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ATS rises from the ashes with its gorgeous GT supercar

Here's a name we haven't heard from in a while: Automobili Turismo e Sport is throwing its name back as an entrant in the war of the supercars with its new GT, a coupe that serves as a successor to a never-produced gran turismo car from the 1960s. True to its rarified segment, just 12 models will be produced starting at about $1.33 million, each highly customized to the purchaser's tastes. The coupe is a successor to the 2500 GT, which was revealed at the 1963 Paris Motor Show but never went into production before the entire company shut down in 1964. ATS was launched by Carlo Chiti and Giotto Bizzarrini after leaving Ferrari in 1961 due to a dispute with Enzo Ferrari. The initial aim was to beat Ferrari, and the company managed to produce a Formula One racer and the mid-engine 2500 GT. Despite teasing several models in recent years, the GT will be the company's first new production supercar in nearly half a century. Today's version of the company is being run by ATS's design chief, Emanuele Bomboi, and Daniele Maritan, a former race car driver turned importer and distributor of fast sports cars. The company insists this rebirth "is not a 'nostalgia' operation" and says it has other ideas it plans to develop beyond the GT. Bombi formerly worked for Fiat and Bertone, and it shows in the GT's styling. "The side silhouette of this new Gran Turismo is charged with energy, with clean lines framing arched surfaces," the company says. "The outlines above the wheel are evocative while a clean flowing line divides the car's upper and lower halves. As with the original car's design, the windows provide a focus for the flanks of the car." The new car also borrows its predecessor's front spoiler, which runs the whole width of the car with the same blue Dragon of Bologna logo, with two stripes running along the bonnet. It gets a carbon fiber body and chassis for a curb weight of 2,866 pounds. Powering the GT is a 3.8-liter, twin-turbo V8 mounted behind the cabin that does 650 horsepower and 500 pound-feet of torque. Or, buyers can upgrade to a 700-horsepower version with 553 lb-ft of torque. Either is mated to a seven-speed dual-clutch transmission that drives the rear wheels. Zero to 60 time is around 3 seconds, and top speed is around 206 mph. Three driving modes are offered — Viaggio, Sport and Corsa — with each configuration changing the colors of the cockpit controls from blue, to yellow and red, respectively. Does that sound a lot like the McLaren 650S to you?

As the iconic Ferrari F40 turns 30, a look back at its development

July 21, 2017 marks the 30th anniversary, to the day, of the Ferrari F40's debut. The F40 is easily one of the greatest Ferraris ever produced: It was one of the first road cars to have a top speed of 200 mph, it celebrated the company's 40th anniversary, and it was the very last model that founder Enzo Ferrari was able to see to completion. To celebrate this historic car's anniversary, Ferrari collected some anecdotes from people who worked on the F40 project, and they reveal some interesting details about the car's development. Among these details was the timeframe for creating the car. Ermanno Bonfiglioli, Head of Special Projects at Ferrari at the time, said that the car was developed in just 13 months. That means everything from the styling to the engine were taken from an idea to a production car in barely over a year. The engine wasn't quite a from-scratch design, though, since it was based on the unreleased 288 GTO Evoluzione's 650-horsepower engine, but it still received many updates to become the 487-horsepower engine we know today. Bonfiglioli highlighted the engine's weight savings due to using magnesium for the oil sump, cylinder head covers, intake manifold, and transmission bellhousing. It was after driving one of those 288 GTO Evoluziones that Pininfarina designer Leonardo Fiorvanti learned about Enzo Ferrari's plan for the F40. He said that after telling Enzo his thoughts on the 288, Enzo told him he wanted to make a "true Ferrari." Fiorvanti also revealed that everyone, including Enzo, knew this would be the last car for the founder. From what Ferrari test driver Bario Benuzzi said about the F40, it certainly didn't start out as a "true Ferrari." He said, "The handling of the first prototypes were poor." But in the short development time, the F40 became the car Enzo wanted, and Benuzzi credits plenty of downforce and the light, stiff chassis. It didn't make the car easy to drive, though. Benuzzi said, "With no power steering, power brakes or electronic devices, it demands the skill and commitment of the driver, but generously repays it with a unique driving experience." Related Video: Featured Gallery Ferrari F40 Ferrari Coupe Supercars Classics ferrari f40

2019 Ferrari 488 Pista First Drive Review | Quantum physics

MARANELLO, Italy — Ferrari's special-edition V8s have a long history of delivering more than the sum of their individual parts. The 360 Challenge Stradale (2003), 430 Scuderia (2007), and 458 Speciale (2013) each leapfrogged the capabilities of their donor cars to cement their notoriety in supercar history. The latest in that lineage is the Ferrari 488 Pista, a hopped-up variant that is the most powerful road-going V8 in Ferrari history. The Pista is so quick that its lap time around the company's own private Fiorano circuit is only 1.8 seconds behind the LaFerrari. With 49 more horsepower pushing around 198 fewer pounds, the $345,300 488 Pista looks, at least on paper, like a no-brainer for deep-pocketed speed fiends. But there are also a slew of tiny changes that alter its persona — 50 percent of the engine components are new — as well as intangible characteristics. The carbon fiber intake manifold, for instance, shaves weight but also features shorter, lower-volume intake runners for better throttle response. The turbocharger's turbines are composed of a new aluminum-titanium alloy that slashes inertia in half, trimming the powerplant's already minimal turbo lag. Titanium connecting rods aid cylinder acceleration. And new robot-welded Inconel exhaust manifolds are 10-percent wider and slightly longer, offering reduced back pressure and a throatier note. Coupled with reduced sound-deadening materials, the pipes are responsible for more engine sound reaching the cabin. Before tackling the famed Fiorano track, I drive the 488 Pista on the street to see what 710 horsepower in a twin-turbo Ferrari feels like, and my first impressions came on thick. Sure, there's the expected interior upgrades of copious Alcantara and carbon fiber, visible aluminum floor plates, and massive carbon paddles borrowed from the 488 Challenge race car. Hold the red steering wheel-mounted engine start button with a press of the big drilled aluminum brake pedal, and the 3.9-liter V8 fires up with a noticeably more bass-heavy thrum than before, the first hint that this is an entirely different beast than the off-the-rack 488. Leave the seven-speed dual-clutch in automatic, and gearshifts happen remarkably smoothly, even in the second-most aggressive "CT Off" mode, which removes traction control but keeps stability control active.