NEW CARS

2026 Mercedes-Benz C-Class Facelift Revealed

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Mercedes-Benz has comprehensively updated its C-Class family for 2026, bringing sharper styling, upgraded interiors, new-generation infotainment, more sophisticated driver assistance technology and an extensively revised range of electrified petrol and diesel engines.

The new Mercedes-Benz C-Class Saloon and Estate continue the formula that has made the model one of the German brand’s most important cars, but the latest version takes a significant step forward in digital technology and electrification.

Ordering for all engine variants begins on August 18, 2026. In Germany, the new C 200 Saloon starts at €41,045 excluding VAT, or €48,844 including VAT.

Mercedes-Benz says the latest C-Class represents its most comprehensive technical upgrade yet, while retaining the athletic proportions, premium interior and long-distance comfort that have defined the model.

Since its introduction in 1982, the C-Class has become one of Mercedes-Benz’s best-known nameplates, with more than 12 million vehicles sold worldwide.

Sharper Mercedes-Benz C-Class Design for 2026

The 2026 Mercedes-Benz C-Class receives a substantial visual update, although Mercedes-Benz has deliberately avoided turning the car into something unrecognisable.

The familiar C-Class silhouette remains, but the front end is considerably more expressive. A redesigned radiator grille features a stronger vertical orientation, hot-stamped Mercedes stars and a chrome surround incorporating an LED light guide.

Depending on the market, the central Mercedes star can also be illuminated.

New headlamps feature a distinctive star-shaped daytime running light signature, while the rear lighting design continues the theme with star graphics on the Saloon.

A high-gloss black element visually connects the grille with the headlights, creating a wider and more integrated appearance.

The bumpers have also been redesigned, with more pronounced contours and sharper surfaces that give the car a more athletic stance. New wheel designs range from 17 to 19 inches, including two new 19-inch AMG wheels.

Two new exterior colours join the range: Lavender Silver Metallic and Moody Sky Grey Metallic.

For buyers looking for a more aggressive appearance, Mercedes-Benz is also introducing the AMG Line Plus for the C-Class. It adds features including a high-gloss black spoiler lip and tailpipe trim, the Night Package, sports seats, red stitching and red seat belts.

Mercedes C-Class Interior Gets a Major Digital Upgrade

Inside, the 2026 Mercedes-Benz C-Class continues the brand’s move toward a highly digital cabin while retaining physical controls for important functions.

The dashboard incorporates a 12.3-inch digital instrument cluster and an 11.9-inch portrait-format central display. The touchscreen appears to float above the dashboard trim and serves as the primary interface for infotainment and vehicle functions.

The new multifunction steering wheel has been redesigned for easier operation. Rocker switches control functions such as the limiter and DISTRONIC, while a roller is used for volume control.

Mercedes-Benz has also expanded the range of interior finishes and upholstery. New trim options include light open-pore birch wood, anthracite birch wood and high-gloss silver metal mixed fabric.

New upholstery colours include Beech Brown and Cherry Red, while Nappa leather options receive additional detailing.

The result is an interior that aims to combine the sporty character of the C-Class with a more luxurious atmosphere inspired in part by the larger S-Class.

MB.OS and AI Turn the C-Class Into a Connected Car

One of the biggest changes for the new Mercedes-Benz C-Class is hidden in its software.

The car now uses Mercedes-Benz Operating System, or MB.OS, as the central software architecture. Among its key advantages is the ability to receive over-the-air updates for numerous vehicle functions.

That means the C-Class can receive software improvements after it has left the showroom rather than relying exclusively on traditional workshop updates.

The fourth-generation MBUX infotainment system is another major highlight.

Mercedes-Benz has introduced its AI-powered MBUX Virtual Assistant, which combines technologies from ChatGPT, Microsoft Bing and Google Gemini. The system uses a multi-agent approach designed to select the appropriate AI technology depending on the task.

Rather than simply responding to isolated voice commands, the MBUX Virtual Assistant is designed to maintain conversational context.

Drivers can ask questions about destinations, parking, weather and other everyday subjects, while the system can also help identify music or podcasts based on the conversation.

The assistant can even provide information such as current stock prices, currency conversions and skiing conditions.

For drivers, the important change is that voice interaction is becoming less like issuing commands to a machine and more like having a conversation with a digital assistant.

Google Maps Comes to the Mercedes-Benz C-Class

Navigation has also been significantly upgraded.

The new C-Class uses Google Maps-based navigation as part of the Mercedes-Benz and Google partnership. The system integrates navigation information with MBUX and the new Google Cloud Automotive AI Agent.

This allows drivers to ask conversational questions about destinations and points of interest.

Searching for parking spaces and charging stations can also be integrated into the conversation, including information about availability where supported.

Mercedes-Benz has additionally introduced MBUX Surround Navigation, which combines navigation information with a real-time 3D representation of the surrounding environment.

The system can display vehicles, bicycles, motorcycles and pedestrians, helping the driver understand what the vehicle’s sensors and assistance systems are detecting.

Augmented-reality navigation, previously associated with Mercedes-Benz’s larger models including the S-Class and EQS, is now available for the C-Class as well.

More Advanced Driver Assistance Technology

The new C-Class can be equipped with up to 10 cameras, five radar sensors and 12 ultrasonic sensors.

These systems provide the hardware foundation for Mercedes-Benz’s latest MB.DRIVE assistance functions.

Depending on specification, the technology can assist with steering, braking, acceleration, lane keeping and maintaining a safe distance from other vehicles.

MB.DRIVE ASSIST with Lane Change Assist can perform an automatic lane change following a simple activation of the indicator stalk.

MB.DRIVE ASSIST PLUS adds additional support for complex traffic situations, including assistance when approaching stop signs and red traffic lights.

Mercedes-Benz is also offering parking technology capable of detecting suitable spaces and assisting with parking and unparking.

A new Reverse function can automatically retrace part of a route previously driven forward, under suitable conditions. This could be particularly useful on narrow roads or in situations where turning around is impossible.

Trailer Manoeuvring Assist is also available, providing steering assistance when reversing with a trailer.

Mercedes C-Class Engines: Mild Hybrid Petrol and Diesel Power

The 2026 Mercedes-Benz C-Class continues to offer customers a choice between petrol, diesel and plug-in hybrid powertrains.

Mercedes-Benz has extensively developed its combustion engines, with efficiency, performance and future emissions compliance among the priorities.

All combustion engines use the second-generation integrated starter-generator, known as ISG 2.0. The 48-volt system can provide up to 17 kW of additional power and 205 Nm of additional torque.

The technology also enables functions such as coasting and energy recuperation.

Mercedes C 200

The C 200 uses a two-litre four-cylinder petrol engine producing 130 kW, equivalent to 177 hp, and 270 Nm of torque.

Mercedes C 250

The C 250 increases output to 160 kW, or 218 hp, with 320 Nm of torque.

Mercedes C 300

At the top of the regular petrol range, the C 300 produces 190 kW, or 258 hp, and 400 Nm of torque.

The M 254 EVO engine features a new electrically driven auxiliary compressor. Mercedes-Benz says the system helps reduce the effects of turbo lag by providing additional boost at low engine speeds.

The result should be more immediate acceleration when pulling away, accelerating out of corners or making overtaking manoeuvres.

Mercedes C-Class Diesel Still Has a Place

Despite the industry’s accelerating shift toward electrification, Mercedes-Benz is keeping diesel power in the C-Class range.

The updated OM 654 EVO four-cylinder diesel engine is available with 120 kW, or 163 hp, and 147 kW, or 200 hp.

The engine uses variable-turbine-geometry turbocharging and 2,200-bar common-rail direct injection.

Mercedes-Benz also states that the diesel powertrain is compatible with HVO100, B10 and B20 biofuels.

The continued availability of diesel gives the C-Class an important advantage for customers covering large distances, particularly on motorways and long business trips.

Mercedes C 400 e Plug-In Hybrid Offers Up to 100 km of Electric Range

The most significant electrification option is the updated plug-in hybrid system.

The Mercedes C 400 e 4MATIC is available in both Saloon and Estate body styles, combining a four-cylinder petrol engine with an electric motor.

Total system output reaches 290 kW, equivalent to 395 hp, while system torque peaks at 650 Nm.

The plug-in hybrid system uses a 19.53-kWh usable battery, providing up to 100 kilometres of electric range according to the WLTP cycle.

That makes the C 400 e particularly interesting for drivers who can charge at home and want to complete most daily commuting without using the combustion engine.

Charging is possible at up to 11 kW using AC charging, while DC fast charging is available at up to 55 kW.

The combination of electric commuting capability and a combustion engine for longer journeys gives the C 400 e a flexible alternative to both conventional petrol cars and fully electric vehicles.

Improved Mercedes-Benz C-Class Chassis and Rear-Axle Steering

Mercedes-Benz has also revised the C-Class suspension with a focus on sharper handling without sacrificing ride comfort.

A stiffer connection and revised adjustable damping are designed to reduce body movement and improve steering response.

The front axle uses four links per side, while the rear features a five-link multi-link suspension arrangement.

One of the C-Class’s standout chassis technologies remains rear-axle steering.

The system can turn the rear wheels by up to 2.5 degrees and reduces the turning circle by 43 centimetres, down to 10.64 metres.

At speeds below 100 km/h, the rear wheels turn in the opposite direction to the front wheels, effectively making the car more manoeuvrable.

Above 100 km/h, the rear wheels turn in the same direction as the front wheels. This effectively lengthens the wheelbase and improves stability during high-speed driving and rapid lane changes.

For a midsize luxury sedan, it is an impressive combination of agility and high-speed composure.

The 2026 C-Class Is Quieter Than Before

Mercedes-Benz has also focused heavily on refinement.

The C-Class Saloon has a drag coefficient from 0.24, while the Estate achieves from 0.26.

Aerodynamic improvements reduce wind noise, while redesigned exterior mirrors use acoustically optimised mounting points.

Additional sealing around the windscreen, improved insulation and changes to the exhaust mounting system further reduce unwanted noise and vibration.

The objective is simple: make the C-Class feel quieter and more relaxed during long-distance driving.

That remains important because the C-Class continues to compete not only on technology and performance, but also as a premium long-distance car.

Mercedes C-Class Estate Adds 1,510 Litres of Cargo Space

The C-Class Estate remains the practical choice for buyers who need additional cargo capacity.

The luggage compartment provides 490 litres of space with the rear seats in place.

Fold the rear seats down and capacity increases to 1,510 litres.

The rear bench is split 40:20:40, allowing owners to carry longer objects while retaining seating for passengers.

An EASY-PACK tailgate is standard and can be operated using the vehicle key, a switch in the driver’s door or the tailgate release.

For families, business users and customers who regularly travel with sporting equipment or luggage, the Estate remains one of the most versatile versions of the C-Class.

Burmester 3D Audio and a More Luxurious Cabin

Mercedes-Benz has upgraded the optional Burmester 3D Surround Sound System.

The system now features Dolby Atmos, 15 speakers and a 710-watt amplifier.

Drivers can adjust the 3D effect across ten levels, while sound can be focused toward either the front or rear seats.

An automatic function uses seat-belt detection to optimise the sound distribution according to vehicle occupancy.

The interior also features an extensively configurable ambient lighting system.

Up to 64 colours and ten colour worlds are available, with illuminated elements extending across the dashboard and doors.

The lighting can also respond to certain vehicle functions. For example, the ambient lighting can provide visual feedback when the climate-control temperature is changed, while Active Blind Spot Assist can use red illumination in the door handles to warn occupants of approaching traffic.

Comfort Technology Goes Beyond the Basics

The new C-Class can be equipped with optional multi-contour front seats featuring inflatable side bolsters, four-way lumbar adjustment and massage functions.

Mercedes-Benz also offers the AIR-BALANCE Package, combining interior fragrance technology with air filtration and ionisation.

Together with the upgraded sound system, ambient lighting and new upholstery choices, these features reinforce Mercedes-Benz’s effort to make the C-Class feel less like a conventional midsize sedan and more like a private lounge.

DIGITAL LIGHT Gets More Powerful

The optional next-generation DIGITAL LIGHT system also receives an upgrade.

Its new micro-LED technology and high-performance chip expand the high-resolution illumination field by around 40 percent while reducing energy consumption by up to 50 percent compared with the previous system.

The system can dynamically adjust the ULTRA RANGE high beam and use partial high-beam functions to improve visibility without unnecessarily dazzling other road users.

Cornering illumination can also adapt to the road ahead.

It is another example of how Mercedes-Benz is increasingly integrating lighting, sensors and software into a single vehicle system.

2026 Mercedes-Benz C-Class: A Familiar Formula With Much More Technology

The new Mercedes-Benz C-Class does not attempt to reinvent one of the company’s most established nameplates.

Instead, Mercedes-Benz has taken a different approach: refine the design, improve the chassis, expand electrification and transform the car’s software capabilities.

The result is a C-Class that remains recognisable while becoming significantly more digital.

The 2026 model combines mild-hybrid petrol and diesel engines with a powerful plug-in hybrid option, while technologies such as MB.OS, the AI-powered MBUX Virtual Assistant, Google Maps navigation, augmented reality and advanced driver assistance systems push the car further into the software-defined era.

At the same time, Mercedes-Benz has retained the qualities that made the C-Class successful in the first place: elegant styling, rear-wheel-drive-based dynamics, long-distance comfort, premium materials and a broad range of body and powertrain choices.

With orders opening on August 18, 2026, the new Mercedes-Benz C-Class is entering the market at a time when premium car buyers have more choices than ever.

Rather than abandoning the traditional luxury combustion-engine formula, Mercedes-Benz is attempting to modernise it.

And that may ultimately be the most important story behind the new C-Class: this is not a revolution in name or identity, but a major technological evolution of one of Mercedes-Benz’s most important models.

2026 Mercedes-Benz C-Class key specifications at a glance

  • Body styles: C-Class Saloon and Estate
  • C 200: 177 hp, 270 Nm
  • C 250: 218 hp, 320 Nm
  • C 300: 258 hp, 400 Nm
  • C 400 e 4MATIC: up to 395 hp and 650 Nm
  • C 400 e battery: 19.53 kWh usable
  • Plug-in hybrid electric range: up to 100 km WLTP
  • AC charging: up to 11 kW
  • DC charging: up to 55 kW
  • Rear-axle steering: up to 2.5 degrees
  • C-Class turning circle: 10.64 metres
  • Estate cargo capacity: 490 to 1,510 litres
  • Central display: 11.9 inches
  • Digital instrument cluster: 12.3 inches
  • Optional Burmester system: 15 speakers, 710 watts, Dolby Atmos
  • Ordering opens: August 18, 2026
  • German starting price: €48,844 including VAT for the C 200 Saloon

Source: Mercedes-Benz

NEW CARS

Porsche Flachbau RS

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Porsche has revealed one of its most extraordinary modern one-off creations: the Porsche Flachbau RS, a radically transformed 911 GT2 RS developed through the brand’s exclusive Sonderwunsch programme in collaboration with Manthey.

Based on a virtually new 2018 Porsche 911 GT2 RS Type 991.2 with the Weissach Package, the Flachbau RS combines the brutal performance of Porsche’s most extreme 991-generation 911 with a dramatically redesigned body inspired by the legendary Porsche 935/78 Le Mans racing car, famously known as “Moby Dick.”

The result is a road-legal collector’s car that looks unlike any standard 911 GT2 RS.

The project took almost three years to complete and involved specialists from Porsche Sonderwunsch, Style Porsche, Porsche Motorsport, Weissach development and Manthey. Despite the extensive transformation, the original powertrain was retained.

More importantly, Porsche says the finished car is 31.6 kilograms lighter than the already highly weight-optimised 911 GT2 RS Weissach.

The Flachbau Returns to Porsche

The name Flachbau has a special place in Porsche history.

Also known as “slantnose”, the Flachbau design first became famous in the 1980s when Porsche offered a heavily modified version of the 911 Turbo Type 930. Instead of the traditional 911 front end, the car featured dramatically reshaped front wings and pop-up headlights.

The design was heavily influenced by Porsche’s successful 935 racing cars.

Between 1982 and 1989, Porsche sold 948 examples of the modified 911 Turbo. Even when later conversions are considered, genuine Flachbau models remain among the rarest versions of the classic 911.

That history makes the new Flachbau RS particularly significant.

Porsche had already fuelled speculation in May 2025 when it registered the names “Flachbau” and “Flachbau RS” with the European Patent Office. The reason for those registrations has now become clear.

They were connected to this remarkable factory one-off.

A Modern Interpretation of the Porsche 935 Moby Dick

The design responsibility for the Flachbau RS was given to Grant Larson, the Porsche designer who has since retired.

That choice was particularly appropriate because Larson was also responsible for the modern Porsche 935 unveiled in 2018 to celebrate the 70th anniversary of the legendary racing car.

For the Flachbau RS, the goal was not simply to recreate the 935/78.

Instead, Porsche wanted to reinterpret its most recognizable design elements for a modern road-going 911.

The result is an aggressive front end with significantly lower front wings, new aerodynamic openings and an unusual headlight arrangement that immediately separates the Flachbau RS from the standard GT2 RS.

The inspiration from the famous “Moby Dick” is especially visible in the U-shaped graphic on the bonnet.

Grand Prix White Meets Exposed Carbon Fibre

The Flachbau RS is finished in Grand Prix White, one of Porsche’s most iconic colours.

The shade was specially developed for this particular car, with Porsche using a historic Grand Prix White 911 from its own collection as the colour reference.

The white bodywork is contrasted with matt black elements and exposed carbon fibre.

One of the most distinctive features is the bonnet and roof graphics. Unlike the standard GT2 RS design, the stripes have been inverted, creating a strong visual contrast.

A central stripe and the U-shaped element are made from black exposed carbon fibre and surrounded by Grand Prix White.

The rear-wheel aerodiscs are also painted white, while the brake calipers are finished in deep black.

It is a colour combination that deliberately mixes Porsche’s racing heritage with the technical appearance of a modern GT car.

The Most Important Change Is at the Front

The defining feature of the Porsche Flachbau RS is, of course, its new front end.

The front wings are considerably lower and feature slatted air outlets designed to vent the wheel arches and reduce air pressure.

Because the new bodywork changes the shape of the front wings, Porsche also had to modify the fuel filler flap and its underlying mechanism.

The front bumper was completely redesigned as well.

Small black aerodynamic flaps developed with Manthey add another layer of visual aggression while contributing to the car’s aerodynamic performance.

But perhaps the most fascinating part of the redesign is the lighting system.

Instead of the conventional round headlights of the 911 GT2 RS, the Flachbau RS uses three slim LED elements arranged vertically.

The high beam, low beam and daytime running light are stacked above one another.

The low- and high-beam units are each less than four centimetres tall, while the daytime running light is less than two centimetres high.

The result is a distinctive face that combines the low-slung appearance of the original Flachbau with modern LED technology.

A New Rear Wing Inspired by the 911 GT3 R Rennsport

The front of the car may be inspired by the 935, but the rear wing comes from another part of Porsche’s motorsport world.

The massive rear wing features S-shaped supports inspired by the Porsche 911 GT3 R Rennsport Type 992.

On the Flachbau RS, however, the wing sits approximately five centimetres higher.

The wing can be manually adjusted into three different positions, allowing the driver to alter the aerodynamic balance depending on the intended use.

According to Porsche, the aerodynamic performance is improved compared with a 911 GT2 RS equipped with the Manthey Kit and using the corresponding wing settings.

At 340 km/h in the High Downforce setting, the Flachbau RS generates exactly 554 kg of downforce on the rear axle.

The wing adjustment mechanism and position markings are also protected by patent.

Manthey Aerodynamics Take the GT2 RS Even Further

The Flachbau RS is more than a visual exercise.

Manthey’s aerodynamic expertise plays a major role in the car’s transformation.

A redesigned front splitter works together with the underbody components and rear diffuser from the Manthey Kit to improve aerodynamic performance.

At the rear, carbon-fibre aerodiscs reduce aerodynamic drag while maintaining the aggressive motorsport-inspired appearance.

The combination of the new bodywork, underbody aerodynamics and large rear wing gives the Flachbau RS a substantially different aerodynamic character from a standard 911 GT2 RS.

And Porsche did not simply install the parts and send the car to its owner.

The entire package went through an extensive engineering and validation programme.

Nearly 32 Kilograms Lighter Than the GT2 RS Weissach

Weight reduction was another major objective.

That is especially impressive because the starting point was already a 911 GT2 RS with the Weissach Package, a car designed from the beginning to minimise weight.

Nevertheless, Porsche managed to remove 31.6 kg from the vehicle.

A significant part of the weight reduction came from the interior.

The Porsche Communication Management system was removed and replaced by a leather-trimmed storage compartment.

The audio system was deleted, while sound insulation, carpeting and other interior materials were substantially reduced or removed.

The rear section of the cabin has been transformed into something much closer to a racing car.

Instead of a conventional finished interior, various components are exposed and painted in Grand Prix White.

Carbon-fibre trim is used selectively, while parts of the newly arranged wiring harness remain visible beneath protective sheathing.

Even unnecessary wiring was removed in the pursuit of weight savings.

A Racing Interior for a Road-Legal Car

The front section of the cabin retains much of the original red Alcantara, black leather and exposed-carbon look of the GT2 RS.

Behind the seats, however, the philosophy changes dramatically.

The interior becomes deliberately spartan.

The carbon-fibre bucket seats feature “Flachbau RS” embroidery, with a stylised outline of the Nürburgring Nordschleife positioned behind the lettering.

On the passenger side of the dashboard sits a gold-coloured Sonderwunsch badge.

A dedicated plaque carries the inscription:

“Factory One-Off 2026 | Flachbau RS”

Even mandatory road-car equipment has been reconsidered.

The conventional mounting points for items such as the warning triangle and towing eye were removed. Instead, these components are stored in a removable emergency box.

When the car is used on a circuit, the box can be taken out to save additional weight.

Porsche Had to Prove the Flachbau RS Was Safe

Creating a one-off body for a high-performance road car is considerably more complicated than simply designing new panels.

Porsche carried out extensive digital validation before approving production.

The engineering process included simplified crash simulations, airbag deployment validation and detailed structural analysis.

One of the most important areas of investigation was the enormous rear wing and the forces it generates at high speed.

Porsche also used Computational Fluid Dynamics (CFD) to analyse and optimise the car’s aerodynamic characteristics.

Only after the virtual validation process had been completed did Porsche approve the production of new tooling for the redesigned components.

Three Test Cars and 50 Nürburgring Laps

The validation process continued with physical testing.

The new rear wing was subjected to extreme vibrations on a hydropulse test rig designed to simulate the stresses experienced during road use.

Its static load capacity was also tested using sandbags.

Porsche ultimately built three test vehicles for the development programme.

These cars underwent lighting and wind-tunnel testing, real-world road testing and extensive durability testing.

Testing included numerous runs at Mendig airfield, endurance work at Porsche’s Weissach facility and 50 laps of the Nürburgring-Nordschleife.

In total, Porsche says the testing simulated a load on the rear wing equivalent to approximately 150,000 kilometres of customer use.

That level of testing illustrates how seriously Porsche approached the transformation.

The Flachbau RS may be a single road-legal collector’s car, but Porsche wanted it to meet the company’s standards for safety, durability and performance.

Tested by Lars Kern at the Nürburgring

Porsche test driver Lars Kern was among those responsible for evaluating the finished car on the Nürburgring.

The Nordschleife is particularly useful for assessing aerodynamic stability because of its combination of high-speed sections, elevation changes and complex corners.

According to Kern, the Flachbau RS remained stable and precise even at extremely high speeds.

That is an important achievement considering how extensively the original GT2 RS bodywork was modified.

The testing was not simply about proving that the car could survive.

It was about making sure that the new aerodynamic concept behaved predictably at the limit.

The Prototype That Became an Internet Sensation

Before Porsche officially revealed the Flachbau RS, the project had already attracted attention.

A camouflaged slantnose prototype was spotted testing at the Nürburgring, where videos quickly appeared on social media.

Those videos reportedly generated more than 100,000 views within just a few hours.

For Porsche enthusiasts, the unusual silhouette was immediately intriguing.

A modern 911 GT2 RS with a dramatically reshaped front end was clearly something different, and the appearance of the prototype only intensified speculation surrounding the Flachbau and Flachbau RS trademarks.

Now the mystery has been solved.

Porsche Flachbau RS Specifications at a Glance

  • Base car: Porsche 911 GT2 RS Type 991.2
  • Model year of base car: 2018
  • Package: Weissach Package
  • Programme: Porsche Sonderwunsch
  • Development partner: Manthey
  • Design: Grant Larson
  • Exterior colour: Grand Prix White
  • Inspiration: Porsche 935/78 “Moby Dick”
  • Rear wing inspiration: Porsche 911 GT3 R Rennsport
  • Weight reduction: 31.6 kg
  • Top speed: 340 km/h
  • Rear-axle downforce at 340 km/h: 554 kg in High Downforce setting
  • Rear wing positions: Three
  • Test vehicles: Three
  • Nürburgring testing: 50 laps
  • Simulated rear-wing durability: Approximately 150,000 km
  • Production: Factory one-off
  • Road legal: Yes

A 911 GT2 RS Unlike Any Other

The Porsche Flachbau RS is not simply another special-edition 911.

It is a demonstration of what happens when Porsche’s Sonderwunsch programme is given almost unrestricted creative and engineering freedom.

The starting point was already one of the most extreme road-going 911s ever produced: the 991.2-generation GT2 RS with the Weissach Package.

From there, Porsche transformed the car’s identity.

The traditional 911 silhouette was replaced by a modern interpretation of the Flachbau design. The front end pays tribute to the 935/78 Moby Dick, the rear wing draws inspiration from the 911 GT3 R Rennsport, and Manthey’s aerodynamic expertise adds genuine functional performance.

Most importantly, the project retains the spirit of Porsche’s motorsport heritage without turning the car into a mere historical replica.

It is a modern Flachbau for the GT2 RS generation.

And perhaps that is what makes the Porsche Flachbau RS so fascinating: it connects three different eras of Porsche performance in a single machine—the legendary 935 of the late 1970s, the iconic Flachbau 911 Turbo of the 1980s, and the brutally fast 991.2 GT2 RS of the modern era.

For collectors, it represents something even more valuable.

There is only one.

Source: Porsche

NEW CARS

Bugatti Destrier Is the Shortest Bugatti Ever Built

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Bugatti has revealed the Destrier, an ultra-exclusive one-off hypercar that the French marque describes as its tribute to “the most beautiful car ever built”. Drawing inspiration from the legendary Type 57SC Atlantic and using the extreme underpinnings of the Bolide, the new Destrier blends concours-level artistry with track-car engineering in what may be the brand’s most dramatic creation yet.

The Destrier continues Bugatti’s recent line of bespoke Solitaire commissions, following the FKP Hommage and the Brouillard. While those projects reinterpreted famous chapters of Bugatti history, the Destrier reaches even further back, taking direct inspiration from the Atlantic that has become one of the most celebrated automobiles in motoring history.

A modern tribute to the Bugatti Type 57SC Atlantic

The connection to the Type 57SC Atlantic goes beyond styling. The original Atlantic shared its mechanical foundations with the Type 57G “Tank” racing car, pairing competition engineering with extraordinary coachwork. Bugatti says the Destrier follows the same philosophy, using the Bolide’s carbon-fibre monocoque and mechanical package as the basis for a sculpture-like luxury hypercar.

At the heart of the Destrier sits Bugatti’s iconic 8.0-litre quad-turbocharged W16 engine, producing 1,578bhp. That places it among the most powerful production-derived hypercars ever created, even though outright performance was not the primary objective of the project.

According to Bugatti design chief Frank Heyl, the goal was to recreate the emotional impact and desirability of the Atlantic rather than chase lap times.

“The Bolide gave us the most extreme proportions we have ever created, and by freeing them from the Bolide’s relentless pursuit of downforce, we let them speak as pure sculpture,” Heyl explained.

Extreme proportions and dramatic design

The Destrier is claimed to be the shortest Bugatti ever built, standing just one metre tall. Its low-slung silhouette, long tail and sharply defined surfaces create proportions unlike any previous Bugatti road car.

A staggered wheel setup further emphasises the dramatic stance, with 20-inch wheels at the front and 21-inch wheels at the rear. Bugatti says the posture was intentionally designed to evoke the stance of a pedigree horse, reinforcing the meaning behind the Destrier name.

Freed from the Bolide’s towering aerodynamic devices, the bodywork appears cleaner and more elegant, with flowing lines that prioritise visual drama over downforce. The result is a car that looks designed for a concours lawn as much as a race circuit.

A luxury interior inspired by grand touring Bugattis

Inside, the Destrier moves decisively away from the stripped-out atmosphere of the Bolide. The central control panel replaces emergency stop and fire-extinguisher controls with ignition switches, while the cabin is trimmed in tan leather, suede and copper-thread detailing.

The materials and craftsmanship are intended to evoke the elegance of Bugatti’s historic grand tourers rather than the utilitarian feel of a racing machine. Every visible surface appears tailored to a single owner, reinforcing the car’s status as a bespoke commission rather than a series-production model.

Performance: Bolide pace without the lap-time obsession

Bugatti has not yet published official performance figures for the Destrier. However, given that it shares its engine and basic architecture with the Bolide, it is expected to deliver similar straight-line performance.

The Bolide is capable of accelerating from 0-62mph in 2.2 seconds, and the Destrier is likely to be in the same league despite its more luxury-oriented mission. Even without confirmed numbers, a 1,578bhp W16 and an ultra-light carbon-fibre structure suggest performance at the very highest level of the hypercar world.

Price and exclusivity

Official pricing has not been announced, but industry expectations place the Destrier well into eight-figure territory, making it one of the most expensive Bugattis ever created. As a unique Solitaire commission, it is effectively priceless from a collector’s perspective.

Like the Bolide, the Destrier is expected to be approved primarily for track use and concours display rather than regular road driving. Yet recent developments hint at another possibility: British engineering specialist Lanzante has already converted a Bolide for road use, suggesting that a similar transformation could theoretically be carried out for the Destrier should its owner request it.

Pebble Beach debut and future classic status

The Destrier will make its public debut at the Pebble Beach Concours d’Elegance, the world’s most prestigious collector-car event. Bugatti clearly sees the car as a future automotive artefact rather than merely a contemporary hypercar.

Heyl said he “believes Destrier will be gracing concours lawns 50 years from now,” a statement that underlines the project’s long-term ambition. In an era increasingly defined by electrification and digital technology, the Destrier stands as a celebration of hand-crafted design, mechanical excess and the enduring allure of Bugatti’s W16 era.

Why the Bugatti Destrier matters

The Destrier is not simply another ultra-fast hypercar. It represents Bugatti’s attempt to answer a much harder question: how do you build a modern car that carries the same emotional weight as the Type 57SC Atlantic?

By combining the Bolide’s extreme engineering with coachbuilt elegance, Bugatti has created a machine that prioritises beauty, rarity and craftsmanship as much as power. Whether it ever turns a wheel in anger is almost beside the point. The Destrier is designed to be admired, discussed and preserved, and on that measure it may already have secured its place in automotive history.

Source: Bugatti

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