Porsche 911 GT3 (992) Manual Review | Evolution at its best

The Lexus LF-A Was Wildly Misunderstood. Until It Wasn’t.— BTS with DTS

Although the value of the Lexus LFA has gone up by six figures in less than 12 months, they didn’t sell well when they were new. So much so that in 2019, seven years after the end of the car’s production, US Lexus dealers sold three leftover brand new LFAs. But things have changed a lot since then. Suddenly everyone is figuring out what sensational cars they are, but it’s taken the passage of a decade or so for that to happen. Part of the problem is how damn expensive they were when they were new. $375,000. Or, more than a Ferrari 599 or twice as much as a Mercedes SLS AMG or Porsche Turbo S. And four times as much as a Nissan GT-R, all of which offered similar performance. Nowadays, none of these cars costs more than its original MSRP, except the LFA. It costs twice its original MSRP. It was an outlier then, but it’s even more of an outlier now. In this video, Derek Tam-Scott investigates why this is the case. Not just by taking a brief look into the car’s development, but also by making a lot of noise with the motor. Make sure you listen with your good speakers. BTS (behind the scenes) with DTS (Derek Tam-Scott)

Singer DLS Project: the best Porsche 911? £2mil, 9,300rpm

Here it is, the Porsche 911 Reimagined by Singer – Dynamics and Lightweighting Study (DLS, if you value your time). It’s the answer to the simplest of questions: “What if we pursued the ultimate, no-compromise air-cooled 911? And what if we touched it with a Formula One team?” But is this 500bhp, 9,300rpm restomod worth its £2million price tag? Well, we sent Top Gear’s Head of Car Testing, Ollie Marriage, to Wales to find out. Trust us, this one is worth cleaning your ears out and turning the volume up for.

HS S01 EP11 Mitsubishi EVO VI

Homologation Specials: 1972 BMW 3.0 CSL

In this episode of Homologation Specials, Alain de Cadenet spends an afternoon with BMW’s supremely beautiful bid for touring car supremacy in the 1970s, the 3.0 CSL. Conceived by a group of brilliant minds at Alpina and BMW Motorsport, the CSL more than measured up its task in the European Touring Car Championship, winning the manufacturers’ title in 1973, ’75, ’76, ’77, ’78, and ’79. Proving its endurance chops for good measure, it also won its class at Le Mans in 1973, and overall at the 1975 12 Hours of Sebring and the 1976 Daytona 24 Hours. “Dominant” is an understatement of the car’s abilities on the race track, but the road-going versions of the CSL are revered by enthusiasts for their own merits. By starting with the pretty looking, but also pretty big and heavy E9 platform, BMW’s then newly formed racing department—BMW Motorsport, conceived by Bob Lutz and Jochen Neerpasch—had the task of removing as much weight as possible from the big coupe while keeping the car street legal. Using Alpina’s earlier work on E9-based racing cars in the late 1960s and early ‘70s, Neerpasch’s team of engineers and designers replaced the steel hood, trunk, and doors with aluminum, thinned the windshield and traded the rest of the greenhouse for Perspex, got rid of the carpets, ditched the chrome bumpers for fiberglass, and among other dieting techniques they even thinned the carpets and headliner. Later iterations of the CSL added back some creature comforts, swapped carbs for injection, and included an option for a wild aero kit that earned such equipped cars the “Batmobile” nickname. For this film, Alain is driving one of the more civilized city pack-equipped British market CSLs—while not the lightest nor the most radical of the bunch, there is no such thing as a boring example of this car. The CSL’s massive success on the track and in pop culture laid the foundation for what we now call BMW M, and to this day it is arguably the division’s greatest accomplishment. More films, articles, and photos: https://www.petrolicious.com

The Bugatti EB110 Is the Ultra-Rare, Ultra-Quirky 1990s Bugatti