Hennessey Venom F5 review: ‘earthquake scares blood, eye rattling from a car’ 2022 comments

What is this, more vapourware?

Far from it, this is the Hennessey F5 Venom, which is quite possibly the craziest supercar in the world and one capable of exceeding 300mph. The F5 is John Hennessey’s baby—a love letter to extra horsepower, which the Texas tuner has spent 30 years bringing to the masses in various trucks and muscle cars. But this is something different, something fully customized, the most burning supercar he or anyone else for that matter could have imagined.

We’re the first to succeed outside of the company—in John Hennessey’s tow bar and the roads around Hennessey Performance HQ headquarters in Scilly, Texas—and although there’s still some light finesse to do on this particular chassis, it’s 90 percent finished. … and furnished with full performance. swallowing. All 24 coupes are selling by the way, at £1.9m each, although there are 30 Targa versions, and a few hardcore low-powered track warriors to grab a little later, too.

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Let’s talk about engines and performance, that’s what we’re here for isn’t it?

correct. Climbing into F5 feels like you’re willingly tying yourself to a rocket… exciting, but tinged with horror. Even at idle, the engine blows away like a T-Rex spitting on a package from a B&H. The engine name, really, is FURY. And like the Tyson, it’s kind of a drench: a 6.6-liter twin-turbo V8, 1,817 hp, and because everything is made of carbon – tub, leather – it weighs 1,360 kg dry. That’s just 30 kg more than the Ferrari F8 Tributo, yet it’s 1,000 hp more.

Maximum power is produced at 8000 rpm, there is a redline of 8,500 rpm and 1,192 pound-feet of torque is reached at 5,000 rpm… Engine is based on a LS pushrod V8 from General Motors, but completely rebuilt with in-house specification For drag racing and turbines with dust box cover. The gearbox is a seven-speed single-clutch semi-automatic and claims performance is bonkers – 0-62mph in 2.6 seconds, 0-124mph in 4.7 seconds and 0-250mph in 15.5 seconds, which is nearly Double the speed of the much heavier Bugatti Chiron.

Fast then, but it’s vmax that Hennessy cares about, right?

somewhat. The name comes from the Fujita Tornado Scale – the F5 is the fastest with a wind speed of 318 mph, which is convenient because, in theory, on a long enough road, it will do more than that – 340 mph depends only on the gears – Although the real top speed would be a piece less than that. So far about 270 mph has been accomplished on the short NASA shuttle landing strip at the Kennedy Space Center in Florida (by the way the same speed record that hit the Venom GT in 2014) but there’s a lot more to come from the F5. Keep your eyes peeled for a 300mph+ view into the not-too-distant future.

On the other hand, John Hennessy recorded this saying: “We didn’t want a one-stroke top speed wonder, we wanted a car that had just the right amount of balance and downforce at 300 mph, but could still be driving on a B at United kingdom “. We’ll see about that shortly.

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Any other notable technology and designs?

Many. And what’s evident when you stand next to it is how simple it is and how simple it is to strip the back. You get Brembo carbon-ceramic brakes, fixed-rate dampers to save weight, on the shelves Michelin Pilot Sport Cup 2s (no custom rubber for the big money here), forged aluminum wheels and that relatively slippery body. And that makes perfect sense, because for a high-speed car you don’t want much downforce, you don’t want to lift it. As mentioned earlier, a removable roof and larger F5s will come, but that’s the version you want. Seeing John in its purest form.

Speaking of which, would you like to describe a full-bore launch?

First, you need to choose your mode by switching Manettino-style on the yoke-style steering wheel, but there are only two modes you’ll be interested in. It boosts the sport’s limits, and limits power to around 1,200 bhp — enough for a school run, sure, but for a full fruit hit of 1,817 bhp you need an F5 mode.

He sat there parked at the starting line of Hennessey’s inner drag strip, engine rocking the car side-to-side, arguing over whether the F5 was perfectly wise in my first-ever drive in the slightly disguised drag car. In exchange for a penny, in exchange for a pound. We shoot it first, and the screeching of the rear tires clawed to buy is met only by the unholy rolling thunder from the exhausts. Second gear, we hook up, we hit 5,000 rpm and we just take off. Moving up to third is just under 8000rpm and BOOM, more than the same.

We watch the speed go up to 150 miles per hour and define it as an arbitrary target. Then I’m on the brakes, and the brakes are a little harder…oh dear, the end of the runway is fast approaching. I’m on the pedal now, doing a full ABS workout and steering the car on the escape route to the left. Ruled to perfection, in case anyone requests it.

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My word, the way you combine speed is relentless. Pushing from 70 mph to 120 mph is only comparable to something like a Pininfarina Battista or Rimac Nevera, but the noise, the smell, the vibrations – all are more exciting here. And it’s these sensory inputs that tell you when to tighten your neck and torso, so I’m sitting there, my hands trembling, sweating profusely even though the air-conditioning was at its most extreme. Can we do it again please?

And on the road?

similarly dysfunctional. Unfortunately we didn’t have UK Route B on hand, but they do have Texans too. It feels crazy that a car this extreme and efficient can be driven on the road legally. If you’re trying to sleep within a 15 mile radius of where we were driving on May 10… sorry.

In terms of aggressiveness, it makes the McLaren 720S look like a coupe coupe. The sound reduction is minimal, so you hear every stone coming off the wheel arch, every whisper and belching from the engine, and every sound from the gearbox. But it’s drivable, and really fun, because the basics are all there – it’s low and light and the engine is behind you, so the front end rocks nicely, so as long as you don’t pedal like an on/off switch, you can peel the power early and carry top speeds. I would say some lap records are probably in jeopardy once Hennessy orders downforce and goes full track.

Cracks in the armor?

Seven-speed automatic gearbox. There is still quite a bit of finessing to be done, especially at lower speeds, so things will get a lot better but until then they will never be perfect. The same effect the dog’s gesture has on the average gearshift you get in a Lamborghini Aventador, which you can mitigate somewhat with a lift in time, but at lower speeds is currently very difficult. The changes in top speed, on the other hand, are brutal, a slap of gear, and you’ll be off again, the perfect accompaniment to the car’s relentless personality.

I suppose the comment breaks the back?

It’s definitely 765 liters more than the 720S, but not really. Since it uses fixed rate dampers, there are some requests that are required, and a little bit of twisting before it really digs in. You can definitely find a flush down a back road. The seats are good too – skeleton to look at but comfortable enough and decently padded.

The interior as a whole is a bit surprising, in fact, and I’m not just talking about the yoke’s steering wheel which brings out the vibes of a fighter plane and is suitable for straight-line stuff, but is a relief when you need to dial more than half a turn of the lock. There’s not much in the cabin other than the center screen to mirror your phone, a hardware digital dial with your vital stats and plenty of carbon and leather. But it is well there. There’s an awareness here from Hennessey that this is a £1.9m customer-buying package, and not just a monster engine with some free car parts included.

So, is it really worth the £1.9m?

Anything? Supercar prices are in the stratosphere right now, and the 24 F5 Venom coupes have all found homes. Money is just a number, what matters is that John Hennessy has pulled the impossible and turned Project Moon, which had all the hallmarks of incompleteness, into a coherent car that is brutally fast in a straight line…but also fun to drive.

I’m sure someone, maybe even John himself, would be shutting down a freeway and clocking 300mph+ in that thing. He’s easily able to, but honestly, that’s a trick. Far more important, the F5 has character, it’s an event, it’s a shocking, eye-catching earthquake for a car that epitomizes America and its love affair with the V8 and its horsepower so well. Electric cars take over everything, even John cooks up a six-wheeled, 2,000-horsepower EV hyper GT, but these are things we’ll be looking at again in a few short and long years.

The F5 story is not over yet. We need to put this thing on the right track, we need to hit some really big speeds in it, but based on that first contact, it’s an amazing achievement from such a small company. It’s also a towering memorial to combustion that will be worshiped long after the last drop of gasoline has dried.

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