Exclusivity is what sells in the car world today. With so many sports and performance cars on the market, you’d think most people would be content with your regular OEM options. Yet, for those craving prestige, there’s always that desire for something extra.
Enter Novitec and their N-Largo series.
Right now we’re witnessing a revival of bespoke craftsmanship reminiscent of the 1930s, ’40s, and ’50s. Back then, coach builders meticulously hand-formed aluminum panels to skin chassis from Ferrari, Maserati, Aston Martin, and many other high-end manufacturers. Today, we opt for wide-body conversions and composite materials that enhance mass-produced vehicles.
From the booming restomodding trend to the customization of supercars, it’s clear there are enough people eager to pay a premium for the privilege of driving an exclusive or truly one-of-a-kind machine.
To explore this trend, while visiting Manila earlier this year, I met with Keith Haw of Import Hookup – the distributor of Novitec cars in the Philippines – to check out a pair of wide-body masterpieces he had brought into the country and further modified.
It’s not often I get to shoot something so rare. Take the Ferrari 488, for example; only 11 N-Largo Coupes exist (alongside 11 N-Largo Spiders).
Keith has enhanced the 488 with additional touches, infusing even more individuality into what is already a very special car. My favorite detail? The GT3 carbon mirrors – there’s nothing quite like race car parts on a street car for ultimate bragging rights!
With the added girth of the wide-body conversion, the 488 now boasts a 140mm increase in width at the rear. That required some thinking (and measuring) to be done when it came to wheels.
Ultimately, Keith opted for custom Brixton Forged KB02 3-piece wheels, measuring 21 inches in the front and 22 inches at the rear.
For visual contrast, the wheel centers feature a polished satin finish, while the lips have a mirror shine. Ferrari center caps add an OEM touch.
The widened fenders are filled out nicely, with massive 335-section Michelins at the rear.
Performance and sound are improved through a complete RYFT titanium exhaust system (with downpipes) paired with a McChip ECU tune that unlocks the full potential of Maranello’s twin-turbo V8. Thanks to these modifications, the 488 now churns out 780hp – more than 100hp over stock – delivering serious performance to match its aggressive look.
Seeing the car under the lights of Manila’s most modern city district, the cohesive design stood out. This organic approach to enhancing a car’s dimensions is executed with style and taste, which likely explains why Ferrari permits Novitec to produce these limited editions.
Like any modern Ferrari, the cabin is luxurious and sporty, finished with the finest materials to make occupants feel special. When the car was ordered, several extra carbon fiber options were ticked, enhancing the interior with carbon extended shift paddles, carbon door sills, carbon steering wheel, and a carbon F1 center bridge.
Having never had the chance to examine an N-Largo up close, I came away with a real appreciation for the quality and craftsmanship. For anyone seeking that little bit extra, Novitec’s Ferrari 488 hits hard!
Now, onto its Italian (but slightly more German) counterpart, the Lamborghini Huracán LP 610-4 N-Largo.
While the design philosophy mirrors the 488 N-Largo, the Huracán exudes a bit more aggression, giving it almost a race car feel for the road.
And there’s nothing wrong with that! Here at Speedhunters, we love it, especially when it’s executed with class.
Once again, Keith chose Brixton Forged wheels, opting for KB01s with contrasting tints for the centers and lip sections. Novitec suspension springs ensure the Lamborghini sits just right.
What truly sets this Huracán apart is its newfound power, unofficially designating it an LP800-4. Yep, thanks to a dose of forced induction, the V10 engine now develops 800hp.
This power increase comes from a VF Engineering VF800 roots-style blower atop the 5.2L motor, delivering a steady 7.5psi boost pressure. Charge coolers maintain a chilled intake flow, ensuring consistent power under all conditions – a straightforward solution that significantly elevates the performance of the Audi/Lamborghini V10. The pièce de résistance? A Capristo carbon/glass engine cover that lets you admire the supercharger setup.
Once again, a RYFT titanium exhaust was chosen for its performance and sound-enhancing qualities. For even less back pressure, the catalytic converters were removed.
While twin-turbo Huracáns are all the rage, this setup presents a sensible and stealthy option for the street.
Aside from the carbon fiber steering wheel, the interior remains untouched, which is no bad thing, as these cars come incredibly well-equipped from the factory.
So there you have it: exclusivity and uniqueness. Having been significantly upgraded over their OEM counterparts, these two cars stand out for their looks and performance.
The question remains: which one would you choose?
Dino Dalle Carbonare
Instagram: dino_dalle_carbonare
dino@speedhunters.com
Photography by Alec Pender
Instagram: noplansco
OFFICIAL SPEEDHUNTERS SUPPLIERS
I laugh my ass off at how road car guys talk about race cars like they’re unicorns. Sorry. Just funny.
I mean, race cars aren't street legal. If you can get one registered for road use, it does seem like a unicorn on the streets. LOL!
For the sake of discussion let's say we somehow road registered a CLK GTR AMG or a V12 LMR BMW and we are driving it on a mountain road with elevation changes and actual road features. I.e. not a smooth surface. A "real race car for the road."
The first thing you would notice is that you have to reduce your spring rate to make the car controllable. Easy fix, right? Absolutely not. Now that you have made your spring rates softer the floor of the car will not stay level which means in high speed cornering you will experience aerodynamic instability. This can result in massive crashes due to instant loss of downforce. You're basically dead on a mountain road if this happens.
What you find in reality is that road cars and street cars are built different for a reason. Because in engineering the environment will dictate design. You don't take a Baja Truck on a deep sea dive, you take a submersible. You don't drive race cars on the road because it is not their environment.
A fast road car that has to deal with anything but perfectly smooth roads will end up looking closer to a tarmac rally car with adequate suspension travel and moderate spring rates. High quality digressive valving in your shocks can help with this, but it doesn't usurp the overall design.
You know who thinks race cars for the road are an actual thing that is super cool? 13 year olds who play playstation or people who have no actual real world driving experience. Once you crash into a wall you learn what works really quick. Assuming you are still alive lol.
Bringing the CLK GTR in the conversation, I am interested to know what changes Mercedes did to make the car more livable for the street version.
Thoughts on Drag Week?
I think events like Drag Week are really fun and a good way to challenge builders. The people who participate in them have fun and probably learn a lot in the process which is great. Drag racing is a lot different to road racing with regards to setup. The best example that comes to my head of a jack of all trades vehicle that is the Big Red Camaro.
Any car design consists of compromises, but anyone who has actually driven a race car on the road knows how terrible it is unless you do a lot of work to tailor it to the street and then you're kind of diluting things away from their original intent. The biggest example of this is the floor of a real race car. As I mentioned before it is paramount to keep the floor level in any car that relies on underbody (real) aerodynamics....remember front splitters and rear wings are only trim devices. It is the floor that makes majority % of down force.
My personal view with race cars and design in general is that most of things you ask to do 2 or 3 different tasks can do each of them well, but will never excel to the pinnacle of one thing. This is very similar in combat sports when people discuss MMA vs boxing and why we see both typically struggle when they cross over.
Total side note: I think these are some of the best photos Ive EVER seen of a car. I love the shot of the wheel. How many people have taken billions of shots like that? But that one in particular is money.
Alec is a staggeringly great photographer.
Yes I think making a race car work on the street, with compromises for both is an interesting technical challenge. Even more interesting now as people set out with a 'drag week' car as their goals from day one, rather than converting an existing build. That said, you've kind of proven it's not just 13 year olds interested in the cross over as well.
I've had a few friends who organize racing series here toy with the idea of a similar event for circuit and drift vehicles but our police department around here would make it not so easy.
Dave -- I can see there is an interest in this stuff beyond just kids. For drag racing it is much easier to blur the line between road car and street car. To clarify I am speaking more about circuit cars in the context of my discussion. Take an LMP1 or F1 car for example. Driving them on any kind of mountain road or terrain with undulations and potholes would be a nightmare. This is what I'm saying when I refer to kids.
Speaking within the realm of design these compromise cars will always be slower and therefor are likely to only be effective within the realm of these kinds of competitions. For me that is not something I would spend the money people do on this stuff. I want 1 car I can race in 2-3 different categories if I'm going to bother.
Thank you for the kind words Brent, much appreciated!
Alec -- for sure man. Looks like you have really honed your craft.
Choosing between the Ferrari and Lamborghini hmmm
Can't make up my mind both look so nice and done well
I've coached in a Performante, Huracan STO, 488 GTB, 550 Maranello (trash), 355 Berlinetta, and a 458 something or other. In my experience Lamborghinis are much more crude cars that are over sprung and darty to "feel" sporty where as Ferraris are more balanced and work with the driver to get around a track.
You can have that Lambo all day
Funny you should say that, I've noticed Lamborghini has now strayed so far away from Ferruccio's original ethos of making cars that are "more usable and comfortable than Ferrari's track cars for the streets". They are more raw than Ferrari today.
Hey it’s almost like I’ve been doing this 21 years, raced 400 cars, coached in a few hundred and build my own race cars. I oughta know how to analyze a machine by now. And after 21 years I’m actually moving into another industry now which is why I’m becoming more fun in my comments. I don’t care about building a brand or any industry connections I once had so I’m free to speak my mind. I love it.
Excellent article, thank you for not neglecting it.
https://www.servicessa.online/