Petter's Blog - Pettersolberg

What’s coming up in the world of racing in 2021?

June 25, 2021

If you’re a racing fan, and have been disappointed by the number of events that have had to be cancelled recently, then the good news is that there is a lot to look forward to in the 2021 racing calendar. You’re sure to be excited about all of the upcoming events that you will be able to watch, so we’ve put together some of the things that are coming up that you are sure to enjoy.

F1 World Championship

This is without a doubt one of the most anticipated events of the whole year, and fans from all over the world will be watching to see who will take the crown this year. The championship run from March 28th all the way through to December 12th, meaning that no matter how busy you might be, you can certainly enjoy a piece of the action for yourself. Lewis Hamilton is at the top of his game right now and is a firm favourite for this competition, but there’s no doubt that there are other talented drivers who could give him a run for his money along the way. You’ll be able to check these out on websites like OlyBet and get in on the action.

British GT Championship

This is a race that has been a firm favourite for a number of years now, ever since it was first brought to the racing scene back in 1993. The season this year will include 9 rounds, starting in April and ending on September 12th at Donnington Park. This can be a particularly exciting tournament to watch thanks to the fact that there are so many supercars being raced, including special racing versions of popular supercars such as the Bentley Continental GT and the Lamborghini Huracan.

Read more:

The 13 Fastest Cars In The World

British Touring Car Championship

If you’re looking for something a little more accessible, with cars that you may see every day on the road, then this event is absolutely the one for you. This is an event that has been held every year since 1958, so there is no doubt that the successful format of the event is likely to be a big part of racing for many years to come. The tournament this year will be split across 30 rounds, using 9 different circuits. The final circuit to be used will be at Brands Hatch, and this race will take place on October 10th – definitely one to write in the diary.

1,000 Miglia

If you’re a classic cars lover than this is the race for you. The 1,000 mile race isn’t a race as such, rather a display of the kinds of cars that have been on the roads for over half a decade. This can be a really nice spectacle to watch, so if you’re interested, you may want to find a place along the Brescia to Rome route, giving you the chance to see the classic cars for yourself. This is one that classic car owners from all over the world like to get involved in, and although it might not be the fastest race, it’s almost certainly the most interesting and enjoyable to watch.

Petter Solberg / Gaming /

The Best Video Games for Aspiring Racers

June 19, 2021

Whether on a rally track or on the asphalt, racing cars is an exhilarating experience that only a few can enjoy.

To reach the pinnacle of the racing world, putting the fastest cars through their paces against other people takes years of dedication, training and accumulated experience. For many, the only way they can share the joy is by turning to the virtual world of video games.

Racing video games have been around for almost half a century now, with the first proper racing game coming out 47 years ago. Retrogame Deconstruction Zone explains how Gran Trak 10, released in 1974, was one of the first proper racing games, one in which you could use an actual steering wheel. Since then, technology has progressed, and racing fans are well catered for, whether wanting a driving simulation or just an experience based loosely on their hobby.

Car racing is now possible on mobile devices, thanks to better processing power, and you can get titles such as Asphalt 8, which is not widely known but is popular with its dedicated fanbase. There are several racing slot titles on Foxy Games, including 24 Hour Grand Prix and Wild Chase Tokyo Go, which develop racing themes around other game genres. They are not the only developers to base games on car racing themes without having the core racing element: Motorsport Manager puts you in charge of the pits rather than the racing action and is also on mobile devices.

The core concept of a racing game though is speed, and home consoles provide a fantastic outlet for frustrated racers to try cars, tracks and events, real life does not allow. Some are so advanced; they can accommodate accessories to improve the gameplay further, such as a virtual cockpit for a more realistic simulation.

If you are a wannabe racer without the means to get behind the wheels of the world’s fastest cars, these three console titles are the best on the market right now.

Forza Horizon 4

By the time November comes around, you will be able to play Forza Horizon 5, which looks utterly fantastic, but for now, you have to console yourself with this 2018 release. The fourth Forza Horizon game boasted changing seasons, dynamic weather and more than 700 licensed cars. The game also takes place in a synchronised world, where up to 72 players can compete simultaneously. The only negative here is that it is an Xbox exclusive, so PlayStation owners will have to look elsewhere for their thrills.

Project Cars 2

Project Cars 3 came out in 2020, but racing enthusiasts still feel the second in the franchise is the better game. It had a massive roster of tracks, 60 locations and 140 different layouts, plus 189 cars to choose from. Boasting off-road tracks and vehicles, Project Cars 2 caters to those who want a varied driving simulation. It was a proper simulation with lots of tinkering opportunities within your car setup screen. Virtual reality support only serves to heighten the appeal of this 2017 release.

Dirt 5

Codemasters have become racing specialists, and their Dirt 5 release last November raised the bar for off-road racing simulators. Instead of hundreds of tracks, Dirt concentrates on offering different disciplines within the off-road spectrum, such as rallycross, ice racing and off-road buggies. It also features a four-player split-screen experience for rare gamers who like to come together in one room rather than play virtually.

Sebastian-Vettel-at-Circuit-of-Barcelona-Catalunya

Petter Solberg / Formula 1 /

Formula One’s Forgotten Hero

March 5, 2021

In September 2008, a young German driver by the name of Sebastian Vettel made history, not only by becoming the younger pole-sitter in Formula One history but by winning the Italian Grand Prix.

Aged just 21 years and 74 days, Vettel shocked the racing world, earning his team, Toro Rosso, their only race win. It led to him being named Baby Schumi by the press, a homage to one of the best drivers of all time, Michael Schumacher. Whilst Lewis Hamilton made it a one-two for British drivers during that season, becoming the youngest ever winner of the title, Vettel was the exciting prospect.

Two years later, Vettel ended Hamilton’s brief reign as the youngest victor ever, sparking a sensational run of four successive title wins, one shy of Schumacher’s record of five-in-a-row. Indeed, Bwin’s F1 post shows Vettel is only 30 podium finishes behind catching the legendary Michael Schumacher, and that he already has more race wins than both Alain Prost and the late, great Ayrton Senna. So why did he not kick on from his 2013 victory and become the greatest driver of all time?

2014 saw him struggle in a season dogged by reliability issues, and he became the first defending champion not to win a single race in a season, or to put it another way, the only four-time champion not to win a race. Instead, Hamilton picked up his second driver’s title to begin clawing away at Vettel’s legacy. It was a rivalry for the ages, one set to trump that of Prost and Senna, but whilst both of those drivers are fondly remembered as great competitors, Vettel’s stock has completely collapsed.

He should have been the pride and joy of Germany, the natural successor to the great Michael Schumacher, but his move to Ferrari in 2015 only brought more misery. In his 2013 title-winning season, Vettel won 13 races. Between 2014 and the upcoming 2021 season, he has won just 14. His switch to Ferrari was meant to be the next step in becoming the new Schumacher, driving the same car and claiming the crowd. Instead of a coronation, it became an abdication.

In 2016, Hamilton’s brief reign as champion was ended by another German, with Nico Rosberg taking his first championship. In 2017, Vettel and Hamilton resumed their rivalry. Vettel secured four wins before the summer break and one more in Brazil, the sort of form which might have left him as a contender in other years. Sadly, the Mercedes of Hamilton was too quick, and frustration boiled over in Baku when Vettel drove into Hamilton deliberately. Formula1.com reveals that the incident was put behind the drivers, but whilst Hamilton has since thrived, Vettel has all-but disappeared.

His move to Ferrari was meant to bring glory to the team and the driver – as it had with Schumacher – but instead, Vettel cut a frustrated figure in a car ill-equipped for his needs. His horrible understeer at Hockenheim in 2018 only underlined how far he had fallen. He qualified first on his home circuit, and he led from the first corner with Hamilton back in 13th. On lap 46, Vettel mounted the kerb and lost a portion of his front wing, before crashing out completely on lap 52. Hamilton won the race and opened a 27-point lead in the Driver’s Championship.

That race also saw a young Charles Leclerc finish in 15th and it is the Monegasque driver who has perhaps all-but ended Vettel’s legacy in Formula One. He is the chosen one at Ferrari now, and his form allowed the team to let Vettel go. Now 33, Vettel will race for the new Aston Martin team in 2021, further away from adding to this four world titles than he has ever been. In a British car, he will be watching from the middle of the pack as a British driver, one-time rival Hamilton, looks to better Michael Schumacher’s record of seven titles this year, making it five-in-a-row, too.

It seems Baby Schumi grew up and sadly, could not live up to the expectation pinned upon him.

Petter Solberg / Motorsport & Racing, Rally Cars /

Buying a pre-owned rally car

December 14, 2020

Understanding the Classes of Rally Cars

Things to look out for before buying an ex-off-road rally car

Group N

Cars in this group are typically 4WD, 2-litre turbo-charged ‘showroom’ cars that have been modified for rallying, following regulations set by the FIA (Fédération Internationale de l’Automobile). Restrictions are usually placed on the turbos, with most series allowing 32mm, though some allow 34mm. Modifications may include:

free ECU
Removal of the dash, dogboxes,free springs, shocks, trim, and other small items

Second hand cars in Group N tend to be readily available, particularly early Evo 1/2/3s and Imprezas, as well as modern Evos and Imprezas. (Newer models tend to deliver performance somewhat similar to cars in Group A).

Check car history first

If you buy a used rally car get a car check to search for accident damage repair issues that impact car value. You can also check mot history via the gov.uk open-source website. With the V5C log book reference number you can also check MOT test stations who have road tested the car.

Group A

Cars in Group A are similar to Group N, as they are based on modified road cars. However, there is considerably more flexibility regarding modifications, including:

Engine torque is usually much higher due to 34mm restrictors and internal changes being allowed
Uprated discs, brakes, and hub combinations are allowed, ensuring a greater performance level than the cars in Group N

There are plenty of cars in Group A available on the market. Before making a purchase, it’s important to closely look at the car and its specifications, as it is not unusual to see Group N cars being passed off as Group A.

Group B

Cars in Group B are covered by FIA rules developed specifically for rallying in 1982. These cars tend to be some of the most powerful and fastest built before the Group was banned in 1986. These cars have minimum weights ranging from 820kg to 1100kg and 1428cc to 2857cc super/ turbocharged.

Cars in this group are still raced today, though they tend to be very expensive due to their unique history and outstanding performance.

WRC

Introduced in 1987, most WRCs are 4WD, turbocharged that are modeled after current cars in production. There are numerous differences between WRCs and the cars they are being modelled off of, including:

Restrictor power limited to around 330bhp
Torque ranging from 660 ft-lbs and higher
Aerodynamic modifications

WRCs must have a minimum weight of 1230kg and are considered to have the ultimate in rallying technology. Cars that are available will be ex-works that may have some factory components altered, yet retain their factory support. Be aware that these cars often have a higher purchase price and running costs.

Production

Cars in this group are subject to strict controls in regards to how they have been modified from the version on the showroom floor. Typically, regulations allow for:

Safety enhancements, including cutoffs, a cage, extinguishers, and harnesses
Changes to the air filter, brake pads, shocks, and interior lightening

Road Rally

These cars are production cars that have been slightly modified. They may include the addition of some codriver accessories, a bolt-in cage, and lighting, as well as uprated shocks and lightening of some parts.

Super 1600/S1600

This class was introduced in 2000 by the FIA and are production based homologated vehicles. They tend to have lots of modifications, such as:

The addition of specifically tuned engines with a max power of 230bhp and sequential gearboxes
Two wheel-drive
A minimum weight of 980kg, based on valves per cylinder
A maximum engine size of 1640cc

Most of these cars are work based and include those manufactured by Fiat, Ford, Citroen, Volkswagen, and Suzuki. They maintain their value on the market and are an excellent option for new drivers into the WRC.

Super 2000/ S2000

This group was developed by FIA to decrease the costs associated with holding the Word Rally Championship. They are naturally aspirated, must be Euro168,000 new, 4WD, have no electronic aids for drivers, and have a maximum of 280bhp. They contain a common control driveline and gearbox made by Sadev. Plans are in place for gearboxes manufactured by Ricardo and Xtrac.

Petter Solberg / News /

Electric vehicles and charging stations in Europe

November 27, 2020

It is no surprise that the technological revolution has broadened the horizons of today’s generation. While new, advanced devices have taken networking and communication to a whole new level, the automotive industry is in no way behind when it comes to incorporating smart technology in both vehicle manufacturing and the vehicle itself.

Since road traffic has become a leading cause of greenhouse gas emissions, certain measures are being implemented to prevent global warming. One step towards the effective use of renewable resources is the progression of the EVs industry. It is, therefore, becoming more and more important to know how electric cars work and why they are a great alternative to fuel-based vehicles.

The mechanics behind electric cars

Simply put, EVs are driven by electric motors, which are powered by batteries that can be charged with power supply. These are called battery electric vehicles (BEVs). The amount of power required is moderated by a control unit that allows smooth acceleration and deceleration.

Other EVs that are based on 100% electric motors include fuel cell electric vehicles (FCEVs), which convert chemical energy into electric energy, and extended-range electric vehicles (EREVs) that are equipped with an additional fuel-based power unit for improved range. The other two popular EV types are hybrid electric vehicles (HEVs) and plug-in hybrid electric vehicles (PHEVs). These work thanks to their internal combustion engines, with the only difference that in HEVs, the battery connected to the electric motor doesn’t have the option of external recharging like in PHEVs.

The process of EV charging

Electric car owners can charge their vehicles using the electric supply at home or the commercial charging stations. There are, however, certain time durations which, unlike in the case of refilling fuel-based vehicles, vary depending on the charging point types and methods. Three major EV charger types include:

Level 1 or slow charging requires a simple socket, provides 3kW-6kW power but takes 8-12 hours for a complete charge.
Level 2 or fast charging can be done at public charging stations, provide 7kW- 22kW power, and takes 3-4 hours for charging.
Level 3 or rapid charging uses direct current (DC) charging stations, providing 100kW- 350kW power, and taking less than an hour to fully charge an EV battery.

So far, the future of EVs looks promising. Reduced operating cost and no tailpipe emissions attract an increasing number of buyers. The biggest challenge the electric car market is currently facing, though, is range anxiety. Range anxiety is what happens to EV drivers when their fully charged battery doesn’t suffice and the car falls short until the next charging station. That is particularly troublesome when traveling long distances and on specific routes where charging stations are not dense enough.

The good news is that many European countries are now realising the need to facilitate things for EV owners. According to July 2019 reports, 170,149 public charging stations have been made available with fast charging points supplying 22kW power. As for the year 2020, it is observed that they are continuing to grow exponentially. The heat map below illustrates the current numbers of charging stations per country in Europe.

The incentives to be enjoyed by EV owners and buyers

The good news doesn’t stop here. To further encourage EVs, European governments have provided tax benefits and subsidies on the purchasing of electric cars. Romania, Germany, and France are leading the way in delivering approximately 9,000 EUR subsidy while Italy, Spain, and the United Kingdom provide 3000-6000 EUR subsidy on EVs purchase.

These measures have resulted in stellar growth of Europe’s EV market share. The first quarter of 2020 showed a 6.8% increase in EVs purchase in contrast to 3% last year despite the Covid-19 pandemic. It is expected that by 2021 EVs production in Europe will boost to over 2 million and will surpass China’s market.

The promising future ahead of EVs

Electric cars are emerging as a beacon of hope for convenient and efficient yet environmentally-friendly transportation. Already promising in their current form, the exciting sustainable technologies that are available now will be, without a doubt, consequently improved over the next years. As a result, the advancement and accessibility of EVs have no other option but to grow.

Images from: Electromobility in Europe: EVs and Charging Stations

Petter Solberg / News /

Tyres: Over A Century of Safety

May 24, 2020

The invention of the wheel was one of the most groundbreaking moments in the history of mankind. Around the year 3500 BC, the way people travelled was revolutionized and led to the widespread use of carts, chariots, coaches and eventually, cars.

However, when it comes to drivers, and passengers’ safety and comfort, as well as to the durability of wheels itself, the greatest change came with the introduction of rubber tyres in the 1800s. For that, credit goes to two Scotts, Robert William Thomson and John Boyd Dunlop. The latter opened a first tyre factory under the name Dunlop Tyres in Ireland, in 1890. That brand has been associated with quality products ever since and is still a very popular choice, with car owners.

Arguably, the expansion of the whole automotive industry would be impossible without the invention of rubber tyres. Without them, travelling by cars would simply be too uncomfortable for most people. Tyres also allowed for greater speeds, providing vehicles with much needed traction and made the first racing and rally event possible as early as 1895!

After all, when we use the brake pedal while driving, how soon our car comes to a complete stop is not only up to the brakes. We also rely on the tyres that we use, to keep us safe on the road regardless of weather conditions. Further improvements came with the introduction of synthetic rubber, that reduced the demand for harvesting latex from the rubber trees as well as the radial tyre, that increased flexibility and ride comfort, an invention by another big name in the industry, French company Michelin.

Today, we can hardly imagine transportation or traveling without tyres. An astonishing 2.5 billion tyres are produced annually and brands like Dunlop and Michelin are still important market players. And it isn’t just the automotive industry that relies on a constant supply. After all, bicycles, motorcycles, industrial machines and planes, they all need tyres too.

There are various kinds of car tyres in production, that cater to a wide range of drivers. We use different types for winter and summer season, both made of special rubber mixtures that provide better performance in either low or high temperatures, on wet and snowy roads. Another type of tyres is used for off-road cars which might need that extra grip when crossing mud, going up or downhill. Finally, there are performance tyres, carefully designed for great velocities, and top tier, marked with speed symbol W, can safely reach even up to 270 kilometres per hour. Without those, millions of fans around the world simply wouldn’t be able to hold their breath while watching WRC or Formula 1 championships.

There is a lot of good news when it comes to future developments in tyre technologies, both for those who drive to commute as well as for motorsports enthusiasts. We can definitely expect substantial improvements in safety and comfort for drivers and their passengers.

From self-sealing and airless tyres that are going to require less maintenance, to those reducing road noise, to new versions of threads for better control in tight-radius turns and shortest braking distance on both dry and wet surfaces. And let’s not forget energy saving tyres, for better fuel efficiency, to keep more money in our pockets. The biggest and most advanced companies like Goodyear, Michelin, Bridgestone and Continental are working tirelessly in cooperation with car manufacturers and the effects are driven by us.

Images from Evolution of Tyres

Petter Solberg / News /

2019 Rallies in Summary: Developments and Predictions

February 1, 2020

2019 has come and gone, and with it another rally season. Those who mark the time by the round will know that the season saw its fair share of upsets but that it generated even more familiarity. With that in mind, let’s dive into an assessment of the season to see who won, who lost, and what fans will need to look for in the season to come.

Rallies in 2019: A Summary

Rallies are only as successful as their manufacturers. Hyundai Shell Mobis WRT produced some of the most popular – not to mention most successful – racing vehicles in the 2019 season. Of the fourteen official rallies the season hosted, four saw a Hyundai Shell Mobis WRT vehicle in the winner’s circle. Some of the most popular vehicles to grace the routes included:

Citroen C3 WRC
Ford Fiesta WRC
Hyundai I20 Coupe WRC
Toyota Yaris WRC

source: https://www.oponeo.co.uk/blog/2019-in-the-automotive-industry

The Ford Fiesta is definitely a favourite, being both the UK’s top one and in the top best rally cars globally.

2019 World Rally Championship Results

The overarching victory in the rally world this past year went to Ott Tanak, who took the title of World Drivers’ Champion. Tanak, who originally drove for Toyota, was recently recruited by Hyundai as a driver for the 2020 rally season.

Martin Jarveoja took the title of World Co-drivers’ Champion, while Hyundai Shell Mobis WRT took the title of World Manufacturers’ Champion.

Rallies and the Broader Automotive Industry: A Comparison

In the world of racing alone, Europe dominates the automotive market. Rally racing in the EU generated 46% share in 2015, with that share only growing over the past few years. The market is expected to hit $2.96 billion in value by 2023.

In terms of the global passenger market share, small brands dominated over half of the broader automotive industry. The largest, well-known brand to generate a remarkable market share was Volkswagen with an impressive 9%.

Comparatively, Ford dominated the 2019 rally market, with the majority of drivers using Ford vehicles during their runs.

Looking Forward

Where, then, should fans and automotive investors alike expect the rally scene to go in the later months of 2020? Citroen has already shaken the World Rally Championship by cutting its rally program entirely. Even so, drivers at the wheel of some of the manufacturer’s previously released vehicles will appear on the track come 2020.

The World Championship’s first round is set to take place between the 23rd and 26th of January at Monte-Carlo. Ford thus far dominates the track, with 23 of the 88 entrants driving some variation of the manufacturer’s WRC vehicles.

Surprisingly, none of the brands previously mentioned previously garner the second-most popular spot, as Peugeot has outplaced them all with 19 drivers. 13 drivers represent Hyundai, while 12 drive for Citroen, and 8 for Toyota. Volkswagen and Skoda are also set to appear at this raise, with 4 and 8 drivers, respectively. Other manufacturers with vehicles appearing in the first round include:

Renault
Fiat
Dacia

With so many changes from 2019 still resonating through the industry all fans can do now is wait and see how a new season shakes up the rally standing.

Petter Solberg / Motorsport & Racing /

5 Women Who Earned their Place In Motorsports

November 27, 2019

‘You drive really well…” someone says, “…for a woman”. Well, and there it is! The misogyny we just can’t seem to get rid of. The automotive is, like many other industries in the world, still very male-dominated. Whether we talk about race car drivers, mechanics or CEOs; it’s quite rare for a woman to be in the limelight for her contributions in the automotive world.

For years, women have been considered not capable of understanding how cars work. Now this belief is starting to change in more and more environments. Here are five examples of the exceptional women who are transforming the way many people perceive the role of women in motorsports and the car sector.

Maria Teresa de Filippis

Some may find it surprising but the involvement of women in motorsports goes as far back as 1958 when Maria Teresa de Filippis took part in the Belgian Grand Prix and landed the tenth position. Her passion for driving began at 22, when her brothers bet that she couldn’t drive fast and she was determined to prove them wrong. Despite her great skills as a driver she had to deal with the prejudice that exists to this day. An official at the French Grand Prix told her “The only helmet a woman should wear is the one at the hairdresser’s.”

After the 1959 Monaco Grand Prix she retired from driving but made her comeback in 1979 by joining the International Club of Former F1 Grand Prix Drivers. She was the club’s vice-president in 1997 and also became the president of the Maserati Club.

Shawna Robison

Shawna Robinson was the first woman to win a NASCAR series in 1988 where she also won ‘Most Popular Drive’ and ‘Rookie of the Year’ titles. She competed in all three NASCAR national touring series. Robinson also won the pole of all three major series and won at qualifications for Xfinity Series at Atlanta Motor Speedway in 1994. Her feats as a female driver serve as an inspiration for many young girls all over the world.

Lella Lombardi

After Maria de Filippis, lella Lombardi is the only woman who qualified for a Formula One race. She competed in three seasons from 1974 to 1976. She entered seventeen races and started twelve having her best result in the 1975 Spanish Grand Prix where Lombardi finished in sixth.

She’s the sole female driver to score points in Formula One World Championship – and the only driver with a career total of half a point. For Lombardi, it was all about racing. She did not distinguish herself as a female driver, nor did she seek fame for it. Nonetheless, she made her mark in history and will forever be remembered for it.

Danica Patrick

Danica Patrick that’s carved out a legacy by competing (not just taking part) in the ultra-competitive NASCAR and IndyCar, at which she’s the only woman to have won a race – Japan 2008.

In 2008, Danica Patrick became the first woman to win an Indycar race. In 2010 she joined NASCAR and in 2012 she won the pole position – the second female to do so after Shawna Robinson and was honoured as NASCAR’s Most Popular Nationwide Driver the same year.

She also got the pole position in the 2013 Daytona 500. The highest finish for any female NASCAR drivers was her 8th position in the Daytona 500 as well. She retired last year, but her achievements will outlive her career.

Behind the scenes

These female drivers prove that women can drive just as well as men. As Desiré Wilson put it, “My opinion is that women are actually stronger mentally than men are… It’s the individual person, what you are made up of, what you want in life, how hard do you want to fight for it and how serious and focused you are.”

Some women are gaining fame as successful drivers while others are making their mark behind the curtains of the automotive industry.

According to a survey by Cars.com, over 60% of women are “the sole decision-maker when it comes to purchasing their next car”. As women make the majority of the buyers, increasing the number of women in the top positions would surely benefit automobile companies.

Mary Teressa Barra

In 2014, Mary Teressa Barra became the first female CEO and chairman of a major automotive producer General Motors. But the journey was anything but easy. She started working at GM in the 80’s while she was still a college student. After more than three decades of hard work and diligence, she made her way up the corporate ladder so that in 2016, she was the highest paid automobile CEO in America. Few can deny her success as under her leadership, GM has seen great success including a $7.9-billion profit in 2018.

Despite her success, she still has to stress for a more gender-inclusive and diverse environment. “Ensuring a diverse and inclusive workplace is a critical business imperative, and we treat it that way,” Barra said when speaking to USA TODAY.

Despite the presence of these inspirational women in the automotive sector, the issue still stands. Women are still not being encouraged or supported enough in joining the car industry. Hopefully, the increasing awareness on the lack of inclusivity and diversity will bear fruit in the coming years.

Petter Solberg / Tuning /

Subaru BRZ Turbo Kit Guide

August 18, 2019

The Subaru BRZ isn’t quite that straightforward; it’s also the Toyota GT86 or FT86 and the Scion FR-S – it was a joint project between Toyota and Subaru, and many consider it to be a fine handling, sporty car, just needing a little more ‘get up & go’ to be really interesting. Hence the turbo kits.

Natural Aspirations

For a long time, modifiers and engine tuners have relied on forced induction as a cost-effective route to easy horsepower – change the engine controller, maybe fit a bigger turbo, and hey presto, instant horsepower. But when the engine is naturally aspirated, it requires much more work to make it reliable, or even usable – often needing a change (lowering) in compression ratio to avoid damaging the engine.

Most experts agree that the standard engine can cope with around another 100 hp in standard form, start pushing the envelope a little harder though and you’ll need to think about strengthening the internals – and that’s going to get expensive.

Additional

You should also think about the additional costs and components that you’ll need – it’s not just a question of throwing on a turbo kit and that’s it all done … with a minor increase in horsepower, the clutch and driveline should cope, although I’d be tempted to fit a new clutch anyway, but let’s think about big numbers (some of the turbo kits can max out at over 600 hp, and that’s wheel horsepower, so closer to 700 hp at the crank).

Are your brakes up to the job? Can you fit bigger? Or perhaps you need bigger wheels? And tires. There’s plenty of thousands of extra dollars right there. Would you use all the standard hoses under the hood? I wouldn’t. And what’s your suspension going to do? Yes, the BRZ may be a great handling car, but if you’re doubling the power output, you’ll soon find the weak points.

I’m going to be honest … modifying a car, looking for bigger power figures … it’s a slippery slope that you should really only think about if you have deep pockets. Plus … I doubt you’ll even get to the end of the first round of modifications before they’ve changed and you’re looking for more – in thirty years of modifying cars, I’ve never once met a customer that just does one mod, on budget and never touches it again … it’s like crack cocaine … don’t start, and if you do, say goodbye to everything else you love.

Aftermarket Kits

Here’s my issue with this sort of stuff … forcing your engine to make another 60, 70, 100 or 200 horsepower goes against what the manufacturer is happy with. Of course they build in safe tolerances, and they’re thinking longer term – they want the engine to last for a predetermined amount of mileage, and changing the horsepower level will change the reliability.

Still want more?

Some kits (in theory) will bolt straight on to what you have now – literally just pop the hood and start installing, but what if your motor is already a bit tired? Is that cylinder head gasket going to hold? Will the transmission cope?

Don’t expect to go back to the dealer and claim on the manufacturer’s warranty – they’ll still be laughing as you’re waving your conrod about, semi-melted piston dripping off the end of it … trust me, I’ve done that (seen the devastation caused by non-professional installs).

The Best BRZ Turbo Kit

I’ve spent some time warning you of imminent problems, that does not mean I wouldn’t do it personally … there’s nothing like some extra horses roaming around under your hood.

For the main part, I’ll be talking about the regular kits; there will be added options available to you, choosing to go for the big hp numbers for example, but I’ll try to keep it as simple or as relevant as possible – if we start going down the rabbit hole of technical details, who knows where we’ll end up?

Full Blown SUBARU BRZ Stage 1 Base Turbo Kit

Full Blown Motorsports offer a few different turbo kits for the BRZ / FR-S combo, including a ‘Premium’ stage 1 kit. In their own words, they knew that some customers weren’t able to come up with the goods for the premium kit, so they’ve made a … more cost effective … kit to suit those customers.

They’re still looking at the same level of performance as the premium kit, but they’ve managed to pare the costs back a little by using CNC machines for bending the pipework, modifying the intercooler to use cast aluminum tanks, swapping to a 39mm wastegate and most importantly, losing the license fee as many modifiers already have that taken care. Be aware though, that you’ll need to extra to the base price if you need the license or hardware to mod the ECU.

It’s a comprehensive kit, and seems to be well engineered and designed, I guess I would add that it really is the bare minimum to get started. For my money, I’d need to see some of the extras included in the kit as standard for peace of mind, but that’s from an automotive engineer’s point of view … I fully understand what bits do certain jobs, and what extras could help to make the job or performance more reliable or drive-able. But we shouldn’t forget that this is the whole point of the kit … this is the most cost effective route in to turbo charging the BRZ.

The kit includes as standard:

FBM (Full Blown Motorsports) Base EL turbo manifold, choice of turbos – 50, 57 or GTX28 (but you need to check out the options with that), FBM aluminum wrinkled black I/C pipe & couplers, FBM 3-inch downpipe, FBM 550hp I/C (with cast tanks), FBM intake pipe, FBM dump tube, 39mm wastegate, Tial 50mm Q BOV, 550cc injectors, 270lph gas pump, FBM dual fans, all hardware / oil lines & gaskets needed for the install and an FBM 7psi base map (without a license).

This is the cheapest way in to forced induction for your FR-S or BRZ. You can expect to see power gains around 100+hp, although of course nothing can be guaranteed because every engine is different, and to a lesser degree, your mechanical skills could also have an effect.

Crawford Performance BRZ Turbo Kit

Crawford say that they were the first company to successfully design, build and test a kit for the BRZ, and what I like about these kits is that they offer a number of different kits, easily identified and all building on top of the base kit. You can choose a PLUS 100, PLUS 130 or PLUS 200 (which of course relates to horsepower), but be aware that anything above the PLUS 130 is recommended to have the rebuilt and modified engine.

The kit uses a custom built twin scroll turbo, which helps to eliminate any lag, with full boost happening between 2,500 rpm – 7,500 rpm. It should feel quite drive-able without seemingly waiting forever for it come on boost.

They also say that although it’s offered in set stages, the kits themselves are completely customizable for ‘power goals’, which means you can pretty much pick a number and dial it in, but I’m guessing for that to work properly, you’ll need everything, including the crate bottom end which has been designed to withstand big horsepower numbers, or you’re going to be looking at a huge molten pile of pistons and possibly banana-shaped conrods.

The kits come with everything you need to successfully install some extra horsepower, these include:

PLUS 100 – custom built Blouch VF36 twin scroll turbo with a special thermal coating, all plumbing (2” & 3”), all couplers, bolts, nuts, clamps, gaskets and heat shields, 3” stainless steel (thermal coated) downpipe, equal length stainless headers, new oil pan (added drain) and a MAP sensor, although there’s no mention of ECU work or license fees, so that may be an additional fee.

This seems to be a well engineered kit, with thought given to what’s actually needed, and how it’s all going to work under the hood. A great choice if you’re new to forced induction.

WORKS FR-S/BRZ Stage 2 Turbo Kit – Calibrated Kit/CARB Compliant

OK, this is the most expensive kit in the list, as an engine guy, I can see why it’s more expensive, and the added benefits that you’re getting for the money.

This is their Stage 2 kit (I’ll come on to ‘stages’ in the conclusion), and essentially what you’re getting is something akin to a factory install. It’ll give around 90hp and 90ft/lb of torque (remember that no power figures are guaranteed) all while working on as many stock components as possible, which means it looks almost like it was there from factory.

I also like the fact that they’ve clearly thought about the engineering, about how the install will affect the car, and that due to that, it’s still smog legal in 50 states under the CARB executive order D-748.

They say that there’s hundreds of hours gone in to design, development and testing, and from what I can see (things like proper ceramic coating on pipework), I can well believe that – it’s almost like this has been designed and built from an engineers perspective, rather than a modifiers viewpoint. It uses the OEM airbox, exhaust manifold and also retains the catalytic converters.

There’s no doubting that you could get more horsepower with other kits, but that’s missing the point of the kit – this is designed to be reliable, functional and trouble-free; giving a much needed (and sensible) boost in power without getting all shouty – it’s discreet, and that’s a big plus point for me.

So what’s in the kit? Everything you need to complete the install and get going:

A water cooled Garrett GT28 turbo (mounted rearward to retain chassis balance), an air to liquid aluminum I/C (intercooler) with an auxiliary front radiator, all up and down pipes (both internally and externally ceramic coated to help deal with heat), short length intake pipes, silicone coupling pipes (4 ply), all necessary hardware – clips, nuts, bolts, clamps … everything needed is supplied.

Thanks to the ‘standard’ nature of the kit, there’s no need to extend any wiring or remove the oil pan, and fitting is straightforward, the ECU recalibration is also included in the price.

This would be my choice if I was looking for a sensible upgrade without going overboard – an increase of around 1/3 is usable, and pushes power closer to 300hp, which for an everyday car, is just about right.

Conclusion

I mentioned that I’d cover off ‘Stage xx’ in the conclusion … having spent many years doing this sort of work, and dealing with hundreds, if not thousands of customers looking for similar, I’m going to stick my neck out and say that I’m not keen on the term ‘Stage 1 (2 or 3 … however far)’ because it doesn’t really mean that much.

Yes, if a customer is only ever going to deal with you and your products, it has some relevance, however when it’s an open market with numerous suppliers, it leads to confusion and possibly some mis-selling. For me, I always preferred the old fashioned way of naming kits … ‘The Hurricane’ or whatever, because no two customers are alike, and it lays it out clearly for them – they aren’t trying to compare a Stage 1 kit from ‘Bills Auto Emporium’ against a Stage 1 kit from ‘Tuning is Us’.

Before you rush out and spec up one of these kits, remember that this really is only the start of a long journey. Yes you can fit one of these kits and be happily on your way, but it’s the little extras that will start making the difference – finding big lumps of horsepower is relatively easy with forced induction, but it shouldn’t end there … this is where specialist knowledge and attention to detail starts coming in to play – none of these kits come with a performance air filter for example, nor do they mention anything about having the injectors serviced, which would be the one of the first things that I’d have done.

I’d also add that I’d change out the cooling pipes – your engine is going to be working harder, producing more under-hood temperature, and a failure in the cooling could be catastrophic – you may even look for an uprated water pump or make sure yours is working at its best.

You also need to think about what happens should you decide to get the car setup professionally on a rolling road (which you really should or you’re wasting money) – that’s further expense and a rolling road will absolutely beast your car and transmission – it’s much harder on the car than fast driving on the highway.

All in, I’d say go for it if you want that extra power … to find that power with mechanical upgrades (retaining the naturally aspirated induction) would be hugely expensive and possibly make the car a pain to drive in traffic, but just be aware that this really is just the start.

Petter Solberg / Special Lists /

The 13 Fastest Cars In The World

May 12, 2019

The fastest cars in the world. That’s a pretty bold claim to fame, but it seems that nearly every week, a ‘new’ manufacturer comes on to the scene trying to claim their glory and the coveted top-spot on the mph scale.

Surely, it’s just a question of loading up the engine with so much power, that it can’t possibly fail. Right? Or what about making it super lightweight and as slippery as a slippery thing at a grease convention? No?

The problem is that despite being almost invisible, and barely affecting our daily lives, air can be hard work, and the faster you go, the harder it gets. And then of course, things have a habit of getting … twitchy … when you start pushing over 200mph (I speak from experience), which means all that aero you want taking off to make the car slippery, is needed to make it stable. Catch-22 then.

For the record, we’re talking about road cars, not special one-offs, not land speed record holders, and definitely nothing other than traditional internal combustion with maybe a little hybridization where needed.

Fast is Subjective

It’s all very well saying “the fastest cars in the world”, so exactly what sort of ‘fast’ are we talking about? An old Group B rally car was ridiculously fast up to around 100mph, even more so when you’re skimming a tree-lined dirt track, but is it fast fast?

To make it easier, I want to concentrate on top speeds … anything under 200mph isn’t going to cut it in this group … all of these supercars are in the 200+ mph club.

Let’s get started!

Hennessey Venom F5

Power: 1,600 bhp
Torque: 1,300 lb-ft
Engine: 7.6 liter twin-turbo V8
Weight: 2,950 lbs
Top speed: 301 – 311mph
Price: $1,600,000 USD

God bless America and John Hennessey, for it’s his vision that’s putting the U.S. firmly on top of the speed map when it comes to road cars, this is America’s hypercar.

It’s first debut was at the SEMA (Specialty Equipment Market Association) show in 2017, and it’s still yet to prove its dominance, so some of the speed numbers are modelled, and therefore theoretical. The intention was to break the 300mph mark, but latest reports are saying it could be as high as 311mph – you might as well strap yourself in to an aircraft!

With a coefficient of drag of just 0.33 from the all carbon fiber body, John Hennessey has the fastest car on earth tag firmly within his sights. Will it really do everything that Hennessey say it will? Watch this space.

SSC North America Tuatara

Power: 1,750 bhp (E85 Flex Fuel) 1,350 bhp (regular 91 octane)
Torque: n/a
Engine: 5.9 liter twin-turbo V8
Weight: 2,750 lbs
Top speed: 300+ mph
Price: n/a

You’d have to say that John Hennessey was probably fairly confident in what he had planned, until the Tuatara from SSC turned up; it’s 200 lbs lighter, makes more horsepower (even on regular gas) and more than that, they’ve tuned the aero to perfection – a coefficient of drag of just 0.279 – I can’t explain just how incredible that number is.

Although similar to the F5 in that it has full carbon fiber bodywork, it also uses a carbon cell / chassis setup, which probably accounts for the difference in weight against the F5. This car has been in the making for many years – first whispers surrounding it go back as far as 2011, but it’s really only been since 2017 that rumors / whispers or gossip was really confirmed.

1,750 horsepower, super lightweight, rear-wheel drive and slippier than a greased pig – the American dream.

Koenigsegg Agera RS

Power: 1,360 bhp (E85) 1,160 (regular)
Torque: 1,011 lb-ft
Engine: 5.0 liter twin-turbo V8
Weight: 3,075 lbs
Top speed: 284.55 mph
Price: $2,500,000 USD

While the boys from Hennessey and SSC are talking a good fight, Koenigsegg, the small car maker from Sweden is out there doing it, or at least his customers are. The Agera RS is a track-focused car, but all 25 of the production models are road legal.

In fact, despite being a track car, it’s surprisingly well mannered and well catered to – with an actual usable luggage compartment and removeable hardtop (that can be stowed on-board). Back in November of 2017, one of the Agera RS models set a number of records, all on a public highway near Las Vegas.

Fastest flying mile, fastest production car, fastest 0-249-0 time … this thing does it all. For the record, it averaged 277.87 mph across the two runs (one in either direction), it actually hit a top speed of 284.55 mph, the 0-249-0 time smashed the previous holder’s time (Chiron) down to 33.29 seconds. The original price was between $2.1 – $2.3 million, depending on the exact specification, but since it claimed the records, they’re now worth in the region of $2.5 million.

Hennessey Venom GT

Power: 1,244 bhp
Torque: 1,155 lb-ft
Engine: 7.0 liter twin-turbo V8
Weight: 2,743 lbs
Top speed: 270.49 mph
Price: $1,250,000 USD

That man John Hennessey may have a new trainset to play with (the Venom F5), but he’s no stranger to claiming the title to the world’s fastest car – the Venom GT took that record back in 2013, and then again in 2014 with a 270.49 mph run. It couldn’t be classed as the fastest production car because there wasn’t enough of them built.

You may be wondering what it is … it’s kind of like a smooshed-up hybrid of a Hennessey and a Lotus Exige, just a bit longer, fatter, wider and heavier. And of course, much faster. Essentially, Hennessey use the Exige chassis and lengthen it and widen it, with bespoke carbon fiber bodywork in the same style as the little Lotus, as someone that’s had extensive dealings with the Exige, I find it strange to hear the roar of the mighty V8 coming from it. But then I always did think that’s what it needed.

And that’s how the Venom GT came about – with John Hennessey wondering how quickly a wild a 1,000+ bhp Lotus Exige would kill you.

Bugatti Veyron Super Sport

Power: 1,188 bhp
Torque: 1,106 ft-lb
Engine: 8.0 liter quad-turbo W16
Weight: 4,052 lbs
Top speed: 269.4 mph
Price: $2,600,000 USD

Despite being a very heavy-weight contender at over 1,000 lbs heavier than some of the competition, the Veyron Super Sport could be the Daddy of this list. Yes, there are some faster cars out now, but the Veyron SS has been around for nearly a decade, and not only will it still outperform most cars, it does it with luxury and style – no skimped on, stripped out lightweight ‘race’ specials here.

If like me, you have trouble comprehending just how fast these cars are, the SS in particular, think on this: The McLaren F1 (further down the list) is considered as the one that really kicked off the 200+ mph club, so it’s no slouch.

The Veyron Super Sport will travel from 0-200-0 mph and then a quick sprint back to 60 mph in the same time that it takes the F1 to hit 0-200 mph. Here’s another fun fact – flat-out, the Veyron will drain its 100 liter gas tank in less than 8 minutes, or in around just over 30 miles.

Power: 1,479 bhp
Torque: 1,180 lb-ft
Engine: 8.0 liter quad-turbo W16
Weight: 4,398 lbs
Top speed: 261 mph (limited)
Price: $2,470,000 USD

Let’s address the elephant in the room first – top speed is limited to 261 mph. However, the factory did say they’d expect 289 mph without the limiters, and if they had the tires to safely do it. Essentially, it’s the same base engine as the Veyron, but with some heavy modifications, which accounts for the extra 291 horsepower.

There are some very impressive numbers associated with the Chiron; 249 mph comes up in 32.6 seconds, staggeringly, stopping it from that speed takes just 9.4 seconds. Or how about the fact that it will need 60,000 liters of air through the engine every minute, or that every single gram of rubber on the tire is subjected to 3,800Gs of force?

For a hypercar, the Chiron is surprisingly well-appointed – double-glazed windows, a cooled glove box, swathes of leather … and perhaps that’s why the average owner of a Chiron owns 64 cars, 3 jets, 3 helicopters and a yacht.

9FF GT9

Power: 1,120 bhp
Torque: n/a
Engine: 4.0 liter bi-turbo flat-6
Weight: 2,923 lbs
Top speed: 257.2 mph
Price: $704,250 USD

This German pocket-rocket is very loosely based on the Porsche 911 997 GT3. Realistically, what you’re buying is a racing car that’s been made to work on the road – right down to the full roll cage, carbon fiber body and Makrolon Plexiglas side & rear windows.

This is the exact opposite of the Bugatti – stripped out, light weight, little refinement all combined with a generous portion of horsepower. The actual top speed is 254 mph, but one has been clocked at 257.2 mph – hardly dragging its feet, but in this company, it’s not blistering. With that said, it’s around a quarter of the price of some of the vehicles here – buy two and still save yourself some serious money.

This is fast, raw motoring with pin sharp handling and suspension that will knock your teeth out on anything less than flat roads – perfect for when you need to vent some aggression!

SSC North America Ultimate Aero

Power: 1,287 bhp
Torque: 1,094 ft-lb
Engine: 6.4 liter twin-turbo V8
Weight: 2,756 lbs
Top speed: 256.18 mph
Price: $438,000 USD

Cut-price speed, but it does come at a price – build quality is more … budget … rather than racecar, and there’s no electronic aids to help you keep control of the 250+ mph performance – no anti-lock brakes, no traction control systems … just your foot. Wow.

This was the ‘fastest production car’ between 2007 – 2010, until the Veyron Super Sport came along, and there’s been a number of different models, all with varying horsepower and configurations – supercharged, 6.2 liter, 6.3 liter, twin-turbo, 787 bhp, 1,185 bhp, 1,287 bhp … it seems to be a process of evolvement rather than one single model, but that’s no bad thing.

They’ve managed to keep the weight down to just 2,756 lbs, although there again, that has slowly come down to that over the course of a few years, but it’s partly thanks to the full carbon fiber body weighing in at under 130 lbs that’s really helped that figure along. A flat-floor with twin venturi underneath should help to keep the Ultimate Aero poking in the right direction when at speed, but … you’ve got to be brave.

Koenigsegg CCR

Power: 806 bhp
Torque: 678 ft-lb
Engine: 4.7 liter twin-supercharged V8
Weight: 2,601 lbs
Top speed: 245 mph
Price: $650,000 USD

The Koenigsegg CCR was essentially an updated version of the CC8S, but it had an upgraded body design, bigger front splitter, rear wing, larger brakes … everything to help it manage the 240+ mph top speed with a bit more safety, and yet despite adding more aero, it still had a coefficient of drag of just 0.297.

It was produced in limited numbers – just 14 in total, and was only in production between 2004 to 2006, so didn’t have a long life. When it was first launched, it held the record for ‘The most powerful engine in a production car’ with 806 horsepower (how times have changed since then!), and went on to take the fastest car title with a 245 mph run on the Nardo track, although it’s thought that on a straight track, it would break the 250 mph barrier.

The Nardo facility is a banked circle, which means a constant steering input of around 30 degrees, which of course causes extra drag, slowing the vehicle down. Despite being a hardcore speed car, it still had 120 liters of luggage space – practical and fast!

McLaren F1

Power: 627 bhp
Torque: 479 lb-ft
Engine: 6.1 Liter normally-aspirated V12
Weight: 2,509 lbs
Top speed: 231 mph
Price: $800,000 USD

This is the Granddaddy of all supercars, the car that really brought about the ‘no compromise’ ethos behind 200+ mph cars, the one that started it off. And what a way to start the movement.

The idea first came about back in 1988 – just over thirty years ago. Gordon Murray wanted to design an absolute no compromise supercar – he actually spent TEN hours briefing the designers and engineers at McLaren as to what he envisaged, and boy did they get it right.

From the outset, the car had to be the closest thing to a Formula 1 car as road rules allowed. There were no driver aids, no safety systems such as ABS, traction control, power steering, active damping, it didn’t even have servo assisted brakes – just huge discs that needed the strength of Superman to operate.

BMW created an engine specifically for the F1, a normally aspirated V12 that packed a 600+ horsepower punch. Such was the attention to detail with the F1, the engine bay was lined in 24 carat gold – as that was the best heat-reflectant. McLaren wanted to produce “the ultimate uncorrupted driving experience”.

Even today, the 2,509 lb weight is super-lightweight, at least two hundred pounds lighter than any competition, this really was the ultimate supercar, before they were even a thing.

Zenvo ST1

Power: 1,089 bhp
Torque: 1,055 ft-lb
Engine: 7.0 liter twincharged V8
Weight: 3,721 lbs
Top speed: 233 mph
Price: $1,800,000 USD

The ST1 from Zenvo has had a troubled life. The small Danish manufacturer has had to come to the defense of the ST1 on more than one occasion, and strangely enough, it all seems to center around the British TV program ‘Top Gear’.

Sure, it’ll do 233 mph and is fitted with some luxury toys (electrically adjustable leather seats and what have you), but it’s not an all-out speed machine; it posted a slower lap time than a BMW M5 on the TG test track, but … it was wet which didn’t help. That was after it caught fire.

Zenvo wanted to produce something that wasn’t quite as hardcore as the competition, it had to be easy to drive, almost gentile, and with the capability of cracking 230 mph, which it did. Despite the teething problems, the test car racked up over 45,000 miles, which for a hypercar is galactic.

It’s pretty heavy compared to some of the competition – well over 3,500 lbs, but that twincharged motor (both supercharged and turbocharged) pumps out nearly 1,100 bhp, and similar torque figures, so it’s not lacking in that department.

Pagani Huayra

Power: 754 bhp
Torque: 738 lb-ft
Engine: 6.0 liter bi-turbo V12
Weight: 2,976 lbs
Top speed: 238 mph
Price: $1,400,000 USD

The Huayra was the successor to the monster that was the Zonda – a super successful hypercar from Pagani. While there have been many different variants of the Huayra, the total number made (and all sold) was 100 – not a huge amount for regular production, but in this market, that’s almost Ford F-150 type of numbers.

It was named “Hypercar of the Year 2012”, and even today, it will still give some of the newer stuff a square run, even though it’s at the slower end of the market now – ‘just’ 238 mph. The beauty of the Huayra lays in the V12 engine that’s hand built by Mercedes-AMG – those fellows that have had the odd win or two in Formula 1.

Added to the V12 grunt is active aero. The designers say it has a coefficient of drag between 0.31 – 0.37 which means it’s pretty slippery – the less than 3,000 lb weight and 750+ horsepower is enough – it doesn’t need the 1200-odd horses of the competition.

Aston Martin ONE-77

Power: 750 bhp
Torque: 553 lb-ft
Engine: 7.3 liter normally-aspirated V12
Weight: 3,594 lbs
Top speed: 220.007 mph
Price: $1,550,000 USD

The ONE-77 represents Aston Martin at their finest. Sure, it’s only good for 220 mph, but remember that this is raw naturally aspirated V12 goodness, not some forced-induction bomb. Only 77 models were built, and although the initial pricetag (for the base model) was just over $1,500,000 USD, if you can find a used example for sale, you’re now looking closer to the $2 million mark.

The ONE-77 is a thing of beauty. The body is handcrafted aluminum – actually made by hand, just like they did in the olden days, and it sits atop a very modern carbon fiber monocoque chassis, which means helps to keep the weight down to just over 3,500 lbs.

Sure, a full carbon body would have made it lighter, but that’s missing the point – the ONE-77 isn’t meant to be a stripped out, lightweight racer – think of it as a very refined fast ‘GT’ car (Gran Tourer).

The Future

It’s clear that these hypercars are pushing the boundaries of what we may call fast – 300 mph from a road car is insane speed, but we all know that fossil-fuel is on its way out … will there ever be an electric powerplant that’s capable of beating the magical 300 mph target? Or are these the last of a dying breed?

It’s great to see that even today, there are a number of small car companies that believe we haven’t yet reached the peak of the internal combustion engine, horsepower, aerodynamics and speed. Some of these cars like the Hennessey are still being developed, so the top speed is theoretical, but even so, you can see that in a decade or two, the target has shifted considerably – 200, 225, 250, 275 and 300 mph … where will it end?

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