Aurelia Butler

• The engineer who crafted both the Ferrari 250GTO and Lamborghini’s original V-12 has died, aged 96.• As both an engineer and test driver, Bizzarrini also founded his own eponymous car company in the 1960s, and his car won its class at Le Mans.• Earlier this year, the Bizzarrini name re-emerged as a company with plans for a V-12 supercar called the Giotto. It’ll have its work cut out living up to the legend of the man himself.Any automotive engineer seeks to leave a lasting piece of themselves in the machines they helped create. When Giotto Bizzarrini died last week, just shy of his 97th birthday, he did so assured of the immortality of his name. What greater legacy could any Italian engineer leave behind than fingerprints on both the most desirable Ferrari and most beautiful Lamborghini ever made? Further, like Enzo and Ferruccio, Giotto created a physical tribute to his surname in steel, glass, and rubber—the gorgeous Bizzarrini 5300GT. We mark his passing as a linchpin of the golden age of Italian automobiles.Related StoriesBorn in 1926 in Quercianella in Tuscany, a small coastal hamlet, Bizzarrini attended university in Pisa (of leaning tower fame). His father, also Giotto, had worked with radio pioneer Guglielmo Marconi. Shortly after graduation, Bizzarrini junior joined Alfa Romeo and began working on the chassis development of the Giulietta.Surprisingly, the position was something of a frustration for the young Giotto—he wanted to work on engines. However, his innate skill soon found him transferred to Alfa Romeo’s experimental division, where he became both engineer and test driver. In 1957, Ferrari head-hunted him to run its sports-car development division.His work here resulted in perhaps the greatest Ferrari ever made: the 250GTO. Working with a 250GT that was his own personal car, Bizzarrini created the test mule that became a thoroughbred, though he would not be at Ferrari to see the production car emerge. He was one of five chief engineers to walk out after a reorganization of staff in Ferrari’s “night of the long knives.” Enzo was an uncompromising leader, and the echoes of this dispute would have lasting effect. Among the first unintended consequences was the 250GT “Breadvan.” This Kammback special never quite beat Ferrari’s own GTO, but was significant for its aerodynamic advances. It was created when Bizzarrini was hired by Count Giovanni Volpe, who had developed his own beef with Ferrari. Giotto’s next riposte to Enzo would be even more significant.According to legend, Enzo insulted a certain tractor manufacturer when some complaints were made about the quality of Ferrari’s road cars. In reality, Ferruccio Lamborghini might have been hot-tempered, but he was also a shrewd businessman and knew there was a gap in the market for a grand tourer that was quicker than a Maserati but less temperamental than a Ferrari. Who to develop an engine for such a machine? One of Ferrari’s own ex-engineers. Bizzarrini’s original V-12 was a little too high-strung for road use, redlining at 9800 rpm. Lamborghini’s in-house engineers tamed the 3.5-liter DOHC motor for use in the 350GT, then turned it sideways and stuffed it in the middle of the Miura, the first of Italy’s supercars. The basic architecture of the Bizzarrini V-12 would persist until 2010 in the last of the Murciélagos.Klemantaski Collection|Getty ImagesAfter being involved with the Iso Rivolta and Iso Grifo grand tourers, Bizzarrini founded his own company. The Bizzarrini 5300GT married Italian bodywork by Giugiaro’s Italdesign with muscular Chevrolet small-block V-8 power. Only 133 were built, making them highly collectible today. A Bizzarrini 5300GT won its class at Le Mans in 1965. This was not Bizzarrini’s only dalliance with American V-8 power. The AMX/3 prototype was a mid-engined DeTomaso Pantera rival conceived by the American Motor Corporation (AMC) with Bizzarrini’s input. The project was abandoned in 1970, but a handful of cars were made.Just this February, the Bizzarrini name again came to the forefront, with a company planning a V-12 supercar for launch. Though he was not personally involved with the effort, the car would be called, simply, the Giotto. Should plans come to completion, it’ll be a fitting tribute for a man who seemed to have a hand in the very best of Italian automobiles. Car and driverCar and driver Lettermark logoContributing EditorBrendan McAleer is a freelance writer and photographer based in North Vancouver, B.C., Canada. He grew up splitting his knuckles on British automobiles, came of age in the golden era of Japanese sport-compact performance, and began writing about cars and people in 2008. His particular interest is the intersection between humanity and machinery, whether it is the racing career of Walter Cronkite or Japanese animator Hayao Miyazaki’s half-century obsession with the Citroën 2CV. He has taught both of his young daughters how to shift a manual transmission and is grateful for the excuse they provide to be perpetually buying Hot Wheels. More

Aston Martin has released three teaser photos of the successor to the DB11, which will be revealed on May 24.The shrouded images show the front of the next-gen DB, the side profile, and the new infotainment system.Aston filed a trademark in the U.S. for the nameplate “DB12,” suggesting that will be the next-gen car’s name.The world is getting a sneak peek at the successor to the Aston Martin DB11, with the British automaker today releasing three teaser photos of the next-generation sports car, which is set to be fully revealed on May 24.The partially shrouded photo above gives us a glimpse at the new DB’s headlights and hood. Aston Martin’s recently revised wing logo can be seen affixed to the car’s nose. Squint a little and parts of the grille are also visible with what appear to be six horizontal bars.Side Show Aston also released a photo teasing the next-gen DB’s side profile (seen below). The long hood flows into a steeply raked windshield. Its uninterrupted line suggests this model is the coupe, but a convertible version known as the Volante will also likely be offered. The car’s paint color appears to be an unspecified shade of green, and the gigantic wheels are coated in what looks like some type of bronze. It’s a handsome pairing to be sure.Aston MartinNext-Gen InfotainmentEarly last year, Aston Martin chairman Lawrence Stroll was reported as saying the company’s next generation of cars would undergo big changes, including a new infotainment system. He wasn’t joking, as the setup shown in the photo below gives a good view of the updated interface, which is integrated into an angled center stack that also houses the HVAC controls and other switchgear. Aston MartinAlong with rollers to control the temperature for the dual climate zones and fan speed, there’s also one for the stereo volume. Surrounding the stubby gear selector and prominent engine start-stop switch are buttons that reveal some of the next-gen DB’s features. The list includes heated and ventilated seats, adjustable dampers and exhaust settings, and driver-assistance tech such as a surround-view camera system, lane-keeping assist, and parking sensors.What’s Its Real Name?While Aston has yet to reveal the name of the DB11’s successor, there’s a chance it could be called the DB12. That speculation is fueled by a trademark application the company filed for the nameplate with the U.S. Patent and Trademark Office. What will the car’s real name be? We’ll all likely just have to stay tuned until Aston reveals the next-gen DB on May 24. Other Aston StoriesThis content is imported from poll. You may be able to find the same content in another format, or you may be able to find more information, at their web site.Senior EditorEric Stafford’s automobile addiction began before he could walk, and it has fueled his passion to write news, reviews, and more for Car and Driver since 2016. His aspiration growing up was to become a millionaire with a Jay Leno–like car collection. Apparently, getting rich is harder than social-media influencers make it seem, so he avoided financial success entirely to become an automotive journalist and drive new cars for a living. After earning a degree at Central Michigan University and working at a daily newspaper, the years of basically burning money on failed project cars and lemon-flavored jalopies finally paid off when Car and Driver hired him. His garage currently includes a 2010 Acura RDX, a manual ’97 Chevy Camaro Z/28, and a ’90 Honda CRX Si. More

This content is imported from youTube. You may be able to find the same content in another format, or you may be able to find more information, at their web site.The Insurance Institute for Highway Safety released findings on a set of crash tests that show small passenger cars can’t protect rear-seat occupants as well as front passengers. The IIHS tested five small 2023 model-year cars using its moderate overlap crash test: the Honda Civic, the Toyota Corolla, the Kia Forte, the Nissan Sentra, and the Subaru Crosstrek. None were able to achieve an overall crash test rating of Good, with only the Civic and the Corolla being marked as Acceptable. The other three were given Poor ratings from the IIHS. IIHSThe lackluster ratings stem from the lack of modern protections afforded to rear-seat occupants. The IIHS found that in all five cars tested, the rear dummy would “submarine” on impact, increasing the risk of fatal injury. Submarining occurs when the lap part of the seatbelt slides up into the abdominal region, making internal injuries more likely in the event of a crash.These findings aren’t the result of diminishing rear-seat occupant safety equipment, but a byproduct of the increasing safety standards given to occupants up front, in the form of more advanced seatbelt and airbag designs. Basically, the IIHS is saying it wants to see this new tech make its way to rear seats too. Despite the results, the IIHS says the rear seats remain the safest place for young children, who can be injured by an inflating front airbag. Crash CourseRoad & Track staff writer with a taste for high-mileage, rusted-out projects and amateur endurance racing. More

Car and DriverCarroll Shelby is a legend, but not everything he built was legendary. Case in point: the Series 1 roadster he designed and engineered in the ’90s. The car’s journey to production was riddled with complications and setbacks, with Shelby American eventually churning out just 249 copies. One of them is currently up for auction on Bring a Trailer, which—like Car and Driver—is part of Hearst Autos.Cobra Connection Just because the 1999 Shelby Series 1, pictured here in Centennial Silver with Garnet Red metallic stripes, didn’t quite live up to the ambitious goals set by its iconic creator doesn’t mean it’s still not cool as hell. Just look at the thing. Its resemblance to the original Shelby Cobras is undeniable, and that curvy bodywork is said to be extremely lightweight, as it’s made of carbon fiber and fiberglass. The Series 1 had a claimed curb weight of 2650 pounds. Bring a TrailerThe Playskool-like interior isn’t so attractive. In fact, it’s pretty embarrassing for a car that once cost about the same as a Ferrari 360 Spider when both were new. Close inspection reveals parts from a fourth-generation Pontiac Firebird; one need look no further than the retrofitted gauge cluster, HVAC controls, and door handles to spot the connection. Still, no one who bought a Series 1 likely expected a luxury interior—or apparently one that had any cupholders or storage space whatsoever. The roadster was also notoriously unfriendly to driver’s over six feet tall, as the standard seating positions put the top of the windshield directly in their line of sight. Bring a TrailerPowered by OldsmobileIt’s kind of funny to think a car as expensive and performance-focused as the Shelby Series 1 would share an engine with a front-wheel-drive Oldsmobile Aurora, but that’s exactly where its DOHC 4.0-liter V-8 was sourced from. Without the optional Vortech supercharger, which is said to have been a nearly $20K add-on, the standard engine in the Series 1 produced 320 horsepower and 290 pound-feet of torque. Sending that power to the rear wheels is a six-speed manual transaxle, and the eight-cylinder soundtrack was delivered through a Borla exhaust system with a set of prominent tailpipes poking out the back.Bring a TrailerBack in 2000, Car and Driver icon Brock Yates reviewed a 1999 Shelby Series 1 that looks identical to the example currently up for auction. Despite mechanical snafus during two separate tests, the supercharged roadster shot to 60 mph in 4.1 seconds and cleared the quarter-mile in 13.0 seconds at 112 mph. Its Goodyear Eagle F1 Supercar tires, size 265/40R18 up front and 315/R18 out back, helped it post 0.92 g of grip on the skidpad. Every Series 1 also had race-car-derived pushrod suspension. Yet its impressive performance and sophisticated chassis weren’t enough to offset its other shortcomings, with Yates summarizing the car like this: “The Shelby Series 1 is essentially a superb concept but remains a work in progress. When all the bugs are worked out, we’re eagerly awaiting another call from the man whose name is on this interesting but still unproved sports car.”Other Shelby BaT PicksThis content is imported from poll. You may be able to find the same content in another format, or you may be able to find more information, at their web site.Senior EditorEric Stafford’s automobile addiction began before he could walk, and it has fueled his passion to write news, reviews, and more for Car and Driver since 2016. His aspiration growing up was to become a millionaire with a Jay Leno–like car collection. Apparently, getting rich is harder than social-media influencers make it seem, so he avoided financial success entirely to become an automotive journalist and drive new cars for a living. After earning a degree at Central Michigan University and working at a daily newspaper, the years of basically burning money on failed project cars and lemon-flavored jalopies finally paid off when Car and Driver hired him. His garage currently includes a 2010 Acura RDX, a manual ’97 Chevy Camaro Z/28, and a ’90 Honda CRX Si. More

The Sierra Club has surveyed the plug-in-vehicle shopping landscape and found that we still have a long way to go to make more EVs available in more areas.In 2022, you could only find an EV at 34 percent of all the auto dealers in the U.S., and less than half of those who didn’t have one were interested in selling one if they could get it.In ZEV states, where laws are in place to force higher levels of EV sales in the coming years, more dealers there want EVs to sell than elsewhere. Looks like the laws are slowly working.To the surprise of absolutely no one who’s been shopping for an electric vehicle the past few months, there aren’t all that many EVs out there. We now have data to back up the stream of anecdotes about five-figure dealer adjustments and people selling their spots in line on the near-endless waiting lists for some models. The Sierra Club released a report this week called “A Nationwide Study of the Electric Vehicle Shopping Experience,” and, well, things could be better out there.To learn about the EV landscape for the new study, Sierra Club staff and volunteers contacted more than 800 dealerships across the U.S. between June and November 2022. They determined that only 34 percent of car dealerships in the U.S. had any EVs for sale during the survey period in 2022. Of course, supply chain disruptions caused by the pandemic made shopping for all kinds of products challenging these past few years, and new cars were certainly affected. Despite that, less than half (44 percent) of the 66 percent of dealers who did not have an EV for sale said they would sell EVs if they could get any.Tesla dealer in Florida.UCG|Getty ImagesBroad Definition of “EV”Before we go on, for this study, the Sierra Club counts both battery-electric and plug-in hybrids as EVs. While we usually differentiate between those powertrains, we will use EV as a catch-all for this article to refer to both types. The shopping experience survey is a follow-up to the Sierra Club’s 2019 report called “Rev Up.” Shopping ListEV availability varies by region, of course, and there’s an interesting thing happening in California and the 15 states that have adopted California’s zero-emission vehicle (ZEV) mandates. The ZEV states differ in how they will implement their versions of the various rules, but the important part here is that these laws set clear targets for future EV sales levels. States that follow California’s Advanced Clean Cars II program, an August 2022 update to the ZEV rules, for example, require 100 percent EV sales by 2035. The ZEV states, therefore, already are and can be expected to continue to be leaders in the shift to electrification. But when the Sierra Club broke down its findings, it found that the dealer landscape was almost precisely the same in ZEV states and those without these future mandates. The nationwide number of dealers with an EV was 34 percent. In ZEV states, it was 35 percent.What Do Dealers Think of Selling EVs? Where the ZEV states differ is how dealers feel about selling EVs. Dealers with no plug-in vehicles to sell were likelier to wish they did in ZEV states than others. While the national average was 44 percent, it was 52 percent in ZEV states and just 41 in the non-ZEV states. In other words, while the supply chain and production constraints affected dealers nationwide, the people it mattered to were in states that said they will force more EV sales in the coming years.Solutions to the EV drought have to come from the companies that build the cars, the Sierra Club said. Despite the many, many billions that have already been pledged to shift the bulk of new-car sales to electrified vehicles in the next decade or so, it’s not enough, apparently. “It is the responsibility of manufacturers to deliver more EVs to all dealers,” the report said. “The ultimate conclusion is that automakers must invest more in EV production to match consumer demand that is at a record high.”This content is imported from poll. You may be able to find the same content in another format, or you may be able to find more information, at their web site.Contributing EditorSebastian Blanco has been writing about electric vehicles, hybrids, and hydrogen cars since 2006. His articles and car reviews have appeared in the New York Times, Automotive News, Reuters, SAE, Autoblog, InsideEVs, Trucks.com, Car Talk, and other outlets. His first green-car media event was the launch of the Tesla Roadster, and since then he has been tracking the shift away from gasoline-powered vehicles and discovering the new technology’s importance not just for the auto industry, but for the world as a whole. Throw in the recent shift to autonomous vehicles, and there are more interesting changes happening now than most people can wrap their heads around. You can find him on Twitter or, on good days, behind the wheel of a new EV.  More