Cadillac

Koenigsegg's First V8 Client Gemera Breaks Cover at the Aurora Concours in Sweden

Three years after Koenigsegg confirmed a V8-powered version of its four-seat Gemera, the first customer example has finally been showcased in public. The hypercar maker unveiled the car this weekend at the Aurora Concours in Båstad, Sweden, finished in a vivid Johan Röd paint over Engel Svart leather and Alcantara with red stitching accents. This particular client, Gemera, is equipped with the full Crystal Clear sound system, bespoke red-tinted Ghosts on the Aircore seats, and rides on Trofast Aircore carbon wheels. The powertrain pairs a mid-mounted twin-turbocharged 5.0-liter hot V8 with Koenigsegg's Dark Matter electric motor via the brand's nine-speed Lightspeed Tourbillon Transmission (LSTT), a four-wheel torque-vectoring system that can send power independently to each wheel. Combined output is 2,300 horsepower, with a sub-2.0-second dash to 60 mph and a top speed in excess of 240 mph. The Gemera was the cover car in a feature we did last year on the most powerful production cars in the world. <- Gallery -> "Today is a big milestone for Koenigsegg, as we roll out the most technically advanced and most ambitious program in our history." - Christian von Koenigsegg, Founder, CEO, Koenigsegg The Gemera realizes a dream von Koenigsegg has held for decades, a proper four-seat, high-performance supercar capable of seating four two-meter adults in comfort with room for luggage. The idea traces back to his childhood, when he first saw his friend's father's Lotus Excel. According to von Koenigsegg, the Gemera itself began taking shape in the mid-2000s, long before its eventual reveal. It first broke cover in 2020 with three electric motors and a tiny twin-turbo three-cylinder engine, and we’ve followed the story from its evolving design phase to its first driveable prototype testing phase in 2022. View this post on Instagram A post shared by Christian von Koenigsegg (@heycvk) The production-spec hybrid version was revised in 2023 to employ Koenigsegg's single Dark Matter motor, lifting output to 1,400 horsepower, and news that the V8 variant was on the production line surfaced earlier this year in March. Production of the Gemera is capped at 300 units, a ceiling set at the car's original 2020 unveiling. Koenigsegg has confirmed all 300 build slots are already accounted for. Original pricing started from $1.7 million, though the industry estimates have placed fully specified V8 examples well above $2 million. For a company that has built its reputation on low-volume, two-seat hypercars, the four-seat Gemera represents a significant departure, one that doesn’t compromise on the brand’s core principles of high-performance speed and design details like the signature dihedral synchro-helix doors, now being offered in a more usable package as a Mega GT. View All Koenigseggs For Sale Images: @Koenigsegg

McLaren W1 First Drive: Ferocious Hypercar Transcends the Track

You know things are getting serious when McLaren rolls-out the ‘1’ suffix. The origin story is, of course, the very first road car McLaren ever built, the F1. Designed by visionary Formula 1 aerodynamicist and engineer Gordon Murray, it arrived in 1992 and rendered all other supercars obsolete. The tiny, lightweight F1 embraced carbon-fibre material technology, adopted a radical centre seat driving position with two passengers set back and either side and was powered by a 6.1-litre V12 engine from BMW that might as well have been passed down directly from the Gods. Game-changer? That doesn’t even come close to describing its impact, even if at the time sales didn’t come easy… The P1 was very different. Rather than a unique side project from the Formula 1 team, it was instead a statement piece for McLaren Automotive, a new road car division still in its infancy. It arrived in 2013 and was a wild-eyed showstopper. It traded the long-legged gait and supple suspension of the F1 for a weaponized hybrid system capable of delivering 903bhp and huge blue flames from its drainpipe exhaust. In Race mode, it lowered by 2-inches and its massive concave rear wing extended into the sky. The P1 was all about aerodynamic downforce, crazed acceleration and a snorting, angry soundtrack that mixed venomous twin-turbocharged V8 with the manic whirr of electric motors. Not so much a car as a force of nature. And now there’s this: The W1. It’s a true successor to the P1 with a similar brief and, on the face of it, it evolves rather than radically reinvents McLaren’s vision for the ultimate hypercar. This is not a criticism. How could it be when the result is this dramatic and has such staggering, other-worldly potential? The W1 has 1258bhp delivered to the rear wheels. It’s capable of 0-124 mph in 5.8-seconds, the quarter mile in 9.6-seconds at 167 mph and produces 2205lbs of downforce at 174 mph. The active aerodynamics – particularly a rear wing that extends way out beyond the rear of the car – are pure performance art and deliver massive aerodynamic efficiency. The result, aside from looking extremely cool, is that the W1 is McLaren’s fastest road car around a racetrack. Ever. Their benchmark circuit is the breath-taking Handling Track at the Nardo proving ground in southern Italy, where the W1 beats their previous benchmark, the flyweight McLaren Senna, by three seconds per lap. Or “a lifetime” as they call it in racing. Maybe two lifetimes! Core to the W1’s performance is the new ‘Aerocell’ carbon fibre tub. With integrated seats and a raised footwell to allow for inboard pushrod-operated front suspension – which in turn gives air a clean path to the huge underbody diffuser – it’s light, stiff, space efficient and has been instrumental in McLaren realising a full ground-effect concept. Just like last year’s F1 cars, which were the fastest ever made. There is also an active front wing and the aforementioned complex rear wing dubbed ‘Active Long Tail’. All of which is very admirable. But the ‘anhedral’ or gullwing doors and the fantastically shirnked-wrapped feel to the minimalist, highly-focussed interior are a pretty good side effect. The W1 feels special. Those fixed seats are perhaps a shade more upright than expected, and the driving position is less obviously racecar than, for example, the Aston Martin Valhalla or Ferrari F80. However, once you’ve adjusted the pedals (they move on a slider) and the delicate, slim-rimmed and alcantara-trimmed steering wheel, there’s an overwhelming sense of purpose. The cabin is so tightly tailored and imparts a sense of lightness and agility before you so much as start the all-new 4.0-litre twin-turbocharged V8 engine, which makes 916bhp all on its own and revs to 9200rpm. Reach up to a roof-mounted control panel to find the starter button. Maybe this fighter plane trope is a little corny, but somehow you feel thrilled rather than manipulated. The W1 has a sense of humour as well as all that motorsport-derived sophistication. There’s a short delay, but when the engine does fire it’s instant – as the high-powered hybrid system negates the need for an old-school starter motor. A sharp flare of revs tells you that this engine is hyper-responsive and angry. On some deep level your brain and body have been sent all the signals required to prepare for something new and intense. Ahead of us, an empty Mugello racetrack, so press and hold the blue button next to the red starter to select Race mode. The centre display graphic shows the W1’s transformation in real time as it lowers by 37mm at the front and 17mm at the rear whilst simultaneously undocking all that active aero goodness. Race mode is not road legal and is geo-locked. You can show your friends and neighbours the aero dance, but it won’t allow you to select a gear to actually drive unless you’re at a circuit. Incidentally, the rocker switches either side of the display binnacle allow further options now: Toggle up the Handling control on the left for Race+ (for F1-spec super smooth tracks) or stick to Race for gnarlier ones. On the right toggle select ‘GP’ for sustained performance over a stint or ‘Sprint’ to unleash all 1258bhp for a time attack. There’s also a DRS and Boost function on the steering wheel. But I guarantee you won’t have the mental capacity to use them… Exit the pitlane, pin the throttle and W1 takes maybe a millisecond or two to gather its might (the gearing stretches to around 60mph in first, nearly 100mph in second, primarily to aid traction), but then lunges at the first turn with incredible ferocity. It instantly feels light, almost like inertia is no longer a thing. McLaren really does prize lightweight engineering, and at 3084lbs (dry) the W1 has a 278lbs advantage over the Ferrari F80. Plus, Ferrari uses figures for cars fitted with every single carbon fibre option. In reality, the gap is probably wider still. The impression of agility and stunning control continues as the track is unravelled at startling pace. The electric motor mounted to the side of the new 8-speed dual-clutch transmission is good for 342bhp and 324lb ft and it boosts any low rev lethargy the new flat-plane crank V8 might have (spoiler alert: It doesn’t appear to have any), so the W1 just feels massively, almost impossibly powerful at any revs. Even so, there’s real reward for wringing it out to 9200rpm and the power curve feels superheated but organic, too. In Race mode the steering – still hydraulically powered – has less assistance and it is noticeably heavier than other McLarens. However, that resistance is welcome as it gives you something to push against and imparts so much information about the front grip level. New Pirelli Trofeo RS tyres with a bigger front footprint than P1 or Senna really help. The front-end feels incredibly secure and the rear-axle follows with perfectly-aligned precision. The whole car feels super-stiff, completely locked into the surface and inspires confidence, but there’s an inherent agility and adjustability that means you’re quickly confident to push at its limits and really impose yourself on the chassis. It’s such a complex car but the driving experience is intuitive, and the driver feels a key contributor rather than just amazed (or terrified) observer, holding on for dear life. Every dynamic ingredient really is shockingly effective and yet has a subtlety and lightness of touch. From that delicious steering to the incredible brakes, the W1 just feels so mission-focussed, so hooked-up. Only the new 8-speed gearbox is a slightly disappointment. It’s fast and punchy, but after the scintillating energy of the Ferrari F80 ’box it feels competent rather than inspired. Other quibbles – it’s okay to quibble when the starting price is $2.1-million before tax and destination charge. Well, that new twin-turbocharged V8 sounds tightly wound and aggressive but if you have a P1 tucked in the garage you’ll miss the snorting, Darth Vader-style soundscape and all the drama that goes with it. Ferrari does this better, too. The F80 sounds deathly dull from the outside but is a riot of turbochargers, electric motors and all sorts of mechanical fury within the cockpit. Even so, the W1 is wildly entertaining on track, and the rear-drive configuration makes it more of a challenge and more satisfying than the F80 when chasing lap times or just sliding around for fun. In the Ferrari, you must second-guess what the front e-axle might do, whereas in the W1 it’s all on you. There are plenty of tools to help, including the ingenious Variable Drift Control, but somehow the W1 is more heroic. Or at least fools you into feeling more heroic – which is surely the point! On the road? Nimble, loaded with feel and sublime response. The ride is noticeably tougher than, say, a 750S but the control is ramped-up too, and with a bit more speed the whole car finds a delicious rhythm. Sport mode for the drivetrain brings some nice turbo whooshes and chirps, but the noise remains high-quality rather than extreme excitement. It is perhaps the one area the W1 feels just a little too tame. Of course, there’s nothing tame about the raw performance… which is genuinely shocking and literally hurts your neck muscles after a few hours. How McLaren has given the W1 such immense traction through just two driven wheels is beyond me. So, is it worthy of that ‘1’? I think so. Perhaps we won’t be talking about $25-million auction results for the W1 in 30 years from now, as we are for the F1. Perhaps it doesn’t quite have the amazing presence and jaw-dropping star quality of the simply gorgeous P1. But it is such an intense experience and the way it marries stunning track performance with delicate poise and entertainment on normal roads is something akin to magic. Maybe not ‘the one’ but definitely a searing, outrageous addition to McLaren’s fiercest family line. Just 399 W1’s will be built and they’re all sold. I’m not surprised at all. View All McLarens For Sale Images: McLaren Automotive

What $55 Million Looks Like On Fort Lauderdale's Waterfront

There's something to be said about luxury living in South Florida, where year-round sunshine, waterfront views, and a lifestyle built around the outdoors have made it one of the world's most desirable places to call home. From massive estates along the Intracoastal to modern penthouses overlooking the beaches, it's a market where exceptional homes are part of everyday life. Recently completed, finding its space in Fort Lauderdale’s exclusive Sunrise Intercoastal gated community, 513 Middle River stands out as one of those incredible properties, listed by the team at Charles Rutenberg Realty FTL and now available on dR Realty for $55,000,000. GALLERY-EMBED Built by Prestige Homes on an oversized waterfront lot with 145 feet of frontage, the home immediately commands attention with clean, modern architectural lines, expansive glass, and uninterrupted views across the water. A newly constructed seawall and private dock make it just as appealing for boaters as it is for car collectors looking to enjoy the South Florida lifestyle. Privacy also plays a major role in the property's appeal. In addition to being located inside a gated community with dedicated police patrol, the residence sits behind its own private gates, creating a secluded, resort-style retreat with the convenience of nearby dining, shopping, and marinas. GALLERY-EMBED Inside, the focus shifts toward luxury, entertainment, and everyday comfort. The residence takes shape as a fully integrated smart home, giving owners the ability to manage lighting, climate, security, cameras, and entry systems through its own network. In addition to all the tech, the home's amenities mirror those of a private resort. A collector-focused eight-car garage flows directly into a stylish club room and lounge, while a custom 4K laser theater, professional-grade fitness center, spacious entertainment areas, sauna, and dedicated wellness spaces offer an environment for hosting guests or enjoying quiet weekends away. GALLERY-EMBED The outdoor spaces are where the home truly embraces the South Florida lifestyle. Centered around an 85-foot custom mosaic swimming pool with cascading waterfalls, the backyard is more like a five-star resort overlooking the water. Multiple lounge areas encourage indoor-outdoor living, while the rooftop entertaining space provides another vantage point to take in the views. It's a thoughtful touch that supports the property's focus on experience as much as its architecture. For buyers looking for a modern South Florida waterfront estate that offers privacy, smart tech, luxury amenities, and exceptional design, Prestige Homes’ 513 Middle River raises the bar for Fort Lauderdale’s waterfront living. Discover on dR Reality GALLERY-EMBED

Koenigsegg's First V8 Client Gemera Breaks Cover at the Aurora Concours in Sweden

McLaren W1 First Drive: Ferocious Hypercar Transcends the Track

What $55 Million Looks Like On Fort Lauderdale's Waterfront

Koenigsegg's First V8 Client Gemera Breaks Cover at the Aurora Concours in Sweden

McLaren W1 First Drive: Ferocious Hypercar Transcends the Track

What $55 Million Looks Like On Fort Lauderdale's Waterfront

Koenigsegg's First V8 Client Gemera Breaks Cover at the Aurora Concours in Sweden

McLaren W1 First Drive: Ferocious Hypercar Transcends the Track

What $55 Million Looks Like On Fort Lauderdale's Waterfront

By Andrew Nabors – July 25, 2016

In the Driver's Seat: 2016 Cadillac ATS-V Sedan

Can a twin turbo V6 replace a naturally aspirated V8? We have been asking ourselves that question since Cadillac announced this highly anticipated version of the Alpha series. Now that big brother CTS-V is the size of a Nimitz Class aircraft carrier, the ATS-V is the latest in small & fast American cars. Built on the same platform as the CTS and the Camaro, ATS-V is offered as a coupe or sedan but without the option for V8 power.For full disclosure: my primary means of transportation is a 2004 CTS-V powered by the Z06's 5.7L V8. The first generation CTS is the closest in size to the ATS, separated by a decade of innovation this new sedan is the spiritual successor to my daily driver. Cadillac sent us a fully loaded example for a week of thrills and six speed shifting. The V Series has been an attempt to compete with the Germans by fine tuning on the 'Ring. A quick look at the parts suppliers reads like an import car shop. Companies like Sachs and Bilstein aren't heard much at Muscle Car meets, but they should be.GM stuffs the 3.6L V6 into almost every product, and it doesn't disappoint. Built to exacting tolerances at the Opel engine plant in Austria, it features the latest in turbo technology to offer 464 hp and 445 lb-ft of torque*. The caveat is that those numbers are only available on 93 octane sans ethanol. Cadillac ships the cars with 87 octane fuel that should only be used in lawn equipment. The bean counters won the first round.Our first few days were spent wondering where the power was. It makes all the right noises and has fancy moves in the corners, but my left leg was tired in the hunt for speed. Clutch action is light and predictable, but the light weight of the V6's crankshaft could use a heavier flywheel. My CTS has a 40 pound cast iron boat anchor for a flywheel, and it trades acceleration for comfort. Side stepping the clutch on the ATS is a recipe for instant tire smoke. Cadillac has really upped the fun factor with this car.Tremec's latest TR-6060 transmission is a lighter version of the T-56 found in previous V series cars. The previous model offered triple-cone synchros on all forward gears, but I guess that was too expensive. ATS-V only offers triples on 1st and 2nd gear, because who races Cadillacs? The shifter itself is a very short throw, with 5th and reverse being too close for comfort. Covered in the finest alcantara it took a few days to become acquainted. You might wonder why a manual car has shift paddles, but they are an on/off switch for active rev matching. Maybe I could eventually allow a computer to match my engine speed for the next gear, but it was a major annoyance on the highway.In order to get the turbos spinning its necessary to jump from 6th to 4th, which the computer doesn't anticipate. So if you don't disable the system, multiple gear downshifts require a double-clutch (revving the car in neutral between gears). I don't want to work this hard for acceleration. Even in 6th gear, a V8 has enough power to overtake most opponents, and our friend Jeremy Formato had some insights for us. His company FasterProms is a GM tuning company based in Tampa, FL and he owns both an automatic and manual version of these sedans. In factory form, the turbos only produce 7 psi of boost, but are capable of much more. Don't misinterpret us, this car is fast but it is hampered by torque management programming that limits boost a lower RPMs. Every manufacturer does this because it helps their cars run reliable past 200,000 miles.After our week of daily driving, we have a few items unrelated to the powertrain that you should be aware of. The rear seats are fine for 3 children, but two large adults would find it cramped. Recaro seats are a nice touch for front occupants, but the lack of an adjustable headrest is not becoming of a luxury brand. If you were to place M3 badges on the nose and tail, you would be hard pressed to realize it was American. Cadillac has copied every feature of a modern German sedan, and we can't fault them for that. If you enjoy riding in a machine as precise as a razor with plenty of power in the upper RPMs, this is your next car. If you need the incredible platform with the torque of a V8, the Camaro is a sensible choice. ATS-V has leveled the playing field between Germany and the US, so we can't wait to see how they respond.Search ATS-V For Sale

By Edward Jones – October 19, 2015

2016 Cadillac ATS-V and CTS-V Crystal White Frost Editions

The upcoming 2016 Cadillac ATS-V Coupe and Sedan and the 2016 CTS-V Sedan will all see a new and exclusive Crystal White Frost Edition.If this finish is familiar, it's because it first appeared on the models introduced during the world premiere of the new V-Series. Cadillac announced these new editions in an Oct. 16 press release. Apparently, the finish was wildly popular among fans, which pushed Cadillac to make a special edition out of it.(Cadillac CTS-Vs For Sale)Included in these editions are the aforementioned finish, select V-Series wheels and Carbon Fiber and Luxury packages, all of which are options on the standard V-Series models.The ATS-V Crystal White Frost Edition Sedan is priced at $71,460 while the Coupe has a $73,660 price tag. The 2015 CTS-V Crystal White Frost Edition Sedan starts at $94,990. These prices include destination charges, but exclude tax, title, license and dealer fees.If you're looking into picking one up, they will be very, very limited. A total of 99 Crystal White Frost Editions will be made- 29 CTS-V Sedans, 39 ATS-V Coupes and 31 ATS-V Sedans.ATS-V Crystal White Frost EditionAll 2016 Cadillac ATS-V Crystal White Frost Edition sedans and coupes include the following in addition to the ATS-V standard features: Cadillac Crystal White Frost matte-finish exterior paint 18” V-Series wheels – polished forged-aluminum Carbon Fiber Package: Carbon fiber front splitter Carbon fiber hood vent Carbon fiber rear diffuser Composite black rocker extensions Composite body-color extra-aero rear spoiler Luxury Package: Enhanced Cadillac CUE with access to Apple CarPlay and Navigation Sport alloy pedals Universal Home Remote High intensity discharge (HID) headlamps with Adaptive Forward Lighting and LED vertical light signatures Split-folding rear seats (ATS-V Sedan only, standard on ATS-V Coupe) 110-volt power receptacle Additional options for the ATS-V Crystal White Frost Edition may include, depending on how dealers order the vehicles: Paddle-shift 8-speed automatic transmission RECARO® performance seats Performance Data and Video Recorder Sunroof Dark Gold or Red Brembo® brake calipers Sueded microfiber steering wheel & shifter Safety/Security Package with Head-Up Display CTS-V crystal White Frost EditionAll 2016 Cadillac CTS-V Crystal White Frost Edition sedans include the following in addition to the CTS-V standard features: Cadillac Crystal White Frost matte-finish exterior paint 19” V-Series wheels – forged-aluminum After Midnight premium painted finish Carbon Fiber Package: Carbon fiber front splitter Carbon fiber hood vent Carbon fiber rear spoilerCarbon fiber rear diffuser Luxury Package: Tri-zone climate control Split-folding rear seat with armrest Heated rear outboard seating positions Power rear-window sunshade Manual rear side-window sunshades 110-volt power receptacle Additional options for the CTS-V Crystal White Frost Edition may include, depending on how dealers order the vehicles: RECARO® performance seats Performance Data and Video Recorder Ultra-view sunroof Dark Gold or Red Brembo® brake calipers Sueded microfiber steering wheel & shifter Advanced Security Package (Source: Cadillac) More Cadillac News

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