Buying a car is always an exciting thing to do. You felt the little pang of pride when you bought your first car, the way that your mind reminds you that this is your baby, your car, your wheels. Of course, almost everyone prefers to buy new, but sometimes either circumstances, limited editions, or even not being invited to buy a car from some manufacturers can lead to you looking into the used market.
This is especially true in the supercar space. A great example of needing to be invited to buy a supercar exists with companies such as McLaren with their MSO series like the Senna, Ferrari with their anniversary cars every 10 years like the F50 and the Enzo, and the like. The only way to realistically purchase one of these cars is via a used sale.
Other times, perhaps the supercar you’ve been saving to buy has been out of production for some years. There are those who still, to this day, yearn to own a Type 993 Porsche 911, due to it being the last of the “true” air-cooled 911’s.
Whatever the reason, there are multiple routes to take to be able to purchase a used supercar. Realistically, these methods can apply to any used vehicle purchase, the only truly limiting factors are supply and competition for the vehicle.
On Your Own
Probably the most labor-intensive method, there are some people that prefer to go about finding their perfect car on their own. They’ll scour forums, check the online listings for their city or state every morning, and will network as much as they can with friends to cast their net far and wide. Often, with the right amount of networking and good communication skills, these are the buyers that can swing great deals, or buy cars from their network before they get listed.
When it comes to supercars, however, this method of going it alone can come around to bite you. The onus is on both the seller and the buyer to find the right price for the vehicle, with the seller trying to maximize their return, and the buyer trying to negotiate the best price they can afford. Where it can bite you is if these negotiations happen without the buyer doing a thorough inspection, getting under the hood, peeking around under the car, looking for the smallest thing.
Some supercars are notoriously fickle, springing an oil leak or bending a suspension arm when someone simply looks at the car. Other supercars are built like tanks, and you really have to run them brutally hard to do any significant damage. Whatever the case, if the seller doesn’t want to let you have the car taken by flatbed to a professional mechanic that specializes in that brand, or tries to explain away a squeak or sound from the car during a test drive that doesn’t sound reasonably possible, it’s best to walk away from the car. It will probably cause more heartbreak than joy if you buy a supercar and then need to immediately fix it.
If it passes inspection, or looks/sounds/smells mechanically sound, this is where the savings of going about it on your own can show up. Fair but hard negotiating can bring the price way down over what a window sticker or sales listing might say. This is because it is common practice to slightly overprice a vehicle in a listing, so that there is built-in negotiating room to make the buyer feel that they got a good deal. The trick here is to know what the actual used value of the car is, no matter the listing price, and negotiate around that price, not the listing price.
In the end, if you put in the due diligence, the hard work, the man-hours, you will often get a very good car out of the deal at a fair price. These might be collector cars, rare cars, limited editions, or even “common” supercars. But you will know you worked for it, and that feeling of satisfaction is definitely a bonus for doing it on your own.
Through Auctions
The most expensive Lamborghini Miura sold at auction, reaching over $4.16 million.
Buying a supercar through an auction is quickly becoming one of the preferred ways to obtain one. Over the past decade, auction websites of all kinds have cropped up, and instead of having to travel to the big shows like Barrett Jackson in the US, or Silverstone Auctions in the UK, you could (and still can) bid for your preferred supercar from the comfort of your home office.
What makes this method preferred by many is twofold. The first reason is that these auctions, and auction sites, are where you are far more likely to find limited or special edition supercars listed for sale. The second edition is that for many of these supercars to make it onto the site, they have to go through an approval process that verifies the service history, VIN history, mechanical faults (if any), repairs (if any), and special conditions of the vehicle, such as stored in a garage with a trickle charger attached, driven only once or twice a year, et al.
This removes an entire layer of uncertainty away from the “Doing it on your own” method. To be listed on the major auction sites, or to appear at major in-person auctions, the cars must be vetted and approved. Notes of the inspections and approvals often appear in the listing with the vehicle, letting you see everything about it.
The downside to auctions, however, are also twofold. The first downside is that if enough people want that same car, the bidding price can quickly spiral into the stratosphere. A recent example was a 2007 McLaren-Mercedes SLR 722 that sold for $605,000, which retailed at $480,000 when new. Other, much rarer cars, can often reach into the millions, with the rarest reaching into the tens of millions.
The other downside of auctions is that you are severely limited by supply. Maybe you are looking for a Lamborghini Diablo SV in the special racing yellow they had for that car. With the SV itself being a rarer model, finding a yellow one may be even harder. And because of the rarity of the model and the color, the first downside of demand far outweighing supply can mean you may pay a premium price to get that car.
Through A Specialized Used Car Dealership
You may call them used lots, used car dealerships, second-hand lots, and the like, but there are often several dozen of these in your nearest city, and possibly hundreds across your state. It is through these dealerships that sometimes the best chances of getting your dream supercar can be realized.
There is, however, a bit of wariness and even hostility regarding used car dealerships. Through both representations in movies, TV, even news media with investigative reporting, the shadier or less professionally run dealerships cast a negative shadow across the entire industry. However, the truth of the industry is that those “bad” dealers number only in the tens to maybe in the hundreds across all of America, while the “good” dealerships number in the tens of thousands.
Yet the true power, the best reason to visit a specialized dealership, is their networking power. As the saying goes, “it’s often who you know, not what you know.” Often, the owners or senior sales members of these dealerships have a rapport with local supercar owners and sellers, and are in constant contact with each other, even with their competition. Smaller used dealers may be local only, but the truly successful ones are also multi-city, possibly even multi-state, which only expands that network further.
For example, if you were looking for a used Mercedes AMG Black Series supercar in Houston, there may not be one available. However, with large used dealers like Echo Park, they have almost the entire Eastern seaboard and the deep South of the USA to network across to find you that Mercedes AMG you so deeply desire. And when they find it, they will take care of transporting it to their Houston dealership, fully insured and properly handled.
The greatest of the benefits, however, is that these specialized used car dealerships will often only buy used vehicles in excellent condition, or with mild issues that can be repaired by the dealership before the car is listed for sale. This means that when you buy from a reputable used car dealer, you are buying a car that has, at the very least, had a top to bottom, side to side, bumper to bumper check to make sure it is operating in tip-top shape.
This is not to say that there are no downsides, as there are a few. The most prominent one that you will run across with a used car dealership is that you will often be paying a premium price over a private sale. This is because the dealership, as a business, needs to recoup the cost of buying and preparing the car for sale, as well as turn a profit to keep the business in operation.
Another downside is that, much like with doing it on your own or through an auction, sometimes demand outweighs supply. This means that competition may exist for a specific vehicle and it may come down to first-come-first-served, or, for supercars or extremely rare cars, a private auction, with the highest bid wins between the interested parties.
The last downside is that vehicles you buy from specialized used dealers are often outside of factory warranty. This is part of the “hidden costs” of owning a supercar or higher-end luxury or performance car, as if something does break or fail through manufacturing fault, depending on the age and rarity of the vehicle, parts can be shockingly expensive. And that’s before any labor costs of having the part installed.
This is (in)famously demonstrated with the Ferrari F355 with the F1 gearbox option. As one of the first semi-automatic transmissions on the market, many of the modern era’s advancements in DCTs and SCTs didn’t exist back then. This meant that the clutch plate, operated by computer, was sometimes subject to sudden and abrupt force, causing it to slip. This prematurely wore down that clutch plate, and something that should have lasted 50,000 miles only lasted 10,000. And believe us, you really, really don’t want to know what a new clutch plate for an F355 costs these days… but we’ll tell you: it’s $11,000 for an inexpensive third party one at the cheapest we could find!
April 26, 2021 / Comments Off on Buying Used Supercars & How To Go About Doing So
The name Hagerty should ring a bell as one of the best classic vehicle insurer in the world, but they also have a Drivers Club with 600,000 members, a classic magazine that’s printed 800,000 times, and their YouTube channel has 1.4m subscribers, Hagerty is a world-class automotive lifestyle brand.
Hagerty also offers a Price Guide for cars, they keep track of auction results, compare those against the original estimate, but also monitor independent sale, the value at which cars are insured, and use their figures to help set prices in the automotive marketplace … however, sometimes they get it wrong, and a car goes to auction and reaches a never expected high bid … and this is their list of cars that outperformed everyone’s expectations when the hammer came down at auction in the UK:
The highest priced Lamborghini Miura ever:
Listed at the Passion of a Lifetime auction on Saturday, 05 September 2020 by Gooding and Company, our headline photo depicts the 1971 Oro Metallizzato P400 SV Speciale was estimated at $2,000,000 to $2,600,000 … the winning bid was $ 4,163,219 due to the fact it was one of a very few factory-built SV’s with Dry Sump lubrication and a limited-slip differential.
The most underestimated car on the list:
A 1972 Bentley Corniche was offered by Silverstone Auctions in July 2020 with an estimated value between $100,697 and $113,284, while Hagerty had put a value of only $78,166 on this car … it sold for a massive $199,664 at the auction, 155% more than what Hagerty deemed the car to be worth.
The 1989 Mercedes-Benz 300 SL
This R107 was made in 1989, sold by Historics at their September auction, the red roadster had only 10,000 miles on the counter with an estimate between $32,162 and $38,594 … it would sell at 146% of Hagerty’s $36,664 own evaluation … with a winning bid of $90,289.
A 1988 Porsche 928 SE
At one time the Porsche 928 was an entry-level car into the world of Porsche, values were low, but that might not be the case anymore today, as this 1988 example managed to impress buyers at the Silverstone Auctions in November by reaching a sale price of $170,684 while Hagerty listed only $90,768 for this car.
This SE, for Sport Equipment did have a mere 10,325 miles since new and being one of only 42 units made for the UK market in RHD, this specific Porsche 928 was a rare model indeed.
The 2005 Porsche 911 Turbo S
Another Porsche raised eyebrows when sold at $106,847 instead of the $80,202 Hagerty valuation, this 996 model was 15 years old at the time of the August Silverstone Auction venue, the auction house has set the estimate between $59,359 and $72,551 for this 18,000 mile super car.
A classic 1961 Jaguar Mk II 3.8
These beautiful Jaguar four-door sedans from the Sixties are highly sought after, especially in good condition, but this 1961 matching-numbers sample came with a pedigree: previous ownership by a celebrity, complete with comprehensive history, magazine features, and certification. The Hagerty value of $85,104 was shattered by selling for $114,000 a the May Silverstone Auction.
A 1987 BMW M3 E30 Competition Pack
I have owned a BMW E30 when I was 19 years old, but unfortunately not an M3 Competition Pack, and when I sold it in the late Eighties, it certainly didn’t get me the amount of money that was needed to buy this special M3 when it sold for $113,329 last year.
Hagerty had put a value of $88,152 on this car, which started life as a street version M3, it was later converted into a rally car, complete with a balanced and lightened 2.5-liter competition engine … but part of the high price surely came from the fact this BMW M3 came from Jay Kay’s personal collection.
1960 Mercedes-Benz 190 SL Hardtop
These classic W121 series Mercedes have been expensive for years now, still this 1960 model sold at the Goodwood Speedweek by Bonhams for an unexpected $189,289 after it was given a high estimate of $146,310 by the auction house, and a little higher value at $154,845 by Hagerty.
A 1973 Dino 246 GTS
Over the last decades, the value for a Dino 246 has skyrocketed, back in the beginning of 2000 these would hardly reach over $75,000 … but these days a 1973 Dino 246 GTS, which is the spider version, gets an estimate between $365,776 and $426,738. This Italian beauty reached $411,497 at auction in July, still 21% more than what Hagerty valued her at, $339,927.
Another multi-million Lamborghini Miura
We end this list of top-10 unexpected sales with another milestone car, the 1972 Lamborghini Miura SV, valued at $2,097,113 by Hagerty, which was considerable less than Silverstone Auctions own high estimate of $2,926,204, this rare RHD Miura SV was sold to a customer in Australia and was featured in CAR magazine, one of only 11 made in SV trim, she sold for $2,331,819.
This list is again a clear indication that value is a very subjective reference, some cars sell at auction well below their estimated value, while other sell for way more than was expected … it just shows that a car is worth what that one specific buyer is willing to pay for it … and in some cases that can be considerably more than what the car is objectively worth.
January 19, 2021 / Comments Off on 10 Sales That Smashed The Hagerty Price Guide In 2020
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
From a data perspective if you think going through 600 cars is a little too much work, then check out the Fastest 1990s Cars post, we only focus on the quickest accelerating and top speed cars of the 1990s. Les data and easier to work through. Some people like to see all the data however so for those of you that do, this is the post you want.
We have compiled data on 600+ cars from the 1990s. Clearly we are focused on cool and awesome cars, the iconic sports and performance cars of the era. We have the engine size, acceleration times, quarter mile times as well as power, torque and top speed numbers for every model. You can easily search for the car you want, as well as filter based on any criteria. Click on the “+” sign to learn more about each car and see things like the engine and the model year.
Enjoy.
June 18, 2019 / Comments Off on Over 600 1990s Cars! 0-60 mph time, 1/4 Mile time, Power & Top Speed For Every Model
We spent a lot of time recently thinking about ’90s cars. From our best supercars of the 1990s to our best sports cars of the ’90s we basically went through every model of the decade to find the best of the best. Thankfully as a teenager during the ’90s I was immersed in the supercars and sports car scene.
For this post we decided to build out some data around 1990s cars. We went through every single automotive model in our database to find the fastest accelerating and top speed cars of the 1990s. The interactive chart below allows you to search for a specific model and to sort by variables like top speed and so on. The is some overlap between the fastest accelerating cars of the 1990s and the fastest top speed cars. We decided to split out the top 10 in each category because in our eyes they are very different things.
10 Fastest 0 – 60 mph Cars of the 1990s
The fastest accelerating cars of the 1990s have a lot in common. They are almost all supercars or homologation specials built to satisfy racing regulators. Manufacturers wanted to go racing so they built just enough production cars to be certified. In terms of outright performance, there were three cars that scoot from 0 to 60 mph in under 3 seconds.
Inside the top 20 fastest accelerating cars it is more of the same thing, made up of homologation specials that were rare, impractical and barely legal. Outside the top 20 we start to see some “normal” supercars of the era show their faces. The Bugatti EB 110 Super Sport, Jaguar XJ220 and Ferrari F50 all manage sub-3.7 second sprints from 0 to 60 mph.
The 0-60 mph crown goes to the Dauer 962 Le Mans Porsche, which was essentially a road-going Porsche 962, the most successful prototype race car of the time. Porsche manufactured nearly 150 956/962s and sold many of the cars to private teams. During this period, Porsche manufactured and made available every component on the car. Of the companies that have produced a 962 road car, the most successful has been Dauer. 0-60 mph was over in 2.7 seconds and top speed was 253 mph, besting even the mighty McLaren F1.
McLaren took the parts from the F1 that won Le Mans and decided to build a production car as the ultimate version of the mighty McLaren F1. The parts from the race car included a ground-effects underbody, unique front bodywork, a rear diffuser and a carbon fiber rear wing engraved with the legend ‘GTR-24 Heures du Mans Winners 1995’. The LM was a monster. 0 – 60 mph was over in 2.9 seconds and it could go from standstill to 100 mph in less than five seconds. Top speed was 243 mph.
The Lamborghini Diablo VTTT (the VTTT stood for viscous traction twin turbo) was a limited production (7 made altogether) made by Platinum Motors in California. The cars were equipped with twin Garrett T4 turbochargers with custom-built intercoolers, competition valves with race guides, cylinder heads with polished ports, and a reprogrammed electronic fuel injection system. With 750 hp, the 222 mph was a surprise to nobody. The 0-60 mph time was aided by the Diablos AWD system, able to somewhat deploy all that power in such as way as to rocket the VTTT from 0 – 60 mph in just 3.1 seconds.
Everybody knows we are huge McLaren F1 fans here (we just named it the best McLaren ever). Its top speed of 240 mph puts much of even today’s supercar crowd to shame, and ergonomic features like the driver-centered, three-seat cockpit have rarely been seen since. Sure there are cars that are faster, but nobody did it the way the F1 did it. With a naturally aspirated 627 hp engine and 479.0 ft lbs of torque in such a small and light body, it was able to accelerate from zero to 60 mph in 3.2 seconds.
Originally conceived in 1994 with construction completed in 1995 by a United Arab Emirates Citizen who desired to own the fastest, individually owned car in the world! He contracted Mercedes which in turn also contacted Lotec for the body design. The letter C stands for the carbon fiber (race car), and the number 1000 stands for 1000 horsepower. Design and engineering cost over $1,000,000 and actual construction cost was over 1,200,000 total production cost was over $2,200,000. 0-60 mph in 3.2 seconds, 0-125 mph in 8.08 seconds, top speed 268 mph.
In accordance with the FIA rules of the day, the GT-One had also to be developed as a legal road car. In fact the differences between the race and road versions were small: in road-going mode, the rear wing was set lower and the suspension ride height was raised. A smaller fuel tank was fitted and the addition of catalytic converters ensured the vehicle complied with emissions regulations.
Toyota says the engineers at Toyota Motorsport GmbH created just two ‘production’ TS020 GT-Ones – one is on display in its museum, the other in Japan.
Lotus wanted to go racing in Le Mans (stop me if you have heard this one before). Of course in the 1990s that meant at least one of the “racing” cars had to be road legal. Cue the Lotus GT1.
The Lotus Elise GT1 utilized a production aluminum chassis with custom carbon fiber body that was optimized for endurance racing. Out went the Elise’s inline-four, swapped for a monster twin-turbo 6.0-liter version of the C4 Corvette’s LT5 V8. Reliability proved to be a problem for all seven chassis that were built, with the best success being a fifth place at Helsinki.
8. Panoz Esperante GTR-1
0-60 mph: 3.2 seconds
Almost a race car in street-legal trim, the front engined GTR-1 was built to meet the 24 Hours of Le Mans homologation requirements. Power came from an aluminum block V8 engine pushing over 600 horsepower. It was definitely one of the most unusual cars of the era.
The GTR-1 debuted at the 1997 12 Hours of Sebring but failed to finish. It later failed to finish the Silverstone Circuit and again racked up DNFs at Le Mans, where all three of them were scratched due to mechanical failure. One was even destroyed when it caught fire.
Initially revealed on the company’s founder, Ettore Bugatti’s 110th birthday in 1991, the EB110 came to be the last Italian-produced Bugatti before VAG took over the troubled automaker.
These days the Bugatti name stands purely for all-out speed and refinement, and though the EB110 was never a record breaker at the top end of the speed stakes, topping out at 216mph in the era of the McLaren F1, it was capable of reaching 62mph in just 3.2 seconds in 1992 Supersport trim – one of the fastest cars of its era over that dash.
That rapid acceleration was mostly thanks to the Bugatti’s 3.5-litre, quad-turbo V12, which transferred 604bhp to the road through all four wheels.
There’s something really appealing about all of the little design details on the EB110 which could be easily overlooked; from the cluster of circular air intakes just behind the doors, to the elegantly simple interior, all the way down to the gearshift layout positioned on the transmission tunnel, keeping the gear knob uncluttered.
10 Fastest Cars of the 1990s by Top Speed
It is no surprise that the fastest cars by top speed in the 1990s largely mirror the fastest accelerating cars of the same period. There are a few differences, but not many inside the top 10. Outside the top 10 there is some variation so we encourage you to play around with the table at the bottom of the post.
Again, homologation specials sit high on the list. Because taking a race car and turning it into production car was so much work and the volumes were so small, it did not make sense for manufacturers to worry about practicalities or worry about usability on the road. Often the top speed of these cars is literally on par with their racing car siblings. Most of the top 10 cars by top speed during the 1990s are likely to be able to go even faster if the tires of the era had been more advanced.
Outside the top 10, the “regular” production cars that weren’t special one-offs or limited edition specials include cars like the Lamborghini Diablo with its 217 mph top speed and the Ferrari F50 at 202 mph both make the top 20. It is also important to note that many of the “normal” cars were limited in their top speed by manufacturers, so don’t be surprised when you look at the full list and cars you expect to be there are missing.
We talked about the Dauer 962 above so we won’t rehash those details. Instead we will tell you a cool story. At the 24 Le Mans hour race, Dauer showed up with both a road version and race version of the Porsches 962, a design which had already won Le Mans six times. After winning the race, the FIA declared it would be creating rules to make sure the 962 wouldn’t be back in 1995. However, with a Le Mans win under their belt, and with support from Porsche, Dauer continued to build their road-going 962. The road going version was basically the race car with enough changes to be road legal. Jeez, no wonder it can hit a cool 253 mph top speed.
F1 GTR Longtail was a rare race (only 10 made). A handful of GTRs were not only bought by private owners, but also extensively modified by McLaren to make them street-legal machines. The Longtail was originally created for the 1997 FIA GT Championship in response to new competition from Porsche and Mercedes. Its heavily modified bodywork was designed to promote more downforce than the previous F1 GTR, which was closer to the standard road car.
What makes the McLaren F1’s top speed records so impressive is that it was never designed to do it. Technical director of McLaren Gordan Murray and stylist Peter Stevens realized that the car had to be small, use the lightest components available and have a large capacity, normally aspirated V12 engine. Little did they know, this design philosophy would break many speed records and win championships it wasn’t even originally intended for. After its release, the F1’s potential was immediately realized when it reached 0-100-0 in 11.4 seconds and a record top speed of 240.14mph in its XP5 pre-production trim.
To take the regular Diablo from its 217 mph top speed to 239 mph wasn’t cheap. The cost of the conversion from Diablo to Diablo VTTT was about $500,000 (on top of the cost of a base Diablo). Twin blueprinted, water cooled, Garrett T4 turbos were installed with electronically controlled waste gates, custom built intercoolers, competition type valves with race-type guides and polished cylinder heads. A custom twin-plate clutch in Kevlar to cope with the extra torque, a new short ratio gearbox to improve acceleration, and reprogrammed electronic fuel injection system were used. Also the brakes were upgraded with cross drilled and ventilated disks using carbon fibre brake pads. About six crazy owners decided to go ahead with the conversion and ended up with one of the fastest cars of the 1990s.
I hate to include concept cars on our list of fastest 90s cars, but this one was special. The Jimenez Novia W16 was a concept car in 1995. It was the work of Ramon Jimenez, a native French Vaucluse. Despite its somewhat exaggerated headlamps, their appearance and design reminiscent of Ferrari. Its interior had a modern, aerodynamic shape. Jimenez Novia had a W16 engine producing 560 horsepower and propelling the car to a top speed of 236 mph (according to the manufacturer).
Like the Dauer 962 Le Mans Porsche, the Koenig C62 is basically a Porsche 962 racing car. Koenig’s C62 is a conversion based on original Porsche 962 chassis. To attain the necessary ground clearance and headlight position needed to make the car a road legal production car, an entirely new carbon fibre body was constructed. Koenig punched out the three liter version of the boxer engine to produce more low end torque. Other engine modifications included softer cams and a Bosch Mototronic system. The changes clearly worked because the car hit a top speed of 235 mph.
We don’t have much to add about the Lotec (see above for the major details). The performance numbers from this car were astounding for this one of a kind machine. While the shape looks slippery and aerodynamic the reality is that it probably wasn’t. The bulk of the heavy lifting when it comes to the C1000’s 232 mph top speed was the 5.6-liter Mercedes V8 that was force-fed by twin turbochargers, resulting in about 1000 HP and 723 lb-ft of torque.
You guessed it. Another 962 based supercar. The car weighed about 2,300 pounds and was powered by a water-cooled 3.3-litre Type-935 Flat-6 with twin turbochargers producing 600 hp. The engine was borrowed nearly directly from the standard Porsche 962 unit used in the North American IMSA GT Championship so no wonder it hit a top speed of 230 mph. Most sources say that six Schuppan 962CR cars were built.
Cars built to the FIA GT regulations were also eligible to compete in the 24 Hours of Le Mans. Homologation for GT1 required a minimum of 25 examples to be produced. Enter the competition amongst top manufacturers. Mercedes-Benz started fresh, building one of the most extreme cars of the 1990s. Built with a cutting-edge carbon fibre monocoque chassis, the suspension was by double wishbones and pull-rod actuated coil-springs over dampers on both ends. Mounted amidships was an AMG modified version of Mercedes’ six-litre V12 engine. Breathing through the mandatory intake-restrictors, it was still good for at least 600 bhp.
100 Fastest 1990s Cars – 0-60 mph, 1/4 Mile, Top Speed, Power & Torque Data
June 18, 2019 / Comments Off on Fastest 1990s Cars: 0-60 Time, Top Speed, Power & Torque
Which McLaren Should You Buy? Our Picks for the Best New McLaren Cars On Sale Today
Updated: June, 2019
Things were much simpler in the 1990s when McLaren only made the McLaren F1. If you wanted to buy a new McLaren, you looked under your mattress for a $1 million and you bought an F1. These days things are much more complicated. If you are shopping for a new McLaren today you need to understand a rather confusing and growing model range.
We decided to create this basic guide to save you some time and help you make a better decision. We recommend the best new McLaren to buy based on your desired use case and driving needs/wants. We don’t go into details on every new McLaren model, you can find that in our new McLaren models post (if you are shopping for a used McLaren check out the historical McLaren model lineup).
As of June 2019, McLaren makes 11 cars across three different categories plus a couple of race cars if you want to buy a track-only toy. Telling the differences between cars is not easy and it is made harder by McLaren since the company uses a lot of the same technology and platforms across cars. If you are confused, don’t feel bad because most people are.
Which McLaren is Which? Understanding the Sports, Super & Ultimate Series Ranges
First things first, let’s explain how McLaren groups their cars. There are three categories (“Series”) where models are grouped based on price, performance and focus. The groups are the Sports Series, the Super Series and them Ultimate Series.
McLaren Sports Series
In some ways these are the perfect daily driver sports cars in the McLaren range. The Sports Series cars are not as extreme as the Super Series cars, but they are still crazy fast, awesome driving machines that are cheaper and more practical. What isn’t there to like. Think of these cars as competitors to Porsche GT models and you are right on the money. They are super light, have incredible power and a chassis designed for pure driving fun. The Sports Series model range offers unparalleled feel and connection to the road. Heart-stoppingly exciting and rewarding to drive but also highly useable. Yes please.
McLaren Super Series
Currently in its second generation of Super Series cars with the 720S and 720S Spider. We consider this McLaren’s core supercar model range. These cars use the top-end of McLaren’s performance equipment and technologies. Things like active aerodynamics and Proactive Chassis Control (PCC) are standard on the current McLaren Super Series models. Uncompromising performance and focus.
McLaren Ultimate Series
The pinnacle of the McLaren model range is the Ultimate Series. It is the top of the most extreme McLaren cars and (so far) is made up of McLaren’s hypercars and very limited edition machines. The original Ultimate Series car was the McLaren P1. The current crop of Ultimate Series McLaren models includes both the McLaren Senna and the McLaren Speedtail. McLaren have said that the original McLaren F1 is retroactively included in the Ultimate Series.
McLaren GT
It is worth mentioning the new McLaren GT. Technically the GT does not belong in any of the above “Series” groupings. McLaren says it is a true GT supercar and deserves its own standalone designation. Fine by us, just a little more McLaren confusion I guess.
Which New McLaren is Best to Buy?
We have already created a guide that goes through every current McLaren model so we are not going through every car in this post again. Instead we are just going to tell you which new McLaren to buy based on your driving needs.
If you are contemplating the purchase of a Porsche 911 Turbo or Audi R8 V10 then the McLaren 570S coupe should be on your shortlist of potential alternatives. Technically, the McLaren 540C is the entry level McLaren, but frankly, the 570S is better and worth the premium. You can also opt for the McLaren GT and if you drive long miles on the highway, the 570GT with its more compliant ride may be the wiser choice than the 570S, but for everybody else we recommend the 570S Coupe as the best entry level McLaren. The 570S Spider is also great, but we just find the coupe a better all around proposition.
While this is the entry-level McLaren you still get a carbon fiber tub and a twin-turbocharged 3.8-litre V8 driving the rear wheels through a seven-speed dual-clutch automatic gearbox. We are talking 562 hp and 443 lb-ft of torque, so it is fair to say “entry level my a**”. This is a bonafide supercar in terms of firepower and performance.
How is the 570S different than the more expensive 720S? Instead of composite bodywork, the 570S has an aluminium structure and body parts. Instead of the advanced linked hydraulic suspension system, the 570S gets regular anti-roll bars. There are also no active aerodynamics on the 570S either. The 570S does get its own Active Dynamics system, allowing you to pick driving modes that suit your mood.
Driving the McLaren 570S is fun. The ride is flat, taut and feedback is perfect. Normal mode is enjoyable and does a decent job of smoothing rough road surfaces. You could drive this car everyday and not feel like you need back surgery once a week. Grip is tremendous and with the 570S’ class-leading steering you always feel 100% in control. The car is never hyperactive or nervous, just always fluent, predictable, tactile and absorbing. The 570S is a real pleasure to drive both slow and fast but it is clearly more at home hammering through back roads on weekends than cruising on a highway. The non-stop pull of the twin-turbo V8 is addictive and it is more than enough (if you never drove a 720S you would never ask for more performance). Sure it doesn’t have the refinement of a 911 Turbo or the sound of a naturally aspirated Audi R8, but it has a driving experience that is unmatched at this price point and enough daily utility that I would choose it over the 911 and R8 all day long.
This is the car I would buy if I had to choose the best supercar on sale today. Forget the Pista, forget the Senna, I would buy the McLaren 600LT Coupe (yes the 600LT Spider is also awesome).
Based on the already highly impressive 570S, the LT adds power, cuts weight and puts a more uncompromising twist on driving dynamics. The 600LT gets the same 3.8-litre twin-turbo V8 and seven-speed dual-clutch as the 570S, but power increases from 562 bhp to 592 bhp and torque is up from 443 lb-ft to 457 lb-ft. Weight is also down about 220 pounds thanks to carbon seats, forged alloys, shorter top-exit exhausts and new carbon front splitter, rear diffuser and fixed rear wing. The new aero parts also increase downforce to 220 pounds at 155mph. Overall, the increase in power and weight loss means the 600LT has 474 bhp-per-tonne, 46 bhp more than the 570S on which it is based. Impressive.
Performance numbers as would expect are scintillating. The 600TL goes from a standstill to 60 mph in just 2.9 seconds, zero to 124 mph in 8.2sec to 124 mph and on to a top speed of 204 mph. The most impressive part of the 600LT is not the absurd straight-line numbers either, it is the way that the 600LT goes about its performance. There is a precision and feel that comes from all the changes that just elevates the 570S-based chassis to another level of greatness. The steering, chassis and engine work together to create a spectacular drive. The whole experience is more raw than a base 570S. The acceleration is more intense, the car carries more grip in corners and the steering wheel has more feel. It is just perfect.
To be clear, this isn’t a daily driver. The 600LT is definitely a track-focused special edition car that does compromise daily comfort for thrilling performance. With its uncompromising chassis settings, the 600LT does feel less forgiving on a bumpy road, but in what little suspension travel it does have there is exceptionally well-judged damping. That means the car can feel busy over bumps and ridges, but never brittle or uncomfortable. On smoother roads, you’ll never give the car’s ride quality a second thought. Capable of eye-watering performance it is deserving of the LT name and it is the best drivers car that McLaren makes today.
The 600LT is the perfect drivers car. If you love getting behind the wheel on an open road and hammering around for a few hours, then this is the car for you. It’s a revelation, calibrated just perfectly and with absurd levels of performance yet able to be enjoyed by regular drivers on normal roads. This is what cars are meant to be about.
The McLaren 720S isn’t just the best supercar that McLaren makes, it is the best supercar on sale today period. It beat the Ferrari 488 in multiple tests by reputable car magazines and that says a lot because the 488 is a masterpiece. The McLaren 720S is a more sensational supercar and easily the best of the current breed.
The 720S is an exotic for sure. It is a mid-engined, rear-wheel-drive supercar with an advanced carbon fiber chassis and a twin-turbocharged 4.0-liter V-8 that produces 710 horsepower and 568 lb-ft of torque. It also has the most advanced suspension system on the market. Called Proactive Chassis Control II it gets improved sensors combined with a hydraulically connected damper system that means there’s no need for anti-roll bars. It also has the awesomely named Variable Drift Control system that ummmm is great for sideways fun.
The McLaren 720S is a performance monster. Monumentally fast, it goes from 0 – 60 mph in just 2.8 seconds and onto a top speed of 212 mph. These are hypercar-like performance numbers and indeed, flooring a McLaren 720S on road or track is not that different than the McLaren P1. It isn’t just straight line speed either because the 720S has an uncanny ability to blend pointy and balanced handling with supple ride making the chassis a work of brilliance.
Superb ride and handling, crazy performance and everyday usability, no wonder Top Gear said the 720S was “Probably the single most accomplished supercar we’ve ever driven.” Best supercar on sale today, bar none.
Ok, so we are cheating a little bit here since we have yet to drive the McLaren GT and we have yet to read any reviews either. Given that McLaren has said the GT model was built with express purpose of delivering a better overall daily car that is more comfortable and luxurious, it is hard to imagine any other McLaren being better for daily use.
The car has a mid-engine 4.0-liter twin turbo V8 that makes 612 hp and 465 lb-ft of torque. McLaren has changed the way that power is delivered, making it different than the rest of the range in order to suit a GT-like driving experience. The car isn’t some plush boat though. It is still a McLaren and as such performance will be amazing. It can do 124 mph in nine seconds flat and has a top speed of 203 mph.
Physically, the GT is a bit longer and more elegant than the other models from the brand, creating more storage space and giving occupants a larger feeling cabin area. It sits up a little higher than the other supercars in McLaren’s lineup and offers segment-leading cabin refinement, according to the company. It also comes with a reasonably generous 14.8 cubic feet of cargo space. Add in the additional storage areas in the car and you have a combined total of over 20 cubic feet of cargo space. The infotainment system is new (thank goodness) and the interior has high-quality interior materials, including Nappa leather and Alcantara laid out in more of a luxurious manner than the rest of the range.
We think it is safe to say that the McLaren GT will be the best new McLaren for daily use on sale today.
McLaren claims this is the most extreme road car it’s ever built. It was designed to smash lap records and spend days destroying circuits lap after lap. Named after Formula 1 driver Ayrton Senna, the McLaren Senna is a track-focused hypercar.
The first time you see the Senna is can be a little jarring. It certainly isn’t the prettiest car in the world but it never was meant to. Every aspect of its design is focused on making it fast around a track. The Senna is all about aerodynamics – up to 1500 pounds of air pressing the mid-engined two-seater into the tarmac at 155 mph. It could produce more, but above that speed McLaren alter the wing angles to maximise acceleration.
It makes our list because it is in fact road legal and because it really is a stunning achievement by the team at McLaren. It develops 789 hp and 590 lb-ft of torque all deployed through the rear wheels via a seven-speed twin clutch gearbox. The sprints to 62mph is over in 2.8 seconds while 124mph comes up in just 6.8 seconds. To be fast on track a car needs to be both powerful and lightweight and the Senna is a relative lightweight, weighing just 2800 pounds with all fluids and fuel. All 500 units are already sold out though so you may need to buy one second hand if you really want one.
If your only criteria is simply, “I want the absolute best new McLaren for all conditions and driving needs” then you cannot go past the McLaren 720S Spider. I would personally buy the McLaren 600LT but that is because I am willing to live with the compromises of a track-focused car and all the rough-edges that come with a hardcore car driven on normal roads. I am also only going to drive the car once or twice a month based on my crazy schedule so those issues come up less of the time.
For everybody else, you should buy the 720S Spider. I guarantee that anybody who buys it will be happy. It does everything exceptionally well. In fact, the 720S Spider does everything the 720S coupe does but with the added benefit of getting a tan and some fresh air when it is sunny outside.
The McLaren 720S is a sensational supercar, easily the best of the current breed. It has a twin-turbocharged 4.0-liter V-8 that produces 710 horsepower and 568 lb-ft of torque. We said it was the best supercar on sale today, bar none. It is.
Sure, the Spider weighs about 300 pounds more than the coupe, but this is a car with 710hp – you are not going to be able to feel the performance differences (the Spider is 0.1 seconds slower to 124 mph versus the coupe) . The roof has cool electric motors which means it takes just 11 seconds from open to close (and vice versa) and can be operated up to 31 mph.
The 720s Spider is a great daily driver too. Sure, the GT is more luxurious and has some more space. But, the 720S has McLaren’s special hydraulic cross-linked variable dampers and they work like magic. They make the 720S Spider ride like a luxury car over bumps and rough roads. It is uncanny in its ability to make a supercar feel like a regular luxury car, delivering a remarkable ride: flat, yet amazingly supple.
From a performance perspective it can destroy anything else on the road. Sure the Senna is faster but you can’t drive a Senna to get groceries. The 720S can be driven to work and hammered on back roads on weekends. It handles amazingly well, it has so much punch in any gear that it is legitimately scary in a great way. The performance is absolutely astonishing. The open top makes it feel more liberating and more immersive than the coupe. The 720S Spider has been so well calibrated, is so clear, clean and faithful in its responses that you have utter confidence in its manners. The steering is the best of any supercar.
Out of this world performance, stunning looks, advanced technology and most importantly tons of soul. The best new McLaren for sale today is the McLaren 720S Spider.
June 17, 2019 / Comments Off on [2019 Edition] Best New McLaren to Buy
2019 and 2020 are shaping up to be the best years ever in terms of the sheer number of new hypercars we will start to see on the road. Every decade or so we get a new breed of hypercars that hit the scene and it seems this year is the start of the next era.
The trio of the Ferrari LaFerrari,McLaren P1 and Porsche 918 were the previous kings of the hypercar world but that was back in 2013 and six years is a long time in automotive technology, particularly at the top end of the market. We decided to take a look at the most anticipated hypercars we can expect in the coming year or so to pump ourselves up.
You have the two-seater Mercedes-AMG Project ONE that will literally transfer the latest and most efficient Formula 1 hybrid technology almost one to one from the track to the street for the first time ever. Given their success in F1 recently, this may be the fastest production car around a track we have ever seen. Of course the guys at Aston Martin and Red Bull beg to differ, telling us that their Aston Martin Valkyrie will be a pure race car and will be close to Le Mans level spec out of the gate. Ferrari of course also announced their new hypercar, a 989 hp plug-in hybrid with turbocharged 3.9-liter V8 paired to three electric motors.
It isn’t just the traditional supercar and hypercar brands that have new supercars this year either. The electric only upstarts are challenging the incumbents with their all-electric hypercars and some pretty spectacular numbers. Tesla has their absurdly fast Roadster coming out while the much smaller Rimac is readying their 1,900+ hp Concept Two hypercar also.
If you are looking for the ultimate in vehicle performance. If you want a limited edition hypercar or supercar that sits on top of the automotive world, then read on because our list of the eleven most anticipated upcoming hypercars should get you excited:
Koenigsegg Jesko
The Koenigsegg’s Jesko comes with 1,600 hp and can do 300 mph according to Koenigsegg. There are two different versions of the car. Koenigsegg designed one for a high speed run to make the 300 mph, and one with some serious downforce for the racetrack. No matter the variant, you get a new carbon fiber and aluminum chassis, new suspension setup, redesigned engine, and a special gearbox. The car may be the successor to the Agera, but it’s all new.
The car comes with a 5.0-liter twin-turbo V8. The company worked on the engine to make it more powerful and lighter than any other V8 it has produced. It’ll make 1,600 hp on E85 biofuel and 1,280 on regular gasoline. Torque numbers sit at 1,106 lb-ft. The car comes with a special 9-speed multi-clutch gearbox the company builds in-house.
By now you have all heard about Tesla’s latest F**ck You to the established supercar makers with the announcement of its new Roaster, due in 2020.
It is the ultimate performance machine with insanely fast acceleration of 0 to 60 mph in just 1.9 seconds, 0 to 100 mph times of only 4.2 seconds and top speed north of 250 mph. This is for real.
Pininfarina Battista
New electric hypercar is the first fruit of the contract with Rimac. Rimac is supplying the battery and drivetrain expertise and is also handling a lot of the software and hardware. The car looks like what you’d expect a hypercar from Pininfarina to look like. It’s all sweeping lines that have been aerodynamically designed and beautifully crafted. The Battista may be a brute when it comes to power, but its styling is downright elegant. The teardrop style cockpit, long sloping roof, and rear with its floating taillights is gorgeous. The Battista features an all-electric powertrain. The 120 kWh battery pack comes from Rimac, and that powers the four electric motors that have a combined output of 1,900 hp and 1,696 lb-ft of torque. It can do a 0 to 60 mph sprint in under two seconds and make it to a top speed of 217 mph. The car is also capable of traveling 280 miles per charge.
The most extreme car ever created when it is finished in 2020. It is basically an LMP1 lap time machine that works on the road too. With Red Bull Advanced Technologies begins the project and Cosworth developing the incredible V12 engine, Aston Martin has brought Rimac to supply the Valkyries high performance and lightweight hybrid battery system. Electric power will be vital to ensure drivability, but will also be called upon for a power boost, should 11,100 rpm and 6.5 liters be insufficient on their own.
It’s a stunning new hybrid supercar that offers 989 hp from a plug-in hybrid powertrain. It features a plug-in hybrid setup that utilizes a turbocharged 3.9-liter V8 paired to three electric motors.
Two of those electric motors are mounted on the front axle and one is mounted between the engine and the gearbox. This setup with the V8 and electric motors makes the Ferrari good for a 2.5-second 0-60 mph time. The powertrain is the most powerful of any Ferrari and puts the SF90 Stradale atop the Ferrari lineup.
The car also features an all-new chassis made of carbon fiber and aluminum. The sleek body panels and its aerodynamic shape help the model make a whopping 860 pounds of downforce at speed, and the whole profile of the car is extremely low so it can slash through the air at high speeds. It has a two-piece rear wing that comes from the company’s work in F1 racing.
The Aston Martin AM-RB 003, is the third of the mid-engine supercars Aston is working on. The company partnered with Red Bull Advanced Technologies to put together the car, much like it has with the Valkyrie. The car still borrows a lot of technology and performance principles from Formula 1 cars. However, it will be the most roadgoing version of an Aston mid-engine car yet. It will get a roomier cockpit than the other cars, more interior storage, a larger cargo area, and doors that make it easier to get in and out of the low-slung coupe. The vehicle gets a lightweight carbon fiber structure, carbon fiber bodywork, active aerodynamics, and Valkyrie-like styling. The powertrain for the model is a hybrid that utilizes a V6 engine and electric motors.
Meet the new Speedtail – an aptly-named addition to McLaren’s Ultimate Series. This limited-edition car, of which only 106 examples will be built, represents McLaren’s unyielding pursuit of top-speed. It will do 250+ mph, has over 1,000+ bhp and costs a whopping $2.2 million.
Its silhouette sweeps from the front of the car to the extended rear – a teardrop shape that is the key to its exceptional aerodynamics – with side accents that add an organic edge to its smooth profile. The front rims are enclosed – for maximum top-speed – while the rears remain exposed. The entire care oozes elegance, class, and barely-contained power that the lucky driver will be able to unleash.
McLaren has labeled the Speedtail a Hyper GT, which seems fitting given the excess of the car and its abilities. This is a car that’ll take you to 250mph.
The Aston Martin Vanquish will compete in the supercar market with the Ferrari F8 Tributo, Lamborghini Huracan EVO, and McLaren’s vehicles. The Vanquish is still a few years away from debuting, but when it does, it will be a force to be reckoned with. The car will feature an aluminum V6 engine paired with an electric motor. This hybrid powertrain will place it securely in the modern age and help it compete with the other big names in the supercar segment.
Gordon Murray Automotive T50
We still don’t know much about the T50 but it is probably the most exciting car on this list. According to his website, the car will use a carbon fiber tub, a naturally aspirated V12 engine, a good-old-fashioned six-speed manual transmission, and be rear-wheel drive. The car will also seat three people. The driver will be front and center with the two passengers to either side. The car will begin production in 2022. Right now the car is in advanced stages of development. The vehicle is said to cost upwards of $2.5 million. Murray plans to only build 100 versions of the car, too, meaning it will be a rare model. The model is supposed to have the most advanced aerodynamics of any car and an unmatched power-to-weight ratio.
Mercedes-AMG Project One
In case you missed the official unveiling of the new hypercar, the Project One has an F1-derived 1.6 liter V6 hybrid powertrain which gives it a total power output of over 1,000 hp and a maximum speed of over 217 mph. The hypercar also features an electric turbocharger, four electric motors and 11,000 rpm redline and an idle speed of 4000 rpm. It also gets Variable AMG Performance 4MATIC+ all-wheel drive with hybrid-drive rear axle, electrically driven front axle and torque vectoring. The Mercedes-AMG promises the Project ONE will combine stunning racetrack performance and practical Formula 1 hybrid technology with exemplary efficiency. If I were to bet on which car on this list would win a race on a real circuit, this is the one I would put my money on.
Rimac Concept Two
It is an all-electric hypercar called the Concept Two that debuted today at the Geneva Motor Show. Rimac says it has 1,914-horsepower and a sprint from standstill to 60 mph in an absurd 1.85 seconds. That would make it the quickest accelerating car ever. Rimac says its 120 kWh battery enables over 400 miles of range too so this could be a very practical electric hypercar. Cool features include facial recognition technology that will both unlock and start the car. The company claims that it’ll get to 100 mph in 4.3 seconds and run a quarter mile in 9.1 seconds. The C Two tops out at 258 mph. If this is the future of electric supercar performance then count me in.
June 14, 2019 / Comments Off on [2019 Edition] 11 Most Anticipated Hypercars and Supercars
Our List of the 14 Greatest Sports Cars of the 1940s
We mentioned in our best 1940s supercars list that the early 1940s weren’t exactly a time for lots of fun sports cars. Most countries were distracted by WWII and the focus for car companies were using their factories for the war effort.
After the war ended it was returning troops who really kicked off the sports car movement in the biggest automotive market in the world, the United States. Returning GIs started to bring small two-seat sports cars from Europe home with them. People initially saw these cars in rich enclaves like California and New York. U.S dealers bringing in cars from Jaguar, Porsche and MG, coupled with higher incomes thanks to a booming U.S. economy and the late 1940s were a time where sports-car excitement really picked up speed.
Sports car momentum picked up in the United States because Americans were sick of the same old thing coming out of Detroit. Big, heavy and horrible to drive, the American cars were boring and uninspiring. Small sports cars from Europe were different. The best 1940s sports cars from Europe were modern, great looking and fun machines with advanced engines that inspired a new generation of car fans.
In the back half of the 1940s, sports cars were seen more and more on American roads and interest from the general public picked up. It was the European manufacturers who took the lead largely because they had been ravaged by the war and needed export earnings fast to get themselves back to financial stability. The American manufacturers were basically ok delivering the same kinds of cars they had during the pre-war era (albeit tweaked and updated versions).
By the end of the 1940s most U.S automotive manufacturers were asking themselves how they could get themselves into the sports car business. Sports cars like the Jaguar XK120 were making an impression in rich American buyers and it did not go unnoticed by the big wigs at GM, Chrysler and Ford. Dealers like Max Hoffman did their part too by bringing Delahaye, Porsche and other makes into the U.S.
Here are the best sports cars of the 1940s.
Our Favorite 1940s Sports Cars
Porsche 356 No. 1
The first Porsche, chassis 356-001, was produced in Gmünd as two-seat roadster using VW parts. Work on the project started as early as 1947 and was authorized by Ferry Porsche to begin construction in March of 1958 of the new Sportwagen Typ 356. He was undoubtedly influenced by Cisitalia which was making cars based on Porsche designs from basic Fiat components. The prototype, called the first Porsche by many and known as Porsche No. 1 was completed in March on 1948 in Austria. It was tested in chassis form before Erwin Komenda designed the bodywork. Details such as pop-out door handles, integrated bumpers and a decorative aluminum license plate surround separated the car from its VW roots. Inside Komenda fitted a bench seat, spartan controls and minimal upholstery.
The first Pinin Farina 1500 appeared on the stand at the 1947 Geneva Motor Show. Painted in grey, the car was well received. At the time, the car’s aluminum 1.5-litre engine produced only 65 bhp which was ample for the roads of Italy. Most cars were fitted with a single Weber 36 DCR, but a few were fitted with a triple carburetor setup and even more were retrofitted with it.
Maserati’s A6 1500 A6 1500 Pininfarina was the legendary brand’s first road production vehicle. It was first designed in 1941, but production and completion of its development had to wait until after WWII. The two door, two seater gem had a 1.6 liter straight six engine and a four speed manual transmission. The A6 1500 Pininfarina came along with a huge dose of style, but since less than 80 cars were built it’s a rarity today.
Allard’s first postwar vehicle was the K1, a very stylish sports car with a specially designed and built steel frame. The attractive model had a V8 engine and three speed manual transmission, plus it packed an impressive amount of power.
The first Allard K1 cars were built in 1946 and produced until 1950. A box frame chassis was built, 106 inches compared to the longer 112-inch L-type and M-type. A live rear axle sat at the rear whilst at the front the Ballemy split axle front suspension. The engine was usually a Ford Pilot 3622cc V8 or a Mercury 4,400cc V8, but other engines were also available.
Veritas Rennsport
In many ways the Veritas was a re-built BMW 328 with a new aerodynamic body. Some cars used the original 328 chassis with a complex network of tubes to support the larger aluminum body. The very first cars actually raced as BMW-Veritas. Later, objection from BMW meant that the model would be simply known as the Veritas Rennsport. Around the BMW power train, the Veritas used a steel chassis and slab-sided aluminum body. Many cars were built from customer-supplied parts. Veritas could offer engine tuning upwards of 125 bhp. This package set a 2-liter speed-record of 147 mph on the Belgian Autoroute at Jabbeke. Direct competition came from the emerging Ferrari 166, Frazer Nash Le Mans and Osca MT4.
Competition drives innovation, and Triumph’s challenger to the XK120’s crown is proof that a bit of healthy sparring between car manufacturers can yield some spectacular shapes. The roadster has the Cruella Deville proportions that would make it a terrifying sight to anyone out for a quiet Sunday stroll with their Dalmatian along a back road in late-40s England.
Designed just at the War was ending in 1944, the Roadster was offered at launch with a 1.8-litre four-cylinder engine based on a pre-War 1.5-litre (which, cheekily, had been designed initially to go in Triumph’s competing Jags) but converted to run with overhead valves as opposed to side-fitted valves.
The Roadster was not well received by critics at the time, and with a 0-60 time of 34.4 seconds and a top speed of 75mph, it’s easy to see how their criticisms could be justified. While the motoring press panned not only the performance but the looks; the swooping wings, googly headlamps and indented radiator grille, I think Triumph’s answer to Jag’s utter dominance of the British sportscar scene at the time has aged rather well, in a cartoonish, caricature sort of fashion.
Healey Silverstone
The Donald Healey Motor Company produced the Silverstone sports car from 1949 to 1950, and it’s one of the most distinctive looking cars of the decade and a genuine late 1940s sports car. The car weight only 2100 pounds and was lightweight for a 1940s sports car. The model’s headlights are positioned behind its grille to boost its aerodynamics, and it was an open two seater. The Healey Silverstone had a 2.5 liter Riley inline four engine, four speed manual transmission, and produced 104 hp. This car was built for both road and track and it has come competitions success by winning both the 1949 and 1951 Coupe des Alpes.
Bristol 401
British car maker Bristol Cars produced the 401 between 1948 and 1953. It had a unique suspension system and Lockheed hydraulic brakes, along with a straight six engine and four speed manual transmission that helped the car reach 97 mph. The 401 accelerated from 0 to 60 in just over 15 seconds — that sounds terribly slow considering today’s vehicles, but at the time it was an impressive stat.
One of Fiats first post-war efforts was a racing variant of the 1100 known simply as the 1100 S. It featured a tuned engine and a dramatic streamlined body by Fiat which was loosely based off the pre-war 508 CMM and helped the car achieve nearly 100 mph.
The two-seat body was produced by Carrozzerie Speciali at Fiat’s own Officine Lingotto under the direction of Giuseppe Cogno. Several of the early cars don a badge with this script.
The structure itself was an aluminum body built over the Fiat 1100B chassis.
The classic Villa d’Este version of the 6C 2500 introduced in 1949 was named after its triumph in the concours d’elegance of the same name and is a perfect example of how the lines of a truly successful car are timeless. Its 2,443 cc six-cylinder engine has triple Weber carburettors. Not only that , it was capable of a top speed of 165 km/h with its Superleggera (extra lightweight) body, by Touring. Only 36 were built.
To commemorate their first major success at the prestigious 1948 Mille Miglia, Ferrari upgraded their successful 166 Sport and made a series of cars called the 166 MM. These contributed more than any other previous type, scoring many of Ferrari’s first international victories and established the company as a serious manufacturer of sports cars.
For their new series, Ferrari outsourced production of the bodies to Touring of Milan who made 25 roadsters using their patented Superleggera technique. It fixed aluminum-alloy panels directly to a tubular space frame which was both light and rigid.
Aston Martin DB1
After David Brown briefly tested Aston Martin’s Atom prototype, he paid 20 000 GBP and the company was his. He had grand ideas for his new purchase, but started out with a new drop-head coupe that became the DB1.
The underpinnings for the DB1 came from a 1939 Aston Martin prototype called the Atom. It used a SOHC, 8-valve, 2-liter engine that produced 90 bhp. The chassis was a unique multi-tube affair and provided support for an awkward 4-seat sedan. David Brown decided that a convertible or drop-head coupe version of the Atom would be a good launch point for this new venture. He had Claude Hill stiffen the chassis to accept a new flowing body. The design used lateral supports that were tall enough to support the top of the body.
The Aston Martin DB1, also known as the 2-Liter Sports, was a serious beauty. Just 15 of the models were produced between 1948 and 1950, before the DB2 came along. The two seater car had a 2.0 liter Claude Hill engine that produced 90 hp. At a June 2016 auction, an Aston Martin DB1 that was horribly rusted with cobwebs and a faded paint job was still estimated to sell for between $600,000 and $1 million. In decent condition, this classic model can sell for well over $2 million.
The company employed a wealth of talent to develop limited production sports cars that were based around upgraded Fiat components. Cisitalia’s first product was the D46, a small single seater which used a space frame to support its Fiat 1090cc engine and Fiat 500 suspension.
After producing several customer D46s Cisitalia focused on building small passenger car based on the D46. All cars were finished as a rolling chassis and bodied by various design houses. Pinin Farina was responsible for the first coupe which was implemented by Vignale, albeit with subtle changes.
Since the 202 never made large scale production and all the cars were handmade, the small talented group at Cisitalia, including Carlos Abarth, Dante Giacosa and Giavonni Savonuzzi, made several variants of the 202. Of the more important versions, the SMM Nuvolari Spider was built and named after a class victory at the 1947 Mille Miglia. It is easily identified by its large rear fins, twin windscreens and usual Italian blood red paint scheme.Partly due to expensive construction of the mid-engine, four wheel drive formula one car, designed by Ferry Porsche, Cisitalia went into receivership in 1949 and was sold in 1952. In total, around 200 cars were made which made a large impact on the later marques, including Abarth’s later range of cars.
After the war, the men at Abingdon quickly got back into car production with the TC. It was really a slightly developed version of the prewar 1939 TB, which was the smallest MG and one of the few sports cars available right after the war. Due to material rations, most of the TCs were built for export, thus it was the first MG to be shipped in good quantity to the USA where MG would become established as the most popular import name.
While the TC didn’t feature any bumpers, heater or left-hand drive and many other luxuries, what it provided was as a responsive, exciting ride. Coupled with a very affordable price tag, it should be no surprise that the TC outsold all previous models.
With its French curves, 120 mph performance and a price tag of £988, the XK120 was Jaguar’s most important roadster. In 1948 it set a new standard of post-war performance which progressed into a comprehensive motor sports campaign and won the 24 Hours of Le Mans five times in seven years. Before it was allowed to race, Sir William Lyons personally tested an XK120 at Silverstone himself. He called it the ‘Super Sports Two Seater’, but after reaching 120 mph in Belgium, it was simply known as the XK120.
Inspired by Italian sports cars and the streamlined styling of the French design houses, Sir William Lyons personally sketched out the basic silhouette for the 120. In what must have been a difficult task, the panel beaters slowly embodied the simple steel chassis with a sweeping hand-hammered aluminum body. The resulting prototype was timeless, simple and instantly recognizable.
The Jaguar XK120 was the fastest production car in the world when it was first released in 1949, with a top speed of 120 mph – and it had the looks to boot. Its interior was remarkably cramped, but with a car this sexy, who cares.
24 of the Best Looking & Most Gorgeous Cars from the 1940s
At the top end of the car market, the early 1940’s were still a time for luxurious and large coaches that screamed status. These cars were few and far and only for the rich, with coachbuilders creating one off cars for their well to do clients. With the war in full force and automotive production essentially at a standstill globally for first four years of the 1940s, the rest of the auto industry didn’t restart until early 1946 when we started to see great new cars roll off the production lines.
When the war ended it took a few years to retool factories. There were also a lot of war-parts left over. That means a lot of most beautiful 1940s cars were a hodgepodge of parts. The great looking cars were designed with whatever parts were around and combined with car designs and concepts left over from before the war. It is remarkable that the cars that came out during that era would as good looking and gorgeous as they were.
As the consumer automotive market started to gain speed again in the late 1940s, we saw a lot of innovation technically both in manufacturing and in car technology itself. While the first mid-1940s cars copied the design of the pre-war cars, and a lot of small car companies tried to fill the void left by the big carmakers and started to push design. The end of the 1940s saw car sales pick up steam and a serious uptick in the sheer number of innovative and beautiful cars being created. In fact, the most beautiful cars of the 1940s set the design tone for car designers for the following decade and beyond.
So here they are, the most beautiful cars of the 1940s, a stop-start era in automotive history.
Norman E. Timbs Buick Streamliner
Mechanical engineer Norman E. Timbs created this dramatic streamliner in the 1940s which in many ways was the ultimate American hot rod. He designed and fabricated much of the project himself which included a custom aluminum body and steel chassis. It took him over two years to finish and the resulting chic roadster was good enough for cover of Motor Trend as well as features in Mechanix Illustrated, Popular Mechanics and Motor Life. Easily the most beautiful car of the 1940s.
After the war Delahaye continued to make cars largely based on their prewar cars. The Type 175 S was released in 1948 alongside similar chassis made with a longer wheelbase.
Most models were styled at the factory by Philippe Charbonneaux and used a seven bearing 4.5 liter six-cylinder with a DeDion-Type rear axle. Fitted with competition bodywork, the 175 S competed only briefly and was unsuccessful during its initial year.
this stylish Delahaye 175 Sport Cabriolet was specially ordered as a left hand drive two-seater, with unique cabriolet coachwork by Henri Chapron. Looking very much the part of a show car, the short 175 chassis is clothed in a rakish cabriolet body, with beautifully integrated lines and contrasting paint sitting atop delicate Rudge wire wheels.
The first Porsche, chassis 356-001, was produced in Gmünd as two-seat roadster using VW parts. Work on the project started as early as 1947 and was authorized by Ferry Porsche to begin construction in March of 1958 of the new Sportwagen Typ 356. He was undoubtedly influenced by Cisitalia which was making cars based on Porsche designs from basic Fiat components. The prototype, called the first Porsche by many and known as Porsche No. 1 was completed in March on 1948 in Austria. It was tested in chassis form before Erwin Komenda designed the bodywork. Details such as pop-out door handles, integrated bumpers and a decorative aluminum license plate surround separated the car from its VW roots. Inside Komenda fitted a bench seat, spartan controls and minimal upholstery.
One of Fiats first post-war efforts was a racing variant of the 1100 known simply as the 1100 S. It featured a tuned engine and a dramatic streamlined body by Fiat which was loosely based off the pre-war 508 CMM and helped the car achieve nearly 100 mph.
The two-seat body was produced by Carrozzerie Speciali at Fiat’s own Officine Lingotto under the direction of Giuseppe Cogno. Several of the early cars don a badge with this script.
The structure itself was an aluminum body built over the Fiat 1100B chassis.
The 147-inch wheelbase Daimler DE-36 chassis was powered by a 150hp straight-eight displacing 5460cc (5.4L). The large, silky smooth engine was coupled to a Daimler Fluid Flywheel transmission, controlled by a pre-selector mechanism. Factory documents indicate as many as 216 DE-36 chassis were built, with the final units being dispatched in 1953.
As would be expected, the lengthy DE-36 chassis were most often fitted with heavy, formal limousine coachwork. Delightful exceptions to the rule were the six magnificent DE-36 drop-head coupes created by Hooper’s in the style of Sir Bernard’s prototypical 1948 show car. Although delivered in various colors, all of the Hooper DE-36 drop-heads are popularly known today as Green Goddesses.
Of the 50 cars made in Gmünd, only eight were built up as cabriolets. Each was outsourced for its body and interior construction. The coupe is also beautiful but for me the cabriolet looks just so perfect.
Six cars were sent to Beutler who constructed them with a slightly different shape than the factory coupes. Included was a kicked-up rear fender line which was used on several of the Buetler cabriolets. Furthermore the dashboard was unique to these cars.
Built to factory designs, Karosseriefabrik Ferdinand Keibl in Vienna produced an entirely different cabriolet of which only two were produced.
This concept by Chrysler was stunning in 1941 and still looks great today. It easily my favorite of the best designed cars of the 1940s. It was built during the popular Art Deco deco movement before the Jet Age of transportation design. The body was executed by Lebaron in Detroit to a design by Alex Tremulis. It was built as a tribute to George Eyston’s 1938 Thunderbolt which reached 357.53 mph on the Bonneville Salt Flats.
Only five or six Thunderbolts were built. They were first seen at the 1940 New York Auto show and subsequently displayed across the United States. Each had a different paint scheme and some had polished brass accents. Later on the name was resurrected by Chrysler in 1993 as a concept car.
The classic Villa d’Este version of the 6C 2500 introduced in 1949 was named after its triumph in the concours d’elegance of the same name and is a perfect example of how the lines of a truly successful car are timeless. Its 2,443 cc six-cylinder engine has triple Weber carburettors. Not only that , it was capable of a top speed of 165 km/h with its Superleggera (extra lightweight) body, by Touring. Only 36 were built.
The ‘Barrelback’ Wagon makes our list because it was so unique and did an amazing job of capturing the public’s attention.
For 1941 and 1942, Chrysler built their Town & Country Wagon as a “limousine for the country” with deluxe appointments and lavish a lavish wooden frame. This nine-passenger station wagon, became known as the Barrelback for their curved rear bodywork which was only seen on the early cars. The Wagon was built on Chrysler’s windsor chassis and benefited from its 241.5 cu. in. L-head inline six-cylinder engine that produced 1018 bhp. It was the first to include genuine wood exterior panels.
One of the immediate post-war cars that received notoriety for its speed was the T26 Grand Sport (GS). It was built for either racing or luxury and benefited directly from Talbot’s successful T26 Course Grand Prix car. As such it was expensive, rare and helped Louis Rosier win the LeMans 24 Hour race.
The GS replaced the Record chassis which was named for its remarkable top speed. Having a 4.5-liter, inline-6 with aluminum cylinder heads and triple carburetor fuel feed from the T26 the Grand Prix cars, the GS was one of the world’s most powerful production cars. It produced 190 bhp which was good for around 125 mph depending on the body that was fitted.
After producing a several customer D46s, and achieving a debut victory in the Brezzi Cup in Turin, Cisitalia focused on building small passenger car based on the D46, including it’s Fiat components and space frame chassis. Called the 202, each cars was finished as a rolling chassis and bodied by various design houses. Pinin Farina was responsible for a definitive coupe which set the visual standard for all future sports car bodies having a low and flat hood.
Eat your heart out Tesla. L’Oeuf electrique, literally ‘the electric egg,’ was built by French artist, designer, and engineer Paul Arzens in 1942 for personal use. With a 60-mile range and a 37 mph top speed, the egg was the ultimate urban vehicle years before the first electric Smart ForTwo took to the streets. It was futuristic, unique and a design masterpiece. The car was made of aluminum and Plexiglass and Arzens chose the electric powertrain due to shortages in petrol due to the war. It had 100 km range and could hit 70 km/h.
Ferrari 166 MM Zagato Panoramica
Zagato and Ferrari’s associations began at Alfa Romeo, when Zagato’s light weight aluminum bodies helped Alfa during their most dominant period in history. After Enzo Ferrari left Alfa as race driver, and then later as head of the racing team, he started manufacturing cars under his own name which won races from their onset. Several customers requested Zagato bodies for their Ferrari, and this, chassis 0018M, marks the first Ferrari-Zagato collaboration.
Not only was this Zagato’s first Ferrari, it was Ferrari’s first coupe and Gioacchino Colombo, one of Ferrari’s consultants, collaborated with Zagato to reach the final design. Called the Panoramica, the coupe was a thoroughly modern design and had a very curious greenhouse, with Plexiglas windows that curved with the roof.
Rolls-Royce Phantom III Labourdette Vutotal Cabriolet
Rebodied in 1947 by Labourdette of Paris, this Phantom III was the designer’s last and arguably most daring work. It was commissioned by the flamboyant Louis Ritter who let Labourdette go all out, so much so, the body alone cost $44 000 which made it one of the most expensive of its time- equal to around $375 000 in 2003.
To commemorate their first major success at the prestigious 1948 Mille Miglia, Ferrari upgraded their successful 166 Sport and made a series of cars called the 166 MM. These contributed more than any other previous type, scoring many of Ferrari’s first international victories and established the company as a serious manufacturer of sports cars.
For their new series, Ferrari outsourced production of the bodies to Touring of Milan who made 25 roadsters using their patented Superleggera technique. It fixed aluminum-alloy panels directly to a tubular space frame which was both light and rigid.
After David Brown briefly tested Aston Martin’s Atom prototype, he paid 20 000 GBP and the company was his. He had grand ideas for his new purchase, but started out with a new drop-head coupe that became the DB1.
The underpinnings for the DB1 came from a 1939 Aston Martin prototype called the Atom. It used a SOHC, 8-valve, 2-liter engine that produced 90 bhp. The chassis was a unique multi-tube affair and provided support for an awkward 4-seat sedan. David Brown decided that a convertible or drop-head coupe version of the Atom would be a good launch point for this new venture. He had Claude Hill stiffen the chassis to accept a new flowing body. The design used lateral supports that were tall enough to support the top of the body.
The first Pinin Farina 1500 appeared on the stand at the 1947 Geneva Motor Show. Painted in grey, the car was well received. At the time, the car’s aluminum 1.5-litre engine produced only 65 bhp which was ample for the roads of Italy. Most cars were fitted with a single Weber 36 DCR, but a few were fitted with a triple carburetor setup and even more were retrofitted with it.
Built using aircraft engineering, the 1940 Special Speedster was one of several cars that were made for the personal collection of Edsel Ford. He had Lincoln-designer Bob Gregorie design a new Speedster on the Ford V8 platform. The result was six boat-tail Speedsters that were custom built a modified chassis and unique aluminum body. The second was built in 1934 and was much more streamlined than the initial car.
Giuseppe Figoni was one of the most renowned coachbuilders before the war, but perhaps his greatest creation came in 1946, just after WWII. This Delahaye Narval, named for a noble sea creature, was one of just seven built for the Salon de l’Automobile de Paris of 1946. It’s also arguably the most beautiful car of the forties.
Alfa Romeo 6C 2500 SS ‘Torpedino Brescia’
In 1940 Carrozzeria Touring Superleggera built three roadsters for the upcoming Mille Miglia known as the “Torpedino tipo Brescia”. These were built on the most developed version of the 6C 2500 known as the Tipo 256. Alfa Romeo switched focus from the 8C to the un-supercharged 6C in accordance with the 1939 ‘Sport Nazionale’ class.
Shape for the Torpedino came from a sole car built for Righetti for the Targa Abruzzo in August 1939. The three Mille Miglia cars were slightly different in detail, but had the same overall shape as the car which debuted at the Targa Abruzzo.
With its French curves, 120 mph performance and a price tag of £988, the XK120 was Jaguar’s most important roadster. In 1948 it set a new standard of post-war performance which progressed into a comprehensive motor sports campaign and won the 24 Hours of Le Mans five times in seven years. Before it was allowed to race, Sir William Lyons personally tested an XK120 at Silverstone himself. He called it the ‘Super Sports Two Seater’, but after reaching 120 mph in Belgium, it was simply known as the XK120.
Inspired by Italian sports cars and the streamlined styling of the French design houses, Sir William Lyons personally sketched out the basic silhouette for the 120. In what must have been a difficult task, the panel beaters slowly embodied the simple steel chassis with a sweeping hand-hammered aluminum body. The resulting prototype was timeless, simple and instantly recognizable.
In the 1940s Preston Tucker set out to make an entirely new vehicle. His goals were to build a safe car free from traditional design. Initially known as the Torpedo and later the Model 48, this car is an icon of American film and culture.
Tuckers were immediately recognizable with their triple headlight arrangement a sloping fastback design. Along with unusual details, Tuckers offered a host of safety features and industry firsts.
One of the most interesting parts of the Tucker is its opposed, six-cylinder power unit. The engine was made mostly with Tucker designs and was loosely based off a helicopter engine. Large venture capital funds enabled Tucker to develop this distinct power plant.
In 1947 Cadillac slightly upgraded their model year that included a new 5-bar front grill and numerous trim differences. These include a new Cadillac fender script, stainless-steel fender guards. In 1947 Cadillac also offered optional fog lights built into the grill and Sombrero wheel covers. Learn more: Cadillac Series 62
Buick Roadmaster Riviera Coupe
The Riviera Coupe offered the unusual Hardtop Convertible style to the Buick line which mimicked the look of a true convertible with the top up. Like the Roadmaster, the 1949 had three portholes and the “fuselage style” body also shared with Cadillac
Hot Hatches, Rally Weapons, Japanese Rockets & Magic 911s. This is Your Our List of the Greatest Sports & Performance Cars of the 1990s
This is the third post in our series about the best cars of the 1990s. First we ranked the best supercars of the ‘90s. Second, we tackled the forgotten supercars of the ‘90s. In this post we switch things up and move away from supercars to look at everyday sports and performance cars. Our goal is quite simply to curate the ultimate list of the best ‘90s sports and performance cars. A warning for new readers. Our special list posts are very detailed and thorough, we prefer having a list of ALL the awesome 90s cars over some bullshit short top 5 list that gets more clicks.
The 1990s were a great era for sports car enthusiasts at all levels. At the top end there were crazy homologation specials and cars like the McLaren F1. The Honda NSX and Porsche 911s of the era made true sports cars much faster, more usable and significantly more reliable. Dynamically they were much better too that anything from the 1980s. The 90s also ushered in a plethora of fun and fast hot hatches and AWD rally bred cars built on entry level cars anybody could afford. In Japan you had cars like the 300ZX, R32/33/34 GT-Rs and twin turbo Supras fighting Porsches and Ferraris for performance honors. In Australia the local Holden versus Ford rivalry was getting out of hand (in a good way), leading to some epic and iconic muscle cars on they could get away with.
Car design also improved a lot in the 1990s. Misguided enthusiasm for flashy futurism actually gave way to practicality. The frivolity of the ’80s and its flashy techno-paradise of lasers and blinking digital displays gave way to a bunch of hungover engineers who looked at each other, slowly took off their Duran Duran hats, and said, “OK, seriously. Now what?” Gone were the boxy designs, poor fit and finish and horribly ergonomic interiors.
From a technology perspective the 1990s led to a lot of advancements that made cars more efficient, faster and more fun to drive. Fuel injection, ABS and power steering all went mainstream and all three improved dramatically from what we saw in the 1980s when they were fairly new. It was also an era before advanced electronic chassis controls and electric steering. The cars of the 1990s have wonderful feel on the road and you can enjoy the mechanical connection between your hands and wheels.
In terms of raw speed, the cars on this list were fast for the 1990s today but most sub-$20k new cars will beat them in a straight line. Cars today are just too fast and too easy to drive to really enjoy (as an enthusiast). A Tesla Model 3 will destroy a McLaren F1 in a straight line. You can’t wring out a 2019 Nissan GT-R without going to jail within 4 seconds. You can hit 90mph in second gear in a 992 Porsche 911, all shifted for you with a dual clutch auto mode gearbox. Getting the most out of a 1990s sports car took work and that’s what made them fun. The sports and performance cars of the 1990s had the right balance of capabilities that you could really enjoy but you had to work hard to really get the best out of. The golden era of sports cars for sure.
Lets get on with the list. We grouped the best 1990s cars by country. We have the best 90s cars in Japan, United Kingdom, United States and Europe to make it a little easier to navigate. In terms of coverage we have everything from hot hatches to top of the line sports cars just under supercar status and we hope we got all the 90s sports car icons. The 1990s were a golden age of handling and performance for both budget-conscious and sky’s-the-limit budgets and for overall enthusiast enjoyment.
As expected the best European cars of the 90s are a varied bunch.
Audi was starting to build some powerful cars including the Hollywood star that was the S8 in the Ronin movie. Mercedes and AMG (not part of Mercedes at the time) started the trend of stuffing monster engines into small cars and actually engineering them well (unlike the Americans), forever changing what we expect from executive saloons.
BMW gave us the second iteration of the M3 and E39 M5, both arguably the best the motorsports division has ever delivered. Porsche had really hit its stride in the 1990s too, with the Porsche Boxster, a totally new model at the time and the final special versions of the 993 Porsche 911 as well as the 968 Clubsport.
The era of the hot hatch was also on the minds of European carmakers in the 90s, with the Renault Clio Williams and Peugeot 306 GTI-6 coming to market and trying to give it to the VW Mk3 Golf.
The B8 4.6 is a pretty special car. Alpina managed to shoehorn a V8 into the E36 3 series (it took serious modifications to the engine bay to make it fit). The engine was based on BMW’s 4 liter V8 from the E34 540i. The engine needed a new sump because it sat so low in the chassis. Alpina also added new exhaust system. The result was 333hp and a 0-6-mph time of just 5.5 seconds.
The first generation S8 was a spectacular 90s executive sports car. Based on the A8, the S8 was made to look at little more aggressive. It had solid aluminium alloy door mirror housings, chrome-effect beltline and lower front grille trim, and polished twin exhaust pipes, along with subtle “S8” badging. The biggest change was under the hood. With an uprated 335hp from its 4.2 liter V8 it was the perfect getaway car for the bad guys in Ronin.
The history of the RS 4 family began in 1994 with the Avant RS 2. It established the high-performance station wagon segment – which comprised sports cars with large luggage compartments. Audi developed the high-flier on the basis of the Audi 80 Avant in cooperation with Porsche.
The engine was Audi’s classic five-cylinder turbo in its last production development stage. The 2.2-liter engine used a large turbocharger, high boost pressure and expanded airways to produce 232 kW (315 hp). 410 Nm of torque (302.40 lb-ft) was available at 3,000 rpm. The Audi Avant RS 2 sprinted from zero to 100 km/h (62.14 mph) in 5.4 seconds and reached a top speed of 262 km/h (162.80 mph).
A six-speed transmission delivered the power to the quattro drive system, which in addition to a Torsen differential included a manually activated locking differential at the rear axle.
We already talked about the awesome AMG SL73 in our forgotten supercars of the 90s list, but the folks at AMG had a whole host of great sports cars in the 1990s. The SL 60 AMG was the most numerous of these rare cars. Sold from 1993 to 1998, it used a 6.0 litres (5,956 cc) V8 engine producing 375 bhp at 5,500 rpm. AMG claimed a 0–100 km/h (62 mph) speed of 5.4 seconds. Its top speed was limited to 250 km/h (155 mph). AMG also had other rare cars during that era that we should mention. The SL 72 AMG had a 7.12 liter V12 with 500 hp. There was also the SL 55AMG which sold from 1998 to 2001 and had a 5.4 liter naturally aspirated V8 with 350 hp.
This was truly a wolf in sheep’s clothing. It is true to AMGs simple formula of shoehorning monster engines into their everyday family sedans. The E55 had a 5.4 liter V8 with 354 horsepower. Thanks to a longer stroke, a higher compression ratio and an AMG-designed low back pressure exhaust system, the E55 also had a very useful 391 pounds-feet of torque at a low 3,000 rpm. Climb a little further up the rpm scale and there’s a very impressive 349 horsepower at 5,500 rpm.
This was true torque monster. You could get instantaneous response whenever you touched the throttle. Its linear delivery keeps going and the car always felt like it had a lot more in reserve. The smooth 5-speed automatic transmission was a perfect companion to the torque-filled engine. This was a car you could take the kids to school and then hit the backroads and truly enjoy (thank AMG-tuned Bilstein dampers, upgraded coil springs and massive tires). It transformed from mild-mannered family transport to uber sedan whenever you wanted.
The second iteration of the M3 brought classiness and refinement that the first generation didn’t have (more on the first generation later on).
The E36 M3 was the model that really launched BMW’s M division to the masses. It was targeted at the exec who wants speed in a tamer package than the original E30 (which was more of a true enthusiast’s car). With a 240-hp, 3.0-liter inline-six that was silky smooth and rock solid. The motor was torquey and the car was easy to drive. The brakes and the suspension was replaced in the base 3 series to make way for more performance oriented units, the transformation was clear.
In the autumn of 1995, BMW M subjected the M3 E36 to a model upgrade. The engineers lifted the M3 E36 to a new level, especially on the engine side. As well as this facelift, the S50B30 was also further developed. Thanks to the S50B32’s now 3.2-litre displacement and 321 hp, the BMW M3 was able to sprint to 60mph in 5.5 seconds, about half a second faster than before.
One of Lancia’s most successful products was the Delta. It was produced from 1979 to 1994 for many different road and track applications. The car debuted at the Frankfurt motor show as a Giorgio Guigaro design based on Fiat Ritmo components. Surprisingly, this Delta would lead Lancia into its most successful rally program. Many great road-cars have been created for homologation requirements and the Lancia Delta Integrale is one such car. After the Delta HF 4WD’s successful debut year, Lancia started the work on the Integrale. This was a car which integrated the developments from the 1987 season into both a road and rally car.
The final version of the Delta series was the Evoluzione II. It was the only Integrale which was never raced and instead made in honor of the six consecutive victories achieved with the Delta.
With Alcantara-trimmed Recaro seats and additional sound deadening, additional creature comforts highlight the Evoluzione II. Basically the rest of the car is identical to the Evoluzione except for the sixteen inch wheels, remapped engine mototronics and a three-way exhaust catalyst.
The pinnacle of the E30 series. BMW built several limited run E30 M3 specials over the course of four years, from 1988 through 1991. Our favorite is this Sport Evolution (only 600 units were made).
As the high-profile M3 became the most successful touring car of all time, its civilian version became increasingly exciting. To stay on par with seasonal developments, BMW Motorsports released updated versions each year. These cars mimicked the performance changes required to keep the Group A race car ahead of the competition. The last and most potent evolution of these was the M3 Sport Evolution. When the Touring rules increased capacity limits to 2.5 liters in 1990, BMW endowed the M3 with its largest engine. They increased the stroke and the bores of the four cylinders from 93.4 millimeters each to 95.5 millimeters.
To meet homologation, BMW released a road-going model that featured this new 238 bhp, 2.5 liter engine which used sodium-cooled exhaust valves, a larger intake tract and a signature red spark plug wires. Aside from the engine, each car had an adjustable front apron and rear wing, as well as a special interior with Sparco seats and suede controls. There was no air-conditioning or electric windows and each of the 600 cars had a numbered plaque on the centre console.
The Clio Williams was the first hot hatch to worry the Peugeot 205 GTI. I guess that is what happened when you build a real homologation special to compete with the king at the time. It was built because Renault Sport wanted to go rallying and the class maximum displacement stood at 2 litres. Renault simply had to build 2500 road cars to qualify.
Powering the Renault Clio Williams was a 2 liter naturally aspirated 4 cylinder engine that had 145 bhp at 6100 rpm and 129 lb/ft torque at 4500 rpm. Combined with a tight 5 speed manual gearbox and upgraded suspension it was super fun and very fast.
Sometimes a car is great not because of how fast it goes because of how it makes you feel when driving. The Peugeot 306 GTI-6 is one of those cars. It was a fun car to drive, with great balance, enough power and great turn of speed. Few cars could match its eagerness to slip into corners. Its passive rear-wheel steering – enabled by using soft bushings at its torsion-beam rear axle – resulted in a turn-in sharper than many rear-drive machines.
It started life in 1993 as 306 S16 and in 1996 Peugeot updated it to GTI-6 with a refreshed face, a heavily improved engine and a new 6-speed gearbox. The 2 liter 16-valve engine got a host of updates that made is rev more freely and increased power to 167 hp.
The Ford Escort RS Cosworth was built to qualify as a Group A car for the World Rally Championship. Based on the not-so-exciting Ford Escort, it was a rally homologation special. With advanced AWD and turbocharged 2 liter turbo Inline 4 engines they were victorious at 10 different WRC events from 1993-1997. With its massive rear wing, robust, race-bred twin-cam four and excellent handling, the car remains an absolute icon of the 1990’s homologation era machinery.
A wolf in sheep’s clothing. That’s the best way to describe the E39 BMW M5. It started the “let’s put a massive engine and awesome suspension into a mild-looking body” trend. It is also largely credited as the car that really started the German saloon horsepower war of the 2000s. This was the first M5 to get a V8 under the bonnet and with 400bhp, 370 lb-ft. of torque, it had serious performance. A 4.4 second 0-60mph time and 180+ mph top speed were supercar beating speeds in a sedan you could take the kids to school in.
From the days when Volvo has a sense of humor. For 1995, the special limited edition 850 T-5R was offered, and was a commercial success, leading Volvo to produce a second run in 1996. The original Volvo 850 came out in 1993 and it was a cracking car from day one with a solid 170 hp engine. Soon after in 1994 came the “Turbo” model, with 222 horsepower In 1995 was our favorite, the T-5R. The T-5R was available in yellow or black and it was offered as a sedan or a wagon. The T-5R was unique in that it had a cool a rear wing, larger wheels, alcantara seats and a slightly more power, up to 240 horsepower.
This was the top of the 8 series heap. The 850CSi used the same engine as the 850i, which was tuned significantly. The 8 Series Coupé, of which more than 31,000 units had been sold between 1989 and 1999, was a further technological milestone in BMW’s history of coupés: Powered by eight- and twelve-cylinder engines, it was absolutely no problem for this car to reach a top speed of up to 250 km/h (155 mph). A select circle of fans very much enjoyed the unprecedented driving feel offered by this car. Thank the 850CSi’s modified suspension which included stiffer springs and dampers and recirculating ball steering ratio that was altered for better driving dynamics.
For 1993 through 1995, Porsche offered a lightweight “Club Sport” variant of the Porsche 968 which was specifically developed for owners looking to run their cars at the racetrack. Much of the base model 968’s “luxury-oriented” equipment was stripped out of the car, or simply not offered to consumers purchasing the Clubsport edition. Mechanically, the car was specially set up for use at the race track.
Porsche leveraged the track-ready Porsche 968 to help bolster declining sales of the sports car. The car was named “Performance Car of the Year” in 1993 by United Kingdom-based “Performance Car” magazine. The 968 was the last representative of the four cylinder transaxle models.
Alfa Romeo GTV/Spider
Year: 1995–2004 / Engine: 24-valve 3.0 litre V / Power: 215 bhp at 6,300 rpm / Torque: 199 lb⋅ft at 5,000 rpm / 0 – 60 mph: 6.7 seconds / Top speed: 149 mph
The 1997 was the sweet spot in the GTV/Spider history. The turbocharged 2.0-litre V6 was a solid engine but as a car guy it is hard to ignore that 1997 saw the introduction of the awesome sounding 24-valve 3.0 litre V6. Fabulous engines, super fast ‘Quick-Rack’ steering and gorgeous styling made it a no brainer for this list. It was also genuinely fun to drive and far more reliable than anyone expected.
When it debuted in the early 1990s, Volkswagen’s VR6 engine was pretty revolutionary. By arranging six cylinders in a zig-zag pattern on one cylinder head, VW managed to put V6-level power in an engine not much larger than an inline-four.
Our favorite use of that engine was in the Golf VR6. Without the hp draining AWD system and less weight to carry around we liked the VR6 more than the R32. The VR6’s front-drive platform was tied down more firmly than a conventional Golf. A journalist at the time said it best, “the VR6 is a ripper way to get into a quicker-than-average car that has all the practicality of a VW Golf and some of the cachet of the mighty R32”.
When Mercedes-Benz pulled out of racing at the end of the tragic 1955 season, it stayed away (at least on a factory-supported basis) for almost 30 years. The company’s first foray back into circuit racing came with the W201 chassis 190E 2.3-16, a special version of the company’s compact sedan fitted with tauter suspension, a body kit, and a variant of the company’s venerable 2.3L inline-four that was fitted with a twin-cam, 16-valve cylinder head designed and built in England by Cosworth. Cossie Benz development culminated with the 190E 2.5-16 Evo II of 1991. The flared fenders, towering (and adjustable) rear wing and super low bumpers and side skirts ensured that the DTM racers based on it generated impressive aero numbers, while the larger 2.5L engine (rated at 232hp in showroom trim) provided some extra boom. The E30 M3 could not have asked for a more fearsome rival.
We are sports car purists here at Supercars.net so when deciding between the BMW M Coupe and BMW Z3 M Roadster we went for the coupe. It is the better car. Today it has a cult-like following and having driven one recently I can tell you it is a phenomenal car, an icon for sure.
Lots of begging was needed to get approval from the BMW board to build the coupe. Without much budget to work with the small dedicated team had their work cut out for them.
The focus on improving chassis rigidity (see I told you coupes are better) meant that the engineering team was able to make massive handling improvements over the Z3. It also meant that the chassis could handle more power.
Enter the 3.2-liter S52 inline-six (from the U.S. spec E36 M3). While this is a 1990s post, things got really interesting in 2001 when the M Coupe they upgraded to the S54 spec 3.2-liter inline-six which had 315 hp and 251 lb-ft of torque. A fun sports car for sure.
Year: 1996–2004 / Engine: 2.5 L flat-6 (1996–1999), 2.7 L flat-6 (1999–2004), 3.2 L flat-6 (1999–2004) / Power: 201.0 bhp @ 6000 rpm / Torque: 181.0 ft lbs @ 4500 rpm / 0 – 60 mph: 6.1 seconds / Top speed: 149 mph
The Porsche Boxster (Type 986) was introduced in late 1996 as part of Porsche’s 1997 model year lineup. The car featured the Porsche Type M96 engine – a water-cooled, 2.5-liter, flat six-cylinder engine rated at 201 horsepower. The flat, mid-engine layout provided the Boxster with a low center of gravity, near-perfect weight distribution, and neutral handling. The Boxster was released ahead of its big-brother, the new Porsche 911 (type 996), and the initial response the car received was an affirmation to the engineers behind the new 911 that they’d designed a car that would be incredibly well received. The 986 Boxster shared many of the same body components as the new 911 including the same bonnet, front wings, headlights, interior and engine architecture.
The Boxster was the right car at the right time for enthusiasts and for Porsche. When it was released it quickly became a big seller and steadied the ship at Porsche. Reviewers gushed that the car was near perfect. Motor Trend said this in its first Boxster test: “On the road, the drivetrain, suspension, brakes, and rack-and-pinion steering work in concert like a well-rehearsed philharmonic. Each element fuses with the next to create a rewarding, communicative link between driver and car, transforming subtle inputs into controlled responses. It’s all Porsche all the time.”
The elegant Maserati four seater coupé was styled by Italdesign. The 3200 GT’s 104.8 inch wheelbase was just a centimetre longer than that of the Quattroporte IV, which explains its class-leading cabin space. The 3200 GT shared the saloon’s twin-turbo 3.2 litre V8, revised and tuned to produce 370 hp (271 kW) at 6,250 rpm and mated to a six-speed gearbox. Mixed flow turbines allowed response times that were 20% quicker compared to conventional turbo set-ups. To guarantee the highest manufacturing standards, the assembly line at the historic Modena factory was completely modernised. Performance was on par with expectations, highlighted by a 280 km/h top speed (174 mph) and a 0 to 100 kph time of just over 5.1 sec. The sleek body returned a 0.34 Cd. Besides its pace, the 3200 GT’s opulent interior added to its appeal. In June 1999, Group President Luca Cordero di Montezemolo could already celebrate the 1000th 3200 GT to roll off the production line.
We got some abuse on our Facebook page for including so many Porsche 911s in our best 90s supercars list. I can’t help it if Porsche created some cracking cars in the 1990s. Extending an olive branch however I decided that I would only include two 911s in this list. One is the best of the 964s and the other is the best of the 993s.
Porsche’s Carrera 2 was the basis for the higher-performance and racing versions that Porsche developed. The first of those was the RS 3.6 of 1992, which was powered by a warmed-up version of the standard twin-plug, normally aspirated 3.6-liter engine. Porsche then upped the ante with its Carrera RS 3.8 for the 1993-1994 model years. The cars served as the homologation base for the 3.8 RSR for international competition.
The Carrera RS is a lightweight variant of the Carrera. It features a naturally aspirated 3.8 liter engine with 300 hp (DIN). On the outside, it is easily distinguishable by a special non-retractable rear wing, small front flaps and 3-piece 18-inch (460 mm) aluminum wheels. The headlight washers were deleted for weight saving reasons. Inside the rear seats were removed, and special racing seats and spartan door cards were installed. Sound proofing was reduced to a minimum.
Most people who have driven the RS say that it’s the ultimate experience in rawness and purity and easily the best of the 964s.
While the 1998 Porsche 911 GT2 is my favorite 993 generation 911 of the era, it already made our top supercar list so we instead went with the Porsche 911 Turbo S instead.
Considered by many Porsche enthusiasts as the “ultimate 911”, the type 993 represented a unique blend of power and simple elegance. The car had a more streamlined look and was “lower slung” than earlier versions of the 911. The styling was perfect and it is still the best looking 911 series. This was the last of the “air-cooled” Porsche 911s (insert sad face here).
The turbo-version of the Type 993 Porsche 911 was also introduced in 1995 and featured a bi-turbo engine that was at the top of the performance pack for the time. For Turbo 993s the 3.6 liter got twin KKK K16 turbos and made 402 hp although you could customize your order (on Turbo S and GT2 models) to up that to 444 hp. The 993 Turbo was the first 911 Turbo with all wheel drive, essentially lifted from the 959 flagship model.
During the second to the last year of production of the 993 (1997), Porsche offered the 993 Turbo S. The X50 power pack had larger turbos, intake and exhaust upgrades, and a new computer. Power upgrade got it to 424 hp and included extras like carbon fiber decoration in the interior as well as very cool yellow brake calipers, a slightly larger rear wing, a quad-pipe exhaust system and air scoops behind the doors. This was the last of the air-cooled 911 Turbos and our favorite.
The United Kingdom motoring public are obsessed with sports cars. Local manufacturers and sportscar makers are a driving force behind a lot of the innovation in motorsports as well as being home to some of the most well known names in the sports car business.
The British are responsible for some of the greatest sports cars the world has ever seen and the 1990s were no different. The McLaren F1 was the best ever (in my humble opinion).
Lotus was on a roll in the 1990s, punching well above its weight in terms of creating cracking cars. The Lotus Carton was a cool collaboration and the Esprit was fun, but it was the Lotus Elise that was so refreshing that it is still considered the ultimate sports car. Super light, stiff, glued to the road and with the right amount of poke to make you wonder why you ever need anything faster. This 90s originality was not unique to Lotus because you had the crazy guys at TVR building some special sports cars and their approach and ideas were truly unlike anything else. Their scariest model was the TVR Cerbera Speed 12 and we love that it even exists, but it was the base TVR Cerbera that won our hearts at the time.
For other British car companies, the success of the sports cars they sold in the 1990s went a long way to helping them survive and eventually thrive. If it wasn’t for the Aston Martin DB7 and Jaguar XKR you could argue that those two brands would be out of the business or at a minimum relegated to the also runs in the performance car side of the game.
With that, please enjoy the best British cars of the 1990s.
One of the most distinct cars in the Lotus lineup is the Carlton/Omega. The name Omega name was given to the left-hand-drive cars while Carlton’s had their driver on the right. Internally at Lotus the car was known as the Type 104. The motivation behind the car came from Opel and Vauxhall who wanted to improve the image of their platform car. Lotus used the Vauxhall Carlton 3.0 GSi 24v as a base for the car, improving almost every component.
The engine used was a GM inline-6 although the block is the only original component. To cope with the 100 bhp per litre load Lotus replaced the pistons, crankshaft, induction system, cooling manifold and induction bodies. The Inline-6 was bored and stroked to a capacity of 3.6 litres. A redesigned cylinder-head and twin Garett turbochargers were also added in the mix. The result was 377 bhp from an engine that originally had 204 bhp.
As expected, Lotus also reworked the suspension, brakes and aerodynamics.
This super-tuned saloon offered the fastest four-door experience in 1990. It was leaps and bounds ahead of the competition which included the BMW M5. The Lotus Carlton/Omega was built up to 1992 with around 900 examples being built, all in Imperial Green Metallic.
Under the direction of Ford Motor Company, the DB7 was engineered by Tom Walkinshaw Racing as a smaller alternative to the V8 Vantages. TWR worked with both Jaguar & Ford components and the result was the first regular steel bodied Aston Martin.
Ian Callum was responsible for the overall design which bears a slight resemblance to the first generation Jaguar XK8 which uses the same chassis.
TWR was also responsible for the development of the Inline-6 which used a Zytec electronic multi-point fuel injection and water-cooled Eaton Rootes-Type supercharger.
In 1996 a Volante convertible version became available and in 1999 the much more powerful Vantage was released with a 5.9-liter V12.
The Lotus Elise was a true sports car that took the world by storm, winning countless awards for handling, innovation and just pure fun. The Elise was first unveiled at the Frankfurt Motor Show in 1995 before entering production with first deliveries in August 1996. The Elise was designed as a sports car to be appreciated by real driving enthusiasts, fashion leaders and those who really appreciate technology and innovation.
The Lotus Elise introduced a range of technologies that revolutionised the automotive industry; such as a chassis made from extruded and bonded aluminium, a composite energy absorbing front crash structure and lightweight composite body panels. The whole car weighed in at half the weight of an average family saloon. This light weight bestowed the car with phenomenal acceleration and handling. In 1996 the Lotus Elise was easily pulling 1g in steady state cornering with standard production tyres and a 0-100km/h in 5.9 seconds. The original Lotus Elise was so special and game changing that it deserved a place on this list, if I had to buy a 1990s Lotus Elise, I’d be looking at the Lotus Elise 111S.
Year: 1998–2003 / Engine: 4.0 L AJ26S supercharged V8 / Power: 370 hp at 6,150 rpm / Torque: 387 lb⋅ft @ 3,600 rpm / 0 – 60 mph: 5.4 seconds (Coupé) 5.6 seconds (Convertible / Top speed: 155.4 mph
It all started with the XK8 which was a new two seater sports car launched by Jaguar in 1996. It was a stunner. The XK8 was available in two-door fastback coupé or two-door convertible body styles with the new 4.0-litre Jaguar AJ-V8 engine. In 1998, the XKR was introduced with a supercharged version of the engine and the addition of a new intercooler and a two-piece driveshaft. The supercharger was manufactured by Eaton and displaced at 2.0-litre. It also looked more aggressive, with visual differences from the XK8 including a rear spoiler, mesh front grille and hood louvres on the bonnet for improved airflow to the engine.
The TVR Cerbera showed that a small boutique company could hang with the big boys when it came to building engaging, beautiful and fast sports cars. It is unthinkable in today’s day and age that we would imagine an upstart building their own engines from scratch and yet that is exactly what TVR did back in the 1990s.
The Cerbera was TVRs coming out party. It was a small sports car that looks out of this world, was really quick, had tons of power and could actually handle. Sure, maintenance was as issue later on and the engines were unreliable, but the Cerbera did the whole pop on overrun thing well before anybody thought it was cool, doesn’t that count for something?
Our pick is the 4.2 liter V8 engine. Known as the AJP8, it had one of the highest specific outputs of any naturally aspirated V8 (83.3 hp/liter) for a total of 350 horsepower.
Hailing from the UK, Lotus has a rich motorsport heritage. It was also the Bond’s choice of car in two of the Bond movies. The Esprit was built between 1976 and 2004, the Sport 350 was made only in 1999 as the “ultimate” incarnation of the Esprit with only 50 made.
As the name would suggest, it was tuned to produce 350hp and 295 lb-ft of torque out of a 3.5L V8 force-fed by two Garrett T25 water-cooled ball-bearing turbos mated to a Lotus tweaked Renault 5-speed gearbox. The Sport 350 made the same power as the regular Esprit V8 Turbo, but the “special sauce” comes from the bespoke AP Racing brakes, track-tuned suspension, aero package, and magnesium alloy wheels.
Unfortunately what put this Lotus as the 14th on the list is the French origin gearbox, which limited the reliability of the Esprit as well as the power it could take. Due to the limited production of this specific Esprit, prices are still quite high. However good examples of regular V8 Esprits are less than half the cost of a new Lotus Evora 400 and has similar acceleration and top speed figures, except the Esprit, has that “old-school” cool factor and unique look.
In 1997, Marcos reused the Mantis name for the latest version of the LM-series cars. It had a 4.6 liter quad-cam, small-block, Ford Cobra V8.
The front-end has been improved by smoothing the various aerodynamic addendums into the bonnet, so that it looks sorta like the old GT. The headlamps are now a pair of small, high intensity units that make the old (well, not that old!) units look huge and clumpy, and this further enhances the front-end. From the windscreen back it looks like the LM series cars. Performance was strong with 0-60 in 4.2 secs and a top speed of 170 mph!
Autocar tested this car and reported that “The doors close with a satisfying clunk, the interior doesn’t rattle or squeak and nothing failed or fell off during the course of its time with us – a rare occurrence for any low volume British sportscar in our experience” and commented that “How a company that builds just 70 cars a year can…design, engineer and produce a car as good as the Mantis is beyond comprehension.” Their verdict was “A credible rival to the TVR Griffith”.
Best 90s Japanese Sports Cars
I was a huge Japanese sports car fan boy in the mid 1990s. I even imported Japanese cars into Australia to help pay for college, owning several tasty cars (R32 GTR, Twin turbo Supra, 300ZX and Pulsar GTi-R). The 90s were exciting times and the pinnacle period for Japanese car manufacturers and enthusiasts alike.
For every dull Camry that came out of Japan was a sports car that was purely awesome. Honda had the NSX, Subaru had the WRX, Mitsubishi had the Evo, Nissan had the Skyline GT-R and Toyota had the Supra. Wow what a list.
On top of that you had the aftermarket tuner ecosystem going apeshit. They were tuning Supras and GT-Rs to over 1,000hp and releasing VHS videos (yes, I am old) that showed street racing and quarter mile drag times in the 8 and 9 second range (in street cars). Oh I miss those days.
The impact that the best Japanese cars of the 1990s had on the industry cannot be underestimated. The cars built by Japanese car companies in the 1990s scared the Europeans and Italians legitimately. Cars like the NSX were revolutionary. Great performance, awesome handling and bulletproof in terms of reliability. You could get a 90s Japanese sports car that was so good it would destroy any Ferrari point to point and it cost no more than a Camry to maintain. Ferrari and other sports car makers had to improve quickly (thankfully they did).
From the Land of the Rising Sun, we have our 6th place entrant on the list of reliable vintage supercars. Car & Driver was so impressed with the 22B STi, that it gave the nickname “The Subaru from Hell”. While the 22B STi didn’t have the price tag of a mainstream supercar, it definitely had supercar levels of performance.
The 2.2L closed-deck flat-4 engine produces 276 hp and about 268 lb-ft torque (at least on paper), however, based on performance tests, the actual numbers should be north of 300 hp Equipped with a driver adjustable center differential (DCCD) and a close ratio 5-speed gearbox driving the symmetrical all-wheel-drive system, the 22B can sprint to 60 mph from a standstill in 4.7s whether it be tarmac or dirt.
There were only 424 copies of this “holy-grail” Subaru ever made, with the addition of 3 prototypes, many rally enthusiasts (Subaru loyal or not) lust after the wide-body haunches and the rally cred this car brings. Due to the rarity and limited production numbers of the car, this Subaru easily fetches six-figures and will likely continue appreciating in value over time, having more than doubled its original sale price since launch.
Heading into the top 5 reliable vintage supercars we have the 1994 Nissan Skyline GT-R V Spec II. This was the last variant and one of best road-going versions of the R32 Skyline GT-R’s, featuring bespoke 17” BBS wheels, larger Brembo Brakes and active rear LSD. Originally introduced in 1989, the Skyline GT-R dominated every class of racing that it was entered in Japan. The “Victory” Spec Skyline GT-R’s were built to commemorate this utter domination.
Due to its success in the Australian Touring Car Championship, automotive press in Australia dubbed the Skyline GT-R as “Godzilla” referencing the Japanese monster from the 1954 film. This name stuck and spread like wildfire, and the Skyline GT-R has since been known as “Godzilla” to automotive enthusiasts.
At the heart of Godzilla, is a twin Garrett T28 turbocharged straight-6 engine, known as the RB26, on paper makes 276hp and 271 lb-ft of torque due to the gentleman’s agreement between Japanese manufacturers; however, due to Group A homologation rules, the RB26 is over-engineered and known to reliably make 5-600 hp with few supporting modifications while the 5-speed manual transmission just being as stout as the engine.
Godzilla also features a very advanced rear-biased all-wheel-drive system known as ATTESA E-TS (an acronym for Advanced Total Traction Engineering System for All-Terrain Electronic Torque Split), sending as much as 50% of the power to the front wheels depending on traction condition of the rear tires. With the V Spec II now becoming legal to import in the US in 2019 (having been legal since 2009 in Canada), expect prices to likely go up with the increasing demand from those nostalgic of the Group A touring car era wanting a piece of the action.
This ultra limited model is a derivative of the R33 Skyline GT-R handcrafted at Nissan’s motorsport division, Nismo, based in Omori. Inspired by the Nismo Le Mans entry of the GT-R LM, the 400R adopts many of these styling cues and performance modifications.
Sitting 30mm lower, sporting a widebody like the GT-R LM, the 400R also has a crown jewel under the hood, a bored and stroked version of the RB26DETT called the RBX-GT2 with a displacement of 2.8L along with uprated billet compressor wheels on the turbos. This incarnation of Godzilla makes a detuned 400 hp and 345.9 lb-ft of torque, giving ample thrust to pin any driver to the seat during acceleration.
Nismo had originally planned for 100 to be produced, but only 44 were ever made, which coincided with the end of production of the R33 body style in 1998. Finding a 400R available for sale might be tough, however finding a good condition, well loved final year R33 GT-R might not be as challenging (at least in Canada) as they have been admissible since 2013.
The R33 GT-R was considered by many to be the bloated compared to the R32 GT-R and not as fast as the R34 GT-R, which is lusted after by the Fast and the Furious generation; however, for those who grew up playing Gran Turismo 1, the 400R is definitely a hero.
I was on the fence about including the SVX on the list. There are just so many better sports cars from Japan during the 1990s. For some reason it just sucked me in with its unique looks, its flat six its two-tone paint and those cool windows. In this 90s era of cars like the Honda NSX and R32 GT-R the SVX is so outgunned that we aren’t even going to go into pretend it compares performance wise. Ultimately, this was a big deal for Subaru, easily their most powerful car of the time. It had a cool design and unique approach.
Year: 1991 – 1999 / Engine: 3 liter twin turbo V6 / Power: 320 hp at 6000 rpm / Torque: 315 lb⋅ft at 2500 rpm / 0 – 60 mph: 4.7 seconds / Top speed: 158 mph
Another car I was reluctant to add to this list is the Mitsubishi 3000GT. It sounded so great on paper with a 3 liter twin turbo V6 engine, all-wheel drive, all-wheel steering, active suspension, active exhaust and active aerodynamics. Too bad it was really heavy and that weight hurt it dynamically and commercially (especially in an era with other epic Japanese cars with none of those issues).
I once drove a 3000GT and remember being disappointed. Not surprisingly, the great mass of the car tempers its performance. The steering is heavy and relatively uncommunicative, and though its disc brakes are capable, the nose dives more than the others while entering a corner.
If we have to pick our favorite version, we would go for the VR-4. In 1999 the car received another exterior makeover, including a new aggressive front bumper, headlamps, turn signals, sail panels, and a true inverted airfoil spoiler coined the “Combat Wing” for the 1999 VR-4 to distinguish it from previous models.
Sold worldwide, the Nissan Silvia is best appreciated in its homeland. It is there, in the Japanese market, where Nissan has provided a 247 horsepower Silvia called the Spec-R.
To understand this 1999 Silvia Spec-R, it is important to look at the previous six generations that came before it. The Silvia range started in 1964 with the CSP311, a twin passenger coupe hand-built upon a modified Fairlady 240Z chassis. Since the bodywork was far more pedestrian than the 240Z, and performance was somewhat lacking, sales of the first generation Silvia finished at just over 500 examples..
Not until the third generation, known as the S10, did the Silvia get a foothold in the markets. Also known as the Gazelle, or 180SX for hatchback versions, this S10 sold well in Japan and abroad.
From generation three forward, the Silvia evolved with engine and styling updates: by 1983, the S12 Silvia set the standard for sports coupes in Japan by having the FJ20DET 190 horsepower engine. The following S13 generation came equipped with Nissan’s HICAS four wheel steering which greatly increased the level of technology for all Silvias thereafter.
The final edition of the Silvia, the S15 was, for most parts of the world, a styling upgrade. However, in Japan, the Silvia was offered in two distinct packages: the performance orientated Spec-R and the slightly more subdued Spec-S which is similar to what shipped for export.
As a previous owner of the JZA80 MKIV Toyota Supra Turbo I am biased because I love this car. When the MKIV Supra was still in production, Japan was in its heyday of making sporty cars. The now legendary 3.0L twin-turbocharged 2JZ-GTE made 320 hp and 315 lb-ft of torque transferring power to the ground via 6-speed Getrag or 4-speed automatic gearbox.
Those who aim to build their MVIV Supra’s into exotic slayers gravitate towards the nearly indestructible 6MT Getrag which has been known to hold over 1000 hp with the proper clutch, care, and use. The 2JZ-GTE is also just as stout, with many enthusiasts easily doubling the power on the stock long-block with less than $10k of modifications to the turbo, fueling, exhaust, ECU, and intercooler.
The 300ZX fought Corvettes, Porsches, Supras. The Z32 was a new design. The body was wider with a rounder profile and fewer hard edges. Twin Turbocharged Z32s also featured a then-new active rear wheel steering systems called “Super HICAS”, which was actuated hydraulically until 1994 when Nissan switched to an electric actuator. The 300ZX had a 3 liter engine with dual overhead camshafts (DOHC), variable valve timing (VVT) and producing a rated 222 hp (166 kW) and 198 lb·ft (268 N·m) in naturally aspirated form. The turbo variant was upgraded with twin Garrett turbochargers and dual intercoolers producing 300 hp (224 kW; 304 PS) and 283 lb·ft (384 N·m) of torque. Performance varied from 0-60 times of 5.0-6.0 seconds depending on the source, and it had a governed top speed of 155 mph (249 km/h).
The Nissan Skyline GTR R34 has evolved and fine-tuned through 11 years of competitive racing and extensive testing, which has resulted in one of the best race-bred coupes on the market.
The R33 which it replaced was a great car but the R34 GTR is much more advanced in every area. Under the hood are twin ceramic intercooled turbochargers, which effectively eliminate turbo-lag. The RB26DETT in-line, 2568cc six-cylinder engine retains the 280PS at 6,800 rpm of the R33 it replaced. It also has better power delivery and more torque than it predecessor. Also the R34’s body is stiffer and the aerodynamics of the car have been improved.
The R34’s engine keeps the general layout of straight six-cylinder configuration with twin overhead camshafts and four-valves per cylinder and twin turbochargers. As before, the throttle chamber has six individual throttle valves (one per cylinder) isolating each engine cylinder from the rest and acting like six individual single-cylinder engines. The power is fed through a new six-speed close ratio Getrag gearbox.
Nissan’s electronically controlled four-wheel drive system “ATTESA-E-TS PRO” is specifically designed for both road and racetrack use. Most other all-wheel drive systems are designed for off-road applications or rally cars. The system was designed for more high speed road use, it has a series of sensors and two centrally controlled wet multi-plate clutches to optimise torque split between the front and rear axles. It eliminates understeer and gives optimum traction and stability under acceleration, braking and cornering.
The Nissan Skyline R34 GTR has cut weight in many areas. From the light alloy wheels, which save over 7.7kg, the rear diffuser is now made from a lightweight carbon fibre. All the way to the use of light-weight audio speakers. In addition a new type of aluminium has been used for the front wings and bonnet which has saved about 1kg compared to the hoods of the previous models.
The Toyota Celica GT-Four was a high performance model of the Celica Liftback, with a turbocharged 3S-GTE engine, and full-time AWD. It was created to compete in the World Rally Championship, whose regulations dictate that a manufacturer must build road-going versions of the vehicle in sufficient numbers. These vehicles are referred to as “homologation special vehicles”.
When I was growing up, all I wanted was a turbo MR2. I knew enough reading car magazines in Australia that you wanted a second generation MR2 and not the first generation. It had that Ferrari 355 look about it. The second generation MR2 was better to drive too. With an upgraded suspension components and set up it just was enjoyable to drive fast. It was relatively fast in a straight line, had great feedback through the steering wheel and even gripped around corners and stayed (mostly) flat when pushed.
Motivation for the MR2 Turbo came from a 2 liter turbocharged four-cylinder engine that was good for 200 horsepower and 200 lb/ft of torque. A good old fashioned five-speed manual gearbox completed the package. The end result was a good looking, fun and pretty fast car that was unique. Nothing to complain about here, a great effort by Toyota.
The original MX-5 Miata shook up the sports car world. It was (and still is) a lightweight, rear-wheel-drive roadster with a peppy engine, rigid chassis, manual transmission, excellent balance and perfectly weighted steering. You just get into a Miata and drive. It rewards like no other car on this list. The Miata isn’t fast (and never was) and that’s the beauty. It is not about speed, it is about being balanced with telepathic controls and an incredible degree of driver engagement and having to work to get the most out of the car if you want to hustle along. So refreshing.
The Miata’s impact on the sports car maker goes beyond just the enjoyment for its owners and commercial success for its parent company. It drove other manufacturers to start making smaller two seat sports cars again. something. You can thank the Miata for eventually leading to cars like the BMW Z4 and the Porsche Boxster.
The first generation was basic. No real options, just motoring purity at its most basic levels. Mazda brilliantly took all the great things about old British and Italian roadsters and copied them. The car was just super fun to drive.
For the 1994 model year, a 1.8-liter engine replaced the 1.6 liter unit. We chose the original because it is the one that started it all.
Year: 1999-2001 / Engine: 2 liter turbo inline 4 / Power: 276 hp / Torque: 275 ft lbs / 0 – 60 mph: 4.7 seconds / Top speed: 155 mph
Every generation of the Japanese performance legend should be on this list. Based on the basic Lancer these sports sedans were souped up rally beasts that could beat just about anything else on the road point to point. All of the Evo cars had two liter turbo inline four-cylinder engines and advanced all-wheel drive systems. The Evo VI is easily our favorite of the ten generations of cars. While the EVO V was a solid car, the VI focused on cooling and engine durability. It got larger intercooler, larger oil cooler, and new pistons, along with a titanium-aluminide turbine wheel. Tommi Makinen was the ultimate Evo VI version. It was largely the same as standard RS with close-ratio 5-speed, lowered ride height, Tommi Mäkinen Edition front bumper, and titanium turbine (same option with standard RS).
We think EVO magazine put it best: “You just can’t help but get on the throttle earlier and earlier, revelling in the way the chassis adjusts its balance under power, making the rear wheels ease round to follow the fronts. We sometimes talk about a car pivoting around a point as though a stake has been driven through its roof – in the Mitsubishi that pivotal stake feels as though it’s permanently shifting fore and aft as you move through a corner…the Evo VI Makinen hasn’t been eclipsed by Evos VII to X, and 20 years down the line I think we’ll still be bewitched by the way its Active Yaw Control deals with a turbo spooling up halfway through a tricky third-gear left-hander. If you want a bargain, buy blue, black, white or silver, but if you want an icon to make sure it’s red with stripes.”
The third generation RX-7 was only sold in the U.S. and Canada for three years despite a Japanese production from 1992–2002. These were produced in the sixth series and had a body called the JM1FD. All cars had the 252 hp 13B-REW engine with twin oil-coolers, an electric sunroof, cruise control and the rear storage bins in place of the back seats.
The 3rd generation RX7 was unveiled at the 1991 Tokyo Motor Show and appeared on North American shores two years later. The car’s reduced weight put it below the Acura NSX, MR2, Nissan 300ZX and the second generation RX7. This was achieved by a systematic analysis of every component which resulted in a lighter harness, muffler, glass and oil cooler.
That 225 horsepower always being on tap and mixed with the exceptional handling cemented the RX-7 as a no-compromise sports car and one of the best-balanced cars of all time.
Year: 1997 – 2001 / Engine: 1.8-liter DOHC VTEC in-line 4-cylinder / Power: 195 hp @ 8,000 rpm / Torque: 130 ft lbs @ at 5,700 rpm / 0 – 60 mph: 6.5 seconds / Top speed: 145 mph
The front-wheel drive Type R was one of the sweetest driving and most exciting cars of the 1990s. It had a 1.8-liter four-cylinder VTEC engine that was hand built to produce nearly 200 horsepower. It was the way that it created that 200 horsepower that we remember best. Car & Drive summed up the best: “When the Type R’s tach hits 5700 rpm (or even less, depending on throttle position), the VTEC system switches over from Dr. Jekyll to Mr. Hyde with an audible blare, and the engine sets about scaling its 195-horsepower peak at 8000 rpm with alacrity. Yes, that’s almost 200 hp from a 1797cc engine, but before you reach for that calculator, we can tell you that it works out to a specific output of 108.5 horses per liter. The fabulous Ferrari F355 produces just 107.3 horses per liter from its five-valve V-8”.
And that in a nutshell is what we loved most about The Honda Integra Type R and Japanese sports cars of the 1990s, they were able to do things that the exotics did but at 1/10th the cost. We love that about the 90s.
The Honda Integra Type R was more than just that engine though. Other performance enhancements include a close-ratio five-speed manual transmission, the addition of a limited-slip differential so both front tires pull their weight, larger anti-lock brakes, larger sway bars, and additional body bracing to reduce body flex for improved handling. Most reviewers still consider the Type R as the best-handling front-wheel-drive car of all time.”
The N14 series also saw the introduction of the Nissan Pulsar GTI-R three-door hatchback (badged as Sunny GTI-R in Europe). This was a homologation variant produced between 1990 and 1994 in order to enter the WRC under Group A rules at that time. It featured the turbocharged 2.0-liter SR20DET engine producing 227 hp and 210 lb·ft. The body is largely the same as the standard N14 three-door model, but distinguished by the large rear wing and bonnet scoop.
It has an ATTESA all-wheel drive system and a unique variant of the SR20DET engine (not used on any other car). With a power-to-weight ratio of 0.083 and AWD, the standard GTI-R is able to accelerate from 0–100 kph in the 5 second bracket, and cover the standing quarter mile in the 13 second bracket.
Most car geeks (and a good many non-car geeks) are familiar with the current Nissan GT-R, but how did Nissan settle on the AWD, twin-turbo six-cylinder formula? Well, it actually started in 1989 with the R32-chassis Skyline GT-R, the first Skyline GT-R since the fastback “Kenmeri” GT-R of the early 1970s. Thanks to a gentlemen’s agreement among Japanese automakers, the 2.6L twin-turbo straight-six was officially rated at 276hp, but the real number was more like 320hp. Couple that with AWD, all-wheel-steering and a beefed-up 5-speed manual transmission and it’s no surprise the first modern GT-R dominated the national touring car championships in both Japan and Australia. In fact, it was Australia that gave it the nickname Godzilla (which has been applied to all GT-Rs since), but it wasn’t necessarily a term of endearment: After the GT-R of Aussie Mark Skaife and Kiwi Jim Richards romped to the win in the 1992 Bathurst 1000, they were greeted by a chorus of boos from the legions of Holden and Ford partisans. And rather than ignoring the crowd’s dissatisfaction or attempting to make peace with it, Richards (in)famously retaliated by calling the spectator mob “a pack of arseholes” (though in his defense he had just been told that his friend and countryman Denny Hulme had died of a heart attack while driving a BMW M3 in the race).
With the fourth and final generation of Cosmos of 1990, Mazda had incorporated all of its trademark rotary engine technologies with a twist. The Cosmos was the first and only Mazda equipped with a triple-rotor engine with twin-turbocharging. Two displacements of 1.3 (230 hp) or 2.0 were available. The larger engine featured a two stage turbocharger that boosted power to 280. Turbo lag, a common trait from the era was eliminated with a sequential boost system similar to what the late Toyota Supra had, but years before it popularized the concept.
The Eunos was such a technology tour de force that many of its goodies would be incorporated in future Mazdas as well as becoming commonplace years later. Although the exterior may not have excited many, the interior was much more inspiring. A curved dash with flowing lines was very much the model of ergonomics best practices, circa 1990.
If you loved speed in the United States, then the 1960s and 1970s was a great time to be alive. Massive V8 engines and scorching straight line performance were the norm. Emissions and other regulations would curtail things in the 1980s and would create tough times for American performance car fans. Towards the end of the decade things started to turn around and by the 1990s things were back to being exciting.
The pinnacle of the 1990s sports car scene in the United States was the Dodge Viper GTS. The GTS delivered 450 HP which was 35 HP more than the 1995 roadster version. The rest of the best included a stable of Corvette or Mustang cars that were great performers. The rest of the American cars are “ok” and a best described as regular cars with a massive V8 added.
The limited-edition Grand Sport was a fitting end to the C4 Corvette. The Grand Sport package included exclusive Admiral Blue paint and featured a single white stripe that ran the length of the body as well as two red accent stripes on the driver side front fender. Unlike the ZR-1, which showcased a wider backend, the Grand Sport featured rear fender flares to cover the wider back tires.
The Grand Sport’s interior upholstery was offered either in an all black or a sporty red/black combination, and all of the Grand Sport interiors featured a specialized embroidered headrest which featured the Grand Sport emblem. All Grand Sports –both coupes and convertibles- were equipped with a six speed manual transmission. Likewise, all Grand Sports were equipped with the newly revised LT4 5.7 liter small-block V-8 engine. When ordered with the Grand Sport model, the engine received a special “dress” kit that included bright red paint and red ignition wires. In all, Chevy built 1,000 Grand Sports, and each was given a special, sequential serial number.
Re-establishing the Mustang as a performance vehicle, the Mustang Cobra was produced by Ford’s Special Vehicle Team. This SVT Cobra is highly reminiscent of the 1983 Ford Mustang SVO which was developed by Ford’s Special Vehicle Operations.
Like the SVO ,the SVT is an upgraded version of what the regular Mustang should be. Necessary horsepower and suspension components help the Cobra keep pace with other sports cars of the period. During the year it was released, the Cobra was the official pace car of the Indianapolis 500.
The fourth generation of the GM F-Body platform debuted in 1993 with the brand new Camaro and Firebird. The new model brought much-needed modernization to the Firebird range. Most importantly for performance car fans was that the Trans Am returned with the powerful LT1 V8 engine with 5.7-liters of displacement and 285 HP. The engine was the same as in the Corvette of similar vintage.
Image source: hagerty.com
Chevrolet Impala SS
The Impala SS name was resurrected it in 1994 as an option on the seventh generation of this Impala. Since the early 90’s marked the return to performance for most American manufacturers, Chevy installed the famous 5.7-liter LT1 V8 engine in the full-size rear wheel drive sedan. They also added a heavy-duty suspension and updated components to create this modern-day muscle legend. For two years, Chevrolet produced almost 70,000 Impala SS models in several colors, with dark purple being the most popular hue. The engine delivered 260 HP and propelled this big sedan to 0 to 60 mph time of 7 seconds. Not exactly spectacular numbers, but for the mid-90’s, those were impressive results.
Corvette ZR1
While the C4 generation Corvette languishes for the most part in the bargain bin of classified adverts, the ZR1 is a sought-after gem. After toying with the idea of turbocharging the existing V8, the decision was taken to develop an overhead camshaft engine.
The now legendary LT5 was born with 375 hp and helped build one of GM’s finest cars to date. It’s not an overstatement to say the C4 Corvette ZR1 could play with Ferraris that cost double to drive off of the showroom floor. When Chevrolet introduced the ZR-1, it brought back the confidence in American performance cars. The Chevrolet engineers knew the C4 chassis had enormous potential, so they were looking for ways to improve its power and performance.
The Corvette ZR1 could accelerate from 0 to 60 mph in 4.5 seconds.
Some might not consider the original Dodge Viper a supercar, but at the time of its release it was a revelation with its aggressive looks and insane 8-liter V10 engine. The 1996 RT/10 could be referred to as a second generation Viper and it featured a host of upgrades over earlier Vipers produced from 1992 to 1995. It was a much better car. Outwardly the main difference to the 1996 Viper was the absence of side exhausts which were replaced with two standard exhausts exiting the rear. The three spoke wheels were also gone and replaced with 5-spoke counterparts. Inside, the cabin remained largely unchanged, but a removable roof was standard as was sliding plastic panels for the windows. Underneath, the chassis was stiffened, suspension geometry revised and a more robust rear differential was installed.
Our pick of the 1990s Viper’s was the GTS which was launched in 1996. It was a more powerful version of the RT/10 with 450 hp and a new double bubble coupe body. Beyond more power though, the GTS had over 90% new parts compared to the RT/10. In 1997 and 1998 model years the Viper would continue to receive minor updates and the GTS would get second-generation airbags, revised exhaust manifolds, and a revised camshaft for 1997, and the RT/10 would gain a power increase up to 450 hp (336 kW; 456 PS) for 1998.
Callaway has built a firm reputation for producing some of the most sophisticated and advanced Corvette-based automobiles. Introduced in 1998, Callaway’s C12 continued this proud legacy. Designed, developed and constructed by two top German engineering and development companies, Callaway and IVM, the C12 was intended as a bespoke, high-performance car that offered its occupants a civilized interior and relaxed ride.
The Callaway C12 serial number is the same as a standard production Corvette, but the C12 is in no way standard. With aerodynamic bodywork fabricated from fiberglass, carbon fiber and Kevlar™, a massaged aluminum V-8 engine, heavily revised suspension, enormous disc brakes and a thoughtfully upgraded interior, the Callaway C12 is a custom-built American supercar. It is so different from its Corvette base that cars sent to Europe were titled as Callaways. Very few of these exclusive cars were made, as most were custom-made to the specifications of the clients.
There are cars that we were promised that never materialized. There were cars that were delivered that disappointed and we pushed them out of our collective memories. There were bright spots too, 90s supercars that were unique and awesome but history forgot them because they were way too rare.
The 1980s saw a lot of entrepreneurs announce new supercar companies. Each was ready to deliver the ultimate car for the rich yuppies that flooded cities like New York, Tokyo and London. The market crash of 1987 and the following 1990-91 recession in America dampened their spirits. Ultimately, the recession proved to be one of the smallest and shortest in the modern era and the economy returned to 1980s level growth by 1993. Some of these new carmakers made it through the storm while others did not. The result was a lot of stillborn supercars that we anticipated but never saw beyond a sole prototype or ambitious press release.
Major manufacturers were not immune to these tough times either. Many of the forgotten supercars of the 1990s were successfully developed and were released into a supercar market that had cooled significantly. Moving units was harder than expected. These were some cracking cars, it just would have been awesome to see more of them sold so we didn’t forget them all these years later.
Speaking of small quantities, there are other rare supercars of the era that we don’t remember because there were literally only a handful ever made on purpose. Homologation rules of the mid-1990s were designed for a new GT racing series (itself a response to the heavy shift towards expensive prototype cars in the 1980s). It was ultimately killed off in 1998 by manufacturers getting too good at interpreting the rules but it did lead to some of the rarest, most batshit-crazy cars ever.
Note:Some rare homologation cars were listed in our greatest supercars of the 1990s list which is why we did not include them in this post. While they were rare and often forgotten we figured including them in both posts didn’t make sense. In fact, we applied that logic pretty much across the board. If the car made the best 90s supercar list then it didn’t make this forgotten list.
27 Awesome 1990s Supercars We Totally Forgot Existed
AMG SL73
The perfect 90s AMG monster. Also the rarest of the rare with only 85 examples built. It was a convertible daily driver with a 7.3-liter V12 (same engine as the original Zonda)
Try 525bhp and 553lb/ft of torque on for size. AMG’s extraordinary rare SL72 was initially available beginning in 1995 and at 525 bhp it offered the largest and most powerful V12 engine ever put into any road-going Mercedes Benz. It was updated in 1998 with a 7.3-liter engine and renamed as the SL73.
These second generation SL73s had their engine slightly updated with larger displacement, improved bhp and torque and were designed to be more reliable. While quoted output remained the same, most sources were all well aware that power was now approaching 600bhp! The same 7.3-litre V12 found in the last of the SL 73s was later used by Pagani in the Zonda. A total of just 85 SL 73 AMG roadsters were built with 50 being rumored as destined directly for the Sultan of Brunei. If true, just 35 lucky private clients were able to acquire one of these legendary machines.
Most people know the F50 so it is hard to call one of Ferrari’s finest forgotten. With good aerodynamics and braking to complement its stiff chassis design, and having the necessary production figures to meet homologation requirements, it seemed only fitting for the F50 to continue the legacy of the F40 GTE. That is, contest the BPR Global GT Endurance Series, a precursor to FIA GT. Not surprisingly, Ferrari flirted with this idea and began a development of the F50 GT.
For reasons which Ferrari never mentioned, the F50 race program was halted after five tubs and one complete car had been made. Despite the fact that the GT never saw action on the track, we are thankful that Ferrari completed two more examples and sold all three cars to very specific clientele who were told not to race the cars in modern race series. Being such a limited version of an already limited series, the F50 GT is one of the most exclusive modern day supercars, and one of the great ‘could-have-beens’ in Ferrari history.
Yamaha began competing in Formula One in 1989, and using the experience they had gained during that time they wanted to build a price-no-object, pure supercar based on actual Formula One technology. Even though the Formula One team was doing poorly in competition, by 1991 the team had just come out with a new engine, the OX99, and approached a German company to come up with an initial version of the car. Commissioned by the Yamaha Sports division rather than the bike one this supercar was based around Yamaha’s V12 F1 engine that was sat in the current Brabham at the time, granted detuned to only 400bhp. Within a year they had built this, a tandem 2 seater that had a definite F1 car look about it. Unfortunately all this carbon fibre and F1 technology came with a price tag $800,000 this just at the end of a recession. A further 2 cars were built and used as test beds and press car but the car never made it in to production. Issues were found with its handling which needed additional design development which was to be expected in supercar designed and built in 12 months, however this was taken over by Yamaha’s own company Ypsilon Technology in Milton Keynes, which was set up to both service the F1 engines and build the cars. Unfortunately 6 months later due to a perceived lack of demand the plug was pulled in 1992.
Built by Aston’s Works service in Newport Pagnell, the V600 dynamic driving package was a comprehensive upgrade that could be installed on any Virage V8. Using twin mechanically-driven Eaton superchargers, the 5,340cc produced a a colossal 550 lb/ft at 4,000rpm. Ventilated & Grooved Discs w/AP Racing 6-Piston Calipers were fitted as standard to the V600, as was the suspension with Eibach springs, Koni dampers and a stiffer anti-roll bar. The package was finished off with 5-spoke Dymag wheels and Goodyear Eagle GSD tires.
Autocar described the V600 as “a real Aston Martin; a big, very beautiful, very fast, albeit expensive GT with so much appeal and purpose behind it that it is more an experience than it is mere transport.” They were able to reach 60 mph in 4.6 seconds.
Along with the V600 transformation, the Works Service typically fitted a small badge and chrome surround on the grill. 56 customers opted for the V600 package with another 25 cars built up as special projects.
Meant as an all-out performance GT, the Shamal inaugurated the new generation of V8s which would subsequently power the Quattroporte IV and 3200 GT. The new unit boasted 4 DOH camshafts 4-valve-heads and the usual twin-turbo, twin intercooler set-up, good for a staggering 326 hp and 436 Nm of torque from 3.2 litres. The Getrag 6-speed manual gearbox was the first one mounted in a production Maserati, and indeed an advanced feature for the time. The top claimed speed was 270 kph (169 mph) on the later versions. The fact that Maserati managed to sell 369 units of this powerful beast was certainly no mean achievement.
The De Tomaso Guarà was based on the Maserati Barchetta Stradale prototype from 1991. The Guarà was launched at the 1993 Geneva Motor Show as a coupé, spider and also as an open barchetta.
Fibreglass, Kevlar, and other composites make the body shell, fitted to a backbone chassis. The suspension is true Formula 1 and IndyCar technology with independent upper and lower wishbone with pushrod front and rear end suspension.
It was known for its highly agile handling and its “a bit too nervous” for the average driver characteristics. The Guarà has no luggage space at all, the area under the front being taken up by the racing-style suspension.
Production ceased when De Tomaso switched to the Ford engine as the new powerplant did not leave enough room for the canvas. The first cars were sold in 1994 and were selling up till around 2005.
Built for a new series called the Intercontinental Challenge, the XJR-15 was a limited-production supercar built by Jaguar Sport, a partnership of Jaguar and TWR. The design was loosely based off the XJR Group-C cars which TWR manufactured for Jaguar. Thus, it retained the XJR-8’s 6-liter engine and basic chassis layout. A new body was drawn up by Peter Stevens which he thought was more distinctively Jaguar.
For clientele wishing to use the car on the road, Jaguar Sport fitted bumpers, blinkers and raised the overall clearance. This greatly affected overall performance as the undertray aerodynamics and suspension were optimized for a very low ride height. Only 53 were made.
Based mechanically on the Le Mans-winning Jaguar XJR-9, the car had an aerodynamic body designed by Tony Southgate and styled by Peter Stevens, who later went on to style the McLaren F1. The car featured in a 1-make racing series called the Jaguar Intercontinental Challenge, which supported 3 Formula 1 races (Monaco, Silverstone and Spa) in 1991. The $1m prize was won by Armin Hahne. XJR-15 was the World’s first fully carbon-fibre road-car.
The Pininfarina-designed Ferrari 456 GT debuted in Europe in 1993 and was first available in the U.S. in 1995, and can be viewed as a replacement for the 365 GT 2+2 / 400 / 412 series. This front-engined 2+2 grand tourer had a 436 hp, 5.5-liter V-12 mated to a six-speed gearbox that propelled it from 0-60 in just over 5 seconds on its way to a top speed of 186 mph.
All of this performance could be managed from a cockpit that provided Connolly leather appointments for four (two of whom would almost certainly need to be children) and every other comfort expected of a $245,000 automobile, including a cockpit-adjustable suspension. Shortly after Ferrari introduced the 456 GT, the 456 GTA became available, the “A” signifying a four-speed automatic gearbox.
In 1998, Ferrari introduced an updated version, the 456M GT and GTA. This “Modificata” had a revised interior, some bodywork changes around the nose and hood, and a slight increase in horsepower to 442. The 456M GT remained in production until 2003, and in all just under 3,300 456 GTs and 456 GTMs were built until giving way to the 612 Scaglietti in 2004.
Named after its oddball drivetrain, this supercar took the Miura concept one step further by using a transverse V16 engine mated to a longitudinal gearbox that together forms the shape of a T.
Claudio Zampolli first envisioned Cizeta in the mid-eighties and had his fully functioning prototype ready in 1988. The final result looked like a Diablo in the rough, but that’s because it was the work of Marcello Gandini for Lamborghini.
Never before had the world seen a V16 engine mounted in a transverse layout. Such a setup was necessary due to the long length of the engine, but also made the car one of the widest ever produced. Essentially, two flat-plane V8’s were grafted such that the timing mechanisms shared the center space. Gearing between the two provided a single input for the longitudinally mounted transmission. The block was similar to two Ferrari V8 engines but in the end it had to be cast as a fully custom unit.
When completed, the car sold for $400 000 USD which was a hard sell considering the company had no race history or company heritage to build upon. For these reasons only ten cars were completed in period.
Lotus wanted to go racing in Le Mans (stop me if you have heard this one before). Of course in the 1990s that meant at least one of the “racing” cars had to be road legal. Cue the Lotus GT1.
The Lotus Elise GT1 utilized a production aluminum chassis with custom carbon fiber body that was optimized for endurance racing. Out went the Elise’s inline-four, swapped for a monster twin-turbo 6.0-liter version of the C4 Corvette’s LT5 V8. Reliability proved to be a problem for all seven chassis that were built, with the best success being a fifth place at Helsinki.
God bless whoever made homologation a requirement for GT racing. The Lister Storm was yet another late 20th century racing car that set rubber to the road in the name of the h-word, with what was at the time the largest V12 engine fitted to a production car since Word War 2 – a 7-litre sky splitter.
4.1 seconds was all it took to launch this British behemoth from 0-60mph, courtesy of the 546bhp bomb mounted up front, but also thanks to the Storm’s racing-inherited low kerb weight.
Prices were high for this low-volume British sports car manufacturers’ first furor into the supercar market at around £450,000, meaning only four road-going Storms were originally sold. Of those, just three are believed to survive to this day, making them one to watch in the coming decades when they appear at auction.
For a return to GT racing, a range of modified Mantaras was also produced in the LM (Le Mans) versions. In order to qualify as a production vehicle, a limited number of road going cars were also made. Several versions of the LM were made such as the LM400 (with a Rover 3.9-litre V8 engine), LM500 (Rover 5-litre V8) and LM600 (with 6-litre Chevrolet small-block V8). Only 30 road-going LM cars were ever built, and of these only one was a road-going LM600. They put together one road car at the end of 1995, and that was a blue one with the registration M206FAE. This one is rare and once again was a result of Marcos trying to support homologation of the LM600 race cars.
The Ferrari 550 Maranello launched as a 1996 model and was a replacement to the aging Testarossa/512TR models. Unlike the Testarossa the 550 Maranello returned to a front-engine layout like the classic Ferrari GTs (think Daytona and 275) of yesteryear. The end result was a massive upgrade over its predecessor, with better handling, more comfort, practicality and better looking proportions. Ferrari 550 Maranello had a 5.5 liter V12 with 478 horsepower and rear wheel drive. The design has the perfect front engines GT proportions and looks modern even today, aging very well.
The manual gearbox and well weighted steering mean that the handling balance and driveability of the 550 stand out on the road. It is perfectly powered too (especially compared to the crazy F12 or 812 Superfast) so you are total ease behind the wheel, comfortable giving it the beans and really pushing it without the fear of something bad happening. It is way more engaging and fun than the rockets being made today (call us old school). The fantastic powertrain combined with comfortable seats and a decent amount of space to make an absolutely brilliant grand tourer.
The 400 GT remains one of the best performing French cars ever produced, and it is in fact the very first car in the world to have standard carbon brakes. The Venturi 400 GT was a road version of the one-make race series used in the Venturi Gentlemen Drivers Trophy.
It was powered by a 3 liter twin turbo V6 with 408 hp and 530 Nm of torque.
The main difference between the race cars and the street cars consisted of a series of small changes aimed at road homologation. The street engine was the same as the race version. The passenger compartment was taken from the Venturi 260. Only about 15 street versions and 73 units for racing were built.
The TVR Cerbera Speed 12 was an ultra high performance concept vehicle designed by TVR in 1997. Based in part on the TVR hardware at that time, the vehicle was intended to be both the world’s fastest road car and the basis for a GT1 class Le Mans racer.
The vehicle’s engine, displacing 472 cui and having twelve cylinders, was reportedly capable of producing nearly 1000 horsepower, although an exact measurement was never made. It’s performance was said to be astonishing, and by all calculations it would have been capable of hitting sixty miles per hour in the low-three second range and power to well over 240 per hour.
One of the more notorious tuners of the era was Koenig Specials. Known for custom body parts and conversion-kits, Koenig had created some truly outrageous show cars.
It is hard to decide which was their most radical car, because among the top cars was a Twin Turbo Ferrari F50, a 1000 horsepower Ferrari Testarossa nd a road going version of Porsche’s 962 prototype race car. We chose the Porsche 962 road car.
Koenig’s C62 is technically a conversion based on original Porsche 962 chassis. To attain the necessary ground clearance and headlight position, and entirely new carbon fibre body was constructed. Koenig punched out the three liter version of the boxer engine to produce more low end torque. Other engine modifications included softer cams and a Bosch Mototronic system.
After a long production run of over 7000 cars, Ferrari updated their Testarossa design into the 512 TR. The body was slightly updated by Pininfarina, while much work was done by Ferrari under the hood to gain roughly 40 more bhp. It was way better than the Testarossa and is often forgotten by collectors. Great car and great buy.
In 1985 De Tomaso rolled out GT5-S, a real sports car and six years later it was the 1991 Pantera turn, completely changed in its styling by Marcello Gandini design. 38 vehicles equipped wîth a 5-liter Mustang V8 engine developing 305 hp were manufactured before starting the production of Guarà.
Only two Series II Super Speedsters based on the ZR1 model were ever made so this 90s supercar is less forgotten and more “not ever known”. It was the offspring of collaboration between Corvette performance guru Reeves Callaway and designer Paul Deutschman.
The Super Speedster LM was an astonishing step up on the original Speedster, taking full advantage of the ZR1’s Lotus-engineered, all-aluminum DOHC engine and 6-speed manual transmission. It had a twin turbocharged and intercooled LT5 engine built by Callaway, delivering a pavement-shredding 766 HP.
More than “just” an incredibly well-engineered engine swap, the Callaway possessed engineering modifications to the suspension and driveline that fully complemented its massive power output. The Le Mans body is the only one used on a Speedster and was designed by Paul Deutschman.
The Venturi Atlantique was a mid-engined, fiberglass-bodied French sports car produced by Venturi Automobiles from 1991 to 2000.
The original 260 was a revised version of the Venturi APC 260, carrying over the 2.8L turbocharged V6 engine with 260 hp (194 kW; 264 PS), but with a reduced weight of 1,110 kg (2,450 lb). It was good for a top speed of 167 miles per hour (269 km/h) and accelerated from 0-60 miles per hour (97 km/h) in 5.2 seconds.
Another special from the Koenig Specials team. This looks like an aftermarket hack job. This car is more than it seems. It is a hand-built custom car by a famous Ferrari workshop owner. It had a 4.8 V8 Twin Turbo Racing Engine with 600 horsepower and a Top speed of 335kph (208mph).
Panoz Esperante GTR-1
Almost a race car in street-legal trim, the front engined GTR-1 was built to meet the 24 Hours of Le Mans homologation requirements. Power came from an aluminum block V8 engine pushing over 600 horsepower. It was definitely one of the most unusual cars of the era.
The GTR-1 debuted at the 1997 12 Hours of Sebring but failed to finish. It later failed to finish the Silverstone Circuit and again racked up DNFs at Le Mans, where all three of them were scratched due to mechanical failure. One was even destroyed when it caught fire.
In 1992 Aston Martin’s works service offered a 6.3 liter upgrade on existing models. Easily identified by their ‘Virage 6.3 Litre’ badge, these were fitted with a larger version of the potent V8 engine. Furthermore the rest of the car was comprehensively upgraded in this £50,000 conversion.
The engine work involved enlarging the engines to 6347cc which resulted in 465 bhp to 500 bhp. Other upgrades included larger brakes, a wider bodykit and in some rare cases features that were offered on the upcoming Vantage model. Both coupes and convertibles were equipped with the 6.3 engine.
For customers that missed out on the very limited production run of X180Rs, the 300 Sport was offered in 1993. It essentially offered the same package as the X180R race car. With an optional LotusSport package, the car incorporated a full roll cage, harness and fire extinguisher. All versions of the Sport 300 featured the 300 bhp, S910 power plant which was similarly tuned to X180R specification.
A number of weight saving provisions were made. This helped lower the weight of the car by 250 lbs compared to the Esprit SE.
If the Jaguar XJ220 was the fastest production car in the mid-nineties, then the TWR supercar made from the Le Mans race version had to be astonishing. Compared to the standard XJ220, TWR’s version sported a new composite body, a more powerful engine and went on a weight-reducing diet. Tom Walkinshaw Racing (TWR) and Jaguar Sport announced the XJ220S, a limited-production, road-going version, to comply with homologation requirements. It was easily the most radical supercar in Britain.
TWR’s version replaced every panel, expect the doors, with carbon fiber. In doing so they added a front splitter, wider sills and an adjustable rear spoiler that gave the car an imposing edge and made the standard XJ220 look docile.Overhauled out to 680 bhp, TWR took the twin-turbo V6 to its limits. Combined with a weight reduction that removed the stereo, air conditioning and heavy seats, the car could accelerate to 60 mph in 3.3 seconds and reach 228 mph. Only 9 were built.
The W8 delivered staggering numbers for the early 1990s, outperforming the fastest Ferraris and Lamborghinis of the era. In 1992 it was declared the fastest production car in the world by Road & Track, but its laurels were quickly stolen by the McLaren F1, which arrived for the 1993 model year. Despite its short-lived success, the Vector W8 remains the first American-built supercar and already benefits from classic status, with some examples fetching enormous amounts of cash.
The Vector M12 was the first vehicle produced after the hostile takeover of the company from Jerry Wiegert by the Indonesian company Megatech. The model was produced from 1995 to 1999, when production was halted, partly due to slow sales of the cars and mismanagement of the company. The average price of the vehicle was $184,000 (USD).
The vehicle was a rebodied Lamborghini Diablo with a chopper gun fiberglass body set on a lengthened Diablo chassis. It was a loose copy of the Vector AWX-3, which was not released due to the Megatech hostile takeover.
The drivetrain was a 5.7 liter Lamborghini V12 engine, which produced 492 hp and 425 lb/ft of torque at 5200 rpm.
So close and yet so far. These are the 1990s supercars that almost were. Candidly we wish some of these were made and we are happy some of them died before arrival. We will let you decide which is which.
Originally conceived in 1994 with construction completed in 1995 by a United Arab Emirates Citizen who desired to own the fastest, individually owned car in the world! He contracted Mercedes which in turn also contacted Lotec for the body design. The letter C stands for the carbon fiber (race car), and the number 1000 stands for 1000 horsepower.
Power plant powered by Mercedes and body design by Lotec. It is a 5.6 liter V-8 Mercedes engine, with Garrett twin turbo chargers. Runs on a mixture of unleaded gas, and aviation fuel. Body consists of carbon fiber and Aerospace material frame. Design and engineering cost over $1,000,000 and total production cost was over $2,200,000. 0-60mph in 3.2 seconds, 0-125 mph in 8.08 seconds, top speed of 268 mph. A cool one off car that wowed us.
Built with Japanese backing, Le Mans-winning driver Vern Schuppan created his very own street-legal Porsche 962. These cars were built as a tribute to his victory at the 1993 Le Mans behind the wheel of a Porsche 956. After 2 years and $7million in development only 6 out of an initially projected 50 Schuppans were made. Due in part to the worldwide downturn in the hypercar market, but also due to the astonishing $1.5 million asking price! In either case, the 962CR, when new, was one of the most expensive cars ever produced. After payment failed to arrive when two cars were shipped to Japan, Schuppan was forced to declare bankruptcy. The 962CR remains as the only car Vern Schuppan has ever made
Ok technically this car never made full production, but Italdesign did produce a version of the M12 for the Sultan of Brunei and his brother Prince Jefri Bolkiah and that is good enough for us. After styling supercars like the Lotus Esprit and Lancia Delta, Giorgetto Giugiaro created this one for BMW in 1991. Giugiaro had already styled BMW’s first modern supercar, the 1978 M1, so his newer M12 was a natural evolution.
Italdesign’s production versions for the Sultan were unlike the first show car. A version was fitted with the S70B56 BMW V12, but upgraded by Alpina to produce more horsepower.
In 1993, Italdesign again revisited the M12 project. Fitted was a new carbon-fiber body lacking front lights. Called the C2, both a coupe and spider version were made. Like the M12 these were fully functioning prototypes.
This is a car we wish they made. The Spiess C 522 was a joint development of hardware manufacturers Gemmingen and generator manufacturer GEKO. It was designed by Karl-Heinz Knapp, formerly of Mercedes/AMG. A super-sports car with a tuned engine from the Chevrolet Corvette to be built in a limited edition of just 100 examples, initially priced about 500,000 DM, and later 870.000 DM. The prototype had 2+2 seating, a monocoque chassis of carbon fiber composite materials, steering wheel-tip control (flappy paddles), ABS, traction control, and reportedly over 500 hp.
The project never got beyond the planning stage. There was only one built, with a dummy engine for presentation.
Following his purchase of the Onyx Formula One team in 1992, Peter Monteverdi sought to take that technology onto the road in the form of the 650 F1 hypercar.
This high tech beast was based on an F1 monocoque chassis and powered by no less than an F1 650hp Cosworth V8 with screaming 11000 rpm redline. A staggering 766 bhp/ton power to weight ratio produced a claimed 208 mph top speed and McLaren F1 like acceleration of 0-125mph in around 8 seconds.
Orders were taken and two models produced (plus a third non runner). However, the 650 was not road legal, so customers never saw their cars as Monteverdi changed his mind and kept them all for promotional use!
One of the little known Ferrari prototypes is this one-of supercar built on Testarossa S/N 83935 for the 1993 Geneva Auto Show. Called the Formula Zagato ’93 (FZ93), it followed a small series of curious Zagato 348s and some classic Zagato-Ferraris which were all built in exclusive numbers.
FZ93 was penned by Ercole Spada who made a return to Zagato and design this car. Ercole was responsible for the legendary Aston Martin DB4 Zagato and more recent cars like the iconic Alfa Romeo 155. His Testarossa made no concessions to the original and featured stylistic creases, huge air intakes and pleasing curves.
The Spectre R42 is a 2-seater mid-engined rear-wheel drive supercar built by British speciality car manufacturer Spectre Supersport. The car was offered to the public in the early summer of 1996. The car was designed by Ray Christopher of GT Development fame, who built accurate replicas of Ford GT40. The R42 was the modern reincarnation of the GT40 given the same wheelbase and size of the cars together.
The Spectre R42 is powered by a 4.6 litre (281 cubic inches) Ford V8 with 4 valves per cylinder with an output of 335 hp at 6000 rpm and a peak torque of 317 lbs-ft at 5000 rpm. Zero-to-sixty was achieved in around four seconds and top speed was reached at 175 mph. The engine was placed mid-ship. the combination of development costs and a worldwide recession forced GTD into receivership late in 1994.
This Espace came on the scene in 1994, celebrating ten years of partnership between Renault and Matra with ten cylinders for birthday candles. To make the Espace F1, Matra used 1994 world champions Williams Renaultâs power train unit.
This engine was fitted centrally in the Espace without changing the model. To do so, they took an Espace off the assembly-line, cut out its floor pan to replace it with a carbon body structure harbouring the 820 hp V10, sequential box and automatic attitude control.
With a special front end, ad hoc brakes and aerodynamic appendices to prevent it from flying away, it could get up to 300 kph!
Built by Gigliato Design Co., LTD, the Aerosa is a high end sports car that was designed and conceived in Japan by Nobou Nakamura. They unveiled the car hoping to win over customers with a price tag of $65,000, a simple Mustang V8 platform and a striking design.
In 1997 Gigliato announced a partnership with Lamborghini for deal with engineering, production component supply, delivery and marketing. The plan was to sell the Japanese-designed car from a headquarters in Düsseldorf, Germany. Furthermore, Gigliato announced a motorsports program for 1998, including a stop at Le Mans. At this time the car was changed to include fixed front headlights and gold wheels.
The Aerosa hasn’t been seen recently, so perhaps it will remain a lonely prototype, like so many Lamborghini based dream cars in the past.
The Mosler Consulier GTP and its Intruder and Raptor variants are some of the strangest supercars ever built. Even though it looks like a cheap kit car, it has a carbon kevlar body and handles beautifully.
In 1991, Czech automobile manufacturer Václav Král decided to get in the supercar game with the MTX Tatra V8. With its sleek styling, scissor doors, and pop-up headlights, the Tatra certainly looked the part, but it was more than just a pretty face. The car was powered by an air-cooled V-8 32v DOHC motor that produced 302 bhp and gave it a top speed of 152 mph.
After its debut at a Prague motor show in October 1991, Václav Král began production to fulfill the nearly 200 pre-orders. Fate wasn’t on their side, however; after only four vehicles were produced, a factory fire shut production down for good.
Mega decided to join the small group of manufacturers producing exclusive supercars in 1996. Their acquisition of Monte-Carlo Automobile Ltd included plans to build an exclusive super sports car for both the road and the 24 Hours of Le Mans. Much like the Porsche 917s and F1 cars built by Sera CD, the Monte Carlo was both striking and purpose built. The first Monte Carlo was displayed at the 1996 Geneva Motor Show. It showcased proven engineering which included a carbon fiber chassis, carbon fibre brakes and a mid-mounted, Mercedes V12 engine. By 1998 a production version was ready with optional carbon brakes and rear wing.
One of the mysterious supercars of our time is the Isdera Commendatore 112i. This one-of prototype is such a rare sight, that its photos, outside of the shots from the car’s release during the 1993 Frankfurt Auto Show, are hard to come by. Over the last decade, the situation has been particularly frustrating, but now, we finally have photos from one of the the most striking and advanced supercars from the nineties.
The Commendatore is the final product of ex-Porsche designer Eberhard Schulz and his two sons. It was completed as a pre-production prototype which was to be followed by a limited series with a unit cost of $450 000 USD. Unfortunately, before any production Commendatores were made, Isdera went bankrupt and the remainder of the company was sold to Swiss interests. While the Commendatore never reached production, we are lucky that the the sole prototype has survived and has been driven 3000 miles since new.
The same homologation requirements that gave us the GT-One, 911 GT1 and CLK-GTR gave us the totally lovely Nissan R390 GT1. Just two road cars were built, which featured a mid-mounted V8 making around 550 horsepower. The street and race cars were engineered by Tom Walkinshaw racing, which built the superlative Jaguar XJR-9 and XJR-15 road car, and designed by Ian Callum. Nissan kept one of the cars but allegedly, another is owned by a private collector. Consider yourself very lucky if you ever see it on the street.
The Golden Era – Homologation, The Big Mac and the Rise of the Everyday Supercar. Your Ultimate Guide to the Best Supercars from the 1990s
This is our first in a series of posts about the awesome cars of the 1990s. In this post we curate the best supercars from the 1990s, an era stacked with exotic masterpieces. Some of the defining features of the 1990s supercar era includes the amazing McLaren F1 and the revelation that was the Honda NSX as well as the spirit of competition amongst top manufacturers in prototype racing that created some awesome limited run homologation specials for the road.
The high performance supercar market went from niche to mainstream in the 1980s. Supercars like the Lamborghini Countach, Porsche 959 and Ferrari F40 had collectively wowed car fans the world over in the late 1980s and with Wall Street humming and the global economy in good shape, the appetite for exotic cars only grew going into the early 1990s. As the 1990s started, many pundits wondered however whether we had already reached peak car. After the extraordinary supercars of the eighties, many supercar manufacturers entering the nineties asked “how on earth do we follow that?”
It is impossible to talk about the 1990s supercar era and not mention the impact of the mighty McLaren F1. McLaren came along in the mid-90s with the ultimate supercar, the McLaren F1. The F1 did not just beat the other supercars at the time, it blew them away so convincingly that it wasn’t until the Bugatti Veyron came along more than a decade later that its acceleration and top speed records were beaten. It was Gordon Murray, the former F1 engineer and his obsession with weight savings and attention to detail that redefined what a supercar could be. It was like no other supercar before it (or like any other since), a car that redefined what it meant to be a supercar.
At the other end of the spectrum was the Honda NSX. It came along in the 1990s and shook up Lamborghini, Ferrari and Porsche. Here was a major manufacturer known for small compact Honda Civic cars who created a supercar that was easy to drive, was fast and agile and didn’t break down. Anybody could drive it. It forced all the sports car makers to get better and ushered us all into the world of the everyday supercar. Speaking of everyday Supercar, the 1990s saw the 911 Turbo genuinely scare the top players with more than 400 horsepower, all wheel drive and astonishing performance in a daily driver.
On our list of the best 20 cars, no less than six cars raced. In fact, five of the cars on our top supercars of the ‘90s list were expressly built to race and are known as homologation specials. Carmakers had fully embraced the “win on Sunday, sell on Monday” mantra in the early 1990s and channeled vast amounts of money into trying to find racing glory. Racing homologation rules (stipulating that road-going versions of cars had to be manufactured for homologation) inspired automakers to produce these machines. The FIA GT1 class therefore produced some of the best race cars of the mid-1990s and (thanks to those loosely interpreted homologation requirements), some of the wildest street cars too. These included the Porsche GT1, Mercedes-Benz CLK GTR and the insane Dauer 962 LM.
In terms of awesome supercars, the 1990s were the golden age. Fun times indeed. Please read on for our take on the greatest 1990s supercars.
Criteria note:We focused on the first year of manufacture as our criteria for a car making it into the decade. If the car had first been manufactured in the 1980s and was carried over into the 1990s largely unchanged then it belongs in the 1990s (aka Ferrari F40). If it was initially built in the 1980s but was substantially updated or had a sub-model in the 1990s then it could make the 1990s list (aka Ferrari F512 M).
Read on for our ranked list of the greatest supercars of the nineties. We discussed whether to rank the cars versus just have an unranked list and realized it was way more fun to have people argue about rankings than not.
Having raced the Esprit in GT2 and GT3 classes, Lotus began to develop a new version of the car to race in GT1 class racing. Development of the car was entrusted to the newly formed Lotus GT1 Engineering group, which included many staff from the recently dissolved Team Lotus. For us however the more impressive Lotus of the 1990s was the 1999 Lotus Esprit Sport 350.
It was the ultimate incarnation of the Esprit. Only 50 were made. Taking the V8 GT further, the Sport 350 was one of the most exclusive Esprits made. It featured the standard-spec V8 with blue-painted intake manifolds. What set the 350 Sport apart from the VT GT was a number brake, suspension and chassis improvements. Lowering the kerb weight was a primary design focus for Sport 350. Apart from the weight reduction, the other major change to Sport 350 was its braking system. While exclusivity was offered with the Sport 350, it is a shame Lotus never tuned the engine beyond its standard specification. This is strange given the fact that every other aspect of the car was up-rated for track use. It was one of the closest cars to emulate the track experience on the road.
All wheel drive. Twin turbo flat six engine. Over 400hp. Ludicrous performance. Porsche delivers a daily driver that destroys supercars. The ultimate air cooled 911.
Power: 424bhp @ 6250 rpm / Torque: 423 lb-ft @ 4500 rpm / Engine: 3.6 L twin-turbo Flat-6 / Produced: 1997 / Base Price: N/A / Units sold: 183 cars produced / Top Speed: 183 mph / Acceleration (0-60 mph): 4.4 seconds
Considered by many Porsche enthusiasts as the “ultimate 911”, the type 993 represented a unique blend of power and simple elegance. The car had a more streamlined look and was “lower slung” than earlier versions of the 911. The styling was perfect and it is still the best looking 911 series. This was the last of the “air-cooled” Porsche 911s (insert sad face here).
The turbo-version of the Type 993 Porsche 911 was also introduced in 1995 and featured a bi-turbo engine that was at the top of the performance pack for the time. For Turbo 993s the 3.6 liter got twin KKK K16 turbos and made 402 hp although you could customize your order (on Turbo S and GT2 models) to up that to 444 hp. The 993 Turbo was the first 911 Turbo with all wheel drive, essentially lifted from the 959 flagship model.
During the second to the last year of production of the 993 (1997), Porsche offered the 993 Turbo S. The X50 power pack had larger turbos, intake and exhaust upgrades, and a new computer. Power upgrade got it to 424 hp and included extras like carbon fiber decoration in the interior as well as very cool yellow brake calipers, a slightly larger rear wing, a quad-pipe exhaust system and air scoops behind the doors. This was the last of the air-cooled 911 Turbos and our favorite.
The ultra-rare Nissan 390R was basically a detuned Le Mans racer offered for sale to the public at a hefty $1,000,000. Only two were made. It was the fastest and most expensive Nissan road car ever developed was created to comply with the Le Mans GT1 Class regulations which required manufacturers to build at least one street-legal version of the race car.
Unlike many others, Nissan built the road car first and built the racing version from it. The R390 GT1 design was the work of Ian Callum at Tom Walkinshaw Racing. Behind the driver sits the heart of this true supercar, the VRH35L twin-turbocharged 3.5-litre double-overhead-camshaft V8 engine with electronic sequential port fuel injection which produces 549.9 bhp @ 6800 rpm while complying with all European market exhaust gas regulations. R390 GT1 performance as one would expect is staggering and includes a sub 4.0 second zero to 60 mph time and top speed north of 220 mph.
Inside are normal road car appliances such as full instrumentation and leather-covered driver and passenger racing seats. The short-throw gear lever for the Xtrac six-speed sequential gearbox and tiny racing steering wheel are reminders of the close alliance between the road car and the vehicle which captured four out of the top-ten spots in the 1998 Le Mans 24-hour race.
Big, bruising and totally nuts. This twin-supercharged V8 Aston was the most powerful car in the world for a while. Handling sucked, quality was iffy, but it was still very cool.
Power: 550.0 bhp @ 6500 rpm / Torque: 550.0 ft lbs @ 4000 rpm / Engine: Twin Supercharged V8 / Produced: 1993 – 2000 / Top Speed: 186 mph / Acceleration (0-60 mph): 4.5 seconds / Base Price: NA / Units sold: 281 cars made
Bullish, aggressive and in many ways a tad ham-fisted when compared to today’s lithe, delicate yet calmly aggressive Astons, the Vantage battered its way to 186mph with the help of its 5.3-litre supercharged V8 mounted ahead of the driver and sending power to the rear.
The Vantage was one of the cars that emerged during the era of Aston Martin’s ownership by Ford Motor Company, and featured harsher edges to its styling than had been seen on many Aston Martins previously. This styling was taken a step further in 1999, with the release of the Aston Martin Vantage Le Mans. The special edition’s looks came somewhere between that of a bull and a shark, which fit the 600bhp machine’s personality quite well.
Last production mid-engine flat-12 model and the final iteration of the famed Testarossa. Updated chassis and engine massively improved performance and driving experience.
Power: 440 bhp @ 6750 rpm / Torque: 368.8 lb/ft @ 5500 rpm / Engine: 4.9 L Tipo F113 G Flat-12 / Produced: 1995–1996 / Base Price: N/A / Units sold: 501 produced / Top Speed: 196 mph / Acceleration (0-60 mph): 4.6 seconds
We chose the F512 M over the 512 TR as our favorite Ferrari Testarossa. The result of constant evolution, the 512M shared almost all of its engineering from the 512 TR that came before it. The F512 M was the last version of the Testarossa.
The F512 M sports had the same 4.9-litre Tipo F113 G longitudinally mid mounted flat-12 engine with 440.0 hp at 6,750 rpm. Most of the changes were limited to slight body upgrades that many consider ruin the lines of the original design. In our eyes it looks better so it got the nod over the 512 TR. The front and rear lamps received a design change. The pop-up headlamps were replaced by two fixed square units. The rear tail lamps were round and the bumpers had been restyled to yield a more unified look as well as the addition of cool twin NACA ducts.
This is where the GT3 legend begins. Porsche wanted to go racing in the GT3 endurance category and developed this 3.6 liter Mezger engined masterpiece. Thank you Porsche.
Power: 360 @ 7200 rpm / Torque: 273 lb/ft @ 5000 rpm / Engine: 3.6L Water Cooled Flat-6 / Produced: 1999–2001 / Base Price: $90,000 / Units sold: ~1,868 cars produced / Top Speed: 187.7 mph / Acceleration (0-60 mph): 4.5 seconds
The GT3 we love today all started in 1999 with the 996 model GT3 and it all started because Porsche wanted to enter the GT3 class of the FIA. Porsche began investing in developing both the race car and the road-going version which was required by GT class homologation rules and the GT3 was the result. The GT3 became the 996’s range-topping model until a new GT2 was launched.
Based on the 996 Carrera, the 996 GT3 was a really a track focused sports car that was lighter, sharper and more potent than its everyday sports model siblings. To help in the performance stakes, the GT3 the water-cooled flat six was loosely based on the GT1 and got a dry-sump crankcase with an external oil tank making it more powerful and higher revving. Gone were the rear seats, sunroof, air conditioning, radio and a boatload of sound deadening.
Major design changes included a more aggressive front end with larger headlamps shared with the Boxster, a sleeker body, and a more raked windshield. Design and aerodynamic features exclusive to the GT3 included slimmer air vents for the front bumper, a front splitter, new side skirts, a revised rear bumper, new wheels, and massive rear wing.
The GT3 quickly became the choice for drivers because of its remarkably sharp throttle response, better steering, steady balance, and amazing engine. While a Turbo had it beat for outright speed, this was the ultimate drivers Porsche. Its lighter body and race tuned suspension tuning also made it a perfect machine for attacking weekend drivers who wanted a track car.
If you are in the U.S you may at this point wonder why you can’t find any GT3s from the era for sale. Porsche did not bring the GT3 to the United States until 2004 (see the 996.2 model just below).
My favorite car debuted in 1999. Most people think the Zonda was a car from the early 2000s. While it was the 2002 Zonda with the upgraded 7.3-liter V12 that people remember, Pagani had already been successfully marketing the Zonda for three years up till that point. It was originally launched as the C12-S in 1999.
Power: 415.0 bhp @ 5200 rpm / Torque: 488.0 ft lbs @ 3600 rpm / Engine: Naturally aspirated 8 liter V10 / Produced: 1996-2002 / Base Price: US$58,500 / Units sold: NA / Top Speed: 170.0 mph (273.6 kph) / Acceleration (0-60 mph): 4.7 seconds
Some might not consider the original Dodge Viper a supercar, but at the time of its release it was a revelation with its aggressive looks and insane 8-liter V10 engine. The 1996 RT/10 could be referred to as a second generation Viper and it featured a host of upgrades over earlier Vipers produced from 1992 to 1995. It was a much better car. Outwardly the main difference to the 1996 Viper was the absence of side exhausts which were replaced with two standard exhausts exiting the rear. The three spoke wheels were also gone and replaced with 5-spoke counterparts. Inside, the cabin remained largely unchanged, but a removable roof was standard as was sliding plastic panels for the windows. Underneath, the chassis was stiffened, suspension geometry revised and a more robust rear differential was installed.
Our pick of the 1990s Viper’s was the GTS which was launched in 1996. It was a more powerful version of the RT/10 with 450 hp and a new double bubble coupe body. Beyond more power though, the GTS had over 90% new parts compared to the RT/10. In 1997 and 1998 model years the Viper would continue to receive minor updates and the GTS would get second-generation airbags, revised exhaust manifolds, and a revised camshaft for 1997, and the RT/10 would gain a power increase up to 450 hp (336 kW; 456 PS) for 1998.
A pure-bred Le Mans car, created specifically to contest the world’s most famous 24-hour race with no compromise in terms of design or engineering. Road version equally nuts.
The Toyota TS020, better-known in Europe as the Toyota GT-One, is a pure-bred Le Mans car, created specifically to contest the world’s most famous 24-hour race with no compromise in terms of design or engineering. The engine had its heritage in the twin-turbo V8 which powered Toyota’s Group C cars in the late 1980s.
In accordance with the FIA rules of the day, the GT-One had also to be developed as a legal road car. In fact the differences between the race and road versions were small: in road-going mode, the rear wing was set lower and the suspension ride height was raised. A smaller fuel tank was fitted and the addition of catalytic converters ensured the vehicle complied with emissions regulations. Toyota says the engineers at Toyota Motorsport GmbH created just two ‘production’ TS020 GT-Ones – one is on display in its museum, the other in Japan.
Porsche wants race. Takes 993-based 911 and grafts it to the rear-end of a 962. Adds twin-turbo 3.2-liter water-cooled flat-six engine capable of developing 600 hp. Done.
Porsche management wanted to compete in factory-based GT racing programs. It developed a brand new car. Basically it was 993-based 911 and essentially grafted it to the rear-end of a 962. dropped a twin-turbocharged 3.2-liter water-cooled flat-six engine capable of developing 600 hp. A futuristic 911-inspired carbon fiber shell finished the exterior packaging.
In order for Porsche to enter the highly competitive GT1 category back in 1996, a total of 23 road going-machines had to be built. To be specific there were two 1996 cars, 20 1997 cars and only one variant was built in 1998. The Strassenversion (road going) uses a 3.2-litre twin-turbo flat-six engine which puts out 536bhp and 443lb ft of torque. Now these might not seem like big numbers compared to modern supercars like the Porsche 918, but considering the GT1 only weighed 1120kg, the GT1 could get to 62mph in around 3.4 seconds. Unfortunately the GT1 was routinely beaten on track by Mercedes’ ferocious CLK-GTR. As a result, Porsche – along with a number of other manufacturers – pulled out of the GT1 class for 1999, effectively killing the championship class.
Might be based on a Porsche 911, but the Ruf CTR2 is far from a typical German sports car. Almost 520 hp from a Le Mans-derived twin-turbo engine. Straight line monster.
Power: 520 bhp @ 5800 rpm / Torque: 505.2 ft lbs @ 4800 rpm / Engine: 3.6 liter air-cooled twin-turbo flat-6 / Produced: 1995-1997 / Base Price: US$315,000 / Units sold: 16 standard CTR2, 12 CTR2 “Sport” / Top Speed: 220 mph (354 km/h) / Acceleration (0-60 mph): 3.5 seconds
Based on the 993-chassis 911 Turbo the CTR2 featured either the standard rear-wheel drive or an optional all-wheel-drive. It had a totally upgraded and custom suspension system, uprated brakes and integrated roll-cage as well as a very custom and cool wing. The body was made out of kevlar to save weight. The heart of the CTR2 was the race derived air-cooled Porsche 3.6 litre. It had twin-turbos and was based on the engine used in the Porsche 962 Le Mans Group C car. The team at RUF tuned it to produce 520 hp 505 ft lbs of torque.
In addition to the “regular” CTR2 was the CTR2 Sport. Built up from a Porsche 911 Turbo body-in-white, RUF manufactured the CTR-2 Sport for ultimate outright performance. The specially built engine was tuned to produce almost 600 hp depending on boost. Options included a roll-cage, a clutchless RUF EKS transmission, adjustable torque bias, adjustable boost control. This is the ultimate in straight line insanity, able to accelerate to sixty in 3.5 seconds (in 1995) and onto a top speed north of 220 mph. Crazy.
The CLK GTR was born out of Mercedes-Benz desire to duke it out against Ferrari and Porsche in the FIA GT Championship. Essentially taking elements of a CLK racer and some road car trimmings and mashing them together, they produced the prototype in time for the 1997 season.
Although the 1999 GT1 class was cancelled, Mercedes-Benz had already promised 25 road-going homologation versions to customers and was obliged to produce these. Customer cars featured a 6.9-litre V12 which produced 604bhp, bestowing the GTR with ballistic performance – 0-60mph took 3.8 seconds, on the way to a top speed of 214mph.
This came at a steep price; despite comforts being kept to a minimum in an effort to save both weight and cost, the production CLK GTR was listed at the time as the most expensive production car ever built in the Guinness Book of World Records, costing $1,547,620.
In 1999, Mercedes-Benz were due to race a CLR – a track-focused version of the CLK GTR – at Le Mans, until in qualifying on the back straight of the Circuit du Sarthe Mark Webber’s car took off, flipping several times as it tumbled into the bushes. In the race itself, a second similar incident took place while Peter Dumbreck was at the wheel, leading Mercedes to withdraw from the event and move away from sports car racing.
Jaguar’s first production supercar, the XJ220 was a bold step. Crappy sounding engine and huge turbo lag. Held top speed record till McLaren F1 came along.
Power: 542.0 bhp @ 7000 rpm / Torque: 475.0 ft lbs @ 4500 rpm / Engine: TWR 6R4 V6 (twin turbo) / Produced: 1992 – 1994 / Top Speed: 217 mph (349.2 kph) / Acceleration (0-60 mph): 3.9 sec / Base Price: US$700,000 / Units sold: 281 cars made
The XJ220 started life as a mid-engine, four-wheel-drive concept car developed by Jaguar employees in their spare time. That initial concept was planned around a V12 powerplant. By the time the first customer cars were delivered in 1992, a twin-turbo 3.5-litre V6 sat mid ship, delivering 542bhp. The basic shape and aims of the car remained the same however.
With a top speed of 212mph, the XJ220 was the fastest production car from its launch through to 1993, when it was topped by another British-built speed machine. This peaked initial interest in the car, but between the 1990s financial recession and the car’s retail price of £470,000, few took up the offer of ownership and only 281 cars were produced throughout its run.
It was handy on the track too; it went straight to the top of the Nurburgring time sheets in 1991, recording a lap of 7:46:36; Hardly surprising, considering it was built with help from Tom Walkinshaw racing.
Lighter, faster and better handling than all other Diablos. Race car modifications finally made the outrageous Diablo a serious road racing supercar.
Power: 575.0 bhp @ 7300 rpm / Torque: 465.0 ft lbs @ 5500 rpm / Engine: 6.0 liter 60 Degree V12 / Produced: 1999-2000 (Diablo GT) / Top Speed: 215 mph / Acceleration (0-60 mph): 3.6 seconds / Base Price: US$309,000 / Units sold: 83 cars made
Lamborghini were never ones for making their own job any easier. This is the manufacturer that built the Miura then gave itself the task of following it; they managed that – in terms of impact if not necessarily driving experience – with the incredible Countach. Entering the nineties, they had to do it again.
Enter Diablo, the name literally translating as Devil (check). At launch it was fitted with a 5.7-litre V12 producing 485bhp, enough to launch its sleek and flash, yet still muscular body from 0-60 in 4.5 seconds and on to a top speed of 196bhp.
The Diablo, despite its nefarious name, was somewhat tamer than the car that came before it. It featured carbon fibre in the cockpit, but this was surrounded with luxurious leather trim.
That’s not to say it wasn’t without its evil side, most potent in later iterations the 510bhp SV and the rear-wheel-drive SE30 Jota – featuring that 5.7-litre V12 bumped up to 595bhp and various racing-focused changes that revealed the Diablo’s darker side. Only 15 Jotas were delivered from the factory, though 28 kits were produced, making this one of the rarest Lambos of the era.
Our pick of the litter is the Diablo GT. Lamborghini introduced the Diablo GT in 1998 based on the formula of the SE30 and the SE30 Jota. It combined the modifications of the GT2 race car with the outrageousness of the Diablo to offer serious road racing performance. So much so, it remains as the fastest road-going Diablo ever made by the factory. At the time of delivery in September 1999, the Diablo GT was also one of the fastest supercars as well, reaching a top speed of 215 mph (346 kph). It was easily the best Diablo made.
For the detailed oriented, about is a picture of the GTR. It took the GT and made it even crazier. Interior was stripped bare, it got a full roll cage and things like the stereo, soundproofing, and air conditioning were all removed. Add some Plexiglass windows, a fire suppression system, and single seat with a six-point harness. Hardcore.
Ferrari’s most undeservedly underrated supercar. Superb.
Power: 513.1 bhp @ 8500 rpm / Torque: 347 lb/ft @ 6500 rpm / Engine: 4.7 L DOHC 65 degree Tipo F130B V12 / Produced: 1995 – 1997 / Top Speed: 202 mph / Acceleration (0-60 mph): 3.7 seconds / Base Price: $480,000 / Units sold: 349
So far in this countdown, we’ve had a lot of homologation-special racing cars repurposed for the road to meet the entry requirements for their respective championships. The F50 was different in that it featured components of an actual racing car, toned down only slightly for the road.
The Ferrari F50 began life with a tough act to follow. Its predecessor, the F40, had blown the motoring world away through the eighties and well into the nineties. Ferrari had to pull something very special out of their hats to follow Enzo’s final sign off for the company.
Their starting point was one of their old racing engines; the 3.5-litre V12 from the company’s 1990 F1 car. This was bored out to 4.7-litres before being mounted mid-ship in a carbon fibre monocoque chassis.
The resulting machine produced 513bhp, sent to the rear wheels in a car that weighed just 1320kg. The result? 0-60 in 3.8 seconds, a claimed top speed of 202mph and a deafening driving experience that shook owners to their cores. For those seeking an even more visceral experience, the roof could be removed.
Sadly the F50 could never live up to its legendary predecessor. In tests, its top speed came up far short of the F40’s 201mph, and the more bloated F50 was never as pure an experience as the car that went before it. Still, we feel it deserves a place on the list of the greatest supercars of the nineties.
Dauer showed up to Le Mans with road and race versions and promptly won. FIA changed the rules to make sure the 962 wouldn’t be back in 1995. Now that is badass.
One of the weirder footnotes in Le Mans history is the Dauer 962, which won the race in 1994 thanks to some creative rulebook interpretation.
From 1983 forward, the Porsche 956 and its 962 IMSA spec version dominated for a decade. Porsche manufactured nearly 150 956/962s and sold many of the cars to private teams. Dauer took a handful of these Porsche 962s and modified them for street use. It is one of the most extraordinary cars to be sold for the streets, but that’s what allowed Porsche to enter the 962 in the GT category at Le Mans in 1994.
Of the companies that have produced a 962 road car, the most successful has been Dauer. After displaying their first 962 at the 1993 Frankfurt Show, Dauer partnered with Porsche to manufacture a contender for the 1994 24 Hours of LeMans. At the 24 hour race, Dauer showed up with both a road version and race version of the Porsches 962, a design which had already won Le Mans six times. After winning the race, the FIA declared it would be creating rules to make sure the 962 wouldn’t be back in 1995. However, with a Le Mans win under their belt, and with support from Porsche, Dauer continued to build their road-going 962.
Power: 444 bhp @ 6000 rpm / Torque: 431.5 lb/ft @ 4500 rpm / Engine: 3.6 L twin-turbo Flat-6 / Produced: 1995–1996 / Base Price: NA / Units sold: 57 cars produced / Top Speed: 187 mph / Acceleration (0-60 mph): 3.7 seconds
I dread to think what the nineties supercar scene would have been like had it not been for homologation requirements. The track-focused, road-going 911 GT2 was introduced in 1993, initially to meet the requirements for GT2 regulations.
The formula of ultra-light, high-power and track credentials seemed to strike a chord with Porsche’s customer base, as the German marque kept the twin-turbo track rocket on its order sheets all the way through to 2012.
424bhp came courtesy of the rear-mounted 3.6-litre power plant, fed air through neatly-positioned intakes at either end of the GT2’s colossal rear wing. Other contemporary road-going 911s of the day also had four-wheel-drive, though this was scrapped in the GT2 in favour of racier rear-wheel-drive.
This made the 993-generation GT2 quite the handful on track or on the road, and a certain level of driving prowess is required to keep one pointing in the right direction over a “spirited” series of bends. You know is good when it gets a top 20 finish in our best Porsche’s ever list.
With a quad turbo, 3.5-litre V-12 the Bugatti EB110 GT seemingly defined the term “supercar”. It was one of the most technologically advanced cars of the 1990s.
Power: 650.0 hp @ 8000 rpm / Torque: 477 lb/ft @ 4200 rpm / Engine: 60 Degree quad-turbo V12 / Produced: 1992 – 1995 / Top Speed: 217 mph / Acceleration (0-60 mph): 3.35 seconds / Base Price: US$380,000 / Units sold: 31 cars made
Initially revealed on the company’s founder, Ettore Bugatti’s 110th birthday in 1991, the EB110 came to be the last Italian-produced Bugatti before VAG took over the troubled automaker.
These days the Bugatti name stands purely for all-out speed and refinement, and though the EB110 was never a record breaker at the top end of the speed stakes, topping out at 216mph in the era of the McLaren F1, it was capable of reaching 62mph in just 3.2 seconds in 1992 Supersport trim – one of the fastest cars of its era over that dash.
That rapid acceleration was mostly thanks to the Bugatti’s 3.5-litre, quad-turbo V12, which transferred 604bhp to the road through all four wheels.
There’s something really appealing about all of the little design details on the EB110 which could be easily overlooked; from the cluster of circular air intakes just behind the doors, to the elegantly simple interior, all the way down to the gearshift layout positioned on the transmission tunnel, keeping the gear knob uncluttered.
The car that shook the supercar world. A supercar that could be driven every day, didn’t break down and anybody could drive. Thank this car for today’s supercars being usable.
1991 saw the launch of a supercar that caused a shock across the whole automotive scene. With the NSX project, Honda set out to build a true supercar that had none of the ergonomic issues or reliability problems that plagued exotica at the time.
Sold under the Acura brand in the States, and the Honda brand across the rest of the world, the NSX featured a 3.0-litre V6 with Honda’s trademark VTEC technology supplying the power, mounted mid-ship with extra consideration to the positioning of the seats and fuel tank for optimal weight distribution.
Honda’s pedantic construction of the car paid off; famous fans of the NSX included none other than Ayrton Senna himself, and the handling was enough to take the fight to the supercar elite of the day and cement the NSX’s place in supercar history – even becoming the reference point for a certain McLaren still to come on our nineties list.
Our pick of the range is the 1997 NSX-T. Acura increased the DOHC 24-valve VTEC V-6’s displacement from 3.0 liters to 3.2 and replaced the five-speed manual with a six-speed box for 1997. That meant 290 horsepower and 224 pound-feet of torque from the normally aspirated, 8000-rpm-redline engine. The immediacy of the NSX’s reflexes is matched with elegance and phenomenal precision and the engine’s flyweight reciprocating assembly loves to rev.
The best ever. Period. The end. Obsessive focus leads to the creation of the greatest supercar of all time.
Our Pick:McLaren F1 LM / Power: 671 bhp @ 7800 rpm (F1 LM) / Torque: 520 lb/ft @ 4500 rpm (F1 LM) / Engine: 6.1 L (6,064 cc) BMW S70/2 V12 / Produced: 1993–1998 / Top Speed: 240.1 mph (386.4 km/h) / Acceleration (0-60 mph): 3.2 seconds / Base Price: ~US$650,000 / Units sold: 106 cars
If cars like the Ferrari F40 and Porsche 959 began the chase for something beyond the supercar, then McLaren birthed it with the F1. Gordon Murray’s masterpiece was for a long time the fastest production car ever made. Its top speed of 240 mph puts much of even today’s supercar crowd to shame, and ergonomic features like the driver-centered, three-seat cockpit have rarely been seen since.
The technical challenge of getting a road car to such incredible speeds was one unlike any other manufacturer had undertaken. McLaren, after initially seeking out Honda power given the two company’s success together in Formula One racing, eventually settled on a 6.1-litre BMW V12. This was mounted in the middle of the car, and put 618bhp through the rear wheels.
The F1 was also the first production car to use a carbon fibre monocoque chassis, and gold famously lined the engine bay to aid with heat dispersal. This effort paid off, granting the F1 a staggering 0-60 time of 3.2 seconds and that all-important 240 mph top speed.
After delivering 100 customer cars McLaren stopped production after seven prototypes, 64 road cars, 5 special F1 LMs (built to commemorate victory at Le Mans in 1995), three F1 GTs (road going versions of the long tail 1997 F1 GTR race car) and 28 F1 GTR road cars. Of these, the Sultan of Brunei owns the most, and has two very special black F1 LMs with striking Pininfarina graphics as well as an exact replica of the F1 GTR that won LeMans.
I have personally had the good fortune of owning about a dozen different cars over the last decade, with most of them being acquired on the used market. With great interest, I am often scouring sites such as AutoTrader; mostly to get an idea of what’s out there – like watching the stock market – or in some cases, with the intent of making an immediate purchase.
If you’re patient and have a solid idea of what you want, I feel that there is always a great deal to be had. There can be a lot to sift through at times on the web, but the gems are there for the taking. You likely won’t get the exact car you had in mind – specs, options, colors et al – but the monetary savings from not ordering that exact car brand new from the factory, should more than makeup for that.
That is not to say that there aren’t some very desirable brand new cars at an affordable price out there, because there are. The used market is just more inclined to have some more unique offerings and a better bang for buck overall.
Here are a few of the fastest* cars you can buy for under $50,000 USD.
*Note: Fastest by my definition, is the broader consideration of overall performance metrics, rather than just 0-60 times or raw power.
Porsche 911 Turbo (996 Generation)
If you’re looking for a top of the line Porsche 911, look no further than the 996 Turbo. If you can get past the looks (read: headlights), it’s a really solid car. With 420-horsepower, 415 lb-ft of torque and all-wheel-drive, you are getting the pinnacle of road car performance from the early 2000s era, for a fifth of the cost of a new one.
Honda Civic Type R (New)
I had mentioned earlier that new cars would not be excluded from this list, and also my definition of ‘fastest’. On paper, the CTR produces 306-horsepower and 295 lb-ft or torque; specs that aren’t exactly going to raise eyebrows by today’s standards – but do note that the CTR is the fastest front-wheel drive car around the Nurburgring with a time of 7:43.80. It is by all accounts that matter, a legitimately fast car.
Dodge Viper (SR II)
The second generation Dodge Viper is an iconic car, and some argue the commercial pinnacle of the Viper’s storied past. Boasting its massive 8.0L V10 engine which produced 450-horsepower and 490 lb-ft of torque, the Viper is an American icon and quite the collectible these days.
On the track, the Viper is a doozy to drive – with its lack of assists and abundance of power, the Viper’s potential will only be tapped into by the most experienced drivers.
Tesla Model S (Early Models)
The Tesla Model S first arrived in 2012 to much acclaim. While electric vehicles as a mainstream mode of transportation have yet to gain some real traction (that’s for another article), the Model S has enabled Tesla to become the most marketable, revered and de facto ruler of the electric vehicle world. By nature, electric motors are quiet; and besides their most obvious trait of not requiring gasoline, they are also very quick.
An early model Tesla S in P85 RWD trim (which would be topping the $50k budget) produces 416-horsepower and 443 lb-ft of right-here-right-now torque. These figures allow the 4,700-pound luxury sedan to do 0-60 mph in 4.4 seconds – impressive, to say the least.
Chevrolet Corvette Z06/ZR1 (C6)
The Corvette Z06 offers supercar performance at an incredible price, even when brand new. Equipped with a 7.0L V8 producing over 505-horsepower and 470 lb-ft of torque, the Z06 is sometimes underrated for its overall chassis and handling capabilities which are not sub-par to many cars well above its price range. The ZR1 offers a power boost over the Z06, with a supercharged engine generating 638-horsepower and 604 lb-ft of torque – what a beast!
Nissan GT-R (CBA Models)
The Nissan GT-R became the darling of the ‘everyday supercar’ world when it was released in 2009. It had the performance stature which could embarrass cars twice – even triple – its price brand new and didn’t need to be a garage queen with its overall versatility. It seems that the gap has been closed by competitors over the years, who have upped their game in terms of their bang-for-buck delivery.
However, the GT-R still remains a car of outstanding value, with its supercar performance, everyday usability and relatively low cost of ownership. Some early models can be had for less than $50,000.
BMW M3/M4 (F80)
The BMW M3 is another iconic car. The production of the current-gen F80 M3 started in 2014, where it was manufactured only in saloon form, following BMW’s plans to split the BMW 4 series coupe/convertible from the 3 series. All this really means is that the M3 is the sedan, and the M4 is the 2-door iteration of the M3. So yes, M3=M4, spiritually speaking.
The engine in the M3/M4 produces 425-horsepower and 406 lb-ft of torque, delivered via its 7-speed dual clutch transmission, and can achieve 0-60 mph in 4 seconds. Earlier models on the used market tend to go for close to $50,000 and could be one of the best all-around cars you can get for that price.
November 14, 2018 / Comments Off on The Fastest Cars You Can Buy for Under $50,000
These days the V12 engine seems to be a primarily British or German cuisine, with each likely considering themselves both curators and preservers of this dying recipe. Car manufacturers (exotics included) are shifting away from higher displacement engines, and towards more compact force induced engines – all in the name of performance efficiency and satisfying stricter emissions regulations.
Aston Martin remains one of the biggest advocates for the V12, although many of its cars fitted with them also now have a V8 option that is usually not any less potent. British counterpart Rolls Royce has the honor of being the only automaker to have a v12-only-lineup of cars; a badge worn with pride, and perhaps some prejudice too – but why not? Rolls Royce was never one to conform to the masses, anyway.
BMW, Ferrari, Lamborghini, and Mercedes make relatively brief cameos in this display – however, it should be noted that the V12s in the Rolls Royce lineup are in fact made by BMW.
2018 Model-Year Cars Powered by V12 Engines
Aston Martin Vanquish S
There isn’t quite anything like a naturally aspirated V12, and that’s what you get in the Vanquish S. The popular 5.9L 580-horsepower grand tourer produces peak power at a symphonic 7,000 rpm.
Aston Martin DB11 V12
The DB11 is Aston Martin’s take on the twin-turbocharged V12. The 5.2L engine produces up to 630-horsepower and can launch from 0-60 mph in 3.6 seconds. For 2018 there is a V8 option, but it is obvious which choice a certain 007 make. James Bond, anyone?
Aston Martin Rapide S
Aston Martin’s V12 saloon is often referred to as the “world’s most beautiful four-door sports car”. The 5.9L V12 produces 552-horsepower and 465 lb-ft of torque and is mated to an eight-speed Touchtronic III transmission.
BMW m760i xDrive
BMW’s infamous 7 series is epitomized by the m760i xDrive. Flaunting a 6.6L twin-turbocharged 601-horsepower V12, this AWD sedan is the ultimate statement of performance luxury.
Ferrari GTC4Lusso
The Ferrari GTC4Lusso is the automaker’s vision of ‘practicality’. With its shooting brake design, the GTC4Lusso is 4-seater grand tourer with all-wheel-drive and has four-wheel steering to boot. The front-mounted 6.3L naturally aspirated engine produces 680-horsepower and 514 lb-ft of torque and is capable of 0-60 mph in just 3.3 seconds.
Ferrari 812 Superfast
In my personal opinion, the Ferrari 812 Superfast is the ultimate grand tourer, and this is thanks in huge part to its unrivaled V12 engine. The 6.5L naturally aspirated unit makes an astronomical 789-horsepower at 8,500 rpm (with redline at 8,900 rpm) and 530 lb-ft of torque at 7,000 rpm.
The car is not just brute force though, as it is remarkably agile and even sensible enough to be a comfortable daily driver. The 3,900 lb car still manages to sprint from 0-60 mph in 2.8 seconds, keeping up with some of today’s most audacious hypercars.
Lamborghini Aventador S
Lamborghini’s V12 comes in the form of its all-wheel-drive Aventador S, with a 6.5L engine producing 730-horsepower at 8,400 rpm. Being one of the lightest V12 machines currently on the market, the Aventador S is sharp, agile and a true driver’s car which truly shines at the race track.
Mercedes AMG S65 / Maybach S 650
The Mercedes AMG S65 can be had in coupe, cabriolet, and sedan forms – each is equipped with a handcrafted twin-turbocharged 6.0L V12 engine, which produces 621-horsepower and 738 lb-ft of torque. The opulent Mercedes-Maybach S650 ultra-luxury sedan utilizes the same power plant seen in the AMG S65.
Pagani Huayra
The latest iteration of the Pagani Huayra utilizes a tweaked version of Mercedes-Benz’ AMG V12 6.0L engine and is mated to a seven-speed transmission. The 720-horsepower (764-horsepower in the new roadster version) supercar is capable of 0-60 mph in under 3 seconds and looks the part, with its one-of-a-kind silhouette and active aero body parts.
Rolls Royce Ghost / Dawn
The Rolls Royce Ghost sedan is basically the little brother of the Phantom – the poster child of the British automaker. The rear-wheel-drive Ghost is equipped with a 6.6L twin-turbocharged V12 engine which produces 563-horsepower and 575 lb-ft of torque. The Dawn is essentially the cabriolet version of the Ghost and shares the same engine.
Rolls Royce Phantom
The ‘poster-boy’ Rolls Royce Phantom is the British automaker’s most iconic car. It is simply unmatched in opulence and luxury and is unrivaled as the ultimate statement car to be chauffeured around in.
The current Phantom utilizes a tweaked version of the same twin-turbocharged V12 used in the Wraith, Ghost, and Dawn, displacing 6.75L vs. 6.6L in the other models. This means that while it shares the same peak 563-horsepower as its smaller siblings, torque output is increased to 664 lb-ft in the Phantom.
Rolls Royce Wraith
The Wraith would be Rolls Royce’s take on the sporty grand touring coupe. The most agile and nimble of cars in their lineup, the Wraith is also equipped with the most powerful engine and a shorter wheelbase.
The same 6.6L V12 as seen in the Ghost / Dawn is used in the Wraith, though it has been modified to produce even more power with 624-horsepower and 590 lb-ft of torque. Mated to an 8-speed automatic transmission, the Wraith is capable of 0-60 mph in 4.5 seconds.
November 9, 2018 / Comments Off on All 2018 Model-Year Cars Powered by V12 Engines
Screw the purists, Here are 60+ Absurdly Cool Restomod, Outlaw & Custom Porsches
I generally like modern cars versus older cars. The speed of innovation and technology development is so fast that it is hard for me to get excited about a 30 year old supercar that can be beaten by a Toyota Camry in any performance test. I would rather dream about the the new McLaren Speedtail. However, about six months ago I bought my first Porsche and all of a sudden things started to change. I found myself talking to guys at local Porsche shows who had build or bought restomodded 911s and 356s and couldn’t help but lust for one myself.
The classic and custom Porsche market is really interesting when you dive into it. There are lots of little niches that I am slowly starting to learn about. You have rich collectors who will pay insane amounts to get their hands on period-perfect Concours levels cars that are stock to the bone. You also have other rich Porsche fans who want to spend equally absurd amounts of money on recreation restomod 911s from shops like Singer and Emory Motorsports, cars that are jaw-droppingly beautiful and have attention to detail that is truly unbelievable. Then there are everyday folk trying to build their own perfect Porsche through backdating, forward dating and even “Outlaw” creations, each car distinctly personal to its owner.
There are many reasons and its not just about style differences. The reality is that matching numbers and absolute originality are coveted by collectors, which puts them out of reach to anybody outside the one percent richest in society (check the prices of the most expensive Porsches as evidence). Singer and other companies at the top end of the market have tapped into the old Coachbuilder model, serving the richest by building them the perfect modern creation with a strong dose of nostalgia too. ‘Outlaw’ cars go against the grain in a crusade for individualism. Owners of these Porsche’s are proud, they love to drive and most don’t care about the value of their classic 911. Magnus Walker is their poster child, the Urban Outlaw himself has one of the coolest collections on the planet, all hand-crafted and designed to please one man, Walker himself. He drives them, he hammers them and he shares it all with the wider Porsche community.
This post celebrates them all. We celebrate the Porsche restomod shops and their fanatic founders. We applaud every RSR clone and hot-rod 911 and we support people like the R Gruppe, a counter-culture band of hot-rodders in Southern California that builds hot rod Porsches, purists be damned. We stare and smile at RAUH-Welt Begriff (RWB) Porsches, nodding in awe at Akira Nakai’s designs that harken back to many of Porsche’s early race cars with huge power, preposterously wide rear fenders, and massive wings.
While these cars may polarize Porsche purists, we say the community is stronger and richer because of this diversity. So here it is, our list and gallery of the best restomod, outlaw and just crazy cool custom Porches.
Singer Vehicle Design DLS
Company: Singer Vehicle Design Located: Los Angeles, CA (United States) Website:Singer Vehicle Design
Singers most recent creation is an absolute masterpiece. Called the Singer Vehicle Design DLS (DLS stands for “Dynamics and Lightweighting Study”), it is a 1990 Porsche 964 whose owner requested Singer and Williams restore and modify his car. The long hood of the Porsche 911 classic replaces the shorter hood of the Porsche 964. Price point is a cool $1.8 million.
The engine is a 4.0-liter naturally aspirated flat six worked on by Williams and is good for 500 horsepower at 9,000 RPM. The motor boasts lightweight throttle bodies with supposedly F1-inspired upper and lower injectors, a unique oil lubrication system and it has dual overhead cams and four valves per cylinder. The suspension was also optimized by Williams. The interior is absolutely stunning, the body is perfect, the nuts and bolts and little things are just outstanding.
Singer Rowayton Commission
Company: Singer Vehicle Design Located: Los Angeles, CA (United States) Website:Singer Vehicle Design
It would be really easy to include every Singer Porsche ever made in our list, but we have decided to limit the company to three entries. The Rowayton Commission Singer Porsche is one of our favorites. That dark paint, the perfect stance and the interior are just perfect.
Singer New York Commission
Company: Singer Vehicle Design Located: Los Angeles, CA (United States) Website:Singer Vehicle Design
The other Singer entry is the New York Commission. I don’t know if it is the Singer just sitting on the streets of New York that does it for me, but it stands out on the Singer website.
Roger Kaege is our kind of guy. Roger (like the rest of us) saw a Singer Porsche in a magazine back in 2009 and was fell in love with the way it looked. He (like the rest of us) immediately checked out the price and said “oh shit that’s expensive” (I’m paraphrasing). As a vehicle and chassis engineer by training Roger decided (unlike the rest of us) to just build his own restomod Porsche. His Kaege Retro took the body of a 1972 911 combined with the platform and mechanicals of a rear wheel drive 993 and added 2,000 man hours building it into his perfect car.
Kaege started with an F-Series 911 body and goes to work widening the body significantly. Kaege replaced many of the stock body panels like the front bumper, hood and rear end of the car in carbon fiber. Thanks to those carbon parts and the Kaege Retro tips the scales at 2,634 lbs (400 lb lighter than a stock 993). While the look is vintage 911, big three-piece Fuchs wheels, modern Osram LED projector headlights and a carbon-fiber front splitter add some aggressive modern touches to the exterior and really help with the Retro’s great stance.
Dubbed the “911 RS 3.5 Evolution,” the heavily modified Porsche gets a custom body made from a combination of carbon fiber and glass fiber reinforced plastic (GFRP). To keep the weight low, the doors’ windows are made from hardened plexiglass while the 80-liter fuel tank is built from carbon fiber. The end result is a 911 tipping the scales at just 2,072 pounds (940 kilograms, dry) — also possible by installing a lightweight motorsport-spec battery. Output stands at 365 horsepower (268 kilowatts) after fitting the 3.5-liter engine with a dual ignition system, a mechanical fuel injection with individual throttle valves, and 911 RSR-sourced camshafts. The engineers also tweaked the Porsche transmission by shortening the gear ratios to boost acceleration.
Canepa 959
Company: Canepa Located: Scotts Valley, CA (United States) Website:Canepa 959
Called the 959SC, Canepa’s latest restomod project thoroughly restores the original 959 and in the process adds boatloads more power. Porsche 959 owners in the U.S. can have Canepa perform all these upgrades for an undisclosed sum (ie if you need to ask how much…). The highlight is a 763 hp engine upgrade. The boost in power is thanks to new Borg-Warner turbos (now parallel and not sequential), a new engine management system, bespoke exhaust system, titanium heat shields, new fuel system, more powerful ignition system and a custom clutch pack. The added power results in a 0-60 mph time of just 2.4 seconds and a top speed exceeding 230 mph. That is modern hypercar performance.
Porsche announced earlier this year that the marque’s 70th anniversary would in part, be celebrated with the release of a special ‘restomod’ car. Dubbed ‘Project Gold’, this endeavor was delegated to Porsche Classic, the company’s department in charge of restorations. The finer details of this project were kept under wraps, until it was finally unveiled during the 2018 Monterey Car Week taking place in Pebble Beach, California.
Called the RUF SCR 2018 it is a stunner. More power, less weight, more driving safety and 4 liter naturally aspirated engine that have 510 hp, all wrapped in a classic Porsche 911 shape. Yes please. Their goal with the SCR 2018 is to create a “unique state-of-the-art sports car for experienced connoisseurs and sports riders who do not want to miss the furioso of a naturally aspirated symphony”. The carbon fiber monocoque is further reinforced by the integrated steel cage (IRC), pushrod suspension on all four wheels corresponds to the chassis of the Formula 1, and in the middle of the works more as a 500 hp six-cylinder engine with full four liters of displacement. Ready to drive, the new SCR weighs less than 1300 kilograms; The timeless and elegant body is made of a fantastically lightweight, solid composite material: carbon fiber.
Ekkehard Zimmermann’s DP Motorsport has been building slantnose 911s before every Porsche fan thought it was cool. Inspired by the 935s (DP built the bodywork for the 1979 Le Mans-winning K3), the DP935 series was a close to the original racer as possible.
The RUF CTR debuted in 1987. Capable of incredible speed, the 469-bhp twin-turbo CTR reached 342 km/h (213 mph) during testing on the Nardo Ring, a shocking speed for its time that is still impressive to this day. Entering its fourth generation, the latest high-performance RUF supercar pays homage to the 1987 CTR Yellow Bird in both form and function. A weight-to-power ratio of only 3.46 lbs per horsepower, a first-ever rear-wheel drive bespoke carbon fiber monocoque chassis and an incredibly powerful engine are only some of the ingredients that make the latest CTR such a compelling work of automotive art.
Magnus Walker’s 1972 Porsche 911 STR II
Magnus Walker knows how to build a Porsche to get people like me excited. His STR II build has “Brumos-inspired color scheme, replica Campagnolo wheels and classic wide body stance”. There are the many external modifications, evoking ST and R models of the period. The car has about 280 hp from what began life as a 3.2-liter SC engine with a 915 transmission built by Team VDS. Suspension is thoroughly modernized to cope with the power. Walker’s stated intention was to “build a comfortably streetable race car”.
As a base car this time a Porsche 965 Turbo in black with 3.3 liters of displacement from the year 1992 “serve”. To the history of the vehicle is to say that until 1997 his existence as an untouched production car in Germany lasted. In the same year – commissioned by the second owner – at DP Motorsport the conversion to the 935 DPIII race car replica with street legalization in polar silver took place. One of a kind.
Gunther Werks 400R
Company: Gunther Werks Located: Southern California (United States) Website:Gunther Werks
The Gunther Werks 400R is a modern version of Porsche’s last air-cooled 911 and is the first car from the new Gunther Works outfit based out of southern California. Limited to only 25 units and with a price point of $525,000 this is a seriously expensive and rare restomod. Every 400R will be entirely one of a kind. Customers select the vehicle interior materials, accent colors, and finishes. Gunther Werks then create an interior that bridges the gap between modern and classic design. Customers start with a 1995-1998 Porsche 993-era 911 and Gunther Werks goes nuts from there. Nearly all of the steel bodywork is thrown out; only the doors remain, and the rest is all carbon fiber panels, made in house. Gunther Werks also has a custom 4.0-liter engine. Developed by Rothsport from Oregon it is a tasty high end machine producing 400+ horsepower at 7800 rpm redline. Prices start north of $500,000.
Company: Emory Motorsports Located: McMinnville, OR, N Hollywood, CA (United States) Website:Emory Motorsports
This the the Porsche 356 restomodder you want. Rod Emory and Emory Motorsports are steadfast in their devotion to the Porsche 356 and invented the Porsche “Outlaw,” rearranging 964-series Porsche 911 internals to fit under the Porsche 356 body. Rod Emory builds the most iconic, yet personalized Porsche 356s on the planet and to deliver a customer experience unlike any other in the Porsche marketplace. He has a built quite a few cars, but our favorite is easily the Emory Special.
It is a one-off creation, each tastefully bespoke to an owner’s wishes and with Rod Emory’s signature eye for aesthetic enhancement. An Emory Special is a car whose specific design will never be expressed the same way again; it is unique. A Special benefits from all of our standard restoration excellence, but with body modifications that will set this car apart from its Outlaw brethren. The changes are proportional, subtle and unless you are fluent in the design language of Porsche, you’d be hard pressed to identify exactly what has been done. Every Special is outfitted with an Emory-Rothsport Outlaw-4 engine as standard equipment.
Paul Stephens AutoArt
Company: Paul Stephens Located: Essex (United Kingdom) Website:Paul Stephens
Paul Stephens LeMans Classic Clubsport
Paul Stephens is considered THE Porsche guy in the UK. Recently, Paul Stephens shared his latest creation, the new special edition Le Mans Classic Clubsport. This $350,000 special-edition gives you a 300 horsepower 3.4 flat-six (courtesy of an advanced injection system, a reprogrammed ECU, GT3 RS-specification camshafts, a lightened and balanced crankshaft and lightweight conrods) connected to a G50 manual gearbox with lightweight flywheel and a limited-slip differential. 0 – 60 mph is over in 4.4 seconds and the Classic has a top speed 170mph. You also get a de-seamed roof panel, an aluminum bonnet, composite bumpers and engine cover, a ducktail and aerodynamically optimized mirrors. All this totals to a weight figure of 2138 lbs as long as you choose the Lightweight spec (instead of Touring).
Paul Stephens Touring R series II
Company: Paul Stephens Located: Essex (United Kingdom) Website:Paul Stephens
The Touring R series II is a fusion of styling and technology where old meets new, a high performance sports car with unique exterior design, that is available with the option of 2wd or 4wd and manual or tiptronic transmission, whilst perfectly weighted power steering and powerful brakes with ABS are standard. These are combined with a choice of powerful 3.6 or 3.8 litre engines to ensure that however you specify your Touring R, each journey will be an occasion to remember.
The Touring R has three power options, ranging from a strong 3.6 275BHP in the 275R through to a thoroughly invigorating 350BHP from the 3.8 350R, whilst where fitted the RS specification brakes provide truly inspired stopping power. The exterior has been designed with a restrained but toned aggression, the twin exit exhausts and subtle flaring for the arches to cover the 8.5” and 10.5” Fuchs style wheels, just giving a hint to the observant of its true capabilities. Carefully developed suspension combined with reduced weight ensures the Touring R performs like a toned athlete on your favorite road.
Company: Emory Motorsports Located: McMinnville, OR, N Hollywood, CA (United States) Website:Emory Motorsports
The first and original category is the Emory Outlaw. Its body and chassis are all steel, just the way it left the factory in Germany. We perform a concours-quality restoration to the metal while stiffening the chassis in preparation for its modified 911 suspension and proprietary Emory-Rothsport 4-cylinder engine. Its styling cues are rally- or race-inspired, but the body shape remains stock in appearance. Within this category we can “Outlaw” the Coupe, Speedster or Roadster models. Every Outlaw is outfitted with an Emory-Rothsport Outlaw-4 engine as standard equipment.
Come in hardtop and roofless application, but we love the above topless one best. The Porsche 356 Emory Outlaw you see here started life as a 1954 Pre-A model, it was pulled apart and the conversion to the sacrilegious ranks of Porsche Outlaw royalty began. The full story of the car’s new specification is below the images – for those of you who’d like a little light reading.
Company: Paul Stephens Located: Essex (United Kingdom) Website:Paul Stephens
A unique one-off car created to show what is possible if you push the boundaries of your imagination. With its aluminum body, simple wrap around cockpit with minimal machined aluminum controls, the PS Spyder was light, sure footed and quick. A perfect example of our sports purpose ethos – less really is more.
No idea on the specs of this custom 964, but we found it on instagram and fell for it immediately. Check it out jaf_964.
Frank Cassidy’s RSR-inspired 911 ‘Outlaw’
Frank Cassidy’s RSR-inspired 1974 911 ‘Outlaw’ is the perfect representation of this. Visually the Porsche looks identical to the RSR which inspired it – a car limited to just 49 models and created as a more hardcore version of the potent RS. This is thanks in part to the genuine bodywork and wheels which were painstakingly sourced to create a period-correct look. But delve under the lightweight skin and you’ll soon find upgrades far beyond its inspiration! Peek under the huge boot-mounted spoiler and you’ll find a forged 3.5-liter engine, aircooled and naturally aspirated just like its inspiration. However unlike the RSR, Frank’s Outlaw 911 develops 350bhp to the super-wide BBS E50 wheels, a cool 50bhp more than the real deal. In the handling department, Frank’s 911 benefits from coilover suspension front and rear utilizing BILSTEIN technology based around a B16 coilover suspension kit to ensure maximum performance in all driving situations.
Paul Stephens Road legal RS Replica
Company: Paul Stephens Located: Essex (United Kingdom) Website:Paul Stephens
This road legal RS Replica is based on a genuine RHD 911 2.4E and was converted to RS LWT specification in 1990 for racing in the BF Goodrich production Porsche championship. Results sheets in the history file confirm it was a front running car in the 90s in the hands of Stephen Radcliffe. From there it headed to Northern Ireland competing in hillclimbs and sprints with Bertie Carruthers. It then moved onto Robin Titterington where again results sheets show it to have been front running in HRCA Historics in Northern Ireland before returning to the UK 2005 where it has been used for fast road use and track days. In May 2014 the car was submitted for FIA papers which it was granted, so is now eligible for a number of historic motorsport events.
Porsche 911 Resto-mod by RS Teknik (1984)
As a company Paul Stephens recognized a few years ago that there was another market for a cheaper product to allow enthusiasts to get on the restomod ladder. So, they created a series of fiberglass body panels under a new brand RS-Teknik, specifically for the 911SC and 3.2 Carrera models. These could be purchased separately, or as a complete kit allowing individuals to personalize their own 911. This particular car is a mechanically sound 1984 3.2 Carrera with 78,000 miles from new, that has been fitted with a widebody conversion inspired by the 70s 911RSR. Originally painted by Carrera bodyworks in Bury St Edmunds and finished in sport classic grey which is an original limited edition Porsche color, it is fitted with black centerd 17” split rim Fuchs inspired alloys, RUF CTR style door mirrors and soft tint side windows to give a subtle but aggressive look.
Rauh-Welt Begriff 911 Carrera 4
If the name Rauh-Welt Begriff (RWB) doesn’t ring any bells, you probably know the cars well. Known for wide fenders and a massive spoiler, these cars are hard to miss. While some think they ruin a classic Porsche, other see them as pure art. We found one on Bring a Trailer a while ago and fell for its sheer aggression.
The cool body kits is crafted by Akira Nakai in his body shop located in Chiba Prefecture near Tokyo. Not surprisingly, this handcrafted gear comes with a rather steep price tag (basic kit starts at $24,000 but it quickly climbs to almost $40,000 for the whole hog). This car started its life as a 1989 Porsche 911 Carrera 4. Widened fender flares were fitted at all four corners along with front/rear bumpers, side rockers, a Kamiwaza double-decker spoiler, fender wings, Rotana-style extended canards, and RWB lettering. This 964 is said to have been featured at SEMA in 2015/2016 and is now being offered with a clean California title in the seller’s name.
1971 Porsche 911T Custom Coupe
We found this beautiful blue 911 on barrett-jackson.com. This custom 1971 911T has a Certificate of Authenticity from Porsche. Approximately 77,092 miles (mileage not indicated on title) on the matching-numbers factory 2.2-liter engine matched to a 5-speed 901 manual transmission and Dansk headers connected to megaphone pipes. The engine runs strong and clean on the car, which has had a fresh, high-end respray of the stunning factory color of Pastel Blue (per the COA), contrasted by black vinyl decals and black powder-coated Fuchs wheels with new Hankook white-letter tires – stanced perfectly under steel, butt-welded, Turbo fenders. Very clean interior.
1990 Porsche 911 RWB “Pandora One”
Porsche RWB #1 in Mignonette Green. Wide body hand crafted and installed by the famous Nakai-san of Rauh-Welt Begriff. This particular 911, known as Pandora One, was the first RWB Porsche built in the United States. Unlike many RWB’s, this car has the performance to back up it’s looks. A 3.6L flat six engine with a custom FFTEC turbo kit provides over 450hp. This RWB has been backdated to the styling of an early long hood 911.
“The Highest Star” 1989 Silver Anniversary Carrera
The car is based on a 1989 Silver Anniversary Carrera. Porsche intended this to celebrate 25 years of 911 production, and it was a limited edition which featured cosmetic changes over a normal Carrera. From there, the car was stripped down to its bones and prepared to be transformed into Ichiban Boshi, The Highest Star, as named by Akira Nakai of RAUH-Welt Begriff. The engine is a 1991 964 3.3-liter long block from Martine Altolaguirre, who’s considered one of the best Porsche 935 engine builders. Learn more about this car at SpeedHunters.
Paul Stephens 356 “Poco Bastardo”
Company: Paul Stephens Located: Essex (United Kingdom) Website:Paul Stephens
Even though the name is shared between this 356 and the American actor’s 550 Spyder, “‘Poco Bastardo’ is a nickname used to describe the 356 for its giant slaying capabilities against more powerful machinery” in the Carrera Panamericana. That said, what makes the Outlaw Coupe so special. Other than the badass exterior and no-nonsense interior revamp, the “Poco Bastardo” boasts xenon headlights, black bison quilted leather, a bolt-in half roll cage, fully rebuilt suspension with adjustable Koni shocks, electric power steering, disc brakes all around, a manual with a long 4th for highway cruising, as well as a 110 bhp boxer with Shasta pistons and Solex carbs.
RWB “Jittakorn 57”
Company: Terror Garage Located: Indonesia Website: Terror Garage
We talked about the RWB movement earlier and we just love how it has combined Japanese and Euro tuning elements, creating the distinct RWB style for Porsche chassis. Starting off as a small countryside body-shop in Chiba-Ken, RAUH-Welt 911’s are now a common sight on both the streets and racing circuits of Japan. All RAUH-Welt Bodykits are made in Japan and then shipped to a local shop. This build here is by the team in Indonesia who have some other cars on this list.
From the outside, Stephano has kept things rather modest so why is he on the list. Well, we love the subtlety and the rim, color, stance combo. An OEM Euro Turbo front bumper and an RS whale tail look really cool. The rims are awesome. They are Fifteen52 Outlaw 003s built for the car and measure 18×9 and 18×11 front and rear. The factory 3.6-liter lump has been fitted with an RS-inspired carbon intake system, Fabspeed headers, exhaust, and a Promotive ECU tune, giving the aircooled 6 some extra grunt. For the suspension, Stephano has H&R RSS Club Sport coilovers provide the basis for the changes, and Elephant Racing bump steer-correcting tie rods begin the list of additions. Rennline rear toe arms, front drop links, rear drop links, Rothsport steering rack bushings, and a 2-way front strut bar all help stiffen things up and have allowed Stephano to fine-tune his suspension. Learn more about this car at Stanceworks.com.
RWB “Unknown”
Another RAUH-Welt 911 special but we couldn’t find any information on this one. We loved how aggressive this car looks. If Batman had a Porsche, this would be it.
Company: Terror Garage Located: Indonesia Website: Terror Garage
The Terror Garage folks build the RWB Indonesia cars (they are the exclusive local arm for RAUH-Welt Begriff’s Porsche modification operation). This car makes our list for obvious reasons, it is totally unique and there is nothing else like it. The final product seems to exist more in the realm of the concept cars that grace motor show stages. Learn more about this car at SpeedHunters.
Random Hulk Porsche
Ok so we are not very creative when it comes to naming custom Porsches. Frankly we know nothing about this car other than we love it and we found it on Tumblr. To check it out you can find on Tumblr here.
1992 Porsche 911 C2 Manual Coupe (964) RWB
This is Akira Nakai of Rauh-Welt Bergiff’s first RWB Porsche on East coast. It was built in Atlanta, Georgia for Tate Askew at MotorCarStudio. Several specialist shops were involved with the build and this car is very well known on the show circuit. The owner started with a clean, black 1992 C2 Coupe that was stripped down to a rolling shell before going to a fabricator for a carbon fiber sunroof delete panel, then finished in Olive Green (a 1978 Porsche color). Rotiform produced the custom-designed wheels and the car wears KW V3 coilovers with hydraulic lifting option. The stock 3.6 liter engine was completely rebuilt to 3.8 liter RSR specs by Martine at Auto Europe. Custom exhaust was fabricated by Turbocraf. The interior was finished in Scottish Tartan — the driver’s seat is a vintage Recaro.
Company: DV Mechanics Located: Montebello, CA (United States) Website:DV Mechanics
Dorian Valenzuela worked in aerospace and then at Singer before going out on his own in 2015. The core and passion of DV Mechanics is restoration and custom building of Alfa Romeo and Porsche motorcars. In many ways, Magnus Walker’s Porsche 964 project is a departure from what we’ve come to expect from him, but underneath its veil, you’ll still find his touch in the details that play a monumental role in the presence of his latest work. Magnus wanted to refrain from straying too far from the original car’s DNA. Rather than backdate it or attempt to form it into a wild widebody, Magnus chose to expand upon the sporty demeanor of the 964 and accentuate the cars original lines with the narrow body and big bumpers.
Germany’s DP Motorsport is undertaking a multi-part project that aims to create the ultimate version of the 1989 911 Speedster. The car still awaits the major mechanical upgrades, but the aesthetic upgrades show that this could be an incredibly impressive creation when the job is complete. The car belongs to an owner in Berlin, Germany. He bought it in California with the conversion from a 1989 911 Targa 3.2 to a Speedster body already complete. However, this person thought that the vehicle looked “too modern,” so the vehicle went to DP Motorsport for further modification for a more retro appearance. The firm installed a body kit that took close inspiration from the F-model 911 of the early 1970s but with much wider rear fenders. The tweaks also included a lower front bumper and revised side sills for hiding the oil lines. For an understated but very attractive appearance, painted the body Nardo Gray, fitted black badges, and added black and orange graphics. The cabin has remained largely stock other than a new, Alcantara-covered steering wheel and stylish, metal shift knob.
The English engineering firm is building 11 eighties-era Porsche 930s with genuine TAG-branded Porsche engines that the McLaren Formula One team used to win 25 races. Yes, real V6 TAG F1 Turbo engines. Imagine being able to tell your friends at the pub that your classic Porsche is powered by an engine that has won an F1 race. Baller. Despite the insanity under the hood, the F1-powered Porsche 930 restomod is rather subdued in terms of looks (the first one was showcased at the Rennsport Reunion recently). Wearing just a set of RUF wheels it is understated. The interior is basic with a set of bucket seats and a bunche of new gauges including a 9,000 RPM taco (did we mention it is powered by a real F1 engine).
PS Works Clubsport Series II
Company: Paul Stephens Located: Essex (United Kingdom) Website:Paul Stephens
In 2007 Paul Stephens introduced a lightweight coupé called the Clubsport. Created from the ethos of ‘less is more’, the Clubsport was a very light formidable car capable of showing a clean pair of heels to more modern machinery on a twisty road or circuit. The Clubsport takes you back to an era where electronic aids to help you drive faster had not been considered necessary. Instead it has the traditional values of a true performance car featuring lightweight, communicative steering and chassis together with a healthy power to weight ratio in all variants to create a formidable road car. Whilst performance is important, driver comfort is paramount and the Clubsport has been designed with long fast continental road trips in mind.
Bisimoto has become a company known for applying carefully designed parts to often-overlooked drivetrains to illicit unheard of power. The retro-styled 911 gets its punch from a much more recent powerplant. Behind the rear wheels sits a watercooled M96 from the Porsche 996, posing the largest hurdle in the build with its size and additional cooling system requirements. Add twin Bisimoto/Turbonetics BTX5857 ball bearing turbochargers and a ton of other upgrades and this monster is an 800 horsepower beast. Learn more about this car at Stanceworks.com.
John’s 1968 Porsche 912 is beautiful. John Benton, dedicated to the 4-cylinder 912s that is often overlooked in the shadow of the iconic, flat-six 911. In many ways, the 912 is a true evolution to its predecessor, the Porsche 356. With its skinny tires and 4-cylinder engine, it retained the same nimble driving characteristics that Porsche owners came to expect. As it sits today, the ’68 912 is powered by one of Benton Performance’s 1.7L twin-spark engines, outfitted with ported heads, an aggressive cam profile, forged pistons on custom rods, and a knife edged crank. To keep everything in order, an ECU mates with a crank-triggered ignition and fuel injection while a re-geared box transmits the power to match John Benton’s driving style. Adjustable spring plates and Konis ensure that the car maintains its composure in the corners while a strut bar and swaybars front and rear allow it to stay planted. Widened steelies often go unnoticed by the untrained eye but allow the wider rubber necessary to keep John on track while he’s giving it his all.
The name says it all. This orange and light ivory 911 featured a combination of 911R and ST-inspired touches, including the ubiquitous flared rear arches. Aesthetically, the Minilite wheels looked perfect while the 2.7-litre MFI flat six meant there was menace to match the visuals.
The STR II was probably Walker’s most well thought out build. Once again inspired by the R and ST, the str ii’s color scheme became instantly iconic, while those gorgeous Campagnolo replica alloys once again made an appearance.
Makellos Classics 1973 Porsche RS-Inspired Hot Rod 911T
This build started as a low-mileage, numbers matching 1973 911T and was fitted with steel RS flares (butt welded), steel RS Touring rear bumper, steel 911S front bumper and a fiberglass ducktail. The Brumos-style race livery really pops against the crispness of the Grand Prix White paint. The original 2.4L motor was rebuilt to 2.7L specifications including 90mm pistons, performance cams, ported/polished intake manifolds and Weber 40IDA carburetors with custom jetting. The factory 915 transmission was bolstered with a Quaife limited-slip differential, lightweight flywheel and factory short-shifter. The interior has been refreshed in a lightweight but not barebones fashion.
Bought in 1999, this 911T – dressed up in a racing inspired livery – has become Walker’s trademark Porsche, appearing on t-shirts and stickers around the world. It may not be the prettiest, but we admire Magnus’ workmanlike attitude to #277, a continual work in progress.
Markus’ story is about an old rusty 2.2-liter F-series that he wanted to turn into his perfect Porsche. The full story on Petrolicious is worth reading, but the basics re taking an old rusted out F-Series and turning into a beautiful hod-rodded 911. The engine was completely rebuilt in the workshop of Matthias Hoeing in Hamburg, and was also expanded from 2.2 liters to 2.4 liters during that time. Equipped with carburetors and “Kremermodifikation” on the crankcase, it should all be work to produce almost 200HP. The color is stone grey (paint code 7510), which is originally a 356 color, but was available as “special paint” for the 911 in 1966/67. The idea was to give the car a very unique look and some original details in the interior and exterior: the customized instruments with the modified rev-meter and clock dials for instance, and then the round fuel-cap in the fender and the rear side window with its new louvers for example.
Magnus Walker’s Porsche 78SCHR
Magnus’ goal for this car back in 2014 was for it to be a relatively quick and easy build. It is one us regular fans can relate to and be inspired by. Magnus is “just another car guy” like us, he just has bigger means so it is nice for him to do a quick, cheap build. Receiving only subtle visual changes, the 911SC retains much of the character and charm that makes its older, long hooded siblings so appealing. With its debut 15 years after the original 911 entered the market, the SC was equipped with some of the modern advancements of the 70s.
Belgian owner Kristof Mombaerts has built on cool 964. We picked it for our list because its a nicely balanced, low stance car. It isn’t swimming in a sea of mods, but we love the color (its called Amethyst). Kristof put his modding efforts into the suspension and wheel departments and thats the other thing we love, the unique Rotiform BS Wheels.
Jason’s new 1991 Carrera C2 is a classic slammed custom. Jason went through the effort of replacing the front headlights, fogs, and amber corner lamps with OEM Bosch originals. The rear tail lights were refinished, painted, and cleared, paired with new gaskets, and installed to clean up the tail end of the car. The pitted and weathered windshield was replaced with OEM glass. After the restoration came modification, and first on the list was a set of AH Exclusive H&R coilovers. This allowed him to plant the the body of the car just over the pavement while retaining the the drive-ability and handling you expect out of a 911. After dropping the car, Jason added 5-spoke twist design wheels which are synonymous with Porsche.
The tuning market for Porsche is big outside the U.S too and for evidence just take a look at this Blue Baltic colored 964 from Belgium. At 4 corners, Cargraphic Racing 18 ‘ wheels in black with chrome offset and the slammed stance make this 964 really cool and unique. Under the back cover, the Flat 6 aircooled engine is basically untouched (other than aesthetic treatment).
Bisi Ezeriohia—founder and chief engineer at Porsche tuning firm Bisimoto—didn’t construct the car he calls Project 911 BR to satisfy Porsche purists. Bisi built this car as a node to Steve McQueen and said, “It’s something McQueen might’ve driven today”. It includes touches like the late actor’s racing number—48—that’s been emblazoned about, most notably on the center caps of the semi-period-correct, Fuchs-inspired wheels by way of celebrated maker fifteen52. For everything that dates Bisimoto’s most current exploit, there’s a sophisticated piece of electronics that delivers it into the 21st century. As with so many air-cooled builds these days, the 3.0L engine has been tossed not in favor of anything era-specific but instead for a 964’s 3.6L. Unlike most of those straightforward swaps, this engine uses a 996 GT3 intake manifold feeding individual Jenvey throttle bodies that have been situated atop the cylinder heads. To make the tuning of the custom assemblage possible, an AEM Electronics computer is in command of the entire operation. All of this is good for north of 300 hp. Learn more about this car at superstreetonline.com.
911 RSR IROC Street Racer
Company: Patrick Motorsports Located: Phoenix, AZ (United States) Website: Patrick Motorsports
This original 1979 930 chassis has been expertly converted to a lightweight 1974 911 RSR IROC inspired street racer! This chassis is fitted with a 1997, 993 Carrera 3.6L DME engine then converted to a high torque 3.8L displacement! Featuring hydraulic billet sport cams and married to a specially prepared, 1986 915 Euro transaxle gearbox with LSD and euro oil cooler system.
1991 964 RSR Twin Turbo
Company: Patrick Motorsports Located: Phoenix, AZ (United States) Website: Patrick Motorsports
This 964 RSR was built to win with a 3.8L twin turbo engine, 993 6spd, Wavetrac differential and more!
What started life as an original 1979 930 3.0SC has changed a lot under the somewhat new Porsche shop called Theon Design. This particular 911 combines the classic bodywork of the original car with a bespoke interior and drive-train combination. Well, for starters, apart from the hand stitched leather interior, bespoke body modifications, custom 17-inch Fuchs wheels, custom coil-overs and other mods, the vehicle features a Porsche motorsport RS engine. The powerplant, originally destined to race in the 993 SuperCup Series, was supplied by Porsche Motorsport and it was built to RS specifications. That includes equal length stainless steel manifolds (among other stuff), and a power output of 300 HP.
The return of the impact bumpers. This mild custom 911 is a personal project that marked the beginning of a lifelong passion for architect Hugh Feggans. It’s a 1977, 3.0L Porsche 911. These are the earlier 3.0s 911s, prior to ‘76 the capacity was 2.7L. He kept the impact bumpers as it resembles the original little red 911 he fell in love with as a kid. The interior has been completely redone and the engine is the original 3.0L but has been completely rebuilt to a high performance but still reasonably driver friendly specification.
Magnus Walker’s ’76 Porsche 930 Euro
Magnus’ turned to the 3.0-litre Porsche 911 Turbo era for this car. This Euro-spec 930, finished in Minerva Blue was the perfect example of simplicity. Lowered and on a set of gold Group 4 Campagnolo replica wheels, it looked perfect.
This ice-cool custom ride began as a classic 911 from the early 1980’s with a clean record. Our goal for this project was to perfect its iconic looks and fine-tune its features for modern-day drivers. The exterior is a clash of opposing forces, classic and modern, light and dark. The original body with its fender flares and iconic lines was fitted with a modern drivetrain and classic Fuchs-style wheels. Blacked-out LED headlamps and exterior accents balance out the icy-cool, high-gloss finish of this classic 911, giving it a custom look influenced by the world of vintage racing. The 3.0-liter flat-six is one of Porsche’s finest air-cooled engine, and this one gets an extra dose of power and efficiency with PMO electronic fuel injection that’s been sport-tuned by our experts. But power is not the reason to buy a 911. You buy it for that race car feel and unparalleled connection to the road. Here, that feeling is amplified by the 915 gearbox’s spirited shifting, its sport-tuned coil-over suspension, sticky tires that grip every curve, and the big 930 brakes with plenty of stopping power.
Lightspeed Classic is not meant to be taken off the ground for occasional summer rides; they are built to be driven – day in, day out. A case of classical beauty meets modern technology and performance that does not look out of place next to a 997 GT3. The Lightspeed Classic 911 is a meld of ‘90s and 21st Century tech wrapped in a ‘70s look. The formula is simple – reduce weight, increase power and give cars that classic stance. Like a lot of other Porsche restoration shops, the Lightspeed Classic crew likes the 964 as a startpoint. In their words it is the “first production 911 to use coil springs that can easily be swapped out for fully adjustable coilovers and other competition-based components and the 964’s G-Series derived bodyshell can be easily modified to evoke the look of the earlier long bonnet cars that my clients want.”
Lightspeed Classic is not meant to be taken off the ground for occasional summer rides; they are built to be driven – day in, day out. A case of classical beauty meets modern technology and performance that does not look out of place next to a 997 GT3. The Lightspeed Classic 911 is a meld of ‘90s and 21st Century tech wrapped in a ‘70s look. The formula is simple – reduce weight, increase power and give cars that classic stance. Like a lot of other Porsche restoration shops, the Lightspeed Classic crew likes the 964 as a startpoint. In their words it is the “first production 911 to use coil springs that can easily be swapped out for fully adjustable coilovers and other competition-based components and the 964’s G-Series derived bodyshell can be easily modified to evoke the look of the earlier long bonnet cars that my clients want.”
The ROCS 3.8L Panamericana Palo Alto Art Car. A tribute to Fletcher Aviation and the Mexican Pan-Am race.
Restomod 944
We could not find any information on this slammed 944 but sometimes a picture is worth a thousand words. Just look at that set of rims and that stance. That sinister glistening black paint completes the picture.
Porsche purists will likely hate this restomod 944 the most out of all cars on this page. It is a 720hp 944 that is going to make their blood boil. Roger Fyhrlund’s ’85 Porsche 944 has bolder front-end and bigger wheels, however Roger’s 944 isn’t your typical 944 porker. And that’s because he’s one of the Nordic nutters from Sweden and under the bonnet is a 727hp five-cylinder Audi quattro engine.
This Porsche has been radically transformed by West Coast Customs into a car that gracefully merges modern-day performance with the classic body style of a 356. A 2008 Porsche Cayman was used as the platform for the build, requiring a 9-inch section removal from the chassis to accommodate the shorter-wheelbase 356 Coupe body. The Cayman drivetrain and suspension was retained utilizing its 2.7L 240HP flat-6 engine and automatic transmission. This Porsche 356 Cayman is the result of a labor-intensive 3,000-hour build, and the final presentation reflects that level of quality and attention to detail. This radical Porsche has a high-impact presence that few cars can match.
October 29, 2018 / Comments Off on Get Inspired: 60+ of the Best Restomod, Outlaw & Custom Porsche Creations On the Planet
The Pinnacle of Porsche Tinkerers, Here is Our List of The Best Restomod & Porsche Restoration Shops
Our interest in writing a post specifically about Porsche restorations began when we got feedback from readers about our greatest Porsches ever and best Porsche 911s lists. Readers told us we should include the Singer Porsche car on our lists since modifying Porsches is part of the culture and that those custom Porsches are much a reflection of the brand as are the over one million production Porsche 911s that the company itself has made. We agree. Rather than include them in those top lists however we decided to dedicate a few posts to Porsche tuners, restomodders and restorers.
Porsches have always been popular cars for tuners and race teams looking to take a solid, top performing sports car and make it faster and more unique. One of the great things about models like the 356 and the 911 is just how easy the platforms are to modify and tune (especially the air-cooled generation where many parts are interchangeable).
More recently the restoration, restomodding and outlaw Porsche scene has absolutely exploded. Want your Porsche with a bit of classic flair but with totally new technology, then companies like Singer and a host of other restomodders can help. Want a Concourse level restoration of your early 911 or 356, then there are shops who have been doing it for decades that are busier than ever. It seems like everyone and their mother is creating, restoring and restomodding Porsche 911s or claims to be an approved Porsche restoration shop.
Whatever your style or desires, the decision to restore a car (or buy a restored car) is a serious commitment of time and capital. It is very important for you to determine what you would like to do with the car in the future and how you intend to use it. That, along with the available budget will determine the level of restoration you will choose and the type. We did some research and found an awesome selection of companies who restore and tune Porsches, each with a different approach, focus and price point. We are confident somebody on our list of the best Porsche restorations shops and restomodders is the right fit for your desires. Check them out, but first a primer about Porsche restoration.
Porsche restoration essentially refers to taking a great classic Porsche and bringing it back to life with all (or most) of the original factory parts. The process involves repair of the visible parts (e.g., body trim, interior, etc.), as well as the parts not easily seen (e.g., electrical, suspension, brakes, etc.). The result is a beautifully preserved automobile in factory-new condition with authentic parts – just like it came off the showroom floor decades ago. Except things are not that simple, because the restoration industry has changed and now there are different types and levels of restoration. We will quickly tackle the types of Porsche restoration you can undertake for your prized possession.
Classic & Vintage Porsche Restoration
This is basically what we describe above. Taking a Porsche and bringing it back to life with all (or most) of the original factory parts. The main thing to note here is that just like there are different types of restorations there are also different quality restorations even when you are just trying to bring things back to production level. The type of restoration level you want is largely dictated by your budget and what you plan on doing with your car. The broad levels we will describe here are Full Concourse, Show quality and Driver level.
Full Concourse
These cars are perfect. A full concourse car means returning a car to its original factory condition. If you are building a full concourse car for show judging then your aim is to have the vehicle win top honors in its class at a formal concourse show. Candidly if you are building or buying a concourse level car then you are buying a piece of art and you are not driving it anymore. These are cars that are taken to events in closed trailers and are stored in temperature and atmosphere controlled environments. At this level, a restoration is about strict original authenticity.
The type of work done is also different, often using custom metal repair techniques and old school original tools. Every individual part on the car is refurbished. All assemblies are completely dismantled and rebuilt to ‘as new’ condition. Metal body panels are straightened to where there is no need for any plastic body filler and a minimum of lead filler. Perfect hides are used for the interior in exact colors and styles as original.
A lot of people think that this is the kind of restoration they want until money is mentioned. The level of master artisan and the thousands of hours needed to compete these cars means they are often out of reach for most collectors. We are talking the top 1%. Stories of restorations on very rare cars that have cost multiple million dollars is not uncommon.
Show Quality (Local Concourse)
Show quality restored cars look amazing. In fact, except for close inspection these cars look close to Level 1 Concourse cars. Up close these cars fall short (a little). The finish may show evidence of machine sanding and other defect in the paint or chrome and trim may not be perfect or non-original parts are used. This is a restoration suited for cars that are not collectible or rare and is more than enough for most car collectors.
A show quality car like this could place well in its class at most car shows, but would not do well at the biggest and highest acclaim shows (mainly because it would be competing against Level 1 cars). These cars definitely get driven often and is the perfect balance between wowing observers and still be a usable car.
Driver Level (Street Restorations)
Known as street level restorations this is what we typically see most often. These cars look great but the details are different than level 1 or 2 restorations. Typically, all deteriorated steel is replaced, door and panel gaps would still be nearly perfect and the use of minimal plastic body filler would be appropriate. Components that function would be refinished but not necessarily rebuilt. This kind of job may involve the use reproduction parts and interior seat and panel kits. These cars are mechanically sound and cosmetically attractive and are definitely cars that are used a lot by their owners. Everything works as it is supposed to and the owner can be confident of returning home after an enjoyable day. The car looks good and an appreciative audience will always gather around wherever the car stops.
Custom Porsche
Outlaw and restomod Porsches are different than restorations because they mix old and new. The goal is not to return a Porsche back to production spec. The idea is to create a unique Porsche, something custom and perfect for an individual buyer. As popularity for custom Porsches has skyrocketed recently, there is also a new breed of companies that is building “spec” production level customized Porsches and it seems every week a new company pops up that can offer you an off the shelf restomod Porsche to buy.
Restomod Porsches
The restomod is a relatively recent phenomenon (in terms of popular culture). These cars are all about mixing old with new, creating the best of both worlds. Typically it means taking classic styling with modern comfort, performance and reliability. Instead of using production parts, restomods use new parts designed to fit in stock locations. This way, the builder can add modern performance but also return the car to its stock state by refitting the original parts. What started as a few niche pieces like air conditioning kits and digital gauges has transformed into an aftermarket industry that provides parts to make classics truly usable as daily drivers and long-distance cruisers.
Like A restomod car has the timeless appearance of the original, but the outdated guts of the car have been replaced with the more modern, high-performance parts of today. You achieve the same great look, but your vintage car will be revved up with all the latest bells and whistles to create a much better ride for the owner.
Restomodding Porsches has skyrocketed in popularity in the last ten years. You can thank companies like Singer Vehicle Design who re-defined what an old 911 could be. The range of price points is quite wide in the restomodding space and as it matures as a restoration segment we are seeing companies pick niches they focus on. For over $500,000 you can buy a 964 based Singer Vehicle Designs Porsche or a 993 based Gunther Werks 400R. For a few hundred thousands dollars there are many shops that will sell you an off the shelf restomod or shops that will customize a restomod just for you.
Outlaw Porsches
Outlaw Porsches make people nervous. To collectors and old school aficionados they are a blight on the Porsche restoration scene. It all started in the 50s when Dean Jeffries modified his 356 Carrera’s body and ever since individuals have been modifying, customizing and making their cars faster. Unlike restomodders, outlaws fuse together vintage Porsche with classic looks with more modern components and body lines. They are not afraid to really alter the sheetmetal and change the look of cars. Like restomodding, outlaw Porsche demand has skyrocketed in recent years and everybody says they do it. Companies like Canepa, Emory Motorsports and Willhoit Auto Restoration are really the pioneers in this space and they continue to drive the segment forward.
While the term outlaw Porsche normally refers to the 356 (the whole industry is often known as “356 outlaws”), it is hard to ignore the 911 outlaws because they do exist. Perhaps the most well known outlaw 911 crew is the R Gruppe in California. They have help the phenomenon explode in popularity. The R Gruppe is the counterculture band of hot-rodders formed by the enigmatic Chris Huergas. They are a quasi-underground, semi-famous car club whose provocative devotion to hot-rodding early 911s that has earned it a reputation as the bad boys of the Porsche world.
Best Vintage & Classic Porsche Restoration & Restomod Companies
We have included our favorite Porsche restoration and restomod shops below. They are not in any particular order. Note that we also included some notable shops that aren’t as well known further down in this post, make sure to check them out too.
Singer Porsche
Company: Singer Vehicle Design Located: Los Angeles, CA (United States) Website:Singer Vehicle Design
Singer Vehicle Design is Los Angeles based company that rebuilds and restores Porsche 911s. They are the very top end of the restomodding world. Founded by Rob Dickinson the company is known for its “re-imagined” 911. A totally custom Coupe or Targa Porsche 964 that takes restoration, customization and attention to detail to an entirely absurd level. The company’s gorgeously detailed interiors and painstaking engine work and ability to seemingly transform the 911 into something more, something better than it ever was has driven a lot of the excitement around Porsche restomod phenomenon.
After deciding to work with Singer, customers put down some money and turn over their 964 generation Porsche 911. Singer then goes to work and puts ~4,000 hours into restoring, tuning, and customizing it. That doesn’t come cheap. Singer Vehicle Design “basic” restoration services begin at $400,000 but average $600,000. To call it a restoration undersells it. For starters all the bodywork is replaced with custom carbon fiber body panels and the engine is reworked by engine manufacturers such as Cosworth and Ed Pink Racing Engines. The level of detail is astonishing, this is basically a new car, built from the ground up by artisans who would rather get it right than make money.
Singers most recent creation is an absolute masterpiece. Called the Singer Vehicle Design DLS (DLS stands for “Dynamics and Lightweighting Study”), it is a 1990 Porsche 964 whose owner requested Singer and Williams restore and modify his car with an emphasis on—you guessed it—reducing weight. The long hood of the Porsche 911 classic replaces the shorter hood of the Porsche 964. Relocated fuel filler and oil filler caps are a nod to historic Porsche race cars. The tachometer is colored in Singer Orange. Price point? Try $1.8 million.
The engine is a 4.0-liter naturally aspirated flat six worked on by Williams (yes, the F1 guys) and is good for 500 horsepower at 9,000 RPM. The motor boasts lightweight throttle bodies with supposedly F1-inspired upper and lower injectors, a unique oil lubrication system and it has dual overhead cams and four valves per cylinder. The suspension was also optimized by Williams.
The specs sound great, but the beauty of Singer cars is the detail. Just looking at them is an event. The interior is absolutely stunning, the body is perfect, the nuts and bolts and little things are just perfect. 75 examples of this $1.8 million restoration will be made available to customers. Selling my soul as we speak to get one.
Canepa
Company: Canepa Located: Scotts Valley, CA (United States) Website:Canepa 959
Longtime readers know we are huge Porsche 959 fans. We grew up in the era where the 959 came along and destroyed the competition. The car was initially developed to function solely as a B rally car. When it was introduced in 1986, the Porsche 959 was immediately identified as the world’s fastest street-legal production car. Production ended in 1988 with a total of 292 Porsche 959’s rolling off the assembly line. In total, 337 cars were built, including 37 prototypes and pre-production models.
While the 959 was a technical marvel in 1986, in 2018 it is easily beaten by the latest hot hatches. That’s where Canepa comes in to bring it up to spec and help it compete with today’s hypercars. In the world of Porsche 959s, few names are as recognizable as that of Bruce Canepa nut for those who don’t know, Bruce is a former race car driver and resto-mod master who helped get the 959 onto U.S. streets through the Show and Display law and has been restoring and modifying 959s ever since. Called the 959SC, Canepa’s latest restomod project thoroughly restores the original 959 and in the process adds boatloads more power. Porsche 959 owners in the U.S. can have Canepa perform all these upgrades for an undisclosed sum (ie if you need to ask how much…).
The highlight is a 763 hp engine upgrade. 15 years ago Canepa’s initial Gen I engine upgrade gave you 576 hp. A few years later the Gen II cars developed 640hp. In 2016, the all new Canepa Gen III system put out 763 hp and 635 lb-ft of torque. The 959s 2.8-liter twin-turbo flat six produced 444 horsepower in production trim, so clearly the 763 hp option is a big increase and isn’t far off the 878 hp 918 Spyder. The boost in power is thanks to new Borg-Warner turbos (now parallel and not sequential), a new engine management system, bespoke exhaust system, titanium heat shields, new fuel system, more powerful ignition system and a custom clutch pack. The added power results in a 0-60 mph time of just 2.4 seconds and a top speed exceeding 230 mph. That is modern hypercar performance.
Alongside the powertrain upgrades, the 959 restomod is much better to drive. Upgrades include a set of titanium coilovers mimicking the units that came as standard on the 959 Sport. Porsche built twenty-nine 959 S units with the S model extended the performance characteristics of the 959, including with a much more modern suspension system. The Canepa suspension upgrade begins with the factory S specification, and then incorporates modern suspension technology including a newly patented gas strut design and titanium coil-over spring componentry. Canepa even fits its own set of 18-inch alloys that replicate the look of the original but are made lightweight magnesium, thus reducing unsprung mass and aiding further in the handling department. With these suspension upgrades, Canepa says the “959 matches the handling and ride quality of any modern day supercar”.
Canepa doesn’t just focus on the engine and powertrain. Canepa has also restores the interior, outfitting it with brand new high end brown leather, carpets, floor mats and a hand-stitched steering wheel. A Porsche Classic audio/navigation system is also fitted (remember the 959 came out in an era where cassettes were still the thing to listen to). The bodywork is stripped down to the bare metal and repainted in any color the customer chooses – a nice benefit considering that Porsche only ever offered it in white, silver, or red. Plated components are recoated in zinc, the suspension is powder-coated (see below).
The restoration process entails over 500 hours spend on the bodywork alone (before it even enters the paint booth), and another 300 on the interior. Who knows how long it takes to get that engine upgraded. This is a complete restoration that takes a supercar and turns it into a hypercar.
Porsche announced earlier this year that the marque’s 70th anniversary would in part, be celebrated with the release of a special ‘restomod’ car. Dubbed ‘Project Gold’, this endeavor was delegated to Porsche Classic, the company’s department in charge of restorations. The finer details of this project were kept under wraps, until it was finally unveiled during the 2018 Monterey Car Week taking place in Pebble Beach, California.
Backed by Porsche, this particular 993 Turbo is not your everyday restoration project – it is much, much more than the sleek new paint job and reimagined interior that are evident from a cursory glance. According to Porsche Classic manager, Uwe Makrutzki, Project Gold has been more than 2 years in the making and everyone involved was determined to create something very special with no compromises.
One of the first upgrades this 1998 Porsche 911 Turbo would receive is at the heart of the car – an air-cooled 450-horsepower 3.6L twin-turbocharged engine, from the higher-trim 993 Turbo S. While the replacement engine itself didn’t receive any modifications per se, it was taken apart, bored and rebuilt with newer internals. The engine is mated to a 6-speed manual transmission, delivering power to the car’s all-wheel-drive system. The suspension components also benefited from the project, with more modern shocks being retrofitted with original-style casings.
Inside, the car is a desirable blend of modernization and restoration. For example, the seats are bespoke and the use of carbon fibre and perforated leather is used throughout – however, to maintain the aura of the 993, Porsche Classic commissioned the same sewing machines used during that era to ensure that the stitching produced was the same length and pattern as the original cars. The attention-to-detail is remarkable.
As seen in promotional media, the color scheme is very much inspired by the new ‘Exclusive Series’ 991.2 Turbo S. Rear fender intake inlets were also fabricated onto the body by hand – a special team was entrusted with this task in order to enhance the car’s period-correctness.
Word has it that this 1 of 1, 1998 Porsche 911 Turbo will be auctioned off at a specially themed ‘70th Anniversary of Porsche’ RM Sotheby’s auction. Proceeds from the sale – which are expected to be in abundance – will be donated to the Ferry Porsche Foundation, which funds educational, social and youth development programs around the world.
Most people do not think of the RUF tuner company as Porsche restorers. They are known for building batshit crazy fast Porsches. The reality is the RUF is a soup to nuts Porsche shop that can do it all. They have more than 75 years of expertise in dealing with cars and have been working on Porsches since the 1960s. They define restoration as the faithful restoration of a Porsche to perfection. They have a division that focuses on this type of restoration, taking 356 and 911 models transforming them into perfect condition, both visually and technically.
However, the cooler part of RUF is that they recently jumped into the restomodding bandwagon and developed a car we desperately want. Called the RUF SCR 2018 it is a stunner. More power, less weight, more driving safety and 4 liter naturally aspirated engine that have 510 hp, all wrapped in a classic Porsche 911 shape. Yes please.
Their goal with the SCR 2018 is to create a “unique state-of-the-art sports car for experienced connoisseurs and sports riders who do not want to miss the furioso of a naturally aspirated symphony”. The load-bearing structures, its chassis and body are uncompromisingly designed for its intended use. The carbon fiber monocoque is further reinforced by the integrated steel cage (IRC), pushrod suspension on all four wheels corresponds to the chassis of the Formula 1, and in the middle of the works more as a 500 hp six-cylinder engine with full four liters of displacement. Ready to drive, the new SCR weighs less than 1300 kilograms; The timeless and elegant body is made of a fantastically lightweight, solid composite material: carbon fiber.
The ‘Widowmaker’ gets 1.5-liter turbo V6 TAG-Porsche engine with 750 hp. This is a name that will surprise knowledgeable car guys. Lanzante, the McLaren specialist is working on some cool restored Porsche ideas that peaked our interest. While it isn’t out in the wild yet, we’re so excited about it that it made our list anyway. Lanzante is very focused on outright performance. Remember that Lanzante Motorsport are the same people responsible for the McLaren P1 GT and the P1 LM so when they talk performance they know what they’re dead serious.
The English engineering firm is building 11 eighties-era Porsche 930s with genuine TAG-branded Porsche engines that the McLaren Formula One team used to win 25 races.
Yes, real V6 TAG F1 Turbo engines. Imagine being able to tell your friends at the pub that your classic Porsche is powered by an engine that has won an F1 race. Baller.
From 1984 to 1987, Porsche built a 1.5-liter twin-turbocharged V6, branded as the TAG-Porsche TTE P01, for the McLaren MP4/2 and MP4/3. The engine produced more than 1,000 horsepower in qualifying trim, and 750 hp in race spec. In its first three years on the grid, the engine powered McLaren to two Constructors Championships and three Driver’s Championships.
McLaren sold Lanzante the 11 engines for this run of restomod Porsches. Our friends at Cosworth are restoring the engines for the program and each of the 11 examples gets a plaque in the engine bay listing its engine’s race history.
Despite the insanity under the hood, the F1-powered Porsche 930 restomod is rather subdued in terms of looks (the first one was showcased at the Rennsport Reunion recently). Wearing just a set of RUF wheels it is understated. The interior is basic with a set of bucket seats and a bunche of new gauges including a 9,000 RPM taco (did we mention it is powered by a real F1 engine).
Lanzante hasn’t given us the headline numbers yet in terms of power, performance or whether these cars will even be road legal. Even if they are detuned a lot (which they will be) this is going to be a performance monster. The only thing we really need to think about is the nickname. If the 1984 930 was called the “Widowmaker” and it only had 330 hp, then what the hell are we going to call this?
Roger Kaege is our kind of guy. Roger (like the rest of us) saw a Singer Porsche in a magazine back in 2009 and was fell in love with the way it looked. He (like the rest of us) immediately checked out the price and said “oh shit that’s expensive” (I’m paraphrasing). As a vehicle and chassis engineer by training Roger decided (unlike the rest of us) to just build his own restomod Porsche. Like I said, Roger Kaege is our kind of guy. Roger wanted his own modern vintage so he went to work in his little garage. His Kaege Retro took the body of a 1972 911 combined with the platform and mechanicals of a rear wheel drive 993 and added 2,000 man hours building it into his perfect car.
We love the Retro because you get a modern, air-cooled platform with a stock 3.6-liter flat-six with 296 horsepower and a six-speed manual out of the box. Remove 400 pounds in weight compared to a stock 993 and it’s a tasty mechanical package. 296 horsepower doesn’t sound like a lot, but it provides solid performance in a car that weighs so little. He’s achieved the balance between modern performance and retro optics.
Rather than try to copy Singer, Kaege took his own approach and that made a big difference, especially in terms of costs. First of all, Kaege largely used series production parts versus custom parts and that means both lower cost and better reliability and to keep the cost down with the benefit of proven reliability and serviceability.
Kaege started with an F-Series 911 body and goes to work widening the body significantly. Kaege replaced many of the stock body panels like the front bumper, hood and rear end of the car in carbon fiber. Thanks to those carbon parts and the Kaege Retro tips the scales at 2,634 lbs (400 lb lighter than a stock 993). While the look is vintage 911, big three-piece Fuchs wheels, modern Osram LED projector headlights and a carbon-fiber front splitter add some aggressive modern touches to the exterior and really help with the Retro’s great stance.
On the inside there is a mix of parts from various generations of 911. The 996 steering wheel is ugly (needed for its airbags), but the two-tone, leather interior materials are a great upgrade. Recaro seats and a modern Becker Mexico radio with navigation round out the interior.
From a pet personal project to a now thriving restomod business, Kaege will now build you your own 911. Every Kaege Retro is built to spec so you can optimize it for your own retro 911 desires. If you’re looking for a relatively modern Porsche that you can easily use every day this may be the restored Porsche for you.
gProgramm
Company: Collector Car Showcase Located: Oyster Bay, NY (United States) Website:gProgramm
Collector Car Showcase is a small company most Porsche fans may not have heard of yet, but if you’re a local living in Long Island New York like myself and into Porsche they are an outfit that have hit the car scene hard in the last five years and their GProgramm is impressive enough to make our list.
Based in Oyster Bay, New York the gProgramm focuses on really high quality restorations on G-Body 911s (built from 1973 until 1989). The team does full nut and bolt restorations and covers the “fun custom Porsche restomod project” through to “numbers matching correct restoration” range. Expect to pay between $200,000 and $260,000. While it isn’t Singer-money, it is still an expensive proposition for a Porsche owner. What GProgramm offers though is a great package for those who can afford it. You get look of the 70s and 80s impact bumper cars, more power than a stock 911 and higher end finishes and materials with quality workmanship and attention to detail at half the cost of a Singer.
While it is hard to locate the cars that gProgramm has created, Matt Farah did drive one a few years ago so let’s focus on that one. It is 1979 “G-Body” Porsche 911 that has been thoroughly updated.
The chassis is stripped to bare metal and rebuilt from the ground up. Each chassis undergoes the full reconditioning and repaint, as well as custom strength welding and front strut bracing.
The engine is totally built-to-order, with 3.2- and 3.4-liter options, a choice between carburetors or fuel injection, and a twin-spark option. Matt tested the 350-horsepower 3.4L “Twin Plug” flat-six and said it felt like a good power-to-weight ratio that is enough power to get yourself in all kinds of trouble It’s linear enough and it’s not overwhelming to the chassis. The gearbox is still a 915 version 5-speed. Remember that this is a 2300 pound car so it seems more than powerful and well balanced.
It isn’t just about a bigger engine either as this car handles. Gone is the torsion beam and in comes the full coil-over suspension with Bilstein dampers. Boxster Pistons at all four corners also ensures it stops well too. It gets slightly bigger and we’re 255 rear tire, Bridgestone Potenza Very direct steering, not power assisted. The inside gives you a vintage-inspired interior with improved quality materials, a cool roll bar, and a nice Momo Prototipo steering wheel. It feels like a comfortable place to be.
gProgramm’s mission sums up their position in the crowded restomod world: “Increasing every level of performance without disrupting the very soul of an early 911 Carrera RS was the driving experience we strive to achieve”. Their goal is to find the very special place where a visceral pure driving experience meets the modern day track capable/road designed sports car.
Based in Overath (near Cologne) in Germany, DP Motorsport was founded in 1973 by car nut Ekkehard Zimmermann. In the 1970s and 80s DP Motorsport built and modified Porsche 935s that raced the 24 hours of Le Mans and other championships, mainly for the famous Kremer and Joest teams. In 1983 DP Motorsport began producing street-legal Porsche 911 / 930 based Porsche 935 replicas (the cars had the slantnoses, wider bodies and much more power). With Ekkehard’s experience and success in racing the company was able to make street legal Porsches with serious racing-pedigree.
Over the past decade, DP has already delivered some epic Porsche 964 based restomods but their latest “Speedy Irishman” product has us most excited.
The latest DP Motorsport creation starts with a ’90s-era 964 Carrera 2. The body is widened to give it that aggressive stance we love while making the 964 look more like a first gen 911. The body is made of a carbon/Kevlar reinforced plastic and is painted an Irish-green (color code 213). Other external changes include new forged 17-inch Fuchs alloys that are wider than original as well as chrome trim everywhere.
Inside the DP Motorsport team refitted the interior with brown leather and upholstery. Recaro seats and a black Alcantara Momo steering wheel (matches the dashboard and center tunnel). There is even a cool layered wooden shift knob and a modern Porsche Classic 3.5-inch navigation entertainment system with Bluetooth to modernize the car further.
And as you might expect, the engine has been tickled too. The engine is a 3.8-liter flat six produces 325 horsepower channeled to the Michelin Pilot Sport rubber through a G50 five-speed manual gearbox with RS differential lock. Under the widened track and carbon-Kevlar fenders is an upgraded the suspension with KW Clubsport coilover shocks, Unibal strut bearings as well as the PU sockets on the front axle guides.
Overall the new Speedy Irishman looks like a great achievement by the guys at DP Motorsport. They have other options available too for those who want something different, with a full catalog of “backdated” variants. You can get a simple, narrow F-model replica with 280hp or go the whole hog and get a 2.8 RSR with duck tail and 325hp.
STRAAT is a premier restorer for Porsche 911s based in Miami. They build custom classic 911 restorations that aims for concours level quality. STRAAT does both full nut and bolt restorations as well as custom built 911s. While they don’t have a fixed “model” per se, they do sell restore (they even have the coolest online custom 911 builder tool). Whether you order a classic restoration or a full custom build, every Porsche 911 delivered from STRAAT begins with a full nut-and-bolt restoration. We document every step of the way, from the moment it enters our production facility to the day the new owner takes it home.
The team of mechanics at STRAAT has been restoring and customizing vintage cars for decades so they know their stuff. They are really picky too, staying away from hidden rust, a modified chassis, non-matching engines, serial ownership, and a poor maintenance history.
The restoration process is a tear down affair, completely disassembling the car down to its tub and then going through a thorough refinishing process. The power train, including the engine, transmission and clutch assemblies are overhauled. All sheet metal is powder coated, and all hardware is zinc plated or treated according to correct factory standards. The engine receives a complete cosmetic restoration so that it looks like it did when it was first built. They also fully disassemble, inspect, overhaul, reseal and restore the transmission. New Porsche factory foil decals are installed in the engine compartment, and all wiring and relay boards are removed and reconditioned. There is lots more too.
STRAAT ensures that only the highest quality parts and labor go into their restorations and you can tell from the finished products. One cool touch is that once STRAAT restored 911s are finished, they create an exhaustive photo and video portfolio for each vehicle, which is delivered to the new owner on a USB drive and hardcover coffee-table book. Having already documented the restoration process, one final studio photo session completes the extensive history they collect for each car. Very cool.
Ralf Skatulla who founded and runs Autoaktiv Motorsport just outside of Munich knows Porsche well, having worked at the manufacturer during the mid 80s till late 90s. Ralf’s take on restomod Porsches is unique in that he wants his cars to be serviceable by any Porsche certified repair and maintenance shop. He does that by focusing his efforts on using modern parts throughout his builds. They formed Lightspeed Classic to focus on 911s and we can say we’re big fans.
The Lightspeed Classic 911 is a meld of ‘90s and 21st Century tech wrapped in a ‘70s look. The formula is simple – reduce weight, increase power and give cars that classic stance.
Like a lot of other Porsche restoration shops, the Lightspeed Classic crew likes the 964 as a startpoint. In their words it is the “first production 911 to use coil springs that can easily be swapped out for fully adjustable coilovers and other competition-based components and the 964’s G-Series derived bodyshell can be easily modified to evoke the look of the earlier long bonnet cars that my clients want.”
Lightspeed has achieved a very significant weight saving versus standard. While normal Porsche 911s used aluminum for the bonnet and door skins of their RS models, the Lightspeed Classic instead goes for carbon fiber units, made custom by an carbon fiber parts manufacturer who creates airplane parts for a living. The hood, front, and rear fenders all get carbon fiber replacements. At just over 2,100 lbs (depending on spec they can be a little more than that) this car is light on its feet. The weightsaving is even cooler when you notice that the car has been widened and that it’s nearly as wide as a 930 Turbo.
Couple the lightweight chassis with an engine that starts life as a 3.8 liter 964 RS unit that has been thoroughly fettled and we are starting to love this restomod. The engine gets titanium bits and upgrades throughout. It gets a 993 911 RS injector holder assembly, comprising of six injectors lifted from the 996 and adapted for the 993’s ECU. It also gets a new six-speed manual gearbox taken from a 996 Turbo and mated to a 997 GT3 RS’ clutch. Output is a healthy 340 horsepower at a 7,500 rpm redline.
On the inside there are fine details everywhere. The leather trim, lightweight door cards with chrome trims for the door openers, leather piping for all the carpets and the early style perforated leather on the horizontal dashboard insert all add up to make sitting in this car feel very special indeed. Details matter in this build so seeing the there are custom-made Porsche sports seats instead of standard Recaro race seats (that just don’t look right in a backdated car) is really cool.
You can get the restomod starting at around €100,000 and spend up to €170,000 for the top of the range spec, not including of course the fact that you need to bring your own 964 with you and drop it off.
Paul Stephens AutoArt
Company: Paul Stephens Located: Essex (United Kingdom) Website:Paul Stephens
Paul Stephens is considered THE Porsche guy in the UK. Restoration and restomodding is his forte and he has been doing longer than anybody else. His PS AutoArt range offers everything from restored cars with mild upgrades to custom Speedsters and very rapid lightweights.
The story goes that when Paul saw that 964 911s were so cheap that restoring them didn’t make financial sense, he began hot rodding them. With the help of some folks from Ginetta, he soon started building his own body panels, and by 2005, the first Paul Stephens 911, the PS 300R prototype was ready. It was the ultimate old-school 964-based 911. That was 13 years ago and he has been going strong ever since and helped start the craze we know as 911 restomodding.
His PS Lightweight R was one of our favorite restomods. A 964 with an aluminum hood, mirrors, trunk lid, lightweight bumpers and a thinner rear screen for a weight figure of 2,689 lbs. Powered by either a 250 hp 3.6 liter flat-six or 330 hp 3.8 liter flat-six with a performance exhaust, it uses aluminum wishbones all round. The wheels are Paul Stephens own Fuchs variants, brakes are from an RS while this model also comes with power steering, a performance exhaust and ABS as standard.
Recently, Paul Stephens shared his latest creation, the new special edition Le Mans Classic Clubsport. This $350,000 special-edition gives you a 300 horsepower 3.4 flat-six (courtesy of an advanced injection system, a reprogrammed ECU, GT3 RS-specification camshafts, a lightened and balanced crankshaft and lightweight conrods) connected to a G50 manual gearbox with lightweight flywheel and a limited-slip differential. 0 – 60 mph is over in 4.4 seconds and the Classic has a top speed 170mph. You also get a de-seamed roof panel, an aluminum bonnet, composite bumpers and engine cover, a ducktail and aerodynamically optimized mirrors. All this totals to a weight figure of 2138 lbs as long as you choose the Lightweight spec (instead of Touring).
This is a Porsche restoration and customizer with a lot of experience. PS AutoArt creations are hand-crafted and feature timeless style combined with modern features and performance, built to your individual specification from our proven ‘starting-points’ or to your own one-off vision.
Every AutoArt car combines classic and modern to give you an unrivalled driving and ownership experience. Starting with a fully restored bodyshell, mechanics are fully rebuilt and enhanced throughout, while the hand-finished interiors offer a visual and tactile delight. Practicality is important too. These are cars to use every day if you choose, with fully galvanised bodies, 12,000 mile service intervals and a 3 year / 60,000 mile warranty.
Company: Autoactive Classic Located: McMinnville, OR, N Hollywood, CA (United States) Website:Emory Motorsports
This the the Porsche 356 restomodder you want. Emory Motorsports basically invented the Porsche “Outlaw,” rearranging 964-series Porsche 911 internals to fit under the Porsche 356 body.
Rod Emory has been building vintage Porsche Outlaws forever he started Emory Motorsports in 1996 with a few simple goals: to build the most iconic, yet personalized Porsche 356s on the planet and to deliver a customer experience unlike any other in the Porsche marketplace.
Over the years they have built over 170 Porsche 356 and 911 ‘Outlaws’ as they have come to be known.
They totally tailor build each car for their clients so they are unique in that they are not in the “stock restoration” business. Each restoration is a top to bottom affair from its metal unibody and exterior to its mechanicals and interior, everything gets touched. While they customize each car their broad product categories fit into the 356 Outlaw, Emory Special and Emory RS range.
The first and original category is the Emory Outlaw. Its body and chassis are all steel, just the way it left the factory in Germany. They perform a concours-quality restoration to the metal while stiffening the chassis in preparation for its modified 911 suspension and proprietary Emory-Rothsport 4-cylinder engine. Its styling cues are rally- or race-inspired, but the body shape remains stock in appearance. Within this category they can “Outlaw” the Coupe, Speedster or Roadster models. Every Outlaw is outfitted with an Emory-Rothsport Outlaw-4 engine as standard equipment.
Depending on the level of Outlaw you have selected, the build timeline typically takes 12-18 months from the time they begin the metalwork.
A new name in town is Theon Design. They are UK based Porsche specialists who recreate, restore, source and sell the air cooled Porsche 911s.
Founder and Porsche fanatic, Adam Hawley has been a Car Designer for the last 15 years and it was always his dream to re-design and restore the cars he loves most and in 2014 that dream became a reality when he created a recreation prototype. The response to the car was phenomenal and resulted in setting up a prestigious workshop in Deddington, Oxfordshire that recreates and restores air cooled Porsche 911’s to the highest standards.
On the restoration front they focus primarily on pre-1974 Porsche 911s, and restore them back to exactly how they left the factory many years ago. However, whilst it is imperative to restore every last detail back to its original condition, they do utilise some modern materials to improve comfort like sound deadening and insulation.
On the recreation front they are going down the Singer route. Their pitch is that they offer reimagined Porsche 911s with Singer-ish looks and performance for half the price. If you think about them as coming up with carbon fiber 911s in the UK for less than half of Singer’s base price in the U.S then you are pretty close. The donor cars get stripped down to the pure metal and a total transformation goes from there. And once the body was got sorted, steel parts such as the fenders, the bumpers, the hood, the spoiler and the roof gets replaced by pre-preg carbon fiber panels. Engine choices start with a stock, but fully rebuilt 3.6 with 285 horsepower. If screaming naturally-aspirated flat sixes is your thing then there is also a mildly tuned stroked 3.8 with 350 hp, or a full blown four-liter with an RS crank producing 400 hp. Optional ceramic brakes, fully adjustable Öhlins dampers, a modified wiring loom for all the gadgets, double-stitched leather interior, or stereo delete and manual windows.
Gunther Werks
Company: Gunther Werks Located: Southern California (United States) Website:Gunther Werks
The Gunther Werks 400R is a modern version of Porsche’s last air-cooled 911 and is the first car from the new Gunther Works outfit based out of southern California. Limited to only 25 units and with a price point of $525,000 this is a seriously expensive and rare restomod.
Every 400R will be entirely one of a kind. Customers select the vehicle interior materials, accent colors, and finishes. Gunther Werks then create an interior that bridges the gap between modern and classic design.
Customers start with a 1995-1998 Porsche 993-era 911. The body and chassis of each 400R is meticulously disassembled and restored to a like-new condition. After the interior is removed including all carpeting and wiring the entire vehicle is media blasted down to bare metal. The vehicle is then primed using direct to metal primer before being sent to paint. The finished chassis improves on original as the use of modern coatings reduce weight and ensure improves durability, when compared to the original. Nearly all of the steel bodywork is thrown out; only the doors remain, and the rest is all carbon fiber panels, made in house. The car went on a diet and weighs about 2,660 lbs which sounds like a lot when compared to other restomods on this page, but remember this is a 993 with all the safety, ABS and modern systems that the 964s or early G-series 911s are missing.
A fully bespoke headlight system was developed to take advantage of the latest in LED technology. The entire lighting bucket is constructed from a combination of lightweight forged T-6061 aluminum components and carbon fiber to accommodate the larger Bi-LED projectors and active daytime running lights. The assembly is encased in a beautiful hand-polished aerospace grade glass housing, taking inspiration from the original 993 design elements.
Gunther Werks also has a custom 4.0-liter engine. Developed by Rothsport from Oregon it is a tasty high end machine. Mahle pistons to twin spark Motec Engine management, coil over plug ignition, individual throttle bodies, billet crankshaft, rods & barrels, no part of the engine is left untouched. The target is a 7800 rpm redline, 330 lb feet of torque and 400+ horsepower. The entire engine is balanced, blueprinted, color-matched to the exterior paint, broken in and tested on Rothsport’s engine dyno before installation. There is also a “Sport” mode with a valved exhaust.
By using the donor 993’s existing “motorsport” suspension mounting points, KW Clubsport coilovers, solid bushings and modified drop links, swaybars, and uprights, the 400R turns in nearly as hard as a brand new GT3 RS. Matt Farah may have summed it up best when he said “This is the one percent. I’m not here to say the 400R drives like a brand new RS, but with the revised rear suspension geometry, square track width, finely tuned dampers, and electric power steering (sourced from 993-era Porsche racing cars), it doesn’t feel remotely like a standard 993, either….First off, it’s fast. Like, really fast. We don’t have instrumented tests to go on, but with only 6.17 pounds-per-horsepower to push around, compared to the current GT3 RS’s 7.0 lbs/hp, by far the hold back is manual shift times. In gear, on the floorboard, the 400R goes like hell.” Got $525k to spend and want a modern restomod, then line up. If you miss out I wouldn’t fret because the Gunther Werks guys have more cars up their sleeve.
Other Notable Porsche Restoration Shops
While our above list was about the best restored Porsches, the reality is that it is really a list of the great Porsche restorers who have essentially created retail products that you can buy “off the shelf”. Most Porsche restorations still happen between an individual client and a Porsche specialist who tinkers away at vintage and classic Porsches in local garages around the world.
These shops don’t make Youtube or get plastered on internet or instagram so you would never know who they are. With that in mind we wanted to make sure to include a list of Porsche restoration shops that are worth talking to if you’re looking to have your Porsche restored or modified. This is not meant to be an exhaustive list but if you know of a shop we should include, let us know via our contact us page.
ROCS is a Porsche hotrod build shop, not a repair shop. This means your project won’t take a backseat to a valve adjustment. Twenty three years in the same location focused on designing and crafting special cars. Their experience, knowledge and artistic sense allow them to restore and create unique cars such as the ones that have adorned the pages of publications like Excellence Magazine and sites like Petrolicious and Flatsixes. They can rebuild engines and gearboxes with an eye to getting them back stock or improving performance. They do not provide general repairs or service type work.
I stumbled up Manhattan Motorsports one morning when dropping my son off at an activity in Roslyn. Driving past a factory area I saw dozens of classic and modern Porsches and my jaw dropped. A little digging and I find out that Manhattan Motorsports is run by Bobby Singh, a man who has over 25 years of Porsche and exotic car experience. He is trusted in the industry for honest answers and commitment to the quality of each vehicle he works on.
At MMS, they pride themselves on dedication to the individuality of each car and its restoration. Whether a customer is in the market for a project car or already have a vintage Porsche and are interested in Porsche classic restoration, you can work with them to create your dream car.
Will Hoit Auto Restoration
Company: Will Hoit Auto Restoration Located: Long Beach, CA (United States) Website:Will Hoit Auto Restoration
Will Hoit is the Porsche 356 expert restoring and they don’t come cheap. The average price for a complete ground-up restoration is about $150-200K. There was a time when many 356s were restored as show pieces with little attention to actual function. At Will Hoit they have managed to combine both show winning attention to detail with extreme attention to function and performance. Of course, it’s completely possible to restore a car to fully original condition, with no upgrades to safety and driveability, but the crew at Will Hoit have found that most customers appreciate improvements that don’t compromise the look of originality and can improve the driving experience. A large selection of engine options that improve power and reliability including displacement increases to 1720cc, 1925cc, and 2002cc in original or
tuned appearance. Various transaxle upgrades, sport tuning of suspension for improved handling and exterior and interior customizations are available.
MetalKraft CoachWerkes specializes in coach building and custom metal work for Porsche and European automobiles.
Esporesto
Company: Esporesto Located: North Hollywood, CA (United States) Website:Esporesto
Esposito Porsche Repair started with John Esposito working on his own, tucked away in a corner of a friends shop, slowly crafting, repairing and restoring beautiful cars – one at a time. As word got out that John had left the world of working for others to focus solely on his long beloved Porsche, the waiting list of patrons eager to have his hands on their cars grew.
With their team of certified mechanics and body technicians, servicing and restoring Porsche cars is the primary focus at ESPO Restoration. As a Certified Porsche repair shop, you can trust their highly trained and skilled technicians to take care of your state-of-the-art Porsche.
Vintage Sportscar Restorations is a small, family owned exclusive Porsche coachworks garage. VSR shares our genuine enthusiasm and commitment to the process of restoring a Porsche. Whether your project is the repair of coachwork or complete restoration, their team of artisans wants to exceed factory specifications. The team has a lot of experience.
Formula Motorsports
Company: Art-Restoration Located: Long Island City, NY (United States) Website:Formula Motorsports
Formula Motorsports is a full service Porsche shop in the heart of New York City. In the restoration space they focus on 356 and 911 models. Formula Motorsports restorations have been showcased at Porsche Cars North America (PEC) and Monterey-Pebble Beach Concours d’Elegance. Formula Motorsports also works with a worldwide network of model specialists and historians to ensure the most accurate information is utilized in restoring your vehicle. Formula Motorsports also restores modern Porsche factory built race cars from the ’60s, ’70s, ’80s, and ’90s, as well as Porsche vintage race cars with a successful competition pedigree.
The Restore Porsche team of restoration specialists have been working with classic Porsches since 1986. It’s a labor of love for them. They focus their services to the restoration of only classic Porsche’s which allows them to gain an extensive knowledge-base of these cars, which their team is passionate about. Their experience is shown in the excellent craftsmanship and quality presented in a finished vehicle.
TLG Auto
Company: TLG Auto Located: Hollywood, CA (United States) Website:TLG Auto
TLG Auto is an elite, independent Porsche restoration and repair facility that has been serving the Southern California Porsche community for over 35 years. Founded in 1978 by Tony and Lois Gerace, TLG was born out of the need Porsche owners have for a superior level of service for their cars and a long-term, more personal relationship with their car’s mechanic. They picked up where the dealerships fell short and have continued to deliver. From regular maintenance and repair to complete ground-up restorations, TLG Auto does it all. Whether it’s a brand new 991, a Pre-A 356, or a totally custom Porsche hotrod, TLG has the tools, knowledge, and experience to provide your Porsche with the type of specialized care and personalized attention that it needs to run and drive its best.
Musante Motorsports deals directly with Porsche and their OEM suppliers and have access to all technical specs and part numbers so if you need something specific they have it. They can also custom engineer parts whether you’re replacing worn parts or upgrading complete systems. Obviously they also do restorations for you and have decades of experience tuning and assembly of custom and stock turbo systems for those looking for it. Whether you own a Cayenne that sees 365 days of the year, a summer only driven Boxster, a vintage 356 speedster, a Carrera GT, or a Porsche competition race car, they can help.
CPR Classic
Company: CPR Classic Located: Fallbrook, CA (United States) Website:CPR Classic
CPR is a California based Porsche restoration company. They have been in the Porsche 356 and 911 restoration business for over 40 years and have restored some of the best cars in the world. CPR specializes in air-cooled Porsche 356, early Porsche 911 and Porsche 912 models. Whether it is a thorough restoration or minor repair CPR can make sure it will be done to original factory standards by Porsche experts. Factory parts are always used when available and if they cannot source original parts, they use the best quality reproduction and restored parts. CPR likes to stay true to original form. They don’t do Turbo clones or slant noses and when they wheel flare upgrades or tribute cars they prefer not to deviate from the original style designed by Porsche.
Road Scholars
Company: Road Scholars Located: Fallbrook, CA (United States) Website:Road Scholars
Road Scholars has been an award winning restoration shop since 2008. With over 50 awards so far (and counting) they are passionate about authentic restoration work and undertake only concours-winning restorations. As the study of the automobile and car collecting has just entered a new era of appreciation, it’s also clear that automobile restoration has evolved as well. The auto restorer’s job now is to conserve each project as a historical and cultural artifacts.
Since 2008, Road Scholars has won more than 50 awards, including Best in Class at Pebble Beach Concours d’Elegance and recognized by the Historical Vehicle Association for excellence in automobile preservation work.
We undertake only concours-winning restorations and focus on only a few projects at a time. This means our restoration shop is highly organized and allows us to focus on every minute detail of the project. Our goal is to restore each car the way it came from the factory and not create fictional history (over restoration). It’s this attention to detail about which we are most passionate.
Unique in the automotive Restoration community, at Road Scholars we only undertake concours-winning restorations. Superior staff combined with original and correct parts, from major trim items down to bolts and screws, ensures your project is correct in every detail.
The own of Eurowerks is a guy named Roy and he has been in full time restoration of Porsches since 1976 performing all aspects of full restoration. Alberto Segatore was apprenticed as a teenager in Argentina where he learned metal fabrication skills from master technicians and performed full body restorations in steel and aluminum fo over 45 years. Alberto has been involved with Roy for 25 years in the restoration of Porsches. Another team member is Billy Fronterhouse who has 20 years experience, 10 years exclusively on Porsche restoration specializing in paint and assembly of Porsche 356 & 911 models. Sometimes the team is what makes all the difference and clearly for the guys at Eurowerks that’s their unique advantage for those looking for a Porsche restoration.
CarparcUSA
Company: CarparcUSA Located: Costa Mesa CA (United States) Website:CarparcUSA
CarparcUSA has over 30 years of Porsche expertise focusing on early Porsche 911 restoration and maintenance. Originally headquartered in the Netherlands they have since moved their base to Southern California where they built a small dedicated team of talented and passionate Porsche specialists. They specialize in the consignment, sales and restorations of very early Porsche 911’s.
Rennsport talks a lot about recreating the driving experience of the iconic Porsche 911. They want their customers to enjoy the experience of building their own custom spec Porsche. Exclusivity is what makes a Rennsport Porsche so special because they are so focused on building cars to the exact tastes of each person. Every car at Rennsport has a completely rebuilt engine and gearbox and they work to a blueprint specification in standard form, giving a better build than the original from the factory. This is perfect for use in a road car and it is important that the selection of the right engine and gearbox for your car is made with the final use in mind. Depending on the use of the car, this can be done to an original specification for everyday road use through to stiffened dampers, bigger torsion bars and uprated brakes on a track car.
RPM Technik has been building bespoke Porsche’s and restoring them to factory originality since the inception of the business back in 2001. The Special Projects department is headed by Technical Director Ollie Preston. Ollie has vast experience with both air-cooled and water-cooled Porsche in both road going trims and full-on motorsport examples. His innovative approach to builds utilises the extensive knowledge pool of several veteran in-house Porsche techs. With an open mind to new ideas and technologies, the bespoke projects are constantly evolving. Experienced gained in race support over the weekends has enabled Ollie to amalgamate the best Motorsport has to offer and sanitise it into everyday usability. Each build process is meticulously documented and photographed to keep every customer updated throughout the build, and to create a build file showcasing the detail and effort which has been put into the car.
Roger Bray Restorations is a small business with a big reputation specialising in supplying parts and the restoration of classic Porsche 356, 911, 912, & 914 models. They have been around classic Porsche cars since 1985 and have a large amount of knowledge from dealing and working on these cars daily. They do full or part restoration for everyday drivers to concourse winning cars and competition work.
Tuthill Porsche specialises in bespoke builds that retain the original appeal while delivering a major step up in performance. Many of their builds are inspired by vintage Porsche race car design: outward simplicity masking serious potential. Tuthill Porsche carries out all of its work in-house, from bare-metal fabrication and restoration to body modifications, paint and trim, engine and transmission repair and a full build from scratch. They can repair, restore and rebuild any classic Porsche 911. Specialising in interesting Porsche 911 builds, historic motorsport preparation for racing or rallying and unique Porsche adventures all over the world, Tuthill Porsche is one of the best-kept secrets in the world of classic Porsche. With over four decades in business it all started with a reputation built on building reliable rally cars cemented in 1977.
Art Restoration Garage is run by Patrick Pugin. A Porsche enthusiast and mechanic he tinkered with and restored a number of his own cars. That turned into a decision to take his skills and turn it into a job. After initial training in the automotive trade and 18 years of other work experience he now runs Art-Restoration.
It all began back in 1967 in a small garage in Karlsruhe Durlach. Day and night work went on, little by little pieces were added. A clever idea began to take shape. Freisinger has now been in business for 40 years and has been able to make a good name for itself amongst dealers all around the world. They focus on restoring all historic Porsches back to their original condition. To get the job done they are backed by the world’s largest selection of spare parts and more than 40 years experience.
October 18, 2018 / Comments Off on 30+ of Best Porsche Restomod & Restoration Shops in the World
Born in 1963, the Porsche 911 has become a legend. An iconic design that is constantly evolving.
With over one million cars sold, the Porsche 911 is the most successful selling sports car in the world. Beyond sales success however, its cultural impact is even broader. Modified by private teams and by the factory itself for racing, rallying, and other forms of automotive competition. It is among the most successful competition cars. Add dozens of technological firsts and 55 years of development and improvements and it is clear this is a special car. In the 1999 international poll to determine the Car of the Century, the 911 came fifth. It is one of two in the top five that had remained continuously in production.
In this post we trace the iconic Porsche 911’s lineage through the ages. We are less focused on the illustrious 911 history and more on helping you understand each of the Porsche 911 generations and what makes them unique. Most Porsche buyers start by deciding which generation they want first and then drilling down to the model. Pub conversations usually go something like this: “I want the classic shape and modern chassis so I’m going for a 993 Porsche” or “screw the new turbocharged flat six in the 991.2, I’m going naturally aspirated 991.1”. Most non-Porsche experts know little about each generation and what makes them special so we hope this guide to the Porsche 911 is helpful.
Basic Concept Unchanged
No other car is more instantly recognizable so lets start with the design. The Porsche 911s iconic design and silhouette have remained the same since the car was first unveiled in 1963 at Frankfurt show as the Porsche 901. Almost 60 years later and just about anybody can tell you when a 911 passes by, no matter what year it was made. All 911s look like 911s, that is a no brainer.
What else makes a Porsche 911 a Porsche 911. All 911s are two-door, 2+2 high performance rear-engined sports cars. That formula is unaltered so far in almost 60 years of development. The 911 is always made in Germany and has been since the first model rolled off the production floor in 1963. All 911s have a rear-mounted six cylinder boxer engine and all round independent suspension.
The 911 It has undergone continuous development, though the basic concept has remained unchanged. And yet, for all the familiarity in the 911, a lot has changed…
Constant Change & Evolution
We would argue that the key to the Porsche 911s success over six decades is how it evolves, its ability to be ahead of the curve and to drive the car industry forward by making big, bold and often unpopular (at the time) bets is its defining trait across eight generations of the 911 model. Each generation of 911 has a big technical advancement that upsets the “true fans” and then a few years later we all turn around and say “damn, Porsche was right”.
The 911 began with change in mind. By the early 1960’s, Ferry Porsche recognized that the 356, for as much as it had evolved, was fifteen years old, and was due for a major redesign. Porsche felt it was time to introduce the world to the successor of the 356 and 1963 Ferry presented the successor to the 356 as the Porsche 901. The early development of the 901 was centralized around a proven concept – develop another air-cooled, rear-engine sports car, but this time equip it with a more-powerful six-cylinder “boxer” engine. The car maintained the 356’s fastback design, and utilized an air-cooled flat-six that produced 130 bhp.
The next big change came in the G-Series with the most significant move made in this time being the introduction of turbocharging to the 911, arriving in 1975 with 260 horsepower powering the rear wheels. The 964 was another technical leap forward. It introduced all wheel drive and took chassis and suspension to the next level. The 993 added an all-aluminum multilink rear suspension and an all-aluminum subframe, standard six-speed manual, a new all wheel drive system and it was the first 911 with a twin turbo engine. The 996 certainly changed things forever. For decades, 911s used an air-cooled, rear-mounted flat-six engine in naturally aspirated or turbocharged form and then the 996 comes along and switches the flat six to water cooling. More recently the 991.2 model moved away from natural aspiration to turbo flat-six engines for the main variants.
The upcoming 992 Porsche is not yet been released and we already know it is going to evolve the 911 concept and continue to push things uncomfortably (but awesomely) forward. A mild hybrid powertrain with brake regeneration is expected as well as 48 volt electrical system. A plug-in hybrid Porsche 911 is nearly a certainty to join the lineup in 2023 or 2024. According to a rumor, there will possibly be a pair of hybrid versions, including one at the very top of the range with performance on par with the 911 Turbo.
There have been seven generations of Porsche so far and one on the way. One thing for sure is that the next generation will be similar and yet will be defined by how it moves the game forward.
Porsche 911 Generations Explained
Porsche 911 – First Generation (1963-1989)
Model Year: 1963–1989 Units Produced: 81,100 Body Styles: 2-door coupé, 2-door targa top (1966–89), 2-door convertible (1982–89) Engine Type: Air-cooled flat-6 Engines: Nat Aspirated (2.0 L, 2.2 L, 2.4 L, 2.7 L, 3.0 L, 3.2 L), Turbo (3.0 L Turbo, 3.3 L Turbo) Transmissions: 5-speed manual, 4-speed automatic Wheelbase: 87.0 – 89.3 in Length: 168.9 in Width: 66.9 – 70.1 in Height: 51.2 – 51.6 in More Info:911 Early Years (1963-1973)
This first generation 911 had by far the longest run (series A through F) and included the introduction of the four-cylinder 912 in 1965, the more powerful 911S in 1966, the removable-roof Targa in 1967, the de-tuned 911T (which became the 911L, and later, 911E), the motorsport-homologated Carrera RS in 1973, the feisty 930 Turbo in 1975, and the 911SC in 1978. Though the 911 grew in power, displacement, length, handling prowess, and popularity over its first 26 years, it wasn’t until 1989 that big changes began taking shape. We broke up the first generation 911 into the original 901 (before the name change), the 912 Porsche, the Early Years which included models from 1963 till 1973 and then the G-Series from 1973 till 1989.
Porsche 901 – The Original (1963-1964)
Model Year: 1963–1964 Learn More:Porsche 901 Units Produced: 82 units
The massive undertaking of replacing the 356 began as early as 1959 with Ferdinand Alexander “Butzi” Porsche largely responsible for the project. By 1961 the first clay models were being made and in July of 1964 the first prototypes were being made. At the 1963 Frankfurt show the public saw Porsches new direction.
Compared to the 356 it had a longer wheelbase, a more compact suspension setup and much more power from the flat-6 engine. It was named the Porsche 901. Peugeot claimed exclusive rights to three-number vehicle names with a “0” in the middle so in the end, Porsche ceded and settled on the 911 nameplate. Officially, the 901’s that had already been constructed were used for testing and for additional exhibitions, and Porsche never sold any of the original 82 units to private customers.
Model Year: 1963–1964 Learn More:Porsche 912 Units Produced: >32,000 units
The Porsche 912 was not intended to replace the Porsche 356, but rather offer consumers who had appreciated the 356 as an option to buy a car at the same price point. Porsche recognized that the 911 would cost considerably more than the outgoing 356 due to increases in technology and performance, including a larger, more powerful engine, so the 912 was introduced to bridge the gap between the outgoing 356 and the 911.
Styling, performance, the quality of construction, the car’s reliability and the price made the Porsche 912 a very attractive alternative to the outgoing 356, and was well received by both old and new customers alike.
Although technically a variant of the 911, the 912 was a more nimble-handling compact performance 2+2 sports car. Its highly-efficient flat-4 cylinder engine, low curb weight and low coefficient of drag meant it was capable of achieving up to 36 MPG, a number not commonly associated with any performance car of that era. By 1969, Porsche executives made the decision that continuing production of the Porsche 912 would not be viable, due both to internal and external factors.
Porsche wanted to offer a larger, four-seater version of its 356, specifically its expensive and complicated Carrera 2. The all-new car featuring a new chassis with MacPherson struts, semi-trailing arms and torsion bar springs, and a brand-new air-cooled, OHC flat-six “boxer” engine mounted in the rear of the car and coupled with either a four or five-speed manual gearbox.
Assembled in Leipzig, Germany, the 911 initially made 128 horsepower from its 1,991cc engine and a top speed of 131 mph.
The Ferdinand Alexander “Butzi” Porsche designed car had clear 356 lineage with its fastback design. However, the now-infamous final form was unique to the brand and industry. From a driving perspective the 911 was unique. Distinguishing the 911 from anything else on the road was its short wheelbase, rear weight bias and semi-trailing arm rear suspension and those things meant that from the start the 911 demanded a driver that knew what he/she was doing. With its relatively short wheelbase, rear-engine layout and semi-trailing arm rear suspension, it was an easy car to drive wide and have the tail totally slide out. Porsche tried a number of engineering fixes for this big issues including a set of front “bumper reinforcement” weights and a modest wheelbase stretch. It didn’t work.
The first Porsche 911 series came in five engine configurations, ranging from 2.0 to 2.4 liter and producing between 128 and 190 horsepower as time passed by.
Almost immediately the Porsche 911 was modified by numerous other companies and tuning firms for racing competitions, recording important wins in events all around the world. The legend had begun.
A decade into the 911’s life and Porsche decided an update was needed and gave the 911 a big makeover. Known as the ‘G-model’ 911 it sold almost 200,000 vehicles and was the longest running 911 series, being produced from 1973 to 1989. In addition to a Coupé and a Targa version, a Cabriolet was also available.
There were meaningful design changes to the 911, most notably a new raised bumper design with black plastic bellows (designed to meet U.S crash test standards). Between the tail lights of the G models is a red panel and a Porsche logo that is red or black, depending on the model year. The rear number plate is flanked by two large rubber buffers with integrated number plate lighting. Inside, the G Series 911 came with added safety features to appease U.S regulators and consumers, including three-point safety belts fitted as standard and seats with integrated headrests.
The base 911 model had a 2.7 liter flat-six engine with 150 hp that increase to 165 hp for model year 1976. The 911 S delivered an output of 175 hp.
The defining 911 of this era came in 1974 and was the original 911 Turbo. The 930 911 Turbo had a 260 hp engine (and the coolest rear spoiler ever). Its advanced 3 liter turbo engine had technology like charge pressure control on the exhaust side (previously available only in race cars) which prevented unwanted excess pressure during partial load or overrun. When charge pressure was needed again during an acceleration phase, the bypass valve closed and the turbine could work to its full capacity in the exhaust stream. With its unique combination of luxury and stonking performance the ‘Turbo’ became a synonym for the Porsche brand. The Turbo got a major update in 1977 when power jumped to 300 hp from a bigger 3.3 liter engine. It was easily the most powerful and high performance car in its class and further grew the 911 legend. Innovation wise the new Turbo had a charge-air cooler.
In 1983, the naturally aspirated 911 Carrera superseded the SC; with a 3.2 liter flat six that had 231 hp but more importantly it was also when the you could order the 911 with no roof. Yuppies united everywhere and a new love for Porsche emerged amongst the well healed. In terms of special models, the 911 Carrera Speedster was launched in 1989 and had a unique look that paid homage to the 356 speedster of the 50s.
Variants: 2.7-litre – G, H, I, J series (1974–1977), Carrera 2.7 – G, H (1974-1975), Carrera 3.0 (1976–1977), Turbo (Type 930) (1974–1989), SC – L, M, A, B, C, D series (1978–1983), 3.2 Carrera – E, F, G, H, I, J, K series (1984–1989)
Porsche 930 (1975-1989)
Model Years: 1975-1989 Units Produced: 1975 – 1977 (3.0 L) 2,819 produced; 1978 – 1989 (3.3 L) 18,770 produced Learn More: 930 Turbo
This is a special mention model series we are lumping under the original 911. It was the top-of-the-range 911 model for its entire production duration and, at the time of its introduction, was the fastest production car available in Germany. More importantly, it set the tone for 911 Turbo models moving forward. Luxurious, effortlessly fast and the top of the 911 range. That trend continues to this day.
It all began in 1972 when Porsche began development on a turbocharged version of the 911. Porsche originally needed to produce the car in order to comply with homologation regulations and had intended on marketing it as a street legal race vehicle like the 1973 Carrera 2.7 RS.
In 1974 Porsche introduced the first production turbocharged 911. Although called simply Porsche 911 Turbo in Europe, it was marketed as Porsche 930 in North America. It was visually unique with wide wheel-arches, bigger wheels and tires and a large rear “whale tail” spoiler. The 911 Turbo was put into production in 1975 and while the original purpose of the 911 Turbo was to gain homologation for the 1976 racing season, it quickly became popular among car enthusiasts. Starting out with a 3.0 L engine with 260 hp, it rose to 3.3 L and 300 hp for 1978. Only in 1989, its last year of production, was the 930 equipped with a five-speed gearbox. The 930 was replaced in 1990 with a 964 version featuring the same 3.3 L engine. There have been turbocharged variants of each subsequent generation of 911.
Model Year: 1990-1994 Units Produced: 74,008 Body Styles: 2-door coupé, 2-door targa, 2-door convertible, 2-door speedster Engine Type: Air-cooled flat-6 Engines: Naturally Aspirated (3.6 L, 3.75 L); Turbo (3.3 L turbo, 3.6 L turbo) Transmissions: 5-speed manual, 4-speed automatic Wheelbase: 89.4 in Length: 168.3 in Width: 65.0 – 69.9 in Height: 51.6 – 52.0 in More Info:911 964 (1989-1994)
In 1989 Porsche came out with the 911 Carrera 4 (964). The new 911 was a contemporary take on the classic two-door sports car and came at a time when many were predicting the end of the 911 (the company was producing the 944 and working on the upcoming 968). The long run of the previous 911 meant the 964 needed a major update and Porsche delivered on that promise with 85% new components and virtually none of the predecessor’s architecture used.
Save for the introduction of aerodynamic polyurethane bumpers and an automatically-extending rear spoiler which replaced the “whale tail” found on the 911 throughout the 1980’s, externally, the 964 kept the same style as the classic 911. The interior was an almost entirely reimagined Porsche 911 with more modern design that was intended to blend performance with comfort. The new 911 featured many creature comforts that had been lacking in earlier versions of the car including a Tiptronic automatic transmission, power steering, dual front airbags, dual-mass flywheel, ABS, retractable rear spoiler and twin-spark ignition.
The 964 rode on a completely redesigned chassis with rear suspension switching from torsion bar to trailing arms with Porsche’s “Weissach” rear axle, which added self-steering elements to reduce the chance of oversteer. It featured a naturally aspirated 3.6 liter boxer engine that produced an impressive 250 horsepower.
It was the introduction of an all-wheel drive Carrera 4 model that really captured the attention of the automotive community as a whole. The fully mechanical all-wheel drive system was revolutionary for its time, sensing wheels slippage and automatically transferring power elsewhere, ensuring that the driver could maintain a greater degree of control whenever the driving environment became less manageable.
After the 964 Carrera 4 was introduced, effectively solving many of the oversteer tendencies of the previous generation, a rear-wheel drive Carrera 2 was added 6 months later. The Carrera 2 was actually the rear-wheel drive version of the car which packed almost the same technical specifications as the base model. The engine was the same 3.6 liter unit which produced 250 horsepower and a maximum speed of 260 km/h while the 0 to 100 km/h acceleration was made in 5.7 seconds.
In addition to the base model Carrera Coupe, Cabriolet and Targa versions, the 1990 Porsche 911 offerings also included a Type 964 Turbo option. When first introduced in March, 1990, the 911 Turbo initially featured a turbocharged 3.3 liter boxer engine that was carried over (with updates) from the previous 911 Turbo model, albeit with reduced turbo lag. In 1992, the Porsche 911 Turbo was upgraded to a more powerful 3.6 liter power plant delivering 320 horsepower. At the end of 964 production in 1994, the Porsche factory had some 90 Turbo chassis left and gave them the Porsche Exclusive treatment to create a very special Turbo 3.6 S model with 380 horsepower.
Several other special edition 964s were made and they are some of the most sought after cars in the classic car market today. In 1992 there was the America Roadster which was essentially a turbo-bodied cabriolet. It had the standard electric spoiler and turbo guards and mechanically was the same as the standard model apart from 17″ cup wheels and the brakes and suspension. Only 250 of this variant were produced. There was also the Porsche 964 Speedster which came in two distinct incarnations. The first was the 1989 model year Speedster which was basically a 930 turbo under the covers. The “true” 964 Speedster was the 1994 Speedster which was based on the 964 Carrera 2 platform. More than three quarters (641) of the 800 built had the “Turbo look” wide-body option. Porsche planned to build 3000 examples of the 1994 Speedsters in 1992, but only 936 examples were built and sold.
In 1992, Porsche produced a super-lightweight, rear-wheel-drive only version of the 964 dubbed Carrera RS for the European market using their “Carrera Cup” race car as a base. It featured a revised version of the standard engine with 260 bhp and lightweight flywheel coupled an upgraded gearbox with closer ratios, asymmetrical Limited Slip Differential and steel syncromesh. A revised (track focused) suspension, no power steering and stiffer springs, shocks and adjustable stabilizer bars made it a real performer. It went a diet too with the interior totally stripped out and all creature comforts removed. Lightweight wheels, body parts and thinner windows also helped the Carrera RS weigh 345 pounds less than a Carrera 2. There was also a heavier Touring variant (with sound deadening, power seats (optional), undercarriage protection and power windows) and an N/GT racing variant with a stripped, blank metal interior and a roll cage. A later ultra-limited production version, the Carrera 3.8 RS featured the Turbo body and a 300 bhp, bored out 3.8 liter motor was sold briefly in Europe. The Carrera RS was not sold in the United States.
Variants: Carrera 2 Coupe & Cabriolet, Carrera 4 Coupe & 4 Cabriolet, Carrera Turbo Coupe, Carrera Turbo S Coupe, Carrera Turbo S LM-GT, Carrera RS, 964 Speedster, America Roadster
Porsche 911 – 993 Generation (1994-1998)
Model Year: 1994-1998 Units Produced: 67,535 Body Styles: 2-door coupé, 2-door convertible, 2-door targa top, 2-door speedster Engine Type: Air-cooled flat-6 Engines: Naturally Aspirated (3.6 L – 3.8L); Turbo (3.6 L twin turbo) Transmissions: 5-speed manual, 6-speed manual, 4-speed automatic Wheelbase: 89.45 in Length: 167.7 in Width: 68.3 – 70.7 in Height: 50.4 – 51.8 in More Info:911 993 (1994-1998)
Porsche introduced the Porsche 911 (Type 993) in 1994 as the replacement for the 964 model. Considered by many Porsche enthusiasts as the perfect 911, the 993 represents a unique blend of power and simple elegance with great driver engagement and modern performance and technology too. It shared less than 20% of the parts from the 964 and was the first 911 to have a real reputation for exceptional dependability and reliability. The 993 911 was sold between January 1994 and early 1998 (with U.S. based models going on sale from 1995-1998). It was also the last of the air-cooled 911’s so it holds a special place in many enthusiasts minds.
From the outside, the car had a more streamlined look and was lower slung than earlier versions of the 911. It is smaller looking than the 996 onward 911s and this gives it a compact and tight design with almost perfect proportions. The front end had redesigned headlights that have now become instantly recognizable as part of the 911 design language. It is easily our personal favorite 911 design. A new all-aluminum multilink rear suspension and an all-aluminum subframe, engine weight reduced by 14 pounds and other weight saving made it lighter than the 964 models while having body-structure rigidity increase by 20 percent.
The air-cooled flat six developed 272 horsepower in base trim, with the Carrera 4S and Carrera 2S both getting slightly more powerful 285 horsepower output. The engine was mated to a standard six-speed manual transmission – making the 993 the first-generation of 911 to get a six-speed transmission. An automatic Tiptronic transmission was also available as an option.
The 993 also received a redesigned suspension system for better ride and handling. This new suspension system was specifically developed to produce improved handling characteristics during inclement weather while retaining the stability offered by the aforementioned all-wheel drive system. The revisions made to the suspension system resulted in an overall weight reduction to the car. The Type 993’s optional all-wheel-drive system was revised, eliminating the three-differential setup that had been used in the Type 964 car and replacing it with a revised setup reminiscent of that found on the Porsche 959 supercar.
A Turbo-version of the Type 993 Porsche 911 was also introduced in 1995. It featured a twin-turbo engine, permanent all-wheel drive, and nearly 400 hp. The car also featured hollow-spoke aluminum wheels. These wheels had never been used before on any vehicle, and marked an important innovation when they were introduced on the 1995 Porsche Type 993. A Turbo S followed in 1997 with more power, a larger spoiler, and better cooling. It was rare with only 183 cars ever made.
In terms of special edition 993 911s, there were a few awesome machines. The Speedster model, was a variant of the 993, with a lowered roof, and a redesigned interior. In contrast to the G-model and the 964, Porsche never officially offered the 993 in a Speedster body style. However, two were built by the factory/
The 911 Carrera RS nameplate returned as a light-bodied, limited-run car. It had a naturally aspirated 3.8 liter engine with 296 hp. It has a massive fixed rear wing, small front flaps and 3-piece 18 in lightweight wheels. Rear seats were removed, other creature comforts erased and special racing seats added. Soundproofing was almost non-existent. It was street legal in European and many other countries around the world, but was not approved for export to the United States.
Porsche actually went berserk in 1997 and introduced a 911 GT2 (57 examples made for the road). The race-homologated monster made 430 hp (450 hp in 1998) and could hit 60 mph in less than 4.0 seconds, and was one heck of a swan song for the 993 generation. This was the pinnacle of the 993 911 and with the discontinuation of the Porsche 993 in 1998 officially marked the end of the air-cooled Porsches.
Variants: Carrera Coupe & Cabriolet, Targa, Carrera Turbo Coupe, Carrera Turbo S, Carrera 4S, Carrera S, Carrera RS, GT2, Speedster, Carrera Turbo Cabriolet
Porsche 911 – 996 Generation (1998-2004)
Model Year: 1997–2004 (2005 for 911 Turbo S, GT2 and GT3 models) Units Produced: 179,163 Body Styles: 2-door coupé, 2-door convertible, 2-door targa top Engine Type: Water-cooled flat-6 Engines: Naturally Aspirated (3.4 L); Turbo (3.6 L twin turbo) Transmissions: 5-speed auto, 6-speed manual Wheelbase: 92.6 in Length: 174.5 – 174.6 in Width: 69.5 – 72.0 in Height: 50.2 – 51.4 in More Info:911 996 (1998-2001), 911 996.2 (2001-2004)
The Porsche 911 (Type 996) was a new design developed by Pinky Lai. While the car incorporated the classic lines and tear-drop shape of all the 911’s earlier iterations, Type 996 was nearly a complete reimagining of the 911 sports car, and carried very little over from its predecessors. The 996 featured all-new bodywork, a reimagined interior and controversial (ugly) headlight shape (which mimicked the entry-level Porsche Boxster). It was also the first water-cooled engine ever used in a 911. The 996 shared no body panels, no underbody structure and no major mechanical components with previous 911s. The only carry-overs were from the earlier 911 (Type 993) from which the front suspension, rear multi-link suspension, and a six-speed gearbox were repurposed after some revisions to make them current.
First launched in 1997, the 996 911 range received a minor facelift in 2001 when Porsche made a few slight changes to the base models. The 996 range was discontinued in 2004 when the German carmaker rolled out the Type 997 model which re-adopted the round headlights.
Porsche 911 996.1 (1998-2001)
When introduced in 1997, the first 996 models were available as either a rear-wheel-drive coupe or cabriolet (convertible). Later development of the model would re-introduce an all-wheel-drive variant of both versions of the car. The new 911 featured a water cooled, naturally aspirated 3.4 liter flat six engine that produced 296 horsepower thanks to the introduction of its four-valve cylinder heads, variable valve timing, integrated dry-sump oiling and new variable resistance intake system. Moreover, the new boxer engine broke new ground in terms of reduced emissions, engine noise, and fuel consumption.
The 996 Turbo had a water-cooled, twin-turbocharged/intercooled 3.6- liter engine that produced 415 horsepower at 6,000 rpm and 415 lb-ft of torque. The 996 Turbo featured all-wheel drive and came equipped with either a 6-speed manual or a 5-speed Tiptronic automatic transmission. The 996 Turbo also featured revised body styling and a wider stance than its other 911 Carrera counterparts.
Porsche 911 996.2 (2001-2004)
In 2002, the 996 went through a restyling exercise. Known as the 996.2 range the big visual changes included changing the integrated headlamps that had been shared between the 911 and Boxster models with the Turbo-style headlamps. All variants of the car also received a new front fascia. The most important upgrade was the standardization around an upgraded 3.6-liter engine (up from 3.4 liters in the 996.1) which is now able to provide no less than 320 horsepower (up 15 horsepower over 996.1).
In 2002 Porsche introduced both the 996 based Targa (featuring a sliding glass roof) and the Carrera 4S model which shared the same wide-body look of the 996 Turbo. The range was also expanded with sportier versions such as the RS and GT3 as well as the GT2. Designed as a road-legal take on the racing GT3, the model was essentially a stripped down, naturally aspirated treat, with 360 hp at its disposal in 1999 (more power was added later).
Porsche 911 996 Specials
Let’s dive into the special editions a little more. Given the 911’s earlier successes in the GT-1 class at Le Mans, the Porsche 996 platform was used as the foundation for two lightweight, track-ready variants of the car. The first of these variants was the GT3. The GT3 was based on the standard 996 Carrera, but it was stripped of any extraneous equipment and featured an upgraded adjustable suspension platform as well as upgraded brakes. The bodyshell was the wider all-wheel-drive version of the 996. Two versions of the GT3 were manufactured. The first, which is commonly referred to as the Mk.I GT3, was released in 1999 to all markets except North America. This version of the car featured a naturally aspirated 3.6L flat-six engine that produced 360 horsepower. The Mk. II GT3 variant was based on the second generation of the Porsche 996. It featured updated aerodynamics and a more powerful version of the aforementioned 3.6 liter engine with 380 horsepower and could accelerate from 0-60 mph in just 4.0 seconds. Equally impressive was the 1.03g it produced on the skidpad.
The second iteration of the racing-class 911 was the GT2. Like the GT3, the GT2 was a rear-wheel-drive variant of the current 911 platform. Also like the GT3, the reasoning behind a rear-wheel-drive (versus all-wheel-drive) configuration was two-fold. First and foremost, GT2 Class racing rules mandated the use of a rear-wheel drive platform. Second, and equally important, was the fact that the rear-wheel-drive solution weighed less than the all-wheel-drive option. The GT2 996 received additional aerodynamic modeling to many of its body parts. It also received a re-tuned version of the 996 Turbo’s 3.6- liter twin-turbocharged engine which included larger turbochargers and intercoolers, a revised intake and exhaust system, and re-programmed engine control software. It made 489 horsepower and 484 lb-ft of torque, which was enough to propel the car from 0-60 mph in just 3.9 seconds with a top speed of 198 mph. Both the GT2 and GT3 variants of the 996 came equipped solely with a six-speed manual transmission.
The Porsche 911 GT3 became one of the highlights of the 996 era when it was introduced in 1999. It was celebrated by Porsche enthusiasts for “keeping the tradition of the Carrera RS alive. Conversely, the Porsche 911 GT2, the first car to be equipped with ceramic brakes as standard equipment, was marketed specifically as an extreme sports vehicle capable of track-level performance. It was released to the marketplace in fall, 2000.
Variants: Carrera Coupe & Cabriolet, Carrera 4 Coupe & 4 Cabriolet, Carrera 4S Coupe & 4S Cabriolet, GT2 Coupe, GT3 Coupe, Targa, Turbo Coupe & Turbo Cabriolet, Turbo S Coupe & Turbo S Cabriolet
Porsche 911 – 997 Generation (2004-2011)
Model Year: 2005–2012 Units Produced: 215,092 Body Styles: 2-door coupé, 2-door convertible, 2-door targa top, 2-door speedster Engine Type: Water-cooled flat-6 Engines: Naturally Aspirated (3.6 L, 3.8 L, 4.0 L); Turbo (3.6 L twin turbo, 3.8 L twin turbo) Transmissions: 5-speed automatic, 6-speed manual, 7-speed PDK Wheelbase: 92.5 – 92.9 in Length: 174.2 – 177.0 in Width: 71.2 – 72.9 in Height: 50.0 – 52.2 in More Info:911 997 (2004-2008), 911 997.2 (2008-2011)
In July, 2004, Porsche unveiled the Porsche Type 997. It featured the same classic silhouette as all earlier variants of the Porsche 911, and included design cues – most especially a return to the clear, oval headlights with separate blinkers – that were found on older 911 models.
While the Porsche 911 Type 997 featured a refined, race-inspired appearance, the car was hailed for being a true high-performance vehicle. Most notably, the 997 also marked a big growth in the Porsche 911 product line in terms of sheer options and sales volumes (the 997 became the best-selling generation of 911 to date). There was a 997 911 model for every taste, with over 24 models available in every performance, body style and combinations imaginable.
Model improvements came in late 2008 made the 997 even more efficient thanks to direct fuel injection and a double-clutch transmission and was known as the 997.2 series, running till the series ended in 2012.
Porsche 911 997 (2004-2008)
When the 997 came out fans of Porsche were happy to see the return to round headlights and the style they missed in the earlier 996. Rounded headlights, a slick shape and all the modern tech you could point a stick at combined with absurdly strong performance leapfrogged it past the competition of the time. An updated interior was welcomed and was more important than it seems because at the time other carmakers had really beaten Porsche in this area in previous years.
Porsche offered two engine displacements for first time since 1977 to better differentiated the base Carrera and more potent Carrera S models. The base Carrera featured a 3.6 liter boxer engine good for 321 horsepower while the Carrera S got a larger 3.8 liter unit with 350 horsepower. The X51 Powerkit was available for S, 4S, Targa models, which increased engine power.
Not only did the 997 look “right,” it also performed on par with the world’s best sports cars, especially in terms of acceleration and handling. Bigger brakes, a lowered suspension, and Porsche’s new stability control system earned the 997 immense respect among fans. While the main models were quick it was the 911 Turbo that was the true straight line beast. It was first production car to get a turbocharger with variable turbine geometry.
In terms of special editions, Porsche introduced the next-generation Porsche 911 GT3 and GT3 RS. The new 911 GT3 was equipped with a 3.6 liter, naturally aspirated engine that produced 415 horsepower and had an absurd 8,400 RPM. The GT3 RS got the same engine but was set up for the track primarily. The 997 GT2 was also launched and was the most powerful and fastest road-going 911 ever to have been sold to the public.
Porsche 911 997.2 (2008-2011)
The midlife update came in 2008 (2009 model year) for the 997 and was known as the 997.2 model series. The exterior featured slight modifications as compared to the 997.1 models. For 2009, both 3.6-liter and 3.8-liter engines receive direct injection; new PDK dual-clutch seven-speed transmission replaced the Tiptronic S automatic. The Carrera’s engine had 345 hp on tap while 385 hp was made available in the Carrera S. Other changes included a revised suspension system, revised front bumper with larger air intakes, headlamps with newly optional dual HID projectors, a new LED taillamp design, and LED turn signals, a new Porsche Sports Exhaust (PSE) and updated PCM system with optional touch-screen hard-drive navigation and Bluetooth.
Along with the Carrera and Carrera S, Porsche also introduced new all-wheel-drive versions in 2008 (Carrera 4 and 4S). The Targa now had a glass roof made of a special glass that repelled UV rays from entering the car. The 911 Turbo got a completely new 3.8 liter twin turbo flat six with 490 hp and 480 lb⋅ft of torque thanks in part to newly revised BorgWarner variable turbine geometry (VTG) turbochargers. The 911 Turbo S that was introduced in 2010 made 523 hp and was capable of 0-60 runs of less than three seconds. Available with only a 7-speed PDK transmission and carbon ceramic brakes along with the Sport Chronograph package as standard it was a straight line monster.
In 2011, Porsche launched a new 911 that was basically the perfectly specced Carrera S. The Carrera GTS was available as both a coupé and cabriolet and got a wider body and track and an upgraded 3.8-litre engine generating with 413 horsepower.
The updated GT3 was a cracker. The car had better airflow to the radiators, a larger rear wing, forged pistons, lightweight valves and hollow camshafts in order to make the engine lightweight. A special 6-speed manual transmission with rev matching technology was the only transmission option. Total downforce was doubled. Power output was now rated at 429 hp at 6,000 rpm and 317 lb⋅ft of torque from the new 3.8-litre flat-6 engine. The GT3 RS was once again the high performance version of the GT3 with a higher engine power output, lower weight and shorter transmission ratios, as well as having upgraded body and suspension components, designed for homologating the race version of the 911 GT3. Porsche added the “RS” treatment to its new GT2, which meant 612 hp, a 205 mph top speed, and a lap time of 7:18 – a record at the time – on the famed Nurburgring circuit.
In terms of other limited run special editions the 997 did not let us down. In 2011 there was a 365 unit run of a new 911 Speedster variant which as always brought back the historic model and sold out fast. It was the 600 unit limited edition 911 GT3 RS 4.0 which was the final evolution of the 997 that we love. It featured a 4.0-litre engine with 493 hp at 8,250 rpm and 339 lbf⋅ft of torque and took a lot of the GT2 RS learning Porsche Motorsport team had into effect. It was near perfect and is a collector car these days.
Variants: Carrera Coupe & Cabriolet, Carrera 4 Coupe & 4 Cabriolet, Carrera 4S Coupe & 4S Cabriolet, Carrera GTS Coupe & GTS Cabriolet, Carrera S Coupe & S Cabriolet, GT2 Coupe, GT2 RS Coupe, GT3 Coupe, GT3 RS Coupe, Targa 4 & Targa 4S, Turbo Coupe & Turbo Cabriolet, Turbo S Coupe & Turbo S Cabriolet
Porsche 911 – 991 Generation (2011-2019)
Model Year: 2012–2019 Units Produced: Still going Body Styles: 2-door coupé, 2-door convertible, 2-door targa top, 2-door speedster Engine Type: Water-cooled flat-6 Engines: Naturally Aspirated (3.4 L, 3.8 L, 4.0 L) ; Turbo (3.0 L twin-turbo, 3.8 L twin-turbo) Transmissions: 6-speed manual, 7-speed manual, 7-speed PDK Wheelbase: 96.5 – 96.7 in Length: 176.8 – 178.9 in Width: 71.2 – 74.0 in Height: 50.0 – 51.3 in More Info:911 991 (2011-2015), 911 991.2 (2015-2018)
Longer, sleeker, and with more powertrain and drivetrain options than ever, the 991 generation Carrera is the seventh generation in the Porsche 911s history (the third platform for the 911 since the car’s inception). It was larger and more refined than the outgoing 997 as well as being lighter and more powerful. The car continued to feature the same characteristic teardrop shape for which the 911 is immediately recognizable to just about any automotive enthusiast. However, two unique design principles were followed that helped refine the character of the car. First, the arch of the roofline was reduced and re-design to taper gradually to the rear of the car. Second, the front wings (the assembly that includes the headlight and surrounding structure) were now placed higher than the lid. The interior and technology was a big upgrade over the 997 due largely to the increased competition in the segment and competing marques with luxurious interiors.
Compared to the outgoing 997, the 991 was a slightly larger vehicle, with a wheelbase that was increased by approximately 3.9 inches (100 millimeters), and the overall height was increased by 2.8 inches (70 millimeters).
A new transaxle was developed so that the rear wheels could be moved 3 inches (76 millimeters) backward in relation to the position of the engine, which dramatically improved the car’s weight distribution and cornering performance.
The 991 features a smaller, yet more powerful, 3.4-liter engine that has auto stop/start, PDK transmission and much better fuel economy. A completely new chassis with longer wheelbase, greater track width and beefier tyres to improve high-speed stability. Redesigned suspension and new rear axle for enhanced ride and handling while electric power steering took some of the feel away that we were used to. Porsche Torque Vectoring was included too which helped tracking stability. The 991 range is available with either a seven-speed manual transmission (a first for the industry) or a PDK dual-clutch unit.
The (by now) expected midlife update was meaningful in that Porsche switched from naturally aspirated engined to turbocharging for most models. Called the 991.1 series, enthusiasts initially shuddered. Porsche however delivered a cracker, with the 3.0 liter twin turbo flat six engine developed 370 horsepower in base Carrera trim. The 991 model is approaching its end in 2019 as Porsche has been testing the upcoming 992 model update.
Porsche 911 991 (2011-2015)
The completely redesigned seventh-generation sports car icon is stepping into the limelight with its sleek and stretched silhouette, exciting contours and precisely designed features. Yet from every angle it is unmistakably a 911. In engineering terms this 911 was all about Porsche Intelligent Performance: even lower fuel consumption and even more power and using a hybrid construction method (steel/aluminium), which led to a considerable reduction in weight. Therefore despite the 991 being larger than its predecessor 997, it was also lighter by 110 pounds, and more powerful.
Base models were introduced in September 2011 at the Frankfurt Motor Show. The Carrera came equipped with a 3.4- litre boxer engine with direct fuel injection, 345 bhp at 7,400 rpm and 288 lb⋅ft at 5,600 rpm. The Carrera S received a 3.8 liter engine with 395 horsepower at 7,400 rpm and 325 lb⋅ft at 5,600 rpm. The convertible model of the 991 was announced in both Carrera and Carrera S versions, at the LA Motor Show in November 2011. In September 2012 at the Paris Motor Show, all-wheel-drive variants – the Carrera 4 and 4S, were added to the line-up.
Introduced in November, 2014, at the LA Motor Show, the 991 Carrera GTS was developed as the mid-level model between the Carrera S and GT3 edition 911s. Base options included a 424 horsepower PowerKit, a Sport Chrono Package, a Sport Exhaust System, Dynamic Engine Mounts, 10mm lowered suspension, Porsche Torque Vectoring (PTM) system, LED daytime running lights with Porsche Dynamic Lighting System (PDLS), Sport Design Front Spoiler, Sport Design Rear Mirrors, GTS badging, and 20″ Centerlock wheels. When optioned with PDK, 0–60 mph is achieved consistently at 3.8 seconds with the help of Launch Control.
At the Detroit Motor Show in January 2014, Porsche introduced the Targa 4 and Targa 4S models. These new derivatives came equipped with an all-new roof technology that still incorporated the original Ttarga design, now with an all-electric cabriolet roof along with the B-pillar and the glass ‘dome’ at the rear.
On January 12, 2015, Porsche announced the 911 Targa GTS at the North American International Auto Show in Detroit. Similar in appearance to the existing Targa 4 and 4S models, the GTS added the 424 horsepower (316 kW) engine plus several otherwise optional features.
As expected Porsche released several special edition cars during the 991 cycle. The GT3 came first, introduced at the Geneva Motor Show in 2013. The 991 GT3 got a new 3.8 litre direct fuel injection flat-six engine developing 475 hp at 8,250 rpm and for the first time no manual gearbox, instead it had a PDK dual clutch unit as well as rear-wheel steering. Performance was awesome with the GT3 going from standstill to 60 mph in 3.1 seconds, hitting the quarter mile in 11.2 seconds and lapped Nürburgring in 7 minutes and 25 seconds. The 991.1 GT3 RS was next up in 2015 and as expected was an even more focused track day machine. Louvers above the wheels and the rear fenders now include Turbo-like intakes, rather than an intake below the rear wing and the roof was made from magnesium. The 3.8-litre unit found in the 911 GT3 was replaced with a 4.0-litre unit with 500 hp and 339 lb ft of torque. The transmission is PDK only. It was enough to help the GT3 RS do the Nürburgring in 7 minutes and 20 seconds.
Porsche finished off the 991.1 series by building the greatest 911 ever, the amazing 911 R. Think of it as a manual GT3 RS and you’re pretty close. The limited edition (991 units were made) is the perfect Porsche on paper with its 500 hp 4.0-liter naturally aspirated flat-six engine, 6-speed manual transmission, exotic lightweight materials and lots of cool Porsche motorsports tech like rear-axle steering, dynamic engine mounts, PASM, PSM and Porsche Torque Vectoring all standard. Yes please.
Porsche 911 991.2 (2015-2018)
2015 marked a new milestone in Porsche’s history with development of a turbocharged flat engine that gave the world’s best-selling sports car a significant boost in power as well as considerably lower fuel consumption. Porsche gave the Carrera and Carrera S models these flat six turbo engines which were previously sold as normally aspirated only. There was initial pushback from enthusiasts that seems to have now dissipated.
On the outside there weren’t many changes for the 991.2 range. Slightly different bumpers with larger air intakes, new rims and different rear hood vents, with the slits now being placed longitudinally and different rear lights. The interior stays pretty much the same, but it does get a new touchscreen infotainment system also compatible with Apple CarPlay. Mechanically, apart from the extra power and better fuel economy provided by the two little turbos, the 911 Carrera gets wider wheels, new shock absorbers and standard PASM active suspension.
The new 3.0-litre twin turbocharged six-cylinder flat engine developed 370 hp in the 911 Carrera and 420 hp in the 911 Carrera S, up 20 hp over the prior versus the 991.1. Torque was up a lot more and that is where the new turbo engine was a real hit, transforming the 911 from a “rev to the sky to get performance” machine to a “just put your foot down in any gear” affair. You can decide if that is better or worse depending on what you enjoy I guess. Other improvements in the 991.2 range included not just more power, but updated Porsche Active Suspension Management (PASM) chassis and optional rear axle steering improved the best time of the 911 on the Nürburgring-Nordschleife to 7.30 minutes. Ten seconds faster than its predecessor and with an even greater lead over the competition.
All the same models from the 991.1 series were still available (24+ models) with the addition of an entirely new variant called the Carrera T. This is a first-order driver’s car, a basic 911 equipped with purposefully selected, road-annihilating hardware. The point of the T (for Touring) is to be a spartan model equipped with only the necessities that a dedicated driver might want. It has the same 370hp as the base 911 mated to the (good) seven-speed manual transaxle. Add shorter gearing and a limited-slip differential and this is a tasty package. The Carrera T also gets two-mode PASM sport suspension and a custom Sport Chrono package. There are other weight saving measures that add up to 44 pounds in less weight than a standard Carrera. Shorter gears, LSD, thinner glass, no rear seats plus a preselected mix of the base 911’s best hardware, now that’s our kind of 911.
In terms of special models, they all got some tasty upgrades, but the move to turbocharging for the broader range makes them seem less special on paper (clearly paper lies). For example, with the PDK and the launch control system activated, the 2018 Porsche 911 GT3 gets to 62mph in 3.4 seconds. With the manual gearbox, a similar sprint takes 3.9 seconds. That makes the GT3 barely faster than the 911 GTS which is a better daily driver and a 580-hp 911 Turbo S is an entire second faster to 60 so why would you choose the GT3 over these models. It’s easy. It is how it drives and how it makes you feel. The good news is that the GT3 and GT3 RS both are still the best handling I’ve ever experienced. Fast, loud, firm, surgically precise and no body roll, these cars deliver full sensory overload at slow speeds around town and an almost religious experience at speed on track. There is nothing better. Well, maybe there is because in the 991.2 Porsche decided to bring back the manual gearbox in the GT3. Called the Touring and it is the exec’s GT3. There’s the deletion of the regular GT3’s fixed wing replaced with a classic pop-up rear deck, albeit embellished with a ‘GT3 Touring’ badge and a unique lip spoiler on the trailing edge. It only comes with a six-speed manual and inside the trim is kept classic – all-leather and cloth, no Alcantara. Other than that, it’s as per the GT3, with all the same options (ceramic brakes, nose lift, LED headlights, Chrono Package, audio upgrades), which is great news. A subtle-looking GT3, maybe I need to rethink the earlier daily driver comment.
Let’s also talk about the GT2 RS. It is still mental. The 991.2 GT2 RS is powered by a 3.8 L twin-turbocharged flat-6 engine that produces a maximum power of 700 PS (515 kW; 690 hp) at 7,000 rpm and 750 N⋅m (550 lb⋅ft) of torque, making it the most powerful 911 ever built. Unlike the previous GT2 versions, this car is fitted with a 7-speed PDK transmission to handle the excessive torque produced from the engine. Porsche claims that this car will accelerate from 0 to 60 mph in 2.7 seconds, and has a top speed of 340 km/h (210 mph). It is by far the most expensive and extreme 911 available and is really only useful on track.
Finally, it seems the 991.2 will end its run with the limited edition Porsche 911 Speedster. The concept cars’ body is based on the 911 Carrera 4 Cabriolet, with front and rear bonnet are made from lightweight carbon fibre composite while the chassis was taken from the 911 GT3. Couple a naturally-aspirated flat-six engine developing more than 500 hp and a manual gearbox in that classic speedster design and I’m sure all 1,948 units of the open-top two-seater will be sold pretty quickly.
Variants: Carrera Coupe & Cabriolet, Carrera T, Carrera 4 Coupe & 4 Cabriolet, Carrera 4S Coupe & 4S Cabriolet, Carrera GTS Coupe & GTS Cabriolet, Carrera S Coupe & S Cabriolet, GT2 Coupe, GT2 RS Coupe, GT3 Coupe, GT3 RS Coupe, Targa 4 & Targa 4S & Targa 4 GTS, Turbo Coupe & Turbo Cabriolet, Turbo S Coupe & S Cabriolet
Porsche 911 – 992 Generation (2019 – )
Coming Soon ?
How To Tell Porsche 911 Generations Apart
We started to write about the evolution of the Porsche 911 and realized sometimes a picture is worth a thousand words. We are putting together a Porsche 911 through the years image that compares all the generations and traces the iconic Porsche 911’s lineage through the ages. Stay tuned.
October 8, 2018 / Comments Off on Guide to the 911: All The Porsche 911 Generations Explained
At last count there are about 138 SUVs and trucks available for sale in the United States. Almost all of them have non-exciting engines, are slow accelerating and are so boring that many of them have sleep sensors to alert you when you inevitably fall asleep or die of boredom behind the wheel.
It looks like bad news for car fans, especially as SUVs continue take market share according to car sales data published each month. If you dig further into the data is looking like luxury SUVs are the fastest growing segment and account for almost 60% of luxury vehicle sales. Each month it seems there are new luxury models and they get gobbled up by the car buying public.
We get it. SUVs give you elevated driving position, all-wheel drive (often), lots of space, they look good and are practical for families. For car people, the true fanatics of automotive performance, we need more. We want our SUVs to be fast, agile and fun. We want the fast SUVs whether they are small, medium or large. Whether entry level or luxury level, they need to have performance in mind. We want them to line up at the lights against our sports car friends and shock them at their ferocity off the line. Yes, that is the SUV we want.
With that in mind we started by going through every SUV you can buy today to find the fastest, most powerful, agile and fun. We were pleasantly surprised to find almost twenty SUVs that we considered “not boring”. The criteria wasn’t just straight line speed or engine size or horsepower. It had to be special and it had to be considered a true performance machine when compared to a sporty sedan. No free passes.
Our friends have an interesting (although not surprising) approach. Take AMGs twin-turbo V8/V12 engines and stuff them into their SUVs. Good plan. Same goes for the folks at BMW who never met a twin-turbo V8 they didn’t want to shoehorn into the X5M and X6M. Both AMG and BMW have SUVs easily in the high 500 horsepower range. These horsepower monsters are great straight line performers, but are also surprisingly good in corners when thrown around. If you want your performance SUV to handle like a sports car, don’t worry because there are some genuinely great canyon carvers on the list too. Alfa Romeo arguably has the most fun SUV around in this regard, taking their cracking twin-turbo 2.9 L V6 with 505hp, adding it to the Stelvio to create the Quadrifoglio version and it is as good as the sedan in the twisty stuff. If you want ultimate performance then look at Lamborghini Urus (yes, Lamborghini also makes an SUV these days) or Cayenne Turbo, both very serious solutions if you want to destroy anybody in a race.
While we’re on performance, I was shocked when I looked at some of the performance numbers and had to fact check to make sure there were not mistakes. Sure, I have come to expect big horsepower numbers these days, but I did not expect sub 4 second 0-60 mph times in 2+ ton SUVs. Nuts. For instance you can go from zero to 60 mph in 3.6 seconds in the Lamborghini Urus and the Tesla Model X P100D with ‘Ludicrous Speed’ upgrade does it in 2.8 seconds. Holy crap. Speaking of electric SUVs we found some tasty performers in the Model X and the Jaguar I-Pace S, a good sign for electric SUVs and serious performance fans.
Price wise this is an expensive segment. We focused on the top of the performance heap so as expected there are a lot of luxury brands on our list. If you want the fastest SUVs expect to pay well into the six-figure range. In fairness, these SUVs have beautiful interiors, are loaded with tech and safety equipment. The interior materials and build quality are off the charts. If you want performance on a budget, then cars like the Jaguar I-Pace S or the Audi SQ5 (not on our list) can be had for under $70,000.
So here it is. The fastest, more powerful and highest performance SUVs you can buy today:
The 10 Most Powerful SUVs (Horsepower & Torque Figures)
#
Name
Price
Power
Torque
1
Tesla Model X P100D ‘Ludicrous’
$140,000
762 hp
791 lb/ft
2
Jeep Grand Cherokee Trackhawk
$86,000
707 hp
645 lb/ft
3
Lamborghini Urus
$200,000
641 hp
627 lb/ft
4
Maserati Levante Trofeo SUV
$169,980
590 hp
538 lb/ft
5
Mercedes-AMG GLS 63 4Matic
$126,295
577 hp
561 lb/ft
6
Mercedes-AMG GLE 63 4Matic
$111,860
577 hp
561 lb/ft
7
Range Rover Sport SVR
$113,600
575 hp
461 lb/ft
8
BMW X5 M
$102,695
567 hp
553 lb/ft
9
BMW X6 M
$102,695
567 hp
553 lb/ft
10
Rolls Royce Cullinan
$350,000
563 hp
627 lb/ft
The 10 Fastest SUVs (0 – 60 mph Acceleration and Top Speed)
#
Name
Engine
0-60 mph
Top Speed
1
Tesla Model X P100D ‘Ludicrous’
Electric
2.8 sec
155 mph
2
Jeep Grand Cherokee Trackhawk
Super 6.2L V8
3.5 sec
180 mph
3
Lamborghini Urus
Turbo 4.0L V8
3.6 sec
190 mph
4
Maserati Levante Trofeo SUV
Turbo 3.8L V8
3.7 sec
187 mph
5
Mercedes-AMG GLC 63 S
Turbo 4.0L V8
3.7 sec
174 mph
6
Porsche Cayenne Turbo S
Turbo 4.8L V8
3.8 sec
176 mph
7
Alfa Romeo Stelvio Quadrifoglio
Turbo 2.9L V6
3.8 sec
176 mph
8
BMW X5 M
Turbo 4.4L V8
3.8 sec
160 mph
9
BMW X6 M
Turbo 4.4LV8
3.8 sec
156 mph
10
Rolls Royce Cullinan
Turbo V12
4.0 sec
155 mph
The Best SUVs In Detail
Lamborghini Urus
Price: From $200,000
Power: 641 hp
Torque: 627 lb/ft
Engine: Twin-turbo 4.0L V-8
0-60 mph: 3.6 sec
Top Speed: 190 mph
Lamborghini calls the Urus is the world’s first Super Sport Utility Vehicle. “Luxury, sportiness and performance meet comfort and versatility”. Ok then. We can tell you that the Urus is exactly what you expect from an SUV made by Lamborghini. It has the driving dynamics and performance of any SUV we have driven. It looks aggressive and stylish and is clearly a Lambo (including bright colored paint jobs). Wild styling and ferocious performance in an SUV package. Yep, its a Lamborghini ok.
Mercedes-AMG GLS 63 4Matic
Price: From $126,295
Power: 577 hp
Torque: 561 lb/ft
Engine: Twin-turbo 5.5L V-8
0-60 mph: 4.3 sec
Top Speed: 165 mph
If you need more room and three rows, then the top of the range Mercedes GLS SUV is the one for you. In AMG GLS spec you get twin-turbo 5.5-liter V-8 with 577 hp. A great seven-speed automatic with all-wheel-drive system helps make the GLS genuinely quick for such a large SUV.
Land Rover Range Rover SVAutobiography
Price: from $208,200
Power: 557 hp
Torque: 502 lb/ft
Engine: 5.0L Supercharged V8
0-60 mph: 5.2 sec
Top Speed: 155 mph
It isn’t just that the Range Rover SVAutobiography Long Wheelbase has 557 horsepower and accelerates like a sports car; it’s that it does it all with a sense of effortlessness and composure, owed in part to the 516 pound-feet of torque, standard all-wheel drive, and eight-speed automatic transmission. This is a vehicle that weighs almost three tons yet can reach a top speed of 140 mph. And despite the 22-inch wheels and low-profile tires, its ride is smooth and comfortable.
Rolls Royce Cullinan
Price: From $350,000
Power: 563 hp
Torque: 627 lb/ft
Engine: 6.75 L twin-turbocharged V12
0-60 mph: 4.0 sec
Top Speed: 155 mph
This is Rolls-Royce making an SUV. We still don’t know many details, but we do know it will be the pinnacle of effortless performance and luxury. The new standard for an SUV.
Tesla Model X P100D ‘Ludicrous Speed’ Upgrade
Price: From $140,000
Power: 762 hp
Torque: 791 lb/ft
Engine: 100 kWh 350 V lithium-ion electric
0-60 mph: 2.8 sec
Top Speed: 155 mph
The Model X is the quickest SUV ever. With standard all-wheel drive, loads of storage and seating for up to seven adults it ticks all the must-have SUV attributed. With 762 horsepower and 791 lb-ft of torque, a 100kWh battery powering all 4 wheels, the Model X P100D hits all our performance requirements. The performance in a straight line is astonishing. Standstill to 60 mph is over in a barely believable 2.8 seconds. That makes it one of the fastest accelerating cars ever and easily the fastest SUV on our list. Sign me up for the electric car revolution if this is what we get.
Maserati Levante Trofeo SUV
Price: from $169,980
Power: 590 hp
Torque: 538 lb/ft
Engine: 3.8 L V8
0-60 mph: 3.7 sec
Top Speed: 187 mph
We went all the way to the top of the Maserati Levante range. This year in March, at the New York International Auto Show, Maserati elevated the model by introducing the Levante Trofeo.
It is the fastest variant in the brand’s budding SUV lineup and a vehicle built specifically for overseas markets. Whereas the original Levante’s three-liter, twin-turbo V-6 engine churned out a maximum of 430 hp, the Trofeo’s 3.8-liter, twin-turbo V-8 delivers 590 hp (at 6,250 rpm) with 538 ft lbs of torque (at 2,250 rpm). The Trofeo sprints to 60 mph in 3.7 seconds and produces a top speed that is more than 23 mph faster than the entry level Levante.
Bentley Bentayga
Price: From $229,100
Power: 600 hp
Torque: 664 lb/ft
Engine: Twin-turbo 6.0 L W-12
0-60 mph: 3.6 sec
Top Speed: 187 mph
This is an ugly SUV but boy is it world class in every other department. It has a powerful twin-turbo 6.0-liter W-12 that makes 600 hp and 664 lb/ft of torque, rocketing the heavyweight to 60 in 3.6 seconds. The interior can be configured a number of ways and is chock full of the most sumptuous leather and high end elements you could ever want in a car. Luxury SUV at its best.
Alfa Romeo Stelvio Quadrifoglio
Price: From $81,390
Power: 505 hp
Torque: 440 lb/ft
Engine: Twin-turbo 2.9 L V6
0-60 mph: 3.8 sec
Top Speed: 176 mph
This is the most fun car on this list. Period. The end. Its 505-hp engine is the same as the coupe QV and it is an absolute masterpiece. Couple the cracking engine with the sexiest of all SUV designs we have seen in years and you know you are looking at something special. No doubt about it, the Stelvio Quadrifoglio raises the performance bar. It is just awesome. Alfa Romeo claims it’ll go from 0-60 mph in 3.6 seconds and having driven it I believe it. Can’t say I hit the claimed top speed of 176 mph but given how hard this thing pulls all the way to 100mph it wouldn’t shock me if they were being conservative.
The fantastic thing about the Quadrifoglio is that it really is a driver’s SUV. It’s no less capable than any high-end sport sedan and it’ll go up against the best on the market – all while carrying more cargo in the back and providing you with a more elevated view of the road ahead. Ultimately, this is more than just a high-performance street SUV. This is a fully-trackable SUV that would probably embarrass some highly regarded performance cars at a track day event. In fact, it recently destroyed the record for an SUV at the Nurburgring with a time of 7 minutes and 51.7 seconds. That’s not just impressive, that’s mind-boggling.
Jaguar I-Pace
Price: from $69,500
Power: 394 hp
Torque: 512 lb/ft
Engine: Battery Electric Vehicle (BEV)
0-60 mph: 4.5 sec
Top Speed: 124 mph
The Jaguar I-Pace is an electric SUV that blends luxury and performance – exactly what you’d expect from the British automaker. The key performance advantage from electric engines is the lack of a torque curve, meaning all 512 pound-feet are available at all times. That, plus standard all-wheel drive, makes the I-Pace quicker than many conventional vehicles with significantly more horsepower. The I-Pace has a range of 240 miles from its 90-kWh battery.
Macan Turbo (With Performance Package)
Price: From $87,700
Power: 440 hp
Torque: 442 lb-ft
Engine: 3.6 L V6 twin turbo
0-60 mph: 4.2 sec
Top Speed: 169 mph
The Macan Turbo (with performance package) is a compact SUV that is all about performance. Five doors, five seats, decent space for the family and a 440-hp twin-turbo V-6 mated to a seven-speed transmission with all-wheel drive. The $10k performance package gets you an additional 40 horsepower and 36 lb-ft of torque over the Turbo Macan and we say it is totally worth it.
It is crazy fast and we guarantee that any purist will fall in love with this diminutive Porsche daily driver. For that extra money you also get lower ride height, 5mph higher top speed, standard sport exhaust, Sport Chrono package and bigger front brakes. The interior is handsome but small. As with all Porsches, performance comes at a steep price; if you want to blend serious performance with versatility, however, the Macan Turbo has few peers.
Blistering acceleration, sports-sedan handling, athletic silhouette. At the test track, its 3.7-second zero-to-60-mph run and 12.4-second quarter-mile beat those of the already blistering Macan Turbo by 0.5 second each. A relatively low seating position gives it a sports-sedan feel from behind the wheel, and the Macan’s weight transfers fluidly and predictably through corners.
Sure, you won’t confuse this Porsche’s steering feel with that of a Boxster or a 911, but its precision is unimpeachable and for a 4500 pound crossover is way better than you imagine it should be. This is a daily driver that goads you into driving harder, with sky-high cornering limits and progressive controls that instill confidence no matter the speed. Pin the throttle while exiting a corner and the car squirms for a beat as the all-wheel-drive system and the optional torque-vectoring system quickly work out the best way to send all that power to the ground.
Mercedes-AMG GLC 63 S / AMG GLC 63 S Coupe
Price: From $80,750
Power: 503 hp
Torque: 516 lb/ft
Engine: Twin-turbo 4.0L V-8
0-60 mph: 3.7 sec
Top Speed: 174 mph
The twin-turbo 4.0-liter V-8 from the C63S makes its way into the GLC and GLC Coupe. You will need to opt for the S version to cross the 500 horsepower mark. With 503hp and 516 lb-ft in Mercedes mid-sized SUV it hustles to 60 in a rapid 3.7 seconds. Not bad for an SUV that is used every day to ferry kids around.
Mercedes-AMG GLE 63 4Matic / GLE 63 S Coupe 4Matic
Price: From $111,860
Power: 577 hp (GLE63 S)
Torque: 561 lb/ft (GLE63 S)
Engine: Twin-turbo 5.5L V-8
0-60 mph: 4.1 sec
Top Speed: 155 mph
The GLE63 gets a twin-turbo 5.5-liter V-8 that makes 550 hp (577 hp in S trim) and a seven-speed auto; all-wheel drive is standard on all. Handling and braking are surprisingly athletic, too, despite the SUV bodywork.
Porsche Cayenne Turbo / Turbo S
Price: From $124,600
Power: 550 hp (570 hp for S)
Engine: Twin turbo 4.8L V-8
Torque: 590 lb/ft
0-60 mph: 3.8 sec
Top Speed: 176 mph
Despite their size and weight, the Cayenne Turbo and Turbo S are quicker than ever. The Cayenne gets a new 4.0-liter twin-turbo V8 that has the turbos inside the V of the cylinders of the engine. Porsche says that shortening the exhaust paths into the turbochargers on this engine made the engine more responsive and improved power delivery. It reaches 60 mph in 3.7 seconds with the optional Sport Chrono Package.
The BMW X5 M is a heavy SUV with a military grade twin-turbo V8 generating 567 hp that helps propels it from zero to 60 mph in 3.8 seconds. Given its size and weight this is also a great handling SUV that feels more like a sports car to drive.
BMW X6 M
Price: From $102,695
Power: 567 hp
Torque: 553 lb/ft
Engine: Twin-turbo V-8
0-60 mph: 3.8 sec
Top Speed: 156 mph
The X6 M is just like the X5 M with its own unique style. Just like the X5 M it is fast and handles amazingly well for a 5000+ pound SUV. Definitely less practical than the X5 M but it looks cooler.
Dodge Durango SRT
Price: From $62,995
Power: 475 hp
Torque: 470 lb/ft
Engine: 6.4-liter V-8
0-60 mph: 4.4 sec
Top Speed: 180 mph
New for 2018, the SRT package allows the Durango to do things rarely seen in the midsize SUV class, though it comes at a luxury price. It has a 475-hp 6.4-liter V-8, driving all four wheels through an eight-speed automatic. It hits 60mph in 4.4 seconds and tops out at 180mph. The eight speed auto works well and handles the abundant 470lb/ft of torque very well. Bonus for parents with four kids, there is room for six. Its a muscle-car SUV in a family-friendly package.
Land Rover Range Rover Sport SVR
Price: From $113,600
Power: 575 hp
Torque: 461 lb/ft
Engine: 5.0 L V8
0-60 mph: 4.3 sec
Top Speed: 162 mph
We love the Range Rover Sport and have been big fans of its supercharged 5.0-liter V8 for a long time. The eight-speed automatic is silky smooth and helps the big SVR haul in 60 mph in 4.3 seconds. Dripping in style and luxury this is an SUV can also handle the rough stuff. As Car & Driver said: “No rival better mixes handling prowess, off-road talent and an SUV sense of functional plushness. But more importantly, none comes close the lewd sense of fun it keeps so amply on tap”.
Jaguar F-Pace SVR
Price: From $79,990
Power: 550 hp
Torque: 502 lb/ft
Engine: 5.0-liter supercharged V8
0-60 mph: 4.1 sec
Top Speed: 176 mph
A Jaguar sports car by Special Vehicle Operations (SVO) the F-Pace gets a supercharged 5.0-liter V8 and a top speed of 176 mph. The F-Pace is the most stylish and fast Jag you can buy for your family. It turns the great F-Pace into a real performance machine. It comfortably seats five and has more than enough cargo space when compared to others in the small SUV segment. The ultimate Jaguar performance SUV.
Jeep Grand Cherokee Trackhawk
Price: From $86,000
Power: 707 hp
Torque: 645 lb/ft
Engine: 6.2 L V8
0-60 mph: 3.5 sec
Top Speed: 180 mph
This is a Jeep with a supercharged 707-horsepower engine and 645 lb/ft of torque – what is there not to love? The V8 is the same unit used in the Hellcat Challengers and Chargers by Dodge and it transforms the Grand Cherokee. While you would be just as happy opting for the Cherokee SRT, we say go all the way and order the Trailhawk. It is a good looking, rugged SUV, has comfortable seats and nice enough cabin. The infotainment system comes with Apple CarPlay and Android Auto and works really well. Add that 707hp engine, all-wheel drive, an eight-speed automatic, and a 0-60 mph time of 3.5 seconds and this may be the one for me. America’s answer to high-performance SUVs from Europe surprised us and made us smile from ear to ear.
September 17, 2018 / Comments Off on Best SUVs – The Fastest, High Performance SUVs Money Can Buy
GTC, Stradale, Scuderia, Speciale and Pista. We explore Ferraris hardcore, track-inspired mid-engined “Special Series” masterpieces.
Recently, Ferrari launched the 488 Pista and Pista Spider, the latest in a brilliant line of track-inspired mid-engined “special series” road cars. It is the successor to Ferrari’s V8-engined special series – the 360 Challenge Stradale, 430 Scuderia and 458 Speciale – all critically acclaimed performance cars and some of the most desirable Ferraris on the market. Collectors love them as they hold/grow in value while fans drool over the chance to own these very limited edition machines.
The thing that makes these Ferraris so special is that they feel special, they feel better than other Ferraris. They follow a simple formula where numerous small changes are put them together to transform already great cars into pure perfection. The track inspired special series Ferrari formula is simple. Take a “normal” mid-engined V8 Ferrari and make it lighter, sharper, more aggressive and more exciting. Each generation is better than the previous generation, marking a significant step forward from the previous special series in terms of both sporty dynamics and the level of technological carry-over from racing. The name is, in fact, a direct homage to Ferrari’s unparalleled heritage in motor sports.
It all started in 1993 with a special edition Ferrari V8 you’ve never heard of, the 348 GT Competizione. This was Ferrari’s first homologation special after the magnificent 288 GTO. Built in order to complete in the international GT3 class, Ferrari took their (average at best) entry level, mid engined car and got to work turning it into the ultimate street Ferrari 348. The formula was the same for the Challenge Stradale, 430 Scuderia, 458 Speciale and now the Pista. The interiors are stripped down from all un-necessities like carpeting and leather upholstery, making the cars lot lighter than their normal Ferrari donor. Engines are improved with more horsepower. Electronics and chassis improvements are all focused on performance, while bodywork is altered with aerodynamic efficiency in mind.
The end result are rare, expensive and worth every penny supercars. They are absolutely epic cars and some of our favorite Ferraris ever. Lets dive into the special editions below and tell you all about each one.
Ferrari 348 GT Competizione
Year(s): 1993 / Engine: 3.4L V8 / Power: 315bhp @ 7,200 rpm / Torque: 239 lb/ft @ 5,000 rpm / Power to Weight: 250 bhp/ton / 0-60 mph: 5.3 seconds / Top Speed: 170 mph (estimated) / Units Built: 50 / Verdict: The template was set.
The regular 348 sucked. It was heavy, underpowered and dynamically horrible. Homologation for GT racing transformed it. The 348 GT Competizione was designed specifically for the GT Championship on the 348 GTB platform.
The base 348 went on a 420 pound diet thanks to lots of Kevlar and carbonfiber. The engine had 3.4 liter V8 that generated 315hp (only difference from base 348 was a more free flow exhaust). Power to weight was the same as the later F355. Inside was a serious race car makeover with carbon seats and drilled aluminum pedals and the removal of carpets and other creature comforts like air-conditioning and even floor mats. Stiffer suspension, unassisted steering, shorter gearing, competition clutch and bigger brakes (no ABS) and a short 25/27 gear ratio and a racing clutch with reinforced discs made it a properly engaging car (something that could not be said for the base 348). Even the suspension was modified for racing with rigid rose joints, competition-ready dampers and springs. The standard car’s 17” wheels were replaced by 18” ones with 239/635/18 tires to the front and 265/645/18 to the rear.
Just 50 were built, making it one of the rarest road-going Ferraris. Good luck finding one.
Ferrari Challenge Stradale
Year(s): 2003 / Engine: 3.6L V8 / Power: 420 bhp @ 8,500 rpm / Torque: 275 lb/ft @ 4,750 rpm / Units Built: ~1,300 / Verdict: Potentially the best sounding car ever.
Ferrari skipped making a special edition F355 (they did build a F355 Challenge race car but there was no road car version). We waited until the 360 to get the true successor to the 348 GTC. Compared with a regular 360 Modena, weight was reduced significantly and the engine was tweaked.
The Challenge Stradale was much more than a redressed 360 with extra power. Its bare-bones approach and subtle styling changes only hint at the thoroughbred under the skin: this is a road-legal car that is entirely race-ready and at home on track. It offered enthusiasts genuine race car performance and features in an accessible, street-legal package that is built on top of a standard production model donor car.
The main goal for the 360 Challenge Stradale was to take 3 seconds off the 360’s Fiorano lap record. He and his team succeeded.
Starting with the 360 Modena, Ferrari engineers removed all equipment deemed superfluous in order to shed weight, lowered and stiffened the suspension, and fitted massive alloy wheels. Inside, the two passengers were treated to bucket seats with racing harnesses and Plexiglas windows. The huge performance gains can largely be attributed to increase in power and a reduction in weight. Ferrari put the 360 on a titanium and carbon fiber diet which shed 243 lbs (110 kgs) off the car.
Having an all-aluminum monocoque and a flat-plane V8 whipping out 395 bhp, the 360 Modena had raised Ferrari’s standards from the preceding F355 that came before it. The Stradale took things further got the 3.6-liter V8 up to 425-hp. Fine tuning is how the engineers at Ferrari extracted more power. Higher-compression combustion chambers, polished ports, and a larger intake tract all contributed. Attached was a dual-flow exhaust which, by means of a valve bypassed most of the deadening for a blaring symphony of noise. This wail is distinctive of the Stradale and is enough of a reason for it to make our list.
Around 1200-1300 are believed to have been made so it is still relatively rare but not impossible to find.
Year(s): 2007 / Engine: 4.3L V8 / Power: 503 bhp @ 8,500 rpm / Torque: 347 lb/ft @ 5,250 rpm / Power to Weight: 378 bhp/ton / 0-60 mph: 3.6 seconds / Top Speed: 198 mph / Units Built: 1,800 / Verdict: The sweet spot.
The extreme version of that already awesome F430 and one of our favorite cars ever was the F430 Scuderia. The 430 Scuderia was a truly high-performance 2-seater berlinetta that demonstrated how Ferrari’s Formula 1 know-how is carried across to its production cars. Fitted with a naturally-aspirated 4308cc V8’s and 510 hp at 8500 rpm it is one of the best engines ever.
The F430 Scuderia built on the now familiar special series recipe. Light, largely composite bodywork, aero tuned for extra downforce in corners, a stripped out interior and fettled engine and electronics. The F430’s 220 pound weight loss program came from removing carpeting, glove box, and radio. Trim was carbon fiber, floor mats were out in favor of aluminum plating.
Where the 458 took performance to another level and things have continue to escalate from then on, the F430 Scuderia feels like the real sweet spot in terms of cars that can actually be enjoyed and really tested on the road. It was the last Ferrari to use the “F1-style” paddle-shift transmission before they switched to dual-clutch so it has a level of engagement that later models are missing. The F1 Superfast 2 gearbox gave rapid gearchanges and coupled with the F1-Trac traction control and E-Diff electronic differential it deployed power to maximum effect. While peak power was only 20bhp up on the regular F430, the ferocious way it was delivered when all of these things combined was something else and it transformed the way to Scud felt.
At Fiorano it lapped faster than the Enzo. It is thought as many as 1,800 units were made.
Year(s): 2009 / Engine: 4.3L V8 / Power: 503 bhp @ 8,500 rpm / Torque: 347 lb/ft @ 5,250 rpm / Power to Weight: 378 bhp/ton / 0-60 mph: 3.6 seconds / Top Speed: 198 mph / Units Built: 499 / Verdict: A genuine hardcore soft-top Ferrari
This was the last Ferrari F430. The limited edition (only 499 we built) Scuderia Spider 16M was built to celebrate Ferrari’s 16 Formula One constructors’ championships and it is based on the Ferrari Scuderia coupe. The basics are the same as the Scuderia with the 16M getting the higher compression 4.3 liter V8 that is good for an extra 20bhp and 4 lb/ft torque over the base Spider. Bodykit, aero, suspension, interior and electronics are all fettled like the Scuderia coupe too. The 16M weighs in around 3300 pounds, about 200 fewer pounds than an F430 Spider, or just over 200 more pounds than a 430 Scuderia.
Did the changes make a difference? You bet. Ferrari clocked the Scuderia Spider 16M around Fiorano test circuit and said it was faster than any open-top road car it has ever built. It isn’t just track performance though, because the best part about the 16M is the way it combines hardcore performance with daily driver usability. This is an open top car remember so it is a good thing that the suspension is adjustable and in its softest settings is actually quite good at massaging away the hardcore nature of the rest of the package.
Perhaps the best part of the 16M is that it intensifies the Scuderia experience. With the top down the noise is just absurdly good. That flat plank V8 Ferrari engine, all 503hp revving to 8,500 rpm is the best thing you have ever heard, the closest thing to an F1 engine you will ever experience. Today’s turbocharged Ferraris don’t come close to the same intoxicating excitement. \It is an astonishing car.
Year(s): 2013 / Engine: 4.5L V8 / Power: 597 bhp @ 9,000 rpm / Torque: 398 lb/ft @ 6,000 rpm / Power to Weight: 4350 bhp/ton / 0-60 mph: 3.0 seconds / Top Speed: 202 mph / Units Built: ~2,000 / Verdict: The end of an era. Perfection
Let’s start by saying that this is absolutely our favorite car ever. Period, full stop, the end. It took the already epic “entry level” 458 and with the Speciale, Ferrari amped everything up to 11. It is arguably the best naturally aspirated sports car in history.
The 458 Speciale was the last naturally-aspirated V8 Ferrari and the engine was at its peak in terms of evolution. Mid-engined 4.5-litre V8 with flat-plane-crank, sky high 9,000 RPM redline, insane 597 bhp and 398 lb-ft of torque, making this the most powerful naturally aspirated V8 ever built at Maranell. The Speciale was one special Ferrari.
Performance was astonishing for a naturally aspirated car. The 0-62 mph sprint was over in 3.4 seconds and top speed was over 200 mph. More importantly, the Speciale does everything well. It took the already amazing 458 and somehow made it better, faster and more fun to drive. Gearshifts were faster, the active aero tuned to maximize downforce in corners and minimize drag on the straights, and the brakes were adapted from the LaFerrari. Steering response times and lateral g were the best ever recorded for a Ferrari production car. New for the Ferrari Speciale was the Side Slip Angle Control (SSC), which used sensors and the E-Diff to help the committed driver to hold lurid tail-slides.
No official production numbers, but it is thought to be about 2,000 units. The best V8 Ferrari ever? You bet.
Year(s): 2013 / Engine: 4.5L V8 / Power: 597 bhp @ 9,000 rpm / Torque: 398 lb/ft @ 6,000 rpm / Power to Weight: 4350 bhp/ton / 0-60 mph: 3.0 seconds / Top Speed: 202 mph / Units Built: 499 / Verdict: Most powerful naturally-aspirated V8 open top ever
The Speciale A followed the 16M’s exclusivity formula with just 499 units made. Unlike the 16M which had a fabric roof, Ferrari decided the Speciale A should have the same folding hard-top as the regular 458 Spider. That adds weight and had many pundits concerned that the Speciale A was more of a marketing exercise than the awesome 16M. At 1445kg the numbers were worrying for hard core fans. To offset its weight, Ferrari did the right thing and added the same powerplant as the Speciale to its open top sibling. As a result, the 458 Speciale A sports the most powerful naturally-aspirated road-going V8 engine ever built by Ferrari with a massive 597 hp at 9000 rpm.
Performance wise, the Speciale A was an absolute beast, sprinting to 62 mph in just 3.0 seconds and logging a Fiorano test track lap time of 1:23.5. It combined extreme performance with the intimacy of open-top driving. Like the Scuderia 16M the open top makes the engine and even bigger part of the overall experience. Like the Speciale coupe the open top has a raft of aerodynamics, chassis and electronic improvements all designed to make it hardcore and livable at the same time. Probably the best open top performance car we have ever seen.
Year(s): 2018 / Engine: 3.9 liter Twin-Turbo V-8 / Power: 711 hp @ 8000 rpm / Torque: 568 lb/ft @ 3000 rpm 0-60 mph: 5.3 seconds / Top Speed: 211 mph / Verdict: Turbocharging can be awesome too
Ferrari first unveiled its new track-focused 488 variant at the Geneva Motor Show in March 2018. Given the moniker “Pista” – which translated from Italian, means “track” – the latest iteration of Ferrari’s mid-engined V8 is faster than ever before and pays homage to the manufacturer’s remarkable motorsports heritage. The new 710-horsepower 488 Pista is the current successor to Ferrari’s famed v8-engined special series, which boasts the 360 Challenge Stradale, 430 Scuderia and 458 Speciale in its lineage. While Ferrari is now taking orders for the Pista, an official release date and U.S. pricing have yet to be confirmed.
While there have not yet been any test drives of a 488 Pista production-spec model, a select group of very lucky automotive journalists were able to take a test mule out for some hot laps at Ferrari’s private racetrack – Fiorano Circuit near Maranello, Italy. With an official test driver, the car is reported to complete a lap of Fiorano in 1:21.5; a very distinguishable 1.5 seconds quicker than a 488 GTB.
UK news site, The Week, provided a compilation of what some of the critics had to say. Overall, reports from the likes of Auto Express and Top Gear note the Pista’s bang-for-buck as a“hypercar-beating machine” and provide plenty of praise for its special handling characteristics, super-accurate steering and “brilliantly balanced chassis”. It is a car that is“just as at home on the road as it is on the circuit”, they add.
Autocar reports that Ferrari 488 Pista pricing starts at £252,695, which means that we can expect U.S. pricing to begin north of the USD $340,000 mark. Don’t worry though because they’re all sold out so even if you did want one you would out of luck.
Earlier this year, we reviewed the 2019 Ferrari 488 Pista – Ferrari’s most powerful V8 ever. The 488 Pista is the marque’s latest Special Series model and – following in the footsteps of its predecessors – epitomizes the pinnacle of Ferrari road cars. Ferrari decided to surprise the world with a Spider version at this year’s Pebble Beach Concours D’elegance event in California, taking place in late August. The Spider is a convertible with a removal hardtop, though some would argue it functions more closely to targa top vehicle. Ferrari also revealed that the new Pista Spider will become the 50th convertible model in the company’s history.
The Ferrari 488 Pista Spider is powered by the same engine used in the coupe – a twin-turbocharged 3.9L V8 which produces a magnificent 711-horsepower and 568 lb-ft of torque.
The Spider weighs 200 pounds more than the coupe, but despite the extra hardware needed to accommodate the removable hardtop, it is remarkably still able to achieve 0-100 km/h in 2.85 seconds – the exact same as the fixed-roof variant. Thanks to proper aerodynamics, the Spider also manages to equal the coupe’s top speed of 340 km/h, so long as the hardtop remains on.
Elsewhere on the car, the Spider differentiates itself from the coupe by way of a larger front splitter, a new deck lid and side skirts, and a redesigned rear diffuser. The Spider is also fitted with special livery – a central stripe that runs the length of the car which Ferrari proclaims, “recalls the movement of the airflow and exalts the lines of the car”. Exclusive options such as one-piece carbon fibre wheels (in lieu of the standard also-unique-diamond-finish alloy wheels) will also be made available on the convertible.
While the Ferrari 488 Pista Spider is still considered a concept with no release date or pricing information yet, we do expect that the car should enter production in the near future. Ferrari has openly acknowledged the popularity of convertibles – particularly in the U.S. – and will be incentivized to to appeal to their demand.
