 year hiatus, the GT-R badge was dusted off for the eighth-generation Skyline. Motivation came via a 2.6-litre twin-turbocharged straight-six engine with 353Nm of torque at 4400rpm. In accordance with a gentleman's agreement amongst Japanese manufacturers, the GT-R is said to have only 206kW at 6800rpm.To ensure that not a single Newton metre is wasted, the R32 GT-R featured an advanced electronically-controlled four-wheel drive system with front-to-rear active torque splitting capability, dubbed ATTESA E-TS.Made for racing, the R32 Skyline GT-R holds the honour of never losing a race in the All Japan Championships. Oh, and it also won the 1991 and 1992 Bathurst 1000 races, much the chagrin of Ford and Holden fans who Jim Richards famously decried as a "pack of a&!holes". The controversy surrounding its victory at Bathurst, and dominance of the Australian Touring Car Championship, lead to the GT-R being effectively frozen out via rule changes.Australia was one of the few overseas markets to officially sell the R32 Skyline GT-R, with just 100 imported.

1995 R33 Nissan Skyline GT-R

The R33 Skyline was a markedly larger vehicle, and the GT-R's weight jumped from 1430kg in the R32 to 1540kg in the R33. Despite that the 2.6-litre turbo straight-six featured supposedly unchanged power output. The porkier GT-R did have a fraction more torque 368Nm to play with.There was an optional, even more advanced high-tech all-wheel drive system, known as ATTESTA E-TS Pro, which incorporated an active limited-slip differential for the rear wheels.

1999 R34 Nissan Skyline GT-R

Like corresponding Skyline, GT-R shrank a little bit for this generation. Although weight was up slightly to 1560kg, Nissan paid significant attention to the coupe's body stiffness and aerodynamics.The R34 was the last GT-R to be directly based on the Skyline and the last to feature the RB26DETT 2.6-litre twin-turbo straight-six. Power was still officially capped at 206kW, while torque was upped slightly to 392Nm at 4400rpm.Finished in silica brass paint, the limited edition M-spec Nur model seen here features a retuned engine with gold head covers, as well as softer suspension with "ripple control" shock absorbers.

2017 R35 Nissan GT-R faceliftLaunched in 2007, the new GT-R is the first to be made in left-hand drive and officially sold throughout most of the world. Although distantly related to the Skyline, it features a unique body, drivetrain and life cycle.For the 2016 New York auto show, the GT-R received a lightly refreshed exterior look, a few extra spuds under the bonnet, suspension tweaks, and, most importantly, a redesigned and much higher quality interior. Read our full run-down of the 2017 Nissan GT-R facelift.

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Photos of the newly refreshed 2017 Subaru BRZ have surfaced online today, just days after the significantly re-styled 2017 Toyota 86 made its official debut. These photos, posted to enthusiast site FT86club.com after purportedly appearing on the Facebook profile of a smaller fan group, appear to have been snapped in a workshop or testing facility. (One photo shows a black BRZ parked haphazardly next to an R32 Nissan Skyline, surrounded by boxes, parts and packing material.) It is clear from these shots that the exterior styling of the BRZ will be refreshed at both ends, along with the same new split-spoke alloy wheel design worn by the refreshed 86.

The front, although not as dramatically altered as the 86, reveals a lightly resculpted and ever-so-slightly taller nose with longer and deeper headlight scallops, while the character lines that previously framed the Subaru badge are also now gone. The standout change at the front end, however, is the new wing-like styling feature that now extends into the faux intakes either side of the large grille opening. A pair of black fins now trisect those side ports, replacing the lights that lived there before. Updated lighting is also clearly visible at both ends. The same hooked daytime lights can be seen inside the headlights, but a second row of LEDs now replace the position and indicator lights that previously sat inboard of the main projector lamp.

At the rear, the BRZ appears to feature the same new cherry-red lights that debuted with the 2017 Toyota 86, featuring a top LED strip, a main brake light, and a secondary LED strip for reversing and/or indicator lights. (The indicators could also be located in the lower half of the outer red lens.)The rear bumper of the BRZ shown here does not appear to have been given any notable updates, but we may yet see a new look - possibly the same pointy new piece used for the 86 - swapped onto Subarus coupe before launch. In the cabin, a brand-new steering wheel can be seen, adding new audio and phone controls, along with a direction-pad for controlling the new multi-function display that can be seen in the instrument cluster. These same changes will appear in the 86, although Toyota has so far revealed only the exterior of the 2017 model.

The interior appears to be largely unchanged elsewhere. A large touchscreen display can be seen in the centre stack, but overseas variants of the BRZ already had this feature - Australian buyers were simply made to go without. As with the 86, we can likely expect the BRZ to be given a light power boost, climbing from 147kW and 205Nm to a new 151kW and 214Nm. The 86 also benefits from revised gear ratios for the new model year, and that, too, should transfer to the BRZ. Click the photos tab above for more shots of the 2017 Subaru BRZ. Speaking with CarAdvice this week, Subaru Australia communications manager David Rowley said that a late year [2016] on-sale date is expected for the 2017 BRZ. Rowley could not be moved to comment on whether local buyers will be treated to the larger touchscreen display. But, with the new steering wheel now very likely to be the standard across both the 86 and BRZ ranges, it stands to reason that we will at last get a BRZ equipped with satellite navigation and Bluetooth connectivity.

Sales of the BRZ have dropped off this year, with year-to-date figures (end of February) showing 57 sales, compared to 80 for the same period in 2015. Rowley said that although sales have settled, its probably fair to say they're still healthy for a vehicle in that niche segment. Of course, the BRZ is not the only member of its duo to have suffered a settling of sales, with Toyota 86 sales dropping from 440 at this point last year to 248 in 2016.

Both coupes made their Australian debut in 2012, with only minor updates in the time since, while the all-new Mazda MX-5 roadster has swept onto the market with a feature-packed value bundle and sharp pricing. The 2017 model-year updates to the BRZ and 86, if priced right, should help to right the ship for both.

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An updated, or possibly a limited-edition version, of the Nissan GT-R has been teased ahead of the New York motorshow, which starts next week. Overnight, the company released an animated image of the GT-R's rear being gradually illuminated by the car's signature afterburner tail-lights. Aside from the teaser image (above), Nissan hasn't provided any further details about its Big Apple debutante. It's safe to assume, though, that it will either be an updated version of the current R35 GT-R or a special-edition version based on it. Last year, Nismo boss Hiroshi Tamurae told us that a new-generation version of Nissan's supercar won't surface until 2020 at the earliest. The company's head of design, Shiro Nakamura, told CarAdvice in the middle of 2015 that while there isn't much more straight-line speed that can be wrung out of the current-generation coupe, revisions can be made to its ride and handling.He also stated that the company was planning to introduce a minor styling update, "very shortly".

Above: Nissan Concept 2020 Vision Gran Turismo

At the 2015 SEMA show in Las Vegas, the company debuted the Nissan GT-R Nismo N-Attack Package. Only sold in the US and Japan, the N-Attack features components used by the company to set the GT-R's 7 minutes 8.679 seconds lap time around the Nurburgring Nordschleife. In 2014, the company launched the Concept 2020 Vision Gran Turismo, a vehicle that's widely rumoured to provide clues about the next-generation GT-R. Reports have indicated that the next GT-R will use a version of the new 3.0-litre twin-turbo V6 that made its debut powering the oddly styled and configured GT-R LM Nismo Le Mans race car. There have also been hints that the next-gen GT-R will incorporate hybrid elements into its drivetrain.

MORE: All the latest Nissan GT-R news and review

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Australian pricing for the 2017 Honda NSX hybrid sports coupe is yet to be confirmed, but buyers who are expecting a bargain from the Japanese brand had better think again. The Honda NSXs advanced drivetrain includes a longitudinally mounted twin-turbocharged 3.5-litre V6 petrol engine producing 373kW and 550Nm behind the seats. Its teamed to a nine-speed dual-clutch automatic transmission, as well as a 148Nm electric motor intended to remove lag by delivering power immediately to the rear wheels. Both front wheels have their own 73Nm electric motor, which allows low-speed pure-electric operation (thanks to the lithium-ion battery pack nestled in the chassis). Honda claims a total system output of 427kW and 646Nm. Enticing, right? But those aren't the only big numbers that will likely be associated with the new NSX.

Honda Australia director Stephen Collins told CarAdvice at a media event this week that the local price of the new Honda NSX which is priced from US$156,000 in the US and 130,000 in the UK hasn't been confirmed yet. But he said the new model will be positioned at the very premium end and it will be very premium. When asked if he had locked down a price for the NSX yet, Collins said no. I would expect that in the next month or so we will be in a position to get pretty close to finalising the NSX price. We already know that the price has been announced in the US and in Europe, he said, indicating the new model would be similarly positioned here. Converted, the price is roughly $207,000 before you consider our small market and the cash-grabbing Luxury Car Tax.

Were getting close, he said.Weve already announced the five dealers that will be selling the car. That will start the pre-order process, Collins said.At this stage we've asked dealers not to take orders, but I am aware of a number of dealers who are holding some orders. How many? Im not sure. But that will start the formal pre-sale process. I expect we will have the cars literally on the ground, in showrooms, delivering them to customers by November.The NSX will be followed by the tenth-generation Honda Civic Type R a hot hatch with proper credentials, according to Collins, and one that will be positioned at a far more attainable level.

Our goal will be to make the Type R very good value for money. I dont know how much volume we will do, but I think it will be an absolute leader in the hot-hatch segment, he said.Collins gave little away about other sporty models from the brand presumably because theres not much to add, despite fellow Japanese brands nailing the affordable sports car brief: think about the Toyota 86, Subaru BRZ and WRX, and Mazda MX-5. Would we like more sporty cars and more sports cars in our range? Absolutely. And if there are more sports cars available to us, then we would put up our hand for those, he said. But I believe that in the medium term, NSX and Type R will start to really deliver that sportiness back to our brand, Collins said.Note: US market Acura NSX seen in these images for illustration purposes only.

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This is the kind of thing that can happen when testing a supercar that is loaded to the gills with technology, much of it focused on making the driving experience rewarding for the seasoned professional and manageable for the rank amateur all at the same time.

Allow me to explain.

The engineers at the Honda Performance Manufacturing Center in Marysville, Ohio, did not, in their own words, set out to create a track monster. Their target was to develop the spiritual successor to the original NSX, produced from 1990-2005, which featured strong engine performance, telepathic handling and solid reliability. That car proved to be so good, it raised the bar for more familiar supercar builders such as Ferrari.

This time around, even though track performance was supposedly not their intended goal, the Honda engineers targeted the Ferrari 458, one of the best supercars ever built and a car that is easy to drive at high speeds on a closed circuit. Compared to the Italians, they took a completely different approach to generating performance, but they wanted to capture that essential easygoing nature and theyve succeeded.

Despite the fact that the Honda NSX features a hybrid powertrain and a torque-vectoring AWD system, it also feels like a well-balanced and proper supercar. But there are some quirks. The hybrid powertrain sees a mid-mounted 3.5-litre petrol V6 linked to a pair of electric motors at the front, each one responsible for guiding one of the front wheels. Behind that V6, there is another electric motor, a direct drive unit that connects to the 9-speed dual-clutch automatic. (In case you havent noticed by now, the Honda NSX is a technologically sophisticated machine.)

Total system powerrolls in at 427kW, which is available from 6500rpm right up to the cars 7500rpm redline. The torque, all 550Nm of it, comes in at a credible 2000 rpm. The NSX has an automatic launch control system no special buttons to push, just press both the brake and the accelerator to the floor, wait for a signal to appear in the instrument panel, and release the brake.

With all four wheels churning and the transmission left in automatic, the Honda rockets off the line with so little drama, it almost doesnt feel all that quick. Yet it certainly is quick: The sprint from 0-100km/h takes three seconds flat. The NSX then goes on to record a top speed of 307km/h. Not too shabby.

While the electric motors and all-wheel drive system help to propel this supercar down a straight, they also give the NSX some interesting cornering capabilities. If youre like me, youve no doubt experienced the tendency for all-wheel drive supercars to understeer when a corner is taken too quickly or you try to get on the throttle too soon while in said corner. This can make for an excruciating track experience as youre forced to either tiptoe through corners or toss it in sideways from the start and hope for the best.

The NSX also understeers in these circumstances and then it doesnt.

The torque-vectoring capability of the Sport Hybrid SH-AWD system over-accelerates the outside wheels to help bend the car around corners. At the same time, the two electric motors at the front are pulling the car forward. So the NSX understeers in certain situations and then corrects itself automatically; this is the revelation that required me to consider a new driving style.

While the acceleration and the handling of the NSX are both commendable, they pale in comparison to the regenerative braking system, which is flat-out brilliant. Many of these regenerative systems suffer from inconsistent pedal feel or simply not enough stopping power. The NSX is the exception that proves the rule; the brake-by-wire system creates a remarkably consistent feel and the optional carbon ceramic brake package delivers the stopping power expected of a supercar.

The transmission is also stellar. In automatic mode, it unfailingly selected the proper gear at the proper time, never once entering or exiting a corner in too high or too low a gear. At no time did I believe I was shifting as well in manual mode as the machine could shift on its own. This was another eye-opener.

On the open road, there was the opportunity to sample the cars other three, non-race drive modes and to establish its credentials as the proverbial everyday supercar. The NSX did not disappoint here either.

The chassis, a mixed-material creation made of aluminum, steel and carbon fibre, is resolutely rigid either two or three times as much as its closest competitor, according to the engineers at Honda. This has enabled the adaptive suspension system to provide a supple and controlled ride on bumpier roads, as well as a stiffer set-up for track duty. I wouldnt describe the NSX suspension system as being quite as wide-ranging as that of the McLaren 650S the standard-bearer, in my mind but its not far off the mark either.

In quiet mode, the most docile of them all, two of the four exhaust pipes shut down and the car can travel at speeds of up to 80km/h on electric power alone. While this all-electric commuting does not last for long (less than 4 km, in fact), this mode does help give the NSX truly remarkable fuel efficiency. (Automatic start/stop is also part of the picture.)

With all the settings at their most relaxed, the Honda NSX almost becomes a completely workable everyday commuter. Of course, theres not much space for your gear in the two-seater cabin. The boot is not large, either, and its positioned perilously close to engine bay. (Pro tip: Dont leave any packs of gum back there.) But the seats are nicely contoured and supportive, the driving position feels slightly elevated and visibility forward is very good.

The way in which leather, metal and carbon fibre have been incorporated shows creativity. The squared-off steering wheel is a nice touch. But owners of far less expensive Honda vehicles will recognize the navigation system screen and some of the controls. (To be fair, the first Audi R8 featured switchgear borrowed from an A3 and some Ferrari vehicles have used Chrysler navigation systems.)

While the 2017 Honda NSX cant lay claim to the same performance levels of the hybrid hypercar trio from Ferrari, McLaren and Porsche, its important to remember that it will cost far less. For a closer comparison, one might consider the BMW i8, a similarly exotic hybrid that offers nowhere near the outright performance of the NSX.

Without question, the latest NSX is a credible supercar that is loaded to the teeth with technology. Its not much like the original in execution, but its definitely similar in terms of intent. More importantly, its a car that stays true to Hondas roots in racing even if they dont consider it a track monster.

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Work has begun on a prototype that could become a new mid-engined successor to the Subaru BRZ, according to a report out of the US this week. The prototype, said to be a response to dealers looking for something special, would be worlds away from Subarus familiar image. But, then, talk of the BRZ was once viewed in a similar light. (And then theres the SVX) American website Car & Driver reports that inside sources have spoken of a project that combines a version of the current BRZ coupe with a petrol-electric hybrid system for a performance-focused all-wheel-drive application. That hybrid system is said to be based on the next-generation all-wheel-drive system that featured in the 2014 Viziv 2 SUV concept, which sees the front wheels driven by a 1.6-litre turbo petrol four-cylinder petrol boxer engine and an electric motor, while the rear wheels get one electric motor each. For this new mid-engined prototype, however, Subarus engineers are understood to have essentially flipped that design, moving the petrol engine backwards and the two wheel-turning electric motors to the front.

Above and top: Subaru BRZ STI Performance Concept

Interestingly, Car & Driver reports that its inside connection said Subaru is still deciding whether to develop the system further for a coupe application, or to instead build a small sports SUV. If the latter is the case, a return to the slightly more conventional layout used by the Viziv 2 would surely be likely. Fans will be pleased to hear, though, that the insider is reported to have added: a coupe seems more likely, though.Of course, if a production future is on the cards, the reported prototypes Frankensteined BRZ design is unlikely to form the basis of the final model. According to Car & Driver, and understandably so, the BRZ was used simply because its the only appropriate architecture readily available at this stage. If this report out of the US is to be believed, we should see camouflaged test cars hit the road in the year ahead.

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