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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Introduced in 1966, its combination of dramatic styling, a mid-mounted V12 and extraordinary performance helped establish what would eventually become the modern supercar formula.

Six decades later, Lamborghini is returning to that landmark moment with the Revuelto Miura 60° Homage, a limited-production special series based on its current V12 flagship.

Just 99 examples will be produced through Lamborghini’s Ad Personam personalisation programme in collaboration with Centro Stile. The model will make its public debut at Lamborghini Lounge Monterey during Monterey Car Week.

Where The Supercar Story Began

When the Miura appeared in 1966, placing a large V12 behind the occupants of a road-going performance car was still decidedly unconventional. It helped turn that arrangement into the blueprint for generations of exotic machinery that followed.

Its styling was equally significant. Low, delicate and impossibly exotic, the Miura looked unlike almost anything else on the road. In its most powerful specification, it produced 385CV and was capable of exceeding 290km/h – formidable figures for the 1960s.

It became one of the defining automotive designs of its era and, more importantly, established an identity that Lamborghini has spent the subsequent six decades evolving.

Old Meets Very, Very New

The Revuelto Miura 60° Homage does not attempt to recreate the original car. That would be rather difficult when the modern machine beneath it produces more than twice the power and has three electric motors helping its V12.

Instead, Lamborghini has taken recognisable elements from the Miura and reinterpreted them around the considerably more angular form of the Revuelto.

“With the Revuelto Miura 60° Homage, we wanted to create a special series capable of celebrating a milestone in our history through an exclusive interpretation of our V12 HPEV super sports car.”

Stephan Winkelmann, Chairman and CEO of Automobili Lamborghini.

It is effectively a conversation between two very different generations of Lamborghini. One established the mid-engined V12 supercar formula; the other is attempting to carry it into an electrified age.

Nine Colours From Lamborghini’s Past

Naturally, colour plays a considerable role.

Customers can choose from nine exterior colours inspired by shades historically available on the Miura: Rosso Arancio, Arancio, Giallo, Verde Scandal, Verde Metallic, Blu Tahiti, Blu Notte, Nero Noctis and Bianco Monocerus.

Two dedicated liveries have also been developed around one of the Miura’s most recognisable styling treatments; contrasting lower bodywork.

The first combines Oro Elios with Altanero Shiny Gold wheels, while the second uses Grigio Nimbus together with Altanero Matt Titanium Diamond wheels. Both configurations reference colour combinations that helped give the original Miura its distinctive visual character.

A dedicated Miura 60 logo sits above the Revuelto script near the rear wheel arch, while the Lamborghini lettering at the rear is finished in gloss black as another reference to the original. Gloss black brake callipers and matt black exhaust outlets complete the exterior treatment.

Lamborghini has resisted simply applying a few badges to the cabin and calling it a day.

The seats receive a Classica Trim treatment inspired by the distinctive ‘cannelloni’ upholstery pattern of the Miura. Leather extends across the centre tunnel, door panels and rear bulkhead, while dedicated ‘Miura 60’ embroidery is positioned between the seats.

Each car also receives its own carbon-fibre plaque carrying the inscription “Miura 60° – Serie Speciale 1 di 99”, marking its place within the limited production run.

Those fortunate enough to have an original sitting in the garage can work with Lamborghini’s Ad Personam division to recreate its original colour combination on their Revuelto, even if that particular specification falls outside the nine proposed colours.

Long Live The Miura

Anniversary editions can sometimes amount to little more than commemorative badges, special paint and a convenient reason to revisit the options catalogue. The Lamborghini Revuelto Miura 60° Homage carries rather more significance because of what sits at either end of its 60-year timeline.

The Miura helped establish Lamborghini’s reputation for building outrageous V12 supercars. The Revuelto represents the company’s attempt to preserve that tradition while adapting it for an increasingly electrified future.

They are separated by six decades of engineering, vastly different technology and roughly 630CV. Yet there remains a clear thread connecting them: dramatic design, a V12 sitting behind the occupants and a stubborn determination to make the automobile feel like something more than mere transportation.

Only 99 examples of the Revuelto Miura 60° Homage will be built. For one of the cars that helped create the supercar as we know it, 60 years is certainly worth celebrating.

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Positioned above the standard Vantage, the new S becomes the most focused version of the current model to date. It follows a familiar Aston Martin formula: take an already potent sports car, sharpen its responses and add just enough visual distinction to tell those in the know that this is something rather more serious.

More Power From The Familiar V8

At the heart of the Vantage S remains Aston Martin’s 4.0-litre twin-turbocharged V8, now producing 680PS and 800Nm of torque. That allows the Vantage S to accelerate from 0-100km/h in 3.4 seconds before continuing to a top speed of 325km/h.

Aston Martin has also recalibrated the steering, suspension and throttle mapping, alongside introducing model-specific chassis enhancements intended to make the car more agile and responsive. A revised throttle pedal calibration has also been introduced to provide greater feel and precision under acceleration.

An Even Sharper Vantage

The latest Vantage already represented a considerable step forward for Aston Martin’s entry-level sports car, combining substantially increased performance with a more sophisticated chassis. The S takes that foundation and turns the wick up another notch.

According to Aston Martin, the changes have been developed to provide greater agility, driver engagement and refinement without fundamentally changing the character of the car. In other words, this is not intended to be an uncompromising track special. It remains a Vantage first, albeit one with a slightly sharper edge.

“Vantage has always represented the purest expression of Aston Martin’s sporting DNA. The arrival of Vantage S further elevates that formula, delivering even greater precision, engagement and performance for drivers seeking the most focused interpretation of our front-engined sports car.”

Ian Grant, General Manager of Aston Martin Singapore

Subtle Changes On The Outside

Visually, Aston Martin has resisted the temptation to cover the Vantage S in enormous wings and aggressive appendages. Instead, the changes are relatively restrained.

New bonnet blades provide one of the clearest visual identifiers, accompanied by a revised rear lip spoiler and discreet ‘S’ badging. The aerodynamic changes are intended to reinforce the car’s sporting character while retaining the proportions and muscular stance of the standard Vantage.

S-Specific Details Inside

The changes continue inside, although once again, Aston Martin has concentrated on details rather than completely redesigning the cabin.

The Vantage S receives a unique combination of Alcantara and leather, complemented by several model-specific options. Among them is an anodised drive mode rotary controller available in red or silver, adding a small but distinctive flourish to the centre console.

These elements give the S its own identity without moving away from the driver-focused cockpit introduced with the latest-generation Vantage.

Continuing A Long-Running Aston Martin Tradition

The letter ‘S’ also carries considerably more history at Aston Martin than its modest dimensions might suggest.

The Vantage S becomes the latest member of a lineage of high-performance Aston Martins stretching back more than seven decades to the DB3S of 1953. Over the years, the designation has been reserved for models that take an existing Aston Martin and push its performance credentials further.

Available In Singapore Now

One example of the Vantage S is already in Singapore, finished in Magnetic Silver with an Onyx Black interior, and is currently available for viewing and test drives.

Factory orders are also being accepted, with deliveries expected to commence from the fourth quarter of 2026. Prices start from S$880,000 before COE and options.

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Not dangerous in the sense that the new 12Cilindri Manuale can exceed 340km/h or rev to 9,500rpm. We’ve come to expect that sort of thing from Maranello. Ferrari has done something far more reckless. It has given enthusiasts hope.

For more than a decade, Ferrari maintained that manual gearboxes belonged in the history books. Customers wanted paddle shifters. Performance demanded automation.

Then the 12Cilindri Manuale arrived and quietly threw that argument out of the window. The new Manuale by-wire system, while it isn’t a true manual, exists for one reason alone: emotion. It was built to reconnect the driver with the machine in a way that even the finest dual-clutch gearbox simply cannot.

If Ferrari has already done all the hard work developing the Manuale by-wire system, surely this can’t be the only car destined to receive it, right?, So, this is something like a wishlist: if Ferrari were willing to let the idea spread beyond the 12Cilindri, here are the cars that we feel deserve it most.

Ferrari Purosangue

Let’s begin with the one guaranteed to upset everyone. Before you close this article in disgust, hear me out.

The Purosangue is already the oddball of the Ferrari family. It has four doors, four proper seats and enough ground clearance to survive a speed bump without requiring a structural engineer.

Yet beneath all that practicality sits one of Ferrari’s greatest modern engines, a naturally aspirated V12 that deserves to be enjoyed, not merely operated.

Imagine climbing an Alpine pass, and listening to the V12 climb through the rev range while your left foot and right hand actually have something meaningful to do.

Ferrari Amalfi

This, to me, feels like the obvious candidate.

The Amalfi has already been positioned as Ferrari’s elegant grand tourer, a car designed for crossing continents rather than setting qualifying laps. And what has traditionally made a grand tourer special? Interaction.

Some of the greatest GT cars ever built asked the driver to participate. The journey mattered just as much as the destination. A manual gearbox transforms an ordinary mountain road into an event, even if you’re travelling well below the speed limit.

The Amalfi Manuale wouldn’t need to be the fastest Ferrari in the showroom. It would simply need to be the one you always wanted to take the long way home in.

Ferrari Roma Spider… if it were still around

Perhaps the greatest missed opportunity of recent years wasn’t that Ferrari discontinued manual gearboxes, It was that the Roma never received one. Its understated styling, front-mounted V8 and relaxed grand touring character made it almost tailor-made for three pedals.

Picture it finished in Grigio Silverstone with tan leather, a polished aluminium gear gate and that familiar metallic click every time you slot home another ratio. Bliss.

Sadly, the Roma has already bowed out, replaced by the Amalfi. Still, one can’t help wondering what might have been.

Ferrari F80

Now we’re entering fantasy territory.

There is absolutely no engineering reason for Ferrari to build a manual F80. It would almost certainly make the car slower. The hybrid systems would become vastly more complicated. Engineers would collectively develop migraines… which is precisely why enthusiasts would adore it.

The F40 had a manual. The F50 had a manual. Even the Enzo, despite arriving during Ferrari’s paddle-shift era, still feels like a deeply analogue machine by modern standards.

The F80 represents the next chapter of Ferrari’s technological evolution. A limited “Piloti Manuale” edition. Built to celebrate the art of driving. It would become an instant collector’s item.

Ferrari SP Manuale

Perhaps the smartest place for Ferrari’s Manuale isn’t the regular production range at all. Perhaps it belongs in the Icona and Special Projects programmes.

These cars already exist to celebrate Ferrari’s heritage. They’re produced in tiny numbers, often for clients who value emotion over outright performance. If you’re commissioning a one-off Ferrari inspired by the 250 SWB or the 275 GTB, surely a “manual gearbox” completes the story.

Imagine a modern coachbuilt Ferrari with a naturally aspirated V12, carbon fibre construction, no hybrid assistance and an exposed aluminium gear gate sitting proudly between the seats.

More Than Just Another Gearbox

Perhaps the biggest surprise surrounding the 12Cilindri Manuale isn’t the gearbox itself, but rather what it says about Ferrari.

For years, Maranello appeared to be following the same path as every other performance manufacturer: more technology, more automation, more software. Then, quietly, it decided that perhaps progress wasn’t about removing the driver after all. Some customers don’t necessarily want the fastest gear change. They want the most satisfying one.

Whether the technology ever finds its way into another Ferrari remains to be seen. But if the 12Cilindri Manuale proves anything, it’s that the door has finally reopened.

And once you’ve reminded enthusiasts what three pedals feel like, persuading them to settle for two again may prove rather difficult.

*All photos are credited to Ferrari

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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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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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