In the pursuit of speed at any cost, GG started out as a kit company of sorts: whacking together the most extreme parts and making some of the most extreme machines possible. With a lot of collaborative help, it is gradually edging towards a proper production business model, currently outsourcing much of its manufacturing requirements for its higher volume (but still limited run) models, such as Lilith and the Bellua, but aiming to establish the means to support the industry locally. What is already in-house, though, is the research, development and production of their top end model, the halo car, the evolution of the ultimate high performance road vehicle.
In 2014, this initially took form in a singular prototype, Sleipnir, inspired by the organic ridges and curves of the Furai, but the project was delayed after the prototype was wrecked in a ‘testing incident’. The following year, a mockup of a new model emerged, the Mercury, with a similar body powered by a typically nuclear GG style powerplant. But it soon became apparent that a newer, more radical aerodynamic solution would be required to reliably achieve GG’s goals of creating a car that would break 500km/h without grenading the engine, and retain superior cornering on par with that of the sharpest hypercars of today.
2018 Jörmungandr
It would be fair to refer to say that while GG is searching to make the final word in ICE based hypercars, despite meeting most of their performance goals, this is not yet the final form. Chief designer Strop is a staunch believer that their performance cars ought never to exceed far beyond 1400kg, yet in having to extend the wheelbase, and widen the track to accommodate one of their most ambitious engines yet (with the exception of the outsourced billet block that was the monstrous ‘multicharged’ V16 that went into Mephisto), Jörmungandr tips the scales at a hefty 1659kg. But it has the power to match, 2111hp to push it all the way to beyond 500km/h without tossing a conrod.
With only the rear wheels driven, despite the full might of GG’s bespoke control system developed specifically for this line, coupled with its virtual HUD interface, Jörmungandr remains a handful, though far less than its predecessors. We don’t recommend fanging it in the wet or on loose surfaces, even if the car is, unlike less recent GG cars, capable of being a half-decent daily as long as you don’t drive over any oversized speed humps.
On a good appropriate road, however, it’s certainly capable enough even in technical sectors, with handling that belies its size, though it requires specialty tyres and wheels somewhat narrower than we would prefer on our track beasts if it is to be rated anywhere near its top speed.
During testing in Nurburg, just 2 hours away, Jörmungandr was able to clock an impressive time, inching closer to our target.
Perhaps with a fresh approach to the body and further developments, we can create something equalling the straight line performance but dynamically superior and lighter. As it stands, this is the state of our art, and needless to say, there will be very few of them made, they won’t go cheap, and they’ll be sold preferentially to those who can aid our pursuit of ultimate road performance.