All posts in “Racing”

Donkervoort D8 GTO-JD70 R is only for the track, can pull 2.25 Gs

If the Donkervoort D8 GTO-JD70 wasn’t extreme enough for you, Donkervoort has news you’ll want to hear today. The Dutch company just released details on a track-only R version with even higher limits than the street car.

Donkervoort’s big number it bragged about previously was the 2.0 Gs of lateral grip it was capable of in corners. With the R, Donkervoort says it’s up to 2.25 Gs. You may need stronger neck muscles to effectively drive this car on track.

The improved performance comes from improvements and modifications made all around the car. It gets stiffer four-way adjustable dampers, stiffer springs, stiffer bushings, stiffer anti-roll bars and a lower ride height. To top it off, it’s fitted with Nankang slicks from the factory. Wet tires are available, too. 

Steering is improved with an optional shorter and adjustable power steering rack. A new 12-stage racing ABS braking system is onboard. Donkervoort also fits racing pads, fills it with racing brake fluid and has upgraded the rear brakes to a six-piston caliper design to match the six-piston clampers up front. Donkervoort says that the braking performance is much improved now that it doesn’t need to make the brakes perform on the street.

Power still comes from the same Audi 2.5-liter turbocharged five-cylinder (415 horsepower and 384 pound-feet of torque), but Donkervoort has replaced the five-speed manual transmission with a paddle-shifted, six-speed sequential gearbox. Donkervoort claims the car is quicker, but the 0-62 mph time is unchanged from the manual at 2.7 seconds. Top speed is also the same at 174 mph. Regardless, the faster gear changes on track will likely save precious tenths or hundredths of a second. Plus, you can change up gears without having to lift. Donkervoort says the entire drivetrain has been strengthened to handle the extra demands on track. 

This car is safer in a crash than the street car, too. Side impact protection is increased by a higher percentage use of carbon fiber. It also adds a roll cage, six-point harness, FIA homologated bladder-style fuel tank with fuel absorbing foam and a kevlar-carbon-fiber protection blanket. Lastly, it has an upgraded fire extinguisher system (FIA spec), and Donkervoort will be working with drivers to get them custom race suits and helmets with HANS devices.

One negative that comes with all this extra equipment is more weight. The D8 GTO-JD70 R is 55 pounds heavier than the standard car, but that means it still only weighs 1,598 pounds. If you buy one of these, you can also expect the full hand-and-foot treatment from Donkervoort. They can provide every owner with data analysis and coaching while on track. You’ll also get help with logistics, as Donkervoort will provide a full selection of spare parts, tire services and transportation of the car to and from the track. You can even option a pit-to-garage communication system, allowing you to communicate to the pit wall while you’re out on track.

All of this will cost you €198,000. That’s the equivalent of $234,328, and that’s the price before tax. You can go crazy from there with different levels of track support and options.

Toyota GR Super Sport hypercar previewed at 24 Hours of Le Mans

Here’s your yearly reminder that Toyota is building a hypercar. Just like it did in last year’s running of the 24 Hours of Le Mans, Toyota has provided us a preview of the GR Super Sport. 

This car will run in the hypercar class in the World Endurance Championship, but the regulations require that anyone who enters will also need to produce a minimum of 20 road cars based on the race car. Toyota says the car we’re looking at in photos here is a GR Super Sport development car that is customized as a convertible and wearing the now-recognizable GR camouflage. Remember the same camo on the GR Supra a couple years ago?

Details are scarce on the ground concerning the road car version headed our way, but here’s what Toyota said about it: “The GR Super Sport epitomizes Toyota Gazoo Racing’s commitment to use motorsport to make ever-better road cars for the enjoyment of customers, and it symbolizes the ever-closer relationship between Toyota Gazoo Racing race and road car products.”

From what we’ve witnessed so far, more GR in Toyota road car products is a very good thing. The GR Yaris (that isn’t coming here) is a great example of what Toyota is capable of doing when it harnesses its engineering might. As for this car, it’s likely going to have near (or over) four-digit horsepower and a price tag that’ll buy you many lifetimes of Camrys. Its relation to the now three-time-Le-Mans-winning TS050 Hybrid should help it immensely. And in case you missed it, Toyota just happened to win Le Mans again last weekend.

McLaren Senna GTR LM cars created by MSO to honor the F1 GTR’s Le Mans success

The McLaren Special Operations division has outdone themselves again. Today, we get to present to you five McLaren Senna GTRs that were commissioned in a group. Their design and liveries are meant to re-create the five McLaren G1 GTRs that raced in the 1995 24 Hours of Le Mans. McLaren took first place in that race, with the remaining four cars finishing third, fourth, fifth and 13th. 

These five Senna GTRs are much more than just Senna GTRs with stickers on them, too. The (faithfully re-created) liveries were hand-painted on every one of the cars. McLaren says each car took approximately 800 hours to paint, with some taking far more than that. All five are kept as close to the originals as possible, as McLaren coordinated with the Le Mans organizer to get permission to re-create every last detail of the logos and trademarks on the cars. The only sticker you’ll find on the exterior is a replica of the scrutineering sticker.

It isn’t just the appearance that received all the attention, though. McLaren has found a way to give the 4.0-liter twin-turbo V8 a small power boost. It went from making 814 horsepower to 833 horsepower. The rev limit has also increased from 8,250 rpm to nearly 9,000 rpm. This is accomplished through metal matrix composite valve spring retainers (65% lighter), higher grade steel for the valve springs and CNC ported cylinder heads. A recalibration of the whole powertrain takes advantage of these new parts, leading to the increase in power.

Small changes abound elsewhere in the car, too. OZ Racing designed a bespoke set of wheels for these cars; the suspension wishbones are made in an anodized version of their previous selves, and the brake calipers are finished in satin gold. New exit pipes are bent for the Inconel exhaust (for a new look), and the interior gets a small work over, too.

There’s a new racing steering wheel with anodized gold paddles and control buttons, titanium nitride pedals, carbon fiber racing seats with a bespoke headrest embroidery, leather door pull straps and an MSO six-point racing harness. We’re afraid to know the prices for these five cars, but we won’t know anyway, because McLaren hasn’t released that information.

All five owners will be allowed to take a lap of Circuit de la Sarthe on the day of the 2021 24 Hours of Le Mans, which only seems right given their Le Mans re-creation provenance. 

Gordon Murray Automotive T.50s revealed as track-only, even more extreme T.50

It’s been one month since the Gordon Murray Automotive T.50 was fully revealed. We’re still reeling from learning about how stupendous it is, but Gordon Murray has gone and one upped himself again today. In addition to the road-going T.50, there will also be a track-only T.50s. 

The name “T.50s” is only a codename for now. GMA says that a proper full name will arrive when the car is officially unwrapped. Only one photo of the T.50s was shown, and you’re looking at it above. However, we do have plenty of details to share alongside the single photo.

What we’re dealing with is essentially a race car. It’s not legal to drive on any type of road, unless that road happens to be a closed course. The T.50s has more power, weighs less and produces significantly more downforce than the standard T.50. It also costs a great deal more at £3.1 million. Adjusted to U.S. dollars, that’s just over $4.1 million. Alright, yes, the price goes well beyond the realm of silly and ridiculous. But Murray will also argue that nothing else in the world can match it. So, what all do you get for the extra $1.1 million over the standard car?

Somehow, the Cosworth 3.9-liter V12 makes more power. With the new ram-induction, it’s going to make approximately 720 horsepower. No turbos or supercharger necessary. That’s a 66 horsepower increase. Murray says that revised cylinder heads and camshafts, higher compression ratio and a free-flowing exhaust all contributed to the power gains. It doesn’t even attempt to meet emissions or noise regulations anymore, which is a boon for power. In all, over 50 components in the engine have been changed. Murray specifically attributes a 30 horsepower gain to the new roof-mounted ram-air induction system.

Since this model is being built for pure speed on a racetrack, Murray has gone away from a traditional manual transmission. Instead, it uses a bespoke six-speed Xtrac transmission that is shifted via steering wheel-mounted paddles. It has new drive ratios and is optimized for track performance.

A standard T.50 (pictured in the gallery above) is a featherweight at 2,174 pounds, but the T.50s weighs even less at 1,962 pounds. The completely stripped interior contributes to much of the weight savings. Murray has deleted the air conditioning, infotainment, storage compartments, carpets and instrumentation. The seat to the right of the driver has been removed, but the seat on the left was retained for co-drivers or a single passenger for fun. The two seats that remain are both new carbon fiber racing seats fitted with six-point harnesses. A new steering wheel in F1 style (minus the buttons) is swapped in, and there will be a racing display that shows the vitals for racing only. Forged magnesium wheels also contribute to reducing the car’s mass. They’re wrapped with Michelin Cup Sport 2 tires.

Added aero is another big focus with the T.50s. A massive 69-inch delta wing is mounted to the top of the car as the shining crown, a design that was inspired by Murray’s 1983 Brabham BT52 F1 car. Other aerodynamic improvements include a new ground effect underbody airfoil, new front splitter, adjustable diffusers and an aero fin that runs from the top of the roof to the rear lip of the car. Of course, the fan remains, but it now permanently runs at 7,000 rpm. Murray says the car generates 3,306 pounds of downforce. It would be capable of driving upside down at 175 mph or more with this amount of downforce, according to Murray. We’ll just take his word for it. Murray also claims that the car is capable of generating about 2.5G-3.0G under braking. For some perspective, F1 drivers experience about 5G of braking force during races.

The brakes themselves are carbon ceramic units from Brembo. New ducting around each wheel helps them handle the increased heat they’ll be feeling from the extreme braking. Both the engine and transmission oil cooling systems are relocated for better airflow. As for the suspension, GMA re-tuned the dampers, spring and front anti-roll bar for racing. It also rides 1.57 inches lower in front and back. Customers will be allowed to tailor the suspension setup to their liking, though. In fact, everything about the T.50s will be customized to the customer’s desire. Murray really wants owners to track the cars, so the team will be working closely with every owner to set the car up properly for such an event.

“I’d like to organize a series of racing events as part of our Trackspeed package to ensure the T.50s is driven regularly by owners,” Murray says. “There will be nothing like the experience of driving this car. And hearing it … well, that will be something else! I’d like each of the 25 cars to be completely unique from setup to paint finish.”

That’s right, only 25 will be made in T.50s spec. Murray says that half of them are already spoken for, so there isn’t much time left to secure a spot. The GMA team says it will supply a “full range of pit, garage, and support equipment for the T.50s” for those who take it racing. Production for the T.50s will commence after the 100 road-spec T.50 models are built. The current estimate for T.50s production start is the first quarter of 2023.

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2021 Ford GT Heritage Edition teased ahead of Sunday debut

Ford dropped a brief teaser video for its 2021 GT Heritage Edition Friday afternoon, giving us our first glimpse of a car that will honor the legacy of the #98 Ford GT40 Mk II that won the inaugural 24 Hours of Daytona in 1966 in the hands of Ken Miles and Lloyd Ruby. The car will be formally unveiled Sunday night to kick off the Peterson Automotive Museum’s Car Week.

The video flashes brief images of the 2021 Ford GT Heritage Edition overlaid on the silhouette of the #98 GT40, followed by a message that reads “2021 Ford GT Heritage Edition — Coming Soon.” Ford’s GT Heritage Edition cars all sport throwback liveries representing the GT40’s dominant racing years.

The 2017 Heritage Edition wore the black-and-silver livery of the GT40 Mark II driven by Bruce McLaren and Chris Amon at Le Mans in 1966. That year, the No. 2 car came in first place, followed by the No. 1 GT40 of Ken Miles and Denis Hulme and the No. 5 GT40 driven by Ronnie Bucknum and Dick Hutcherson.

The 2018 car honored the all-American team of Dan Gurney and A.J. Foyt, who claimed victory at Le Mans in the #1 Ford GT40 Mark IV in 1967; for 2019, Ford brought back the Gulf livery with a car honoring the 1968 Le Mans victory by the JW Automotive Engineering team. 

On any other car, these would be nothing but sticker packages; on something as prestigious as the GT, they’re unique, low-production-number configurations that will surely make them highly desirable collector’s items down the road. 

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Lamborghini Essenza SCV12 is an 830-horsepower track weapon

Following in the footsteps of the likes of the Diablo GTR and the Miura Jota, the new Lamborghini Essenza SCV12 is the latest limited-run, uber-performance GT car that offers more power than any other naturally aspirated V12 model Lamborghini has ever produced.

To say the Essenza SCV12 is purpose-built would be understating it. From the carbon fiber monocoque and the adjustable aerodynamics to the structurally integral gearbox, everything about the Essenza SCV12 was engineered expressly for speed by Lamborghini’s motorsports division. Lamborghini says the V12 actually makes more than 830 horsepower, but didn’t offer us anything more specific.

Its multi-function wheel was even inspired by the control interfaces found in Formula One, and the rest of the cockpit is similarly racecar-spartan, down to the FIA-homologated carbon-shell seats. The exterior bodywork comprises just three sections to facilitate quick repair and replacement. All four wheels are magnesium alloy and the brakes were developed by Brembo.

“Essenza SCV12 represents the purest track driving experience that our brand can offer, an engineering feat that highlights the inextricable link between our cars and the asphalt of the track,” said Lamborghini CEO Stefano Domenicali in the company’s announcement. “Lamborghini is a brand constantly looking to the future and searching for new challenges, but we never forget our roots and who we are: Essenza SCV12 is the perfect combination of our unconventional spirit as a super sports car manufacturer and our true passion for motorsport.”

The Essenza SCV12 puts all 830 horsepower to the ground via the rear wheels. The aforementioned structural gearbox is a six-speed sequential unit and the mounting point for the rear pushrod suspension. The aero elements, which were borrowed (with modifications, of course) from Lamborghini’s racing cars, produce more than 2,600 pounds of downforce at 155 MPH — more than you get from the aero on a GT3 race car. 

Making the deal even sweeter is the fact that purchasing one of these 40 Essenza SCV12s also confers access to a series of exclusive track events along with storage space in a new building (a hangar, Lamborghini says) that the company has built at its facility in Sant’Agata Bolognese. 

“We wanted to elevate not only performance and driving pleasure but also the experience off the track,” said Giorgio Sanna, Head of Lamborghini Motorsport. “Customers can take advantage of exclusive and highly customizable services to fully experience the best of Italian hospitality and become part of the Lamborghini Squadra Corse family.”

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ATS Corsa’s 600-hp RR Turbo track car hits production, priced from $146,000

From Italy comes word that ATS Corsa, the new motorsports division of Automobili Turismo e Sport, has launched production of the RR Turbo, its 600-horsepower track car billed as ready to compete in a wide variety of race events. The company has also revealed pricing, which starts at 132,000 euros (about $146,000) for the Clubsport version and 164,900 euros, or $182,367, for the carbon-fiber Serie Carbonio.

First deliveries to customers are expected by the end of summer, and production is targeted at 30 examples per year. The car, first unveiled last year, is FIA-homologated and billed as budget-friendly from a maintenance perspective. It’s eligible for international racing in events including hill climbs, 24-hour series and Clubsport, plus the option of an ATS single-brand championship team. It’s also an option for well-heeled drivers looking for a fun track car. 

The car is comprised of a lightweight composite body engineered to maximize downforce that rests on an 88-pound chromium molybdenum chassis that mixes space frame and monocoque design, with a honeycomb underbody in the carbon-fiber variant. It’s fitted with either a single aluminum rear wing or a try-place carbon-fiber wing and a massive rear diffuser. Other options include a carbo-ceramic braking system with four-piston titanium CNC billet-machined calipers, forged 18-inch wheels, three-way adjustable suspension and quick-lift airjack system. A Winner Techno Package brings features like an electro-actuated paddle-gearbox, traction control system and assisted gearshifts. Both variants of the car use a smartphone interface for accessing engine data.

Power comes from a mid-mounted 2.0-liter turbocharged four-cylinder sourced from Honda. It tops out at 600 hp at 8,500 rpm and around 390 pound-feet of torque between 4,000 and 7,000 rpm. It’s linked to a six-speed sequential transmission by a mono block, high-strength aluminum bell housing that also supports the suspension, dampers, wing mount and exhaust. It looks like it’s also available in a less flashy gold livery if the two-tone Italian flag-and-dragon logo motif isn’t your bag.

Brabham Automotive BT62 Competition delivered to first U.K. customer

Despite the difficult circumstances created by the spread of the coronavirus and the resulting COVID-19 pandemic, Brabham Automotive has continued production of its BT62 throughout the past few months. Staying on schedule, Brabham plans to produce 70 units of the supercar, some for the road and some specifically for racing on the track. The first of the motorsport bunch, a BT62 Competition, has just been completed and delivered to Horsepower Racing in the United Kingdom.

Unlike major manufacturers that produce vehicles in large quantities in large facilities using a large number of people, Brabham is a small operation. Each car is hand-built, allowing for individual attention to various parts of the vehicle. Because of this, Brabham has been able to carry on while using precautionary measures.

There are technically three variants of the BT62: Ultimate Track, Competition Spec, and Road Compliant. Because it has been stripped of pieces such as a passenger seat, the BT62 Competition is the lightest of the three cars, but it has all the performance of the Ultimate Track version.

Under the hood, the Competition features a 5.4-liter naturally aspirated V8 that pairs with a six-speed sequential gearbox and makes a claimed 700 horsepower. In addition to an FIA-compliant carbon-chromoly safety cell with an integrated roll cage, the Competition model also has center-locking wheels, a pneumatic jacking system, a competition-ready gauge display and lightweight, removable, multi-function steering wheel, carbon-on-carbon brakes, motorsport ABS, and motorsport traction control. In part due to its massive rear wing, the BT62 Competition is expected to put down about 2,646 pounds of downforce

This particular example is headed to Horsepower Racing, a motorsport team based in the U.K. It will be driven in the Britcar Endurance Championship (when it happens) by owner/racer Paul Bailey, as well as Ross Wylie. The Brabham BT62 is priced at approximately $914,000 by current conversion rates.

SCG 007 hypercar to swap twin-turbo V6 for twin-turbo V8

Scuderia Cameron Glickenhaus began the long tease to its SCG 007 LMP1 hypercar with a set of sketches in June 2018 that clearly incorporated cues from the SCG 003. Refining that original sketch for 18 months produced a longer, smoother design with pontoon-like front fenders and a rear wing seamlessly integrated into a more tapered rear end. The first powertrain mentioned for the 007 was a twin-turbo V6 with 800 horsepower and a 200-hp hybrid component. In the WEC’s Hypercar class where SCG will try to win Le Mans outright, regulations cap maximum combined output at 740 horsepower, and electric assistance can only power the front wheels above 80 miles per hour. Late last year, Jim Glickenhaus told us SCG decided to shed the hybrid portion, since “We can make max allowed HP from our ICE, and our powerplant will be lighter and less complex.” A new announcement last week means the end of the V6, too, SCG partnering with French engine developer Pipo Moteurs on a “whole new custom V8 twin-turbo engine.” 

Pipo Moteurs opened for business in 1973, and has a track record of wins mainly in World Rally Championship with teams like Peugeot and Ford, and European hillclimbing with BMW. We expect the 007 to mark the first time SCG takes a V8 into top-level racing; the SCG 003 road car was powered by BMW’s 4.4-liter twin-turbo V8, but the road car housed a 3.5-liter twin-turbo V6 from Honda

SCG plans to get the 007 down near the WEC’s minimum weight of 1,100 kilograms (2,425 pounds). Evo reports that the first wind tunnel tests are finished, the engineering program scheduled to continue through to summer 2020. Subsystems should enter production in August 2020, the first shakedown runs happening a month later. The math so far shows the hypercar regulations enabling laps times of three minutes and 30 second around the Circuit de la Sarthe, about 15 seconds off the best qualifying lap for the pole-sitting Toyota Gazoo Racing TS050 Hybrid at Le Mans last year, 13 seconds adrift of the fastest lap set during the race by the second-place Toyota.

Next year’s a long way away, though. The hypercar class only has three entries for the moment, Toyota, SCG, and ByKolles scheduled to run after Aston Martin dropped out, and many wonder if that will be enough to keep a top-level worth running. The ACO and IMSA announced a new class to integrate the former’s LMP1 with the latter’s DPi into a new category possibly called LMDh, the first race the 2022 Rolex 24 at Daytona. Lamborghini had been examining a hypercar entry and Peugeot had committed, but Peugeot pulled out after the LMDh announcement. Being able to race internationally and run Daytona, Sebring, and Le Mans with one car is a huge lure to automakers. It’s not clear yet if the hypercar rules can be shoehorned into the new category, of if ACO will want to try. 

Assuming the 007 makes it to Le Mans at some point, SCG will produce at least 20 roadgoing versions to satisfy homologation rules, priced around $2.1 million, roughly the same price as the SCG 003. 

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McLaren P1 GTR-18 by Lanzante takes its inspiration from the F1

The McLaren P1 GTR is already one of the most exclusive hypercars ever built (McLaren made only 58 of them), and now Lanzante is making it even more special. The storied British racing company has decided it’s going to convert six P1 GTRs into what it’s calling the P1 GTR-18.

Lanzante applies a longtail style body to the P1 GTR, increasing the length and adding even more aero equipment. It has a larger front splitter and modified rear wing to create additional downforce. The appearance is the biggest draw to go with the Lanzante P1 GTR-18, though. All six will get their own special McLaren F1-inspired paint scheme, meant to match the liveries of Lanzante’s racing efforts with the F1. This car is finished in the Gulf Team Davidoff No. 28R scheme, which is the livery from the last McLaren F1 GTR ever produced by Lanzante to compete. Here’s a Bonhams listing for that car, so you can compare and contrast.

Paint codes and samples were taken from that F1 so as to make the colors identical. Even the carbon fiber has a special tint to it, different from the regular P1 GTR. Lanzante does throw in some interesting extras, too. You get a headset (to talk to your passenger on track) finished in the same paint scheme as the car, and a set of “bespoke dust bags” and tinted carbon fiber keys to match the car. Powertrain details are not final yet, but the GTR made 986 horsepower combined from its gas engine and electric motor from the factory. It probably doesn’t need anything more.

All great stuff, and it will likely cost untold amounts of money. Lanzante didn’t say how much, but anybody who had enough cash to pick up a P1 GTR can likely spring for this special Lanzante treatment if they want it.

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Lamborghini Huracán Super Trofeo Omologato preparing for debut

Lamborghini’s Squadra Corse motorsports division will soon be showing two takes on two of Lamborghini’s marquee products. At the deep end, we have the Aventador-based, 830-horsepower track car recently flogged on a dyno. At the other deep end we have this, which Motor1 caught wind of: Instagram user “allanlambo” uploaded pics of a camouflaged Huracán said to be called the Huracán STO, for Super Trofeo Omologato. If you’ve seen the automaker’s one-make and customer race car, the Huracán Super Trofeo Evo, the camouflaged coupe should look real familiar. From what we can tell, everything from the B-pillar back could have come straight from the competition car — the roof scoop, shark fin, bodacious wing, deep-dish spoiler, and center-lock wheels are all looking for the checkered flag. The rear even copies the overall design and negative spaces from the race car, as well as the diffuser, the only major change being the rear lights from the road car. The STO, according to Internet rumor and forum postings, will be a limited-edition road-going version of the race car.

Automobile mentioned this very creature late last year but only in passing, as a side dish to the possibility of a production Sterrato off-road sports car. According to a PistonHeads forum, word is the Huracán STO is about making the most of the Huracán Evo’s already potent package, so the naturally-aspirated 5.2-liter V10 with 632 horsepower and 442 pound-feet of torque goes unchanged. The engine will have less weight to shift, thanks to a diet expected to shed around 330 pounds. All power will go to the rear wheels, and as a Squadra Corse production, the Lamborghini Talk forum claims that the coupe won’t get the ALA system that improves handling. Backroom chatter has it that the STO was designed for superior hotshoes who carry their personal ALA systems somewhere between their solar plexii and their gall bladders, not for the merely average hotshoes who praise technology for keeping them out of gravel traps. Other add-ons like a racing clutch, a mechanical differential, and bigger brakes have been mentioned as potential upgrades.

Both forums peg a debut during Monterey Car Week in August, before the car goes on sale late this year as a 2021 model. The automaker supposedly intended the STO to be a small-batch special for dealer-backed race teams and Squadra Corse clients, akin to the Ferrari 488 Pista Piloti, but has opened sales to a wider audience. That doesn’t mean the opening is large, however; Lamborghini’s apparently spiffed up a customer grading system, so dealers can submit willing buyers and the factory will choose which applicants win. Owners have heard build numbers of between 400 and 700 units, dealers said to be lobbying for that lower number or even fewer. Applicants who lose out shouldn’t despair, there’s rumor of a Huracán Superleggera arriving before the model gives way to the next generation sometime around 2023. 

Pikes Peak Hill Climb Record | Behind the Wheel S02 // E09

“Behind the Wheel” is a video series that shows you a bit of what it’s like to work at Autoblog. The editors and video producers will show you the cars we have in our fleet, and you’ll get a behind-the-scenes look at some of the personalities who help make the site run. 

In this episode, Senior Producer Christopher McGraw packed up his bags, got in the car and moved out to the fantastic state of Colorado. After getting settled in the mountains, his first assignment was to cover VW’s attempt at setting the course record for the Pikes Peak Hill Climb. What followed was one of his favorite days on the job.

Where are you traveling to in 2020? We’d love to hear from you, so please comment below!

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Glickenhaus SCG 004C gets its first track shakedown in Italy

It can be hard to keep track of the various Scuderia Cameron Glickenhaus vehicles on the way because we read about them for years before seeing them. No matter, when they do show, they are welcome sights. The SCG 004C, hardcore racer that’s successor to the Nürburgring pole-sitting 003C, is the next to make the transition from text coverage to track footage. Developed to ultimately serve as a platform for GTE, GTLM, GT3, and GT4 categories as well as Germany’s NLS series, SCG put the first example to test on Italy’s Cremona Circuit. Years ago, SCG’s plan was to have Nissan’s 3.8-liter twin turbo VR38DETT V6 from GT-R placed amidships. That plan morphed into using a 6.2-liter naturally-aspirated pushrod V8 based on GM’s LT4 block, developed by Autotechnica Motori.

Fellow Italian company Podium Advanced Technologies is helping with overall vehicle engineering, SCG saying the 004 chassis — which will get an 004S road version, 004CS road/track version, and the 004C track-specific car — has already been through 35,000 hours of development work. As to the engine, James Glickenhaus told Sportscar365, “It can’t rev very high, but GT3 engines can’t rev very high anyway with the restrictors. You get a very low center of gravity and it’s a very compact engine, so there’s a tremendous amount of space around it to blow air around and keep it cool.” The 003C used a 3.5-liter, twin-turbocharged Honda HR35TT V6 built for IMSA’s Daytona Prototype category. Glickenhaus said the change in philosophy with the 004C meant that “with the low-end torque, we’re going to be able to be faster coming out of the turns than we were with the 003C.”

On the first shakedown and improvements compared to the 003C, the owner explained that two more inches of suspension travel in the 004C would translate into softer landings on the high-flying Nordschleife, and the new nose results in improved downforce and better aero balance. The 004C is also about 220 pounds lighter than its 2,976-pound forebear.

The 004C will of course be restricted to series power limits. Since the road-going cars won’t be limited, customers will get about 680 hp out of the V8 in the 004S, and around 850 hp out of the 004CS with the help of a supercharger bolted to that V8. Estimated price for the hand-built, carbon-fiber bodied 004S is $485,000, the 004CS will start around $650,000. As with the racer, all versions will employ a three-seater cockpit with a central driver’s seat, the choice of a six-speed manual or seven-speed dual-clutch transmission; the race car fits an Xtrac sequential transmission.

After its first test at Cremona, the 004C heads to Aragon, Spain, for a 30-hour endurance test. Its first race comes next month in the Experimental Class in the NLS series, before racing again in April, and a tilt at the Nürburgring 24 in May. Check out the sound from the outside in the clip above, and the on-board views below.

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Aston Martin spars with WEC over Valkyrie’s exit from racing

Confirming an earlier rumor, Aston Martin announced it has stopped developing the track-going version of the Valkyrie it planned to enter in the World Endurance Championship’s (WEC) new Hypercar category. It blamed its decision on a recent change in the regulations, but the sanctioning body responded that’s not the full story.

The British company explained it’s unhappy with the WEC’s decision to harmonize the Hypercar class with the LMDh category and the WeatherTech Sportscar Championship during the early 2020s. Without providing additional details, it declared the Valkyrie will not make its racing debut at the Silverstone track in August 2020 and it will not challenge Glickenhaus, Toyota, Peugeot and others in the 2021 edition of the 24 Hours of Le Mans. It added it’s considering canceling the program altogether, meaning the Valkyrie would never race.

Aston Martin isn’t quitting racing; far from it. It will continue to enter the Vantage GTE in WEC events around the world, and the Racing Point Formula One team will be rebranded Aston Martin after the 2020 season. The sudden and unexpected entry into Formula One led by investor Lawrence Stroll may have played a role in convincing executives to cancel the Hypercar program. Racing is expensive, and Aston isn’t doing well.

The Fédération Internationale de l’Automobile (FIA) that regulates the WEC doused cold water on Aston’s explanation. It opined the harmonization doesn’t impact the category, and it pledged to prove this claim when it releases additional technical specifications in March 2020. It instead blamed the decision to withdraw the Valkyrie from racing on the highly-publicized financial issues that have plagued Aston since 2019.

“The decision announced by Aston Martin is very regrettable but perhaps not unexpected in light of the persistent rumors over the last six months concerning the fragility of the brand’s exposure in the rapidly-evolving automotive market,” it wrote. As of writing, executives haven’t responded to these allegations.

Aston Martin and the FIA both noted they’re open to working with each other to find a solution, but the carmaker’s statement is highly ambiguous. It affirms Aston’s future presence in the racing world will be “defined by its activities at the highest level of both single-seater competition and endurance GT racing” and glaringly leaves the Hypercar category behind. To us, it sounds like the program has already been consigned to the attic.

The 2020-2021 WEC season begins in August 2020, so Aston Martin and the WEC need to quickly find a common ground if they want to salvage the Valkyrie’s racing career. Even if the car doesn’t race, the street-legal version remains on track for production, and the first deliveries are tentatively scheduled for late 2020.

Related Video:

Race a Type S Concept and an 8-bit 1991 NSX in Acura’s new video game

Acura has unveiled a new mobile video game that features a variety of the brand’s notable cars from throughout the past three decades. The game is a spin-off of the brand’s “Beat That” commercial, and each level is programmed to look how video games looked when the different cars were in production. Players have the option to drive a race car, new and old Acura sports cars, or a crossover.

As part of the “Less Talk, More Drive” advertising campaign, Acura has released a series of commercials with the catchphrase, “Beat That.” They’re meant to demonstrate the company’s competitive spirit, and now Honda’s luxury brand has brought about a new way to get those fiery juices going. In the same week as the 2020 Chicago Auto Show, Acura has launched “Beat That” the mobile video game.

The game has six levels, each of which features a different car. Each race is a time trial, and the graphics are designed in a way that they match the years of the vehicles. Level 1 takes place at the 8-Bit Beach and features the 1991 Acura NSX. Level 2 takes place at the Warehouse Complex and features the 1998 Acura Integra Type R. Level 3 features a Snowy Summit stage an includes the 2020 Acura RDX A-Spec, while Level 3 is at a Grand Prix Circuit with the ARX-05 Daytona Prototype racecar. A 2020 NSX drives on the Super Skyway in Level 5, and the Type S Concept can be driven in a Cyber Tunnel in Level 6. 

The only way to reach the next level within the game is to beat a specific lap time designated for each level. Users can play against themselves, or they can send challenges to friends through social media or other chat platforms. To compete against the best of the best, users can click on a leaderboard time and compete against ghost cars from the previous record laps. 

To play the game on a mobile device, click here.

JRM GT23 a limited-edition, road-legal Nissan GT-R GT3 racer

Nissan has worked with England’s JR Motorsports (JRM) for a decade on race versions of the GT-R Nismo. JRM won the GT1 World Driver’s championship in 2011 with the GT-R Nismo GT1, and in 2012 developed the GT-R Nismo GT3 that it still engineers and sells for certain international markets. To celebrate a decade of expertise and success with the Japanese super-coupe, the engineering firm has created a road-legal version of the GT3 called the GT23, because just 23 units will be built. That means getting the 3.8-liter twin-turbo V6 in the GT3 car instead of the 5.6-liter V8 in the GT1 racer, but without FIA series restrictions, GT23 specs surpass both the competition cars. It starts with a tune to 650-horsepower, 50 hp more than the GT3 car, and a likely 510 pound-feet of torque in a package that weighs 2,811 pounds. The scale figure is about 55 pounds less than the actual GT3 racer, and a gargantuan 1,054 pounds less than a stock, 600-hp GT-R Nismo. 

Nothing’s been untouched.The aggro aero starts up front with a mesh grille replacing the solid bumper, above a huge splitter. What’s left of the hood really only provides attachment points for an enormous duct below the cowl. The track’s been widened by 3.5 inches in front and 3.9 inches in back, covered with wider, vented fenders and underlined with extended, vented side sills. The high rear wing lords over a mostly unchanged rear end fitted with a deep diffuser and center-exit exhaust. Even with all that, the GT23 is a whole foot shorter than a stock GT-R. JRM says that with 325-width race slicks on the 18-inch wheels all around, the GT23 can max out at 2G in corners. An optional Extreme Pack ups output to 760 hp, bolts on a larger front splitter, turning vanes, and a bigger rear wing, fits an FIA roll cage, fire extinguisher, stiffer suspension and anti-roll bars, center-lock wheels, and air jacks.

Engineers swapped the GT-R’s all-wheel drive for rear-wheel drive, and moved the engine back to improve balance. The seven-speed automatic is gone, a six-speed sequential gearbox with a four-plate clutch in its place. The suspension is height-adjustable, the brakes vented all around, with six-piston calipers in front, four-piston units in back.

The interior’s been stripped to near racing standard, the gauge cluster thrown out for a compact, full-color digital display. A steering wheel with a bunch of buttons matches the new center console that’s been pared back to a push-button control center on the tunnel. And get a load of that all-encompassing race seat.

JRM will construct each GT23 at its headquarters in Daventry, England. Price starts at £380,000 British pounds ($498,383 U.S.) before options like the £59,995 Extreme Pack ($78,680 U.S.). JRM says clients can work with the design team to customize their cars as desired, deliveries will begin in Spring 2020.

McLaren Senna GTR Review | Driving the track-ready, race-banned hypercar

Reviewed by J.R. Hildebrand for TechCrunch. Hildebrand is a professional racing and test driver, nine-time Indianapolis 500 competitor and adjunct lecturer for The Revs Program at Stanford University.

SNETTERTON, England — The McLaren Senna GTR shouldn’t exist.

This feat of engineering and design isn’t allowed on public roads. It’s built for the track, but prohibited from competing in motorsports. And yet, the GTR is no outlier at McLaren . It’s part of their Ultimate Series, a portfolio of extreme and distinct hypercars that now serve as the foundation of the company’s identity and an integral part of its business model.

The P1, introduced in 2012, was McLaren Automotive’s opening act on the hypercar stage and was an instant success for both the brand and its business. McLaren followed it up with the P1 GTR, then went on to chart a course toward the Ultimate Series of today and beyond.

Since 2017, the automaker has added the Senna, Speedtail, Senna GTR and now the open-cockpit Elva to the Ultimate Series portfolio. While the GTR is certainly the most extreme and limited in how and where it can be used, it follows a larger pattern of the Ultimate Series as being provocatively designed with obsessive intent.

Automotive takes the wheel

Purpose-built race cars that call on every modern tool of engineering and design have historically been produced for one purpose: winning. This objective, nourished by billions of dollars of investment from the motorsports industry, has led to technological and performance breakthroughs that have eventually trickled down to automotive.

The pipeline that has produced a century of motorsports-driven innovation is narrowing as racing regulations become more restrictive. Now, a new dynamic is taking shape. Automotive is taking the technological lead.

Take the McLaren Senna road car, the predecessor to the GTR. McLaren had to constrain the design of the Senna to make it road legal. But the automaker loaded it with active aerodynamics and chassis control systems that racing engineers could only dream about.

McLaren wasn’t finished. It pushed the bounds further and produced a strictly track-focused and unconstrained race car that expands upon the Senna’s lack of conformity. The Senna GTR might be too advanced and too fast for any racing championship, but McLaren said to hell with it and made the vehicle anyway.

The bet paid off. All 75 Senna GTR hypercars, which start at $1.65 million, sold before the first one was even produced.

The Senna GTR is the symbol of a new reality — a hypercar market that thrives on the ever-more-extreme, homologation standards be damned.

Two weeks ago, I had a chance to get behind the wheel of the Senna GTR at the Snetterton Circuit in the U.K. to find out how McLaren went about developing this wholly unconstrained machine.

Behind the wheel

Rr-rr-rr-kra-PAH! The deafening backfire of the GTR’s 814-horsepower 4.0-liter twin-turbo V8 engine snapped me to attention and instantly transported me to the moment earlier in the day that provided the first hints of what my drive might be like.

Rob Bell, the McLaren factory driver who did track development for the GTR, was on hand to get the car warmed up. Shortly after he set out, the car ripped down the front-straight, climbing through RPMs with an ear-protection-worthy scream that reverberated off every nearby surface, an audible reminder of how unshackled it is.

As Bell approached Turn 1, the rear wing quickly dropped back to its standard setting from the straightaway DRS (drag reduction system) position, then to an even more aggressive airbrake as he went hard to the brakes from 6th gear down to 5th to 4th. The vehicle responded with the signature kra-PAH! kra-PAH! and then promptly discharged huge flames out the exhaust as the anti-lag settings keep a bit of fuel flowing off-throttle.

I thought to myself, ‘Holy sh*t! This thing is no joke!’

Sliding into the driver’s seat, I feel at home. The cockpit is purposeful. The track was cold with some damp spots, and the GTR is a stiff, lightweight race car with immense power on giant slick tires. Conventional wisdom would suggest the driver — me in this case — should slowly work up to speed in these otherwise treacherous conditions. However, the best way to get the car to work is to get temperature in the tires by leaning on it a bit right away. Bell sent me out in full “Race” settings for both the engine and electronic traction and stability controls. Within a few corners — and before the end of the lap — I had a good feel for the tuning of the ABS, TC and ESC, which were all intuitive and minimally invasive.

As a racing driver, it’s rare to feel a tinge of excitement just to go for a drive. As professionals, driving is a clinical exercise. But the GTR triggered that feeling.

I started by pushing hard in slower corners and before long worked my way up the ladder to the fast, high-commitment sections. The car violently accelerated up through the gears, leaving streaks of rubber at the exit of every corner.

Once the car is straight, drivers can push the DRS button to reduce drag and increase speed for an extra haptic kick. The DRS button is now a manual function on the upper left of the steering wheel to give the driver more control over when it’s deployed. After hitting the DRS, the car dares you to keep your right foot planted on the throttle, then instantly hunkers down under braking with a stability I’ve rarely experienced.

The active rear wing adds angle while the active front flaps take it out to counterbalance the effect of the car’s weight shifting forward onto the front axle, letting you drive deeper and deeper into each corner. It’s sharply reactive; the GTR stuck to the road, but still required a bit of driving with my fingertips out at the limit on that cold day. I soon discovered that the faster I went, the more downforce the car generated, and the more speed I was able to extract from it.

Tip to tail

In almost any other environment, the Senna road car is the most shocking car you’ve ever seen. Its cockpit shape is reminiscent of a sci-fi spaceship capsule. The enormous swan neck-mounted rear wing is one highlight in a long list of standout features. The Senna road car looks downright pedestrian next to the GTR.

The rear wing stretches off the back of the car with sculpted carbon fiber endplates and seamlessly connects to the rear fender bodywork. The diffuser that emerges from the car’s underbody — creating low pressure by accelerating the airflow under the car for added downforce — is massive. The giant 325/705-19 Pirelli slicks are slightly exposed from behind, giving you the full sense of just how much rubber is on the ground, and the sharp edges of the center exit exhaust tips are already a bluish-purple tint.

The cockpit shape and dihedral doors are instantly recognizable from the road car. But inside, the GTR is all business. The steering wheel is derived from McLaren’s 720S GT3 racing wheel, a butterfly shape with buttons and rotary switches aplenty. The dash is an electronic display straight out of a race car; six-point belts and proper racing seats complete the aesthetic.

Arriving at the front of the car, the active front wing-flaps are as prominent as ever, while the splitter extends several inches farther out in front of the car and is profiled with a raised area in the center to reduce pitch sensitivity given the car’s much lower dynamic ride-height. In fact, nearly the entire front end of the car has been tweaked; there are additional dive-planes, the forward facing bodywork at the sides of the car have been squared-off and reshaped, and an array of vortex generators have been carved into the outer edge of the wider, bigger splitter surface.

All of these design choices in the front point to the primary area of development from the Senna road-car to the GTR: maximizing its l/d or ratio of lift (in this case the inverse of lift, downforce) to drag.

McLaren pulled two of its F1 aerodynamicists into the GTR project to take the car’s aero to a new level. The upshot: a 20% increase in the car’s total downforce compared to the Senna road car, while increasing aero efficiency — the ratio of downforce to drag — by an incredible 50%. The car is wider, lower and longer than its road-going counterpart, and somehow looks more properly proportioned with its road-legal restrictions stripped away to take full advantage of its design freedom.

This was the car the Senna always wanted to be.

The development process of the GTR was short and to the point. When you have F1 aerodynamicists and a GT3 motorsport program in-house attacking what is already the most high-performing production track car in the industry, it can be. There were areas they could instantly improve by freeing themselves of road-car constraints — the interior of the car could be more spartan; the overall vehicle dimensions and track width could increase; the car would no longer need electronically variable ride heights for different road surfaces so the suspension system could be more purposeful for track use; the car would have larger, slick tires.

All this provided a cohesive mechanical platform upon which to release the aerodynamic assault of guided simulation and CFD.

The GTR benefits from the work of talented humans and amazing computer programs working together with a holistic design approach. What was once a sort of invisible magic, aerodynamics has become a well-understood means of generating performance. But you still have to know what you’re seeking to accomplish; the priorities for a car racing at Pikes Peak are much different than those of a streamliner at Bonneville.

The development team for the GTR sought to maximize the total level of downforce that the tires could sustain, then really kicked their efforts into gear to clean up airflow around the car as much as possible. Many of the aggressive-looking design elements that differentiate the GTR from the Senna are not just for additional downforce but to move air around the car with less turbulence — less turbulent air means less drag. You can’t see it or feel it, but it certainly shows up on the stopwatch, and is often the difference between a car that just looks fast and one that actually is.

I hadn’t asked how fast the car was relative to other GT race cars before I drove it. I think a part of me was fearful that despite its appearance and specs it might be wholly tuned down to be sure it was approachable for an amateur on a track day. And that would make sense, as that’s the likely use-case this car will have. After driving the GTR, I didn’t hesitate for a second to ask, to which they humbly said that it’s seconds faster than their own McLaren 720S GT3 car, and still had some headroom.The Senna GTR is another exercise in exploring the limits of technology, engineering and performance for McLaren, enabled by a market of enthusiasts with the means to support it. And this trend is likely to continue unless motorsports changes the rules to allow hypercars.

McLaren’s next move

The Automobile Club de l’Ouest, organizers of the FIA World Endurance Championship, which includes the 24 Hours of Le Mans, has been working for years to develop regulations that could include them. While these discussions are gaining momentum, it remains to be seen whether motorsport can provide a legitimate platform for the hypercar in the modern era.

The last time this kind of exercise was embarked on was more than 20 years ago during the incredible but short-lived GT1-era at Le Mans that spanned from 1995 to 1998. It saw McLaren, Porsche, Mercedes and others pull out all the stops to create the original hypercars — in most cases comically unroadworthy homologation specials like the Porsche 911 GT1 Strassenversion (literally “street version”) and Mercedes CLK GTR — for the sole purpose of becoming the underpinnings of a winning race car on the world’s stage.

At that time, the race cars made sense to people; the streetcars were misfits of which only the necessary minimum of 25 units were produced in most cases, and the whole thing collapsed due to loopholes, cost, politics and the lack of any real endgame.

Today, the ACO benefits from a road-going hypercar market that McLaren played a key role in developing. Considering McLaren’s success with hyper-specific specialized vehicles in recent years, I’d bet the automaker could produce a vehicle custom-tailored to a worthy set of hypercar regulations. Even if not, McLaren will continue to develop and sell vehicles under its Ultimate Series banner.

And there’s already evidence that McLaren is doubling down.


McLaren shows off the open cockpit Elva.

McLaren’s Track 25 business plan targets $1.6 billion in investment toward 18 new vehicles between 2018 and 2025. The company’s entire portfolio will use performance-focused hybrid powertrains by 2025.

The paint had barely dried on the Senna GTR before McLaren introduced another new vehicle, the Elva. And more are coming. McLaren is already promising a successor to the mighty P1. I, for one, am looking forward to what else they have in store.

Our first look at the Peugeot hypercar for Le Mans

Peugeot is returning to Le Mans with Rebellion Racing, and the French automaker just dropped the first photo of what its car will look like in the hypercar class. We normally wouldn’t get too worked up over a race car rendering, but this one has certain … implications.

Homologation rules require manufacturers to both build and sell at least 20 production versions of the race car for it to be competition-legal in this class. That means Peugeot is ultimately going to have to sell a road-going version of this wild-looking race car, but only a few of them. Whether this potential Peugeot hypercar ends up looking anything like this rendering is still up for debate, but it’s an interesting idea to toy around with.

Peugeot has never produced a supercar or hypercar before, so the news that it would enter the WEC in this fashion was a bit shocking last month. The FCA-PSA tie-up just makes it all the more interesting now that Peugeot will be part of a massive company producing cars for the U.S. We’re still waiting on details about how much involvement Peugeot Sport will have in the car, as a previous report suggested Peugeot would hand much of the project off to Oreca and Rebellion Racing. Today, Peugeot made the Rebellion Racing partnership official, but the rest is still a bit hazy. 

The racing program is scheduled to kick off in 2022 with the Swiss Rebellion Racing team. We dig the jagged edges and concept design of the hypercar rendering Peugeot released today, which leaves us hopeful for an awesome final product in a couple years.

Peugeot to contest Le Mans in 2022 with new hybrid hypercar

Peugeot is the third OEM to put its hand up for the new, so-called hypercar class in the World Endurance Championship, after Aston Martin and Toyota. The French manufacturer last competed at La Sarthe from 2007 to 2011 with its diesel-powered 908 HDi FAP, beating Audi in 2009. It quit the sport in 2012 to deal with dire financial issues, parking its brand new 908 HYbrid 4 LMP1 car (pictured) on the eve of the season opener. The announcement by parent company PSA Group put the return in 2022, giving it an even decade out of the sport before coming back with a racer that might make more waves on the street than on the track. Homologation rules require class entrants to build and sell 20 production versions of the race car, and Peugeot hasn’t built a production supercar in, well, ever.

We’re not sure how much building it’ll be doing here, either. Even though Peugeot Sport will play a key role in this effort, Sportscar365 reported in October that the French carmaker was looking at a “customer-based hypercar built by ORECA and run by Rebellion Racing.” Oreca and Rebellion are LMP-category stalwarts with OEM experience; the 47-year-old French team Oreca ran Toyota’s TS030 Hybrid in 2012 and has designed Rebellion’s cars, while the nine-year-old Swiss Rebellion team ran Toyota engines in its LMP car for the first four years of its existence. It’s possible the future Le Mans runner will campaign will be a technical partnership between the three outfits, a “semi-works effort run under the Rebellion banner.” Furthermore, the collaboration could start with Peugeot-branded engines supplied to the Rebellion R13 LMP1 car grandfathered into the series’s inaugural season that begins next summer.

As for Peugeot’s official debut, it’s not clear if the 2022 date means the first WEC race in the calendar year, or the 2022-2023 WEC season. The endurance racing calendar starts in September and overlaps calendar years. The 2019 season commenced in September, the first race in 2022 will be the fifth round of the current season. Peugeot promises more details in early 2020.

For the moment, Glickenhaus and ByKolles —run by former Formula One team boss Colin Kolles — are the other two manufacturers planning to compete at the top level in the new class in 2020. Porsche and McLaren have made noises about it but nothing’s come of it yet, and Lamborghini said in August that it’s looking closely at the regulations to gauge an entry.

2019 SEMA Show Mega Photo Gallery | Wild West show

LAS VEGAS — Car shows across the planet are struggling, as automakers look for fresh ways to reach the buying public. But out in Las Vegas at the SEMA show (SEMA stands for Specialty Equipment Market Association, in case you didn’t know), things have seemingly never been better. This year’s show has 2,400 exhibiting companies with 3,000 products on display, filling five halls. Off-road, performance, racing, hot-rods, coolness, weirdness — there’s something different around every corner.

The show ends Friday, so unless you’re about to hop a plane, you might just miss it. But here, from the comfort of your own home or cubicle, are the highlights — 45 cars that caught our eye. So sit back, crack a Zima and SEMA it up:

2020 Acura RDX with Concept A-Spec AccessoriesAcura shows off RDX accessories and 2020 NSX at SEMA

B is for Build Twin-Turbo V8 Huracan Widebody2015 Lamborghini Huracan is getting twin-turbo Chevy power for SEMA

Button Built Ferrari BB355TTToyo Tires will bring another wild catalog of rides to SEMA

2020 Chevrolet COPO Camaro John Force Edition – The Force is with you in this one-off Chevy COPO Camaro

2021 Chevrolet Colorado ZR2 Dusk Edition – 2018 Chevy Colorado ZR2 Midnight and Dusk Editions to debut at SEMA

Chevrolet Performance E-10 ConceptChevy truck transformed from farm work to 450-horsepower electric hot rod

2021 Chevrolet Silverado HD Carhartt Special EditionYou’ll know the 2021 Chevrolet Silverado 2500 HD Carhartt Special Edition when you see it

2020 Dodge Challenger Drag Pak2020 Dodge Challenger Drag Pak comes solely with supercharged power

Factory Five Romulan V12 SupercarFactory Five developing new supercar with 755-hp LS V12

Foose Jaguar E-Type Chip Foose cooks up a custom 1974 Jaguar E-Type for SEMA

Jay Leno’s GT500-powered 1968 Ford BroncoThis classic Ford Bronco has a modern GT500 engine and a manual

Ford F-Series CustomsFord previews custom F-150s and Mustangs for SEMA

Ford F-Series Super Duty CustomsCheck out the Ford Super Duty lineup rolling into SEMA 2019

Ford Mustang CustomsFord previews custom F-150s and Mustangs for SEMA

Ford Mustang LithiumLithium Mustang EV from Ford and Webasto is lightning in an bottle for SEMA

Ford Ranger Customs2019 Ford SEMA builds feature off-road-ready Rangers and wild Transit Vans

2020 Ford Ranger RTR 2019 Ford SEMA builds feature off-road-ready Rangers and wild Transit Vans

Ford SUV CustomsFord will bring more than 50 tricked-out vehicles to SEMA: Here’s a preview

Hennessey Jeep Gladiator Maximus Hennessey Maximus turns 2020 Jeep Gladiator into a 1,000-horsepower monster

Honda Civic Si Formula Drift CarHonda to show custom 1968 S800 Coupe, three Civic Si builds at SEMA

Honda CR-V CustomsHonda CR-V, Passport and Ridgeline highlighted at SEMA

Honda Rally PassportHonda CR-V, Passport and Ridgeline highlighted at SEMA

Honda Ridgeline HFP ConceptHonda CR-V, Passport and Ridgeline highlighted at SEMA

Honda Vintage VehiclesHonda to show custom 1968 S800 Coupe, three Civic Si builds at SEMA

Hyundai Kona Ultimate ConceptHyundai Veloster N ‘Type R Killer’ and lifted Kona on their way to SEMA

Hyundai Veloster N Performance Concept2020 Hyundai Veloster N Performance Concept gets an aftermarket makeover

Hyundai VelosterRaptor N ConceptHyundai Veloster N ‘Type R Killer’ and lifted Kona on their way to SEMA

Jack Roush Edition Mustang Jack Roush Edition Mustang brings 775 horses to Ford’s pony car

Mopar Lowliner Concept1968 Dodge D200 ‘Lowliner’ adds low-down diesel torque to a lowrider

Moparized Jeep Wrangler RubiconRam 1500 diesel overlander, off-road Jeep Wrangler show present and future of Mopar

Nissan Global Time Attack TT 370Z ProjectNissan Frontier 600-hp desert-runner, 370Z with 750 hp lead assault on SEMA

Nissan Frontier Desert Runner ProjectNissan Frontier 600-hp desert-runner, 370Z with 750 hp lead assault on SEMA

Nissan Kicks Street Sport ProjectNissan Frontier 600-hp desert-runner, 370Z with 750 hp lead assault on SEMA

2020 Nissan Titan with Genuine Nissan AccessoriesNissan Frontier 600-hp desert-runner, 370Z with 750 hp lead assault on SEMA

Nissan Titan XD Dually Project

1958 Plymouth Fury ‘Christine’ Tribute 1958 Plymouth Fury ‘Christine’ tribute has a 1,000-hp Hemi crate engine

Quintin Brothers Dodge ChallengerThis Dodge Challenger was stolen, used in police chases and recovered all in the week before its SEMA debut

Ram 1500 Rebel OTGRam 1500 diesel overlander, off-road Jeep Wrangler show present and future of Mopar

Ring Brothers 1969 Chevrolet Camaro ValkyrjaRingbrothers 1969 Chevy Camaro ‘Valkyrja’ ready to take SEMA to Belgium

Ruffian Ford MustangToyo Tires will bring another wild catalog of rides to SEMA

Russell Built Porsche 911 BajaToyo Tires will bring another wild catalog of rides to SEMA

Shelby GT500 Dragon SnakeShelby brings Dragon Snake GT500, Super Snake F-150 truck to SEMA

Speedkore AWD Twin-Turbo Dodge Charger WidebodySpeedkore AWD twin-turbo Carbon Charger, best birthday gift ever

Toyota Avalon TRD Pro ConceptToyota floods SEMA with a slew of Supra concepts

Toyota GR Supra CustomsToyota floods SEMA with a slew of Supra concepts