Toyota, once the undisputed king of endurance racing, arrived at Circuit de la Sarthe carrying the scars of recent defeats. Ferrari had stolen the spotlight. Cadillac had found genuine pace. BMW had emerged as a serious contender.

The Hypercar era, once expected to be Toyota’s playground, had instead become motorsport’s most brutal heavyweight division.

And yet, after 24 hours of chaos, strategy, survival and sheer stubbornness, Toyota was back where it believes it belongs: standing on the very top step at Le Mans.

The 2026 running of the world’s greatest endurance race was never going to be straightforward. Nothing at Le Mans ever is.

BMW arrived with pole position and genuine confidence. Cadillac looked every bit a winner for large portions of the race. Ferrari, chasing an unprecedented fourth consecutive victory, remained a constant threat lurking in the background.

The margins were microscopic, the pace relentless, and the slightest mistake threatened to turn months of preparation into an expensive sightseeing tour of the French countryside.

Toyota’s No. 7 machine, shared by Kamui Kobayashi, Mike Conway and Nyck de Vries, wasn’t supposed to have an easy route to victory. At various points, it looked as though the race was slipping away. But Le Mans has always rewarded resilience as much as outright speed.

Hour after hour, while rivals stumbled over mechanical gremlins, strategy errors and plain bad luck, the Toyota simply kept turning laps.

Not glamorous laps. Not headline-grabbing laps. Just relentlessly efficient laps that have become Toyota’s trademark over the past decade.

As dawn broke over La Sarthe, the fight intensified, with BMW remaining firmly in contention. Yet when the final hours arrived, and the pressure reached unbearable levels, Toyota did what Toyota does best: it refused to blink.

When Kamui Kobayashi finally crossed the finish line after 24 exhausting hours, the margin to the chasing BMW was just over ten seconds. After an entire day of racing, that’s barely enough time to make a cup of coffee.

This was Toyota’s first Le Mans triumph since 2022, ending a four-year wait that must have felt considerably longer inside the team’s garage.

For a manufacturer accustomed to winning, the recent Ferrari era had been a painful reminder that motorsport has a very short memory. Yesterday’s champion quickly becomes today’s underdog.

The Toyota crew delivered when it mattered. Strategy calls landed perfectly. Reliability held firm. Drivers stayed calm when others cracked.

Adding further weight to the result was the fact that Toyota placed its sister No. 8 car on the podium as well, securing third place. And what a time to do it.

The Hypercar class is now arguably stronger than at any point in modern Le Mans history. Ferrari, BMW, Cadillac, Porsche, Peugeot, Alpine, Aston Martin and now Genesis have all converged on the same battlefield.

Victory no longer comes from simply showing up with a competent prototype. It must be earned against some of the biggest manufacturers in the world.

This win was Toyota standing toe-to-toe with a full field of hungry rivals and emerging victorious. Again.

Le Mans has a habit of choosing its winners. In 2026, after years of near-misses, frustration and watching others celebrate, it chose Toyota once more.

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When it arrived in 2002, purists were horrified. Porsche, a company synonymous with low-slung sports cars, had decided to build a family SUV.

Yet history has a funny way of proving critics wrong. The Cayenne not only became one of Porsche’s best-selling models, but also paved the way for an entire generation of performance SUVs that followed.

More than two decades later, the automotive landscape is changing once again. Electrification is no longer a future concept, but an inevitable reality. And with the arrival of the all-new Cayenne Electric, Porsche is attempting something even more ambitious than it did in 2002.

Can an electric SUV still feel like a Cayenne? At a regional media preview held at Sepang International Circuit in Malaysia, I had the opportunity to find out for myself.

Familiar Formula, New Heart

The new Cayenne Electric follows a similar philosophy to the Macan Electric, but scales everything up significantly.

Two variants were available for evaluation over the weekend. The standard Cayenne Electric serves as the entry point into the range, while the range-topping Cayenne Turbo Electric showcases the full extent of Porsche’s engineering prowess.

Even in standard form, the figures are staggering. With up to 436hp available through Launch Control and 835Nm of torque, the Cayenne Electric is capable of dispatching the century sprint in just 4.8 seconds.

All of this, however, pales in comparison to the Turbo.

Producing an astonishing 1,140hp and 1,500Nm during overboost and capable of reaching 100km/h in just 2.5 seconds, the Cayenne Turbo Electric becomes not only the most powerful Cayenne ever built, but arguably one of the most outrageous SUVs on sale today.

Defying Physics At Sepang

Our first experience with the Cayenne Electric took place on the circuit.

Track driving is perhaps the quickest way to expose any weaknesses in an SUV. Weight becomes obvious. Body roll becomes noticeable. Braking limitations quickly reveal themselves.

The Cayenne Electric is aware of all of that, and promptly shuts up critics with just how versatile it can be.

The first thing that strikes you is the immediacy of the power delivery. There is no waiting, no hesitation and no build-up. Press the fun pedal and the Cayenne simply launches itself down the straight with a violence that feels entirely at odds with its size.

What impressed me more, however, was how composed it remained through the corners.

The Turbo variant I drove was equipped with Porsche Active Ride, a sophisticated suspension system that actively manages body movements in real time. The result is genuinely remarkable. Instead of leaning heavily into corners like a conventional SUV, the Cayenne remains almost eerily level.

The technology works so effectively that you almost forget how much mass you are carrying. Turn-in is sharp, body control is exceptional, and the confidence it inspires allows you to carry significantly more speed than logic suggests is possible.

It is one of those rare moments behind the wheel where your brain tells you an SUV should not be capable of this, yet the vehicle continues to prove otherwise.

More Than Just Straight-Line Speed

Electric vehicles often impress with acceleration, but keeping drivers engaged once the novelty wears off is considerably harder.

Porsche understands this better than most manufacturers, and it has applied the same magic as its other road cars.

The steering remains precise and communicative, while the chassis feels engineered around driver involvement rather than merely outright performance figures. There is a cohesiveness to the way the Cayenne behaves that many high-performance EVs still struggle to replicate.

Even under repeated hard acceleration and braking on track, the vehicle never felt overwhelmed. It instead encouraged drivers to push harder, explore further, and trust the engineering beneath them.

That confidence has always been a hallmark of Porsche products. The Cayenne Electric simply delivers it in a different way.

Getting Dirty

Of course, a Cayenne is expected to do more than lap racing circuits. It is still an SUV after all, and it should be able to get down and dirty when it wants to.

To demonstrate this, Porsche prepared a dedicated off-road course that included steep inclines, side slopes, articulation obstacles and loose terrain. This is where the Cayenne Electric surprised me most.

The instant torque provided by the electric motors allows for incredibly precise control when climbing technical sections. Rather than relying on momentum, the vehicle simply meters out power exactly when required.

On slippery surfaces, traction feels almost effortless. The electronic systems work seamlessly in the background, continuously distributing power to where it is needed most without drawing attention to themselves.

What impressed me was how little drama accompanied the experience. Obstacles that might have appeared intimidating from outside the vehicle were dispatched with serenity from behind the wheel.

It was a reminder that despite its sleek styling, digital displays and premium cabin, the Cayenne has not forgotten its roots. It remains a Porsche SUV capable of venturing well beyond smooth tarmac.

Technology Showcase

Beyond performance, the Cayenne Electric serves as a showcase for Porsche’s latest technology.

Built around an advanced 800-volt electrical architecture, the SUV supports charging speeds of up to 400kW, allowing a 10 to 80 per cent charge in as little as 16 minutes under ideal conditions. Porsche has also introduced an innovative wireless charging system capable of delivering up to 11kW, eliminating the need for cables during everyday charging.

Range is equally impressive, with Porsche claiming up to 542km (WLTP) in the standard variant, and 684km (WLTP) on the Turbo.

Inside, the Cayenne Electric adopts Porsche’s latest digital ecosystem, blending high-resolution displays with the driver-focused ergonomics the brand is known for. While the technology is undeniably advanced, it never feels overwhelming.

Like the rest of the vehicle, it exists to enhance the driving experience rather than distract from it.

The King Goes Electric

The original Cayenne succeeded because it challenged convention. The Cayenne Electric does exactly the same thing.

Many enthusiasts still believe performance SUVs and electrification are incompatible concepts. Yet after a day spent both on track and off-road at Sepang, it is difficult not to be impressed by what Porsche has achieved.

The Cayenne Electric is brutally fast, astonishingly capable and packed with technology that genuinely improves the ownership experience. More importantly, it still feels like a Porsche.

Twenty-four years after the original Cayenne rewrote the SUV rulebook, its electric successor appears ready to do the same all over again.

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

Well, here it is.

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

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

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

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

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

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

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

The design is equally unconventional.

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

Jens Sverdrup, Executive Chairman of Zenvo Automotive

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

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

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

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

Sebastian Tan, General Manager of Wearnes Automotive

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

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

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

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

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

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

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

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

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

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

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

Story by: Ben Chia

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For Lamborghini, “63” has gradually become more than just a founding date.

It has evolved into a recurring signature woven into the company’s products, motorsport programmes and identity.

This year, Automobili Lamborghini celebrates its 63rd anniversary, marking more than six decades since Ferruccio Lamborghini officially founded the company in Sant’Agata Bolognese on 7 May 1963.

Lamborghini will commemorate the occasion at Lamborghini Arena across the weekend of 9 and 10 May at the Imola circuit, bringing together owners, enthusiasts, dealers and guests from around the world.

It all began in 1963, when Ferruccio Lamborghini decided to build something that did not yet exist.

It was a philosophy rooted not simply in competition, but in rebellion, the desire to create cars capable of challenging the establishment without following its conventions.

That spirit still defines Lamborghini today.

The timeline itself remains remarkable. Just months after the company’s formation, Lamborghini fired up its first 3.5-litre V12 engine on 2 October 1963.

By the end of the same month, the Lamborghini 350 GTV prototype had already made its public debut at the Turin Motor Show, introducing the world to a completely new Italian performance marque.

More than six decades later, the V12 remains central to Lamborghini’s identity, even as the company transitions towards hybridisation and electrification.

“1963 marks the beginning of a vision that continues to guide us,” said Stephan Winkelmann, Chairman and CEO of Automobili Lamborghini.

“Today, 63 is much more than a number: it is a symbol that expresses our essence. Celebrating it means continuing to evolve while remaining faithful to our roots.”

Over the years, the number has repeatedly appeared across Lamborghini’s most significant projects.

The Sián FKP 37, Lamborghini’s first hybrid production model, was limited to 63 units. The Aventador SVJ 63 and SVJ 63 Roadster adopted the designation as a mark of exclusivity, while the SC63 LMDh prototype carried the number into endurance motorsport competition.

From the Ducati Diavel 1260 Lamborghini to the Panigale V4 Lamborghini Speciale Clienti, the “63” branding has become a subtle thread connecting Italian performance brands built around passion and engineering theatre.

Supercars are never purely rational purchases. They are emotional objects. They represent aspiration, identity and theatre as much as engineering performance.

Lamborghini has spent 63 years refining that formula without diluting the aggression and personality that made the brand famous in the first place.

Today, the company exists in a vastly different automotive landscape compared to 1963.

Electrification, software integration and sustainability targets are rapidly reshaping the industry.

As the brand gathers at Imola this weekend, the anniversary feels less like a retrospective and more like a continuation of a story still being written.

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The Temerario presents itself as the new benchmark in the super sports car segment, thanks to class-beating performance.

Designed, developed from scratch and built in Sant’Agata Bolognese, its new hybrid powertrain combines an entirely new twin-turbo V8 engine with three electric motors, providing a total power output of 920 CV.

Redefining the concepts of uncompromising performance, driving pleasure and comfort, the Temerario features the first and only production super sports car engine capable of reaching 10,000 rpm.

Its performance is an absolute revelation: maximum speed of over 340 km/h (210+ mph), 0 to 100 km/h (0-62 mph) in just 2.7 seconds.

Esperienza Corsa provides the perfect testing ground for customers to experience the Lamborghini Temerario’s performance and emotion in a track environment.

Held at Sepang International Circuit, one of Southeast Asia’s premier motorsports venues, the 5,543-metre-long track features 15 corners and 8 straights, including two high-speed stretches, which allow the Temerario’s extraordinary capabilities to be fully unleashed.

The circuit also played host to Round 1 of the 2026 Lamborghini Super Trofeo Asia season.

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Alongside it, the company has also introduced the MCL-HY GTR, an ultra-exclusive track car developed under the Project: Endurance programme.

The MCL-HY will see McLaren compete once again at the 24 Hours of Le Mans, completing its presence across Formula 1, IndyCar and endurance racing.

“McLaren Racing now has three race cars ready to contest the biggest motorsport series in the world… This means McLaren… can challenge for the Triple Crown.”

Zak Brown, Chief Executive Officer of McLaren Racing

Developed to LMDh regulations, the MCL-HY combines a lightweight carbon fibre monocoque chassis with a hybrid powertrain.

Power comes from a twin-turbocharged V6 engine paired with a hybrid MGU system, delivering up to 520kW (707PS) to the rear wheels.

With a minimum weight of 1,030kg, the focus is not solely on outright performance, but on balance and efficiency.

The car will undergo an extensive testing programme throughout 2026, with development drivers including Mikkel Jensen, alongside McLaren Driver Development Programme members Gregoire Saucy and Richard Verschoor.

Visually, the MCL-HY has been revealed in a 2026 test livery inspired by the McLaren M6A, a nod to the brand’s Can-Am dominance in the late 1960s.

From the F1 GTR’s victory at Le Mans in 1995 to its earlier successes in Can-Am, endurance racing has long been part of McLaren’s DNA.

Running in parallel with the race car is the MCL-HY GTR, a track-only derivative designed for a select group of clients.

Unlike the race car, the GTR omits the hybrid system, relying instead on a 2.9-litre twin-turbocharged engine producing around 730PS. The result is a lighter car with a more direct, less complex driving experience.

Through Project: Endurance, owners are offered a two-year programme that includes six track events across international circuits, complete with professional coaching, dedicated pit crews and engineering support.

“The MCL-HY GTR will offer an FIA Hypercar experience… unprecedented in its accessibility.”

Nick Collins, Chief Executive Officer of McLaren Automotive

On-track testing for the MCL-HY begins in May 2026, with homologation planned ahead of its WEC debut in 2027.

Deliveries of the MCL-HY GTR track car are expected to commence towards the end of the same year.

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The steering would fight back. The gearbox would require negotiation. The suspension would bounce you around like a cocktail shaker in a nightclub. And if, at the end of it all, you arrived slightly sore and faintly annoyed, you’d nod approvingly and say, “Yes… that’s a proper 4×4.”

Because hardship, you see, was authenticity. Then along comes the MY26 Land Rover Defender and quietly ruins all of that nonsense.

I found myself in southern Taiwan, courtesy of Jaguar Land Rover, ostensibly to drive the updated Defender. This wasn’t just a press drive in the usual sense. No, this was one of those carefully orchestrated affairs where you are made to feel like you are part of something bigger.

On one side, we had the usual drive programme. On the other, the Defender Trophy Asia Pacific Qualification, a series of challenges designed to test resilience, teamwork, and the sort of composure usually reserved for surgeons and bomb disposal experts.

And somewhere in between, the Defender itself. Not as a car, but as a… facilitator.

Which is a deeply irritating word, because it usually suggests PowerPoint slides and middle management. But in this case, it’s entirely accurate.

Because what the new Defender represents is access. Now, “access” is not a word you’d typically associate with a vehicle that looks like it could climb Everest while carrying a fridge. But that’s precisely the point.

The old Defender made you earn your adventure. The new one simply… gives it to you. And that’s either brilliant, or deeply offensive, depending on how nostalgic you are.

Then there is the Defender Trophy Edition.

Finished in something called Deep Sandglow Yellow, which sounds like a designer candle but looks like a highlighter pen, it has all the subtlety of a flare gun in a dark room. And I rather like it.

It harks back to the old Trophy events, to expeditions and mud and men with beards and questionable decision-making skills. Park it next to an old Defender and the lineage is obvious.

But so is the evolution.

The old car feels like a farm implement that accidentally became famous. The new one feels like something that’s been engineered, very deliberately, to sell you the idea of adventure, without the inconvenience of suffering.

Air-conditioning works. The seats are comfortable. The cameras can see things you can’t. It is, in short, civilisation wearing hiking boots.

Out on the off-road course, I kept waiting for drama. Mud? Dispatched. Water crossings? Done.

Rutted terrain that should have had the cabin shaking like a washing machine? Filtered out with the sort of indifference usually reserved for ignoring spam emails.

There was no theatre. No struggle. No sense of “good grief, we might not make it”. The Defender simply… got on with it.

And this is quite the oxymoron. Older off-roaders made a point of reminding you how hostile the world could be. The new Defender seems more interested in demonstrating how much of that hostility it can quietly remove.

It’s like travelling with a very capable friend who insists on carrying all the heavy bags.

Even when presented with narrow trails, steep gradients and rocky surfaces, I found myself completely relaxed.

Behind the wheel of the Defender 110 X-Dynamic HSE D350, the experience was almost disconcertingly easy. The steering was light. The suspension soaked up everything. And the off-road systems worked so seamlessly that you stopped thinking about them altogether.

It was as though the car had taken over the worrying on your behalf. Which is marvellous. And slightly unnerving. Because you begin to wonder: are you still the one in charge?

This is the paradox at the heart of the modern Defender. It looks like it belongs in a documentary about survival. It drives like it belongs in a luxury SUV brochure. And somehow, it manages to be both without feeling conflicted.

Some will say it’s gone soft. That it has traded grit for comfort. I think that’s missing the point entirely. Because what is the purpose of a vehicle like this?

Is it to make everything harder, so you can feel heroic? Or is it to make the world bigger, so you can go further?

By the time the mud had dried and the ropes had been put away, one thing became clear. The new Defender is not trying to prove how tough it is. It is trying to show you how much more you can do.

Because real adventure shouldn’t be about enduring discomfort for the sake of it. It should be about going further, seeing more, and returning with stories worth telling.

The old Defender made you fight for those stories. The new one simply hands you the keys and says, “Go on then. Off you go.”

Which, if you think about it, might just be the cleverest trick of all.

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