Aurelia Butler

Here’s the first look at a spectacular new hypercar, Pagani’s replacement for the Huayra.The new car sticks with the twin-turbo AMG V-12 engine, which makes 852 horsepower.It will be offered with a manual gearbox—which we hope all 99 buyers select. Pagani is the modern supercar maker that blurs the line between automobile and art more than any other. That remains true with the Italian company’s new model, the Utopia, which you are seeing here for the first time. This is a car that would look as natural sitting on a plinth as in a garage. While many of the design themes are familiar from the previous Huayra, Pagani promises that the Utopia’s structure is entirely new. It was built around three targets set by company founder Horacio Pagani himself: simplicity, lightness, and the pleasure of driving.The first of these qualities is why the Utopia isn’t following the rush of other hypercar makers to offer a hybridized powertrain. Instead, this car will continue to be powered as the Huayra was, by an AMG-developed twin-turbocharged 6.0-liter V-12 that produces peaks of 852 horsepower and 811 pound-feet of torque and sends all this fury to the rear wheels. “Carbo-Titanium” StructureLightness is assured by the relative simplicity of the powertrain but also by a core structure that doesn’t use mere carbon fiber; instead, it’s made with Carbo-Titanium, which, as it sounds, is a mixture of composite and high-strength metal patented by Pagani. The combination of a Carbo-Titanium center structure, lightweight carbon bodywork, and chrome alloy subframes means the Utopia is claimed to have a dry weight of just 2822 pounds.The third quality of drivability brings a gloriously unlikely feature back into play: This is—as Horacio has hinted in previous interviews with Car and Driver—a hypercar with the option of a manual gearbox. Admittedly, it isn’t alone in offering a stick shift. Gordon Murray’s GMA T.50 gets one as standard, and the Koenigsegg CC850 has a shift-by-wire manual. Pagani will also offer an automated single-clutch transmission for those who don’t want to save their left legs from exercise, or more likely to avoid the need to learn to drive stick in the first place. Pagani discounted the idea of following the herd and just offering a dual-clutch transmission on the grounds of weight and complexity.From the C/D ArchiveAerodynamically ElegantWe don’t have any claimed performance figures yet, although the compelling simplicity of its power-to-weight ratio means we can safely predict that the Utopia will be stupendously quick. Despite that, the Utopia looks set to quicken pulses as much through its stunning design as its ability to create g-forces. Pagani says the shape is the result of thousands of hours of wind tunnel testing. The hard-working surfaces cut drag and add downforce without the need for anything as vulgar as a racer’s elevated wing pushed into the airflow. As in the Huayra, there are two active elements operating in channels; they’re divided by the brand’s trademark quadruple exhaust, but also part of an oval element when viewed from the back. Other spectacular details include the continued use of leather straps to secure the front and rear clamshells in place, with the rear opening revealing luggage panniers as well as the car’s rear structure. The Utopia sticks with butterfly-opening doors and sits on alloy wheels—21 inches at the front and 22 at the back—with turbine shaped vanes to channel hot air away from the brakes. Look closely and you’ll see these are in the shape of a plan view silhouette of the car itself. The roof incorporates two windows, and a small rear screen reminiscent of the early Lamborghini ‘periscopio’ for rear vision. Behind and beneath this is a glazed engine cover, this offering both a view of the top of the V-12 but also—through another small window—a view of the four dials in the center of the dashboard.Classy Analog InteriorThe exterior is special, but the interior is definitely special-er. Horacio Pagani has previously complained about the trend for the large display screens that dominate most high-end automotive interiors. Utopia buyers will be spared the need to deal with one of those. There is a single screen between the mechanical speedometer and rev counter, but everything else is entirely analog. The cabin is built and finished to a standard that makes other hypercars seem shoddy. The steering wheel is milled from a single aluminum block, as are the individual pedals, and the exposed shifter for the seven-speed manual transmission is a design masterpiece in its own right. It would be a crime to choose the robo-box and order this car without it. While the Pagani Zonda was named after a wind and the Pagani Huayra after a wind god, the Utopia’s title has its origins in medieval intellectual thought. “For the philosopher Thomas More in 1516, Utopia was a place that did not exist,” the official press release intones, “and ever since then the name has been given to the idealized places of which we dream.” Something that seems entirely justified by the finished reality.Just 99 Utopia coupes will be produced, with these set to be built at a rate of just one a week at Pagani’s factory in San Cesario sul Panaro in Modena, Italy, with the first deliveries starting midway through next year for cars fitted with the automated manual gearbox. The manual will follow later. Pagani has also invested the time and money necessary to give the car full federal homologation in the United States—no need for any “show and display” fudges here. Marketing director Christopher Pagani confirms that the entire run has already been assigned to buyers, despite a price that’s the equivalent of $2.5 million. By the increasingly surreal standards of limited-run hypercars, that almost makes it a bargain. 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.This content is imported from OpenWeb. 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. More

Electrify America is introducing new names for its DC fast chargers: Hyper-Fast and Ultra-Fast.If you can’t immediately identify which of those is faster, welcome to the club. There’s no specific definition for these terms, but at least EA is also using numbers and icons to clarify that Hyper-Fast means 350-kilowatt charging while Ultra-Fast is 150 kW.EA is also introducing new Balanced chargers that will balance the energy distribution among lower- and higher-capacity EVs so that a Chevy Bolt EV on a 350-kW station isn’t stopping someone else from accessing the higher rate of charge.There are discussion threads on the Internet about people debating whether “ultra” or “hyper” is the larger prefix going back at least a decade. We understand the technical reasons people pick sides in these discussions—etymology vs. common usage, for example—but the simple fact is that in the U.S., the difference between hyper and ultra is not exactly set in stone.This brings us to Electrify America’s announcement this week that it will rebrand its DC fast-chargers for electric vehicles so that it’s easier for EV drivers to plug into the charger that best suits their car. The names for the two highest-level chargers are, drum roll please, Hyper-Fast and Ultra-Fast.Electrify AmericaFor some people, the names themselves will explain which is higher, but for the rest of us, the good news is that EA’s similar names can be ignored if you pay attention to colors and icons. Here’s how they differ:Hyper-Fast stations are indeed the most powerful DC fast-chargers. They have a power delivery of up to 350 kW and will use green signs with three lightning bolt icons. When an EV that can accept these higher charging speeds uses a Hyper-Fast charger, it can “provide about 20 miles of driving range per minute of charging depending on the EV’s charging capability.” Many EVs can accept power above 150 kW these days, including the Lucid Air, Porsche Taycan, Hummer EV, BMW i4 and iX, Rivian R1T and R1S, Kia EV6, or Hyundai Ioniq 5.That threshold is important because EA’s Ultra-Fast stations will offer power delivery of up to 150 kW. If your car can’t accept rates higher than 150 kW, don’t plug into a Hyper-Fast station. Instead, look for the teal color and two lightning bolt icons of the Ultra-Fast stations. Again depending on the car’s charging capability, Ultra-Fast stations can add around nine miles of range to a compatible EV for each minute they’re connected.The first 350-kW charging station in the U.S. was installed in 2017, before many EVs that could take advantage of this increased speed were on the market. Now that the cars have arrived—and more are on the way—understanding the difference will make it easier for EV drivers to refill their cars while on the go. Electrify Canada will also use the new names, and the two companies said they hope the new nomenclature will help establish a universal standard. If so, it’s apparently time to just memorize how these names work. Balanced Chargers Will Come in PairsOr not. EA is also introducing new “Balanced” chargers to its network to help keep energy flowing. These new Balanced chargers will be installed in pairs, with each plug sharing a power cabinet. All Balanced chargers will be capable of 350-kW charging, but if two EVs plug in at the same time, they can provide each EV with up to 150 kW. But, if the neighboring stall is unused, then one of the Balanced charges can provide 350 kW. There’s also an in-between level. So, for example, if someone plugs in a Kia Niro EV (max fast-charging speed: 85 kW) at a Balanced station and there’s already a higher-charging EV on the other stall, the software may be able to allocate the remaining power to this second EV.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.This content is imported from OpenWeb. 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. More

The 2023 Lincoln Corsair is getting updated styling, showing off a taller grille and an updated interior with a 13.2-inch screen.The newly updated ActiveGlide system, Lincoln’s equivalent to the Ford SuperCruise hands-free driving system, is being added for the 2023 model year.Pricing for the Corsair will start at $39,885 for the base model with front-wheel drive. The new models will begin arriving at dealerships in early 2023. The 2023 Lincoln Corsair, the company’s top seller, is dropping its lackluster 2.3-liter turbocharged engine option and will receive updated styling inside and out. On the outside, the front grille is now taller and the daytime running lights have been updated to form the shape of wings. Lincoln is adding two new exterior paint options, Crystal Red and Whisper Blue. More on LincolnThe interior of the 2023 Corsair is also updated. The center screen is increasing in size to 13.2-inches and will now feature Sync 4 technology. The 12.3-inch digital gauge cluster is standard equipment. Lincoln is adding two new interior color themes. The new Smoked Truffle interior features a combination of neutral tans and browns. Eternal Red offers a more colorful option, pairing red leather on the seats and dash with gray and black accents throughout the interior. Ford recently announced the updated 1.2 version of BlueCruise, which is branded as ActiveGlide for Lincoln. Appearing first in the Navigator, the hands-free driving system will be added to the Corsair in 2023. ActiveGlide 1.2 only works on pre-mapped roads and only up to 80 miles per hour. The updated system will be able to perform hands-free lane changes and can suggest a lane change if the car senses traffic is moving faster in a different lane. The system is not able to perform all functions of driving, and the driver is still required to remain alert and ready to take over at any time. Corsairs on C/DLincoln is dropping the turbocharged 2.3-liter inline-four engine option for 2023. That leaves the choice of the base turbocharged 2.0-liter engine or the 2.5-liter plug-in-hybrid (PHEV) version. The 2.3-liter engine shouldn’t really be missed, as our testing showed nearly equivalent performance sticking with the 2.0. Choosing the base 2.0-liter will provide 250 horsepower, while upgrading to the top-of-the-line plug-in-hybrid Grand Touring nets a total of 266 horsepower. The 2.0-liter turbo option tested with AWD provided 30 mpg in our 200-mile highway fuel-economy test. We have not tested the PHEV version yet, but the EPA says it will provide 28 miles of electric range. Pricing for the 2023 Corsair will increase by $2110, starting at $39,885 for the base front-wheel-drive model. All-wheel drive is an additional $2300. The Black Label trim is still not available on the Corsair, making the Grand Touring, starting at $54,580, the highest trim available. The new Corsair will begin arriving in dealerships beginning early 2023. 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.This content is imported from OpenWeb. 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. More

Veteran automotive writer and photographer Richard Prince has just released his latest book, Corvette 70 Years: The One and Only (Motorbooks/Quarto $60.00), and it is a lavish love letter to a model Prince has cherished since he was a boy. “My connection to Corvette goes back to early childhood,” he told Car and Driver, recalling the time he first saw a mid-year C2. “I was smitten because it was, in my opinion, among the most beautiful cars ever produced. It was the car I wanted when I got my license.”Related StoriesPrince’s infatuation has resulted not only in his having owned at least one Corvette consistently for the past 40 years, but in his founding, with his wife, a restoration shop specializing in Corvettes, his writing three previous books, and over 1500 articles on the model, and to his acting as official Corvette photographer for Chevrolet since the introduction of the C5.Pre-Order NowMotorbooks Corvette 70 Years: The One and OnlyPre-Order NowMotorbooks Corvette 70 Years: The One and OnlyThis inside connection proved invaluable in the creation of the book, in which over half of the often rare (or previously unseen) images came from GM’s internal archives. But it also made perusing these annals occasionally uncanny. “Because I’ve worked with GM for so many years, thousands of my own images are in the archive,” Prince said. “So it was a bit surreal to be doing research and frequently coming across my own work.” One would imagine that after telling the story of Chevy’s “Plastic Fantastic” sports car so often, there might be little else to discover. But Prince’s detailed approach to the subject yields fresh insights. He was particularly interested to ferret out new information on the origin of the Corvette in the early 1950s, at the dawn of America’s interest in sports cars. Zora Arkus-Duntov catches air in a pre-production Corvette.GM media archive”Perhaps the most surprising thing I found was an audio tape of a 1954 interview of GM styling vice president Harley Earl conducted by a Detroit-based journalist named Stanley Brams,” Prince said. In that interview, Earl states that the idea for creating Corvette came to him in September 1951 while he was at a sports car race in Watkins Glen, New York. “Mr. Earl was inspired by the huge crowds and intense enthusiasm he witnessed there in 1951,” he said. “Hearing directly from him in this taped interview answers the question definitively.” 1957 Corvette SSGM media archiveHe was also compelled to find that, despite the car’s iconic nature and marketplace success, its ongoing existence has often remained precarious. “It was surprising just how fragile Corvette’s survival has been over almost all of its history,” Prince said. “It is well known that many at GM wanted to abandon it early on when sales were dismal,” he said, noting that at the end of the 1954 model year, about one-third of production remained unsold. “It’s not well known, however, that the car came very close to an unceremonious death numerous times over its 70-year history, including in recent decades when GM faced intense financial difficulties that ultimately led to its bankruptcy reorganization.” The Corvette was saved from the gallows repeatedly by passionate, powerful people within GM, who believed in its mission and drove this passion forward.Corvette 4-Rotor prototypeGM media archivePrince believes in this mission as well, citing the compelling and unique nature of Corvette’s core equities: an intensely passionate enthusiast base, an unrivaled cost-to-performance ratio, high production numbers that fuel affordability on the new and used market, and the cars’ general durability and reliability. But he’s no purist, and thankfully foregoes rallying against arcane changes like the move from round to square taillights, from pop-up to fixed headlamps, or even from a front- to a mid-engine layout. “A lot of enthusiasts, particularly the more vocal ones, are fiercely loyal to their favorite era, and decry any deviations from tradition,” he said. “I take an entirely different approach. Evolution and advancement are essential if Corvette is to survive.”Design proposals for the C5 CorvetteGM media archiveThis makes his detailed and well-researched book more joyous to read (and look at), grounded as it is in the model’s lifelong and ongoing adaptation. With an all-electric Corvette confirmed and forthcoming, Prince’s perspective is at once timely and appreciated.This content is imported from OpenWeb. 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. More