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Rolls-Royce unveiled its latest coachbuilt automobile, the Droptail, during Monterey Car Week.A total of four Droptails will be built, each highly personalized.The first Droptail is named La Rose Noire and is said to be inspired by the Black Baccara rose varietal.Rolls-Royce has long indulged requests from its clients seeking special design elements, be they an embroidered falcon in the headliner or a baby’s footprints in the dash trim. But recently, the company has taken this effort up a notch, from a “bespoke” level of specialness to a new level: “coachbuild.” The first product from Crewe to flex those muscles was the Sweptail, back in 2017, a two-door fastback that looked much like the Wraith but was based on the Phantom. Next came the Boat Tail, a nearly roofless tapered-bodied coupe with butterfly doors covered in Caleidolegno-wood veneer over the luggage compartment, from which a sun parasol could be deployed. The tale of custom ‘tails now continues with the Droptail, which is again an open coupe but this time with seating for just two.This project was more extensive than the previous efforts. The Droptail’s architecture is described as a monocoque made from steel, aluminum, and carbon fiber. The car is some 10 inches shorter than a Ghost, and the body is a combination of steel (doors, front fenders) and carbon fiber (rear quarter-panels, trunklid). The 6.7-liter V-12 here got a 30-hp bump over the standard Phantom spec to 593 horsepower, and torque is increased to 620 pound-feet.The first of the four Droptail efforts makes its debut at The Quail during Car Week. Dubbed La Rose Noire, it takes inspiration from a type of rose that the commissioning owners have a particular penchant for. The Baccara Rose informs the exterior colors, which appear to be red and black, but the latter has dark red highlights. The brightwork also wears a unique dark finish. The upright elements in the Rolls grille are angled, for the first time, and the lower air intake features 202 individual rectangular projects, a three-dimensional twist on mesh.Inside, 1603 pieces of black sycamore wood trim veneer are used to create a design that suggests rose petals scattered in the wind. An (also custom-designed) Audemars Piguet watch is mounted into the dash but also can be removed and worn. And there’s a special champagne storage compartment that stores (at the correct temperature) champagne from the clients’ own vineyard. Three other Droptail commissions are still to come, each with its own specific detailing.Related StoriesUnsurprisingly, there was no Monroney price sticker stuck on the window of the Droptail, and it seemed gauche to ask the price. But if you’re considering having Rolls build one for you, know that the previous commission, the Boat Tail, is rumored to have cost around $28 million, so we’d guess the Droptail is in the same neighborhood. Deputy Editor, Reviews and FeaturesJoe Lorio has been obsessed with cars since his Matchbox days, and he got his first subscription to Car and Driver at age 11. Joe started his career at Automobile Magazine under David E. Davis Jr., and his work has also appeared on websites including Amazon Autos, Autoblog, AutoTrader, Hagerty, Hemmings, KBB, and TrueCar. More

Northern Californian company Aska showed this prototype of a flying car during Monterey Car Week that it hopes to produce within two to three years.The Aska A5 flying vehicle can take off both vertically and horizontally, an improvement on the “flying car” idea.The plan is to use these planes as rentals or taxis, priced at around $800,000, and 100 prospective buyers have already placed reservations, a spokesman told Car and Driver.Flying cars have been teased as a someday technology for decades, long before self-driving cars became the just-around-the-corner technology to chase. A few, such as Terrafugia, made real strides but, ultimately never made it to market. Now there’s a new player promising to land the dream in two or three years’ time.Those Magnificent Men and Their Flying MachinesAska, a company located in Northern California, has been engineering a solution with a team of about 50 for the past six years, and we got a quick (land-bound) ride in its first prototype during the Monterey Car Week happenings. It’s still very early, and rough, but Aska has a further innovation on the flying-car concept, as it can take off vertically as well as horizontally like a typical plane. That means it could get in and out of much smaller spaces. In fact, CEO and co-founder Guy Kaplinsky has grand visions of converting gas stations, many of which he sees going out of business with the transition to electric cars, into landing pads for his creation.Dave VanderWerp|Car and DriverThe Aska A5 will seat four, and is propelled through the air by six propellers, four of which can rotate from a vertical to horizontal orientation to facilitate the transition from takeoff to flight. The Aska can also take off conventionally, in which case its acceleration is boosted by an electric motor at each rear wheel. Power for the 5000-to-6000-pound craft—Kaplinsky promises the production version will be lighter—comes from a roughly 100.0-kWh battery pack, with a gas-powered range extender to make more electricity when needed. Flying range is a claimed 250 mph with a 150-mph cruising speed. Dave VanderWerp|Car and DriverTo convert to driving configuration, the front and rear wings fold over the fuselage, which takes about a minute, and the wings have to be secured to keep them from bouncing around with road impacts. This is currently a manual process, but an auto-locking mechanism is right around the corner, according to Kaplinsky. Really, a more accurate name is a “driving plane” rather than a “flying car,” however, as the Aska won’t meet all of the regulatory requirements to be fully street legal. Instead, it will be registered as a neighborhood electric vehicle. Dave VanderWerp|Car and DriverKaplinsky envisions that the driving part would be typically fewer than 10 miles, just to get to an appropriate takeoff location, and that the A5 would typically be operated as a rental or taxi. He says he already has 100 reservations for his craft, which will cost just $800,000. The company has recently begun unmanned hovering as they go down the path of FAA approval. We hope the flying car really makes it this time.Director, Vehicle TestingDave VanderWerp has spent more than 20 years in the automotive industry, in varied roles from engineering to product consulting, and now leading Car and Driver’s vehicle-testing efforts. Dave got his very lucky start at C/D by happening to submit an unsolicited resume at just the right time to land a part-time road warrior job when he was a student at the University of Michigan, where he immediately became enthralled with the world of automotive journalism. More

Currently awaiting U.S. Senate approval, the AM Radio for Every Vehicle Act seeks to make AM radio a mandated requirement of the National Highway Traffic Safety Administration (NHTSA).Lawmakers point out that AM radio is still useful in emergencies; manufacturers argue that it’s old tech.Various manufacturers have been dropping AM radio as a feature, particularly in EVs. A bipartisan bill currently before the U.S. Senate, the AM Radio for Every Vehicle Act, aims to regulate exactly what you think it does. It has already passed the Senate Commerce Committee, and it seems likely that legislation will soon be passed to keep AM radio in new vehicles. The act is waiting for full Senate approval, which won’t happen until at least after the August recess.[When] the internet gets cut off or the TV doesn’t work because of no power to your house, you can still turn on your [car’s] AM radio.”—Rep. Josh Gottheimer On one hand, the politicians behind the AM Act make some good points. Manufacturers including Ford, Volkswagen, and Tesla have quietly removed AM radio functionality from some of their new products, although Ford later changed course and announced that its 2024 models will still have AM capability. Rep. Josh Gottheimer of New Jersey said in a press release, “The importance of AM radio during large-scale emergencies cannot be underestimated, and it has, without a doubt and without interruption, saved lives and kept our communities informed. When the cellphone runs out, the internet gets cut off, or the television doesn’t work because of no electricity or power to your house, you can still turn on your [car’s] AM radio.”Why Not Just Use Smartphones?Pushback coming from manufacturer trade associations points out that cellphones are much better at broadcasting emergency alerts and can include hyperlinks with directions and information. The vast majority of cellphone users in the U.S. own smartphones, and the new iPhone 14 even has satellite link capability for emergency services. Commercial AM radio audiences have shrunk, and streaming audio is far more common. Maybe it’s time to move on.AM radio is the longest-running form of in-car audio, unless you count singing when behind the wheel. The very first aftermarket radios began showing up in the 1920s and 1930s, though they were expensive and very bulky. An early Blaupunkt car radio, for instance, cost a third the price of a new car and was the size of a suitcase.Sound EffectsAnd the kind of radio you could pick up on in those early days is absolutely mind-boggling. In 1932, when you could get a Motorola radio for your Ford Model A, the 300-foot towers at XER in Mexico were cranked up to one million watts. The broadcasting range reportedly stretched to Mexico, but accounts at the time said people were picking up the station on their telephones, bedsprings, fillings, and even barbed wire fences.AM Radio’s Wild PastThe man behind the XER “border blaster” (it was situated just across the border from Del Rio, Texas) was one of America’s most bizarre quacks and charlatans. John R. Brinkley made his fortune as the goat gland doctor, performing thousands of operations where he claimed to insert goat testicles in people to cure impotence. His radio station broadcast all sorts of highly questionable medical advice, advertised miracle cures, and to fill time he hosted up-and-coming musicians. Brinkley launched the career of the likes of Gene Autry, and deserves at least partial credit for the popular spread of country music. He earned millions yet died penniless, though don’t shed too many tears as in the latter part of his life he became a really big fan of Adolf Hitler.Later in AM radio’s Wild West period, a New Yorker named Robert Smith showed up in Del Rio, lured after having heard Hank Williams and Johnny Cash on the XERF radio station. He changed his name to Wolfman Jack and ended up spreading blues, jazz, and rock music all across a fairly repressed America. Kids in jalopies cruised at night, listening to Mexican pirate radio. The Wolfman was a sufficient icon of the time to show up later in American Graffiti.Later you had Art Bell’s Coast to Coast AM, beaming out discussions of the paranormal in the wee hours of the morning. Sports radio. Talk radio. Call in shows. Hit shows about fictional stations like WKRP (in Cincinnati) or KACL (Go ahead, Seattle, Dr. Frasier Crane is listening). AM radio outlived the eight-track, the cassette tape, and is currently watching the CD player being phased out.Can’t Beat the PriceAccording to a Nielsen survey done in the fall of last year, more than 82 million Americans still tune into AM radio on a monthly basis. It’s still a great go-to for traffic alerts and sports, and whether this legislation is government overreach is exactly the kind of thing that gets hotly debated on AM talk radio shows.Keeping AM radio in cars is, at worst, a small added expense for manufacturers that they’ll have to pass on. But as more and more entertainment options and even features embrace the subscription model, AM radio is still free. That might be an outdated idea these days, but it’s one worth keeping around. 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 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

The 2024 Mercedes-AMG GT coupe will go on sale early next year in two trim levels: the 469-hp GT55 and the 577-hp GT63. The new GT shares much of its mechanicals and technology with the latest SL roadster. For the first time, the GT features standard all-wheel drive and available rear seats. Over the years, two-door Mercedes-AMG sports cars—from the SLS Gullwing to the first-generation GT, and even the Benz-branded SLR McLaren before them—all have mixed flamboyance and performance to hedonistic degrees. But the company’s go-fast wizards seem to have taken a broader approach with the redesigned 2024 GT coupe, which in borrowing heavily from the latest SL roadster, embraces more of the grand-touring side of the spectrum. Better Looks, Improved Aerodynamics Elegantly sculpted with a plunging snout and bulging haunches, the new C192-series GT still looks the part of a six-figure rocket yet is easier on the eyes than before. Its structure is composed of an aluminum space frame with steel, magnesium, and carbon-fiber elements, and overall dimensions have increased slightly over its predecessor. It’s now 7.1 inches longer, 1.6 inches wider, and carries an additional 2.8 inches between its axles. Active aerodynamic systems can be found in the front underbody as well as with the active rear spoiler; an optional Aerodynamics package will bring additional front air deflectors, a more pronounced rear diffuser, and a fixed rear wing. AMG says the overriding mission of the GT’s redesign is to satisfy existing customers who’ve asked for greater practicality without a drop in performance. To that end, the outgoing car’s rear-wheel-drive layout is gone, replaced by a standard variable all-wheel-drive system that can route up to 50 percent of the engine’s torque to the front wheels or 100 percent to the rear axle. That engine is AMG’s familiar twin-turbo 4.0-liter V-8, which will pump out 469 horsepower and 516 pound-feet of torque in the GT55 model and 577 horses and 590 pound-feet in the GT63. However, the new car’s transmission—a nine-speed automatic with a clutch pack in place of a torque converter—is situated directly behind the engine, rather than positioned in back as with the previous GT’s rear-mounted dual-clutch transaxle. As a result, the blown V-8 now sits atop the front axle line, rather than behind it—a compromise that benefits interior space at the likely expense of front-to-rear weight distribution. Additional mechanical highlights include rear-wheel steering, an electronically controlled limited-slip rear differential, an optional nose-lift system that can raise the front end 1.2 inches, and a semi-active hydraulically linked suspension with adaptive dampers. As you’d expect, AMG’s Dynamic Select system offers a variety of drive modes, as well as a Race Start launch-control program. Though curb weights likely will increase beyond the two-ton mark, the GT63 should be able to hit 60 mph in around three seconds. Conventional cast-iron brake rotors will be standard, while carbon-ceramic units spanning 16.5 inches up front will be optional. The example we saw sat on Michelin Pilot Sport S5 summer tires mounted on 21-inch forged aluminum wheels (20s are standard). While the model range will initially encompass the GT55 and GT63, the high-load HL rating of the new car’s rear tires, combined with sightings of development mules with charging ports, indicate that a more-powerful plug-in hybrid model will be added down the road. Compared to the old GT, the new car’s cabin is more luxurious, spacious, and easier to see out of, especially with the optional panoramic glass roof. From its turbine-like circular air vents to its 11.9-inch center touchscreen interface, the interior is an attractively high-tech setting that will be immediately familiar to anyone who’s peered inside a new SL. Enveloping sport seats with an available massage function will be standard and can be upgraded to more aggressively bolstered performance seats. Significantly, additional room behind the front seats makes for handy space to stash stuff, or the fitment of optional fold-down rear seats for two extra passengers—provided they lack heads. Additional convenience can be found around back, with the hands-free power-actuated rear hatch opening to reveal a generous cargo area that should accommodate two golf bags. And you’ll want to opt for the collapsible rear jump seats if you plan to maximize the GT’s cargo capacity, as models without them get a fixed bulkhead behind the passenger compartment.More on two-door AMGsWith all-wheel drive, additional feature content, and a greater focus on overall usability, the new GT appears squarely focused on competing with today’s quintessential everyday supercar, the Porsche 911 Turbo. Though traditionalists may lament AMG’s decision to steer the GT away from pure sports-car territory, we’ll soon have a better idea of its tradeoffs once we get behind the wheel. Pricing has yet to be announced, but we expect it to fall relatively close to the current SL55 and SL63’s entry points—$142,350 and $184,050, respectively—when it goes on sale in the first half of next year.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.Technical EditorMike Sutton is an editor, writer, test driver, and general car nerd who has contributed to Car and Driver’s reverent and irreverent passion for the automobile since 2008. A native Michigander from suburban Detroit, he enjoys the outdoors and complaining about the weather, has an affection for off-road vehicles, and believes in federal protection for naturally aspirated engines. More

Kia has revealed a Limited Edition version of the 2023 EV6 electric SUV with special green paint.It celebrates the model winning the North American Utility Vehicle of the Year award.1000 units will be produced for the U.S.Who doesn’t love a green-over-tan color scheme? Kia is introducing a particularly nice color combo for the EV6 in the form of this new Limited Edition model meant to commemorate the model winning the North American Utility Vehicle of the Year award. (The EV6 also won our 10Best Trucks and SUVs award for 2023, just saying.)1000 units will be produced in total for the U.s., and the Limited Edition has an attractive shade of paint called Deep Forest Green. The paint is exclusive to this special edition and it contrasts beautifully with the Desert Beige leather interior. The Limited Edition also has the same black wheel-well and fascia trim from the EV6’s Wind trim level, plus the GT Line’s 20-inch wheels and extra equipment. There’s also a special trim piece by the gear selector with the award’s logo and a silhouette of the EV6.All models will be equipped with the EV6’s 320-hp dual-motor AWD configuration and use the 77.4-kWh battery pack. Kia hasn’t released pricing yet but says that more info will be available before the Limited Edition goes on sale later this year.More on the EV6This 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 EditorDespite being raised on a steady diet of base-model Hondas and Toyotas—or perhaps because of it—Joey Capparella nonetheless cultivated an obsession for the automotive industry throughout his childhood in Nashville, Tennessee. He found a way to write about cars for the school newspaper during his college years at Rice University, which eventually led him to move to Ann Arbor, Michigan, for his first professional auto-writing gig at Automobile Magazine. He has been part of the Car and Driver team since 2016 and now lives in New York City.   More

Lotus has just revealed a Type 66 for the modern era, bearing the same name as a car that was once proposed, but never built, to enter the 1970 Can-Am championship.A run of 10 cars will be constructed, each with a seven-figure price. The track-only special will have a period-correct V-8, a modern sequential gearbox, and ABS. While there have been plenty of Continuation models from long-established automakers, the Lotus Type 66 is something different: a newly built version of a historic car that was designed, but never built. Now the British sports-car maker has announced plans to create a run of just 10 of a modern take on what was originally proposed to be a Can-Am race car. Each of these track-only specials will be priced in the seven figures, and we’re promised they will have performance comparable to that of a current GT3 race car. Cars to WatchLotus dropped a teaser for this car last year, at the same time we were told that it would be produced by the company’s new Lotus Advanced Performance division. Now the Type 66 has just been revealed at The Quail in Monterey, where Lotus has introduced it as “testament to the brand’s desire to reimagine the best elements of its heritage, updating them in the most exhilarating way possible.”The obvious historic anachronism is that Lotus never competed in the Can-Am series. The Canadian-American Challenge Cup started in 1966, running a calendar that combined races in both Canada and the United States, and quickly established itself as one of the most viscerally thrilling series in motorsport’s most exciting (and dangerous) era. Can-Am was run under Group 7 regulations for what were nominally two-seat cars, but with minimal technical restrictions. Can-Am cars soon had power-to-weight ratios superior to those of contemporary Formula 1 cars.53 Years Later, It Comes to LifeLola and McLaren dominated the early era of Can-Am, but Lotus put serious consideration into creating its own entry in the late 1960s. Lotus founder Colin Chapman ordered Team Lotus draftsman Geoff Ferris to come up with a design for a Group 7 racer. That never went beyond technical drawings and scale models, but it has been brought to life 53 years later with the Type 66. The new Type 66 wouldn’t have been possible without sketches and designs supplied by Clive Chapman, Colin’s son and now the managing director of Classic Team Lotus. Apparently, many of these were found in a fireproof case containing 28 rolls of microfilm, some of which contained images of the Can-Am project dating from September 1969. These were never turned into a full-size car as Lotus was too busy with numerous other motorsport commitments, but if the project had gone ahead it would likely have become the Type 66. The new car is finished in a period-appropriate shade of red, white, and gold, the colors the Formula 1 team competed in thanks to Lotus’s pioneering tobacco sponsorship at the time. Other innovations are also shared with the team’s F1 cars of the era, including the use of side-mounted radiators. At the rear is a vast rear-width wing, which has seen significantly more development work than would have been possible in the early 1970s: Lotus says that more than 1000 hours of CFD (Computational Fluid Dynamics) modeling has gone into creating the Type 66. The company quotes a peak downforce figure of more than 1764 pounds at 150 mph, a figure it says is more than the car’s total weight.The original Lotus Can-Am proposal never advanced far enough to gain an engine, although it would have almost certainly followed the example of rivals and raced with American V-8 power. McLaren used Chevrolet engines throughout its era of dominance, with the big-block 8.3-liter engine in the 1971 M8F reported as making over 800 horsepower. Whose Engine?Lotus hasn’t confirmed which manufacturer’s engine will be in the Type 66 but says that it will be a “period-representative V-8 pushrod.” This has a forged aluminum crank, pistons and con rods, plus a spectacular set of individual induction trumpets, and is targeting a power output of an estimated 819 horsepower at 8800 rpm and 550 pound-feet at 7400 rpm.The new car’s structure will be less period appropriate, with a central carbon-fiber tub. Body panels will be aluminum, so it won’t look too modern, and Lotus says it will also feature electric power steering, a modern sequential racing transmission with an anti-stall system, and even an ABS system. During simulator testing it has matched the performance of a GT3 race car, and Lotus says that on circuits like Laguna Seca it should actually be quicker.Tempted? Don’t wait too long to get your name onto the list; Lotus says it is only going to produce 10, with each costing “in excess of £1 million.” That’s nearly $1.3 million at current exchange rates. Senior European CorrespondentOur man on the other side of the pond, Mike Duff lives in Britain but reports from across Europe, sometimes beyond. He has previously held staff roles on UK titles including CAR, Autocar and evo, but his own automotive tastes tend towards the Germanic, owning both a troublesome 987-generation Porsche Cayman S and a Mercedes 190E 2.5-16. More

The Lamborghini Lanzador concept previews the brand’s first electric model, which won’t arrive until 2028.Along with a lifted ride height, the Lanzador has a dual-motor all-wheel-drive powertrain making more than one megawatt (or over 1341 horsepower).The Lanzador’s expressive two-door body style houses a four-seat interior layout that’s futuristic and functional.Lamborghini is gearing up for an electric future, and the audacious Lanzador concept that debuted today gives us our best idea of what that will look like. While a production version isn’t expected to arrive until 2028, we can’t wait, because the Lanzador looks like the rally-inspired Huracán Sterrato had relations with the brawny Urus SUV—resulting in one badass baby.A 1341-Plus-HP Electric LamboThe Lamborghini Lanzador concept is unlike any other EV on the market. Part of that is its unmistakable Lambo lineage, but an even larger part is its unusual proportions. Along with bulging fenders and sharply creased sheetmetal, its short greenhouse is squashed between a low roofline and an elevated ride height. The result is the definition of a crossover, although one with a distinctly Italian flair.Never a company known to be subtle, Lamborghini endows the Lanzador with outrageous power. Featuring an electric motor on each axle, the all-wheel-drive powertrain is claimed to generate over one megawatt. Whereas a kilowatt equals 1000 watts of electrical power, a megawatt is equal to one million watts, which translates to 1341 horsepower. Like we said, it’s not subtle. While there aren’t any specific details about its driving range, Lamborghini says the Lanzador uses a battery that will prioritize performance as well as long range. That doesn’t tell us much at the moment, but since the company says it’s committed to making a hi-po EV that can be driven every day, we’d wager that its eventual estimated range will be competitive with future electric cars. To help optimize range, active aero elements are found on the Lanzador concept, and these also allow adjustable downforce as well as the ability to address different cooling needs.LamborghiniLamborghiniAmong the other innovations introduced on the concept but destined for production are highly customizable drive modes (known as Lamborghini Dinamica Veicolo Integrata or LDIV). By packing the car with more actuators and sensors, the driving dynamics can be better monitored and more fine-tuned, theoretically providing the driver with more feedback. This will be aided by a future radar-based system on the front of the car. The Lanzador rides on an air suspension and includes a rear-axle steering system that will make it more nimble in tight spots too.The Lanzador Is a 2+2 EV GTThe Lanzador concept doesn’t have wild scissor doors or gaping air intakes like some of Lamborghini’s most memorable creations. Instead, the high-riding coupe’s exotic nature is obvious in other ways that don’t include the logo with a golden snorting bull. Take, for example, the Lanzador’s impossibly short rear overhang, its massive 23-inch wheels, and the expansive glass roof. Its other calling card is a two-door body style with a 2+2 seating arrangement.That’s right, this Lambo has seating for four rich people. While it’s hard to tell how much room is in the back seat, the extra passenger capacity means it’s more inclusive than the new hybrid V-12 Revuelto or the outgoing Huracán. The Lanzador is a lot more capacious too, with a rear hatch that opens up to a cargo area that’s even more useful with the rear seats folded flat. There’s also additional storage space in the front trunk. This type of versatility has lead Lamborghini to classify the concept as an “Ultra GT.”The rest of the Lanzador’s interior is expectedly fanciful, with an interesting dashboard layout that gives the driver and front-seat passenger their own digital displays. There’s a flat-bottomed steering wheel with spindly paddle shifters (likely for adjusting the regenerative-braking system) and new-age controls. There’s also a wild-looking knob protruding from the center stack that controls myriad functions, from the infotainment system to the different drive modes. The cabin is covered in a mix of “sustainably tanned” leather, genuine merino wool, as well as copious eco-friendly materials—from regenerated carbon fiber to synthetic fiber made from recycled plastic. We can only hope the thin cushioning on the seats is more comfortable than it looks in the photos.While we’ll have to wait several more years with the rest of the world until we can drool over the production version of the 2028 Lamborghini Lanzador—which will likely cost at least $300,000 or so—we like what we see. We can’t believe we’re saying this, but we’re truly excited for the brand’s electric future.Other Wild LambosThis 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 journalism 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 Rimac Nevera has been breaking all sorts of acceleration records this year. Only a dozen of these celebratory Time Attack versions will be sold.All 12 are already spoken for.Launched today at Monterey Car Week, the new Nevera Time Attack is Rimac’s celebration of a year of breaking records. With its rear wing set to maximum downforce, the Nevera Time Attack reveals a message hidden on the underside: “Dedicated to those coming after us.” Two translations: Bring It; or, Just You Try To Catch Up.Just 12 Nevera Time Attacks will be made, and each one is already spoken for. The first, finished in the same black on green as the record-breaking car, goes to Jeff Miller of California. Those green stripes also pay tribute to one of company founder Mate Rimac’s first mad scientist projects, a 1980s E30 BMW 3-series converted to electric drive. In 2011, that Frankenstein machine was certified by the FIA as the world’s quickest accelerating EV.RimacThe lucky few buyers can choose between bare carbon fiber or black base color, with a choice of color for the stripes for the exterior and matching contrasting stitching inside. There’s also “Time Attack” stitched on the seatbacks and a plaque denoting each car as one of 12.RimacMore on the NeveraThe headline acceleration claims for the Nevera are 0-62 mph in 1.81 seconds, 0-100 mph in 3.21 seconds, and 0-186 mph in 9.22 seconds. Quarter-mile time? 8.25 seconds. The Nevera can get to its top speed of 259 mph and then back to zero again in the time it would take a McLaren F1 to hit 217 mph. Total power from the four-motor powertrain is a staggering 1813 hp.The Nevera Time Attack doesn’t just move the goal posts, it’s like the part in the Star Trek timeline where warp drive technology shows up. For now, this kind of performance is extremely rare, limited to less than a baker’s dozen of owners. But if the Rimac Nevera Time Attack has laid down the gauntlet, then the chase is on. RimacContributing 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