All posts in “Rides”

1971 Pontiac Firebird Formula 455 Wallpapers

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1970 Pontiac Firebird Trans-Am Ram Air III Wallpapers

We have curated the ultimate collection of the best 1970 Pontiac Firebird Trans-Am Ram Air III Wallpapers and HD backgrounds for you to enjoy. Our team focused on finding the top 1970 Pontiac Firebird Trans-Am Ram Air III Wallpapers only to keep the quality high. These 1970 Pontiac Firebird Trans-Am Ram Air III Wallpapers are free to download so go ahead. To download any of these pictures for use as a wallpaper, right click the picture and choose Save As…

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1967 Pontiac Firebird 400 Wallpapers

We have curated the ultimate collection of the best 1967 Pontiac Firebird 400 Wallpapers and HD backgrounds for you to enjoy. Our team focused on finding the top 1967 Pontiac Firebird 400 Wallpapers only to keep the quality high. These 1967 Pontiac Firebird 400 Wallpapers are free to download so go ahead. To download any of these pictures for use as a wallpaper, right click the picture and choose Save As…

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McLaren Artura sets new supercar standards

With acceleration figures now verified, the all-new High-Performance Hybrid powertrain in the McLaren Artura sets new benchmarks for performance, building on the levels of high-performance hybrid excellence set by the pioneering McLaren P1TM, the world’s first hybrid hypercar, and the Speedtail Hyper-GT.

The Artura’s advanced petrol-electric powertrain delivers an unrivaled combination of throttle-response, acceleration, and electric-only, zero-emissions capability. It has been engineered to ensure the all-new McLaren supercar excels across the full spectrum of driving experiences, from everyday urban journeys to track day sessions.

“The McLaren Artura’s all-new, super-lightweight electrified powertrain is at the cutting-edge of high-performance-hybrid technology, engineered to offer all of the advantages of internal combustion and electric power in one package and establish new benchmarks for combined performance and efficiency in the supercar class. The ‘clean-sheet’ design of the Artura has allowed us to focus on how to make this power accessible to the driver and deliver the levels of engagement expected from a McLaren.”
Geoff Grose, Chief Engineer, McLaren Automotive

Minimizing weight was key to the design of the all-new powertrain. This is hugely important in an electrified supercar, as well as being absolutely aligned with McLaren’s philosophy of super-lightweight engineering that is fundamental to the performance, agility, and driver engagement inherent in every McLaren.

Breaking with the V8 convention established with the first supercar from McLaren Automotive, the 12C, at the heart of the Artura is an all-new, 3.0-liter V6 internal combustion engine. The 120-degree, twin-turbocharged M630 unit not only delivers unrivaled performance, but it also allows the most compact packaging possible. A 180-degree angle was considered but dismissed because it would raise the height of the crankshaft and therefore the center of gravity of the car. The wide-angle of the V6 cylinders allows the turbochargers to sit within the banks in a ‘hot vee’ configuration, which also benefits efficiency as they sit within a straighter, and therefore less restrictive, exhaust layout. Generating 585PS and 585Nm of torque, the all-new V6 engine is 190mm shorter and 220mm narrower than McLaren’s twin-turbo 4.0-liter V8, and also 50kg lighter.

While the configuration of the all-new engine is key to Artura’s powertrain packaging, it is the innovative technology within that provides the biggest gains in lightweight and performance. The cylinder head and block utilize 3D printed cores, allowing uncompromised precision cooling, including a micro-compact 2mm cooling passage between the cylinders. The block has directly coated parent bores rather than separate coated liners, into which fuel is injected at 350bar pressure.

The Artura’s V6 engine is designed not just for compact packaging and efficiency, but also to increase driver engagement. Shared crankpins enable a very short and stiff crankshaft that allows the M630 to redline at a thrilling 8500rpm. It’s also a very refined engine, designed with the chain drive at the rear and with ancillary noises reduced so that the occupants only hear the V6’s distinctive intake and exhaust note, routed via Gasoline Particulate Filters to reduce emissions.

The V6 engine powers the rear wheels via an all-new eight-speed seamless shift transmission that has also been designed for optimized packaging. The length of the gear cluster has been reduced by 40mm, helped by the use of a nested clutch rather than a parallel unit and also the removal of a reverse gear, this function now achieved by Artura’s E-motor spinning in the opposite direction. The ultra-compact motor is fully integrated within the transmission bell-housing, delivering torque in-fill and linear acceleration via an E-differential to the rear wheels.

The Axial Flux design of the E-motor is another Artura benchmark. It is similar in size to a McLaren brake disc and at just 15.4kg it is only a little heavier than a conventional iron rotor component, yet it can generate up to 95PS and 225Nm as well as enable journeys of up to 30 kilometers in near-silent pure EV mode, attributes that are ideal for city driving or early-morning starts.

Providing the electric-only capability is a 7.4kWh Five-module Lithium-Ion energy-dense battery pack. Fully integrated into the Artura’s McLaren Lightweight Architecture (MCLA) chassis, the battery pack is positioned low-down in the car behind the driver, incorporated into the floor, and protected on three sides by the main carbon fiber structure and from behind by the engine. This positioning also helps to optimize both center of gravity and the polar moment of inertia, benefitting dynamic agility.

The hybrid battery sits on a cooling manifold, which is shared with the new electric heating, ventilation, and air conditioning system also used to control the air temperature in the cabin. Incorporating technology first developed for the McLaren Speedtail, the batteries are thermally controlled using dielectric oil – a technology also used to keep the E-motor at operating temperatures that deliver the highest level of performance.

True to the Artura engineers’ determination to optimize packaging and weight, the battery management unit sits alongside the modules, with the power distribution unit (PDU) integrated into the battery. An integrated Power Unit (IPU) acts as a DC/DC converter for the vehicle’s 12v system, further reducing weight by removing the need for a separate alternator and onboard battery charger.

Taking just 2.5 hours to charge from zero to 80% using an EVSE socket, the battery is carefully managed so that it never truly runs out of power; there is always something in reserve for reversing or starting the engine, even when parked for extended periods. This management process also ensures that the battery remains in peak condition and accordingly the unit is warranted for 6 years or 75,000km.

An Artura driver can adjust how the electric motor is deployed to prioritize range or power or choose to shut off the internal combustion engine for silent running. Energy harvesting is achieved purely from the combustion engine in order to maintain the brake pedal feel, yet the battery can be charged from low to 80% full within minutes under normal driving conditions. This ensures that the Artura is always ready to switch to electric-only mode, an option that adds discretion and enhanced economy to the driving experience, as well as reduced CO2 emissions at just 129 g/km.

Additionally, Artura’s High-Performance Hybrid powertrain contributes to significant ownership benefits above and beyond the performance and driving engagement it delivers: a comprehensive 5-year vehicle and 6-year hybrid battery warranty are standard for Artura customers, as is a 3-year service plan.

McLaren Artura Validated Performance Figures

97km/h (0-60mph)
0-100km/h (0-62mph)
0-200km/h (0-124mph)
0-300km/h (0-186mph)
¼ mile
Maximum speed (electronically limited)
3.0 seconds
3.0 seconds
8.3 seconds
21.5 seconds
10.7 seconds
330km/h (205 mph)

The Most Common Causes Behind Car Accidents and How to Avoid Them

Every year, over one million people die in car accidents all across the globe. Women, men, and children are all susceptible to the dangers of road traffic. What’s even worse is that the number of non-fatal injuries can even exceed the 50 million mark every year.

For the lucky ones, a non-fatal injury means a broken bone or dislocated shoulder, but for those less fortunate, a non-fatal injury could mean a long-term or permanent disability. We rarely stop to consider how dangerous driving under the wrong conditions can be. Here are the most common causes behind car accidents and how we can avoid them.


Distracted driving is one of the principal reasons behind auto accidents. Picking up your smartphone to read or send a text can divert your attention from the road and cause an accident in a matter of seconds.

If you really need to use your phone, simply pull over to the side of the road. If not invest in a hands-free device to answer calls.

Drunk Driving

Driving under the influence is a serious crime that should not be taken lightly. Even one drink can be considered one too many. The best way to avoid drunk driving is to designate a sober driver, get a taxi home, or simply refuse a drink.

When you are behind the wheel, you have a responsibility to keep yourself, your passengers, and others on the road safe. Should you be involved in an accident due to drunk driving then you should look to find an expert car accident lawyer to help with any legal proceedings.


Another common cause behind auto accidents is fatigue. This is especially common amongst individuals who are driving long distances. To be a safe driver you need to be alert at all times.

To avoid feeling fatigued make sure you take 15-minute breaks every two hours and do not drive for more than eight hours over the course of one day.

Harsh Weather Conditions

Approximately 22% of all auto accidents in the United States are weather-related. When driving in torrential rain, heavy snow, thick fog, or on icy roads, make sure to adjust your speed and following distance when in these types of situations.

To avoid these kinds of accidents, make sure you check the weather before planning a long trip. Don’t drive in these conditions if you can avoid it. If not, make sure you have all of the necessary equipment, like snow chains or fog beams.


Speeding is a major factor in determining the fatality rate of accidents. Not only this but driving at a slower pace can help you prevent accidents altogether as it gives you more time to react.

Overall, make sure to practice what you preach. You can’t expect everyone else to take your advice and morals on board if you yourself are a reckless driver. Not only can you gravely injure yourself, but you can also do a great deal of harm to those around you, so remember to drive safely.

1969 Pontiac Firebird Trans-Am Coupe Wallpapers

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1972 Pontiac GTO Coupe Wallpapers

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1970 Pontiac GTO Judge Hardtop Coupe Wallpapers

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1970 Pontiac GTO Judge Convertible Wallpapers

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2020 Audi R8 Rear Wheel Drive Review

It is hard to believe that the Audi R8 is almost 15-years-old, seeing the first generation V8 on the road is still a treat – few cars have aged as well. Since its inception, the R8 has morphed from a mid-engined sports cars battling the likes of the Porsche 911 Carrera range, into a red blooded supercar with a heart shared with a Lamborghini and a price tag the makes it a very different proposition from the car Tony Stark used to daily. The current R8 range has shrunk to just three options, gone are the V8 or manual options. All powered by 5.2-litre V10 engines and available in Coupe and Spyder forms, perspective buyers can have the full fat Performance Quattro with 612bhp, the semi-skimmed 562bhp V10 Quattro or the entry level model that is the subject of this review, the V10 RWD with ‘just’ 533bhp. The difference is price between the range topper (£144,950) and the RWD (£114,435) is noteworthy and arguably makes the RWD on of the most attainable entry level supercars on the market, but does it make it any less desirable?

To me, the R8 RWD is the most compelling R8 in the current line up. The Performance variant is great, but to me it was too easy to find the limits, something I discovered just a handful of laps into my stint putting it to the test at the fearsome Ascari Race Resort in Spain in 2018. With all of the driver aids disengaged understeer would creep in earlier than expected before suddenly transitioning into snap oversteer. Admittedly, things were much better when pushing the AWD car when fitted with Cup 2 Michelins and not the PS4S.

The first impression of the 2020 R8 Rear Wheel Drive is that the front feels more immediate and communicative than the rest of the range. That being said, the numbness of the steering has not been cured, yes, you can feel a little more of the road, but there is a distinct lack of understanding of how the rubber is interacting with the surface. But let’s be realistic, this is not a Porsche GT3, the R8 is a car with a much broader appeal. Where the GT3 with its (optional) fire extinguisher, cage and harnesses is set to drive to a track day, set immense apex speeds and then drive you home, the R8 is better focused to being the daily driver that will double as the stylish supercar that will turn heads outside your favourite restaurant. There are no adjustable dampers (optional on the AWD variants) so the ride has to be as well suited to a country road as the city centre speed humps. It is well judged but it is a touch unrefined at lower speeds. Anything above 50km/h is well damped, below that it is what I would describe as ‘jiggly’. The interior is well designed and fairly spacious. Whilst the cabin still feels modern, the MMI does feel dated, CarPlay is a bonus but the entire interface does feel a generation old.

But what is it like to push on a fast flowing road? I drove the banana yellow (technically Las Vegas Yellow) RWD for 600 miles, most of which were on some of the best roads in England. Once you learn to modulate the grabby brakes and not expect to be able to feel the surface of the road you can start to find the limits of the 2020 Audi R8 Rear Wheel Drive. The experience is dominated by that mighty 5.2-litre V10 and the transmission. With a redline at 8,500 and no turbochargers in sight (woohoo!) you really have to eke out the revs. Nothing really happens before 3,000 but then things get interesting.

As you reach 4,000 the V10 really starts to come on song. Hang on and relish the bark of the V10 as it reaches peak torque (540Nm) at 6,400rpm and peak power all the way up at 7,900. By the time you’re at 8,500 you’ll be hurtling towards the next corner having enjoyed one of the greatest automotive symphonies in production today. As you hit the brakes (ceramics are not available on the RWD) you’ll pull on the disappointingly small and plastic downshift paddle and enjoy the yelps of the engine as the 7-speed DCT makes quick work of the shifts. When left to its own devices, the transmission is overly eager and seems to constantly be shifting, but the changes are smooth and seamless. Beware of kick down in the auto modes, the gearbox, alarmingly, likes to downshift into the redline.

The Pirelli P Zeros fitted to my test car and mighty and breaking traction is easier said than done. The traction control system is very quick to cut the power and stop any hooliganism so I was forced to set the traction control to its halfway/dynamic setting which was well judged and allowed a little freedom when really pushing on. But even with all of the systems off, this mid engined layout combined with the Pirelli rubber meant that the RWD would usually fire itself out of a corner with little to no drama unless you’ve got a very open space to let the R8 off the leash. Find some space and the R8 feels fast too, 0-100 is done in 3.1 and the 2020 R8 Rear Wheel Drive will keep going until it reaches 324km/h.

The 2020 Audi R8 Rear Wheel Drive is the cheapest R8 in the range, but it offers more excitement and entertainment than the other cars in the range. Day-to-day it is just as usable, practical and enjoyable as the all-wheel-drive models, aside from the jiggly ride. The engine is marvellous and that alone is a reason to seriously consider this car, after all, it seems this and the RWD Huracan are the only two-wheel-driven supercars armed with a V10 on sale. It may not be the most thrilling, driver focused supercar on sale today, but that does not mean that it is not a joy to jump into a drive.

First photos of the MG Cyberster

It has been only a few days since we published the first renders on the brand new MG Cyberster concept car they intend to unveil at the upcoming Shanghai Auto Show, but today we can already show you actual photos of the dark red metallic concept they will be showing on the MG stand in China later this month.

Developed by the MG Advanced Design Centre in London, the new MG Cyberster will be a two-door, two-seater sports car taking inspiration from the legendary MGB Roadster, but with a modern twist with high-tech features like an interactive gaming cockpit and 5G connectivity.

To take the MG brand into the future, this new Cyberster is fully electric, thanks to a new, intelligent architecture MG lists an autonomy of 500 Miles (800 km), thanks to the lightweight construction acceleration from 0 to 100 km/h (0-62mph) is below the 3 seconds mark, as a reminder to their heritage, the large MG logo is fitted at the front, but in this case, it doubles as an air intake.

The round headlights are another blast from the past, but on the MG Cyberster, they come in the form of interactive ‘Magic Eye’ headlights that open when switched on, another striking detail of the MG Cyberster is the ‘laser belt’ LED strip down the side of the car and around the outline of the door, which follows the direction of the LED strip.

The MG Cyberster boasts a ‘Kamm tail’ rear design, where it almost looks like the tail has been cut from the car in an almost vertical manner, naturally, the taillights on this new MG are LED units too, in a rather typical design to mimic the UK flag.

On the inside, we find ‘Zero Gravity’ seats with a floating headrest, also note the stunning MG logo on these headrests, and what MG describes as a ‘Digital Fibre’ design theme, still a driver-centric layout with a separation from the passenger, there is a display in front of the driver, behind a very stylish steering wheel, and a second display on the central console.

Carl Gotham, Director of SAIC Design Advanced London, said: “The Cyberster is a bold statement that looks strongly into MG’s future, touching on our heritage but more importantly building on our technology and advanced design. Cyberster is a hugely exciting concept for us.”

There hasn’t been a price mentioned yet, and more details on the specifications and such will also only be available once the car is unveiled to the public at the Shanghai Motor Show that runs from April 21 to 28, 2021.

FOR SALE: 1992 Jaguar XJ220

Today, it’s only appropriate we feature a stunning supercar that has a strong British heritage. This beautiful 1992 Jaguar XJ220 will be hitting the prestigious auction block of Historics Auctioneers on April 17, 2021. This fine specimen comes finished in Silverstone Green Metallic with grey leather interior and has 22,691 km (14,100 miles) on the odometer. 

1992 XJ220 Rear

The early 1990s were not fun times as far as supercar sales were concerned. Some would say that the most successful companies, were the ones who did not release a car during those tough times. However, Jaguar was one of the few that was determined to prevail with its latest creation – the stunning Jaguar XJ220. The XJ220 was even able to hold a production car speed record for a moment before production was cut short to 282 units due to the global recession. 

Jaguar XJ220 interior

This left-hand-drive example, car number 97 from the XJ220’s limited production, has been thoroughly recommissioned by the world-renowned XJ220 guru, Don Law. He performed a six-year service, new timing belts, replaced all the seals and gaskets on the twin-turbo V6 engine, overhauled the brake system, as well additional odds and ends. This work was completed in October 2020 and costed a total of £31,760.03 ($85,000).

Jaguar XJ220 Engine

Historics Auctioneers have projected the sale of the XJ220 to fetch between £325,000 and £375,000 ($446,000 – $515,000). These figures would have been tough to hit a decade ago but in the last few years, they have started to become the normal amount for this underappreciated 90s icon. When compared to a Testarossa, E30 M3, or other euros from the 1990s, the XJ220s value hasn’t gone wild yet but has plenty of room to grow.

Segway Apex H2 Hydrogen-Powered Motorcycle Concept

Ever since Ninebot acquired Segay a handful of years ago, the brand originally known for those peculiar self-balancing personal transportation devices of the same name has expanded into everything from scooters and self-balancing strollers to…

The post Segway Apex H2 Hydrogen-Powered Motorcycle Concept first appeared on Cool Material.

The New Porsche 911 GT3 Went Around the Nardo Ring at 186MPH for 17 Hours

Porsche’s new 911 GT3 was recently put under some serious stress testing at Volkswagen’s notorious Nardo Ring test track located in Italy. The team at Porsche ran the car for 5000km (3,107 miles) at 186mph and only stopping for fuel. This means the car spent a total of nearly 17 hours at full throttle.

Volkswagen Nardo Ring View from the ISS

Porsche has been known to overbuild their cars and the new 911 GT3 is no exception. The car’s engine spent over 22,000 hours being tested on a static test rig under different simulations to prepare for real-world testing. 

Porsche’s engineering team developed a very sophisticated oil supply for the GT3’s engine. The oil supply is almost identical to the one found in Porsche’s race cars and utilizes seven suction stages. “The engine in our 911 GT3 Cup race car essentially differs in respect of just two components: the exhaust system and the engine control unit. Everything else is identical,” according to Thomas Mader, Porsche’s GT road car engine specialist.

Porsche 911 GT3 Testing

While the new 911 GT3 isn’t much more powerful than the previous model, it makes use of some welcomed upgrades and proves to be significantly faster. The model has proved to be over 12 seconds faster than the previous generation’s model. Porsche’s official statistics state the new 911 GT3 can hit a top speed of 197mph (317km/h) – whereas the previous top speed was 193mph. 

Porsche has proven to provide a high-performance coupe without sacrificing reliability flawlessly. If it’s Porsche news, it’s always exciting news.

30 years of Hennessey

The car that started three decades of making fast cars even faster was a Mitsubishi 3000GT VR4, back in 1991 John Hennessey modified his own car to compete in the Pike’s Peak Hill Climb and Nevada Open Road Challenge races, he would later set a class record at the Bonneville Salt Flats and win the Unlimited Class at the Silver State Classic open road race in Nevada that same year.

He also founded Hennessey Performance together with his wife Hope in 1991, with a single principle in mind, too much horsepower is never enough, from building cars for international rock stars and world-famous athletes to claiming countless speed records, including the “World’s Fastest Car” title, the business ethos has always been to seek out the next challenge.

Shortly after founding the company, John Hennessey turned his attention to boosting the performance of the now-iconic Dodge Viper. By 1997 he achieved an important accolade with his 650hp Hennessey Viper Venom GTS being the first to break 200mph. Since 2006, the company’s recently extended 51,000 sq-ft HQ has been next to its own test track enabling the acceleration of its R&D, engineering, and tuning business with cars like the 234mph, twin-turbo 1000hp Ford GT, and 200mph HPE 600 Corvette C7 produced by the experienced team of Hennessey engineers.

By 2010, the business had built its own hypercar, the Hennessey Venom GT. Based on the chassis of a Lotus Exige, the 1244hp monster weighed just 2743lb and was powered by a turbocharged Hennessey V8 that enabled 0-200mph in just 14.51 seconds. The Venom GT set a production car Guinness World Record for the fastest 0-300kph time (13.63 seconds) in 2013, then followed that in 2014 with another world record, becoming the fastest production car in the world with a 270.49mph top speed.

Truck tuning emerged as a new customer-led trend in 2012 with the 600hp Hennessey Velociraptor beginning a generation of ‘hypertrucks’ from 1000hp supercar slayers to 6×6 conversions. Alongside these monsters of the road, the Hennessey team continued its muscle car work with models like its 1000hp ZL1 Camaro – named The Exorcist – raising the profile of the business further still.

Today, alongside producing upwards of 500 customer cars a year, the Hennessey team is focused on the all-new 100% bespoke Hennessey Venom F5 hypercar. This ‘decathlete of hypercars’ boasts 1817hp from its Hennessey-built 6.6-liter twin-turbocharged V8 engine and targets a top speed exceeding 311mph (500kph).

In its 30th year, Hennessey sees the launch of the F5 as a rebirth for the brand and the beginning of an exciting new future. Looking ahead, Hennessey plans a series of exciting models, built on the same 100% bespoke basis as the F5

Bid for Jerry Seinfeld’s aftermarket customized 2016 Porsche 911 GT3 RS now

Regularly checking to see what’s on the auction block can occasionally show you very exclusive finds. Its true. You’ve probably read stories of folks stumbling upon stuff that would have been almost impossible to acquire under normal circumstances. What’s up for bidding right now is a 2016 Porsche 911 GT3 RS. The kicker here is that the original owner is no other than Jerry Seinfeld.

We know fans of the comedian would love to collect any memorabilia linked to him. Those who also fancy automobiles are looking at the best deal there is right now. People who know a bit about his personal life are aware of his thing for Porsches. This custom 2016 911 GT3 RS is just one of the many Jerry has in his collection.

Interested parties who want to grab this opportunity of a lifetime can do so at the Bonhams Supercars on Sunset event. The host was more than happy to share details about the level of personalization on this machine. To start off, the sports car touts a striking Liquid Chrome Blue Metallic coat for the exterior.

There are aftermarket upgrades like its sport chrono package,) LED lighting, navigation system, and so much more. Other notable changes to improve its performance include an extended range fuel tank (23 gallons), an axle lift package, and a carbon-ceramic brake system.

Whoever ends up with this Porsche will enjoy the 520 horsepower and 0-60 mph in under 2.5 seconds capability it gets from the 4.0-liter flat-six. Bonhams would like to point out that Jerry opted to take out the rear wing that ships with the 2016 911 GT3 RS. Not to worry, because the auction house confirms that the missing part is available if the buyer wants it on the coupe.

Bid for it now

Images courtesy of Bonhams

The Bugatti EB 110 celebrates her 30th Anniversary

A combination of tenacity, dreams, and boundless passion always prevails. No one knows this better than Romano Artioli. For decades, the Italian had dreamed of a modern super sports car, and this is what led him to revive the dormant Bugatti brand.

“Romano Artioli is a part of our brand’s history. It was thanks to his initiative and perseverance that Bugatti was revived,” explains Stephan Winkelmann, President of Bugatti. “Romano’s energy and enthusiasm, his irresistible passion for Bugatti, helped to transport the brand into the 21 century.”

Artioli’s love of cars is closely linked to his background. Born close to Mantua, the home town of racing driver Tazio Nuvolari, as a child he was fascinated by racing drivers and their cars. At the age of 12, he devoured a book on driver’s licenses. “After that, it was clear to me that my life would be dedicated to cars and engines,” he once told the magazine Classic Driver. Artioli studied mechanical engineering in Bolzano, and after the war, he repaired cars.

When in 1952, at the age of 20, Artioli heard the news that production at Bugatti had ceased (at least for the time being), he was shocked. A brand of such superior quality, sophisticated design, ideas, and technical achievement had to one day be revived. At that moment he vowed: “If no one reacts to the situation at Bugatti, I will work as long as it takes to one day bring the brand back”. It would take 39 years for him to achieve his ambition. Over the coming years, the Italian earned his living as a vehicle importer, including the brand GM and Suzuki. He became the largest importer of Japanese cars in Italy and the largest Ferrari dealer. His private car collection at that time featured numerous historic Bugatti models.

By the mid-1980s, the Italian had begun to negotiate the sale of the brand with the French government, discreetly and concealed from public view for two years. In 1987, he founded Bugatti Automobili S.p.A. and became its chairman. Artioli initially wanted to resurrect the company in Molsheim. “Molsheim is comparable to Maranello in Italy or Hethel in England. It is a Mecca for Bugatti, but at the time there were neither production halls nor engineers in the region,” says the 88-year-old. He asked fans of the brand to support him to create a link between Molsheim and a new location, Campogalliano.

State-of-the-art car production plant built in Campogalliano

In the years that followed, the world’s most modern car production plant was built with intensive planning on a site covering 240,000 square meters in the vicinity of Ferrari, Maserati, De Tomaso, and Lamborghini. The site incorporates an administrative building, design studio, engine and test development area, production halls, test track, a stylish canteen, and exhibition space. The halls are open, bathed in natural light, and fitted with air conditioning systems so that the employees feel as though they are sitting in the open air. He handed the architectural commission to his cousin Giampaolo Benedini, who designed a spectacular building, one which went on to inspire other manufacturers.

Benedini also modified the initial design of the future super sports car, smoothing the sharp edges and the extreme wedge shape. “With the EB 110, we had to push the boundaries in terms of performance and quality. I owed that to Ettore Bugatti. Production output was less important than uncompromising quality and innovation,” explains Artioli, who today commutes between his office in Lyon and his family home in Trieste. The car enthusiast enlisted the region’s top engineers and designers to put his plan into action.

The EB 110 came into being on a blank sheet of paper, breaking with many of the conventions of its class and reaching the peak of automotive excellence. It was to become the best and fastest super sports car in the world. The EB 110 featured the first series-produced carbon chassis, all-wheel drive, four turbochargers, and a 3.5-liter V12 engine with five valves per cylinder and a power output of 550 PS. With a top speed of over 351 km/h, the two-seater broke multiple records. Almost 30 years ago, on Ettore Bugatti’s 110 birthday (September 15, 1991), Romano Artioli presented the EB 110 in Paris. Over 5,000 reporters and leading industry figures from all over the world, not to mention countless eager spectators, attended the premiere in Paris. Several hundred security personnel were needed to safeguard the event on the Place de la Défense. All of the fans shrieked as Alain Delon drove down the Champs-Élysées with Artioli’s wife Renata.

The most high-profile customer was Michael Schumacher, who had tested various super sports cars as part of a comparison test for a car magazine and had been particularly impressed by the EB 110, which he regarded as unrivaled. “Michael came to Campogalliano immediately after and purchased a yellow Super Sport with a blue GT interior. He did not ask for a discount, he was clearly a fan,” recalls Artioli. Every owner was able to individually configure their own EB 110, like a tailor-made suit.

However, times changed. While the response to the EB 110 had been extremely enthusiastic despite the global financial crisis, the Americans were suffering from the effects of the Gulf War, and the value of the yen was rising while in Italy the economy was collapsing, the market shrank and sales fell. Moreover, Artioli had invested in the automotive company Lotus and amassed debts; problems with suppliers followed.

After 39 years of dreaming and seven years of hard work, the Bugatti project under Romano Artioli came to an end. On September 23, 1995, after the construction of around 128 vehicles, he filed for bankruptcy. He paid his 220 employees up to the very last day. “The employees understood the spirit of Bugatti. They were what made the EB 110 so special, losing all that was a shock. It was a terrible day for all of us,” explains Artioli. The almost completed EB 112 super-saloon could no longer be launched. “An incredible car, a delight to drive, with a 6.0-liter V12 installed behind the front axle. The chassis was made of carbon fiber and the internal suspension was lightweight. It drove like a go-kart,” recalls Artioli.

But the legend that is Bugatti did not rest for long. In 1998, Bugatti returned to the French town of Molsheim, to the place where, in 1909, Ettore Bugatti built his first car in his own name. Since then, the Atelier in Alsace has produced the inimitable hyper sports cars Chiron, Divo, Chiron Pur sport, and in homage to the EB 110, the Centodieci.

A road legal track car?

We all know those multi-million dollar hypercars that are built for the track only, names like the Pagani Zonda R, the Pagani Zonda Revolucion of which only 5 were ever made, or a McLaren Senna GTR, not to forget the brand new Pagani Huayra R that will be built soon, all of these are amazing hypercars that have been developed to their limits, but to be used on the track only, none of these cars are street-legal, so you can’t enjoy them on the open road … or can you?

There seems to be a loophole for this, take your track-only hypercar to UK based automotive company Lanzante Limited, which offers a road-legal conversion for these cars, so you can register it in the UK and get a UK license plate, and they have done this before, on a McLaren F1 GTR, McLaren P1 GTR, and even a McLaren Senna GTR … and now TopCar Design apparently asked them to convert one of only five Pagani Zonda Revolucion, a list of necessary modifications will be published later.

The 2013 Pagina Zonda Revolucion in question is apparently car #4 of 5, upon completion of this conversion TopCar Design intends to showcase the car around Europe, with the value of a track-only Zonda Revolucion around the €6,000,000 mark, once this one becomes the only street-legal version, her value will be considerably higher.

The Pagani Zonda Revolucion weighs only 1,070 kg, with a 6.0-Liter, AMG V12 engine taken from the Zonda R, with 800 hp and 730 Nm of torque to the rear wheels only, the top speed is said to be around 375 km/h (233 mph) while acceleration from 0 to 60 mph is completed in a mere 2.7 seconds, back in 2013 the MSRP on these 5 cars was €2,200,000 before taxes.

(all images taken from our Pagani Zonda Revolucion gallery)

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