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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 Gabriel Vega – June 28, 2022

Lamborghini America CEO Andrea Baldi Talks About the Urus...

In 2021, the Urus accounted for roughly 60 percent of Lamborghini’s auto deliveries — 5,021 out of a total 8,405 units. That’s up from 3,815 Uruses sold during the 2018 model’s debut year. From purely a monetary perspective, the large SUV has become the Italian automaker’s most important and profitable release. To find out why, we sat down with Lamborghini America CEO Andrea Baldi. Andrea Baldi (Lamborghini) duPont REGISTRY: Why do you think the Urus has been such a success for Lamborghini?Andrea Baldi: When it came to market at the end of 2017, the timing could not have been better due to the rise in demand for SUVs. You get a Lamborghini that’s a super sports car in the body of a versatile car. By allowing you to host more than two people and take multiple weekend bags instead of one, it starts to have a lot of advantages. The success has been so incredible that we’re in 2022, and we haven’t released any derivatives. The more customers drive the car, the more they talk about it, the more they realize that when you drive a Urus, you don’t have that kind of handling that you would expect from an SUV. dR: Since it was such a massive shift from the cars Lamborghini made at the time of release, did shareholders push back?AB: Yeah, I remember very well in 2012 when the concept car debuted at the Beijing Auto Show. I was lucky enough to be there. There was lots of excitement surrounding it, and the market for it was there. But it wasn’t a real car. It was a styling exercise that was anticipating what could be. The car still had to be approved and engineered. But the reaction of the media and the public was so strong that our shareholders began to support and discuss the idea further. At the time, the Bentley Bentayga was also part of the conversation, and of course, we’re coming from a group that makes the Porsche Cayenne. There were already competitors in that arena, so we needed to prove that we would have something different that sold volumes to have a sustainable business case. It had to sell in high volumes to offset the considerable investment needed to develop it. One of the best parts of this process was seeing everyone gradually come on board and become enthusiastic about it. We did a secret study with journalists and customers, and we got a clear confirmation that we should build it. But the best part of all this process was when our red competitor, led by Mr. Marchionne, issued a very clear statement saying that it was the wrong decision and they were not going to do it. That gave us the opportunity to make a product without competitors in its super-specific niche space. dR: How does it feel knowing that even your red competitor is now following that formula?AB: I think everyone has concluded that it’s a great idea for a super sports car brand to be present in this segment. It’s what is most desired at the moment, and it’s allowing everyone to get into a segment that is still expanding. Clearly, it’s the segment to be in, and competitors have realized that it’s obvious that this type of product is consistent with the DNA of a super sports car brand. dR: Will the Urus always remain focused on road performance, or will we get to see an off-roading version?AB: Lamborghini stands for performance, so we will always work to deliver that kind of experience. But we also want to be brave while staying authentic to what we represent. It may be a bit unexpected. So, while there are things I cannot tell you yet, we will always follow our values and make sure that we stand out as the different animals in the competitive arena. dR: Is the upcoming electrified variant of the Urus a higher-performance vehicle? AB: In 2024, we will present the first hybrid Urus, which will be part of the hybridization program that Lamborghini approved last year. The mid-to-long-term strategy is not just to electrify the existing model range and the successors of Aventador and Huracán but also to plan for another model within the decade that is entirely electric. It’s not going to be the Urus. It’s going to be a fourth model. I cannot spoil anything at the moment, but yes, we are working on derivatives. In 2024, you’ll see a big change in performance thanks to the car’s hybrid powertrain. This will give the car extra power, but we need to contain the increase in weight. I won’t say more, but you will see, we have surprises to come. 2022 Lamborghini Urus Horsepower, Price & Specs See All Lamborghini Urus For Sale Related Video:

By Dana Acabbo – April 27, 2022

The Story of a Man and His Dream Car, the Lamborghini Cou...

Like countless other automotive enthusiasts in the 1980s, Anthony Battista was infatuated with exotic cars, but the Lamborghini Countach more so than the decade’s other motoring luminaries. “The first time I saw one in a magazine” he remembers, “I said to myself, I’m buying that car.” Despite his relative youth, the 28-year-old from Connecticut was in the enviable position to make that dream a reality, having saved enough to purchase one under the right circumstances. Unfortunately, a new example was out of the question, given that none were available from local dealers without having to endure an interminable wait. Instead, Battista embarked on a search for a preowned specimen that lasted almost two years, testing his patience and leading him to wonder if the right car would ever come along. Each month he thumbed through the pages of Hemmings Motor News, but every time a listing caught his interest, he found that it had already sold. As the calendar turned to 1988, however, an issue of the duPont REGISTRY provided him with a lead that proved more promising. Jeff Walther Dodge, located in Centerville, Ohio, was offering a 1985 Countach 5000S QV at an attractive price. After several long-distance telephone calls negotiating the terms, a deposit was paid, leading Battista and his father to purchase one-way airline tickets to retrieve the car from the dealer. “I was naïve,” Battista recalled. “It was advertised as a four-valve car, but when we arrived, I was told it was a two-valve model and didn’t know enough to care either way.” The road trip back to New England was memorable, a fifteen-hour drive that neither father nor son would soon forget. Filling the Lamborghini's twin fuel tanks required some skill to accomplish, but each stop for gas provided them with an opportunity to meet new friends. Complete strangers would approach them and ask to sit in the car, most of them females, which pleased the new owner to no end. Driving the car home exceeded all expectations, although Battista said it was a lot different experience than it would have been in a Lincoln Town Car. “Everything was stiff,” Battista said, while “changing gears was tougher than expected.” Still, it was an incredible experience, driving a dream with his father along for the ride. Unfortunately, the throw-out bearing on the clutch failed two weeks later, which required Battista to learn that exotic car maintenance is not for the faint-hearted. The engine-out procedure caused him to question the wisdom of the purchase, although that feeling faded once the car returned to the road. Over the next fourteen years, he covered more than 6,000 miles, driving the Countach throughout the northeast, including several trips to the beach. During the ensuing two decades, the Countach languished in storage. In recent years, Battista had considered restoring the vehicle, but a conversation three years ago with Dana Acabbo, a trusted confidante and his long-time insurance broker led him to We Are Curated in Miami, Florida. The firm’s owner, John Temerian, well-respected in the exotic car restoration community and a key figure in the Lamborghini Registry, reviewed all the options with Battista, who remained uncertain of which path to follow. After additional time had passed and further conversations with Acabbo, not to mention fastidious research into the recent rise in Countach values, Battista decided to sell the car. Providing Acabbo with a desired figure, the intrepid insurance executive restarted the conversation with Temerian, who agreed to purchase the vehicle. “I had buyer’s remorse when I bought the Countach,” Battista said. “I also experienced some remorse when it went away, but not enough to regret selling it. I had my fun with it and now it’s time for someone else to experience it for themselves.” See All Lamborghini Countachs For Sale Images by Dana Accabo and Carl Battista

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