Ginetta

6.0L naturally aspirated V8. Ginetta designed engine. 600hp output. 700Nm torque. 6-speed paddle-shift sequential. RWD mid-engine layout. 4380mm length. 2706mm wheelbase. 1150kg dry weight targeted. Two-seat hypercar. Carbon fiber monocoque. Active aerodynamics system. 0-100 km/h 3.0 seconds claimed. 290km/h top speed. Track-focused road car. No electronic driver aids promised. Purist hypercar approach. Ground effect aerodynamics. Adjustable suspension racing-derived. Limited production planned. Yorkshire England manufacturing. Lawrence Tomlinson vision. British hypercar rival. LMP racing technology derived. Le Mans experience applied.

Ford 3.7L V6 naturally aspirated. 285hp output. 6-speed Quaife sequential. RWD rear-wheel drive. 1100kg minimum weight. Two-seat racing configuration. Steel spaceframe chassis. Composite bodywork. Adjustable suspension. Ginetta GT championships. Professional racing series. Cost-controlled racing. Proven race platform. British GT participation. International racing presence. Yorkshire manufacturing. Accessible professional racing. Driver development pathway.

Ford Sigma 1.8L 4-cylinder. 120hp output. 5-speed manual transmission. RWD rear-wheel drive. 755kg minimum weight. Two-seat racing car. Steel spaceframe chassis. Composite body panels. Controlled specification racing. Entry-level motorsport. Ginetta Junior championship eligible. Driver training platform. Affordable racing cost. Young driver development. Professional career pathway. Yorkshire England production. Equal machinery racing. Pure driving skill focus.

Mecachrome 3.4L V6 twin-turbo. 700hp+ output. LMP1 non-hybrid class. 6-speed sequential gearbox. AWD all-wheel drive system. 878kg minimum weight. Single-seat prototype. Carbon monocoque chassis. Active aerodynamics comprehensive. Ground effect maximum. Le Mans 24 Hours participation. WEC World Endurance Championship. Manor Racing customer. CEFC TRSM Racing. British engineering achievement. Ginetta highest profile. Professional endurance racing. Yorkshire designed manufactured. International competition success.

The production-based four-cylinder that formed the backbone of Ginetta's entry-level racing categories. Based on the Ford Duratec HE block, this 1,798cc (later 1,999cc) inline-four featured an aluminum block with cast iron liners and a five-bearing crankshaft. The cylinder head used dual overhead camshafts with 16 valves actuated by bucket followers. The fuel system employed Weber-Marelli electronic fuel injection with individual throttle bodies, while ignition used a mapped distributorless system. With 11.0:1 compression, it produced 140 hp at 6,500 RPM and 125 lb-ft at 4,500 RPM in base form. Racing versions featured forged pistons, steel connecting rods, and aggressive camshafts pushing output to 185 hp. The engine's compact dimensions and lightweight construction (285 pounds complete) made it ideal for Ginetta's minimalist sports cars, providing accessible performance with proven reliability for club racing.

The purpose-built racing V8 that powered Ginetta's Le Mans Prototype efforts. This 3,996cc 90° V8 featured an all-aluminum construction with nikasil-coated cylinder bores. The cylinder heads used dual overhead camshafts with 32 valves actuated by pneumatic springs. The fuel system employed sequential electronic injection with eight individual throttle bodies, while ignition used individual coil-on-plug units. The crankshaft was a billet steel unit running in five main bearings, with titanium connecting rods and aluminum pistons. With 13.0:1 compression and running on 100-octane racing fuel, it produced 550 hp at 9,000 RPM and 295 lb-ft at 7,500 RPM. The engine management was a Magneti Marelli ECU with comprehensive data logging. Weighing just 315 pounds, it delivered exceptional power-to-weight ratio and reliability for endurance racing, competing at the 24 Hours of Le Mans and in the FIA World Endurance Championship.

The production-derived V6 that became the standard powerplant for Ginetta's premier racing series. Based on the Ford Cyclone engine, this 3,655cc 60° V6 featured an aluminum block with pressed-in iron liners and a six-bearing crankshaft. The cylinder heads used dual overhead camshafts with 24 valves and variable valve timing on intake cams. The racing version employed a bespoke intake manifold with individual throttle bodies and a custom exhaust system. The fuel system used Bosch Motorsport injection, while ignition employed individual coil-on-plug units. With 11.5:1 compression and optimized airflow, it produced 410 hp at 7,000 RPM and 310 lb-ft at 4,500 RPM. The engine management was a Life Racing F88RX ECU with comprehensive telemetry. Weighing 415 pounds, it delivered robust, predictable power that could withstand the punishment of close-quarters racing in the Ginetta Supercup championship, making it the ideal controlled-spec powerplant.

The Porsche-derived flat-six that powered Ginetta's GT3-inspired prototype. Based on the Porsche 9A1 engine, this 3,800cc horizontally-opposed six-cylinder featured an aluminum block with nikasil-coated cylinders and a seven-bearing crankshaft. The cylinder heads used dual overhead camshasts with 24 valves and variable valve timing. The racing version employed a bespoke intake system with velocity stacks and a motorsport exhaust. The fuel system used Bosch Motorsport injection with individual throttle bodies, while ignition used individual coil-on-plug units. With 12.5:1 compression and optimized for 98 RON fuel, it produced 475 hp at 8,000 RPM and 325 lb-ft at 6,500 RPM. The engine management was a Bosch MS 5.0 system with comprehensive data logging. Weighing 385 pounds, its low center of gravity and broad powerband made it ideal for Ginetta's lightweight sports prototype, providing Porsche-level performance at a fraction of the cost.

The production-based V8 that powers Ginetta's Le Mans Prototype challenger. Based on the Nissan VK56DE engine, this 5,552cc 90° V8 featured an aluminum block with silicon-impregnated cylinder bores and a five-bearing crankshaft. The cylinder heads used dual overhead camshafts with 32 valves and variable valve timing on both intake and exhaust cams. The racing version employed a bespoke intake system with individual throttle bodies and a motorsport exhaust. The fuel system used Bosch Motorsport injection, while ignition used individual coil-on-plug units. With 11.5:1 compression and running on 98 RON fuel, it produced 455 hp at 6,800 RPM and 420 lb-ft at 5,200 RPM. The engine management was a Cosworth ICD system with comprehensive telemetry. Weighing 485 pounds, its massive torque and proven reliability made it the perfect cost-capped powerplant for the LMP3 category, delivering exceptional performance for aspiring Le Mans competitors.

The bespoke supercharged V8 developed for Ginetta's ultimate supercar. This 6,162cc 90° V8 featured an all-aluminum construction with plasma-coated cylinder bores. The cylinder heads used dual overhead camshafts with 32 valves and variable valve timing, actuated by roller finger followers. The supercharger was a twin-vortex Eaton TVS unit with integrated liquid-to-air intercooler, producing 14.5 psi of boost. The fuel system combined direct injection at 200 bar pressure with port injection for optimal combustion. With 9.5:1 compression, it produced 700 hp at 7,500 RPM and 857 lb-ft at 4,500 RPM. The engine management was a Bosch MS 7.0 system with comprehensive torque management. Weighing 550 pounds, it delivered explosive performance that could propel the carbon-fiber Akula to 60 mph in under 3.0 seconds, representing the culmination of Ginetta's racing knowledge in a road-going supercar.

The modern turbocharged four-cylinder that powers Ginetta's GT4 contender. Based on a production engine block, this 1,998cc inline-four featured an aluminum block with cast iron liners and a five-bearing crankshaft. The cylinder head used dual overhead camshafts with 16 valves and variable valve timing. The turbocharger was a BorgWarner EFR series with ball-bearing technology and electronic wastegate control, producing 22 psi of boost. The fuel system used direct injection at 200 bar pressure with supplemental port injection, while ignition used individual coil-on-plug units. With 9.5:1 compression, it produced 360 hp at 6,500 RPM and 350 lb-ft from 2,500-5,500 RPM. The engine management was a Cosworth ICD system with comprehensive data logging. Weighing 340 pounds, it delivered responsive turbocharged performance with the reliability needed for endurance racing, making it competitive in the tough GT4 category.

The bespoke motorsport-derived sequential gearbox used in Ginetta's GT4 and prototype race cars. This transmission is a pure racing unit, featuring straight-cut gears for maximum strength and dog-ring engagement for instantaneous, clutchless shifts. The shift mechanism is actuated via a rigid, direct-link pull-pull cable system from the cockpit-mounted lever, delivering immense mechanical feedback. The casing is machined from a solid billet of magnesium alloy to minimize weight while providing exceptional rigidity to handle high torque loads and chassis stresses. It incorporates an integrated oil pump and cooler circuit to manage the high thermal loads generated during endurance racing. The internal geartrain is designed with a focus on close ratios to keep the engine in its optimal power band, and the unit is typically paired with a multi-plate limited-slip differential for optimal traction out of corners.

A high-performance sequential gearbox utilized in Ginetta's one-make cup cars and Le Mans Prototype challengers. The ST-82 is known for its compact packaging and lightweight design, featuring a cassette-style gear cluster that allows for rapid ratio changes between race sessions. It uses carbon-faced synchro rings for reduced shift effort and increased longevity compared to traditional brass units. The shift actuation is fully electronic, controlled by paddle shifters and an electronic control unit that manages ignition cuts and throttle blips for seamless downshifts. The housing is a two-piece aluminum casting with internal stiffening ribs to resist flex under high cornering loads. This transmission is often paired with a pneumatic paddle-shift system for ultimate shift speed and is designed to withstand the extreme demands of 24-hour race events.

The heavy-duty synchromesh manual transmission used in the road-going Ginetta G40. This gearbox provides a more traditional and engaging driving experience, with a precise H-pattern shifter and a mechanical clutch. It features double- and triple-cone synchronizers on the lower gears to handle high-RPM, aggressive shifts, making it capable of both smooth road use and track day punishment. The cast-iron casing is immensely strong, designed to handle significant torque outputs from tuned engines. The shift linkage is a direct rod-type system, offering a short, positive throw and excellent gate definition. It is typically coupled with a limited-slip differential to put the power down effectively, and its overall robust construction makes it a favorite for high-performance applications where driver involvement is key.

An advanced sequential transmission developed for the high-performance G60 road car. The P1162 bridges the gap between a race unit and a road-going gearbox, offering the lightning-fast shifts and strength of a sequential 'box but with refinements for road use. It features helical-cut gears (unlike the straight-cut gears of pure race units) to reduce gear whine and improve NVH characteristics for daily driving. The shift mechanism can be operated via steering wheel-mounted paddles, with an electronic control unit providing automatic throttle blips on downshifts. The magnesium alloy casing helps keep unsprung weight low, and the internal components are coated with low-friction coatings for improved efficiency. This transmission represents Ginetta's commitment to bringing a true, un-filtered race car feel to a road-legal supercar.

Founded in 1958 by the four Walklett brothers—automotive enthusiasts operating from Woodbridge, Suffolk—Ginetta began as a kit car manufacturer but quickly established racing success that would define the brand's identity. Building a strong British racing heritage through multiple championship victories, Ginetta evolved dramatically following Lawrence Tomlinson's 2005 acquisition and subsequent relocation to Garforth, Yorkshire, transforming into a professional race car manufacturer. The company found particular success with one-make championships like the Ginetta GT Supercup and Ginetta Junior, creating a crucial driver development pathway that nurtures young talent and provides a stepping stone toward professional racing careers. The ambitious LMP1 program and prestigious Le Mans participation demonstrated Ginetta's engineering capabilities at the highest level, while road car production continues to benefit from racing technology transfer. Today, Ginetta stands as a British motorsport institution with growing export success and participation in international racing series—proof that a small, focused manufacturer can build a global reputation by excelling in a specific niche and maintaining unwavering commitment to motorsport competition that validates engineering excellence and builds brand credibility in ways marketing budgets simply cannot replicate.