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Most Popular Lamborghini Urus Bodykits in 2020/2021

It’s the most popular super SUV in the world right now. The Lamborghini Urus is by far the best selling Lamborghini ever made, over 70% of the Urus sales are from buyers new to the brand according to the company figures. That said, tuners did not waste any time with this model either. Most Urus owners want to take it a notch higher by having a different-looking car from the crowd. This is where real money is made – the aftermarket scene.

While most owners only touch the basics (wheels and a wrap just to name a few), a significant number will invest in a whole makeover kit. Below are the most popular Lamborghini Urus bodykits in the market right now.

Novitec Lamborghini Urus – Novitec Esteso

Novitec Lamborghini Urus Esteso by Nino Hooymans Exclusive
Photo by Bas Fransen

As wide as they get. The Novitec kit will come with widebody parts, 23-inch wheels and a new exhaust system. It is aptly known as the Novitec Esteso kit. They will also tune your engine to 782hp and up to 1,032nm!

Mansory Lamborghini Urus – Mansory Venatus Evo

Mansory Lamborghini Urus
The Mansory kit needs no introduction either, the entire front apron has been restyled before the application of a widebody kit. You have the option of all types of carbon fiber materials including naked carbon, forged carbon and painted carbon. Engine tuning will bump up the power all the way to 810hp. They call it the Mansory Venatus Evo.

Price Gross: €556,800
Price Net: €480,000

1016 Lamborghini Urus


If you come across a widebody Urus in North America, chances are it’s equipped with a 1016 Industries bodykit. A quick #urus search on instagram will reveal several of them in different shades. The pricing is also friendly with a start price of around $30k.

TopCar Lamborghini Urus

TopCar Urus
TopCar has been active for quite sometime now and when the Urus was launched they jumped on board with their unique offering. They particularly specialize in carbon fiber parts, don’t be surprised to find your Pagani sharing the same quality of carbon fiber as a TopCar Urus. The bodykit is also priced fairly with prices starting around 40,000 euros.

Manhart x TopCar

They also teamed up with performance specialist Manhart for extra power. This combo will give you an all round package with 800hp and 1040nm torque. Your sound will also improve thanks to the Manhart Slip-on Exhaust with Valve Control, Downpipes Sport with 300 Cells HJS Catalytic Converters. The 4 x 100 mm tailpipes can either be finished in Carbon or Ceramic Coating.

Prior Design Lamborghini Urus

Prior Design Urus
European widebody specialists with bases around the world. Prior Design has been known to create widebody kits for almost all performance sports cars. Their Lamborghini Urus is no exception. The kit has everything from modified air intakes, diffusers, side skirts and spoilers. The kit is designed by Roberto Geissini.

Urban Automotive Lamborghini Urus

Urban Automotive Urus
UK based aftermarket design company is not only known for their G Wagon kits, but their extensive line of kits covering other brands. They became the first to offer a bodykit for the new Land Rover Defender. Their Urus kit is designed by Nero Design LTD and it comes with items such as Carbon fibre rear diffuser, Carbon fibre wide arch add-on, 2 piece carbon fibre rear wing, vents, intakes and more.

Reyvany Lamborghini Urus

Keyvany Urus
Relatively new in the scene, the company was founded in 2018 by experts in the world of vehicle customization. Their Lamborghini Urus kit was an internet sensation, extreme with a full interior overhaul. They call it the Keyrus. The outside begins with a $50,000 widebody kit made entirely out of carbon fiber. Other parts include a straight pipe exhaust system, carbon hood, carbon roof spoiler and more.
Keyvany Urus front

Just the Beginning: More Wild BMW Designs are on the Way

For every new model they have released in the past few months, BMW design has been questioned over and over. The Bavarian brand has always positioned itself as a trend setter in the industry, focusing on leading where others dare not to follow.

BMW decided to take on a new broad approach to their designs, it all started with big grilles on cars like the 7 series and the X7. The condemnations were plenty, but the brand that pioneered the SUV coupe craze wasn’t just going to give up because of a few internet comments. In fact they stood by their design language, and further launched the new 4 Series with an even bigger grille.

BMW 4 Series Big Grille

When confronted about the controversial designs, BMW has been rather straightforward. They stand by it, and welcome the future of bold stylings. China is their biggest market, and one of the main reasons for this approach is because most buyers from this region are buying into bold designs. Additionally, BMW has done big grilles before, as seen on the 328 of the 1930s. Fast forward to 2010s, big grilles have been prevalent among many car makers – Lexus, Toyota and several American brands.

2020 Lexus LC 500 Big Grille
2020 Lexus LC 500

So what’s next for the Ultimate Driving Machine? Well, these renders are based on recent spy shots for both the X7 facelift, next gen BMW 7 Series and the upcoming BMW X8. They all point towards a split headlight design. A design that wouldn’t be entirely new in the industry, in fact the Skoda Kamiq has one.

BMW 7 Series
Render by BMW43
BMW X7 Facelift
Render by Kolesa
BMW X8
Render by Kolesa

This would also mean that BMW is not stopping at the big grilles, we should therefore expect more surprises in coming months.

Skoda Kamiq
Skoda Kamiq

Ferrari 488 GT Modificata: Limited Track Only Car for Ferrari Collectors

Built around the 488 GTE and the GT3, the new Ferrari 488 GT Modificata is a track only racecar for the members of the exclusive Ferrari Corse Clienti program. The 488 GT Modificata will be admitted to the Club Competizioni GT, this club includes elites such as the F40 Competizione and more. It’s purely made of carbon fiber just like the 488 GTE.

Purified around the Nurburgring, the new Ferrari 488 GT Modificata gets all the good attributes from the GT3 and GTE models. The suspension is borrowed from the 488 GTE, an ABS system from the 488 GT3 Evo and a myriad of extra equipment from top industry suppliers including Bosch and Brembo. All in all, this is a 700hp racer that gives the best of both worlds – that is GT racing and WEC.

Ferrari 488 GT Modificata rear

Ferrari 488 GT Modificata engine

Ferrari 488 GT Modificata interior

McLaren Artura: New V6 Hybrid to Join Lineup in 2021

The United Kingdom announced plans to ban gasoline and diesel powered cars by 2030, the latest country to push for emission free cars on their roads. Europe has been on the front line of this fight against ICEs, a fight that saw every car maker adopt hybrid technology to lower their fleet emissions.

For supercar makers like McLaren, this could only mean one thing: it’s time to give in to the pressure if we want to stay in business. The company has done hybrids before, but these were not ordinary hybrids. The P1 for example pioneered hybrid tech in the world of hypercars before making way for the extremely limited McLaren Speedtail.

The new McLaren Artura will now usher in a new era of McLaren supercars. Using a V6 for the first time, the hybrid will likely put out the same power as the current V8 lineups. By doing this they will start the transition into an inevitable EV future while also meeting the ever growing emission standards. Ferrari will do the same with their upcoming V6 hybrid, set to sit below the SF90 model, itself being a V8 hybrid.

You may wonder, what type of supercar owner wants to drive a hybrid? let alone a V6 hybrid? Well this is how it works. The world is currently divided into two groups on every matter that you can think of, be it climate, politics, food, sports etc. Cars are in the center of all things climate, accused of being the major catalyst in climate change. Most supercar owners want a screaming V8 in their McLaren, but most new age buyers are against ICEs and will not drive anything that pollutes the environment. That said, McLaren (and others) may survive a few years with current engines but once that buyer group is depleted, you are left with anti ICE buyers. By then, cancel culture alone will overwhelm any efforts to sell a V8 supercar. And that, ladies and gentlemen is one of the reasons why every car maker is rushing to “save the world”.

2020 Alfa Romeo Stelvio Quadrifoglio Review

It’s Autumn once again and the leaves remaining on the boughs are vivid yellows, oranges, and reds, like colorful confetti lying on a 1970’s tablecloth. This last shot of festive color standing is in stark contrast to the brown fields and dark green pines that line the road. I’m sure our Montecarlo Blue Stelvio must look fantastic flashing past the landscape, it’s bright silver wheels punctuated by the neon yellow brake calipers. After all, it looks fantastic sitting in a parking lot or my driveway, so why not out here as well? I realize we’re part of the festive parade of color out here today and it makes me smile a little.

We’re headed north today, towards the sprawling resort city of Traverse City, Michigan. We’re hoping to get some worthy photographs and have dinner at a restaurant my wife discovered a few summers ago with friends. Just a whimsical 120 mile drive north for food. This is not an uncommon thing around our house – we road-trip at the drop of a hat. Thankfully the Alfa Romeo Stelvio is a comfortable and nimble day tripping SUV and an afternoon on the road in it is an easy proposition. However, they delivered us the Quadrifoglio version and trying to keep the fire-breathing wagon at quasi-legal speeds is a Herculean effort on my part. So while my wife enjoys the scenery passing by, I’m trying my hardest to just relax and enjoy the ride, all too aware of the incredible performance just a throttle stab away.

By now, you’re probably familiar with the Stelvio Quadrifoglio, Alfa Romeo’s track-worthy SUV. Attractive styling, a bi-turbo V6, all-wheel drive, twin-clutch transmission, optional carbon-ceramic performance brakes. It’s not what you expect from an SUV, although you might expect it from Alfa. It’s built on the same platform as the Giulia, and given that the Giulia Quadrifoglio is an incredible beast of a car, why not build the Stelvio out the same way? Exactly!

Alfa delivered a 2020 model to us. As I mentioned above, it arrived in the richest, most beautiful dark blue I’ve seen in some time. It’s called Montecarlo Blue Metallic and it’s absolutely striking on the Stelvio. Matched with silver wheels and bright yellow Brembo brake calipers, it’s un bella machina. Easily the most beautiful Stelvio I’ve ever laid eyes on. Inside was basic black leather with white and green stitching and silver switchgear.

Under the hood lies the 2.9L biturbo V6, making 505 hp and 443 lb-ft of torque. This power is transmitted through the 8-speed twin-clutch transmission to the AWD system. The Q4 AWD system is primarily a rear-wheel drive system that transmits power to the front axle when it helps balance the chassis or when slip is detected. It’s a good system, working invisibly behind the scenes. And it’s astoundingly fast too. Too many times during the course of our drive, we’d come up behind someone traveling much slower on the rural two-lane highway. While my wife is adverse to speed (I know, right?!) preferring a slower pace for sightseeing, she had no issues with my nailing the throttle when traffic was clear and rocketing past the slower car. Which put a huge smile on my face every time we came up on a slower car.

The Stelvio is a naturally nimble and sharp handling car. And while the ride is firm, it’s never harsh. The suspension does a wonderful job of smoothing out the roads imperfections and providing a comfortable ride while still handling like a sports car. Alfa’s DNA driving mode selector knob on the center console allows for firmer and sportier handling in D (dynamic) and Race modes, but in Normal and Dynamic modes, it was still quite comfortable. Race was a little too harsh for most roads I drove on, but felt promising as a track option.

Can I just take a minute to expound on how great Alfa’s DNA mode selector is? I realize that most cars today come with some form of drive mode selector, but I really like Alfa’s for it’s simplicity and effectiveness. The Quadrifoglio has four modes: A for Advanced Efficiency, it provides better fuel efficiency and is ideal for adverse and inclement weather conditions; N for Natural, the default drive mode that provides a pleasant mix of efficiency and performance; D for Dynamic, which shuts down the efficiency aspects and injects a little more performance into the mix – the exhaust opens up, the reflexes quicken, the steering tightens up a bit, the suspension firms up, and the engine becomes REALLY responsive.

Race is it’s own stand-alone mode on the DNA dial, sort of a Dynamic Plus mode. It increases the speed of the reflexes even more over Dynamic, makes the suspension rock hard, allows some more slip of the wheels but keeps your performance stability tuned to make your laps faster. It’s a very capable system, and by setting it to Dynamic or Race and engaging the manual shift option, you can control the Stelvio like a race car, using those big beautiful aluminum paddles behind the wheel to instantly and effortlessly shuffle through the gears as quickly as you can pull the paddle. Flick-flick! and you’re two gears down and the scenery is blurring.

Alfa Romeo uses Brembo brakes on all their US cars but our Stelvio came with the optional $8000 carbon-ceramic performance brakes. We weren’t able to really put them to the test, since they really excel at stopping the car hard repeatedly without fading or warping under lapping conditions, but they worked well enough. They’re a little grabby in normal driving but they’re easy to get used to, requiring just a bit more finesse than standard steel brakes.

2020 Alfa Romeo Stelvio QV Seats

Inside are very well-bolstered driver and passenger seats. They’re very comfortable and hold one in place very well, even during ridiculous cornering manouvers. They, like the steering wheel, are heated. As temperatures dipped below freezing for a few nights during it’s stay with us, these features were greatly appreciated. Alfa Romeo has a new infotainment system this year. Instead of an endless menu tree of options, it has a “card” system whereby you select right or left for the “card” you want to adjust. Each card is a different feature, such as navigation, radio, safety settings, etc. By selecting that card, you gain access to the various options available under it. It’s a little easer to use than the old system and feels a bit simpler and more organized.

Inside the Stelvio, in motion, the noise is fairly low. Thumps of the suspension against road irregularities comes through as muffled. Wind noise is nearly non-existent. Tire noise is a little noticeable, but it’s not bad considering how wide and tall the wheels are. The view out is excellent and your higher vantage point gives you a slightly better view of the road than the Giulia would. People who rode in the Stelvio QV with me referred to the ride as “gliding.” As in, “it just glides down the road.” And it DOES have a nice, smooth ride to it. Bumps aren’t so much felt as heard. It’s an almost glass-smooth ride and it feels expensive.

So how was dinner? Meh. The food was okay but the staff wasn’t up to par. Overall, it was pretty disappointing. It made the ride up in the Stelvio QV the best part of the day. After eating we drove to Old Mission peninsula, which juts north into greater Traverse Bay, splitting the large bay into two long narrow ones and sought out some places to photograph the Stelvio. It’s very hilly, with curvy roads laid over it – a perfect environment for the Stelvio QV. Despite the vineyards and orchards and beautiful views, the position of the setting sun frustrated our efforts and we headed for home in pretty short order.

2020 Alfa Romeo Stelvio QV

Later in the weekend, I was able to get away alone with it and run it on some fun backroads near my home in Normal, Dynamic, and Race modes. WOW. It goes from blissful sightseeing tour vehicle to race car with the flick of a dial. No corner daunted it, no straight withstood the incredible speed, no driver ever had such a big grin on his face nor palms so sweaty. The Quadrifoglio is an utterly amazing, transformative trim level. It eagerly dives into corners nearly as well as the Giulia QV, gliding through them with unexpected poise, flick the left paddle to drop a gear, listen to the engine blip, tip in the throttle in measured amounts listening to the engine growling, nail the throttle and rocket out of the other side of the curve like an F-22 on full afterburners.

The engine winds out to 7,000 rpms – right paddle shift – the speed comes on like a hallucination while the engine note starts it’s climb back up to redline again. When it hits 7,000 rpms again, you flick the right paddle again and start the whole thing over again…until you realize that you’re doing 135 mph and quickly let off the throttle and coast down to a semi-legal speed again. What a rush! It’s like a Giulia QV with a better view and more storage space. This thing has more performance potential than you can imagine.

As you can imagine, all that fun comes at a price. Estimated fuel economy mileage is 17 mpg in the city and 23 on the freeway for a mixed average of 19 mpg. We did a little worse than that but it’s hard not to flat foot the throttle when you can go from 0-60 mph in 3.3 seconds. Worth it.

The Stelvio Quadrifoglio starts at $80,500. Ours stickered at $94,400. That’s a lot of coin, but it’s a lot of car too. Half race car, half SUV. All Alfa Romeo and all that comes with that label. A bargain at any price.

10 Secret Porsches that You Didn’t Know About

Porsche just released a series called “Unseen”, it covers secret models from the past decade that were never shown to the public. Here they are:

Police Raid Village in The Netherlands and Seize Porsche Supercars

A large number of supercars has been seized by Police in the village of Erica, The Netherlands following a raid by environmental officials. The owners of the cars are believed to have committed diesel fraud. They are accused of acquiring ‘dirty’ diesel and selling it off as clean fuel using forged documents.

The illicit business is said to have earned millions for the fraudsters who then used to the money to buy expensive supercars. The cars included a limited edition Porsche 911 Speedster, GT3 RS from the 991, 997 and 996 generations, Audi RS2 and more. The real nature of the business is not known and could be anything from selling tax free diesel meant for agricultural use as clean diesel.

Officials said diesel fraudsters pose a great risk for the country’s emission goals since on paper the emissions are reducing while in reality the system has been cheated.

via Autoblog.nl

Photos by emmen24

GTO Engineering Unveils ’60s Inspired V12 ‘Moderna’

Restomods are fun, funky and all the fashion. From the Singer 911, Automobili Amos Integrale and the Eagle E-Type, there is something inherently cool and edgy about taking an old school icon and updating and upgrading the visuals and mechanicals to blend the best of old and new. Ground up continuations such as the Aston Martin DB4 GT and revivals based on original chassis such as the GTO Engineering 250 SWB, which we recently drove, are in high demand.

Since the early ’80s, GTO engineering have been manufacturing parts, servicing and restoring Ferraris, now they have made the decision to take their accrued knowledge to create an all-new sports car designed to encompass the finest traits of 1960s classics. From a glance at early design sketches it is clear to that Ferraris have inspired the Moderna’s design. The traditional tubular steel chassis will be used with the addition of lightweight but high strength aluminium subframes, and the Moderna will, for the first time, incorporate carbon fibre for the car’s shell. The new car will feature motorsport derived components and utilise independent independent all-round suspension as well as large diameter wheels to incorporate lightweight yet powerful brakes.

GTO Engineering 250 SWB

“We’ve learnt from building the 250 SWB Revival, and working on a range of Ferraris, that a car’s weight and engine are two of the key ingredients to make a good sports car. So, we knew that this car should be under a tonne and powered by a quad-cam V12 – an engine format we are familiar with and developing in-house. To accomplish the desired light weight, carbon fibre will be used, which obviously wasn’t available in the Sixties but a composite we will utilise alongside other materials. For example, the doors and bonnet feel and ‘weight’ when you open them, was something we knew we wanted to keep and that’s why they’ll be made in aluminium – they’ll be lightweight but still give that ‘reassuring’ close and feel of a classic when the driver or passenger gets in and out, as well as opening and closing the bonnet”, explains GTO Engineering Managing Director Mark Lyon.

Project Moderna owners will be as personal and customisable to its owner as possible – from paint, trim and accessory options offered to more major components such as suspension and gearbox options, the new car can be tailor made to each owner’s specific requirements. From the power output to the number of ratios in the gearbox the characteristics of how the car drives will be made to suit the owners profile. We look forward to seeing how Project Moderna progresses.

Aston Martin Poised For Growth, Greater Things

Aston Martin, that uniquely British builder of beautiful sports luxury cars is planning to expand its horizons and its sexy product portfolio. And it’s now in an excellent position to do so.

Tobias Moers, the man who took the reigns of Aston Martin Lagonda this summer as it’s new CEO, released a positive and optimistic progress report on Aston Martin’s aggressive new business plan today. Moer’s bold ambitions to build and expand Aston Martin’s product portfolio, increase sales, and make Aston Martin one of the greatest luxury car brands in the world are one step closer to reality.

The lynchpin of that plan is a cooperative agreement with Mercedes-Benz AG that was struck last week. This agreement gives Aston Martin access to Mercedes-Benz advanced technologies that will assist Aston Martin in the areas of design, engineering, and manufacturing while easing the associated financial burden. This sharing of technologies is essential to Aston Martin’s future as it will allow it to both remain competitive on the world stage and to focus more of it’s investment capital in the areas that truly differentiate Aston’s products from it’s competitors.

As a result of this cooperation and shared expense, Aston-Martin has been able to retool their business plans to include an expanding product portfolio. As a result, a wide range of new, exciting, and of course beautiful products are in development. According to Moers, they are now in an excellent position with the right management team, the right business partner, and the funding necessary to transform Aston Martin into one of the greatest luxury car brands in the world and a cutting-edge automotive tour de force.

2020 BMW M8 Competition Gran Coupé Review

Size matters – but does 200mm make a difference? This seemingly small measure is what differentiates the 2020 BMW M8 Competition Gran Coupé from the M8, minus the GC nomenclature. However, 200mm means this M8 can accommodate an extra pair of doors and seating for five. With four in the back things are habitable. Headroom is not great, but if you wiggle them around a bit, two 6-foot adults could handle a long journey back there. You can try and shoehorn a fifth in, but they have to straddle the central armrest and make everything a little too cosy in the back seats.

Enough of the practicalities, this is an M car and all I care about is how this massive twin-turbo V8 powered 625bhp brute performs. With xDrive 553lb ft, and 0-100 banished in a supercar worthy 3.2 seconds, the numbers look good near identical to the two-door, making it BMW’s equal-fastest production model.

The xDrive means the power can be utilised, even on the road and in almost any conditions. However, weighing in at 2,055 kilograms means that this is a car which you have to consider the laws of physics in. The way speed builds is borderline scary and you’ll swear that the speedometer is making things up as the numbers rapidly approach and fly past legal limits. With a bewildering number of settings for the steering, engine, suspension and exhaust, you’ll have to find what suits you. With everything in the most aggressive settings things are a handful and the car bounces up and over bumps. Knock the suspension back into comfort and leave everything in full attack mode with the traction control in M Dynamic Mode and you’ll be having a fabulous time. The traction control system in MDM means you can apply proper slip angles on the throttle and let the xDrive system display a true sense of humour. You can, of course go to fourth base and engage rear-wheel-drive mode, but with the weight and all of that power I was not brave enough to explore this on a wet British country road, there is no way to have 100% of the power being sent to the rear with any assistance systems engaged, you are on your own.

The M8 Competition Gran Coupé does handle surprisingly well for a car of this size, I would argue that it is a viable alternative to the Mercedes-AMG GT 4-door which is worthy praise, indeed. There is a surprising amount of feedback in a car this size, but do not expect it to be as engaging as a BMW M2 CS, this is still designed to be a comfortable daily driver. This is where the M8 Competition Gran Coupé excels. The way it can be transformed from a taught speed freak into a sedate city cruiser with undeniable presence is astonishing and impressive in equal measure.

As great as a cruiser/daily driver the M8 Competition Gran Coupé is, it cannot disguise its large dimensions. The M8 coupe felt like a big car with a surprisingly small cabin and the M8 Competition Gran Coupé is not much different. On the road is looks large, I caught a glimpse of the reflection of myself in a shop window and laughed at how gargantuan the car looked. I also noticed that the car is a very good looking thing, to my eye anyway. The interior is a fantastic place to soak up the miles with all of the latest tech you could come to expect from a car priced at more than €130,000.

I would strongly recommend the M8 Competition Gran Coupé. It offers supercar performance, saloon car usability and a compelling breadth of ability. The biggest problem with the M8 Competition Gran Coupé is the BMW M5 Competition. It fulfils the same philosophy at a much lesser price. If I had the choice and did not have to consider price, the striking design and imposing face of the M8 Competition Gran Coupé would have my vote, but both would be a pleasure to own.

Special Report: My First Lotus Experience – Goodwood SpeedWeek

The cliches are strong when it comes to Lotus. ‘It handles like a Lotus’ and ‘the steering wheel brims with feel like in a Lotus’ are phases that have peppered reviews of supercars in magazines for decades. Goodwood SpeedWeek offered up the chance for me to, finally, put the claims to the test and drive a Lotus in anger for the very first time. Could the British built sports cars really live up to the hype?

First up was an opportunity to explore the glorious roads around Goodwood in an Evora GT 410 Sport. This is the less hardcore, more road focused Evora. That being said, it’s still plenty quick – as the name would suggest, there is 410 horsepower and 410Nm of torque on tap from the 3.5 litre supercharged V6. Adding lightness is the Lotus ethos and as a result, the 1,361kg Evora with a 6-speed manual transmission will hit 100km/h in 4.2 seconds.

Our on the road initial impressions are that the GT 410 Sport feels small on the road, heading down narrow lanes in a car this size means that I felt confident in finding the limits without grimacing every time a car passed me in the opposite direction. The other overriding impression is made from the sensational exhaust note. The tone may be a touch too trumpet like, but every time the revs built so did the size of my grin. Chasing the redline is a joy, as is the gear change. The exposed linkage is a cool touch, but the real joy is in shifting that towering metal stick that rises from it. When you’re done with engaging the next gear and jump back onto the throttle, you notice something moving in the rear view mirror over your left shoulder. There is a window directly behind the driver and passenger which gives a view of the engine and the throttle linkage actuating the fuel to air ratio – a very neat touch.

Finally, there is the handling. Much like the gearshift, the steering is fabulous, as are the pedal weightings. Heeling-and-toeing takes some getting used to the as brake and throttle pedal are a couple of centimetres too far apart – the entire pedal box is a touch offset to the left, but it is not uncomfortable. The ride over the broken Chichester roads was a touch on the harsh side, but the road surface really was as bad as it gets.

Trundling back into the Goodwood Paddock, I was sad to hand the keys back, but my dejection was short lived as a Lotus Exige Cup 430 was waiting for me to hustle around the circuit. I’ve had the pleasure of driving a number of cars on track lately. From the McLaren 765LT to a Mini GP3, nothing has immediately felt as dialled in, yet entertaining as this. The mid-engined balance immediately feels sublime, the unassisted steering is a joy at speed and the pull of the 430 horsepower culminate in one of the friendliest and exciting track experiences I’ve had.

All of the feedback, from the base of the seat through to the steering feedback in my palms, is far more concentrated and communicative than any Porsche Cayman I have driven. A Cayman GTS 4.0 is the natural rival for the Cup 430, but the Porsche cannot compete when it comes to track day focus. I suspect that if you could only have one car to live with, the Porsche would be the obvious choice, but if you are looking for something better suited to learning a racetrack in, the Lotus has the Porsche on the ropes and that is not a conclusion I expected to be making. Bravo Lotus, believe the hype. Forget about the 2,000 horsepower electric hypercar race, the Evora and Exige are what Lotus and know for and do best.

McLaren 620R Track Review

McLaren have a reputation for releasing new models quicker than Apple unveils new iPhones. From the expected LTs and Spiders to the surprise HS, MSO and Carbon Series models, it is fair to say that the line up can be a touch perplexing. One model that was not predicted was the 620R, a car based on the GT4 car which was based off of the 570S. ‘Just buy a 600LT’, I hear you pine – well, this is a different proposition. Where the 600LT is a fine road car with track day credentials, the 620R a race car which can be used on the road.

Whenever pushing a road car on track, even something as focused as a Senna, the general criticism is that the tyres are always the limiting factor. Bolting on a set of slicks is no simple feat as it requires significant geometry adjustments. Being a race car at heart, the 620R is an exception. It requires no chassis adjustments to accommodate a slick, in this case rubber which has specifically been formulated for the 620R by Pirelli. This is an entirely more track focused proposition than the 600LT, a toned down racer, not a turned up road car. So long as you find a way to have a spare set of wheels shod in the slick at the track you’re heading to, you can drive the 620R to the track on Trofeo Rs, swap over to the track tyres before swapping back to the road legal rubber and heading home. In my mind, this makes more sense that the Senna does, and at a fraction of the price of the Ultimate Series car.

I jumped behind the wheel at the Goodwood Motor Circuit during SpeedWeek. There was no road drive, but I hope to remedy this soon. Being cold and damp in places, the Trofeo R was the tyre for my drive, seeing as the circuit is such a high speed one, it was a chance to feel the aero offered up by the slightly altered GT4 package which now produces 185kg of downforce at 250km/h.

It is not just the downforce figure that is impressive, this is the most powerful Sports Series car yet with 612bhp and 620nm on tap meaning the 1,282kg (1,386kg wet) 620R will accelerate from 0-100km/h in 2.9 seconds and onto a top speed of 322km/h. What does this unique package cost? There will be 225 620Rs built, each starting from £250,000. For and additional £25,000 there is an optional R Pack available in EMEA regions which comprises of a titanium SuperSports exhaust, fully-functional roof scoop and visual carbon fibre upgrades to add to the race car vibe.

Enough of the details, what is this race car with numberplates like on circuit? If ever a car drives the way that it looks, this is it. The 620 looks light and extremely aero focused with it large wing, splitter and dive planes. The Goodwood Motor Circuit is an extremely high speed circuit and above 250km/h you can feel the downforce working. This in conjunction with the magnificent hydraulically assisted steering makes the 620R incredibly stable and surefooted. This encourages you to push harder and try to find the limits of the grip. Having only had a few laps to enjoy the car, I was far from exploiting its full potential, but can report that the 620R is one of the most balanced, planted and confidence inspiring cars I have driven on track. I left the drivers seat telling the McLaren team that I wished I could have had a weekend on track with it. This is a car you learn more about with every addition lap you complete.

Where the 765LT makes you think twice about how you deploy full throttle, the 620 is on your side and lets you focus on honing your skills and learning the lines of a circuit. Furthermore, you are treated to a much louder and raw experience courtesy of the titanium exhaust and the whooshing sounds of the air rushing through that towering snorkel. I cannot imagine how much more dialled in it would feel on a slick and look forward to completing this review with a road drive to understand what a road car transformed into a GT4 and then fettled with to become road legal once again, is like to drive on the street.

Subaru Goes Back to Gymkhana: Extreme WRX STI Revealed for the Task

Subaru did the first 2 Gymkhana when Ken Block drove a WRX STI, making the series extremely popular. It was also at a time when Subaru was still very active in world rallying. The next Gymkhana installments would feature different cars altogether, and with Subaru exiting the main world rally stage, the WRX STI (especially the current generation) has lacked the proper attention it deserves. Worth noting Subaru Motorsport USA is still very active in rallying.

In fact, for the 2020 Gymkhana installation, Ken Block will step down for Subaru’s driver Travis Pastrana, who also needs no introduction. Pastrana set a new record at the popular Mt. Washington hill climb in a Subaru WRX STI. For the next Hoonigan Gymkhana series, Subaru USA created a rather wild WRX STI which Pastrana will be driving. High powered, super lightweight and intensely modified.

Pastrana calls the new build “unbelievable” and it’s unlike anything ever seen before on the Gymkhana series. Full raw carbon body with a hood exit exhaust that spits flames, wind tunnel tested aero parts (including those radical dive planes) and so much more.

McLaren Elva Production Trimmed Down to 149 Cars Only

A footnote hidden in a McLaren Special Operations (MSO) press release recently revealed that production of the McLaren Eva, which had initially been announced as a 399-car limited edition, would be cut to just 149 cars.

The official reason McLaren gave was that the production shutdown caused by the global Covid-19 pandemic, limited production slots available on recently re-opened production lines and compromised availability of parts had caused the cut-back.

The news follows an earlier announcement that the planned 399-car run had been cut to 249 cars. The earlier decision was said to be a reaction to customer feedback encouraging exclusivity.

With a price tag of $1.7 million, the Elva was always going to be a difficult sell during a pandemic. Those who have secured one of the production slots will not feel short changed though.

The Elva is McLaren’s first open top road-legal sports car. It is designed to compete with similar speedsters produced by the likes of Ferrari and Aston Martin.

McLaren-Elva-Magma

It uses the 4.0 litre twin-turbocharged V8 from the McLaren Senna and Speedtail, rated at 815 hp and 800 Nm of torque.It should manage a sub-3 second 100 km/h sprint time.

The most unique aspect of the McLaren Elva is its cockpit airflow management system.

McLaren has engineered an Active Air Management System (AAMS) into the aerodynamic profile. The system channels air through the nose and out of the front clamshell to divert air over the cockpit. It raises by as much as 150 mm to create a low-pressure zone. The system is activated by a button and works best at high speed.

The bulk of the release which hid the above information dealt with the new McLaren Advanced Visualiser (MAV) software, designed to give customers an accurate representation of what their spec will look like on the finished car.

Each owner is assigned an MSO Bespoke Liaison Manager and Visualisation Specialist once they place their order. The software enables customers to open and close doors in virtual reality to get inside the car and experiment with different interior features, from seat colours and materials to finishes and stitching.

McLaren-Elva-Timeless-Urbane

Accompanying the release, McLaren highlighted two two Elva design concepts, Timeless and Explore.

The themes in Explore include a Magma exterior with Satin Azores and Satin Memphis Red Velocity blend of exterior colours, inside Caviar Black Ultrafabrics provide a contrast.

Timeless, gets a combination of Liquid Alloy Gloss exterior paint and Cortado Tan Enhanced Full Aniline leather interior.

Audi R8 Green Hell Pays Tribute to R8 LMS Success at the Nürburgring

Audi recently announced a limited edition run of 50 Audi R8 Green Hell models. The special edition pays tribute to the Audi R8 LMS and its 5 victories in the 24 Hours on the Nürburgring.

The 24 Hours on the Nürburgring takes place this weekend. Clearly, Audi agree that it is one of the best endurance events. The Audi R8 Green Hell pays tribute in a unique way.

The release colour, the only standard paint scheme, is dark Tioman green. Customers have the option, of ibis white, Daytona gray or mythos black if they prefer something different.

The front hood, A-pillars, roof and rear end are covered partially in matt black foil while the doors get the edition number in large transparent matt figures. They are designed to resemble the 24 Hour starting number.

Green Hell R8 logos are plastered onto the side blade and the windshield. A matt black styling package adds highlights to the front end, sills and diffuser.

Audi R8 Green Hell Side Design

The 20-inch wheels are also painted matt black with red details. Inside, the driver sits on lightweight bucket seats with center panels upholstered in Alcantara.

Red accents are carried across the steering wheel rim, the dash, on the door armrests, knee pads and on the center armrest. Blue-green “Kailash fern” stitching contrasts.

Audi R8 Green Hell Drivers Side Interior

The Audi R8 Green Hell uses the R8 Coupe Performance as its base. It gets a 5.2 litre V10 engine, rated at 620 hp, capable of a 100 km/h sprint in just 3.1 seconds and a top speed of 331 km/h.

The Audi R8 LMS will be well represented on the Nurburgring this weekend with three factory entrants alongside two Phoenix Racing entrants, two Car Collection entrants and a sole Audi of RaceIng.

Audi R8 Green Hell and R8 LMS Rear

It will compete against a packed grid of seven Porsche’s (less the factory entrant forced to pull out through positive Covid-19 tests for 3 pit crew), seven Mercedes-AMG GT3 Evos, five BMW M6 GT3s, two Ferrari 488 GT3s, a Lamborghini Huracan GT3 Evo and a brand new Glickenhaus SCG004c.

The 50-car Audi R8 Green Hell production run will retail at 233,949.59 euros in Germany.

Range Rover Velar Updated for 2021 With New Plug-in-Hybrid

The Range Rover Velar has been updated today with a new range of engines and a Plug-In Hybrid Range Rover Velar ‘P400e’. It’s the last Land Rover model to offer a hybrid option, completing the modernisation of Land Rover’s range.

Updated Range Rover Velar Engines

2021 Range Rover Velar Rear

The Range Rover Velar P400e gets a 2.0-litre four-cylinder petrol engine, producing 300 hp, combined with a 105kW electric motor. The total power output is 404 hp and 640 Nm of torque.

Electrification allows the P400e to hit 100 km/h in 5.4 seconds. The 17.1kWh lithium-ion battery can be charged to 80 per cent in just 30 minutes using a fast DC charge point, or 1 hour 40 minutes using a standard 7kW wallbox. It manages a range of 53 km (33 miles).

A new range of 3.0-litre straight-six Ingenium engines also debuts. The petrol and diesel engines are available with 48-volt mild hybrid electric vehicle (MHEV) technology.

It includes two petrol models, a P340 which puts out 340 hp and P400 which produces 400 hp. The former hits 100 km/h in 6.3 seconds with the latter’s 60 additional hp cutting that time to 5.5 seconds. The changes shed 12.9 kg compared to the unit it replaces.

The diesel option is the D300 which produces 300 hp and 650 Nm of torque. It’s the slowest of the bunch with a 100 km/h sprint of 6.5 seconds. Yet it achieves a 52% reduction in NOx emissions. It weighs 7 kg less than the outgoing model.

The MHEV system uses a Belt integrated Starter Generator (BiSG) in the engine bay to harvest energy under deceleration, which is then stored in a 48V lithium-ion battery located beneath the rear loadspace. The power is then used to assist acceleration.

The four-cylinder Ingenium D200 is also available with the same MHEV powertrain, producing 204 hp.

Updated Range Rover Velar Interior

2021 Range Rover Velar Seats

The Range Rover Velar‘s interior benefits from Land Rover’s Pivi and Pivi Pro infotainment systems. It incorporates software updates ‘over-the-air’ and an embedded data connection means you have access to the latest maps, apps and vehicle software modules.

To improve interior comfort, the Range Rover Velar gets Active Road Noise Cancellation, a bit like a set of noise cancellation headphones, it constantly monitoring vibrations from the road surface and calculates the opposite phase sound wave needed to remove the noise heard by the occupants.

Other additions include a Cabin Air Filtration system, a new steering wheel design and a new Drive Selector also replaces the rotary gear selector.

30th Anniversary of the Blue Factory: Bugatti Celebrates Iconic Factory

GTspirit was delighted to be invited to attend 30th anniversary of the legendary Bugatti
factory in Campogalliano (Italy). In this place, in 1990 Romano Artioli dream came true, giving
rebirth to Bugatti brand, developing and producing the wonderful Bugatti EB110s in GT, SS and
even LM versions.

Unfortunately, as everybody knows, the dream lasted not for long as the Bugatti automobili SPA,
due to poor economic conditions, went bankrupt and ceased operations in 1995. What was left of
the Italian adventure after liquidators came is the wonderful factory, now privately owned, and for
30 years had been kept in order by the 2 custodians Enrico and Ezio Pavesi.

Their enthusiasm is what triggered the idea to organise this wonderful and emotional event
reuniting Romano Artioli, old Bugatti employees and naturally all Bugatti enthusiast and a few
collectors as well.

Stephan Winkelmann, the current President of Bugatti, was among the guests of honor and on a
public speech showed his appreciation for the Factory affirming “..The Blue Factory set standards
in the automotive industry at that time; it was more of a manufacturer than an industrial plant.
Romano Artioli had a feel for innovation, but was always conscious of the French history and
significance of Bugatti..”

As a homage to the celebration, Bugatti SAS displayed the two legends that were born under VW
era, the Bugatti Veyron and the Chiron in Super Sport WRE and Sport versions and last but not
least the special model Centodieci concept car.

Well, probably this will be the last time that a celebration will be held in this special location,
keyword now is “look ahead at the future” hoping that the Factory of Campogalliano will be back
again one day as forge of cutting edge technology. A presto!

Photos by Yaron Esposito – @Aaronandcars)

Ferrari Portofino M: Technical Facelift for Italian Droptop

The Ferrari Portofino M has emerged from the Italian supercar giant today. The facelift evolves the entry-level Ferrari droptop to keep it honest.

The Portofino was first released back in 2017, at the Frankfurt Motor Show. Given that the recent Ferrari Roma shares its platform, it was inevitable that the droptop would receive a mid-life facelift.

Ferrari Portofino M: Highlights

Ferrari Portofino M Side

The key statistics for the Ferrari Portofino M facelift include:

– The ‘M’ stands for ‘Modificata’
– Ferrari have uprated the 3.9 litre V8 to produce 620 hp
– A particulate filter has been fitted to meet the upcoming Euro 6d emissions regulations
– A new eight-speed dual-clutch automatic gearbox replaces the old seven-speed box

Ferrari Portofino M: Engine and Chassis

Ferrari Portofino M Rear

The modifications to the Ferrari Portifino M (which stands for ‘Modificata’) are most noticeable under the bonnet.

The Portofino gets a 3.9 litre V8 uprated to 620 hp, from 600 hp. Torque is now rated at 760 Nm.

The power is routed through a new 8-speed gearbox, developed from the SF90 Stradale’s gearbox. Both are based on a dual-clutch oil bath architecture but the Portofino M uses longer gear ratios and a mechanical reverse gear.

The power is released through new cam profiles which increase valve lift and optimise the flow of fuel into the combustion chamber. A new speed sensor in the turbine housing allows the turbine to achieve 5,000 rpm.

The trade off is that a Gasoline Particulate Filter has now been fitted to comply with incoming legislation.

It should still carry its trademark Ferrari soundtrack thanks to the retained flat-plane crankshaft and a new exhaust system. In addition, both rear silencers have been removed.

The sixth-generation Side Slip Control (SSC) makes its debut in the Portofino M. It incorporates the (deep-breath…) E-Diff, F1-TCS, SCM-E Frs and the Ferrari Dynamic Enhancer (FDE).

Ferrari Portofino M: Exterior

Ferrari Portofino M Front

The external changes are minimal. They extend to a new grille design, aluminium slats with contrasting faceted tips. This sits in the middle of two larger side intakes.

At the rear, the removal of the rear silencers makes the rear less bulky. The rear diffuser has been completely redesigned and is now separate to the bumpers. The wheels are exclusive to the Ferrari Portofino M.

Ferrari Portofino M: Interior

Ferrari Portofino M Interior

Aside from the addition of an M to the interior badging, there is little to show for the facelift inside the cockpit.

The centre-piece of the MMI system remains a 10.25” touchscreen. The passenger can also have an optional 7” colour full HD and Full Touch display.

Project Geländewagen: Virgil Abloh’s Mercedes-Benz G-Class

Earlier in the week, Mercedes-Benz announced a collaboration with Virgil Abloh. The result is called Project Geländewagen.

The one-off Project Geländewagen is a collaboration between Mercedes-Benz and Chief Creative Director and Founder of Off-White and Men’s Artistic Director of Louis Vuitton Virgil Abloh.

A 1:3 maquette of the unique Mercedes-Benz G-Class will be auctioned through Sotheby’s Contemporary Curated with bidding due to begin on 14 September 2020.

Of Project Geländewagen, Virgil Abloh says: “My ultimate goal in this project with Mercedes-Benz is inspiring young artists, engineers, designers to question the status quo, in addition to experimenting with my own design abilities. For me it’s all about providing opportunities for those coming after me and giving this next generation a foundation for success, both here with Mercedes-Benz and through my own Virgil Abloh “Post-Modern” Scholarship Fund.”

It’s certainly a unique proposition. The typical Mercedes-Benz G-Class shape is clear. Surfaces have been smoother and air vents covered. The indicators, outside mirrors and the bumper bar have all been removed and the body of the car is widened and lowered.

Mercedes-Benz G-Wagon White Interior

The simplicity of the bodywork sits in contrast to some of the racing touches. The car features chunky drag-type tyres, an internal roll cage and window netting; this is the first Mercedes-Benz G-Class race car!

Gorden Wagener, Mercedes-Benz Chief Design Officer says: “With Project Geländewagen we create a unique artwork that showcases future interpretations of luxury and the desire for beauty and the extraordinary. The result is something between reality and future. The collaboration with Virgil has seen two distinct design philosophies unite, for a one-of-a-kind re-imagination of the G that continues to celebrate the extraordinary at its core.”

Maserati MC20 Revealed: New Maserati Supercar!

The Maserati MC20 has now been officially revealed. We saw the photos yesterday, the details have now been confirmed as the covers were removed in Modena.

The Maserati MC20 was designed in Modena and will be built at the Viale Ciro Menotti plant. The Italian brand has created a new production line in the space once occupied by the GranTurismo and GranCabrio models.

Maserati MC20: Key Details

– First of a new Maserati era
– 100% made in Modena
– New Nettuno V6 engine produces 630 horsepower and 730 Nm of torque
– 100 km/h in just 2.9 seconds with a sub 1,500 kg weight

Maserati MC20: Engine & Chassis

Details for the new Nettuno engine were already known. The 3.0 litre V6 is mounted at a 90 degree angle. It is rated to 630 hp and packs 730 Nm of torque.

Maserati confirm a 100 km/h sprint time of 2.9 seconds, a 200 km/h sprint time of 8.8 seconds and a top speed in excess of 325 km/h.

Power is routed through an 8-speed DCT gearbox to the rear wheels via a mechanical limited slip differential. An electronic differential is said to be optional.

The suspension setup includes double-wishbones at the front and rear with an anti-roll bar. The Maserati MC20 weighs in at under 1,500 kg of kerb weight.

The braking system consists of 6 piston Brembo callipers at the front and 4 piston callipers at the rear. The braking power is enough to allow for a 33 metre braking distance from 100 km/h.

Maserati MC20: Design

The design is typically mid-engined supercar. The aerodynamics were honed in the Dallara Wind Tunnel with a drag co-efficient of 0.38.

The front end takes cues from the Maserati MC12 with a low air intake and prominent Maserati trident. The bonnet gets two air intakes either side of a flat bonnet. Along the side, deep wheel vents cut into the Maserati MC20 door panel.

The roof line slopes gently towards an uncluttered rear end. The rear taillights are narrow and split by a Maserati logo. Two centrally mounted exhausts are reminiscent of the outgoing Maserati GranTurismo.

The addition of butterfly doors give the Maserati MC20 a visual edge.

Launch colours include Bianco Audace, Giallo Genio, Rosso Vincente, Blu Infinito, Nero Enigma and Grigio Mistero

Expect a convertible version to follow.

Maserati MC20: Interior

Inside, the MC20 uses two 10 inch screens: one for the cockpit and the other for the Maserati Multimedia System (MIA).

The carbon fibre-clad central console gets a wireless smartphone charger, the driving mode selector (GT, Wet, Sport, Corsa and a fifth, ESC Off, which deactivates the control functions), two speed selection buttons, the power window controls, the Multimedia System controls, and a storage compartment underneath the armrest.

All of the other controls are on the steering wheel, with the ignition button on the left and the launch control on the right. The Maserati Connect program makes it easy to access services.

Maserati MC20: Competitors

Pricing has yet to be announced for the MC20. That said, it looks likely that the Maserati MC20 will compete with the McLaren 570S and Porsche 911.