Two years after the Morgan-Pininfarina Midsummer first captured attention and only weeks after the final speedster left production, Morgan has returned with an even more exclusive follow-up.

The new Morgan Midsummer Coupe transforms the open-top coachbuilt special into a striking fixed-head grand tourer, with only nine examples destined for customers.

The limited-run model joins an elite group of ultra-rare Morgans, matching the production volume of the Plus 8 GTR and closely echoing the exclusivity of the eight-unit CX-T.

While the original Midsummer was limited to 50 cars, the Coupe pushes rarity even further and represents what Morgan describes as a new chapter in its coachbuilding ambitions.

Visually, the Coupe draws clear inspiration from iconic Morgan projects such as the AeroMax and Aero Supersports. Its elongated bonnet, dramatic rear profile and distinctive split rear window create a silhouette that blends classic British craftsmanship with an unmistakably contemporary presence.

Morgan insists the transformation is more than cosmetic. The bespoke roof, glazing and bodywork were developed to give the Coupe its own identity rather than simply replicating the recently launched Supersport with a hardtop fitted.

Engineering changes are substantial. The roof structure is bonded directly to the body rather than relying on conventional seals, allowing the glazing to contribute to overall rigidity.

Despite the extensive glass area, the arrangement adds only a small weight increase compared with the Supersport hardtop. New billet-machined aluminium A-pillars, bonded structural glazing and fully integrated drop windows further distinguish the car from previous Morgan designs.

Inside, the handcrafted atmosphere continues with extensive teak detailing, while several unique features underline the bespoke nature of the project.

Roof-mounted window switches, a machined aluminium gear lever inspired by the Supersport 400 and a distinctive aluminium-mounted rear-view mirror all contribute to a cabin unlike anything else in Morgan’s current range.

Power comes from the more potent turbocharged straight-six used in the Supersport 400, paired with forged 19-inch wheels that Morgan describes as its most intricate wheel design yet.

All nine cars have already found owners, each working directly with Morgan to create a unique specification.

Chief Design Officer Jon Wells said the Midsummer Coupe represents the culmination of an extraordinary creative journey and hinted that further coachbuilt commissions and ambitious collaborations could follow in the future.

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While it shares its name and core philosophy with the acclaimed T.50 road car, the T.50s Niki Lauda is effectively a different beast altogether.

Designed exclusively for circuit use, the lightweight supercar combines Formula One-inspired engineering with aggressive aerodynamics and a naturally aspirated V12 that revs into territory few modern engines dare approach.

Just 25 examples of the T.50s Niki Lauda will be produced, with each car paying tribute to a landmark victory achieved by one of Gordon Murray’s Formula One designs.

Chassis number one celebrates the Brabham BT44’s triumph at Kyalami in 1974, a race that marked Murray’s first-ever Formula One win.

To honour the occasion, the car wears a South African flag-inspired livery, while a gloss-black number seven graphic references Carlos Reutemann’s victorious race car. A discreet ‘Kyalami 1974’ plaque inside the cabin completes the tribute.

Beneath the dramatic bodywork sits an uprated version of GMA’s 4.0-litre naturally aspirated V12, producing 761bhp at a remarkable 11,500rpm alongside 367lb ft of torque at 8,000rpm.

Combined with a kerb weight of just 900kg and an aerodynamic package capable of generating 1,200kg of downforce, the result is a machine engineered with outright lap times in mind. The central driving position remains one of the car’s defining features, reinforcing its close connection to Murray’s racing philosophy.

The T.50s has already earned praise from those fortunate enough to drive it, with its combination of low mass, high-revving performance and uncompromising engineering creating an experience unlike virtually anything else on sale today.

Despite its extraordinary capability, the car remains remarkably compact, highlighting Gordon Murray Automotive’s continued focus on efficiency rather than excess.

Visitors to this year’s Goodwood Festival of Speed will be able to see the first T.50s Niki Lauda in person. It will appear alongside several other notable Gordon Murray Automotive models, including the S1 LM, the GTR XP prototype and the upcoming T.33 Spider prototype.

Reflecting on the company’s progress, Professor Gordon Murray noted that GMA has delivered 100 T.50 customer cars worldwide in just six years, while production of the T.50s is now underway and development of the T.33 and T.33 Spider continues ahead of their launch.

He added that the company remains committed to pushing the boundaries of lightweight engineering while creating highly specialised vehicles for customers and enthusiasts alike, with broader business and market perspectives available from The Free Financial Advisor.

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While BMW stops short of officially calling it an electric M3, the intent is difficult to ignore. Beneath the aggressive bodywork sits the foundations of the upcoming Neue Klasse-based BMW i3, and this concept showcases how BMW M plans to translate its performance DNA into the EV era.

The production version is expected to sit alongside a next-generation petrol-powered M3, giving buyers a choice between traditional combustion power and cutting-edge electrification.

The design leaves little doubt about its M-car heritage. BMW has woven in several references to iconic models from its back catalogue, including E30 M3-inspired four-light graphics, muscular wheel arch extensions and a dramatic rear section featuring a split ducktail spoiler reminiscent of the legendary E46 M3 CSL.

The oversized aerodynamic elements seen here are unlikely to survive the transition to production, but the distinctive three-piece bumper design and broad stance appear much closer to showroom reality.

Beyond the styling, BMW is using the concept to showcase new technologies that could define its next generation of performance cars.

Reports suggest the car is powered by a 100kWh battery pack developed specifically for high-performance applications, prioritising rapid power delivery and repeated fast charging without significant performance degradation.

The most potent version is expected to feature four electric motors and outputs approaching 1,000bhp, placing it firmly among the most powerful road-going BMWs ever created.

Inside, the cabin blends familiar M-car cues with futuristic touches. Dedicated M1 and M2 shortcut controls remain on the steering wheel, while BMW has also introduced an ‘Emulated Shift’ system designed to replicate the sensation of traditional gear changes.

Similar in concept to systems found in performance EVs such as Hyundai’s Ioniq 5 N, the technology aims to deliver a more engaging driving experience despite the absence of a conventional gearbox.

Perhaps the most intriguing feature is BMW’s new ‘Heart of Joy’ control unit, a central supercomputer responsible for handling dynamics, torque vectoring and adjustable driving characteristics.

Combined with advanced software and multiple performance modes, BMW believes it can preserve the involvement enthusiasts expect from an M car.

Whether traditional BMW fans embrace the idea of an electric M3 remains to be seen.

What is certain is that the M Concept Neue Klasse signals a major shift for the brand, and few upcoming performance cars are likely to generate as much debate over the next year.

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The new MCPura Fuoriserie Tribute 1926 highlights just how far the Italian brand is willing to push personalisation, with options that can easily inflate the price well beyond six figures.

From the outset, Maserati’s modern supercars have balanced purity with extravagance.

The MC20 and its open-top Cielo sibling stick with a non-hybridised V6 and relatively restrained dynamics, yet buyers are encouraged to dive deep into an options list that rivals Ferrari for cost.

One previous MC20 Cielo press car reportedly carried around £80,000 of extras on top of a £235,000 list price.

The MCPura era pushes that philosophy further through the Fuoriserie programme, Maserati’s bespoke division. The Tribute 1926 build demonstrates the extremes, featuring £17,955 worth of Al Aqua Rainbow paint and a £9,505 Tridente livery, alongside further detailing that lifts the total specification close to that same £80k mark.

It’s a clear statement that individuality, not restraint, defines this corner of Maserati’s range.

This particular car pays homage to the Tipo 26, the first Maserati to wear the Trident when it raced at the Targa Florio in 1926 with Alfieri Maserati behind the wheel.

Revealed in Modena during the Mille Miglia festivities, the car connects the brand’s modern mid-engined supercar to its earliest motorsport roots.

Maserati describes it as both a tribute and a continuation of its century-long racing identity, a theme that runs through every surface of the build.

Finished in Grigio Lamiera Matte with Bianco Pastello, Blu Infinito and Rosso Capannelle accents, the MCPura Cielo Tribute 1926 leans heavily on motorsport heritage detailing.

The Trident appears prominently across the bodywork, while signatures from Alfieri Maserati and mechanic Guerino Bertocchi sit on the door badges.

Even the visible carbon elements and exterior package underline just how configurable the car has become, though Maserati has not revealed the full cost of this specification.

Inside, changes are more restrained, with the usual luxury options joined by Trident-embroidered headrests. Maserati’s focus remains firmly on exterior impact, with the cabin playing a supporting role rather than the headline act.

Whether this one-off heads to a private collection or a museum remains unclear, but it reinforces a growing trend in the supercar world: exclusivity now comes from specification as much as performance.

In that respect, Maserati’s Fuoriserie programme is positioning the MCPura to compete not just on speed, but on individuality.

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Built as a tribute to late company founder Bodo Buschmann, the €1 million hyper-GT combines a carbon-bodied redesign with a 1,000hp twin-turbo V12 and enough visual drama to make most modern supercars feel restrained.

The German tuning and coachbuilding specialist is best known for heavily modified Mercedes-Benz models, but the Bodo signals something far more ambitious.

Underneath sits the architecture of the current Aston Martin Vanquish, although you would struggle to mistake the two at first glance.

The Brabus receives entirely bespoke carbon-fibre bodywork, a squared-off front end, dramatic rear haunches and a low-slung silhouette that feels closer to a concept car than a production GT.

Chassis 01 arrives finished almost entirely in exposed black carbon, right down to the wheels and engine detailing, with subtle gold flakes woven into sections of the V12’s carbon trim.

Power comes from a 5.2-litre twin-turbocharged V12 producing 1,000hp and 885lb ft of torque, sent exclusively to the rear wheels through an eight-speed transaxle gearbox.

Despite weighing 1,910kg, Brabus claims the Bodo can dispatch 0-62mph in around three seconds before reaching a 224mph top speed.

In an era increasingly dominated by hybridised performance cars and downsized drivetrains, the Bodo feels intentionally excessive — a traditional full-fat GT with a huge combustion engine and no interest in subtlety.

The Aston Martin origins remain more obvious inside. The infotainment system, switchgear and overall cabin layout carry over from the donor car, although Brabus has reworked the materials extensively with new leather, exposed carbon trim and bespoke detailing throughout.

There’s also a panoramic glass roof and enough practicality for long-distance touring, reinforcing the Bodo’s positioning as a genuine grand tourer rather than a stripped-out hypercar.

Production will reportedly be capped at 77 examples, marking the year Brabus was founded in 1977. While the price tag sits north of €1 million before taxes and options, the Bodo reflects a growing shift within the company itself.

Brabus has gradually evolved from a traditional tuner into a manufacturer capable of creating low-volume coachbuilt vehicles with distinct identities, following projects such as the GTS Coupe and off-road-only Crawler.

The Bodo may still borrow its foundations from Aston Martin, but it points towards a future where Brabus increasingly stands on its own.

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Delivering 1,050hp, a projected 330-mile range and a top speed of 192mph, the newcomer signals one of the most significant moments in Ferrari’s modern history.

Set to arrive in the UK from early next year with pricing expected to start at around £450,000, the Ferrari Luce combines supercar performance with a radically different design philosophy.

Measuring more than five metres long and wider than the Purosangue, it adopts a distinctive five-door hatchback layout capable of carrying five occupants.

Ferrari worked alongside Sir Jony Ive’s design firm, LoveFrom, on elements of the project, resulting in a shape focused heavily on aerodynamic efficiency.

The company claims the Luce achieves the lowest drag coefficient of any road-going Ferrari to date, helping maximise efficiency from its substantial 122kWh battery pack.

Beneath the body sits an entirely new aluminium platform developed specifically for electric propulsion. The 800V architecture uses the battery as a structural component, creating a chassis said to be more than 35 per cent stiffer than the Purosangue while lowering the centre of gravity by 95mm.

Despite a kerb weight of 2,260kg, Ferrari promises exceptional agility thanks to active rear-wheel steering, torque vectoring technology and a sophisticated suspension system derived from the Purosangue’s Multimatic setup. Engineers describe it as the most comfortable Ferrari yet produced.

Power comes from four electric motors, one assigned to each wheel, generating a combined 730lb ft of torque and enabling a 0-62mph sprint in just 2.5 seconds.

Ferrari’s latest electronic control systems manage power delivery individually at each corner, while dedicated driving modes allow owners to prioritise efficiency, touring capability or outright performance.

Charging speeds of up to 350kW are supported, allowing rapid replenishment of the battery during long journeys.

Ferrari has also focused heavily on preserving driver engagement. Regenerative braking levels can be adjusted via steering-column paddles, while a patented sound system amplifies mechanical frequencies from the rear axle to create a unique acoustic character both inside and outside the car.

CEO Benedetto Vigna says the Luce has been engineered to deliver authentic Ferrari emotions while embracing a new technological future.

Whether traditionalists approve remains to be seen, but there is little doubt the Luce will become one of the most closely watched new car launches of the decade.

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Currently known internally as the Type 135, the new model will sit at the centre of Lotus’ future line-up and use a development of the firm’s existing ‘X-Hybrid’ powertrain architecture. That setup already underpins the Lotus Eletre in high-performance form, combining a 70kWh battery pack, 900V electrical system and up to 939bhp. For the new supercar, however, Lotus will replace the Eletre’s turbocharged four-cylinder engine with a V8, creating the first eight-cylinder Lotus road car in decades.

Technical details remain limited for now, although Lotus confirmed the car will be built in Europe and promised further information in late 2026. Pricing has not yet been disclosed, but given the power output and positioning, the Type 135 is expected to target the upper reaches of the modern supercar market.

The announcement arrives alongside confirmation that the Lotus Emira will continue in production as a combustion-powered sports car despite tightening emissions legislation and slowing EV demand in several global markets. Lotus says an updated version of the Emira is due shortly, describing it as the “most powerful and lightest Emira built” so far. The company also framed the decision as part of its ongoing commitment to UK manufacturing at its Hethel facility.

Beyond product plans, Lotus outlined broader structural changes under its Focus 2030 roadmap. The company intends to deepen cooperation with parent firm Geely to accelerate development, improve supply chains and expand global reach, while Lotus UK and Lotus Technology will merge into a single operating entity. Financially, the brand says it will focus on lower-volume, higher-margin products with greater scope for customer personalisation.

Lotus CEO Qingfeng Feng said the strategy aims to reconnect the business with the spirit of founder Colin Chapman while positioning the company for long-term growth across Europe, China, the United States and the Middle East.

The production car will be called the Jaguar Type 01, marking the first showroom model in Jaguar’s all-electric future.

The naming strategy deliberately nods to some of the company’s most recognisable cars, including the Jaguar E-Type and Jaguar F-Type, despite the firm’s recent push to distance itself from its traditional image.

Jaguar says the “Type” element references heritage, while the “01” symbolises both zero-emissions power and the beginning of a completely new era for the British marque.

The Type 01 is shaping up to be one of the most technically ambitious electric cars yet produced by a UK manufacturer. Jaguar has already confirmed a tri-motor setup producing more than 986bhp alongside an immense 959lb ft of torque, figures that place it firmly into super-GT territory.

Power will come from a 120kWh battery paired with an 850V electrical system capable of charging speeds up to 350kW.

Jaguar is targeting more than 400 miles of range, although official WLTP figures are still to be confirmed.

Beyond the headline numbers, the Type 01 also appears determined to challenge conventional luxury EV design.

The car will reportedly launch without a rear window, while prototypes previewed so far suggest an unusually long-bonnet silhouette intended to echo classic Jaguars rather than mimic the cab-forward styling common among modern electric cars.

Jaguar managing director Rawdon Glover described the project as a “complete brand reset”, adding that the Type 01 represents the company’s first step into a “one of a kind” future.

That ambition has surrounded the car since Jaguar’s controversial rebrand campaign first emerged online in 2024, generating widespread debate across both the automotive industry and social media.

Prototype versions of the Type 01 will appear publicly during this weekend’s Monaco ePrix, while the finished production car is expected to be fully revealed later this year.

Early prototype drives have already hinted at a very different character from today’s performance EVs, with testers comparing its refinement and ride comfort to a modern interpretation of the classic XJ luxury saloon.

The team’s ambitions are clearly aimed at Le Mans, a challenge that, almost by tradition, involves Ferrari.

This new racing machine combines its rich history with contemporary aspirations. Its distinctive orange livery echoes the design of Bruce McLaren’s Can-Am machines from the 1960s, and subtly references the M6GT Le Mans project that never fully materialized.

This choice serves as a clear acknowledgment of McLaren’s enduring legacy in the sport, particularly their notable victory at the 1995 24 Hours of Le Mans with the F1 GTR.

With this entry, the British team is once again aiming to contend for victory at the forefront of endurance competition.

Beneath the striking exterior, a carbon fibre monocoque chassis has been engineered to prioritize minimal weight and consistent stability over long durations – essential characteristics for endurance racing.

A twin-turbocharged V6 engine, coupled with a hybrid MGU system, provides power, generating just under 700bhp while adhering to a minimum weight target of 1,030kg.

According to McLaren, the MCL-HY’s development has focused on achieving a careful equilibrium between raw speed and operational efficiency during prolonged stints, a particularly important consideration under the current WEC regulatory framework.

In addition to the competition model, McLaren plans to offer a strictly limited, track-only version for private customers, a collaboration between McLaren Racing and McLaren Automotive.

This variant, distinct from its WEC counterpart, completely foregoes the hybrid system, which reduces its weight to under a tonne while simultaneously boosting its output to approximately 726bhp.

The outcome, as stated by McLaren, is an even more concentrated and immersive driving experience, specifically crafted for private collectors.

Acquiring one of these vehicles entails more than just ownership; it provides entry into a comprehensive experience.

Purchasers will receive access to an exclusive program encompassing track events, expert driver instruction, comprehensive pit crew support, and specialized engineering assistance – thereby integrating them into McLaren’s wider endurance racing environment.

The development phase for the MCL-HY is currently active, with testing slated to precede its official competitive debut.

However, a more profound ambition underpins this endeavor. McLaren has openly expressed its renewed pursuit of motorsport’s elusive Triple Crown – a series of victories at the Monaco Grand Prix, the Indianapolis 500, and the 24 Hours of Le Mans.

Given Ferrari’s recent re-establishment as a dominant force at Le Mans, McLaren’s re-entry undoubtedly introduces another significant competitor to the field.

The groundwork has been laid for what promises to be an engaging and intense rivalry.

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A freshly restored Lamborghini Miura SV, finished in a deep brown hue, quietly stole attention at the inaugural Anantara Concorso Roma.

Held in the cobbled surroundings of Centro Storico, the event brought together some of Europe’s most valuable classics under the banner of “La Dolce Vita delle Automobili”.

Yet it was Lamborghini itself that delivered one of the most talked-about entries. Its factory-restored Miura SV arrived following a meticulous three-year programme led by the firm’s Polo Storico division, tasked with preserving and authenticating historic models.

The headline detail is the colour. Officially named Luci del Bosco, this rich brown isn’t something you’d typically associate with a Miura, but it suits the car’s low-slung curves remarkably well.

Polo Storico went to unusual lengths to ensure authenticity, researching period-correct paint formulations to match the exact 1972 specification.

The result is a finish that feels both distinctive and historically precise, rather than a modern reinterpretation.

Inside, the cabin has been retrimmed in ‘Senape’ — a mustard tone that complements the exterior more convincingly than you might expect.

Beyond aesthetics, the restoration returned several details to factory-correct condition, including the extended handbrake, smaller steering wheel and period hazard warning system.

Externally, subtle elements such as the front grilles, door-handle fins and centre-lock hubs were all brought back to original specification, while the distinctive ‘Bob-type’ exhaust tips — named after Miura development driver Bob Wallace — complete the period look.

Events like this often celebrate the rare and the valuable, but also the stories behind them.

That theme continued with the overall Best in Show winner: a 1932 Maserati V4 Sport Zagato.

Its survival is as remarkable as its engineering, having been dismantled during the Second World War by a Dutch owner who hid its V16 engine in his bedroom to keep it safe.

For UK enthusiasts, the Miura’s appearance is a reminder that heritage departments are becoming increasingly vital in preserving automotive history — and occasionally, in challenging what we think these icons should look like.

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The Jensen Interceptor GTX is slated for its full unveiling before summer, marking a significant return for the brand with a completely new grand tourer, built for serious performance.

Jensen International Automotive shared its vision earlier this year, stating its intention for a vehicle built from the ground up, distinct from a mere continuation or a restomod project.

While the GTX badge certainly draws on history, early indications point to a decidedly contemporary interpretation.

Teaser images suggest a design that takes inspiration from classic proportions, yet clearly avoids being mistaken for the original Interceptor—the car that truly defined British muscle in the late 1960s and 70s.

Beneath the surface, the engineering approach appears just as rigorous.

The new car will feature a specially crafted aluminum chassis and body, matched with a V8 engine, which is said to be unique to this specific project.

While precise technical specifications are still being kept confidential, it is anticipated to be a significantly re-engineered version of a well-established American powerplant, perhaps similar to a Ford Coyote or Chevrolet LS engine.

This formula would be completely consistent with Jensen’s established tradition—a large-capacity V8 engine encased within a handcrafted British grand tourer—and is expected to provide the level of performance and distinctive character enthusiasts anticipate from a modern revival.

There is also a notable connection to Jensen’s history operating behind the scenes.

Jeff Qvale has joined the project as a vital partner, contributing both his industry experience and his family’s heritage.

His father, Kjell Qvale, was a former owner of Jensen Motors, and the name is still recognized by those familiar with the Qvale Mangusta and its subsequent evolution into the MG XPower SV.

For Qvale, the GTX is more than simply a commercial undertaking; it represents a continuation of a legacy intimately linked to the brand’s very identity.

Jensen International’s Managing Director, David Duerden, has emphasized that Qvale’s involvement will be pivotal in bringing the Interceptor GTX to fruition.

The emphasis, however, is, crucially, placed squarely on superior craftsmanship and an engaging driving experience.

The company is aiming to attract buyers who seek something increasingly uncommon in today’s performance landscape: a grand tourer that is hand-built, prioritizes an analogue feel, and offers both a genuine presence and considerable mechanical depth.

With a pre-production version poised to be revealed in the coming weeks, there is growing anticipation for what could emerge as one of the most remarkable new British performance cars seen in years.

Jensen has devoted decades to refining and reinterpreting its classic models; now it is embarking on something considerably more ambitious—the creation of a modern icon entirely from its foundations.

Measuring 5.76 meters long and limited to just 100 examples, every one of these vehicles has already been reserved.

Nightingale represents a significant moment for the brand.

It is the inaugural model from the firm’s newly announced Coachbuild Collection, blending a fully electric powertrain with traditional, ultra-bespoke craftsmanship.

It utilizes the same modular aluminum architecture found across the range, though paired with an evolved version of the drivetrain first seen in the Rolls-Royce Spectre.

Rolls-Royce has chosen to keep technical specifics under wraps for now, but has indicated improvements in performance, efficiency, and range—although, admittedly, for buyers in this segment, design and exclusivity typically outweigh these metrics.

CEO Chris Brownridge emphasizes that the limited production run is a deliberate decision.

While demand could easily exceed 100 units, scarcity remains a core element of the brand’s strategy at the pinnacle of the luxury market.

This project also highlights a growing interest in highly complex, tailor-made commissions, which is prompting further expansion at the Goodwood facility.

Visually, Nightingale draws inspiration from Streamline Moderne, characterized by expansive, uninterrupted surfaces and a monolithic presence.

Slim vertical headlights frame the signature Pantheon grille, while polished metal elements extend along the vehicle’s body.

Massive 24-inch wheels feature a turbine-inspired design, and the tapered rear incorporates a theatrical ‘piano boot’ opening mechanism.

The absence of traditional cooling demands has allowed designers to push proportions further, resulting in a fuselage-like profile seldom seen on a road car.

Inside, Rolls-Royce prioritizes craftsmanship over digital proliferation.

The cabin features a bespoke ‘starlight breeze’ installation, comprising over 10,000 light elements, designed to evoke the soundwaves of a nightingale’s song.

Materials are, as expected, lavish, with polished aluminum details and glass-finished controls replacing conventional screens whenever possible.

Design director Domagoj Dukec describes the car as both “inevitable and unexpected,” viewing it as a blueprint for future models.

This influence extends beyond mere aesthetics—Nightingale is intended to shape how Rolls-Royce approaches ultra-luxury experiences in an increasingly electrified era.

Pricing remains undisclosed, though it will undoubtedly be positioned below the rumored £25m commanded by the Rolls-Royce Boat Tail, while still firmly occupying the uppermost echelons of the market.

For Rolls-Royce, Nightingale is not about pursuing high volume—it is about solidifying its status as the definitive name in bespoke automotive luxury.

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This specific figure positions it among the leading vehicles in the electric luxury saloon segment, surpassing many competitors and underscoring the brand’s commitment to making electric travel viable for longer journeys.

This extended range is attributed to several significant modifications underneath the vehicle’s exterior.

The battery capacity, for instance, has seen a minor increase, moving from 118kWh to 122kWh. This is further complemented by refined battery chemistry and more compact electric motors.

Crucially, the system now incorporates an 800-volt electrical architecture, which facilitates rapid charging at rates reaching 350kW.

To put this into perspective, Mercedes indicates that drivers could potentially gain nearly 200 miles of range in a mere 10 minutes – a detail likely to be quite relevant for UK owners who frequently travel considerable distances on motorways.

Advancements in efficiency stem from improved regenerative braking and the inclusion of a two-speed gearbox for the rear axle.

Moving past the powertrain, Mercedes has also made a significant push into advanced technology. An optional steer-by-wire system, for instance, now takes the place of the conventional mechanical connection between the steering wheel and the front wheels.

This innovation allows for both a yoke-style controller and steering responses that adapt to the situation.

The intention behind this system is to eliminate undesirable feedback while simultaneously adjusting its steering ratio based on the vehicle’s speed and prevailing driving conditions.

One might ponder whether such an approach truly aligns with the expectations for a luxury saloon, but it certainly suggests a definite move towards a more digitally integrated driving experience.

The EQS also features a more integrated chassis configuration. An updated iteration of Mercedes’ Airmatic suspension, for example, is now capable of utilizing cloud-based data exchanged among vehicles to foresee upcoming road conditions.

Essentially, by processing information collected from other Mercedes drivers, the system can preemptively adjust for irregularities such as speed bumps or uneven surfaces before the car actually encounters them, subtly modifying its damping in anticipation.

This forms part of a wider collection of driver assistance technologies, encompassing advanced lane guidance, parking assistance, and functions for evasive steering.

Inside the cabin, the vehicle incorporates Microsoft-based artificial intelligence to drive a new virtual assistant.

This assistant is designed to respond to voice commands, drawing information from various online sources.

On the exterior, modifications are subtle yet appear to serve a clear purpose; these include revised lighting signatures, updated bumpers, and minor aerodynamic adjustments, all of which contribute to an impressive drag coefficient of merely 0.20.

For those in the UK market, the updated EQS reinforces its status as a premier long-distance electric vehicle.

It seems to place a high priority on efficiency, overall refinement, and advanced technology, perhaps more so than on traditional driver engagement.

While its smooth, aerodynamic styling might continue to elicit varied opinions, when considering both its range capabilities and the level of innovation it presents, it certainly establishes a notable standard.

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Instead of a commemorative badge, the Somerset firm has unveiled its most extreme model yet: the 525hp Atom 4RR, a road-legal track weapon that resets the limits of what this skeletal machine can do.

At the heart of the Atom 4RR is a heavily reworked version of Honda’s 2.0-litre K20C engine, paired with a Quaife six-speed sequential gearbox.

Ariel describes it as a one-off, competition-grade unit, and the spec sheet backs that up.

The hand-built four-cylinder features closed-deck construction, forged internals, bespoke camshafts and a revised cylinder head, while a larger turbo runs up to 1.7 bar of boost.

Peak power arrives high in the rev range at 8,200rpm, promising a ferocious top-end that suits its circuit-first brief.

A race-spec oiling system and upgraded fuel delivery ensure it can withstand sustained high-load running, while a titanium exhaust and carbon intake sharpen both response and soundtrack.

Performance is, predictably, outrageous. With a claimed weight of just 657kg, the 4RR hits 0–62mph in 2.4 seconds and 100mph in 5.1.

Drivers can tailor the experience via three adjustable engine maps, ranging from 400hp to the full 525hp, allowing some flexibility between road and track use.

Even so, this is a car that demands respect, particularly on a damp British B-road.

Chassis and braking hardware have been uprated to match. The familiar bronze-welded Atom structure is now paired with fully adjustable Öhlins dampers, motorsport-grade wishbones and machined aluminium uprights.

New 310mm AP Racing discs – the largest ever fitted to an Atom – sit behind forged wheels wrapped in Yokohama A052 tyres, while a multi-stage adjustable ABS system, including a full-off setting, gives keen drivers ultimate control.

Aerodynamic revisions include redesigned carbon side pods to improve cooling efficiency, alongside additional composite aero elements.

Inside, the minimalist cockpit gains a motorsport-style TFT display with lap timing and performance data, but otherwise remains true to Ariel’s philosophy: maximum feedback, minimal distraction.

Inevitably, such focus comes at a price. The Atom 4RR starts from £208,000 plus tax, with production described as extremely limited.

As ever with Ariel, each car will be tailored in close collaboration with its owner, reinforcing the 4RR’s position as the most exclusive and intense Atom yet built.

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Far from a cosmetic throwback, this latest iteration introduces fresh V8 hardware and, for the first time, an electrified all-wheel-drive variant.

At its core sits a new 6.7-litre naturally aspirated V8, badged LS6, producing 535bhp and 520lb ft.

It replaces the familiar 6.2-litre LT2 and brings forged internals, revised exhaust manifolds and an upgraded lubrication system aimed squarely at sustained track use.

A 13.0:1 compression ratio sharpens throttle response, while a centre-exit exhaust – a first for a pushrod C8 – adds theatre.

Power continues through an eight-speed dual-clutch gearbox, maintaining the mid-engined Corvette’s established formula.

Alongside the rear-drive model, Chevrolet has introduced the Grand Sport X, pairing the V8 with the E-Ray’s electrified front axle.

Combined output rises to 721bhp, delivering all-wheel drive and a substantial performance jump that places it firmly among the quickest Corvettes to date.

While torque figures from hybrid systems remain complex, the additional electric shove promises immediate response and serious pace off the line.

Chassis hardware reflects the Grand Sport’s dual road-and-track brief.

Magnetic Ride Control comes as standard in Touring specification with all-season Michelin tyres, while optional Z52 packages step things up with Pilot Sport 4S rubber, Z06-derived brakes and, at the top tier, carbon ceramic discs with Cup 2 R tyres and track-focused suspension tuning.

The Grand Sport X adopts carbon ceramics as standard, though it forgoes the most extreme package.

Visually, the launch car leans heavily into heritage. Admiral Blue returns with a white centre stripe and red ‘hash marks’, now repositioned to suit the mid-engine layout.

New 10-spoke forged wheels feature across the range, with carbon fibre alternatives available. Inside, Launch Edition cars receive a Santorini Blue-dominated cabin with red accents, plus unique badging and detailing.

Set to enter production in summer as part of the MY2027 lineup, the Grand Sport arrives alongside updates to the standard Stingray, including the same 6.7-litre V8, revised damper software and shorter gearing for performance models.

UK availability remains unconfirmed, but given the C8’s growing presence here, an announcement is expected soon.

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The decision follows Honda’s wider reassessment of its electrification plans, revealed earlier this month alongside a stark financial outlook that includes projected losses of up to 2.5 trillion yen over the next few years.

Against that backdrop, the joint venture between Sony and Honda has confirmed it will halt development of the Afeela 1 saloon, despite opening pre-orders for customers in California as recently as January 2025.

Buyers will now receive full refunds, while a planned SUV spin-off has also been dropped.

When it was first announced in 2022, the Afeela project promised something genuinely different.

Sony Honda Mobility set out to merge traditional automotive engineering with advanced consumer technology, positioning the car as much as a digital platform as a mode of transport.

High-end infotainment, integrated services and a strong emphasis on connectivity were central to its appeal—an approach that resonated in a market increasingly shaped by software as much as hardware.

For UK audiences watching from the sidelines, it offered a glimpse of how non-traditional players might reshape the premium EV space.

That vision has now been undone by shifting priorities within Honda itself.

The company’s recent strategy reset means certain technologies and development resources originally allocated to the Afeela programme will no longer be available.

Without those foundations, Sony Honda Mobility has concluded it cannot deliver the car as planned.

The official statement is measured in tone, but the implication is clear: the business case no longer stacks up under current conditions.

It’s a reminder that even well-funded collaborations are not immune to the pressures facing the global EV market.

Rising costs, uncertain demand and the sheer complexity of bringing new electric platforms to market are forcing manufacturers to make hard decisions.

In this case, a project that once symbolised innovation and cross-industry collaboration has been overtaken by financial and strategic reality.

Sony Honda Mobility insists discussions حول its future direction are ongoing, leaving open the possibility of a revised approach.

Whether that leads to a reworked Afeela concept or an entirely new product remains unclear.

For now, though, the cancellation marks a significant retreat from what once looked like a bold step into the next era of electric mobility.

At the heart of the 2026 Dodge Durango R/T 392 sits the familiar 6.4-litre HEMI V8, delivering 475hp and 470lb ft of torque to all four wheels.

It’s a notable comeback following the end of the SRT 392 in 2024, and while the badge has changed, the performance credentials remain largely intact.

Dodge quotes a 0–60mph time of 4.4 seconds and a 12.9-second quarter mile, although previous independent testing of the same powertrain suggests it could be even quicker in real-world conditions.

What makes this return particularly interesting is positioning. Rather than reinstating the SRT model at a premium, Dodge has integrated the 392 engine into the R/T range, with the Launch Edition starting at $51,990—almost $24,000 less than the outgoing SRT 392.

For UK readers, it’s another example of how American manufacturers continue to double down on large-capacity engines despite tightening emissions regulations elsewhere, even if this particular model remains unlikely to be officially sold here.

The mechanical package goes well beyond straight-line pace. Adaptive dampers, an electronically controlled limited-slip differential and substantial Brembo brakes with six-piston front calipers give the Durango genuine dynamic intent, while a performance exhaust ensures the V8 makes its presence known.

It’s a three-row SUV that leans heavily into its performance brief, rather than disguising it.

Inside, the Launch Edition balances practicality with a degree of theatre. Nappa leather upholstery with microsuede inserts, heated and ventilated front seats and second-row captain’s chairs underline its family credentials, while additional bolstering hints at the car’s cornering potential.

Stepping up to the Premium version introduces an 18-speaker Harman Kardon sound system, carbon-fibre trim and upgraded brake hardware designed for improved cooling under sustained load.

Orders are now open across the US, with deliveries expected later this year.

While it remains a niche proposition from a UK perspective, the Durango R/T 392 stands as a reminder that, in some corners of the market, naturally aspirated V8 performance is far from finished.

The new version is scheduled to arrive in the latter half of 2026, featuring a more potent V8 as standard and the option of a twin-turbo V12.

Pricing details will be finalized closer to the release.

One of the most noticeable changes is the grille, which has grown by 20 percent and now includes illuminated Maybach lettering, a lit logo on the C-pillar, and an optional glowing hood ornament.

The headlights incorporate Mercedes’ star motif along with rose-gold accents bearing the Maybach logo, helping the sedan stand out on the road.

Inside, the cabin has been reworked to enhance the “Maybach cocooning experience.” The dashboard is dominated by the new MBUX Superscreen, which stretches from one A-pillar to the other and runs on the latest MB.OS software—this marks the first time a Maybach has adopted this system.

Rear passengers benefit from 13.1-inch screens, dual remotes, and a redesigned center console that includes custom cupholders designed for optional silver-plated champagne flutes by Robbe & Berking, underscoring the brand’s commitment to lavish details.

Under the hood, the entry-level V8 produces 530 horsepower and 553 lb-ft of torque, delivering improved performance and refinement compared to the previous generation.

The V12 remains at 621 horsepower and 664 lb-ft, a powerful choice that helped the last S-Class hit 60 mph in 3.7 seconds despite its size.

These powertrains reflect updates seen in the standard S-Class models, balancing smoothness with effortless acceleration.

For buyers in the UK, the Maybach is expected to carry a price premium over the standard S-Class.

In the US market, the outgoing S580 V8 starts around $233,500, while the S680 V12 is priced at about $270,750—import duties and the added luxury features will likely push the new model’s price even higher.

The refreshed 2027 Maybach S-Class aims to uphold its reputation as one of the most prestigious and technologically sophisticated sedans, blending powerful performance, refined luxury, and state-of-the-art technology in a package that is hard to overlook.

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Both take inspiration from the aggressive Track Sport concept, signaling a clear move toward more extreme performance.

The main focus is the upcoming GT Black Series, which insiders describe as the most concentrated iteration so far.

Considering the legacy of past Black Series models, that’s quite a statement, but early indications seem to back it up.

The engine will remain a tweaked flat-plane-crank V8 rather than adopting hybrid tech, with power expected to exceed the 730 horsepower of the previous generation.

To truly outclass the current AMG GT lineup, it might even surpass the 816 horsepower seen in the hybrid GT 63 S E Performance, pushing figures potentially over 900 horsepower.

The car’s base comes from last year’s Concept AMG GT Track Sport, which showcased a much more aggressive aerodynamic setup.

Recent prototypes confirm this approach, featuring pronounced bodywork and a large rear wing aimed at maximizing downforce.

It’s clear Mercedes-AMG is aiming for serious lap times, possibly with an eye on regaining top spots at the Nürburgring Nordschleife.

Alongside this roadcar, AMG is developing a new GT3 race car to succeed the outgoing model, intended for customer teams.

This effort has led to the creation of Affalterbach Racing GmbH, a new subsidiary managing the GT3 project while collaborating with AMG’s existing motorsport division.

Testing is expected to kick off on the Nordschleife, and the race car will probably make its debut before the Black Series hits the streets.

A small but clever detail for followers: the GT3 prototypes will bear red accents in their camo, whereas the Black Series test cars will feature yellow-green highlights.

While technical specifics are still under wraps, the direction is unmistakable.

Mercedes-AMG isn’t aiming for incremental upgrades here—they’re crafting a flagship model set to redefine what’s possible from a front-engined performance car.

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These vehicles will be road-legal and handcrafted by their in-house coachbuilding team. The first of these cars is scheduled to arrive next month, and notably, it will be fully electric.

The company has tested these waters before with unique projects like the Boat Tail and Droptail, which reportedly have price tags near £20 million.

Now, they’re formalizing this approach to create a steady stream of individually commissioned automobiles, each boasting a distinct body style.

Despite their exclusivity, these cars won’t just sit in showrooms; every one will meet all the requirements for road use.

According to CEO Chris Brownridge, the shift comes from client conversations revealing a desire for deeper involvement in the design process.

Rather than simply approving a specification sheet, buyers will actively participate in shaping their cars, enjoying unprecedented access to the designers and craftsmen at Rolls-Royce.

While personalization at this level has long been available through companies like Ferrari or Bentley, Rolls-Royce is now expanding its efforts to meet the clear demand from its wealthiest patrons.

Perhaps the most unexpected aspect is the technological choice. Instead of focusing on its signature V12 engine—which was recently extended beyond 2030—the first car in this collection will be based on the all-electric Spectre platform.

This signals not only a glimpse into Rolls-Royce’s future powertrain plans but also marks a statement in the high-end electric vehicle market, even though enthusiasm for electrification among the ultra-luxury segment remains somewhat varied.

Only a handful of these cars will be built, with each design produced in very limited numbers and never repeated.

Pricing details haven’t been shared, but considering past projects, it’s likely these will be priced in the eight-figure range.

For Rolls-Royce, this move makes a lot of sense: producing fewer cars, maintaining higher profit margins, and offering an ownership experience that goes well beyond just driving the finished vehicle.

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The RS6 LE 800 kicks off a trio of anniversary editions planned for 2026, a year that commemorates 130 years since the company began in a Bavarian blacksmith’s workshop.

Starting back in 1896 with Johann Baptist Abt in Kempten, the company’s evolution from crafting horseshoes to tuning high-performance Audis is anything but typical.

By the 1920s, Abt had already forged connections with Horch and Audi, setting a foundation that would define their motorsport and tuning reputation for decades.

This latest model distills that heritage into a limited flagship based on the current C8 Audi RS6.

The RS6 LE 800 takes the previous Legacy Edition further, pushing power to 800hp and 723 lb-ft from its twin-turbo V8.

This is a marked increase over both the standard RS6 and last year’s Abt version. To achieve this, Abt employed their Power R software along with updated turbochargers and an enhanced intercooler.

While specific performance stats haven’t been released, the sheer torque suggests commanding presence on the autobahn rather than just an empty claim.

On the visual front, Abt doesn’t hold back. An aerodynamic upgrade fashioned from carbon fibre sharpens the RS6’s aggressive shape, complemented by 22-inch ‘Neodym’ wheels and a striking black-and-gold color scheme that signals its limited-edition status.

Inside, the attention to detail continues with custom trim and anniversary touches, including a gold coin that nods to the brand’s 130-year legacy—this adds a layer of exclusivity exceeding typical tuner flair.

Functionally, the car benefits from Abt’s bespoke suspension, anti-roll bars, and exhaust system to ensure the chassis keeps pace with the increased output.

Exclusivity plays a big role here, with only 30 units scheduled for production, each starting as a donor RS6 before being transformed.

The price tag matches the extensive modifications: €108,000 (around £93,000) for the upgrade package, plus roughly £12,000 installation fees.

For buyers in the UK, that pushes the overall cost well above £100,000 on top of the base vehicle—putting it in the same arena as factory flagship models like Audi’s RS6 GT.

Yet Abt’s limited editions tend to move quickly, and this model offers not just enhanced performance but a genuine piece of history.

Hans-Jürgen Abt describes this as merely the opening act of a three-car anniversary lineup, hinting that Kempten still has more surprises before the celebrations conclude.

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While Chevrolet’s standard V8 falls short compared to its main competitors, this heavily modified version makes a significant stride forward.

At its heart, the Silverado 1500 ZR2 is still a serious off-roader, but its naturally aspirated 6.2-litre V8 puts out just 420 horsepower, which trails behind rivals like the Ford F-150 Raptor R and Ram 1500 TRX.

Based in Texas, Hennessey Performance has addressed this by adding a supercharger, an upgraded intercooler, a bespoke ECU tune, and a cat-back exhaust system.

The numbers now claim 700 horsepower and 611 pound-feet of torque, reflecting increases of 280 hp and 151 lb-ft respectively.

This power boost is enough to propel the lifted truck, equipped with 35-inch off-road tires, from zero to 60 mph in a quoted 4.2 seconds — clearly shifting it into the realm of performance trucks rather than just utility vehicles.

Beyond the power gains, the upgrades extend into handling and durability.

The ZR2 keeps its Multimatic spool-valve dampers but adds a reworked suspension package from BDS, which includes new upper control arms designed to enhance durability and improve articulation on rough terrain.

The visual changes match the mechanical upgrades in assertiveness. Carbon-fibre accents appear on the bonnet vents and tailgate, while new steel bumpers raise ground clearance and give the truck a more aggressive stance.

The front end also features integrated LED lighting and a bull bar, finished with subtle but unmistakable Hennessey badging.

Complemented by 20-inch wheels and aggressive tires, the Goliath 700’s appearance is noticeably more commanding than the already capable standard Silverado ZR2.

Inside the cabin, modifications are less flashy but still purposeful. All-weather floor mats and embroidered headrests bear Hennessey logos, while a numbered plaque on the centre console confirms each truck’s unique place in a strictly limited production.

Only 100 units will be made, sold through authorised Chevrolet dealers, and backed by a three-year or 36,000-mile warranty.

With a price tag of $139,950, the Goliath 700 commands a premium well above the standard Silverado ZR2, which starts around $76,290.

It also edges past rivals like the F-150 Raptor R and Ram TRX in terms of price, carving out a niche as an option for buyers wanting serious off-road ability combined with straight-line speed.

For enthusiasts in the UK, it remains a rare but intriguing choice — a clear demonstration of how much the performance pickup segment has evolved.

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The new Lamborghini Temerario seems to find a thoughtful middle ground between honoring the brand’s history and embracing the future — at least according to Frank Stephenson, a designer whose work spans from the Ford Escort RS Cosworth to the McLaren P1.

Stephenson believes this latest Lamborghini sidesteps the common pitfall of leaning too much on nostalgia.

Charged with succeeding the Huracán and marking the start of a hybrid era, the Temerario carries considerable expectations.

Instead of revisiting old design clichés, the car feels like a genuine next step for the brand’s identity.

Take the front end: it features slim, sharply defined headlights paired with clean surfaces that revolve around practical air intakes. The design feels technical but never cluttered.

This clarity extends to the side profile, where the recognizable cab-forward stance still holds strong.

The proportions seem deliberate—tight shoulders paired with a compact glasshouse create a sense of coiled energy. At the back, the high-mounted exhaust grabs attention, sitting among vents and aerodynamic touches that prioritize function over flashy styling.

While the design is intricate, Stephenson argues it avoids being overdone, preserving the dramatic flair expected of a Lamborghini without descending into visual chaos.

Inside, the changes are less obvious but perhaps more significant.

The Temerario’s cockpit veers away from both the barebones minimalism of some previous models and the overly stylized digital interiors seen elsewhere. Instead, it offers a layered, driver-centric space where technology integrates naturally.

Screens are carefully placed, complementing rather than dominating the cabin, and the steering wheel keeps its focus as a tool for driving rather than a cluttered control panel.

There’s also a clear effort to balance materials and ergonomics, with attention to sightlines, dashboard layout, and overall usability.

For Stephenson, the Temerario signals a bold step forward. In a market increasingly tempted by retro looks and over-the-top design, Lamborghini opts for a clean, progressive style.

This car nods to its heritage but refuses to be defined by it—a subtle yet important move as the marque advances into the era of electrified performance.

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This fully electric four-door previews the upcoming generation of the 3 Series, and importantly, it carries the visual weight it deserves.

BMW has avoided adding too many flashy design elements, instead opting for a clean, balanced profile.

The car features short overhangs, gently arched wheel openings, and a smoothly tapering roofline. Key stylistic cues like the kidney grille and quad-headlight arrangement are tastefully integrated, while the rear boasts a sharply defined, modern light signature.

Rather than a radical break, this approach feels like a thoughtful evolution, fitting for a model so central to BMW’s identity.

Beneath the surface, the technical specs are far from restrained. The initial i3 model, dubbed the 50 xDrive, combines front and rear electric motors to deliver 463 horsepower and 476 lb-ft of torque.

One of the bigger advancements is the shift to an 800-volt electrical architecture, which enables quicker charging times and better efficiency.

BMW’s stated range reaches up to 560 miles, which would place the i3 among the longest-range EVs available in the UK.

They achieve this mainly through a new cell-to-pack battery configuration that eliminates traditional modules, reducing weight and boosting structural stiffness, supported by updated battery management software.

Charging capabilities seem equally ambitious. When connected to a 400kW rapid charger, the company claims the i3 can regain approximately 250 miles of range in just 10 minutes—assuming the charging infrastructure is up to the task.

Beyond hardware improvements, BMW has integrated a set of control systems, branded the “Heart of Joy,” designed to harmonize steering, braking, energy recovery, and suspension responses.

This aims to maintain the cohesive driving experience expected from a 3 Series, despite the switch to electric.

Level 2 driver assistance features, over-the-air software updates, and bidirectional charging capabilities also form part of the package.

Inside, the i3 embraces BMW’s latest digital platform. The ‘Panoramic Vision’ display extends across the lower edge of the windscreen, supplemented by an optional head-up display and a large, 17.9-inch central touchscreen.

Though heavily tech-focused and AI-driven, the cabin remains centered around the driver, prioritizing usability alongside innovation.

BMW clearly recognizes how critical this model is. The 3 Series has long been a cornerstone of the brand’s identity, and with the i3, they are taking on the challenge of carrying that legacy into an electric future. On paper, the car appears well equipped to meet that challenge.

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The Audi A2 e-tron is scheduled to debut in 2026 as a small, entry-level electric vehicle targeted specifically at city drivers.

This comeback signals a notable change in Audi’s approach, aiming to make electric cars more accessible without compromising the brand’s identity.

According to CEO Gernot Döllner, the move responds to customer demand for EVs that fit seamlessly into daily life, offering efficiency, practicality, and ease of use.

The A2 name still holds significance, originally known for lightweight engineering and smart design when it first appeared over twenty years ago.

Audi is drawing on that heritage but reshaping it with a fully electric focus tailored for today’s urban environments.

Beneath its exterior, the new model is expected to be built on Volkswagen Group’s MEB platform—the same foundation for vehicles like the Volkswagen ID.3.

This gives clues about the battery tech, possible range, and general setup, though Audi will undoubtedly refine the driving feel and interior quality to match its premium status.

What’s still uncertain is how closely the car will resemble the original A2’s unique silhouette.

The early teasers show mostly a shadowy shape but indicate a compact size and upright profile, suggesting Audi hasn’t completely abandoned the design values of the first A2.

For buyers in the UK, the timing seems important. With electric vehicle adoption gaining momentum, there’s an increasing appetite for smaller, more affordable EVs that still deliver on usability and brand prestige.

Audi’s new entry-level electric car could fill a gap between mainstream hatchbacks and higher-end EVs, especially as competition heats up in the compact segment.

The full details should emerge later this year, including design, performance specs, and pricing.

If Audi manages to strike the right balance, the A2 e-tron might quietly become a key player in its electric fleet—focusing less on flashy performance and more on getting the basics right.

BMW has officially announced that a race-prepared M3 Touring GT3 will take its place on the grid, turning what was once a playful concept into a serious endurance contender.

The idea first surfaced on April 1, 2025, when BMW teased the ‘M3 Touring GT3 Evo’, a garage-built racing estate featuring a massive rear wing.

It seemed too outlandish to be real. However, on March 16, 2026, BMW confirmed that this very car would compete in one of motorsport’s toughest endurance races.

Underneath its estate exterior, the M3 Touring 24H shares the same technical base as the BMW M4 GT3 Evo.

It’s powered by BMW’s P58 3.0-litre turbocharged straight-six engine, delivering up to 582 horsepower to the rear wheels.

The chassis has been heavily adapted for the demands of endurance racing, with upgraded suspension, revised anti-roll bars, bigger brakes, and a modified differential designed to tackle the grueling Nordschleife.

Mechanically, it parallels the M4 GT3 Evo, but the body unmistakably belongs to the Touring family.

BMW notes that the estate racer is 200 millimeters longer and 32 millimeters taller than the coupe-based GT3, giving it a distinctive presence on the track.

The result is a car that looks unusual but somehow suits the race’s intense, focused nature.

Schubert Motorsport will field the car with a four-driver team: Jens Klingmann, Ugo de Wilde, Connor De Phillippi, and Neil Verhagen.

Each brings valuable BMW endurance racing experience to guide the M3 Touring through its debut season.

This car isn’t aiming for the overall win at the Nürburgring 24 Hours.

Instead, it will compete in the SPX class, which allows manufacturers to showcase experimental projects without impacting the fight for the overall podium.

BMW’s primary challenge for victory remains with its trio of M4 GT3 Evo entries.

For Andreas Roos, head of BMW M Motorsport, this project marks something quite new for the brand’s racing efforts.

He calls it a unique concept brought to life for the fans who gather each year at the Nürburgring—often considered a second home for BMW M.

Before the main event in May, the M3 Touring 24H will make its competitive debut at the Nürburgring Langstrecken-Serie next weekend.

What started as a lighthearted concept is now gearing up to face one of the world’s most demanding racing circuits head-on.

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This premium model from BYD’s offshoot promises charging speeds that start to approach the ease of filling up a traditional petrol car.

Set to debut in Europe next month, the Z9GT introduces what Denza calls “Flash Charging,” which leverages BYD’s second-generation Blade Battery technology.

When paired with a compatible BYD ultra-fast charger, the system reportedly supports charging rates as high as 1,500kW—a remarkable speed in a market where 300kW is typically seen as advanced.

If these figures hold in real conditions, the impact on how we use EVs could be substantial. Denza suggests the Z9GT can charge from 10 to 70 percent in about five minutes, and get from 10 to 97 percent in nine minutes.

Even in harsh cold weather, the company claims it can reach 20 to 97 percent in roughly 12 minutes at temperatures down to –30°C.

What makes this even more impressive is the size of the battery itself. The Z9GT’s 122kWh pack is said to offer a range up to 500 miles.

In practical terms, that translates to roughly 300 miles added while waiting for a coffee at a motorway stop—provided the right charging infrastructure is in place.

For many drivers in the UK who depend on public rapid chargers, these advances could help tackle one of the major hurdles to wider EV adoption: lengthy and unpredictable charging breaks.

The Blade Battery uses lithium iron phosphate chemistry, known for its durability and safety. Denza explains that this latest version improves ion transport within the cells, enhancing both energy density and rapid rechargeability over a broader temperature range.

Battery lifespan is also a priority; while fast charging can typically speed up wear, the new design aims to minimize degradation without sacrificing performance over time.

The Z9GT’s appeal extends beyond just its charging prowess.

Built on Denza’s dedicated e3 platform rather than adapting an existing BYD SUV frame, the car will offer multiple powertrain options, including a tri-motor setup with up to 960 horsepower.

It also features a premium audio system co-developed with French company Devialet, reinforcing its position as a luxury flagship model.

According to Denza’s executive vice-president Stella Li, the Z9GT represents a major milestone for the brand’s push into the European market.

While full technical specs will be revealed when it launches on April 8, the promise of almost instantaneous charging already makes this one of the most noteworthy EV introductions to watch closely.

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The lone image, shared on BMW’s official channels, reveals the car emerging from darkness, its front lights cutting through the shadow.

Even with just a silhouette, the changes stand out: thinner headlight designs sit alongside an illuminated kidney grille, suggesting a careful design evolution rather than a complete redesign.

This update focuses on the current G70 generation introduced in 2023. Instead of launching an all-new model, BMW seems to be refining the existing look to keep in step with the brand’s latest styling cues.

The 7 Series retains its signature split headlights, though the upper elements appear slimmer and more sharply contoured.

The prominent kidney grille remains central but now features a glowing outline, adding to the car’s nighttime presence.

Beyond the visual updates, the refreshed 7 Series is expected to bring substantial tech upgrades.

According to industry insiders, BMW’s Panoramic iDrive system could make its debut here—a next-gen infotainment setup that stretches across the dashboard with a wide panoramic display paired with a central touchscreen.

This system promises deeper digital controls and might even include a new three-dimensional head-up display projected directly in the driver’s line of sight.

If this pans out, it would place the 7 Series firmly within BMW’s latest digital cockpit architecture, keeping it competitive against other luxury executive saloons that increasingly emphasise tech.

This is especially relevant in markets like the UK, where these flagship cars often serve as chauffeur-driven vehicles as well as executive transport.

In such settings, infotainment and digital features have grown to be just as crucial as performance or ride comfort.

Mechanical updates haven’t been confirmed yet. The current lineup already covers petrol, plug-in hybrid, and fully electric powertrains, including the i7, so the facelift is likely to continue along this path rather than overhaul the drivetrain offerings.

While the teaser leaves many questions open, its timing suggests the full reveal is near—likely within weeks, possibly as soon as next month.

When BMW pulls back the curtain, we’ll get a clearer picture of how they’re evolving their most technologically advanced luxury saloon.

Recently, one of the key machines that helped rewrite record books has been carefully brought back to life.

Bugatti, the French hypercar manufacturer, has completed a thorough restoration of a pre-series Veyron Super Sport prototype—one of the development vehicles instrumental in reclaiming the production-car speed record from the SSC Ultimate Aero back in 2010.

That year stands out as a pivotal moment in hypercar history.

At Volkswagen Group’s expansive Ehra-Lessien test track, James May, a television presenter and racing driver, briefly held the production-car speed record after pushing the Veyron Super Sport to 259 mph.

Shortly after, Bugatti’s official test driver Pierre Henri Raphanel executed the formal two-way run, achieving an impressive average speed of 268 mph, cementing the car’s place in the annals of speed records.

The restored prototype played a part in the broader development program.

Originally, it was used as a working engineering vehicle and later served for customer demonstrations, media events, and photo shoots during the early 2010s.

By the time it returned to Bugatti’s specialized restoration division, La Maison Pur Sang, the car had logged just under 44,000 miles—a considerable journey for a hypercar prototype.

Over six months, detailed efforts have brought this machine back close to its factory condition.

The exposed carbon-fiber body has been refinished and received a fresh clear coat, while the trademark orange paint, linked to the early ‘World Record Edition’ Super Sports, was carefully refreshed.

Inside, the interior features new leather upholstery, restored seats, and a fully serviced steering wheel.

Engineers took the opportunity to update several prototype components to match the final production specifications, including parts of the electronics and cooling system.

Still, Bugatti ensured the most critical elements remained untouched.

The quad-turbocharged W16 engine and its intricate dual-clutch transmission are original, preserving a direct connection to the engineering behind one of the fastest road cars ever made.

This revitalized prototype is now set to join the private collection of a longtime Bugatti enthusiast, accompanied by a comprehensive certification book documenting its early development and extensive restoration.

For Bugatti, this project goes beyond aesthetics.

It stands as a tribute to a time when the Veyron Super Sport firmly reaffirmed the brand’s supremacy in the hypercar speed arena and carved out a defining chapter in the story of modern automotive excellence.

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The update focuses on software improvements, new tech features, and subtle styling tweaks, while the familiar Golf silhouette remains just out of reach for the EV.

The ID.3 Neo introduces Volkswagen’s latest software generation, which adds Travel Assist with traffic light recognition and a one-pedal drive mode capable of bringing the car to a complete stop using regenerative braking.

Infotainment gets a third major overhaul since the ID.3 first hit showrooms in 2020, and all current and future Volkswagen EVs will now support Vehicle-to-Load functionality, letting owners power external devices directly from the car.

Drivers can also use their phone or smartwatch as a digital key.

Styling updates are subtle but noticeable.

Early sketches suggest a body-coloured roof and bootlid for the first time, paired with a softer, more approachable front fascia.

Volkswagen promises these revisions improve everyday usability and enhance the customer experience, especially for small and compact segment buyers.

“The new software generation brings more performance and an even better customer experience to the ID. models,” said Kai Grünitz, head of technical development.

He also confirmed that the ID. Polo, ID. Polo GTI, and ID. Cross will adopt the same innovations shortly, bringing consistency across VW’s electric portfolio.

The ID.3 Neo underscores Volkswagen’s ongoing strategy to bridge the gap between combustion and electric powertrains, even if the rebranding decision leaves some enthusiasts scratching their heads.

Despite the name change, the ID.3 retains its compact, hatchback DNA, offering a familiar EV experience with smarter tech and improved versatility for urban and leisure use.

UK customers can expect to see the refreshed model in dealerships later this spring, with the new features aimed at enhancing everyday convenience and driving comfort.

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