All posts in “Cars”

More Details on Upcoming Gemballa Hypercar Revealed

Legendary German tuning firm Gemballa recently revealed that it would be working on a proprietary hypercar project. The Gemballa hypercar was announced earlier this year. The development process has now officially began with funds sourced from a series of investors.

Gemballa has released a new photo previewing the direction it intends to take with the hypercar. The company has announced that it intends to show a prototype as early as the beginning of 2020 with development continuing.

The aims of the project are to produce a hypercar that hits 100 km/h in less than 2.5 seconds and 200 km/h in around 6.5 seconds. Although information on the drivetrain is yet to be released, we are told that the unnamed Gemballa hypercar will make extensive use of carbon fibre and lightweight design to achieve this. Previous releases have suggested that the engine will be pur combustion with around 800 hp.

Steffen Korbach, Gemballa’s CEO, said: “We’re now concentrating on building one of the last pure sports cars, a modern classic with an outstanding appearance and performance. A pure GEMBALLA car needs petrol and sound. Not all new trends are cool.”

The hypercar would be the first in Gemballa history. Until now, Gemballa has only modified existing hypercars. The photo shows a mid-engined hypercar with a huge rear wing and strong aerodynamic cues. The use of carbon fibre is clear to see within the front spoile and cannards, the door bonnet, the side panels and the rear wing.

There is no word on when the car might eventually be released, although if the timeline Gemballa announced earlier this year remains correct then we could see it as early as 2022.


2020 Audi R8 Coupe and Spyder First Drive | V10 > turbo

SANTA BARBARA, Calif. — It’s usually a bad sign: Rocking out of Los Padres National Forest in the updated 2020 Audi R8, I spot two California Highway Patrol cars lying in wait on Highway 33, one of the fantasy driving roads the state is known for. But these officers aren’t here to hand out tickets, but to lend a hand — closing off the road so we can run repeated launch-control starts in these mid-engine, all-wheel-drive supercars.

The drag-racing demo, in both coupes and Spyder convertibles, highlights reasons why one might drop $197,150 on the R8’s V10 Performance edition, or $209,350 on the Spyder V10 Performance. (They replace last year’s V10 “Plus” models). One is the 602-hp, naturally aspirated 5.2-liter V10. It’s a spectacular anomaly in a world dominated by turbocharged powerplants, the last of two production cars in the world with a V10. The other is its Italian cousin, the Lamborghini Huracan. Audi powers its R8 LMS race car with the identical V10, and both R8 coupes and racers are built on the same assembly line.

We stand in awe as Audi after Audi crackles off the line and sprints into the distance, rending the air with throaty howls en route to a wicked 8,700-rpm redline. (A Sport exhaust button that amplifies the sound is right there on the steering wheel, and owners are likely to wear it out). Audi plays it cool with a conservative 3.2-second 0-60-mph estimate for the R8 Performance coupe; 2.9 seconds is closer to the truth, as achieved in previous tests of the R8 in this engine spec. The Spyder is estimated to run only a tenth slower to 60 mph. Both models deliver the 200-mph bona fides of a self-respecting supercar, at a 205-mph peak for the Coupe and a hair-mussing 204 mph for the Spyder.

The 2020 update also brings a healthy 30-horsepower bump for the base R8 coupe and convertible, from 532 to 562 horsepower, and eight additional pound-feet of torque, now at 406 pound-feet. Audi pegs their 0-60-mph dashes at 3.4 and 3.5 seconds for the base coupe and Spyder, respectively, and sets their prices at $171,150 and $183,350. There’s also a coupe-only Decennium edition, limited to 222 copies, with the final 50 coming to the States. It’s a trim package that comes only in Mythos Black paint and all-black interior, with an intake manifold and wheels in matte-bronze finish and side blades, rear wing and other components in gloss carbon fiber.

On the 2020 design front, a reworked front bumper features a more horizontal perspective that accentuates the Audi’s lowness and width. That includes a dramatically stretched, black honeycomb grille, a new spoiler lip and lateral air intakes. That front end now incorporates a faux, winged inlet that bookends the bumper — and whose plastic-capped “opening” seems more from the Lexus school of overworked design than Audi’s typical understatement. Headlight lenses have been darkened, and a redesigned rocker panel gets a new inlay. Audi’s Laser Light high beam is standard on Performance versions, and their crisp, ultra-long-range illumination steps in for conventional high-beams at speeds above 40 mph. The Laser Light’s decorative blue element illuminates on European-market models, but U.S. regulations forbid any trace of blue lighting.

The new rear bumper adds a pair of generously sized oval exhaust outlets, more honeycomb for air outlets, and a new rear diffuser. Basic V10 models get standard 19-inch forged wheels, with optional 20s. Performance editions now come standard with 20-inch forged wheels with a somewhat busy, milled-cut design with a black-and-titanium finish. Our colorful selection of R8s tended to look better with optional 20-inchers with a simpler profile and titanium finish.

Two lovely new colors join the R8 palette: Kemora Gray and Ascari Blue metallic, the latter only available on V10 Performance cars. Ceramic brakes, standard on V10 Performance models, offer a choice of red calipers in addition to standard gray. Finally, the Performance coupe alone offers a world first for Audi: a carbon-fiber front sway bar that trims 4.4 pounds of weight. Every little bit helps for the R8, a relatively chunky sports car — especially compared with carbon-fiber monocoque McLarens — that plops as much as 3,957 pounds on the scales (for a base Spyder). All told, the wide-flanked R8 looks familiar, yet formidable, its ability to draw admirers undimmed by time.

Our day begins in Santa Barbara with a Spyder Performance, its fabric top down and its wind-deflecting rear glass up. After heading along coastal Highway 101, we’re soon detouring into California’s bone-dry, tinderbox canyons, even as fire crews battle new blazes in nearby Los Angeles. The Audi saves its scorching for the pavement, as I dial its dimpled, asymmetric steering wheel and get into a nice rhythm through the twisting mountain roads. 

This R8 is dearly priced by any standard, but you get what you pay for in the high-design interior, decked out with carbon fiber, burnished aluminum and diamond-stitched leather on 18-way power sport seats. Racing-style shell seats are available, but those aggressive chairs don’t seem to fit the Audi’s daily-driving personality. Audi might disagree, considering the R8’s impressive race record, including three wins at the 24 Hours of Nürburgring.

That personality combines accommodation and excitation like few cars; the R8 helped create the notion of the “everyday supercar,” and its precision build quality and user-friendly technology remain strong points. That extends to Audi’s Google-mapping virtual cockpit infotainment system and 13-speaker Bang & Olufsen sound system (standard on Performance models), which continue to set the standard in its class. If all-black Audi cabins strike you as boring, Pastel Silver or Palomino brown are new interior colors.

The Spyder looks sweet top-down, and admits more of that glorious 10-chamber orchestra, but those advantages don’t seem enough to overcome its drawbacks: a shortage of seat travel (the chairs wedge right up against the rear firewall), and the attendant lack of useful recline from the seatbacks. The coupe, in contrast, carves out room behind seats for small bags, backpacks or odds-and-ends — not a ton, but enough to make a difference in a car that’s otherwise limited to a modest frunk below the hood. And where the coupe proudly exhibits its signature V10 under glass, topped with a black X-brace, the Spyder’s engine stays out of sight below its vented, power-folding tonneau cover.

As it’s evolved, the R8 has steadily become more rewarding to drive, less victimized by understeer and more limber-feeling at the helm. For 2020, the electrically assisted steering reduces the assist during cornering to deliver more weight and feedback though the wheel. Optional Dynamic Steering (at $1,400) aims for more-natural feel as well, with less-aggressive ratio adjustments relative to vehicle speed and steering angle.

Where standard models come with a versatile, adjustable magnetically controlled suspension, Performance editions get a stiffer, fixed steel suspension for superior control, though with a notably firmer ride. For 2020, Audi has traded the R8’s previous Pirelli P Zero tires for a grippier set of Michelin Pilot Sport 2s with a custom rubber compound. (You’ll spot a little “AO” symbol on the sidewall, for “Audi original”). Stability control and ABS programming are mildly retuned to account for the improved grip, and the (optional) variable-ratio steering makes subtler ratio adjustments than before. Throw in a seven-speed dual-clutch S-Tronic transmission — which Audi says can swap speeds in as little as 120 milliseconds — and it’s a delight to rip through those gears to the tip-top of redline, whether in full automatic mode or by thwacking the finely weighted, metal paddle shifters. Hold that left paddle down, and the Audi will limbo to the lowest possible gear, skipping from, say, fifth gear to second in one swoop. This is an extremely short-geared car, with second gear topping out at around 67 mph, and fourth gear running out at barely 105 mph.

On one long, canyon-blasting descent, I employ left-foot braking to balance the Audi into blind apexes, then roll onto the throttle and feel the Haldex-based front axle come online, maximizing grip and exit speed as I hurtle toward the next corner like a barrel over Niagara Falls. This is one fast, confident sports car, and its V10 gushes power and never quits, as evidenced by that 200-mph-plus top speed.

The R8 still makes a vivid statement of design and performance, yet it’s always run a bit below the radar, including in sales. Since its debut in 2007, Audi has moved about 800 R8’s a year in America on average, including a high-water mark of 1,145 cars in 2011.  This is a supercar for a more practical-minded, German-favoring buyer, a contrast to the flashier form and naked emotionalism of the Lamborghini Huracán. Those Audi fans are just the type to do some practical math as well: The standard R8 Coupe undercuts the Huracan Evo’s price by about $90,000. 

Porsche-Designed Superyacht Hits the Market

A Porsche-designed superyacht has hit the market. The 135-foot catamaran has been listed for sale with brokers Camper & Nicholsons. Named Royal Falcon One, it has taken a decade to complete. In recent years it was docked at the Kockums outfitting facility in Nynäshamn, Sweden.

Camper & Nicholsons have not revealed the asking price for this one-off design. Considering the amount of work that has gone into it, we expect that the price is pretty unique too!

It was built by Royal Falcon Fleet with the design work carried out by Porsche Design Studio and naval architects Incat Crowther. Work was finished in August this year which means that the current owner has had just 3 months of enjoyment.

Royal Falcon One has three guest cabins on the main deck, together with a master suite and “VIP suite” on the upper deck. In the twin hulls, there is enough space to accommodate a 10-person crew. The design incorporates whites, greys and blacks. The top sun deck featuring a Jacuzzi with cushioned sun pads.

At the business end of things, the Royal Falcon One is powered by twin 4,600 hp MTU 16V 4000 M93L diesel engines and twin Rolls-Royce KaMeWa waterjets. It has a top speed of 35 knots and a range of 2,000 nautical miles at a cruising speed of 30 knots.


2006 Lamborghini Concept S split-cockpit Gallardo heads to auction yet again

Many Lamborghini concepts are completely wild, but the 2006 Lamborghini Concept S is unique in that it’s totally wild but also somewhat practical. The practical part comes from the fact that it’s effectively a Lamborghini Gallardo, but with a split cockpit and speedster shape. According to RM Sotheby’s, which is selling the car, there were plans to build 100 of them for special customers, but that never happened. So this is your only chance to own this speedster.

The concept’s Gallardo bones are obvious. Most of the lower body is the same as a production Gallardo, with slightly different grille openings. But the complete lack of a roof, the vestigial nubs of windscreens and angular roll hoops transform the car. From the side, it’s about the wedge-iest Lamborghini of all time. The split cockpit is also extreme, and it’s accomplished by placing a beam between the driver and passenger seats.

Mechanically, it’s about the same as a regular Gallardo. In the middle is a V10 bumped up to 520 horsepower coupled to the Gallardo’s E-Gear automated manual transmission and all-wheel drive. It would have been cool if Lamborghini had fitted the regular six-speed manual and its lovely gated shifter, but we suppose they didn’t want drivers whacking their hands and arms into that center beam to shift.

This car has less than 125 miles on the clock, which is remarkable, if also a little sad. It has also been shown at Pebble Beach twice. No price estimate has been given, though when RM Sotheby’s offered at an auction in 2015, the company expected upwards of $3 million for the car. It goes across the block at the RM Sotheby’s Abu Dhabi auction on November 30.

Supercars, classics, more come to ‘Gran Turismo Sport’ and ‘Forza Horizon 4’

Two years after the release of Gran Turismo Sport, and just over a year after the launch of Forza Horizon 4, both games continue to receive extra content. The latest updates for each game add a slew of new cars, and in the case of Gran Turismo, a new track.

Starting with Gran Turismo the game gets four new cars, one of which is the Porsche Taycan electric sports sedan previewed early in October. Alongside it are some interesting choices including the 2015 Lamborghini Aventador LP750-4 Superveloce, 2015 Mazda Demio (also known as the Mazda2 or the U.S.-spec Toyota Yaris), and the 1971 Mercedes-Benz 300 SEL 6.8 AMG. The latter of those is known better as the “Red Pig,” a huge and powerful touring car. Besides these cars, Gran Turismo adds the famous Spa-Francorchamps race track in both dry and wet configurations, plus a few more single-player race events.

Over in Forza Horizon 4, the latest update adds four new cars as well. Top billing goes to the limited-production and shockingly expensive Bugatti Divo. Then there’s the racing-spec 2008 Koenigsegg CCGT, the V8-powered 2010 BMW M3 GTS, and the Rossion Q1, the American continuation of the Noble M400. The update also adds a some new single-player events to play through. Both game updates are available now.

ABT Reveals Audi SQ8 TDI with 510hp

Looking for a diesel luxury crossover with enough power to take on the best petrol competitors? ABT has you covered with its latest release, based upon the Audi SQ8 TDI. Power and cosmetic tweaks are the order of the day with this series of upgrades!

We drove the Audi SQ8 TDI earlier this year. It gets a 4.0 litre V8 engine producing 435 hp and 900 Nm of torque, which plenty for most people. Not ABT’s customer base though! The German VAG specialists have delivered a new engine control unit which accounts for an additional 75 hp over the standard model. The SQ8 TDI now produces 510 hp and sheds 0.2 seconds off the sprint time to hit 100 km/h in 4.6 seconds.

ABT also take care of a number of other elements. The suspension benefits from an ABT level control module which allows the SUV to sit up to 65 mm lower in varying stages. To get the driver amped, ABT has even named the most extreme setting ‘Coffee’ mode…

The body kit is always the most imposing feature of these builds. The SQ8 is no different. It uses front and rear skirt add ons together with a new rear spoiler and a set of quad tailpipes. To finish the look, a set of 22 or 23 inch rims are available.


Lamborghini previews Huracán Super Trofeo EVO and Urus ST-X Lego sets

At the Super Trofeo World Finals at the Jerez de la Frontera Circuit in Spain, where world-class athletes put their driving skills to the test in the big kid toys, Lamborghini unveiled two brand-new toys for everybody that are set to launch in 2020. The Huracán Super Trofeo EVO and Urus ST-X are paired for the next Lego Speed Champions set.

The Huracán Super Trofeo EVO is already one of Lamborghini’s most popular racing models and competes in the single-make Super Trofeo series. The Urus ST-X is set to compete in track and off-roading competitions starting in October 2020 at the Misano World Final in an all-new race. Now both of these cars will be available for purchase in Lego form. 

Fortunately, 2020 marks the start of a new chapter for Lego Speed Champions with the evolution to the more accurate ‘8 Studs Wide’ design, and we felt that we could now do the popular brand justice,” Lego Speed Champions design manager specialist Chris Stamp said. “Especially the wide body of the Huracán Super Trofeo EVO. And with the awesome Urus ST-X we also introduce our first Super SUV into the theme, which fans will hopefully be just as thrilled with as we are.”

The Huracán model includes realistic parallels such as the shark fin, air scoop, front diffuser and large wing. It features a black scheme with slick accents and advertising sponsors. The set is 659 pieces in total and also includes starting “lights” and two figurines. Though pricing is yet to be released, the set will be available starting January 1, 2020. Seems like a missed Christmas opportunity, no?

BMW X6 M50i Review

BMW created a market for the mid-size luxury crossover with the original BMW X6. When it launched, back in 2008, it was the only SUV of its kind. A sleeker, sportier version of the BMW X5, it compromised boot space and practicality for a dose of sportiness. As unique as it was aesthetically challenging, the X6 divided opinions, yet sold remarkably well.

Now in its third generation, the BMW X6 has a significant amount of competition. It blazed a trail for cars like the Mercedes-Benz GLE Coupe, Range Rover Velar, Porsche Cayenne Coupe and the Audi Q8. The second generation was a simple facelift. This third-generation uses a completely new platform, shared with the recently released BMW X5.

The X6 uses BMW’s latest Cluster Architecture (CLAR) platform for the first time. It underpins cars like the 7 Series and the 5 Series, with the capacity to accept fully electric drivetrains, alongside plug-in hybrid and conventional drivetrains.

The new BMW X6 measures 26 mm longer, 15 mm wider, and 6 mm lower than the outgoing model. It uses double-wishbone front suspension and a five-link rear suspension.

Dynamic dampers are a standard feature with two settings to switch the experience from comfort to sport. An Adaptive M suspension Professional system adds active roll stabilisation and Integral Active Steering. The former attaches electric motors to the roll bars while the later adds rear-wheel steering. Other optional suspension programs include air suspension which is capable of raising or lowering the ride height by 40 millimetres.

The engine also receives some work. Those who care little for the technical details, feel free to skip a paragraph or two…

The N63 4.4 litre TwinPower Turbo V8 continues to use BMW’s xDrive all-wheel-drive combined with an M Sport electronic differential, M Sport exhaust system and model-specific suspension tuning.

In terms of the gritty detail, it is much the same as we saw in the X5 recently. BMW engineers have utilised a stronger aluminium alloy for the engine block, wire-arc sprayed iron coatings for the cylinder walls, grafal-coated pistons and a viscous damper on the crankshaft. The changes are geared towards enhancing the smooth running of the engine.

The X6 M50i puts out 530 hp and 750 Nm of torque through an eight-speed sport automatic transmission. It hits 100 km/h in 4.3 seconds and a top speed, electronically limited to 250 km/h.

On the de-restricted sections of the autobahn, we had the X6 M50i up to 250 km/h. At that speed, it felt as though the front end was beginning to lift a little. Most owners will never push these limits though. On the twisty stuff, it feels wide. It’s not a car you could confidently place into a corner without some practice! The suspension also feels hard, even with air suspension all round. We suspect this will be less obvious in more mundane models.

If the full-blooded X6 M50i is not your cup of tea, BMW offers one other petrol model and a choice of two diesels. The BMW X6 xDrive40i uses a six-cylinder 3.0-litre engine with an output of 340 hp and 450 Nm of torque. An M50d and xDrive 30d both use a six-cylinder diesel until with 400 hp and 760 Nm of torque and 265 hp and 620 Nm of torque respectively.

Of course, if the M50i isn’t quick enough for you, BMW recently announced a new X6M. If you want ultimate performance, that’s probably the one to have. That said, the X6 M50i performs well enough that you won’t feel shortchanged. In the round, it is a well rounded package with the types of compromise you expect from a vehicle of its size.

On the outside, the design looks less shocking post-4 Series revelations. The kidney grille is the dominant feature, similar in size to the X5. BMW debuts a new concept with the X6. The illuminated kidney grille. Lights shine down from the top bars of the grille, highlighting its size. Most owners will care more about the kerb appeal than anything else, the illuminated grille is clearly designed to appeal to them.

A new set of angular headlights sit either side with a sharper front bumper. A new set of front and rear fender vents lead to broad-shouldered wheel arches. At the rear, the hatch looks similar to that of the X4. The bootlid spoiler has become an M car characteristic of late.

All in, the X6 is an evolution rather than revolution. If you liked the outgoing version then you are likely to love the updates.

Inside, the changes are similar to those found in the new X5. The dash display is fully digital. Our test model had a head-up display and the centre console featuring a large 12.3-inch display. The combination of BMW’s Operating System 7.0 and Live Cockpit Professional brings the X6 bang up to date. The system allows for remote software updates too.

The X6 was always criticised as having cramped rear seats. While the exterior proportions have grown, the interior remains cramped somewhat. Rear passengers gain a small amount of additional space, although we didn’t spend a great deal of time exploring whether the new design makes a practical difference.

An interesting feature is the BMW Display Key. Due to the short amount of time we had with the X6, it wasn’t possible to get to the bottom of its features. However, it works like a smartphone, using Near Field Communication and an integrated display to offer options that a conventional key simply will not.

From a pragmatic point of view, the X6 shouldn’t work. It is an unholy compromise between the practicality of an SUV and the sporting prowess of a coupe. That said, the demand for luxury crossover SUV’s is strong at the moment, with plenty of competition. BMW has seen huge success with previous generations of X6 and this latest version is likely to appeal to its established customer base. If it is what the people want, who are we to complain?


Jaguar C-X75 James Bond movie car is going up for auction

Back in 2010, Jaguar presented a show-stopper of a concept: the C-X75. Besides its curvaceous body, it boasted a wild hybrid powertrain with a gas turbine engine providing electricity. Sadly, it never reached full production, and it only reappeared as a villain car in the James Bond film Spectre. But between the concept and the film, there were a few production prototypes built as part of a planned 250, and a few stunt cars. Auction company RM Sotheby’s is offering one of the latter cars.

This Jaguar C-X75 stunt car is actually the first stunt car built, according to the auction house. The stunt cars were built by Williams Advanced Engineering, the same company that has been competing in Formula 1 for decades. The stunt car has little in common mechanically with the concept, or the five prototype cars Jaguar built with four-cylinder hybrid powertrains. Under the skin is a custom tubeframe chassis and long-travel rally car suspension. Powering it is a version of the Jaguar F-Type’s V8 engine with a dry-sump oiling system. It’s coupled to a sequential manual six-speed transmission and a rear transaxle with a mechanical limited-slip differential. Brakes are AP Racing units and are adjustable from the cabin, and they feature a hydraulic handbrake.

One consequence of this stunt car’s burly underpinnings is that the cockpit is more like that of a race car, with a small Momo steering wheel and toggle switches and controllers all over. But this unsophisticated cabin has played host to some famous folks. The car was used for getting shots with the actors, with a driver’s seat mounted to the top. Since this was a villain car, the actor in the driver’s seat was Dave Bautista. The car also was featured at the Mexico Grand Prix to promote the movie, and Felipe Massa took it for a test drive.

RM Sotheby’s hasn’t given an estimated price for the car, but expect it to be expensive. If you have the means, it will be crossing the block at the auction company’s Abu Dhabi sale on November 30. The car will come with a bill of sale, a movie call sheet and a specification sheet from Jaguar Land Rover Special Vehicle Operations. We’re not sure that this car would be able to be titled in the U.S., but we bet it would be just as fun, if not more so, on a race track, rather than public roads.

Brabham BT62 adds a Competition spec variant to the mix

The Brabham BT62 supercar is now available to order in a new Competition spec, in addition to the “Ultimate Track Car” spec and the “Road Compliant” spec. Brabham is still limiting total production of the V8-powered supercar to only 70 units, but now you have options.

Most things about the Competition are the same. It’s powered by the same naturally aspirated 5.4-liter V8 that produces 700 horsepower and 494 pound-feet of torque. This is exclusively mated to a six-speed sequential transmission which sends power to the rear wheels. However, the “Competition” version of the BT62 is stripped back even further than the Ultimate Track Car spec, so maybe they have to change the name? We kid. But still, the Competition is even lighter than the others, as it foregoes exterior paint in favor of a wrap. All the interior trim has been removed, so it’s just bare carbon fiber wherever you look — as of now, there are no photos of the Competition interior, though. It’s also delivered without a passenger seat or maintenance kit. Unfortunately, Brabham has not yet detailed how much weight you save with the Competition. The Ultimate Track Car spec weighs 2,143 pounds.

Due to the de-contenting done here, Brabham actually prices the Competition lower than the other versions of the car. It can be yours for £750,000, or $965,396. That compares rather nicely to the $1.4 million Road Compliant spec. Brabham says that you’ll be able to upgrade from the Competition spec to the Ultimate Track Car or Road Compliant spec at any time of your ownership — just expect to pay for it. You can order a BT62 for track use here, and it can even be had in left-hand drive. However, the Road Compliant car is still not available for road use in the U.S. — it’s designed for European markets.

Shelby American could push the 2020 Mustang Shelby GT500 beyond 1,000 hp

After a daylong media drive, auto media and enthusiasts have only just opened the discussion on the 2020 Ford Mustang Shelby GT500. Nevertheless, the only thing better than the great toy you have in your hands is the potentially greater toy you might one day get. That why, on a trip to the Shelby American Heritage Center during the GT500 launch, CarBuzz asked the folks at Shelby American how far they might push the GT500’s 5.2-liter supercharged Predator V8. Remember, Shelby already gets 800 horsepower out of the 5.0-liter Coyote V8 for its top-shelf Super Snake model, a gain of 340 hp over the current Mustang GT. It wasn’t a Shelby exec who answered the CarBuzz query, however, but Ford Performance marketing manager Jim Owens, who said, “at least 1,000 [horsepower.].” That sounds like an insider’s nod to how much firepower Ford left on the table waiting to be unlocked by a company like Shelby. An even four-figure number would, as with the Super Snake, add 240 hp to the stock GT500 tally.

Don’t expect the Super Snake to go away, though. CarBuzz also asked what such a car might be called, and this time Shelby answered. Company President Gary Patterson told the site that Super Snake belongs to models powered by the 5.0-liter V8. The Predator would need to be christened with something else, which “may be a new name, or may be a name from the past.”

Elsewhere on the same launch, The Drive cornered a Ford exec to ask about the 647-hp Ford GT. The regular, $450,000 GT is clearly Ford’s official halo car, right next to the track-only, 700-hp, $1.2 million GT Mk II. The standard GT has two more years to go to finish production, those years potentially out of the limelight since the coupe retired from racing. In the interim, the GT500’s supergiant star turn could outshine Ford’s intended angels by being the most powerful Ford to leave Dearborn, by being so close to so many GT performance specs, and by not yet having shown what’s its genuinely capable of. The GT500, for instance, is just 0.3 seconds shy of the GT’s 0 to 60 mph time and is faster through the quarter-mile even though the GT500 weighs 900 pounds more.     

The unnamed Ford exec who spoke to The Drive explained the GT’s power figures as mandated by homologation rules, but now that competition concerns are moot, “Maybe we’re not done there.” When the outlet asked if there could be a road-legal GT Mk II or some other more aggressive variant on the way, the exec answered, “You’ll just have to wait.” On one hand, these could be artful deflections to forestall anyone trash-talking the GT for the moment. On the other, we’d be surprised Ford would let the GT stand still for two years in the face of in-house, cross-town, and overseas competition.

Gemballa issues progress report on its in-house supercar

In June this year, Gemballa owner Steffen Korbach announced the German tuner was “planning a thoroughbred super sports car with a unique, aggressive design and engine power considerably over 800 horsepower.” This would be a departure for the Baden-Württemberg company that has spent nearly 40 years fettling products produced by its Stuttgart neighbor, Porsche, just 12 miles away. Korbach said Gemballa needed investor financing to carry out the project, a call that’s seen some success. Having secured initial funds, the company’s decided to release more information as it commences the technical planning phase. 

Potential customers and investors are likely to have seen initial drawings of what’s promised to be “uncompromising, radical, pure, and luxurious,” which we’ll assume are the new images we have here. There’s been quite a bit of reshaping since the last black and white image of a more compact and harder-edged mid-engined rocket. That car gave off Zenvo vibes up front and design thesis track car concept vibes in back. The new visuals loosen up with more curves stretched out over a longer body, and substantial aero work has been done up front. The B-pillar has sprouted a pair of scoops, the jutting diffuser has been tucked under tail. The rear wing arises organically out of the bodywork instead of being appended like a Time Attack appliance, and check out that multi-level and multi-part surfacing on the cross-member. Expect loads of carbon fiber.

We don’t have specs on what kind of engine will make use of the jet stream of air inhaled through those side vents, Gemballa saying for now that there’ll be an internal combustion engine with at least 800 horsepower and no hybrid assistance. Korbach again, taking a shot at electric vehicles: “We’re now concentrating on building one of the last pure sports cars, a modern classic with an outstanding appearance and performance. A pure Gemballa car needs petrol and sound. Not all new trends are cool.” It’s possible there’ll be a manual transmission option sited between the engine and wheels, part of “state-of-the-art drive and aero technology.” No matter, when combined with the lightweight body, Gemballa’s aiming for a 0-62 mile per hour time of under 2.5 seconds, and 0-124 mph in “around 6.5” seconds.

The tuner hasn’t just torn down and muscled up everything from the Cayman to the Carerra GT, it’s sorted through the internals of the Mercedes-McLaren SLR, McLaren MP4-12C, and Ferrari Enzo. All of which is to say Gemballa knows how a supercar is built. If all goes well, a prototype takes the stage early next year — we won’t be surprised at a Geneva Motor Show reveal — with production slated for 2022.

De Tomaso P72 gets a 5.0-liter Ford V8 with 700+ horsepower

All the comments the Hong Kong-based Consolidated Ideal TeamVentures (CIT) have made about resurrecting the De Tomaso brand have stressed the company’s focus on staying true to De Tomaso’s intentions and the values of his car company. The first proof of that came in CIT deciding to pay homage to the practically unknown De Tomaso P70 with the P72, instead of going for the slam dunk with a Pantera facsimile. The second proof comes in the choice of engine for the P72: Ford’s 5.0-liter Coyote V8 further developed by De Tomaso and Roush Performance. From De Tomaso’s first road car, the Vallelunga, to his last, the Guarà, he used Ford engines.

Final output figures will come in north of 700 horsepower and 608 pound-feet of torque thanks to a Roots-type supercharger. Yes, that’s less grunt and gumption than one gets from the 2020 Ford Mustang Shelby GT500, a coupe that costs one-tenth the P72’s 700,000 euros ($842,000 U.S.). But the men behind the project say blinding power figures are “irrelevant to ethos of this project and what we are trying to achieve.” In the words of general manager and chief marketing officer Ryan Berns, “In our opinion the market is now over-saturated with commercially driven ‘limited edition’ models primarily marketed on performance metrics. We have grown tired of this notion and thus took a contrarian approach with the P72.” The point with this car, rather, is “the provenance and the overall experience as a brand and for our clients.”

We can’t judge all of that yet, but the engine looks good on paper. Roush Performance tweaked the two four-lobe rotors in the supercharger for faster operation, better airflow and thermal efficiency, and less noise and vibration. The supercharger provides the power and response De Tomaso wants, along with regulation compliance in the U.S. and Europe. Yet the engine’s still in development as De Tomaso works to reduce the apparent presence of the supercharger, stressing an “old-school American V8 soundtrack” and the naturally aspirated spirit of the Sixties. Roush also added dry-sump lubrication, and it’s planned that the engine’s redline will lie beyond 7,500 rpm. Power gets sent to the rear axle through a six-speed manual gearbox, and we’re told to expect an audio clip soon of the “symphonic exhaust system” that exits atop the rear deck. If done right, the sound “brings one back in time as if they were on the starting grid at Le Mans in 1966.”

Miller Motorcars is the U.S. dealer for anyone still interested, but it seems this is a matter of snoozing and losing; De Tomaso will only build 72 examples of the P72 – hence the name – and the car already has more than 72 people standing in line for the chance to buy.

Factory Five developing new supercar with 755-hp LS V12

Factory Five has produced its mid-engined GTM supercar for more than 10 years, that car using C5 Chevrolet Corvette internals wrapped in a steel tube frame chassis and original composite bodywork. The Massachusetts-based company is working on a replacement now, coming to SEMA next month as an engine and chassis, due for debut in February 2020. Called Project Romulan, the chassis is a stretched and widened version of the Gen 3 Type 65 Coupe, otherwise known as the Shelby Daytona Coupe kit car the company sells. Yet whereas the kit car normally uses a Ford-sourced V8, Project Romulan gets a General Motors LS3-based 9.5-liter V12 with LS7 type heads made by Australian company Race Cast. The output: a turnkey 755 hp and 694 lb-ft on pump gas.  

And those numbers aren’t the wildest part. Hot Cars reports Project Romulan comes with a “Star Trek” backstory by way of Gaydon, England. Seems Factory Five benchmarked its supercar specs against the Aston Martin Vulcan. The Vulcan, remember, was a track-only car limited to 24 units, each powered by a 7.0-liter V12 with 820 hp and 575 lb-ft, although a few were converted to road-legal status. In “Star Trek” lore, when most of the once-violent and emotional Vulcans gave up their warfare for logic, as per Spock, a Vulcan faction quit the planet and settled planets Romulus and Remus. One coin, two sides.   

The 580-cubic-inch LS V12 will rev past 6,000 rpm, and Factory Five turned up the engine it calls “our mini Merlin” just a touch for a couple of Facebook videos. It’s mean. And even with an extra 4.5 inches across the chassis and nine more inches of chassis length, the fit is snug. Race Cast also provides the ECM and harness for the motor, Factory Five worked up custom bits like the oil pan and coil mounts. The tuner says the engine “will be available as one part number for anyone building this kit once it’s released.” Compared to a Coyote V8, the LS V12 will put about 140 more pounds on the front — 444 pounds for the Ford V8 vs 584 pounds for the Race Cast iron block V12 — but double-adjustable Koni shocks will do their best to make the weight worth it, and a serious set of Wilwood brakes will manage stopping.  

Factory Five says the super coupe will get a finished carbon fiber body with a new, modern design that needs no additional work. Assuming all goes well, after the February debut, production will begin later in 2020.

Lamborghini Squadra Corsa previews 830-hp hypercar and racing Urus ST-X

At the conclusion of last year’s Lamborghini Super Trofeo series, the Sant’Agata Bolognese carmaker’s Squadra Corse division unveiled the SC18 Alstom. That was a one-off, customer-commissioned, extreme track car based on the Aventador SVJ, and the first wholesale creation from the racing department. At this year’s series finale in Jerez, Spain, it teased a limited-run hypercar and an evolution of the race-bound Urus ST-X. The hypercar proves a rumor from earlier this month, when a poster at the McLaren Life forum said he was “Going to spec next week and test drive the SVR V12 track version of AV,” that AV standing for Aventador. Lamborghini says the track-only car, designed by the company’s Centro Stile department, will debut next year.

The rumor had posited the hypercar as a ne plus ultra expression of the Aventador’s 6.5-liter V12, and that seems to be the case. Engineers extracted 830 horsepower from the naturally aspirated engine, 70 hp more than found in the SVJ. In place of the road car’s seven-speed, single-clutch ISR transmission, the unnamed hypercar uses a six-speed Xtrac sequential gearbox, and a mechanical limited-slip differential can be adjusted by the driver for preload. The standard Aventador chassis has been reworked around that powertrain for aerodynamic and safety reasons. The front structure’s made of aluminum, a more pliant — and less expensive — material to deal with in case of incidents on the track. The engine’s been wrapped in a steel cage in order to increase torsional and bending stiffness. Airflow improves thanks to dual intakes on the hood, an airscoop over the cockpit, and a stonking rear wing. 

The Urus ST-X has undergone a few changes since its debut last year. The Verde Mantis SUV has been lightened by about 25 percent compared to the production version with “a lighter structure,” a vented carbon fiber hood and rear wing, and a racing exhaust. The cabin’s luxurious appointment are replaced by a roll cage, racing seats, and a fire suppression system. Scheduled to make its race debut at the end of October 2020 in Misano, Italy, the first pilots to get a chance behind the wheel will be winners of the four classes in the Super Trofeo series.

2020 Volkswagen Golf 8 Officially Revealed!

The Volkswagen Golf has landed. The Mark 8 has today been released, hoping to continue Volkswagen’s tradition of producing the best hatchback on the market.

As you would expect, the changes are evolutionary rather than revolutionary. Volkswagen has taken a huge step ahead when it comes to interior technology, bringing the Golf up to date!


2020 VW Golf 8 Side

The design is familiar. The five-door version is all we get for now. The proportions are similar to before with a forward-pointing C pillar. The design lines are similar, the rear gets a new set of taillights and the front gets a new set of headlights which give the effect of a continuous bar across the front.


2020 VW Golf 8 Engine

In terms of powertrains, the GTI and R are missing from the market launch, rest assured that they will arrive at a later date.

Eight drive options will be available, including petrol, diesel, natural gas, mild hybrid and plug-in hybrid models.

Two all-new 1.0 litre, 3-cylinder petrol engines will be available with 90hp and 110 hp outputs. Two brand new 2.0 litre, 4-cylinder diesel engines will also premiere with a 115 hp and 150 hp output. Both will use AdBlue injected into the upstream.

Three mild hybrids will launch with 48-volt technology and outputs of 110 hp, 130 hp and 150 hp. These models will use the 1.5 litre Evo engine with Active Cylinder Management and a new turbocharger. The 48-volt system will be available exclusively with a 7 speed DSG gearbox and will allow coasting, energy recuperation and electric boost.

Two plug-in hybrids will also launch, an eHybrid with 150 hp and the GTE with 245 hp. The plug-in hybrids will use a new 13 kWh battery with higher electronically powered ranges.


2020 VW Golf 8 Head Up Display

Volkswagen’s assist systems have recently been consolidated into a brand called IQ.DRIVE. The new Volkswagen Golf gets plenty of standard technological features including the Lane Assist lane-keeping system as well as a Front Assist area monitoring system (including City Emergency Braking System, Pedestrian Monitoring and a new swerve support feature as well as a new oncoming vehicle braking when turning function).

Further options include a predictive cruise control which reacts to speed limits, bends and roundabouts. Car2X communication also allows the exchange of information with other vehicles and other road users for the best possible information about driving conditions ahead.

The headlights are also carried across from the IQ.DRIVE program including the LED matrix headlights. Volkswagen will offer three alternatives including the top of the range LED metric units.


2020 VW Golf 8 Steering Wheel

The interior is where the real changes have been made. Integrated mobile online services are the difference. The biggest change is a redesign of the Golf’s dashboard. The digital instruments are now standard, including an 8.25-inch infotainment screen (or an optional 10.25-inch screen). The two screens appear merged and are mounted higher on the dashboard than before.

Many of the systems included in the new Golf can be updated retrospectively. There is a head-up display. Many of the analogue buttons have been replaced by touch screen functions too.


2020 BMW M135i Driving

The competition remains much the same as before. The BMW 1-Series and Mercedes-Benz A-Class immediately spring to mind. Both of these models are positioned slightly higher than the Golf and at higher price points. The Audi A3 is sure to follow soon and will likely build on the qualities of this new Golf, at a higher price point.

At the less premium end of the market, the Ford Focus and Vauxhall/Opel Astra are likely to offer competition. The Seat Leon, Mazda 3, Kia Ceed, Honda Civic, there is no shortage of competition. The Golf has traditionally occupied the centre-ground within the segment, a benchmark of quality. We expect the latest generation to continue this trend.



Here Are Some Overlanding-Ready Ford Super Duty Concepts

Ford will bring a veritable smorgasbord of modified vehicles to the SEMA show in November. We’ve already seen the Ford Ranger overlanding concepts. Today, Ford unveiled the company’s Super Duty concepts, which, not surprisingly, also include some rugged, purpose-built overlanders. Check out those trucks below.

BDS Suspension Ford F-350 Super Duty Crew Cab XLT


This F-350 is an overlanding rig powered by a 6.7-liter Diesel engine. It has a four-inch lift and massive 40-inch tires. The cab includes a hardshell tent and awning, refrigerator, and two-burner gas grill among other features.

LGE-CTS Motorsports Baja Forged Ford F-250 Super Duty Crew Cab XLT


This F-250 is another overlander with a custom bed. It’s intended to be “the Swiss army knife for the modern adventurer” with the functionality of “a mobile command center, campsite, and workshop.”

Ford Accessories F-250 Super Duty Tremor Crew Cab with Black Appearance Package

This truck shows off Ford Accessories offerings on an F-250 with the Tremor off-road package and Black Appearance package.

DeBerti Design Ford F-450 Super Duty Platinum Crew Cab


This F-450 is designed to be the ultimate work truck with pull-out drawers and Rigid LED lights. Fret not about security; this truck also has a vault.

CGS Performance Products Ford F-250 Super Duty Tremor Crew Cab with Black Appearance Package


This F-250 is an off-roader with the Tremor package that focuses on aesthetics with custom wheels and tires as well as custom red Sikkens paint by AkzoNobel.

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1974 Gateway Bronco Modern Day Warrior

Gateway Bronco has built one of the finest Ford Bronco restomods we’ve come across, and at its heart supports a worthy cause for Alzheimer’s education. Thanks to meticulous adherence to the Bronco ethos combined with…

Which New BMW 3 Series Is the Better Buy?

When it comes to cars that can do it all, few carry the cache of the BMW 3 Series. Over the past 45 years, Bimmer’s compact car has blended performance, comfort and usability in ways that have made it one of the benchmarks other automakers aim for when developing their own sedans.

Still, like the BMW M5, the 3 Series has had somewhat of a rocky road in the last few years. The luster earned in earlier generations faded a little with the fifth-generation model of the early Aughts, then dimmed a bit more with the sixth-gen version that was sold for almost the entire current decade. While still speedy and luxurious, they were largely considered to have lost some of the style and joie de conduire that defined past versions. So when BMW revealed the all-new seventh-generation car at the Paris Motor Show last year, the world held its breath to see if those motor-loving Bavarians could bring back the magic.

The new model, known internally as the G20 generation, certainly has plenty of visual pizzazz; indeed, it’s perhaps the most aggressive 3 Series since the E36 that debuted during the first Bush administration. But with the new model also came a change in the powerplant department: whereas past 3ers had offered multiple power levels below the domain of the sporty M Division’s wares, here in the States, only one car would come without the 13th letter of the alphabet appended to its name — the 330i. The only more potent version would be the M340i, designed as a halfway point between the base car and the forthcoming M3.

The Big Differences

As anyone with some basic knowledge of BMW nomenclature has probably figured out by now, the largest difference between these two 3ers is what lies beneath their hoods. Those numbers long since stopped corresponding to exact displacements, but bigger numbers still mean bigger engines: the 330i packs a turbocharged 2.0-liter inline-four making 255 horsepower and 294 pound-feet of torque, while the M340i uses a turbocharged 3.0-liter inline-six that spins up 382 hp and 369 lb-ft.

Further setting the M340i apart: a limited-slip differential for the rear axle, a stiffer suspension that gives the car a 0.4-inch-lower ride, and wheel camber revised for better grip. It also scores a distinct grille where the traditional upright valances have been replaced with odd shapes that, from a distance, vaguely resemble the dotted lines notating the different cuts of meat on a butcher’s illustration of a cow.

The Similarities

Apart from that, however, these two 3 Series models are about as similar as they come. Or rather, they can be, if you spec the 330i to match the M340i by picking the M Sport package, which includes a more aggressive front fascia, a sport-tuned suspension and variable-ratio sport steering (delivered via the same chunky steering wheel found in the M340i) for an extra $5,200.

Unlike the aggressive M Sport six-cylinder car, however, you can also opt to have your 330i in more sedate form; just opt for the Sport or Luxury packages, which also open the door to different paint and trim options you can’t have in the other version.

Both 3 Series models come with a sole choice of transmission (an eight-speed automatic) and the same two choices of driven wheels (rear or all four). Whereas Americans used to be able to choose between a wide variety of 3 Series body styles, the lineup has currently been culled down to just four-door sedans; coupes and convertibles have been rebranded under the 4 Series moniker, while the station wagon and the bloated Gran Turismo versions have both been tossed from showrooms. (Europeans, of course, can still buy a 3 Series wagon; perhaps BMW will take a page from Audi and bring the two-box 3er here at some point, but that seems unlikely for now.)

What’s That Mean in the Real World?

95 percent of the time, driving an M340i feels exactly the same as driving a 330i. Both 3ers are comfortable highway cruisers, as you’d expect of any car born in the land of the autobahn; even at speeds well above what your driver’s ed teacher would advise you to do, it’s rock-steady and reassuring.

My 330i had the M Sport package, and the resulting sport suspension meant it felt pretty much as capable as the M340i in the turns I pushed it through. Admittedly, I wasn’t pushing the cars anywhere close to their limits — I had passengers and cargo in the car both times I reached fun stretches of road — so it’s likely that the M340i would be more confident and rewarding at max attack than the lesser car.

Both cars suffer from the poor steering feel that’s an unfortunate characteristic of many BMWs today. While the helms are responsive, there’s little of the feedback that characterizes great steering and helps bring joy to the act of driving. So far as your hands are concerned, you might as well be turning a very fast-acting video game racing rig, not something connected to the front wheels.

Optioned up the way my test cars were, they both came with all the bits of high-tech frippery BMW has to throw at the 3er, too. The new Live Cockpit Pro is just a fancy name for the sort of reconfigurable digital instrument panel found on plenty of cars nowadays; it’s certainly clear and effective, though it does pack a couple of minor issues, like a tachometer that goes in a counterintuitive counter-clockwise direction and a theoretically-useful central display zone that can’t be used to show anything of actual use. Wireless Apple CarPlay is a handy, BMW-only feature that makes you both more likely to use its hand features and could help save your cell phone battery (every other version of CarPlay involves leaving the phone plugged in for long periods, which is exactly what it doesn’t like). And the gesture-based infotainment controls that let you change the volume or radio station with a wave of your hand remain one of the more delightful new features in the automotive space, even if they don’t work quite as reliably as you’d like.

The remaining five percent of the time, of course, are those moments when you’re driving with, as JFK would have said, vigah. 382 horsepower is nothing to scoff at, and nobody makes inline-sixes quite as smooth and delightful as BMW; pushing your foot into the accelerator produces a thrilling burst of fluid acceleration that’ll make you wonder if, like the Supra that shares an engine with it, this Bimmer is making more power than claimed.

Yet even that five percent isn’t as great a difference as you’d think. The limited-slip differential in back no doubt makes it faster around a track, but in the real world, the 330i feels plenty well-balanced in the turns. And the turbo four found beneath the lesser 3’s hood is no slouch; it’ll still zip from 0 to 60 miles per hour in five and a half seconds or less, which is fast enough to hurl you onto highways, around traffic and down winding back roads with glee. (Plus, it racks up far better fuel economy than the six-cylinder; Car and Driver found it averaged 42 miles per gallon at 75 mph.) The gearbox is every bit as clever as the M340i’s, leaping to the right gear whenever you need.

Granted, the four-cylinder engine lacks the characteristic purr of an inline-six, but that’s ultimately a minor concern for a sedan like this. A sweet engine note matters only for those few seconds you’re flooring it, and the 330i is quick enough that you won’t have to listen for long. Besides, if you really can’t stand it, that’s what the stereo is for.

The Verdict

Unless you’re planning on hitting the autocross or race track every couple weekends, it’s hard to see any reason to fork over an extra $10,000 or more for the M340i. That’s not a slight against the M Sport model; it’s more a credit to how solid the basic 330i is. It may not be the default choice in its class anymore — there are too many great competitors out there, from the Kia Stinger GT and the Genesis G70 to the Jaguar XE and the Alfa Romeo Giulia — but it’s still a solid choice for anyone looking for a blend of fun and practicality in their daily driver.

BMW provided these products for review.

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Prepare Your Car for Winter With These Essential Items

As they used to say on some old TV show: winter is coming. That means it’s time to prepare your vehicle for the onslaught of cold air and frozen water that’s fast approaching. That could mean buying some high-end snow tires (indeed, it should mean that if you don’t have them already). But you should also pick up these portable, reasonably-priced pieces of gear and keep them in your car ahead of winter’s arrival, just in case. These items will let you be prepared for most cold-weather eventualities — without commandeering too much trunk space.

Grand Trunk Throw Travel Blanket

Grand Trunk’s throw travel blanket is lightweight and portable, and comes with an attached carrier bag. It features a particularly cozy foot pocket. It’s machine washable. And it may not match whatever motif your significant other has going on in the bedroom or living room, so your car is an excellent place for it.

Birdrock Home Snow Moover Small Car Brush and Ice Scraper

You can go cheap with your ice scraper and brush. You can go expensive and complicated, too. Birdrock Home offers the simple, compact, lightweight Goldilocks option: an ice scraper and brush with a foam grip and non-scratch jaws, for a little less than $20.

Streamlight ProTac 2L-X Flashlight

It’s dark a lot of the time during winter. Make yourself — and what you’re working on — more visible with the Streamlight ProTac 2L-X. It’s waterproof, made from durable anodized machined aircraft aluminum and has three different operating modes, including a strobe light for signaling for help.

Lifeline Aluminum Sport Utility Shovel

This bit of gear makes it easy to forget you’re lugging a shovel around — until that day you need it. This aluminum shovel from Lifeline weighs just 1.6 pounds. It separates into three pieces for easy storage. You can also adjust the length for better leverage.

Jackery Bolt 6000 Portable Charger

Your smartphone is your connection to the outside world in an emergency, and how you’ll keep your children entertained during better times. The pocket-sized Jackery Bolt 6000 can charge up to three devices at once, and charge an iPhone to full multiple times over. It also has a helpful built-in flashlight.

Carhartt Men’s W.B. Waterproof Breathable Insulated Glove

There are better gloves for sports and specified tasks, and there are fancy deerskin gloves for a night on the town. Carhatt’s W.B. glove is a reasonably-priced all-arounder that’s insulated and waterproof. You won’t mind keeping them in your car.

SlimK LED Emergency Road Flares

A flare gun may be overkill: you probably won’t need to signal the Coast Guard from your car. These LED road flares from SlimK are an excellent alternative. They have nine different flashing modes, up to 36 hours of battery of life, and can be viewed from up to a mile away at night.

HotHands Hand Warmer Value Pack

You need to keep your extremities warm during an emergency — or pretty much any winter event. So pick up a value pack of HotHands hand warmers and keep them in your glove box. They air activate in 15-30 minutes.

Note: Purchasing products through our links may earn us a portion of the sale, which supports our editorial team’s mission. Learn more here.