Apollo Automobil

V6 twin-turbo hybrid powertrain. 1000hp total output. 1000Nm torque. 7-speed sequential transmission. RWD rear-wheel drive. 1300kg curb weight. Carbon fiber construction. Active aerodynamics. Hybrid technology. Concept vehicle. 0-60 mph 2.9 seconds. Top speed 360 km/h. Advanced cooling systems. Digital cockpit. Pushrod suspension. Racing-derived technology.

6.3L V12 naturally aspirated. 860hp output. 780Nm torque. 6-speed sequential transmission. RWD rear-wheel drive. 1050kg dry weight. Enhanced carbon fiber chassis. Advanced aerodynamic package producing 1500kg downforce. Track evolution model. Limited production. 0-60 mph 2.6 seconds. Top speed 340 km/h. Improved cooling system. Refined suspension geometry. Lightweight components. Professional track focus.

4.2L V8 twin-turbo Audi engine. 650hp standard output. 850Nm torque. 6-speed sequential transmission. RWD rear-wheel drive. 1100kg curb weight. Steel spaceframe with carbon fiber body. Fixed rear wing. Race-bred chassis. Multiple power variants available. 0-60 mph 3.0 seconds. Top speed 360 km/h. Nürburgring record holder. Track and road versions. Sport and Race models.

4.2L V8 twin-turbo enhanced. 700hp output. 850Nm torque. 6-speed sequential transmission. RWD rear-wheel drive. 1200kg curb weight. Improved cooling system. Enhanced aerodynamics. Sport variant. Upgraded turbochargers. Revised engine mapping. 0-60 mph 2.9 seconds. Top speed 360 km/h. Street legal track car. Performance package.

4.2L V8 twin-turbo race spec. 800hp output. 900Nm torque. 6-speed sequential transmission. RWD rear-wheel drive. 1000kg dry weight. Full race chassis. Extensive aerodynamic package. Competition model. Not street legal. Racing fuel system. Professional suspension. 0-60 mph 2.7 seconds. Top speed 350 km/h. Endurance racing variant. GT racing specifications.

2.0L turbocharged four-cylinder. 420hp output. 500Nm torque. 6-speed manual transmission. RWD rear-wheel drive. 1100kg curb weight. Central driving position. Carbon fiber body. Targa top design. Concept vehicle. 0-60 mph 3.0 seconds. Top speed 310 km/h. Innovative packaging. Lightweight construction. Sports car concept. Geneva Motor Show debut.

V8 twin-turbo hybrid system. 1200hp total output. 1000Nm torque. 7-speed sequential transmission. RWD rear-wheel drive. 1400kg curb weight. Advanced carbon fiber architecture. Active aerodynamic surfaces. Hybrid hypercar. Development prototype. 0-60 mph 2.5 seconds estimated. Top speed 380 km/h projected. Electric boost technology. Energy recovery system. Next-generation platform.

The foundation of Apollo's original hypercar assault. This 4,163cc 90° V8 was sourced from Audi's RS6 but extensively re-engineered for motorsport-level performance. The aluminum block featured silicon-impregnated cylinder walls with cross-bolted main bearing caps and reinforced webbing. The cylinder heads used dual overhead cams with 5-valve-per-cylinder architecture—three intake and two exhaust valves—actuated by roller finger followers. The twin turbochargers were upgraded to larger KKK units with water-cooled bearing housings, capable of sustaining 24 psi of boost. The fuel system employed eight individual throttle bodies with Bosch ME 7.1.1 engine management, while the ignition used twin platinum-tipped spark plugs per cylinder. The rotating assembly featured a forged steel crankshaft with eight counterweights, forged aluminum pistons with graphite-coated skirts, and shot-peened connecting rods. With 9.3:1 compression and race fuel mapping, it produced 650 hp at 6,500 RPM and 627 lb-ft at 4,000 RPM. The dry-sump oiling system featured a 12-liter capacity with dual scavenge stages and oil-to-water heat exchanger, ensuring reliability during sustained high-g cornering.

The fully race-developed version that dominated time attack events. Based on the production V8, this engine featured extensive modifications for competition use. The block was deck-plated and line-bored for perfect alignment, while the cylinder heads received full CNC porting and larger 34mm intake/30mm exhaust valves. The turbo system used twin Garrett GT2871R ball-bearing turbochargers with anti-surge compressor covers and external wastegates. The fuel system was upgraded to 1,000 cc/min injectors with dual in-tank pumps and return-style regulation. The engine management was replaced with a Bosch Motorsport MS 5.0 unit with individual cylinder knock control and anti-lag capability. The rotating assembly used DLC-coated piston pins, titanium connecting rods, and a nitrided crankshaft. With 9.0:1 compression and 32 psi of boost on race fuel, it produced 800 hp at 7,200 RPM and 700 lb-ft at 5,500 RPM. The complete engine weighed just 485 pounds, achieving a specific output of 192 hp/liter—one of the highest for a production-based V8 at the time.

The bespoke powerplant developed for Apollo's dramatic return. This 3,998cc 90° V8 was developed in partnership with a leading German motorsport engineering firm, featuring a flat-plane crankshaft and dry-sump lubrication. The block used aluminum-silicon alloy with plasma-coated cylinder bores and steel main bearing caps. The cylinder heads featured 32-valve architecture with radial camshafts and finger follower actuation, allowing for 12,000 RPM capability. The twin turbochargers were mounted in hot-V configuration within the valley, using BorgWarner EFR series units with electronic wastegate control. The fuel system combined 350 bar direct injection with supplemental port injection, while the ignition used individual coil-on-plug units with plasma jet technology. The valvetrain employed continuously variable cam phasing on all four camshafts with 60° of adjustment range. With 9.5:1 compression and 29 psi of boost, it produced 780 hp at 8,500 RPM and 560 lb-ft from 3,000-7,500 RPM. The engine featured integrated electric power assist for the turbochargers, eliminating lag completely.

The monumental powertrain that never reached production but showcased Apollo's ultimate ambitions. This 6,262cc 65° V12 featured a 180° flat-plane crankshaft and individual throttle bodies for each cylinder. The block was constructed from aluminum-magnesium composite with nickel-silicon carbide coating on the cylinder walls. The cylinder heads used four valves per cylinder with pneumatic spring technology and 40° included valve angles. The hybrid system employed three electric motors—one 120 kW unit integrated with the transmission and two 60 kW units driving the front wheels. The battery system was a 1.8 kWh lithium-titanate pack capable of 80 kW discharge rates. The engine management used a Bosch Motorsport MSG 7.0 system with predictive torque modeling and traction control integration. With 13.0:1 compression and naturally-aspirated operation, the V12 produced 790 hp at 8,800 RPM and 479 lb-ft at 6,000 RPM, while the hybrid system added 240 hp for total output of 1,030 hp. The complete powertrain weighed 720 pounds, featuring torque vectoring across both axles and regenerative braking capable of recovering 200 kW of energy.

The modern hybrid powertrain powering Apollo's contemporary hypercar. This 2,992cc 60° V6 features a hot-V turbocharger configuration with twin BorgWarner eTurbo units featuring integrated 15 kW electric motors. The block uses compacted graphite iron construction with plasma-transferred wire arc cylinder liners. The cylinder heads employ dual overhead cams with 40° of continuous variable timing on all four camshafts, plus cam profile switching on the intake side. The hybrid system uses a 120 kW electric motor mounted between the engine and transmission, powered by a 1.2 kWh lithium-ion battery pack. The fuel system combines 350 bar direct injection with 10 bar port injection, while the ignition uses laser-induced plasma technology. The rotating assembly features a forged steel crankshaft with 120° firing intervals, titanium connecting rods, and aluminum pistons with diamond-like carbon coatings. With 10.5:1 compression and 29 psi of boost, the combustion engine produces 650 hp at 7,500 RPM, while the hybrid system adds 160 hp for total output of 810 hp. The powertrain features torque filling during gear shifts and electric-only operation up to 80 mph.

The extreme track-focused engine developed for Apollo's circuit weapon. Based on the Arrow's V6 architecture, this 2,387cc engine features extensive weight reduction and performance enhancements. The block is CNC-machined from aluminum billet with steel liners, while the cylinder heads use magnesium alloy construction. The turbo system employs twin Garrett G25-660 turbochargers with 1.06 A/R turbine housings and electronic wastegate control. The fuel system uses 1,200 cc/min injectors with dual high-pressure pumps and surge-resistant fuel cell. The engine management is a Cosworth PEC 4 system with integrated data logging and predictive gear shift technology. The rotating assembly features a balanced and blueprinted crankshaft, titanium connecting rods with ceramic bearings, and forged aluminum pistons with anodized crowns. With 10.0:1 compression and 36 psi of boost on 102 octane fuel, it produces 850 hp at 8,200 RPM and 590 lb-ft at 6,500 RPM. The complete engine weighs just 385 pounds, achieving a specific output of 356 hp/liter—among the highest for any production-based engine.

The experimental V10 developed for Apollo's grand tourer concept that never reached production. This 5,204cc 72° V10 was developed from Lamborghini's V10 architecture but extensively modified for Apollo's requirements. The engine featured a dry-sump lubrication system with 14-liter capacity and dual oil coolers. The cylinder heads used four valves per cylinder with variable valve timing on both intake and exhaust camshafts. The intake system employed individual velocity stacks with variable-length trumpet technology, while the exhaust featured equal-length headers feeding into a valved muffler system. The engine management was a Bosch ME 9.0 system with individual cylinder fuel and ignition trim. With 12.5:1 compression and naturally-aspirated operation, it produced 600 hp at 8,000 RPM and 413 lb-ft at 6,500 RPM. The engine featured a flat-plane crankshaft that created a distinctive exhaust note, while the lightweight construction kept mass to 520 pounds. Though the Tornante never reached production, this engine represented Apollo's ambition to compete with established exotic car manufacturers.

Apollo's vision for all-electric hypercar performance. This system features four permanent magnet synchronous motors—one for each wheel—producing combined 1,400 hp and 1,300 lb-ft of torque. Each motor produces 350 hp and uses hairpin winding technology with direct oil cooling of the stator and rotor. The power electronics employ silicon carbide MOSFETs with switching frequencies up to 50 kHz and 99.2% efficiency. The battery pack is a 120 kWh unit using NMC 9-0.5-0.5 chemistry with 800V architecture and active thermal management using refrigerant direct cooling. The thermal system can dissipate 300 kW of heat during track operation, with battery temperature maintained within ±2°C of optimum. The motors feature torque vectoring across all four wheels with independent control, enabling yaw rates up to 180°/second. The regenerative braking system can recover 450 kW of power, while the charging system supports 350 kW DC fast charging. The complete powertrain weighs 880 pounds, achieving a power density of 3.2 kW/kg while maintaining the brutal performance character that defines the Apollo brand.

The experimental diesel engine that demonstrated Apollo's engineering versatility. Based on Audi's V6 TDI architecture, this 2,967cc engine featured extensive modifications for high-performance applications. The block used compacted graphite iron construction with reinforced main bearing caps, while the cylinder heads featured four valves per cylinder with piezoelectric injectors. The turbo system employed twin variable geometry turbochargers in sequential configuration, with an electric supercharger for low-RPM response. The fuel system used third-generation common rail technology operating at 2,500 bar pressure, with eight injection events per cycle. The engine management was a Bosch EDC 17 system with closed-loop combustion control and particulate filter management. With 16.5:1 compression and 36 psi of boost, it produced 385 hp at 4,400 RPM and 553 lb-ft from 1,500-3,500 RPM. Though never intended for production, this concept demonstrated that diesel technology could deliver the massive torque and durability required for hypercar applications while achieving 35% thermal efficiency.

The forthcoming hybrid powertrain for Apollo's next-generation hypercar. This 3,498cc 90° V8 features a 180° flat-plane crankshaft and twin turbochargers with integrated 25 kW electric motors. The block uses aluminum-lithium alloy construction with electroplated composite cylinder liners. The cylinder heads employ electro-hydraulic fully variable valve actuation on all 32 valves, enabling infinite control of valve timing, duration, and lift. The hybrid system uses a 150 kW front axle motor and a 100 kW motor-generator unit on the crankshaft, powered by a 2.5 kWh supercapacitor bank. The fuel system combines 500 bar direct injection with 15 bar port injection, while the ignition uses corona discharge technology. The rotating assembly features a carbon fiber crankshaft, titanium-aluminum connecting rods, and ceramic matrix composite pistons. With 11.0:1 compression and 32 psi of boost, the combustion engine produces 850 hp at 9,500 RPM, while the hybrid system adds 250 hp for total output of 1,100 hp. The powertrain features predictive energy management and torque vectoring across all four wheels, representing the ultimate evolution of Apollo's internal combustion engine technology before the transition to full electrification.

The race-bred sequential gearbox that defined the original Apollo's track-focused character. This Graziano-derived transmission featured straight-cut gears with dog-ring engagement for lightning-fast shifts. The casing was magnesium alloy with integrated oil cooling and dry-sump lubrication. Gear changes were actuated via hydraulic paddle shifters with 80ms shift times, while the clutch used a sintered bronze triple-plate design. The differential was a mechanical limited-slip unit with 30-70% lockup capability. Weighing just 98kg complete, it could handle 900Nm of torque while providing brutal, instantaneous gear changes perfect for track use.

The Hewland-sourced sequential transmission built for extreme V12 power. This motorsport-derived gearbox featured carbon fiber synchronizers and titanium selector forks for minimal shift effort. The casing was CNC-machined from aluminum billet with integrated water-to-oil cooling. Shift times were reduced to 60ms via electronic-hydraulic actuation, while the clutch used a carbon-carbon twin-plate design. The differential was an electronic limited-slip unit with torque vectoring capability. Weighing 110kg, it was specifically engineered to handle the 760Nm torque output while providing race-car-like shift precision.

The advanced dual-clutch transmission blending race performance with road comfort. This Getrag-derived DCT featured seven forward gears with wet multi-plate clutches running in separate oil baths. Shift times were under 100ms in Race mode, with pre-selection technology anticipating gear changes. The casing was aluminum with integrated heat exchangers for sustained track use. The differential was an electronic torque-vectoring unit with active cornering enhancement. Weighing 135kg, it could handle 1000Nm of torque while providing seamless shifts perfect for both track and road use.

The ultra-efficient direct drive system for Apollo's electric hypercar. This single-speed transmission featured helical gears with 8.5:1 reduction ratio and 98% efficiency. The casing was magnesium with integrated cooling channels for the electric motor. The differential was a fully electronic torque-vectoring unit with independent wheel control. Weighing just 45kg, it provided instantaneous power delivery without shift interruptions, perfectly complementing the electric motors' 13,000 RPM capability.

The sophisticated hybrid transmission integrating electric motor assistance. This ZF-derived 8-speed DCT featured an integrated 100kW electric motor within the bellhousing. The wet multi-plate clutches were specifically designed for hybrid operation, with electric motor torque filling during gear shifts. The casing was aluminum with dual cooling circuits for the transmission and electric motor. The differential was an advanced eLSD with predictive torque distribution. Weighing 155kg, it provided seamless integration between combustion engine and electric power while handling 1200Nm combined torque.

Born from the vision of Roland Gumpert, legendary former Audi Quattro engineer, Gumpert Sportwagenmanufaktur emerged in 2004 with a singular mission: to create the ultimate track-focused supercar. The Apollo Speed arrived in 2005, immediately claiming Nürburgring lap records and Top Gear's fastest Stig lap with its twin-turbo Audi V8 powertrain and motorsport-derived aerodynamics. Despite this success, the company fell into bankruptcy in 2013, only to be resurrected three years later when Chinese-Canadian businessman Norman Choi acquired the marque and renamed it Apollo Automobil GmbH. Relocating to Denkendorf, Germany, with Gumpert remaining as a consultant, the reborn brand unveiled the Arrow concept in 2016 before launching the spectacular Intensa Emozione in 2018—a Ferrari V12-powered hypercar that marries Italian passion with German engineering precision. Today, Apollo stands as an ultra-exclusive boutique manufacturer, producing limited-run hypercars where Nürburgring-developed racing technology meets road-legal extreme performance.