If you’re already driving something from Sant’Agata, chances are you’re not shy about attention. The Urus might not follow the classic low-slung Lamborghini formula, but it still has serious road presence. Still, there’s always room to go further. Enter a widened take on the already aggressive SUV.

This is the Urus SE Widetrack, reworked by Urban Automotive. SUVs are their playground, whether it’s a Defender or a Cullinan, but this particular build pushes things much further thanks to an extensive use of carbon fibre. According to the company, nearly every outer surface has been revisited, reshaped and, where possible, replaced with bespoke carbon components developed entirely in-house. This is not an off-the-shelf kit. Everything, bar the Vossen wheels, has been created under one roof in Milton Keynes. The end result aims to feel sharper, more deliberate and visually striking compared to the standard car.

What stands out is how cohesive the design feels. It has the sort of details you could imagine coming straight from Lamborghini itself. There’s a functional bonnet vent that takes inspiration from SVJ models, redesigned side sections featuring the brand’s signature hexagonal theme, and sill extensions that subtly reference the Miura. It is not just about exaggeration for the sake of attention. There is actual thought behind the design language, even if the bright Inozetek Gloss Pearlescent Pearl Marigold Orange wrap and massive 24-inch wheels immediately set a bold tone.

The Widetrack lives up to its name with an extra 40 mm added to the overall width compared to the standard hybrid model. The extended arches incorporate exposed carbon elements, giving the SUV a more planted look. Beyond that, the package includes a three-piece carbon front splitter, a redesigned rear bumper, an enormous diffuser and a layered rear aero setup that effectively adds a second spoiler above the original. Urban branding appears on the endplates, while the quad exhaust finishers have been upgraded to billet items. Subtle is not part of the brief here.

Urban Automotive’s managing director, Matthew Welch, describes the project as their most advanced and visually impactful Lamborghini build to date. He points to the level of engineering and the intention behind every detail, aiming to strike a balance between something that feels true to Lamborghini’s identity while still clearly carrying Urban’s signature OEM+ approach.

For those interested, the complete conversion is available now, with pricing starting at £51,800. Additional customisation options are available for both the interior and exterior.

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Zyrus Engineering, a Norwegian company focused on high-performance automotive development, has marked its 10-year milestone with an early look at a new project currently in the works.

The upcoming ZYRUS STRADA R³ is positioned as the brand’s most ambitious road-legal model yet, combining a strong focus on outright performance with a design approach rooted in Scandinavian craftsmanship. It will be produced in extremely limited numbers, with the company confirming that just five units are planned.

At the core of the STRADA R³ sits a bespoke twin-turbocharged V10 delivering 1,500 horsepower. The car is said to weigh 1,424 kilograms, while also generating up to 1,500 kilograms of aerodynamic downforce, pointing to a setup heavily influenced by track-focused engineering.

According to Zyrus, the project represents a continuation of its development work over the past decade, with the car designed to push further into the upper limits of performance and exclusivity. Early design previews, created under the direction of lead designer Huy Duc Pham, hint at an aggressive, low-slung profile with a clear emphasis on airflow management and cooling.

The STRADA R³ has been developed using data and experience gathered from testing on European public roads as well as established race circuits. Zyrus notes that the car incorporates advanced aerodynamic elements, a motorsport-inspired suspension system, and an integrated Smart Dash setup that allows for detailed data logging and driver-focused performance analysis.

Each example will be assembled in Norway and tailored to individual customer specifications. Buyers will be able to personalise various aspects of the car, including exterior carbon fibre finishes, interior detailing, and performance calibration settings.

Production is scheduled to begin in July 2026.

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Packing a twin-turbo V8, over 4.0 litres of capacity and an electric shove worth close to 200 hp, the G99 BMW M5 Touring arrives with serious intent. On paper, 717 hp (535 kW) should make it feel relentless everywhere, but tipping the scales at roughly 2.5 tonnes does dull the edge slightly. Even so, there’s no questioning the depth of performance here, and it still carries the M badge with authority.

That said, “enough” has never really been part of the brief at Manhart. The German tuner has taken the latest Touring and pushed it much further, badging it the MH5 900E. The name doesn’t quite tell the full story either, because output now climbs to 898 hp (669 kW), achieved through revised turbo hardware and ECU calibration. Torque jumps to a massive 1200 Nm (885 lb-ft), which is a healthy 200 Nm increase over standard. If there were any doubts about the hybrid M5 lacking punch, this setup answers them pretty quickly. For those worried about sound, Manhart fits a stainless steel system with four 115 mm outlets, promising a far more engaging soundtrack.

Elsewhere, the changes mirror what’s been done to the saloon. Adjustable KW V4 coilovers handle suspension duties, while oversized 22-inch Manhart Concave One wheels fill the arches. You could argue that a more subtle wheel choice would better complement the upgraded suspension, but restraint isn’t really the goal here. Visually, the package leans on Manhart’s signature gold detailing, leaving the factory’s already aggressive design largely untouched. It works because the base car already brings plenty of presence.

The upgrade package is already on offer for the Touring. Expect to pay around €10,000 for the ECU work and exhaust alone, with pricing for the turbo upgrade still under wraps and likely to be the biggest cost factor.

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Long before heritage recreations became a predictable play, the 1972 Porsche 911 S/T built its reputation the old-fashioned way. It was never a headline factory-backed machine like the RSR. Instead, it carved out its status as a privateer tool, shaped by resourcefulness and real-world racing demands. Run initially by Equipe de Course Marc Dancose and later refined under Brumos Racing, this Phoenix Red coupe lined up for 27 events across North America between 1973 and 1978.

Its history reads like a tour of some of the toughest circuits of that era. Sebring, Daytona and Indianapolis all appear in its records. The car itself mirrored that no-nonsense life. Up front, standard wheels remained, while the rear ran a wider, mismatched setup. It may have looked odd, but it delivered the traction needed to survive endurance racing. Its competitive run came to an abrupt halt after a crash at Trois-Rivières, though that was far from the end of its story.

Years later, the same car resurfaced in Switzerland, tucked away in a private collection. After a full restoration, it sparked something far more ambitious. Through Porsche’s Sonderwunsch programme, its owner commissioned a modern interpretation of the 911 S/T that channels the original character without simply recreating it. The idea was straightforward. Capture the essence, but reimagine it for today.

Design direction came from Grant Larson, who steered things away from a straight retro clone. Rather than replicating old sponsor liveries, he developed a layered paint finish. Phoenix Red leads the look, while Signal Yellow is used sparingly, most noticeably across the front bumper. The finish is applied by hand, blending tones in a way that references the past without leaning too heavily on nostalgia. It feels considered, not forced.

Spend more time with the car and the subtle details begin to surface. There are quiet nods to the Camel GT Challenge, handled with restraint. While tobacco branding is no longer acceptable, the camel motif appears in understated ways, stitched into the headrests, etched into trim elements and even projected onto the ground when the doors open. Inside, outlines of circuits like Sebring, Daytona, Indianapolis and Lime Rock are worked into the design, tying everything back to its racing roots.

There is also a deliberate callback to the original car’s asymmetrical stance. At the rear, Manthey Racing aerodiscs inspired by the GT3 RS can be fitted, though they can be removed for road use. It keeps the car usable while maintaining that visual connection to its heritage. Like all Sonderwunsch builds, the real story lies in the execution. Every surface, every material and every finish meets production-level standards. This is more than a tribute. It shows how Porsche can reinterpret its past in a way that still feels relevant today.

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It looks like the fight for Nürburgring bragging rights between the Americans just took another turn, and this time it might be a big one for Ford.

Clips doing the rounds online show the Ford Mustang GTD being pushed flat-out around the Nürburgring, with all signs pointing to a serious record attempt. One widely shared onboard video suggests a lap time of 6:41.74, although that figure hasn’t been officially confirmed just yet.

If that number holds up, it puts the Mustang GTD comfortably ahead of the Chevrolet Corvette ZR1, which previously clocked a 6:50.763 lap, as well as the Corvette ZR1X at 6:49.275. It would also mean the GTD has gone quicker than some serious heavy hitters, including the Mercedes-AMG GT Black Series and even the Porsche 911 GT2 RS MR and Manthey Performance version.

In other words, this wouldn’t just be an American win, it would place the Mustang GTD right near the top tier of production car performance at the Nürburgring.

There is a small margin of uncertainty around the reported time, mainly because the exact start and finish points aren’t perfectly visible in the footage. Even allowing for a second either way, the result still puts the Mustang GTD in a league few road cars ever reach.

For context, the outright benchmark is still held by the Mercedes-AMG One, which posted a 6:29.090 lap. That car is effectively a Formula 1 powertrain adapted for the road, which makes the Mustang’s apparent performance even more impressive when you consider what it’s up against.

Ford hasn’t officially confirmed the time yet, but the tone from the brand suggests they knew exactly what they were chasing. After Chevrolet managed to leap ahead with both the ZR1 and ZR1X, Ford’s response was immediate and direct. CEO Jim Farley publicly acknowledged the achievement and made it clear the fight wasn’t over.

That response wasn’t just talk. Ford returned to the Nürburgring later in the year with an updated version of the Mustang GTD, clearly refining the package for another shot at the record. The latest footage strongly suggests that effort has paid off in a big way.

If the 6:41.74 figure proves accurate, Ford hasn’t just reclaimed the American record, it has done so by a significant margin, potentially cutting more than 10 seconds off its previous effort. That’s not a small improvement, that’s a statement.

We’ll have to wait for official confirmation, but all signs point to a serious shake-up at the top. The Nürburgring might have a new American benchmark, and this time the gap isn’t marginal.

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Denza has offered a first look at its upcoming flagship performance car, releasing an early image ahead of its planned debut at the Goodwood Festival of Speed later this year.

Developed in collaboration with Daniel Craig, the new coupé appears to stay very close to the Z concept revealed at the Shanghai motor show, with the production version retaining much of the original design intent.

Positioned as the brand’s halo model, it is set to sit above the Z9 GT shooting brake, D9 MPV and B5 SUV when it reaches markets, marking a clear push into more performance-focused territory for the Chinese premium manufacturer.

While detailed specifications have yet to be confirmed, Denza has already highlighted some of the key technologies expected to feature, including steer-by-wire, magnetorheological suspension and a cockpit built heavily around advanced digital systems with a clear driver-centric focus.

There is also a strong chance the car will inherit several standout features from the Z9 GT, such as crab-walking capability and the ability to perform a tank turn. Power could come from a tri-motor electric setup similar to that car, which produces 952 horsepower (710 kW), although an increase in output for this flagship model would not be surprising.

Test mules have already been seen lapping the Nürburgring, fuelling speculation that the brand could be targeting a benchmark lap time as part of its introduction strategy.

BYD executive vice-president Stella Li has already confirmed the model is destined for the UK, with its first public appearance scheduled for Goodwood in July before it makes its way into showrooms.

Although the concept carried the Z name, the final production badge has not yet been confirmed and could change before launch.

According to Li, the brand’s approach leans heavily on technological innovation rather than simply increasing power or refining design in incremental ways.

She pointed to the Z9’s capabilities, including its ability to tank-turn, drift, operate with semi-autonomous functions and sprint from 0–100 km/h (62 mph) in 2.7 seconds, alongside ultra-fast charging, as examples of how Denza aims to differentiate itself.

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German design house, LARTE Design, known for its work in the premium aftermarket space, has revealed a full carbon upgrade package for the facelifted Mercedes-AMG G63, introducing a revised exterior setup that focuses on subtle visual changes rather than a complete redesign.

The package has been developed and produced in Germany, with the aim of refining the G-Class’ existing shape rather than altering its core identity. The G-Wagon has long been associated with status and presence, but its growing popularity has also made it a common sight in many cities. This latest offering looks to give owners a way to stand out without straying too far from the original design.

Instead of dramatic add-ons, the approach here centres on proportion and detail. The modifications focus on enhancing the SUV’s lines, adding contrast through light and shadow, and creating a stance that appears slightly wider and lower. The overall effect is intended to feel close to an OEM+ execution rather than an aftermarket overhaul.

The carbon package includes a wide range of exterior components such as a rear bumper overlay, inserts and grids, a roof spoiler, a redesigned spare wheel cover, side sill elements, dual exhaust tips, and a revised front bumper setup with matching overlays, inserts and grille sections. Mirror caps and an additional brake light are also part of the package.

For those wanting to take things further, there are optional additions including a carbon bonnet available in exposed or body-coloured finishes, a roof-mounted light bar, and wheels featuring carbon detailing designed to match the rest of the package.

At the rear, layered carbon elements introduce more structure and contrast, while the spare wheel cover and roof spoiler become standout features. Along the sides, carbon sill pieces and mirror caps help clean up the overall profile, giving the SUV a slightly tighter and more composed look. Up front, the use of horizontal lines and carbon inserts creates the impression of added width without deviating from the original AMG face.

Every part in the package is manufactured using pre-preg carbon fibre, a material commonly used in high-performance automotive and motorsport applications due to its strength and consistency. Buyers can choose between a raw carbon finish, where the weave remains visible, or painted options that retain the carbon base underneath.

The materials used are TÜV-certified, indicating they meet certain European safety and quality standards, which can simplify road legality, insurance and inspection processes depending on the market.

For owners, the package offers a way to differentiate their G63 in a segment that has become increasingly saturated, while still keeping things relatively restrained. The level of customisation allows buyers to start with a base specification and expand depending on preference.

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The typical image of a Lamborghini might be a low-slung, mid-engined supercar with sharp lines and two doors, but the brand’s history tells a broader story. It originally built its reputation on refined grand tourers, later experimenting with bold outliers like the LM002, before eventually striking gold again with a completely different formula in the form of the Urus SUV in 2018. That model has since become the company’s top seller, reshaping what a modern Lamborghini can be. Now, the Italian marque is preparing to expand its range once more, with a fourth model expected before the decade wraps up, and it looks like the direction will revisit where it all began.

Speaking during the recent 12 Hours of Sebring, CEO Stephan Winkelmann shed some light on how Lamborghini approached this next addition. The team evaluated various untouched segments and niches, including the idea of another four-door offering to sit alongside the Urus. That route was ultimately dismissed, along with the idea of a smaller SUV. According to Winkelmann, the sedan space no longer aligns with the brand’s vision, especially as demand tends to favour long-wheelbase designs that don’t quite match Lamborghini’s design DNA.

The idea of a Lamborghini sedan isn’t new. Back in 2008, the Estoque concept hinted at what such a model could look like, but it never progressed beyond that stage. This time around, the focus has shifted in a different direction entirely. Instead of chasing shrinking segments, Lamborghini is revisiting a category that defined its earliest years.

What the brand sees as the missing piece is a proper grand tourer. More specifically, a two-door 2+2 configuration. That format harks back to the company’s first production cars, the 350 GT and 400 GT, which combined long-bonnet proportions with V12 power and more relaxed, usable cabins. It’s a layout that blends performance with comfort and usability, something Lamborghini hasn’t seriously explored in decades, aside from the Asterion concept (shown above) from 2014.

There has already been a glimpse into Lamborghini’s future thinking with the Lanzador concept revealed in 2023. Initially planned as a fully electric model, the strategy has since shifted. The brand has decided to delay its EV ambitions beyond 2030, meaning the Lanzador will instead adopt a plug-in hybrid setup, aligning it with the rest of the current range.

The concept itself featured a raised ride height, chunky wheel arch cladding and a silhouette that leaned slightly towards SUV territory, while still maintaining a coupe-like roofline. However, with the latest comments from Winkelmann, there’s reason to believe the final production version could take on a lower, more classic grand tourer stance rather than leaning into crossover territory.

The finished car is still some way off, with a market debut expected closer to 2029. Until then, details will continue to emerge slowly, but one thing is clear: Lamborghini’s next chapter may look forward, but it’s being shaped heavily by its past.

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If a regular Mercedes S-Class feels a bit too restrained for your taste, this latest Mercedes-Maybach takes things in a very different direction. It leans fully into presence, theatre and outright indulgence, aimed squarely at buyers who want their luxury to be seen as much as felt.

Underneath, it’s based on the recently updated S-Class revealed earlier this year, but the Maybach treatment goes far beyond a simple upgrade. There’s a new flat-plane V8 in the mix, a completely reworked cabin dominated by screens, and a powerful new computing backbone that drives the next wave of driver assistance systems.

Subtlety has never really been part of the Maybach brief, and this one makes that clear at first glance. The signature chrome grille has grown by around 20 percent and now features illumination, along with prominent Maybach branding. Even the standing Mercedes star up front lights up, joined by an illuminated emblem on the C-pillar. The headlight design adds more three-pointed star detailing with rose gold accents, while a polished chrome strip running down the bonnet draws attention to its sheer length.

New wheel options include 20-inch polished forged designs with centre caps that remain upright as the wheels rotate, echoing the same detail you’d find on a Rolls-Royce.

Accessing the cabin is designed to feel like an event in itself. The rear doors can open and close electronically with a light pull or the press of a button, and a Maybach logo is projected onto the ground as you step in.

Inside, the 5.5-metre-long limousine is more private jet than car. Leather, finely finished wood and layered ambient lighting wrap around a cabin that’s now centred around what Mercedes calls the Superscreen. This setup combines a 14.4-inch central display, a 12.3-inch passenger screen and a 12.3-inch digital instrument cluster, all housed beneath a single glass surface. The centre console has also been reworked, now incorporating dual wireless charging pads surrounded by open-pore wood finishes.

As expected, the real focus is the rear. Two individual seats offer near-flat recline, giving passengers a first-class airline experience with serious legroom. Between them sits a redesigned console housing removable touch controllers and holders shaped specifically for optional silver-plated Robbe & Berking champagne flutes. A 10-litre cooled compartment keeps drinks perfectly chilled, although it can be removed if more storage space is needed alongside the 480-litre boot.

Rear passengers also get their own 13.1-inch displays mounted behind the front seats, complete with integrated HD cameras for video calls. While it may not match the sheer spectacle of BMW’s 31-inch Theatre Screen, it delivers a more integrated and functional setup.

Every display runs the latest version of Mercedes’ MBUX system, now enhanced with an AI-driven assistant that blends inputs from ChatGPT, Microsoft Bing and Google Gemini to make interaction more intuitive.

For buyers who want something truly one-off, the Manufaktur Made to Measure programme opens the door to almost endless personalisation. Paint alone spans more than 150 options, while interiors can be tailored down to stitching, embroidery and bespoke finishes. For the first time, there’s also a leather-free option, using a synthetic material paired with textiles made from linen and recycled polyester, finished with contrasting piping and intricate stitching.

Engine choices vary by market, with the iconic 6.0-litre V12 still available in select regions. Elsewhere, the range is led by a new flat-plane V8. In Maybach S 680 form, it produces 621 hp (463 kW) and 900 Nm, pushing this near 2.5-tonne limousine from 0 to 100 km/h (62 mph) in just 4.0 seconds, although most owners are unlikely to be chasing acceleration figures with a glass of champagne in hand.

The Maybach S 580 uses a different 4.0-litre V8 with mild-hybrid assistance, delivering 530 hp (395 kW) and 750 Nm. There’s also a plug-in hybrid S 580 e, pairing a six-cylinder petrol engine with an electric motor and a 22 kWh battery, offering around 97 km (60 miles) of electric-only driving.

Ride quality remains the core focus. Additional sound insulation helps isolate occupants from the outside world, while a dedicated Maybach drive mode prioritises comfort above all else. The latest air suspension system uses Intelligent Damper Control, drawing on real-time data from other Mercedes vehicles to anticipate road imperfections. It can adjust damping up to 10 metres in advance, smoothing out bumps before they’re even felt inside the cabin.

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Mercedes-AMG has confirmed that the GT Black Series is coming back, and this time it is being developed side by side with the next-generation GT3 race car. Both machines trace their roots back to the Concept AMG GT Track Sport, which clearly wasn’t just a showpiece but a preview of what AMG had in mind all along.

AMG is positioning the new Black Series as the most hardcore version it has ever built, sitting above the already serious GT 63 Pro in the current range. That’s saying something when you look at what the existing cars deliver. The GT 63 produces 577 bhp (430 kW) and 800 Nm (590 lb-ft), while the GT 63 Pro steps things up to 603 bhp (450 kW) and 850 Nm (627 lb-ft), sprinting from 0 to 100 km/h (62 mph) in 3.2 seconds and topping out at 317 km/h (197 mph).

According to AMG, the next Black Series will go significantly beyond those numbers.

There’s also a key change under the bonnet. AMG has already revealed that an updated version of its flat-plane crank V8 is on the way, set to debut in a limited-run Mythos model based on the CLE Coupe. That same engine is expected to form the backbone of the new Black Series.

Looking back at the previous GT Black Series from 2020 gives a good idea of what AMG is aiming to surpass. That car introduced a flat-plane crank version of the twin-turbocharged 4.0-litre V8, delivering 720 bhp (537 kW) and 800 Nm (590 lb-ft), with peak power arriving at 6900 rpm. It could hit 100 km/h (62 mph) in around 3.2 seconds and run on to 325 km/h (202 mph), while also setting a production car lap record at the Nürburgring at the time.

AMG’s claim of building its most extreme Black Series yet doesn’t just come down to power. Early prototypes show much more aggressive aerodynamic work and a chassis clearly tuned with circuit performance as the priority. The connection to the GT3 programme is a big part of that approach, with both cars being engineered from the same foundation.

Developing the road car alongside its racing counterpart allows AMG to transfer knowledge more directly from track to street, especially when it comes to airflow management, cooling efficiency and suspension tuning.

“We are developing the most extreme Black Series ever. At the same time, we want to set the next record-breaker in motorsport with the future GT3,” said AMG CEO Michael Schiebe. “The foundation for this is the Concept AMG GT Track Sport – a technology demonstrator that was more than just a concept from the very start.”

The Black Series badge has been reserved for AMG’s most focused creations since 2006, starting with the SLK 55 AMG Black Series and continuing through a line of limited, track-driven machines that have become icons in their own right.

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