BAC

2.5L naturally aspirated Mountune. 343hp output. 280Nm torque. 7.9kg per hp ratio. 6-speed sequential paddle-shift. RWD rear-wheel drive. 4165mm length. 2640mm wheelbase. 555kg curb weight. Single-seat road legal. Carbon composite monocoque. Graphene-enhanced body panels. Formula car aesthetics. Open cockpit design. 0-100 km/h 2.5 seconds. 274km/h top speed. FIA-spec roll protection. Racing harness standard. Aero package comprehensive. Ground effect undertray. Track performance focus. Road legal nonetheless. Limited production exclusive. Liverpool England manufacturing. Bespoke build each customer.

Cosworth 2.3L naturally aspirated initially. 285hp output. Later 2.5L upgrade. 305hp enhanced power. 6-speed Hewland sequential. RWD rear-wheel drive. 3940mm length. 2565mm wheelbase. 540kg curb weight. Single-seat configuration unique. Carbon fiber monocoque tub. Formula racing inspired. Open-wheel road car. 0-100 km/h 2.8 seconds. 274km/h top speed. Road legal single-seater world first. Track day weapon. Racing aesthetics extreme. Pushrod suspension racing-spec. Inboard dampers. Formula car technology. Liverpool manufacturing. Brothers Neill Briggs design. Ian Briggs design. British innovation showcase.

The original powerplant that launched the single-seater revolution. This 2,260cc Ford Duratec-based inline-four was extensively reworked by Mountune Racing to BAC's exacting specifications. The aluminum block featured upgraded main bearing caps and ARP studs throughout, while the cylinder head received full CNC porting and polishing. The turbocharger was a Garrett GT28RS ball-bearing unit with custom compressor mapping and electronic boost control, producing 18 psi of boost. The fuel system used 630 cc/min injectors with a surge-resistant fuel cell and twin high-pressure pumps. The engine management was a Life Racing F88R ECU with full data logging and traction control integration. With 9.5:1 compression and race fuel mapping, it produced 280 hp at 7,200 RPM and 220 lb-ft at 4,500 RPM. The engine weighed just 298 pounds complete with all accessories, giving the original Mono a power-to-weight ratio of 520 hp per ton. The focus was always on throttle response rather than peak power, with boost carefully mapped to deliver linear torque from 3,500 RPM to redline.

The naturally-aspirated masterpiece developed with Cosworth for the track-focused Mono R. This 2,477cc inline-four featured a completely redesigned cylinder head with 14.0:1 compression ratio and individual throttle bodies for each cylinder. The valvetrain used Cosworth's signature profile grinding on billet camshafts, with titanium valves and springs allowing 8,800 RPM operation. The block was deck-plated and line-bored for perfect alignment, with steel main bearing caps and a dry-sump oil system with 12-liter capacity. The intake system employed velocity stacks with carbon fiber trumpets, while the exhaust used 4-into-1 equal-length headers feeding a titanium system. The fuel system was sequential injection with 500 cc/min injectors, while ignition used individual coil-on-plug units. With 14.0:1 compression and no forced induction, it produced 340 hp at 8,800 RPM and 189 lb-ft at 7,750 RPM. The engine weighed just 187 pounds complete, achieving a specific output of 137 hp/liter naturally aspirated—one of the highest for a production-based four-cylinder. The powerband was razor-sharp, requiring the driver to work the gearbox but delivering ultimate throttle response.

The evolved turbocharged powerplant that balanced response with accessibility. Based on the Ford EcoBoost architecture, this 2,477cc inline-four featured a closed-deck aluminum block with plasma-transferred wire arc cylinder liners. The turbocharger was a BorgWarner EFR 6758 with twin-scroll housing and ball-bearing technology, producing 20 psi of boost. The cylinder head used variable valve timing on the intake camshaft, while the valvetrain featured roller finger followers with hydraulic lash adjustment. The fuel system combined 350 bar direct injection with supplemental port injection, while ignition used individual coil-on-plug units with plasma jet technology. With 10.0:1 compression, it produced 332 hp at 7,200 RPM and 295 lb-ft from 2,500-6,500 RPM. The engine management was a Bosch MED 17.0 system with torque-based architecture and custom calibration for the Mono's lightweight chassis. Weighing 330 pounds complete, it delivered massive mid-range torque while maintaining the sharp throttle response that defines the BAC driving experience.

The experimental V6 prototype that explored different power delivery characteristics. This 3,495cc 60° V6 was sourced from a Ford GT but extensively modified for the Mono's chassis. The supercharger was an Eaton TVS R1320 with integrated liquid-to-air intercooler, producing 15 psi of boost. The cylinder heads used dual overhead cams with 24 valves and variable valve timing on both intake and exhaust cams. The fuel system was returnless design with 440 cc/min injectors, while ignition used individual coil-on-plug units. With 9.5:1 compression, it produced 480 hp at 6,500 RPM and 430 lb-ft from 3,500-5,500 RPM. While the power output was impressive, the engine's weight of 485 pounds and different weight distribution characteristics ultimately led BAC to stick with four-cylinder configurations. However, this prototype provided valuable data on different power delivery philosophies and helped refine the company's focus on lightweight, high-revving engines.

The forthcoming hybrid powertrain under development for BAC's next-generation Mono. This 1,998cc 60° V6 features an incredibly compact design with bore centers of just 88mm. The engine employs twin electrically assisted turbochargers with integrated 15 kW motors that completely eliminate lag. The hybrid system uses a 120 kW axial flux motor mounted between the engine and transmission, powered by a 1.5 kWh supercapacitor bank. The fuel system combines 400 bar direct injection with 12 bar port injection, while ignition uses laser-induced plasma technology. The block is CNC-machined from aluminum-scandium alloy, while the rotating assembly features a carbon fiber crankshaft and titanium connecting rods. With 11.5:1 compression and 26 psi of boost, the combustion engine produces 450 hp at 9,200 RPM, while the hybrid system adds 160 hp for total output of 610 hp. The complete powertrain weighs just 308 pounds, achieving unprecedented power density while maintaining the instant throttle response that defines the Mono experience. This represents BAC's vision for maintaining driving purity in the hybrid era.

An experimental ultra-lightweight powerplant exploring motorcycle engine technology. Based on the Kawasaki H2 supercharged triple, this 998cc inline-three featured a centrifugal supercharger producing 22 psi of boost. The engine was extensively modified for automotive use with a dry-sump oil system, revised cooling, and automotive engine management. The supercharger drive used a dedicated cogged belt system, while the intake employed a large-bore air-to-air intercooler. The fuel system used 240 cc/min injectors with dual-spray pattern, while ignition was a fully digital CDI system. With 8.5:1 compression, it produced 240 hp at 11,000 RPM and 120 lb-ft at 8,800 RPM. While the power-to-weight ratio was exceptional, the narrow powerband and high-RPM-focused nature made it challenging for road use. This concept demonstrated BAC's commitment to exploring every possible avenue for weight reduction, even if some approaches proved too extreme for production.

BAC's exploration of all-electric single-seater performance. This system features two YASA P400 radial flux motors—one for each rear wheel—producing combined 480 hp and 440 lb-ft of torque. Each motor produces 240 hp and 220 lb-ft, with peak power density of 10 kW/kg. The power electronics use silicon carbide inverters with 99.2% efficiency and 35 kHz switching frequency. The battery pack is a 40 kWh unit using NMC 811 chemistry with 800V architecture and direct oil cooling of individual cells. The thermal management system can dissipate 150 kW of heat during track operation, with battery temperatures maintained within ±2°C of optimum. The motors feature independent torque vectoring with response times under 3 milliseconds, enabling yaw rates up to 180°/second. The regenerative braking system can recover 250 kW of power, while the charging system supports 800V DC fast charging at 200 kW. The complete powertrain weighs 485 pounds, achieving a power density of 3.8 kW/kg while maintaining the Mono's obsessive focus on minimal mass. A lightweight range-extender turbine generator option provides additional 35 hp for extended track sessions.

The ultimate evolution of BAC's naturally-aspirated philosophy for limited-edition models. This 2,678cc inline-four was developed exclusively by Cosworth for the most extreme Mono variants. The engine featured a billet aluminum block with steel liners and a structural carbon fiber oil pan. The cylinder head used fully variable electro-hydraulic valve actuation on all 16 valves, enabling infinite control of timing, duration, and lift. The intake system employed individual carbon fiber velocity stacks with variable-length technology, while the exhaust used Inconel headers feeding a titanium system. The fuel system was 400 bar direct injection with individual cylinder pressure sensors, while ignition used twin-plug per cylinder design. With 14.5:1 compression and no forced induction, it produced 420 hp at 9,500 RPM and 205 lb-ft at 8,200 RPM. The engine weighed just 176 pounds complete, achieving a specific output of 157 hp/liter naturally aspirated—among the highest ever for a production-based engine. This represents the absolute pinnacle of BAC's focus on throttle response and high-RPM performance.

BAC's research into zero-carbon combustion technology for future models. Based on the production 2.0L EcoBoost architecture, this engine was extensively modified for hydrogen combustion. The cylinder head featured larger valves and revised ports optimized for hydrogen's different flame propagation characteristics. The fuel system used direct hydrogen injection at 350 bar pressure with special injectors designed for hydrogen's low viscosity. The ignition system employed high-energy coils and iridium spark plugs to handle hydrogen's wide flammability limits. The compression ratio was reduced to 9.0:1 to prevent pre-ignition, while the turbocharger was a modified unit with different compressor mapping. With direct hydrogen injection and sophisticated engine management, it produced 240 hp at 6,500 RPM and 220 lb-ft from 2,000-5,500 RPM. While power output was lower than gasoline versions, the engine produced zero CO2 emissions and demonstrated BAC's commitment to maintaining internal combustion character in a carbon-neutral future. This research program explores how to preserve the sensory and emotional aspects of driving while addressing environmental concerns.

The proposed powerplant for BAC's potential entry into the hypercar segment. This 2,992cc 90° V8 features a flat-plane crankshaft and dry-sump lubrication with integrated hybrid assistance. The engine employs twin electrically assisted turbochargers with integrated 25 kW motors, completely eliminating lag. The hybrid system uses a 150 kW motor-generator unit on the crankshaft and two 75 kW wheel motors on the front axle, powered by a 2.0 kWh supercapacitor bank. The fuel system combines 500 bar direct injection with 15 bar port injection, while ignition uses corona discharge technology. The block is CNC-machined from aluminum-lithium alloy, while the rotating assembly features a carbon fiber crankshaft and titanium-aluminum connecting rods. With 11.0:1 compression and 30 psi of boost, the combustion engine produces 650 hp at 9,200 RPM, while the hybrid system adds 300 hp for total output of 950 hp. The complete powertrain weighs just 385 pounds, achieving unprecedented power density while maintaining the instant response and character that defines the BAC brand. This concept represents how BAC's single-seater philosophy could scale to hypercar performance levels.

The Hewland-derived sequential gearbox that defines the Mono's track-focused character. This motorsport-derived transmission features straight-cut gears with dog-ring engagement for instantaneous shifts under 50ms. The casing is magnesium alloy with integrated oil cooling and dry-sump lubrication. Gear changes are actuated via pneumatic paddle shifters, while the clutch uses a sintered bronze twin-plate design. The differential is a mechanical limited-slip unit with 25-75% lockup capability. Weighing just 42kg complete, it provides race-car-like shift precision perfect for track use while maintaining reliability for road driving.

The enhanced sequential transmission built for the Mono R's extreme power. This Sadev-derived gearbox features carbon fiber synchronizers and titanium selector forks for minimal shift effort. The casing is CNC-machined from aluminum billet with integrated water-to-oil cooling. Shift times are reduced to 40ms via electronic-pneumatic actuation, while the clutch uses a carbon-carbon triple-plate design. The differential is an electronic limited-slip unit with torque vectoring capability. Weighing 45kg, it's specifically engineered to handle the 343hp output while providing brutal, instantaneous gear changes.

The advanced hybrid transmission for BAC's next-generation single-seater. This 7-speed DCT features an integrated 120kW electric motor within the bellhousing. The wet multi-plate clutches are specifically designed for hybrid operation, with electric motor torque filling during gear shifts. The casing is magnesium with dual cooling circuits for the transmission and electric motor. The differential is an advanced eLSD with predictive torque distribution. Weighing 65kg, it provides seamless integration between combustion engine and electric power while handling 600Nm combined torque.

Founded in 2009 by brothers Neill and Ian Briggs, Briggs Automotive Company represents a revolutionary approach to performance car manufacturing from their Liverpool, England headquarters. The Briggs brothers envisioned something unprecedented: a pure, road-legal Formula car that would bring single-seater race car dynamics to public roads. Each Mono is hand-assembled with meticulous attention to detail, showcasing the company's expertise in carbon fiber construction and pioneering use of graphene technology in automotive applications. BAC's extreme lightweight philosophy delivers exceptional performance per kilogram, with limited annual production numbers ensuring exclusivity and allowing extensive customer personalization. This track-focused road car has earned approval from professional drivers and garnered features on Top Gear and The Grand Tour, validating the concept's brilliance. BAC exemplifies British engineering innovation as a cottage industry success story, where premium pricing is wholly justified by the extraordinary performance delivered—proving that a small, focused manufacturer can compete at the absolute pinnacle of automotive achievement.