The Beatbot AquaSense 2 Pro Robotic Pool Cleaner arrives in a single large box, approximately 20 inches wide by 31 inches long by 14 inches high and weighing 41 pounds. [50.8 cm x 78.74 cm x 35.56 cm and 18.6 kg] It is very well packed and protected in the carton.
Everything you need to get started is included along with a very large Quick Start Guide sheet and the Owner’s Manual.
Set up is easy, simply assemble the charger base by sliding the two support legs on and plug it into a wall outlet. Then set the AquaSense 2 Pro onto the base and it automatically starts charging indicated by the blue ‘breathing’ light on the unit.
The first time you set it up, you also need to download the free Beatbot app and let it find your new Beatbot. This goes quickly through your WiFi (both 5G/2.4G) and Bluetooth on your smartphone.
Efficient Water Surface Cleaning with App Navigation Control
Smart Water Surface Parking & One-Touch App Retrieval
Full Coverage Path Optimization with 22 Sensors
Up to 11 Hours of Continuous Surface Cleaning
3-Year Warranty with Full Machine Replacement
Durable Automotive-Grade IMR Coating
It comes with a 13,400 mAh Lithium Ion built in battery capable of easily cleaning a 4000 square feet pool in a single charge. It is equipped with nine motors and generates 5500 gallons per hour of suction! It has a removable two-layer filter basket with a 3.7 liter capacity.
The AquaSense 2 Pro has a dry weight of approximately 25 pounds (11.34kg) and an automated feature that empties the water as you remove it from the pool.
It lists for US$2,499, though from time to time they offer a discount directly on their site.
Preliminary Field Test Results
The manual tells you to (1) turn off your pool (pop-up cleaner, water input from the pool pump) (2) remove any objects including people 😊 floating in the pool that can interfere with the multiple sensors, and (3) place the robot on a level surface by the pool for 5 seconds to allow it to calibrate. Then you are ready to ease it into your pool. It will turn itself on shortly after it senses the water and begins the cleaning process depending on the mode you selected.
I set this unit up to use the Pro Mode. There are four cleaning modes you can select ranging from Floor Mode- cleans the pool floor once, Standard Mode- cleans the pool floor, walls and waterline one-time, Pro Mode- cleans the pool floor, walls, waterline and surface one time, and Custom Mode.
The testing was done in a pool I considered a challenge for it to clean: a 14,000-gallon salt water free-form pool with two sets of steps/landings and attached jetted hot tub. The pool depth varies from about 3 feet to 5 feet, the walls curve to the bottom and the waterline has several boulders that jut down into the water.
The AquaSense 2 Pro had no issue climbing the curved walls and even cleaning the bottom edge of the small boulders at several locations around my pool. It thoroughly cleaned the pool bottom of debris including fine sand and wind-blown dirt. It did a good job capturing leaves floating on the surface but had some problems with small lightweight flower petals. They would tend to get pushed away from the intake of the AquaSense 2 by its wake. Additionally, when the unit would back up or raise its front slightly, some of the captured petals would float back out.
It captured leaves, dirt and even fine dust blown into the pool as seen in the AqualSense 2 Pro dual bins.
I also tried the new feature on the app to remotely control the Beatbot when it was on the surface. It was a trial-and-error learning process since the Owner Manual does not go into using this feature, nor does the app. The app has a dial with arrows at the 12, 3, 6 and 9 o’clock positions that control the direction. It also has two speed options along with a recall of the unit to dock at the edge of the pool. Unfortunately, I did not find you could accurately control the direction by fine movements, but it has possibilities that perhaps will be enhanced with future software updates.
Like the earlier version I tested, this Beatbot AquaSense 2 Pro truly automates the pool cleaning process and does an outstanding job. I did not find it significantly better than its predecessor the Beatbot AquaSense Pro, since both did excellent jobs in cleaning. The paint job on the AquaSense 2 Pro is nicer and in fact changes perceived color depending on the lighting. The app is improved as is the size of the battery over previous versions.
The ability to remotely control this unit is fun but not as practical as it should be. I anticipate that it will be improved with future software updates. I would also like to see a means other than using the hook, to bring the Beatbot back early if your plans change. I realize this isn’t practical using WiFi or Bluetooth underwater, but perhaps some sonic sensor could be incorporated to allow this. For example, slapping the water three times in rapid succession would trigger the Beatbot to return to the surface and edge of the pool.
To answer my leading question: I don’t think the Beatbot AquaSense 2 Pro is the paramount of pool robots. Perhaps the Beatbot AquaSense 2 Ultra will be. Stay tuned for my upcoming review of that!
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This is an initial look at the Aptera all electric solar vehicle presented at the 2025 CES (Consumer Electronics Show) in Las Vegas, Nevada.
Let me begin with a full transparency statement: I was so impressed with the Aptera, its cutting-edge technology and dual CEO team direction and commitment, that I have placed and received confirmation of a pre-order future variant all-wheel drive Aptera.
The first thing that you notice is its unique aerodynamic shape. In fact, because of this shape it has the lowest coefficient of drag of any road vehicle at approximately 0.15! The body was designed in concert with Pininfarina and is out of carbon fiber. It is manufactured in Italy and shipped to Aptera Motors facilities in Carlsbad, California.
Probably the next thing you will notice is that Aptera has two front wheels and one rear wheel- an autocycle. It is classified by the DMV as a motorcycle, specifically a Trike with full enclosure. This means that it is registered as a motorcycle but you will not need a motorcycle driver’s license nor need a helmet.
Like most sports cars, the interior includes side-by-side two passenger seating. It has all the normal accouterments: safety belts, frontal driver and passenger air bags, a steering wheel, accelerator and brake pedals, ac and heat, etc. In front of the steering wheel is a horizontal screen that continually shows full views of the right and left side of the Aptera virtually eliminating any blind spots. To the right of the steering wheel is the infotainment and information display. The electronic rearview mirror shows the unobstructed view behind the Aptera (from a camera on the roof). There is also a backup camera located adjacent to the license plate. The plate holder slides to the side, revealing the NACS charging receptor.
Aptera has bespoke solar cells on the hood, dash and roof capable of generating 700 watts of electricity. Each cell is incredibly thin, lightweight and glass covered yet capable of being bent to conform to the respective body shape. According to their website details, an individual cell could be cracked yet continue to generate power because of its unique wiring.
While I was at CES, one of the two Production Intent Vehicles was driven for 25 miles on the streets around Las Vegas. The solar cells generated and put back into the batteries the equivalent of 29 miles of electricity! Wait, what? Yes, it generated more power than it used. Of course it can be plugged in to recharge its batteries. Plugging into a regular 110-volt outlet will put approximately 150 miles of energy into the batteries overnight. It can also use Level 2 chargers which will put approximately 60 miles of energy into the batteries per hour or a DC fast charger can put approximately 500 miles of energy into the batteries in an hour. The Aptera recharges in about one fourth of the time of other EVs.
According to Aptera’s website, “the Launch Edition uses 21700 NMC 811 cylindrical lithium-ion cells, known for their high energy density and long life. The 44 kWh battery pack contains 2,304 cells, delivering 400 miles of range.” [ https://aptera.us/article/what-batteries-are-inside-aptera/ ]
I had the pleasure of talking with Chris Anthony, Founder and CEO Aptera Motors.
Chris image courtesy of Aptera
Chris’ partner, Steve Fabro, also carries the title of Founder and CEO.
Steve, image courtesy of Aptera
I started off asking Chris about Aptera’s design elements to ensure safety, Here are highlights from this interview:
Regarding Aptera’s safety: Able to do things with carbon fiber that steel and aluminum vehicles can’t do. Able to add protection such as great frontal impact strategies, offset frontal, side impact. Crash energy is diverted from the passenger area downwards to the well protected battery and frame. Aptera has front and rear crumple zones. Aptera has front and rear crumple zones and a carbon fiber roll bar.
Suspension dynamics: even though it is a three-wheel vehicle, because the heavy battery is mounted so low, it has almost the exact same suspension dynamics as a VW Golf.
Done lots of track testing and skid pad stuff, curb strike angles at forty-five miles per hour, pothole tests every which way you can think of with the vehicle, and because the battery weight is so low it is extremely stable.
We will be running Crash Tests shortly.
It has better ground clearance than a Honda Civic with six inches to the belly and five and one-quarter inches to the wheel pans, and ingress and egress a couple of degrees better than the Honda Civic.
Regarding stability, especially with the large area by the rear wheel, it has a low-profile mid-section. We have simulated cross winds up to 115 mph and it performs better than other vehicles because flat sided vehicles are much more susceptible to the winds. There is no float created because it is basically a downforce vehicle that creates a bit of downforce, though we attempted to keep it as neutral as possible.
The tires are 195-55 R16 low rolling resistance, specially formulated for them by Hankook Tires.
The ABS and airbags (passenger and driver frontal airbags) are currently undergoing calibration.
It has DC Fast Charge, Level 2 and regular 110 outlet capability. The 110-volt outlet will provide 150 miles charge overnight. The Aptera uses one quarter the energy of the average EV, meaning we charge four times faster. A DC Fast Charger will put 500 miles an hour into it, a Level 2 will put 60 miles per hour and a regular outlet will put 13 miles an hour into it.
Currently we have more than 50,000 preorders from across 115 countries, had the largest Crowd Funding in the industry with 20,000 individual investors, and now working on an IPO and hope to have production vehicles in people’s hands by the end of the year.
No dealerships, but have distribution centers around the world, and working with some Tribal communities in states that don’t like the lack of dealerships similar to what Tesla does.
In sum, the Aptiva is much more akin to a formula one car than anything else on the road. It is the penultimate in aerodynamic efficiency and has a carbon fiber chassis through and through. It is an interesting mix to try an be the most efficient vehicle in the world but also have really extreme performance, when you look at the how the vehicle is constructed and how we achieve 100-watt hours per mile and still keep safety paramount, and get all the solar power out of it we need. The Aptera is the most efficient vehicle in the world but still sporty and very nimble.
the core of our design is a safety cell crafted from Carbon Fiber Sheet Molding Compound (CF-SMC), which is both ultra-lightweight and stronger than steel, paired with metallic subframes that absorb impact energy.
Aptera’s body features a specialized composite structure known as Body in Carbon (BinC), primarily constructed from Carbon Fiber Sheet Molding Compound (CF-SMC) and Glass Sheet Molding Compound (SMC). CF-SMC is a lightweight material that utilizes a random arrangement of short fibers, allowing for the creation of intricately shaped parts with significantly higher stiffness and strength compared to standard SMC.
Aptera features an unequal-length dual wishbone suspension in the front and a double trailing link suspension in the rear. This advanced suspension system provides a balanced combination of stability, control, and ride comfort, allowing for smooth handling across diverse terrains.
The largest single component is the carbon fiber tub.
Use of SMC side panels on the body that won’t dent when hit.
Front wheel covers rotate up to allow access to tire valve stem and rear tire has a small access hole for the same purpose.
At Aptera, we’re redefining the repair experience by making it accessible, straightforward, and affordable. Whether you’re repairing your vehicle yourself or working with a local shop, Aptera will provide detailed documentation and make spare parts easy to order. Unlike typical processes where maintenance information and parts access can be limited, we believe in empowering owners with everything they need to keep their vehicles in top condition.
The Launch Edition’s dimensions are optimized for aerodynamics and stability. The vehicle measures 15 feet (4.56 m) in length, 7.3 feet (2.22 meters) in width, and stands 4.6 feet (1.4 meters) high, with a wheelbase of 9.2 feet (2.82 meters).
Aptera has integrated the Vitesco Technologies’ EMR3 drivetrain—a high-voltage axle drive that combines a permanent-magnet synchronous e-motor, inverter, and reducer in one compact unit.
Final thoughts:
I had a chance to sit in the Production Intent Aptera and found the seats very comfortable. The interior is airy with great outward visibility. The ‘double knock’ to open the door or trunk is a fun twist- there are no outside door handles. The trunk is quite spacious, easily carrying two regular golf bags or even, apparently, with the seats folded forward, room to lie down if you take the Aptera camping. There is also a small compartment under the regular rear floor that can be used to store charging cables or other supplies.
I am particularly impressed with Chris and Steve’s vision and approach. They are continually striving to use their own and their team’s knowledge, seek and use outstanding third party input and resources, and harness AI to refine the Aptera to be highly efficient, practical and fun. The use of Open-Source Software and Right To Repair sets the Aptera apart.
Of course, the ‘elephant in the room’ question, unanswered at this point is whether Aptera will make it where many others have failed. Their concept appears sound, the technology is there, Production Intent Vehicles validated, but the financial green light is still pending. According to Scooter Doll writing for electrek on Nov 5, 2024: “Last we heard, Aptera had raised over $135 million from over 17,000 investors, which the startup touted as the most successful crowdfunding raise in history. However, the company shared that it would need another $60 million in additional funding to begin low-volume SEV production, now slotted for late 2025.”
This is hopefully Part 1 of a multipart Aptera review. Stay tuned for Part 2: a factory visit and first drive…
Thanks for visiting and reading. What are your thoughts on the Aptera? If you have a question or comment, please feel free to enter it below!
BlackVue represents some of the best dashcam systems on the market. You can see my reviews of previous models at for the DR970X https://insight.daumphotography.com/2024/02/02/blackvue-dr970x-2ch-plus-and-dr970x-2ch-lte-plus-dash-cameras-field-test/ and https://insight.daumphotography.com/2020/07/11/product-review-blackvue-dr900s-2ch-field-test/ for the DR900S. This review focuses on BlackVue’s new DR770X Box-3 channel Pro version. It is primarily designed for the individual who wants up to three cameras- a front facing, rear facing and interior facing dashcams, and a system that is designed to provide protection from someone else getting to the recording memory card or attempting to physically remove the connections to each of the dashcams. You might want this added security, for example, in a ride share or taxi vehicle. Of course, the DR770X can be used in your own vehicle even if you don’t need the added security of a tamper proof set up.
What is in the box and specifications
In the DR770X Box-3 channel Pro set you receive three dashcams, front facing, rear facing and interior facing dashcams, a central box that connects the three dashcams, the power cable, and the microSD memory card. There is also a separate GPS logger and Wireless Button. The set includes all the necessary hook-up wiring including both accessory plug or direct to fuse box hardwiring power options, a pry tool and spare 3M adhesive pads and Quick Start Guide.
The first thing you’ll notice is that the front facing DR770X is physically a lot smaller than most other BlackVue dashcams. Specifically, the DR770X is approximately 3 inches (76mm) long compared to their DR970X and DR900S at approximately 4.7 inches (118.5mm) long or the even longer DR970X-2CH LTE Plus at approximately 5.4 inches(137.6mm).
One reason for the smaller front (main) dashcam size is that the DR770X has an external GPS antenna/receiver that must be plugged into the ‘locking main box’ and does not incorporate a MicroSD memory card slot. The DR970X and DR900S incorporate both the MicroSD card and GPS into the front dash cameras. The DR770X uses a lockable main box that includes connections for the front facing (main) dashcam, the IR internal facing dashcam, rear facing dashcam, MicroSD card, power supply, and GPS. Note, if you order and use the optional external LTE BlackVue cloud Connectivity Module you do not need the GPS module, since the Connectivity Module has GPS built into its antenna that goes onto the windshield. The optional LTEConnectivity Module connects to the main box instead of the GPS module at the same port. In addition to the main box being lockable so that neither the camera connections nor the MicroSD card can be removed without the key, each camera has tamper proof caps that secure both the connecting cord and the camera to the windshield mounting bracket.
The lockable main box comes with a large Velcro pad on the back so that it can be positioned out of sight but convenient to remove to gain access to the microSD card.
While BlackVue’s marketing states the DR770X has a faster lens at f/1.7, it depends on what other dashcam they use in the comparison: The DR970X Plus also has a f/1.7, but the DR970X’s is f/2.8.
The DR770X has a narrower coverage area with Diagonal 139°, Horizontal 116°, Vertical 61° for the front camera and Diagonal 115°, Horizontal 95°, Vertical 49° for the rear facing camera. The DR970X has front: Diagonal 155°, Horizontal 130°, Vertical 70° and rear: Diagonal 139°, Horizontal 116°, Vertical 61° while the DR900S had front: Diagonal 162°, Horizontal 136°, Vertical 77° and rear: Diagonal 139°, Horizontal 116°, Vertical 61°.
The DR770X is a 4K dashcam with Sony STARVIS, the DR970X and DR900S an 8-megapixel CMOS Sensor.
The DR770X Pro has an increase in the event buffer recording time to 10 seconds up from 5 seconds compared to prior models. Events are when the system senses a bump, hard turn, crash, etc., and automatically mark the recording as such preventing it from being overwritten when the MircoSD card is full.
Note: prior to setting up your DR770X system in your vehicle, I suggest you jot down the unique password that is on the camera behind the tamper proof end cover. You will need this if the auto-find in their app doesn’t locate and load your cameras on your initial set up.
All three models incorporate a built-in microphone in the front facing camera that can be set to always record interior sounds (voices, turn signals, music, etc.) or be turned off. They also include a speaker that lets you know the system is functioning when it turns on.
At the same time I tested the DR770X Box-3 channel Pro, I tested BlackVue’s LTE BlackVue cloud Connectivity Module and their B-130X Power Magic Ultra Battery system.
The DR770X dashcams were tested by mounting them in nearly the same perspective on the front and rear windshields as the DR900S, as can be seen in these images.
The main lockable box and B-130X Power Magic Ultra Battery were temporarily placed on the floor, with the GPS module or the LTE BlackVue cloud Connectivity Module antenna temporarily mounted near the top of the windshield.
Field Test
In this as well as all my tests, the images here are unmodified and based on the factory settings, which can be fine-tuned if one wants to.
Here is a look at the front facing cameras during the day. In this comparison the DR900 images are slightly darker than the DR770. The DR900 has a wider perspective, meaning you would see vehicles on either side earlier than with the DR770. Both systems capture solid images along with documenting your position and speed (though you can turn that off in the set-up). When I looked at enlarged images, the DR900 captures a bit more detail than the DR770.
[Note: a higher resolution video can be seen by clicking on “Watch on YouTube” in the lower left section of each video]
Here is a comparison of the rear facing cameras, with similar conclusions as the front facing cameras. Again, the DR770 has a smaller angle of coverage with its rear facing camera than the DR900S.
Turning to night captures, the front facing DR900 appears sharper with less flare around bright lights than the DR770.
Looking at the night rear facing cameras, the DR900 has more flare around bright lights than the DR770, but still a bit more detail on examination.
The interior facing camera of the DR770 provides similar quality during the day to the front facing camera, but with a much wider range of 180 degrees. It captures everything from the driver door to the passenger door and back seat. This camera includes Infrared LEDs and sensors that automatically come on in low light, providing clear images in total darkness.
The B-130X Power Magic Ultra Battery is an excellent solution for continuing to record once you turn off your vehicle. Many new model vehicles have battery management software built-in that monitors all power draws once the vehicle is shut off. In most cases this means even if you use a ‘Parking Mode’ setting on a dashcam, the software will terminate its draw (power) at a specific point and no longer record. The B-130X Power Magic Ultra Battery provides a safe means to get around this. The unit charges up when the vehicle is running and then automatically switches the power feed to your BlackVue dashcams when it senses the vehicle is turned off.
The B-130X Power Magic Ultra Battery can be connected to your vehicle power source either by plugging into the accessory outlet or by hardwiring through your fuse panel. If you use the accessory outlet it takes about 90 minutes to fully recharge the B-130X from ‘dead’ or empty. The faster method is accomplished by directly connecting to your fuse panel, where it takes only about 50 minutes to full from empty.
The B-130X Power Magic Ultra Battery software will automatically sense when you shut off your engine and switch your dashcams to draw from the Power Magic Ultra Battery. BlackVue states the B-130X will power a single dashcam for more than 30 hours or dual dashcams for more than 19 hours. In my field test, it easily powered the front and rear cameras throughout the night. You have optional settings on how the BlackVue dashcams record in parking mode including motion activated, continuous recording, interval recording, etc. Motion or interval recording will greatly reduce the amount of storage space taken on the MicroSD card. Any ‘event’ recording (from a bump or hit on the vehicle) will be protected from being overwritten the same as occurs during normal driving.
The free BlackVue app provides easy access to check on the B-130X remaining power. If you have the optional LTE Connectivity module connected, the app also allows you to see what your dashcams are seeing, stored recordings, etc. Even if you do not have the Connectivity module, the app will allow you via WiFi to see what your cameras are seeing and to modify their and the system’s settings.
There is also a free BlackVue app for your computer that is very useful. While you can remove the MicroSD card and view the recordings on your computer without the app, the app offers several real advantages. When you use the app to view your recordings, it enables you to see all cameras (front, rear and interior) simultaneously as well as providing a sidebar with a dynamic map and GPS position. Another nice function of the app is it will automatically join the individual recordings one after another, simplifying the viewing.
Here is a screen shot of what the BlackVue computer app looks like with the DR770X. On the right side of the screen, you see a narrow column with a dynamic map showing my vehicle’s position with street names, my speed, and actual GPS coordinates. On the bottom of the screen, you will see a line with date, time, vehicle speed, and the BlackVue camera(s) on the recording. In the main part of the screen, you see a picture in a picture that has the rear facing camera and the rest is the front facing camera. You can adjust what is included in the screen.
When you look at the following example from the app, you can see how the map is dynamic, and somewhat amusing, the white van will attempt to cross three lanes nearly perpendicular to the flow of traffic!
Preliminary Field Test Conclusions
Set up of the DR770X was straight forward, especially since this system uses the included wireless button to pair the cameras with the BlackVue phone app. Once you power up everything, you simply press the wireless button which pairs with the app, and then you use it to confirm the DR770X cameras you installed. Once that is done, you are all set. You can use the system immediately or use the app to modify software defaults.
As in prior comparisons, BlackVue continues to produce top line dashcams with the most important features built in. Of course, quality does come at a price with the DR770X 3CH Pro including a 64GB microSD card retailing at US$474.99.
The Power Magic Ultra Battery B-130X retails at US$359.99. The LTE module retails at US$159.99.
BlackVue customer service has been excellent in responding to any set up questions and/or issues.
The BlackVue DR900S has been in my vehicle for nearly 5 years now and has performed flawlessly in all temperatures from freezing to extreme desert heat. I have no reason to think the new DR770X Box-3CH Pro series won’t perform equally well and it adds the ability to have the IR interior camera along with added security of the locking main box and tamperproof camera mountings.
BlackVue states that you should use their microSD cards for optimal performance. I experimented early on with several non-BlackVue microSD cards (all were name brand high-quality professional level cards, designed specifically for handling the frequent record events typical of security cameras designed for video recording), and while they would work for a period, inevitably they would stop working or have glitches. Once I went back to BlackVue’s own card I never had it stop working or fail.
These cameras offer pricing plans for saving files to the cloud as well as in the case of the option LTE connectivity module, a built-in SIM card to simplify the recording directly to the cloud. As noted, it is easy to either download the video files or temporarily remove the microSD card and transfer the files to your computer.
The fit and finish of the new DR770X is excellent and all the components included are high quality.
If you are highly concerned about your vehicle when it is parked and unattended, you should consider purchasing the optional Blackvue Power Magic Ultra Battery. I was impressed with how it elegantly solves the OEM battery management software issue. I am adding it to my cars.
A final thought worth repeating from my earlier reviews: Many of my readers have asked ‘Do you really need a dashcam, and if so which one?” Hopefully this review is helpful in reaching a decision. For me personally I always want to have documentation of what is going on around my vehicle when I am driving, so all my cars have dashcams and when I rent a car, I put in a portable dashcam before I leave the lot. I also find it is nice to have videos of scenic drives and the ones from BlackVue are perfect for this.
Thanks for visiting and reading. If you have a question, please feel free to ask below!
Sixty-seven years ago, Peter Brock penned the sketch that Bill Mitchell[2] chose to become one of the most iconic cars: the split window 1963 Corvette Sting Ray. At the time, Peter was the youngest designer at General Motors. He would go on to be a renown visionary and prolific designer with accolades and records for a broad range of his designs including the Datsun 510 Coupe, Cobra Daytona Coupe, Shelby-DeTomaso P70 and Aerovault trailer. But my focus here is on Peter’s latest achievement, the 2025 Sting Ray Studio Concept car[3] revealed at the 2024 SEMA[4] show in Las Vegas, Nevada.
At first glance when the cover was drawn back on the 2025 Sting Ray Studio Concept car at SEMA, the body looked very similar to a well preserved 1963 Sting Ray even though it was described as a resto-mod. Peter had done something other resto-mod builders of the C2 Sting Ray had not. He retained the original body shape and design, staying away from radical changes such as widening the body, adding bulging fenders, etc. More importantly Peter added back into the 2025 Sting Ray subtle details and changes to bring it closer to what he had originally designed.
Peter shared with me the back story on how, and why, this came to fruition. He made a conscious decision to change as little as possible in the body to retain the original form since it was well established as an automotive design icon. In the five years it took to take its design to being a production car in 1963, GM was primarily focused on making money so there were compromises made on which details went into the final car. In this 2025 Sting Ray Studio Concept car Peter wanted to restore some of those important details.
Peter worked with Mike Staveski and his company, Resto Mod Vette to build the 2025 Sting Ray. This is the second car that he did with Mike, but the first one that is designed fully to Peter’s specifications. Here are a few images of Peter at Mike’s shop making some of the modifications:
They began with a 1963 donor Sting Ray body. Mike decided on and sourced the modern drivetrain and chassis which included:
GM crate LS3 engine
Electronically raised and lower hood
Harrop fuel injection
Holley engine management
Dewitts radiator
4L60e transmission
PSC push button shifter
Ididit steering column with Sparc Industries Wheel
Dakota Digital gauges (with Peter’s signature)
Vintage Air AC
Art Morrison custom chassis
Cerakote frame
C7 front suspension with AME IRS, Ridetech Coilovers
Wilwood electric brakes
Additional Corvette parts from Corvette Pacifica
Additional parts from Atech Motorsports
Dynamat sound proofing
Custom glass from AM Hot Rod Auto Glass
Douglass Interiors Leather, Linen & Sage
Forgeline 18 wheels
GM Hypersonic Gray paint
Peter designed and supervised the details he wanted to add back to the body. These included making all the vents and air scoops functional. Mitchell, at the time, wanted the nonfunctional vents because while it saved money by not making them real, it added perceived value to potential buyers as they viewed the car in the showroom.
[Note: clicking on an image in these mini galleries will bring it up to full size]
Another important change for Peter was to improve the interior visibility. Mitchell wanted a split rear window on the 1963 Sting Ray as homage to the Bugatti 57SC Atlantique, but that impacted the rearward visibility and Zora Arkus-Duntove[5] was really upset with Mitchell for mandating that. In Peter’s original sketch the glass was not split and went all the way down to the radius along the side. To improve this on the 2025 Sting Ray, Peter enlarged the area of each split window and eliminated the “B” pillar on the doors so that now the side windows are one continuous piece of glass. Together these changes result in better visibility from the inside of the Sting Ray and it feels more open. Complementing this, Peter used only the finest materials on the interior of the resto-mod. This is reflected in the new instrumentation, the top-grain leather on and around the dash, including around the air ducts. All that leather was hand stitched but resulted in a very high-end production finish.
Continuing with detail changes on this 2025 Sting Ray, two more can be seen when looking at it from the back. In addition to the enlarged split windows, Peter brought the fin all the way down to the midline of the body through and including the gas filler door. The fin is also slightly raised paying more homage to the Bugatti Atlantique. A nice detail is that the gas cap can now be placed into a holder inside of the gas filler door when removing it. At the front of the car the headlights have been changed from the flip up 1963 approach to built-in LED quad headlights with halos. Most of the original bright work on the body, like the bumpers, was downplayed and changed to black chrome encouraging one’s eyes to focus more on the overall form. Peter also put his race-type mirrors on the doors, which work well with the flow of the body.
At one point in our interview, Peter mused that this is based on a sixty-seven-year-old design, saying “how does something last that long and still evoke such admiration and desire from people that see the car.” He went on to add “the impetus for the Sting Ray grew out of Mitchell going over to Italy and seeing all the streamlined cars and bringing back photographs of them for us to study. I do not think he knew whether we could design a car that would meet his expectations. But once he saw what we were turning out, his enthusiasm grew, and he kept coming back into the studio to see the progress we were making. We did not always agree on direction, for example, I wanted the nose lower and back end higher, but Mitchell was traditional and knew the drop away in the rear would sell, so that is what we went with.” With emotion, Peter added that he had a particularly good relationship with Mitchell, and that he was a great mentor. Tony Lapine and Larry Shinoda, veteran design specialists, took over the final version as the Sting Ray was getting ready to go into production. Peter had been moved to work with Harvey Earl.[6] He added that it would have been super to have Tony and Larry around to work with him on this 2025 Sting Ray. Since that was not possible, he wanted to make sure it stayed true to their original efforts.
Peter said Mike has a super crew who worked on this 2025 Sting Ray. It came out so well and has been so successful that Peter and Mike have decided to do a series of these cars. Mike told me (JD) he has sold three of these already. This one is headed to Barrett-Jackson’s Scottsdale auction. Craig Jackson, CEO Barrett-Jackson, was at the SEMA reveal and was very impressed with the car and intimated it may be his feature car at the auction. Based on the level of enthusiasm and interest, Peter and Mike think they may do a dozen or two of these cars. Each will be different in terms of paint, interior and finish, but the overall design details will remain the same, so it becomes a limited production that follows the Studio Concept. Mike already has plans for a Z06 version that will follow this same approach. I mentioned to Peter that notably missing on this first 2025 Sting Ray were some safety features such as shoulder (three-point lap) belts and air bags. Peter said he expects more enhancements to make it into upcoming versions, and that the seat belts in this one will be changed before Scottsdale.
It almost seems heretical to talk about cost when discussing the sheer beauty, art, and evolution of the 2025 Sting Ray, but I know some readers will ask me if I do not. Mike told me he has priced these Studio Concept models starting at USD 495k. Of course, Barrett-Jackson’s Scottsdale auction will provide a real-world test of the market value of Peter’s 2025 Sting Ray.
Lest you think Peter, at 88 years old, is now resting on his laurels, he took me into his studio to show me his new car project. Of course, it is sleek with some neat aerodynamic features, and he is very excited about it. However, that is all I can share now, details are currently embargoed but stay tuned.
Thanks for visiting and reading. If you have a question, please feel free to ask below!
[1] Primary sources for content were interviews with Peter Brock and Mike Staveski. Other sources included Peter’s book Corvette Sting Ray Genesis of an American Icon and Brock Racing Enterprises publications.
Insight - Daum Photography 