Why Hyundai Must Build the N Vision 74, the Greatest Concept Car in a Generation

This is The American Dream, the world's longest limo, at least according to the Guinness World Records organization. At 100 feet and 1.5 inches, we can't imagine it has too many challengers to its throne. But as impressive as this 25,000-odd pound, helipad-equipped, massive Cadillac is, what's even more impressive is that its restoration was completed at all. This limo was in terrible shape, a rotted hulk that would take a gargantuan effort to bring back to life.Abandoned in New York, it was first hauled to the Autoseum for an ill-fated restoration attempt. Then, with some difficulty (and a hood that flew off en route, never to be seen again), it was trucked down to the Dezerland Park car museum for another go—in several pieces—for another effort at revival. Here's what it looked like in 2013:Well, that effort has succeeded, as you can see. Michael Dezer—a prominent real estate developer in New York and Florida—and Michael Manning of Autoseum worked together to make it happen. Along the way, three Cadillacs were cannibalized, and untold amount of rust was removed, yards of leather and vinyl and carpet were employed, and the engine(s) were replaced. The subframe looks more like a bridge truss than anything you'd find in a vehicle, and in fact Manning admits rebuilding it was more of a civil engineering project than an automotive restoration.No fewer than six Eldorados were conjoined during the original construction of this 24-wheeled monster, conceived by Jay Ohrberg of Burbank, Calif.—the guy behind a few cars you may have heard of, like KITT from Knight Rider and the DeLorean time machine from Back to the Future. Originally, the vehicle had a swivel function, in order to attempt to navigate corners with more grace. It's not clear if that feature was retained in the restoration. Its tail housed a helipad, whose surface could be used as a putting green whenever the chopper wasn't around. In its original iteration, it also had two engines, dozens of windows, TVs, telephones, a lounge, a waterbed, a jacuzzi, and a swimming pool with a diving board. The American Dream is now functional, to the extent that it can be. With this length and an attendant cruise-ship-like turning radius, you can't simply drive this thing around. You need to carefully plan a route to make sure it has room to maneuver. Get it stuck and it'll take some creative towing to remove it. That said, whether stationary or on the go, Manning says there's room inside for 75, plus there's a pool on the back. The interior is mostly bare at the moment—in the video, Manning hints it could be built out to fit a customer—and it's so long the other end is barely visible from inside.There's no getting around it: The American Dream is excessive to the point of impracticality. But it's still the world record holder, taking the crown from itself with a 1.5-inch stretch. It's hilarious that a distance that small has any significance for a vehicle this large, but there it is. What happens to it next is anybody's guess, but we salute you, Floridians, for reviving The American Dream in all its excess.

ferrari 296-gtb Full OverviewYes, it's a plug-in hybrid with a turbocharged V-6 engine. But the only people who are going to hate on the 20232 Ferrari 296 GTB, who will loudly proclaim it a betrayal of all that's holy at the house of the Prancing Horse, are those who will never get the chance to drive one. Because if they did drive one, they'd know: The 296 GTB is one of the greatest mid-engine Ferrari sports cars ever built.It certainly looks the part, being beautifully proportioned and surfaced, with subtle homages to the mid-engine 250LM from the 1960s, including the voluptuous rear haunches and a vertical rear screen shrouded by flying buttresses extending from the B-pillar "bridge" that arcs over the rear of the roof. All in all, the 296 GTB is one of the most compact and athletic sports cars from Maranello in some time.As on the front-engine Roma, the 296 GTB's rear lights eschew Ferrari's traditional round format—a move that took a lot of selling from the in-house design team, says exterior designer Carlo Palazzini. The large central exhaust outlet adds visual—and aural—drama. The only active piece of aerodynamic hardware, a vertical spoiler that deploys at speed or under braking, has been ingeniously packaged to slide out from between the lights.But, but … a turbocharged six-cylinder hybrid powertrain? Seriously? That's quite a step down the charisma index from the yowling, naturally aspirated V-8s and V-12s that made Ferrari famous. But let's be clear: Although the 296 GTB might be the first six-cylinder Ferrari road car in history—the gorgeous little Dino 206s and 246s built between 1967 and 1974 don't count, says Maranello, because they were never sold as Ferraris—it doesn't sound like a six-cylinder car.And it certainly doesn't go like a six-cylinder car.About That EngineCodenamed F163, the compact twin-turbo 2.9-liter V-6 at the heart of the 296 GTB's powertrain features a wide-angle 120-degree vee, with the fast-responding counter-rotating turbochargers mounted in the vee and the intakes on the outside of the cylinder heads. The wide-angle vee not only lowers the center of gravity by reducing the height between the tops of the cylinder heads and the forged crankshaft, but it also gives the engine a symmetrical firing order.As a result, the F163 spins smoothly to the 8,500-rpm rev limiter while generating similar third-order harmonics to that of a V-12, which Ferrari engineers have amplified into the cockpit via its patented "hot-tube" system, which takes sound from the exhaust before the hot gases hit the catalytic converters. And it really does sound like a V-12. One full-throttle run is all you need to understand why Ferrari engineers took to calling the F163 the "piccolo V-12" during its development.The 296 GTB is also Ferrari's first rear-drive-only PHEV, with an electric motor/generator, dubbed the MGU-K by Ferrari in a nod to its F1 hybrid technology, sandwiched between the V-6's block and the compact new eight-speed dual-clutch transmission. An evolution of the e-motor used in the SF90, the 296 GTB's MGU-K develops 165 horsepower and maximum torque of 232 lb-ft, a 20 percent improvement.The MGU-K can drive the 296 GTB up to 15 miles on pure electric power, drawing from a 7.45-kWh battery pack that stretches across the car between the cockpit and the engine. But its main job is to provide torque fill at low revs and to boost power at higher revs. On its own, the F163 makes 654 horsepower, a specific output of 219 hp per liter that is a new record for a production-car internal combustion engine. With the MGU-K lending a helping hand, the 296 GTB's powertrain punches out a mighty 818 horsepower at 8,000 rpm and 546 lb-ft of torque at 6,250 rpm.The interaction between the internal combustion engine and the MGU-K has been carefully tuned to ensure the powertrain delivers the soaring surge of acceleration, right to the redline, that is the hallmark of the finest naturally aspirated 12-cylinder Ferrari engines. The e-motor's instant-on torque output is adjusted for each gear to keep the delivery as linear as possible. "We are not using all the powertrain at the lower end yet," confirms Ferrari test and development driver Raffaele de Simone. "The car can do more."What This Ferrari Can Do NowFerrari says the 296 GTB will sprint from 0 to 60 mph in less than 2.9 seconds, and to 124 mph in 7.3 seconds on the way to a top speed of more than 205 mph. But those numbers don't even begin to describe the extraordinary strength and flexibility of its powertrain. So, chew on this: In sixth gear, the 296 GTB pulls cleanly and strongly from 1,400 rpm—about 30 mph—to … well, we don't exactly know because we ran out of road at 146 mph, the revs still rising.A quick back-of-the-envelope calculation suggests the Ferrari had another 25 mph to go before the engine reached its 8,000-rpm power peak. That's a working speed range of more than 140 mph. In a single gear.Such flexibility means, although the eight-speed transmission's ratios are beautifully spaced, you don't have to be in precisely the right gear to get the 296 GTB to punch hard out of corners. There's torque and there's power, whenever you need it. But it's not just the powertrain that will leave you gasping. The 296 GTB's chassis is every bit as accomplished, too.The 296 GTB's 102.4-inch wheelbase is the shortest in the current Ferrari lineup, and the compact dimensions were deliberately chosen to deliver maximum agility. The new EPS system—the first used on a rear-drive Ferrari—has half the compliance of the previously used hydraulic systems, improving steering response, and learnings from the EPS-equipped SF90 have enabled Ferrari to carefully tune it to filter unwanted road shock while retaining maximum feel and feedback.Supremely FocusedHelping the rear axle support the fast-reacting front end are specially developed 305/35 ZR20 Michelin tires—Pilot Sport 4S in standard spec, or the Pilot Sport Cup 2R, which comes with the optional, track-focused Assetto Fiorano package. Whereas most recent mid-engine Ferraris have had a 30 percent aspect ratio rear tire, the taller sidewall of the 296 GTB's tires help smoothly ramp the initial load response into the rear suspension, says de Simone.It's not just geometry that makes this Ferrari feel preternaturally alert yet supremely composed, however; Maranello has delved deep into the electronic dark arts to give the chassis the dynamic range to exploit that extraordinary powertrain.Underpinning the chassis hardware is the latest version of Ferrari's superb Side Slip Control (SSC) system. Unlike most stability control systems, SSC is not interventionist but expansionist, using its vast array of sensors and actuators not to tell the driver off when they make a mistake, but to help them achieve what they're trying to do. Each iteration of SSC, which made its debut on the 458 Speciale in 2013, has been better, more seamless than the last. The 296 GTB's version helps you brake like one of Ferrari's F1 aces.The 296 GTB's 15.7-inch front and 14.2-inch rear carbon-ceramic rotors are modulated by a sophisticated brake-by-wire system and next-generation ABS that allows precise control of the braking efforts at each individual wheel; so precise, in fact, it will allow you to keep your foot hard on the brake pedal all the way into the apex of the corner while it works with all the other systems to ensure the car stays on the line you want.Think of it as a trail-braking aid. It doesn't rewrite the laws of physics, but it'll have ol' Isaac Newton scratching his head as the Ferrari barrels deep into corners with your foot hard on the brake pedal, tracking true right to the apex. It's at this point where you may have to adjust your driving style slightly to make the most of the 296 GTB: Get too ambitious with the throttle before you've begun to open the steering, and the front end will push slightly, such is the enormous traction from the rear.It's so fast, so agile, this Ferrari. And yet everything happens with such sublime control and communication, precision and predictability, it creates time for the driver to analyze and adjust its every move. Old-school purists might be wringing their hands over the fact it's a plug-in hybrid with a six-cylinder engine, but the Ferrari 296 GTB makes you feel like a driving god. It's utterly brilliant.The familiar manettino switch on the right side of the steering wheel controls the 296 GTB's dynamic systems. On the left is a touch-panel e-manettino that controls the powertrain modes.There is an eDrive mode that allows pure EV driving at speeds up to 84 mph. Performance mode ensures the V-6 is always kept running to make sure the battery is always fully charged. Qualifying mode—yes, that's what it's called—cuts the amount of time spent recharging the battery to always ensure the maximum powertrain output.Default start mode is Hybrid, in which the car rolls on pure electric power as far as possible before the engine fires up with—at least for the first time—a disconcerting bellow that lasts until the catalytic converters have warmed up. The system then mixes and matches ICE and e-power to achieve the best combination of efficiency and performance, though whenever the V-6 is running, the powertrain is ready to produce maximum power and torque on demand.The Home Stretch The transitions between e-motor and ICE are smooth and seamless. This is a Ferrari you could happily drive every day, even if you're just mooching through slow-moving traffic. The digital cockpit offers all the graphic pizzazz and high-tech connectivity you expect in a modern luxury automobile, and the "bumpy road" function, accessed by pressing the switch on the analog manettino, smooths the ride when the tarmac gets rough. The 296 GTB is available with Ferrari's seven-year maintenance package, and service intervals are set at yearly intervals or every 12,500 miles.Those who want a 296 GTB with a little more edge can order the Assetto Fiorano package, which includes Multimatic shocks optimized for track use, a revised aero setup that adds 22 pounds of downforce on the front axle, and lightweight components that reduce the car's overall weight by 33 pounds. Those seeking the ultimate weight saving can order the optional carbon-fiber wheels, which trim a further 70 (unsprung and rotational-inertia-inducing) pounds from the car.The 296 GTB is the product of a coolly confident Ferrari at the top of its game; a Ferrari that's not afraid to embrace cutting edge, even controversial, technologies to create the best-performing, best-handling, best-driving sports cars it knows how to build; a Ferrari that fully understands the potent market power of its traditions, its myths, and its legends but is at last refusing to have its cars trapped by them.The first cars are scheduled to arrive in the U.S. in the third quarter of this year, with an MSRP of $317,986.Looks good! More details?2022 FERRARI 296GTB Specifications PRICE $317,986 LAYOUT Mid-engine, RWD, 2-pass, 2-door coupe ENGINE 2.9L/654-hp/546-lb-ft twin-turbo direct-injected V-6 plus 165-hp/232-lb-ft permanent-magnet electric motor, 818-hp/546-lb-ft  (comb) TRANSMISSION 8-speed twin-clutch auto CURB WEIGHT 3,500lb (est) WHEELBASE 102.4 in L x W x H 179.7 x 77.1 x 46.7 in 0-62 MPH 2.9 sec (mfr est) EPA FUEL ECON, CITY/HWY/COMB Not yet rated EPA RANGE, COMB Not yet rated ON SALE Fall 2022 Show All

High-performance SUVs are a thing. Or just ask Ford, Jeep, Dodge, Acura, virtually all the European luxury brands, and now Cadillac. The 2023 Cadillac Escalade-V is the first and seemingly least-likely Cadillac SUV to wear the V-Series badge. But, with the brand focusing on expanding its high-performance V sub-brand—and on the heels of the launch of the Cadillac CT5-V Blackwing—the humongous Escalade-V starts to make sense. Why not combine your most recognizable product with the V treatment you're hoping to make more recognizable, even if that product is a full-size, three-row SUV seemingly antithetical to V's athletic aspirations?And it's not like we didn't see the Escalade-V coming. We've seen it in spy photos and teasers. Cadillac now is sharing the first pictures of its massive performance SUV. All the pertinent details, however, are being reserved for a later date this spring. But with the pictures and video below, we can at least see how it will look like and gather some hints about what lies beneath.To the surprise of no one, the Escalade-V looks pretty much like the regular Escalade with V-Series badges and quad exhaust tips. Sporting a black grille and black details on the lower door panels, the 2023 Cadillac Escalade-V rides on unique wheels and high-performance Bridgestone tires. Big red brake calipers can be spotted peeking through those rims, and likely are sourced from Brembo. Expect GM's Magnetic Ride Control adaptive suspension to come standard, too.To address the elephant in the room, yes, the Escalade is gigantic. Any other smaller, lighter Cadillac SUV would have made more sense as a V-series. But remember, GM's chassis engineers are magicians, as evidenced by Cadillac's other V-series models' fine handling. While they'll have their work cut out making the tall and heavy Escalade dance, we can't wait to see what they've done.The big question is what will be under the Escalade-V's massive hood. Based on the exhaust sounds in video released by Cadillac, we're expecting the supercharged LT4 V-8. This engine also is used to power the CT5-V Blackwing sedan, where it makes 668 hp and 659 lb-ft of torque. Those numbers might not be the same in the Escalade-V—Cadillac will probably sacrifice some horsepower for greater torque lower in the rev range to help git this beefcake moving—though no matter what we'll see more than the 420 hp in the regular gas-fed Escalade. As far as the transmission goes, expect the 10-speed automatic to stick around, albeit retuned for snappier shifts and more eager gear selection.Inside, things should remain pretty much the same. A V-Series logo can be seen on the steering wheel, and we will perhaps see it on the headrests, too. Cadillac only revealed one picture of the interior, so we can only guess it will incorporate more carbon fiber trim and contrast stitching. But the 38-inch curved OLED dashboard screen should remain and perhaps will include the Performance Traction Management system that the CT5-V and Chevrolet Corvette have, which lets the driver adjust the stability control's settings for more performance.Although Cadillac is referring to this SUV as a V-Series model, it looks like it will officially bear the name of Escalade-V and not Escalade-V Blackwing. But that info and all the details are reserved for the spring when Caddy plans to share more with the world, after which time expect the 2023 Escalade-V to arrive at dealerships on the second half of this year.