If you’ve ever wondered what a modern interpretation of the classic Audi Quattro S1 World Rally car would look like, wonder no more. A German firm named ELegend plans to build the EL1, an electric…
The post ELegend EL1 first appeared on Cool Material.
Yesterday, Lotus took the covers off the brand new Lotus Emira. A mid-engined sportswear, the Emira builds upon Lotus’ highly successful Elise, Exige and Evora ranges, offering the glamour of a supercar at the price point of a sportscar.
Lotus believe that the Lotus Emira will be its final non-electrified car. It arrives with a choice of engines. The first is AMG’s turbocharged 2.0-litre four-cylinder inline 4. The second is the 3.5-litre supercharged Toyota V6, familiar to Exige and Evora customers already.
The AMG unit should produce 360hp, while the Toyota unit gives a heady 400hp. In a package that weighs 1,405kg, the Emira should achieve a 4.5 second 100 km/h sprint, with a top speed of 290km/h.
Those power units sit within a new lightweight bonded aluminium chassis. Lotus uses double-wishbone suspension all round and retains hydraulic steering. The chassis allows for a standard ‘Tour’ setting with a softer ride compared to the stiffer ‘Sport’, which will be offered with an optional Lotus Driver’s Pack.
The interior receives a dramatic overhaul too. The wraparound cockpit features a modern interior with a touchscreen display. The driver information is digital and the surfaces look to be a modern blend of leather and Alcantara.A high step up from its previous models but retaining a spartan look that is sure to attract Lotus enthusiasts.
Lotus have big ambitions for the Lotus Emira. It hopes to sell 4,800 Emiras per year, a significant increase over the 1,400-1,600 Elise, Exige and Evora models it is used to producing.
The Emira is made possible by £100 million of investment into Lotus’ Hethel facilities. It should be available in key markets worldwide from Spring next year at a price point of less than €72,000. It will make its public debut at this year’s Goodwood Festival of Speed.
The 1980s. Peak Michael Jackson. MTV. The Atari 2600. Mullets, hi-top fades and big perms. Throw some epic sports cars into the mix. What a time it was to be alive.
Many enthusiasts argue that when civilization’s odometer rolled over into the ’90s, the automotive industry also began to crest over the widespread preference for analog technologies, into an era ruled by microchips and computers. Today, that movement has proliferated into one where artificial intelligence is on the cusp usurping the current status quo.
All of those things make the ’80s all the more romantic for those who have time to reminisce; and that certainly is the majority of us in recent times. Automobiles of this era typify this sentiment, regardless of whether you’re someone who lived through the period, or have had to experience it through a third-party lens. There’s a purity and down-to-earth-ness that only sports cars from the 1980s can express in this style.
While the ‘fast’ cars of the day were always respected for what they were, a good sports car was never touted solely based on its 0-60 mph times, or how much horsepower it produced. This narrow-minded measuring stick is more of a recent phenomenon – spurred on mostly by marketing departments – though thankfully, true automotive enthusiasts usually know better. It’s this demographic which typically maintains an admiration towards boxy silhouettes, pop-up headlights, laggy turbos and high-revving naturally-aspirated engines – cars with no shortage of character and charisma.
Here’s the shortlist of 15 such cars, which we have curated:
The Audi Quattro is a prominent figure in automotive history. First introduced in 1981, the Audi Quattro would revolutionize rally racing; and subsequently the trajectory of production car technology. It was the first rally car to effectively and reliably use all-wheel drive and would go on to to be a benchmark for future cars fitted with such a drivetrain.
Eventually, it would be replaced with the Audi Sport Quattro in 1984, after shortcomings of the aforementioned car – such as its relatively large weight and dimensions – became too apparent. Taking advantage of the lenient homologation requirements of the time, Audi engineers went full tilt in creating a successor to the Quattro, doing so after producing the required 200 Sport Quattro cars. It was equipped with an entirely unique 5-cylinder turbocharged powerplant which produced 302 hp @ 6,500 rpm, which was equally impressive technology for the day.
Yes, the E30 is the genesis for one of the greatest sports car in the world. Because of homologation, BMW had to create a roadworthy version of the M3 racing car to compete and they did it in a spectacular fashion. BMW made mincemeat out of Mercedes in DTM and ruled British Touring Car, and many other racing series. The E30 M3 was produced out of necessity and it was a great success.
With its decidedly angular silhouette which was worn over a red-leather interior – plus a removable T-top to boot – not many things could embody the American dream quite like the IROC-Z. For these reasons, the car continues to maintain a cult-following to this day.
For years, many people were baffled when they opened up the Guinness Book of Records and discovered that the world’s fastest accelerating car was a none other than a Ford – and a curiously small, almost goofy-looking one at that.
Ford has created some phenomenal motorsport machines, but one that often gets overlooked is the RS200. Aside from the Ford GT, it has to be up there as my favorite Ford car. Built from the ground up as a Group B rally car, the RS200 was a short wheelbase, four-wheel drive missile which demanded both incredible finesse and bravery, to extract its full potential.
In order to meet homologation requirements, the FIA required that 200 road going models needed to be produced. The road car featured a 1.8-litre Cosworth tuned four-cylinder motor that produced around 250bhp. It continued to embody its rally roots with its characteristically short overhangs, large hood scoop, roof air-inlet, and eccentric rear wing. Already a lot to handle for even the best drivers, 24 of the 200 cars were upgraded to the 600 bhp Evolution spec by owners who wanted more power. After the death of Henri Toivonen in 1986, Group B cars were banned and the RS200 was retired after only two years of competition.
I don’t think many would argue against the idea of the Honda CRX – particularly its range-topping Si model – being one of the forefathers of the sport compact movement that would eventually hit the North American continent with the force of a tsunami. Reliable, practical, fun, sporty and affordable, the CRX was one of the first cars on the planet to successfully amalgamate each of these characteristics into a single package with unanimous appeal.
Unheard of, even in modern times, the CRX Si features a fully independent double-wishbone suspension at all four wheels. The 1.5L 4-cylinder perfectly complimented the agility of the chassis, producing a spritely 105 hp and 98 lb-ft of torque on a feather-light 2,017 lb. frame. With a 5-speed manual transmission, the Si would accelerate from 0-60 mph in around 8.5 seconds.
The Honda CRX has undoubtedly become one of the most beloved Hondas ever produced.
It’s not a very well kept secret that the FC3S Mazda RX-7 was generally considered – and at times, even marketed – as a poor man’s Porsche 924. The rotary-powered car was inherently unique because of how it moved, but its decidedly ’80s-era Japanese styling also contributes to its overall charm. Boxy features, pop-up headlights and a delightfully analog interior, the RX-7 depicted that era of JDM-ness to an absolute ‘T’.
The Turbo II was a cut above the other models, featuring – as its name suggests – a turbocharged power plant instead of the naturally-aspirated wankel engines seen in the rest of the line-up. The rear-driven Turbo II outputs 182 hp and 183 lb-ft of torque with the help of a single turbocharger. Mazda recently announced that it will be offering a heritage parts program for the RX-7, which will make it easier for owners to restore their cars with factory parts.
Peugeot is the hot hatch automaker. No other automotive brand has consistently delivered small, sporty and agile cars that are so amazing to drive. From the original Peugeot 205 T16 to the sleeper Peugeot 405 Mi16, there are many fan-favorites that have come from the French company.
Many people believe the 205 GTI is the greatest small hatch of all time. Thanks to its 128 hp 1.9L engine (the original produced 113 hp from a 1.6L), it was hugely popular. Lightweight, agile and brimming with feedback, this dynamic hot hatch captivated everybody.
The thing that stands out with the 205 GTI is the way it drove. Direct steering, strong performance and a sports car chassis; it just “felt right”, engaging drivers in every part of the driving experience. Remains a benchmark for hot hatches, even today.
These days, you’d be hard-pressed to find many people who remember Saab as a brand, nor as one of the pioneers of bringing turbochargers to the mainstream. But, they were most certainly both of those things, with the company’s heyday taking place during the late 1980s and early 1990s. Part of this quest included fitting those aforementioned forced-induction devices into their Saab 900 Turbo, which was a hatch…which kind of also makes the 900 Turbo the pioneer of the modern-day hot hatches we see today.
With a quirky appearance which borderlines on being a caricature of itself, the 900 Turbo was had that characteristic sense of solidity and Scandinavian minimalism. This made the cars undoubtedly reliable – bulletproof, some would say – and an absolute joy to drive. A hot hatch, before hot hatches were cool.
Volvos – particularly some of the older platforms such as the 740 Turbo Wagon – have been the subject of a growing following over the years, as performance enthusiasts and grassroots circuit drivers alike have discovered the now hard-to-keep-secret that is its Redblock B230FT engine.
Built on a decidedly Scandinavian philosophy of minimalism and straight-forwardness, the Redblock engines have a reputation above all else, for being extremely bulletproof. This is the reason you see more of those old-school Volvo wagons and sedans (amicably referred to as “Turbo Bricks”) on the road today than maybe you should. Rear-wheel drive, turbocharged, and as solidly-built as a freight train, the Volvo 740 Turbo Wagon upholds the most sacred Scandinavian automotive philosophies with the utmost honor and diligence.
Peugeot has over the past couple of years, after the prototype hypercar class was announced for the 2022 FIA World Endurance Championship, been teasing and revealing little bits here and there about their contender.
Today, however, in a massive press launch event, the covers have been pulled back and the new racecar, dubbed the 9X8, has arrived on the scene. The car will be powered by a combination of a 2.6-liter, twin-turbocharged V6 pushing out 680 HP via the rear wheels, and a 200 kW, 900 Volt axle-drive motor putting the equivalent of about 270 HP through the front wheels.
It is an awesome-looking beast, a low, sleek, slippery car that just screams aggression and speed, ready to pounce and claw its way through the field like the Lion that is Peugeot’s badge. And, for the eagle-eyed, it seems to be missing something found on almost all other race cars.
Indeed, through some intensive collaboration between Rebellion Racing and Peugeot, as well as countless hours in computer-aided fluid dynamic simulations and good, old-fashioned wind tunnel testing, the 9X8 does not have a traditional rear wing.
Instead, using a complex and confidential “system of aerodynamic features,” the 9X8 will go wingless. It is shaped and molded to develop almost the entirety of its downforce across the body surfaces of the car, in conjunction with ground effects through the underbody, and the rear “scoop,” as it is called, is there to create as smooth a surface as possible for the air coming over the car to create a venturi effect to aid with the air coming under the car.
However, as Peugeot Motorsports Director Jean-Marc Finot puts it, “Don’t ask how, though! We have every intention of keeping that a secret as long as we possibly can!”
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Tired of looking at that Saleen poster hanging in your garage? Well, your prayers have just been answered. Up for sale on BringATrailer is a 2005 Saleen S7 Twin Turbo with only 1,300 miles. This isn’t your average Saleen, this example has been modified by Saleen with the Competition Package.
The Saleen S7 was produced from 2000 to 2007 and it was the sixth all-American production car to come with a mid-engine. Featuring an all-carbon body, the S7 weighs in at only 2,865lbs while putting down 750hp from the factory.
This S7’s 7-liter twin-turbocharged V8 has been tuned to 850hp and comes packing a ton of extras with the Competition Package. This includes revised a carbon-fiber front spoiler, a rear diffuser, and a body-width rear wing.
From the factory, the car came with a six-speed manual transaxle and a limited-slip differential. In addition to having center-locking forged wheels, the car also comes with A/C, a backup camera, and a paint protection film installed in 2020.
Right now the car is sitting at a bid of $440K with just under 5 days left on the auction. Now is the time to grab your dream Saleen and aside from being a collector item, it’s one purchase you won’t regret.
Hello again, everyone. This post is a little bit late to the party, as my 1-year anniversary of Taycan ownership was on June 26. Like I’ve done in previous ‘milestone’ posts, I’ll be sharing a Q & A segment as part of the celebration. Also, I’m pleased to share some professional photos of the car that were taken by @deborja.
Before I do that, I’ll also provide an update on how my experience has been since my last (9-month) ownership update post – this part will be relatively brief. Since the ‘big update’, life with the car has been without incident or irregularities other than one trip back to the dealership. This was to get the Freon in the A/C charged up – and just in time for a week of consecutive 35+ °C days, too.
PCM functionality continues to be the Achilles heel of my experience, with performance continuing to be laggy and at times, dysfunctional. Easy work-arounds make the problem far from catastrophic, and the belief that a future update(s) will address the issue has shelved the urgency to get it fixed yesterday.
Q: Are there good incentives for buying an EV where you live (Canada)?
A: Unfortunately there are no provincial or federal EV incentives that any Taycan model will require for. That is because of its price. The only one that exists that I am aware of (federal) requires the car to have an MSRP of less than $55,000, and grants a $5,000 incentive if qualified.
Q: How many times do you use public charging, and for how long each week?
A: Ever since my 3 years of free charging @electrifycanada started (about 2 months ago), I’ve been visiting the fast charger 2-3 times per week. Prior to that, I charged 99% of the time at home. Now, I don’t charge at home at all. I typically spend around 20 mins on average at the charger for each session, getting from a low charge to around 85%.
Q: How did you decide on getting the Taycan? Awesome car btw!
A: Great question. And thank you. It’s hard to put my finger on it exactly, but I will say that I was NOT principally motivated to get an EV. As I’ve said before, the Taycan just happens to be an EV, and is more importantly a Porsche, first and foremost. It was more of a “this seems cool, let’s try it out” decision, rather than one I arrived at after going through painstaking amounts of research, analysis and introspection.
Q: How does our Alberta winter effect the efficiency of the batteries? e.g. with cabin heater on.
A: This continues to be one of the biggest challenges of EV ownership, and living in Calgary only exasperates this. All else being equal, expect as much as a 35% drop in range during our extreme winter conditions (-25 °C or colder). In ideal temperatures (near the +20 °C mark), 500 km of range is relatively easy to achieve, especially with mostly city driving.
Q: If you were to change two things about the Taycan out of the factory, what would it be?
A: If I absolutely had to (AND it was free), I’d love to have had PCCB and Chalk exterior paint. Otherwise, I’m very happy with my spec (and the total price) and feel that I got things just the way I want them. This is especially after having driven some of the dealer demo cars, which just don’t “feel right” compared to mine. For example, not having the Sport Chrono knob on the steering wheel is just awful!
Q: Biggest selling point of the Taycan to a regular person (not a car enthusiast)?
A: For someone who isn’t necessarily swayed by the ‘fun’ aspects of Porsche ownership, I’d have to say that for a new (Canadian) owner, it’d have to be the 3 years of free charging at all @electrifycanada stations that come with the purchase of a Porsche Taycan. And for those new to EVs, think of it like 3 years of free gas! Please note that this is only for the Canadian market.
Q: Do you plan on winter driving the car?
A: Been there, done that. And yes.
Q: Is there anything about the Taycan you don’t like?
A: 1) Range anxiety (mostly during winter). 2) For as quick as it can currently charge at fast charging stations, it still requires patience and planning pertaining to when, where and how often you need to plug in. Truly fast charging stations are still very few and far between in Canada. 3) The somewhat laggy PCM interface (i.e. it still takes about 1 minute before I can get Apple Music to work, every time I start up the car).
Q: Do you plan on keeping the Taycan for the long-term?
A: At this very moment, it’s hard to say. But it very much comes down to lifestyle choices, and I’m in a growing mood to do some downsizing/consolidation of my current automobile ownership situation. Namely, I’m looking at the possibility of selling the Taycan and my SUV (Toyota Sequoia) and just getting a Cayenne in their stead. Then using that Cayenne as a daily driver, and very importantly, for towing the race car to track events. That’ll be at least a couple of years down the road, so there’s plenty of time to change my mind.
ZAGREB, Croatia — Croatian electric supercar builder Rimac is taking over the iconic French manufacturer Bugatti in a deal that is reported to be worth millions of euros.
Rimac said Germany’s Volkswagen Group, including the Porsche division — which owns a majority stake in Bugatti — plans to create a new joint venture. The new company will be called Bugatti-Rimac.
Rimac Automobili announced Monday that it will be combining forces with Bugatti to “create a new automotive and technological powerhouse.”
Rimac has progressed in 10 years from a one-man garage startup to a successful company that produces electric supercars. Mate Rimac, who founded the company in 2009, says the venture is an “exciting moment” and calls the combination of the companies “a perfect match for each other.”
Porsche will own 45% of Bugatti-Rimac while Rimac Automobili will hold the remaining 55% stake, according to Croatian media reports. Financial details of the deal were not published.
Bugattis will continue to be assembled in eastern France, where the company was established in 1909. The vehicles will use engines developed and made in Croatia.
“In an industry evolving at ever-increasing speed, flexibility, innovation and sustainability remain at the very core of Rimac’s operations,” the company said. “Uniting Rimac’s technical expertise and lean operations with Bugatti’s 110-year heritage of design and engineering prowess represents a fusion of leading automotive minds.”
Volkswagen Group has agreed a deal which cedes control of Bugatti to a joint venture. It will be called Bugatti Rimac, led by Mate Rimac, with Porsche taking a 45 percent stake in the venture and Rimac, the other 55 percent.
Rimac itself is owned by Mate Rimac (39.2 percent) Porsche (24 percent) Camel Group (14 percent) and Hyundai Motor Group (14 percent), which means that Porsche will, in effect, control 58.2 percent of Bugatti Rimac. That said, Porsche does not expect to have a say in the running of the new company.
The joint venture will see Bugatti’s production remain in France, while all of its research will move into Rimac’s new headquarters in Croatia. Projects previously announced under the Rimac brand will now move to Bugatti Rimac, including the recently announced Rimac Nevera.
Rimac has forged a reputation as a pioneer of the blossoming electric car market. Although the company generally produces high end electric hypercars, it has worked with the likes of Jaguar, Aston Martin and Pininfarina.
Rimac has apparently confirmed his intention to produce a fully-electric Bugatti by the end of the decade, with hybrid models to accompany it. It remains to be seen whether this indicates that other parts of the Volkswagen Group are about to receive the same treatment.
After a lot of rumors, it is finally official, Mate Rimac will become the CEO of a brand new company called Bugatti Rimac d.o.o. that will have its headquarter in Croatia and becomes a new entity by the final quarter of 2021, and to really put this amazing feat into perspective … it took Rimac only ten years to become a massive company, back in 2010 Rimac had 8 employees, and when they introduced the Concept 1 at the 2011 IAA in Frankfurt, they had no idea that by 2021 they would join forces with a hypercar brand like Bugatti and have over 1,000 employees.
In 2018 a big milestone was reached when Porsche invested in Rimac Automobili, only a year later, in 2019, both Hyundai and Kia became shareholders of the company, today Mate Rimac decided it was time to separate his company Rimac Automobili that was founded twelve years ago, the original company will be renamed into Rimac Group that will contain two separate companies, one being Bugatti Rimac that will continue to build Hypercar, the other called Rimac Technology that will focus on creating technology not only for the Rimac hypercars but also for other companies.
But Rimac Group will only own a controlling interest in Bugatti Rimac of 55%, while the shareholders of the Rimac Group are Porsche with 24%, Hyundai at 12%, other investors hold 27%, while Mate Rimac himself holds 37% of Rimac Group being the largest shareholder, and while there is a new company called Bugatti Rimac, both Bugatti Automobiles and Rimac Automobili will remain separate companies, but they will combine expertise to create the future models for both brands.
Fear not, the 110 years of Bugatti history will be kept alive, production of Bugatti cars will remain at Molsheim, even for future models, once finished, the massive Rimac Campus in Croatia will be building all Rimac cars, but will also be the home of R&D for both Bugatti and Rimac, remember this massive campus will hold 2,500 employees, and when completed in 2023 will also house the production for technology and components for both Bugatti and Rimac cars.
Putting together the right structure for Bugatti Rimac took 18 months of negotiations according to Lutz Meschke, Deputy Chairman of the Executive Board and Member of the Executive Board for Finance and IT at Porsche AG, with this joint venture the future of Bugatti Automobiles has been secured by uniting two strong brands, one being 110 years old, the second being very young but boasting a rarely seen growth path.
Bugatti became part of the Volkswagen Group in 1998, since then the world’s most impressive hypercars have left the gates at Molsheim, like the Bugatti Veyron and today the Bugatti Chiron, and while Porsche now owns 45% of Bugatti Automobiles and the Rimac Group the other 55%, production of these amazing, luxurious and extremely fast W16 quad-turbo hypercars will remain in France, even for the next generation of Bugatti cars.
A new Ferrari F8 Tributo would be a dream car for many already, but as always, there is a market for upgrading even the most precious supercars, companies like Mansory take that to the extreme with complete overhauls of expensive high-end luxury cars and sports cars, but there is a market in between for customers that like to personalize their prized possession without going all-out, and for those, a company like NOVITEC is perfectly suited, with their aerodynamic package for some of the world’s most popular supercars from Lamborghini or Ferrari.
We’ve covered the Ferrari F8 Tributo by NOVITEC a while ago, the Novitec N-Tronic upgrades the twin-turbo V8 together with a high-performance exhaust system from the factory original 720 hp to 802 hp, while a complete body kit available in clear carbon fiber transforms Maranello’s F8 into an aggressive looking Formula One-inspired road car, as for the rear wing, NOVITEC offers multiple options, either a large version that offers massive downforce or a more subtle styled version that draws less attention.
But things change considerably when you go for the famous N-LARGO version from NOVITEC, usually only available in a limited edition, and a lot wider than the factory original model, hence the N-LARGO name, and now we can finally show you what NOVITEC did to the Ferrari F8 Tributo to create their N-LARGO edition on this V8 powered red beauty, only 15 units of the NOVITEC N-LARGO F8T will be available, and for the incredible styling on this two-seater from Italy we have to thank the famous German designer Vittorio Strosek.
To the casual onlooker, this latest N-LARGO might look like any other red Ferrari, but she is far from a factory standard V8 from Maranello, for instance, the rear has been enlarged by 13 cm to a total of 211 cm width, thanks to wider rear fenders that create a stunning hourglass shape with the added bonus of larger air intakes to feed both the V8 engine and the rear disk brakes of fresh air, an additional plus the fact you can now fit 12-inch wide wheels at the rear.
Same for the front fenders, the NOVITEC N-LARGO replacement units widen the standard Ferrari F8 Tributo by 7 cm and come with some stunning, clear carbon fiber vents above the wheels, in this case, massive 9.5×21-inch NOVITEC NF10 NL hi-tech forged wheels made in cooperation with Vossen in the United States, mind you the rear axle gets a staggered 12×22-inch wheel with five, extremely concave delicate twin spokes, tires are 255/30 ZR 21 and 25 ZR 22 respectively.
Because of the wider fenders both front and rear, NOVITEC had to create a bespoke set of side sills to match the increment, and as always the entire aerodynamic package has been extensively tested in the wind-tunnel for optimum performance in channeling air, but also to make sure they look good, which brings us the front and rear design of this new N-LARGO. The front spoiler receives a pair of side fins for that aggressive look, while the rear comes with its own styling … both are completely replacing the factory original parts to make sure they match the wider fenders perfectly.
The rear comes with a so-called ‘Ducktail’ spoiler, still rather large, but more integrated into the design than a high rear wing on tall struts, add the NOVITEC rear diffuser for optimum downforce on this new N-LARGO, and just to really finish the aggressive styling on the exterior, NOVITEC offers a new engine cover, available in clear carbon fiber, and with an integrated air intake that boasts a scoop mounted just above the roofline, and it effectively optimizes air circulation in the engine bay.
And while you can opt for all these NOVITEC N-LARGO parts to be painted to match the car, I would go for this clear carbon fiber finish, and even get the optional cowl for the front hood in the same lightweight material, you can also get carbon fiber covers for the factory mirrors, however, NOVITEC also lists N-LARGO bespoke side mirrors and quarter lights … all made from lightweight carbon fiber naturally.
The NOVITEC N-LARGO rides about 35 mm lower to the street than the original Ferrari F8 Tributo, which could cause problems getting into your garage, or drive onto a speed bump, but fear not, NOVITEC has you covered here too, raising the car by about 40 mm at the touch of a button … just press the button again to go back to a more ground-hugging stance, or speed up to 80 km/h after which the car lowers itself automatically.
With looks like this new N-LARGO, you just need the power to match, so NOVITEC can increase the original power output by 98 hp to an impressive 818 hp at 7,960 rpm, with 903Nm of torque at 3,100 rpm, not only by fitting a NOVITEC N-TRONIC control module to the engine but also by installing a bespoke exhaust system with carbon fiber and stainless steel exhaust tips, while the rest of the exhaust system can be made from extremely light INCONEL.
Even with the additional width of the car and the massively wide wheels and tires that also create additional drag, this NOVITEC N-LARGO can still accelerate from 0 to 100 km/h in a mere 2.6 seconds, getting to 200 km/h takes 7.4 seconds … the impressive top speed is above 340 km/h, with only 15 units to be made you might want to get in touch with NOVITEC quickly if this N-LARGO is something that might interest you.
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Usually, Europe is the most important market for Bugatti, but for the first time in history, during the first six months of 2021, the leading region has been taken over by the United States of America, with an immense interest in the impressive Bugatti Chiron, and more specifically the very special Pur Sport, a model that focusses on agility and acceleration instead of all-out top speed, Cedric Davy, COO of Bugatti of the Americas confirms that 70% of order for the Pur Sport are first time Bugatti customers.
Bugatti is well on its way to a record-setting 2021, aside from the many orders for the Chiron Pur Sport, the newly introduced Chiron Super Sport has been generating a lot of interest from US buyers too, and it’s clear to see why the amazing Chiron Super Sport comes with a highly modified body, with a ‘longtail’ design to offer the best possible stability at speeds over 400 km/h, this fourth iteration of the Bugatti Super Sport moniker has been created specifically for top speed while still being luxurious and comfortable, the Pur Sport counterpart was created for cornering and lateral agility.
If you remember the Bugatti EB110 Super Sport, you might remember the round holes behind the side windows … as an homage to that design element, this new Chiron Super Sport comes with nine air vents on top of the front fenders to release air pressure from the front wheel wells, as this also increases downforce on the front axle, this styling detail is also functional, the new Chiron Super Sport is an uncompromising reincarnation of the Bugatti design mantra, ‘form follows performance’.
But back to the Bugatti Chiron Pur Sport, there will be only 60 units built for the entire world, the Chiron Pur Sport didn’t fail to impress some of the most important automotive publications in the United States during test drives, subsequently, sales have risen considerably, Bugatti mentions a 700% increase compared to the first six months of 2020, and with events starting to be held throughout the world, Bugatti intends to invite more clients to their VIP area to have them get a taste of what a Bugatti Chiron is all about.
Even 24 Hour of Le Mans class winner and longtime Bugatti test driver Butch Leitzinger was impressed with the Chiron Pur Sport during extended testing in Southern California, he stated: “The seamless marriage of agility and brute force give the Pur Sport abilities that are unmatched, not only by any other car, but also by any other Bugatti.”, so despite the pricetag in the $4,000,000 region, there are more customers than ever willing to park the Chiron in their garage.
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We have seen the new Maserati Halo Car being driven hard during testing on the track, after that, this Italian supercar wearing the famous trident was taken into the snow for cold-weather testing, and while no customer has received their Maserati MC20 yet, the car is finally finished and will make her official UK debut at the famous Goodwood Festival of Speed where none other than GT1 world champion in the MC12 and Maserati’s official test driver, Andrea Bertolini, will take a production version of the MC20 onto the iconic 1.16-mile hill climb course at Goodwood, over the four days of the Festival of Speed, visitors will be able to enjoy this new car twice a day in action on the hill climb.
The Maserati MC20 is the first model of their new era, combining performance with luxury once again, the MC20 comes with their in-house developed Nettuno V6 engine, twin turbochargers, and mid-mounted, this 630 hp beauty with Formula One sourced technology will propel this low supercar to 62 mph from a standstill in only 2.88 seconds, while a top speed of more than 202 mph is listed in the specifications, Maserati is so proud of this new V6 engine they are actually showcasing it at Goodwood next to the MC20 itself.
The 2021 edition of the Festival of Speed is a celebration of motorsport and car culture during which the Maserati MC20 will make its UK dynamic debut in the Supercar Run, the famous hill climb course, but this Italian beauty will also be shown statically on the Supercar Paddock, next to other supercars and hypercars from the competition, but I’m sure this new Maserati MC20 supercar that is produced in Modena, at the historic Viale Ciro Menotti plant, will draw attention to herself with ease.
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