The term “overdrive” is a bit misleading and unnecessary tbh. We also need to include the final drive in the actual ratio for it to mean anything. If we take a look at for example Maserati MC20, 5 out of 8 gears are overdrive with 8th only being a 0.329 ratio. It has a very short final drive so in the end the actual ratio going to the wheels is reasonable (although 7 and 8 are completely unusable for anything other than highway driving). And Honda S2000 has 2 out of 6 overdrives in a 6-speed manual, but again due to short final drive they end up perfectly reasonable. So if your car has a shorter than usual FD, then having more than one overdrive is perfectly reasonable even in a 6-speed manual
2 Likes
I havent submitted very many mid engine cars to compete. This is the 2nd i believe, the first one probably got binned knowing me. So the engineering flaws i hope to learn from. I dont how the hell you got sent a car with an iron block when i know i picked aluminum, that sucks. When i get home imma check that out and smh at the computer screen.
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!
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Rear brakes are oversized to help with weight distribution, as was single exhaust.
This is not terminal oversteer:
I can see the increased yaw rate (while still gripping) to take some getting used to, but many cars do this.
Not terminal oversteer, but IMO that would be a somewhat scary behaviour with that amount of it.
@abg7 I think now that you’ve mentioned that toe in angle compensating tyre setup in three reviews of three different cars it would be nice to explain what that exactly means. I, for one, have no idea, and I’m not new to this game in the slightest, and since QFC should IMO be somewhat beginner friendly even… I hope you get the idea.
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Using my own test mule for this QFC as an example:
This car has a 20mm stagger between the front and rear wheels. Now for its suspension settings:
With the current amount of front/rear tire stagger, camber angle and sway bar stiffness used, a toe-in angle of 0.25 degrees front and rear yields a 100% figure on the drivability chart.
However, changing the toe-in angle to negative 0.25 degrees leads to terminal oversteer. On the other hand, a positive toe-in angle of 1 degree on both axles causes excess understeer:
In short, increasing the toe-in angle reduces the car’s tendency to oversteer, although too much toe-in will lead to excessive understeer, so you need to strike a balance with this setting so that your car doesn’t over- or understeer too much.
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That I understand. I have no idea though how that relates to “uncompensated” setup in, for example, my car - IIRC it neither had terminal oversteer nor any noticeable understeer - is it all about that “100%” magical stat? (That I tend to ignore…)
IDK about other cars, but TBH the way it was written in the reviews I can’t say I could extract a clear info what’s wrong with their setups.
Yes, I’m nitpicking a bit, but I think clear and easily understandable feedback can be very valuable.
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If the apex of the low-speed steering graph is above the blue line, there is an oversteer bias, which becomes terminal (i.e., excessive) if said apex is also above the red line in addition to the blue line. If the apex is instead below the blue line, there is an understeer bias, which also becomes terminal if it is too far below that. So it’s generally best to seek the best (neutral) balance between the two.
Reviews and Results, Part 3
Exhaust Notes Magazine, April 2025: Cover Story - The Best Sports Cars for Tax Dodgers
Left to Right: Tevian Tyros (@vouge), Zephorus Amida (@Riley), and Nanahoshi ReViZe (@Xepy)
The LPC-compliant sports car sector has exploded ever since the regulations allowing for the resultant tax breaks were announced. In that time, more and more buyers, regardless of the amount of disposable income they had, were drawn to the idea of experiencing the thrills of driving a genuine sports car, but at a lower price point with, a smaller engine in a smaller, lighter body. Without the greater risk of incurring the wrath of local authorities or the laws of physics that come with more powerful machinery, these lesser cars became the darlings of the motoring press and the car-buying public.
Among these offerings, three of them - the Zephorus Amida, Tevian Tyros, and Nanahoshi ReViZe have stood head and shoulders above the rest for striking the best balance between excitement and ease of use. Now it’s time to see which of these takes the crown in the junior sports car sector.
Nanahoshi ReVize
Let’s start with the ReVize - the retro-styled (and in this case, beige-colored – it’s actually a darkened, desaturated yellow) outlier of the bunch, being the only one of the three to have a five-cylinder engine and a manual transmission, all stuffed into a small front-engined, rear-drive platform with dual wishbones up front and a multilink rear, on an AHS steel structure clad in aluminum bodywork. That five-pot mill, with its light alu/silicon block and heads, makes a solid 228bhp at 7700rpm (500 shy of redline) and 183 lb-ft of torque from 4800 to 6000 rpm., thanks to individual throttle bodies, a high-flow intake optimized for mid-range torque, and long-tube headers. It’s hooked up to a close-ratio 6-speed manual transmission with overdrive on sixth and a helical LSD – good for a 0-60 time of 4.65 seconds due to the 1097kg curb weight (split 53.4%/46.6% between the front and rear ends, respectively).
Staggered high-performance tires (215mm front/255mm rear) surround 19-inch alloy wheels, filling the wheel arches and reinforcing the retro aesthetic, while also yielding a 200m skidpad grip figure of 1.04g. Our test example also had the upgraded front brakes (315mm vented units with 4-piston calipers) – even with the modestly sized rear brakes (280mm vented units with 1-piston calipers), they yield a 62-0 mph braking distance of 36.8m. Inside you’ll find a lightweight, sporty interior – but our test car had the upgraded premium infotainment system at extra cost. Finally, the suspension, though firm, yields a sporty ride/handling feel that strikes a balance between over- and understeer, especially when combined with semi-active dampers and active anti-roll bars (a trait shared with the other two cars here). All this chassis wizardry yields an Airfield test track standing-start lap time of 1:22.12 – the fastest of the three. Overall, even at $31k, this is an old-school throwback driver’s car in all the right ways – but the other two finalists may be even more tempting.
Zephorus Amida V6
Now for the most supercar-like of our finalists – the Zephorus Amida, resplendent in bright vermilion red (although several other colors are available). Despite being built on a simpler, cheaper galvanized steel chassis with some aluminum panels, it is the only car in the top three to have an inboard pushrod-actuated rear suspension. Look under its rear window and you’ll find a 2.5L V6 developing 244 bhp (the highest of the three) and 209 lb-ft of torque – again, with a lightweight alu/silicon block and individual throttle bodies – but with cast, rather than forged, internals, and more balancing mass, which makes this engine less responsive. The trade-off is a broader and smoother torque curve (mainly due to having cast-iron headers optimized for the mid-RPM range), thus making it more tractable.
To reinforce this more easygoing power delivery, our example had a 7-speed advanced automatic transmission fitted (although a helical LSD is also standard). However, the Amida runs less tire stagger than the ReVize (205mm front/225mm rear, as opposed to 215mm front/255mm rear) and with a wheel diameter one inch smaller (18 inches instead of 19) – although its 1.01g skidpad figure (for 200m) is only 0.03 behind what the ReViZe could manage. And while its brake rotors (350mm front, 315mm rear) have only 1 piston per caliper each, they get the job done just as easily, although the extra weight means it takes a full meter longer to stop from 62 mph.
Interior quality matches that of the ReVize, but the Amida goes a step further by having a HUD for displaying essential data. Also, while its safety suite is not as comprehensive, it does have launch control as standard, and with hydraulic (rather than electric) variable-ratio power steering, it feels racier, with more feedback coming from the wheel as you drive. The suspension settings, meanwhile, are firmer than those of the ReVize, with a lower ride height (despite running slightly more comfort-oriented progressive springs – the only car here so equipped), and the flow-optimized undertray (as opposed to the other two cars’ simple flat floors) makes it feel even more planted. However, the Amida somehow recorded an Airfield test track lap time that was 1.3 seconds slower (mainly due to needing 4.91 seconds to reach 60 mph from a standstill), although it is also $1,000 cheaper (as tested). The worst-in-test fuel economy figure of 30.1 US mpg may also give you some pause, but at least it’s above the minimum LPC threshold. In short, it looks like a shrunken supercar, but has a more easygoing heart (and gearbox) that makes it feel more like a GT. The question is: Would you want to sacrifice some absolute thrills for a bit more everyday usability and best-in-test reliability?
Tevian Tyros
The final car in this test is the Tevian Tyros – the only one of the three with a four-cylinder engine. Our tester looked great in light blue, but that’s not the only reason why we’re drawn to its charms. Lighter even than the ReVize (but not by much) thanks to an advanced steel chassis and aluminum bodywork, it lacks the Amida’s inboard rear suspension and extra pair of cylinders. However, that light-alloy-block straight-four pumps out 190 bhp and 159 lb-ft (the least torque and power among the three), although it’s coming from just 1.8 liters of displacement with individual throttle bodies, a high-flow 3-way catalytic converter, and a tubular exhaust optimized for mid-range torque. It’s also the only car here with a dual-clutch gearbox, and while its viscous LSD is not as precise as the helical units found in the other two cars, it’s still sufficient considering the reduced amount of power, and good for 44.5 US mpg – 12 more than the next most economical car, the ReViZe.
Running a 30mm tire stagger (215mm front/245mm rear) on 18-inch alloy wheels, combined with a high-quality fitment, gives it a biddable, easily exploitable feel on the road and at the track. With 2-piston calipers gripping decently sized vented brake discs (315mm and 295mm wide at the front and rear, respectively), the Tyros needed exactly 36 meters to stop from 62 mph – 0.8m less than the ReVize. While it could only record a 200m skidpad grip figure of 0.97 g, we think most buyers would be satisfied with that figure. This may be due to the stock suspension settings being slightly softer than on the other two cars, but they are still firm enough for fast road driving. And while it doesn’t come with a higher-grade premium infotainment system as standard, the base suite is generally better built.
All this adds up to a 1:23.12 lap time around the Airfield test track (a full second slower than the ReVize, but 0.3 seconds faster than the Amida), which is commendable given that it matches the Amida on price and undercuts it on service costs ($1404 compared to the Amida’s $1530.2, although it’s still more than the ReVize’s $1341.2) while beating it (but not the ReVize) in safety scores, though not by much. The Tyros is also the least reliable of the three on paper (trailing both the ReVize and Amida), but most buyers won’t notice this even after tens of thousands of miles. Overall, it makes a very compelling case for itself and overachieves to the point of widespread acceptance. But can it really win this three-way battle of the LPC sports coupes?
These three cars all succeed in their makers’ mission to bring the sports car experience to the lower end of the market – and with mostly tax-exempt offerings to boot. However, only one of them will earn the title of Best LPC Sports Car under $35,000 - so which one is it?
Third Place: Nanahoshi ReViZe
Although it’s the quickest around our test track, and a more visceral experience than either of the two mid-engined cars, its inferior drivability and slightly higher price tag ensure that it gets the bronze medal, not helped by its understated looks (compared to the two mid-engined cars) making it fade into the background very slightly. It’s the cheapest of the three to service, though.
Second Place: Zephorus Amida V6
Despite being the heaviest and thirstiest of the three, and a transmission type and power delivery more suited to a grand tourer, its striking styling, slightly lower as-tested price, and generally racier handling feel give it the nod over the ReViZe, although it still finishes behind the Tyros.
First Place: Tevian Tyros
It may have the least amount of power among the three finalists, but it’s the lightest of the trio, allowing it to extract the most overall performance potential from its modest power output and displacement. And with the best fuel economy ratings of the three (as-tested), this is sure to be the best value-for-money proposition here in the long run.
Special thanks go out to all who participated!
Epilogue
Dani took a look at the article one day, read it thoroughly, and took the plunge, buying a Tevian Tyros at the nearest dealership as soon as possible. Over the next few months, it yielded nothing but joy; however, the best may well be yet to come. The Tyros could eventually receive some choice mods to make it sharper and faster without losing an ounce of its usability (or LPC eligibility) - but that will have to wait for another time. For now, Dani feels as contented as ever, knowing that the Tyros is king of the affordable sports car segment.
Final Standings
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That was quite a write-up! Good job to @Riley and @Xepy for putting on a stiff fight and thanks to @abg7 for hosting this round.
I will be hosting QFC56 and will get something in the works soon. That said new round will be up in a few days. Until then, cheers!
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I feel that - this being said, I tend to reserve this feeling for swoopy sedans/4-door coupes with regards to the rear seats. I have found that 2-seaters (or 2+2s if you are only concerned with the front seats) are actually pretty shape-agnostic as long as the length is enough.
Having driven stuff like the MR2 Spyder and dailied a C4 Corvette, all while being a 6’2" person, I haven’t had much issue with fitting; the biggest issues for 2-seaters occur in designs with a tight internal component layout (see Lamborghinis: front wheel wells intruding on footwell, transmission tunnel eating away on torso space)
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And even that might not be that bad. I’m 187 cm (so almost 6’2" if I’m calculating right?) and I could fit just right in the back of my 406 Coupe. Granted that’s not the most swoopy coupe out there, but nevertheless it didn’t seem outside like it could be spacious enough in the back.
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Car manufacturers: You know what would be great? Making sedans look cool and be extra aerodynamic by cutting off half the headroom in the rear seats.
Also car manufacturers (especially American ones): Gee, guess we’re going to have to ax all of those cool swoopy sedans because people would rather buy more spacious SUVs. However could that have happened?
Yeah, I know it’s more complicated, but you can’t tell me that’s not a contributing factor.
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Also car manufacturers: Give the sedan a swooping tail and a huge rear window, just like a liftback, but don’t make it a liftback since they are dorky, make it a sedan where you can hardly get a juice carton through the trunklid.
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Cost, in particular. After the last Great Recession, nearly everyone thought that an SUV/pickup truck/crossover could be infinitely more profitable than any passenger car. And the North American Big Three were not alone - a surprising number of import brands did the same, but some of those did not, so we don’t have to live in a world where the only real passenger cars are actual sports cars, supercars, or hypercars… yet (and we wouldn’t want that, would we?). As Syndrome once told us in The Incredibles, “When everyone’s super (or hyper), no-one will be!” (at least relative to each other).
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Syndrome described the entire Marvel Rivals roster while he was at it too.
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