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.

Read more content at Burnpavement, or check out our latest videos on YouTube and on TikTok!

The post Lamborghini Esperienza Corsa: Temerario unleashed at Sepang International Circuit appeared first on Burnpavement.

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.

Read more content at Burnpavement, or check out our latest videos on YouTube and on TikTok!

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.

Read more content at Burnpavement, or check out our latest videos on YouTube and on TikTok!

The post Aston Martin Vanquish Turns 25: Three Generations of a Modern Flagship appeared first on Burnpavement.

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.

Read more content at Burnpavement, or check out our latest videos on YouTube and on TikTok!

The post A Fresh Expression of Performance: Ferrari Introduces the Amalfi and Amalfi Spider appeared first on Burnpavement.

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.

Read more content at Burnpavement, or check out our latest videos on YouTube and on TikTok!

The post Ferrari Amalfi Makes Regional Debut In Malaysia appeared first on Burnpavement.

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.

Read more content at Burnpavement, or check out our latest videos on YouTube and on TikTok!

The post Ferrari Debuts New Amalfi Spider appeared first on Burnpavement.

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.

The post Bridgestone Launches the New POTENZA Adrenalin RE005 appeared first on Burnpavement.

I’m sure most car enthusiasts know this by now. In Italian, “testa rossa” translates to “red head”, a reference to Ferrari’s habit of painting the engine’s cylinder heads (and later cam covers) in bright red, as if the mechanical heart deserved its own ceremonial dress uniform.

Ferrari itself traces the myth back to the mid-1950s racers: the 500 TR’s painted heads were so distinctive that the name became inseparable from the car’s identity, and the tradition flowed straight into the 250 Testa Rossa.

From there, the word stopped being an engineering detail and became something more potent: shorthand for Ferrari at its most dramatic, most competitive, most poster-worthy.

And now, decades later, Ferrari has decided that the name deserves another chapter, culminating in the newest bearer of the crown: the Ferrari 849 Testarossa, positioned as the pinnacle of the modern Ferrari crop.

The origin story

The Ferrari 500 TR (1956) was genesis: a purpose-built racing weapon whose newly developed four-cylinder had its heads painted.

It is an unusually honest origin for a myth, because there’s no poetry to hide behind. Just colour, intent, and a desire to go faster than the Maseratis of the day.

250 Testa Rossa, When The Name Becomes Folklore

Then comes the car that turned “Testa Rossa” into a phrase with the weight of history. The Ferrari 250 Testa Rossa, launched in 1957 as a sport prototype and designed to give racers more power on a familiar handling base.

A “legendary team of drivers” sent the name into Ferrari folklore through competition success, establishing the pattern that follows every time Ferrari revives the term “Testarossa”.

It’s all about competition DNA, and about the sense that the car wearing the name should feel a bit special even before it moves.

The Word Changes Shape, And The World Gets A Poster

Fast-forward to the 1980s, and Ferrari did something slightly mischievous.

At the Paris Motor Show in October 1984, Ferrari unveiled the Testarossa as heir to the 512 BBi, with Pininfarina delivering a design that was striking, innovative, and instantly recognisable, especially the long side strakes born from the need for larger intakes.

This is also the moment the phrase becomes the single, famous word: Testarossa. If the 250 Testa Rossa was a Le Mans-scented piece of legend, the 1984 Testarossa was a global icon.

A car that appeared in magazines, in bedrooms, in music videos, in the collective imagination of anyone who’d ever looked at a straight road and thought, “Yes, but what if I arrived there like a rock star?”

It kept the name’s core meaning while translating it into the language of the era: wide shoulders, theatrical proportions, and an aura that was unmatched.

512 TR, the sharper suit

Ferrari rarely leaves a good thing untouched for long, especially if there’s performance to be found in the margins. In 1991, the 512 TR arrived as the evolution of the Testarossa.

The significance of the 512 TR is that it represents Ferrari doing what it often does best: taking a glamorous headline act and tightening the choreography underneath.

This refinement made the experience more cohesive, more driver-focused, and more “engineered” without losing the theatre.

F512 M, The Last Word Of The Flat-12 Era

If the 512 TR is the sharpened suit, the F512 M is the final tailoring pass, the closing chapter of the classic road-going Testarossa bloodline.

The “M” stands for “modificato” (modified), illustrating that this was a deliberate, comprehensive evolution rather than a casual facelift. The modern Testarossa legend became inseparable from Ferrari’s road-going flat-12 era, and the F512 M stands as its final, most distilled expression.

A car that, depending on your taste, is either the last true expression of a very particular Ferrari vibe, or the moment the brand cleared the stage for a new kind of performance.

The Crown Returns

Which brings us to now, and to Ferrari’s decision to place that name on a new kind of flagship. “Pinnacle”, “Outracing”, and an “Extreme character”. These are the terms that encapsulate the new 849.

It’s extreme in every way, taking what Ferrari has learnt from the F80, SF90, and other special models like the SP3, distilling it into one track-focused machine.

More importantly, it has that immeasurable quality that makes people care about Ferraris in the first place. Occasion.

Be smooth and decisive, and it becomes your personalised track weapon. It’s simply sensational, and it feels like the Italian marque has treated the name with respect. Not by trying to replicate a memory, but by creating a modern car that deserves the legend on its tail.

A Legendary Bloodline

If you step back, a Testarossa, in any era, is Ferrari saying: this one was never meant to be sensible.

It is meant to be memorable. It is meant to feel like an occasion, whether that occasion is a 1950s pit lane, an 1980s poster wall, a 1990s evolution of a legend, or a modern track day.

The redhead, it turns out, isn’t just paint.

Read more content at Burnpavement, or check out our latest videos on YouTube and on TikTok!

The post Testarossa: The Red-headed Legend appeared first on Burnpavement.

‘Supersports: FULL SEND’ is the most exhilarating and dynamic film ever released by Bentley, and shot entirely at Bentley’s campus and Dream Factory in Crewe, England with Travis Pastrana.

The Supersports’ combination of 666 PS, rear-wheel drive and a highly developed chassis and aerodynamics package unleashes a new level of performance ability for Bentley. To showcase the car’s agility, Pastrana worked with Bentley in September last year to create a gymkhana-type film within the grounds of Bentley’s factory, originally constructed in 1938 on Pyms Lane in Crewe.

Bentley’s own ‘Pymkhana’. Supersports: FULL SEND is a celebration of the new Supersports, Pastrana’s extraordinary precision and ability, and the Bentley factory itself.

Production of the new Supersports begins in Q4 2026 ahead of first deliveries at the start of 2027. In the meantime, catch the film here.

Read more content at Burnpavement, or check out our latest videos on YouTube and on TikTok!

The post Travis Pastrana and Bentley Debut ‘SUPERSPORTS: FULL SEND’ Montage appeared first on Burnpavement.

This year’s Singapore Motorshow 2026 featured a surprising amount of concepts and unique cars that were not quite available for sale to the general public. It marks a refreshing departure from previous years’ shows, which were sometimes perceived as simply a large-scale car sales event.

Here are some of the coolest cars that were not for sale that were on display at the Singapore Motorshow 2026.

Avatr 012

The Avatr 012 was actually on display during the brand’s launch here last year, and it has made another local appearance at this year’s Motorshow. 

Limited to just 700 units worldwide, the 012 is a collaboration with Kim Jones, a designer at fashion house Dior. It features custom ‘Liquid Silver’ paintwork, unique 21-inch wheels, and personalised engravings inside for each customer.

BMW Vision Neue Klass X

Essentially the concept form of the new iX3, the Vision Neue Klass X previews the future of the BMW. It features the brand’s new design language, as well as the futuristic Panoramic iDrive digital user experience concept.

BMW Skytop

Looking like a concept but actually a full-fledged production car the Skytop is a limited edition model that’s restricted to just 50 units worldwide, one of which has been allocated to Singapore.

Designed as a homage to the iconic BMW 3.0 CSL “Batmobile” from the 1970s, the Skytop is powered by a 4.4-litre V8 with 617bhp. And yes, in case you’re wondering, the sole unit for Singapore has already been spoken for.

Hongqi Guoli

Two of the three cars at Hongqi’s stand are not meant for sale in Singapore, and are there merely as a showcase to demonstrate what the brand is all about and its full capabilities.

Despite being hidden at the back of the stand, the Guoli is a car that boasts plenty of might and status, and is actually the official state limousine of the president of China, Xi Jinping. If you’ve ever wanted to imagine what it’s like to be a high-ranking Chinese official, take a seat inside the Guoli and you’ll probably get a good idea.

Hongqi Guoya

The Guoya is a slightly ‘lesser’ limousine, but it is no less impressive. It is probably the Chinese equivalent to the Bentley Flying Spur, with its sleeker styling, but its stature is as impressive as its brand stablemates. 

Like the Bentley, the Guoya comes with both 3.0-litre V6 and 4.0-litre V8 powerplant options, and it certainly feels as plush as a Bentley inside.

Hyptec SSR

The title of the fastest car in the world seems to be an arms race now between varying Chinese carmakers, and while the current record holder is the Yangwang U9, the Hyptec SSR certainly is a contender for the crown.

With an impressive 1,224bhp on tap, the SSR can apparently accelerate from 0-100km/h in a mind-blowing 1.9 seconds. For now though, the SSR can only contend with the record for fastest drift speed achieved by an electric vehicle, recorded at an incredible 213.525km/h.

Mercedes Concept AMG GT XX

Speaking of record-breaking supercars, another one on show is the Mercedes Concept AMG GT XX. The car is a holder of no less than 25 long distance records, including the longest distance covered by an electric car in 24 hours.

The feat was achieved by travelling 5,479km at an average speed of 300km/h, a mind-boggling record that took place on Italy’s Nardo circuit. The bright orange concept car at the show even comes speckled with the dirt garnered from the record-breaking attempt.

Xpeng P7

It might not look like it, but the P7 is actually a production car. Featuring ultra-sleek styling and advanced AI-powered technology, the P7 absolutely looks like a car from the future, perhaps one you’d expect to see on the roads in 2050.

There are currently no plans for right hand drive production of the P7, so don’t expect to see the P7 on our roads any time soon. The Motorshow might perhaps be the only chance you may get to be up close with the P7 outside of China.

Read more content at Burnpavement, or check out our latest videos on YouTube and on TikTok!

The post Cool Cars and Concepts You Cannot Buy at the Singapore Motorshow 2026 appeared first on Burnpavement.