It’s the second act in Sant’Agata’s High Performance Electrified Vehicle (HPEV) saga after Revuelto, and it arrives with numbers that read like a dare.

“This car completes a key chapter in our Direzione Cor Tauri strategy, making us the first luxury automotive brand to fully hybridise our entire model range. We entered a new era, one that pushes the boundaries of the super sports segment and paves the way for even greater ambitions.”

Stephan Winkelmann, Chairman & CEO, Automobili Lamborghini

Under the engine cover sits a new 4.0-litre biturbo V8; clean-sheet, 200 CV per litre, and capable of revving to 10,000 rpm. It’s yoked to three electric motors (one axial-flow unit in P1 position within the V8 housing, plus two on the front axle) for a combined 907hp.

0–100 km/h in 2.7 seconds and 343 km/h flat out. The clever bit is how it feels getting there: the e-motor fills the low-rev trough, then the V8’s linear surge takes over and just… doesn’t stop. Limitless progression, as the engineers like to say.

“With its twin-turbo V8 hybrid powertrain, the Temerario delivers unrivalled power and refined comfort, embodying the best of Lamborghini. It is the ultimate fusion of bold design, explosive performance, and unmatched versatility. As a true Fuoriclasse, the Temerario forges an emotional connection with drivers of all levels, redefining the super sports car segment.”

Francesco Scardaoni, Region Director, Asia Pacific

Lamborghini’s new full-aluminium spaceframe does two jobs at once: it sharpens the car on circuit while improving comfort and cabin space. Compared with the Huracán, you get +34 mm headroom, +46 mm legroom, and better forward visibility.

Even drivers up to 200 cm tall can run laps with a helmet on. There are 112 litres beneath the front lid and extra stowage behind the seats.

Every surface pays rent. The hexagonal DRLs hide aero trickery and sensors; channels beneath the lamps cool the brakes; the roof’s central spine and the integrated rear spoiler manage flow cleanly.

Compared with Huracán EVO, rear downforce is up 103%, and with the Alleggerita Pack (lighter bits inside, carbon rims, and further aero work) load increases up to 158%.

Inside, the brief reads “feel like a pilot.” Carbon, leather and Corsatex microfibre are layered with a watchmaker’s restraint; hexagonal vents nod to the house code. The Lamborghini Vision Unit ushers in the brand’s most advanced multimedia experience yet.

Two red-crowned rotors on the steering wheel chart your mood. On the left: Città, Strada, Sport, Corsa and Corsa Plus (ESC Off). Hold the chequered flag for Launch Control. On the right sit the hybrid brains: Recharge, Hybrid and Performance. Thirteen distinct “experiences” in total, from whispering through town to drawing tyre-scrub commas on kerbs.

Does the Temerario drive like a Lamborghini should? The numbers shout “yes,” but it’s the cadence that convinces: the elastic shove of the e-motor, the scalpel edge of the new chassis, the way the aero steadies your hands when the scenery turns impressionist.

In an age where hybrids can feel like spreadsheets on wheels, this one feels gloriously alive.

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As the automotive landscape evolves, so do the demands placed on modern Grand Tourers. Once celebrated for their effortless cruising charm along sun-drenched coastlines, they’re now expected to deliver razor-sharp performance with the same grace.

Few embody that balance like Aston Martin, a brand synonymous with timeless elegance and refined power. Now, with the arrival of the DB12, proudly declared as “the world’s first Super Tourer,” Aston Martin promises a new era.

A familiar face with a fresh heart

At first glance, you might be tempted to think the DB12 is merely a refreshed DB11 or DBS. Aston Martin’s iconic design language – elegant curves, muscular haunches, and that unmistakable grille – remains largely untouched. But beneath this suave exterior lies substantial innovation, even if the chassis fundamentals remain similar.

The big news is Aston’s legendary V12 has finally bowed out, a victim of tightening emissions regulations. In its place sits a heavily revised Mercedes-sourced twin-turbo V8. No hybrid assist here, just old-school engineering finesse.

Tweaks to camshafts, compression ratios, and bigger turbos mean the 4.0-litre unit now belts out a thunderous 671bhp and 800Nm of torque. That’s enough grunt to hit 100km/h in just 3.6 seconds, eventually charging onward to a top speed north of 320km/h. Numbers worthy of any modern supercar, but delivered with traditional Aston elegance.

Behind the wheel, the DB12 immediately impresses, not simply with outright speed but with how effortlessly it wields its considerable power. The chassis feels deeply connected with the engine, working harmoniously to deliver an experience that’s neither intimidating nor detached.

Lean into a tight bend, and the car settles beautifully, compressing gently at the rear, ready to push forward without hesitation or drama. It’s wonderfully balanced and poised.

Admittedly, the steering might not communicate every subtle ripple of asphalt beneath your tyres, but that hardly matters. It’s direct, precise, and quicker than the DB11, making you feel intuitively connected to the road. As you carve through twisty sections of tarmac, it becomes clear that Aston’s intent was never outright aggression but supreme confidence.

In a market segment dominated by competitors like the Ferrari Roma and Bentley Continental GT, the DB12 might not scream thrills as loudly, but it whispers class with every corner taken.

Supercar pace, GT sophistication

The revised V8 is powerful but never uncouth, delivering waves of refined, effortless acceleration rather than the aggressive snap you’d find in some AMG-powered cousins. There’s a rich, throaty growl when you push harder, yet it remains dignified and well-mannered.

I did not have the chance to wring the car to its limits, but like a distinguished gentleman in a tailored suit, the DB12 feels rapid yet composed.

Crucially, navigating through the city’s bustling streets is surprisingly stress-free. Its ride remains impressively compliant, soaking up the uneven patches without fuss. Even negotiating carparks feels manageable, despite that lengthy bonnet making tight junctions occasionally tricky. 

Visibility, thankfully, has improved markedly over its predecessor, so threading through traffic jams isn’t the white-knuckle experience you might fear.

Master of the long haul

Grand tourers should excel at effortlessly eating up long journeys, and here the DB12 genuinely shines. Previous DB models sometimes struggled with intrusive road noise, but the DB12 benefits significantly from Michelin’s latest foam-lined tyres, dramatically reducing tyre roar even at expressway speeds.

Fuel efficiency might not rank high on an Aston buyer’s list, but for those curious, Aston claims around 9km/litre.

As much as Aston’s new Bowers & Wilkins audio system (optional, but highly recommended) impresses with crystal-clear acoustics, it faces stiff competition from the car’s glorious V8 soundtrack.

Select Sport mode, prod the throttle, and the rich, baritone growl fills the cabin. It’s a sophisticated symphony rather than a crude cacophony, just as you’d expect from an Aston Martin.

Elegance on full display

Step inside, and you’ll find yourself cocooned in a vastly upgraded interior. Aston has taken a page out of Porsche’s playbook, blending high-tech interfaces with tactile, beautifully crafted controls.

Gone is the clutter and confusion; in its place sits a sleek, horizontally oriented touchscreen (Aston’s first) that responds crisply and intuitively.

Materials feel sumptuous, from the fine-grained leather that wraps every panel to the beautifully knurled metal dials for climate control.

Ergonomics have dramatically improved, too. Settling into the driver’s seat feels natural, the seating position low, sporty yet accommodating, perfect for long-distance cruises or spirited drives.

It’s a tangible step forward from the DB11, marrying luxury with modern convenience in ways Aston has rarely achieved before.

However, rear seats remain purely decorative, ideal only for your youngest offspring or perhaps designer luggage. But then, who buys a DB12 expecting family car practicality?

The boot’s 262-litre capacity is equally modest, though sufficient for weekend escapes, as long as you pack light.

Graceful evolution

Is the DB12 truly revolutionary? Perhaps not.

But what Aston Martin has achieved here is something arguably more meaningful: an evolution so complete, so carefully honed, that it resets expectations. It beautifully bridges the gap between a pure GT cruiser like the Bentley Continental GT and sportier contenders like the Ferrari Roma.

The DB12 emerges not as a raw, aggressive supercar but as a supremely capable, deeply satisfying grand tourer with genuine sporting flair. Its strengths lie in how smoothly it blends power, poise, and luxury, offering an unparalleled sense of occasion whenever you slip behind the wheel.

If you’re chasing raw, heart-racing excitement, go for the Vantage or even Vanquish. But for those who appreciate the fine balance of elegance and athleticism wrapped in a timelessly beautiful package, it stands among the best Aston Martin has ever produced.

After all, perfection doesn’t always mean reinventing the wheel. Sometimes, it’s about making the wheel turn more smoothly, more confidently, and with far greater finesse. And on that front, the Aston Martin DB12 has indeed arrived.

Technical Specifications

Aston Martin DB12

Engine: 4-Litre Twin-Turbocharged V8
Drivetrain: Rear-Wheel Drive
Power: 670 bhp
Torque: 800 Nm
Gearbox: 8-speed (A)
0-100km/h: 3.6 seconds (claimed)
Top Speed: 325 km/h
Fuel Economy: 8.2 km/litre (claimed)
Price: POA

Photo Credits: Sean Loo (@auto.driven)

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This event marks a milestone, introducing the brand’s first super sports V12 hybrid plug-in HPEV (High-Performance Electrified Vehicle).

The Revuelto boasts an entirely new architecture, bleeding-edge aerodynamics, and a revolutionary carbon frame concept. 0-100 km/h in a blistering 2.5 seconds and a top speed exceeding 350 km/h sounds like a lot, right?

Lamborghini Esperienza Corsa offered participants a half-day track session where the Revuelto’s potential could be unleashed, all under the guidance of expert instructors.

The Italian marque also treated guests to fine Italian cuisine and a pit-lane hospitality experience, turning this event into something more than just a track day. Let’s not forget the fact that this same venue plays host to Round 1 of the Lamborghini Super Trofeo Asia.

Francesco Scardaoni, Lamborghini’s Asia Pacific Regional Director, summed it up best: “With the Revuelto, Lamborghini has set a new benchmark in performance, technology, and sheer driving pleasure. This car is designed to thrill, and I’m beyond excited for our customers to experience the Revuelto’s unmatched capabilities for the first time.”

As part of Lamborghini’s exclusive Esperienza Corsa program, the event gave customers a chance to truly connect with the brand’s ethos, testing Lamborghini’s machines in a professional environment.

Complementing the Revuelto’s power are the specially designed Bridgestone Potenza Sport tyres, made to handle the supercar’s immense speed and sporty flair.

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McLaren Singapore recently hosted its local 60th-anniversary celebrations with the largest gathering of McLarens in the country.

The special event took place on May 26, 2023, at Gillman Barracks, and featured over 40 Mclaren models arranged in a ‘60’ formation’. Cars in the formation included models from the Ultimate Series such as the Senna, all the way to the latest hybrid Artura supercar.

After an eventful photo-taking session, the Mclaren owners were then treated to a nice dinner hosted at Hopscotch.

Bruce McLaren, a New Zealand-born racer and engineer, was the brainchild behind the supercar marque you see before you today. Mclaren was founded in 1963, and since its inception, the racing team based in England remains one of the world’s most successful names in motorsport. It is also the only brand with the coveted ‘Triple Crown of Motorsport” achievement under its belt.

What’s the triple crown achievement? Well, it’s motorsport’s ultimate popularity contest, covering the three single greatest motor racing challenges on the planet, as chosen by fans. These are the Indianapolis 500, the 24 Hours of Le Mans and the Monaco Grand Prix.

Winners are very few and forever immortalised, and only one team has ever clinched this elusive award – Mclaren.

Mclaren’s 60th-anniversary festivities are set to continue across the remainder of 2023, with various owner-centric events in the works.

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McLaren has recently lifted the covers off the all-new 750S, the next-in-line replacement for the best-selling 720S. Looks mostly the same, don’t they?

While the new car is technically built upon its predecessor, McLaren claims that the incoming 750S is comprised of about 30 per cent new components. As its name suggests, the 750S is more powerful and lighter than the outgoing 720S, and the boffins at McLaren have also given it major chassis modifications for improved agility.

Externally, the 750S looks almost identical to the 720S, save for the lack of a two-tone paint scheme the 720S enjoyed. A new front bumper presents slim new LED headlights and a larger splitter catering to optimised aero performance, while larger air intakes help boost cooling for the new engine. 

The back is where the biggest change lies, with the active rear wing now 20 per cent larger in terms of surface area. McLaren claims this helps significantly boost downforce while increasing braking performance. The 750S will be available in both hardtop and convertible forms, similar to the 720S.

Inside, the 750S receives a number of design improvements, resulting in a more driver-centric experience. The instrument cluster display now moves together with the steering column for added visibility, and the drive mode selector is mounted at the corner of the display, enabling easy switches on the fly.

For other settings, a central 8.0-inch infotainment touchscreen now has buttons for quick-set functions such as launch control as well as active aero adjustment settings.

As it wouldn’t come as a surprise to anybody, the 750S’ 4.0-litre twin-turbo V8 will develop 750 bhp, a 30 bhp over its predecessor. Maximum torque figures stand at 800Nm, and McLaren claims the new car can rock the century sprint in a blistering 2.8 seconds, climbing all the way to a top speed of 332km/h.

The power bumps come courtesy of a new triple-layer head gasket, new twin fuel pumps, higher-pressure turbos, lighter pistons and an exhaust array that shed 2.2kg. 

The 750S is also about 30kg lighter than the 720S, with the new car tipping the scales at just 1,277kg, making it the lightest McLaren series-production road car to date. The engineers have been busy trying to shave weight from as many areas as possible, and one area is the thinner windscreen glass, coming in at only 1.6kg.

Agility-wise, the 750S is more punchy thanks to chassis reinforcements. The front track has been widened by 6mm, lighter springs are added (3 per cent softer at the front and 4 per cent stiffer at the rear), a new brake booster improves pedal feel, and a faster steering rack makes the car even more responsive to driver inputs.

An upgraded version of McLaren’s Proactive Chassis Control system is also fitted, minimising body roll and improving traction in the corners.

The all-new 750S will go on sale in Europe later in 2023, but there is no news of whether it will arrive on our sunny little island in the near future. 

Pricing too has yet to be revealed, but expect it to command a steeper price tag over the outgoing 720S.

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