There are fast cars, seriously fast cars, and then there is the new Porsche 911 Turbo S. The latest 992.2 generation has arrived with more power, some clever hybrid technology and performance figures that would have seemed ridiculous for a road-going 911 not too long ago.

With 701 hp (523 kW), all-wheel drive and a 0 to 100 km/h time of just 2.5 seconds*, this is now the most powerful production 911 ever built.

But the numbers only tell part of the story. What makes the Turbo S so special is not necessarily how quickly it can accelerate, but how effortlessly it delivers that performance while remaining comfortable enough to drive every day.

More Power, More Technology and Almost No Turbo Lag

The biggest change sits behind the rear axle, where Porsche has introduced a new 3.6-litre flat-six engine featuring its T-Hybrid technology.

Unlike the previous Turbo S, which relied on conventional turbocharging, the latest model uses two electrically assisted turbochargers. Small electric motors help spin the turbos almost instantly, dramatically reducing the delay between pressing the accelerator and getting the response you want.

The system also includes a compact electric motor integrated into the eight-speed PDK transmission, along with a 1.9 kWh battery and a 400-volt electrical architecture.

Combined output stands at 701 hp (523 kW), an increase of 60 hp (45 kW) over its predecessor. Maximum torque remains at a substantial 800 Nm, available from just 2,300 rpm all the way through to 6,000 rpm.

On paper, that sounds impressive. On the road, it translates into acceleration that is difficult to properly describe without sounding completely ridiculous. Equipped with a Dragy, we achieved a verified 0 to 100 km/h (62mph) time of 2.42s.

There is virtually no waiting for the power to arrive. Whether pulling away from a standstill or accelerating out of a corner, the response is immediate and the surge of performance seems almost endless.

The eight-speed PDK deserves plenty of credit too. Gear changes are exceptionally quick, and the transmission always seems to know exactly what is required. You can take control using the paddles, but leaving it to its own devices rarely feels like the wrong decision.

Performance That Borders on the Absurd

The Turbo S has always been devastatingly quick, but this latest version takes things a significant step further. Despite gaining 85 kg over its predecessor, bringing the weight to 1,725 kg, the additional performance more than compensates.

Perhaps the most telling statistic is its Nürburgring lap time of 7:03.92, a staggering 14 seconds quicker than the previous model.

What stands out is just how accessible all that speed feels. You do not need to be a professional racing driver to appreciate what this car can do. The all-wheel-drive system finds astonishing amounts of traction, allowing the Turbo S to deploy its considerable power without constantly fighting for grip.

Plant your right foot and the acceleration is relentless. There is no dramatic build-up or hesitation, just an enormous shove that continues well beyond speeds you should be exploring on public roads.

It is the sort of performance that makes overtaking almost laughably easy, although the speedometer demands considerably more attention than usual.

Far More Than a Straight-Line Weapon

It would be easy to assume that a 701 hp (523 kW) 911 with hybrid assistance and all-wheel drive would feel somewhat clinical through the corners. That could not be further from the truth.

The steering remains wonderfully accurate, with enough feedback to give you confidence in what the front tyres are doing. Rear-axle steering helps the car change direction with surprising agility, particularly considering the amount of performance and technology packed into it.

Porsche’s electro-hydraulic roll-control system, known as PDCC, is another important addition. Powered by the 400-volt hybrid system, it actively manages body movement to keep the car remarkably flat through corners. The result is a 911 that feels exceptionally planted without becoming unnecessarily harsh.

Grip comes from substantial Pirelli P Zero tyres, measuring 255/35 ZR20 at the front and 325/30 ZR21 at the rear.

Then there are the brakes. Porsche has fitted enormous ceramic discs measuring 420 mm at the front and 410 mm at the rear, the largest ever installed on one of its two-door road cars. Stopping performance is every bit as impressive as the acceleration, with excellent stability and reassuring pedal feel even under serious braking.

The Turbo S is not quite as raw or involving as a GT3, but that is not really the point. Where the GT3 demands more from its driver, the Turbo S makes extraordinary performance feel almost effortless.

Surprisingly Comfortable When You Slow Down

Perhaps the greatest achievement of the new Turbo S is how quickly it can change character.

Select Normal mode, ease off the throttle and suddenly you are driving something that feels remarkably civilised. The suspension deals with imperfect road surfaces without punishing occupants, the cabin is well insulated and the engine settles into the background when you are not asking much of it. Even heavy traffic is unlikely to become a chore. That is something many similarly powerful supercars simply cannot offer.

The test unit was fitted with the optional carbon-fibre bucket seats providing a more focused experience but the standard 18-way adjustable Sports Seats Plus are probably the more sensible choice should you want to use it as a daily.

There is also a surprising amount of practicality. The front luggage compartment offers 128 litres of storage, while the space behind the front seats can accommodate additional bags.

Rear seats can even be specified on the Coupé at no additional cost. It is still a 911, so nobody should expect family SUV levels of practicality, but there is enough flexibility to make weekend trips and daily driving entirely realistic.

Familiar 911 Styling With a More Aggressive Edge

Porsche has wisely avoided reinventing the Turbo S visually. The familiar wide rear haunches, prominent side air intakes and unmistakable rear wing remain, but several subtle changes give the updated model a sharper appearance.

Active aerodynamic components include adjustable cooling flaps, a front diffuser, a movable front spoiler and an adaptable rear wing. Together, they manage airflow according to speed and driving conditions.

Turbonite detailing provides another distinctive touch, appearing on the badges, wheels and various exterior elements.

Inside, the same finish continues across the dashboard, steering wheel and other trim pieces, complemented by carbon-fibre accents and high-quality materials.

The digital instrument cluster and 10.9-inch infotainment display bring the expected technology, while physical controls remain for several frequently used functions.

Is the Porsche 911 Turbo S Worth R5.7 Million?

In South Africa, the new Porsche 911 Turbo S Coupé starts at R5,722,000, while the Cabriolet comes in at R5,991,000. Both include a five-year/100,000 km maintenance plan. The test unit came in at just over R6,3m thanks to the R132k Lightweight Sport bucket seats, R95k carbon roof and a few other options. Those are enormous numbers, especially when you consider just how capable the rest of the 911 range has become.

However, the Turbo S occupies a rather unique position. It offers acceleration that can trouble considerably more exotic machinery, genuine cornering ability and the sort of everyday usability that makes owning one far less complicated than many of its rivals.

Of course, there are more emotional sports cars. The GT3 delivers a soundtrack and level of driver involvement that the Turbo S cannot quite replicate. But the Turbo S counters with breathtaking acceleration, enormous reserves of grip and a level of refinement that makes it a remarkably complete package.

And that is ultimately what makes it so appealing. You could drive it to work, take it away for a weekend and then head to a racetrack where it would embarrass machinery costing considerably more.

There are very few cars capable of doing all three quite so convincingly.

The new Porsche 911 Turbo S is not necessarily the most exciting 911 in every situation, but it might just be the most complete performance car Porsche currently makes.

At this level, that is quite an achievement.

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Alfa Romeo’s new Cuorerosso concept offers a glimpse of where the Italian brand is heading, with cleaner styling and a performance formula that still makes room for petrol power.

The sleek 2+2 fastback explores ideas for future Alfa Romeo models, including a hybrid V6 drivetrain. It arrives as the next Giulia and Stelvio continue their lengthy development programmes, giving enthusiasts something more tangible to get excited about.

Cleaner Styling With Familiar Alfa Romeo Character

The Cuorerosso follows Alfa Romeo’s Necessary Beauty philosophy, which puts proportions and function ahead of decorative details. Designers initially shaped the car without wheels, glass or trim, concentrating on the body before adding the essentials.

At 4.7 metres long, 1.98 metres wide and approximately 1.33 metres tall, with a 2.93-metre wheelbase, it occupies similar territory to the current Giulia. Its broad stance and low roof give it a considerably more dramatic silhouette.

Alfa Romeo has indicated that future models across key market segments will measure up to 4.7 metres long. That puts the concept’s proportions within the scope of its upcoming range, although the Cuorerosso is not a confirmed preview of any single production car.

The abbreviated coda tronca tail draws on Alfa’s aerodynamic heritage, while the pointed nose retains the familiar triangular scudetto grille. Slim headlights give the front an intense expression, and illuminated grille details pulse like a heartbeat.

A Driver-Focused Cabin With Physical Controls

Inside, Alfa Romeo combines digital instruments with controls you can actually turn and press.

The concept uses steer-by-wire technology and a steering wheel with a flattened upper section to improve visibility of the instruments. Its dashboard reworks the traditional twin-pod cannocchiale layout, with separate displays for speed and engine revs during everyday driving.

As the driving becomes more focused, the two instrument elements come together into a single central display, taking inspiration from the original 33 Stradale.

Alfa Romeo believes the idea could be developed for production through Stellantis’s STLA SmartCockpit technology. The aim is to give future cabins a recognisable Alfa identity, even where underlying systems are shared with other brands.

Physical rotary controls remain part of the centre console, keeping frequently used functions within easy reach.

Hybrid V6 Power Hints at Future Quadrifoglio Models

For performance fans, the proposed drivetrain is arguably the most interesting part.

Alfa Romeo envisages a hybrid version of its familiar 2.9-litre twin-turbo V6, paired with all-wheel drive, a torque-converter automatic gearbox and a carbon-fibre driveshaft. The concept’s stated weight is 1,750 kg, although no power or torque figures have been announced.

It suggests electrification could support the next generation of Quadrifoglio models while retaining a petrol engine at their core. That fits with Alfa’s broader plans for a range incorporating mild-hybrid, full-hybrid, plug-in hybrid and fully electric options.

For more on that direction, read our coverage of Alfa Romeo’s hybrid and electric plans for the Giulia and Stelvio.

What Could Reach Production?

Rear-hinged back doors and the unconventional luggage arrangement underline the Cuorerosso’s concept status. The design is intended to influence future cars rather than reach showrooms unchanged.

Beyond the next Giulia and Stelvio, Alfa Romeo is also working on a spiritual successor to the Giulietta hatchback, which could adopt elements of this new styling direction.

After expanding into smaller SUVs with the Tonale and Junior, the Cuorerosso brings the conversation back to the cars enthusiasts want from Alfa Romeo: distinctive shapes, engaging cabins and meaningful performance.

The Quadrifoglio badge remains central to that appeal, as demonstrated by the Giulia Quadrifoglio Luna Rossa Edition.

The post New Alfa Romeo Cuorerosso Reveals a Bold Design Direction appeared first on Zero2Turbo | High-Performance Car News, Reviews and Videos from South Africa.

Porsche’s decision to strengthen its relationship with Manthey is welcome news for anyone who appreciates a properly focused track machine. The German motorsport specialist has spent decades extracting even more performance from Porsche’s finest creations, and its latest anniversary projects show exactly why that partnership matters.

To celebrate 30 years in business, Manthey has revealed two seriously aggressive racing machines: the Porsche 718 Cayman GT4 RS Clubsport MR 30 and Porsche 911 GT3 Cup MR 30.

Production will be restricted to just 15 examples of each, making them some of the rarest Manthey-developed Porsches yet.

These aren’t simply existing race cars with commemorative graphics. Both feature extensive aerodynamic, mechanical and chassis upgrades designed to push performance beyond the limitations normally imposed by racing regulations.

Porsche 718 Cayman GT4 RS Clubsport MR 30 Takes Things Further

The Cayman is arguably the more dramatic of the two, particularly because we haven’t seen many mid-engined Porsches taken to this level.

Its substantially wider carbon fibre wheel arches give it a far more imposing stance, while the revised front aerodynamic elements, aggressive rear diffuser and substantial rear wing have all been developed with additional downforce in mind.

Despite the extra aerodynamic hardware and wider bodywork, Manthey has managed to reduce the car’s weight slightly compared with the standard GT4 RS Clubsport. Lightweight wheels contribute to the savings, while the aggressive suspension geometry and noticeable negative camber make its intentions clear.

Cooling has also received considerable attention. Revised brake cooling ducts and a centrally positioned radiator improve the car’s ability to cope with prolonged circuit use.

Importantly, these aren’t purely theoretical improvements. Manthey has already put the cooling configuration through its paces at the Nürburgring 24 Hours, where it contributed to a top-20 finish.

The MR 30 represents the ultimate evolution of Manthey’s Cayman-based racing programme, which has been developed over more than a decade. With the current generation approaching the end of its production life, this limited edition is a fitting send-off.

Porsche 911 GT3 Cup MR 30 Gets a 4.2-Litre Engine

The 911 GT3 Cup MR 30 follows a similarly uncompromising approach, although the changes extend well beyond its appearance.

Most notably, Manthey has fitted a larger 4.2-litre flat-six engine producing 560 hp, bringing the car closer to the performance territory occupied by the Porsche 911 GT3 R.

The company’s previous Cup MR projects were designed to bridge the gap between the conventional 911 GT3 Cup and the more advanced GT3 R. This latest version continues that philosophy with additional power, improved aerodynamics and a comprehensively revised chassis.

Recycled carbon fibre is used for several exterior components, including the bonnet, wings, widened arches and rear spoiler.

Those muscular arches accommodate a significantly wider track, increased by 20 mm at the front and 50 mm at the rear.

Manthey has also introduced lighter wheels to reduce unsprung mass, while six-way adjustable coilover suspension and revised suspension kinematics give drivers greater scope to fine-tune the car for different circuits.

As with the Cayman, the 911 features a central radiator arrangement. Besides improving cooling efficiency and airflow, its positioning helps protect the cooling system from damage during minor contact on track.

The result is a 911 Cup-based racer that combines greater power with a wider footprint, lower weight and a chassis developed specifically for serious circuit work.

Special 30th Anniversary Livery

Both cars receive distinctive anniversary liveries inspired by Manthey’s traditional colours.

The graphics also preview elements of the company’s future design direction, while dedicated 30 Years Anniversary and 30 Years Manthey branding distinguish these models from regular competition machinery.

The visual treatment is certainly striking, but the engineering underneath is what makes these two Porsches particularly interesting.

Manthey describes them as the most technically advanced versions of two racing platforms that have played a major role in its history.

Just 15 Examples of Each Will Be Built

The two anniversary models are making their public debut at the DTM season finale at Hockenheim this weekend.

Interested buyers have until the end of October 2026 to submit their applications, with Manthey responsible for selecting the successful customers.

Deliveries of the Cayman GT4 RS Clubsport MR 30 are scheduled to begin in November 2026, while the 911 GT3 Cup MR 30 will follow in early 2027.

The post Manthey Reveals Extreme Porsche 911 GT3 Cup MR 30 and Cayman GT4 RS MR 30 appeared first on Zero2Turbo | High-Performance Car News, Reviews and Videos from South Africa.

McLaren is preparing to bring production of the 750S to an end in 2027, making way for a new generation of models as the British supercar manufacturer undergoes a major transformation.

The decision will see one of McLaren’s most important model lines bow out, with the company already accepting final orders for the V8-powered supercar.

McLaren 750S Nears The End Of The Road

Introduced in 2023, the McLaren 750S replaced the hugely successful 720S, building on its predecessor’s impressive performance with reduced weight, more power and sharper driving dynamics.

At launch, the 750S was McLaren’s lightest series-production model, tipping the scales at just 1,277 kg in its lightest specified form.

Its 4.0-litre twin-turbocharged V8, developed with Ricardo, produces 740 bhp (552 kW), delivering an exceptional power-to-weight ratio of 579 bhp (432 kW) per tonne.

The 750S has effectively carried the torch for the 720S, which first appeared in 2017, meaning the underlying model family will have enjoyed a decade-long run when production concludes.

McLaren Planning Major Model Shake-Up

The 750S is not the only model facing retirement. McLaren is also expected to phase out the Artura and GTS as it prepares to introduce an entirely new product range.

That future line-up could look very different from what we know today, with a McLaren SUV among the vehicles reportedly being considered.

The changes follow McLaren’s ownership restructuring involving Abu Dhabi investment interests, with the company looking to expand its appeal while retaining its reputation for high-performance machinery.

McLaren commercial boss Henrik Wilhelmsmeyer has praised the 750S as a model that embodies the company’s supercar philosophy, suggesting it will be remembered as one of the brand’s defining creations.

Limited-Edition McLaren 788HS Marks The Final Chapter

The decision to retire the 750S is hardly unexpected. Earlier this year, McLaren introduced the exclusive 788HS, a limited-production model that serves as the final special derivative of the platform.

Just 200 examples of the 788HS will be produced by McLaren Special Operations (MSO), with extensive personalisation options available to buyers.

With the 750S entering its final production phase, the focus now shifts to what McLaren has planned next.

For enthusiasts who still want a traditional, mid-engined McLaren powered by a twin-turbocharged V8, the window to order a new 750S is rapidly closing.

The post McLaren 750S To Be Axed In 2027 Amid Major Brand Overhaul appeared first on Zero2Turbo | High-Performance Car News, Reviews and Videos from South Africa.

Porsche is preparing to put its sports car heritage back at the centre of its future plans, with a new mid-engined supercar potentially joining the range above the iconic 911.

The ambitious project forms part of a new strategy called Sportwagenschmiede 35, roughly translating to Sports Car Foundry 2035, introduced under recently appointed CEO Michael Leiters.

The plan signals a renewed focus on high-performance sports cars, exclusive models and greater personalisation, with Ferrari firmly in Porsche’s sights.

Porsche Mission S Could Preview A New Supercar

During a presentation at Porsche’s Weissach headquarters, Leiters confirmed that the company is developing a dedicated super sports car platform intended to underpin a new mid-engined flagship.

The proposed model would sit above the 911, potentially giving Porsche a direct rival to Ferrari’s mid-engined offerings.

A concept called the Porsche Mission S will provide an early indication of what the production model could look like, with its design expected to influence future Porsche products.

The Mission S follows previous Porsche concepts such as the Mission E, which eventually evolved into the Taycan, as well as the Mission R and Mission X.

While those concepts focused on electric performance, the powertrain direction of the Mission S remains uncertain. Porsche’s recent reassessment of its electric vehicle strategy, combined with Leiters’ previous reservations about electric supercars during his time at McLaren, suggests an internal combustion or hybrid setup could still be considered.

Porsche is expected to reveal the Mission S concept in New York on 15 October 2026.

Porsche Wants To Take On Ferrari With Greater Exclusivity

Porsche sees considerable opportunity in offering its wealthiest customers more ways to create something unique.

Buyers of its 10,000 most expensive vehicles currently spend an average of approximately €270,000 per car. Porsche wants to increase that figure to €330,000 through expanded personalisation programmes, limited-production models and individually commissioned vehicles.

Ferrari provides an obvious benchmark, with the Italian manufacturer identified in Porsche’s presentation as achieving an average selling price of around €440,000.

Rather than simply charging more for existing models, Porsche intends to give customers access to increasingly exclusive specifications and bespoke projects.

Sonderwunsch Programme Takes Personalisation Further

One example of this approach is the recently revealed Porsche Flachbau RS, a heavily reworked 2018 911 GT2 RS created through the manufacturer’s Sonderwunsch programme.

The project involved extensive changes to the exterior and cabin, revised aerodynamics and a 31 kg reduction in weight. The finished car also underwent testing at the Nürburgring Nordschleife.

Porsche reportedly has another 15 individual commissions underway, with customers spending between €1.62 million and €13.47 million on these highly specialised creations.

The Flachbau RS also brought together Porsche’s design and motorsport departments alongside Manthey Racing.

Porsche now holds a 67% stake in Manthey and plans to expand its collaboration through special editions, performance accessories and exclusive track experiences.

Porsche Carrera GT Restorations Are Also Growing

Porsche is not limiting its personalisation ambitions to new vehicles.

Its Weissach facility is expanding its ability to restore and reimagine existing models, allowing owners to commission extensive interior and exterior modifications while retaining the character of their original cars.

The Carrera GT has already become a popular candidate for this programme.

According to Porsche, 11 examples have completed the factory recommissioning process, with another 37 currently undergoing similar work.

It gives collectors the opportunity to create a personalised version of one of Porsche’s most celebrated supercars, with the added reassurance of factory involvement.

A New Direction For Porsche’s Performance Future

Porsche’s latest strategy suggests the company wants to strengthen its position at the very top of the performance car market.

A new mid-engined supercar above the 911 would be a particularly significant addition, potentially reviving the spirit of the Carrera GT and 918 Spyder while introducing a fresh flagship for the brand.

Whether that car ultimately arrives with combustion, hybrid or fully electric power remains to be seen.

For now, the Mission S reveal on 15 October should offer the clearest indication yet of where Porsche intends to take its next generation of supercars.

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Ferrari’s Daytona SP3 was always destined to become a collector’s favourite. With just 599 examples produced, a naturally aspirated V12 and styling inspired by the marque’s legendary endurance racers, it was one of the most desirable Ferraris long before deliveries began.

Now, a particularly interesting example is heading to auction, and its result could give us a much clearer picture of what collectors are prepared to pay for the Italian supercar.

Ferrari Daytona SP3 Heads To RM Sotheby’s London Auction

RM Sotheby’s will offer a Ferrari Daytona SP3 at its London auction on 31 October 2026, with an estimated selling price of between $10 million and $13 million.

Finished in Giallo Triplo Strato with a Rosso Ferrari interior, this particular car has an unusual history. It was previously owned by Ferrari itself and used for development and press activities.

The odometer shows approximately 2,900 miles (4,667 km), making it a higher-mileage example than some collectors might expect, but its direct connection to the factory could make it especially appealing.

Naturally Aspirated V12 Power And Limited Production

The Daytona SP3 is the third model in Ferrari’s exclusive Icona series, following the Monza SP1 and SP2.

Power comes from a naturally aspirated 6.5-litre V12 producing 829 hp (618 kW) at 9,250 rpm. Combined with its dramatic targa-style bodywork, the SP3 pays tribute to Ferrari’s sports prototype racers of the 1960s.

Production was restricted to just 599 examples, with the entire allocation secured by selected Ferrari clients before the public had an opportunity to see the finished car.

That exclusivity has made the secondary market the only realistic option for collectors looking to add one to their garages.

The $26 Million Daytona SP3 That Made Headlines

The most extraordinary Daytona SP3 auction result came during Monterey Car Week in 2025.

Ferrari created an additional Tailor Made example beyond the original 599-car production run, with the proceeds benefiting charity.

Often referred to as the 599+1 car, it sold through RM Sotheby’s for an astonishing $26 million.

However, that figure needs some context. Charity auctions regularly attract unusually generous bids, particularly when the vehicle involved is a unique Ferrari with a compelling story.

The Monterey result therefore isn’t necessarily representative of what a standard Daytona SP3 would achieve at a conventional auction.

London Sale Could Establish A More Realistic Market Value

Unlike the charity example, the Daytona SP3 heading to London is part of the original limited production run.

Its factory ownership, development history and distinctive specification give it strong provenance, although its mileage could influence how collectors assess its value.

With Ferrari Icona models allocated privately rather than sold through a conventional global ordering process, establishing an exact original retail price is also difficult.

The London auction should provide a useful indication of how the Daytona SP3 is performing in the collector market, particularly when compared with the exceptional Monterey charity result.

The $26 million record for a new Ferrari has since reportedly been eclipsed by another charity sale involving the Ferrari Luce, which achieved approximately $40 million at Monterey in 2026.

For now, all eyes will be on London to see whether this factory-owned Daytona SP3 can reach its ambitious estimate.

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Porsche’s plans for the next-generation 718 Boxster and Cayman have taken another unexpected turn. Despite previously suggesting that combustion-powered versions could return, the German manufacturer now insists there are no plans to offer petrol engines in its upcoming entry-level sports cars.

The all-electric replacements are still coming, but Porsche’s latest comments raise questions about what happened to the combustion models mentioned in its own investor presentations.

Porsche Denies Plans For New Petrol-Powered 718 Models

During its latest Capital Markets Day presentation, Porsche outlined a new business strategy called Sportwagenschmiede ’35, loosely translated as “sports car forge.”

The plan focuses on improving profitability, reducing operating costs and putting greater emphasis on the sports cars that have traditionally defined the brand.

One thing noticeably absent from the presentation was any mention of combustion-powered replacements for the 718 Boxster and Cayman.

Porsche’s Head of Corporate Communications, Matthias Rauter, has since stated that the company never officially confirmed plans to introduce another generation of petrol-powered 718 models.

However, that explanation doesn’t quite line up with Porsche’s previous announcements.

Previous Porsche Presentation Clearly Mentioned ICE 718 Models

In September 2025, Porsche presented investors with slides specifically referencing “Top ICE derivatives for new 718.”

Another slide featured the 718 Cayman alongside both internal combustion engine (ICE) and battery-electric vehicle (BEV) powertrain options.

At the time, the information suggested Porsche was considering petrol-powered versions of its most focused 718 models, potentially successors to the Cayman GT4 and 718 Spyder.

Those cars were among the highlights of the previous 718 generation, particularly with their naturally aspirated 4.0-litre flat-six engines.

Production of the outgoing Boxster and Cayman range eventually ended in October 2025, following an earlier extension.

When questioned about the apparent change in direction, Porsche confirmed that there are currently no plans for another combustion-powered 718. The manufacturer did not explain why its earlier investor material had suggested otherwise.

Electric Porsche 718 Boxster And Cayman Still Coming

Despite the uncertainty surrounding petrol engines, Porsche remains committed to introducing electric replacements for the Boxster and Cayman.

The project has experienced several delays, but the latest information suggests production should begin during 2027.

Porsche has identified 2028 as the first full year of production, indicating that manufacturing is expected to get underway before then.

The electric sports cars will represent a significant departure from their predecessors, which built their reputations around lightweight construction, sharp handling and engaging combustion engines.

Whether the electric replacements can deliver the same appeal remains to be seen.

New Petrol And Hybrid Porsche SUVs Are On The Way

While the 718 range appears destined to remain electric, Porsche is taking a different approach with its SUVs.

The company is developing a new combustion-powered SUV to sit alongside the electric Macan. Expected to arrive in 2027, it will offer petrol and plug-in hybrid powertrains under a different model name.

Essentially, the newcomer will fill the gap left by the original petrol-powered Macan.

Porsche is also working on a larger SUV positioned above the Cayenne. Previously known internally as the K1, the model has been spotted testing in electric form, although Porsche has yet to clarify its final powertrain options.

The broader strategy suggests Porsche is prepared to retain combustion engines in certain segments where customer demand remains strong.

Porsche Plans Significant Price Increases And Cost Cuts

Porsche’s revised strategy extends well beyond its future model range.

The manufacturer intends to increase prices on its most desirable performance models, including Turbo and GT derivatives, by approximately 20%.

At the same time, Porsche is targeting substantial reductions across its operations, including:

• 20% lower development costs.
• 20% lower sales costs.
• A potential 30% reduction in its workforce.

The combination of higher prices and aggressive cost reductions forms part of Porsche’s efforts to restore profitability and improve its financial position.

For enthusiasts, however, the prospect of considerably more expensive GT and Turbo models is unlikely to be particularly welcome.

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BMW has turned up the performance of its new electric SUV with the introduction of the iX3 M60 xDrive, a more powerful addition to the Neue Klasse family that combines serious straight-line pace with impressive driving range.

The new M Performance model sits above the iX3 50 xDrive and brings a substantial increase in power, sharper handling hardware and a selection of exclusive M styling upgrades. The same powertrain will also be offered in the upcoming BMW iX4 SUV coupé.

BMW iX3 M60 Packs 604 HP

Power comes from a dual-motor electric setup delivering 604 hp (450 kW) and 875 Nm (645 lb-ft) of torque to all four wheels.

That represents a healthy increase over the iX3 50 xDrive, which produces 462 hp (345 kW) and 645 Nm (476 lb-ft).

The extra muscle allows the iX3 M60 to accelerate from 0 to 100 km/h (62 mph) in just 3.9 seconds, making it a full second quicker than the 50 xDrive. Top speed also increases to 240 km/h (149 mph).

For some perspective, the electric M60 is half a second quicker to 100 km/h than the combustion-powered BMW X3 M50, despite the latter producing a respectable 437 hp (326 kW).

Almost 750 KM Of Electric Range

What makes the iX3 M60 particularly interesting is that the additional performance doesn’t come at the expense of a massive reduction in range.

BMW quotes a combined driving range of approximately 753 km (468 miles) from a full charge, compared with 800 km (497 miles) for the iX3 50 xDrive.

Both models use a 108.7 kWh battery, with the M60 retaining the same maximum DC charging capability of 400 kW.

That means buyers get considerably more performance while sacrificing relatively little in terms of everyday usability.

M Suspension And Handling Upgrades

BMW has done more than simply increase the electric motors’ output.

The iX3 M60 receives adaptive M suspension with electronically controlled dampers as standard, along with variable sport steering and an M Sport differential.

There are also dedicated M Sport and M Sport Plus driving modes, allowing drivers to access a more aggressive setup when the mood strikes.

These upgrades should give the M60 a noticeably sportier character than the regular iX3, although its real-world handling capabilities will only become clear once it has been driven.

Subtle But Distinctive M Styling

Visually, BMW has given the M60 several distinguishing touches without dramatically changing the standard SUV’s appearance.

Black exterior accents, redesigned mirror caps and distinctive yellow daytime running lights provide a more aggressive look. A set of 21-inch lightweight M alloy wheels completes the exterior changes.

Inside, the performance theme continues with a dedicated M Sport steering wheel and 10-way electrically adjustable sport seats.

The overall approach is familiar BMW M Performance territory, combining additional performance and sportier detailing without going quite as far as a full-fat M model.

BMW iX3 M60 Price And Availability

BMW has yet to confirm pricing for the iX3 M60 xDrive, although it is expected to carry a substantial premium over the iX3 50 xDrive, which starts at R1,690,000.

Order books are expected to open in early 2027.

South African availability have not yet been confirmed.

The post BMW iX3 M60 Revealed With More Power, M Upgrades And Huge Range appeared first on Zero2Turbo | High-Performance Car News, Reviews and Videos from South Africa.

Ford is giving South African Mustang buyers a slightly more sinister take on the familiar GT with the arrival of the limited-edition Mustang GT Nite Pony pack.

The recipe is fairly simple. Take the seventh-generation Mustang GT, keep its naturally aspirated V8 and familiar performance hardware intact, then replace much of the exterior brightwork with black detailing. The result is a Mustang that looks noticeably more aggressive without messing with what makes the GT appealing in the first place.

Mustang GT Goes To The Dark Side

The Nite Pony treatment is primarily a styling package, with Ford focusing its attention on giving the Mustang GT a darker and more distinctive appearance.

South African buyers can choose from Oxford White, Vapor Blue, Orange Fury, Race Red, Molten Magenta and Absolute Black. Unsurprisingly, the black exterior elements create the biggest contrast when paired with one of the brighter paint finishes.

The changes include black-painted 19×9-inch front and 19×9.5-inch rear aluminium wheels, along with black GT, 5.0 and Pony badging.

Ford has also added black mirror caps and a black grille, while a painted black roof is available regardless of the chosen body colour. At the rear, there is a large spoiler finished in Absolute Black, while the headlights receive darkened bezels.

Taken together, the upgrades give the Nite Pony a more menacing stance while drawing additional attention to the Mustang’s long bonnet, wide rear haunches and traditional fastback proportions.

Same Naturally Aspirated 5.0-Litre V8

There are no performance changes hiding beneath the darker exterior.

Power still comes from Ford’s naturally aspirated 5.0-litre Coyote V8, producing 328 kW at 7,000 rpm and 540 Nm of torque at 5,100 rpm.

Drive is sent exclusively to the rear wheels through Ford’s 10-speed SelectShift automatic transmission, complete with steering wheel-mounted paddle shifters. A limited-slip differential is also fitted as standard.

The GT’s selectable driving modes remain, giving drivers Normal, Sport, Track, Drag Strip, Slippery and Custom settings.

Depending on the mode selected, the Mustang adjusts parameters including throttle response, transmission behaviour, steering assistance and electronic stability control.

Mustang Remains Popular In South Africa

The Mustang has built up a sizeable following in South Africa, with more than 4,700 examples sold locally to date.

While the American muscle car had already developed a loyal following among local enthusiasts, its presence grew significantly when the sixth-generation Mustang officially arrived in South Africa during 2015/2016.

That model was particularly important because it was the first Mustang developed and produced in right-hand drive for global markets.

The seventh-generation Mustang GT and more focused Mustang Dark Horse followed in late 2024, keeping the naturally aspirated V8 alive at a time when many performance cars are moving towards smaller turbocharged engines and electrification.

The Nite Pony doesn’t attempt to reinvent that formula. Instead, it gives buyers who like the regular GT a factory-backed way of making it look a little more distinctive.

Ford Mustang GT Nite Pony South African Price

The Ford Mustang GT Nite Pony pack is priced at R1,375,000 including VAT

With no additional power on offer, the appeal comes down to exclusivity and appearance. For buyers already sold on the seventh-generation Mustang GT but wanting something that stands apart from the standard car, the Nite Pony certainly looks the part.

The post Ford Mustang GT Nite Pony Pack Arrives In South Africa appeared first on Zero2Turbo | High-Performance Car News, Reviews and Videos from South Africa.

Porsche may have found a way to keep the three-pedal driving experience alive without actually fitting a conventional manual gearbox.

A recently published patent reveals a new transmission concept that takes Porsche’s familiar dual-clutch setup and adds an electronically controlled clutch pedal and gear lever. The idea is to give drivers the choice between a normal automatic, sequential shifting and something designed to feel much closer to a traditional manual transmission.

Importantly, this remains a patent rather than confirmation of a future production gearbox, but it gives us a pretty interesting look at how Porsche could tackle the manual transmission problem as its performance cars become increasingly electrified.

Three Gearboxes In One

At its core, Porsche’s proposed setup remains a dual-clutch transmission. In everyday driving it could operate just like a conventional PDK, with the transmission handling gear changes automatically.

Drivers wanting more control could switch to a sequential mode, changing gears using the steering wheel-mounted paddles or by moving the gear lever forwards and backwards.

The third setting is where things become much more interesting.

Pressing the electronically controlled clutch pedal would allow the driver to use the centre gear lever as an H-pattern shifter, effectively recreating the process of driving a traditional manual car.

There would be no conventional mechanical connection between the driver’s hand, left foot and the transmission. Instead, sensors and electronics would interpret the driver’s inputs and tell the dual-clutch gearbox what to do.

Making A Digital Manual Feel Mechanical

Simply adding a third pedal and an H-pattern lever isn’t going to fool anyone if both controls feel like switches.

That appears to be something Porsche has considered.

The patent describes the use of electronically controlled actuators within the shifter to create resistance and alter how the lever behaves depending on which transmission mode has been selected. This would allow the same lever to behave like a normal automatic selector, a sequential shifter or an H-pattern manual lever.

The result would essentially be a PDK wearing the interface of a manual transmission.

Porsche’s reasoning behind the concept is straightforward. Even though modern dual-clutch transmissions are faster and more effective than traditional manuals, many performance car buyers still associate a clutch pedal and physical gear changes with greater driver involvement.

The company clearly sees an opportunity to combine both worlds rather than forcing customers to choose between them.

Ferrari And Koenigsegg Have Similar Ideas

Porsche isn’t alone in exploring this territory.

Ferrari has already demonstrated a similar concept with its 12Cilindri Manuale, which retains the car’s eight-speed dual-clutch transmission but introduces an H-pattern shifter and clutch pedal controlled electronically rather than through conventional mechanical linkages.

We previously covered the technology in our article on the Ferrari 12Cilindri Manuale.

Koenigsegg has also explored the idea of combining automatic and manual operation, most notably with the CC850 and its unusual multi-clutch transmission.

The fact that several manufacturers are investigating different versions of the same concept suggests the simulated manual could become increasingly relevant as high-performance powertrains become more complicated.

Could This Solve Porsche’s Hybrid Manual Problem?

This is arguably where Porsche’s patent becomes most interesting.

The company’s current T-Hybrid architecture isn’t compatible with a conventional manual transmission in its existing form.

Porsche Cars North America CEO Timo Resch previously explained that the present hybrid configuration and the traditional manual setup offered elsewhere in the 911 range simply don’t work together.

That doesn’t necessarily mean Porsche has given up on finding a solution.

A by-wire system could potentially sidestep the problem entirely. Instead of engineering a traditional manual transmission around the hybrid hardware, Porsche could retain a dual-clutch transmission optimised for the electrified powertrain while recreating the controls and involvement of a manual gearbox for the driver. The patent specifically describes applications involving combustion and hybrid powertrains.

For enthusiasts, whether that counts as a genuine manual is another question entirely.

Will Porsche Actually Build It?

There is currently no confirmation that this technology is destined for a production Porsche.

Manufacturers routinely patent engineering concepts that never make it beyond the development stage, and the filing doesn’t tie the transmission to a particular model.

Still, Porsche continuing to investigate ways of preserving the manual driving experience is encouraging.

The traditional manual transmission remains available in selected Porsche models, and we’ve previously covered Porsche’s efforts to keep the option alive, including the manual Porsche 911 Carrera S and Carrera 4S.

If future hybrid Porsche models can no longer accommodate a conventional gearbox, an electronically simulated alternative might ultimately be the compromise.

It wouldn’t be a manual gearbox in the traditional sense, but if Porsche can get the weighting, clutch bite, shift action and engine response right, it could be considerably more entertaining than simply pulling a paddle.

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