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McLaren built a $1 million hypercar that it says is unlike any other vehicle in the world http://www.businessinsider.sg/mclarens-senna-hypercar-pictures-details-2017-12/?r=US&IR=T The McLaren Senna hypercar debuted on Saturday. It’s named after legendary Formula One racer Ayrton Senna. McLaren will on build only 500 Sennas with a price tag of $1 million each. The Senna is powered by a 789 horsepower twin-turbo V8. Ayrton Senna is arguably the greatest driver in Formula One history and one who made an indelible mark on McLaren. The Brazilian spent six of his 11 seasons in F1 with McLaren during which time he delivered 35 race victories and three world championships. On Saturday, McLaren unveiled a new $1 million (£750,000) hypercar called the Senna in a ceremony at the company’s headquarters outside of London. The McLaren Senna will be just the second member of the company’s Ultimate Series, which has remained without a production model since the P1 hybrid hypercar ended its run in 2015. “The McLaren Senna is a car like no other: the personification of McLaren’s motorsport DNA, legalized or road use but designed and developed from the outset to excel on a circuit,” McLaren Automotive CEO Mike Flewitt said in a statement. “Every element of this new Ultimate Series McLaren has an uncompromised performance focus, honed to ensure the purest possible connection between driver and machine and deliver the ultimate track driving experience in the way that only a McLaren can.” According to McLaren, the Senna is built to be the ultimate track-focused road car. Thus, everything about the Senna is about putting up insane lap times on the track while offering a comfortable commute on the road. That also means function over form when it comes to aesthetics. The Senna is powered by a 789 horsepower version of the McLaren’s 4.0-liter, twin-turbocharged, M840TR V8 engine. It’s development of the M840T engine that debuted earlier this year in the 720S supercar. McLaren has yet to announce any performance figures associated with the Senna. But, I wouldn’t be shocked to see a 0-60 mph time quicker than 2.8 seconds and a top speed north of 212 mph. With that said, the Senna’s party piece won’t be its straight-line speed. Instead, the car’s forte will be its ability to meld that speed with mechanical and aerodynamic grip to deliver mind-blowing lap times. The new hypercar built on McLaren’s new Monocage III carbon fiber structure. At just 2,641 pounds, the Senna is the lightest McLaren since the company’s ground-breaking 240 mph F1 hypercar of the 90s. The McLaren Senna will make its official world debut at the 2018 Geneva Motor Show in March. Unfortunately, all 500 Sennas are already spoken for.

Supercar vs Hypercar — What’s the Difference? https://gearpatrol.com/2020/01/19/supercar-vs-hypercar/ It’s obvious to most anyone that a Corvette or Lamborghini are different than a Corolla. There are many terms thrown around to describe outrageous performance cars. But in the upper echelons of performance, things get muddy; often, we use terms like “supercar” and “hypercar” interchangeably while in practice they are two different types of cars. Supercar Hundreds of horsepower, million-dollar price tags, lap times that make most race cars blush — these are supercars. They’re the top range of today’s performance cars, and the specs they boast outshine the best of yesteryear’s race cars. The term “supercar” is a catch-all first used in the London newspaper The Times back in 1920 to help describe the incredible 6.7-liter Ensign 6. Today, the term is used to describe cars with the best performance, technology and design that the automotive industry has to offer. Supercars can be best defined with their most common characteristics: performance, technology, design and price. They don’t need to hold elevated status in all four characteristics to qualify, and most often performance is then used as the ultimate yardstick. Case in point, the Corvette C7 ZO6. It puts up amazing numbers and lap times and has a compelling design, but only costs $80,000, significantly lower than its competitors. Despite the low price, it’s still a supercar. The McLaren 650S has design language handed down from the P1 and sub-three-second 0-60 times but offers nothing in the way of unique or boundary-pushing technology. Also a supercar. Then you have a simplistic car like the Ariel Atom V8. There’s little to speak of in terms of design since it’s basically a cage on wheels. It also costs a fraction of the cost of any other claimed supercar, yet it can outrun most of them around a track. The Ariel Atom’s race-car level of performance makes up for the simplistic design, basic tech and relatively low price. Supercar. But, to get to hypercar status, a car has to meet all the characteristics of a supercar, and push the boundaries of performance, technology and design. Hypercar Then there is the term “hypercar,” coined to qualify the top one percent of supercars. All hypercars are supercars, but not all supercars are hypercars, and while the qualifiers that allow a car to be elevated out of supercar territory and into the hypercar pantheon aren’t obvious, it’s clear with a few examples. The Ferrari 458 is a fantastic supercar, but it does not match the technological marvel of the 1,500 horsepower Bugatti Chiron hypercar. The McLaren P1, Ferrari La Ferrari, Porsche 918: all near 1,000 horsepower, with first-class new-age technology, million-dollar price tags, stunning design and performance rivaled only by each other. Almost every aspect of each car is an advancement in automotive technology and puts them high atop the motoring totem pole. Hypercars are the stick against which all cars are meant to be measured, and not a single compromise can be made. Blurring the Lines With supercars becoming exponentially more advanced and better performing, qualifications for hypercar status have become more stringent. They represent the forefront of engineering and the most extreme design, but with each new generation, the outgoing tech and styling become dated. And at the same time, the critics become callous towards what we call “extreme.” Top speeds of 185 mph used to belong to only the most exotic metal. Now, cars like the BMW M5, a family sedan, can top that. It’s what causes a car like the Lamborghini Murcielago, once an undisputed hypercar, to slide down the ladder every time a new, more batshit-crazy version of the Aventador is unveiled. Simpler performance tech pioneered by hypercars, such as movable aerodynamics, is already appearing on supercars like the Ferrari 488 GTB. Eventually, it will be the norm in the supercar world to see hybrid powertrains like the ones in La Ferrari and the P1 — though at the moment that technology is too complex and expensive to put in the higher production numbers of less exclusive supercars. The fact that the tech trickles down to supercars is also what demands hypercars to stay at the forefront. What we think of as extraordinary today is destined to become commonplace tomorrow.

The Most Affordable Supercar | Apex AP-0 https://apex-motor.com/car-ap0

The Aston Martin Valkyrie now comes with a Track Pack https://www.topgear.com/car-news/supercars/aston-martin-valkyrie-now-comes-track-pack Aston Martin will only ever build 150 road-legal versions of the Adrian Newey-designed, 1,100bhp, V12-powered, £2.5m Valkyrie. It will also produce 25 circuit-only Valkyrie AMR Pros for the truly committed track day enthusiast. If you missed out on an AMR Pro, but managed to bag a road-version, fear not - there is another way. Aston has announced that road car customers will be offered the option of a Track Performance Pack, claimed to reduce your lap times by eight per cent… assuming you have the skill to get anywhere near the car’s limits. This includes an entirely new, more aggressive and higher-downforce front clamshell panel, matched to a full second set of body panels so your Valkyrie has a suit for the weekly commute, and an entirely different body for that occasional weekend track sesh. Very much not allowed on the road, the Track Pack also adds lightweight titanium brakes, “track-focused” suspension lowered by 50mm, and the option of Chris Boardman-spec aero carbon disc wheels. And just in case other punters weren’t sure how seriously you take yourself - as you rock up at your local run-what-you-brung in a £2.5m Aston – there’s personalised “pit accessories” and a race suit to match. Aston won’t tell us the price for the Track Pack option, probably because it would blow our tiny little minds. What Aston did let us do, however, is visit them and pretend to be a customer for the day – speccing ‘our’ car, and a Track Pack from scratch. The pictures here (green/silver = road-legal, blue/blue = with Track Pack fitted) are the result. Particular highlights of ‘our’ Valkyrie include the micron-thick titanium badge on the nose, acid green decals highlighting the roof’s bomb graphic from overhead, the honeycomb wheels and an abundance of ‘Mokume’ carbon fibre on the interior – a technique where the carbon is layered up into a solid block and the component machined from that – leaving an intricate wood-grain effect. Fancy. Indulgent options, that we steered cleared of, naturally, included a gold pack – where gold leaf is laid onto the bodywork under the laquer – and woven leather on the door pockets. For Valkyrie customers that can’t make up their minds, or can’t be arsed, there are four “Designer Specifications” that steer them away from fashion faux-pas. So, what’s the verdict? Like our designs, or think you could do better?

Lamborghini has apparently revealed their limited edition hypercar on the owners-only Unica app. Supposedly called the Sian, we are sure it isn't boring to look at or to drive. Based on the Aventador, the car looks like it is influenced by the Terzo Millennio concept. Lamborghini fans would notice the “63” logos on the car's vertical fins which is a reference to Lamborghini’s founding in 1963. According to The Drive, the car will have a 6.5-litre V12 engine taken from the Aventador SJV which also means that it should have at least 760bhp. Interestingly, there are rumors that it will also have an electric motor that produces 30bhp, making the total power output just under 800bhp a possibility. The car is expected to debut at the Frankfurt Motor Show on 10th of September.

Deliveries of Mercedes-AMG's hypercar, One has been reportedly delayed till 2021 as there are ongoing difficulties in making the engine suitable for street use. According to Auto Motor und Sport, some parts of of the One’s powertrain is in need of refinement as engineers underestimated the difficulties posed by using such an highly-strung engine. One of the most significant challenges includes making the Formula 1-inspired 1.6-litre turbocharged V6 pass its WLTP emissions regulations. The Germany company has also been reported to face issues in making sure that the engine doesn’t require electric pre-heating before it turns over, like a race engine does. With such a high power output targeted by the company, the engineers also realised that squeezing more than 650bhp from the 1.6-litre engine could make it a tad fragile. The hypercar is set to have a combined output of more than 1,000bhp thanks to the help of four electric motors. This would allegedly be enough to send the hybrid hypercar to 200 km/h in less than six seconds and through to a top speed over 350 km/h.

This is the 250mph McLaren Speedtail. https://www.topgear.com/car-news/supercars/250mph-mclaren-speedtail Sleek, isn’t it? Long and low and lean and, well, sleek. A streamliner. This is it, the McLaren Speedtail, the car formerly known as BP23 and likely forever known as the spiritual successor to the F1. Three seats, stratospheric top speed and a price tag that’s similarly out of this world. Facts, though, have been in short supply. And when we’re starved of facts, we feed off myths. The rumour mill spooled up with tales of a 300mph target, of Chiron-beating power, and, to be fair, all we did was fan the flames. Let’s rein in hyperbole and exaggeration right now, because here’s what we do know. The McLaren Speedtail will, when deliveries start in early 2020, have cost each of its 106 owners north of £2.1m for a car that boasts 1,036bhp and a 250mph maximum speed. When they do strap themselves into the centre seat, line up on a runway, press the Velocity button above their head and nail the throttle, they’ll feel what it’s like to accelerate from zero to 186mph in the same time it takes a diesel supermini to hit 60mph. How is it powered? That still hasn’t been fully revealed, but let’s start by looking at a broader picture. McLaren likes its Ultimate Series cars to answer questions. Take the Senna, which answers “is it possible to road-legalise racing levels of downforce?”. Turns out it is, and nothing else comes close to the 800kg of downward pressure the Senna is able to produce at 150mph. Now we’re in the realm of “What if we forgot about downforce and went low-drag instead? Say grand touring was still a thing, what would the ultimate 21st-century GT car look like? What would it be able to do?” McLaren’s leap of faith is that grand touring is still a thing, and that people will want to do it as a threesome. Hyper GT is the pitch; Bugatti Chiron, even if McLaren isn’t admitting as much, the target. The Speedtail is about luxury as much as speed. Well, heading that way. We’ll come on to talk about the clean lines of the cabin, the tactility of the materials, but first just look at it: the length of the tail, the elegance of those rear lines. It’s plain stunning, a shape that treats the air passing over and around it with respect. What air it needs is subtly taken, used as appropriate for combustion or cooling and then calmly reintroduced, before being precisely and delicately detached by the samurai blade tail. At 5.13 metres long, it’s 60cm longer than a Chiron, the sweeping carbon cape carrying with it a suggestion of art deco/steampunk Thirties cool. The kind of car the Rocketeer would have driven. That’s the back, at least. The front is more challenging. What initially springs to my mind are mid-Eighties concept cars, stuff such as the MG EX-E, the Lotus Etna. Think it’s something to do with the wheelspats and low, low nose. The more I look, the better it gets, though, and I really admire how the intakes and air channels have been hidden away. Still at this end of the car engineering is more important than aesthetics. Design chief Rob Melville describes it as a “comet, with the mass at the front, then this long tail”. He’s also interesting about the wheelspats: “Without them, the car would not have been able to deliver on its top speed and acceleration parameters.” The spats (which remain static as the wheel rotates) reduce turbulence almost entirely, the air allowed only to escape from the wheelarch through a single notch, smoothing flow. They can be removed, but McLaren suggests you don’t. Just think of the brake dust build-up. And did you notice? No exterior mirrors. Instead, pop-out cameras with screens at the base of the A-pillars. I don’t think I’ve seen a smoother transition from window into roofline – there’s no header rail, nothing to delay the air’s passage. And how about the cuts at the back of the rear deck? Flexible carbon fibre, moved by hydraulic actuators to adjust the centre of pressure or aid braking stability. We must assume that somewhere in Woking that vast one-piece clamshell is undergoing not just air-proofing, but child-proofing, being continuously flexed, bent and pressurised so that the Speedtail can resist the challenges of Casino Square. Which, let’s face it, is a likely destination. Let’s just hope it’s been able to use a decent proportion of that 1,036bhp on the way there. No word yet on how that’s balanced between combustion engine and e-motor(s), but let’s guess 750bhp from the familiar 4.0-litre twin turbo V8 and approaching 300bhp of electric. There’s a conventional battery pack, but no plug-in socket. Instead, inductive charging. Rumour is it won’t run on electric alone. Shame. If true, this hybrid will have regressed from the P1. Will electricity still be helping out at high speed? Is there a clever gearing system to allow that? We just don’t know, beyond realising that the 1,430kg dry weight (the P1 was 1,395kg) means the battery pack can’t be that big. There are a couple of elephants in the room. Anyone else slightly underwhelmed by the stats? Only 7mph faster than the 25-year old F1, likely no more e-power than the Porsche 918 Spyder, a mere 1,036bhp total when Koenigsegg’s Agera RS has a full megawatt (1,341bhp), and the Chiron has 1,479bhp. And 1,650bhp seems the entry point if you want to talk 300mph. The only stat available so far is 0–186mph in 12.8secs. Bugatti’s time is 13.1secs (the Bug might have a hefty power advantage, but it’s also getting on for 600kg heavier – the two have near-identical power-to-weight ratios of around 740bhp per tonne). Nothing in it really, but McLaren has confirmed the Speedtail is rear-drive only. It’ll be doing well to match the Bug’s 2.4-sec 0–62mph time, but might just have caught up by 100mph (4.7secs). Mad enough, however you measure. For reference the F1 took 22.0secs to reach 186mph, the P1 16.5secs. So it’s deeply, deeply fast, but not as rapid as the Koenigsegg Agera RS (11.9secs). Bragability is good, but not at levels the F1 enjoyed at launch. But maybe that’s the point. McLaren isn’t talking 300mph, because the faster you want to go, the more you have to compromise – stiffer tyre sidewalls are just the beginning. Going back to first principles, McLaren wants the Speedtail to answer the hyper-GT question, not simply battle for bigger numbers. Seen from that point of view, it’s hard to conclude that 250mph isn’t ludicrously adequate. So 250mph it is, reached very quickly. We can also assume McLaren is focusing on high-speed stability as a core facet, to make distance relaxing and undemanding. Wind and tyre noise will need to be minimised – in that respect, it’s encouraging that the front tyres are modest 235-section, that there’s nothing to snag the air passing over the canopy. I suspect it’ll have a massive fuel tank (“more than 60 litres” is all Ultimate Series line director Andy Palmer would admit). Even so, it ought to be an efficient car. Comparing and contrasting the Speedtail is all well and good, but its USP isn’t speed, but seating. This time last year, I drove a central-seat 720S. I found it captivating, almost instantly a more logical, sensible place to sit in the car, distanced from both A-pillars, the symmetry of the view out an utter joy. The catch is getting in. Various techniques are available; none is elegant. Or quick. All involve a measure of shuffling and skooching. I do like the fact McLaren has incorporated recessed handles in the headlining, and engineered “directional leather” that aids sliding in, then “subtly holds the occupant in place while they drive”. This was necessary because the central seat couldn’t have high bolsters. You do miss them. If you want to feel wedged in, drop back into one of the flanking chairs. Here, tucked behind B-pillar, shoulder overlapped with the driver, you are genuinely hemmed in. It’s comfortable but restrictive. You can’t be big. The view out, however, is, like the driver’s, unique. It’s a special place to sit, and you’re aware of views in interesting directions, of the amount of light, of angles you’ve never seen before in a car. It’s not social, though, doesn’t treat passengers as equals. The centre seat makes the Speedtail egocentric. The symmetry is emphasised by how much it’s been decluttered. No sun visors; instead, the Speedtail is fitted with electrochromic glass which darkens at the press of a button. The LED interior lights have been incorporated into the glass, too. Your eye has less to fall on, and the clean view across the swathe of screen and air vent, mirrored either side, channels you into focusing on the steering wheel, finished in this glorious wood-like machined carbon. That material, super-tactile, carved from billet carbon where each layer is just 30 microns thick, is used for the paddles too, and forms the binnacle around the porthole above your head. That’s where you find the car controls, buttons for gearlever, start/stop and switchable dynamic modes. The most interesting one is labelled Velocity. This prepares the Speedtail for high speeds. “No extra key or anything,” Palmer tells me, “this will do 250mph straight out of the box.” It lowers, the active aero is optimised and the wing cameras fold away. Whether this makes it an illegal mode on the road, like the P1’s track mode, McLaren has yet to admit. The doors operate electrically, there are stowage drawers underneath the outer seats, load bays at either end (162 litres in total, fitted luggage matched to the interior specification is optional) but no lockers in the flanks à la F1… more’s the pity. Cupholders? Those are on the options list, I’m told. But it’s not just the tech and layout that separates the Speedtail from lesser McLarens – it’s the design and quality. So here we have Scandanavian leather where air is infused beneath the surface during manufacturing, to reduce density and cut weight by 30 per cent. It’s still tough enough that, with stippling to aid grip, McLaren has used it in place of carpet on the floor. Then there’s Titanium Deposition Carbon Fibre (I’m sure it’s scientifically accurate McLaren, but you shouldn’t put scientists in charge of naming it as well as creating it). Carbo-tanium gets around the issue of coloured carbon fibre, which can, apparently, compromise the material’s structural integrity. Here, a micron-thin titanium layer is fused onto the carbon weave. McLaren has left the finish natural on this Speedtail, but the titanium can be anodised in any colour – you could even have images and words placed into the carbon. McLaren pioneered carbon fibre. Now it’s taking it to the next level. The mind boggles. I suspect it’ll do so again when more details are released. But for now, while we’re still short of full fact disclosure, I recommend just gawping at the thing, and realising that one day quite soon, 106 of them will be released into the wild.

Koenigsegg Agera One:1 World’s Fastest Supercar Secrets Revealed [Video] Koenigsegg Agera One:1 is the latest hypercar that is coming from the stable of one of the world’s best supercar makers. It develops 1340 (1360 PS) Bhp of power and will be built in a limited units totalling 6 and all of them are sold already! The new car from Koenigsegg has achieved a dream power to weight ratio of 1 Horsepower per Kg of weight and has been homologated to as the world’s first production car that produces a full MegaWatt of power and hence it has been called a Megacar ever since. The supercar is a result of a demand for such a car from a Chinese distributor who had 4 customers who wished to buy a Koenigsegg track car. Christian von Koenigsegg is the owner of this company and as you will see on the video he goes into the details of the R&D process and gives away some of the secrets behind building this supercar. He goes details such as the sophisticated suspension and weight saving tactics amongst other useful information about this car. The prototype weights around 1360 kgs but according to Koenigsegg the production cars will have a weight of around 1330 to 1340 kgs. This is remarkable considering the fact that the Agera One:1 will come with a fully functional air conditioning, stereo music system, central locking, ESP, ABS, Power windows and yet they have found a way to make it lighter and faster. The Agera One:1 will have a Le-Mans inspired active wing that will produce downforce of over 600 kgs. It will have larger air vents for cooling, active undertrim air management systems, a roof mounted air scoop, exhaust system built out of titanium, a triplex suspension system that now brings carbon bevel springs with active shock absorbers for ride height adjustment. The engine will be a 5.0 litre V8 from the Agera R supercar but it is modified to produce a lot more power. Of the 6 units that will be produced, 4 will go to China and 2 will be sent to the 2 British customers. The R&D unit will remain at the Koenigsegg factory as the only unit that will not be sold. wow impressive one kg one hp! 0-400 in 20 seconds more impressive the china bought 4 out of 6 world production!

SSC Tuatara revealed at Pebble Beach with 300 mph target https://sg.news.yahoo.com/ssc-tuatara-revealed-pebble-beach-074002333.html After years of waiting, it's finally here. [uPDATE] SSC North America has contacted us to share a press release (attached at the end). The company says it's ready to start production of the Tuatara and is currently accepting orders, with only 100 cars to be made. These will be assembled at a new factory located at home in West Richland, Washington. The only information released about the hypercar's performance is its ability to exceed 300 mph. SSC has "full confidence" it will hit that mark. The heart of the hypercar in detail Formerly known as Shelby SuperCars, SSC North America has introduced this weekend at Pebble Beach the final version of its Tuatara hypercar, some seven years after presenting the concept. A press release hasn’t been issued yet, but all the juicy specs have been published on the company’s website from where we were able to source the adjacent images. Without further ado, the twin-turbo 5.9-litre V8 produces 1,350 bhp when feeding on premium unleaded and as much as 1,750 bhp on flex fuel. The mid-mounted engine – which has a redline of 8,800 rpm - weighs 194 kilograms and sends its output to the rear wheels through a seven-speed “computerised manual” gearbox featuring “robotic shift system.” The high-performance coupe has a dry weight of just 1,247 kg and an aerodynamically optimised body with a drag coefficient of just 0.279. To achieve that remarkably low weight, SSC used carbon fibre not just for the body and chassis, but even the wheels are made from carbon fibre. The 20-inch set comes wrapped in Michelin Pilot Sport Cup tyres measuring 245/35 at the front axle and 345/25 for the rear wheels. Named after a lizard-like reptile originating from New Zealand, The production-ready Tuatara is 4.42 metres long and comes with a wheelbase stretching at 2.67 metres. According to the specs sheet, the hypercar is 2 metres wide and just 1.1 metres tall. Details about performance are not available at the moment of writing, but we’re expecting it to be one of the fastest production cars ever made considering the high power, low weight, and extreme aero setup. It remains to be seen whether it will try and claim the record for the fastest street-legal car, which currently belongs to Koenigsegg and its 277.87-mph Agera RS.

Car from Bulgaria, but is this design familiar? Bulgaria’s Alieno Is Promising A 5,221 HP Electric Hypercar https://www.carscoops.com/2018/07/bulgarias-alieno-promising-5221-hp-electric-hypercar/ It’s been some time since a claimed supercar manufacturer has appeared out of nowhere with promises of a game-changing vehicle. However, Bulgaria’s Alieno has put an end to that dry spell, unveiling its first proposed model. As per usual, it is making some bold claims. The company was reportedly formed in 2015 and gets its name from the Italian word ‘alieno’ which translates to alien. Despite having no experience in the automotive space, the company claims to be working on its first ever model, dubbed the Arcanum, complete with performance specs to rival the Devel Sixteen. Four variants are said to be in the works. The first delivers 2,610 hp and 3,275 lb-ft of torque, the next most powerful pumps out 3,482 hp and 4,366 lb-ft, a third model comes with 4,351 hp and 5,458 lb-ft while a flagship features 5,221 hp and 6,490 lb-ft. No, you’re eyes are not deceiving you, these really are the claimed figures. As you probably guessed, these insane figures won’t be achieved with a road-legal internal combustion engine. Instead, all models will utilize a “direct drive electric powertrain.” In range-topping 5,221 hp guise, this powertrain will apparently consist of six electric motors per wheel to make for a total of 24 small electric motors, each of which can be controlled individually. Performance will be brisk to say the least. While Alieno hasn’t published acceleration times, it claims the 5,221 hp model will reach 303 mph (488 km/h). The size of the battery pack, complete with graphene LiPo cells and supercapacitors, varies between 60 kWh and 180 kWh and in its largest form, delivers up to 634 miles (1020 km) of range on a single charge. The bold claims don’t stop here. Alieno says the Arcanum uses so-called “robotic suspension” alongside traditional double wishbones, pushrods, and adjustable anti-roll bars. Braking will be provided by a hydraulic system, a regenerative electromagnetic system and air braking. Alieno says its order books for the Arcanum are now open, with prices ranging from €750,000 ($878,000) to €1.5 million ($1.755 million) depending on the model. Don’t be surprised if you never hear of Alieno again.

301 mph, 1,600 hp: Hennessey Venom F5 details emerge https://www.autoblog.com/2017/11/01/301-mph-1-600-hp-hennessey-venom-f5-details-emerge/ Hennessy Special Vehicles is unveiling its much-awaited Venom F5 hypercar today at the SEMA Show (along with a cool new video that fans of early Aerosmith will dig, below), and the beast dubbed "America's Hypercar" is making big promises. Hennesseyteased the stunner a couple weeks ago, saying its intent was to take on the Bugatti Chiron for the title of world's fastest car. Now we have more details to go on for the F5. Its twin-turbo, 7.4-liter aluminum V8 produces an astounding 1,600 horsepower and 1,300 pound-feet of torque, giving it a top speed of 301 miles per hour. Acceleration will be quick: from 0 to 186 mph in less than 10 seconds and 0 to 249 and back to rest in less than 30 seconds, though independent performance tests of course will have to bear out those claims. The engine is mated to a seven-speed single-clutch paddle-shift transmission that drives the rear wheels. Unlike the car it replaces, the Venom GT, which was built atop a Lotus Elise platform, the Venom F5 gets an all-new, lightweight chassis and carbon-fiber body, giving it a curb weight of just 2,950 pounds. "We've designed F5 to be timeless so that in 25 years it will still have a level of performance and design that will be unmatched," CEO John Hennessey said in a statement. "The F5 is an all new car, designed and built from the ground up, from the engine to the chassis. We expect the Venom F5, named for the most powerful tornado speed winds on the Fujita scale, to be the first road car capable of achieving more than 300 mph and have worked closely with Pennzoil to get us across the finish line." The Venom GT, which had a 1,451-horsepower twin-turbo 7.0-liter V8, was unofficially dubbed the world's fastest car in 2014,having hit 270.49 mph, though Bugatti plans to challenge that next year in the Chiron. Base price will be a cool $1.6 million, with just 24 units to be built. And according to "Top Gear," John Hennessey himself will hand-pick its recipients, with first deliveries starting in 2019. More images:

The Aria FXE is a 1,150bhp American hypercar If it ever happens, obviously. Watch out Bugatti and Koenigsegg? You won’t have heard of Aria Group, but you’ll have seen its work. The Californian company been building one-off concepts (like the Ford Interceptor and Kia GT4 Stinger) for more than 20 years, and among other things it produces carbonfibre body panels for Singer and its ‘reimagined’ Porsche 911s. And at this year’s LA motor show, it’s revealed a full-on hypercar it hopes will give the European establishment something to think about. It’s called the Aria FXE, and as with all such cars that don’t technically exist yet (although given Aria’s past, we’d say it has a better chance than some), much is promised of its performance. The FXE’s rear axle will be powered by a 6.2-litre supercharged V8, and the front will be electrified for all-wheel drive and a (claimed) total system output of 1,150bhp and 1,316lb ft. We’re told the gearbox will either be a seven- or eight-speed dual-clutch. All this theoretically enables the FXE to reach 60mph in around 3 seconds and hit a 220mph top speed. Aria also plans to offer an entry-level FE that does without the electrified front axle. The FXE’s monocoque chassis and body will be made mostly from carbonfibre, and elsewhere Aria promises “extensive use of 3D printed metal components”. It claims a kerbweight of 1,565kg (70kg lighter than a Porsche 918 Spyder) from a car 4.5m long and 1.9m wide – making it quite a lot shorter and narrower than, say, a Ford GT. We’re told Aria is planning a run of no more than 400 cars – which sounds pretty ambitious. Pricing hasn’t been announced – but as each car will be a bespoke order, it’s likely no two will cost the same. It should go on sale in 2019.

Everytime when a super sports carmaker, especially one of Koenigsegg's calibre, releases a new model, the world stands still. And not just any hypercar - the Koenigsegg One:1 is the most powerful car by the Swedish carmaker and also, most probably the fastest car on Earth. With a power-to-weight ratio of 1:1, the 1,340kg hypercar will have an equivalent amount of horses on tap. And DRIVE gives us a short, less-than-a-minute teaser of the hypercar just before its debut at the upcoming Geneva Motor Show.

http://dai.ly/x14jt3d Porsche recently showcased its 918 Spyder at the Frankfurt Motor Show. It is all common for auto makers to showcase their latest products at one of the globe's biggest and most awaited car shows, much less for a halo car. But the people from Stuttgart did more than that. While a team was preparing the final production version of the 918 for its world premiere at Frankfurt, another brought it out for a spin at the Nurburgring. The result was a record-breaking 6:57. That puts the Porsche right behind the barely legal Radical SR8, overtaking the Dodge Viper ACR (7:12), which held the fastest street going production car record for two years. Now jump to the video to catch a glimpse of the 918 in action.

We were duly impressed when the concept was shown some years ago. Then, the people at Porsche got cunning and roped back fond memories of its excellence in motorsports - by adorning the 918 with Gulf livery. And it seems that the taunting isn't all over. The marque recently showcased an 'almost-ready' for production model at the Pebble Beach Concours. Hypercars are highly desirable. They are the epitome of the motoring world (you can tell from the term 'hyper'), and they fuel the dreams of boys (and men alike). And we'd like to believe that the 918 Spyder belongs to this breed. While McLaren and Ferrari have done their duty in giving the 918 rivaling pressure, they haven't been as pro-active (or should we say deceptive) in teasing their hypercars to the audiences. Think of it as hanging out a piece of meat in front of a hungry croc. It gets the croc anticipating, surely, but at times it can be frustrating. Personally, we like how the air has styled the P1. The Ferrari people have also penned the LaFerrari (without the help of Pininfarina) in a wonderful way. But credits where it's due, the 918 still carries its own appeal (we dare say it's the prettiest) among the trio. Look at the outrageous diffuser that flanks the rump. Porsches are usually subtle, but not this. We can be prejudiced, but we bet our last dollar that it will emit some mind-blowing exhaust note. Not to mention how it looks jutting out from the top of the engine bay. We hate to end off (almost) every blog posts hoping to see the car featured on our local shores. But seriously, don't you wish to see this? Meanwhile, if you're reading this Porsche, show us the final production model already.