Every y breath you take...

Chrysler 300 SRT APACHE ATTACK

Most of us know that ‘Hemi’ relates to the shape of the Chrysler V8’s combustion chamber, but why is this a good thing? According to SRT, the hemispherical shape helps decrease heat loss in the combustion phase, so fuel burns more efficiently. It also creates more room for the valves, allowing greater flexibility for both valve size and optimised position. Otherwise the oversquare engine is fairly conventional in terms of construction, using a deep-skirt cast-iron block with cross-bolted main bearing caps.

Lexus LC500 SOUND OF THE SAMURAI

You may have spotted that the engine fitted here to the LC500 is the same 2UR-GSE unit in the RC F detailed in our Great V8s feature ( Wheels, July). But it takes a more serious anorak to know that the LC’S version (URZ100) produces identical power to the RC F (351kw), but its 540Nm is 10Nm stronger, a result of software and exhaust changes. The exhaust is especially significant, because it transforms the V8’s character, giving the LC a level of cultured aural bite not evident in the RC F until you’re hammering it.

Mazdmazda MX- 5 TASTIER TUNER

When we were awarding the ND MX-5 our 2016 COTY, we wondered whether the greater output of the 2.0-litre was worth sacrificing the sweeter, more rev-happy nature of the 1.5. Those arguments ended with the upgrades given to the 2.0-litre in Q3 of 2018. Changes targeted the trifecta – intake air/fuel delivery, combustion and exhaust – adding 17kw (for 135kw) and pushing the action higher. Peak power was at 6000rpm; it’s now at 7000, and the limiter doesn’t surface until 7700rpm.

Porschporsche GT3 RS MADER’S MASTERPIECE

Here’s a tip: don’t bother taking the difference between the base price of the GT3 and GT3 RS ($90K) and working out the cost of the RS’S additional 15kw and 10Nm. You’d be missing the point. Fact is, the RS gains a titanium exhaust and a remapped ECU for its bump, indicating how good this engine is in GT3 spec. Prompting the question: where to from here? For the 992 GT3 RS, we hear the 4000cc flat-six will make circa-405kw at around 9000rpm. Yes please. The queue starts here.

Audi R8 V10 HIGH FIVES! BOTH OF ’EM

In one minute at redline, the R8’s V10 is swallowing 22,100 litres of air, with the dry-sump circulating more than 85 litres of oil. Although 72 degrees is the ideal angle for a V10 engine because it creates a regular firing sequence, the Audi V10 opts for a 90-degree angle for stiffness, using a common-pin shaft with unsplit journals. In other words, it’s basically two straight-fives working in sync and firing alternately at 90 and 54 degrees of crank angle. And Audi has history with ear-splitting straight-fives.

Ford Bullitt KING OF MCQUEENS?

Given the revisions to the Mustang’s 5.0-litre V8 in Bullitt guise – intake manifold from the Shelby GT350 with an 87mm throttle body, cold-air intake with better air filter, and a recalibrated ECU – the increase of just 6kw (to 345kw at 6000rpm) with no extra torque seems marginal. It you really want your Pony car to kick in the stable door, you’d drop $17,995 (fitted) on the Roush supercharger kit from Tickford. It bumps outputs to 530kw/827nm and doesn’t void the factory warranty. Only downside: your ’Stang is no longer an atmo hero.