Reviews and Results, Part 3
Exhaust Notes Magazine, April 2025: Cover Story - Even More Sports Cars for Tax Dodgers
Left to Right: Mastriota Aegis (@vero94773), Nanahoshi ReVize (@Xepy), Wentworth Sports Sparkhill (@Dog959), Merdosi Penne (@hjuugoo), RAUK Fjalar 1.5 (@Knugcab), Halvson Performa IV Turbo (@lotto77), Nordwagen Idunn S-6x2 (@moroza), Alnera 14C (@06DPA), and Cepheid CC.22 Type-S (@supersaturn77/@nvisionluminous)
The decade leading up to the introduction of the LPC regulations saw increased public opposition to vehicles that would not be compliant with them. As soon as they were passed, it wasn’t long before anyone who owned such a vehicle found it to be a liability and/or became a target of ostracism. On the other hand, anyone who owned an LPC was increasingly being seen as a hero towards other road users. The success of this legislation was such that it could serve as a positive example for other countries to follow and possibly improve upon. Only time will tell if this trend spreads globally, but Palmeiras is already reaping the rewards.
The final group at our disposal is comprised of nine more offerings - one each from Mastriota, Nanahoshi, Wentworth, Merdosi, RAUK, Halvson, Nordwagen, Alnera, and Cepheid. From these, only one will advance to join the Tevian Tyros and Zephorus Amida in the Final 3 - which one will it be?
Mastriota Aegis
Mastriota’s entry-level sports car is among the most beautiful cars you can encounter at this price point (OOC: it took >300 fixtures to build this masterpiece). Its 2.4L I4 pumps out a healthy 235 horsepower - there’s room for a 250-bhp 2.5L variant down the line. When hooked up to a 7-speed DCT and a 1112kg curb weight, it yields a 0-60 mph time only 0.1 seconds slower than the Bizzarro and Phenix. And it’s not going to be wasted, either, thanks to generally good overall handling and braking performance (stemming from +10 wheel/tire quality). The fact that it still uses hydraulic power steering (with a variable-ratio rack) makes the wheel feel a bit livelier in your hands than in most of its rivals. However, owners have reported some minor quality problems with the aerodynamic flat floor, and more worryingly, a bone-jarring ride - even more so, in fact, compared to the Bizzarro - due to the factory spring and damper rates being very stiff. It’s still a tempting proposition all things considered, but using this thing as a daily driver with its stock settings would be a stern test of your patience and sanity.
Nanahoshi ReViZe
The ReViZe takes a more understated, retro-inspired approach to exterior styling compared to the Aegis, but we think it works equally well. With a 228bhp 2.2L I5 hooked up to a 6-speed manual gearbox, it may not be able to match the Aegis off the line, but you may have even more fun in it. It has a big advantage on the inside, where it comes with a premium infotainment system as standard - certainly fancier than the Aegis’ mid-grade unit. We found it just as exciting to drive as the Aegis, and a bit easier, too, with semi-active dampers and active anti-roll bars as standard. Crucially, however, its stock spring/damper settings, though firm, are not as overly aggressive as those of the Aegis, making it a better everyday proposition. The Aegis may appeal more to the heart in comparison to the ReViZe, but it struggles to satisfy the head in equal measure. However, the ReViZe is not yet guaranteed the last spot in the Final 3 - there are several more cars for us to test.
Wentworth Sparkhill NatAs
While it may not match the raw visual appeal of the ReViZe or Aegis, the Sparkhill has its own unique appeal, being a very small and light mid-engined roadster (albeit one with a removable soft top, as opposed to a fully retractable one) instead of a larger, heavier, front-engined coupe. (OOC: This was the only entry I received to use either of the '11 Flyer mod bodies as its basis.) However, with a 144-bhp 1.5L I3 nestled between its rear wheels, it’s one of the slowest cars on test (0-60mph in 6.0 seconds), and that triple (whose stroke is quite long relative to its bore) has an uneven power delivery due to the VVL switchover point being a few hundred RPM too far up the rev range. Even its generally agreeable handling and braking are soured by its unusually high body roll (6.5 degrees), resulting from an unusually high ride height (229.5mm, when it could get away with 10-15mm less than that). At least it’s a real bargain at $23,000, but it should’ve had a few thousand dollars more invested into the small details to be more competitive in this exalted company.
Merdosi Penne
As a (soft-top) convertible based on a simpler galvanized steel platform, it’s a bit on the heavier side, but it’s not too close to the 1.5ton limit dictated by the LPC class. It’s basically a futuristic concept car made real, with massive 20-inch wheels amplifying the impact of its edgy exterior design. It’s not for everyone, but it’s sure to draw a crowd wherever it goes. That heavier body, however, slightly blunts its 249bhp 1.6L turbo I4, resulting in a 0-60 mph time of 5.1 seconds. Also, despite generally good handling and braking characteristics (helped by a firm yet sporty suspension tune), the ride height is high enough to cause moderate body roll - although at 5.1 degrees (compared to the Wentworth’s 6.5), it’s not as unnerving. All that extra stuff pushes its price up to $34,600 (just $400 less than our $35k ceiling) - but if you want to be seen and heard as much as you want to enjoy the drive (or even more so), this might just be your pick.
RAUK Fjalar 1.5T
This targa-topped roadster is built on an aluminum semi-space frame clad in fiberglass bodywork, and from the front it looks as menacing as a shark, while also giving following motorists a sporty-looking rear end. However, this is a case of beauty being not much more than skin deep. Its 1.5L turbo I3’s lightweight open-deck construction makes it less capable of withstanding the amount of thermal stress its 190-bhp output generates than if it had a heavier closed-deck block. Yet even with the rest of the engine being generally very well-built, the turbos are very prone to failure from acute surge stress due to use of undersized turbines. Finally, the high amounts of balancing mass make it feel a bit sluggish (though not to the same extent as the DDS-20’s four-pot) even when compared to the other turbo engines we sampled. Especially when taking into account it’s top-end pricing ($35k exactly - right on our budget cap), it’s a great shame considering that the rest of the package is actually quite decent, with few complaints other than its damping being firmer than its springs.
Halvson Performa IV Turbo
The only other straight-five entry in this group, the Halvson’s low-displacement mill benefits from an early spooling turbo and a broad, flat torque curve, although the large body limits its drivability. Its looks aren’t too bad, although the green/gold color scheme of our test car may be a bit too extrovert for some. However, although the mechanicals are quite well-sorted for the most part (especially with having to accommodate a small +2 rear seat for children or luggage), the stock suspension settings - stiff springs, soft dampers, and no toe-in angle to compensate for the square-fitment 205mm tires - make it feel wayward. This fatal flaw is enough to prevent us from recommending it.
Nordwagen Idunn S-6x2
One of the company’s better-looking designs, with an overall shape that recalls the legendary Loki of the late '90s/early 2000s. Its flat-six sits right on the LPC power and capacity limits and breathes through individual throttle bodies, even though a single exhaust (as opposed to a dual setup) on this two-bank engine seems a bit odd in our view. Square-fitment 255mm tires provide ample grip, more than most (if not all) of the other cars here. Strangely, however, the rear discs are solid (rather than vented) units, although they are large enough to resist fade even in extremis. More worryingly, though, our high-speed handling tests showed what seemed like an oversteer bias, but turned out to be a very high yaw rate, mainly due to the combination of very wide tires and front-biased downforce levels. This makes it a very visceral experience, but one that can never be fully tamed unless you have the reactions of a top-tier racing driver, so approach it with caution.
Alnera 14C Stradale
The only shooting brake here, the 14C nevertheless suffers from odd proportions (not helped by a roofline that looks like it’s been dented slightly) and front-end styling that makes it look as if it lacks self-esteem, even without the black plastic surround below the main grille. Considering that the 14C is almost as exciting as the Nordwagen to drive, it’s a huge letdown, what with its razor-sharp unassisted steering giving you an unfiltered picture of the road ahead. Dynamically, it’s also as thrilling as you expect from something weighing just over a ton, despite its 1.3L I4 making just under 160 bhp - good for a sub-6-second 0-60 mph time, but only just. The final straw, however, was its slight oversteer problem due to the toe-in angle being insufficient to compensate for the modest 20mm tire stagger. They say you can’t not love it, but after a brief test drive, it’s unlikely that anyone will even want to like it, let alone love it.
Cepheid CC.22 Type S
The last car we tested was also the only one to be purely FWD, and it had a premium feel, being a compact 4-seat convertible (seriously, where have all those kinds of cars gone? Without this thing, you’d need to spend near or over six figures for the privilege!), but with a transversely mounted 2.2L I4 delivering 204bhp to the front wheels via a 6-speed manual gearbox. The power curve is a bit notchy due to the VVL actuation point being a few hundred RPM higher than it should, but that’s the least of its problems. Although handling and braking are generally good, the fitment of a full premium interior and infotainment system, combined with having an automatically retracting soft top and its necessary hardware, pushes its curb weight up to 1416kg, which makes it one of the heaviest cars here. Combining the creature comforts of a bigger premium tourer with the mechanicals of a smaller, lighter sports compact doesn’t always work (which makes it all the more remarkable on the rare cases when it does); in this case, it leaves the Cepheid with a confused identity, and unable to find its true purpose in the marketplace.
Verdict
The final car to reach the Top 3 - and the only one from this group - is the Nanahoshi ReViZe. While not as overtly sporty as the Mastriota Aegis or Nordwagen Idunn, it avoids having the fatal flaws present in both of them, and looks almost as good as either - allowing it to join the Tevian Tyros and Zephorus Amida in the final round.
Our job isn’t yet done, though. We’ll test drive all three of them on the road and at the track to see who makes the best affordable LPC-compliant sports car on sale in Palmeiras - so don’t go away! The moment of truth will soon be upon us, and a worthy winner will be crowned!