Ghostbuster hit the movie theatres in 1984 to become a massive phenomenon, mixing a comedy with both science fiction and horror, all bundled into an action movie, and let’s not forget the 1984 release grossed a total of $295,000,000 in her first run, making it the first movie blockbuster in history according to the Hagerty press release. In 1989 a sequel was released, while a new attempt was made in 2016 with a reboot … but now, 37 years later, Ghostbusters Afterlife is released.
And while we loved the actors in the 1984 release, you can’t deny one of the stars was a massive car, the 1959 Cadillac with the famous license plate Ecto-1, one of those illustrious movie cars that would gain cult status over the years, and a slew of replicas have been built ever since, even today while sourcing the original base car is getting more and more difficult.
For the 1984 movie, the producers found a 1959 Miller-Meteor Futura, a custom-built using a Series 75 Commercial Chassis from Cadillac, usually destined to become either ambulances or a hearse, adding the large rear door that was hinged at the side, characterized by the big fins at the rear, a massively long, creased front bonnet and spats covering the rear wheels, design features taken from other famous Caddies of the time such as the Eldorado.
But make no mistake, as Murray and Aykroyd used to transport their ghostbusting kit around New York at speed, this massive car was 21 feet long (about 6.4 meters) and came with a large displacement 390 ci (6.4-litre) V8 engine that produced 325 hp at 4,800 rpm while guzzling gas at an alarming rate … archived mention at least two of these Miller-Meteor Futura were acquired by Sony for the movie.
With only two movie cars ever, it is no surprise the value of a real Ecto-1 is increasing all the time, experts from Hagerty state an original movie used Ecto-1 could be worth $500,000 or more, and that would make sense as the car itself is already rare, let alone with the Ghostbusters pedigree added.
Hagerty Editor, James Mills, said of the Ghostbusters star car “It’s spooky just how well-known Ecto-1 is. Ghostbusters made it one of the most famous movie cars ever to emerge from a props department. Despite its place in pop culture, few film fans will be aware of the values of an Ectomobile; the real-deal could be worth up to half a million dollars, and even replica examples are valuable. Owners should make sure they’re insured for the correct sum, or they could be in for a nasty fright.”
Rumor has it only 25 units of the original Miller-Meteor Futura were ever built, and Sony got two of those to be used in the movie and added a third one as a show car for promotional reasons … that’s about 10% of the entire production already spoken for. When you look at the value of a standard 1959 Cadillac Series 75 Commercial Chassis at $52,000 right now, you might frown at the prices the movie-related Ecto-1 cars changed hands in the past.
A listing in the Hemmings magazine from 2007 had one of the movie cars for sale at $149,000, while a car built for the Universal Studio theme park in Florida got listed on eBay for just $45,000 in 2008, a Barrett-Jackson auction from 2020 offered one of these two cars … she changed hands for $88,000 … but don’t start dreaming of adding a genuine Ecto-1.
Fast forward to 2021, and the estimated value of a genuine, certified movie-used Ecto-1 Miller-Meteor Futura is set at $500,000 … or more by Hagerty, but there is another, slightly cheaper option possible … a replica, last year the same Barrett-Jackson auction house sold a fan-made Ecto-1 replica for $220,000, not based on an ambulance but on an original 1959 Cadillac Superior hearse.
In the UK we find Peter Dale who bought an earlier conversion replica for only £70,000 … over time he spent another £80,000 to get this 1959 Cadillac to the glorious Ecto-1 replica we see here.
What’s Ecto-1 like to drive? Peter said: “Although it’s a very big car, it’s easy to drive. Visibility is great through all the glass and it’s got power steering and assisted brakes. Surprisingly for something so long, the turning circle is quite good. The biggest problem is that it attracts so much attention. You go to change lanes and there’s someone alongside filming on a smartphone, so you have to have your wits about you.”
November 18, 2021 / Comments Off on The famous Ghostbusters Ecto-1
There’s a new Nissan supercar coming, eventually. However, that’s about the only news that’s been confirmed at this point. Everything else is little more than speculation, bits and pieces of information gleaned off news reports, remarks by company executives and from the fact that surely, the R35 can’t remain in production forever.
The current-generation Nissan GT-R started out as a concept vehicle way back in 2001. Then the production of the R34 Skyline GT-R was coming to an end and Nissan were looking for a worthy replacement that could be made available in international markets.
An enhancement of the 2001 concept, dubbed the GT-R Proto, was displayed at the 2005 Tokyo Auto Show before the production-ready GT-R was finally unveiled in 2007 at the same event. There was no denying the tsunami effect its launch had on the car community back then. Nissan dropped ‘Skyline’ from its name and positioned it as a standalone flagship model.
Image courtesy of Oliver Marriage, Auto Express
It became the first GT-R made available in other markets outside of Japan and it showcased the best of Japanese automotive brilliance to the rest of the world. Among other things, the car featured an independent transaxle 4WD system, the first one developed completely independently by Nissan, paired with a dual-clutch transmission, operated by paddle shifters.
Image courtesy of Motor Authority
Takumi & the GT-R
Then who can forget Takumi? A Japanese term that ordinarily refers to a master craftsman who has perfected his skill over several years of hard work and dedication at the highest levels.
At Nissan’s Yokohama plant, the Takumi is a designation shared by 4 individuals of almost mythical status – the engineers who bear the enormous responsibility of handcrafting every Nissan GT-R engine, making sure that all the individual components work together in complete harmony. These men possess more than a century’s worth of experience between them and together, they are able to create a mechanical masterpiece that powers every GT-R.
Power, Torque, & More… For Days
The first Nissan GT-R was fitted with a hand-built 3.8-litre twin-turbo V6 engine that generated 480-hp at 6,400 rpm and 430 lb-ft of torque from 3,200 rpm to 5,200 rpm. It is essentially the same power plant in today’s GT-Rs but continuous tweaks and enhancements have boosted that power output to a thumping 565-hp and 467 lb-ft of torque.
That power output, complemented by Nissan’s incredible Advanced Total Traction Engineering System for All-Terrain (ATTESA), made for some truly impressive performances, especially when it came to speed and acceleration.
For example, the 2007 GT-R could rocket off the line and hit 60 mph in as little as 3.2 seconds before going on to complete the quarter mile run 8.4 seconds later at 120 mph.
It was potent enough to take down more established rivals like the Ferrari California, 2009 Porsche 911 Carrera and even the 2009 Gallardo LP560-4; cars that were significantly more expensive than the $69,000 GT-R. It was not long before people started referring to the GT-R as ‘Supercar killer’ or the more ominous-sounding one – Godzilla. It’s a nickname that’s stuck to this day.
How is the Nissan GT-R Faring Now?
The Nissan GT-R is now in its 14th year and the Japanese carmaker, to its credit, has made constant improvements to the car, mostly under the skin to create an even more formidable supercar.
The latest iteration of the car can hit 60 mph in just 2.7 seconds and fly past the quarter mile marker in 10.9 seconds at 128 mph. These are still impressive numbers but there’s no denying that the once imperious GT-R is rapidly losing its mojo. It is becoming much harder to justify its hefty price tag too that can reach north of $200,000 depending on the model trim and specifications.
Image courtesy of Nissan
Available market data lends further credence to this statement. Being a supercar, volume production was never a priority but even then, GT-R sales numbers have not been particularly encouraging, especially in recent years.
The Nissan GT-R first hit the American market in 2008 and in that year, a record high 1,730 units were sold. The second peak came in 2014 when 1, 436 units of the car found new owners. However, that number has steadily trended downward since then.
In 2020, only 301 GT-Rs were sold. The story is not much different in Europe where numbers have mimicked the downward slope of GT-R sales in America.
To be fair, Nissan have tried their hardest to keep the GT-R alive and kicking. The supercar’s performance has been offered in several packages that include the base model and variants like the Track Edition, Black Edition and of course, there’s the NISMO GT-R and the NISMO GT-R N Attack.
Then, you have the limited edition specs like the Midnight Opal Edition, 45th Anniversary Edition and the GT-R Naomi Osaka Edition, of which 50 units were planned to celebrate the brand’s partnership with the Tennis star.
To top it all off, there’s the exclusive GT-R 50, designed in partnership with renowned coachbuilder, ItalDesign, to celebrate the nameplate’s 50th anniversary. A total of 50 units will be produced, with each one priced at a cool $1.1 million.
Image courtesy of Nissan
Apart from the Nissan GT-R 50 by ItalDesign, very little has changed with regards to the GT-R’s external design and it is an area where the carmaker has, deservedly so, received some knocks.
The interior has also been criticized for its liberal use of cheap-looking plastic. Initially, it was not that big a deal when the car cost less than $70,000, especially with the level of performance offered. However, the complaints started to mount as the price increased steadily over the years and the interior layout remained stuck in the ‘dark ages’.
Overall, it’s gotten to the point where it almost looks like the same car is being offered year after year no matter how much Nissan tries to ‘differentiate’ each new release. The market can be quite unforgiving and the legend of the almighty GT-R risks being ridiculed if Nissan doesn’t not step up its game with a complete redesign or replacement.
What’s Next for the GT-R?
As mentioned at the beginning of this piece, it does looks like the ‘big change’ is indeed coming and all hope may not be lost yet for the GT-R. Various automotive news sources from Japan have confirmed that there will be a new Nissan supercar but there’s little to indicate that a firm decision has been made by the company executives regarding exactly how to approach its development.
Image courtesy of Enoch Gabriel Gonzales
Earlier this year, Top Gear reached out to Philip Klein, Nissan’s product planning executive, to ask about the next-generation R36 GT-R. He confirmed that a new GT-R was indeed in the works but also added, ‘yes, you guys have to be patient because we will meet your expectations.’
How patient? You might wonder. Well, I’m afraid you’ll have to be in for the long haul. In May 2020, Nissan produced a promo video that detailed the future of the company’s product lineup and the GT-R was noticeably absent. That indicates that a new GT-R could still be up to 3 years out, and that’s me being quite the optimist.
There are quite a few issues that need to be addressed by the carmaker even as it mulls over a possible path for its next-gen supercar. Emission regulations are stricter than ever and this, coupled with the recent shift towards electrification in the automobile industry does pose an interesting question. Will the new Nissan GT-R be all-electric or will there be some sort of hybrid powertrain? These options are again challenging prospects as going this route will no doubt add extra bulk in the form of batteries and electric motors, to a supercar that’s no lightweight in the first place.
The Issue of Cost
In September 2020, Ivan Espinosa, senior vice president in charge of global product planning had an interview at Nissan’s Japan Headquarters. He was worried about the implications of deploying an electrified drivetrain for the GT-R.
According to him, ‘The GT-R is a supercar, but at the same time it’s a supercar that’s attainable and that’s accessible to many people.’ That statement about affordability may raise some eyebrows especially when you look at how the prices of GT-Rs have been trending upwards over the years.
However, he does make a good point regardless. Just look at the insane price tags of all-electric supercars like the Rimac Nevera, Lotus Evija and the Pininfarina Battista. It’s doubtful that the company would find many customers willing to pay anything that’s even remotely close to the prices of these cars, for a new GT-R.
The financial position of the carmaker is also another valid consideration here, one that could very well influence the timeline of a new Nissan supercar. Nissan is going through some really challenging times.
For the 2020 fiscal year, the company reported an astounding loss of 448.7 billion yen ($4.09 billion) and free cash flow of negative 391 billion yen ($3.56 billion). The ongoing COVID-19 pandemic and global chip shortage is most likely not going to make 2021 financial figures any more pleasant to read. There is the very real possibility that Nissan may just be too financially strained to invest significantly in the development of a new GT-R, at least for the foreseeable future.
My Two Cents…
Image courtesy of Nissan
Whichever way you look at it, the journey ahead for the upcoming GT-R is filled with potholes that the carmaker will need to carefully navigate. The current-gen GT-R has run its course and is long overdue for a change. However, all the signs point to the fact that Nissan is not quite ready, or financially capable, to let go of the current-generation GT-R.
As I write this, plans have already been completed to unveil yet another iteration of the supercar – the 2022 GT-R NISMO Special Edition in October 2021 in Japan. It will follow the same formula as all the other variants before it; a few extra horsepower, some mechanical tweaks beneath the skin, the same external appearance and dreary interior.
It’s almost depressing. At this point, one can only hope the company recovers soon enough from its travails and delivers on a completely new, next-gen GT-R, sooner than later, both for the company’s sake and for people like us that still have a strong fondness for the fabled Japanese supercar.
September 16, 2021 / Comments Off on Is Nissan Going to Finally Stop Milking the Current GT-R?
A few days ago, I received an email from the media team at De Tomaso Automobili. I am very skeptical about unsolicited mails but this time, my curiosity got the better of me and I tapped on the notification. The mail was mostly blank save for a video clip and a title that read, ‘Meet Isabelle – a love story, coming soon’.
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A Short Teaser
They had me at this point and I opened the video. The short 46-second clip began with the silhouette of a low-slung race car that bears a strong resemblance to the De Tomaso P72, the brand’s upcoming hypercar. I could barely make out the words, ‘Isabelle’ on the rear panel before the image flickered and disappeared.
The words, ‘iconic American sounds’ then appeared on the screen, preceding the sound of the aforementioned race car firing up its engine. The clip ended with a message to watch out for a film release slated for September 15, 2021.
I wondered if this was an announcement for a new hypercar? That is possible though unlikely, given that the De Tomaso P72 hypercar is yet to enter full production. Maybe a full reveal of the final production-spec De Tomaso P72 then?
It could also be that I was just overthinking things and De Tomaso Automobili had somehow ventured into film making and were going to release a movie titled, ‘Meet Isabelle’ on September 15, 2021, exactly as stated in the video.
History of De Tomaso
In any case, that email did get me thinking about De Tomaso as an automobile brand in general and once I did some digging around, I discovered the carmaker’s journey has been a rather intriguing one indeed. The company was founded by the now-deceased Argentine-born Alejandro de Tomaso in Modena in 1959.
It started off producing prototypes and racing cars, including the race car used by the Frank Williams racing team in the 1970 Formula One Championships. Most of the initial funding came from de Tomaso’s brother-in-law. That changed in 1971, when Ford acquired an 84% stake in the company. However, the partnership quickly soured and Ford backed out 3 years later, returning its shares to the company.
De Tomaso’s first road-going production car was the 1963 Vallelunga. The car, built around a lightweight chassis, was one of the first mid-engine cars in the world at the time. However, it was his next creation, the 1967 De Tomaso Mangusta, which really brought international recognition to the brand. Mangusta translates to mongoose in English and rumor has it that it was a very deliberate choice for the car, to show that it was superior to Carroll Shelby’s Cobra sports car.
You see, Alejandro De Tomaso and Carroll Shelby had a tumultuous relationship that culminated in the infamous 1965 Can Am conflict but that is a story for another time. The Mangusta was the brand’s first volume model and about 4oo units were built during a 4-year production run.
The cult classic, De Tomaso Pantera was next and would end up becoming the brand’s most popular car till date, remaining in production for over 2 decades, spanning 1971 to 1992. It was during this period that the carmaker also acquired the Maserati brand, overseeing the production of cars like the Maserati BiTurbo, Quattroporte III and colossal flop, the Maserati Chrysler TC.
The Struggles of De Tomaso Automobili
Unfortunately, De Tomaso Automobili was not without problems and a combination of poor management decisions, sub-quality products and financial hardships eventually brought the company to its knees in 2004 when it entered liquidation. In 2009, Italian business mogul, Gian Mario Rossignolo, acquired the De Tomaso trademark and founded a new company named De Tomaso Automobili SpA. Whatever plans he had for the company soon went up in a puff of dirty brown smoke when in July 2012, he was arrested for misuse of government funds.
The fate of the De Tomaso trademark and production facilities remained in corporate limbo until 2014 when an Italian court approved its sale to Hong-Kong based Ideal Team Ventures for a price of about $1.2 million. Under the new (and current ownership), the brand soon set about reinventing itself and at the 2019 Goodwood Festival of Speed, De Tomaso unveiled its first modern creation – the De Tomaso P72, in commemoration of the company’s 60th anniversary.
Future of the De Tomaso P72
The De Tomaso P72 pays homage to the original Shelby De Tomaso P70 race car and incorporates some styling cues from the ‘60s era vehicle. According to Norman Choi, the company CEO, the plan is to create a car that ‘evokes the spirit of Alejandro de Tomaso, the brand and the eras that the car represents.’
As the name suggests, only 72 units of the limited-series hypercar will be made. The car is expected to go into production late in 2022 and the company has promised that the final production-spec would largely retain the same profile as the prototypes that’s been shown at various exclusive car events all over the world. For now, the De Tomaso P72 has a base price of $1 million and the company is currently accepting ‘registrations of interest’ via its website.
Now, back to the video in my email. Given that the production date of the P72 is still some ways out, you understand why my earlier speculation about an upcoming new car reveal may not be as far-fetched. Here though, is one final twist to the puzzle. Alejandro de Tomaso was married to an American who shared his fiery passion for racing and automobiles in general. Her name? Isabelle De Tomaso. Make of that what you will.
September 11, 2021 / Comments Off on ‘Meet Isabelle’ – The Cryptic Message from De Tomaso Automobili
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.
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.
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 on A Look Back: The Holy Trinity Of Hypercars
Let’s all face facts here. Despite the fact that we all admire purely petrol-powered speed machines, the fact of the matter is that supercars, and for that matter pretty much all cars are going either mild hybrid or performance hybrid. Some of the most exciting new hypercars coming out in 2022 are fully electric, with no internal combustion engine at all. We’re in the middle of a revolution in automotive history.
However, as come the hybrids and electrics, so too go the ICE cars. While many in the supercar space have already moved to hybrid, and many major manufacturers have joined in on the unofficial “Green Promise” to be fully hybrid or electric by 2030, some cars are still in production, or coming, that are still powered by recycled dinosaurs.
Here are 8 of the best, as well as confirmed last, road-legal cars to use no electrical assistance at all in their engines or powertrains, a celebration of controlled explosions and loud noises!
Aston Martin V8 Vantage
The Aston Martin V8 Vantage, in its current form, started production in 2018 as a 2019 model year car. In a sort of parting shot at the future of hybridization, there are two engine options, both fuel hungry ones that make a lovely roar as you feed them more gas. The “standard” engine is a 4.0L Mercedes-AMG M177 twin-turbo V8 that smacks you in the face with 503 HP.
It’s the uprated, limited-to-88-units V12 Speedster model that is the big hurrah in terms of an ICE engine. A 5.2L behemoth known as the Aston Martin AE31, it uses two big turbos and a whole hell of a lot of dead dinos to give you 700 HP under your right foot. It is expected to be one of the fastest non-hybrid Aston Martin’s as well, possibly even faster than the DBS as it is a much more streamlined and lighter car.
The next two major cars that Aston Martin are releasing are the hybrid Valkyrie and Valhalla, both limited production models. As far as production cars, the Vanquish name is expected to quietly disappear, and the next Vantage, which is rumored to be announced after the Valhalla enters production in 2024, is expected to use a version of the Aston Martin F1 team hybrid system. This is not entirely a bad thing, as the dual-capture systems on F1 cars (MGU-H and MGU-K) allow for exceptional performance with minimal loss of energy, which means future Vantages will more than likely be more powerful that the current generation.
Bugatti Chiron
As announced recently at the Monterey Car Week in August 2021, the Bugatti Chiron is the last road-legal car that the company will make that is purely ICE powered. It is also the second to last car that the famed manufacturer will make that is powered by a W16 engine, with the track-only Bugatti Bolide being the swan song for the massive power unit.
The fact that the next Bugatti hypercar will be hybrid or very possibly fully electric is evidenced in one simple fact: Bugatti has, in the most technical of senses, been bought from VW by Rimac Automobili, and has merged with them to form Bugatti Rimac.
We say technically, because while Rimac now owns a 55% share of Bugatti, VW’s sub-brand Porsche owns the other 45%. So, technically, VW sold Bugatti then bought just under half of it back… It’s more confusing than it needs to be.
Still, with Porsche owning 45%, and having already released their own all-electric GT in the form of the Taycan, it can only be assumed that the next Bugatti will not be powered by gas. Also, with the combination of Rimac’s superb “t-spar” battery and electric control chassis component, Porsche’s and Bugatti’s excellence in materials and aerodynamics respectively, and in-house developed electric motors from all three, the next Bugatti promises to be one hell of a car. It’s even possible it could dethrone the Lotus Evija as the current hypercar power king with its 2,000 PS (1,974 HP).
Ferrari F8 Tributo
The fact that the Ferrari F8 Tributo is not a hybrid is, frankly, unprecedented. Development started way back in 2010 on the Italian company’s take on a performance hybrid system, which resulted in the Ferrari F140 FE V12 hybrid engine in the Ferrari LaFerrari. That hypercar, one of the first to be labelled with that moniker, produced 903 HP and used a hybrid motor to power the rear axle along with the V12.
After that, in 2019, the Ferrari SF90 Stradale, celebrating the 90th anniversary of the Scuderia Ferrari racing team, came out, more powerful and even faster than the LaFerrari. It uses a 4.0L twin-turbo V8, coded F154 FA, producing 770 HP, combined with three electric motors, one at each front wheel and one in the rear transaxle, to provide an extra 217 HP, for a combined 986 HP.
And then, in 2020, the Ferrari F8 Tributo started production and… it’s powered by a F154 twin-turbo V8, but at 3.9L and without the hybrid, coded as the F154 CG. It produces a monstrous 710 HP all on its own, and is probably the last Ferrari that will have the classic V8 screaming howl. With the SF90 being, as stated by the company itself, the basis for all future cars, we can only assume that whatever comes after the F8 will be a hybrid.
Keep in mind, the 812 Superfast could have qualified here as well, but it was released in 2018, while the F8 was released very late in 2019, so it technically is the last of the Ferrari pure-petrol cars that we know of.
Koenigsegg Jesko
Koenigsegg is one of those companies that is amazingly hard to read. Throughout the past few years, all you would hear about was Project 500, the “Dragon Cars,” and the like. And then, in 2020, out pops the Koenigsegg Gemera, a massively hybrid 2+2 GT car. Granted, it does have the Tiny Friendly Giant 2L 3-cylinder twin turbocharged petrol engine that chucks out a whopping 600 HP, but it uses three hybrid electric motors to bump its total power to 1,700 HP.
The Koenigsegg Jesko, on the other hand, is what was hiding under the Project 500 codename. There are two versions of the car, both of which are road-legal… barely. The Jesko itself is designed to be a monster performance car, with huge aerodynamic ducting, underbody venturi tunnels, and a GT wing that wouldn’t look out of place at Le Mans. All the aerodynamics, as well as the shape of the car, produce 1,400 kg (3,068 lbs) of downforce.
All this downforce-producing aero is needed because the Jesko’s engine is a 5.1L twin-turbocharged V8 that uses a flat-plane crankshaft, Koenigsegg’s own camless valve system, and is tuned to use E85 biofuel to produce a nigh-unbelievable 1,600 HP. And if you use regular recycled dinosaurs, you’ll still get 1,280 HP.
The more important of the two, however, is the Jesko Absolut. It is the entire reason the car was under the codename of Project 500. By removing the wing and using vertical stabilizer fins instead, as well as making all the aerodynamics as smooth as possible, the Absolut is designed to do one thing, a last hurrah for purely internal combustion engined cars: Break 500 KPH (310 MPH).
Through simulations, computer-aided fluid dynamics, and wind tunnel testing, if given enough room, running E85 biofuel, and set up in its most streamlined mode, it is estimated that the Jesko Absolut could reach 530 KPH (330 MPH). The only issue is that there are maybe one or two places on the planet where there is enough room for the car to go for it, and it would have to be an absolutely perfect day for the attempt.
Lamborghini Aventador LP780-4 Ultimae
Lamborghini, of all companies, is one of the major manufacturers at the absolute bleeding edge of hybrid technology. Believe us, we were surprised when we sat down and looked at who was pushing for performance hybrids the earliest. The Lamborghini Asterion concept was the first to really tease at it, a 2014 show car that was officially known as the LPI 910-4. LPI stands for Longitudinale Posteriore Ibrido, or Longitudinal Posterior Hybrid in English. 910 is the combined HP number. And the -4 denotes four wheels are powered.
From this car, the Lamborghini Sian FKP37 project came along, and it is the first limited production car to use a graphene-based supercapacitor, after a 3 year study done along with MIT graduate students. However, before the legendary Lamborghini V12 disappears, the Italian company announced the ultimate version of the Aventador.
Known as the Ultimae LP780-4, the last 600 cars from the Aventador model will feature a 770 HP version of the V12, similar to the one used in the SVJ model. It is streamlined, lightened, uses the absolute latest in carbon composites that Lamborghini has developed, and is stated to have a top speed of 221 MPH, 4 MPH more than the “standard” Aventador SVJ.
With the Aventador set to end production at the end of 2021, and the Huracan starting to wind down already, the future of Lamborghini flagship and production cars is anyone’s guess. However, it is known that the Aventador is the last V12, confirmed by their own press release for the Ultimae. As well, the latest limited production car, the Countach LPI 800-4, uses the LPI tag denoting a hybrid, meaning that we may never see the old LP tag again.
Lotus Emira
Lotus, while not a major manufacturer, is still highly regarded for the superb sports cars and supercar variants of their sports cars that they make. The Lotus Elise and the Lotus Exige are legendary lightweight drivers cars that may not have a whacking great V8 in the back, but can drive circles around pretty much any car that does.
This made it all the more surprising when in 2017, Lotus announced that they were going to make the most powerful, the fastest, and the most extreme electric hypercar. Lo and behold, four years later, in 2021, the Lotus Evija had finished prototyping, and it lived up to their announcement. It is the most powerful limited production car ever made with 1,974 HP, through four electric motors, one per wheel. It is extreme in that it will get you to 60 MPH from a dead stop in a hair over 2 seconds, and it will sail past 200 MPH while still accelerating hard.
However, with a limited production of 130, and each car losing money even at $2.8 million USD per, the company needs to keep producing what it is known for throughout its history. Enter the Emira, Lotus’ love letter to internal combustion. Styled as classically Lotus as possible, while also taking some influence from the Evija, the Emira will replace the Evora, Exige, and Elise models when it is released in the summer of 2022.
It is also classically Lotus in that it is lightweight at 1,405 kg (3,097 lbs), and comes with both an inline-four and V6 engine option, both using some form of forced induction, planted right behind the cockpit of this road missile. Handling is already reported to be Lotus-sharp, and many customers have already put down deposits sight-unseen on the car, based entirely on the fact that this is Lotus’ last petrol car.
For the engines, the inline-four is a 2.0L AMG Mt39 turbo, an extremely advanced engine that can produce up to 416 HP, but will be set to 382 HP in the Emira. The V6 will be a 3.5L Toyota 2GR-FE supercharged unit, which was used in the Exige Cup 430. With assistance from TRD, that engine produced 430 HP, and propelled the car to 60 MPH in a touch under 3.3 seconds. Similar performance can be expected with the Emira.
McLaren Sabre
McLaren’s skunk works, McLaren Special Operations, is fast becoming the department of the company that we think has the most fun. A predecessor version was assembled to make the McLaren F1 in the early 1990s, and when McLaren formally entered road car production with the MP4-12C, some of the best and brightest were taken aside again and formed MSO. They have been responsible for most of McLaren’s greatest hits in the last 15 years, including the P1, the Senna, and the Speedtail, the official successor to the McLaren F1.
So when, in December of 2020, McLaren Special Operations announced that there was a US-only new supercar coming, many ears and wallets perked up. Called the Sabre, the supercar will be based off of the McLaren Ultimate Vision Gran Turismo, which was a completely virtual design exercise to be put into the Playstation game Gran Turismo Sport. Only 15 units will be made, and each sold prototype-unseen because MSO, so far, has hit every performance and vehicle design goal they’ve set.
The car will use the same carbon fiber monocoque as the McLaren Senna, and will be powered by a tuned version of that car’s 4.0L M840TR twin-turbo V8. With the original engine producing 790 HP, the Sabre will get 824 HP, and be much more aerodynamically streamlined compared to the Senna, which was a car designed for downforce.
The future of McLaren’s cars is already known, with the McLaren Artura announced as the replacement for the mainstream 570S and 600LT cars. The Artura will use a mid-mounted twin-turbo V6 producing 580 HP, with a mild-hybrid assist of about 100 HP at the transaxle, and all other production replacements are expected to follow the mild-hybrid or massively-hybrid routes.
Porsche Type 992 911 Turbo S
The only truly unknown on this list of supercars, the Porsche Type 992 911 Turbo S is the most powerful Turbo model ever released by the German manufacturer, at 641 HP from a 3.8L twin-turbo flat-six. It delivers the trademark Porsche burble at idle, and howls through the upper revs with wild abandon, behavior befitting a well-designed engine.
The uncertainty about Porsche’s future comes from the fact that the 911 customer base, in general, prefers the petrol-powered engine. When Porsche went from air-cooling to water-cooling for the engine in the late 1990s, it quite literally split the customer base in two. Some considered the 911 as a dead car, with the only “true” models being air-cooled. Others accepted the benefits that water-cooling brought along, including being able to push more power from the engines.
By turning the 911 into a hybrid, that same split could happen again. However, there is also the possibility that the 911 might join the Taycan and become a fully electric car, which could potentially start World War 3 from the expected reaction some customers would have. This is evidenced by the same reason that Bugatti’s next car may be fully electric: Porsche owns 45% of Bugatti Rimac.
Without putting too much speculation out there, as a company, you don’t invest that heavily, buy up that much of a new company, unless you are expecting a massive return on investment. That return is very likely going to be in powertrains, as Rimac has cemented itself as one of the premier suppliers of batteries and electric control units for supercars and hypercars. If Porsche can somehow balance the car so that it still is rear-heavy, all-wheel-drive, and be as stupidly fast as the current 911 Turbo S is, there is hope. It will just require Porsche customers to accept that the internal combustion engine has had its day, which, knowing the average Porsche customer, will be a hard, bitter pill to swallow.
September 7, 2021 / Comments Off on The End of Their Eras: Cars That Represent The last All-ICE Vehicles Made by Their Manufacturer
Supercars – and more recently, a new class of Hypercars – continue to showcase the very best and most advanced technologies currently available in production road cars. While that’s not going to change (it’s the natural order of things, really), we should be anticipating an influx of exotic and wild features on the common vehicles of tomorrow.
The top-down succession of technologies has been occurring since the dawn of automobiles; however, with the exponential rate at which technology is improving these days, it won’t be inconceivably long before your average commuter car will be boasting many of today’s supercar credentials.
The proliferation of EV technology adds yet another dimension to this communal melting pot of automotive prosperity, where we’re already seeing once unimaginable horsepower and torque figures become quite easily attainable – not to mention all the other groundbreaking advancements in aerodynamics, hybrid technologies, software, and more.
Here are Five Exotic Car Technologies You’ll See On ‘Regular’ Cars Within 5 Years.
Active Aerodynamics
Disclaimer: I am fully aware that advanced aerodynamic technologies (of which active aero is certainly a part of) will be overkill for the majority of production road cars, both now and in the future.
However, we can certainly expect it to start featuring more regularly on flagship performance models – particularly those from mainstream producers – within the next few years. In fact, it has been basically confirmed that the new 992-generation Porsche 911 GT3 RS will have at minimum, an actively-adjusted rear wing. Ok, so Porsche isn’t exactly your typical “mainstream” automaker, but there’s no reason we won’t see similar adaptations on next-gen versions of cars such as say, the Honda Civic Type R, Ford Mustang Shelby GT500 and Nissan GT-R.
By the way, active aerodynamics can (and should) involve a lot more than just a rear wing that changes its position at certain speeds. We’re talking more along the lines of the Lamborghini Aventador SVJ’s ALA 2.0 system, which controls actuators that open and close flaps on the front splitter, engine cover and rear wing. In conjunction with Lamborghini ‘Dinamica Veicolo Attiva’ 2.0, the SVJ’s computer processors are able to determine where downforce is needed in live time.
In the same way that some cars have torque vectoring, this essentially provides the Aventador SVJ with “aero” vectoring. That is, the ability to actively manage the car’s non-static aerodynamic features to improve cornering speeds and stability with minimal adjustments to steering and pedal inputs. For example, on your typical turn, having more grip (and hence, more downforce) on the inside wheels will improve turn in. Flaps on the front splitter and rear wing will be adjusted by the system to decrease relative downforce over the outside turning wheels, creating a grip bias towards the inside. Aided by other features such as rear-wheel steering, this can significantly improve the car’s general handling capabilities.
Supercapacitors
It’d be prudent to first speak about what supercapacitors basically are, before getting into the the nitty-gritty of how they fit into the general automotive landscape – so let’s do that. After all, the likelihood is that most people don’t know what they are, and the fact of the matter is that they’re not currently a hot topic in any of the broader conversations about EVs or hybrids. So that was your first clue: it’s some sort of electrical thing-a-ma-jig. Its present application is predominantly in that of hybrid technology, storing energy which can be converted into thrusting the car forward. If this sounds to you like what your typical EV battery does, you’re definitely on the right track. However, that’s where the similarities end.
First of all, capacitors are hardly a new technology – they’ve literally been around since electricity – nor are the proprietary to automobiles. In fact, most of the gadgets we use today have them; smart phones, computers, stereos, or just about anything you can think of that has a circuit board. That’s because of their very crucial ability to store and release energy at a rapid pace, without suffering from degradation like a typical battery.
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 naturally-aspirated V12 engine produces.
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. By nature, 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, simply replacing a battery with a (mega?) capacitor isn’t the solution; they’re not going to be powering cars on their own, any time soon. On that note, the ‘wee-little’ 34-hp-producing supercapacitor in the Sián probably isn’t cheap either. However, we should expect that to change as the technology gets refined, eventually becoming scalable at mainstream levels.
I’m no engineer, but I figure these same principles could be applied to fully-electric platforms, with some sort of battery-supercapacitor amalgam creating a “best of both worlds” scenario. This means we could see more supercapacitors on everyday cars sooner than later, with the shift to EVs already well underway. Then there’s the concept of solid-state batteries too… but we’ll leave that one for another story.
Magnetorheological Suspension System
Magne-what? Modern automobile suspension technologies have also been put through perpetual rethinks throughout the years, significantly evolving from more humble beginnings with leaf springs and the like. Although there is still work to be done to realize the full potential of magnetorheological suspension systems, they do presently represent the current peak of suspension technology as far as handling performance is concerned; i.e. they’re good for go-fast automobiles like supercars and hypercars.
In principle, MR suspensions work very much the same as hydraulic suspensions in that they are filled with a fluid which travels between different chambers in the piston. This allows “shock” energy to be converted into heat, essentially absorbing impacts from road contact to improve ride quality and performance. The difference with an MR suspension is that it also incorporates an electric circuit into its piston assembly.
This is where the technology is revolutionary: the electrical currents supplied to the suspension create magnetic fields inside the piston, which can instantaneously change the properties of the fluids inside, subsequently altering how the suspension responds and behaves. Adaptive suspension systems rely on this process in order to calibrate the characteristics of the suspension in any given moment. Computers help monitor factors such as steering angle, g-forces, pitch and various other factors and decide on how best to optimize the geometry based on the data. Advanced systems are able to do this in real time, making calculations and adjustments at a rate of thousands of times per second.
While MR suspension systems do still face challenges – such as the dampers not being serviceable, while being prone to problems such as hysteresis, leakage and sedimentation – the technology continues to be refined. It’s destined to become a more common feature on the cars of tomorrow as things continue to improve and scale. If you like the idea of active aero, then MR dampers are basically what that is, but for suspensions. Imagine driving a car equipped with both such systems!
AI & Cloud-based Driver Aids / Monitoring Tech
When we think of ‘connectivity’ these days, we often refer to social media, various smartphone apps, zoom meetings and some degree of cloud computing. All of the aforementioned typically exist within the ecosystem of mobile devices and personal computers, but connectivity is starting to apply very much to automobiles too. Features such as GPS navigation, in-car Wi-Fi – and more recently, self-driving capability – immediately come to mind, but with the direction the industry is going, we can expect so much more than just those things.
Connectivity as we know it, is now a big part of how we get from one place to another – physically, as well as virtually. And you only need an imagination (albeit one rooted in reality) to conjure up some of the fascinating tech we’re about to see integrated into the everyday automobile. Real-time warning systems that can detect intricate anomalies or hazards using artificial intelligence? That’s already being developed by Porsche in partnership with HERE Technologies and Vodafone, and will feature a system which identifies animate objects, monitors the behavior of other drivers and anticipates inclement road conditions. Trials are currently taking place in Aldenhoven, Germany – using a Porsche Taycan amongst other vehicles – where the system will be further optimized before its rolled out to more test sites.
“5G and data processing on the roadside help to transmit hazard warnings without delay and make road traffic even safer,” Michael Reinartz, Director of Innovation at Vodafone Germany, said in a statement. “We are currently trialing this under everyday conditions.”
Rimac is working on an “AI Driving Coach” program, which should be ready before the first examples of its Nevera hypercar roll off the production line. This system uses, as its name implies, an artificial intelligence which guides drivers while they’re on a race track. Using visual and audio aids, the AI will give drivers real-time tips on how to improve their lap times. An “augmented-reality” racing line will even be available for a select group of renown international race circuits. The same AI system is also capable of providing self-driving features. Awesome.
“What we are building is a system where AI plays a key role in teaching the driver how to perform on racetracks, at the maximum vehicle performance,” Sacha Vrazic, Director of Rimac’s autonomous driving department explains. “Not all of our customers are professional drivers, but we want them to really enjoy the car and have fun with it.”
Michelin has recently released a new range of Pilot Sport Cup 2 tires, which work with their proprietary ‘Track Connect’ app to deliver unparalleled access to essential data related to a car’s handling, grip and the suitability of its tires. This data is then translated into advice for the driver with regards to optimizing tire pressures, inflation, temperatures and much more. It also provides inputs on the driver’s style, performance and skill, whether pushing the limits on the racetrack or simply commuting around town.
Naturally, the newest and most advanced technologies will typically debut on more expensive cars, before proven dependability and the economies of scale bring them to the mainstream. Expect the aforementioned technologies, and many more, to start featuring on a growing number and variety of automobiles.
Synthetic Bio Fuels (Hydrogen)
Even with the likes of Porsche taking the reigns on this recently (with McLaren and Audi also continuing to play major roles), bio fuels – or ‘eFuels’, as they’re calling it in Stuttgart – won’t require much of a trial period on exotic cars before being rolled out to the rest of the crowd; should eFuels proliferate as a viable alternative to power the world’s vehicles, it will undoubtedly benefit all players within the entire automotive landscape.
Porsche said its first iteration of Esso Renewable Racing Fuel is a blend of advanced biofuels, formulated from food waste products by ExxonMobil’s in-house team of scientists and engineers. The automaker has already begun experimenting with eFuels in its GT Cup race cars; so if it’s ultimately good enough for that level of performance, the assumption is that it will definitely suffice for production road cars as well.
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.”
Without diminishing the significance or role that EVs will play in the more distant future – we should still expect them to become the prevailing technology – perhaps an optimally balanced coalition of clean burning fuels and fully-electric solutions is not only better for business, but for the environment too. It looks as though Porsche is already creating a model for how this could work, and if the science behind eFuels checks out, then there’s no reason that it couldn’t become the conventional formula in the years to come.
August 2, 2021 / Comments Off on Five Exotic Car Technologies You’ll See On ‘Regular’ Cars Within 5 Years
Hello again, everyone. This post is a little bit late to the party, as my 1-year anniversary of Taycan ownership was on June 26. Like I’ve done in previous ‘milestone’ posts, I’ll be sharing a Q & A segment as part of the celebration. Also, I’m pleased to share some professional photos of the car that were taken by @deborja.
Before I do that, I’ll also provide an update on how my experience has been since my last (9-month) ownership update post – this part will be relatively brief. Since the ‘big update’, life with the car has been without incident or irregularities other than one trip back to the dealership. This was to get the Freon in the A/C charged up – and just in time for a week of consecutive 35+ °C days, too.
PCM functionality continues to be the Achilles heel of my experience, with performance continuing to be laggy and at times, dysfunctional. Easy work-arounds make the problem far from catastrophic, and the belief that a future update(s) will address the issue has shelved the urgency to get it fixed yesterday.
Anyways, without further ado, here’s the celebratory Q & A!
Q: Are there good incentives for buying an EV where you live (Canada)?
A: Unfortunately there are no provincial or federal EV incentives that any Taycan model will require for. That is because of its price. The only one that exists that I am aware of (federal) requires the car to have an MSRP of less than $55,000, and grants a $5,000 incentive if qualified.
Q: How many times do you use public charging, and for how long each week?
A: Ever since my 3 years of free charging @electrifycanada started (about 2 months ago), I’ve been visiting the fast charger 2-3 times per week. Prior to that, I charged 99% of the time at home. Now, I don’t charge at home at all. I typically spend around 20 mins on average at the charger for each session, getting from a low charge to around 85%.
Q: How did you decide on getting the Taycan? Awesome car btw!
A: Great question. And thank you. It’s hard to put my finger on it exactly, but I will say that I was NOT principally motivated to get an EV. As I’ve said before, the Taycan just happens to be an EV, and is more importantly a Porsche, first and foremost. It was more of a “this seems cool, let’s try it out” decision, rather than one I arrived at after going through painstaking amounts of research, analysis and introspection.
Q: How does our Alberta winter effect the efficiency of the batteries? e.g. with cabin heater on.
A: This continues to be one of the biggest challenges of EV ownership, and living in Calgary only exasperates this. All else being equal, expect as much as a 35% drop in range during our extreme winter conditions (-25 °C or colder). In ideal temperatures (near the +20 °C mark), 500 km of range is relatively easy to achieve, especially with mostly city driving.
Q: If you were to change two things about the Taycan out of the factory, what would it be?
A: If I absolutely had to (AND it was free), I’d love to have had PCCB and Chalk exterior paint. Otherwise, I’m very happy with my spec (and the total price) and feel that I got things just the way I want them. This is especially after having driven some of the dealer demo cars, which just don’t “feel right” compared to mine. For example, not having the Sport Chrono knob on the steering wheel is just awful!
Q: Biggest selling point of the Taycan to a regular person (not a car enthusiast)?
A: For someone who isn’t necessarily swayed by the ‘fun’ aspects of Porsche ownership, I’d have to say that for a new (Canadian) owner, it’d have to be the 3 years of free charging at all @electrifycanada stations that come with the purchase of a Porsche Taycan. And for those new to EVs, think of it like 3 years of free gas! Please note that this is only for the Canadian market.
Q: Is there anything about the Taycan you don’t like?
A: 1) Range anxiety (mostly during winter). 2) For as quick as it can currently charge at fast charging stations, it still requires patience and planning pertaining to when, where and how often you need to plug in. Truly fast charging stations are still very few and far between in Canada. 3) The somewhat laggy PCM interface (i.e. it still takes about 1 minute before I can get Apple Music to work, every time I start up the car).
Q: Do you plan on keeping the Taycan for the long-term?
A: At this very moment, it’s hard to say. But it very much comes down to lifestyle choices, and I’m in a growing mood to do some downsizing/consolidation of my current automobile ownership situation. Namely, I’m looking at the possibility of selling the Taycan and my SUV (Toyota Sequoia) and just getting a Cayenne in their stead. Then using that Cayenne as a daily driver, and very importantly, for towing the race car to track events. That’ll be at least a couple of years down the road, so there’s plenty of time to change my mind.
Thanks to all of those who participated, and for tuning in to T’s Corner!
July 6, 2021 / Comments Off on Porsche Taycan 4S – 1-Year Anniversary
An Opportunity To Purchase Your Own Piece Of Motorsports History
Introduction
In our line of work here at supercars.net, we have the privilege of interacting with some of the automotive world’s most interesting individuals and groups (and with that, some amazing cars along the way as well). One such person is our good friend Hugh, owner of Old Stone Garage – a licensed independent dealer located in Palm Beach, Florida in the United States. Hugh specializes in sales and acquisitions of classic/collectible automobiles, and has helped clients around the world build some very notable car collections.
Recently, Old Stone Garage was able to add a very special car to its own collection – a 1956 Austin Healey 100M Le Mans – and yes, it’s up for sale! Hugh was so excited about it, that he contacted us to see if we would like to do a feature on this iconic car and share it with our international audience. We love what we do here, and when we’re given the opportunity to tell the story of a Motorsports Hall of Famer’s personal car, we can’t help but be obliged.
The Augie Pabst Story
Motorsports Career
Born in Milwaukee, Wisconsin, Mr. Augie Pabst was inducted into the Motorsports Hall of Fame America (MSHFA) in 2011. While Pabst’s racing career didn’t span over as long a period as some of his contemporaries, the impact he left on those involved with the sport was ultimately deserving of this honor.
He first began competing during the mid-1950s ; a period when road racing was at the pinnacle of competitive sports in the United States. Pabst also owned a Triumph dealership at this time, and this is said to be the catalyst for kick-starting his career as a race car driver. He started racing a Triumph TR-3 in 1956, then made the transition to an A.C. Bristol the following season.
Before long, Pabst would be piloting a Ferrari 500 Testa Rossa he purchased for $5,000 using his own money. Powered by a 2.5L 4-cylinder engine specially built by Ferrari for Le Mans racing, Pabst was able to compete successfully against Porsches, Maseratis and other Ferraris at renown tracks such as his home turf at Road America. He would go on to win the 1959 USAC Road Racing Championship while driving the Testa Rossa, as well as a Scarab MK II.
More legendary Ferrari cars would be raced by Pabst throughout his career, where he would drive at the 1960 24H of Le Mans in a V12-powered Ferrari 250 GT SWB and then again in 1963, where he co-drove a Ferrari 250 GTO (with Roger Penske) and achieved a GT-class win at Sebring.
After Racing
After just a 10-year stint in racing, Pabst would call it quits on his illustrious motorsports career. Despite it being a relatively short one, he looks back on it with a real sense of fondness and always remarks about how fortunate he was to be surrounded by the greatest people in the industry.
Pabst was offered a job at the family-owned business, Pabst Breweries – named after his grandfather – where he would work his way up to an executive role before the company was sold. Part of the condition of his employment at Pabst Breweries was that he would have to quit racing for good, and also sell the car dealership he had continued to operate while he competed. As such, there were not even any part-time motorsports opportunities for Pabst, though he did not seem to mind.
After moving into the role of running Pabst Farms for a while, he would officially retire. More recently, Pabst rekindled his involvement with motorsports by serving on the Board of Directors at Road America – Wisconsin’s internationally renown road racing track – where he retains emeritus status.
Other Highlights & Colorful Moments
Pabst Blue Ribbon had been around long before Pabst started his racing career, so his association with the business was well known in the industry. However, he would eventually pilot a Scarab race car owned by Harry Heuer. This particular car was sponsored by Meister Brau – a brand under the Peter Hand Brewing group of companies, which by all accounts, was one of Pabst Breweries’ biggest rivals. He would race under the Meister Brau banner for two years, before the controversy proved too much for the partnership to continue.
As a successful Ferrari race car driver, Pabst was able to get an audience with Enzo Ferrari in 1964. During their meeting, Mr. Ferrari (through a translator) asked Pabst and co-driver Walt Hansgen if they could win the upcoming Road America 500 using a brand new Ferrari 250 LM. They reckoned this should be very possible, so John Mecom Jr. bought the car for them and had it shipped to Wisconsin. Pabst and Hansgen would go on to win the 1964 Road America 500 in the Ferrari 250 LM.
Pabst’s most famous incident away from the race track would occur in 1961, when he drove a Ford Falcon rental car into a hotel swimming pool in Monterey, California as part of a dare with Cunningham team manager Alfred Momo. Witnesses recount the event with some slight variances from person to person, but everyone agreed that Pabst certainly held his end of the bargain and was fully entitled to the wager!
1956 Austin Healey 100
Model Summary
The Austin Healey 100 was an open 2-seater sports car produced in England from 1953 to 1956. The brainchild of Donald Healey, the 100 was originally produced in-house in a relatively small Warwick factory owned by his company, Healey motorcars. Healey used a variety of low-cost parts and components to build the car, many of which were produced by Austin.
When Healey presented a developmental version of the car (called the Healey Hundred) at the 1952 London Motor Show, the design had impressed Leonard Lord – an Austin Motor Company bigwig – so much that he was convinced that it should become the successor to Austin’s rather underwhelming A90 model.
Thus, a partnership was forged and through it, the creation of the Austin Healey 100. Assembly would be moved to Austin’s much larger factory located in Longbridge, with the body and chassis of the car provided by coachworks company Jensen Motors in West Bromwich.
The 100 was given its name due to the fact that it was able to reach 100 mph. This was before many motor companies – including Austin Healey with successive models – began to commonly derive their model nomenclature using engine displacement instead. Earlier models (1953-1955) are designated as BN1-series cars, while those produced from 1955-1956 (known as BN2) were refreshed with improvements which included a 4-speed manual transmission with overdrive. Other upgrades available for the BN2 included an ‘M’ kit which improved engine performance. These parts were available as part of the Le Mans package and could be ordered and installed on any Healey 100.
In total, 14,634 Austin Healey 100 examples were produced over its 3-year production run which concluded in July 1956. Of these, 4,604 are BN2-series cars.
100M ‘Le Mans’
Following the release of the competition-spec 100S variant, Austin Healey would produce an upgraded version of their road-going model known as the 100M, with the privateer racer as its target customer. This upgrade package (known as the Le Mans package) mainly consisted of engine modifications which raised power from 90 bhp to 110 bhp, even exceeding the performance of 6-cylinder models the company would go on to produce.
To achieve this modest power increase, a high-lift camshaft was fitted, along with larger carburetors, higher-compression pistons, a free-flow intake manifold, a special distributor and a cold air box. Other upgrades included larger anti-roll bars, while the louvered bonnet was retained by a Le Mans-spec leather strap. Available for the first time was an optional two-tone package which paired White-Black, Reno Red-Black, Healey Blue-White, Black-Reno Red and Florida Green-White.
Only 640 examples of the factory-built 100M were produced and of these, 544 were shipped to the United States. These are distinct from 100 models which had the Le Mans package added to them after-the-fact (usually through the dealer) – such cars do not contribute towards this total.
What a 100M Le Mans Typically Trades For Today
After scouring the online classifieds sections at some of the more renown auction/consignment establishments, values appear to vary quite substantially. Some examples are asking well under US$100,000, while just as many crest over the US$200,000 mark. Both median and mean asking prices appear to be hovering around the mid-high $100k mark.
We’re the first to admit that we’re no experts when it comes to appraising classic cars, so we refer to Hugh of Old Stone Garage for his expertise and insight:
“When looking into values, they appear all over the place. This is because you had dealers in the period install the 100M Le Mans kit (or individual upgrades) on regular 100 models, and these sell for half the price of a real 1 of 640 factory example. They range from $160k-$240k depending on condition.”
Naturally, factory-built 100M examples are considered much more desirable and command at the higher range of prices as outlined above by Hugh. Fully and properly restored factory-built examples like this 1956 Austin Healey 100M ‘Le Mans’ fall within that category.
The lower priced “100M” examples you may come across, are most likely to be (the much less sought after) dealer-installed versions. As mentioned earlier, dealer-installed versions are not part of the count which determined that only 640 units of Le Mans versions were ever built from the factory. Furthermore, those with asking prices at the very bottom of the curve tend to be afflicted by sub-par restoration jobs or are in a generally poor state.
Unique Character of the “Augie Pabst” 100M
Factory-built 100M ‘Le Mans’
As mentioned earlier, the factory-built Austin Healey 100M ‘Le Mans’ models are the most rare of any of the 100 models. The “Augie Pabst” 100M is indeed a factory-built example, being just 1 of 640 ever built (and only 1 of the 544 that made it to US shores). This in itself makes it a very unique automobile, even if you put aside the fact that it was once owned by Pabst himself.
A Real Connection to Augie Pabst
Pabst never raced this 100M (even though it comes with a racing harness), as it served him as his personal car during the time he owned it; unfortunately, there won’t be any photos of him bombing it around Road America! However, there is documentation – which will be provided to the new owner – confirming that he owned this particular example. The car has been serviced throughout its lifetime by Tom Kovacs of Fourintune – an Austin Healey specialist located in Cedarburg, Wisconsin – who is familiar with the car and confirms that it was serviced at Fourintune a number of times while it was owned by Pabst.
The Restoration Story
This Austin Healey 100M was acquired by its current owner on the Father’s Day weekend of 2016. He happened upon it at a classic car auction which was running concurrently with a vintage Alfa Romeo racing event he was participating in. Remembering the car vividly from his high school days, he was immediately drawn to it and would soon discover that it was owned by Augie Pabst.
The car’s more recent history would reveal that it was owned, at the time, by Robert Pass of Passport Transport, who had successfully completed the inaugural edition of the Colorado Grand in 1989 while driving this 100M (plus the following year’s event as well). The moment arrived for the 100M to go up on the block, and before long, the current owner won the right to purchase the car from Pass.
While the car showed well as-is, he felt that it was overdue for a restoration. So in the fall of 2016, the 100M was sent back to Tom Kovacs and his team at Fourintune to undertake this project. The current owner opted for the car to be presented in a bolder “motorsports” theme, which most notably adds rally lights and the removal of the original chrome front bumper (which also lends itself to the car’s distinctive “stealth” appearance).
On the performance side of things, larger brakes were fitted along with a dual-electric fuel pump system to ensure that the car would be ready for the demands of vintage driving events, and for a general improvement in reliability and safety. All of these changes are 100% reversible back to factory-spec, as was required in order to obtain a FIVA ‘passport’ – which has already been done (more on that later).
When it came time for the paint job, the current owner and Fourintune were initially perplexed on how they should proceed. That’s because the original build sheet for this 100M indicated that the car was “Black with Reno Red trim” from the factory. Kovacs advised that this most likely meant that the original car wore a black exterior over a red interior (including the trunk trim).
What was casting some doubt over this, was the fact that in the condition it was purchased, the car also had the lower flanks painted in red. We reckon that car liveries were often modified during the era to fit in with the popular looks of the time, and that this might’ve been the case with this example.
Mystery Solved
Wanting to stay true to the original state of the car for this aspect of the restoration, the current owner decided to do some digging. Being a friend of the Pabst family was certainly a good head start, so he contacted Augie Pabst III (Pabst’s son) to see if he could provide any insight. Unfortunately, Pabst himself was not able to recall the details personally, so Pabst III tried to find some color photos that could be used as a reference, but to no avail.
The current owner would eventually find his answer after running into his friend, Bill Wuesthoff, who also happens to be Augie’s former racing teammate and close friend. Over casual chit chat, the pair would eventually discuss the current owner’s Austin Healey restoration project. Upon being told that the car once belonged to Pabst, Wuesthoff distinctly remembered this particular 100M and shared his own experience with it; one he retells with a great fondness.
Wuesthoff really wanted to impress his future wife-to-be for what was at the time, their first date. He felt he needed something special – something along the lines of a beautiful sports car – to pull this off with aplomb. So he borrowed Pabst’s Austin Healey 100M; and the rest as they say, is history. To the current owner’s delight, even the finest details of this once-in-a-lifetime event were so vividly recalled by Wuesthoff. “Jet black with a gorgeous red interior” he declared without hesitation. Off to the paint booth it went.
Instant Success
As the photos accurately depict, the car was thus restored in a beautiful black exterior finish with a deep-red leather interior, which really pops. The current owner also decided to paint the wheels gloss black, to further accentuate the car’s stealthy motorsports-derived silhouette. It is quite simply, a stunning work of art. This sentiment is shared with vintage car experts too, having received distinctions beginning at the very first show it attended.
This would be a class-win at the 2018 “Gather on the Green” Concours d’Elegance event, which took place on the back lawn of the Osthoff resort. The trophy was presented by former rally and formula one race car driver, ‘Quick Vic’ Elford. In 2019, the current owner returned to Road America and had the 100M shown at the Vintage Concours d’Elegance taking place at nearby Elkhart Lake. The car would secure another win in its class, and also advanced to the “Peoples Choice and Best in Class” awards the following day where it won Best of Show!
Proliferation of Classic Car Ownership
Why You Should Consider a Classic Car (Like This 1956 Austin Healey 100M) As Your Next Purchase
The typical modern supercar and hypercar owner these days faces a conundrum; driving their 6-figure-valued (sometimes, even 7-figure) cars on the city streets often yields very little enjoyment in relation to what was spent to acquire the car. There’s no doubt that newer automobiles such as these do offer a redeemable level of “bang-for-buck” when it comes to the outstanding performance these advanced machines have on tap, but therein also lies the problem. Collectors are a bit of a different story, but the principle still applies.
It doesn’t take long before some of these owners start wondering why they’ve tied up all those funds to drive a car at 5% of its performance potential, 99% of the time. Cars like this are invariably pigeon-holed by road laws and infrastructure that has remained static for many decades, originally made to cater to the available technology at the time when they were first introduced or built. While limits can be explored on race tracks, most (if not, too many) owners opt not to; or at best, they are content with a few parade laps around a local raceway once every so often. This is usually done with the intention to preserve resale values and minimize additional costs, which nevertheless makes things difficult to justify.
There may be a shift in thinking that is starting to gain momentum, however. It has been noted that a growing demographic of younger car enthusiasts are picking up classic cars to enjoy, drive and exhibit. In the recent past, younger buyers with the means would almost always gloss over opportunities to purchase anything that wasn’t the latest and most flashy Lamborghini or Ferrari. Now, the nuance, appeal, benefits and advantages of classic car ownership are starting to catch the eye of this demographic for the aforementioned reasons – and also because cars like this 1956 Austin Healey 100M exist.
Particularly with the relatively younger crowd – who have had little to no opportunity to enjoy cars of more vintage and simple technologies – this 100M would be a breath of fresh air and in many ways, an entirely new and eye-opening experience. Many classic cars of this ilk can be driven spiritedly and rewardingly, without having to be egregious with public road laws and speed limits. Free of the countless electronic aids needed to tether the typical 600+ hp modern sports car, this 1956 Austin Healey 100M offers one of the most pure driving experiences a car enthusiast could possibly have; dare we say it could be life-changing and forever transform one’s perspective (for the better).
Not a Garage Queen!
What we love about this Healey – aside from its storied history – is that it is ready for a new owner who will have no qualms driving it, as any car is meant to be. With a proven and documented history of being roadworthy, this properly built and cared-for 100M is as “turn-key” as it gets, with many more memorable and exciting miles lying ahead.
It has already obtained a FIVA ‘passport’, which also allows it to participate in the largest and most recognized historic car events around the globe. The sections below provide more detail on the benefits this 100M has as a FIVA-certified vehicle, and the process it had to go through to achieve this status.
This provides plenty of incentive for the new owner to take this 100M on some road trips and truly enjoy the car – as it has been by all of its previous owners, including Augie Pabst. This 100M has already successfully participated in events such as the Colorado Grand charity car tour.
Mille Miglia
As the Austin Healy 100 was raced in the original Mille Miglia endurance series – which took place between 1927 and 1957 in Italy – this 100M is also eligible for the famous 1000 Miglia event. This immersive experience is essentially a re-enactment of that race (known as the Red Arrow), which has been an annual tradition since 1977. It is not a competitive series, but rather a ‘regularity race’ reserved for classic and vintage cars produced no later than 1957. The route for the 1000 Miglia event is similar to that of the original race, which traverses through a variety of beautiful Italian landscapes as part of a round-trip between Brescia and Rome.
“The 2021 competition will follow the tradition of the route, from Brescia to Rome and back, with legs in Viareggio and Bologna, but this edition will introduce an absolute novelty for the re-enactment of the 1000 Miglia: for the first time ever, the competition will take place in the opposite direction of the recent editions, taking up the counter-clockwise direction of many editions of the original speed race. From Brescia, the crews will head towards the Tyrrhenian coast and stop in Viareggio, leaving the next day for Rome. The third leg will start there, go up north and end beyond the Apennines, in Bologna. The fourth and last leg, from Bologna, will take to the traditional arrival in Brescia. A new route will lead the crews to face, for the first time, three mountain passes: Passo della Cisa in the first leg and Passi di Futa e Raticosa in the third day of the race. A new feature that will satisfy many fans of the competition.” – from 1000 Miglia website
This year’s edition of the 1000 Miglia took place from June 16 to June 19, so you’ve just missed it; that provides plenty of time to plan for next year’s trip, however.
FIVA Card*
The FIVA Identity Card is an international vehicle ‘passport’ issued by the international federation of historic vehicles, FIVA (Fédération Internationale des Véhicules Anciens), that applies to mechanically driven vehicles built at least 30 years ago and are in a historically correct condition.
FIVA’s primary objective is to encourage the safe use of self-propelled, mechanical vehicles, more than thirty years old, on the roads for the benefit of both their owners, dedicated enthusiasts and the general public. To that end FIVA, through its Events’ Commission, has devised its own code for the safe promotion of rallies or mildly competitive events, and in concert with the European Commission, has recently published a Drivers’ Code for more general guidance of historic vehicle users, which can be downloaded from the link below.
Vehicles and issued FIVA-Card data are stored in a unique encrypted and well-protected database. Furthermore, each vehicle is allocated a FIVA Registration Number – FRN, generated from that vehicle’s individual parameters and unique to the vehicle for its lifetime.
Top events for which your vehicle requires a FIVA identity card before it can compete include Concorso d‘Eleganza Villa d’Este, the Mille Miglia and the Peking-to-Paris Motor Challenge.
For a full list of International FIVA-sanctioned events requiring an ID card, click here.
A team of independent specialists, usually Concours judges who possess significant historical and technical skills, will be inspecting, documenting and confirming that the vehicle’s configuration, physical condition, chassis, engine and body serial numbers match the documentation provided. If there are modifications, the scrutineer will typically require proof that they can be easily reversible to original.
If the forms have been completed as required, the process should typically be completed in 30 minutes. The scrutineers will also examine and appreciate any relevant documentation that the vehicle owner has (photocopies are always greatly appreciated). It is an informal and friendly experience, unlike the nerve-wracking experience of Sunday morning on the 18th fairway at Pebble Beach.
June 24, 2021 / Comments Off on For Sale: 1956 Austin Healey 100M Le Mans – Formerly Owned By Augie Pabst
It seems that every week for the past few years, there has been another story on an all-new EV company hitting the market. Even the pioneers of the supercar world are jumping on the wagon to show off their latest EV creations.
Niche companies like Rimac, Aspark, Nio, Dendrobium and many others have all announced electric supercars to be unveiled in the next couple of years.
But the smaller companies aren’t the only ones getting a taste of the EV action, EV auto giant Tesla has just released some sobering numbers surrounding the Roadster, and we couldn’t be more excited.
Yet with all of the spotlights put on the EV world lately, it’s only appropriate we switch gears to make mention of the almost forgotten team at Trident Sports Cars. Trident was responsible for developing the Iceni and Iceni Magna – two beautifully crafted grand tourers that boasted supercar-like power figures. But they ran on something far cooler than power out of heavy rectangles (batteries). Tridents run on the same fuel found in every big, bad, American truck found on the road – DIESEL! – and a few other things as well.
Today we take a look at the world’s coolest diesel GT supercar that has yet to step into the limelight.
The World’s Lost Diesel Treasure: Trident Iceni Magna
The Trident Iceni is a stylish, limited production, 2-seater reminiscent of a TVR Tuscan mixed with a Jaguar F-Type – but instead of being powered by a dinky-sized V8, it comes toting a giant front-mounted 6.6L turbodiesel V8 Duramax. This same engine can be found in a Chevrolet Silverado or GMC Sierra – both trucks known for towing heavy payloads but not necessarily being fast by sports car standards.
The Iceni is advertised in three different levels; standard, PH1, and PH2. The standard model alleges an output of 397 bhp and 700 ft-lbs of torque. According to Trident’s website, “figures of 430 bhp with 950 lbs/ft of torque and 660 bhp with 1050 lbs/ft are attained with performance package upgrades” – these figures are insane considering they run an engine found in heavy-duty trucks. Despite the fact that these cars could also run bio-diesel, palm oil, and linseed oil, they still manage to hit a 0-60 time of 2.9-seconds (PH2 model) and a top speed of 190mph.
The initial press releases on the 2-seater Trident Iceni date back to 2008 and noted a base price of 96,000 GPB (136,000 USD) – not an unreasonable amount for a limited, made-to-order sports car.
Fit to Go Anywhere for Anything
Not only is the Iceni marketed as a high-performance sports car, but it’s also advertised as having amazing fuel efficiency and perfect for long trips. The Iceni allegedly maintains 50 mpg at 70mph – roughly the same MPG as a Toyota Prius. Trident has claimed to have “a driving range of over 1,500 miles on a single tank of fuel”.
In addition to Trident’s promise to deliver a green-friendly option with loads of power, they also highlight the touring possibilities with the Iceni – capable of holding “Four suitcases, four soft holdalls plus a suit carrier or two sets of golf clubs” in the trunk.
What Happened to Trident?
Initial announcements of the global availability for the Trident Iceni came in 2014 and while everyone waited patiently, not much news came from the British carmaker until a report from TopGear in 2017 revealed the reason behind the hushed delays.
Following the inquiry from Top Gear, a prompt response from the company’s Managing Director, Phil Bevan shed some light on the drawn-out production delays. According to Bevan’s response, the company’s funding takes place in-house and is not held to any bank or third-party investor. This is not an uncommon occurrence with small-scale automakers and while some find ways to succeed and rise to stardom, others, unfortunately, fade into the darkness of ‘what could have been’.
What’s Happening with Trident Now?
There has been little heard from the Trident team in a few years and this means they are leaving the field open for a Ford fanatic to come out of the gate running a Powerstroke engine in their Mustang-Esque prototype. Though the major difference between the two theoretical cars would be the amount of Powerstroke oil the 7.3L would guzzle on a weekly basis.
Trident Cars Ltd is based out of Norfolk in the UK and to this day, they still have the figures and specs on their website for the Iceni model. They even have a spot for you to arrange a test drive of their models – giving us further hope that one day the Trident lineup may officially hit the streets. But until then, I have sent an email to the Trident team hoping for an update on any news on the horizon for the British innovators. When and if I hear from them, you’ll be the first to know.
May 26, 2021 / Comments Off on Trident Iceni Magna: The World’s Lost Diesel Sports Car
One of our favorite YouTubers, 19Bozzy92, has come out with yet another amazing compilation of race cars screaming around Monza. In this specific video, it was during the 2021 Ferrari Corse Clienti, which was held over two days at the end of March.
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The event hosted all the levels of Corse Clienti, of which there are three: GT clients, XX Program clients, and the rarest, the F1 clients. All of the cars in this video are privately owned, but most of them stay with Ferrari for care, storage, and servicing between client events.
Of course, the biggest field was made up of the XX program, with FXX, FXX-K, FXX-K Evo, and 599XX cars all screaming around the palace of speed that is Monza. Of these, the standouts were the insanely loud 599XX’s, and the unbelievably fast FXX-K Evo’s.
599XX being chased by an FXX into Variante Ascari
The rarest class at these events is the F1 clients. Ferrari will often offer one or two of their Formula 1 cars for sale after they have been out of the championship for a couple of years, with loyal clients getting the first choice. At this meeting, two F1 clients made it out, with one driving the 2008 season F2008 Kimi Raikkonen car, and the other driving the 2013 F138 Fernando Alonso car.
2013 F138 Fernando Alonso screaming through Lesmo 1
Of course, it wouldn’t be a Ferrari meeting without the GT cars. The Corsa Clienti at Monza this year featured multiple 488 GT3 and GTE cars, 458 GTE’s, and even an F430 Scuderia GT3.
A 458 GTE chases a 488 GT3 Evo through Variante Ascari
However, words and pictures can only do so much. Watch the video, let your ears be bathed in the sounds of screaming V8’s, roaring V12’s, and the snarls of Formula 1 cars as they celebrate speed at Monza!
May 3, 2021 / Comments Off on Hear The Glorious Noise of Ferrari Race Cars from The 2021 Corse Clienti at Monza
Hello again, everyone. It has been some time since my last post, where I provided a relatively thorough review of what it’s been like living with and owning a 2020 Porsche Taycan 4S in Canada.
To be frank, not a lot new has happened since that time; other than waiting for a brisk winter to thaw out, acquiring a couple of Taycan-related accessories, and a big software update for the car. The latter event sounds significant – and probably is in the grand scheme of things – but I wouldn’t go as far to say that it has transformed my personal experience with the car in any notable or measurable fashion. Perhaps to get the most out of the new upgrades, another excursion to the race track is in order…
I suppose there’s a silver lining that comes with the absence of having much to write (or rant) about, which would ultimately be a testament to the car’s lack of fuss and a nod to its inherent qualities. Plus, that leaves more time to write about other exciting things in the “T’s Corner” pipeline, of which details will be revealed in future posts :).
Now, more on this completely FREE software update (a big thanks again to Porsche Centre Calgary for the amazing service): it applies to 2020 model year cars, and in the most simplistic of terms, essentially updates it to a 2021 model. If you are a 2020 Taycan owner, you should have by now received a call from your dealership and been scheduled in for the service. Expect to drop off the car for the whole day.
Below is a list of what’s being updated:
“The update doesn’t affect range, but it does appear to boost performance slightly. In its press release, Porsche Cars North America noted “re-calibrated software for control units responsible for powertrain and suspension control, resulting in further improved driving dynamics and performance.”
The North American release didn’t mention specific numbers, but a European release said the Taycan Turbo S is now 0.2 second quicker from 0-124 mph, at 9.6 seconds.
The update also adds the SmartLift system from the 2021 Taycan, which automatically remembers locations where extra clearance is needed—such as speed bumps and steep driveways—and raises the adaptive air suspension when needed.
Also included is an upgraded navigation system with lane-specific information and in-depth traffic information, as well as Apple CarPlay. Customers with an Apple ID can access Apple Podcasts (including video streaming) and Apple Music lyrics. Cars equipped with ambient lighting can even change the lighting color based on what’s playing.
A Charging Planner lets drivers set the charge rate and what percentage the battery charges to. However, the update doesn’t enable Plug and Charge, which lets drivers simply plug in and charge and pay automatically through a pre-selected payment method. Porsche had to make hardware changes to the 2021 Taycan for that feature.
Customers also have the option for more Functions on Demand that can be added after the point of sale, either permanently or through a monthly subscription. The latest update adds active lane control and Porsche’s InnoDrive, which can take over the controls in some highway driving conditions, alongside the previously available Intelligent Range Manager.”
So in essence, the car is going to drive slightly better and have a more comprehensive serving of comfort and convenience features. I would’ve preferred more range over being able to listen to Apple Podcasts, but in the end being given free access to these updates mostly eliminates the FOMO that would’ve otherwise come with being an early adopter. It will be interesting to see how long Porsche will be extending free software updates and to what degree. Hopefully for as long as I own the vehicle, as this could only be good for resale value granted that the car’s hardware doesn’t significantly change for newer model years.
It’s like a Genius Bar, but for cars.If only it was always this easy to upgrade to the latest model…A glimpse into what servicing a Porsche EV looks like.
What else… oh yes, I installed some wheel spacers for use with the summer/track set of aftermarket Advan GT wheels I have on the car right now. Even though these wheels shared virtually all the same specs with the OEM 20″ wheel options for the Taycan, the rear wheels in particular, appeared to be a fair bit more sunken. 20mm H&R wheel spacers seem to do the trick (and 7mm in the fronts were added for good measure).
I also purchased a SeaSucker Talon Rack so I can lug my road bike around, while unwittingly creating a monument of the city’s latest emissions-fighting dynamic duo, in the process.
-T
April 17, 2021 / Comments Off on Porsche Taycan 4S – 9-Month Ownership Update
Let’s face facts: If you can successfully pull off a restomod, it automatically becomes a cool car. If the car was already popular as a tunable or moddable car, and you turn that up to 11, it becomes even cooler.
We don’t really know how big the shoehorn was that they used to get both the engine and transmission in, but it must have been massive. The engine barely fits with the twin turbos hanging down the sides and the piping for the intake and to the intercooler.
The body was sanded down and finished in two-tone Toyota Quicksand and Semi-Matte Black, with black painted fender flares added. Those flares cover 15″ x 9″ Rota RKR wheels with 235/50 Toyo R888R road-legal semi-slicks. Those wheels are sprung by Techno Toy Tuning coil overs and backed by aftermarket sway bars.
In the rear, an ATL fuel cell has replaced the OEM gas tank in case the car is taken to any racing events. A custom rear strut brace has also been added to improve cornering.
The RB26DETT has been tuned and modified as well, with a McKinney Motorsports exhaust header that feeds down into a ceramic-coated titanium cat-back exhaust. Excess pressure escapes through an HKS blow-off valve. The fuel delivery and motor mounts are a combination of HKS, McKinney Motorsports, and Aeromotive.
An R200 limited-slip differential from OS Giken takes the power from the tuned engine and delivers it to the rear wheels through a McKinney Motorsports reinforced driveshaft. An OS Giken twin-plate clutch makes sure there is no power wasted, while a lightened OS Giken flywheel reduces rotational resistance, letting the engine rev higher.
This is reflected in the stripped-out interior, which has had a roll cage, fixed Recaro seats, and an 11k tachometer installed. Sabelt four-point harnesses grace both the driver and passenger seat, and a readily accessible fusebox just ahead of the Nismo shift lever makes sure you can switch out anything that blows without having to dig deep into the engine bay.
While it may seem like an old 1972 car with a little modding on the outside, this little Datsun could probably blow the doors off of anything less than a Lamborghini Aventador. And for that, it deserves respect for both the money and elbow grease that has brought this firebreather to life. A full 92 image gallery, including some of the rebuild process, is available on BringATrailer.
March 15, 2021 / Comments Off on A Very Cool Restomod: 1972 Datsun 240Z With A Surprise Under The Hood
Many of us that love supercars and hypercars today, grew up watching the incredible machinery of various racing championships duking it out on the track. British Touring Cars, World Touring Cars, and of course, Formula 1, brought us many wheel-to-wheel battles that got our young hearts beating faster, and much of it was commentated over by one legendary voice.
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Murray Walker, whose mildly high-pitched, English-accented voice, graced our ears with excitement and brought many of the amazing parts of many races to vivid life with his color commentary. His enthusiasm was infectious, and he famously never sat down to commentated on a race, because he knew that he would make a racket knocking his chair over when he would leap to his feet when something happened.
Although his commentary career with Formula 1 lasted an incredible 23 years, from 1978 to 2001, in that time he became a household name. Coming from a background in advertisement and marketing, where he would both create slogans for products and do their voice-overs for radio and television commercials, he did in fact have a background in motorsports commentary.
With his father Graham, from 1949 through to 1962, Walker would provide the color commentary on many motorcycle hill-climb events, as well as British Motorcycle Grand Prix racing and, most notably, the Isle of Man Tourist Trophy (TT) motorcycle race. He moved on from commentary as a primary focus following the death of his father in late 1962, who himself had taken part in the Isle of Man TT, winning the Lightweight class in 1931.
Image courtesy of Formula 1 Media
It was in 1978, however, when asked by the head of BBC Sport to fill in for a bit as their regular color commentator was having contract negotiations, that Murray Walker became the voice of Formula 1. Alongside the legendary James Hunt, who had battled Niki Lauda to win the 1976 F1 Championship, his excited, bubbly commentary underlined by Hunt’s serious, somber expert knowledge made them instantly the most loved commentary team.
It was in the 1980s when one of the most famous of his Walkerisms, as his often stutters or famous sayings became known as was born. There, you sat in front of the TV as the parade lap finished, the cars slotting into their grid boxes. And then his voice would grow more excited as he counted:
You could not help but jump up and cheer on your favorite driver as those three famous GO!’s were called out. And you couldn’t help but be as moved as he was when Damon Hill became the World Champion in 1996.
Image courtesy of Formula 1 Media
When he retired in 2001, his commentary partner of the time, former F1 driver Martin Brundle, stated that there would be no other color commentator like him in a generation. While he did often make guest appearances and commentary on the Isle of Man TT and some Formula 1 broadcasts, he slowly withdrew from the public’s eye.
And so it was that on a quiet Saturday, his wife Elizabeth by his side, on March 13, 2021, he slipped from this Earth. He was the commentator of a generation, and we will not see his like for a while.
March 15, 2021 / Comments Off on In Memoriam: Murray Walker, The Voice Of Formula 1
Chris Harris, Freddie Flintoff, and Paddy McGuinness will be on BBC’s Top Gear as they will be premiering the show’s 30th season on April 25th. A trailer of the expected mayhem to come was recently released in the form of a minute-long video.
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The presenter trio will be entering their fourth year and will be will behind the wheel for four action-packed episodes for the 2021 season. The trailer released gave a glimpse into the high-speed, jet-packed, James Bond tributed, and good times to be had this season.
Though this season’s challenges heavily revolved around the global pandemic the Top Gear crew has committed to releasing quality content as they always have.
The first episode of the 2021 Top Gear series will be very calm in fashion as they all drive cars that their fathers drove. This episode will be filled with great laughs and heart-warming nostalgia.
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Amongst the action-packed insanity that typically takes place on Top Gear, the trio will also be giving reviews on the Toyota GR Yaris, Ferrari Roma, and Lamborghini Sian. This ensures viewers will be able to learn about the latest and greatest cars while being glued to screens as the trio pushes the limits to give viewers a great show.
You can catch the first and following episodes on BBC America or AMC+ starting Sunday, April 25th 2021.
March 11, 2021 / Comments Off on BBC America Announces Top Gear’s Return Date!
When you think of the term “custom”, many different things come to mind -it comes down to the interpretation of each supercar owner. “Customization” can mean anything from flashy decals to custom paint jobs and everything in between.
Costs associated with customizing your supercar can vary from a few bucks to upwards of $50,000. But everyone must start with a vision or at least some inspiration.
Today we cover some awesome ways you can customize your supercar or at least give you the inspiration you’re looking for to make your supercar a reflection of you. None of the customization options mentioned here will void an engine warranty, by the way – always a plus when it comes time to resell.
Totally Uncommon Question: Should You Customize a Supercar?
Well, it’s really up to you… but have you ever been to a car event and taken notice of how many stock cars are there? Of course, you have. But at the same time, some supercars should not be touched or permanently customized whatsoever.
It’s sort of an unwritten rule that you do not make customizations to rare collector cars. That being said, the Gas Monkey Garage Ferrari F40 that was painted black is an exception to the rule (and so are many other tastefully modified classic supercars).
When customizing your car there are two trains of thought: performance or aesthetics. We’re gonna cover some customizations that are affordable, get you style points, and in some cases add performance.
Customizations can come at a price depending on if they are a permanent modification or something reversible. Everyone has different tastes and this is why being conscientious of what you install/remove from your car is important.
Customizations that are non-reversible can hurt the value of your supercar, but if you plan on keeping it forever, then who cares?
If you plan on making any modifications, it is always good practice to keep any stock parts that you remove from the car. This will help when it’s time to sell and the car can be put back to its stock form. Many supercar owners prefer their vehicles stock (err, “unmolested”), so being able to remove your add-ons is always a plus.
You have a ton of opportunity to take your stock supercar and turn it into something personalized to you without breaking the bank.
Five Supercar Customizations We Like
Vinyl Wrap
Vinyl wrap is one of the best and most popular options in the customization world when it comes to changing up the livery of your supercar. Vinyl can wrap can be installed professionally or DIY (but we always recommend a professional install if you are inexperienced).
In the vinyl wrapping world, the customization options are endless. Wrapping can include adding racing stripes, custom decals, color-changing wrap, or even a completely custom printed vinyl specifically for your car.
The cost of vinyl wrapping can range but expect at least a few thousand dollars and up – all of which depends on the complexity, type of wrap, and hours associated with the job.
Prices can also differ depending on the shop that completes the work and the quality they are associated with. Check out these insane wraps done by Wrapsesh (AZ) and Atlanta Custom Wraps (GA).
Lamborghini Aventador with Custom Wrap by Wrapsesh – Image Source: Wrapsesh AZ
Custom Plates
Let’s face it, registration plates are a necessary part of owning a car. Some places make you run one on the rear of your car while others enforce running a license plate on the front of your vehicle. Since this is a necessary evil of owning a car why not get yourself personalized plates?
Depending on where you live, you can either request a personalized plate by application through the DMV or using a service specializing in finding the right custom plate for you, such as CarReg based out of the UK. Prices for your own custom plate can range from a couple hundred to a few thousand dollars depending on availability.
Adding custom registration plates to your car is another easy way to add personalization. Here are examples of custom plates that match each car perfectly.
Deadmau5 Ferrari 458 with vanity license plate – Image Source: Marchettino
Front Lip
Adding a front lip to your car can completely change the look of your ride, making it look lower, more aggressive, and enhancing the overall appearance.
Lips come in the form of an additional add-on to your stock bumper and can be made of a variety of materials such as carbon fiber or fiberglass reinforced plastic (FRP).
Front lips can also provide performance benefits as they can provide downforce to the front of your car. Like anything though, not all front lips are created equal and they vary in price depending on the brand, quality, and material used to make the lip.
You can expect to spend anywhere from $100 on a cheap universal lip on eBay or up to a few thousand dollars from a name brand like RSC.
Much like a front lip, rear diffusers will give your “boring” supercar the aggressive look you’ve been searching for.
A rear diffuser is an aftermarket add-on that sits on the lower section of your rear bumper. It gives an added performance benefit as it provides better downforce and therefore more traction.
Rear diffusers are found on Formula 1 cars and it was designed to create lower air pressure underneath the car to improve stability and traction. The same concept applies to road cars but not all road cars come standard with this type of aero accessory.
Bill Nelson’s Ford GT with rear diffuser – Image Source: Ford
Rear diffusers can be made from a variety of materials such as carbon fiber, plastic, and fiberglass. Again, much like front lips, the price can range from a few hundred dollars to a few thousand dollars. The quality, material type, and brand can dictate the price of this awesome upgrade.
While you may not be racing your car, the diffuser comes with the added benefit of making your supercar look even better. Check out these cool examples below:
Chevrolet C8 Corvette with Vicrez Diffuser – Image Source: Vicrez.com
Ferrari with Vorsteiner Diffuser – Image Source: Vorsteiner
Carbon Fiber Accents
Have you been looking for a way to make your car stand out from the regular stock cars? Carbon fiber accents will save the day.
Carbon fiber is very strong, lightweight, and looks amazing in almost any application. You can get carbon fiber add ons for almost anything on your supercar. You can also get carbon fiber covers, which simply stick on top of whatever you want, or you can remove stock parts and replace them with carbon fiber parts altogether.
Carbon accents can consist of adding carbon fiber covers to existing parts like mirrors or interior pieces to improve the look of your car. They can also outright replace the items mentioned above by buying full carbon fiber replacement parts. Carbon fiber replacements can be anything from wheels, to full aero kits.
Adding carbon fiber replacement parts can help you save weight and can help increase performance. These can be found through an OEM dealership or an aftermarket supplier like Morph Auto Design.
If you have an open-air engine bay, or if you love popping the hood to show off, a carbon fiber air intake is a stately way to do it. Not only will you bolt-on a few more ponies, but you’ll also shave of those precious, precious ounces.
Modern supercars have lightweight body panels already, but you can find high-quality aftermarket hoods that are even lighter. Given that the hood is one of the largest panels on the body, going carbon here can have a huge impact on the overall aesthetic.
Sorry, I can never resist a pun. Whether you have chosen to go with one of these options to customize your supercar or the entire list, you will completely change the look of your car and make it something that you can be proud of.
February 19, 2021 / Comments Off on 5 Ways to Customize Your Supercar Without Tanking Your Warranty (Or Resale)
Hello again! For those of you who have been following “T’s Corner” closely, you would have become quite familiar with my adventures in a 2020 Porsche Taycan 4S. It has now been about 6 months since I first took possession of the vehicle. Along the way I have shared some of my experiences with the car; mainly, what it’s like to drive one on a daily basis, and even how it performed at the race track.
Since I picked up the car in June, this meant I could go pretty gung-ho in first 3-4 months in terms of pushing the performance limits of the car and just enjoying it. In the first month of ownership, I had driven the car almost 3,000 km and had the opportunity to take the car to a local circuit before winter rolled in. Such was the fun that I was having, that taking a deeper dive into challenges with charging, the colder weather that was on its way (which significantly affects range), and the real cost of ownership, were put on the back burner – the latter two of which, just simply required more time to pass.
Since October, my experience with the Taycan has been a more hunkered-down one – the general global social climate as well as the winter season touching down where I live, serving as the one-two punch that has delivered these circumstances. Some would say that this is in essence, a more normalized and civil experience of the car, which likely more owners (current or prospective) can relate to – i.e. race track experiences and driving 3,000 km in a month, is probably something that a very small percentage of owners will really be interested in knowing about.
So in this post, instead of speaking in terms of lateral Gs, I’ll be focusing more on things like kWh/100 km (efficiency), general ownership costs, and what it’s like living with a Taycan during a cold (Canadian) winter season.
Cost of Ownership
Maintenance
First off, I should mention that the car has been into the dealership twice for service. Mainly for software updates, one recall for a water hose, and a PCM-related issue (which resolved itself). I don’t want to get into too much detail with the latter – which was a minor inconvenience rather than a material issue – but I will say that my local Porsche dealership (Porsche Centre Calgary), has been phenomenal to work with. I suppose it’s also important to mention that there has been no cost for any of my visits so far.
Electricity Costs
So with 6 months now passed – and with maintenance costs aside (of which there have been none) – the true cost of ownership falls entirely on what I’ve paid to keep the car juiced up. In terms of my charging habits, nothing much has changed since I’ve owned the car. I do 99% of my charging from home, and the other 1% at commercial charging stations. The latter method of charging could actually become much more important into the future, for reasons I will mention below.
First, here are the last 3 months of my electricity usage and costs, per my utility bills starting in November 2020.
The November and December bills give a pretty good indication of what my total electricity costs were (keep in mind, this is for my entire household, not just for charging the car, so there are other variables at play here). It looks like the January bill accounted for some corrections from the previous months, but did not appear to affect my average costs too much. To offer some perspective (which I covered in one of my very first “charging experience” posts), my total household electricity costs seemed to average at about $60 per month before I ever had an EV to worry about.
Keeping things simple – and based on the data from these bills – I think it’s safe to say that keeping the Taycan charged at home is costing me on average, about $100 per month more than when I wasn’t charging it. Given that I was driving about an average of 1,200 km – 1,500 km per month during those months (which had some very brisk days, leading to higher charging demands), the cost of keeping a Taycan running remains both very low and a highly attractive feature of the car.
Rate Riding
A rate rider “is a temporary credit or charge that is added to your monthly bill on behalf of the electricity or gas distributor. A rate rider collects or refunds the difference between actual and estimated costs for delivering energy”. I bring this up because I had a very informative conversation with a prospective Taycan owner and highly respected car enthusiast, and the topic of rate riding came up.
Now, this has not applied to me yet, but in simple terms it has meant that some Taycan owners in my city have incurred electricity bills with increases of around $1,000 or more. As mentioned before, there are obviously lots of variables at play here, but it looks as though these rate riding costs are tacked on when the utility company detects an abnormal level of energy consumption and charges users in anticipation of a much higher adjustment.
As I indicated before, these bills encompass distribution for entire households and not just the outlet for the car, so it’s never going to be easy to pinpoint why someone is paying so much more for electricity when the same car is being charged in their garage, ceterus paribus.
There are a couple of things I will say for certain though. The first, is to become familiar with how utilities work in your local area – as has been evidenced, this can not only greatly differ within your own city, but is likely to vary significantly in different provinces, states, countries, etc. Perhaps contacting your energy provider ahead of time to let them know you will be charging an EV at home going forward, will change the scenario.
The second is to charge your car strategically. What I mean by this, as alluded to before, is by using commercial charging stations more often as part of your charging routine, if required. The local 800V charger – not too far from my house – can deliver a ~60% charge in about 20 mins, costing around $7.00. Use commercial chargers if you need to fill up a lot of juice at once (i.e. you’re sitting at about a 20% charge). Reserve the home charger for “top-up” use only, plugging it in only when you’re at about a 70% charge or higher. Assuming that this all works the way I think it does, you’ll be able to leave home everyday with a full charge and not worry about the huge dump of electricity required to go from 0% – 100% , which could trigger the rate riding.
With my driving habits the way they are and with my utility bills having stayed consistent, it is unlikely that I will have to explore this avenue. But it’s good to know the option is there if I ever need to exercise it, plus others should be aware of this potentially significant matter. After all, paying $1,000 per month to keep your EV charged will certainly defeat the purpose of owning one, amongst other things.
Winter Driving
I’ve had a good 3 months to really test the car in winter conditions, and I must say that the performance has been as good as expected if not better. Paired with a set of Continental WinterContact TS 860 S tires, grip has never been an issue for the Taycan 4S. The air-suspension is particularly useful when the snow is a bit deeper, as being able to raise the car in situations that call for it, has been extremely convenient to say the least.
The only issue during winter – which is an EV-wide one, and not just specific to the Taycan – is that of range.
Here are my findings, having been able to drive the Taycan in a variety of weather conditions and temperatures.
Disclaimer: Keep in mind these are all what I achieved while in Range mode, with a combination of city and highway driving speeds – i.e. realistic driving scenarios, not intentional hyper-miling exercises.
Ideal/Warm Weather:
17-20 kWh/100 km = ~500 km of range
Cooler Weather (between -10°C and +5°C):
22-25 kWh/100 km = ~400 km of range
Extreme Cold Weather (between -30°C and -15°C):
28-32 kWh/100 km = ~300 km of range
As you can see here, range drop-off can be significant if it gets cold enough. Expect as much as a 40% drop in range in extreme cold weather conditions. From what I can tell, there has been no detriment to performance when driving in such conditions, but you will definitely need to be prepared for significantly heavier charging demands.
Does this make the Taycan less enjoyable in winter? Maybe, a little. If your range anxieties are getting the best of you, reserve driving your Taycan during the winter only for when it is a bit warmer out (i.e. cooler weather as opposed to extreme cold weather). If you want to use your Taycan for a longer excursion to the ski hills, I say go for it! – just plan your route, and charge-up accordingly.
6-Month Review
I’m really happy with the car.
Not having to pay for gas has been a real boon. My other cars – particularly my V8 SUV, which I use from time to time during winter – are certainly not sippers of the petrol stuff, so having an EV makes this feeling all the more distinguishable.
For all intents and purposes, it costs me $100 a month to keep the Taycan juiced-up – a more than reasonable cost to incur for the amount that I drive it, and the superb performance it has on tap at all times. At this juncture, it hasn’t cost me anything to own in terms of maintenance or repairs; although, being well within the warranty period is certainly helpful here.
I do also have to add that Porsche seems to be keeping tabs on issues that have arisen for Taycan early adopters. They get resolved quickly, or at the very least, Porsche is aware of the issues that get brought up, and are often already working on a fix when they do. That’s reassuring from the company, and is another factor of what has made owning a Taycan so enjoyable.
Issues that I have experienced personally are all what I would consider “first world problems.” – Apple Car Play intermittently not working, the LTE connection dropping, Range mode being finicky at times. Note: the latter two issues seem to have been permanently fixed. More compelling issues have been brought up by other owners on forums and Facebook groups, but I won’t delve into those; this is a blog about my own personal experiences, plus those problems seem to be very few, far between and often resolved immediately by Porsche. Some are even caused by user error.
The Porsche Taycan 4S remains a phenomenal car to drive, even in winter climates. During a big snow dump a few weeks back, lots of people were getting stuck in the snow. The Taycan just went about its business like the omnipotent force it is – it isn’t just a “California specialist”. I am looking forward to the summer, though!
-T
January 22, 2021 / Comments Off on Porsche Taycan 4S – 6-Month Ownership Review
A lot has changed in the world of supercars in the past twenty years. Advanced materials and modern engineering combine to create performance vehicles that can do things we couldn’t have imagined just a few years ago.
If you have your sights set on one of the 24 Aston Martin Vulcans in the world or are waiting patiently for your turn to drive one of the ten Ferrari F60’s that were sold before anyone knew they were in production, you are familiar with the frustrating disconnect between dreams and reality.
You can probably get a Pagani Huayra BC roadster for your garage if you have an extra $2.6 million to invest in your supercar obsession. Sadly, they are all out of coupes.
If that isn’t quite expensive enough for you, check out the $4.85 million Koenigsegg CCXR Trevita. You’ll have to get it away from Floyd Mayweather, Jr. though. He bought the only Trevita that’s US-legal.
Not all supercars are inaccessible. For those that are tired of waiting and aren’t sure they’ll be able to put together several million dollars to purchase their dream car while they are still young enough to drive it on or off the track, there are a few gateway supercars available to help make driving dreams come true.
Price: $120,000
Built in Kentucky, this all-American vehicle has an entry-level price tag that’s still more expensive than many two bedroom homes in rural areas of the United States.
You’ll go from zero to 60 in three seconds in the ZR1, though. This is the most advanced and powerful Corvette ever produced.
A supercharged hand-built 6.2-liter V8 engine with a 2.65-liter Eaton supercharger offers 755 horsepower and 715 pound-feet of torque. The carbon-fiber halo shows off that big engine in a convertible or coupe.
A Performance Data Recorder with a front-mount camera records data while you are on the track. It’s available with the navigation package which also includes heated and vented seats, satellite radio, and a microfiber-wrapped headliner for an extra $10k.
Price: $212,000
This is a supercar that regular wealthy people can afford. You’ll get the Ferrari nameplate and all the associated status.
It’s zero to 60mph time is 3.4 seconds. This is a car for those who love to drive. The flat-bottomed steering wheel, 10.2-inch infotainment display, and luxuriously butter-soft leather interior remind passengers that they are riding in a $200k + piece of Italian art.
The Portofino is a step up from the Ferrari California. It’s 176 pounds lighter and engineers increased the pressure in the combustion chamber by 10%. The new software allows the 7-speed dual clutch transmission to shift faster. The Portofino’s suspension is stiffer than the California’s, but improved software maintains excellent ride quality.
Price: $195,000
Dihedral doors command attention. This is the car you buy when you want to be stared at by strangers. The British supercar has a twin-turbo V-8 mid-engine that goes from zero to sixty in 3.1 seconds.
This supercar is the lightest in its class with a mid-mounted V8 providing the highest power-to-weight ratio. Set the system to Track, Normal, or Sport to optimize the driving experience for any scenario.
Don’t have $195,000 to lay down for a supercar? You can lease a McLaren 570S for $20,000 down and just $1,988 per month. With this deal, you can drive 2,500 miles per year on a 47-month closed-end contract.
Price: $203,000
It has a V10 and boasts 573 horses. You’ll go zero to sixty in 2.8 seconds. Designed to fulfill the desires of real sports car drivers, this rear-wheel-drive vehicle is a high-tech version of the most drivable cars in history.
The SPORT setting allows maximum thrills while driving by offering slight oversteer. In CORSA mode, race driving is easy and satisfying. For traveling and daily driving, STRADA mode offers 100% control and maximum grip on the road.
The Lamborghini Double Clutch transmission translates this vehicle’s power perfectly for the ultimate exhilarating driving experience.
Price: $114,450
It’s classic, but not boring. With 443 horses under the hood of the 2020 Carrera S Coupe, new technology makes reckless driving a bit safer.
It may not look much different, but the newest 911 rear-wheel-drive has an upgraded engine, interior, and exterior. The all-wheel-drive version starts at $133,400.
The eight-speed dual-clutch PDK automatic transmission is the only, and best, option. Later in 2020, a manual option will become available for those that prefer a more hands-on driving experience. This vehicle goes zero to sixty in 3.7 seconds.
Wet Driving Mode detects moisture on the road, offering the driver a warning to engage Wet Mode. Porsche Active Suspension Management (PASM) is a new standard feature on the 2020 911.
There are five options here for the moderately wealthy or the die-hard supercar fans that have been saving their five dollar bills for decades. Driving a supercar comes will all sorts of perks that go beyond a three-second acceleration-related thrill.
Porsche Experience Centers in Los Angeles and Atlanta offer buyers free driving school instruction on how to get the most out of their new car. After all, for just over $100k, you’ll want to understand how best to enjoy the feeling of being glued to the road while experiencing the odd sensation of being watched by the world as you drive by.
August 5, 2019 / Comments Off on 5 Gateway Supercars Regular People Can Afford
So, you’re thinking about travelling to Amsterdam and you packed your usual items: toiletries, clothes, leisurewear… But what if you want to take your Ferrari 458 with you? Say no more, says Etihad Airways!
Etihad Cargo has launched a new service called ‘FlightValet‘, where you can check-in and bring your supercar with you anywhere Etihad flies. So don’t even think about renting that Chevrolet Impala because now you can bring your Mercedes-Benz ‘Gullwing’ to Madrid. Porsche 918 to Frankfurt? Done.
Their services include:
Airport to Airport on the Etihad Network
Simple pricing
Single Sales point of contact in UAE
Trained staff
Proven capabilities
Charter services
A future option to branded Car covers and/or containers for privacy and protection
You can inquire about a quote through their website, which is a formality? Just put it on my Black Card.
July 6, 2018 / Comments Off on Check-In Your Supercar For Etihad Trips? Done.
Vodka martinis (shaken, not stirred), perfectly tailored bespoke suits, Walther PPK pistol, and a life on the edge- that is what it is like to be James Bond. But, what really makes James Bond the envy of every petrol-head is his swanky set of wheels?
Over the years, we’ve seen James Bond driving countless stylish, expensive and exotic cars. Which of these classy cars is truly worthy of a man of such caliber and skills? Let’s pull back the curtains and reveal the coolest cars driven by Bondwith mind-blowing specs which truly reflect the Casanova.
Lotus Esprit S1
Movie: The Spy Who Loved Me, 1977
Affectionately named ‘Wet Nellie’, this beast can transform into a submarine and is also fully equipped with anti-aircraft missiles. This special piece is on display at the National Motor Museum in Beaulieu and was auctioned at $865,000 in 2013.
Specs
Designed by Giorgetto Giugiaro, the Esprit Series 1 weighed less than 1000 kgs upon its release in 1976.
The sturdy steel backbone chassis of the car was the foundation for a wedge-shaped fiberglass body which was very light.
The solid powertrain comprised of a 4-cylinder engine with 1,973cc of power, with transmission Citroën C35 5-speed manual.
The top speed was 222km per hour, with acceleration from 0-96.6 kmph in 8 seconds.
Alfa Romeo Alfetta GTV6
Movie: Octopussy, 1983
In a thrilling scene, while being chased by two Bavarian BMW police cars, Bond races ahead in his grey Alfa Romeo GTC6. Bond also drives an auto-rickshaw in the movie, flying through tightly packed streets and alleys when in Rajasthan, India. Perhaps, Bond couldn’t get a car for that sequence because car insurance in India is mandatory, and paying claims to Bond, with his reputation for car-crashing, would be a nightmare for any company.
Specs
The model came out with a 60° V6 engine from the Alfa 6 on a shortened chassis.
Ventilated disks govern the front breaks while the rears were inboard.
Its 2,500-cc 4-cylinder engine, 160 horsepower, acceleration of 0-60 in 8 seconds, and 206 km per hour top speed make it a truly athletic beast.
BMW Z8
Movie: The World is not Enough, 1999
This beauty sees a fatal end in the movie as it is cut in half by a chopper after firing a shot.
Specs
Designed by Henrik Fisker and Scott Lempert, this two-seater sports car has a 6-speed manual transmission.
The S62 engine is situated behind the axle giving the car a balanced weight distribution.
The Z8 accelerates from 0 to 96km in 4.6 seconds, with a top speed of 250km per hour.
Aston Martin DB5
Movie: GoldenEye, 1995
The sequence of the movie excited fans in theatres as it opened with Bond in his Aston Martin DB5 racing a Ferrari, and in true Bond style, leaving it behind.
Specs
The DB5 boasts an inline-6 engine with a 3,995cc displacement.
It offers a top speed of 230km per hour, accelerating in 8 seconds from 0 to 97km per hour.
Aston Martin V8 Vantage
Movie: The Living Daylights, 1987
The convertible gleams first with an open top, and later is covered with a hard top- but both ways it glows. It is fully equipped with all technological advancements and also can self-destruct if needed.
Specs
The engine runs at a 424 kW Horsepower, and the fuel tank offers a capacity of 78 liters, while average mileage is 8km per liter.
The 2-seater has an automatic transmission, powered by a 5935cc 12-cylinder petrol engine.
Ford Mustang Mach 1
Movie: Diamonds Are Forever, 1971
In the famous Las Vegas chase scene, the Ford Mustang Mach 1 balances on two side-wheels to go through a narrow valley. Only Bond can do that.
Lotus Esprit Turbo
Movie: For Your Eyes Only, 1981
This car makes its appearance not once but twice in this movie. First dressed in white in Spain, and later in bronze at a ski resort in Northern Italy. However, these were two different cars of the same model and not one car which was repainted – as was rumored.
Specs
The S3 has a 2.2 L Type 912 engine producing a 2174cc displacement and a Citröen 5-speed manual transmission.
The top speed of the car is 241km per hour, accelerating from 0 to 97km in 6.1 seconds.
Aston Martin V12 Vanquish
Movie: Die Another Day, 2002
The usual refinements of a Bond Car are all there in this Aston Martin V12 Vanquish. The car was fully equipped with spike-producing tires, hood-mounted target-seeking shotguns, front-firing rockets between two machine guns, and a passenger ejector seat. But what was unique was that it also had a cloaking device called “adaptive camouflage” which made it invisible to the outside world with the push of a button.
Specs
Ian Callum designed the First Generation of the Aston Martin V12 Vanquish, strongly inspired by the Project Vanquish Concept.
Its 5.9-liter V12 engine produces 353kW of power with 5935cc displacement and rests on a strong aluminum/carbon fiber chassis.
Controlled by a drive-by-wire throttle and a six-speed EMT.
Apart from the electrohydraulic manual transmission (EMT), the maximum speed of the engine is 306km per hour, accelerating from 0 to 100km in 5 seconds.
In the books, Bond was always an Aston Martin man, but the screenplay adaptations let him try out several other machines; and none of them were to disappoint. Like him, the sleek automobiles Bond drives balance delicate panache and tremendous capacity. Perhaps, that’s what makes them so sensual and exciting.
Together, they are a combination that is absolutely irresistible. Don’t trust us? Ask the Bond babes!
June 29, 2018 / Comments Off on Cars you could have driven, but only if you were James Bond
On June 7 and June 8, the world-renown London Concours took place on what could not have been a better day. The weather was fantastic, the crowd was excited, and the feeling electric.
After all, the London Concours is one of the most popular car shows on the planet.
Cars are broken down into six classes: fast, faster, very fast, hyperfast, super fast, and era defining. Some of the most incredible and sought after cars in the world appear during the show, and honestly, it’s hard to convey just how incredible this event is. For automotive fans everywhere, the London Concours represents British vehicular nirvana.
This Year’s Winners
Fast Alfa Romeo Giulia Sprint Speciale
Faster Ferrari 212 / 225 Inter Berlinetta
Very Fast Fiat S76
Super Fast Lamborghini Murcielago
We, uhh… didn’t take a picture of this one. Sorry about that~
Hyperfast Ferrari 250GT SWB Berlinetta
Era Defining Aston Marin Lagonda V8 Vantage Series 1
We don’t have a pic of this one either!
Best in Show Fiat S76 “Beast of Turin”
Show Highlights
Let’s take some time to appreciate some genuinely cool cars.
Endurance Racing Heavyweights
Classic Cars
Magnificent Mercedes
Fantastic Ferraris
Complete Photo Gallery
June 20, 2018 / Comments Off on [Gallery] Highlights From London Concours 2018
