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Red, White, and V10: The Salzburg Carrera GT

Some racing liveries transcend time. They stop belonging to a single car, a single year, or even a single victory, and instead become part of a brand’s DNA. For Porsche, few paint schemes carry the same emotional weight as the red-and-white Salzburg Design—forever linked to the marque’s first overall victory at the 24 Hours of Le Mans in 1970, when Hans Herrmann and Richard Attwood guided the short-tail 917, wearing starting number 23, into history.

More than half a century later, that iconic look has found a new canvas. Not on a museum-bound prototype or a static showpiece, but on one of the most revered road cars ever built: the Porsche Carrera GT.

This extraordinary transformation comes via Porsche’s exclusive Sonderwunsch programme, specifically through a Factory Re-Commission project commissioned by Puerto Rican Porsche enthusiast Victor Gómez. The result is a 2005 Carrera GT that doesn’t merely pay tribute to motorsport heritage—it revives it, meticulously and authentically, for the modern road.

Recommissioned, Not Restored

Calling this project a repaint would be a severe understatement. The Factory Re-Commission process effectively resets a car’s life clock. Gómez’s Carrera GT was completely disassembled, with every major technical component inspected, revised, or rebuilt. The naturally aspirated V10 was overhauled from the ground up, carbon-fiber components were recoated, and the entire vehicle was returned to what Porsche describes as a “zero-kilometer condition,” fully documented in the factory archive.

Only then did the aesthetic transformation begin.

Adapting the Salzburg Design from the slab-sided, purpose-built 917 to the flowing, organic form of the Carrera GT was anything but straightforward. The geometry, proportions, and surface transitions of the two cars are worlds apart. What worked on a long-distance prototype designed for the Mulsanne Straight would not automatically translate to a mid-engined road car sculpted for both speed and beauty.

Porsche designer Grant Larson and his team approached the task with the same discipline applied to a new production model. Initial sketches gave way to detailed renderings, followed by a hands-on phase where the Carrera GT was physically taped to evaluate how the red-and-white lines would move across its body. Only after this painstaking process were the final paint templates created.

The finished result is striking without being forced. Indian red flows across the Carrera GT’s carbon-fiber skin, balanced by crisp white sections and anchored visually by the famous number 23. A transparent protective film ensures the hand-painted finish is preserved, even as Gómez intends to drive the car on the public roads of Puerto Rico rather than confine it to a collection.

Carbon, Contrast, and Cohesion

Beyond the headline livery, the exterior detailing is a masterclass in restraint. Matte black carbon fiber provides contrast against the bold paintwork, appearing on the roof halves, A- and B-pillars, mirror caps, front air duct, and rear diffuser. The engine cover grilles are finished in black matte anodizing, while the original five-spoke Carrera GT wheels are painted black and fitted with colored Porsche crests—a subtle nod to tradition.

Inside, the personalization continues with equal intent. Large sections of the interior are trimmed in Indian Red Alcantara, including the dashboard, door panels, steering wheel rim, center console, and even the front luggage compartment lining. The effect is dramatic but cohesive, enveloping the driver in a cockpit that feels both bespoke and motorsport-inspired.

Matte carbon fiber once again plays a supporting role, used on the seat shells, air vent surrounds, and instrument cover. For the seat centers, side bolsters, and headrests, Porsche’s upholstery specialists selected black FIA-certified textile originally developed for the 918 Spyder—a non-flammable material rooted firmly in racing practice. It’s a fitting detail, especially when one remembers that even the original 917 endurance racer was required to carry two seats.

Sonderwunsch, Defined

Projects like this define the modern meaning of Sonderwunsch. More than a customization department, it is a collaborative process where customers work directly with Porsche designers and engineers to turn personal visions into factory-approved reality. Every idea is vetted for technical feasibility, durability, and brand integrity. Every modification is recorded in Porsche’s archives, ensuring complete transparency and long-term traceability.

In Gómez’s case, the process involved multiple visits to Germany, following the project closely from concept to completion. His verdict speaks volumes: a Carrera GT restored to new condition, tailored inside and out to his personal vision, and infused with one of the most storied liveries in Porsche history.

A Modern Classic Meets a Racing Soul

When the Carrera GT debuted in 2003, it stood among the fastest production cars in the world, capable of 330 km/h. Its carbon-fiber monocoque and mid-mounted engine layout were direct transfers from racing technology, and its 5.7-liter naturally aspirated V10—originally conceived for Le Mans—produced 450 kW (612 PS) while propelling a curb weight of just 1,380 kilograms.

Even today, the Carrera GT remains a benchmark for purity: no turbos, no hybrid assistance, no electronic dilution of the driving experience. Wrapping that mechanical masterpiece in the Salzburg Design doesn’t dilute its identity—it amplifies it.

This is not nostalgia for nostalgia’s sake. It is a reminder that Porsche’s greatest road cars are inseparable from its racing past. And in this singular Carrera GT, Le Mans history doesn’t just live on—it drives on.

Source: Porsche

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Volkswagen Begins European Production of Unified EV Battery Cells in Salzgitter

Volkswagen Group’s push to control more of its electric future has taken a tangible step forward. PowerCo, the battery company created within the Group, has officially put its Salzgitter gigafactory into operation, producing the first unified battery cells proudly labeled “Made in Europe.” For an industry still heavily dependent on Asian supply chains, this is more than a symbolic milestone—it’s a strategic statement.

PowerCo’s approach is clear and ambitious: design, develop, and manufacture battery cells entirely in Europe. By doing so, Volkswagen aims to strengthen technological sovereignty while reducing exposure to geopolitical and supply-chain risks that have become painfully visible over the last few years. The first cells rolling out of Salzgitter are now headed to Volkswagen Group brands for final road testing, with their market debut scheduled for next year in electric models from Volkswagen, Škoda, and Seat/Cupra.

At the heart of this strategy is standardization. PowerCo’s “unified cell” concept is designed to work across multiple brands, platforms, and global regions. Within the Group, PowerCo is expected to cover around 50 percent of demand for these standardized cells, with the remainder sourced from external suppliers. The payoff is scale: a single cell architecture that can be produced in large volumes, adapted to different chemistries, and deployed worldwide.

That flexibility is one of the unified cell’s strongest cards. The architecture supports multiple battery chemistries, ranging from cost-focused lithium iron phosphate (LFP) to higher-performance nickel manganese cobalt (NMC), and eventually solid-state technology. This allows Volkswagen to tailor batteries to different vehicle segments and markets without reinventing the wheel each time.

The first production-ready unified cell is based on NMC chemistry and targets the mass market—without sacrificing performance. Compared to previous generations, it delivers around 10 percent higher energy density, a meaningful gain in an era where every kilometer of range counts. Crucially, the cell has been developed in parallel with Volkswagen’s new “cell-to-block” battery system. This tighter integration improves packaging efficiency, reduces weight, and translates into tangible benefits in range, efficiency, and overall performance.

Salzgitter isn’t just another factory; it’s the blueprint. Initial capacity is set at up to 20 GWh annually, enough to supply batteries for approximately 250,000 electric vehicles. If demand requires it, the site can be expanded to 40 GWh. More importantly, Salzgitter will serve as the lead plant for future PowerCo gigafactories, including planned sites in Valencia, Spain, and St. Thomas, Canada.

From an automotive perspective, this move signals a shift in how legacy manufacturers approach electrification. Instead of relying almost entirely on suppliers, Volkswagen is vertically integrating one of the most critical components of an EV. Batteries are no longer just parts; they define cost structures, vehicle architecture, and brand competitiveness.

For customers, the implications should be equally significant. Standardized cells promise more predictable pricing, faster development cycles, and quicker rollout of new technologies across multiple models. The arrival of LFP-based unified cells in the future could also open the door to more affordable electric vehicles, while solid-state development keeps the long-term performance race alive.

PowerCo’s Salzgitter launch won’t grab headlines like a new sports car or concept vehicle, but its importance may ultimately outweigh both. In the electric era, batteries are the new engines—and Volkswagen has just started building its own at scale, right in the heart of Europe.

Source: Volkswagen

News

ZF Targets Tire Noise at CES 2026 with Software-Driven Chassis Innovation

At CES 2026 in Las Vegas, ZF will pull the covers off a deceptively simple idea with potentially far-reaching consequences for vehicle refinement: reducing tire noise inside the cabin using software rather than additional hardware.

Instead of relying on extra damping materials or microphone-based active noise cancellation systems—solutions typically reserved for premium vehicles—ZF’s new approach works directly through the chassis. At its core is a Smart Chassis sensor equipped with an integrated accelerometer that measures vibrations as they travel from the tire, through the suspension, and into the vehicle structure.

Once those vibrations are detected, the system responds in real time. Semi-active damper valves generate precisely controlled counter-signals, creating microscopic movements within the shock absorber. These movements are designed to cancel out noise before it reaches the cabin, all without compromising the damper’s primary role in ride comfort and handling.

The key lies in the software. ZF’s algorithm is trained to recognize characteristic vibration patterns associated with tire cavity noise, typically occurring at around 200 Hz. By targeting this specific frequency range, the system can effectively suppress one of the most persistent and difficult-to-isolate sources of road noise in modern vehicles.

In its current development stage, the technology achieves a noise reduction of more than 3 dB—a noticeable improvement in perceived cabin quietness. ZF says future iterations could push that figure as high as 10 dB, a level that would significantly alter the acoustic character of a vehicle, particularly in electric cars where tire noise is more prominent due to the absence of engine sound.

Mass production is planned for 2028, and ZF hints that this is only the beginning. The same principle could be adapted for other applications, including active brake noise reduction, further expanding the role of software-defined chassis systems.

CES 2026, taking place from January 6 to 9 in Las Vegas, will serve as the first public stage for this innovation—one that suggests the next leap in automotive refinement may come not from more insulation, but from smarter suspension code.

Source: ZF

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