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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The upgrades bring motorsport influence and sharper visual details to the wider Cupra line-up, including cars that sit below the top-spec VZ versions.

The new Custom Cupra by ABT packs were unveiled at the latest Cupra Performance Days event at the Red Bull Ring, combining Cupra’s design approach with ABT’s tuning expertise.

Built through the Cupra Racing Factory, the packages add a stronger connection to the company’s racing background, including ABT’s involvement with Formula E.

For the Cupra Leon and Leon ST estate, the styling upgrades are aimed at creating a look closer to the flagship VZ models. The kit includes new 19-inch alloy wheels, a larger rear spoiler, side skirts, front splitters, a rear diffuser and aerodynamic winglets positioned behind the rear wheels.

While the styling may appear dramatic on lower-powered versions, it gives higher-performance petrol models a more purposeful road presence.

The Cupra Formentor receives a similar transformation, although with an even more striking appearance. The SUV gains extra black detailing, redesigned alloy wheels, larger aerodynamic components and a rear spoiler inspired by the range-topping Formentor VZ5.

Owners of the five-cylinder model can also add ABT styling touches, including dark chrome badges and 20-inch wheels, although the diffuser option is not available due to the different exhaust layout.

Sven Schuwirth, Cupra’s Executive Vice President for Sales and Marketing, said the Custom Cupra by ABT pack allows customers to bring elements of the brand’s most extreme models to a wider range of vehicles while maintaining the craftsmanship of the Cupra Racing Factory.

The Cupra ABT styling packs will become available from next month as either a factory option on new vehicles or as a retrofit package for existing Leon and Formentor owners.

Pricing has not yet been confirmed, but the option could appeal to drivers wanting a more distinctive look without moving into a full VZ model.

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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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Three years after the Avenger established itself as one of the most popular electric city cars on sale, the revised model arrives with familiar facelift tweaks alongside an expanded engine line-up.

Exterior changes are subtle but easy to spot if you know the current car well. There’s a redesigned grille inspired by the larger Jeep Compass, updated bumpers, new 17-inch and 18-inch alloy wheel designs, plus softer-touch materials inside the cabin.

Higher-spec versions also gain illuminated grille detailing and LED matrix headlights, while Jeep has added a front-facing camera and a 360-degree parking system to improve visibility around town.

The biggest talking point sits under the bonnet. Alongside the existing electric, hybrid and plug-in hybrid versions, Jeep has introduced a new 100bhp turbocharged three-cylinder petrol engine paired with a six-speed manual transmission.

In an era where compact SUVs are rapidly abandoning manual gearboxes altogether, it gives the Avenger a more affordable and arguably more engaging entry point for European buyers.

The new petrol unit develops 151lb ft of torque from just 1,750rpm, positioning it as the most conventional powertrain in the range.

Elsewhere, the fully electric Avenger continues with its 54kWh battery and claimed 248-mile range, while the 48-volt e-Hybrid delivers 108bhp through a six-speed dual-clutch automatic transmission.

Buyers wanting extra traction still have the plug-in hybrid 4xe model, which combines 143bhp with all-wheel drive and a rear-mounted electric motor designed for light off-road use.

Jeep has also marked its 85th anniversary with a dedicated special edition model featuring tartan upholstery, gold-effect detailing and exclusive trim accents.

Two additional paint finishes, Forest and Bamboo, join the colour palette, while buyers can now specify a contrasting black roof and optional bonnet graphics.

Fabio Catone, Jeep’s head of Enlarged Europe, described the updated Avenger as a vehicle built to balance urban practicality with outdoor capability.

That formula has already worked well for Jeep across Europe, and this latest update appears focused less on reinvention and more on refining a compact SUV that already found its audience.

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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.

This one brings together a folding roof, a naturally aspirated flat-six, and a manual gearbox. Apparently, it’s the first of what CEO Michael Leiters calls a new lineup of more ’emotive’ models.

Now, don’t confuse this with a Speedster revival; this is arguably built for more regular use. Andreas Preuninger, the GT boss, led its development.

The S/C essentially addresses a persistent request from folks who craved GT3 performance but wanted to avoid the hassle of manually fiddling with a fabric roof.

What you get is a fully automated cabriolet. It opens or closes in a mere 12 seconds, and it’s put together using bits and pieces from various models across the modern 911 lineup.

You’ll find carbon fiber panels borrowed from the S/T and GT3 RS at the front, paired with a rear end inspired by the Touring.

Meanwhile, the folding roof mechanism and the rear arches come straight from the Carrera Cabriolet.

It sounds like a bit of a mixed bag, but Porsche suggests this combination actually delivers an aerodynamic balance quite similar to the GT3 Touring, even if it doesn’t offer quite the same level of outright downforce as the fixed-wing car.

Beneath the surface, the engineers didn’t seem to compromise much on the core brief.

Even without a fixed roof, the S/C carries over the exact suspension setup from the GT3 Touring, meaning the geometry and spring rates are identical.

Porsche hasn’t shared all the specifics about extra chassis reinforcement, but they are confident that torsional rigidity remains ‘extraordinary.’ The weight gain is said to be fairly modest, sitting around 30kg heavier than the 991 Speedster.

For power, it uses the familiar 4.0-liter flat-six, straight out of the 992.2 GT3, pushing out 510hp at a thrilling 8,500rpm. And here’s the kicker: it’s a manual-only affair.

You get a six-speed gearbox, which comes with a shorter final drive ratio compared to past Speedster models. If you’re looking for a PDK, well, Porsche gently suggests you look at other options.

Cutting down on weight was clearly a key focus for this package. It comes standard with carbon ceramic brakes and forged magnesium wheels to help keep the pounds off.

And forget about rear seats; they’ve been completely removed to create more storage space. Inside, the cabin largely mirrors the current 992 setup.

However, buyers have the option of new carbon bucket seats, designed with enhanced airbag protection. There’s also a ‘Street Style’ pack available, which adds some striking exterior graphics and a rather distinctive woven leather tartan interior finish.

Interestingly, unlike many of their past limited-run specials, Porsche isn’t putting a cap on S/C production.

That said, getting one will probably still come down to your relationship with your dealer. In the UK, pricing kicks off at £200,500.

This puts it a notch above a standard GT3, but still comfortably below those much rarer models like the Speedster.

For anyone who missed their chance with a Speedster before, this might just be the most appealing open-air GT3 we’ve seen yet.

It really seems to blend genuine usability with that raw, analogue charm that remains a hallmark of Porsche’s most focused road cars.

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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.

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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The new Super-N will begin accepting orders in July, promising a starting price below £20,000.

This notably places it beneath many current competitors, while aiming to offer a unique perspective on navigating city streets with an electric motor.

For anyone in the UK considering a smaller electric vehicle, the Super-N’s specifications, while not groundbreaking, are quite clearly tailored for urban environments.

Honda suggests a range of 128 miles in mixed driving conditions, which they claim can extend to 199 miles if you are primarily navigating city streets at lower speeds.

This places it in direct competition with upcoming models like the Renault Twingo EV, though each vehicle seems to present a distinct personality.

Its design, drawing inspiration from Japan’s ‘kei’ car segment, contributes to its light weight and overall efficiency.

The upright, somewhat boxy shape is quite clever, allowing for surprisingly generous cabin space even within its compact dimensions, which is ideal for tight urban settings.

Perhaps the most distinguishing feature of the Super-N is not raw power, but rather its character.

There is a ‘BOOST mode’ available, which, with a simple button press, noticeably alters the driving feel. It increases the power output from 63bhp to 94bhp and introduces a simulated seven-speed paddleshift gearbox.

Adding to this, the system incorporates synthesized engine sounds and illuminates the cabin with a distinct purple hue, clearly designed to bring a bit of theatrical flair to what could otherwise be a straightforward electric drive.

This is a rather unconventional approach in a part of the market that typically favors simplicity over a more engaging experience, hinting at Honda’s desire to preserve an element of driving fun, even at the entry level.

Beyond its functional aspects, there is a strong sense of heritage within the Super-N’s design.

Honda explicitly states it draws inspiration from the 1980s City Turbo II, a lineage you can spot in details like its squared-off wheel arches and subtle blue touches throughout the interior.

This results in a retro-modern aesthetic that comes across as quite intentional, rather than merely a superficial gimmick, especially at a time when many carmakers are increasingly using nostalgia to help their electric models stand out.

Importantly, the Super-N is entering the market at a point when genuinely affordable electric vehicles are still relatively scarce in the UK.

Given the growing interest in smaller, more economical EVs and the broader industry push for more accessible choices, this particular launch could mark a significant development for Honda’s overall electric vehicle strategy.

Should it manage to live up to its commitments regarding low running costs, practical urban utility, and that distinctive element of driving enjoyment, the Super-N stands a good chance of finding its place, particularly among younger drivers and city residents keen to transition to electric power without straining their finances.

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The new HyperSport from Revolution Race Cars lands as a sub-£120,000, track-only machine designed to blend pace, usability and modern safety in a single package.

Revolution isn’t new to the game. Founded by Phil and James Abbott, the firm has spent nearly a decade building lightweight racers, with more than 50 cars currently competing.

The HyperSport, however, marks a clean-sheet approach. Where the earlier A-One chased outright performance with a V6, this latest model pivots slightly, pairing a mid-mounted 2.0-litre turbo engine with a carbon-reinforced polymer chassis developed in-house.

The result is a claimed dry weight under 700kg and a power-to-weight ratio nudging 436hp per tonne—figures that put it firmly in serious track weapon territory.

Yet Revolution’s pitch isn’t about headline downforce. Instead, the HyperSport adopts a low-drag philosophy with a semi-ground-effect floor, prioritising predictable aero and mechanical grip over peak cornering loads.

That should make it less intimidating at the limit, especially for amateur drivers stepping up from conventional track cars.

Suspension and tyre development have focused on delivering a progressive, confidence-inspiring balance, with 17-inch front and 18-inch rear wheel setups underscoring its motorsport intent.

Flexibility is another key part of the brief. Buyers can specify the HyperSport in multiple configurations, including a two-seat layout for passenger rides, a single-seat offset position, or a central driving position for a more formula-style experience.

Every version features a double halo safety structure with a wraparound screen, echoing modern single-seater design while improving both aerodynamics and driver protection.

Crucially, this isn’t just a track day toy. Revolution is positioning the HyperSport as a ready-to-race platform, with plans for a dedicated series across Europe and North America from next year.

Early adopters will get a first taste of competition at Portimão this October במסגרת the Equipe Sports Prototypes series, offering a glimpse of how the car performs in a real racing environment.

Managing director Nigel Redwood describes the car as a reset for the segment, aiming to bridge the gap between ageing, lower-tech racers and expensive, complex prototypes.

Given its price point—around £20,000 less than the old A-One and significantly undercutting rivals like the reworked Zenos E10—it’s a compelling proposition.

For UK enthusiasts, the appeal is obvious: serious performance, modern safety and genuine race potential, all without venturing into six-figure-plus prototype territory.

If Revolution delivers on its promise, the HyperSport could carve out a new niche in Britain’s ever-thriving track car ecosystem.

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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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Just 16 examples of the reborn T70S will be built, blending 1960s design with modern engineering.

The project recreates the final Mk3B iteration using original archive drawings and digital scans, preserving the low nose and distinctive stacked headlights.

While the silhouette stays true, the materials move forward: Lola replaces traditional fibreglass with its new Natural Composite System, combining plant fibres, basalt derived from volcanic rock and a resin sourced from sugar cane waste.

It’s a notable shift towards sustainability without altering the car’s visual authenticity.

For road use, the T70S GT pairs a 6.2-litre Chevrolet V8 with a six-speed Hewland manual gearbox, producing 500bhp and 455lb ft of torque.

With a dry weight of just 890kg, performance is predictably serious—0–62mph arrives in 2.9 seconds and top speed is pegged at 200mph.

Despite its race-bred layout, the GT introduces a touch of usability, adding Alcantara trim, modest luggage space and even air conditioning, though the exposed aluminium monocoque ensures it remains firmly driver-focused.

Former F1 driver Johnny Herbert is overseeing testing, underlining the car’s intent to stay as close to the original driving experience as possible.

Alongside it sits the track-only T70S, which leans harder into its racing roots. It uses a period-style 5.0-litre small-block Chevrolet V8 delivering 530bhp and 425lb ft through a five-speed Hewland LG600 gearbox.

Lighter at 860kg, it cuts the 0–62mph sprint to just 2.5 seconds and reaches 203mph. Each example will carry an FIA Historic Technical Passport, making it eligible for historic motorsport events.

The T70 name carries serious weight. From John Surtees’ dominant 1966 Can-Am title to Lola’s 1-2 finish at the 1969 Daytona 24 Hours against Porsche and Ford, the original cars were giants of endurance racing.

This continuation project taps directly into that heritage while carefully modernising the build process.

Now under the ownership of British racer Till Bechtolsheimer, who acquired the Lola assets in 2022, the marque is steadily returning to relevance.

This time, however, it’s doing so with something far more visceral than electric race programmes—a lightweight V8 machine that stays true to its roots while embracing a new era of craftsmanship.

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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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When the current generation landed in 2024, its limited availability in the UK combined with a retro-inspired design and reliable off-road capabilities triggered an unusual spike in attention.

Early models quickly commanded higher-than-list prices on the resale market, and even now, some examples trade close to £70,000.

The main focus of this demand was the First Edition variants, notably those with circular headlights that nodded to classic Land Cruisers.

In contrast, the more common rectangular headlight models didn’t spark the same enthusiasm.

Toyota has clearly taken notice. For Western European models ahead, the round headlight design is making a comeback, aiming to recapture the look that initially drew buyers.

Although exact UK allocations haven’t been confirmed, this suggests a more unified specification approach compared to the patchy early rollout.

Beyond the design update, Toyota is reorganizing the range into two distinct trims: VX and VX-L. The VX emphasizes off-road capability, while the VX-L shifts focus toward comfort and technology.

Both trims share the mild-hybrid 2.8-litre diesel engine and keep the essential off-road features like Crawl Control, Multi-Terrain Monitor, and Stabiliser Disconnect.

Inside, twin 12.3-inch screens serve both instrument and infotainment functions, and seven-seat configurations are available on both trims.

The differences lie in the details. VX comes with 18-inch wheels and an electronic locking rear differential; the VX-L steps up to 20-inch alloys, a 14-speaker JBL sound system, and a Torsen differential designed to improve on-road handling.

Extras like a panoramic roof add a lifestyle angle to the VX-L without compromising the Land Cruiser’s ruggedness.

For those in the UK, the Land Cruiser’s appeal seems anchored in its authenticity.

While competitors increasingly blur the line between luxury SUVs and off-roaders, Toyota’s offering stays true to a more traditional, utilitarian spirit.

This distinction has become a key part of its charm, especially as more buyers look for vehicles prioritizing durability over refinement.

More information on UK availability should be coming soon. With production stabilizing, prices may settle after that initial surge.

Still, with the return of the retro styling, it’s unlikely that enthusiasm for the Land Cruiser will fade anytime soon.

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Beneath the rear deck lies an updated 3.6-litre flat-six engine, paired with Porsche’s T-Hybrid system.

This setup integrates an electric motor right inside the PDK gearbox, complemented by a compact 1.9kWh battery positioned at the front.

Power output rises to 711hp—about a 10 percent increase compared to the previous generation—with the sprint from 0 to 62mph covered in just 2.6 seconds.

The top speed remains steady at 200mph.

One of the notable improvements is throttle response. The lag typically associated with turbocharged 911s has been effectively eliminated, delivering smooth, relentless acceleration that spans the entire rev range.

Despite being a cabriolet, this Turbo S stays true to its character. The all-wheel-drive system, eight-speed PDK transmission, and robust braking come together to keep the impressive power in check.

Traction is remarkably secure, even when fully accessing the 590 lb-ft of torque.

Unlike some of the recent 911s that feel almost too refined, this model introduces a subtle shift—the chassis actively works to harness the performance.

It’s a change that enhances engagement without compromising driver confidence.

From a visual standpoint, the Turbo S Convertible adopts a more aggressive appearance. Larger intakes, pronounced bumper features, and broader rear arches make it unmistakable, even without badges.

This is a far departure from the understated “supercar sleeper” versions of the past.

Inside, Porsche sticks to a well-worn formula: straightforward ergonomics, tactile controls where they matter, and a focus on practical usability rather than flashy features.

At over £200,000, some might expect a more theatrical interior. Yet the cabin’s intuitive design remains refreshingly free of gimmicks.

There are compromises, inevitably. Weighing in at 1,810kg, the extra mass combined with the lack of a fixed roof adds some minor flex when driving over rough surfaces. The PASM suspension can feel firm in its standard mode and a bit too aggressive in Sport.

It performs well across a variety of conditions but isn’t quite the sharpest-driving option in the 992 lineup.

Still, as an all-season supercar that genuinely embraces open-air driving, the Turbo S Convertible presents a convincing package.

The hybrid system not only brings this model up to date—it actually enhances the core experience.

While a Carrera 4 GTS carries much of the same technology at a noticeably lower price, the breadth of capability shown here is hard to deny.

For those who want the ultimate expression, however, the Coupe might still offer a slightly purer take.

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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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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.

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.

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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It keeps the speed of a front-engined V8 Ferrari but lets you enjoy it with the top down.

It uses the same 3.9-liter twin-turbo F154 V8 engine, but it now makes 640hp because of quicker turbos and lighter parts.

The car also has an updated chassis with ABS Evo brake-by-wire and Side Slip Control 6.1, which makes the handling better.

You can pick from Pirelli P Zero, Goodyear Eagle F1 Supersport, or Bridgestone Potenza Sport tires.

The Amalfi Spider looks like Ferrari’s top-tier cars. It has a smooth shape that feels current and refined.

The new Rosso Tramonto color, which is based on the Amalfi Coast sunsets, looks great on the car.

The soft top goes down in 13.5 seconds at speeds up to 37mph. When it’s down, you still have 255 liters of trunk space, and the sound insulation is close to that of a hardtop.

The car also has a rear wing, diffuser, and wind deflector to make it more stable.

Ferrari thinks the Amalfi Spider is a mix of speed, style, and practicality. It’s good for driving on the coast or on twisty roads. It has the power of a race car but is still comfortable enough for everyday use.

The price will probably be a little higher than the £210,838 Roma.

People who already own a Roma may want to switch to the Spider, especially if they like colors like Verde Zeltweg.

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Far from a simple EQV facelift, this van debuts on Mercedes’ new Van Architecture, promising a fresh approach to space, comfort, and versatility.

At its heart is an 800-volt electric system paired with a 115 kWh battery, delivering a claimed range of 435 miles.

Realistically, expect around 380 miles in UK conditions, with charging rates up to 300 kW.

Initial offerings include the 276 hp 300 spec, while a 415 hp dual-motor 4Matic 400 and models with an 80 kWh battery will arrive later.

For most UK buyers, though, the interior is where the VLE truly impresses.

Inside, the VLE is packed with Mercedes’ latest tech. The MBUX Superscreen dominates the dashboard, while the Sky View roof brightens the cabin.

Rear passengers benefit from the MBUX Rear Space Experience, including a panoramic 31‑inch 8K display above the front seats with video conferencing capability.

Seating is flexible for up to eight, with some positions app-controllable and others manually removable.

The Grand Comfort Seat adds wireless charging, massage, calf support, and an extra pillow.

Airmatic air suspension ensures a serene ride, and rear-wheel steering tightens the turning circle to just 10.9 metres – perfect for navigating London streets.

Mercedes’ Chairman Ola Kallenius calls the VLE “a milestone in our 140-year automotive history,” highlighting its adaptability for both private and professional use.

UK specifications and pricing are expected later in 2026, likely starting close to the £80k range of the outgoing V-Class.

Beyond luxury passenger models, a Marco Polo-style version and standard van variants are anticipated, offering the same tech-forward approach.

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The French company has a dedicated fan base because of the A110, a light car geared toward drivers, even though sales have not worried Porsche too much.

Still, things are looking up. Since starting up again in 2018, Alpine has grown to about 170 stores across the globe and had over 10,000 registrations last year, which is a first for them.

The coming electric A110 will be important in getting those numbers up as the company focuses more on electric vehicles.

The new modular platform is key to their plans and is made for high-performing electric cars.

Alpine says the design keeps the bonded and riveted aluminum build that made the A110 so quick, trying to keep a balance of sturdiness and light weight.

The design also puts two high-density 800V battery packs to keep a classic sports car weight balance of almost 40:60 from front to back.

Power will come from a newly made dual-motor rear e-axle that puts the motor, gearbox, and inverter into one part.

Alpine has not shared power numbers or battery size yet, but they say it will have quick torque and accurate control thanks to a silicon carbide inverter and a new electronic control system known as Alpine Dynamic Model.

Torque vectoring across the rear axle will change power every 10 milliseconds to sharpen handling.

The platform should work with different car shapes, like future Spider and 2+2 versions of the electric A110.

Alpine also points to a driving position inspired by F1, with a low seat, straight steering wheel, and focused cockpit design.

CEO Philippe Krief says the goal is simple: to make the best electric sports car while keeping Alpine’s light design.

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They’re only making 750 of these cars for the whole world, and just a few are coming to the UK.

This RS3 mixes old-school looks with upgrades that make it better on the racetrack.

You can get this anniversary edition in Malachite Green, which is a color that reminds people of the old Audi Sport Quattro.

It also has 19-inch gold wheels, like the ones on Audi’s rally cars from the past. There are little details that make it special, like the RS badges that are similar to the ones on the Audi RS6 GT.

The headlights even have a special light pattern that shows the order in which the engine’s cylinders fire.

The car also has carbon fiber parts that help with aerodynamics, like the pieces on the front bumper, a bigger front splitter, a different rear spoiler, and a surround for the diffuser.

Instead of making the engine more powerful, Audi focused on improving the car’s handling. It still has the same 2.5-litre turbocharged five-cylinder engine that makes 400 horsepower.

It can go from 0 to 62mph in 3.8 seconds. What’s different is that it has adjustable coilovers, stiffer springs, a stronger rear anti-roll bar, and carbon-ceramic brakes.

If you want to take the car to the track, you can also get Pirelli P Zero Trofeo R tires. Audi even made the inside of the car quieter so you can hear the engine’s sound better.

The inside of the car has carbon-backed sports seats in special colors, and each car has a numbered badge to show that it’s one of only 750 made.

Of those 750 cars, 585 will be Sportbacks and 165 will be Saloons. Only 11 hatchbacks are coming to the UK, and they’re all supposed to be green.

The price of the car starts at £89,330 when it comes out this summer. That’s almost £20,000 more than a regular RS3, but because it’s so rare and has a connection to Audi’s history, Audi should have no trouble selling them.

The Audi RS3 Competition Limited is not just a car; it’s a symbol of Audi’s long and storied racing history.

Its unique design cues, like the Malachite Green paint and gold wheels, pay to the brand’s rally successes.

The carbon fiber aero parts aren’t just for show; they improve the car’s stability and handling at high speeds.

The adjustable suspension and sticky tires make it a capable track car, while the reduced sound insulation lets you fully enjoy the engine’s distinctive sound.

Inside, the carbon-backed seats and numbered plaque add to the car’s exclusive feel. The limited production numbers ensure that this RS3 will be a collector’s item for years to come.

The fact that only 11 hatchbacks are coming to the UK makes them even more desirable. Despite the high price tag, the Audi RS3 Competition Limited is a compelling package for enthusiasts who want a piece of Audi’s history and a car that’s both stylish and capable.

It’s a celebration of Audi’s engineering and design and a statement about the brand’s commitment to performance!

Think of this special RS3 as a collector’s item. It’s got the looks, the performance, and the rarity to make it a hot commodity among Audi fans.

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The name isn’t public yet, but the new car should change the inexpensive EV market since it will cost less than €18,000 (under £15,500 in the UK).

Dacia says that development was sped up in less than 16 months. This is part of a plan to release four new electric cars by 2030.

The car will be built on the AmpR Small platform, the same one used for the Renault 5. This means that Dacia wants a car that is quick and good for cities.

There aren’t many details about the design, but people hope the production model will look like the Hipster concept from last year.

The Hipster concept was a kei car-inspired box with a similar style to the original Mini.

This new EV isn’t the only thing Dacia is planning. They also plan to release the Striker crossover, a hybrid Sandero, and different LPG and 4×4 versions.

For UK drivers, an inexpensive, electric city car could make owning an EV easier, especially for new buyers or people who want to replace a small gas car without spending too much.

Dacia wants to be a practical, low-cost option, so the small EV could be a popular choice in the growing entry-level electric car market.

The launch date and design are still unknown, but this small Dacia EV shows that electric cars are becoming available in the most affordable parts of the market.

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The base Dark Horse SC will start at $108,485. For those wanting more, there’s a Track Pack option that brings the total to $144,985.

And if you’re after something truly special, the Track Pack Special Edition, complete with carbon-fiber trim, 3D-printed titanium details inside, and a black roof with red accents, will set you back $175,965.

Ford introduced the Dark Horse SC in January as the successor to the GT500.

It moves away from the Shelby name but keeps the heart of a beast: a supercharged 5.2-liter V8 engine.

While Ford hasn’t released the exact horsepower numbers, it’s expected to land somewhere between the GT500’s 760 hp and the GTD’s 815 hp.

The Track Pack is where things get serious. It adds a bigger, manually adjustable rear wing, tweaked MagneRide dampers, carbon-fiber wheels, super sticky Michelin Pilot Sport Cup 2 R tires, carbon-ceramic brakes, and Recaro sports seats. To really focus on track performance, the rear seats have been removed.

To put things in perspective, the last GT500 in 2022 started at $80,795, which is about $93,500 when adjusted for inflation.

The Dark Horse SC’s price is a jump, especially when you consider the Track Pack. At $36,500, it’s almost double the inflation-adjusted cost of the GT500’s Carbon Fiber Track Pack.

For those in the UK, these numbers suggest a change for the Mustang, pushing it into pricier territory. It mixes the classic Mustang charm with a tougher, track-ready setup.

It’s interesting to consider how the market will react to the higher price.

With its aggressive look and performance features, the Dark Horse SC is turning out to be a bold statement for car lovers.

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It’s a mix of classic looks with today’s performance tech.

This new Seven, the HWM Edition, is all about paying respect to Hersham and Walton Motors.

They were a small team based in Surrey that was into racing and even building their own cars back in the late ’40s and early ’50s.

Their 1951 Alta car did pretty well, racking up seven wins, seven second-place spots, and ten third-place finishes in races all over the place.

Even a young Stirling Moss drove for them! Caterham really nailed the look with the HWM Green paint job and some old-school touches.

You’ll see a special front grille, vents on the side panels, a shiny chrome gas cap in the middle, and some sweet 13-inch alloy wheels. The bad news? Only 19 of these are coming to the UK.

Each one is based on the 420 model.

Underneath that vintage style is a 2.0-litre Duratec engine with four cylinders.

It puts out 210 bhp, which is enough to get this lightweight car from 0 to 62 mph in just 3.8 seconds.

Inside, the retro theme continues. There’s a hand-turned aluminum dashboard, Smiths chrome gauges, a cool chrome master cut-off switch, a Moto-Lita wooden steering wheel, and chrome details on the gear and handbrake levers.

You can pick between carbon fiber racing seats or leather and tartan ones.

Either way, they’re way comfier than what the drivers in the original Alta had to deal with back in the day, whose drivers sat with a leg on either side of the gearbox.

According to HWM boss Guy Jenner, they are really happy to celebrate HWM’s history as a racing team and car builder, and he added their gratitude to Caterham for their craftsmanship.

If you’re a car fan in the UK, the Seven HWM Edition is a rare thing. It’s a blend of history and modern fun, a collector’s piece that offers both quickness and amazing attention to the old-school details.

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They showed off an early version in Japan. The GR GT uses a twin-turbo 4.0-liter V8 that makes 641 horsepower and 627 lb-ft of torque.

All that power goes to the rear wheels through an eight-speed automatic. There’s also a small electric motor, but it’s not really for driving on electric power alone.

It’s there to make the power delivery smoother when you floor it or change gears quickly.

The exact numbers aren’t final yet, but people are expecting it to go from 0 to 62 mph in less than four seconds. The top speed should be around 200 mph.

It’s not super light at about 3,850 pounds, but they focused on making it balanced. The V8 is set back in the chassis to give it that front-mid-engine feel, which is supposed to make it really fun to drive.

This car uses a brand-new base for Toyota Gazoo Racing. It has an aluminum frame that’s supported by carbon fiber parts like the hood, roof, and rear.

This way, they get almost the same stiffness, without the crazy cost of a full carbon fiber body.

This indicates they plan to produce a normal series, rather than making a super limited-edition car for collectors.

When it comes to how it looks, the GR GT has an aggressive shape, but it also has hints of older models like the Toyota 2000GT and Lexus LFA.

Toyota says it’s not trying to replace those cars. Instead, they’re using the knowledge they gained from the LFA project to make a whole new set of performance cars.

The price is expected to be around £160,000. This puts it in the same range as cars like the Mercedes-AMG GT.

So, it might be something that regular car lovers could actually buy, not just wealthy collectors.

With so many companies going electric, this new Toyota feels different. It’s a loud, rear-wheel-drive V8 supercar that’s all about the pleasure of driving.