All posts in “Cars”

1971 Pontiac Firebird Formula 455 Wallpapers

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1970 Pontiac Firebird Trans-Am Ram Air III Wallpapers

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1967 Pontiac Firebird 400 Wallpapers

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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)

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.

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

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)

The Hummer EV SUV Has Finally Been Revealed

Now that GMC has officially taken the wraps off the 2022 Hummer EV pickup, they’ve finally released all the details on the previously teased GMC Hummer EV SUV. Well actually, they revealed two different versions.…

The post The Hummer EV SUV Has Finally Been Revealed first appeared on Cool Material.

Jerry Seinfeld’s 2016 Porsche 911 GT3 RS

Jerry Seinfeld might be a comedian, but he’s dead serious about Porsches, and he’s one of the pre-eminent collectors of our time. This particular 2016 911 GT3 RS was custom ordered by Seinfield, and do…

The post Jerry Seinfeld’s 2016 Porsche 911 GT3 RS first appeared on Cool Material.

The Frangivento Sorpasso is a new all-Italian supercar with a V10 and mega customization

Little-known Italian car maker Frangivento just announced a new model (with two versions) called the FV Frangivento Sorpasso — one is named the Sorpasso Stradale, and the other is the Sorpasso GTXX. In case you hadn’t heard of “Frangivento” before (don’t worry, you’re not the only one), know that they’re a new, super-low-volume supercar company based out of Turin, Italy. Customization and style come first, but the performance is there, too.

The Sorpasso builds on what the company has already done with its Asfane DieciDieci hypercar, but in a more down-to-earth fashion. Instead of the 996-horsepower hybrid space machine that the Asfane is, the Sorpasso Stradale is a 610-horsepower supercar. It’s still extreme, but not as extreme as Frangivento’s first work. Power comes from a naturally aspirated V10 engine of currently unknown origin (we’ve asked the company for more details). It’s equipped with all-wheel drive and weighs approximately 2,866 pounds.

If you want more power, Frangivento has you covered with the GTXX, which is similar to the Stradale, but it adds a supercharger to the equation. This brings the V10’s power up to a whopping 850 horsepower. Frangivento supplies a few numbers to ponder for the FXX. It does 0-62 mph in just 2.9 seconds and 0-124 mph in 9.3 seconds. The top speed is 214 mph. Other details are few and far between.

Frangivento says it worked with suppliers like Brembo, Sparco, OZ and others to develop parts for the car, and it also points out that every company that supplied parts is Italian. The chassis is your supercar-typical carbon tub, which is why it weighs as little as it does.

The limited set of photos Frangivento provided is a real shame, as the company brags the loudest of its customization program and intricate design. You’ll be able to tell the difference between the Stradale (pictured) and GTXX by the GTXX’s two-tone body and big aero. Despite the GTXX’s focus on performance, they’re both meant for the road and are equipped with luxuriously appointed interiors full of Italian leather and suede. It even has an “Avatar Driving Assistant” that you can supposedly communicate with using normal language — it’s meant to simulate having a passenger, in case you don’t actually have a passenger.

Owners will take part in a 30-day customization program that allows them to work with stylists to make every part of it their own. You can even customize the name of the GTXX, as the “XX” can be made into any two numbers of your choosing. Frangivento says the first customer cars will be shipped to folks in July this year. Unsurprisingly, they’re headed to Monte Carolo and Dubai. It claims new customers will get their cars 150 days from their order confirmation, and is working on making the Sorpasso available worldwide. If you want to see one in person, Frangivento says the car will eventually go on display in a Munich store opened by the company’s German brand ambassador. There is no official price quoted for the car online at this time.

Lamborghini Gallardo Buyer’s Guide

Owning a Lamborghini is a dream of many, and with the number of cars leaving the factory doors in Sant’Agata over the last years, many seem to be able to fulfill this dream with relative ease, spending $250,000 and more on a brand new Raging Bull, spec’d to their taste sounds great, but it’s not possible for most enthusiasts.

All of the official, factory-authorized Lamborghini Clubs these days are ‘owners clubs’, you need to be the proud owner of a Lamborghini to be able to be a member, so how do you get in without spending $250,000 and more? Check out our Gallardo buyer’s guide …

At the time of writing a nice example of the early Lamborghini Gallardo will set you back around $100,000, which is still a lot of money, but it’s a lot less than a new Lamborghini, and you still get one of the ‘modern’ cars from Sant’Agata. Sure there are cheaper Lamborghini to be found, but we want to focus on a car you can get in and drive away, not a project car with lots of work to be done before you can enjoy it.

You might think an old Lamborghini Urraco is a bargain, but think again, this was the first V8 Lamborghini made back in the Seventies, only 520 were ever built (of the P250), and they are getting rare today, especially a good, preferably restored one, so expect prices well over $100,000 to add an Urraco on your driveway, and this is a classic supercar, with all the classic car gremlins that come with it … expect to be stranded on the side of the road with a 50-year-old car, that’s part of the charm.

So why not the next V8 from Lamborghini, the Jalpa from the Eighties (let’s not consider the beautiful Silhouette here, it’s way too rare with only 52 ever made, and a lot less that still exist) … those are found for about $60,000 and more. Only 410 were built between 1981 and 1988, and while I love the removable roof panel to offer open-top driving, it’s still a classic Lamborghini, and it comes with the same classic car troubles … if you’re into that, great, but let’s consider having a modern era Lamborghini … which leads us to the Gallardo, Lamborghini’s first V10 production model.

The Lamborghini Gallardo 5.0 was launched in 2003 at the Geneva Motor Show, and it joined the Murciélago flagship as an ‘entry level’ Lamborghini, sales quickly picked up, and by the time the Huracán took over in 2014, a total of 14,022 Gallardo were built in an overwhelming amount of versions and special editions, but if you are looking for a bargain, you’ll end up with the original 5.0 version.

If you look for a budget Lamborghini Gallardo online, you’ll end up with prices starting at €65,000 in Europe and from $80,000 up in the USA, those are usually the early cars, 2004 and younger, some even with the semi-automatic E-Gear transmission, but remember, the Gallardo was built in an era where a manual gearbox was still offered by Lamborghini, so you might prefer the latter.

Remember, the Gallardo does not have the upward-opening doors you might love on a Lamborghini, that feature is still reserved for the V12 flagship models, but there are a lot of aftermarket companies that can transform the hinges on the Gallardo … just be careful when looking at a modified Lamborghini Gallardo, because so many were built, and prices have dropped to a level many can afford, a lot of these early V10 Lamborghini have been modified, some with good taste, some not so much … and sadly many have been driven very aggressively too, to the point of abuse … remember these early Gallardo are 15 years old or more by now, wear and tear is setting in.

So you will probably be looking at a Gallardo built between 2003 and 2008, that will be either a coupe or a spyder, if you can stretch a little over $100,000 you can find the LP560-4 evolution on the market, overall a further-developed engine and with different looks, but it demands up to a 25% premium over the earlier cars, the best of the first years of production in the Gallardo series are the MY2006 and younger ones.

The Gallardo 5.0 Coupe and Spyder

As already mentioned, Lamborghini built a lot of versions of their V10 Gallardo, and that already starts with the 5.0 coupe launched in 2003, followed by the Spyder version in late 2005 … strangely enough a manual coupe might be harder to find than an E-Gear Spyder at the time of writing. But there was another version launched in the Summer of 2005, the Gallardo SE, for Special Edition, and it came with a rearview camera mounted on the rear wing, and new wheels.

The original Lamborghini Gallardo 5.0 was launched with silver Cassiopeia wheels, for the Spyder version Lamborghini kept to more intricate Callisto wheels from the Gallardo SE.

The Gallardo SE

Only 250 units of the Gallardo SE were ever built, most of them with full-option order sheets, the SE came with the new ‘Callisto’ wheels, had the otherwise optional glass engine cover as standard, but most importantly the SE got the upgraded 520hp engine before Lamborghini would fit it to the MY2006 Gallardo to replace the 500hp version of the initial release.

The Gallardo Nera

In 2006 Lamborghini made a second, limited edition Gallardo, the Nera, this time only 185 units would be made, all finished in glossy black with some parts in matt black, on the inside a combination of white and black leather … and Q-Citura stitching, which would become an option of the ‘normal’ Gallardo models.

The Gallardo Superleggera

Launched in 2007, just before the LP560-4 edition, the lightweight Gallardo Superleggera is probably the most sought after model of the early series, it came with even more horsepower (523hp) and lost 100kg in the process of creating the Superleggera, it even came with lightweight seats covered in Alcantara, and this version introduced the stunning ‘Scorpius’ wheels.

Don’t get tempted by any of the ‘specials’ in the Gallardo range if you’re on a budget, especially the Superleggera will demand a serious premium over all other versions, you’ll be way over the price of an LP560-4 model, and don’t even think about the later LP570-4 Superleggera or LP570-4 Performante … you’re in second hand Huracán pricing at that point.

The Gallardo LP560-4 Coupe and Spyder

If you can spend the extra money, try to get a low mile 2008 or younger Gallardo LP560-4 edition, this model comes with 552 hp and benefitted from ongoing improvements over the earlier cars, even the Gallardo LP560-4 Spyder can be found for $110,000 today, so it’s within reach, just make sure to find the right one.

The Gallardo LP570-4 Superleggera and Super Trofeo Stradale

If your budget is high enough, you’ll be able to shop for one of these top-of-the-line Gallardo models, either the Superleggera or the limited edition Super Trofeo Stradale, both in LP570-4 version with the most powerful V10 engine of that time from Lamborghini.

And if you really have a very healthy budget you could opt for the Gallardo Performante, which is none other than the Spyder version of the LP570-4 Superleggera.

How to find the right Gallardo for you

1. Mileage:

This is where things get tricky, what is ‘the right car’ for you? It might be the cheapest one, or the best-value-for-money one, or perhaps the lowest mileage one … personally, I would look for a Gallardo that has some miles, not a garage queen with next to no miles, you are bound to run into expensive repairs with a car that has been sitting for too long.

If you are really on a tight budget, you’ll probably end up with a high-mileage one, which might not be a problem, but you’ll have to expect some repair bills to come up very shortly due to the normal wear over time.

If shopping for a pre-2006 model Gallardo I would try to get one between 20,000 and 30,000 miles on the clock, this means the car was driven, but not excessively, and if you can verify it hasn’t had 10 or more owners, it has probably received the necessary maintenance too, which is extremely important on any Lamborghini.

A Gallardo between 2006 and 2008, with the 520 hp engine, I would even go as low as 15,000 miles, that’s a little over 1,000 miles per year, but it’s still a car that’s been enjoyed then, and hopefully not abused.

Once you’re into the LP560-4 model you really should try to find one with less than 15,000 miles, many of these Gallardo are still relatively new, so a low mileage one in the right spec should be relatively easy to locate, but as already mentioned, expect at least a 25% premium over the earlier cars.

2. Color:

It might come as a surprise, but not every Lamborghini Gallardo has left the factory doors in a bright, flashy color, if you are looking for a great deal, you might end up with a rather bland-looking car, if you could ever call a Gallardo bland.

But you’ll have to admit a silver metallic Gallardo doesn’t have the same animal-like attraction as a bright green metallic Verde Ithaca one. Which happens to be the most sought-after color, the pearl metallic green. But most Gallardo left Sant’Agata in orange, yellow, and white, some came in a very nice metallic blue, but that wasn’t a popular color … strangely back in those days black wasn’t ordered a lot either.

Just be careful with a wrap, try to avoid a Gallardo that’s still wearing a vinyl wrap, you never know how good, or bad the original paint underneath is. It wouldn’t be the first time you rip away a badly executed paint job when trying to remove a wrap, also a wrap can hide scratches and nicks on the paint underneath … just avoid it while shopping.

3. Manual or automatic:

While the optional E-Gear sounds like a great deal on the second-hand market, make no mistake, it is very expensive to repair if it fails, expect an invoice for $10,000 or more … and a failing E-Gear transmission is a total stop usually, rendering your new Gallardo useless.

While a manual Gallardo might be more fun to drive, make sure to have a service center check the clutch life … they can show you just how much more the clutch can withstand before it needs replacing, which is rather expensive too. Try to get a MY2008 or younger manual gearbox Gallardo, the earlier ones were prone to going through a clutch every 10,000 miles or so.

4. Maintenance records:

It’s always best to find a big folder with maintenance records and invoices that come with the Gallardo you’re interested in, it shows how well the car was cared for by the previous owners … and yes, that’s plural. Most of the Lamborghini Gallardo you’ll find listed for sale today will have been through a lot of hands already … a one-owner, 2,000 miles 2008 Gallardo is a unicorn.

The problem with the Gallardo is that prices have gone down to levels that make it affordable to buy for a large group but being able to perform the correct, and required maintenance can become expensive quickly, so many owners will sell the car again when major maintenance has to be done … beware of those.

5. Get a look and feel before buying:

Especially the very early Lamborghini Gallardo came with a lot of plastic on the inside, and when using the wrong products to clean that, it gets infected with the ‘sticky button syndrome’ … this will mean the price will be lower, but make no mistake, if you want to replace those trim pieces or buttons, it gets expensive in a hurry.

Either get a PPI on a Gallardo you are interested in, or at least go see the car in real life, sit in it, and look at parts like the steering wheel, the pedals, feel the seat bolsters … a Gallardo showing a few thousand miles with a very glossy steering wheel, worn down pedals, seats that offer next to no side support anymore … it’s probably been tampered with, and has a lot more miles under her belt than what the odometer shows.

If you’re looking at a manual Gallardo, don’t worry too much about scratches on that nice ‘ball’ on top of the gear shifter … even looking at it crooked will leave a scratch, anybody with a ring on their fingers driving a manual Gallardo or Murciélago will know exactly what I’m saying here.

6. The options:

I know having lots of options from the factory sound interesting to most buyers, and sellers will point them out, but remember, some options are better avoided when buying a second-hand Gallardo.

The glass engine cover was a very interesting option on the early Gallardo models, it allowed a peek onto that amazing V10 engine, just make sure the glass isn’t scratched and it opens and closes with all the normal space around … just remember, it is glass, and it can crack.

Carbon ceramic brakes might sound great, and they offer better braking when warmed up first, but just think about the long run, it was a very expensive option to begin with, and replacing a set of these disks is still extremely expensive.

From the MY2006 Gallardo you could have a rearview camera system that was fitted on top of the rear wing, just keep in mind the navigation system was still a separate option to this, so you might want to look out for that on your decision making, most of the 2006 navigation systems are completely outdated anyway … and there is still your mobile phone right?

After 2005 the Gallardo could come with a front lift system, and this is a good thing to avoid scratching the front bumper, but it’s also rather expensive to replace faulty shocks in this case.

7. Look out for these ‘hidden’ issues:

The Lamborghini Gallardo comes with an aluminum body, which is nice and light, but not every bodyshop will be able to repair dents and dings on it, make sure you check the entire body while shopping for your Gallardo.

If the front bumper on a 15-year-old Gallardo looks spotless, chances are it has been repainted, and this could be an issue on those amazing, pearl metallic shades Lamborghini offers, check for color mismatching, preferably in direct sunlight, and also open the hood and doors to check for overspray.

You will probably find a lot of the early Gallardo that have been retrofitted with the newer LP560-4 front bumper … and while that might be because one of the previous owners liked the new styling better … or this car was involved in an accident. Getting a third-party look-alike LP560-4 bumper is cheaper than an OEM original one, keep that in mind.

The Gallardo Superleggera came with an Alcantara interior, including the steering wheel, and many regular Gallardo had an Alcantara steering wheel fitted too, this looks amazing when new, but a well-used car will start to show a shiny steering wheel, better to go for a leather-wrapped one.

Double-check the tires, both for wear, but also cracks … as already mentioned, many buyers of these Lamborghini Gallardo don’t bother with maintenance or putting a new set of rubber on their car before they sell it again … remember there is a date code on tires too, with the size a Gallardo runs, these can get expensive for a set of four, make sure to calculate that into your offer.

Try to check the underside of the car before buying, especially the front bumper on a low-riding car like the Lamborghini Gallardo, it easily scrapes, so make sure there aren’t any really deep marks on it, that could mean more damage than meets the eye. Also, try to get the car onto a lift and remove the cover underneath the engine to check for leaks … a lot of fluids can drip onto that plate from the massive V10 before you’ll see anything on the floor.

8. Wheels:

I rather like putting custom wheels on my cars, but in the case of a Lamborghini Gallardo, I would stay away from those that come with non-factory wheels. Keep in mind most of these V10’s are all-wheel drive, and any misalignment of sizes front to rear will ruin the VT coupling, even fitting the wrong tires on a standard wheel might cause issues, so try to go for a Gallardo with factory fitted wheels.

Check for damage on the wheels, these V10 come with 19-inch wheels and rather low-profile tires, so catching a curb is quickly done, putting a nice scratch on the outer rim, or even worse, take a nick out of it, avoid those cars if possible, a scratch might not be a problem, but a real dented wheel can be expensive to repair.

The original Gallardo 5.0 model from 2003 right up to 2008 had the silver-finished Cassiopeia wheels as factory fitment, from 2005 you could opt for a titanium finish on these wheels, while many owners painted them black too.

From 2005 on an additional wheel became an option, the beautiful multi-piece look Callisto, first seen on the Gallardo SE in titanium, a few months later on the Gallardo Spyder in silver, when the Gallardo Nera was unveiled in 2006, she came with these Callisto wheels painted in glossy black.

In 2007 a return to OZ-Wheels was made with the introduction of the titanium finished Scorpius wheel limited to the Gallardo Superleggera at that time, later this same wheel would make a return on the Gallardo LP550-2 Balboni special and some other limited edition Gallardo versions.

When the Lamborghini Gallardo LP560-4 was introduced in 2008, along came two new wheels, a stylish five-spoke Apollo wheel in silver replaced the up to the standard Cassiopeia one.

An optional, chrome finished cross-spoke wheel called Cordelia appeared in 2008 too, which could also be ordered in gloss black.

To complicate things, the 2010 Gallardo LP570-4 Superleggera was fitted with a new, double five-spoke design finished in titanium … called Scorpius, this version was made by Fuchs and would later be used in glossy black on the Super Trofeo Stradale version one year later.

For the ‘Nuova Gallardo’ that was unveiled at the 2012 Paris Motor Show, the Appolo wheel was shown in black with machined fronts on the spokes, a very interesting look.

9. Final words:

With as many as 14,022 units of the Lamborghini Gallardo built between 2003 and 2014, many have been crashed, some of them repaired, but also a lot of these V10 Lamborghini have been modified in some way, either aerodynamics, wheels … or engine tuning.

Adding turbochargers to the Gallardo V10 engine has been seen a lot, and some of these are very professionally done, and these will demand a serious premium … while others look a little … strange, if a high-power Gallardo is the one for you, I’ll let you decide for yourself, personally, I would go for a well maintained, factory spec one with some nice options, but that’s just me.

One final tip … when you look around for a Lamborghini Gallardo, you’ll get the comment to go for an Audi R8, “it’s the same car, but for about half the price” … well, just have this answer ready: “It’s NOT a Lamborghini, period”. Not even an Audi R8 V10 model is the same as a Lamborghini Gallardo when it comes to impact on the road … get a Gallardo and enjoy it.

M340i xDrive DCL dAHLer competition line

The BMW M340i comes from the factory as a ‘Mild Hybrid’, this means there is a starter-generator and a battery added to reduce fuel consumption and increase overall power output, the 48-volt adds up to 11 hp (8 kW) to the normal combustion engine to get you off the line quicker during acceleration, in this model the engine is the B58 unit with 374 hp (275 kW) and 500 Nm of torque.

But Dahler Competition Line AG from Bern, Switzerland, takes this mild hybrid to another level after their overhaul, which is available in two levels, the Power Boost level 1 brings power output to an impressive 435 hp (320 kW) and torque up to 610 Nm (450 ft-lb), and as this tuning is WLTP-E6d tested and approved for sale in the EU and Switzerland, you even keep the factory warranty on your brand new BMW M340i.

Going for the Power Boos level 2 ‘powered by dAHLer’ option will get you to 455 hp (334 kW) and 640 Nm (472 ft-lb) and will in the near future come with an increased setting for the top speed limiter, but you’ll could run into some issues with the factory warranty from BMW themselves, so that’s a risk you might need to take in this case.

To make sure the looks of the BMW M340i dAHLer fit the sound from the exhaust, you might want to get their stainless steel exhaust system, specially tuned to the series GPF. It comes with quad ceramic-coated 90mm tailpipes, a top-quality ceramic coating is not only highly practical,  with outstanding features such as hardness and resistance to wear, electrical insulation, low thermal conductivity, and a consistently reproducible surface structure, it also has a highly refined look.

Dahler Competition Line AG is also preparing an Eventuri intake system and they offer an additional, CAN bus-controlled exhaust valve controller so you can have a more subtle sound when you drive in the city, but unleash the sporty, signature dAHLer sound on the highway.

If your BMW M340i comes with the EDC Electronic Damping System from the factory, you can install an upcoming Competition coilover suspension “Built by dAHLer” with DDC plug and play, but for now, they already offer a Competition coilover suspension that can be manually adjustable in height and hardness, however, if you’re only going for looks, a set of sport springs is also a possibility.

But you will have to get a set of ultra-light 20-inch “dAHLer CDC1 FORGED” wheels, 9×20 inches at the front with 235/35ZR20 tires and 10×20 inches at the rear with 275/30ZR20 tires (Michelin Pilot Sport 4S) to finish of the mild aero tuning from dAHLer in the form of a front splitter, a rear spoiler, special M Style mirror caps, a carbon-fiber roof antenna cover, and a front grille design in three different looks.