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The Evolution of Supercars

The story of the supercar spans over a century long history but it becomes exceedingly difficult to define what a supercar really is. So, what I collectively decided to start writing from was from the “Year 0” The 1960’s and the Lamborghini Miura, the first supercar to exist. Yes, supercars have technically existed since the early 1900s but everything before the wars was still in early development with no massive breakthroughs. Consumer interest, the quality and quantity of production have only seen a rise after the wars. There was not much to separate an ordinary car from a “supercar,” having a car itself was a luxury and it was a niche interest. With the rise of technological and economical advancements, this niche interest and its community grew extremely quickly as did the rate of production of new and completely different cars. Supercars are expensive cars built to thrill the minds of enthusiasts who seek to experience street legal high-end performance. A supercar has a much deeper purpose but, on the surface, it really has one thing it is expected to achieve, and that is to go fast, faster than before, and faster than anything else. This is the idea, the greed that has led cars to evolve and become better and more impressive over time. If the manufacturers did not want to set records or be better than others in terms of performance. Cars would not have evolved and many of the marques we see today wouldn’t have existed.

The 300 SL Gullwing is really what started this chain of inspiring new innovations that would change the generations of supercars to come. Firstly, it made use of a space frame chassis, made up of long lengths of triangulated tubular steel that account for its extremely rigid and steady chassis offering enormous strength while being lightweight. This design enabled the triangulation tubes to dissipate load properly to the other conjoined tubes. But other than that, what it’s more importantly known for is the fact that it was the first road going car that made use of direct fuel injection system, a complete game changer that would go on to replace the basic carburetor system in cars as a whole. The fuel injection system was much more effective and efficient as there are injector valves that directly reach into each cylinder of the engine to

Provide bursts of fuel at each stroke under high pressures. This repeats in cycles. This whole procedure was much more refined than the carburetors where fuel is just pumped from the carburetor (a fuel tank/reservoir) which is then combined with air and taken into the engine. After that this system was implemented in every car replacing the carburetor to increase performance. It takes a first to start such a substantial change and that one was the Gullwing. Like how the Gullwing did it, it might be that soon a couple of engineers may come together and design a new system that would make fuel injectors obsolete. But who knows, after all this system will leave anyways as cars continue to evolve like ever.

The Lamborghini Miura had the biggest impact on supercars. In the eyes of millions, it was the first modern supercar and the wild wave of supercars and hypercars only started after the Miura was unveiled at the 1966 Geneva Motor show. Ferrucio Lamborghini shocked the world with the first Mid-engined V12 production car that was born purely despite Ferrari. Until the Mid-Sixties engines usually resided in the front sometimes in the rear which either shifted the weight balance or resulted in elongated bonnets and ludicrous workarounds to overcome the problems with these engine layouts. Apart from that uneven weight distribution made the car unstable and have either under or over steer. Having the engine sitting in the dead middle behind the driver and the gearbox solved these problems and this brilliance was put into the machine first by none other than Lamborghini. The Miura was brought to life first as P400 indicating its 4.0 Litre Naturally Aspirated Engine that could produce 350bhp (ultimatespecs.com), but since this engine was big it had to be mounted transversely which meant it was rotated 80 degrees rather than just running in line with the car as usual which was also something new to see. Apart from being a pioneer of science the Miura also looked beautiful artistically but also aerodynamically.

There were holes cut into the chassis to reduce weight and the doors had air vents on them. The headlights themself were not just designed for aesthetic purposes but also concerning airflow. Everything special about this car inspired other car makers to pick up on these features and implement it into their designs to ultimately produce a more refined car without the same flaws in their previous models. “The fact is that supercar science changed forever the day that the Miura arrived, and, for many, the famous Lamborghini represents the beginning of the modern supercar.”

Forced Induction is one of the best ways to boost engine performance directly, that is why every car maker has used superchargers to go the extra mile ever since they were first put in use by Bentley in 1927. How they work is not that complicated. A carefully placed air pump feeds more oxygen into the engine cylinders which is the basic principle of ‘Forced Induction.’ So as more air is fed into the engine the explosions during combustion are bigger and produce more power compared to a normal naturally aspirated engine where there is no force feeding of air involved, the combustions are natural. The stunning Blower Bentley had a 4.5-litre capable of producing 130hp however the competition was catching up and something new needed to come in the mix to keep it from drowning and that is when the clever Sir Tim Birkin had the idea to fit the Blower with a supercharger. Prior to this, superchargers weren’t preferred and even today lots of times they aren’t because of the lack of reliability and other drawbacks such as added weight and temperature increases which was dealt with later on with the introduction to intercoolers. But the Blower had shown that the boost superchargers provided cannot be neglected as the 130hp produced was upped to 175hp and even 240hp. Other cars that started to pick up superchargers as a method of forced induction after including the Auburn Speedster, Alfa Romeo 8C, Bugatti Type 55 and many more.

As mentioned before, superchargers were flawed, and they needed to be replaced by something more efficient and less flawed and that is where Porsche comes in and does wonders. As Porsche was searching for new ways to put out more power with the 911 it came to their realization that fitting a turbo on the flat-six could certainly do something. Turbochargers are not vastly different from superchargers because they play the same role but objectively better. While superchargers use the engine rotation to work, turbochargers on the other hand use the exhaust gases flowing through a turbine to force the air in. A dreadful problem in this system is the lag between the power burst and when the accelerator is pressed (turbo lag) but even then, there were many methods that came in to reduce turbo lag as much as possible. Nonetheless the boost was enormous and caught the eyes of many others with similar intentions. About 80hp more than the non-turbo version of the car (The Science of Supercars, 2018). The turbo released the inner beast of the car unlike anything. “As for the turbo lag, well it can be a while. When the turbo finally lights up, you end up eating the road really, quickly, so if there’s a car 100 yards ahead when that boost comes on, you’re up on the bumper of that car really, quickly…” — Magnus Walker (The Science of Supercars, 2018) (Renowned Porsche collector). Along with the more common use of turbos, the use of technology now serves a completely different primary purpose while also normally boosting performance. Turbos are now generally regarded as the piece of science that makes cars more economically acceptable. They make car emissions more docile and allow them to be in a public environment while confirming they do not pose as much of a threat to the atmosphere as they used to. So, the technology itself is not found rarely in supercars and luxury saloons like back in the 80s but can be commonly found in everyday cars being used to fit the ever so strict regulations. At the end of the day, it can be argued that Porsche and its game-changing use of turbos has saved supercars from extinction. It has been said that ever since, turbo chargers have become one of the most advanced and important technological and scientific inventions in the history of automotives.

Porsche was not quite done after the 911 Turbo because the release of the 959 set Porsche at the forefront of innovation in supercars. Although it is sometimes overlooked when reminiscing about iconic cars from the 80s, the Porsche 959 rivaled Ferrari’s 288 GTO and F40, which often steal the spotlight. The technology that the 959 possessed was exceptional earning it the title of the “most scientifically advanced car of its generation.” Despite being the most technologically advanced, the 959 was also the fastest car in the world at that time. Some of the systems in the 959 were computer controlled 4WD that offered dry, wet, snow and off-road. Something that had never seen before in a car. The ABS brakes were computer controlled, the ride height and suspension could also be varied (The Science of Supercars, 2018). Tyre pressure monitors were also a new thing. But the focus of the lengthy list of technology this car used is the torque vectoring system which was also one of the best inventions at the time. The way this system works is that it lets each working wheel supply maximum traction independently. Electronic sensors on each tyre send feedback to the main ECU (Engine Control Unit) which would allow it to grip on the road accordingly which then allows traction to occur. Once again this is then reported back to the ECU and this time more information is provided such as the steering angle, rotational speed and so on. Then, the engine would be asked to provide torque to the wheels. You can see how advanced this technology was at the time of the 1980’s. Since then, torque vectoring has become increasingly common in modern supercars. The impact was made, and the message was delivered by Porsche as it was the first supercar to ever do it.

The use of composite materials in cars was unprecedented until Ferrari put their brilliant minds together and figured out that to go even faster than before, the car must simply have more lightness. Aluminum, alloy and fiberglass and other ‘lightweight’ materials used up until now were still not light enough and here’s where composite materials come in. Ferrari’s 288 GTO made use of strong synthetic fibers like carbon fiber, Kevlar, and other materials such as molded fiberglass along with aluminum honeycomb (The Science of Supercars,2018). The result was a car that was 113kgs lighter than their ‘lightweight’ 308GTB Speciale. It was safe to say that there are many more ways to reduce weight and make use of better materials. While aluminum may have been the norm at that time, the use of carbon fiber also rapidly started rising and gradually taking over. A look at a modern-day supercar now and it would be awfully hard to not spot carbon fiber on its body. It is also honorable to mention that the Renault Alpine GTA which was released 2 years after the 288 GTO followed a similar pattern of engineering which was making use of fiberglass and polyester components to make a lightweight structure that would help with its very agile handling.

Beauty and art in supercars are just as important as the science behind them and there is nothing that does beauty like Ferrari. Launched in 1987 for the 40th Anniversary of Ferrari and the final car commissioned by Enzo, the F40 always stays on in the front of the minds of car enthusiasts. This car achieved wonders and reached heights of popularity that could not be imagined. The most recognizable silhouette of them all, The F40 was designed with nothing but raw power in mind. Ferrari did the opposite of what Porsche did. A complete bare and pure example of a race to road going car was the F40. The Beast’s heart was not a usual V12 but instead a 2.9-litre TWIN turbo V8. This enabled the car to do 0–60MPH in 3.8s and hit the 200 MPH mark, the first road going supercar to ever do it in automotive history. There is a lot of inspiration to gain from this car, but it is from its engineering principles. This car’s use of composite materials was significantly higher compared to the 288 GTO. Joints were glued instead of welding to save weight; more Kevlar and carbon fiber came into the mix as well. The weight savings on this car were pushed to the next level. Lack of carpets, no electric windows, no power steering, no airbags, no central locks, no ABS, and even fewer layers of paints. But that did not mean the car lacked performance as the technology used in this car was directly taken from Ferrari’s F1 departments. But a game changing element amidst all its glorious details are NACA ducts. A genius method to use air drag for the benefit of the supercar. If you look at the F40 you can notice ducts and scoops throughout its glimmering body. Especially at its sides behind the door panels. This was a new piece of science that Ferrari made use of called the NACA ducts (National Advisory Committee for Aeronautics) originating from the aerospace industry but are brilliantly used in this car to solve cooling issues posed by the twin turbo V8 (The Science of Supercars, 2018). Many ducts are punched into the car at an angle that takes in air and uses it to cool the brakes and the insides, however placing this carefully to have adequate intake is still a challenge that Ferrari faced but, in this example, it worked perfectly just at the cost of more aerodynamic drag.

Coming into the 90s the supercar world would start changing drastically and slowly take the shape of what we see today, and that mark was first made by none other than the McLaren F1. What many consider to be the greatest supercar of all time? McLaren initially set out to build the finest road supercar, with the best power-to-weight ratio, but they accidentally created the world’s fastest production car at the time of its release in 1992. Designer Gordon Murray (main brain behind F1) wanted Honda to do the honors of making his next engine. He visited Honda to test drive the NSX and realized its handling was worlds apart from the popular makes, Lamborghini, and Ferrari. It was that experience that gave him the idea to make a car that handles the best on the road and gives the driver the optimal, safe and polished race car experience on the road. Things took a turn when Honda refused to build an engine that fit his requirements (at least 4.5-litre V12) and he ended up signing a deal with BMW in the end. Fast forward to the engineering of this absolute unit and its unprecedented usage of composite materials. McLaren F1 introduced the idea of Monocoque Chassis to the automotive world and much like the other innovations over time this was going to change the game completely, especially for marques using outdated heavy chassis like the space frames, ladder frame, and torsion box. A carbon fiber monocoque chassis was the peak, it is a single unit that is made up of many smaller components that are composite. This offers better twist and stiffness. Structurally it was more precise and gave shape on which the systems and parts could later sit on. This was also the first car to make use of honeycomb to stick two pieces of carbon together much like the technology to build F1 cars. This new method of building chassis puts McLaren ahead of their competition and that would only make its competition seek out even better ways to improve their product. However composite materials were not cheap but the F1 was not an ordinary car, it was built with sheer competence and no compromise whatsoever. The point was made clear when actual gold was used as it was the best reflector of heat in the engine compartment. The 6.1-litre NA V12 was the heart of this animal capable of pushing 627bhp, with 617 Nm of torque @7500RPM. Every part of the car except the taillights being tailored for a specific purpose, no extra cosmetic features, no driver assisting technology and you have the result, just a tad bit heavier than the weight goal: 1138 kg (initial goal:1000kg) and the best power to weight ratio (550hp/ton). Composites and such eliminations helped save a ridiculous amount of weight on this car and that became really fascinating later. This type of engineering using composites was seen on a much larger scale when Horacio Pagani founded Pagani and crafted vehicles that became the pinnacle of art and science combined. The influence of Murray was visible. Pagani’s Zonda, revealed in 1999 at the Geneva Motor Show took people by surprise because it was completely built with carbon fiber, including a complete carbon fiber interior, the first ever in fact, taking the use of composites to a next level making it work both beneficial in both a performance and artistic perspective. Back to the F1, it came without power steering, power brakes and ABS to give the car a pure driving experience, but interestingly enough a pop up spoiler was designed for it that would assist braking even at the record breaking speed of 242 MPH, This technology was very ahead of its time and later on came to be known as active aero that is actively used now. The fastest car in the world could do 0–60 in 3.2s without ever being built with that intent. This marked the start of a new revolution. It was no longer acceptable to make a car with half as much as thought put behind the F1. A new era then began. The thirst for speed was ever so strong after. The chase for making the fastest, finest road supercar was well on its way and that’s where an old titan steps back into the game.

In supercar history, there is only another name that people can think of that has made as large of an impact as the McLaren F1, so significant that it was no longer just talked about by car enthusiasts and that is Bugatti. Forged with excellence in Mosheim France, a machine that cannot be rivaled, a complete obliteration to the competition and everything that tried to be half as great. Bugatti Veyron with 1000bhp 8-liter quad turbo 16-cylinder engine and a completely new gearbox designed specifically by the engineers. Able to go 0–60 in 2.5 seconds and the later variant (Super Sport with 1200bhp) hitting 267.856mph breaking the record and finally besting the McLaren F1 (ultimatespecs.com). Although this car did not have an extraordinary side to it like scissor doors, exotic door key and complex shape, it was still mind boggling because the part that really shined was the engineering behind this car.

This pinnacle of performance had a list of impressive feats, but the spotlight will be on its marvelous engine and the new transmission system. Supercar systems and technology have been constantly evolving and improving except for one of the most important things, the transmission and Bugatti finally brings that change with the Twin Clutch DSG Gearbox. It is just 2 gearboxes combined into one unit, with two clutches, two shafts. Each clutch manages each shaft, and each shaft could spring over to different gears. One shaft carries even gears and the other one carries the odd. This makes gear switch quicker as one shaft is on the current gear the other has the gear above and below already selected. Only the clutch work remains but this eliminates the delay between the gear switches in a normal gearbox as in this system the gear that will be switched to is already selected by a secondary shaft, only the clutch must hand over to the other clutch and the power is then given to the output shaft. This made the gear change smooth and instantaneous (The Science of Supercars, 2018). Coming onto the engine the sixteen cylinder was in a W configuration instead of the standard V or inline giving it the name W-16. The reason the massive 16 cylinder was used anyways was durability, as Andy Wallace states, it was entirely possible to extract over 1000hp with a smaller V8, but you are looking at a very short life expectancy and reliance (Wallace, 2018). This engine’s principles stay similar in both the Veyron and the Chiron, but the Chiron takes it a little further because each cylinder is producing 31 more horsepower and so the turbos are 69% bigger than the Veyron’s but each cylinder producing less than 100 hp would make it look like you are not losing much if one of them stop working as you drive, in fact you wouldn’t even notice so to ensure that is not the case Bugatti uses ionic and lambda sensors together with other technology to receive feedback from each combustion cycle from the engine (Wallace, 2018).

There was more weight saving seen of course in the Chiron with the use of composites in places like the engine compartment and the brakes. Organic material was used to be of effect only in places where needed and to save unnecessary weight. The Chiron was the ultimate successor in the end as well, setting a speed record of 305mph, capable of doing a 0–60 in just 2.4 seconds. 1500 hp, something that sounds so surreal because in the books of history the first ever ICE car Benz Motorwagen produced just 2/3bhp (The Science of Supercars, 2018). Over more than a century later a single cylinder could produce 140x times that power. The fruits of evolution lead us to where we may have almost peaked in automotive terms. Being the fastest finest supercar on road set an example and more importantly a benchmark in the modern era after the McLaren F1.

It is not only Bugatti that has been such a big pioneer in the modern times though, before the Chiron there was another old name in the mix, in fact three that will dictate our future with their finest products altogether known as ‘The Holy Trinity.’ McLaren P1, Ferrari LaFerrari, Porsche 918.

The spectacular thing about these cars was the introduction of a new type of drivetrain not seen before in the supercar world. Hybrids. A mix of using both electric power and fuel at the same time due to environmental concerns, social pressure, and the near extinction of supercars due to the constant debates about the effect of them on the environment. What this hybrid drivetrain did was maximize performance at the same time as reducing emissions and fuel consumption, the supercars in this case use the electric power together with the internal combustion engines to deliver more torque and horsepower. Although the holy trinity put out similar results (0–60 times, bhp, weight to power) they share many differences as well. The Porsche 918 being the most technologically advanced among the three and being the most diverse in terms of use as it is extremely easy to drive when you are not racing it. It uses a 4.6-litre NA V8 as its main power source which produces about 600 bhp and 540 Nm @6700RPM; however, the inclusion of two electric motors, which is unique to the 918 in the trinity, provides it an electric boost pushing it to 880bhp and 1280 Nm of torque. Speed aside, how the car produces enormous power like this is the fascinating part. The battery pack is in the middle of the vehicle and there are two motors, one at each axle which allows it to have a proper weight distribution and have AWD which is also unique to the 918 in the trinity. The hybrid system’s energy is recovered through engine braking or from being charged externally. Combining these three units gives you spectacular results, which is a clever way to implement this hybrid technology. LaFerrari does it a bit differently with the hybrid system always working acting as an e-boost, unlike the other two, it does not have an all-electric drive feature. 800bhp without the electric motor, 970 with it intact (The Science of Supercars, 2018). LaFerrari uses HY-KERS, a unique system that consists of a Motor Generator Unit with two shafts, one of them which is usually in harvesting mode. When power is needed by the engine, The MGU goes to a motor and transmits power through the shafts that work coupled with the NA V12. The P1’s hybrid system works remarkably like the 918’s where the main charging method is the recovery braking but can also be charged externally. Its motor provides an additional 176bhp on top of the ICE’s 727 bhp. The holy trinity also has active aero which has surfaced the modern supercar world since the F1 but redefined and improved. Flaps in the rear or front (ex: Pop up spoiler) that open and close accordingly to either assist with braking or increase downforce and grip during cornering.

Before concluding, it is important to state that there is much more that was part of the evolution than what is listed above, some honorable names such as the CLK 500, the E type, Audi Quattro, Lamborghini Countach, Koenigsegg Aston Martin Valkyrie and many more. Everything and its impact could be studied further but to simplify loads of information, everything above is listed due to high significance and relevance in automotive history. Of Course, with enough time and research you could practically link back each system in a supercar today to its first use and rise. But that is to be researched some other day.

Finally, we have the cars we see today, that can be correlated to their predecessors and technology that can be traced back to their first use and its massive rise later wards. The Holy Trinity back in the 2000s may have sounded like a risky investment, but with the acceptance and excitement now regarding hybrids and use of electric motors especially with the amount of Tesla’s on road, that idea may have slowly started to show form in the supercar and hypercar world.

Rimac and its Concept One and Nevera that have been a hot topic for a while, may just be the new thing. After feedback was positive for the Concept One revealed in 2012. Claimed to be the fastest car with an output of 1088 HP and 1600 Nm of torque capable of going a top speed of 221 MPH. Nevera was announced in 2018 with technical specs on paper capable of absolutely demolishing the current fastest car the Chiron. 2000bhp, all electric with 4 motors one on each wheel and power output of 2,360 Nm of torque with a 0–60 time less than 2 seconds. Which if claimed is true then that could potentially be the best the world has ever seen. All done by a car not using the standard century old ICE. It is interesting to see how far supercars have come, the Nevera makes use of composites, a carbon monocoque, all wheel torque vectoring, electric motors, AWD, active aerodynamics and most importantly its sheer will to be the fastest car on the planet. An active product of automotive evolution it is. A top speed of 257 MPH at the time of its announcement in 2018 is no joke, although it’s been left in the dust after Bugatti’s 305 mark, the numbers, and specifications of the Nevera seem like a deal too big for even electric car haters to ignore. You could compare it to the legendary F1, or the Chiron and it would make sense despite its absolute biggest difference. Technology and science have brought us to a point where such changes would not surprise us anymore. Throughout the years we have seen huge breakthroughs overnight so while it may be safe to assume that the supercar industry will take a turn towards the hybrid/electric drivetrain products it is also not far off to assume that the statements of electric cars being more environmentally friendly could be disproved overnight and the ICE will reign once again. It is crazy to think that what you expect at this moment could be true in the next 10 years which makes it more exciting for the future of the automotive industry. Today we have hybrid performers like the Ferrari SF90 Stradale, Honda NSX, Koenigsegg Regera and Ferrari 296 GTB. Tomorrow will these hybrid cars end up as a failed attempt. Or will they become the dawn of a new era. An electric Era.

Key terms: ICE (Internal Combustion Engine), NA (Naturally Aspirated), RWD (Rear Wheel Drive), AWD (All-wheel drive), RPM (Revolutions Per Minute), BHP (Brake horsepower)

Referencing:

Roach, M., Morrison, J. and Waterman, N. (2018) The Science of Supercars. Firefly Books; Illustrated edition

Roach, M. (2015) The Supercar Book. HarperCollins; Illustrated edition

(11th February)

Wilson, T. (2016) Engine Theory: Forced induction Available at:

Skwarczek, M. (2020). The Original Bond Car, the Blower Bentley, Is Back. Available at:

Kierse, M. (2021). Porsche 911 Turbo S. Available at:

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