So here it is, ladies and gentlemen, the successor to the Huracán: the Lamborghini Temerario.

Gone is the glorious, naturally aspirated V10, replaced by a battery, three electric motors, and a turbocharged V8. Oh, and they’ve also decided to focus on comfort. Yes, you heard that right. A comfortable Lamborghini supercar. What a world we live in!

But before you start mourning, remember that even Lamborghini’s CEO Stephan Winkelmann is one of the faithful. He still loves that high-revving V10. “I have to admit I loved the car because of the engine,” he said of the Huracán’s screaming 5.2-litre V10.

And it’s true; the Gallardo, with which the V10 first appeared in 2003, is practically legend. So why abandon such a defining element? Winkelmann explains it simply: “We had to decide years ago, from scratch, to do something exceptional, completely new.” 

And thus, we get the Temerario, a twin-turbo 4.0-litre flat-plane-crank V8 that isn’t just a half-hearted substitute. This thing churns out 789bhp on its own, with the help of three electric motors that push the total power output to 907bhp.

That’s nearly 300 more horses than the Huracán Evo. Zero to 100km/h takes a mere 2.7 seconds, and the top speed exceeds 339km/h.

Winkelmann is adamant that this car will not compromise on its sportiness. “It should always be raw and noisy,” he says, acknowledging the need for the soul-stirring vibrations and howls that define a Lamborghini.

The V8 is designed to produce a cacophony that Lamborghini promises will rival its predecessors, albeit now infused with modern turbo technology and some electric wizardry. So, yes, it’s a hybrid, but Lamborghini insists that the sensations you crave from a raging bull are still very much present.

The car’s architecture is an all-new spaceframe made entirely from aluminium. It’s lighter and stiffer than the Huracán’s, yet, unsurprisingly, the hybrid setup means the Temerario weighs in at a hefty 1,690kg. For comparison, that’s about the weight of a Bentley Bentayga, which is something you never thought you’d hear about a Lamborghini supercar.

However, amidst the engineering feats here, Lamborghini has somehow managed to balance comfort and performance. The Temerario will have room for taller drivers (or those who prefer wearing a helmet on track days), more luggage space, and 18-way adjustable comfort seats that can be heated and ventilated.

There’s a suite of drive modes that let the car adapt from full electric Città mode to all-out Corsa, with a new Drift mode added for good measure. And yes, there’s onboard telemetry and even a dashcam for you to relive your track day glory.

Visually, the Temerario doesn’t stray far from Lamborghini’s sharp, aggressive aesthetic. Hexagonal daytime running lights, an exposed engine bay, and a rear spoiler that’s integral to the car’s aerodynamic prowess all point to a proper Lambo.

It’s clean, it’s angular, and of course, it’s full of performance-focused elements designed to make you feel like a hero both on the road and track.

So, while the soul of the V10 might have been sacrificed on the altar of modern efficiency, Lamborghini hasn’t lost sight of what makes their cars special.

With a name like Temerario (meaning fierce and courageous) it seems fitting that Lamborghini would take such bold steps into the future while clinging fiercely to the sensations that make driving one unforgettable.

And in case you’re wondering, the Lamborghini Temerario will hit the streets in the second half of 2025.

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When the Gemera was announced back in 2020, we were all amazed and slightly baffled by its engine. Called the ‘Tiny Friendly Giant’, it was a 2.0-litre, twin-turbocharged three-cylinder that, by itself, made around 600bhp.

This engine would have been part of a roughly 1400bhp hybrid system. It also, somehow, didn’t have camshafts. Don’t ask us how that worked.

Well, that’s all in the past now. The company’s founder and boss, Christian von Koenigsegg, has announced that the 3-cylinder Gemera isn’t happening anymore due to low demand. It turns out that the vast majority of customers preferred the big ol’ 5.0-litre twin-turbo V8 that was originally offered as an option last year.

This V8 is closely related to the one powering Koenigsegg’s more recent two-seater hypercars, including the current Jesko and CC850. In the Gemera, it’s in ‘hot vee’ form, with turbos nestled between the cylinder banks and the exhaust system running along the top of the engine.

By itself, this V8 produces a staggering 1479bhp. Combined with the 789bhp ‘Dark Matter’ electric motor, the entire system churns out an eye-watering 2268bhp and 2749Nm of torque.

While it’s not surprising that most hypercar buyers weren’t keen on an engine configuration similar to that of a Peugeot 2008, it’s still a bit of a shame. The Tiny Friendly Giant sounded like a deeply impressive piece of engineering.

But don’t write it off just yet. Knowing Von Koenigsegg, it might “eventually” find its way into the Gemera further down the line. So, who knows?

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Bentley has revealed its new Continental GT, a grand tourer that ditches the famed W12 and V8 engines for a groundbreaking plug-in hybrid drivetrain. Dubbed the ‘Ultra Performance Hybrid,’ this new powertrain is nothing short of impressive.

Under the bonnet, you’ll find a 4.0-litre V8 engine paired with a 187bhp electric motor, together delivering 771bhp and 1,000Nm of torque. For context, Bentley’s outgoing W12 engine offered up to 650bhp and 900Nm of torque.

This hybrid setup propels the Continental GT from 0 to 100km/h in 3.1 seconds, with a top speed of 335km/h. The power is managed by an 8-speed dual-clutch transmission and an electronic limited-slip differential.

The Continental GT’s 25.9kWh battery, strategically placed behind the rear axle, not only aids in achieving a balanced 49:51 weight distribution but also provides an impressive 81km of electric-only range, reaching speeds of up to 140km/h. Charging the battery is efficient too, with a maximum capacity of 11kW.

On the road, Bentley promises enhanced performance, handling, and comfort thanks to a new dual-valve damper system and dual-chamber air springs.

Visually, the new Continental GT embraces a cleaner, more muscular design.

Gone are the quad-headlights, a feature absent from a non-coach-built Bentley since the S2. In their place, new headlamps with a horizontal element and a deep crystal cut diamond effect at the top provide a more determined front end.

These Matrix LED units utilize 120 separate LEDs, ensuring a clear and natural reading of the road. The rear of the car sports redesigned taillights, a new bumper, and an updated boot lid, all contributing to a cohesive and refined look.

Step inside, and you’re greeted by 20-way adjustable seats that can now include posture adjustment and auto climate features, designed to minimize fatigue on long drives.

Bentley’s signature Rotating Display remains a highlight, offering a choice between a 12.3-inch high-definition touchscreen, three elegant analogue dials, or an unbroken panel of handcrafted veneer.

Audiophiles are well-catered for with three audio systems to choose from. The standard setup includes 10 speakers delivering 650W. For those wanting more, a Bang & Olufsen 1,500W system with 16 speakers and illuminated grilles is available.

For the ultimate sound experience, the Naim 2,200W system boasts 18 speakers, Active Bass Transducers in the front seats, and eight sound modes.

As a first, the new Continental GT is being launched alongside the open-top GTC. This convertible features a seven-bow fabric roof available in seven exterior colours (including a chic tweed option), deployable in 19 seconds at speeds up to 48km/h.

Both the coupe and convertible models will be handcrafted at Bentley’s renowned factory in Crewe, U.K., with production and deliveries slated to begin in the third quarter of 2024.

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Lamborghini has done it. It has succumbed to the electrification craze, and will electrify the supercar realm with its upcoming project, the Lamborghini 634.

Slated to succeed the famed Huracán, this model is set to join the ranks of Lamborghini’s High-Performance Electrified Vehicles (HPEV). Notable members include the Lamborghini Sian.

But, the Italian marque isn’t going down this path without some spice under its sleeve. The new twin-turbo V8 engine will be paired with a hybrid system that boasts three electric motors, all working in concert with the latest eight-speed dual-clutch gearbox. This gearbox was first seen in the Lamborghini Revuelto.

This combo promises to deliver a staggering output of over 887hp, so ‘just about right’ when translated to Italian.

2024 marks the year we can expect to see the Lamborghini 634 roar to life, a significant milestone in Lamborghini’s ‘Direzione Cor Tauri’ roadmap. This plan sketches out a future where their models progressively embrace electrification, starting with the Revuelto’s premiere in 2023 and the Urus SE in April 2024.

So while the ‘true’ analogue supercars have faded into distant memories, at least Lamborghini is using electricity to its advantage – by docking more speed into their machines.

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June is set to mark a new chapter in Bentley’s storied 105-year saga with the debut of the fourth-generation Continental GT, introducing the world to Bentley’s pioneering Ultra Performance Hybrid powertrain.

The new car promises an exhilarating 771hp and 1000Nm of torque, paired with an electric-only range of 80 km and commendably low CO2 emissions (under 50 g/km, WLTP). It heralds Bentley’s most dynamic and eco-friendly road car yet, marrying its illustrious heritage of handcrafted luxury with cutting-edge technology and sustainable mobility.

Active all-wheel drive with torque vectoring, four-wheel steering, an electronic Limited Slip Differential, and 48V electric active anti-roll control, all of which are accompanied by advanced dual-valve dampers. These are just some of the proposed updates.

Reflecting on the model’s legacy, the Continental GT was first introduced in 2002 and became the cornerstone of Bentley’s modern rebirth. It sparked a sales revolution, increasing Bentley’s output from about 1,000 cars annually to over 10,000 within four years.

Each iteration has carried forward the legacy of the 1952 R-Type Continental by embodying the essence of a luxury Grand Tourer designed for long-distance comfort and performance.

Bentley’s design team has drawn from this rich heritage to shape a vehicle that respects its lineage while looking firmly to the future. The new model maintains the iconic power line, haunch, and sloping roofline of its forebears, ensuring it is recognizably a Continental at first glance but revolutionised to meet contemporary aesthetic and performance standards.

With over 20 years of heritage behind it, the Continental GT has not only broken speed records but has become a mainstay in luxury automotive, embodying the grand touring experience.

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Today marks the end of an era for Bentley Motors in the Asia Pacific region, as they bid farewell to the venerable 4.0-litre twin-turbo V8 engine that has been the beating heart of the Continental GT, Continental GTC, and Flying Spur model lines.

The shift is part of Bentley’s ambitious Beyond100 strategy, steering towards a future where every model line will feature a hybrid variant by 2024.

The journey towards electrification reflects a rising demand for more sustainable luxury vehicles, as seen with the popularity of the Bentayga and Flying Spur Hybrid models.

Introduced back in 2012, the 4.0-litre V8 engine quickly became synonymous with Bentley’s blend of luxury and performance, powering more than 53,000 vehicles across the Continental and Flying Spur ranges.

Crafted meticulously by hand in Bentley’s Crewe headquarters, each V8 engine improved efficiency and reduced emissions compared to its predecessors.

Today’s V8s boast a robust 542 bhp and a hefty 770 Nm of torque, available from as low as 2,000 rpm, sustaining this output to 4,500 rpm.

While the V8 will continue to roar within the Bentayga lineup, the final V8-powered Continental GT, GTC, and Flying Spur models are making their last bow in markets including Australia, Indonesia, Malaysia, New Zealand, Singapore, the Philippines, Taiwan, and Vietnam.

With production wrapping up and final deliveries scheduled for June, this transition honours a legacy of performance that has defined the brand for nearly a decade.

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As Jaguar boldly embraces an all-electric horizon, we bid a bittersweet adieu to the iconic 5.0-litre supercharged V8 that has graced the majestic F-Type. This transition, while promising a greener future, also marks the end of an era that has thrilled us with symphonies of power and performance.

But fear not, for Jaguar is determined to preserve the soul-stirring essence of its final combustion-powered masterpiece. In a move that truly warms the heart, Jaguar has gifted the British Library with a treasure trove of sound recordings from the F-Type V8, ensuring that the captivating exhaust notes of this mighty beast echo through time for generations to come.

Imagine, the F-Type R 75, its powerful heart nestled in the semi-anechoic chamber at the Gaydon Engineering Center, a sanctuary where mechanical symphonies are born. In this very chamber, the F-Type’s exhaust note was meticulously tuned, a process that saw more than 85 iterations in pursuit of auditory perfection. And now, this sacred space bore witness to the orchestration of sound clips that captured the F-Type R’s gear shifts and acceleration runs.

Charles Richardson, the maestro behind the scenes, the Jaguar senior sound engineer, paints a vivid picture of the journey: “The F-TYPE’s supercharged V8 makes a unique sound because of the meticulous optimization work we applied to the entire powertrain, most of all to the intake and exhaust systems – more than 85 iterations before we first launched the car, and developed continuously ever since. The culmination of that work – the sounds you experience driving the F-TYPE R 75 – is something we want to be available for generations to come.”

The soul-stirring growl, the thunderous roars, the symphony of horsepower and torque, all lovingly archived within the hallowed halls of the British Library. As you listen to these recordings, you’re transported to the driver’s seat, a witness to the F-Type’s crescendo of power. While the recording might not capture every nuance of the live experience, it’s a tantalizing glimpse into the world of automotive passion.

But let’s take a moment to acknowledge the poignant truth – the F-Type’s V8 will eventually fade into history. The next generation might not hear the glorious rumbles of a combustion-powered beast firsthand, left to explore museums to unearth the auditory treasures of the past. A touch of melancholy settles in, reminding us of the fleeting nature of time.

In the words of Cheryl Tipp, the British Library’s curator of wildlife and environmental sounds, “We’re delighted to be able to preserve recordings of the F-TYPE V8 engine for Jaguar enthusiasts and listeners around the world. As production of this engine comes to a close, this unique noise takes its place in the nation’s archive alongside other sounds that can no longer be heard today.”

As we bid farewell to the roaring V8, let us raise our imaginary glasses to Jaguar. The symphony of the F-Type’s V8 may no longer grace the open roads, but its spirit lives on, immortalized within the British Library’s hallowed halls.

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The idea of a Coupe SUV has always been an oxymoron. SUVs are not sleek. Never were and will never be, so why try to pretend that it has any sporting intentions, let alone try to look as if it does?

Well, what do I know? Virtually every major car manufacturer has one of these now; an SUV with a raked rear profile and (usually) lowered suspension and (also usually) big wheels.

The Audi Q8 is one such car. Launched in 3.0 TFSI and RS Q8 variants earlier, it now offers an ‘S’ version that sits between the two to complete the range.

So what is it?

It’s a tuned-down, softer version of the RS Q8. You get the same 4.0-litre twin-turbo petrol V8 with about 15% less power. Yet, the SQ8 still pushes out a hefty 500 bhp and 770 Nm of torque.

All that power translates to a century sprint of just 4.1 seconds. Pretty quick for a 2-plus tonne SUV. But we all know speed isn’t everything, and while the SQ8 does go about its duties effortlessly, the weight can be felt when you start to throw it into some sweeping bends and corners.

But most owners of this black Hulk will likely be cruising along lengthy highways than carving corners in a B-road anyway, and the SQ8 does that tremendously well. Audi’s adaptive air suspension allows you to swap modes and experience both Comfort and Dynamic ride characteristics, making it a rather versatile sports SUV; in the former mode, it essentially turns into a larger, taller GT cruiser that will fit four to five adults comfortably on longer drives.

What is it like inside?

Speaking of being comfortable, the interior of the SQ8 is where I feel the car shines. I’ve always appreciated an Audi interior; the SQ8 doesn’t disappoint. A perfect mix of gloss carbon fibre, aluminium trimmings, perforated leather and Valcona leather seats create the ultimate sports-luxe ambience.

Audi’s Virtual Cockpit greets you when you ignite that V8, and the dual-touchscreen panels, already used in many higher-end models in the Audi range, give you access to all the controls.

They’re easy to use once you’re familiar with them, but they continue to irritate me as they leave fingerprints all over the surface.

As expected with a car of this positioning (and price), wireless Android Auto and Apple CarPlay are standard.

Get round to the back, and while this Coupe SUV loses the flexibility of an additional row (like the Q7 has), it does have a sizeable boot at 605 litres, which increases to 1,755 litres with the rear backrests folded down.

Hmmm, not sure about the exterior, though.

Looks-wise, the SQ8 is one of those cars that will take time to grow on you. My first experience with the Q8 was similar. It started with a ‘why’ before it turned into a ‘wow’. As with most things visual, it’s subjective.

In the exterior design department, personally, the Porsche Cayenne Coupe does the whole Coupe SUV best. Next in line would be the GLC Coupe – but the Q8 doesn’t fall that far behind. However, the BMW X4 and X6 still have some way to go in that area.

For now, this is the most potent Q8 you can buy. It does offer quite a lot of car (literally) in one massive package. It looks (reasonably) good, sounds great, goes quick and delivers on both the practical and luxury fronts as well.

But yet, it also feels neither here nor there, much like the dilemma many top-tier Audi models face.

For me? It’s an RS6 all freakin’ day.

Technical Specifications

Audi SQ8 4.0 TFSI 
Engine: 4.0 litre Twin Turbocharged V8
Power: 373kW (500bhp)
Torque: 770Nm
Gearbox: 8-Speed Tiptronic (A)
0-100km/h: 4.1 seconds (claimed)
Top Speed: 250km/h
Price: S$598,000 with COE (accurate at the time of this article)
Contact: Audi Singapore

Photo Credits: Joel Tam (@joel_tam)

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