Donkervoort D8 GTO: surprise of the year? – Sports cars
WHAT DO YOU KNOW ABOUT DONKERVOORT? You may remember that his career began with a derivative of the Caterham Seven in the late XNUMXs. Or that in the mid-nineties he made an agreement withAudi and that in the middle of the next decade Donckervoort broke the road record on the Nordschleife. From this point on, things get a little smokier.
That is why our today's trip to Donkervoort is, first of all, a journey of discovery. For starters, we discover that, despite an increasingly close relationship with Audi (which is not limited to deliveries engines and other components, as well as development assistance and reliability testing), Donkervoort is a family business. Joop Donkervoort, daughter Amber and son Denis are all involved and this naturally adds to the sense of trust, continuity and “heritage” of this company whose cars are the fruit of an independent and individual vision.
The plant in Lelystad (an hour from Amsterdam - ed.) Incredibly spacious, it is filled with cars under construction and older ones being serviced or repaired. The design department is located in a separate area, as well as a composite area and a workshop in which frames are assembled. Engines come in boxes and are freed from a number of unnecessary components before installation on cars. Interior decoration is done by a specialist with whom Joop has been working for many years. No two examples Donkervoort are identical: each is individually tailored. Many of them have (or have had) other first-class vehicles and have turned to Donckervoort in search of something unique to drive and own.
As unique and new as my trip: I have never been to these places. We are here to try D8 GTO, the most mature car the House has ever built. Stylistically, he has changed a little, sacrificing the initial resemblance to the Seven for something much more aggressive, resembling an insect: original and at the same time spectacular. It's a fun and intriguing car from all angles.
Il frameDesigned and manufactured using a combination of traditional and high-tech methods, this is a common space frame, but it has a unique feature. Various pipes are connected by soldering with copper, a material with a lower melting point, which in turn means the tubes can be smaller and thinner to save weight. Copper also absorbs shock and is more resistant to breakage. After assembly frame covered carbon, creating a kind of space frame / monocoque hybrid that has minimal mass and is super rigid. The windshield frame and main door frame, which rise (and provide significant side protection in the event of a rollover or crash), also use carbon structures designed and manufactured by Donkervoort himself.
Hood to the side that is in aluminum, the body is completely made of carbon fiber. The engine is an imposing Audi turbocharged five-cylinder engine, the same as the TT RS and RS3, but uprated to 380 hp. - not bad for a car weighing 750 kg. By the way, the declared official power looks pessimistic: the real power should be close to 400 hp. All this means 0-100 in 2,8 seconds, 0-200 in less than 9 seconds and one maximum speed in Nardo - 273 km / h. With the roof down ...
You guessed it, Donkervoort it is a home that strives for a pure driving experience. So forget about the DSG: its more weight and less engagement, which it would guarantee the driver, would be a violation of Jupe's purist ethic, who didn't think twice to say no thanks. In its place is the five-speed Borg Warner, Speed an old school capable of handling the full power of this featherweight.
We're driving a test car for the next Donkervoort, so the specs aren't quite standard. For example, there is no traction control, and production versions will have a multi-stage system similar to racing cars that can be adjusted or disabled depending on the situation. Without ABS and power steering, the GTO promises to be a true car for the passionate driving enthusiast.
The weather is beautiful, the sky is blue and the temperature is about 25 degrees. With such a day, we immediately roll up tarpaulin roof inserting it into trunk, incredibly roomy and practical. There Receptionist it opens by lifting up and out with a gas strut. It is not easy to get into it: you need to rest with one hand on the windshield, and then shove your legs inside. Once you are seated, the door needs to be pulled firmly and closed with a classic carbon snap. The seat is low and comfortable, with extended legs and shoulders below the waistline. The driver's seat is open, but not too much, without that sense of vulnerability that you feel behind the wheel of a seven. If I had to judge it by these first sensations alone, I would swear that this is a very funny and extreme car.
Substantial and "muscular" checks are a great start, but those with long legs will have to account for a few bruises on their knees. When starting, the engine immediately establishes a stable pulsating minimum. IN LCD display Of the instruments - a real racing car, with graphs of circles, speed and so on. Next to it is a row of analog dials and a row of simple and intuitive switches. The driving zone conveys solidity and order and confirms the initial feeling that this is a car designed, built and maintained by people who know what they are doing.
The Netherlands is a poor country in terms of recreational roads, and it is very difficult to find a suitable route to fully test the qualities GTO. Fortunately, the Dutch are friendly and helpful people: Mark van Alderen from the legendary TT chain di Assen gave us a track to pull the GTO's neck out. Assen, an hour and a half northeast of Donkervoort, it's a track full of tricky turns and turns that's great for taking photos, videos and driving the way we like it.
The fact that it's not around the corner is an advantage, because although the road there is mostly two-lane (and therefore boring), we have the opportunity to spend some time behind the wheel. At first I feel a mixture of fear and focus, but after a few minutes of driving I get confirmation that this is a special car. Despite the crazy look, the GTO is not difficult to drive well or at low speed: thanks to the five-cylinder engine, which has a reserve of torque even at low revs, its light weight and energy that is never enough. At agile speed steering it's heavy but gets lighter as you pick up the pace. It's very responsive, doesn't get twitchy, and immediately puts you in touch with the car, allowing you to drive it with precision and safety. It may seem strange to you, but despite the fact that she is so powerful and extreme, looking at curves with her is like drinking a glass of water.
La Donkervoort coating adjustable suspension Amazing Intrax ARC shocks: Soft by default, they take advantage of a passive roll control system that relaxes the shock in the absence of side loads. The result is comfortable driving while driving and excellent cornering support. It's a simple but very smart system.
Like any fast analog car, you are enjoying the moment when you finally unleash its power for the first time. With the GTO, this means gradually detecting the accelerator stroke in high gears until you find the true point of attack, and then by looking in the mirrors, knock it down. In the third or fourth step, this simple operation triggers a series of hiss and clicking sounds from the turbocharger, followed by a powerful stab in the back. Secondly, the reaction is explosive, the big rear Toyo 888s lose just enough grip to keep you entertained, while making you feel like a pilot on a fighter jet taking off. This acceleration There is something absurd in persistent that at first surprises, and then charges with adrenaline. You may be used to speeding up your shots, but the GTO still manages to surprise you.
When we come to Assen, our respect for the GTO is, if possible, even higher than before. Not only because it is a terrifying machine, but also because it manages to combine its wild creature with incredible discretion and courtesy. It is a mature and comfortable car, even over long distances on motorways (despite not having the finesse and soundproofing of a regular car). Whether you are the destination of the Ring or a romantic weekend at the sea, you will have no problem with it. GTO belongs to the type of car built for entertainment only because it guarantees both usability and performance at the same time.
If you follow MotoGP, you will recognize the Assen circuit, which, like many other circuits, has changed over the years. For some, this has made it easier and less fun, but aspiring riders feel that Assen has something unique and special, little difficulty, hypnotic flow and a long series of turns that are all different from each other. technique and a lot of courage. If you have the opportunity to visit there or, even better, take part in a track day, take it without hesitation.
I'm not ashamed to say that I was a little nervous about trying the GTO in front of the camera on a track as difficult as Assen. Its grip and grip levels are very high and this is combined with engine very rich paired with turbo the exaggerated and complete absence of electronic means creates a potentially explosive cocktail. This is just the first impression when I slip the Donkervoort in the first tight corner in the second, De Strubben, where engine power immediately loses traction and heavy steering makes precise adjustments difficult. I do a few slow scouting circles to get to know the car and then look for an angle that is more suitable for launching the GTO. I find it in Ossebroeken, a long curve to the right that tapers off at the exit. It needs to be addressed in third gear using medium speed torque and does not require major adjustments or steering opposition, so the transition from traction to loss of traction is less sudden and the steering effect is less abrupt. To my relief, I found the GTO to be naughty and ready to have fun. It's not as easy as the Caterham, but on the other hand, the Seven doesn't have the 18-inch Toyo, which has very good grip and doesn't even have 380 hp. and 475 Nm for unloading to the ground. The GTO, on the other hand, has the precision, control and balance to sell, so even if it's less resilient at the limit than a seven, it is capable of making impressive numbers: just listen carefully to what it has to say and be quick and decisive. with accelerator and steering inputs.
There is something extremely physical about her driving style: she is demanding and energetic, but her demeanor allows you to get close to her, and the result pays off for all the efforts. If you drive alone Donkervoort You have to take into account the pain in your arms and bruises on your knees, but given the type of car we're talking about, that's okay. The GTO is ideal as a sporting weapon, combining the power of a GT with sporty agility. IN brakes then - Taroxa, with discs cast iron and six-piston calipers are great. They need to warm up a bit to perform at their best, but are progressive and have incredible fade resistance. The tires don't seem to be a problem either, so you can keep running without feeling like they're giving up at any moment. The Donkervoort is one of those rare examples of cars with the speed of Usain Bolt and the endurance of a Somali skier.
At the entrance oversteer When properly triggered, as long as you don't overdo it and turn cleanly for a tempon, it has neutral balance with a tendency to understeer in longer, faster corners. But I am sure that this is a partially correctable defect by installing a different suspension. In the endless right-hand corners of Mandevin and Dückersloot, it's frustrating because you know you could have done better, but on the other hand, you never feel like you're walking a tightrope. To better understand how they play against their rivals, I would like to know what the weather might be like in Bedford. Maybe one day we will find out ...
The brain has a natural tendency to look for similarities between new and familiar, and that perhaps explains why, on the way home from Lelystad, I try to figure out what GTO reminds me of. Given its history, the connection between it and the 600 is inevitable, but mostly due to the open configuration and intense analogue driving. The gearbox reminds me of the great precision of the TVR Griffith or Tuscan, as well as its long, rhythmic stride and surprising practicality (comfort, boot space…). There is also something about the Noble MXNUMX in its sheer performance, mechanical experience, and tremendous dynamic skill.
But despite all these similarities, there is nothing like Donkervoort... Which should only delight people like us, because in this way our world is enriched with unique and exciting cars. Even if it's not your type, you can't help but appreciate what he is trying to do. I am sure that many of you will not believe if I say that this machine costs 150.000 Euro, while others will understand the reason for this price. At Donkervoort it is black or white, love or hate: this is its charm, it is what creates the connection between the brilliant Dutch manufacturer and its customers. Personally, I spend more time with GTO the more I love it. There should be more of these machines. Unique and special vehicles.
