Volvo’s Decision to Change Polestar
In 2009, Volvo partnered with Polestar Racing to begin modifying the Swedish manufacturer’s production vehicles. The first two vehicles (C30 and S60) were unveiled to the world as concept cars with heavily upgraded internals and exterior body panels. Eventually, Volvo began producing limited-edition S60 and V60 Polestar vehicles, featuring the Porsche-developed 3.0L T6 engine that was modified to 345 hp.
For die-hard enthusiasts of the Volvo brand like myself, these vehicles were our poster cars. The V60 Polestar was always one of my “dream daily drivers” because of its power and practicality, to name just two of its attributes.
In 2017, Volvo announced that Polestar would begin to operate as its own venture, producing electric vehicles. Today, Polestar produces 3 production vehicles and plans to expand into more vehicle segments over the next 5 years. Volvo still has a V60 “Polestar Engineered” being produced today, which boasts a 4-cylinder plug-in hybrid powertrain. But the character is just not what it used to be.
In the 2025 V60 Polestar Engineered, common sports car features like paddle shifters, loud exhaust notes, and bucket seats are just not like they used to be in the previous generation vehicles. It seems as though they keep it around as more of a formality than anything else, and to us enthusiasts the lack of character is very apparent.
Now, I understand that Volvo’s value proposition is to provide safe, luxurious vehicles (and that vehicle performance is at the bottom of their list of importance), and the separation from Polestar is a smart business move in order to tackle the EV market, but I wish the company would bring back a performance division to capture some enthusiast market share.
Right now, Volvo’s V60 Polestar Engineered is competing with, well, nobody. The RS6 Avant, M5 Touring, and E63 AMG are all larger, more powerful vehicles that compete amongst themselves. If Volvo wanted to steal some of the German purists, they could if they really wanted to allocate the human capital, funds, and other resources towards the project.
The Polestar namesake may be out of the picture, but the engineers could surely do a great job at pumping out a 6-cylinder S60, V60/V90, and even an XC90/XC60 to compete with AMG, M, and RS/S from Germany. The task of capturing this market proves to be difficult, but with a slight design change (wider fenders, more aggressive stance, etc.) it isn’t impossible.
Will Volvo elect to work towards this change? Probably not. Can we as enthusiasts hope and dream this will happen soon? Certainly.
Why Did Porsche Bring Back the Manual in the 992.2 Carrera T?
Earlier this year, Porsche relieved automotive purists around the globe by reintroducing the manual transmission in the 992.2 variant of the Carrera T. The new model takes 6 of the 7 gears from the “dot one” gearbox and shaves just under 90 lbs from its predecessor. Furthermore, the Carrera T is now offered in cabriolet form for the first time.
This begs the question, however, of why Porsche did not include the manual gearbox option in all of its 911 variants? Now, we know that the base Carrera coupe and cabriolet for the 992.1 was only offered in PDK form, but as of today, the Carrera T is the only non-GT car that sports the manual for 992.2. We still have yet to see the 4, S, and 4S models, but it is more likely than not that the PDK will be the only option with those.
Our take is that Porsche wants to maintain exclusivity when it comes to the most desirable purist options. Manual transmissions, natural aspiration, and even analog tachometers are difficult to find in the modern era of sports cars. Porsche is no exception.
Looking at a base Carrera compared to a Carrera T, one can see a starting MSRP difference just shy of $14,000. Now, of course the Carrera T offers more than just a 6-speed. Lightweight features, Sport Chrono Package, as well as rear-axle steering all come as standard equipment on the T. Once you start adding on your options through the configurator, you can easily get a Carrera T up to $150,000, which brings the car towards the S and 4S prices of the previous generation.
It seems to us that Porsche is trying to capitalize monetarily on the dying nature of the automotive industry. With limited-edition variants such as the Sport Classic, Dakar, and S/T selling out very quickly, it is clear that there is a large-scale demand for the purest of the pure.
To give the enthusiasts a taste of the specialty that these limited-edition vehicles exhibit, they introduce the Carrera T. Now that it is the only 911 Carrera variant to feature the manual, the initial demand is expected to be high.
We warn, however, against the market value of these vehicles as 992.1 Carrera T prices have been declining over the past 12 months, going originally for over MSRP to now being offered at discounts on low-mileage examples. Does this mean that while manual transmissions are still desirable, the exclusivity of the vehicle plays an even larger part in determining its value?
Overall, we at Aperta are all-for these special Porsche models. The Carrera T offers the 911 in one of its purest forms which appeals to us as the automotive enthusiast. It’s not always about the most power, or the top speed, or the 0-60; rather, the enjoyment of rowing through the gears and taking turns at high speeds is what people really search for, and the Carrera T gets at just that.
Sources: https://newsroom.porsche.com/en/2024/products/porsche-the-new-911-carrera-t-coupe-and-cabriolet-37691.html
The Appreciation in Value of the Lamborghini Murcielago: A Case Study
Since its unveiling in late 2001, the Lamborghini Murcielago has been one of the most polarizing vehicles ever made. On launch, the Murcielago made 580 ps (572 hp) from its 6.2L naturally aspirated V12 engine, giving the generation its signature “LP 580” name. In the next generation, the LP 640, power and revised front and rear facias represented a refreshed Murcielago variant.
Now, almost 15 years after its initial launch, the Murceilago is coveted by the automotive community as one of the all-time greats. Not only does it receive the notoriety it rightfully deserves, but it also fetches exorbitant prices to go along with its status.
Looking at recent market trends, it is apparent that purchasing any Murceilago five years ago would have doubled your money, on average. In mid-2020, you could have purchased an LP 580 coupe for an average price of $149,384 depending on specification. Today, you would need an average of $270,274 to purchase that same vehicle. Similarly, an LP 640 roadster in mid-2021 fetched just over $200,000, and now you can find one at an average price of just under $500,000, with the most recent transaction totaling $1,352,500 at auction.
Of course, you can look to the COVID pandemic as a direct catalyst for the appreciation in value. As with most luxury goods, prices skyrocketed ever since the world was shut down in March 2020. While this is true, it does not look at the whole picture here.
To preface this, take a look at a similar vehicle of the same era, a Ferrari F430 - F1 Transmission (produced from 2005-2009), where we see a -13.45% decrease in average selling price over the last five years. However, the F430 with a manual transmission has appreciated by 52.73% over the same time period. This begins to chip away at the answer here.
Automotive purists value a car on what it has that other examples do not. The LP 580 had 51% of its 1,921-vehicle production run fitted with the 6-speed manual. The LP 640? Just 5% (88 out of 1,675). Similarly, the Ferrari F430 had anywhere from 5-10% fitted with a 6-speed as well.
Now of course the Murcielago will fetch more money with the manual. But, why has the average selling price of all variants risen over the past five years? The answer is pretty simple - and it has to do with the number 12.
Lamborghini’s use of the V12 has been longstanding since the 1963 350GT. The Murcielago’s use of it, however, set the stage for the loud, explosive, and flashy models to follow afterwards (Aventador, Revuelto, etc.). The Murcielago was nothing new to Lamborghini aficionados; the Diablo and Countach were both icons of their respective eras as well. The difference lies in the timeline, where these vehicles are reaching 20 years of age, and the same purists that grew up with these cars on their wall posters now have enough capital to purchase these vehicles.
So, the Murcielago’s value can be attributed to three distinct criteria: scarcity, specification, and nostalgia. Lamborghini produced only 4,099 Murcielagos in total, so no matter the transmission, color, or body style, the vehicles are rare to begin with. Throw specifications in there such as the 6-speed manual transmission or the roadster top, and you begin to create the “rarest of the rare”. Finally, couple the first two with the emotion that the Murcielago invokes in current buyers from when they were growing up, and people can not think of anything better to drive down the highway in.
The question to ask now is “what’s next?” Today, we see supercars such as the Ferrari 458 or the McLaren 675LT skyrocketing in value because of similar aspects as discussed with the Murcielago. But if we all knew this was going to happen, then why didn’t people invest in these cars years ago? I think that it is necessary to look at what current manufacturers are producing now and seeing what they are leaving behind. For example, the turn-key knob and analog tachometer of the 911 is now a thing of the past with the push-button feature and all-digital instrument cluster on the new 992.2 generation. Little features like this will add up over time and cause values to increase. Combine that with the new era of electric, and enthusiasts will soon likely value any car with an ICE and manual transmission. I do not think we are at that level just yet, but it is certainly on the horizon.
Sources: https://www.classic.com/m/lamborghini/murcielago/base-model/ https://www.classic.com/m/lamborghini/murcielago/lp640-roadster/ https://www.classic.com/m/ferrari/f430/coupe/manual/ https://en.wikipedia.org/wiki/Lamborghini_Murci%C3%A9lago#:~:text=The%20Lamborghini%20Murci%C3%A9lago%20is%20a,for%20the%202002%20model%20year. https://www.hagerty.com/media/market-trends/hagerty-insider/is-this-record-breaking-murcielago-a-sign-of-things-to-come/#:~:text=Between%202001%20and%202006%2C%20total,Holy%20shift! https://www.classic.com/m/ferrari/f430/coupe/f1/
What is the “perfect” car to buy today?
When I get asked this catch-all question, I find it difficult to give a concrete answer to someone. I could say any car with a naturally aspirated V8, a 6-speed manual and a rear-wheel drive setup for an easy choice, but it is so much more than the “spec” sheet of the vehicle.
I think the answer to one’s “perfect” vehicle lies in what they expect from a car. Some may expect straight-line speed, or loud exhaust noises, or maybe even reliability. It is also important to look at the other vehicles one owns to really get a sense of what they want versus what they need.
Take someone who owns all 2-door sports cars like McLarens and Lamborghinis. Sure, they can go down the same path and buy the newest Porsche or Ferrari, but maybe what they need now is something along the lines of a family car like an Audi RS6 Avant or a BMW M5 to complement the rest of their collection.
Usually, when people get asked this question they may look back to their childhood posters and see a Bugatti Veyron or a Koenigsegg Agera. Now, these are among some of the best vehicles ever made for sure, but is the driving experience you hope for going to come from these vehicles on the road, or do you have to bring them to the track to really gauge their potential?
My point here is that we at Aperta Strategy believe that the perfect car is based on the individual and not entirely on the specifications of the vehicle. That is why we strive to focus on the client rather than just the car, and their underlying needs versus the merely the wants.
Does the Ferrari F80 Deserve the Criticism?
Since its release last month, the Ferrari F80 has been receiving nothing but harsh criticism by automotive enthusiasts around the globe. Reasons stated include the change to a 3.0L V6 engine, the “mustache-like” mask across the hood, and the lack of exhaust tone that separated its predecessors from the rest of the hypercars of their time.
The reality of the situation is that European regulations, along with increased hybrid technology, have pushed automakers like Ferrari to relinquish their previous ways of automotive engineering. We would have liked to have seen Ferrari use the V8 platform from the F8 Tributo and Roma, but it is understandable that the Italian powerhouse used the Le Mans-winning 499P V6 in their flagship, halo vehicle. Not to mention, the 3 electric motors that contribute almost 300hp to the vehicle’s output seem to be a perfect addition to this platform.
While purists imagine their perfect Ferrari featuring a naturally aspirated V12, manual transmission, or loud exhaust system, the automotive world is moving towards innovation and efficiency at a remarkably fast pace. Some may resent this move towards smaller displacement and hybrid technology, but the fact of the matter is that larger engines have maximized their potential already; it is now time to accept and usher in a new era of automotive innovation, and the Ferrari F80 will prove whether this change is necessary or not.