Adamastor Supercars Adamastor Furia, Portugal's first supercar

[Revvd]

This manufacturer is based in Porto, Portugal and they call themselves Adamastor.
Furia is not the first car project from this brand. In 2017 they made a model named P003RL, which AFAIK never got past the prototype stage.

For a couple of years now they've been working on a new model with higher ambitions.
There will be two versions of Adamastor Furia. One for the road and one for competition use.

"We are driven by the desire of building a competition car.
A state-of-the-art in terms of efficiency, which will allow us to win in the GT category and, at the same time, launch the Road Legal version. In a near future, we want to compete in the 24H Le Mans"

The construction is carbon tub with steel rollcage and what seems like rear carbon fiber subframe reinforced by tubular steel braces.
It's powered by Ford EcoBoost 3.5 L twin turbo mated to a pneumatically actuated Hewland sequential transmission.
We don't have any more info other than the top speed being around 300 kph and the production being limited to 60 cars.

Looking at the teasers, it seems to be downforce-heavy Valkyrie type of supercar with proper front wing and massive venturi tunnels.

^The picture above has a lot of noise because I cranked up gamma to make the dark areas more visible.

Here's what Adamastor have to say about themselves:

Adamastor was born in Porto in 2010, aiming to shape a project that involved not only the business world but also the academic world around a common passion – cars.

Ricardo Quintas and Nuno Faria, partners and founders of Adamastor, decided to bring this dream to life by joining these two realities that do not always have as close of a relationship as they should.

To achieve it, they engineered a project which focused on the development of a race car with the contribution and experience of Frederico Ribeiro, the current Director of Engineering.

Simultaneously, the programme collaborated with several national engineering, management, and marketing universities. During which, groups of students were chosen to manage and compete in racing the car, each duly supported by an entrepreneur who acted as a mentor.

Prompted by the projects inadequate adhesion witnessed in the first stages of Adamastor’s life. The team saw this obstacle as a real opportunity to build a supercar with their own hands. Several chassis were designed whose various evolutions would lead to one of the crucial moments of Adamastor's history: the birth of the P003 model. The culmination of the know-how acquired by the team which has also served as a launch pad for new goals.

Alfredo Matos and João Passos, founders of DBE - Chassis and Suspension Engineering, a company with an extensive curriculum in the development of race cars, also joined the team to mature the project further.

This constant ambition to grow and overcome boundaries led Adamastor to a new stage in its history: the development of a new car that would compete under the GT category regulations. Thus, amongst the many studies which were carried out in due time, initial engineering and business positioning analysis were underway. Primarily investigating the GT4 and GT3 competition markets.

Naturally the team has grown, and out of the inherent needs, so did Adamastor’s facilities. Evolving into a space that now allows it to fulfil its ambitious development plan, sustained by the ongoing strengthening of human resources and the technical department.

The network of partners developed throughout its growth is another one of its greatest assets. Attracting the excellence and technical expertise of professionals with extensive experience in the racing world. Including Formula 1 – the premier discipline of motorsports – and other organizations of undeniable reputation and vast experience in the World Rally Championship.

More than just suppliers of components and services, a team of artisans was assembled to provide the labour, experience, and knowledge that the project requires which today is at the core of the company. Allowing it to face the future challenges inherent to its enormous ambition of growth.

Adamastor is a company made of people, which considers it fundamental to value each of its collaborators, enhancing their capacities, and investing in them to grow. A growth that was, is, and will always be, sustained by outstanding human and technical resources.

In short, since the companies repositioning in 2019, Adamastor is a low-volume supercar manufacturer with its vision set on running in the 24h of Le Mans.

About Adamastor Furia:

Sculpted by air: The aerodynamics at the centre of the design and development of the first Portuguese supercar.

Whether it's travelling along one of the best roads on the planet or defying physics on the asphalt of any world-class circuit, aerodynamics plays an absolutely crucial role in the efficiency and performance of Adamastor's supercar.

There's no other way to put it: function defined design. The first Portuguese supercar was born from a blank sheet of paper and the design process was led entirely by the head of aerodynamics. This is how important aerodynamics is to the performance of a supercar and Adamastor knows it well. Using Siemens NX CAD software, the design department developed the elaborate bodywork of the new Adamastor with total creative freedom, aiming for the best efficiency and superior performance in sports driving.

In a second stage, once the basic configuration had been designed, the team at Adamastor's engineering centre set about defining the spaces occupied by the main components. In this respect, the work of the other departments - dynamics, powertrain, interior, structures - was essential, as they created the necessary solutions to optimise the installation space as well as the best performance of the respective components. The carbon fibre aerodynamic surfaces, the Venturi effect underbody - a design concept responsible for a large part of the downforce generated, making it possible to avoid the need for components such as ailerons - and the overall design were also optimised using CFD - Computational Fluid Dynamics - simulations (125 different cases, including safety cases).

Using the most advanced technologies and simulation software, Adamastor did more than 30,000 laps to fine-tune and evolve the performance of its supercar, validating the behaviour of the chassis and its dynamics under the most demanding conditions possible. Targets were even set in terms of lap times in the simulator, records that were easily surpassed by the Adamastor supercar. The team also set specific targets in terms of dynamic performance, focusing on areas such as structural rigidity, weight and the location of the centre of gravity.

The components were also subject to structural optimisation using FEA - Finite Element Analysis - simulation, as well as specific algorithms. The chassis alone went through more than 100 iterations, covering elements such as the design and, for example, the definition of the carbon fibre laminate. All the moulds and masters were further optimised in order to reduce their manufacturing time and the waste of material used in their construction.

All the work carried out in terms of aerodynamics has resulted - in a simulation environment - in very encouraging results, with the Adamastor supercar imposing itself, in terms of downforce, on the Formula 2 and Formula 3 single-seaters of the 2021 seasons, as well as cars in the GT3 and LMP2 categories. And all without the use of the usual large rear wing. As for the drag coefficient, the results obtained were also exciting, and they even managed to surpass the performance of a Formula 1 single-seater from the 2021 season.

Adamastor continues to execute its plan, step by step, using its multi-talented team with experience gained in the Formula 1 and GT world, driving forward and materialising its vision of a modern supercar. A vehicle designed using the latest technologies, from its factory and engineering centre in the Perafita area of Porto, with a view to conquering its own page in automotive and national history, becoming the manufacturer of the first supercar designed, developed and produced in Portugal.

I put together some screenshots from their instagram reels, highlighting the most interesting bits.

First up, the suspension. We have exposed formula-style wishbones with pushrod in the front and very intriguing contraption in the back with Öhlins dampers, reminiscent of the setup used on AMG One.

This one showcases the carbon subframe / engine cradle. It's hard to see, but the part under the bodywork on the left is identical in shape to the CAD model in the middle picture. To the right is clearly visible carbon fiber material with the suspension assembly mounted on top.

Here's some exterior angles. Notice the F1-style crash structure with rain light and massive venturi tunnels on the left.
I fully expect the doors to be small LMP-style hatches, rather than comfy dihedrals.

Interestingly they didn't opt for full enclosure type of monocoque, but chose to go with lower half carbon tub and top half steel roll cage.

BRAID is their wheel supplier of choice. One of many parallels with Praga Bohema.

Even more info can be found in this article by NOTÍCIAS AO MINUTO:

"It is a high 'performance' vehicle [service] entirely built and developed in Portugal", Ricardo Quintas, cofounder and manager of Adamastor, a Portuguese automobile company established in 2012, began by telling Lusa.

According to Ricardo Quintas, the automobile, whose maximum speed can reach 300 kilometres per hour, "is entirely built in carbon, with a central engine and rear-wheel drive", and is the result of an investment of around 17 million euros since 2019 until this year.

"On the 14th [Tuesday] we will present the road version, but two versions have been designed and will go into production: the road version, limited to 60 units, and the competition version, which in principle will not have a limit, because the teams may suffer accidents and need to repair or replace the chassis", the entrepreneur explained to Lusa.

The commercial option of the company, which currently has 14 employees, was to "attack a niche market and make limited series, aimed at a specific market", combining an "not very high" industrial cost, due to the lack of mass production, with a greater investment in research.

"We acquired a space [in Perafita, Matosinhos], equipped the space with all the necessary machines and equipment, some of the equipment was designed and produced by us. All the 'tooling' [production equipment, such as moulds] for this car was developed by us internally and partially produced by us, and other parts produced outside", in the case of components such as the engine, brakes, rims, tyres, electronics or the raw material for the 'tooling'.

For "some metal components" we used national partners, but the design and manufacture of the moulds is entirely national, making "90% of the added value of the project Portuguese", according to the manager.

The development process even included the use of virtual reality: "our engineers put on some glasses and, in the room we had, they could see if there was any technical conflict", something that "helped save a lot of money in the development of the car", he shared.

"As the car was created from scratch, everything had to be reinvented. We reinvented the entire production process", using composites, instead of steel and aluminium (as is the case in the automobile industry), producing moulds "much more quickly" and being able to correct them much more quickly.

The engine will be "prepared to use synthetic fuels" and also ethanol, which is not yet permitted in Portugal.

According to Ricardo Quintas, the project is "viable with an annual production of 25 cars, plus the competition version and spare parts", and, "depending on the market reaction", the company could be equipped with "more or less production resources".

The company carried out "a market study to identify the size of the market and the demands of that market", and immediately after that the car began to be designed under the principle of "function defining form".

"When we did the market study we did not look at Portugal, we looked at the whole world", he told Lusa, having already identified markets such as the European and the United Arab Emirates as the initially most attractive for sales, and, in a subsequent phase, following homologations, "the Americas, Oceania and Asia".

And I saved the best part for last. All that I've posted were teasers. But there's more on the way.
The final car will be revealed this Tuesday. I will post more as soon as it's made available.



https://www.instagram.com/adamastor_automotive/

 

[martinbo]

So scary fast, you’ll crap your cuecas, pa.

 

[Rolf]

Certainly going to be interesting, but the supercar/hypercar market is been flooded galore with new brands. The rich really like something new.

 

[Revvd]

I wouldn't call it flooding. I think there's a distinction between cars like Furia, Bohema and the rest of the "hypercars". These two are laser focused on track performance instead of the typical supercar aspect: the straight line speed (both are capped at around 300 kph). It's a niche within a niche. And we have yet to see if there's a market for highly track capable aero monsters.
But yeah, it's like it took Valkyrie existing for these small brands to think: OK, now's the time to do it, the people are ready.
I'm rooting for both of them. Mainly because I want to see some track records to fall and also, no matter where they're from, I just want these small teams with local talent to succeed.

 

[Revvd]

Here's an interview with Adamastor founder and CEO from 2023...
https://www.prnewswire.com/news-rel...s-founder-and-ceo-of-adamastor-302002395.html
...where he details the start of the company, the team behind the brand, the decision to make low-volume ICE powered super car, how he became a car guy, Adamastor's objectives and production goals, identifying viable markers and customers, business model and servicing the cars, Adamastor's main competitors and their motorsport ambitions.

Ricardo Quintas is one of the founders of Adamastor and is currently CEO of the Portuguese supercar brand based in Porto. A brand that, starting from a blank sheet of paper and betting on a team that combines experience with young talents, as well as technology and tools developed in-house with cutting-edge digital solutions, aims to design, develop and sell a high-performance supercar scheduled to hit the market as early as 2025.

There will be undoubtedly many more questions to ask and it's no less certain that the man who gave birth to Adamastor will have much more to tell about this dream that is now materialising. However, as a result of just over a dozen questions, Ricardo Quintas reveals the threads that sew together the present and future of a supercar manufacturer that represents not only, but above all, a lot of passion.

How was Adamastor born and how has it evolved so far?

Adamastor was founded in 2015 following an initial objective of fostering partnerships between the academic and business worlds with a view to developing new technologies with a totally Portuguese signature. Under this project, the research carried out by the universities would be subsidised by the companies. The Adamastor is the final product of this idea, bringing together two inseparables but sometimes somewhat distant fields. The development of a car was the path chosen for this purpose.

How was the Adamastor team formed? How many members does it currently have?

The team was initially formed by the partners. Me and Nuno Faria. We were later joined by Frederico Ribeiro and Ricardo Ribeiro. At a later stage, we called in other engineers and mechanics from universities, or whom we already knew, to add to the company's ranks. The recruitment of new staff has always kept pace with the need to evolve and acquire new technical knowledge. Half of the team is made up of former university students and the other half is made up of specialised technicians with extensive experience in the market. We have also established partnerships with INEGI and FEUP to strengthen our technical capacity and go further. The Adamastor team is currently made up of fourteen members.

Why does it make sense to launch a supercar brand and not a more generalist, high-volume brand?

A high-volume brand would require much greater investment in various areas. We would have to compete with the likes of Renault, Citroën or FIAT and it would require the construction of huge factories. And then there's the question of price. I would have to offer something cheap in order to enter the market. So, we decided to invest in a niche sector, a rare, unique, technologically advanced product, where price is not the issue, but exclusivity and performance are. With this investment we are placing Adamastor at the cutting edge of automotive technology, handcrafting cars far from large volumes. I recently visited Ferrari and learnt that they have the capacity to produce 61 cars a day. But our goal is to produce 25 cars a year and for each one to be made exclusively by one team, from start to finish. The customer will know the people who built his car and can turn to them in the event of any problems. We want to offer the customer the latest technology. In terms of aerodynamics, for example, regarding the Venturi effect and ground effect, Adamastor had already developed in 2019 technology equivalent to that currently used in Formula 1. To achieve this, we must adapt to constant changes and developments, for example in terms of the requirements of homologation legislation. We also want to be a technology supplier to the market. Our aim is to licence and sell the technology we develop ourselves or through partnerships.

In an industry where electrification is becoming increasingly mandatory, isn't this an obstacle to Adamastor's success? Is there room for an electric supercar in the brand's future?

The electrification of the car is today's solution. It may not be a solution for the future. Several operators argue that the current growth in dependence on batteries is creating a bigger problem than the one it is intended to eliminate. But Adamastor has a great advantage in being a relatively small structure, its great capacity to react. If necessary, we can quickly switch from one drivetrain system to another, because we don't develop them. Adamastor develops chassis and bodywork. The drivetrain system is sourced externally. We therefore have a great and versatile ability to adapt to market demands. As for the possibility of having an electric supercar in the future, it's important to make a distinction from an ordinary car, a vehicle to get you from A to B. A supercar is about enjoyment. A supercar is about driving pleasure. Of course, there are impressive electric cars, but they are missing something. They are missing the roar. Without that, it's just a very fast car with an aggressive look.

On a more personal note, how did your passion for cars begin? What do you keep in your garage?

My passion for cars began in 1973, when my father gave me a pedal car. I distinctly remember saying to my friends in the street where I lived: "One day I'm going to put an engine in this little car." It's taken me 50 years, but I'm fulfilling what I told them. After I got my driving licence, I always had small, cheap cars and the one I have the fondest memories of is a second-hand Volkswagen Golf. It was the best car I've ever had and the one that has remained in my heart. Over the years I've never invested much in cars, not least because I couldn't afford to as life brought me other priorities. So, I saved up so that one day I could have the car of my dreams, which I now keep in my collection and use occasionally. I currently have a fully restored 1955 Mercedes-Benz 190 SL, as well as a 2015 Porsche 911 GTS. But the real dream is to have a car built by myself, by my team, a Portuguese car.

In terms of production and from a commercial point of view, what are Adamastor's objectives in the short/medium term? How many cars do you expect to produce and deliver to customers over the next few years?

Adamastor's business plan is to deliver two road cars and another two racing cars by 2025, although Adamastor's planned installed capacity is the aforementioned 25 cars/year, which we expect to implement by 2026. This in addition to the supply of spare and replacement parts. Adamastor will always produce series limited to 60 units of its models.

Which are the main international markets where Adamastor intends to expand its presence?

Initially, due to homologation requirements, Adamastor intends to set up in the European market and the United Arab Emirates. Subsequently, the aim is obviously to expand into the United States market, South America, Oceania, and Asia.

What is Adamastor's business model? Will there be showrooms, and what about service and maintenance?

We're not going to invest in showrooms. Rather, we're going to invest in services, so that anyone who buys an Adamastor has access to a transversal and integrated service. Adamastor cars will be sold exclusively at its factory, where customers will be able to configure their supercar to their personal taste. And when maintenance or repairs are needed, Adamastor will come to the customer and not the other way round, as usual. The team will get to the vehicle and assess the possible malfunction and/or damage. If necessary, transport is offered to the Adamastor factory so that the vehicle can be restored to its original condition. In the case of a minor repair or maintenance operation, and if the conditions are suitable, the intervention can even be carried out at the customer's home.

What type of customer does Adamastor want to appeal to?

We have identified three types of customers. Firstly, the collector of unique cars, a customer who appreciates the car as a machine that, like a work of art, will eventually increase in value. Not only in terms of the financial value itself, as it is a very limited edition, but also to enhance their private collection. On the other hand, there is also the customer who loves the high performance of the unique supercar segment and who wants to enjoy a machine that is, in essence, a Formula 1 with bodywork and number plates; and there´s also the driver who occasionally wants to use their supercar on the track, for example, taking part in track days.

Which brands do you see as Adamastor's main competitors?

Our market research has clearly identified our competitors. Firstly, Aston Martin and its Valkyrie, but also brands like Pagani, Koenigsegg, Rimac, not forgetting others like Mercedes-Benz, Audi, Porsche, and Ferrari in the supercar category. We're going to offer something very similar in terms of performance, but with a 'keep it simple' approach, a truly competitive package.

What can we expect from Adamastor in terms of motorsport? How important is this aspect in the development and implementation of the brand?

Adamastor will design two models, one for the road and one for racing. This is an extremely important aspect for us, as it's a way of showing the market that we're not just another brand. Firstly, because we're a Portuguese brand, a country with little presence in the car manufacturing industry, so there's nothing better than taking our product to the track, among the so-called "sharks" to show the performance, reliability, and resilience of the Adamastor product. The motorsport programme thus makes two important contributions. On the one hand, it will show that Adamastor should be considered for the quality and performance of its cars, but on the other, it will also contribute to their development. Let's just say that being on the battlefield will force us to improve and find more effective and efficient solutions. Adamastor's showrooms will thus become the racetracks of the world's best circuits.

This is the most important TL;DR:

Adamastor's business plan is to deliver two road cars and another two racing cars by 2025

Good to know they are not being too delusional

Oh and btw...

 

[Revvd]

Apparently even tiny brands are not immune from early leaks.
u/ParticularUpbeat on reddit intercepted these pictures

 

[martinbo]

That's the second prototype - the Adamastor beta Furia.

 

[Revvd]

Can't avoid this comparison...

 

[Revvd]

 

[martinbo]

Road legal eh? In a land with roads without a speed bump anywhere.

 

[Revvd]

I thought this would be the road version, but now I'm not so sure anymore, given the choice of tire and that ride height.
We'll know more in 2 hours.

 

[Revvd]

https://www.razaoautomovel.com/noti...tor-furia-primeiro-superdesportivo-portugues/

- 1100 kg (dry) for the race version

- Ford Performance V6 TT
- more than 650 HP and more than 571 Nm

0-100 km/h ~3.5s
0-200 km/h ~10.2s

- road going Furia 1,000 kg of downforce at 250 km/h
- race version raises it to 1800 kg at the same speed

- price: €1.6 million before taxes

- dimensions:
Wheelbase: 2,800 mm
Length: 4,560 mm
Width: 2,212 mm
Height: 1,098 mm

Front track: 1,755 mm
Rear track: 1,705 mm

 

[Revvd]

 

[Revvd]

I'm gonna be critical and give my reasons why this is gonna be really tough sell with asking price of €1.6m:

1. It's not sub 1,000 kg, which I don't understand how it's even possible for such spartan looking vehicle.
2. There are other V6 TT competitors offering more power for less money (Picasso 660 LMS at €820k, Bohema at €1.36m).
3. It's radical looking, but lacks that extra visual quality, where every line and every detail is perfect...
   (What's the point of having roll cage as a structural element for the roof, if you're gonna mimic the look of LMP monocoques with their thick A-pillars and goofy ass windshield shapes? Sorry, but that's just ugly and looks cheap. Plus the visibility from the cabin looks terrible.)
4. As martinbo already mentioned, the right height looks ridiculously low. I doubt it has any active ride control system, so it will be too hardcore and impractical for road use.
5. It lacks pedigree.
   (They might say that there will be a racing variant. But for what series?? GT3 - No chance! GT2 - Those are supposed to be cheap to get into. WEC hypercar - with the current half carbon tub, I doubt it. I could see it in LMP3. But then again, who cares about LMP3?)

The only aspect where Furia beats competition is the downforce. And this alone is probably not enough to make it stand out in this segment (Bohema has 10% less DF while being lighter - cornering wise, they're gonna be neck and neck on the same tires).

Look at it this way. Ginetta offers a very comparable car to this, the G58. It's 940 kg wet with 583 PS and similar level of downforce. It has the same kind of carbon tub with roll cage on top and similar basic motorsport looks. All that for about $300k. Now, of course it's not road legal. But something tells me that if this concept was profitable, Ginetta would have already had it homologated for road use.

And will the Furia get homologated? It sure doesn't look like a road car. Where's the blinkers and license plate holders? Why is there no pictures of the interior? Not one picture with the doors opened. Why only announce tire sizes for slicks?
If they're not serious about presenting a road going looking car, then I'm gonna go ahead and disregard what they have to say on the matter. To me, the car in its current state is just a prototype of a track day special.

Also, let's appreciate how all the big car media websites have yet to report on this reveal. Adamastor seems to be doing their best to keep this a secret from prospective buyers.

Anyway, here's some comparison of these three cars using the same meta, to balance out the negativity:

 

[Revvd]

Oh cool, they just uploaded yesterday's presentation with English subtitles.

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[Revvd]

Podcast with Ricardo Quintas, Adamastor founder and CEO and some friendly journalist

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Here's some points of interest (using youtube's automatic caption translation):

• João Ginete, head of aerodynamics at Adamastor has now left to work for Haas F1 team in UK
  (he previously worked for McLaren and Red Bull F1 teams and was involved in development of AM Valkyrie)
• while shopping for parts at NEC Birmingham automotive industry fair, Ford Performance was the only engine supplier who didn't back out of the talks after hearing Adamastor would need the same engine for the race car
• their objeective is to compete in WEC, in 6, 12, 18 and 24 hour races
• track testing phase begins now
• as does the FIA certification process (of the monocoque)
• development should be finished before the end of 2024
• tubs are engineered and produced in house. each takes 1 week to make
• starting 14-MAY, customers can reserve a build slot or a chassis number
• they have done more than 30,000 hours of simulated track tests using Canopy Simulations software
• in one of these simulations, the base version of the car (350 PS) was 2 seconds faster than last year's GT3 Spa Francorchamps pole position
• initially they wanted to race in GT4, but that would be such mismatch, the car would need massive balast to compete
• GT3 rule set is out of the question, as they require flat floor
• Adamastor is currently negotiating with FIA to determine which racing category is best suited for Furia
• they are already considering what their next model will be
• they want to present new concept and new model every two years
• they have budget for research for many years to come
• they have other projects going on: battery box(?) for vehicles at 70% of completion, developing eco-friendly composite material
• their answer to decarbonization is ethanol, which is not yet legislated in Portugal (currently only allowed as a mixture with gasoline). Benefit is ~20% more power (I guess that explains the power figures quoting "more than X...")
• both cars use 7-spd gearbox, but road car has helical gears and is more forgiving while race version has straight cut teeth
• ride height is 5 cm for race car and 10 cm for road car + front axle lift (further 5 or 7 cm of clearance)
• interior will be highly customizable. materials, sound system, infotainment...
• they have a worldwide industrial patent for the revolutionary suspension solution, for which they received a letter of merit from some European body declaring it the most important patent in automotive sector in 30 years (shame they didn't present it to us)
• two countries offered them generous incentives to relocate the factory (one of them has to be Saudi Arabia, if I had to guess). land, infrastructure, other conditions, tax exemptions, lines of paid for credit, years of zero rates interest. but they want to stay in Portugal and grow there and provide opportunities for local people

 

[Revvd]

Allow me to go on a tangent now.
In this podcast, former head of aero for Adamastor mentions having worked on a Valkyrie track version:

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"Favorite project was probably the Valkyrie. Especially the second version, that never happened. For that one, I was there from beginning to end.
It was meant to be like a track only version of the Valkyrie that was insanely fast. But it never... There is kind of a very fast car somewhere but it never actually made it to production, or anywhere close to it."

If you think he's talking about the current AMR Pro, you're wrong. That podcast was recorded on JAN-27, 2023. By then, the revised Valkyrie AMR Pro was well into production and has been giving people rides since early 2022 IIRC. It was actually announced mid 2021.

I went to check if this was reported back then and indeed, Car and Driver corroborates this info on JUN-28, 2021:

Last week we reported that, in addition to suing one of its Swiss dealers over deposits for the forthcoming Valkyrie, Aston Martin had also canceled the original proposal to build a track-only version to be called the AMR Pro and was to replace it with another variant.

It turns out we were half right on the second point: Aston has confirmed it will be sticking with AMR Pro branding, but applying it to a car that is substantially different from the original proposal, with an all-new aerodynamic kit and the loss of the regular Valkyrie's hybrid system.

The idea for a circuit-spec version of the Aston/Red Bull Racing hypercar predates the arrival of the Valkyrie name, with designer Adrian Newey promising one when he first told us about the project in 2016, and also promising it would be as fast around a racetrack as an LMP1 Le Mans endurance racer. Aston then showed a concept version at the 2018 Geneva auto show that lacked headlights and mirrors and had a low-mounted wing at the back.

Behind the scenes, Aston, Red Bull, and motorsport specialist Multimatic were already working on what was intended to become a racing Valkyrie that would compete in the proposed Le Mans hypercar class. That project was canceled last year, but now Aston has taken many of the lessons learned from it—especially aerodynamic ones—and applied them to the the track-only Valkyrie.

Just to sum it up... Apart from the road going Valkyrie and the Track Pack variant, there was the original proposal for WEC Hypercar that got later cancelled. And then there was a separate track-only version that was to be called AMR Pro, which also got cancelled.
Then Aston Martin developed a different, current Valkyrie AMR Pro. And now they're going back to WEC's top class with a new race car, seemingly based on the revised AMR Pro (or so we're led to believe).

Now the question is, was this second version close to Aston's showcar from 2018? It's strange for him to not make any reference to this showcar whilst talking about that project.

Maybe this is the sensationalist in me speaking, but João kind of makes it sound like this cancelled AMR Pro version was to be more capable performer then the car they ended up making instead.

 

[Matski]

Look at it this way. Ginetta offers a very comparable car to this, the G58. It's 940 kg wet with 583 PS and similar level of downforce. It has the same kind of carbon tub with roll cage on top and similar basic motorsport looks. All that for about $300k. Now, of course it's not road legal. But something tells me that if this concept was profitable, Ginetta would have already had it homologated for road use.

As a derivation of an LMP3 car which requires a license to build, it wouldn't surprise me if contractually they weren't allowed to spin off a road car.

 

[Tourbillon]

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[Tourbillon]

"Portugal’s first supercar is the Ford V6-engined Adamastor Furia!

Budget Valkyrie gets a 650bhp twin-turbo six-pot and an ambitious €1.6m price tag.

Thanks to a carbon fibre chassis it weighs around 1,100kg before you stick any fluids or a driver in it, and the top speed is quoted as over 186mph with a 0-62mph time of around 3.5 seconds. Decent numbers, but hardly groundbreaking these days.

Adamastor says the Venturi effect floor contributes to a downforce figure of 1,000kg at 155mph, and there’ll be ABS and traction control to help keep the Furia pointing in the right direction. Just 60 units will be built (if Adamastor can find enough buyers) and the company says that it wants to be competing with “Aston Martin and its Valkyrie, but also brands like Pagani, Koenigsegg, Rimac”. Ambitious."

https://www.topgear.com/car-news/supercars/portugals-first-supercar-ford-v6-engined-adamastor-furia