Ask the seasoned veterans and team headhunters up and down the Formula 1 paddock, and there’s only one name they’ll whisper when discussing rising talent and untapped potential: “Gabi.” As someone with decades of experience in various F1 teams put it to me, “he’s got the same level of talent as Max and Kimi, but maybe an even stronger work ethic.” Those are fighting words, but after interacting with the young Brazilian several times earlier this season, they’re the right words to describe Audi F1 driver Gabriel Bortoleto.

Bortoleto’s story is well known by now: a young man who was given the chance to race karts after other members of his family found success in motorsport. His father, Lincoln, enjoyed great popularity in the Stock Car Pro Series, a crowd-favorite championship in Brazil; Lincoln now serves as its CEO. His brother, Enzo, competed in karts all the way up to F4 and British Formula 3. To say that fuel runs through that family’s veins is an understatement.

It’s also known that Enzo made an enormous sacrifice—the sacrifice—to make sure his brother could keep racing. Despite having the talent and a well-defined trajectory to reach the upper echelons of open-wheel racing, the older of the two siblings hung up his helmet so the younger could continue. It’s also worth mentioning that even with all the resources the well-off and well-positioned family could muster, the journey to the top is so intense and expensive that both parents and siblings understood there was only enough to catapult one Bortoleto to F1. All the bets were on Gabriel.

This loving dedication and unwavering support from Enzo and the entire family fuel the young Audi driver to this day and will continue to do so through his career. It’s what the family has focused on for most of his life, but most importantly, it’s what he has worked so hard for since he was a young child. But let’s face it, at 21, he is still a child—a fact I’m crudely aware of given that my own son is just a year and change younger than him.

Aware of his backstory when I sat down with Bortoleto for a chat earlier this summer, I explored various questions that dug deeper and hopefully exposed his character: how passionate, hungry, and thankful he is about where he’s come from, where he’s at, and where he is going in his wild and turbulent career as an F1 driver. I think you’ll agree that he played ball. Obrigado, Gabi.

Jerry Perez: When you first jumped in a kart at around six years old, who did you pretend to be when behind the wheel?

Gabriel Bortoleto: No, not really, no one. I just wanted to be myself. I was so young, you know; you don’t pretend to be anyone when you’re that age. You just want to have fun and enjoy driving. Ayrton [Senna] was my idol, and it was always very clear that I wanted to be like him, but I didn’t pretend to be him.

What I meant is that many times when you play fútbol or basketball or whatever sport you’re into as a kid, you role-play and pretend to be one of the big stars of the moment.

That’s actually a good point because in fútbol, I used to do that. When I kicked the ball around, I wanted to be Neymar, or Messi, or Ronaldinho, but not in karting. In karting I always wanted just to be myself—I wanted to drive.

During your early karting years, who did you look up to at that point in F1?

Felipe Massa; he was a great Brazilian driver. However, I was always a big, big fan of Ayrton. I really liked the way Ayrton drove; I liked that he had crazy and bright helmets, and when you are a kid, when you are six years old, that’s so nice. He was very cool.

Did you switch favorite F1 drivers as you grew up?

The truth is, as soon as Max [Verstappen] entered F1, I was a fan of him. I think I really liked the way he was driving, the way he was young and delivering such a strong performance from the beginning.

How was that transition from karting to F4—what was the most difficult part of jumping from a kart to a formula car?

[I had] to adapt to a completely different way of driving. Karting is a great school, but most of the time you don’t have gear shifts in karting and stuff like this, and then you go to F4, and it’s a completely different car. It feels like less grip than in karting, actually, and it’s really quite a tough car to drive because it’s very different from before—and also from what you’re going to drive in the future. But yeah, it was not difficult; it was just a different way of adapting.

I’d like to hear about those moments between championships, between teams, those dreaded off-seasons when there’s always a risk that that next seat may not come, that next drive may never arrive. Is there a specific one that stands out?

I think it was the off-season going into 2021: we chose a team that wasn’t very good, the owner had a few problems, and the team wasn’t doing well. Then we had to change teams at the last second; there were not really many options. I ended up on a good team after all, but in the sense that we were okay—not a top-3 team—though we did get a few podiums that season and a few points. It [ended up being] a great season for me.

There had to be a time when you maybe thought your career had come to an end and said, “Maybe this is where I don’t reach the next step?”

I don’t think there was ever this moment. I must be honest, I’m a big believer, you know. I’m also realistic, but I was always a big believer, so for me, there was never this moment. I think the only moment that probably came close was after F3, going into F2. Everything was going alright; I was leading the championship, but I didn’t have a spot in F1 yet, so I didn’t know what was happening to my career after that. I didn’t know what series I was going to. I wanted to be in F1, and I didn’t even know if I would keep racing [in general] if I didn’t make it there. So yeah, it was just a moment when I didn’t know what was next, what the next step was, and that was interesting for me because it was the first time that happened in my life. I ended up getting the F1 seat, and happy days—we are here living a big dream.

You have gone through this journey at a very young age—I mean, you’re still very young! Do you think this prepares you early on for the harsh reality of F1?

I think so because it makes you stronger, you know? There is no perfect life in the sense that you don’t go through good moments and [more] good moments. This has never existed with any driver. So I think this is important for shaping you as a person and for when you actually deal with very tough moments in F1, because they are going to happen. You need to be able to go through them with friends, [have] mental strength, and just be strong and leave them behind, you know? You need to understand what you need to do better to be a better person and a driver. And I think I learned this from a young age.

You just touched on something I had written down in my notes: your mental strength. How do you become mentally strong, especially as a teenager?

That’s a secret question (laughs). I don’t know, I really don’t know. You just live through moments, you know, you live through things, and you prepare. I think it’s who you are, the ambitions you have, how much you are willing to sacrifice in life to achieve your dreams and your goals. If you are willing to sacrifice everything in life to be a world champion one day, nothing is going to stop you, and your mental strength is always going to be the strongest ever, because nothing is going to stop you. If you are not very passionate about it, or you are passionate but not enough to get through the bad moments, then maybe you don’t deserve to achieve greatness at all. That’s my view of it.

How important has your family been through these moments—your parents, your brother, everyone?

Everything—they’re everything to me. They have supported me through every single second of my career and never let me down. They made sure that I kept my ambitions, goals, and dreams alive and never gave up on them. And that made me a better driver and a better, stronger person as well.

Father-son relationships can be complicated. I recently spoke with Mick Schumacher, and he explained that Michael never pushed or forced him to race and was very sort of hands-off. Then there’s Max, who has been very outspoken about how tough Jos was with him as a kid. What was yours like?

My father was always supportive, but never aggressive in any sense. He was always clear about the sacrifice that my family was making to help me race. It was very clear since I was 10 or 11 years old that [they were like], “Okay, our lives completely shifted because of you [racing].” It was a pressure that was put on me, but in a positive way. My dad never put any negative pressure on me, but made it clear to me that “we’re all in on you,” he and his company. He’s a successful guy, but, like, all the work my brother sacrificed to stop racing because of me. My dad always wanted to see me work hard. If I was lazy, he would come and give me shit for it, you know? He would say things to my face, but I never gave him many opportunities to do that, if I’m being very honest with you. I always had it very clear what I had to do and the hard work I had to put in. I think the only time he gave me shit was at the beginning of my career, when I didn’t really like simulators because I was not the best at them. 
He said, “You are too lazy, and you’re not good enough in the sim; that’s why you don’t like it. You say you don’t like it because you’re not good at it. But if you practice, get good at it, and get strong at it, I’m sure you will like it, so don’t be lazy and get your head up and work.” So I started doing that, and I became a very good sim driver and very competitive—and then I started liking it (laughs). He was right.

I’ve been told you spend a lot of time in the simulator now, so clearly it worked, whatever he said.

It did, yeah. Big hero.

Lastly, this role with Audi. I would probably call it a once-in-a-lifetime opportunity to start with what’s essentially a new team. How do you take the most advantage of what you have right now?

The best thing I can do is understand the brand I’m representing and do my best for it. There are a lot of people working hard to put us at the top in F1; they want [to achieve here] everything they have achieved outside of F1. It’s a big responsibility, and I will just give it my all. I will sacrifice everything to bring this team to the top and win with them.

Email the author at jerry@thedrive.com

The post Gabriel Bortoleto Is ‘Willing to Sacrifice Everything’ to Achieve F1 Greatness. Anything Less Isn’t an Option appeared first on The Drive.

Ask the nice folks at Cadillac about this slick prototype race car displayed at The Quail during Monterey Car Week, and they’ll tell you over and over again that it’s just a “design study,” a “concept,” a “race car project.” Ask folks who have their ears on the ground at paddocks across the globe, and they’ll tell you that the program to sell these simplified Le Mans racers to customers is just about finalized.

That’s the best way to describe this beauty that Cadillac calls the V-One: an 830-horsepower, simplified Le Mans Hypercar—capital H because the real deal races in WEC’s Hypercar class (and IMSA’s GTP). And regardless of whether General Motors plans on selling these to a wider audience or just a select few—or even just one person like Porsche did for Roger Penske—the task of dumbing down one of the world’s most advanced race cars is no small feat.

There’s the engine side, the hybrid side, the electronics, suspension, downforce, maintenance intervals that could quickly bankrupt a very wealthy person, and, last but not least, selling a vehicle that 99.9% of people don’t have the skills to drive is a challenge in and of itself. And for those who do have the skills, then there’s the problem of where do you drive it, and how big of an army of engineers do you need to operate it? Where do you store it, and how do you prep it to make sure it starts up again later?

I spoke with Sean O’Shea, the lead propulsion engineer for Cadillac Racing and GM Motorsport’s hybrid powertrains, to get all of those answers and then some. He and I had the chance to explore the V-One up close and learn about what makes this project so ambitious, but also so exciting.

Here’s how Cadillac is building a Le Mans Hypercar that anyone can jump in and drive:

Jerry Perez: I know the official company line is that this is a concept, but what is Cadillac really trying to achieve here? Is the goal to just make a concept that never goes anywhere, or something that will become a reality? And how are you involved in all of this?

Sean O’Shea: As the engineering representative linking the design and the racing program, I’m really trying to make sure that [V-One] doesn’t stray too far from the race-car side and that this could be a reality. It’s a concept now, but everything you see here is very feasible and could be a reality.

I’m a big racing guy; I’ve been racing everything since I was little, like go-karts, cars, dirt bikes, all of it. I love racing, so when I got involved in the project, I wanted to make a track car that was a simplified version of our race car, but still had all the same tools and the same experience you would get as a pro driver, without being overly complicated.

Race cars are known for being complicated, so how do you take a Le Mans racer and make it less complicated?

Well, first, I want it to be a really fun track car, and one of the major details is that it needed to be an “ambient start car,” right? This means you can start it at 70 degrees and let it warm up on its own without having to pre-warm it [with auxiliary machinery like an F1 car]. Also, all the differential, traction control, and suspension are a simplified version of the real car. This means you can just go out and just drive the car and have a really good time. However, I didn’t want to take away from the sound, the power, or the downforce you have in a real race car. This way, when you get in it and look around, you get the same view as any of our pro drivers like Earl Bamber, Jack Aitken, or Delatraz. You’ll also have the same buttons around the cockpit, but maybe not all 12 control variations or whatever, right? That’s what I mean by the simplified version: something we mortals can learn, work through, and have a good time with.

I once spoke with Jenson Button while he was racing the Acura ARX at the Rolex 24, and he flat-out told me that the steering wheel and some of the controls of the GTP car—as well as the rear axle, brake balance, and traction control—were more complicated than in an F1 car from his era. If he is saying that, I can’t imagine what a normal person would say.

We had Jenson drive the [WEC] car, and yeah, the race car project is so complicated given what they want to accomplish. Between settings, energy recovery, and energy per lap, I worked with our pro drivers and just asked them: what would you like to simplify in the car if you wanted it to be fun? They gave me a lot of ideas, so if you look at the interior, it’s just an LMDh car, just a simplified version of it. We still have traction control with two settings—X and Y for lateral and longitudinal grip—and we really wanted to put ABS in the car, although these cars normally don’t have it. I wanted ABS to kind of eliminate the issues around break-in temperatures, tire warm-up procedures, and all of that. Just let the ABS handle it, then let the driver go out and learn to steer, shift, and go fast.

We worked closely with the [pro] drivers to understand how we can reduce complexity. And on the propulsion side and differential side, we worked with all of our performance engineers to, again, learn how to simplify things.
We went to Goodwood last year and this year, and it was like, how can the car be easy to use? You know, we started just kind of throwing calibration ideas out there, so that our driver could just basically drive out of the paddock and drive onto the track and not have a team of engineers with them.

If you were to build this, would the driver just jump in and go?

The idea would be that we jump in, start it, and go. Well, you have to let it warm up before you go anywhere, you know, give it a little care. This is expensive, after all.

Would customers keep their cars at home, or would Cadillac store and transport them to tracks, as Ferrari does with its FXX program?

We have ideas and a kind of plan, but it’s nothing we’re ready to divulge yet. But for me, being just an enthusiast, if I bought this, I would want to keep it at home and impress my neighbors.

Who all has driven the V-One, and what’s their feedback so far?

Our pro drivers are in it since this is really close to the race car. We engineers don’t really drive it at all. I’ve been in the seat and pushed it around on EV drive, but nothing more than that. I really draw on their experience because they also drive our road cars; they’ve helped with the ZR1X programs, and they spend a lot of time in the sim rig. Together, we really looked at the interior [cabin] space and explored how to make it a little bigger. So I was like, can we remove the sway bars? And they were like, no, we need adjustable sway bars. I said, okay, but do you just need the rear and not the front? And the drivers were like, you need both—so we kept both. That type of stuff.

Which buttons did you keep on the dash and steering wheel, and what about the air conditioning?

Yes, there’s AC inside the car. The race car gets very hot, so we knew we wanted to keep that. There’s also pit lane limiter and other buttons to adjust various settings we already discussed.

You kept the loud bang from the transition from electric to ICE, like the race car when leaving pit lane, right?

Right, we didn’t want to change any of that. Plus, these things are miserable at slow speeds, so it’s much easier to maneuver the car on electric power; then you can just drive around. Again, the idea is to make it simple to use. Start the car, let it warm up. When you pull out of the pits, the ICE engine shuts off, and you leave in EV. Then you let one of the paddles go, and it turns the ICE engine on, and you go.

Biggest challenge of this project?

The interior, really. It’s the biggest change from the race car. We just want to make sure that we had space for a normal-sized human in there. And also visibility, because the race car is very claustrophobic. And we had to do all this without changing the tub shape, because if you change the tub, now you gotta make new tooling and homologate everything else. After that, it was just simplifying all the sensors and electronics.

Whenever a car company announces an “F1 car for the road,” it usually ends up rather messy. Whether it’s the McLaren F1, the Mercedes-AMG One, you name it, they’re awesome, but they’re full of gizmos and maintenance and reliability nightmares. I know this isn’t an F1 car, but pretty darn close.

Never driven an AMG One, but I’ve seen a lot about it, including on the forums. But to me, the complication just isn’t necessary. The core experience for me is being in the car, just having a good time, feeling the downforce, feeling the Gs, hearing the sound, and racing the car on a track. So, for everything we did here, I just wanted to simplify the race car and make it reliable and easy to use. The whole point is to give the owner the experience of driving the car, not to mess with gizmos, gadgets, screens, and everything else. Drive the car!

What are maintenance intervals like on one of these?

Anytime we do a performance car, anything inside GM, we start with a vehicle technical spec. So you put in what you want the car to do. right? Do you want to have good fuel mileage? 
Do you want to have faster 0-60 or lap times, all that stuff? When I did the vehicle technical spec for this, we targeted a lap time—it was a little bit slower than in the race car, and I targeted our performance interval, which is our highest in GM, to 24 hours of just changing tires. So, for 24 hours of racing, just add fuel, change tires, and go. If you want to go out and run 24 hours, that’s what the car will need.

Lastly, how will you gauge whether a potential customer can handle a V-One? Can someone who’s never driven a race car just jump in and have fun?

That’s what I hope, and that applies to me too. I’ve driven a lot of stuff in my life, but I’ve never driven a full downforce car, so my ultimate goal is just to drive this and have a good time.

Email the author at jerry@thedrive.com

The post Cadillac V-One Concept Engineer Spills the Secrets of a Customer-Spec Le Mans Hypercar appeared first on The Drive.

The electrified Corvette is dead; long live the electrified Corvette. When the 2027 Chevrolet Corvette Grand Sport X was announced, it became obvious that the first-ever hybrid ‘Vette, dubbed the E-Ray, wasn’t entirely being put out to pasture—more like, tinkered with, improved, and renamed. The result is a 721-horsepower, all-wheel-drive American sports car with a honkin’ V8 behind the cockpit.

I recently drove the entire LS6-powered lineup: Stingray, Grand Sport, and Grand Sport X, which you can read about in detail here.

When it comes to the Grand Sport X specifically, I set out to find out how this new all-weather hot rod differs from the defunct E-Ray, and to learn what it’s like on the racetrack and on the street. With a new 6.7-liter LS6, a hybrid system, the body kit of a Z06, and an electrified front axle plucked from the mighty ZR1X, it’s the ultimate expression of the “normal” Corvette. Going any higher in the range, into Z06 and ZR1 territory, commands bravery and many, many more dollars.

New LS6 V8

Proudly announced with the most torque of any naturally aspirated V8 Chevy has ever produced, the new 6.7-liter LS6 makes 520 lb-ft, eclipsing its predecessor, the LT2, which offered 470 lb-ft. And while the base Stingray and the regular Grand Sport offer 535 hp—up from 490 in the previous 6.2-liter—the Grand Sport X puts out 721 courtesy of some electrons.

Other highlights of the new mill include a 13.0:1 compression ratio (highest ever for Corvette) for sharper response, and a 95-mm throttle body with tunnel ram intake with high-velocity ports to move more air. Likewise, a new lubrication system, forged pistons and rods, and revised exhaust manifolds ensure durability in extended high-load, high-temperature environments.

The Grand Sport X, like all other C8 Corvettes, is only available with an eight-speed dual-clutch automatic transmission.

From E-Ray to Grand Sport X

The Grand Sport X doesn’t bother looking back at its predecessor all that much. The V8 is completely new, and so is the hybrid drivetrain, comprised of the electric motor and battery. So from a drivetrain perspective, the X is more of a new car than an evolution of the E-Ray. The hardware is borrowed from the ZR1X that recently set the all-time production-car record at Pikes Peak with J.R. Hildebrand behind the wheel, so you know it’s pretty darn capable. Naturally, there are engine tuning differences, given that the ZR1X isn’t propelled by the new LS6, plus it has 1,250 hp, which is a whopping 529 more than the GSX. For reference, the old E-Ray put out 655 ponies.

It’s a similar situation when it comes to styling. Historically, the Grand Sport has borrowed its design characteristics from the range-topping Z06, and that’s no different this time around. The wider, more aggressive-looking kit is pulled directly from the Z06, though the oversized badging ahead of the rear wheels, especially the X, will make you look twice to make sure it’s not a ZR1X without the massive rear wing. Overall, the new GSX looks a lot more like the new GS than it does the E-Ray.

The chassis remains mostly untouched, though the Stingray and Grand Sport receive a recalibrated MagneRide for better performance, a change that carries over to the top trim of the LS6 lineup. The cabin also remains largely the same as the E-Ray’s, with only minor model-year updates.

In terms of performance, the X can do 0-60 mph in 2.4 seconds, versus the E-Ray’s 2.5 seconds, which is good. What isn’t that good is the fuel economy: 15 mpg city, 24 mpg highway, and 18 mpg combined, compared with the E-Ray’s 16 mpg city, 24 mpg highway, and 19 mpg combined. Call me crazy, but I don’t think anyone will care.

Driving the 2027 Chevy Corvette Grand Sport X

I never had the chance to drive the E-Ray, but my colleague and friend Adam Ismail recently did. From his June 2026 review:

“I’d heard that the C8 punched above its price bracket, and obviously the aforementioned figures tell a story, but I wasn’t ready for how much of a capital-S supercar the E-Ray actually is. Everything just feels locked in, optimized, honed for palpability and communication. My loaner rode on Michelin Pilot Sport All-Season rubber—not summer tires—and even so, the eagerness with which it changed direction and the total lack of ambiguity when it did were intoxicating. As was the raucous song of the small-block two feet from my spine, but that part is probably the least surprising of all. The hybrid E-Ray, by the way, supplements that growl with a weirdly distant siren tone that had me constantly looking in my mirrors.

“Perhaps the front axle torque played a role in my confidence; I know it certainly made its presence known with a few flicks of the left paddle. Of course, it’s quick, and public roads don’t allow you to safely explore that for much longer than a brief pull. Everything about this car is so effortlessly capable yet full of character. And sure, the ride may beat you up a bit, and potholes, poor pavement, and driveline vibrations rarely go unnoticed, but you drive this thing precisely because it doesn’t dull the senses. It awakens them.”

It sure sounds a lot like my experience in the Grand Sport X, down the annoying fake sound that’s pumped into the cabin via the speakers to somehow remind you that you’re driving a hybrid ‘Vette. In the X, it’s not so much a siren as it is a spaceship-y whirring sound. I really didn’t like it.

On the track, it also feels locked-in and ready to tackle whatever series of corners you throw at it. It doesn’t take long to realize how much front grip this car has over its rear-drive sibling. At Atlanta Motorsport Park’s especially long and fast corners, the X exudes composure and ruthlessness in how it dices through sweepers and apexes. As Hildebrand explained while giving me a balls-out lap around the circuit, you don’t really understand how much energy the battery is sending to the front axle to keep the car rotating through tight or fast corners until you either look at the data, run out of battery, or hop in the rear-drive GS back-to-back.

As Adam explained in his review, “the electric motor isn’t here to shrink anybody’s carbon footprint,” and that’s roughly the same case in the new model. Away from the track and on curvy country roads outside of Atlanta, the X was always ready to lurch forward and pounce on any corner or straight. Depending on which driving mode you selected, the LS6 could be somewhat subdued to make sure you don’t wake up the neighbors at startup, or so you can hold a meeting from the car. But in others, like Sport or Track, it was excessively loud. In fact, I only noticed how loud it really was after I took my helmet off, finished my track stint, and then drove on the street.

Ultimately, without driving both cars back-to-back, it’s hard to compare the nuances of the old LT2 V8 in the E-Ray versus the LS6 in the GSX, but knowing how much time and effort the engine team put into the new engine, I’d assume that all driving dynamics have been improved in the new car. Perhaps Chevy still has an E-Ray lying around in the Midwest and will let me take it out for a spin before snow starts falling.

At the end of the day, both cars represent a breakthrough for the Bowtie, especially considering many fans of the brand never thought they’d see a mid-engine Corvette. Now, we not only have a mid-engine car but also a hybrid one that’s all-wheel drive. And if you step out of the LS6 range, there’s even a $250,000 Corvette that can go 233 mph. What a time to be alive.

Click here for my full review and scoring of the 2027 Grand Sport X and its siblings.

Email the author at jerry@thedrive.com

The post How the 2027 Chevy Corvette Grand Sport X Built on the Bones of the Old E-Ray Hybrid appeared first on The Drive.

The 2027 Chevrolet Corvette Grand Sport is finally here, and so is its electrified, all-wheel-drive twin, the 2027 Chevrolet Corvette Grand Sport X (RIP E-Ray). Behind the cockpit of these driver-focused trims sits the automaker’s next-generation high-performance V8: the LS6. The new 409-cubic-inch V8 is also making its way into the base-model Stingray for 2027 models, meaning that buyers are now spoilt for choice when it comes to choosing the mid-engine ‘Vette that fits their performance and budget needs.

The Stingray offers 535 horsepower and 520 lb-ft of torque, which carries over into the rear-wheel-drive Grand Sport (the GS gets an array of handling and appearance upgrades; more on this later), while the big-daddy Grand Sport X then gets help from a permanent magnetic drive motor on the front axle, which bumps its performance credentials to 721 hp.

I recently drove the Grand Sport and Grand Sport X on the track and the street, but the base Stingray only on the latter. And while you might not expect a big difference between three variants of the same model powered by the same engine, you’d be surprised just how unique the character of each car really is. That’s even true of the GS and GS X, where, in theory, the “only” difference is the active front axle and extra power.

Without further ado, here’s your LS6 explainer and 2027 Chevy Corvette buying guide:

New LS6

GM didn’t mince any words with the opening line of its press release: “This next-generation V8 produces more torque than any other naturally aspirated V8 before it.” It’s true. Its 520 lb-ft of torque eclipses its predecessor, the LT2, which offered 470 lb-ft of twist. Then there’s the obvious displacement upgrade, from 6.2 liters in the old mill to 6.7 liters in the new one. And lastly, horsepower is up a very healthy 45 ponies, from 490 hp to 535.

Under the direction of assistant chief engineer Mike Kociba, who proudly proclaims that “there’s no replacement for displacement,” the new 6.7-liter mill boasts a 13.0:1 compression ratio—the highest ever for Corvette—for sharper response and a 95-mm throttle body with a tunnel ram intake featuring high-velocity ports to move more air. There’s also a new lubrication system, forged pistons and rods, and revised exhaust manifolds that ensure durability in extended high-load, high-temperature environments.

When it comes to putting the power down to the ground, buyers can choose from an eight-speed, dual-clutch automatic transmission or a… well, actually, that’s it.

2027 Corvette Stingray: The Everyday ‘Vette

It may be the cheapest, but while hopping in and out of the three Corvettes that day, I never got the feeling that I was in a base-model car. Of course, depending on options and packages, there may be some differences in materials, color choices, and performance—but the Stingray succeeds at offering the core Corvette experience.

The V8 in the Stingray produces 535 hp and 520 lb-ft of torque. The test car I drove on public roads near Atlanta Motorsports Park was a 3LT with the Z51 performance package, which included new suspension tuning via its optional magnetic ride control. The final drive ratio is shorter for 2027 to improve throttle response, and Chevy also claims improved aero performance, while opting for the new Michelin Pilot Sport S 5 as a stock tire.

The LS6 feels at home in the base car, providing robust acceleration and, best of all, a really good tune to listen to on your commute or weekend getaway. The engine is loud by nature, but Chevy’s tuning of the programmable driving modes really makes it sing loud and proud—or not, should you choose a quiet start-up or a chill “Tour” mode. Bump that up to Sport or Track, and I hope you brought ear protection, especially if you’re driving a long distance. A side exhaust setup remains the standard option, but buyers can now opt for a center exit, and yes, it makes a difference. The latter is richer in bass and therefore sounds fuller.

On the road, the Stingray is just about everyhttps://www.thedrive.com/car-reviews/2027-chevy-corvette-lineup-ls6-reviewthing you expect and could want. It’s quick on its feet, and it’ll go like stink when you ask it to. You’ll feel the increased power, but you’ll really feel the extra torque, which matches the car quite well, as it already feels like a sports car with a pinch of muscle car. Also, it’s relatively friendly at high speed, unless really pushed to its limits. The ride quality in my tester was more than satisfactory; a good thing given the infamous Atlanta traffic.

2027 Corvette Grand Sport: The Sweet Spot

Atlanta Motorsports Park is a difficult track. It’s a real driver’s circuit that puts your skills to the test, but, perhaps more importantly, it also puts many of the car’s capabilities to the test. Suspension and brake components are tortured lap after lap due to its elevation changes and banked or off-camber corners. Most of all, however, it reveals how good a car’s balance is, and whether it can put the power down to the ground on its long and fast corners—one of which is a 100+ mph left-hander.

Push your right foot down, and the Grand Sport lurches forward like a bat out of hell and straight into two esses, which right away show you how nicely dialed-in the steering is. The GS is a precision instrument, and this attribute really shines on the following corner, an uphill left-hander that opens up and then closes in as the elevation drops and the track disappears from your field of vision. Both the front and rear right tires are absolutely screaming through this 50- to 60-mph corner. As explosive as the LS6 is, it’s also gentle and builds power progressively, a byproduct of its increased displacement.

The tarmac never quite straightens out all the way, but I’m able to reach wide-open throttle for a couple of seconds before slamming on the brakes again for yet another tight corner with a big elevation change. In a nutshell, AMP is this same scenario over and over again. The Grand Sport feels at home here, with its healthy power and torque, dialed-in suspension, and great driving dynamics. Sadly, the GS and GS X I drove on track featured the more comfortable Competition Sport seats, which are great for the street but lack bolstering for the kind of extreme cornering speeds that AMP offers. Fun fact: When building a Corvette from the ground up, you’re now able to outfit it with two different seats, meaning the driver can opt for the track-day-friendly GT1 and GT2 seats, but choose a less hardcore seat for the passenger.

2027 Corvette Grand Sport X: The Modern Racer’s Corvette

JR Hildebrand came as close as anyone can to winning the Indy 500 (with the exception of David Malukas this year), but since that heartbreak in 2011, he has gone on to deliver impressive drives in IMSA and most recently, Pikes Peak. After setting the hybrid production car record at Pikes Peak this year in a 1,250-hp Corvette ZR1X, it was only fitting that I hopped in a GS X with him for a few laps around AMP. But before I was thrown around like a rag doll by Hildebrand, I set out to find out what the evolution of the Corvette E-Ray had to offer.

The first thing I noticed, aside from the wider Z06 body kit, was how much heavier the front end felt, and I’m not talking about the steering. (However, Track mode boosts the steering more than I’d like in both GS and GS X.) After enough laps, this sensation goes away because you get used to it, but this heavier feeling eventually turns into a net positive when you begin to realize how much more front-end grip this car has over its rear-drive sibling. A lot more. The two especially long, tight, and fast corners that I mentioned above are much less challenging to take at higher speed in the X. I don’t mean that it’s less intimidating at all, because it isn’t, but it does feel like the car is better planted, and you feel slightly less nervous about pushing the front tires beyond their grip limit.

The biggest difference between the two Grand Sports, besides the electrified front axle, is the power rating. It’s a big jump from 535 to 721, and boy, do you feel it. However, you don’t feel a gut-punch as you’d expect. The extra power is evident at the edges of performance, such as the low and high end, like when coming out of a corner at full tilt or when you’re really nearing the top of the rev range. You can even hear the extra power, because Chevy added a silly spaceship sound that kicks in when you’re at full throttle or when you manually deploy the battery power via a switch on the steering wheel. It’s pretty cheesy.

This is the ultimate expression of the LS6, and it makes you smile from ear to ear—unless you’re riding shotgun with Hildebrand, of course, because then you’re just trying not to throw up all over the dash.

Verdict

Three different flavors, three different levels of performance, three price points, one great engine: the 6.7-liter LS6. If I had to spend my own money on one of these, it’d be the plain Grand Sport, and I’d add the $3,500 Z52 performance package, which adds summer performance tires, (steel) performance brakes, and active dampers.

The X is a phenomenal piece of engineering and an extremely capable track machine—and, not to mention, its all-wheel-drive system means you can drive it year-round and up to about four inches of snow, according to GM engineers who drive their test cars through Michigan winters. That said, its price is just too steep. I prefer the GS’s less complicated approach to traditional hot-rodding, and I don’t have to turn off the silly spaceship sound every time I go for a drive.

If you’re trying to ball on a “budget,” there’s always the Stingray, which, depending on the packages you get, can practically be a Grand Sport without the badge.

Chevy provided The Drive with travel, accommodations, and access to the vehicle for the purpose of writing this review.

2027 Chevrolet Corvette Stingray, Grand Sport, X Specs

Email the author at jerry@thedrive.com

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You can try dressing up as your favorite superhero, but sadly, you’ll never have their superpowers—with the exception of Batman, I suppose, since he’s just a wealthy, vengeful orphan. But when it comes to everyone’s favorite spy, 007, you can cosplay to your heart’s desire, but it’s gonna cost ya. Dearly.

If you’ve already got the Aston Martin in the garage and the Omega on your wrist, you can now move into that iconic villa where Her Majesty’s most famous agent says the iconic line: “The name’s Bond, James Bond.”

You can watch the final two minutes of the movie in the clip below.

Offered by Sotheby’s Italy, the listing is for one of five luxury apartments found within the gorgeous villa on Lake Como, near Milan. The two-level unit measures 121 square meters, or roughly 1,300 square feet, and boasts two bedrooms and two full bathrooms. As the video above by Lake Como Wonders highlights, owners also enjoy access to the sprawling grounds, shared pool, private beach, two parking spots, and a private dock and boathouse.

The Neo-Medieval-style villa was built in 1929 and was reportedly featured in many Italian films before going big-time and hosting Bond, as well as the less fortunate Mr. White, who drives a lovely Jaguar XJR in the film and was shot in the leg at close range. Side note: Mr. White technically doesn’t die in the film but is badly hurt, so maybe he’s still dragging himself around the basement of the villa. If you buy it, let me know he’s still around.

As is the case with most high-profile properties around Lago di Como, the price was not immediately disclosed. Prominent villas in the area average from 10 million to 15 million euros, but given that this is an apartment within the property, it’s likely in the 3 to 6 million range—give or take a bit for the Hollywood premium.

Happy shopping.

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It’s a known fact that seven-time Formula 1 world champion Lewis Hamilton loves the Ferrari F40. So much so that in his first official photoshoot as a Scuderia Ferrari driver, he posed next to one. More recently, he went viral for taking over the streets of Tokyo in another F40, making a full video production of his midnight shenanigans with his partner, Kim Kardashian. Today, he took to Instagram to reveal that he scored a massive barn find: his very own Ferrari F40.

Hamilton doesn’t say exactly when he discovered the car, but he does say that he found it covered in dust after it had been sitting in a garage “for over 30 years.”

“My very own F40. This is the car of my dreams and has been for as long as I can remember,” said Hamilton on Instagram. “As a kid I dreamt of having one. When I joined Ferrari last year I made sure to have one with me on my first day at Maranello. That’s how much it means to me.

“These cars are works of art and incredibly rare, so when I found this one, covered in dust after being sat in a garage for over thirty years, I knew I had to bring her home. First to Maranello, where the master engineers and mechanics at the factory worked for weeks to bring her back to life,” he added. “Massive thank you to everyone who had a hand in this project. This has truly been a dream come true. I can’t wait to share more with you all. Stay tuned …”

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I don’t know what the odds are that Hamilton was casually jogging through a random town when he stumbled upon the lightly cracked door of a garage and saw an F40 hiding inside, or maybe he was jogging through the wilderness when he spotted a barn and wandered in, only to discover his dream car sitting under a pile of junk; I simply don’t know. He most likely had a headhunter from Maranello willing to follow up on any lead of an undisturbed F40 ready to hit the market, and this happened to be it. Maybe Hamilton will share the story at some point—I hope.

Either way, it’s great to see Lewis genuinely excited about his newest toy, and to see the Rosso Corsa supercar now making its way through Ferrari’s Classiche program to be brought back to life. I especially love the photos of Hamilton posing next to the car or the engine, almost as if he were the proud father of a newborn baby.

As we’ve explored before, there was a time when Hamilton had chosen to give up his car collection and even got rid of his private jet to lower his carbon footprint. However, that seemed to change right around the time he moved from Mercedes to Ferrari, so now it just looks like he’s having fun any way he wants to. Both moves are admirable in their own right, so good for him.

Judging by how he wrapped up his Instagram caption: “Stay tuned…” I’m sure we’re not done hearing about this project. I can’t wait.

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Most people will usually advise you against meeting your heroes because, more often than not, you’ll be disappointed. A similar concept applies to cars, usually vintage ones, where people idolize them until they actually take them on the open road, only to realize they’re not all they’re hyped up to be; the brakes suck, the transmission’s slow, the suspension’s too soft, etc. Luckily, the first-generation Acura NSX was never my hero car, so I was blown away when I recently got to drive one. So much so, in fact, that I cried.

Nothing against the NSX, but as a kid who grew up in Mexico City in the ’90s, my bedroom walls were adorned with the likes of the Lamborghini Diablo, Ferrari F40 and F50, Porsche 959, and even a Ford GT90, among many Senna and, eventually, Schumacher posters. It wasn’t until I was an older teenager that I developed a liking for Honda products (probably because I learned to value money and appreciated reliability, fuel economy, and such), and that’s when the concept of a fast, nimble, cool-looking, but also reliable Japanese sports car like the NSX became appealing to me.

Fast-forward many years to my current career, and I’ve been able to drive the latest Acura NSXs, and not just on the street, but on hallowed ground, like the Daytona road course. Back in 2019, I chased Indy 500 winner Simon Pagenaud around the famous circuit in an NSX—at night—putting all the driving skills I’ve gathered throughout my entire life to the test. Three years later, when the NSX Type S came out, I did the same thing again at the same place, but this time in the very car that Acura had loaned Max Verstappen a couple of months prior. And at some point between those two track events, I went on a 1,000-mile road trip to prove the NSX is also a practical grand tourer. Yet, through all these years, it’s been the O.G. NSX that’s somehow eluded me.

That finally changed earlier this month during Monterey Car Week, where, as a guest of Acura, I had access to a couple of cars from the Honda Collection Hall, one of which was an old-school NSX. Dressed in a still-glossy Formula Red, with a black leather interior, in the type of condition that only an automaker-maintained car could be, I set out to drive on one of the country’s most beautiful and picturesque roads: Highway 1.

It didn’t take more than a minute for me to realize that I was in for a real treat, the kind that, frankly, comes often in my line of work, yet this one was different. Despite its 85,000 miles, I felt like I was driving a new old car—a very special one. The pedals were stiff and springy in a way that only happens in old cars. The steering was heavy (no power steering) but not overly so, and by far the most noteworthy attribute of all was the shifter. I hadn’t even left my hotel’s parking lot when I was already in love with the transmission.

The Acura NSX revolutionized the world of sports cars back in the early ’90s with its sleek design, aluminum chassis, and cutting-edge Honda engine that revved to 8,000 RPM. It out-engineered and out-performed many of the flagship European cars of its time, all while offering everyday reliability, fuel economy, and comfort. Its 270-horsepower, 3.0-liter V6 VTEC engine featured titanium connecting rods, and much of the technology that made it lighter, quick-revving, and reliable was derived from Formula 1. It was paired with a five-speed manual, though a four-speed automatic (with power steering) was also offered.

I was on my way out of town toward Bixby Bridge when dark clouds suddenly rolled in. “Just my luck,” I thought, “I’m in an amazing car on an amazing road, and now it’s raining.” As it turned out, that was a good thing because every supercar owner who had descended on the peninsula retreated to their luxury hotel or rented villa, leaving me with a mostly empty stretch of glorious, curvy, oceanside road from Monterey to Big Sur. Plot twist: it was bright-blue skies and sunny just five miles down the highway. Score!

The next 60 miles, from Carmel Valley Ranch to the Big Sur Inn and back, were some of the most enjoyable I’ve ever driven in any car, anywhere in the world. Every straight, every corner, every little sandy nook where I pulled over to take a photo was magical. The sound of the V6 revving past 6,000 and all the way to 8,000 RPM—I can still hear it. It gives me goosebumps.

I’ve driven a lot of cars; man, a lot of cars. From Fiat Pandas and Nissan Tsurus to Ferraris, Paganis, Rolls-Royces, and two of my all-time faves, the F430 Scuderia and Prodrive P25, and yet it was a nearly 40-year-old Acura that brought tears to my face. The way the unassisted steering wheel transmitted the car’s dynamics and the road’s grit; how the shifter clicked into place with every throw; and the relaxed, velvety sound of the engine singing as I worked my way up and down the gears were deeply emotional. If you believe that cars can talk, as I do, then you better believe this one had some things to say.

Every moment I shifted from second to third at almost full throttle, felt those revs build as I touched fourth, and then downshifted in a relaxed but precise manner (no need to really hustle this beauty), sequestered me away from this planet and took me to a place where I felt truly happy, a place where I envisioned myself as my lifelong hero (whom I have tattooed on my left forearm) wheeling a car just like this one around Suzuka. Some would say the suspension is a bit too soft—and they’d be partly right—but this is a car meant to be daily driven, not just tracked. The seating position is phenomenal, and the distance between the steering wheel and shifter is just perfect; as is the spacing between all the pedals.

In typical Honda style, everything about the NSX still worked: the defroster, the wipers, all the electronics. Not sure I’d be saying the same had I driven a 40-year-old European sports car, whether it be a Ferrari, Jaguar, or BMW. Everything felt purposeful; there was nothing wasted, nothing just for the sake of showmanship. It’s a serious car that doesn’t take itself too seriously.

Suddenly, I was back to where I’d started, and it was time to hand the keys back to Acura. I’d have driven the best car in the world.

Email the author at jerry@thedrive.com

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Dreaming of a unique Porsche, but it’s not currently in the lineup? I’ve got news for you. With the right budget and a healthy dose of patience, the folks at Stuttgart will turn just about any dream into reality—even if it’s something as peculiar as a Porsche Panamera with a manual transmission.

The Drive‘s Kyle Cheromcha caught up with Alexander Fabig of Porsche’s Sonderwunsch program during Monterey Car Week, where the German automaker revealed its latest custom creation, the Flachbau RS, or 911 Slantnose, which was commissioned by a secret European customer who dropped many millions and waited three years for their one-off creation.

Fabig also discussed some of the past, present, and future projects of the special-request team. But most importantly, he shared how far the Porsche is willing to go to please its most demanding clients, and whether there are any limitations that might force it to say no. In a nutshell: Porsche will go very far, and rejections would mostly stem from regulatory or safety-related issues.

The Drive: You left the powertrain alone in the Slantnose at the customer’s request. Are crazy engine swaps or transmission swaps something that could be on the table if someone wanted that?

Alexander Fabig: Yes. Especially when talking about celebrating the manual side of life. These are projects that are in the making at the moment, where we look at these things. Again, the majority of customers are not so much into [pure] horsepower.

So if someone wanted a manual Panamera, for example, that is something that you guys could look at.

Yes, yes, yes. That’s very good; I will use this as an example from now on [when people ask about the program].

There was talk a couple of years ago of a Panamera convertible Porsche was working on. What happened to that?

I often used it as an example when asked what were the limits, what we wouldn’t do, or what was possible. And for some time I used the example that we would build a Panamera Cabrio. If you are asking for it, we would do it, but we are not working on that. It’s not an active project.

If you think about Sonderwunsch, it’s all about being part of Porsche and being the creator of your own car. And therefore the body style and design elements of the project are much more, let’s say, tangible for the customer than the sheer horsepower underneath. Because with the horsepower, of course, they can say, “I want to have 110 horsepower more.” And we try to achieve that, but there is no real creativity from the customer involved. But discussing the forum, discussing what we do with the interior, how do we position the car? That’s where the customer can really bring his own creative ideas in.

Regulatory issues are always the limit, and of course, it depends on whether the customer wants to have a road-legal car or not. So we are also working on topics that won’t be street legal in the end, but that’s defined by the customer himself. If you’re happy enough to have your own country, then maybe you don’t need a license plate.

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Everyone’s feeling the pinch when it comes to living costs nowadays, and it doesn’t matter whether you’re buying milk or a new ride. With modern cars becoming more complex, packing more technology than ever, and sometimes being subject to steep tariffs, prices have soared in recent years, often putting them out of reach of average consumers. Naturally, volume automakers like Honda are exploring various ways to reduce costs and improve efficiency wherever possible.

In a recent conversation with The Drive, Noriya Kaihara, Executive Vice President of Honda Motor Company, went into detail about these strategies. Some of them seem somewhat obvious, such as reducing manufacturing complexities, streamlining product portfolios, and reducing time-to-market, but others are more unique.

“Affordability is the key for future customers, especially younger generations,” Kaihara told The Drive. “We are currently working on various projects, including the “Triple Half” activities. This means our development times will be cut in half, costs should also be cut in half, and overall resources will be too [hence the Triple Half name]. Doing this also means we can quickly react when market conditions change.”

In May, Honda announced that its Triple Half plan would take effect this year for “minor model change” initiatives, while full model changes would begin in 2028. Regardless, the company is looking to reduce development costs, timeframes, and workload by up to 50%. It also strives to improve production efficiency by about 20% over the next five years by efficiently “executing and allocating resource investments in new models and equipment.”

Kaihara also touched on how Honda plans to use AI to address the three key targets mentioned above, starting with crash testing, which is typically time-consuming and therefore very expensive. The move to deploy AI is simply to arrive at better-informed conclusions in less time and using fewer resources. It’s worth noting that this AI-led testing isn’t in place of the law-mandated testing and development, but supplemental. The more that can be done virtually ahead of a real-world test, the less time and money that will be spent in the long run.

“We’re utilizing AI on the development side of the business, specifically some of the testing technology, like crash tests and so forth,” added Kaihara. “For any of these procedures, we’ve already come to the fact that we can do them with AI without the actual [preliminary] test, so that would be of great impact for the development [of a model or technology].”

When asked about how Honda can remain competitive while offering cutting-edge hardware and software, Kaihara pointed to its current project in China, where the automaker is currently deploying teams to learn how to add efficiency.

“We are also working with the Chinese,” he said. “Within the auto industry, China is leading in terms of technology, I have to say, so we currently have teams in China, and they are working on studying their [manufacturing] technologies and learning sciences. Before, we [Japan] were teaching them how to make car parts and learn our techniques. Now, we are taking some of their know-how for our own development, especially in robotics that will be coming soon.

“Implementing these robotics in our factories will be another key to making many products more attractive from an affordability standpoint,” Kaihara continued. “But we have to be careful with this, because this is also a political issue, so we can’t simply use Chinese technologies in the U.S.—we don’t do it. So that means we have to learn but [draw a] clear cut between the U.S. and China, meaning we need to develop our own technologies.”

Earlier this year, Honda posted its first financial loss since 1957, with a roughly $2.7 billion operational deficit largely due to the axing of its global EV portfolio. However, the company will now reallocate its former EV budget to develop hybrid vehicles that better fit its global offerings. It’s currently working on a new two-motor hybrid system for upcoming models, including the Civic and Acura RDX.

American Honda CEO Eiji Fujimura backed up Kaihara’s comments, adding that affordability (and reliability) remain top of mind for Honda. He also expressed that affordability is often best represented in terms of value, not just by having the cheapest cars, adding that giving consumers what they want, need, and expect from Honda is paramount. This is currently seen in the brand’s entry-level models, like the Civic LX, which starts at $25,890 (including destination), the best-selling $28,000 Civic Sport I recently reviewed, and, on the Acura side, the Integra and ADX, which start at around $35,000.

“I’d like to add that affordability isn’t always about squeezing costs, but also offering great value to customers,” Fujimura told The Drive.
”The key here is value, which is why I’m always telling our leaders to think about [improving] value for money [on the company and consumer side].”

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Back in July, Honda announced it’d pause production of two models with manual transmissions: the 2027 Honda Civic Si and its fancier sibling, the Acura Integra A-Spec. The move was initially seen as a bit of a death certificate for the fun-to-drive compacts, but the automaker later clarified that the Si will undoubtedly return with the next-generation Civic in 2028—even if it didn’t specify it’d do so with a manual.

While attending the IndyCar Freedom 250 race in Washington, D.C., American Honda VP of Auto Sales Lance Woelfer shared the current reality of the manual transmission, which isn’t exactly great.

“It continues to be a smaller and smaller portion of the market that gets excited about the manual, and that will probably continue to shrink, honestly,” Woelfer told media, including The Drive. “But because they’re fun-to-drive, we can continue to have models like the Civic Si or the Integra or the Type R that offer [the manual]. But we don’t see [it] growing.

“We see very little [demand] going in, but we’re going to have them in the [assembly] line. 

Currently, Honda offers four models with a manual transmission across its two brands: the Civic Si, a longtime staple of the sporty compact sedan segment that’s always catered to enthusiasts. Then there’s the Integra with the A-Spec package, which, unlike the Si, offers it as optional equipment. The six-speed manual is also found in the more hardcore versions of those two, the track-ready Civic Type R and spicy Integra Type S.

Historically, Honda has remained committed to selling fun-to-drive cars across its lineup, so, given its previous statements that the production pause is merely a hiatus and the comments above, it’s safe to assume the next-generation Si will retain the manual. I’d feel less confident about a non-Type S manual Integra, but only time will tell. If it does return, it would also be for the 2028 model year.

Following Woelfer’s comments, I pivoted to American Honda CEO Eiji Fujimura and asked if he could promise enthusiasts that Honda would continue making manuals for years to come. He gave a less specific but more poetic answer: “Sometimes I need to get back to Soichiro Honda [on some things], but we always think about [the enthusiasts], and we always think about their dreams.”

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Earlier this week, we reported that the U.S. allocation for Toyota’s newest supercar, the GR GT, was basically sold out. Emphasis on basically, because the automaker later clarified that no money has exchanged hands yet, but they’re well aware that there’s more demand than there is supply—and that’s on purpose.

During last weekend’s engineering briefing at Laguna Seca, Toyota Senior Vice President of Automotive Operations Andrew Gilleland shared a few more interesting details about the project with me. Specifically, the business case for the enormous expenditure of building a new halo car and a GT3 race car at a time when the economy isn’t exactly booming.

Gilleland was candid about the project’s complex economics and went so far as to say that the “car itself makes no financial sense.” However, he also expanded on Toyota’s plans to make sound long-term financial decisions, as the street and track versions of the supercar reach more buyers over the years. He explained that one of the new car’s key attributes is its versatility, not just from a track and performance perspective, but for the drivers themselves.

After hearing the words “gentleman driver” mentioned several times during the briefing, I asked Gilleland if that was Toyota’s primary business model and how it expected to put cars in customers’ hands—be it a one-make series, customer cars via established teams, or maybe even something like Ferrari’s Corse Clienti.

“We have talked about doing customer races, since there really isn’t a customer racing program from Toyota today,” Gilleland told The Drive. “This car was designed, built, and engineered to be a customer racing car, so when [pro racer] Jack Hawksworth says it’s easier to jump in and drive, that is on purpose. We want that gentleman driver to get into this car and be able to drive it fairly quickly. That has been a big focus of the development of the GT3 car.

“I think the car itself makes no financial sense, but what does make sense is that it shows what the company is capable of and creates that halo car. I mean, we race to make a statement—every car company does—but it ultimately shows what we’re capable of,” he added.

Hawksworth, who has raced in everything from IndyCar and IMSA to the 24 Hours of Le Mans, also shared his experience as a development driver for the GR GT and GT3 programs. He went into detail about how much more versatile the cockpit is compared to the current Lexus RC-F race car, and how it can fit a wider range of drivers (in terms of size and skill). He described it as being much more “spacious and comfortable”, meaning it would be less intimidating to new drivers and would provide a flatter learning curve. This would effectively make the car an “easier sell.”

Gilleland also emphasized that Toyota’s customer racing program would greatly depend on production cadence and output. And even once Toyota figured that out, it would need to learn many other aspects from its current racing programs before deciding on a specific route.

“The issue really comes down to the production levels we can achieve, so for us, in 2027, it’ll just be [IMSA’s] Vasser Sullivan Racing, but in the 2028 racing calendar year, we will have a customer program,” Gilleland added. “It’ll be small to begin with. Do I see a day, maybe five or six years into the life cycle, when we’ll be able to sell one [GT3] to a customer? Yeah.”

“Frankly, this is one of the reasons we’re doing GR Cup and GT4; to understand customer racing and what we need to do as an OE and what the teams need to do—so that’s part of the genesis of the GR Cup,” Gilleland said. “The other part is track and development. What the GR Cup taught us is: what kind of support do we need, and what kind of racing engineering—even how many haulers do we need for parts?”

“Also, the problem is that these things are spaceships, you know, so you’re gonna need some level of support trackside,” Gilleland explained. “We’re trying to create a ladder program for a customer racing, and we’re developing that internally with TRD today to ensure we can support it.”

The tenured executive wrapped up by saying that this whole project really came down to Akio Toyoda’s vision that he established decades ago, when he set out to rid the automaker of numb cars that weren’t fun to drive. His goal was to build a world-class sports car, and this is the fulfillment of that dream.

“The technology that goes into this [GT3] car and the road-going car, you can get that in a Camry,” said Gilleland.
”I think one of the obvious big passions when Akio first took over as CEO 20 years ago was that he felt the cars were numb and not exciting or fun to drive. Now, the cars have evolved, so if you go get in a new Camry, it’s actually fun to drive. They fixed the problems, and it’s now fun without being harsh or uncomfortable.”

“We race to win, and we want to win more races, but we also use racing to develop our people. When we look at the GR GT and GT3 from a financial standpoint, it’s not just about the cars but also about what racing does for the brand and the entire ecosystem,” he concluded.

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Aston Martin should be well poised to fight for midfield positions during this weekend’s Formula 1 Dutch Grand Prix, something that just a race or two ago would’ve sounded comical. The hefty 16-part aero update the team rolled out ahead of the summer break represented a huge step forward and delivered near-instant results, with Lance Stroll and Fernando Alonso securing 13th and 14th in Hungary. It’s Honda’s turn to shine now, with the long-awaited “Spec 2” power unit making its first public appearance in the AMR26 at Zandvoort. Needless to say, there is an awful lot riding on this.

The heavily revised PU marks the first of two ADUO revisions granted by the FIA for 2026. ADUO stands for “Additional Development and Upgrade Opportunities,” and it’s given to manufacturers that are more than 4% behind the leader in performance. The Spec 2 features a new pre-chamber to accelerate combustion, a new piston shape to improve combustion, and modified lubrication systems to reduce friction.

But while hope within the Silverstone and Sakura organizations is starting to trend upward, things haven’t always been this way. It’s been a long and hard journey since Honda announced its return as a full F1 PU manufacturer with Aston in 2023, but tensions peaked in Australia when both parties, along with the rest of the world, realized just how dire things were.

At the helm of these two ships sit two well-known leaders who have steered their respective teams through the highest of highs, and, most recently, the lowest of lows. On the Aston side, there’s Managing Technical Partner and Team Principal Adrian Newey. On the Honda side, President of Honda Racing Corporation Koji Watanabe. The duo has worked together for a decade and known each other even longer, but more importantly, each has contributed to the other’s success—and not just once or twice. The former Red Bull and HRC partnership accumulated over 70 race wins and multiple constructors’ and drivers’ championships.

In an exclusive interview with The Drive, Honda’s Watanabe went into great detail about the team’s timeline since the automaker’s return to F1 was confirmed three years ago, and how and why things got off to a difficult start almost immediately. The man responsible for Honda’s global racing efforts also talked about the “very tense and very serious” meetings that took place when chaos reared its head during pre-season testing and the Australian Grand Prix. And lastly, how, despite Newey’s backhanded public comments toward Aston’s new works partner, everyone at Honda simply dusted themselves off and began working on a solution.

A Shaky Start

“I will personally be there in Australia to make sure the car is good,” Honda CEO Toshihiro Mibe said while wagging his finger as he sat across the table from me during breakfast at the Mexican GP last October. He was in good spirits and had just finished answering a quite direct question from me: “How does it feel that when Lawrence Stroll needed a winning engine for his car, he called you?” He smiled and nodded.

But while Red Bull was actively winning races with an HRC engine, the reality for Honda’s F1 program in Japan was quite different. By that time, more than two years had passed since announcing its return as an F1 PU manufacturer with Aston, and it wasn’t all smooth sailing. Unknown to the public, Honda had been struggling to secure the human resources needed to meet its workforce needs, and even worse, because of the FIA’s strict implementation of the budget cap around 2026 spending, it was feeling the pinch years in advance. With a major deadline looming, tensions began to rise.

Jerry Perez: From the moment the return announcement was made until Honda actually got started working hands-on with the PU, about how much time went by?

Koji Watanabe: The announcement about Honda’s return to F1 and its partnership with Aston Martin was made in May of 2023. Prior to making that announcement, the positioning of Honda was that it was a technical partner with Red Bull, and this was the basic involvement we had with F1, which means that, as a technical partner to them, we were manufacturing and supplying PUs and supporting the operation. We were not absolutely absent from F1, but were only involved in a limited capability or capacity.

By the end of March 2022 [when Honda stepped away as a PU manufacturer but continued supplying RBR], we had already reassigned many of the engineers who had been participating in F1-related activities to other domains within the business, such as advanced technologies, environmental technologies, or even manufacturing. We had essentially returned [or were in the process of returning] these F1 engineers to other domains across the company when Honda announced once more its return to F1. So, we had to start rebuilding the team, which meant bringing in engineers from these various Honda groups or hiring new talent from outside—and we ended up spending a lot of time on this.

Another aspect of reality we were facing at the same time was that the cost cap for the new 2026 regulations had already been applied in 2023. Rival teams had been doing preparation and development for 2026 all the way back in 2022 when there was no such cost cap. So, in contrast to what they were able to do, Honda was unable to benefit from it, creating a massive gap and making the situation more difficult for us.

In retrospect, do you think there was an opportunity to get a jump-start on recalling those engineers as soon as there was even a hint of Honda returning to F1, or was that not a possibility at all?

In retrospect, I suppose that we should have done something like that. However, F1 requires a large number of extremely talented and extremely capable engineers to make it even work at all. Gathering a team of such talent in such a short time was, realistically speaking, extremely difficult. The fact that we were not able to put together a team of these extremely able, highly capable engineers in an extremely short time is a responsibility that I and the rest of the management shoulder. And this is something that I look back on with great regret.

How up to date was Aston Martin leadership on these staffing setbacks, per se?

The basic communication structure we had with Aston Martin was very frequent communication. We were sharing everything that needed to be shared; nothing was hidden on our end. We communicated pretty much everything, including all the milestones and the various steps outlined in the development schedule. We did this collaboratively.

Trouble Down Under

“No, we weren’t,” Newey answered in March of this year, when asked if he was made aware of the state of Honda’s F1 program when the deal was struck. “We only really became aware of it in November of last year [2025] when Lawrence, Andy Cowell, and I went to Tokyo to discuss rumors starting to suggest that the original target power they wouldn’t achieve for race one, and out of that came the fact that many of the original workforce had not returned when they restarted. So, no is the answer.”

Reading that quote, along with others from the car’s February reveal, highlights how quickly things went sideways for the two companies between the AMR26’s debut and the first race of the year. And despite Trackside Manager and Chief Engineer Shintaro Orihara’s recent comments about Aston “never directing its frustration towards Honda,” the optics were quite different leading up to the Japanese Grand Prix.

Jerry Perez: Fast forward to the first race in Australia. What was that first post-race meeting like, once the enormous problem at hand became very obvious? What was that conversation like?

Koji Watanabe: There were many issues at hand that we began to realize during the pre-testing rounds in Bahrain—not just specific to Australia. One such problem was vibration, so after the initial run in Australia, the meeting we had with Aston Martin was very, very serious and very tense. Ideally, our conversation at that time should’ve covered many other things, but because of this vibration issue, we were forced to focus solely on solving that.

It is now known that some of these vibrations were already present in the 2025 [Mercedes-AMG] engine prior to Honda’s involvement. At the time, was Honda told that this issue already existed pre-partnership?

During 2025, when we were still partnering with Red Bull, there were absolutely no vibration issues [in that engine]. So, at the start of the 2026 season, when we identified this major vibration issue, it came as a total surprise to us at Honda. Precisely because of that, there was initial confusion about the exact root cause of this vibration issue, and much time was consumed in the analysis phase. But because it was taking so much of our time, we had to focus on mitigating the phenomenon observed on the track. We needed to focus on reducing the vibration transmitted to the battery, as it was damaging it.

All of our time was spent on that, and in the following rounds in China and Japan, rather than reducing the vibration being generated, we focused more on how to keep the vibration from reaching the battery. So we were trying to mitigate the transmissibility of the vibration to the battery. With the cancellation of the two rounds in the Middle East, we were able to really work on a countermeasure, which we ultimately deployed in Miami.

Do you believe that the vibration was 100% a Honda problem? And if the answer is no, can you tell me how much of it was an Aston problem and how much of it was a Honda problem?

I would like to start by saying that the source of vibration is, of course, the engine. But this vibration then passes through the car itself and is amplified, making the vibration levels much higher. I do believe that the responsibility for the [source of this] issue is 100% on the PU, but I will refrain from stating the percentage or breakdown of who’s responsible for this vibration issue between Honda and Aston Martin. This is extremely difficult, and therefore, I will not really talk about that breakdown.

[Ultimately, it is] very important for the PU side and chassis side to collaborate; it’s not one side or the other. Because of this collaboration, we were able to make significant improvements and demonstrate that vibration levels in Miami have been greatly reduced. This is thanks not only to Honda but also to Aston Martin’s efforts.

What was the internal reaction at HRC or Honda to how negative and blaming Aston Martin was towards its new partner?

I can say that, on Honda’s side, we weren’t too bothered and didn’t take it personally. Honda’s corporate culture is that if there are any issues, we take matters into our own hands and do our best to solve them, so the same attitude applied in this case.
We didn’t panic because of Aston Martin’s attitude; we simply carried on with our work to work on the PU, as that was our primary focus. I can say that within Honda, our impression of Aston Martin’s reaction was less worrisome than what people outside Honda might think.

As you know, Honda, as well as HRC, have been involved in F1 for decades. We have had many partners with many teams. We have won various championships, and throughout this experience, we can say that in having these collaborations, it’s most important to have trust and respect for the other side, and that this is mutual. This has been our attitude towards Aston Martin so far, and we’ll continue to work with them while embracing these attitudes.

Do you believe that Aston Martin shares those same values towards you?

I think it would be necessary to have similar values, but this is not something that would happen overnight. When you have a partnership, this is essential for both parties to gain experience with the initiative. There might be hardships, or there might be tears of joy, but this is about the common experiences [and values] we share. This is what I’m hoping to see.

Hitting the Reset Button

Chief Engineer Orihara, who has become the public face of this difficult situation and is often plastered across HRC’s social media during race weekends, appears rather hopeful about the new Spec 2 PU. He’s also defended the automaker and team’s approach to bringing bigger updates at longer intervals rather than many small ones more often.

“We are excited to bring the new spec engine to the Netherlands, and we will see where we are,” Orihara said on Wednesday ahead of this weekend’s Dutch Grand Prix. “I can’t disclose that detailed number, but we have achieved our internal target, and I’m confident in what the HRC Sakura factory guys achieved for the Spec 2 engine.”

The new PU made its non-public debut during a filming day after the Hungarian GP, but that was more of a fitment test than anything, as pace and performance are heavily restricted during marketing activities. This Friday’s practice session will be the first time the AMR26 and the Spec 2 motor have performed together at speed.

Watanabe also wouldn’t share any specific performance targets for the new PU during our interview, but highlighted that they weren’t really able to focus on improving the car’s performance until after Miami. After Aston’s round of aero upgrades, however, there’s confidence that Alonso and Stroll will be able to fight for points.

One thing is for sure: Lawrence Stroll, Toshihiro Mibe, and just about the rest of the world will be watching.

Jerry Perez: A new B-spec car from Aston for Hungary, and a new engine from you in the Netherlands; in a perfect world, what would the combination of those two achieve?

Koji Watanabe: In the past, the vibration issue was so significant that we were forced to focus solely on countermeasures. But with those efforts, we were able to significantly mitigate the issue and make huge improvements. After that, we were able to return to what we originally wanted to discuss: the machine as a whole—chassis and PU together and the competitiveness that this package can or should achieve. We were able to have those discussions after Miami, and we set the targets, which led to these recent updates for Budapest and Zandvoort. So, you know, it wasn’t until then that we had a discussion about the overall car. We should have discussed this all along, but we weren’t able to.

The next step was: if we carry out these tasks and implement them, what finishing position can we hope to achieve? We weren’t thinking about jumping miles ahead, going for the podium, or fighting for the top spot. F1 is just too difficult a battleground. The goal we set for ourselves is to fight for the top 10 and to start winning points. If we can start getting into that area, and I cannot really share any numerical targets, but if we can start seeing that, I would say that we were able to meet the goals we set for these major updates.

Email the author at jerry@thedrive.com

The post Inside Honda’s Shaky Return to F1: Racing Boss Watanabe Talks Vibrations, Tense Meetings, What’s Next appeared first on The Drive.

Four-time Formula 1 world champion Max Verstappen had big news for everyone this morning: A fresh signature on a four-year contract with Red Bull Racing. And just to drive the point home, he did so with a poster reading “Four More Years of Full Send” behind him.

The Dutch driver took to social media Thursday morning to announce his latest career move, which will see him remain with the Milton Keynes squad until 2030. It’s a surprising move, really, as Red Bull has been on and off the pace through the first half of the season; sometimes fighting for podiums and even wins, but more often than not, languishing poorly in the midfield and causing Verstappen to go on explosive tirades against the team on the radio.

“We have the best people and I’m excited to keep working together with everyone to get back to the top again,” said Verstappen about his future. “This remains the ultimate goal that all of us have been working towards and will continue to pursue. I have always said it: the team is like a second family for me and I feel very at home.

<img decoding="async" loading="lazy" src="https://www.thedrive.com/wp-content/uploads/2026/08/GettyImages-2291232491.jpg?strip=all&quality=85&w=1920" alt="ZANDVOORT, NETHERLANDS - AUGUST 18: during previews ahead of the F1 Grand Prix of Netherlands at Circuit Zandvoort on August 18, 2026 in Zandvoort, Netherlands. (Photo by Mark Thompson/Getty Images)” class=”wp-image-6729883″/>

“I came to the team hoping to be able to win races. What we went on to achieve together has been simply lovely and we have shared many incredible moments and won four World Championships. To continue this journey with the same team that I have been with my whole career is really special and something I have always wanted to do,” he added.

Neither party divulged Verstappen’s compensation per his new contract, but some paddock insiders believe it could be worth upwards of $100,000 per year, making him the highest-paid driver on the grid. This is likely even higher than Lewis Hamilton’s salary at Ferrari, and certainly higher than Fernando Alonso’s at Aston Martin. Only during his peak at Mercedes did Hamilton earn something close to that, and before him, Michael Schumacher with Ferrari.

Verstappen’s re-signing effectively shuts down many rumors and brings an early end to a high-stakes game of musical chairs that’s been played within the F1 paddock for over a year now. With RBR’s recent lack of performance, Verstappen was rumored to have been in talks with Mercedes, Ferrari, and even McLaren. Now, all those team principals can wipe their tears and move on, knowing that Verstappen is off-limits.

That said, given Red Bull’s current pace, it’s very likely that Raymond Vermeulen, Max’s manager, has strategically built performance clauses into the team’s contract. This would put pressure on Red Bull to give Verstappen a competitive car or risk letting him out of his contract.

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Three-time Formula 1 world champion Ayrton Senna was into all kinds of hobbies and sports. From RC airplanes and boats to real airplanes and boats, he enjoyed them all. But when it was time to unwind, he often did so at one of his beach houses, where there was always a variety of watercraft to play around with. Whether in Brazil or Portugal, Senna loved personal watercraft like jet skis and waverunners, and there’s a ton of footage out there that shows how good he was at wrangling them all. Now, BRP is paying homage to Senna with a new, limited-edition watercraft, the Sea-Doo RXP X Senna 350.

The two-seater bears the iconic colors of the Brazilian flag, which have also become synonymous with Senna’s helmet livery. The machine is bright and sleek, and while watercraft are not my wheelhouse, this one certainly looks like the supercar of Sea-Doos. It also bears the famous Senna double-S logo on the front and sides, along with two slogans often featured in Senna merchandise: Seek Your Truth and Born to Win.

There’s also a plaque in the gauge cluster that lists the machine’s serial number from the 1991 units that will be produced. Yes, that figure refers to Senna’s final F1 championship.

The RXP X Senna 350 is powered by a new Rotax 1630 ACE engine that produces 350 horsepower, and I can’t imagine what that must feel like on something that weighs less than 800 pounds. BRP doesn’t publish 0-60 mph times, but RideApart tested a similar model with 25 hp less than the Senna, and it did so in just 3.4 seconds. So, in theory, this one would be closer to the 3-second mark.

Interested buyers can pre-order a Sea-Doo RXP X Senna 350 from the site, though no estimated delivery date is specified in the materials. Pricing also wasn’t divulged, but the same model without the Senna motif starts at around $25,000.

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If you were hoping to secure one of the first Toyota GR GT supercars headed to the United States, you might have to buy a vacation home in Europe or Asia and try your luck with a dealer there. While at Laguna Seca for the Rolex Motorsport Reunion over the weekend, The Drive learned that all units headed here are sold out.

UPDATE 8/19/26 12:55 pm: A Toyota spokesperson reached out to The Drive to clarify that, while the automaker has sufficient interest in the GR GT to sell the entire U.S. allocation, no deposits or transactions have been made for any units. “No names have been tied to cars,” and prospective customers may still have a chance to secure an allocation.

Toyota Senior Vice President of Automotive Operations Andrew Gilleland explained that the automaker has earmarked 200 to 250 samples of its flagship machine for the U.S. market.

“We’re not going to have enough to meet demand, and that’s by design,” said Gilleland. “It’s a passion project and made because Akio [Toyoda] wants a world-class performance car. We don’t want to sell cars to flippers, we only want people who are going to drive it. The first allocation is already sold.”

When asked about production numbers, Gilleland clarified that it was somewhere between 200 and 250 for the U.S. only, not globally. That said, he did not elaborate on what total worldwide production is expected to be for the first round of manufacturing.

Gilleland went on to explain that during The Quail—the events that practically kicks off Monterey Car Week—upwards of 150 potential buyers sat down with the automaker’s reps to configure their machines despite it not actively taking orders; “the interest is huge.”

Several key members of the GR GT and GR GT3 development team were present at the event after traveling from Japan. While it appears Toyota didn’t use the venue for further development this time, it did take the opportunity to photograph both variants side-by-side on the famous track.

Development drivers Tatsuya Kataoka and Jack Hawksworth shared some thoughts about bringing both of these cars to market, and both emphasized its drivability, reliability, and how extremely close the road version is to its GT3 counterpart.

“I hope that people can sense the intensity of the development and how passionate Toyota has been so far about the project,” Kataoka said.

The GR GT will reportedly make its way to lucky owners next year, and when it does, it will be powered by a 4.0-liter twin-turbo hybrid V8 targeting over 640 horsepower paired to a rear-mounted, triple-wet-clutch, eight-speed transmission.

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I could sum up my time behind the wheel of the Pagani Utopia Roadster in a few words; heck, maybe even one. “Magical” would be fitting, but too cliché. After all, a €3,100,000 ($3.6m) hypercar should be magical to drive. But what about organic, or epiphanic? Would that be more intriguing?

Both adjectives are fitting for the very reason that the Utopia Roadster is more than the sum of its materials, and that everything I drove before and after it will, in one way or another, be measured against it. Not in an apples-to-apples comparison, but in the sense that, after more than a decade in this profession, it was a three-hour road test (and a seven-hour factory tour that included an incredible Italian lunch in the employee cafeteria) that exposed me to what is truly the pinnacle of independent, bespoke automotive craftsmanship. But even then, simply saying that doesn’t quite embody the spirit of Pagani.

When you drive most, if not all, cars, you’re doing just that—driving. If you have the opportunity to visit a car factory, you’re witnessing a facility that a massive conglomerate built to operate a business. In comparison, the design and manufacturing ecosystem that Horacio Pagani and his family and partners have built in San Cesario, on the outskirts of Modena, feels like the result of a lifelong, ongoing dream. The cars that roll out of them, dynamic gems.

From the 6.0-liter twin-turbo Pagani V12 engine to the intricate carbon-fiber work, all done in-house, to the most exclusive personalization service in the automotive industry, driving a Utopia Roadster bearing a unique hue dear to Horacio’s heart was indeed an epiphany. I’ll do my best to put that experience into words—after all, that’s my job.

The Basics

Underneath the Utopia Roadster is a custom monocoque composed of materials that sound like they were pulled down from outer space—Pagani Carbo-Titanium HP62 G2 and Carbo-Triax HP62—with front and rear tubular subframes in a CrMo alloy steel chassis. This is a special blend of materials that Pagani pioneered and patented through its design and engineering branch, Modena Design. In-house technicians, though I’d call them more like artisans, handle the entire process, from cutting the carbon-weave fabric that eventually becomes the tub and bodywork to marrying the chassis, drivetrain, and body after all those components have completed their own manufacturing journeys.

As has been the case since the company’s beginnings, the V12 engines that go into every car are built exclusively for Pagani by Mercedes-AMG. Each motor is built by hand by one person, and despite this being done to Horacio’s exact specifications and demands, some non-performance tweaks are still made to the engines once they arrive in San Cesario. Several stock components that arrive finished in various materials (for transport duty or otherwise) are quickly replaced with high-end aluminum parts perfectly milled by Pagani. And as I learned during my factory tour, it doesn’t matter that the customer will never see these parts, whether they’re plastic or metal; what matters is that every bit of a Pagani is finished in a way that embodies the company’s vision for performance and perfection.

The 6.0-liter unit in the Utopia Roadster produces 864 horsepower and 811 lb-ft of torque, and in my tester it is paired with a lightweight, triple-clutch seven-speed manual transmission designed by the British specialist firm Xtrac. It’s a dog-leg manual, too, so first gear is all the way down and to the left, with second gear up and to the right. This places seventh gear where sixth goes in a traditional manual. Also, no electrification or batteries here, because as Horacio himself told me two years ago: “We have to build what the customer wants to buy,” and “no one wants a hybrid.”

Power is sent to the rear wheels and applied to the ground via Pirelli Cyber tires, which feature built-in sensors that communicate with the Utopia’s stability control systems, including ABS, ESP, and traction control, to ensure optimal performance and safety. Compared to traditional sensors mounted inside the wheels or externally, these transmit much more specific and accurate data to the car. Specifically, these are P Zero Corsa 265/35 R21s at the front and 325/30 R22s at the rear. Pagani also offers all-season and winter tire options to suit different needs. (Ed. note: For all you purveyors of the finest art and engineering that prefer the patina of road salt.)

When it comes to the cabin, Pagani is famous for its somewhat steampunk interior motif with loads of switches, knobs, and levers. The steering wheel begins as a roughly 95-pound block of aluminum that, after milling is complete, becomes an elaborate wheel weighing just six pounds. The same attention to detail is applied to the smallest components in the cockpit, from the beautiful rearview mirror and sun visor to the tiny joystick used to adjust the seat position. But by far, the most impressive is the shifter assembly, proudly displayed as a work of art for everyone to admire. I also love the industrial-looking AC pipes and vents.

The Utopia Roadster is offered with two removable top options: a cloth top that can be stored behind the seats, or a hard top that must be left behind. My tester had the latter. The car was finished in a beautiful Verde Mara, which is the color Horacio used for his first scale car during a design exercise. It was the first time he applied it to a road-going model.

Driving the Pagani Utopia Roadster

Most cars in this realm of potency share many traits, whether it’s their acceleration, braking force, or that “hollow, lightweight” feel that’s often difficult to explain. However, when it comes to the Utopia (or any Pagani, for that matter), the one characteristic your senses aren’t prepared for is the overwhelming sound the thing makes. From the moment you push the engine start button and hear the V12 fire up to when you really give it the full tortelloni, it’s the kind of symphonic fantasy that car enthusiasts dream about—especially nowadays when so many performance cars sound like Hoovers due to their lack of cylinders, smaller displacements, or emissions regulations.

I first heard the Utopia Roadster I drove fire up while standing right behind the car, indoors. Boof. Talk about goosebumps. Later on, once I hopped into the driver’s seat, I pushed the button myself and felt the monster roar to life. Tip: if you ever find yourself in one of these and you want to rev it as high as possible while stationary, don’t do so in neutral. That’ll only let you rev to 4,000. A little secret I learned was to shift into first gear, leave the clutch in, and then stab the throttle. Now you’ve got the full 6,000-rpm spread.

After doing a little dance to shake off the jitters of driving a $3.6-million hypercar on narrow public roads during rush hour (and with the top off on a blazing 100-degree day), I set off to explore what it’s all about. My new friend and Pagani development driver Matteo was riding shotgun to make sure I didn’t get too crazy, but primarily to answer every one of the 200 questions I thought of while driving the car.

First, I had to get used to moving my hand upward to shift from first to second. Second, I had to get used to how much torque it produces, especially once the turbos spool up and thrust you forward with utter violence. Third, the sound. I know I’ve already touched on the sound, but it’s the one thing that, to this day, stands out to me the most. There is so much of it, and it’s all so intoxicating.

Shifting from first to second while giving the Utopia a decent amount of throttle gives you an idea of how much power you’ve got to work with, and what that feels like on the body. Listen, 864 hp is a lot, but there are many other cars out there with the same or more, and I’ve driven several of them this year—some of them gas and some of them electric. That said, the Utopia weighs considerably less: 2,822 pounds with the roof on, to be precise.

Just so you can wrap your mind around how extreme Horacio is about weight savings, here are a few really fast cars to compare it to: The Ferrari 296 Speciale I recently drove has 869 hp but weighs about 578 pounds more. Something extreme like the 1,064-hp Aston Martin Valhalla we tested earlier this year tips the scales at 3,649 pounds—that’s 827 pounds heavier than the Utopia, which is why it shares a similar 0-60 time despite having a lot more power. Lastly, I’m currently driving one of the quickest cars you can readily buy today: the 2026 Porsche Turbo S, which employs a trick all-wheel-drive system to sprint to 60 mph in 2.2 seconds. Here’s the kicker: it weighs 3,850 pounds—1,028 pounds more than the Pagani! My goal isn’t to disgrace these cars, but to highlight that only by looking at these really fast machines and comparing their power and weight do you begin to understand how bloated even the Speciales of the world really are.

It’s this obsession that drove Pagani to stop outsourcing its air conditioning manufacturing and bring it in-house, where it could overanalyze every part of the system for weight savings. And on that hot day driving around Modena, I can confirm that it’s not only light but also quite effective. It’s a similar story in other areas, such as technology, where Pagani is also looking to expand its over-the-air software capabilities to reduce the number of wiring harnesses required. Fewer parts equals less weight, and all of Horacio’s masterminds are already working hard on 2030+ Pagani models.

On the open road, the Utopia Roadster can be as ferocious or as subdued as you want it to be, and unlike today’s software-ridden supercars, every bit of feedback you get from the car feels completely natural. While there is enough tech to keep you safe and in control in most environments, it’s easily the most analog car I’ve driven since I tracked the million-dollar Prodrive P25 a couple of years ago.

Driving through fast and flowing corners at speed feels like directing an orchestra via the steering wheel, an orchestra that plays some of the most beautiful music your ears have ever heard. Reaching for the shifter and swapping gears feels like directing the string section to play staccato bursts of high-pitched notes, while the brass section comes in loud and proud after you step on the gas once again. The Utopia is not quite a GT, but it definitely exudes some GT-like qualities.

Up the ante, and all traces of GT-ness go away, and the Utopia morphs into an angry dragon that wants nothing more than to chew you up and spit you out. It’s visceral, and did I already say that it’s loud? As you can see in the video here, you can basically hear the car breathe as it intakes air and its turbos spool up before igniting all that fuel and turning it into raw power. The tsunami of torque can make your vision a bit blurry under heavy acceleration, and nailing the gated shifts is crucial for a smooth experience.

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You’d think the steering would feel a bit heavy given the hypercar’s extra-wide footprint and massive presence, but it’s not. Again, it’s all that lightness. It’s so reactive that you have to adjust your turn-in points, because it feels like the car begins to turn when you think about turning rather than when you actually move the wheel. Navigating roundabouts or S curves brings real joy just from feeling the mechanics at work, which is a benefit of its electro-hydraulic power steering compared to a fully electric one (on top of the weight savings, of course).

Combined with the hollow aluminum steering wheel, you’re not just able to feel what the tires are doing, but you can basically feel the grit of the road’s surface. Driving through typical roadside debris feels like rubbing your hand across the tarmac, taking in the textures of dirt, rubber, and other junk. It’s something else.

Pushing the car deeper to the right side of the speedo makes you feel like a driving hero, as if you were Juan Manual Fangio or José Froilán González, the famous Argentines who became legends by taming Silver Arrows and Prancing Horses back in the ’50s. In fact, it was the former who once introduced Horacio Pagani to Enzo Ferrari when he moved to Italy from Argentina. Later on, he also helped the young designer-engineer secure an engine deal with Mercedes-Benz AMG.

I could go on and on about the transmission, the brakes, the suspension, and the looks you get from passersby, even if those living around San Cesario technically see more Paganis on the road than a full-time Monaco resident. Their faces light up with joy and pride to see one of the world’s most exclusive cars being developed and tested in their backyards. In the end, that’s what makes these works of art so special: it’s the souls behind them. I’ll be diving more into this in a separate story about what makes a Pagani a Pagani. Spoiler: it’s the people.

Verdict

There’s no world in which I wouldn’t pick the Utopia Roadster over its fixed-roof sibling—just like there isn’t a world in which I could actually buy one of these. I don’t even play the lotto. And for those “rigidity purists,” there’s no better testament to Pagani’s extreme engineering than the fact that both the Roadster and the Coupe weigh exactly the same. Not that I would ever care about gaining a few pounds for the sake of having a little fun (have you met me?), but even if that wasn’t the case, a masterpiece like this is better enjoyed in harmony with the elements—even if those include a scorching Italian summer sun.

Many will say these are status pieces that are hardly driven by their owners, serving as trophies for their hard-earned money or investments (or other dealings), left alone to appreciate faster than any other commodity you can trade today. But the truth is that during my day at the factory, I saw many customer-owned cars in for scheduled maintenance with loads and loads of miles; from Middle Eastern to North American and, of course, European cars, they’ve all been enjoyed, they’ve all been loved. The test car I drove had a whopping 38,000 miles—some of those hard track miles.

So that brings me to my verdict. How do you summarize a car like this? Well, you don’t—or at least, I don’t. See, before I became an automotive journalist, I worked in the diamond and jewelry industry. I spent years analyzing little precious stones under a microscope and went on to work for a diamond trading company. There are many inherently bad parts of that industry, but there is one big, beautiful side to it: those shiny stones are all natural and took thousands of years to form. They’re Mother Nature’s gift to those who can afford to celebrate life’s milestones by acquiring one and wearing it proudly on their fingers, wrists, necks, or ears. It’s less about how much they cost and more about what they represent: a graduation, promotion, engagement, a family heirloom.

A Pagani is much the same. While you can’t mine a Pagani from the Earth (how cool would that be), it certainly packs in lots of raw materials that have been crafted with love and attention over thousands of hours, until they’re shaped into something that’s practically wearable. The end result is so much more than the Utopia’s multi-million-dollar price tag. The result is the celebration that you’ve made it, that you’ve acquired one of the most beautiful and enjoyable cars in the world, and no one can ever take that away from you.

Pagani provided The Drive with a one-day loan of this vehicle for the purpose of writing this review.

Pagani Utopia Roadster Specs

Email the author at jerry@thedrive.com

The post Pagani Utopia Roadster Review: Making Art From Rare Minerals appeared first on The Drive.

Acura pulled the wraps off its Nexera Vision concept sports car yesterday, and shortly after, I sat down with Yasutake Tsuchida, the design mastermind behind the sleek coupe with butterfly doors.

Despite my incessant asking, Tsuchida unfortunately did not budge from the official line that this was just a design exercise, but that also doesn’t mean he didn’t reveal at least a few thoughts on his latest creation for the Acura brand.

When asked why the announcement specifically mentioned the Nexera Vision as the design preview for the upcoming RDX—which is obviously not a sporty coupe—Acura still chose to reveal a sports-car concept rather than a crossover concept?

“As designers, it’s important to show our vision by using this type of sporty car,” Tsuchida told The Drive. “So that’s why we express our vision like this and why we show [these] proportions.”

Tsuchida, who penned the handsome Mazda3 and CX-7 before becoming Acura’s Creative Director and Vice President of Auto Design, reiterated that at the moment this concept is meant simply to show where Acura is headed in terms of exterior and interior language, as well as to highlight some new technologies and materials coming down the production pipeline. These include “phantom lighting” in the exterior and a variety of sustainable materials in the cockpit, such as recycled aluminum, Alcantara, certified post-consumer recycled polyester, and CircuLeather.

When pressed on whether fans of the brand could one day look forward to another sporty coupe in the lineup, Tsuchida said, “Personally, I want the car.” And since Acura did not mention what drivetrain theoretically powered the Nexera Vision concept sports car in its press release, I asked the design executive which engine he would personally want to see in that car.

After a few seconds of silence and a chuckle, Tsuchida simply said: “Something fast.”

Exactly two years ago, The Drive broke the news of an “NSX-type” performance EV coming down the Acura product pipeline. Could this be the design for such a car? Maybe. Will it still be an EV? Highly unlikely.

My gut tells me that this is more than what Acura says it is, but I suppose all I have to do is sit tight and find out.

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Acura has created some special rides this year to commemorate its 40th birthday, but it appears the celebrations are peaking at the 2026 Monterey Car Week, where it unveiled the Acura Nexera Vision concept.

My initial comment to an Acura spokesperson about the Nexera Vision previewing the NSX was met with: “Well, does it look like an NSX?” Fair. The official line is that this stunning concept is a design exercise previewing the brand’s future exterior and interior aesthetics—starting with the 4th-generation RDX crossover, which will arrive “in the coming years.”

The two-door concept, which gives me Lamborghini-esque vibes—just with less testosterone and therefore, less macho vibes—was designed at the Acura Design California studio in Los Angeles under the guidance of Yasutake Tsuchida, the new Acura Creative Director and Vice President of Auto Design.

“We are using the 40th anniversary of Acura as a springboard to our future, with the Acura Nexera Vision serving as the design language for future Acura models,” said Yasutake Tsuchida, Acura Creative Director and Vice President of Auto Design. “Our goal with this new design direction is to define Acura performance through disciplined proportions, sculpted form and the seamless integration of advanced technology, creating an expression that is both progressive and authentic to the brand.”

Exterior

Butterfly doors aren’t something we’re used to seeing on a Honda or Acura, and that’s because it’s never happened. So starting with that, the Nexera Vision certainly stands out. Whether that will ever make it to a production car is probably unlikely, but you never know. Another interesting bit is the car’s active aerodynamics, which Acura didn’t go into detail about, but it did go into detail about something called “phantom lighting.”

This technique illuminates the car’s unique surfacing and highlights its sharp styling, complementing the new A-shaped, ultra-thin headlights and taillights, which Acura confirmed will appear in future production vehicles, starting with the RDX. They remind me of the taillights on the Alpine WEC Hypercar.

The concept rides on 22-inch center-lock wheels, a first for Acura, as well as high-performance carbon-ceramic Brembo brakes.

Interior

The driver-focused cockpit features a fixed driver’s seat that lowers the seating position, while, like in most of today’s hardcore supercars, the pedal box and steering wheel assemblies slide forward and backward to adjust to the driver’s preference and size.

The black-and-white interior boasts sustainable materials and forged carbon, alongside gloss-black finishes and high-contrast pink accents. These include recycled aluminum, Alcantara incorporating certified post-consumer recycled polyester, and CircuLeather, a genuine leather material designed to support a more circular material lifecycle. 

“Sustainability is playing an increasingly important role in how premium quality and performance are defined, and the Acura brand is embracing innovative material technologies that bring fresh possibilities to the customer experience while supporting broader environmental ambitions,” Tsuchida added. “These advancements help reduce the carbon footprint associated with our products and create new opportunities to challenge conventional ideas of quality, inspiring a new perspective on what premium can be.”

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The post Acura Says Its Next-Gen Cars Will Look Like This Stunning Sports Car Concept. We Hope So appeared first on The Drive.

Honda is getting into the business of selling, restoring, maintaining, and even helping you track some of its most iconic race cars from Le Mans, Sebring, and Daytona. As seen below, its offerings aren’t limited to production-based GT cars, but also include full-blown, purpose-built prototype race cars. The only way I could be happier about this is if I could actually buy one of them myself.

Honda Racing Corporation is putting up some serious hardware for sale, and although it did not disclose prices or how it would choose its clients, it did reveal the first car it’s putting up for sale, and revelaed some of its most recent restorations for private clients.

Making its on-sale debut at The Quail this Friday as part of the 2026 Monterey Car Week festivities, the Sebring-winning V8-powered #26 XM Satellite Radio AGR Acura ARX-01a will spearhead HRC’s new venture for a very special reason. This sweet-looking racer was Acura’s first purpose-built race car and also carries the first V8 designed and developed by HRC in the U.S. (HPD at the time). This chassis won the LMP2 class in its debut at the 2007 Sebring 12 Hours, driven by Dario Franchitti, Bryan Herta, and Tony Kanaan.

“Classic race cars never die, their myth and aura just grow and the HRC Heritage Racing Program is all about keeping our incredible Honda and Acura race cars doing what they were born to do―race,” said David Salters, president of HRC US. “As the builder of these race-winning machines, and custodian of the original IP and knowledge, HRC is uniquely equipped to restore them to their original form, ensuring they can return to historic racing competition authentically and ready to be enjoyed by our customers and fans.”

Part of HRC US’s new business is also restoring old race cars, whether they’re owned by the company and fixed up as part of a sale or already owned by individuals. One of the examples of its restoration prowess is the ARX-01c shown above, which competed in the Le Mans LMP2 category with “Strakka Racing” and won its class in 2010. It’s a similar story for the Acura NSX GT3 Chassis No. 5 seen below, as well as the 2001 Reynard 01i raced in the CART 2001 season by Gil de Ferran for Team Penske, which has undergone a full refurbishment that I’m sure its current owner (Zak Brown) kept a close eye on.

It’s great to see Honda and Acura enter this business through HRC US. The creation of this new venture, led by HRC US president Dave Salters and senior vice president Jon Ikeda, has been several years in the making and a top priority for Honda’s leadership. Not only does it open up an important revenue stream for a brand that’s looking to grow in the burgeoning world of motorsport in North America, but it also allows fans to see some of the brand’s legendary race cars in action once more.

HRC is also venturing into the world of aftermarket performance parts, fashion, and consumables like motor oil.

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A Mazda 767B was involved in a dramatic fire at Laguna Seca this weekend, according to a video shared on Instagram by Per.0.xide. The footage shows No. 203 parked under a tent while a crew rushes to its aid with fire extinguishers.

UPDATE: 8/10 2:00 pm ET: An earlier version of this story stated that the car involved in the fire was car No. 202. Now that more information is available, we’ve corrected it to reflect that it’s No. 203, and not a car belonging to Mazda’s Heritage Collection. Furthermore, it has been clarified that the car will not participate in this week’s track activities.

It’s unclear what triggered the fire, though it appears the car had already been driven on the track earlier in the day, leading me to believe it may be related to an oil or gas spill combined with extreme temperatures under the engine cover. This specific car is part of the Ghost Riders Squad and is often seen at tracks across the country, meaning that it’s far from a garage queen. The Drive reached out to Mazda for more information, and a spokesperson said they are looking into it and will issue a statement when ready. The team, however, issued the following statement:

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“During yesterday’s Monterey Motorsports Pre-Reunion event, Mazda 767B #203 was involved in a paddock fire. Most importantly, no one was injured – for that, we are deeply grateful. The car is special to every member of our team, and to history. It will not complete the remainder of the Reunion event, but its story is not over. #203 will be restored once more, and sing again.”

The Mazda 767B and its more famous sibling, the Le Mans-winning 787B, are iconic cars not just for their racing pedigree and bright liveries, but primarily for the amazing, high-pitched sound produced by their 13J and R26B Wankel rotary engines, which rev to 9,000 rpm. Both of these will be present this week at the Rolex Motorsports Reunion in Laguna Seca, but sadly, car 203 will not partake in the activities for the remainder of the week. The statement did not confirm the full extent of the fire damage, but it clearly isn’t insignificant.

While the video above ends before the fire is extinguished, some commenters claim it was quickly put out and the car was not completely destroyed.

Stay tuned for more details.

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The post Legendary Mazda 767B Prototype Bursts Into Flames in Laguna Seca Paddock appeared first on The Drive.

If you’ve ever competed in open-wheel racing, you’ve likely been exposed to the confusing (but kind of cool) world of helmet aerodynamics. As a former racer in the shifter kart pro circuit and with some experience in small formula cars, I very vividly remember being a teenager, pointing at a helmet with all the cool add-ons, and going: “I want that!”

But, do they actually work?

YouTuber Oskar Savicki specializes in aero analysis of many types of race cars, but primarily racing karts. I came across his helmet-spoiler video and found it very interesting—plus, I could relate to some of his findings from my own experience in this type of racing.

The specific goal of helmet aero is a bit of a crapshoot, and most people end up springing for the more expensive model because the lips and spoilers look cool, and surely they improve performance, right? As the video explains, there are a couple of areas that are actually targeted by helmet spoilers; the most important one is not drag reduction, but actually lift. Specifically, reducing lift.

In a nutshell, a helmet acts as a catch-all for incoming wind. If you’ve ever done 125 mph in a shifter kart, then you know how drastic this force can be. Motorcyclists can also relate to this, although a rider’s position on a bike is drastically different from that of a driver in a kart, and this has a big impact on lift and drag. Either way, the simulations shown in the video reflect that chin and rear spoilers can considerably reduce lift, negating that “suction” feeling at high speed.

The chin spoiler also helps distribute air more evenly around the head and, depending on the driver’s head position, can deflect a considerable amount of wake away from the driver’s neck. The more the driver “tucks in” behind the wheel or lowers their chin at high speed, the more effective a chin spoiler is. Meanwhile, the top/rear spoiler is working in tandem by reducing the pressure difference between the front of the helmet and the rear—or you can also think of this as the top of the helmet and the bottom. In other words, one spoiler helps reduce lift by preventing it from getting into the helmet, while the other pushes it down at the same time.

The key takeaway here is that most racers will buy a decked-out helmet thinking it will make them “slipperier” and therefore faster. Unfortunately, the aero simulations do not show any significant reduction in drag to support that. However, the data shows that there are lifting forces at high speeds, which means drivers will have clearer vision, be more comfortable, feel safer, and, at the end of the day, be able to focus on the task at hand.

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Retro-fying a pickup truck is nothing new. In fact, I was a bit wary about whether these retro Ford Super Duty pickups from ALM Ford Marietta were even worth writing about. But after seeing the photos and knowing how much some of you like these, I went for it.

Listed for sale are two 2026 Ford Super Duty F-250 XLT single cabs with enough custom touches to make them look classic. And that’s exactly what I like about them the most: they’re not completely redone or over-the-top. They’ve got just enough touches inside and out (mostly out) to make them look throwback. The most lowkey of the two is finished in Carbonized Gray Metallic, while the shouty one you see above comes in Race Red.

Regardless of which one you go with, both feature the same Rocky Ridge Retro Edition aftermarket treatment, which includes the graphics kit, a new (ugly) badge that looks like some Transformer or a Gladiator helmet, LED off-road lights on the front bumper, and most notably, a 4.5-inch suspension lift making room for 37-inch BF Goodrich All-Terrains.

Inside, things are mostly stock, which isn’t a bad thing at all. The single cab is purposeful, practical, and having spent lots of miles in Super Duty trucks over the years, I can say it’s also comfortable. In this case, however, the stock cloth (or vinyl) bench seat gets a nice little touch of pizzaz courtesy of Katzkin seat covers with a retro plaid look. When not in use, the bench seat folds forward to provide a flat workstation, cupholders, and some storage.

Under the hood of these semi-custom trucks sits Ford’s venerable 7.3-liter gas V8, paired to the stock 10-speed automatic transmission. And of course, these are four-wheel drive.

Both trucks are listed at roughly $85,000, which is far from cheap. But plenty of truck buyers don’t mind paying a premium for something that’s already built and ready to go. Turnkey customs are big sellers, whether they look like this or something more modern. And no matter what, these likely won’t stay on the lot for long.

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While everyone was too busy whining about the Luce‘s existence or the Testarossa‘s design, I was ripping through the hills around Maranello in what is hands-down the best-driving cavallino money can buy right now: the 2026 Ferrari 296 Speciale Aperta. And while I did, I couldn’t help but think how short-sighted all that criticism really was, because, if I were a multi-millionaire, I’d not only buy the very model I was driving, I’d buy the entire lineup, because every Ferrari has a different personality; something different to offer. In the case of the 296 Speciale Aperta, that’s relentless, mind-bending speed.

The Speciale moniker lives in rarified air, with the 296’s predecessors including the 360 Challenge Stradale as well as the incredible 430 Scuderia, which is, to date, one of the best cars I’ve ever driven. And then there were the 458 Speciale and 488 Pista, which I never got to experience. The recipe for these thoroughbreds isn’t all that complicated: lose weight, gain power, and improve aero. Oh, and do it all with the focus that all of this madness will be theoretically exploited on the track, even if that’s not always the case.

Now that I’ve explained Speciale, I can move on to Aperta. Italian for “uncovered,” the term has adorned only the most exclusive convertible Ferraris, like the LaFerrari Aperta, 458 Speciale Aperta, and the super rare, 599-based SA Aperta. Now, the 296 carries the torch, and boy, does it do it with a combination of fury and class.

The Basics

It goes without saying the base model here is the rear-mid-engine 296 Spider, which is then turned up to 11. It features a power-folding hard top that can open or close in 14 seconds at up to 30 mph, just like in the Testarossa Spider I recently drove. Behind the cockpit is a 3.0-liter, twin-turbo V6 aided by an axial-flux electric motor shoved between the engine and an eight-speed dual-clutch automatic transmission. The internal combustion engine now brings 691 horsepower to the party courtesy of a 3-psi bump in boost, while the electric motor adds another 178 ponies. Together, they produce a staggering 869 hp and 557 lb-ft of torque, all of which are sent exclusively to the rear wheels: 305/35 ZR20 Michelin Pilot Sport Cup 2s (245/35 fronts).

A strict diet is central to the Speciale’s ethos, so Ferrari replaced (or removed) many components to shed 132 pounds compared to its regular counterpart. The engine alone weighs 20 pounds less, thanks to extensive work including replacing the crankshaft with a new one that’s nearly five pounds lighter. There are also titanium pistons and connecting rods taken straight from the ultra-exclusive, multi-million-dollar F80 hypercar.

Aero has been heavily revised, and it’s easy to tell just from looking at the exterior. There are now dual rear winglets at each corner, and an active flap between them that’ll automatically extend whenever full downforce is needed. I only saw it deploy once to its most vertical position, and that was during a heavy, heavy braking situation. It’s certainly a lot less active than the dual flaps in the back of the 12Cilinidri Spider I road-tripped in earlier this year. Down below is a massive carbon fiber diffuser that, especially in my tester’s stunning Rosso Dino paint, stands out enormously compared to the rest of the car. It’s seriously huge and very in-your-face, just like it should be on a car this violent.

Up front, there’s a new nose with new ductwork that allows air to flow more efficiently and precisely, generating more downforce, eliminating turbulence, and also improving cooling. It’s a similar story around the front fenders, where new ducts aim to eliminate pressure that could cause the front end to lift or become unstable at high speeds. All in all, the 296 Speciale Aperta will produce 960 pounds of downforce at 155 mph. It’s light-years away from the 2,135 pounds the F80 manifests at the same speed, but 310 more than the regular 296.

Overall, this lighter, more complex, more hardcore stallion looks the absolute business. And as I’m about to share, it drives that way, too.

Driving the 2026 Ferrari 296 Speciale Aperta

Climb into the hardcore-looking bucket seats, and the first thing you realize is that they’re not as uncomfortable as they look. And since it’s been a while since I drove the 296 (GTB), I was also surprised by how spacious the cabin really is—definitely a lot more than it looks from the outside. Despite it not being different from the regular car in terms of design, the cockpit feels much more purposeful—there’s nothing in it that you don’t need. Everything is focused on track use and on making you feel like you’re a gentleman driver in the Ferrari Challenge.

My tester was equipped with a new physical engine start button. Press the brake and push that button, and you’ll hear… nothing. Because it’s a hybrid, the car will default to its eDrive setting, which means it’ll run on battery until it depletes, until you demand more performance than it can deliver, or until you switch driving modes. Switch to Hybrid or Performance modes and repeat the starting sequence, and you’ll hear the V6 fire up with an angry bark.

Pull the right paddle to be on your way, and all the little nuances that make the Speciale a Speciale begin to reveal themselves. The first is an overriding sense of hollowness compared to the GTB. You feel and hear that lightness and the fact that it was engineered to offer explosive performance on a track. The leather-wrapped steering wheel with carbon fiber inserts feels great in the hands, and surprisingly, it’s not wrapped in Alcantara like the rest of the cabin. I actually like this, as I’ve never really cared for Alcantara- or suede-wrapped wheels. Ferrari’s feels natural, smooth, and neither too hard nor too soft when gripped with more purpose.

Once out of Maranello and away from the traffic, the vistas mimic a “Greetings from Emilia-Romagna” and provide the ideal roads for this kind of machinery, but let’s be honest, the Speciale, even the Aperta, belongs on the track. Nonetheless, I methodically began exploring more and more of the car’s performance credentials, until I finally felt comfortable giving it the full rigatoni.

The biggest hurdle to overcome was keeping the heel of my right foot stable through the sometimes-broken tarmac, especially negotiating a corner. Even in Performance mode (the most intense driving mode is Qualify), the throttle is so sensitive that I struggled to maintain a stable input because my foot moved slightly as I navigated a bump in the corner. I could actually hear the short bursts from the exhaust—and not to mention the jolt—from my foot bouncing around. This is that serious of a machine. You have to assume a proper seating position, be focused, and take the job at hand seriously, because the car surely does.

Once I adjusted my seat and wheel and found better positioning for my heel, I felt more comfortable tackling a corner at speed, pushing hard on the brakes, and getting back on the throttle with confidence. It took a bit of trial and error, but the car rewarded me with an incredible sense of accomplishment whenever I got it right. The front end felt absolutely glued to the road, while the steering transmitted the sensation of turning the front wheels with my own hands. This is exactly what I imagine when I think of a supercar, Italian or otherwise.

While the 296 Speciale doesn’t have the Testarossa’s 1,036 hp, it doesn’t need it to make you feel like you’re strapped to a rocket. The smaller footprint here makes the car much livelier, and the acceleration feels never-ending. Furthermore, it treats the driver to a pretty savage experience that few supercars nowadays offer, since most are fairly subdued by software. In terms of ferocity, this is on the same level as the McLaren 750S I recently drove, but unlike the Brit, this Italian involves you more in the process; it feels like it has a spicier soul than the McLaren.

Cracking open the throttle with the top down delivers peak Ferrari Experience, with the V6 screaming with fury only very briefly interrupted by the loud pops of the upshifts. It’s a similar experience under braking, but add some crackling from the exhaust that makes you feel like Lewis Hamilton (or Charles Leclerc).

And speaking of braking, these are very likely the best brakes I’ve experienced in any car at any price point. How they bite, the way the pedal feels, and how quickly and efficiently they slow down the car from, say, 155 mph to about 50 mph—just as you catch a glimpse of the abyss on the other side of the guardrail—is nothing short of miraculous.

Verdict

I haven’t driven all the current Ferraris; I’m still missing the Amalfi, and I’m not holding my breath for a chance behind the wheel of an F80. So that leaves me with the Testarossa, 12Cilindri, and Purosangue for comparison—and of all of those, the regular 296 feels like the most Ferrari of them all. In Speciale Aperta form, that feeling is multiplied times one million. This is what it’s all about, guys.

This precise model embodies what an Italian supercar should be, and Ferrari has completely knocked it out of the park with the 296 Speciale Aperta. My only complaint: it still has an old USB-A charging port instead of a USB-C, so I couldn’t charge my phone during my test.

Ferrari provided The Drive with a one-day loan of this vehicle for the purpose of writing this review.

2026 Ferrari 296 Speciale Aperta Specs

Quick Take

The kind of Ferrari that Enzo would be proud of.

Email the author at jerry@thedrive.com

The post 2026 Ferrari 296 Speciale Aperta Review: The Red-Blooded Supercar Enzo Would Be Proud of appeared first on The Drive.

What’s the one comfort feature in your car that you couldn’t live without? Or, perhaps, if you were currently shopping for a new car, which feature would be at the top of your must-have list? For 47% of people recently surveyed, that’d be heated seats.

Market research and consulting firm AutoPacific surveyed 19,000 licensed drivers who intend to acquire a new vehicle within the next three years, and ranked the top 15 features and technologies they claimed to value most in their future purchase. At the very top is the one comfort feature that, frankly, is also at the top of mine (right next to remote start, which, surprisingly, didn’t make the list).

Nearly half of buyers surveyed answered heated seats, which didn’t make the firm’s top 15 in 2025. Why the surge in desire for heated seats since then? Not sure, but I do find it interesting. In second place are front and rear parking sensors, with 45% of surveyed drivers saying that’s what they want most in their new car. In third, another feature that’s a bit surprising to me: “rearward automatic emergency braking.” While that’s a feature I definitely appreciate and think is crucial for reducing car-related injuries, I didn’t think it would rank higher than, say, all-wheel drive, adaptive cruise, or wireless charging. You can see the full list below.

Another few standouts that make me scratch my head a bit: all-wheel drive in last place? Last October, another survey found that buyers preferred AWD over any other semi-autonomous driving feature. Yet on this list, it’s at the bottom. I mean, I get that this is very geographically dependent, but I definitely thought buyers would want that more than, uh, auto park! What about night vision and large animal detection?

What would your list look like? Let us know in the comments.

The post Heated Seats Are the Number One Feature New Car Buyers Want appeared first on The Drive.

The Ford Racing team is working at full steam ahead of its maiden race in the WEC Hypercar class next year. We’ve covered every step of the journey so far, from the team’s inception to the announcement that it would run a Coyote V8 and the engine’s first firing. Now, Ford’s released a video of that V8 recreating a lap of the Circuit de la Sarthe while on the dyno.

Ford calls this its “virtual proving ground,” and that’s exactly what it is. With a roster of simulator drivers to establish a baseline for the engine department, the V8 can not just do a lap around the famed circuit, but it can recreate an actual lap “driven” by a professional driver on Ford’s multi-million-dollar simulator. This is important because it means Ford is not just testing a perfect lap around la Sarthe dictated by a computer, but a lap driven by a human, with all its little nuances, bits of experience, and even mistakes, perhaps.

And with three drivers per car and an average of six to eight driver changes in a 24-hour race, it’s crucial for engineers to understand what the engine will experience with each driver over the course of a full day. While every driver hops into the car with a shared goal, their driving style or resource management might differ from others, so being able to factor in all these details during dyno testing will give the team a bigger leg up on the competition once they hit the tarmac.

From a fan perspective, it’s just cool to witness the dramatic forces an engine undergoes while doing such a long and fast lap, and it’s mind-boggling to think that in this year’s race, the winning Toyota clocked 381 laps around the 8.46-mile track. The forces, heat, and overall stress these components must endure truly highlight the incredible engineering behind them.

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IndyCar is going through a renaissance in just about every aspect, from a changing and growing audience to new race additions, new teams, and perhaps the most impactful of them all, a new TV network partner. In fact, you could say the series has been slowly reinventing itself since Roger Penske took it (and the Indianapolis Motor Speedway) over in 2019. Last week, the debut of the IR28 marked the peak of this renaissance.

I had the opportunity to get up close and personal with the series’ 2028 racer over the weekend and can confirm that it’s an extreme departure from the current IR18, which, in itself, is an evolution of the DW12 made by Italian chassis maker Dallara. I can also confirm that it looks quite different (re: better) than the renderings released last week. In the metal, the IR28 is an extremely good-looking race car, but more importantly, it’s a safer, lighter, more advanced, and more moldable platform that will undoubtedly usher IndyCar into a whole new era—a better one.

Despite the series’ growth, its roster of famous racers who are slowly becoming nationwide stars (and in some cases, international), and headline-grabbing flagship races like the Arlington GP in Texas and the Freedom 250 in Washington D.C., there’s a feeling that IndyCar is still playing catch-up to other series like NASCAR and Formula 1, and that, at times, it’s just walking around in the dark.

The IR28 should go a long way in fixing that, bringing some fresh eye candy for all those new TV viewers, but also giving IndyCar some credibility by showing that top leadership is willing to invest in the sport long-term. I caught up with Mark Sibla, IndyCar’s senior vice president of competition and operations, to talk about why the sport needed a new racer, and why now?

“The biggest reason is: we’ve got a great product, but I think this can make it even better,” Sibla told The Drive.

“There can be more exciting racing, and that’s a key thing that fans will notice. I also think it gives us a reset not only on the chassis but on the engines, and that gives us a chance to go out and have some discussions with other engine manufacturers and see if we can get more folks participating,” he added.

Sibla hit the nail on the head. As the always spot-on Elizabeth Blackstock explained earlier this year, the partnership between IndyCar, Honda, and Chevrolet is likely the strongest it’s ever been—after all, they’ve agreed to continue investing in each other and the future—but it’s safe to say that all parties would love it if the throuple turned into a quad.

The IR28, Sibla explained, will have a three-year cycle of sorts, which should see “visual updates” to enhance the appearance and on-track action “to keep fans excited.” It should also appeal to potential incoming engine manufacturers, whether it be Toyota, Mercedes, or someone else. In 2028, the chassis will race as delivered; in subsequent years, the series may open up, or “unlock,” various components for team customization. This will be done to keep the racing fair, maintaining a relatively similar learning curve for all teams, and reducing the “haves and have-nots” that motorsport is so famous for.

New track records are another goal IndyCar is betting on. Whether it be the lap record around Laguna Seca or Long Beach, or a four-lap average qualifying speed around the Indianapolis Motor Speedway, improving on historic records will let everyone know that the IR28 is a proper race car worthy of carrying on the series’ legacy.

“I think people also love challenging track records,” Sibla added. “Fans love seeing things like that and seeing historical moments—and that’s what that car is designed to do. And while visually everything’s subjective, I think [having a new look] is exciting and interesting to fans.”

Of course, beyond the hope that fans will like the look of the car, that it will break records, and that it will appeal to a currently non-existent third engine manufacturer, there are more tangible reasons IndyCar needed a new race car. Safety is, per usual, at the top of the list. The new car incorporates all of the DW12’s safety elements into its core package rather than offering them as “add-ons,” like before. Things like underbody air ducts, flaps, and spines to keep cars from spinning, tumbling, or flipping.

The new cockpit is considerably larger, allowing for a wider variety of drivers, more padding for safety and comfort, and one aspect all competitors will love: better cooling. There’s even a dedicated spot for a driver’s coolbox (for the cool suit). And lastly, my two favorite features: the aeroscreen, which, for the first time, has been fully integrated into the chassis from the get-go, and the lighting elements (built-in flashing lights in the rear wing and the digital number panel on the side of the car).

The IR28 made an appearance this weekend at the Indianapolis Motor Speedway’s road course with the series’ two Alexes: Rossi and Palou. These tests were merely shakedowns and not representative of any performance margins, as the engine powering the one-off chassis (for now) is not the spec that will run in 2028. IndyCar will hold three more tests this year at various tracks to get a feel for the chassis on a road course, short oval, and street circuit.

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The post IndyCar Needed a New Racer for Many Reasons. Breaking Track Records Is One of Them appeared first on The Drive.

Summer may be coming to an end, but you may still have anywhere from two months to the rest of the year to hit your local track in a new toy, depending on where in the country you live. And boy, it doesn’t get much better than this one listed by racecarsforyou.com. A 2011 Cadillac CTS-V.R Coupe is looking for a new garage to call home, all for the not-so-outrageous price of $249,000.

This is chassis number three, and perhaps more importantly, one of just three ever made. This fact alone makes it an incredibly rare race car, especially since it’s being sold as a complete package rather than just a rolling chassis, as is typically the case with more retired, big-name racers.

The Cadillac CTS-V.R Coupe was developed in just eight months by General Motors and Pratt & Miller to go racing in the Pirelli World Challenge GT Championship, where it quickly became one of the series’ best-looking and best-performing race cars. Johnny O’Connell and Andy Pilgrim won three consecutive drivers’ championships (2012, 2013, and 2014) and two manufacturers’ championships in 2012 and 2013.

Per the listing: “The car offered here is Pratt & Miller Chassis #3, driven by Jordan Taylor during select World Challenge appearances, including the 2012 and 2013 Mid-Ohio rounds. Taylor earned a podium finish in the car during its competition career, further cementing its place in Cadillac racing history. Chassis #3 remains the only example actively campaigned in recent years and represents a unique opportunity to acquire one of the most significant American GT race cars of the modern era.”

As you can see in the photos, the car is in phenomenal shape and appears to be a turnkey purchase, meaning you probably don’t need much to get it ready for a track day. The naturally aspirated LS3 V8 engine is sure to produce a mighty roar, which you can hear in some of these throwback videos from its pro racing days.

Some of the photos in the listing show the numerous spares that are included with the purchase price.

• Spare bodywork components
• Multiple wheel sets
• Brake components
• Suspension components
• Subframes
• Assorted race support inventory including hardware, spacers, clips, hoses, ducts, seals, and other consumables

According to the ad, additional major components are also available for purchase, including a whole new spare LS3 motor, Xtrac transmission, and differential.

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The post Cadillac Only Made Three CTS-V.R Coupe Race Cars, and This One Is for Sale appeared first on The Drive.

During its earnings call Thursday morning, Ferrari painted a picture of positivity and prosperity, leading it to raise its full-year 2026 revenue guidance from $8.7 billion to $8.8 billion. The famed automaker cited steady demand for its core supercar models, with CEO Benedetto Vigna also adding that a “sustained trend in personalizations” has played a major role. And, of course, there’s the elephant in the room: the Luce EV.

Ferrari claims to have reached its 2026 sales target for the new electric vehicle, though it did not reveal any specific figures around orders placed, deposits, sales volume, etc. Furthermore, it was highlighted that this goal was achieved in just two months, with Reuters adding that it was driven by strong demand from China.

The $600,000-plus Luce was originally received with an overwhelmingly negative response by just about everyone, from casual fans of the brand to passionate enthusiasts—even former Ferrari executive Luca di Montezemolo slammed the EV. Some initial takes have been slowly walked back, as the car has been shown in different colors and wheel combinations, though it’s still the subject of many memes.

For what it’s worth, I held off on my opinion of the Luce until I saw it in person, and after getting up close and personal with a grey model on five-spoke wheels, I thought it was rather stylish and very futuristic from the outside. It’s not until you climb inside the cabin that the concept of it being a Ferrari became more challenging to grasp. Also, there’s a smiley face on its dashboard.

So, the Luce’s initial production run is sold out, and, more specifically, to the market demographic it was primarily catering to. Is this a surprise? Not really. Does this mean the Luce has done its job? Absolutely. Regardless of how you or I may feel about it, the Luce was designed to expand Ferrari’s portfolio and generate revenue. So far, it’s mission accomplished.

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The Ferrari 12Cilindri offers the kind of pure driving experience that the most demanding connoisseurs expect when they’re dropping over half a million on a car—and it’s going to get even better with the arrival of the Manuale. This time, however, a new, more hardcore variant of the V12 sports coupe surfaced in Maranello.

It’s unclear which moniker will adorn the upcoming 12Cilindri, which we see here in full camo and is rumored to arrive next year. In the past, the flagship coupes have had the GTO, tdf, LM, GTS, and so forth. Could Ferrari bring something back from its archives, or will it stick with something a bit more modern, like Speciale (despite there not being a V12 Speciale model before)? Or maybe it’ll be something completely new.

Regardless, these photos clearly show a more aggressive package accentuating the 12Cilindri’s athletic stance. Up front, there’s a wider opening in the center and on each side of the bumper, clearly allowing more airflow into the V12 while evoking a more aggro persona. The same can’t be said for the car’s profile, where it looks like the side skirts might be the same ones as on the current car—however, the ducktail spoiler certainly protrudes more from a side view.

The rear diffuser is already enormous on the current car, so I’m not noticing much of a difference in the one featured here. Perhaps without the camo, many more changes would be obvious, though we’ll have to wait a while for that.

For what it’s worth, it’s great to see Ferrari still developing its V12 flagship because it’s truly a phenomenal ride.

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Say hello to the IR28, IndyCar’s first wholly new racer in over a decade and a half. The American open-wheel series showed these renderings you see here on Tuesday, which, unless things change drastically over the next 18 months or so, should be what we see hit the track at the first race of the 2028 season.

The IR28 replaces the original DW12 (named in honor of the late Dan Wheldon), though in its current iteration, the chassis is referred to as the IR18. The platform continues to be built by Italian chassis-maker Dallara, which has a huge engineering and testing facility in Indianapolis (in addition to Italy, of course). It’ll accommodate Honda and Chevrolet’s own version of the 2.4-liter hybrid V6 engines, and hopefully, another one from a third manufacturer that we don’t yet know about.

As we covered back in May, while IndyCar is in charge of the entire engineering project with Dallara, both engine suppliers have been working closely with them to make sure their wants and needs are taken into consideration for both the cars and regulations.

Just like the chassis and engine, the hybrid system in the new Indy cars will also be completely new. A more traditional battery-hybrid system will replace the current supercapacitor system, offering “approximately 14 times” the battery capacity of the current system. The hybrid system alone is shedding 20 pounds of weight compared to the one being used at the moment, while the next-generation Xtrac transmission promises to be 25 pounds lighter than the current one. IndyCar claims the car is 100 pounds lighter, though it’s unclear if that’s just from the chassis side plus the other lighter components mentioned above, or if the weight loss for the entire package is 100 pounds compared to the current package.

The IR28 is the first chassis to be built from the ground up to accommodate IndyCar’s aeroscreen, as the current one was simply fitted with it after it had been in use for years. This allows the overall look of the car to be more streamlined and cohesive, as everything has been proportioned as a package rather than individual components over a certain timeline.

The renderings you see here feature the superspeedway wing, though as a whole, the car’s aero package has been designed to eliminate dirty air to promote passing, whether it’s on road courses, street circuits, or superspeedways. It’s worth mentioning that no figures or statistics were released along with these renderings, though it’s possible that IndyCar may share some performance targets in the coming months. It would be great to know the percentages for downforce improvements or lap time target estimates.

The suspension setup in the IR28 is called the Custom AXIS Inertance Control Suspension System and will offer more freedom and modularity to the teams when it comes to suspension setups. Likewise, a screen will appear on the side of the car, next to the aeroscreen, and will display the car’s position during a given race, similar to how it works in IMSA and other series.

This is merely the first major step in a long journey to bring the newest and most advanced race car the series has ever seen. IndyCar will test the first prototype later this week, so stay tuned for more IR28 coverage. What do you think so far?

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There’s nothing out there that really rises to the level of a Pagani. Not in terms of craftsmanship, design, soul, and most certainly, price. And while performance is obviously paramount for the boutique Italian automaker, it’s not the one variable that rules above all else—that would be the purity of the machinery and emotions that it transmits. That’s a funny thing to say considering the Pagani Utopia Roadster I recently drove is powered by a 6.0-liter, twin-turbo V12 that makes 864 horsepower and 811 lb-ft of torque, goes like absolute hell, and sounds like God himself.

My experience behind the wheel of this handmade, $4,000,000 hypercar will go live in the coming weeks, but before I could drive the thing, I had to spend some time as a passenger to make sure I acclimated to the car, the narrow Italian country roads, and the overall environment. This meant hanging out with Matteo, one of Pagani’s development drivers.

Matteo has been with the company for over a decade, and if I thought I had a cool job, he has me beat by a pretty good margin. Not only is he a lovely ragazzo, but he gets to drive all kinds of Paganis on a regular basis, perform various developmental tests, participate in Pagani-hosted events, and, from time to time, babysit a lowly journalist like myself. That’s gotta be the worst part of the job, for sure.

Once upon a time, Matteo sharpened his skills under the tutelage of another famous development driver who worked for another hypercar company (a French one). Either way, I was surprised when he told me that he never was a professional racing driver, but once I got to thinking about it, that makes a lot of sense. Despite these being hardcore cars, not everything has to be driven like a race car when gathering data, putting a component through its paces, or shaking down a test mule.

As you can see in this video here, it doesn’t matter if he was a racing driver or not, because the man can drive. As I know first-hand now, the Utopia Roadster is not an easy machine to tame, especially with its dog-leg, seven-speed manual transmission. There’s a ton of torque to manage and get right as you shift through the gears, and once the turbos spool up (which you can hear quite loudly), the low-and-wide machine just rockets forward like a bat out of hell. Seeing Matteo handle all of this with finesse and skill is quite otherworldly. I’m pretty sure that at some point, we actually caught air as we crested over a bridge… while turning.

It was a combination of the Utopia Roadster’s gargantuan performance and Matteo’s skills that, once I got out of the car, I quickly told Pagani’s public relations person: “I’ve been ruined for life. This is it.” And I meant it—it’s such a special machine, and to have experienced it with Matteo on the very roads where so many of Italy’s finest cars are developed was something truly magical. I’m just grateful for having experienced it, and I felt all of this before getting to drive it myself.

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My conversation with Matteo was just as exciting as the drive itself, as we talked about our love for Fiat Pandas and his daily driver, a regular Volkswagen Golf. He also shared some neat anecdotes of some memorable drives he’s done in Paganis through the Alps and on dozens of racetracks throughout Europe.

There’s a lot more Pagani content in the pipeline for the coming weeks, so stay tuned. For now, enjoy listening to the outrageous sound of the Pagani Utopia Roadster.

Ciao ciao.

Email the author at jerry@thedrive.com

The post Riding With Pagani’s Test Driver in a Utopia Roadster Ruined Me for Life appeared first on The Drive.

A moment of silence for all the neat (and even the lame) sedans and hatchbacks we used to have in America before SUVs took over. The Honda Fit was one of them, and it bravely stuck around during the downfall of its fuel-sipping subcompact friends, but ultimately, its funky, bubbly, non-American-friendly shape forced a visit from the Grim Reaper in 2020. In Europe, however, the Fit (or Jazz as it’s known in some markets) and many of these little guys are still alive and well, and I recently got to experience one for several days. Say hello to the adorable, practical, and super fuel-efficient Honda Jazz e:HEV. It’s the Honda Fit that got away.

As the proud owner of a 2007 Honda Fit Sport, I was pumped to drive the modern version of my almost 20-year-old car, even though it was a right-hand-drive oddball. Close enough. I’d often see the newer Jazz (Jazzes?) on the road during trips across the pond, but had never been able to check one out up close, let alone drive one. When Honda kindly offered me one to get around town during the Formula 1 British Grand Prix, I didn’t pass up the opportunity.

The Basics

In the metal, the new Jazz is very different than the old Jazz, but its do-it-all spirit and rear Magic Seat remain untouched. It’s wider, longer, heavier, and certainly taller. The 1.5-liter four-cylinder engine and two-motor hybrid system hiding beneath the body are partly to blame for the bloat, but they’re also what keeps the Jazz alive today.

The Jazz e:HEV, which stands for Hybrid Electric Vehicle, puts out a respectable 122 horsepower and 187 lb-ft of torque. In my tester’s range-topping Crosstar Advance trim, it weighs 2,760 pounds. For comparison, my 2007 Fit also rocks a naturally aspirated 1.5-liter four-cylinder engine, though it produces 107 hp and 105 lb-ft of torque while weighing 2,551 pounds.

Frankly, I was ready to cringe as I was researching these weight figures, and I was quite shocked to realize there’s only a 209-pound (and 20-year) difference between these two iterations. Meaning that, without doing the horsepower-to-weight calculation, the extra ponies, wider track, 16-inch wheels, and electric torque should make the new one handle similarly well. More on this later.

Inside, the Jazz e:HEV Crosstar Advance is pretty basic. It’s definitely a function-over-form kind of cockpit, with a center touchscreen and buttons around it for key media functions and climate controls. There’s a physical volume knob and hard buttons or dials for the most frequently used features, and the center touchscreen is just 9 inches, so it doesn’t look overpowering, nor so small that it makes the interior feel like a bare-bones economy car.

The digital gauge cluster is super basic and reminds me of something on a motorcycle. Not pretty, but it works. The seats remain cloth with a bit of faux leather trim, are heated, and feature manual adjustments, including lumbar support. I’ll say this: they’re a heck of a lot more comfortable and supportive than the ones in my Fit, which feel like generic office chairs.

Here comes the kicker. In the U.K., my test car carries an all-inclusive price of 31,795 British Pounds, which translates into $42,752. That sounds extremely silly, but price comparisons aren’t apples-to-apples between the U.K. and North American markets. For reference, a Honda Civic Sport e:HEV there costs the equivalent of $48,300.

Driving the 2026 Honda Jazz e:HEV

My first impression of “wow, look how adorable this thing is” quickly faded away as I got settled behind the wheel. After a long day of traveling to London, I looked forward to getting to my hotel and getting some rest ahead of what would be an extremely busy weekend at the F1 race. My iPhone’s battery was pretty low, and I still needed to run Google Maps via Apple CarPlay for the nearly two-hour drive from Gatwick to near Silverstone. However, the Jazz was only equipped with an old-school USB port, rather than the now-standard USB-C. I could run CarPlay wirelessly, but I couldn’t charge my phone. Shit.

After turning my backpack inside out to find an adapter, I was finally heading north on the wrong side of the road and getting accustomed to the Jazz’s controls and driving characteristics. I was impressed by just how massive the cabin felt. It’s so airy, it’s like being in one of those spherical carnival rides, and you have excellent vision regardless of where you look. Later on, I told someone that the Jazz almost feels like a miniature Odyssey; it’s so spacious inside, and the windshield is huge.

Unlike my Fit, this Jazz had no issues merging onto the highway or passing slower traffic. Acceleration is brisk, considering its credentials, and there’s plenty of it to keep you going well past the posted speed limit. It’s not a sports car, obviously, but it’s far from anemic.

On the highway or “motorway,” it was smooth and quiet while cruising at 70 mph. After the first 45 minutes or so, I set the adaptive cruise control and tailored the ADAS settings to my environment, and was surprised by how much more accurate the lane-keeping assist was than on any other North American Honda model I’d driven. No ping-ponging between lanes, and it was much quicker to react to cars merging in and out in front of me, though I did find it a bit too touchy with its brake applications.

The commute between my hotel and Silverstone was entirely on twisty country roads, and if you’ve ever experienced these, then you know how narrow they can be. However, they’re also a lot of fun to drive speedily, while the RHD aspect adds another layer of excitement because things feel so different and you have to concentrate a bit more to make sure you don’t clip a hedge on the passenger side—and certainly not an incoming car on the driver’s side.

Here’s where the Jazz’s handling really shone through, and it was surprisingly good. It’s not as darty and engaging as my Fit, but then again, very few cars are 20 years later. The good Lord knows I’m not as sharp and certainly not as agile today as I was back in 2007.

Power feels even more adequate on these roads, as you get that light kick of electric torque when you accelerate out of a corner. Modulating the throttle while stringing corners together is a lot of fun and is more akin to an EV than a gas car. It feels quick on its feet, but you get the feeling that the Jazz never takes itself seriously. After all, it’s got a CVT and, unlike my Fit, no paddle shifters (which is actually refreshing).

The suspension isn’t overly plush, so you can most certainly tackle corners with speed without being overly fearful that the front end will wash away at turn-in. As it sits, the package isn’t designed to handle like a driver’s car, so don’t expect that, but it’s adequate, and most importantly, fun. It’s the right amount of entertainment while keeping comfort and fuel efficiency as its main mission. I’d argue that with a different wheel-and-tire package, handling could be drastically improved without incurring a huge mpg penalty.

Verdict

After driving close to 400 miles during my time with the 2026 Honda Jazz e:HEV, I still had a hair under half a tank left, meaning that, in theory, someone with similar driving habits (70-30% highway/city split) could hit that claimed 62 mpg figure under the WLTP criteria. That’s somewhere around 700 miles per tank. That’s light-years better than my car.

I reached out to Honda to be reminded of the official reason for the Fit’s demise in the States back in 2020, and a spokesperson had this to say: “Since Honda introduced the first-generation Fit in 2006, the market has evolved. HR-V and Civic Hatchback have become the new gateway models, offering significant utility, performance, and value. Today [in 2020], Civic Hatchback outsells Fit almost 2-to-1, while HR-V also has experienced substantial organic growth.”

So there you have it—there simply wasn’t a good business case for it here anymore. And frankly, as it currently sits, the Jazz just wouldn’t be a good fit (pun intended) in the States. There’s something about funky hatchbacks and wagons that Americans despise. God save the King, errr, Jazz.

Honda provided The Drive with a five-day loan of this vehicle for the purpose of writing this review. 

2026 Honda Jazz e:HEV Crosstar Advance Specs

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The post 2026 Honda Jazz e:HEV Review: The Forbidden Fuel-Sipping Daily Warrior appeared first on The Drive.

The Aston Martin Formula 1 team confirmed a 16-part upgrade for this weekend’s Hungarian Grand Prix, which chief trackside engineer Mike Krack referred to as “a significant aerodynamic upgrade and a weight reduction.”

This marks a significant moment for the struggling team, as the results of this “B Car” will play an important role in the second half of the season, when the overhauled Honda engine arrives in Zandvoort, right after the summer break.

The AMR26 upgrades that already debuted in today’s FP1 session are the following:

• Redesigned rear wing with new winglets added to the top flap
• Revised rear wing end plates
• Redesigned engine cover
• New cooling louvers to the lower (separate) portion of the engine cover
• Revised twist distribution of the beam wing
• Redesigned diffuser
• New inlets, exits, and vanes at rear corners
• Revised leg positions and fairings of the rear suspension
• Modified floor design ahead of the rear tires
• Updated front floor fences
• Revised lip and deflector at front corners
• Revised sidepod air inlets
• New front end plates with revised body, diveplane and foot
• New longer, thinner nose
• New front wing

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The graphics in the FIA Instagram post above show more detail of the above improvements.

“It’s very early days in terms of understanding it,” Newey said during a press conference about the package. “The provisional results are promising.

“It’s only part of the package. We’ll have some more steps in [Zandvoort], and then further steps in Monza and Baku. It’s the first part of our planned upgrade. We’re very short on parts, so we’re being careful and trying to learn all about it.”

As a whole, the upgrades are expected to improve airflow, increase load, and reduce drag. Aston did not share any performance targets or a numeric value for lap time improvements it expects from these upgrades, but it certainly hopes that its approach of dropping a massive upgrade all at once compared to trickling in new parts over several races pays off.

With Hungary being the final race ahead of the summer break, it’s make-or-break time for the Silverstone-based team, given its abysmal performance over the last couple of races. In Spa, both Aston cars were the slowest of the field, and it’s been a similar situation since the beginning of the European season. In Belgium, the Astons were roughly five seconds off the pole position.

If these upgrades deliver a positive tick in performance, then theoretically, things should get better in the second half of the season once Honda also delivers on the other end. Unfortunately, things aren’t looking well so far, as Lance Stroll had to retire from today’s first session with a broken rear suspension.

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Leo Leclerc is a star in his own right. The miniature long-haired dachshund has two very famous, very rich, very handsome parents, Ferrari Formula 1 driver Charles Leclerc and his mom, Alexandra. Leo lives in the newest and most exclusive building in Monaco, where Red Bull star Max Verstappen also recently bought a flat. When not in Monaco, Leo travels the globe by private jet and enjoys the finest hotels and private residences; from Australia to Mexico and Singapore, he lives a more pampered and glamorous life than most humans.

Today, however, Leo isn’t making headlines for the usual reason (his cuteness), but for a naughty little thing he did right in front of the Red Bull Racing garage. As captured by legendary F1 photographer Clive Mason, he decided to take a little pit stop before reaching his usual digs in the Ferrari motorhome.

Does Leo dislike Verstappen or Isack Hadjar? Probably not. He most likely just needed to go, and that just seemed like a fine place to do so. Or maybe he hates Red Bull; I guess we’ll never know. Either way, the funniest part of this whole thing isn’t exactly what Leo did, because at the end of the day, he’s just a pup. It’s Leclerc’s reaction to it.

As you can see in the photo up top, while Leo’s mom is gasping with embarrassment, dad can be seen laughing and pulling his phone out to take a photo. Do you think that picture ended up in Verstappen’s mobile? Probably.

Either way, the silly little moment quickly blew up on social media, and for good reason. F1 is a serious business and a very intense sport, so whenever moments like this pop up, it’s nice to let your hair down and just laugh along with it. Y’know, kinda like the Lego parade cars—which Verstappen apparently hates.

Happy Friday.

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The current-gen Nissan Z is a phenomenal sports car that, for many reasons, most people are sleeping on. Now, we can add one more to that list, as its starting price is climbing by a not-insignificant $1,500 for 2027.

Nissan confirmed the price hike today, while also announcing a few updates and retro touches for the new model year. Just look at it: the new color-matched trim around the grille looks incredible, especially in that Shinkai Green Pearl Metallic. The design tweaks to the bumper, including replacing the Nissan logo with the Z badge, as well as the 19-inch wheels with black spokes, really highlight the elegant nature of the coupe without making it feel overly dressed or too wannabe race car.

If you want the race-car look, then opt for the Nismo variant, which now also comes with a six-speed manual at no extra cost (compared to the automatic Nismo). You can read the review of the Nismo manual here.

The facelifted 2027 Z will be offered in four trims and with either an auto or manual: Z Sport, Z Performance, Z Nismo AT, and Z Nismo Manual. The starting price for the Z Sport is $45,725, including $1,245 destination. The Nismo starts at $68,505, also including destination. All trims now reflect a $1,510 price increase.

If you’re interested in a 2027 Z, especially in one of the more desired colors, put your order in soon, because as we reported earlier this year, average dealers will only receive two to three cars this year.

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Despite being a lifelong car enthusiast and a full-time automotive journalist for over a decade, it wasn’t until this summer that I finally made it to the Nurburgring. A combination of never really trying super hard to get out there and not being in the right place at the right time when an automaker extended an invitation meant I always heard from people what an incredible experience it was, yet I always remained a bit skeptical.

I finally made it a point to visit earlier this year, so during an extended work/personal stay in Europe this summer, I squeezed in a weekend at gearhead mecca—and while I very likely chose the wrong dates, it was nothing short of mind-blowing. I was able to drive a variety of cars over the course of two days, but before I set out to explore all 13 miles of the Nurburgring Nordschleife on my own, I did a ride-along to get the lay of the land.

While tagging along with Genesis in France for its Hypercar debut at the 24 Hours of Le Mans, it came up that the Korean automaker offered a Ring Taxi service at the Ring. They kindly offered me a ride if I happened to be in the area, so after working out the logistics, I found myself getting into the passenger seat of a G70 sedan not quite knowing what to expect. The downsides? It was a Saturday, so it was absolutely packed. Also, it was 102 degrees ambient temperature. On the tarmac, it was upwards of 107.

Was this going to be a chill lap? Was it going to be all-out? Who was the driver? What were his credentials? Is the car modified? Should I talk to the driver or keep my mouth shut? I didn’t really have much of a chance to think or inquire about the possible answers to those questions when the boom gate arm was already lifting and, without saying a word, my driver was making it clear that he was in a big hurry.

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Within seconds of entering the track at the Döttinger Höhe straight, we were doing about 135 mph, and he showed no signs of slowing down despite a couple of corners coming up. It wasn’t until we reached the tight corners before and after the official start-finish line that I truly understood how much business this guy meant. He was an older, very fit man with a white beard and looked straight out of one of those “Sexy Santa” Christmas cards. He was wearing some sort of yellow-tinted driving glasses, and his movements were extremely precise and smooth. He clearly knew what he was doing.

Our chariot was the Genesis G70 3.3 Sport Prestige RWD, meaning it was equipped with the 3.3-liter twin-turbo V6 that, together with the optional variable exhaust, makes 368 horsepower and 376 lb-ft of torque. It can do 0-60 mph in 4.5 seconds and reach a top speed of 167 mph. More importantly at that very moment, however, were the G70’s 13.8-inch, ventilated Brembo brakes, because we were definitely going to need them.

Out of nowhere, and while doing a casual 150 mph through the Kotenborn section, he suddenly asked: “First time?” I answered, “Yes, I’ve only driven the track on video games before.” He laughed and said, “In real life you can’t hit reset,” and just continued driving absolutely flat out.

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The car felt absolutely on fire, though not literally. However, with the extreme heat, the hot and dirty air of the traffic around us, and the engine being pushed to its limits, the A/C was definitely struggling. And so was I. I didn’t reach the point of almost throwing up, but I didn’t feel great at times while being shoved from side to side repeatedly. Luckily, those Genesis folks are smart and put sick baggies in each door pocket.

I felt a combination of joy and disappointment when the lap was finally over, as it meant I could regain my composure, roll my window down, and let some fresh air into the cabin, only to realize the outside air was hot and steamy. I also found out that my driver has been racing at the Nurburgring (including the annual 24-hour endurance race there) for about 15 years and has thousands and thousands of laps under his belt. On a day like that Saturday, when the Ring Taxi service is fully booked, he’ll do about 35 to 40 laps that day alone. No wonder he knew every inch of that place!

I’ve ridden shotgun with the likes of Max Verstappen, Tom Kristensen, Ben Collins (The Stig), Jordan Taylor, Timo Bernhard, and many others behind the wheel, and I’d easily rank this experience as one of the most exhilarating—for sure.

Here comes the kicker: the nice little USB drive that Genesis gave me with onboard footage of my lap turned out to be faulty, and I didn’t realize this until I got home. So, sadly, I don’t have that footage to drop in here and show you my experience. I just have the couple of clips I shot with my iPhone, which you can see in the Instagram embeds above. Either way, that’s okay, because if there’s an abundance of something on YouTube, it’s ‘Ring lap videos.

Later that day and the next day, I got to drive a Polo GTI around the Nordschleife, and later on, a fully prepped Mini JCW race car. They were both awesome, but the Mini was an absolute blast. I really hate to throw out the word “pilgrimage” out there, but going to the Nurburgring really is exactly that for car enthusiasts.

If you haven’t experienced it yourself, you should really try to. And if you’re interested in the Genesis Ring Taxi, you can click here for more details.

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The latest Formula 1 experience being offered to wealthy fans is honestly one that I never saw coming. I’ve seen the trailers hauling Paddock Club guests around the track during the race weekend, the pit walks, and the Hot Laps. But this? A container turned into a luxurious restaurant, put on the back of a flat-bed truck and driven around an F1 track while guests dine? Nope, I never saw that one coming.

It’s called “The Outlap,” and it’s the newest offering by one of the sport’s biggest partners, the liquor and luxury giant Louis Vuitton Moët Hennessy. In a nutshell, it’s a rolling fine-dining experience complete with renowned chefs, locally curated menus, bespoke beverages by LVMH, and even a storytelling F1 ambassador for the night. It’s not disclosed who that is, but the photos on the F1 Hospitality site show Mika Hakkinen and Jacques Villeneuve.

Per the release: The Out Lap takes guests on an immersive journey aboard a traveling dining room moving directly through the circuit. Accommodating just twelve guests, the experience unfolds across a bespoke route designed around each Grand Prix, stopping at the circuit’s most legendary locations. At every stop, the story of the track comes alive through the memories of a former racing driver, whose personal perspective offers a unique window into the defining moments of the sport. Each chapter is interpreted through an exclusive culinary creation imagined by one of the world’s leading chefs and paired with exceptional wines and spirits from the Moët Hennessy portfolio, creating an experience where gastronomy and racing history become inseparable. Every edition of The Out Lap is unique. Each circuit inspires its own route, its own stories and its own culinary identity, ensuring that no two experiences are ever the same. 

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Sure, this screams elitism and 1% vibes, but then again, that’s F1 for ya. And for what it’s worth, who wouldn’t want to share a nice dinner with a former F1 champion? The one bit I’m not sure about is the whole experience taking place in the back of a semi-truck that’s driving around an F1 track. I mean, I already get carsick easily even when I’m not focusing on a particular task, so I can’t imagine that eating, drinking, holding a conversation, or having to visually fixate on stuff while the restaurant is in motion would be enjoyable for me. Especially at a track with loads of elevation changes like Spa, where The Outlap debuted over the weekend.

Pricing for this experience was not disclosed, but given how exclusive and intimate it is, I can’t imagine it’s even close to affordable—and I’m already factoring in that, in order to buy a seat on The Outlap, you very likely have to be a Paddock Club pass holder. It’s essentially an add-on experience for Paddock Club buyers, and it’s taking place only during European races this year.

I suppose that when the average three-day Paddock Club ticket runs anywhere from $10,000 to $15,000, depending on the venue, what’s another few grand for a unique dinner? If you’re reading this and have already done it or plan on doing it, I’d love to hear about it.

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Back in February, my boss Kyle Cheromcha squeezed into racetrack attire and survived a white-knuckle drive in the new Testrossa, courtesy of 1,036 horsepower and a very wet road course. In comparison, I wore shorts and a t-shirt while blasting up a volcanic island in the middle of the Atlantic. Oh, and a bucket hat—that was a must. These two distinct wardrobes perfectly embody the different attitudes between a fixed-roof and a convertible. Or more specifically, the 2027 Ferrari 849 Testarossa Coupe and its new sibling, the 849 Testarossa Spider.

Like most of today’s car designs deemed unpopular by the high court of social media, the new Testarossa looks much better in person than it does in photographs. Not that I think it looks ugly on a screen, but that aggressive front splitter can make you look away depending on the angle at which the photograph is taken. In person, the range-topping Spider looks hilariously boxy up front, deliciously wedgy from the side, and surprisingly angry from the back.

The 4.0-liter, twin-turbo hybrid V8 sitting behind the cockpit packs the largest turbos of any Ferrari road car to deliver 50 more ponies than the angry SF90. It’s a three-radial-flux-motor hybrid system—two up front and one in the back, between the engine and transmission—and a 7.45-kWh battery good for 15 miles of electric-only range.

On the twisty cliffside roads of Tenerife in Spain’s Canary Islands, those 15 miles of silent propulsion weren’t touched at all. Okay, maybe while departing my hotel’s driveway, but that’s about it. For all of three hours under the same incessant sun that bathes the Sahara Desert just 185 miles east, I made sure to use as much fuel as possible to get the full Testarossa Spider experience. And I’ll tell ya, I don’t know why anyone would ever buy the coupe over this one, especially with the folding hardtop that provides the best of both worlds.

The weight penalty over the coupe is about 198 pounds, which is not insignificant, though the complex folding system can open and close the top in just 14 seconds at up to 30 mph. If you flat-out hate convertibles and that’s why you won’t consider one, then fair. But if you think you’ll notice the performance differential between the two on a feisty Sunday drive because of the added weight, you’re delusional. Driving enjoyment is so much more important than any half-tenth you’ll leave at whatever track you’ll never take your Ferrari to.

With all of this in mind, I slipped into the red-leather driver’s seat to familiarize myself with the cockpit. Luckily, things are pretty similar to the 296, Purosangue, and 12Cilinidri I’ve previously driven, so my learning curve was relatively flat. This particular unit was the recipient of Ferrari’s new button-rich steering wheel, which ditched the old haptic and touch controls for starting the engine and other functions. It’s worth noting that the powertrain mapping selections (eDrive, Hybrid, Performance, Qualify) remain that way, but the engine start button and manettino are still chunky physical buttons coated in a lovely Rosso Corsa.

The way you adjust the seat has been enhanced, too. You can use the buttons on the side of the seat, but now you can also access a menu on the screen in front of you (the digital gauges) and use the steering-wheel-mounted D-Pad to fine-tune the side bolsters, bottom bolsters, leg extender, and lumbar support. It’s all very well laid out and easy to access on the fly. Likewise, new tweaks to the OS make it easier than ever to tailor the car’s ADAS systems to your liking or driving scenario, and to interact with tech like ventilated or heated seats, an air scarf, and other convenience features, including Apple CarPlay.

With the roof down, AC up, and cooled seats on, I set off on Tenerife’s well-maintained curvy roads to see what the Testarossa was all about. The bucket hat was already coming in handy, but sadly, the tops of my legs that weren’t covered by my shorts were suffering within minutes. “Oh well, that’s the Spider experience,” I told myself.

I’ve driven two cars with at least 1,000 hp this year, and another that’s mighty close to that magic number, and experiencing that raw performance for the first time on any given day reminds me a lot of what it was like to drive an EV when they first came out. Bury your foot in the Testarossa’s accelerator, and you’ll be shoved back into your seat while your brain yells, “Stop, this is scary!” Guess what, it is scary, especially when you’re driving on the side of a mountain at silly speeds in a car that’s dangerously close to a million bucks with options.

Unlike a heavy EV, though, this cavallino will play ball with you in tight corners, and the route Ferrari had mapped out for me curiously had many of those. Throw the car into a bend at a higher speed than you would in most other sports cars, and it won’t bat an eyelash. The real fun begins when you start feeding the car more power mid-corner and realize you’re only scratching the surface of its capabilities. The sound of the hybrid V8 is mighty, and the sound of the upshifts and downshifts is downright violent. The first time I heard them, I couldn’t help but laugh. They’re more visceral than in the 296 Speciale, and that car is absolutely mental. A light tap of the brakes to fine-tune your line as you aim for an imaginary marker to get back on the throttle, all so you can rocket through that sweeping corner to test the car’s balance. Before you know it, it’s time to really make the carbon ceramics work to bring the 3,700-pound hybrid to a stop. There’s a traffic jam ahead, though it doesn’t compare to the ones the car keeps creating at every busy intersection when locals pull up to take a photo.

Back at speed and bang, bang, bang, you can really only get a few shifts—up to third or maybe fourth gear—in a medium-sized straight before another tight corner reveals itself. Each shift is delivered with precision, and you can feel the drivetrain tick as if you were sitting on a huge Swiss timepiece. After my first hour or so, I had a big revelation about the car’s overall feel. It felt a bit heavy to me, especially mid-corner, just as I neared the max steering input. It’s hard to explain, because it didn’t feel heavy in a way that it delivered worse performance than I expected, but heavy in a way that you could feel the car’s size. In fact, that is exactly it. The 849 Testarossa Spider feels big and wide—likely because it is. While comparing driving notes with fellow journalists who had driven its predecessor, the SF90, they did not share my sentiment, so perhaps it’s my brain comparing it to the smaller, lighter Ferraris I’ve driven. Still, I think there’s a valid point in there: if you want the nimblest, most agile Ferrari, you should look down the lineup.

As many owners will do at some point, I grew sick of the sun, and it was time to raise the roof. I did it while cruising slowly and without needing to stop. Despite having done this in dozens of cars over the years, seeing a power roof do its thing while driving will never not be cool. It’s like having to look up at a helicopter flying by. Always cool. What’s not cool is that Ferrari is now piping sound into the cabin to amplify the engine sound, though it’s not necessarily by choice. Due to regulations and the car’s homologation for global markets, it had to be equipped with a sensor that captures the pressure and frequency of the natural sound and sends it to the cockpit via the speakers. Though I will say that A) it’s so minimal it’s not actually noticeable B) the raw sound of the V8 is more than plenty in most circumstances, so this is really only to add a little cherry on top when driving with both the top and windows up.

Verdict

It’s not the most handsome Ferrari in the lineup; I think that’s the 296. However, I think the Spider with the top down is much better-looking than the coupe. I wouldn’t call it pretty, but I would certainly call it cool. It’s also the most advanced and most powerful of the range (not including the F80, of course), and that says a lot when you’re talking about a storied automaker like Ferrari. Compared to the 12Cilindri I drove earlier this year, this thing will run circles around it on the road and on the track.

That said, I walked away from my test not knowing who exactly the target buyer is for the 2027 Ferrari 849 Testarossa Spider. If I wanted the best-handling (and prettiest) Ferrari, I’d buy the 296 Speciale Aperta; if I wanted the most enjoyable and gentleman-like Ferrari, I’d buy the 12Cilindri Spider; and if I wanted the most practical, then I’d spring for the Purosangue. So, where does that leave this 1,036-hp monster?

Just as I reflected on that, I looked around and saw the paradisiacal island I was on, surrounded by golf courses catering to the ultra-wealthy, five-star resorts, and more helipads than I could count. Ah yes, that’s who.

Ferrari provided The Drive with travel, accommodations, and access to the vehicle for the purpose of writing this review.

2027 Ferrari 849 Testarossa Spider Specs

Quick Take

Mighty powerful, mighty cool.

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Formula 1 often exudes an aura of snobbery, classism, and a certain level of detachment from reality that’s seldom found in other sports. Look down the walkways between F1 teams’ grandiose motorhomes and the garages where the cars are kept, and you’ll notice an abundance of both old and new money. The quiet types wear Patek Philippes and Birkins, while the loud ones flaunt their Richard Milles and Louis Vuittons. In that bubble, arriving by chauffeured S-Class is acceptable, but a chopper is preferred. This is the F1 that’s amplified to the world via TV, but especially social media. The play is: make it glamorous, make it aspirational, and everyone will want to come. It works.

Outside of the few acres that comprise the F1 paddock, however, things are different. There are no celebrities, just fans of all backgrounds and ages. There are fewer Audemars Piguets and more Seikos, and the ratio of Gucci loafers to classic sneakers is wildly different outside the guarded paddock gates. The vibe is different, too. Which is why, as much as I love the hustle and bustle of the paddock, I make it a point to explore as much of the track as possible throughout any race weekend. I won’t say that that’s where the real fans are, because fandom exists across all demographics, but the grandstands and GA areas are definitely where the real vibes are found.

For all the tracks I’ve visited in my life, it wasn’t until this year that I finally made it to Silverstone. The British Grand Prix is the home of F1, and not just because most teams are based near it. Silverstone is where the first sanctioned Formula 1 Grand Prix was held back in 1950, and it remains a special place to this day. Having attended iconic races like Suzuka, Hockenheim, and Autodromo Hermanos Rodriguez, I knew this British icon and its tens of thousands of adoring fans would pack a good punch, but I didn’t expect a random quartet of Lando Norris fans to leave such a lasting impression on me.

A Jazzy Encounter

I was about to embark on my hour-long drive back to my hotel when a tall man approached my driver’s side window. It was Saturday, about 7:30 pm, and I had stayed at the track later than usual because the Cadillac F1 Team had thrown a big 4th of July party complete with hot dogs, burgers, popsicles, and plenty of Budweiser to commemorate the occasion.

I stopped my Honda Jazz e:HEV and rolled down the window to see what he needed. I quickly realized he wasn’t someone who worked at the track, nor a team member, nor anyone I knew; he appeared to be a fan who had probably just gotten off the shuttle at the stop about 300 feet from the media parking lot. “Can I give you some money to take me to my campground down the road?” he said. It took me a second to grasp what he was asking. A bit confused, I asked him to repeat himself.

From what I gathered in just a few seconds, he had been walking for a while, was tired, and it was a pretty hot weekend. That entire week, in fact, all of Europe had been setting records for highest temperatures. “It’s just down the road, and I’ll give you some money,” he repeated. I tried to look up the location where they were camping, but nothing came up—later on, I realized I was misspelling the place’s name. “Sure, why not? Hop in, I think it’s in the direction of my hotel anyway,” I told him.

The man walked around to the passenger side (I’m in an RHD car) and got in. He introduced himself, but I quickly forgot his name. Then, he dropped a bit of a surprise on me: “Just pull over up there and pick up my mates,” he said. As it turns out, it was a group of four friends attending the race, and they were all making the long trek back to the campground, which I estimated was about an hour-long trek from where we met.

“What did I get myself into?” I thought. But it was too late to back out. I spotted his mates a few feet ahead and noticed them bust out in laughter when they saw their roughly 6′ 5″ friend in the front seat of a little Honda Jazz. And let me tell ya, that’s when the party started.

We all introduced ourselves to each other, even if, again, I immediately forgot their names and quickly got to chatting about how the encounter came about. I heard one of them say, “Wait, did you think Jerry was a taxi driver when you approached him?” and everyone (including me) busted out laughing. I went on to explain that I was a journalist covering the race, and they were actually in a press car kindly provided by Honda.

It was a short drive to the campground, which indeed turned out to be on the way to my hotel. In fact, I had seen it the day before and even considered booking a spot there to save on accommodations. Plus, the proximity to the track would have saved me a two-hour round-trip drive the next day, but I ultimately decided not to.

I made my way down a long dirt road lined with caravans, tents, roof tents, and all sorts of camping accommodations propped up by thousands of adoring fans across West Northamptonshire. The guys argued back and forth about which of the 50 identical dirt roads I was supposed to turn right, until one of them made the executive decision that it was “that one.” Surprise! It wasn’t.

We arrived at their campground, where three of them were sleeping in their cars—a lovely Range Rover Autobiography, a Land Rover Discovery, and a BYD—while the fourth had gone old-school and pitched up a tiny tent. They once again offered me some cash for the ride, which I politely declined and instead asked them for feedback on the Jazz’s interior and ride quality. Of course, it was all positive. We were taking a selfie to commemorate the 15-minute adventure and go our separate ways, when one of them suddenly said, “What are you doing tonight? Do you want to hang out?”

A few minutes later, I found myself at a very unexpected tailgating party on a field next to Silverstone. Thousands of racing flags waved in the air, each one proclaiming the camper’s favorite team or driver. The smell of food sizzling on hundreds, if not thousands, of BBQ grills around me filled the air with a sweet aroma that reminded me of an Indy 500 morning. In fact, the whole scene felt very “Indy” to me, and not F1. F1 races in the U.S. aren’t this chill, aren’t this approachable—they’re mostly seen as upper-crust events. If I had to compare, this was more like an NFL pre-game tailgate party.

We hung out and talked about our backgrounds, families, jobs, and which team or driver we were rooting for, etc. Well, I didn’t have to ask—it was obvious from their Lando gear. They were obviously interested in getting a bit of insider info, as I mentioned, I had interviewed several drivers in the past, etc. Just had a great time while enjoying a few drinks. Then, another question, though this time it was more of a statement: “Jerry, we’re all going to a concert tonight and then an after-party. You should come.”

Next thing I know, I’m back behind the wheel with my four new friends stuffed in the Jazz once more. We’re headed back to the track, and lucky for them, my special parking pass gives me quick, easy access—not to mention a much better parking spot—than any random fan could get. By this point, we’ve broken all the ice and are mostly acting like we’ve been friends for a while. The jokes kept coming, and the vibes kept getting better and better. We made it to the M&S stage, where a huge concert was already happening. I didn’t know the performers, Chase and Status were one of them, and DJ Vikkstar for the opening set. I didn’t mind the tunes; I thought most of it was fun—but I could tell my buds didn’t quite enjoy them as much. I think they’re more the Coldplay, Oasis types.

It’s at this point that I’m soaking in the entire experience, and the fact that I was now at a concert right smack in the middle of Silverstone—a track that is just so special and, quite frankly, I didn’t think I would get to visit this year—along with some really nice people who were being really kind to me for no reason. Because, in reality, sure, I gave them a ride, but they truly didn’t have to do anything other than say “thanks.” But the fact that they had already done so much more for a complete stranger was really setting in. I was very touched.

If I’m being frank, I had been feeling in the dumps that day. I had been solo in Europe for several weeks already, and a bit of loneliness had started to kick in. It had started during Father’s Day two weekends before, and then that day, the 4th of July, I was missing the kids, missing the fireworks, missing home a bit. I was just planning to go back to my hotel, have a beer, maybe some fish and chips, and call it an early-ish night. I wasn’t in the best of moods, so I planned on sleeping the pain away.

After the concert, we walked all over the track—and I mean all over, mostly because we got lost several times trying to find the after-party they had tickets to. It was probably close to midnight by this point, and there were still thousands of people at Silverstone. In fact, when I asked a track attendant when the parking lots closed (to make sure I didn’t get stuck there overnight), they giggled and said, “Oh, love, we’re open 24 hours.” This was nuts! This was so much more than a race; it was a weekend-long party.

After walking around for a while and seeing a lovely firework show, we finally reached the after-party venue, which was near the main straightaway. But there was a problem. As the guys had explained a few times leading up to that moment, they had tickets for this gig, but obviously, I didn’t. Yet, somehow, they were fully convinced that they were going to get me in anyway. And when I say fully convinced, I mean they had no doubt whatsoever they’d find a way to get me in… for free. It’s this British confidence that helped build the British Empire, I suppose.

I tried the old-school “smooth-talk my way into an event,” but it didn’t work. I tried to sneak through an opening in the fence, and I failed, too. The guys had already gone in with their tickets, and despite their repeatedly reassuring me that they would mastermind a way to get me in and that I should not leave, I was starting to feel it was late and maybe I should call it a night. “I tried to get in, but it didn’t work, and either way, I’ve already had a lot of fun, maybe I should start my long drive home,” I thought.

Just as I was wrapping up that thought, one of them surfaced from the crowd like a valiant Knight of the Round Table, with a big smile on his face. I won’t go into details and share how I got in, but I will say … I got in.

We partied, people-watched, talked U.S. and U.K. politics, danced with some carnival dancers, watched a robot duck take over the dance floor, a person dressed as a frog dance to Eminmen, and, much to my surprise, wrapped up the night with some surprisingly good tacos. My belly was full, but my heart was even more so.

We began the trek back to the car at around 2 am, I think. I still had to drive to the hotel, sleep, pack up all my stuff, and be back at the track early in the morning. Sunday was going to be a very long day.

Sunday was, indeed, a very long day, but it didn’t matter. I couldn’t help but feel grateful for those four guys who had adopted me the night before and shown me a good time. I can’t wait for them to read this.

Thank you, Alex, Steve, Kal, and Dan, for hopping into my Jazz. (You really thought I forgot their names, huh?)

Email the author at jerry@thedrive.com

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We live in an expensive world—nothing’s cheap anymore, especially cars. Finding the perfect balance between purchase price and long-term value is key for making a smart purchase, and despite not being a financial advisor, I’ve gotta tell you that buying a cheap car isn’t the same as buying an inexpensive or value-packed car. They’re different things. And having won multiple editions of The Drive Awards, it shouldn’t come as a surprise that the Honda Civic leads in that regard.

I’ve driven many Civics over the years, but typically it’s the fully loaded Hybrids or the spicy Type Rs, rather than the more basic trims. So, when Honda offered me a Civic Sedan Sport with a price tag of $27,890 (including $1,195 destination), I jumped at the opportunity. What does the sweetheart of the lineup offer that makes it such a value-packed offering in today’s segment? Let’s find out.

The Basics

There are two Civic body styles: Sedan and Hatchback. This is the former, obviously. There are technically four trims available for each body style, but they break down into two sets: Regular and Hybrid. The base two trims, LX and Sport, get the 2.0-liter four-cylinder engine with 150 horsepower and 133 lb-ft of torque. The top two trims, Sport Hybrid and Sport Touring Hybrid, get the 2.0-liter engine plus two electric motors, for a combined output of 200 hp and 232 lb-ft of torque.

All models come with the Honda Sensing safety suite standard, LED headlights and taillights, push-button start, a seven-inch digital gauge cluster, a seven-inch infotainment touchscreen, Apple CarPlay (wired for LX and Sport), auto climate control, and a rear folding seat (60/40 split for Sport and up).

The Sport trim, like my Solar Silver Metallic tester, adds noteworthy features that enhance its look and feel, like 18-inch alloy wheels (up from 16-inch steel wheels in the LX), black exterior body trim, a sporty exhaust finisher, fabric and leatherette interior, leather-wrapped steering wheel and shift knob, paddle shifters, sport pedals, eight-speaker stereo, and heated mirrors. It also adds blind-spot monitoring and rear cross-traffic alert.

The jump from LX to Sport is $2,000, so just based on price alone, the features listed above are well worth the price of admission. My tester did not feature any add-ons, as there really aren’t any, so its total price came out to right under $28,000, plus applicable state taxes and dealership fees, of course.

Driving the Civic Sport

Last year, I spent a couple of months with the range-topping Civic Sport Touring Hybrid and averaged 52.1 mpg over 1,800 miles. As the Hybrid, it had a punchier driving experience that, at the time, I described as “just the right amount to have a little fun on a country road,” while also being super efficient on the highway.

The Sport I drove this time around is down 50 hp from last year’s tester, but it’s also a good chunk lighter: 2,926 pounds versus 3,252 pounds. That 326-pound difference is noticeable, especially given the power deficit, and even more so in corners. The Sport’s driving experience can be described as sprightly and, like with most cars in this hp neighborhood, it really depends on the driver whether things feel somewhat lethargic or exciting. Time your throttle right, watch your brake inputs, and work the steering smoothly, and you’ll get that quintessential Honda driving experience that’ll put a smile on your face on a back road. Mashing the throttle to the floor on the highway won’t leave you frustrated, but it also won’t catapult the Civic forward with the urgency needed to pass those two semi-trucks. Of course, if you’re someone who doesn’t care about driving engagement and just needs a fuel-efficient, good-looking sedan to get you to work and back, this will do that too, without ever revealing its sporty side.

The whole point of this trim, however, isn’t the driving experience. Sure, there’s a certain standard, but it’s all about its value. And on that front, the Sport met every need I had while I was driving throughout my test. And really, there were only a couple of minor details that left me wondering whether they were enough to spend another $3k on the Sport Hybrid model. Those features were wireless Apple CarPlay, heated front seats (because Midwest winters), and dual-zone climate control. The latter is prob the least important on my list, but the other two are up there on my priorities, and at that point, each one of those features would essentially cost me an additional $1,500.

Verdict

At the end of the day, the answer is no—I don’t think I would spend the extra $3,000 to bump from the Sport up to the Sport Hybrid to get those extra features. And truthfully, it has nothing to do with the features themselves or even the money, because what’s $3,000 when you plan on keeping a car for many, many years? It has everything to do with my personal mindset behind buying a car like a Honda Civic.

See, I’ve owned a bunch of Hondas throughout my life, but I currently have three in my stable: a 2012 Honda Civic LX sedan with an automatic, its identical twin in Coupe form with a five-speed manual, and a 2007 Fit Sport. When I buy a Honda, I choose the most modestly equipped model, with the idea of spending as little as possible to keep it running for decades. By splurging on those extra features, I lose the base four-cylinder engine and bump up to the hybrid. Nothing against the hybrid, nor its astonishing EPA-rated fuel economy of 50 mpg city and 47 highway (versus the regular Sport’s 32/41), because it’s truly a phenomenal car. But in my opinion, it opens the door to greater complexity, which could mean it would be more expensive to maintain over the next 10, 15, or 20 years.

Nothing beats Honda simplicity, and that’s ultimately what the Sport is all about. For $28,000—which is not an insignificant amount, by the way—you can buy the best-looking, most reliable, safest, and most fun-to-drive sedan out there. And if you take care of it, it’ll last you a lifetime.

Honda provided The Drive with a seven-day loan of this vehicle for the purpose of writing this review. 

2026 Honda Civic Sport Specs

Email the author at jerry@thedrive.com

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The Goodwood Festival of Speed is the premier automotive gathering in the world, showcasing some of the rarest, oldest, wildest, and also loudest cars and motorcycles. But every now and then, something truly special graces the 13th Duke of Richmond’s driveway. This year, that’s freaking Lightning McQueen.

Unfortunately, Mr. Ka-Chow isn’t actually competing for a time up the hill, meaning his presence is purely for entertainment. And, well, I have to admit, seeing it lined up alongside some serious race cars at the starting line is definitely entertaining. I’m sure there are some serious car folks who think this is dumb, but hey, you shouldn’t take life so seriously.

As the commentators explain, when the original Cars movie came out in the summer of 2006, it was a huge cultural movement for cars and motorsports. Pixar did a great job with all the references, the cars, the racing storylines, and the stars/voices behind the characters. I mean, it featured Michael Schumacher for Pete’s sake.

You can watch Mr. McQueen’s drive up the hill here or in the video embedded below, but you have to fast-forward to 2:58.00 to see it. Or, you can watch all the other cool cars that went up before and after it—like Kimi Antonelli in a neat Mercedes.

And if you’re curious about McQueen’s real-life aero performance, then you wanna read this.

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F1 Academy’s mission is to give 20 young women a global platform to prove their driving skills in top-tier motorsport, but most importantly, to provide them with a path to follow as they develop what is hopefully a successful racing career. Series sophomore Emma Felbermayr is well on her way to doing just that, and with the support of the Audi Formula 1 Team, she’s the only driver to have scored points in every race so far this year.

Already in its fourth season, the championship features 14 races across six dates on some of F1’s best circuits. Felbermayr has won two of those races, trailing only Red Bull’s Alisha Palmowski, who has three wins halfway through the 2026 campaign. With two races at Zandvoort, three in Austin, and the final two rounds in Vegas still to contest, Felbermayr is well-positioned to challenge for the championship in her second and final year in the series (F1 Academy has a two-year term limit).

The young Austrian’s success isn’t limited to just this year, either, having scored her first victory in the series in 2025 with Rodin Motorsports under the Sauber banner—before the team morphed into the Audi outfit. In addition, her strong performances on the track extend beyond race day—whether it’s a reverse grid or not—and include many solid qualifying results and massive comeback drives from the back of the grid.

I caught up with the 19-year-old during the Canadian Grand Prix to discuss her F1 Academy experience so far, her karting years, and also, her future ambitions. My initial impression of Felbermayr was that she was shy and maybe a pinch not-so-well-prepared for media duties compared to her F1 counterparts, Nico Hulkenberg and Gabriel Bortoleto. “No big deal,” I thought. However, as our conversation unfolded, I realized it was less about her being shy and unprepared, and more about her simply being a down-to-earth teenager.

With the support of her family (including her father and grandfather who raced in Le Mans), Audi leadership, and the guidance of the Academy’s boss, Susie Wolff, Felbermayr explained that she’s here to capitalize on every opportunity that comes her way. A self-proclaimed “open book,” she emphasized during her chat with The Drive that when it comes to her future endeavors, she’s not in a rush to get ahead of herself—it’s all about executing in the present and letting those results influence her future.

Oh, and like everyone else—including myself—she enjoys a good Netflix binge after a busy weekend at the track.

Jerry Perez: It’s always easiest to start at the beginning, so let’s talk about your karting years. How did that come about, how old were you, and what was the journey to F1 Academy like?

Emma Felbermayr: I started karting at seven years old. My brother got his kart when he was six years old, and after that, I wanted to try it out. Since that moment, I have never stopped. In the beginning, it was more like doing it for fun and just a hobby. I was racing national races, nothing international. After some time, when I was 12-13 years old, I really wanted to see how I compared against the best drivers in the world, so we decided to race internationally, which was a huge step up from the national level. It was tough, especially at that age, you know, because normally drivers start to race the big international races between eight and 10, and I didn’t join until 13, which is very late. I was having to learn stuff that others had already learned some years ago, so I think that was the biggest challenge during those years.

In the end, I competed in one international championship, which included the world championship, the European championships, and WSK races. It was a very busy time.

What was the hardest part of jumping from karting to F1 Academy?

I would say the hardest bit is the attention you get. In karting, there’s not really a lot of people looking at you, you know? And dealing with the attention and pressure is hard, and now I’m also doing the Italian Formula 4 championship, which is there too. I always want to perform well in everything I do.

But there’s also all the traveling for the championship; there was so much going on at the same time. There was so much more I had to focus on and learn.

How do you feel about your performance this season—how are you feeling in the car, with the team?

So far, I feel like I’m utilizing everything to the maximum. Last year, I felt a bit lost, and as I said, I wasn’t prepared for anything here because I was new to it. This year, I’m feeling really confident within the team. I feel like maybe last year we had some differences or challenges, but we worked quite hard over the winter to make everything work and to prepare myself as well as possible. And so, together with the Rodin group, all sides have worked quite hard to achieve what we have achieved so far, and we will just keep going, pushing hard like this.

I feel the winter preparation was just so much better than the year prior, so I’m just feeling much more prepared. I know what I’m going to expect. Last year, everything was new for me—I was new to the car—I came straight from karting into this championship, which is quite a big jump.

What is your wellness routine like? You know, how do you stay physically and mentally in shape to race at this level around the world, with all the commitments of F1 Academy?

I go to the gym once a day, and depending on the day, I do cardio or something else on the schedule. I get a lot of support from Audi and my physio, as well as nutrition support, trackside electrolyte support, and guidance on everything I should take before I race. 
The same applies to jet lag. Last year, I didn’t think jet lag was going to be that big of a deal, and sometimes it was hard to adapt to the time zones, so I also try to get used to these time zones when I’m at home, because sometimes I only arrive one day before racing, and there’s not a lot of time to adapt to them.

I also go to university, so I need to keep this in mind along with everything else. But either way, I try to make everything I do fun like that, because if you don’t have fun, it doesn’t work.

What do you do to de-stress after a race weekend’s over?

When I’m at home, I like to meet friends, go out for dinner, but also stay in and have a good Netflix evening, to be honest. So yeah, lying in bed and watching Netflix is probably the best thing I can have after a stressful week (laughs).

Former F1 Academy champion Doriane Pin was rewarded with an F1 test by Mercedes, while Abby Pulling is now racing in GB3 and testing in Formula E. Do you think the best reward for doing well or winning in the Academy should be an F1 test?

It’s great to see drivers like Doriane get these opportunities, and it shows what’s possible when you work hard and perform well. I think for me now, the focus is on continuing to develop and continue learning step by step. Doriane did some years in LMP2, which is already a way harder car than an F1 Academy car, so I think, for me personally, the jump would be a bit too big, as the amount of downforce is totally different from F4 to F1. For me, the focus is always on what I’m doing now and getting the most out of it, then not really focusing on the next part yet.

Email the author at jerry@thedrive.com

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As I near four decades on this earth, I’ve learned that if you wait long enough, you see all things—good and bad—make a comeback. I remember back in 1997, when Ferrari transplanted its semi-automatic, paddle-shifter transmission from its Formula 1 cars to a street-going model. That car was the F355 F1, easily one of its most handsome cavallinos of the modern era, but also one that represented an enormous leap in performance.

Ferrari is now bringing back the manual to Maranello, specifically, to its flagship V12 model, with the new 12Cilinidri Manuale. As you may have read, it’s not a traditional manual, but a manuale-by-wire, as Ferrari calls it. In a nutshell, there’s a physical, and traditionally sprung clutch pedal, and a six-speed gate with a quintessentially Ferrari shift lever. However, these two components aren’t mechanically linked to the transmission, only electronically. It’s roughly the same thing we’ve had for many years, but instead of paddle shifters, there’s a shift lever and a clutch.

Interestingly enough, when the 355 was introduced with the semi-automatic transmission, there wasn’t much pushback from enthusiasts, likely because Ferrari still offered it with a traditional manual transmission, too. That’s not to say the paddle shifters didn’t get any hate when they were introduced in F1, as racing legend Allan McNish told me earlier this year: “Now cars have paddle shifters, but when I had my first F1 test, it was an H-pattern, eight-speed gearbox with a foot clutch. When paddle shifters came in, people complained about it not being racing, and the driver not being in control with the new gearbox.”

Similarly to the Luce EV, the internet has reacted negatively to Ferrari’s “fake manual,” and frankly, I don’t really get it. I understand people not liking the EV and believing it doesn’t fit Ferrari’s ethos. But offering what’s essentially a manual experience in a front-engine Ferrari with a naturally aspirated V12 that revs to nearly 10,000 RPM—what’s there not to like? I’ve logged many miles in the 12Cilindri Spider, and if you gave me the option to wheel it with a stick shift (by-wire or not), you bet your mother’s chicken pot pie recipe that I would say, “hell yes.”

Could Ferrari have built a completely new transmission with a traditional manual linkage for the 12Cilindri Manuale? Yes, I suppose. It certainly has the know-how and the manufacturing capacity. Would it have made sense to? Absolutely not. Only 1,499 units will be built, all via Maranello’s Tailor Made program, and that’s just too few cars to justify developing an entirely new transmission. And while many will feel that’s what should’ve been done, the financial case for it isn’t there. So, it comes down to manuale-by-wire or nothing? And if most people are already used to, and enjoy, using paddle shifters in modern supercars, then why is it so hard to accept the stick shift instead?

Thirty years ago, Ferrari was the first to automate the manual transmission, giving its cars a performance advantage. It did it to be on the bleeding edge of technology, and to liken its street cars to its racing cars, knowing that many of its clients would love to “play” F1 driver in their rosso corsa machines. It worked. Nowadays, this is the only transmission in high-caliber performance cars and in basically all race cars.

Today, when “playing F1 driver” is the default in any new supercar because they all come with paddle shifters, Ferrari is figuratively throwing performance out the window for the sake of driving enjoyment. It knows that a lap around the racetrack might be a tiny bit slower in the manual, but it doesn’t care. It knows that some customers are looking for that nostalgic connection regardless of whether they lose a tenth or two in some performance metric. When I asked if Ferrari would keep this in mind for future models, it said this would be the only car to have such a system for now.

Call it a fake manual all you want, it’s partially true. However, if the options are this or nothing, I think we should applaud the effort, even if most of us will not be one of the 1,499 recipients of a 12Cilindri Manuale.

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There aren’t many people in North America who have driven the ultimate four-wheeled accessory, the Fiat Topolino. I am one of the lucky few, and so is my friend and colleague Adam Ismail, so at least 40% of The Drive staff is excited for this thing to finally go on sale in the United States. But there’s only one drawback: it’s too damn expensive.

Stellantis announced today that a “little piece of la dolce vita is now crossing the Atlantic and into America.” The Topolino, which is Italian for “little mouse,” is available for purchase at select Fiat dealers nationwide, though frankly, I didn’t think there were Fiat dealers left because I haven’t seen one in ages. Two trims of the micro EV will go on sale: the base Topolino and the Topolino Dolcevita, the convertible no-door variant I drove.

Buying either Topolino trim will set you back $13,990 plus a $990 destination fee, bringing the out-the-door price to $14,980 plus taxes and fees. That is seriously too much money for the equivalent of a fashionable, two-person golf cart powered by a 5.4-kWh lithium-ion battery and electric motor driving the front wheels. Fiat also claims a top speed of 19 mph for U.S.-bound Topolinos—though I know for a fact I hit 30 mph in mine in the hilly South of France.

Per the automaker, owners will be able to increase the top speed to 25 mph “to become street legal through installation of a Low Speed Vehicle (LSV) conversion kit by the end of summer 2026.” I’m not entirely sure why this is, or how putting buyers of an already extremely niche, expensive little toy makes any sense, but I’d wager it’s some regulatory loophole necessary to import and sell these things here.

Price aside, the Topolino is extremely practical, comfortable, and ideal transportation for major cities where parking is a challenge, or for people who don’t need more than a small roof on wheels to commute but otherwise don’t really need a car. Despite its awesome 46-mile range, I don’t see the Topolino being more than a novelty in the U.S., and it will never be taken seriously. In contrast, I just spent some time in Amsterdam and several cities across France and Italy last month, where these things are extremely common.

Sadly for me, buying one in my state of Indiana will set me back $16,300, and that’s before registering the thing or acquiring that conversion kit to increase its top speed. That is just too much.

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If local campgrounds breed rivalries between RV owners looking to one-up each other, then the Formula 1 paddock is the ultimate battleground for those who love to boast about their lavish rolling accommodations. Because if you think slideouts are cool, then wait until you see three-level motorhomes complete with designer interiors, bespoke furniture, and enough tech to rival a billionaire’s mansion.

Welcome to the world of F1, where it’s not enough to spend hundreds of millions of dollars on developing, maintaining, and racing two cars across the globe; you have to do it all with style. Most of these facilities range from about 2,000 to over 3,000 square feet and take anywhere from 12 to over 24 hours to assemble and disassemble before and after a grand prix.

I snapped a photo of each rolling HQ as I walked around the paddock at Silverstone this weekend. This year’s units technically first appeared in Monaco two races ago, but some layouts are a bit different here because there’s more room to work with than in the municipality’s cramped streets. Ferrari has two massive units that easily dwarf any other setup, though Cadillac’s and McLaren’s buildings are also massive and downright lovely. These will be used just for the European leg of the season, which concludes in Azerbaijan at the end of September.

Which one’s your favorite?

Red Bull Racing & VCARB

The Red Bull empire’s massive warehouse-style travel trailer may lack architectural design, but the interior is just what you’d expect from a Red Bull facility: modern, edgy, and loud.

Ferrari

Sleek, red, makes a statement.

Audi

Looks like a tank—or its new Nuvolari supercar. You choose.

Cadillac

The new kid on the block is also the fanciest. Watch the video below for a tour courtesy of Cassidy Towriss.

McLaren

A rather impressive setup complete with a lovely rooftop terrace.

Mercedes-AMG

Toto, are you home?

Alpine

Call it French-Modern.

HAAS F1

Just like their baby pit wall stand, Haas believes that less is more.

Aston Martin

Kinda cool, kinda bland. Very hot (inside).

Williams F1

I like the simplicity of it. Pretty straightforward, just like James Vowles.

FIA & F1

Both F1’s governing body and its commercial rights holder need a place to work and to host guests. Not too shabby.

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Despite Monaco usually stealing the spotlight for its over-the-top glamour, Silverstone is the real crown jewel of Formula 1. It’s not only the home of most F1 teams, but Silverstone also hosted the very first sanctioned F1 race back in 1950.

As a result, it’s always been on my F1 bucket list, and this year I finally made the pilgrimage north of London to see what the fuss is all about. I’ll be writing a blog post about my experience soon, but in the meantime, here’s what the F1 drivers’ car park—as they say here—looked like over the weekend.

From a multi-million-dollar McLaren Speedtail and a vintage Jaguar E-Type driven by reigning world champion Lando Norris, to the Ford Ranger of Isack Hadjar, there was a little bit of everything on display for the adoring British fans.

Mercedes – Kimi Antonelli and George Russell

Their rivalry may be heated on the track, but on the road, their rides are a cool blue. (Was that too cheesy?)

Cadillac – Sergio Perez and Valtteri Bottas

Checo was rockin’ the Lyriq at the team’s second home, while Bottas chose to ride his bicycle to the track. I actually drove past him on a country road about 4 miles away from Silverstone on my way to the track this morning. Good lad.

Alpine – Pierre Gasly and Franco Colapinto

The soon-to-be Gucci outfit pulled up to the track in identical Alpine A390 EVs. However, the bumper sticker on Gasly’s definitely made me laugh.

Ferrari – Lewis Hamilton and Charles Leclerc

Due Purosangue, per favore.

VCARB – Liam Lawson and Arvid Lindblad

Pretty funny to see a Ford Ranger and a Mustang Mach-E in such a distinguished parking lot. But hey, sponsorship commitments are important.

Haas F1 – Esteban Ocon and Oliver Bearman

By far my favorite lineup of the weekend: Ocon’s GR Yaris and Bearman’s Dino. They don’t have to be expensive, they just have to be choice. Good job, guys.

Red Bull – Max Verstappen and Isack Hadjar

A very unassuming Ford Explorer EV (Europe-only) and another Ranger Wildtrack for Hadjar.

Aston Martin – Fernando Alonso and Lance Stroll

DBXs for two, please. And throw in a scooter.

Williams F1 – Carlos Sainz and Alex Albon

Albon was in a super mainstream Volvo XC60. However, Sainz was whippin’ around in a fancy Bentley Bentayga.

McLaren – Lando Norris and Oscar Piastri

Lando made headlines with his beautiful E-Type Jag this weekend, but the massive McLaren Speedtail next to it stole the most photo snaps from passersby. I am unsure if the Speedtail was driven by Piastri or team boss Zac Brown.

Which one’s your favorite?

The post Here’s a Peek at the F1 Drivers’ Parking Lot in Silverstone appeared first on The Drive.

Maranello pulled the wraps off one of its most unique creations in recent times, the 2027 Ferrari 12Cilindri Manuale. As its name suggests, the flagship V12 model now gets a six-speed gated shifter, a clutch pedal—and, after interacting with the hardware myself during its reveal—all the physical and emotional reward of a tried-and-true manual.

The reality is that this is neither a newly developed transmission nor a tried-and-true manual that Ferrari pulled off the shelf. At its core, the 12Cilindri Manuale employs the eight-speed dual-clutch automatic transmission from the SF90 Stradale, but it’s been fitted with a new brain or architecture, per se, to alter how it communicates with the driver. On top of that, Ferrari also chopped off the top two gears to make this a true six-speed, with one of its engineers explaining to me that six gears were enough to deliver the desired character. The end result is a bespoke transmission tailored to this unique application.

Onto the details: Ferrari calls this Manuale by Wire, and although the first word is in Italian, I don’t think I need to translate what that means, right? Just like brake- and steer-by-wire, this new transmission system uses electronics to turn driver inputs from the shifter and clutch into signals for the transmission and, ultimately, the engine. There is no mechanical linkage between the three, but there is a very tactile connection between the car and the driver. In a nutshell, manuale by wire is designed to bring the gesture of driving a manual back into a V12 Ferrari, while still offering the best of both worlds. How so? You can also drive the car in fully automatic mode.

How It Works

There are three key components: the transmission itself, the shifter, and the clutch. Also, there are no paddles behind the wheel, because that would be “untrue” to the concept and just doing too much. The shift lever, the gated base, and all of its parts and linkages that relay electronic signals are machined the same way as they’d be for a non-current model with a manual. In other words, everything looks and feels like the real deal.

Ferrari designed the manuale-by-wire to be as realistic as possible, starting with the clutch feel. Nailing the pedal pressure, the nuances of pedal travel, and clutch engagement were the top priorities. Likewise, an engineer explained that shifter feel and balance were crucial to delivering the right experience, so they looked back to one of the greats, the 599 GTB, and recreated a similar clutch feel, shifter throw travel, feel, and play of the metal shifter rod against the gates.

Per Ferrari, driving the 12Cilinidri Manuale is just like driving any other manual, and, in fact, engineers have given the new transmission several traits to make sure the driver feels like they’re driving a manual and not an, uh, manualized automatic(?). For starters, you can absolutely stall the car. Just like in a mechanical manual, if you release the clutch too fast or don’t have a good feel for the pedal’s pickup point, the car will shudder and the engine will die. Also, the system will let you do silly high revs, so if you insist on forcing a shift despite it not being optimal for performance, you’ll be able to do so. But while the driver can wring 9,500 rpm out of the V12, the computer will block any shifts that could result in a catastrophic failure, such as a sixth-to-first shift or some other shenanigan.

Can you dump the clutch and do a burnout? Yes. In the right driving mode, where the traction control system would allow wheelspin, burnouts à la manuale are possible. Likewise, heel-and-toe shifting. Ferrari claims that no manual would ever roll out of Maranello—by wire or otherwise—without giving the driver the option to heel-and-toe. Nailing that, however, is up to the driver’s skill.

The driver is able to switch between manual and automatic on the fly, but the manuale-by-wire system ultimately dictates how it happens. For example, if you’re driving 90 mph on the highway in automatic mode and want to engage manual mode by pushing the clutch and shifting into second gear, the system will not allow the shift lever to slide into that gate because the revs wouldn’t match. This is exactly the same as forcing a shift with the paddles in existing cars—at some point, the computer won’t allow it. When in manual mode, the shift pattern engraved on the top of the shifter lights up orange, as do the gauge lights, to remind the driver to shift themselves.

Where normally I’d write it off to marketing lingo, I truly believe that this transmission offers the best of both worlds, and it was during a real-world drive in a Ferrari that I had a big aha moment about it. While driving a 296 Speciale Aperta in the hills around Maranello for several hours in 100-degree heat, I opted for fully automatic mode on my way back to the factory, mostly because of stop-and-go traffic and other annoying situations. After driving quite spiritedly on lovely twisty roads, where shifting my own gears was rewarded with truly lovely performance, all I wanted to do was crank up the AC, recline the seat back an inch, and let the car shift on its own while in a more relaxed driving mode. I had enjoyed a truly engaging experience with the paddles, so I was ready to hang back and let the computer do its thing.

At the end of the day, it’s the same thing for the 12Cilinidri Manuale. You get the purity and intensity of a manual when you want it, and the comfort and smoothness of an automatic when you do. Plus, having a 6.5-liter naturally aspirated V12 producing 819 horsepower isn’t too shabby.

Only 1,499 units of the 12Cilinidri Manuale will be made, all of the coupe models (no Spiders), and all of them will be Tailor Made creations, meaning owners will have to go through Maranello’s bespoke program should they want one of these—if there are even any build slots left. Pricing will start at €590,000 in Italy.

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The Lego car drivers’ parade at last year’s Miami Grand Prix was one of the season’s highlights, as it showed Formula 1 drivers letting their hair down and having fun before putting their helmets on and switching to race mode. For Red Bull driver Max Verstappen, however, that may have been too much fun.

During this weekend’s British Grand Prix, where another Lego drivers’ parade is set to take place Sunday, the four-time champ told the media that it’s just not the right look. And that, despite the photo of a smiling Verstappen you see above, he’d rather play with Lego sets “at home.”

“At the end of the day, we are Formula 1 drivers, I think we should not look like kids and clowns trying to ram into each other,” said Verstappen, according to Motorsport.com. “I don’t think that is what Formula 1 needs, but it is what it is.”

This year’s Lego cars will contain the same 28,000 bricks as last year’s, but the new 2.0 version looks, uh, more robust and considerably smaller. Having seen these up close earlier today, there’s now a rental-kart-style bumper around the cars—probably because most drivers, including Max, busted them to pieces while horsing around last year, spreading Lego pieces all over the track.

To help with the shenanigans, this year each driver will get their own car rather than one per team, so maybe some drivers will choose to engage in a bit of horseplay, or they’ll just reach for that 15.5 mph top speed and book it to the finish line. Either way, and I’m speaking for myself here, it will be a fun little spectacle to witness whether you’re attending the race in person or watching on TV. As for Verstappen, he’d prefer to stand on a livestock trailer and be hauled around the track.

“I prefer to play with Lego at home, you know, with the kids. Not on a go-kart here, to be honest,” said Verstappen per the outlet. “I prefer to stand on a truck, just with everyone together. I think that’s more fun and I think it also looks more professional.”

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Per the report, Lewis Hamilton isn’t a fan of the Lego car parade lap either, though no specific reason was given. Reigning champion Lando Norris is down to clown, telling the media during the FIA press conference that he’s looking forward to it.

“I’m pretty excited for it, actually!” said Norris. “If it’s like Miami, then I think whoever can make it back to the start line will be a winner already. I think it’s a cool thing to do. It’s different.

“Obviously you’re all together and you can have a little chitchat and see the fans when you’re on the truck, but I think it’s nice to do something different every now and then. So as long as it’s safe and we all behave, which we shall, then it will be a jolly good ride,” said Norris per Motorsport.com.

Is Verstappen being a sourpuss, or is he onto something here?

The post Womp Womp: Verstappen Says LEGO F1 Parade Makes Drivers Look Like ‘Kids and Clowns’ appeared first on The Drive.

We’ve reviewed this compact luxury SUV here before, and every single time it’s passed with flying colors and earned top marks. The 2026 Genesis GV70 I recently tested won’t be the exception. That said, over the course of my test, I put it through enough scenarios that a few less-favorable qualities eventually shone through.

Still, those were so few and far between and, in some ways, so niche that it shouldn’t be much of an issue for the average buyer.

Cons

• The infotainment controls can be a bit cumbersome, and, as in the GV80, the placement of two large knobs together is confusing. I often ended up using the top one to shift and the shifter to select a menu on the infotainment screen.
• Sport+ driving mode feels too overkill. It just comes off as too artificial, especially the wheel heft and the amped engine sounds.
• When pushed really hard on a twisty road, the GV70’s overall handling falls apart, revealing a lack of poise and balance. (I want to clarify that this type of driving is outside the car’s scope, so no major demerit here.)
• Start/Stop can feel a bit jolty at times, and the initial sound that seeps into the cabin isn’t too pleasant.
• At $72k, my tester’s price is steep.

Pros

• Phenomenal interior design. It looks and feels great.
• Excellent ride quality under most circumstances. Plush but not overly so, like the GV80. Good balance.
• Drivetrain is versatile; it can offer an efficient, chill driving experience when wanted, and something with more gusto when desired.
• Despite being an older design (2021), the GV70 still looks sporty, luxe, and unique.
• For what it’s worth, you’ll get extra points for buying a GV70 and not the usual de facto German SUV.
• There’s an all-encompassing sense that everything inside and outside of the GV70 is there for a reason and isn’t just ornamental or for the sake of conveying luxury. There’s a good “vibe” to this thing that’s not quantifiable but felt.

Verdict

Collectively, The Drive‘s staff is running out of things to say about Genesis products. Regardless of who’s written it, which model they drove, or the circumstances for the test, basically every review can be narrowed down to this: “Phenomenal design, great driving experience, some quirky little things, but Genesis is running circles around the Germans.”

Yah, this one isn’t any different, dawg.

Genesis provided The Drive with a four-day loan of this vehicle for the purpose of writing this review.

2026 Genesis GV70 Specs

Email the author at jerry@thedrive.com

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