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Are supercars becoming less special?

There's little doubt that we are currently enjoying the golden age of automotive performance. Dozens of different models on sale today make over 500 horsepower, and seven boast output in excess of 700 hp. Not long ago, that kind of capability was exclusive to supercars – vehicles whose rarity, performance focus, and requisite expense made them aspirational objects of desire to us mortals. But more than that, supercars have historically offered a unique driving experience, one which was bespoke to a particular model and could not be replicated elsewhere. But in recent years, even the low-volume players have been forced to find the efficiencies and economies of scale that formerly hadn't been a concern for them, and in turn the concept of the supercar as a unique entity unto itself is fading fast. The blame doesn't fall on one particular manufacturer nor a specific production technique. Instead, it's a confluence of different factors that are chipping away at the distinction of these vehicles. It's not all bad news – Lamborghini's platform sharing with Audi for the Gallardo and the R8 yielded a raging bull that was more reliable and easier to live with on a day-to-day basis, and as a result it went on to become the best-selling Lambo in the company's history. But it also came at the cost of some of the Italian's exclusivity when eerily familiar sights and sounds suddenly became available wearing an Audi badge. Even low-volume players have been forced to find economies of scale. Much of this comes out of necessity, of course. Aston Martin's recent deal with Mercedes-AMG points toward German hardware going under the hood and into the cabin of the upcoming DB11, and it's safe to assume that this was not a decision made lightly by the Brits, as the brand has built a reputation for the bespoke craftsmanship of its vehicles. There's little doubt that the DB11 will be a fine automobile, but the move does jeopardize some of the characteristic "specialness" that Astons are known for. Yet the world is certainly better off with new Aston Martins spliced with DNA from Mercedes-AMG rather than no new Astons at all, and the costs of developing cutting-edge drivetrains and user interfaces is a burden that's becoming increasingly difficult for smaller manufacturers to bear. Even Ferrari is poised to make some dramatic changes in the way it designs cars.

Aston Martin losses shrink, still amount to nearly $10k per car

Aston Martin's current lineup may be the best it's ever been, but that doesn't mean the automaker is making money off its Vantage, DB9, Vanquish and Rapide dream machines. In fact, the company lost $41 million in 2013, but that pretax figure is actually a third lower than in 2012. Revenue was up a promising 12.6 percent, according to Reuters. The Kuwaiti-owned British manufacturer blames its losses on the still troubled global economy, acknowledging that it's seen a small recovery in the ultra-high-end segment of the market. Global sales were up from 3,800 to 4,200 in 2013. To put it all in perspective, $41 million in losses on 4,200 units works out to around $9,700 lost per vehicle sold. That's no way to run a railroad. While the company's CFO, Hanno Kirner, told Reuters the company is hoping for a big bounceback by 2016, Aston's fortunes in the United States remain uncertain due to a new federal side-impact standards. The company has filed for exemption, although the jury is still out on the success of that petition.

Aston Martin wants to get involved in F1 engines

LONDON — British luxury sportscar maker Aston Martin is looking to get more engaged in Formula One, chief executive Andy Palmer said on Sunday amid speculation of a title partnership with Red Bull and future engine involvement. "We want to be more involved in the sport," Palmer told Britain's Channel 4 television while attending the Singapore Grand Prix. "We're currently studying the 2021 engine. If we get a reasonable regulation that brings down the cost of the engine, Aston would like to be involved in the engine," added the Briton. "And then of course we'd like to be involved a little more next season and then join the dots. But it really depends on what happens with the engine regs." Red Bull and Aston Martin have an existing relationship, with the team's race cars carrying branding for the marque since last year. Top designer Adrian Newey, whose Renault-powered Red Bull race cars won four successive drivers' and constructors' titles between 2010-13, has worked with Aston Martin on the AM-RB 001 Valkyrie 'hypercar'. Media reports have suggested Aston could become Red Bull's title sponsor next season. Former Nissan executive Palmer was a key figure in negotiating just such a previous deal for the Japanese manufacturer's Infiniti brand, which has now gone to the Renault works team, to partner Red Bull. The British-based team currently use Renault engines, branded Tag Heuer. Formula One, under new management since U.S.-based Liberty Media took over in January, and the governing FIA are looking at what sort of unit will power the series once the current agreement expires in 2020. The aim is to bring down costs and allow a cheaper and less complex engine than the current 1.6 liter V6 turbo hybrid power units, one that could also encourage new manufacturers into the sport. Aston Martin, a 104-year-old firm whose road cars have become closely associated with fictional British secret agent James Bond, last competed in Formula One in 1960. The company is now owned mainly by Kuwaiti and Italian investors and is seeking to boost its share of U.S. markets. Last month Aston reported its first half-yearly profit in almost a decade and it expects full-year volumes to rise by around a third to roughly 5,000 cars. Reporting by Alan BaldwinRelated Video: Motorsports Aston Martin Renault Technology Emerging Technologies Racing Vehicles F1 adrian newey