All posts in “Bugatti”

Short-tailed Bugatti Chiron Super Sport spied testing

One of our spy photographers has caught a rather odd Bugatti Chiron prototype out testing. It features no camouflage, which reveals that it seems to fuse a regular Chiron with the Chiron Super Sport 300+. And that begs the question, what is this?

The front of the car is all Super Sport 300+. It has the revised air intakes, clusters of round vents in the hood, and big vents in the fenders. But unlike that top speed challenger, this has a normal, truncated tail from the regular Chiron. In fact, everything from the front fenders back appears to be regular Chiron. The one difference is the exhaust, which consists of two oval tips that most resemble the tailpipes of the Chiron Pur Sport. But the rear fascia is definitely regular Chiron, not the revised design of the Pur Sport.

So what is it? It could simply be a mash-up of leftover Chiron parts for some kind of test mule. It could also be shortened Chiron Super Sport 300+ that will share the same 1,600-horsepower engine as the high-speed car, but without the cost of the extra aerodynamics. Whatever it is, Bugatti’s testers evidently weren’t happy about the spy photographer catching the car, as he reports the car was hurried into a trailer and security sent to confront the photographer and stop him from sharing the photos. So it seems Bugatti has something interesting coming, whether it looks exactly like this or just has this car’s underpinnings.

Related Video

Bugatti walks us through the Chiron Pur Sport’s testing process

Bugatti is emerging from weeks of lockdown loudly, and sometimes sideways. Its engineers have started testing the Chiron Pur Sport unveiled in March 2020 on the Blister Berg track nestled in Germany’s Teutoberg forest.

Blister Berg is a private track, so the team only has three days to fine-tune the Pur Sport’s chassis, steering, suspension, and gearbox — the latter isn’t the same unit that’s found in the Chiron because its gear ratios are shorter in order to deliver quicker acceleration. Engineers are also monitoring wear-and-tear items, like the tires, and keeping an eye on the model-specific engine components. That’s a lot to cram into three days, especially since Bugatti had to reduce the size of the team it sent to the track in order to comply with the social-distancing measures that remain in effect throughout much of the world. Germany’s dense, fairytale-like forest is no exception.

Luckily, sensors aren’t affected by health-related restrictions, and there’s no limit to the number Bugatti can stuff into the two pre-production prototypes tirelessly lapping the Blister Berg track. They’re monitoring a variety of parameters, including the exhaust temperature. They’re also helping engineers set up the new Sport+ driving mode that relies on gyro-based technology to make the Chiron more eager to drift. Creating this profile requires a tremendous amount of calibration work. Testers download data after each run, analyze it, and make changes if needed. Bugatti told Autoblog the Chiron can already drift, but the new mode makes it a little bit easier.

Going through this costly, time-consuming process is a way for the firm to demonstrate that its definition of performance doesn’t end at straight-line speed. It wants to show a lesser-known side of its personality.

“Bugatti has always proven it can build fast cars in terms of top speed,” the company told Autoblog, pointing to cars like the Chiron Super Sport 300+. “However, we also have a history of building cars devoted to agility. This is often forgotten or overshadowed by the incredible top speed feats. We, as did some of our valued customers we talked to about this, felt we should complete the spectrum of performance of the Chiron lineup.”

Validation testing will continue in the coming months; Bugatti will notably take the Pur Sport to the Nürburgring. Jachin Schwalbe, head of chassis development, explained every part of the car needs to work perfectly on its own, but also as part of the broader package. While that’s par for the course when it comes to developing a new car, the Pur Sport needs to work perfectly over a much larger speed range than the average car.

Pur Sport production is scheduled to begin in the second half of 2020. Sixty units will be built, and pricing starts at €3 million, a figure that makes it slightly more expensive than the Chiron. In the meantime, the company’s factory in Molsheim, France, is assembling the first examples of the limited-edition Divo introduced in 2018. Bugatti’s lineup has grown considerably in a few short years, which adds a level of complexity to its production.

“We are currently building the Chiron, the Chiron Sport, and the Divo. And, we’ll be building the Chiron Pur Sport, the Chiron Super Sport 300+, the La Voiture Noire, and the Centodieci as soon as their development has concluded. We naturally had to adjust or optimize our structures and processes, not only in the production or in R&D, but also in the design, procurement, and logistics departments — in all departments, really. We have successfully done so, and the team is proud to see the portfolio grow.”

Although it couldn’t share more details about what’s next, the company assured us it’s not idling in neutral. “We can’t disclose what we are working on, but our team doesn’t know boredom.”

Related Video:

Bugatti Shares New Bugatti Divo Configurations

Bugatti recently announced that the Bugatti Divo had completed development. Customers are expected to receive the first examples later this year. To whet our appetite, the French hypercar manufacturer recently shared a new set of configurations for the French hypercar.

Customers were given the opportunity to completely customise their car with Laure Beneteau, Sales and Operations Manager at Bugatti. She works alongside three other Bugatti employees and the rest of the 15-strong customisation team, called “Bugatti sur Mesure”. 

In theory, the choice of colours is unlimited. Bugatti explains: “some customers have their own ideas, such as family crests, national flags, their own logos or special colour schemes”. Customers are able to choose the colour of body panels, decorative parts, the roof, engine covers, and other components.

Bugatti Divo Customer ConfigurationBugatti Divo Customer Configuration

Bugatti has revealed some of the more personal touches it has applied to cars over the years. These include a child’s footprints on a rear panel, the first name of a customer’s partner embroidered in the door pockets, and crystals mounted in the cockpit.

It is also possible to design individually grilles or to have logos applied to the underside of the rear wing.

Bugatti also revealed general trends by region. It sees that Asian customers tend to request more unusual colours and prefer effect paint, while the European market tends to choose more restrained tones. Customers from the USA or the Middle East, on the other hand, like to order eye-catching and extravagant colour combinations.

Bugatti Divo Development Complete – Cleared for Delivery

Earlier this week, Bugatti confirmed that development of the Bugatti Divo had come to an end. The first customer cars are due to begin deliveries later this year. The milestone marks a return to coachbuilding for the French hypercar expert.

Bugatti first unveiled the Divo at Monterey Car Week in 2018. It was the first project developed under Stephan Winkelmann’s direction.

Even before Bugatti announced the Divo, it had already sold all 40 planned production units. A staggering feat when you consider that the asking price runs to 5 million euros, net of tax. Even more impressive is Winkelmann’s confirmation that “Every Divo customer owns a Chiron” too.

The Divo is a substantially different model from the Chiron. Focused on cornering instead of outright pace, the Divo wears completely new skin. Increased downforce, improved cooling and optimised airflow, all three elements contribute to improved handling characteristics. The Divo manages 90 km of additional downforce.

While the bodywork differs from the standard Chiron, the engineering remains broadly the same. The Bugatti Divo continues to use the 8.0-litre W16 engine with 1,500 hp and 1,600 Nm of torque. 0 to 100 km/h happens in 2.4 seconds. The improvements in aerodynamics mean that top speed is limited to 380 km/h.

The chassis modifications include a change in wheel camber on the front and rear axles, harder springs and a more front-oriented balance. Bugatti shed 35 kilograms in weight.

Jacob & Co. Bugatti Chiron Tourbillon puts a mini W16 engine in motion inside a watch

In early 2019, Bugatti ended its 15-year watch partnership with Swiss watchmaker Parmigiani Fleurier and inaugurated a new collaboration with New York watchmaker and jeweler Jacob & Co. — the latter firm once known for helping define the bling-bling era in American music. When announcing the new tie-up at the global timepiece showcase Baselworld in March last year, Jacob debuted two new limited-edition watches, both based on extant Jacob models. The $545,000 Twin Turbo Furious Bugatti Edition reworked the watchmaker’s Twin Turbo Furious timepiece, and the $37,000 Bugatti Chrono Edition Limitee 100 Ans celebrated Bugatti’s 110th anniversary and was based off Jacob’s Epic X Chrono. Yet, as the partnership promised to push “the limits of what seems mechanically possible,” a new and incredible watch would be needed, so Jacob spent a year developing this, the Bugatti Chiron Tourbillon. Behind its sapphire crystal there’s an automaton suspended inside the case mimicking the movement of the Chiron’s W16 engine.  

The animated engine serves no timekeeping purpose, it’s there for show — and it’s quite the show. Pressing the pusher crown at the base of the case sets the engine in motion for about 20 seconds; a stainless steel crankshaft milled from a single ingot pushes stainless con-rods and pistons inside a sapphire crystal block, and two spinning turbochargers can be viewed through a window on the side of the case. After three runs, the engine’s barrel needs to be recharged by turning the center crown counterclockwise, then it’s ready for another three goes. The setup consists of 578 pieces, and is so tiny and complicated that it took more than three days to program the CNC machines milling the stainless steel, and the animation designer wasn’t sure it would work. Those two factoids are perhaps the best connection to the improbable wonder that is the Bugatti Chiron. 

[embedded content]

We meant the phrase “suspended inside the case” literally. The watch’s movement sits on four coilover dampers at the corners, allowing the movement a hint of up and down flotation which necessitated an Incabloc shock protection system. Other Bugatti-themed touches include the titanium case, the Chiron Blue hands, the watch movement’s 60-hour reserve dial that looks like a gas gauge, a window onto the tourbillion shaped like a Chiron grille, the black rubber strap, and the customization possibilities that include an owner be able to choose what color the coilovers should be.   

Jacob & Co. will make 250 of the Bugatti Chiron Tourbillion, each priced at $280,000.

Related Video:

Bugatti put three generations of legendary supercars into one photo

The modern era of Bugatti has seen dozens of special-editions, limited-editions, and bespoke one-offs, but the core of the company is defined by three models that have spanned the past three decades. The EB110 marked the ’90s, the Veyron ruled the ’00s and early ’10s, and the Chiron dominated the end of the ’10s into the present. Bugatti calls the trio the “Holy Trinity” and recently brought all three supercars together for a photoshoot in Dubai. 

Against a backdrop of sweeping sands and a spiky skyline tipped by the Burj Khalifa tower, Bugatti placed a black EB110 next to black examples of a Veyron and a Chiron. It’s an awe-inspiring sight, even in photos, though it is a bit strange to see the models dressed like they’re going to a funeral rather than sporting any of the numerous iconic color schemes they’ve worn throughout the years. 

Despite the 30 years between the EB110, and the Chiron, all three vehicles are built with the same three key components: a carbon-fiber monocoque, four turbochargers, and all-wheel drive. The technologies within these three pillars have drastically changed, but the idea of what makes a true super sports car has remained the same. 

The EB110, which denotes Ettore Bugatti and his 110th birthday, debuted on his birthday, September 15, 1991, in Paris. It packs a mid-engined quad-turbo 3.5-liter V12 that has a 8,250-rpm redline. The lowest-powered EB110 had 560 horsepower, while the most powerful model made 611 horsepower. The EB110 claimed a zero-to-62-mph time of 3.3 seconds and a top speed of 218 mph. 

The Veyron entered the scene for the 2005 model year. This time around, Bugatti slapped the four turbochargers on an 8.0-liter W16, and that engine makes a whopping 987 horsepower (1,001 PS). With the added power, the zero-to-62-mph time dropped to 2.5 seconds, and the top speed increased to 253 mph, and that was before more powerful variants were released.

The Chiron, Bugatti’s current model, debuted in 2016 and continued to build on the power and speed records its relatives had set before it. The Chiron carries on with a quad-turbo 8.0-liter W16, but it now makes 1,479 horsepower. It can sprint from a stop to 62 mph in 2.4 seconds, and in 2019, Bugatti used a Chiron to reach 304.773 mph, the fastest speed for a production car ever achieved. 

To truly appreciate the greatness of these vehicles requires an in-person visit, but for now, photos will have to do. Check out the family photoshoot in the gallery above.

Related Video:

Bugatti Chiron Pur Sport Revealed with $3.35 Million Price Tag

Another special edition Bugatti Chiron arrived this afternoon. The Bugatti Chiron Pur Sport is limited to 60 examples. This is the Chiron for you if you like the idea of a massive fixed rear wing!

The Pur Sport benefits from less weight and a sharper focus on downforce, its the Chiron for those winding roads. The Pur Sport gets a close-ratio transmission, high-performance tyres with a new material mix geared towards extreme grip as well as an agile chassis and suspension setup.

Whereas the Chiron Super Sport 300+ was set up to hit top speeds, the Pur Sport is set up for optimum lap times. The front gets wide air inlets and an enlarged horseshoe panel to extract air from the radiators. The splitter is lower to the ground which helps to maximise downforce.

A new split paintwork design has been developed for the Pur Sport. The bottom is a carbon fibre panel while the top half is painted with the choice of a custom centre-line and accents.

The rear is dominated by a 1.90 metre rear spoiler. Part of the 50 kg weight loss is caused by losing the hydraulic component of the Chiron’s automatic rear spoiler. A more aggressive rear diffuser is combined with a distinctive 3D-printed titanium exhaust tip.

Inside, Alcantara surfaces help reduce weight. Patterns have been lasered into the Alcantara door trim panels. All trim and controls are made exclusively of either black, anodised aluminium or titanium.

The wheels are also unique to the Pur Sport. They are magnesium and feature an optional aero blade. The rings fitted to the rim extract air outwards from the wheel. Each of the 5 lug nuts gets a special cover that reduces turbulence. The measures applied to the wheels alone save 16 kg.

Bugatti Chiron Pur Sport Rear

The chassis modifications include 65% firmer springs at the front and 33% firmer springs at the rear, an adaptive damping control strategy geared towards performance as well as modified camber values (minus 2.5 degrees). Bugatti add carbon-fibre stabilisers at the front and rear. 19 kg of weight is lost here.

On top of the usual Chiron drive modes, the Chiron Pur Sport features a new Sport + drive mode. The main difference is that the traction control system kicks into action on dry race tracks at a significantly later point. Changes to the transmission mean that the gear ratio that has been configured 15% closer together.

The 8.0 litre W16 engine still kicks out a massive 1,500 hp and 1,600 Nm of torque. Due to the higher levels of downforce, the Pur Sport tops out at 350 km/h. Bugatti hasn’t released any performance details aside from the claim that the Chiron Pur Sport accelerates from 60 to 120 km/h almost two seconds faster than the standard Chiron.

40 units of the Bugatti Divo should arrive next year with these Bugatti Chiron Pur Sport models set to be produced in the second half. 60 will be available at three million euros excluding VAT. With the 250th Chiron already leaving the factory gates, and 30 Chiron Super Sport 300+ announced, we calculate that there are a further 120 Chirons left before Bugatti’s self-imposed 500-car quota is hit.

GTSPIRIT NEWSLETTER

Bugatti Chiron Pur Sport: born to speed (and drift) through the twisties

Bugatti made automotive history in 2019 when it built a long-tail variant of the Chiron that was still accelerating when it smashed through the 300-mph barrier. With the speed record broken and set, the French company wants to prove it also knows a thing or two about handling with a new Chiron version named Pur Sport.

“It’s a lot of little details that add up to a very different driving experience. You immediately feel the car is nimbler and more agile,” explained Frank Heyl, the company’s deputy design director, in an interview with Autoblog.

Heyl’s team worked directly with Bugatti’s engineering department to create a front fascia with wider air intakes, a redesigned splitter, and a bigger grille. Out back, it’s impossible to miss the 74-inch long wing that unlocks quicker cornering speeds by adding downforce. Below it, a pair of exhaust tips 3D-printed in titanium are integrated into a taller air diffuser made with carbon fiber. There’s no way to miss the Pur Sport if it passes you on the highway.

The rear wing is fixed, and its mounts form an X-shaped insert. Heyl told us Bugatti deliberately sent the Chiron’s hydraulically-operated spoiler back to the parts bin to save as much weight as possible. It shaved a total of 110 pounds, which is far more impressive than it sounds. “You have to consider this: we’ve done everything we could to save weight on the base Chiron. We’ve put the most expensive materials inside this car, and used the most expensive solutions already. To gain another [110 pounds] was quite a challenge,” he pointed out.

The wheels received attention, too, and we’re not just talking about the design or the -2.5 camber angle. “[The two rings] suck air from the inside of the wheel to the outside, which creates downforce and improves the brake cooling by increasing airflow through the wheel,” Heyl explained. The 20-inch front and 21-inch rear wheels are made of magnesium to reduce unsprung mass by 35 pounds, and they’re wrapped by Bugatti-exclusive Michelin Sport Cup 2 R tires manufactured with a stickier compound. All told, the tweaks made at the Chiron’s four corners increase its lateral acceleration by 10%. Heyl’s equation is beginning to add up.

Alcantara upholstery largely replaces leather in the cabin. It’s lighter, and it does a better job of ensuring the driver’s butt doesn’t slide around when racing up a mountain road. Model-specific stitching on the seats and on the steering wheel, trim pieces, and miscellaneous accents further set the Pur Sport apart from the Chiron.

Bugatti then turned its attention to the chassis. The front and rear springs are 65% and 33% firmer, respectively, and the braking system is lighter thanks to the use of brake pads with a titanium base panel and different brake discs. Owners will be able to exploit the Pur Sport’s full potential by engaging a new driving mode named Sport + that wards off the traction control system’s intervention to allow a controlled drift — on a race track, of course.

“This mode enables the car to be placed on the throttle, so you can steer on the throttle a little bit more. It will allow you to go into a drift, and it will still catch you if things go wrong,” Heyl told Autoblog. If that sounds familiar, it’s because the gyro-based technology is similar to what Lamborghini offers in the rear-wheel drive Huracán.

Finally, let’s answer the question trotting through your brain: no, you won’t find more power in the engine bay. It’s the same quad-turbocharged, 8.0-liter W16 engine found in the regular Chiron, meaning it delivers 1,500 horsepower and 1,180 pound-feet of torque, but it’s bolted to a new seven-speed automatic transmission with shorter gear ratios. Engineers raised the 16-cylinder’s redline to 6,900 rpm, an increase of 200 rpm, and these seemingly small changes (along with the weight reduction) make the Pur Sport nearly two seconds quicker from 37 to 75 mph than the Chiron. Elasticity improved by 40% across the board, so it should feel strikingly quick in a straight line. The trade-off is that engineers had to limit its top speed to 217 mph due to the shorter gear ratios and the huge wing.

“Everything works together beautifully for the car to handle much better,” Heyl summed up.

Bugatti will make 60 examples of the Chiron Pur Sport, and each one costs €3 million before taxes, a sum that represents $3.3 million. Autoblog asked the company how many units are already spoken for, and we’ll update this story if we learn more. In the meantime, the French firm is preparing to deliver the first examples of the Divo.

Bugatti Chiron Sport “Edition Noire Sportive”: The 250th Chiron Revealed

It’s hard to believe that it has been almost 4 years since the Bugatti Chiron debuted. Earlier this week, Bugatti revealed its 250th Chiron, the Bugatti Chiron Sport “Edition Noire Sportive”.

The Bugatti Chiron Sport “Edition Noire Sportive” marks a staggering milestone for Bugatti. 250 cars have left the Bugatti factory with a further 150 already paid for, this means that fewer than 100 units are still available for sale.

The Edition Noire Sportive features a satin black carbon fibre body which extends into the interior, coupled with black leather. Chrome work has been blacked out and a Noire signature applied to the door jambs and under the rear spoiler.

The Bugatti Chiron Sport “Edition Noire Sportive” is one of 20 Chiron Noire’s planned for production as a limited edition run. Each costs an additional 100,000 euros on top of the normal Chiron Sport.

Otherwise, this Chiron shares its looks with the Bugatti Chiron Sport. This means that it gets the Chiron Sport’s new wheel design and four-pipe exhaust deflector as well as its carbon fibre windscreen wipers.

Under the rear bonnet sits an 8.0-litre W16 powerplant producing 1,500 hp with 1,600 Nm of torque. The Sport is 18 kg lighter than the standard Chiron.

The Bugatti Chiron Sport “Edition Noire Sportive” will be on display at the Bugatti stand at the Geneva Motor Show 2020 which starts the week after next.

GTSPIRIT NEWSLETTER

Bugatti Chiron Sport Edition Noire Sportive marks the production halfway point

For Bugatti, possibly only for Bugatti, a 1,479-horsepower coupe with a quad-turbocharged 8.0-liter W16 is just the starting point. Bugatti unveiled the Chiron in 2016 with the intent of building 500 examples, and four years later, 250 units and numerous extraordinary limited-editions have been crafted. To mark the occasion, Bugatti will show No. 250, a Chiron Sport Edition Noire Sportive, at the 2020 Geneva International Auto Show, where it all began.

Near the end of 2019, Bugatti announced two new blacked-out Chirons, one called the Chiron Noire Elegance and the other called the Chiron Noire Sportive. The Elegance model exhibits a reflective gloss, while the Sportive has a muted matte exterior. Backing up the Noire designation, the Sportive model goes completely black, with nearly nothing left to show off any sort of metallic sparkle. The Elegance, however, looks a bit more dressed up with aluminum and silver accents. Both feature Noire script graphics, including on the underside of the rear wing. The Noire models are limited to 20 examples total, and No. 250 will surely be one of the most interesting of the bunch.

The Noire Elegance and Sportive follow in the footsteps of Bugatti’s (and the world’s) most expensive release, the Bugatti La Voiture Noire. A coachbuilt homage to the Bugatti 57 SC Atlantic, the La Voiture Noire reportedly cost more than $18 million, with fees and taxes factored in. It was limited to only one example, and it was only one of numerous special launches that spawned from the Chiron.

In addition to the base Chiron, Bugatti has also released the lighter and sharper Chiron Sport, on which the car seen here is based. Then there was the Chiron-based Divo “for the bends,” and then came the Chiron Super Sports 300+ to honor the car that broke the 300-mph barrier. Other special editions included the 110 ans Bugatti Chiron to honor the company’s history and the Bugatti Centodieci that honors the Bugatti EB110 supercar. So much honor.

For only having one car in its lineup, Bugatti sure has made a lot of different vehicles, and we recently found out it could have been more. In an Autoblog exclusive, we learned Bugatti also planned two never-before-seen coupes that would have been marketed alongside the Chiron. Unfortunately, they never made it through to see production.

With 250 produced, only 250 remain, and their availability is getting increasingly more scarce. Bugatti says 150 Chirons are already spoken for, which means only 100 are left to be claimed. We fully expect some of those to debut new bespoke features, new special editions and hopefully more coachbuilding.

Related Video:

Bugatti Chiron Noire is Bugatti’s Monochrome Limited Edition

A 20-strong special edition has been announced by Bugatti. The Bugatti Chiron Noire pays tribute to “La Voiture Noire”, a special Type 57 SC Atlantic created by Jean Bugatti. One of four, it is the only Atlantic which remains missing, a car which belonged to Jean Bugatti and was used in the company’s brochure, display, and as a test car.

The Chiron Noire will be available in two versions. The “Chiron Noire Sportive” will add sporting flair which the “Chiron Noire Élégance” will focus on elegance.

Bugatti Chiron Noire Rear

The Élégance model gets black exposed carbon fibre bodywork. The Bugatti “Macaron” emblem sits at the centre of the grille, made of solid silver and refined with black enamel. The callipers are also finished in black with Caractère wheels. The signature line is milled from solid metal with a matt polished aluminium finish. Both the rear-view mirror and engine cover are also finished in black carbon and polished aluminium.

Inside, the theme is dark black. Only the “Inner Signature Line” is finished in silk-matt aluminium to break the shadows. The inscription “Noire” appears on the door sills and on the outside of the centre console while a model designation badge is applied to the centre armrest.

The Chiron Noire Sportive gets a matt finish to its carbon bodywork. The exterior trim elements, the C-shaped Bugatti signature line, the wheels, front spoiler and radiator grille are all matt black. The exhaust tips are black and the engine cover too. Inside, everything is black including the inner C-line, switches, push-buttons and rotary knobs on the dashboard, steering wheel, centre console and door handles.

The 20 Chiron Noire’s will be available for the Chiron Sport at an extra charge of 100,000 euros.

GTSPIRIT NEWSLETTER

Bugatti Chiron Noire only slightly less exclusive than ‘La Voiture Noire’

Bugatti has only constructed one La Voiture Noire, the homage to the Jean Bugatti’s now-lost 57 SC Atlantic, and as far as we know, Bugatti will only build one. The Molsheim manfuacturer has come up with a way to spread the sheen of The Black Car to a few more Bugatti owners with two versions of a single special edition. The Chiron Noire Elegance and Chiron Noire Sportive are two ways to dress the hypercar up in black, the difference being that one presents a gleaming black objet to admire, the other opens two doors to a singularity and perhaps a portal to the Planet of the Apes.

The Elegance is the showy black one, all of its bodywork done in exposed carbon fiber. Two new mesh designs cover the front radiator grilles, highlighted by a Bugatti badge worked up in solid silver and black enamel. Matte polished aluminum caps the C-line swooping around the doors, tying in with the polished aluminum on the side mirrors and engine cover. Lower down, the word “Noire” on the rear fenders, scripted in black, of course, gives away the coupe’s exclusive identity, as do the black brake calipers. Inside the black leather interior, silk-matte aluminum highlights the C-line between the seats, and Noire badging decorates the center console, armrest, and door sills.

The Chiron Noire Sportive is the shadowy black one, all of its bodywork and normally metallic jewelry slathered in matte black, including the C-line and tailpipes. Bugatti appears to have dipped the interior in a tub of black, so not only is the leather the color of night, so too are all the usually aluminum parts; the C-line, the steering wheel, the center console, switchgear, buttons and knobs on the dashboard and the door handles, all of them want to swallow all the light.

Bugatti will sell only 20 of this Chrion Noire special edition, builds to begin in the second quarter of next year. Either package can be ordered for the base Chrion for three million euros ($3.3M U.S.), or added to the more expensive Chiron Sport for an additional 100,000 euros ($110,865 U.S.).

Bugatti considering electric four-seater as second model

Bugatti’s long-rumored additional model could run on electricity rather than gasoline, according to a recent report. The company is tentatively planning a downward expansion without diluting its image.

Downward is a relative term when spoken in the same sentence as Bugatti. The company isn’t interested in chasing volume with an alternative to the Volkswagen GTI. Instead, Bloomberg wrote it’s envisioning an electric four-seater priced between 500,000 and one million euros, sums that represent about $555,000 and $1.1 million, respectively. Bugatti CEO Stephan Winkelmann told the publication that convincing parent company Volkswagen to fund the model requires a “hard fight,” however.

“The industry is changing fundamentally, and we have to address what opportunities there are to develop Bugatti as a brand going forward,” he explained. Releasing a second, cheaper model would mark a dramatic shift for the prestigious automaker, which has stuck to a one-core-model strategy since its renaissance in 1998. The EV could bump its annual output from about 100 to 600 cars.

Winkelmann was the driving force behind the Urus when he ran Lamborghini, which has led to speculation that Bugatti’s second model will be an SUV. Speaking to Autoblog, a spokesperson for the company again doused cold water on the rumors. “It would not be an SUV,” we learned.

The representative stressed nothing has been decided yet, so it’s still too early to tell precisely when the second model would enter production if it receives the proverbial green light for production. Less than 100 Chiron build slots remain available, but the French company has its work cut out for the coming years. It will deliver the first of 40 planned examples of the Divo in 2020, send the one-off La Voiture Noire to its mysterious new home in 2021, and build the first of 10 Centodiecis (pictured) in 2022. Additional Chiron variants (like the record-breaking 300+) aren’t out of the question, either.

The idea of an electric Bugatti isn’t without precedence. In 1931, company founder Ettore Bugatti built a battery-powered runabout named Type 56 to drive on his property. It was never meant to be a production car, but requests from wealthy clients (including Belgian king Leopold III, who wanted one for his wife Astrid) convinced Bugatti to make 10 examples between 1931 and 1936. Four remain in 2019, including one in original condition that Autoblog got the opportunity to drive in 2018.

Bugatti EB110 Tribute Build Slots are Already Sold Out

You’ll Have to Enjoy This One from Afar

Bugatti has an EB110 Tribute car that it’s keeping a very tight lid on. There’s little information out about the car beyond the fact that it should make its first appearance at Pebble Beach. While little is known about the car, we can say that it’s a for sure vehicle.

Multiple reports have surfaced saying the car does exist and should be at Pebble Beach. A new report by The Supercar Blog says that all of the build slots for the car have already been sold. 

The unnamed source told the publication that all of the 10 cars that Bugatti will make have already been spoken for. The publication also stated that each of the cars will go for €8 million, which equates to about $8.8 million. The price is expected to only go up. The Supercar Blog reported that prices are expected to climb to €10 million, or roughly $11 million after the launch. 

Despite the fact that all of the EB110 Tribute cars are spoken for, we’re excited to see what Bugatti has in the works. When the EB110 first hit the scene it was a revelation. It has since become one of the most amazing supercars of all time. If Bugatti is going to build a tribute car, it needs to have something wholly unique. 

Bugatti Could Reveal a Special Edition at Pebble Beach

A Special, Limited Edition

The Bugatti Divo appeared at Pebble Beach during the Monterey Car Week last year. This year, the company will reveal another special edition car, according to The Supercar Blog. The publication cited an anonymous source that said the company will showcase a new model at Pebble Beach. 

The car will be sold in very limited numbers. The publication was not told how few of the special edition models would be made. The source did tell the publication that many of the build slots have already been spoken for and most of the production run are already sold. 

Of course, the new limited edition hypercar will demand a price higher than the Chiron. It will likely be a vehicle based on the Chiron, like other Bugatti special edition cars, such as the Divo. The Supercar Blog says that Bugatti has plans to release at least two new cars each year.

The stunning La Voiture Noire was the first car for this year, but there’s still room for another. That’s where this latest special edition model will come in. We will keep following this story and report on any updates that arise. Right now, information is scarce and it’s mostly speculation. 

Bugatti Chiron Centuria

If someone thinks the Bugatti Chiron needs more retooling, they’re simply crazy. Yet that’s exactly the headspace Mansory needed to be in when it built this Bugatti Chiron Centuria, which is unbelievably more formidable than its base inspiration.

A listing for the car popped up Monday on the German tuning company’s website. The mod marks the first time anyone has dared to modify the Chrino, on its own already a pretty beastly affair. But as you know in the world of cars, the best is a peak not a plateau. Mansory knew the Bugatti Chiron set a high bar. So it moved that bar even further.

In all fairness, Mansory has the credentials to back it up. It’s been renovating Bugatti cars since 2009. And here’s how it describes itself:

“No other company can boast more experience in individualization of these million-dollar luxury sports cars than the team around company founder and designer Kourosh Mansory.”

You get the idea. As of this time, it’s not exactly clear if Mansory touched the ride’s 1,500 horsepower, 8-liter, W-16 engine. It did, however, redo the exterior. On top of a new Centuria blue paint job, the supercar now boasts bespoke carbon-fiber body panels, new side skirts, and a diffuser. It’s also got a redesigned wing, which will apparently improve the car’s aerodynamics.

Mansory also added larger intake inlets on the hood for better engine cooling. There’s a special exhaust and fully forged alloy wheels as well, complete with a turbine design and a carbon-fiber finish.

Now, on to the big question — how much?

Well, you can get the Bugatti Chiron Centuria for a cool Centuria for $4.8 million.

BUY IF YOU DARE

Photos courtesy of Mansory

Bugatti’s La Voiture Noire Snatches Up Design Award at Concorso d’Eleganza

A Warranted Accolade

Ducati’s iconic and wildly expensive La Voiture Noire appeared on exhibit at the Concorso d’Eleganza in Italy. While there, the car was awarded the Design Award. The car was designed to honor the company’s long history in making some of the finest cars out there. It was also a way to pay homage to the Bugatti Type 57 SC Atlantic, which is one of the company’s most iconic models. 

Based on the same chassis the underpins the Chiron, the La Voiture Noire is a one-off car unlike any other. The exterior feature full carbon-fiber bodywork. Every piece of bodywork is custom to set the La Voiture Noire apart from any other car on earth. The powertrain is Bugatti’s venerable quad-turbo 8.0-liter W16 powertrain. That engine is used in other Bugatti models as well and its power output is unchanged at 1,479 hp and 1,180 lb-ft of torque.

The car on display is actually a prototype. Bugatti will build the final version of it yet. According to Carscoops, the vehicle will take two years to completely finish. Then it will deliver the car to the buyer, who is unknown. Whoever purchased this car must have deep pockets, though. It’s said to cost $18.9 million with taxes included. That’s a large sum of money for a single car, even a special one-off. 

The Greatest Supercars of the 1990s

The Golden Era – Homologation, The Big Mac and the Rise of the Everyday Supercar. Your Ultimate Guide to the Best Supercars from the 1990s

This is our first in a series of posts about the awesome cars of the 1990s. In this post we curate the best supercars from the 1990s, an era stacked with exotic masterpieces. Some of the defining features of the 1990s supercar era includes the amazing McLaren F1 and the revelation that was the Honda NSX as well as the spirit of competition amongst top manufacturers in prototype racing that created some awesome limited run homologation specials for the road.

The high performance supercar market went from niche to mainstream in the 1980s. Supercars like the Lamborghini Countach, Porsche 959 and Ferrari F40 had collectively wowed car fans the world over in the late 1980s and with Wall Street humming and the global economy in good shape, the appetite for exotic cars only grew going into the early 1990s. As the 1990s started, many pundits wondered however whether we had already reached peak car. After the extraordinary supercars of the eighties, many supercar manufacturers entering the nineties asked “how on earth do we follow that?”

It is impossible to talk about the 1990s supercar era and not mention the impact of the mighty McLaren F1. McLaren came along in the mid-90s with the ultimate supercar, the McLaren F1. The F1 did not just beat the other supercars at the time, it blew them away so convincingly that it wasn’t until the Bugatti Veyron came along more than a decade later that its acceleration and top speed records were beaten. It was Gordon Murray, the former F1 engineer and his obsession with weight savings and attention to detail that redefined what a supercar could be. It was like no other supercar before it (or like any other since), a car that redefined what it meant to be a supercar.

At the other end of the spectrum was the Honda NSX. It came along in the 1990s and shook up Lamborghini, Ferrari and Porsche. Here was a major manufacturer known for small compact Honda Civic cars who created a supercar that was easy to drive, was fast and agile and didn’t break down. Anybody could drive it. It forced all the sports car makers to get better and ushered us all into the world of the everyday supercar. Speaking of everyday Supercar, the 1990s saw the 911 Turbo genuinely scare the top players with more than 400 horsepower, all wheel drive and astonishing performance in a daily driver.

On our list of the best 20 cars, no less than six cars raced. In fact, five of the cars on our top supercars of the ‘90s list were expressly built to race and are known as homologation specials. Carmakers had fully embraced the “win on Sunday, sell on Monday” mantra in the early 1990s and channeled vast amounts of money into trying to find racing glory. Racing homologation rules (stipulating that road-going versions of cars had to be manufactured for homologation) inspired automakers to produce these machines. The FIA GT1 class therefore produced some of the best race cars of the mid-1990s and (thanks to those loosely interpreted homologation requirements), some of the wildest street cars too. These included the Porsche GT1, Mercedes-Benz CLK GTR and the insane Dauer 962 LM.

In terms of awesome supercars, the 1990s were the golden age. Fun times indeed. Please read on for our take on the greatest 1990s supercars.

Criteria note: We focused on the first year of manufacture as our criteria for a car making it into the decade. If the car had first been manufactured in the 1980s and was carried over into the 1990s largely unchanged then it belongs in the 1990s (aka Ferrari F40). If it was initially built in the 1980s but was substantially updated or had a sub-model in the 1990s then it could make the 1990s list (aka Ferrari F512 M). 

Author note: This initial article was written by JACK MATTHEWS in May 2017 and was updated by Nick Dellis (with help from car nut Kenny Herman) in May 6th 2019.

20 Best Supercars from the 1990s

Read on for our ranked list of the greatest supercars of the nineties. We discussed whether to rank the cars versus just have an unranked list and realized it was way more fun to have people argue about rankings than not.

Lotus Esprit Sport 350

Lotus Esprit Sport 350

20. Lotus Esprit Sport 350

The best Lotus of the 1990s. Rare, fun, a little underpowered though.

Power: 349 bhp @ 6500 rpm / Torque: 295.0 ft lbs @ 4250 rpm / Engine: 3.5 liter twin-turbo V8 / Produced: 1999 / Base Price: £64 950 / Units made: 50 / Top Speed: 175 mph (281.6 kph) / Acceleration (0-60 mph): 4.7 seconds

Having raced the Esprit in GT2 and GT3 classes, Lotus began to develop a new version of the car to race in GT1 class racing. Development of the car was entrusted to the newly formed Lotus GT1 Engineering group, which included many staff from the recently dissolved Team Lotus. For us however the more impressive Lotus of the 1990s was the 1999 Lotus Esprit Sport 350.

It was the ultimate incarnation of the Esprit. Only 50 were made. Taking the V8 GT further, the Sport 350 was one of the most exclusive Esprits made. It featured the standard-spec V8 with blue-painted intake manifolds. What set the 350 Sport apart from the VT GT was a number brake, suspension and chassis improvements. Lowering the kerb weight was a primary design focus for Sport 350. Apart from the weight reduction, the other major change to Sport 350 was its braking system. While exclusivity was offered with the Sport 350, it is a shame Lotus never tuned the engine beyond its standard specification. This is strange given the fact that every other aspect of the car was up-rated for track use. It was one of the closest cars to emulate the track experience on the road.

Read more: Lotus Esprit Sport 350.

Porsche 911 Turbo S (993)

Porsche 911 Turbo S (993)

19. Porsche 911 Turbo S (993)

All wheel drive. Twin turbo flat six engine. Over 400hp. Ludicrous performance. Porsche delivers a daily driver that destroys supercars. The ultimate air cooled 911.   

Power: 424bhp @ 6250 rpm / Torque: 423 lb-ft @ 4500 rpm / Engine: 3.6 L twin-turbo Flat-6 / Produced: 1997 / Base Price: N/A / Units sold: 183 cars produced / Top Speed: 183 mph / Acceleration (0-60 mph): 4.4 seconds

Considered by many Porsche enthusiasts as the “ultimate 911”, the type 993 represented a unique blend of power and simple elegance. The car had a more streamlined look and was “lower slung” than earlier versions of the 911. The styling was perfect and it is still the best looking 911 series. This was the last of the “air-cooled” Porsche 911s (insert sad face here).

The turbo-version of the Type 993 Porsche 911 was also introduced in 1995 and featured a bi-turbo engine that was at the top of the performance pack for the time. For Turbo 993s the 3.6 liter got twin KKK K16 turbos and made 402 hp although you could customize your order (on Turbo S and GT2 models) to up that to 444 hp. The 993 Turbo was the first 911 Turbo with all wheel drive, essentially lifted from the 959 flagship model.

During the second to the last year of production of the 993 (1997), Porsche offered the 993 Turbo S. The X50 power pack had larger turbos, intake and exhaust upgrades, and a new computer. Power upgrade got it to 424 hp and included extras like carbon fiber decoration in the interior as well as very cool yellow brake calipers, a slightly larger rear wing, a quad-pipe exhaust system and air scoops behind the doors. This was the last of the air-cooled 911 Turbos and our favorite.

Read more: Porsche 911 Turbo S (993).

Nissan R390 GT

Nissan R390 GT

18. Nissan R390 GT

The fastest and most expensive Nissan road car ever developed. 0-60 mph in 3.2 seconds and 0-100 mph in 6.5 seconds. Road car was capable of 220 mph.

Power: 549.9 bhp @ 6800 rpm / Torque: 470.0 ft lbs @ 4400 rpm / Engine: 3.5-litre twin-turbo V8 / Produced: 1998 / Base Price: ~US$1,000,000 / Units sold: 1 (road car) / Top Speed: 220 mph / Acceleration (0-60 mph): 3.9 seconds

The ultra-rare Nissan 390R was basically a detuned Le Mans racer offered for sale to the public at a hefty $1,000,000. Only two were made. It was the fastest and most expensive Nissan road car ever developed was created to comply with the Le Mans GT1 Class regulations which required manufacturers to build at least one street-legal version of the race car.

Unlike many others, Nissan built the road car first and built the racing version from it. The R390 GT1 design was the work of Ian Callum at Tom Walkinshaw Racing. Behind the driver sits the heart of this true supercar, the VRH35L twin-turbocharged 3.5-litre double-overhead-camshaft V8 engine with electronic sequential port fuel injection which produces 549.9 bhp @ 6800 rpm while complying with all European market exhaust gas regulations. R390 GT1 performance as one would expect is staggering and includes a sub 4.0 second zero to 60 mph time and top speed north of 220 mph.

Inside are normal road car appliances such as full instrumentation and leather-covered driver and passenger racing seats. The short-throw gear lever for the Xtrac six-speed sequential gearbox and tiny racing steering wheel are reminders of the close alliance between the road car and the vehicle which captured four out of the top-ten spots in the 1998 Le Mans 24-hour race.

Read more: Nissan R390 GT

Aston Martin V8 Vantage 1990s

Aston Martin V8 Vantage 1990s

17. Aston Martin V8 Vantage

Big, bruising and totally nuts. This twin-supercharged V8 Aston was the most powerful car in the world for a while. Handling sucked, quality was iffy, but it was still very cool.

Power: 550.0 bhp @ 6500 rpm / Torque: 550.0 ft lbs @ 4000 rpm / Engine: Twin Supercharged V8 / Produced: 1993 – 2000 / Top Speed: 186 mph / Acceleration (0-60 mph): 4.5 seconds / Base Price: NA / Units sold: 281 cars made

Bullish, aggressive and in many ways a tad ham-fisted when compared to today’s lithe, delicate yet calmly aggressive Astons, the Vantage battered its way to 186mph with the help of its 5.3-litre supercharged V8 mounted ahead of the driver and sending power to the rear.

The Vantage was one of the cars that emerged during the era of Aston Martin’s ownership by Ford Motor Company, and featured harsher edges to its styling than had been seen on many Aston Martins previously. This styling was taken a step further in 1999, with the release of the Aston Martin Vantage Le Mans. The special edition’s looks came somewhere between that of a bull and a shark, which fit the 600bhp machine’s personality quite well.

Read more: Aston Martin V8 Vantage

Ferrari F512 M

Ferrari F512 M

16. Ferrari F512 M

Last production mid-engine flat-12 model and the final iteration of the famed Testarossa. Updated chassis and engine massively improved performance and driving experience.

Power: 440 bhp @ 6750 rpm / Torque: 368.8 lb/ft @ 5500 rpm / Engine: 4.9 L Tipo F113 G Flat-12 / Produced: 1995–1996 / Base Price: N/A / Units sold: 501 produced / Top Speed: 196 mph / Acceleration (0-60 mph): 4.6 seconds

We chose the F512 M over the 512 TR as our favorite Ferrari Testarossa. The result of constant evolution, the 512M shared almost all of its engineering from the 512 TR that came before it. The F512 M was the last version of the Testarossa.

The F512 M sports had the same 4.9-litre Tipo F113 G longitudinally mid mounted flat-12 engine with 440.0 hp at 6,750 rpm. Most of the changes were limited to slight body upgrades that many consider ruin the lines of the original design. In our eyes it looks better so it got the nod over the 512 TR. The front and rear lamps received a design change. The pop-up headlamps were replaced by two fixed square units. The rear tail lamps were round and the bumpers had been restyled to yield a more unified look as well as the addition of cool twin NACA ducts.

Read more: Ferrari F512 M in detail

Porsche 911 GT3 (996.1)

Porsche 911 GT3 (996.1)

15. Porsche 911 GT3 (996.1)

This is where the GT3 legend begins. Porsche wanted to go racing in the GT3 endurance category and developed this 3.6 liter Mezger engined masterpiece. Thank you Porsche.

Power: 360 @ 7200 rpm / Torque: 273 lb/ft @ 5000 rpm / Engine: 3.6L Water Cooled Flat-6 / Produced: 1999–2001 / Base Price: $90,000 / Units sold: ~1,868 cars produced / Top Speed: 187.7 mph / Acceleration (0-60 mph): 4.5 seconds

The GT3 we love today all started in 1999 with the 996 model GT3 and it all started because Porsche wanted to enter the GT3 class of the FIA. Porsche began investing in developing both the race car and the road-going version which was required by GT class homologation rules and the GT3 was the result. The GT3 became the 996’s range-topping model until a new GT2 was launched.

Based on the 996 Carrera, the 996 GT3 was a really a track focused sports car that was lighter, sharper and more potent than its everyday sports model siblings. To help in the performance stakes, the GT3 the water-cooled flat six was loosely based on the GT1 and got a dry-sump crankcase with an external oil tank making it more powerful and higher revving. Gone were the rear seats, sunroof, air conditioning, radio and a boatload of sound deadening.

Major design changes included a more aggressive front end with larger headlamps shared with the Boxster, a sleeker body, and a more raked windshield. Design and aerodynamic features exclusive to the GT3 included slimmer air vents for the front bumper, a front splitter, new side skirts, a revised rear bumper, new wheels, and massive rear wing.

The GT3 quickly became the choice for drivers because of its remarkably sharp throttle response, better steering, steady balance, and amazing engine. While a Turbo had it beat for outright speed, this was the ultimate drivers Porsche. Its lighter body and race tuned suspension tuning also made it a perfect machine for attacking weekend drivers who wanted a track car.

If you are in the U.S you may at this point wonder why you can’t find any GT3s from the era for sale. Porsche did not bring the GT3 to the United States until 2004 (see the 996.2 model just below).

Read more: 2000 Porsche 911 GT3

Pagani Zonda C12-S

Pagani Zonda C12-S

14. Pagani Zonda C12-S

Brought back the magic to the supercar world

Power: 550 bhp @ 5500 rpm / Torque: 553.2 lb/ft @ 4100 rpm / Engine: Mercedes AMG V1 (7010 cc) / Produced: 1999-2002 / Top Speed: 210.1 mph (338.0 km/h) / Acceleration (0-60 mph): 3.8 seconds / Base Price: NA / Units sold: US$325,000

My favorite car debuted in 1999. Most people think the Zonda was a car from the early 2000s. While it was the 2002 Zonda with the upgraded 7.3-liter V12 that people remember, Pagani had already been successfully marketing the Zonda for three years up till that point. It was originally launched as the C12-S in 1999.

Read more: Pagani Zonda posts / Pagani Zonda C12-S

Dodge Viper RT:10 ‘Phase II SR’

Dodge Viper RT:10 ‘Phase II SR’

13. Dodge Viper RT/10 ‘Phase II SR’

8 liters of truly brutal American muscle

Power: 415.0 bhp @ 5200 rpm / Torque: 488.0 ft lbs @ 3600 rpm / Engine: Naturally aspirated 8 liter V10 / Produced: 1996-2002 / Base Price: US$58,500 / Units sold: NA / Top Speed: 170.0 mph (273.6 kph) / Acceleration (0-60 mph): 4.7 seconds

Some might not consider the original Dodge Viper a supercar, but at the time of its release it was a revelation with its aggressive looks and insane 8-liter V10 engine. The 1996 RT/10 could be referred to as a second generation Viper and it featured a host of upgrades over earlier Vipers produced from 1992 to 1995. It was a much better car. Outwardly the main difference to the 1996 Viper was the absence of side exhausts which were replaced with two standard exhausts exiting the rear. The three spoke wheels were also gone and replaced with 5-spoke counterparts. Inside, the cabin remained largely unchanged, but a removable roof was standard as was sliding plastic panels for the windows. Underneath, the chassis was stiffened, suspension geometry revised and a more robust rear differential was installed.

Our pick of the 1990s Viper’s was the GTS which was launched in 1996. It was a more powerful version of the RT/10 with 450 hp and a new double bubble coupe body. Beyond more power though, the GTS had over 90% new parts compared to the RT/10. In 1997 and 1998 model years the Viper would continue to receive minor updates and the GTS would get second-generation airbags, revised exhaust manifolds, and a revised camshaft for 1997, and the RT/10 would gain a power increase up to 450 hp (336 kW; 456 PS) for 1998.

Read more: Dodge Viper RT/10 ‘Phase II SR’

Toyota GT-One

Toyota GT-One

12. Toyota GT-One

A pure-bred Le Mans car, created specifically to contest the world’s most famous 24-hour race with no compromise in terms of design or engineering. Road version equally nuts.

Power: 600 bhp @ 6,000 rpm / Torque: 479 lb/ft / Engine: 3.6 liter 90-degree V8 twin-turbo / Produced: 1998 / Base Price: US$1,400,000 / Units sold: 2 / Top Speed: 236 mph (380 kph) / Acceleration (0-60 mph): 3.2 seconds

The Toyota TS020, better-known in Europe as the Toyota GT-One, is a pure-bred Le Mans car, created specifically to contest the world’s most famous 24-hour race with no compromise in terms of design or engineering. The engine had its heritage in the twin-turbo V8 which powered Toyota’s Group C cars in the late 1980s.

In accordance with the FIA rules of the day, the GT-One had also to be developed as a legal road car. In fact the differences between the race and road versions were small: in road-going mode, the rear wing was set lower and the suspension ride height was raised. A smaller fuel tank was fitted and the addition of catalytic converters ensured the vehicle complied with emissions regulations. Toyota says the engineers at Toyota Motorsport GmbH created just two ‘production’ TS020 GT-Ones – one is on display in its museum, the other in Japan.

Read more: 1998 Toyota GT-One

Porsche 911 GT1 Strassenversion

Porsche 911 GT1 Strassenversion

11. Porsche 911 GT1 Strassenversion

Porsche wants race. Takes 993-based 911 and grafts it to the rear-end of a 962. Adds twin-turbo 3.2-liter water-cooled flat-six engine capable of developing 600 hp. Done.

Power: 544 bhp @ 7,000 rpm / Torque: 443 ft lbs @ 4,250 rpm / Engine: 3.2-liter twin-turbo flat-six / Produced: 1996-1998 / Base Price: ~US$900,000 / Units sold: 23 / Top Speed: 193 mph (310 kph) / Acceleration (0-60 mph): 3.4 seconds

Porsche management wanted to compete in factory-based GT racing programs. It developed a brand new car. Basically it was 993-based 911 and essentially grafted it to the rear-end of a 962. dropped a twin-turbocharged 3.2-liter water-cooled flat-six engine capable of developing 600 hp. A futuristic 911-inspired carbon fiber shell finished the exterior packaging.

In order for Porsche to enter the highly competitive GT1 category back in 1996, a total of 23 road going-machines had to be built. To be specific there were two 1996 cars, 20 1997 cars and only one variant was built in 1998. The Strassenversion (road going) uses a 3.2-litre twin-turbo flat-six engine which puts out 536bhp and 443lb ft of torque. Now these might not seem like big numbers compared to modern supercars like the Porsche 918, but considering the GT1 only weighed 1120kg, the GT1 could get to 62mph in around 3.4 seconds. Unfortunately the GT1 was routinely beaten on track by Mercedes’ ferocious CLK-GTR. As a result, Porsche – along with a number of other manufacturers – pulled out of the GT1 class for 1999, effectively killing the championship class.

Read more: Porsche 911 GT1 Strassenversion

Ruf CTR-2 Sport

Ruf CTR-2 Sport

10. RUF CTR-2 & Ruf CTR-2 Sport

Might be based on a Porsche 911, but the Ruf CTR2 is far from a typical German sports car. Almost 520 hp from a Le Mans-derived twin-turbo engine. Straight line monster.

Power: 520 bhp @ 5800 rpm / Torque: 505.2 ft lbs @ 4800 rpm / Engine: 3.6 liter air-cooled twin-turbo flat-6 / Produced: 1995-1997 / Base Price: US$315,000 / Units sold: 16 standard CTR2, 12 CTR2 “Sport” / Top Speed: 220 mph (354 km/h) / Acceleration (0-60 mph): 3.5 seconds

Based on the 993-chassis 911 Turbo the CTR2 featured either the standard rear-wheel drive or an optional all-wheel-drive. It had a totally upgraded and custom suspension system, uprated brakes and integrated roll-cage as well as a very custom and cool wing. The body was made out of kevlar to save weight. The heart of the CTR2 was the race derived air-cooled Porsche 3.6 litre. It had twin-turbos and was based on the engine used in the Porsche 962 Le Mans Group C car. The team at RUF tuned it to produce 520 hp 505 ft lbs of torque.

In addition to the “regular” CTR2 was the CTR2 Sport. Built up from a Porsche 911 Turbo body-in-white, RUF manufactured the CTR-2 Sport for ultimate outright performance. The specially built engine was tuned to produce almost 600 hp depending on boost. Options included a roll-cage, a clutchless RUF EKS transmission, adjustable torque bias, adjustable boost control. This is the ultimate in straight line insanity, able to accelerate to sixty in 3.5 seconds (in 1995) and onto a top speed north of 220 mph. Crazy.

Read more: 1997 Ruf CTR-2, 1997 Ruf CTR-2 Sport

Mercedes-Benz CLK-GTR

Mercedes-Benz CLK-GTR

9. Mercedes-Benz CLK-GTR

Homologation special madness by the crazy Germans at Mercedes-Benz. Only car here that can easily do a backflip for those fun “what-the-f**k” moments.

Power: 612.0 bhp @ 6800 rpm / Torque: 571.6 ft lbs @ 5250 rpm / Engine: 6.9 liter Mercedes-Benz M120 V12 / Produced: 1998–1999 / Top Speed: 191 mph / Acceleration (0-60 mph): 3.4 seconds / Base Price: US$1,547,000 / Units sold: 20 coupes, 6 roadsters

The CLK GTR was born out of Mercedes-Benz desire to duke it out against Ferrari and Porsche in the FIA GT Championship. Essentially taking elements of a CLK racer and some road car trimmings and mashing them together, they produced the prototype in time for the 1997 season.

Although the 1999 GT1 class was cancelled, Mercedes-Benz had already promised 25 road-going homologation versions to customers and was obliged to produce these. Customer cars featured a 6.9-litre V12 which produced 604bhp, bestowing the GTR with ballistic performance – 0-60mph took 3.8 seconds, on the way to a top speed of 214mph.

This came at a steep price; despite comforts being kept to a minimum in an effort to save both weight and cost, the production CLK GTR was listed at the time as the most expensive production car ever built in the Guinness Book of World Records, costing $1,547,620.

In 1999, Mercedes-Benz were due to race a CLR – a track-focused version of the CLK GTR – at Le Mans, until in qualifying on the back straight of the Circuit du Sarthe Mark Webber’s car took off, flipping several times as it tumbled into the bushes. In the race itself, a second similar incident took place while Peter Dumbreck was at the wheel, leading Mercedes to withdraw from the event and move away from sports car racing.

Read more: 1998 Mercedes-Benz CLK GTR Straßenversion

Jaguar XJ220 - Best 90s SupercarsJaguar XJ220 - Best 90s Supercars

8. Jaguar XJ220

Jaguar’s first production supercar, the XJ220 was a bold step. Crappy sounding engine and huge turbo lag. Held top speed record till McLaren F1 came along.

Power: 542.0 bhp @ 7000 rpm / Torque: 475.0 ft lbs @ 4500 rpm / Engine: TWR 6R4 V6 (twin turbo) / Produced: 1992 – 1994 / Top Speed: 217 mph (349.2 kph) / Acceleration (0-60 mph): 3.9 sec / Base Price: US$700,000 / Units sold: 281 cars made

The XJ220 started life as a mid-engine, four-wheel-drive concept car developed by Jaguar employees in their spare time. That initial concept was planned around a V12 powerplant. By the time the first customer cars were delivered in 1992, a twin-turbo 3.5-litre V6 sat mid ship, delivering 542bhp. The basic shape and aims of the car remained the same however.

With a top speed of 212mph, the XJ220 was the fastest production car from its launch through to 1993, when it was topped by another British-built speed machine. This peaked initial interest in the car, but between the 1990s financial recession and the car’s retail price of £470,000, few took up the offer of ownership and only 281 cars were produced throughout its run.

It was handy on the track too; it went straight to the top of the Nurburgring time sheets in 1991, recording a lap of 7:46:36; Hardly surprising, considering it was built with help from Tom Walkinshaw racing.

Read more: Jaguar XJ220

7. Lamborghini Diablo GT

Lighter, faster and better handling than all other Diablos. Race car modifications finally made the outrageous Diablo a serious road racing supercar.

Power: 575.0 bhp @ 7300 rpm / Torque: 465.0 ft lbs @ 5500 rpm / Engine: 6.0 liter 60 Degree V12 / Produced: 1999-2000 (Diablo GT) / Top Speed: 215 mph / Acceleration (0-60 mph): 3.6 seconds / Base Price: US$309,000 / Units sold: 83 cars made

Lamborghini were never ones for making their own job any easier. This is the manufacturer that built the Miura then gave itself the task of following it; they managed that – in terms of impact if not necessarily driving experience – with the incredible Countach. Entering the nineties, they had to do it again.

Enter Diablo, the name literally translating as Devil (check). At launch it was fitted with a 5.7-litre V12 producing 485bhp, enough to launch its sleek and flash, yet still muscular body from 0-60 in 4.5 seconds and on to a top speed of 196bhp.

The Diablo, despite its nefarious name, was somewhat tamer than the car that came before it. It featured carbon fibre in the cockpit, but this was surrounded with luxurious leather trim.

That’s not to say it wasn’t without its evil side, most potent in later iterations the 510bhp SV and the rear-wheel-drive SE30 Jota – featuring that 5.7-litre V12 bumped up to 595bhp and various racing-focused changes that revealed the Diablo’s darker side. Only 15 Jotas were delivered from the factory, though 28 kits were produced, making this one of the rarest Lambos of the era.

Our pick of the litter is the Diablo GT. Lamborghini introduced the Diablo GT in 1998 based on the formula of the SE30 and the SE30 Jota. It combined the modifications of the GT2 race car with the outrageousness of the Diablo to offer serious road racing performance. So much so, it remains as the fastest road-going Diablo ever made by the factory. At the time of delivery in September 1999, the Diablo GT was also one of the fastest supercars as well, reaching a top speed of 215 mph (346 kph). It was easily the best Diablo made.

For the detailed oriented, about is a picture of the GTR. It took the GT and made it even crazier. Interior was stripped bare, it got a full roll cage and things like the stereo, soundproofing, and air conditioning were all removed. Add some Plexiglass windows, a fire suppression system, and single seat with a six-point harness. Hardcore. 

Read more: Lamborghini Diablo GT

Ferrari F50 Best 90s Supercars

Ferrari F50 Best 90s Supercars

6. Ferrari F50

Ferrari’s most undeservedly underrated supercar. Superb.

Power: 513.1 bhp @ 8500 rpm / Torque: 347 lb/ft @ 6500 rpm / Engine: 4.7 L DOHC 65 degree Tipo F130B V12 / Produced: 1995 – 1997 / Top Speed: 202 mph / Acceleration (0-60 mph): 3.7 seconds / Base Price: $480,000 / Units sold: 349

So far in this countdown, we’ve had a lot of homologation-special racing cars repurposed for the road to meet the entry requirements for their respective championships. The F50 was different in that it featured components of an actual racing car, toned down only slightly for the road.

The Ferrari F50 began life with a tough act to follow. Its predecessor, the F40, had blown the motoring world away through the eighties and well into the nineties. Ferrari had to pull something very special out of their hats to follow Enzo’s final sign off for the company.

Their starting point was one of their old racing engines; the 3.5-litre V12 from the company’s 1990 F1 car. This was bored out to 4.7-litres before being mounted mid-ship in a carbon fibre monocoque chassis.

The resulting machine produced 513bhp, sent to the rear wheels in a car that weighed just 1320kg. The result? 0-60 in 3.8 seconds, a claimed top speed of 202mph and a deafening driving experience that shook owners to their cores. For those seeking an even more visceral experience, the roof could be removed.

Sadly the F50 could never live up to its legendary predecessor. In tests, its top speed came up far short of the F40’s 201mph, and the more bloated F50 was never as pure an experience as the car that went before it. Still, we feel it deserves a place on the list of the greatest supercars of the nineties.

Read more: Ferrari F50

Dauer 962 Le Mans

Dauer 962 Le Mans

5. Dauer 962 Le Mans

Dauer showed up to Le Mans with road and race versions and promptly won. FIA changed the rules to make sure the 962 wouldn’t be back in 1995. Now that is badass.

Power: 730.0 bhp @ 8250 rpm / Torque: 517.0 lb/ft @ 5000 rpm / Engine: 3 liter water-cooled twin turbo flat-six / Produced: 1994 / Base Price: $1,200,000 / Units sold: 13 / Top Speed: 253 mph (405 kph) / Acceleration (0-60 mph): 2.7 seconds

One of the weirder footnotes in Le Mans history is the Dauer 962, which won the race in 1994 thanks to some creative rulebook interpretation.

From 1983 forward, the Porsche 956 and its 962 IMSA spec version dominated for a decade. Porsche manufactured nearly 150 956/962s and sold many of the cars to private teams. Dauer took a handful of these Porsche 962s and modified them for street use. It is one of the most extraordinary cars to be sold for the streets, but that’s what allowed Porsche to enter the 962 in the GT category at Le Mans in 1994.

Of the companies that have produced a 962 road car, the most successful has been Dauer. After displaying their first 962 at the 1993 Frankfurt Show, Dauer partnered with Porsche to manufacture a contender for the 1994 24 Hours of LeMans. At the 24 hour race, Dauer showed up with both a road version and race version of the Porsches 962, a design which had already won Le Mans six times. After winning the race, the FIA declared it would be creating rules to make sure the 962 wouldn’t be back in 1995. However, with a Le Mans win under their belt, and with support from Porsche, Dauer continued to build their road-going 962.

Read more: Dauer 962 Le Mans.

Porsche 911 GT2

Porsche 911 GT2

4. Porsche 911 GT2

Wide arches, rear wheel drive, Turbo engine. GT2 craziness begins here.

Power: 444 bhp @ 6000 rpm / Torque: 431.5 lb/ft @ 4500 rpm / Engine: 3.6 L twin-turbo Flat-6 / Produced: 1995–1996 / Base Price: NA / Units sold: 57 cars produced / Top Speed: 187 mph / Acceleration (0-60 mph): 3.7 seconds

I dread to think what the nineties supercar scene would have been like had it not been for homologation requirements. The track-focused, road-going 911 GT2 was introduced in 1993, initially to meet the requirements for GT2 regulations.

The formula of ultra-light, high-power and track credentials seemed to strike a chord with Porsche’s customer base, as the German marque kept the twin-turbo track rocket on its order sheets all the way through to 2012.

424bhp came courtesy of the rear-mounted 3.6-litre power plant, fed air through neatly-positioned intakes at either end of the GT2’s colossal rear wing. Other contemporary road-going 911s of the day also had four-wheel-drive, though this was scrapped in the GT2 in favour of racier rear-wheel-drive.

This made the 993-generation GT2 quite the handful on track or on the road, and a certain level of driving prowess is required to keep one pointing in the right direction over a “spirited” series of bends. You know is good when it gets a top 20 finish in our best Porsche’s ever list.

Read more: 1998 Porsche 911 GT2

Bugatti EB110

Bugatti EB110

3. Bugatti EB110

With a quad turbo, 3.5-litre V-12 the Bugatti EB110 GT seemingly defined the term “supercar”. It was one of the most technologically advanced cars of the 1990s.

Power:  650.0 hp @ 8000 rpm / Torque: 477 lb/ft @ 4200 rpm / Engine: 60 Degree quad-turbo V12 / Produced: 1992 – 1995 / Top Speed: 217 mph / Acceleration (0-60 mph): 3.35 seconds / Base Price: US$380,000 / Units sold: 31 cars made

Initially revealed on the company’s founder, Ettore Bugatti’s 110th birthday in 1991, the EB110 came to be the last Italian-produced Bugatti before VAG took over the troubled automaker.

These days the Bugatti name stands purely for all-out speed and refinement, and though the EB110 was never a record breaker at the top end of the speed stakes, topping out at 216mph in the era of the McLaren F1, it was capable of reaching 62mph in just 3.2 seconds in 1992 Supersport trim – one of the fastest cars of its era over that dash.

That rapid acceleration was mostly thanks to the Bugatti’s 3.5-litre, quad-turbo V12, which transferred 604bhp to the road through all four wheels.

There’s something really appealing about all of the little design details on the EB110 which could be easily overlooked; from the cluster of circular air intakes just behind the doors, to the elegantly simple interior, all the way down to the gearshift layout positioned on the transmission tunnel, keeping the gear knob uncluttered.

Read more: Bugatti EB110

Honda / Acura NSX

Honda / Acura NSX

2. Honda / Acura NSX

The car that shook the supercar world. A supercar that could be driven every day, didn’t break down and anybody could drive. Thank this car for today’s supercars being usable.

Our Pick: 1998 ACURA NSX-T / Power: 290 bhp @ 7100 rpm / Torque: 224 lb/ft @ 5500 rpm / Engine: 3.2L VTEC 6 Cylinder 290 hp / Produced: 1990-2005 / Top Speed: 162.2-mph / Acceleration (0-60 mph): 4.8 seconds / Base Price: $88,725

1991 saw the launch of a supercar that caused a shock across the whole automotive scene. With the NSX project, Honda set out to build a true supercar that had none of the ergonomic issues or reliability problems that plagued exotica at the time.

Sold under the Acura brand in the States, and the Honda brand across the rest of the world, the NSX featured a 3.0-litre V6 with Honda’s trademark VTEC technology supplying the power, mounted mid-ship with extra consideration to the positioning of the seats and fuel tank for optimal weight distribution.

Honda’s pedantic construction of the car paid off; famous fans of the NSX included none other than Ayrton Senna himself, and the handling was enough to take the fight to the supercar elite of the day and cement the NSX’s place in supercar history – even becoming the reference point for a certain McLaren still to come on our nineties list.

Our pick of the range is the 1997 NSX-T. Acura increased the DOHC 24-valve VTEC V-6’s displacement from 3.0 liters to 3.2 and replaced the five-speed manual with a six-speed box for 1997. That meant 290 horsepower and 224 pound-feet of torque from the normally aspirated, 8000-rpm-redline engine. The immediacy of the NSX’s reflexes is matched with elegance and phenomenal precision and the engine’s flyweight reciprocating assembly loves to rev.

Read more: Honda/Acura NSX

McLaren F1

McLaren F1

1. McLaren F1

The best ever. Period. The end. Obsessive focus leads to the creation of the greatest supercar of all time.

Our Pick: McLaren F1 LM / Power: 671 bhp @ 7800 rpm (F1 LM) / Torque: 520 lb/ft @ 4500 rpm (F1 LM) / Engine: 6.1 L (6,064 cc) BMW S70/2 V12 / Produced: 1993–1998 / Top Speed: 240.1 mph (386.4 km/h) / Acceleration (0-60 mph): 3.2 seconds / Base Price: ~US$650,000 / Units sold: 106 cars

If cars like the Ferrari F40 and Porsche 959 began the chase for something beyond the supercar, then McLaren birthed it with the F1. Gordon Murray’s masterpiece was for a long time the fastest production car ever made. Its top speed of 240 mph puts much of even today’s supercar crowd to shame, and ergonomic features like the driver-centered, three-seat cockpit have rarely been seen since.

The technical challenge of getting a road car to such incredible speeds was one unlike any other manufacturer had undertaken. McLaren, after initially seeking out Honda power given the two company’s success together in Formula One racing, eventually settled on a 6.1-litre BMW V12. This was mounted in the middle of the car, and put 618bhp through the rear wheels.

The F1 was also the first production car to use a carbon fibre monocoque chassis, and gold famously lined the engine bay to aid with heat dispersal. This effort paid off, granting the F1 a staggering 0-60 time of 3.2 seconds and that all-important 240 mph top speed.

After delivering 100 customer cars McLaren stopped production after seven prototypes, 64 road cars, 5 special F1 LMs (built to commemorate victory at Le Mans in 1995), three F1 GTs (road going versions of the long tail 1997 F1 GTR race car) and 28 F1 GTR road cars. Of these, the Sultan of Brunei owns the most, and has two very special black F1 LMs with striking Pininfarina graphics as well as an exact replica of the F1 GTR that won LeMans.

Read more: All McLaren F1 posts

Save

Save

Bugatti Should Build This Open-Top Chiron

A Rendering Well Crafted

Bugatti has made some of the most amazing cars of all time recently. From the Veyron to the Divo to the Chiron to the amazing one-off that is the La Voiture Noire. One thing that is missing from its lineup is an open top Chiron. The Instagram profile called Car News Network recently showed off a rendering of just that. Bugatti should make it. 

The car in the photo shared by Car News Network was accompanied by a simple “What if?” caption along with the name for the car Chiron Gand Sport. What if, indeed. Honestly, it doesn’t seem all that far fetched. Bugatti could sell these things quite easily, but it’s unclear what cutting the roof off your Bugatti would actually do to the car. There would have to add in additional support to keep the structural integrity of the car. That would likely add a lot of weight.

Still, the rendering shared by the Car News Network is almost exactly what we’d like to see. As Carscoops points out, there isn’t actually much changed, or doesn’t appear to be. It’s just a roofless Chiron. It’s absolutely gorgeous. A Chiron Grand Sport could go for millions of dollars. It wouldn’t rival the high price of the La Voiture Noire, but it would be a pricey machine non-the-less. Bugatti should make this happen.