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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Growing up in the automotive trade gives most people one of two things: an obsession or complete indifference. Which did it give you?
Definitely the obsession, and I would not have it any other way. From an early age, you are surrounded by people who care deeply, not just about cars, but about getting them right. That shapes how you think. You start asking questions, forming opinions, developing a feel for what makes a car truly great rather than just impressive. I have come to appreciate that real performance is about control and precision as much as outright speed, that the cars which hold your attention are never just the loudest in the room. They are the ones where you can feel the thinking behind every decision. You start to understand what a badge has to earn. And once you start seeing cars that way, that curiosity never leaves you. That is the obsession.

Raised with a father at the helm of one of Singapore’s most significant automotive businesses, McLaren included, you would have had a front-row seat to this world from a young age. Is there a memory from those early days with the brand that has stayed with you?
I remember when Eurokars launched the 675LT. It was our first significant McLaren launch as the new distributor, and there was a real sense of occasion around it. What stayed with me was how my father approached it. He was not interested in what it looked like on paper; he wanted to understand what it was trying to be. He talked a lot about the difference between cars built around a performance figure and cars built around an idea. The 675LT was clearly the second kind. That distinction has stayed with me, and I apply it every time I think about what McLaren is doing and why.

Was there a specific moment, a particular drive or car, that defined what you look for in a performance car?
The cars that stayed with me were always the ones that responded without hesitation, not just with acceleration but through every input. The steering, the brakes, the way the car shifts its weight. Everything feels connected, as if the car and driver operate as one. That completeness, I came to realise, is what separates a car that truly performs from one that merely feels fast. Once you have experienced it, it becomes a standard you cannot ignore. With McLaren, that quality is part of the DNA, consistent across every model, and it traces directly back to where the brand was born.

Singapore doesn’t reward horsepower in the conventional sense. How does a car like the Artura justify itself on local roads?
It is a question I thought about seriously before choosing it. The Artura is built around a carbon fibre monocoque, which is exceptionally light, and that lightness expresses itself at every speed, not just high speed. It also gives the chassis a rigidity that sharpens handling and a structural integrity you feel from the moment you start driving. The steering has real weight and feel. The car responds to small inputs precisely and immediately.

All of that is available to you at 60 or 80 kilometres per hour, which is where you spend most of your time here. Most performance cars only reveal their character at speeds you cannot legally use. The Artura gives it to you in traffic, and the hybrid system is a large part of why. The electric motor delivers torque instantly, before the engine has even had a moment to think about it, so the power is simply there the moment you ask. That is what gives the car its point-and-shoot quality. It is not about how much power there is. It is about how immediately it arrives. And that is something you can use every single day, on any road, at any speed.

The Artura is McLaren’s first series-production hybrid. As someone who values that sense of immediacy you just described, was a hybrid powertrain something you had to be convinced by, or did it make sense to you immediately?
I had to experience it before I fully appreciated what McLaren had done. My first instinct was to question it. McLaren had done hybrid before with the P1, but that was a hypercar that very few people would ever drive. The Artura is the first time that technology has been made accessible in a series-production car, and that is a significant shift. In practice, it sharpens everything.

“Hit the throttle and the electric motor is there instantly, no hesitation, no lag, building into something extraordinary at the top end.”

The power comes in stronger, and the engine note builds with it, more characterful through the rev range, with a drivability that feels immediate in a way that is uniquely its own. Hit the throttle and the electric motor is there instantly, no hesitation, no lag, building into something extraordinary at the top end. Yet you can ease out of your driveway on electric power alone, without waking the neighbours. And for all that technology, the car remains every bit as light as you would expect a McLaren to be. Offered the car with or without it, I would choose hybrid without hesitation. It is not a compromise. It is a performance enhancer.

McLaren owners often use the word ‘pure’ when they describe the driving experience. That word gets used a lot. What does it mean when you are behind the wheel of the Artura?
What people mean when they say that is that nothing feels superfluous. There is no layer of software trying to interpret what you want and deliver something slightly different. When you turn the wheel, the car turns. Because the steering is electro-hydraulic, what comes back through your hands is a genuine conversation with the road. When you ask for power, you get it cleanly. With the Artura, you get it immediately, and that is where the hybrid system earns its place.

That responsiveness is what purity actually means in practice. It is the absence of delay, of filtering, of anything sitting between you and what the car is doing. The F1-inspired carbon architecture makes this possible. It is rigid where it needs to be, and light where it counts, and the mid-engine balance does exactly what it should, keeping weight central and the car composed around you. Every element is working toward the same outcome, and you feel that coherence when you drive it. It is not a collection of impressive components. It functions as one thing, and because it does, it is far easier to use every day than you might expect.

What took the most adjustment when you first started living with the Artura day to day?
The ingress, honestly, though I say that with affection. The carbon tub sits very low, and the dihedral doors open upward rather than out, so you quickly learn a particular way of getting in and out. It feels deliberate, considered, very much part of what the car is. And people tend to misjudge those doors. The assumption is that they are theatrical, but in a tight carpark they are actually easier to manage than a conventional door. Beyond that, the Artura surprised me with how liveable it is. The visibility is better than you expect, the ride is composed, and the cabin is well considered. It does not ask much of you unless you ask something of it first. That balance is what makes it a car you can actually live with.

So, what does the McLaren life actually look like for you here in Singapore?
More than I expected, honestly. Locally, there are track days where you finally get to understand what the car is truly capable of, and road trips across the Causeway with a small group chasing proper driving roads.

“McLaren’s experiences programme takes you to some of the world’s greatest circuits, F1 hospitality at Monaco, even the Arctic. Places and moments that go far beyond simply owning a car.”

But ownership also opens doors globally. McLaren’s experiences programme takes you to some of the world’s greatest circuits, F1 hospitality at Monaco, even the Arctic. Places and moments that go far beyond simply owning a car. And through it all, what strikes you is how intimate the community is. A small group of genuine petrolheads who care deeply about what they drive. Late dinners that go on far longer than planned, friendships that form around a shared obsession. At some point, you realise the car was really just the beginning. In many ways, a McLaren gives you more than a car. What comes with it stays with you far longer.

Looking ahead beyond the Artura, are you thinking about moving further up the McLaren range, or is this where you want to be?
The Artura sits in a very satisfying place for me right now. It genuinely functions as both a daily car and a performance car without compromising either, and that is a harder balance to strike than most people realise. As a supercar you can actually live with every day, it is close to perfect. But if I am being honest, the 750S is never far from my mind. Where the Artura is precise and composed, the 750S turns everything up. It is more track-focused in its character, and the level of driver engagement at the limit is something else entirely. It is McLaren at its most unfiltered, and that is compelling.

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Singapore GP is bringing back its #RevUpSG watch party series for a fifth edition, with three locations across Singapore hosting live Formula 1 screenings from August to September ahead of the Formula 1 Singapore Airlines Singapore Grand Prix 2026.

Bedok, Toa Payoh and Woodlands will each host a race weekend, accompanied by Formula 1-themed activities, competitions and prizes. And yes, bringing your own chair is encouraged.

Formula 1 Comes To The Heartlands

The first #RevUpSG weekend will take place at Bedok Town Square from 22 to 23 August, where fans can catch the Formula 1 Heineken Dutch Grand Prix 2026.

Saturday’s programme runs from 12.30pm to 11pm, with the F1 Sprint screened at 6pm followed by qualifying at 10pm. On Sunday, #RevUpSG Trivia begins at 8pm before the Dutch Grand Prix gets under way at 9pm.

The series then moves to HDB Hub in Toa Payoh on 12 and 13 September for the Formula 1 Tag Heuer Gran Premio de España 2026. Qualifying will be screened at 10pm on Saturday, while Sunday’s programme includes trivia at 8pm followed by the race at 9pm.

The final stop will be Kampung Admiralty on 25 and 26 September, featuring the Formula 1 Qatar Airways Azerbaijan Grand Prix 2026. Qualifying begins at 8pm on Friday, while Saturday features #RevUpSG Trivia at 6pm before the race screening at 7pm.

More Than Simply Watching The Race

The live screenings are only part of the programme. Visitors can take part in interactive reaction-based games, while younger aspiring broadcasters can try being an F1 Kids commentator at the beIN SPORTS Asia booth. Official 2026 Singapore Grand Prix merchandise will also be previewed at the events.

There are prizes to be won too, including tickets to the F1 Exhibition, LEGO sets and access to the Thursday Pit Lane Experience during Singapore Grand Prix week.

Fans are also being encouraged to bring a few things of their own. Those with a favourite model car can enter Ready, Set, Race!, while fans can prepare postcards addressed to their favourite Formula 1 drivers for a chance to have them delivered during race week.

Community-Priced Singapore Grand Prix Tickets At Bedok

There is an additional incentive to visit the opening weekend at Bedok Town Square. Singapore Citizens and Permanent Residents will have the opportunity to purchase a limited allocation of community-priced Friday tickets for the Formula 1 Singapore Airlines Singapore Grand Prix 2026.

The offer covers Friday Zone 4 Walkabout tickets and Friday Stamford Grandstand tickets, with only 1,000 tickets available. Sales will take place exclusively at the Bedok Town Square pop-up on 23 August from 12.30pm.

Each person may purchase up to two tickets per category. Given how quickly Singapore Grand Prix tickets can disappear once race week approaches, it may be worth arriving early.

Building Up To Singapore’s Night Race

The #RevUpSG series forms part of the build-up towards the Formula 1 Singapore Airlines Singapore Grand Prix 2026, which returns to the Marina Bay Street Circuit from 9 to 11 October.

The Singapore Grand Prix remains one of Formula 1’s most distinctive events, with cars racing through the city centre under floodlights at speeds of up to 325km/h, surrounded by Singapore’s skyline.

But not everyone needs to be trackside to become part of the atmosphere. By taking Formula 1 into Bedok, Toa Payoh and Woodlands, #RevUpSG gives fans another way to experience a race weekend – one that is considerably closer to home and, in some cases, perhaps only a short MRT ride away.

There will be games, prizes, race screenings and plenty of fellow Formula 1 fans. Just remember the foldable chair.

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We are just five races away from Singapore: Kimi Antonelli has built a 50-point championship lead, Lewis Hamilton is leading Ferrari’s response, and George Russell remains in the hunt.

Yet with Zandvoort, Monza, Madrid, Baku, and a surprise return to Sepang still to come, the picture could change quickly before the paddock reaches Marina Bay.

Here are the fast facts on where the championship stands:

Drivers’ Championship

• Kimi Antonelli (Mercedes) leads with 219 points
• Lewis Hamilton (Ferrari) trails by 50 points at 169
• George Russell (Mercedes) holds third with 160 points

 Constructors’ Championship

• Mercedes leads with 379 points
• Ferrari is second with 307 points
• McLaren sits third with 220 points
• Red Bull is fourth with 177 points
• Racing Bulls a solid fifth with 66 points
• Alpine sixth with 61 points
• Haas is an encouraging seventh with 21 points
• Williams down in eighth with 11 points
• Aston Martin is ninth, at least with 1 point
• Cadillac brings up the rear with no points scored thus far

Mercedes: The New Benchmark

Mercedes’ response to the new technical regulations has been emphatic, with eight wins from 11 Grands Prix and 10 pole positions giving them a commanding lead. Antonelli has led the charge with six victories, while Russell has added wins in Australia and Austria.

It has not been flawless. Reliability issues and Russell’s difficult run through Belgium and Hungary have left points on the table, but Antonelli still heads into the summer break 50 points clear of Hamilton. Mercedes are bracing for a more intense second half as their rivals continue to develop.

Ferrari: Closing In?

Ferrari have emerged as Mercedes’ closest challengers. Hamilton claimed his first Grand Prix victory in red at Barcelona-Catalunya, Leclerc followed with a win at Silverstone, and nine podiums have kept the Scuderia second on 307 points.

Hamilton sits second in the drivers’ standings, but Ferrari remain 72 points behind Mercedes and still need greater consistency to turn pressure into a sustained title push.

McLaren: Champions Fighting Back

McLaren entered 2026 as the reigning champions, but the new era initially caught them on the back foot.

Reliability setbacks and a development deficit left Norris and Piastri chasing Mercedes and Ferrari, before a major Hungarian upgrade finally delivered their breakthrough, with Norris taking pole and McLaren’s first Grand Prix win of the season.

They remain third in the constructors’ table, but Hungary offered genuine hope for the second half.

Red Bull: Searching for a Way Back

Red Bull are navigating an unfamiliar season. Verstappen is yet to win a Grand Prix in 2026, although four podiums and a runner-up finish in Hungary have kept him sixth in the championship with 109 points.

The team sits fourth on 177 points, with Isack Hadjar adapting to the second seat while Red Bull continue to chase performance in a development battle that has shifted from circuit to circuit.

The Three-Man Title War

This season has developed into a fascinating fight between Mercedes’ Kimi Antonelli and George Russell, with Ferrari’s Lewis Hamilton splitting the pair.

Antonelli holds the edge, 50 points clear of Hamilton and 59 ahead of Russell, but the long second half leaves little room for complacency.

With Mercedes still the fastest package overall and Ferrari closing in, one retirement or poor weekend could quickly change the complexion of the championship.

2026 Singapore Grand Prix (October 9th – 11th)

Local fans, you’re about to witness a new chapter at Marina Bay. Singapore will host its first-ever F1 Sprint weekend in 2026, compressing the action into a single practice session before Sprint Qualifying on Friday and the Sprint on Saturday. The 4.927-kilometre street circuit remains one of Formula 1’s most physical, spectacular, and strategically volatile tests.

Will Antonelli arrive with his lead intact? Can Hamilton or Russell pull him back? Could McLaren’s Hungary resurgence continue, or might Verstappen finally break Red Bull’s winless run?

With Formula 1 returning to Sepang just one week earlier and extra Sprint points on offer in Singapore, the championship could look very different by October 11. One thing’s certain: Marina Bay promises drama, speed, and high-stakes championship storytelling.

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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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It marks the culmination of more than 75 years of innovation, a journey that began with Colin Chapman’s philosophy of “simplify, then add lightness” and has since evolved into one of the automotive industry’s boldest interpretations of electrified performance.

Singapore has been selected as one of the exclusive stops on the Evija’s Asia Tour, offering invited media, customers and enthusiasts a rare opportunity to experience one of the world’s rarest hypercars up close. Hosted by Lotus Singapore at the Wearnes Rear Tower Level 8 Lounge, the private preview celebrated not only the arrival of the Evija, but also the remarkable story that brought it into existence.

Limited to just 130 examples worldwide, the Evija remains one of the most exclusive creations ever to emerge from Hethel.

More Than Just A Hypercar

It’s easy to become distracted by the Evija’s headline figures. After all, it is recognised globally as the world’s most powerful production car. Yet reducing the Evija to a collection of impressive performance statistics would almost be doing it a disservice.

The significance of the Evija lies not simply in what it is, but in what it represents for Lotus. For decades, Lotus has built its reputation around lightweight sports cars that prioritised driver engagement above all else. From Formula One success to iconic road-going models, the British marque has consistently challenged conventional thinking within the automotive industry.

The Evija represents the next chapter of that philosophy, demonstrating that electrification and extraordinary performance need not exist independently of one another.

Celebrating 75 Years Of Lotus Engineering

A highlight of the Singapore showcase was The Road to Evija, a specially curated heritage exhibition that traced Lotus’ remarkable journey from its founding in 1948 through decades of motorsport achievements, engineering innovations and iconic road cars.

The exhibition sought to illustrate how each chapter of Lotus’ history ultimately contributed towards the creation of the Evija.

Guests were invited to explore the brand’s design evolution, engineering philosophy and pioneering spirit, qualities that continue to define Lotus today.

From lightweight engineering principles to cutting-edge electrified technologies, The Road to Evija provides valuable context for understanding why the hypercar occupies such an important position within Lotus’ modern portfolio.

A Significant Milestone For Lotus Singapore

For Lotus Singapore, securing the Evija as part of its Asia Tour represents a significant moment for the marque locally.

“Hosting the Lotus Evija in Singapore is a significant milestone for the brand and a rare opportunity for our customers, media and enthusiasts to witness one of the world’s most extraordinary hypercars up close. The Evija represents the ultimate expression of Lotus engineering and innovation. We are delighted that Singapore has been selected as one of the key stops on its Asia tour, allowing us to share this remarkable chapter of the Lotus story with our community.”

Ian Grant, General Manager of Lotus Singapore

Looking Towards The Future

While every Evija has already found its owner, its story is far from over. For enthusiasts, opportunities to witness the world’s rarest hypercars are few and far between. Opportunities to experience a car that represents a turning point in a manufacturer’s history are rarer still.

The Evija was never intended to be a volume-selling model. Instead, it exists as the technological and philosophical pinnacle of what Lotus can achieve, being a showcase of the innovations, design principles and engineering capabilities that will inevitably influence future products.

Its arrival in Singapore serves as a celebration of everything Lotus has achieved over the past 75 years, while simultaneously offering a glimpse into where the British marque is heading next. It is a reminder that Lotus continues to evolve, embracing new technologies without losing sight of the engineering principles that made the company famous in the first place.

And while the Evija itself may be limited to just 130 examples worldwide, its greatest legacy may ultimately lie in the generations of Lotus vehicles it inspires in the years to come.

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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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