All posts in “Future Vehicles”

Nilu27 teaser video shows off high-tech hypercar from Sasha Selipano

There’s a lot more we don’t know about this mysterious hypercar than there is that we do. But one thing is certain: With automotive designer Sasha Selipano behind the project, it’s going to be wild. Selipano announced a new brand called Hardline27 a little less than a year ago, hailing it as “a new automotive design and branding studio with operations in Berlin and Los Angeles.” With automotive design credits to his name that include the likes of Lamborghini, Bugatti, Koenigsegg and some of Genesis‘ recent droolworthy concepts, we understandably have high hopes for whatever this new brand called Nilu27 will cook up.

Fortunately, we won’t have to wait long to see the first fruits of this new hypercar venture — a new teaser on YouTube highlights an unveiling at Pebble Beach on August 15. We only get a glimpse of the rear of the debut vehicle, but we can see some awfully impressive hardware. The first highlight of the teaser video are what appear to be small gullwing doors, followed closely by a trick-looking dual-pane rear wing that arches over triple exhaust tips that slowly come into focus. We’re treated to a nice view of what looks to be a high-tech pushrod-based suspension setup, a heck of a lot of carbon fiber, rear diffusers that hint at massive aerodynamic underbody designs and what could be a tubular spaceframe chassis.

And then we hear an engine. We can just barely make out some red bits that may or may not be valve covers splayed in a wide-V shape, and the exhaust note sounds like what we’d expect from a high-strung V8 engine. All of this is pure speculation, of course, but our interest is certainly piqued. Is this a pure concept vehicle, or something intended for limited production? Will it be designed for the street, or as a track-only special? Pure combustion, or fortified with electrification? We’ll see. Check the video out for yourself up above, and stay tuned for Monterey Car Week in the dog days of summer for a full reveal.

McLaren’s next ultra-exclusive flagship revealed at the end of this year

McLaren will be show the next installment in its Ultimate Series later this year — the range that claims the Senna, Senna GTR, Speedtail, and Elva at the moment. But really, we’re talking about a successor to the cars with a 1 in their names, as in F1 and P1. An Automotive News story says the latest superstar from Woking, England, is expected to cost about $2 million when it arrives in 2026.

It will be sold out long before then, however, if it isn’t already, because McLaren’s only making 400 of them. On top of that, the selection process has gotten more exclusive, McLaren saying those who bought the $2.5M Solus GT track car (pictured) will be offered the first chance to buy the Ultimate Series car. The Solus GT was originally a Vision Gran Turismo fiction that the English firm made 25 real-life examples of, each powered by a 5.2-liter V10 making 829 horsepower and 479 pound-feet of torque.

Dealers emerging from company meetings in Las Vegas told AN that McLaren showed a rendering of a new car codenamed P18 that combines the more graceful lines of the P1 with “the technical aspects of the Senna.” The car won’t feature the company’s hallmark butterfly doors, either, but is fitted with gullwing doors instead. The police sketch description mentions a new eye-socket headlight design, “floating fenders,” intakes in the hood plus a snorkel in the C-pillar and more intakes at the rear buttresses, and active aero around the hem that includes a front splitter, the rockers, and a deployable wing with a “jewel-like” extension mechanism.

The P18’s powered by an all-new V8 hybrid powertrain unrelated to any other current McLaren product. The internal combustion engine is said to be developed with Riccardo, the hybrid system is said to be 70% lighter than the hybrid unit in the Artura GT. The battery is a “high-density, lightweight” unit derived from the pack in McLaren’s F1 race car. And it sounds like steering precision will be just as fine as ever, McLaren sticking to hydraulic steering to go with a new hydraulic suspension. 

As for a market name, CarBuzz clocked four trademark applications McLaren filed in the UK: W1, MP1, U1, and H1. Any of these could make the grade, or none of them might. And with the reveal not planned until Q4 this year, it’s possible more filings are inbound.

In a separate interview about McLaren’s remade design language, new chief design officer Tobias Sühlmann told Car magazine, “There will be a bigger portfolio, possibly, and we need to look into different power technologies. Is there more than two seats? Yeah, possibly. And we need to develop a form language that separates each model from each other – that is quite important.”

Based on persistent rumors, it’s possible that by the time the new Ultimate Series car arrives in early 2026, we’ll know more about a new McLaren or two that forms the basis of the bigger portfolio of models with more than two doors and two seats.

Lamborghini applies to trademark ‘Huracan STJ’ for another limited edition

When Lamborghini showed the 60th anniversary Huracans at Milan Fashion Week last April, automaker CEO Stephan Winkelmann said “The special editions of the Huracán not only celebrate the 60th anniversary of our brand, but also give our customers maybe the last chance to purchase an otherwise sold-out V10-powered Lamborghini.” We wrote at the time that we thought “maybe” was a vital qualifier. The Huracan’s twin-turbo V8 hybrid-powered successor isn’t due until the end of this year; 18 months is a long time for the Sant’ Agata brand to go without a special edition for the growing legion of buyers ready with six or seven figures sight-unseen. CarBuzz might have restored order to the world and proved us right, finding a couple of trademark applications with the European Union Intellectual Property Office (EUIPO) for a vehicle called the Huracan STJ.

The J is for “Jota,” the Spanish pronunciation of the letter “J,” representative of the FIA rule book’s Appendix J detailing sports car racing and homologation regulations (a connection that might or might not be true), and of Lamborghini’s most focused road-going models for retail customers going back to the Miura Jota prototype in 1970. Since then, there’s been a Miura SVJ, Diablo SE30 Jota, Aventador J one-off speedster and the Aventador SVJ.  

The short money says this is a turned-up version of the Huracan STO, itself the most raucous version of the Huracan that sold out through the end of production more than a year ago. The long money says this could be a track-only coupe, despite every previous J designation being legal for the street. The fans of all things bully at Lamborghini Talk say there will only be ten made, one for each of the automaker’s global regions, and all are sold out. One poster wrote that in December and January, Lamborghini approached prospective buyers with the chance to purchase the sole unit for their region. Our bet is that nary a “No” was heard. 

It’s possible the public will get its first and perhaps only look at the Huracan STO — outside of Pebble Beach or an RM Sotheby’s auction — at Lamborghini’s takeover of Italy’s Imola Circuit on April 6 and 7. The festival is called Lamborghini Arena, the automaker calling it “The most extraordinary event in our brand’s history.” Could make a worthy entrance for an extraordinary new J.

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Red Bull RB17 due in 2024, makes 1,250 hp, weighs 1,984 lbs

In 2022, Red Bull Advanced Technologies (RBAT) announced the development of a new hypercar, the RB17. RBAT is the commercial technology arm for the Oracle Red Bull Racing Formula 1 team — akin to Williams Advanced Engineering, it’s a place to market technologies developed for F1 and to employ engineers cut from the F1 team when the sport introduced a cost cap. The track-only car’s rough specs in the announcement were a twin-turbocharged V8 hybrid powertrain making 1,250 horsepower, bodywork incorporating every useful F1 performance aid both legal and banned, a price of five million pounds ($6.4M U.S.) plus taxes and options, and a market launch in 2025. Evo magazine, via an interview Red Bull team principal Christian Horner gave to Sky Sports, revealed the debut’s been pushed up to this year instead of 2025 and provided a few more details on what’s inbound.

An unnamed third party is building the twin-turbo V8 engine and, if not the entire transmission, the gearsets inside. Red Bull still isn’t ready to disclose the engine maker, so we’re going to put two placeholder possibilities here. First, Red Bull announced the RB17 in June 2022, stating that the coupe was in the “advanced stages of development.” Porsche began making noises about joining F1 in 2021, then announced it would pair with Red Bull in July 2022, one month after the RB17 news. And Porsche knows all about hybridized twin-turbo V8s and racy track cars. The collaboration process went far enough to reveal that Porsche planned a ten-year project that involved taking a 50% stake in Red Bull F1. In March 2023, both parties deep-sixed the deal over a disagreement about a controlling stake, but there’s no reason the breakup would need to end a potential powertrain partnership for the RB17.

Second, the placeholder we’d love to see: A Ford engine in the RB17. One month before Red Bull and Porsche officially hit the rocks, Ford announced it would return to F1 with Red Bull in 2026. We have no idea what engine sits behind the RB17’s cockpit, and suspect the chance of it wearing a Blue Oval badge (for due cause, not badge engineering) are close enough to zero to be considered zero, but that doesn’t stop us from thinking it would be great to see.

Horner said the RB17’s target weight is 900 kilograms (1,984 pounds). Top Gear, which drove Red Bull’s most recent track-only hypercar project, the non-hybrid, V12-powered Aston Martin Valkyrie AMR Pro, said it weighs 1,009 kg (2,225 lbs). The track-only version of the road-legal Gordon Murray Automotive T.50, called the T.50s, weighs 851 kg (1,878 pounds). For comparison, last year’s minimum weight for an F1 car was 798 kg (1,759 pounds).

Red Bull’s targeting a lower center of gravity for its 900 kg than found on the Valkyrie AMR Pro. The RB17’s said to have a longer wheelbase than that of the 124-inch span on the Aston Martin, the Pro’s wheelbase itself stretched 15 inches beyond the wheelbase of the regular road Valkyrie. The RB17’s also expected with larger wheels, too, meaning hoops larger than 18 inches, a bit surprising seeing that would outdo the spec sizes for F1 and LMP1 cars as well. 

Motorsports fans have long mused on what Red Bull chief technology officer Adrian Newey could create without restrictions; Red Bull has done the same, creating virtual concepts like the X1 for Gran Turismo in 2010. The RB17 will be the first real-world demonstration, originally described with phrases like “All the tricks we’ve learned in F1” and “Adrian’s greatest hits.” 

Production begins in RBAT facilities later this year, the division capping assembly at no more than 15 per year. With a planned production run of 50 cars, that’s more than three years for builds. The multi-million-pound purchase price is said to pay for service and maintenance, access to Red Bull simulators, and on-track instruction. And Christian Horner wants everyone to know, “It will sound fantastic, like a track car should.” 

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President Biden says he took a Porsche up to 171 mph

President Joe Biden went on Conan O’Brien’s podcast, “Conan O’Brien Needs a Friend,” recently, and he had a lot to say about cars. There’s plenty to unpack from the clip that you can watch above, but at one point he mentions that he recently took a Porsche up to 171 mph on the Secret Service’s private test track. Now that’s the kind of gearhead stuff we like to hear from politicians!

“I got a Porsche up to 171 mph,” Biden says while explaining how launch control works to O’Brien. Biden didn’t specify which Porsche model he was driving, but we’d bet it’s likely a 911. Of course, plenty of other Porsches are capable of 171 mph, so we don’t really know, but if any White House correspondents are reading, we wouldn’t mind if you asked Biden next time you see him.

In addition to Biden enjoying a Porsche at high speed, he said that he’s done the same with his 1967 Chevrolet Corvette, reaching 132 mph on the Secret Service airstrip test track. Biden even said that Jay Leno offered to buy his Corvette from him at one point for $144,000, but that he had to turn him down.

“They take me out to the Secret Service test track, which is an old runway. I got my Corvette up to 132 mph. It’s only a 327,” Biden remarks to O’Brien.

And speaking of Corvette news, we’ve already heard Biden spill the beans once on this topic, but yet again he makes the claim that an electric Corvette is on its way, and says it will do the 0-60 mph run in 2.9 seconds. That’s what the gasoline-powered C8 Stingray will do now with the performance exhaust, but we’re betting an electric Corvette would obliterate that time and be somewhere in the 2.0-2.5-second range.

It wasn’t just an electric Vette that Biden took to talking about, though, as he also claims to have driven an electric Ford Bronco.

“Oh and by the way, I drove one of those big Ford Broncos, electric. 4.9 seconds. Mine is 5.2,” Biden says making the comparison to his old Corvette.

We’re not exactly sure what he means by claiming to have driven an electric Ford Bronco. Such a vehicle does not exist from Ford currently, but there are restomods of original Broncos converted to electric power. There’s also the vague possibility that Biden has some inside scoop from Ford execs about future products, but it’s unclear from the interview. Regardless of the product implications, watching President Biden talk cars with O’Brien is an entertaining watch, so make sure you check out the video at the top of this post.

Mercedes-AMG halo EV due in 2025 could make 980 hp from two motors

Mercedes-Benz plans four platforms to carry it into an all-electric future. There’s the Modular Mercedes Architecture (MMA) for entry-level vehicles like the production version of the Concept CLA. Then there are the three EA platforms: MB.EA for midsize and large Mercedes passenger vehicles, VAN.EA for the commercial haulers, and AMG.EA for hyper-potent stuff from the Mercedes-AMG division, the first of which is due in 2025. Engineers in Affalterbach showed what an AMG.EA brainchild could look like with the Mercedes Vision Concept from May of last year, a four-door exuding vibes of a beefier Mercedes-Benz Vision EQXX Concept while also clearly in the AMG One family. Autocar reports that the performance vision for the first pure-electric EV developed by AMG could bring close to 1,000 horsepower to the table, if not more.

The potential output comes courtesy of axial flux electric motors developed by UK company Yasa, a startup incorporated in 2009 to commercialize innovations made at Oxford University. In its short life, Yasa’s axial motors have appeared in the Jaguar CX-75 Concept, record-breaking electric racers at Pikes Peak, the Konigsegg Regera and the Ferrari SF90 Stradale. Mercedes bought Yasa two years ago, the company tasked with high-energy motors for AMG. Mercedes hasn’t spoken of figures yet, but Yasa founder and CEO Tim Woolmer has said one motor planned for AMG weighs 53 pounds and is capable of a peak 480 horsepower and 590 pound-feet of torque. This is the “exceptionally powerful and advanced” unit Mercedes hinted at when speaking on the sidelines of the One-Eleven Concept debut.

If Woolmer’s figures are representative of the motor going in the electric AMG, that’s a possible 960 hp and 1,180 lb-ft. assuming AMG restrains itself to just two motors, one on each axle. These aren’t heady numbers for luxury electric carsthe hybrid AMG One makes 1,049 hp, BMW’s quad-motor electric M3 prototype is rumored to be capable of 1,341 hp — and 2025 is a long way away in terms of electric developments, so AMG adding a third or fourth motor won’t raise eyebrows.

Powering those motors will be a pack from U.S. outfit Sila Nanotechnologies that replaces graphite anodes in the typical lithium-ion battery with silicon. The result’s said to be less expensive and more powerful, Mercedes citing a 40% increase in density for the same battery size. Along with the AMG.EA platform’s design, AMG vehicle designers will use the battery’s benefits to draw a car Autocar says will be about as long as the 199-inch AMG GT 4-Door but sit “much lower than … the EVA platform” used by the AMG EQS 53. The lowest point on the AMG GT 4-Door sits 4.6 inches off the ground, the EQS 53 limbos under that by three-tenths of an inch. A car “much lower” than that is going to qualify as a reptile.

The One-Eleven Concept provided clues to tech like a full-width high-def screen in AMG’s electric car. The AR headset necessary to engage with the complete vehicle interface will, hopefully, remain a few more years in the future.

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Turbo parts for an LT7 engine show up in GM’s parts catalog

We don’t remember a vehicle whose development was leaked and tracked almost exclusively by that vehicle’s engine, other than the Chevrolet Corvette. First came decades of predictions as to when GM’s small block would move, like Malcolm, to the middle. Then came years of chatter about the Z06 engine: In 2019, Bozi Tatarevic outed the 5.5-liter DOHC V8 designed for the C8.R race car as the 2023 Z06’s powerplant. The same year, the same Tatarevic parsed internal GM docs that hinted at two hybrid Corvettes, “both a hybrid ZR1 and a hybrid base model.” The hybrid is now suspected to be the Zora, above the ZR1, the E-Ray isn’t exactly a base model, but you get the point. Two years before that, way back in 2017, a CAD drawing leaked that was reported to be the twin-turbo 5.5-liter LT7 V8 going into the ZR1. And now? Mid-engined Corvette Forum credits “little birdies” for screenshots of the latest GM parts catalog selling turbo components for a turbocharged 5.5-liter LT7 V8.

Among the trove were listings for a baffle bolt duct resonator retainer, an air inlet adapter, and ducting to the turbo inlet. A dialog box on an initial screenshot gave a partial description of the motor as, “LT7 – Engine Gas, 8 CYL, 5.5L, DI, VVT, AFM, SC Turbo, DOHC,” before being cut off. The direct injection, variable valve timing, turbocharging, and double overhead cams line up with what we’d expect from a boosted Z06 engine. The “SC” in the turbo description is for supercharging, but a member of the Corvette Forum explained “for whatever reason, in the Parts Catalog and ECM Calibrations GM doesn’t distinguish between ‘Forced Induction‘ Turbocharger or Super Charger….they refer simply to SC/Turbo.”

The “birdie” at the center of this later clarified that AFM, which is GM’s Active Fuel Management cylinder deactivation, was a mistake. The Z06 doesn’t use AFM, and lively debates on forums question whether GM would endure the expense and complexity of engineering an AFM solution. The Z06’s LT6 uses mechanical lifters, and flat-plane-crank (FPC) engines have vibrational issues that would be exacerbated by shutting down cylinders and the ZR1’s buyers won’t fret over fuel economy.

However, other lively debates wonder if GM is going back to cross-plane with the ZR1 motor because of the motor’s relatively large displacement and to address issues around rotating mass when near the Z06’s redline of 8,500 rpm. This seems highly unlikely to us. The FPC TT V8 engines in cars like the AMG Black Series, Ferrari 488, and McLaren Senna either have smaller displacements and/or redlines below 8,500 rpm. Two further exhibits in favor of going to a lower redline (or other changes) instead of changing crank design are the Ferrari 458 Italia and the Koenigsegg Jesko. The Ferrari 458‘s naturally aspirated 4.5-liter V8 spun to a 9,000 rpm redline, the terminal limit lowered to 8,000 in the 488’s 3.9-liter. The Jesko is powered in part by a twin-turbocharged 5.0-liter V8 with a flat-plane crank and an 8,500-rpm redline. The engine alone makes 1,262 horsepower running 24.7 psi of boost, well above the ZR1’s rumored output targets of 850 horsepower and 825 pound-feet of torque. And have you seen the price of a Jesko? Another Mid-engined Corvette Forum member tried plotting output LT7 output curves, coming up with roughly 900 hp and 700 lb-ft at a 7,500-rpm redline.     

The catalog vehicle code for the engine parts is repeatedly shown as YR, referring to a new model figured to be the ZR1. This follows the YC Stingray, YG E-Ray, and YH Z06. The catalog contains a new transmission code as well, an eight-speed dual-clutch dubbed M1K, not the M1M code that applies to the Z06 transmission, M1L of the Stingray, or MLH of the E-Ray.

Whatever comes, it’s possible buyers will be able to lend a hand building their cars. The parts catalog mentions a “Customer Engine Build Program” at GM’s Performance Build Center. This was planned for the Z06 as well, then canceled after being deemed too difficult to implement.

The next royal birth in the Corvette range recently finished two weeks of testing at the Nurburgring, leaving the German hills without setting a timed hot lap. We expect it will debut next year as a 2025, but recent events in and out of the auto industry could push the launch back some. Eager buyers suspect a starting MSRP somewhere in the $130,000s or $140,000s.

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Bugatti Rimac signs exclusive distribution deal with VW of America

Volkswagen Group of America (VGoA) has only just announced a deal it signed with Bugatti Rimac during Monterey Car Week last month. The deal gives VGoA exclusive rights to import and distribute Bugatti and Rimac products in the United States, and puts the COO of Bugatti America, Sascha Doering, in charge of the Rimac’s American outpost as well.

Mate Rimac, CEO of what’s now called the Rimac Group, said, “For both the Bugatti and Rimac brands, the U.S. is the strongest single market in the world, so it’s important that we curate a sales and ownership experience befitting the extraordinary cars that we’re delivering to customers. The alignment and cooperation with Volkswagen Group of America will allow a new dealer network in the States to evolve with the enormous experience and resources available to them, allowing us to combine all the best bits of a mass-market sales operation with the bespoke, customer-centric special touches that have become a hallmark of both Bugatti and Rimac brands.”

We suspect the news will have more effect on Bugatti dealers than Rimac dealers, but neither company explained what the new arrangement will mean. Rimac’s retailer map shows seven stores in the U.S. Three of those seven also sell Bugatti, one assumes they’ll only need to deal with paperwork and potential new showroom dictates. Of the remaining four, two sell numerous additional brands that include VW nameplates other than Bugatti, one appears to only sell Rimac and Koenigsegg, and one appears to sell just Rimac. Those latter two could be cut off from the herd.

However, it’s more likely that all of the dealers saw this coming once Rimac turned into Bugatti Rimac in 2021. For anyone interested in minutiae, Bugatti Rimac is a joint venture between Porsche and Rimac, the German sports car company owning a 45% stake, the Rimac Group owning 55%. The Rimac Group is the carmaking division and Rimac Technology, which engineers electric powertrains for other automakers like Pininfarina and is separate from the production cars, is 100% owned by Rimac Group.

No matter all that. By the time Bugatti’s new hybrid debuts next year, eager buyers should be clear on who they’ll need to call to place a deposit.

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Aston Martin Valkyrie could fulfill destiny as Le Mans Hypercar in 2025

Media reports have paired the Aston Martin Valkyrie with a potential entry in the 24 Hours of Le Mans in 2019, 2021 and 2022. We’re doing it again thanks to a report in Autosport. The outlet alleges that Florida-based race team Heart of Racing is trying to expand its relationship with the English carmaker to include a Valkyrie in the Hypercar-class of the World Endurance Championship. Heart of Racing runs eight cars in five series in 2023, seven of those cars being Aston Martins. Aston Martin co-owner Lawrence Stroll has regularly mentioned his interest in racing, saying last year that the automaker would eventually find its way back to Le Mans “in whichever category aligns with the message we are trying to deliver.”

All the automaker would say to Autosport in response to this latest report is, “We are encouraged by the growth of the Hypercar class, and the hugely successful centenary Le Mans 24 Hours was a shining example of this … Motorsport is an ever changing landscape, so of course as a global hypercar brand we continue to play close attention to the class.” That class, by the way, currently counts entries from Ferrari, Peugeot and Toyota.

Aston Martin had been working on a Valkyrie LMH racer with Canada’s Multimatic before Stroll’s consortium took over, but the arrival of IMSA’s budget-capped LMDh class killed the Valkyrie LMH program. The intelligence gained during development went into the track-only Valkyrie AMR Pro. If the LMH program gets revived, changes to the automaker’s racing division in the meantime could get development quickly reestablished. Aston Martin is finishing its racing headquarters in Silverstone, England. Those facilities now include the Aston Martin Performance Technologies (AMPT) division, set up with the cost savings realized when Formula 1 introduced its budget cap. AMPT will work with the Aston Martin production car division on coming mid-engined products. Meanwhile, AMPT could resume collaboration with Multimatic on a new Valkyrie LMH. It’s said that AMPT brought on ex-Williams F1 engineering director Adam Carter earlier this year to oversee the initiative, and suppliers are already being queried. 

Heart of Racing team principal Ian James told Motorsport.com, “Our ambition to ascend to the pinnacle of international sportscar racing is no secret. But currently, no formal agreement is in place.” The outfit was set up in 2020 to run Aston Martin GT cars in IMSA and is backed by Gabe Newell, co-founder and CEO of gaming company Valve Corp. Last year, the team topped the standings in the IMSA Weathertech Sportscar Championship’s GTD class, this year it’s in second place with two races remaining. Its WEC entry is the #98 in the GTE AM class, but that’s a car the Heart of Racing team took over from Northwest AMR in April of this year.  

An endurance racer would keep the 6.5-liter Cosworth V12 in every Valkyrie but shed the hybrid component driving the rear axle in the Valkyrie road car. If this all comes true, don’t expect it to join the rolling start at La Sarthe until 2025, when it would certainly try to emulate Ferrari and win on its return after a lengthy hiatus. It’s also possible the car comes to race Stateside.

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Electric Lamborghini concept headed to Monterey Car Week: Think ‘spaceships’

In a press release tracing the history of Lamborghini concept cars, the Sant’Agata Bolognese automaker let us know it will debut “the prototype” of its coming battery-electric car during Monterey Car Week. The word “prototype” is interesting here because Lamborghini touched on the transition from one-offs and concept cars to “few-offs” — those being “a limited run of cars for the most loyal customers that pre-empt or enhance the most advanced technical solutions that will be used on production cars in later years.” We’re told, “The same formula will be repeated in just a few days,” suggesting that whatever goes on show could end up in a few driveways before long.

We’re still not sure what’s coming, though. Autocar reports the EV is “expected to draw light inspiration from the Estoque saloon concept,” pictured above from its reveal at the Paris Auto Show in 2008. The same report also throws “high-riding,” “2+2 seating and GT proportions,” the idea the car might have two doors, and a tip from head designer Mitja Borkert that future products will “look like spaceships.”

That’s quite the combo. Most modern cars considered 2+2 have two doors and diminished rear quarters; the Estoque was a proper sedan with four proper seats. Know what was a 2+2? The hybrid Asterion LPI-910 from 2014, which could be considered a coupe-ified Estoque, design-wise.      

The automaker says the EV is “due to enter production by the end of the decade.” It’s anticipated that by then, the EV will join the battery-electric successor to the Urus, creating an electrified lineup for four cars when counting the hybrid Revuelto and the hybrid Huracán successor. It’s then we’ll find out what electrification the Lamborghini way really means, the brand still coming up with those answers.

CEO Stephan Winkelmann said, “There are definitions that I think no electric car in our sector has yet resolved sufficiently: not just acceleration and handling behavior but also responsiveness, braking feel and multiple acceleration protocols. These are unproven in high-performance EVs and things we must spend the next years working out.”

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Zenvo Aurora to run with quad-turbo 6.6-liter V12 hybrid powertrain

This year’s edition of The Quail: A Motorsports Gathering is going to be a sort of royal running. It’s the 20th anniversary of the event, the 25th anniversary of the Quail Rally, and two-wheelers get their 13th showcase. The show plans four featured classes and 20 debuts, one of those reveals the Zenvo Aurora. The Danish hypercar maker closed its TS model chapter last year with a TSR-GT that a driver ran up to 263 miles per hour. As with every Zenvo up to that point, motivation for that speed run came from a GM-based LS-series V8 bearing some amount of both turbocharging and supercharging. The Aurora writes at least two new chapters for the company, introducing Zenvo’s first in-house engine as well — and not just any engine, a quad-turbocharged 6.6-liter V12.

Those are larger specs than Zenvo announced earlier this year when it said the Aurora would run with a twin-turbocharged 6.0-liter V12. The Danes are working with the German boffins at Mahle Powertrain on the unit, seems one of the parties realized they had a lot more potential in their design.

Named Mjoner, the name of Thor’s hammer, the engine’s heart is a new aluminum block in a modular design so Zenvo can break off V8 and V6 mills to power Aurora offshoots. The heads hide Mahle’s Jet Ignition tech. This is the same pre-chamber ignition design Maserati uses in the twin-turbo 3.0-liter Nettuno V6; the Italians also worked with Mahle after watching sister brand Ferrari use Jet Ignition in the Ferrari F1 cars. The integration isn’t about bragging, it’s for emissions. The coming Euro 7 regulations place limits on an engine’s fuel-use trickery, Jet Ignition keeps Mjolner within regulation for the European and U.S. markets. Compatibility with synthetic fuels lends another measure of future-proofing — for the near future, at least.     

Internal combustion horsepower comes to 1,232 (1,250 ps) at 8,000 rpm on the way to a 9,800-rpm redline, leading Zenvo to say this will be the most powerful road-legal V12 in the world. Electrical assistance will add another 592 hp (600 ps), taking matters to 1,824 hp. The company says the hybrid unit’s being tuned for drivability and usability. We know the combined sources will grant the Aurora all-wheel drive. It’s not clear which motor powers which axle, but our guess is that there will be a short electric-only range to satisfy stricter urban demands in Europe.

All-carbon chassis construction means a carbon tub and front and rear subframes. There are going to be two trims, Tur the slicker GT variant ready to cross Germany at more than 249 miles per hour, Agil the higher-drag and higher-aero track variant. Zenvo plans to make no more than 100 cars in total, split between the two trims. We’ll find out what they look like on August 18 during Monterey Car Week.

New Alfa Romeo supercar teaser mentions ‘6 weeks’ and ‘792 hours’

Alfa Romeo got on Instagram again to tease the coming supercar that will debut on August 30. The image is a bit funky, and so is the caption. The picture shows the steering wheel, shot from underneath. The hub center is the first unusual bit, being a monochrome Alfa Romeo logo. The Italian brand’s steering wheels usually feature a full-color logo except in the Quadrifoglio trims that bear a black and silver design. Vintage Alfas like the GT Junior models of the 1960s and 1970s were known for silver logos. They were also known for drilled steering wheel spokes, which might be featured in the teaser as well. No current Alfas we know of use metal-looking steering wheels spokes, and none contain what look like dials set into the bottom spoke. Even the limited-edition Giulia GTAm that started at about $225,000 in Europe took the Giulia’s regular wheel and replaced plastic with carbon fiber for the lower spoke.

Then there’s the caption, “792hours and less than #6weeks left to ignite your spirit with #AlfaRomeo. Witness history unfold on August 30th, as #Courage and passion #Converge to give birth to a visionary #Creation. Save the date!”

That’s an oddball number of hours for a countdown timer. The guess is that this is a reference to the horsepower figure engineers coaxed from the twin-turbo 3.0-liter Nettuno V6 poached from the Maserati MC20. In the MC20, the engine produces 621 horsepower. Rumors out of Europe have said the Maserati mill is going to share the Alfa Romeo’s engine bay with at least one electric motor and make about 800 horsepower — close enough to 792 not to quibble over. Since that would be a metric horsepower rating, converting PS to U.S. HP gives 781 hp, a tidy 160 horses more than the MC20 and totally achievable with a single flux capacitor.

Unless the Italians are taking a MacGuffin from Hitchcock’s playbook, six weeks away could foreshadow the 6C name instead of the 33 name that’s worked its way into the conversation. The livestreamed debut from the Alfa Romeo museum in Arese, Italy is a month away.

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Alfa Romeo teases million-dollar supercar debut for August 30

The long-rumored and limited-edition Alfa Romeo supercar will see its debut August 30. The brand teased an intake grille on Twitter with the line, “The courage to dream. It’s time to seize a game-changing moment with more passion than ever. Be prepared to enter the dream.”

We’re also informed that the happening will be livestreamed from the Alfa Romeo Museum in Arese, Italy. The location was foreshadowed by brand CEO Philippe Imparato in February, when he said, “We are working on something that I could put aside the 8C in the museum of Arese, being proud of our contribution to the history of Alfa Romeo. That is what we want.”

Reports say the something could be called either the 33, a call to the original Tipo 33 race car and Stradale of 1967. Both versions of the T33 are legendary in the brand’s history, although both were powered by the 2.0-liter V8 in the competition variant. The 6C name that’s been bandied for years would recall six-cylinder Alfas from the late 1920s to the early 1950s, and slot between the here-and-gone 8C Competizione supercar and 4C sports car.      

This new beast will be a V6, that much we know. Reporting agrees that the Maserati MC20 Cielo roadster will provide the bones. Maserati’s flagship is built on a carbon tub sprouting front and rear aluminum subframes, same as the 4C’s construction, the Maserati built in the same Modena facility as the retired 4C. The Alfa Romeo-branded Formula 1 team might be contributing chassis tweaking suggestions; the supercar reveal happens the same weekend as the Italian Grand Prix at Monza, making for a natural crossover showcase.

Sources differ on the engine. Some believe the entire MC20 Cielo package makes the jump, including the twin-turbo 3.0-liter Nettuno V6 making 621 horsepower and 553 pound-feet of torque. It’s said engineers will add at least one electric motor to bump output to around 800 hp. Others believe it’ll be the twin-turbo 2.9-liter V6 from the Giulia Quadrifoglio, tuned up to 539 hp and 443 lb-ft in the limited-edition GTAm.

Production and price guesses are all over the map. Autocar says only 33 examples are coming out of Modena. Autocar believes each will cost more than 1 million euros ($1.1M U.S.), and each will reach a top speed of 333 kilometers per hour (206 mph) — although the supposed name will be 6C. Italian mag Quattroroute thinks “a few dozen” will see life. Either way, the run is gone, a state of affairs the CEO warned everyone of in February when admitting the automaker was taking deposits before the car got the green light, saying, “It will be sold out before I unveil the car.”

Koenigsegg details outrageous new Gemera specs with Dark Matter e-motor

Koenigsegg recently held an event to celebrate an expansion of its campus headquarters in Angelholm, Sweden. We got some initial bits out of it from Koenigsegg Registry, focusing on changes to the production-spec Gemera such as the option to swap the turbocharged 2.0-liter three-cylinder engine for the 5.0 TTV8 from the Jesko. It looks like the Swedes saved the juiciest details for now. Coming straight from founder and boss Christian von Koenigsegg, the Gemera hasn’t only been improved by a lot, it’s got some outstanding new tech that started with the question of an engine and transmission swap.

Engineers had developed a nine-speed gearbox called the Light Speed Transmission (LST) for the Jesko’s TTV8. The LST dispenses with a flywheel and clutch or hydraulic coupling, making the TTV8 engine’s output shaft the LST’s input shaft. At some point during Gemera development, someone wondered if the Gemera could fit the TTV8 and LST instead of the planned Direct Drive transmission from the Koenigsegg Regera. The short story is the engineers answered that question in the affirmative with what’s now called the LSTT, the Light Speed Tourbillon Transmission. In the lingo of jewel-like Swiss watch internals, a “tourbillon” is a mechanical feature that makes a watch more accurate. Reworking the LST for its new employment made it smaller, lighter, and better.

Alongside that, engineers created a new six-phase e-motor to replace the three, three-phase Quark e-motors that had been paired with the 2.0-liter Tiny Friendly Giant (TFG) engine. The one motor to rule them all is called Dark Matter, designed as a blend of radial flux and axial flux topologies called “raxial.” In the original powertrain, two of the Quark motors on the rear axle could each make a maximum 500 horsepower and 738 pound-feet of torque, the third Quark on the crankshaft made 400 hp and 369 lb-ft. transmission. Their combined output in operation came to 1,100 hp. 

The Dark Matter makes 800 hp and 922 lb-ft. Pairing a single Dark Matter with the LSTT makes the TFG powertrain lighter and smaller, improving acceleration and performance. New control logic means the Dark Matter can drive the Gemera on its own, the TFG can power the car, or both can be called to action. When operating together, max output comes to 1,400 horsepower and 1,365 pound-feet of torque. The Gemera retains its all-wheel drive, four-wheel steering, and torque vectoring.

Thanks to the more compact transmission and single e-motor, the TTV8 could find a home in the Gemera’s engine bay. That required more development, mostly changing the turbo setup to a hot vee, putting the exhaust into the valley between the cylinders. Note the more pronounced pipes emerging from beside the rear window.

Previous info said going to the V8 would add $400K to the Gemera’s price. It also makes a huge difference to output. With 1,500 hp coming from the TTV8 and 800 hp coming from the Dark Matter, final output is rated at 2,300 hp and 2,028 lb-ft. of torque. Well then. 

This Gemera iteration is called the Client Specification. It’s what those who managed to get on the Germera reservation list will fly to Sweden to configure in the new extension called the Gripen Atelier. Production begins toward the end of next year, first deliveries planned for early 2025.

Koenigsegg shows production Gemera with TTV8 option

The Koenigsegg Gemera is taking the scenic route to production, making stops along the way that buyers will appreciate. Koenigsegg Registry attended an event to inaugurate a new production line for the Gemera, company boss Christian von Koenigsegg telling the audience the mid-engined four-seat hypercar can be optioned with the 5.0-liter twin-turbo V8 that powers the Koenigsegg Jesko. The V8 adds $400,000 to the price and about 500 horsepower to the spec sheet, while decreasing torque by about 500 pound-feet, the announced figures being 2,300 hp and 2,028 pound-feet of torque on E85. The TTV8 makes 1,280 hp and 738 lb-ft by itself on premium fuel, 1,600 hp on E85. The remaining output comes from the Gemera’s three electric motors. The nine-speed Light Speed Transmission (LST) would also make the jump from the Jesko. 

The Gemera debuted in 2020, the original spec sheet boasting 1,700 horsepower and 2,583 pound-feet of torque from a plug-in hybrid drivetrain that could get the four-seater from 0-60 miles per hour in 1.9 seconds. A turbocharged 2.0-liter inline three-cylinder called the Tiny Friendly Giant (TFG) sends 600 hp and 443 lb-ft of torque to the front axle. It’s frugal enough that the company lists gas-powered range as 590 miles. Three Quark electric motors turn the rear axle, two motors for each wheel, another between the crankshaft and the Hydracoup direct-drive transmission. The axle motors each produce 500 hp and 738 lb-ft of torque, the crankshaft e-motor makes 400 bhp and 369 lb-ft of torque. Their combined output in the powertrain comes to 1,100 bhp.

The Gemera shown on stage at the event sported physical side mirrors instead of the cameras on the concept car. Those will be a necessity for markets like the U.S. that haven’t approved digital outside mirrors yet. It’s not clear if the camera system will be offered in places like Europe that do allow such. 

The options sheet grows again with the addition of a Ghost Package. This installs a larger front splitter, an S-duct in place of the traditional hood, and a rear wing. Aggression and downforce get amped up, but practicality diminishes since the S-duct front end replaces the frunk. That would be a shame considering the four-season, nuclear family potential of the car. The Gemera comes with all-wheel drive, all-wheel steering and torque vectoring on both axles. The 16.6-kWh battery can power up to 31 miles of all-electric range on the WLTP cycle. The interior’s been designed with four heated seats, tri-zone climate control, infotainment screens for front and rear passengers, wireless chargers front and rear, and a few climate-controlled cupholders among the beverage receptacles. 

After production begins, 300 Gemeras will come off the line. As part of the improved headquarters, customers visiting Sweden to configure their cars will find a new showroom, lounge, experience center and retail space. 

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Volkswagen’s SSP vehicle architecture back on track for 2026 debut

Volkswagen execs would tell you some very unfunny things happened on the way to electrification: Design decisions wrought years of damage, vehicle platform and software catastrophes scotched launch timelines for not just one but at least three brands, and chaos piled high enough to unseat a CEO. Those execs might not be correct about that middle one, though, if Volkswagen Group CEO Oliver Blume is telling the truth. During a presentation laying out the conglomerate’s ten-year plan at the annual capital markets day, Blume said the Scalable Systems Platform (SSP) will launch on time, in 2026. This counters recent reporting as well as complaints from individual brands late last year and this year. Due to ongoing problems with the software needed to make the SSP work, Automotive News Europe reported last July that Audi’s first vehicle with the new software had been delayed up to three years, to 2027. A few months later, Autocar reported that Porsche updated its IPO prospectus with a warning that software holdups might delay the battery-electric 718 twins and Cayenne

We don’t know how the company got things back on track, but investors will be pleased and customers should be, too. Blume’s presentation made clear that VW expects to launch a platform even more potent than the one we were told about two years ago. Previous CEO Herbert Diess gave a similar presentation in 2021 explaining that the SSP would serve every group brand, and serve every kind of vehicle from city cars with as little as 114 horsepower to supercars with as much as 1,140 hp. Blume, however, said the SSP will be able to power drivetrains making as much as 1,700 hp — 560 hp more than the last projection.

But wait, there’s more. SSP development will break down into three paths: Urban city cars for Volkswagen, Audi, Skoda and Cupra; compact and mid-size vehicles for VW, Audi, Porsche and Skoda; and large vehicles for Audi, Porsche, Bentley and Lamborghini. Note the absence of Bugatti.

This one skateboard chassis will eventually replace the current MQB, MLB, MSB and MMB internal combustion platforms, the present MEB, PPE and J1 electric platforms, and the MEB+ arriving in 2025. It will be powered by new “unified” batteries of various chemistries developed in-house and running on an 800-volt electrical architecture. The charging time to take the batteries from 10% to 80% SOC will be 12 minutes, compared to the 35 minutes needed for the current MEB battery-electric platform; the interim MEB+ platform will lower that time to 21 minutes. The fleshed-out software dubbed 2.0 will enable Level 4 hands-free driving. 

To get a sense of scale and return on investment when this is all put together, the current MEB platform sits under about ten models total, from the ID.3 to the Audi E-tron GT. The large SSP will support 14 models from Audi, Bentley, Lamborghini and Porsche by itself. According to Blume, those 14 SSP-based models are predicted to sell about 1.14 million units between debut and 2038, netting the group more than 150 billion in revenue, with profit margins above 20%. For comparison, Porsche’s 2022 operating profit was 18%. 

It’s not clear which vehicle will introduce the world to the SSP in 2026, but we do know the second-generation all-electric Audi Q8 E-Tron, Audi’s Project Artemis and Volkswagen’s Project Trinity have all been penciled in around that time. If Blume’s assertions still hold weight at that time, then a line from Herbert Diess’ 2021 presentation could still come true: That come 2030, VW will make more money in the EV business than the ICE business.

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2025 Lamborghini Urus to drop gas-only model, go PHEV-only

After introducing the first hybrid to the brand this year in the Revuelto, Lamborghini’s transformation takes two more big steps next year. Autocar reports that toward the end of 2024, the Urus will switch to a PHEV-only powertrain. We’ve known for a while there was an electrical cord headed to the Urus’ flanks, but we didn’t expect Lamborghini would give up the pure ICE variant. Brand honcho Stephan Winkelmann confirmed to Autocar the engine will be a twin-turbo 4.0-liter V8, but didn’t give output figures. A 2021 report in Car magazine — back when the purported Urus PowerHybrid was due in 2022 — predicted the engine in question is coming from Porsche and would produce about 660 horsepower and 660 pound-feet of torque. The horse count would rise with help from a 168-hp electric motor in the transmission. However, the gearbox’s internals wouldn’t allow any more than 660 lb-ft. That’s still a perfectly fine number; the 6.5-liter V12 and three electric motors in the new Revuelto “only” throw a combined 783 lb-ft.

Today’s Urus romps with a twin-turbo 4.0-liter V8 making 657 horsepower and 627 lb-ft. in both S and track-focused Performante trims. Theoretically, the Urus PHEV could crank that to about 830 hp and 660 lb-ft. The additional power would be partially offset by additional weight, as much as 551 pounds if Car is correct. This SUV would carry on until 2029, when an all-electric version ushers in a second generation.

The Lamborghini Huracan successor is expected to debut before the PHEV Urus but go on sale about the same time as the Urus. Since that successor will use an adapted version of the engine headed to the Urus mated to the transmission in the Revuelto, we expect the release of vital details to begin as soon as the new baby coupe makes its introduction, thought to be around next spring. 

To hear Winkelmann talk, we’re ruminating now on the last hurrah of old-school, visceral, ICE-powered Lamborghinis. The brand has a high-riding battery-electric 2+2 GT penned in to debut in 2028 with about 300 miles of range. That will be the next big sign of things to come. He told Autocar, “You go with the most difficult legislation, which is the US, and is really California. Other states adopt California’s rules — typically big cities and that’s where we sell cars. …

Even if it [legislation] is not banning EVs, taxation will be a killing factor. Then mega-cities are talking of abolishing non-EVs before 2035 regardless.” And despite the work of sister brand and collaborator Porsche, Winkelmann’s not sold on synthetic fuels yet. For him, they’re “more about keeping alive the current car parc,” not creating new ICE-powered models using said fuels.

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Likely Chevrolet Corvette ZR1 prototypes spotted in Colorado

Chevrolet is engineering its next hot Corvette variant, the process far enough along to get prototypes out on the roads. In May, spy shooters caught a gaggle of Corvettes in heavy camo cruising around Detroit with an escort including a Corvette Z06 convertible, a Corvette E-Ray, and a Porsche 911 GT2 RS. At least one of the camouflaged cars could very well be the coming ZR1, said to be due next year as a 2025 offering. Now YouTube channel Frim Autos has caught another group of Corvettes testing in Golden, Colorado. The same school of cars got caught at a different location in Colorado a few days earlier. The E-Ray and the 911 GT2 RS didn’t make the trip out west, but there was another Z06 among the field.

To recap, the ZR1 is basically a twin-turbo version of the naturally aspirated Z06. Instead of a 5.5-liter V8 making 670 horsepower and 460 pound-feet of torque, the ZR1 would make up to 850 horsepower and up to 825 pound-feet of torque. The engine code for the ZR1 will be LT7, one up from the LT6 in the Z06.   

Corvette watchers have wondered if the ZR1 will keep the Z06’s flat-plane crank or if Chevy will go to a cross-plane crank with the addition of turbos. Engineers driving the prototypes in Colorado pulled out of the hotel parking lot with barely any throttle, so it’s impossible to detect the turbos much less the crank arrangement. What we tell from this video and the earlier photographs is that something interesting is happening in the frunk area. The vinyl camo on one of the ZR1s in the photos couldn’t hide Y-shaped lines below, while another prototype wore a raised flat panel over the frunk. The three prototypes in Colorado got the raised panel, but it’s affixed to the adjacent camo panels differently.

One school of thought believes whatever’s happening at the front could have to do with active aero devices. Another school of thought suspects the ZR1 could get an electric motor in front like the E-Ray and be all-wheel drive. The non-believers think Chevy is withholding active aero for the hybrid AWD Zora flagship, and that the E-Ray and Zora will be the two AWD Corvettes in the range.  

Both spy sightings have shown the purported ZR1 wearing the cow-catcher front splitter and stepped rear wing from the Z07 package available for the Z06. The ZR1 will be available without those, two of the Colorado cars featuring a tamer front and and a low spoiler on the decklid.  

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Porsche Mission X concept points at brand’s next hypercar

Frequent interviews with Porsche CEO Oliver Blume include a question as to when we’ll see another Porsche hypercar. He once answered the queries with some version of “not until the middle of the decade at the earliest least.” His most recent answer, from April of this year, pushed that back toward the end of the decade; Blume and R&D chief Michael Steiner say current battery technology isn’t prepared to satisfy the demands a Porsche hypercar would make on it, so everyone will need to wait for next-gen cells due in four or five years. So the car you see here, the Porsche Mission X concept, isn’t the next Porsche hypercar and at the moment isn’t planned for sale. However, the battery-electric two-seater with the “ultra high-performance” powertrain is full of indicators about what might be down the road.

Dressed a specially created Rocket Metallic with satin carbon fiber accents, dimensions 177 inches in length and 78.7 inches in width fit the concept into same rough footprint as the 2003 Carrera GT and 2013 918 Spyder. The 20-inch wheels in front and 21-inchers in back eat up nearly half the two-seater’s 47.2-inch height. Since this concept counts as one of the brand’s 75th birthday presents to itself, historic cues mix with modern ones. The illuminated DRLs in the photos rework the four-point signature seen on the automaker’s road cars. At the same time, the DRLs and the four LED main beams buried in the lattice support structure call back to the stacked double headlights that sat inches off the ground on Le Mans racers like the 906 and 908. Passengers enter through doors that swing up and forward like those on top-class Le Mans prototypes going back decades, then sit under a glass dome built around a skeleton of carbon fiber reinforced plastic. And the Mission X marks the debut of Porsche’s new crest.

It’s all modern in back. A horizontal lattice supports thin, ornate LED taillights that bracket floating, illuminated Porsche logotype. When charging, the “E” pulses in white. 

The cabin begs even onlookers to hit top speed. The carbon-backed seats and their six-point harnesses appear largely built into the tub. Both feature Andalusia Brown lowers, the driver’s throne additionally signified by the Kalahari Gray upper. There are four paddles behind the steering yoke — we’re not sure what they control other than the obvious guess of regen braking. The ornate stopwatch in front of the passenger is a removable unit clipped into a bayonet system on the instrument panel, created by Porsche Design. At the track, the stopwatch could be used in conjunction with the multiple built-in cameras. One imagines other accessories, like a screen, could go here when not on the track.   

Porsche calls it a “reinterpretation of a hypercar,” but we don’t know enough about the Mission X yet to understand what that means. Drivetrain and output specs weren’t included with the reveal. We’ve been told the battery sits behind the cockpit in a way that mimics mid-engined dynamics, the setup called “e-core.” The automaker said that were the street-legal coupe to get a production run, it would aim to “be the fastest road-legal vehicle around the Nürburgring Nordschleife; have a power-to-weight ratio of roughly one hp per 2.2 lbs.; achieve downforce values that are well in excess of those delivered by the current 911 GT3 RS; offer significantly improved charging performance with its 900-volt system architecture and charge roughly twice as quickly as the current Porsche frontrunner, the Taycan Turbo S.”

Starting from the top, the Mission X has the Mercedes-AMG One in its sights, the other Stuttgart hypercar maker owning the Nordschleife record with a time of 6:35.18. That’s about 22 seconds faster than the 918 Spyder ran the lap, the 918 the first production car to break the seven-minute barrier

The power-to-weight ratio is measured in metric horsepower, so 0.986 of our American ponies per kilogram. The 918 Spyder weighed about 3,650 pounds, or 1,656 kilograms. Given the weight of an electric hypercar — the Rimac Nevera weighs about 5,070 pounds or 2,300 kg — we might think a Mission X comes in at 1,700 hp on the extreme low end to as much as 2,300 hp.

The GT3 RS produces as much as 860 kg (1,896 pounds) of downforce but uses a giant wing and other aero addenda to do it, meaning the undisturbed Mission X concept’s glasshouse and upper surfaces are hiding an underbody full of chicanery.

And the Taycan Turbo S maxes out at 270-kilowatt charging to go from 5% to 80% state of charge in a little more than 20 minutes. Read: The Mission X concept should fill-up quick.

As for the chances of a version you can buy, Porsche says Mission X “production to be decided in due time.” We have no doubt the phones at HQ have been ringing with “name-your-price” offers all day. We don’t see why Porsche would miss the chance to celebrate its birthday with a cool new concept, some treats for its best clients, some icons for posterity and a stupendous haul of loot.   

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Goodbye Chevy Bolt, hello baby Ram and electric Chrysler 300 replacement? | Autoblog Podcast # 779

In this episode of the Autoblog Podcast, Editor-in-Chief Greg Migliore is joined by Senior Editor Jeremy Korzeniewski. They kick things off this week with some news. The Chevy Bolt and Bolt EUV will be discontinued. The McLaren 750S gets revealed and a four-door new flagship McLaren are rumored. Did Chrysler show dealers an electric 300 replacement, did we spy a new compact Ram, and are we closer to a production version of the Genesis X Convertible? Also, Greg recently visited Michigan Central Station, which Ford is revitalizing.

In this week’s fleet, your hosts discuss driving the Genesis Electrified GV70, Chevy Tahoe RST Performance Edition and the Polaris RZR XP. Finally, they take to Reddit for this week’s “Spend My Money” segment.

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

Autoblog Podcast # 779

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