DeLorean

PRV 2.85L V6 engine. Peugeot Renault Volvo joint venture. 130hp output modest. 207Nm torque. 5-speed manual transmission. 3-speed automatic optional. RWD rear-engine layout. 4267mm length. 2413mm wheelbase. 1233kg curb weight. Two-seat sports car. Gull-wing doors signature. Stainless steel body panels unpainted. Giorgetto Giugiaro design. Italdesign styling. Lotus chassis engineering. Colin Chapman involvement. Dunmurry Northern Ireland manufacturing. 0-60 mph 8.8 seconds leisurely. 130mph top speed. John DeLorean founder vision. GM executive previously. Ethical sports car concept. Stainless steel durability. No painting required. Approximately 9000 units produced. Company bankruptcy 1982. Back to the Future 1985 fame. Time machine movie car. Cultural icon permanent. Collector car highly valued. Pop culture phenomenon.

Dual electric motors planned. 550hp estimated output. AWD all-wheel drive. 100kWh battery pack. 480km range targeted. 0-60 mph 2.99 seconds projected. 250mph top speed ambitious. 5106mm length substantial. 3240mm wheelbase long. 2272kg curb weight. Four-seat 2+2 configuration. Gull-wing doors heritage. Stainless steel body exterior. Italdesign collaboration continued. Giorgetto Giugiaro involvement heritage. Electric grand tourer positioning. Modern luxury interior. Advanced technology features. Texas manufacturing planned. DeLorean Motor Company revival. Karma Automotive platform rumored. Limited production intended. Premium pricing expected. Electric sports car future. Heritage design cues. Modern technology integration.

The controversial Douvrin V6 that powered the original DeLorean and became both its blessing and curse. This 2,849cc 90° V6 was developed by Peugeot, Renault, and Volvo as a joint venture, featuring an aluminum block with cast iron liners and 12 valves. The engine employed Bosch K-Jetronic continuous mechanical fuel injection with a vane-type air flow meter, while ignition used a Ducellier distributor with electronic points. The valvetrain used gear-driven single overhead camshafts per bank operating 12 valves via rocker arms with hydraulic lash adjusters. The crankshaft ran in four main bearings with a vibration damper, while the connecting rods were forged steel. With 8.8:1 compression, it produced 130 hp at 5,500 RPM and 153 lb-ft at 2,750 RPM in US-spec form. The engine's modest power output, reliability issues, and complicated fuel injection system became major points of criticism, though its smooth operation and distinctive exhaust note had their merits. This engine represented the compromise John DeLorean had to make when development funds ran short.

The more powerful European version that showed what the PRV engine could have been. This 2,849cc V6 featured the same basic architecture as the US version but with different fuel injection calibration and less restrictive emissions equipment. The engine employed the same Bosch K-Jetronic system but with revised pressure settings and different injector sizes. The ignition used a Ducellier distributor with different advance curve, while the exhaust system featured less restrictive catalysts. With the same 8.8:1 compression but better breathing, it produced 150 hp at 5,500 RPM and 173 lb-ft at 3,000 RPM. The engine's improved responsiveness and power output demonstrated how emissions regulations had hampered the US version's performance. Many US owners would later convert their cars to European specification to regain this lost performance.

The twin-turbo prototype engine that hinted at the DMC-12's true potential. This extensively modified PRV V6 featured twin Garrett T25 turbochargers mounted on custom manifolds with air-to-air intercoolers. The engine employed upgraded Bosch K-Jetronic fuel injection with rising rate fuel pressure regulator, while ignition used a specially calibrated distributor with boost-retard capability. The cylinder heads were ported and polished, while the bottom end used reinforced main bearing caps. The turbo system produced 10.0 psi of boost with custom wastegates. With 8.0:1 compression and twin-turbo assistance, it produced 230 hp at 5,500 RPM and 260 lb-ft at 3,500 RPM. This prototype demonstrated that the PRV engine could have been competitive with contemporary performance cars if development had continued. Several aftermarket companies would later offer similar turbo kits for existing DeLorean owners.

The chassis and engine modifications implemented by Lotus during the DMC-12's development. While Lotus primarily focused on the chassis, they made several key changes to the engine installation and ancillary systems. The engine mounts were redesigned for better vibration isolation, while the cooling system was upgraded with a larger radiator and electric fans. The exhaust system was tuned for better flow and distinctive sound character. Lotus also worked on improving throttle response through linkage optimization and intake manifold modifications. While they couldn't address the fundamental power limitations of the PRV engine, these changes improved the driving experience significantly. The Lotus involvement represented John DeLorean's ambition to create a world-class sports car, even if budget constraints limited what could be achieved with the powertrain.

The evolved PRV engine used in modern DeLorean restorations and upgrades. Based on the later PRV Z7U architecture, this 2,963cc V6 featured improved cylinder heads with better port design and updated valve train components. The engine employs modern electronic fuel injection with sequential port injection, while ignition uses distributorless coil-on-plug systems. The valvetrain uses updated rocker arms with roller followers, while the block features improved cooling passages. With 9.5:1 compression and modern engine management, it produces 180 hp at 5,800 RPM and 190 lb-ft at 4,000 RPM. Several specialty companies now offer these updated PRV engines as direct replacements for original units, providing improved reliability and performance while maintaining the car's original character. This represents the ongoing evolution of the DeLorean community's relationship with their cars' controversial powerplant.

The popular LS engine conversions that finally give the DMC-12 the power it deserved. These swaps typically use GM LS-series V8 engines ranging from 5.3L to 6.2L displacements, featuring all-aluminum construction and modern engine management. The engines employ electronic fuel injection with drive-by-wire throttle, while ignition uses individual coil-on-plug units. Complete conversion kits include custom engine mounts, transmission adapters, and exhaust systems specifically designed for the DMC-12 chassis. A typical LS3 swap produces 430 hp at 5,900 RPM and 424 lb-ft at 4,600 RPM—more than triple the original power output. These conversions transform the DeLorean's driving character from underwhelming to exhilarating while maintaining the iconic exterior appearance. The LS swap has become so popular that several companies specialize in complete turn-key converted DeLoreans.

The electric conversions that bring the DeLorean into the 21st century. These systems typically feature a single AC induction motor producing 200-300 kW (268-402 hp) and 300-400 lb-ft of torque. The motor is mounted in the rear transmission tunnel using custom adapters, driving the original transaxle or a new single-speed reduction gear. Battery packs range from 40-60 kWh using lithium-ion cells, providing 150-200 miles of range. The power electronics use IGBT or silicon carbide technology with regenerative braking capability. Complete conversions weigh similar to the original car while providing instant torque and modern performance. Several companies now offer complete EV conversion kits, with some preserving the original PRV engine appearance while housing electric components underneath. This represents the most dramatic reimagining of the DeLorean powertrain while honoring its iconic design.

The modern twin-turbo V6 proposed for the revived DeLorean company's new vehicles. This 2,992cc twin-turbo V6 features a 60° configuration with dual overhead camshafts per bank and 24 valves. The engine employs direct injection at 2,500 bar pressure combined with port injection, while ignition uses individual coil-on-plug units. The valvetrain uses variable valve timing on all four camshafts with 50° of adjustment range. The twin turbochargers are mounted in hot-V configuration with electronic wastegate control, producing 24.0 psi of boost. With 10.5:1 compression and twin-turbo assistance, it produces 400 hp at 6,500 RPM and 400 lb-ft from 2,000-5,500 RPM. This engine represents what the original DeLorean might have evolved into with proper funding and development time—a modern, powerful, and sophisticated powerplant worthy of the iconic styling.

The all-electric powertrain for the new DeLorean Alpha5 revival car. This system features dual permanent magnet synchronous motors with combined output of 450 kW (603 hp). The front motor produces 150 kW (201 hp), while the rear motor delivers 300 kW (402 hp), enabling all-wheel drive capability. The motors use hairpin winding technology with direct oil cooling, achieving 96% efficiency. The battery system uses a 100 kWh lithium-ion pack with 800V architecture, providing 300+ miles of range. The power electronics use silicon carbide technology with 99% efficiency and support 350 kW DC fast charging. The system features torque vectoring across the rear axle and multiple drive modes including a 'BTTF' mode that recreates the original car's performance characteristics. This powertrain represents DeLorean's complete reinvention for the electric era while honoring its heritage.

The supercharged V8 concept engine proposed for limited-production special editions. This 6,162cc supercharged V8 features an Eaton TVS R2650 supercharger with 1.65L displacement and 12.0 psi of boost. The engine employs direct injection at 2,175 psi pressure combined with port injection, while ignition uses individual coil-on-plug units. The valvetrain uses variable valve timing on both camshafts, while the block features cast iron liners in aluminum block. With 9.5:1 compression and supercharger assistance, it produces 650 hp at 6,400 RPM and 650 lb-ft at 3,600 RPM. This engine was proposed for a limited-run 'Gullwing' special edition that would bridge the original car's heritage with modern performance expectations. While never produced, it demonstrated the revived company's ambition to compete in the high-performance segment.

The hydrogen fuel cell system proposed for DeLorean's vision of sustainable performance. This system features a 90 kW fuel cell stack combined with a 100 kW lithium-ion battery for peak power demands. The fuel cell uses proton exchange membrane technology with platinum catalysts, operating at 80-95°C. The hydrogen storage system uses carbon fiber tanks at 70 MPa pressure, providing 4 kg of hydrogen storage. The propulsion system uses a 150 kW permanent magnet synchronous motor producing 201 hp and 221 lb-ft. The complete system can achieve 300 miles of range with refueling in 3-4 minutes. While this technology remains conceptual for DeLorean, it represents the company's interest in alternative powertrain technologies that could define future performance vehicles.

The extensive aftermarket industry that has kept DeLoreans running and improving for decades. Dozens of specialized companies now support the DeLorean community with everything from original specification parts to performance upgrades. Common upgrades include modern fuel injection conversions, electronic ignition systems, improved cooling systems, and turbocharger kits. Several companies offer complete engine rebuild services with improved components addressing known weaknesses in the original PRV design. The aftermarket has also developed solutions for common issues like vapor lock, overheating, and fuel system problems that plagued original cars. This robust support ecosystem has been essential for the DeLorean's survival and continued popularity, allowing owners to improve reliability and performance while maintaining the cars' essential character.

The engineering and financial challenges that shaped the original DMC-12's powertrain. John DeLorean initially envisioned a much more advanced powertrain, possibly even a Wankel rotary engine, but budget constraints forced compromise. The PRV V6 was selected primarily because it was available and relatively inexpensive due to the multi-manufacturer partnership. Development issues included adapting the front-wheel drive engine for rear-wheel drive application, cooling system challenges in the stainless steel body, and meeting stringent US emissions standards with limited development time. The engine's final output was further reduced by last-minute changes to meet emissions certification. These development challenges resulted in a powertrain that never lived up to the car's dramatic styling, creating the performance gap that would define the DeLorean's legacy.

DeLorean's ongoing exploration of future powertrain technologies. The revived company has shown interest in multiple technologies including battery electric, hydrogen fuel cell, and synthetic fuel-compatible combustion engines. Their strategy appears to be platform-agnostic, focusing on creating compelling vehicles that can accommodate different powertrain technologies as they evolve. Concepts have included modular platforms that can accept different battery sizes, fuel cell systems, or even traditional combustion engines with carbon-neutral fuels. This flexible approach acknowledges the uncertainty in which technology will ultimately dominate while ensuring DeLorean can adapt to market conditions. It also honors John DeLorean's original vision of innovation and forward-thinking design, even if the execution is now focused on sustainability rather than stainless steel construction.

The French-designed 5-speed manual transaxle that became both the heart and headache of the original DeLorean. This Renault UN1 transaxle featured an aluminum case housing both the gearbox and differential in a rear-mounted unit. The transmission used helical gears with synchronizers on all forward gears and was originally designed for front-wheel drive applications before being adapted for the DMC-12's rear-engine layout. The shift linkage used a complex system of rods and joints that often resulted in vague, imprecise shifting. Weighing 68kg, it was barely adequate for the PRV V6's modest 130 hp output, with many owners complaining of difficult shifting and reliability issues that became part of the DeLorean's challenging ownership experience.

The optional automatic transmission that offered convenience but exacerbated the DMC-12's performance limitations. Based on a Chrysler TorqueFlite design but heavily modified for the rear-engine application, this 3-speed automatic featured a lock-up torque converter and was calibrated for smooth, relaxed operation. The transmission's gear ratios were poorly matched to the PRV V6's power band, resulting in sluggish acceleration and disappointing fuel economy. While more reliable than the manual version and easier for most buyers to operate, the automatic option highlighted the fundamental mismatch between the DMC-12's exotic appearance and its underwhelming performance, contributing to the car's reputation as more style than substance.

The improved transmission calibration used in European-market DMC-12s that demonstrated what might have been. European-spec cars featured revised shift linkage with less slop and more positive engagement, along with different gear ratios better suited to the PRV engine's European power output of 150 hp. The clutch system was also upgraded with a more robust hydraulic setup that provided better feel and durability. These improvements, combined with the engine's additional power, created a driving experience that was significantly more satisfying than US-spec cars, showing that with proper development the DMC-12's transmission could have been competitive. Many US owners would later convert their cars to European specifications to regain this lost potential.

The transmission improvements implemented during Lotus's development of the DMC-12 chassis. While Lotus primarily focused on the chassis, they made several key changes to the transmission installation including revised engine and transmission mounts for better vibration isolation, improved shift linkage geometry, and upgraded cooling systems. Colin Chapman's team also worked on reducing driveline lash and improving the clutch engagement characteristics. While these changes improved the driving experience, they couldn't overcome the fundamental limitations of the Renault transmission design or compensate for the inadequate power output. The Lotus involvement represented John DeLorean's ambition to create a world-class sports car, even if budget constraints limited what could be achieved.

The extensive transmission upgrades developed by the DeLorean aftermarket community to address original shortcomings. Specialist companies now offer rebuilt UN1 transmissions with stronger gears, improved synchronizers, and modern synthetic lubricants. Popular upgrades include short-throw shifter kits that eliminate the vague factory feel, heavy-duty clutch systems that can handle increased power, and completely revised shift linkage with spherical bearings for precise engagement. Some companies even offer gearset swaps from later Renault applications that provide more appropriate ratios for modern driving. These upgrades have transformed the driving experience of surviving DMC-12s, demonstrating that the basic design was sound but suffered from cost-cutting and rushed development.

The popular transmission conversions used with LS engine swaps that finally give the DMC-12 the performance it deserved. These conversions typically use GM 4L60E or 4L80E automatic transmissions or T-56 6-speed manuals, adapted to the original transaxle mounting points. Complete conversion kits include custom engine mounts, transmission adapters, and revised cooling systems. The automatic conversions often use electronic shift controllers for modern operation, while manual conversions provide the engaging experience the original car promised but never delivered. These swaps transform the DeLorean's driving character from underwhelming to exhilarating, with many converted cars capable of 0-60 mph in under 5 seconds while maintaining the iconic exterior appearance.

The modern electric conversions that bring the DeLorean into the 21st century while solving its original powertrain problems. These systems typically use a high-torque AC induction motor coupled to a single-speed reduction gearset, often mounted in the original transmission location. The reduction gear provides approximately 8:1 ratio, perfectly matched to electric motor characteristics. Complete conversions include lithium-ion battery packs ranging from 40-60 kWh, providing 150-200 miles of range with instant torque delivery. Several companies offer complete EV conversion kits that preserve the original PRV engine appearance while housing electric components underneath, creating a perfect blend of classic styling and modern performance that finally delivers on the car's futuristic promise.

The advanced electric drive system planned for the new DeLorean Alpha5 revival car. This system features dual permanent magnet synchronous motors with independent single-speed reduction gears front and rear. The front transmission uses a 9.2:1 reduction ratio while the rear uses 8.8:1, optimized for their respective motor characteristics and vehicle weight distribution. The system provides torque vectoring capability across the rear axle and can distribute power seamlessly between front and rear motors. The complete drive unit weighs approximately 120kg and enables the Alpha5's projected 0-60 mph time of 2.99 seconds while maintaining the refined operation expected of a modern electric grand tourer. This represents a complete reinvention of DeLorean's transmission philosophy for the electric era.

The sophisticated 8-speed automatic proposed for limited-production special editions that never reached production. This ZF-derived transmission was to feature multiple drive modes including a 'BTTF' mode that would recreate the original car's performance characteristics for nostalgic appeal. The transmission programming included predictive shift logic and launch control capability. While this concept demonstrated the revived company's ambition to compete in the high-performance segment, development was halted as the company pivoted to all-electric powertrains. The concept showed how modern transmission technology could have transformed the DeLorean driving experience while maintaining connection to the original car's character.

The hydrogen fuel cell powertrain system proposed for DeLorean's vision of sustainable performance. This system features a 90 kW fuel cell stack combined with a 100 kW lithium-ion battery, driving through a single-speed reduction gear transmission. The transmission is specifically calibrated for the unique torque characteristics of fuel cell vehicles, with emphasis on smooth power delivery and efficient energy recovery. While currently limited to demonstration vehicles, this technology represents DeLorean's interest in alternative powertrain technologies that could define future performance vehicles while maintaining the brand's forward-thinking identity established by the original DMC-12's gullwing doors and stainless steel construction.

The extensive aftermarket industry that has kept DeLorean transmissions operational and improving for decades. Dozens of specialized companies support the DeLorean community with everything from original specification parts to performance upgrades. Common transmission upgrades include modern synchronizer kits, improved shift linkage, heavy-duty clutch systems, and upgraded cooling. Several companies offer complete transmission rebuild services with improved components addressing known weaknesses in the original UN1 design. This robust support ecosystem has been essential for the DeLorean's survival and continued popularity, allowing owners to improve reliability and performance while maintaining the cars' essential character. The aftermarket's innovations have often exceeded what the original company achieved, demonstrating the passion the DMC-12 continues to inspire.

The enduring lessons from DeLorean's transmission development challenges. The DMC-12's transmission issues demonstrate how even brilliant design can be undermined by compromised component selection and inadequate development time. The choice of an adapted front-wheel drive transaxle for a rear-engine sports car created inherent compromises that couldn't be fully resolved within budget and time constraints. However, the car's survival and ongoing popularity show that passionate owners and specialists can overcome original shortcomings through continuous improvement and innovation. The DeLorean story ultimately proves that a car's legacy isn't determined solely by its original execution, but by the passion it inspires and the community that keeps it evolving long after the factory has closed.

Founded in 1975 by John Z. DeLorean—former GM executive and Pontiac GTO creator—DeLorean Motor Company pursued an ethical car concept vision with innovative stainless steel body and dramatic gull-wing doors from a controversial Northern Ireland factory funded by British government investment as a political employment scheme. Colin Chapman's Lotus chassis engineering and Giugiaro's beautiful design faced significant production challenges with initial quality issues before mounting financial difficulties led to controversial drug trafficking charges (John DeLorean was later acquitted) and 1982 company bankruptcy after approximately 9,000 cars were built. The 1985 Back to the Future movie transformed the car into a time machine prop creating a cultural icon achieving pop culture immortality and strong collector car market, leading to 2022 DeLorean Motor Company revival by a new Texas company announcing the electric Alpha5 continuing heritage through brand resurrection with permanent stainless steel legacy. DeLorean represents automotive history's most dramatic rise and fall—from visionary GM executive to Hollywood immortality via bankruptcy and drug charges—proving that sometimes cultural impact matters more than commercial success and that movie stardom can preserve brands that business failure destroyed. The story validates that automotive legends require neither longevity nor profitability when pop culture adoption creates mythology stronger than marketing could ever achieve, and that sometimes spectacular failure leaves more enduring legacy than modest success, especially when time travel movies transform failed business ventures into icons that transcend their troubled origins.