Audi’s iconic five-cylinder might not be done just yet, but its future in Europe is hanging in the balance as emissions rules tighten. The brand is now exploring ways to keep the much-loved 2.5-litre turbocharged unit alive, with electrification emerging as one of the more realistic paths forward.

In its current form, the well-known EA855 engine produces 394 hp (294 kW), but upcoming Euro 7 regulations set to take effect in November pose a serious challenge. Meeting those stricter standards would require significant reworking, and that’s not an easy decision when the engine only serves a limited number of models globally, namely the Audi RS3 and the Cupra Formentor VZ5.

There was already a sense that the recently revealed RS3 Competition Limited could mark the end of the road for this powerplant. Audi CEO Gernot Döllner previously hinted that the future of the five-cylinder remained uncertain, pointing out that recovering the cost of adapting it to Euro 7 requirements might not make financial sense.

To meet the new regulations without electrification, the engine would need a thorough overhaul. That includes hardware like an updated particulate filter, more advanced NOx sensors, revised fuel injection strategies and higher-density catalytic converters. None of this comes cheap, and the return on that investment is far from guaranteed.

That’s where hybridisation starts to make more sense. Audi Sport boss Rolf Michl has made it clear the company isn’t ruling anything out. Internally, there are ongoing discussions around different technical solutions, with the goal being to retain as much of the emotional character of the five-cylinder as possible. According to Michl, preserving that distinctive sound and feel remains a top priority, especially in the compact performance segment where the engine has built a loyal following.

Even if Europe becomes too restrictive, the five-cylinder won’t disappear entirely. Audi is expected to continue offering it in regions with less demanding emissions laws, including the United States, which gives the engine a potential lifeline outside the EU.

If Audi does decide to invest in a revised version, there could be more than just Audi models benefiting. Previous reports have suggested that Volkswagen is considering using the engine in a special edition Golf to celebrate 25 years of its R performance division, which could give the EA855 another chapter before it eventually bows out.

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The fight for Nürburgring Nordschleife bragging rights just took another sharp turn, and this time it’s not who you’d expect leading the charge. Not only has Ford managed to outpace the Chevrolet Corvette ZR1X, but it’s done so with a fresh take on its already extreme Mustang GTD, introducing a new variant known as the GTD Competition.

Ford’s previous effort with the GTD already raised eyebrows, laying down a 6:52.072 lap, itself a solid improvement over earlier attempts. This latest run, though, is on another level entirely. The GTD Competition stormed around the Green Hell in 6:40.835, slicing a full 11 seconds off that time and comfortably eclipsing both the Corvette ZR1 and ZR1X benchmarks. In fact, only one production car has ever gone quicker around the Nordschleife: the 1,000 hp (746 kW) Mercedes-AMG One.

Ford is keeping some of the finer details under wraps for now, but a few key changes have already been confirmed. Power has been increased beyond the standard GTD’s 800 hp (596 kW) supercharged 5.2-litre V8, although exact figures haven’t been disclosed yet. Aerodynamic tweaks play a big role here, including a revised rear wing, updated front dive planes, and aero discs fitted to the rear wheels. Grip has also been improved with new tyres, while a series of weight-saving measures help sharpen the overall package. These include magnesium wheels, carbon bucket seats, a lighter damper setup, and additional efforts to trim mass wherever possible.

Taken together, these upgrades push the GTD Competition well beyond what Ford originally set out to achieve when it unveiled the GTD back in 2023. For those who missed out the first time around, there’s some good news: Ford has reopened order books for the Mustang GTD. The catch is that this Competition version won’t be part of the standard offering. Instead, it’s earmarked for a future, highly exclusive release, built in limited numbers and individually numbered.

Ford CEO Jim Farley didn’t hold back either, doubling down on the brand’s intent to shake up the established order. According to him, the GTD programme has always been about closing the gap between GT3 race machinery and road-legal supercars, and this new Competition variant pushes that idea even further.

While Ford hasn’t directly called out its American rivals, the message is pretty clear. The benchmark laps set by GM’s engineers last year haven’t been ignored. Interestingly, while factory GT3 driver Dirk Müller set the headline 6:40.835 time, Ford Racing engineer Steve Thompson also put in a lap of 6:49.337. That’s just a tenth shy of the 6:49.275 recorded by GM engineer Drew Cattell in the ZR1X, which subtly undercuts the argument that the Mustang’s advantage comes down purely to pro driver skill.

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It was always going to happen. The latest Manthey Performance Kit for the current 911 GT3 RS has taken what was already one of the sharpest naturally aspirated machines around the Nürburgring Nordschleife and pushed it even further. Not that long ago, dipping under seven minutes in something like the 918 Spyder felt like a milestone reserved for hypercars. Now, that kind of pace is being chased down by cars you’d never have expected.

The headline figure here is 6:45.389. Porsche isn’t shy about calling it remarkable, and it’s hard to argue. The GT3 RS, with its 518 hp (386 kW) and 470 Nm (347 lb-ft), is now circulating faster than some seriously potent turbocharged V8 machinery from the likes of AMG and Corvette. Sure, not every rival lap was set under identical conditions or with the same level of driver, but the point stands. This thing is properly quick. What really stands out is how much time it gains in the corners. The Nordschleife has its fair share of flat-out sections, but it’s the high-speed and medium-speed bends where the RS makes its advantage count.

To put it into perspective, this lap is just a couple of seconds shy of the 6:43.300 managed by the previous-generation 991 GT2 RS fitted with its own Manthey upgrades. That car packed 700 hp, which makes this result even more impressive when you consider the power deficit.

A lot of the credit goes to aerodynamics. Since the launch of the 992 GT3 RS, it’s been clear that airflow management is the main story, and the Manthey package takes it up another level. Despite costing around £100,000, the kit significantly increases downforce, reportedly reaching around a tonne at 285 km/h (177 mph), thanks in part to that prominent fin inspired by the 963 race car. Crucially, this added grip doesn’t come at the expense of drag. Watching the onboard footage, the car looks planted through the fastest sections, carrying speed in a way that borders on race car territory. Porsche even suggests that in areas like Flugplatz and Mutkurve, performance is comparable to a slick-tyre race car, just one you can still drive home afterwards.

The braking setup also sees attention. Updated pads and lines work alongside the already strong Porsche GT braking system to allow later braking points, better pedal feel, and consistent performance across a wide temperature range. That aligns with what’s been experienced on track, where the Manthey-equipped car builds on the already impressive base and sharpens it further.

Behind the wheel for the record run was Jörg Bergmeister, who clearly knew exactly what he had underneath him. He mentioned that getting the right conditions was key after putting in the work, and once everything lined up, the result followed. He highlighted how effective the Manthey package is, especially through the faster sections where the gains are most noticeable.

Of course, none of this comes cheap. With a standard GT3 RS already clocking a 6:49.328 lap, you’re effectively paying a hefty premium for a few seconds. Break it down and it’s serious money per second saved. Still, that won’t stop a handful of buyers.

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As Lamborghini steps into its next chapter of V8 hybrid supercars, the Temerario sets the tone with a mix of performance, engineering and design that feels like a clear evolution of the brand. At the centre of it all is a high-revving 10,000 rpm V8, paired with a more rigid structure and a design language built around Lamborghini’s signature hexagonal theme. The result is something that looks more focused and deliberate, yet still carries that aggressive edge expected from Sant’Agata.

ZACOE’s Performance Soft Kit Program takes that base and sharpens it further, following an OEM+ approach that enhances the car visually and aerodynamically without straying too far from the original design. Instead of completely reworking the car, the idea here is to refine what is already there, giving the Temerario a more cohesive and purposeful look.

All of the components have been developed to either replace factory parts directly or integrate as add-ons, meaning there is no need for cutting or permanent changes to the body. Everything can be removed, allowing the car to be returned to its standard form if needed, which will matter to owners who prefer to keep things flexible.

What’s Included in the ZACOE Temerario Carbon Fibre Soft Kit Program

Aero Performance Hood
Front Lip Splitter
Side Skirts
Ducktail Spoiler & Swan-Neck Style Rear Wing
Roof Scoop
Rear Diffuser

Each ZACOE component developed for the Lamborghini Temerario is built with a focus on tight tolerances and clean integration with the original bodywork.

Using high-grade carbon fibre, every piece is shaped to complement the factory lines while adding a more defined aerodynamic presence. The goal is not just visual impact, but also to maintain the level of fit and finish expected from a modern Lamborghini.

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There’s a shift coming for the next-generation Audi RS 6, and it’s a big one. Set to break cover later this year ahead of its 2027 launch, the performance flagship will no longer be limited to Avant duty. For the first time in well over a decade, Audi is preparing to offer the RS 6 as both a wagon and a traditional sedan, something we last saw back in the Audi RS 6 era.

That earlier sedan is worth remembering briefly. It packed a wild 5.0-litre twin-turbo V10 pushing 572 hp (426 kW), an engine loosely tied to what you’d find in cars like the Audi R8 and Lamborghini Gallardo. Times have changed though, and engines like that are no longer viable in today’s landscape. The new RS 6 is heading in a very different direction.

Early whispers suggest a twin-turbo V6 hybrid setup producing somewhere around 730 hp (544 kW), similar in concept to what’s expected in the upcoming Audi RS 5. That said, there’s another angle to consider. Reports have pointed toward Audi sticking with a V8, specifically an evolved version of the familiar 4.0-litre twin-turbo unit developed alongside Porsche. This engine already does duty in models like the Lamborghini Urus SE and several Bentley offerings, so it wouldn’t be a surprise to see it pushed even further here.

There’s also a strategic element at play. With rivals like the BMW M5 now producing up to 717 hp (535 kW), Audi won’t want to lose ground, especially after seeing how buyers reacted when Mercedes-AMG downsized its flagship performance cars. Whether it’s V6 hybrid or V8-based electrification, expect the new RS 6 to come out swinging.

From a design perspective, the prototype seen testing still wears full camouflage, but the underlying shape looks close to production-ready. Up front, Audi’s latest lighting signature is visible, paired with a large grille featuring a diamond-style mesh pattern. The lower section appears designed to conceal sensors and radar hardware, likely finished in black for a cleaner look. Vertical air intakes sit beneath the headlights, feeding both the cooling systems and front brakes.

Along the sides, the stance is classic RS. Wide, flared arches wrap around oversized multi-spoke wheels, with drilled brake discs filling the space behind them. Like its smaller sibling, the RS 5, the front fenders feature functional vents, while the rear arches blend aggressively into the body, giving the car a planted, muscular look.

At the back, there are signs of a full-width lighting element linking the taillights, something that has become a signature across newer Audi models. There also appear to be decorative vent elements integrated into the rear lighting design. A subtle lip spoiler sits on the boot lid, while the exhaust outlets are large and positioned centrally within a chunky diffuser setup. Hybrid warning decals on the glass confirm some level of electrification, regardless of the final engine configuration.

This is still a development car, so details can change, but the overall direction is clear. The next RS 6 is shaping up to be more versatile, more powerful and arguably more relevant than ever. With testing underway at the Nürburgring, it shouldn’t be long before the full picture comes into focus.

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The Lamborghini Urus S has become a familiar sight around the world, but that popularity also means standing out is getting harder. That’s where this latest build comes in, aimed at giving the already aggressive SUV a sharper, more technical presence without straying too far from its original design.

German-based LARTE Design has completed a full LARGENDA conversion on a Urus S, finished entirely in matte pre-preg carbon fibre. The work was carried out at its facility in Erkrath, with the goal of enhancing the visual impact of the car rather than completely changing its identity. The result is a darker, more purposeful look that leans into the Urus’ existing proportions.

Matte carbon plays a big role in how the car is perceived. Unlike gloss finishes that rely on reflections, the matte surface absorbs light, allowing the original lines and contours to stand out more clearly. On the Urus S, this has the effect of visually lowering the stance and tightening up the overall shape. The side profile looks cleaner, while the rear gains a more defined, almost motorsport-inspired edge. It does not come across as heavily modified. Instead, it feels closer to a factory-style evolution.

The LARGENDA package itself covers most of the exterior. It includes a redesigned front splitter and bumper inserts, extended side sills, a more aggressive rear diffuser, and additional aerodynamic detailing. In total, there are 18 individual components, all produced using dry carbon construction. Importantly, everything is designed to fit onto standard mounting points, so no drilling or structural changes are required. Systems like parking sensors and driver assistance features remain unaffected.

Production follows a fairly detailed process at LARTE’s German facility. Each part starts with 3D scanning of the vehicle, followed by CAD development to match OEM tolerances. From there, surfaces are refined, components are cured in an autoclave, then trimmed using CNC machinery before being finished by hand. The materials used are TÜV-certified, which adds a level of reassurance around quality and compliance.

Buyers are not limited to a single look either. The LARGENDA kit can be specified in matte or gloss carbon fibre, painted finishes to match the body, or a mix of both depending on how subtle or bold the owner wants to go. Each build is tailored individually, with configuration options typically drawn up within a day of enquiry.

The package is available globally for Urus S owners looking to take a more understated but still distinctive route with their SUV.

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A fresh chapter is on the horizon for Bentley’s most popular model, with a new-generation Bentayga now confirmed for later this decade.

The next iteration of the luxury SUV is expected to arrive in 2028, and while early expectations pointed toward a fully electric direction, that plan has shifted. Instead, Bentley is preparing a plug-in hybrid setup for the new model.

Since its arrival back in 2015, the Bentayga has played a major role in reshaping Bentley’s business. A facelift in 2020 kept things current, and the SUV has remained the brand’s top seller ever since, making up a significant portion of total deliveries in recent years. With that kind of track record, the next version carries plenty of weight.

The timeline for its debut is relatively close, and interestingly, it will mark the beginning of Bentley’s next wave of electrified models built around plug-in hybrid technology.

Earlier plans had suggested the SUV would transition to full electric power, largely due to its intended use of Porsche’s more advanced SSP platform under the wider Volkswagen Group umbrella. However, delays linked to softer-than-expected EV demand have pushed that architecture further down the line. As a result, Bentley has opted for a different route, switching to the PPC platform instead.

This is the same underlying structure used by models like the Porsche Cayenne and upcoming Audi Q9, giving Bentley the flexibility to combine traditional combustion engines with hybrid assistance. According to CEO Frank-Steffen Walliser, this approach allows customers to move toward electrification at their own pace, rather than being forced into it prematurely.

From a broader perspective, plug-in hybrids are seen as a stepping stone toward stricter emissions targets expected by 2035, particularly in regions like the UK and European Union where regulations will heavily favour fully electric vehicles.

As for the powertrain itself, details remain limited, but indications point to a familiar setup. A 3.0-litre V6 paired with hybrid assistance is expected.

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Lamborghini’s newest take on its entry-level supercar is already edging closer to its next form, with the open-top Temerario now spotted undergoing testing at the Nürburgring. Even as deliveries of the coupe begin, development of the Spyder is clearly well advanced, with prototypes out in the wild ahead of a planned reveal in mid-2026.

Covered in the usual heavy camouflage, the test car doesn’t give much away at first glance, especially when it comes to the roof setup. That said, given how tightly packaged the Temerario is, particularly around its twin-turbocharged V8 hybrid system, it’s highly likely the Spyder will make use of a compact fabric roof. The expectation is that it folds neatly into the limited space between the engine bay and the cabin, rather than adopting a heavier hardtop solution.

Despite the disguise, a few changes are noticeable. The engine cover appears to sit higher than on the coupe, hinting at a redesigned rear section to accommodate the folding roof mechanism. The rear glass looks narrower too, and should function as an adjustable wind deflector when driving with the roof down. Interestingly, the six distinctive vents seen on the coupe’s rear deck are no longer present, suggesting a complete rethink of airflow management and cooling to suit both the hybrid system and the new roof configuration.

While the open-air experience is usually a highlight of any Spyder, early impressions of the Temerario’s V8 may divide opinion. Some feedback suggests that at lower revs, the engine note lacks the drama expected from a Lamborghini, only sharpening slightly higher up the rev range. Compared to the characterful V10s found in models like the Gallardo and Huracán, this new setup may not deliver the same emotional punch.

Weight is always a concern when converting a coupe into a convertible, mainly due to the added motors and roof hardware. However, Lamborghini seems to have planned ahead. The Temerario’s aluminium chassis was engineered from the start with an open-top version in mind, reportedly offering around 20 percent more rigidity than the Huracán. This should mean minimal need for additional reinforcement, helping keep weight gains under control.

Under the skin, nothing is expected to change. The Spyder should carry over the coupe’s full hybrid setup, including the high-revving 10,000rpm twin-turbo V8, supported by three electric motors and a battery pack. Features like rear-wheel steering and adaptive MagneRide dampers are also set to remain, placing it directly against rivals such as the Ferrari 296 GTS.

The official debut is expected to take place around August 2026, likely timed to coincide with Monterey Car Week, where Lamborghini tends to showcase its most important new models.

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Jetour’s presence in South Africa is still relatively fresh, but the brand has wasted little time building momentum. After arriving locally in September 2024 with the five-seater Dashing and seven-seater X70 Plus, followed by the T-Series range, it has now expanded into electrified territory with the launch of its plug-in hybrid models. The latest additions, known as the T1 i-DM and T2 i-DM, mark the company’s first step into the PHEV segment locally.

The new models introduce a hybrid system aimed at blending everyday usability with longer-distance capability. Combined outputs reach up to 265 kW, while total driving range is claimed to exceed 1,200 km. Like most plug-in hybrids, the setup allows for short-distance electric-only driving, which could be useful for daily commuting, while retaining a petrol engine for extended trips without range anxiety.

An integrated energy management system handles the balance between electric and combustion power, with a focus on efficiency and smooth delivery. Charging flexibility also plays a role, with DC fast charging capable of taking the battery from 30% to 80% in under 30 minutes. Fuel consumption is rated from 1.1L/100 km, although real-world figures will depend heavily on driving style and how often the battery is charged.

Visually, the T1 and T2 i-DM models carry over the squared-off styling seen on their combustion counterparts. The design leans into a rugged SUV look, with bold lines, signature lighting and a generally upright stance. Details such as large alloy wheels and a panoramic glass sunroof add to the overall presence.

Dual digital displays dominate the dashboard, supported by wireless charging, ambient lighting and a premium sound system. Connectivity and infotainment are clearly a priority here, aligning with what buyers in this segment have come to expect.

The launch event, held at SunBet Arena in Pretoria, also highlighted Jetour’s broader “Travel+” philosophy. The idea centres on combining practicality with lifestyle-oriented features, aiming to cater to both family use and more adventure-focused driving. In simple terms, it’s about offering space, tech and versatility in one package.

Jetour’s local growth has been rapid so far. Monthly sales have climbed from around 400 units in 2024 to over 1,700 units more recently, suggesting strong early traction in the market. The introduction of hybrid technology appears to be the next step in building on that momentum, especially as buyers increasingly look for ways to balance fuel costs with newer, more efficient tech.

For South Africa specifically, the appeal of a plug-in hybrid setup lies in its flexibility. Drivers can take advantage of electric driving where possible, while still having the reassurance of a traditional engine when needed. That balance could prove particularly relevant given the country’s varying infrastructure and fuel price fluctuations.

The T1 i-DM and T2 i-DM are now available through more than 55 dealerships nationwide.

Pricing starts at R689,900 for the T1 i-DM and R779,900 for the T2 i-DM, placing them competitively within the growing electrified SUV space.

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Porsche has added another interesting twist to the 911 line-up, and this one ticks a box enthusiasts have been waiting on for years. The new 911 S/C brings together the GT3’s naturally aspirated setup with a proper open-top experience, thanks to a fully electric fabric roof.

Pricing in South Africa starts from R6,138,000 including a 5 year 100,000 km Driveplan.

This isn’t the first time Porsche has paired a GT3-derived engine with a convertible body, but previous efforts like the Speedster were far more niche. That car came with a manual roof and a lower windscreen, making it feel more like a collector’s piece than something you’d use regularly. The S/C changes that approach with a powered roof system and a standard-height windscreen, making it far more usable day to day.

There’s still plenty here to keep purists interested. Lightweight construction plays a big role, with carbon-fibre doors and front wings carried over from the sought-after 911 S/T. Magnesium wheels and carbon-ceramic brakes come standard, while carbon-backed bucket seats and a lightweight six-speed manual help keep mass in check. The end result is a kerb weight of just 1,475 kg, which is only about 30 kg heavier than the previous-generation Speedster despite the added convenience.

Porsche has also given the S/C its own identity through a few unique touches. A blacked-out windscreen surround and bespoke interior embroidery set it apart, while the cabin sticks to a strict two-seat layout with no rear bench option. For those wanting something a bit more expressive, the optional Street Style Package brings bold colour combinations, tartan trim and even a plywood gear knob into the mix.

Power comes from the familiar 4.0-litre flat-six, lifted straight from the GT3 and paired exclusively with a six-speed manual gearbox. It produces 503 hp (375 kW) and 450 Nm, and while the torque figure isn’t huge, the shorter final drive helps it feel properly lively. Porsche claims a 0 to 100 km/h (62 mph) sprint of 3.9 seconds, which is more than enough for something focused on driver engagement.

Underneath, it’s not just the engine that’s been borrowed. The chassis setup closely mirrors that of the GT3, making this the first open-top 911 to feature double-wishbone front suspension. The overall tuning leans towards the GT3 Touring philosophy, so it’s more about delivering a rewarding road drive than chasing lap times.

Porsche won’t cap production numbers for the S/C, but it won’t be around forever either. Instead of becoming a permanent fixture in the range like a GT3 or Turbo S, it will be available for a limited period, adding a bit of urgency for those considering one.

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