Latest news with #DB5
Yahoo
39 minutes ago
- Automotive
- Yahoo
Why Does Aston Martin Use Mercedes-AMG V8s Instead Of Building Its Own?
Aston Martin knows a thing or two about building engines. The DB5's inline-6 sings a sensual exhaust note, which James Bond's eardrums can register only because he uses silenced pistols. Early V8 Vantage cars sound like barely restrained tigers attempting to purr. The noise from a V12 Vantage could make Johann Sebastian Bach quit composing, knowing that the greatest sound the human ear will ever experience has already been found. But listening to the powerful, sharp, opulently stitched new Aston Martin Vantage S (or any post-2017 V8 Aston), you might think it sounds familiar, that perhaps some German influence had snuck in like a few drops of doppelbock in your pint of bitter. That's because Britain's classy GT manufacturer skipped across the Channel to see if it could borrow a cup of AMG from Mercedes. To be clear, the company still makes its own V12s, but Mercedes-AMG generously providing V8s is what makes this possible. When the DB11 started offering Mercedes-AMG V8 power for the 2018 model year, it wasn't out of the blue. The automakers signed a partnership agreement in 2013 that provided Aston Martin with Mercedes-AMG V8s, electrical tech, and infotainment systems. Top Gear reported that Ian Minards, Aston's product development director, said, "Working with AMG in this way, while, of course, remaining independent and preserving the unique character and style of Aston Martin that has been the mainstay of the company throughout its 100-year history, points to a very bright future." Yes, "independent," a word that was surely important to Aston Martin after Ford dropped the marque in the laps of some investors in 2007 for $925 million after about 30 years of control. Now Aston Martin wants — and gets — the benefits of shared tech without losing its freedom. Read more: These Are The Most Forgettable Cars Won't Get Forded Again Speaking of 2007, a year that brought the Great Recession to the world's economy, Ford was interested in trimming some fat to, you know, live. In Ford Motor Company's 2007 Annual Report, page 18, the company states, "We took actions to reduce Automotive long-term debt by $2.7 billion and monetized our investements in certain non-core assets (e.g., Aston Martin Lagonda Group Limited)." The only thing that probably stung more than claims that Aston's V12s were just conjoined Ford Duratec V6s was being referred to as a "non-core asset." (Ford followed this up by selling Jaguar and Land Rover in 2008 and Volvo in 2010. These were the other three European brands in Ford's "Premiere Automotive Group," in addition to the Blue Oval's legacy Lincoln and Mercury divisions.) It's not like everything was rosy for Aston after the Ford divorce, either. The company experienced its shares of ups and downs, with about $120 million in losses in 2014 and 300 jobs evaporating in 2015, only to bounce back in 2018 by appearing on the London Stock Exchange with an estimated value of $5.78 billion. Then it famously hemorrhaged $1.8 million every day in 2024. Even in 2025, its current earnings report shows a 34% revenue reduction when comparing the second quarter of 2024 to the same period in 2025, which Aston Martin CEO Adrian Hallmark mostly attributed to "The evolving and disruptive U.S. tariff situation." Still, Aston fiercely values independence and is careful about its partnerships. In the Aston Martin Code of Conduct, page 19 describes its standards for choosing partners, establishing that "before entering into any relationships, we carry out due dilligence to ensure we know who we are really working with." Aston Martin Will Stay On Mercedes Life Support For The Foreseeable Future Perhaps Aston's caution is the result of dealing with Ford. Regardless, the Mercedes-AMG partnership seems to be mutually beneficial. Mercedes-Benz increased its 5% stake to 20% in 2020, and AMG's Tobias Moers became Aston Martin's CEO the same year, though he stepped down in 2022. Current CEO Adrian Hallmark wants to make Aston profitable by the end of 2026, halving the time he took to turn around Bentley as its chief executive. The best part, though, is that Aston plans to continue making Mercedes, you deserve a kiss on the cheek for making this possible. In 2023, Aston was anticipating a time when its V12 would disappear due to emissions regulations, and Roberto Fedeli, chief technical officer, told Autocar that "without Mercedes we could be in trouble. At the same time, Mercedes isn't just an engine for us, it's [also] the base electrical architecture." Aston's AMG-powered models include the DB12, Vantage, Valhalla, and DBX SUV. For those who wish Aston Martin designed 100% of its power trains, it seems the decision if you want a V8 is between Mercedes power or no Aston Martin. Besides, this isn't the first time non-Mercedes vehicles have sported awesome AMG engines. The long-snooted Chrysler Crossfire SRT-6 got roided up when DaimlerChrysler made a rare good decision by stuffing it full of 330 hp AMG supercharged V6. And Pagani's Zonda, Huayra, Imola, and surprisingly adept flooded-Dubai-street forder Utopia all boast Mercedes V12s. Mercedes-AMG also provides 2.0-liter turbo inline-4s for the Lotus Emira, a combo only available with an automatic transmission because the world is sometimes dramatically unfair. Want more like this? Join the Jalopnik newsletter to get the latest auto news sent straight to your inbox... Read the original article on Jalopnik.
Yahoo
41 minutes ago
- Automotive
- Yahoo
Why Does Aston Martin Use Mercedes-AMG V8s Instead Of Building Its Own?
Aston Martin knows a thing or two about building engines. The DB5's inline-6 sings a sensual exhaust note, which James Bond's eardrums can register only because he uses silenced pistols. Early V8 Vantage cars sound like barely restrained tigers attempting to purr. The noise from a V12 Vantage could make Johann Sebastian Bach quit composing, knowing that the greatest sound the human ear will ever experience has already been found. But listening to the powerful, sharp, opulently stitched new Aston Martin Vantage S (or any post-2017 V8 Aston), you might think it sounds familiar, that perhaps some German influence had snuck in like a few drops of doppelbock in your pint of bitter. That's because Britain's classy GT manufacturer skipped across the Channel to see if it could borrow a cup of AMG from Mercedes. To be clear, the company still makes its own V12s, but Mercedes-AMG generously providing V8s is what makes this possible. When the DB11 started offering Mercedes-AMG V8 power for the 2018 model year, it wasn't out of the blue. The automakers signed a partnership agreement in 2013 that provided Aston Martin with Mercedes-AMG V8s, electrical tech, and infotainment systems. Top Gear reported that Ian Minards, Aston's product development director, said, "Working with AMG in this way, while, of course, remaining independent and preserving the unique character and style of Aston Martin that has been the mainstay of the company throughout its 100-year history, points to a very bright future." Yes, "independent," a word that was surely important to Aston Martin after Ford dropped the marque in the laps of some investors in 2007 for $925 million after about 30 years of control. Now Aston Martin wants — and gets — the benefits of shared tech without losing its freedom. Read more: These Are The Most Forgettable Cars Won't Get Forded Again Speaking of 2007, a year that brought the Great Recession to the world's economy, Ford was interested in trimming some fat to, you know, live. In Ford Motor Company's 2007 Annual Report, page 18, the company states, "We took actions to reduce Automotive long-term debt by $2.7 billion and monetized our investements in certain non-core assets (e.g., Aston Martin Lagonda Group Limited)." The only thing that probably stung more than claims that Aston's V12s were just conjoined Ford Duratec V6s was being referred to as a "non-core asset." (Ford followed this up by selling Jaguar and Land Rover in 2008 and Volvo in 2010. These were the other three European brands in Ford's "Premiere Automotive Group," in addition to the Blue Oval's legacy Lincoln and Mercury divisions.) It's not like everything was rosy for Aston after the Ford divorce, either. The company experienced its shares of ups and downs, with about $120 million in losses in 2014 and 300 jobs evaporating in 2015, only to bounce back in 2018 by appearing on the London Stock Exchange with an estimated value of $5.78 billion. Then it famously hemorrhaged $1.8 million every day in 2024. Even in 2025, its current earnings report shows a 34% revenue reduction when comparing the second quarter of 2024 to the same period in 2025, which Aston Martin CEO Adrian Hallmark mostly attributed to "The evolving and disruptive U.S. tariff situation." Still, Aston fiercely values independence and is careful about its partnerships. In the Aston Martin Code of Conduct, page 19 describes its standards for choosing partners, establishing that "before entering into any relationships, we carry out due dilligence to ensure we know who we are really working with." Aston Martin Will Stay On Mercedes Life Support For The Foreseeable Future Perhaps Aston's caution is the result of dealing with Ford. Regardless, the Mercedes-AMG partnership seems to be mutually beneficial. Mercedes-Benz increased its 5% stake to 20% in 2020, and AMG's Tobias Moers became Aston Martin's CEO the same year, though he stepped down in 2022. Current CEO Adrian Hallmark wants to make Aston profitable by the end of 2026, halving the time he took to turn around Bentley as its chief executive. The best part, though, is that Aston plans to continue making Mercedes, you deserve a kiss on the cheek for making this possible. In 2023, Aston was anticipating a time when its V12 would disappear due to emissions regulations, and Roberto Fedeli, chief technical officer, told Autocar that "without Mercedes we could be in trouble. At the same time, Mercedes isn't just an engine for us, it's [also] the base electrical architecture." Aston's AMG-powered models include the DB12, Vantage, Valhalla, and DBX SUV. For those who wish Aston Martin designed 100% of its power trains, it seems the decision if you want a V8 is between Mercedes power or no Aston Martin. Besides, this isn't the first time non-Mercedes vehicles have sported awesome AMG engines. The long-snooted Chrysler Crossfire SRT-6 got roided up when DaimlerChrysler made a rare good decision by stuffing it full of 330 hp AMG supercharged V6. And Pagani's Zonda, Huayra, Imola, and surprisingly adept flooded-Dubai-street forder Utopia all boast Mercedes V12s. Mercedes-AMG also provides 2.0-liter turbo inline-4s for the Lotus Emira, a combo only available with an automatic transmission because the world is sometimes dramatically unfair. Want more like this? Join the Jalopnik newsletter to get the latest auto news sent straight to your inbox... Read the original article on Jalopnik.
Los Angeles Times
3 days ago
- Automotive
- Los Angeles Times
Newport Pagnell to Goodwood: Restoring My Aston Martin V600
I guess we can blame Bond for this. James Bond. Like so many kids of his generation, Elliott Broidy grew up in the 1960s fantasizing about being the man in the immaculate tux with the Silver Birch Aston Martin DB5. That car, for him, was a symbol of elegance, power and possibility – and a dream that planted itself early. He remains hooked to this day. And who can blame him? There is something about an Aston Martin that you don't find in any other car. They're not always the fastest, nor the most agile – but they have soul. The interiors feel crafted by hand, not machine. You're not just buying a car; you're buying into a story, a legacy. Aston Martin is older than Bentley, while Ferrari and Lamborghini are young upstarts by comparison. Even Rolls-Royce, which predates Aston Martin, never raced, while Aston Martin has been on the track since before it sold road cars to customers. Racing runs deep in the company's DNA. Its early entries into motorsport were often underfunded but fiercely determined, with victories snatched from more dominant teams. Today, with a new state-of-the-art factory, wind tunnel and the legendary Adrian Newey at the design helm, Aston Martin looks poised to write another racing chapter – but it's the past Broidy has always been drawn to. Of all the Astons, the ones that resonate most with him are those built at Newport Pagnell. This year marks 70 years of production at that iconic factory in Buckinghamshire. It was here that David Brown introduced a new era of Aston Martins, starting with the DB4 in the late 1950s, which evolved into the DB5. These weren't just new models – they represented a new philosophy: combining speed, elegance and craftsmanship in a uniquely British way. In 2023, Broidy bought his own DB5, which is currently undergoing a full nut-and-bolt restoration. But that story – as steeped in heritage as it is – will be told another time. Because there was another Aston Martin that haunted him, quietly but insistently, ever since he first saw it over two decades ago: the V8 Vantage Le Mans V600. In 2000, Broidy found himself standing in a London dealership, staring in awe at a V600. He recalls realizing immediately it was unlike anything else he had ever seen. It was shown in 1999 and just 40 were made – one for each year since Aston Martin's historic win at the 1959 Le Mans 24 Hours. To put that in perspective, that's just four more cars than the total number of Ferrari 250 GTOs, the most valuable of all Ferraris. The V600 was the company's first road car to claim a top speed of 200 mph, boasting 600bhp output from a 5.3-litre supercharged V8 engine. At the time, it was the most powerful car offered for sale by a mainstream manufacturer, dwarfing the 479bhp of the 550 Maranello, Ferrari's most powerful car of the era. But numbers alone never define an Aston Martin. This car was the final, most potent expression of Tadek Marek's legendary V8 engine, which first ran in 1965, was installed in the DBS V8 in 1969 and went on to become Aston's staple motor for the next 25 years. It was also the last engine to be entirely designed in-house by Aston Martin. The V600's chassis was a direct descendant of the DBS platform, even retaining its wheelbase. The Superleggera construction techniques, first used in the DB4, still lingered beneath the surface. Every piece of it was built by hand at Newport Pagnell, making it not just a swan song but a summation of everything that had come before. In this one car lay the history of Aston Martin production at Newport Pagnell in the 20th century, as well as a glimpse at the future direction of the company. So, it became his goal: One day, Broidy would own a V600. But with only 40 in existence, it would need to be the right one. No compromises. That car didn't emerge until 2024. On the 25th anniversary of the V600's creation – after over two decades of waiting – he finally found it. Chassis #09 of 40, just 8,000 miles on the odometer since it was released from the Aston Martin works on December 15, 1999. Named after its original owner, Eric Wright, the car is painted in a deep, dark green hue (often confused with what some call 'British racing green' though no such color exists), unique to this car, with piped green trim, green Wilton carpets edged in Onslow Forest Green with a green Alcantara headliner. Factory-fit optional extras included Burr Elm facias, a fuel filler key and personalized sill plaques naming the original owner and confirming it to be car #09 of 40. Even among this already rare breed, it stood apart. But for Broidy, it wasn't enough for it to be great. It had to be flawless. The restoration wasn't about modification – it was about precision, about bringing it back to exactly how it left Newport Pagnell, only better. And because he planned to drive it regularly in the U.S. – since a car like this, he says, is only at its most beautiful when it's doing what it was designed to do - a left-hand drive conversion was essential. Broidy turned to trusted hands in England. His friend Gil Holt introduced him to Matthew Hill Coach Trimming, who undertook the meticulous conversion process. Beyond the LHD change, they were tasked with redoing the electrics, decoking the engine and replacing its valve seals. Every detail mattered. Cosmetically, the car was in very good condition, but not perfect. Minor corrosion on the doors and wheel arches, a few stone chips – all typical, but unacceptable in a car of this pedigree. Shaun Hayward at Hayward Classics took over. He executed a complete respray, re-applied the protective underbody coating and restored the Dymag magnesium alloy wheels. He also refurbished the clutch, fine-tuned the suspension and rebuilt the massive AP Racing brakes. Then there was the under-bonnet cover needed for the left-hand drive conversion. None could be sourced – not from Aston Martin, not from original suppliers. So, Jon Davy of CD Equipment created one from scratch, reverse-engineering a mirror image of the original and even making the tooling required to fabricate it. It took an enormous amount of time and work, but perfection has no shortcuts. It had to be done to get it right. With everything complete, there was only one thing left to do: Drive it. And there was only one place worthy of that first outing – Goodwood. The Goodwood Motor Circuit is hallowed ground. It's where Aston Martin's racing team achieved true greatness in the most implausible circumstances. In 1959, having skipped the World Sports Car Championship to focus on Le Mans, the company unexpectedly found itself in contention for the title. Stirling Moss offered to pay personally for a car to be sent to the Nürburgring round – and won. Then, as if by serendipity, Carroll Shelby and Roy Salvadori delivered victory at Le Mans. The World Champion title suddenly hinged entirely on the final round, and that would take place at Goodwood. During the race, after taking an early lead and poised to win, Moss' car suddenly caught fire during a pit stop, sending the Aston Martin garage up in flames with it. In a stunning display of determination, the team persuaded a private Aston Martin customer to withdraw from the race so his pit could be taken over. Then, another Aston further back was called in, and its driver was replaced by Moss with instructions to drive flat out. He did, securing both the race and the World Sportscar Championship for Aston Martin, beating Ferrari, Porsche, Maserati and Alfa Romeo. Driving his V600 on that same track was surreal, a bucket-list moment Broidy will never forget. The thunder of the V8, amplified by the whine of the twin superchargers, filled the air. Despite its sheer power, the car was predictable, planted and communicative. It didn't intimidate – it inspired. In those moments, pushing it through Goodwood's fast, flowing corners, he felt entirely connected to the machine and the legacy it carried. To be certain everything was as it should be, Broidy invited a journalist who had tested the V600 back when it first launched 25 years ago to drive it. After his drive, he turned to him and said it felt exactly the same. That was all the confirmation he needed. A bucket-list moment, indeed. Others may be faster, lighter, more advanced. But he doesn't care. What Broidy wants is a car where the passion of its creators can be heard in the exhaust note, seen in the craftsmanship and felt in the steering wheel. He wants a car with a story that stretches back generations. On that day at Goodwood, behind the wheel of his V600, he knew he didn't just drive a car – he fulfilled a dream a quarter century in the making. And, for a brief moment, he felt like he had stepped into the frame of a Bond film, only this time, it was real.
Yahoo
22-03-2025
- Automotive
- Yahoo
One-Off Aston Martin Rapide Wagon Is The Real Connoisseur's Family Cruiser
Wagons are getting increasingly rare these days, and high-performance ones like the BMW M5 Touring are even less common. There's one stunning station wagon that puts almost every other to shame in terms of rarity, though, as just a single Aston Martin Rapide wagon exists and it's heading to auction. Aston has a history with ridiculously rare, unbelievably wonderful wagons and shooting brakes, like this exquisite DB5 build and, my personal favorite, an old DBS shooting brake. This one-off wagon is based on the Rapide, which launched in 2010 as the brand's first foray into the "sensible" car category. It had space for four, five doors and even a mildly practical trunk. Oh, and there was a roaring V12 under the hood that could propel the sedan up past 200 mph. Read more: SEMA Was Full Of Wild Concepts In 2002 I'm a big fan of the original Rapide. It looked great and felt like a fresh, forward-thinking car from a slightly stagnating British car company. There's always room for improvement, though, and that's where design house Bertone came in. The Italian company came swooping in and chopped up the rear of a 2013 Rapide to create a real Aston Martin station wagon, called the Bertone Jet 2+2. The conversion kept the slick stylings of the Rapide, and its six-liter, 475hp V12, and added an enormous trunk, as Road & Track explains: The Jet has an extended roofline, when compared with the stock Rapide, and boasts rear seats that fold flat electrically — a first for Aston Martin, and a feature that makes it easier to access the full cargo area. Other neat flourishes on the Jet 2+2 include a full-length glass roof that can be dimmed on command and a custom leather interior that's said to be even softer than the one you'll find in a standard Rapide. The Jet 2+2 was commissioned by Aston super-fan Barry Weir, but when it was showcased to execs at the British automaker they were as smitten as I am. As such, a further 10 shooting brakes based on the Rapide were ordered. Super-rare car fans can breathe a sigh of relief, though, as Bertone tragically folded before the 10 follow up cars could be constructed. As such, the Jet 2+2 that you see here is the only one in existence Why is this stunning station wagon being featured on Jalopnik more than a decade after it launched, I hear you ask? Well, that's because it's finally being sold on, of course. The 2013 Rapide is heading to auction on March 29 with Dore & Rees. With less than 25,000 miles on the odometer and its one-off status, the Jet is sure to command a pretty high price tag when the hammer finally does fall. If the Rapide isn't quite the right Aston Martin wagon for you, then maybe this DB5 shooting brake is more your cup of tea? Or what about the slick Vanquish Zagato shooting brake? You can't have the DBS Estate, though, because that's my dream car. Want more like this? Join the Jalopnik newsletter to get the latest auto news sent straight to your inbox... Read the original article on Jalopnik.
Khaleej Times
14-03-2025
- Automotive
- Khaleej Times
2025 Aston Martin Vantage car review: New muscular bodywork is perfect for beast mode
Feast your eyes on the fastest, most driver-focused Aston Martin Vantage in 74 years. Starting in 1950 with the uprated DB2 engine, it became a high-performance DB5 variant in 1964 and evolved into a standalone model in the 1970s. This new iteration embodies the brand's current dynamic era, excelling in F1 2023, dominating GT racing, and preparing for entry into the 2025 Le Mans with the Valkyrie AMR. We had the chance to put this 'once-baby' Aston to the test, and here's what you should know if you plan to shell out your hard-earned cash. DESIGN & AESTHETICS A minute ago, the Vantage was a compact, svelte sports car conceived to play second fiddle to its siblings — but not anymore. While its elegant upswept rear deck and lamps remain, the rest has been transformed, impossibly blending muscularity and sleekness, drawing inspiration from the One-77 supercar. Its face is packed with details — a massive grille and intricately designed almond-shaped LED headlamps. The teardrop-shaped body, seen from above, tapers toward the rear while widening at the haunches to accommodate massive AML-specific 21-inch, 325mm-wide Michelin Pilot S tyres. Furthermore, every panel features strategically placed ducts, grilles, vents, and frills of a complexity beyond the imagination of an ordinary designer. And yes, the large carbon front splitter, and rear diffuser that sit beneath quad exhaust tips, reinforcing its race-inspired aesthetics as before. Simply put, this is Aston Martin's finest work in years — no small feat given its stunning lineup. Whether as a statement piece, a collector's gem, or pure eye candy, the Vantage is a reminder of the beautiful things that money can buy. Beauty runs deeper than the Vantage's exterior, evident in the doors engineered to open at an angle, cleverly avoiding tall curbs. You'll also love cosying up in the sophisticated, dark-themed interior, rendered in a black-blue colour scheme and adorned with carbon fibre trims and artfully designed air vents. The chunky three-spoke steering wheel is one of the most beautifully styled tools ever, sitting ahead of a fairly animated digital gauge cluster that can be customised using the finicky steering controls. Shift focus to the right, and you'll find a 10.25-inch touchscreen atop the Panamera-style sloped centre console. Here, a stubby but cute toggling shifter sits alongside numerous buttons for powertrain and chassis adjustability, as well as roller controls for temperature and fan speed. Despite the busy visuals, these controls are easy to operate. However, even this Aston is not without flaws. Finding the right driving position isn't difficult, thanks to power steering adjustability and 16-way seat adjustment, but the Dark Knight Haircell leather on the seats and door panels don't feel like true luxury hide. Additionally, the side mirror controls are finicky, the central console plastics creak, and the small infotainment fonts may spell trouble for older drivers. POWERTRAIN & PERFORMANCE The heavily revised twin-turbo 4.0-litre V8 sends torque to the rear via a carbon fibre prop shaft. Enhanced cooling, modified cam profiles, and larger turbos boost outputs to a monstrous 665 PS and 800 Nm, a gain of 155 PS and 115 Nm. The V8's thunderous roar demands attention as the Vantage surges forward with every blip of the sensitive throttle, devouring tarmac like a famished beast. The transmission isn't the quickest, so use the paddles instead of relying on the electronically induced kickdowns. When everything aligns, it can hurl you across football field lengths in mere seconds, making you feel like the pilot of a SpaceX mission. And if you feel its blistering 0 to 100 kmph time of 3.5 seconds doesn't match the 911 Turbo S's, just wait until you're thrown back into your seat by the gut-wrenching torque. On the road, this small car feels larger at first, but the precise EPAS shrinks its size with speed. With 50:50 weight distribution, independent suspension, Bilstein DTX adaptive dampers, and E-diff, it steers tightly through corners, as intended. The ride isn't plush due to the short wheelbase, but you'll manage for your queen and country (maintaining status among peers). Standard steel brakes are adequate, but Carbon Ceramic Brakes (CCB) improve braking, reduce fade, and save 27kg — recommended for track enthusiasts. FEATURES & FUNCTIONALITY Aston Martin's upgraded infotainment system is built in-house and paired with a new app for iOS and Android. The 1,170W, 15-speaker Bowers & Wilkins system delivers detailed sound, though it can be slightly over-synthesised. The navigation will get you to your destination, but I prefer Google Maps. The 360-degree camera helps keep bumper gashes at bay. Boot space is a usable 346 litres, though the central cubby is tiny, holding just two USB-C ports. The seat cooling function is weak, but the heating is sufficient. VERDICT This baby Aston is baby no more. The latest iteration of the Vantage will leave you shaken, not stirred, with its stunning proportions inspired by the lines of the One-77 supercar. It earns a legitimate badge for its sophisticated, dark-themed interior, and the monstrous 665 PS V8 — befitting its muscular proportions — delivers gut-wrenching acceleration on call, with steering accuracy that's on a knife edge. Yes, the ride isn't quite plush, and some controls are finicky, but what's a supermodel without a mole or a suave secret agent without a character flaw? GOOD - Stunning proportions; gut-wrenching torque; thunderous exhaust; upgraded infotainment BAD - Some cheap plastics; finicky steering controls; small infotainment fonts SPECIFICATIONS Body type - 2-seater; 2-door premium high-performance coupe Engine - Front-engine; twin-turbo 4.0-litre V8; rear-wheel drive Transmission -8-speed automatic Peak output - 665 PS @ 6,000 rpm - 800 Nm @ 2,750 – 6,000 rpm 0 to 100km/h - 3.5 seconds (claimed) KT Luxe
