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2022 New York Auto Show Roundup | All the reveals, reviews, pictures

NEW YORK — In case you missed it, the New York Auto Show took place this year after being canceled in both 2020 and 2021 due to Covid. A lot of manufacturers showed up in force, but not everybody did. No matter, we were there, and we brought you news, photos and scoops from the floor throughout the show. All of our New York-related stories can be found at our central hub here, but if you’d rather just get a small taste of everything in a quick and digestible format, keep scrolling.

Kia revealed the Telluride’s first major refresh at New York, and it makes the three-row crossover a little bit more desirable without screwing up what we liked about it before. There’s a new X-Line and X-Pro trim for someone who might want a little more off-road capability, and a number of tech improvements. Most notably, a newly-designed dash features new and bigger screens.

The Telluride’s sister car from Hyundai was treated to a similar refresh. Like the Telluride, Hyundai gave the Palisade a slightly revised look, a new off-road trim (called XRT in the Palisade’s case), more tech inside and a new dash design with full-width air vents. If we had to choose, we’re a little more impressed with the Telluride’s refresh, as a number of us on staff actually prefer the pre-refresh Palisade styling over the new one.

This one was inevitable. Jeep revealed the longer, roomier versions of its Wagoneer and Grand Wagoneer in New York, and they’re designated with an “L” at the end of their names. Total length grows by a foot, and the wheelbase goes up by 7 inches versus the standard Wagoneer models. Jeep has essentially allocated all this extra room to the cargo area, as it now offers a staggering 44.2 cubic-feet of space behind the third row.

Besides the L, Jeep announced that its new Hurricane inline-six engine would find its first home in the Wagoneer. Efficiency gets a small boost, and power is more than sufficient at either 420 horsepower (standard output) or 510 horsepower (high-output version) from the twin-turbo I-6.

The Stellantis party continues with Chrysler and its slightly revised Airflow. Re-styled for the New York market after initially debuting at CES in Las Vegas, the Airflow Concept gets new paint, changed accent colors, a slightly changed interior design and a new interpretation of the Chrysler logo.

This was our first chance to get a good in-person look at the new Kia Niro models headed our way, and we were impressed. It gets a totally new design, massaged powertrains in all three variants and an EV6-inspired interior. We even got to take a little deep dive into the standout Aero Blade design feature seen on all new Niros.

This was one of the minor debuts of the show — Subaru didn’t even hold a press conference. But the Outback was there on the show floor, and it was showing off its new Wilderness-inspired looks. The cladding is much more prominent, it has new lights up front, and Subaru packed it with a number of new tech features.

One year on from the Pathfinder being all-new, and Nissan just added an off-road-focused Rock Creek trim. It gets a slightly revised suspension, more power when run on premium fuel, all-terrain tires and a fairly comprehensive styling package. We liked the looks of it on the show floor, and while it may not be a super-capable SUV, having the option of a more rugged-looking SUV is seemingly a good thing to have in dealers these days.

The Leaf is getting outpaced by EVs with far more range, better tech and more power, but that hasn’t stopped Nissan from giving it a small nip-and-tuck. It gets a new grille, light-up Nissan logo, wild new wheels and a couple of aero enhancements.

This special-edition Ford GT pays tribute to the third-place car at the 1966 running of the 24 Hours of Le Mans. It re-creates that car’s look via matching paint, red accents and a number of other small details. Ford put it on display next to the car that raced at Le Mans back in 1966, making it an excellent display for any racing history geeks.

A collaboration between Williams Engineering, Italdesign and Deus, this electric hypercar is planned for super-low production, but incredibly high performance. Output is meant to be “more than 2,200 horsepower” and it has a claimed 0-62 mph time of 1.99 seconds. Only 99 are meant to be built, but we know that will be a tough, uphill battle to accomplish. Maybe, just maybe, you’ll see a Deus outside of the N.Y. Auto Show stand one day.

Yes, it’s another Huracán variant. This one steals a lot of the go-fast STO parts, but pairs them with a much more subdued appearance. It does well to make the appearance stand out as different from other Huracáns, and the 631 horsepower being sent to the rear wheels sound like Italian supercar bliss.

BMW didn’t bring it to the show floor, but we still got to see the refreshed X7 in New York this week. The design both inside and out gets a heavy revamping. Its look certainly isn’t for everyone, but nobody can deny that the car is turning heads. We’re impressed with the new interior, and the base xDrive40i powertrain gets a huge performance boost, giving the entry-level X7 a whopping 375 horsepower.

Debuting alongside the regular X7 was the Alpina XB7 that received its own styling tweaks to keep it current. It also adds 8 horsepower, bringing it up to 621 ponies from the twin-turbo V8.

It wasn’t on the show floor, but Genesis still revealed it in New York during auto show time. The X Speedium Coupe Concept is far and away the most beautiful thing there. Its shooting brake/fastback design is long and wide, and its proportions make it a total stunner. The concept is electric, and while Genesis hasn’t committed to putting it into production, we can hope to see it on the roads one day.

Random other musings

For whatever reason, Fiat brought the Europe-only electric 500 to N.Y. Our Joel Stocksdale took a close look at it, and made a case for why Stellantis should bring the little EV to America.

Radwood showed up with a large collection of epic cars from the 1980s and 1990s. They were easily the coolest part of the show, and if you’re in town, it may be worth going just to see this group of cars at the Javits Center.

Lastly, Alfa brought the Tonale for us to check out in a gorgeous Montreal Green paint. It’s a sharp little crossover in the flesh, and we’re really looking forward to seeing how this Alfa drives.

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April 15, 2022 / Comments Off

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2022 New York Auto Show, and Subaru Solterra driven | Autoblog Podcast #725

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April 15, 2022 / Comments Off

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Ferrari 296 GTB First Drive Review | Design and technical showpiece

Seville, Spain – Even when its founder Enzo was a pup, Ferrari was famously wringing maximum performance from miniscule engines. Today, that spirit lives on in the Ferrari 296 GTB plug-in hybrid – the first real V6 road car in Ferrari history – and a blistering track romp and road trip through Andalusia, Spain, proves again that automotive brilliance often comes in bite-sized packages. That talent, now combined with the modern shove and zero tailpipe emissions of electricity (in short distances) is coming in handy as regulators demand gasoline engines be downsized or eliminated entirely. When downtown Rome finally says basta to internal-combustion cars, the 296 GTB will get a free pass and a proud salute from locals.

This Ferrari will draw its share of wolf whistles as well. New tech aside, the 296 GTB is more old-school Ferrari in styling; a swoopy object of lust from its flying buttresses to a carved-out Kamm tail.

Press the haptic e Drive switch on the 296’s exotic steering wheel and it can cover 15.5 miles on pure electricity at up to 84 mph. Its twin-turbo 3.0-liter V6 is sidelined via an electric clutch, and a ghostly hum emanates from within. No, that’s not the sound of Enzo turning in his grave. Just the opposite, I’d say. That dude loved to win, even (or especially) when people called him crazy, and said his tiny 12-cylinder jewels (Phrasing? -BH) would never work (Oh, it got worse -BH).

So if you assume the 296 GTB is the Ferrari customers must “settle for,” think again. This short-wheelbase, mid-engine Ferrari is gorgeously evocative of classic models like the 250 LM, including roller-coaster haunches that seem extruded from a fast-flowing body. With a ridiculous 819 rear-driven horsepower, the 296 GTB is also faster and more reactive than every larger V8 car in Ferrari’s lineup, including the 488 Tributo and wicked 488 Pista. How fast? Well, this six-cylinder warrior circles the Fiorano factory track in less time than LaFerrari — the seven-figure hybrid wonder of just a few years ago. “But it doesn’t have a V8,” your say? Well, fine: The 488s, Roma coupe and Portofino convertible remain eminently defensible choices. Just get used to the 296 GTB wagging its saucy tail in your face at track days (with its signature, high-mounted single exhaust outlet), while you mumble something about the “Good Old Days.”

I’m mumbling something else after storming through Andalusia on HU 4103, a two-lane, EU-funded fantasy road that resembles a private/public racetrack in the countryside: All mirror-smooth pavement, double-stacked guardrails, helpful bright-blue turn arrows and a dearth of other drivers. The 296 GTB bullets from corner to corner, as fast in full Automatic mode as when using the rabbit-eared, carbon-fiber paddle shifters. Braked with my left foot for balanced pendulum swings against the throttle, the Ferrari’s eight-speed dual-clutch gearbox self-downshifts as low as second gear at roughly 6,000 rpm.

Incredible by-wire brakes create a fierce double-whammy of engine braking and electric regen, and then the Ferrari is off again. On a long ascent and descent, the regen brakes slurp so much energy that the battery remains fully stuffed, even at maximum attack. This is a hybrid that basically never runs out of electric breath, a kind of junior F1 car for the street.

A “Qualifying” mode summons maximum performance for shorter bursts, but also fully recharges the 7.5-kilowatt-hour battery (with 80 lithium-ion cells) in less than 15 minutes in my hands. The 296 is also super-satisfying in Hybrid mode, cruising gasoline-free at a brisk clip, but ready to fire up the engine and lunge ahead with a firmer press of the throttle. After a perspiring 115-mile drive, the all-digital instrument panel, descended from the SF90 hypercar, informs me that I’ve used gasoline for 80% of the trip, electricity for the rest – and saved 1 liter of fuel in the process. Every little bit, si?

Seemingly limitless front-end grip is amplified with joyful, high-pitched 8,500-rpm shrieks from an engine that Ferrari engineers call the “piccolo V12” — “little V12.” That’s not all Italian hyperbole, as I’ll explain later. As for the “first Ferrari V6” claim, recall that the six-cylinder, mid-engine Dinos – sold from 1967 to 1974, named after Enzo’s tragically fated son – were intended as a “son-of” sub-brand, and never wore a Ferrari badge. Ferrari, of course, has enjoyed racing success with V6s in multiple eras, from Mike Hawthorn’s 1958 F1 championship to the 1982 campaign that saw the 126 C2 become F1’s first turbocharged title winner.

These Spanish roads wind through the Rio Tinto (“Red River”) whose mineral-infused waters flash a striking crimson, though our convoy of Ferraris may have created some spillover effect. Regarding red Ferraris, I’ve never been a fan of that too-obvious choice, but the 296 GTB’s Rosso Imola definitely works, a smoldering lipstick shade for this Italian supermodel. And while I do love me some 488 Pista, our long road-and-track day convinces me the 296 GTB is the smarter, better all-around sports car. The 296 – the name combining the 2,992-cc engine, and “6” cylinders – feels even more responsive, less high-strung and demanding, thereby more appealing as a daily driver. And that’s without getting into the electric advantages; including a redesigned electric motor, sandwiched between the engine and gearbox, that supplies 122 kilowatts (165 horsepower) and 232 pound-feet of torque, filling in all the low-rev and shifting gaps until there’s no chink in the armor.

Quicksilver handling recalls a Lotus by way of Maranello, but with double or triple the power. Its electric steering is immediacy personified, with a lightness that underlines the wrongheadedness of sports cars and sedans that confuse burly effort with actual road feel. A highway blast on the Autovia lets the 296 GTB demonstrate its searing pace and stability, surging to 150 mph and more as boggled drivers pull to the right to watch the Ferrari soar past.

The craziest part is how a sports car can send 819 horsepower to the ground through rear wheels, effortlessly, without ever feeling like a handful of dynamite. Credit in part the specially developed, 20-inch Michelin Pilot Sport 4S tires, or the available Pilot Sport Cup 2s that nearly match the dry grip of racing slicks but remain DOT-legal.

Actually, this may be the craziest part: Company executives and engineers define the 296 GTB as the most “fun-to-drive” Ferrari, by intent and design. That may come as a shock to people who plunk down at least $523,000 – $200,000 beyond the GTB’s $323,000 base price – for its philosophical parent, the SF90 AWD plug-in. But Ferrari executives are nothing if not confident, saying there’s a Ferrari for every type of buyer, and obviously big enough garages that some can avoid making a choice altogether. While “fun to drive” has a subjective element, engineers insist there are objective parameters, including lateral/longitudinal response to throttle and steering inputs; shift times and sensations; brake pedal feel and response; and sound level and quality in the cabin. Designers and engineers parsed, mapped and quantified everything that makes a Ferrari “fun” – price tag didn’t make the list – and sought to elevate the 296 GTB to new highs, for owners who prize pure sensation and immediacy.

Sensations begin with a 2.0-inch shorter wheelbase and lower center-of-gravity versus any V8 Ferrari, which helps this sports car shrink around its pilot. The engine trims 66 pounds versus the V8. Dry weight is a commendable 3,234 pounds — 70 more than an F8 Tributo, thanks to the hybrid hardware and battery — but with 108 faster-acting horsepower on tap. That gives the 296 a better weight-to-power ratio than any rival. Meanwhile, the feelsome by-wire braking system, the company insists, lets the 296 GTB brake later and deeper into corners than any other Ferrari, allowing owners to attack apexes and just crush the pedal with no fear of upsetting the car.

Extensive aero work includes a “tea tray” doohickey up front to direct air along the underbody. Hidden headlamp ducts cool brakes, themselves fitted with ventilating “aero” calipers. Underbody height is as low as roadgoing rules allow, allowing reworked vortex generators to boost ground-effect suction and front downforce. Greedy cavities in those blush-worthy rear fenders feed turbo intercoolers. An active aero panel, hidden between taillamps, rises in an instant to generate up to 100 pounds of extra downforce, including under braking. I wasn’t arguing after my track drive at the Monteblanco circuit, where a roughly 165-mph straightaway abruptly ends at a near-hairpin corner. An optional Assetto Fiorano package forms that panel from carbon fiber, with stiffer Multimatic shock absorbers and other bits to further boost downforce and trim 26 pounds.

I’ve barely discussed that masterwork engine, discreetly hidden below dark-tinted, three-dimensional glass. Twin exhaust banks provocatively come together in a long, single central exhaust formed from thin-walled Inconel alloy. “Aluchrome” is used for the cavernous, high-mounted rear outlet, an alloy that maintains shine under extremely high temperatures.

Consider Enzo Ferrari’s first solo effort, the 125S racer of 1947, which made 118 horsepower from 12 dainty cylinders that displaced just 1.5 liters. This V6 alone generates 654 horsepower from just twice the displacement. Its 218 horsepower-per-liter becomes a historic high in specific output for any production automobile. The engine cradles a pair of turbochargers in the “hot-V” cleavage of 120-degree cylinder banks. Those turbos spin up to 180,000 rpm, with a huge 24% jump in performance and boost efficiency versus the V8 turbos. This engine is also a testament to high compression (including 350-bar fuel injection) and low inertia. The whistling turbos and a forged, nitrided crankshaft help reduce rotating masses by 11% versus the 3.9-liter V8.

This first in a new F163 engine family also combines two elements that can seem diametrically opposed: The force of turbocharging with the euphonious revving and trebly wail of a naturally aspirated V-2: Hence, “the piccolo V12.” The crankshaft’s 120-degree geometry, symmetrical cylinder firing order and tuned, equal-length exhaust runners deliver both the pressure pulses and harmonic sound orders of a V12. Those natural, odd-numbered harmonic orders are further amplified via a “hot tube” prior to exhaust treatment that push those sweet frequencies into the cabin, even at low revs. If a Mercedes-AMG V8 is basso profundo, this V6 is a La Scala tenor, sailing to 8,500-rpm peaks with enough force and emotional drama to bring tears to one’s eyes. Nobody, and I mean nobody, would guess there are only six cylinders churning below decks.

To all that, add 165 horses of inverted AC juice from the axial, dual-rotor motor. All told, this V6 Ferrari can shriek to 60 mph in 2.8 seconds, and to 200 kph (124 mph) in 7.3 seconds. Terminal velocity is 206 mph. That 0-200 kph figure is especially telling. It’s about 0.5 seconds quicker than a V8 McLaren 720S, and 0.9 seconds quicker than a Lamborghini Huracan Evo with a naturally aspirated V10.

When I first clapped eyes on the 296 GTB and its stand-displayed V6 in early 2021 during an SF90 drive at Fiorano, I assumed it was some kind of “starter model.” That was before I realized what this crew was up to, and definitely before I experienced the car. The 296 GTB is a design and technical showpiece, like an SF90 Jr., but with the advantage of being smaller, lighter and rear-wheel-drive. As ever, there’s no free lunch in Maranello, even at the newly restored Cavallino restaurant where Enzo dined and did business almost daily. So a plug-in, small-engined showboat that’s faster than a V8 Ferrari must also cost more than a V8 Ferrari.

Thus, the 296 GTB starts from $323,000, a solid $42,000 hike over the 488 Tributo at $281,000; but a skosh less than a 488 Pista at $331,000. Some Tifosi will find that difficult choice keeping them up at night, perhaps counting cylinders. Some will rest easy, and buy one of each.

March 14, 2022 / Comments Off

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

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

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

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

Autoblog Podcast #715

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February 4, 2022 / Comments Off

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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February 2, 2022 / Comments Off

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McLaren Artura hybrid supercar delayed until second half of 2022

The new hybrid McLaren Artura is officially delayed. A report from Automotive News broke the news on the electrified supercar.

When McLaren officially revealed the Artura, it promised that deliveries would begin in the third quarter of 2021. The third quarter of this year has long since gone, and we’re about to head into 2022, and there are still no Artura deliveries taking place. The new target date for initial deliveries is set for July 2022.

Automotive News heard confirmation of the delay from a McLaren spokesperson.

“We held on longer than everybody else in terms of stopping production, but unfortunately, our semiconductor supply dried up,” the spokesperson said. “That made us have to reduce production across the board.”

So, there’s your reason for the delay, too. McLaren is blaming the chip shortage that is currently plaguing the entire automotive industry. It’s unfortunate, because McLaren could certainly use the new Artura to freshen up its lineup. Automotive News reports that McLaren originally meant the Artura to make up 40% of its deliveries in 2022. With the delay until July next year, that’s going to be a difficult number to approach.

In case you needed a reminder, the Artura is a totally new McLaren from the ground up, as it’s sporting a new platform, new twin-turbo V6 engine and a plug-in hybrid electric system for purely electric motoring — 19 miles with a full battery pack. The engine and electric motor combined produce 671 horsepower and 531 pound-feet of torque, sending it to 60 mph in just 3.0 seconds. Base price for the Artura is $225,000.

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December 28, 2021 / Comments Off

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Porsche 911 Hybrid: It’s Real and It’s Happening. Right Now.

Amidst all the fanfare surrounding EVs—much of it starting from within Porsche’s own camp—the thought of the company’s flagship 911 model being subjected to some form of electrification has often been overlooked. This sentiment is overwhelmingly a reflection of enthusiasts and consumers who, deep down inside, are resigned to the fact that this is inevitable if the 911 lineage is to continue in the years and decades to follow. Porsche themselves though—reluctantly, or not—have already been hard at work embracing this notion, and are now showing tangible evidence of what the path forward will look like.

In my personal experience, I believe that Porsche’s fully-electric platform—exclusively represented by the Taycan range for now—provides very promising prospects and a solid template for a future with ICE-less 911 models. But that’s something we won’t have to think about much, at least for now, as hybridization, rather than full-on electrification, will be Porsche’s immediate solution to address the changing automotive landscape; and it’s more than likely that we’ll see this come to fruition during the current 992-generation.

To quell any doubts of this being the case, the proof is in the pudding, as they used to say. The video below (credit: CarSpyMedia) shows what conspicuously appears to be a 911 Hybrid being tested at the Nürburgring Nordschleife earlier this month.

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As the video footage reveals, these are still the very early days of prototyping; the car appears to struggle from handling issues likely born from all the extra weight the car is carrying with the new hybrid system installed. We can all remain confident that Porsche will take the necessary steps to balance the car and engineer a happy medium between the chassis and its xeno-drivetrain—after all, they’ve already proven they can do as much via the 5,000 lbs+ Taycan platform.

Few details about the car are known, but we do know that Porsche’s ‘E-Hybrid’ nomenclature—currently used in the Panamera and Cayenne lineups—will be adopted for the 911 range. The first 911 trim likely to be ‘E-Hybridized’ will be the Turbo S model, and it will likely sit at the very top of the range in terms of price and overall performance. The current word is that Porsche 911 Turbo S E-Hybrid will feature a 400-volt system, which will compliment the existing 3.7L twin-turbocharged flat-6 petrol engine.

Some outlets are suggesting that it won’t be a plug-in hybrid model, though I’d be surprised if this was the case; the fully-electric Taycan uses 800-volt architecture, while conventional ‘mild’ hybrid systems (which aren’t plug-ins) are well under 100-volts. But then again, EV technology is improving at a rapid pace. As a hybrid, we can expect the new 911 to be mechanically the same, or similar, everywhere else. That should mean no changes in the transmission department, with a 7-speed or 8-speed dual clutch transmission sending power to all four wheels. The suspension and chassis are sure to be tweaked and tinkered with to ensure that the essence of the 911’s driving dynamics remain intact, if not enhanced, by the hybrid drivetrain—it should turn out to be the very same 911 that we’ve all come to love, only with some slightly different hardware.

Just how soon will the Porsche 911 Turbo S E-Hybrid be a real thing? We’re told that it’ll likely arrive as a 2023 or 2024 model, meaning it could debut as early as the tail-end of next year —yes, it’s coming that fast and just in time to usher in the ‘992.2’ era. Porsche has yet to officially confirm that such a car even exists, but as has been proven before—most recently with the new GT4 RS—actions certainly speak louder than words, or lack thereof. In fact, the 911 isn’t even the first Porsche model to feature in recent conversations with regards to hybridization or electrification; Porsche has already announced that it plans to introduce an EV to the 718 range no later than 2025.

My Thoughts:

While the development of eFuels is a positive step in extending the life of the 911 without having to consider full-on electrification, hybridization is a rather obvious next-step in the timeline of Stuttgart’s most iconic and long-standing model. The big-wigs at Porsche are already suggesting that this latest version of eFuels may even allow internal combustion cars to achieve a smaller overall carbon footprint than an electric car, particularly when taking into consideration, the byproducts created from battery manufacturing. “This technology is particularly important because the combustion engine will continue to dominate the automotive world for many years to come,” said Porsche R&D Executive, Michael Steiner. “If you want to operate the existing fleet in a sustainable manner, eFuels are a fundamental component.”

“Porsche is committed to three powertrains: purely electric, plug-in-hybrids, and highly efficient gasoline engines. From Porsche’s point of view, eFuels open up an opportunity for our plug-in hybrid models as well as our icon, the 911—either with a combustion engine or as a very sporty hybrid. This means that we could continue to drive the 911 for many years to come, which will certainly make our customers and fans happy.”

Either way, the existence of the combustion engine—either as a standalone unit, or complimented by electric motors—is realistically viable for “many years to come”, to quote Michael Steiner. For fans of the 911 this can only be good news; even if you’re not a fan of hybrids, today’s hypercars have certainly showcased how impressive the technology is from just a performance standpoint, and if the prospect of that (that being, a 1,000 hp+ Porsche 911 from the factory) doesn’t excite any car enthusiast, I don’t know what will.

November 12, 2021 / Comments Off

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James Bond’s latest Aston Martin is coming to ‘Rocket League’

It wouldn’t be a new James Bond movie without a few tie-ins, and No Time to Die is clearly sticking to that rule. Psyonix and Epic Games have revealed that Bond‘s Aston Martin Valhalla, the first hybrid car in the game, will be available in Rocket League (complete with matching audio, decal and wheels) for 1100 Credits starting October 7th. You’ll also find three in-game challenges to unlock a Bond-themed avatar border, banner and player title.

Completists will have the option of buying a Bond 007 Collection between October 7th and October 13th that includes both the Valhalla and the classic DB5 for 2,000 Credits. The DB5 was released in July, but this could represent a better deal for Bond aficionados.

The expansion isn’t a surprise when Epic has lots of money to throw at promotional deals. This could boost interest in Rocket League among either diehard Bond fans or newcomers looking for more real-world cars. If nothing else, it should be amusing to watch 007 score a flying, upside-down goal or two.

Reporting by J. Fingas for Engadget.

Related Video:

October 5, 2021 / Comments Off

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All of the Bond cars of ‘No Time To Die’ (caution for spoilers)

Note: The following overview of the cars in No Time To Die contains spoilers. Read at your own risk, or come back after seeing the film to make sure you caught everything.

No Time To Die picks up right around where Spectre leaves us. James Bond (Daniel Craig) and Madeleine Swann (Léa Seydoux) are driving along in Bond’s restored and iconic DB 5 in Matera, Italy. Things don’t stay all that cheery for long in picturesque Matera, though. As is tradition in Bond films, the first car chase hits us with an explosion of action in what’s a super-long opening scene.

Fourth-gen Maserati Quattroporte: The baddies in the beginning are driving a Maserati and chasing after Bond in the DB5. Specifically, they’re in a fourth-gen Quattroporte, which feels right for a chase scene in Italy. Its squared-off looks are mean enough, and its Italian growl is a good background soundtrack to the DB5’s inline-six.

In addition to the Quattroporte, the chase scene in Matera is home to a couple of the best stunts of the entire movie, including the arch jump done with a Triumph motorcycle seen in trailers — Matera is extremely hilly.

Eventually, Bond and Swann find themselves in the DB5 again together, which is where the famous gatling gun scene from the trailer commences, but not before the bulletproof windows and body of the DB5 are thoroughly tested. RIP to the first-gen Range Rover Classics and Jaguar XFs that joined the Maserati in pursuit of Bond (here’s a list of other Bond cars over the years).

As the DB5 escape scene concludes, we catch a glimpse of what appears to be a Ferrari from the 1970s. However, the view was far enough away that we’ll need a second look to be sure of the exact model.

Land Rover Series III: Next time we see Bond, he’s fishing in Jamaica and driving around a blue Land Rover Series III. It’s yet another of the many Land Rover products featured throughout the film, and unlike most of Bond’s Aston Martins, this one doesn’t seem to have any unique features. The other intriguing vehicle out of Jamaica? An old Chevrolet Bel-Air expertly and effectively piloted by Bond newcomer, Ana de Armas.

Next up, we get a few shots of the new and still-not-for-sale Aston Martin Valhalla mid-engine supercar (also seen in trailers). Bond’s old boss M is in the scene which appears to have been shot in some secret wind tunnel of sorts. Much to our dismay, nobody ends up driving the Valhalla in the film. Could it be a teaser for what the next 007’s car is? There’s a decent chance of that, considering the Valhalla played such a small role in this Bond film.

Aston Martin V8 Vantage: Boy were we happy to see the original V8 Vantage from the late 1970s and 1980s make an appearance. In fact, it made multiple appearances throughout the film. It’s difficult to get a more badass combo than Daniel Craig behind the wheel of a blacked-out Aston Martin Mustang.

Off-road vehicles aplenty: As seen on several trailers, things take a turn to the off-road side of things with flying Land Rover Defenders — Land Rover even made special James Bond versions of the SUV. Bond wasn’t behind the wheel of any of these Defenders, though. Instead, he pilots a Toyota Land Cruiser in the Norway portion of the film as he’s pursued by Range Rover Sport SVRs and Defender V8s with double the horsepower. Plus, Triumph motorcycles are back again for the two-wheel enthusiasts in this bumpy chase scene.

Aston Martin DBS Superleggera: The stunning and still relatively new DBS Superleggera rocks up to the party in Norway, too, quickly showing everybody its bonkers 715-horsepower V12 is nothing to sneeze at. This two-seat Aston is piloted by Nomi, Bond’s 007 replacement, and she’s clearly gone through the same secret agent driving training that Bond did.

And that, ladies and gentlemen, is where we’ll leave you without getting too spoiler-heavy. There are plenty of classic Bond gadgets and gizmos throughout the film. Plus, a bizarre plane/submarine combo vehicle makes an appearance at some point. In short, though, the cars of Daniel Craig’s last Bond film don’t disappoint, and neither do the stunts.

There is plenty for car enthusiasts to ogle at when No Time To Die opens in theaters on October 8.

Related video:

September 30, 2021 / Comments Off

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Acura sold all 300 of the NSX Type S, reportedly in 24 hours

If you were hoping to nab one of the last Acura NSX supercars, Acura has confirmed to Autoblog that it has already sold out the entire allocation of 300 NSX Type S models that were slated for America. However, you might still have a remote chance.

“We have seen tremendous interest in the 2022 NSX Type S following its debut at Monterey Car Week. At this time, confirmed orders have far surpassed the 300-unit allocation for the U.S. market, and new orders received are being added to a waitlist,” an Acura spokesperson told us. That might be an understatement, as Motor1 is reporting a Black-Friday-esque rush that cleared the shelves in 24 hours and a waiting list of more than 100.

While Acura has never planned to assign the NSX to the role of moneymaker — there are RDX and MDX crossovers for that — sales of the hybrid supercar have been shockingly low. Year-to-date sales figures for July 2021 (the last metric prior to Acura’s August announcement that the NSX would be canceled) crawled along at just 67 examples sold, not too far off from last year’s 70. The year-to-date number for August leaped up to 98, a significant jump from last year’s 73.

A personal anecdote may explain why the sellout occurred so quickly. My brother, owner of a 1993 NSX, went to a Los Angeles-area Acura dealer to inquire about the 2022 Type S. The salesperson told him that the dealer was only getting one and that it had already been spoken for — by the dealership’s owner. With 273 Acura stores in the U.S. and only 300 cars, if other owners are similarly minded it may be almost impossible for the average buyer to get a Type S without paying a premium over the $171,495 price tag.

Hopefully, though, buyers won’t have to pay more than the $1 million bid that someone made for the first NSX Type S. The Type S has 600 horsepower and 492 pound-feet of torque, a 27 pony and 16 pound-feet bonus over the standard NSX, in addition to a 58-pound weight reduction and GT3 race car-derived tuning. While that alone could compel some buyers to spring for the Type S, we’re willing to bet that it’s the limited production and end-of-run factors that are contributing to demand. If you miss out, though, you can always wait for the third generation.

Related video:

September 20, 2021 / Comments Off

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Best New Performance Hybrids & Electric Cars

No one would argue that the past year-and-a-half has been a truly challenging period for human civilization, though it has not seemed to put even a dent in the momentum of the vehicle electrification movement. If anything, automakers were presented with a unique opportunity to showcase their credentials in this space; with the disruption of routine living circumstances, this was a moment when the global audience’s attention could be more easily procured, if done in the right way.

As it happened, a slew of new electric vehicles would be announced and even enter production during this time, bringing with them much excitement, fanfare, and most importantly a positive outlook on the future, albeit through an automotive lens. Nevertheless, automobiles are a topic that most people have in common, and the industry certainly didn’t fall short on providing its fair share of feel-good moments during this gloomy time – definitely for the car enthusiasts, and probably for the green movement too.

EVs (such as the Porsche Taycan) ordered by customers before the pandemic started, were generally delivered on-time if not ahead of schedule (like mine). During the pandemic, production levels remained vigorous, along with the unveiling of new models – some of which are simply game-changing. The emergence of cars such as the Rimac Nevera, Lotus Evija and Pininfarina Battista proved that automakers were generally unfazed by the chaos of the past 2 calendar years, delivering the goods as promised and not finding any reasons to have done anything but.

There’s no shortage of hybrid options either, with many of the world’s most impressive machines displaying the incredible potential of this technology. The likes of Ferrari’s SF90 Stradale and Lamborghini’s Sián have been showcasing that hybrid engines are not just a stop-gap measure before electrification proliferates. Rather, they are viable complement to fully-electric cars, both now and likely into the distant future. B io fuels could play a key role in this development, and possibly even prolong the existence of the combustion engine for some time to come.

Here are 15 of the Best New Performance Hybrids & Electric Cars, you can buy today.

Acura NSX Type S

Acura has just announced that they will be producing a limited-edition NSX Type S variant for the 2022 model year, which will also serve as the swan song for the brand’s halo car (now in its second generation). Officially unveiled during Monterrey Car Week, the Type S will be the “quickest, most powerful and best-handling production NSX ever” according to the automaker, with an enhanced version of the 3.5L twin-turbocharged hybrid engine now producing 600 hp and 492 lb-ft of torque. The 9-speed DCT and Super Handling All-Wheel Drive (SH-AWD) have also been optimized to get the most out of the car’s improved performance. The NSX Type S will also come standard with a carbon-fiber roof, as part of its weight reduction protocols.

Distinctive design cues and more aggressive aerodynamics are also at the core of the car’s improved driving character, with race car components – such as a GT3-inspired rear diffuser – being among the most easily distinguishable features. The NSX Type S will also come with redesigned front and rear bumpers, unique 5-spoke wheels, Pirelli P-Zero tires, and a retuned adaptive suspension system. Optional features such as Gotham Gray exterior paint and an available Lightweight Package – which includes carbon-ceramic brakes and more carbon fiber components – are also exclusive to the Type S. Limited to a production run of only 350 units.

Rimac Nevera

Although it is not the first EV to be powered by 4 permanent magnet electric motors, the Rimac Nevera does come with its own unique electric drivetrain design. By strategically placing a pair of 200 kW electric motors in front and another two 500 kW electric motors in the rear, the engineers were able to give the rear-biased Nevera an ideal 48:52 (front:rear) weight distribution. However, a deeper inspection reveals more intricacies in the design, as the planetary gears for each of the 4 wheels are purposed in such a way that the Nevera is also optimally balanced from left to right as well. Genius.

It’s probably a good thing that this Rimac was built with a predisposition to exhibit ballet-like agility, because it’s going to need all the grace in the world to tame all that’s brewing within. In combination, all of the 4 electric motors can generate up to 1,914 hp (1.4 mW) and 1,740 lb-ft of torque (2,360 Nm). This allows the Nevera to absolutely annihilate the popular 0-60 mph benchmark in just 1.85 seconds, with an equally impressive 1/4 mile time of just 8.6 seconds – good enough to make it the fastest production vehicle ever made, by some margin. Top speed is stated as 258 mph (412 km/h).

Ferrari SF90 Stradale

At first glance the SF90 Stradale sounds like a car we should all fear; a soul crushing proposition. It is a plug-in hybrid electric vehicle (Ferrari’s first) with four-wheel-drive, built on a new ‘multi material‘ platform and has even more electric driver aids than ever before. It is enough to make old-school Ferrari fans and drivers run straight for the exits (probably to pick up a 458 Speciale instead). But those who are willing to consider the outcomes with an open-mind are sure to be satiated, if not entirely blown-away.

In the Ferrari SF90 Stradale, the company has partnered its F154 V8 engine with a 7.9 kWh battery, which allows the twin-turbocharged V8 hybrid to produce up to 986 hp in total. The three electric motors combine to deliver 217 hp, an can even bring the SF90 Stradale to a speed of 84 mph and complete over 15 miles, all on their own power. Aside from a mind-boggling 0-60 mph time of 2.1 seconds, this configuration also makes the SF90 the first mid-engined Ferrari to be all-wheel drive. Handling is also greatly enhanced with torque vectoring now being available on the front-axle. The car also features an all-new chassis made of carbon fiber and aluminum. The sleek body panels and its aerodynamic shape help the model make a whopping 860 lbs of downforce at speed, and the whole profile of the car is extremely low so it can slash through the air at high speeds.

Porsche Taycan Turbo S

The Taycan Turbo S is the ultimate Porsche EV. The absolutely mind-boggling 750 hp and 774 lb-ft of torque it instantaneously produces, rockets the car from 0-60 mph in 2.6 seconds – hypercar territory, that is. It manages to combine this with 911-level handling characteristics and is infused with the same essence we’ve come to expect in all Porsche sports cars. Porsche ceramic composite brakes (PCCB) are standard fare on the Turbo S, as are the otherwise optional 21” Mission-E Design wheels. To provide even more extra stopping force, the Turbo S is also fitted with larger front and rear rotors than what is installed on the 4S and Turbo models.

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. While a number of the Cross Turismo models’ design elements bear an obvious resemblance to the sedans, they offer something very distinct as well.

Lamborghini Sián

Amongst this list of very special cars, the Sián is perhaps the most special. That’s because the Lamborghini Sián is the most notable example of an automobile which uses a supercapacitor – the ‘super’ added because, well, you need a really, really big capacitor to help power a car. In this configuration, the supercapacitor collects and stores energy (primarily from regenerative braking). In certain moments (such as a launch), the supercapacitor dumps all of its energy into an electric motor which immediately and briefly adds an extra 34 hp on top of what the Sián’s 785 hp 6.5L naturally-aspirated V12 engine produces. This means that up to 819 hp is sent to all 4 wheels, with the electric motor integrated into the transmission to reduce weight and improve responsiveness.

As long as the supercapacitor keeps getting recharged – which can be achieved with just seconds of hard braking – there will always be that extra bit of power boost at the car’s beckoning. Compared to an EV battery which takes much, much, longer to fully recharge, and weighs substantially more, you might be wondering why supercapacitors aren’t the dominating technology in electric or hybrid vehicles today. Well, there are a few very important reasons for this. For one, supercapacitors aren’t able to store energy for long periods of time like a battery, making them unviable to be the primary food source for an electric vehicle… at least for now.

Tesla Model S Plaid+

Tesla recently announced that they’ve added a new trim for their Model S and Model X. The base “Long Range” models will still use dual-motors, while the new high-performance models will be replaced with “Plaid”. While this is mostly down to marketing and rebranding, the Model S will have also have a Plaid+ option later this year; for performance junkies, this is the most significant news as this package incorporates Tesla’s latest battery technology. The Plaid+, with it’s brand new architecture, is said to be capable of 0-60 mph in under 2 seconds and a range of up to 520 miles on a single charge.

Needless to say, figures like those will surely lead to an upheaval of the current status quo in EV-land and will have competitors scrambling to keep up. Word is, these claims are far from anecdotal, as an 1,100 hp prototype version of the Tesla Model S Plaid+ has already beat the Mclaren P1’s lap time at the legendary Laguna Seca raceway in California, USA. Tesla is already taking orders on its website, where it starts at a price of $131,100.

Koenigsegg Regera

Koenigsegg unveiled its Regera hybrid hypercar model at the 2015 Geneva Motor Show, and since then it has generated plenty of hype amongst car enthusiasts and performance junkies. Besides a regular combustion engine, the Koenigsegg Regera also utilizes 3 electric motors which dole out 700 hp and 663 lb-ft of torque via a 4.5 kWh liquid-cooled battery pack. As a result, the car now produces 1,500 hp (which the company likes to market as 1.11 MW), making it the most powerful hybrid supercar in the world. Its combustion engine is a 5.0L twin-turbocharged V8 which produces an out-of-this-world 1,100 horsepower and 922 lb-ft of torque without electric assistance.

Koenigsegg has gone on to claim that the Regera can theoretically reach top speeds of over 400 km/h, although this has not yet been made official.

Lotus Evija

Lotus has been hyping their new fully-electric automobile, going as far as saying that the Evija will be a “mind-blowing supercar”. The car features two electric motors which output its outrageous 2,000 hp. The battery is placed in the middle of the car where a typical internal combustion mid-engine car would have its beating heart, helping it to achieve an ideal weight distribution. Lotus sought to strike the perfect balance between a track car and a road car, and that extends to the cabin – a minimalist, driver-focused interior design but with plenty of the comfort and convenience features you’d expect in a civil grand tourer. The Lotus Evija has been named as ‘The One to Watch‘ in Top Gear’s 2021 Electric Awards .

The Lotus Evija was built with a simple goal – to be the absolute pinnacle of world-class engineering and the most powerful performance car ‘For The Drivers’. It harnesses Lotus’ technical expertise, fine-tuned over more than seven decades, to create a masterclass of automotive excellence. Judges at the IDA commented that the Lotus Evija “paves a way towards a more sustainable future whilst embodying an exceptional aerodynamic aesthetic”, and that “its seductive style elevates the Evija to be the world’s most premium sustainable car”.

Audi e-tron RS GT

The 2022 Audi e-tron GT is the four-ringed company’s first entrant into the high-performance EV weight class. It looks to shake up a playing field which includes the likes of the Tesla Model S and Porsche Taycan, the latter of which it shares many of the same underpinnings. Audi has marketed the e-tron GT as a fully-electric grand tourer, as a opposed to a sports saloon EV like the Porsche Taycan. This sets clear expectations right away of what makes the e-tron GT an entirely unique offering – not quite as powerful (compared to the Turbo and Turbo S), a little less nimble and sharp in the handling department, slightly more utilitarian with extra cargo room and a typically impressive Audi-esque interior.

The entry-level e-tron GT produces 469 hp, which can be boosted up to 523 hp when using launch control. This is good for 0-60 mph in 4.0 seconds and a top speed of 152 mph, making it most comparable to the Porsche Taycan 4S which ends up being a smidge quicker using the same measuring stick. Stepping up to the RS model will net you 590 hp with 637 hp available in overboost mode. This allows the RS e-tron GT to complete the 0-60 mph sprint in 3.3 seconds, which is slower than Tesla’s and Porsche’s quickest EV models by 1.3 seconds (Model S Plaid) and 0.8 seconds (Taycan Turbo S) respectively.

Pininfarina Battista

When the Pininfarina Battista was unveiled at the Geneva Motor Show in March 2019, it was touted as the first fully-electric hypercar. Having been teased with bits and pieces up to that point, the Battista would finally secure its place in history as the first complete amalgamation of a zero-emissions hypercar. I doubt that anyone would be offended – least of all, Pininfarina – if the Battista was mistaken as ‘just another’ one of Ferrari’s super cars. Afterall, the design elements are deliberately signature from the company; and that’s really the best part of it all.

Beneath the silhouette lies something less familiar – the absence a typically mid-mounted combustion engine, for one. The Ferrari…. I mean…. Pininfarina Battista is fully-electric, and beyond that very notion, things only start to get even more crazy. The Battista utilizes 4 motors – one for each wheel – which produce a combined 1,900-horsepower and 1696 ft-lb of torque. That level of performance and technological sophistication won’t come cheap either, with each car priced at around $2.3 million USD.

Aston Martin Valkyrie AMR Pro

The new Aston Martin Valkyrie AMR Pro isn’t just another version of the original Aston Martin Valkyrie with some added aerodynamic parts. They’ve also increased the wheelbase of the original chassis by 380 mm, and added 96 mm and 115 mm to the front and rear track width respectively. These changes effectively lengthen the entire car by 266 mm, essentially making it a ‘longtail’ version, as their rivals McLaren would call it.

The Aston Martin Valkyrie AMR Pro still uses the same Cosworth-built naturally-aspirated V12 engine with a 6.5L displacement – but now with 1,000 hp available at a screaming 11,000 rpm. Significant weight has been shed on the Valkyrie AMR Pro by removing the entire hybrid system, using an extremely light carbon fiber body, and incorporating carbon fiber suspension components. Thanks to its aerodynamic efficiency, the Valkyrie AMR Pro offers track performance previously only seen on Formula One cars.

Mercedes-AMG Project One

After months of teasing and speculation, Mercedes-AMG has officially unveiled the world’s first road legal car equipped with a Formula 1 powertrain – the 1,000 hp Project One. Its 4-digit power output comes from an improved version of the hybrid system found inside the W08 F1 car, which also includes a turbocharged 1.6L V6 engine and four electric motors. The two front electric motors on the Project One are of the latest and greatest technologies available, with each unit being capable of revving up to 50,000 rpm and producing 160 hp on their own.

The third electric motor is integrated into the turbocharger, while the fourth is mounted directly on the car’s combustion engine, producing another 120 hp of the Project One’s total power output of “beyond 1,000 hp”. Mercedes-AMG has also claimed that the turbo lag on the Project One is not only eliminated in this setup, but the response times should now be shorter than those cars powered by a naturally-aspirated V8.

Porsche Panamera Turbo S E-Hybrid

Porsche has provided no shortage of options within any of its model line-ups, with the relatively recent addition of E-Hybrid models serving up even more choices for those seeking a more eco-friendly experience from the brand. While the Taycan is the only model fully-committed to electrification, the E-Hybrids are an impressive alternative for those who aren’t quiet ready to make the big step over to the other side. Currently, E-Hybrid models can be found within the Panamera and Cayenne model line-ups, and are destined to be in the mix with other models such as the Cayman, 911 and Macan in the not so distant future.

The Panamera Turbo S E-Hybrid is at the top of the food chain when it comes to the range, and is the only model (notwithstanding the Cayenne Turbo S E-Hybrid) to feature a hybridized version of Porsche’s 4.0L twin-turbocharged V8. On its own, the petrol engine produces 563 hp and 567 lb-ft of torque, with the E-Hybrid electric motor adding up to 134 hp and 295 lb-ft of torque. The Sport Turismo estate-style body would definitely be our pick, as it also provides a greater sense of both utilitarianism and style to boot.

Koenigsegg Gemera

Hinted at for a long time under the codename ‘KG12′, the latest Koenigsegg megacar has been revealed: The 2022 Koenigsegg Gemera. The Gemera is Koenigsegg’s first proper 2+2 GT car, or due to the power it produces, ‘mega-GT’ if you will. The car outputs a combined total of 1.27 MW of power, or by more traditional measurements, 1,700 HP and 2,581 lb-ft of torque. This is achieved through the combination of an extremely powerful, 2.0L twin-turbocharged camless + freevalve inline-3 engine – nicknamed the ‘Tiny Friendly Giant’ – which produces 600hp all on its own, and is partnered with three electric motors.

Two electric motors are placed at each rear wheel, with a third motor attached to the crankshaft of the engine to boost power to the front axle. All three motors have a combined output of 1,100 HP. Koenigsegg has confirmed that orders can be taken through the Expressions Of Interest website, and that the base price is $1.7 million USD.

McLaren Speedtail

Meet the new Speedtail – an aptly-named addition to McLaren’s Ultimate Series of automobiles. This limited-edition car – of which only 106 examples will be built – represents McLaren’s unyielding pursuit of maximum top-speed. Whereas other McLarens blend handling, acceleration, and driving dynamics in a harmonious package, the Speedtail has a more singular focus. That focus is speed; ludicrous amounts of it. McLaren has labeled the Speedtail a Hyper GT, which seems fitting given the excess of the car and its abilities.

This 1,055 hp car will take you to 250 mph, and then to the Opera, on the same set of tires (to paraphrase McLaren spokesperson, Wayne Bruce). More than that, the Speedtail is a car that reminds us that the automotive world serves to inspire and excite us, as much as it does in moving us from one place to the next. Though, in the case of the Speedtail, it moves us unlike anything else out there.

September 6, 2021 / Comments Off

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Best Hybrid Engines Ever Produced

As we begin to crest into the era of automobile electrification, it has become increasingly difficult to recall all of the outstanding hybrid technologies we already have on tap. With all the noise being made (or lack thereof when it comes to the engine sounds) amidst this monumental shift, it would be completely unfair to acknowledge hybrid engines as being merely a stopgap solution while we wait for electric EVs to take over as the dominant product.

In fact, hybrids currently offer a “best of both worlds” outcome in most cases, particularly when it comes to the high-performance class of cars. This is especially true with electrification still in its infancy, meaning that technology – and most importantly charging infrastructure – still have huge strides to take before we can globally embrace fully electric cars as the convention. Add to this, the research and development of biofuels by some of the biggest players in the industry, and hybrid engines could very well remain a part of the conversation for the years and decades to follow.

Some of the most groundbreaking supercars and hypercars in the world have utilized hybrid technology to impressive effect, all while not neglecting the honest work of reducing emissions. They not only showcase incredible performance credentials (where 0-60 mph in 2.5 s is now the benchmark) but also make a strong case for hybrid technology being as viable (at the very least) for the long haul as it is today.

Here are 10 of the Best Hybrid Engines Ever Produced, curated for your viewing pleasure.

Disclaimer: Our list is likely to include some cars you didn’t realize were actually hybrids. Viewer discretion is advised.

Porsche MR6 V8 Hybrid

As the spiritual successor to Porsche’s first widely-acknowledged hypercar – the Carrera GT – the 918 Spyder was always going to have to follow its predecessor’s opening act with something quite spectacular of its own. Mission accomplished, I’d say, thanks in huge part to its race-derived MR6 V8 engine. Derivatives of this powerplant were used extensively in ALMS racing competition by the RS Spyder race car, which was designed and built in-house by Porsche in collaboration with Penske Racing. It’s easy to see where the 918 Spyder got its name, but the road-legal car would create its own legacy through the use of a modified drivetrain which increased the engine displacement to 4.6L (from 3.4L in the race versions) and most notably featured a hybrid system with 2 electric motors powered by a 6.8 kWh lithium-ion battery.

The naturally-aspirated combustion unit produced 608 hp by itself while the 2 electric motors – one in the front and one in the rear – provided up to an additional 127 hp and 154 hp to their respective axles. The combined output of the whole system is rated at 887 hp. The 0-62 mph sprint is completed in a blistering 2.2 seconds, with a top speed somewhere north of 211 mph. Being a plug-in hybrid, the 918 Spyder can do all this and run silently in ‘electric-only’ mode for a quoted range of 12 miles. Not exactly an eco-warrior, but hey, at least it provides the framework for its successors to build on.

Ferrari F154FA V8 Hybrid

Ferrari’s F154 family of V8 engines could very well go on to become the G.O.A.T; especially when it has been scrutinized under the incredibly high standards that have been set in the modern era of automobiles. The engine is as potent as it is versatile, powering just about every flavor of Ferrari car since being introduced in 2014; the comfortable California convertible, the grand-touring Roma, the race-bred 488 Pista, and F8 Tributo, and even the 986 hp SF90 Stradale hybrid hypercar.

In the latter form, a 7.9 kWh battery compliments the 4.0L twin-turbocharged V8 and can even bring the SF90 to a speed of 84 mph and complete over 15 miles, all on its own power. By delivering a combined 217 hp via three electric motors, the car is able to produce up to 986 hp with the entire drivetrain on full blast. Aside from a mind-boggling 0-60 mph time of 2.1 seconds, this configuration also makes the SF90 the first mid-engined Ferrari to be all-wheel drive. Handling is also greatly enhanced with torque vectoring now being available on the front axle.

Lamborghini 6.5L naturally-aspirated V12 Hybrid

The Lamborghini Sián is the most notable example of an automobile that uses a supercapacitor – the ‘super’ added because, well, you need a really, really big capacitor to help power a car. In this configuration, the supercapacitor collects and stores energy (primarily from regenerative braking). In certain moments (such as a launch), the supercapacitor dumps all of its energy into an electric motor which immediately and briefly adds an extra 34 hp on top of what the Sián’s 785 hp 6.5L naturally-aspirated V12 engine produces. This means that up to 819 hp is sent to all 4 wheels, with the electric motor integrated into the transmission to reduce weight and improve responsiveness.

McLaren M840T w/ eMotor

Despite only producing V8-powered automobiles since as recently as 2011 (via the MP4-12C), you could argue that McLaren is now the world’s artisans of the V8 engine, and few would dispute that. After all, it’s virtually all they know these days, with every single McLaren model – bar the V6-hybrid McLaren Artura – fitted with some adaptation of their M838T or M840T twin-turbocharged V8 motors.

The 4.0L M840T features on all of the Super Series cars, which covers the ‘700 range’ of models, plus the addition of the McLaren GT. In its Ultimate form, the 4.0L unit – dubbed the M840TR – produces 814 hp in the McLaren Senna GTR. The McLaren Speedtail hybrid ‘hyper-GT’ produces some 1,035 hp through the combination of an M840T and parallel system eMotor. This setup – in addition to applying the most genius drag-reduction principles in existence today – has allowed the Speedtail to become the fastest production McLaren ever made. Its top speed? 250 mph.

Ferrari F140FE V12 Hybrid

If the F140 had only powered the (2002-2005) Ferrari Enzo – the first Prancing Horse model where it featured – it would have been no less significant or legendary than it is today. The 65-degree V12 engine debuted on the Enzo as a 6.0L naturally-aspirated V12 unit which produced a staggering 651 hp @ 7,800 rpm and 458 lb-ft of torque @ 5,500 rpm. Over the years, 6.3L versions of the F140 have powered the likes of the hybrid LaFerrari and the F12berlinetta. Eventually, the F140 would evolve into what is today, a 6.5L power plant, where it now powers the 812 Competizione.

The Ferrari ‘so nice they named it twice’, also happens to be a hybrid. The Ferrari LaFerrari’s hybrid version of the F140 6.3L V12 power plant produces a total of 950 hp – 788 hp from the naturally-aspirated V12 and 160 hp courtesy of the electric motor, which delivers that power through the differential. This means that 0-60 mph is dispatched in under three seconds, while top speed is rated by Ferrari as somewhere north of 217 mph. Ferrari said that while a side effect of the KERS system – which is tethered to the V12 to continuously recharge itself – was a reduction in emissions, the car would not be capable of running in any type of ‘electric-only’ mode. Ferrari simply was not interested in EVs during the development of the LaFerrari. In fact, the hybrid system’s only function on the halo car was to enhance its performance, and that its relative emissions-friendliness was more of an afterthought than a goal.

BMW B38A15T0 1.5L turbocharged I3 Hybrid

In many ways, the BMW i8 is the least remarkable car on this list. Released during what feels like the olden days now, the 2014 BMW i8 should, however, be credited with revolutionizing the automotive landscape as it pioneered what many consider to be the first high-performance hybrid sports car. Well ahead of its time when it first came out, its powertrain technology was the result of BMW’s visionary approach to a rapidly shifting narrative towards a future focused on sustainability. The eventual overthrowing of the combustion engine would be at the forefront of this movement, with EVs taking their place. The BMW i8 – with its 7.1 kWh lithium-ion battery – would be the earliest creation in this image.

The BMW i8 provides more of a transitional approach to this, rather than a radical one – being a plug-in hybrid as opposed to fully-electric – but would nevertheless be disrupting the status quo. Since its 2014 release, however, the platform fell short of delivering any truly meaningful changes or upgrades until being discontinued in 2020. As time passed, its 369 hp B38A15T0 hybrid engine would appear meager next to emerging hybrid and fully-electric technologies which would go on to make 1,000 hp + figures conceivable in a production road car. But it gave us a hopeful glimpse into the future of automobile electrification, and look where we are now.

McLaren M838T w/ eMotor

The McLaren P1 is considered to be one of three members (the other two being the LaFerrari and 918 Spyder) of the holy hybrid hypercar trinity; the old boy’s club of hypercars, if you will. Like its contemporaries, it fashioned a hybrid drivetrain which allowed it to deliver performance that was once considered unimaginable on a road car. That power comes primarily from a 3.8L twin-turbocharged V8 – the same M838T engine used across the McLaren range but revised to output 727 hp and 531 lb-ft of torque on its own.

Combined with a lightweight and KERS-fed electric motor, that adds a further 176 hp and 192 lb-ft of torque at the driver’s disposal. The 903 hp Ultimate Series model sends all that power to the rear wheels via a 7-speed dual-clutch transmission, allowing it to make the dash from 0-62 mph in just 2.8 seconds. The P1 is also able to hit 186 mph in a mere 16.5 seconds from a standstill, on its way to an electronically-limited top speed of 217 mph. As we learned from Spiderman, “with great power comes great responsibility”; the McLaren P1 exhibits both in abundance, with its plug-in hybrid “twin powerplant” allowing it to run in zero-emissions mode for up to 6.8 miles.

Koenigsegg 5.0L twin-turbocharged V8 w/ Electric Drive

Koenigsegg unveiled its Regera hybrid hypercar model at the 2015 Geneva Motor Show, and since then it has generated plenty of hype amongst car enthusiasts and performance junkies. Besides a regular combustion engine, the Koenigsegg Regera also utilizes 3 electric motors which dole out 700 hp and 663 lb-ft of torque via a 4.5 kWh liquid-cooled battery pack. As a result, the car now produces 1,500 hp (which the company likes to market as 1.11 MW), making it the most powerful hybrid supercar in the world. Its combustion engine is a 5.0L twin-turbocharged V8 that produces an out-of-this-world 1,100 horsepower and 922 lb-ft of torque without electric assistance.

Power is sent to the wheels via Koenigsegg’s new powertrain known as “Koenigsegg Direct Drive”. According to the automaker, “This revolutionary technology removes the traditional gearbox, making the car lighter and more efficient. As the powertrain already produces a combined 1500 hp and with electric propulsion providing instant torque from the Direct Drive system, we did not have to go as extreme on ICE power. Instead, we installed even smaller, faster-spooling turbos on the Regera, further enhancing the car’s drivability and response.” Koenigsegg has gone on to claim that the Regera can theoretically reach top speeds of over 400 km/h, although this has not yet been made official.

Honda/Acura JNC1 3.5L twin-turbocharged V6 Hybrid

The second-generation NSX is the beneficiary of a hybrid drivetrain that produces 573 hp via a twin-turbocharged V6, with 3 electric motors and a 9-speed DCT. It still delivers supercar looks and performance in an everyday livable package. Some pundits call it a “Porsche 918 light” and that says more than anything else about how good the car is. While it is true that the new Acura NSX cannot currently compete with the nostalgia and charm of the car that it replaced, we feel that it is a massively under-appreciated, but worthy supercar. This highly capable vehicle is inostensibly backed by its revolutionary hybrid drivetrain and overall performance figures.

Acura has just announced that they will be producing a limited-edition NSX Type S variant for the 2022 model year. Officially unveiled during Monterrey Car Week, the Type S will be the “quickest, most powerful and best-handling production NSX ever” according to the automaker, with an enhanced version of the 3.5L twin-turbocharged V6 hybrid engine now producing 600 hp and 492 lb-ft of torque. The 9-speed DCT and Super Handling All-Wheel Drive (SH-AWD) have also been optimized to get the most out of the car’s improved performance. While the NSX was never about all-out power, the hybridized powerplant is still good for 0-60 mph in under 3 seconds and a top speed of 191 mph.

Porsche 2.9L, 3.0L V6 E-Hybrid & 4.0L V8 E-Hybrid

Porsche has provided no shortage of options within any of its model line-ups, with the relatively recent addition of E-Hybrid models serving up even more choices for those seeking a more eco-friendly experience from the brand. While the Taycan is the only model fully committed to electrification, the E-Hybrids are an impressive alternative for those who aren’t quite ready to make the big step over to the other side. Currently, E-Hybrid models can be found within the Panamera and Cayenne model line-ups, and are destined to be in the mix with other models such as the Cayman, 911, and Macan in the not-so-distant future.

The Panamera 4 E-Hybrid is the entry-level E-Hybrid model – at least in size – combining a 2.9L twin-turbocharged V6 which produces 325 hp and 331 lb-ft of torque, with the E-Hybrid electric motor adding up to 134 hp and 295 lb-ft of torque. The lower-priced Cayenne E-Hybrid fashions a hybridized version of the base model’s 3.0L twin-turbocharged V6, while the Cayenne Turbo S E-Hybrid is married to the more robust 4.0L twin-turbocharged V8 which produces a combined 670 hp. The Panamera Turbo S E-Hybrid is at the top of the food chain when it comes to the range, and is the only model (notwithstanding the Cayenne Turbo S E-Hybrid) to feature a hybridized version of the 4.0L twin-turbocharged V8. On its own, the petrol engine produces 563 hp and 567 lb-ft of torque, with the E-Hybrid electric motor adding up to 134 hp and 295 lb-ft of torque.

September 2, 2021 / Comments Off

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Hyundai Santa Cruz, Kona N and Elantra Hybrid | Autoblog Podcast #691

In this episode of the Autoblog Podcast, Editor-in-Chief Greg Migliore is joined by West Coast Editor, James Riswick. They’ve been driving a lot of new cars, including the 2022 Hyundai Santa Cruz pickup, 2022 Hyundai Kona N, 2021 Hyundai Elantra Hybrid, 2021 Acura TLX Type S and 2022 Hyundai Genesis G70. Lamborghini revealed a modern interpretation of the Countach, for better or worse. Finally, they heelp a listener replace a 2013 Ford Edge in this week’s “Spend My Money” segment.

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

Autoblog Podcast #691

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August 13, 2021 / Comments Off

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2022 Acura NSX Type S is revealed as the most powerful NSX ever

The 2022 Acura NSX Type S is here, and it’s the most impressive NSX the company has created. It now makes 600 horsepower and 492 pound-feet of torque, increases of 27 ponies and 16 pound-feet. But that’s only the tip of the many little changes Acura has done to make this the ultimate NSX.

Gaining that extra power involved quite a few little changes. The engine now gets larger turbochargers borrowed from the GT3 race car. The various intakes have been changed for improved cooling and airflow. The main front grille has been enlarged to allow more air into the radiators, and the outboard grilles now feature ducting for air curtains that help direct air to the side intakes. Those intakes feed more efficient intercoolers. The batteries even feature greater capacity.

Power isn’t the only area to receive upgrades. The Type S gets a carbon fiber roof for slightly less weight and a lower center of gravity. The aerodynamics have been tweaked with a new carbon fiber splitter, side skirts, rear spoiler and a GT3 race car-inspired rear diffuser, all of which help with downforce. The adjustable suspension, all-wheel-drive system and transmission have all been retuned for sportier driving. The latter shifts faster now and has a Rapid Downshift mode that allows you to shift to the lowest possible gear with one half-second paddle pull. Even the tires are stickier Pirelli P-Zeroes designed specifically for the NSX Type S. All of these improvements mean that the Type S is a full two seconds faster around Suzuka than a regular NSX.

And if you need just that little bit more in the performance department, there is a Lightweight Package. It costs an extra $13,000 and adds carbon ceramic brakes, a carbon fiber engine cover and carbon fiber interior parts. Total weight savings is 58 pounds.

Acura did pay some attention to styling, too. On top of the more aggressive aerodynamic bits, the grille has a new shape that has hints of the corporate pentagonal grille. The grille mesh is even steel instead of plastic now. The lights get dark lenses, and all the badging, mirrors and door handles are finished in black. Type S decals adorn the rear fenders. Inside, there’s an Alcantara headliner and NSX and Type S logos embroidered in the seats and dashboard. One of the cars in the gallery at top is painted in an exclusive Gotham Gray matte metallic color, which will only be applied to 70 cars.

To get into an NSX Type S, you’ll need to be ready to fork over $171,495 including destination charge. Acura is taking orders now. You’ll want to be quick: 350 units are on offer, and 300 of those are for the U.S. You can put in your order at this link.

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August 12, 2021 / Comments Off

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New Lamborghini Countach teased again with three images

Lamborghini posted three more teaser photos of the coming Countach resurrection to its Instagram page. We’ll have to let the pictures do most of the talking since we don’t have any more information than we did when the first tease dropped a couple of days ago. We get a shot of a nose unlike any other Lamborghini in the current stable. A narrow black grille just inches wide splits the upper and lower section of the front fascia, recalling the area where the original exotic placed its black front bumper and fog lights. The name “Countach” appears on the right side of the coupe, in all lowercase letters just like the original, but stretched and angular befitting the brand’s modern design language.

A second shot exposes the engine cover, this a new design based on the clear cover that can be fitted to the Aventador. Three flat hexagon panels, thickly bordered in black, step down from the roof to the tail. Beneath them is the longitudinal and posterior V12 portion of the LPI 800 powertrain. The initialism stands for Longitudinale Posteriore Ibrido, and we’re still waiting for any information on that last bit, the hybrid. The V12 in the Lamborghini Sian FKP 37 received help from a supercapacitor, but that special edition didn’t get official designation as a hybrid. The last car from Sant’Agata to do so was the 2014 Asterion LPI 910-4 concept from the 2014 Paris Motor Show. The Asterion hid a V10 in back for the rear wheels, and two e-motors with a combined 296 horsepower on the front axle powered by a lithium-ion battery. The Sian produces about 785 horsepower, the Countach will deliver about 789, the Aventador S makes 690. So Lamborghini isn’t using electricity to chase gaudy numbers. Yet.

The last pic presents the area behind the side window. This is a slightly tighter shot of an image that a site called Lamborghini Specs posted a few days ago, snagged somehow from the automaker’s customer-only site, Lamborghini Unica. This reveals a Huracan-like intake treatment, the opening descending from the roof to the rear fenders. Ahead of the intake, a row of slats harks back to Gandini’s Countach prototype that arranged a flat row of vents along the fender, just behind the glasshouse. The fender is decorated with a cap that could be the fuel filler or a charging port or something else.

Way back in 1987, Lamborghini worked up a Countach Evoluzione prototype to test new technologies that made their way into the last of the production Countach run and the successor Diablo. This Countach could be doing something similar. The brand has already been taking orders for whatever’s coming, so there’s an excellent chance it will be sold out by the time it debuts on Sunday, August 15, at Monterey Car Week.

August 11, 2021 / Comments Off

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McLaren Speedtail ‘Albert’ has a paint job you absolutely must see

There’s no McLaren Speedtail that looks as wild and exotic as this one. Say hello to the “Albert” Speedtail, made as an homage to the first Speedtail testing vehicle.

That initial test vehicle featured a similar look, only done using crude vinyl body wrap. This Speedtail was meticulously painted and sweated over by the McLaren MSO team. The Albert name is derived from McLaren’s 1992 F1 test mules — those testers were given the name Albert, as the name of the road where the F1 was designed and built was called Albert Drive. Since the Speedtail is another three-seat McLaren, the name stuck.

The paintwork for this specific Speedtail took 12 weeks total to complete. McLaren broke that down into two weeks of masking, six weeks of painting and the remaining time for drying and reassembling. The MSO team also spent a good deal of time practicing and preparing to paint the actual car before it started. All the masking had to take place on the fully-built car, too, as painters had to ensure everything flowed around the vehicle with panel alignment and the wheels.

The final colors chosen for this project are Magnesium Silver and Ueno Gray. That silver is the first color the F1 was ever shown in, and the gray is the color of the 1995 Le Mans winning F1 GTR. The Speedtail’s teardrop shape lends itself to this sort of patterning and design better than most, and we absolutely adore it. This car already looks like a spaceship on wheels, and adding this paint job only elevates the feeling.

McLaren of Beverly Hills originally commissioned this car, and it will make a official public debut at a Beverly Hills Cars and Coffee this Sunday, August 8, in case you were curious to see it in person. Lastly, McLaren noted that this is one of the final Speedtails in the 106-car production run, so McLaren is almost done with this hypercar.

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August 4, 2021 / Comments Off

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Aston Martin Valhalla is ready to Ragnarok with 937 plug-in horsepower

The Aston Martin Valhalla is here. The company’s first series-production, mid-engine monster packs 937 plug-in hybrid horsepower in a lightweight carbon fiber chassis. This 217-mph hypercar is expected to run a 6:30 lap around the Nürburgring Nordschleife.

Originally, the hopeful Ferrari killer was referred to as Project 003. It was later renamed Valhalla and was on track to make its debut with an in-house, 3.0-liter turbocharged V6 – the first engine Aston developed in-house since a 5.3-liter V8 entered production in 1969. After Daimler increased its stake in the British luxury builder in 2020, those plans went out the window.

Rather than an in-house V6, the Valhalla will now be powered by a customized AMG Black series V8 plug-in hybrid powertrain. The twin-turbocharged, 4.0-liter flat-plane-öcrank V8 makes a respectable 740 horsepower all on its own. Two electric motors combine for an additional 201. That should add up to 941, not 937; we’re assuming a few stray horses drowned crossing the Great Sea of Unit Conversion.

The engine and motors are paired to a unique eight-speed dual-clutch automatic gearbox that has no physical reverse gear. Instead, the electric motors are run the opposite direction to simulate a backward gear, saving both weight and complexity in the gearbox. This is mated to an advanced torque vectoring all-wheel drive system can send 100% of available electric power to either the front or rear axles.

Aston Martin says it will do 0-60 in just 2.5 seconds on the way to a 217 mph top speed. Around town, it can also cruise in electric-only mode for up to 9 miles up to a speed of 80 mph, but we suspect you’ll deplete the battery much more quickly than that if you floor it up to its top EV speed.

“Preserving the essence of an exceptional concept car is vital when meeting the challenge of bringing it into production,” said CEO Tobias Moers. “With Valhalla not only have we stayed true to our commitment to build a world-beating supercar, but we have exceeded our original aims. The result is a pure driving machine — one which exists right at the cutting edge of performance and technology yet allows the driver to feel the emotion and thrill of complete connection and control.”

Its carbon fiber body construction makes it ultra-light (just 3,417 pounds, which is nothing for a PHEV) and super rigid. Its adaptive spring and damper suspension was developed with Multimatic, and like most modern supercars it offers adjustable ride height and a front-axle lift system for clearing troublesome obstacles. The aero was inspired by (and in some ways borrowed from) F1 and produces 600 kg (1,322 pounds) of downforce at 150 mph.

While this may be a series-production model, don’t expect to see too many of them around town. In fact, we wouldn’t be surprised if they’re all already spoken for. Stay tuned for more details as Aston Martin ramps toward production and reveals more details about the Valhalla’s driving experience.

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July 15, 2021 / Comments Off

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Lamborghini’s Aventador replacement will receive a new V12 engine

Lamborghini is about to close one of the longest and most significant chapters in its history.

It announced the Aventador Ultimae unveiled in July 2021 is the last non-electrified, V12-powered street-legal model it will build. The car’s successor, whose name hasn’t been revealed yet, will inaugurate a gasoline-electric hybrid powertrain built around a new V12 engine. Company boss Stephan Winkelmann filled us in on some of the details.

Sending off the non-electrified, V12-powered supercar is a big deal for Lamborghini, so a lot of time and resources went into increasing the engine’s output for the grand finale. It develops 770 horsepower at 8,500 rpm and 531 pound-feet of torque at 6,750 rpm, figures that eclipse both the Aventador S and the Aventador SVJ. Winkelmann told Autoblog that 770 horses was “the best possible power output we could get” out of the 6.5-liter engine.

It’s the end of the road for this V12, because the Aventador’s replacement will receive a new engine. Winkelmann said it’s too early to reveal specific details, like its displacement, but he stressed it’s not something we’ve seen before. And the hybrid system is notably not related to the technology that powered the limited-edition Sián.

“The technology is different, it’s a completely new engine, a completely new drivetrain, a new battery, everything is completely new. There’s nothing out of the Sián or out of the Aventador [in the next flagship],” he said.

Some things won’t change. Winkelmann cited carbon fiber construction, four-wheel-drive, active aerodynamic technology, and a four-wheel steering system as attributes from the Aventador that are worth keeping. And, adding a turbo (or two, or three, or four) to the new V12 was never considered — forced induction adds weight and puts unnecessary stress on an engine. Besides, the V12 has “horsepower en masse.” Natural aspiration is here to stay.

Regulatory hurdles are part of what’s driving Lamborghini towards electrification, so the Ultimae truly is the last of its kind. However, the non-electrified V12 could live on in some few-off models built for track use, like the Essenza SCV12.

“For homologated cars, it’s a no. For the others, we will see. It’s not planned so far, but there could be an opportunity,” Winkelmann replied when asked if future V12-powered race cars could eschew a hybrid system.

This is it, then. Lamborghini will build 600 units of the Aventador Ultimae, a number split 350-250 between coupes and roadsters. One will join the firm’s museum at its headquarters in Sant’Agata Bolognese, Italy, but officials haven’t decided how they will configure it, or which one they’ll keep. It won’t necessarily be the last Aventador. In the meantime, there are still build slots left if you want to add a slice of Lamborghini history to your collection.

Looking ahead, the Raging Bull isn’t out of ideas. Winkelmann told us its 2022 books are full of projects that need to reach production (either limited or series), so there’s a lot to come from the company in the next few years.

“You have to always give the maximum to succeed in the market. The effort is never enough,” he said. “You have to start working when the others stop. This is one of the things that’s part of Lamborghini’s way of thinking.”

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July 9, 2021 / Comments Off

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Peugeot Unveils The 2022 9X8 Prototype Hypercar Racer

Peugeot has over the past couple of years, after the prototype hypercar class was announced for the 2022 FIA World Endurance Championship, been teasing and revealing little bits here and there about their contender.

Today, however, in a massive press launch event, the covers have been pulled back and the new racecar, dubbed the 9X8, has arrived on the scene. The car will be powered by a combination of a 2.6-liter, twin-turbocharged V6 pushing out 680 HP via the rear wheels, and a 200 kW, 900 Volt axle-drive motor putting the equivalent of about 270 HP through the front wheels.

It is an awesome-looking beast, a low, sleek, slippery car that just screams aggression and speed, ready to pounce and claw its way through the field like the Lion that is Peugeot’s badge. And, for the eagle-eyed, it seems to be missing something found on almost all other race cars.

Indeed, through some intensive collaboration between Rebellion Racing and Peugeot, as well as countless hours in computer-aided fluid dynamic simulations and good, old-fashioned wind tunnel testing, the 9X8 does not have a traditional rear wing.

Instead, using a complex and confidential “system of aerodynamic features,” the 9X8 will go wingless. It is shaped and molded to develop almost the entirety of its downforce across the body surfaces of the car, in conjunction with ground effects through the underbody, and the rear “scoop,” as it is called, is there to create as smooth a surface as possible for the air coming over the car to create a venturi effect to aid with the air coming under the car.

However, as Peugeot Motorsports Director Jean-Marc Finot puts it, “Don’t ask how, though! We have every intention of keeping that a secret as long as we possibly can!”

July 6, 2021 / Comments Off

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Ferrari 296 GTB new hybrid V6 sports car plugs you in to 819 horsepower

Ferrari’s new V6-powered sports car is here. Although it’s not just V6-powered. This new Ferrari 296 GTB also features a pair of turbos and a plug-in hybrid system to generate power. It actually makes more power than either the F8 or the Roma. Neither car has to worry about being replaced, though, as this is just another addition to the Ferrari line.

Of course the highlight of this car is the powertrain, a Ferrari first, and it actually gives the car its name, with the 29 standing for the displacement and the 6 for the number of cylinders. It’s not quite accurate, though, since the displacement rounds up to 3.0 liters. The engine is a super wide 120 degrees, and nestled in the “V” are the turbochargers. Between the engine and the transmission is the electric motor. The V6 on its own makes 654 horsepower, and the electric motor makes 165 horsepower. Total output is 819 horsepower with 546 pound-feet of torque. The engine can also rev to 8,500 rpm. Power goes solely to the rear wheels via an eight-speed dual-clutch automatic transmission. It’s all packaged in a car that has a 2-inch shorter wheelbase than the F8.

The results of this engine are impressive. It will hit 62 mph in 2.9 seconds and 124 mph in 7.3 seconds. Top speed is 205 mph. And with a full charge, the 296 can drive 15.5 miles entirely on electricity.

Ferrari is also offering a higher-performance variant of the 296 called the Assetto Fiorano. It adds some aerodynamic aids to the nose, and it lighter by about 26 pounds. It can be made lighter still with the addition of a Lexan rear window. Suspension is bolstered with Multimatic spool-valve shocks (like those used by the Ford GT and Chevy Colorado ZR2). Ferrari also offers stripes as an option to make it stand out visually.

June 24, 2021 / Comments Off

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