Scuderia Cameron Glickenhaus

4.4L twin-turbo V8 producing 750hp. 880Nm torque. Six-speed sequential manual. RWD mid-engine layout. 4400mm length. 2700mm wheelbase. 1300kg dry weight. Two-seat hypercar. Carbon fiber monocoque. Active aerodynamics. 0-100 km/h 3.0 seconds. 349 km/h top speed. Road-legal race car concept. Nürburgring 24 Hours developed. Paolo Garella design. Granturismo Corse aesthetic. Street variant of race car. Ferrari P4/5 predecessor connection. James Glickenhaus commissioning. Sleepy Hollow New York base. Connecticut manufacturing. Only 25 units planned. Each car bespoke. American boutique manufacturer. Racing heritage priority. Track performance focus.

4.4L twin-turbo V8 producing 650hp racing spec. 800Nm torque. Six-speed sequential racing. RWD mid-engine layout. 4400mm length. 2700mm wheelbase. 1200kg minimum weight racing. Two-seat race car. Carbon fiber monocoque. GT3 racing specification. Nürburgring 24 Hours participation. VLN racing series. 24 Hours race development. Paolo Garella design Ferrari heritage. James Glickenhaus owner driver. American team European racing. SP-X class competitive. Connecticut USA base. Racing program serious. Endurance racing focus. Customer racing program. American racing ambition.

3.5L twin-turbo V8 Pipo Moteurs. 680hp maximum per regulations. 1030kg minimum weight LMH rules. Single-seat prototype. Carbon fiber monocoque. Closed cockpit design. Le Mans Hypercar homologation. WEC World Endurance Championship. Le Mans 24 Hours entry. First American LMH entry. Jim Glickenhaus team principal. Connecticut USA engineering. Oreca chassis collaboration. French-American partnership. Privateer racing effort. Toyota Hypercar competition. Peugeot Ferrari rivals. American Le Mans dream. Endurance racing commitment. FIA WEC regulations compliant. Small team big ambitions.

6.2L supercharged V8 Chevrolet LT4. 650hp output. 881Nm torque. Six-speed manual transmission. Four-wheel drive. 5500mm length approximate. 3300mm wheelbase. 2500kg curb weight. Four-seat off-road vehicle. Steel tube frame construction. Long-travel suspension 24 inches. Fox Racing shocks. 37-inch BFGoodrich KR3 tires. Baja 1000 race tested. Off-road capability extreme. Class 1 Trophy Truck inspiration. Road-legal off-road racer. James Glickenhaus desert racing. Factory Five influence. Kit car option available. Connecticut designed. American off-road. $287,500 base price. Desert racing weapon. Ultra-capable off-road. Street legal compliance.

The legendary NASCAR-derived pushrod V8 that proved boutique could battle factory giants at the Nürburgring. This 6,986cc pushrod V8 featured a cast-iron block with six-bolt main bearing caps and a dry-sump oiling system capable of sustaining 2.5G cornering loads. The cylinder heads used CNC-ported aluminum with 2.20-inch titanium intake valves and 1.63-inch sodium-filled exhaust valves. The valvetrain employed shaft-mounted rocker arms with 1.7:1 ratio and dual valvesprings good for 8,000 RPM. The fuel system used individual throttle bodies with 65mm bores and a Motec M800 ECU managing sequential injection. With 12.5:1 compression and a 7,800 RPM redline, it produced 620 hp at 7,200 RPM and 520 lb-ft at 5,800 RPM. The engine's masterpiece was its reliability—derived from NASCAR's 500-mile sprint heritage but re-engineered for 24-hour endurance, with bronze valve guides, DLC-coated lifters, and a dual-stage oil pump that could move 12 gallons per minute at racing temperatures. Complete with all accessories, it weighed just 415 pounds while delivering the characteristic American V8 soundtrack that became the P4/5's signature.

The production-based twin-turbo V6 that demonstrated SCG's ability to harness modern forced induction for hypercar performance. This 3,496cc 60° V6 started as a Ford GT block but was extensively re-engineered for competition use. The block featured plasma-transferred wire arc cylinder liners and reinforced main bearing caps. The twin-turbo system used BorgWarner EFR7163 turbochargers with ceramic ball-bearing cores and electronic wastegates. The valvetrain employed dual overhead cams with 50° of continuous variable timing on all four camshafts. The fuel system combined direct injection (2,900 psi) with port injection (87 psi) for optimal combustion control. With 10.0:1 compression and 24.0 psi of boost, it produced 650 hp at 6,500 RPM and 520 lb-ft from 3,500-6,000 RPM. The cooling system used triple heat exchangers—one for coolant, one for charge air, and one for transmission fluid—all packaged within the 003's radical aerodynamics. The engine management system employed a Bosch MS 6.4 ECU with integrated data logging that could record 200 parameters at 100 Hz during competition. In Nürburgring trim, this powerplant demonstrated exceptional durability, completing multiple 24-hour races without major issues.

The bespoke supercharged V8 developed specifically for SCG's road-legal track weapon, blending American muscle with European precision. This 6,162cc pushrod V8 featured an aluminum block with six-bolt main bearing caps and a Rotrex C115-94 centrifugal supercharger producing 12.0 psi of boost. The cylinder heads used CNC-ported LS7-style architecture with 2.20-inch titanium intake valves and 1.61-inch Inconel exhaust valves. The valvetrain employed ultra-high-RPM hydraulic roller lifters and dual springs good for 7,500 RPM. The fuel system used eight individual 80mm throttle bodies with 1,300 cc/min injectors and dual in-tank pumps. With 9.5:1 compression and a 7,200 RPM redline, it produced 650 hp at 6,400 RPM and 590 lb-ft at 4,800 RPM. The supercharger drive used a dedicated 10-rib belt with automatic tensioner and over-running clutch to prevent damage during rapid throttle closures. The intercooling system employed a dual-pass water-to-air heat exchanger with ice tank capability for track use. The complete engine weighed 498 pounds yet delivered power-to-weight comparable to far more exotic European hypercars.

The bespoke racing V10 developed for SCG's Le Mans Hypercar program, representing the ultimate expression of naturally-aspirated endurance racing technology. This 4,200cc 72° V10 featured a carbon-composite block with aluminum liners and a 180° flat-plane crankshaft. The valvetrain employed pneumatic springs with titanium valves, allowing a 12,500 RPM redline. The cylinder heads used 40° valve angle with CNC-ported intake and exhaust tracts. The fuel system operated at 2,175 psi with direct injection and multi-hole piezoelectric injectors. With 14.0:1 compression and total-loss oil system, it produced 670 hp at 11,000 RPM—the maximum allowed under Hypercar regulations. The engine's masterpiece was its integrated hybrid system, with a 270 hp electric motor mounted between the engine and gearbox. The thermal management system used nano-fluid coolant that increased heat transfer by 40% compared to conventional ethylene glycol. Complete with hybrid system, the power unit weighed just 374 pounds while delivering the visceral soundtrack that only a high-RPM V10 can produce.

The production-based V8 that demonstrated SCG's philosophy of using proven architectures as foundations for extreme performance. This 4,951cc DOHC V8 started as a Mustang GT powerplant but was completely re-engineered for military-spec durability in the Boot off-roader. The block featured reinforced main bearing caps and plasma-coated cylinder bores. The cylinder heads used CNC-ported versions of the 'Coyote' design with 37.5° valve angles and variable cam timing on all four camshafts. The fuel system employed returnless sequential injection with dual fuel pumps. With 11.0:1 compression and a 7,500 RPM redline, it produced 450 hp at 7,000 RPM and 390 lb-ft at 4,500 RPM. The engine's innovation was its 'dual-mode' cooling system that could operate efficiently in both desert heat and arctic conditions, with thermostatically controlled bypass circuits for the oil cooler and transmission heat exchanger. The accessory drive used military-spec sealed bearings and corrosion-resistant coatings throughout, making it capable of operating in environments that would destroy conventional automotive engines.

The race-proven pushrod V8 that brought American V8 reliability to the world of LM Prototype competition. This 6,998cc pushrod V8 featured a dry-sump aluminum block with six-bolt main bearing caps and CNC-ported cylinder heads. The valvetrain employed titanium intake and exhaust valves with 1.8:1 ratio rocker arms. The fuel system used individual throttle bodies with 70mm bores and a Motec M150 ECU managing both fuel and ignition. With 13.0:1 compression and a 7,800 RPM redline, it produced 630 hp at 7,200 RPM and 500 lb-ft at 5,800 RPM. The engine's party trick was its 'asymmetric' camshaft profile that optimized exhaust scavenging while maintaining tractable low-RPM operation—crucial for navigating traffic at endurance events. The oiling system featured a five-stage dry-sump pump with separate scavenge stages for each cylinder bank and the valley, capable of maintaining pressure during the 006's radical aerodynamic-induced downforce. Despite its traditional pushrod architecture, this engine regularly outperformed more sophisticated DOHC designs through sheer reliability and torque production.

The compact twin-turbo V6 developed for SCG's potential LMDh program, showcasing the brand's adaptability to evolving regulations. This 2,400cc 60° V6 featured a compacted graphite iron block with aluminum heads and twin turbochargers mounted in hot-V configuration. The valvetrain employed dual overhead cams with 55° of continuous variable timing on all four camshafts. The fuel system used 3,500 psi direct injection with solenoid injectors and dual high-pressure pumps. With 9.5:1 compression and 29.0 psi of boost, it produced 500 hp at 6,500 RPM—the maximum allowed for LMDh—with 90% of peak torque available from 3,000 to 6,500 RPM. The engine's innovation was its integrated 50 kW hybrid system that provided torque fill during turbo spool-up and regenerated energy under braking. The thermal management system used nano-encapsulated phase-change material in the intercoolers that provided transient cooling during maximum boost conditions. The complete power unit weighed 287 pounds and demonstrated SCG's ability to compete with factory programs using cutting-edge hybrid technology.

The bespoke dog-engagement sequential gearbox developed for the SCG 006 track weapon, capable of handling the twin-turbo V6's 650 hp. Manufactured by Holinger in Australia, this transmission features straight-cut gears with involute dog rings that allow shifts in under 40 milliseconds without clutch use. The magnesium alloy case is CNC-machined from billet for maximum strength and minimal weight (complete unit weighs 68 kg). Gear ratios are fully customizable with quick-change gear sets available for different circuits, while the final drive uses a torque-sensitive mechanical limited-slip differential. The shift mechanism employs a positive-stop pneumatic actuator with adjustable shift firmness, controlled via steering wheel paddles. The transmission lacks synchronizers entirely, relying on precise electronic throttle blipping for smooth downshifts. Built to withstand repeated 8,500 RPM shifts and sustained track abuse, the gearbox is rated for 50 hours of competition use between rebuilds. The characteristic mechanical whine from the straight-cut gears and positive mechanical engagement provide audible and tactile confirmation of the transmission's racing pedigree.

The traditional H-pattern manual gearbox that provides pure driving engagement in the road-legal SCG 004C. Built to SCG's specifications by an undisclosed Italian manufacturer, this transmission features triple-cone synchronizers on second and third gears with carbon-lined single-cone units on the remaining gears. The shift mechanism uses a direct titanium linkage with spherical bearings at every joint, delivering shift quality that is both precise and mechanically satisfying. The aluminum case is investment-cast and heat-treated for dimensional stability, with internal passages that ensure perfect lubrication even under extreme cornering forces. Gear ratios are closely spaced in the lower gears for acceleration out of corners, with sixth gear providing relaxed highway cruising. The limited-slip differential uses a torque-sensing helical design that provides progressive lockup without the abruptness of clutch-type units. Most remarkably, the transmission features a gated shifter machined from solid aluminum with a mechanism so precise that shifts feel like operating a high-precision mechanical instrument. This transmission represents SCG's commitment to preserving the manual transmission in an era of increasing automation.

The heavy-duty dual-clutch transmission developed for the extreme off-road SCG Boot, capable of handling the 650 hp twin-turbo V8 in brutal off-road conditions. This transmission uses two multi-plate wet clutches—one handling odd gears (1,3,5,7) and the other even gears (2,4,6) and reverse—with shift times under 100 milliseconds. The gearset features reinforced helical-cut gears with shot-peened teeth and REM super-finished surfaces for durability in high-shock environments. The hydraulic system operates at 120 bar pressure with multiple redundant pumps to maintain clutch pressure during extreme articulation. The transmission includes a dedicated transfer case with selectable 2WD/4WD modes and a 2.64:1 low-range gear ratio for serious rock crawling. The cooling system uses a separate oil-to-air cooler with its own electric fan, capable of maintaining optimal temperatures during slow-speed desert running. The transmission control unit incorporates terrain recognition software that uses multiple sensors to detect surface conditions and adjust shift strategy accordingly. This transmission represents the pinnacle of off-road transmission technology, providing both lightning-fast shifts on high-speed desert sections and precise low-speed control for technical terrain.

The revolutionary hybrid transmission system developed for the Le Mans-homologated SCG 007S, combining a twin-turbo V8 with hybrid assistance. This transmission uses a three-shaft design with the internal combustion engine driving through a conventional 7-speed dual-clutch gearbox while the hybrid motor is connected through a separate 2-speed reduction gearset. The system can operate in multiple modes: electric-only for pit lane and slow sections, ICE-only for efficiency, and combined for maximum power. The dual-clutch portion uses carbon-faced synchronizers and multi-plate wet clutches that can handle the 800 hp from the V8, while the hybrid system adds an additional 200 hp through the front axle. The energy recovery system can harvest up to 700 kW under braking, with the hybrid motor serving as both generator and power source. The complete system weighs 142 kg and is capable of torque vectoring between the front wheels while the rear wheels receive power through the conventional DCT. This transmission represents SCG's most technologically advanced system, combining the instant torque of electric power with the high-RPM capability of a racing internal combustion engine.

The purpose-built sequential transmission used in the SCG 003C competition model, derived from LMP2 racing technology. Manufactured by Xtrac, this transmission uses a triple-shaft design with gears arranged for optimal weight distribution rather than packaging constraints. The case is manufactured from magnesium-thorium alloy with internal oil galleries that provide targeted cooling to gear meshing points. The gearset uses diamond-like carbon coated dog rings that reduce engagement force by 35% while increasing service life. The pneumatic shift system operates at 15 bar and can execute full-power upshifts in under 25 milliseconds. The transmission control unit integrates with the vehicle's data acquisition system, logging every shift for performance analysis. The differential is an electronically controlled limited-slip unit that can vary lockup from 0-100% based on steering angle and throttle position. Weighing just 58 kg complete, this transmission is capable of handling the 650 hp from the twin-turbo V6 while surviving 24-hour endurance races without degradation in performance.

The rugged automated manual transmission developed specifically for the Boot Baja race truck, designed to withstand the extreme punishment of the Baja 1000. Based on a conventional manual gearbox but with electro-pneumatic shift actuation, this transmission uses straight-cut gears with dog engagement for maximum durability. The shift mechanism can operate either automatically based on pre-programmed shift points or manually via steering wheel paddles. The transmission case is constructed from 4130 chromoly steel with additional internal bracing to prevent flex during high-shock landings. The gearset uses 300M steel gears with deep case hardening to withstand the repeated shock loads of desert racing. The lubrication system includes a dry-sump arrangement with multiple scavenge stages to ensure proper oiling during extreme articulation and jumps. The transmission includes a massive external oil cooler with its own dedicated cooling fan, capable of rejecting 40 kW of heat during sustained high-speed running. This transmission represents the ultimate evolution of off-road racing transmission technology, providing both the durability needed for the world's most demanding races and the shift speed required to be competitive.

The traditional 5-speed manual used in SCG's first production model, the P4/5 Competizione inspired 002. Sourced from a Ferrari 430 Scuderia but extensively modified for racing use, this transmission featured triple-cone synchronizers on second and third gears with carbon-lined units on the remaining gears. The shift mechanism used a direct rod linkage with minimal compliance for maximum feedback. The aluminum case was reinforced with additional ribbing to handle the increased power over the donor car, while the gearset employed shot-peened teeth and REM-finished surfaces for durability. Gear ratios were carefully selected for the Circuit de la Sarthe, with closely spaced intermediate ratios for acceleration out of slow corners and a tall fifth gear for the Mulsanne Straight. The limited-slip differential was a mechanical unit with adjustable preload for track optimization. This transmission represented SCG's beginnings—taking existing components and refining them for competition use while maintaining the mechanical purity that defines the brand's philosophy.

Founded by James Glickenhaus—an American investor and film producer whose passion for racing became the driving force—SCG began with the 2006 Ferrari P4/5 by Pininfarina, a one-off rebodied Ferrari Enzo before the 2011 P4/5 Competizione racing version led to forming Scuderia Cameron Glickenhaus. The SCG 003 development in 2015 brought Nürburgring 24 Hours racing success for this American team competing in European racing from Connecticut headquarters with just 20 employees led by chief designer Paolo Garella, bringing former Pininfarina and Stola experience. Racing heritage remains the primary focus while road cars finance the racing program, culminating in the 2021 Le Mans Hypercar entry for FIA WEC competition as an American privateer team that also developed the Boot off-road vehicle, demonstrating diverse product range through limited production philosophy as a boutique manufacturer and enthusiast-driven company where racing passion is realized through American automotive passion. SCG proves that wealthy enthusiasts can build legitimate race teams and road car manufacturers when passion combines with resources and refusal to accept that established manufacturers monopolize motorsport's top levels—demonstrating that privateer spirit survives in an era of factory teams and proving that sometimes the purest automotive endeavors come from individuals building exactly what they want to drive and race rather than what marketing departments demand or shareholders expect.