supercar Archives

McLaren Artura Hybrid makes its world debut (w/VIDEO)

With electrification as a necessity for future products, McLaren Automotive has started an entirely new chapter in its history, and a new era in supercar technology and performance. The Artura, the first completely new model produced since the 12C, is McLaren’s first series-production High-Performance Hybrid supercar.

As with all other modern McLarens, super lightweight engineering is a key element and was a priority for the engineers as they considered the replacement of the conventional combustion engine with a hybrid powertrain which would include a heavy battery pack.

Opportunities to innovate
It was a challenge that presented McLaren’s engineers and designers with new opportunities to innovate. A demanding programme of weight reduction, encompassing every area of the Artura from the chassis platform to the uniquely compact HPH powertrain system, to the weight of cabling used in the electrical systems (where a 10% reduction was achieved), resulted in the Artura having a lightest dry weight of 1,395 kgs.

The total weight of hybrid components is just 130 kgs (including an 88kg battery pack and 15.4 kg E-motor), resulting in a kerb weight of 1,498 kgs. That’s on par with comparable supercars that do not have hybrid powertrains, giving the Artura a super-lightweight advantage.

Twin turbo V6 + E-motor
At the heart of the Artura’s powertrain is McLaren’s all-new M630 2993 cc twin-turbocharged V6 petrol engine. With a power output of 585 ps – nearly 200 ps per litre – and 585 Nm of torque, the dry-sump aluminium engine is compact and lightweight; at just 160 kgs, it weighs 50 kgs less than a McLaren V8 and is significantly shorter, enhancing packaging efficiency.

Working in harmony with the new V6 is a compact E-motor, located within the transmission bell housing. Small and more power-dense, it is capable of generating 95 ps and 225 Nm, boasting a power density per kilo that is 33% greater than the system used in the McLaren P1.

The instantaneous nature of the motor’s torque delivery – known as ‘torque infill’ – is key to the car’s razor-sharp throttle response. Exhilarating ‘off-the-line’ performance is promised with a claimed 0 – 100km/h time of 3 seconds, and a top speed somewhere beyond 330 km/h but limited to that speed.

No reverse gear
The dual propulsion systems are integrated via an engine disconnect clutch, driving an all-new, twin-clutch transmission, developed specifically for the Artura. Despite having one more ratio than the existing McLaren transmission – to optimise power and torque delivery – the lightweight, short-ratio gear cluster is 40 mm shorter in length. It also requires no reverse gear as the E-motor takes care of reversing by literally rotating in the opposite direction.

The driver can choose from four Powertrain modes for different driving conditions and preferences. There are Sport and Track modes where electric power is deployed in an increasingly aggressive manner for low-end response and acceleration. Separate handling mode choices adjust damper firmness and the degree of Electronic Stability Control intervention to suit driver preference and weather and road conditions.

30-km range in EV mode
The E-motor is powered by a lithium-ion battery pack with a usable energy capacity of 7.4 kWh and a pure EV range said to be up to 30 kms. The battery is refrigerant-cooled using cooling rails, and the assembly – including a power distribution unit which transfers battery power from the rear of the vehicle to the ancillaries in the front – is mounted on a structural carbonfibre floor. This assembly is then bolted onto the rear base of the monocoque, optimising stiffness, weight distribution and crash protection.

Full PHEV capability
The Artura is designed with full Plug-in Hybrid (PHEV) capability; the battery pack can be recharged to an 80% level in just 2.5 hours with a standard EVSE cable. The batteries can also harvest power from the combustion engine during driving, tailored to the driving mode selected.

The Artura is the first model to have the new McLaren Carbon Lightweight Architecture (MCLA) at its core, setting a new standard for the carmaker’s advanced flexible chassis design. Optimised for high-performance hybrid applications, it includes a bespoke battery compartment and introduces a ground-breaking domain-based ethernet electrical architecture, along with an electrical heating, ventilation and air-conditioning (eHVAC) system.

The ethernet architecture reduces cabling by up to 25% as well as speeds up data transmission. This also facilitates access to advanced driver-assistance systems (ADAS) including Intelligent Adaptive Cruise Control, Lane-Departure Warning, Auto High-Beam Assist and Road-Sign Recognition as well as Over-The-Air (OTA) software updates.

Pure supercar design
The engineering artistry beneath the Artura’s skin is complemented by its exterior design. The low-nose, cab-forward, high-tail stance is pure supercar, the drama underlined by the signature McLaren dihedral doors – which open closer to the body and house mirrors that fold in more tightly – and further enhanced by the short wheelbase and low stance.

The overall effect gives the Artura an almost ‘shrink-wrapped’ appearance, evolving a McLaren design approach seen in recent models to a new level. The lithe, technical sculpture has only minimal body shutlines and panel joints, assisted by features such as an entire rear clamshell engineered and superformed as one panel.

The shape, sculpted to optimise performance and manage airflow for aerodynamic performance and cooling, is driven by the McLaren design principle of ‘everything for a reason’ that is in evidence throughout the car. The centre of the front splitter is an example of this, being the intake for the eHVAC system and also housing the front-mounted radar that forms part of the optional ADAS package.

Driver-centric cockpit
Inside, the Artura is no less of a revolution, with the cockpit centred more than ever around the driver. The model introduces an all-new Clubsport seat, which uniquely combines the range of motion expected of a moveable backrest with the light weight and support of a bucket seat. Innovative yet uncomplicated, the whole seat pivots as one through an elliptical arc when adjusted, combining under-thigh support, seat height and backrest in one movement.

The seat locates in the ergonomically optimised cockpit, its carbonfibre shell combining with slim facia and doors to allow a 97.5th percentile (193 cm) driver to stretch out with generous knee and legroom, even with the backrest significantly reclined. Shoulder room is equally capacious, allowing a driver to get appropriately comfortable and seated correctly.

Driver and passenger comfort overall was an imperative throughout the development of the Artura, with NVH refinement high on the agenda. Innovations that benefit refinement include the stiffness of the MCLA, fluid-filled mounts for the powertrain and the new rear suspension design and settings. Pirelli’s patented Noise Cancelling System is also adopted to reduce vibration and noise.

More than a technological game-changer

At the outset, McLaren designed the Artura to be not only a technological game-changer, but also to stay true to the core McLaren attributes of being incredibly engaging to drive and displaying the highest levels of dynamic ability. The engineers focused on stability under braking; rear-end controllability; increased grip and optimised aerodynamic downforce – as well as enhanced driver engagement across the board. Key to hitting these goals is McLaren’s first-ever deployment of an electronically controlled differential (E-diff), to independently control torque moving across the rear axle. Lighter, more controllable and smaller than a mechanical locking diff (it fits within the transmission), the E-diff locks and unlocks individual rear wheels to improve traction out of corners.

The innovative rear suspension system, which pairs a top upper wishbone with two lower links and a tie rod in front of the wheel centre, maximises vehicle stability and precision, and reduces understeer out of a corner while accelerating. The wider tyres allow additional stability and better traction performance while the combination of a short wheelbase, E-diff and the physical downforce provided by the integrated rear spoiler and diffuser ensure both incredible agility at low speed and a high level of stability at high speed.

Pirelli Cyber Tyre
Dynamic precision is additionally enhanced by Pirelli Cyber Tyre technology. Comprising hardware and software integrated with the Artura’s electronic systems and featuring an electronic ‘chip’ inside each tyre, the Cyber Tyre generates real-time data and relays it to the car’s stability control systems to optimise tyre performance.

One feature that is unashamedly not new on the Artura is McLaren’s trademark hydraulically-assisted steering. Proven on generations of McLaren supercars, it remains the ultimate system for providing feedback. In the Artura, the system has been fully redesigned to reduce weight and is combined with an updated and bespoke version of McLaren’s Proactive Damping Control system that further supports exceptional ride and handling characteristics.

Braking performance is also exceptional, as would be expected of a supercar. This is provided by carbon ceramic brakes and lightweight aluminium calipers from the same family as the systems that feature in McLaren’s latest LT models.

“Every drop of McLaren’s experience and expertise has been poured into the Artura. Our all-new, High-Performance Hybrid delivers all of the performance, driver engagement and dynamic excellence for which McLaren is renowned, with the additional benefit of EV driving capability. The introduction of the Artura is a landmark moment – for McLaren, for our customers who will appreciate and enjoy this car on every emotional and rational level, and for the supercar world,” said Mike Flewitt, CEO of McLaren Automotive.

First deliveries to customers will start during the third quarter of 2021 with prices in the UK starting from £185,500 (about RM1.04 million). There will be 3 further core specifications for customers to choose from.

10 years later, the Lexus LFA legend lives on

It was 10 years ago that production the Lexus LFA was born. Like the Toyota 2000 GT many years before it, the LFA was an authentic supercar from Toyota’s luxury brand. For all its exclusivity and rarity – production was to be limited to just 500 units (only 351 units of the 2000 GT were built) – the LFA left a legacy that has influenced every car Lexus has built since.

The story of the LFA actually began 10 years earlier, in early 2000, as a research and development project to produce a thoroughbred supercar. A Lexus Chief Engineer, Harahiko Tanahashi, was given free rein and the chance to work with new materials and processes. This ‘clean sheet’ approach echoed the way Lexus rewrote the luxury car rulebook with the flagship LS sedan that launched the marque 10 years before.

In 2001, Master Driver Hiromi Naruse joined the team and his skills would prove key to the LFA achieving its handling and performance goals. In the early stages, 500 key assets were identified, from the suspension design to the shape of the steering wheel; every detail had to be perfect.

The first prototype was completed in 2003 and a year later, it began running its first laps of the Nurburgring Nordschleife, the legendary racetrack that would be the cradle of the LFA’s development. The supercar pioneered new powertrain and materials technologies and exemplified the takumi hand-crafted approach to manufacturing and design that has become a brand-defining quality for Lexus.

The world had its first glimpse of what Lexus was planning with the reveal of a design study at the 2005 North American International Auto Show, followed by a closer-to-production concept car two years later. In 2008, the LFA – still a work-in-progress – made the first of 4 annual appearances in the gruelling 24 Hours of Nurburgring. This was the toughest possible test of the car’s performance and quality, prior Lexus confirming its production at the 2009 Tokyo Motor Show.

Manufacturing began at Lexus’ state-of-the-art Motomachi plant at the end of 2010. Such was the dedication to precision engineering, production was at a rate of just one car per day with each engine assembled and signed off by a single technician, complete with an engraved plate bearing the car’s production number.

The LFA was rich in revolutionary features. At its heart was an all-new, naturally aspirated 4.8-litre V10 engine, produced in a joint venture with specialists Yamaha. The company, well known for its motorcycles, had also been involved with Toyota with the 2000 GT as well as various high-performance engines.

Even though it was smaller and had fewer cylinders than some supercar rivals, its performance was exceptional, delivering a maximum 560 bhp at 8,700 rpm. Front-mounted, the engine power went to the rear wheels through a 6-speed automated sequential gearbox positioned on the rear axle. The LFA could rocket from 0 to 100 km/h in just 3.7 seconds and on to a 325 km/h top speed, as those who tested it confirmed.

Keeping the car’s weight down was essential to its performance, achieved by switching from the aluminium used for the original concepts to carbonfibre reinforced plastic (CFRP). This strong but lightweight advanced woven composite material was used for most of the bodywork, the passenger cell and the transmission tunnel and has since been used in other Lexus models (such as the GS F and RC F, members of Lexus’ exclusive F-performance car stable). Stopping power had to be as effective as the drive, hence the use of high-performance ceramic brake discs.

Lexus also developed an ultra-exclusive Nurburgring Package, a version re-engineered to maximise the car’s track potential. Drawing directly from the car’s racing experience, it gained stiffer suspension, lighter forged alloy wheels with performance tyres and extra aerodynamic features, including a new front lip spoiler, front winglets and a fixed GT-style high rear wing to maximise downforce. With ride height reduced by 10 mm, the car also hugged the ground more closely. To compensate for the extra drag, engine power was increased to 570 bhp.

Production of this very special edition was to be just 50 cars, with each owner given professional instruction and a year’s driving pass to the Nurburgring. Its superlative performance was confirmed in 2011 when it set a new lap record at the track for a production car. Although the LFA never won the Nurburgring 24-Hour outright, in 2012 and 2014, LFAs claimed much-deserved class wins.

LFA ownership was the privilege of just a very people and because of the limited number, many units were sold or auctioned for charity. On December 14, 2012, LFA production came to an end and all 500 cars had been completed in two years – a production rate of one per day.

Another LFA in future?

There is always a desire within Lexus to build ‘another LFA’ but President Akio Toyoda was circumspect in commenting on this matter. “In Japan there is the Ise Shrine,” he said in 2019. “It is rebuilt every 20 years as part of the Shinto belief in the renewal of nature. The purpose of its rebuilding is to pass on skills to a new generation.”

“In the 1960s, we built the 2000GT sportscar; in the 1980s, we had the Supra. In 2000, the 20-year cycle should have continued but too many people at the time were interested in volume and sales, not in a special car. So we missed the turnover and now it has been 30 years. We will never catch up but in 20 years’ time, we will come up with another new supercar. It will serve as a challenge for the next generation.”

New Lexus IS introduces ‘The Lexus Driving Signature’

Bugatti Bolide – a no-compromise hyper sportscar

For a manufacturer to make a production model, the design cannot be too complex so as to not be too expensive to manufacture, and safety and emission regulations also need to be met. Designing a car for track use offer more freedom technical though safety is still important and there are also competition regulations to conform to.

Concept cars are the best then as they can do not need to meet regulations and can be have advanced technology that is still not ready for commercialisation. Typically, they show the design direction of the brand, and perhaps some new ideas being explored.

This is the case with the Bugatti Bolide, which is being presented as the answer to the question ‘what if Bugatti built a radically light vehicle around its iconic 8.0-litre W16 engine?’. The Bolide concept is a track-oriented hyper sportscar derived from production model intended to be the most extreme, uncompromising, fastest and lightest Bugatti concept car in the company’s recent history.

A ‘what if’ experiment
“Bugatti stands for the continuous quest for technological innovations – in alignment with the company’s brand values of excellence, courage, dedication. And Bugatti never stands still. We are perpetually aiming for new and exciting goals, and the question that we always keep in mind is: what if?” said Stephan Winkelmann, President of Bugatti.

“We asked ourselves how we could realise the mighty W16 engine as a technical symbol of the brand in its purest form – with solely four wheels, engine, gearbox, steering wheel and, as the only luxury, two seats. Important aspects of our considerations were fine-tuning our iconic powertrain without any limitations as regards the weight-to-power ratio. These considerations resulted in the Bugatti Bolide.”

Powertrain designed specifically for the racetrack
Explaining the concept further, Stefan Ellrott, member of the Board of Management of Bugatti and Head of Technical Development, said that the Bolide is the ultimate answer to the question of what if Bugatti built a track-focused hyper sportscar that met the FIA’s safety requirements.

“Designed around the W16 powertrain with the minimum body structure and unbelievable performance data. The result: the smallest possible shell for a breathtaking performance vehicle that allows the W16 to truly come into its own,” he explained. “All of Bugatti’s expertise has been condensed into the Bugatti Bolide. It is therefore an innovative information source for future technologies. The Bolide is thus more than just an intellectual exercise.”

In terms of technology and organisation, the Bolide is one of the most ambitious projects for its lead engineer, Frank Gotzke. After playing a crucial role in the development of the Veyron 16.4 and the Chiron, he was given the responsibility for the technical concept of the Bolide. In only 8 months, he created a completely new sportscar around the Bugatti W16 all-wheel drive powertrain, which was highly modified for the project.

The 8-litre 16-cylinder 1,850 ps engine was engineered specifically for use on the racetrack and has an optimised engine and gearbox, especially for higher engine speeds. Among other things, there are 4 specially developed turbochargers with optimised blades in order to build up more boost pressure and power at higher engine speeds. In order to achieve optimum lubrication even under extremely high centrifugal forces, the oil circuit, oil pressure, check valves, baffles, oil tanks, oil reservoirs, and pump design of the dry sump lubrication have been optimised. The weight of the drive system is also significantly reduced.

Instead of water-to-air intercooling, the Bolide has air-to-air intercooling with water pre-cooling for optimal performance on the racetrack. Two water coolers, which are arranged in front of the front axle, provide a more effective radiator system in terms of flow than is customary even in Formula 1. Three air-cooled oil coolers for engine, transmission, and differential with water pre-cooling reduce the temperature, while newly developed and hybrid carbon titanium turbofan radial compressors ventilate and cool the high-performance racing brake system.

In order to achieve a dry weight of 1,240 kgs for that impressive weight-to-power ratio of 0.67 kg per ps, every avenue was explored, both in terms of what is currently feasible and what will be possible in the future. These included expensive features like having all the screw and fastening elements of the made completely out of titanium. In addition, hollow, thin-walled functional components made of an aerospace titanium alloy are used in many places.

A worldwide innovation is the morphable outer skin of the intake scoop on the roof, which provides active airflow optimisation. If the car is driven at a slow speed, the surface of the scoop remains smooth. In contrast, a field of bubbles bulges out when driven at fast speeds. This reduces the aerodynamic drag of the scoop by 10% and ensures a 17% reduction in lift forces. In addition, the flow onto the rear wing is optimised. At 320 km/h, the downforce is at 1,800 kgs at the rear wing and 800 kgs at the front wing.

As in Formula 1, the Bolide uses lightweight brakes with ceramic discs and coatings. The front forged magnesium rims with central lock weigh 7.4 kgs, while the rear ones weigh 8.4 kgs.

Carbonfibre monocoque
The Bugatti team developed a light monocoque made of carbonfibre around the drive. The integral front end flanged to it is also made of high-strength carbonfibres, as are the fully aerodynamically effective underbody and the monocoque itself. The rear frame is designed as a welded steel assembly made of high-strength stainless steel usually found in aviation.

With an overall height of only 995 millimetres, the Bugatti Bolide is exactly the same height as the historic Bugatti Type 35, and about 300 millimetres flatter than the Chiron. Like in an LMP1 racing car, the occupants fold up the doors that are hinged at the front at an angle, sit on a sill that is only 70 mm wide and then position their feet in the interior.

Inspired by X-1 experimental jets
The stylistic challenge was to transform the unyielding demands of aerodynamics and lightweight construction into an aesthetic that reflects the unique Bugatti DNA, but at the same time illustrates the ambition of an impressive weight-to-power ratio. The overall appearance is dominated by air ducts that are more reminiscent of aerodynamically sophisticated Formula 1 racing cars than classic sportscars.

The appearance of the Bolide invokes the so-called ‘X-planes’ of aviation history that pushed the edge of the performance envelope. It is indirectly reminiscent of the Bell X-1 jet aircraft which was flown by Chuck Yeager, who was the first person to break the sound barrier in 1947. The Bolide does not get up to that speed, of course, but it is claimed to be able to go past 500 km/h.

“For the first time, we are showing what the W16 engine is really capable of. We have freed the vehicle of all baggage and have illustrated and combined the engine with the lightest possible chassis to create the ultimate Bugatti and to ensure the ultimate driving experience. With the Bolide, we are presenting our interpretation of a Bugatti track car of modern times to Bugatti enthusiasts all over the world and finally make their most fervent wishes come true,” said Winkelmann, adding that production plans are not decided yet.

A lap in the Bugatti Chiron Pur Sport hyper sportscar (w/VIDEO)

McLaren’s High-Performance Hybrid supercar in final development phase for 2021 launch

McLaren is in the business of making supercars and even though its cars have all along been powered by internal combustion engines, it is now adapting to the age of electrification. And it intends to also produce cars with the same high performance even if they are electrified.

It has been developing a High-Performance Hybrid (HPH) supercar which has entered the final stages of its development and test programmes, which includes running on public roads. It is not a one-off product and will be launched in the first half of 2021, open a new era of electrification for McLaren following the end of production of its Sports Series range.

*The Sports Series, with models like the 620R, will no longer be produced after 2020.*

The Sports Series designation – introduced in 2015 with the launch of the 570S – ceases from the end of this year with the limited-run, GT4-inspired 620R that will be the last model produced.

New carbonfibre structure
The all-new, supercar will be the first McLaren built on a new carbonfibre structure, christened McLaren Carbon Lightweight Architecture (MCLA). Optimised for High-Performance Hybrid powertrains and latest-generation driver technologies, the architecture elevates McLaren’s pioneering lightweight chassis technologies to new heights.

Designed, developed and produced in the UK at the state-of-the-art McLaren Composites Technology Centre (MCTC), the all-new flexible structure will underpin the next generation of McLaren hybrid supercars over the coming years.

The High-Performance Hybrid powertrain, which has an all-new V6 internal combustion engine, will sit between the GT and the 720S in the McLaren range.

New kind of McLaren for a new era
“This all-new McLaren supercar is the distillation of everything we have done to date; all that we have learned and achieved,” said Mike Flewitt, CEO of McLaren Automotive. “This is a new kind of McLaren for a new era, an extraordinary driver’s car that offers blistering performance as well as an all-electric range capable of covering most urban journeys. We see this new McLaren as a true ‘next generation’ supercar and cannot wait to show it to customers.”

“For us, light-weighting and high-performance hybrid technology go hand-in-hand to achieve better performance as well as more efficient vehicles,” he explained. “Our expertise in lightweight composites and carbonfibre manufacturing, combined with our experience in cutting-edge battery technologies and high-performance hybrid propulsion systems, makes us ideally placed to deliver uncompromised levels of electrified high-performance driving that until now have simply been unattainable.”

Mclaren 765LT introduced to Malaysian market – Priced at RM1,488,000

Gordon Murray’s T.50 supercar revealed in full

Gordon Murray’s much-anticipated supercar has been revealed in full for the first time and as expected, it has ground-breaking technical specifications. Designated T.50, it has been engineered to be the purest, lightest, most driver-centric supercar ever. His design for T.50 is the 50th in a prestigious line of racing and road cars he’s penned over his illustrious 50-year career – hence the number ‘50’.

Even better than the McLaren F1
Improving on his acclaimed McLaren F1 ‘in every conceivable way’, Professor Gordon Murray is leading the team that will begin building customer versions of the 986-kg supercar in January 2022. Justifying its £2.36 million (almost RM13 million) pricetag, the T.50 promises to deliver an unsurpassed driving experience. It is powered by a 100% bespoke 3.9-litre, 663 ps V12 engine that will spin up to a record-breaking 12,100 rpm. Helping it slip through the air will be the most advanced and effective aerodynamics ever seen on a road car – aided by a 400 mm rear-mounted fan.

The global premiere is the first time the clean lines of the exterior and the driver-focused interior have been seen. From his first ballpoint sketches to every engineering and design detail, Murray has led the Gordon Murray Automotive team and briefed and overseen suppliers to drive the project forward at an unrelenting pace.

The most dominant characteristics of the exterior design are purity and balance, free from the wings, skirts and vents that adorn most modern-day supercars. The clean surfaces are enabled by the most advanced and effective aerodynamics ever seen on a road car, resulting in deliberately simple, beautiful lines and a timeless appearance.

The purity of the silhouette is broken dramatically when the pair of dihedral doors rise up and forwards, coming to rest high above the passenger cabin. Inside, the driver-centric approach is plain to see – from the central, jet fighter-like driving position, to the aerospace-grade primary and secondary controls arranged in an ‘ergonomic bubble’ around the driver.

A true British sportscar
Quality of materials, the utmost precision, and simplicity of visuals define the whole car, but nowhere is this more evident than inside the cockpit. British suppliers are responsible for every major component throughout the interior, as well as every facet of the car’s exquisitely-engineered underpinnings – an attribute insisted upon by Murray who was determined the T.50 would be a true British sportscar.

Superlative quality
From the exclusive V12 engine, plus what is said to be the best lightweight transmission, to the world-first aerodynamic package and the feather-light titanium throttle pedal, every element is 100% bespoke and crafted by a British company. Murray pushed each supplier to their limits to deliver ingenuity, the highest quality and of course new levels of lightness.

With a vision that the car, and every element of its componentry, would be considered ‘engineering art’, Murray set out to create a vehicle that surpassed all others, fostering new levels of pride and connection among owners. Every T.50 customer has the opportunity to meet Murray to discuss their car and personalise it inside and out.

Part of this process includes a seat, steering wheel and pedals ‘fitting’ session – personalised to every owner – that will ensure the T.50 is ergonomically perfect and individualised for each discerning customer. Of course, when you are paying that much money, personal attention would only be expected.

Gordon Murray Automotive T.50 — The T.50 will have the most advanced and effective aerodynamics ever seen on a road car – aided by a 400 mm rear-mounted fan. **The fan concept** is something which Murray used in the 1978 Brabham BT46 F1 car to increase downforce, but the FIA decided to ban it after the season ended.

Accomplishing objectives and more
Commenting on the journey so far, Murray said: “For the past 18 months, the T.50 team has lived and breathed the ethos of the car, accomplishing everything we set out to achieve and more. I couldn’t be happier with the car and the team – they’re by far the best I’ve ever worked with.”

“Just 100 customers will share my vision, a car created to improve on the F1 formula in every conceivable way. With 30 years of technological and systems advancement, the time is now right to design the greatest analogue driver’s car. I believe no other company could deliver what we will bring to market in 2022, producing this British supercar will be my proudest moment,” declared Murray.

Gordon Murray’s T.50 supercar will use a fan to increase downforce

Toyota GAZOO Racing to make parts for Japan’s first supercar

The Toyota 2000GT is a rare and legendary model in the company’s history. On sale between 1967 and 1970, it was Japan’s first supercar produced in collaboration with Yamaha. Only 351 units were made – two of which were used in the James Bond movie, ‘You Only Live Twice’.

The 2000GT had the latest Japanese technology of that period – a 2-litre DOHC straight six engine, 4-wheel double-wishbone suspension, 4-wheel disc brakes, radial tyres, magnesium alloy wheels, and retractable headlamps. It had a maximum speed of 220 kph, on a par with European sportscars of the day.

Prior to its launch, it was entered in speed trials and, despite bad weather conditions with an approaching typhoon, it set 3 world records (10,000 miles, 15,000 kms, 72 hours) and 13 international records. It also achieved wins and high placement in various races.

Priced at around US$7,000 when it was new, a 2000GT fetched almost US$1.2 million in 2013, making it the most expensive Asian car sold at that time. Clearly, it is a collectors’ car and owners around the world are taking care of this valuable historical asset.

Toyota 2000GT — *Two units were modified into open-top versions specially for the James Bond movie, ‘You Only Live Twice’.*

While the remaining cars are probably not driven much, some parts may still need replacement and after 50 years, original parts are obviously no longer produced. However, now Toyota GAZOO Racing has announced that it will reproduce some parts for the 2000GT under its GR Heritage Parts Project.

*The transmission and differential-related parts for the 2000GT.*

This project is an initiative that will reproduce spare parts that were no longer available, and sell them as genuine parts to owners of classic Toyota models. The first are for the Supra A70 and A80 models and now, the 2000GT.

Toyota 2000GT and Lexus LFA — The 2000GT, Japan’s first supercar in the 1960s, with the Lexus LFA, Toyota’s supercar of the 21st century. No convertible versions of the 2000GT were made at the factory so this is probably one of the two customised James Bond cars.

Efforts are underway at specially collaborating suppliers, along with Toyota plants and related divisions, to undertake production of the parts which are transmission and differential-related. They will be available through selected Toyota dealers worldwide and only to actual owners of the car who require them.

GR Heritage Parts project to reproduce Toyota Supra parts for sale

LOOKING BACK: OX99-11 – Yamaha’s F1 car for the road

Yamaha is a well known name in the motorcycle world, especially in motorsports. And while most people know the Japanese manufacturer for its motorcycles, it actually has a history of making high-performance engines for other manufacturers. In fact, as far back as 1959, Yamaha engineers carried out basic research in automobile engine development and produced a 1.6-litre DOHC unit of exceptional power output.

It collaborated closely with Toyota on the 2000 GT supercar as well as the development of Toyota’s engines such as the 2T-G, 3S-GTE, 1Z-GTE and many others. One of the notable features of its engines was multivalve technology which Yamaha engineers contended offered the highest potential. This is because of the increased effective intake valve surface area, the possibility of a higher compression ratio due to more compact combustion chambers, and lighter valve mass.

In the late 1980s, Yamaha was also involved in Formula 1, after having established a strong track record in Formula 2 and F3000. In 1988, it teamed up with Zakspeed Formula Racing, to form a Formula One racing team known as the West Zakspeed Yamaha Team. The team entered F1 events with a new car using a Yamaha-developed engine, the OX88. The engine was a 5-valve DOHC V8 that had a displacement of 3489 cc and produced over 600 bhp.

Yamaha in F1 — *One of the teams which Yamaha provided its engines to in the 1990s.*

Aguri Suzuki, who had already made the step up to Formula 1, joined the team and faced high expectations as the second ever Japanese Formula One driver following Satoru Nakajima. The team had a somewhat difficult time at first but in 1990, a compact, lightweight engine to succeed the OX88 was announced: the OX99. It was a 5-valve V-12 with a 3498 cc displacement, and its output was also over 600 bhp.

The OX99 proved to be a more competitive engine and Yamaha provided it to the Brabham, Jordan, Arrows and Tyrrell teams until 1997 when the company stopped its involvement in F1. The best result during the 8 years of taking part in F1 was a second place by Damon Hill, driving for the Arrows, at the 1997 Hungarian GP.

F1 car for road use
Using its experience in F1, Yamaha then started to develop a F1 car for the road which, in concept form, was known as the OX99-11. It had a seating position like a racing car – including a central steering position – but was configured to comply with legal requirements for road use. This meant having wheels enclosed within a wheel well, proper lighting units, reasonable ground clearance, and of course, low noise and emissions. The result was a car that looked like a scaled-down Group C racer.

Just as Honda (coincidentally another top motorcycle maker) made a strong technological statement with its NS-X, so too did Yamaha using the OX99-11 to demonstrate the company’s advanced capabilities in the field of automotive engineering. Yamaha planned to make up to 100 units for sale, with a launch date set in 1994.

At that time, T. Hasegawa, who was a senior Managing Director of Yamaha in 1992 and the man behind the company’s collaboration with Toyota for the 2000 GT said: “This project is part of Yamaha’s ongoing efforts to use its experience and technology to make exciting and meaningful contributions to the great tradition of motor culture. It represents our attempt to build the ultimate sportscar.”

The idea to make the car had started sometime in 1982 and a prototype was built using a 4-cylinder 2-litre engine for the Japanese F2 series. In order to make it practical for road use, the mid-mounted engine was detuned by changing the cam profiles, putting in a new engine management programme, and using a slightly heavier flywheel. However, the 10-litre dry sump lubrication system was retained to avoid fuel surge problems and it also lowered centre of gravity. Intake air was drawn through a port on the roof.

But in spite of being detuned, the 3.5-litre engine could still deliver 400 bhp and spin up to 10,000 rpm. Yamaha claimed that it had superior driveability and plenty of usable power from 1,200 rpm, fully exploited by the 6-speed transmission.

Underneath the aluminium bodyshell, the structure was the same as a F1 car with the engine and transmission bolted to the rear wall of the monocoque made of carbonfibre reinforced plastic (CFRP) and sandwiched aluminium honeycomb material. A roll-cage of CFRP was also installed around and over the cabin for extra protection. The driver sat in a safety tub with a small ‘passenger space’ behind, offset to the left. Entry was by raising the glass canopy hinged on the right side.

In the cockpit
Jet pilots would have felt right at home in the OX99-11 with the way the canopy wrapping around the cockpit. The shift lever was placed on the right panel adjacent to the starter button. But back then, electrical systems were simpler and though there was the button to start the engine, a key had still to be inserted to connect the electrical circuit! Because of the compactness, the steering wheel had to be removed to get out of the car.

Although the cockpit was longer than a F1 car, its width was limited because a large portion of the 120 litres of fuel carried was stored in the box sections on either side of the driver. This further enhanced weight distribution as the main mass was kept in the middle area of the car.

F1 suspension
Much of the suspension design and materials came straight off the F1 shelf; at the front and rear were double wishbones with inboard spring/adjustable damper units operated by pushrods. The suspension arms were long and thin with an aerofoil cross-section. Ground clearance could be varied using the body height mechanism.

The tyres for the OX99-11 were from Goodyear which worked with Yamaha on the project. Specially developed unidirectional Eagle 17-inch Z-rated tyres with an asymmetric pattern were installed, the front ones having a 245/40 and the back ones 315/35. The wheels were made of magnesium alloy and were 9 inches wide in front, 12 inches at the rear.

Super downforce
As to be expected, aerodynamic efficiency was top priority and the designers applied the ‘upside-down aerofoil’ idea exploited by Colin Chapman in his Lotus F1 cars. Thus, the OX99-11 was essentially profiled like an inverted wing, the entire shape generating downforce instead of lift.

The claimed overall coefficient of lift of -63 was believed to be the lowest ever attained for any road-legal car. While not as good as a full-fledged racing car, it was still impressive considering the height of the car which allowed air to ‘leak’ under it.

Each OX99-11 was to be hand-built at Ypsilon Technology, a Yamaha subsidiary established in England in 1990 which was responsible for maintaining and supplying Yamaha racing engines. Unfortunately, Japan’s ‘economic bubble’ burst in the early 1990s and Yamaha did not think that anyone would be interested in a supercar (which might cost as much as US$800,000). In the end, only three prototypes were built before the project was terminated.

DIMENSIONS
Length: 4400 mm
Width: 2000 mm
Height: 1220 mm
Wheelbase: 2650 mm
Tracks: 1615 mm (F) | 1633 mm (R)
Min. ground clearance: 100 mm

2020 Ford GT supercar gets upgrades to boost performance

There are still another two years of production to go for the Ford GT supercar and the engineers at Ford Performance haven’t stopped trying to make it better. For 2020, upgrades include increased power of 660 bhp with improved cooling for the 3.5-litre EcoBoost twin-turbo V6 engine.

“Ford GT continues to be the pinnacle of Ford performance,” said Ed Krenz, Ford Performance Chief Program Engineer. “GT is always the ultimate expression of Ford racing innovation, and as we know from the 1966 Le Mans through today, that means constantly raising our game for our customers as well as earning the checkered flag.”

Continuous EcoBoost Innovation
Beyond producing 13 more bhp than the EcoBoost engine in the 2017 – 2019 GT, the 2020 GT’s engine has a broader torque band and revised engine calibration. There are also mechanical upgrades that include gallery-cooled pistons and higher-energy ignition coils, thanks to lessons learned from the limited-edition, track-only GT Mk II.

Additional engine cooling and airflow updates includes new buttress air ducts designed to increase airflow by 50% while larger intercoolers keep charge air temperatures cooler, preserving peak power for the most strenuous, high-temperature sessions at the track.

Suspension damping is increased in track mode to further enhance handling and body control, particularly for those high-speed transient sections of closed-course circuits.

New standard Akrapovic titanium exhaust
Ford Performance is also introducing the premium Akrapovic titanium exhaust as standard equipment for GT. Boasting the signature craftsmanship of these renowned race experts, this exhaust provides a 4-kg savings in weight over the previous system while delivering that deeply resonant, unmistakable sound emanating from the more powerful EcoBoost engine.

Liquid Carbon
Newly available Ford GT Liquid Carbon places an emphasis on GT’s lightweight sculpted carbonfibre body completely free of paint colour. A special clearcoat punctuates each GT’s unique carbonfibre weave in this limited-edition appearance option.

“This next chapter in the Ford GT story allows us to fully demonstrate our mastery in both the art and science of carbonfibre craftsmanship and finishing,” said Angus Smith, General Manager of Multimatic Niche Vehicles, North America. “The results of this ongoing partnership between Multimatic and Ford Performance speak for themselves, as each visually stunning and unique Liquid Carbon GT is a manufacturing marvel, showcasing the characteristics and nuances inherent in carbonfibre composites.”

Ford GT Liquid Carbon features carbonfibre wheels as standard equipment. Owners can choose titanium lugnuts, 6-point racing harness anchors, 5 interior options and 5 caliper colours. Further personalization is available through two over-the-top stripe options – the dual centre stripes offered on the standard Ford GT or the single stripe found on the Carbon Series, as well as optional painted mirror caps.

Updated Gulf Racing Heritage Livery
Ford Performance is also updating the GT’s iconic heritage livery with a new design (shown above) that includes a black pinstripe to divide the distinct blue and orange colours, recalling the 1968-69 Le Mans-winning GT40. The optional carbonfibre number switches from 9 on the 2019 model to 6 for 2020, matching that of the historic back-to-back winning car, chassis No. 1075. For the first time on a heritage model, carbonfibre wheels are available in place of aluminium alloy.

Pushing the performance envelope with the Ford GT Mk II [w/VIDEO]

Laffite G-Tec X-Road – the first all-terrain street-legal supercar

With up to 720 bhp and weighing just 1,300 kgs for a power-to-weight ratio of a supercar to achieve a top speed of 230 km/h, the Laffite G-Tec X-Road is claimed to be the first all-terrain street-legal supercar.

It has been developed Laffite Supercars, a multi-national company (based in Valencia, Spain as well as Los Angeles and Miami in the USA) which specialises in automotive design. Racing engineer Philippe Gautheron engineered the chromium molybdenum steel rolling chassis while the Team Virage Group tested and fine-tuned it for several years.

GM V8 powertrain with electric option
The G-Tec X-Road is powered by a 6.2-litre V8 from General Motors which is mated to a 5-speed sequential or 6-speed automatic transmission, depending on customer requirements. The drivetrain is only rear-wheel drive but the company is willing to develop an electric powertrain for customers who are more eco-conscious.

17-inch suspension travel will allow drivers to jump and fly the 4.3-metre long car like a Dakar rally racer in the desert or navigate the freeway and local streets in comfort. Interior appointments can be customised to personal preference with high quality materials and high-tech accessories.

Only 30 units available
Final assembly of the 30 units to be available will be done in Los Angeles and the car can be registered for road use in California. Being able to conform to vehicle regulations in California would enable it to meet regulations in other markets.

Customers will get their cars towards the end of 2020 after paying retail prices that start from US$465,000 (about RM1.9 million) with the electric version costing at least US$545,000 (about RM2.21 million).

Laffite G-Tec X-Road — *Laetitia and Bruno Laffite, owners of Laffite Supercars*

About Laffite Supercars
The company creates concept cars and road-ready vehicles in limited runs, and also works on confidential projects for customers wishing to acquire unique and exceptional road-ready supercars.

The owners are Bruno and Laetitia Laffite and Bruno is the nephew of 6-time winner Formula One racing driver, Jacques Laffite, and competed for more than 15 years in numerous racing events in the 1990s. Laetitia has driven and tested many sportscars, spent 15 years in the art industry and is also as an exclusive art dealer in the prestigious Monaco Yacht Club.

Genovation GXE continues to be fastest street-legal all-electric supercar

When US-based Genovation Cars talked about developing an all-electric supercar model which would be adapted from the Chevy Corvette Z06 and be powered by two electric motors instead of a 7-litre V8, it set ambitious goals: 700 bhp with 815 Nm of torque and a range of 240 kms.

Since rolling out the first prototype known as the Genovation Extreme Electric (or GXE for short), the company has been setting new records with the car which actually manages to deliver up to 800 bhp and a range of 280 kms. Some are significant world records, including an entry in the Guinness Book of World Records for a street-legal electric car with a speed of 190.48 mph (306.7 km/h) for the standing mile.

New speed record
The performance continues to improve and this month, the GXE broke its previous top speed record set in September 2019. The new world record of 211.8 mph (341 km/h), witnessed and certified by the International Mile Racing Association (IMRA) was achieved during Straight Line Aerodynamic Testing at the Johnny Bohmer Proving Grounds at the Kennedy Space Centre in Florida.

“During this December test, we broke our previous speed record that was set in September of this same year. That earlier record run was hampered by strong crosswinds, so we were confident that under better weather conditions, we could improve upon that result,” said Andrew Saul, CEO of Genovation Cars, Inc.

“We are thrilled to be the only electric car manufacturer to not only test our vehicle’s record-breaking capabilities, but to validate and achieve this milestone not once, not twice, but three times. Based on the early analysis of the data generated from the new record, we’re confident that we can gain efficiencies which will result in further top-end speeds,” Saul said, adding that the GXE continues to be the fastest street-legal all-electric supercar in the world.

Although the exterior is adapted from a Corvette, the rest of the GXE was designed from the ground up to have a low centre of gravity and near 50/50 weight distribution, making it a true driver’s car.

Customers can order the supercar with either a 7-speed manual – an all-electric supercar category exclusive – or an 8-speed paddle-shift automatic transmission.

The GXE also comes equipped with a programmable active suspension, carbon ceramic Brembo brakes, state-of-the-art carbonfibre wheels, an ultra-high fidelity 10-speaker JBL stereo, a 10.4-inch custom high definition centre console touchscreen and bespoke exterior and interior.

Philosophy of sustainability
“One of our primary objectives is to reduce the use of petrochemicals and energy used to make our cars. Some of the sustainable parts we intend to use are commercially available off the shelf. These include seats made with soy-based foam. Where traditional tyres usually require up to 19 litres of oil for production, we plan to utilize tyres made from natural rubber infused with small amounts of orange peel oil, a by-product of the beverage industry,” said Saul.

“The batteries we plan to use have the most stable lithium-battery chemistry on the market and are 100% non-toxic. They can be reused for stationary back-up power before eventually being recycled,” he added.

Other areas where Genovation is exploring sustainability are more experimental. Testing on some materials has already been conducted and all potential options will be explored in a carefully conducted and scientific manner.

“We are studying the possibility of using composite materials made from natural, non-toxic and renewable products, such as soy-based resins rather than petrochemical resins and natural fibres made from basalt (derived from volcanic rock), jute, bamboo and burlap for trim pieces and body panels. Customers will have the option to order seat fabric made from wool,” Saul explained.

The GXE will be produced in a limited-edition run of 75 units, with initial customer deliveries scheduled in 2020. Although the price mentioned early during the development was US$330,000, the company is now setting a pricetag of US$750,000 (equivalent to RM3.095 million).

Piston.my

supercar

McLaren Artura Hybrid makes its world debut (w/VIDEO)

10 years later, the Lexus LFA legend lives on

Bugatti Bolide – a no-compromise hyper sportscar

McLaren’s High-Performance Hybrid supercar in final development phase for 2021 launch

Gordon Murray’s T.50 supercar revealed in full

Toyota GAZOO Racing to make parts for Japan’s first supercar

LOOKING BACK: OX99-11 – Yamaha’s F1 car for the road

2020 Ford GT supercar gets upgrades to boost performance

Laffite G-Tec X-Road – the first all-terrain street-legal supercar

Genovation GXE continues to be fastest street-legal all-electric supercar

McLaren Artura Hybrid makes its world debut (w/VIDEO)

10 years later, the Lexus LFA legend lives on

Bugatti Bolide – a no-compromise hyper sportscar

McLaren’s High-Performance Hybrid supercar in final development phase for 2021 launch

Gordon Murray’s T.50 supercar revealed in full

Toyota GAZOO Racing to make parts for Japan’s first supercar

LOOKING BACK: OX99-11 – Yamaha’s F1 car for the road

2020 Ford GT supercar gets upgrades to boost performance

Laffite G-Tec X-Road – the first all-terrain street-legal supercar

Genovation GXE continues to be fastest street-legal all-electric supercar

Archive

The New Peugeot 5008 – EV, Hybrid and Petrol Variants, 21-Inch Display!

Hot Wheels Launches Flippin Fast for Autism Acceptance Month

Mini Unveils The New Mini Cooper E In Classic Trim

GAC GS3 Emzoom Open For Bookings, GAC Emkoo and Aion Y Plus Previewed

Hit the Road Safely this Hari Raya with Goodyear’s Exclusive Promotion

Follow us on Facebook

Follow us on YouTube

The Piston Show