Rossa: a mid‑engine, rear‑drive supercar engineered with a carbon fiber monocoque
Rossa is designed as a mid‑engine, rear‑wheel‑drive supercar built around a carbon fiber monocoque. It features a 5.2‑liter V10 engine delivering 680 horsepower, paired with a robotic transmission. The car targets a top speed of 380 km/h and accelerates from zero to one hundred in about 3.2 seconds. The project aims to compete in GT2 and GT3 classes on both Russian and international stages.
What is the relationship between Rossa and Marussia?
Roman Rusinov, the creator and project manager, explains that it is incorrect to equate Rossa with Marussia. Some observers draw parallels because Marussia was a high‑profile early attempt at a Russian supercar, yet the two projects differ fundamentally in concept. He notes important distinctions in structure and materials, such as the aluminum chassis of Marussia versus the carbon fiber chassis of Rossa. The layout and components also diverge, reflecting advances in technology. If Rossa is compared to other carbon monocoque machines, the differences become even clearer.
Rusinov emphasizes that the vehicle shown is a concept car with no mass‑production plan in place, marking another clear distinction from the Marussia project. He explains that the concept phase allowed for extensive testing and data collection, representing the first stage completed successfully. The second stage involves creating a racing variant. While a serial version could be developed in theory, there are currently no plans in that direction. Only after achieving a GT2/GT3 racing car that proves competitive in competitions would such discussions resume.
Throughout his career, Rusinov has competed with and contributed to European nameplates such as Lamborghini, Audi, Oreca, Nissan, and Ligier, and he now concentrates on Russian racing with his own machine. Rossa was designed by Ivan Borisov, previously associated with Aurus, Volgograd Bus, and Marussia, with Vladimir Plekhanov contributing to the body and interior work for Marussia and other models. The cost of the Rossa race project is expected to be in line with rivals, though the price of the road version and investor details were not disclosed.
How many Russians are involved in Rossa?
Igor Ermilin, formerly the chief designer at Marussia during the less successful showman and racing driver Nikolai Fomenko era, supervised Rossa’s development. The project began for a private client before expanding into a larger initiative that Rusinov assembled with Russian specialists to progress from concept to a racing car. The design relies on numerous Russian components, though not every part is domestic. Ermilin notes it would be impractical to build a supercar solely from one country’s parts. The project aims to demonstrate that innovation can come from a broad base of expertise, preserving some elements connected to Marussia’s legacy while advancing new ideas.
Rossa incorporates foreign AP Racing brakes, KW dampers, an engine and transmission with control electronics, and a steering wheel. The remaining systems and components are designed, developed, and manufactured in Russia, including the monocoque, body elements, electronics, wheels, suspension, and related assemblies. Key contributors include Dmitry Krylov, who led the design, and Pavel Akimochkin, who handled development and engineering, both veterans from Marussia. The car has already achieved on‑road testing at the Dmitrovsky training ground, though legal road use will require full certification and adjustments to meet mass‑production standards. The initial design anticipated track use, equipped with air conditioning and a multimedia system for comfort. The certification process remains a potential hurdle, as some testing criteria are still evolving.
Once the prototype is established, Ermilin will shift to a consulting role rather than ongoing development. He notes that Marussia’s decline was not due to its technical direction but rather to strategic and PR challenges. The experience gained since leaving the company in 2020 has informed the new approach at Rossa, and the team’s aim is to realize a new breed of Russian high‑performance cars.
Names and opinions in play
Industry observers weigh long‑term prospects. Independent advisor Sergei Burgazliev cautions that producing supercars independently in Russia will require support from a major state partner. He proposes seeking collaboration with a state entity such as Aurus, potentially as a partner or investor, to advance to premium‑tier status. Even with a favorable alliance, Burgazliev argues that true mass production remains unlikely in the near term, given regulatory and practical challenges. Magazine editor Maxim Kadakov views the Rossa brand positively, suggesting that strong racing performance or victories in endurance events could catalyze recognition and opportunities for collaboration or licensing. He notes the likelihood of Russian participation in track competition and acknowledges that bringing such a vehicle to public roads involves substantial certification and customer comfort considerations. If demand grows to five or more units per year across multiple markets, production timelines could extend for years, and even marquee brands historically followed extended development cycles. Kadakov adds that buyers are often drawn to products that support domestic industry and show a willingness to invest in high‑tech, niche automotive projects. A road‑legal version of Rossa would require significant improvements to meet everyday usability, but if a compelling version emerges, it could attract a dedicated clientele and international attention.