FULL SEND: How Bentley Built Its Most Driver-Focused Continental Ever

Review: 2026 Ferrari 12Cilindri Spider

As forced induction and electrification continue democratize horsepower throughout the automotive industry, luxury automakers have faced a growing challenge: how do you make an exotic machine feel special at a point in time when even mainstream vehicles offer jaw-dropping performance? Ferrari, to its notable credit, has answered this question in part by staying at the forefront of the latest technologies, as evidenced by cutting-edge entries like the SF90 and F80 – both of which utilize performance-tuned hybrid systems in conjunction with turbocharged engines and sophisticated all-wheel-drive setups. While those two mid-engine monsters offer truly stunning capability, there’s also a growing contingent of performance enthusiasts who yearn for the simpler days of long, curvaceous hoods, rear-wheel drive propulsion, and the banshee wail of a high-winding 12-cylinder engine at full chat. And that’s precisely where the 12Cilindri Spider stakes its claim. As the successor to the 812 Superfast, the 12Cilindri leverages clever active aerodynamics, advanced traction and stability control systems, and a trick four-wheel-steering system that manages the movement of each wheel independently to enhance cornering response, but it’s ultimately an homage to Ferrari’s storied V12 heritage. Aside from the no-nonsense name (which literally translates to “12 Cylinders”), the 12Cilindri’s exterior styling clearly takes some inspiration from the 365 GTB Daytona of the late 1960s. And rather than saddling its latest GT flagship with the complexities of bulky batteries, electric motors, turbochargers, and AWD, Ferrari has instead chosen to focus on the fundamentals that have made GT cars like the Daytona such enduring icons: elegant design, a finely honed chassis, and a truly spectacular naturally aspirated powerplant. It’s a 6.5-liter dry-sump V12 that produces 819 horsepower and revs to a searing 9,500 rpm. Ferrari only cites a deliberately ambiguous dry weight of 3,571 pounds for the Spider, which carries about 130 pounds of extra mass as compared to its coupe counterpart. But at a time when an alarming number of new performance cars are saddled with curb weights that start with a five, the potentially sub-4,000-pound 12Cilindri Spider feels lithe and unencumbered by countermeasures expressly designed to combat the laws of physics. Although its primary mission is to enable drivers to carve their way through picturesque locales at a lively pace without compromising comfort, the 12Cilindri has a notably more sports-car-like persona than the Aston Martin Vanquish – its closest rival – thanks in part to the Ferrari’s incredibly rigid chassis, dual-clutch gearbox, and earnestly performance-tuned suspension. While the eight-speed DCT occasionally takes a beat to get things going from a dead stop, and the hunkered-down stance makes the nose-lift feature a necessity when negotiating steep driveway aprons, the 12Cilindri Spider still manages to retain an admirable level of civility around town and out on the highway. Outfitted with a killer Burmester audio system, a retractable hard top that opens in just 14 seconds at speeds up to 28 mph, and sport seats that feature heating, ventilation, and adjustable bolstering as well as multiple massage routines, the 12Cilindri Spider can be a posh, effortless cruiser when called upon to do so. The only glaring deficiency in this regard comes from Ferrari’s HMI implementation, which utilizes frustratingly difficult-to-use capacitive surfaces on the steering wheel and the instrument panel to control features like adaptive cruise control and mirror adjustments, along with the various functions that are accessed via the 15.6-inch digital gauge cluster. While the infotainment system looks sharp and is quick to respond to inputs, Apple CarPlay conked out on more than one occasion during the few days I spent with the car. Nitpicks aside, one feature that definitely works as intended is the steering-wheel-mounted Manettino switch, which allows you to toggle between the available drive modes. Sport is the default, a naming decision which helps set ride quality expectations, but you can also press this switch like a button to enable Bumpy Road mode, which relaxes the adaptive dampers beyond their standard tuning for more compliance on rough pavement. Out in the canyons, I found myself more interested in the additional drama provided by Race mode. In contrast to convention, Ferrari chose to leave the steering, throttle mapping, and brake-by-wire settings the same in the Sport and Race modes for the sake of predictable response, instead heightening the driving experience when set to the latter by easing the electronic assists, ramping up the programming for the gearbox and the electronically-controlled rear differential, and – importantly – opening up the exhaust valves. While it’s still a little bit quieter than I’d prefer, even with the top down, the noise that this V12 makes while working its way past 9k is a soundtrack to your sweetest dreams. It took some conscious effort to stop myself from short-shifting the first few times I laid into the throttle with the gearbox in manual mode. The revs just seem to build endlessly. It’s also a decidedly different experience than what’s offered in the latest Vanquish. The Aston also features a 12-cylinder atomic bomb under its hood, but the crucial difference here is that the Vanquish’s lofty power figures are owed in part to turbocharging. This gives the Aston a substantial advantage in peak torque (738 lb-ft versus the 12Cilindri’s 500 pound-feet), but it also relegates its redline to a relatively pedestrian 7,000 rpm. The upshot is that not only does the 12Cilindri deliver a much more emotive soundtrack when you drop the hammer, it also feels significantly more buttoned down when called upon to hustle through a technical section of road. Its quick steering rack takes a moment to acclimate to, but it soon becomes apparent that the chassis, brakes, and powertrain have no problem keeping pace. <- Gallery -> The Manettino switch also has dedicated settings for partially or completely disabling the traction and stability control systems if you’re feeling brave (or prefer to do your grand touring sideways), but the intervention is so seamless when these systems are enabled that they rarely distract from the proceedings. While the Vanquish twists and shimmies as the powertrain and the electronics have a debate over the fastest way forward, the 12Cilindri just feels more planted and easier to trust when really hauling the mail. In an era when quadruple-digit horsepower has somehow become readily achievable for production cars, the Ferrari 12Cilindri Spider is a reminder that character and emotion aren’t attributes that can be easily quantified on a spec sheet. There will be a time – probably in the foreseeable future – where folks will gaze into the open clamshell hood of a 12Cilindri and say, "Man, they don’t make ’em like this anymore." Like it or not, the days of the unassisted Ferrari V12 are almost certainly coming to a close. With that in mind, well-heeled traditionalists would be wise to savor the moment. View All Ferrari 12Cilindris For Sale Images: Bradley Iger

FULL SEND: How Bentley Built Its Most Driver-Focused Continental Ever

Bentley’s lightest model in 85 years pairs 657 hp with rear-wheel drive and radical weight savings, redefining driver engagement for the Continental lineage.

by Edward Jones – March 26, 2026

Bentley has always understood the concept of restraint, and the brand's new Supersports is a perfect example of restraint applied to performance. While we have seen upgraded Continentals in the past, this is no mere upgrade. Instead, the Supersports is essentially a more deliberate interpretation of what a modern Bentley can be when driver engagement is the main focal point of the drive, and is made the priority.

At the center and heart of the new Bentley Supersports is a twin-turbo 4.0-liter V8 that provides a mean 657 horsepower (666 PS) to the rear wheels, a first for the Continental model. Choosing to give this new model a rear-wheel-drive layout is a bold move on top of its already impressive power output. However, this decision was made because it invites the driver to be more involved in the process of rounding out corners and controlling the car itself. For those with a penchant for taking corners a bit sideways while feathering the throttle, this is a welcome aspect of the new Supersports.

To complement the RWD layout, Bentley's engineers had a field day with the fine-tuning of the Supersports. First up is the widening of the rear track by 16 mm over the Continental GT, giving the Supersports a bit more grip around corners and keeping the car more planted with less body roll. An important feature that can't be overlooked when talking about those rear wheels is the fact that Bentley retained the rear-wheel steering capabilities. Other than that, however, the engineers updated the calibrations for the steering, suspension, traction management, and ESC (Electronic Stability Control) systems.

With these new ESC settings, the driver can select from three new configurations that have been added to the Driver Dynamics Controller: Touring, Bentley, and Sport mode. Touring mode could be considered a mirror of the Sport mode in the Continental GT Speed, but with a couple of tweaks. Bentley mode increases the performance of Touring mode and opens up the valves to give the car more character to its sound. For Sport mode, the performance increase goes even further than in Bentley mode, resulting in what Bentley calls the "ultimate optimization for driver engagement."

Knowing a good power-to-weight ratio is a must, Bentley has gone to great lengths to make the Supersports the lightest model in 85 years. To accomplish this, a laundry list of weight-saving adjustments was made, like making it an ICE-only powertrain, switching to a RWD layout, replacing the aluminum roof with a carbon-fiber panel, removing the rear cabin environment, and even reconfiguring the audio system for the front cabin only. It should be noted that these are just a few of the many tactics Bentley employed to drop its weight by around 1,100 lbs.

Such an impressive addition to Bentley's lineup requires an equally impressive driver to take it for a test. That's where the legend himself, Travis Pastrana, comes in. To debut the new model, Bentley invited 400 VIP guests, including almost 100 Supersports customers, out to Dubai for a very special occasion. During the event, the new Supersports: FULL SEND was debuted, which starred Pastrana, who showcased the car's capabilities in a gymkhana-like film. In the film and images found in this article, you can see Pastrana rip the Supersports around the grounds of Bentley's factory, which was originally constructed in 1938 on Pyms Lane in Crewe. Funny enough, Bentley dubbed the video their own 'Pymkhana.'

After the video premiere, Pastrana then drove the modified Supersports used for the film into the event, where he was joined by Bentley global Brand Ambassador Lucien Laviscount, Bentley's chairman and CEO Dr. Frank-Steffen Walliser, and Board Member for Sales & Marketing Christophe Georges.

"The event in Dubai was not only a celebration of Supersports, but a reflection of our new brand strategy in action," said Georges in a press release regarding the event. "We combined authenticity, new ambassadors, our extraordinary customers, and unexpected product stories into one remarkable evening. Our attention now turns to working with each Supersports customer to take them on their own extraordinary journey, through an incredible world of specification possibilities."

The new Bentley Supersports is a groundbreaking car for the British automaker. Creating a driver-focused car without compromising luxury is a hard ball to balance on, but Bentley has accomplished the task. However, those interested in getting behind the wheel of a Supersports ought to call a Bentley dealer ASAP, as the coupe is limited to just 500 examples.

The Making of Full Send

"Here we go!" shouts Travis Pastrana, as the stunt driving hero launches his Bentley Supersports into sideways action around its headquarters, which becomes a precision playground. This three-minute video took three days to shoot, also starring some wondrous cars from Bentley's glittering past.

Designed as a gymkhana-style showcase, the film not only highlights the agility of the new Bentley Supersports, it celebrates the factory itself, which has undergone significant self-funded investment over the past five years. Pastrana, fresh off his final official gymkhana film, "Aussie Shred," was selected for his career of boundary-pushing stunts and motorsports success.

"I knew the Supersports would have a lot of power, but I was happily surprised by how nimble and fun it was to drive," he said. "I've never driven a production-based car to film a video of this magnitude before, without a clutch or modified steering angle, I had my concerns — but the Supersports exceeded all of my expectations. It was exactly what I had hoped for — the perfect combination of luxury and performance."

To allow Pastrana to push beyond the limits of grip, Bentley engineers modified a standard Supersports in the on-site Engineering Technical Centre. A hydraulic handbrake — mounted alongside the steering wheel — was integrated into the car's control systems to instantly lock the rear axle and seamlessly restore power upon release, enabling controlled drifts through tight corners. Software updates also enabled "power braking," allowing brake and throttle application simultaneously for mid-drift adjustments and burnouts. The handbrake handle bears the name "Mildred," referencing the internal project codename inspired by Bentley Girl Mildred Mary Petre.

The film is equally a tribute to Bentley heritage. Appearing alongside the Supersports are both generations of Continental GT3 race cars, the 2003 Le Mans-winning Speed 8 (chassis 004/5), the W16-powered 1999 Hunaudières concept, the Pikes Peak Bentayga and Continental GT, and five pre-war Bentleys led by the legendary 1929 Team Blower #2. A 1925 3 Litre Supersports — one of just 18 originals — also stars. After its 2026 event appearances, the FULL SEND car will join Bentley's 50-strong Heritage Collection in Crewe.

Edward Jones