Here's everything you need to know about the 2,137bhp Giamaro Automobili Katla
Hopefully you've read the news about the 2,137bhhp Giamaro Automobili Katla by now. Heck, if that headline power figure didn't make you click on the initial story, we don't know what would have done.
Of course, you'd be right to treat its claims with a healthy dose of skepticism given how regularly new companies pop up declaring that they're the next big thing in the world of hypercars. There are usually some renders of a car, outlandish performance figures and limited detail on who will actually build the thing or when deliveries to customers could feasibly begin. Yes, we're looking at you Dendrobium D-1, Devel Sixteen, Vencer Sarthe, TranStar Dagger GT etc.
As a result, when an invitation landed in our inboxes to attend the launch of the latest 'thrilling new chapter in the annals of automotive excellence', we very nearly dismissed it without a second thought. Then we slapped ourselves on the wrists for not being giddy at 2,000bhp and jumped on the next plane to Italy.
So yes, TopGear.com was there as Giamaro Automobili unveiled the Katla to the world. 'In Modena, at the heart of the Motor Valley,' said the invitation, which turned out to mean 'on a small industrial estate in Cavezzo, still in the province of Modena but roughly 40 minutes from the city's centre'. Still, the glitzy launch event was held in a genuine factory where the smell of fresh paint still lingered, and TG rubbed shoulders with local dignitaries (it wouldn't be an Italian event without the local police chief showing up), prospective customers and interested dealers.
Given how little we knew about Giamaro from the initial press release, it was an enlightening evening. So, we're going to treat this like one of those Frequently Asked Questions sections that the internet seems to love. Here goes…
Well, the claims are indeed wild, but the company's launch event did seem pretty legit. It turns out that Giamaro was actually born back in 2021 and is the work of father and son team Giacomo and Pierfrancesco Commendatore.
Giacomo describes himself as an entrepreneur and seemingly made his money from a mattress company and through telesales in the 80s and 90s, but he was also one of the first investors in a little-known company called Pagani. Aha!
'This was a fantastic project,' he says. 'Horacio was an amazing man, but in the end, we had different ideas. He prefers aesthetics while I adore functionality.'
Interesting. Commendatore Sr also tells TG that the reason we haven't heard of Giacomo until now, despite the company being four years old, is because 'we don't like to talk, we like to build cars'. And yes, he does have the perfect surname to be running a car company in Modena. Well, near Modena.
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The Independent
16 hours ago
- The Independent
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Auto Car
20 hours ago
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The Caterham Seven's future is now assured thanks to a new engine from a firm formed by Renault and Geely Open gallery Prior put the Caterham's Horse prototype through its paces around Brands Hatch Horse-engined sevens will not weigh more than today's Duratec ones Laishley (right) tells Prior: 'We've searched high and low' for the right engine Close Caterham has been at a set of figurative crossroads for some time, pondering what will replace the Ford Sigma and Duratec engines it has been using for yonks. Neither the Sigma, a 1.6-litre used in Caterham's Academy racing cars, nor the 2.0-litre Duratec, used in its road and fastest race cars, has been made for several years. Caterham bought a batch of Sigma blocks and has been assembling completed engines using those and spare parts, but they will shortly run out. It still has considerable stock of complete Duratec engines – 1200 of them – but it doesn't believe Ford has used the unit in over four years. Ultimately, both need replacing, but the Academy race car is a priority, so that's what's being addressed first. The Academy series, designed for new race drivers, results in 34-40 Caterhams being built and raced per year. Over the past 30 years, more than 1400 people have become racers through the programme. The cars are mostly home-finished and all have to be road-registered. At a literal crossroads, a Caterham isn't the world's most convenient vehicle: you sit a long way from its nose, low, and with iffy visibility. But in corporate terms, things are brighter. In Bob Laishley, the company has a CEO with decades of OEM experience and a vast contact book, although he modestly says that wasn't a necessity because it quickly became apparent that plenty of engine manufacturers would be happy to supply the company. Combustion engine production, even development, is in no danger of imminently ceasing. 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A fuel pump and rail sprouts from the top of the engine, which the Caterham bonnet will have to be sculpted to clear. It's a tiny piece of the engine but one of the most critical. Various teams have contemplated rejigging it, but that it pressurises petrol to 350 bar has inclined them to leave it as designed. I've come to Brands Hatch, where it's binning down with rain, to try the first Caterham Horse prototype, an SV (wide-body) chassis in left-hand drive. The wider chassis gives Caterham's team a bit more space to work with, and the exhaust and catalytic converter would foul the steering column on a right-hand-drive model, so they're using this left-hooker while redesigning the exhaust. A second prototype, an Academy race car, which has a narrow (Series 3) chassis in right-hand drive – and is thus representative of the first production versions – is in build at the factory. I've seen some CAD mock-ups of the bonnet and the finished version will look much sleeker than the strictly functional add-on you see pictured here. It will want some additional cooling vents too. Caterham's engineers say that beyond ensuring the engine fits, they have done precious little to it. It makes 130bhp at around 5750rpm and builds in very linear fashion from 2000rpm, with a very flat torque plateau of a little under 130lb ft from 2000rpm to 5500rpm (bhp and lb ft being equal at 5252rpm). The rev limit is 6500rpm but they say there's no need to take it there, because torque and power both ebb away after the peak. Caterham will use its own ECU (it's more reliable than using an OEM ECU that requires 'turning things off that don't want to be', says Laishley) and the base power might eventually go up or down a bit so that Academy race cars retain lap times as close as possible to those of today's Sigma-engined cars. In the meantime, there's plenty else to be getting on with. Not only will there be a new engine, but also a new gearbox and limited-slip differential. Gearboxes are becoming the latest six- rather than five-speed Mazda MX-5 units and there will be a bespoke Caterham-specced LSD in place of the BMW one used now. The gearbox is a bit heavier than the five-speed but the LSD is lighter, so overall weight is the same. Because of the new engine, gearbox and differential, the 2026 set of Academy cars won't be available to home-build: the procedures simply won't be finely honed enough, so Caterham will complete them all at the factory. As I write, pricing has still to be confirmed, but I'm told it will be a little – but not prohibitively or mick-takingly – more expensive than a Sigma-engined car. The bits just cost more. Those will be the first and, for the time being, only Horse-engined Caterhams. Historically, Academy cars typically become 'Roadsport Championship' race cars the year after they have competed in the Academy and then can be upgraded to 270 and 310 race cars thereafter: those championships, then, will have a mix of Horse and Sigma engines from 2028. Entry-level 170s will still use the small Suzuki engine. Other road-going Caterhams will continue with Duratec engines until stocks run out. You can speculate that, with its various power options and obvious tuning capability, the Horse engine will become the norm thereafter: Caterham clearly hasn't signed up a new engine maker to build just 34 cars a year. The other point to note is that if you want to have a naturally aspirated Seven, the time is now. Caterham would like the new engine to feel as naturally aspirated as is possible, though. So at Brands I sink into the driver's seat to receive a briefing, although there's not much to tell. There's a light to warn of the impending rev limiter, but unless I deliberately take it there, I'll have probably naturally felt the urge to shift up a gear by then. And while the sound is all authentic, there is a symposer (a tube and a vibrating membrane) to accentuate the induction noise. By today's standards, 100bhp per litre is modest and so is a redline in the mid-6000s. That redline and power output are figures an old 1.7-litre Ford Kent Crossflow would be familiar with. And if I told you that the Horse engine reminded me a bit of one of those, I wouldn't mean it as an insult. This is, I don't think it's unkind to say, a functional rather than spectacular sort of engine. It will pull at any revs because it has modern electronics but there's notable response from 2000rpm and it pulls very keenly from 3000-5000rpm. If there is turbo lag, and even at low boost pressures I suppose there must be some, you don't really notice it in a car as light as a Seven. Perhaps it would be more notable in the dry, but in the wet there's sufficient response to light up the rear tyres out of Druids hairpin easily, and even in higher-speed corners enough to straighten the car's line without feeling like you're waiting for the engine to do your bidding. It's just linear, progressive and responsive, and I think the symposer takes the edge off some gravelliness, to add some gruff induction 'bwoap'. It's geared for around 3000rpm at 60mph in sixth, and while it's hard to gauge how the large expanse of a race circuit totally matches the road, that and the ratios – with a gearshift every bit as tight and slick as the Mazda five-speed's – feels 'about right'. In truth the whole package does. Would it be nicer if it was a super-light, naturally aspirated 1.6-litre that revved to 9000rpm and made 160bhp while it was getting there? Perhaps, but people don't make engines like that which meet regulatory requirements any more. The Horse engine hits the right numbers. And, in its delivery, in its responses, and even in its aural appeal, it largely hits the mark too. I think Academy drivers are going to have as much fun as ever. The future supply is pleasingly secure. And if you must have a naturally aspirated Seven, you know who to call. Join our WhatsApp community and be the first to read about the latest news and reviews wowing the car world. Our community is the best, easiest and most direct place to tap into the minds of Autocar, and if you join you'll also be treated to unique WhatsApp content. You can leave at any time after joining - check our full privacy policy here. Caterham Seven 420 CUP S3 Next Prev In partnership with
