It marks the culmination of more than 75 years of innovation, a journey that began with Colin Chapman’s philosophy of “simplify, then add lightness” and has since evolved into one of the automotive industry’s boldest interpretations of electrified performance.

Singapore has been selected as one of the exclusive stops on the Evija’s Asia Tour, offering invited media, customers and enthusiasts a rare opportunity to experience one of the world’s rarest hypercars up close. Hosted by Lotus Singapore at the Wearnes Rear Tower Level 8 Lounge, the private preview celebrated not only the arrival of the Evija, but also the remarkable story that brought it into existence.

Limited to just 130 examples worldwide, the Evija remains one of the most exclusive creations ever to emerge from Hethel.

More Than Just A Hypercar

It’s easy to become distracted by the Evija’s headline figures. After all, it is recognised globally as the world’s most powerful production car. Yet reducing the Evija to a collection of impressive performance statistics would almost be doing it a disservice.

The significance of the Evija lies not simply in what it is, but in what it represents for Lotus. For decades, Lotus has built its reputation around lightweight sports cars that prioritised driver engagement above all else. From Formula One success to iconic road-going models, the British marque has consistently challenged conventional thinking within the automotive industry.

The Evija represents the next chapter of that philosophy, demonstrating that electrification and extraordinary performance need not exist independently of one another.

Celebrating 75 Years Of Lotus Engineering

A highlight of the Singapore showcase was The Road to Evija, a specially curated heritage exhibition that traced Lotus’ remarkable journey from its founding in 1948 through decades of motorsport achievements, engineering innovations and iconic road cars.

The exhibition sought to illustrate how each chapter of Lotus’ history ultimately contributed towards the creation of the Evija.

Guests were invited to explore the brand’s design evolution, engineering philosophy and pioneering spirit, qualities that continue to define Lotus today.

From lightweight engineering principles to cutting-edge electrified technologies, The Road to Evija provides valuable context for understanding why the hypercar occupies such an important position within Lotus’ modern portfolio.

A Significant Milestone For Lotus Singapore

For Lotus Singapore, securing the Evija as part of its Asia Tour represents a significant moment for the marque locally.

“Hosting the Lotus Evija in Singapore is a significant milestone for the brand and a rare opportunity for our customers, media and enthusiasts to witness one of the world’s most extraordinary hypercars up close. The Evija represents the ultimate expression of Lotus engineering and innovation. We are delighted that Singapore has been selected as one of the key stops on its Asia tour, allowing us to share this remarkable chapter of the Lotus story with our community.”

Ian Grant, General Manager of Lotus Singapore

Looking Towards The Future

While every Evija has already found its owner, its story is far from over. For enthusiasts, opportunities to witness the world’s rarest hypercars are few and far between. Opportunities to experience a car that represents a turning point in a manufacturer’s history are rarer still.

The Evija was never intended to be a volume-selling model. Instead, it exists as the technological and philosophical pinnacle of what Lotus can achieve, being a showcase of the innovations, design principles and engineering capabilities that will inevitably influence future products.

Its arrival in Singapore serves as a celebration of everything Lotus has achieved over the past 75 years, while simultaneously offering a glimpse into where the British marque is heading next. It is a reminder that Lotus continues to evolve, embracing new technologies without losing sight of the engineering principles that made the company famous in the first place.

And while the Evija itself may be limited to just 130 examples worldwide, its greatest legacy may ultimately lie in the generations of Lotus vehicles it inspires in the years to come.

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For McLaren, that story began in 2017 with the groundbreaking 720S. It evolved into the harder-edged 765LT before maturing into the 750S, each iteration pushing the company’s Super Series platform a little further than anyone thought possible.

So how do you close the book on one of the most celebrated McLaren lineages ever built?

With one final chapter.

Meet the McLaren 788HS, the definitive evolution of the 720S family and only the third car in the company’s history to wear the coveted High Sport (HS) badge.

Limited to just 200 examples worldwide, the 788HS has been created as both a celebration of everything the Super Series achieved and a farewell to a platform that has defined McLaren’s modern era.

The Ultimate Expression Of The Super Series

Power comes from McLaren’s familiar 4.0-litre twin-turbocharged V8, now producing 788PS and 800Nm of torque.

Combined with a remarkably low dry weight of 1,265kg, the result is an impressive 623PS per tonne, the highest power-to-weight ratio ever achieved by any production model based on the 720S platform.

Performance is suitably dramatic. The 788HS dispatches the century sprint in just 2.8 seconds, reaches 200km/h in 7.0 seconds, and continues towards a top speed of 330km/h.

Yet, McLaren insists outright speed was never the primary objective. Instead, the focus was on delivering what it describes as the most visceral and engaging driving experience this platform has ever offered.

More Than Just Additional Power

The 788HS receives the most comprehensive aerodynamic package ever fitted to the Super Series architecture. A redesigned multi-zone front splitter works alongside a new S-Duct bonnet, a raised active rear wing and a Formula 1-inspired rear diffuser to generate 10 per cent more downforce than the already formidable 765LT.

Customers can also specify every exterior panel in exposed visual carbon fibre, further emphasising the lightweight engineering philosophy that has underpinned every McLaren since the original MP4-12C.

Sharper, Louder And More Focused

Underneath the bodywork, the changes continue. The Proactive Chassis Control III hydraulic suspension has been recalibrated specifically for the 788HS, while the front ride height sits 5mm lower than the 750S.

Carbon ceramic brakes derived from the McLaren Senna provide even greater stopping power, complemented by centre-lock forged alloy wheels, the first time this race-inspired setup has appeared on the Super Series platform.

A unique engine mount calibration increases the connection between driver and powertrain, while a revised quad-exit titanium exhaust system allows the twin-turbocharged V8 to deliver an even richer soundtrack across the rev range. Carefully tuned induction and exhaust symposer systems further amplify the experience inside the cabin without compromising long-distance usability.

A Cabin Built Around The Driver

The cockpit retains McLaren’s trademark driver-centric layout, complemented by a lightweight carbon fibre centre console, bespoke HS upholstery, exclusive perforation patterns and a numbered dedication plaque reminding owners that they are driving one of just 200 cars.

As with every example, McLaren Special Operations (MSO) plays a significant role in the ownership experience.

Each 788HS will be individually personalised, ensuring no two cars are identical. For collectors, exclusivity has become just as valuable as outright performance.

A Fitting Farewell

“The new McLaren 788HS has been designed and engineered with a singular focus; to deliver a visceral experience and captivating drive through its precise balance of performance, sound, dynamism and individuality. It represents the ultimate expression of our supercar series that began with the 720S and becomes only the third McLaren to wear our HS designation – a fitting finale for a much loved and critically acclaimed car.”

Henrik Wilhelmsmeyer, Chief Commercial Officer at McLaren Automotive

The 720S arrived nearly a decade ago and immediately reset expectations for what a modern supercar could achieve. The 765LT sharpened its focus, while the 750S refined the formula further.

This then, is McLaren’s final love letter to one of the finest supercar architectures of the modern era, and perhaps the perfect way to close a chapter that enthusiasts will look back on with considerable affection.

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Yet long before any of those cars existed, Bruce McLaren had a rather different ambition. He wanted to build a road car.

Not simply a racing car adapted for public roads, but a machine that would carry the same lightweight engineering, race-bred thinking and uncompromising performance that had already begun defining his motorsport programme. That vision became the M6GT.

Now, more than half a century later, McLaren has brought it back to life.

Making its public debut at the 2026 Goodwood Festival of Speed, the one-off M6GT: Restored by McLaren Special Operations (MSO) is far more than a beautifully restored classic.

It represents the moment where McLaren’s road car story truly began, a missing chapter that bridges Bruce McLaren’s racing philosophy with every road-going McLaren that followed.

The Car That Started It All

Mention McLaren road cars and most enthusiasts will instinctively think of the legendary F1. Understandably so.

The F1 rewrote the rulebook for supercars in the 1990s, introducing a central driving position, carbon fibre monocoque construction and performance that remained unbeaten for years.

But Bruce McLaren’s dream of building a road car actually began much earlier. The M6GT was conceived in the late 1960s as a road-going interpretation of the dominant M6A Can-Am race car.

It combined lightweight construction with a purposeful aerodynamic silhouette, butterfly doors and a powerful V8, many of the same ingredients that would eventually define McLaren’s modern road cars decades later.

Bruce himself used the prototype as his personal transport, driving it between meetings and race events.

History, however, had other plans. Bruce McLaren’s untimely passing in 1970 meant the project never entered production.

For decades, the M6GT remained one of the great “what ifs” in automotive history.

Rebuilding History

Rather than creating a modern interpretation, McLaren Special Operations approached the project with remarkable restraint.

The objective wasn’t to improve Bruce’s vision. It was to preserve it.

Using original body moulds discovered in the United Kingdom, historic engineering drawings, archive photography and period reference materials, MSO painstakingly reconstructed the M6GT exactly as Bruce intended.

The restoration combines original components with newly engineered one-off parts where necessary, all while remaining faithful to the original design philosophy.

The chassis originates from a period-built M6A race car, while the suspension retains authentic M6GT hardware restored using imperial-era bearings that are no longer commonly available.

Original-style aluminium rivets were installed by craftsmen from the aerospace industry, the gear knob is hand-turned from solid walnut, and the cabin features custom vinyl upholstery finished in period-correct green.

Faithful To Bruce’s Vision

Authenticity extends beyond the car’s appearance.

Power comes from a period-correct small-block V8 fitted with the distinctive “camel hump” cylinder heads specified for the original M6GT, paired with a matching gearbox to recreate the driving experience Bruce McLaren originally envisioned.

The exterior is finished in a bespoke cream-toned shade known as Colnbrook White, named after the factory where Bruce developed many of his earliest ideas for a McLaren road car.

The green interior pays tribute to the white-and-green livery of Bruce’s 1966 Formula One challenger, creating a subtle visual link between McLaren’s racing heritage and its road-going ambitions.

For McLaren, the M6GT represents something much larger than a single historic vehicle.

“The M6GT: Restored by MSO has been a labour of craft and care for the team and served as both a technical education and a living reminder of Bruce’s ambition to take McLaren beyond the racetrack. This car occupies a unique place in our collection – a tribute to the very beginnings of the company and a spiritual education for its future.”

Jon Simms, Director of McLaren Special Operations

Centre Stage At Goodwood

The M6GT will form the centrepiece of McLaren’s presence at this year’s Goodwood Festival of Speed.

Displayed alongside icons such as the M8A Can-Am racer, Austin 7 Ulster, McLaren F1, Artura, 750S and the latest W1, the exhibition traces the company’s evolution from Bruce McLaren’s earliest racing experiments to today’s cutting-edge supercars.

Visitors will also see the public debut of the MCL-HY, McLaren Racing’s new challenger for the 2027 FIA World Endurance Championship and 24 Hours of Le Mans.

More than fifty years later, McLaren has finally completed that unfinished chapter.

Not by reinventing history, but by ensuring one of its most important stories can finally be told, exactly as Bruce McLaren intended.

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The Temerario presents itself as the new benchmark in the super sports car segment, thanks to class-beating performance.

Designed, developed from scratch and built in Sant’Agata Bolognese, its new hybrid powertrain combines an entirely new twin-turbo V8 engine with three electric motors, providing a total power output of 920 CV.

Redefining the concepts of uncompromising performance, driving pleasure and comfort, the Temerario features the first and only production super sports car engine capable of reaching 10,000 rpm.

Its performance is an absolute revelation: maximum speed of over 340 km/h (210+ mph), 0 to 100 km/h (0-62 mph) in just 2.7 seconds.

Esperienza Corsa provides the perfect testing ground for customers to experience the Lamborghini Temerario’s performance and emotion in a track environment.

Held at Sepang International Circuit, one of Southeast Asia’s premier motorsports venues, the 5,543-metre-long track features 15 corners and 8 straights, including two high-speed stretches, which allow the Temerario’s extraordinary capabilities to be fully unleashed.

The circuit also played host to Round 1 of the 2026 Lamborghini Super Trofeo Asia season.

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The steering would fight back. The gearbox would require negotiation. The suspension would bounce you around like a cocktail shaker in a nightclub. And if, at the end of it all, you arrived slightly sore and faintly annoyed, you’d nod approvingly and say, “Yes… that’s a proper 4×4.”

Because hardship, you see, was authenticity. Then along comes the MY26 Land Rover Defender and quietly ruins all of that nonsense.

I found myself in southern Taiwan, courtesy of Jaguar Land Rover, ostensibly to drive the updated Defender. This wasn’t just a press drive in the usual sense. No, this was one of those carefully orchestrated affairs where you are made to feel like you are part of something bigger.

On one side, we had the usual drive programme. On the other, the Defender Trophy Asia Pacific Qualification, a series of challenges designed to test resilience, teamwork, and the sort of composure usually reserved for surgeons and bomb disposal experts.

And somewhere in between, the Defender itself. Not as a car, but as a… facilitator.

Which is a deeply irritating word, because it usually suggests PowerPoint slides and middle management. But in this case, it’s entirely accurate.

Because what the new Defender represents is access. Now, “access” is not a word you’d typically associate with a vehicle that looks like it could climb Everest while carrying a fridge. But that’s precisely the point.

The old Defender made you earn your adventure. The new one simply… gives it to you. And that’s either brilliant, or deeply offensive, depending on how nostalgic you are.

Then there is the Defender Trophy Edition.

Finished in something called Deep Sandglow Yellow, which sounds like a designer candle but looks like a highlighter pen, it has all the subtlety of a flare gun in a dark room. And I rather like it.

It harks back to the old Trophy events, to expeditions and mud and men with beards and questionable decision-making skills. Park it next to an old Defender and the lineage is obvious.

But so is the evolution.

The old car feels like a farm implement that accidentally became famous. The new one feels like something that’s been engineered, very deliberately, to sell you the idea of adventure, without the inconvenience of suffering.

Air-conditioning works. The seats are comfortable. The cameras can see things you can’t. It is, in short, civilisation wearing hiking boots.

Out on the off-road course, I kept waiting for drama. Mud? Dispatched. Water crossings? Done.

Rutted terrain that should have had the cabin shaking like a washing machine? Filtered out with the sort of indifference usually reserved for ignoring spam emails.

There was no theatre. No struggle. No sense of “good grief, we might not make it”. The Defender simply… got on with it.

And this is quite the oxymoron. Older off-roaders made a point of reminding you how hostile the world could be. The new Defender seems more interested in demonstrating how much of that hostility it can quietly remove.

It’s like travelling with a very capable friend who insists on carrying all the heavy bags.

Even when presented with narrow trails, steep gradients and rocky surfaces, I found myself completely relaxed.

Behind the wheel of the Defender 110 X-Dynamic HSE D350, the experience was almost disconcertingly easy. The steering was light. The suspension soaked up everything. And the off-road systems worked so seamlessly that you stopped thinking about them altogether.

It was as though the car had taken over the worrying on your behalf. Which is marvellous. And slightly unnerving. Because you begin to wonder: are you still the one in charge?

This is the paradox at the heart of the modern Defender. It looks like it belongs in a documentary about survival. It drives like it belongs in a luxury SUV brochure. And somehow, it manages to be both without feeling conflicted.

Some will say it’s gone soft. That it has traded grit for comfort. I think that’s missing the point entirely. Because what is the purpose of a vehicle like this?

Is it to make everything harder, so you can feel heroic? Or is it to make the world bigger, so you can go further?

By the time the mud had dried and the ropes had been put away, one thing became clear. The new Defender is not trying to prove how tough it is. It is trying to show you how much more you can do.

Because real adventure shouldn’t be about enduring discomfort for the sake of it. It should be about going further, seeing more, and returning with stories worth telling.

The old Defender made you fight for those stories. The new one simply hands you the keys and says, “Go on then. Off you go.”

Which, if you think about it, might just be the cleverest trick of all.

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First introduced in 2001, the Vanquish has consistently represented the marque’s most advanced interpretation of performance, design and engineering.

Today, in its third generation, the Vanquish continues to sit at the top of Aston Martin’s range, now delivering 835PS and 1000Nm of torque, making it the most powerful flagship production model the brand has produced to date.

The Beginning: V12 Vanquish (2001–2007)

The story begins at the 2001 Geneva Motor Show, where Aston Martin introduced the first V12 Vanquish, a car that represented a significant technological step forward for the company.

At the time, it featured advanced systems such as drive-by-wire throttle control and an F1-style paddle-shift gearbox, paired with a 6.0-litre V12 producing 460bhp.

Construction was equally progressive. The car utilised an aluminium structure with carbon fibre elements, forming a rigid safety cell that required precise, computer-controlled manufacturing processes.

This was a model that set the direction for the brand’s future, both in terms of performance and engineering ambition.

The Second Generation: Vanquish (2012–2018)

A decade later, Aston Martin introduced the second-generation Vanquish, further evolving the formula.

This iteration adopted a design language influenced by the One-77 hypercar, with every exterior panel constructed from aerospace-grade carbon fibre. This not only improved rigidity but also reduced weight by approximately 25 per cent compared to its predecessor.

Power came from an updated 6.0-litre V12 producing 565bhp, enabling a 0–100km/h time of 4.1 seconds and a top speed of 183mph.

The car also introduced technologies such as dual variable valve timing and carbon ceramic brakes, enhancing both performance and durability. Available in both coupé and Volante forms, it reinforced the Vanquish’s position as Aston Martin’s flagship grand tourer.

The Present Day: Vanquish (2024– )

The current-generation Vanquish represents the most advanced version of the model to date.

Powered by a 5.2-litre twin-turbocharged V12, it produces 835PS and 1000Nm, delivering a 0–60mph time of 3.3 seconds and a top speed of 214mph, the highest of any Aston Martin series production car at launch.

The car is built around a bonded aluminium structure with double wishbone front suspension and multi-link rear suspension, supported by a standard carbon ceramic braking system designed to withstand temperatures of up to 800°C while reducing unsprung weight.

Visually, the new Vanquish adopts a broader stance and extended wheelbase, with the front axle moved forward to create a longer bonnet and more balanced proportions.

Production is limited to fewer than 1,000 units per year, reinforcing its position as a flagship model within the ultra-luxury segment.

A Consistent Benchmark

Across three generations, the Vanquish has remained consistent in its purpose, to serve as Aston Martin’s most complete expression of a front-engined performance car.

As CEO Adrian Hallmark noted, the nameplate has always stood for “something ambitious, different and daring,” reflecting the brand’s broader approach to engineering and design.

While technologies, materials and performance figures have evolved significantly over the past 25 years, the underlying concept has not changed. The Vanquish continues to combine high performance with long-distance usability, positioning itself as a modern interpretation of the grand tourer.

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Mr Emanuele Carando said the Amalfi Spider’s later arrival was intentional, guided by a single principle: “unpredictability”. He explained that Ferrari chose to introduce the Spider with a delay of roughly six to eight months so that the market would not immediately anticipate what was coming next.

In his view, Ferrari’s clients are often people who “have everything” and therefore value the anticipation and surprise created by a carefully paced product roll-out. He described this as part of a wider marketing strategy in which timing is treated as a core component of the product experience, rather than an administrative detail.

Coupé and Spider, developed for different customer profiles

Beyond the theatre of timing, Mr Carando emphasised that the staggered approach also reflects a practical consideration: the Amalfi Coupé and Amalfi Spider are expected to appeal to materially different customers. He contrasted this with certain other products, where buyers may simply decide between a fixed-roof or open-top variant of the same underlying car.

For the Amalfi, the profiles diverge more clearly, making it strategically sound to give each body style its own runway and distinct attention, rather than forcing them to compete for the same spotlight.

A clear product philosophy: “different Ferrari for different Ferraristi”

The Amalfi programme is guided by a wider Ferrari product doctrine: “different Ferrari for different Ferraristi and different Ferrari for different moments.”

Ferrari is not attempting to build one universal sports car to satisfy all drivers. Instead, it calibrates each model’s role carefully, so that the portfolio remains coherent and products do not “step on each other’s toes”.

The Amalfi and Amalfi Spider, he suggested, are designed to occupy a clearly defined space within the range: modern, usable sports cars that maintain Ferrari’s core character while serving distinct customer needs.

A “daily-use sports car”, not a conventional grand tourer

Mr Emanuele Carando was emphatic about how Ferrari frames the Amalfi’s role. He described it as a “daily-use sports car,” and rejected the notion that Ferrari builds traditional GT cars in the way the term is often used in the market.

In his view, “GT” is commonly associated with softer dynamics and diluted performance, whereas Ferrari’s intent is to preserve sports-car sharpness and engagement. The emphasis, he explained, is not on restraining performance for its own sake, but on making the driving experience accessible, progressive, and enjoyable across real-world conditions.

Electrification as a tool, not a default

On electrification, Mr Carando framed it as a means to achieve specific outcomes rather than a one-size-fits-all requirement. He said electrification enables “incredible performance”, particularly for models designed for what Ferrari describes as “pilot clients”. These are drivers who enjoy driving alone, may take the car to the track, and often prefer a more aggressive character.

For the Amalfi, however, he said Ferrari selected the V8 to deliver the intended balance of “elegance and sportiness.” The decision, he explained, follows Ferrari’s broader portfolio logic: powertrain choices are made according to what each model must represent, and the type of usage and customer expectation it is designed to serve.

The return of physical controls

Ferrari has also addressed an aspect of customer experience that has become increasingly prominent in modern performance cars: interface design. The marque has decided to return to physical buttons on the steering wheel, beginning with the F80, and applying this direction to subsequent new models.

Newer cars will feature physical steering-wheel controls on both sides, alongside a physical start/stop solution. This followed customer feedback requesting more tactile, intuitive operation.

The Spider: refinement, comfort, and personalisation

Discussing the open-top model’s lifestyle appeal, Mr Carando noted that modern soft-top solutions have evolved significantly, describing them as “fantastic” and highlighting their sound insulation performance.

He suggested that such developments allow customers to enjoy key benefits associated with a closed-roof car while retaining the character of open-air driving. He also touched upon the importance of personalisation, an area that Ferrari expects to remain central to how clients express individuality through specification choices.

At a time when performance figures are cheap and certainty is everywhere, the Ferrari Amalfi seems to be arguing for something rarer: a sports car that still rewards intent, but does not demand theatre to be enjoyed.

It is, as Mr Emanuele Carando suggests, designed to be lived with, yet still capable of lifting an ordinary commute into something that feels quietly significant.

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Introduced as the successor to the Ferrari Roma, the Amalfi is a front-mid-engined V8 coupé designed for those who want to experience spirited driving without sacrificing comfort or style.

That philosophy is evident from the moment you lay eyes on it. The design follows a fluid, minimalist approach, where sculpted volumes and clean surfaces create a body that feels both modern and unmistakably Ferrari.

Up front, a long, sculpted bonnet dominates the view, housing the twin-turbo V8 that sits in a front-mid-engine configuration.

The nose is defined by a large air intake and a distinctive floating body-coloured wing above a dark recessed band, integrating sensors and lighting elements in a subtle yet technical way.

From the side, the silhouette remains unmistakably that of a classic Ferrari berlinetta. A wedge-shaped theme runs along the body, accentuating the car’s dynamic stance, while forged wheels and carbon-fibre details complete a design that feels both athletic and refined.

Verde Costiera, the launch colour, is a vibrant teal green inspired by the reflections of the sea along Italy’s famed Amalfi Coast. It is a shade that feels equal parts Mediterranean holiday and Italian artistry.

A Cabin That Blends Technology and Emotion

The cabin adopts a dual-cockpit layout, enveloping driver and passenger in two visually connected spaces that flow seamlessly from the dashboard to the door panels and central tunnel.

Ferrari has simplified the interior architecture to create a cleaner, more contemporary design language. The instrument cluster and air vents are integrated into a single monolithic structure, while the central tunnel, milled from a block of anodised aluminium, appears to float between the seats like a sculptural bridge.

And yes, Ferrari has brought back the physical steering wheel buttons, including the iconic aluminium start button,

The Heart of the Amalfi

At the core of the Amalfi lies the latest evolution of Ferrari’s celebrated 3.9-litre twin-turbo V8 from the F154 family, an engine that has collected more international awards than most powerplants could dream of. In the Amalfi, the unit delivers 640hp at 7,500rpm with a redline of 7,600rpm and a specific output of 166hp/litre.

That performance is achieved through refined turbocharging management that independently controls the rotational speed of the two turbochargers, capable of spinning up to 171,000 rpm. 0–100 km/h in 3.3 seconds, and a top speed of 320 km/h.

All of this is channelled through Ferrari’s acclaimed eight-speed dual-clutch transmission, originally introduced on the SF90 Stradale and further optimised for smoother shifts and improved integration with the engine software.

Engineering Precision Beneath the Surface

Ferrari has also equipped the Amalfi with an impressive suite of dynamic technologies. The introduction of brake-by-wire enhances braking efficiency and pedal modulation, while the ABS Evo system works with Ferrari’s Side Slip Control 6.1 framework to optimise braking force distribution on all surfaces and in every Manettino mode.

A fully integrated active rear wing automatically adjusts between Low Drag, Medium Downforce and High Downforce configurations depending on speed and driving conditions. At 250 km/h, the wing can generate up to 110 kg of additional downforce, ensuring the Amalfi remains composed even at serious speeds.

Complementing these systems is a sophisticated suite of driver assistance technologies, including Adaptive Cruise Control, Automatic Emergency Braking, Blind Spot Detection and Lane Keeping Assist.

A Ferrari for the Real World

The Ferrari Amalfi ultimately represents a modern interpretation of the classic Ferrari grand tourer: powerful yet refined, emotional yet usable.

In some cases, the most memorable Ferraris are not the ones that shout the loudest. They are the ones that invite you to keep driving just a little further, preferably along a winding coastal road, with the horizon stretching endlessly ahead.

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With the unveiling of the Ferrari Amalfi Spider, Maranello has introduced a new chapter in its line of front-engined grand tourers. This is a V8-powered spider that blends performance, elegance and everyday usability with the irresistible appeal of open-top motoring.

It is Ferrari’s interpretation of the perfect sporting lifestyle machine: a car that thrills when the road opens up, yet remains civilised enough for the journey home.

A Spider That Preserves the Soul of the Amalfi

Designing a convertible is never as simple as removing a roof. Do it poorly, and the car loses its shape, its balance, even its personality. The Amalfi Spider preserves the flowing proportions of the Ferrari Amalfi coupé, maintaining its elegant silhouette whether the roof is raised or lowered.

Rather than opting for a folding metal roof, Ferrari engineers chose a lightweight soft-top system that emphasises versatility while allowing a broader palette of personalisation.

Owners can select from four tailor-made fabric colours and two technical fabric options, including a new material known as Tecnico Ottanio. The fabric’s distinctive weave produces a subtle shimmering effect in sunlight, giving the roof a three-dimensional visual depth that feels appropriately theatrical for a Ferrari.

And of course, this is a Ferrari. A new colour accompanies the launch: Rosso Tramonto, a shade inspired by the hues of the Amalfi Coast at sunset.

The roof itself opens in just 13.5 seconds, and it can do so while travelling at speeds of up to 60 km/h. When folded, the soft top compresses to a remarkably compact 220mm thickness, preserving luggage space. With the roof closed, the Amalfi Spider offers 255 litres of boot capacity, dropping to 172 litres with the roof open.

A Cabin Designed for Driving

Inside, the Amalfi Spider adopts Ferrari’s familiar dual-cockpit architecture, creating two distinct yet visually connected zones for driver and passenger.

Three displays form the digital backbone of the interior, and Ferrari has also returned to something enthusiasts will quietly celebrate: physical steering wheel buttons, including the iconic anodised aluminium start button.

The rear seats, meanwhile, provide either space for children or additional luggage capacity.

The Heart of the Amalfi: A Twin-Turbo V8

At the heart of the Amalfi Spider sits a 3.9-litre twin-turbo V8 from the celebrated F154 family, delivering 640 hp at 7,500 rpm and 760 Nm of torque.

This engine has been refined further for the Amalfi Spider. Independent control of the twin turbochargers allows them to spin up to 171,000 rpm, improving throttle response and boost precision.

A new engine control unit, lightweight camshafts and reduced friction components all contribute to sharper response and greater efficiency. 0–100 km/h in 3.3 seconds, and a top speed of 320 km/h.

Engineering That Works in the Background

Ferrari has also introduced brake-by-wire technology, significantly improving braking precision and pedal modulation. The latest ABS Evo system, integrated into Ferrari’s Side Slip Control 6.1 architecture, constantly monitors vehicle dynamics using six-dimensional sensors to optimise braking force at each wheel.

The rear of the Amalfi Spider features an active three-position rear wing, capable of generating up to 110 kg of additional downforce at 250 km/h in its high-downforce configuration.

Meanwhile, a rear wind deflector integrated into the seatbacks can be deployed at the touch of a button to reduce turbulence when driving roof-down.

The Ferrari Lifestyle, With The Roof Down

The moment the roof drops, the world changes. The sound of the V8 becomes sharper, the road feels closer, and every journey gains a layer of theatre that even the most accomplished coupé cannot quite replicate.

Sometimes, the best journeys are the ones taken with the roof down and the horizon wide open.

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Bridgestone has taken the wraps off the POTENZA Adrenalin RE005, the latest addition to its premium sport tyre lineup in Asia Pacific. For enthusiasts familiar with the Adrenalin series, the new tyre represents the next step forward in Bridgestone’s quest to balance sporty performance with everyday usability.

The POTENZA name itself needs little introduction. Rooted in Bridgestone’s motorsport heritage, it has long stood for high-performance driving, bringing lessons learned on the racetrack to the roads we use daily.

The Adrenalin series was developed with the concept of “Maximising Driving Pleasure”. This ensures tyres that deliver responsive handling while remaining practical for daily driving conditions.

Sharper Grip, Better Control

Building on the outgoing POTENZA Adrenalin RE004, the new RE005 brings measurable improvements. Bridgestone says the tyre delivers 8 per cent better dry grip and 10 per cent better wet grip, giving drivers stronger performance across different road conditions.

A wide block tread design helps distribute pressure more evenly across the tyre, which improves grip and handling stability. Meanwhile, connecting blocks help maintain stability during aggressive cornering. So this gives drivers the confidence to push harder through bends and accelerate smoothly on corner exits.

One of the more distinctive design elements is the tyre’s “A”-shaped groove, which contributes to predictable handling even through tighter corners. Together with a wide inside rib, the RE005 reacts quickly to steering inputs, enhancing responsiveness during spirited driving.

Confidence When the Rain Comes

Performance tyres don’t always have the best reputation in wet conditions, but Bridgestone has clearly paid attention here.

The RE005 incorporates an advanced rain pulse groove. This helps evacuate water more effectively and reduces the chances of hydroplaning. Combined with an updated rubber compound, the tyre maintains grip and stability across wet roads and changing conditions.

The new compound also improves heat resistance and overall handling consistency, helping drivers maintain confidence behind the wheel.

Performance That Lasts

Beyond outright performance, Bridgestone has also focused on efficiency and durability.

The updated rubber compound helps lower rolling resistance, which contributes to improved fuel efficiency, while also enhancing wear life. A Multi-Round Block design helps optimise contact pressure at the tyre shoulder, promoting more even tread wear and consistent performance over time.

A Tyre for Many Types of Drivers

According to Seigo Hata, Vice President of Sales & Marketing at Bridgestone Asia Pacific (Thailand), the RE005 has been designed to suit a wide range of vehicles.

From compact cars and sedans to sports cars, high-performance models and even EVs, the tyre aims to deliver a balance of everyday usability and sporty driving feel.

As he summed it up during the launch, the RE005 gives drivers enhanced confidence in wet conditions and a more engaging driving experience overall.

In Bridgestone’s words, it’s a “Licence to Thrill.”

Coming to the Asia Pacific in 2026

The Bridgestone POTENZA Adrenalin RE005 will be rolled out across selected markets in the Asia Pacific region from 2026. With a wide size range from 14 to 20 inches to suit various passenger vehicles.

Size availability will vary by market.

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