W12 Wonder: Piëch's Visionary Impact on Volkswagen's Supercars

Right MAN on Right PLACE - In the ever-evolving realm of automobiles, visionaries with a touch of genius and a streak of audacity are essential to creating the extraordinary. Ferdinand Piëch, a passionate scion of the Porsche lineage, emerged as such a luminary. His journey from Porsche to Audi, leadership of the Volkswagen Group, and return to Porsche with a significant stake in the company showcased not only his strategic acumen but also his deep involvement in shaping the automotive landscape. 

The VW boss's ambition to challenge the best GTs of the moment was evident in the company's inaugural supercar, the W12 Syncro Concept, highlighted by its captivating upward-opening doors. (Picture from: Roarington)

Piëch's influence went beyond boardrooms, as he personally greenlit cars for production, particularly those in the realm of sports cars, leading to the acquisition of revered brands such as Lamborghini, Bugatti, and Bentley.

Italdesign Giugiaro's meticulous craftsmanship is evident in the sleek and precise lines of the Volkswagen W12 Syncro Concept. (Picture from: Roarington)

In the midst of these pivotal events, Piëch played a central role in the conception of groundbreaking vehicles, none more emblematic than the Volkswagen W12. This vehicle, mirroring Piëch's unconventional approach, represented a departure from the norm. The journey from the W12's inception in 1997 to the unveiling of the W12 Syncro prototype within a brief four-year span was remarkable, given the ambitious and sophisticated technical solutions woven into its design.

The Volkswagen W12 Syncro Concept boasts a very technical and essential interior, with the small 6-speed sequential gear lever in the centre. (Picture from: Roarington)

Volkswagen, long hailed as the "people's car," found itself venturing into uncharted territory with the W12. The company, previously associated with more mainstream market segments and brands like Audi, SEAT, and Škoda, lacked the expertise required for crafting high-performance and exclusive vehicles. 

The Volkswagen W12 Syncro Concept utilizes beautiful layout of the W12 engine that went on to be used by Audi, Bentley and Volkswagen in the top of the range. (Picture from: Roarington)

The W12, introduced alongside the VW Group's absorption of Bentley, Bugatti, and Lamborghini, symbolized Volkswagen's foray into the luxury super sports car sector. The unveiling of the W12 Syncro prototype at the 1997 Tokyo Motor Show marked the commencement of this transformative journey.

The Volkswagen W12 Syncro Concept powered by a naturally aspirated 5.6-liter naturally aspirated W12 engine capable of 414 hp. (Picture from: Roarington)

Ferdinand Piëch, the visionary chairman of the Volkswagen Group, entrusted the task of enhancing the W12 engine's performance to Italdesign Giugiaro. Giorgetto Giugiaro, the esteemed designer, emphasized the significance of the engine in the project, shaping the design to underscore its importance and elevate overall performance.

The Volkswagen W12 Syncro presented in Tokyo in 1997 and the Roadster version presented at the Geneva Motor Show the following year. (Picture from: Roarington)

The W12 debuted as a coupe in 1997, followed by a roadster in 1998 and the Nardo version in 2001. Propelled by a 5,600 cm³ W-engine generating 420 hp, the car featured a distinctive configuration with four banks of cylinders arranged akin to two V-engines.

The Roadster version of the W12, two seats and the generous engine clearly visible in the very original rear section. (Picture from: Roarington)

Piëch's unwavering commitment to excellence reached its zenith on February 23, 2002, as the upgraded W12, now equipped with a 6-liter engine producing 591 hp, sought to conquer the Nardò Ring in southern Italy. The mission – to establish a 24-hour speed record. Triumphantly, the W12 covered 7,749 kilometers at an average speed of 322 km/h (200.6 mph).

The version with a 6-litre engine, called Nardo, during the preparation for the 24-hour record achieved in 2002 at an average speed of over 320 km/h for the entire distance. (Picture from: Roarington)

A pertinent question arose: Why embark on creating an extreme sports car under the VW brand when the Group already boasted established sports car manufacturers? The answer lay in Piëch's ambition to challenge and inspire the group's technicians to reach new heights.

Piëch's genius not only secured a record but also left an enduring imprint, inspiring subsequent iconic models. The W12 concept's influence reverberated in the design of the Audi A8, Bentley Continental GT and Flying Spur, and Volkswagen's flagship, the Phaeton. Ferdinand Piëch's legacy endures as a testament to the fusion of passion, innovation, and a bold spirit in the automotive realm. *** [EKA | FROM VARIOUS SOURCES | ITALDESIGN | CARROZZIERI-ITALIANI | ROARINGTON ]

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Mid-Engine Magic: XP-882's Short Journey in the 1960s Auto Revolution

Lost GEMS - In the dynamic automotive landscape of the late 1960s, Detroit buzzed with the not-so-secret ambition of Ford to dive into the production of an innovative two-seater sports car. The driving force behind this audacious venture was the desire to seize the spotlight following Ford's consecutive victories at Le Mans in 1966 and '67. Additionally, Ford aimed to throw down the gauntlet to Chevrolet's Corvette, aiming for dominance in the market.

The short-lived 1970 Chevrolet XP-882 concept introduced a novel, crisp, and low-slung design, unmistakably preserving the core essence of a Corvette. (Picture from: Supercars.net)

As the racing GT Mark IV evolved, Ford unveiled the Mach 2 in 1967—an elegant mid-engined coupe concept seemingly on the brink of production. Simultaneously, plans surfaced for a road-car version of the iconic GT40 sports-racing car, emanating from Dearborn's audacious initiatives that posed substantial threats to the Corvette, both commercially and in terms of brand image.

The 1970 Chevrolet XP-882 powered by an 400-cid small-block mid-mounted engine coupled with a silent chain-drive to an Olds Toronado Turbo 400 transmission. (Picture from: MotorTrend)

In response to Ford's strategic moves, Zora Arkus-Duntov, the lead engineer for Corvette, and his team embarked on the XP-882 project in 1968. The XP-882, envisioned with either a small-block or an eventual big-block engine and all-wheel drive, showcased a fresh, crisp, and low-slung design while unmistakably retaining the core essence of a Corvette. This experimental model fueled anticipation that the upcoming Corvette would adopt a similar mid-engine layout, countering Ford's audacious advances.

1972 Chevrolet Reynolds XP-895 prototype built based of the 1970 XP-882 by Reynolds Metal Company. (Picture from: Corvettes.nl)

To overcome the transaxle challenge of the XP-880, Arkus-Duntov ingeniously married a 454 V-8 with a Toronado transmission, siting the entire assembly transversely to mitigate mass. While the solution proved effective, the powertrain weighed a substantial 950 pounds. Nevertheless, it laid the groundwork for future innovations in all-wheel-drive Corvette designs.

1972 Chevrolet Reynolds XP-895 prototype featured with a lightweight aluminum body, weighing 500 pounds less than a standard Corvette. (Picture from: Corvettes.nl)

April 2, 1970, marked a momentous day for Corvette enthusiasts as the XP-882 mid-engine Corvette concept unexpectedly stole the limelight at the New York Auto Show. Even in the nascent stages of the mid-engine Corvette narrative, the model had attained a mythical status among fans. The captivating looks of the XP-882 offered Corvette enthusiasts everything they didn't realize they desired.

1973 Chevrolet Corvette Four Rotor prototype based built based of the 1970 XP-882, and powered by a 585-CID, 350-to-370-HP 4-rotor drivetrain. (Picture from: CarAndDriver)

Despite limited information on the fate of the XP-882, except had graced the cover of Road & Track in January 1971. Intriguingly, the GM headquarters issued a destruction order for the XP-882, leaving its destiny veiled in uncertainty ever since.

The Corvette Four Rotor engine is made up of a 585-CID, 350-to-370-HP 4-rotor drivetrain coupled end­-to-end with their crankshafts ninety de­grees out of phase to minimize the torque pulses in the driveline. (Picture from: CarAndDriver)

Reportedly, at that time, Duntov relinquished one of the XP-882 chassis to Bill Mitchell for the development of the all-aluminum Reynolds Corvette XP-895, weighing 500 pounds less than a standard Corvette. The other XP-882 chassis underwent a new look for the Four-Rotor concept, featured with gull wing style doors, and first unveiled in 1973. Later in 1976, the Corvette Four-Rotor was retrofitted with a transverse 400-CID small-block engine, shown as the Chevrolet Aerovette.

In a narrative reminiscent of the Mako Shark II concept, the aesthetically pleasing XP-882 underwent a transformation behind closed doors, repurposed into something entirely different. If this holds true, it stands as a regrettable turn of events. *** [EKA | FROM VARIOUS SOURCES | MOTORTREND | AUDRAINAUTUMUSEUM | SUPERCARS.NET | CORVETTEREPORT | CORVETTES.NL | SUPERCHEVY ]

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In the Fast Lane of Innovation: Colani's Mercedes Le Mans Designs

Maestro WORKS - In our journey through the remarkable legacy of Luigi Colani, a trailblazing German industrial designer and futurist, we delve into the realm of bio-design, a concept he pioneered in the 1960s. Colani's influence extends across diverse domains, from ballpoint pens and televisions to furniture, kitchens, cameras, and notably, motor vehicles.

The 1970 Mercedes-Benz Colani C112 prototype, based on the Mercedes-Benz C111 with a rotary engine, stands out as a testament to his avant-garde vision. (Picture from: EternalConsumptionEngine)

Colani's foresight in automobile design, evidenced by his successful trials at the Bonneville Salt Flats, set the stage for his ambitious dreams of testing his creations at the renowned 24 Hours of Le Mans endurance racing event. The designer left an indelible mark by envisioning and crafting car designs for iconic brands such as Lamborghini Miura Le Mans Concept, Ford GT80, BMW M2, Colani Stingray, and Mazda Colani Le Mans prototypes.

S-KLUB LA's Masterpiece: The Ferrari 612 TR Tepista Roars at SEMA

Remarkable WORKS - In the realm of automotive creativity, SEMA stands as a testament to the extraordinary, showcasing S-KLUB LA's latest triumph in 2023 – the Ferrari 612 TR Tepista. Renowned for reshaping Mercedes-Benz and Porsche models, this Los Angeles-based customization workshop, led by John Sarkisyan, has once again captured the attention of enthusiasts.

The Toyo Treadpass section is always home to some of SEMA’s most innovative new builds, at the SEMA 2023 with John Sarkisyan’s latest creation named the Ferrari 612 TR Tepista.. (Picture from: CarBuzz)

The Tepista's story unfolds as a compelling journey of transformation. John Sarkisyan and his team meticulously overhauled a 2008 Ferrari 612 Scaligetti, drawing inspiration from the iconic 1957 Ferrari 500 TR Spider by Scaglietti.

The 2008 Ferrari 612 Scaglietti serves as the base model for the Ferrari 612 TR Tepista by S-Klub LA. (Picture from: ClassicDriver)

Pyrun Men from S-KLUB LA, as cited by TopGear, describes the Tepista's theme as rooted in Formula 1, evident in its cohesive features – a rear spoiler, diffuser, front lip, and side skirts. From the outset, this project was destined to be controversial, demanding the full extent of their creative prowess.

The construction of the Ferrari 612 TR Tepista by S-Klub LA drew inspiration from the legendary 1957 Ferrari 500 TR Spider Scaglietti. (Picture from: RMSotheby)

A dedicated team of 12 skilled professionals invested four months in breathing life into this restomod masterpiece. Love it or not, one cannot deny its status as the pinnacle of automotive artistry. The custom handcrafted bodywork seamlessly merges carbon fiber and glass insert panels, discarding the once-prominent Pininfarina-designed bodywork of the 612 Scaglietti for a blend of vintage style with modern touches.

The Ferrari 612 TR Tepista powered by a naturally aspirated 5.7-liter V12 engine, producing an impressive 533 horsepower and 434 lb-ft of torque. (Picture from: Autocar)

The unconventional diffuser, in defiance of classic lines, harmoniously complements the side skirts, accentuating the striking color and integrated exhaust pipes. The rear boasts a prominent diffuser and a sizable wing, with the only remnants of the original 612 being the round taillights and the naturally aspirated 5.7-liter V12 engine, producing an impressive 533 horsepower and 434 lb-ft of torque.

The unconventional diffuser, in defiance of classic lines, harmoniously complements the side skirts, accentuating the striking color and integrated exhaust pipes. (Picture from: TopGear)

Outfitted with HRE wheels and Toyo Proxes R888R tires, the formidable Ferrari accelerates from 0 to 62 mph in four seconds, reaching a top speed of 199 mph. Speculations arise that the Tepista could potentially achieve even higher speeds, underscoring the need for protective eyewear if one intends to unleash its full potential.

While the exterior undergoes a comprehensive redesign, the interior of the Ferrari 612 TR Tepista remains unchanged, receiving a makeover with vibrant blue leather and complementary yellow accents. (Picture from: CarBuzz)

The Tepista, with its speedster aesthetics reminiscent of the Ferrari Monza SP1, stands in stark contrast to the outgoing 612 Scaglietti, soon to be succeeded by the 812 Superfast. The creator, who has an account Slang500 in Instagram revealed the idea had been brewing for years, and the realization has proven to be a resounding success.

One of the remarkable custom creations by S-Klub LA is the Mercedes-Benz 300 SL 'Gullwing Speedster.' (Picture from: S-KlubLA)

Despite the thorough exterior redesign, the interior of the 612 remains intact. The cabin undergoes a facelift with bright blue leather and yellow accents. S-KLUB LA has a history of turning heads at SEMA with remarkable replicas of iconic vehicles, including the Tesla Model 3-powered Mercedes-Benz 300 SL Gullwing and various custom Porsches.

While some may frown upon the modification of exotic vehicles like Ferraris, witnessing the exceptional results prompts a reconsideration. This extraordinary custom creation pays homage to Ferrari's heritage in a uniquely pleasing manner, adhering to the highest standards. One aspect to be thankful for is the retention of the original Ferrari V12 drivetrain, steering clear of electric drivetrain swaps, so we can still hear the original roar.

Perhaps, in due time, we will uncover more about the meticulous process and hard work invested in transforming the 612 Scaglietti into this one-of-a-kind 612 TR Tepista. If you're intrigued by the prospect of owning a car as distinctive as this, feel free to reach out to the automaker HERE. *** [EKA | FROM VARIOUS SOURCES | SKLUBLA | SLANG500 | TOPGEAR | CARBUZZ | AUTOCAR | CLASSICDRIVER | RMSOTHEBYS ]

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The Rise of Mid-Engine Supremacy: Corvette's Astro II Unveiled

Rising STAR - The Corvette stands as a powerful symbol of automotive greatness, its legacy intertwined with the rich tapestry of racing history from its early days. In the dynamic 1960s, a revolutionary era in sports car design unfolded, with the Ford GT40 and Chevrolet-backed Chaparral leading the vanguard in embracing the mid-engine layout. 

The Chevrolet Astro II XP-880 unveiled at the 1968 New York Auto Show marked the beginning of a series of experimental mid-engine Corvettes.. (Picture from: MotorTrend)

Amidst this period of innovation, the introduction of the Chevrolet Astro II (XP-880) at the 1968 New York Auto Show marked the beginning of a series of experimental mid-engine Corvettes, stirring excitement among fans of exotic sports cars.

The Chevrolet Astro II featured a captivating yet less extreme styling than its predecessor with primary focus was on spotlighting the prowess of the mid-mounted powertrain. (Picture from: MotorTrend)

Diverging from its predecessor, the Astro I, the Astro II featured a captivating yet less extreme styling. Its primary focus was on spotlighting the prowess of the rear-mounted powertrain. Notable enhancements included the addition of doors for convenient passenger compartment access, setting it apart from the Astro I.

Notable enhancements of the Chevrolet Astro II included the addition of doors for convenient passenger compartment access, setting it apart from the Astro I.. (Picture from: MotorTrend)

While retaining the rear compartment hatch, it now granted access to the engine compartment, with the front compartment serving as a practical storage area. The innovative placement of a big-block V-8 in reverse, snugly beneath reclined seats, defined Chevy R&D's daring venture into mid-engine Corvettes. The Tempest transaxle's torque converter was boldly attached to the front of the crankshaft. Despite weighing 200 pounds less than a stock 427 Corvette, the car grappled with challenges arising from the transaxle's weakness.

Responding to Ford's exploration of mid-engine street cars, Chevrolet's designers swiftly embarked on crafting their version – the Astro II. Unveiled just 11 months later, it fueled widespread speculation about whether this would usher in the next evolution of the iconic Vette.

The Chevrolet Astro II XP-880 propelled by a robust 427 engine coupled with coupled with a Tempest two-speed transaxle, made it a closer resemblance to a Can-Am racer than a conventional street car. (Picture from: CorvSport)

The utilization of off-the-shelf components facilitated a swift and cost-effective production of the Astro II. However, a lack of serious commitment from Chevrolet led to the adoption of an out-of-production 1963 Pontiac Tempest two-speed transaxle. In contrast, Ford equipped the Mach 2 with a race-proven four-speed manual gearbox, prompting the pivotal question – could a two-speed automatic Corvette be taken seriously if pushed into production? The answer remained uncertain.

Inside the Chevrolet Astro II, adorned with rich black genuine leather, featuring a three-spoke steering wheel and a sleek dashboard arrangement centered around a drive-focused instrument panel. (Picture from: CorvSport)

Despite inherent design weaknesses, the Astro II presented a compelling effort. Its exotic appearance unmistakably declared "Corvette," showcasing a central backbone frame and safety beam-housing thick doors. A strategically placed 20-gallon fuel cell in the center of the frame, coupled with seamlessly integrated engine, suspension, and drivetrain components, added to its allure.

The Chevrolet Astro II has a weight of 3,300 pounds – 300 pounds lighter than a production Corvette – it maintained nearly identical external dimensions. (Picture from: CorvSport)

Propelled by a robust 427 engine, the Astro II bore a closer resemblance to a Can-Am racer than a conventional street car. Equipped with production Camaro and Corvette suspension parts and high-performance street tires, the Astro II impressively achieved 1.0 g of cornering grip during tests. Weighing in at 3,300 pounds – 300 pounds lighter than a production Corvette – it maintained nearly identical external dimensions.

The Chevrolet Astro II legacy resonates in the hearts of enthusiasts, immortalizing an era when the Corvette fearlessly embraced the mid-engine revolution. (Picture from: MotorTrend)

As the Astro II underwent rigorous track testing in the spring of 1968, the visionary Zora Arkus-Duntov and his team concurrently grappled with the transaxle challenge. Their solution materialized in the form of the stunning XP-882, an advancement that tantalizingly neared the prospect of gracing showroom floors.

In essence, the Astro II and its mid-engine counterparts represent a pivotal chapter in the Corvette's storied history. Despite challenges, these innovative creations underscored the relentless pursuit of excellence and the indomitable spirit of automotive engineering. Their legacy resonates in the hearts of enthusiasts, immortalizing an era when the Corvette fearlessly embraced the mid-engine revolution.

While in the realm of audacious design, a continuation of the Astro moniker emerged a year later with the Chevrolet Astro III in 1969, showcased an even more extreme design and was powered by a Model 250-C18 gas turbine engine. *** [EKA | FROM VARIOUS SOURCES | MOTORTREND | CORVETTE.NL | CORVSPORT ]

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SARAP's Drive: Racing Cars, Buggies, and the Essence of Innovation

Hidden GEMS - Embarking on a journey through the fascinating world of classic cars often unveils tales of innovation and masterful craftsmanship. Today, we dive into the intriguing story of a remarkable sports car, born in the unassuming workshops of a small French company.

The 1968 SARAP Proto 681 powered by Gordini 1296 engine. (Picture from: VroomVroom)

Our focus turns to Société Alsacienne de Recherches et d'Applications des Plastiques (SARAP), a name that might not immediately ring a bell. Yet, behind this unassuming exterior, SARAP played a pivotal role in crafting not one but two extraordinary racing cars before venturing into the creation of the iconic Bufallo buggy. This distinctive buggy, with its original design, left an indelible mark on the French motoring landscape, standing as a testament to the hidden brilliance within SARAP's walls.

The 1968 SARAP Proto 681 powered by Gordini 1296 engine. (Picture from: VroomVroom)

In 1968, a young technical enthusiast named André Koenig embarked on a captivating project to create a racing car. Hidden away in a barn in the Alsatian village of Breitenbach, Koenig drew inspiration from iconic sports cars of the era, including the Ferrari P4, Porsche 906, and Matra 630. The culmination of his efforts resulted in the SARAP Proto 681, marking the inception of a captivating chapter.

The SARAP Proto 681 was created by André Koenig in 1968, inspired by the Ferrari P4, Porsche 906, and Matra 630. (Picture from: Buggy-Buffalo-SARAP.fr)

The evolution from SARAP Proto 681 to the 691, (and later during 1970s) with the 701 involved a series of developments, envisioning these cars as kits adaptable to the preferences and budgets of buyers. The vehicle's versatility allowed for various engines, ranging from the serene Dauphine to the potent 6-cylinder Porsche and the NSU 1200.

The SARAP Proto 681 featured with unique gull-wing door-style. (Picture from: Buggy-Buffalo-SARAP.fr)

However, the concept of marketing kits posed challenges. Buyers, often lacking mechanical expertise, found it daunting to assemble road-approved vehicles. Despite being designed for competition, only one buyer managed to partake in a hill race with the SARAP Proto, achieving modest results.

The SARAP 691' versatility also allowed for various engines, ranging from the serene Dauphine to the potent 6-cylinder Porsche and the NSU 1200. (Picture from: AllCarIndex)

Enter Roland Beilé, a dynamic and successful publicist, who threw his support behind the company's modest team by spearheading the promotion of these cars. Several promotional initiatives unfolded, leading to the sale of seventeen SARAP Proto units in different configurations.

The SARAP 701 Gordini 1600 sat on display at the Expo Condat Ler Montboissier 2016. (Picture from: Buggy-Buffalo-SARAP.fr)

To fund these ambitious endeavors, SARAP subcontracted fiberglass components for various products, including telephone booths, bathtubs, agricultural gear casings, and notably, buggy hulls. The pivotal moment arrived in 1969 when SARAP's history intertwined with that of Bruce F. Meyers and his innovative American buggy creation.

The SARAP 701 Gordini 1600 sat on display at the Expo Condat Ler Montboissier 2016. (Picture from: BRT63.Over-Blog)

A Quebec student named Blanchard, aiming to finance his stay in Strasbourg, envisioned marketing buggies in North America. Importing a Canadian version of the Manx, he commissioned SARAP for several hulls, a venture plagued by financial setbacks. One of these bodies languished as collateral in a dusty corner, awaiting a hypothetical payment.

The 1975 SARAP 701 Gordini sat on display at the Strasbourg Retrorencard 2010. (Picture from: VroomVroom)

Upon returning from the US, Roland Beilé recognized the burgeoning dune-buggy phenomenon overseas and foresaw a similar trend in Europe. Fueled by this insight, he confidently declared to his colleague André Koenig: "This will be done."

The 1975 SARAP 701 Gordini sat on display at the Strasbourg Retrorencard 2010. (Picture from: VroomVroom)

And thus, the stage was set for SARAP to carve its niche in the automotive landscape as the premier buggy maker, weaving together the threads of innovation, collaboration, and a touch of serendipity. The story of SARAP serves as a testament to the unpredictable and exciting journey of a small company leaving an enduring mark on the world of classic automobiles. *** [EKA | FROM VARIOUS SOURCES | BUGGY-BUFFALO-SARAP.FR | VROOMVROOM | BRT63.OVER-BLOG | ALLCARINDEX ]

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