Latest news with #automotiveDesign
Yahoo
06-07-2025
- Automotive
- Yahoo
HF‑11 Hypercar Revs to 12,000 RPM and Swaps Between Gas and Electric
HF‑11 Hypercar Revs to 12,000 RPM and Swaps Between Gas and Electric originally appeared on Autoblog. In a world dominated by hybrid hypercars built by billion-dollar conglomerates, the Oil Stain Lab HF‑11 is a welcome oddity. It's the creation of two Ukrainian-American brothers, Nikita and Iliya Bridan — ex-Honda, Cadillac and Genesis designers — who decided the only way to scratch their creative itch was to build a 12,000 rpm, dual-drivetrain, 2,000-pound hypercar out of sheer 25 will be made. Each one costs at least $1.85 million, or $2.3 million if you want both powertrains. View the 3 images of this gallery on the original article The HF‑11 is about choice. Buyers can spec a 4.6-liter naturally aspirated flat-six making 600 hp, or step up to the unhinged 5.0-liter twin-turbo flat-six good for a staggering 1,200 hp — all mounted in the middle of a carbon monocoque and sending power to the rear wheels. Both are available with a six-speed manual or a seven-speed sequential box. That alone would be enough for most small-volume this isn't most Stain Lab is also building a fully electric version with around 850 hp, and here's the twist: thanks to a modular subframe system, owners can swap between the ICE and EV powertrains. That's right — one car, two wildly different personalities, depending on the day, track, or mood. Despite the turbocharged flat-six having 'just' six cylinders, it's designed to scream all the way to 12,000 rpm. When combined with the car's 910 kg weight, the HF‑11 promises a power-to-weight ratio that puts it well ahead of the Bugatti Chiron and toe-to-toe with the Gordon Murray claims remain vague — understandable for a car still in development — but 0–60mph in the low 3s seems conservative. Top speed? Unofficially, well beyond 200mph. View the 4 images of this gallery on the original article Step into the HF-11 and you'll find a cockpit that looks like it was designed by a watchmaker having a nervous breakdown inside an F1 wind tunnel. The entire cabin is draped in carbon weave, from the exposed monocoque to the sculpted centre console — not just for weight savings, but sheer visual drama. There's no touchscreen, no voice assistant, and certainly no cupholders. What you get instead is a bank of heavy-duty toggle switches, rotary dials, and knurled metal knobs straight out of a Cold War fighter shifter itself is a skeletal work of art: part titanium sculpture, part ballistic missile trigger. Above it, the triple-pod analogue dash recalls classic Porsche GT racers, but everything else feels raw, functional, and unapologetically mechanical. Even the starter switch appears to be mounted inside a billet aluminium pod held together with titanium struts. It's less interior, more suede where you need it and structure where you don't. The HF-11 doesn't try to coddle you. It tries to connect you — to the drivetrain, to the chassis, and to the road. If you want ambient lighting and a Spotify playlist, look elsewhere. This thing was built to be felt, not filtered. The HF‑11's styling feels familiar but alien. It riffs on classic Porsche silhouettes — there are shades of Carrera GT, 962, even 917 — but everything is dialed up to 11. Giant rear diffusers, razor-edge front wings, and track-ready aero components all scream performance. Yet, inside, it's raw, stripped-back, and mechanical. Think Group C meets bespoke hot rod. What makes the HF‑11 more than a concept car with delusions of grandeur is the pedigree behind it. The Bridan twins were involved in cars that sold in the millions, but they're chasing purity now. Their mission: build the 'ultimate human-scale hypercar,' one with minimal electronics, obsessive focus, and mechanical already made waves with the viral Half-11, a chopped-up Porsche homage that earned cult status. The HF‑11 is its spiritual evolution — faster, crazier, and far more isn't just an ambitious spec sheet. It's two engineers turning decades of experience and design frustration into an unfiltered, track-ready love letter to speed. And whether it sells out or implodes spectacularly, it deserves to be noticed. HF‑11 Hypercar Revs to 12,000 RPM and Swaps Between Gas and Electric first appeared on Autoblog on Jul 6, 2025 This story was originally reported by Autoblog on Jul 6, 2025, where it first appeared.
News.com.au
02-07-2025
- Automotive
- News.com.au
2025 Ferrari Amalfi revealed
It's hard being beautiful. Human or automotive, keeping your looks can sometimes prove an impossible task. With all that weight of responsibility on their shoulders, designers could have bottled it when it came to freshening up the Roma – that's already been declared the Prancing Horse's most beautiful car of modern times. Surely, a mild facelift was the safest option, although like in the real world, a quick nip and tuck has the propensity to go very wrong indeed. Instead, Ferrari took a much braver decision to pension off the Roma nameplate and start afresh with the Ferrari Amalfi. Referencing the pretty, picturesque cliff-top town located south of Naples, designers worked like artists to create a simpler, sleeker, as if carving a piece of automotive sculpture. Take that with a pinch of salt, but the result is nonetheless striking, borrowing plenty from the 12Cilindri, but beautiful? We'll leave that up to you. Sharing no body panels with the Roma, beneath the Amalfi's smoother skin lurk the Roma's lightweight aluminium spaceframe and its front, mid-mounted twin-turbocharged 3.9-litre V8. That's right, despite millions invested in an all-new hybrid V6 for the 296, Ferrari's latest GT keeps its V8, escapes electrification and makes 15kW to boot. Now packing 471kW of power and thumping 760Nm of torque, the gains come from an engine that breathes easier, with quicker-spinning turbos and lightweight internals for elastic responses. Bolting on a smoother, quicker-shifting version of the old car's eight-speed dual-clutch transmission, careful kilo-cutting means 0-100km/h now takes just 3.3 seconds – 0.1sec swifter than before, while top speed remains pegged at 320km/h. Ferrari insists it hasn't turned its back on people who bought the 2+2 coupe for sedate coastal cruises, but still couldn't resist tinkering with the Roma's sublime drive anyway. Gaining new springs and dampers all around, plus drive-by-wire braking, larger carbon-ceramic discs ensure the Amalfi is quicker to stop and faster on track. Packing Ferrari's cleverest 6D sensor and latest Side Slip Control (SSC) 6.1, the Amalfi is easier to drive fast too and said to be able to drift for Italy, if you're feeling reckless. Keeping it stable at higher speed is neat F1 aero know-how that includes fresh intakes above the headlamps that jet cool air into the engine bay, while a redesigned floor, prominent splitter, larger diffuser and three-way pop-out boot spoiler generate 110kg of downforce at high speeds. Most buyers will be more curious about what's happened within. While there's no more millimetres to speak of, the cabin does feel extra spacious thanks to a new centre console that's placed lower and is made from a milled-down block of aluminium. Present and correct is Ferrari's awkward gear selector gate, key holder and a wireless phone charger pad, plus a feeling that you're inhabiting something a cut above a Porsche. Changes include a switch to a landscape-mounted 10.25-inch infotainment that runs Ferrari's latest software and works with wireless Apple CarPlay and Android Auto. Current owners will rejoice, not at the large 15.6-inch digital instrument cluster, or gimmicky 8.8-inch display for the passenger, but the fact Ferrari has binned the steering wheel's horrid, too-easy-to-trigger haptic controls and replaced them with proper buttons. Cementing its grand touring credentials, Ferrari offers three sizes for its heated, ventilated, massage Comfort seats and there's even an optional 14-speaker 1200W sound system if you tire of the V8. Speaking of which, engineers admit the V8 is a 'few decibels' quieter than before, which is irritating, but the biggest gripe must be the roll out of the adaptive cruise, AEB, blind spot detection, lane-keep assist and traffic sign recognition – which are all great for safety – but are joined by a dreaded intelligent speed warning buzzer. Luckily, the new steering wheel features a shortcut that can kill all the tech in a single-digit stab. More bad news is the price. While you wouldn't expect beauty like this to come cheap, Ferrari says its new Amalfi will be priced well beyond $475,000 when it lands in the second half of next year in Australia – and that's before the usual $50-100k of options most buyers add. The ugly truth is the most affordable Ferrari remains an expensive alternative to the Aston Martin DB12 ($455,000 plus on-roads) and Porsche 911 Turbo S ($559,400 plus ORCs). 2026 Ferrari Amalfi

Auto Car
27-06-2025
- Automotive
- Auto Car
This Chrysler coupé was slammed by Jeremy Clarkson, but it's now a great bargain GT
There are plenty of things people can't forgive Jeremy Clarkson for, but near the top of my list is his comparison of the Chrysler Crossfire coupe's rear end to a dog relieving itself. He has certainly caused worse offence, but now, whenever I see a Crossfire coupe, it's hard not to recall that unpleasant analogy. It's a shame, really, because the Crossfire has a striking design - not necessarily because its rear half resembles a fleeting scene from parks across the country. The car's exterior was largely the work of American designer Eric Stoddart, part of a team led by Briton Trevor Creed. But the real story behind the Crossfire goes beyond the design team. It stems from the so-called 'marriage made in heaven' between Daimler and Chrysler - more accurately, the takeover of Chrysler by Daimler, orchestrated by Juergen Schrempp and Bob Eaton, who presented it as a merger of equals in 1998. In reality, it was far from equal. The deal triggered the departure of some of Chrysler's top engineers, led to a decline in quality for some Mercedes models, and brought about a period of muddled product planning especially for Chrysler. Despite clear financial and marketing risks, the companies pushed to integrate their platforms and parts, combining a high-volume, low-margin American brand with a lower-volume, high-margin premium brand. But that's a story of its own. One of the more curious products to come out of this merger was the Chrysler Crossfire. Its development was significantly accelerated by the ready availability of Mercedes hardware to serve as its foundation. As the first-gen SLK was bowing out, the Crossfire, sharing many of the same parts but built by Karmann in Germany, was just coming on stream. Standard cars featured Merc's 215bhp 3.2-litre V6 and a six-speed manual, although a five-speed auto was available. Thrilling to drive, it is not. Dozy recirculating ball steering and all that. But it does work well as a relaxing GT. The supercharged SRT-6, with 330bhp and uprated suspension and brakes is much sharper. But is still hamstrung by that recirculating ball system. And it's only available with an auto. Is the Crossfire a dog's dinner then? Absolutely not. Prices start from sub £3000, it's largely reliable and most parts are shared with the SLK, so are easy to find.
Car and Driver
24-06-2025
- Automotive
- Car and Driver
The McLaren P1 Evo Is a Redesigned One-Off of the Iconic Hypercar
Frank Stephenson, the original designer of the McLaren P1, is revisiting his design to create a one-of-one McLaren P1 Evo. The car in question is being built from YouTuber Freddy "Tavarish" Hernandez's personal P1, which was flooded during Hurricane Ian in 2022. The P1 Evo will be Stephenson's return to the automotive industry after moving to other sectors in 2018. It's not like the McLaren P1 needed a redesign. The 903-hp hybrid hypercar already resembles something out of a George Lucas fever dream. But when disaster strikes and you're left with a million-plus-dollar hypercar that lost a water balloon fight to a hurricane, well, then a redesign might be your best course of action. Frank Stephenson Design Frank Stephenson Design That's where Frank Stephenson comes in. He's the original designer of the P1, along with a slew of other cars—ever heard of the Ferrari F430 or the Maserati MC12? After YouTuber Freddy "Tavarish" Hernadez's personal P1 was flooded in Hurricane Ian back in 2022, he reached out to Stephenson to redesign the wrecked hypercar. The pair has now teamed up to create what they're calling the McLaren P1 Evo—Stephenson's reimagination of his old design. The overall look of the car isn't a huge leap from the designer's first draft. The front lip is larger, and there's a new dorsal fin that starts on the lip, extends onto the hood, and continues back through the new roof scoop and giant shark fin at the rear. The redesign also adds vents to the front fenders, new doors, and some incredible-looking aerodisks on the wheels. Frank Stephenson Design Frank Stephenson Design According to Stephenson's website, the duo is targeting to make the P1 Evo the fastest P1 ever built. The whole project is planned to be documented on Tavarish's YouTube channel and marks Stephenson's return to the automotive world after several years away. Jack Fitzgerald Associate News Editor Jack Fitzgerald's love for cars stems from his as yet unshakable addiction to Formula 1. After a brief stint as a detailer for a local dealership group in college, he knew he needed a more permanent way to drive all the new cars he couldn't afford and decided to pursue a career in auto writing. By hounding his college professors at the University of Wisconsin-Milwaukee, he was able to travel Wisconsin seeking out stories in the auto world before landing his dream job at Car and Driver. His new goal is to delay the inevitable demise of his 2010 Volkswagen Golf. Read full bio
Forbes
12-06-2025
- Automotive
- Forbes
Test-Driving The ECD Automotive Design Series II Jaguar E-Type
Among the most gorgeous sports cars ever produced is the Jaguar E-Type convertible. Its sleek, slender figure has been a top inspiration in automotive design since its debut in 1961, and fully encompasses everything enthusiasts love about sports car driving. Today, acquiring and maintaining a pristine example requires an immense amount of devotion, and even then, its old-car driving experience may not live up to one's expectations for even occasional weekend duty. For those who want the experience of the original, yet with a host of modern luxury and performance upgrades, Florida-based ECD Automotive Design has them covered. I recently had the chance to take one of its Series II Jaguar E-Type-based GTO commissions for a spin around Malibu, California, and walked away simply mesmerized. Here's how this $599,000 creation is a sensational motoring experience. The first thing to know about ECD's GTO is, it's not entirely original. Scratch that, it's very unoriginal, but in the best way possible. The brand-new body is hand-formed by a small shop in the United Kingdom and then sent to the company's headquarters in Kissimmee, Florida. There, fresh subframes are fitted, as well as entirely new and upgraded suspension components, featuring Gaz adjustable dampers, sportier sway bars, Fossway multi-piston brake calipers with drilled and slotted rotors, and an adjustable coilover-type spring setup. The subframes themselves are actually based on the Series III E-Type generation due to their improved rigidity and durability. Finally, a quick-ratio new steering rack is bolted up to give it sharper, more responsive steering over anything originally fitted on an old Jag. This particular commission, dubbed the Connecticut commission by ECD, is sprayed in a gorgeously glossy metallic British Racing Green shade, because why would any discerning enthusiast select anything else? While many of ECD's builds feature a General Motors LT-based V8 engine and recalibrated 10-speed automatic gearbox, the Connecticut commission is special. An original Jaguar V12 was fitted, but not before being thoroughly rebuilt with every hot-rodded component available, including a billet stroker crankshaft, more aggressive camshafts, lightweight pistons, a good deal of porting and polishing done to the intake and exhaust ports, and modern fuel injection. The end result is a 6.8-liter masterpiece that produces 450 horsepower, and it isn't cheap: ticking the box for unit adds over $60,000 to the bill. Bolted up to its output shaft is a five-speed Tremec T5 gearbox, followed by a rebuilt and upgraded limited-slip differential from a Series III E-Type. Finally, it's kept cool with an upgraded aluminum radiator, and the exhaust system is entirely hand-built from port to plate. The remainder of the ECD GTO's finely crafted fare is what brings it up to its asking price. While exterior touches are scarce, the grille, lighting, headlight trim, and exterior handles all nicely complement the sleek body without impeding it. Inside, there's Lucente Hercules single-tone tan leather throughout, including on the GTO's comfortable (and heated) seating. A chic signature ECD center dash panel offers modern convenience yet styled in a manner that replicates the original Series I E-Type. Fine brass toggle switches, beautifully machined gauges, and a Series I-style push-button start up the opulence even further, and to contrast the rich warm tones, certain panels are painted in the same British Racing Green shade as the body. Before climbing into the GTO's Mazda Miata-sized stature, I'd had driving older sports cars on my mind, especially after piloting a '90s BMW M3 on track just a couple of days prior. This freshly re-imagined Jag is worlds apart from that old German brute, but was similar in the sense of feeling wonderfully light and responsive, and utilizing hydraulic fluid to power its steering. The massive V12 fired up instantly and idled down to an almost V8-muscle-car-like burble. Snicking its shifter into first gear felt wonderfully mechanical, and the clutch was quite forgiving, allowing for a smooth take-off onto Pacific Coast Highway. While the GTO's tiny dimensions didn't quite befit my tall stature, the seat was tremendously comfortable, and steering was light-yet-responsive. Ride quality was immensely good—it felt amply sporty, yet dealt with shoddy road features and undulations quite well. Finally, while steering feel was muted due to the system's period-correct steering box design, response and ratio were bang-on. Once the engine was warmed up and with enough empty pavement ahead of me, I downshifted to second gear, stomped on the throttle, and wound out the mighty 6.8-liter V12 to redline. In a word, it was heaven. The way this mechanical masterpiece confidently and linearly pulled up the rev band felt so good, and the accompanying, bass-filled howl was unlike anything I'd ever heard before. I've driven modern Aston Martins and Lamborghinis with 12 cylinders at their disposal, but this was different. Its beautiful wall of sound was truly something to behold, and, lucky me, I got to pass through a handful of tunnels on my way to my destination. Because its power came on so beautifully smooth and linear, 450 horses didn't feel in any way scary, despite the GTO's short wheelbase and featherlight curb weight. This thing had drivability and thrill—two traits that are often at odds in old sports car fare—in spades. Between its masterfully outfitted chassis, ravenous engine, gorgeous hand-formed body work, and top-tier interior, the ECD Auto Design Series II Jaguar E-Type GTO is a very special little sports car. After pouring over this example's many intricate details and taking it for a rip, I can confidently affirm that it's among the most unique sports car formulas ever that I've ever experienced, and will never cease to make its occupants grin as wide as its brawny engine's torque band.
