When it comes to fancy supercars, we usually hear names like Ferrari, Lamborghini, and Bugatti. They often steal the spotlight with their sleek and powerful creations, capturing the imaginations of enthusiasts worldwide. However, there’s a whole bunch of super cool, not-so-famous ones out there, and we’ve been exposing them in our Unknown Supercars series. And now, we’re here to uncover another one that doesn’t always make the headlines but definitely deserves some attention.
This time, it’s a lightweight rocket from the Netherlands that’s been flying under the radar — the Donkervoort D8. Now, it might not have a name that rolls off the tongue like its Italian or German rivals, but trust me, this car is something special. It’s a blend of Dutch engineering smarts and serious speed, worthy of a shoutout. It’s also the car that put the flattest country on Earth on the supercar map.
So, here’s everything you need to know about the Donkervoort D8, a supercar you probably haven’t come across before, but like many of its kind, it’s pretty mind-blowing.
Joop Donkervoort: The Man Behind It All
It all started when Donkervoort’s founder, Joop Donkervoort, saw a Lotus Seven on his way back home from school and was fascinated by it, so much so that he sketched it and started focusing on learning how to design a lightweight sportscar.
A couple of years later, the man created the first ever Donkervoort, dubbed the S7. Initially, the car wasn’t deemed road-legal in the Netherlands. Indeed, the original S7 was essentially a kit car, causing the chassis not to meet local safety regulations. Thus, in 1978, Joop decided to improve the Lotus 7 instead, making it the first-ever production Donkervoort S7, powered by a 1.6-liter Ford Crossflow OHV engine producing 90 hp.
It was all that Joop wanted from his own sportscar. His vision was a lightweight sports vehicle with comfort, reliability, practicality, and sporty at the same time. Sounds like the ultimate driver’s dream, even in today’s era.
Of course, 90hp may not seem much by today’s standards, but let’s keep in mind it was the ’70s and Donkervoort’s very first proper build. The brand evolved significantly later on, but more on this below.
The Concept
Since the S7, Donkervoort has been obsessed with building a lightweight, open-top, minimalist sportster that feels at home on every racetrack — the same kind of track-day monsters its rivals aspire to be, such as the KTM Crossbow, Caterham Seven, Ariel Atom, and BAC Mono.
Born in 1993, the Donkervoort D8 is essentially the fourth attempt of the carmaker at perfecting the Lotus Seven, offering an impressive power-to-weight ratio and everything needed to achieve the raw and unfiltered driving sensation Joop wanted from a sports car. In fact, every D8 ever made weighs less than 2000 lbs — sinfully light, even by today’s standard.
As a result, the Dutch supercar offers a truly unique driving experience. Its power-to-weight ratio makes it fast off the line yet nimble in every corner. And based on the styling alone, you can easily see it wants to be trashed on a track on a Sunday morning.
But it is safe to say that the D8 is not for those who like to drive 15 to 20 mph through the streets of Monaco — it’s a looker, sure, but that’s definitely not its main purpose. And it’s not the kind of car you feel like it’s driving by itself due to a wide array of electronic aids, either. Contrarily, you’ll be driving a fast car without any sophisticated electronics — exactly like back in the day!
But despite the raw, unfiltered driving style, the newer D8s is not exempt from a bit of luxury inside, with premium materials all over. And thanks to the latest model’s wide range of customization options, customers can even opt for a Hermes leather-wrapped cabin — if that’s not luxurious, I don’t know what is!
Evolution Rather Than Revolution
The Dutch-manufactured Donkervoort D8 supercar boasts an impressive lineage spanning its lifetime. After all, the first D8 debuted in 1993, with the final model introduced in 2021.
Like the Porsche 911, the Donkervoort D8’s approach regarding newer models is evolution rather than revolution. Indeed, every D8 model sports a similar exterior styling and the same silhouette, making it hard to differentiate the different variants.
So here’s a quick tour of all the different iterations, classified by the engines used.
Ford Zetec (1993-1995)
In 1992, the D8 was introduced as the replacement for the Donkervoort S8. Despite only bringing minor improvements over its predecessor, the car was given new engine options — a 1.8-liter or 2.0-liter DOHC Ford Zetec inline-4, producing 140 hp and 160 hp, respectively.
It was also very light, weighing just 1,260 lbs, thanks to the smaller battery and the use of carbon fiber and aluminum. Two trims were available — Sport and Classic — providing different front fenders.
Cosworth YB (1995-1999)
In 1995, the D8 Cosworth arrived and became the first Donkervoort to break the 200-hp barrier. To achieve this feat, it swapped the Ford Zetecs for a turbocharged Cosworth YB engine used in homologation specials like the Ford Sierra and Escort RS Cosworth.
Despite being a bit heavier at 1,532 lbs, this D8 Classic produced 220 hp while the D8 Sport churned out a pretty decent 280 hp, maintaining the brand’s power-to-weight ratio first moto. At this point, the D8 started to be known and quickly became the talk of the town. With its sub-5 seconds 0-60 time and 146 mph top speed, it was beginning to look like a real threat for other sports cars.
Audi R4 (1999-2012)
In 1999, the Dutch carmaker started partnering with Audi as its engine supplier. The D8 AGU was the first Donkervoort to be equipped with Audi’s 1.8-liter inline-4 turbocharged R4 engine, producing 150, 180, or 210 hp in different trims. This engine was mounted far back in the engine bay, making it somewhat of a mid-engined car. Moreover, thanks to a stiffer chassis, this D8 was back on a diet (at 1,390 lbs), more compact, and had a better weight distribution than the model it replaced.
Fast forward to 2005, a minor update gave birth to the D8 E-gas Wide Track, featuring a new electronic throttle-by-wire system and a 5 cm wider front track for better stability during hard cornering. In 2008, a 270 hp version of the D8 arrived — the D8 270 — featuring a new front grille and nose designed to accommodate larger coolers and an extra radiator on the side. Both models would go on sale until 2012 before Donkervoort introduced the next-generation D8, the GTO.
That said, during the Audi R4 era, Donkervoort also managed to make two more exclusive iterations — 270 (RS) and GT.
270 (RS)
The 2006 D8 270 (RS) was essentially a more hardcore version of the standard E-gas. The engine was tuned to 270 hp, and the D8 was equipped with a new gearbox, suspensions, tires, and larger coolers. As a result, the car now ran to 60 mph in only 3.8 seconds and reached a maximum of 152 mph.
Limited to just 25 examples, this model was celebrated for being the fastest street-legal car around the Nürburgring Nordschleife at the time, reaching the finish line in only 7:14.89.
Also worth mentioning, the 270 (RS) was the first significant upgrade Donkervoort made to the R4-powered D8, and inspired the 270 trim that joined the lineup in 2008.
GT
After sporting the same exterior styling for more than a decade, the D8 was desperately needing a facelift. Thus, the first drastic styling update was introduced in 2008 in the D8 GT, featuring slimmer headlights embedded into the body and a new taillight design. Still, the most extreme change was the new carbon fiber hard roof, ditching the regular cabriolet setup. Carbon fiber was also used for the fenders, doors, and rear end to shave off a couple more pounds.
The D8 GT was limited to only 50 examples, and it was offered in a selection of engine outputs — 180, 210, or 270 hp.
Audi R5 (2013-2023)
In 2011, Donkervoort unveiled a new generation D8 called the GTO, adopting a new Audi engine — the 2.5-liter inline-5 turbocharged R5. It was available in two trims, Touring and Performance, with the power now bumped to 340 hp and 380 hp, respectively. However, with the bigger engine and slightly larger body, the next-gen D8 also gained some weight but was still considered lightweight at only 1,610 lbs. Interestingly, despite the extra weight, the 0-60 mph sprint dropped down to 2.8 seconds, entering supercar territory.
In a typical Donkervoort fashion, it took five years for the D8 GTO to receive another facelift. In 2016, the new GTO RS arrived and joined the lineup with an extra 40 hp added to the GTO Performance’s output. The 40-unit limited edition of the GTO RS — the GTO-40 — also came two years later, shaving off 30 lbs and adding sweet carbon fiber wheels.
But just when you think there won’t be a faster version, the GTO-JD70 and GTO-JD70 R also joined the lineup in 2019 and 2020, with a substantial power bump to 415 hp. The bodywork is now 95 percent Ex-Core carbon fiber, and the interior is now equipped with a new carbon fiber quick-release steering wheel and carbon seats. Combine that with grippy Nankang AR-1 tires, the supercar can now withstand a mind-blowing 2G gravitational pull around corners, a first in the industry.
That said, all of those D8 GTOs were discontinued in 2021 and replaced by just one trim, the GTO Individual Series, marking the end of the D8’s journey. It shares plenty of similarities with the JD70, but it’s been given even more ponies at 435 hp, and a trimmed 0-60 time to 2.6 seconds. There’s also a wider range of personalization options if you fancy that, but keep in mind the $240,000 starting price.
Fun fact: the D8 entered the US market only after the release of this final iteration after being Europe-exclusive for so long. And with the introduction of its successor in 2022 — the Donkervoort F22 — the D8’s era has finally ended.
Final Words
For the last 10 years, Donkervoort has learned a lot about supercar creation by perfecting the D8. From changing engine suppliers to refreshes that eventually led to its highest-performing model in the end, the D8 has always stayed true to its character while improving with time.
But above all else, what the D8 really taught us is that you don’t always need massive horsepower numbers to make a supercar. Rather contrarily, keeping a car light makes it nimble and makes up for the lack of ponies, proven by the D8’s impressive Nürburgring records despite being powered by nothing more than what is essentially a hot hatch engine.
That said, as we bid farewell to the Donkervoort D8, there’s no reason to be sad. Its legacy lives on through its worthy successor, the Donkervoort F22. With the same Audi R5 TFSI engine at its heart, the F22 takes the torch and runs with it, boasting an impressive 500 hp and even more striking styling. It’s a testament to Donkervoort’s commitment to pushing the boundaries of what a supercar can be while retaining the core principles that made the D8 a stealth icon in the first place.
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