Tag Archives: sports cars

Forgotten Cool Cars from the Eastern Bloc

admin • December 22, 2021

KD SPORT 900

Forgotten Cool Cars from the Eastern Bloc
- image 1041598

The KD sport 900 was conceived by a number of enthusiasts and artisans in 1963. It was unique with a great design that earned it the nickname of the Soviet Porsche. Structure-wise, it also had all the makings of a fast car, including the 500-kilogram weight and two-seater fibreglass body, though the mechanical bit was a letdown. The KD featured an air-cooled 900 cc engine that produced a maximum of 30 horsepower leading to a top speed of 74 miles per hour. Numbers like that made it one of the very underpowered, and the low budget issues meant only a small-scale production of 6 cars by 1969 before the project was shelved. There are one or two which still survive, though.

Yuna

Like the KD, the Yuna is a small-scale production car produced by Georgi and Stanislav Algebraistov. The exterior had features that resembled the Ferrari Testarossa and the Lotus Esprit. It was made in 1982, so the styling of the time was a significant influence. Interestingly, it is the only custom-built sports car from the Soviet Union period that currently runs today. The performance figures for the Yuna are somewhat ambiguous due to the custom settings, but it did have the engine from a BMW 525i, meaning a 2.5-litre engine rated at an estimated 150 horsepower. The Yuna also had power windows, and the exhaust was upgraded to produce a better sound.

Melkus RS 1000

Forgotten Cool Cars from the Eastern Bloc
- image 1041594

The Melkus was initially made by Heinz Melkus in 1968 to celebrate the two-decade anniversary of the GDR RS and debuted at the Brussels Motor Show in 1970. The body was composed of polyester resin reinforced with fiberglass, and the base models only weighed 680 kilograms. Despite the weight advantage, the 1-liter, three-cylinder engine only managed 68 horsepower, which meant a top speed of 102 miles per hour. It did feel quite fast, though with a loudness of 90dB. However, the body was prone to crosswind and common flick oversteer. It also had no airbags or ABS. That being said, it was beautiful to look at.

FSO Syrena Sports

Forgotten Cool Cars from the Eastern Bloc
- image 1041595

The FSO Syrena Sport was a Polish concept car developed during the late 50s by Cezary Narwot, a mechanical engineer and constructor. When he designed this model, Nawrot got his inspiration from western cars. It is probably why the car had a few design similarities to the Mercedes 190 SL and the Corvette. He opted for an air-cooled 700 cc, flat-twin S16 engine producing an estimated 35 horsepower. The Syrena was quite good in the corners despite the lacklustre performance due to the independent rear suspension. From the time that it debuted in 1960, it became a sensation. In fact, there was a newspaper outlet in Italy that dubbed it the most beautiful car from behind the Iron Curtain.

Stratopolonez

In 1977, the Polish Prime Minister’s son, Andrzej Jaroszewicz, participated in the Malboro Arctic Rally in a Lancia Stratos and crashed it into a tree. The body was in tatters, but the chassis, engine, and other significant parts were salvaged. Rather than let it go to waste, the car was refashioned into what became the Stratopolonez. Considering Jaroszewicz was the then head of FSO research and development, his position was convenient as it led to the development of Delta Integrale styled sports car. The same Dino sourced 2.4-litre V-6 engine delivered 260 horsepower and was linked to a five-speed manual gearbox. It accelerated to 60 miles per hour in five seconds and had a top speed of 143 miles per hour. The Stratopolonez was used in rallying circuits until 1985, before it was retired. No others were ever made, probably because no one bothered to crash and redesign a Lancia Stratos.

ZIL-112 Sports

Forgotten Cool Cars from the Eastern Bloc
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The ZIL-112 was one of the few models from the eastern bloc that competed in races between 1961 and 1969. It had features resembling the Shelby Cobra, aerodynamics, and apparent light body construction allowed for great trackability. Power was derived from two options. One was a 6.0-litre V-8 producing 230 horsepower, while the other was a 7.0-litre V-8 rated at 270 horsepower. Depending on the engine used, the top speed was between 160 and 170 miles per hour. Following land speed record attempts and participation at the domestic USSR Championship races, the Party Committee at ZiL concluded that the model was diverting engineering resources from the flagships of the soviet industry. There was no place in the republic for a car as extravagant as the 112, and only two were ever produced.

Laura

Like the previous entries, the Laura was also a project model courtesy of Dmitry Parfenov and Gennady Hainov. The two enthusiasts wanted to create a sports car that had nothing in common with what the Soviet bloc was producing at the time, hence the Laura. It had a few similar styling attributes to the American GMC DeLorean though the front was decidedly European. Apparently, it was built almost entirely without factory parts, and even the engine was designed and hand-built by the two enthusiasts. Not many technical details are currently available, though concerning the Laura. Scarce mentions place its top speed at 106 miles per hour, and only two were ever made. It was highly praised by the Secretary-General of the Communist Party, Mikhail Gorbachev though, and displayed in numerous international exhibitions.

Porsche 911 Sport Classic Caught Testing

admin • December 22, 2021

Our spy photographers caught the upcoming Porsche 911 Sport Classic out for a new testing session on the public roads of Germany. As you can see the car is missing most of the camouflage which means the testing sessions are pretty much done, and all that is left is mostly fine tuning.

The prototype follows the design lines of the 911 models, but there will be a few distinctive features. First one is of course that little ducktail at the back - a signature of the Sport Classic models. The 911 Sport Classic will also feature a double bubble roof and the lines of the special hood will match perfectly the lines of the roof.

Porsche 911 Sport Classic Caught Testing Exterior Spyshots
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The only camouflage we can see on this prototype is some tape around the sides of the ducktail spoiler and in the middle of the rear light arrangement.

As for the engine, rumors suggest the 911 Sport Classic will get the same engine as the 911 GTS: a 3.0-liter twin-turbo flat-six that delivers 480 horsepower
and 420 pound-feet of torque.

Rumors suggest Porsche will only build 2,000 units of the 911 Sport Classic.

This 1979 AMC AMX Was Never Registered

admin • October 2, 2021

Back in 1979, Bowen-Fischer Motors (est. 1938) – a dealership in Muskegon, Michigan – brought two AMC AMX cars. Both of them were the Sprint version, which was only offered in 1979 and 1980. They stood out with body-colored flared fenders and wild graphics and featured “Rallye-Tuned” suspension, three-way adjustable shocks, 274mm (10.7-inch) front disc brakes, and "Turbocast II" 14-inch alloy wheels, wrapped in Goodyear "Flexten" GT radial RWL (raised white letter) tires, to name a few.

Eventually, one of the two Sprint AMX – finished in Classic Black – sold. The other one was finished in the least common color - Wedgwood Blue. To this day, the car remains unsold, with its certificate of origin, from American Motors Corporation (AMC). The car was eventually stashed away and forgotten in one of the barns at the dealership.

A very rare spec of a rare car

This 1979 AMC AMX Was Never Registered Exterior
- image 1022111 — **This 1979 Sprint AMX has sat in the same showroom for 42 years**

Now, it’s finally ready to meet its first owner

AMC never kept official records of how many were finished in certain colors, but in 1979, just 3,657 AMX were produced. Another 865 units were built in 1980, but it is unknown how many were finished in Wedgwood Blue.

The car eventually started being used by the showroom, as a demonstrator, and for errands, by the showroom owners. It also attended a prom. By 1987, the AMC Sprint AMX has done 30,000 easy miles. There’s also a service record, still attached to the dashboard, which confirms it.

This 1979 AMC AMX Was Never Registered Interior
- image 1022109 — **After 42 years, the AMX is still like new**

Thanks to the dealership’s love for the car, it has been well-preserved and maintained

The only thing that needed to be replaced over the years was the battery. Even the original Goodyear tires are still there, which probably isn’t a good thing. The engine (more on that in a bit) has been thoroughly maintained over the years and never needed to be opened. The exterior and interior, to this day, remain brand new.

Not fast, but ready for engine swaps

This 1979 AMC AMX Was Never Registered Drivetrain
- image 1022120 — **These came with 2 engine options - a 304 V-8 and a 258 inline-6**

This one features the lesser, 4.2-liter mill and makes 110 hp and 209 lb/ft at very low RPMs

If power is what you are after, the AMC Sprint AMX will disappoint. Although it’s known as one of the best-handling American cars of that period, the Sprint AMX came with either a 4.2-liter (258 ci) inline-six or a 5.0-liter (304 ci) V-8. This one, in particular, has the 4.2-liter inline-six unit, which makes 110 horsepower at 3,200 RPM and 209 pound-feet (284 Nm) at 1,800 RPM. Don’t worry, there’s more than enough room for an LS engine, in there.

1979 AMC AMX specifications
Engine	4.2-liter inline-six
Power	110 HP @ 3,200 RPM
Torque	209 LB-FT @ 1,800 RPM

Finally, ready to meet its first owner

This 1979 AMC AMX Was Never Registered Exterior
- image 1022114 — **Sold by Bowen-Fischer Motors, it was one of 2 delivered in 1979**

While the black exampel was sold, the Wedgwood Blue car stuck around and was eventually forgotten

Greg - the current owner of the dealership – still runs the showroom, located at Airline Road. It’s now a Chrysler dealership, although it still retains its license to sell both new and used cars. Because he’s not as attached to the classic collection of unsold and bought-back vehicles, Greg has slowly started getting rid of them and the AMX is ready to meet its new owner. "We’d talked about selling the AMX for the last few years, and now it’s just time to let somebody else enjoy it," Greg said.

The car will finally have to be titled, after over 42 years of waiting for its first owner. It will certainly be one of the most memorable sales, in the history of the showroom.

Source: Hemmings

This Porsche 959 Prototype Is One of Very Few Surviving Examples In Existence

admin • September 18, 2021

This Might Look Like A Production Porsche 959 At A Glance, But It Definitely Is Not

This Porsche 959 Prototype Is One of Very Few Surviving Examples In Existence Exterior
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I wouldn’t criticize you if you tried to say this was a normal Porsche 959, as the body does look pretty similar to the production car. However, this isn’t the case. In fact, as if being one the few surviving examples of just 12 prototypes built didn’t make this car rare enough, it’s also one of the few that were finished in Ruby Red. The car was apparently designed specifically for electric system testing and hot weather testing on the U.S. West Coast and in Europe.

This Porsche 959 Prototype Is One of Very Few Surviving Examples In Existence Interior
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Still need proof that this is an authentic prototype, well that proof comes on the inside. Throughout the testing phase, several different interior layouts were installed, including one with different seats. You can find extra and disconnected electric wiring under the passenger seat along with hard mounts for the electronic testing equipment next to the rear seats. The car is also lacking power steering, ride-height control, a passenger-side mirror, alarm, windshield washer, and the fuel filler cap among other things.

Porsche 959 specifications
Engine	2849 cc Bi-turbocharged flat-6
Bore x stroke	95.0 x 67.0 mm
Compression ratio	8.3:1
Horsepower (DIN)	444 HP @ 6,500 RPM
Torque	370 LB-FT @ 5,500 RPM
Fuel delivery	elect. port injection
Transmission	6-speed manual
0-60 mph	3.7 seconds
Top Speed	197 mph

This 959 Prototype’s History Is Interesting

This Porsche 959 Prototype Is One of Very Few Surviving Examples In Existence Exterior
- image 1018517 — **How much do you think the asking price is?**

Swipe up to learn more about it, see the full gallery, and find a link to the sale listing!

After the Porsche 969 hit the production lines, Porsche destroyed most of the other prototypes that were built alongside this one. This car, however, was imported into the U.S. in the latter half of the 1980s and was displayed like a trophy at the HQ of Vasek Polak – a Porsche importer and dealer. Sometime after that, it was shipped off to Japan for demonstrational activities before being sold to Belgium and later the United Kingdom. The car eventually made it back to its homeland of Germany, where it’s currently on sale. According to the listing, it has just 26,520 km (16,478 miles) on the odometer, but the asking price is a mystery. If you’re interested in owning a very rare care, you’ll have to contract the owner through Mechatronik to find out how much you’ll have to shell out.

Source: Mechatronik

The Ferrari 296 GTB Isn’t Called Dino Because the Dino Wasn’t Up to Ferrari Standards

admin • July 11, 2021

1972 - 1974 Ferrari Dino 246 GTS High Resolution Exterior Wallpaper quality
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Fun Fact: Ferrari Dinos were named based on their engines. The Dino 246, for example, had a 2.4-liter, six-cylinder. The 308 had a 3.0-liter eight-cylinder. This naming scheme isn’t largely used today, as the company has switched to more conventional names like Roma, and Purosnague (is that conventional?) however, the new 296 GTB got it’s name from that old-school style of model designation – it’s powered by a 2.9-liter V-6, hence the 296 nomenclature.

The Ferrari Dino Has Been Coming Back For Years…. Or So They Say

2018 Ferrari Dino Exterior Exclusive Renderings Computer Renderings and Photoshop
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We’ve covered news about a new Ferrari Dino all the way back to 2006, when we assumed Ferrari’s new Porsche 911 and Aston Martin Vantage competitor would bare the name. So, even if you don’t look elsewhere, it’s been nearly two decades that the Dino is allegedly returning. It didn’t help that there were “Dino images” popping up all over the unevolved internet back in ’06, spy shots of a small Ferrari, or rumors about a Geneva Motor Show launch in 2008 The list of supposed reveals and the news never stopped:

The Ferrari 296 GTB Isn't Called Dino Because the Dino Wasn't Up to Ferrari Standards
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And, this doesn’t account for the last four years, in which we quite literally lost interest and finally believed that Ferrari was being honest about not bringing the name back. The truth is that Ferrari really has been working on an entry-level, V-6 powered sports car, despite the fact that Ferrari claimed in 2019, after discontinuing the “affordable” California, that an entry-level model (like the alleged Dino) just wasn’t needed. As it turns out, that was complete crap, which is official now that the 296 GTB has been revealed, but why didn’t Ferrari go with the somewhat iconic Dino name considering the fact that so many people were into the idea?

The Ferrari Dino Wasn’t A Real Ferrari

The Ferrari 296 GTB Isn't Called Dino Because the Dino Wasn't Up to Ferrari Standards
- image 726121

When I say that the Ferrari Dino wasn’t a real Ferrari, I mean that it didn’t live up to Ferrari’s standards, even back in the 1960s and 1970s. That’s why it never wore a Ferrari badge. And you don’t have to take my word for it. British publication Autocar was able to catch up with Ferrari’s commercial boss, Enrico Galliera, who agreed that there are some similarities, like the V-6 engine, but it’s a true Ferrari and not one built in compromise.

“It’s true, there are some similarities – mainly the engine. But the Dino didn’t carry the Ferrari badge, because it was developed to attract new clients, to enter a new segment, and Ferrari accepted some compromises in terms of dimensions, space, performance, and price.

The Ferrari 296 GTB Isn't Called Dino Because the Dino Wasn't Up to Ferrari Standards Exterior
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So, while the 296 Ferrari GTB is the brand’s first V-6 road car since the Dino 246, it’s most certainly not a Dino. And, if you take what Galliera said to heart, there probably never will be another Dino. That name is rooted in compromise, and that’s something Ferrari just isn’t willing to do these days. After all, it’s bad enough that the company is working on an SUV, right? In the end, we can at least put all the Dino name drama to rest and move on once and for all.

Source: Autocar

The Mazda MX-5 Miata Will Live On Though Electrification

admin • June 26, 2021

Keeping the Mazda MX-5 On the Roster Won’t Be So Easy

The Mazda MX-5 Miata Will Live On Though Electrification High Resolution Exterior
- image 614473

Mazda hasn’t been nearly as aggressive as other automakers when it comes to electrifying its range. In fact, the brand’s first EV, the MX-30, isn’t even on the market yet, but is expected to launch in California sometime in the fall of 2021. We also know that the Rotary engine is supposed to serve as a range-extender (electric power generation only) for that very car, but outside of this, the brand has been rather slow to embrace electrification.

Shortly after news that the next-gen Mazda 6 would feature a new inline-six, Mazda released its electrification strategy for the next few years. That plan includes the launch of five hybrid models, five PHEVs, and three EVs between 2022 and 2025, all based on Mazda’s “Skyactive Multi-Solution Scalable Architecture.” Details beyond this were slim, and it has led some to question what will happen to the MX-5 Miata. It fights in a very tough, small niche and will be very difficult to electrify without taking away what makes it special – its lightweight, compact nature and impressive handling.

The Mazda MX-5 Miata Will Live On Though Electrification High Resolution Exterior
- image 614505

Now, a new report from Japanese outlet Kuruma-news says that Mazda Mx-5 will only live on as either a hybrid or an EV. Shortly after that report went out, Motor 1 received confirmation from Mazda via an official statement that at least hints that the company will try to keep the car as nimble and lightweight as possible:

“Mazda is seeking to electrify the MX-5 Miata in an effort to have all models feature a form of electrification by 2030. We will work hard to make it a lightweight, affordable, open two-seater sports car in order to meet the needs of customers."

The Mazda MX-5 Miata Will Live On Though Electrification High Resolution Exterior
- image 614528

So, while we know the Mx-5 will likely live on, we’re not sure as to what end electrification will come into play. Making the Mx-5 all-electric would encourage other automakers to do the same with their compact sports cars, with the Porsche 718 Boxster Concept being the first that comes to mind. And Electric MX-5 could also encourage Honda to bring back the S2000 as an EV, for example, or push Toyota and Subaru to electrify the GR86 and BRZ twins.

The Downside to Electrifying the Mx-5

The Mazda MX-5 Miata Will Live On Though Electrification High Resolution Exterior
- image 614471

There’s no denying that EVs, in general, can put down some serious performance thanks to their instantaneous torque delivery. However, the big downside is that EVs are naturally heavy and generally feature a limited range. When it comes to the MX-5, that is a very crucial thing to keep in mind since it is a lightweight and nimble car that’s also affordable.

Transforming the MX-5 into an EV would be very difficult to keep its lightweight nature intact and, since it’s so small, there’s not a lot of room for battery, which means an MX-5 EV would probably mean little range – maybe even as low as 150 miles.

Of course, that could change in the years to come with advancements in battery tech, but as things sit now, batteries are very heavy and very big, two things that don’t mix well with what the MX-5 is at its core.

Hybridization Could Be The Right Move For the Next-Gen MX-5

The Mazda MX-5 Miata Will Live On Though Electrification High Resolution Exterior
- image 614543

Mazda’s electrification plans aren’t as ambitious as that of other automakers. By 2030, the company expects only 25-perecent of its vehicles to be all-electric with the remaining 75-percent being powering by hybridized internal combustion engines. This is a big deal because going the mild hybrid route means Mazda can cut down on the weight it needs to add since the battery pack will be much smaller. There won’t be any electric range to speak of, but this setup would also open the door for even better performance since even a small electric motor can add a considerable amount of torque to a car’s bottom line – this is exactly how Mercedes is able to scall down to a four-cylinder engine, even in the range-topping AMG versions of the new C-class.

Final Thoughts

The Mazda MX-5 Miata Will Live On Though Electrification High Resolution Exterior
- image 614511

At this point, there’s no telling when we’ll know what Mazda is going to do for sure, but at least we can say that there’s a good chance that the MX-5 will live on until at least 2030, and probably beyond. With the current model hitting the market for the 2015 model year, there’s a good chance the next-gen model will be revealed in 2023 or 2024, and I’m willing to bet it’ll be a mild hybrid. However, that’s not to say that Mazda won’t offer at least one all-electric version of the MX-5. If the R&D is done, it might be a feasible option if there’s actually enough demand for it. Then again, some would argue that Honda bringing back the S2000 as an EV would be a horrible idea, simply because a lot of what made that car special was its engine and chassis. Will the world think the same about the MX-5? Should the car be shelved instead of going electric in the future? I guess only time will tell.

This Hand-Made AMG GT R Speedster Is Beyond Rare

admin • June 19, 2021

Roland A. Bussink commissioned HWA AG – a company that develops components for AMG. Hans-Werner Aufrecht is the founder of HWA AG, as well as one of the founders of AMG. Officially, Mercedes still don’t have a Speedster as the bespoke AMG GTR is not actually developed by AMG. However, HWA’s connection to AMG makes it the next best thing.

The AMG GTR Speedster draws inspiration from the SLR Stirling Moss, as well as Formula One. Its most distinctive feature is the Y-shaped “Speedbow”. It starts from where the windshield used to be – you still get a small Barchetta-style windshield – and finishes behind the headrests, connecting with the rear of the car. It bears striking resemblance to the Halo used in current Formula One cars. In addition to giving it unique and striking new looks, the element provides structural rigidity.

This Hand-Made AMG GT R Speedster Is Beyond Rare Exterior
- image 990709

Initially, the car started life as an AMG GT R Convertible, which made the conversion slightly easier, as less cutting was required. But it’s not just a matter of chopping the roof off. There are many other chassis enhancements, ensuring superior structural rigidity.

You can choose to have the 4.0-liter twin-turbo V-8 in stock trim – 577 horsepower and 516 pound-feet (700 Nm) or you can have HWA bring it up to a mind-blowing 850 horsepower and 767 pound-feet (1,040 Nm).

For comparison, the McLaren Elva engine is generating 803 horsepower, while the Aston Martin V-12 Speedster – “only” 700. There will be only five copies of the Bussink GTR SpeedLegend.

Engine	4.0-liter twin-turbo V-8
Power	850 HP
Torque	767 LB-FT

Source: Bussink

Rare Rides: The 2009 Ferrari 599 GTZ Nibbio Spyder, by Zagato

admin • March 10, 2021

Today marks the second time we’ll feature a Ferrari 599 on Rare Rides. While our first example was a standard GTB with a very questionable color palette, today’s 599 was transformed by Italian coachbuilder Zagato into a very different-looking car.

Rare Rides is no stranger to Zagato-bodied vehicles and has featured the company’s designs on older Ferraris, newer Aston Martins, a Lancia, a Nissan, and an Alfa Romeo. Today’s Ferrari marks the first convertible Zagato seen here. The GTZ started out in life as a 599 GTB, Ferrari’s GT offering that was available from model years 2007 through 2012. Designed by Pininfarina, the 599 had a traditional V12 upfront, driven wheels at the rear, and questionable styling in the middle. Time will tell if the 599 becomes a design classic, but those are tall odds.

Zagato has a history of dabbling in Ferrari styling that dates back to the late Forties with the 1100 Panoramica Zagato, though many of its Ferrari designs never made it past the drawing board. Fortunes changed for Zagato more recently, as wealthy collectors once again began to seek out bespoke designs for their high-end sports cars, no longer satisfied with boring and basic factory looks.

And so it was with the 599, as a customer approached Zagato with a request for a retro-look aftermarket edit. The resulting design was the Nibbio and intended to recall coachbuilt sports cars from the Fifties and Sixties. The 599’s creased front end was fully restyled, replaced by smoothness and rounded vintage-style shapes. Those smooth lines concluded in a high, simplified rear deck area, with a double bubble in the roof for coupe versions. That particular detail was moved to the trunk lid on the Spyder, as Zagato would rework either body style of 599. Owners needed only provide their 599 of choice, as well as the requisite funds.

The Nibbio project was very limited in production, and Zagato built six Spyders and nine coupes. Each one was a custom order, so no two were quite the same in their color theme. Today’s example was not finished until January 2020 and was based on a low mileage 2009 GTB from Switzerland. It was auctioned in February 2021 and was expected to bring around $1.9 million.

[Images: YouTube]

First Drive: 2020 McLaren GT

admin • December 31, 2020

Perhaps not a true grand tourer by definition, but the 2020 McLaren GT does a stunningly good impression.

It is possibly the auto industry’s most abused marketing term: GT. A true GT, or grand tourer, is a sports car capable of effortlessly and comfortably traveling at high speed over long distances with cargo space that will carry more than a toothbrush and condoms.

Certainly, there are cars that meet this criteria, such as the Bentley Continental or Mercedes-Benz SL-Class. But there are others, such as the Kia K5 GT, that use it for marketing effect, as the K5 is far from any enthusiast’s idea of a true GT.

Overview: And so now we welcome the 2020 McLaren GT, the brand’s newest supercar and the first McLaren to be designated a grand tourer, although you’d never know it to look at it. That’s because it looks like merely the latest in a line of stunning McLaren mid-engine sports cars. Nonetheless, the company insists it’s a true GT, just not in the way you might think of one.

(McLaren Artura hybrid supercar to debut in 2021.)

Exterior: Many mid-engine sports cars pour on the visual geegaws to prove what’s already apparent by their mid-engine form. The McLaren GT dispenses with such juvenile dross, opting instead for an elegant purity of shape that’s mercifully adult, yet still promises fun thanks to its dramatic dihedral doors that swing up and out of the way. While it makes for a memorable entrance, the test car’s driver’s door had a habit of retaining water, which unceremoniously dumped out of the driver’s door when opened.

The McLaren GT’s exterior could certainly make one think it was simply another race-inspired offering from the company.

The new GT’s monocoque carbon fiber structure is similar to other McLarens, but the GT uses aluminum body panels rather than carbon fiber. That’s why it’s one of the brand’s heavier cars, although weight isn’t necessarily the enemy in great GTs.

The test car’s Pirelli P Zeros – 20-inches up front, 21-inches in the rear – wore attractive 15-spoke wheels that provide the perfect finishing touch. The result is simply stunning, although casual onlookers often mistook the GT for the new Chevrolet Corvette.

Interior: The artfully restrained cabin design is a bit of visual haiku, and a welcome relief in a class where some manufacturers indulge in design overkill. Its aura is enhanced by the sumptuous leather, knurled aluminum switchgear and the electrochromic glass roof, which allows you to adjust its opacity.

“… McLaren uses hydraulic steering and brakes which provide a direct responsive feel largely absent from many modern cars – even sports cars …”

It’s clearly a luxurious space, but it doesn’t feel overindulgent or excessive. This is evidence of McLaren’s roots as a sports car manufacturer, a feeling reinforced by the absence of the options you’d expect. So don’t count on ventilated seats, or ones that massage.

The McLaren GT offers plenty of room — for two, which may defy some conventional GT wisdom.

In addition, the seats are very firm, which some might find unrelenting for long drives, although their support is excellent. And unlike other GTs that make a token effort of offering room for more than two, the McLaren’s passenger capacity tops out at two, although the cabin is fairly roomy.

(McLaren taking orders for new supercar.)

Speaking of spaciousness, unlike its corporate siblings, the GT has a 14.8 cubic-foot cargo area beneath its soft-closing tailgate. There’s an additional 5.3 cubic feet of storage up front, bringing total cargo capacity to a very useful 20.1 cubic feet — enough to make it the most practical car McLaren offers.

But as in any mid-engine car, the rear trunk gets very warm due to engine heat, so it’s best to pack anything heat sensitive up front. As with any great GT, custom-fitted luggage is available.

“… You not only hear the V-8, you feel it, especially once you mash the throttle …”

Powertrain: A new 4.0-liter twin-turbocharged McLaren V8 produces 612 brake horsepower and 465 pound-feet of torque; that’s a 399 horsepower-per-ton power-to-weight ratio, one capable of delivering 0-60 mph in 3.1 seconds on its way to a top speed of 203 mph.

The GT is McLaren’s heaviest model, although it still races from 0-60 mph in 3.1 seconds.

The driveline includes launch control as well as comfort, sport and track driving modes. The car is fitted with an aluminum, double-wishbone suspension and twin-valve hydraulic dampers at all four corners, along with anti-roll bars front and rear. Steel brakes are standard, ceramics are optional.

Technology and Safety: The sort of driver-assistance safety systems you’ve come to expect on all cars, such as blind-spot monitoring, or adaptive cruise control, aren’t available, although the GT does have a standard backup camera, but that’s required by federal law.

Other safety features, such as airbags and anti-lock brakes with electronic brakeforce distribution, are standard.

The 7-inch portrait-style infotainment touchscreen is the centerpiece of the instrument panel and featured the optional – and excellent – 12-speaker, 1,200-watt Bowers & Wilkins audio system.

Driving impressions: If the interior’s lack of overindulgence doesn’t tip you off to the McLaren’s true character, then one drive will. Simply put, this is a super sports car; a carbon-fiber, mid-engine scream machine that produces oceans of power accompanied by a satisfying snarl from its exhaust. You not only hear the V-8, you feel it, especially once you mash the throttle.

The GT dutifully awakens with nary a hint of turbo lag, and the dual-clutch transmission snicks off the shifts as expected. Mercifully, McLaren uses hydraulic steering and brakes which provide a direct responsive feel largely absent from many modern cars – even sports cars.

The GT performs like the consummate sports car that it is, with grippy tires, neck-snapping acceleration and enough noise to remind you why didn’t choose a Bentley instead.

And it does a good job of absorbing the rough stuff dealt out by America’s crumbling infrastructure, it’s not the grand touring ride most will expect. One drive, and you could be excused for thinking this is a GT in name only.

(McLaren shows us the light – light weight – with new 765LT.)

Wrap Up: McLaren may call its GT a grand tourer, but its personality remains that of a true McLaren, albeit a McLaren sports car with luggage space. It’s not a GT, but there’s nothing wrong with that. And given its $213,195 base price, it’s one of McLaren’s least-expensive models.

VW Group Expected to Sell Lamborghini, as well as Bugatti and Ducati

admin • October 2, 2020

Ferdinand Piech, grandson of Volkswagen’s founder, assembled an array of auto companies during his tenure atop the company.

Under former CEO Ferdinand Piech, Volkswagen pieced together a vast array of brands covering everything from entry-level small cars to ultra-exotic sedans and sports car but, now, it looks like current CEO Herbert Diess wants to unravel the empire and sell or spin off some of those marques.

According to various reports out of Europe, backed by several company sources, two of VW’s most exclusive automotive brands, Lamborghini and Bugatti, are in the crosshairs, as is the company’s motorcycle division, Ducati.

Shedding those brands could simplify Volkswagen’s management structure, reduce future investment needs and, equally important, such a move could raise cash to help fund VW’s aggressive electrification program. The German marque has laid out plans to launch at least 50 all-electric models by mid-decade and has allocated about $66 billion for that effort.

(Volkswagen teases new compact ute coming in October.)

Volkswagen AG Chairman Herbert Diess is looking to take VW in the opposite direction of Piech, selling or spinning off companies to better fund its core business.

Lamborghini could be spun off on its own, along the lines of what Fiat Chrysler Automobiles did with Ferrari, reports Reuters.

Currently, under the peculiar structure of the broader Volkswagen Group, Lambo effectively reports to the semi-autonomous Audi brand. The news service quotes various sources indicating the Italian supercar company would become “a more independent unit,” making it easier to eventually stage an initial public offering.

“This is a first step which gives VW the option to list the unit further down the line,” one of the sources familiar with the discussions told Reuters.

Ducati, which is likewise based in Italy and also reports directly to Audi, seems destined to go through similar changes which could include a spinoff, a sale or simply operating more independently.

Audi had actually looked for a buyer for Ducati a couple years ago but eventually ended that quest unsuccessfully.

Volkswagen has designated $66 billion to bring more than 50 EVs to market in the next few years, including the ID.4.

As TheDetroitBureau.com reported last week, the three brands are likely to go to different buyers – or possibly be spun off separately. Bugatti appears to be destined to go to Croatia’s electric supercar startup Rimac, according to London-based Car magazine.

Bugatti, whose products start around $3 million, is the most exclusive of all the VW brands, but with production running barely one a week, it generates little real cash and requires substantial investments to remain competitive.

It also faces the growing challenge of meeting global emissions and energy efficiency mandates that appear destined to force a shift from conventional gas engines – like the W-16 used in the current Bugatti Chiron – to electric assist or full battery-electric propulsion.

(Report: VW set to sell Bugatti to Croatia’s little EV maker Rimac.)

That’s where Rimac could be a solid fit, its own products, like the Concept_Two, running entirely on batteries.

Italian sports car maker Lamborghini would likely be spun off, much like Fiat Chrysler did with Ferrari.

Whatever happens to Lamborghini, it would face a similar challenge, however. And even in the motorcycle sector there’s a push to electrify, such traditional brands as Harley-Davidson launching battery-powered models.

If Volkswagen does move to sell or spin off these brands it would mark a dramatic reversal of the strategy implemented by Piech, heir to the family that founded both VW and Porsche.

After becoming CEO three decades ago, and then as chairman of Volkswagen’s all-powerful Board, he approved the acquisition of brands ranging from low-end Skoda and Seat to high-line Porsche and Bentley, as well as the revival of the Bugatti marque.

That strategy positioned VW in a three-way fight with Toyota and the Renault-Nissan-Mitsubishi Alliance for global sales leadership. But Piech was forced out in 2015 following VW’s disastrous emissions cheating was revealed. He passed away in August 2019.

Diess has been looking for ways to streamline the German giant and is aggressively shifting from the diesel technology that long propped up the automaker to electric propulsion. But that transition, along with the need to develop autonomous vehicles, is incredibly expensive, further encouraging the idea of paring down the corporate line-up.

Bugatti and its record-setting Chiron could be sold to Croatian EV maker Rimac.

Decisions on what to do Lamborghini, Bugatti and Ducati reportedly could come during a five-year planning meeting set to bring together VW’s separate management and supervisory boards in November.

(Volkswagen suffers Q2 loss; board publicly backs Diess.)

Even if the Volkswagen Group does get rid of the three brands it won’t vanish from the highest regions of the automotive market. There appears to be no plan under discussion to shed British Bentley. And both Porsche and Audi remain secure in their roles within the company, as well.

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