Ferrari has unveiled the 296 GT Modificata, a new track-only model developed exclusively for customers taking part in the marque’s Club Competizioni GT programme.

Derived from the 296 GT3 Evo, the new car follows a relatively simple brief: take an already highly developed racing machine, remove the limitations imposed by motorsport regulations and see how much further the hardware can be pushed. Quite a bit further, as it turns out.

The rear-mid-mounted 2,992cc twin-turbocharged V6 now produces 730cv, some 130cv more than the 296 GT3 Evo. Ferrari says the car is capable of lapping Fiorano around three seconds faster than its competition sibling.

It will be built in extremely limited numbers and is intended solely for non-competitive track use, with owners gaining access to the Club Competizioni GT programme rather than conventional racing.

More power, because there are no rules saying otherwise

The 296 GT Modificata retains the same basic 120-degree V6 architecture as the 296 GT3 Evo, but Ferrari has revised a number of key components to free up considerably more performance.

Changes have been made to the cranktrain, camshafts, induction system, intercoolers and turbochargers. The turbos retain the same external housing geometry as those fitted to the GT3 Evo, but use bespoke internal components developed specifically for the Modificata, drawing partly on experience gained with the 499P Modificata.

The fuel system has also been upgraded to cope with the increased flow requirements, while a new exhaust arrangement has been developed for the car. Power peaks at 730cv at 7,500rpm, with 800Nm of torque at 5,000rpm. Specific output stands at an impressive 244cv per litre.

That power is sent through a six-speed sequential gearbox with a carbon clutch, using new ratios designed specifically around the engine’s broader operating range.

Aero with a proper racing pedigree

Ferrari has also reworked the aerodynamics extensively. At the front, the 296 GT Modificata gains a redesigned wing, referred to internally as the Slotted Splitter, together with a new bonnet layout. These changes improve airflow management beneath the car and increase overall downforce.

The extra power naturally creates more heat, so the bonnet now features a larger central opening and a dedicated vane that redirects hot air exiting the radiator away from the intercoolers. Additional cooling work has also gone into the venting near the base of the windscreen.

The rear receives an entirely new wing architecture. This includes a single centre pylon, a larger 5mm Gurney flap and new structural endplates inspired by Ferrari’s 499P endurance prototype. The changes improve vortex control while maintaining the correct aerodynamic balance as overall performance increases.

If the GT3 Evo is designed to go racing within a rulebook, the Modificata is what happens when Ferrari’s engineers are allowed to use the same ingredients without having to keep one eye on Balance of Performance regulations.

More stopping power to match

The brakes have not been left untouched either. The 296 GT Modificata uses an evolution of the braking system found on the 296 GT3 Evo and 296 GT3 Biposto, with new ventilated steel front discs and improved cooling.

An additional lower front air intake directs more air towards the braking system, while redesigned cooling ducts increase airflow efficiency. Ferrari says the upgrades improve thermal management, consistency and reliability during prolonged circuit use.

The ABS calibration has also been tuned to make the car more approachable across a wide range of driver abilities, even on circuits that place particularly heavy demands on the brakes.

Approachable, of course, is a relative term when discussing a 730cv track-only Ferrari.

Two seats, not one

One of the more interesting aspects of the Modificata is that Ferrari has deliberately retained a two-seat cabin.

The passenger seat allows owners to share the experience, but also enables instructors to sit alongside during coaching sessions. Ferrari has modified the roll-bar structure accordingly, while the passenger receives a dedicated footrest and both occupants can communicate through an integrated intercom.

That makes the car particularly well suited to the Club Competizioni GT environment, where improving driver technique is as much part of the experience as chasing lap times.

The car also comes standard with equipment that would otherwise be optional on the 296 GT3 Evo, including the Data Acquisition System Step 1&2, VideoBox Premium, Rear Camera Premium, IRTPMS Step 2 tyre monitoring, professional harnesses and additional cabin cooling.

Owners can still specify further options, including rear radar and personalised liveries selected from Ferrari Design Studio colours.

Built for Club Competizioni GT

Every 296 GT Modificata is intended for Ferrari’s Club Competizioni GT programme, which gives customers access to non-competitive track events at major international circuits.

Purchase of the car includes participation in two years, or 12 rounds, of the programme. The 2027 calendar includes Jerez, Misano, Fuji, Indianapolis, Paul Ricard, Spa-Francorchamps and the Finali Mondiali Ferrari.

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Picture an Aston Martin, and you will likely envision a long bonnet, a sumptuous cabin, and an engine making noises sufficiently antisocial to upset the neighbours. Plus, thanks to more than six decades of cinema, perhaps a machine gun or two hidden somewhere behind the headlights.

Unfortunately, Aston Martin Singapore would probably like its demonstrator returned intact, so the latter was off the table when the new Vantage S officially made its local debut.

Beneath the familiar silhouette is the most performance-focused version of the current Vantage yet, a car Aston Martin has spent considerable effort making faster, sharper and more engaging than the already rather potent machine upon which it is based.

The Vantage S sits above the regular Vantage as the sharper member of Aston Martin’s front-engined sports car family. Aston Martin’s use of the ‘S’ designation can be traced back to the DB3S of 1953, and it has subsequently appeared on some of the marque’s more focused machinery.

At its heart remains the familiar hand-built 4.0-litre twin-turbocharged V8, but output has climbed to 680PS while torque stands at 800Nm. Power heads exclusively to the rear wheels through a rear-mounted ZF eight-speed automatic transmission and electronic differential. Deploy everything correctly and 100km/h arrives from rest in 3.4 seconds.

Keep your foot buried (preferably somewhere that isn’t Singapore), and Aston Martin says the Vantage S will eventually reach 325km/h. Certainly enough performance for chasing down international villains.

Adding another 15 or 20 horses to an already enormously powerful sports car is easy enough. Making the entire car feel better is considerably harder, which is why the most interesting changes to the Vantage S aren’t necessarily found underneath its bonnet.

The throttle pedal has been specifically recalibrated, with revised weighting and software mapping designed to deliver greater precision. The Bilstein DTX adaptive dampers have also received bespoke tuning, while changes to the suspension hardware and powertrain mounting are intended to improve agility and feedback.

At the rear, Aston Martin has mounted the subframe directly to the body rather than using the rubber bushes found on the regular Vantage. These are details designed primarily to excite engineers at dinner parties, but their purpose is straightforward.

Removing that layer of isolation creates a more direct connection between the rear axle and the structure of the car, allowing the driver to better understand what those enormous rear tyres are doing. Useful information when they are responsible for deploying 680PS. Aston Martin has also worked on the Vantage S’s suspension calibration to retain enough compliance for real roads rather than simply making everything stiffer in pursuit of impressive-sounding numbers.

Contrary to popular belief, a harder sports car isn’t automatically a better sports car. Even Bond has to drive home eventually.

Naturally, Aston Martin has made sure you can tell the S apart from an ordinary Vantage.

You’ll find a pair of centrally mounted bonnet blades up front, available in gloss black or carbon fibre. These help extract hot air from the engine bay while giving the Vantage S a little more visual aggression.

A new full-width decklid spoiler stretches across the rear, adding another dose of visual theatre while contributing genuine aerodynamic performance. There are also discreet ‘S’ badges dotted around the car.

The same approach continues inside. Those familiar with the latest Vantage will recognise the cabin immediately, but there are S-specific touches to remind you that you’ve selected the more serious version.

A combination of Alcantara and leather forms part of the unique interior treatment, while embroidered ‘S’ detailing appears on the seats. Buyers can also specify red or silver anodised finishes for the rotary drive-mode controller.

The latest Vantage S also incorporates Apple’s CarPlay Ultra technology, which extends the familiar CarPlay experience beyond the central infotainment screen and more deeply into the vehicle’s displays and functions. Aston Martin was the first car manufacturer to introduce the system.

Perhaps not quite an ejector seat button. But Q would probably approve.

With the Aston Martin Vantage S now officially launched in Singapore, local buyers have another choice at the sharper end of the sports-car spectrum.

It isn’t a wholesale reinvention of the Vantage, nor should it be. After all, you only live twice. The Vantage S only needs to make you feel alive once.

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There are certain badges in the automotive world that carry considerably more weight than their lettering suggests. For Lamborghini, two of the most important are simply SV.

Short for Super Veloce, or “Super Fast”, the designation has traditionally been reserved for some of Sant’Agata Bolognese’s most focused V12 machines. It first appeared on the Miura SV in 1971, before returning on the Diablo SV, Murciélago LP 670-4 Super Veloce and Aventador SV.

Now, there is a fifth. Lamborghini has unveiled the Revuelto SV during Monterey Car Week, introducing what the company describes as the most powerful and fastest-accelerating production Lamborghini it has ever built.

Limited to 1,963 units, the new model takes the existing Revuelto and turns virtually everything up another notch.

More Than Just An Extra Badge

The SV treatment has traditionally been about extracting more performance from Lamborghini’s flagship V12 without fundamentally changing what makes the car special.

The Revuelto SV retains the naturally aspirated V12 and three-electric-motor hybrid arrangement of the standard car, but combined output has climbed to 1,065 CV, or 1,050hp. That represents an increase of 50 CV over the regular Revuelto.

Zero to 100km/h takes just 2.4 seconds, while top speed exceeds 345km/h. Lamborghini has also optimised the aerodynamics to generate greater downforce, alongside changes intended to sharpen handling and improve lap-time performance.

“The Super Veloce lineage is one of the most iconic in Lamborghini’s history, reserved for some of our most extreme V12 models. With the Revuelto SV, we continue that tradition by taking our V12 flagship to higher expression of performance and driving emotion. Sharing this milestone at The Quail, together with our top customers and enthusiasts in our largest global market, is the perfect way to celebrate the next chapter of the SV legacy.”

Stephan Winkelmann, Chairman and Chief Executive Officer of Automobili Lamborghini.

Five Generations Of Super Veloce

The lineage began with the Miura SV in 1971, arguably one of the definitive versions of the car that helped establish the modern supercar template.

Then came the Diablo SV in 1995, bringing the badge into a very different era of Lamborghini. It was followed by the Murciélago LP 670-4 Super Veloce in 2009, before the Aventador SV arrived in 2015.

Each interpreted the same basic idea differently, but the objective remained broadly consistent: take Lamborghini’s flagship V12 and make it faster, sharper and more focused. The Revuelto SV now has another task. It must carry that philosophy into the hybrid era.

Hybridisation Has Not Tamed The Bull

That point was reinforced by the other cars sharing the stage at Monterey.

Alongside the Revuelto SV, Lamborghini presented the Temerario Tricolore and Urus SE Performante, effectively showcasing the more extreme ends of its now fully hybridised model range.

The Temerario Tricolore focuses on Italian identity and Ad Personam craftsmanship, while the Urus SE Performante pushes the performance SUV formula considerably further.

Lamborghini claims the latter will accelerate from zero to 100km/h in 3.3 seconds and reach 312km/h.

Celebrating The V12 Past

Appropriately, Lamborghini surrounded its newest V12 flagship with plenty of reminders of where the company came from.

A dedicated Diablo class at The Quail brought together 30 examples built between 1994 and 2001, including several Diablo SVs. The display effectively placed one generation of Super Veloce beside another, demonstrating how much the engineering has changed while the philosophy behind the badge has remained remarkably familiar.

The celebrations continued at the Pebble Beach Concours d’Elegance, where Lamborghini marked the 60th anniversary of the Miura with more than 40 examples gathered on the third fairway – the largest collection of Miuras assembled in one place, according to the company.

Also joining them was the newly unveiled Revuelto Miura 60° Homage, a special edition limited to 99 examples.

The SV Badge Enters A New Era

Every generation of Lamborghini’s modern V12 flagship has eventually produced something more extreme, and the Revuelto was unlikely to escape that tradition. What makes this one different is the technology being used to achieve it.

From Miura to Diablo, Murciélago and Aventador, the SV badge has always represented Lamborghini with some of the restraint removed. The Revuelto SV simply applies that old philosophy using a very modern collection of tools.

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McLaren has spent much of the modern era chasing speed through technology. Carbon-fibre structures, active aerodynamics, hybrid assistance and increasingly sophisticated electronics have all helped its supercars become devastatingly capable.

However, its latest creation takes a rather different approach.

Unveiled at the 2026 Monterey Car Week, the McLaren McL 6GT is a contemporary interpretation of the M6GT, the car Bruce McLaren envisioned as the foundation for the company’s road-car ambitions more than half a century ago.

More importantly for driving enthusiasts, it also marks the return of an authentic manual gearbox to a McLaren for the first time since the F1 arrived in 1992.

Going Back To Where It All Began

The story behind the McL 6GT stretches back to Bruce McLaren himself.

The original M6GT grew out of the M6A Can-Am racing car and represented McLaren’s ambition to create a road-going supercar. That dream was ultimately never fully realised during Bruce McLaren’s lifetime, but its influence has remained an important part of the company’s history.

The new McL 6GT effectively asks a simple question: what might that car look like if the idea had been allowed to evolve for another six decades?

Rather than creating a straightforward replica, McLaren has taken the philosophy behind the original and interpreted it through contemporary engineering. The result combines a carbon-fibre monocoque and bodywork with V8 internal combustion power, rear-wheel drive and that all-important manual transmission.

“The McLaren McL 6GT imagines what our inspirational founder had wished to complete but with six additional decades of innovation and passion woven through every element, creating a modern icon of driver connection. It is symbolic of the bold, provocative and hugely exciting future that we are preparing to realise.”

Nick Collins, Chief Executive Officer of McLaren Automotive

McLaren says a production version will arrive in 2028, establishing a new, highly exclusive type of supercar positioned beyond its existing core portfolio.

Three Pedals. In A McLaren. Finally.

The McL 6GT has deliberately been engineered around interaction rather than outright convenience. Every gear change, steering input and movement of the accelerator is intended to feel physical and deliberate.

Hydraulic steering replaces another layer of electronic mediation, while tactile switchgear and exposed engineering details continue the analogue theme inside the cabin.

Even the gearlever has received particular attention. McLaren says its shape, throw and operation have been developed specifically around feel, while a three-dimensional Speedy Kiwi (one of McLaren’s earliest emblems) is incorporated into the upright.

That philosophy extends to the exterior. Rather than simply dipping into the heritage cupboard and scattering retro details everywhere, McLaren has retained the fundamental proportions of the original M6GT while translating them into a modern supercar.

The McL 6GT consequently sits extremely low and wide, with a low nose recalling the M6A Can-Am racer from which the original M6GT was derived. Its bodywork flows largely uninterrupted towards a distinctive Kammback rear, while the cabin appears embedded into the body rather than perched on top of it.

It is clean and unusually restrained by modern supercar standards. There are no enormous wings shouting about downforce or seemingly endless collections of aerodynamic furniture fighting for attention.

Instead, the design relies heavily on proportion and surfacing. Look closer and the historical references begin appearing.

The original M6GT’s taillights have inspired a new “Racing Loop” motif incorporated into the airflow architecture, while Bruce McLaren’s original M6GT number plate has been reinterpreted as a subtle graphic.

His signature appears in the engine bay, while the Speedy Kiwi is etched discreetly into the fuel filler cap.

Analogue, But Not Old-Fashioned

Perhaps The Future Of Supercars Is More Mechanical

The irony, of course, is that one of McLaren’s most forward-looking new projects is built around technology the automotive industry has spent decades trying to replace. But perhaps that is precisely why the McL 6GT feels refreshing.

The original M6GT represented Bruce McLaren’s vision of what a road-going McLaren could become. More than six decades later, its spiritual successor suggests that McLaren’s next chapter may not simply be about making its cars faster.

It may also be about making them feel alive again.

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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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The post More Than Mud And Muscle: The Defender Trophy That Made Adventure Too Easy appeared first on Burnpavement.

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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