Pagani Huayra R Evo Unique Supercar Powered by 900 HP

New Long-tailed Beast - Pagani Automobili, the renowned Italian supercar manufacturer, has once again raised the bar with the introduction of its latest masterpiece – the Pagani Huayra R Evo. This exquisite creation is an enhanced version of the Huayra R lineup, featuring a distinctive open-top design, aptly termed a targa. Boasting a staggering maximum power output of 900 horsepower, Pagani claims that this new iteration surpasses the ferocity of its predecessor, the Huayra R track car, which made its debut in 2021.

The Pagani Huayra R Evo is an enhanced version of Huayra R featuring a distinctive design, aptly termed a targa. (Picture from: Autoblog)

The genesis of the Huayra R Evo can be traced back to a moment of inspiration experienced by the visionary Horacio Pagani while watching a Formula Indy race in Nashville. A testament to meticulous craftsmanship, this marvel took approximately two years to complete, a timeframe justified by the manufacturer's pursuit of performance levels akin to the current Le Mans Prototype 2 race car.

The Pagani Huayra R Evo is a testament to meticulous craftsmanship that took around 2 years to complete. (Picture from: Autoblog)

Pagani has not only pushed the boundaries of performance but has also incorporated notable improvements. The addition of a pop-out roof panel enhances aerodynamic downforce when removed, resulting in a remarkable 45% increase from the standard configuration. Impressively lightweight at 1,060 kg dry, the Huayra R Evo showcases Pagani's commitment to achieving the perfect balance of power and agility.

The genesis of the Pagani Huayra R Evo can be traced back to a moment of inspiration experienced by the visionary Horacio Pagani while watching a Formula Indy race in Nashville. (Picture from: Autoblog)

The introduction of the "codalunga" (long tail) design element involves extending the front splitter by approximately four inches, seamlessly integrating and supporting the air intake for the cooling system. The rear end, now 7.5 inches longer, features a central stabilizer fin supporting the large rear wing, along with integrated struts. This meticulous redesign contributes to a substantial 45% increase in downforce. The open-top configuration further elevates total downforce by 5%, thanks to increased front and rear vertical loads.

The Pagani Huayra R Evo featuring with the "codalunga" (long tail) design element involves extending the front splitter by approximately four inches, seamlessly integrating and supporting the air intake for the cooling system. (Picture from: Autoblog)

Under the hood, the Huayra R Evo houses the formidable V12 R-Evo engine – a naturally aspirated 6,000 cc V12 configuration. This powerhouse, enhanced with a redesigned intake manifold, new camshaft, and reconfigured exhaust system, delivers an awe-inspiring 900 horsepower and 567 pound-feet (770 Newton-meters) of torque. The bespoke six-speed sequential gearbox, a result of collaboration with HWA AG, weighs a mere 176 pounds.

The Pagani Huayra R Evo has 7.5 inches longer's rear end, coupled with a central stabilizer fin supporting the large rear wing, along with integrated struts. (Picture from: Autoblog)

Ensuring a comfortable ride, the car features a forged aluminum alloy double-wishbone suspension, helical springs, and electronically controlled shock absorbers. The addition of a new heave damper further enhances controllability. 

Braking prowess is provided by the CCM-R auto-ventilated carbon ceramic brakes and custom racing pads. Furthermore, the Huayra R Evo rides on 19-inch front and 20-inch rear rims, enveloped in Pirelli P Zero Slick tires (280/680 R19 at the front and 345/725 R20 at the rear).

Under the hood, the Pagani Huayra R Evo houses the formidable V12 R-Evo engine – a naturally aspirated 6,000 cc V12 configuration. (Picture from: Autoblog)

Stepping inside the cabin, occupants are greeted by seats clad in fire-resistant material, equipped with six-point safety belts and carbon fiber headrests featuring special protection to mitigate serious injuries in case of an unfortunate incident. Pagani's commitment to global markets is evident as the Huayra can be configured with left or right-hand steering depending on the region. | uTiVEBUc49o |

In conclusion, Pagani's Huayra R Evo stands as a testament to the brand's unwavering commitment to pushing the boundaries of automotive excellence. This masterpiece seamlessly combines cutting-edge technology, aerodynamic precision, and raw power, offering enthusiasts a driving experience like no other. The Huayra R Evo is not just a car; it's a symphony of engineering brilliance and artistic finesse, destined to leave an indelible mark in the world of high-performance automobiles. *** [EKA | FROM VARIOUS SOURCES | PAGANI AUTOMOBILI | ID.MOTOR1 | AUTOBLOG ]

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Breaking Barriers: Ferrari's 4WD Evolution with the 408 Integrale

Study Design - In Ferrari's rich history, the dance with 4-wheel drive technology is a tale of exploration rather than a favored path. Mauro Forghieri, the revered engineer overseeing Scuderia's racing evolution, ventured into the 4wd concept for Formula 1. The test car, the 312B3 or 'snow plough,' emerged, integrating parts from other race cars, showcasing a distinctive appearance with an integrated front wing/spoiler.

The two Ferrari 408 Integrale prototypes, one in classic red (70183) and the other in vibrant canary yellow (78610), serve as a dynamic laboratory for groundbreaking 4WD sportscar technologies led by a visionary Mauro Forghieri. (Picture from: Carstyling.ru)

Inspired by the 1961 Ferguson P99 Climax, the 312B3 became the pioneer 4wd F1 car, signifying the end of an era for front-engine cars triumphing in F1 races. While the 312B3 never graced the tracks, it paved the way for triumphant T-series race cars, yet Ferrari refrained from further 4wd F1 ventures.

The Ferrari 408 Integrale prototype showcased advanced engineering with a steel central monocoque, aluminum sections, and composite body panels. (Picture from: Carstyling.ru)

Following his F1 departure, Mauro Forghieri assumed the directorial helm at Ferrari's "advanced research office," steering the company toward innovation. Under his guidance, the Maranello-based automaker unveiled the Ferrari 408 Integrale, a working concept car serving as a dynamic laboratory for groundbreaking technologies.

The Ferrari 408 Integrale prototype'a construction enlisted the Alcan showcasing their innovative use of bonded and stamped aluminum panels with structural adhesives. (Picture from: Carstyling.ru)

During 1987-1988, Maranello witnessed the birth of two all-wheel-drive 408 prototypes, featuring an 8-cylinder engine and a body designed by the I.DE.A Institute. The prototypes, one in traditional red (70183) and the other in canary yellow (78610), showcased advanced engineering with a steel central monocoque, aluminum sections, and composite body panels.

The Ferrari 408 Integrale prototype designed by the I.DE.A Institute, and crafted by by Carrozzeria Scaglietti directly in Maranello. (Picture from: Carstyling.ru)

The construction enlisted the expertise of Alcan, a Canadian aluminum specialists, showcasing their innovative use of bonded and stamped aluminum panels with structural adhesives. The Ferrari 408 Integrale's chassis, a fusion of stainless steel and aluminum, exemplified strength, stiffness, and lightness—an ideal combination. This groundbreaking approach hinted at the adoption of a similar aluminum chassis in the Ferrari 360, a dozen years later.

The Ferrari 408 Integrale prototype chassis, a fusion of stainless steel and aluminum, exemplified strength, stiffness, and lightness—an ideal combination. (Picture from: Carstyling.ru)

Crafted by Carrozzeria Scaglietti, the Ferrari 408 Integrale aka 408 RM4, might not win beauty contests, ranking high on the "ugly scale." Nevertheless, its advanced features, even by today's standards, include an aluminum frame with bonded sandwich panels, ensuring low drag with a Cd ranging from 0.274 to 0.314.

The Ferrari 408 Integrale boasted air conditioning and interior quality surpassing even the iconic F40. (Picture from: Carstyling.ru)

At its core, the 408 housed a centrally longitudinally mounted V8, showcasing compactness and lightness while adhering to production quality standards. The car boasted air conditioning and interior quality surpassing even the iconic F40. Engineers from Honda likely drew inspiration from the 408 when designing the Honda NSX, emphasizing the 408's influential role in shaping the supercar template.

The Ferrari 408 Integrale's interior showcased a lavish blend of red carpet and black cushioned leather, adorning its seats, dashboard, and door panels. (Picture from: Carstyling.ru)

The 408's pièce de résistance was its four-wheel-drive system, featuring mechanical limited-slip differentials, a central hydraulic limited-slip system, and manual override for complete lock. Despite its meticulous design, the 408 was deemed too advanced and exotic for its time and Ferrari's ethos. 

At its core, the Ferrari 408 Integrale housed a centrally longitudinally mounted V8, showcasing compactness and lightness while adhering to production quality standards. (Picture from: Carstyling.ru)

Ferrari's emphasis on the 408 Integrale's performance over aesthetics underscores its dedication to exploring 4-wheel-drive layout and 4-wheel-steering systems. While specific performance data remains elusive, the absence of a 4WD production model hints at potential challenges in realizing this groundbreaking concept.

The incorporation of four-wheel drive to elevate the performance of sports cars, supercars, or race cars isn't novel, even for Ferrari. Although the 408 prototypes marked Ferrari's closest approach to a production 4wd car, the concept was thoroughly investigated and studied. The legacy of the Ferrari 408 Integrale endures as a testament to the brand's relentless pursuit of innovation, leaving an indelible imprint on the automotive landscape.

Ferrari prioritizing the performance of the 408 Integrale over aesthetics highlights their commitment to advancing 4-wheel-drive and 4-wheel-steering systems. (Picture from: Carstyling.ru)

The 408 concept was meticulously designed and poised for production. However, its perceived avant-garde nature, supported by 12-15 patents, rendered it too exotic for its time and especially for Ferrari. Mauro Forghieri embarked on a subsequent chapter, joining the rejuvenated Bugatti under Romano Artioli, where he refined his ideas and contributed to the four-wheel-drive system of the equally advanced EB110. The latter featured a longitudinal offset V12 with the gearbox stacked on its side, echoing the innovative spirit of the 408.

Despite Ferrari's long-standing exploration of four-wheel drive for enhanced sports car performance, the Ferrari 408 Integrale prototypes represented their closest step to a production 4WD vehicle, undergoing comprehensive study. (Picture from: Carstyling.ru)

Mauro Forghieri's continued innovation journey with Bugatti's EB110 stands as a testament to the indomitable spirit of automotive exploration. Although Ferrari's 408 Integrale didn't materialize into a production model, it left an indelible mark on the landscape of automotive innovation. The echoes of its influence reverberate through time, underscoring the brand's commitment to pushing boundaries and embracing the uncharted. | z4vbIcH5mv0 |

In retrospection, the Ferrari 408 Integrale emerges not just as a concept car but as a bold proclamation of Ferrari's audacity to dream beyond convention. While its physical manifestation may have eluded production lines, its essence lives on, inspiring future endeavors and contributing to the ever-evolving narrative of automotive innovation. Only later in 2011, Ferrari had launched its first 4WD model, Ferrari FF, which is most likely the result of further development of the 408. *** [EKA | FROM VARIOUS SOURCES | WHICHCAR.COM.AU | SUPERCARNOSTALGIA | TOPGEAR | CARROZZIERI-ITALIANI | CARSTYLING.RU | FACEBOOK | WIKIPEDIA ]

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Italian Elegance Redefined: The Story of Maserati's 330 Ricarrozata

2 in 1 - As the 1970s drew to a close, Maserati found itself at a crossroads, mirroring the uncertainties that marked the beginning of the decade. The Italian automaker was navigating the challenges of its recent acquisition by the De Tomaso motor company. Burdened by a staggering debt of 4 billion Lira (equivalent to US$20 million today), Maserati faced operational hurdles that seemed insurmountable.

The Maserati 330 Ricarrozata Berlinetta was a remarkable project emerged to commemorate Maserati's golden years in racing, and crafted by the Italian design firm ATL in 1979. (Picture from: YourSydneyMate)

Under the leadership of Alejandro De Tomaso, a relentless effort was made to purge any remnants of Citroën, the previous owner, from Maserati's identity. This overhaul included abandoning vehicles heavily reliant on French components and replacing Citroën parts with standard alternatives. Even a joint Citroën/Maserati V6 engine, previously developed and shelved, was entirely scrapped. In a bold move, engineers with any affiliations to the French company, including the longtime chief engineer Giulio Alfieri, were unceremoniously ousted on De Tomaso's inaugural day.

The Maserati 330 Ricarrozata Berlinetta painted in a distinctive racing green, the body paid homage to Maserati racers from the 1950s and 60s. (Picture from: YourSydneyMate)

De Tomaso's vision for Maserati aimed at transforming the brand's image from a high-end, high-performance luxury item to something more accessible to the average Italian. The goal was to create family-oriented vehicles, providing an opportunity for the common man to own a Maserati. Despite the challenges, De Tomaso's strategic decisions kept Maserati afloat and still producing vehicles, albeit in a different direction.

The Maserati 330 Ricarrozata Berlinetta boasted a full aluminum body, blending elements from two iconic racers: the Maserati A6GCS/53 and the Maserati 450S, resulting in a visually stunning sports coupe. (Picture from: YourSydneyMate)

Amidst the turmoil of this period, particularly in 1979, Maserati unveiled several aesthetically pleasing and unique models such as the Maserati Merak, Maserati Kyalami, Maserati Quattroporte, and the spotlight of our discussion, the Maserati 330 Ricarrozata Berlinetta.

In 1979, a remarkable project emerged to commemorate Maserati's golden years in racing—the Maserati 330 Ricarrozata Berlinetta. Crafted by the Italian design firm ATL, this special vehicle boasted a full aluminum body, blending elements from two iconic racers: the PininFarina-designed A6GCS/53 and the Zagato-made 450S, resulting in a visually stunning sports coupe.

The Maserati 330 Ricarrozata Berlinetta powered by a 4.2-liter dual overhead cam V8 engine borrowed from the Kyalami to generate 255 bhp at 6,000 rpm and 260 lb-ft of torque at 3,200 rpm. (Picture from: YourSydneyMate)

Powered by a 4.2-liter dual overhead cam V8 engine borrowed from the Kyalami, the two-seater coupe generated 255 bhp at 6,000 rpm and 260 lb-ft of torque at 3,200 rpm. A five-speed manual transmission completed the powertrain, delivering a thrilling rear-wheel-drive experience. Painted in a distinctive racing green, the body paid homage to Maserati racers from the 1950s and 60s.

While the 1970s presented numerous obstacles for Maserati, the tail end of the decade brought a semblance of stability, even as the brand's reputation suffered due to quality concerns. Despite this, Maserati's commitment to delivering impressive engine performance and driving experiences remained unwavering. As the tumultuous decade concluded, Maserati stood resilient, ready to face the challenges of the next era in its storied history. *** [EKA | FROM VARIOUS SOURCES | YOURSYDNEYMATE ]

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Sneak Peek: FN's Electric Resurgence with Stylish Sportscars

Forgotten ONES - In 2011, the automotive landscape was abuzz with excitement as whispers of Bullet, a revolutionary electric supercar from Bristol Cars, circulated. However, this enthusiasm was met with a stark reality—the recent insolvency of the iconic British automaker. 

The FN Namir electric concept car designed by Giugiaro Design, and debuted at the 2009 Geneva Motor Show. (Picture from: WhichCar)

Fast forward to 2013, and Bristol Cars, now under the ownership of the Kamkorp Group, which also possesses Frazer-Nash Research, the brains behind 2009’s impressive FN Namir electric supercar concept, is on the brink of unveiling its very own electric supercar—a model slated for production.

The FN Namir electric concept car while sat on display at the 2010 Concorso d'Eleganze Villa d'Este. (Picture from: UltimateCarPage)

The name Frazer-Nash Research recalls the legacy of Fraser Nash, a British automaker from the 1920s that, after manufacturing just under 500 chain-driven cars, shifted its strategy to importing BMWs. This seems to be an endeavor by the inactive brand to stage a comeback, pivoting its focus towards hybrid-electric drivetrains and introducing the FN Namir. Meaning "tiger" in Arabic, this car is the outcome of a collaboration with the Giugiaro Design, infusing vitality into the once-dormant automaker.

The FN Namir electric concept car featuring four electric motors, lithium-ion batteries, and the distinctive Wankel rotary engine. (Picture from: UltimateCarPage)

Reports from Autocar suggest an extended-range electric setup, featuring four electric motors, lithium-ion batteries, and the distinctive Wankel rotary engine. Drawing inspiration from the Namir concept, crafted by Giugiaro Design, the final aesthetic may reflect its influences. The anticipated performance is alluring, mirroring the Namir's capabilities—298 kilowatts (400 horsepower), a 0-60 mph acceleration in 3.5 seconds, and a top speed of 186 mph.

The anticipated performance is alluring, mirroring the Namir's capabilities—298 kilowatts (400 horsepower), a 0-60 mph acceleration in 3.5 seconds, and a top speed of 186 mph. (Picture from: UltimateCarPage)

​​As we already know, the Wankel engine, once heralded as the future, faced setbacks. However, in the realm of hybrid vehicles, its compact size regains relevance as an electric car range extender. British company's venture promises a seamless blend of performance and sustainability, all wrapped in a sleek package.

Making its debut at the 2009 Geneva Motor Show, Fraser Nash Research's creation left enthusiasts hungry for more details. The festival could herald a triumphant return, spotlighting innovation and resilience. FN's electric supercar stands poised to redefine its legacy, captivating with power, design, and sustainability.

However, the global automotive community's anticipation appears unfulfilled, as the car, to this day, has not progressed beyond the concept stage, remaining in the prototype phase. The worldwide wait continues, prompting automotive enthusiasts to ponder: will FN's electric marvel transition from concept to reality on the roads? The question hangs in the air, leaving enthusiasts in suspense, eagerly anticipating the next electrifying chapter in Fraser Nash's journey. *** [EKA | FROM VARIOUS SOURCES | AUTOCAR | ULTIMATECARPAGE | WHICHCAR | MOTORAUTHORITY | CHANNELEYE ]

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Cadillac's Bold Leap: 'Le Monstre' at Le Mans 1950

PAST SpeedBEAST - In the year 1950, the 24-Hours of Le Mans regulations opened the door for an intriguing chapter in automotive history, allowing standard cars to undergo a fascinating transformation. This era witnessed the birth of one of the most peculiar cars to grace the legendary La Sarthe circuit.

The Cadillac 'Le Monstre' was one of two Cadillac Coupe DeVille Series 61s prepared by Frick-Tappett Motors for Briggs Cunningham to grace the starting line at the 1950 24-Hours of Le Mans. (Picture from: ConceptCarz)

Briggs Cunningham, a visionary automotive enthusiast, seized this opportunity by bringing two Frick-Tappett Motors-prepared Cadillac Coupe DeVille Series 61s to the racing scene. The first car retained its original form, standing as a testament to the standard configuration, which the French dubbed Petit Pataud.

The Cadillac 'Le Monstre' and its sibling Cadillac Coupe DeVille Series 61 'Petit Pataud' in their hey-day run at the 1950 24-Hours of Le Mans. (Picture from: TopGear)

However, it was the second car that stole the spotlight, boasting a body that defied convention. Crafted from aluminum by Grumman Aircraft Engineering Corporation, the unconventional bodywork aimed to maximize straight-line performance. This design was particularly crucial on the Mulsanne Straight, a 5.95 km stretch of the Le Mans track, accounting for nearly half of the total 13.5 km length. The car not only showcased a unique low and boxy exterior but also demonstrated a superior top speed, reaching 24 km/hour compared to its conventional counterpart.

The Cadillac 'Le Monstre' crafted from aluminum by Grumman Aircraft Engineering Corporation, the unconventional bodywork aimed to maximize straight-line performance. (Picture from: RevsInstitute)

Despite its seemingly brick-like exterior, the car's narrow design, refined through extensive wind tunnel testing, contributed to its aerodynamic prowess. Surprisingly, it outpaced its teammate, achieving a remarkable top speed of 130 mph (209.22 kph) – a notable 13 mph (20.92 kph) higher.

The Cadillac 'Le Monstre' not only showcased a unique low and boxy exterior but also demonstrated a superior top speed, reaching 24 km/hour compared to its conventional counterpart 'Petit Pataud'. (Picture from: SuperRask)

Dubbed Le Monstre by the French media, the car, driven by Briggs Cunningham and Phil Walter, left a lasting impression. Despite the initial promise shown by Le Monstre, the experiment faced an unfortunate end. The absence of a spade, a cruc ial tool for the race, proved costly as the car became ensnared in a sandbank. Compounded by a gearbox issue, Le Monstre concluded the race in the 11th position, trailing just behind its standard Coupe counterpart driven by Collier brothers, Miles and Sam Collier.

In the annals of automotive history, the tale of Le Monstre stands as a testament to the audacity of innovation, where a daring vision and unconventional design collided with the challenges of Le Mans, leaving an indelible mark on the racing legacy. Though the experiment may not have reaped the anticipated rewards, the spirit of Le Monstre lives on in the echoes of La Sarthe, reminding us that sometimes, it's the audacious endeavors that etch their names into the vibrant canvas of motorsport history. *** [EKA | FROM VARIOUS SOURCES | ID.MOTORSPORT | REVSINSTITUTE | CONCEPRCARZ | TOPGEAR | SUPERRASK | GOODWOOD ]

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Driving Ambitions: The John Evans Supercars Odyssey from Dreams to Reality

Passion & Ambition - In the world of automotive dreams, not many enthusiasts can turn their aspirations into reality, especially when it comes to owning or driving a supercar. For individuals like John Evans, an American automotive enthusiast with limited capital, the dream was not just about possession but also about creating something unique.

The 1989 Evans-Kudzu Series I GT posed along with its sibling Evans 486LM or Evans Series 3. (Picture from: Pinterest)

Evans harbored a vision that proved to be exceptionally challenging – designing a supercar inspired by racing series like Group-C and GT1, a machine that encapsulated cutting-edge technology but remained road-legal.

The initial model for Evans Automobiles, the Evans 386LM prototype, was designed by Dave Lynn. (Picture from: GT1History)

Founded in 1986 in Scottdale, Georgia, Evans Automobiles became the canvas for John Evans' ambitious project, the Evans 386LM model. Collaborating with the talented designer Dave Lynn (also recognized as the person behind the Kudzu GTP prototype), the company embarked on a journey to craft a supercar that defied conventional norms. 

Initially equipped with a 3.8 and 4.7-liter Buick engine, the Evans 386LM underwent an evolution to accommodate a potent V8, boasting a capacity of up to 7 liters and featuring an aluminum block. (Picture from: GT1History)

The 386LM (initially intended as the ACO verification car, as well as the EPA certification car) weighed a mere 1,048 kg, built on a tubular frame adorned with carbon panels, and featured a carbon fiber body. An adjustable suspension system added adaptability, allowing the car to conquer both specific tracks and public roads.

Standard features of the Evans 386LM included a luxurious carbon fiber and leather interior with a cork and leather-wrapped roll cage, a Quaiffe limited-slip differential, and powerful front and rear calipers. (Picture from: GTPlanet)

Initially equipped with a 3.8 and 4.7-liter Buick engine, the 386LM underwent an evolution to accommodate a potent V8, boasting a capacity of up to 7 liters and featuring an aluminum block. This powerhouse enabled the car to achieve a breathtaking acceleration to the first hundred in just 3.8 seconds, reaching an impressive top speed of 330 km/h. 

The Evans 386LM was the ACO verification car, as well as the EPA certification car, weighed a mere 1,048 kg, built on a tubular frame adorned with carbon panels, and featured a carbon fiber body. (Picture from: GT1History)

Additionally, various sources mention multiple engine options throughout the program's development, including the Buick 4.0 turbo V6 or supercharged Buick 3.8 (likely in the early stages). Later on, alternatives like the natural aspirated aluminum 5.7 V8 block or even the massive 427 cu.in. (7.0-liter) were considered.

The Evans 486LM essentially the same as the 386LM but with a different nose section for public road comfort. (Picture from: Carakoom)

Standard features of the Evans 386LM included a luxurious carbon fiber and leather interior with a cork and leather-wrapped roll cage, a Quaiffe limited-slip differential, and powerful front and rear calipers. Additionally, a single-element, adjustable carbon fiber rear wing and rear diffuser were part of the package. Optional amenities like air conditioning, power steering, hydraulic ride height control, rear view camera, and CD/DVD/radio added to the appeal.

The Evans 486LM's specifications are identical to the 386LM except for overall length and price. (Picture from: VWVortex)

However, the high starting price of over 100 thousand dollars posed a challenge for sales. Prospective buyers hesitated due to the hefty price tag and the implied high level of piloting skill required for regular track day use. Despite these hurdles, the American automaker persisted, introducing the Evans 486LM – essentially the same as the 386LM but with a different nose section for public road comfort.

The 1989 Evans-Kudzu Series I GT, originally designed by Dave Lynn, later became produced by Evans Automobiles. (Picture from: BringATrailer)

Over the years, Evans invested considerable time in the development of the 386LM and its counterpart, the 486LM. Despite efforts to showcase the company's ability to produce a reliable racing car with minimal maintenance demands, sales were slow. By 2005, the price dropped to 65 thousand dollars, and even the molds with all the drawings were put up for sale, but interest remained tepid. The ambitious plan met its demise with the bankruptcy of Evans Automobiles, and even a rebranding to Silva based in Las Vegas couldn't salvage the situation.

In the end, John Evans' dream of crafting an accessible yet high-performance supercar encountered challenges extending beyond the realms of design and engineering. The narrative of the 386LM and 486LM stands as a testament to the intricate process of transforming automotive dreams into tangible reality. It offers enthusiasts a story rich in ambition and innovation. This unexpected conclusion to a chapter in automotive history could also serve as potential inspiration for others aspiring to turn their dreams into reality. *** [EKA | FROM VARIOUS SOURCES | CARAKOOM | DISENO-ART | GTPLANET | ALLCARINDEX | GT1 HISTORY | DAILYSPORTSCAR | BRINGATRAILER | VWVORTEX ]⁠

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