Rides

All posts in “Rides”

2021 Porsche Taycan Cross Turismo: An In-Depth Look

Introduction

With the introduction of the new Cross Turismo range of Porsche Taycan models, we’re now entering the second act of the company’s electrification strategy. The Porsche Taycan Cross Turismo carries over the EV-platform and performance from its sedan counterpart, then amalgamates them with the utilitarianism of a sporty crossover / estate. What this means is that you can expect the same 800-volt battery architecture powering the car, with 93.4 kWh as the standard fare on all models (certain sedan trims could be had with a smaller 79.2 kWh pack).

While a number of the Cross Turismo models’ design elements bear an obvious resemblance to the sedans, they offer something very distinct as well. Aside from the glaringly obvious visual and utilitarian differences that are on tap, all CT models feature a longer roof which flows into its estate-like silhouette. This allows the CT models to have up to 43 cu. ft. of cargo space – compared to the sedan’s 14 cu. ft – plus an additional 36 mm of headroom for rear-seated passengers. The Cross Turismo also comes with significantly more ground clearance too, along with a “Gravel Mode” which is unique to the CT range.

Adding the optional Off-road Design Package gives the car an even more pronounced statement of intent; one that suggests that the Cross Turismo can go places and perform tasks that the regular, more sportscar-oriented Taycan cannot. The Porsche Taycan Cross Turismo is currently available in four distinct trim levels – 4, 4S, Turbo, and Turbo S – with relative performance figures and standard features across the range, mostly in parallel with that of the sedans. The gap in performance (and price) between the 4S and Turbo models suggests that there is ample room for a GTS model to naturally slot in some time down the road, but we will have to wait and see.

Available Trims

2021 Porsche Taycan 4 Cross Turismo

Base Price: US$90,900
Engine: AC Permanent Synchronous Motor
Power: 375 hp (469 hp w/ Overboost Power and Launch Control)
Torque: 368 lb-ft
0-60 mph: 4.8 seconds
Top Speed: 137 mph

The Porsche Taycan 4 Cross Turismo is the entry-level offering within the CT range, with its performance figures most comparable to the base rear-wheel drive Porsche Taycan sedan. It does get a boost over the aforementioned, thanks to the larger 93.4 kWh battery and all-wheel drive coming standard.

For those who have a budget in mind and are willing to forgo a bit of performance in order to partake in Porsche’s interpretation of fully-electric-practicality, the Taycan 4 Cross Turismo is a great choice priced at well under 6-figures before options.

2021 Porsche Taycan 4S Cross Turismo

Base Price: US$110,300
Engine: AC Permanent Synchronous Motor
Power: 482 hp (562 hp w/ Overboost Power and Launch Control)
Torque: 479 lb-ft
0-60 mph: 3.9 seconds
Top Speed: 149 mph

The Porsche Taycan 4S Cross Turismo is the second offering in the CT range, and costs $6,500 more to get into than its sedan equivalent. However, it is important to note that the 4S Cross Turismo comes standard with Performance Battery Plus (93.4 kWh battery) while the 4S sedan does not. Both models share the exact same performance specs when equipped with the 93.4 kWh battery, with the CT a smidge slower from 0-60 mph due to the extra bit of weight.

In our opinion, we feel that the 4S Cross Turismo offers the best balance of price, performance, and practicality out of all the models in the range. Where the Taycan sedan is more of a high-performance sports car, the CT is targeting the more pragmatic, family-oriented buyer; one who is more likely to find that the performance of the Turbo and Turbo S models go well beyond what is needed for the task at hand.

2021 Porsche Taycan Turbo Cross Turismo

Base Price: US$153,500
Engine: AC Permanent Synchronous Motor
Power: 616 hp (670 hp w/ Overboost Power and Launch Control)
Torque: 626 lb-ft
0-60 mph: 3.1 seconds
Top Speed: 155 mph

For those who want to enjoy their Taycan Cross Turismo for more than just family road-trips and running errands around town, the Turbo offers insane performance if you also fancy a weekend session at the race track or straight-line launches on the empty country backroads.

The Turbo generates up to 670 hp and can complete 0-60 mph in just 3.1 seconds, transforming the car from reliable kid-hauler to practical supercar. Among other things, the Turbo will also come standard with more features, which include 20” Taycan Turbo Design Wheels and larger brakes compared to the 4 and 4S models.

2021 Porsche Taycan Turbo S Cross Turismo

Base Price: US$187,600
Engine: AC Permanent Synchronous Motor
Power: 616 hp (750 hp w/ Overboost Power and Launch Control)
Torque: 774 lb-ft
0-60 mph: 2.7 seconds
Top Speed: 155 mph

The Porsche Taycan Turbo S Cross Turismo is for those who desire performance without compromise and want to make the ultimate statement in a Porsche Taycan. While the practicality of the CT’s station wagon platform still remains, there is no doubt that it plays second fiddle to the performance credentials that only a Turbo S can offer.

Generating up to 750 hp, Porsche claims that the Turbo S Cross Turismo is capable of sprinting from 0-60 mph in just 2.7 seconds. However, a number of independent tests have been able to complete this feat in even less time, revealing hypercar credentials which are likely to overshadow the car’s inherent utilitarian qualities.

The Turbo S also comes standard with more equipment than any other CT model, with Porsche Carbon Ceramic Brakes (PCCB), Sport Chrono Package and Adaptive Sport Seats Plus (18-way) available at no extra cost. The car is also equipped with 20” Taycan Turbo S Design wheels, which can be upgraded to the 21” Cross Turismo Design Wheels for free.

Engine, Drivetrain & Performance

As mentioned earlier, all Taycan CT models will come equipped with the same 93.4 kWh battery as standard to complement the compulsory all-wheel drive. Each of the 4 trims (see above) unlock increasing stages of power as you move up the roster, with the range-topping Turbo S capable of some 750 hp and 774 lb-ft of torque. The 2-speed transmission also carries over and continues to be a stand-out feature amongst other EVs, with the platform allowing for improved battery performance and efficiency. Regardless of the power on tap, you can expect the CT models to exhibit the very same sensations and driving character as their sedan counterparts. Acceleration and throttle response are instantaneous in relation to pedal inputs, with power delivered ever so smoothly, even while at times brutally so, particularly in the Turbo and Turbo S models.

“One pedal driving” continues to elude the Taycan CT’s skillset; this is where other EVs – like Teslas – can almost be exclusively driven using only the accelerator, as merely taking the foot off the pedal is sufficient to bring the car to a stop in most situations, making the brake pedal more of a luxury than a necessity. I’m not a fan of this, but apparently many people are – frankly, I think it’s a good thing that Porsche has forgone this feature on their cars, as it would be an uncharacteristic one, to say the least. Electric Sport Sound continues to be a trademark on the Taycan CT (though optional on the lower models), providing artificial engine noises orchestrated through a sci-fi symphony.

Most critics believe that the Taycan 4S Cross Turismo hits the sweet spot in the range, with its 482 hp (562 hp w/ Overboost) deemed to be more than sufficient for what most buyers – whom have the CT shortlisted – would be in the market for. I definitely share this sentiment, as 0-60 mph in 3.9 seconds is just fine for a family hauler. Nevertheless, the Turbo and Turbo S models showcase the true potential of Porsche’s fully-electric performance line-up, and are impressive machines which should have no problems wooing thrill-junkies who have the means to buy one.

Battery, Range & Charging

It’s the same 800-volt battery architecture powering the car, with 93.4 kWh (of which 83.7 kWh is usable) as the standard fare on all models (certain sedan trims could be had with a smaller 79.2 kWh pack). EPA range estimates are known to be excessively harsh compared to the majority of real-world results, and this trend predictably continues for the Taycan CT.

Here are the EPA range estimates for the 2021 Cross Turismo models:

Taycan 4 Cross Turismo: 215 miles
Taycan 4S Cross Turismo: 215 miles
Taycan Turbo Cross Turismo: 204 miles
Taycan Turbo S Cross Turismo: 202 miles

These figures are almost identical to that of the sedan, and likewise, real-world results have similar variances from that of the EPA’s findings. Based on the former, you can expect about a 20-25% increase in mileage for each tier, meaning your Taycan 4 Cross Turismo for example, should get closer to 275 miles of range under normal and reasonable conditions.

Charging speeds are the same across the entire Taycan range, with the Taycan CT also able to boost from a state-of-charge of 5% to 80%, in as quickly as 22.5 minutes at a DC fast charging station. On my personal Taycan 4S sedan, I’ve determined this to be essentially accurate.

Chassis & Handling

Despite being an obviously bigger car, Porsche has impressively kept the weight increase of the CT compared to the sedan to just 25 kg, which was likely no easy feat considering the car’s overall 2,320 kg footprint. In addition to coming exclusively with all-wheel drive, the Taycan CT also has the three-chamber air suspension (PASM) as standard. In CT guise, this allows the car to be raised up to 30 mm higher off the ground than the sedan, while revised wheel mounts, strut supports and a self-levelling system were adapted for the more utilitarian purposes of its cross-over / estate platform. The double wishbone front with multilink rear configuration is also carried over.

The CT also shares the same 5 selectable driving modes: Range, Normal, Sport, Sport Plus and Individual. Exclusive to the CT is a new “Gravel” mode which Porsche says, gives the car more “Bad Road Capabilities” by managing torque distribution and other chassis behaviors to be more harmonized with roads of a non-paved persuasion. Back on tarmac, the CT presents phenomenal ride quality and comfort, blended with remarkable performance and speed, all the while being discreet and unassuming as it goes about it. It’s something you have to experience to truly understand the level at which this is all achieved.

In the most extreme test of the CT’s chassis and handling, I would expect it to perform not dissimilarly to that of any of the all-wheel drive sedans. I do have some of my own data to share after taking my personal Taycan 4S on to the race track, which is laid out in point-form below:

While it’s ultimately impossible to disguise the Taycan’s hefty weight and large footprint, the car has been phenomenally designed to handle it, and then some. The ultra low center of gravity – inherent from the battery’s weight and placement along the floor of the car – adds a new, impressive dimension to high-performance driving that is difficult to duplicate in a petrol engine road car.
Smooth, with no nonsense near the limit. The Taycan is a confidence-inspiring performer, that feels safe without being intrusive, and shows a wild side without needing to be unrefined. Those who believe that an enjoyable track car can’t exist without the ruckus of a screaming exhaust, clunky noises and a tooth-grinding suspension, will probably have their minds changed after driving an EV that has Porsche DNA coursing through its veins.
Combination of electric motor (regen) braking and actual braking (pads and rotors) is quite the dynamic duo in tethering the 5,900 pound Taycan. So effective is the former’s performance, that carbon ceramics would certainly be overkill for the street, while an argument can be also be made for the same (to a lesser degree, of course) on the track. Nevertheless, to squeak out the extra bit of performance in a min-max fashion, PCCB is obviously a required option.
The OEM tires – in my case, Michelin Pilot Sport 4 XL – are a good match for any type of environment, including the track. However, I felt that they were certainly the weak point of the car when it came to high-performance driving and without question, a set of stickier tires such as r-compounds (or these) would have a transformative effect on the experience – as they would in any vehicle transitioning from street tires to track tires. I suspect range would suffer noticeably with the increased grip, though.
PTV Plus and Rear Axle Steering (which came as part of the optional Performance Package) help rotate the car in ways that would initially be thought of as impossible for a 6,000 + pound machine (including driver), even with its uniquely low center of gravity in play. At your command is a level of precision and agility you would normally expect from cars which are mechanically much more nimble. Yes, electronics are at play here to make it possible for the Taycan to provide its “just point and go” capabilities, but as with any Porsche these days the car is remarkably tactile and driver centric.

Brakes & Tires

Let’s start with the Turbo S, which comes fitted with almost unnecessarily large and expensive brakes – I say ‘almost’, because if you do take your car to the race track, then cheers to that! Otherwise, the gigantic 420 mm carbon ceramic brake discs and 10-pot brake calipers will certainly be overkill for any road with a speed limit attached to it. This is particularly true when considering that braking forces up to 0.39G are achieved entirely by the electric motors – more than enough to come to a full-stop in everyday situations – with no pad-to-rotor contact being made until that threshold is broken.

All that being said, the regular steel brakes (or surface coated brakes) will do just fine for the 99% of situations that 99% of Taycan drivers will encounter. Regen braking can be toggled on or off by a switch on the steering wheel, though as mentioned before, one pedal driving isn’t part of the deal; part of what makes it drive more like a sports car, and more like a Porsche. I’m game.

Michelin Pilot Sport 4 XL tires continue to serve as the primary OEM offering for the CT. That’s good and all, but it leaves many of us wondering why an all-terrain tire option isn’t also available from the factory, given the additional talents the CT has stored in its locker.

Design, Cabin & Amenities

Exterior

By nature of its body style and design, the CT offers more cargo space and a smidge more passenger room than the Taycan sedan. In terms of actual outcomes, this equates to an additional 30 cu. ft. of cargo space and about 36 mm of rear headroom (legroom is roughly unchanged). The CT is also 11 mm longer and sits 20 mm higher from the ground than its stablemate, while each are in their default ride settings. The aforementioned Gravel mode will lift the car an additional 10 mm.

Should off-roading or more adventurous excursions be more your flavor (or if you simply like the look, which is just as fine) then we highly recommend the optional Off-road Design Package which is available on all CT models. This package adds black lower body cladding which functions as debris-protection, while giving the car a more rugged, purposeful appearance. As the default, the package also has the car sitting at the higher Gravel mode ride height, but given that these settings can easily be toggled after the fact, makes it sort of a moot point.

Interior

With over 41 cu. ft. of cargo space with the seats folded down, the Taycan CT is sufficiently equipped to meet tackle most utilitarian demands, though competitors such as the Mercedes-Benz E-Class Wagon manage a lot more with around 64 cu. ft. at its disposal. The extra-long roof doesn’t translate to any more legroom than in the sedan – or even that much more headroom, at just an additional 36 mm – but it certainly creates the sensation of a much more spacious interior.

Those who have already ridden in the Taycan sedan will otherwise note that the two cars are virtually identical inside, with a minimalist touchscreen user interface and control panel at the heart of the driver’s cockpit. Despite being an crossover / estate, the driving position continues to be low-slung and sporty-feeling, with front and rear visibility likewise providing more of a sportscar POV than that of an SUV. That’s fine, as I don’t think Porsche was ever trying to market the car as being the least cool of the Taycan siblings.

As is the case with any Porsche car these days, options – of which there are a plethora – can make or break your build-sheet (and bank account). Anything from an Alcantara-wrapped steering wheel to a vegan leather interior is available as an option, and there is no shortage of selectable features to customize the car to one’s personal tastes and exacting demands. There are certain options that I think everyone should strongly consider though, such as the extra rear seat (to make it a true 5-seater instead of a 4+1), the performance roof box and heck, even the rubber floor and rear boot mats. On a car like this, it just makes sense to have all of those things on hand. At worst, it would only be good for resale value.

Verdict

supercars.net – 9/10

“These are still early days for the Taycan, its Cross Turismo derivative, and the EV ecosystem as a whole. If not for some of the challenges facing early adopters who have to contend with the likes of charging infrastructure playing catch-up in most places around the world, the notable effect that cold weather can have on range, and other distinctly-EV obstacles, it wouldn’t be farfetched to praise the Porsche Taycan Cross Turismo for achieving perfection as an all-rounder car. It’ll have to get a 1-notch-down from being just that, until improvements in technology can adequately address such issues. For now, let’s hope we can move the needle up to a ’10’ sometime in the near future.”

What Other Experts Are Saying

Top Gear – 9/10

“The most complete fast estate available today. And perhaps the best electric car, too.”

Link to full article

CNET – 8.9/10

“With plenty of power, range, comfort and convenience, the base Taycan 4 is all the Cross Turismo you really need.”

Link to full article

What Car? – 5/5

“It’s hard to think of a car that could keep pace with the Cross Turismo in Turbo guise cross-country.”

Link to full article

Image Gallery

Video & Review Gallery

[embedded content] [embedded content] [embedded content] [embedded content] [embedded content] [embedded content] [embedded content] [embedded content] [embedded content] [embedded content]

August 2, 2021 / Comments Off

1092

Collecting Classics: How Supercars Are The New Auction Superstars

There are many cars out there in the world that are deemed to be “classic cars,” from restored and Concours d’Elegance-level original 1930’s Fords, to modified mid-1960s Austin Healey’s and Lotuses. While all of these cars are classic in their own ways, there are several tiers of classics that are becoming the must-have items on the auction blocks around the world: the classic supercar.

So, what defines a supercar from before the 1980s, when the term was invoked for the Porsche 959 and Ferrari F40? Aggregating what most experts say about the subject, three major factors determine what is a classic supercar.

Rarity

While the original Ford Shelby GT350 Fastback is a prime example of a beautiful classic, it doesn’t count as much towards the rarity count as there were tens of thousands of the car made. However, another car that Carroll Shelby helped design is certainly valid for the rarity scale, the road homologation versions of the Ford GT40, of which only 105 were made.

Power at the Time of Production

To make this clear, we’re counting power as a combination of raw HP and torque, as well as the speeds that the car could reach. Using the Mk II and Mk III versions of the aforementioned GT40, power was from a Ford 427 V8 and reached a nominal 485 HP. The car also topped out at 201 MPH. This was faster than anything anyone was able to pump out for a homologation road car in 1965.

Value/Pedigree

To realistically be considered a supercar, the car in question must have some intrinsic value to it. It may be because it was the most expensive car on the market at the time, or was a demonstration of racing technology for the road, and had a racing pedigree that made it famous. As well, most of the cars that are considered classic supercars have appreciated in value over the years after the standard depreciation most vehicles undergo.

With this in mind, we can look back only a short way back to the mid-2010s to find a couple of classic supercars. One is the most expensive classic supercar, ever, to be sold at auction. The other is an American limited edition of a car with pedigree and history behind its marque.

The 1962 to 1964 Ferrari 250 GTO

In the opinion of many, the Ferrari 250 GTO is one of the, if not the, most beautiful cars ever made. Seductive curves, the classic long hood, short tail grand touring body, and one of the best V12 engines ever put in a metal body with four wheels. While there were many 250 GT’s made and sold, there were only 36 250 GTO’s… ever.

The history behind the car also adds to its overall value. Using the 250 GT SWB as a base, the Ferrari racing department got to work modifying the car to be able to enter the FIA Group 3 Grand Touring Car championship. Part of the regulations stated that at least 25 road-going versions needed to be homologated so that the race car could be certified as being based on a road-going GT.

Thus was born the GTO nameplate, which stands for Gran Turismo Omologato, or Grand Touring Homologated. Powered by the now legendary Tipo 158/62 3.0L Colombo V12, the lightweight GTO produced a respectable 296 HP and 217 lb-ft of torque. And Ferrari meant lightweight, with the body shell being made entirely out of aluminum, with a hollow oval steel chassis frame. With the engine in and all fluids topped, the 250 GTO weighed only 2,000 lbs.

This, of course, made it ridiculously fast for the day. In fact, during the very first race outing of a 1962 250 GTO, in the 1962 12 Hours of Sebring, the car, driven by Phil Hill and Olivier Gendebien, came in second overall. The pedigree of the car was secured overnight, and it soon became the hot item for the wealthy of the world to drive.

However, this proved to be a bit of a problem for 99% of the wealthy, as to be allowed to buy the car, you needed to be approved by Enzo Ferrari himself. The $18,000 USD asking price was really a bit of an afterthought (equivalent to $160,000 USD in 2021), but you had to sit down with Il Commendatore himself, look him in the eye, and explain why you wanted to buy the car. If he didn’t like your reasons, you didn’t get the car.

Immediately, all three of the determining factors to name the 250 GTO a classic supercar are instantly met. It is extremely rare, it established its pedigree in the very first race it entered, and it was immensely fast with a glorious V12 3.0L engine. Of the original 36 cars, 33 were what is known as Series I, the classic, well-known body shape. Only the last 3, after redesigns of the 250 GTO to make it competitive for the 1964 Le Mans race, were given the scalloped rear window and dropped trunk, known as the LM or Series II body.

A combination of its timeless beauty, racing pedigree, and the purchase process has made the car one of the most highly sought-after classic supercars of all time. In 2012, a 1963 250 GTO went across the block at $35 million USD, and a scant 5 years later, one of the first chassis made in 1962 crossed the Sotheby’s of London block for $48 million USD.

However, in 2018, at 1963 Ferrari 250 GTO, chassis number 4153GT, changed hands privately for $70 million USD. This specific chassis was actually raced, taking part in the 1963 24 Hours of Le Mans where it finished fourth, and the 1964 Tour de France road race, where it won outright. It was also, at the time, owned by the Marquis Philippe de Montaigu, a very wealthy and popular gentleman racer.

1963 Ferrari 250 GTO Series I chassis #4153GT

Out of interest, and to give an idea of what kind of protection you would need to insure such a classic car, we contacted American Collectors Insurance, a specialist in classic supercars, collectibles, and heirloom level insurance. Following their guidelines of needing the car to be stored in a temperature-stable garage, only driven a few times a year to a Concours or such, and based on the average $50 to $70 million USD assessed value of the car, the average owner of a 250 GTO would be paying about $250,000 to $300,000 per year.

Yet, if you have the $50 to $70 million to afford the auction price of a 250 GTO, that is almost pocket change.

The 2017 Corvette Grand Sport Collector Edition

Now, before you point out that this car is way too recent to be a classic supercar, hear us out. The 2017 Corvette C7 Grand Sport Collector Edition ticks off all three of the boxes required to be labeled as such. At the time of its introduction, the Collector Edition was the most expensive Corvette released by Chevrolet, often starting at $90,000 despite an official MSRP of $81.185 for the Coupe Manual version.

It is a limited series, with only 935 made, and has a special VIN code that was assigned to it. Any Grand Sport Collector Edition has a VIN that ends in 530XXXX, where XXXX is the sequence it left the production line. It also is an auction superstar, as the original Chassis #0001 was auctioned off in the 2016 Barrett-Jackson Classic Car Auction for $170,000. The final car, Chassis #0935, was not sold to anyone but given to the Corvette Museum.

And it has pedigree, as this specific version of the C7 Grand Sport was made to celebrate recent successes of the C6.R and C7.R in both North American and international racing events. With the production code Z25, it included a lot of exclusive features, including a special paint (Watkins Glen Gray) with Tension Blue hash marks over the front wheels. It also had a two-tone Tension Blue leather interior.

It received all of the carbon fiber options that could be added to a non-Collector Edition Grand Sport, as well as a special carbon fiber flash badge and carbon-fiber instrument panel. As standard, the Z07 performance package was included, with carbon fiber ground effects and aerodynamic parts added. It could be ordered as either a coupe or convertible and the 3LT package was also a standard feature.

What also made the 2017 Grand Sport Collector Edition special is that it was in 2017 that Chevrolet revealed that the next Corvette, the C8, would be mid-engined, not front-engined. This meant that many “purists” wanted to get in on the best version of the Grand Sport. It carried the same LT1 V8 engine as the base Grand Sport, producing a nominal 460 HP, but the special cosmetic and aerodynamic features made it worth pursuing in the view of many.

These days, if you look at auction listings, you will often find that if a 2017 Corvette C7 Grand Sport comes up, they usually sell between $40,000 and $65,000, depending on condition, miles, history, et al. If a Collector Edition comes up, however, you will often find that price exceeding $100,000, as year over year the waitlist for a Corvette C8 grows longer. This is driving collectors to desire one of the best versions of the C7 to both have a Corvette, as well as have a front-engine, rear-drive Corvette with a factory standard electronically controlled limited-slip differential and the Z07 performance package.

Unlike many classics, however, the Collector Edition is still a viable, driveable modern supercar, and can be insured as such. However, with those looking to have low mile versions, with few if any modifications, they are also able to be registered as classics, with collector plates and insurance premiums to match. Again asking our friends at American Collectors Insurance, you would be looking at a much more reasonable $7,000 to $10,000 per year if registered as a classic collector car.

The Future Of Classic Supercars

While we have two prime examples of a truly awesome collector’s prize in the 250 GTO, and an attainable, if a bit pricey, auction superstar in the Corvette C7 Grand Sport Collector Edition, the future of collectible, classic supercars is looking a bit strange. As the push for electric vehicles surges, many manufacturers have looked at how to best harness the newest technology to keep the supercar alive, and have also created a new type of vehicle entirely with their development.

While limited series, extremely rare, and expensive cars like the Bugatti Chiron 300 or the Ferrari SF90 will certainly be considered classics, it is the hypercar that seems destined to become the new auction superstar.

Take, for example, the 2022 Lotus Evija. Limited to 130 total units, the electric hypercar is made out of the latest space-age materials including carbon-titanium weave, carbon composite, and a variety of resin-impregnated organic fibers. It carries a massive 70 kWh lithium-ion battery stack where a traditional mid-mount engine would sit, and that battery powers four independent electric motors, one at each wheel, that is capable of 500 HP each. The Evija, therefore, is the first production car to come from the factory with 2,000 HP.

At over $2 million USD, each Evija is already a classic hypercar, and desirable to those that missed out on getting onto the purchase list for one. As the first real, roadgoing electric hypercar, it will certainly be gracing auction blocks in a few year’s time, after it has appreciated beyond its original cost.

Yet, there is still hope for those that prefer the internal combustion engine, with rare supercars and hypercars coming from companies such as Koenigsegg, Ferrari, McLaren, Rimac, and the American company SSC, whose Tuatara hypercar can reach the ungodly number of 1,750 HP when fueled with E85.

All of those companies specialize in limited series, low production, high-cost special supercars and hypercars, and as the world pushes more and more towards electric vehicles, it may just free up enough gas that these rare beasts, in 20 years time, will be on the auction block for tens of millions, just like the 250 GTO.

August 2, 2021 / Comments Off

908

Aston Martin Valkyrie is set to lose its roof at Pebble Beach with roadster variant

Aston Martin is coming to Monterey Car Week with a new car reveal. The specific model name isn’t explicitly mentioned by Aston, but one look at the “teaser” gives us all the information we might need to suss it out.

The Valkyrie is losing its roof for a new Roadster variant that will join the existing hardtop and racing-only AMR Pro model. You must look rather closely at the roof area of the teaser, but upon inspection, the roof of the Valkyrie shown here is missing. Additionally, the doors have a new design to accommodate the missing roof. Instead of opening via the roof in gullwing fashion, they appear to be scissor doors. Beyond these details, we’re left to guess at the rest. The car looks similar to the standard coupe up front, and the convertible appears to keep the roof scoop, too.

Aston says the wraps will officially be taken off this new model on Thursday, August 12. After being revealed at a private event, the car will be available to see by invitation-only beginning the following day at the Aston Martin Club 1913. All Aston will say about the model so far is that it’s “a new product from the brand which extends the company’s performance credentials a step further.”

In addition to the new Valkyrie, Aston is also bringing the Valhalla supercar to North America for the first time. You can read all about that mid-engine car here, and then go check it out on Pebble Beach’s 18th fairway. If you want one, Aston just made its production run official — only 999 Valhallas will be built over the next two years.

Related video:

August 2, 2021 / Comments Off

455

Porsche offers a glimpse of it futuristic Renndienst electric van concept

Just like Ford with its Mustang Mach-E, the automotive industry likewise recognizes the Taycan from Porsche as a success. So far, the favorable outcome of the German marque’s electrification is leading to even more exciting projects. An EV version of the Macan is already in development, which is why the company is exploring new platforms like the Renndienst.

The company is not exactly the first one out of the gates with an electric van concept. We can recall Volkswagen with its ID. BUZZ and the Canoo MPDV to name a few. Porsche seems to want in on the fun as well. There’s no word if this ride will eventually see a commercial release, but what it teases appears to be exciting, nonetheless.

Instead of focusing on the technical specifications, they seem to be highlighting the cabin. In fact, the press release calls in the “interior of the future.” It’s clear that they intend to give occupants as much legroom as possible.

Judging by the images of the Renndienst, there’s ample seating for up to six people including the driver. The steering column is mounted at the center along with the analog instrument panels. On each side, there are large display panels – presumably the infotainment units of the electric van.

Porsche engineers are also considering haptic buttons instead of mechanical ones. Meanwhile, the driver’s seat can swivel 180 degrees. This allows the Renndienst driver to interact with the passengers while autonomous driving technology takes over during travel.

According to the chief designer of the Renndienst, they will be drawing inspiration from the Taycan. Another notable element is the asymmetrical windows. One side is covered to give occupants some privacy, while the other side provides a wide view of what’s outside.

Learn more

Images courtesy of Porsche

August 2, 2021 / Comments Off

349

Bugatti’s global dealer network

A Bugatti customer just doesn’t walk onto a dealer lot and gets one of the cars from the showroom floor, or from the stock hiding away in some dark warehouse, each Bugatti is a unique car, bespoke-built for that client with the exact options he or she selected from a vast list of possibilities, someone in the market for a new million-dollar hypercar built in Molsheim, France wants to taste a special experience, usually taking days, weeks, or usually even longer to configure the car just the way the future owners wants it.

So a Bugatti dealer isn’t a massive showroom filled with demo cars and tens if not hundreds of salespeople running around trying to make that sale so they get their commission, each of the 34 officially approved Bugatti dealerships around the world have their specific brand manager, a full-time job whose sole purpose is to bring the unique Molsheim Experience into the world and deliver the ultimate in luxury, design, and technology to both existing and potential customers.

Back when the Bugatti Veyron 16.4 was unveiled in 2005 as the revival of the famous French make, it wasn’t easy to bring this new super sports car to the public, Bugatti didn’t have any dealers yet, buying a 1,000 PS car with 16 cylinders that could do over 400 km/h from a make that was dormant for decades after the EB110 production was halted might not have been too enticing for those that could actually afford this amazing car, it took them six years to put together some kind of network.

If you were in the market for a new Bugatti Veyron in 2011, you could turn to official dealers in North America, the Middle East, and Asia, but neither of them actually had a demo car for you to experience, in those days Bugatti would fly out a driver with a Veyron to your location to test drive, a very costly situation, each Bugatti was sold straight from the factory. The same would happen if you already owned a Bugatti Veyron and something went wrong, you would get a “Flying Doctor” to come to you to resolve the issue, after which they would take the airplane and fly to the next customer … this way of working could no longer be sustained.

Markus Vögele Head of Dealer Network and Business Development for Bugatti

In 2012 Bugatti attracted Markus Vögele, having a decade of experience at the Porsche Group, working in CRM, dealership/product marketing, and consulting, he became Head of Dealer Network and Business Development, developing a unique dealer network strategy for Bugatti over the next years that would include a global Salesforce CRM cloud solution that would emerge any potential client in the Molsheim Experience, no matter in what part of the world they walk into the Bugatti showroom.

The new Bugatti showroom would become an emotive concept, reflecting the core values and century-old history of this French make, each showroom will have a similar feeling for the customer as they would walk into the lounge at the Molsheim headquarters, with samples of paintwork/carbon and leather patterns, as well as decorative elements to be found inside a new Bugatti Chiron, the lounge will allow clients to contemplate over their options for their future hypercar in all serenity.

There is even a massive display screen in the showroom that will show a 3D render of the Bugatti Chiron you are configuring in real-time, the display is so large it can show the actual car in full size for that complete experience, the customer is virtually immersed into their new car. “The showroom is our flagship to the outside world, customers and fans alike. It is the place where they can meet with Bugatti ‘family members,’” says Vögele.

August 2, 2021 / Comments Off

727

Three exclusive Mercedes-AMG GT3

Fifty years ago a bright red Mercedes-Benz 300 SEL 6.8 AMG won its class and took second place overall in the famous Spa-Francorchamps 24-hour race, driven by Hans Heyer and Clemens Schickentanz, creating the foundation of what would become the most important Mercedes tuner ever, AMG was still a very young brand in those days, the classic race at the Ardennes circuit resulted into the first major success.

As an homage to that legendary red saloon from 1971, Mercedes-AMG created a limited edition GT3 race car in a similar red body, called the “50 Years Legend of Spa”, these are not your ordinary GT3 cars that are entered into this years 24 Hours of Spa race, there are three cars in this “50 Years Legend of Spa” special edition builds, and they are based on the three GT3 generations that have been available since 2010.

Production of the “50 Years Legend of Spa” GT3 cars is limited to a single unit of each model, the Mercedes-Benz SLS AMG GT3, the 2016 Mercedes-AMG GT3, and the current evolution version of the Mercedes-AMG GT3, all three cars are finished in the famous red paint, but these ready-to-race unique cars show a special 50 style cartouche to fit their number and come with a range of sponsor decals to mimic the looks of the 300 SEL 6.8 AMG from 1971.

Do keep in mind these three very special Mercedes-AMG GT3 cars come without FIA homologation, the full 650 hp from their 6.3-Liter engine is unleashed through an unrestricted exhaust while the interior boasts a Graphite Metallic Matt finish with the instrument cluster on a carbon fiber panel, complete with the 50th-anniversary plaque and the signature of Hans Werner Aufrecht who founded AMG originally.

Mercedes-Benz SLS AMG GT3 “50 Years Legend of Spa”

Production of the Mercedes-Benz SLS AMG ended back in 2015 already, but this commemorative edition for the Legend of Spa series is a brand new, 2021 car. So how is this possible you might ask? Simple, Mercedes-AMG still had one, and only one, bodyshell in their warehouse, they took this final car and built it into this brand-new competition gullwing, hence creating a one-of-a-kind 2021 SLS AMG GT3, truly a unique car in every sense of the word.

Mercedes-AMG GT3 “50 Years Legend of Spa”

The second GT3 in the series is based upon the now discontinued 2016 model year for the Mercedes-AMG GT3, it is still a new car, but from the first model generation in this case, complete with the famous red color and sponsor decals fitted, and there is something really special about this celebration edition too … the spaceframe used for this “50 Years Legend of Spa” is number 100.

The second Mercedes-AMG GT3 “50 Years Legend of Spa”

The third car in this series is also a Mercedes-AMG GT3, but the more recent 2020 edition, and apart from the special performance exhaust fitted to these commemorative “50 Years Legend of Spa” versions, this specific car is identical to the ones that will compete in the 2021 edition of the 24 Hours of Spa that is being held this weekend.

With the design of this modern GT3 race car, she represents both the past and the future in one go as a tribute to the DNA and the history of AMG as a brand, or as Jochen Hermann, technical managing director, Mercedes-AMG GmbH puts it: “The special editions recall one of the most important milestones in AMG’s corporate history. The 24-hour race at Spa in 1971 stands as an example for the spirit of our brand: daring to take on the impossible, overcoming challenges and convincing with performance!”

“I am very happy that we have been present with our Customer Racing Programme in the Belgian endurance racing classic without exception since 2011. This year, my joy is even bigger as I will be on-site for the race myself. I am curious what the public response to our special editions will be like. Technically and optically, they are highlights, there is no doubt about that. And the exclusivity of the three cars is really extraordinary!”

Specific characteristics and pricing of the “50 Years Legend of Spa”

Bespoke Interior Features
Special chassis paint: Graphite Metallic Matt
Seat with “50 Years Legend of Spa” logo
Red seat belts
AMG logo in door panels and entry strips painted red
Badge with original signature of Hans Werner Aufrecht
“50 Years Legend of Spa – One of One” badge
Instrument panel in visible carbon with matt finish

Bespoke Exterior Features
Special paint “50 Years Legend of Spa”
Special paint rims
Performance exhaust system without silencer
Optimized engine performance
Limited car cover with “50 Years Legend of Spa” logo
Delivery on slicks

Pricing (before VAT)
SLS AMG GT3: 650.000 Euro
GT3 (MY 2016): 500.000 Euro
GT3 (MY 2020): 575.000 Euro

July 29, 2021 / Comments Off

1118

A one-of-a-kind Porsche 911 to honour Mexico’s greatest racer

There are not too many professional drivers in the world that can show two Formula One Grand Prix wins, a victory at the 24 Hours of Le Mans, and four triumphs in the 24 Hours of Daytona, 50 years ago … Pedro Rodriguez is probably the most successful driver Mexico ever had, sadly he lost his life at the Norisring street circuit in Nuremberg, Germany on 11 July 1971 after he managed to secure the championship win for Porsche in 1970 and 1971 in the World Championship of Makes, called the World Endurance Championship (WEC) today, Pedro held 11 titles in this series.

To commemorate this amazing Mexican driver, Porsche Latin America together with Porsche Mexico commissioned a bespoke build from Zuffenhausen … a tribute version of the Porsche 911 Turbo S, with the help of Porsche Exclusive Manufaktur, this one of a kind 911 was put together, the Porsche 911 Turbo S ‘One of a Kind’ Pedro Rodríguez to be unveiled at a Sportscar Together Day at the Centro de Alto Rendimiento Pegaso, in Toluca, Mexico.

A total of 8 of those 11 victories in the World Championship of Makes were behind the wheel of the famous Porsche 917 KH racecar, in the very distinctive, but immensely famous, Gulf Oil livery, the combination of Gulf blue and bright orange that adorned numerous racecars over the years, with the Porsche 917 KH being among the most famous cars from Germany ever, so this tribute 911 just had to wear this dress again, 50 years later.

This one-of-a-kind Porsche 911 Turbo S tribute will remain a unique car forever, Porsche actually locked this specific configuration in their configurator, nobody else in the entire world will be able to order a Porsche 911 Turbo S exactly like this, with these specific options. “This car has unique elements that no other car in the world can have,” says Camilo San Martin, Director of Porsche Mexico.

This specific Porsche 911 Turbo S comes with custom-designed wheels in a glossy black finish and aluminum center-locking bolts, but the light blue body also features a racing cartouche, populated with the number 2 in this case. Another amazing detail is the custom plaque fitted onto the B-pillar of this car, showing the silhouette of the famous Porsche 917 KH for this occasion in the colors of the Mexican flag accompanied by Pedro Rodriguez’s name and signature.

As yet another tribute to a unique, irreplaceable driver, an idol of the past and a legend of today, the names of the eight races he won with the 917 KH are engraved under the rear spoiler, while more attention to detail can be found on the door sills, when you open the door the carbon fiber trim on these sills contains an illuminated version of the plaque from the B-pillar … simply amazing.

The interior of this unique Porsche 911 Turbo S Pedro Rodgriguez tribute is just astonishing with a graphite blue upholstery in soft leather with contrasting stitching in bright orange to match the outside livery, and while these might just be small details, you’ll find the 917 profile as embroidery on both headrests again, in orange naturally, and Rodriguez’s signature embossed into the armrest between the seats, and additionally on the carbon fiber dashboard trim.

And that’s not even all of the bespoke elements for this special car, even the key for this Porsche 911 Turbo S was color-coded to the Gulf blue exterior … and shows the signature of the two-time world endurance champion as well. To complete the extensive options list of this one-off, there is a bespoke luggage set that comes with the car, finished in Graphite Blue leather with orange stitching and details, so it matches the interior upholstery perfectly.

Interested in adding this car to your collection, despite the fact you will not be able to order a second, similar one from Porsche directly? Fear not, this Porsche 911 Turbo S “One of a Kind” Pedro Rodríguez will be auctioned off later this year with all proceeds going to various charitable causes.

July 28, 2021 / Comments Off

738

Mazzanti Automobili: One of Italy’s Best Kept Secrets

Earlier this month, we here at Supercars.net were lucky to be invited by Mazzanti Automobili to watch an introduction to the brand livestream. Presenting the stream were Guy Jenner, CEO of HWM, the UK’s oldest Aston Martin and Supercar dealership, and Luca Mazzanti, CEO and founder of Mazzanti Automobili. However, before we pass along the amazing things we learned, we should introduce Mazzanti Automobili to those who may never have come across them before.

Founded in 2002 as Faralli & Mazzanti by co-founders Walter Faralli and Luca Mazzanti, the original company was focused on restoration of classic high performance cars, while also gaining experience in design and development of modern supercar ideas. This experience and appreciation of the classic sports car style led to the F&M Antas V8 in 2006, a design concept that evokes the lines and timeless beauty of the early years of the Italian berlinetta coupes with long hoops and sloping tails, with a plush cabin in between.

In 2010, Luca and Walter split the company into two units, with Farelli Restauri continuing the classic car restoration business, and Mazzanti Automobili becoming a supercar and hypercar developer and manufacturer. The next year, in 2011, the Mazzanti Evantra was premiered after 3 years of design work, with the help of Zsolt Tarnok.

This production supercar, which in light of the new classification that came about around 2018 is now considered a hypercar, is highly customizable by each client, and production has been limited to only five per year since 2013. This brings exclusivity to each car and client, as well as leveraging the coachbuilding and customization skills of Mazzanti Automobili to make the interior of each car, in a literal sense, tailored to fit each driver individually, to their tastes and requirements.

The numbers that are attached to the car are also quite impressive. Weighing in at just 2,866 lbs fully wet, it is powered along by 701 HP and a tarmac shredding 625 lb-ft of torque, all generated by a naturally aspirated 7,011cc GM V8, which Mazzanti has specially modified in-house for the Evantra. Connected to a six-speed paddle shift semi-automatic transmission, the Evantra will reach over 220 MPH, and clears 60 MPH in a hair over 3 seconds. However, a multitude of engines are now available, from a modified 6.4L GM V8 in the Evantra Pura, to a modified 7.4L GM V8 with a twin-turbocharger system in the Evantra Millecavalli, giving it insane power over 1,000 HP. And for the Millecavalli R, that power is raised even further so that the “R” may reach speeds of over 250 MPH.

Now that you are familiar with Mazzanti Automobili and their superb Evantra hypercar, let us delve into the “fireside chat” between Guy Jenner and Luca Mazzanti. While this will not be a full transcript of the entire chat, we will be highlighting certain questions and answers that we felt would give you the best introduction and insight into Mazzanti Automobili as a whole.

———–

Guy Jenner: So Luca, I’ve browsed the Mazzanti Automobili website but it’s not often you get the opportunity to talk to the founder of a hypercar manufacturer – how would you best describe what Mazzanti is all about?

Luca Mazzanti: You know, I’ve been involved in cars all my life; first starting in our family business here in Tuscany in 1990 straight from school – we did repairs and upgrades for many types of sportscars in this period. And later I was involved in what you might call restoration and refurbishment of classic sports cars to a very high standard, even total rebuilds, with our partner Walter Faralli. These 15 years really were the foundation period for Mazzanti Automobili and for sure it put a lot of pressure on our family, this period.

———–

This introduction right at the start of the livestream resonated with a lot of us here at Supercars.net. For some of us, the love of cars big and small came through the experience of that love with family. When your father likes to rebuild engines, he’ll obviously share that with you. When your mother is a part-time racing driver, she’ll obviously want you watching her win at the track.

The same can be said about Luca, who joined the family restoration, repair, and upgrading business right away. Getting hands on at an early age allows for the love of design, the appreciation of shape and flow, and the learning of all the intricacies that go into making real sports cars to be absorbed into his own design style. Of course, this could only lead to great things in the future.

—————

Guy Jenner: So, the Evantra project, that’s the program that gave rise to the stable of cars Mazzanti has on offer today? What did you want to achieve with that?

Luca Mazzanti: Really, it came as a progression out of the Antas to the Vulca and then to Evantra where we now have three versions, the Evantra Pura, the Evantra 781 and the Millecavalli. If you look at the shape and styling of each car, you can see they have a common link, a heritage so to say. And as a small manufacturer you are always thinking about how to make your cars different from everyone else so that this is your edge.

For us it is a combination of the racing experience that comes with hypercar performance but also the quality of the driving experience. There are many supercar manufacturers out there trying to be the fastest car or the most horsepower and so on, and while the Evantra can hold its own in this company, we don’t think this alone is enough.

—————

Luca makes the excellent point at this part of the stream, about five minutes in, where he recognizes that in the supercar and hypercar spaces, there really is a war going on about being the most powerful, the fastest accelerating, the highest speed car. Look at McLaren and Ferrari, for example, one upping each other with each new model release. McLaren released the 720S, Ferrari fired back with the 812 Superfast, and so on.

So what sets the Evantra apart?

————–
Guy Jenner: …We see more and more that customers are looking for driver involvement rather than simply chasing performance (in supercars). It is not how fast you go but how you go fast. Would you agree?

Luca Mazzanti: Absolutely! Too many manufacturers produce a stripped back, almost ‘brutal’ experience so they can get a little extra performance. And if we have a customer who really wants this, we can provide it, as indeed we have done in the past. But the drive becomes uncomfortable, even very uncomfortable.

Many hypercar owners keep their cars in the garage and only come out very rarely, maybe only once a month for a couple of kilometres: they like owning the hypercar but they don’t enjoy driving it. That’s what we focus on. Making the experience something that encourages the owner to want to drive their car.

————–

This is, to borrow the word from Luca, brutally true. Take, for example, the astonishingly fast Lotus Evija, a fully electric hypercar. Being typically Lotus, weight savings in the Evija are at a level even many German engineers would consider to be slightly beyond normal. In the cabin, where the owner involves himself or herself with the act of driving the car, there isn’t even a full dashboard, and the seats are carbon composite with the absolutely thinnest layer of comfort foam that can be reasonably gotten away with.

It may be an absolutely mental experience to drive a 2,000 HP car that weighs a little over 2,300 lbs, but it wouldn’t be comfortable for the longer cruise that an owner might actually want to go on, to get the car to a Concours d’Elegance or some such event.

Further on in the chat, Luca also had a follow up as to what his ultimate design goal was with the Evantra…

——————-

Guy Jenner: And where does the customer sit in all this? Why would they want to buy a Mazzanti as opposed to an Aston Martin or a Lamborghini or the others?

Luca Mazzanti: Look, everything we do is for the customer – I always believe we should give the driver the opportunity to re-engage with their car as one of their most valued and cherished possessions, as they did in the golden age of motoring. And we achieve this by inviting them to be part of the team throughout the production process from when they first come to Pontedera, when I sit with them in an Evantra and get to know them, what they like and what they don’t like, through to sign offs on the designs and customisation through to the handover. In fact, we are building in the opportunity for customers to name their cars in the same way that a century ago, every Rolls Royce that was built was given its own name.

——————By owning the process from customer visit, through design and development of their specific car, to individual sign-offs, through to handover, Mazzanti Automobili is following the example of several great manufacturers and people at the dawn of motoring. Rolls Royce started this way, with classics such as the Silver Ghost and the original 1938 Wraith. Ettore Bugatti made many a car this way for his most premium and favored customers, such as the Kellner Coupe, and the Type 57SC Atlantique Coupe.

This is why some of the Evantra’s in the introduction seemed to have unusual names, as they were one-off’s built for just one owner. This level of coachbuilding and premium customization for each and every customer, using a team of 15 highly skilled people in Pontedera, Italy, is why Mazzanti is one of Italy’s best kept secrets.

And if you were wondering if there is enough passion in that small team to make the best driver’s hypercar, this is the transcript from the end of the livestream, which shows just how much it means to Luca Mazzanti to be building the Evantra.—————–

Luca Mazzanti: Well, it doesn’t end there: in some ways we are not selling a car but a lifestyle, and this is something we are expanding right now so that customers can join us in Tuscany, and in due course at our other locations around the world, for events focused around the cars that are also social events.

The new Mazzanti Racing Club for friends of the company is very much aimed at enabling all our supporters to get involved with what we do. We want owners and their family and friends to join us at some of the events we appear at and to feel part of the Project.

Guy Jenner: And how about technology for customer support, how do you see that?

Luca Mazzanti: Yes, very important – we’re in the 21st Century now!

So, we are rolling out this year our Virtual Reality offering which will enable customers and dealers to join us in Pontedera from the comfort of their own homes, so to speak. I really think this will be a game changer.

Also, although we have a fly-in maintenance team, we are already able to connect online to our cars and this enables us to diagnose most issues remotely, identifying servicing requirements and so on.

Guy Jenner: And how has this translated into sales?

Luca Mazzanti: So far we are at 15 cars sold including 11 in the Evantra range, all hand-made-in-Italy, and we currently have 5 in production. But we have a limit of 20 cars for each model, so we are constantly looking at ways to make changes so we are different from our competitors. Right now we are planning the racing version of the Millecavalli – the “Millecavalli R”.

Guy Jenner: And pricing?

Luca Mazzanti: In the current range the Evantra Pura is offered at €1.0 million for track and €1.3 million for road while the 781 which has a more ‘grand touring’ character is €1.5 million on the track and €1.8 million on the road. The Millecavalli is currently only in a track version and is €2.4 million.

——————

Want to know more about these amazing hypercars? Visit Mazzanti Automobili to learn more.

July 28, 2021 / Comments Off

678

Tom Cruise’s ‘Risky Business’ 1979 Porsche 928

The Porsche 928 was intended to replace the iconic 911. Well, that never happened, but that doesn’t mean the bug-eyed 928 isn’t worthy. This one, in particular, was used in the filming of the 1979…

The post Tom Cruise’s ‘Risky Business’ 1979 Porsche 928 first appeared on Cool Material.

The McLaren 765LT Spider

The McLaren 765LT is an impressive car on her own, continuing the Long Tail legacy we know from McLaren since the 675LT, 675LT Spider, 600LT, and 600LT Spider, but the Long Tail name was born back in 1997 when a McLaren F1 GTR Longtail took the victory in the GT1 class during the world’s most famous endurance race, the legendary 24 Hours of Le Mans in France.

When you are reading this article, the McLaren 765LT Coupe is already sold out, every single one of the 765 units has found a customer, so for McLaren, this is the perfect opportunity to make some more money from this chassis and release the Spider version, a convertible based on the 765 PS strong model, making this the most powerful open-top McLaren supercar to date … and once again, production for the McLaren 765LT Spider is limited to 765 units, what would you expect?

Now, I hear you thinking … most powerful-ever convertible supercar from McLaren? What about the McLaren Elva with her 804 hp then? Simple, apart from the ‘Windscreen edition Elva‘ for certain markets or for those clients that prefer having some protection in front of them, there is no roof on the Elva, so technically it’s not a convertible … you can’t ‘convert’ it into a closed model as this 765LT Spider can, so with 765 PS the latter takes that crown.

Turning the McLaren 765LT into the Spider only adds 49 kg to the overall weight of 1,388 kg, compared to the McLaren 720S Spider that’s still 80 kg lighter, and the press release states her closest rivals are all at least 100 kg heavier, part of that lightweight comes from an innovative roof design McLaren calls the RHT, or Retractable Hard Top, a single-piece carbon fiber top that can be stowed away in just 11 seconds while driving at up to 50 km/h, very impressive.

Despite being launched after all the units of the McLaren 765LT Coupe were sold, the MonoCage II-S structure (with the S for Spider) was developed at the same time as the coupe monocoque, many of the structural components are shared among the two, such as the windshield surround for instance. An amazing feat is the fact the Spider monocoque didn’t need any additional bracing for rigidity due to not having a roof structure, the rollover protection is fully bonded into the chassis by the way.

Despite being a hardtop convertible, the windshield does not need to be extended above the occupants as seen on many open-top cars with a rigid roof, using a single piece carbon fiber roof also increases headroom thanks to no seam needed above your head, and when closed the entire structure is stronger than ever thanks to it being all carbon fiber from front to back … for the Spider version McLaren did have to reprogram the active rear wing to counteract the difference in airflow with the roof in place compared to when driving topless.

The engine from the 765LT is used for the Spider, what else, this 4-Liter V8 engine with twin-turbocharging gives the 765LT Spider an amazing power to weight ratio of 598PS-per-tonne, with 800 Nm of torque the acceleration figures are equally as impressive, 0 to 100 km/h takes 2.8 seconds, the 0 to 60 mph time is just 2.7 seconds. 200 km/h (124 mph) comes up after only 7.2 seconds with a top speed of 330 km/h (205 mph). This new Longtail Spider achieved the fastest lap times ever posted by a convertible LT model while the famous quarter-mile from standstill is completed in 10 seconds flat!

You might want to head over to your local McLaren dealer as this 765LT Spider is available to order right now, pricing in the UK is set at £310,500 and it seems the entire production capacity for the remainder of 2021 is already sold out, with only 765 units in total, you might want to hurry up and get that order signed so you don’t miss out on this latest and most engaging addition to the McLaren Longtail lineage, this is a new classic collector’s car in the making for sure.

Enjoy some more photos of this amazing looking McLaren 765LT Spider in our image gallery below:

July 27, 2021 / Comments Off

1121

McLaren 765LT Spider drops the roof on the 755-horsepower supercar

The McLaren 765LT Spider is here, and just like the coupe, it’s a total monster. In fact, it’s a near carbon copy of the 765LT coupe in every way that it could be.

We’ll start with what’s new and different about the Spider. The power retractable roof is a single slab of carbon fiber. McLaren says it completes the opening or closing procedure in just 11 seconds at speeds up to 31 mph. The roof mechanism is also far more refined than McLaren Spiders of the past, as McLaren promises the mechanism produces half as much noise as the 675LT Spider’s roof does.

McLaren LT cars are known for shedding pounds, and this 765LT Spider is no different. It weighs 176 pounds less than the 720S Spider it’s based on. This weight savings is accomplished through a variety of means. The LT’s forged wheels drop 49 pounds. The carbon fiber seats shed another 40 pounds. A lightweight battery drops 6.6 pounds. All the new carbon bodywork offers 11 pounds of weight savings. Deleting the floor carpet loses another 5.3 pounds. The titanium exhaust weighs 40% less than the standard stainless steel system. And lastly, McLaren deletes the air conditioning and radio as standard, dropping another 22 pounds and 3.3 pounds respectively. You can option both A/C and the radio back on as no-cost options, which is something we’d recommend you do.

Of course, making a removable roof version of the coupe means adding weight back. McLaren says the Spider is 108 pounds heavier than the coupe, a relatively light penalty for losing the roof. McLaren says the inherent stiffness of its carbon monocoque is enough that it didn’t need to add in a bunch of additional stiffening to keep the car rigid. Acceleration times are hardly diminished with the added weight. It has an identical 0-60 time as the coupe at 2.7 seconds. Unfortunately, the 0-124 time is reduced by 0.2 second to an agonizingly long 7.2 seconds (/sarcasm). Top speed is a coupe-matching 205 miles per hour.

Those bonkers acceleration capabilities come courtesy of the same mega powerful engine used in the coupe. The 4.0-liter twin-turbo V8 makes 755 horsepower and 590 pound-feet of torque. You can listen to the exhaust via the powered rear window that brings you closer to the noise even if the top is up.

Just like the coupe, the Spider gets bespoke wheels, tires and brakes to add performance. All the aero enhancements for increased downforce are impossible to miss on the car’s heavily modified exterior — it makes 25% more downforce than the 720S Spider. Plus, the suspension is enhanced with more bespoke LT parts for the springs and dampers. It also gets a wider front track, lower ride height and unique suspension tuning above and beyond the 720S Spider.

Getting your hands on a 765LT Spider coupe prove difficult due to the low production run McLaren is setting. Only 765 will be sold around the world, and McLaren says one-third of the production will come to the U.S. The starting price is $382,500. That’s $24,500 more than the coupe for those who are keeping track.

Related video:

July 27, 2021 / Comments Off

612

The McLaren 765LT Spider: extreme performance and new heights of driver engagement from McLaren’s most powerful-ever convertible supercar

[unable to retrieve full-text content]

July 27, 2021 / Comments Off

257

Hot Rod Jaguar XJS Convertible

The idea of driving a 6-Liter V12 convertible might be appealing to many, but cars like this usually tend to be in the six figures range, some even closing in on 7 figures … but if you are ok with getting an older, classic model, this 1990 Jaguar XJS Convertible might be an option, currently being listed on BringATrailer, at the time of writing the maximum bid is below $15,000 … so is this a bargain then?

I hope you take a close look at what you would be getting yourself into when you buy this car or any 30-year old classic for that matter, especially with a massive V12 engine under that long hood, while you could argue this is a classic car that will appreciate over time and become very valuable in the long run, right now it’s just an old Jaguar with a very limited interest on the car market, made even worse by the fact this one is a custom one.

A classic, collectible car first becomes just another old car at a certain point in its life, just like this 1990 Jaguar XJS Convertible, old cars don’t have a lot of value and sometimes end up in a car graveyard to die a slow death or become a parts car to keep other ‘old’ cars running. But at a certain moment in time, some old cars become classics, and then things get interesting as their value goes up, in some cases quite considerably might I add.

In the case of Jaguar, I’m sure we can all agree on the fact that the E-Type is a collector’s classic these days, and quite frankly the XJS models just haven’t reached that point yet, sure there are owner’s clubs out there for this big coupe from the UK, and some of these might demand a nice premium … but this red sample from 1990 with the original style taillights just won’t, and my guess is this specific one will never become a collectible classic either, sorry.

Personally, I rather like the styling and the idea behind the Jaguar XJS, being a successor to the E-Type, the XJS was intended to be a big, comfortable and luxurious GT, and the V12 engined ones were impressive in their own time, the top-of-the-line version, especially in convertible form like the 1990 model presented here … but that’s where the good news ends for this specific model, as in the long run only factory original cars will become collectible, and this red one has been heavily modified.

While this might have been a great idea when this car was ‘current’, owing an older customized car isn’t always a good idea, in this case, the original, numbers-matching 5.3-Liter V12 got destroyed and has been replaced by a more modern 6-Liter V12 engine, still from Jaguar, but taken from the XJR-S sedan, complete with Jaguar Sport cam covers, further upgraded by Hyper Engineering with a cold-air intake and a custom Zytek ECU for increased performance.

To get even more cool air into that Hyper Engineering intake, the headlight pods on this US-spec Jaguar XJS have been altered, the standard dual headlights have been replaced by single units, the inner headlight units were removed, and two custom-made Hyper Engineering cold air intake were fitted, fully chromed to match the rest of the front, and that was only the start of the customization on this XJS Convertible.

An extensive Lister aerodynamic kit was fitted onto this bright red convertible too, consisting of a deeper front spoiler, side skirts, wider rear fenders, a rear diffuser underneath the chromed bumper, and to complete the looks a rear wing sits on the luggage cover, with an opening for the automatic antenna, a very special touch courtesy of Lister is the new engine cover with dual NACA inlets for even more cool air for that large V12 engine.

Many years ago these 17-inch OZ Racing wheels in multi-piece Futura design were very popular, but today they do look rather dated, tires are impressive Dunlop SP Sport 4000 units in a wide 275/40 size, the brakes have been updated in 2001 by Hyper Engineering together with beefier torsion bars … to make the car sound as good as it looked, stainless steel exhaust manifolds joined the replacement engine, and the original three-speed transmission was replaced with a five-speed manual unit from Gretag … it’s obvious not much of the 1990 XJS remains today.

The interior inside this red convertible looks amazing, finished in tan leather on the seats, door panels, central console … there is soft leather and wood everywhere inside this classic Jaguar, with a period-correct Sony cassette stereo complete with a CD changer in the trunk, naturally this convertible GT comes with air-conditioning to keep cool when you close the black cloth roof, which is power operated as you would expect, a custom MOMO steering wheel matched the black leather on the top of the dashboard.

Chassis SAJNW4845LC172726 now has about 31,000 miles on the odometer, which comes down to 1,000 per year on average, and if you would buy this car today, you should just enjoy it, driving around with the top down under the sun, listening to that V12 engine. This isn’t a future collector’s item you should park in your temperature and humidity-controlled garage and just wait for the value to rise … that will not happen for this car, it’s been modified too heavily to become a classic that will be sought after by collectors in a decade or so, collectors look for numbers-matching samples in good condition, not a personalized interpretation like this … so this one is just about having fun with it while it lasts, enjoy it to the fullest and don’t worry about adding miles … just drive it.

July 27, 2021 / Comments Off

1429

Listen to the Gordon Murray T.50’s V12 exhaust note

The Gordon Murray Automotive T.50, promised to be the greatest — and perhaps last — analog supercar, is still undergoing testing. When we last saw a T.50 prototype, its naturally aspirated, mid-engined V12 was rev-limited to low speeds. Now, GMA has released another video showing two test mules at slightly higher velocities, giving us a better idea of what kind of exhaust note we can expect.

The testing takes place at the Dunsfold, England, test track famous for its appearances on “Top Gear.” Though the Cosworth-built 3.9-liter V12 is said to have a redline of 12,100 rpm, in these tests it’s still limited to 5,000 rpm. Still, that’s enough to give us an idea of what kind of aural assault the car will deliver.

As it turns out, at low rpm there’s a lot of the baritone rumble that seems to be de rigueur in modern performance cars. At higher speeds, the engine provides a bit more of the high-pitched hum of the T.50’s spiritual predecessor, Murray’s McLaren F1, though overall the exhaust note is quite loud. There’s definitely more of a primal roar than the F1’s all-business precision engineering whir.

But while it may sound like other supercars, Murray has been adamant that the T.50 will remain the anti-supercar supercar. It will prioritize agility and handling over raw horsepower, with styling that’s more subdued than modern look-at-me-mobiles.

As such, Murray says the T.50 will be about the size of a 718 Boxster and lighter than a Mazda MX-5 Miata. Though the output of 654 horsepower at 11,500 rpm and 344 pound-feet of torque at 9,000 rpm may not win armchair bragging rights, its power-to-weight ratio should better the Ferrari LaFerrari’s.

Production of the 1+2 seater is slated to begin in 2022. A production run of only 100 units has been promised, so if you think you might want to drop the $3 million on the last pure naturally aspirated, internal combustion-only sports car by arguably the greatest living supercar engineer on Earth, you should act fast.

July 26, 2021 / Comments Off

559

Fabio Lamborghini unveils Huber Era

There will be only 21 of these Huber ERA built in the entire world, created by Sean-Peter Huber’s own coachbuilding company, the ERA is a facelift based on the Lamborghini Aventador, the first one of these Huber ERA has just been delivered to its owner in the UK, Ciro Ciampi, who is not only the membership Secretary for the Lamborghini Club UK, he is also the founder of the car community Petrolheadonism.

The unveiling of this impressive Lamborghini conversion was held at the former David & Victoria Beckham Estate, complemented by an amazing supercar collection on the grounds, and with the attendance of none other than Fabio Lamborghini himself, who together with Tonino Lamborghini, the latter being Ferruccio’s son, runs the family museum in Italy that showcases several Lamborghini that were important in history, or that actually belonged to Ferruccio Lamborghini himself.

But back to the Huber ERA, created by a passion for car design this car is another homage to the ten year anniversary of the Lamborghini Aventador that was unveiled back in 2011, the ERA comes with replacement units for the entire front bumper, rear bumper right up to the taillights, and an optional trunk, all made from carbon fiber.

The first of only 21 units are already booked, note that the project is fully-funded and independent from Automobili Lamborghini SpA, pricing starts at €30,000 (just over US $35,000), the UK Distributor for Huber is renowned Supercar Service Ltd, who’s founder Raj Singh was very impressed with the ERA kit for integrating perfectly with the Aventador chassis, Super Service Ltd even offers a ‘Flying Partner’ service where they will fly out to you to make sure the Huber ERA kit is fitted exactly as it should assure quality control.

A closer look at the Viola finished Huber ERA

July 26, 2021 / Comments Off

860

The new BRABUS 800 GLE Coupé

Personally, I still think the BRABUS B63S 6×6 is the most impressive ‘car’ this German tuner ever made, agreed, it’s ‘only’ 700 hp, but just look at this one for a second … it’s a six-wheeled, extremely tall Mercedes based beast with portal axles, what more could you ask for? Perhaps a little smaller and possibly less expensive? In that case, a BRABUS 800 based on the Mercedes G-Wagon might be an option, 800 hp in somewhat the same body style (not a pickup mind you), but lower than the 6×6, with regular axles, so less intimidating.

If you want to most extreme SUV possible you’ll be set with the BRABUS 900 ROCKET EDITION, their latest conversion based on the G63 model, limited to only 25 units worldwide at nearly $700,000, this is the one if you really want to have the comfort of a massive off-road vehicle, but still want to reach 100 km/h from a standstill in 3.7 seconds and have a car that doesn’t run out of breath until she reaches 280 km/h … in a car that’s styled like a brick house!

But for argument’s sake, let’s say you’re not a fan of the box-style found on the Mercedes G-Class vehicles … in that case, BRABUS now has an alternative for you, based on the Mercedes-AMG GLE 63 SMatic+ Coupé (try fitting that on the rear fascia in chrome lettering), called the BRABUS 800 SUV Coupe, and you’ve guessed it, this coupe-styled SUV comes with 800 hp from the big V8 engine at the front.

This one comes with a much rounder, more contemporary design compared to the big G-Wagon, and because it’s called an SUV Coupe, there is a sloping rear window, much like on a two-door car, now keep in mind that could mean a little less headroom for the rear seat occupants, but it does look cool nonetheless, something we’ve also seen on the BMW X6 model for instance, but back to the BRABUS 800 SUV Coupe now, which on these presentation photos is finished in black, the trademark color from BRABUS.

When you receive your Mercedes-AMG GLE 63 SMatic+ Coupé from the factory, there will be a 4-Liter V8 twin-turbo engine fitted with 612 hp and 450 kW of torque under your right foot pedal, which isn’t bad already … but it’s nothing compared to what BRABUS will give you after a visit to their workshop in Bottrop, Germany. A power increase to 800 hp (588 kW) and no less than 1,000 Nm of torque … and while this isn’t the 900 hp from the ROCKET G-Wagon version, this SUV Coupe takes only 3.4 seconds to go from 0 to 100 km/h (3 seconds less than the 900 ROCKET) and has it’s top speed electronically limited at 280 km/h (174 mph), so this black beauty will outrun the G-Class ROCKET by 10 km/h.

A lot of this power increase is thanks to the modifications to the base engine, BRABUS has over four decades of experience in this field, adding 188 hp or 138 kW to a modern engine might be more difficult than you imagine, and let’s not forget the base GLE 63 S comes with an integrated mild-hybrid starter generator, so any engine tuning has to take that into consideration too.

To get to a power output of 588 kW (800 hp) at 5,900 rpm and reach a peak torque of 1,000 Nm (737 lb-ft) at a low 3,500 rpm, custom turbos with larger compressor unit, modified core assembly, and reinforced axial bearings are required, these new units can produce a maximum boost pressure of 1.6 bar, add the BRABUS PowerXtra auxiliary control unit and the engine is remapped in terms of injection, boost pressure, and ignition. More importantly, BRABUS engine tuning comes with a 3-year/100,000 km (62,000 miles) warranty.

If you are not ready to go for the full BRABUS 800 package on your Mercedes-AMG GLE 63 SUV, there is also the BRABUS PowerXtra B40 option, this plug-and-play control unit will add 88 hp (64.7 kW) to the base engine effectively creating a BRABUS 700 model in that case, which is still not bad, but that 800 does sound a lot more impressive in the end.

BRABUS engine tuning can be requested on its own, but you really should add their stainless-steel high-performance exhaust system to your order too, if you do something, do it right from the start, with actively controlled flaps in the pipes, and a quartet of massive 90mm (3.5 in) titanium/carbon fiber exhaust tips, I’m sure you’ll have the ‘Sport’ mode set all the time … except when you have to leave early in the morning or arrive late at night … and you are still on speaking terms with your neighbors… in that case, the ‘Comfort’ mode might be a good idea so you don’t wake them up.

Now you have the power and the sound to match … so what’s next? The looks of course, and we wouldn’t be talking about this BRABUS 800 SUV Coupe if they didn’t have a nice aerodynamic package available too, available in either glossy or satin-finished, clear carbon fiber. For the front, you can get a lower spoiler that fits onto the factory original bumper, the BRABUS spoiler comes with vertical stabilizers on either side for that aggressive look, add the custom BRABUS front grille, with their touch of red on two spokes, and you’ve completely transformed the looks of your GLE as seen by your fellow drivers in their rearview mirror.

Air intakes for the front bumper made from carbon fiber are another option from BRABUS, as are the integrated intakes in the grille, on the driver’s side there is even a crosspiece with the famous BRABUS logo, complete with lights that are activated by pulling a door handle or when you approach the super SUV with the key card in its vicinity.

If you did opt for the BRABUS exhaust system, you might want to consider the custom rear diffuser too, made from visible carbon fiber, it is integrated perfectly into the factory original rear bumper, but more importantly, it comes with the perfect openings to fit those 90 mm exhaust tips from the BRABUS sport exhaust system. Beautiful carbon fiber side air vents for the rear bumper are another must-have, especially if you also fit the BRABUS exposed carbon fiber wheel arch extensions and the rear spoiler, which is a three-piece unit for this GLE 63 based BRABUS conversion.

A BRABUS car wouldn’t be complete without a new set of shoes either, so you can choose between Monoblock alloys in different designs and sizes that go from 22 up to 24 inches, the show car on these photos rolls on a set of BRABUS Monoblock Y “BLACK PLATINUM” hi-tech forged wheels, 10×23 inch at the front and an even wider 12×23 on the rear axle, shed with 295/35 R 23 and 335/30 R 23 respectively so those wheel arches are nicely filled, especially with the BRABUS control module for the standard AIRMATIC air suspension that results in a 25 mm (1 in) lowered ride height.

The BRABUS 800 SUV Coupe can be bought as a complete BRABUS vehicle but you can also ship your GLE 62 S to them for conversion, both options are available, as is a complete interior overhaul with the finest leathers and custom stitching patterns, prefer Alcantara, no problem. Aluminum pedals, carbon fiber interior parts, tv screens for the rear … BRABUS can accomplish just about any request a client might have … and if you bring in your existing Mercedes-AMG GLE 63 S you can ask to convert it in stages, so you can save up for the invoice inbetween.

July 25, 2021 / Comments Off

1145

The last of only 40 Divo left the Atelier in Molsheim

Shortly after Stephan Winkelmann became President of Bugatti, he had the idea of reviving a successful Bugatti tradition. “I read a lot about it, took a look at the iconic bodyworks produced in the 1920s and 1930s, and began to wonder whether we could transpose this excellent asset to the company’s modern era,” Winkelmann recalls. After some interesting conversations with both existing customers and some of the official dealerships, going this route of an even more bespoke car would be a perfect concept.

The Bugatti Divo was ready to be shown in the spring of 2018, but not to the public yet, instead, they contacted existing Bugatti Chiron owners and showed a production prototype of the Divo, to be limited to only 40 units, so a lot more exclusive than a normal Chiron, and with a price tag of €5,000,000 (about US $5,400,000 at that time) you might think they would have a hard sale to find customers … think again.

Bugatti states that all 40 units of their Divo were sold out in a matter of weeks since the first customer appointment, people loved both the design and the coachbuilding tradition this car stood for, a 110-year old legacy created by Ettore Bugatti when he started building these excentric automobiles back in the early 1920s, with the Type 57 in various coachbuilding versions like the Galibier, the Atalante, and the SC Atlantic, Bugatti created iconic designs that would become automotive works of art ever since.

Today the last of the 40 Bugatti Divo was finished in Molsheim, a car that was ordered by a client in Europe, and one with impeccable taste, not only in cars but also in the history of these masterpieces, the main shade of Bugatti EB 110 LM Blue is a reminder of Bugatti’s last official Le Mans factory race car, while the contrast is made in Blue Carbon to bring the exclusivity and modern age to this future classic. For the inside, this customer opted for French Racing Blue with Deep Blue touches, combined with matte gray carbon elements, again a bridge between the past, the legacy, and the future.

The ‘Divo’ name is inspired by the French race car driver Albert Divo, who during his 20-year racing career obtained multiple victories for Bugatti, including six Grand Prix races and two wins in the famous Targa Florio. To honor both this legendary race driver and the fact the Bugatti headquarters is located in Molsheim, a French flag is integrated into both left and right front fenders on the Divo.

Even with 40 units, none of these Bugatti Divo are the same, customers went out of their way to select very specific shades to be used just on their Divo, even going as far as asking for different materials or extreme paint schemes like the famous red ‘Lady Bug‘ in the United States, some clients even came up with their own design ideas … every single one of these 40 Bugatti Divo is a bespoke vehicle … upholding the coachbuilding tradition for Bugatti.

July 22, 2021 / Comments Off

623

Audi Unveils Faster, More Powerful 2022 RS3

With the roll-out of the 2022 RS3, Audi reveals it has once again trimmed, tweaked & upgraded their smallest performance car with attention focused on the drive. With increased torque (& a new torque vectoring rear axle) from its 401-horsepower motor, it delivers a very respectable 0-62 time of 3.8 & top speeds hitting 180. The stance looks a bit meaner than the outgoing model & so does the blacked-out grill.

[embedded content]

July 22, 2021 / Comments Off

781

Bugatti’s final Divo is a tribute to its last official Le Mans entry

Bugatti’s last official Le Mans entry served as a source of inspiration for its final Divo. The last unit in a sold-out 40-car run left the French firm’s headquarters wearing a blue livery that echoes the track-bound variant of the EB110.

Unveiled at the 2018 edition of the Pebble Beach Concours d’Elegance, and priced at around €5 million (nearly $6 million) before customization options, the Divo stands proud as the first coachbuilt Bugatti released during the 21st century. It’s much more than merely a rebodied Chiron; it’s its own thing, and the two cars are technically different.

“As well as unique design, customers who buy a coachbuilt model enjoy a new, individual driving experience. Each small series undergoes the same degree of development as would a larger production run,” explained Pierre Rommelanger, the head of overall vehicle development at Bugatti, in a statement.

The final Divo’s anonymous owner wanted to channel the spirit of the EB110 that competed in the 24 Hours of Le Mans in 1994. Most of the exterior is painted in light blue, just like the race car, and the wheels are finished in gold. Parts of the lower body wear a darker shade of blue chosen to forge a link to the modern era, according to Bugatti.

Blue also dominates the interior. French Racing Blue and Deep Blue were used to wrap parts like the seats and the dashboard, though it’s interesting to note that the design isn’t symmetrical. The driver’s seat is lighter than the passenger’s seat. Elsewhere in the cabin, matte gray carbon-colored trim pieces provide a touch of contrast.

Spotting the final Divo won’t require a well-trained eye. Bugatti notes none of the 40 examples built were identical. Customers worked directly with the brand to customize the paint, the leather upholstery, the stitching, and the trim. What doesn’t vary from car to car is the engine: it’s an 8.0-liter W16 quad-turbocharged to 1,500 horsepower.

Selling cars is relatively easy; building them and delivering them on-time is harder. Bugatti ticked all three boxes, and the Divo project is finished. The one-of-a-kind La Voiture Noire (which reportedly cost $13 million) has been completed as well, so the French company is now working on bringing the EB110-inspired Centodieci to production.

Related video:

July 22, 2021 / Comments Off

613

Most Sought After Ferraris of All Time

Economics 101 by Ferrari S.p.A

Supply: Ferrari produces an incredible car, often in very limited quantities.

Demand: Aforementioned incredible car is (predictably) highly desirable.

Price: Low supply, high demand drive up prices at an exponential rate over time.

So basically, this list could just as well have been titled “Most Expensive Ferraris of All Time” or “Rarest Ferraris of All Time”, but being the “most sought after” provides a happy medium that allows us to pick from a more well-rounded pool of cars. That’ll give us a good mix of collector cars and modern machines, since selections are not made solely on the highest sold-for prices and/or limited quantities built. Our focus is also on production and street-legal examples.

Here are 10 of the Most Sought After Ferraris of All Time.

1962 Ferrari 250 GTO

The Holy Grail of Ferraris.

Using hyperbole to describe the Ferrari 250 GTO is unnecessary. The car speaks for itself. Everybody knows that Ferrari GTOs are considered the biggest trophies in the car-collecting world for their rarity, power, beauty and success on the race track.

In 2018, the record was broken when a US$70 million 250 GTO was sold to David MacNeil (founder of WeatherTech). That particular car won the famed 1964 Tour de France race, followed by a 4th place finish at Le Mans. It’s painted in silver and yellow and despite a winning record on the track, it was remarkably never crashed – unlike many of the other GTOs which remain in existence. Prior to that, the highest price ever paid for an automobile was US$52 million, which was for another (1963) Ferrari 250 GTO in 2013.

1958 Ferrari 250 Testa Rossa

While Testa Rossas might bring back memories of the 1980s, Miami Vice, and a mid-engine supercar with massive side strakes, it’s this 1958 model which holds the more important place in Ferrari history. Not only was the 250 Testa Rossa (TR) one of Ferrari’s most successful race cars on the track, but it also had an unorthodox, but purposeful body by Scaglietti & C.

As released, the 250 Testa Rossa had seemingly modest engineering. The drum brakes or 250 engine were indeed old technology compared to the disc brakes and DOHC setups that were available. Also, compared to other cars of the era, the Testa Rossa chassis was made bulkier to take on many of the ditches and walls which these cars met. Such throwbacks followed the original design philosophy and helped the Testa Rossas endure to win many races.

1987 Ferrari F40

To celebrate 40 years of Ferrari, Enzo had his design team create a supercar that translated racing car technology to the road. Furthermore, it was built with only the most essential systems and in many regards is a supercar with functional simplicity. It was also the last car developed and built under Enzo Ferrari’s direct supervision before he passed away.

Although inspired by some of the cars that came before it, the Ferrari F40’s body was an entirely new design. Developed by the Italian Design and Engineering group Pininfarina, the F40 was unique not only in appearance but by the fact that it was the first series-production car ever to use mainly composite materials – including Kevlar, carbon fiber, and aluminum – for all of its body panels. The materials were chosen both for their durability and low weight.

2002 Ferrari Enzo

Inspired by Formula One technology, Ferrari’s new Gran Turismo benefits from over fifty years of Ferrari success. Named in honor of the company’s founder, the Enzo is one of a limited series of road cars including the 288GTO, F40, and F50. These cars represent Ferrari’s continuing desire to produce the most exclusive and technologically advanced road car. Branding race-derived technology to road cars is not a new idea, especially to Ferrari. Up until the late fifties, Ferrari’s road and racing cars were practically the same product. Since that time, safety regulations, manufacturing costs, and practicality have distinctly split the cars we race from the cars we drive daily. The goal of the Enzo was to bridge this gap.

During a period of great achievement for Ferrari, the Enzo reflects victories which include four consecutive F1 championships. The Pininfarina styling and semi-automatic, six-speed transmission trace their roots to the heart of motorsport. No doubt, Enzo Ferrari himself would be most proud of this limited series named in his honor. Unlike the Ferrari F50, the Enzo was made with compromises towards driver comfort. Fortunately, Ferrari has used sufficient active systems allowing the level of comfort to be adjusted from the driver’s seat. It is these sophisticated electronics, centered around Ferrari’s best road-worthy engine that makes the Enzo as special as it is.

2011 Ferrari 458 Italia

It really is no surprise that the Ferrari 458 Italia is being praised as one of the best cars Ferrari has ever made. Collectively, the Ferrari 458 Italia is one of our most-loved vehicles here at supercars.net. You wouldn’t have to dive very deep to find out why that might be the case, as even just a cursory glance at the car is more than suggestive enough. Whether it be its sleek and timeless Pininfarina design, or its epic 562 hp naturally-aspirated V8 engine with a 9,000 rpm redline; the 458 was destined for greatness the moment the first car drove off the production line. It has already become a modern classic.

In spite of having a naturally-aspirated engine with a 9,000 rpm redline, the Ferrari 458 Italia still isn’t one of the rawest and tactile Ferrari road cars out there. Mind you, we don’t consider that a negative when it comes to this car; one that truly feels greater than the sum of all its parts. But, the Ferrari 458 Italia is a car for the serious occasion – whatever occasion that might be – and it never fails to impress anyone. It gets full marks from us, while the sands of time reveal how iconic the 458 has become and will continue to be. The car is barely a decade old and it’s already a classic in our books. I mean, look at it: it’s timeless.

Subsequent models and trims such as the Spider, Speciale, and Challenge command varying degrees of premium over the original car.

2013 Ferrari LaFerrari

What happens when quite possibly the world’s greatest supercar and hypercar maker sets out to create its greatest model ever? The Ferrari LaFerrari – that’s what. Described at launch by company president Luca Di Montezemolo as “the maximum expression of what defines our company,” the LaFerrari was revealed at the 2013 Geneva Motor Show.

Limited to just 499 examples (although since an additional 210 Aperta open-top LaFerrari have been produced), the LaFerrari featured a Formula-One derived HY-KERS system – an electric motor teamed to a 6.3-litre V12. Some would shirk at the concept of a hybrid Ferrari, but while enhanced efficiency is a by-product of the LaFerrari’s powertrain, this was by no means Ferrari’s motivation with the system.

Following in the footsteps of legendary Ferrari halo cars like the 288 GTO, the F40, F50, and Enzo, the LaFerrari had its work cut out from the start. Add to that competition – yes, at this insane level of performance and prestige – from Porsche and McLaren with their hybrid hypercars, the 918 and P1, and this ultimate Ferrari model had a lot to deliver in order to stand out.

Ferrari auctioned off the final “new” examples of the Aperta and coupe LaFerrari to benefit charity. The final coupe (car number 500) went for $7 million, in aid of reconstruction in Italy following 2016’s earthquakes. More recently, the last of the run (210th) Aperta convertible broke records when it went under the hammer at RM Sotheby’s, fetching almost $10 million, with the proceeds of the sale going to Save the Children.

2015 Ferrari F12tdf

This is the Ferrari F12tdf – a faster, lighter, and more powerful special edition of the Ferrari F12 Berlinetta. Ferrari says the car has been created in homage to the legendary Tour de France road races, which it dominated in the 1950s and 1960s with the likes of the 1956 250 GT Berlinetta.

The F12tdf is described as “the ultimate expression of the concept of an extreme road car that is equally at home on the track”. Just 799 examples were built. The car keeps the same 6.3L naturally-aspirated V12 engine as the regular F12 Berlinetta, but power has been boosted from 730 bhp to 770 bhp at 8,500 rpm, while torque has increased from 509 lb-ft to 520lb-ft of torque at 6,750 rpm. But the changes don’t stop there. The F12tdf is a concentration of technical innovations which involve all those areas central to Ferrari’s DNA: engine, aerodynamics, and vehicle dynamics. As a result, in terms of acceleration, road holding, and agility, the new Berlinetta is second to none.

1957 Ferrari 335 S Spider Scaglietti

The 1957 Ferrari 335 S Scaglietti is one of the rarest and most expensive Ferraris in the world with only four ever made. The beast is equipped with a 4.1L V12 engine that produces 400 hp and can reach a top speed of 190 mph, which was unheard of in the 50s. Adding to its value is the fact that it was driven by some of the greatest Formula 1 drivers of all time, including Mike Hawthorne and Stirling Moss.

In 2016, a 335 S Spider Scaglietti sold at the Artcurial Retromobile auction in Paris, becoming the second most expensive car ever sold at an auction at the time. The US$35.7 million vehicle was compared to Picasso’s artwork by auctioneers, which was not an unreasonable tactic given what was at stake. While the car enjoyed only a brief existence during its day – with a mixture of successes and failures in motorsport – it nevertheless left a lasting impression in the world of racing and has unquestionable pedigree.

1959 Ferrari 250 GT California Spyder SWB

“Bueller. Bueller. Bueller.”

While the 250 GT was primarily a racing car, it did spawn a line of desirable road-going models, too. In 1959, Ferrari debuted the shorter California Spyder on their stiffer short wheelbase (SWB) chassis. These cars were superior as they had disc brakes, a more powerful engine, and less bulk. Like the LWB model that preceded it, the SWB benefited from a competition-bred chassis and engine.

Sharing its drive train with the legendary 250 GT that won the Tour de France, the California Spyder was a car to get excited about. It had the same 140 mph performance and the same competition chassis as the Ferraris lapping the race tracks. Therefore, it only made sense to equip some examples with competition engines and aluminum bodywork to race at Le Mans and Sebring. These Spyder Competiziones did well in the GT class and tied all California Spyders to a sporting pedigree.

It most famously made a cameo appearance in the cult-classic movie, Ferris Bueller’s Day Off – a 1986 American comedy film written, produced, and directed by John Hughes. These days, there’d be no argument in saying that the Ferrari 250 GT California Spyder SWB ranks alongside fellow 250 compatriots – the GTO and Testa Rossa – as one of the most sought after Ferraris of all time.

1947 Ferrari 125 S

The Genesis of Ferrari (no, not of Hyundai).

The Type 125 Sport (or Tipo 125 S Competizione) was Enzo Ferrari’s first race car and the first Ferrari to win a race outright. It followed earlier projects such as Scuderia Ferrari – a talented racing crew that brought Alfa Romeo to the top of Grand Prix – and Auto Avio-Construzioni (AAC), Enzo’s immediate pre-world-war creation. Both of these helped shape the 125, which itself would become a testbed for good and bad ideas until the final specification was reached for the 166 Spyder Corsa.

Since enough time had passed since Enzo Ferrari signed his severance agreement with Alfa Romeo, the new car could finally bear his name and his name alone. It was conceived over two years beginning with a clean slate, and its overall design borrowed nothing from any other manufacturer of the day. As a highlight, it would use a V12 engine – being somewhat of a rarity at the time, the V12 was inspired by Packard’s unit and would garner necessary attention from customers that would eventually bear the fruit of an iconic automaker.

July 21, 2021 / Comments Off

774

All posts in “Rides”

Introduction

Available Trims

2021 Porsche Taycan 4 Cross Turismo

2021 Porsche Taycan 4S Cross Turismo

2021 Porsche Taycan Turbo Cross Turismo

2021 Porsche Taycan Turbo S Cross Turismo

Engine, Drivetrain & Performance

Battery, Range & Charging

Chassis & Handling

Brakes & Tires

Design, Cabin & Amenities

Exterior

Interior

Verdict

supercars.net – 9/10

What Other Experts Are Saying

Top Gear – 9/10

CNET – 8.9/10

What Car? – 5/5

Image Gallery

Video & Review Gallery

Rarity

Power at the Time of Production

Value/Pedigree

The 1962 to 1964 Ferrari 250 GTO

The 2017 Corvette Grand Sport Collector Edition

The Future Of Classic Supercars

Related Stories

1962 Ferrari 250 GTO

1958 Ferrari 250 Testa Rossa

1987 Ferrari F40

2002 Ferrari Enzo

2011 Ferrari 458 Italia

2013 Ferrari LaFerrari

2015 Ferrari F12tdf

1957 Ferrari 335 S Spider Scaglietti

1959 Ferrari 250 GT California Spyder SWB

1947 Ferrari 125 S