Latest news with #hypercar
Motor 1
16 hours ago
- Automotive
- Motor 1
Why Praga's New Hypercar Ditched a V-10 for Something Even Better
Since the dawn of the automobile, hustlers and bad actors have tried separating enthusiasts from their money by debuting flashy concepts, then soft-pedaling their release indefinitely. That trend has only accelerated in the last decade with the advancement of digital design tools, AI, and social media. These days, all it takes to collect orders for a new hypercar is a set of convincing renders and an Instagram handle, with companies you've never heard of peddling GTA-looking cars that may never see a road not made of pixels. That's not Praga's MO. The Czech company behind the 2,200-pound, 700-horsepower Bohema may not be well known, but with over a decade of racing and development under its belt, it's adamant that its first production hypercar is as ready for prime time as anything from Ferrari, McLaren, or Lamborghini. Photo by: Praga Speaking with Motor1 at the Goodwood Festival of Speed, both the company's chief engineer and its head of marketing shared the Bohema's development history and explained how it ended up being the first non-Nissan to use the GT-R's lauded twin-turbo V-6. From Tractors to Track Days Though you probably haven't heard of it, Praga has been around in one form or another since 1908. During the Czech socialist period lasting from the 1940s through 1989, it produced agricultural vehicles and light trucks along with gearboxes and other components under government orders. Since the early 2010s, though, its ambitions have focused squarely on the racetrack. Jan Martinek, Praga's Chief Engineer, joined the team in 2013 with the assignment of making the single-seat, carbon-tub R1 race car road-legal. The company saw a market niche in an ultra-light track day supercar, so Martinek built a prototype called R1R and started taking it to circuits across Europe. As he tells it, people loved the car's 700-kilogram weight, but were skeptical of its cramped cabin, lack of air conditioning, and four-cylinder engine. Praga made its first PR splash back in 2016, courtesy of Swedish skier Jon Olsson. The company was looking for investors, and Jon was a car enthusiast with money and a reputation for daily-driving sports cars in all conditions. 'I texted Jon like, 'Hey, would you be willing to test drive the car for a little bit in Monaco?'' Martinek recalled. Olsson did him one better, asking to borrow the R1R to drive from Monaco to his home in Marbella, Spain—a distance of over 1,200 miles in a full-blown race car. Olsson featured the car in his vlog, apparently enjoying it so much he asked to borrow it again—this time for an ice race in Northern Sweden, another 1,200 miles from home in minus-24-degree weather. The prototype's ECU froze once in the cold and had to be warmed up, but apart from that hiccup, the R1R performed flawlessly. Around that time, Praga came under new ownership again, and the company changed directions with its roadgoing concept. While the R1R had a 'one-plus-one' seating configuration with a central driving position and a movable steering column to allow for a passenger, customer feedback dictated two full-size seats. Customers also demanded air conditioning and more creature comforts than the bare-bones race car. Around that time, Aston Martin revealed the Valkyrie, beating Praga to the punch with a race car for the street. 'That was the best thing that could have happened,' Martinek said. 'Suddenly, you had Mr. JWW stepping into the seat and saying, 'This is like an F1 [car].' It normalized it.' Building the Bohema Praga spent the next eight years developing and testing the Bohema. It jumped through regulatory hoops and tackled engineering challenges, such as how to design windshield wipers for its wraparound front glass, or how to keep the cabin as narrow as possible for aerodynamics, while still giving driver and passenger plenty of elbow room. (The solution for the latter is a clever staggered seating arrangement that puts the driver's elbow rest above and ahead of the passenger's.) But perhaps the most interesting engineering debate was what engine the Bohema should have. Photo by: Praga Praga is the first company to license Nissan's 3.8-liter VR38DETT V-6, the heart of the R35 GT-R. UK tuner Iain Litchfield then massages it to a stable 700 horsepower for use in the Bohema. But the decision to go with the V-6 didn't come easily. 'When we built the R1R [road-]legal version, it was a four-cylinder turbo,' Martinek told Motor1. 'And when we were considering production, I wanted to get rid of the turbo because of heat, plus better sound, and all. So I wanted [a] natural-powered V-6 because it would be the same power, same weight, but naturally-aspirated.' Praga approached Nissan about supplying it with its VQ line of naturally-aspirated V-6s. Pretty quickly, the Japanese company agreed, but Martinek wasn't finished. I raised a question: 'What if—just what if—we're considering some special edition. What about the GT-R engine?' 'I raised a question: 'What if—just what if—we're considering some special edition. What about the GT-R engine?'' As Praga's chief engineer recalls, the request was initially met with indignation: ''No way, never. Crown jewel of Japan, we'll never give this to anyone.'' As Praga's concept shifted from the R1R to a two-seat, million-plus-dollar hypercar, a naturally-aspirated VQ wouldn't cut it. Praga went back to Nissan about the GT-R V-6 while approaching BMW, Mercedes, and Audi for engine options, too. Designed Around a V-10 While the company awaited word from Nissan, Audi approved Praga's request for the R8's 5.2-liter V-10. 'That's when Nissan came back to us and said, 'We had a board meeting and decided we could give you the engine.' So we bought both of the engines,' Martinek said. But as Praga debated the relative merits of the two engines, it still had a car to design. Unsure which way things would go, the company engineered the Bohema's carbon structure to accommodate the larger V-10. The car was designed around the V-10 because then we knew that we could fit the V-6 as well. 'We physically had both engines,' Martinek explained. 'So the car was designed around the V-10 because then we knew that we could fit the V-6 as well.' We know which direction Praga went—but why forego naturally-aspirated V-10 screams in a hardcore, lightweight car? 'Eventually, it was emissions reasons, it was the support we could get from Iain [Litchfield], but it was also the support we could get from the [OEM] factories.' Martinek also cited tunability as a key factor. 'Yes, V-10 sounds better on paper, [and] in sound,' he acknowledged. 'But it's 600 brake horsepower and that's it. This [V-6] is a bulletproof engine and the power—sky's the limit.' When you see it, you almost expect [a] screaming V-10. It gives the car its own unique personality. I asked Praga Sales & Marketing Director Mark Harrison whether customers were put off by 'only' having a GT-R engine in their $1.5-million hypercar. To the contrary, he said it hasn't been an issue. 'Everyone I spoke to in the US, when they said 'What's the engine?' And I told them, they said, 'Great. I've got a GT-R as my daily. It's bombproof, it's reliable, it's one less thing to worry about.'' Also, he added, 'it is exotic, because Nissan has never let anyone else take that engine.' Martinek admits that the turbocharged heart is a little unexpected given the Bohema's radical looks—but that's not necessarily a bad thing. 'When you see it, you almost expect [a] screaming V-10,' he told Motor1. 'It gives the car its own unique personality.' 5 Source: Praga Share this Story Facebook X LinkedIn Flipboard Reddit WhatsApp E-Mail Got a tip for us? Email: tips@ Join the conversation ( )
News.com.au
a day ago
- Automotive
- News.com.au
$4.1m Rimac Nevera R breaks 24 world records in one go
A Rimac hypercar has smashed 24 world records, including going from 0 to 400km/h and then coming to a complete stop in just 25 seconds. The hair-raising Nevera R has been crowned the new 0-400-0 champion, breaking a slew of records in the process. In just 25.79 seconds, the electric supercar accelerated from standstill to 400km/h and back to a halt, beating the previous record by a full 2.04 seconds. Equipped with a breathtaking quad-motor all-electric powertrain, the Rimac has been labelled 'the fastest accelerating production car the world has ever seen.' Among the new benchmarks set by the electrifying ride is a jaw-dropping 0 to 60mph time of just 1.66 seconds. During its record-breaking run, the £1.8 million ($A3.4m) Nevera R hit a blistering top speed of 431.453km/h. Producing an astonishing 2,107 brake horsepower, the Nevera R soared to the top of the performance charts, according to Luxury Auto News. The dramatic improvement is thanks to a re-engineering of several major components. A fixed rear wing and enlarged diffuser generate greater downforce while enhancing aerodynamic efficiency. Meanwhile, Michelin Cup 2 tires reduce understeer and boost lateral grip. These upgrades work in concert with a next-generation All-Wheel Torque Vectoring system, designed to maximise traction and handling precision. 'When we first introduced Nevera, it almost seemed like the pinnacle of hypercar performance had been reached. In a single generation, we had created a performance jump that previously would have taken decades,' Mate Rimac, founder and president of the Rimac Group said. 'But now, through relentless innovation, Nevera R goes even faster, while still maintaining much of the comfort and practicality that makes the Nevera a real, usable daily car,' he added. 'Breaking records is in our DNA, and we won't stop here.' The Nevera R smashed its own 2023 records, securing its spot at the very top of the EV leaderboard. The original Nevera already held several elite titles, including the production EV top speed record of 412 km/h, a Goodwood Festival of Speed hill climb record of 49.32 seconds, and the electric production car lap record at the Nürburgring Nordschleife at 7:05.298. Now, there's even more opportunity for the Nevera R to go after what few records remain. Limited to just 40 units worldwide with a starting price of €2.3 million ($A4.1m), each Nevera R now carries the distinction of being part of the most comprehensively record-breaking hypercar ever created. The Rimac Nevera R doesn't just edge out the original Nevera — it leaps ahead, according to CarBuzz. The performance gap is clear across nearly every metric. The R version cut 1.61 seconds off the 0–200mph time, coming in at 9.25 seconds. It also hit 0–400 km/h (249mph) in 17.35 seconds, nearly four seconds quicker than the standard model. In the 0–250–0mph test, the Nevera R was over five seconds faster, highlighting massive gains in both acceleration and braking. It also improved the standing mile time to 19.71 seconds, shaving off almost a full second. The quarter-mile came in at 7.90 seconds, beating even the drag-ready Dodge Demon 170, and without special tires. Top speed rose from 412km/h to 431km/h, and it accelerated from 200–300km/h in just 3.89 seconds. Each upgrade shows Rimac's engineering wasn't just refined, it was reimagined.
The Drive
2 days ago
- Automotive
- The Drive
This 'Race-Worn' Pagani Utopia Is the Pre-Ripped Jeans of Hypercars
The latest car news, reviews, and features. People who can afford to drop seven figures on a bespoke hypercar often come up with wild color combinations, so you're not confusing anyone else's ride for theirs. This particular Pagani Utopia commissioned by one client, however, might be the most unique of any we've seen lately. Like the pre-ripped denim craze of the aughts, this Utopia trades on stolen valor to look like it's been through the ringer of endurance racing, and the effect isn't very persuasive. Pagani says it's called 'The Coyote' (whether the buyer dubbed it that or the automaker is unclear) and describes it as 'a fleeting glimpse of a livery shaped by endurance: untamed, imperfect, alive.' Its red and blue accents are reminiscent of a Martini-liveried Porsche, but what makes this Utopia special are the fake tears stretching from the wheel wells, the floors, and the bottom of the front bumper, revealing 'exposed' carbon fiber. In my view, there are two issues with this. First, it's ugly. From a distance, it looks like the abrasions were drawn on with marker. Second, if you've ever actually seen a car at the end of a full day of competition, they don't tend to look anything like this Pagani. Fortunately, the World Endurance Championship YouTube account posted a video after last year's 24 Hours of Le Mans that highlights the difference. Look at the field of finishers. We see plenty of caked-on dirt and tar, dust collected on the wheels themselves and the surrounding bodywork, and charred panels near exhaust pipes. What we don't see are strips of wraps and vinyls torn back like Wolverine has clawed through them. And the whole effect feels even flimsier because you just know that the owner will never abuse this car like those battle-scarred gladiators of the Mulsanne. Only one Pagani has ever actually taken on Le Mans, as it happens, and it was a Zonda way back in 2003. Credit where it's due, I dig the color combo of the interior. paganiautomobili via Instagram Of course, this guy can do whatever he wants with his money. It's his third Pagani, according to the company, and this 'collector…doesn't just configure a car but shapes a fragment of himself into every line and stitch, with patience, care, and almost meditative devotion.' No arguing with that—he's commissioned a Utopia that is distinctly his own. I'm just wondering if it's a bellwether for other trends. Some people will tell you cargo shorts are making a comeback; will the same soon be true of distressed denim? Got a tip? Email us at tips@
Auto Car
2 days ago
- Automotive
- Auto Car
I drove the Jaguar C-X75 - they should have built it
Did it feel like the start of something that would change the car industry? Not entirely. But it was clearly a more credible product than anyone with whom I spoke about it at the time was ready to believe. I wouldn't have known that much from a show car. There are prototype drives, by contrast, when you know precisely what strategic significance you're dealing with. Little can give you a better idea of that than turning up at the gates of a brand-new factory built to manufacture the car you're about to sample, a model that is being hailed as the saviour of its long-ailing creator. That's how I first sampled an Aston Martin DBX: with a car load of engineers along for the ride through the Welsh mountains. ('What do you think, Matt?' No pressure, there, then…) And, just occasionally, you know that a test drive in a prototype is all you're ever going to get. That is exactly how it was with Jaguar's great aborted hybrid hypercar, the C-X75, when we managed a handful of laps of JLR's Gaydon high-speed and handling circuits in 2013. This was the time of the hypercar 'holy trinity'. Jaguar had been bold enough to invest big and, with the help of Williams Advanced Engineering, take its particular vision for such a car all the way through to a highly polished place. But, rather crushingly, it had also already decided not to build it. That competitors from Porsche, Ferrari and McLaren were all coming to market at the same time was too great a risk. Above all, JLR couldn't afford another XJ220. The car certainly didn't deserve description in those terms. I never drove a LaFerrari, but I have driven both a McLaren P1 and a Porsche 918 Spyder, and honestly, the C-X75 was right up there. It had bucketloads of star quality; its chassis and steering were outstanding; and its 1.6-litre, 10,000rpm twin-charged four-cylinder combustion engine topped the lot. It was like some mutant superbike motor backed by epic electric torque fill. It was monumental. The C-X75 might well be the greatest performance car that the British industry never made. And being in the position to learn that – however bittersweet it may feel on reflection – is why you don't turn down drives in prototypes.
Yahoo
3 days ago
- Automotive
- Yahoo
Ferrari Showcases F80 Hypercar, Amalfi GT, and Racing Heritage at Goodwood Festival of Speed
Read the full story on Modern Car Collector Ferrari delivered one of the most talked-about displays at this year's Goodwood Festival of Speed, combining record-breaking performance with rich racing heritage. The iconic Italian marque brought its newest road and track creations to the famous hillclimb while celebrating decades of motorsport excellence. Headlining Ferrari's dynamic showcase was the F80 hypercar, making its public hillclimb debut. The cutting-edge hybrid supercar, designed as the spiritual successor to the LaFerrari, wowed crowds as it tore up the course in multiple liveries, including an eye-catching green-and-white-striped model and a vivid yellow example. With aggressive aerodynamics and hybrid power expected to exceed 1,000 horsepower, the F80 underlined Ferrari's commitment to blending electrified technology with traditional performance. Also joining the hillclimb action was Ferrari's new 12Cilindri, a naturally aspirated V12 grand tourer that harkens back to classic Ferrari front-engined models. On the display side, Ferrari revealed the 296 Speciale and open-top 296 Speciale A, track-focused evolutions of the brand's hybrid V6 platform, promising even sharper performance for dedicated drivers. One of the most anticipated unveilings was the Ferrari Amalfi, the sleek new V8 grand tourer and successor to the Roma. Debuted to the public at Goodwood, the Amalfi's long, flowing lines and luxurious interior represent Ferrari's evolving interpretation of modern touring elegance. Ferrari also celebrated its Formula 1 heritage with a lineup of legendary race cars, from championship-winning machines to current Scuderia Ferrari challengers, in honor of F1's 75th anniversary. Historic models, including the iconic F50 and the 296 Challenge race car, added further star power to the display. With a mix of groundbreaking hypercars, heritage racing machines, and luxurious grand tourers, Ferrari reinforced its status as one of the most admired names in automotive performance at this year's Goodwood Festival of Speed. Follow us on Facebook and Twitter
