All posts in “hypercar”

Scuderia Cameron Glickenhaus shows its new ‘dog of war’ — the 007 LMP1 hypercar

Early in 2019, Scuderia Cameron Glickenhaus (SCG) sent out a “state of the union” of sorts. In addition to laying out the status of the company’s projects, it also painted a picture of what was in store for the future. SCG set goals to race the Baja Boot at the Baja 1000 in the stock SUV class, race the 004 GT3 and GT4S at the 2020 24 Hours of Nürburgring, and race its 007 hypercar at the 2020/2021 World Endurance Championship and Le Mans. At the time, only initial renderings had been released of the 007, but today, we get our first glimpse of the near-finalized design. 

Dressed in red with white details on its nose and tail, this is the SCG 007 LMP1. James Glickenhaus posted the photos to social media with the caption, “Cry Havoc And Let Slip The Dogs Of War.” He also added “3L TT V6,” which reveals that the car will be powered by a 3.0-liter twin-turbo V6 engine. Interestingly, the wheels and colorway seem to be nods to Alfa Romeo, which does offer a 2.9-liter twin-turbo V6 in the Giulia Quadrifoglio.

We had previously believed the car to be a hybrid, but that is now unclear. In the March release, SCG said it had been developing a new powertrain with the same team that created the hybrid KERS system for the P4/5 Competizione. Official specs were not detailed, but the road versions of the race car were tipped to have an 800-horsepower engine, plus a 200-horsepower hybrid setup that is “similar to the system we use on our LMP1 car.” However, SCG’s Facebook has now posted reports that the car will have the TT V6 and nothing more. Additionally, in an Instagram reply, SCG said the car would have 750 horsepower “as allowed by rules.” 

SCG said in a different social media comment that the car will be ready for testing in July 2020. We’ve reached out to SCG and will update with more information as it comes.

$3.4M Pagani Huayra Roadster BC debuts with more power, more weight than the coupe

Once the Huayra Roadster BC digitally debuted in the mobile racing video game CSR2, Pagani wasted no time dropping the official photos and details on the new supercar in full. Not content with simply releasing a warmed-up topless version of the Huayra BC, Pagani reworked the design, structure, and performance of the car to create a new experience. The car is priced at about $3.4 million, and only 40 will roam the earth.

Pagani calls its BC models “tributes to scientific research, beauty, and uniqueness.” They enhance the already impressive Huayra supercar by reducing weight, increasing power, increasing aero, and adding unique details that set it further apart from the increasingly crowded pack of specialty performance vehicles on the market. Of course, to build a performance Roadster, adding weight is expected, as well. The Roadster BC weighs in at 2,756 pounds (1,250 kg), which is significantly less than the 2,976-pound regular Huayra coupe and 2,922-pound regular Huayra Roadster, but heavier than the 2,685-pound Huayra BC coupe. 

Pagani makes up for the weight difference by adding more power to the Roadster BC with a bespoke unit developed by Mercedes-AMG that Pagani calls “completely new.” The Mercedes-AMG-sourced 6.0-liter twin-turbo V12 in the BC coupe was rated at more than 750 horsepower and 738 lb-ft. The Pagani twin-turbocharged V12 in the Roadster BC is rated at 791 horsepower at 5900 rpm and 774 lb-ft of torque at 2,000 rpm. That power is sent to the rear wheels through a seven-speed XTrac transverse automatic transmission with an electro-mechanical differential. The supercar also wears a new titanium six-pipe exhaust setup with two extra outlets from the catalytic converters. 

The Roadster BC is made to carve hard corners, too. Underneath, it has a monocoque made of ultra-light and super-strong carbo-triax HP62 and carbo-titanium HP62 G2 with front and rear tubular steel subframes. The suspension is set up with forged aluminum alloy independent double wishbones, helical springs, and electronically controlled shock absorbers. It sits on forged monoblock aluminum alloy wheels (20-inch in the front, 21-inch in the back), which are wrapped in Pirelli P Zero Trofeo R tires (265/30 in front, 355/25 in back). Pagani claims the Roadster BC can handle more than 1.9 g of lateral force during constant running, with peak readings of up to 2.2 g. 

To achieve such performance, the vehicle needs to slip through the air, keep cool, and stay grounded, so Pagani gave the Roadster BC some new bodywork. It features a redesigned wing, tweaked inlets, and a new aerodynamics kit. Pagani claims it generates up to 1,102 pounds of downforce at 174 mph. 

Pagani lists the price for the Roadster BC, of which only 40 examples will be built, at $3,435,934 (3,085,000 €) plus VAT. It is scheduled to make its global in-person debut at the 2019 Pebble Beach festivities.

The 2020 Lotus Evija: a 2,000hp EV That Starts at $2.1 Million

Lotus, the storied British car brand best known for its Elise and Evora sports cars, unveiled the ultra-exotic Evija earlier today. In addition to giving the much-teased “Type 130” a proper nameplate, the Evija is also notable beyond the grandeur that its specifications provide: the all-electric hypercar is also the first car released by the brand since its purchase by Geely Automobile Holdings a year ago.

And what a car it is.

Big Numbers

Lotus has been hyping the Evija, going as far as saying that the Evija will be a mind-blowing supercar. That’s a direct quote from Lotus CEO Phil Popham, by the way. In 2019, you only successful blow minds with number and specs that keep (ultra-rich) enthusiasts jaws glued to the floor.

In that respect, Lotus isn’t playing around. The Evija really is something incredible.

Claimed 2020 Lotus Evija Specifications

Horsepower 1,973 hp / 1,471 kW
Range 250 miles
Time to full charge (w/ 350kW charger) 18 minutes
Time to full charge (w/ 900kW charger) 9 minutes
Target curb weight 3,700 lbs / 1,680 kg
MSRP $2.1 million
  • 1,973 horsepower / 1,471 kW
  • 250-mile range
  • 18-minutes to fully charge (with a 350kW charger)…
  • … 9-minutes to a full charge on an 800kW charger
  • Target curb weight of 3,700 lbs (1,680 kg)
  • A pure electric 4WD drivetrain

Sadly, the only small number tied to the Evija is its production cap, which is pegged at 130 examples.

Target Performance Specifications

You’d be correct to think that the power behind the Evija would push it to be capable of some amazing things, and according to Lotus, you’d be right.

0-60 mph Under 3 seconds
0-186 mph Under 9 seconds
Top speed “In excess of 200 mph / 320 km/h”

2020 Lotus Evija Side Profile2020 Lotus Evija Side Profile

As you can see, the Evija is no joke of an electric hypercar. In many ways, it’s lived up the hype from the company’s CEO. The car features two electric motors to achieve its power output, and the battery is placed in the middle of the car where a typical internal combustion mid-engine car would have its beating heart, meaning this helps with weight distribution. 

The electric motors are sourced from Integral Powertrain Ltd, and feature a helical gear ground planetary gearboxes that are extremely slim. The gearbox and motor are all packaged together into one cylindrical unit for each drive unit, meaning it’s all quite compact and lightweight. 

An Exterior Design Like No Other

Looking at the Evija is one thing. The car features a seriously beautiful design, but it’s about more than looks with this car. The model features curves, creases, and vents unlike any other car on the road. At the rear of the Evija, there are dramatic Venturi tunnels through each rear quarter. This not only directs airflow properly but provides a dramatic look for the Evija that is unexpected and more than welcome. 

2020 Lotus Evija2020 Lotus Evija

According to Russell Carr, Design Director, Lotus Cars, the company looked a Le Man’s race cars use airflow. It’s not just about getting air to push the car in one direction. “We studied how Le Mans race cars use airflow creatively to go over, under and around the vehicle, but also through it,” Carr said.

The Evija is the first car to feature a single-piece carbon fiber chassis that weighs just 284 pounds. That’s insanely lightweight. The vehicle sits a mere four inches above the ground. The car also features active aerodynamic elements including an integrated air diffuser that extends from the B-pillar to the rear of the car. There’s also an active rear spoiler that is flush to the rear of the car whenever it’s not in use. 

2020 Lotus Evija top down view

2020 Lotus Evija top down view

Additionally, the car features no side mirrors further reducing drag. Instead of side mirrors, the car gets cameras placed in the front wings of the car. There’s also a camera built into the roof of the car providing a rearview for the driver. Images from these cameras are displayed on three different cameras inside the car. 

A Motorsports-Inspired Interior

The interior of the Evija is minimal, futuristic, and driver-focused. The cabin features a special “floating wing” dash. This is just one of the elements that give the car a futuristic feel on the inside. The doors of the car are two dihedral doors. These doors feature no door handles and can be operated by the key fob. 

Inside the cabin, you’ll see more carbon fiber than you know what to do with. The car features two seats that feature a thin metal band that has the words ‘For The Drivers’ engraved on it. 

2020 Lotus Evija interior2020 Lotus Evija interior

Lotus sought to feature the perfect balance between a track car and a road car on the inside of the Evija. This means the car has a minimal, driver-focused interior design but with plenty of what you expect in a road car. There’s a single large screen in front of the driver that has everything you’ll need. 

The seats are trimmed in thick Alcantara-finished pads and offer adjustment. The steering column is adjustable for both rake and reach and features a unique race-car-like design. Three-point seat belts are standard but Lotus will provide four-point harnesses if wanted.

In the center of the dash is the drive mode selector, which can transition the car from Range, City, Tour, Sport, and Track. The differences between the modes should be pretty self-explanatory. Within the infotainment system of the car is Apple CarPlay and Android Auto as well as connection to the cloud for over-the-air updates for the car.

In addition to all of this, Lotus is offering customers the chance to wholly personalize their cars. The company is offering marquetry-style badging for all of the Evijas. Lotus can inlay metal elements into the carbon fiber keeping the meal inlay flush with the surface of the carbon fiber. This allows for unique customization opportunities.

As we said above, the company plans to only build 130 examples of the car. Each one will run $2.1 million and demand a deposit of $310,177. That’s a lot of money, but this is a car like no other. 

Veneno Roadster, One:1, One-77, LaFerrari, P1, Veyron headline 25-car Bonham’s auction

Bonhams is holding a no-reserve auction in fall 2019 that includes some of the most valuable and sought-after supercars of the past decade. The lot of 25 beautiful collector items includes a Lamborghini Veneno Roadster, a Koenigsegg One:1, an Aston Martin One-77, a Ferrari LaFerrari, a McLaren P1, and a Bugatti Veyron. The collection, which was seized from a corrupt politician from Equatorial Guinea, is valued at roughly $13 million.

If selling off future classics that are still in their infancy as collector items seems strange, it’s because this is not a straightforward situation. These cars will be sold off by the State of Geneva, not a person. The collection was previously owned by the vice president of Equatorial Guinea, Teodoro Obiang, but the cars were seized when he was placed under investigation for money laundering and unfair management of public interests.

These 25 cars, which were located in Geneva, were first sequestered in fall 2016. A trial court ordered them sold off, and the money earned from the sales would be invested in social programs that benefit Equatorial Guinea. And so, Equatorial Guinea is about to see an influx of cash, as every vehicle is valued in the hundreds of thousands, if not millions, of dollars.

Supercar Collection Auction

The rarest might be the Koenigsegg One:1. One of only six remaining, it has 371 miles on the dial, and is valued at roughly $1.8 million. The Lamborghini Veneno Roadster, one of nine in the world, is a close second. It has 202 miles logged, and is valued at about $5.1 million.

The Aston Martin One-77 is another rare bird. It is example No. 35 of 77, holds a 7.3-liter V12 engine, and is valued at about $1.4 million. A McLaren P1, Ferrari LaFerrari, and Bugatti Veyron 16.4 round out the top of the list. The remaining cars are not fully detailed, but they include examples from Mercedes-Maybach, Bentley, Maserati and Porsche.

The auction will take place on Sunday, Sept. 29, at the Bonmont Golf & Country Club near Lake Geneva. For more photos and information, visit Bonhams.

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

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Mercedes-AMG Project One details revealed in private session with ‘Top Gear’

Mercedes-AMG put “Top Gear‘s” Jack Rix in a private studio with an AMG One, and let the journalist have his way with the static hypercar. Rix turned on the cameras and put on a show, divulging further particulars of Stuttgart’s crouching tiger. The 1.6-liter turbocharged V6 is built in the same British factory that builds the Formula 1 engines for the Mercedes-AMG Petronas team. The motor also can also brag about a thermal efficiency of 40 percent, matching the Toyota Prius.

Road manners and emissions requirements mean that instead of the 5,000-rpm idle and 14,000-rpm redline in the F1 car, the One idles at 1,200 rpm and maxes at 11,000 rpm.

Three F1-spec electric motors contribute mojo, one at the crank, one at each front wheel. They spin up to 50,000 rpm and add 160 horsepower apiece to a total figure expected to number at least 1,050 horses. In pure EV mode the front motors do all the work, making the One a front-wheel-drive hypercar for up to 15 miles.

The bodywork’s been shaped and polished so as to aid motivation depending on application. For high-speed reasons, the front badge has been airbrushed on, and the 10-spoke wheels — in aluminum or magnesium — wear carbon inserts to reduce drag. When racing is the reason, flaps atop the front fenders stand up to increase downforce on the front axle, and the electrically-deployed rear wing deploys its wing-in-a-wing.

Check out the video for more minutiae, such as the friendlier-than-a-Valkyrie seating position, the four drive modes, and how the tires limit how much downforce AMG could extract from the rear wing.

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Lamborghini LB48H hypercar due next year: You might even say it glows

We know there’s a hybridLamborghini Aventador successor coming sometime between 2020 and 2022. Due to deleted Instagram posts and a fissures in the rumor-verse, we expect a hypercar codenamed LB48H to preview the next electrified V12 Lamborghini. Autocar reports the next model in the Italian carmaker’s series of low-volume specials will cost about $2.6 million, making it just another walk in the hypercar park as for price. The weird part is where Road & Track, referencing “a source familiar with Lamborghini’s plans,” says the LB48H will glow in the dark.

The source didn’t elaborate, so not even RT knows what that means. The Lamborghini Terzo Millennio concept from 2017 revealed a smattering of Tron-like light sculpture in its launch video. The wheels and engine bay glow, illuminated Italian flag graphics mark the front fenders, LED piping runs down the centerline. But lights don’t come under the traditional definition of “glow in the dark.” If the LB48H really does sport some kind of overall incandescence, well, we’re about to enter a new chapter in hypercars.

Other questions remain about how the LB48H will preview the future of Sant’ Agata. The company’s head of R&D has bemoaned the weight of batteries, admitting that the best-case scenario for the coming series-production hybrid V12 flagship means an additional 330 to 440 pounds.

It’s thought that the hypercar will use supercapacitors instead of batteries, providing a lightweight solution that would also showcase future technical potential. The all-electric Terzo Millennio employed nascent supercapacitor tech Lamborghini has been developing with MIT. That solution’s upside is lighter size and weight compared to batteries, longer service life, a supercapacitor’s fast charge and discharge ability, and the fact that it can discharge and recover energy at the same time. The downside is that supercapacitors have low energy density compared to lithium-ion batteries, so it’s possible the LB48H could use a battery and a supercapacitor to work a 49-horsepower motor aiding an 789-hp V12.

The production V12 is expected to get a more mundane solution. Lamborghini’s looking ahead to cities mandating a minimum all-electric range up to 31 miles. One idea in play is a split hybrid layout, with an electric motor in charge of the front axle. That eliminates a prop shaft, and sharpens front axle response and torque vectoring. However, without a front transmission, a split system loses efficiency when approaching the triple-digit speeds integral to the brand. The other option would be a more traditional blended hybrid.

Lamborghini’s said to have shown the LB48H to prospective buyers in June. We should see the real thing and its possibly glowing carbon fiber soon.

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Bugatti speeds up testing on its 3D-printed titanium brake caliper

There are only a few manufacturers on that planet that are so important and so specialized that their production of a brake caliper would warrant any amount of attention. Bugatti is one of those few. After premiering a 3D-printed titanium caliper early in 2018, Volkswagen Group released a video of engineers putting the new design to extreme speed and heat testing. Spoiler alert: flames and sparks are involved.

Bugatti had a lot of claims and planted a lot of flags when it first showed this caliper. “World’s first brake caliper to be produced by a 3D printer. Largest brake caliper in the automotive industry as a whole. First series manufacturer to use titanium. Largest titanium functional component produced by 3D printing in the world.” Long story short, it’s a big deal, but it is not yet stamped as ready for production. That’s what the testing seen here is for.

The video, which was brought to our attention by Motor1, shows the brake caliper in action, not on a car but in a lab. VW claims it’s one of the most powerful brake test benches on the market, which we’re inclined to believe considering the groundbreaking technology that has come from its Veyron, Chiron and Divo supercars.

The test is exactly what you’d expect. They put the caliper onto a rotor, which is attached to a machine that spins the rotor and has all sorts of sensors that show the engineers the specs of the test. The video shows it spinning up to speeds in excess of 230 mph multiple times. The disc temperature skyrockets to 1,877 degrees Fahrenheit on the third spin, which elicits a light show of thermal heat, sparks, and flames. The engineers then take off the caliper and show the camera that everything is still in place and intact.

The video does not clear the caliper for production, but it certainly looks like its getting close to that point. The package will likely debut for the Chiron, the Divo, or both and will most definitely cost thousands and thousands of dollars.

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Pininfarina electric hypercar officially named Battista

The Pininfarina electric hypercar has an official name now: Battista. It’s a properly Italian name for the car company affiliated with the famous Italian design studio to use on its first car. Battista is the first name of Pininfarina’s founder, Battista Farina.

With that we say goodbye to the PF0 codename the Italian/German car company has been using since officially launching earlier this year under new Mahindra ownership and HQ in Munich. As of now, Pininfarina is still claiming this will be the fastest and most powerful car ever designed and produced in Italy. We imagine Ferrari and Lamborghini are still grinding their gears over that statement. Power claims currently sit at 1,925 horsepower and 1,700 pound-feet of torque, leading to a claimed sub-2-second 0-60 mph time. A top speed of over 250 mph along with 300 miles of range are a couple of other impressive claims Pininfarina is making for its electric car.

The vehicle is going to use a Rimac-sourced electric powertrain and battery pack, which explains where Pininfarina is getting the outrageous performance specs. Rimac itself claims numbers that are equivalent or better than Pininfarina’s for its Concept Two hypercar.

Only 50 of these are set to make their way stateside, with the rest of the world sharing the other 100 that Pininfarina plans to produce. There aren’t a whole lot of people who can afford and want a $2.5 million electric car, but that’s why Pininfarina is planning on introducing a lineup of “normal” cars after this one debuts. Three Pininfarina SUVs are supposedly set to be revealed in the next five years — all of these vehicles will be electric. The teasers for the Battista are set to stop at the Geneva Motor Show in 2019, where the car will finally see the light of day.

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SSC Tuatara Hypercar

Shortly after its debut, the Bugatti Veyron and the installments that came after became the automotive industry’s quintessential standard when it comes to raw power. It currently owns the spotlight as the competition musters their best to dethrone the monarch. In reality, some have come close, but a lone warrior steps up to the plate to issue a challenge. The SSC Tuatara is armed and ready to prove itself—we just need to know when it will hit showrooms as well as its asking price.

It was still in the concept stage when SSC North America presented it to the public back in 2011. Moreover, the company made a bold claim that it will be a proper American-made hypercar when it comes out. However, folks started to think it was nothing but vaporware when it missed its 2013 planned launch date. Now, it seeks redemption at the 2018 Pebble Beach car show with the reveal of its production model.

All of us were impressed that the SSC Tuatara came prepared. Captivated by its sleek aerodynamic carbon fiber frame, you will be blown away to discover that it packs up to 1,750 horsepower under the hood. This is made possible by its 5.9-liter twin-turbo V8 that was co-developed with the folks over at Nelson Racing Engines. Ownership is going to be very limited since only 100 will be made.

SSC Tuatara

Photos courtesy of SSC North America

The Aston Martin Valkyrie and its V12 sound insane

Formula 1 is where the mind goes when we listen to this teaser engine clip of the Aston Martin Valkyrie hypercar. And we’re not talking about the lame-sounding turbo cars they’re racing now. No, this sound brings to mind the stupid-high-revving machines of the 2000s.

It makes sense too, because we’ve been told that the 6.5-liter naturally aspirated V12 engine is loosely based on Cosworth’s 2.4-liter V8 it made for Formula 1. Rumors place the Valkyrie engine somewhere around 1,000 horsepower with a kinetic energy recovery system providing even more thrust. We’ve seen a number of reports putting the final combined figure around 1,130 hp, but the actual number will remain a mystery for the time being.

This video with the Valkyrie’s soundtrack layered behind it comes courtesy of Aston Martin CEO Andy Palmer. Dramatic renderings of the Valkyrie cycle through in the background, but the noise is what we’re paying attention to here. The engine’s redline is reportedly 11,000 rpm and we don’t doubt it after listening to the soundtrack more than a few times. No other production car revs that high — even LaFerrari tops out at 9,250 rpm.

The team definitely has the engine working, and production is slated to kick off sometime in 2019. We’ll be waiting impatiently until then to hear that insane V12 in person.

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Aston Martin confirms its third mid-engine hypercar

Consider the rumors confirmed. Aston Martin will build a third mid-engine hypercar that’s currently codenamed 003, following the Valkyrie (code 001) and track-specific Valkyrie AMR Pro (code 002). Aston Martin says 003 will borrow lots of technology from its forebears, including hybrid electric propulsion and carbon fiber-intensive construction. But there are some significant changes being baked into this third hypercar that will set it apart from the first two.

First up, Aston Martin will use a turbocharged engine in 003. Both versions of the Valkyrie used naturally aspirated 6.5-liter V12 powerplants co-developed with Cosworth. We don’t have any power specifications for the turbocharged hybrid drivetrain of 003 yet, but we know the Valkyrie’s V12 puts out as much as 1,130 horsepower from its gasoline-burning engine and electric motors. We can’t say for certain, but we wouldn’t bet against Aston pushing that figure further into the stratosphere with the turbo-enhanced unit that will power 003.

Aston Martin also promises “active aerodynamics” that provide “outstanding levels of downforce in a road-legal car” to go along with “active suspension systems.” Sounds like there’s a good chance double-oh-three could be more advanced than its older siblings. That said, Aston says its third mid-engine hypercar is being designed for use on the road in addition to the track, with “more practical concessions to road use, including space for luggage.” And all of that has our interest piqued.

Something conspicuously absent from Aston Martin’s latest hypercar announcement are any mentions of partnerships. Both Valkyrie models were designed with plenty of input from Red Bull Racing and its famous technical director, Adrian Newey. There’s also no mention of Mercedes-Benz or its AMG division, from which the British automaker sources its current lineup of V8 engines.

How much input will Red Bull have in 003? Will its turbocharged V8 be sourced from Mercedes-AMG? We’ll just have to wait and see. What we do know, though, is that the FIA’s Hypercar Concept racing series is sounding more interesting by the minute. And, if the sketch above is at all indicative of 003’s actual production design, this third hypercar will be quite a bit different from the first two.

Project 003 is expected to hit the road late in 2021. Global production will be capped at 500 units. Pricing, naturally, is not yet known, but if you have to ask, well, you know the rest.

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The Ultimate Guide to the Porsche 918 Spyder: Review, Price, Specs, Videos, Images, Performance & More

Introduction

The biggest automotive concern on the planet could hardly stay out of a hypercar sparring match on the world stage, and with the Porsche 918 Spyder, VAG emphasized its strongest points in the hybrid against LaFerrari and the McLaren P1.

With the engineering might (and budget) of Porsche behind it, and drawing upon the company’s experience of racing hybrids in endurance racing, the 918 Spyder managed to undercut its rivals on price, while providing arguably the most complete road car package of the holy trinity.

Appropriately, 918 examples of the Spyder were promised, with Porsche digging deep into its motorsport knowledge to produce technology that provided world-beating performance, as well as reducing fuel consumption.

(OK, we’re not going to convince you that the 918 Spyder’s hybrid system was entirely geared at saving fuel, but official tests on the New European Driving Cycle, which includes urban, extra-urban and combined driving cycles, rated this hypercar at an impressive 85mpg and 79 g/km of CO2 emissions – actual results with 887hp at your disposal may vary…)

Design, Styling & Interior

With styling cues from Porsche’s racing heritage – including top-exit exhaust pipes that improve the efficiency of heat dispersion from the mid-mounted 4.6-litre V8 (and that this writer thinks are one of the best car design elements to appear this side of the turn of the century) – and designed around aerodynamic efficiency and a carbon fibre monocoque chassis, which helps lower the centre of gravity and improve the overall rigidity of the car, the 918 has still somehow managed to emerge with a shape that is distinctly Porsche.

Look at a completely shaded silhouette image of this and a Boxster or Cayman side by side, with no other visual hints, and it would take a severely dedicated hypercar enthusiast to tell the pair apart – though of course you’re on this site, which means (ideally) that’s exactly what you are.

Step inside, and you find a cockpit that is better appointed than you might expect given the performance the 918 is capable of. The 918’s interior is lavish, and while carbon fibre still makes an appearance, the remainder of the interior is stunningly trimmed.

Driver and passenger are separated by a centre console that rises from the floor a la the 918’s predecessor – the Carrera GT – while a smaller, 310mm steering wheel debuted on the hypercar that has since been used on other high performance Porsches.

Looking for some wind in your hair? Look no further. The 918’s party piece (well, one of them) is the lift-out roof panel hinted in its name, giving driver and passenger access to miles and miles of sky.

Performance

As you’d expect for a top-of-the-range Porsche, the 918 Spyder’s performance is simply blistering. This car is far from all show and no go.

Power comes from a mid-mounted, racecar-derived 4.6-litre, 608hp V8 teamed with two electric motors, with the rear producing the equivalent of 154hp and the front – driving just the front wheels up to 146mph – producing 127hp.

The combined output of the system is somewhere in the region of 887hp.

A seven-speed PDK gearbox drives power to the rear wheels, meaning high-speed drifting is very possible.

0-62 comes up in around 2.8 seconds, with a top speed somewhere north of 211mph.

Being a plug-in hybrid, the 918 Spyder can do all this and run silently in electric-only mode for a quoted range of 18 miles.

Ride & Handling

Ride in any high performance car is a relative thing, and compared with its peers the 918 Spyder returns a comfortable driving experience.

Four-wheel drive, torque vectoring and rear-wheel steering help out in the twisty stuff too, while a multilink rear axle with adaptive electro-mechanical settings allows the car to be set up to the driver’s tastes.

Porsche Active Suspension Management (PASM) allows each corner to talk to the rest of the car, optimising damping for the driving and road conditions.

Even with its electro-mechanical steering setup, reviews of the 918 Spyder suggest it handles as good as the best from Porsche’s past. It’s as precise as you’d expect a Porsche hypercar to be.

Compared with the lunatic V10 Carrera GT, you could even describe it as civilised.

Prices & Specs

Starting prices for the Porsche 918 were, comparitively for a hypercar from a major manufacturer, cheap.

Entry to the brand-new 918 club started at €781,155, rising to €853,155 for Weissach package cars – for those seeking even greater performance that could do without some of the creature comforts, including comfy seats, sound deadening and about €72,000.

Weissach cars also get extra-lightweight magnesium wheels, reducing the unsprung weight of the car.

Porsche 918 Spyder Performance & Specs >
< Back To The Beginning

Mercedes-AMG wants to prevent Project One owners from flipping them

Mercedes-AMG will include contract language in its exclusive upcoming Formula One-sourced Project One hypercar when it starts delivering to customers early next year prohibiting the new owners from flipping the $2.6 million car for a quick profit.

Germany’s Auto Motor und Sport reports the move is similar to what Ford is doing with its GT supercar and Porsche, with its 911 GT3 Touring after customers began flipping the 911 R. It also says all 275 examples of the 1,000-horsepower-plus Project One are sold and that Mercedes-AMG has undertaken the first test drives using camouflaged prototypes on closed race tracks in England and Spain.

Late last year, Ford sued wrestler and actor John Cena for violating the terms of his purchase contract, which involved an application process, for the $450,000 supercar. The two sides in June settled outside of court for an undisclosed amount that Ford will reportedly donate to charity. Meanwhile, another 2017 Ford GT is on Mecum’s Monterey sale bill. It’s headed for the block Aug. 23-25.

Similar attempts have already been made with the Project One. Motor 1 reports someone tried to sell a build slot last November for the equivalent of $5.2 million, nearly double the asking price, and a newer listing not yet removed is similarly asking $5.2 million, with a mid-year 2019 delivery date.

The Project One, which debuted as a concept last fall in Frankfurt, boasts some eye-popping specs, with its mid-mounted 1.6-liter single-turbo V6 doing more than 1,000 horsepower, a top speed of more than 217 miles per hour and going from 0-124 mph in just 6 seconds. It can also operate as a zero-emission electric car for 15.5 miles, thanks to its lithium-ion battery powering two 120-kilowatt electric motors, plus two smaller ones driving the front wheels. Owners will have to take the car in every 31,000 miles or so to have the gas engine rebuilt.

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Ferrari LaFerrari: Price, Specs, Videos, Images, Performance & More

Introduction

What happens when quite possibly the world’s greatest supercar and hypercar maker sets out to create its greatest model ever?

The Ferrari LaFerrari – that’s what.

Described at launch by company president Luca Di Montezemolo as “the maximum expression of what defines our company,” the LaFerrari was revealed at the 2013 Geneva Motor Show.

Limited to just 499 examples (although since an additional 210 Aperta open-top LaFerraris have been produced), the LaFerrari featured a Formula-One derived HY-KERS system – an electric motor teamed to a 6.3-litre V12. Some would shirk at the concept of a hybrid Ferrari, but while enhanced efficiency is a by-product of the LaFerrari’s powertrain, this was by no means Ferrari’s motivation with the system.

Following in the footsteps of legendary Ferrari halo cars as the 288 GTO, the F40, F50 and Enzo, the LaFerrari had its work cut out from the start. Add to that competition – yes, at this insane level of performance and prestige – from Porsche and McLaren with their hybrid hypercars, the 918 and P1, and this ultimate Ferrari model had a lot to deliver in order to stand out.

Design, Styling & Interior

The overall shape of the LaFerrari – inside and out – is dictated mainly by the car’s carbon fibre tub chassis. Up front, surfaces are kept to a minimum and what is there is minimised to aid aerodynamics, with every strafe and slice in the car’s bodywork having been optimised in the F1 Wind Tunnel. Ferrari sought to produce a shape with the highest degree its efforts have granted the hypercar with a drag coefficient of just 3.

Underneath the car, active aerodynamic features including diffusers and a guide vane team up with the rear spoiler to generate downforce, gluing the LaFerrari to the road or track. These active features are automatically controlled by the car’s computer brain, which analyses various parameters to adjust the systems to work optimally to the conditions.

Inside the LaFerrari, carbon fibre detailing dominates, with the two seats bolted directly to the tub. A bulky squared-off steering wheel greets the driver, with Formula-One inspired LEDs to indicate when to change gear and Ferrari’s now-familiar Mannetino drive mode selector nestled among the various controls on the wheel.

An in-house design team headed up by Flavio Manzoni handled styling for the Ferrari LaFerrari. Inspiration was gathered from the engineering team to ensure a form that reflected the functional elements of the car, as well as taking inspiration from various Ferrari racecars from over the years.

Performance

LaFerrari’s 6.3-litre V12 hybrid power plant produces 950hp (788hp at 6750rpm from the V12 and 160hp courtesy of the electric motor, which delivers the power to the differential). The car’s dry weight is a meagre 1255kg, and on a charge 0-60 is dispatched in under three seconds. Top speed is rated by Ferrari as somewhere north of 217mph.

Figures only tell a part of the story with this car, with the sensations and usability involved in that performance having been prioritised by Ferrari during the car’s development. Despite its obvious track potential the LaFerrari is reputedly fairly comfortable and compliant on the road. Ambling about town, the car’s double clutch automatic gearbox takes the onus of shifting away from the driver, while a surprisingly supple ride cossets the driver, despite the perceived harshness often brought on in vehicles fitted with carbon fibre tubs.

Get it to a track, however, and the LaFerrari will do its thing better than almost any other road car on the planet. Those who questioned the addition of the hybrid powertrain may be surprised to find out its fitment is mainly to help out on the racetrack – with lowered emissions just a byproduct of that.

The HY-KERS system ensures on-demand torque across the rev range, improving throttle response for the driver and making chasing that 9250rpm redline even more addictive.

Ride & Handling

Performance and track capability are almost a given in a car of this caliber, and those the LaFerrari has in cartfuls. Its really surprising party piece are its manners on the road.

Ferrari wanted the car to be usable on the road and its automatic gearbox is sedate and easy to live with around town as these systems go, according to reviews of this scarlet missile.

Visibility is good around the front three-quarters, while the ride quality is as good as you can expect in a hypercar with seats bolted directly to a super-stiff carbon fibre chassis.

Take things up a notch and the LaFerrari provides an involving experience, with the active aero and stability control system working in tandem to flatter the driver. Steering response is smooth and communicative; giving an enjoyable response on the road that also translates well to track driving. Many of the videos we have brought together include footage of LaFerraris in acrobatic tail slides, which the system allows to flourish – to a point.

On track, the LaFerrari impresses further with the full fury of the V12 and HY-KERS systems available to be exploited in a chassis that is more than up to the task. Gearshifts are reputedly so quick as to almost be seamless, and the balance of the package allows the car to simply erupt along straights and flow through corners.

Prices & Specs

If you’re looking for a LaFerrari, it will have to be used as the limited run of 499 hardtops and 210 Aperta open-tops all sold out, despite an initial asking price of around $1,420,000 for the coupe and no official price confirmed for the convertible.

Thanks to the exclusivity of this “ultimate Ferrari” prices have quickly skyrocketed to hilarious levels on the auction circuit, so if considering one then deep pockets and a chequebook long enough to fit at least six zeroes and a digit or two in front are a must.

Ferrari auctioned off the final “new” examples of the Aperta and coupe LaFerrari to benefit charity. The final coupe (car number 500) went for $7 million, in aid of reconstruction in Italy following 2016’s earthquakes.

More recently, the last of the run (210th) Aperta convertible broke records when it went under the hammer at RM Sotheby’s, fetching almost $10 million, with the proceeds of the sale going to Save the Children.

Ferrari LaFerrari Performance & Specs >
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Bugatti Divo will be a $5.8 million hypercar with an appetite for corners

Too much is never enough, especially when you’re talking about Bugatti supercars. The Divo is the next step in Bugatti’s continuing history of building the most covetable vehicles on the planet. Based on the existing 1,479 horsepower Chiron, the Divo is intended to be lighter in weight and significantly quicker around corners. Oh yes, and it’s almost massively expensive, with a starting price of approximately $5.8 million. If you want one, hurry up, because only 40 will be produced.

“Happiness is not around the corner. It is the corner. The Divo is made for corners,” says Stephan Winkelmann, President of Bugatti Automobiles S.A.S. “With the Divo, we want to thrill people throughout the world. With this project, the Bugatti team has an opportunity to interpret the brand DNA in terms of agile, nimble handling in a significantly more performance-oriented way.”

Little to no details have been released about the Divo ahead of its official introduction this August at Monterey Car Week. The powertrain will likely be carryover from the Chiron, which means the quad-turbocharged W12 will be there in all its decadent glory. The body could be significantly different, however, in keeping with Bugatti’s promise that the car has been honed to go around corners at physics-defying speed.

As for the name, it might conjure up images of a certain 1970s-80s band, but the Divo is named after Albert Divo, a French racing driver who twice won the Targa Florio while piloting a Bugatti race machine.

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Koenigsegg teases replacement for Agera RS in sketch

Koenigsegg just opened its first official sales location at a luxury-vehicle dealership in Australia, and at an invitation-only cocktail launch party late last week, the supercar maker gave attendees an exclusive glimpse of the upcoming replacement to the world-beating Agera RS.

Granted, it’s only a fairly crude sketch of the hypercar’s rear end, so there’s not a lot to go on, save for the large wing and diffuser, though the well-heeled attendees also were treated to a virtual-reality presentation of the new car. Koenigsegg says it will make its global debut at the Geneva Motor Show in March 2019.

First unveiled in Geneva in 2015, the company within 10 months sold out all 25 examples of the 1,160-horsepower Agera RS it planned to build, making it Koenigsegg’s fastest-selling model in its history. Last fall, the hypercar set an average top-speed record of 277.87 miles per hour in the Nevada desert.

Company founder Christian von Koenigsegg told Top Gear back in March that the replacement car will be “more capable than the Agera RS.” He also said the replacement won’t rely on a hybrid powertrain, to keep it distinguished from the plug-in hybrid Regera, but will instead focus on refining the company’s supercharged V8.

The Agera RS hit 284 mph in its one-way speed assault in Nevada last year, and companies like Hennessey are gunning to hit the 300-mph mark. We’ll see if this one’s the car to do it.

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FIA introduces ‘Hypercar Concept’ for World Endurance Championship

One of the most common jabs at hypercars is the question, “Where can you drive them to their potential?” Imagine the answer being: to the checkered flag in the 24 Hours of Le Mans. We’re not there yet, but the FIA World Motor Sport Council took a step closer to the possibility during its second annual meeting in Manila, the Philippines. One of three initiatives the WSMC announced for the 2020 World Endurance Championship was “Freedom of design for brands based on a ‘Hypercar’ concept.” This “Hypercar concept” would replace LMP1 as the premier class in the WEC.

The dream, of course, would be seeing racing versions of the AMG Project One, Aston Martin Valkyrie AMR Pro, Bugatti Chiron, Koenigsegg Regera, McLaren Senna GTR, Pagani Huara BC, and the rest of the gang trading paint and carbon fiber through Dunlop in a heinously expensive version of “Buy on Sunday, sell on Monday.” The reality is that we don’t have all the details yet on the set of regulations called “GTP,” but the FIA wants race cars more closely tied to road cars, albeit with the performance level of today’s LMP1 cars.

Exterior design freedom would shelter internals designed to reduce costs, the FIA planning to mandate less complex hybrid systems and allow the purchase of spec systems. One of the FIA’s primary goals is lowering LMP1 budgets to a quarter of their present levels. Audi and Porsche budgets exceeded $200 million, while Toyota – the only factory LMP1 entry this year and next – is assumed to have a budget hovering around $100 million. Reports indicated that Aston Martin, Ferrari, Ford, McLaren, and Toyota sat in on the development of the proposed class. If the FIA can get costs down to around $25 million, that would compare running a top IndyCar team and have to be hugely appealing to the assembled carmakers.

The initiative represents another cycle of the roughly once-a-decade reboot of sports car racing to counter power or cost concerns. The FIA shut down Group 5 Special Production Sports Car class in 1982 to halt worrying power hikes, and introduced Group C. In 1993, Group C came to an ignoble end over costs; manufacturers were spending $15 million on a season, back when that was real money and not one-fifth of a Ferrari 250 GTO. Then came the BPR Global GT Series that morphed into the FIA GT Championship, which would see the last not-really-a-road car take overall Le Mans victory in 1998, the Porsche 911 GT1. That era would be most aligned with a future hypercar class. After that, the FIA created the LMP classes that would take those previous stellar budgets supernova.

We’ll get more details on the proposal next week when the Automobile Club de l’Ouest, the Le Mans organizer that worked with the FIA on the ideas, hold’s its pre-Le Mans press conference.

Elsewhere on the WMSC docket, the FIA approved aero changes to 2019 Formula 1 cars to improve overtaking. An even bigger shock: the FIA World Rallycross Championship will go electric-only from 2020. The WRX will use silhouette cars provided by Oreca, powered by two 500-kW electric motors sourced from Williams Engineering, and a common battery. Ex-World Rally Championship maestro Sebastien Loeb, now a World Rallycross team owner and driver, said of that move, “We don’t dream about electric cars, but if the future for all cars is to be electric then it’s normal that we’d make the swap. And in this case I think Rallycross is the best series to do it because it’s very short, you have a lot of power, very fast cars and an intense fight…”

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One-off Koenigsegg Agera RS Gryphon supercar crashes again

Almost exactly a year after a rare $1.5 million-plus Koenigsegg Agera RS crashed during testing in Sweden, it’s happened again. To the same, repaired supercar.

Swedish outlet Teknikens Varld reports the crash happened last week after the Agera RS crashed into a ditch in a rural area near the National Electric Vehicle Sweden (NEVS) headquarters where Koenigsegg test-drives its cars. It confirms it’s the same vehicle that crashed in May 2017 after the driver lost control of it on the wet track.

According to The Drive, it’s an Agera RS Gryphon, an all-carbon fiber, 3,075-pound beast with 24-karat gold leaf trim that does a ridiculous 1,360 horsepower and 1,011 pound-feet of torque. It was originally built for U.S. car collector Manny Khoshbin before it wrecked last year shortly before delivery.

The Swedish supercar maker reportedly set to work on a replacement Gryphon following that wreck while pledging to repair the crashed model for use as a factory test and demonstration car.

It’s not clear what caused the most recent crash. The reader who submitted the photo said it was clear from skid marks the car had been on both sides of the road. It also wasn’t clear whether the driver suffered any injuries.

Teknikens Varld says it’s believed to be the first time the repaired car had been driven in the open since the 2017 crash.

The Agera RS is the world’s fastest production car.

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A legendary name returns to the track: the Brabham BT62

Does 730ps-per-tonne sound good to you? Keep reading…

There is a history of big names from Formula One using their motorsport heritage to sell cars – some more successful than others.

The moniker of ‘win on Sunday, sell on Monday’ has been employed by some of the greatest names throughout motorsport. Ferrari have been at it since the forties, Porsche, Ford and Audi are among those to have employed the tactic in endurance racing, and McLaren went so far as to name their hypercar the F1 in the nineties, as if the name (and blistering performance) wasn’t enough to turn heads.

Now, another brand has emerged that is looking to capitalise on its motorsport heritage with the launch of a customer vehicle, though the gap from win-to-sell is considerably longer than the accepted norm.

Introducing the Brabham BT62

Packing 700bhp and 492 ft-lbs of torque courtesy of a 5.4-ltre V8 engine, with a dry weight of less than 1000kg all wrapped up in a CARBON FIBRE body that looks like a Bugatti Chiron and a McLaren Senna had a baby, the BT62 is designed to be a mid-engine track weapon.

Gallery: Pictures from the Brabham BT62 launch

As you can see from the pictures, that power-to-weight ratio needs a lot of downforce to keep it on the straight and narrow. Thankfully, Brabham has thought of this and claims the BT62 is capable of delivering over 1200kg of downforce thanks to an aerodynamic package, which, coupled with Michelin slicks to be developed in conjunction with the French rubber specialists should help keep it glued to the track.

Brabham says the car has been designed to ‘demand more from its driver,’ and buyers will be able to join the Brabham driver development programme, which should hopefully mean BT62 drivers keep their very expensive toy on the asphalt.

Prices start from £1 million plus local taxes, but that’s before options have been considered, and production will be limited to just 70 cars – meaning that price tag should at least grant owners some exclusivity.

That production run is a nod to the 70-year heritage of the Brabham name in motorsport; the first 35 examples produced will pay further tribute to the 35 Brabham F1 team victories, earned between 1962 and 1992.

Multiple Le Mans winner David Brabham, son of founder of Brabham racing team Jack Brabham, unveiled the car at Australia House in London, alongside the BT19 racer that took Jack to victory in the 1966 French Grand Prix, with the BT62 being liveried to match its historic counterpart.

What do you think of the Brabham BT62? Would you buy one? If not – what would you have instead?