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Porsche x LA Auto Show: Porsche 718 Cayman GT4 RS Specs Revealed

Late last month, we brought you coverage of Porsche’s confirmation that there would be a GT4 RS model after all. Not a whole lot was known at that time, though what was presented to us was more than sufficient in painting the picture of just how great of a car it was shaping up to be. The most noteworthy fact was that it set a blistering lap time of 7:04.511 at the Nürburgring Nordschleife. This is some 23.6 seconds quicker than the 718 Cayman GT4, suggesting that virtually no part of the car was spared the ‘RS’ treatment.

Now we know a lot more about the ‘how’ and the ‘why’, and Porsche has decided to provide those details to us as part of their participation in the 2021 LA Auto Show, alongside their unveiling of the new Taycan GTS models and the Panamera Platinum Edition. At the forefront of this is the GT4 RS’ engine. It was public knowledge that the powerplant would be a 4.0L naturally-aspirated flat-6 unit, likely a derivative (read: detuned version) of those used in current 992 GT3 and GT3 Touring. Porsche have certainly fulfilled these parameters. You can view a recording of the livestream event, below:

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What was much less expected or known, was how the confirmed power figures would tally up. There were some suggestions that based on the Nürburgring lap time, as much as 500 hp would be on tap for the 718 Cayman GT4 RS. At the time, that still felt a bit farfetched for a number of reasons, the most notable of that being it would mean the new range-topping 718 would be infringing too deep into 911 GT-level territory. However, that prediction has essentially come good, with the GT4 RS producing 493 hp (500 PS)—the same as a 991.1 GT3 RS.

It revs to 9,000 rpm and makes a bit less torque—331 lb-ft vs 346 lb-ft in the 992 GT3—which Porsche says is the result of a more complicated exhaust design, but that’s not likely to matter in the grand scheme of things. After all, the platform known best for its extraordinary balance and superb handling dynamics, is still good from a blistering 0-60 mph time of 3.2 seconds in its new RS-guise. That’s plenty quick. As we correctly predicted, the GT4 RS comes exclusively with a 7-speed PDK transmission, which further highlights the car’s race-bred intentions and stays true to the (modern) ‘GTx RS’ mantra.

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According to Dr. Frank Walliser—Vice President of 911 and 718 Product Lines—the GT4 RS will tip the scales at 3,120 lbs, making it around 49 lbs lighter than a similarly-equipped 718 GT4 with PDK. Much of the weight savings are the result of a healthy carbon fiber diet, with the front fenders, bonnet, door panels and other fixings now made from the good stuff. It will also sit 30 millimeters lower than a regular Cayman and now comes standard with a ball joint suspension system, replacing the rubber bushings used in previous models. The dampers, springs and sway bars have also been revised for more hardcore applications. All of these will afford the RS superior handling precision and a heightened connection with the tarmac.

At a glance, the biggest differences between the GT4 RS and the other models are ones that are visually telling, with the swan-neck rear wing being the most eye catching of its features. The rest of the body gets the typical RS workout, with streamlined underbody panels, a more aggressive (and adjustable) front splitter, a larger rear diffuser, side blades and huge air intakes, all forming part of this new equation. These of course, are all completely functional changes as well, with the GT4 RS able to produce up to 25% more downforce than the GT4, while also improving engine and brake cooling.

The new Porsche 718 Cayman GT4 RS is also responsible for a few important ‘firsts’ in the history of the Cayman. Besides being the platform’s inaugural RS representative, it’ll also be the first time the Weissach Package is offered for the model, following the trend made popular by the most recent GT3 RS and GT2 RS. The Weissach Package for the GT4 RS will use the same formula which incorporates exposed carbon fiber exterior panels, titanium exhaust tips, magnesium wheels and a roll cage (in jurisdictions where it’s legal to have one from the factory). Center-lock wheels are also a debutant feature on the Cayman, via the RS.

Compared to other trims, there isn’t a significant list of other notable options to pick from—notwithstanding front-axle lift, and a unique Porsche Design watch—because the RS already comes comprehensively equipped, as anyone buying a car with the badge should expect. I was also pretty bang on with my prediction in terms of pricing, with the base MSRP of the Porsche 718 Cayman GT4 RS sitting at $141,700 USD. Waiting lists are already looking long, relative to the number of allocations being given, so you should get your name in the hat now, if you’re interested in picking up Porsche’s latest—and arguably, their most impressive—RS model.

November 17, 2021 / Comments Off

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Porsche x LA Auto Show: Porsche Taycan GTS Models Unveiled

As part of their LA Auto Show appearance, Porsche has just unveiled their new Taycan GTS models. Available for both the sedan and new Cross Turismo body-styles, the GTS—as has been the tradition with other Porsche models—slots into the Taycan range between the 4S and Turbo trims. This also marks the first time that the venerable GTS badge will feature on an all-electric car.

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Much like its GTS predecessors, this places the new model in that “sweet spot” within the existing roster. What this translates to for the Taycan GTS, is a model that continues to provide an exemplary performance package without the need to opt for the Turbo models, the latter of which tend to come with an excess of features (and with them, a higher price) that the typically-pragmatic GTS owner would rather forgo.

Just a cursory glance at the specs and features immediately suggest that the Taycan GTS also strikes that perfect balance of power and handling, making it not only the better choice as an everyday car, but arguably for the race track too. Both the Taycan GTS and Taycan GTS Cross Turismo come standard with the 93.4 kWh battery and carry over the 800-volt architecture. They also retain the same dual motor all-wheel drive configuration and produce 590 hp, compared to 426 hp and 670 hp in the 4S and Turbo respectively. This makes the GTS models good for 0-60 mph in 3.5 seconds.

Porsche also states that the GTS models incorporate the suspension setup from range-topping Taycan Turbo S, though they’ve also done further tuning and tweaking in order to optimize the geometry for the models and their intended audience. This should make it the most spirted trim in the lineup in terms of driving dynamics, road feel and responsiveness, making for a Taycan that is more driver-focused and fun to drive than any other model in the roster.

The Taycan GTS models also distinguish themselves visually, with the latest trim coming standard with the SportDesign exterior package along with special GTS logos. The side skirts, rear diffuser and window trim are also painted in high-gloss black as standard. The Cross Turismo GTS also differs from other CT models by having its rear spoiler painted to match the main body color, and most notably, there is an absence of plastic cladding over the wheel arches seen on all other trims.

Other distinctive standard features include larger front rotors (390 mm) than those on baseline 4S models (360 mm), and the GTS also has a unique Race-Tex interior that’s similar to what is seen in other GTS-badged Porsche cars. According to Porsche, the Electric Sport Sound is now “deeper and louder” from both inside and outside the car. Also standard fare are Adaptive Air Suspension, PASM, PTV Plus and Sport Chrono Package. Features such as PDCC, PCCB, 21″ wheels and rear-axle steering remain as options. Also exclusive to the GTS is the optional “GTS Interior Package” which includes deviated stitching, unique embroidery and matte carbon fiber finishes.

As for pricing, the GTS sedan starts at $131,400 USD while the GTS Cross Turismo has a base price of $133,300 USD. Porsche is taking orders right now, with deliveries scheduled to begin in the second-quarter of 2022.

Considering the total package, I believe that the Porsche Taycan GTS and Porsche Taycan GTS Cross Turismo models are the most impressive Taycan models to date. For most of us, this shouldn’t be surprising if even up for debate—after all, the GTS badge and the word “best”, have become somewhat synonymous over the past few years when it comes to Porsche cars. It’s definitely the one I would buy, if I had to do it all over again.

November 17, 2021 / Comments Off

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The Porsche Panamera Platinum Edition

At the Los Angeles Auto Show on November 17 Porsche will unveil their latest addition to the successful Panamera line up, the Platinum Edition, a top of the line spec available on either the Panamera (not in Europe), the Panamera 4, and even the Panamera 4 E-Hybrid, while only in Europe you can order this Platinum Edition also on the Sport Turismo models while the Chinese market includes the Porsche Panamera Executive models, which come with an extended wheelbase, first deliveries are foreseen for late January 2022, pricing in Germany start at €111,945 VAT included.

This special trim level combines the discretion of the Satin Gloss Platinum design features with a vast array of standard equipment that’s optionally available on the regular Porsche Panamera, and as usual with a ‘package deal’, the sum of all options would be a lot more expensive than the premium for this Platinum Edition option.

For starters, the Platinum Edition comes with the must-have option of adaptive air suspension with Porsche Active Suspension Management (PASM), but also includes automatic dimming exterior mirrors, LED matrix headlights with Porsche Dynamic Light System Plus (PDLS Plus), the large panoramic roof, and just in case, the Park Assist with reversing camera, If you opt for the E-Hybrid version an on-board AC charger with 7.2 kW charging power comes as standard too.

The Platinum-painted 21-inch Exclusive Design Sport wheels look amazing, and for that really intimidating look, Porsche fits black sports tailpipes and dark-tinted privacy glass while the side windows are trimmed high-gloss black, as a final statement the Exclusive Design taillights emphasize the Porsche Panamera’s dynamic elegance.

The Panamera Platinum Edition wouldn’t be complete without platinum painted details on the exterior, like the air vents behind the front wheels, same as the famous Porsche logo and Panamera model designation on the rear hatch, in case of the E-Hybrid, the logo on the side gets a platinum finish too, and if you’re not a fan of massive 21-inch wheels, the options list includes 20-inch Panamera Style wheels in Platinum too.

Opening the door will bring you into the lap of luxury, with the GT sports steering wheel complete with Power Steering Plus, Lane Change Assist, but the Platinum Edition also offers soft-close doors with Comfort Entry, 14-way electrically adjustable comfort front seats with memory package, heated rear seats, the magnificent sounding BOSE® Surround Sound system. Furthermore, the brushed aluminum interior package in black and naturally the Porsche crest on the headrests had to be included in this package too, and just as a final touch of class, all Platinum Edition will come with an analogue clock in the dashboard as standard.

November 15, 2021 / Comments Off

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

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

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

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

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

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

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

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

My Thoughts:

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

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

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

November 12, 2021 / Comments Off

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The Best Porsche Engines Ever Made

Collectively, Porsche is arguably our favorite automaker here at supercars.net, and they are most certainly my personal preference. My fanaticism is born from places far beyond the scope of the Stuttgart automaker’s most recent renditions; a storied history of motorsports success and automotive savant-ism are responsible for producing some of the greatest automobiles ever to grace our planet over the past many decades.

I think most of us would agree that the greatest cars are a product of the engines that power them. Now, one would be forgiven for assuming that the greatest Porsche cars—and as such, the greatest Porsche engines—is a shortlist dominated by the Porsche 911 flagship model, but I’m pleased to say that this list we’ve compiled is a little more diverse than that.

I believe every entry here is no less deserving of recognition than any of the others. Even so, I’ve thrown in a couple that are bound to be highly controversial too. Hint: one doesn’t use petrol, and the other never featured in any Porsche production road cars. Oh no!

Here are the Best Porsche Engines Ever Made.

Porsche M97.74 Engine

Appearing in the 997.2 GT3 RS 4.0, this truly special engine was the swan song for both the 997-generation (2005-2012) of Porsche 911 cars, as well as the Mezger engine design.

Borrowing a number of components from the RSR race car, the 3.8L engine in the ‘regular’ 997 GT3 RS was then upgraded to a 4.0L flat-6 (hence the name), which produced 500 hp and 339 lb-ft of torque, while having an astronomical 8,500 rpm redline.

So convincing was this move, even to Porsche’s own brass, that the following two generations (991 and 992) of 911 cars would continue to employ the 4.0L naturally-aspirated engine in the GT3 lineup, proving that the ‘godfather’ RS 4.0 was also well ahead of its time.

With the proliferation of PDK transmissions, amongst other safety-centric technological advancements, many consider the M97.74 and the GT3 RS 4.0 it powered, to be the final rendition of the purists’ GT3 RS.

Porsche 980/01 Engine

What makes the Porsche Carrera GT engine so special is that it is technically a race car engine. Not in that loosely-based sense—as is often used as a gimmick by salespeople—but in the true sense of the word.

In the late 1990s, Porsche engineers in Zuffenhausen were assigned the task of developing a naturally-aspirated V10 concept engine, which was to later be used in a race car for the infamous 24 Hours of Le Mans endurance race. Sadly, the completion of that race car never came to fruition, but the efforts of the engine builders would not go to waste.

Porsche decided to adapt the engine for use in the Carrera GT. They not only refined the engine to satisfy production car protocols but also managed to make it a more powerful version than the original unit.

The result is a 5.7L naturally-aspirated V10 engine, which produces 612 hp @ 8,000 rpm and 435 lb-ft of torque @ 5,750 rpm. This allowed the Carrera GT to accelerate from 0-60 mph in 3.8 seconds and 0-100 mph in 6.9 seconds, with a top speed of 205 mph.

Porsche MDH.NA Engine

Suffice to say, the 991 GT2 RS is the absolute peak of 6-cylinder performance. The GT2 RS in its entirety is more closely based on a Turbo S than it is to its closest GT relative, the 911 GT3 RS.

After all, at the heart of the GT2 is a revamped version of the Turbo S engine (known as MDH.NA), while the GT3 has its own unique naturally-aspirated 4.0L power plant. The 3.8L flat-6 was fitted with larger variable-geometry turbos and was given an increase in peak boost to 22.5 psi, which is 24% higher than the Turbo S.

Larger intercoolers, a water-spray system, larger exhaust manifold primaries and redesigned pistons work in synergy with the aforementioned to provide the GT2 RS with 700 horsepower @ 7,000 rpm and 553 lb-ft of torque.

Porsche has long buried the traditional notion of “turbo-lag” in its cars with VarioCam Plus, and the GT2 RS is no different, making peak torque from 2,250 rpm to 4,000 rpm. This helped the GT2 RS to a production car record at the Nürburgring-Nordschleife, where it set a lap time of 6:43.300.

Porsche 911/83 Engine

The 911/83 is our lone air-cooled-production-engine entry on this list, and is our pick out of all the amazing air-cooled options out there. Apart from that being in the interest of keeping this list compact and more easily digestible, there’s also some good reasoning behind this, as it was responsible for powering none other than the legendary 1973 Porsche 911 Carrera 2.7 RS.

This partnership between the 2.7 RS and its 911/83 engine culminated in the fastest production 911 of its time, and is considered to this day to be one of the best Porsche road cars ever produced.

Made for the purposes of homologation, the 2.7 RS and its 210 hp 2,687 cc engine—benefitting from the experience gained during the 917 racing program—elevated the 911 into the 2,500 cc–3,000 cc racing class, where it could compete with heavyweight opposition such as Ferrari Daytonas and DeTomaso Panteras.

Initially, the 2.7 RS was not legal in the U.S. for anything other than racing use or car shows. As a European-spec road-race car, it lacked virtually all of the emissions equipment required. Fortunately, the EPA would eventually relax emissions standards enough to allow Porsche 911 Carrera 2.7 RS owners to legally drive these cars on public roads, some years later.

Porsche TTE P01 (TAG Turbo) Engine

These days, Porsche and Formula One are names that are hardly synonymous with one another; but once upon a time, this was certainly the case. The Porsche-TAG TTE P01 engine—commonly referred to as the TAG Turbo—was an engine developed by Porsche and funded by TAG (yes, that TAG), specially for use by the McLaren F1 team in the mid-1980s.

The TAG Turbo was a 1.5L twin-turbocharged V6 engine which produced anywhere between 750 hp–1,000 hp depending on the selected tune, and was fitted to the McLaren MP4/2 and MP4/3 race cars.

Porsche-philes will be happy to learn that the engine actually did feature in a Porsche 930 Turbo, though this lone example strictly served as a test mule and no production versions of this amalgamation were ever made.

That’s probably a good thing, considering that the powerplant could rev in excess of 10,000 rpm, forgoing almost any possibility of it becoming a road-going model—at least one which could be kept compliant within road laws, emission standards and amateur-level driving abilities.

Between 1984 and 1987, the McLarens that were powered by the TAG Turbo would win 3 Drivers’ Championships and 2 Constructors’ Titles, with race driving legends such as Niki Lauda, Alain Prost, and Keke Rosberg behind their wheels.

Needless to say, Porsche’s brief appearance in Formula One is one which provides more than just an easter-egg of a cameo; in fact, their contribution is a pretty significant one.

Porsche Dual Permanent Magnetic Synchronous AC Motors

Porsche Taycan Synchronous AC Motors Drivetrain

Queue the pitchforks and torches! This isn’t your traditional engine (if you can even call it that) but it certainly is about to become a conventional one—and for good reason, so hear me out!

With breathtaking acceleration figures, along with its continuously and instantaneously available power output, Porsche’s new EV platform—currently represented exclusively by the Porsche Taycan—embodies everything you would desire in a true sports car.

The top-of-the-line Taycan Turbo S is able to produce up to 750 hp and 774 lb-ft of torque, allowing the car to annihilate the 0-60 mph benchmark in just 2.6 seconds (mind you, this is in a machine that weighs north of 5,000 lbs).

Crucially, with all of that also comes the notion of repeatable performance; the Taycan doesn’t suffer from the overheating issues that plague its competitors when the all-electric drivetrain is subject to prolonged racing conditions.

Despite this still being the early days—and the fact that charging the Porsche Taycan can be tricky, due to a lack of charging infrastructure in many places—Porsche’s new EV architecture has already established itself as the company’s driving force for the future.

While the emergence of biofuels may prolong the combustion engine of some time to come, there is no doubt that this technology will become the basis on which the company stays relevant and competitive going forward.

November 11, 2021 / Comments Off

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Best Naturally Aspirated Engines Ever Made

The number of entries – and the variety of automakers involved – onto this list is proof that the naturally-aspirated engine reigns supreme when it comes to the most important characteristics of what makes a good engine, and subsequently a great car. There’s always a temptation to default to turbocharged engines as being the most capable, particular in an age where 0-60 mph times are considered gospel when it comes to determining performance credentials and bragging rights. While turbochargers are typically needed to make monstrous hp numbers and remain the bread and butter of even greater aftermarket tuning potential (if getting into the 4-figures is a big deal for you), all true enthusiasts know that some of the most desirable traits of the best cars in the world come from having an NA engine. Astronomical rev ranges, unmatched acoustics and unrivaled versatility, balance, dependability and endurance. After all, what’s good for race cars is good for road cars, I’d say.

Porsche M97.74

Appearing in the 997.2 GT3 RS 4.0, this truly special engine was the swan song for both the 997-generation (2005-2012) of Porsche 911 cars, as well as the Mezger engine design. Borrowing a number of components from the RSR race car, the 3.8L engine in the ‘regular’ 997 GT3 RS was then upgraded to a 4.0L flat-6 (hence the name) which produced 500 hp and 339 lb-ft of torque, while having an astronomical 8,500 rpm redline.

So convincing was this move, even to Porsche’s own brass, that the following two generations (991 and 992) of 911 cars would continue to employ the 4.0L naturally-aspirated engine in the GT3 lineup, despite the fact that the Mezger design was shelved and further proving that the ‘godfather’ RS 4.0 was also well ahead of its time.

BMW S54B32

Collectively, the BMW E46 M3 (2000-2006) is one of our favorite cars here at supercars.net, and this is in no small part thanks to its S54B32 inline-6 engine. The naturally-aspirated unit is as pure as it gets from the Bavarian company, with a peak 333 hp being produced at 7,900 rpm on route to its 8,000 rpm redline. Other stand-out features include individual throttle bodies and drive-by-wire operation, further accentuating the car’s inherent rawness and driving purity.

When mated to the 6-speed manual transmission, it really doesn’t get much better than this – from BMW or any other company, for that matter. If BMW ever wanted to revert back to a more minimalist philosophy, the S54B32 and E46 M3 would be writing the playbook.

Honda F20C/F22C

When the Honda S2000 first made its appearance in 1999, its naturally-aspirated F20C engine stole the spotlight. It was revolutionary for its time, and in many respects maintains that reputation to this day. A 9,000 rpm redline and being able to produce 120 hp/liter would be the main attractions at first, but the F series engine has also proven to be dependable and well regarded to this day.

It’s a huge reason the S2000 is one of the most sought after cars on the used market today, often fetching astronomical prices not too far off the original MSRP (or sometimes more). Halfway through the car’s lifecycle, the engine would see its displacement increase to 2.2L (with an 8,200 rpm redline) while power figures remained virtually unchanged; acceleration and low-end response were slightly improved as a result.

Honda K Series

The K Series would ultimately replace the outgoing B Series engines (which would be in the honorable mention section, if there was one) for a number of Honda vehicles, most notable of which included the likes of the Civic Type R and Integra Type R. The most recent and advanced version of the K series engine has found its way into the current Civic Type R, with the turbocharged K20C1 supplying the company’s popular sports saloon with 316 hp and 295 lb-ft of torque.

Such is the K20C1’s reputation that Honda Performance Development has recently begun to offer crate engines for use in racing and off-highway applications. Other notable K Series engines include the K20A2 (Integra Type R, RSX Type S) and the K24A2 (Acura TSX). Honda reliability, fantastic performance – I don’t doubt that we’ll be talking about the K Series engines for many more years to come.

Ferrari F106

Ferrari’s F106 V8 engine dates as far back as 1973, where it first featured in the Dino 308 GT4. Right from the get-go, it produced an impressive 250 hp from a 2.9L naturally-aspirated engine, which featured a flat-plane crank and dual-overhead cams.

Such was the longevity and capability of the F106 unit, that it continued to be used – with significant updates and revisions along the way, including electronic fuel injection and multi-valve heads – for more than 30 years. Notable models which were equipped with the engine include the F355, 360 Modena, and arguably the most famous Ferrari of them all; the Ferrari F40, which fashioned a twin-turbocharged version of the F106 producing 471 hp.

Ferrari F136

The F136 succeeded the legendary F106, first appearing as a 4.3L naturally-aspirated engine in the 2004 Ferrari F430, producing 483 hp. Like the F106, the F136 would see widespread application throughout the Ferrari lineup; however, it was also featured on a number of Maserati models in concert with the relationship between the two marques.

Most notably, a 454 hp, 4.7L version of the F136 featured on the Maserati GranTurismo and is widely regarded as having one of the best engine/exhaust notes to come out of the V8. The F136 would reach its zenith in the Ferrari 458 Italia Speciale, where it cranked out a massive 597 hp from its 4.5L naturally-aspirated power plant.

Perhaps the most significant (and regretful) fact about the F136, is that it is the last naturally-aspirated V8 engine Ferrari would ever produce. It was replaced by the twin-turbocharged F154 V8 engine in 2015, where it debuted on the Ferrari 488 GTB.

Lamborghini / Audi 5.2L V10

Ever since 2008 – when the refreshed Lamborghini Gallardo LP 560-4 was released – all V10 engines used in the Lamborghini line-up have been based on the 5.2L architecture. This has carried over to the Gallardo’s successor – the Lamborghini Huracán – with each and every one of its models having been fitted with the aforementioned power plant, up to this point. In the current stage of its evolution, the 5.2L naturally-aspirated V10 is mechanically identical to Audi’s version of the engine (which uses ‘Fuel Stratified Injection) and is seen in Audi’s own R8 supercar; however, power outputs vary depending on the trim levels of the respective models.

The 5.2L naturally-aspirated V10 power plant we’ve been speaking so much about in this list is at the peak of its evolution via the current Lamborghini Huracán Performanté. In this configuration, the engine produces 640 hp @ 8,000 rpm and 443 lb-ft of torque @ 6,500 rpm; this makes the supercar good for 0-100 km/h in 3.1 seconds and a blistering top speed of 325 km/h, all without the assistance of any type of forced induction. Augmented with the greatest technologies available today, the motor produces its power more efficiently than ever before as well, with more than 70% of its torque already available as early as 1,000 rpm.

Dodge Viper ACR 8.4L V10

Even if the Dodge Hellcat is hogging all the headlines these days, there’s always something you have to admire about the lunacy of a naturally-aspirated 8.4L V10 engine. No, the Dodge Viper doesn’t do subtlety very well. Yes, it does happen to fall under the ‘Old Testament’ definition of “awesome”. With 640 hp and 600 lb-ft of torque being produced from that colossus of an all-aluminum engine, the Viper has the exhaust note of a semi-dormant volcano. It would make absolutely no sense at all if it wasn’t just so damn fast. Variants such as the SRT-10 and ACR-X took the road-going version of the car to the next level, with the latter being a turn-key, non-street legal race car that participates in Viper racing leagues around the world.

Lexus LFA 4.8L V10 (1LR-GUE)

Many regard the Lexus LFA as one of the best supercars ever made. Lexus only made 500 units, and I assumed those 500 sold out quickly. I was wrong. Despite the fact that Lexus hasn’t produced the LFA since 2012, there are still seven brand new LFA supercars for sale in the US, according to Carscoops. With all that said, the LFA came with one of the best V10 engines ever produced by a Japanese automaker. The 4.8L naturally-aspirated V10 – dubbed 1LR-GUE – made 552 hp and 352 lb-ft of torque. Developed in collaboration with Yamaha, it was a free-revving engine with an exhaust note that is truly unlike any other on the planet. As the sole representative from Japan, the 1LR-GUE is certainly one for the ages.

Porsche Carrera GT 5.7L V10 (980/01)

What makes the Porsche Carrera GT engine so special is that it is technically a race car engine. Not in that loosely-based sense – as is often used as a gimmick by salespeople – but in the true sense of the word. In the late 1990s, Porsche engineers in Zuffenhausen were assigned the task of developing a naturally-aspirated V10 concept engine, which was to later be used in a race car for the infamous 24 Hours of Le Mans endurance race. Sadly, the completion of that race car never came to fruition, but the efforts of the engine builders would not go to waste.

Porsche decided to adapt the engine for use in the Carrera GT and took the necessary steps to not only refine it in order to satisfy production car protocols but also managed to make it a more powerful version than the original unit. The result is a 5.7L naturally-aspirated V10 engine, which produces 612 hp @ 8,000 rpm and 435 lb-ft of torque @ 5,750 rpm. This allowed the Carrera GT to accelerate from 0-60 mph in 3.8 seconds and 0-100 mph in 6.9 seconds, with a top speed of 205 mph.

BMW M5 V10 (S85)

Released in mid-2005, the E60 M5 sedan featured a high-revving and ultra-powerful V10 engine, which was the only one of its kind in a series-production car at that moment in time (while also being the marque’s most powerful production car engine ever made). The 5.0L naturally-aspirated unit shared more than just the same number of cylinders as the Formula 1 engine that powered the BMW Williams F1 team. Technology forged in the heat of motorsport had enhanced the processes and components used in creating this new powerhouse. As you would expect from BMW M, this high-performance motor generates enormous pulling force over its entire speed range.

Ferrari Colombo V12

Originally designed by Gioacchino Colombo, this engine can trace its roots back to the very first Ferrari-branded model designed by Ferrari Enzo – the 1947 Ferrari 125 S – where it debuted as a 1.5L V12. The core design of the engine would persevere for more than 4 decades; along the way growing in size, having various levels of forced induction, and becoming a dual-overhead-cam configuration with EFI. Many credit the motor’s longevity to its reputation for being bulletproof.

Successful in both road-going and race track derivatives, the list of Ferrari cars this engine has graced has no shortage of automotive icons; the Ferrari 250 Testa Rossa, Ferrari 250 GTO, and Ferrari 365 GTB/4, just to name a few.

BMW S70/2

Despite being produced by BMW, the S70/2 didn’t feature in one of the Bavarian automaker’s own production cars. Nevertheless, it did end up powering none other than arguably the most iconic supercars ever made – the 1992-1998 McLaren F1. The 6.1L naturally-aspirated unit produced 627 hp and was capable of 0-60 mph in just 3.2 seconds, and had a top speed of 240 mph. It wouldn’t be until the next millennium before those figures could be surpassed.

Interestingly enough, BMW wasn’t Gordon Murray’s first choice to supply the engine for his groundbreaking supercar, with collaborations with the likes of Honda and Isuzu falling apart before they would opt for the Munich-built power plant. Whatever might’ve happened if things turned out differently, who’s to know? But what we do know is that BMW got things absolutely spot-on with the S70/2, which continues to be regarded as one of the true and timeless masterpieces in automotive history.

Lamborghini V12 L539

Like Ferrari, Lamborghini also has a long and storied history with V12 engines, having created its very own first version of this power plant for its mid-’60s era Lamborghini 350GT production car. Starting off as a considerably brawny 270 hp 3.5L naturally-aspirated unit, the “Bizzarrini” engine would evolve into a 661 hp 6.5L naturally-aspirated unit and be fashioned by models as recent as the 2010 Lamborghini Murciélago LP-670 SV.

As long as the Bizzarrini engine persisted, we feel that the most significant statement of Lamborghini’s V12 mastery comes in the form of its latest iteration of the engine, dubbed ‘L539’. This power plant would share its debut with the 2011 Lamborghini Aventador, of which it initially powered with 690 hp via a 6.5L naturally-aspirated configuration. With a fresh design, the new engine was over 18 kg lighter than its predecessor and was programmed with a new firing order. The all-wheel-drive supercar would see significant improvements during its lifecycle, with the latest iteration of the L539 car producing 770 hp in the limited-edition 2021 Lamborghini Aventador Ultimae.

Ferrari F140

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

It has since evolved to its current peak as a 6.5L power plant – dubbed the F140 GA – which produces 789 hp @ 8,500 rpm and 530 lb-ft of torque @ 7,000 rpm in the 812 Superfast; this makes it the most powerful naturally-aspirated production car engine ever produced to this day. It is likely that this could be one of the final generations of Ferrari V12 engines – whether it be naturally aspirated, turbocharged, or even hybridized – so appreciate it while it’s still around!

Mercedes-Benz M120 / M297

When Mercedes-Benz caught wind of archrival BMW’s side-hustle with Gordon Murray, let’s just say that there was no resting on any laurels going on at their Stuttgart headquarters. With a clever riposte, Mercedes would debut their first-ever V12 engine through the 1993 600 SEC (later to be renamed the S600 Coupé, and frequently referred to as the S-Class). The 6.0L naturally-aspirated power plant was good for 389 hp, 420 lb-ft of torque, and a top speed of 155 mph in its initial configuration.

Not only did Mercedes-Benz one-up BMW by using the engine for their own cars, but they also borrowed a page from their opponent’s playbook and had their M120 engine fashioned for use in the magnificent Pagani Zonda supercar as well. Hand-built and tuned by AMG, the M120 also featured on the Mercedes-Benz CLK GTR race car and also saw its displacement increased to 7.3L for use on the SL73 AMG and CL73 AMG – and at which point it was commonly referred to as the M297. The most powerful iteration of the M120 features in the Pagani Zonda Revolución, with the non-street-legal car good for 789 hp and 538 lb-ft of torque.

Aston Martin NA V12

With one of the best sounding V12s (and automobile engines, period), the story of how the Aston Martin (naturally-aspirated) V12 came to be is rather more peculiar and convoluted. The project had less, should we say, glamorous beginnings, when things basically started off with the development of a 2.5L naturally-aspirated V6 engine. This particular unit was essentially the brainchild of Suzuki and Mazda, with the latter’s then-majority owner, Ford, then taking the blueprint to Cosworth, who would go on to build the Duratec V6.

Needless to say, the story didn’t end there, and Aston Martin would end up bolting two of those engines together to create the 5.9L naturally-aspirated V12 it would stamp its name on (and market as a 6.0L). Having more in common with a Ford Taurus than owners or enthusiasts would like to admit, the motor produced 414 hp and 398 lb-ft of torque in the 1999 DB7 V12 Vantage. Aston Martin continues to employ a V12 engine to this day, with the 2017 DB11 having fashioned a 5.2L twin-turbocharged version. More recently, the company has referred back to the naturally-aspirated configuration, with a 6.5L unit designed to power its Valkyrie hypercar with over 1,000 hp @ 10,500 rpm (plus an additional 160 hp with its hybrid-electric system).

GMA Cosworth V12

It’s impossible to speak about the naturally-aspirated engine in the GMA T.50, without getting into how it’s involved in so much more than just spinning the new supercar’s rear wheels, or about how other design elements of the car are built around it. As impressive as a 12,100 rpm redline sounds, its 654 hp and 345 lb-ft of torque doesn’t sound extraordinary by today’s standards. But rest assured this engine, and this car, are on the cusp of a truly “redefining” moment in automotive history. Crucially weighing at just 178 kg, the engine plays a huge factor towards the T.50’s overall curb weight of just 980 kg – about one-third that of a contemporary supercar or hypercar.

The GMA T.50 is the culmination of decades of Gordon Murray’s aerodynamic and mechanical engineering experience. Part of what makes the T.50 so exciting, is that it incorporates the design and function of the infamous Brabham BT46 “Fan Car.” A gigantic fan – powered by the camshaft of the engine and coupled with the curved underbody of the BT46 – created an active venturi effect that quite literally vacuumed the car onto the road, and allowed it to corner at barely believable speeds and levels of grip. The T.50 will feature something similar, and likely more advanced. On a road car. We can’t wait to see this in the flesh.

Toyota 1GZ-FE

To call Toyota’s 1GZ-FE the “Godfather” of Japanese automobile engines would be neither an understatement nor unbefitting. After all, the venerable V12 from the land of the Rising Sun – which exclusively powers the Toyota Century luxury sedan – is both one-of-a-kind and has a penchant for attracting a particular type of “underworldly” owner in its homeland. It’s the only production V12 engine to come from Japan and still manages to invoke all of the essential philosophies of Japanese craftsmanship – such as reliability, build quality, and refinement.

That being said, it’s certainly not the most powerful engine on this list and remained at around the 300 hp mark during its lengthy production run from 1997-2016. Nevertheless, it remains one of the most unique engines on this list and is no less iconic than its near-1000 hp contemporaries. This engine is prime for swapping into other platforms, with automotive personality Smokey Nagata fitting a twin-turbocharged version to his ‘Top Secret’ Toyota Supra. Thanks in large part to its distinctive engine, the Century remains a status symbol in Japan; in the way a Rolls-Royce Phantom does the same just about everywhere else.

November 9, 2021 / Comments Off

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Top 10 Non-Rally All-Wheel Drive Race Cars

We tend to look at all-wheel drive as one of more recent automotive inventions, but its roots could be traced way back to the dawn of motorsports years and the 1903 Spyker 60-HP four-wheel drive racing car. But this drivetrain found its ground in rallying, courtesy of the ice breaking Group B Audi Quattro and Lancia Delta that followed.

In between Spyker and Audi, a number of engineers and companies have experimented in the earlier eras of motorsport, trying to make cars faster around the tracks. But as many have found out, this system didn’t always give contenders the edge. Later on, all-wheel drive was heavily regulated and more or less unanimously dismissed, but some cars in recent years used power on both axles to their advantage.

Given that all-wheel drive cars were much more successful in rallying than in closed course racing, a number of cars on the list were chosen for interesting backstories, unique engineering solutions and cool effect rather than results in their respective competition formats. So, let’s go!

Non-Rally AWD Race Car #1: Porsche Cisitalia Typ 360

Via: Drivetribe.

Cisitalia is a name highly respected for its immense impact on the modern sports car world, yet rarely known outside of enthusiast circles. The reason for that are financial troubles that stranded Piero Dusio’s quest to produce Italy’s finest automotive marque.

Anyway, if you think the 959 PSK was the first all-wheel drive system engineered by the Porsche family, you’d be wrong, because the Cisitalia Typ 360 open wheel racer came way earlier. By far the most advanced car of the post-WW2 Grand Prix revival era, this mid-engined open wheeler was designed by Ferdinand Porsche himself through 1946 and 1947.

The Typ 360 featured a supercharged 1.5-liter flat-12, a sequential manual gearbox and selectable all-wheel drive, allowing the driver to activate the system whenever they deemed necessary.

Sadly, the Typ 360 never got to race as it was faced with Dusio’s bankruptcy, but the lone example was fortunately preserved, and it now resides in the Porsche Museum.

Non-Rally AWD Race Car #2: Ferguson Climax P99

Via: Motor Sport Magazine.

The early 1960s were a turning point for race cars as an increasing number of open wheelers turned to mid-engined layout, which proved to offer far better weight distribution, thus improving overall performance. Among those revolutionary cars, one front-engined Formula 1 car stood apart for going in the exact opposite direction.

The Ferguson Climax P99 was a car envisioned by racer Tony Rolt and through working with Claude Hill and Harry Ferguson, the P99 was born. Sadly, Ferguson didn’t see the car in action as he passed in 1960, but the work on the car was completed for the 1961 season.

The Ferguson Climax P99 had less than a stellar debut at the 1961 British Empire Trophy, crashing on lap 2 of its inaugural race, only to be disqualified from the 1961 British Grand Prix, the next event it appeared on. However, at the 1961 International Gold Cup event at Oulton Park, Sir Stirling Moss drove it to victory, the first for an all-wheel drive Formula 1 car and the last for a front-engined one.

Non-Rally AWD Race Car #3: STP-Paxton Turbocar

Via: Road & Track.

The late 1960s were an era of freedom and wild experiments even in the racing world, meaning turbine-powered cars were a thing for a few visionary constructors. Conceived by Ken Wellis and backed up by Andy Granatelli of STP fame, the STP-Paxton Turbocar, or Silent Sam as it was dubbed by the press, was one of the most advanced racing cars of its era.

Powered by a 500 horsepower ST6B-62 gas turbine engine with no clutch or gearbox and with Ferguson all-wheel drive, the Turbocar put on a show at the 1967 Indianapolis 500, where Parnelli Jones led throughout the race—until the transmission gave out with just eight miles to go. The car raced once more at the 1968 Indianapolis 500, but with no success as its driver Joe Leonard crashed it during practice.

A modified version of the same engine was used to power the Lotus Type 56 experimental Grand Prix car which also featured all-wheel drive. Colin Chapman first campaigned the car at the 1968 Indy 500. In Formula 1, the Type 56 had its best result at the 1971 Italian Grand Prix, where Emerson Fittipaldi piloted it to eighth place.

Non-Rally AWD Race Car #4: Matra MS84

Via: Wikipedia.

Be it in civilian use or on the racetracks, Matra was well-known for unorthodox and experimental cars, so it’s no wonder it had a foray into all-wheel drive Formula One cars during the late sixties.

The Matra MS84, a predecessor to the 1970 Matra-Simca MS 120, was more related to Jackie Stewart’s 1969 championship-winning MS80, built on a steel tubular chassis rather than aluminum monocoque. The Cosworth V8 was mated to Ferguson all-wheel drive system and the front brakes were moved inboard as well.

Despite all the efforts, the MS84 didn’t prove successful, with Johnny Servoz-Gavin scoring sixth at the 1969 Canadian Grand Prix. It was, however, the best result for a rear-wheel drive car at that event.

Non-Rally AWD Race Car #5: Porsche 961

Via: Total 911.

The highly advanced Porsche 959 proto-hypercar was designed to conform to FIA’s Group B regulations and as such it featured a highly advanced all-wheel drive system (PSK).

The Group B rulebook applied both to close circuit racing and rallying, so Porsche eventually outed the 959’s racing derivatives to two of the most famous events in each discipline. The rallied-up 959 won the 1986 Dakar Rally, while the Porsche 961 entered the 1986 24 Hours of Le Mans, finishing at respectable seventh overall.

The 961 had two more appearances, at the 1986 24 Hours of Daytona and 1987 24 Hours of Le Mans—where it eventually crashed and caught fire, prompting Porsche to cancel the project for the remainder of the season. Today, this car is on display at the Porsche Museum, finished in its iconic Rothmans livery.

Non-Rally AWD Race Car #6: Bugatti EB110 SS LM

Via: Twitter.

The Porsche 961 wasn’t the only four-wheel drive supercar to test its sophisticated mechanics on the world’s most famous endurance race, since the Bugatti EB110 SS famously entered the 1994 24 Hours of Le Mans. Competing in the GT1 category, it showed heroic pace, qualifying 5th in its class and 17th overall.

Team owner Michel Hommell and engineers from Campogalliano managed to shed more than 600 lb of weight in order to retain the EB110’s all-wheel drive system. Sadly, a number of mechanical troubles plagued this independent entry on the very race day, starting from the fuel tank leak in the opening stages of the race all the way to turbo failures.

Hommell’s dreams of returning Bugatti to its glorious days at Le Mans finally came crashing down in the closing hours of the race when a punctured tire caused the car to crash, rendering it unable to finish.

Non-Rally AWD Race Car #7: Audi 90 Quattro IMSA GTO

Via: Top Gear.

Audi so utterly dominated the 1988 Trans-Am series in a 2.2-liter compact sedan that the governing body banned it for the subsequent season, but how did that exactly happen? The secret (or not so much, given that the car had the word “quattro” inscribed literally all over it) was in the car’s all-wheel drive.

The 500-odd horsepower machinery was powered by a longitudinally mounted inline-five sending power to all four wheels via a center Torsen differential and limited slip differentials in the front and rear. Give that rally-dominating technology to world-class drivers Hurley Haywood, Hans-Joachim Stuck, and Walter Rohrl, and you’ll end up with 8 wins in 13 races.

Following the 1988 ban, the car moved to the IMSA series, where Audi’s engineers modified the base car even further into a carbon composite silhouette racer on a tubular frame with upwards of 700 German ponies. Missing the season-opening Sebring and Daytona due to the car still being in development, Audi finished the season in second place mainly thanks to Haywood and Stuck’s phenomenal driving.

The 1989 season was also the final one for the Audi 90 Quattro IMSA GTO, as Audi focused on the domestic DTM racing championship, giving America one of the sleekest, coolest and most capable import race cars of all time.

Non-Rally AWD Race Car #8: Alfa Romeo 155 Ti DTM

Via: Collier Automedia.

In 1993 FIA introduced Class 1 and Class 2 Touring Cars, with the former allowing a greater degree of liberty, effectively turning touring cars to silhouette racers rather than race-ready variants of their respective roadgoing counterparts. For Alfa Corse, that meant only one thing: thoroughly re-engineering the already competitive 155 sedan it campaigned in the DTM championship.

The new Alfa Romeo 155 initially got a longitudinally mounted 60° 2.5-liter V6 producing astonishing 420 horsepower at 11,500 RPM, while the power figures grew to 483 horsepower at 11,900 RPM in 1996, courtesy of a new 90° 2.5-liter V6. The all-wheel drive was sourced from none other than the Lancia Delta Integrale HF, the most dominating rally car of the era.

In 1993, Nicola Larini dominated the championship, yet himself and Alessandro Nannini had to settle for third and fourth respectively in the 1994 season. Year 1995 didn’t bring much for Alfa Romeo, and for 1996, DTM was merged into a series dubbed International Touring Car Championship with only three entries: Opel, Mercedes-Benz and Alfa Romeo.

Even though Opel won the 1996 ITC, hardly anyone remembers. The Martini-branded Alfa 155 was the car everyone remembered this series for.

Non-Rally AWD Race Car #9: Audi R18 e-tron quattro

Via: Audi AG.

Looking back at Audi’s touring car efforts, it seems that quattro was the only all-wheel drive system successful both in rallying and track racing. Another testament to this claim is a Le Mans-conquering R18 e-tron quattro.

The utmost evolution of the R18 LMP1 prototype, the R18 e-tron quattro was a 3.7-liter V6 diesel-hybrid in which the front wheels were driven by energy accumulated during braking. As per the regulations, the power on the front axle was available only during speeds upwards of 75 mph, meaning that the R18 e-tron quattro didn’t have permanent all-wheel drive like other cars on the list.

Still, this car is remembered for its great results. The R18 e-tron quattro won at the Le Mans in 2012, 2013 and 2014 marking the end of an era for Audi domination in the WEC championship. After Audi, Porsche had its winning streak with the equally impressive 919 Hybrid prototype.

Non-Rally AWD Race Car #10: Toyota TS050 Hybrid

Via: Toyota.

Toyota’s bid to prove itself as a top contender in motorsports produced its first results in 2018, when the Japanese giant finally tasted victory at the 24 Hours of Le Mans after narrowly missing the title in 2016 and 2017. Toyota repeated its success in 2019 and 2020 as well, and the car which brought it victory was the TS050 Hybrid.

The Toyota TS050 utilized a mid-mounted 2.4-liter twin-turbocharged petrol V6 and two motor generator units—one powering the front axle and the other sending additional oomph to the rear. A combination of power, reliability and experienced crews led the TS050 Hybrid to become only the second Japanese car to win at the Le Mans, the first being Mazda 787B in 1991.

After the TS050 had its three back to back victories, Toyota claimed another Le Mans title in 2021 in the new Hypercar class with the GR010, a car with a bright future at the Circuit de la Sarthe.

November 1, 2021 / Comments Off

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T’s Corner – Porsche Taycan 4S Updates & More

Ladies! Gentlemen! Wow, time really flies, and now we are in the midst of our first taste of winter here in Western Canada. It has certainly been a while since my last “T’s Corner” update, where I looked back on a full year of Taycan ownership. This also marks a bit of a breather for myself after a busy summer; a FIFA World Cup, a few track days (a bit more on that later), some travelling, and whatnot. Now I can finally get back on the mic at T’s Corner.

In terms of my supercars.net obligations and duties, I have still been keeping quite busy with those over the past few months. The new Corvette Z06, the confirmation of the GT4 RS (finally), an in-depth look at the 812 Competizione – you know, stuff like that (and a lot more other content too)!

Back to the Taycan. I know it doesn’t make for compelling content, but yeah, nothing really has changed since the 1-year anniversary update. It hasn’t even been in for service since I last wrote about it, such are the service demands of owning a Porsche EV. I’ve taken it to around 22,500 km on the odometer, and the car has continued to be a stout performer in terms of its driving dynamics, while still being subject to the unavoidable drawbacks of being a fully electric sports car.

The 3 free years of charging at Electrify Canada stations kicking in earlier this year, has been the biggest boon and has ultimately changed my charging habits to where I almost never charge at home now. So again, nothing new; and I consider this a win, particularly as an owner. Stability and predictability are inherently boring; c’est la vie and that’s kind of the whole point, if I may say so.

I mentioned in one of my first TC posts that I’d start chronicling my track days. I also mentioned earlier in this post that I attended a few track days this year, but I’ve decided to hold off on blogging about them until next season for a variety of reasons. The first, is that I got a new track car (as the feature image and image below might’ve already hinted) and I spent those driving events getting to know the car better.

I also figured that getting proper lap timing / video recording equipment would be pertinent to showcasing better quality and more meaningful content, which I’ve held off from doing in the interest of learning to truly enjoy the car before getting hyper-focused on lap times and personal bests. I’ve reached a level with the car where I know that next season will be ripe for doing just that – plus a new track will be opening just 25 mins from where I reside, so the timing feels as right as it could ever be. Black Friday / Boxing Day is shaping up to be very busy and hopefully just as fruitful!

Below is some HD footage recorded by my friend Austin while I was driving the RS for some parade laps at Rocky Mountain Motorsports, where myself and others were some of the very first people to experience what’s in store for us when the track is fully complete and open next spring.

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Stay tuned for more TC content as my journey with the Taycan continues, and as I prepare for next year’s track season with the RS!

Thanks for reading.

-T

October 31, 2021 / Comments Off

364

The 10 Best Cars that Came with V10 Engines

V10 engines, like many of their internal combustion counterparts, are an endangered breed today as carmakers continue to explore alternatives like hybrid and all-electric powertrains. But even in their prime, ten cylinders arranged in a ‘V’ were never as popular as other engine types. Automobile manufacturers would either go all out by using the monster V12 in their vehicles or take the conservative route by opting for compact and less-complicated V8 units.

The V10 engine did have its moments, though, and these engines found their way into some pretty impressive cars—as you will discover in a moment. Here’s our list of the 10 best cars that came with V10 engines.

Best Cars with V10 Engines #10: Porsche Carrera GT

Via Mecum.

The magnificent Porsche Carrera GT is considered a legend today, and rightfully so. This hypercar debuted with a host of revolutionary technology that set it apart from the competition.

It was the first car to utilize carbon fibre reinforced plastic for both its monocoque and engine carrier. It also led the line when it came to the use of forged magnesium wheels.

Then, there’s that glorious mid-mounted aluminum V10 power plant at the heart of the vehicle’s performance. It was derived from Porsche’s cancelled LMP 2000 racing program and shares similarities with the 3.5-litre F1 engine of the 1992 era.

The 5.7-litre packs a pretty potent punch, too, able to crank out 605 hp at 8,000 rpm and 435 lb-ft of torque at 5,750 rpm. It delivers all that power with one of the best-sounding engine notes ever emitted by a production car.

Best Cars with V10 Engines #9: Lexus LFA

Via Mecum.

Lexus did not muck around when it decided to create its first-ever and only supercar to date. The LFA program took off in 2000—an entire decade before the car itself went into final production in 2010.

This supercar earned praise for its excellent grip and handling, but it received the loudest plaudits for its V10 beating heart. The engine unit howls like a banshee, all the way to a 9,000 rpm redline, churning up an impressive 552 hp and 354 lb-ft of torque. It also supplied enough grunt to rocket the LFA to 60 mph in 3.6 seconds, on its way to a 202 mph top speed.

Best Cars with V10 Engines #8: Lamborghini Gallardo

Via Mecum.

The Lamborghini Gallardo is one of the company’s most successful models. Over 14,000 units were sold during a production run that spanned ten years (from 2003–2013).

The Gallardo’s engine played a crucial role in that success story. In its base form, the V10 put out 520 hp and 374 lb-ft of torque. That power could propel the sports car to 60 mph in less than 4 seconds and up to a 196 mph top speed.

Later variants were even more powerful. Tweaks to the engine led to a power bump, resulting in 552 hp and 398 lb-ft of torque in the 2014 Gallardo LP560-4 model.

Best Cars with V10 Engines #7: 2006 Dodge RAM SRT-10

Via Mecum.

During the 2000s, pickups were mostly seen as work trucks; just a means to haul small cargo from one point to another. The hulking Dodge RAM SRT-10 did not quite fit that mould, though, when it debuted in 2004.

A lowered ride height, among other modifications, meant this truck was not a very practical road-hauler. What it did have was a reputation as one of the fastest production trucks in the world—enough to earn it some serious bragging rights.

The SRT-10 could barrel its way to 60 mph in just 4.8 seconds. That bonkers performance came courtesy of a Dodge Viper-sourced V10 engine, good for 500 hp and 525 lb-ft of torque.

Best Cars with V10 Engines #6: 2008 Audi RS6 Avant

Via Top Car Rating.

The 2008 Audi RS6 Avant created quite a stir when it hit the market. Here was a formidable super wagon that boasted well over 550 hp and had enough of an arsenal to surprise the unwary sports car driver on the highway.

The 5.0-litre V10 at its core was a reworked version of the same engine unit in the Audi S6. It produced a thumping 580 hp at 6,250 rpm and 479 lb-ft of torque from just 1,500 rpm.

That power combined well with Audi’s famous AWD Quattro system to send the RS6 to 60 in about 4.4 seconds. That’s over a second faster than a Mustang sports car from the same period.

Best Cars with V10 Engines #5: Lamborghini Huracan Evo

Via Mecum.

Lamborghini had found a winning formula with its V10 engine, and the carmaker stuck with it when designing the successor to the Gallardo. The Lamborghini Huracan was named after a fighting bull—and true to form, the supercar was no slouch.

The naturally aspirated V10 engine in the Huracan Evo is a 5.2-litre powerhouse that generates 631 hp, up from 602 hp in the base model. The Huracan Evo was designed to be more of a daily driver compared to the hardcore Performante variant, but it can still check off the 0 to 60 mph sprint in about 2.5 seconds.

Best Cars with V10 Engines #4: 2005 BMW M5

Via BMW Blog.

This sports sedan marked the end of an era for BMW’s ‘M’ division. It was the last M5 super-saloon that got a naturally aspirated engine, but what an engine it was!

The engine in this car was developed at the same facility used by BMW to build Formula One engines at the time, and it displayed a similar level of technological advancement. Back then, the powertrain packed the most powerful ECU unit ever fitted on a production car.

The 5.0-litre V10 was primed to produce an impressive 500 hp and 383 lb-ft of torque. That power output put it right in the mix with rivals like the RS6 Avant and the Mercedes Benz E55 AMG.

Best Cars with V10 Engines #3: 2016 Dodge Viper ACR

Via Car and Driver.

The Dodge Viper thrilled gear heads for over two decades before it finally bowed out in 2017. But there was no way this all-American sports car was just going to slip quietly into the sunset, and the swansong 2016 Dodge Viper ACR was one of the most potent variants.

This performance car was a beast on race tracks, with a slew of aero upgrades and a gigantic wing for maximum downforce as it attacked corners. It did not disappoint in the power department, either—a massive 8.4-litre V10 shoehorned into the car’s hood provided up to 645 angry horses at peak 6,200 rpm.

Best Cars with V10 Engines #2: Audi R8

Via Mecum.

You don’t need to be clairvoyant to know that the Audi R8 is on its last legs. The model line has been trimmed for 2021 and will eventually be phased out as Audi repositions itself for an EV future. Whatever happens, though, the Audi R8 will no doubt leave behind very fond memories.

This car debuted at the 2006 Paris Motor Show as a V8 model, but it soon gained a V10 powertrain—one that has been a part of the supercar ever since. The first V10 was based on the same engine that powered its sibling rival, the Gallardo. It had 525 hp for the 2008 model, but that number has been bumped up over time with various modifications and tweaks.

The V10 in the 2021 Audi R8 boasts up to 602 hp—the same output as the Lamborghini Huracan RWD.

Best Cars with V10 Engines #1: Volkswagen Touareg V10 TD1

Via Car Throttle.

The infamous Volkswagen ‘Dieselgate’ emissions scandal has left a permanent stain on the reputation of the V10 engine that powered this vehicle. It’s such a shame, because the powertrain showcased the best of the carmaker’s engineering prowess when it first launched in 2004 with the Volkswagen Touareg TDI.

This SUV had a well-appointed luxurious interior that targeted the upper-middle-class segment. Even better was its 10-cylinder twin-turbo 5.0-litre diesel engine. Horsepower output was just about average at 309 hp, but it had a truly impressive 553 lb-ft of torque from just 2,000 rpm. Fifth Gear journalists demonstrated the strength of the torquey Touareg TDI when they used it to haul a Boeing 747 aircraft!

October 30, 2021 / Comments Off

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The 10 Biggest Wings Found on Stock Sports Cars

There is an important reason why performance carmakers will often stick a wing, also known as a spoiler, to the rear of their automobiles. That reason is simply called downforce. As the name implies, it pushes down on the vehicle and keeps it planted on the road as it’s being driven at the very edge of performance limits.

The function in principle is very similar to an airplane wing—only this time, it’s in reverse. The air coming over the car flows beneath the wing, creating lower pressure underneath to force the car down (downforce).

For some automobile manufacturers, the wing adds to the overall aesthetics of the vehicle. Others care less about beauty and instead opt for the largest available wing that offers maximum benefits without too much compromise in overall performance.

Here, you will see some of the biggest wings ever fitted to sports cars, straight from the factory. You can decide whether each one serves the dual purpose of aesthetics and performance or if it’s purely a case of function over form.

#10: Bugatti Chiron Sport

Via Bugatti.

The imperious Chiron Sport followed in the path of the Veyron Super Sport when it debuted in 2018 at the Geneva Auto Show. Here was another car capable of mind-numbing acceleration as it powered on to an electronically-restricted 261 mph top speed.

An impressive feat, no doubt, but another striking feature was how quickly it could scrub off all that forward momentum. The Chiron Sport needs less than 10 seconds and just 491 metres to come to a complete stop from 249 mph!

To achieve this, the 2.2-ton hypercar relies on powerful carbon-ceramic brakes and what has to be one of the largest stock rear spoilers out there today. That massive wing can generate almost 2,000 lbs of downforce when fully deployed. In addition to this crucial function, there’s no doubt the wing, especially in a raised position, gives the Chiron a cool stance, adding to its overall appeal.

#9: 2019 Porsche 911 GT3 RS

Via Traction Life.

The ‘RS’ badge on any Porsche sports car automatically implies that its natural habitat remains the race track while still remaining road-legal. This seventh-generation 911 GT3 RS is no different and was designed with a singular purpose: maximum performance.

Porsche approached this task with brutal efficiency, and at the time of the car’s debut, it was the most powerful naturally-aspirated Porsche ever made, with a 520-hp power output. That is enough to supply all the oomph this car needs—just like that huge rear wing, designed to help the car with downforce as it whips around corners or hurtles down straights.

The wing, made from carbon fibre, can also be manually adjusted to a ‘performance position,’ creating 40% more downforce than the previous generation 911 GT3 RS. When it’s not called upon to do its thing on the track, that wing is actually large enough to double as a very effective snack table between runs.

#8: Mercedes Benz AMG GT Black Series

Via Motor1.

As far as performance is concerned, this is AMG’s ‘top dog,’ at least until the arrival of the hotly anticipated AMG One. Everything about the AMG GT Black Series is designed to convey this impression, from its eye-watering $325,000 sticker price to the formidable 720-hp twin-turbo V8 tucked under the hood and the unique twin rear-wing setup.

The setup is not only manually adjustable, but the upper blade has an active aero element that tilts by as much as 20 degrees depending on the driving mode. Altogether, that wing produces as much as 880 lbs of downforce at 155 mph, helping the car stay planted on the road as the driver flirts with its redline.

#7: McLaren Senna

Via McLaren Automotive.

Let’s face it. The McLaren Senna is a pretty ugly supercar, but then again, McLaren did not design the car so we could all fawn over sleek lines and nice angles. No. The focus was on raw performance, and McLaren prioritized this over all else (except maybe if you consider their curious decision to add see-through doors).

The McLaren Senna pushes the boundaries of what a track-focused performance machine should be and manages to do so while remaining road-legal at the same time. A key reason the car handles so well is that humongous wing that almost looks like an afterthought, hanging over the rear end.

That wing changes pitch and helps the car increase downforce, trim drag, or act as an air brake when needed. The dynamics of the wing impressed Top Gear journalists so much they declared it the ‘Wing of the Year’ for 2018.

#6: 2017 Dodge Viper ACR

Via Motortrend.

‘ACR’ stands for American Club Racing and is indicative of the purpose behind the design of this all-American race car. The 2017 Dodge Viper ACR was the last hoorah for the legendary sports car, and what a send forth it was!

This vehicle boasted custom tires, race-tuned suspension and a massive 8.4-litre V10 that generated 645-hp and 600 lb-ft of torque. Then there was an Extreme Aero Package that delivered almost 1 ton of peak downforce at top speed.

The most prominent part of that package is the massive adjustable dual-element carbon fibre rear wing. As you can see from the image above, the wing can also double up as a camp bed should you, for some reason, opt to spend the night in the open with your Dodge Viper ACR.

#5: Apollo Intensa Emozione

Via Top Gear.

It’s hard to argue against the fact that the Apollo Intensa Emozione (Apollo IE) is one of the most extreme modern cars ever built. Intensa Emozione is Italian for ‘Intense Emotion.’ As the name implies, it is designed to invoke powerful feelings in you as the driver, passenger or just some passer-by gawking at that uber-aggressive profile.

You will immediately notice that gigantic top-mounted wing. Who wouldn’t? It’s not just there for ‘shock and awe,’ though. According to Apollo, it can generate a scarcely believable 2,976 lbs of downforce at 186 mph. That means the 2,755-lb hypercar can theoretically drive upside down, and if that ever happens in the real world, you can be sure that wing will have a primary role to play.

#4: Koenigsegg One:1

Via 95octane.

The Koenigsegg One:1 is a special car indeed, one that offers up approximately one horsepower for every kilogram of the car’s weight (hence the name One:1). What’s more? The Koenigsegg One:1 debuted with what was the world’s first top-mounted, active rear wing.

There is an entire video clip where Christian Von Koenigsegg explains just how unique the wing structure is. The wing moves through various settings as determined by the selected handling mode and throttle/brake use.

It is not your average-sized carbon fibre strip either. This wing is massive and extends well over the rear end of the car. Impressively, the entire structure weighs only 22 lbs, allowing for maximum performance with minimal compromise on the hypercar’s overall weight.

#3: McLaren P1

Via Top Gear.

Have you ever seen a McLaren in race mode? The suspension lowers by 50mm, the rear spoiler rises to 11.8 inches and extends at a 29-degree angle. It reminds one of an attack dog, just straining at its leash and waiting for the ‘go!’ command.

That sweeping wing is one of the most distinguishable elements of the McLaren P1, and it makes a strong case for the fact that downforce does not have to be ugly. The wing has various automatic settings that help the hypercar produce up to 1,320 lbs of downforce. One has to see it in action to truly appreciate how impressive the setup is.

#2: 1969 Dodge Charger Daytona

Via Mecum.

The ‘69 Charger Daytona was one half of the famous Chrysler ‘Wing Cars’; the other half was the 1970 Plymouth Superbird. This car had the most prominent stock wing fitted on any vehicle during that period. Even today, the Charger Daytona has only a few rivals when it comes to that towering structure over the trunk.

The wing was the idea of a certain John Pointer, a rocket scientist who Chrysler later recruited. He was tasked with making the Charger go faster on the racing circuit, and the wing was one of his innovative ideas. It worked too. In 1970, the Dodge Charger Daytona became the first NASCAR racecar to break the 200 mph barrier.

#1: Porsche 911 (930 Turbo) ‘Whale Tail’

Via Old New Club.

This ‘70s sports car is widely regarded as the first Porsche 911 Turbo and was one of the fastest production cars at the time, with a top speed of about 162 mph. The bemusing ‘Whale Tail’ nomenclature directly references the car’s flared rear stance and a huge spoiler that gave the car its distinctive look.

Like all modern performance cars, that wing directed airflow over the car. In addition, its position, directly above the engine bay, also meant that it vented air into the engine, ultimately improving its performance. The ‘Whale Tail’ spoiler was also known as ‘Tea Tray’ at some point in the life of the turbocharged sports car.

October 24, 2021 / Comments Off

473

This is the 2022 Porsche 718 Cayman GT4 RS

Porsche has revealed photos of the upcoming 718 Cayman GT4 RS, the model impressively demonstrated its dynamic potential on twisty roads and on the race track and the premiere is scheduled for November 2021.

The Porsche 718 Cayman GT4 RS completed the short 20.6 km lap in the Nurburgring-Nordschleife circuit in 7:04:511 minutes, the new record was 23.7 seconds faster than the 718 Cayman GT4.

The vehicle has been equipped with racing seats and optional Michelin Pilot Sport Cup 2 R tires to protect the driver when travelling at high speeds. During development, the new GT4 RS was fitted with lightweight body elements, more downforce, more power and high level of responsiveness and feedback to the driver inputs.

The new Cayman GT4 RS has been designed to perform best on road and on the racetrack and it is currently considered as one of the sharpest vehicle ever developed by Porsche.

More information to be released soon.

Porsche 718 Cayman GT4 RS

October 21, 2021 / Comments Off

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Officially Confirmed: Porsche 718 Cayman GT4 RS

Porsche has confirmed under no uncertain terms that there will be a 718 Cayman GT4 RS model. This comes after many months of testing camouflaged mule cars (with accompanied spy shots) which had long hinted that the GT4 RS was going to be a real thing – we finally know that this will indeed be the case. Porsche has stated that they are in the process of wrapping up the final stages of testing.

As part of the first phase of this official news, Porsche has released the first sans-camo photographs of the car. Beyond that, not much is really known about the car – that information will be revealed in November, when the car is scheduled to have its full unveiling ceremony. However, we do know one very important thing for sure: it set a blistering lap time of 7:04.511 at the Nürburgring Nordschleife. This is some 23.6 seconds quicker than the 718 Cayman GT4, suggesting that virtually no part of the car was spared the ‘RS’ treatment.

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The GT4 RS will come equipped with a 4.0L naturally-aspirated flat-6, though Porsche has not yet provided any horsepower figures. Besides being obviously more than that of the GT4, many media outlets are predicting that it could make as much as 500 hp, especially considering the measurable difference in their ‘Green Hell’ lap times. Other telling differences can spotted visually, with the GT4 RS being subject to the customary aerodynamic transformation. This includes a more aggressive front splitter, front fender vents, and a swan-neck rear wing (similar to that of the 992 GT3).

As the ultimate performance model in the 718 range, the GT4 RS will likely follow suit with other existing ‘RS’ models and come exclusively with the PDK transmission. Those who would prefer to opt for a manual transmission will probably have to look at the regular GT4, or wait for Porsche to release some sort of 911R-equivalency for the GT4 RS. On similar grounds, the possibility of a Boxster Spyder RS is also highly unlikely.

Lastly, pricing; yes, we’re still waiting for more details on this subject as well, and it could be a particularly tricky one to predict in the meantime. Needless to say, the GT4 RS is not only well within 911 territory, but it is also just steps away from infringing on the latest GT3. It’s obviously not going to be priced the same as the latter – that would be marketing suicide – but it may as well come pretty close. It’ll be somewhere between the price of a GT4 ($100,200 USD) and GT3 ($161,100 USD), likely on the higher end. Our guess would be a base price of around $140,000 USD. We look forward to providing more details as they become available.

October 20, 2021 / Comments Off

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Best of the Current Porsche Lineup

Collectively, Porsche is arguably our favorite automaker here at supercars.net and they are most certainly mine, personally. So please bear with me, while you’re being subjected to the extra skip I had in my step while putting together this list (plus the monologue you’re reading right now). Porsche has come a long way since the company basically had to be “rescued” from the jaws of financial capitulation by the Boxster back in the mid ’90s, and has gone on to thrive as one of the world’s most respected car manufacturers.

The company’s first SUV – the Porsche Cayenne, which debuted in 2002 – really took the Stuttgart-based producer to the next level, first by broadening market appeal and then subsequently, expanding their customer base by significant proportions. For us enthusiasts, we really do have the Cayenne to thank for the proliferation of the brand’s performance cars, as the revenues from its sales were instrumental in funding Porsche’s most innovative and inspiring endeavors thereafter.

Fast forward to 2021, and where do we even begin with the brand? There are the fully-electric Taycan sports sedans/crossovers which can do 0-60 mph in as quick as 2.5 seconds. The GT lineup of cars are impressive as ever, with variants of the 718 and 911 being amongst the most revered performance automobiles on the planet, while GTS and Turbo models offer the very best in grand touring cars. The Cayenne continues to excel, offering a wide (and almost excessive) array of trims to cater to just about every taste that’s out there. The relatively new Macan has been tasked with bringing the company success in the increasingly competitive high-performance crossover segment. Perhaps the only model to be struggling right now is the Panamera, due to the significant overlap it has with the Taycan, despite having the opposite drivetrain philosophy.

Needless to say, there is a Porsche model for everyone out there. Here are the best of those, which can be purchased brand new today.

Porsche 911 GT3 (992)

Base MSRP: $180,300 USD (GT3), $180,300 USD (Touring)

Porsche unveiled its new 992-generation Porsche 911 GT3 via digital livestream on YouTube. First deliveries are just starting to trickle in now, making it likely to be designated as a 2022 model. Semantics aside, this new GT3 becomes the seventh iteration of one of Porsche’s most established and beloved automobiles. More importantly, it continues to embody the spirit of previous GT3 models by amalgamating all that is awesome about the 911 – and the Porsche brand – in a single road car.

The automaker has continued the use of the naturally-aspirated 4.0L 9A1 flat-6 power plant in the 2022 Porsche 911 GT3. The only key differences between the engine used in the race car and the one used in the 992 GT3, are the exhaust system and ECU. Otherwise, the two engines share virtually all the same components, such as individual throttle bodies. As such, the new GT3 needed no “sound engineering” and inherently sounds amazing. With its astronomical 9,000 rpm redline, the GT3 produces 502 hp @ 8,400 rpm and 346 lb-ft of torque @ 6,250 rpm.

Overall, the silhouette of the new 911 GT3 remains a largely familiar one – and that’s not a bad thing. In fact, this is probably great news for Porsche and GT3 enthusiasts, who would contend that there was never anything wrong with the previous GT3 in the first place. One of the most visually notable changes is the “swan-neck” rear wing derived from the 911 RSR competition car, which further emphasizes the link between Porsche’s race cars and its road cars. Those who desire something a little less extroverted, but no less capable, may now also opt for the Touring version which had been promised from the very beginning.

Porsche has even gone as far as pricing both cars with the exact same base MSRP, meaning that you only have to worry about making your decision – on what GT3 variant you really want – based on your personal tastes, and not be forced into one because of a difference in price. We see this as nothing but a good thing. Just pick what looks better to you. Which to be fair, might be easier said than done – oh Porsche, you make things so, so interesting.

Porsche 718 Cayman GT4 / 718 Boxster Spyder

Base MSRP: $101,200 USD (GT4) / $98,300 USD (Spyder)

The first iteration of the Porsche Cayman GT4 made its debut in 2015, drawing a conclusion to the third generation of Boxster/Cayman (981). Since that time, the GT4 has become a cult hero amongst purists with its absence of frills (not to be misheard as ‘thrills’), relative affordability and undisputable demi-god-status as one of the ultimate driver’s car. It is a Porsche model that every fan now lusts after. For Porsche’s GT department, the blueprint used in creating the GT4 was simple – a naturally aspirated engine, 6-speed manual gearbox, and access to the 911 GT3 parts bin. Combined with the Cayman’s mid-engine layout and a signature emphasis on performance and driving dynamics, the GT4 became an instant hit.

That was then, and this is now – some things have changed, while others haven’t. Shortly after the release of the 981 Cayman GT4, Porsche ushered in the fourth generation of the Cayman/Boxster (982) in 2016 which are marketed as the 718. The most welcome fact about the new 718 GT4/Spyder models is that they marked the reintroduction of the naturally aspirated 6-cylinder into the Cayman/Boxster series, and for the first time into the 982 generation; many were initially concerned about the possibility of a turbocharged engine being used for the range-topping models, which all the other 718 Cayman/Boxster variants had been using up to that point (until the GTS 4.0 was released, which gets mentioned later).

With the main difference between the two cars being that the GT4 is a coupe while the Spyder is a drop-top, both cars are mechanically identical and benefit equally from the typical GT-treatment we have all come to adore. Like the inaugural GT4, the new GT ‘twins’ once again infringe on Porsche 911 territory with their stunning performance metrics to rival Stuttgart’s own flagship car. However, there is some irony in this as a Porsche GT car has never put an emphasis on padding the spec sheet, and the new GT4 and Spyder are no different. The famed Motorsport division continues to use their cars to highlight the pinnacle of vehicle driving dynamics and enjoyment, so it’s safe to say that we are in for one hell (or two hells?) of a ride.

Porsche Taycan (All Models)

Base MSRP: Starting at $79,900 USD (Sedan) / Starting at $90,900 USD (Cross Turismo)

Porsche’s first EV was the statement car of 2020, proving that a future with electrification can still embody the soul of a true sports car in the Taycan Turbo and Taycan Turbo S. Shortly after their release, Porsche added a slightly detuned version of the Taycan in a trim level known as the Taycan 4S. The company has since expanded the Taycan sports sedan lineup with even more versions, including a rear-wheel drive base model, with a future GTS version rumored to be in the works.

With the introduction of the new Cross Turismo range of Porsche Taycan models in 2021, we’ve now entered the second act of the company’s electrification strategy. The Porsche Taycan Cross Turismo carries over the EV-platform and performance from its sedan counterpart, then amalgamates them with the utilitarianism of a sporty crossover/estate. What this means is that you can expect the same 800-volt battery architecture powering the car, with 93.4 kWh as the standard fare on all models (certain sedan trims could be had with a smaller 79.2 kWh pack). The Porsche Taycan Cross Turismo is currently available in four distinct trim levels – 4, 4S, Turbo, and Turbo S – with relative performance figures and standard features across the range, mostly in parallel with that of the sedans.

Now having two distinct body styles and enough trims to satisfy anyone from soccer moms to performance junkies, there are sufficient permutations to create a Taycan for every type of owner and occasion. With the introduction of the Taycan, and now the Taycan Cross Turismo, we’re amidst being ushered into a new age of Porsche cars and a new era for all automobiles. No longer are electric cars something that have to be a compromise. We’re just getting started, and things are only going to get better from here.

Porsche Cayman / Boxster GTS 4.0

Base MSRP: $88,150 USD (Cayman) / $90,250 USD (Boxster)

In the new 718 Boxster and Cayman GTS, Porsche has replaced the 2.5L turbocharged four-cylinder with a 4.0L naturally-aspirated flat-six engine, pulled from the GT4 and Spyder which were released earlier. The 4-pot turbo engine is still available in every trim level up to the Cayman S/Boxster S, but the new GTS gets the 6-cylinder powerplant, as it should. Granted it is a detuned version of those found in the GT4 and Spyder, making a little less power as it pumps out 394 hp and 309 lb-ft of torque. There’s more good news, too; this car can only be had with a 6-speed manual transmission. It also comes standard with Porsche’s symphonic sport exhaust system – a perfect compliment to its high-revving heartbeat.

Additional upgrades include a ride height that’s 0.8″ lower than the standard car, 20″ wheels finished in black, 13.8″ brake rotors up front and 13″ brake rotors in the rear, and 6-piston calipers. In addition to the performance upgrades, the GTS gets some blacked-out trim, more Alcantara on the inside, plenty of carbon fiber, and two different interior packages: Carmine Red or Chalk. For those who desire a true driver’s car – but are less interested in the hardcore-ness of the GT4 and Spyder – the GTS looks to be a really proper choice. Kudos to Porsche for acting on this opportunity to broaden their potential Cayman/Boxster customer base, while pleasing the company’s most hardcore fans, all at the same time.

Amidst all of these changes, the effort that Porsche makes to be in touch with their customer base has remained as concerted as ever. As if they were eavesdropping on every conversation ever had about the 982-gen, they have gone on to once again answer the wishes of the people with the release of the new GTS 4.0. It’s the ideal stablemate for the GT4 and Spyder models, and slots in perfectly within the 718 roster.

Porsche Macan GTS (2022 MY)

Base MSRP: $79,900 USD

As Porsche continues to refresh the Macan lineup, the company also unveiled an updated version of the GTS late in 2021. Orders for it can be placed now, but deliveries aren’t expected to arrive until early next year where it will be designated as a 2022 model. Currently, the new Macan GTS replaces the now-discontinued Macan Turbo as the highest trim offering; and with that promotion, it has also inherited the latter’s 434 hp twin-turbocharged V6. It’s a bit strange for the GTS to be the top dog in any range of models, yet the Macan GTS still seems to carry on its reputation of really hitting that “sweet spot” relative to other cars. This is in part, due to the fact that the whole Macan roster has been upgraded (with each trim getting an engine “hand-me-down” from last year’s step-up models).

With that being said, all of the new models (including the base and S trims) have been subject to a slight price bump, but not by a substantial amount. In the new GTS model’s case, the base MSRP has only increased by $7,800 over last year’s model, and is still $4,700 less than the outgoing Macan Turbo. That alone builds a pretty good argument to consider the new GTS, but you’re also getting other upgrades such as a retuned adaptive suspension, a revised front and rear end, and updated infotainment and convenience features. Changes aside, you can still expect the same world-class driving dynamics that you would get in a high-performance sports car, but in a crossover SUV.

As a selling point, one could think of the new model as “Turbo performance at a discount”, or a “GTS with Turbo Performance”. Outgoing 2021 models are likely to be offered with price reductions too, but based on all the aforementioned talking points, the new Macan GTS looks like a sure winner and we highly recommend taking a close and hard look at one, if you’re in the market – the premium and the wait, appear to be very much worth it. Either way, it’s a good time for anyone who’s looking to purchase a new Porsche Macan.

October 18, 2021 / Comments Off

371

Best Naturally Aspirated Cars Ever Made

Top 20 Naturally Aspirated Cars Ever

As a preamble, it is important to note the context and the era in which this list is being created. The automotive industry has already begun its transition towards a future dominated by electrically powered vehicles, with the vast majority of automakers aiming to have their entire lineups at the bare minimum, hybridized, before the turn of this decade.

Going back just a little further, the wheels were already in motion for the sweeping changes we’re seeing today. It can be argued that the first step towards a more fuel-efficient (and eventually, fuel-less) future started with the mass proliferation of turbocharged engines. For long before that, turbochargers were perceived as a centerpiece for many high-performance sports cars, which hardly had a reputation for being eco-friendly. However, with improvements in technology, their application evolved to that of a more widespread and economical nature.

We’ve already crested over the peak of this transition period in recent times; the likes of Ferrari and Porsche forgoing naturally aspirated engines in favor of the more emissions-friendly, forced-fed power plants. Today, we’re seeing the EV and high-performance hybrid taking the stage. The absence of the naturally aspirated automobile leaves a gaping void; one which will likely never be filled.

Suffice to say, the process of phasing out of the naturally aspirated engine has been long and drawn out but hardly subtle nor evitable. Now that process looks to be on a trajectory that is accelerating exponentially with perpetual improvements to EV technology, driven by the acknowledgement and acceptance of this changeover on a global scale.

This has brought us to a stage of reminiscing and nostalgia; our favorite atmospherically-strung power plants are soon to be a thing of the past. There was, is, and always will be, a lot to love about the most iconic NA cars ever produced – astronomically high revs, a satisfyingly linear power delivery, unparalleled aural soundtracks, instantaneous throttle response, underappreciated durability, and some of the world’s most epic displays of technology on four wheels.

Here are some of the best naturally aspirated cars made, ever, in no particular order.

Ferrari 812 Superfast

The Ferrari 812 Superfast is the successor to the Ferrari F12 and is now the company’s fastest front-engined GT Car. Wrapped in a curvaceous Italian body and paired to one of the greatest chassis we have ever experienced, the 812 Superfast is one for the ages.

The 812 Superfast carries a new 6.5L V12 engine that delivers an astounding 789 hp @ 8,500 rpm and a maximum torque of 718 Nm @ 7,000 rpm. The engine is still front-mid mounted, making the car that much more unique in the already crowded luxury grand touring segment. It can reach speeds of 340 km/h and can sprint from 0-100 km/h in just 2.9 seconds.

It features a 7-speed dual-clutch gearbox, advanced active aerodynamics, and four-wheel steering. Despite the controversy that is sometimes associated with a Ferrari engine sitting in front of the driver, the 812 Superfast remains an absolutely engaging and soul-satisfying Ferrari experience every single time you get into it. The perfect car. The perfect Ferrari.

Porsche 911 R / Speedster

Arguably the purest form of the 911 model range, the 2016 Porsche 119R pays homage to the brand’s epic heritage with the most modern of concoctions. Providing a manual transmission alternative for Porsche’s range-topping-naturally aspirated model is what the 911R is known best for, but it ends up being so much more than just that.

It is the perfect blend of spartanism and elegance that you can call upon in the crowded lineup of 911 models. The absence of outrageous aerodynamics purposes the car more for canyon runs than Nürburgring records, but that’s also the beauty of it. For those who want the absolute best of the 991-gen 911 – without the obligation of having to prove its value on the race track – the 911R is undoubtedly a very proper and special car.

The 911 Speedster is spiritually the convertible version of the 911R, following the same purist principles as its coupé counterpart. Released in 2019, it has some slightly newer tech and a bit more power too. Its schematic has forged a 911 with a silhouette based on the 4S Cabriolet body, carbon fiber bits borrowed off the 911 R, and front and rear bumpers from the GT3 Touring. That is not to say that there aren’t any unique offerings on the Speedster, with its shorter, more inclined windshield frame and lower fly-line being amongst its exclusive features.

Honorable mention: The 997 GT3RS 4.0, for being the grandfather of these cars.

Honda S2000

For many years, Honda’s beloved roadster held the distinction of producing the most hp per liter of any car on the planet via its F20C engine. Despite being a convertible, the S2000 is renowned for its rigid chassis, which helps to provide one of the most raw driving experiences one can have in a production road car. The slick 6-speed manual – the only choice of transmission – was a perfect match to the car’s 2.0L VTEC powerplant, which produced 240 hp and revved all the way up to 9,000 rpm. Later variants of the S2000 featured a strokered 2.2L engine which delivered more power in the lower rev-range and had slightly shorter gearing to improve acceleration.

Speaking of nostalgia, the Honda S2000 has found a way to tug at many car lovers’ heartstrings, with the used market completely blowing up over the last 10 years. Many examples are going for prices near brand new MSRP, with newer and more rare models (such as the CR) commanding even higher amounts. The Honda S2000 embodies everything that is awesome about a naturally aspirated sports car that is built around the driver; and now, many enthusiasts and collectors alike are seeking to own their piece of its brilliant history.

Lexus LFA

The Lexus LFA features a naturally aspirated 4.8L V10 engine which produces 552 hp and 354 lb-ft of torque. That may seem rather modest in this age of 1,000 hp hypercars, but the LFA is more of an analog machine than most of those vehicles and is regarded by many as one of the best supercars from the last decade.

Lexus only made 500 units, and I assumed those 500 sold out quickly. I was wrong. Despite the fact that the automaker hasn’t produced the Lexus LFA since 2012, there are still seven brand new LFA models for sale in the US, according to Carscoops. With all that said, the LFA came with one of the best V8s ever produced by a Japanese automaker. This makes the car ripe for following a similar fate to the Porsche Carrera GT, which didn’t sell well when it was first released before going on to establish a cult following many years later. I would imagine that someday these cars will be worth a lot more than their original MSRP.

Dodge Viper ACR

Even if the Dodge Hellcat is hogging all the headlines these days, there’s always something you have to admire about the lunacy of having a two-seater sports car powered by a naturally aspirated 8.4L V10 engine. No, the Dodge Viper ACR doesn’t do subtlety very well. Yes, it does happen to fall under the ‘Old Testament’ definition of awesome.

With 640 hp and 600 lb-ft of torque being produced from that colossus of an all-aluminum engine, the Viper has the exhaust note of a semi-dormant volcano. It would make absolutely no sense at all if it weren’t just so damn fast.

Variants such as the SRT-10 and ACR-X took the road-going version of the car to the next level, with the latter being a turn-key, non-street legal race car that participates in Viper racing leagues around the world. The Dodge Viper SRT-10 in particular boasts more of what performance aficionados crave: kick-in-the-pants, throw-back-in-the-seat power, combined with benchmark braking, world-class ride and handling, a race-inspired interior, and bold exterior styling.

Ferrari 458 Italia

Collectively, the Ferrari 458 Italia is one of our most-loved vehicles here at supercars.net. You wouldn’t have to dive very deep to find out why that might be the case, as even just a cursory glance at the car is more than suggestive enough.

Whether it be its sleek and timeless Pininfarina design or its epic 562 hp naturally aspirated V8 engine with a 9,000 rpm redline; the 458 was destined for greatness the moment the first car drove off the production line. It has already become a modern classic. Let’s also mention that its F136-FB V8 engine provides one of the most thrilling soundtracks produced by any road-going vehicle out there, courtesy of an orchestra that octaves all the way to 9,000 rpm. Bellissima!

Such was the car’s influence that it would also go on to serve as the platform for the models which followed – namely, the 488 GTB and F8 Tributo – with the original spirit of the 458 Italia remaining intact and on full display through its successors.

Subsequent models and trims such as the Spider, Speciale and Challenge commanded varying degrees of premium in terms of performance, features, and price, over the original car.

Chevrolet Corvette C8 Z06

The C8 Corvette serves as an example of keeping things simple and going back to what worked best. The previous-gen C7 Corvette Z06 was the first of its kind to feature a supercharged version of its V8 engine. While this certainly made it the most powerful Z06 ever produced, the force-inducted unit was widely susceptible to overheating issues on the race track.

Chevrolet has already confirmed that their upcoming Z06 – based on the new mid-engined C8 platform – will be reverting back to a naturally aspirated power plant. This will undoubtedly address most of the shortcomings of the outgoing Z06 and make it much more viable for track use.

While many Corvette enthusiasts were hoping for a return of the monstrous 7.0L naturally aspirated LS7 engine from the C6 generation, we’re currently being told to expect a 5.5L V8 flat-plane crank engine which will redline at close to 9,000 rpm and produce roughly 650 hp – around the same as the C7’s supercharged unit. This smaller, lighter engine will be an essential part of the new Corvette’s mid-ship design, and we can’t wait to see it.

Honorable mention: The C6 Corvette, for reminding Chevy that less can still do more.

BMW E36 M3

BMW has a long history of building amazing cars and an equally long history of powering those cars with awesome engines. There isn’t just one path to producing a great engine, and the folks at BMW have shown over the years that they are adept at trying new things and experimenting with technology to great effect.

The E36 M3 was the model that really launched BMW’s M division to the masses. It targeted the executive buyer who wanted performance but in a tamer package than the original E30 (which was more of a true enthusiast’s car). The second iteration of the M3 brought classiness and refinement that the first generation didn’t deliver.

With a 240 hp 3.0L naturally aspirated inline-6 that was silky smooth and rock-solid, the car had plenty of low-end power and was easy to drive right off the bat. Our pick of the lot is for the 1996 model year cars; the engines were upgraded to a 3.2L displacement, producing the same horsepower but with more torque than the original unit.

Honorable mention: The E30 M3 and E46 M3, for being almost as cool.

Honda Integra Type R

Known for producing legendary naturally aspirated engines and front-wheel-drive cars in its heyday, Honda built the Integra Type R to have both of those things. Nimble like a go-kart and durable like… well, a Honda… the Integra Type R was a popular choice for the weekend racer on a budget. The DC2 platform (1996-2001) is certainly the most popular, with its 4-cylinder B18C5 VTEC engine able to produce 197 hp @8,000 rpm and 130 lb-ft of torque @ 5,700 rpm. Already a classic because of these inherent characteristics, the Integra Type R is becoming a bit of a collector’s car.

Like the Honda S2000, the aforementioned DC2 ITR has created a bubble in the used marketplace, with many examples currently going for astronomically high prices. The newer DC5 (2001-2005) Integra Type R variants are far less popular as a whole, although their engines (K20A) are often swapped into the DC2 platforms. While the idea of doing so would irk preservationists, the K20A / DC2 combo is widely considered to be an all-around performance upgrade.

McLaren F1

Launched in 1992, the McLaren F1 would go on to revolutionize the supercar industry with many of its core characteristics still referenced in the production of today’s most exotic vehicles. It paved the way for increasingly mainstream use of materials such as carbon fiber, kevlar, and titanium in sports cars and was the first production car to use a monocoque chassis.

Designed by the legendary Gordon Murray, who had one goal in mind, the McLaren F1 was built to be the fastest and best-handling production car in the world. Namely, the ultimate road car – one that is enjoyable in everyday conditions while still at the zenith of road car performance.

To plug Honda and its enthusiasts, Murray has been less than coy when it comes to where he drew his inspiration for the creation of the F1. Indeed, it was the Honda NSX that set the precedence and direction for the F1 and its overall design directive, ultimately having a profound effect on the end product.

Furthermore, Murray initially wanted to leverage McLaren’s relationship with the Japanese automaker and had initially envisioned Honda supplying the engine for the McLaren F1. However, they would end up partnering with BMW’s M Division to commission a power plant exact to Murray’s desired specifications – he wanted an engine with at least 4.5L in a V10 or V12 configuration and without forced induction.

This collaboration would end up being the catalyst in creating one of the best engines ever made – a naturally aspirated 6.1L V12 with 627-horsepower. Throughout the project, Murray was adamant about not using turbochargers or superchargers to achieve those figures, as he felt that this would help in emulating the resilience of the Honda NSX’s immensely reliable motor.

Ford Mustang GT350

The Shelby GT350 is a powerful yet nimble version of the Mustang that is equally at home on the race track as it is on the city streets. One of its most remarkable traits is its super high revving 5.2L V8 engine which redlines at an astronomical 8,250 rpm. The sport-tuned suspension is very capable on the circuit but refined enough for daily use.

The GT350R is available for those who prefer to have a more hardcore track-toy or weekend warrior via an even firmer chassis and a set of lighter carbon fiber wheels. Arguably better than its faster supercharged big brother, as it is a more balanced unit, with the NA engine making for a better feeling experience.

Our favorite version of the GT350 / GT350 R is the Heritage Edition. Ken Miles is best-known for driving the Ford GT at Le Mans to help Ford beat Ferrari. However, Miles also raced a 1965 Ford Mustang GT350 fastback on occasion. To commemorate this, Ford has rolled out a new Shelby GT350 and GT350 R in the same colors colorways as Miles’ race car. The car features a Wimbledon White paint job with Guardsman Blue stripes. The car also gets GT350 rocker lettering at the rear.

Lamborghini Aventador SVJ

In late July 2018, the Lamborghini Aventador SVJ became the latest production car to break the lap record at the legendary testing ground that is the Nürburgring Nordschleife. It would be more than a month later before the car was officially unveiled to the public, during Monterey Car Week taking place in Pebble Beach, California. It was going to take nothing short of special to dethrone the Porsche 911 GT2 RS, and Lamborghini’s new flagship car is something beyond even that.

Becoming a production car lap record holder at the ‘Ring takes a lot more than just a flashy paint job and hype. To power it’s way around this treacherous course, the Aventador SVJ employs a naturally aspirated 6.5L V12 engine which delivers 770-horsepower at 8,500 rpm and 530 lb-ft of torque at 6,750 rpm to its all-wheel-drive system. It is able to do 0-100 km/h in only 2.8 seconds and has a top speed of over 349 km/h.

With the prolific use of carbon fiber and lightweight materials throughout the car, the SVJ weighs only 1,525 kg. Four-wheel steering remains a feature on the SVJ, and it also benefits from suspension upgrades over the regular Aventador to improve overall mechanical grip, rigidity, and driving feel. Production numbers of the Aventador SVJ will be limited to just 900 units (which is includes the special edition SVJ 63).

Lamborghini Huracán STO

No Lamborghini model range would be complete without a healthy serving of special editions and one-off versions, and this is certainly no different when it comes to the Huracán. While it doesn’t yet boast the plethora of uber-rare cars that its predecessor (the Gallardo) can, special edition models are coming in thick and fast as we approach the final 3 years of the Huracán era.

The Lamborghini Huracán STO is the latest of this batch and also functions as the latest track-focused variant of the Huracán. Too hardcore to simply be considered a replacement for the Performanté (of which an Evo version is likely on the way), the STO possesses remarkable aerodynamic features such as a roof snorkel and extra-large rear wing. Carbon bucket seats with race harnesses also come standard.

The 2021 Lamborghini Huracán Super Trofeo Omologata (STO) is inspired by the Huracán Evo Super Trofeo race car developed by Lamborghini’s motorsport division – Squadra Corse – to run in its own competitive race series. The key difference between the two cars is that the STO is completely street-legal.

The STO has clearly been made to carve up any race track, which is highlighted by a 5.2L naturally aspirated V10 engine that produces 640 hp and is mated to a 7-speed dual-clutch transmission sending power to the rear wheels. Around a lap, the STO will be the fastest street-legal Huracán by a considerable margin. The base price is listed at US$334,133, with the first deliveries expected to arrive later in 2021.

Honorable mention: The Huracán Performanté, for being the basis upon which the new Evo variants and the STO were inspired.

Aston Martin One-77

Probably the least well-known car on this list – as there were only 77 ever produced – the One-77 is considered to be Aston Martin’s ultimate expression of design, engineering, and craftsmanship. The proverbial blank check along with the green light to do as they sought fit…if you will.

After three years of teasers and prototypes, Aston Martin put the One-77 into production in early 2011. This completely hand-built supercar was boldly marketed as an alternative to the Bugatti Veyron. The 7.3L naturally aspirated V12 engine was based on the power plant used in the DB9 and was designed by engine builder Cosworth. Producing 750 hp and 750 Nm of torque, the One-77 was the most powerful naturally aspirated road car in the world when it was first released.

Porsche Carrera GT

The Porsche Carrera GT has become one of the most iconic and sought-after Porsche models in the realm of exotic car idolization and ownership. It is hard to believe that things didn’t really start off that way.

When the Porsche Carrera GT was released in 2004, it was anticipated to stir up plenty of fervor. It certainly had all the attributes to do so. It was a mid-engined V10 hypercar – one of the first to be considered a step beyond supercar status – and introduced a variety of industry-first technologies and features to the production car market.It was hard to argue against the Carrera GT having the performance, appearance, and stature to justify its $440,000 USD price tag when brand new.

Nevertheless, Porsche dealerships would have a difficult time selling them despite costing over $200,000 USD less than a new Ferrari Enzo; the Carrera GT’s intended target and rival. The slower than forecasted sales are likely the cause for Porsche ending production after just 1,270 units. Though a run of 1,500 units were originally planned, the German marque went on record to blame “changing airbag regulations” for their decision to ax the car. Thankfully, this turn of events would not prove ominous for the Porsche Carrera GT over the long run. In fact, quite the opposite.

Interestingly enough, we can thank the ongoing technological advancements taking place in the automotive industry for the Porsche Carrera GT’s resurgence into the limelight. Besides being equipped with a wicked state-of-the-art, naturally aspirated, 612 hp engine which was ahead of its time, the Carrera GT was otherwise an extremely analog machine, and it is this very characteristic that would elevate its appeal over time. This was helped on mainly by the fact that since the Porsche Carrera GT was released, the exotic car landscape has shifted dramatically to the production of more user-friendly, technologically refined, and easy-to-live-with supercars – the fastest for the masses, if you will.

Ferrari Enzo

Branding race-derived technology to road cars is not a new idea, especially to Ferrari. Up until the late 1950s, Ferrari’s road cars and racing cars were essentially the same product. Since that time, safety regulations, manufacturing costs, and practicality have more clearly distinguished the cars we race from the cars we drive on the streets. The goal of the Enzo was to bridge this gap.

Racing-inspired technology lays the foundation of the Ferrari Enzo. As such, the chassis is built from carbon fiber and aluminum honeycomb panels, forming a rigid tub. At the center of the chassis is an all-new, 12-cylinder naturally aspirated engine. Dubbed the F140, it is one of the largest Ferrari engines, only being eclipsed by the Can-Am units. Having such a large displacement allows the Enzo to deliver a healthy amount of torque; specifically, 137 ft-lb more than the F50 and at 1,000 rpm sooner. Despite the engine’s large displacement, it still manages to achieve 110 hp per liter, thanks to many variable systems.

With no hybrid setup, no turbochargers, and no dual-clutch transmission, the Ferrari Enzo is the last old-school Ferrari supercar before those dang hypercars came around. It is also the last naturally aspirated Ferrari supercar, with a wonderful 6.0L V12 that just screams. With 650 hp, a claimed 0-60 mph time of 3.1 seconds, and a top speed of 217 mph, the Enzo had performance figures that spoke for themselves. The Enzo’s sharp detailing and Formula 1-derived aerodynamics look just as good today as they did back then. It’s a tough car to drive fast, and that’s what we love about it – a true old-school supercar.

Honorable mention: The Pagani Zonda for sharing the same engine.

Ferrari F12berlinetta

The most exciting car to be announced by Ferrari in 2012 was the F12berlinetta. It is the third-gen Ferrari GT which follows the 599 GTB Fiorano and 550 Maranello and would be eventually become the predecessor of the 812 Superfast also mentioned in this list. When released, Ferrari called it the fastest Ferrari ever built and cited a lap time around the Fiorano test track of 1:23.

A highlight of the car is its 65º V12 engine which produces 750 hp without the aid of turbochargers or superchargers. This unit uses variable timing and direct gasoline injection for improved efficiency. Power is sent to the rear wheels through a dual-clutch transmission and an active electronic differential.

In 2015, Ferrari revealed the F12tdf which pays homage to the Tour de France – the legendary endurance road race that Ferrari dominated in the 1950s and 1960s, particularly with the 1956 250 GT Berlinetta which won four consecutive editions in a row. The F12tdf shares the same engine with the F12berlinetta and is the ultimate expression of an extreme road car that is equally at home on the track. Only 799 were built.

Mercedes Benz AMG SLS Black Series

Inspired by the SLS AMG GT3 racing version, the fifth Black Series model from Mercedes-AMG boasts a fascinating mix of breath-taking design, outstanding driving dynamics, and uncompromising lightweight construction. The Black Series features a 6.3L naturally aspirated V8 engine which produces 631 hp @ 7,400 rpm and accelerates the most iconic ‘gullwing model from 0-100 km/h in just 3.6 seconds, on its way to a top speed of 315 km/h.

The Black Series’ engine is an improvement over the one found inside the regular AMG SLS in many key areas; the redline was increased from 7,200 to 8,000 rpm, revised camshafts were installed, restrictions were reduced, and the ECU retuned. As a front mid-engine configuration, the power plant was mounted behind the front axle, which helps to provide a weight distribution that is favorable to high-performance driving.

Audi R8 V10

The Audi R8 underwent a facelift recently. It now has more aggressive styling. It’s the best looking the R8 has ever been. The front fascia is different, and it has new side skirts, a new rear bumper, a new rear diffuser, and a new spoiler. Inside, the cabin looks more or less the same.

For the 2021 model year, Audi has announced that the R8 will be permanently available in the rear-wheel drive configuration going forward. The 532 hp rear-wheel-drive R8 takes its place in the lineup as the entry-level R8 variant; if you want Quattro, you will have to opt for the Performance model. Both variants continue to be powered by a 5.2L naturally aspirated V10 engine. Thanks to the rear-wheel-drive now being the standard offering, the base price of the car is almost $30,000 lower than the previous year – making the Audi R8 as attractive a buy as perhaps it has ever been.

If the regular R8 is not enough, you can make the jump to the Audi R8 V10 Performance and get 602 hp and 413 lb-ft of torque. Naturally, all-wheel-drive continues to come standard in this trim, although this year makes for a more significant case with the elimination of Quattro in the non-Performance (now known as RWD) version. The power bump and addition of all-wheel drive go a long way to padding the performance figures in a desirable fashion, with the 0 to 60 mph time down to 3.2 seconds and top speed up to 205 mph. The Audi R8 has always been a true performer, and now it looks better than ever, too.

Gordon Murray Automotive T.50

The T.50 represents a culmination of Gordon Murray’s lifetime of aerodynamics, design, engineering, and Formula 1 experience. He was the original architect of the McLaren F1; to this day, still one of the greatest cars, let alone supercars, ever made. Ok, so the T.50 isn’t the F1. However, Murray himself said, “It’s not £20 million, so I point out to customers this is a car that delivers the same experience [as the F1], but better in every way, and with an 80 percent discount.” Well…when you put it that way, the GMA T.50‘s $2.6 million sticker price sounds like a steal.

According to EVO, the T.50 features a naturally-aspirated V12 engine that was built by the well-known engine developer Cosworth. This engine powers the rear wheels through a traditional six-speed manual transmission. It offers a 3.98L displacement, a 12,100 rpm redline, and will act as a stressed member of the chassis. There is, though, a 48-volt mild hybrid system that will work in tandem with the V12, producing a combined output of about 700 hp. While this technically means that the T.50 isn’t naturally aspirated by the letter of the law, the 12,000 rpm redline tells us that we ought to let this one slide.

September 30, 2021 / Comments Off

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Best Sports & Performance Cars From The 1970s

The 1970s: Discomania. The Hippie Movement. Bell-bottom jeans and platform shoes. Those lava lamps that everyone seemed to have on their nightstand. Oh, and let’s not forget Happy Days – which was actually about the ’50s, but I digress – and that still-sorta-catchy Y.M.C.A song by Village People. There are so many more memorable things to mention from that decade, but let’s get to talking about how the ’70s were also responsible for producing some amazing automobiles.

We say that these cars were ‘amazing’ both because of, and in spite of, the political climate as it related to petroleum during the era. The ‘gas crisis’ as they called it, was a period when gas prices were relatively exorbitant due to severe shortages caused by an oil embargo. In significant numbers – particulary in the US – consumers began to shift towards buying smaller, economical, and more fuel-efficient vehicles. While some of the cars on this list were net beneficiaries of this change, others would need to make an even more convincing value proposition in order to persevere; some would do just that, even to this day.

Through the lens of a car enthusiast, the decade was typified by European wedge-shaped exotics, indisputably-American muscle cars, and peculiarly impressive Japanese imports. While angular silhouettes appeared to be the dominating design philosophy, there was also a cohort of manufacturers who opted for sleeker, more curvy lines. Performance by today’s standards will of course seem meager, but that didn’t preclude the existence of roaring 12-cylinder configurations and large-displacement engines. However, it was also an opportune time for manufacturers to develop and improve smaller power plants, many of which would end up being the key reason behind their respective models’ successes.

Here’s our shortlist of 15 such cars, which we have curated:

BMW M1

The BMW M1 is a bit of an enigma. Those who love it, really love it – and for all the right reasons too. First off, it should be stated that we have the M1 to thank for beginning a long line of BMW M cars which have come to define, and propagate BMW sports car performance globally. The M1 was BMW’s first mid-engined sports car and fashioned the much adored wedge-shaped silhouette; the dominating design philosophy for exotic cars at the time. It featured an impressive 3.5L naturally-aspirated inline-6 engine which produced 273 hp. So, what’s not to love? Well, BMW would have to eventually chalk the M1 up as a learning opportunity, as the car ended up being a commercial flop.

Starting off as a collaboration between BMW and Lamborghini, the car had lofty ambitions right off the bat as well; to dominate all the racing series’ it was envisioned to compete in. This particular plan never came to fruition as Lamborghini – tasked with building the cars – ended up filing for bankruptcy before production ramped up. BMW managed to scrape together some new partners to get a production version on the road, but only 455 units were ever built before it was axed for good; its asking price of 100,000 DM had a lot to do with that.

Some of those units were even built for competition, but none of them ever saw any noteworthy success on the circuit. While the BMW M1 didn’t realize its main objectives, it nevertheless remains one of the best and most important BMW cars produced to this day.

Chrysler “Aero Warriors”

The Dodge Charger Daytona and Plymouth Superbird were produced under the direction of their parent company, Chrysler. Dubbed the “Aero Warriors”, the two “sister” cars which were part of an ensemble which included the Ford Torino Talladega and Mercury Cyclone Spoiler II. All of these cars earned those nicknames because of their huge nose cones and enormous rear spoilers that made them legendary among the competition. They are considered to amongst the very first stock cars to be modified aerodynamically.

Due to homologation requirements, both Dodge any Plymouth had to produce the Aero Warriors in substantial numbers. Dodge would only end up producing 503 examples of the Charger Daytona, though in Plymouth’s case, 1,920 Superbirds would roll off the assembly line. While the race versions got full blown Hemi engines, most of the cars got 440 Super Commandos or 440 6-packs rated at 385 hp. Only a small fraction of models would come equipped with the top-gun Hemi 426, which produced 550 hp. The Aero Warriors were so successful in competition that NASCAR had to change the rules to make the playing field more even in 1971.

Porsche 930 (911 Turbo)

In 1974, Porsche introduced the first production version of a turbocharged 911. Although it was referred to as the Porsche 911 Turbo in Europe, the car was marketed as the Porsche 930 in North America. Porsche had injected all of its sportscar experience with exhaust-gas turbochargers into its series production models. At the onset only a small number of Turbos were planned. However, in the light of its amazing impact, production figures were boosted. Compared to other 911 trims, the Turbo was visually unique with wider wheel-arches, larger wheels and tires, and a large and soon-to-be-iconic “Whale Tail” rear spoiler. Early models were equipped with a 3.0L 260 hp engine. which was eventually upgraded to a 3.3L unit producing 300 hp, for the 1978 refresh.

The Porsche 930 Turbo is widely considered to be the original “widowmaker”, as it was the first car to really become synonymous with the term. This reputation was earned due to the car’s difficulty to be controlled at the limit, and was one of the scariest road-going Porsches ever built. A less foreboding distinction the 930 had is that it is the very first turbocharged 911, making it the forefather of the long and successive line of series production 911 Turbo models that followed it.

Lamborghini Countach

The Lamborghini Countach represents the early beginnings of the legend that has become ‘Lamborghini’ as we know it today. Sure, the Miura came first and wowed crowds, but it was the Countach that took the brand to an entirely new level. Once again, designer Marcello Gandini managed to draw a fascinating, unconventional car that left everyone speechless. Lamborghini wanted to build the most spectacular supercar ever made; one that would be far more advanced than its time, one that would make an even bigger impact than Miura did, one that would become the poster car plastered on every young person’s bedroom walls.

The first generation of the Countach was given the codename “LP 400“. The bodywork was made of aluminum alloy, bonded to a lightweight tubular spaceframe chassis which was designed by Paolo Stanzani. The suspension was designed such that it was double-wishbones all around, coupled with strong ventilated disc brakes. The engine was originally supposed to be a 5.0L V12 good for around 440 hp, but overheating and reliability problems would force Lamborghini to settle on its proven Bizzarrini-designed 3.9L V12.

The innovations in engine and transmission placement worked marvelously, with the first-gen Countach producing 325 hp @ 7,500 rpm and 260 lb-ft of torque @ 5,500 rpm – this translated to a very quick 0-60 mph sprint in just 5.9 seconds, and an impressive top speed of 181 mph. Lamborghini has just released a remake of the Countach, but will it ever be able to compete with the original car?

Pontiac Firebird Trans Am

In March of 1969, Pontiac quietly announced a new performance/trim option for its popular Firebird model, but things did not stay silent for long. Dubbed the Trans Am (after the Trans American Racing Series), it quickly became a pony car icon and one of the best-known American muscle cars ever produced, ultimately dethroning the mighty GTO as Pontiac’s most popular performance model. This event also marked the end of the first generation Firebird, though the Trans Am would pick up right where things left off when the second generation car was introduced in 1970.

Styling changes aside, the Trans Am remained entirely familiar in terms of being Pontiac’s flagship performance model. Although things started out with a bang for the second-gen series – and particularly the Trans Am models – the aforementioned oil embargo amongst other factors, would see the car subjected to significantly decreased power outputs halfway through the model’s lifecycle.

While the the option of having a V8 engine persevered through the entire 11 years that the model was produced, the most powerful engine option from 1975 onwards, produced just 220 hp in comparison to the 370 hp which was available during the 1970 model year. Examples equipped with the “Ram Air IV” V8 are the most powerful, and generally most desirable versions of the Trans Am, and were exclusive to the first 2 model years.

Lancia Stratos

Built from scratch to contest the World Rally Championship, the Lancia Stratos was the first car of its kind. It practically changed the rally sport, and kickstarted a new era where auto manufacturers would commonly produce road cars thinly disguised race cars in order to navigate the often times, convoluted homologation requirements. The Lancia Stratos is definitely up there as one of the most badass looking cars on this list. Its eccentric design – even in its rally form – made it more akin to an exotic road-going supercar than it did to a purpose-built rally machine.

It was homologated in 1974 as a Group 4 contender in the World Rally Championship, after a production order of 500 examples commenced in 1973. Like the road-going Stradale version, the Group 4 rally car used Ferrari’s by-then-phased-out Dino 2.4L V6 engine but tuned to 265 bhp for the 12-valve version and 320 hp for the 24-valve version. However, regulations for that year meant that only the 12-valve version of the car would be allowed to compete, although this did not encumber it from success whatsoever.

Porsche 911 Carrera RS 2.7 Touring

The Carrera RS debuted in October 1972 at the Paris Motor Show, and is considered to be Porsche’s de facto first-gen 911 halo car. It’s surely one of the best road cars of all time. It was the fastest production 911 and had proven pedigree on the racing circuits. Some feel it is still the best 911 ever produced by Porsche, and definitely makes the Top 10 on our “Best Porsches Ever Made” list. Initial production for the 2.7 was only 500 cars and it sold out almost immediately. Three versions were available, including a lightweight Sports trim, a Race trim or more the opulent Touring trim for the road. The lightweight version was substantially lighter with thin-gauge body panels, lighter windows and a stripped out interior.

Fitted with flared wheel arches, a distinctive ducktail spoiler, and a highly tuned flat-6 engine, the brilliant Carrera 2.7 RS is the model against which all subsequent high-performance 911s are judged. The 2.7 RS road car also served as the platform for homologating the parts needed for racing. The 210 hp 2.7L flat-6 engine – benefitting from Porsche’s experience gained from the 917 racing program – elevated the 911 into the 2500 cc – 3000 cc class, alongside heavyweight opposition such as the Ferrari Daytona and DeTomaso Pantera.

Fun fact: the ducktail rear spoiler is the first proper wing to feature on a 911 from the factory, while the widened wheel arches allowed more rubber to come in contact with the road. What a superb machine.

Datsun 240z

The Nissan S30 (Datsun 240Z) was the first generation of Nissan’s two-seater grand touring “Z” coupe. The Z models had a production run which lasted from 1969 to 1978. All models had a 4-wheel independent suspension with MacPherson struts in front and Chapman struts in back. Front disc brakes and rear drums were standard on all models. The 240Z and 260Z used twin-variable venturi Hitachi one-barrel side-draft SU-like carburetors. The first-generation “Fairlady Z”, launched in November 1969, was available with the same high-performance ‘432’ engine – an inline-6 DOHC 24-valve unit which produced 160 hp – as seen in the Skyline GT-R (PGC10).

The carburetors were changed beginning in the 1973 model year in order to comply with emissions regulations, though the earlier carburetors offered superior performance as compared to the later Weber carburetors. Fuel injection – L-Jetronic electronic fuel injection, designed by Bosch – was added for the 280Z in 1975 for US models. This was primarily done in order to cope with the increased difficulty manufacturers faced in getting enough power output through the use of carburetors, while still being able to satisfy US emissions regulations. The Datsun 240Z is easily one of the most beautiful cars on this list.

Lamborghini Miura P400 SV

The Lamborghini P400 Miura is considered – by virtually anyone qualified to make the call – to be the first “supercar” ever produced. That’s a pretty hefty distinction to have, but it certainly didn’t get there without earning it. Although the Miura’s chassis design could be mistakenly interpreted as a race chassis, Ferruccio Lamborghini had a strict “no-racing” attitude when it came to the purpose of the car. He even wrote a policy in the company’s bylaws that prohibited the model from being used for racing; instead, the Miura was destined to be a production road car of the highest order.

The first completed prototype was painted orange and personally driven by Bertone to the 1966 Geneva Motor Show, where it became the highlight of the event and overshadowed the Ferrari 330 GTC which was also a debutant.

The “Spinto Veloce” (SV) model is the final and most developed version of Lamborghini’s seminal supercar. Like all Miuras, it has an exotic specification and sleek profile which epitomizes Lamborghini’s image more than any other model. The main focus of the SV was a new rear suspension that made the car much wider. Longer wishbones were fitted that added 1.5 inches of length. Furthermore, larger Campagnolo cast magnesium wheels were added with wider Pirelli Cintaurato tires. While it’s common to hear the Miura being described as the world’s first supercar, we prefer to expand on this by calling it the first modern supercar, since the Ferrari 275 GTB and Mercedes 300 SL came immediately before it.

Chevrolet Corvette Stingray (C3)

While all Corvettes are iconic, and although each has its own loyal following of owners and enthusiasts who claim that “their generation” is the best, there is little doubt that the third-generation Corvette is one of the most iconic generations of them all. The C3 still holds the record for having the longest production run for any generation of the Corvette. It was during this generation that we saw the Corvette “grow-up” from being a powerful track car and Le Mans racer, to an iconic sports car synonymous with the American Dream.

Introduced in 1968 and produced until 1982, the third-generation Corvette has a storied history full of highs-and-lows throughout its 15-year production run. Much of the car’s evolution during this generation was closely tied to the economic and political climate in the United States during the late ’60s and ’70s. While early model years (1968-1972) featured big engines producing massive horsepower, stricter Federal emissions regulations would force Chevrolet to reduce engine output ratings in later models (1973-1982).

At the same time, these changes forced Chevrolet to improve upon their engineering standards; by innovating methods to reduce the car’s weight and enhance its overall design, the automaker was able to keep the Corvette relevant, even with all the restrictions in place.

Ferrari 308 GTB

There is often some confusion with the Ferrari 308/208/328 model range so we will take a minute to explain the differences here. Firstly, the 308 replaced the Dino 246 GT and GTS in 1975. The two-seater Ferrari 308 came in both a 308 GTB berlinetta and 308 GTS Targa top body style. Both were mid-engined and powered by naturally-aspirated V8s. The 308 models were produced by Ferrari from 1975 to 1985. The similar 208 GTB and 208 GTS were equipped with a smaller (initially naturally-aspirated, later turbocharged) 2.0L engine. The 308 range was updated in 1985, when it would become the 328.

The beautiful Pininfarina designed body had a pronounced wedge profile, with a rectangular egg-crate aluminum radiator grille below a slim full width satin black front bumper. However, there were numerous key design elements of the Dino 246 GT carried through into the body details. These included the scalloped door intakes, twin circular rear light assemblies, and the vertical concave rear screen bounded by buttressed sail panels.

The 308 was equipped with a transversely mid-mounted V8 engine with four twin-choke Weber 40DCNF carburetors, single coil ignition, and dry sump lubrication (in European models). The European versions produced 252 hp @ 6,600 rpm. For US market cars, power was detuned to 237 hp in order to satisfy the relatively stricter emissions regulations.

De Tomaso Pantera

The De Tomaso Pantera is the product of one of the very few (but more prominent) American x Italian automotive collaborations. Mixing Italian design language with the soul of a cast-iron American V8 engine, the Pantera had plenty of appeal on both sides of the pond. It was unlikely result of Lee Iacocca and Alessandro de Tomaso coming together to produce a version of the AMX/3; a move that set off a chain of events which would eventually bring Ford Motor Company to the exotic car landscape – and the rest as they say, is “history”.

The overall design that De Tomaso envisioned was brought to fruition by Dallara, with a possible production capacity of 5,000 cars / year originally proposed. The car had all the right ingredients to be a success, including a double wishbone suspension, disc brakes, rack and pinion steering, and most importantly: a 351 Cleveland V8. Once the design was finalized, coachwork was done by Vignale and the shells were then shipped to De Tomaso in Modena upon completion, where the suspension and drivetrain would be put in.

In 1971 Road and Track described the car as “Exciting-but not a finished product.” De Tomaso himself argued that an exotic car couldn’t be delivered to corporate engineering standards, at least not for $10,000 USD a unit. In 1973 the model was replaced the Pantera L which had less power and larger rubber bumpers. Nevertheless, it remains one of the most fascinating cars ever produced.

Ford Mustang Mach 1

The “Mach 1″ was a performance package that Ford began offering for its quintessential American muscle car in 1969. The Mach 1 designation would be available for Mustang until 1978, when the model was overhauled and entered its third-generation. Within the Mach 1 range was variety of engine options, with the potent 428 fitted with the “Cobra Jet”, serving as a cheaper alternative to the BOSS 429. For drag racing a “Super Cobra Jet” engine was available, and was essentially the same package with a reinforced drive shaft.

To compete with the Mopar HEMI engine in NASCAR, Ford launched the BOSS 429 V8 that same year. It was built as a limited production Mustang Fastback to meet the required homologation of 500 units. The ’69 BOSS is considered to be the ultimate Mustang from this era, after the less popular “clydesdale” body was used for the 1970 version. Ford prepared the 429 for inclusion into NASCAR’s Grand National Division. They modified a version Ford’s big block V8 design known as the ‘Ford 385 engine’ and changed the stroke from 3.85 inches to 3.59.

Built as a full-on race engine, the exhaust ports were so large it was nicknamed the ‘Shotgun engine’. Power was legally claimed to be 375 hp, although more than 500 hp was possible with just a few tweaks. To meet emissions regulations, a mild cam was fitted along with a smog pump and small carburetor.

Ferrari 512 BB

In 1976, Ferrari enlarged their flat-12 engine to 4,942 cc and created the Ferrari 512 Berlinetta Boxer (commonly abbreviated to ‘BB’). As a replacement for its flagship 365 GTB/4 model, the BB marked a big shift in Ferrari’s design protocols. For starters, switching to a horizontally opposed boxer engine layout for its new flagship car was new territory for the company. It also marked the significant milestone, of mounting the 12-cylinder engine behind the driver for the first time in a Ferrari car.

Mindful that a longitudinal engine with the gearbox behind would add inches to the wheelbase and/or diminish cabin space, Ferrari had decided that the BB should have its transmission placed below the engine. This would allow a shorter wheelbase and a roomier cabin. Most of the magazines and press at the time, loved the clean Pininfarina design and were shocked by its blistering performance. Acceleration was strong, with the sprint from 0-60 mph over in just 5.4 seconds. Handling and overall dynamics were class-leading at the time. Over a five year production run, nearly 1,000 512 BB models were produced.

Mazda RX-7

It’s not a very well kept secret that the FC3S Mazda RX-7 was generally considered – and at times, even marketed – as a poor man’s Porsche 924. The rotary-powered car was inherently unique because of how it moved, but its decidedly ’80s-era Japanese styling also contributes to its overall charm. Boxy features, pop-up headlights and a delightfully analog interior, the RX-7 depicted that era of JDM-ness to an absolute ‘T’.

The Turbo II was a cut above the other models, featuring – as its name suggests – a turbocharged power plant instead of the naturally-aspirated wankel engines seen in the rest of the line-up. The rear-driven Turbo II outputs 182 hp and 183 lb-ft of torque with the help of a single turbocharger. Mazda recently announced that it will be offering a heritage parts program for the RX-7, which will make it easier for owners to restore their cars with factory parts.

September 28, 2021 / Comments Off

423

Porsche 911 (992) GT3 Cup: An In-depth Look

Introduction

The world caught its first glimpse of the new 992-gen Porsche 911 GT3 Cup car back in December 2020, at about the same time that we were treated to a teaser of the yet-to-be-released production road car.

Ironically, more details were revealed about the race car than the road car at that point. Thus, we originally found ourselves relying on the Cup car – which we knew would make 510 hp and run on synthetic fuel – to give us clues on what the street-legal GT3 was going to look like, and not the other way around. But even then, most of the information remained vague.

Fast forward to mid-February 2021, with Porsche finally pulling back the curtains and officially unveiling the 2022 Porsche 911 GT3 via digital livestream on YouTube. Rather quietly – under the shroud of all the fanfare surrounding the road car – Porsche also got the ball rolling for the 992-gen GT3 Cup car, delivering the first 23 examples to customers.

New Era, Better Cup Car

As is the case with any automobile (and especially one of the 911 GT3’s caliber), development of the production car – and by association, the Cup car – was years in the making. Jan Feldmann was appointed Project Manager for the new Porsche 911 GT3 Cup, making him ultimately responsible for bringing the many different departments together needed to produce a pure-bred race car.

The very beginnings of this project can be traced back as far as 2018, with things really beginning to take shape by early 2019. The undertaking was huge, but the message was simple: “build a Porsche 911 GT3 Cup car that had better performance, a more aggressive design, and greater durability than any other before it.”

We all know that these types of challenges are nothing new to Porsche, who seem to be on a perpetual winning streak of building a better car than the ones made before it. However, this particular Cup car did present a unique obstacle for Feldmann and his team, as Porsche sought to have it run on synthetic fuel rather than conventional gasoline. The immediate goal here was to achieve a significant drop in carbon emissions, which the new Cup car has proven to be possible.

It also serves as a laboratory for the potential trickle-down of eFuels to production road cars. Producing a competitive race car that uses eFuels is surely going to have huge implications for the company down-line; Porsche have already hinted that this manner of powering some of their production cars (alongside EVs) is at the forefront of their future developments. The company’s altruistic stance on this is reflected in their desire to make eFuels accessible for all manner of combustion-powered machines.

As the seventh iteration of this one-make race car, the new 992 GT3 Cup will be carrying on a great legacy. Since 1990, Porsche has produced 4,251 units of this world-class machine; all of which have been built alongside Porsche’s production road cars at Zuffenhausen, and will continue to be in the case of the 992.

To The Races

Early adopters of the new Cup cars were invited to a private testing session to give the race car its first real shakedown on March 8, 2021. Considered to be one of the world’s most unforgiving race tracks (one which demands everything from a car’s chassis) Sebring International Raceway would host this event. Keeping in the mindset of “if it’ll survive here, it’ll survive anywhere”, the car performed remarkably in every metric and duly impressed the Porsche brass and customers alike.

This was not just a preamble for the cars, but for the drivers as well, who would then compete on the same track just 9 days later at the 12 Hours of Sebring – the inaugural event for the 2021 Porsche Carrera Cup North America season. Since then, the competition has made its rounds to Circuit of the Americas, Watkins Glen, Road America and Indianapolis Motor Speedway. The full schedule can be viewed here.

Also, a special shout out to my fellow Canadian, Parker Thompson of JDX Racing, who continues to compete for a top 3 position in the series. He won the most recent event which took place at Indianapolis, where he also set the fastest lap of the race. All the best, Parker!

“Being able to introduce the new Porsche 911 GT3 Cup race car in our own debut as Porsche Carrera Cup North America is a great honor. It is among the first of many key elements that makes Carrera Cup special for our customers here. While we will have multiple unique details which set the Carrera Cup North America apart, like a bespoke paddock experience and Michelin Pilot race tires, the most obvious and quickly recognizable to the fans will be the latest and greatest Porsche 911 GT3 Cup race car. Not only is this special on this continent, but it is also special worldwide. People will be able to watch the future of Porsche one-make racing for the first time at our series’ debut at Sebring on March 17 – 19.” – Brian Blocker, Series Director of Porsche Carrera Cup North America

Engine & Performance

The Stats

The new Porsche 911 GT3 Cup car continues to fashion a 4.0L naturally-aspirated engine, which is the same as that used in its predecessor as well as the 992 GT3 road car. In its latest evolution, the engine produces 510 hp @ 8,400 rpm – up from 485 hp @ 7,500 rpm in the outgoing race car – and 347 lb-ft of torque @ 6,250 rpm.

Arguably more significant than the 25 hp bump, is the fact that the water-cooled flat-6 engine runs on synthetic fuels – a feature that could revolutionize how motorsport race cars and production road cars look going forward. Porsche also claims that the engine is more robust than ever and requires less routine maintenance than the forgone “Mezger” engines used in the previous cars. This means that the car should be good for 100 hours of track-duty, before requiring any maintenance checks.

The Components

Unlike the road-going car, the GT3 Cup race car opts for a single intake system instead of the more ‘blingy’ individual throttle bodies, as a matter of simplicity for race engineers and mechanics. The car also comes with three interchangeable exhaust systems which allow for compliance within different race series’ rules and decibel limits.

The 4.0L naturally-aspirated flat-6 engine is mated to a 6-speed sequential transmission, which is electronically controlled using steering-wheel-mounted paddle shifters. The most notable improvements to the drivetrain, which include new driveshafts, make for a much more durable race car.

Porsche says that the GT3 Cup car’s transmission only needs inspecting once every 60 hours of racing, with the comprehensive servicing/rebuilding interval being double that. More time on the race track. Less time in the garage. A clearer path to victory.

Chassis & Suspension

The new 992 GT3 Cup has significantly enhanced safety features compared to the outgoing 991.2 equivalent, with extra reinforcements added to make the safety cell – which ultimately protects the driver – much stronger. The net increase to total weight is about 35 kg, though it is important to note that the car has shed mass other areas to help mitigate the additional encumbrance.

This is achieved by using more aluminum than ever before, with roughly 70% of the new Cup car’s components being made of the lighter material (and the rest with steel). A generous serving of carbon fiber can be found on panels such as the doors, engine cover and rear wing, while all windows are made out of polycarbonate.

Overall, the 992 Cup weighs 2,778 pounds – up from its predecessor’s 2,701 pounds – which isn’t insignificant in race car terms; however, it now comes with the extra protection and heightened safety standards that are part and parcel of building a car that is now faster than ever before.

One of the biggest changes to the new GT3 Cup car is via its suspension geometry with the introduction of a double-wishbone suspension setup in the front. This design is inherited from the mid-engined 911 RSR race car, and is also a characteristic shared with the new 992 GT3 road car, which also debuts with this same feature.

This change is significant in that the shock absorbers are only affected by axial forces, and no longer to lateral forces. In essence, this will improve handling performance and allow for more precise road manners and enhanced turn-in capabilities. The rear end continues to utilize a 5-point multi-link suspension system which also borrows its valve design from the 911 RSR. The new GT3 Cup car will also feature fully electro-mechanical power steering for the first time, which will improve the car’s reaction to driver inputs while providing greater feedback.

Aerodynamics

As expected, the new 992 GT3 Cup also features improved aerodynamic performance compared to the outgoing race car, with the new adjustable ‘swan neck’ rear spoiler being the most visually-telling change in this regard.

This design – also adopted for use on the 992 GT3 road car – is an improvement on the more traditional shape, allowing for greater downforce while simultaneously reducing drag. New NACA-style air ducts at the front of the car also help to channel airflow throughout the body and assist with engine and brake cooling.

The overall footprint of the car has also been increased, with a wider body and larger overhangs improving downforce but also making for bigger dimensions. However, as part of the total package, these changes work in tandem with the rest of the car in striking an optimal balance which ultimately makes for a faster, better and safer car.

Stability & Traction Control Systems

While driver assistance systems such ABS and traction control are optional on the GT3 Cup, they are pre-programmed into every car’s onboard ECU; they can be toggled on or off using a unique digital code.

However, the majority of these driving aids are prohibited in professional categories of competitions such as the Porsche Carrera Cup North America – pro-am and amateur racers are typically given more leniency when it comes to racing with assists turned on.

Brakes & Tires

The new 992 GT3 Cup car utilizes Brembo steel brakes for stopping power, forgoing the more exotic (but less reliable) carbon-ceramic setup which is an option in the road-going GT3. The brake calipers utilize a special “quick release” mechanism, which allows for faster brake pad changes during pit stops. Brake bias can also be adjusted on the fly from the cockpit using a rotary knob located on the switch panel.

Thanks to wider fenders and a larger body, the new race car can also accommodate a beefier wheel / tire combination than before – by default, this equates to 12” wide wheels in the front and 13” wide wheels at the rear, each wrapped in Michelin Pilot Sport race tires.

Design, Styling & Interior

Speaking in greater detail about the car’s increased width, the new 992 GT3 Cup is built upon the wider platform of the 911 Turbo production car, rather than the narrow-bodied variants as was the case for the previous Cup car iterations. Add to that, even wider fenders after the fact, and you have a front and rear track which has been widened by 1.8” and 1.1” respectively.

The car’s body panels are made of either aluminum or carbon fiber; considerations have been made for reductions not just in weight, but in cost as well. For example, panels that are more susceptible to taking damage during customary track incidents – such as bumpers and fenders – are made from the less expensive aluminum.

Inside, the GT3 Cup is fitted with a 10.3” center monitor which displays important information to the driver. The steering wheel is transplanted from the GT3 R and has carbon fiber paddle shifters attached. The dashboard can also be customized to the driver’s preferences.

Pricing

According to Porsche Motorsport, the new 992-gen Porsche 911 GT3 Cup “is now delivered with a complete accessory kit, which includes, for example, all special tools and wishbone spacers required for track adjustment.”

As for the price? Each Cup car will cost the equivalent of €225,000 (roughly US$275,000).

This of course, does not include any of the costs associated with funding a race team or the other post-purchase expenses required to keep the car running and staying competitive. Deliveries began in February 2021, with testing and the first 5 Porsche Carrera Cup North America races already having been concluded at the time of this writing. The series will be making its next stop at Virginia International Raceway, before wrapping up at Road Atlanta.

Specifications Summary

Engine
Configuration	Flat-6
Location	Rear, Longitudinally-mounted
Construction	Aluminium Alloy Block and Head
Displacement	3,996 cc / 243.9 cu in
Bore / Stroke	102.0 mm (4”) / 81.5 mm (3.2”)
Valvetrain	4 Valves / Cylinder, DOHC
Fuel Feed	Fuel Injection
Lubrication	Dry Sump
Aspiration	Naturally-aspirated
Power	503 bhp / 375 kW @ 8,400 rpm
Torque	470 Nm / 347 ft-lbs @ 6,150 rpm
Redline	8,750 rpm
BHP/Liter	126 bhp / liter

Chassis & Drivetrain
Chassis	Aluminium and Steel Monocoque
Front Suspension	Double Wishbones
Rear Suspension	Multi-link
Steering	Electro-mechanical Power Steering
Front Brakes	Ventilated discs, 380mm (15”), 6-pot caliper
Rear Brakes	Ventilated discs, 380mm (15”), 4-pot caliper
Gearbox	6-speed Sequential
Drive	Rear-wheel Drive

Dimensions
Weight	1,260 kg / 2,778 lbs
Length / Width / Height	4,585 mm (180.5”) / 1,920 mm (75.6 in) / N/A
Wheelbase / Track (fr/r)	2,459 mm (96.8”) / N/A / N/A
Fuel Tank	110 Liters (29.1 Gallons [US] / 24.2 Gallons [Imperial])
Wheels (fr/r)	12” x 18” / 13” x 18”
Tires (fr/r)	30/65 – 18” / 31/71 – 18”

Porsche 911 (992) GT3 Cup Photo Gallery

Video Gallery

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Official Press Release

Porsche Premiere. Newest Porsche 911 GT3 Cup Race Car to Make Testing Debut with Newest One-Make Series.

02/08/2021

Porsche Motorsport Weekly Notes

The Porsche Carrera Cup North America will be a leader in many ways entering its debut season in 2021. Among the firsts for the entrants into the new championship – the highest of the one-make series on the Porsche Motorsport Pyramid North America – will be the privilege as the earliest to test and race the newest Porsche 911 GT3 Cup competition car worldwide. Porsche will host an open test for all full-season entrants in the series at Sebring International Raceway on March 8 – 9. The private test will include the first 23, 2021 Porsche 911 GT3 Cup race cars produced and delivered worldwide, as well as a limited number of previous generation cars. Following the two-day private event on the 3.74-mile, 17-turn race course in Sebring, Florida, entrants will make the international competition debut for the first race variant of the type 992 generation of the iconic 911 platform on March 17 – 19 during the Mobil 1 Twelve Hours of Sebring weekend.

North America holds the honor of being the first to see the most produced factory race car in the world in Central Florida. It will be followed by its Porsche Mobil 1 Supercup premier March 30 at Zandvoort in The Netherlands. Other Carrera Cups will follow.

The seventh cup-car iteration will carry forward a great legacy. Since its 1990 forerunner, Porsche has built 4,251 units of the globally successful one-make cup racer. Of its immediate predecessor alone, 1,410 cars rolled off the 911 assembly line in Zuffenhausen, Germany: 673 vehicles from the 991.1 generation and 737 from the 2017-launched 991.2 generation.

Producing 510 hp (375 kW), the new-for-2021 machine exceeds the output of its immediate predecessor by approximately 25 horsepower. Moreover, the new GT3 Cup car can run on synthetic fuels, which significantly lowers CO2 emissions under racing conditions. The completely new Cup 911 race car is expected to cut lap times, depending on the track layout, by an astounding one-percent – an almost unheard of gain made year-to-year. Delivery to teams will begin in February 19 with the first production allocation scheduled to be delivered to North America.

The groundwork for the latest model was laid in 2018. Concrete development began in early 2019. The main development goals of the team led by project manager Jan Feldmann were to further improve performance, achieve a more aggressive design and greater durability with less outlay in terms of time and maintenance. The result is reflected in many aspects of the new racing vehicle, which, like its predecessor, is built on the production line in Stuttgart-Zuffenhausen alongside the 911 road models.

One of the most striking features of the new 911 GT3 Cup is its optimized aerodynamics and the overall more muscular appearance. This is partly thanks to the wide, turbo-spec lightweight body that is being used for the first time in the Cup car. This improved aerodynamic efficiency ensures more stable handling, particularly in high-speed corners.

Optional vehicle functions such as ABS or traction control are already stored in the car’s onboard ECU. They can be activated via a digital code. In the Porsche Carrera Cup North America as well as the Porsche Mobil 1 Supercup, the majority of these driving aids are switched off in the professional classes. The focus of Carrera Cup and Supercup is on the talent of the drivers not the race car.

While the rear axle in the new Cup car essentially remains unchanged compared to the production 911 model, the front wheels are now controlled by a double wishbone suspension and Uniball bearings – like in the Porsche 911 RSR, the top racing model in the Porsche lineup. Through this, the shock absorbers/dampers are no longer exposed to lateral forces, only axial forces. This ensures more precise turn-in behavior and gives the driver a better feeling for the front axle. The shock absorbers have also inherited the cutting-edge valve technology from the Porsche 919 Hybrid LMP race car and 911 RSR. Fully electro-mechanical power steering has been introduced into the Porsche 911 GT3 Cup for the first time this year as well. While the car remains true to its Porsche roots in feel and performance, drivers who have experienced even the most recent generation of “Cup car” will have to adjust to the new, more precise handling of the newest generation. This puts a premium on the first test session at the fast, and bumpy, central Florida race course.

In terms of the engine, the 911 GT3 Cup remains true to the naturally-aspirated principle. In its racing version, the four-liter, water-cooled flat-six engine develops 510 hp (375 kW). The engine is connected to the sequential, six-speed gearbox with gear changes being made via a paddle shift on the steering wheel.

Entrants will take delivery of their new Porsche 911 GT3 Cup race cars beginning February 19. To help maintain a level playing field for all customers, regardless of their designated delivery slot, teams will not be allowed to test the cars on track prior to the Porsche Motorsport North America-managed Sebring test on March 8. To learn more, please visit www.PorscheCarreraCup.us

September 24, 2021 / Comments Off

421

Porsche Mission R concept

Porsche has been involved in customer racing for over three decades by now, 31 years ago the first Porsche Carrera Cup Deutschland was held, and since then over 4,400 bespoke Porsche Cup cars have left Weissach, with the latest iteration being based on the 992 model, the 911 GT3 Cup was launched just ahead of the 2021 motorsport season, but the future in automotive is electric, so Porsche now shows us their Mission R Concept for an all-electric one-make series.

But it’s not only about being all-electric, this Porsche Mission R concept is also made from natural fiber-reinforced plastics as one of the sustainable materials to be used in the future on this extremely low-slung, all-electric competition car that still showcases the characteristic lines of the sports cars from Stuttgart-Zuffenhausen.

Porsche developed two new, bespoke electric motors for this Mission R concept study, which in qualifying mode can deliver up to 800 kW or nearly 1,100 PS, for now, the battery capacity is 80 kWh with innovative direct oil-cooling, and comes with Porsche’s innovative recuperation system … in the Mission R, you are able to do sprint racing without loss of output.

“Porsche is the brand for people who fulfil their dreams. This is also true in motorsports. We experience our innovative strength on the race track, demonstrate courage in pursuing new avenues and delight car owners with sporting performance,” says Oliver Blume, Chairman of the Executive Board of Porsche AG. “In addition to our involvement in the Formula E World Championship, we are now taking the next big step forward in electric mobility. The concept study is our vision of all-electric customer motorsports. The Mission R embodies everything that makes Porsche strong: performance, design and sustainability.”

The Mission R can accelerate from 0 to 100 km/h in just 2.5 seconds while the top speed is over 300 km/h, on the track this all-electric race car performs equally well as the current Porsche 911 GT3 Cup, the peak power output of 1,100 PS is only available in so-called ‘qualifying’ while the normal, constant power output is 500 kW or 680 PS in ‘Race’ mode.

There are two electric motors in Porsche’s Mission R, the front one is capable of up to 320 kW or 435 PS while the one for the rear wheels can go a higher up to 480 kW (635 PS), with the advanced 900-volt technology and Porsche Turbo Charging, the batteries can be charged from 5% up to 80% during a 15-minute pit-stop, with charging taking place up to 340 kW.

The Mission R concept also features Porsche Active Aerodynamics or PAA with Drag Reduction System (DRS) on both the front section and for the rear wing, consisting of three louvers in both side air intakes of the nose cone while the rear wing features a two-section adjustable part, other parts of the body, like the front spoiler, side skirts, and the rear diffuser are made from natural fiber reinforced plastic (NFRP), the basic material of which is made from flax fibers obtained from farming.

While the Mission R might just be a concept study at this time, there is still a complete interior found inside, with an ergonomically positioned display between the controls on the steering wheel, a second display above the steering column shows what’s behind using side mirror cameras and even an additional, centrally mounted rear-view camera, there are even action cams scattered throughout the interior for actual live-action streams during a race.

The Porsche Mission R also wants to minimize the difference between real-life racing on a track and a virtual experience on a simulator, the central monocoque of this concept can double as an esports simulator in exactly the same form, while on the real car the safety structure is made from carbon fiber composite material, the roof structure is an “exoskeleton” that combines the roof panels and the safety cage in one unit.

When compared to one of Porsche’s successful cars on the road today, the 718 Cayman, the Mission R is a little shorter at 4,326 mm, but its width at 1,990 mm is considerably wider while overall height at 1,190 mm sits well below the Cayman roofline, the Mission R offers us a glimpse at what customer motorsports will look like in the future, the show car celebrated its world premiere at the 2021 IAA MOBILITY in Munich.

September 11, 2021 / Comments Off

393

Porsche Mission R: The Future of Porsche GT Cars, Electric with 1000hp+

The new Porsche Mission R is the latest all-electric vehicle from Porsche AG. This time however, it comes in form of a GT racing car, effectively previewing the future of Porsche GT racing but also hinting at what the future Porsche GT road cars will utilize as a powertrain. The model features add-ons parts made of natural fibre reinforced plastic (NFRP) which creates 85% less CO2 compared to carbon fibre. The natural fibre material has been used on the front splitter, the side skirts and on the diffuser.

The Mission R has two electric motors at the front and rear, altogether producing 1088hp in Qualifying Mode and 680hp in race mode. 0-100 km/h is achieved in just 2.5s while the top speed is limited to 300km/h. Lap times are at per with those of a GT3 Cup car. The 900v battery can be charged from 5-80% in just 15 minutes thanks to Porsche Turbo Charging.

The electric racing car features a new roll-over protection concept; a cage structure made of carbon fibre reinforced plastic (CFRP) to protect the driver incase of an accident. The carbon cage has been fitted on the roof and its visible from outside through the transparent segments.

The exterior features natural fibre reinforced plastic on the doors, front and rear wings, sill/side panels and on the rear center section of the vehicle. The natural fibres are based on agriculturally produced flax fibres, they are light as carbon fibre and deliver stiffness with a low weight of less than 10%.

The carbon cage was named ‘Exoskeleton’ by the engineers who designed it, the cage combines high protection potential for the driver with low weight and features some transparent surfaces as well as a removable escape hatch for the driver based on FIA requirements for racing vehicles.

The vehicle has been equipped with advanced Porsche Active Aerodynamics (PAA) which can adapt to its characteristics optimally to what the driver is doing on the track and a Drag Reduction System (DRS) consisting of three louvres in the air intakes on each side and an adjustable two-section spoiler.

The Mission R has been fitted with 18 inch magnessium Cup centre lock wheels , the wheels are flow-optimised and consists of smooth carbon aeroblades and milled five twin spokes. The wheels have been moiunted on Michelin tyres measuring 30/68 on the front axle and 31/71 on the rear axle.

The model features a brake-by-wire braking system with a control unit to control the interaction between the hydraulic and the electric brakes known as brake blending. With a high output of 800kW, the brakes are subjected to a lower load and could be reduced in size.

Additionally, the vehicle is started with a battery status of 85% (SoC) and recuperation is possible which means more than 50% of the energy can be re-used depending on the race track.The model also features an Electric Power Steering (EPS).

Porsche Mission R

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September 10, 2021 / Comments Off

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A Look Back: The Holy Trinity Of Hypercars

If time travel were possible, going back to the middle of the first decade of the 2000’s and mentioning the word “hypercar” would have garnered you some very odd looks. In fact, by then, the word “supercar” was still only just about 20 years old, when the Porsche 959 and the Ferrari F40 had brought the term into the common vocabulary. Even then, it wasn’t seared into the mind until the greatest supercar of all, the McLaren F1, was made.

Yet, in 2021, we all know what a hypercar is. There were a few cars that started the term rolling around in the mind, like the SSC Ultimate Aero and the Bugatti Veyron, but it wasn’t until 2013 that what are now considered the holy trinity of hypercars were released, and the motoring world was irrevocably changed.

Three cars, from three manufacturers, all released in the same year, have come to define what it truly means to enter into the rare company of those vehicles labeled as hypercars. The McLaren P1, the Ferrari LaFerrari, and the Porsche 918 Spyder all broke through so many technological milestones and proved that a super-high-performance supercar could actually exist that a new term had to be coined for them.

But what were those barriers? What do we take for granted in today’s ultimate supercars that was revolutionary in 2013? And would we be where we are now, at the dawn of the EV hypercar decade, if not for these three masterpieces?

A Different Way Of Thinking: The Hybrid Movement

How Motorsports Helped Forge The Hypercar

The biggest thing that all three of the Holy Trinity brought to the table was the use of hybrid electric power to not save gas or make things quieter, but to boost performance and power. It seems almost comically ironic in 2021 that before the year 2010, hybrid electric assist in cars was scoffed at as being for environmentally conscious consumers and that if you wanted raw power and speed, you stayed with an internal combustion engine only.

2009 Japanese Grand Prix, Red Bull RB5 equipped with KERS unit, wikimedia

However, there was one area that a select few engine developers and car manufacturers were interested in using hybrid power in a different way. The FIA Formula 1 World Championship had changed throughout the first decade of the millennium from being all about speed and power, to being about speed, power, and sustainability. As part of this environmental lean, in 2009, the FIA allowed for a Kinetic Energy Recovery System, or KERS, to be used in F1 to allow for an on-demand boost of about 80 HP to the 750 HP provided by the V8’s used in the series.

This energy was often stored in batteries or capacitors, and was captured through regenerative braking, where an electric generator assisted the brakes on the rear wheels of the F1 cars. By nature, Ferrari, as the longest continuously running team in the sport, and McLaren, another long running team, started immediately thinking about how this technology could be used in a high-performance road car.

On the other side of motorsports, Audi, under the umbrella that is the Volkswagen Group, was a serious contender in endurance racing, and their 2006 to 2010 R10 and R15 TDI diesel was winning pretty much everything. The ACO, the governing body of the 24 Hours of Le Mans, in conjunction with the FIA, announced that for the 2012 race, electrical hybrid assist was going to be permitted.

Since Porsche, another company under the VW Group umbrella, was actively developing hybrid systems for their road cars, especially the Cayenne SUV, some of their engineers were brought in as experts in hybrid systems to work out how to make the hybrid system be a performance assist, instead of being a fuel efficiency assist. This, of course, gave those engineers some ideas, and when they returned to Stuttgart, we can only assume a series of closed door meetings happened quite quickly.

The Development Of Performance Hybrid Systems

Porsche was the first to truly step into the field of using a performance hybrid system in conjunction with something close to a road-going racing car, with the 2010 Porsche 911 GT3-R Hybrid. Since Porsche GT3 and Cup cars are built off of the 911 Carerra platform, the engine is mostly the same across the cars, except a bump up to 4.0L and the replacement of internals with race-grade components.

Williams F1, in the meantime, had been developing a KERS system for the 2009 season, but ultimately ended up not using it. Porsche and Williams have historically been good partners, so when the German company wanted to put a hybrid into their race car, Williams were only too happy to use the 95% finished 2009 KERS with the 911 GT3-R.

The 911 GT3-R Hybrid officially debuted at the 24 Hours of Nurburgring in 2010, although it had raced as a wildcard in the VLN event a couple of weeks before the big race. It was a true four-wheel drive system, with the 500 HP 4.0L flat-six powering the rear wheels, and the 210 HP hybrid system, via two 105 HP motors, driving both front wheels. The car was instantly fast and, very importantly, very, very reliable. It raced for the rest of 2010 and all of 2011, and very rarely had any issues.

During 2010, Ferrari had also started testing out a performance hybrid system, as they were in the planning stages of their “once a decade” special car for elite Ferrari customers. It had started with the F40 in the 1980s, the F50 in the 1990s, and the Ferrari Enzo (F60) in the 2000s. The upcoming F70 had no name yet, but it was known that it would, like the previous two cars, have a V12 in the middle of the car and be the ultimate expression of Ferrari performance and technology.

At the same time, McLaren had been impressed with the on-demand hybrid power of KERS in F1, and in 2010 tasked their internal skunk works, McLaren Special Operations, with investigating how to use that system in a road car. They were also tasked with talking to the McLaren Formula 1 Team to integrate other parts of F1 tech into the car, including a Drag Reduction System (DRS), and an Integrated Power Assist System (IPAS), which McLaren was developing for the 2011 Formula 1 system.

The Realization Of Performance Hybrid Power

From those development launches in 2010, all three companies immediately started to design, prototype, and refine their thoughts into three very distinct applications of the performance hybrid system.

Porsche focused their development on using two electric motors in conjunction with a detuned version of their prototype Le Mans engine from the Porsche RS Spyder, which was their Le Mans testbed before they eventually developed the Porsche 919. The 4.5L V8 produces 600 HP on its own, and mounted to the transaxle, an electric motor provides 154 HP and also serves as the KERS recovery system. The front axle is powered by a 127 HP electric motor only, and an automatic electric clutch decouples the motor when it is not needed.

In this way, the Porsche 918 Spyder was designed as a primarily rear-wheel-drive supercar, with the ability to suddenly jump from 600 HP through two wheels, to 875 HP through four. The 918 prototype and eventual production car also accelerated like a bat out of hell, with 0 to 60 times under 2.3 seconds and clearing 0.62 miles (a standing kilometer, as Germany uses metric) in under 18 seconds at 184 MPH from a dead stop. The 918 Spyder can also be run entirely on the electric motors, and has a manual deployment mode where the driver can request extra power at any time.

Ferrari had a wonderful testbed already in place with their FXX program based on the Ferrari Enzo. The original FXX prototype was refitted with a new version of the 6.0L F140B engine from the Enzo that had been bumped to 6.3L and had a prototype Hybrid-KERS (or HY-KERS in Ferrari’s internal notes) attached. Where Ferrari differed from Porsche was in that they only used the hybrid system on the rear of the car, and at that, only between the engine and the transmission, which was mounted as a transaxle.

What was to eventually become the F140 FE 6.3L V12 produced a monstrous 790 HP, with the HY-KERS producing 161 HP. The F70 was officially named the LaFerrari (literally “The Ferrari”) and used the hybrid to burst power to the wheels during gear shifts and deploy on wide open throttle to boost acceleration. Unlike the Porsche, there is no manual deployment mode for the hybrid system in the Ferrari, as they want the driver to be focused entirely on the act of driving and the experience, not fiddling about with little buttons.

McLaren’s primary realization of the performance hybrid powertrain sat in between the two others for its P1 supercar. Like the Ferrari, it uses only one motor on the transaxle, and like the Porsche, has a manual deployment mode and electric-only mode. It also has the smallest engine of the three, a 3.8L V8, but compensates with two turbochargers boosting the engine to 727 HP. The hybrid motor adds 177 HP, for a combined total of 903 HP, and all of it through the rear wheels.

Of the three, the McLaren has the most Formula 1-like deployment system. It uses the hybrid power to effectively “torque-fill” the powerband. During initial acceleration, as the turbos are spinning up, the car is using mostly the hybrid to get going. Once on the turbos, the hybrid then uses a special Integrated Power Assist System (IPAS) as originally planned, bursting the power during gear shifts, and boosting to the full 903 HP when the ECU detects wide open throttle. The McLaren also has a command-DRS system, that if the ECU and computers detect the car is stable enough, will flatten the rear wing out of the airstream, using pure downforce over, under, and through the body of the car to keep it stable.

Even then, however, the McLaren P1 was considered the most wild of the three. Famously, during an episode of Top Gear where the P1 was driven on the Spa-Francorchamps race circuit, even a gentle application of the throttle had the rear end squirming. It led to Jeremy Clarkson labelling the car as “The Widowmaker,” and despite any potential negative connotations that may have brought with it, McLaren actually embraced the label, with those that wanted their cars painted black having the option of choosing either a metallic black or, unofficially, matte “Widowmaker Black.”

Enter The Hypercar

All three cars were unveiled at car shows, and all three cars had their order sheets filled almost instantly. McLaren, through McLaren Special Operations, presold all 375 of their production cars while they were still prototyping the final version to recognized special clients. Ferrari sold all 499 of their production cars to invited customers that were selected manually for their loyalty to the brand and their willingness to buy Ferrari cars in their top specs. Porsche had the most open sales system, with half of their 918 units being offered to preferred clients, and the other half being sold through expressed interest registrations, and interviews with those who signed up to see who would best suit their car.

The release of all three cars also brought the reality of near-1,000 HP supercars into the spotlight. Before the three, the only car that had come close was the Bugatti Veyron, seen as a technical exercise by Volkswagen to show off their might. And at that, they needed a W16 engine with four turbochargers and a whopping ten radiators just to keep the thing from melting. By comparison, the “hybrid high-performance supercar” realized the dream of Veyron-like speed and power, but without needing nearly $3 million to get it.

Yet, “hybrid high-powered supercar” is a bit of a mouthful. No one can really pin down the exact moment that the term hypercar was attached to the Porsche, Ferrari, and McLaren, but the most common theory is that someone shortened the label to “hi-per-car,” and with a single letter changed, it became “hypercar.” In terms of official terminology, the most commonly accepted definition is of a supercar that is extremely powerful, limited edition, and has a cost near or over $1 million.

The Future Of Hypercars

2013 was a momentous year because of the birth of the term hypercar, as well as the release of the three cars that ultimately came to define the term. It was a concorde moment, a fixed point in time, a bridge once crossed never to be crossed again. We, as automotive enthusiasts, had gone from admiring extremely high performance supercars to admiring technological powerhouses with a brand-new moniker for them.

The reality of the present day, in 2021, however, is that fuel prices are going up, and may never come back down. We also know, through some very complicated math done by some of the most brilliant minds on the planet, that we will eventually run out of petrol-style fuel in this century. When a hypercar gulps down fuel to flex its speed and power, this can become a bit of an issue.

This is why, over the past 15 years, the idea of alternatively fueled performance cars, and even fully electric performance cars, have started to become reality. And it is motorsport that has brought us to this reality once again.

The FIA World Endurance Championship, from 2021 onwards, has replaced the top-level Le Mans Prototype 1 (LMP1) class with the new Hypercar class. This new class was brought about to allow smaller manufacturers and those with smaller motorsports budgets a very open set of rules to race with.

Under these rules, there are minimum and maximum height, width, power, and downforce regulations, but unlike the previous LMP1 class, there is no limitation on how to achieve those numbers. This has already led to some amazing designs, such as the SCG 007 Corsa and the Peugeot 9X8 Hypercar.

FIA Formula-E 2020 World Championship Spec car, from

The FIA also took a risk in 2014 by announcing a new Formula racing series, Formula Electric. Known as F-E or Formula-E, this series uses battery powered, semi-open-wheel cars to race around tight street circuits without a drop of petrol being used. It had a rough go of it in Gen 1, when battery and motor technology was still being developed, but ever since Gen 2 started in 2018, it has quickly gained popularity.

In fact, as of 2020, the FIA gave Formula-E world championship status, meaning that drivers for the series now need to qualify for an FIA Platinum license, one step below the Super License needed for F1. As well, 2022 will see the new Gen 3 car, which has a new power unit developed by Williams Advanced Engineering (a subsidiary company of Williams F1), and Spark Racing Technology, who built the Gen 2 car.

Even then, the FIA wasn’t finished, and their sister association, the FIM, wanted in on electrification too. As of 2022, the FIA World Rally Championship will be using hybrid powertrains, and this year, the inaugural season of FIA Extreme-E off-road truck racing launched. In 2019, the FIM, the governing body of both World SBK and MotoGP, launched the Moto-E series, using fully electric superbikes manufactured by Energica in Italy.

So it should be no surprise, then, that the most recently announced and most desired hypercars out there are fully electric. Cars such as the Rimac Nevara and the Pininfarina Battista have massive power, range equivalent to a petrol-powered hypercar, and they also fit the definition of being limited series and near or over $1 million. These electric hypercars are also reaching stratospheric power numbers, with the Lotus Evija hypercar being the first production hypercar to break 2,000 PS, or 1,970 HP equivalent.

Bugatti has already announced that it is highly likely that their next hypercar after the Chiron will be either a massively hybrid car, with most of the power generated by electrification with a high performance, small engine included, or fully electric. This is on top of their recent partnership with Rimac, forming the Bugatti Rimac partnership, and giving VW a 35% ownership stake in Rimac. Hyundai and Porsche have also invested in Rimac, both gaining about 10% of a stake, so there is definite interest in performance EVs.

Koenigsegg is already making a massively hybrid hypercar, the Gemera, which uses a tiny 3-cylinder twin turbo engine producing 600 HP tied together with a crankshaft hybrid motor providing 400 HP to power the front wheels, and both rear wheels powered by individual 500 HP electric motors. This gives the 2+2 Gemera coupe 1,700 HP combined, and it can go 1,000 km (621 miles) on a single tank of E85 biofuel.

There is no shortage of exciting news about electric hypercars and massively hybrid supercars these days. Much like 2013, 2021 and 2022 promise to be the years we look back on in 2031 as the unofficial start of the electric super-vehicle revolution, and with almost every single supercar manufacturer now on board what is known as “The Green Promise,” you can be certain that big things, new technologies, and amazing cars using breakthrough ideas are still to come. Hypercars are here now, and they are here to stay.

The only thing we honestly need to worry about is what the next label will be, but we think Christian von Koenigsegg has already coined it when he unveiled the One:1. That term? “Megacar”

September 9, 2021 / Comments Off

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Best New Performance Hybrids & Electric Cars

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

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

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

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

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

Acura NSX Type S

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

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

Rimac Nevera

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

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

Ferrari SF90 Stradale

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

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

Porsche Taycan Turbo S

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

With the introduction of the new Cross Turismo range of Porsche Taycan models, we’re now entering the second act of the company’s electrification strategy. The Porsche Taycan Cross Turismo carries over the EV-platform and performance from its sedan counterpart, then amalgamates them with the utilitarianism of a sporty crossover / estate. While a number of the Cross Turismo models’ design elements bear an obvious resemblance to the sedans, they offer something very distinct as well.

Lamborghini Sián

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

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

Tesla Model S Plaid+

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

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

Koenigsegg Regera

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

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

Lotus Evija

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

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

Audi e-tron RS GT

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

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

Pininfarina Battista

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

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

Aston Martin Valkyrie AMR Pro

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

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

Mercedes-AMG Project One

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

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

Porsche Panamera Turbo S E-Hybrid

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

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

Koenigsegg Gemera

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

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

McLaren Speedtail

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

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

September 6, 2021 / Comments Off

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