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German performance-vehicle manufacturer Gumpert underwent a corporate restructure in 2015, recently remerging as Apollo Automobil GmbH, a name pulled from Gumpert’s previous line of exotics.

Coinciding with the rebranding is the release of two new models, both of which dropped cover at the 2016 Geneva International Motor Show. One is called the Arrow, while the other, shown here, is the N. Anyone familiar with Gumpert should instantly recognize the N’s… purposeful lines, which evolved from the Apollo S and Apollo Enraged that preceded it. Underneath, you’ll find the same race-ready go-fast bits as its forerunners, including a twin-turbo V-8, competition-spec suspension, and lightweight chassis.

Of course, you don’t wanna stray too far from the formula when making a follow-up to a record-setter. You see, back in 2009, the Apollo S went around the Nurburgring in 7 minutes, 11.57 seconds, earning the title of fastest street-legal production car from the German magazine Sport Auto.

Which brings us to the N. The singular letter is a reference to the notorious German track that is the vehicle’s genesis, which also happens to be the place where the rest of Apollo’ s no-nonsense portfolio will be tested and developed.

Break it down, and this thing is basically a race car for the road with every intention of conquering the laws of physics with extreme prejudice. But in a world filled to the brim with insane hypercar competition, does the Apollo N have what it takes to flourish?

Exterior

First things first – the Apollo N is an acquired taste. While slightly altered compared to past Gumpert products, the same overall aesthetic remains. That means there’s enough vents, vortex generators, and winglets scattered around the exterior to make an F1 car blush.

Apollo claims that “no other street legal super sports car generates more downforce than the Apollo N,” and I believe it. The whole design looks like it was styled by an algorithm, and anyone who likes it would probably get all hot and bothered by a very detailed wind tunnel graph readout.

Standout features? Take your pick. Up top is an unpainted carbon fiber airbox to help the engine guzzle air, which is complemented by additional intakes located near the rear wheels. Like the Gumpert Gumpert Apollo, the doors open upwards in a gullwing fashion, which I’m sure was originally done for aero reasons, rather than additional drama.

In front, the intakes are now bigger, and there are new unpainted carbon louvers on the front fenders. In back is a new rear wing, which uses a “swan-mount” design for additional lateral stability. Continue down the rear fascia, and you’ll find a double diffuser, plus quad exhaust pipes.

A set of aluminum cast wheels take up residence in the corners, staggered at 19 inches in front and 20 inches in the rear. A two-tone black and white paint job covers whatever isn’t exposed composite, while the brake calipers are finished in red. Of course, Apollo will paint yours whatever color you’d like if you ask them nicely.

Length	4,460 MM (175.59 inches)
Width	1,998 MM (78.66 inches)
Height	1,114 MM (43.85 inches)
Wheelbase	2,700 MM (106.29 inches)
Wheel gauge front/back	1,670/1,598 MM (65.74/62.91 inches)

Interior

The layout and look is basically unchanged over the outgoing Gumpert, excluding a new instrument cluster and adjustable digital display.

Driver and passenger fall into fixed seats that are basically one with the rear bulkhead, with carbon fiber showing. The steering wheel is removable and manually adjustable, four-point racing harnesses keep you stationary, and a fire extinguisher is placed near the passenger. The push-button starter is located on the overhead console.

Like the exterior, the interior can be customized with new colors upon request.

Drivetrain

Output is rated at 690 horsepower at 6,000 rpm, and 649 pound-feet at 4,000 rpm with the engine mounted in the middle and the drive wheels placed in the rear. Like the Gumpert Apollo Gumpert Apollo, has a twin-turbo 4.2-liter V-8. There’s sequential multi-point fuel injection, five valves per cylinder made from lightweight metals. Output is rated at 690 horsepower at 6,000 rpm, and 649 pound-feet at 4,000 rpm. Redline is set at 7,200 rpm.

0-62 mph takes 3.0 seconds. Top speed 224 mph.

Routing the power is a sequential seven-speed transmission with a twin-plate clutch from AP Racing and paddle shifters. However, Apollo also offers the option for a manual.

CHASSIS AND HANDLING

Apollo N is a tubular chromoly frame with a carbon/kevlar monocoque and meets FIA standards for homologation in a variety of racing series. The whole body is made from carbon fiber, while the underbody is a carbon/aluminum sandwich. All that composite blesses the Apollo N with one huge advantage over its rivals – an incredibly low curb weight just 2,646 pounds.

The suspension is a double-wishbone pushrod set-up used front to back. The bump and rebound rates are all fully adjustable, as are the anti-roll bars. Keeping the underbody scratch free is an adjustable ride height system fore and aft, plus an Airjack system for quick pit stop tire changes.

A self-locking differential from Torsen makes more grip, while Racelogic provides the traction control, including three map pre-sets for dry, race, and wet conditions. You can also use the new digital instrument cluster to select three different driving modes – “Basic,” “Sport,” and “Race.”

AP Racing provides the brakes (14.9-inch discs with six-piston calipers all around) while Bosch does the ABS. Finally, Michelin handles rubber duties with its one-step-from-slicks Pilot Sport Cup 2 compound, measuring in at 285/30 ZR19 in the front and 345/30 ZR20 in the rear.
 

Type	V-8 4.2-liter twin-turbo
Displacement	4,163 CM3
Output	700 PS (690 HP) @ 6,000 RPM
Torque	649 LB-FT @ 4,000 RPM
Transmission	Fully synchronised sequential 7-gear CIMA transmission, twin-plate clutch configuration, Self-locking differential by Torsen
0 - 100 KM/H (62 MPH)	3.0 seconds
Top Speed	360 KM/H (224 MPH)