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Aston Martin Valkyrie officially makes 1,160 horsepower

The Aston Martin Valkyrie hypercar will have a total system output of 1,160 horsepower and 664 pound-feet of torque. We knew the raw figure from the naturally aspirated V12 engine was 1,000 horsepower, but a few details on the KERS-style hybrid assistance system were released today. In doing the math, this means the single electric motor mounted in the gearbox is responsible for adding 160 horsepower and 207 pound-feet of torque to the equation.

Aston says the electric motor and battery pack were developed with the help of Integral Powertrain Ltd and Rimac as suppliers and partners. We all know Rimac for its ridiculous electric supercars it has made, so it looks to be a smart partnership for now. Peak combined power is made at a dizzying 10,500 rpm, with peak torque coming in at a still-high 6,000 rpm. If you missed out on the engine breakdown from this past December, then know the 6.5-liter V12 will keep spinning until 11,100 rpm. We’re guessing this race-car-like number drops your jaws, just as it does ours. Cosworth and Aston Martin teamed up to create this beauty of an engine — sound clips of it running make us think we’re listening to historical Formula 1 footage; it’s that good.

This news comes ahead of the 2019 Geneva Motor Show next week, which could prove itself a launching pad for even more information to be learned about the Aston Martin hypercar. At this point we know there will be an even more exclusive AMR Pro track-only variant and a track pack option for the “normal” Valkyrie, which isn’t all that normal itself. It’s expected to weigh a light 2,200 pounds and have an unrestricted top speed of 254 mph. Aston appears to be continuing development on the car, so don’t consider those final quite yet.

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Ferrari F8 Tributo brings the best of the 488 Pista to the masses

This is the Ferrari deemed worthy of replacing the 488 GTB, called the F8 Tributo. Let’s start with the red meat: 3.9-liter twin-turbo V8 producing 710 horsepower and 568 pound-feet of torque. Those numbers sound familiar? They’re the same as we got from the special edition 488 Pista, and they outdo the 488 GTB by 49 hp and seven pound-feet. The F8 Tributo warps itself to 62 miles per hour in a Pista-matching 2.9 seconds, takes two tenths longer to reach 124 mph at 7.8 seconds, but runs all the way to the same 211-mph top speed.

What’s more, the F8 Tributo weighs 2,932 pounds dry when graced with all of the lightweight options. That’s 111 pounds more than the Pista, but an 88-pound diet compared to the 488 GTB.

Rear-slanted radiators frame an evolution of the Pista’s S-Duct to redefine the front end. Ferrari said the under-over airflow trick delivers a 15-percent increase in downforce compared to the retiring 488. Redesigned headlights take a horizontal stance, making room for brake cooling ducts that obviated needing to fit larger brakes.

The Lexan engine cover and its three subtle louvers hearken to the F40, and the quad taillights hearken to Gran Turismo Berlinetta Ferraris of yore. The enlarged spoiler hunkers over that light cluster in 812 Superfast fashion, above a rear fascia that incorporates curved mesh grilles. Ferrari says the overall look is “the bridge to a new design language.” As a side benefit, it confers a 10 percent improvement in aero efficiency compared to the 488.

Ferrari’s updated its Side Slip Angle Control (SSAC), and made the revised Ferrari Dynamic Enhancer (FDE) available in Race mode “to make performance on limit easier to reach and control for greater number of drivers.” SSAC allows for more drifty attitudes, the FDE adds automatic braking inputs to reduce the need for sudden countersteering. Formerly, FDE was only available with the steering wheel manettino control in the CT Off position.

The cabin’s been overhauled, starting with a smaller steering wheel dotted with a couple of additional buttons for hands-free phone operation. The former oblong vents give way to round ones, there’s a new digital interface for the driver and 8.25-inch touchscreen for the passenger, and new door cards. We will be taking a much closer look at all of it come Geneva.

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2020 Lamborghini Huracan Evo Spyder debuts ahead of Geneva Motor Show

Lamborghini hasn’t wasted any time in showing us the drop-top version of the updated Huracan, set to be called the Huracan Evo Spyder. It takes all the goodness of the recently revealed Huracan Evo, but loses the roof. Surprised? Yeah, neither are we. This supercar will be shown at the 2019 Geneva Motor Show, but Lamborghini has given us photos and a bunch of the details today.

We drove the 2020 Huracan Evo around the F1 circuit in Bahrain last month, and are happy to report that it’s still every bit the brutally quick and incredible Lamborghini that it replaces. With the roof down, you’ll be able to hear that screaming 5.2-liter V10 a little better, though. The Spyder has the same 640 horsepower and 442 pound-feet of torque that the coupe has, but loses a couple tenths in the run to 62 mph, according to Lamborghini. No surprise – the Spyder is a significant 265 pounds heavier than the normal Huracan Evo, bringing it up to a hefty 3,400-pound dry curb weight. A coupe will get there in 2.9 seconds, but the Spyder is rated for 3.1 seconds. Such a shame (read: sarcasm). Top speed is unchanged from the coupe at 202 mph. Lamborghini doesn’t specify if that’s with the roof up or down, but it’s safe to assume up.

The soft top roof operates at the same speed as before, going up in 17 seconds at up to 31 mph. A rear window powers down behind you to enhanced enhanced exhaust sound, just like the previous Huracan Spyder.

You’ll get all the same performance features as the normal Huracan Evo, including the predictive-logic vehicle dynamics control system that anticipates the driver’s next move. There’s an enhanced version of the Lamborghini Piattaforma Inerziale accelerators and gyroscope sensors to monitor the car’s position at any moment in time. The Spyder’s looks adopt a lot of the elements from the normal Evo. A new front splitter, larger air intakes, and slotted spoiler help air flow better around and through the car. The same twin-exhaust coming out the rear bumper will play a wonderful note for the passengers with the top down.

As is always the case, the Spyder is more expensive than the hardtop. Base price is $287,400 for the Evo Spyder, and the first deliveries will be in spring of this year.

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The other Hispano-Suiza unveils Maguari HS1 GTC with 1,070-hp V10

Earlier this month, Hispano-Suiza Cars of Barcelona, Spain, teased an all-electric “hyperlux” GT called the Carmen. Now, Hispano-Suiza Automobile Manufaktur AG of Zug, Germany, has revealed a twin-turbo V10 supercar called the Maguari HS1 GTC. Both companies claim ownership of the historic carmaker’s name, and it appears each wants to bolster its case by getting a car to market first. The German concern might have made its job easier by using what is likely the Lamborghini Huracán‘s 5.2-liter V10, boosted to the tune of 1,070 horsepower.

We’re not clear how many helpers provide all the boost. The press release mentions twin turbos with electric compressors, as well as “the supercharger of the 100-year-old ancestor.” Nine years ago, the same German Hispano-Suiza showed the Maguari’s ancestor at the 2010 Geneva Motor Show, the name back then simply V10 Supercharged. That first effort used an Audi R8 engine with two superchargers to make 739 hp and 516 pound-feet of torque. Regardless, the latest engine looks to have been upgraded in the process, getting “special cylinder liners” and sodium-filled valves.

The mid-mounted engine sends all that power through a seven-speed sequential automatic gearbox to the rear wheels only. Thanks in part to a lightweight carbon fiber body, the run from standstill to 62 miles per hour takes 2.8 seconds. Top speed gets electronically capped at 236 miles per hour.

Designer Oliver Boulay‘s styling is even more captivating than the specs. Look closely at the grille that redefines the word “gaping,” and you’ll spy a stork peeking from between two vertical strakes. That would be a shout-out to the original Hispano-Suiza, which decorated its cars with a gorgeous flying stork hood ornament. The name doubles down on the long-billed imagery, a maguari being a South American stork. The rear has plenty of attitude about it, but we can’t help the feeling that it looks like a Chrysler Crossfire joined The Avengers. We don’t mean that in a bad way. And someone put the climate vents where the exhaust pipes go.

Since the original Hispano-Suiza closed shop in 1968, none of the reborn concepts have made it to production. The company says the Maguari HS1 GTC “is in the last testing phase,” and promised a springtime launch at a price of 2.2 million euros, or $2.5 million U.S. That leaves us with two storks simultaneously vying to deliver two babies, but the chimney’s probably only large enough for one. We’ll get a better take on the odds come Geneva.

Ruf bringing production CTR Yellow Bird Anniversary and Ruf GT to Geneva

In 1984, a tiny German car company from Pfaffenhausen beat every legendary go-fast carmaker at Road & Track‘s World’s Fastest Car competition. The Ruf BTR took the silverware with a 186-mph trap speed. Three years later, Ruf conquered an exotic-car Legion of Doom at next gathering for the same competition, with racing great Phil Hill taking the Ruf CTR Yellow Bird to 211 mph. The CTR beat the next-fastest car by 10 miles per hour. This year’s Geneva Motor Show will welcome the production version of the CTR Yellow Bird Anniversary, limited to 30 units.

Ruf showed off a prototype version of the anniversary model at the 2017 Geneva show. The transfer to production didn’t change any of the significant specs. Carbon fiber bodywork sits over a carbon tub and lightweight steel front crash structure. Whereas the original Yellow Bird worked a 3.4-liter twin-turbo flat-six to the tune of 470 horsepower, the celebratory version gets a 3.6-liter twin-turbo flat-six producing 700 hp and 649 pound-feet of torque. Snappy drivers can get to 62 mph in 3.4 seconds, on their way to the 225-mph top speed. Dry weight’s said to be 2,640 pounds.

Ruf will also bring its GT model, based on the 991-series 911. Powered by a 3.0-liter flat-six rated at 515 hp and 476 lb-ft, shifting through a seven-speed dual-clutch helps achieve the same 3.4-second dash to 62 mph as in the Yellow Bird. Top speed is 199 mph, though. Weight comes in at 3,197 pounds — a few hundred lighter than a 992-series 911 — the ducktail spoiler holding that lighter rear end down.

Among the other milestones the carmaker’s celebrating this year, perhaps the most important: 80 years ago, Alois Ruf Sr. opened a vehicle repair shop, most likely unaware of the global footprints his firm would leave. We expect plenty of beauty and stories on the company’s Geneva show stand next month.

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Hennessey gives 2019 McLaren 600LT up to 1,000 horsepower

Last summer, McLaren launched the 600LT as a a vehicle for people that a bit more performance than what’s offered by the 570 line. It’s significantly lighter, and has a few more horsepower. But if that’s still not enough, Hennessey Performance is offering a range of upgrade packages ranging from 708 to a whopping 1,001 horsepower.

Each package is basically the same as those available for the 570 models, but with 600LT adaptations, such as having the exhaust exit through the top of the engine cover. The HPE 700 package adds high-flow air filters, an ECU tune and stainless exhaust to hit 708 horsepower and 635 pound-feet of torque. The HPE 800 package adds a more potent turbo and upgraded intercooler system to hit 805 horsepower and 722 pound-feet of torque.

The HPE 1000 package is the most extreme, and swaps the single factory turbo for twin turbochargers and an aftermarket Motec ECU. It also features stainless exhaust manifolds and an unspecified transmission upgrade. Output is 1,001 horsepower and 865 pound-feet of torque. The company says this version should hit 60 mph in 2.1 seconds and complete the quarter-mile in 9.6 seconds.

The various packages will be available soon. The HPE 700 package is the cheapest at $17,950, followed by the HPE 800 at $34,950. The HPE 1000 package tops the charts at $99,500. Naturally, all of these prices are for the parts and installation only, and you’ll still have to supply the car.

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110 ans Bugatti Chiron is a red, white and blue anniversary special

Few cars on the planet are as exclusive at the Bugatti Chiron. The multi-million-dollar price tag is part of it, but there’s also the simple fact that so few are made. The French automaker, currently owned by Volkswagen, was founded 110 years ago by Ettore Bugatti. To celebrate both the company’s anniversary and its French heritage, Bugatti revealed a limited-edition version of last year’s Chiron Sport, a more capable version of the Veyron’s successor.

The Chiron Sport simply refined an already bonkers model, cutting weight thanks to lightweight wheels, thinner glass and even more carbon fiber. The suspension and steering were re-tuned, too, though the 1,479-horsepower quad-turbocharged W16 engine was left untouched. The 110 ans Bugatti doesn’t add any more performance, though it doesn’t really need it anyway. For those discerning customers that want a Bugatti that corners, look no further than the Divo.

110 ans Bugatti Chiron

The 110 ans Bugatti will be limited to just 20 examples. Though Bugatti doesn’t mention it, all are likely spoken for. The car looks so French it’s liable to play “La Marseillaise” every single time you open the door. The entire exterior has been painted a deep matte blue. The brake calipers are a brighter shade, reminiscent of French racing blue. The brightest and arguably best exterior touches are the French flag’s red, white and blue tricolor bars on the mirrors, fuel door and rear wing. The latter is only visible when the movable wing is in it’s up position.

The leather interior is done up in the same shade as the exterior. Deep blue leather covers nearly every surface, though the seats and seatbelts are done in the same blue as the brake calipers. The seats themselves feature a tricolor stripe along the center, split in the headrest by a “110 ans Bugatti” logo. The steering wheel, too, gets a French flag in the top center of the rim.

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Porsche Carrera GT recommissioned by Porsche and made new again

There’s no better restoration shop than the people who originally built the car, chiefly when those people happen to be Porsche. One lucky Carrera GT owner decided to have their car recommissioned and rebuilt by Porsche Classic, and now we get to see the results.

Porsche Classic is Porsche’s in-house restoration team. They take care of Porsches from any generation, whether they be relatively new like this Carrera GT, or as old as a 356. This particular car was entirely disassembled into individual parts for the restoration project. All those parts were examined and either refurbished or replaced if they weren’t up to the team’s standards. We’re especially jealous of the rebuilt 5.7-liter V10 engine and six-speed manual transmission the owner gets to enjoy now. Supercars with 604 horsepower and 435 pound-feet of torque just don’t get three pedals anymore.

The most extraordinary part of the project has to be the extreme detail work in the car’s appearance. It’s now painted in Oak Green Metallic, a Porsche color that made its debut in the 1970s. Porsche used magnesium wheels for the Carrera GT, but this set was made even more special. The owner wanted gold spokes and a polished rim. Engineers warned that polishing the magnesium rim could structurally alter the magnesium, making it weaker. The solution? Lay in silver, then paint a coat of clear on top to prevent oxidation but keep the simulated chrome appearance.

Since the entire car was taken apart, Porsche was able to manually sand and re-coat every last bit of carbon fiber on the car. They even refinished the car’s carbon monocoque. In case you were thinking this was overkill, carbon fiber does have a tendency to fade over time.

We’re huge fans of the carbon fiber bucket seats covered in houndstooth fabric and a maroon-colored leather. Green, gold and maroon accents are sprinkled about the interior in an agreeable fashion, as well. Porsche doesn’t detail how much it costs for something like this to be done, but we can assume it’s astronomical for a car like the Carrera GT.

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Koenigsegg super cars team with Saab successor NEVS to go electric

STOCKHOLM — The Chinese-backed company born from the remnants of bankrupt Swedish automaker Saab is investing 150 million euros ($171 million) in a venture with Swedish super car brand Koenigsegg, in a move that could see them develop new electric models.

National Electric Vehicle Sweden AB (NEVS), in which China’s Evergrande Health recently became the majority investor, said it would take a 65 percent stake in a new joint venture to “develop a product for new and untapped segments.”

Koenigsegg will hold the rest, and contribute intellectual property, technology licenses and product design.

The deal deepens China’s exposure to Swedish automakers, with Geely owning Volvo Cars and the largest investor in truckmaker AB Volvo, and another Chinese investor having created NEVS in 2012 after buying the core assets and IP rights of Saab Automobile following its demise.

NEVS, which owns production bases in Trollhättan in Sweden and Tianjin in China and plans another in Shanghai, has been trying to establish itself as a pure electric automaker, but has yet to produce a car.

Evergrande Health’s $930 million cash infusion into NEVS, announced this month, was seen as a second lifeline, giving it funds to develop costly electric vehicles and access to new auto technologies, where Evergrande is expanding.

The Chinese firm is a unit of property developer China Evergrande Group and is a former investor in U.S. electric vehicle developer Faraday Future.

Tuesday’s deal will give NEVS a 20 percent stake in Koenigsegg and could potentially pave the way for it to begin delivering products to the market, with its loose partnership with Didi Chuxing, China’s Uber, yet to yield anything concrete.

“Koenigsegg is an enticing company developing advanced cars with unique technology and with a customer base that is one of a kind. … We have both competencies and facilities to support Koenigsegg on their journey forward,” NEVS Chairman Kai Johan Jiang said.

Koenigsegg, backed by U.S. and Norwegian investors, sought to buy Saab after its 2011 collapse but the deal never materialized. While the luxury brand has built a plug-in hybrid, it has yet to develop a fully electric vehicle.

Tesla’s sales success in recent years has shown that a market for luxury electric cars exists, pushing traditional carmakers including Volkswagen’s Audi and Porsche, and Tata Motors’ Jaguar to develop their own versions.

In the ultra-luxury sports car category where Koenigsegg operates, however, Ferrari has said it may introduce an electric version after 2022, while Volkswagen’s Lamborghini has expressed willingness to explore the area.

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Ford and Mecum settle Ford GT auction lawsuit out of court

Last year, John Cena selling his Ford GT and the subsequent lawsuit became dominant news about the supercar, but it wasn’t the only GT exchange to become litigious. Mecum Auctions consigned a 2017 Ford GT, number 48 of the production run, for its May auction in Indianapolis, and according to Fox News, Ford first tried to institute a restraining order on the sale, but the local court ruled in favor of Mecum. The car sold for $1.8 million, and Ford sued. The same car even went for auction again at Mecum’s Monterey auction that year, but didn’t sell, even with the high bid of $1.6 million. After all this, the lawsuit between the two companies has been settled out of court.

Ford announced the settlement that notes an undisclosed amount of money coming from Mecum Auctions. That money will be donated to the Ford Motor Company Fund, which provides money to various community organizations with a focus on education, safety and community services. In addition, Mecum Auctions agreed to not consign any Ford GTs from original owners that are still under the two-year restriction on resale. The company will also contact Ford for permission before offering Ford GTs from non-original owners that have cars still within the two-year restriction. Both companies also ask original owners to abide by the two-year sale policy.

With this lawsuit settled, we realized that the Cena Ford GT alone was sold a few times in the span of a year, and we were curious if there are any other suits pending. A Ford representative confirmed that there are some additional lawsuits, and the company is “confident we can enforce the ownership agreements.” As the lawsuits are current, he couldn’t give us any further information. We also reached out to Mecum Auctions for a statement, but did not receive one by the time we published.

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Bugatti says an emphatic ‘no’ to SUVs

Last we heard from Bugatti President, Stephen Winkelmann, the French supercar company had plans for a Bugatti SUV in the future. Today Winkelmann is dashing any such notion emphatically. In a report issued by the company discussing its 2018 performance, Winkelmann declared, “There will be no SUV from Bugatti. An SUV would not do justice to the brand or its history.”

That sounds pretty clear cut and definitive to us, so consider Bugatti the second supercar manufacturer to disavow the high-riding body style. McLaren is the only other dog in this fight opposing the proliferation of crossovers and SUVs — and for that we salute you, McLaren. The Lamborghini Urus is out and about, and Ferrari’s version of an SUV is hot on its heels. Now that the Bentley Bentayga and Rolls-Royce Cullinan exist, they can cater to the luxury crowd, too.

We can be glad Bugatti isn’t going down the same path as all these other companies. However, Winkelmann didn’t rule out any kind of a luxury sedan body style for a future vehicle. The brand has firmly cemented itself in the performance arena with the Veyron, Chiron and more recent Divo variant, but these cars are still only produced in extremely small quantities. For reference, Bugatti says it produced all of 76 Chirons in 2018. A total of 500 are planned through 2021. This appears to be fine for now, as Bugatti hasn’t hinted that is is trying to expand.

Bugatti happens to be celebrating its 110th anniversary in 2019, and it promises a few surprises in the form of “the presentation of further models.” Bugatti has a tendency to come out with even faster versions of cars some years after debuting a car that’s ridiculously fast already, so we could be looking at further derivations of the Chiron. That said, we can always hope for even more models and be content knowing that none of them will be a utility vehicle.

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Brabham to make BT62 supercar road-legal

When Brabham Automotive showed its BT62 supercar last spring, it was announced to be track-day only — in other words, not designed to be road legal. The BT62 was first aimed at customers with a trailer and the means to enjoy the supercar’s potential outside of regular traffic. However, the company has now confirmed a conversion package to make the BT62 fit for the road.

As David Brabham stated: “We designed the BT62 to be an unrestricted, thoroughbred track car, and our extensive test program has revealed it to be all of those things. This isn’t a car designed for the road. With that said, it’s clear some customers are keen to have a road compliant option with their BT62, particularly to drive to and from the track. My father Jack was always customer focused, and we will continue with that ethos.”

The UK price for the “Road Compliance Conversion” option means a £150,000, or $190,000, increase in the BT62’s base price, which is $1.4 million. All European-market BT62 cars ordered with the package will be converted in the UK by Brabham Automotive, and the work includes an Individual vehicle approval test. But it’s not just paperwork and testing that’s worth £150K, as the road-legal BT62 cars will also receive a lift kit of sorts to raise the front and rear, altered steering, air conditioning, door locks, immobilizers and additional interior upholstery. All to make the track-day special a little more livable in the real world, and to make driving to the track perfectly legal.

While £150K would buy a perfectly agreeable “real world” car to supplement a spartan, trailered BT62, we don’t think that’s likely to be a concern for Brabham’s clientele. The company says the modifications are meant to pose a minimal compromise to the car’s abilities, and while the curb weight is slightly increased, engine output will remain the same at 700 horsepower.

Brabham expects to have the first road-legal BT62 readied and delivered by summer. Currently, the conversion work is offered with European customers in mind, but the company is said to be working with authorities elsewhere as well.

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McLaren shows off personalization options for the Speedtail

The entire McLaren Speedtail production run has been spoken for, and McLaren wants to make sure no two Speedtails are exactly the same. A wide range of personalization options is offered to the 106 clients that have put down a deposit for the upcoming “Hyper-GT,” and McLaren has now disclosed how it plans to make the cars unique. The 250-mph 1050-horsepower gasoline-hybrid cars will be available from early 2020 on, so there’s a year’s time to configure them according to one’s taste. The supercar maker has recently showed off some of its special editions, and the Speedtail configuration options follow in the same exquisite vein.

First of all, there are three style collections, which themselves have been divided into different themes depending of the customer’s needs. The main collections are called Urbane, Visionary and Dynamic: the first of them is a subdued and sophisticated setting, the second a more striking and vibrant one, and the third a more futuristic one. The Urbane trim level includes the Stratosphere theme that shows off the car in “gloss 1k visual carbon fiber,” the highlights of which are accentuated by a “contour pack” and anodized aluminum brightwork.

The Visionary trim’s Astral theme mainly features navy blue in various ways, contrasting with the car’s silver-striped orange bodywork, again complete with glossy carbon fiber but now with white gold. As for the Dynamic collection, it can be tied in with the Bloodline theme, which combines a red car with a red driver seat but with aniline passenger seats, highlighting the central throne.

There are countless ways to option the 106 cars’ surfaces and features, especially when McLaren’s MSO division is added to the table. McLaren also reminds that there are options such as electro-chromatic window tints that function as sun visors, or that one can add more carbon or white gold if desired.

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McLaren P1 GTR Senna tribute car built by MSO as the ultimate P1

McLaren just finished what looks to be one of its most incredible MSO (McLaren Special Operations) projects ever with a P1 GTR. As is obvious in the photos, this P1 GTR is meant to celebrate the McLaren MP4/4 F1 car Ayrton Senna raced to complete dominance in the 1988 championship season.

There is no shortage of Senna projects going on over at McLaren, clearly. This car has been in the works for three years running, along with McLaren’s actual car, the Senna. Don’t be confused, however, this is a one-off P1 GTR that a McLaren collector/Ayrton fan commissioned to be built. The livery isn’t the only thing that sets it apart from other P1 GTRs either. McLaren says this car has a unique engine specification. Its heat shield is made out of 24 carat gold; the rear cover is made out of Lexan (type of plastic) and it has modified engine bay shrouds. We’re not told how much more power it makes, but apparently it’s more than the 986 horses in your standard P1 GTR.

This Senna fan managed to wrangle the McLaren engineers into designing him a bespoke aero package for the car too. It has new front dive planes, a wider front splitter, Gurney flap, new barge boards and bigger endplates on the rear wing. Even more downforce is generated by inboard secondary wing elements. A “normal” P1 GTR produces 1,433 pounds of downforce, but this car brings that up to a whopping 1,763 pounds. Yeah, it’s going to stick just fine.

The design and customization on this car is pretty next-level. McLaren Rocket red and Anniversary white are the same color codes used on the F1 car. Both doors have the Marlboro barcode that was used in lieu of Marlboro script when regulations changed to bar that sort of advertising. Senna branding is all over the thing, everywhere you look. The seats are actually the same ones McLaren used in the Senna (actual car) itself. Yeah, there’s a whole lot of Senna going on here.

With the unbelievable attention to detail and expense that went into this car, we wonder what the owner’s plans are for it. Will it live at the track (we hope) as the extra power and aero suggests? Or is this something to be put away in a collection because it’s just too freaking special? Call it a good problem to have. This thing is awesome.

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McLaren displays six bespoke 570S models with historic themes

McLaren Beverly Hills has commissioned a special collection of 570S models, both in Coupe and Spider configuration, to commemorate McLaren’s racing history. The collection, named Racing Through the Ages, features six cars done up in three themes: Muriwai, Papaya Spark and Sarthe Grey, all neatly tying in with specific periods in McLaren racing, and all with the GT4 racing stripe decorating the exteriors.

The first of the car themes, Muriwai, stands for Muriwai Beach in New Zealand, the place where Bruce McLaren first took part in a race at the age of 15. McLaren also built a house with the same name in Woking, and the color theme is similarly bluish white, with the car wearing MSO Defined Muriwai White paint and a McLaren orange “Speedy Kiwi” logo.

The second, Papaya Spark, is done in a color reminiscent of McLaren’s 1960s-1970s racing livery, from the time McLaren claimed Can-Am, Indy 500 and Formula One wins. The car’s fixed rear wing is painted Burton Blue, in the style of the original racers.

As for the third one, Sarthe Grey, it’s easy to guess the Le Mans reference: these cars commemorate McLaren’s 1995 win with F1 GTR cars claiming first, third, fourth, fifth and thirteenth place. The hue of the two Sarthe Grey cars here imitates the paint color on the winning F1 GTR, and the rear wing reads “24 HEURES DU MANS – WINNERS 1995”.

Each of the six cars wears a numbered plate with the text “1 of 6 – Racing Through the Ages”, and the interiors – right down to ignition keys – are matched to the respective theme. “It’s exciting for us at MSO any time we are able to merge McLaren’s racing heritage with current McLaren Automotive road cars,” said Ansar Ali, the Managing Director of McLaren Special Operations.

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Aston Martin Valkyrie set to make 1,000 horsepower, rev to 11,100 rpm

Aston Martin is working with Cosworth to develop the Valkyrie engine, an engine (we now know) unlike that found in any other production car. Today it has shared some of the specifics. The naturally aspirated 6.5-liter V12 will make 1,000 horsepower and rev up to 11,100 rpm. We did the math, that’s 153.8 horsepower per liter in a non-boosted car. Cue the jaws dropping to the floor. The first thought here goes to what this thing will sound like. Aston has us covered there with a video it tweeted out this morning, which you can play below.

We got a sneak preview awhile back of the sound, and this just confirms how awesome it’s going to be. The noises bring us back to a time when F1 engines actually sounded good. Peak power is made at an astounding 10,500 rpm, so you’ll want to rev it all the way up to the top before shifting. Torque is predictably much lower — it makes 546 pound-feet at 7,000 rpm, when most engines are either done or running out of steam. Numbers for the Valkyrie’s hybrid system are still unavailable, so we’ll have to wait to find out the combined output.

The large V12 weighs 454 pounds, and Aston says it’s a fully stressed element of the chassis — removing the engine would literally split the car in two. Titanium connecting rods, F1-spec pistons and a billet-machined crankshaft that takes six months to produce are but a few highlights of the Cosworth engine. Aston Martin says the crankshaft is 50 percent lighter than the One-77’s V12 rotating assembly.

Thankfully, we’ve been provided with a gallery of engine photos to drool over. Making such a ridiculous and powerful engine emissions-compliant enough for a road car is something every car enthusiast can appreciate. Naturally aspirated V12s are arguably one of the most satisfying engine configurations to have been put forth on this earth. One that revs to 11,100 rpm sounds like it could crack anybody’s list of greatest road car engines ever. Aston Martin sounds hyped about it, and we don’t blame them. This car, and this engine, are going to be monsters.

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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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McLaren 720S Spider debuts with new roof, colors, glass flying buttresses

McLaren Automotive’s special gift to attendees at the company’s Winter Ball was the reveal of the 720S Spider. Coming about 18 months after the launch of the 720S Coupe, McLaren has made a few specific changes compared to the hardtop, like frameless doors and new rear spoiler programming, along with wide improvements over the last Super Series roadster, the 650S Spider.

The carbon Monocage II tub in the fixed-roof 720S becomes the Monocage II-S in the Spider. Even though the tub discards the overhead spine, new carbon supports at the tub’s rear return the lost rigidity. The 650S used steel supports fitted into its Monocage; switching to carbon means saving 15 pounds in the rollover protection structure compared to the predecessor car. The Monocage II-S needs no extra strengthening elsewhere, keeping the slim A-pillars and header rail of the 720S.

A new hardtop mechanism operates the standard all-carbon-fiber roof. Electrically instead of hydraulically actuated, the mechanism is another source of weight loss and performance gain. The motors raise and lower the roof in 11 seconds, at speeds up to 31 miles per hour. The operation happens six seconds faster than on the 650S Spider, at a top speed 13 mph higher.

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The rear end’s carbon fiber deck has been redesigned to stow the roof, leaving a two-square-foot cubby underneath for luggage when the roof is up. To maximize visibility to the rear-three-quarter, McLaren made the buttresses extending from the roll hoops to the fenders out of glazed glass. Customers wanting more visibility skyward can order an electrochromic glass roof that tints or goes all clear with a button push. Kitted out so, the glass top tints automatically when the car’s turned off, then returns to its last setting upon restart.

The M840T 4.0-liter twin-turbo V8 possesses familiar gumption here, being 710 horsepower and 568 pound-feet of torque. McLaren redrew the underfloor aero and tuned the rear spoiler to manage the Spider’s unique airflow. Because the 720S Spider puts on just 108 pounds more than the coupe, performance varies by only a tenth of a second in some cases. The 0-60 dash transpires in 2.8 seconds, the top speed clocks in at 212 mph, both the same as the coupe. Gunning on to 124 mph takes 7.9 seconds, the quarter-mile needs 10.4 seconds, both times a tenth more than the coupe. Lowering the roof panel shaves ten mph from terminal velocity.

The carmaker crows that the 720S Spider’s 2,937-pound dry weight makes the vehicle 194 pounds lighter than the “dry weight of its closest competitor,” with a certain Maranello offering filling in that blank.

Available in standard, Performance, and Luxury trims, Belize Blue and Aztec Gold join the color range, as does the Heritage hue Supernova Silver, which first appeared on the MP4-12C. The 20-inch, 10-spoke lightweight wheels also debut.

The configuration and order pages are open now, deliveries start in March 2019. If you want to join the 720S Spider’s topless party, you’ll need $315,000 to get in the door, about $26,000 more than the coupe.

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Nissan GT-R50 by Italdesign production version shown, will cost over $1 million

The final design for a production Nissan GT-R50 by Italdesign is done, and Nissan has officially opened the order books for the limited-run vehicle. Thankfully, the production version is just as stunning as the prototype because Nissan didn’t change much of anything.

This blue/gold color combination shown here is but an example of what a customer could special order for the 50th anniversary GT-R — you can have whatever you want. Interior colors and packages will be completely customizable as well. The base price for the GT-R50 is $1,126,799 converted from Euros — and that’s before you add any options. That number is over $100,000 more than the first estimate Nissan gave us back in July of this year. We don’t imagine that price increase will bother any of the über-rich who plan to buy one of these anyway.

Nissan didn’t specify any change in performance from what it revealed to us at its debut. The car is essentially a GT-R Nismo with all the bodywork done by Italdesign. The 3.8-liter V6 gets the larger turbos from Nissan’s GT3-class race car, beefier internals, more aggressive cams and larger intercoolers. All this allows it to make an extra 110 horsepower and 94 pound-feet of torque over your run-of-the-mill GT-R Nismo.

Stronger differentials and axles are fitted to better handle hard launches. Bigger six-piston Brembo brake calipers up front and four-piston clampers in the rear bring it all to a stop, while active Bilstein dampers soak up the bumps.

If you want to get your hands on one of these, it’s not going to be easy. There are only 50 set for world production, and we can be sure that a fair amount will end up in Asia and Europe. Now’s your chance to buy a Nissan for over $1 million.

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Koenigsegg creates a lighter, special Regera with hand-polished bare carbon fiber

Though Koenigsegg sold its last Regera last year, that doesn’t mean all the cars it has sold have been built yet. And Koenigsegg clearly still has some surprises up its sleeves for the cars yet to come. Take this latest Regera, for example. It may look at first like a normal Regera with carbon fiber under a clear epoxy, but in reality, you’re looking at truly bare carbon fiber panels. Koenigsegg calls it “Koenigsegg Naked Carbon” or KNC for short.

The process for creating these panels is laborious. After making the panels in the normal fashion with epoxy and an autoclave, each panel has to have the exterior side sanded and polished down by hand right up to the carbon fiber weave. The company notes that employees have to be especially careful toward the end of the process so as not to damage the carbon fibers in the weave, and thus ruin the whole panel.

The result of all that work is a very unique finish. You can see and feel the texture of the carbon weave. Koenigsegg says that it even feels much colder to the touch without the epoxy covering it up. The company also claims it’s less likely to scratch and chip, since the carbon fiber is stronger than the epoxy. That may be the case, but we would still be worried about some sort of object hitting the weave and fraying some of the fibers at some point. Temperature and weather shouldn’t be a problem, though, since Koenigsegg left panels outside for a few years before deciding to do a whole car exterior in the finish.

The KNC material has benefits beyond aesthetics, though. Koenigsegg says that the completed car weighs 44 pounds less than one that was given a full paint job. It’s remarkable that all the epoxy and paint could add that much.

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