A fixture in development and ambassador to the U.S.

Herbert Linge has been, and will always be, an integral part of Porsche’s history. He was one of the company’s very first apprentices and in the late 1950s was the man who suggested to Ferry Porsche that a site near his hometown of Weissach and the neighboring settlement of Flacht be used for testing and development.

“We are saddened by the news of Herbert Linge’s death,” says Michael Steiner, Member of the Executive Board for Research and Development. “Not only was he a Porsche man from the very beginning, but also a friend for many decades. We would like to thank him for his commitment as a racing and rally driver, as a source of ideas and as a technician. Linge was a visionary and one of the great characters of the Weissach Development Centre. He played a leading role in establishing an aftersales network in the US and was particularly committed to safety in motorsport. We and the global Porsche family will never forget him.”

Dr Wolfgang Porsche, Chairman of the Supervisory Board of Porsche AG, adds: “Herbert Linge knew my grandfather personally. Thanks to colleagues like him, Porsche was able to re-establish and internationally expand its business activities in Stuttgart with my father Ferry. For that, we are very grateful. Our thoughts are with his family.”

Early beginnings

Born on 11 June 1928 in Weissach, Herbert Linge received his first Porsche ID card on 7 April 1943 at the age of 14. Six years later, he was the first mechanic employed by Porsche after it moved from Gmünd to Stuttgart. Until his death, Linge was one of the few remaining people to have known Ferdinand Porsche personally. He was involved in the development of the first Porsche 356 built in Stuttgart. The company’s early sports cars were not delivered until Linge had test-driven them. From 1952 onwards, he travelled regularly to the US to set up a nationwide aftersales network. As many employees were encouraged to make the most of their various skills in the early years of the sports car manufacturer, Linge was able to prove himself as a development driver. He was valued by racing drivers and colleagues as a gifted mechanic and analyst as well as showing a talent for racing himself. His co-drivers would rave about the precision with which he drove sports cars, while others admired him for his level-headedness and the fact that nothing could rattle the swift Swabian.

Iconic races and a stint as a double for Steve McQueen

Herbert Linge was awarded the Mexican Order of Merit for three consecutive class victories as a co-driving mechanic in the Carrera Panamericana from 1952 to 1954. Seated alongside Hans Herrmann, the pair secured a class victory in a 550 Spyder at the Mille Miglia in 1954 – a race that would become the stuff of legends after the duo were forced to duck down to pass under the closing barrier of a railway crossing. Linge went on to celebrate further class wins not only at the Mille Miglia, but also at the Targa Florio. He finished as the overall winner of the 1954 Liège-Rome-Liège Rally, the 1960 Tour de Corse and the 1967 Marathon de la Route at the Nürburgring. He started 11 times at the 24 Hours of Le Mans, with eight rankings and several class wins. In 1965, together with Peter Nöcker, he won the Index of Performance award at Le Mans for the most economical ratio of fuel consumption to engine capacity. That same year, Linge and the then future Porsche racing director Peter Falk finished fifth in the Monte Carlo Rally – the first major motorsport success for the early 911.

In 1970, he took part in the 24 Hours of Le Mans in a Porsche 908 that had been converted into a camera car for filming, and he afterwards doubled for Steve McQueen in the racing scenes for the ‘Le Mans’ film. “Porsche and McQueen had an extremely good relationship. Our racing director at the time was fully behind the film and we supported McQueen wherever we could,” Linge once recalled. “Steve couldn’t take part in the real race himself for insurance reasons and didn’t have a car that complied with the official regulations. But he wanted the real pictures for his film – and I got them for him with the 908.”

Honored with the Federal Cross of Merit

With improving safety in motorsport high on his personal agenda, Linge founded the safety arm of Germany’s Supreme National Sports Commission for Motorsport (ONS) in 1972. Together with those who drove them, these safety cars fitted with fire extinguishers saved the lives of numerous racing drivers in the 1970s and 80s. Ten years after the creation of ONS-Staffel, Linge was awarded the Federal Cross of Merit in honor of his lifetime achievement. Incidentally, his first ONS service car was a Porsche 914/6 GT, which took part in the 1971 Monte Carlo Rally. The car, equipped with safety apparatus and a fire extinguishing system, became known as the ‘fastest fire engine in the world’.

After retiring from his role as Operations Manager at the Weissach Development Centre in 1987, Linge continued to work as a motorsport consultant. A true visionary, he would go on to head a racing series from 1990 that celebrated worldwide success: the Carrera Cup. The honored citizen of Weissach remained closely associated with Porsche in the decades that followed. For many years he continued to travel with Porsche, making appearances at motor shows and events marking various milestones in the company’s rich history. Fans loved to hear the anecdotes of the modest Swabian, whose life at and with Porsche wrote many special stories.

All content© 2024 Dr. Ing. h.c. F. Porsche AG

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Taking the reins from the F50 in 2002, the Ferrari Enzo dominated as the company’s flagship for over a decade until the introduction of the LaFerrari. Drawing on extensive Formula One expertise, Ferrari crafted a formidable street-legal machine, utilizing carbon-fiber composites for the chassis and main body panels, resulting in a lightweight yet robust structure.

The Enzo’s design reflects F1 aerodynamics, prioritizing downforce and minimizing drag for enhanced stability at high speeds. Among its features, a computer-controlled active rear spoiler adjusts its angle based on speed and driving conditions.

Powering the Enzo’s performance is a naturally aspirated V12 paired with an F1-derived 6-speed automated sequential manual transmission, delivering 650 hp at 7,800 rpm and 485 lb-ft of torque. Achieving 60 mph in 3.1 seconds and a top speed of 217 mph, the Enzo stood among the fastest production cars of its time.

This 2004 Ferrari Enzo, with a mere 2,745 miles on the odometer, stands as a rare example, one of only six featuring the distinctive Grigio Titanio paint. Its black leather interior with red stitching complements the exterior. The documentation includes books and tools, a Marcel Massini Report, and a Ferrari Classiche Report.

Source: Mecum Auctions

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The risks were very high as Ferrari needed to establish leadership and volume sales, particularly in North America. They not only needed a top selling car, they needed a car that would set new standards for their brand. Not only did the Testarossa deliver superlative performance, it provided dramatic visual results, born of necessity. Dealing directly with the previous cooling challenges and cabin heat issues that had plagued the 512 BB, the Testarossa design team placed radiators on each side of the car, adding a full 12” of additional width, while also increasing the wheelbase.

Of course, the added room allowed for ample trunk and passenger space, but the most striking design feature was the bold use of the enormous side openings, accented by five horizontal blades or strakes, which visually diffused the vast intake chambers while also meeting U.S. safety requirements for open venting. Whatever controversy ensued over the advanced looks was immediately quieted by surprising performance statistics and ultimately record-breaking sales.

Power for the new design came from a new Ferrari four valve, horizontally opposed, 12-cylinder engine capable of delivering 390 hp. Quick and capable at high speeds, the Testarossa was properly appointed inside with leather seats and a wide console. The sizable trunk and comfortable seating position made it an ideal car for comfortable long-distance high-speed touring.

Early examples are today known for their single side mirror, placed high on the driver’s side A-pillar, referred to as “Monospeccio”. Later series cars would adopt dual mirrors mounted in a lower position, removing one of the most unique features of this car. And while these truly ground-breaking cars established Ferrari as a leader in design and technology, even though 35 years have lapsed since its debut, the Testarossa still inspires as a lasting statement of advanced design.

Photo Source: Bring A Trailer

The post Car Of The Day: 1986 Ferrari Testarossa appeared first on Sports Car Digest.

Some manufacturers whose history and legacy are rooted in petrol power such as Porsche and BMW have joined together to start looking into, and producing, eFuel, or synthetic hydrocarbons using carbon dioxide captured from the atmosphere. Others, such as Audi and Ford, are looking at a complete electrification of their models sooner rather than later.

But what about our beloved classic sports cars? While there is some promise with the eFuel technology that is already in production and used for Porsche Supercup racing, unless and until it is widely adopted, it is going to be hideously expensive. This is where some innovative restomodders have done what many would consider unthinkable, namely pulling out the internal combustion engine of many classic models, replacing them with electric powertrains, allowing these reimagined classics to utilize EV charging stations.

Despite the blasphemy that doing such a thing to a classic may be, today we’re going to look at three different types of classic and vintage models that many consider to be icons of their time, and how they have been converted to astonishingly fast, superb handling EVs!

1967 Charge Cars Ford Mustang Fastback

Right off the bat, we’re looking at a car that defined a generation, the Ford Mustang. When anyone mentions the word “American Muscle Car,” the word “Mustang” is only a few syllables away on someone’s lips. However, even as Ford themselves are converting their cars into EVs, a few specialists have started looking back through time to the most iconic of all Mustangs: The 1967 Fastback.

Hard to believe, but that is an electric sports car. It looks bang on correct in proportions, with just a few touches here and there to make it modern. Image via Charge Cars

Charge Cars is one of those select few specialists, and the only one that doesn’t really do a restomod. Instead, they have copied the dimensions and dynamics of the original ‘67 Mustang and remade it with modern materials. They also have made the body into a semi-monocoque, with the composite battery tray in the floor and behind the seats joining the steel body shell to make a stiff central section. Four electric motors, two up front and two out back, are then mounted into support frames and attached to the body shell.

Almost all of the body panels are carbon composites, and the main central cabin is a semi-monocoque with a carbon composite floor holding the batteries with a steel upper frame. Image via Charge Cars

Lastly, most of the body panels are made of carbon composite materials for strength and lightness, with the fenders being made of chromoly steel. The result is a car that has 63 kWh of battery power, a range of approximately 200 miles, and is capable of both fast charging and supercharging depending on what your local charge infrastructure can provide.

A “modern classic” look to the interior. All the features of an EV, with the feel and look of a classic Mustang. Image via Charge Cars

In terms of power, you’re approaching true supercar numbers. Approximately 540 HP from all four motors combined, putting out a stonking 1,120 lbs-ft of torque. The Charge Mustang will hit 60 MPH in under 4 seconds, and thanks to specially developed wheels and a partnership with Michelin, it can turn corners almost as well as a modern Ford Mustang GT4 race car.

As you’d expect, something like this does not come anywhere near the word “cheap.” Without dancing around it, you’ll need to part with half a million dollars to get one. Only 499 will be built, and most of those build slots are sold. But, this is just one example of electrification of an icon.

1989 Everrati Porsche 911 Signature

Everyone in the classic sports car world knows about the Porsche 911. It’s one of those cars you just can’t avoid, and being honest, why would you want to avoid it? It’s almost the purest definition of what a sports car should look like and how it should feel when driving it. Because of that, there are multiple restomod and upgrade companies out there, such as Singer and Canepa. However, there is only one company that is only doing the restomods with the goal of making the car a fully electric monster.

Perhaps one of the most iconic looks of any sports car ever made… and then Everrati adds a duck-tail on for good measure! Image via Everrati

Located at the midpoint between London and Birmingham in the UK, Everrati takes Type 964 Porsche 911’s and remakes them into glorious beasts that push out over 500 HP and about 350 lbs-ft of torque. While that isn’t world-record territory by any means, it’s how they’ve laid it out that makes their EV solution brilliant without affecting the handling. Instead of trying to lay down a floor of batteries, they have instead stacked them under the bonnet up front, replacing the fuel tank. As you have probably guessed, they put the electric motor where the petrol engine usually goes, so that it remains as close as possible to the correct weight distribution.

None of the main structure is changed, just the panels, the engine, and a few dials here and there. Otherwise, the whole thing is completely reversible to restore it to original factory condition should you want to. Image via Everrati

What’s especially nice is that before they do any of the conversion, they first restore the donor Type 964 to almost as-new condition. Only after it’s been restored does the conversion happen, and while they do pull out certain components, replace many of the body panels with carbon composites, and redo the interior, they do it in a way that makes the whole conversion completely reversible.

The widebody kit of the 911 Signature model gives it a hint of Turbo 3.0, with a smattering of Type 964 Turbo as well. All around, an amazing looking car that goes like stink and looks good doing it. Image vai Everrati

That way, if you, for example, find out that your donor car was a one in a million collectible that is worth far more in original condition, Everrati can rebuild it to the petrol powered version, with the same engine and transmission, as they do not throw away any parts and give them to you at delivery.

Again, this conversion doesn’t come cheap, and you’re looking at around $450,000+ for a full conversion, not including the donor vehicle. However, when you can hit 60 MPH almost on par with modern day Porsche 911 Turbo, but also get a widebody kit and over 200 miles of range per charge? That’s the kind of performance one would expect from such a restomod!

1961 Electrogenic Jaguar E-Type

The Jaguar E-Type, quite simply one of the most beautiful sports cars ever made that inspired an entire era of long nose, short tail British sports cars, is about as iconic as you can get. However, this one is a bit of a special EV conversion, because not only can you get a bespoke restomod from Electrogenic in the UK, you can also get the conversion done anywhere in the world through their partner network with a drop-in kit.

Looks like your standard everyday Jaguar E-Type Series 1, no? Image via Electrogenic

The company will either source for you the specific E-Type that you want, Series 1, 2, or 3 and do a conversion for you. If you can’t make it to the UK or want it done locally, they have partner installers around the globe that can get it done in as little as a week, and the only structural change is adding a mount to the chassis. That’s it.

Nothing really changes except for the engine and the transmission. Otherwise, the rest of the body structure is completely intact. Image via Electrogenic

The inline-six up front is replaced by an Electrogenic E43. E48S, or E62 electric motor, the housing of which also carries the batteries low down and towards the rear. This means that the weight balance of the original car is unchanged, and it will handle like an E-Type should… except it will be a damned sight faster! Where the original E-Type would almost dawdle up to 60 MPH in about 8 seconds, even the slowest of the Electrogenic E-Type models, the E43, will still get you up and going rapidly in under 6 seconds.

If you can’t make it to the UK for your conversion, worry not. This is an Electrogenic drop in kit, the E48S to be specific, that can be installed at any of their 100+ partner installers around the globe. Image via Electrogenic

While the E-Type is the iconic conversion, they also have kits for pretty much anything with four wheels. They have Land Rover conversion kits, Mini Cooper conversion kits, even a Porsche 911 conversion kit. Basically, this is solid evidence that classic sports car conversions to electric are actually not that far fetched of an idea, and are becoming more and more commonplace.

In Sum

There will always be a debate about if a classic is defined by being in its original form, or if it’s been restomodded to a new, more modern version of it. The entire restomod community wouldn’t exist if that discussion was particularly one sided, and it is those restomodders that have embraced electrification.

It is also a viable alternative solution in the coming decade, when the decrease in demand for petrol might see it become quite expensive to offset the change in the market. It may price many people out of the classic sports car scene, but if you can convert that sports car to the more common “fuel” of the future, you can still drive it around to the Concours d’Elegance, or even just take it for a nice drive down a twisty road somewhere.

Isn’t that the point of owning a classic sports car, anyways?

The post Reviving Iconic Sports Cars: Vintage Cars Reimagined With Electric Motors appeared first on Sports Car Digest.

1932–40 Alvis Speed 20 & 25

The Alvis Speed 20 and 25 are cars that prioritized strong performance and confidence-inspiring handling in their day – qualities that today elevate them above more rudimentary alternatives from the era, and without the price tag of equivalents with more exotic nameplates

Coventry-based Alvis made 1165 Speed 20s between 1932 and 1936, across SA, SB, SC, and SD updates, and fewer than 200 Speed 25s from 1937 to 1940. Typical of the period, the models were built in several body styles, including two- and four-door sports saloons plus a drophead coupé in the 20, and as a four-door sports saloon for the 25. Various coachbuilders also re-bodied them in racier formats, such as open two-seaters.

All Speed 20s used straight-six engines with a four-bearing crank and overhead valves, and were brisk, too, with 75mph easily attained and 83mph flat out. Speed 20s and Speed 25s cannot be considered cheap cars, but they were quality items in-period and represent excellent value today.

1938 Alvis Speed 25 SC drophead coupé

• Engine: Inline-6, 3571cc
• Transmission & layout: 4-speed manual, front-engine, rear-wheel drive
• Power: 106bhp @ 3800rpm
• Weight: 1850kg (approx.)
• Price range, Fair to Concours: £52,000–£99,400

1949–71 Austin J40

The Goodwood Revival could be credited with renewing interest in numerous largely overlooked and forgotten cars, but perhaps no model has garnered greater attention than one that doesn’t even have an engine: the Austin J40.

The J40 has its roots in the immediate postwar period, with a prototype developed in 1946 that took its styling cues from the contemporary Austin 8. Production started in 1949 and continued all the way until 1971. If you were a young child in the ’50s or ’60s, there’s a fair chance you drove one at some point, with more than 30,000 produced – 32,098, to be precise. Out of production now for more than half a century, survivors are relatively rare.

That attrition, plus growing demand, means prices are about what you’d expect from the A-series–powered A40 mentioned above, with basket cases from around £1500 rising to £10,000 for one in #1 (Concours) condition. A good one ripe for restoration is around £4000, and the J40’s predecessor, the Pathfinder, can be even more valuable. A race history also helps with ex-Settrington Cup J40s commanding a premium.

1949–71 Austin J40

• Engine: Dual-foot pedal
• Transmission & layout: Slow/fast-twitch muscles, front-pedaled, front-wheel drive
• Power: 0.1bhp @ 40rpm (est.)
• Weight: 43kg
• Price range, Fair to Concours: £1500–£10,800

1994–97 Daimler Six

The X300-generation XJ and Daimler Six are the perfect examples of a car that doesn’t need an endowment to afford, which is ironic as the Jaguar XJ and its ilk still have more than a whiff of ‘old money’ about them. In the right condition and color, there’s definitely something of the family heirloom about it.

The X300 was very well regarded when new, despite a few flaws inherited from its XJ40 predecessor. Styling was a marked improvement, evoking the original XJ6 and banishing the XJ40’s boxiness, and while Jaguar did sacrifice passenger space for style, interior quality took a step upwards.

The XJ40 drove well, but the X300 improved on it further. Journalists commented on the car’s newfound steering precision and better body control, with no notable loss in ride quality; this Jaguar (or Daimler) glides with the best of them, something enhanced by its smooth straight-six or, in the ‘Double Six’, V12 engines. Today, you can find out just how well they drive for only a few grand.

1995 Daimler Six

• Engine: Inline-6, 3980cc
• Transmission & layout: 4-speed automatic, front-engine, rear-wheel drive
• Power: 237bhp @ 4800
• Weight: 1825kg
• Price range, Fair to Concours: £1600–£12,500

1985–91 Ford Escort RS Turbo

The Ford Escort RS Turbo may not rank near the top on the list of the best-handling hot hatchbacks, but for capturing the zeitgeist of 1980s Britain, it ranks very strongly indeed. Like Ford’s Cosworth models, it was an aspirational version of a car you’d see by the hundreds on the roads every day.

There’s no doubt an RS Turbo still stands out today, even amongst other popular Fords of the era like the XR3i and Mk3 Capri, with its deep body kit, distinctive wheels (seven-spoke on Mk3-based cars, six-spoke on Mk4s), spotlights, and inside a set of well-bolstered Recaro seats – though Mk3s arguably get the more appealing steering wheel, a three-spoke RS item rather than the Mk4’s humdrum two-spoker.

A VW Golf GTI might be better built or a Peugeot 205 GTI more engaging to drive, but both are almost too obvious among 1980s hot hatchbacks. The RS Turbo somehow looks and feels more exotic, and despite a few high-profile sales, it is more of a dark horse. Even in its typical Diamond White…

1986 Ford Escort RS Turbo

• Engine: Inline-4, 1597cc, turbocharged
• Transmission & layout: 5-speed manual, front-engine, front-wheel drive
• Power: 130bhp @ 5750rpm
• Weight: 975kg
• Price range, Fair to Concours: £8200–£35,800

1999–2010 Honda S2000

If cars like the Honda NSX and Nissan Skyline GT-R fronted the first wave of legendary Japanese performance cars in the late 1980s and early 1990s, then the Honda S2000 headed the second wave as the automotive market crested the new millennium.

The S2000 arrived in 1999, and was typically Honda in its execution, its centerpiece being a high-revving 2-litre four-cylinder petrol engine, driving the rear wheels through a six-speed manual gearbox. It made 237bhp at 8300rpm. A 2004 update saw UK cars get styling and chassis tweaks while keeping the 9000rpm F20C engine.

It would be best if you kept your eyes open when buying an S2000 since they’re prone to hard use and are now becoming susceptible to corrosion, but being a Honda, they’re still less trouble than most. And if you click with the S2000’s way of thinking, sports cars don’t come much more appealing.

2009 Honda S2000

• Engine: Inline-4, 1997cc
• Transmission & layout: 6-speed manual, front-engine, rear-wheel drive
• Power: 237bhp @ 8300rpm
• Weight: 1274kg
• Price range, Fair to Concours: £11,500–£22,000

1969–75 Maserati Indy

The Maserati Indy is another car picked because it currently represents great value for a car of its style, driving qualities, and heritage. In concept the Indy competes with heavy hitters like the Ferrari Daytona, but is an order of magnitude more affordable than its Modenese rival.

The Indy styling was the work of Vignale, and the name celebrates Maserati’s two victories at the Indy 500, albeit somewhat late as Maserati won the famous race in 1939 and 1940. Power initially came from a 256bhp, 4.2-litre, 90-degree, quad-cam V8, with capacity expanded in 1970 to 4.7 litres (with 286bhp) and again in 1972 to 4.9 litres (with 316bhp). Maserati built 1104 cars in total, marginally weighted in favor of the 4200, then fewer of the 4700 and fewer still of the 4900.

The Indy is a classy grand touring car in its own right, with its own appealing facets and a focus on effortless performance and surprising accommodation. It could, in fact, be worth a look if the Ghibli is already on your radar, offering many of that car’s benefits but at a much more affordable price.

1972 Maserati Indy

• Engine: V8, 4719cc
• Transmission & layout: 5-speed manual, front-engined, rear-wheel drive
• Power: 286bhp @ 5500rpm
• Weight: 1572kg
• Price range, Fair to Concours: £39,000–£69,000 (4.7L)

2011 Porsche 997.2 GT3 RS 4.0

On dynamic grounds, the Porsche 997 GT3 RS 4.0 needs no introduction. It’s often deemed one of the greatest 911s of all time – and, therefore, one of the greatest driver’s cars of all time. The 4.0 used a four-litre variant of the 3.8 found in the regular RS, one of the final evolutions of Hans Mezger’s flat-six.

Its power figures still sound healthy today, if not quite as barmy as some modern performance cars: 493bhp at 8250rpm, and 339lb ft at 5750rpm. That’s enough for 0–62mph to sneak in a couple of tenths under the four-second mark on the way to a 193mph top speed, despite the aero drag of its sizeable front splitter and rear wing.

Notably, it still used a manual gearbox, rather than a PDK dual-clutch auto, and the rear suspension was from the mighty GT2 RS. The GT3 RS 4.0 is rare too, as Porsche made only 600 during the 2011 production run. These cars are remarkably stout in their own right for something so focused and could very well be peak 911.

2011 Porsche 997.2 GT3 RS 4.0

• Engine: Flat-6, 3996cc
• Transmission & layout: 6-speed manual, rear-engine, rear-wheel drive
• Power: 493bhp @ 8250rpm
• Weight: 1360kg
• Price range, Fair to Concours: £290,000–£560,000

1996–2003 TVR Cerbera

The TVR Cerbera is definitely among the easier TVRs on the eye, and that’s in the face of strong competition. It launched in 1996 but still looks spectacular today, not aggressive like a modern performance car but low-slung and muscular, with a cabin that feels like a cross between something by Salvador Dali and the work of generative design. Always buy the best Cerbera you can afford, as there’s no such thing as a cheap TVR, and lower-priced examples will almost certainly need the most work from the get-go. The high-power Red Rose versions (440bhp from TVR’s own 4.5-litre, 75-degree V8, compared to 350bhp from the in-house Speed Six) are the ones to have if your budget can stretch, while the ‘Cascade’ flip paints are also more desirable now than they were new.

2003 TVR Cerbera

• Engine: V8, 4475cc (Speed Eight Red Rose)
• Transmission & layout: 5-speed manual, front-engine, rear-wheel drive
• Power: 440bhp @ 7250rpm
• Weight: 1190kg
• Price range, Fair to Concours: £27,100–£41,200

Afterthoughts

John Mayhead, Editor of the UK Hagerty Price Guide, said, “The Bull Market is a highlight of my year. Working with our Hagerty analysts around the world to identify what we forecast will rise in value and is interesting and fun to own is really rewarding. This year’s UK Bull Market list is the most eclectic ever, and I think it reflects the diversity of the classic and collector market here in the UK.”

For more information, please go HERE

All content © 2024 Hagerty

2023 Predictions

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Key Features

• Raced as a factory-supported entry in FIA GT & the 24 Hours of Le Mans (twice)
• Driven by factory drivers Luis Perez-Companc, Jaime Melo, Gianmaria Bruni, Giancarlo Fisichella, Toni Vilander
• One of just 11 F430 GTC Evos aka “widebody” built
• Presented in race-ready condition with Ferrari Classiche certification
• Eligible for Endurance Racing Legends, Masters Endurance Legends and Ferrari‘s Club Competizione GT program

Specifications

•     CHASSIS NUMBER: F131EVOGTC*2626*

•     YEAR: 2008

•     LOCATION: Germany

•     CAR TYPE: Coupé

•     LHD/RHD: LHD

•     ROAD REG.: No

•     COMP. READY: Yes

•     FIA HTP: No

•     INTERIOR COLOR: Silver and black carbon

•     EXTERIOR COLOR: Red, white, green AF Corse

•     PRICE: P.O.A.

Description

We are delighted to offer this stunning 2008 ex-AF Corse Ferrari F430 GTC F131 EVO #2626 for sale.

The Ferrari 430 GTC was introduced in 2006 to replace the 360 GTC and to race in GT2 class in the FIA GT Championship, the American Le Mans Series and the Le Mans 24 Hours. Over the next 5 years, it became Ferrari’s most successful GT racing car of the late 2000s, both in Europe and the USA, taking multiple GT2 Driver’s & Manufacturers’ titles, plus GT2 class victory and podiums at the 24 Hours of Le Mans. Developed in partnership by Corse Clienti and Michelotto Automobili, it was derived from the excellent F430 Berlinetta road car, whilst employing the many lessons learned from its racing predecessor, the 360 Modena GTC. The car’s 90 degree 4-litre V8 produced 450 bhp and was mated to a Hewland manual sequential gearbox and proved most reliable. Around 53 cars were produced in total, with just 11 of these being the later and very rare Evoluzione cars.

Right from its debut in 2006 up to its final season of top flight competition, the F430 GTC enjoyed success in every major national and international championship, plus the major endurance races. The model took the FIA GT2 Manufacturers’ Cup in 2006 & 2007, plus 3 consecutive GT2 Drivers’ titles in the same series across 2006-08. Across the Atlantic it took the 2007 ALMS GT2 Manufacturers’ title and perhaps ultimately took GT2 honours at the 2008 24 Hours of Le Mans. Needless to say the car took countless victories and podiums in races across the above series, plus many other national GT Championships.

Chassis 2626 is 1 of just 11 Evo cars built, and enjoyed a lengthy and successful career between 2008 and 2011. Prepared by AF Corse throughout its life, #2626 was raced both as a ‘works’ and a privateer entry in FIA GT and Le Mans Series. In addition, it competed and finished in the 2009 and 2011 24 Hours of Le Mans and the Sebring 12 hours. Many of the best Ferrari GT2 drivers raced 2626 including the likes of Giancarlo Fisichella, Jaime Melo, Gianmaria Bruni and Toni Vilander who were all factory drivers.

#2626’s inaugural season was in the 2008 FIA GT Championship where it raced as an AF Corse entry driven by Maria’s Russo and Luis Perez-Companc. The pairing were consistently successful in this hotly contested championship bringing home 1 win at San Luis, thereby helping AF Corse secure the Teams Championship. In 2009 it only raced in the 12 Hours of Sebring with a splendid 2nd in class and the 24hr of Le Mans where #2626 finished a respectful 6th in class. In 2010, the car had a busy racing schedule in the Le Mans Series (LMS) where it was mostly driven by Jaime Melo and Gianmaria Bruni with 2 wins, at Algarave and Silverstone, and a 2nd place finish in the Spa 1000k race.

2011 was the final season for #2626 with a repeat of its 2009 schedule of the Sebring 12 hours and Le Mans 24 hours. At Sebring, Pierre Kaffer, Giancarlo Fisichella and Gianmaria Bruni qualified 1st in class and finished 5th. At the Le mans 24hr, #2626 was entered in the GTE Am-class where Nicolas Marroc, Jean-Marc Menahem and Manual Rodrigues finished just outside the podium with a 4th in-class. The car’s impressive career saw it finish in the top 3 in class on 5 occasions with 3 victories and 2 podiums. In its life #2626 raced at many of the iconic circuits including Sebring, Le Mans, Spa-Francorchamps, Silverstone, Monza, Portimao and Paul Ricard. The full race history of chassis 2626 is listed in the History section below.

After it was retired from competition, AF Corse restored #2626, obtaining the coveted ‘Red Book’ Classiche certification in the process. The engine has been rebuild by Michelotto in 2019, the gearbox was rebuild in 2022 and both have less than 3000km running time (8000km life). The car is in stunning condition and comes with 2 sets of spare wheels, 1 splitter, 1 front bumper, exhaust silencer, LeMans gear-ratios and miscellaneous running spares. All date-related items such as the fuel cell, seat, belts and crack testing are current so that is in 100% race-ready condition with nothing further to spend. Evidence of its capabilities was given when #2626 was reunited with factory driver Toni Vilander at the Le Mans Classic 2023 ERL race where, despite stiff competition, it convincingly won its GT2C-class.

This is a rare opportunity to acquire a works supported Ferrari 430 GTC EVO “Wide Body” with impressive race history which would sit proudly in any discerning Ferrari collection while also being eligible to race in Peter Auto’s Endurance Racing Legends, Masters Endurance Legends and Ferrari‘s Club Competizione GT program where it would be a welcome and competitive entry.

History

2008 ex-AF Corse Ferrari F430 GTC F131 EVO Image Gallery

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Apart from changes making it eligible for the IMSA GTP championship, the 962 had to maintain the mechanics of the 956, as Group C regulations of the era still restricted engine development. The vehicles that raced in the World Sportscar Championship were designated Porsche 962C, delineating them from their IMSA GTP counterparts.

Having a turbocharged flat-six as the only choice, Porsche continued working on aerodynamic efficiency which had to be improved as top speed was still of vital importance in a circuit configuration without the chicanes on the Mulsanne straight.

The production of the 962 spanned from 1984 to 1991 and over that period, Porsche made 91 examples of the prototype. The factory team used 16 cars for its race outings, selling the other 75 examples to private customers. Due to the sheer numbers of 962s, some teams took it upon themselves to adapt the car to better suit their needs or to remain competitive. Beyond minor modification, some private teams reengineered the entire car.

Photo Source: RM Sotheby’s

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Rewind to the 1950s and 1960s, the Ferrari 250 Testa Rossa was arguably one of the most famous cars of the era. Many attempted to beat this Ferrari on circuits around the world in an attempt to take Ferrari’s spot on the podium.

Prototype

The prototype of the Ferrari 250 Testa Rossa – a car with an engine identical to the 250 GT that competed in the 1957 Mille Miglia, a 290 MM chassis and a body similar to the 500 TRC – is brought to the track for the first time at the 1000 km of the Nurburgring in May, 1957 with the number 7. On that occasion Masten Gregory and Olindo Morolli took the car to cross the finish line in tenth place. At this point, no one would have ever imagined it becoming one of the most glorious Ferraris in history.

The Ferrari 250 Testa Rossa was presented to the press on 22 November 1957 with the shapes sculpted by the Carrozzeria Scaglietti, creating the beautiful “pontoon fender” type barchetta body. This bodywork was later simplified in favor of a more homogeneous shape. The Ferrari Testa Rossa J takes the exquisite shape of the original “pontoon fender” version.

Racing highlights

Throughout its racing era, the original car accumulated a list of significant achievements, winning an outstanding 18 races, including:

• 1958: 1000 km of Buenos Aires, 12 hours of Sebring, 24 h of Le Mans
• 1959: 12 h of Sebring, Los Angeles Times Grand Prix
• 1960: 1000 km of Buenos Aires, 24 h of Le Mans
• 1961: 12 hours of Sebring, 24 h of Le Mans, Circuit of Rhodes, 4 hours of Pescara, Governor’s Trophy, Christmas Trophy
• 1962: 12 hours of Sebring, 24 hours of Le Mans, Bridgehampton 400, Race at Motorsport Park
• 1963: 3 hours of Auvergne

Unrivaled in its success, the Ferrari 250 Testa Rossa won three marque championships for Ferrari (’58, ’60, ‘ 61), and is the only Ferrari to have won the 24 Hours of Le Mans four times (’58, ’60, ’61 and ’62 – considering the 330 TRI / LM, the latest evolution of the 250 Testa Rossa).

Available for a new generation

Ferrari has partnered with The Little Car Company, the world experts in junior cars, to develop the Ferrari Testa Rossa J on their behalf in the UK. The vehicles are an official Ferrari licensed product manufactured by The Little Car Company to the uncompromising standards you would expect from the world’s greatest car maker.

Design

The attention to detail is unparalleled on every element of the car, taking inspiration from the craftsmanship of the original Ferrari 250 Testa Rossa. The body is made of hand-beaten aluminum, using the same process with which the original cars were made. The paint is the same as that applied to the range cars, as is the front badge. The front lights, the rear brake lights and the horn are fully working, the rims are re-proportioned on the basis of the original Borrani rims, and the tires are Pirelli Cinturato.

Famous liveries

Now, the Ferrari Testa Rossa J pays homage to these racing legends by offering a range of liveries to match the originals. After an extensive search, Ferrari Classiche has identified some of the most iconic racing liveries that have been applied over time to the Ferrari 250 Testa Rossa. Discover these liveries on the online configurator.

Safety

While the top quality of the car makes it a perfect collector’s item, the car has been developed with the utmost attention from the point of view of Vehicle Dynamics and Safety. The car has four driving modes selected via the manettino key on the dashboard that delivers a range of performance modes that suit every driver.

• ‘Novice’ mode allows the user just 1kW of power and features a remote kill fob that also limits the range the vehicle can be from them.
• ‘Comfort’ mode will allow 4kW of power to be used and allow the driver to begin exploring the vehicle’s full potential up to  40km/h.
• ‘Sport’ mode delivers 10kW of power and allows the car to reach its top speed of 80km/h.
• ‘Race’ mode unleashes the full 12kW of power available in the Testa Rossa J’s fastest accelerating configuration. The Top Speed of the Ferrari Testa Rossa J in the US & Canada will be 19mph /30kph.

Motor

The Ferrari Testa Rossa J is powered by a 48V electric motor that delivers instant torque from 0 rpm, powered by removable batteries mounted in the front of the vehicle that gives up to 90km of range.

Brembo brakes

Whilst being a faithful replica of the original vehicle, safety has been a key driver throughout the design process. The Ferrari Testa Rossa J features hydraulic disc brakes at all corners, provided by Brembo, with a dual circuit master cylinder. The tires are period-correct Pirelli units which deliver performance, as well as safety of a fully capable all-round historic tire, and Pirelli have been in close collaboration throughout the design and development process.

Interior

Moving onto the interior, the transmission tunnel has been removed and the two original seats are replaced with seating that can accommodate an adult and junior. Even the same piping pattern as the original seats has been reproduced by the Centro Stile on the Ferrari Testa Rossa J. To ensure the interior’s quality matches the exterior’s beauty, the leather used for the seats is the same as that used on Ferrari’s modern range cars. The steering wheel is supplied by Nardi, like the steering wheel of the original car, with which the world’s smallest steering wheel quick-release system has been developed to facilitate easy entry into the car for the driver.

The dashboard houses the instruments with the original design and provides the driver with all the necessary performance information including; battery temperature, engine temperature, speed, energy delivered and battery charge level. Next to the instruments is the beautifully designed Manettino, inspired by that used in the Ferrari 812 Superfast, which allows the driver to change the car’s driving mode.

Limited production

The Ferrari Testa Rossa J is strictly limited to 299 vehicles. After the 299th car has been built, no further Ferrari Testa Rossa Js will be made.

All content © 2024 Small Car Company

Video

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It is unlikely that most of us can picture a Simca that is not one of the econoboxes that the company exported to the US in the late ‘60s and ‘70s. It is also unlikely that most of us knew that the Dodge Omni and Plymouth Horizon sold at US dealerships were also Simcas. The company formerly known as Sté Industrielle Mécanique et Carrosserie Automobile, or S.I.M.C.A., built some interesting and some not very interesting cars from when it was founded in 1935 until its demise in 1980 as Chrysler France.

S.I.M.C.A.

It is unlikely that Giovanni Agnelli had the creation of a new marque in mind when he sent Teodoro Enrico Pigozzi to France in1924. Pigozzi’s mission was to buy scrap metal to be used by Fiat in Italy to build their cars.

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If you had to pick the most challenging era of sports cars development, it would have to be the late 1970s. Automobile manufacturing was struggling for new directions, fuel consumption and regulations robbed cars of horsepower, and build quality was among the worst seen worldwide. The level of malaise was so high, the era would come to be defined by the very word “Malaise”. So, it’s all the more remarkable that, at this very time, two unlikely partners, Bavarians and Italians, would conceive of one of the most exciting and rare mid-engine Supercars: the BMW M1.

Originally conceived as a premier vehicle to showcase BMW engineering, the “M” (Motorsports) series would launch to public consumers what would become its own sub-brand of performance offerings. The initial design began with a Paul Bracq penned concept car debuting in 1972. The wildly painted mid-engine turbocharged 4 cylinder was impressive, advanced, and an exciting car, complete with dramatic gullwing doors (before the Bricklin or Delorean).

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The Quail Ride

Returning to the lush landscape of Quail Lodge & Golf Club in Carmel, Calif. and involving Monterey’s most scenic routes, The Quail Ride on Friday, May 3, and The Quail Motorcycle Gathering on Saturday, May 4, will provide a weekend-long celebration of all things motorcycle. During Monterey Car Week, The Quail Rally will lead an exclusive group on a bespoke scenic drive along the California coast from Monday, August 12, to Wednesday, August 14. The Quail, A Motorsports Gathering, a leading destination for top OEMs to debut their newest vehicles amidst displays of rare collector and motorsports cars, will host its 21st annual iteration on Friday, August 16.

The Quail Motorcycle Gathering

Motorcycle excellence will be celebrated at the 14th annual The Quail Motorcycle Gathering, which will feature more than 200 iconic motorcycles, scooters and bicycles on Quail’s grounds. The family-friendly occasion will be accompanied by local food and beverage providers, moto-themed vendors and a fireside chat with a special guest from the motorcycle and racing world. General and VIP admission tickets will go on sale in December. Preceding the Gathering is The Quail Ride, a 100-mile adventure that departs from Quail Lodge & Golf Club before navigating the backroads of the Monterey Peninsula. Complete with exciting detours and a provided lunch and dinner, the ride is open to two-wheel enthusiasts riding both vintage and modern motorcycles.

The Quail, A Motorsports Gathering

A pinnacle of Monterey Car Week, The Quail, A Motorsports Gathering hosts the world’s rarest and eye-catching vehicles, from vintage collector cars to cutting-edge creations from leading automakers. The 20th-anniversary celebration in August 2023 hosted 17 OEM unveilings. New featured classes for 2024 will join the lineup of pre- and post-war classes, including Pre-War Sports and Racing Cars, The Great Ferraris, Post-War Sports Cars 1945-1960, Post-War Racing Cars, Custom Coachwork, The Evolution of the Supercar, Sports and Racing Motorcycles, and Post-War Sports Cars 1961-1975. Rounding out the occasion will be a series of culinary pavilions serving a variety of gourmet cuisine from various regions around the globe.

The Quail Rally

Leading up to The Quail, A Motorsports Gathering is The Quail Rally, a two-day drive of magnificent automobiles from top car collectors and motor enthusiasts. A curated itinerary for the rally includes sumptuous dining at bespoke locations, unique activities, and stunning excursions through the Monterey Peninsula and its surrounding areas, with the proceeds from the rally donated to great causes. A limited number of registrations will be offered to the public through an application process in December.

“We’re grateful for all of the support we have received over the last 20-plus years, which has propelled The Quail events as sojourns that bring people together to celebrate their motorcycle and automotive passions,” said Kai Lermen, general manager of Quail Lodge & Golf Club. “As preparations are already underway, our team is as inspired as ever to make 2024 the best year yet.”

More information HERE

All content © 2024 Peninsula Signature Events

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This started after Hannu Mikkola was crowned champion of the World Cup of Rally in 1970 and garnered enough momentum for him to become the first foreign/European driver to win the East African Safari Rally in 1972. The RS1800s would continue to seal a number of title-winning runs late into the 1970s, with an expanded ensemble which also included drivers Ari Vatanen and  Björn Waldegård.

The Ford Escort RS1800 came with a naturally aspirated 1.8L Cosworth BDE engine, a five-speed ZF gearbox and five-link suspension system. Compared to the road-going version, the chassis was heavily reinforced and featured wider wheel arch extensions which differentiated it most easily from the regular car. Four large spotlights were also fitted for night stages. While not overly remarkable on paper, even for its time, the car’s undisputable success was an important foundation in Ford’s tenure in rally motorsport.

Photo Source: Bonhams Cars

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It is equipped with the same V8 engine from the F355, which has been expanded from 3.5 to 3.6 liters for the 360, producing 400bhp. Positioned longitudinally behind the engine, the 360 features a six-speed gearbox that can be equipped with the F1-inspired paddle-operated gearchange, initially introduced on the F355.

Watch it in action and listen to the glorious sound of its 3.6L naturally aspirated V8 engine as it navigates treacherous road conditions.

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There were a few L88 Corvettes purchased in 1968 and 1969 as street cars.  Others were purchased by collectors or non-race enthusiasts after the cars were “retired” from racing.  These cars were restored and maintained, and have become some of the most sought-after Corvettes of all time.  In fact, four-of-the-top-five most expensive Corvettes ever sold at auction were L88 models.

The L88 is the “cream of the crop” for serious car collectors around the world.  Between 1967 and 1969, a total of just 216 units were produced – 20 in 1967, 80 in 1968 and 116 in 1969.  Their limited availability only adds to their exclusivity, as does the incredible story behind these amazing machines.

On January 13, Mecum Auctions will be auctioning one of only 20 L88 Corvettes produced in 1967 and the only one that came finished in Rally Red with a matching red interior. Retired GM executive Tom Hill, mentioning the drag racing history of this L88, stated that it underwent complete restoration by the Naber brothers in Houston.

Regarding documentation, Hill refers to a thick loose-leaf binder containing the car’s tank sticker. He mentioned the good condition of this tank sticker, highlighting that many others are often faded or damaged, especially those from convertibles exposed more to the elements.

The rarity and provenance of 1967 Corvette L88s, particularly ones like this, make them seldom available in the collector-car marketplace, presenting a unique chance to acquire one of the rarest Corvettes.

Source: Mecum Auctions

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Following the trend that had already revolutionized Formula 1 racing cars over previous years, Maserati asked Giorgetto Giugiaro of Italdesign to come up with a mid-mounted, rear-engine sports car with enhanced performance, design, comfort and safety. The engine was the tried and tested 4,700-cc V8 producing 310 horsepower at 6,000 rpm (to be joined by the 4,900-cc unit two years later), mounted lengthways on a subframe installed in the monocoque.

The car’s distinctive features included retractable headlights to prevent aerodynamic drag, projecting differential on the rear axle, independent suspension on all wheels (for the first time in a Maserati), disc brakes, dry-mounted single-disc clutch, 5-speed gearbox and telescopic suspension dampers. The Bora combined comfort and performance and had a top speed of over 280 km/h, ensuring great driving pleasure thanks to the engine’s exceptionally agile response and the quiet interior.

While the car’s engineering design carried the name of Giulio Alfieri, the aerodynamics and styling were by Giorgetto Giugiaro, who created a two-seater coupé on simple, elegant lines, which gave the Maserati Bora a balanced appearance. The approach was futuristic, with a low, slender, almost tapered front styled to cut through the air, while the front grille included two rectangular air vents with a Trident in the center. The perfectly sleek sides were centrally divided by a thin black rubber trim, while the rear ended in a Kamm or truncated tail.

The result was a trend-setting, streamlined car perfect for the rock-and-roll spirit of the ’70s, which is still delighting enthusiasts today.

Photo Source: Bring A Trailer

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RMD is currently offering this 1988 Spice SE88C “Rexona” for sale. Click here to inquire on their website.

Key Features

• 1988 World Championship & Le Mans 24 Hr C2-Class winner
• Without a doubt, the winningest Spice existing
• Raced successfully in Historic Gp C since 2010
• Sold in 100% race-ready condition with everything current
• A welcome and class-winning entry to all Historic Group C races

Specifications

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The Ferrari Daytona would not arrive for another two years, and thus the Ghibli would prevail not only with its 170 mph top speed, four-wheel disc brakes, 330 hp DOHC V8 engine, and independent front suspension; it would also defy traditional proportions, sitting very low (roofline measuring just under 46 inches) and stretching out with a commanding 71-inch width. Immediately following the release of the production Ghibli, Giugiaro would depart Ghia to start Italdesign, his own firm—a design studio that retains his family presence to this day.

Aptly named for the exotic Saharan desert winds, the Ghibli evoked an instant sense of mystery and power, yet the mechanical features were just as provocative as the body design. The V8 engine delivered a competition voice, in part due to the race-bred dry sump oil system, but also featured several technical advances.

The four-cam, 90-degree V8 (derived from the 450S sports racer and used in the 5000GT), allowed for a very low hood line. With the hood line lowered and width increased, Ghia engineers were able to place the driver and passenger in a more aggressive seating position, employing a dramatically lowered roofline.

The frontal area of the new flat paneled architecture resulted in a narrow profile and a wind-cheating front fascia, sporting a wide but narrow grille and wafer-thin, perimeter-style bumper. At the rear of the car, Giugiaro accentuated the low profile with a fast roofline highlighted by expansive rear glass, terminating in an effective aerodynamic Kamm-back tail. Giugiaro leveraged these numerous technical advances to deliver a car like no other on the market.

Accommodating these new proportions, the Ghibli used a Quattroporte tubular steel chassis, shortened and fitted with live rear axle and leaf springs, favoring a more reliable suspension. The substantial engine torque, coupled with reliability, smooth shifting ZF 5-speed gearbox, and commanding presence made the Ghibli one of the finest GTs available at the time.

Photo Source: RM Sotheby’s

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Audi was the first manufacturer to develop a T1U model for the Dakar Rally. The aim: for an electrically powered prototype is to prove that a low-emission vehicle can master one of the toughest motorsport events and be competitive at the same time. “The Audi RS Q e-tron rally car has already caused quite a stir in its first two Dakar appearances,” says Rolf Michl, Head of Audi Motorsport. “Audi was once again a technological pioneer in its outstanding motorsport history. We have initiated a paradigm shift. The combination of an electric drivetrain and a reFuel-powered energy converter is unique and very efficient. We know what we have already achieved. At the same time, we are looking forward to the next Dakar Rally with respect. It represents a major challenge.” As was the case the past two years, Audi is relying on the Q Motorsport team of experienced team principal Sven Quandt.

Dakar Rally with a total distance of approx. 7,900 kilometers

The drivers, co-drivers, and management of Team Audi Sport agree: A particularly challenging edition of the Dakar Rally lies ahead of all participants. Twelve special stages during 14 days in Saudi Arabia cover 4,727 kilometers. Including all of the liaison stages, the route results in a total distance of 7,891 kilometers. The teams often have to complete more than 400 kilometers a day on the special stages. “That’s why it’s important not to lose your stamina during the rally,” emphasizes Stéphane Peterhansel. “I have trained a lot on my bicycle. We have to be able to rest well during the nights, and we also pay attention to our diet.” One of the special challenges this year is a 48-hour stage. It takes place on January 11 and 12 and forms a joint stage – the sixth of twelve.

The organizers have chosen the Empty Quarter with its seemingly endless sea of dunes as the venue. As the motorcycles and quads are on different routes, the leading crews in the cars and racing trucks will not have any tracks in the sand on these two days. In addition, the participants have to do without the regular service from the team and are only allowed to help each other. That night, however, they are spread across multiple bivouacs. They are also unable to perceive and assess the performance of their opponents. “This will be a big strategic challenge,” says Peterhansel’s co-driver Edouard Boulanger. “But the second week will also be tough, because this year the rocky stages only come at the end. Then things can still change.”

Detailed development work on the Audi RS Q e-tron

The development team led by Dr. Leonardo Pascali has improved the RS Q e-tron in many areas compared to last year’s model. “The new set-up improves comfort and is also very efficient,” emphasizes Carlos Sainz, who has optimized many rally cars in his almost 40 years as a professional driver. Mattias Ekström adds: “For me, it’s all about how we use the car perfectly in the sand. It helps that we can drive over the dunes without needing to change gears.” Edouard Boulanger notes a shift in the emphasis of individual topics: “At the beginning of the project, the focus was on the fundamental development of the complex drivetrain technology and the car. In the meantime, we have also found the time to improve many aspects of the cockpit. We can better control the noise levels and the effects thereof, and the driver and co-driver are also better protected against the effects of hard impacts and extreme loads. The technicians have worked hard on this during the past year and made real progress. A big compliment for that.” The electric drivetrain of the RS Q e-tron with a high-voltage battery draws its power from an energy converter. Audi has been relying on residue-based reFuel for its operation since the last Dakar Rally. The regulations limit the output of the electric drivetrain to 286 kW in January 2024, distributed between the front and rear axles. Many other new details reduce maintenance times for the team and make the prototype safer, more reliable, and more comfortable.

Team Audi Sport is part of a strong field of entrants

343 participants have registered for the 46th edition of the Dakar Rally. They will start with 72 cars in the T1 and T2 classes, 42 additional models in the T3 class, 36 smaller SSV vehicles, 46 trucks, as well as 137 motorcycles and 10 quads. “We are up against very strong and experienced competitors,” Rolf Michl is sure. “As every year, we expect that the relative strengths of the competition will only really become apparent during the rally.” Carlos Sainz recognizes the strong competition: “Definitely Dakar winner Nasser Al-Attiyah and world rally champion Sébastien Loeb in the Prodrive Hunters are among them. Toyota also has a former winner in Giniel de Villiers and a number of good younger drivers in its line-up. And we certainly won’t underestimate our new opponent, Ford, with former winner Nani Roma.”

For the third year in a row, Team Audi Sport is entering the event with its unchanged driver line-up. As a DTM champion, World Rallycross champion, 24-hour race winner, and champion of an electric touring car series, Mattias Ekström probably brings the greatest variety of experience and success to the table. “I’ve learned a lot since I first competed as a rookie in 2020,” says Ekström. “Our rivals are experienced and fast. I’ve been training and competing as much as possible in order to be ready. My co-driver and I have continued to increase our speed and our understanding of the sport.” His navigator is fellow Swede Emil Bergkvist, who has quickly adapted to the Dakar Rally. “I’m already looking forward to the next edition, because our learning curve continues to point upwards,” says the co-driver, who only switched from the driver’s to the co-driver’s seat since working with Mattias Ekström.

As a 14-time winner, Frenchman Stéphane Peterhansel is the lone record holder at the Dakar Rally. He relies on the guidance of his compatriot Edouard Boulanger, who has already accompanied him to victory. Two-time World Rally champion Carlos Sainz is a giant of his sport. He first drove with Lucas Cruz as his co-driver in 2009, and the two Spaniards have together won the Dakar Rally three times to date. They are the longest-standing driver and co-driver combination at Audi. “The upcoming Dakar will be tough, but we have prepared thoroughly for it,” says Lucas Cruz confidently. “Physically, my program included cycling and jogging in the mountains, plus exercising in the gym. Mentally, I prepare myself with a sports psychologist. This helps my reaction times and with multitasking.”

Coordinated team as a key strength

The foundation of such a complex, varied and high-stress environment as the Dakar Rally is a reliable team. Team Audi Sport has cooperated with Q Motorsport from Trebur, Germany since day one. Sven Quandt, who won the T1 Marathon Cup in cross-country rallying as a driver in 1998, has long been a successful team principal. He has already won the Dakar Rally six times with his X-raid team and the World Cup for cross-country rallies eleven times. “Experience is the key to success in our sport,” emphasizes Stéphane Peterhansel. “Sven Quandt and his team have shown that they can overcome all challenges. With such a good team behind us, we sleep more soundly at night and go into the stages with more confidence.” His co-driver Edouard Boulanger adds: “We have a lot of new members who have joined Team Audi Sport. They have done an excellent job in familiarizing themselves with the subject matter over this year and have driven the project forward in a good direction with their contributions. That gives me confidence.” Nevertheless, Mattias Ekström speaks for everyone when he says: “I have learned to remain humble in this sport. There are incredibly long days and so many of them …”

With the combined experience of drivers, co-drivers, the entire team, and the further developed RS Q e-tron, Rolf Michl has one wish above all: “We want to experience the Dakar Rally as smoothly as possible to show what we can do.”

All content © 2023 Audi

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Even more ground-breaking than the new engine, a straight six with the cylinders cast in the same block as the head and arranged in pairs on the same elektron crankcase, twin overhead camshafts driven by a rising gear chain, 2 valves per cylinder and a Roots volumetric supercharger, providing a maximum power of 175 HP, the car’s most distinctive feature was its chassis, which marked a major step forward in vehicle design.

The basic structure was still the ladder frame, but with innovative front suspensions which provided a major advantage over English and French competitors. The suspensions consisted of torsion bar springs mounted so that the spring tension could be adjusted to suit the characteristics of the circuit. Like the rest of the car, the bodywork was updated in a variety of ways, especially with regard to its aerodynamics. The extremely rounded shapes, the succession of different side panel forms and the more slanted front clearly reflected the research into aerodynamics ongoing throughout the years of its construction.

This car’s racing supremacy reached its peak in 1938, when it triumphed over the formidable British ERA cars that had always been the Italian constructors’ most dreaded rivals. The same year also saw the debut of Alfa Romeo’s famous Alfetta, created for the Vetturette Grand Prix competitions. However, to the Maserati Brothers’ great satisfaction, that year the Tipo 6CM also defeated the Alfetta at the Pescara GP.

The Maserati Tipo 6CM proved to be a highly successful car: 27 were built, from 1936 to 1939, and the model won races on Europe’s leading circuits, both with the official team and with gentlemen drivers at the wheel. The Maserati Tipo 6CM holds the record for the most edition wins at the Targa Florio, with three victories in 1937, 1938 and 1939.

Photo Source: RM Sotheby’s

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Derived from Porsche’s initial purpose-built racing car, the mid-engined RS 550 Spyder, the 550A made its debut at the close of 1956. Distinguishing itself from its precursor, the 550A employed a full tube spaceframe with multiple rear supportive cross-members, replacing the heavier welded sheet steel internal structure of the 550. The new low-pivot rear suspension arrangement replaced the 550’s swing axles, enhancing handling predictability.

Dr. Ernst Fuhrmann designed the intricate 1.5-liter four-cam boxer-four, generating approximately 135 hp at 7,200 rpm and 107 foot-pounds of torque in full racing tune. The close-ratio four-speed transaxle featured an additional “semi-first” gear for starting. The large finned brake drums, laterally drilled for additional cooling, were more than capable of slowing down these nimble and lightweight cars from their factory-claimed top speed of nearly 150 mph.

While the 550A’s body initially appears similar to older models, subtle distinctions reveal its upgraded nature. Notably, the rear engine cover lost its rear hinges, being lifted off the frame to save weight. Repositioned grills, small louvred hatches in front of the rear haunches, and a front storage location for the spare tire contributed to better weight distribution. Minor adjustments to lighting elements at the front and rear, along with a reprofiled nose for improved aerodynamics, further distinguished the ‘a’ model.

Photo Source: Bonhams Cars

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Commencing with a welcome dinner on the seaside at the celebrated five-star coastal venue, guests departed the Chedi next morning in one of eight Urus S reserved for them, accompanied by three Lamborghini professional drivers and support vehicles to cover more than 330 km during the first day. After a coffee break on a cliff facing the white sands of Fins beach, the Urus S tackled challenging rugged areas away from the roads heading up the Hajar mountains, with a lunch break at the 1500m-high Salmah Plateau with its traditional villages, underground caves and tombs. The tour then headed onwards to the endless dunes of Wahiba Sands for a night of exclusive desert glamping, where guests were welcomed by a local Omani Bedouin band and experienced a traditional dinner under the stars of the desert.

Day 2

The second day of driving saw the tour pause for a mid-morning sojourn at Wadi Indam Natural Park, considered one of the biggest rivers in the entire Sultanate, before heading to the 17th century town of Nizwa, an important stronghold in Omani history, where participants could visit the ancient fort and the Imam’s castle. The Super SUV proved its unrivalled abilities to all as it chewed up road miles and tackled sand and rough terrains, arriving for lunch in the ruined village of Birkat Al Mouz amidst its date and banana plantations. The last stage of 280 km’s driving through captivating landscapes led guests to the exclusive Alila Jabal Akhdar hotel, perched on a clifftop over 2000 meters above sea level. The dinner took place on a deck with a breathtaking vista over the surrounding canyon accompanied by the sound of a local oud player.

Day 3

On their final day clients departed to drive 200 km-plus back towards The Chedi, Muscat and they waded the river Wadi Dabaun in the Urus S, that had so capably taken them in versatile luxury across 821 km of varied terrains. Authentic and exclusive experiences combined with insights into Omani culture, characterized by a great hospitality, the Lamborghini guests left Oman full of memories of such a diverse country and of Urus S that had delivered so many unique and memorable driving emotions and experiences.

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In its street configuration, the 3.0-liter six was a marginally detuned iteration of the 1973 RSR powerplant, now featuring an aluminum crankcase instead of magnesium. Generating 230 horsepower at 6200 rpm, it marked the first 911 with a 9.8:1 compression ratio, necessitating the use of premium fuel. Power was transmitted to the rear wheels through a manual five-speed transaxle equipped with a limited slip differential.

Despite a wider running gear and a less aerodynamic body, the RS 3.0’s top speed marginally surpassed that of the RS 2.7. The additional horsepower from the 3.0-liter engine rendered the 1974 RS remarkably swift, achieving 0 to 62 mph in just 5.2 seconds.

Porsche produced only fifty-five units of the 911 Carrera RS 3.0. The majority served their original owners effectively in Group 3 competitions, with only a handful finding their way to enthusiasts who experienced them as some of the most thrilling and dynamic road cars ever manufactured.

Photo Source: RM Sotheby’s

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McLaren Automotive CEO comments

“The new McLaren GTS offers an unmatched blend of McLaren driving dynamics and performance, with refinement and practicality. When you want a true supercar driving experience, the GTS delivers that; when you want to relax on a longer journey or with luggage for a weekend away, the GTS is an ideal companion. This is a car that is true to McLaren’s racing DNA but with multiple layers of ability.” Michael Leiters, CEO, McLaren Automotive

Retaining the core McLaren attractions of beautiful yet functional design, class-leading power-to-weight ratio – enabled by lightweight carbon fiber construction centered on a unique monocoque chassis – and unmatched driving dynamics, the new GTS is also visually even more powerful and offers an increased choice of exterior and interior specification.

Exterior

The elegant exterior lines of the GT remain the basis of the car’s aerodynamic package and profile, but new visual enhancements mean that the GTS is even more assertive. At the front of the GTS, the ‘hammerhead’ signature styling has been updated with a new lower front bumper section. This area of the car features newly sculpted air intakes that are more pronounced, with wider intakes to channel more air into the car’s radiator system. The front intake air blades can be optioned in gloss visual carbon fiber, reflecting McLaren’s racing DNA and giving the GTS a more aggressive look. On the rear fenders, new, taller air scoops – also available in gloss visual carbon fiber – are sited on the car’s shoulders. Like the redesigned front end, the enhancements on the rear fenders are functional, enabling greater airflow into the 4.0-litre twin-turbocharged V8 engine.

As standard, the GTS comes with a gloss black finish on the exhaust finisher, mirror caps and window surrounds, for a stealthy appearance by default. New GTS badging, including new side badges, can be tinted with a black finish by selecting the Stealth Badge Pack option. Visual carbon fiber options include an underbody carbon pack, which encompasses the front splitter, side skirts and rear bumper lower and diffuser. Exterior details such as the front air intake blades, the rear fender air intakes and mirror caps can also be finished in carbon fiber.

Chassis

The GTS is underpinned by the carbon fiber MonoCell II-T monocoque chassis, which boasts strong, ultra-lightweight construction and the rigidity demanded by a mid-engine McLaren supercar. The standard composite roof is made from recycled carbon fiber, one of many weight saving solutions within the construction of the GTS that contributes towards optimal vehicle performance and dynamics. These choices are instrumental in enabling the GTS to deliver a thrilling lightweight supercar driving experience, without deterioration in ride quality, or unnecessary noise, harshness and vibration.

At just 1,520kg (DIN), the GTS is the lightest car in its class and has a segment-best power-to-weight ratio of 418PS per ton. The power of the V8 M840TE 4.0-litre twin-turbocharged engine has been elevated to 635PS at 7,500rpm, the additional 15PS coming from increased crankshaft torque enabled by more aggressive combustion phasing and revised ignition timing. A launch-control function is standard; when enabled, the GTS hits 0-100km/h (0-62mph) in only 3.2 seconds and 0-200km/h (0-124mph) in just 8.9 seconds. The maximum speed of the GTS is 326km/h (203mph).

The GTS has a seven-speed SSG transmission that provides smooth, seamless and rapid shifts in default-from-start-up Comfort mode, ensuring relaxing yet brisk acceleration. Beyond this, a driver can enhance their supercar experience with two further driving modes – Sport and Track – via the Active Dynamics Panel. Sport introduces heightened drama and urgency, with momentary ignition-spark-cut technology delivering faster and more aggressive gearshifts. Track mode still takes this to a higher level, maximizing the gearbox’s performance with minimal torque loss between shifts. Manual control of gearshifts is possible using the steering-wheel-mounted paddle shifters in any of the drive modes.

The tuning of the electro-hydraulic steering system, the standard-fit suspension featuring adaptive damping with proactive damping control, and the powerful carbon ceramic braking system are all unique to the GTS. These elements optimize the mid-mounted position of the V8 engine and the car’s lightweight construction for an authentic supercar driving experience, with balance and agility prioritized, but not at the expense of comfort and ride quality when this is beneficial. The steering of the GTS delivers a level of feedback and feeling unmatched by rivals. Ultra-precise and accurate, the system automatically increases its level of assistance at low speeds for ease of use during low-speed maneuvers such as parallel or bay parking.

The McLaren GTS is equipped with 390mm brake discs at the front and 380mm discs at the rear, all carbon ceramic. With lightweight six-piston aluminum calipers (four-piston at the rear), the braking system delivers immense feel and performance, capable of bringing the car to a halt from 62mph in just 32 meters. The continuously variable, twin-valve hydraulic dampers from McLaren Automotive’s Official Intelligent Suspension Supplier, Monroe, are a fundamental part of the lightweight, aluminum double-wishbone suspension. Featuring McLaren’s adaptive damper technology, Proactive Damper Control, suspension characteristics alter between the three Active Dynamics modes – Comfort, Sport and Track. This ranges from maximum compliance in Comfort, ideal for more relaxed driving, to much more robust damper control in Track mode, for dynamic drives.

The GTS is also well within its comfort zone in urban environments. Visibility to the front is excellent, while the large glass tailgate, glazed C-pillars and large rear quarter windows ensure first-class rearward vision. Underbody ground clearance of 110mm can be increased to 130mm using the vehicle lift function. Enhanced over the GT’s system, the GTS vehicle lift can now raise or lower the nose in only four seconds – more than twice as fast as before.

Interior

A carbon fiber rear upper structure within the monocoque chassis design allows for the creation of a large and versatile luggage space behind the passenger cell. 420 liters in capacity, the cargo area is accessed via a front-hinged, full-length glass tailgate that is electrically operated and incorporates a soft close function. The luggage space is complemented by a 150-litre storage within the nose of the car. The total cargo space of 570 liters makes the McLaren GTS the most practical new supercar on sale today.

The refined, high-quality cabin uses a mixture of materials selected to deliver an ambience of performance and luxury. Machine polished and knurled aluminum switches and controls are placed around the interior, including for the steering wheel-mounted gearshift paddles, alongside gloss black surrounds for the infotainment screen, gear-selector on the center console, air vent housings, and window switches. Optional visual carbon fiber packs include a satin carbon finish steering wheel clasp and extended gearshift paddles, and interior surrounds, along with sill finishers with McLaren branding.

As standard, the GTS comfort seats are upholstered with Nappa leather trim alongside a leather-trimmed steering wheel. New Performance and TechLux interior schemes introduce a refreshed design. Performance trim is sporty, sharp and technical with seats upholstered in Softgrain Aniline leather and Alcantara© in Jet Black or Barolo, with contrasting piping. The performance also includes Power Adjust Heated Memory Comfort Seats. The new TechLux interior scheme epitomizes classical elegance, albeit with a modern McLaren twist. A choice of Softgrain Aniline Leather interiors features sophisticated color highlights with a unique and newly introduced double-piped pattern on the seats.

Technology

The 10.25-inch digital instrument display, with its crisp and sharp graphics, provides a clear view of vital driver information such as speed, gear selection and engine revs, and integrates with the standard navigation system to provide turn-by-turn directions. The GTS also features a 7-inch central touchscreen infotainment system, portrait in orientation. Sharp and responsive thanks to its powerful 10-core processor, it’s easy to use, with its smartphone-style menu and input method. Satellite navigation with HERE® navigation mapping and real-time traffic information, Bluetooth telephone connectivity and media streaming, plus DAB digital radio reception is standard. A Bowers & Wilkins premium audio system comprising 12 speakers, along with carbon fiber sub-bass woofers and Kevlar mid-range drive units, is optionally available.

Interior illumination by way of hidden-until-lit six-color ambient lighting is offered, while the natural light afforded by a glass panoramic roof is available with an electrochromic glazed panel, which replaces the standard carbon fiber composite gloss black roof. The panel allows a driver to select one of five light transmission levels at the touch of a button. In its darkest setting, the electrochromic roof provides a 0.6% light transmission level.

Customization

Alongside an extended and refreshed palette of exterior paints, including new options such as Mantis Green, Tanzanite Blue, and Ice White, there is a new color exclusive to the GTS from launch: Lava Grey. This metallic finish incorporates a shimmering red fleck that catches the light to create a distinctive effect that marks it out from other shades of grey.

Further additions include a new 10-spoke Turbine lightweight forged alloy wheel, available in Silver, Gloss Black, and Diamond Cut effect, and Orum. The standard wheel for the GTS is a 10-twin-spoke forged alloy wheel, also offered in Silver, Gloss Black or Gloss Black Diamond Cut, alongside an exclusive Tungsten option. Both wheel designs can be combined with new optional titanium locking wheel bolts, which are 35% lighter than the standard bolts, reducing unsprung mass. McLaren’s technical partner, Pirelli, supplies P ZERO tires developed especially for the GTS, offering high performance and levels of grip alongside refinement in equal measure.

The McLaren GTS comes with a standard three-year vehicle warranty with unlimited mileage, a three-year paint warranty and a ten-year anti-perforation warranty. The GTS is eligible for the McLaren Extended Warranty, which can be purchased in 12- or 24-month periods up to a total warranty of 12 years. Three years of vehicle servicing is included with the McLaren Service Plan.

An accomplished and functional approach to a lightweight McLaren supercar, the new GTS takes its place in a McLaren line-up that will continue evolving in 2024 and beyond.

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The EB110 GT was an advanced mid-engined supercar at the time, featuring a short-stroke V12 engine, forward-mounted gearbox, and four turbochargers, all innovations reminiscent of the Lamborghini Countach. The chassis, built by Aérospatiale, boasted carbon fiber, contributing to its lightweight build. Notably, the EB110 introduced ‘active’ aerodynamics with a speed-sensitive rear wing and air flaps.

Unveiled on Ettore Bugatti’s 110th birthday, the EB110 GT impressed with a compact design, exceptional agility, and four-wheel drive providing superior grip. The 3.5-liter V12 engine generated approximately 550bhp, propelling the car to a remarkable top speed of 212mph (341km/h), rivaling the Jaguar XJ220 as one of the ‘World’s Fastest Cars.’

Unfortunately, launched during the early 1990s’ economic recession, the EB110 faced challenges, leading to the company’s receivership in 1994. Approximately 125 (95 GT and 30 SS) of these exotic cars were built, with notable owners including Formula 1 World Champion Michael Schumacher and HRH the Sultan of Brunei. Despite being a commercial failure back then, the EB110 laid the foundation for Bugatti’s future models, including the Veyron and Chiron, earning its place as a defining supercar of the 1990s.

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