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2024 SUPERCAR PREVIEW: 11 TOP PERFORMERS ROCKETING INTO NEXT YEAR
Supercar aficionado David Booth calls out some unusual suspects he figures could
be 2024's ultimate driving machines
Author of the article:
David Booth
Published Dec 21, 2023 • Last updated Dec 21, 2023 • 9 minute read
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Aston Martin's 937-hp 2024 Valhalla hybrid supercar Photo by Aston Martin
ARTICLE CONTENT
It’s every gearhead’s fantasy: left alone on a race track with a hot car, no
speed limit, and a complete disregard for tire life. Fortunately, for one lucky
Joe — that’s me — it’s called a job.
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That doesn’t mean there’s any less anticipation; only that I get to live out
those fantasies. Indeed, other than delays — Italian supercar makers are not
always punctual with their production plans — I’m lucky to get to drive exactly
what I dream about. These, then, are the 11 vehicles that will serve as 2024’s
reminder that I really am the luckiest guy on planet earth.
CHEVROLET CORVETTE C8 SUV
The times, as Bob Dylan so famously wrote, are a-changin’, and nowhere is that
more prevalent than in supercars morphing into sport-utes. Where previous
super-sport-utes were just boosted pedestrian SUVs with a little more turbo
action, recent dispatches are true supercars with some form of
sport-utility-like body plopped onto a pretty much race-track-ready platform.
LEARN MORE ABOUT THE CARS
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1. 2024 FORD F-150
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3.80
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MSRP $32,950 to $44,550
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3. 2024 TOYOTA COROLLA
3.25
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4. 2024 FORD ESCAPE
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2023 Chevrolet Corvette Z06 Photo by Clayton Seams
Just as the Ferrari’s Purosangue is nothing but an extended 812 with four doors
and a trunk that really can fit a mountain bike, so might Chevrolet’s reported
Corvette C8 SUV be yet another sign that, if exotics want to be relevant, they
need to at least look like they are off-road-worthy. And, although there are
rumours that said brutish Corvette sport-utility will feature an entry-level
version with but four cylinders — surely some sort of sacrilege — there’s also a
rumoured Z0-something-or-other to be powered by a supercharged 6.2-litre V8 with
nearly 700 horsepower.
As much as I Iove me some bad-assed horsepower, however, the version I really
want to test is the hybrid. The new e-Ray is the best Corvette I have ever
tested, and, if a funky SUV-ish ‘Vette is to conquer my skepticism, it will be
powered by GM’s most excellent melding of naturally-aspirated V8 and incredibly
well-integrated electric motor. The General did a magnificent job with the first
electrified Corvette, which gives me at least a little hope the new SUV will be
worth the ride. Stomach your disdain until you actually drive one, say I.
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CHEVROLET CORVETTE C8 ZORA
2023 Chevrolet Corvette Z06 Photo by Chevrolet
What’s this? Two Corvettes at the top of a supercar desirability chart? Surely
there be some mistake?
Nope. Nada. Not a chance. I, like most of the world, have been waiting with
unbridled anticipation for the twin-turbo 5.5-litre version of the C8 ‘Vette.
And, for 2024, it looks like we’ll finally be getting it. And, like all good
fantasies, this one looks to be even hotter than predicted.
That’s because said twice-turbo-ed double-overhead-cam LT1 V8 is married to the
e-Ray’s compact — and truly well-integrated — 160-hp electric motor. The result?
1,000 screaming horsepower which, when mated to all-wheel-drive, has Car and
Driver predicting a Ludicrous — yes, as in Tesla — 1.9-second sprint to 60 miles
per hour (96 km/h). Ooh, baby, come to papa!
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FORD MUSTANG RAPTOR
2024 Ford Mustang Mach-E Rally Photo by Ford
Holy hell, has Dave gone all Yankee Doodle on us? More American iron? And yet
another SUV, no less?
OK, sort-of-SUV. But if Lamborghini and Porsche can do it — and the 911 Dakar is
my candidate for sports car of the year — why not Ford? Besides, the Mustang is
the last true passenger car in FoMoCo’s lineup; little wonder it’s reportedly
looking to make it more truck-ish.
What little information we have is that the Mustang Raptor will have a normally
aspirated V8 (we can only hope the 500-hp Coyote V8), taller suspension, and, no
surprise here, an all-wheel-drive system. But what if Ford went whole-hog and
based the Raptor-ized ‘Stang on the new extra-special super-duper GTD version
with 800 horsepower? Wouldn’t that push a few buttons in Santa’Agata Bolognese
and Stuttgart?
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TOYOTA FT-SE
Toyota FT-Se Concept at the 2023 Japan Mobility Show Photo by Clayton Seams
Shit, Dave, now we know you’ve lost the plot. A Toyota in a supercars-to-watch
roundup? An electric Toyota no less? Have you not driven the BZ4X, the only EV
slower than its gas-fuelled counterparts?
Skepticize all you want, but the car Toyota showed at the Japan Mobility Show
this past October was the most striking two-seater I’ve laid eyes on in quite a
while. Looking like a cross between the Lexus LC — as beautiful a four-wheeler
as has been seen these last 10 years — and LFA, the devastatingly speedy
supercar that put it to the Italians, the FT-Se promises much.
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For one thing, it is the electrical equivalent of the
long-departed-but-much-missed MR2, not the Supra. Which means — should it also
herald the arrival of Toyota’s much ballyhooed solid-state batteries — it could
very well be a touch of the lightweight brought to the electrified-sports-car
world. Electrification should also mean that, like the supercharged version of
the first-generation Merde — say “MR2” quickly in French — it might have a
little punch off the line.
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Best of all, if it really does show up in the Toyota lineup — and all
indications are that it will — and not wearing a Lexus badge, it could be
something that we peons might be able to afford. The 4A-GZE 145-hp supercharged
1.6L remains my favourite mid-engined little roadster of all time. If the FT-Se
conjures anything like the same spell that little roustabout conjured, we’re
talking a game-changer for Toyota’s BEV prospects.
BMW M5 TOURING
2024 BMW M5 Photo by BMW
Is BMW’s M5 a supercar? And, if so, can it still be a supercar if it’s delivered
in station-wagon — BMW calls them “Touring” — guise? Well, 735 turbocharged
horsepower certainly says it can! Combing the company’s mighty twin-turbo
4.4-litre V8 with — an M5 first — plug-in hybridization, there will be no
lacking of torque — there are also 735 pound-feet on hand — when it comes to the
next-generation M5. We’re not quite sure what the M5’s electrification might
look like, but a good guess would be it’ll resemble the 145-kilowatt electric
motor from the likewise PHEV-ed XM.
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As for the gas motor, expect the 627-hp monster version of the 4.4L than powers
the dearly-departed M5 CS. And considering that car gets to 100 kilometres an
hour in less than three seconds without the off-the-line grunt of an electric
motor, the new M5 should be mondo rapid as well.
Of course, since it’s a plug-in with a sizable battery, the next-generation M5
will probably be heavier, not a good thing since the current, non-electrified
version already weighs 1,971 kilograms. At least the PHEV should feature a
torque-vectoring all-wheel-drive system, rear-wheel steering, and even bigger
brakes to cope. Don’t expect much change from CDN$150,000 on this one. With
supercar horsepower comes supercar pricing.
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ASTON MARTIN VALHALLA
Aston Martin’s 937-hp 2024 Valhalla hybrid supercar Photo by Aston Martin
Finally, some real exotica! Expected to go on sale in 2025, the all-carbon-fibre
Valhalla is another in that latest of supercar trends, the plug-in hybrid. In
this case it’s a Mercedes-Benz-sourced double-turbocharged 4.0L V8 mated to no
fewer than three electric motors and a sizable plug-in battery. Total horsepower
is said to be almost bang-on 1,000 hp.
Because of all those motors and lithium-ions, you could forgive the Valhalla for
being a porker, but, thanks to all that carbon-fibre — both chassis and body
panels are built of the lighter-than-aluminum pleated layers — the Valhalla
rings in at impressively light (for a PHEV) 1,550 kilograms. Top speed is said
to be around 350 kilometres an hour (217 mph), and it will take but 2.5 seconds
for the Valhalla to spring to 100 km/h (62 mph).
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More importantly, Aston Martin thinks that, thanks to aerodynamics supplied by
F1-dominating Red Bull, the Valhalla will get around the famed Nurburgring in
6:30, almost 15 seconds faster than Porsche’s lightning-quick 911 GT3 RS. If
that’s the case, I really want to get behind the wheel of this Aston before the
end of 2024.
LAMBORGHINI HURACAN REPLACEMENT
2024 Lamborghini Revuelto hybrid Photo by Lamborghini
A replacement for Lamborghini’s now-iconic Huracan is due sometime next year —
as a 2025 model — and, from all the rumours we’re hearing, it will follow in the
footsteps of the just-released Revuelto in its hybridization. Indeed, it looks
like, other than the substitution of a 4.0-litre twin-turbo V8 for the Aventador
replacement’s V12, the Huracan will emulate the all-new plug-in hybrid with a
small 3.8-kilowatt-hour battery that will allow 10 klicks or so of low-speed
electric autonomy.
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Meanwhile, the axial-flux motors will spend their time “torque-filling” for the
now-even-more-highly-strung V8. Whispers of 10,000-rpm power peaks and turbos
designed to come on song only after 5,000 or 6,000 rpm speak to a car truly
worthy of the Lamborghini name. That’s a bit of an about-face for the entry
level because, though later iterations of the Huracan — like the Performante —
were supercars without compromise, the original 2014 Huracan was a big, old
softie that understeered like a Camry.
The Revuelto proved that Lamborghini really does know how to make an electrified
supercar. If the second-gen Huracan is anywhere near as good, Maranello will
once again have Sant’Agata Bolognese breathing down its neck. Look for this one
sometime next summer.
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HOLDOVERS FROM 2023
2023 Pagani Utopia Photo by Pagani
I was, if you take the time to look back at last year’s wish list, also looking
forward to driving Pagani’s all-new Utopia last year. But, as with so many
things Italian, the company’s production dates were, shall we say, “elastic.”
Nonetheless, I remain confident — almost dead-nuts certain — that Driving.ca
will get behind the wheel this coming May.
That delay doesn’t make Pagani’s latest-and-greatest any less desirable. Getting
a ride last summer in the one-off — actually, it turned out to be five-off —
Codalunga just makes the anticipation that much more heightened. What I expect
from the Utopia is an even revvier rendition of Mercedes’ otherwise-disappeared
twin-turbo V12, even lighter handling, and probably an even artier interior.
Stand by next June for our road test.
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Another holdover from 2023 is Maserati’s GranTurismo Folgore. Folgore — which
means “lightning” in Italian — is Maser’s code name for its electric models,
and, this being the grand-daddy of the company’s sports-car lineup, it boasts,
depending on which spec you’re reading, either 1,200 horsepower (the amount the
three electric motors combined can theoretically churn out) or 751 hp (the
maximum the battery can commit to any of the three motors).
2024 Maserati GranTurismo Folgore Photo by Maserati
Confused? Don’t be. According to chief engineer Sandro Bernardini, the most
important thing about the Maserati’s seemingly off power specification is that
it permits the onboard torque vectoring system to concentrate its power delivery
on just two of the motors. And while that may seem like torque-vectoring gone
wild to power, I can’t help but think that more power is but a battery upgrade
away.
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Besides, having already driven the most excellent Trofeo version of the
gasoline-fuelled GranTurismo powered by Maserati’s impressive “Nettuno”
twin-turbo V6 — the same engine powering the company’s MC20 supercar — I really
can’t wait to drive the 300-plus-hp more impressive battery-powered edition.
2024 MOTORCYCLES
Kawasaki’s hydrogen-powered H2 prototype motorcycle Photo by Kawasaki
First on this list — and the more realistically attainable of the bikes I’m
dreaming of riding this coming year — is also a holdover, MV Agusta’s Enduro
Veloce (neé Lucky Explorer 9.5), quite literally “fast enduro.” Having already
declared Varese’s Turismo Veloce 800 my favourite bike of the year, it’s not
hard to believe that the Explorer can repeat the accolade. With a similar
touring profile — but in an even more “adventure” chassis — and a bigger, 931-cc
version of the high-revving triple that so captivated in the TC, I have high
expectations for my visit to Varese this spring. I’m really excited about riding
this one.
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But, if I’m truly dreaming in Technicolor, the bike I really want to ride is
Kawasaki’s hydrogen-powered HySE prototype/concept. Now a runner, it’s basically
a supercharged Ninja SX SE converted to run on the lighter-than-air gas. With
approximately 200 hp on board, that means an (almost) completely emissions-free
top speed of somewhere around 200 miles per hour (320 km/h).
With electric motorcycles such a dismal failure — they’re fun for a short time,
not a long time — motorcycling desperately needs a more practical
emissions-reducing technology, and hydrogen is as good as anything else in the
running. This one’s a definite long shot — that should be read “nigh on
impossible” — but I’ve already started lobbying the appropriate public-relations
personnel!
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DAVID BOOTH
David Booth is Driving’s senior writer as well as the producer of Driving.ca’s
Driving into the Future panels and Motor Mouth podcasts. Having written about
everything from the exact benefits of Diamond Like Coating (DLC) on motorcycle
camshafts to why Range Rovers are the best vehicles for those suffering from
opiod-induced constipation, Booth leaves no stone unturned in his quest for
automotive veritas. Besides his long tenure with Driving, he was the editor in
chief of Autovision magazine for 25 years and his stories has been published in
motorcycle magazines around the world including the United States, England,
Germany and Australia.
EDUCATION
Graduating from Queen Elizabeth High School in 1973, Booth moved to from his
Northern Quebec home town of Sept-Iles — also home to Montreal Canadiens great,
Guy Carbonneau, by the way — to Ottawa to study Mechanical Engineering at
Carleton University where he wrote a thesis on the then burgeoning technology of
anti-lock brakes for motorcycles and spent time researching the also then
burgeoning use of water tunnels for aerodynamic testing.
EXPERIENCE
After three years writing for Cycle Canada magazine and another three working
for the then oldest magazine in Canada, Canadian Automotive Trade, Booth, along
with current Driving writer, Brian Harper, and then Toronto Star contributor,
Alex Law, created an automotive editorial services group that supplied road
tests, news and service bulletins to what was then called Southam newspapers.
When Southam became Postmedia with its purchase by Conrad Black and the
subsequent introduction of the National Post, Booth was asked to start up the
then Driver’s Edge section which became, as you might suspect, Driving.ca when
Postmedia finally moved into the digital age. In the past 41 tears, Booth has
tested well over 500 motorcycles, 1,500 passenger cars and pretty much every
significant supercar of the last 30 years. His passion — and, by far, his
proudest achievement — however is Motor Mouth, his weekly column that, after
some 30 years, remains as incisive and opinionated as ever.
PERSONAL
Booth remains an avid sports enthusiast — that should be read fitness freak —
whose favourite activities include punching boxing bags until his hands bleed
and running ski hills with as little respect for medial meniscus as 65-year-old
knees can bear. His underlying passion, however, remains, after all these years,
motorcycles. If he’s not in his garage tinkering with his prized 1983 CB1100RC —
or resurrecting another one – he’s riding Italy’s famed Stelvio Pass with his
beloved — and much-modified — Suzuki V-strom 1000. Booth has been known to
accept the occasional mojito from strangers and the apples of his eye are a
certain fellow Driving contributor and his son, Matthew, who is Global
Vice-President of something but he’s never quite sure what. He welcomes
feedback, criticism and suggestions at David@davebooth.ca
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