The AGTZ Twin Tail Is Two Cars On One Chassis

Zagato has turned its attention to the Alpine A110 to create the AGTZ Twin Tail, and it has one very cool party piece…

Italian coachbuilder Zagato is probably one of the most revered independent car stylists on the planet. Often, their creations polarize opinion, but they’re always guaranteed to be visually striking. A little while back, they gave us the one-off Alfa Romeo Giulia SWB, but now, Zagato has gone in the other direction (albeit, with a twist).

Teaming up with luxury Polish car dealer, La Squadra, Zagato has turned its attention to the much-loved Alpine A110, seeking inspiration from the A220 racecar of the late ’60s. Made entirely of carbon fiber, the AGTZ Twin Tail’s body extends beyond the normal length of an A110 to 4,802mm, in a bid for greater aerodynamic performance. In fact, from a rear-quarter angle, it looks rather similar to the McLaren Speedtail. And, if you’re chasing better aero efficiency, that’s gotta be a good sign, right?

front quarter of AGTZ Twin Tail

Zagato has been busy at the front of the car too. Gone are the distinctive but far-from-pretty quad-headlights of the regular A110, and in their place sit two larger clusters. In keeping with the theme, the front sticks out a bit more than usual, too.

Two designs in one package

Now, here’s the clever bit. See, the original Alpine A220 racecar used a longtail design at Le Mans, but in smaller-scale racing events, the A220 shed its tail in favor of a more conventional, slightly stubby coupe silhouette. In honor of this, Zagato has also made the AGTZ Twin Tail’s rear-end detachable. So, customers will be able to chop and the change the styling of the rear of the car at their whim.

Essentially, you’re getting two different coachbuilt bodies in one deal. And, at additional cost, Zagato will even provide a custom-made stand upon which to place the detachable rear end when you favor the shorter 4,305mm version.

rear quarter of longtail

The AGTZ Twin Tail with its longer profile rear end.

The AGTZ Twin Tail with its shorter-profile rear end

The AGTZ Twin Tail with its shorter-profile rear end

There’s been no mention of any changes to the Alpine’s core mechanics, but in fairness, Zagato is a coachbuilder, not a tuning company. And, if there’s any car that doesn’t need dynamic enhancements, the wonderfully enthusiastic A110 might be it.

Head-on shot of the AGTZ Twin Tail

Whereas only one SWB Giulia will ever exist, Zagato intends to build up to 19 examples of the AGTZ Twin Tail. So, if you’ve got a minimum of 650,000 euros (before taxes) burning a hole in your pocket, you could actually get the chance to own one.

The post The AGTZ Twin Tail Is Two Cars On One Chassis appeared first on Fast Car.

The 2024 Honda Prologue Is A Nice EV Crossover, But An Unknown Quantity

There is a lot to like about the 2024 Honda Prologue, the automaker’s first long-range, US-market EV. For starters, it’s quite handsome, with a low, wide stance, a long wheelbase, and understated styling. Its dedicated EV architecture contributes to an incredibly spacious interior, the tech is well-integrated and unobtrusive, and the driving experience is one of smooth comfort. And yet, none of this may matter.

Honda, like other Japanese automakers, was late to the EV game. In order to get electric cars on the market quickly, Honda entered into a partnership with GM to use The General’s Ultium EV platform. So while the Prologue wears Honda badges and unique bodywork, it has a lot more in common with the new Chevrolet Blazer EV than any Honda. The same Blazer for which Chevy imposed a stop-sale over software issues that, at the time of publishing, has been in place for two months.

Quick Specs2024 Honda Prologue Elite AWD
Battery85.0-Killowatt-Hour Lithium-Ion
MotorsFront Permanent Magnet Synchronous / Rear AC Induction
Output288 Horsepower / 333 Pound-Feet
Range273 Miles
Base Price$57,900 + $1,395 Destination

This is also the same Blazer that earned a DNF in a test by our sister site, InsideEVs, and the same one that has proven extremely problematic in the long-term test fleets of both Edmunds and Consumer Reports. The Ultium platform also underpins the Cadillac Lyriq, which has experienced software issues of its own, in addition to a glacial production ramp-up.

With the Prologue, Honda got its short-term EV solution, but one that lives under a cloud of uncertainty.

2024 Honda Prologue Elite AWD

Pros: Refined driving dynamics, Handsome Styling, Spacious Interior

Honda brought us out to California’s Napa Valley for a brief test of a pre-production Prologue. Emphasis on brief. We only had around an hour and a half behind the wheel – about half as long as we’d expect on one of these media programs – on a route through the mountains and on the 101 freeway. The only model available to drive was the top-trim all-wheel drive Elite, which carries a $59,295 MSRP and promises a 273 mile range. (The base, front-drive Prologue starts at $48,795 and has 296 miles of range.)

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It’s a shame that GM’s problems overshadow the Prologue because it’s a fine car. Unless you know what to look for, it doesn’t strike as immediately being a GM product. John Hwang, project manager for Honda’s Ultium-platform cars, explains that while the Prologue uses GM switchgear, the interior design and layout is all-Honda. So, relatively understated, sensible, and easy to use. Unlike so many EVs, there’s actual knobs and switches for climate control, and the dashboard isn’t dominated by an enormous infotainment screen. It’s a refreshing change of pace, and one that will please Honda fans.

(The only weird interior detail is that there’s no dedicated exterior light switch, like with other new GM productions; Lights are controlled through the infotainment touchscreen.)

2024 Honda Prologue Elite AWD

Immediately, the Prologue makes a good impression on the road, too. It’s got the quiet refinement you’d expect from an electric car, and 288 horsepower and 333 pound-feet of torque give it good off-the-line acceleration, if not neck-snapping thrust. Honda hasn’t released a weight figure for the Prologue, but the Ultium cars are quite heavy and we know the base Blazer EV weighs 5,337 pounds.

Despite its size, the Prologue never feels lumbering, and it rides smoothly. Hwang tells Motor1 that Honda specified its own springs and dampers for the Prologue, and they provide the comfort you’d expect from a large, premium-priced SUV. I haven’t driven the Blazer EV yet, but I have time in the Lyriq, and the Honda is similarly comfortable to the Cadillac. My colleague from InsideEVs, Kevin Williams, also tells me the Prologue rides better than the sporty Blazer.

Other than springs and dampers, the Prologue uses the same hardware as the Blazer, though Hwang says Honda put a unique tune on everything. The accelerator-pedal mapping is smooth, though slightly more aggressive in Sport mode, and all the one-pedal drive modes are well calibrated.

The Prologue’s steering feels strange, though. The best descriptor I could come up with is “gloopy.” There’s weight immediately at turn-in, but sterling effort never seems to build as you add in more steering angle. Sport mode just requires more effort to steer the Prologue, but doesn’t make the process of steering the vehicle feel any more natural. In fact, it’s the opposite.

If you want a sportier EV for about similar money, get a Kia EV6 or a Ford Mustang Mach-E. But, the Prologue has a considerable edge in space for not much more money. And complaints about steering aside, the Prologue doesn’t drive in a way anyone’s going to find objectionable. One of Honda’s big target customers for the Prologue is….existing Honda buyers. If you’re coming out of a CR-V Hybrid into this, it should feel familiar.

The Ultium platform has the flexibility for front-, rear-, and all-wheel drive. Hwang says Honda chose front-wheel drive for its base models because it provides a more traditionally Honda driving experience. In all-wheel drive models, the rear motor is much smaller than the front, so the car feels primarily front-wheel drive.

2024 Honda Prologue Elite AWD

Cons: Uncertainties Around GM Ultium Platform, Slower Charging Than Rivals 

I think Honda did a good job with the Ultium architecture, and people at the company say they’re not concerned with GM’s recent reliability issues.

“The software, at the root, is the same, but we’re on different branches, so any of the lessons learned from the Blazer are applied to this program,” Hwang says.

There’s an advantage in following the Blazer (and the Lyriq and Hummer). Also encouraging is the fact that the Prologue seems to use a simpler infotainment system than the Blazer, with a smaller screen that’s more like what you’d get in, say, a Tahoe.

Still, one imagines that people at Honda are worried. Why wouldn’t they be? The Prologue might be a stopgap, plugging a hole in the lineup until the automaker’s own EV platform is ready, but it’s still wearing a Honda badge. And that means something. Dependability, reliability, quality. If the Prologue doesn’t deliver, does it dent Honda’s reputation?

2024 Honda Prologue Elite AWD

I think a wait-and-see approach is best here. The Prologue is a very likable car. It’s refined, handsome, and very spacious. Not memorable as a driving experience, but I think that’s fine given the segment.

Plus, Honda expects it to qualify for the $7,500 EV tax credit for both lease and sales – one clear advantage of building on the GM apartment – so the price should be reasonable. But how do you ignore Ultium’s problems? A Honda should always be a safe bet, and right now, the Prologue doesn’t feel like one.

More On Honda

The Honda Accord Makes A Strong Case For Hybrids
The 2025 Honda CR-V Hydrogen Will Power Your Coffee Maker

Competitor Reviews

Chevrolet Blazer EV Ford Mustang Mach-E Hyundai Ioniq 5 Kia EV6

2024 Honda
MotorFront Permanent Magnet Synchronous / Rear AC Induction
Battery85.0-Kilowatt-Hour Lithium-Ion
Output288 Horsepower / 333 Pound-Feet
TransmissionSingle-Speed Direct Drive
Drive TypeAll-Wheel Drive
EV Range273 Miles
Charge Type35 Minutes 20-80% DC Fast Charging
Charge Time11.2 kW @ 240V/60A / 150 kW @ 400V DC.
Seating Capacity5
Towing1,500 Pounds
Cargo Volume25.2 / 57.7 Cubic Feet
On SaleMarch 2024
Base Price$57,900 + $1,395 Destination
As-Tested Price$59,295

Can The Hurricane Ram 1500 Rock The Truck World?

The 1994 Dodge Ram 1500 — you know, the bright red hero truck in Twister (1996) — is one of the most influential vehicles in American history. That second-generation truck disposed of conventional flat-front, slab-sided pickup styling conventions, opting instead for a heroic high-attitude look. Every manufacturer followed in its footsteps, which brought us directly to the testosterone arms race of the modern truck market.

It’s surprising, then, that the 2025 Ram 1500 — incidentally also due to appear in Twisters (2024) — feels like a breather from aggression. Its grille gets classier, the burly 5.7-liter Hemi V-8 is gone and in its place is the high-tech Hurricane inline-six. The 1500’s top-line Tungsten trim seems aimed more at Cadillac and Lincoln than Chevy and Ford.

Quick Specs2025 Ram 1500
EngineTwin-Turbo 3.0-Liter I-6
Output420 Horsepower / 468 Pound-Feet
TransmissionEight-Speed Automatic
Base Price$42,270
On-Sale DateEarly 2024

2025 Ram 1500

Rock You Like A Hurricane

I traveled to Austin, TX to see if Ram’s newest tornado-chaser could change the nature of pickups once more. The day began in Hill Country with a Ram 1500 Lone Star, the Texas-specific variant of the volume-seller Big Horn trim. The 305-horsepower Pentastar V-6 is still the 1500’s base engine, but my Lone Star harbored the new standard-output Hurricane straight-six under its hood. The 3.0-liter twin-turbo all-aluminum six-cylinder boasts a 25-horsepower jump — to 420 total — over the outgoing Hemi V-8, despite losing 2.7 liters of displacement and two cylinders.

The Hurricane’s pair of small turbos (each feeds three cylinders) spool up quickly, and its exhaust system runs nearly uninterrupted down the length of the truck, with one pipe running from each turbo to the exhaust’s polished tips. The setup’s like Vick’s Vaporub for freeing exhaust flow. Thanks in part to the turbos and exhaust design, all 468 lb-ft of torque are available at 3,500 RPM, allowing the flat torque curve to do its best V-8 impression.

If you need a pickup to truly burn rubber, the High-Output Hurricane boosts power to 540 HP and 521 lb-ft of torque; both Hurricane options route power through a decisive-yet-smooth 8-speed Torqueflite automatic transmission.

Official fuel-mileage numbers are as yet unreleased, but with the standard-output model I averaged a pretty -good 18 MPG despite a lead foot and a lot of stop-and-go traffic.  The Hurricane’s sole weakness is towing capacity, down 1,190 lbs vs. the outgoing Hemi truck, to a maximum 11,560 lbs.

Still, the Hurricane proves itself a worthy replacement for displacement.

2025 Ram 1500 2025 Ram 1500

Rock & Roll Radio

The optional 12-inch infotainment screen in my Lone Star (an 8.4-inch unit is standard) ran the latest version of UConnect, which I found extremely quick and responsive. Most key climate and stereo features, regardless of screen size, have redundant physical controls (although seat heating/ventilation buttons are on-screen only). Wireless Apple CarPlay and Android Auto are standard in every ‘25 Ram.

Using the system was easy, although the portrait-style display sometimes required taking my eyes uncomfortably far from the road to scroll through various controls on the bottom of the screen.

2025 Ram 1500

Higher trims offer a full surround-view camera for easier maneuvering and parking, and although the camera and display resolutions are higher for ‘25, it’s still not high enough to use the majority of the portrait-style screen, which was disappointing for the near-$70,000 purchase price.

2025 Ram 1500 2025 Ram 1500 2025 Ram 1500

Cum On Feel The Noize

I eventually traded out my Lone Star for the sole new trim for 2025: the Tungsten. Tungsten supplants the Limited at the top of the range and elevates the already-luxurious Ram 1500 to new heights. 24-way power adjustable, heated, ventilated, and massaging quilted leather front seats, knurled metal finishes, an all-new 14.2-inch touchscreen, a 10.25-inch passenger touchscreen (embedded in the dashboard), and lush touchpoints liberally scattered throughout the cabin give the already class-leading Ram interior a boost to virtually Teutonic luxury. It comes at a Teutonic price, too — $89,155 — but this truck’s as fully loaded as they come.

The Tungsten-specific 23-speaker 1,228-watt Klipsch-branded audio system was by far my favorite part of the new pinnacle trim. This pickup truck will outperform your home theatre in clarity. If you’re like me and enjoy worsening your tinnitus, you’ll be pleased to know I found this on-key performance continued no matter how far I cranked the volume. This system — paired with the high-output Hurricane engine, which is standard equipment on the Tungsten — allowed me to get quite rowdy despite the classy accoutrement.

Unfortunately, the standard 22-inch wheels also made the ride much rowdier than in the lower-trim Lone Star I’d driven earlier; gone was the unibody-esque ride comfort. If only 18s were an option, it would be a luxury SUV that happens to have a bed; with 22s, it’s much more reminiscent of a very nice pickup truck.

2025 Ram 1500

Hurricane For A Twister

The Ram 1500 has grown up gracefully, and the Hurricane motor is strong enough that few buyers will mourn the loss of the Hemi. Whether buyers want to spend $90,000 on something badged with the same “Ram” as a Tradesman is another matter, but it makes a solid case for itself on its merits. By the third Twister installment twenty years down the line, I suspect we’ll look back on the Hurricane Ram just as fondly as its forebears.

More Truck Reviews

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Competitor Reviews

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2025 Ram 1500
Drive TypeRear- or Four-Wheel-Drive
TransmissionEight-speed automatic
MotorTwin-Turbo 3.0-Liter Straight-Six
Payload2,300 Pounds
Towing11,560 Pounds
Base Price$42,270
On SaleEarly 2024

Acura TLX Type S Vs Genesis G70: Life Beyond BMW

The Salton Sea is an 8,360-square-mile accident. In 1905, Colorado River floodwater breached a man-made canal system, dumping millions of gallons of water onto the once-dry lake bed. It emerges from the desert north of Palm Springs like a mirage, stretching further than the eye can see. This place once saw tourism boom, but now the water is toxic, home to just a few hundred determined residents.

Hop onto State Route 86 south from Palm Springs and you’ll reach the sea in about an hour. But approaching from Julian, California to the west, having just consumed an unreasonable amount of pie from its famous, eponymous pie company, there’s more fun to be had on the twisty Montezuma Borrego Highway that connects to the Borrego Salton Sea highway.

Two sporty sedans like the Acura TLX Type S and Genesis G70 3.3T are adept for the job. Yeah, sure, you’d get more power in a full-bore Mercedes-AMG C63 S or better handling in a BMW M3 CS. But the TLX and G70 aren’t unreasonably expensive, and for thrill-seekers with families, these two cars slot nicely into the sporty luxury segment with moderate price tags, loads of comfort, and still enough performance to stir the soul.

Acura TLX Type S Vs Genesis G70 3.3T Comparison Acura TLX Type S Vs Genesis G70 3.3T Comparison

The TLX brought the Type S badge back in 2021, and in the interim, Acura plastered it on everything from the Integra to the MDX. And the specs are comparable across the trim. The TLX’s turbocharged 3.0-liter V-6 makes 355 horsepower and 354 pound-feet of torque, and it pairs to a 10-speed automatic transmission with standard all-wheel-drive and a torque-vectoring rear differential. A minor update for 2024 cleans up the TLX’s exterior design.

The Genesis G70 has been on sale since 2018, with a major overhaul in 2022 that added the “Two Line” exterior design language and more features to the cabin, like a bigger touchscreen. For 2024, the base engine has been upped from a 2.0-liter to a 2.5, but our flagship tester doesn’t get any power upgrades this year; the twin-turbocharged 3.3-liter V-6 engine still makes 365 hp and 376 lb-ft, with an eight-speed automatic and optional all-wheel drive.

Acura TLX Type S Vs Genesis G70 3.3T Comparison

The G70 gets on the board first for its price. Genesis asks $51,245 for the G70 with rear-wheel drive or $53,345 with all-wheel drive. The version tested here is $58,350 after options. The TLX Type S isn’t as affordable at $58,195 to start, and it gets pricey quickly with options. The $600 Urban Gray paint, a $3,440 wheel and tire package, and a few accessories bring the as-tested price to $62,477.

The Genesis looks great, too. That copy+paste design language transfers well from the rest of the lineup onto the small sedan, while the quilted diamond leather with red stitching in the cabin makes it feel more upscale. If only it were insulated from sound enough to keep out some of the droning tire and wind noise out.

But the cabin materials seem secondary to the G70’s twin-turbocharged engine. The 3.3-liter V-6 rips off the line, racing the car to 60 mph in about 4.5 seconds on the rear-wheel-drive model (4.9 seconds with all-wheel drive). This engine is rich with low-end torque and ripe with character when you get the car up to speed.

Acura TLX Type S Vs Genesis G70 3.3T Comparison Acura TLX Type S Vs Genesis G70 3.3T Comparison Acura TLX Type S Vs Genesis G70 3.3T Comparison

A Sport+ drive mode, added in 2022, gives the G70 some extra ferocity at the limit. The mode switches traction control off, rev-matches on downshifts, and generally holds gears during cornering. It won’t even automatically upshift for you at redline, as the TLX’s manual shift mode does.

But even at its most aggressive, the eight-speed isn’t rip-roaring quick like a BMW automatic. It’s slow to downshift when you yank the paddles, and even in full automatic mode, it hangs on to gears far too long before firing off into the next ratio.

This engine is rich with low-end torque and ripe with character when you get the car up to speed.

The G70 isn’t a grip monster either, in part due to the questionable standard all-season tires. At least you can option Michelin’s excellent Pilot Sport 4S summer tires. And there’s something left to be desired about the variable-ratio steering, which Genesis added with the update in 2022. It has a vague on-center feel and a relatively slow turn-in, a drawback to an otherwise engaging drive experience.

Send it into a tight corner and the G70 feels playful. Even on this all-wheel-drive car there’s a clear rear bias that swings that back end around more willingly than some of the other all-wheel-drive options. The optional limited-slip differential is worth the extra cost for the way it dolls out power deliberately to each wheel, and the standard 13.8-inch front and 13.4-inch rear Brembo brakes bring the car quickly down to speed without being overly grabby. But even with the electronically controlled dampers at their most-rigid, the G70 has a tinge too much body roll.

Acura TLX Type S Vs Genesis G70 3.3T Comparison

Genesis G70 3.3T
Pros: Torquey Engine, Lovely Cabin, Affordable Starting Price
Cons: Vague Steering, Unrefined Ride, Loud Cabin

The TLX Type S, on the other hand, doesn’t roll. Its unique double-wishbone front suspension hardly scoffs at a 90-degree sweeping incline. This car is set up to attack corners, which is surprising, given that it feels completely anonymous in anything but its performance-dedicated Sport+ driving mode.

My first few miles in the TLX felt downright boring. In Normal mode, there’s barely a burble from the exhaust hinting at the turbocharged V-6 underhood, and beyond a few generous Type S badges stamped into the headrests, you’d be hard-pressed to tell the difference between this version and a base TLX with some options.

And if you long for technology, Acura still uses that clunky True Touchpad interface with a tiny trackpad for on-screen functions. It gets overly fussy when using Apple CarPlay especially. But at least the new 12.3-inch digital instrument cluster looks lovely.

But the two-faced character is part of the TLX’s charm. On the one hand, it’s just a TLX, able to putter around anonymously on a grocery run. But twist the drive mode dial twice and hold it for a second to sharpen the throttle response, stiffen the adaptive dampers, and firm up the steering feel. It feels like a radically different vehicle to the one I was driving just minutes prior.

Acura TLX Type S Vs Genesis G70 3.3T Comparison Acura TLX Type S Vs Genesis G70 3.3T Comparison Acura TLX Type S Vs Genesis G70 3.3T Comparison

The 3.0-liter V-6 now doles out power with purpose. There’s some lag off the line, but it’s quickly quashed when the turbo spools up to 15.1 PSI at full boost. A surge of mid-range torque carries the TLX rapidly through the first few turns, and power is always on the ready past that initial lag point; Even the lightest poke at the throttle stirs up a response. And by the way, that J-Series V-6 is buttery smooth at redline.

If only that engine had a better gearbox to go with it. Flick the left paddle on the back of the steering wheel and it takes a second or two for the 10-speed to settle into gear. If you’re in Sport+ mode, there’s enough torque at low revs to keep you from downshifting too often. Otherwise the gearbox isn’t as sharp as the rest of the car.

A surge of mid-range torque carries the TLX rapidly through the first few turns, and power is always on the ready past that initial lag point.

The TLX Type S reaches 60 miles per hour in about 5.1 seconds, which isn’t exactly blistering. To its credit, the engine is working against a 4,201-pound curb weight. Not that the G70 is a featherweight, either (at just over 4,000 pounds), but Acura’s boosted V-6 struggles to move that heft compared to the G70’s more robust mill. And the TLX is atypically wide, too—75.2 inches compared to the G70’s 72.8 inches—which makes it feel like you might scrape the cliffside on some of the narrower portions of the road.

But there’s so much grip from the Pirelli P Zero summer tires, which wrap around gorgeous 20-inch copper wheels in this case. And the tried-and-true Super Handling all-wheel-drive system digs the car out of a corner with just the right amount of power each time. Stopping is made easy, too, by big 14.3-inch Brembo brakes.

Acura TLX Type S Vs Genesis G70 3.3T Comparison

Acura TLX Type S
Pros: Sharp Handling, Smooth Power Delivery, Tons Of Grip
Cons: Lacking Low-End Torque, Heavy, Fussy Infotainment System

For the entire 70-ish miles of the drive, the TLX felt focused. Even on the twistiest portions of the highway the Acura stayed tight, quick, and sharp—the only ding being its lack of low-end torque, and maybe a bit too much heft. The TLX’s aggressive, nose-heavy design even looked good covered in a thin layer of desert dust.

It’s the car I kept going back to.

Sure, I still have lingering feelings for the G70’s torque-rich twin-turbocharged engine, but the Genesis never fully felt up for the task of slicing through 70 miles’ worth of twists. It needed firmer suspension response in corners, and for such a lovely looking cabin, it was loud and harsh.

Ultimately the Type S badge makes the TLX feel more special. Even on something like an MDX, Acura’s born-again performance division is laser-focused on an enjoyable driving experience. It may not have the chops of an M car or the raw power of an AMG, but the TLX Type S puts up a damn good fight—especially for the price.

Acura TLX Type S Vs Genesis G70 3.3T Comparison

Photo Credit: James Lipman For Motor1

Read Our Reviews

The New Four-Cylinder Genesis G70 Is Better, But The V6 Is Still Best
The 2024 Acura TLX Type S Is Barely Different But Still Good

Best Mazda RX-7 Wheels

The Mazda RX-7 has aged extremely well, but the same can’t be said for its stock wheels. Here, we look at the best aftermarket wheels for Mazda’s iconic FC and FD sports coupés. 

With its sleek lines and tuneable rotary motor, the FC and FD Mazda RX-7 have always been a favorite with the JDM enthusiast, but the factory rolling stock never really did cut the mustard. The aftermarket is flooded with alloy wheel upgrades, but you really need to choose wisely to protect your investment as second-hand RX-7 prices continue to soar. The last thing you want to do is devalue your RX-7 with cheap, nasty looking wheels/

What to look out for when buying aftermarket wheels for a Mazda RX-7

Split rims look fantastic and offer the widest selection of fitments. In most cases, you can tailor splitties to suit your Mazda RX-7. However, if you’re after the lightest, toughest wheels, then forged monoblocks are hard to beat. Neither of these options come cheap, though, but then the best very rarely does.

Of course, there are plenty of cast monoblocks available if you’re buying on a budget, but the quality of these can vary hugely, so do be careful in making a selection.

Mazda RX-7 on Rota wheels

What to avoid

If your budget is limited, then you need to be far more careful with your selection. As tempting as they may well be, we’d always suggest you avoid fake split-rims as the dummy bolts will often rust or corrode over time, which is very tricky to rectify. Also, if a wheel seems too cheap, then there’s usually a good reason – they can often be heavy and are not always very strong, either.

We’ve compiled this article to help you choose the correct wheel for your RX-7 and have tried to list wheels of all types and budget to give you the widest selection. Without further ado, here are the 20 best Mazda RX-7 wheels.

Pandem FC RX-7 on BBS wheels

Best aftermarket wheels for the Mazda RX-7 FC

Launched in the mid 1980s, the FC was the second generation of Mazda’s iconic rotary-power sports couple, the RX-7. Produced until the launch of the FD in 1992, the FC’s factory 15in BBS wheels may be strong and relatively light, but they do date the car and look a little lost in the factory arches.

As we mentioned in our RX-7 FC Tuning Guide, on factory arches you’re quite limited to what you can fit, especially at the front, where a 225 wide tire and an 8inch wide wheel is pretty much the maximum that will fit without modifications. The rear isn’t so bad, where people have fitted 255 wide tires on 9in wide wheels while still on standard arches.

If you’re happy to explore custom or aftermarket arch extensions and body kits, then the sky is the limit in terms of figment. Here we’ve see 295 front tires and even 315 rears! That being said, even with heavily rolled and flared standard arches we’ve seen as much as 265 wide front and 295 wide rear tires on FC Time Attack cars in Japan.

Once you’ve worked out what size wheels you’re after, then comes the fun part – choosing the brand and model to suit your taste. That’s where our guide comes in, to help you on your way…

Cosmis Racing XT006R Mazda RX-7 wheels

Cosmis Racing XT006R

The Cosmis Racing XT006R is a flow-formed six-spoke wheel that is both light and strong, plus reasonably priced as well. While 18″ is quite a large diameter rim for the FC RX-7, it can work extremely well if executed correctly, as seen here on Sim Harratt’s car.

Tech spec

Available in: 18-20in diameter. 9.5 – 11in widths. 5×114.3 PCD. Various offsets. Center bore: 74.1. Wheel type: Flow-formed monoblock. Colors available: Various

Where to buy: Torqen

Autostrad Modena wheels on FC RX-7

AutoStrada Modena

With their large, center-lock look center cap bolt, three-piece construction and five-spoke design, these JDM favorites actually scream Ferrari F40, but actually looks good on any JDM car. In our mind, it’s best suited to classics like the FC RX-7, though. A staggered 9.5Jx17in front; 10.5Jx17in rear fitment, as seen here on Kohei Miyata’s 350bhp example, will work a treat.

Tech spec

Available in: 16-17in diameter. 8.5-9.5in widths. 5×114.3 PCD. various offsets. Wheel type: Three-piece, five-spoke. Colors available: Silver centers (custom colors to order).

Where to buy: Discontinued but try eBay

Enkei RPF1 wheels for Mazda RX-7

Enkei RPF1

Enkei’s sexy RPF1 reminds us of a 90’s Formula One wheel which, when you consider Enkei made F1 wheels back then and F1 is part of the wheel’s name, that sort of makes sense. Available in dimensions ranging from 14in to 17in the split six-spoke single-piece design is simply stunning.

Tech spec

Available in: 14-18in diameter. 7-10.5in widths. 5×100 – 5×114.3 PCD. ET18 to 45 offset. 66.5 – 73mm center bore. Weight: 18.52 lbs – 41 lbs (8.4 kg – 19.05 kg). Wheel type: Cast monoblock. Colors available: Silver, Black, Chrome, Gold.

Where to buy: Torque GT

Mazdaspeed MS-01 LM wheels for Mazda RX-7

Mazdaspeed MS-01 LM

The OG Mazdaspeed MS-01 (not to be confused with the reproduced single-piece forged option)  is another classic five-spoke split-rim that just suits the retro styling of the FC RX-7 perfectly. A staggered set of 17s will do nicely and if you wanna be baller, then you need to opt for gold centres with a polished lip.

Tech spec

Available in: 17in diameter. 7 – 9in widths. 5×114.3 PCD. ET30 – 44 offsets. 73mm center bore. Weight: Unknown. Wheel type: Two-piece split rim. Colors available: Silver or Gold centers, polished lip

Where to buy: Discontinued but try eBay

BBS RS wheels for Mazda RX-7

BBS RS

If you’re after an OEM+ look for your FC, then BBS’s legendary three-piece wheel will offer you a factory style, but in a more tailored fitment. With so may various fitments available, you need to work out exactly the correct look you want for you car before searching eBay for those wheels. Thankfully, spares are readily available, too.

Tech spec

Available in: 14 – 18in (19 – 20in Super RS) diameter. 6 – 13in widths. 4×98 – 5×130 PCD. -79 – 62 offsets. Centre bore: 57 – 73.9. Wheel type: Three-piece, multi-spoke design. Weight: 10.9kg (19″ Super RS). Colors available: Silver, gold, grey with polished lip

Where to buy: Super RS and spares: BBS.com or Classic RS: eBay

Super Advan Racing Version 2 for Mazda RX-7

Super Advan Racing Version 2

When you think of three-spoke wheels, then the Super Advan Racing Version 2 has got to be the most recognized. With its distinctive split three-spoke design this iconic wheel lends itself perfectly to Mazda’s classic FC RX-7. Sadly, these have been discontinued, but eBay could well be your friend…

Tech spec

Available in: 17-18in diameter. 7.5-10in widths. 4×100 & 5×114.3 PCD. ET 24 to +48 offset (custom to order). Wheel type: Two-piece, split three-spoke design. Cast with forged rim. Colors available: Silver, gold, chrome, blue, red, gun metal

Where to buy: Discontinued but try eBay

Rays VOLK TE37

Rays VOLK RACING TE37

When it comes to aftermarket JDM wheels then the Rays’ Volk Racing TE37 has got to be one of the most highly-regarded. Let’s face it, these wheels look good on pretty much everything. The race-inspired wheel comes in a simple six-spoke design and works in pretty much any colour.

Tech spec

Available in: 14-18in diameter. 7-12in widths. 4×114.3 – 5×120 PCD. ET -33 to +40 offset. 65mm-73.1mm center bore. Weight: 9.92 lbs-18.74 lbs (4.5 kg-8.5 kg). Wheel type: Forged monoblock. Colors available: Grey centers with polished lip or bronze.

Where to buy: RAYS Wheels UK

Panasport Racing G7 C5C2 wheels

Panasport Racing G7 C5C2

Panasport’s G7 C5C2 is a chunky five-spoke two-piece split rim that looks good on any classic JDM car, but especially the FC RX-7. We have seen exotic fitments such as a 9 x 17in front & 10 x 18in rear, but it all comes down to personal taste

Tech spec

Available in: 15-18in diameter. 6-15in widths. 5×114.3 PCD. Various offsets. Wheel type: Two-piece, five-spoke design. Colors available: Silver, gold, grey with polished lip

Where to buy: Discontinued but try eBay

Rota Grid wheels for RX-7

Rota Grid

A great entry-level wheel, you really can’t go far wrong with Rota’s five-spoke Grid. It’s a simple, clean design that borrows from a lot of classic JDM wheels. In a 8 x 17in (front) and 9 x 17in (rear) fitment, this would give an aggressive stance and yet still make the perfect daily driver rim.

Tech spec

Available in: 15 – 19in diameter. 7 – 10in widths. 4×100 – 5×120 PCD. ET10 to 45 offset. Various center bores. Wheel type: Cast monoblock. Weight: 11.57 lbs – 18.74 lbs  (5.25 kg – 8.5 kg). Colors available: Various

Where to buy: Rota Wheels

WORK Equip 05 wheels

WORK Equip 05

Another classic five-spoke (that has sadly been discontinued) which works so well on the FC RX-7. While not available to buy new, these do crop up on eBay regularly and work well in a staggered 9- and 10 x 17in fitment with 205/40 tires all around.

Tech spec

Available in: Any diameter. Any widths. 4×98 – 5×130 PCD. Any offset. Any center bore. Weight: Depends on spec. Wheel type: Three-piece split rim. Colors available: Gold & silver (standard), plus custom options.

Where to buy: Discontinued but try eBay or buy spares at WORK Wheels

A front right side shot of a green and black Mazda Quad Rotor RX 7

Best aftermarket wheels for the Mazda RX-7 FD

Launched in 1992, the FD RX-7 is by far the most popular of Mazda’s rotary-powered cars and, as a result, the aftermarket is flooded with parts for the iconic machine. While the car has aged extremely well since its release over 30 years ago, the same can’t be said for the factory wheels.

In fact, this was a point we picked up on in our RX-7 FD Tuning Guide: “One of the few components that hasn’t aged too well is the wheels, which generally are small and dated, and even the ‘best’ wheels – the 17-inch BBS wheels from the late Spirit R model – are pretty tame.” On the plus side (pardon the pun), the standard FD arches are quite spacious, so 9.5 × 18in wheels with an ET20 offset, combined with fairly substantial 245 wide front and 265 wide rear tires, fit with no issue at all, fill the arches nicely, and can give massive amounts of grip.

Choosing the dimensions is the easy part, though. Thankfully, our guide to the 10 best wheels will hopefully help you choose and style and design that works best on your car.

RAYS Volk Racing VR21C wheels for Mazda RX-7

RAYS Volk Racing VR21C

As seen on 700bhp FD RX-7 example in 10.5x18in fitment, with its unique five spokes design, the VR21C is set to be a future classic and finished in bronze with Thunderbolt Titanium wheel nuts, well, it doesn’t get any better.

Tech spec

Available in: 18in diameter. 8-12in widths. 5×11 – 5×114.3 PCD. Offsets: -30 – 35. Center bore: 65 – 73.1. Wheel type: Forged monoblock. Weight: Dependent on spec. Colors: Dark gunmetal or bronze, both with polished lip.

Where to buy: RAYS Wheels

WORK Meister S1 3P

WORK Meister S1 3P

Split-rims don’t come any more cool or timeless than WORK’s legendary Meister S1 3P. While it looks good on most JDM cars, if we had to choose one RX-7 to fit it to then that would have to be the FD. For fitment on a wide-body car we’d suggest a 9.5x18in (front) and 11.5x18in (rear) with 255/35×18 and 295/40×18 tires.

Tech spec

Available in: 18-19in diameter. 8-16in widths. 4×98 – 5×130 PCD. Various offsets. Various center bores. Wheel type: Three-piece split rim. Weight: Dependent on spec. Colors available: Various

Where to buy: WORK Wheels

Rotiform LHR-M wheels

Rotiform LHR-M

The Rotiform brand is becoming ever more popular on JDM cars and its LHR-M forged three-piece works perfectly on the FD RX-7 as seen here on The Kyza’s car.

Tech spec

Available in: Rotifom’s Custom Spec range, so all sizes, widths and dimensions available to suit you vehicle. Wheel type: Forged one-, two- or three-piece. Weight: Dependent on spec. Colors available: Custom (15 colors to choose from)

Where to buy: Find your local Rotiform dealer.

SSR Professor TF1 wheels for Mazda RX-7

SSR Professor TF1

SSR’s Professor TF1 is a timeless multi-spoke split rims that works well on wide-body cars, as seen here. Aim for a 9.5×18 ET minus 26 (front); 11.5×18 ET; minus 52 (rear) fitment with 245/35×18 (front); 285/38×18 (rear) tires.

Tech spec

Available in: 18- 20in diameter. 7-13in widths. 5×98 – 5×130 PCD. ET-52 to 62 offset. Centre bore: 71.6 – 74.1. Wheel type: Three-piece split rim. Weight: Dependent on weight. Colors available: Various

Where to buy: SSR

ADVAN Racing GT wheels for Mazda RX-7

ADVAN Racing GT

If you’re looking for light and strong wheels with open spokes (to aid brake cooling) then ADVAN’s fully forged Racing GT five-spoke is the one. For fitment, 9.5x18in (front) and 10.5x18in (rear) Advan GT wheels with 255/35 (f) and 295/30 (r) should do the trick, as seen here.

Tech spec

Available in: 19-21in diameter. 8.5-12in widths. 5×100 – 5×120 PCD. ET0 to 50 offset. Unknown center bore. Wheel type: Forged monoblock. Weight: 21 lbs (9.55 kg) for a 10 x 20in. Colors available: Various

Where to buy: ADVAN Wheels

WORK Emotion GT5 wheels

WORK Emotion GT5

If you’re after a single-piece wheel that comes in a staggered fitment, then WORK’s Emotion GT5 is a great choice, as seen here. A three-piece version is also available. As for fitment, a 10.5×18-inch ET-1 (front) and 12.5×18-inch ET-20 (rear) with 225/35 (f) and 285/30 (r) tires is the sweet spot.

Tech spec

Available in: 18in diameter. 9 – 10in widths. 5×100 – 5×114.3 PCD. Various offsets. Various center bores. Wheel type: Single-piece cast wheel. Weight: Unknown. Colors available: Bronze, Matte Black or Silver

Where to buy: WORK Wheels UK

Fifteen52 Bergmeister wheels

Fifteen52 Bergmeister

With its split five-spoke star design, Fifteen52’s Bergmeister was the result of a collaboration it had with Australian Mercedes tuner, Dkubus, but some how it works really well on the curvy FD, especially running a wide-body set-up, As seen here on Sim’s Rocket Bunny car the forged three-piece works a treat in 10.5x18in (front) and 14x18in (rear) fitment.

Tech spec

Available in: Fully custom, made to order wheels. Type: Forged three-piece using forged 6061 aluminum centers. Colors available: Various

Where to order: Fifteen52

RAYS Volk Racing CE28N wheels for mazda rx-7

RAYS Volk Racing CE28N

The Volk Racing CE28N is the lightest wheel RAYS produce. This forged ten-spoke is super light (the 18in is 7.26kg to be precise), mega strong and in 9×17 (front) 10×17 (rear) as seen here on Drag Performance’s car, the forged monoblock wheels absolutely smash it.

Tech spec

Available in: 15-18in diameter. 6.5-8.5in widths. 5×114.3 PCD. ET30 to 42 offset. Center bore: Various. Wheel type: Forged monoblock. Weight: 8 lbs-16 lbs (3.63 kg-7.26kg). Colors available: Various.

Where to buy: RAYS Wheels UK

Weds Kranze ERM wheels

Weds Kranze ERM

If you’re after a multi-piece mesh design wheel, then the Weds Kranze ERM is a classic choice and if you’re after an extreme fitment then you won’t beat a 10x18in (front) and 14.5x18in (rear) as seen here.

Tech spec

Available in: 17 – 18in diameter. 7 – 14.5in widths. 5×114.3 PCD. Offset: Various. Centre bore: Various. Wheel type: Three-piece split-rim. Weight: Dependent on size. Colors available: Various.

Where to buy: Discontinued but try eBay

Mazdaspeed MS-02 wheels for RX-7

Mazdaspeed MS-02

Mazdaspeed’s MS-02 (produced for the Mazda tuner by Rays) is our favorite wheel for the FD RX-7. Its chunky, aero design gives the car an almost caricature appearance, which is always a good thing in our mind. If you can locate a set, then a staggered 17in fitment will guarantee you baller status.

Tech spec

Available in: 17in diameter. 7 – 9in widths. 5×114.3 PCD. ET30 – 44 off-sets. 73mm center bore. Weight: Unknown. Wheel type: Single-piece monoblock. Colors available: Silver or Gold centers, polished lip.

Where to buy: Discontinued but try eBay

The post Best Mazda RX-7 Wheels appeared first on Fast Car.

Best Nissan Skyline GT-R Wheels

The Nissan Skyline GT-R tuning market is absolutely huge, so to help you, we’ve chosen the best aftermarket wheels for each generation GT-R.

Fitting aftermarket wheels to any car can be something of a minefield, but if you’re thinking about changing the wheels on a Nissan Skyline GT-R then boy do you need to choose wisely in order to get it right.

What to look out for…

Obviously, split-rims look fantastic and are great if you want a custom fit and finish, but if you’re more focused on all-out performance – where weight-saving and strength is order of the day – then you can’t really beat a set of forged monoblocks. Unfortunately, quality does come at a price, and sadly neither of these first two choices are exactly what you’d call cheap. But then, do you really want to fit cheap wheels to your Skyline GT-R?

If you are working with a slightly tighter budget, though, then there are still some nice single-piece cast wheels available that won’t break the bank. So long as you stick with the simple, timeless designs and a reputable brand, then you won’t go far wrong.

Modified Nissan Skyline R32 GT-R

Try to avoid…

We’d suggest you avoid the super cheap replicas or poor quality fake split-rims at all costs. The last thing you want is a wheel that is going to bend at the first pot hole you drive over or dummy bolts that will corrode at the first sight of salt on the roads.

We’ve compiled this article to help you choose the correct wheel for your GT-R and not wind up with serious egg on your face down to poor choice.

Note: If you’re intending to drive your car hard then we’d always recommend you stick to the same wheel and tire sizes all round to avoid issues with the four-wheel drive system. A staggered set-up should only really be chosen for static display purposes.

Relevant content – Here’s our guide to offsets, sizes, and everything else you need to know about alloy wheels

Tuned R32 Skyline GT-R

5 best wheels for the Nissan Skyline GT-R R32

Launched in 1989, Nissan’s R32 GT-R is the OG when it comes to Skylines and the car that needs most consideration if you’re thinking about going down the modified route. With second-hand prices soaring and unmolested examples becoming a rare thing, you really need to think wisely about the wheels you fit to this cult classic in order not to ruin the car. It may sound like a cliché, but wheels do make the car – especially one as iconic as the R32 GT-R.

As we stated in our R32 Skyline GT-R Tuning Guide the iconic Japanese supercar slayer came with just 7 x 16in rims as standard, but this can easily be beefed up with either some wider tires to increase the car’s footprint, or a swap to some larger 17in or 18in wheels.

Most will tell you a 9.5 x 18in wheel with a 265-section tire is the recommended sweet spot, as not only does it fill the arches nicely, but opens up a wide range of both wheel and tore options at various price points. However, if you’re fitting a wide bodykit or going drag racing, then you may favor something a little more aggressive or even a staggered set up. We just wouldn’t recommend the latter on a daily driver…

Here are our top five aftermarket wheels for the R32 GT-R trying to accommodate the various budgets and applications you may be working with.

Rays VOLK Racing TE37V Skyline GT-R wheels

Rays VOLK Racing TE37V

Probably the ultimate wheel for a standard-bodied R32 GT-R is the fully-forged, single-piece Volk TE37V from Rays. When it comes to fitment, 9.5 x 18in all round with a 255/35 tire will do nicely and a grey center with a polished lip will finish things off perfectly.…

Tech spec

Available in: 14-18in diameter. 7-12in widths. 4×114.3 – 5×120 PCD. ET -33 to +40 offset. 65mm-73.1mm center bore. Weight: 9.92 lbs-18.74 lbs (4.5 kg-8.5 kg). Wheel type: Forged monoblock. Colors available: Grey centers with polished lip or bronze.

Where to buy: RAYS Wheels

WORK VS-XX Skyline GT-R wheels

WORK VS-XX

If you’re running a wide body-kit then WORK’s VS-XX multi-spoke is perfect because it’s available in pretty much any size and finish you can dream up. A staggered set of 11- and 12 x 18in would work perfectly on a wide body-kitted car.

Tech spec

Available in: Any diameter. Any widths. 4×98 – 5×130 PCD. Any offset. Any center bore. Weight: Depends on spec. Wheel type: Three-piece split rim. Colors available: Gold & silver (standard), plus custom options.

Where to buy: WORK Wheels

Nismo GT1 440-R GT-R aftermarket wheels

Nismo GT1 440-R

Tough, timeless and purposeful. If you can find a set, then Nismo’s multi-piece GT1 440-R is arguably our favorite R32 GT-R wheel ever. Its simple five-spoke design is great for showing off big brakes and the rarity value with give you kudos for days.

Tech spec

Available in: 18in diameter. 9.5in widths. 114.3 PCD. ET +14 offset. 66.1mm center bore. Weight: Unknown. Wheel type: Three-piece split rim. Colors available: White centers with polished lip.

Where to buy: Ebay

Enkei RPF1 GT-R aftermarket wheels

Enkei RPF1

If you’ve built a pure driver’s car and you’re after a motorsport-inspired wheel that’s very strong and pretty light, then we suggest running Enkei’s RPF1 in 9.5 x 17in diameter, allowing for a semi slick tire with a decent sized tire wall. These will tip the scales at a little over 16kg a pop.

Tech spec

Available in: 14-18in diameter. 7-10.5in widths. 5×100 – 5×114.3 PCD. ET18 to 45 offset. 66.5 – 73mm center bore. Weight: 18.52 lbs – 41 lbs (8.4 kg – 19.05 kg). Wheel type: Cast monoblock. Colors available: Silver, Black, Chrome, Gold.

Where to buy: Torque GT

Rota GTR-D aftermarket GT-R wheels

Rota GTR-D

If you’re looking for a deep, aggressive wheel on a budget then you can’t go far wrong with Rota’s single-piece, cast GTR-D in a 10 x 18in fitment. The wheel looks far more expensive than it costs and was named after the car in question, so go figure…

Tech spec

Available in: 18in diameter. 9.5-12in widths. 5×114.3 PCD. ET 0 to 35 offset. 73mm center bore. Weight: 18.74 lbs – 24.25 lbs (8.5 kg-11 kg). Wheel type: Cast monoblock. Colors available: Gunmetal, White, Bronze, Hyper Black, Black, Black 2, Silver with polished lip

Where to buy: Rota

The side profile of a tuned Nissan Skyline GT-R R33.

5 best wheels for the Nissan Skyline GT-R R33

The R33 Nissan Skyline GT-R, which went on sale in 1995, was slightly larger, faster and heavier than the R32, plus it also boasted more room in the wheel arches. As a result, it came on larger wheels as stock. As we mentioned in our Nissan Skyline GT-R R33 Tuning guide, the car rolled out of the factory on 9 x 17in ET30 rims, but due to those larger arches, it can accommodate 18s or 19s without problem. You should be able to run a 10 or even 11in wide rim with some 305-section tires in a stock arch.

As for the style and wheel type, similar to the R32, it’s still the classic, timeless designs that work best on the R33. The idea here is to complement the car, not take away from the impact of its iconic appearance. While rare wheels work well, there are still some off-the-shelf applications that also have plenty of street cred.

Rota Grid aftermarket gt-r wheels

Rota Grid

If you’re building on a budget, then you really can’t go far wrong with Rota’s five-spoke Grid. It’s a simple, clean design that borrows from a lot of classic JDM wheels and in a 10 x 18in fitment, with a 265/35 tyre, would give an aggressive stance and yet still make the perfect daily driver rim.

Tech spec

Available in: 15- 9in diameter. 7-10in widths. 4×100 – 5×120 PCD. ET10 to 45 offset. Various center bores. Wheel type: Cast monoblock. Weight: 11.57 lbs – 18.74 lbs  (5.25 kg – 8.5 kg). Colors available: Various

Where to buy: Rota Wheels

BBS LM GT-R aftermarket wheels

BBS LM

It might seem unusual to run a German wheel on a JDM car, but when you’re talking about BBS’s legendary multi-piece LM, then no excuse is needed. Gold centers with a brushed lip and black hardware looks good on any colored car and a 10 x 18in wheel will nail the fitment. These tip the scales at 11kg a piece.

Tech spec

Available in: 17-20in diameter. 7-11in widths. 4×100 – 5×130 PCD. ET20 to 56 offset. 71.6mm center bore. Wheel type: Forged split-rim. Weight: 22.93 lbs- 27 lbs (10.4 kg-12.7 kg ). Colors available: Brilliant Silver, Gold, Diamond Black.

Where to buy: BBS

WORK Meister S1 3P wheels

WORK Meister S1 3P

Split-rims don’t come any more cool or timeless than WORK’s legendary Meister S1 3P. While it would look good on any generation GT-R, if we had to choose one to fit it to then that would have to be the R33 – those curvy spokes just match the car’s swooping body lines perfectly and again, fit and finish options are seemingly endless. It isn’t called a ‘custom’ wheel for nothing…

Tech spec

Available in: 18-19in diameter. 8-16in widths. 4×98 – 5×130 PCD. Various offsets. Various center bores. Wheel type: Three-piece split rim. Weight: Dependent on spec. Colors available: Various

Where to buy: WORK Wheels

RAYS Volk Racing CE28N wheels

RAYS Volk Racing CE28N

The Volk Racing CE28N is the lightest wheel RAYS produce. The forged ten-spoke is super light (the 18in is 7.26kg to be precise), mega strong and in 8.5 x 18in fitment, about as good as it gets for all-out performance. Opt for a bronze finish if you wanted be proper baller, plus it’s the only color available.

Tech spec

Available in: 15-18in diameter. 6.5-8.5in widths. 5×114.3 PCD. ET30 to 42 offset. Wheel type: Forged monoblock. Weight: 8 lbs-16 lbs (3.63 kg-7.26kg). Colors available: Bronze.

Where to buy: RAYS Wheels

Blitz Techno Speed Z1 aftermarket gt-r wheels

Blitz Techno Speed Z1

When it comes to ultimate R33 GT-R wheels, then the Blitz Techno Speed Z1 has got to be up there with the best of them, especially in a 10 x 19in fitment. For full scene points, opt for a gold center with a polished lip. The only issue here may be finding a set second-hand as these have been out of production a while.

Tech spec

Available in: 17-20in diameter. 8-11in widths. 4×100 – 5×114.3 PCD. ET 15 to 45 offset. Unknown center bore. Wheel type: Three-piece split rim. Weight: Unknown. Colors available: Various.

Where to buy: eBay

Side profile shot of Tuned Nissan Skyline GT-R R34

5 best wheels for the Nissan Skyline GT-R R34

You can’t really mention the R34 Nissan Skyline GT-R without referring to Fast and the Furious or Paul Walker. It was Brian O’Conner’s (the character Paul played in the film) silver R34 that really put this car on the tuning map. Launched in 1999, the R34 had a much more grown up appearance to it. The car still looked like a Skyline, but had a less sleek and more aggressive appearance. It had also once again grown in size over its predecessor (with more power, too, despite the Gentleman’s Agreement) and, as a result, came with even larger wheels as stock.

If you read our Nissan Skyline GT-R R34 Tuning Guide then you’ll know we mentioned the car came from the factory on 18in forged alloy wheels. ‘Light, tough and wide enough for seriously sticky rubber they have plenty of room for the biggest of brake kits’, we wrote. The only reason to alter them is if you want to change the style or add a greater rubber footprint. And, inevitably, that’s exactly what tuners and enthusiasts the world over wasted no time in doing. While wider 18in wheels are still popular, if you’re going to the trouble of swapping the hoops then we’d suggest stepping up to a 19in or, if you’re more into the cosmetic enhancements, even a 20in.

Here are our top five Skyline GT-R R34 wheels, which include styles and designs to suit all budgets and applications, whether you’re showing, drifting or dragging your car.

ADVAN Racing GT GT-R wheels

ADVAN Racing GT

If you’re accommodating huge brakes (think 400mm+ discs) then only whopping 12 x 20in wheels (with 285/35 rubber) will do. And if you’re looking for light and strong wheels with open spokes (to aid brake cooling) then ADVAN’s fully forged Racing GT five-spoke is the one.  A gloss black finish is surely the only way to go…

Tech spec

Available in: 19-21in diameter. 8.5-12in widths. 5×100 – 5×120 PCD. ET0 to 50 offset. Unknown center bore. Wheel type: Forged monoblock. Weight: 21 lbs (9.55 kg) for a 10 x 20in. Colors available: Various

Where to buy: ADVAN Wheels

Rotiform LSR-M wheels

Rotiform LSR-M

The Rotiform brand is becoming ever more popular on JDM cars and seeing Jean Pierre Kraemer’s (of JP Performance) R34 here on LSR-M forged monoblock kind of proves that. A purposeful 10 x 19in fitment on an R34 allows for a chunky tire with a decent sidewall and cut slick tread pattern.

Tech spec

Available in: Rotifom’s CustomSpec range, so all sizes, widths and dimensions available to suit you vehicle. Wheel type: Forged one-, two- or three-piece. Weight: Dependent on spec. Colors available: Custom (15 colours to choose from)

Where to buy: Find your local Rotiform dealer.

HRE 446R wheels

HRE 446R

Although now discontinued, how could we leave out the very wheel fitted to Paul Walker’s silver R34 in Fast and Furious? HRE’s iconic six-spoke split-rim screams JDM, which is probably why the produces chose it in the first place. We believe the car in the film ran a 10 x 19in wheel with a 285×30 tire, so if you do find a set for sale then that’s the ones to look out for.

Tech spec

Available in: 19in diameter. 10in widths. 5×114.3 PCD. Unknown offset. Unknown center bore. Wheel type: Three-piece split rim. Weight: Unknown. Colors available: Silver center with polished lip.

Where to buy: Wheel discontinued but try eBay.

SSR Professor SP5 wheels gt-r

SSR Professor SP5

SSR‘s Professor SP5 is a high-end ten-spoke multi-piece wheel which looks good in High Metal Bronze finish with a polished step lip. These are available in a number of diameters from 18 – 20in, although we’d stick with a 10 x 19in.

Tech spec

Available in: 18-20in diameter. 7-13in widths. 5×100 to 5×114.3 PCD. ET -39 to 62 offset. 73-74.1mm center bore. Wheel type: Three-piece split rim. Weight: Unknown. Colors available: Standard colors are High Bright Silver, High Bright Bronze. Custom finish available.

Where to buy: Driftworks

Enkei RS05RR GT-R wheels

Enkei RS05RR

If you’re running a wider-bodied car then you need to go for an aggressive fitment and Enkei’s RS05RR, in a 11 x 18in (ET +16) with a 295/35 tire will give you just that. Expect this sized wheel to weigh just over 20kg each.

Tech spec

Available in: 18in diameter. 8.5-11in widths. 5×100 – 5×120 PCD. ET22 to 45 offset. 66.5-75mm center bore. Wheel type: Flow formed monoblock. Weight: 39.88 lbs-45.28 lbs (18.07 kg – 20.54 kg). Colors available: Matt Gunmetal or Sparkle Silver.

Where to buy: Enkei

Side profile shot of world's fastest Nissan GT-R

5 best wheels for the Nissan GT-R R35

When the R35 (or GT-R, as it was simply called) rolled out of the factory in 2008, it was an instant hit with the world’s media and enthusiasts alike. As we mentioned in our Nissan GT-R R35 Tuning Guide, the R35 came standard on 9.5x20in wheels (10x20in for Nismo variants) with run flat tires. While these tires may help you out if you get a flat they don’t offer the same kind of ride or grip as you will get from a set of non-run flat options from the likes of Yokohama or Michelin, so many people opt for a 10x20in wheel with a more performance-orientated type.

If you’re thinking about swapping your factory wheels then the sky really is the limit when you looking to fill those cavernous factory arches, with plenty of sizes available from 20-22in. Here’s out top five choices to get you inspiration going…

Enkei SR01MG gt-r wheels

Enkei SR01MG

They advise you not to run a staggered set-up on all-wheel-drive cars, but if it’s good enough for Top Secret’s 230mph 1100bhp demo, that runs a 10x20in and 11x20in set-up, then it’s good enough for us. Enkei’s SR01MG is a split six-spoke forged magnesium monoblock which comes in Piano Black only. These weigh in at 8.8kg and 9.9kg respectively and only 40 units were ever made, so they’re about as rare as they come.

Tech spec

Available in: 20in diameter. 10-11in widths. 5×114.3 PCD. ET15 to 35 offset. 66mm center bore. Wheel type: Forged magnesium monoblock. Weight: 19.4 lbs-21.83 lbs (8.8 kg-9.9 kg). Colors available: Piano Black.

Where to buy: Enkei

BBS RI-D wheels

BBS RI-D

The BBS RI-D monoblock has a real classy, almost OEM look to it, especially in the Diamond Black finish. BBS claimed the forged wheel was the first to be made from extra-super duralumin alloy, which is as strong and durable as it sounds. Available in 19in, 20in and 21in plus a number of widths this wheel ticks pretty much every box for us.

Tech spec

Available in: 19-21in diameter. 8-12in widths. 5×108 – 5×130 PCD. ET10 to 71.6 offset. 63.4-72.5mm center bore. Wheel type: Forged Duralumin monoblock. Weight: (7.3 kg-10 kg). Colors available: Diamond Golf, Diamond Silver, Diamond Black, Matte Black.

Where to buy: BBS

WORK Emotion CR-2P

WORK Emotion CR-2P

In the Emotion CR-2P WORK have taken the popular CR Kiwi design and created a two-piece wheel with hidden hardware, that allows a whole number of fits and finishes. We’d suggest a 10.5 x 20” wheel on your R35, but the finish? Well, that’s down to you…

Tech spec

Available in: 17-20in diameter. 7.5-12.5in widths. 4×98 – 5×120 PCD. Various offsets. Various center bore. Wheel type: Two-piece split rim. Weight: Dependent on spec. Colors available: Fully custom choice. 

Where to buy: WORK Wheels

RAYS Nismo LMGT4

RAYS Nismo LMGT4

The limited edition LMGT4 is the result of a collaboration between renown wheel manufacturer RAYS and famed Nissan tuner Nismo. It was designed specifically with the GT-R in mind and for the R35 we’d suggest actually stepping down in diameter to 10.5 x 19in with a chunky cut slick tire. Gloss black all the way with this one, as it’s the only option…

Tech spec

Available in: 18-19in diameter. 9.5-10.5in widths. 5×114.3 PCD. ET12 to 15 offset. 66mm center bore. Wheel type: Forged monoblock. Weight: 19.4 lbs (8.8 kg) for 9.5 x 18in. Colors available: Gloss Black.

Where to buy: RAYS Wheels UK

CCW Corsair C10 wheels

CCW Corsair C10

If you’re after a serious drag set-up then CCW’s fully-forged single-piece Corsair C10 is perfect. Okay, it’s not the cheapest, but it’s up there with the lightest and toughest around. A good set up for the strip is 10 x 18in and 12 x 18in with staggered 275/45 and 345/35 drag slicks.

Tech spec

Available in: 18-20in diameter. 6-13in widths. Multiple PCDs. Various offsets. Multiple center bores. Wheel type: Forged monoblock. Weight: Dependent on spec. Colors available: 22 colors to choose from.

Where to buy: CCW

The post Best Nissan Skyline GT-R Wheels appeared first on Fast Car.

The 2025 Mini JCW Countryman Is a Compact SUV With a Dash of Mini Charm

Mini says the vehicle you see here, the 2025 John Cooper Works Countryman, embodies “charismatic simplicity.” Oliver Heilmer, head of design at Mini, used that phrase a whole bunch of times while presenting the new Countryman in Lisbon a few weeks back. After driving the JCW version, I can confirm that there’s some level of charisma built into this two-box crossover. Simplicity? I’m not so sure about that one.

The all-new third-generation Countryman is the biggest member of the totally revamped Mini family. All three models—the traditional hardtop, the five-door Aceman which debuts later this year, and the Countryman—have been completely redesigned as Mini moves toward electrification. And make no mistake, the Countryman is big, having grown more than 2 inches taller and 5 inches longer than its predecessor. It’s got roughly the same footprint as a Bronco Sport, though the Ford’s roofline tops the Mini’s by a good four inches.

Quick Specs2025 Mini John Cooper Works Countryman
EngineTurbocharged 2.0-Liter Four-Cylinder
Output312 Horsepower / 295 Pound-Feet
0-62 MPH5.4 Seconds
Base Price$47,895
On-Sale DateMay 2024

The new Countryman is about as large as you could handle while zipping along coastal Portugal’s narrow roads. On these tight, twisty routes, you might swing blindly around a curve to find an oncoming coach bus taking up its entire lane and a good chunk of yours. Here, the Countryman’s newfound spaciousness was bracingly evident. On American highways, you’ll stay cool in the shade cast by the pickup trucks around you.

JCW trim brings pretty big power: 312 hp and 295 lb-ft of torque for US models, coming from a turbocharged 2.0-liter four-cylinder mated exclusively to a 7-speed dual-clutch transmission and all-wheel drive. Mini says this combo is good for a 5.4-second sprint to 62 mph, and a sport-sedan-like 155-mph top speed. Pricing starts at $47,895, and US deliveries are expected to begin in May.

2025 Mini John Cooper Works Countryman First Drive Review

Pros: Properly Quick, Nice Ride, Minimalist Interior

On the road, it feels properly quick. The engine redlines at 6,500 rpm, but makes its power in the midrange. That’s handy, because the transmission takes a bit longer to react to the wheel-mounted paddle shifters than you’d expect from a dual-clutch. Better to toggle the gearbox from D to S, which holds gears longer and does a fine job of shifting for itself on a winding back road. A long pull of the downshift paddle engages Boost mode, activating all of the maximum performance settings for 10 seconds.

Unlike other JCW models, the Clubman’s multi-mode exhaust is unerringly polite, even in its loudest mode. Most of the engine note that you hear comes through the speakers, a sporty synthetic growl laid over the four-cylinder’s moan. Mini didn’t provide many details on the suspension changes that come with the JCW package, other than to confirm that this version gets adaptive dampers and sport steering. On the road, the JCW has good ride quality and body control, even with the dampers to their firmest setting. The steering is quick and precise, if electrically numb, and braking is confident.

Mini is known for its cartoonishly retro interiors, but the Countryman’s plastic facsimile of an Issigonis-era dashboard is pretty faithful. Conceptually, I love the brisk minimalism of this layout. There’s no “center stack” to speak of; All physical buttons are contained in a tiny mail slot beneath the enormous dashboard screen, a 9.5-inch disc claimed to be the first circular OLED display in a production vehicle. You’ll use your old-fashioned digits to twist the engine-start switch (a skeuomorphic callback to an ignition key), flip from Reverse to Drive, toggle through drive modes, or—thank heavens—change the stereo volume. For everything else, you’ll have to smudge up that dinner-plate-sized screen.

2025 Mini John Cooper Works Countryman First Drive Review

This is where “charismatic simplicity” starts to fray. Cramming the speedometer, tachometer, fuel gauge, stereo settings, climate controls, nav system and god knows what else into one overstuffed display screen ends up being more jarring than charming. Plus, throughout my drive, the touchscreen was laggy and the GPS consistently ran a few seconds behind—not what you want when you’re the only tourist holding up traffic in the spiderweb center of an unfamiliar town.

I’m willing to blame some of the screen snags on pre-production software and spotty cellular connectivity. But even in tip-top shape, much rests on the display disk’s bezel-less shoulders.

Mini is all about personalizing your ride. That used to come via hood stripes and roof-sized Union Jacks, but with the new Clubman, the tweaks are digital. Hence the eight drive modes—each of which splashes a new font and color scheme across the display, adjusts the ambient interior lighting, and plays a little ditty to let you know whether you’re in Vivid, Core, Green, Timeless, Balance, Personal, Trail, or Go Kart mode. (Thankfully, the driver’s head-up display keeps showing your speed and GPS while the center screen does this whole dance.)

2025 Mini John Cooper Works Countryman First Drive Review

Cons: Dinner-Plate-Sized Screen, Electrically Numb Steering, Big And Heavy

The Countryman is Mini’s volume model, meant to duke it out among all the other high-riding utility five-doors that have taken over the US car market like invasive species. A line from the press release gives away the game: “With its increased versatility and dimensions, the all-new Mini Countryman is now classified as a SUV in the US market.” The previous Countryman, at least in the eyes of the US EPA, was a midsize car.

For lots of complex reasons, it’s beneficial to Mini to have the Countryman classified as an SUV. Getting there required making the model bigger and heavier, as well as giving it SUV-worthy ground clearance. That’s pretty antithetical to the whole Mini thing. It’s impressive that the company was able to coax some charisma out of such a package, even if the execution isn’t quite so simple.

More Mini Reviews

Mini Cooper SE Convertible Prototype First Drive: Driving The Droptop Future
2022 Mini John Cooper Works Convertible Review: A Tough Sell

Competitors

BMW X1 M35i AMG GLA-Class

2025 Mini John Cooper Works Countryman
EngineTurbocharged 2.0-Liter Four-Cylinder
Output312 Horsepower / 295 Pound-Feet
TransmissionSeven-Speed Dual-Clutch
Drive TypeAll-Wheel Drive
Speed 0-62 MPH5.4 Seconds
Maximum speed155 Miles Per Hour
Weight3,825 Pounds
Seating Capacity5
Cargo Volume51.2 Cubic Feet
On SaleMay 2024
Base PriceBase: $47,895

300mph Is The Target For Updated Hennessey Venom F5

A decade on from building the world’s fastest car, the Texan tuners plan to celebrate in style with an updated Hennessey Venom F5.

Back in 2014, I remember there being a sudden stir online. News emerged from the Deep South that America had built a hypercar, a hypercar which looked suspiciously like an elongated Lotus Exige. But that wasn’t what all the fuss was about. No, instead, the noise was surrounding what this Frankenstein’s monster had achieved. The Hennessey Venom GT, as it was called, had clocked a top speed of 270.49mph, and in doing so, had blown the might of Bugatti out of the water. The world’s fastest car was no longer an Alsatian behemoth funded by Volkswagen, it was a quirky American project from a company that nobody had ever heard of. Well, I think it’s fair to say that the Venom GT put the Hennessey car tuning company firmly on the map.

Hennessey Venom GT

The original Venom GT of 2014

Anyway, it’s scary to think about, but 2014 was a decade ago now, so to celebrate the ten-year anniversary of their impressive feat, Hennessey has some suitably big plans for the celebration. See, while the 2014 Venom GT remains the fastest manual transmission car in the world, the outright record now sits with the Bugatti Chiron Super Sport 300+ which clocked an insane 304mph top speed. So, what better way to honor the old Venom than to develop the new Venom F5 to a point where it can join Bugatti as part of the 300-club?

yellow Hennessey Venom F5

Hennessey Venom F5

Incase you’re unaware, it’s worth pointing out that the Hennessey Venom has come a long way from its days of cosplaying as a Lotus. The current Venom F5 model has its own definitive style, and is an even more impressive beast than its predecessor.

The Venom F5 boasts a V8 engine that produces an unhinged 1,817hp, which in its launch spec would allow the car to crack 270mph. It’s fairly light as well, tipping the scales at 2,998lbs (1,360kg), so it’s not just a straight-line weapon, it can corner too. In fact, a special ‘Revolution’ track version arrived a little while ago, and you can even have your Venom F5 as a convertible if you want to ensure you have a really bad hair day every time you punch it. However, the company openly admits that the Venom F5 needs some extra fettling if it’s really going to worry Bugatti.

John Hennessey next to a Venom F5

How does Hennessey plan to crack 300mph?

So far, exact details of what mechanical changes will be made to the car are under wraps, but it’s clear to see that Hennessey has worked hard at putting the pieces together. They’ve recently hired Brian Jones, who was chief engineer for Mercedes’ AMG One project, as well as David Donohue – a veteran racing driver. Donohue has more than three decades of racing experience under his belt, having achieved success at some of the biggest motorsport events in the world like the 24 Hours of Le Mans and the Rolex 24 at Daytona.

Speaking about the project, company founder John Hennessey said, “I love that Koenigsegg is gearing up for big speed, I hope that Bugatti joins the party too – it’s rivalries like this that fuel our passion, and drive us to go faster, innovate more, and push harder! With 22 [Venom F5] customer cars delivered and a newly expanded engineering team, we’re well placed to refocus our attention on enabling the Venom F5 to deliver on its potential.

“Our hypercar has a simulated theoretical top speed of 328mph, but we’re certainly not chasing that number. Breaking 300mph in two directions is this year’s goal, while hitting 500km/h (310.8mph) in one direction would be the ultimate way of celebrating the internal combustion engine!”

We’ll be sure to keep you up to date with this story, so stay tuned over the coming months!

The post 300mph Is The Target For Updated Hennessey Venom F5 appeared first on Fast Car.

The Honda Accord Makes A Strong Case For Hybrids

A lot of us are doing our part to reduce our environmental impact, but going all-electric isn’t a simple solve-all for many. Battery EVs are expensive to buy up front and their depreciation curves are steep; public charging is a nightmare; EVs simply require life adjustments that buyers don’t want to make. Put another way, the jump between internal-combustion and battery-electric is more like a leap.

Going hybrid presents an alluring compromise and the new Honda Accord is an excellent hybrid. It uses technology that’s relatively simple, proven to be reliable, affordable, and effective in reducing emissions and boosting fuel economy. In a lot of ways, it’s a no-brainer.

Introduced for 2023, the 11th-generation Accord puts Honda’s twin-motor hybrid system front and center. It’s one of only two powertrains offered on the mid-size sedan. The other is a 1.5-liter turbo four-cylinder, standard equipment on the LX and EX. The Hybrid is standard on the Sport and above.

Honda Accord Hybrid Engine Honda two-motor hybrid system

The two-motor hybrid system is wonderfully clever and simple. In the Accord, there’s a 2.0-liter four-cylinder mated to a generator motor, and a separate motor driving the front wheels. The engine is used to charge the 1.06-kWh battery via the generator, and the battery provides power to the traction motor. Most of the time, the car is powered by the traction motor, but there’s a clutch between that and the generator. When coupled, the engine actually helps drive the front wheels.

There’s no conventional transmission. The engine itself is a super-efficient naturally aspirated unit, which runs the Atkinson rather than typical Otto cycle, wherein the intake valve is held open slightly longer during the compression stroke, aiding volumetric efficiency. Honda touts a thermal efficiency of 40 percent, meaning 40 percent of the energy used to power the engine is turned into useful work. If you think that sounds low, know that most conventional internal-combustion engines only achieve around 20 to 30 percent thermal efficiency.

2023 honda accord touring interior

All told, the Accord sends 204 horsepower and 247 lb-ft of torque to the front wheels. If all this sounds complex, it really isn’t. A typical automatic transmission has far more moving parts than this system and isn’t nearly as efficient. And what’s really nice is that this Accord asks absolutely nothing of its driver.

Drive it like normal, and the system blends the two power sources seamlessly. There’s an “E” button below the shifter that lets you prioritize all-electric driving or charging the battery, but you never need to touch it. The Accord also has paddles on the back of the steering wheel that allow the driver to adjust the level of regenerative braking when lifting the accelerator pedal. Ignore those, too, as hitting the brake pedal blends regenerative and friction braking. Just put the Accord in Drive, and let it do its thing.

While this Accord is down on power compared to the old 2.0-liter turbo model, it feels more than quick enough in real-world driving thanks to the electric motor’s instant torque output. The engine cycles on and off when needed. It’s a little noisy from time to time, for example when held at a higher RPM to charge the battery and run the climate control on a cold morning, but at higher speeds, you hardly notice it working at all. And you won’t be able to tell the difference between when it’s powering the wheels or just the generator.

2023 Honda Accord Hybrid Touring Engine

The EPA says the Accord EX-L model should get 48 MPG combined, while Sport and Touring models get 44 MPG combined. My test was hardly scientific, but on a mix of city stop-and-go traffic and lower-speed highways (50-60 mph), I easily managed more than 50 mpg in the apparently less-efficient Touring model. And in fairly cold weather, to boot.

On longer highway trips at higher speeds, you’re not going to see the biggest numbers, as the engine will be running more often. That’s been borne out by Car and Driver testing, which is done on metro Detroit’s fast highways. But for the around-town or country-road stuff, the Accord is hard to beat.

Compared with a pure electric vehicle, no, the Honda Accord isn’t as efficient. Electric motor efficiency on its own is above 90 percent, and obviously with a pure EV, there’s no local emissions. But per the EPA, the new Accord hybrid emits 201 grams of CO2 per mile to the old 2.0T’s 345 grams per mile. They new hybrid’s figure is not better than zero, but it is better than 345, too. Every little bit helps.

2023 honda accord hybrid touring

A 2024 Accord Hybrid starts at $33,900, and our top-of-the-line Touring is $39,895. A base Tesla Model 3 costs $40,380 at the time of writing, and yes, it’s a more efficient, less polluting vehicle. But, it’s safe to assume that the Accord will hold its value far better, and ask a lot less of its owner.

That makes the Accord Hybrid a very good option for many, and the more people that switch from conventional internal-combustion cars into hybrids like this, the more we reduce our environmental footprint, collectively. This, beyond simply being a very nice mode of transportation, is an easy, painless, cost-effective way to make a positive step.

It’s a no-brainer.

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Nissan Skyline GT-R R34 Is Now Legal For US Import

Following its 25th birthday this January, the R34 Skyline GT-R is now legal to import to the US. But should you actually buy one?

If you know anything about the US car scene, you’ll be aware of the much-maligned 25-year rule that restricts which vehicles you can legally import to the States. I won’t get into the backstory of it here because frankly it’s rather dry, but essentially, what it means for US car enthusiasts is that they cannot import vehicles into the country which are less than 25 years old. And, if you decided to break those rules, well, your lovingly-sourced pride and joy would be on its way to the government scrap heap.

Now though, the ban has lifted on one of the most revered hero cars of the past few decades – the R34-generation Nissan Skyline. Famous for its starring role in multiple Fast & Furious movies, not to mention a whole series of Gran Turismo video games, the R34 has more star power than it ever reasonably had a right to claim.

The R32 and R33 Skylines have been US-legal for a while now, but the door only began to creak open to the R34-generation cars in 2023. Last year, the lesser-spec ER34, ENR34, and HR34 Skyline models started to become of age, as the earliest examples of those left the factory in 1998. However, consult the history books, and you’ll find that the full-fat BNR34 GT-Rs only started rolling off production lines in January 1999. That means that prospective importers of Nissan’s modern-retro halo car have had to hold fire until the start of 2024. If you listen closely, you might be able to hear the sound of floodgates opening…

10KM R34 Skyline GT-R

When are R34 Skyline GT-Rs legal in the US?

There is one caveat to all of this though. The 25 year rule isn’t a blanket measure, and what I mean by that is, not every R34 Skyline GT-R suddenly becomes legal when the earliest examples do. Instead, the government applies the 25 year rule on an individual case by case basis. So, while R34s built in January or February 1999 are now perfectly attainable, an R34 built in March 1999 is not. Well, that’s the case at the time of writing, but I don’t think I need to explain the concept of time to you.

So, what does that mean? Well, according to the wonderful resource, GT-R registry.com, 1286 BNR34 GT-Rs were registered in January 1999, followed by a further thousand or so in February. Therefore, so far just over 2200 R34 GT-Rs are now US-legal. At least in theory. I mean, who’s to say how many of those cars are up for sale, or even still in existence.

If you’re after a specific type of R34 GT-R, you’ll need to take into account when those were produced as well. For example, the V-Spec II came out in October 2000, so if you want one of those, you’ll have to wait until winter next year. In fact, R34 production as a whole ran until 2002, so potentially you could have to wait until 2027 for the exact car you want.

Midnight purple Skyline GT-R

Image: Bring a Trailer

Should I import an R34 GT-R?

It might seem crazy to ask this question when so many people have been hankering after this specific car for this long, but even though you might now have the ability to import an R34 GT-R to the United States, you should still consider whether you should.

Let’s be honest, in this scenario, it’s a seller’s market. R34s were already overpriced internationally, so you can only imagine how much their prices will inflate now that the US market is at the table. Are you really willing or able to pay $150,000 (and upwards!) for a nineties Nissan coupe?

If the answer to that is ‘no’, my advice would be this: wait a little while for the hype to die down, then buy an ER34 instead. Sure, it’s not the ‘real thing’ in the eyes of GT-R fanboys, but the Skyline GT-T is a good car in it’s own right. You can get them with rear-wheel drive or all-wheel drive, and the RB25 engine under the hood has some solid potential. Most importantly though, you’ll probably be able to get one for a third, or maybe even a quarter of the price of a GT-R…

Anyway, if you’re thinking about making use of this new-found stateside freedom, feel free to check out our compilation of best Skyline feature cars to get those creative juices flowing!

The post Nissan Skyline GT-R R34 Is Now Legal For US Import appeared first on Fast Car.