The introduction of turbocharging has significantly simplified the process of enhancing both performance and efficiency.
Take the Bugatti Veyron, for instance one of the fastest cars ever made its four turbochargers enabled it to deliver unprecedented levels of power and achieve record-setting top speeds.
However, the engine doesn’t produce an impressive sound and reaches its limiter at around 6,400 rpm. With modern noise regulations and emissions standards influencing engine design, turbocharging has become the most straightforward solution.
Fortunately, there remains a wide array of vehicles powered by naturally aspirated engines that rev to incredibly high levels. In fact, our compilation of the top 10 highest-revving engines is entirely composed of vehicles that completely forgo forced induction.
While they may not offer much low-end torque, they more than compensate with thrilling sound and a soaring redline.
Lexus LFA / Porsche 911 GT3 / Ferrari 458 – 9,000 rpm
Once engines begin approaching the 9,000 rpm mark, the character of their exhaust notes enters an entirely new realm.
Yet, none can truly equal the piercing, melodic wail of the Lexus LFA. Yamaha played a key role in tuning the engine’s harmonics, and the result is a sound that automotive enthusiasts consider one of the greatest ever produced.
The 4.8-liter V10, which delivers 552 hp, surges from idle at 900 rpm all the way to its 9,000 rpm redline in just 0.6 seconds, making it one of the fastest-revving engines on the planet.
The revs climb and fall so rapidly that Lexus had to implement a digital tachometer to keep pace. Adding to its prowess, the engine’s fuel cutoff doesn’t occur until 9,500 rpm.
Other standout cars, such as the Porsche 911 GT3 and GT3 RS, along with the sensational Ferrari 458 Italia and Speciale, also reach 9,000 rpm.
However, we’d argue that the Lexus LFA’s engine is the most musical of them all. The 458 comes close, but in this ranking, Porsche trails behind the two.
Porsche 918 Spyder – 9,150 rpm
The first member of the original “Holy Trinity” to appear on this list is the Porsche 918 Spyder, producing a combined 875 hp. It features a 4.6-liter naturally aspirated V8 paired with electric motors on each front wheel.
While we’re not big fans of the added weight that comes with electrification, there’s no denying that it benefits low-end torque.
Still, what captivates us most is the engine note and with a redline of 9,150 rpm, the 918 continues Porsche’s tradition of creating exhilarating hypercars.
Its top-mounted exhausts, which can emit blue flames, are more than just visual flair they position the sound of escaping gases closer to the cabin. And since the roof is removable, the Porsche 918 Spyder offers an unmatched auditory experience. The fact that it can exceed 200 mph is merely an added thrill.
Although Porsche is renowned for creating some of the fastest, most powerful, and most impressive performance cars ever made, the actual supercars bearing the Porsche emblem can be counted on one hand.
While modern 911 Turbos, GT3s, and GT2s undoubtedly offer supercar-level performance, they are more closely aligned with ultra-high-performance sports cars than true supercars in spirit. Officially, Porsche’s roster of supercars consists of just three models: the 959, the Carrera GT, and the more recent Porsche 918 Spyder.
Much like the 959 revolutionized the industry in the late 1980s, the 918 Spyder remains one of the most advanced, technology-driven vehicles ever created by the German automaker.
First previewed as a concept in 2010 and launched as a 2013 model, the 918 Spyder was a groundbreaking hypercar for the automotive world. It is widely regarded as the first hybrid hypercar and is credited with helping spark the wave of high-performance hybrid vehicles that has swept through the industry.
Built on a custom mid-engine platform, the 918 Spyder utilized technology inspired by Porsche’s extensive motorsport experience. Much like the Carrera GT sourced its 5.7-liter V-10 from a Le Mans Prototype project, the 918’s powertrain drew from the 3.4-liter engine used in the Porsche RS Spyder LMP2 race car.
The naturally aspirated 4.6-liter V-8 in the 918 generates 608 horsepower and 390 lb-ft of torque, while two electric motors—one front and one rear—add an additional 279 horsepower. This brings the total output to a remarkable 887 horsepower and an impressive 944 lb-ft of torque. A 6.8-kWh battery powers the electric motors and provides an EPA-rated all-electric range of 12 miles.
This extraordinary power, paired with Porsche’s exceptionally fast seven-speed PDK dual-clutch transmission and all-wheel drive, results in performance figures that remain extraordinary even seven years later, which in the world of supercars, is like a lifetime.
The 918 is claimed to accelerate from 0 to 62 mph in 2.6 seconds, though independent tests have achieved even faster times, with one recording a 0-60 mph sprint in just 2.2 seconds. The car can reach 0-100 mph in 4.9 seconds, 0-180 mph in 17.5 seconds, and complete a quarter-mile in just 9.8 seconds.
During its production run from 2013 to 2015, the Porsche 918 Spyder, alongside the Ferrari LaFerrari and McLaren P1, captured the fascination of car enthusiasts around the world.
While it didn’t quite rewrite the performance manual in the way that the McLaren F1 did in the early 1990s or the Bugatti Veyron did in the 2000s and 2010s, the 918’s hybrid powertrain, stunning acceleration, and surprising drivability made it an instant legend.
The 918 was capable of completing quarter-mile runs in under 10 seconds, all while remaining as easy to drive as the contemporary 911 Turbo in everyday situations. It was not only a feast for the eyes but also a thrilling symphony for the ears. And for those fortunate enough to secure a new one, it became a valuable investment when flipped shortly after production ended.
Now, with a new wave of hybrid hypercars on the horizon and Porsche’s upcoming all-electric supercar in the works, the 918 Spyder stands as a near-perfect first step in hybrid super-performance, proving that electric motors can do more than just help save the planet—they can also help create some of the most extraordinary performance cars ever built.
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Ferrari LaFerrari – 9,250 rpm
Debuting in 2013, the Ferrari LaFerrari represented the ultimate expression of the brand, serving as its first full-fledged hybrid hypercar.
Under the hood lies a 6.3-liter V12 engine, assisted by an electric system that boosts total output to 950 hp and 664 lb-ft of peak torque.
At its launch, it was the most powerful road car Ferrari had ever produced, boasting a claimed top speed of 218 mph an impressive figure even today.
While those numbers are astonishing, what truly sets the LaFerrari apart is the way it sounds at full throttle, hitting a redline of 9,250 rpm.
Still, as incredible as that is, this Ferrari hypercar surprisingly doesn’t rev as high as one diminutive Kei car from Japan.
Suzuki Cappuccino – 9,300 rpm
Equipped with a naturally aspirated engine displacing just 657 cc, the Suzuki Cappuccino might seem like an unexpected inclusion unless you’re well-versed in JDM culture.
Its compact three-cylinder engine may only produce 64 hp and 63 lb-ft of torque, but it’s undeniably a joy to rev, spinning all the way up to 9,300 rpm before hitting the fuel cut.
Peak output is achieved at 6,500 rpm, and while the redline is technically set at 8,500 rpm, the fuel cutoff doesn’t activate until 800 rpm later.
Coupled with a manual gearbox that requires driver engagement for every shift, reaching and sustaining those high RPMs becomes an engaging experience.
With the right upgrades such as improved connecting rods, pistons, valvetrain components, and more you can either boost this engine with a turbocharger or safely raise the rev limit even further.
Lamborghini Revuelto / Ferrari SP3 Daytona & 12Cilindri / Mazda RX-8 – 9,500 rpm
There are multiple notable vehicles in this rev range, but our spotlight falls on the Lamborghini Revuelto.
Its naturally aspirated 6.5-liter V12 engine is a standout, especially when paired with three electric motors, bringing total output to 1,001 hp. This hybrid powerhouse launches from 0 to 60 mph in just 2.5 seconds.
In addition to hybridization, Lamborghini has made major improvements to the transmission.
Gone are the clunky gearboxes seen in earlier Aventador models and special editions replaced by a modern dual-clutch system that enables far smoother shifts.
The V12 channels power to the rear wheels, while the electric motors handle the front, resulting in an advanced all-wheel-drive system.
Other vehicles that rev to 9,500 rpm include the Ferrari Daytona SP3, the rotary-powered Mazda RX-8, and Ferrari’s newest grand tourer, the 12Cilindri.
The latter boasts a redesigned naturally aspirated V12 engine that delivers an exhilarating soundtrack and a formidable 819 horsepower.
Whether it will be Ferrari’s final pure V12 is unclear, but all signs point to it becoming a significant success.
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Lamborghini Temerario – 10,000 rpm
Lamborghini has evolved significantly since the Gallardo era, and now the Temerario steps in as the brand’s new entry-level supercar.
The iconic naturally aspirated V10 is no more, replaced by a sophisticated plug-in hybrid system combining a twin-turbo V8 with three electric motors to generate a total of 907 horsepower and 590 lb-ft of torque.
Entry-level, in this case, is anything but underpowered.What stands out most about the new powertrain is the V8’s all-new Hot-V layout.
While it may not replicate the V10’s signature sound, its performance credentials are poised to make up for it especially as the engine approaches an astonishing 10,000 rpm redline.
The 2025 Lamborghini Temerario is a new sports coupe that, despite its fresh design, unmistakably carries the Lamborghini heritage. As the successor to the Huracán, the Temerario maintains the iconic shark-nose front end with a prominent lower-lip spoiler and sharp corners but introduces a more curvaceous roofline and side panels.
Beneath its sleek aluminum body is an entirely new aluminum spaceframe, housing the car’s powerful twin-turbo 4.0-liter V-8 engine. This engine is augmented by three electric motors—one positioned between the engine and transmission and the other two at each front wheel. This powertrain generates an impressive combined output of 907 horsepower.
To ensure the car’s V-8 engine delivers a thrilling sound, Lamborghini has designed a specially tuned exhaust system with multiple modes, allowing for an aggressive, high-pitched tone up to the engine’s 10,000-rpm redline. However, the exhaust system can also deliver a quieter experience when driving at lower speeds.
Inside the cabin, the Temerario offers more space compared to the Huracán, featuring three configurable screens that display both instrument data and infotainment options, with a third screen dedicated to the passenger. The name “Temerario,” meaning “fearless” or “daredevil” in Italian, perfectly embodies the bold nature of this Lamborghini road missile.
The 2025 Lamborghini Temerario marks a completely new chapter for the brand, replacing the Huracán in its lineup. As for pricing, it is expected that the Temerario will start around $290,000, with fully-loaded versions likely exceeding $350,000.
While specific trim levels have yet to be disclosed, buyers will be able to choose from a wide range of customization options, including cast, forged, or carbon wheels in multiple designs.
There will also be a variety of carbon-fiber elements available for the interior and exterior. Additionally, an Alleggerita (lightweight) package will be offered, incorporating carbon elements for the splitter, underbody panels, side skirts, and interior door panels, which, when combined with optional titanium mufflers and carbon wheels, reduces the car’s weight by around 55 pounds.
The car will launch with two exterior colors, Blu Marinus and Verde Mercurius, but Lamborghini offers over 400 custom colors and special liveries to ensure each Temerario is unique.
Under the hood, the Lamborghini Temerario combines a twin-turbo 4.0-liter V-8 with three axial-flux electric motors and an eight-speed dual-clutch transmission. The V-8 alone delivers 789 horsepower, while the electric motors contribute to a combined total output of 907 horsepower, putting the Temerario just 94 horsepower short of Lamborghini’s V-12 halo car, the Revuelto.
One of the electric motors is positioned between the V-8 and the transmission, with the other two located at each front wheel. The V-8 reaches a redline of 10,000 rpm, delivering peak torque of 538 lb-ft from 4,000 to 7,000 rpm.
When the electric motors are engaged, the total torque climbs to 590 lb-ft, ensuring rapid acceleration and seamless power delivery across various driving conditions. Thirteen drive modes are available via a rotary button on the steering wheel, including launch mode and three levels of drift mode, allowing for customizable driving dynamics.
Lamborghini claims the Temerario can accelerate from 0 to 62 mph in just 2.7 seconds, with a top speed of 213 mph. These figures will be verified during testing by Car and Driver. As for the battery, the Temerario features a 3.8-kWh lithium-ion battery pack, positioned in the center tunnel alongside the transmission to optimize weight distribution.
The battery can be recharged through regenerative braking and power from the internal combustion engine, as well as plugged in for charging using a 7-kW onboard charger. With household current, the battery can be fully charged in about 30 minutes. Although Lamborghini has not yet disclosed the maximum range in EV-only mode, the car does offer this feature.
In terms of interior space, the all-aluminum chassis of the Temerario provides more room than its predecessor, the Huracán. Headroom has increased by 1.3 inches, and legroom by 1.8 inches, accommodating drivers up to six feet five inches tall, even when wearing a helmet.
The interior design incorporates styling cues from the Lamborghini Revuelto, and the cabin offers four different stitching patterns. The driver’s seat, which is adjustable in 18 ways, is both heated and ventilated for comfort during various driving conditions.
Ariel Atom 500 V8 – 10,600 rpm
With a redline set at 10,600 rpm, many might wonder how the Ariel Atom V8 manages to rev so high.
The secret lies in Ariel’s collaboration with Hartley, which engineered the engine by fusing two Suzuki Hayabusa motorcycle engines around a shared crankshaft.
Motorcycle pistons are inherently lighter and more suited to high-revving behavior, and the final result is every bit as wild as it sounds.
With 500 horsepower packed into a machine that resembles a race car more than a road-going vehicle thanks to its lack of body panels and an exposed frame the Atom 500 delivers pulse-quickening thrills.
Even while keeping both hands on the wheel, operating the six-speed sequential transmission from Sadev requires focus.
Technically a production sports car, its staggering rev limit, rear-wheel-drive layout, and extreme aerodynamics demand more respect than many traditional supercars.
The fact that a small sports car manufacturer from the West Country is surviving the recession is already an impressive feat. But the fact that it has just created a car that can perform on par with the world’s top supercars is nothing short of extraordinary.
When the words ‘Ariel,’ ‘Atom,’ and ‘V8’ are mentioned, the immediate response is often something like ‘Jesus,’ ‘Effing,’ and ‘Christ,’ and for very good reason. This car, which weighs just over half a tonne, now produces an astonishing 500bhp.
That’s nearly 1,000bhp per tonne, almost double the power-to-weight ratio of a Bugatti Veyron. In terms of raw performance, the Atom 500 may very well be the fastest road car on Earth, regardless of surface or gear. And to top it off, Top Gear was granted the opportunity to drive it before anyone else outside of Ariel’s factory.
Originally published in Issue 209 of Top Gear magazine in 2010, this feature delves into the details of the Atom 500, a road-legal car that is heavily geared towards track performance. With its Sadev six-speed sequential gearbox and the insane power-to-weight ratio, the Atom 500 is undoubtedly more at home on a race track than the street.
Its lightweight, compact V8 engine, made from two Suzuki Hayabusa motors, revs up to 10,000rpm. At that speed, whether or not you’re wearing a helmet, the horizon blurs and the car’s spine-chilling scream becomes a constant companion.
The test drive took place in Modena, Italy, the heart of modern supercar development, where the likes of Ferrari, Pagani, Lamborghini, and Ducati are regularly spotted.
This sun-soaked region is constantly alive with the sounds of high-performance machines being tested, driven, and perfected. If there’s any place on Earth that the V8 Atom truly belongs, it’s here, though one could argue it may not belong anywhere.
Early one morning, at a quiet spot along a winding road, the Atom is carefully lowered from the back of Ariel’s bright red transporter. The first thing to emerge is the F1-style front wing, an all-carbon piece so low to the ground that it barely clears the stony surface beneath it.
The Atom’s unmistakable nose follows, and a first glimpse of its unique tubular steel frame, now finished in a burnished gold, is revealed. Complemented by gold five-spoke alloys and massive ducts for the intercoolers, the Atom sits low and wide, its rear wing completing the package in the soft glow of the early morning sun.
Inside, the Atom’s minimalist approach remains, but the demands of handling such extreme power have added a range of switches and buttons behind the Alcantara-trimmed steering wheel.
The V8 model comes with beautifully crafted carbon paddles, with toggle switches for functions like traction control, launch control, and settings for wet or dry conditions. The digital display is full of information but prioritizes the gear indicator and a rev counter, keeping the essentials in clear view.
Once strapped in, hands resting lightly on the wheel and fingers hovering over the paddles, a deep breath fogging the visor, the ignition toggle is flipped and the starter button is pressed. After a few moments of churning turnover, the US-built Hartley V8 engine roars to life. Even at idle, the engine’s growl is filled with pure aggression.
Without the luxury of soundproofing, the driver and engine are intimately connected, with the engine’s raw energy reverberating throughout the car. The car’s performance is visceral—nothing like the experience of any road car, let alone one with 500bhp.
The car surges forward with just a fraction of its available rpm engaged. To avoid stalling, the key is to maintain a balance of courage and revs. With a firm push on the throttle, the car exits the gravel lay-by and quickly dives into a fast turn onto the tarmac, ready to show just what it can do.
Czinger 21C – 11,000 rpm
The American hypercar scene may be sparse, but Czinger is working to change that with the audacious 21C.
Inspired by stealth aircraft, this futuristic hypercar weighs under 3,000 pounds, delivers power to all four wheels, and houses a mid-mounted, flat-plane crank, twin-turbocharged 2.88-liter V8.
Depending on configuration, it produces between 1,250 and 1,350 horsepower, rockets from 0 to 62 mph in just 1.9 seconds, and screams all the way to an astonishing 11,000 rpm.
The company began production of this performance juggernaut last year, and anticipation is high to see how it fares against the finest machines Europe has to offer.
Aston Martin Valkyrie / Gordon Murray Automotive T.33 – 11,100 rpm
Both the Aston Martin Valkyrie and the Gordon Murray Automotive T.33 share two key elements: the genius of Cosworth’s engineering, and naturally aspirated V12 engines capable of revving to 11,100 rpm.
The British engineering firm has firmly demonstrated its mastery of high-revving internal combustion, and when it comes to building some of the highest-revving production cars ever, Cosworth is the go-to name.
In the Valkyrie, a 6.5-liter V12 is paired with an electric motor to produce a combined output of 1,139 hp. On the other hand, the T.33 skips hybridization and makes 656 hp from its 3.9-liter V12.
It’s a more accessible supercar experience and benefits from being lighter. Regardless of which you prefer, either car offers the rare opportunity to experience an 11,100 rpm redline.
Gordon Murray Automotive T.50 – 12,100 rpm
The T.50 uses a version of the 3.9-liter V12 found in the T.33, but in this model, Cosworth tuned it with a focus on delivering sky-high revs rather than low-end torque.
The result is the highest-revving production car engine in history: an astonishing 12,100 rpm. The auditory experience this engine provides is nothing short of divine. Limited to just 100 units, the T.50 offers a once-in-a-lifetime driving sensation.
For the ultimate thrill, the T.50s Niki Lauda track version features a nearly identical engine and the same outrageous redline. Whether on the road or track, this V12 will be remembered as a benchmark in engine excellence. Its blistering redline may represent the final frontier for naturally aspirated engines in production cars.
Gordon Murray Automotive has made it clear that the T.50 is a modern version of the iconic McLaren F1. Both cars share a powerful V12 engine, a six-speed manual gearbox, a low weight, and a central driving position.
However, the T.50 takes the performance to new heights, producing 656 horsepower from its naturally aspirated V12, which only hits its redline at an astounding 12,100 rpm.
The power-to-weight ratio is mind-boggling, especially when you consider that the car weighs less than a Mazda MX-5 Miata. Gordon Murray’s unwavering focus on creating an emotionally engaging driving experience is evident in the T.50’s refusal to incorporate electrification or forced induction
Additionally, there is no touchscreen to distract the driver, emphasizing the car’s purity and tactility. With its price and exclusivity, the T.50 belongs to the realm of supercars like the Koenigsegg CC850, Aston Martin Valkyrie, and Ferrari Daytona SP3. For those fortunate enough to own one, the T.50 promises to be the epitome of a driver’s machine.
The T.50’s exterior design avoids flamboyance, favoring a timeless and simple look. GMA chose not to include flashy wings or large vents, focusing instead on a sleek, purposeful aesthetic. It sits low to the ground, with a rear-mid engine layout and a short hood.
The high-intensity LED headlights are reminiscent of the McLaren F1, and the circular LED taillights and dual exhaust outlets provide a sophisticated rear view. The rear also features a dramatic 15.7-inch fan, which channels air beneath the car and through the active control ducts in the rear diffuser.
In terms of dimensions, the T.50 is compact, with a wheelbase of just 106.3 inches and a length of 171.3 inches. GMA emphasizes that the T.50 weighs nearly a third of what a comparable supercar weighs.
The body panels and monocoque chassis are made from carbon fiber, contributing to a light weight of just 2,174 lbs, with a dry weight of 2,110 lbs. The V12 engine weighs only 392 lbs, making it the lightest road-going V12 in existence. GMA boasts that the T.50 has a weight-to-power ratio of just 332 lbs per 100 horsepower, far superior to most other supercars.
The customization options for the T.50 are extensive, with around 6,000 possible color combinations, ensuring that each of the 100 units produced is unique.
Customers can select from a variety of wheel, brake caliper, and carbon finishes. Gordon Murray himself has stated that most configurations are included in the starting price, except for rare or highly customized requests that may extend production time. The car’s exterior can be tailored to the buyer’s desires, from subtle tones to striking colors like green, yellow, or red.
Performance-wise, the T.50’s 3.9-liter V12 engine produces 656 horsepower and 344 lb-ft of torque at 9,000 rpm. The sound produced by this engine is one of its defining features, enhanced by the Direct Path Induction Sound engineering that channels the engine noise into the cabin for an unparalleled auditory experience. The car’s six-speed manual transmission ensures that the driver can fully exploit the engine’s capabilities, with a 0-62 mph time of around 2.8 seconds and a top speed of 217 mph.
The T.50’s handling is also exceptional, aided by its low center of gravity and rear-wheel drive. Despite its agility, the ride is surprisingly comfortable, and the steering system is unassisted at higher speeds to maximize driver engagement.
The T.50’s V12 engine is known for its high-revving nature, with a redline of 12,100 rpm. Even at lower revs, 71% of the torque peak is available at 2,500 rpm. In GT Mode, the engine is limited to 9,500 rpm, with a reduced power output of 592 horsepower, making it more manageable for daily driving.
The car’s six-speed manual gearbox from Xtrac is designed for short throws, with the first five gears focused on acceleration, and the sixth gear optimized for cruising.
Though the T.50 has no EPA fuel economy rating, it is expected to achieve around 13 mpg combined. With a fuel tank capacity of 21.1 gallons, it has a range of approximately 274 miles.
Inside, the T.50 features a central driving position, with two passenger seats placed slightly behind the driver’s seat. This seating arrangement is unique, offering a racing-inspired layout that still accommodates three adults in surprising comfort. GMA offers tailored fitting for each customer to ensure the perfect driving position, with adjustable seats, pedals, and steering wheel.
Despite the lack of manual or electric adjustment for the steering column, GMA’s bespoke fitting ensures optimal comfort for every driver. Carbon fiber and titanium are used throughout the interior, contributing to the car’s lightweight and high-tech aesthetic.
The interior is customizable, with a wide range of seat colors and materials available, including leather and Alcantara. Customers can bring their own embroidery designs for the seats and other parts of the cabin. The T.50 also features a titanium gearstick and a carbon fiber steering wheel. Although the car is small, the trunk space is surprisingly generous, with 10.2 cubic feet of cargo space when two people are seated.
Features on the T.50 are intentionally minimal to keep the weight as low as possible. The air conditioning system is more effective than the McLaren F1’s, but overall, there are no extraneous features. The car has basic adjustments for the driver’s seat, and the steering wheel is equipped with paddles for the horn and high beams.
Other notable features include dual digital displays and a basic infotainment system controlled by a dial. It includes Apple CarPlay, Android Auto, and a ten-speaker sound system. The left display shows speed and aerodynamic components, while the right one handles infotainment functions.
The T.50’s reliability remains untested due to its low production numbers, but GMA’s attention to detail in other areas suggests that any potential issues will be addressed meticulously. A network of five global service centers will provide maintenance for the T.50, including one in the U.S. While detailed warranty information has not been disclosed, GMA’s focus on service is evident.
Although the T.50 isn’t expected to undergo crash testing due to its cost, its carbon fiber monocoque should provide ample protection. In case of an accident, airbags and traction/stability control will help protect the occupants, along with powerful six-piston front brakes and four-piston rear brakes.
The T.50 is not equipped with modern driving aids like lane departure warning or hands-free assistance, as the focus is squarely on the driver’s experience.
The Gordon Murray Automotive T.50 stands as a remarkable achievement in automotive engineering, blending performance, purity, and driver involvement in a way few other supercars can match. Despite its limited production, high price, and lack of U.S. road legality, the T.50 is one of the most thrilling driving machines available, a fitting successor to the legendary McLaren F1.
For those lucky enough to own one, it’s a car that demands to be driven, not just admired. With an MSRP of around $3.5 million, the T.50 is priced similarly to other exotic cars, though Gordon Murray’s approach to customization keeps additional costs to a minimum.
