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2023 Chevrolet Corvette Z06 and Stingray offer bounteous options

Someone with access to GM’s Work Book system to order new vehicles decided to put together some sample orders for the new 2023 Chevrolet Corvette Z06 and 2023 Corvette Stingray. Since the automaker won’t accept orders for the coming coupes until March 24, this person decided the best thing to do was take screenshots of the options sheets and send them to Corvette Action Center. That is how we know Chevrolet’s coming superstar Z06 will offer a terrific range of personalization. We already knew about the 14 exterior colors, confirmed when Chevrolet debuted next year’s 70th Anniversary special editions. But how about 11 varieties of exterior striping, with three stinger stripe packages for the hood and eight full-length versions, one of them part of the 70th Anniversary package? Z06 buyers can also choose from seven wheel types and finishes bolted over brake calipers that can be had in six colors, including dark gray metallic and orange, four kinds of wheel locks, and get center caps with the Jake logo. And have we mentioned the three possible colors for the rear badge alone?

Or how about 21 interior treatment choices? Twelve come dressed in leather, nine in suede, some in solid colors like black or natural, some with contrasting seats like the suede in Jet Black with Sky Cool Gray seats, and one leather cabin with two-tone seats in Tension Blue and Twilight Blue. Six more splashes of contrasting color are possible depending on seat belt color, the permutations blown out again thanks to yellow or red contrasting stitching. Chevy’s outdone itself in offering individual power options for the seats; after checking the two boxes for eight-way power seats for driver and passenger, there are also individual boxes for power bolster and lumbar adjustment, and a memory package.

The Z06 comes with a few more optional treats than the C8 Stingray, like exterior ornamentation in a high-gloss woven carbon fiber finish, but not by much. And in one case, the C8 gets more choice than the Z06, offering a red full-length racing stripe, which the Z06 doesn’t.

The Work Bench pages don’t include pricing, not that the buyers still lining up to buy every Corvette the Bowling Green Assembly Plant will be deterred even when pricing does appear.

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February 28, 2022 / Comments Off

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RML Short Wheelbase restomod is ready for testing

Eight months ago, English motorsports firm RML released renders of its first venture into customer cars, the RML Short Wheelbase. The restomod turns a Ferrari 550 Maranello into a reboot of the 1959 Ferrari 250 GT Berlinetta Short Wheelbase, dressing the Maranello’s chassis and engine in a carbon fiber body and bespoke cabin, then employing RML’s motorsports expertise to perfect the driving manners. Car Zero, the first pre-production model, is finally ready for “an intensive durability program” in the UK. Its maker didn’t skimp on getting Car Zero ready for the spotlight, either. No mere collection of glued and bolted parts, this one wears a multi-layer paint job with a carbon primer, regular primer and silver base coat under its luscious metallic blue overcoat.

The 550’s 5.5-liter atmospheric V12 makes the transfer with no change to power, putting out 485 horsepower and 419 pound-feet of torque. It’s been tuned to “emulate the exhaust note of a classic V12 road racer,” the classic 250 family known for just such exploits. The modern coupe’s six-speed manual is along for the ride, too, worked through an open-gate shifter. A slightly lower curb weight thanks to the lighter body improves a performance a skosh, the RML claimed to hit 62 miles per hour in about four seconds and reach a top speed of 185 mph. Maintaining high-speed, long-distance composure in a vehicle designed to “drive from [England] to Le Mans and get out and still be able to walk at the other end” is the job of custom Ohlins dampers, as well as subtle bodywork mods to dismiss unsettling aero effects the vintage silhouette would otherwise allow. For a personal tour of the Short Wheelbase, check out the video with RML CEO Michael Mallock explaining what the designers and engineers wanted to achieve, and how they did so.

RML will only build 30 of these, deliveries beginning this year. We’ll be happy to see one in person, but we’re also happy that not many 550 Maranellos will need to be sacrificed for the cause. Each Short Wheelbase takes about six months to make, pricing estimated to be around £1.5 million ($2.04M U.S.). Head designer Jonathon Bowen said, there will be a “a variety of exterior trims to choose from,” and that his team is “developing some period-correct graphics, such as door roundels and parallel stripes, which suit the car’s design and remit perfectly.”

February 23, 2022 / Comments Off

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Rimac Nevera crash tests: Nine 1,914-hp supercars destroyed

Homologating a car to meet the various safety rules for various markets is a time-consuming and very expensive proposition. For the Rimac Nevera, a 1,914-horsepower electric supercar, that process has taken four years, a company-issued release says.

Billed as the fastest-accelerating car in the world, the Nevera goes 0-to-60 in just 1.85 seconds and claims a top speed of 258 mph. It stickers at €2 million ($2.27 million), so its crash testing was not to be taken lightly.

Rimac says that Nevera prototypes were put through the ringer with 45 physical crash tests that destroyed nine examples. If you’re keeping track, that’s over $20 million in smashed Rimacs.

Fortunately, for the many more passive safety tests, computer simulations could be used instead. Rimac says engineers conducted thousands of digital trials using High Performance Cluster computers capable of extremely detailed simulations. A physical test might take just 80 milliseconds, Rimac says, but a single HPCC simulations could take as long as 20 hours of processing time.

The simulations also proved useful in telling engineers what kind of adjustments were required to get the actual crash test cars to pass. They then made those changes to the real cars’s design before, as Rimac puts it, “subject[ing] them to ‘the wall’.”

While European crash testing was completed last year, the final test for U.S. certification took place in January. The test in question mimicked a 20 mph side impact with a pole, to replicate sliding into a lamppost or tree (this seems to be an all-too common fate for supercars). It’s a difficult test, as it strikes the car in a spot where there’s very little car — and thus little space for energy-absorbing crumple zones — between the stationary object and the occupants.

However, the company says that the Nevara performed quite well — so well, in fact, that the door closest to the impact could still be opened post-crash. The fact that the Nevara is composed of a carbon fiber monocoque — the largest single piece of carbon fiber used in a car — that stretches from the front suspension to the rear. Rimac says that makes the Nevara the stiffest production car ever built. Its torsional rigidity measures 70,000 Nm/degree, while a “regular” supercar registers 40,000 Nm/degree, the company explained. It also adds that the 440-pound monocoque can withstand more than three times the weight of the car.

Only 150 Nevaras will be built, each powered by four motors and a 120 kWh, 6960-cell battery that provides 1,914 horsepower and 1,741 lb-ft of torque. Hopefully the crashed units don’t factor into that production tally.

February 20, 2022 / Comments Off

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9 cool things about the 2023 Chevy Corvette Z06’s LT6 engine

The 2023 Chevrolet Corvette Z06 is home to the most powerful naturally aspirated V8 engine ever in a production vehicle. The 5.5-liter V8 produces 670 horsepower and 460 pound-feet of torque, and it’s going to scream like an Italian exotic thanks to the flat-plane crankshaft.

After working on it since 2014, and knowing how special this engine is, the GM engineers who poured their sweat and time into it set aside an afternoon to go into detail about everything someone might want to know. From this, we give you the 9 coolest things about the LT6 in the upcoming Z06.

Race car (and Ferrari 458) learnings

Yes, Chevy initially let on that an exotic flat-plane crank engine was coming via its C8 R race car a long time ago. Since then, we’ve learned that the 5.5-liter V8 in said race car is hugely similar to the one going into the production Z06 — they share the cylinder block, heads, valvetrain and fuel system. We all know the saying: “Win on Sunday, sell on Monday.” GM has taken this mantra quite literally, as the racing program has helped engineers develop the street car engine to a certain degree. What is perhaps even more intriguing, the Z06 street car engineers have helped the racing team improve their version of the Gemini, too.

The main benefit to the production car team was all of the validation data they were able to glean from the race team running the engine in competition over thousands and thousands of miles being pushed to the limit. Engineers got data on wear surfaces, heat management, operating parameters and more. The race and production car teams even shared parts at times, swapping between each other when one wanted to test something new that the other came up with. Even to this day, the two teams are collaborating to finalize what will ultimately end up in buyers’ driveways.

As for the Ferrari 458 learnings, you’ll enjoy learning that GM bought a wrecked 458 from Europe for $25,000 years ago, completely tore it down to learn what makes the Ferrari flat-plane crank so good, then applied that knowledge to its own V8. So yes, there’s definitely some Italian flair hidden inside this American supercar. A modern 458, anyone?

Cooling and oiling

If you recall the C7 Z06, Chevy had all sorts of cooling issues with that vehicle on-track. Engineers were determined to keep that from happening with the C8 Z06, as its cooling capacity looks over-engineered to the max. The total cooling capacity is increased by 50% over the standard Stingray with the Z51 pack, and it features five total radiators that are augmented by more powerful fans. The front bumper even features a removable aero panel that increases the front grille’s opening by 75% — Chevy suggests you remove this panel for track use. The real kicker is that Chevy was able to add all of this cooling without reducing storage anywhere in the vehicle, including the front trunk.

Track rats will be happy to know that the Z06 has a new and bespoke dry-sump oiling system. It features an engine-mounted plastic oil tank, and the system ultimately provides 85% more cooling capacity than the one in the C7 Z06. It features six scavenge pumps, a bottom-mounted oil cooler and is designed for excellent scavenging even at the high lateral g’s the Z06 is capable of pulling. Chevy claims the Z06 with the Z07 package can pull 1.22 g of lateral acceleration on a skidpad.

A mechanical valvetrain with high-tech materials usage

One particularly intriguing aspect of the Z06’s engine is its use of a mechanical (not hydraulic) valvetrain that GM claims will never require maintenance or adjustment throughout the life of the engine. It’s lashed at the plant, and the clearances are measured three times throughout the life of the engine build, but it should never need service. GM says this is possible through the use of today’s modern materials. For example, the finger followers are highly polished with a diamond-like carbon coating and made of hardened steel. The exhaust valves are hollow cavity sodium-filled nitrided steel valves, and the intake valves are made of titanium. Everything is designed to resist wear to an extreme degree. Even in GM’s high-mileage validation runs, engineers say that everything remains in spec.

This all goes to underline that while the Z06’s engine might be an exotic design, GM says it won’t require an exotic level of maintenance and short service intervals. It’s been subjected to all the same GM validation tests that the Stingray goes through, so expect it to perform just the same in extreme conditions.

Of course, it’s a flat-plane crank design

Ultimately, the reason this Corvette will scream like an Italian exotic is down to its flat-plane (not cross-plane) crankshaft design. This gives you a different firing order and a balanced air and exhaust flow. Chevy says the crankshaft is made of forged steel, and it’s 33% lighter than the crankshaft in the Stingray’s LT2 engine.

Every engine is hand-built by a single technician

Plus, each Z06 engine gets a plaque that is signed by the single technician who put it together. Chevy says that it takes approximately 3 hours to build a single engine, and all of them will be assembled at the Performance Build Center in Bowling Green, KY.

Once built, every LT6 gets shipped to a local dyno facility where it’s put through a 20-minute procedure that runs the engine under full-load and high engine speed. Similar to the standard Corvette, the break-in period is 500 miles long. Torque in first and second gear is automatically limited during this time.

The air conditioning system is track-rated

GM’s target for its air conditioning system in the Z06 was to enable proper cabin cooling during track use with an ambient temperature of 100 degrees Fahrenheit. If that isn’t the most American supercar target to hit, we don’t know what is. To achieve that goal, Chevy had to engineer a new air conditioning system that is different from the C8 Stingray. To run the compressor when the engine is screaming at 8,600 rpm, Chevy used a lower pulley ratio. However, this slowed the pulley down too much at low speeds and at idle, so the team had to increase the A/C compressor size to make up for the change. GM suggests that the air conditioning in the Z06 is actually slightly better than the Stingray now because of this switchup. Plus, you can be nice and cool running on track in extreme conditions.

The exhaust system’s adjustable valving is a first for GM

The exhaust of the Z06 is such a key factor to enjoying the car, and GM didn’t overlook its importance. Instead of a normal adjustable exhaust where the valve has two settings, open (loud) or closed (quiet), the valving in the exhaust system is highly adjustable through many settings. The valves — found in the center pipes — are controlled by the engine ECU using patented software, and it allows GM to tune them in 2 degree increments. The outboard pipes are the Corvette’s “low-flow” pipes and do not feature valves. In total, GM allows three different valve preset positions that are selectable by drive mode: Tour, Sport and Track. As expected, Track is the loudest setting, though GM says it’s loud enough that you may have to dial it back on racetracks with strict noise regulations.

As for the exhaust performance, GM says its new exhaust architecture results in a 21% backpressure reduction versus the C7 Z06, and the muffler itself is 20 pounds lighter than the C8 Stingray’s muffler. Just as you’ve seen in the photos, it features a center exit that GM says was a last-minute change to drastically improve the sound.

54 Gemini rockets can be found throughout every LT6 engine

Chevy’s internal name for the LT6 project was Gemini, in reference to NASA’s Gemini space program. The team sees this as a moonshot of an engine, so therefore it wanted to imbue it with some space tributes. If you look hard enough, you’ll be able to find a total of 54 Gemini rockets throughout every single engine. Happy hunting!

Chevy still calls it a Small Block

This one’s weird. The only thing the LT6 has in common with the traditional Chevy Small Block V8 is its 4.4-inch bore centerline spacing. Also, it’s been engineered and designed by the same team responsible for the traditional Small Block V8. Besides that, this engine is a totally new, clean-sheet design. Formally, GM engineers say it’s a “Gemini Small Block.” In practice, there’s nearly nothing similar between this advanced DOHC engine design and the old push-rod V8 found in the regular Corvette Stingray. So go ahead, get to the comments and give us your thoughts on whether this should still be referred to as a “Small Block V8.”

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February 18, 2022 / Comments Off

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Ford GT Alan Mann Heritage Edition revealed, celebrates lightweight pioneer

Of the six Heritage Editions Ford has released to celebrate the newest Ford GT, two have commemorated original GT40s from 1966. Here is the third, the Alan Mann Heritage Edition. It recalls the lightweight Ford GT40 experimental prototypes that Alan Mann Racing (AMR) created in England in 1966, referred to at the time as AM GT-1 and AM GT-2. Mann’s team reskinned the GT40 in aluminum and made a small number of mechanical changes to the MkI GT40 powered by the 289-cubic-inch V8, aiming at Le Mans that year. Of the five his crew ordered, he received just two before Ford shifted its attention to the GT40 MkII that used the 427-ci V8. AMR campaigned his two cars in Europe anyway. Although the pair never won a major race, Ford learned important lessons from what Mann had done, hence this carbon-fiber-bodied tip of the hat.

In December, the automaker teased a few lustrous red angles of the new GT accented with gold and Frozen White stripes, AMR’s signature colors. The revealed coupe is just as pretty as we suspected, those dual gold stripes running from tip to extendable tail. AM 1 raced with the number 16 in its roundel, reproduced here on the doors and hood as with the original, and again on the underside of the rear wing instead of on the top corner of the rear fender. Glistening black accents come in the exposed carbon fiber front splitter, mirrors, side sills, engine louvers and rear diffuser, and 20-inch wheels hiding lacquered black Brembo brake calipers.

Inside, more carbon fiber in places like the center console and vents mixes with Ebony Alcantara surfacing for the instrument panel, steering wheel, headliner and carbon seats. Contrast stitching in gold and red ties the cockpit to the exterior, as do gold appliques on the instrument panel, vent bezels and seat X-brace. The paddle shifters can’t be missed in Alan Mann Racing’s hot red.

Those heading to the Chicago Auto Show that runs from February 12-21 will get to see the original 1966 Alan Mann Racing AM GT-1 next to the 2022 GT Alan Mann Heritage Edition. Those who want to get even closer to the modern special in this final year of GT production are free to order the GT Heritage Edition from Ford after securing the necessary approval to be a GT customer. First deliveries happen this quarter. For folks with too much money parked in the Caymans, AM GT-1 crossed the block at Gooding & Co’s 2021 Pebble Beach auction, given a pre-sale estimate of $7 to $9 million but not selling, so there could still be an opportunity there.

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February 9, 2022 / Comments Off

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2022 Kia EV6 and Acura NSX Type S driven | Autoblog Podcast #715

In this episode of the Autoblog Podcast, Editor-in-Chief Greg Migliore is joined by Senior Editor, Green, John Beltz Snyder and Road Test Editor Zac Palmer. The car chat begins this week with a review of the 2022 Kia EV6, followed by Zac’s drive of the 2022 Acura NSX Type-S. Then they discuss Autoblog’s new long-term loan, a 2022 BMW 330e xDrive. They’ve also been driving the Ford Explorer Timberline and Kia Sorento Hybrid.

In the news, they discuss the soon-to-be-revealed Alfa Romeo Tonale, as well as the recently unveiled Aston Martin DBX707. Finally, Greg talks about a historical Detroit landmark, the old American Motors Company headquarters, which is set to be demolished.

Send us your questions for the Mailbag and Spend My Money at: Podcast@Autoblog.com.

Autoblog Podcast #715

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February 4, 2022 / Comments Off

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2022 Acura NSX Type S Track Drive | One lap of Daytona

DAYTONA BEACH, Fla. — Stadium lights shine their bright white glow on the tarmac as I power out of the infield and up to the banking of NASCAR 1 at Daytona International Speedway in the 2022 Acura NSX Type S. The force of gravity quickly changes from normal to feeling like I’m being shoved down by a compactor. I gingerly arc down from the top of Daytona’s steep 31-degree incline and settle into the middle, right pedal down and holding the wheel steady. That last part, I quickly learn, is unnecessary, as the banking holds the car in place without needing to exert much steering force.

An immersive and sonorous note trumpets through the cabin as I stay in the throttle out of NASCAR 2. The Bus Stop Chicane (just renamed the Le Mans Chicane for this year’s Rolex 24) arrives quickly and with little warning when you have 600 horsepower hustling you there, and it’s perhaps the worst-lit corner on the track — ironic, considering you’re going as fast as anywhere at Daytona before having to apply the brakes. A loud, brap, brap, brap accompanies the slowdown. I smash over the rumble strips while exiting the chicane, and head back onto the oval for another go in the compactor for NASCAR 3 and 4.

And then that’s it, my one flying lap in the one-year-only NSX Type S is over. Rolling back into pit lane, I’m attempting to process what just happened, but am reduced to one-word exclamations from the adrenaline rush. Piloting anything on-track at the Daytona road course at night is a bucket list, dream-come-true moment for a racing enthusiast, and I had just done it in Acura’s mid-engine supercar. Turns out, those hundreds of hours playing Gran Turismo and dreaming finally came in handy.

This brief and high-speed track drive is our first go at the new-for-2022 NSX Type S. Acura says that more seat time is coming in the future, but we’re to make do with this quick taste for the time being. That said, even if you wanted to at this point, the chances of buying a new NSX Type S are next to zero. The NSX swan song — yes, this is the NSX’s last model year — sold out in mere minutes, and all that’s left is a waiting list. Acura is building 350 total, and 300 are allocated for the United States. There will be no “standard” NSXs for 2022 either, so it’s either the $171,495 Type S or nothing.

Despite the rarity and short life, it’s surprising how much effort Acura put into enhancing the NSX’s complex engine and three-motor hybrid system. The standard car’s 3.5-liter twin-turbocharged V6 is upgraded with turbochargers yanked directly from the GT3 Evo racecar. To supplement that, it also gets new fuel injectors with a 25% higher flow rate and new intercoolers with 15% more heat dissipation capability. The engine is now contributing 520 horsepower and 443 pound-feet of torque to forward motion, increases of 20 and 37, respectively.

Acura then upgraded the NSX “Twin Motor Unit” that powers the front wheels by lowering the gear ratio from 10.38:1 to 8.05:1. This effectively gives the car more torque directly off the line, which means even harder launches than before. Those electric motors yank the car through and out of Daytona’s Horseshoe with the secure and reassuring show of visceral force we’re used to from the NSX. The battery powering these motors is also upgraded with a 10% greater output and 20% higher usable capacity. Due to this drive’s nature, I didn’t get a chance to test out the Type S’ improved battery-only hybrid operation, but the upgrades should lead to less engine use in the efficient “Quiet” mode.

Total system output is now rated at 600 horsepower and 492 pound-feet of torque, and even in just one lap, the difference in forward thrust is perceptible. I don’t expect a drastic change in acceleration times (Acura only specified “under 3.0 seconds” despite the standard NSX being estimated at 2.9 seconds), but putting your foot down leaves little doubt that the Type S charges harder from corner-to-corner than the regular NSX does.

Another key upgrade made for the Type S concerns the transmission. The nine-speed dual-clutch automatic is re-tuned, and it engages the clutch 50% faster upon paddle press. This means a more instantaneous response and snappier reflexes to your paddle prodding. In addition to quicker gear changes, the Type S gains a new “Rapid Downshift” mode that automatically drops you into the lowest-possible gear when you hold the downshift paddle down. New programming also quickens downshifts in automatic mode when you apply brake pressure — say, when you’re coming in hot on the curved entry to turn 1 — and the rev threshold for pulling manual downshifts is increased by 1,500 rpm, letting you pull quicker downshifts that zing the needle higher up the tachometer.

Most noticeable out on track is how smart the transmission sets itself up for every situation in automatic mode. It bangs off shifts with what sounds like an extra bit of violence in the form of staccato pops. This in-cabin volume increase is the most obvious new experience in the Type S from the get-go, too. A lack of emotion and drama from the V6 was one of the standard NSX’s most common complaints. It’s not mended with a new exhaust, but Acura says it’s re-done the car’s “Intake Sound Control” (basically funnels real noise into the cabin) and “Active Sound Control” (artificially creates and/or enhances noises inside the cabin). Anyone who’s driven a regular NSX will notice the more audible intake wailing and extra volume inside the cabin both on-throttle and with every shift.

Last up in the realm of upgrades for the NSX’s powertrain is a re-tuned SH-AWD system that takes advantage of the front motors’ and engine’s additional thrust and power. Of course, this all-wheel-drive system is so closely tied with the NSX’s handling capabilities that you can’t talk about one without the other. The Type S is truly a whole-car job, so of course Acura’s engineers went to work on the suspension, wheels/tires, drive mode tuning and more.

Unfortunately, the limited track time made it impossible to come to any grand conclusions about the improvements. That said, the breadth of the changes leads me to believe that we’re going to experience a noted difference in road behavior once we drive one outside the racetrack.

For the time being, know that the Type S gets recalibrated dampers with a greater range of stiffness depending on the mode. That means it’s still designed to be comfortable in the on-road modes, but is stiffer than before in Track Mode. New forged alloy wheels are set with more negative offset that in turn widens the front track by 0.4 inch and the rear track by 0.8 inch. The wheels are then wrapped in a Pirelli P-Zero summer performance tire made exclusively for the Type S that wasn’t previously available on the standard NSX. Acura claims the track increases and new tires allow for 6% more lateral grip. To quantify that and the extra power, Acura says the NSX Type S is 2 seconds quicker around the Suzuka Circuit in Japan.

There’s one main performance package available, the $13,000 Lightweight Package fitted to our track car that drops the curb weight by 57.8 pounds from an unannounced figure. The 2021 standard NSX tipped the scales at 3,878 pounds. Much of those savings (and the hefty price) comes from the carbon ceramic brakes, but the Lightweight Package also gives you a carbon fiber engine cover and carbon accents on the steering wheel and instrument cluster hood. All of the other carbon fiber optional extras on the regular NSX come standard on the Type S, most important of those being the carbon roof that reduces the center of gravity. The Type S-exclusive Gotham Gray Matte paint (pictured above) adds another $6,000.

The new Type S front end ensures that everybody knows this NSX is different from the rest, and its new design is functionally better than before. Acura says the more angular intakes, front spoiler and larger diffuser do a better job at minimizing lift and making the Type S more stable at high speed. Airflow to the intercoolers is also enhanced, ensuring proper cooling of the more powerful engine.

Of course, the one lap at Daytona does not even come close to testing the heat capacity of this car. It does, however, provide convincing evidence that this NSX Type S is truly the best performing NSX in every way while still remaining true to its purpose of being an everyday supercar. Navigating pit exit just inches from the Wall of Champions is an objectively stressful situation, but the NSX’s expansive forward visibility makes it easier. Daytona’s walls on the infield loom in the darkness at track-level, but the NSX makes driving a stupid-quick car at this big track remarkably easy with its essentially fool-proof all-wheel-drive system. It’s the most point-and-shoot supercar in the game, and it’s going to make 350 people grin from ear-to-ear once they get behind the wheel.

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February 2, 2022 / Comments Off

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Lamborghini Countach, Ferrari 512M and more immortalized as Lego sets

Lego has announced a slew of new Speed Champions sets, the ones based on actual licensed cars, for 2022. The latest batch includes a smorgasbord of supercars, from beloved classics like the Lamborghini Countach to yet-to-be-released promises like the long-awaited Mercedes-AMG One. There are seven cars in total, released in five sets.

Our favorite is probably the 262-piece Lamborghini Countach, based on a later LP500 variant. Not only does it tick the box of a childhood dream machine, but the angular shape of the real-life Countach lends itself well to being recreated in Lego bricks. Also, it’s modeled in white rather than the typical red.

We also really dig the Ferrari 512M. It marked the last of Ferrari’s V12 endurance racers, and even though it was soundly spanked by the Porsche 917, the cars are undeniably beautiful. The 291-piece Lego set does a great job of capturing its brutal wedge silhouette in brick form.

Rounding out the single-car sets is the 247-piece Lotus Evija. The electric Lotus has a bit of a generic supercar look about it, but that’s not entirely the fault of the Lego kit. Its dramatic vents can’t really be replicated with the limited “resolution” of the Lego bricks. Its rear, with unique taillight-encircled air tunnels, is a bit more distinctive.

In addition to the single car sets, there are two larger sets of two cars each. One is a 592-piece Aston Martin-themed pack that includes the Valkyrie AMR Pro and Vantage GT3. Again, it’s a bit difficult to sculpt the cars’ curvaceous lines out of straight-edged bricks, but the effort is admirable. The Valkyrie is probably the more successful of the two, as the Vantage would resemble a Corvette or Viper if it didn’t have stickers to clarify the details.

Last but not least is a twofer comprised of 564 bricks to build the Mercedes-AMG One and seven-time Formula 1 world champion Lewis Hamilton’s W12 racer. In Lego’s official product description the driver is not mentioned by name, but the number 44 gives it away. The model of the One indeed looks like a sharp supercar, but the blocky pieces don’t exactly replicate the lines we’ve seen on camouflaged test mules. The F1 car model looks a bit more like the actual thing, complete with the Petronas livery that graces Hamilton’s steed.

Lego has been doing a great job of immortalizing supercars and classics in brick form in their Speed Champions lineup. Last year saw kits of the McLaren Elva, Koenigsegg Jesko, Toyota GR Supra, Chevrolet Corvette, as well as the Ford GT and Bronco. Their more detailed Technics line has seen vehicles like the Ford Raptor, Volkswagen Camper Van and BMW M1000RR motorcycle.

While the kits look entertaining, we wouldn’t mind if they didn’t skew so heavily towards unobtainably expensive, limited-production vehicles. What kid wouldn’t want a kit of their parents’ Chrysler Pacifica, a Ford Transit Connect to replicate a city scene, or a Mazda Miata for some clean, honest fun? The single-car sets will retail for $19.99, the two-packs for $39.99. All five sets are scheduled for a March 2022 release.

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February 1, 2022 / Comments Off

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Lamborghini Huracán to get What3Words navigation

The Lamborghini Huracán will soon launch a novel navigation system that can take you to any point on the globe with incredible specificity. It relies on a geocoding system called What3Words that, as the name implies, uses a combination of just three words — rather than building numbers and street names — to describe locations.

Here’s how it works. The creators of What3Words divided the entire planet into 10 by 10 foot squares and randomly assigned three words to each one. There are 57 trillion squares in all, each with three words pulled from a pool of 40,000 in the English language. For example, the Washington Monument has a pretty confusing street address: 2 15th St NW, Washington, DC 20024. What3Words identifies that location as “congratulations, fingernails, desk”.

The idea is that those three words are much less prone to misinterpretation, especially by a computer or voice recognition system. Its level of granularity also has advantages if, say, you’re trying to tell a friend where you’re waiting at large concert venue. It can also get very precise in areas where there are no roads or buildings at all. In fact, the app helped rescuers locate a group of lost hikers in the U.K.

To be fair, the system isn’t exclusive to Lamborghini; the Huracán is just the first to roll out this technology in conjunction with Alexa’s voice activated navigation, according to the New York Times. The Huracán will receive this functionality this year. For the record, the 2018 Mercedes A-Class was the first car to use What3Words for navigation.

Of course, the system isn’t perfect. Unless someone gives you a What3Words address, you still have to translate a regular street address to the What3Words address in order to use the system. Also, its random nature doesn’t really provide an intuitive relationship between one location or another. With street addresses, you understand that 100 Main Street and 102 Main Street are near each other, while 900 Main Street might be far away. And you can see whether you’re getting closer or farther by looking at the numbers. The square directly north of “congratulations, fingernails, desk” is “dome, next, senses”.

So there might still be a while before What3Words is adopted for widespread use. We could see this being useful in an off-road vehicle meant to venture into the wilderness. Still, the more options the better, and if What3Words does become commonplace, the Lamborghini Huracán will be ready.

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January 29, 2022 / Comments Off

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Gordon Murray Automotive T.33 revealed, only slightly less intense than T.50

Following up on its first supercar – the now sold-out T.50 – Gordon Murray Automotive has a second road-going model, the T.33. While still a striking-looking machine, it’s actually a bit toned down compared to its predecessor. But that’s not to say it’s going to be dull in comparison. It still packs a wildly high-revving V12, a manual transmission and a light chassis.

While the T.50 had some influences from Murray’s past supercar claim to fame, the McLaren F1, the T.33 seems to channel much older sports cars. It has undulating, curvaceous fenders. It hardly has a crease or interrupted arc anywhere. It also has rounded, simplistic light housings. The body and chassis are made of carbon fiber and aluminum, like the T.50, and it’s supposed to be very light. The company is targeting a weight of under 2,425 pounds, which is a bit heavier than the T.50, which weighs in at barely over 2,000 pounds. Worth noting is the lack of a rear fan for the ground effects like the T.50. Still, the T.33 has a carefully designed underbody to generate downforce without needing much in the way of wings and splitters. It does feature a pop-up rear wing, though.

The flowing body hides similar mechanical components to the T.50. The T.33 gets a modified version of the 3.9-liter Cosworth V12. In this application, it makes 607 horsepower and 333 pound-feet of torque, all without the aid of forced induction. It revs a tad lower than the T.50’s engine with a redline of 11,100 rpm, but that’s obviously far higher than most road cars. The tweaked specs are a result of various changes such as cam profiles and engine tuning. The engine can be coupled to either a fully manual six-speed transmission or a sequential, paddle-shifted transmission. Power only goes to the rear through a limited-slip differential. Suspension is double-wishbone all around, and Brembo six-piston front calipers and four-piston rear calipers slow the T.33 down. And as a sign of GMA’s continued desire to enhance driver involvement, the T.33 has hydraulic power steering.

Unlike the T.50’s central driving position, the T.33 has a conventional layout with the driver on one side and the passenger on the other. The interior is minimalist and focused on physical switch gear. All of the control knobs and the instrument surround are made of aluminum, while the seats and steering wheel are made from carbon fiber. Cargo capacity totals 9.9 cubic feet, and it’s divided up by compartments under the hood and behind both rear fenders.

GMA will build only 100 T.33s, and it will be legal in the U.S. It will be quite expensive with a price tag of 1.37 million pounds, or about $1.83 million. Buyers who order T.33s can expect their cars to arrive sometime in 2024.

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January 27, 2022 / Comments Off

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GM to dealers: Stop playing games with 2023 Chevy Corvette Z06

It wasn’t even two weeks ago that Ford’s VP of sales for the U.S. and Canada decided he needed to tell the dealer body to stop squeezing 2022 F-150 Lightning buyers for more reservation money. The shenanigans risk alienating the very important new customers of a very important new truck. Corvette Action Center reports that now Steve Carlisle, General Motors‘ president for North America, has done the same thing with the Chevrolet dealer body to stop the same kinds of antics happening with the 2023 Corvette Z06. The problem according to Carlisle is “a small number of Dealers [that] have engaged in practices that do not support a positive sales experience for our customers.” Those dealers who don’t end such practices will risk losing their Z06 allotments.

The letter identifies three unwelcome tactics. The first is dealers insisting customers pay more than the $1,000 reservation fee that GM set for the Z06. This problem is already years old, with some dealers opening up their own reservations lists in 2019, more than two years before GM announced the car. While some dealers only took $1,000 for a reservation, a dealer in New Hampshire claimed to have more than 1,300 potential buyers who had put down $2,000.

The second game Carlisle wants to take down is the dreaded market adjustment, dealers having “requested customers to pay sums far in excess of MSRP in order to purchase or lease a vehicle.” We’re not sure what recourse GM has against this. We’re sure Ford isn’t happy about F-150 Lightning markups, either, but Ford specified in its letter that it wouldn’t tolerate gaming the reservation system as opposed to ADMs. Carlisle insists that these methods can be “harmful to the reputation of Dealer, General Motors, or its Products,” and “puts our collective interests at risk and generates negative press that reflect poorly GM’s brands and your dealership.”

The third offense is dealers reselling vehicles to brokers; having a broker volunteer fat sums over MSRP is an easy way for a dealer to sidestep having to ask for more money. Carlisle notes that this practice is explicitly outlawed in the dealer’s sales and service agreement with GM.

It will be interesting to see how dealers respond. With the prodigious sums on offer, we expect some dealers will continue to explore where the line is and whether it can be nudged further into the black. Surcharges have been around as long as there have been more buyers than product, and in a market where a dealer feels justified asking a $38,000 ADM on a regular 2022 Corvette — which GM hasn’t said anything about, remember — stopping all of these practices could be a mighty challenge. GM has to put up a fight, though. Just like Ford, it has additional, crucial new products arriving soon that are trying to attract crucial new audiences, and it needs to be seen doing its best to provide the best experience.

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January 20, 2022 / Comments Off

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Germany criticizes Czech tycoon’s 257-mph Autobahn ride

BERLIN — Germany’s Transport Ministry has criticized a stunt that saw a Czech millionaire drive his high-powered sports car along a public highway at speeds of up to 414 kilometers per hour (257 mph).

A video posted online this month shows Radim Passer pushing his Bugatti Chiron to extreme speeds on a stretch of Germany’s A2 Autobahn between Berlin and Hannover.

Beneath the video, Passer wrote that the stunt was filmed last year on a 10-kilometer (6-mile) straight section with three lanes and “visibility along the whole stretch.”

“Safety was a priority, so the circumstances had to be safe to go,” he said.

But the car can be seen passing several other vehicles on the highway and the light in the video suggests it was at twilight.

While much of Germany’s Autobahn network famously has no speed limit, the Transport Ministry said in a statement Wednesday that it “rejects any behavior in road traffic that leads or can lead to endangering road users.”

“All road users must abide by the rules of the road traffic regulations,” it added, citing the first clause of Germany’s road traffic law, which states that “anyone participating in traffic must behave in such a way that no other person is harmed, endangered or obstructed or inconvenienced more than is unavoidable under the circumstances.”

The ministry noted that the law also requires drivers to “only drive so fast that the vehicle is constantly under control.”

Passer, who according to Forbes is the Czech Republic’s 33rd-richest person with a wealth of 6.6 billion Czech crowns ($308 million), suggested beneath the video that he placed his faith in more than just his driving skills during the stunt.

“We thank God for the safety and good circumstances, as we were able to reach the speed of 414 km/h!” he wrote.

The Green party, now a junior partner in Germany’s coalition government, called for a 130 kph (80 mph) speed limit across the Autobahn network in last year’s election campaign, as part of efforts to cut the country’s carbon dioxide emissions. But that idea was ditched during talks to form the new government.

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January 19, 2022 / Comments Off

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Lamborghini Huracán Sterrato prototype spied testing in the snow

Back in the summer of 2019, which seems like so much longer than two and a half years ago at this point, Lamborghini showed an interesting concept called the Huracán Sterrato. It was a lifted, widebody version of the mid-engine supercar, and its name literally translated to dirt. It was quite cool, and surprisingly grounded. And it must’ve been received well not just by us, but possibly customers, because these spy photos seem to indicate Lamborghini is working on a production model.

There are a few indicators, but the most clear is the fact this test car has a noticeably taller ride height than its pavement-pounding predecessors. The concept, for reference, had an extra 1.85-inches of ground clearance. Furthermore, the prototype is sporting roof rails like those seen on the concept. Some other interesting additions that may or may not indicate plans for the production car include the skid plate up front, the additional lighting on the hood, and a new roof scoop up top. They’re all clearly temporary additions, but the concept had bodywork that suggested some sort of skid plate, as well as auxiliary lighting. The roof scoop is a bit of a head-scratcher, though. We’re not one to turn down a sweet mid-engine supercar scoop, but roof rails would seem to suggest carrying stuff on the roof, which would seem to directly block said scoop. On the other hand, that scoop could provide cleaner air when out in the dirt.

Missing from the concept are the fat fender flares, but that’s not too much of a surprise. We would expect the powertrain is basically the same as that of the Huracán Evo with a naturally aspirated V10 and all-wheel drive. It will probably have specific driving modes that adjust the traction and stability control systems for sporty, slippery driving conditions. We could also see the car being shown sometime either this year or next year, since it will likely be based on the current Huracán.

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January 19, 2022 / Comments Off

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2023 Chevy Corvette, including Z06, reportedly a few months away

After getting eyes on a memo General Motors sent to Chevy dealers, the Corvette Action Center site has posted some key dates and information concerning the 2023 Chevrolet Corvette. We’re not sure if it’s because of the new generation or “the new normal” in the state of world affairs, but the coming model transition won’t be like those in recent memory.

First, the dealer order guide for the 2023 Corvette is two months away, coming out on March 21. Three days later, on March 24, dealers will be able to begin placing orders for next year’s coupe and convertible. CAC says the online configurator for keyboard tire kickers will launch that day, too. On March 31, dealers will be able to begin pairing orders with their Corvette allocations.

Six weeks later, on May 6, 2022 Corvette production is expected to end.

Here’s the first departure from the norm: Instead of Bowling Green Assembly Plant taking the traditional one- or two-week gap between model years, 2023 Corvette production is slated to begin on May 9, three days after the last 2022 leaves the line. That May 9 date matches the date Corvette Blogger and GM Authority posted as the commencement of 2023 Corvette production in November 2021.

That brings us to the second switchup in Corvette production. In previous years, GM kept allocations of standard Corvettes separate from the Z06. For the C8, Corvette allocations won’t be separated. This suggests that 2023 Corvette Z06 production will begin on May 9, the same day as the standard car. Furthermore, with the C7 Corvette Z06, GM based dealer allocations on how many Z06s the dealer had sold the previous year. With the C8, GM will use a dealer’s Average Daily Supply to gauge how quickly that dealer is selling Corvettes, then determine how many of each Corvette the dealer gets.

If all of these dates hold, the 2022 Corvette would have spent just eight months in production, having started down the lines on September 6, 2021. With the 2023 Corvette Z06 having sucked all the air out of the room — in part to power its brand new and massively powerful V8 — we don’t expect much beyond small cosmetic and option changes for the standard Corvette for the coming model year.

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January 19, 2022 / Comments Off

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2020 Audi R8 Decennium gets six-speed manual conversion

One of the best manual transmissions ever put on the market was the gated six-speed in the first-generation Audi R8. That silken, row-your-own warrior departed to the afterlife with the introduction of the second-gen car in 2015, replaced by a seven-speed dual-clutch gearbox. But if money can resurrect whole and long-dead car brands, it shouldn’t have any problem with a few hunks of metal in a bell housing, no? It won’t, so long as there’s a well-heeled customer on one side, Underground Racing on the other, and a 2020 Audi R8 Decennium in the middle. Oh yeah, and a couple of turbos.

The Dallas-based customer owned one of the 222 R8 Decennium special editions that Audi produced to commemorate a decade of the 5.2-liter V10 and motorsports success — only 50 of the cars came to America, each producing 602 horsepower and 413 pound-feet of torque. He requested a twin-turbo kit from Charlotte, North Carolina-based Underground Racing, the shop specializing in R8 and Lamborghini builds. While they were toiling in back of the car, he also requested they swap that dual-clutch for a manual. The result is a riotously double-boosted V10 with 1,500 horsepower and six forward ratios chosen by hand. Underground Racing told Road & Track they started with the gearbox from a 2012 Audi R8 and reworked it with custom parts to make it fit, manage the power, and be daily-drivable. The task also involved installing a JRR engine management system to shepherd the reconfigured drivetrain.

In the cabin, UR removed the square section that houses the seven-speed dual-clutch shifter, replacing it with what looks like a custom fabbed gate giving off Ferrari vibes. It’s quite nice. Intriguingly, the R8 retains its paddle shifters behind the steering wheel. UR says these paddles have been equipped with “rolling antilag,” plus “launch control, drift mode, and more.” Curiouser and curiouser. The R8 Decennium was finished off with tweaks like a custom billet intake and custom-finished, center-lock wheels mimicking those on the Huracán Performante,

With one six-speed conversion done, UR says it’s ready to do the same for any other manual-craving R8 owners, but the swap can only be added onto a twin-turbo kit. That means spending at least $49,000 for the Base Twin Turbo System that takes an R8 up to 800 wheel horsepower on 93 pump gas, before adding the cost of the manual transmission work. Underground Racing says it will release pricing for the six-speed manual kit soon, and we assume the new gearbox will be included in UR’s two-year, 24,000-mile warranty for peace of mind along with power and proper shifting.

January 13, 2022 / Comments Off

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Hennessey Venom F5 continues high-speed stability testing

Having just posted about Hennessey putting its Venom F5 “Fury” engine on the dyno, we wondered when the total package would be showed on test. Well, here you go. The Lone Star manufacturer of gangbuster machines took a Venom F5 to the Johnny Bohmer Proving Grounds on Merritt Island, Florida, for high-speed stability and vehicle dynamics testing, with ex-GM engineer John Heinricy on piloting duties.

This follows other speed runs in places like Hennessey’s Sealy, Texas, home base, the UK’s Silverstone Circuit, and a runway at an ex-U.S. Air Force base in Arkansas. The day had nothing to do with testing the upper limits of the car’s velocity, merely how the Venom felt as it approached those limits. Having said that, Hennessey tells us that when Heinricy chose the F5 driving mode, he made it past 250 miles per hour at least once.

That F5 setting unlocks the entire 1,817-horsepower potential of the 6.6-liter twin-turbocharged pushrod V8 nicknamed “Fury” when the tank is filled with E85. When not in that mode, the redline comes down by 300 rpm, to 8,200 rpm.

It’s said there’s a proper top speed run planned for the not-too-distant future, again on Merritt Island, along with testing runs at Texas’ Circuit of the Americas and California’s Laguna Seca. Before the year is out, we should know if the Venom will be equal to the purpose it was created for: hitting 311 miles per hour. With a hotspur goading it on, the Venom F5 certainly does make a sweet noise on the way up there.

January 11, 2022 / Comments Off

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First 2023 Chevrolet Corvette Z06 to be auctioned

We expect the 2023 Chevrolet Corvette Z06 to break at least one record before the coming super-coupe has been objectively timed and tested. Barrett-Jackson will auction the first retail example of what should be the most amazing Z06 the world has ever seen during the auction house’s annual Scottsdale, Arizona, event on January 29 at around 8:30 p.m. The last charity Corvette the auction house sold was the first 2020 C8 Corvette, which NASCAR team owner Rick Hendrick bought for $3 million. With his winning bid, Hendrick set the benchmark hammer price for a Barrett-Jackson charity car, and eclipsed the $2.9 million paid for the last front-engined Corvette in 2019. Although not assured, it doesn’t take much imagination to conceive of bidding for the 2023 Z06 cruising right past $3 million to a new record.

Whatever the final tally is, every cent of the hammer price for lot #3009 will be donated to a charity called Operation Homefront, Barrett-Jackson forgoing its usual fees. The 20-year-old nonprofit Operation Homefront exists to help the post-9/11 wounded, military families, and veterans with financial assistance and housing support.

The car on the block will be a stand-in hardtop, not convertible, the Z06 not scheduled to enter production until September of this year. It sounds unlikely the winning car will be VIN 001, with language noting the coupe could be “subject to a state-issued VIN and/or other state requirements” depending on where the owner hails from. After winning, the buyer will be invited to configure what will be the first retail example of the production line, meaning choosing one of 12 exterior colors and seven interior and wheel treatments, then making the even bigger choice of whether to append the Z07 Performance Package that adds frills like a big rear wing, canards, and carbon fiber wheels.

And with two more powerful Corvette versions thought to be on the way — the ZR1 and the performance hybrid perhaps called Zora or E-Ray — the Z06 likely won’t hold for long the benchmark among its kind for price at the gavel.

As for the everyday buyer, it’s going to require a few trips around the sun to take delivery of a new Z06 even for those who put reservations in months ago. Buyers in one thread on the C8Z06 forum talked about making $2,000 refundable deposits with one dealer as soon as the reservations system opened, then being told they were as far back as between 4,000 and 5,000 on the waiting list. And that’s just one dealer. Might not be too soon to start thinking about putting money aside and making friends at a dealership to get a good shot at the C9.

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January 11, 2022 / Comments Off

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Gordon Murray Automotive’s next supercar teased

Gordon Murray Automotive has posted to social media a teaser of its next supercar. It will be the second car to emerge from the company founded by the legendary race car engineer who created the McLaren F1. The follow-up to the incredible T.50 and T.50s is scheduled for a release in three weeks. So far all we have is a name, the T.33, which the teaser shows us as an emblem in yellow.

Notably, however, GMA refers to it as a “supercar GT” indicating that it’ll be more of a grand tourer than the hard-core sports-oriented T.50. As such, it may be a tad more relaxed than the manual-shift, 654-horsepower, 344-pound-foot T.50.

Given Murray’s fondness for mid-mounted V12s, we think it’s likely that the T.33 will be powered by some version of the 3.9-liter Cosworth V12 developed for the T.50. As a GT, though, perhaps the T.50’s 1+2 seating position will give way to a more relaxed side-by-side configuration.

One thing we do know for sure is that the T.33 will be the first car to emerge from GMA’s new $68 million global headquarters in Windlesham, Surrey, U.K. The facility will also house an R&D center, museum, manufacturing and service hub, and test track.

In a statement, Murray said, “We will have many important milestones for our new headquarters over the next two years. But one of the most important will be on 27 January when we reveal the first Gordon Murray Automotive vehicle to be manufactured there. We’re all extremely excited to be revealing such a significant car to the world in just three weeks from now.”

We’ll be tuning in at 12 p.m. Eastern on January 27.

January 7, 2022 / Comments Off

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Zombie cars: Discontinued vehicles that aren’t dead yet

Car models come and go, but as revealed by monthly sales data, once a car is discontinued, it doesn’t just disappear instantly. And in the case of some models, vanishing into obscurity can be a slow, tedious process.

That’s the case with the 12 cars we have here. All of them have been discontinued, but car companies keep racking up “new” sales with them.

There are actually more discontinued cars that are still registering new sales than what we decided to include here. We kept this list to the oldest or otherwise most interesting vehicles still being sold as new, including a supercar. We’ll run the list in alphabetical order, starting with *drumroll* …

BMW 6 Series: 55 total sales

BMW quietly removed the 6 Series from the U.S. market during the 2019 model year. It had been available in three configurations, a hardtop coupe, a convertible and a sleek four-door coupe-like shape.

BMW i8: 18 total sales

We’ve always had a soft spot for the BMW i8, despite the fact that it never quite fit into a particular category. It was sporty, but nowhere near as fast as similarly-priced competitors. It looked very high-tech and boasted a unique carbon fiber chassis design and a plug-in hybrid powertrain, but wasn’t really designed for maximum efficiency or maximum performance. Still, the in-betweener was very cool too look at and drive, and 18 buyers took one home over the course of 2021.

Chevy Impala: 750 total sales

The Impala represented classic American tastes at a time when American tastes were shifting away from soft-riding sedans with big interior room and trunk space and into higher-riding crossovers. A total of 750 sales were inked last year.

Chrysler 200: 15 total sales

The Chrysler 200 was actually a pretty nice sedan, with good looks and decent driving dynamics let down by a lack of roominess, particularly in the back seat. Of course, as we said regarding the Chevy Impala, the number of Americans in the market for sedans is rapidly winding down, and other automakers are following Chrysler’s footsteps in canceling their slow-selling four-doors.

Even if Chrysler never really found its footing in the ultra-competitive midsize sedan segment, apparently dealerships have a few leftover 2017 200s floating around. And for some reason, 15 buyers decided to sign the dotted line to take one of these aging sedans home last year. Interestingly, Chrysler sold nine 200s over the course of the 2020 sales year, so sales were actually up in 2021 for a sedan that ended production in 2017.

Chrysler Town & Country: 4 total sales

We’re not sure how Chrysler dealers were able to log four Town & Country minivan sales last year, but here we are. Chrysler pulled the plug on its long-running minivan way back in 2016 when it was replaced by the sleek Pacifica. We hope those buyers got really solid deals.

Dodge Dart: 10 total sales

Dodge discontinued the compact Dart back in 2016, just three years after its launch. The automaker just wasn’t able to compete with the segment leaders like the Honda Civic or the sales juggernaut that is the Toyota Corolla. Despite the fact that it’s been dead for several years, Dodge managed to sell 10 Darts in 2021. A year ago, Dodge managed to move seven of ’em, so again, that’s improvement!

Dodge Viper: 4 total sales

Dodge discontinued the rip-roaring Viper after the 2017 model year, but there are still a few left in dealerships around the country. Over the course of 2021, Dodge managed to sell four SRT Vipers.

It’s interesting to think that these buyers had the option of driving home in a brand-new mid-engine Corvette, but chose to go in an entirely different direction. Something tells us they won’t be disappointed with its 640-horsepower naturally aspirated V10 engine, even if it’s mounted way out in front of the driver instead of the preferable sportscar location behind the passenger compartment.

Fiat 500: 51 total sales

Fiat hasn’t exactly pulled itself entirely out of the U.S. market, but it’s close. A quick glance at the Fiat USA website shows only one vehicle, the 500X crossover. Gone are the original 500, pumped-up 500L and 124 Spider. Let’s all collectively hope the 51 500 buyers last year opted for Abarth models.

Infiniti QX30: 1 total sale

The Infiniti QX30, a collaboration designed and built with Mercedes-Benz, ended production after the 2019 model year. Still, one single solitary little crossover was sold to a new buyer in 2021. Odd choice; we hope they got a good deal.

Jeep Patriot: 16 total sales

Jeep discontinued the Patriot in 2017 when it introduced the latest version of its compact Compass crossover. Despite the fact that it’s three full model years old, there are still some Patriots milling about on Jeep dealerships across America. In total, Jeep sold 16 Patriots in 2021, which somehow is 13 more than they sold in 2020.

Nissan 370Z: 36 total sales

Nissan axed the 370Z Roadster after the 2019 model year, with the replacement Z coming in 2023 with a twin-turbo V6 engine that spins out 400 horsepower. Earlier this year, Nissan confirmed in a statement to Autoblog that there were still a few 370Z stragglers sitting on dealership lots in 2021, with the total tally standing at 36 sales.

Toyota FJ Cruiser: 1 total sale

And now we come to the final, and oldest, new sale made by any automaker over the course of 2021. Somehow, some way, a lone Toyota dealership held on to an FJ Cruiser, a model that ended production in 2014, and sold it to a new buyer in 2021. To them we say: Congratulations. You bought the oldest new car in America (that we know of), and it’s a cool one. Enjoy.

January 6, 2022 / Comments Off

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Spyker is back again, maybe

The motto of Dutch car company Spyker was, “Nulla tenaci invia est via.” That’s Latin for, “For the tenacious, no road is impassable.” If nothing else, no other outfit has lived its motto more fully than the outfit still headed by Victor Muller. After buying Saab in 2010 and foundering under the purchase, going bankrupt in 2014, being bought by private equity in 2015 and foundering again, declaring new investors in 2020 before going bankrupt again in 2021, we have another new announcement that Spyker is back. The investors this time are the same as in 2020 — when funds never came through and Spyker went bust again — Russian businessmen Boris Rotenberg and Michail Pessis. According to a press release, a new round of meetings last month led to new agreement between all parties about the direction of the company, so hands will finally get to work building new cars.

Rotenberg owns SMP Bank in Russia, title sponsor of SMP Racing that Rotenberg co-owns with Pessis. He also co-owns energy company SGM Group and runs BR Engineering, which entered the BR Engineering BR1 in the World Endurance Championship. Pessis owns luxury firm Milan Morady out of Luxembourg and the automotive tuner R-Company in Germany. Both are Spyker owners, Pessis saying in August 2020, “Since Boris Rotenberg and I ordered our first Spyker almost a decade ago, we passionately fell in love with the beauty and craftsmanship of these hand-built sportscars. As of 2015, the cooperation with Spyker intensified through Milan Morady, which now culminates in the collaboration agreement announced today. Moreover BR Engineering and Milan Morady have for the past few years already been involved in the development and production of a number of Spyker C8 Ailerons in so-called Limited Edition BR configuration in our German facilities.”

Muller wants to pick up where Spyker left off years ago, building the C8 Preliator (pictured) and B6 Venator cars, and D8 Peking-to-Paris crossover starting this year. The Preliator debuted in 2016 as the most recent version of Spyker’s core C8 model in production since 2000, powered by a supercharged version of the 4.2-liter Audi-sourced V8 that was Spyker’s favorite engine. The Venator was from 2013, powered by a V6 to provide a lower cost of entry to the range. The D8 was from 2009, once touted to employ a V12, then rumored with that Audi V8. The brand wants to go racing again, too. That could be down the line, but backing from SMP Racing could make such a venture much easier.

We don’t know which cars will come to life this year, if any, but we’ve been promised that any which do come will use internal combustion engines. They’ll also employ an international workforce; Germany and Russia will lead model development, Russia will supply carbon fiber bodies, the hand-built workforce will toil in a new production facility in the Netherlands, Luxembourg accountants will attend to Spyker’s finances, and there will be new service centers in the South of France and somewhere around the Benelux area.

The caveat to all of this is that the presser informs us, “As soon as a written agreement is reached and the use of trademark rights secured, activities can restart.” Spyker has taught us that anything can happen on the way to the finish line, so perhaps hold off on sending deposits to the Netherlands just yet.

January 3, 2022 / Comments Off

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