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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There are faster ways to drive a Ferrari. There are more efficient ways too. But they aren’t as fun as a true manual gearbox.

Modern dual-clutch transmissions can swap ratios in milliseconds, never miss a gear and, if we’re being brutally honest, will almost always make the average driver look like a hero. 

They’re the reason today’s Ferraris accelerate with the sort of violence that would have seemed absurd just twenty years ago.

And yet, ask almost any Ferrari enthusiast to name their dream Prancing Horse, and chances are it won’t be one with paddle shifters. It’ll have three pedals.

With Ferrari recently unveiling the 12Cilindri Manuale, complete with its innovative Manuale by-wire system, the company has done something few thought possible: it has reopened the conversation about manual Ferraris.

Not by turning back the clock, but by reminding us why changing gears yourself has always been about far more than outright speed. Because a manual Ferrari offers an entirely different relationship between driver and machine.

Before Paddle Shifters Changed Everything

It’s easy to forget that, until the late 1990s, every Ferrari was manual.

The polished aluminium gate wasn’t designed as a styling exercise. It existed because that’s how you changed gear. The metallic *click-clack* that enthusiasts now romanticise was simply part of every journey.

Then Formula One innovations took over.

Ferrari began introducing electro-hydraulic paddle-shift gearboxes, first with the F355 F1 in 1997. At the time, it felt revolutionary. Suddenly, gear changes became quicker, more precise and undeniably more exciting.

By the time the dual-clutch transmission arrived with the California in 2008, the manual gearbox was living on borrowed time.

In 2012, Ferrari quietly closed the chapter, with the final manual Ferrari rolling out of Maranello. Or so we thought.

Why Manual Ferraris Became Legends

Interestingly, many of Ferrari’s most valuable classics weren’t designed to become collector’s items. They simply happened to be the last of their kind.

As the industry embraced automation, the traditional gated manual became increasingly rare. Scarcity drove values skywards, but rarity alone doesn’t explain the obsession; the real magic lies elsewhere.

Driving a manual Ferrari demands participation. You don’t simply point the car towards the horizon and bury the throttle. You listen. You anticipate. You balance the clutch, match the revs and choose exactly when to change gear.

Every successful shift feels earned. Miss one? The car lets you know. It is wonderfully, unapologetically human.

Five Ferraris That Defined The Manual Era

Ferrari 250 GTO (1962)

If there is a Mount Rushmore of Ferrari road cars, the 250 GTO undoubtedly belongs on it.

Built for homologation and competition, the GTO combined a glorious 3.0-litre Colombo V12 with a wonderfully mechanical five-speed manual gearbox. There were no electronic safety nets, no adaptive suspension and certainly no driving modes.

Just a steering wheel, three pedals and one of the greatest engines ever created.

Today, the 250 GTO is remembered not only for its racing pedigree but also for representing the purest expression of analogue Ferrari engineering.

Ferrari 365 GTB/4 “Daytona” (1968)

Long before the Testarossa became the poster child of Ferrari’s V12 grand tourers, there was the Daytona.

Its front-mounted 4.4-litre V12 produced 352bhp, enough to make it one of the fastest production cars of its era.

And it wasn’t merely the performance that made the Daytona memorable. It was the way you had to work for it.

The dog-leg five-speed manual gearbox rewarded deliberate, confident shifts. Combined with its long bonnet and sonorous V12, it remains one of the defining Ferrari grand tourers ever built.

Interestingly, the newly unveiled 12Cilindri Manuale even pays tribute to the Daytona through subtle styling references, including pinstripe detailing inspired by the original 365 GTB/4. 

Ferrari F40 (1987)

If any Ferrari embodies the phrase “driver’s car”, it is surely the F40.

Twin-turbocharged.
No power steering.
No ABS.
No traction control.

And, thankfully, no automatic gearbox.

The heavy clutch and uncompromising five-speed manual demanded commitment. At low speeds, it could feel almost agricultural. Once the turbos came alive, however, the entire experience transformed into controlled chaos.

Would it be faster with a modern dual-clutch gearbox? Undoubtedly.
Would it be better? Absolutely not.

Ferrari F50 (1995)

Where the F40 felt like a racing car adapted for the road, the F50 barely bothered with the adaptation.

Its naturally aspirated 4.7-litre V12 was derived directly from Ferrari’s Formula One programme, screaming to over 8,000rpm. Crucially, it was paired exclusively with a six-speed gated manual.

No paddle shifts. No shortcuts. Just one of the greatest powertrains Ferrari has ever assembled.

It may very well kill you, but even today, many collectors regard the F50 as the final truly analogue Ferrari hypercar.

Ferrari 599 GTB Fiorano Manual (2006)

This is perhaps the most fascinating Ferrari on the list.

By 2006, almost every buyer wanted the F1 paddle-shift transmission. Manuals had become deeply unfashionable.

Ferrari nevertheless continued offering one. Only around 30 manual-equipped 599 GTBs are believed to have been built worldwide, instantly making them among the rarest modern Ferraris ever produced.

Ironically, the gearbox that buyers once ignored has now become the very reason collectors are willing to pay extraordinary premiums.

Sometimes history has an amusing sense of humour.

The Last Of The Breed

The Ferrari California is often remembered as the company’s first dual-clutch model. What many forget is that it was also briefly available with a manual gearbox.

Hardly anyone bought it. Production numbers are believed to be in the single digits. Shame.

Similarly, the 599, 612 Scaglietti and 575M all offered manuals during a period when customers overwhelmingly preferred paddle shifters.

At the time, Ferrari’s decision to discontinue manual gearboxes felt inevitable. Demand had simply disappeared.

The 12Cilindri Manuale Brings Back Faith

Which brings us back to today.

The Ferrari 12Cilindri Manuale is acknowledging something enthusiasts have understood all along: that driving enjoyment cannot always be measured in tenths of a second.

Ferrari’s new Manuale by-wire system is an intriguing compromise. It retains the speed and precision of the company’s eight-speed dual-clutch transmission while recreating the physical interaction of a traditional manual through a gear lever and clutch pedal.

It’s not nostalgia for nostalgia’s sake, but technology being used to preserve an experience that many feared had disappeared forever. 

Will purists argue that nothing can replace a truly mechanical gearbox? Almost certainly. They’re probably right. But perhaps they can’t see the forest for the trees.

The real victory isn’t that Ferrari has built another manual. It’s that the company still believes the act of changing gear yourself is worth celebrating.

The fact that they even bothered to go to the extremes to engineer a slush box that is compatible with their DCT system deserves its own credit.

Sometimes, the greatest luxury isn’t having the car do everything for you. It’s being allowed to do it yourself.

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“When will the manual gearbox return?”

For the longest time, the answer has always been the same. Faster lap times, quicker gear changes and modern performance demands meant Ferrari’s dual-clutch transmission had become the natural evolution of the marque.

The manual gearbox, while romantic, was simply no longer the quickest way around a circuit.

But, driving a Ferrari has never been a purely objective exercise. It is meant to involve emotion, effort and occasion.

And that is precisely what the 12Cilindri Manuale wants to bring back. 

With the unveiling of the Ferrari 12Cilindri Manuale, Maranello has answered those calls. Not by reviving an old six-speed gearbox, but by reimagining what a manual Ferrari can be in the modern era.

Limited to just 1,499 examples worldwide, the 12Cilindri Manuale pairs Ferrari’s glorious naturally aspirated 6.5-litre V12 with an entirely new Manuale by-wire system, bringing back the ritual of changing gears while retaining the engineering sophistication of the brand’s acclaimed eight-speed dual-clutch transmission. 

Bringing Back The Human Element

The 12Cilindri Manuale has not been created to chase faster acceleration figures or Nürburgring lap records. Ferrari already knows how to do that. Instead, this car has been designed to reconnect the driver with the machine.

Its new Manuale by-wire system introduces two familiar elements that many thought had disappeared from Ferrari forever: a gear lever and a clutch pedal.

Together, they recreate the physical involvement of a manual transmission, while the eight-speed dual-clutch gearbox underneath continues to handle the complex mechanical work behind the scenes.

The result is a driving experience that feels wonderfully analogue without abandoning the precision expected of a modern Ferrari.

Every movement of the aluminium gear lever has been carefully engineered to deliver the resistance, clicks, and mechanical feedback enthusiasts associate with classic Ferrari manual gearboxes. Even the clinking sound of the lever moving through the iconic open-gate shift pattern has been tuned to reinforce the sensation that something mechanical is happening beneath your hand. 

The clutch pedal has received equal attention. Rather than acting as a simple electronic switch, it has been calibrated to reproduce the progressive weight and travel of a conventional clutch. Get the timing right, and every shift feels smooth and rewarding.

Mistime it, however, and the system responds just as an old-school manual would, with a slight jolt, a hesitant gear engagement or even the possibility of stalling the engine. Where electronics often remove imperfections from the driving experience, Ferrari has deliberately chosen to preserve them.

Built Around A Magnificent V12

If there was ever an engine suited to a manual transmission, Ferrari’s naturally aspirated V12 is surely it.

The familiar 6.5-litre unit continues unchanged, producing 830CV and 678Nm of torque while revving to a breathtaking 9,500rpm. Performance remains every bit as astonishing as the standard 12Cilindri, with 0-100km/h dispatched in just 2.9 seconds before continuing to a top speed of over 340km/h. 

More importantly, the engine’s wonderfully linear power delivery makes it the ideal companion for the new Manuale system.

Unlike turbocharged engines that deliver a sudden surge of torque, Ferrari’s V12 rewards drivers who explore the upper reaches of the rev counter. It is an engine that encourages involvement rather than simply overwhelming the rear tyres with brute force.

Ferrari has also retained the option of automatic driving. When traffic conditions demand a more relaxed approach, the Manuale system can seamlessly hand control back to the dual-clutch transmission, allowing the car to function much like any modern grand tourer. 

Familiar Heritage, Modern Interpretation

Inside the cabin, Ferrari has wisely resisted the temptation to turn the Manuale into a retro exercise.

The centre console, gear selector and iconic metal shift gate draw clear inspiration from the marque’s classic manual Ferraris, yet they have been integrated into the contemporary interior architecture of the 12Cilindri.

The aluminium gear knob displays the traditional six-speed shift pattern, while the sculpted gate once again becomes the focal point of the cabin. It is a tiny detail, but one likely to become the first thing every driver reaches for upon opening the door. 

Beyond the manual controls, the car receives a dedicated Tailor Made specification that distinguishes it from the standard 12Cilindri.

Unique forged wheels, engraved Manuale side badges, a monochrome Ferrari shield, bespoke interior trims and subtle styling references to the legendary Ferrari 365 GTB/4 reinforce its status as a special series rather than merely another variant. 

The production run of 1,499 units is equally symbolic, referencing the 1.5-litre displacement of Ferrari’s very first V12 engine from 1947. 

More Than A Manual Gearbox

The most remarkable aspect of the 12Cilindri Manuale is what it represents. This is not Ferrari abandoning technology in favour of nostalgia. Quite the opposite.

The Manuale by-wire system exists because modern electronics have become sophisticated enough to recreate the physical sensations that drivers once enjoyed through purely mechanical means. Ferrari has effectively used technology to make the driving experience feel less digital.

The Ferrari 12Cilindri Manuale’s objective is to make every journey more involving, every gear change more deliberate, and every drive more memorable.

Present-day performance figures continue to climb, and while software increasingly dictates how cars behave, Ferrari has reminded us that some of the greatest driving pleasures still come from the simple act of changing gears yourself.

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For the first time since 1962, a Bentley sedan adopts a single-headlamp arrangement, bringing the Flying Spur into line with the latest Continental GT family.

The front is now cleaner and more modern, while still retaining the unmistakable Bentley presence that has defined the model for generations.

The radiator grille has been integrated more seamlessly into the front bumper, while the traditional wing vent detail has been replaced with a smoother front wing design.

At the rear, Bentley has introduced a redesigned boot lid, new lamp signatures and a body-coloured number plate surround, creating a more cohesive appearance. New 22-inch wheel finishes complete the updates.

While the standard Flying Spur continues to prioritise refinement and luxury, Bentley has once again catered to customers who enjoy taking the wheel themselves.

The Flying Spur S returns to the range as the most powerful S-badged Flying Spur ever produced.

Powered by Bentley’s High Performance Hybrid powertrain, it develops 680PS and 930Nm of torque, nearly 20 per cent more power than the previous Flying Spur S. The result is a 0-100km/h sprint of just 3.7 seconds and a top speed of 307km/h.

The Flying Spur S also gains Bentley’s Performance Active Chassis, previously reserved for Speed and Mulliner models.

This sophisticated setup combines Active All-Wheel Drive, torque vectoring, twin-valve dampers, Bentley Dynamic Ride active anti-roll technology and, for the first time on a Flying Spur S, an electronic limited-slip differential.

Visually, the S model distinguishes itself through Bentley’s Blackline Specification, featuring gloss black grille elements, black Bentley badging, dark-tinted lighting elements and sports exhaust finishers.

It is a more purposeful interpretation of the Flying Spur, aimed squarely at those who appreciate performance as much as luxury.

Performance may grab headlines, but craftsmanship remains the cornerstone of every Bentley.

Inside, customers can now choose from five different seat styles, each requiring around 12 hours of handcraftsmanship. Available with fluted or advanced quilted inserts, the seats showcase the attention to detail that continues to define Bentley’s interiors.

Bentley has also expanded the availability of its Virtuoso Collection, previously reserved for the brand’s most exclusive models.

The collection combines carefully selected materials, bespoke embroidery and Champagne Gold detailing inspired by fine musical craftsmanship.

Available in three themes (Soprano, Tenor and Bass), the collection ranges from bright and elegant interiors to darker, more dramatic configurations.

Champagne Gold accents extend throughout the cabin and exterior, appearing on badges, exhaust finishers and even the vehicle key itself.

A new exterior paint finish called Dark Teal also joins the palette. The sophisticated blue-green metallic shade adds another layer of personalisation for customers seeking something distinctive yet understated.

One of the more intriguing additions to the Flying Spur range is aimed not at drivers, but at music lovers.

Originally developed for the coachbuilt Bentley Batur, the Naim for Mulliner audio system now becomes available through the Virtuoso Collection.

The system features 21 speakers and incorporates technology derived from Focal’s flagship Grand Utopia loudspeakers, including patented ‘M’ cone designs for enhanced rigidity, detail and sound dispersion.

As production prepares to begin at Bentley’s home in Crewe, the latest Flying Spur continues a tradition that stretches back decades: combining grand touring comfort with remarkable performance in a package that remains unmistakably Bentley.

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It’s called the Luce, and whether you like the idea or not, it represents one of the biggest moments in Ferrari’s modern history.

Not because it’s another fast Ferrari. Maranello has been building those for decades. This is significant because it asks a question that enthusiasts have been arguing about ever since electrification became inevitable.

Well, here it is.

Can a Ferrari still feel like a Ferrari without an engine? Ferrari certainly seems to think so.

Unveiled in Rome, the Luce is not being positioned as a replacement for Ferrari’s V8s, V12s, or hybrid models. Instead, it as an expansion of the range and part of a broader multi-energy strategy. In other words, if you still want a screaming naturally aspirated V12, Ferrari isn’t taking it away from you. At least not yet.

What the Luce does introduce, however, is something entirely new.

Built on a dedicated electric platform, the Luce is powered by four electric motors producing a combined 1,050cv. That translates into a claimed 0-100km/h sprint of 2.5 seconds, a top speed exceeding 310km/h, and a driving range of more than 530 kilometres.

Those numbers are suitably ridiculous, but then again, this is Ferrari. If the company launched a car that wasn’t obscenely quick, we’d probably be more surprised.

Unlike many manufacturers that source large portions of their electric drivetrains from suppliers, Ferrari has developed the key components itself.

The motors, battery pack, control systems and software have all been engineered in-house, resulting in more than 60 patents associated with the project.

The design is equally unconventional.

Rather than relying solely on Ferrari’s own design studio, the company partnered with LoveFrom, the creative collective founded by Sir Jony Ive and Marc Newson. The result is a car that looks unlike any Ferrari before it.

There are four doors. Five seats. A huge glasshouse. And enough interior space to make a Purosangue owner raise an eyebrow.

If that sounds sacrilegious, remember that people said similar things about the FF, the GTC4Lusso and, more recently, the Purosangue. Ferrari has a habit of upsetting purists before quietly proving them wrong.

Perhaps the most interesting challenge wasn’t performance or design, but sound.

After all, Ferraris are supposed to sound magnificent. It’s part of the experience. Nobody hangs a poster of a Ferrari on their bedroom wall because of its charging speed.

Rather than creating an artificial soundtrack piped through speakers, the company has developed a system that amplifies the natural mechanical sounds generated by the electric motors and drivetrain.

The idea is not to imitate a V12, but to create a new acoustic identity that remains authentic to the machine underneath. Whether that succeeds in practice remains to be seen.

What cannot be denied is the sheer ambition of the project. Ferrari could have built an electric car that simply followed the industry trend. Instead, it appears to have approached the challenge the same way it approaches everything else: by attempting to do it differently from everyone else.

As Ferrari Chairman John Elkann put it, “With Ferrari Luce, we are once again redefining the limits of what is possible.”

Because love it or hate it, the Luce isn’t just Ferrari’s first electric car. It may well be the most important Ferrari launched this decade.

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The showcase was hosted in collaboration with Wearnes Automotive, marking another step in Zenvo’s global expansion efforts ahead of the model’s production launch.

While the Republic remains one of the world’s most challenging markets in which to own a car, it also boasts a highly knowledgeable community of collectors and enthusiasts with an appreciation for rare and exclusive machinery.

The Singapore event forms part of Zenvo’s broader international engagement programme.

The company has already showcased the Aurora in key markets including Montreal, Nashville and New York, as it continues introducing the hypercar to prospective customers around the world ahead of production.

“Singapore is an important market for Zenvo, with a highly knowledgeable community of collectors and enthusiasts who appreciate rare, highly engineered automobiles. We are pleased to introduce Aurora here with the support of Wearnes Automotive, whose reputation, experience, and understanding of the luxury automotive customer make them a natural partner for this preview.”

Jens Sverdrup, Executive Chairman of Zenvo Automotive

At the heart of the Aurora is a newly developed 6.6-litre quad-turbocharged V12 engine, developed in partnership with MAHLE Powertrain. The powerplant produces 1,250bhp on its own and revs to an impressive 9,800rpm. Working alongside a lightweight triple electric motor system, total output rises to as much as 1,850bhp.

The Aurora will be offered in two distinct variants. The Agil is the lighter, more track-focused interpretation, delivering 1,450bhp while remaining road legal.

Buyers seeking a more grand touring experience can opt for the Tur, which develops the full 1,850bhp and is designed to combine outright performance with long-distance usability.

“For 120 years, Wearnes has represented premium and luxury automotive marques in Singapore and across Asia. We are proud to support Zenvo Automotive as Aurora is introduced to Singapore.”

Sebastian Tan, General Manager of Wearnes Automotive

Like all Zenvo models, the Aurora will be designed, engineered, and hand-assembled in Denmark. Production will be strictly limited, with only 100 examples planned globally. First customer deliveries are expected in the second half of 2027.

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The all-new Porsche 911 Turbo S has arrived in Singapore, following an event held at an exclusive villa, which Porsche Singapore dubbed the House of Turbo, at Raffles Sentosa Singapore on 21 May.

The latest 911 Turbo S is the most powerful production Porsche 911 ever, featuring a 3.6-litre flat-six engine paired with Porsche’s T-Hybrid technology and incorporating two turbos.

This gives the car a total power output of a staggering 711bhp and 800Nm of torque, allowing it to rocket from 0-100km/h in just 2.5 seconds, 0-200km/h in 8.4 seconds, and go on to a top speed of 322km/h.

The T-Hybrid technology, which was first seen in the 911 Carrera GTS, has been boosted by 60bhp in the Turbo S. But it also bolsters the car’s performance in other ways too, with the dual eTurbos offering enhanced responsiveness by delivering near-instant power delivery on tap.

Other performance upgrades include 325/30 ZR 21 tyres at the rear, which are 10mm wider than the outgoing Turbo S model, as well as the upgraded Porsche Ceramic Composite Brakes (PCCB), which gets new pads and bigger 420mm rotors in front and 410mm rotors at the rear, making them the largest ever fitted on a two-door Porsche.

There is also the new electro-hydraulically controlled Porsche Dynamic Chassis Control (ehPDCC), which minimises roll and sharpens handling agility when cornering.

At the same time, it also improves driving comfort, thanks to its advanced cross-connected, active coupling rods that helps to keep the car balanced and predictable.

Externally, the 911 Turbo S features a whole host of aerodynamic features designed to optimise performance.

These include the active cooling air flaps on either side of the front bumper, an active front diffuser with a retractable front spoiler lip, as well as the classic adjustable rear wing spoiler, all of which help to offer the desired amount of drag or lift depending on what the driver requires.

Porsche calls the 911 Turbo S a ‘Swiss Army knife’, capable of delivering extreme track performance, long distance driving comfort, and everyday usability. The latest version is priced at $1,273,088 without COE, but just five units have been allocated to Singapore, all of which have already been spoken for.

Story by: Ben Chia

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Audi has taken its smallest RS model and given it a nip, a tuck, and a dash of Nürburgring black magic.

It’s still the same four-door hooligan we’ve grown to love, but now it’s angrier, pointier, and, dare I say, finally embracing its inner madman while still remembering to say “please” and “thank you” at the lights.

Facelift, Not a Face-Off

From a distance, you’d be forgiven for thinking not much has changed. The oval exhausts are still there like twin howitzers tucked neatly under its rear, and the silhouette is as taut as ever. 

Audi fiddled with the front and rear bumpers, introduced more gloss black than a K-pop comeback stage, and sharpened the lights to give it an even more aggressive snarl. There’s even a central vertical reflector now, which Audi claims is part of the new “RS DNA”. Presumably, that DNA also enjoys setting lap records.

City Slicker, Country Brawler

Around town, the RS3 is remarkably well-mannered. In Comfort mode, the adaptive suspension soaks up bumps with the sort of grace that belies its 3.8-second century sprint time.

Yes, it’s firm. Yes, it reminds you that it’s wearing sporty boots. But it never feels punishing. In fact, it’s arguably more composed than some mass-market hatches.

Out of town, though, is where it flips the switch. The Jekyll-and-Hyde transformation is immediate;  flick it into Dynamic or RS Performance mode and the RS3 becomes delightfully unhinged.

Steering sharpens, the quattro system tightens its grip, and the engine, that glorious five-pot, sings a battle hymn straight from Ingolstadt’s playbook.

The Engine That Time Forgot

Audi’s 2.5-litre turbocharged five-cylinder is a masterpiece. It doesn’t roar so much as it howls a rasping, layered growl that feels alive in your hands. There’s character here, the kind of mechanical theatre you don’t get with four-cylinder rivals. The AMG A45 S might be faster on paper, but the RS3 feels like it’s working with you, not just beneath you.

Sure, the seven-speed S tronic can be caught napping if you surprise it. But take control with the paddles, and it responds like a well-trained sparring partner.

The torque is relentless. The confidence, reassuring. And the soundtrack? Spine-tingling.

The RS3 also comes with a torque splitter. It sounds like a Marvel villain, but it’s actually the secret sauce behind the RS3’s newfound agility. Essentially, it allows the rear axle to individually control torque to either wheel, meaning you can shift up to 50% of power side to side. Less understeer, more tail-wagging fun.

Audi’s even fitted a drift mode. In the pre-facelift RS3, this was more novelty than necessity. Now, however, the system feels more intuitive, more natural. You can coax the rear end out without summoning a flash flood of warning lights. It’s still a compact saloon, but it dances with the confidence of something wearing Italian shoes.

Grown-Up Goth

Step inside, and the RS3’s interior is largely business as usual, with a few helpful upgrades. The 12.3-inch Virtual Cockpit remains the digital pièce de résistance, now offering torque split readouts, g-meters, and enough telemetry to rival an F1 garage.

Audi’s infotainment interface, while still neat and responsive, is starting to feel its age. The 10.1-inch screen does its job, but it won’t make your passenger gasp. Still, Apple CarPlay and Android Auto are standard, and thankfully, Audi’s kept the physical climate controls, proof they haven’t completely lost the plot.

Materials are plush, as expected. Nappa leather comes standard, with an option for eco-conscious Dinamica microfibre or full RS bucket seats if you feel like pretending every drive is a qualifying lap.

Rear passenger space is neither palatial nor pinched. Boot space takes a 50-litre hit compared to the previous generation thanks to the torque splitter hardware, but unless you’re planning a trip to IKEA or smuggling home gym equipment, the 282 litres in the Sportback should do just fine.

Mad, But Methodical

The 2025 Audi RS3 is a car that’s finally found peace with its identity. It no longer tries to out-AMG the AMG, nor does it pretend to be a BMW M2 with four doors. It’s its own thing now, a blend of surgical German precision and just the right splash of lunacy.

It’s fast. It’s sharp. It’s clever. And most importantly, it’s fun. A confident, capable compact warrior with a soundtrack to match. More of this, please, Audi.

Technical Specifications

Audi RS3

Engine: 2.5-litre in-line 5, Turbocharged
Drivetrain: All-Wheel Drive
Power: 394 bhp
Torque: 500 Nm
Gearbox: 7-Speed S Tronic
0-100km/h: 3.8 seconds (claimed)
Top Speed: 250 km/h
Fuel Tank Capacity: 55 litres 
Fuel Economy: 10.2 km/litre (claimed)
Price: S$400,999 with COE (accurate at the time of this article)

Photo Credits: Sean Loo (@auto.driven)

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This is, after all, the direct heir to the 812 Superfast and F12 Berlinetta, a front-engined Grand Tourer that traces its DNA back to a time when Enzo himself was still charming royalty into buying road cars to bankroll his racing ambitions.

He once said, “The 12-cylinder will always be the original Ferrari.” This, then, is no derivation. It’s doctrine. But before you dismiss it as more of the same, let me stop you right there.

The New Classic

The formula is familiar; long bonnet, rear-driven, naturally aspirated V12. But this one’s brewed differently. It’s not just an apex predator on the autostrada, but a more considered, cultured animal.

Ferrari says the 12Cilindri offers a wider “bandwidth” where comfort and design play as large a role as outright savagery. That said, its looks might stir a debate or three.

Designed under the watchful eye of Flavio Manzoni, the 12Cilindri blends geometry with nostalgia. The horizontal blade-like nose is a cheeky nod to the Daytona 365 GTB/4, while the rear, with its delta-shaped glass, active aero flaps, and oblong exhausts, is… complex. If the front is Michelangelo, the rear’s a little bit Picasso.

But like many great Ferraris, photos don’t do it justice. In person, it exudes a kind of unapologetic confidence. And when the colossal front clamshell (or cofango, if you’re fancy) tilts forward to reveal that glorious V12, it’s more a Renaissance fresco.

Still Gloriously Unplugged

819bhp. 9,500rpm redline. 0-100km/h in 2.9 seconds. And no hybrid. No turbos. No electric afterthoughts. Just pure, mechanical theatre.

The V12 is largely inherited from the 812 Competizione, albeit with lighter pistons, titanium conrods, and an even livelier crankshaft. And despite all the emissions constraints Ferrari now has to dance around, it still sounds like thunder whispering through a cathedral.

Variable torque mapping ensures that even in third and fourth gear, the engine delivers a deep, satisfying shove without being needlessly brutish. And with 80 per cent of torque on tap from just 2,500rpm, it’s shockingly tractable.

At 90km/h in eighth gear, it’s barely ticking over at 1,600rpm. Silky smooth, like sipping wine on a Sunday afternoon.

The Chassis That Dances

Ferrari didn’t stop at the powerplant. The chassis is all-new, 15 per cent stiffer, and more recyclable than before thanks to fewer castings and clever metallurgy. The wheelbase is 20mm shorter than the 812’s, and NVH levels have been given the spa treatment. Even the A- and C-pillars are tougher now.

Aerodynamically, it’s a rolling masterclass. Vortex generators direct airflow, active flaps at the rear deploy at precisely the right moment (between 60 and 300km/h), and the underbody keeps things cool while generating downforce. All without needing a massive rear wing. This is a GT, remember?

Grace Under Pressure

From the moment you climb aboard, the 12Cilindri feels… different. Calmer. Less like an excitable greyhound, more like a panther pacing under control. It passes the all-important “first 50-metre test” with aplomb, unlike older Ferraris, which sometimes needed a firm hand and a prayer.

The nose stretches out towards another postal code, but the prominent front wings help you place it. And once up to speed, the car delivers uncanny composure. The magnetorheological dampers (read that twice) iron out road imperfections so well you’d think you were floating. Even on 21-inch wheels.

And When The Road Clears…

Flick the manettino into Race mode, and the 12Cilindri sharpens up like a knife on whetstone. The steering, which is less twitchy than before, comes alive with confidence. It’s not as manic as the F12tdf or 812 Comp, but it’s just as capable when you decide to play.

Behind the scenes, Ferrari’s latest suite of driving tech (Side Slip Control v8.0, Virtual Short Wheelbase 3.0, and active rear-wheel steering) work in harmony like an Formula 1 pit crew. The car pivots around you with uncanny grace, never overstepping unless you invite it to. The brake-by-wire system, featuring 398mm front and 360mm rear carbon-ceramic discs, offers brilliant modulation too.

Inside the Command Centre

The cockpit is typically Ferrari, equal parts spaceship and sculpture. You sit low, with just the right view out.

A new 15.6-inch display manages your essentials with crisp, lag-free graphics, controlled by a thumb pad that no longer requires a degree in aerospace engineering to master.

Apple CarPlay and Android Auto? Present. Sat-nav? Ferrari says you’ll use your phone anyway. A 10.2-inch central screen handles climate and media, while the passenger gets a dedicated display (which, oddly, is still a near S$7,000 option).

The seats are supportive, though lumbar adjust could be better. Ventilated massage seats are available for S$15,000. Picking those won’t grant you those nice carbon bucket seats.

There’s even thoughtful storage around the cabin, and a tinted panoramic roof is standard on the coupé. But if you prefer your twelve-cylinder opera al fresco, there’s a Spider variant available from day one.

Maranello’s Magnum Opus?

The Ferrari 12Cilindri is the Ferrari for those who understand that true luxury is measured not just in power or pace, but in restraint. In nuance. In the feeling that you’re driving a culmination of history, craftsmanship, and stubborn, glorious defiance of the hybrid tide.

It may not shout as loudly as the 812, but it sings with far more grace. It’s more usable, more comfortable, and more complete.

Yes, there will be a crazier, track-bred version eventually. There always is. But this? This is the V12 Ferrari you buy to chase sunsets.

And honestly? That might just be the most romantic thing about it.

Technical Specifications

Ferrari 12Cilindri

Engine: 6.5-Litre V12
Drivetrain: Rear-Wheel Drive
Power: 819 bhp
Torque: 678 Nm
Gearbox: 8-speed (A) F1 DCT
0-100km/h: 2.9 seconds (claimed)
Top Speed: 340 km/h
Fuel Tank Capacity: 92 Litres
Fuel Economy: Do you really need to know this?
Price: S$1,885,040 without COE (accurate at the time of this article)

Photo Credits: Sean Loo (@auto.driven)

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Sepang International Circuit isn’t exactly your average weekend hangout spot, unless you’re the sort who enjoys the sound of V10s echoing off the grandstands and the smell of roasted rubber in the air.

I was there for Round 5 of the Lamborghini Super Trofeo Asia series, soaking in the spectacle of purpose-built race cars slashing through apexes with all the subtlety of a chainsaw in a violin quartet.

But, as exhilarating as the track battles were, the real surprise came in the form of an electrified beast waiting quietly in the wings, the Lamborghini Urus SE. And unlike most luxury SUVs that spend their lives parked outside cafes, this one was about to get properly dirty.

Over the course of a day that would’ve made most supercar owners wince, we wrung the Urus SE through three curated challenges.

Welcome to the Mind-Bending World of the Urus SE

From the outside, the Urus SE still looks like a Lamborghini should: aggressive, chiselled, and vaguely unhinged.

Beneath the familiar silhouette lies a new heartbeat: a 4.0-litre twin-turbocharged V8 paired with an electric motor, giving you a grand total of 789 bhp and 946 Nm of torque. That’s enough to slingshot this Super SUV from 0–100 km/h in just 3.4 seconds, which is approximately the time it takes you to blink twice and regret not bracing harder.

But power is only half the story. This is a Lamborghini with multiple personalities, courtesy of a labyrinthine drive mode system that would confuse even Maverick from Top Gun. One controller gives you six terrain and road modes: Strada, Sport, Corsa for road; Sabbia (sand), Terra (gravel), and Neve (snow) for off-road. A second controller lets you toggle between EV, Hybrid, Performance, and Recharge modes.

Switching between them isn’t instantaneous; you have to cycle through each like a confused barista looking for the oat milk setting on an espresso machine. But once you find the right combination, the Urus SE transforms with alarming clarity.

Skid Control with Supercar Drama

The skidpan was our first dance, and what a chaotic ballet it was. Most SUVs on a low-grip surface either plough straight or spin like an office chair on a tile floor. Not this one.

In Terra mode, the Urus SE surprised us with how easily it held a slide, helped by its new electronically controlled clutch and torque vectoring system. With the ESC off, the algorithms didn’t hesitate to think: “Ah, drift time.” You could initiate with a Scandinavian flick and exit sideways in a manner that would make Walter Röhrl smirk.

It’s uncanny. You’re reminded constantly that this thing weighs over two tonnes, and yet, it dances. The steering is responsive, the body control taut, and the 48V anti-roll system helps it feel smaller than it really is. Most cars give you a warning before they let go, this one gives you a wink and tells you to go harder.

Off the Paved Path and Into Terra

Next up was the sand and gravel course, a short but challenging loop designed to test the Urus SE’s off-road credibility. With Terra mode engaged, the car took on an entirely different character.

The throttle response became more measured, suspension softened just enough to soak up ruts, and the AWD system sent torque to wherever traction could be found. It clawed its way up steep inclines, bounded over undulations, and kept composure through uneven terrain.

Let’s be honest: very few owners will ever take their Urus off-road. But it’s nice to know that if you ever find yourself late for a Michelin-starred dinner in the Moroccan desert, the SE won’t let you down.

Sepang Hot Laps: Supercar Credentials, Confirmed

We concluded the exciting day with hot laps around Sepang. Here, the Urus SE was finally allowed to stretch its legs, and stretch it did.

In Corsa mode, everything sharpens. The throttle becomes twitchier, gear changes from the 8-speed ’box come with a satisfying thump, and the V8 roars with an unmistakable Italian snarl, even as the electric motor subtly fills in the gaps. The brakes (440mm carbon ceramics up front) bit hard and clean. Even regen is managed well, never feeling intrusive.

Four-wheel steering helps you carve into corners more confidently, and the bespoke Pirelli P Zero rubber grips with purpose. Despite its girth, the Urus SE never felt out of depth. It was composed. A true Lamborghini, just… taller.

Have Your Gelato and Eat It Too

The Lamborghini Urus SE is a revelation. It proves that electrification doesn’t have to mean sanitisation. Instead, it adds another layer of personality to an already charismatic machine.

Whether you’re power-sliding on a skidpan, bouncing through a gravel path, or hurtling down the main straight of Sepang at warp speed, the Urus SE delivers on every front. It’s a Swiss Army knife wrapped in raging bull skin.

And if this is Lamborghini’s future with electrification, consider us thoroughly charged up.

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