While it shares its name and core philosophy with the acclaimed T.50 road car, the T.50s Niki Lauda is effectively a different beast altogether.

Designed exclusively for circuit use, the lightweight supercar combines Formula One-inspired engineering with aggressive aerodynamics and a naturally aspirated V12 that revs into territory few modern engines dare approach.

Just 25 examples of the T.50s Niki Lauda will be produced, with each car paying tribute to a landmark victory achieved by one of Gordon Murray’s Formula One designs.

Chassis number one celebrates the Brabham BT44’s triumph at Kyalami in 1974, a race that marked Murray’s first-ever Formula One win.

To honour the occasion, the car wears a South African flag-inspired livery, while a gloss-black number seven graphic references Carlos Reutemann’s victorious race car. A discreet ‘Kyalami 1974’ plaque inside the cabin completes the tribute.

Beneath the dramatic bodywork sits an uprated version of GMA’s 4.0-litre naturally aspirated V12, producing 761bhp at a remarkable 11,500rpm alongside 367lb ft of torque at 8,000rpm.

Combined with a kerb weight of just 900kg and an aerodynamic package capable of generating 1,200kg of downforce, the result is a machine engineered with outright lap times in mind. The central driving position remains one of the car’s defining features, reinforcing its close connection to Murray’s racing philosophy.

The T.50s has already earned praise from those fortunate enough to drive it, with its combination of low mass, high-revving performance and uncompromising engineering creating an experience unlike virtually anything else on sale today.

Despite its extraordinary capability, the car remains remarkably compact, highlighting Gordon Murray Automotive’s continued focus on efficiency rather than excess.

Visitors to this year’s Goodwood Festival of Speed will be able to see the first T.50s Niki Lauda in person. It will appear alongside several other notable Gordon Murray Automotive models, including the S1 LM, the GTR XP prototype and the upcoming T.33 Spider prototype.

Reflecting on the company’s progress, Professor Gordon Murray noted that GMA has delivered 100 T.50 customer cars worldwide in just six years, while production of the T.50s is now underway and development of the T.33 and T.33 Spider continues ahead of their launch.

He added that the company remains committed to pushing the boundaries of lightweight engineering while creating highly specialised vehicles for customers and enthusiasts alike, with broader business and market perspectives available from The Free Financial Advisor.

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The new MCPura Fuoriserie Tribute 1926 highlights just how far the Italian brand is willing to push personalisation, with options that can easily inflate the price well beyond six figures.

From the outset, Maserati’s modern supercars have balanced purity with extravagance.

The MC20 and its open-top Cielo sibling stick with a non-hybridised V6 and relatively restrained dynamics, yet buyers are encouraged to dive deep into an options list that rivals Ferrari for cost.

One previous MC20 Cielo press car reportedly carried around £80,000 of extras on top of a £235,000 list price.

The MCPura era pushes that philosophy further through the Fuoriserie programme, Maserati’s bespoke division. The Tribute 1926 build demonstrates the extremes, featuring £17,955 worth of Al Aqua Rainbow paint and a £9,505 Tridente livery, alongside further detailing that lifts the total specification close to that same £80k mark.

It’s a clear statement that individuality, not restraint, defines this corner of Maserati’s range.

This particular car pays homage to the Tipo 26, the first Maserati to wear the Trident when it raced at the Targa Florio in 1926 with Alfieri Maserati behind the wheel.

Revealed in Modena during the Mille Miglia festivities, the car connects the brand’s modern mid-engined supercar to its earliest motorsport roots.

Maserati describes it as both a tribute and a continuation of its century-long racing identity, a theme that runs through every surface of the build.

Finished in Grigio Lamiera Matte with Bianco Pastello, Blu Infinito and Rosso Capannelle accents, the MCPura Cielo Tribute 1926 leans heavily on motorsport heritage detailing.

The Trident appears prominently across the bodywork, while signatures from Alfieri Maserati and mechanic Guerino Bertocchi sit on the door badges.

Even the visible carbon elements and exterior package underline just how configurable the car has become, though Maserati has not revealed the full cost of this specification.

Inside, changes are more restrained, with the usual luxury options joined by Trident-embroidered headrests. Maserati’s focus remains firmly on exterior impact, with the cabin playing a supporting role rather than the headline act.

Whether this one-off heads to a private collection or a museum remains unclear, but it reinforces a growing trend in the supercar world: exclusivity now comes from specification as much as performance.

In that respect, Maserati’s Fuoriserie programme is positioning the MCPura to compete not just on speed, but on individuality.

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Built as a tribute to late company founder Bodo Buschmann, the €1 million hyper-GT combines a carbon-bodied redesign with a 1,000hp twin-turbo V12 and enough visual drama to make most modern supercars feel restrained.

The German tuning and coachbuilding specialist is best known for heavily modified Mercedes-Benz models, but the Bodo signals something far more ambitious.

Underneath sits the architecture of the current Aston Martin Vanquish, although you would struggle to mistake the two at first glance.

The Brabus receives entirely bespoke carbon-fibre bodywork, a squared-off front end, dramatic rear haunches and a low-slung silhouette that feels closer to a concept car than a production GT.

Chassis 01 arrives finished almost entirely in exposed black carbon, right down to the wheels and engine detailing, with subtle gold flakes woven into sections of the V12’s carbon trim.

Power comes from a 5.2-litre twin-turbocharged V12 producing 1,000hp and 885lb ft of torque, sent exclusively to the rear wheels through an eight-speed transaxle gearbox.

Despite weighing 1,910kg, Brabus claims the Bodo can dispatch 0-62mph in around three seconds before reaching a 224mph top speed.

In an era increasingly dominated by hybridised performance cars and downsized drivetrains, the Bodo feels intentionally excessive — a traditional full-fat GT with a huge combustion engine and no interest in subtlety.

The Aston Martin origins remain more obvious inside. The infotainment system, switchgear and overall cabin layout carry over from the donor car, although Brabus has reworked the materials extensively with new leather, exposed carbon trim and bespoke detailing throughout.

There’s also a panoramic glass roof and enough practicality for long-distance touring, reinforcing the Bodo’s positioning as a genuine grand tourer rather than a stripped-out hypercar.

Production will reportedly be capped at 77 examples, marking the year Brabus was founded in 1977. While the price tag sits north of €1 million before taxes and options, the Bodo reflects a growing shift within the company itself.

Brabus has gradually evolved from a traditional tuner into a manufacturer capable of creating low-volume coachbuilt vehicles with distinct identities, following projects such as the GTS Coupe and off-road-only Crawler.

The Bodo may still borrow its foundations from Aston Martin, but it points towards a future where Brabus increasingly stands on its own.

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Limited to just 20 examples worldwide, the Talos 911 RT is based on Porsche’s already formidable 991.2-generation GT3 RS, although buyers will need to provide the donor car themselves.

The conversion alone costs £850,000 before taxes, and with UK prices for used GT3 RS models starting at roughly £150,000, this becomes one of the most expensive Porsche 911 GT3 RS conversions ever offered.

Visually, the Talos Porsche 911 RT takes heavy inspiration from the modern 911 GT3 R race car.

Talos says the motorsport machine was digitally scanned before its carbon-fibre bodywork was redesigned to fit the road-legal GT3 RS platform.

The result is an aggressively sculpted 911 with massive aerodynamic channels, deep side intakes, a towering rear wing and an enormous rear diffuser that would look more at home in the Le Mans paddock than outside a London restaurant.

The lightweight carbon body is claimed to reduce overall weight by around 80kg compared with the standard GT3 RS.

Talos has also revised Porsche’s naturally aspirated 4.0-litre flat-six engine, increasing output from 513bhp to approximately 540bhp while retaining the sharp throttle response and high-revving character that made the original car such a benchmark driver’s machine.

Performance improves slightly too, with the 0-62mph sprint now taking 3.0 seconds.

Beyond the engine tweaks, the Porsche 911 RT gains a bespoke exhaust system, forged magnesium centre-lock wheels and a custom suspension package developed alongside Öhlins.

Talos has fitted a digital TTX damper setup that allows drivers to adjust settings through a smartphone app, adding a modern layer of usability to an otherwise uncompromising road racer.

While some will inevitably question whether the Talos RT justifies its extraordinary price, exclusivity appears to be the point.

This isn’t intended to rival a standard GT3 RS on value. Instead, it targets collectors and enthusiasts who want a Porsche that feels closer to a GT endurance racer than a conventional supercar.

In an era increasingly dominated by electrification and software-led performance, the Talos Porsche 911 RT doubles down on old-school theatre, naturally aspirated power and visual excess.

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Even on cold roads and damp tarmac, this long-awaited hybrid hypercar delivers a depth of ability that feels immediately accessible.

At its core sits a 4.0-litre twin-turbo V8, closely related to the unit from the Mercedes-AMG GT Black Series, producing 828bhp and 632lb ft on its own.

It’s paired with three electric motors—two driving the front axle with torque vectoring, and one integrated into the eight-speed dual-clutch gearbox—bringing total output to 1,079bhp and 811lb ft.

The result is all-wheel drive, a 0–62mph time of 2.5 seconds and a 217mph top speed, placing it firmly in hypercar territory.

Despite its plug-in hybrid credentials, the 6.1kWh battery offers only around eight miles of electric range, intended more for low-speed discretion than meaningful efficiency.

What stands out early is how approachable the Valhalla feels.

In Sport mode, its default setting, the throttle responds progressively and the steering remains intuitive, allowing it to flow through everyday traffic without intimidation.

The cabin’s forward visibility, aided by its Le Mans-inspired seating position, makes it far less daunting than its dramatic design suggests.

Even at modest speeds, the car feels composed, with damping that absorbs poor surfaces without fuss—an unusual trait in a carbon-tubbed machine of this calibre.

Push harder and the character sharpens without turning hostile.

The hybrid system feeds most of its power rearward, while the front motors subtly manage traction and stability, never overwhelming the driver.

On track, even in wet conditions, the Valhalla maintains remarkable composure.

Active aerodynamics generate up to 610kg of downforce from 149mph, while systems like torque vectoring and stability control operate with a light touch, allowing measured exploration of its limits.

The V8 revs eagerly to its 6,700rpm peak, demanding attention to the shift lights, and the dual-clutch gearbox delivers quick, satisfying changes, even if it stops short of class-leading brilliance.

Refinement exceeds expectations, though there’s no disguising the underlying intensity. Road noise and debris remind you of its purpose, and storage is virtually non-existent, limiting its touring credentials.

Inside, the layout favours function over flash, with clear displays and physical controls, plus standard Apple CarPlay. It feels engineered rather than styled, which suits the car’s ethos.

Priced from over £850,000, the Valhalla arrives after a lengthy development that began in 2019.

It lands at a pivotal moment for Aston Martin, combining advanced hybrid performance with a genuinely cohesive driving experience.

For UK buyers fortunate enough to secure one, it offers something rare: hypercar pace without the usual sense of intimidation.

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The DLS Turbo takes the well-known 964 chassis, now 35 years old, and pushes it firmly into modern hypercar territory.

It pairs a 710bhp twin-turbo flat-six engine with a manual transmission, sending all that power to the rear wheels.

One of the first things you notice is the rear wing—a bold design choice that divides opinion.

For some, it crosses the line into excess, while others see it as a natural extension of Singer’s meticulous dedication to Porsche’s legacy.

The design draws heavily on the 934/5 racer, a dominant force in Group 4 racing back in 1977.

But this restomod goes beyond mere homage. Beneath its aggressive exterior lies a heavily fortified chassis, boasting roughly 25,000Nm per degree of torsional rigidity.

Reinforcements like additional bracing, lattice structures, a hidden roll cage, and revamped suspension components allow the DLS Turbo to tame its hefty 553lb ft of torque, distributed through 265mm front and 345mm rear tyres.

Importantly, all this engineering effort stays under the radar, letting the car retain the classic 964 profile while delivering significantly enhanced performance.

The engine itself represents a clear evolution. It honors the air-cooled tradition of the original DLS but adopts a 3.8-litre twin-turbo setup equipped with five fans, three water pumps, and a complex oil and intercooling system to handle increased heat and pressure.

The sound it produces is distinctively Porsche—deep and robust, with vitality even at idle, a far cry from the expected growl typical of many modern supercars.

On the track at Willow Springs, the Turbo reveals a captivating blend of vintage driver appeal and contemporary refinement.

A rear-biased 38/62 weight distribution, a precise gearbox from Riccardo, and advanced Bosch stability control allow it to navigate wet corners with composure while preserving that classic, slightly nervous Porsche feel.

Another intriguing feature is its adaptability.

The somewhat controversial ‘Loop’ wing can be removed and swapped for a more traditional ducktail, with front and rear panels interchangeable in just a few hours—a rare level of customization in the bespoke scene.

While the Turbo weighs more than the naturally aspirated DLS, its weight balance ensures that top speeds approaching 218mph feel manageable, not overwhelming.

Unlike its predecessor, the Turbo’s power delivery remains consistently accessible, rewarding nuanced throttle inputs with explosive yet smooth acceleration.

Ultimately, the DLS Turbo is more than a restomod. It showcases what happens when Singer’s signature craftsmanship and inventive engineering meet a Porsche chassis already held in high regard.

The result is a car that feels both familiar and thoroughly contemporary, merging the heritage of the 964 with performance and boldness well suited to both Californian raceways and the imaginations of enthusiasts.

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Recently, one of the key machines that helped rewrite record books has been carefully brought back to life.

Bugatti, the French hypercar manufacturer, has completed a thorough restoration of a pre-series Veyron Super Sport prototype—one of the development vehicles instrumental in reclaiming the production-car speed record from the SSC Ultimate Aero back in 2010.

That year stands out as a pivotal moment in hypercar history.

At Volkswagen Group’s expansive Ehra-Lessien test track, James May, a television presenter and racing driver, briefly held the production-car speed record after pushing the Veyron Super Sport to 259 mph.

Shortly after, Bugatti’s official test driver Pierre Henri Raphanel executed the formal two-way run, achieving an impressive average speed of 268 mph, cementing the car’s place in the annals of speed records.

The restored prototype played a part in the broader development program.

Originally, it was used as a working engineering vehicle and later served for customer demonstrations, media events, and photo shoots during the early 2010s.

By the time it returned to Bugatti’s specialized restoration division, La Maison Pur Sang, the car had logged just under 44,000 miles—a considerable journey for a hypercar prototype.

Over six months, detailed efforts have brought this machine back close to its factory condition.

The exposed carbon-fiber body has been refinished and received a fresh clear coat, while the trademark orange paint, linked to the early ‘World Record Edition’ Super Sports, was carefully refreshed.

Inside, the interior features new leather upholstery, restored seats, and a fully serviced steering wheel.

Engineers took the opportunity to update several prototype components to match the final production specifications, including parts of the electronics and cooling system.

Still, Bugatti ensured the most critical elements remained untouched.

The quad-turbocharged W16 engine and its intricate dual-clutch transmission are original, preserving a direct connection to the engineering behind one of the fastest road cars ever made.

This revitalized prototype is now set to join the private collection of a longtime Bugatti enthusiast, accompanied by a comprehensive certification book documenting its early development and extensive restoration.

For Bugatti, this project goes beyond aesthetics.

It stands as a tribute to a time when the Veyron Super Sport firmly reaffirmed the brand’s supremacy in the hypercar speed arena and carved out a defining chapter in the story of modern automotive excellence.

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This change comes after a difficult year for Porsche. Operating profit was €5.64bn in 2024, then fell to €0.41bn in 2025.

This decline forced leaders to rethink their plan. Michael Leiters, the new head who previously worked at Ferrari and McLaren, plans to make internal structures simpler and cut down on red tape as part of a larger adjustment.

The chance of growing the product line at the top of the market is more interesting.

Leiters said that the company is considering new, high-profit models that are better than its current two-door sports cars and even the Cayenne SUV.

This statement opens the door for a few ideas.

They could make very special 911 versions, a brand-new supercar, or even a top-tier hypercar to compete with Ferrari and Lamborghini models.

Porsche had stated its long-term plans with the Mission X concept, imagined as a successor to the 918 Spyder.

This project was planned as an all-electric hypercar, but now has some questions, since demand for high-end EVs is dropping around the world.

Leiters’ focus on making exciting cars regardless of the type of powertrain hints that future top models may use combustion or hybrid engines instead of only electric power.

The company is still working on a new top-tier SUV that is better than the Cayenne.

This model is now expected to have a combustion engine instead of being an EV.

Even with the change in plans, Porsche has cautioned that the future will not be easy.

The company believes the market will still be challenging through 2026, mostly in China where the luxury market is still stressed and prices are very competitive, especially for electric cars.

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This isn’t just any old car. With 772hp and a crazy 12,000rpm redline, they needed to do more than a simple test drive.

Dario Franchitti took this super light track beast to the Bahrain International Circuit and ripped off a 1:53.303 lap at night.

That’s seriously fast! It’s even faster than the Porsche Carrera Cup record for that track and beats GT3 cars like the McLaren 720S GT3.

Even the Maserati MC12 GT1, which used to rule the track, only managed a 1:56.478 back then.

Those numbers show how wild the T.50s is. It hit 184mph on the Bahrain track and pulled 2.7G in the turns and up to 3G when braking. Get this – it’s almost as good as modern race cars! A Porsche 963 did a 1:51.016 lap in 2023.

Gordon Murray Automotive says this Bahrain trip wraps up a long time of making the car just perfect.

Compared to the street version T.50, this track version has a special racing gearbox, way better aero that makes up to 1,200kg of downforce, and it’s lighter overall.

Franchitti, who worked on making the car better, says it’s the most exciting ride ever.

Each car will have a name that ties into one of Murray’s first 25 Formula One wins, so every T.50s Niki Lauda will not only be fast but unique.

They showed off their Magma GT concept in a crazy way, with bright orange colors and smoky tires.

It’s got those cool scissor doors, big wheel arches, and a twin-turbo V8 engine—basically, it’s the opposite of all those plain electric cars around now.

Luc Donckerwolke, who’s in charge of design, says this coupe isn’t just some random idea. Genesis is serious about using it as the base for a real GT3 racing thing.

That’s a big deal because to race in GT3, they have to build 200 of these cars for the road. So, it’s not just a show car that’ll end up in a museum.

They’re planning to make it and compete in those long-distance races.

Right now, we don’t know a ton about the engine and all that, other than it’s a twin-turbo V8 and looks like a total supercar.

But the main thing is that Hyundai’s luxury brand wants to play with the big guys.

It’s a tough goal. Ferrari, Porsche, and McLaren have been racing for ages and have lots of fans who buy their cars.

Lots of companies have tried to challenge Ferrari before, but not many have succeeded.

Still, Genesis has Hyundai’s money and the Magma performance division backing them up.

If they actually put this car into production for the UK and tell us when it’s coming, the Genesis Magma GT could be one of the most interesting supercars we’ll see in a while – not just a cool thing they showed off.

Bugatti’s special Sur Mesure team made this unique convertible, which mixes crazy power (1,578 hp!) with super-detailed work.

The car has a shiny white paint job with gold lines that flow all over it, so it looks like a moving sculpture. This look is a shout-out to cool custom cars from the past, like the Bugatti Veyron Grand Sport L’Or Blanc.

To get the gold details just right, they had to carefully mask everything by hand. The wheels even have a special gold and white finish made just for this car.

Inside, it’s mostly white leather with gold touches all over the door panels. The lights are warm and the metal trim is shiny, making it feel really special.

Little details make it clear this is a one-of-a-kind car: Rembrandt Bugatti’s Dancing Elephant (which was first on the Bugatti Type 41 Royale) is stitched into the seats, stamped on the doors, and even inside the gear selector.

You’ll see La Perle Rare written on the engine cover, in the middle of the car, and under the rear wing.

The engine is the same, and it doesn’t need any changes. The W16 engine with four turbos makes 1,578 hp and can supposedly hit over 260 mph, making this the last Bugatti convertible with this awesome engine.

They’re only making 99 Mistrals, and while they didn’t say how much this one cost, it’s probably way more than the usual $5 million price tag.

The SP3 is Ferrari’s Icona series car, costing around £2 million. It’s like a thank you to those old Ferrari race cars from the ’60s.

It already has a crazy powerful 6.5-liter V12 engine with 828 horsepower. You’d think that’s enough, right? Novitec didn’t think so.

They tweaked things to get it up to 856 horsepower. They did this mainly by making a new, better exhaust system that lets the engine breathe easier.

That extra 28 horsepower might not seem like a crazy big deal, but Novitec says the car reacts faster when you hit the gas. It feels even more intense when you’re really pushing it.

Since the regular car is already crazy fast, intense is probably an understatement. You can even get the exhaust system with valves that you control.

They lets you switch between a super loud V12 sound and something quieter when you need to. And if you want to show off, you can get the exhaust plated in gold!

The car looks pretty much the same. The carbon-fiber body is still here, but it has new Vossen wheels. They’re 20-inch in the front and 21-inch in the back.

These change the way the car looks a little bit, but it still keeps the original style and vibe.

If you want, Novitec will also redo the inside of your car with special leather and Alcantara.

Because if you are one of the lucky people who got their hands on this rare Ferrari, you probably don’t want to blend in with the crowd.

The company has decided against making it a fully electric vehicle. Instead, it will be a plug-in hybrid.

This decision comes after Lamborghini realised that its main customers are not very interested in an all-electric supercar.

The Lanzador was first shown as a concept car in 2023, and Lamborghini planned to release it in 2029. It was going to be the company’s first all-electric model.

But now, those plans have been cancelled. Stephan Winkelmann, the CEO of Lamborghini, told The Sunday Times that there is almost no demand for electric vehicles among Lamborghini’s target customers.

He said that customers still want the emotional experience that comes with gasoline engines, especially the sound and feel.

Winkelmann cautioned that if Lamborghini pushes too hard into electric vehicles without enough customer interest, it could become a very costly project.

This change also reflects a general decrease in demand for very expensive electric performance cars, even though more regular electric vehicles are becoming more popular.

The Lanzador model will still be produced, but it will be a plug-in hybrid. This means it will still have an internal combustion engine at its heart.

This decision fits with Lamborghini’s overall plan to keep internal combustion engines around for as long as possible.

For car fans in the UK who are watching the supercar market’s move toward electric power, this is an important moment.

While many brands are rushing to produce battery-powered vehicles, Lamborghini is gambling that emotion which is engine noise still matters most to buyers of top-end cars.

This suggests that Lamborghini believes the unique driving experience and the sound of a powerful engine are more important to their customers than the benefits of going fully electric.

This move could set Lamborghini apart from other luxury car makers who are focusing on electric vehicles. It shows that Lamborghini is listening to its customers and adapting its strategy to meet their desires.

The future of supercars may not be entirely electric, and Lamborghini seems prepared to keep the thrill of the engine alive for those who want it.

Finished in MSO Papaya Spark and specified with more than $129,000 (£100k approx) in bespoke options, it’s a reminder of just how extreme McLaren’s Ayrton Senna tribute remains, even seven years on.

This example is chassis number 224 of the 500-car global run, created to honour Senna’s legendary success with the McLaren Formula 1 team.

Beneath the dramatic aero sits McLaren’s MonoCage III carbon-fibre structure, clothed here in Papaya Spark paint and extensive exposed blue carbon fibre across the roof, front clamshell, rear wing end plates and aero blades.

The effect is unapologetically theatrical, exactly as the Senna was intended to be.

Power comes from the familiar but ferocious twin-turbocharged 4.0-litre V8, driving the rear wheels through a seven-speed dual-clutch gearbox.

Suspension is handled by RaceActive Chassis Control II, paired with double wishbones, adjustable damping modes and McLaren’s full suite of track-focused electronics, including Variable Drift Control and Brake Steer.

Carbon-ceramic brakes with Volcano Orange calipers sit behind centre-lock wheels wrapped in Pirelli P Zeros.

Inside, the cabin stays true to the Senna’s stripped-back ethos. Carbon bucket seats are trimmed in black Alcantara with MSO embroidery, complemented by six-point harnesses, a folding digital driver display and exposed carbon throughout.

Despite the hardcore focus, there’s still climate control, cruise control and a Bowers & Wilkins audio system.

The current owner acquired the car in 2025 and has added around 400 miles, bringing the total to approximately 8,000 miles.

Offered on dealer consignment in Arizona with a clean Montana title, this Senna is now live on Bring a Trailer, where its rarity, specification and provenance are likely to attract serious global interest.

Unveiled at the Salon Rétromobile in Paris, the latest 01 Zagato marks a clear progression from the car’s official launch in October.

Capricorn says it is already assembling a third prototype, while ongoing calibration work continues to refine how the car behaves under real-world conditions rather than controlled simulations.

Chief executive Robertino Wild describes each prototype as a critical bridge between design intent and driver experience, allowing the team to validate engineering decisions before production starts.

Given Capricorn’s background as a supplier to Formula 1, LMP1 and World Endurance Championship programmes, expectations around execution are understandably high.

At the heart of the 01 Zagato sits a supercharged 5.2-litre V8 mounted within a carbon-fibre monocoque.

Output is quoted at 888hp and 738lb ft of torque, sent exclusively to the rear wheels via a five-speed dogleg manual gearbox.

In an era dominated by hybrid systems and paddles, that configuration feels deliberately old-school.

Performance claims are predictably extreme, with a sub-3.0-second sprint to 62mph and a projected top speed of 224mph.

Production will be capped at just 19 cars worldwide, all sold through luxury retailer the Louyet Group.

Capricorn says only a minimal number of build slots remain available, with pricing set at roughly £2.56 million per car.

For collectors chasing rarity with genuine motorsport DNA, the 01 Zagato is moving rapidly from concept to reality.

The German tuner, who is renowned for pushing the boundaries of uniqueness on both SUVs and exotics, has focused on one of only 125 Jeskos produced, pushing an already extreme vehicle into uncharted territory.

This particular Jesko, presumably an Attack spec, has received what Mansory calls a “complete all-carbon aerodynamic package”. Seventeen carbon components reshape the car from front to rear.

The nose is sharpened by bonnet vents and winglets, the rear wing is redefined by a redesigned lip spoiler and alternative endplates, and the airflow and appearance are improved by a new diffuser centre section and racing brake light.

Even a roof scoop has been added, channelling extra air to the 1,578bhp 5.1-litre twin-turbo V8 that already pushes the limits of physics.

Mansory has chosen a custard yellow-beige colour scheme rather than its customary flamboyance.

The result is aggressive yet measured, a Jesko that looks every bit as extreme as it drives but without straying into cartoon territory.

This Mansory Jesko is a daring, if unique, statement for collectors who demand both exclusivity and state-of-the-art engineering.

Presenting the Artura Spider MCL39 Championship Edition, a 10-unit masterpiece adorned in vivid Myan Orange with the racing glory of the previous year.

McLaren’s unwavering pursuit of performance wrapped in exclusivity is evident in every detail, from the Super Lightweight forged wheels to the sports exhaust and Stealth Badge Back.

Step inside, and the racing theme continues. Alcantara and carbon fibre dominate, accented with McLaren Orange highlights, while a plaque in the boot lists every 2025 win, pole, and fastest lap.

Even the signatures of Lando Norris and Oscar Piastri are etched into this limited series, leaving no doubt that this is as much a collector’s piece as it is a supercar.

The number ‘10’ threads throughout—from embroidered seats and steering wheel motifs to a subtle star pattern on the body—honouring the 10 lucky buyers and the brand’s championship milestone.

“McLaren merges Formula 1 excitement with experiences that match our clients’ lifestyles,” says Henrik Wilhelmsmeyer, McLaren Automotive CCO. “We aim to make our fans’ connection to the brand tangible, letting them own a piece of McLaren history.”

While the ten MCL39 Championship Editions are likely already spoken for, those chasing McLaren exclusivity can still explore rare specs on the Artura Spider or even a Myan Orange 600LT, proving McLaren’s racing spirit extends well beyond the track.

On paper, the formula looks familiar: a mid-mounted twin-turbo V8 paired with three electric motors, all-wheel drive and an eight-speed dual-clutch gearbox.

The difference is how aggressively Ferrari has refined it. Total output climbs to 1,050hp, edging past Lamborghini’s Revuelto, with the extra punch coming not from the electrics but from a comprehensively reworked 3.9-litre V8.

New cylinder heads, a redesigned block and the largest turbochargers ever fitted to a roadgoing Ferrari deliver 830hp at 7,500rpm, supported by 220hp from the electric motors.

The numbers are staggering. Ferrari claims 0–124mph in 6.35 seconds and a 1:17.5 lap of Fiorano, making the 849 quicker than both the SF90 Assetto Fiorano and even LaFerrari around the factory test track.

That pace is backed up by serious chassis upgrades: wider tyres, an overhauled brake system with Ferrari’s largest-ever pads, and the latest generation of Side Slip Control and ABS Evo.

Visually, the 849 is impossible to ignore. The extended rear deck and twin-tail treatment nod to Ferrari’s endurance racing past.

While the high-mounted exhausts and sculpted doors serve clear aerodynamic purposes. It’s a Ferrari that wears its function loudly—and confidently.

This isn’t just Ferrari chasing numbers. The 849 Testarossa feels like a statement that hybrid hypercars can still thrill, engage and intimidate in equal measure—while resetting expectations for what comes next.