Tuesday, August 19, 2014

Insanely rare Bugatti Vitesse - Sold at Bugatti San Diego - Symbolic Motors

This is a vehicle that we've been waiting to present for a long time. The customer ordered the car almost a year ago and just like that, the car finally arrived. More information coming soon - enjoy the photos!

All photos by Spencer Berke












































Order your Bugatti today at 858.454.1800

Wednesday, August 6, 2014

The new Bentley GT3-R - Available at Bentley San Diego!


Bentley announces the rarest and most dynamic member of the esteemed Continental family of Grand Tourers with the arrival of the new Continental GT3-R. It is inspired by the new Continental GT3 race car that stormed to victory at the second round of the Blancpain Endurance Series at Silverstone, the first UK race for Bentley for 84 years. Blending proven track and road credentials, the Continental GT3-R is a highly exclusive and unique interpretation of performance-focussed luxury, limited to just 300 examples. All 300 examples of the Continental GT3-R will be hand-built in Crewe and finished in Bentley’s Motorsport division.

Bentley engineers have developed a retuned version of Bentley’s race-proven, high performance 4.0-litre twin-turbo V8 for this new two-seater GT. Developing 580 PS (572 bhp / 426 kW) and 700 Nm of torque, together with a 100 kg weight reduction and shorter gearing, the Continental GT3-R is the fastest-accelerating Bentley ever. Capable of reaching 60 mph from a standstill in just 3.6 seconds (0-100 km/h in 3.8 secs), the GT3-R is a Grand Tourer with the performance of a racer.

Complementing the revised powertrain is a further development of Bentley’s renowned all-wheel drive system, which now features torque vectoring for the first time. Together with modified Electronic Stability Control (ESC) and a chassis tune optimised for outright cornering ability, the Continental GT3‑R is the most dynamic, responsive and involving Bentley road car ever.
Wolfgang Dürheimer, Chairman and Chief Executive of Bentley Motors, comments:
“The experience of driving a Continental GT3-R is awe-inspiring, and takes the dynamic abilities of our Grand Tourer to new heights. We were inspired to create something extremely special for the road by the performance of our Continental GT3. It is a celebration of the Bentley passion for building outstanding drivers’ cars. To be a true Bentley, the GT3-R had to be the most luxurious track-inspired Grand Tourer ever, and this car pushes our trademark combination of luxury and performance to a new level.”
A Revised Powertrain Developed For Acceleration
For the GT3-R, Bentley’s powertrain division set about developing a special combination of engine, driveline and exhaust to create an evocative, powerful yet efficient system. Bentley’s popular and widely acclaimed 4.0-litre twin‑turbo V8 engine, now race proven by the Continental GT3, has been fitted with precision-honed high-boost turbochargers and developed with new engine control software to liberate 580 PS at 6,000 rpm and 700 Nm of torque from 1,700 rpm.

This increased power is fed through the Continental’s eight-speed ZF automatic gearbox, now with shorter output gearing to enhance acceleration, to Bentley’s renowned all-wheel drive system. For the first time for a Bentley, the drivetrain has the ability to control the torque at each of the rear wheels through the use of torque vectoring. Recalibrated control software means that Drive and Sport modes are moved further apart, each with different characteristics and with Sport mode designed for more spirited driving. Maximum driver control is provided by completely recalibrated paddle shift functionality.
A soundtrack appropriate to the new levels of performance is provided by an all-new titanium exhaust, which not only provides a weight saving of 7 kg but also has allowed Bentley’s acoustic engineers to give the GT3-R a unique baritone roar.
A Chassis System For Ultimate Driver Engagement
To provide a dynamic capability unmatched in the Grand Touring sector, the GT3-R receives a chassis system focused on performance whilst retaining a cossetting level of refinement for everyday use. Air springs and dampers use a development of the sports-tuned setup from the Continental V8 S, already recognised as the best-handling Bentley ever, while lightweight forged 21” wheels and high-grip Pirelli tyres deploy the torque-vectored power output of the engine.

This combination, together with a sport-focused Electronic Stability Control programme, offers a Continental with a new level of handling dynamics and turn-in agility, while both the chassis and powertrain respond immediately to throttle inputs.
Deceleration is via Bentley’s record-holding Carbon Silicon Carbide (CSiC) braking system. 420 mm front discs are slowed by 8-piston calipers finished in eye-catching green paint, while 356 mm discs are fitted to the rear axle. With the ability to absorb up to 10 megajoules of energy (enough to power a family home for six hours) in a single stop yet remain fade resistant, Bentley’s CSiC brakes are an engineering masterpiece in their own right.

Commenting on the performance of the new Continental GT3-R, Bentley’s Member of the Board for Engineering, Rolf Frech, comments:
“We wanted to develop our powertrain and chassis systems further than ever before for the GT3-R project. The result is a Continental GT that is more dynamic than ever, with a torque vectoring system that neutralises understeer and a chassis tune that is both direct and forgiving. We’ve differentiated the Drive and Sport modes further to give the driver a choice between a relaxed and refined Grand Tourer and a sharp supercar with instant responses. The reflexes of the car are matched by the throttle response from our redeveloped V8 engine, and the new turbochargers eliminate turbo lag. Bentleys are rewarding drivers’ cars – but dynamically, the GT3-R is our finest hour yet.”
Delivering Luxury Together With Extreme Performance
All Bentleys are a combination of luxury and performance, and the Continental GT3-R is no exception. Featuring a unique two-seat cabin handcrafted from carbon fibre, Alcantara® and the finest leather, the GT3-R is as breathtaking in its approach to interior design as to its dynamic ability.

The two-seat configuration includes a pair of new bespoke sporting seats with additional side support through deeper bolsters, including newly designed foam layers for comfort and finished in Beluga black leather with diamond-quilted Alcantara®. This exquisite material is also hand-trimmed to the steering wheel and gear shifter, while the centre console and fascia panels are handcrafted in carbon fibre. Carbon fibre is also used to create beautifully sculpted door casings that also include diamond-quilted Alcantara® inner panels. In place of the rear seats is a new uniquely trimmed rear cabin, complete with a carbon fibre surround and finished in leather and Alcantara®.

Contrasting the Beluga leather and motorsport-inspired materials is a vivid accent green, used as a hide colour on the seats, instrument panel and door panels and in contrast stitching throughout the seats and diamond-quilted areas. GT3-R badging adorns the centre console, passenger-side fascia panel and sill treadplates, while the seats receive GT3-R stitching to the headrests in contrast-green thread.
Dramatic and Purposeful Exterior Style Statements
For the exterior of the GT3-R, Bentley’s Design team was tasked with creating a more purposeful stance than ever before. A new front splitter provides an assertive look to the front of the car, balanced by a new fixed rear wing fitted to the boot lid – both finished in exquisite carbon fibre. The bonnet incorporates two vents to improve the cooling capacity of the powertrain system for repeated accelerations while also invoking the shape of the Continental GT3 racer in a styling element where form follows function.

The gloss carbon fibre contrasts with the Glacier White paint that all 300 cars will be finished in, and the inspiration of the Continental GT3 race car is highlighted by the use of two-tone green graphics that trace the two power lines to the side profile of the car – one leading backwards from the front wheel, the other tracing the shape of the Continental GT’s iconic rear haunch.


Further inspiration from the Continental GT3 is reflected in the finishing touches to the exterior – the headlamp bezels, matrix grille, window surrounds and bumper strips – all finished in stylish gloss black. The visual appeal of the Continental GT3-R is completed by an all-new lightweight 21” wheel, machine-forged from high-strength alloy and finished in gloss black. Purchase of the car also includes free standard servicing for four years (at the 10,000, 20,000 and 30,000 mile marks). Order books for the Continental GT3-R are open now, with deliveries to start late in 2014.
You can pre-order yours today at Bentley San Diego - 858.454.1800 - www.SymbolicMotors.com
All credits go to Bentley Photographers - Article by Bentley Motors

Monday, August 4, 2014

Lamborghini Huracan Super Trofeo Debuts August 15!

Latest teaser shows track-focused Huracan in action.


Wearing an army camouflage disguise, the Huracan Super Trofeo has been teased once again as the Italian carmaker announces the new racecar will debut at The Quail in Monterey, California, on August 15. From the brief video, we can see the LP 610-4 Super Trofeo comes with a much wider body than the stock Huracan, a massive rear wing, aggressive diffuser, while other mods include a carbon-fiber front splitter, black wheels wrapped in racing slicks, and a stripped-out interior. Power will come from the Huracan’s 610-hp 5.2-liter V10. The race car is being readied for competition and will take part in the 2015 Blancpain Super Trofeo series.

Monday, July 28, 2014

1976 Porsche 934 Turbo RSR JUST IN - Special Inventory

This was the 20th of 31 examples completed and one of only two such examples completed in all black. 930.670.0170 was ordered up new for an entry at Le Mans in 1976 by Jaime Lazcano of Madrid, Spain. Lazcano and lead team driver Ben Heiderich along with co-driver Juan Llagostera made the April test sessions in a practice car while the team awaited the completion of their new 934. All three were long-term Porsche veteran drivers with more than three decades of racing under their combined belts. The three had numerous outings in both Werk's Team 907, 911R and a variety of other Porsche GT and Sports Racers beginning in the mid-1960s. The 1976 Le Mans race was to be their last professional race.


Despite having to use a borrowed back up car in the April practice sessions, for the upcoming June 13th 24 Hour race, Le Mans officials accepted the team and formally assigned them race number 80. Despite many efforts over the next two months, Llazcano failed to obtain sponsorship and funding to complete the purchase of his new 934. He was therefore unable to turn in the necessary entry documents on-time and the Le Mans officials declined the car's acceptance into the race.


After failing to show at Le Mans, 930.670.0170 remained at the Porsche Factory in a "limbo" status until it was sold as a new car in 1977 to Mitsuwa Motors Ltd., Japan, the official Porsche distributor in Japan. Despite being fully road-legal, no 934 had yet been imported into Japan and not being type certified in order to bring the car into Japan, Mitsuwa had the passenger seat and speedometer removed and formally declared the car imported for "race purposes only." It remained with Mitsuwa for nearly a year until being sold to one of Japan's most respected and prominent collectors, Yoshuki Hayashi. Hayashi Samma had the car immediately road registered but the car frightened him so greatly that he put it up for sale again within the year. In late 1978 it was sold to another prominent Japanese Museum Collector where it would remain carefully kept and secured, untouched and un-restored for the next 36 years until our recent purchase earlier this month.


930.670.0170 is one of only three known surviving 934 Turbo Carrera RSRs that was neither updated, modified or changed from its road delivery configuration. It has remained a pure, road-registered example since being sold new nearly 40 years ago. It is completely matching numbers, rust and accident free and will be sold with both a modern set of BBS wheels as well as the original delivery BBS wheels and now very ancient tires. A variety of additional spares, some still in their original Porsche wrappings will also accompany this vehicle as does a correct original speedometer and passenger seat fitted back in place.



Porsche 934 Turbo Carrera RSR (Background)

Replacing the enormously successful 3-litre RSR, the 934 was Porsche's latest Group 4 customer race car, the works team campaigning a pair of crack Martini-backed 935?s in the more extreme Group 5 class in 1976, leaving the lower category open to the satellite Porsche teams.

Based around Porsche's production 930, the 934 weighed in at 1120kg, just 20kg less than the stock model. This was because the Typ 930/50 3-litre motor that had been homologated in the H-series 911 Turbo was classed on the basis of its swept volume equivalency of more than 4-litres. Cars of between 4 and 4.5-litres had a minimum weight requirement of 1120kg, allowing Porsche to strip 934 right down and then strategically reposition the ballast to bring it back up to weight. Some parts inevitably stayed though and these often included stock door trim and even electric windows.

934?s were equipped with fully-adjustable suspension and anti-roll bars plus cross-drilled and ventilated discs with finned calipers. 16-inch BBS alloys were fitted along with a 32-gallon fuel cell under the front lid. The new Typ 930/75 turbocharged engine used a standard engine casing, crank, connecting rods and cylinder heads while at 2993cc, displacement was unchanged from the road car, as was compression at 6.5:1. With new pistons and water cooling for the air passing between the KKK turbocharger to the induction, output rose to 485bhp at 7000rpm. This was running at 1.3bar, however, well in excess of 500bhp was available with a little more boost. A complex twin Behr intercooler arrangement was housed in the deep front spoiler and allowed the engine to run more efficiently and reliably, revised Bosch K-Jetronic injection, larger intake ports and a reinforced four-speed gearbox also being added.

All this equated to some awesome performance figures, 0-60 requiring just 3.9 seconds while a top speed approaching 190mph was possible. The largely standard steel shells were equipped with lightweight glassfibre wheelarch extensions, doors, engine covers and front lids. At the front a distinctive apron housed five gaping air intakes to feed the central oil cooler, twin Behr water radiators and brakes. This would be the last 911 racer to retain some semblance of the original shape for many years. Those curvaceous front wings and the exposed sloping tail were heavily modified for subsequent customer cars, namely the more aerodynamically extreme Flat-Nosed 935.

The prototype 934 was completed in September 1975 and tested extensively around Europe where it proved considerably faster that its predecessor. 31 934?s were built, but even as early as spring 1976, the factory were providing owners with the opportunity to transform their vehicles into 934/5?s. This could be done either by Porsche or the privateer teams themselves, the 934/5 upgrade pack including wider wheels and a split-level rear wing normally good for a couple of seconds per lap.

In 1976, 934?s dominated most series they contested, the prestigious World Manufacturers and Trans Am Championship's both falling its way. Developments for 1977 saw the arrival of a new IMSA-spec 934, ten of which were produced with 934/5 wheels and wings. Also featuring new Typ 930/73 flat six motors, output rose to 540bhp at 7000rpm thanks to the adoption of mechanical rather than electronic fuel injection. 1977 proved to be another good year and with IMSA now allowing turbocharged cars to race, Porsche added this series to their ever expanding resume. World Manufacturers and Trans Am titles were again secured in 1977 along with a class win at the Le Mans 24 Hours, this feat being repeated at the French classic in 1979.