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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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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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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After being absent for eight years, Rally Scotland is set to debut on the calendar starting in 2027.

This event is being put together with Motorsport UK and will take place in the north-east, featuring gravel stages winding through Aberdeenshire and Moray.

The rally’s operations will be centered at Aberdeen’s P&J Live arena, which can seat 10,000 people and will serve as the base for the service park and rally headquarters.

This marks an important move to re-establish the UK in the upper echelons of rallying, especially since Wales Rally GB ended in 2019.

While convenient transport links add practicality, what really stands out are the region’s fast forest roads, striking landscapes, and the inevitably unpredictable weather—all classic elements of a genuine WRC test.

For fans in the UK, this isn’t just about the sport. Dave Richards, chairman of Motorsport UK, emphasized the cultural significance, highlighting rallying’s deep place in British motorsport history and the distinctive atmosphere created by local communities, volunteers, and passionate spectators.

The decision also ties into broader goals of boosting the championship’s appeal in key markets, particularly as other series like Formula 1 continue to grow in global reach and manufacturer involvement.

There’s plenty of economic motivation behind the move, too. Support from the Scottish Government and Aberdeenshire Council has secured a three-year deal initially, with hopes that the event will bring a notable increase in tourism to the area.

However, before the full WRC event kicks off, organisers need to pull off a successful candidate event later this year, which is crucial to meet FIA standards and ensure smooth execution.

If the FIA World Motor Sport Council gives the final green light, Rally Scotland will officially mark the UK’s long-awaited return to the WRC circuit in 2027.

With new championship regulations also set to come into play, the timing seems carefully chosen—and for rally enthusiasts, it can’t come soon enough.

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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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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This prototype, snapped during test runs before the Rally de Portugal, looks nothing like the Yaris-based car they’re using now – and that’s kinda the whole idea.

Starting in 2027, the World Rally Championship is switching to new rules where teams have to construct cars around a standard safety frame, using more standardized parts for the suspension and engine.

The cool part is that car makers won’t have to base their rally cars on everyday models anymore. Instead, they can wrap the chassis in bodywork that looks like any road car or something totally unique.

Budgets will also be limited to about half of what they are today.

Toyota’s test car is a coupe with wide wheel arches and a low stance, not a hatchback. That seems like a conscious decision.

Toyota keeps suggesting they might bring back the Celica and MR2, and the Supra is getting a bit old. A new, exciting performance car would make perfect sense, especially one with rally history.

The Celica name is a big deal in the WRC. The turbo, four-wheel-drive GT-Four won two manufacturers’ titles in the ’90s and became a favorite among rally fans back in the PlayStation days.

With over 1,000 miles of testing already done, Toyota’s 2027 car seems to be coming along nicely.

The big question for fans isn’t just what cars we’ll see at rally events next season, but if a road-legal GR Celica might appear in 2027.

The highlight isn’t just the familiar roar of V8 engines—it’s the collaboration with Swindon Powertrain, the British outfit renowned for BTCC championship engines, Caterham’s wild red-top, and EV development.

Under Walkinshaw TWG Racing, Swindon has transformed the Supra’s 5.0-litre 2UR-GSE into a 5.2-litre powerhouse producing around 600hp.

The focus has been on durability and endurance: over a season, each car will tackle roughly 12,000km across circuits like Mount Panorama and the punishing Gold Coast track.

Swindon’s tweaks include a new 3D-printed inlet tract, refined combustion, valvetrain upgrades, and calibration—while retaining the standard head, block, and timing chain for reliability.

Team Principal Carl Faux praised the collaboration, noting the intensive development programme and 24-hour cycle thanks to time zones.

“It’s been fantastic working with Swindon to ensure the 2UR-GSE is not only Supercars ready but compliant with every regulation,” he said.

With final assembly and maintenance handled in Clayton, the five Supras on the 2026 grid are set to make their Melbourne debut just ahead of the F1 season opener.

Expect a spectacle: the sound of a 5.2-litre V8 Supra may very well steal the show.