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

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

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

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

More power, because there are no rules saying otherwise

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

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

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

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

Aero with a proper racing pedigree

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

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

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

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

More stopping power to match

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

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

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

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

Two seats, not one

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

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

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

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

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

Built for Club Competizioni GT

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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For the arrival of the new Vantage S in Singapore, Aston Martin Singapore decided that a conventional launch would not quite do. Instead, a distinguished assemblage of guests were invited to spend an entire weekend immersed in the world surrounding the car, including an overnight stay at The Ritz-Carlton, Millenia Singapore accompanied by curated experiences from ELEMIS and Glenfiddich.

If the Vantage S represents a more focused interpretation of Aston Martin’s sports car, then perhaps the best way to understand it is through an equally considered experience.

The letter ‘S’ has always carried extra significance throughout Aston Martin’s history. In the case of the new Vantage S, it signifies the sharper end of the current Vantage range.

Out on Singapore’s roads, the Vantage S does not need long to remind you that there is still something wonderfully theatrical about a front-engined, rear-wheel-drive sports car. Singapore is not exactly overflowing with Alpine passes, and exploring the upper reaches of 680PS on public roads would be both irresponsible and a rather efficient way of attracting unwanted attention.

Aston Martins have always occupied an interesting corner of the sports car world. They are expected to be fast, but outright aggression has rarely been enough. There must also be elegance, occasion and enough comfort that reaching your destination does not feel like punishment for enjoying the journey, which made what happened after the drive more relevant.

Park the Vantage S and the weekend changed gears dramatically. Out went turbochargers and tyre temperatures. In came skincare.

ELEMIS was one of the partners for the Experience Vantage S weekend, giving guests a closer look at the British skincare brand and its approach to personal care.

On paper, placing high-performance skincare beside a sports car sounds like something dreamed up during an especially adventurous marketing meeting. Spend some time with both, however, and the connection becomes clearer: it is about refinement through detail.

Both concern themselves with materials, conditions and getting small details right. Different engineering departments, admittedly, but this same philosophy was also part of our previous Aston Martin experience, where ELEMIS featured alongside a deeper exploration of Aston Martin’s design process.

If ELEMIS represented precision and personal care, an intimate whisky tasting offered a different lesson in craftsmanship.

Whisky is one of those things that becomes considerably more interesting once someone knowledgeable starts explaining what you are actually tasting.

Suddenly, what was simply a glass of whisky becomes a discussion about ingredients, maturation, time and the decisions responsible for the final character. One session later, and everyone leaves with the minute knowledge of being a connoisseur.

Likewise, nobody looks at an Aston Martin and thinks about the millimetres shaved from a surface during development, the countless suspension calibrations or the debate over exactly how heavy an accelerator pedal ought to feel. You simply experience the finished product, and revel in it.

Good craftsmanship often works that way. The enormous amount of effort underneath should disappear once everything comes together. The driver shouldn’t be thinking about damper calibration while threading through a corner, just as someone enjoying a whisky shouldn’t need to picture the years it spent sitting quietly in a cask.

The work has already been done. Your job is simply to enjoy it.

And that is quintessentially the essence of the Aston Martin Experience.

An Aston has never really sold itself solely through numbers. There will always be another machine capable of accelerating harder, producing more downforce or setting a quicker lap time.

Instead, much of Aston Martin’s appeal exists in the space surrounding those figures: how the car looks when you approach it, how the cabin feels beneath your fingertips, the noise it makes when you start it and, perhaps most importantly, how it makes an otherwise ordinary journey feel rather less ordinary.

Individually, these are disparate experiences. Together, they paint a coherent picture of what Aston Martin wants ownership to represent. And apparently, sometimes it means skincare and a dram of whisky.

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The Chevrolet Corvette Stingray is unique, although perhaps not for the reasons you might expect. Yes, it has a 6.2-litre V8. Yes, the engine sits behind your head. And yes, from certain angles people will look at it and go “wow what a cool Ferrari!”

But, the really surprising thing about the eighth-generation Corvette is how little effort it demands from its driver.

Corvettes have traditionally been big-engined, front-engined things with enough torque to interfere with continental drift. Yet the C8 Stingray is refined, composed and startlingly easy to drive. Growing up, apparently, comes for everyone.

The Corvette has been around since 1953, but Chevrolet spent decades flirting with the idea of putting the engine behind the occupants before finally doing it with the C8 in 2020.

That decision fundamentally altered the car. Instead of having a large V8 somewhere near the front bumper, the C8 carries its 6.2-litre naturally aspirated LT2 V8 just behind the cabin, driving the rear wheels through an eight-speed dual-clutch gearbox. There is no manual gearbox, which will give traditionalists something to grumble about between discussions of carburettors and how music was better in 1974.

In current specification, the engine produces 495 horsepower and 630Nm of torque. The century sprint is dusted in only 2.9 seconds, which gives onlookers just enough time to catch the digits on your license plate.

An old-fashioned Corvette could sometimes make its driver feel as though he had accidentally joined a rodeo. The C8 is different.

Putting the engine in the middle gives it a 40:60 front-to-rear weight distribution, and the result is a car that feels far more balanced and predictable than its predecessors. Its steering is accurate, its responses are clean, and both ends of the car seem to agree on where they are going, while still retaining enough personality to punish clumsy mid-corner decisions.

With the available Magnetic Selective Ride Control that comes with the Z51 Performance Package, the Stingray can soften itself considerably for ordinary roads. Which is useful, because most journeys do not involve clipping apexes. They involve traffic lights.

For all the C8’s newfound sophistication, Chevrolet did at least remember to install the important bit.

The LT2 is a naturally aspirated 6.2-litre V8, which feels almost rebellious in an age when manufacturers are busy removing cylinders, adding turbochargers and attaching electric motors to everything that stays still long enough. It does not have the manic top-end theatrics of the old Corvette Z06’s smaller flat-plane-crank V8, but the Stingray’s engine is about effortless shove.

There is plenty of torque, plenty of speed and, crucially, no waiting around for turbos to decide whether they feel like participating. Put your foot down, and the Corvette simply gets on with scaring your passenger.

The eight-speed dual-clutch gearbox deserves some credit here, too. It shifts rapidly and is clever enough that you can largely leave it alone, although paddles are there for occasions when you would like to feel more involved.

The only oddity is that the Corvette can actually be quieter than expected from inside. A mid-engined American sports car with a 6.2-litre V8 sounds like something that should frighten wildlife several postcodes away. Instead, the C8 is surprisingly civilised at cruising speeds, with wind and tyre noise from inside the cabin sometimes more noticeable than the engine itself.

Speaking of inside, Chevrolet has been taking notes from the Europeans. Older Corvettes could occasionally feel as though all the development money had been spent by the time Chevrolet reached the interior. The C8 is considerably more convincing.

Materials are better, the digital displays look contemporary, and the driving position makes you feel properly embedded in the car rather than merely seated inside it. The optional front-axle lift system is fantastic – the fastest I’ve tested in any supercar – with location memory and a forward-facing camera to help preserve expensive bodywork from kerbs.

Then there is the famous wall of buttons. a long strip containing the climate controls runs along the centre console between driver and passenger. It looks dramatic and puts a great many physical switches within reach, which is commendable in an era when manufacturers seem determined to make adjusting the air-conditioning resemble filing an online tax return.

The downside is that it divides the cabin rather too effectively. The driver feels cocooned. The passenger feels as though immigration formalities may be required before crossing to the other side.

Still, the cabin now feels expensive enough to belong in a car with genuine supercar performance, and you can now actually put things in it.

Because the engine sits in the middle, there is storage at both ends of the car. Combined cargo capacity is around 357 litres, which means the Corvette can accommodate considerably more luggage than its silhouette suggests.

The coupe also has a removable roof panel. Remove it, and you have something approaching a T-top sports car without having to buy the convertible. The catch is that the panel has to live somewhere, and storing it consumes much of the rear luggage area.

Still, the very fact that we are discussing luggage capacity in a mid-engined V8 sports car tells you how practical the Corvette can be.

Of course, the Corvette has always made most sense in America, where its combination of performance and price has traditionally made Europeans look faintly unreasonable.

Things become rather less straightforward once taxes and import costs enter the conversation, but the basic achievement remains impressive. Chevrolet has built a car that no longer needs the usual Corvette qualifications.

You do not have to say it is good for an American car. You do not have to make excuses for the way it handles because it is inexpensive compared with a European exotic. The C8 can finally be judged simply as a sports car, and it is a brilliant one.

That, however, does create a small philosophical problem. In civilising the Corvette, Chevrolet has removed some of the rough edges that gave earlier versions their peculiar charm.

The C8 is more accurate, more refined, more comfortable and vastly easier to exploit than the cars that came before it. Objectively, it is a much better car, although some of the old Corvette’s unruliness has inevitably disappeared in the process. Whether you consider that progress depends on why you liked Corvettes in the first place.

But make no mistake. If you wanted a V8-powered caricature of America, built to rival Europe’s best sports cars without charging European-supercar money, this is it.

Technical Specifications

Chevrolet Corvette Stingray (C8)

Engine: 6.2-litre V8
Drivetrain: Rear-wheel drive
Power: 495 bhp
Torque: 630 Nm
Gearbox: 8-Speed (A) Dual Clutch
0-100km/h: 2.9 seconds
Top Speed: 312 km/h
Fuel Economy: Do you even care about this part?
Price: POA

Photo Credits: Sean Loo (@auto.driven)

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Formula 1 may ultimately be decided by tenths of a second, tyre strategies and several hundred people staring intensely at computer screens, but enjoying the spectacle need not be quite so complicated.

Throughout September, Audi Singapore is transforming its Audi House of Progress at 18 Cross Street into a motorsport-themed destination, with activities ranging from racing simulators to exclusive merchandise customisation and, most notably, an Audi R26 show car on display.

A closer look at Audi’s Formula 1 car

The centrepiece arrives on 12 September. From then until 28 September, visitors to Audi House of Progress will be able to see a full-scale display model of the Audi R26, the car representing Audi’s new chapter in Formula 1.

The showroom itself will receive a motorsport makeover, with racing-inspired visual elements and interactive activities intended to highlight both Audi’s performance heritage and its future in the sport.

Finished in Audi’s Titanium, Carbon Black and Audi Red colour palette, the show car gives visitors an opportunity to study the design language and visual identity associated with Audi’s debut Formula 1 season without needing a paddock pass.

The R26 will be displayed during the Audi House of Progress’ opening hours from 10am to 7pm.

Think you can go faster?

For those who would rather race than look at a racing car, there is the Audi Singapore Time Attack 2026.

Held at the GT Bar within Audi House of Progress on 12, 13 and 26 September, the competition puts participants behind the wheel of Audi racing simulators and challenges them to set their fastest lap.

Sessions run from 11am to 6pm, with final registration at 5.15pm. The quickest drivers will stand a chance to win prizes, including a curated dining and race-viewing experience for two at the Singapore Night Race.

Formula 1 fashion gets a personal touch

On 5 and 7 September, customers purchasing an Audi Revolut Formula 1 Team jersey at Audi House of Progress can have it customised at an exclusive on-site embroidery station by adidas.

The complimentary service will operate from 11am to 2pm and 3pm to 6pm on 5 September, followed by 11am to 2pm and 4pm to 7pm on 7 September.

It forms the lifestyle component of a wider September programme that Audi says is intended to make its Cross Street venue more than simply somewhere to display cars.

Between an R26 to inspect, a racing simulator to attack and a Formula 1 jersey to personalise, Audi House of Progress will spend September looking rather less like a conventional showroom, and more like a motorsports home.

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Taking place on Thursday, 8 October 2026, the Thursday Pit Lane Experience offers a rare behind-the-scenes glimpse into race preparations before the Circuit Park officially opens for the race weekend.

Up to 4,500 fans will have the chance to explore the pit lane, view the various team garages and cars up close, and soak in the atmosphere as teams gear up for the action ahead.

In addition to the pit lane walk, attendees will be able to explore the Zone 1 F1 Village and enjoy interactive activities available on the evening.

The ballot is open to all Singapore Citizens and Permanent Residents, and participants do not need to be ticketholders to enter.

Each successful applicant will receive a pair of tickets to the event, making it a fantastic opportunity for motorsport fans and newcomers alike to experience the excitement of Formula 1® from within the Marina Bay Street Circuit.

The Thursday Pit Lane Experience ballot opens on 2 September 2026, 10:00am and will remain open until 18 September 2026, 11:59pm (Singapore Time).

For more information on #RevUpSG activations and to enter the ballot, visit singaporegp.sg/en/revupsg.

*All photos are credited to Singapore GP Pte Ltd

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Japan’s already busy motorsport calendar is about to gain another championship, and this one promises plenty of downforce.

Radical Japan has confirmed that the inaugural Radical Cup Japan will take place in 2027, bringing the British sports car manufacturer’s established one-make racing format to the country for the first time.

The championship will feature the Radical SR3 XXR and SR3 XX, with drivers competing in identical or closely matched sports prototypes designed specifically for circuit use.

Radical Cup championships currently operate across 14 countries, with competitors ultimately able to progress to the Radical World Finals. The Japanese series will follow the same basic philosophy: lightweight machinery, substantial aerodynamic grip and close wheel-to-wheel racing.

Four rounds, eight races

Organised directly by Radical Japan with technical and operational support from Craft-Bamboo Racing, the inaugural season is scheduled to begin in May 2027.

Four rounds are planned between May and September, with each event comprising two races for a total of eight across the season. The provisional calendar includes some familiar names. Sportsland SUGO, Mobility Resort Motegi, Tsukuba Circuit and Okayama International Circuit are all expected to host rounds.

Racing begins before 2027

Two track days originally scheduled for late 2026 have been transformed into what Radical Japan describes as prologue events ahead of the championship.

The first is the Radical Japan Exhibition Race, scheduled for 3 November 2026 at Okayama International Circuit. It will effectively serve as a dress rehearsal for the championship, with practice and qualifying followed by two exhibition races.

A second event, the Radical Japan Training Day, will take place at Mobility Resort Motegi on 12 December 2026.

Rather than concentrating solely on racing, the Motegi programme will place greater emphasis on driver development. Participants will receive track time and Time Attack sessions, alongside professional driver feedback and educational opportunities including lectures on vehicle data analysis.

Entries for both events are open to the public. Existing owners can participate with their own SR3 XXR or SR3 XX, while Radical Japan is also offering prospective competitors access to new, in-stock and pre-owned cars, as well as rental opportunities.

A race-ready SR3 XXR package

Radical Japan is also attempting to lower one of the more obvious barriers to joining a new racing championship: getting the correct car onto the grid.

To mark the manufacturer’s official arrival in Japan, it has introduced a limited 10-unit SR3 XXR Launch Package.

Priced from ¥22,833,800 including tax, each car is supplied in a race-ready specification that meets Radical Cup Japan eligibility requirements from the outset. This includes a 1,500cc engine upgrade and the mandatory cockpit safety structure.

For those who would prefer to sample the machinery before committing more than ¥22 million to one, there is another option.

Radical Japan has introduced a test-drive programme costing ¥110,000 including tax, providing prospective competitors with a tailored 30-minute circuit session in an SR3 XXR demonstrator at selected circuits around Japan. Should the participant subsequently purchase a car, the test-drive fee will be refunded as cashback.

A new route into prototype racing

The arrival of Radical Cup Japan adds another avenue for drivers looking to move beyond conventional production-based racing.

The remaining details – including the final 2027 calendar, entry fees and sporting regulations – will be announced at a later date.

More information and pre-entry details are available from Radical Japan’s official website.

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Some tyre characteristics you can measure with numbers. Braking distances, lateral G, lap times and tread wear can all be quantified.

Then there is the part you feel through your hands, backside and right foot.

Earlier this year, I travelled to Thailand to experience the new Bridgestone POTENZA Adrenalin RE005 at the Thai Bridgestone Proving Ground, ahead of its arrival in Singapore this September.

The RE005 succeeds the familiar POTENZA Adrenalin RE004. It continues Bridgestone’s philosophy of making a performance tyre that remains fully usable on everyday roads.

Bridgestone describes the Adrenalin series as being developed around the concept of “Maximising Driving Pleasure”. The RE005 represents the latest evolution of that approach.

And after a day of putting the tyre through its paces, the biggest takeaway was how broad its abilities are.

I’ll admit to having a bit of history with Bridgestone tyres too. I ran the legendary POTENZA RE-01R on my Mitsubishi Lancer Evolution IX, and over the years I’ve also used POTENZA Sport and various TURANZA tyres on several of my cars.

I’ve always liked the way Bridgestone balances outright performance with the sort of predictability and confidence you want from a road tyre. So when the opportunity came to put the new RE005 through its paces at Bridgestone’s own proving ground, I was particularly keen to see where the latest Adrenalin sat within that lineage.

Dry grip: GR86 + circuit = a good day at work

For the dry handling portion, we were handed the keys to a Toyota GR86, which is just about the perfect car for evaluating a tyre like this.

Rear-wheel drive, naturally communicative and sufficiently powerful to expose weaknesses in a tyre without overwhelming it.

We ran laps around Bridgestone’s proving-ground circuit, including back-to-back comparisons against performance tyres from two competing brands.

The RE005 was impressive from the outset.

Turn-in was sharp and immediate, with plenty of confidence from the front axle. Through longer corners, the tyre settled quickly into the load and maintained its grip without feeling nervous.

It was especially enjoyable through repeated changes of direction. The GR86 stayed composed and predictable, and communication was good as the tyres approached their limits.

Bridgestone says the RE005 delivers an 8 per cent improvement in dry grip over the RE004, based on its own test-driver evaluations. using wider blocks to distribute pressure across the contact patch, together with connecting blocks designed to improve cornering stability. Its distinctive A-shaped groove and wider inner rib are also intended to sharpen steering response.

Obviously, our sessions were not an instrumented laboratory test, so I’m not going to claim we independently verified that 8 per cent figure.

What I can say is that the RE005 felt very good indeed.

We also put the RE005 through a circuit and slalom course in a Tesla Model 3, which gave us a useful sense of how the tyre copes with the extra weight and instant torque associated with EVs.

The car changed direction cleanly and stayed well composed through the cones, with the tyres delivering good bite up front and a reassuring sense of stability as the weight shifted side to side. It was a good demonstration that the RE005 is not just aimed at traditional performance cars, with Bridgestone positioning it for a broad range of vehicles including EVs.

The wet test was even more impressive

The bigger surprise came when Bridgestone moved us onto its wet-testing facilities.

This time we were driving a BMW 3 Series, giving us a heavier, more representative executive saloon through which to judge wet stability, braking, and aquaplaning resistance.

That is where the RE005 made perhaps its strongest case.

Driving through heavily waterlogged sections of the proving ground, the tyre maintained impressive composure.

There was remarkably little sensation of the steering being tugged or pulled by standing water, and very little momentary loss of directional stability.

That stability matters because aquaplaning can be particularly unsettling when it suddenly unloads the steering wheel. The RE005 gave very little of that sensation during our runs.

Its wet braking performance was equally impressive. Under hard braking, the BMW remained stable and stopped with a level of confidence that felt slightly at odds with just how much water was underneath us.

Bridgestone quotes a 10 per cent improvement in wet grip over the RE004 under its own testing methodology. The RE005 incorporates what the company calls a Rain Pulse Groove, designed to evacuate water more effectively and reduce the likelihood of hydroplaning, together with a revised compound intended to improve wet grip and response.

Again, I cannot independently validate the percentage.

The improvement in wet-weather confidence, however, was something we could genuinely feel from behind the wheel.

A performance tyre designed for everyday driving

Perhaps that is the most interesting thing about the RE005.

This is clearly a performance tyre. Put it on something like a GR86, and it offers enough grip, steering response, and stability to make an enthusiastic Sunday-morning drive genuinely entertaining.

Yet its development hasn’t concentrated solely on lap-time heroics.

Bridgestone has also worked on rolling resistance and tyre life. The revised compound is claimed to reduce rolling resistance, while a Multi-Round Block design manages contact pressure around the shoulder to improve tread longevity and maintain more consistent performance as the tyre wears.

Bridgestone is positioning the RE005 for everything from compact cars and saloons to sports cars, high-performance models and EVs, with sizes ranging from 14 to 20 inches across selected Asia-Pacific markets.

That breadth makes sense.

For Singapore drivers in particular, wet-weather behaviour arguably matters as much as outright dry grip. We might enjoy a spirited drive whenever the opportunity presents itself, but our tyres spend considerably more time negotiating expressways, sudden tropical downpours and everyday commuting.

A performance tyre that manages all of those situations convincingly is far easier to recommend.

Bridgestone POTENZA RE005 Singapore launch

Having driven the POTENZA Adrenalin RE005 in Thailand back in March, Singapore drivers will soon get their turn.

The Bridgestone POTENZA Adrenalin RE005 officially launches in Singapore this September, with Bridgestone inviting enthusiasts to join the festivities on:

Sunday, 13 September 2026
From 8.00 am onwards
Dempsey, Singapore
In partnership with Cars N Kopi

See you there!

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It’s weird to call any Ferrari an entry-level model. Entry-level suggests sensible shoes, base-spec infotainment and perhaps a monthly instalment plan you can discuss without first contacting your private banker. The Ferrari Amalfi, meanwhile, comes with 631bhp, a twin-turbocharged V8 and a price that starts well north of what most people would spend on a house deposit.

Still, within Maranello’s increasingly exotic hierarchy, this is the gateway. The Amalfi replaces the Roma, Ferrari’s elegant front-engined V8 coupe that attempted to blend grand touring polish with supercar speed.

Think of the new car less as a revolution and more as a thorough rethink. The basic structure and engine remain familiar, but every exterior panel is new, the cabin has been substantially reworked, the brakes now rely on brake-by-wire technology, and the electronics have been recalibrated to broaden the car’s personality.

In other words, Ferrari has taken the Roma, listened to the complaints, and gone back through the homework with a red pen.

A different sort of Ferrari face

The Amalfi’s proportions remain deliciously traditional. There is a long bonnet ahead of you, a tightly drawn cabin, muscular rear haunches and a short tail. In silhouette, it is exactly the sort of front-engined grand tourer Ferrari has spent decades perfecting.

The details, however, are more controversial. The new visor-like front end has already drawn comparisons with everything from the Honda Prelude to the Toyota Prius, while others have apparently seen aquatic mammals in its expression.

Ferrari says it is moving away from giving its cars recognisable “faces”, instead hiding lighting elements and sensors within the bodywork to create cleaner graphic surfaces. That approach certainly makes the Amalfi look modern, although whether it looks prettier than the Roma is another matter entirely.

Pick the right colour, however, and the shape begins to work considerably better. It is one of those cars that probably needs to be seen in the metal before judgement is passed. Preferably somewhere along the Amalfi Coast, obviously.

Press the button. A proper one.

The first improvement appears before you even leave the carpark; Ferrari has brought back a physical starter button.

That may sound like a remarkably trivial thing to celebrate in a machine with more than 600 horsepower, but anyone who has spent time with Ferrari’s recent touch-sensitive steering wheel controls will understand. The Amalfi wakes up beneath your thumb with a proper crimson button rather than an anonymous capacitive pad. Already, civilisation is healing.

The 3.9-litre twin-turbocharged V8 settles into a noticeably more sophisticated idle than the Roma did. Its predecessor could occasionally drone at lower engine speeds, producing the sort of constant bass note that made you wonder whether someone had accidentally installed an aftermarket exhaust from a neighbourhood Civic.

Equal-length exhaust tracts and revised tuning have cleaned up the soundtrack considerably, making the Amalfi more pleasant during ordinary driving without completely silencing its personality.

Surprisingly civilised

In Comfort mode, the Amalfi is extraordinarily compliant. Ferrari’s so-called Bumpy Road suspension setting is engaged by default, and the car handles urban imperfections with a suppleness you would not necessarily associate with something carrying a Prancing Horse badge.

Speed humps are absorbed cleanly. Broken surfaces rarely send unpleasant shocks through the cabin. Around town, the Amalfi can feel almost absurdly easygoing. You could commute in this, take it to dinner, sit in traffic and embark on longer road trips without eventually requiring physiotherapy.

Yet press the manettino into something more aggressive and the car begins peeling away those layers of politeness.

The other side of the Amalfi

Ferrari has deliberately widened the spread between the car’s personalities. Wet and Comfort modes are more forgiving than before, with stronger stability intervention and gentler power delivery designed to reassure drivers unfamiliar with the concept of 631bhp being sent solely to the rear wheels.

Sport and Race modes, however, release considerably more of the car’s mischievous side. Throttle response sharpens, the exhaust becomes louder, and Ferrari’s latest Side Slip Control system loosens its tie slightly, allowing the rear axle greater freedom without simply abandoning you to your own questionable judgement.

There is an active rear spoiler too, capable of producing up to 110kg of downforce at approximately 250km/h. Useful if you commute particularly quickly.

What makes the Amalfi interesting is what Ferrari has deliberately left out.

There is no rear-wheel steering.
No electric motor providing instant torque fill.
No hugely complicated active suspension system attempting to defy physics.

Ferrari’s engineers describe the Amalfi as something of a “back to basics” machine. A V8 up front, drivetrain at the rear, and a chassis designed to be inherently approachable rather than endlessly corrected by increasingly elaborate hardware.

Back to basics is relative in Maranello, of course. This is still a car with more computing power than some small governments. But dynamically, it works.

Fast without feeling frightening

The Amalfi feels wonderfully natural when you start leaning on it. The steering remains hyper-alert, requiring small inputs and a degree of trust in the front tyres. Ferrari steering has long felt more like thought control than traditional rack-and-pinion communication, and that remains true here.

Yet the chassis does not constantly dare you to go faster. There is a friendliness to its balance that makes the car easier to understand than some of Ferrari’s more extreme machinery.

A damp patch and an enthusiastic right foot can still persuade the rear tyres to reconsider their contractual obligations. But the Amalfi never feels as though it is waiting for an opportunity to embarrass you.

The irony is that this supposedly lesser Ferrari can actually feel more satisfying on a real road than some of the company’s more powerful cars. You can explore more of what it offers without requiring a runway.

The gearbox deserves its own applause

Ferrari’s eight-speed dual-clutch transmission remains magnificent. Around town, it behaves with impeccable manners, slipping between ratios almost invisibly.

And when you reach for the paddles? Everything changes.

Shifts arrive almost instantaneously, accompanied by perfectly judged throttle blips on the way down. You can use the paddles almost like percussion instruments, playing the engine note through successive ratios.

Leaving the car in automatic mode works perfectly well. But why would you?

Not everything is perfect

Turbocharging inevitably leaves its mark. Compared with the very latest electrified performance systems, there is a slight softness between throttle input and the engine delivering everything it has.

It is not severe turbo lag, but the response is not quite instantaneous either. And near the top of the rev range, the V8 leaves you wanting more. The engine begins to develop a harder, more exotic edge as the revs climb, briefly recalling some of Ferrari’s naturally aspirated greats.

Then the limiter arrives. Abruptly.

It genuinely feels as though the engine could spin harder, sing louder and continue building towards something even more dramatic.

Perhaps Ferrari has deliberately left room above the Amalfi for faster future variants. An Amalfi Competizione, perhaps?

Then there are the brakes. Pressing the pedal no longer directly actuates the hydraulic system in the traditional manner. Instead, brake-by-wire sensors interpret your input and algorithms decide how much braking force should be applied.

Ferrari’s reasoning is sound, though. The system provides greater consistency under repeated heavy braking, better manages the carbon-ceramic discs and allows the pedal response to remain stable even after sustained punishment on track. It also integrates more cleanly with modern driver assistance systems.

At the very least, the pedal feels progressive and predictable enough that you quickly stop thinking about what lies between your foot and the discs… which is probably the greatest compliment you can give brake-by-wire.

Ferrari admits buttons are good

Inside, the Amalfi contains perhaps the clearest evidence yet that Ferrari knew the Roma’s interface had gone too far: physical buttons are back on the steering wheel.

Actual buttons. On a Ferrari. Imagine that.

The capacitive controls that plagued recent models have largely been replaced with tactile switches that can be operated without staring at them.

The centre of the cabin has been thoroughly redesigned too. The Roma’s awkward vertically mounted touchscreen has disappeared, replaced by a sharper and much more responsive 10.25-inch unit integrated into a more open dashboard.

The old twin-cockpit concept has been toned down, although the passenger still receives a dedicated display ahead.

Overall, the cabin feels less claustrophobic and considerably more sophisticated. However, the central screen sits rather low, which means adjusting certain functions requires taking your eyes noticeably away from the road.

Ferrari argues that it does not want its interiors dominated by enormous displays, but when climate controls, heated seats and nose-lift functions also live within said screen, positioning it somewhere nearer your line of sight would be useful.

A handful of capacitive controls also remain for functions such as the mirrors and lighting. They are a bit fiddly, and given how spectacular the Amalfi’s milled alloy wheels look, the last thing you want is to discover this while parallel parking beside a granite kerb.

Entry-level? Not in here

The Amalfi may technically sit near the bottom of Ferrari’s range, but nothing inside feels remotely entry-level.

Leather is beautifully finished. Carbon fibre pieces have the glossy depth of jewellery. Metal surfaces feel substantial. And running through the centre console is a beautifully machined aluminium spine that houses the key almost like a display piece.

Ferrari does not always receive the same praise as Bentley or Rolls-Royce for its interiors because performance tends to dominate the conversation. This deserves more recognition.

Rear accommodation? Well.

Ferrari does not even call this a traditional 2+2. Instead, it describes the Amalfi as a “2+”. That missing second “2” tells you almost everything. The rear seats are small, upright and best treated as beautifully upholstered luggage shelves.

The boot provides 273 litres of space, while folding the rear seatbacks gives you additional flexibility for longer items. For a Ferrari GT, that is perfectly usable.

Peace and Serenity

Modern performance cars have become incredibly complicated, often layering hybrid systems, active chassis hardware and endless electronic settings on top of already enormous outputs.

The Amalfi takes a slightly different route. And somehow, in becoming simpler, it feels more complete.

The design may not possess the effortless prettiness of the Roma, and there are still ergonomic frustrations lurking inside the cabin. But the improvements elsewhere are considerable.

Most importantly, you can exploit more of its character more often. And perhaps that is what makes the Amalfi such a compelling Ferrari.

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

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

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

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

More Than Just An Extra Badge

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

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

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

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

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

Five Generations Of Super Veloce

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

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

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

Hybridisation Has Not Tamed The Bull

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

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

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

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

Celebrating The V12 Past

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

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

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

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

The SV Badge Enters A New Era

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

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

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