Then and Now: 1987 Porsche 911 Turbo (930)

Bentley Reveals Sharper New Continental GT S And GTC S

Bentley Reveals New Continental GT S And GTC S

Bentley is sharpening the sporting edge of its definitive grand tourer with the debut of the new Continental GT S and Continental GTC S, models that blend dramatic visual presence with the brand’s most advanced hybrid performance technology to date. Inspired by the limited-edition Supersports and positioned for drivers seeking heightened engagement, the fourth-generation Continental GT S models arrive as the most powerful and fastest S-badged Bentleys ever produced. They also mark a pivotal moment in Bentley’s electrified performance journey, pairing luxury craftsmanship with cutting-edge hybrid engineering. At the heart of both models is Bentley’s High Performance Hybrid powertrain, producing 680 PS and 930 Nm of torque – a substantial 130 PS and 160 Nm increase over the previous-generation Continental GT S. Fully deployed, the system delivers 0-60 mph in 3.3 seconds (0–100 km/h in 3.5 seconds) and a top speed of 190 mph (306 km/h), figures that place the GT S squarely among the most capable luxury grand tourers on the road. Despite its performance credentials, efficiency remains a defining element. Bentley notes that the new hybrid setup outperforms the previous-generation W12 Speed powertrain on all power, torque, and performance parameters, while also offering up to 50 miles (80 km) of pure electric driving range – a meaningful enhancement for urban or low-emissions-zone use. Acoustics play a key role in the experience. A sports exhaust system amplifies what Bentley describes as the “thrilling soundtracock” of the 4.0-liter crossplane V8, ensuring that the electrification story does not come at the expense of emotional engagement. Just as significant as the powertrain is the adoption of Bentley’s most advanced chassis technology. Previously reserved for the Continental GT Speed and GT Mulliner, the Bentley Performance Active Chassis now comes standard on the GT S. The system incorporates Active All-Wheel Drive, twin-valve dampers, torque vectoring front to rear and across axles, the 48V Bentley Dynamic Ride active anti-roll system, a new generation of ESC control software, and – for the first time on a Continental GT S – an electronic limited-slip differential and all-wheel steering. The standard 22-inch ten swept-spoke alloy wheels are finished in silver, with optional gloss black or gloss black with bright machined faces available for a more aggressive look. The result is Bentley’s most driver-focused all-wheel-drive chassis setup, designed to deliver a broader spectrum of dynamic behavior. With ESC fully engaged, the system prioritizes stability and traction. In Dynamic Mode, controlled rear-axle slip allows drivers to adjust cornering attitude with confidence. For maximum involvement, ESC can be completely disengaged, enabling experienced drivers to balance the car on throttle. Visually, the Continental GT S and GTC S make no attempt to blend in. The Blackline Specification defines the exterior, with gloss black matrix grilles, black Bentley wings and ‘BENTLEY’ lettering, and a darkened lower front spoiler creating what Bentley describes as a “purposeful, lean and potent stance.” Additional details include Beluga black mirror caps, sill extensions, rear diffuser, dark-tint LED matrix headlamps featuring Bentley’s Precision design, and darkened tail lamps and exhaust finishers. Inside, the GT S models receive a cabin treatment that mirrors their performance intent. A unique two-color upholstery split, exclusive to the S specification, is paired with fluted seat designs to create what Bentley positions as a focused, driver-centric environment. Dinamica technical fabric is applied to high-touch areas including the steering wheel, gear lever, seats, and door inserts, while Piano Black veneer comes standard, echoing the exterior Blackline theme. Buyers can also opt for high-gloss carbon fiber, full leather upholstery, and a dark tint chrome specification for interior metal brightwork. Bentley frames the new S models as a distinct expression within its broader grand touring portfolio. With their sporting aesthetic, hybrid performance, and advanced chassis technology, the new Continental GT S and GTC S carve out a clear niche – offering drivers a compelling blend of luxury, electrified power, and dynamic engagement, while extending the breadth of choice within Bentley’s flagship grand touring lineup. <- Gallery -> View Bentleys For Sale Images: Bentley

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

Pininfarina’s Take on Luxury Living on the Water

The ARKHAUS Villa 50, unveiled at the Miami International Boat Show 2026, feels like an attempt to rethink luxury living on the open waters. Rather than being considered a yacht in the traditional sense, the 50-foot floating residence is closer to architecture, designed to be lived in, not just visited for a weekend. It’s not speed or performance that make the Villa 50 impressive, but stability and usability. Instead of relying on anchors, the platform uses deployable spuds that lift and level the structure, reducing movement and providing a feeling closer to solid ground. It’s a small detail with great importance, especially for longer stays. The layout is designed to support everything from quiet mornings on the water to hosting friends without feeling like you’re constantly navigating around furniture or railings. The interior, developed in collaboration with Pininfarina, takes a similarly minimal approach. Known for shaping everything from sports cars to large-scale architecture, the Italian design house uses a light, architectural hand with this project. Glass surrounds the floating structure, creating a continuous connection and letting natural light characterize the space throughout the day. Materials balance durability with that at-home feel, and the layout encourages movement instead of compartmentalization. Stair placement and sightlines have been carefully considered, allowing the same space to shift easily from private living to a more social setup. At the Miami International Boat Show 2026, visitors can step aboard the current ARKHAUS while previewing renderings and materials that hint at where the Villa 50 is headed.