All posts in “hypercar”

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.

2022 Peugeot 9X8 Hypercar

2022 Peugeot 9X8 Hypercar
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.

2022 Peugeot 9X8 Hypercar

2022 Peugeot 9X8 Hypercar

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.

2022 Peugeot 9X8 Hypercar

2022 Peugeot 9X8 Hypercar

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.

2022 Peugeot 9X8 Hypercar

2022 Peugeot 9X8 Hypercar

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.

2022 Peugeot 9X8 Hypercar

2022 Peugeot 9X8 Hypercar

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!”

Deadmau5’s McLaren P1 to Hit Barrett-Jackson Las Vegas June 17-19

Barrett Jackson Las Vegas is kicking off tomorrow and its docket of automobilia is impressive. Up for sale is a stunning 2015 McLaren P1 owned by renowned DJ, record producer, and musician Deadmau5

This hypercar P1 bears chassis #236 and has only 3,177 miles on the odometer. The two-tone paint scheme is finished in Dark Blue and Black with a black Alcantara interior accompanied by white inserts in the seats. Production was limited to only 375 units, so this would be considered a rare find aside from its celebrity-owned status. 

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The McLaren P1 sits among the legends from the early 2010s that made up the ‘hypercar’ category. Sporting a mid-mounted 3.8L twin-turbocharged V8 and an electric motor, the P1 puts down a combined 903hp and 723 ft-lbs of torque. The electric motor was not only to provide the added fuel economy commonly found in hybrids but it also helped negate the lag found on turbo-equipped cars.  

Deadmau5 McLaren P1

The McLaren P1 launches to 60mph in just 2.8 seconds and has a limited top speed of 217mph. All while also providing you the ability to maintain a 34mpg fuel economy, you can additionally change the climate control settings using the infotainment touchscreen or listen to your favorite house DJ. 

Deadmau5 McLaren P1

The Barrett-Jackson Las Vegas auction lineup is nothing short of spectacular and this special hypercar is no exception. To check out the full docket of automobilia going to auction, you can check out the Barrett-Jackson website.  

2022 Rimac Nevera: An In-depth Look

Introduction

At this very moment in time, if any of us were asked to write down a list of countries renown for producing supercars (or hypercars), it would likely turn out to be a redundant exercise. After all, almost everyone would come up with essentially the same answers; surely you’d have Italian stalwarts – Ferrari and Lamborghini – in the mix along with Porsche, McLaren and Bugatti. Fewer would make an argument for the more mainstream brands to be included, with the likes of Mercedes-Benz, BMW, Audi and heck, even Nissan, all proving in recent times that they too possess the wizardry to create some of the best performing automobiles on the planet. An even smaller (and more gear-headed) group than that, would not let us forget about “boutique” automakers such as Koenigsegg, Pagani and Hennessey.

Rimac Automobili

Ladies and gentlemen, all of that is about to change; here enters a new challenger whom hails from Croatia. The company known as Rimac Automobili – founded by its namesake, Mate Rimac – is a relatively small hypercar producer based in the Western Balkans. With a population of just 4 million people and no history of whatsoever when it comes to automobile production, Rimac is a bit of an enigma. However, the country is no stranger to seemingly improbable events. Not many people are aware, but Nikola Tesla – one of main the pioneers of electricity as we know it – also came from this part of the world.

To what degree this fact has influenced Mate Rimac and his company to focus on exclusively producing electric vehicles is up for debate, but this whole story is at the very least, a serendipitous one. Ironically, this could also give Rimac a more legitimate claim to commercializing the name of “Tesla”, though it doesn’t appear that Mr. Rimac is too concerned about getting into a bureaucratic joust with Elon Musk. Declaring war on who can produce a better electric car, though? Game. On.

Rimac has actually been around since 2009, and only recently showcased its first finished product to the world (much more on that below). Prior to this, the company has been hard at work perfecting their new electric hypercar and had unveiled two concept cars along the way – first the C_One, followed by the more production-ready C_Two. These were by no means audacious or far-fetched prototypes produced to generate little more than some fanfare and a few deposits from the wallets of billionaire prospective owners.

They were a solid, working proof of concept that showed Rimac was on to something – something game-changing. Even the old boys club took notice, with the likes of Porsche – who recently increased their stake in the company – and Hyundai pouring significant investment into Rimac. This alone tells us how important Rimac’s work is (and will be) to the broader automotive landscape, and is not just a one-off glamour project like so many other cars produced by smaller automakers. There’s no doubt that the R&D – particularly as it pertains to battery technology – from this project is being shared with the big guns, in exchange for their funding.

Nevera

Yeah, so naming your car the ‘Nevera’ is a bit of a weird one to English speakers. In fact, it’s an ominous (if not humorous) name which beckons any variation of “dad joke” in the essence of “2.4 million dollars!? I Nevera liked electric cars anyway!” It also has the potential to be cannon fodder for Tesla’s occasionally combative (i.e. Elon Musk tweets) marketing strategy. Pun vulnerabilities aside, understanding the origins of the name will help things make a lot more sense; the Nevera is named after an electrically-charged storm which often occurs on Croatia’s Mediterranean coastal line.

Rightfully so, as the Rimac Nevera is powered by four electric motors and has already proven itself to be a world-beater – and not to a detriment to the world itself (quite the opposite actually). Living up to its name, the zero emissions hypercar has certainly created a storm by repeatedly humiliating the Ferrari SF90 in a drag race and setting new production car records in the process. ‘Nevera’ is for the most part, just the new official name for the C_Two rather than a vastly more superior variant of it, although production versions will be delivered with some final tweaks and refinements.

As an automotive outfit Rimac might be small on scale, but it is the complete opposite when it comes to its impact. This car is going to redefine the hypercar, which to this point, has already been redefining what an automobile could and should ought to be. Limited to a production run of only 150 units, the Rimac Nevera is the next and most obvious step forward in this evolution. If you’re clinging to any reservations you might have about a future with EVs, the Nevera is here to put an end to that.

Performance & EV Drivetrain

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).

Amongst a variety of systems marshalled by its supercomputer of an ECU, is an incredibly advanced torque vectoring system which is responsible for distributing power to the wheels in both a safe and performance-optimized manner. The Nevera is equipped with a pair of single-speed gearboxes; one located at the front, the other in the rear.

Battery & Range

No matter how insanely quick this car is, it would actually account for very little if its battery range made the driving/owning experience more of a novelty, rather than one with some semblance of practicality. I mean, what use would 1,914 hp be if you had to break a sweat about whether you’d manage a round-trip to the Whole Foods 5 mins away on a full charge? Thankfully, these fears should be put to bed almost as quickly as the Nevera can do 0-60 mph, with Rimac claiming an impressive range of 340 miles (550 km) WLTP. 

Now, don’t expect this type of range if you’re regularly hooning the car around town or on the race track. Regardless, for a car of this nature, it’s still more than most people would’ve expected. How does it manage this feat? Well for one, the Nevera is equipped with a massive 6,960-cell 120 kWh battery which sits low (in an ‘H’ shape) under the car’s flooring. This battery architecture was all designed and built in-house by Rimac – and if it sounds familiar, that’s because the Porsche Taycan uses the same design, which it also derived from Rimac.

Chassis

The Rimac Nevera tips the scales at around 2,150 kg, so while it’s not necessarily heavy for an EV, it’s certainly a bit stout compared to the typical supercar or hypercar. In otherwise normal circumstances, that would make the Nevera’s large frame more burdensome to accelerate, difficult to slow down and a chore handle. But it’s pretty clear that the Nevera is no ordinary automobile and it demonstrates exactly none of the aforementioned shortcomings. Despite the extra weight to lug around, the Nevera’s drivetrain and battery design contribute to a 48:52 front-to-rear weight distribution, which is at least on par with contemporary hypercars. Like other EVs on the market, it too benefits from having much of its weight sit near the ground and inherently possessing a low center of gravity.

In terms of good ol’ nuts, bolts and sheet metal (oh, and carbon fiber), the Rimac Nevera is also as advanced as things can get in that area.  The chassis is made entirely of carbon fiber, which Rimac claims, makes it the most rigid production car ever made. They’ve gone on to specifically state that it is about twice as solid as a Lamborghini Aventador; at this point, it would be a big ask to doubt them on this, especially when considering that it features a bonded roof, integrated battery housing and rear subframe as part of the design.

As for braking, the Nevera is equipped with massive 390 mm Brembo carbon-ceramic brake discs and 6-pot calipers. Per standard EV functionality, the hypercar also benefits from regenerative braking (which, surprise, surprise, Rimac also claims is the most effective of its kind). This not only equates to greater stopping power, but also a higher level of battery charge being restored from braking. An electro-hydraulic brake booster simulates the undulations of a more traditional braking system to give drivers all the feedback they need with regards to when to brake, and how much pedal force is required. Rimac has also stated that the forces from regenerative braking alone, are sufficient enough for “one-pedal driving” in most normal driving circumstances, though I’d suggest refraining from using this technique for anything other than demonstrative purposes.

Control Systems

We understand that the Nevera’s main ECU is actually comprised of 77 smaller computers which are programed to obey millions of lines of code. It’s responsible for controlling anything ranging from torque vectoring to active aerodynamics, and even self-driving capabilities. The Nevera also comes with a number of driving modes. Range and Comfort mode are probably what you’d be using for civil excursions around town, while Track and Drift mode are pretty self-explanatory – particularly when it comes to how soon you’ll need to throw on a new set of tires. There are also 2 Custom modes which will allow drivers to punch-in more individualized settings, while Sport mode would probably be the most centrist on the presets spectrum.

The aforementioned torque vectoring system has a special name: Rimac All-Wheel Torque Vectoring. R-AWTV is able to process 100 calculations per second, which ultimately allows the system to be both extremely predictive and responsive in its adjustments. This translates to an optimal cohesion of safety, comfort and handling precision, regardless of whether the car is being driven at the limits on the race track, or well within its potential on the city streets. Steering is also fully assisted, by an electric motor, fittingly. While not necessarily the most natural nor analog feeling steering system you’ll put your hands on, it is perfectly harmonized with the Nevera’s overall drivetrain and chassis setup. Each driving mode provides a different level of “involvement” in this regard.

Rimac is working on an “AI Driving Coach” program, which should be ready before the first examples roll off the production line. This system uses, as its name implies, an artificial intelligence which guides drivers while they’re on a race track. Using visual and audio aids, the AI will give drivers real-time tips on how to improve their lap times. An “augmented-reality” racing line will even be available for a select group of renown international race circuits. Awesome.

Design

The Rimac Nevera’s overall design philosophy is deeply rooted to aerodynamic and performance principles; it is anything but a gaudy and non-functional showpiece. It does present a contemporary silhouette as far as the mid-engine hypercar template is concerned, but as is the case with the rest of the car, the devil is in the details. Naturally, pictures will do the most justice when it comes to describing the car’s appearance, but I am obliged to at least attempt doing as much using less-than-a-thousand words.

After all, fitting a massive “H-shaped” battery within the confines of such a sublimely proportioned car must have been no easy feat. Especially when considering that its aerodynamic efficiency is over 34% better than that of the early C_One prototype. Carved in the right mold then meticulously positioned, are a combination of diffusers, splitters, fenders, wheel-arches and bumpers, which form the Nevera’s body shape.

At the front of the car is an intricate bumper with a carbon fiber splitter; one of the essential components of the Nevera’s active aerodynamics. Air intakes are strategically located to increase air-flow and provide cooling for the front brakes and electric motors. The bonnet features a large vent to allow trapped air to escape, while also improving downforce over the front wheels. Like most other exotic cars, the Nevera also features rear-fender intakes which draw-in air channeled by the car’s deliberate side profile. Instead of feeding air into a throttle body or a pair of turbochargers, they are used to cool the battery and electric motors in this particular application.

A retractable rear spoiler and motorized rear diffuser – both of which can move independently of one another – complete the active aerodynamics system. Speaking of that, this system – when toggled into the high-downforce mode – can increase downforce by up to 326% compared to its low drag setting. One of the most notable styling cues of the Nevera is its use of “butterfly” or “gullwing” doors, which were engineered in such a way that getting in and out of the car is not as difficult compared to previous applications of this design.

Interior

It would be easy to forgive Rimac, if not applaud them (hardcore enthusiasts usually endorse spartan-ism), should they have sold us short on the interior, but that was never going to be part of the Nevera’s blueprint. In no uncertain terms, the cabin is an exciting mixture of high tech amenities and quality refinements; the car’s interior serving as a largely blank canvas for bespoke customization based on the customer’s tastes. This means that any choice of seat materials, carbon fiber pieces, colors, etc. are at the behest of the buyer.

What is uniform across every build is the use of rotary knobs throughout the driver’s control panel. One of those knobs allows the driver to toggle between the 7 driving modes, while other knobs control functions such as traction/stability assists, front/rear power distribution, and the sound system volume. Rimac also supplies a proprietary infotainment system on the Nevera, which displays pertinent information on its graphical user interface. This is projected through LCD screens; the one closest to the passenger provides real-time data including torque distribution, g-forces and other performance-related tidbits, while the more central unit is your typical infotainment hub which controls features such as navigation, climate control and audio. Telemetry from each driving session can even be downloaded and analyzed on a computer.

The Nevera needs to be an absolute Einstein of a car to compute all of this simultaneously, and central to all this genius is the car’s use of the latest version of NVIDIA’s Pegasus operating system. This helps to process information from the multitude of inputs the Rimac uses to collect and make sense of data – this includes no fewer than 12 ultrasonic sensors, 13 cameras and 6 radars. Not to mention, the car will indeed be equipped to handle autonomous driving and will also be coming with the aforementioned driving coach feature, meaning that AI is at the core of the Nevera’s overall functionality. This thing puts Teslas to shame, not just in terms of performance, but also as it pertains to being a so-called “tech car”. Incredible.

Pricing & Availability

Rimac will be limiting production of its Nevera EV hypercar to just 150 units worldwide. Each example will start at around US$2,400,000 and will go up from there based on how bespoke-y the customer decides he or she would like to be. As is the nature of such automobiles, there is a general and unspoken consensus that all units have already been matched with a buyer, and that the Nevera won’t really be “for sale” in the way that most people are familiar with.

Verdict

Top Gear

“The first true pure-electric hypercar is a sensation, as is the company that makes it.”

Full article 

carwow

“Put quite simply, the Rimac Nevera is the most exciting electric vehicle on the planet. It’s phenomenally expensive, but its performance is out of this world.”

Full article

Car and Driver

“Hypercars like the Nevera aren’t for everyone, but there’s no denying its significance as the moment a battery-powered car toppled the Bugatti Chiron.”

Full article

Image & Video Gallery

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Hongqi S9 Hypercar

Hongqi was launched back in 1958, which makes it the oldest automotive manufacturer in China, and at the 2021 Auto Shanghai show they show us a peek into the future, not only with a three-seater limousine with no steering wheel, called the L-Concept, but also the latest evolution of their S9 Hypercar, a car this will go into production as we speak.

The Hongqi S9 prototype was shown at the 2019 IAA in Frankfurt, as the ultimate sports car, designed by Walter de Silva, if that name rings a bell, it should. Walter de Silva was the former Volkswagen Group design chief, and he took over from Luc Donckerwolcke at Lamborghini back in 2005 when de Silva was Head of Design for the Audi brand group, he designed the stunning Miura Concept and the unique Lamborghini Egoista, he is now working for the Silk-FAW joint venture, which helped Hongqi with the development of the S9.

This probably explains why the styling for the S9 looks European from most angles, in fact, the 99 units Hongqi intends to built are rumored to be assembled in Modena, with production to start in 2022, you can now lock in your order for this 1,400hp hypercar with its sleek lines, exposed carbon fiber and butterfly doors.

“The Hongqi S9 brings to life the dreams of those who design and drive it,” says Walter de Silva. “With people who seek exclusivity in mind, my team and I designed this forward-thinking hypercar, linking functionality and aesthetics that looks toward the future.”

There are some interesting styling details to be found on the Hongqi S9, for instance, the headlights combine an air intake to draw cooling air onto the hybrid powerplant, but the most interesting item they mention are the smart electrochromic windows that vary in tint intensity, how cool is that you can make the windows darker so the airconditioning doesn’t have to work so hard to cool the interior … and it looks amazing too.

Power comes from a Hybrid V8 engine that should deliver 1,400 hp (1,044 kilowatts) and propel the car from 0 to 62 mph (100 km/h) in just 1.9 seconds and reach a top speed of 250 mph (402 km/h), on pure battery power the Hongqi S9 should be able to travel up to 25 miles (40 km).

Street legal LMH from Glickenhaus?

For the 2021 edition of the 24h of Le Mans, Glickenhaus Racing already has a car on the test track, called the SCG 007 LMH, and they intend to enter two of these next-generation hypercars into the most famous endurance race in Europe … but things got even better, Glickenhaus also has at least one customer put in an order for an SCG 007 LMH too, so we might be seeing three or more of these cars battle it out on the Circuit de la Sarthe in late August this year (the initial date for June has been postponed due to COVID 19).

There is a Prologue for the 2021 FIA WEC championship on the famous Belgian track at Spa Francorchamps in late April (26-27), but at this point, it is uncertain if the SGC 007 LMH will be present at the prologue with all the restrictions and regulations in place worldwide these days, the first actual race in the 2021 World Endurance Championship is the Total 6 Hours of Spa Francorchamps on May 1.

In a recent Instagram post by Glickenhaus we learned something really interesting … aside from the SGC 007 LMH race cars they will be building, the intention is to also offer a limited production run of 24 street-legal versions, called the SGC 007S, it will be closely related to the race car, but come with all the requirements for it to be allowed on the open road, initially for the US market, but Glickenhaus is thinking about making it meet regulations for other markets too.

Glickenhaus calls it a “once in a lifetime chance” to obtain a race car for the road, and he’s thinking about a three-seat configuration for the cockpit, with the driver in the middle … now where did we see that before? But it gets even better, while the race car is powered by a 3.5-Liter, twin-turbo V8 engine that has to be limited to 680 hp to comply with FIA WEC regulations, there is no limit set for a street version … and for the SGC 007 Stradale they list a massive 1,400 hp … in a 2,800 lbs car!

The Glickenhaus SGC 007S will come with aerodynamics almost identical to the LMH race car, the intention is you can just drive your SGC 007S to the track on street tires, pull into a pit box and raise the car on its own, onboard air jacks to fit racing slicks so you can to lots of laps on the track, only to come back into the pits, replace the tires with the threaded once for the street … and drive home, all while enjoying bespoke Traction Control, ABS and even ESC.

But there is one catch … Glickenhaus requires all 24 SGC 007S to be ordered in advance, at US$2,300,000 each, with a deposit, before they even start on the first chassis, with a delivery time of two years, starting when the 24th order is signed and paid for … so taking delivery of your SGC 007S might be a while.

It seems Glickenhaus already has three signed orders for their SGC 007S, only 21 more to go … and in case they don’t reach their 24 car goal, the deposits are refundable … and all this before anyone has even seen a 3D render on how the street-legal SGC 007S will look.

Kincsem Hyper-GT

New digital luxury brand Kincsem has appointed CALLUM, led by Ian Callum CBE, recently named GQ’s Car Designer of the Year, to deliver the design of an all-new electrified hypercar.

Kincsem is digital-first in every facet and truly without constraint. Hungarian founder Tibor Bak’s vision is to fuse the world’s best talent with the latest technology to develop beautifully designed, high-performance products. From finance, agile manufacturing, and A.I. design the brand is pioneering the integration of digital in every aspect. Bak is bringing all of his considerable industrial experience and skill to innovate new and previously untapped partnerships and methodologies to deliver the brand’s diverse product portfolio, of which the Hyper-GT is the first launch.

“The story of Kincsem the horse is the inspiration behind the brand; the ethos behind her training was pioneering and as a result, her achievements remain unsurpassed. Our pioneering approach to digital technology allows us to create without constraints and place the individual at the center of the design process. Our customers will experience new levels of dynamic personalization that has never before been possible,” comments Tibor Bak.

“The Kincsem Hyper-GT, designed by Ian Callum, will bring together new modes of digital integration into development, design, manufacture, and ownership. The possibilities presented by the new augmented, digital age enable us to help our customers enter a ‘flow state’, which athletes call The Zone, offering a level of dynamic personalization and control that has never before been possible”.

Kincsem, the world-famous Hungarian racehorse was unbeaten over a career of 54 races. The new Hyper-GT applauds her legacy by creating just 54 UK-manufactured luxury vehicles. These feature a revolutionary high revving F1-derived hybrid powertrain, with delivery commencing in 2023.

Eclipsing the options for customer personalization currently available, the Hyper-GT will introduce a new ‘Personal Engineering’ experience for each owner in a car combining driver responsiveness with zero-emissions capability. Price is yet to be confirmed but will compete at the highest echelons of luxury automotive.

The CALLUM appointment is the first of a number of high-profile partnerships to be announced that draw on the pinnacle of design, engineering, and production talent across the globe. CALLUM’s inclusion brings an unrivaled pedigree to the project, due to be unveiled in full in late 2021, and the new car represents an empowering and open brief for the design team.

“With Kincsem, we have that rare privilege to not only create a beautiful car but also form a design language for an innovative luxury brand,” says Ian Callum, who leads the CALLUM design team.

“Refreshingly, Kincsem has said there are no rules, enabling us to pose the question ‘If we could do whatever we wanted, what would we do?’. That’s one of the most invigorating opportunities for any designer. The team at CALLUM is extremely excited to start work.” 

The Kincsem ethos of unrivaled customer involvement will manifest across multiple products, services and experiences as the future unfolds. This will include the launch of a luxury performance SUV featuring the same drivetrain and Personal Engineering possibilities as the Hyper-GT.

Arrera Automobili SD+

We’ve heard about Arrera Automobili before, and unlike what the name might suggest, this isn’t a company locate in Italy, Qendrim Thaqi is from Albania, and he introduced his Illyrian Pure Sport project late last year, in December 2020, a car that would become the first Albanian supercar built to international standards, with a 6.2-Liter V8 engine delivering 850 hp … top speed should be 375 km/h and acceleration from 0 to 100 km/h (62 mph) in only 2.7 seconds.

But it seems the Arrera Automobili Illyrian Pure Sport got stuck in the 3D render stage for now, as Thaqi now set his sights on the SD+ … with even more radical styling and a monstrous powertrain, just note both the Illyrian Pure Sport and this new SD+ are both designed by Thaqi himself.

For the Arrera Automobili SD+, Thaqi was inspired by Formula One cars, especially in terms of aerodynamic efficiency, perhaps that’s why there is a rather narrow rear wing on top of the vertical fin at the rear.

The intention is to build the Arrera Automobili SD+ completely from carbon fiber to keep the weight down, power will come from a bespoke 7.0-Liter V8 90-degree engine built by Wolfgang Kizler just for the SD+, Arrera lists 1,800 hp (1,342 kW) of power with 1,500Nm (1,106 lb-ft) of torque on normal octane fuel.

This engine combined with the low weight of 1,230kg (2,712 pounds) should propel this Albanian hypercar to a top speed of over 500 km/h (310 mph) making it the fastest car in the world, and that’s also where the name SD+ came from.

The ‘S’ stands for Skanderbeg, an Albanian military commander, while the ‘D’ comes for the Roman number 500, for the top speed this car should reach … but it gets even more interesting with the ‘+’ sign, Thaqi added that because he wants to be even faster than 500 km/h.

At the moment we only see a few virtual renders of what should become the Arrera Automobili SD+ later this year, an interior is visible thanks to a mostly glass roof, but nothing about pricing or production numbers has been published.

Let’s first see an actual production prototype being tested with that 1,800 hp V8 engine reaching anything near 500 km/h, and then Thaqi can talk about pricing.

On Display: Bugatti Chiron Pur Sport

Images & Words: Makenzie Shattler

Recently, Supercars.net had the opportunity to get a private viewing of none other than a 2021 Bugatti Chiron Pur Sport while on tour from its birthplace, Molsheim, France. The private viewing was held at one of Canada’s must-see luxury dealerships: Grand Touring Automobiles of Toronto, Canada. 

Thank You, Grand Touring Automobiles!

Established in 1974, Grand Touring Automobiles was at one time Canada’s only dealer to house all major British vehicle brands. Since that time they have become one of Canada’s greatest Luxury dealerships. They are Toronto’s Luxury OEM dealership to Aston Martin, Bentley, Bugatti, Jaguar, Karma, Lamborghini, Land Rover, Polestar, Rolls-Royce, and Volvo. 

The Exterior is So Bugatti Chiron

The Bugatti Chiron Pur Sport has a powerful presence, which is personified in the “Pur” beauty of this hypercar. It’s hard to tell that Bugatti put design after the performance with the 2021 Chiron Pur Sport. Seeing Bugatti’s two-tone Agile Blue with exposed carbon fiber up close gave me a feeling of “Pur” adrenaline. The longer I stared at it, the less I cared about the millions of dollars worth of Rolls Royces and Aston Martins a few feet away.

The changes Bugatti made were eyecatching but their interviews assured that it was strictly to improve the Chiron’s agility and emotion demanding performance, I beg to differ. The design cues added to the car looked as if Jean Bugatti himself was overlooking the Pur Sport’s development.  

Beautiful Aero

The first thing you notice when you walk towards it is that the Chiron Pur Sport includes large front air intakes, a rear wing that spans 6.2-feet, and a massive rear diffuser that have all been added to improve downforce. Every piece of carbon fiber on the car is perfect. The hood venting, front bumper/spoiler with two mini scoops added, every weave of carbon on this car was finished to the highest standard. 

Pur Sport Rear
Bugatti also included a beautiful 3D-printed Titanium exhaust tip on this car for additional weight reduction. But to that point, it was printed with an edge thickness of less than 2.5mm, this made it require the two coping rings on the very tips of the exhaust to meet safety standards.  

I did find myself sitting and staring at magnesium wheels featuring carbon-fiber fins for quite some time. Those fins by the way are there to assist in removing heat from the brake along with controlling turbulence surrounding the wheel arches. The wheels’ barely noticeable negative camber of 2.5-degrees makes the Pur Sport extremely agile when cornering. After sitting so close to these gorgeous works of art it was tough to look away, but there was a lot of real-estate to cover on the Pur Sport.   Chiron Pur Sport Wheel

The ‘Pur’ Philosophy

Bugatti has absolutely nailed the design as the French supercar manufacturer also kept the “spine” on the Pur Sport, reminiscent of one of my favorite cars, the Bugatti 57SC Atlantic. They have also stayed true to their “form follows performance” philosophy though it looks amazing on its own without glancing at the Pur Sport’s incredible performance specs.

Bugatti has only produced 60 examples of the 2021 Bugatti Chiron Pur Sport and this makes it not only rare but something that must be seen to appreciate and I did just that. The photos featured in this article, have captured the emotion of the Pur Sport along with its agility, through my eyes. 

Chiron Pur SportThe sticker price on this limited edition hypercar will put you out 3 million euros or roughly $3.6 million USD, and after seeing it, I think it’s worth every penny. 

After spending so much time walking around the Pur Sport, it was difficult for us to leave but all great meetings must come to an end. Grand Touring Automobiles is sure to have something special roll into its showroom soon and when it does, so will we.

Technical Specifications

Though a Bugatti is often envisioned as a top speed-only type of hypercar, the Chiron Pur Sport sheds a whole new light on Chiron’s capabilities. It has a decreased top speed of 217mph though it maintains the original Chiron 8.0-liter, quad-turbocharged W16 engine capable of 1,479 horsepower to the wheels and 1,180 foot-pounds of torque. It also maintains a 7-speed automatic transmission that has been overhauled with shorter gearing to increase its acceleration.

The Pur Sport’s total weight is 1,945kg, down 50 kilograms over the standard Chiron. This is thanks to weight-saving upgrades to the wheels, titanium brake plates, and lightweight exhaust tips. It contains an all-wheel-drive system that stays perfectly grounded with specially developed Michelin Pilot Sport Cup 2 tires. 

For the Pur Sport, Bugatti has changed quite a few things gearing it towards a circuit track instead of an airstrip such as shortening all seven gears to improve its elasticity by 45% and giving it a zero to 60 time of just 2.3-seconds. The Pur Sport’s W16 engine was also given a 200-rpm redline increase to 6900-rpm. This gives the Pur Sport a huge advantage over the base model when it comes to racetrack performance.

Specs & Performance

Powertrain  
Engine 8 Liter W16
Power 1479 hp @ 6700 rpm (1103 kW)
Torque 1180 lb/ft @ 2,000 rpm (1599 N·m)
Fuel type Premium
Transmission 7-speed automatic
Drivetrain AWD
Vehicle type / Category  
Vehicle type Coupe
Category Exotic
Assembly Molsheim, FR
Fuel efficiency / Autonomy  
City 35.2 L/100km
Highway 15.2 L/100km
Combined 26.2 L/100km
Autonomy 381 km
CO₂ emissions 613 g/km
Equipment  
Infotainment  
Apple CarPlay compatible not available
Android Auto compatible not available
Steering / Suspension / Brakes / Tires  
Steering rack and pinion, electric assistance
Front suspension independent, double wishbones
Rear suspension independent, double wishbones
Front brakes Disc
Rear brakes Disc
Front tires P285/30ZR20
Rear tires P355/25ZR21
Safety  
Seat belts 2
Dimensions / Weight  
Length 4,544 mm (179″)
Width 2,038 mm (80″)
Height 1,212 mm (48″)
Wheelbase 2,711 mm (107″)
Front track 1,749 mm (69″)
Rear track 1,661 mm (65″)
Weight 1,945 kg (4,288 lb)
Capacities  
Passengers 2
Trunk 44 l (2 cu ft)
Fuel tank 100 l (22 gal)
Towing capacity N/A
Performance  
Power to weight ratio 567.0 W/kg
0-100 km/h 2.3 s (manufacturer)
80-120 km/h 4.4 s (estimated)
Top speed 350 km/h (217 mph) (manufacturer)
Braking distance 31 m
Warranty  
Base warranty 2 years/50,000 km
Powertrain warranty 2 years/50,000 km

Photos & Gallery

Pur Sport Front Angle

Pur Sport Hood

Pur Sport Engine

Pur Sport Rear

Scuderia Cameron Glickenhaus shows its new ‘dog of war’ — the 007 LMP1 hypercar

Early in 2019, Scuderia Cameron Glickenhaus (SCG) sent out a “state of the union” of sorts. In addition to laying out the status of the company’s projects, it also painted a picture of what was in store for the future. SCG set goals to race the Baja Boot at the Baja 1000 in the stock SUV class, race the 004 GT3 and GT4S at the 2020 24 Hours of Nürburgring, and race its 007 hypercar at the 2020/2021 World Endurance Championship and Le Mans. At the time, only initial renderings had been released of the 007, but today, we get our first glimpse of the near-finalized design. 

Dressed in red with white details on its nose and tail, this is the SCG 007 LMP1. James Glickenhaus posted the photos to social media with the caption, “Cry Havoc And Let Slip The Dogs Of War.” He also added “3L TT V6,” which reveals that the car will be powered by a 3.0-liter twin-turbo V6 engine. Interestingly, the wheels and colorway seem to be nods to Alfa Romeo, which does offer a 2.9-liter twin-turbo V6 in the Giulia Quadrifoglio.

We had previously believed the car to be a hybrid, but that is now unclear. In the March release, SCG said it had been developing a new powertrain with the same team that created the hybrid KERS system for the P4/5 Competizione. Official specs were not detailed, but the road versions of the race car were tipped to have an 800-horsepower engine, plus a 200-horsepower hybrid setup that is “similar to the system we use on our LMP1 car.” However, SCG’s Facebook has now posted reports that the car will have the TT V6 and nothing more. Additionally, in an Instagram reply, SCG said the car would have 750 horsepower “as allowed by rules.” 

SCG said in a different social media comment that the car will be ready for testing in July 2020. We’ve reached out to SCG and will update with more information as it comes.

$3.4M Pagani Huayra Roadster BC debuts with more power, more weight than the coupe

Once the Huayra Roadster BC digitally debuted in the mobile racing video game CSR2, Pagani wasted no time dropping the official photos and details on the new supercar in full. Not content with simply releasing a warmed-up topless version of the Huayra BC, Pagani reworked the design, structure, and performance of the car to create a new experience. The car is priced at about $3.4 million, and only 40 will roam the earth.

Pagani calls its BC models “tributes to scientific research, beauty, and uniqueness.” They enhance the already impressive Huayra supercar by reducing weight, increasing power, increasing aero, and adding unique details that set it further apart from the increasingly crowded pack of specialty performance vehicles on the market. Of course, to build a performance Roadster, adding weight is expected, as well. The Roadster BC weighs in at 2,756 pounds (1,250 kg), which is significantly less than the 2,976-pound regular Huayra coupe and 2,922-pound regular Huayra Roadster, but heavier than the 2,685-pound Huayra BC coupe. 

Pagani makes up for the weight difference by adding more power to the Roadster BC with a bespoke unit developed by Mercedes-AMG that Pagani calls “completely new.” The Mercedes-AMG-sourced 6.0-liter twin-turbo V12 in the BC coupe was rated at more than 750 horsepower and 738 lb-ft. The Pagani twin-turbocharged V12 in the Roadster BC is rated at 791 horsepower at 5900 rpm and 774 lb-ft of torque at 2,000 rpm. That power is sent to the rear wheels through a seven-speed XTrac transverse automatic transmission with an electro-mechanical differential. The supercar also wears a new titanium six-pipe exhaust setup with two extra outlets from the catalytic converters. 

The Roadster BC is made to carve hard corners, too. Underneath, it has a monocoque made of ultra-light and super-strong carbo-triax HP62 and carbo-titanium HP62 G2 with front and rear tubular steel subframes. The suspension is set up with forged aluminum alloy independent double wishbones, helical springs, and electronically controlled shock absorbers. It sits on forged monoblock aluminum alloy wheels (20-inch in the front, 21-inch in the back), which are wrapped in Pirelli P Zero Trofeo R tires (265/30 in front, 355/25 in back). Pagani claims the Roadster BC can handle more than 1.9 g of lateral force during constant running, with peak readings of up to 2.2 g. 

To achieve such performance, the vehicle needs to slip through the air, keep cool, and stay grounded, so Pagani gave the Roadster BC some new bodywork. It features a redesigned wing, tweaked inlets, and a new aerodynamics kit. Pagani claims it generates up to 1,102 pounds of downforce at 174 mph. 

Pagani lists the price for the Roadster BC, of which only 40 examples will be built, at $3,435,934 (3,085,000 €) plus VAT. It is scheduled to make its global in-person debut at the 2019 Pebble Beach festivities.

The 2020 Lotus Evija: a 2,000hp EV That Starts at $2.1 Million

Lotus, the storied British car brand best known for its Elise and Evora sports cars, unveiled the ultra-exotic Evija earlier today. In addition to giving the much-teased “Type 130” a proper nameplate, the Evija is also notable beyond the grandeur that its specifications provide: the all-electric hypercar is also the first car released by the brand since its purchase by Geely Automobile Holdings a year ago.

And what a car it is.

Big Numbers

Lotus has been hyping the Evija, going as far as saying that the Evija will be a mind-blowing supercar. That’s a direct quote from Lotus CEO Phil Popham, by the way. In 2019, you only successful blow minds with number and specs that keep (ultra-rich) enthusiasts jaws glued to the floor.

In that respect, Lotus isn’t playing around. The Evija really is something incredible.

Claimed 2020 Lotus Evija Specifications

Horsepower 1,973 hp / 1,471 kW
Range 250 miles
Time to full charge (w/ 350kW charger) 18 minutes
Time to full charge (w/ 900kW charger) 9 minutes
Target curb weight 3,700 lbs / 1,680 kg
MSRP $2.1 million
  • 1,973 horsepower / 1,471 kW
  • 250-mile range
  • 18-minutes to fully charge (with a 350kW charger)…
  • … 9-minutes to a full charge on an 800kW charger
  • Target curb weight of 3,700 lbs (1,680 kg)
  • A pure electric 4WD drivetrain

Sadly, the only small number tied to the Evija is its production cap, which is pegged at 130 examples.

Target Performance Specifications

You’d be correct to think that the power behind the Evija would push it to be capable of some amazing things, and according to Lotus, you’d be right.

0-60 mph Under 3 seconds
0-186 mph Under 9 seconds
Top speed “In excess of 200 mph / 320 km/h”

2020 Lotus Evija Side Profile2020 Lotus Evija Side Profile

As you can see, the Evija is no joke of an electric hypercar. In many ways, it’s lived up the hype from the company’s CEO. The car features two electric motors to achieve its power output, and the battery is placed in the middle of the car where a typical internal combustion mid-engine car would have its beating heart, meaning this helps with weight distribution. 

The electric motors are sourced from Integral Powertrain Ltd, and feature a helical gear ground planetary gearboxes that are extremely slim. The gearbox and motor are all packaged together into one cylindrical unit for each drive unit, meaning it’s all quite compact and lightweight. 

An Exterior Design Like No Other

Looking at the Evija is one thing. The car features a seriously beautiful design, but it’s about more than looks with this car. The model features curves, creases, and vents unlike any other car on the road. At the rear of the Evija, there are dramatic Venturi tunnels through each rear quarter. This not only directs airflow properly but provides a dramatic look for the Evija that is unexpected and more than welcome. 

2020 Lotus Evija2020 Lotus Evija

According to Russell Carr, Design Director, Lotus Cars, the company looked a Le Man’s race cars use airflow. It’s not just about getting air to push the car in one direction. “We studied how Le Mans race cars use airflow creatively to go over, under and around the vehicle, but also through it,” Carr said.

The Evija is the first car to feature a single-piece carbon fiber chassis that weighs just 284 pounds. That’s insanely lightweight. The vehicle sits a mere four inches above the ground. The car also features active aerodynamic elements including an integrated air diffuser that extends from the B-pillar to the rear of the car. There’s also an active rear spoiler that is flush to the rear of the car whenever it’s not in use. 

2020 Lotus Evija top down view

2020 Lotus Evija top down view

Additionally, the car features no side mirrors further reducing drag. Instead of side mirrors, the car gets cameras placed in the front wings of the car. There’s also a camera built into the roof of the car providing a rearview for the driver. Images from these cameras are displayed on three different cameras inside the car. 

A Motorsports-Inspired Interior

The interior of the Evija is minimal, futuristic, and driver-focused. The cabin features a special “floating wing” dash. This is just one of the elements that give the car a futuristic feel on the inside. The doors of the car are two dihedral doors. These doors feature no door handles and can be operated by the key fob. 

Inside the cabin, you’ll see more carbon fiber than you know what to do with. The car features two seats that feature a thin metal band that has the words ‘For The Drivers’ engraved on it. 

2020 Lotus Evija interior2020 Lotus Evija interior

Lotus sought to feature the perfect balance between a track car and a road car on the inside of the Evija. This means the car has a minimal, driver-focused interior design but with plenty of what you expect in a road car. There’s a single large screen in front of the driver that has everything you’ll need. 

The seats are trimmed in thick Alcantara-finished pads and offer adjustment. The steering column is adjustable for both rake and reach and features a unique race-car-like design. Three-point seat belts are standard but Lotus will provide four-point harnesses if wanted.

In the center of the dash is the drive mode selector, which can transition the car from Range, City, Tour, Sport, and Track. The differences between the modes should be pretty self-explanatory. Within the infotainment system of the car is Apple CarPlay and Android Auto as well as connection to the cloud for over-the-air updates for the car.

In addition to all of this, Lotus is offering customers the chance to wholly personalize their cars. The company is offering marquetry-style badging for all of the Evijas. Lotus can inlay metal elements into the carbon fiber keeping the meal inlay flush with the surface of the carbon fiber. This allows for unique customization opportunities.

As we said above, the company plans to only build 130 examples of the car. Each one will run $2.1 million and demand a deposit of $310,177. That’s a lot of money, but this is a car like no other. 

Veneno Roadster, One:1, One-77, LaFerrari, P1, Veyron headline 25-car Bonham’s auction

Bonhams is holding a no-reserve auction in fall 2019 that includes some of the most valuable and sought-after supercars of the past decade. The lot of 25 beautiful collector items includes a Lamborghini Veneno Roadster, a Koenigsegg One:1, an Aston Martin One-77, a Ferrari LaFerrari, a McLaren P1, and a Bugatti Veyron. The collection, which was seized from a corrupt politician from Equatorial Guinea, is valued at roughly $13 million.

If selling off future classics that are still in their infancy as collector items seems strange, it’s because this is not a straightforward situation. These cars will be sold off by the State of Geneva, not a person. The collection was previously owned by the vice president of Equatorial Guinea, Teodoro Obiang, but the cars were seized when he was placed under investigation for money laundering and unfair management of public interests.

These 25 cars, which were located in Geneva, were first sequestered in fall 2016. A trial court ordered them sold off, and the money earned from the sales would be invested in social programs that benefit Equatorial Guinea. And so, Equatorial Guinea is about to see an influx of cash, as every vehicle is valued in the hundreds of thousands, if not millions, of dollars.

Supercar Collection Auction

The rarest might be the Koenigsegg One:1. One of only six remaining, it has 371 miles on the dial, and is valued at roughly $1.8 million. The Lamborghini Veneno Roadster, one of nine in the world, is a close second. It has 202 miles logged, and is valued at about $5.1 million.

The Aston Martin One-77 is another rare bird. It is example No. 35 of 77, holds a 7.3-liter V12 engine, and is valued at about $1.4 million. A McLaren P1, Ferrari LaFerrari, and Bugatti Veyron 16.4 round out the top of the list. The remaining cars are not fully detailed, but they include examples from Mercedes-Maybach, Bentley, Maserati and Porsche.

The auction will take place on Sunday, Sept. 29, at the Bonmont Golf & Country Club near Lake Geneva. For more photos and information, visit Bonhams.

The Greatest Supercars of the 1990s

The Golden Era – Homologation, The Big Mac and the Rise of the Everyday Supercar. Your Ultimate Guide to the Best Supercars from the 1990s

This is our first in a series of posts about the awesome cars of the 1990s. In this post we curate the best supercars from the 1990s, an era stacked with exotic masterpieces. Some of the defining features of the 1990s supercar era includes the amazing McLaren F1 and the revelation that was the Honda NSX as well as the spirit of competition amongst top manufacturers in prototype racing that created some awesome limited run homologation specials for the road.

The high performance supercar market went from niche to mainstream in the 1980s. Supercars like the Lamborghini Countach, Porsche 959 and Ferrari F40 had collectively wowed car fans the world over in the late 1980s and with Wall Street humming and the global economy in good shape, the appetite for exotic cars only grew going into the early 1990s. As the 1990s started, many pundits wondered however whether we had already reached peak car. After the extraordinary supercars of the eighties, many supercar manufacturers entering the nineties asked “how on earth do we follow that?”

It is impossible to talk about the 1990s supercar era and not mention the impact of the mighty McLaren F1. McLaren came along in the mid-90s with the ultimate supercar, the McLaren F1. The F1 did not just beat the other supercars at the time, it blew them away so convincingly that it wasn’t until the Bugatti Veyron came along more than a decade later that its acceleration and top speed records were beaten. It was Gordon Murray, the former F1 engineer and his obsession with weight savings and attention to detail that redefined what a supercar could be. It was like no other supercar before it (or like any other since), a car that redefined what it meant to be a supercar.

At the other end of the spectrum was the Honda NSX. It came along in the 1990s and shook up Lamborghini, Ferrari and Porsche. Here was a major manufacturer known for small compact Honda Civic cars who created a supercar that was easy to drive, was fast and agile and didn’t break down. Anybody could drive it. It forced all the sports car makers to get better and ushered us all into the world of the everyday supercar. Speaking of everyday Supercar, the 1990s saw the 911 Turbo genuinely scare the top players with more than 400 horsepower, all wheel drive and astonishing performance in a daily driver.

On our list of the best 20 cars, no less than six cars raced. In fact, five of the cars on our top supercars of the ‘90s list were expressly built to race and are known as homologation specials. Carmakers had fully embraced the “win on Sunday, sell on Monday” mantra in the early 1990s and channeled vast amounts of money into trying to find racing glory. Racing homologation rules (stipulating that road-going versions of cars had to be manufactured for homologation) inspired automakers to produce these machines. The FIA GT1 class therefore produced some of the best race cars of the mid-1990s and (thanks to those loosely interpreted homologation requirements), some of the wildest street cars too. These included the Porsche GT1, Mercedes-Benz CLK GTR and the insane Dauer 962 LM.

In terms of awesome supercars, the 1990s were the golden age. Fun times indeed. Please read on for our take on the greatest 1990s supercars.

Criteria note: We focused on the first year of manufacture as our criteria for a car making it into the decade. If the car had first been manufactured in the 1980s and was carried over into the 1990s largely unchanged then it belongs in the 1990s (aka Ferrari F40). If it was initially built in the 1980s but was substantially updated or had a sub-model in the 1990s then it could make the 1990s list (aka Ferrari F512 M). 

Author note: This initial article was written by JACK MATTHEWS in May 2017 and was updated by Nick Dellis (with help from car nut Kenny Herman) in May 6th 2019.

20 Best Supercars from the 1990s

Read on for our ranked list of the greatest supercars of the nineties. We discussed whether to rank the cars versus just have an unranked list and realized it was way more fun to have people argue about rankings than not.

Lotus Esprit Sport 350

Lotus Esprit Sport 350

20. Lotus Esprit Sport 350

The best Lotus of the 1990s. Rare, fun, a little underpowered though.

Power: 349 bhp @ 6500 rpm / Torque: 295.0 ft lbs @ 4250 rpm / Engine: 3.5 liter twin-turbo V8 / Produced: 1999 / Base Price: £64 950 / Units made: 50 / Top Speed: 175 mph (281.6 kph) / Acceleration (0-60 mph): 4.7 seconds

Having raced the Esprit in GT2 and GT3 classes, Lotus began to develop a new version of the car to race in GT1 class racing. Development of the car was entrusted to the newly formed Lotus GT1 Engineering group, which included many staff from the recently dissolved Team Lotus. For us however the more impressive Lotus of the 1990s was the 1999 Lotus Esprit Sport 350.

It was the ultimate incarnation of the Esprit. Only 50 were made. Taking the V8 GT further, the Sport 350 was one of the most exclusive Esprits made. It featured the standard-spec V8 with blue-painted intake manifolds. What set the 350 Sport apart from the VT GT was a number brake, suspension and chassis improvements. Lowering the kerb weight was a primary design focus for Sport 350. Apart from the weight reduction, the other major change to Sport 350 was its braking system. While exclusivity was offered with the Sport 350, it is a shame Lotus never tuned the engine beyond its standard specification. This is strange given the fact that every other aspect of the car was up-rated for track use. It was one of the closest cars to emulate the track experience on the road.

Read more: Lotus Esprit Sport 350.

Porsche 911 Turbo S (993)

Porsche 911 Turbo S (993)

19. Porsche 911 Turbo S (993)

All wheel drive. Twin turbo flat six engine. Over 400hp. Ludicrous performance. Porsche delivers a daily driver that destroys supercars. The ultimate air cooled 911.   

Power: 424bhp @ 6250 rpm / Torque: 423 lb-ft @ 4500 rpm / Engine: 3.6 L twin-turbo Flat-6 / Produced: 1997 / Base Price: N/A / Units sold: 183 cars produced / Top Speed: 183 mph / Acceleration (0-60 mph): 4.4 seconds

Considered by many Porsche enthusiasts as the “ultimate 911”, the type 993 represented a unique blend of power and simple elegance. The car had a more streamlined look and was “lower slung” than earlier versions of the 911. The styling was perfect and it is still the best looking 911 series. This was the last of the “air-cooled” Porsche 911s (insert sad face here).

The turbo-version of the Type 993 Porsche 911 was also introduced in 1995 and featured a bi-turbo engine that was at the top of the performance pack for the time. For Turbo 993s the 3.6 liter got twin KKK K16 turbos and made 402 hp although you could customize your order (on Turbo S and GT2 models) to up that to 444 hp. The 993 Turbo was the first 911 Turbo with all wheel drive, essentially lifted from the 959 flagship model.

During the second to the last year of production of the 993 (1997), Porsche offered the 993 Turbo S. The X50 power pack had larger turbos, intake and exhaust upgrades, and a new computer. Power upgrade got it to 424 hp and included extras like carbon fiber decoration in the interior as well as very cool yellow brake calipers, a slightly larger rear wing, a quad-pipe exhaust system and air scoops behind the doors. This was the last of the air-cooled 911 Turbos and our favorite.

Read more: Porsche 911 Turbo S (993).

Nissan R390 GT

Nissan R390 GT

18. Nissan R390 GT

The fastest and most expensive Nissan road car ever developed. 0-60 mph in 3.2 seconds and 0-100 mph in 6.5 seconds. Road car was capable of 220 mph.

Power: 549.9 bhp @ 6800 rpm / Torque: 470.0 ft lbs @ 4400 rpm / Engine: 3.5-litre twin-turbo V8 / Produced: 1998 / Base Price: ~US$1,000,000 / Units sold: 1 (road car) / Top Speed: 220 mph / Acceleration (0-60 mph): 3.9 seconds

The ultra-rare Nissan 390R was basically a detuned Le Mans racer offered for sale to the public at a hefty $1,000,000. Only two were made. It was the fastest and most expensive Nissan road car ever developed was created to comply with the Le Mans GT1 Class regulations which required manufacturers to build at least one street-legal version of the race car.

Unlike many others, Nissan built the road car first and built the racing version from it. The R390 GT1 design was the work of Ian Callum at Tom Walkinshaw Racing. Behind the driver sits the heart of this true supercar, the VRH35L twin-turbocharged 3.5-litre double-overhead-camshaft V8 engine with electronic sequential port fuel injection which produces 549.9 bhp @ 6800 rpm while complying with all European market exhaust gas regulations. R390 GT1 performance as one would expect is staggering and includes a sub 4.0 second zero to 60 mph time and top speed north of 220 mph.

Inside are normal road car appliances such as full instrumentation and leather-covered driver and passenger racing seats. The short-throw gear lever for the Xtrac six-speed sequential gearbox and tiny racing steering wheel are reminders of the close alliance between the road car and the vehicle which captured four out of the top-ten spots in the 1998 Le Mans 24-hour race.

Read more: Nissan R390 GT

Aston Martin V8 Vantage 1990s

Aston Martin V8 Vantage 1990s

17. Aston Martin V8 Vantage

Big, bruising and totally nuts. This twin-supercharged V8 Aston was the most powerful car in the world for a while. Handling sucked, quality was iffy, but it was still very cool.

Power: 550.0 bhp @ 6500 rpm / Torque: 550.0 ft lbs @ 4000 rpm / Engine: Twin Supercharged V8 / Produced: 1993 – 2000 / Top Speed: 186 mph / Acceleration (0-60 mph): 4.5 seconds / Base Price: NA / Units sold: 281 cars made

Bullish, aggressive and in many ways a tad ham-fisted when compared to today’s lithe, delicate yet calmly aggressive Astons, the Vantage battered its way to 186mph with the help of its 5.3-litre supercharged V8 mounted ahead of the driver and sending power to the rear.

The Vantage was one of the cars that emerged during the era of Aston Martin’s ownership by Ford Motor Company, and featured harsher edges to its styling than had been seen on many Aston Martins previously. This styling was taken a step further in 1999, with the release of the Aston Martin Vantage Le Mans. The special edition’s looks came somewhere between that of a bull and a shark, which fit the 600bhp machine’s personality quite well.

Read more: Aston Martin V8 Vantage

Ferrari F512 M

Ferrari F512 M

16. Ferrari F512 M

Last production mid-engine flat-12 model and the final iteration of the famed Testarossa. Updated chassis and engine massively improved performance and driving experience.

Power: 440 bhp @ 6750 rpm / Torque: 368.8 lb/ft @ 5500 rpm / Engine: 4.9 L Tipo F113 G Flat-12 / Produced: 1995–1996 / Base Price: N/A / Units sold: 501 produced / Top Speed: 196 mph / Acceleration (0-60 mph): 4.6 seconds

We chose the F512 M over the 512 TR as our favorite Ferrari Testarossa. The result of constant evolution, the 512M shared almost all of its engineering from the 512 TR that came before it. The F512 M was the last version of the Testarossa.

The F512 M sports had the same 4.9-litre Tipo F113 G longitudinally mid mounted flat-12 engine with 440.0 hp at 6,750 rpm. Most of the changes were limited to slight body upgrades that many consider ruin the lines of the original design. In our eyes it looks better so it got the nod over the 512 TR. The front and rear lamps received a design change. The pop-up headlamps were replaced by two fixed square units. The rear tail lamps were round and the bumpers had been restyled to yield a more unified look as well as the addition of cool twin NACA ducts.

Read more: Ferrari F512 M in detail

Porsche 911 GT3 (996.1)

Porsche 911 GT3 (996.1)

15. Porsche 911 GT3 (996.1)

This is where the GT3 legend begins. Porsche wanted to go racing in the GT3 endurance category and developed this 3.6 liter Mezger engined masterpiece. Thank you Porsche.

Power: 360 @ 7200 rpm / Torque: 273 lb/ft @ 5000 rpm / Engine: 3.6L Water Cooled Flat-6 / Produced: 1999–2001 / Base Price: $90,000 / Units sold: ~1,868 cars produced / Top Speed: 187.7 mph / Acceleration (0-60 mph): 4.5 seconds

The GT3 we love today all started in 1999 with the 996 model GT3 and it all started because Porsche wanted to enter the GT3 class of the FIA. Porsche began investing in developing both the race car and the road-going version which was required by GT class homologation rules and the GT3 was the result. The GT3 became the 996’s range-topping model until a new GT2 was launched.

Based on the 996 Carrera, the 996 GT3 was a really a track focused sports car that was lighter, sharper and more potent than its everyday sports model siblings. To help in the performance stakes, the GT3 the water-cooled flat six was loosely based on the GT1 and got a dry-sump crankcase with an external oil tank making it more powerful and higher revving. Gone were the rear seats, sunroof, air conditioning, radio and a boatload of sound deadening.

Major design changes included a more aggressive front end with larger headlamps shared with the Boxster, a sleeker body, and a more raked windshield. Design and aerodynamic features exclusive to the GT3 included slimmer air vents for the front bumper, a front splitter, new side skirts, a revised rear bumper, new wheels, and massive rear wing.

The GT3 quickly became the choice for drivers because of its remarkably sharp throttle response, better steering, steady balance, and amazing engine. While a Turbo had it beat for outright speed, this was the ultimate drivers Porsche. Its lighter body and race tuned suspension tuning also made it a perfect machine for attacking weekend drivers who wanted a track car.

If you are in the U.S you may at this point wonder why you can’t find any GT3s from the era for sale. Porsche did not bring the GT3 to the United States until 2004 (see the 996.2 model just below).

Read more: 2000 Porsche 911 GT3

Pagani Zonda C12-S

Pagani Zonda C12-S

14. Pagani Zonda C12-S

Brought back the magic to the supercar world

Power: 550 bhp @ 5500 rpm / Torque: 553.2 lb/ft @ 4100 rpm / Engine: Mercedes AMG V1 (7010 cc) / Produced: 1999-2002 / Top Speed: 210.1 mph (338.0 km/h) / Acceleration (0-60 mph): 3.8 seconds / Base Price: NA / Units sold: US$325,000

My favorite car debuted in 1999. Most people think the Zonda was a car from the early 2000s. While it was the 2002 Zonda with the upgraded 7.3-liter V12 that people remember, Pagani had already been successfully marketing the Zonda for three years up till that point. It was originally launched as the C12-S in 1999.

Read more: Pagani Zonda posts / Pagani Zonda C12-S

Dodge Viper RT:10 ‘Phase II SR’

Dodge Viper RT:10 ‘Phase II SR’

13. Dodge Viper RT/10 ‘Phase II SR’

8 liters of truly brutal American muscle

Power: 415.0 bhp @ 5200 rpm / Torque: 488.0 ft lbs @ 3600 rpm / Engine: Naturally aspirated 8 liter V10 / Produced: 1996-2002 / Base Price: US$58,500 / Units sold: NA / Top Speed: 170.0 mph (273.6 kph) / Acceleration (0-60 mph): 4.7 seconds

Some might not consider the original Dodge Viper a supercar, but at the time of its release it was a revelation with its aggressive looks and insane 8-liter V10 engine. The 1996 RT/10 could be referred to as a second generation Viper and it featured a host of upgrades over earlier Vipers produced from 1992 to 1995. It was a much better car. Outwardly the main difference to the 1996 Viper was the absence of side exhausts which were replaced with two standard exhausts exiting the rear. The three spoke wheels were also gone and replaced with 5-spoke counterparts. Inside, the cabin remained largely unchanged, but a removable roof was standard as was sliding plastic panels for the windows. Underneath, the chassis was stiffened, suspension geometry revised and a more robust rear differential was installed.

Our pick of the 1990s Viper’s was the GTS which was launched in 1996. It was a more powerful version of the RT/10 with 450 hp and a new double bubble coupe body. Beyond more power though, the GTS had over 90% new parts compared to the RT/10. In 1997 and 1998 model years the Viper would continue to receive minor updates and the GTS would get second-generation airbags, revised exhaust manifolds, and a revised camshaft for 1997, and the RT/10 would gain a power increase up to 450 hp (336 kW; 456 PS) for 1998.

Read more: Dodge Viper RT/10 ‘Phase II SR’

Toyota GT-One

Toyota GT-One

12. Toyota GT-One

A pure-bred Le Mans car, created specifically to contest the world’s most famous 24-hour race with no compromise in terms of design or engineering. Road version equally nuts.

Power: 600 bhp @ 6,000 rpm / Torque: 479 lb/ft / Engine: 3.6 liter 90-degree V8 twin-turbo / Produced: 1998 / Base Price: US$1,400,000 / Units sold: 2 / Top Speed: 236 mph (380 kph) / Acceleration (0-60 mph): 3.2 seconds

The Toyota TS020, better-known in Europe as the Toyota GT-One, is a pure-bred Le Mans car, created specifically to contest the world’s most famous 24-hour race with no compromise in terms of design or engineering. The engine had its heritage in the twin-turbo V8 which powered Toyota’s Group C cars in the late 1980s.

In accordance with the FIA rules of the day, the GT-One had also to be developed as a legal road car. In fact the differences between the race and road versions were small: in road-going mode, the rear wing was set lower and the suspension ride height was raised. A smaller fuel tank was fitted and the addition of catalytic converters ensured the vehicle complied with emissions regulations. Toyota says the engineers at Toyota Motorsport GmbH created just two ‘production’ TS020 GT-Ones – one is on display in its museum, the other in Japan.

Read more: 1998 Toyota GT-One

Porsche 911 GT1 Strassenversion

Porsche 911 GT1 Strassenversion

11. Porsche 911 GT1 Strassenversion

Porsche wants race. Takes 993-based 911 and grafts it to the rear-end of a 962. Adds twin-turbo 3.2-liter water-cooled flat-six engine capable of developing 600 hp. Done.

Power: 544 bhp @ 7,000 rpm / Torque: 443 ft lbs @ 4,250 rpm / Engine: 3.2-liter twin-turbo flat-six / Produced: 1996-1998 / Base Price: ~US$900,000 / Units sold: 23 / Top Speed: 193 mph (310 kph) / Acceleration (0-60 mph): 3.4 seconds

Porsche management wanted to compete in factory-based GT racing programs. It developed a brand new car. Basically it was 993-based 911 and essentially grafted it to the rear-end of a 962. dropped a twin-turbocharged 3.2-liter water-cooled flat-six engine capable of developing 600 hp. A futuristic 911-inspired carbon fiber shell finished the exterior packaging.

In order for Porsche to enter the highly competitive GT1 category back in 1996, a total of 23 road going-machines had to be built. To be specific there were two 1996 cars, 20 1997 cars and only one variant was built in 1998. The Strassenversion (road going) uses a 3.2-litre twin-turbo flat-six engine which puts out 536bhp and 443lb ft of torque. Now these might not seem like big numbers compared to modern supercars like the Porsche 918, but considering the GT1 only weighed 1120kg, the GT1 could get to 62mph in around 3.4 seconds. Unfortunately the GT1 was routinely beaten on track by Mercedes’ ferocious CLK-GTR. As a result, Porsche – along with a number of other manufacturers – pulled out of the GT1 class for 1999, effectively killing the championship class.

Read more: Porsche 911 GT1 Strassenversion

Ruf CTR-2 Sport

Ruf CTR-2 Sport

10. RUF CTR-2 & Ruf CTR-2 Sport

Might be based on a Porsche 911, but the Ruf CTR2 is far from a typical German sports car. Almost 520 hp from a Le Mans-derived twin-turbo engine. Straight line monster.

Power: 520 bhp @ 5800 rpm / Torque: 505.2 ft lbs @ 4800 rpm / Engine: 3.6 liter air-cooled twin-turbo flat-6 / Produced: 1995-1997 / Base Price: US$315,000 / Units sold: 16 standard CTR2, 12 CTR2 “Sport” / Top Speed: 220 mph (354 km/h) / Acceleration (0-60 mph): 3.5 seconds

Based on the 993-chassis 911 Turbo the CTR2 featured either the standard rear-wheel drive or an optional all-wheel-drive. It had a totally upgraded and custom suspension system, uprated brakes and integrated roll-cage as well as a very custom and cool wing. The body was made out of kevlar to save weight. The heart of the CTR2 was the race derived air-cooled Porsche 3.6 litre. It had twin-turbos and was based on the engine used in the Porsche 962 Le Mans Group C car. The team at RUF tuned it to produce 520 hp 505 ft lbs of torque.

In addition to the “regular” CTR2 was the CTR2 Sport. Built up from a Porsche 911 Turbo body-in-white, RUF manufactured the CTR-2 Sport for ultimate outright performance. The specially built engine was tuned to produce almost 600 hp depending on boost. Options included a roll-cage, a clutchless RUF EKS transmission, adjustable torque bias, adjustable boost control. This is the ultimate in straight line insanity, able to accelerate to sixty in 3.5 seconds (in 1995) and onto a top speed north of 220 mph. Crazy.

Read more: 1997 Ruf CTR-2, 1997 Ruf CTR-2 Sport

Mercedes-Benz CLK-GTR

Mercedes-Benz CLK-GTR

9. Mercedes-Benz CLK-GTR

Homologation special madness by the crazy Germans at Mercedes-Benz. Only car here that can easily do a backflip for those fun “what-the-f**k” moments.

Power: 612.0 bhp @ 6800 rpm / Torque: 571.6 ft lbs @ 5250 rpm / Engine: 6.9 liter Mercedes-Benz M120 V12 / Produced: 1998–1999 / Top Speed: 191 mph / Acceleration (0-60 mph): 3.4 seconds / Base Price: US$1,547,000 / Units sold: 20 coupes, 6 roadsters

The CLK GTR was born out of Mercedes-Benz desire to duke it out against Ferrari and Porsche in the FIA GT Championship. Essentially taking elements of a CLK racer and some road car trimmings and mashing them together, they produced the prototype in time for the 1997 season.

Although the 1999 GT1 class was cancelled, Mercedes-Benz had already promised 25 road-going homologation versions to customers and was obliged to produce these. Customer cars featured a 6.9-litre V12 which produced 604bhp, bestowing the GTR with ballistic performance – 0-60mph took 3.8 seconds, on the way to a top speed of 214mph.

This came at a steep price; despite comforts being kept to a minimum in an effort to save both weight and cost, the production CLK GTR was listed at the time as the most expensive production car ever built in the Guinness Book of World Records, costing $1,547,620.

In 1999, Mercedes-Benz were due to race a CLR – a track-focused version of the CLK GTR – at Le Mans, until in qualifying on the back straight of the Circuit du Sarthe Mark Webber’s car took off, flipping several times as it tumbled into the bushes. In the race itself, a second similar incident took place while Peter Dumbreck was at the wheel, leading Mercedes to withdraw from the event and move away from sports car racing.

Read more: 1998 Mercedes-Benz CLK GTR Straßenversion

Jaguar XJ220 - Best 90s SupercarsJaguar XJ220 - Best 90s Supercars

8. Jaguar XJ220

Jaguar’s first production supercar, the XJ220 was a bold step. Crappy sounding engine and huge turbo lag. Held top speed record till McLaren F1 came along.

Power: 542.0 bhp @ 7000 rpm / Torque: 475.0 ft lbs @ 4500 rpm / Engine: TWR 6R4 V6 (twin turbo) / Produced: 1992 – 1994 / Top Speed: 217 mph (349.2 kph) / Acceleration (0-60 mph): 3.9 sec / Base Price: US$700,000 / Units sold: 281 cars made

The XJ220 started life as a mid-engine, four-wheel-drive concept car developed by Jaguar employees in their spare time. That initial concept was planned around a V12 powerplant. By the time the first customer cars were delivered in 1992, a twin-turbo 3.5-litre V6 sat mid ship, delivering 542bhp. The basic shape and aims of the car remained the same however.

With a top speed of 212mph, the XJ220 was the fastest production car from its launch through to 1993, when it was topped by another British-built speed machine. This peaked initial interest in the car, but between the 1990s financial recession and the car’s retail price of £470,000, few took up the offer of ownership and only 281 cars were produced throughout its run.

It was handy on the track too; it went straight to the top of the Nurburgring time sheets in 1991, recording a lap of 7:46:36; Hardly surprising, considering it was built with help from Tom Walkinshaw racing.

Read more: Jaguar XJ220

7. Lamborghini Diablo GT

Lighter, faster and better handling than all other Diablos. Race car modifications finally made the outrageous Diablo a serious road racing supercar.

Power: 575.0 bhp @ 7300 rpm / Torque: 465.0 ft lbs @ 5500 rpm / Engine: 6.0 liter 60 Degree V12 / Produced: 1999-2000 (Diablo GT) / Top Speed: 215 mph / Acceleration (0-60 mph): 3.6 seconds / Base Price: US$309,000 / Units sold: 83 cars made

Lamborghini were never ones for making their own job any easier. This is the manufacturer that built the Miura then gave itself the task of following it; they managed that – in terms of impact if not necessarily driving experience – with the incredible Countach. Entering the nineties, they had to do it again.

Enter Diablo, the name literally translating as Devil (check). At launch it was fitted with a 5.7-litre V12 producing 485bhp, enough to launch its sleek and flash, yet still muscular body from 0-60 in 4.5 seconds and on to a top speed of 196bhp.

The Diablo, despite its nefarious name, was somewhat tamer than the car that came before it. It featured carbon fibre in the cockpit, but this was surrounded with luxurious leather trim.

That’s not to say it wasn’t without its evil side, most potent in later iterations the 510bhp SV and the rear-wheel-drive SE30 Jota – featuring that 5.7-litre V12 bumped up to 595bhp and various racing-focused changes that revealed the Diablo’s darker side. Only 15 Jotas were delivered from the factory, though 28 kits were produced, making this one of the rarest Lambos of the era.

Our pick of the litter is the Diablo GT. Lamborghini introduced the Diablo GT in 1998 based on the formula of the SE30 and the SE30 Jota. It combined the modifications of the GT2 race car with the outrageousness of the Diablo to offer serious road racing performance. So much so, it remains as the fastest road-going Diablo ever made by the factory. At the time of delivery in September 1999, the Diablo GT was also one of the fastest supercars as well, reaching a top speed of 215 mph (346 kph). It was easily the best Diablo made.

For the detailed oriented, about is a picture of the GTR. It took the GT and made it even crazier. Interior was stripped bare, it got a full roll cage and things like the stereo, soundproofing, and air conditioning were all removed. Add some Plexiglass windows, a fire suppression system, and single seat with a six-point harness. Hardcore. 

Read more: Lamborghini Diablo GT

Ferrari F50 Best 90s Supercars

Ferrari F50 Best 90s Supercars

6. Ferrari F50

Ferrari’s most undeservedly underrated supercar. Superb.

Power: 513.1 bhp @ 8500 rpm / Torque: 347 lb/ft @ 6500 rpm / Engine: 4.7 L DOHC 65 degree Tipo F130B V12 / Produced: 1995 – 1997 / Top Speed: 202 mph / Acceleration (0-60 mph): 3.7 seconds / Base Price: $480,000 / Units sold: 349

So far in this countdown, we’ve had a lot of homologation-special racing cars repurposed for the road to meet the entry requirements for their respective championships. The F50 was different in that it featured components of an actual racing car, toned down only slightly for the road.

The Ferrari F50 began life with a tough act to follow. Its predecessor, the F40, had blown the motoring world away through the eighties and well into the nineties. Ferrari had to pull something very special out of their hats to follow Enzo’s final sign off for the company.

Their starting point was one of their old racing engines; the 3.5-litre V12 from the company’s 1990 F1 car. This was bored out to 4.7-litres before being mounted mid-ship in a carbon fibre monocoque chassis.

The resulting machine produced 513bhp, sent to the rear wheels in a car that weighed just 1320kg. The result? 0-60 in 3.8 seconds, a claimed top speed of 202mph and a deafening driving experience that shook owners to their cores. For those seeking an even more visceral experience, the roof could be removed.

Sadly the F50 could never live up to its legendary predecessor. In tests, its top speed came up far short of the F40’s 201mph, and the more bloated F50 was never as pure an experience as the car that went before it. Still, we feel it deserves a place on the list of the greatest supercars of the nineties.

Read more: Ferrari F50

Dauer 962 Le Mans

Dauer 962 Le Mans

5. Dauer 962 Le Mans

Dauer showed up to Le Mans with road and race versions and promptly won. FIA changed the rules to make sure the 962 wouldn’t be back in 1995. Now that is badass.

Power: 730.0 bhp @ 8250 rpm / Torque: 517.0 lb/ft @ 5000 rpm / Engine: 3 liter water-cooled twin turbo flat-six / Produced: 1994 / Base Price: $1,200,000 / Units sold: 13 / Top Speed: 253 mph (405 kph) / Acceleration (0-60 mph): 2.7 seconds

One of the weirder footnotes in Le Mans history is the Dauer 962, which won the race in 1994 thanks to some creative rulebook interpretation.

From 1983 forward, the Porsche 956 and its 962 IMSA spec version dominated for a decade. Porsche manufactured nearly 150 956/962s and sold many of the cars to private teams. Dauer took a handful of these Porsche 962s and modified them for street use. It is one of the most extraordinary cars to be sold for the streets, but that’s what allowed Porsche to enter the 962 in the GT category at Le Mans in 1994.

Of the companies that have produced a 962 road car, the most successful has been Dauer. After displaying their first 962 at the 1993 Frankfurt Show, Dauer partnered with Porsche to manufacture a contender for the 1994 24 Hours of LeMans. At the 24 hour race, Dauer showed up with both a road version and race version of the Porsches 962, a design which had already won Le Mans six times. After winning the race, the FIA declared it would be creating rules to make sure the 962 wouldn’t be back in 1995. However, with a Le Mans win under their belt, and with support from Porsche, Dauer continued to build their road-going 962.

Read more: Dauer 962 Le Mans.

Porsche 911 GT2

Porsche 911 GT2

4. Porsche 911 GT2

Wide arches, rear wheel drive, Turbo engine. GT2 craziness begins here.

Power: 444 bhp @ 6000 rpm / Torque: 431.5 lb/ft @ 4500 rpm / Engine: 3.6 L twin-turbo Flat-6 / Produced: 1995–1996 / Base Price: NA / Units sold: 57 cars produced / Top Speed: 187 mph / Acceleration (0-60 mph): 3.7 seconds

I dread to think what the nineties supercar scene would have been like had it not been for homologation requirements. The track-focused, road-going 911 GT2 was introduced in 1993, initially to meet the requirements for GT2 regulations.

The formula of ultra-light, high-power and track credentials seemed to strike a chord with Porsche’s customer base, as the German marque kept the twin-turbo track rocket on its order sheets all the way through to 2012.

424bhp came courtesy of the rear-mounted 3.6-litre power plant, fed air through neatly-positioned intakes at either end of the GT2’s colossal rear wing. Other contemporary road-going 911s of the day also had four-wheel-drive, though this was scrapped in the GT2 in favour of racier rear-wheel-drive.

This made the 993-generation GT2 quite the handful on track or on the road, and a certain level of driving prowess is required to keep one pointing in the right direction over a “spirited” series of bends. You know is good when it gets a top 20 finish in our best Porsche’s ever list.

Read more: 1998 Porsche 911 GT2

Bugatti EB110

Bugatti EB110

3. Bugatti EB110

With a quad turbo, 3.5-litre V-12 the Bugatti EB110 GT seemingly defined the term “supercar”. It was one of the most technologically advanced cars of the 1990s.

Power:  650.0 hp @ 8000 rpm / Torque: 477 lb/ft @ 4200 rpm / Engine: 60 Degree quad-turbo V12 / Produced: 1992 – 1995 / Top Speed: 217 mph / Acceleration (0-60 mph): 3.35 seconds / Base Price: US$380,000 / Units sold: 31 cars made

Initially revealed on the company’s founder, Ettore Bugatti’s 110th birthday in 1991, the EB110 came to be the last Italian-produced Bugatti before VAG took over the troubled automaker.

These days the Bugatti name stands purely for all-out speed and refinement, and though the EB110 was never a record breaker at the top end of the speed stakes, topping out at 216mph in the era of the McLaren F1, it was capable of reaching 62mph in just 3.2 seconds in 1992 Supersport trim – one of the fastest cars of its era over that dash.

That rapid acceleration was mostly thanks to the Bugatti’s 3.5-litre, quad-turbo V12, which transferred 604bhp to the road through all four wheels.

There’s something really appealing about all of the little design details on the EB110 which could be easily overlooked; from the cluster of circular air intakes just behind the doors, to the elegantly simple interior, all the way down to the gearshift layout positioned on the transmission tunnel, keeping the gear knob uncluttered.

Read more: Bugatti EB110

Honda / Acura NSX

Honda / Acura NSX

2. Honda / Acura NSX

The car that shook the supercar world. A supercar that could be driven every day, didn’t break down and anybody could drive. Thank this car for today’s supercars being usable.

Our Pick: 1998 ACURA NSX-T / Power: 290 bhp @ 7100 rpm / Torque: 224 lb/ft @ 5500 rpm / Engine: 3.2L VTEC 6 Cylinder 290 hp / Produced: 1990-2005 / Top Speed: 162.2-mph / Acceleration (0-60 mph): 4.8 seconds / Base Price: $88,725

1991 saw the launch of a supercar that caused a shock across the whole automotive scene. With the NSX project, Honda set out to build a true supercar that had none of the ergonomic issues or reliability problems that plagued exotica at the time.

Sold under the Acura brand in the States, and the Honda brand across the rest of the world, the NSX featured a 3.0-litre V6 with Honda’s trademark VTEC technology supplying the power, mounted mid-ship with extra consideration to the positioning of the seats and fuel tank for optimal weight distribution.

Honda’s pedantic construction of the car paid off; famous fans of the NSX included none other than Ayrton Senna himself, and the handling was enough to take the fight to the supercar elite of the day and cement the NSX’s place in supercar history – even becoming the reference point for a certain McLaren still to come on our nineties list.

Our pick of the range is the 1997 NSX-T. Acura increased the DOHC 24-valve VTEC V-6’s displacement from 3.0 liters to 3.2 and replaced the five-speed manual with a six-speed box for 1997. That meant 290 horsepower and 224 pound-feet of torque from the normally aspirated, 8000-rpm-redline engine. The immediacy of the NSX’s reflexes is matched with elegance and phenomenal precision and the engine’s flyweight reciprocating assembly loves to rev.

Read more: Honda/Acura NSX

McLaren F1

McLaren F1

1. McLaren F1

The best ever. Period. The end. Obsessive focus leads to the creation of the greatest supercar of all time.

Our Pick: McLaren F1 LM / Power: 671 bhp @ 7800 rpm (F1 LM) / Torque: 520 lb/ft @ 4500 rpm (F1 LM) / Engine: 6.1 L (6,064 cc) BMW S70/2 V12 / Produced: 1993–1998 / Top Speed: 240.1 mph (386.4 km/h) / Acceleration (0-60 mph): 3.2 seconds / Base Price: ~US$650,000 / Units sold: 106 cars

If cars like the Ferrari F40 and Porsche 959 began the chase for something beyond the supercar, then McLaren birthed it with the F1. Gordon Murray’s masterpiece was for a long time the fastest production car ever made. Its top speed of 240 mph puts much of even today’s supercar crowd to shame, and ergonomic features like the driver-centered, three-seat cockpit have rarely been seen since.

The technical challenge of getting a road car to such incredible speeds was one unlike any other manufacturer had undertaken. McLaren, after initially seeking out Honda power given the two company’s success together in Formula One racing, eventually settled on a 6.1-litre BMW V12. This was mounted in the middle of the car, and put 618bhp through the rear wheels.

The F1 was also the first production car to use a carbon fibre monocoque chassis, and gold famously lined the engine bay to aid with heat dispersal. This effort paid off, granting the F1 a staggering 0-60 time of 3.2 seconds and that all-important 240 mph top speed.

After delivering 100 customer cars McLaren stopped production after seven prototypes, 64 road cars, 5 special F1 LMs (built to commemorate victory at Le Mans in 1995), three F1 GTs (road going versions of the long tail 1997 F1 GTR race car) and 28 F1 GTR road cars. Of these, the Sultan of Brunei owns the most, and has two very special black F1 LMs with striking Pininfarina graphics as well as an exact replica of the F1 GTR that won LeMans.

Read more: All McLaren F1 posts

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Mercedes-AMG Project One details revealed in private session with ‘Top Gear’

Mercedes-AMG put “Top Gear‘s” Jack Rix in a private studio with an AMG One, and let the journalist have his way with the static hypercar. Rix turned on the cameras and put on a show, divulging further particulars of Stuttgart’s crouching tiger. The 1.6-liter turbocharged V6 is built in the same British factory that builds the Formula 1 engines for the Mercedes-AMG Petronas team. The motor also can also brag about a thermal efficiency of 40 percent, matching the Toyota Prius.

Road manners and emissions requirements mean that instead of the 5,000-rpm idle and 14,000-rpm redline in the F1 car, the One idles at 1,200 rpm and maxes at 11,000 rpm.

Three F1-spec electric motors contribute mojo, one at the crank, one at each front wheel. They spin up to 50,000 rpm and add 160 horsepower apiece to a total figure expected to number at least 1,050 horses. In pure EV mode the front motors do all the work, making the One a front-wheel-drive hypercar for up to 15 miles.

The bodywork’s been shaped and polished so as to aid motivation depending on application. For high-speed reasons, the front badge has been airbrushed on, and the 10-spoke wheels — in aluminum or magnesium — wear carbon inserts to reduce drag. When racing is the reason, flaps atop the front fenders stand up to increase downforce on the front axle, and the electrically-deployed rear wing deploys its wing-in-a-wing.

Check out the video for more minutiae, such as the friendlier-than-a-Valkyrie seating position, the four drive modes, and how the tires limit how much downforce AMG could extract from the rear wing.

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Lamborghini LB48H hypercar due next year: You might even say it glows

We know there’s a hybridLamborghini Aventador successor coming sometime between 2020 and 2022. Due to deleted Instagram posts and a fissures in the rumor-verse, we expect a hypercar codenamed LB48H to preview the next electrified V12 Lamborghini. Autocar reports the next model in the Italian carmaker’s series of low-volume specials will cost about $2.6 million, making it just another walk in the hypercar park as for price. The weird part is where Road & Track, referencing “a source familiar with Lamborghini’s plans,” says the LB48H will glow in the dark.

The source didn’t elaborate, so not even RT knows what that means. The Lamborghini Terzo Millennio concept from 2017 revealed a smattering of Tron-like light sculpture in its launch video. The wheels and engine bay glow, illuminated Italian flag graphics mark the front fenders, LED piping runs down the centerline. But lights don’t come under the traditional definition of “glow in the dark.” If the LB48H really does sport some kind of overall incandescence, well, we’re about to enter a new chapter in hypercars.

Other questions remain about how the LB48H will preview the future of Sant’ Agata. The company’s head of R&D has bemoaned the weight of batteries, admitting that the best-case scenario for the coming series-production hybrid V12 flagship means an additional 330 to 440 pounds.

It’s thought that the hypercar will use supercapacitors instead of batteries, providing a lightweight solution that would also showcase future technical potential. The all-electric Terzo Millennio employed nascent supercapacitor tech Lamborghini has been developing with MIT. That solution’s upside is lighter size and weight compared to batteries, longer service life, a supercapacitor’s fast charge and discharge ability, and the fact that it can discharge and recover energy at the same time. The downside is that supercapacitors have low energy density compared to lithium-ion batteries, so it’s possible the LB48H could use a battery and a supercapacitor to work a 49-horsepower motor aiding an 789-hp V12.

The production V12 is expected to get a more mundane solution. Lamborghini’s looking ahead to cities mandating a minimum all-electric range up to 31 miles. One idea in play is a split hybrid layout, with an electric motor in charge of the front axle. That eliminates a prop shaft, and sharpens front axle response and torque vectoring. However, without a front transmission, a split system loses efficiency when approaching the triple-digit speeds integral to the brand. The other option would be a more traditional blended hybrid.

Lamborghini’s said to have shown the LB48H to prospective buyers in June. We should see the real thing and its possibly glowing carbon fiber soon.

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Bugatti speeds up testing on its 3D-printed titanium brake caliper

There are only a few manufacturers on that planet that are so important and so specialized that their production of a brake caliper would warrant any amount of attention. Bugatti is one of those few. After premiering a 3D-printed titanium caliper early in 2018, Volkswagen Group released a video of engineers putting the new design to extreme speed and heat testing. Spoiler alert: flames and sparks are involved.

Bugatti had a lot of claims and planted a lot of flags when it first showed this caliper. “World’s first brake caliper to be produced by a 3D printer. Largest brake caliper in the automotive industry as a whole. First series manufacturer to use titanium. Largest titanium functional component produced by 3D printing in the world.” Long story short, it’s a big deal, but it is not yet stamped as ready for production. That’s what the testing seen here is for.

The video, which was brought to our attention by Motor1, shows the brake caliper in action, not on a car but in a lab. VW claims it’s one of the most powerful brake test benches on the market, which we’re inclined to believe considering the groundbreaking technology that has come from its Veyron, Chiron and Divo supercars.

The test is exactly what you’d expect. They put the caliper onto a rotor, which is attached to a machine that spins the rotor and has all sorts of sensors that show the engineers the specs of the test. The video shows it spinning up to speeds in excess of 230 mph multiple times. The disc temperature skyrockets to 1,877 degrees Fahrenheit on the third spin, which elicits a light show of thermal heat, sparks, and flames. The engineers then take off the caliper and show the camera that everything is still in place and intact.

The video does not clear the caliper for production, but it certainly looks like its getting close to that point. The package will likely debut for the Chiron, the Divo, or both and will most definitely cost thousands and thousands of dollars.

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Pininfarina electric hypercar officially named Battista

The Pininfarina electric hypercar has an official name now: Battista. It’s a properly Italian name for the car company affiliated with the famous Italian design studio to use on its first car. Battista is the first name of Pininfarina’s founder, Battista Farina.

With that we say goodbye to the PF0 codename the Italian/German car company has been using since officially launching earlier this year under new Mahindra ownership and HQ in Munich. As of now, Pininfarina is still claiming this will be the fastest and most powerful car ever designed and produced in Italy. We imagine Ferrari and Lamborghini are still grinding their gears over that statement. Power claims currently sit at 1,925 horsepower and 1,700 pound-feet of torque, leading to a claimed sub-2-second 0-60 mph time. A top speed of over 250 mph along with 300 miles of range are a couple of other impressive claims Pininfarina is making for its electric car.

The vehicle is going to use a Rimac-sourced electric powertrain and battery pack, which explains where Pininfarina is getting the outrageous performance specs. Rimac itself claims numbers that are equivalent or better than Pininfarina’s for its Concept Two hypercar.

Only 50 of these are set to make their way stateside, with the rest of the world sharing the other 100 that Pininfarina plans to produce. There aren’t a whole lot of people who can afford and want a $2.5 million electric car, but that’s why Pininfarina is planning on introducing a lineup of “normal” cars after this one debuts. Three Pininfarina SUVs are supposedly set to be revealed in the next five years — all of these vehicles will be electric. The teasers for the Battista are set to stop at the Geneva Motor Show in 2019, where the car will finally see the light of day.

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SSC Tuatara Hypercar

Shortly after its debut, the Bugatti Veyron and the installments that came after became the automotive industry’s quintessential standard when it comes to raw power. It currently owns the spotlight as the competition musters their best to dethrone the monarch. In reality, some have come close, but a lone warrior steps up to the plate to issue a challenge. The SSC Tuatara is armed and ready to prove itself—we just need to know when it will hit showrooms as well as its asking price.

It was still in the concept stage when SSC North America presented it to the public back in 2011. Moreover, the company made a bold claim that it will be a proper American-made hypercar when it comes out. However, folks started to think it was nothing but vaporware when it missed its 2013 planned launch date. Now, it seeks redemption at the 2018 Pebble Beach car show with the reveal of its production model.

All of us were impressed that the SSC Tuatara came prepared. Captivated by its sleek aerodynamic carbon fiber frame, you will be blown away to discover that it packs up to 1,750 horsepower under the hood. This is made possible by its 5.9-liter twin-turbo V8 that was co-developed with the folks over at Nelson Racing Engines. Ownership is going to be very limited since only 100 will be made.

SSC Tuatara

Photos courtesy of SSC North America

The Aston Martin Valkyrie and its V12 sound insane

Formula 1 is where the mind goes when we listen to this teaser engine clip of the Aston Martin Valkyrie hypercar. And we’re not talking about the lame-sounding turbo cars they’re racing now. No, this sound brings to mind the stupid-high-revving machines of the 2000s.

It makes sense too, because we’ve been told that the 6.5-liter naturally aspirated V12 engine is loosely based on Cosworth’s 2.4-liter V8 it made for Formula 1. Rumors place the Valkyrie engine somewhere around 1,000 horsepower with a kinetic energy recovery system providing even more thrust. We’ve seen a number of reports putting the final combined figure around 1,130 hp, but the actual number will remain a mystery for the time being.

This video with the Valkyrie’s soundtrack layered behind it comes courtesy of Aston Martin CEO Andy Palmer. Dramatic renderings of the Valkyrie cycle through in the background, but the noise is what we’re paying attention to here. The engine’s redline is reportedly 11,000 rpm and we don’t doubt it after listening to the soundtrack more than a few times. No other production car revs that high — even LaFerrari tops out at 9,250 rpm.

The team definitely has the engine working, and production is slated to kick off sometime in 2019. We’ll be waiting impatiently until then to hear that insane V12 in person.

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Aston Martin confirms its third mid-engine hypercar

Consider the rumors confirmed. Aston Martin will build a third mid-engine hypercar that’s currently codenamed 003, following the Valkyrie (code 001) and track-specific Valkyrie AMR Pro (code 002). Aston Martin says 003 will borrow lots of technology from its forebears, including hybrid electric propulsion and carbon fiber-intensive construction. But there are some significant changes being baked into this third hypercar that will set it apart from the first two.

First up, Aston Martin will use a turbocharged engine in 003. Both versions of the Valkyrie used naturally aspirated 6.5-liter V12 powerplants co-developed with Cosworth. We don’t have any power specifications for the turbocharged hybrid drivetrain of 003 yet, but we know the Valkyrie’s V12 puts out as much as 1,130 horsepower from its gasoline-burning engine and electric motors. We can’t say for certain, but we wouldn’t bet against Aston pushing that figure further into the stratosphere with the turbo-enhanced unit that will power 003.

Aston Martin also promises “active aerodynamics” that provide “outstanding levels of downforce in a road-legal car” to go along with “active suspension systems.” Sounds like there’s a good chance double-oh-three could be more advanced than its older siblings. That said, Aston says its third mid-engine hypercar is being designed for use on the road in addition to the track, with “more practical concessions to road use, including space for luggage.” And all of that has our interest piqued.

Something conspicuously absent from Aston Martin’s latest hypercar announcement are any mentions of partnerships. Both Valkyrie models were designed with plenty of input from Red Bull Racing and its famous technical director, Adrian Newey. There’s also no mention of Mercedes-Benz or its AMG division, from which the British automaker sources its current lineup of V8 engines.

How much input will Red Bull have in 003? Will its turbocharged V8 be sourced from Mercedes-AMG? We’ll just have to wait and see. What we do know, though, is that the FIA’s Hypercar Concept racing series is sounding more interesting by the minute. And, if the sketch above is at all indicative of 003’s actual production design, this third hypercar will be quite a bit different from the first two.

Project 003 is expected to hit the road late in 2021. Global production will be capped at 500 units. Pricing, naturally, is not yet known, but if you have to ask, well, you know the rest.

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