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When it comes to restoring a 1972 Ferrari Dino, only so many have the know-how and funding to take on such a specialized project. David Lee, a well-known Ferrari collector, is one of the lucky few to have done so—but he also added some modern touches to make his Dino a $1 million restomod.

The Dino’s original V-6 engine was replaced with a unit that originally started out as a 2.9-liter twin-turbo V-8 from the legendary F40. Lee had the turbochargers removed, bored the V-8’s displacement to 3.6-liters, and upgraded the pistons, exhaust manifold, and radiator. The modified engine can now rev past 7,000 rpm and delivers 400 hp, which should be plenty for a car weighing just 2,400 pounds. A gated five-speed manual transmission from a Ferrari 328 backs the V-8.

In order to make the Dino more comfortable and easier to drive, Lee also added low-speed power steering, Brembo brakes, a revised suspension, and larger 17-inch versions of the original wheels. Dual USB ports with an iPhone holder add a touch of tech, and custom flared fenders complement the already beautifully sculpted body.

If you want one for yourself, Lee will make you one for $1 million, not including the price of the donor car. Watch the video above to find out why that price might not be so outrageous.

The post Watch: 7 Reasons Why This ’72 Dino is the Ultimate Frankenstein Ferrari appeared first on Motor Trend.

Audi last redesigned the A3 for the 2013 model year, which means (despite a facelift for 2017), it’s currently quite old. The A3’s main competitor, the Mercedes-Benz CLA, isn’t much newer, but still. Audi’s smallest car could use a redesign. From what we hear, the official reveal will take place early next year. Thanks to these spy shots, though, we can get an idea of what the next-gen A3 looks like long before then.

Technically, the prototype seen here probably isn’t the next A3. Based on the impossible-to-miss quad exhaust, our spy photographer believes it’s actually a new version of the S3. But aside from some small styling differences, both cars should look pretty much the same. And if you’ve paid much attention to Audi’s latest designs, it shouldn’t be hard to picture a redesigned A3. For better or worse, Audi sure loves its same-sausage-different-length design philosophy.

What’s less obvious is which powertrains and body styles will be offered, especially in the U.S. A sedan seems obvious, but there’s no telling whether the hatchback will be sold here or not. Currently, U.S. customers can only get the A3 hatch as a plug-in hybrid. The fate of the two-door cabriolet is even less certain. If the A3 follows the 2019 Q3‘s lead, it will probably offer a 2.0-liter turbo in two different tunes: one that makes 190 hp and 236 lb-ft of torque and another good for 230 hp and 258 lb-ft. We may also see a plug-in hybrid and fully electric version, as well.

Once the redesigned A3 is revealed, the S3 should soon follow, with a new RS 3 coming a few years later.

Photo source: CarPix

The post Spied! Next-Generation Audi S3 Caught in Hatchback Form appeared first on Motor Trend.

Borrowing design cues from the Stinger, Kia’s redesigned Forte is as stylish as ever, but the compact sedan is also more efficient thanks in part to a new CVT (dubbed IVT) replacing the outgoing six-speed automatic transmission.

The 147-hp, 132-lb-ft 2.0-liter I-4 engine carries over from last year and now delivers an EPA-rated 31/41/35 mpg city/highway/combined in its most fuel-efficient trim. Higher trims have a slightly lower rating of 30/40/34 mpg. That’s a nice increase from the outgoing model’s 29/37/32 mpg rating. The more powerful GDI 2.0-liter I-4 in the outgoing 2018 model (not available in the redesigned 2019 Forte) was rated at 25/33/28 mpg. If you choose to row your own gears, the standard six-speed manual transmission is now rated at 27/37/31 mpg, up from last year’s rating of 25/34/28 mpg.

For a little perspective, the Hyundai Elantra is rated at 29/38/33 mpg in its base trim and 28/37/32 mpg in higher trims when equipped with the same 2.0-liter I-4 found in the Forte. That engine is backed by a six-speed automatic, however. The Elantra Eco, powered by a 1.4-liter turbo-four, has an almost identical rating to the redesigned Forte: 32/40/35 mpg. Meanwhile, the Chevrolet Cruze’s 1.4-liter turbo-four delivers 28/38/32 mpg with its six-speed automatic and 30/38/33 mpg with its new CVT. The Forte barely edges out the Honda Civic’s base 2.0 I-4, which is rated at 31/40/34 mpg, but the optional 1.5-liter turbo-four beats all the above vehicles with a rating of 32/42/36 mpg.

Expect to see the 2019 Kia Forte on sale later this year, and look for a more powerful model later down the line.

Source: Kia

The post 2019 Kia Forte Gets up to 35 MPG Combined appeared first on Motor Trend.

Capturing kinetic energy that would normally be lost to heat and using it to recharge a battery isn’t a new concept, but Audi believes it’s taken regenerative braking to new heights with the upcoming E-Tron SUV. The all-electric sport-ute will debut a new energy recuperation system that Audi says contributes up to 30 percent of its range.

According to Audi, the E-Tron SUV will be capable of recovering 1 mile of range for every mile driven downhill. When the automaker drove an E-Tron prototype 19 miles from the summit of Pikes Peak down to the base, the SUV got roughly that much range back from brake regen. This extra efficiency is made possible by two electric motors and a new electrohydraulically integrated brake control system working in concert. The E-Tron uses just the electric motors for all braking needs up to 0.3 g, which Audi says covers more than 90 percent of all situations. When more stopping force is needed, the electrohydraulically integrated brake control system decides how much hydraulic brake pressure to use and can employ discs and pads exclusively or use a combination of regular and regenerative brakes. Drivers can also trigger regenerative braking manually using steering wheel paddles.

We learned earlier this year that the E-Tron would have a WLTP-estimated range of 248.5 miles and be capable of recharging in under 30 minutes on a 150-kilowatt fast charger, but what we didn’t know was the SUV’s power output. Now, we have a much better idea. Audi says the prototype produces 355 hp and 414 lb-ft of torque from its two asynchronous electric motors in normal mode, but shifting to Sport and hammering the accelerator pedal unlocks “boost mode,” which ups output to 402 hp and 490 lb-ft for eight seconds. In that mode, Audi claims the E-Tron can sprint to 62 mph in less than six seconds.

The production E-Tron Quattro is set to be revealed later this year and will go on sale sometime in 2019.

Source: Audi

The post Audi E-Tron SUV Will Get a Fancy Regenerative Braking System appeared first on Motor Trend.

Since March of 1964, Ford’s been building Mustangs. Today, 54 years after production began, the 10 millionth one rolled off the assembly line. As a tribute to the first production Mustang, Ford made sure the milestone car was a white convertible with a V-8 and a manual transmission.

To celebrate, Ford held events at its Dearborn headquarters and Flat Rock Assembly Plant that included flyovers from three P-51 Mustang fighter planes and a parade of Mustangs from every generation that drove from Dearborn to Flat Rock.

And in case that 10-million-Mustang sales figure isn’t impressive enough, Ford claims the Mustang has been the world’s best-selling sports car for the last three years. Over the last 50 years, Ford says it’s also been the best-selling sports car in the U.S.

Having just driven the 2019 Ford Mustang Bullitt, it’s clear the original pony car has come a long way in the last 54 years. Even the regular GT now makes 460 hp, up significantly from the first Mustang’s 164. An independent suspension has also transformed the Mustang into a legitimate sports car.

“Mustang is the heart and soul of this company and a favorite around the world,” said Jim Farley, Ford’s head of global markets, in a release. “I get the same thrill seeing a Mustang roll down a street in Detroit, London, or Beijing that I felt when I bought my first car—a 1966 Mustang coupe that I drove across the country as a teenager. Mustang is a smile-maker in any language.”

Source: Ford

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Photo Credit: SportsCar365.com Following Sunday’s double-podium finish by Corvette Racing at Road America on Sunday, we caught word that the team was going to be sticking around for a few days for conducting additional tire tests at the historic Wisconsin track. Today we learned that those “tire tests” may be related to the development of […]

The post [SPIED] The Mid-Engine Corvette C8.R Spotted Track Testing at Road America appeared first on Corvette: Sales, News & Lifestyle.

This news alert popped up in my Twitter feed yesterday so we are sharing it below. If you happen to see this Corvette, please contact local authorities. Stolen over the weekend in Pierce County, Washington was this custom 1972 Corvette Convertible. The blue Stingray has some tasteful customizations including Chrome wheels, a 1967-inspired hood, and […]

The post [STOLEN] Police are Searching for this 1972 Custom Corvette Convertible in Washington appeared first on Corvette: Sales, News & Lifestyle.

The 2019 Dodge Challenger entices buyers with new, high-performance variants, but how much do you really know about the updated muscle car? Find out what connection this Dodge has with the new BMW M5, and discover what distinguishes the Charger Hellcat from the Challenger Hellcat below.

If you’re dubious about the need for a 203-mph speed limiter (set just below the tires’ 205-mph safety limit), our computers suggest that even with the Widebody’s brick-like 0.384 drag coefficient and barn-like 29.96-square-foot frontal area, the total horsepower requirement at that speed should be about 650, which the Hellcat HO engine has covered at 5,500 rpm in seventh gear. That’s with the standard 2.62:1 axle—the optional 3.09:1 gearing complicates matters, as the engine redlines at 201 mph in seventh, and 203 mph equates to 5,150 rpm in eighth, which could pose a challenge. Naturally, the narrow-body Redeye (0.382/25.87) will win the race to 203 mph, as it only requires 565 hp at 203 mph, so it should easily hit its limiter with either axle ratio.

Perhaps largely because the racing is fun, the SRT team incorporates endurance racing at the slightly rough 2.0-mile, 13-turn Nelson Ledges track in Ohio. This past year the team’s pace in a Redeye Widebody was just 0.6 second off the pace of the 640-hp Viper GTS—a track-optimized coupe that’s 1,000 pounds lighter. Not surprisingly, the time was all made up on the straights.

Fun fact about the 305/35ZR20 Pirelli P Zero tires that go on all current Widebody Challengers: Dodge and SRT were developing the compound at the same time that BMW was developing a P Zero for the M5, and the two teams independently arrived at essentially the same compound.

Hellcats once had hydraulic steering, but now only the Charger Hellcat SRT retains it. The Widebody tires and the large scrub radius that comes with them presented too many challenges for the hydraulic assist system, so all Challengers now get EPS. The SRT team tuned the EPS assist curve to work with the tires’ sidewall stiffness to minimize the otherwise huge nonlinearity that would be felt off center waiting for the sidewalls to settle into a curve. Heuschele freely admits that we are probably never going to feel the delightful little twitches and wiggles that once described minute variations in surface friction via the steering wheel rim with modern electric assist. On the plus side, he notes, we’re also being spared all the negative feedback that used to come through—the frequent need to correct for road crowns or side winds, feeling kickback on single-wheel bumps, etc. He reckons that drivers who are happy to be rid of those attributes vastly outnumber those who miss the friction feedback.

It’s hard to look at today’s vast lineup of Challengers and not muse about putting one of these babies away for a few decades hoping it might turn into the 1971 Hemi ’Cuda four-speed convertible that hammered at $3.5 million at a Mecum auction in 2014. The Dodge folks are expecting the vast majority of Hellcat Redeye buyers to opt for the cooler-looking, higher-limit Widebody package. So for rarity, we recommend the Redeye standard body in a low-take color like F8 Green, maybe with orange calipers, Brass Monkey wheels, and the Black Satin Graphics package. Make it fast by specifying the 3.09:1 axle, the rear seat delete package, and no convenience/luxury options (remember, you’re socking it away, not driving it). Oh, and to guarantee uniqueness, order the block heater.

The post 2019 Dodge Challenger: 5 Things to Know appeared first on Motor Trend.

There’s a purity of purpose and a refreshing honesty about the Dodge Challenger that is further enhanced by the features that define these latest model variants. While Chevy put the Camaro on a diet and sharpened its agility with 1LE Nurburgring-tuned handling packages and Ford developed track-rat Performance Packages 1 and 2 for its Mustang and has a Shelby GT500 in the works, Dodge is lowering the lap times of its big, hulking Challenger the Gold’s Gym way—by adding even more muscle and making the widest, heaviest pony car wider and heavier.

The new R/T Scat Pack 392 Widebody’s regimen worked the muscles that get the car through the turns; the new Hellcat Redeye trained the muscle groups responsible for sprinting between the corners. As we noted in our First Look, the Redeye basically gets a Demon engine breathing through a more restrictive twin-nostril hood. This trims horsepower to 797 at 6,300 rpm and torque to 707 lb-ft at 4,500 rpm. (The Demon’s giant-mail-slot hood permitted too much lift at speeds above its 168-mph limiter; Hellcat Redeyes are allowed to probe the safe limits of the tires, so they get a 203-mph limiter.) The Hellcat Redeye Widebody adds much of the Scat Pack Widebody’s corner-carving capability.

Yes, these models have trained extensively on handling circuits. No, they are not claiming to outrun a Camaro SS or ZL1 1LE or a Mustang GT Perf Pack 2, Shelby GT350, or a future GT500. Rather, these new Challengers remain unapologetically large and comfy GT cruisers with roomy back seats and spacious trunks. But they are without a doubt the most track-capable Challengers to date, and each is a hoot to hoon around a track. Especially the Scat Pack Widebody.

“This started out as a project to just put the Widebody package on the Scat Pack, but then we thought, ‘Why don’t we try to go a bit further,’” explains SRT vehicle dynamics chief Erich Heuschele. His team ended up with a completely new spring/damping/roll-stiffness setup. At 359 lb/in, these are the stiffest front springs on any Challenger, up from 313 on the Hellcats and 284 on the base Scat Pack. Its rear springs are shared with the Hellcats. The anti-roll bars are stiffened by increasing their diameters from 32 to 34mm in front and from 19 to 22 in back relative to base Scat Packs. These hollow bars are now the same diameter as the Hellcat’s solid ones. New Bilstein three-mode adjustable shocks are borrowed from the Hellcats but are uniquely tuned to match this spring/bar setup, the weight of the lighter naturally aspirated engine, and to work with the big 305/35ZR20 Pirelli P Zero three-season (or P Zero Nero all-season) tires. Note that by contrast, the Redeye Widebody is just a Widebody package on a Redeye with no fundamental tuning changes.

Ticking the box for the Widebody option adds $6,000 to a Scat Pack, a Hellcat, or a Hellcat Redeye—each of which comes standard with the slimmer look. It includes the aforementioned tires wrapping forged 11.0 x 20-inch Devil’s Rims wheels and a unique wider front splitter that connects to the obvious fender flares needed to envelop these steamrollers. On Scat Packs it also includes the custom-tuned adaptive-damping suspension outlined above plus the Hellcat’s 15.4-inch vented and slotted front brakes and six-piston calipers and the dedicated ductwork to cool them—an upgrade from the Scat Pack’s 14.2-inch four-piston Brembo setup (in back all Scat Packs and Hellcats get 13.8-inch vented/slotted discs and four-piston calipers).

Dodge’s internal testing suggests the Scat Pack Widebody’s skidpad grip improves from 0.93 to 0.97 g, that the six-piston Brembo front brakes help shorten stops from 60 mph by 3 feet (now 108 ft), and that improved traction even trims 0.2 second from the quarter-mile time. Heuschele’s proud of the fact that the wide Scat Pack can match the lap time of the original 707-hp Hellcat on the 2.14-mile GingerMan Raceway circuit. That’s a testament to the Scat Pack’s swiftness through the track’s 11 turns, given its 222-horse power deficit on two straights that are each longer than a quarter mile. This setup, with more roll stiffness in front, rewards careful corner entry while the looser rear end and heavy-duty limited-slip differential puts more power down and allows a much more aggressive return to throttle for a hastier corner exit.

Almost the exact opposite cornering style is rewarded by the Hellcat Redeye Widebody we sampled at Club Motorsports Park in Tamworth, New Hampshire. The standard Hellcat suspension affords a bit less total front roll-control under that heavier engine, so you can charge into a corner a bit hotter. But then, holy jeepers, do you need to be judicious with the loud-pedal on the way out. This power-oversteer-y setup might not suit MT race consultant Randy Pobst, but Heuschele likes to initiate his turns with the steering wheel and then fine-tune his exit line with the throttle.

On the roads leading to and from Club Motorsports Park the heavy front springs on the Scat Pack exact very little kidney trauma with the suspension in its default Auto mode, and to these ears the sound of the naturally aspirated 6.4-liter is preferable to the shrieking whine of the Hellcats’ supercharger. The Hellcat Redeye Widebody seems equally comfortable on these roads. Another pleasant surprise with both cars—these 305-section street-compound tires are far less prone to following truck ruts and hound-dogging around within the lane than were the sticky R-compound 305s on a lighter Mustang GT Perf Pack 2 we recently tested. The steering feel and effort also suited me perfectly in the lowest-effort Street setting.

On the 15 undulating curves and multiple hills of Club Motorsports’ 2.5-mile course, the Scat Pack Widebody’s limits feel a bit more accessible—or perhaps just better aligned with my natural slow-in-fast-out driving style. The Redeye Widebody’s combination of mechanical grip, huge straight-line speed, and looser nose had me charging into some corners too hot and blowing the exits. We ran with the traction control in Street mode, and I felt it intervening frequently in the Redeye; almost never in the Scat Pack. I also preferred the quicker, crisper shift quality of the 392’s 8HP70 transmission to that of the Redeye’s beefier 8HP90, which is fortified with stronger clutches and larger shafts. The programming is the same, so the difference is likely attributable to higher engine and transmission inertia. Both transmissions self-selected the optimal gear for every corner when left to their Track mode programming. Neither car really seemed to “shrink” on the track. They both still felt huge, and their size would surely be intimidating in wheel-to-wheel racing, but they’re great fun for club runs against the clock.

I close out the day by riding shotgun with Heuschele in each car with all nannies slumbering in Track mode. It was a great chance to witness his throttle-tuning of the driving line in the Redeye, and to also feel how much earlier he reached full throttle in the Scat Pack—at or before the apex in most turns. Heuschele mentioned that back home on the flatter GingerMan circuit, the Redeye Widebody’s improved lap times are about equitably attributable to the added power and improved grip. It laps 1.0 second faster (six car lengths at the finish line) than the narrow-body Redeye, and 2.0 seconds (12 car lengths) ahead of the 717-hp narrow-body Hellcat. Where will Mr. Universe finish relative to a ZL1 1LE and a Shelby GT500? Heuschele doesn’t lose any sleep worrying about such a race. “Drive them each across country to the track and tell us which one you like best.”

The post 2019 Dodge Challenger R/T Scat Pack 392 and Hellcat Redeye Review: Muscle Mass appeared first on Motor Trend.

Earlier today, Tesla CEO Elon Musk said in a tweet he was considering taking the company private. The puzzling announcement left many unsure if he was serious, but an official statement posted on Tesla’s website confirmed Musk is indeed looking into taking the company private at $420 a share. Tesla stock has been publicly traded since 2010.

Am considering taking Tesla private at $420. Funding secured.

— Elon Musk (@elonmusk) August 7, 2018

In the statement, Musk made clear that a final decision hasn’t been made yet, but listed the reasons why he thinks going private is a good idea.

“As a public company, we are subject to wild swings in our stock price that can be a major distraction for everyone working at Tesla, all of whom are shareholders,” Musk wrote. “Being public also subjects us to the quarterly earnings cycle that puts enormous pressure on Tesla to make decisions that may be right for a given quarter, but not necessarily right for the long-term.”

Musk went on to say he believes Tesla is at its best when its employees can focus on the company’s long-term mission rather than worry about stock value taking a hit from short-sellers.

“As the most shorted stock in the history of the stock market, being public means that there are large numbers of people who have the incentive to attack the company,” he said.

Musk then outlined how he imagines a privately held Tesla would work. Shareholders would be given the choice to either remain an investor or be bought out at $420 a share, a 20-percent premium over the company’s stock price after its second-quarter earnings call last week. Employees would still be able to sell shares and exercise stock options periodically.

The move could be seen as a way for Musk to gain more control over Tesla, but the CEO says that’s not his intent. “I own about 20 percent of the company now, and I don’t envision that being substantially different after any deal is completed,” he said.

“Basically, I’m trying to accomplish an outcome where Tesla can operate at its best, free from as much distraction and short-term thinking as possible, and where there is as little change for all of our investors, including all of our employees, as possible,” he went on to say.

The proposal comes on the heels of Tesla’s Q2 earnings report, which revealed the company lost more than $700 million during the three-month period. Still, the company was optimistic about achieving profits in the third and fourth quarters thanks to Model 3 production finally getting on track. Following the release of the earnings report, Tesla’s stock price shot up nearly 10 percent. At close of trading on Tuesday, Tesla’s stock was up nearly 11 percent at $379.57 per share.

Questions remain as to where Tesla will get the funding for a buyout deal—though Musk claims to have it already—and whether or not the CEO violated any laws by announcing the plan via tweet before notifying investors. According to MarketWatch, a buyout to make Tesla a private company would be the largest in history, costing $72 billion excluding debt. But as Musk pointed out on Twitter, all of this is contingent on shareholders agreeing to go private in a vote.

Source: Tesla, MarketWatch 1, 2

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The 1964 Corvettes are sometimes ignored by enthusiasts who favor the uniqueness of the split window 1963 or the enhanced performance of the 1965 with four-wheel disc brakes and the like. But there’s something to be said for the second-year edition of the C2, which, of course, was the first model to delete the now-iconic […]

The post Corvettes on eBay: Barn Find 1964 Corvette at Hemmings appeared first on Corvette: Sales, News & Lifestyle.

Earlier this year, Chevrolet gave the Camaro a midcycle refresh. Most of the changes were cosmetic, but the 2019 Camaro got a few functional updates, as well. The reworked front end was said to make the car more aerodynamic, for example, and the SS got the ZL1’s 10-speed automatic transmission. You’d think those changes wouldn’t hurt gas mileage, but you’d be wrong.

According to the Environmental Protection Agency’s official figures, the 2019 Chevrolet Camaro SS with the 10-speed auto is rated at 16/27/20 mpg city/highway/combined. Fifteen years ago, that was the kind of gas mileage you got out of a V-6 family sedan, so it’s seriously impressive to see a 455-hp sports coupe with a 6.2-liter V-8 does so well. But the 2018 Camaro SS with an eight-speed auto actually did slightly better, earning a city rating of 17 mpg.

The automatic V-6 is also interesting. Chevrolet kept the same transmission, and both the city and highway numbers stay the same, but for some reason, its combined rating is 1 mpg worse than in 2018. Choose the manual V-6, and your combined rating stays the same, but highway economy drops slightly. The automatic ZL1, however, did manage to increase its combined rating from 15 to 16 mpg. The gas mileage for the rest of the Camaro lineup stayed the same.

At the moment, we’re not sure what caused the Camaro’s slight drop in fuel economy, especially since the changes were so inconsistent from model to model. We know the EPA changed the formula it uses for the 2017 model year, but we’re not aware of any additional changes for 2019. It’s hard to imagine the vast majority of drivers noticing a difference in the real world, though. In most cases, traffic level and driving style have a much bigger impact on gas mileage.

Source: FuelEconomy.gov

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