Industry insiders suggest the new car is intended to build upon the legacy of halo models such as the Maserati MC20 and Alfa Romeo’s 33 Stradale. However, in contrast to the shift towards electrification sweeping across Stellantis brands, this model is set to forgo hybridisation entirely in favour of a purist mechanical experience.

Autocar has reported that the engine is expected to be an uprated version of Maserati’s existing twin-turbocharged 3.0-litre Nettuno V6, an already potent powerplant that delivers 621hp and 720Nm of torque in the MC20. In this upcoming model, however, performance figures are likely to surpass those of the MC20-based MCPura, elevating it to the uppermost echelons of Maserati’s combustion-powered offerings.

Davide Danesin, Maserati’s Head of Engineering, has indicated that electrification has been deliberately excluded from the project. He revealed that a manual gearbox is under serious consideration—an unusual move in today’s performance car landscape. While such a transmission may no longer suit mass-produced vehicles, Danesin views it as a compelling feature for a limited edition, one that would celebrate the raw, tactile essence of driving.

Should the project proceed as planned, Maserati is expected to debut the model in 2026 to commemorate the centenary of the Tipo 26, the brand’s first racing car. The Alfa Romeo version, which may follow in 2027, is tipped to pay homage to the historic 6C 1500—marking its 100-year milestone as well.

Though details remain closely guarded, the vehicle is anticipated to command a significantly higher price than the MC20-based MCPura, underscoring its exclusivity and collector appeal. With both brands placing increasing focus on heritage, craftsmanship, and mechanical purity, this model could represent one of the last truly analogue offerings before full electrification becomes the norm.

The upcoming 500 Hybrid will be powered by a modest 1.0-litre three-cylinder engine, paired with mild-hybrid technology, delivering approximately 69hp. While modest in output, the emphasis of this model lies not in speed but in its accessible nature—a clear shift from the more premium electric 500e, which has struggled to capture a significant share of the European market.

This new version of the 500 has a somewhat unconventional origin. Fiat originally engineered the latest 500 platform exclusively for electric power, creating the 500e with the aim of embracing the EV transition. However, with lukewarm reception and slow sales of the all-electric model, exacerbated by frequent pauses in production, the brand found itself needing to pivot.

In response to consumer hesitation over full electrification, Fiat opted to reconfigure the 500e’s platform to support an internal combustion engine. This reverse engineering process required adjustments to the chassis to house a petrol motor and the associated cooling systems. Visually, the most significant change is the addition of a functional front grille, necessary for engine cooling, which breaks slightly from the smoother, grille-less front end of the EV. Otherwise, the 500 Hybrid remains true to the modern, minimalist aesthetic introduced by its electric counterpart.

Fiat’s latest move signals a recognition that not all consumers are ready to abandon petrol just yet. By offering a familiar, manual-equipped city car with mild-hybrid efficiency, the company hopes to reconnect with traditional buyers who found the electric 500e either too costly or restrictive. The 500 Hybrid serves as a bridge between Fiat’s EV ambitions and the enduring demand for accessible petrol mobility.

Ferrari is preparing to bring back the legendary gated manual gearbox, marking a major shift in its performance philosophy after more than ten years of focusing purely on speed and technology.

For years, Ferrari resisted reintroducing manual transmissions, favouring dual-clutch gearboxes that deliver lightning-fast shifts and maximum performance. But now, the company says it has reached the limits of what today’s technology — and human bodies — can handle.

Gianmaria Fulgenzi, Ferrari’s Head of Product Development, explained that performance levels have peaked. With cars like the SF90 XX hitting 0–100 km/h in just 2.4 seconds, further gains in acceleration are becoming less meaningful — especially for rear-wheel-drive models like the 296 GTB, which already produce over 800hp.

Ferrari has found that increasing power beyond 900hp presents serious challenges. Not only do tyres and chassis struggle to keep up, but the forces placed on drivers are so intense that it would require Formula 1-level physical training just to enjoy the car. Fulgenzi said this isn’t realistic or desirable for most Ferrari owners.

As a result, Ferrari is changing direction. Instead of chasing higher numbers, the brand is shifting toward more emotional and engaging driving experiences. This has opened the door for the return of the gated manual, likely in a future model that prioritizes driving feel over outright speed.

The manual gearbox is expected to be offered in a future Icona model — Ferrari’s exclusive line of limited-edition cars that celebrate the brand’s history. The Icona series includes models like the Monza SP1, SP2, and Daytona SP3, which blend heritage design with modern technology.

Fulgenzi acknowledged that a manual transmission won’t match the performance of current gearboxes, and heavy-duty clutches may require more physical effort. But in a car designed for engagement over lap times, that’s a trade-off Ferrari is now willing to make.

There’s also growing demand from Ferrari fans and collectors for a manual option, particularly for the iconic gated shifter that once defined the brand.

The last time Ferrari offered a manual was in the California, which ended production in 2012. Out of over 17,000 units, only three were manuals, showing just how rare the option had become.

Now, as Ferrari shifts focus from pure speed to driving pleasure, the return of the gated manual could mark a new chapter — one that blends heritage, emotion, and craftsmanship in a way only Ferrari can.

According to reports, Sean Hanley, Toyota Australia’s Vice President of Sales and Marketing, reaffirmed the brand’s dedication to delivering enthusiast-oriented vehicles. Hanley expressed confidence in the ongoing demand for cars that prioritise driving engagement, especially those powered by internal combustion engines with manual gearboxes.

“There is still room to satisfy dyed-in-the-wool performance car lovers,” Hanley said, emphasising that combustion engines and manual transmissions “will be around for a long, long time.”

Hanley made it clear that Toyota’s performance-oriented GR sub-brand will continue to lead the charge in this space. With an existing portfolio already offering several manual-equipped models, GR remains the natural home for future petrol-powered performance cars. Hanley hinted at exciting developments within the GR lineup, referencing the Yaris M Concept, which features a mid-engine configuration. This concept has fuelled speculation that Toyota could soon revive the legendary MR2, signalling perhaps the most promising indication of its return in recent years.

Despite aligning himself firmly with traditional performance enthusiasts and their love for the familiar “snap, crackle and pop” of combustion-powered cars, Hanley acknowledged that Toyota is also preparing for a future beyond petrol. He confirmed that the GR division will eventually produce electrified performance models, noting that high-performance EVs are inevitable. However, he stopped short of offering specific timelines or details for such vehicles.

Beyond electrification, Toyota is also exploring hydrogen as an alternative path for the future of enthusiast driving. Hanley highlighted the potential of hydrogen-powered internal combustion engines, which retain the mechanical character that many drivers cherish while significantly reducing carbon emissions. Toyota, alongside brands such as BMW, Hyundai, and Honda, has been at the forefront of hydrogen fuel cell development. However, Toyota is also pushing the boundaries of hydrogen combustion technology.

A notable example of this innovation is the GR Corolla H2 Concept, a hydrogen-powered race car equipped with a manual transmission. This prototype uses a liquid hydrogen fueling system, which offers faster refuelling times compared to gaseous hydrogen but presents unique challenges, particularly with storage and transport due to the extreme conditions required to maintain liquid hydrogen at temperatures below -253 degrees Celsius.

While Toyota remains committed to developing future electric and hydrogen-powered performance vehicles, Hanley stressed that the appeal of traditional manual, petrol-powered sports cars will not fade anytime soon. With the GR division leading the way, Toyota aims to keep the spirit of driving alive while simultaneously paving the road toward alternative, sustainable performance solutions.

Hallmark highlighted the importance of developing multiple variants for each model, ensuring differentiation beyond simple colour and trim updates. “For a true, purist sports car experience, we need a manual,” he stated, hinting at potential future offerings. Aston Martin’s last manual transmission was featured in the limited-edition Valour and Valiant models, while the 2019 Vantage AMR was the most recent standard production manual model. Hallmark sees strong demand for manual sports cars, as demonstrated by the success of the Porsche 911 GT3 and S/T.

Expanding Model Variants and Performance Enhancements

Hallmark’s strategy includes introducing models with distinct mechanical characteristics, such as varied suspension tuning and increased power. He even suggested a possible road-legal version of an existing race car. However, certain variants may be region-specific. While he acknowledges that some immediate updates will focus on aesthetic enhancements, more substantial changes will take 12 to 18 months due to required certifications.

For the DBX SUV, Hallmark envisions a more luxurious version, addressing its relative lack of refinement at lower speeds compared to competitors. However, he has no intention of transforming it into a Rolls-Royce Cullinan rival. Meanwhile, the DB12, Vantage, and Vanquish will lean further into their sporting potential, reinforcing Aston Martin’s performance-driven identity.

Enhanced Customisation and Business Transformation

Beyond new models, Hallmark aims to expand Aston Martin’s customisation options. Early in his tenure, he commissioned a competitive analysis of personalisation offerings, leading to plans for a more extensive options list. Customers can expect these expanded choices in the coming months.

Hallmark is also focused on streamlining the business to enhance efficiency and profitability. “Aston Martin has immense potential. We need to transition from a high-potential company to a high-performance one,” he stated. “Personalisation, derivatives, and operational efficiencies will drive revenue, but we also need to be leaner and more productive.”

In 2024, enthusiasts rallied to support the manual variants, with Volkswagen reporting substantial year-over-year sales increases of 48.6% for the GTI and 29.6% for the Golf R. Of these, 41% of GTIs and an impressive 52% of Golf Rs sold were equipped with the six-speed manual, reflecting a meaningful rise from 2023 figures of 38% and 45%, respectively. This resurgence in manual transmission sales highlights the passionate dedication of U.S. drivers who favour a more engaged driving experience.

Despite strong U.S. demand, Volkswagen’s decision to discontinue manual transmissions was influenced by global trends. Worldwide, the preference for manual gearboxes has waned, with the added cost of adapting them to meet stricter Euro 7 emissions standards further justifying the move toward automatics. Streamlining production became the logical step for Volkswagen in a rapidly evolving market.

For U.S. drivers mourning the loss, there is a glimmer of hope. The Jetta GLI retains its six-speed manual transmission, standing as the last Volkswagen offering this option in the country. Manual Jetta GLI sales experienced notable growth, rising 38% year-over-year in 2024, following a 33% increase in 2023. While the GLI doesn’t fully replicate the dynamic flair of the GTI, it remains a compelling choice for enthusiasts seeking a manual option in Volkswagen’s lineup.

This transition is emblematic of broader shifts within the automotive industry. SUVs dominate Volkswagen’s global sales, comprising 47% of deliveries in 2024, with the Tiguan maintaining its position as the brand’s bestseller. Simultaneously, Volkswagen’s focus on electrification continues to expand, with 383,100 battery-electric vehicles delivered globally, including the popular ID.3 and ID.4 models.

While the discontinuation of manual GTIs and Golf Rs signals the end of an era, the strong sales of manual models in 2024 demonstrate that the demand for driver-focused cars persists. For now, the manual Jetta GLI provides solace to enthusiasts, and perhaps Volkswagen will find innovative ways to cater to this passionate audience in the future.

The increased manual adoption coincides with changes to the Supra lineup. Toyota phased out the automatic-only, four-cylinder base model partway through 2024, potentially influencing the manual take rate. With the entry-level Supra no longer available, buyers seeking a purist driving experience gravitated toward the manual-equipped, six-cylinder models.

GR Supra Manual Success Mirrors Broader Trends

The GR Supra wasn’t Toyota’s only sports car to see strong manual sales. The GR86, a staple among driving purists, saw 53% of its 11,426 units sold with a manual transmission, equating to 6,056 vehicles. Even the manual Toyota Tacoma pickup made its mark, with 3,856 units accounting for 2% of the model’s total sales of 192,813.

These numbers reflect a broader trend: while manuals may be a niche choice, they hold a strong appeal for a dedicated subset of drivers.

Future of the GR Supra and Manual Enthusiasm

Toyota has yet to reveal its plans for the Supra in the U.S., but the model’s mechanical twin, the BMW Z4, is confirmed to end production soon. The recent launch of the “Final Edition” Supra in Japan and Europe, featuring increased power, upgraded suspension, and a six-speed manual as standard, has fueled speculation about the Supra’s next chapter.

Hints of a potential sixth-generation Supra—dubbed the Mk6—have fans hopeful for the model’s continuation, possibly with an even greater emphasis on driver-focused features.

As the industry shifts toward electrification, Toyota’s strong manual sales for the GR Supra, GR86, and Tacoma suggest there’s still a place for analogue driving experiences, even in a rapidly changing automotive landscape. For now, the GR Supra stands as a testament to the enduring appeal of a clutch pedal and the joy of a hands-on connection between car and driver.

Power and Precision

The Carrera T derives its power from Porsche’s 3.0-litre six-cylinder twin-turbo boxer engine, producing 394PS and 450Nm of torque. Equipped with the Sport Chrono Package as standard, the 911 Carrera T can sprint from 0-100 km/h in 4.5 seconds (4.7 seconds in the cabriolet) and reaches a top speed of 295km/h (293km/h for the cabriolet). Its lightweight design, aided by reduced insulation and full bucket seats, trims the weight down to 1,478 kilograms, making it over 40 kg lighter than the standard 911 Carrera.

Enhanced Handling and Chassis Dynamics

The Carrera T benefits from Porsche’s rear-axle steering as standard, allowing for sharper cornering and increased stability. Its adaptive sports suspension, lowered by 10 mm, is precisely tuned for a sportier ride, while anti-roll bars at the front and rear further improve handling. Fitted with 20/21-inch Carrera S light alloy wheels, the car is optimised for responsiveness.

Distinctive Styling

Exterior details, including accents in Vanadium Grey and a redesigned spoiler lip borrowed from the Carrera GTS, set the Carrera T apart. Colour choices span from Porsche’s unique Legends and Dreams palettes, along with bespoke options through Porsche’s Paint to Sample programme. Inside, the Carrera T features black trim, contrasting stitching, and a dashboard stopwatch from the Sport Chrono Package, evoking classic Porsche styling.

Interior Exclusivity

For added refinement, Porsche offers the Carrera T design package, introducing Gentian Blue accents across the car’s interior, seat belts, and headrests. The cabin’s sporty aesthetic is completed with a walnut gear knob and tartan-patterned seat centres, while the standard GT sports steering wheel includes a mode switch for added versatility. Seat choices include the standard four-way adjustable sports seats, with options for Adaptive Sports Seats Plus or lightweight full bucket seats.

By prioritising dynamic performance and offering unique customisation options, the new Porsche 911 Carrera T brings a distinctly purist experience for drivers, making it an ideal choice for those who value the essence of driving.

Key Features and Specifications:

• Engine and Performance:
  • Pagani V12 Engine: The Huayra Epitome is powered by a formidable Pagani V12 engine.
  • Power Output: It delivers 864hp and 1,099Nm of torque.
  • Transmission: The car features a seven-speed manual gearbox by Xtrac, offering a pure mechanical driving experience.

• Collaborative Customisation:
  • The Huayra Epitome’s creation was a collaborative effort with the commissioning client, aiming to encapsulate elegance and peak performance.
  • Bespoke Elements: Custom front and rear bumpers, exclusive light clusters, and a rear hood with an integrated wing were tailored to the client’s specifications.

• Advanced Features:
  • Suspension and Aerodynamics: Advanced suspension and aerodynamic features ensure exceptional handling, enabling drivers to explore the car’s capabilities safely and comfortably.
  • Lightweight Components: The vehicle includes a lightweight titanium exhaust system and forged aluminum alloy wheels, inspired by the client’s Imola Coupé.

• Design and Craftsmanship:
  • Exterior Design: The car’s aerodynamic profile is meticulously designed to blend performance with aesthetics.
  • Interior Luxury: The interior reflects the highest level of luxury, crafted with attention to every detail to provide a unique and opulent driving environment.

The Pagani Huayra Epitome stands as a testament to bespoke automotive artistry, combining high performance with personalised luxury to create a hypercar that is truly one-of-a-kind.

The Civic RS Prototype comes with a striking full-black livery, contributing to its stealthy and sporty appearance. The redesigned front bumper with sharper surfacing and slimmer side intakes stands out, complemented by red RS emblems on both ends for added contrast against the black paint. While maintaining the bodywork and alloy wheels from the standard Civic Hatchback, the visual enhancements give the new trim a softer, Type R-inspired look.

In the US market, the Honda Civic is already available with a six-speed manual gearbox, but Japanese customers are currently limited to the CVT automatic transmission. In our market, we have the 1.5L turbocharged RS with the CVT and the 2.0L e:HEV RS with an e-CVT. However, Honda has announced that the manual-equipped Civic RS will launch in Japan in the fall of 2024.

While the company has not provided details about the powertrain, it is likely to feature the non-electrified turbocharged 1.5-litre gasoline engine. Additionally, Honda has hinted at “further refinements to the joy of driving,” suggesting a revised chassis setup to complement the sportier aesthetics.

The Japanese-spec Civic RS is expected to align with the US-spec Civic Si in terms of performance features. The US model includes a limited-slip differential, rev-matching technology, stiffer springs, revised dampers, thicker stabiliser bars, larger brakes, and a turbocharged 1.5-litre engine producing 200hp. The introduction of the manual-equipped Civic RS in Japan reflects Honda’s commitment to offering diverse options for driving enthusiasts.