Inside the Art of Engine Flow
&w=3840&q=75)
UNDER PRESSURE
From the very first sketch, we knew airflow wasn’t just about the bodywork — it had to be engineered from the inside out. And it started with pressure. Oil pressure. Exhaust pressure. Air pressure. All working in sync.
Formula 1 proves it every weekend — the secret of high-performance aerodynamics lies beneath the car. So we pushed our engine lower — a full 6 centimetres lower — thanks to a dry-sump lubrication system that not only unlocked the P24 RS’s flat floor, but also dropped the centre of gravity for sharper handling and greater balance. We could drop it further still, but now it’s the gearbox that calls the shots.
DISCOVER THE FLOW IN CHAPTER 2, EPISODE 3 ↓
Engineered for Extremes
A dry-sump system isn’t just about fitting things lower — it’s essential for control. The P24 RS generates lateral forces so extreme that no wet-sump setup could guarantee reliable lubrication under braking, acceleration or hard cornering.
That’s why we engineered a dual-pump layout — with an internal pressure pump and an external suction pump — to maintain oil flow in every condition. And rather than relying on external lines and complex routing, we developed a solution that integrates most of the plumbing directly into the 3D-printed housing — reducing weight, clutter and complication.
We’ve talked about air before — how it’s cooled, compressed, and controlled. But once oil pressure is stabilised, airflow becomes something else entirely: a tool for throttle response, temperature control, and balance at the limit. So we shaped it — from the inside out.
&w=3840&q=75)
Printed. Tailored. Proven.
You can’t buy manifolds for a car like the P24 RS. So we built them. Our 3D-printed stainless-steel exhaust manifolds were shaped to match the custom Van der Lee turbochargers with one goal in mind: precision airflow. The result? Sharper throttle response, lower temperatures — and 6 kilograms saved compared to cast alternatives.
On the intake side, we did what we always do: took it further. The carbon-fibre and aluminium inlet manifold doesn’t just look the part — it cuts weight, improves performance and tells a story in every detail.
It’s not just made for power.
It’s made for the way we think — engineered airflow for those who aren’t just crafting a car, but building the Drive.
&w=3840&q=75)
Next up in Chapter 2
More deep dives into Donkervoort engineering – from Ex-Core evolution to radical lightweight thinking, and, of course, everything behind the new engine.
Missed the start?
Watch from Chapter 1 – the beginning of Donkervoort: Living the Drive – Season ’48 and The Road to the P24 RS, now in the Newsroom.
LIVING THE DRIVE STARTS WITH ONE DECISION.
&w=3840&q=75)
About Donkervoort
Established in 1978 by Joop Donkervoort and now led by his son, Denis, Donkervoort Automobielen has sold approximately 1,700 cars. Operating from Lelystad, the Netherlands, with a team of more than 50 specialists, the company first gained widespread acclaim with the D10 in 1988, setting a world acceleration record. This was followed by the D8 270 RS in 2005, which set a Nürburgring lap record.
The F22, further integrating its patented Ex-Core carbon fibre technology, achieved an astonishing 2.3g of lateral acceleration at Circuit Zandvoort, exceeding the D8 GTO-JD70’s already impressive 2.1g benchmark. This milestone highlights Donkervoort’s relentless pursuit of performance and innovation.
Dedicated to crafting exclusive supercars fully tailored to their drivers’ preferences and ensuring the purest driving experience—whether an unfiltered connection to the road or track or a more refined balance of comfort and performance—the brand continues to embody the 'Living the Drive’ ethos. Looking to the future, Donkervoort has unveiled a new model, further reinforcing the brand’s bold evolution and unwavering commitment to innovation.
