All posts by Francis Mitterrand

News

McLaren Artura and GTS to Be Retired by 2028

McLaren is preparing for one of the biggest transformations in its modern history, with the Artura and GTS set to leave production over the next two years as the British supercar manufacturer prepares an expanded new-generation lineup.

The planned changes follow McLaren’s recently announced £500 million investment strategy, which is designed to accelerate the development of new models, powertrains and technologies. According to reports, two of the company’s three core production models will be phased out by the end of 2028.

The first to disappear will be the McLaren GTS, with production expected to wind down during 2027.

McLaren GTS Heads for Retirement

The GTS arrived in 2019 as McLaren’s answer to the growing demand for a more comfortable and spacious alternative to its hardcore mid-engine supercars. Built around a carbonfibre structure and powered by a twin-turbocharged V8, the two-seat grand tourer combined McLaren’s performance-focused engineering with greater everyday usability.

The GTS has occupied a different niche from McLaren’s traditional supercars, competing with models such as the Aston Martin DB12 and Ferrari Amalfi.

However, its successor could take McLaren in a significantly different direction.

The company has yet to reveal the precise composition of its future model range, but the front-engined architecture being developed for McLaren’s upcoming SUV could potentially underpin additional vehicles.

That raises the possibility of a future four-seat grand tourer with a more conventional front-engine layout, potentially giving McLaren a rival to cars such as the Bentley Continental GT.

Such a model would represent a significant expansion of McLaren’s product philosophy while allowing the company to move beyond the two-seat configuration that has defined much of its road-car history.

McLaren Artura Will Follow in 2028

The second major model scheduled to leave production is the McLaren Artura.

The V6 plug-in hybrid supercar is expected to remain in production until 2028, approximately six years after its original launch.

The Artura was conceived as McLaren’s response to the Ferrari 296 and represented a major technological step for the company. Its 3.0-liter twin-turbocharged V6 was paired with an electric motor and battery system, giving McLaren a combination of internal-combustion performance and electrification.

Its introduction, however, was far from straightforward.

Development problems delayed the Artura’s launch, while the global semiconductor shortage created additional challenges for production. McLaren subsequently introduced a series of technical improvements and software updates that transformed the car into a highly capable and competitive hybrid supercar.

Today, the Artura is regarded as one of the strongest performers in its segment and has become an important contributor to McLaren’s production volumes.

Although McLaren does not publish sales figures for individual models, the Artura is understood to sell in broadly similar numbers to the V8-powered 750S.

The end of Artura production therefore represents more than the retirement of a single model. It marks the conclusion of McLaren’s first major modern attempt to combine a compact combustion engine with hybrid technology in a series-production supercar.

A New McLaren Supercar Is Already Taking Shape

McLaren has not officially confirmed a direct successor to the Artura, but the company has made it clear that two-seat, rear-engined supercars will remain central to its future lineup.

The manufacturer is also developing two bespoke hybrid powertrains for its next generation of supercars.

That could allow McLaren to move beyond the traditional V6 and V8 engine configurations that have defined its current range.

McLaren COO Michael Straughan has suggested that developing its own engines gives the company greater freedom when deciding what powertrains will be used in future models.

That flexibility could become increasingly important as McLaren attempts to balance electrification, emissions regulations and the performance expectations of its customers.

Reports have already suggested that one future McLaren supercar could arrive by 2028 with a twin-turbocharged hybrid V6 producing approximately 800 lb-ft of torque.

If accurate, that would give the new car substantially more torque than the current Artura.

The reported starting price is also expected to rise significantly, potentially reaching around £230,000—approximately £30,000 more than the Artura.

However, McLaren has not officially confirmed the model, its specifications or whether it will serve as a direct Artura replacement.

The 750S Is Also Approaching the End

While the Artura and GTS have defined two important areas of McLaren’s current range, the 750S is also approaching the end of its production cycle.

The V8-powered supercar remains available to order, but its roots stretch back nearly a decade to the 720S, which itself evolved into the 750S with additional power and extensive performance upgrades.

McLaren has not announced a specific production end date for the 750S.

However, the introduction of the limited-production 788HS provides a strong indication that the current-generation V8 supercar is approaching its final chapter.

Developed as a hardcore, track-focused special edition, the 788HS combines the extreme performance expected from McLaren with the exclusivity normally associated with a model’s final production phase.

That suggests the 750S may not remain in production deep into 2027.

A New Era for McLaren

The retirement of the GTS, Artura and eventually the 750S would leave McLaren with a dramatically different lineup compared with the one it sells today.

At the same time, the company is preparing to expand beyond its traditional two-seat supercars. Its forthcoming SUV will introduce McLaren to an entirely new segment, while the development of new front-engined and hybrid architectures could create opportunities for additional models.

The most significant change, however, may be underneath the bodywork.

McLaren’s decision to develop bespoke hybrid powertrains indicates that electrification will play a central role in its next generation of performance cars without necessarily replacing the internal-combustion engine altogether.

For enthusiasts, that could mean the next generation of McLaren supercars will continue to combine high-revving combustion engines with electric assistance, but with significantly greater flexibility in engine configuration and vehicle layout.

The Artura’s retirement in 2028 would therefore be less of an ending than a transition point.

McLaren is effectively closing one chapter of its modern product strategy while preparing a broader lineup designed to compete in more segments and operate with a wider range of powertrain technologies.

With the GTS expected to disappear first, followed by the Artura and eventually the 750S, McLaren’s current model family is entering its final phase.

What replaces these cars—and how far McLaren expands beyond the traditional two-seat supercar—will determine the shape of the British manufacturer’s next decade.

Source: McLaren

News

Volvo Plans 13 New Cars by 2030, Including Saloons and Estates

Volvo is preparing the biggest product expansion in its history, with the Swedish premium automaker planning to launch 13 new cars by the end of 2030. The ambitious programme will include a combination of electric vehicles, plug-in hybrids and conventional hybrids, while marking a significant return to body styles that helped define Volvo for decades.

The new Volvo models will be developed specifically for different regions, with separate product strategies for Western markets and China. The company says this regionalised approach will allow it to respond more effectively to differences in customer preferences, electrification rates, technology requirements and trade regulations.

Perhaps the biggest surprise is Volvo’s confirmation that its future European range will include both high-body vehicles such as SUVs and low-body models, including saloons and estates.

Volvo’s biggest-ever product offensive

Volvo says it will introduce 13 new vehicles globally between now and the end of 2030, describing the programme as the “largest and most ambitious” range expansion in the company’s history.

Seven of the new models will be developed for Western markets, including Europe and the United States. These vehicles will use Volvo’s existing SPA2 and SPA3 architectures and the company’s HuginCore computing platform.

The remaining six models will be designed specifically for the Chinese market. Those vehicles will be developed in cooperation with Volvo’s parent company Geely and will use shared platforms and a dedicated Chinese technology stack.

Volvo has not yet revealed the complete list of upcoming models, but the company has provided enough information to indicate a major change in direction.

Volvo is bringing back saloons and estates

The most significant development for European buyers could be Volvo’s renewed commitment to low-body vehicles.

While SUVs have become increasingly dominant across the premium market, Volvo says its European portfolio will include a “full BEV line-up” by 2030, featuring both new high-body and low-body models.

In Volvo’s terminology, high-body vehicles include SUVs, while low-body vehicles encompass saloons and estates.

That suggests the company is preparing new electric Volvo saloons and estates alongside its expanding SUV range.

The move would represent a return to an area where Volvo has traditionally been particularly strong. Models such as the Volvo 240 estate, V70 and V90 helped establish the company’s reputation for practical, stylish family cars, while the S60 and S90 have continued its presence in the premium saloon segment.

The new generation of models could therefore combine Volvo’s traditional body styles with the company’s increasingly electric technology.

Volvo’s future cars will use multiple powertrains

Although Volvo has previously committed heavily to electrification, the company is acknowledging that customers and markets are moving towards electric vehicles at different speeds.

Alexander Petrofski, Volvo’s technology chief, said European countries are electrifying at different rates. As a result, the company expects individual models to be available with battery-electric, plug-in hybrid and hybrid powertrains.

This means Volvo’s future range will not necessarily follow a one-powertrain-fits-all strategy.

Instead, the same basic vehicle could potentially be adapted to different markets with different propulsion systems, allowing Volvo to respond to local demand without developing entirely separate vehicle architectures.

For European customers, Volvo says its objective remains a complete battery-electric vehicle line-up by 2030. However, the company is also investing in a new third-generation hybrid system for customers who are not yet ready to switch to a fully electric vehicle.

New Volvo electric SUVs and saloons

Volvo’s existing SPA2 architecture currently supports models such as the EX90 large electric SUV and ES90 electric saloon, while the newer SPA3 architecture is used by the EX60.

The upcoming vehicles will build on these platforms rather than requiring Volvo to develop completely new architectures for every model.

This approach is expected to reduce development costs and shorten the time required to bring new vehicles to market.

Among the planned Western-market products will be models specifically targeted at the United States, including a new D-segment electric SUV. Other vehicles will be developed with European customers and market conditions in mind.

Volvo has not yet confirmed whether all of the future models will receive unique names or whether some will represent new generations of existing vehicles.

Six new Volvo models planned specifically for China

China will receive its own product strategy, with six new Volvo models planned specifically for the market.

The vehicles will be developed in collaboration with Geely and will use shared platforms as well as a dedicated Chinese technology stack.

Volvo already has experience with China-specific products. The EM90 electric MPV, for example, is offered exclusively in China and reflects the importance of regional product development in the world’s largest car market.

Volvo says the differences between regions are becoming increasingly important because of trade tariffs, technology restrictions and changing customer preferences.

Rather than viewing those differences solely as a challenge, the company intends to turn regionalisation into a competitive advantage.

Volvo wants to double its BEV market share

Electric vehicles remain a central part of Volvo’s long-term strategy.

The company says it wants to double its market share in the full-BEV segment, while simultaneously maintaining a strong offering for customers who prefer hybrid technology.

Volvo has already increased the electric capability of its plug-in hybrid models. The latest XC90 and XC60 plug-in hybrids feature substantially larger batteries, allowing them to travel up to 124 miles with the combustion engine switched off.

That gives Volvo’s plug-in hybrids one of the longest electric-only driving ranges among PHEVs currently available.

The strategy suggests Volvo sees hybrids as an important bridge technology rather than simply a temporary solution. The company expects some customers to remain hesitant about fully electric vehicles well into the next decade.

A new era of Volvo design

The 13 new models will also introduce what Volvo describes as the “next era of design”.

The company’s design direction is now being led by Thomas Ingenlath, who has returned to Volvo after previously serving as the chief executive of Polestar.

That could result in a noticeable evolution of Volvo’s visual identity during the second half of the decade.

The current Volvo design language, characterised by the Thor’s Hammer lighting signature, minimalist interiors and strong Scandinavian influences, has already helped differentiate the brand from German premium competitors.

The next generation is expected to build on those themes while adapting them to a wider range of electric and hybrid vehicles.

Volvo chief executive Håkan Samuelsson has already warned that the company’s showrooms will look very different by 2030.

“This is our strongest product pipeline ever, tailored to regional needs,” Samuelsson said, adding that the strategy underlines Volvo’s ambition to become the leading premium car brand.

Existing platforms should reduce development costs

Despite the enormous number of planned launches, Volvo says the investment required will be lower than it would have been if the company had developed entirely new architectures for every model.

Using the existing SPA2 and SPA3 platforms will allow Volvo to spread development costs across a larger number of vehicles.

The strategy is also intended to support the company’s financial ambitions, including its goal of pushing EBIT, or operating profit, beyond 8%.

For Volvo, the challenge will be balancing the cost advantages of shared architectures with the need to make each new model sufficiently distinctive in an increasingly competitive premium market.

Volvo promises simpler pricing and faster delivery

The product expansion will also be accompanied by a new business model.

Volvo says it will focus on “simplicity, transparency and precision”, including transparent pricing and a range of vehicles configured for fast delivery.

That could represent a significant change in the way Volvo sells its cars.

Instead of relying heavily on complex configurations and long waiting periods, the company intends to make its pricing structure easier to understand while ensuring that selected vehicles are available for quicker delivery.

The approach reflects a wider shift across the automotive industry towards simplified vehicle specifications, online sales and more transparent pricing.

Source: Volvo

Restomod

TechArt Reveals Its First Porsche 911 964 Restomod

TechArt has officially entered one of the most competitive corners of the modern automotive world: the Porsche 911 964 restomod market. Known for decades for modifying contemporary Porsche models, the German tuning specialist is now turning its attention to the classic 964 generation with the new GTclassic.

The move marks a significant change in direction for TechArt, which was founded in 1987 and has traditionally focused on modern Porsche sports cars and SUVs. The company joins a growing list of specialist manufacturers transforming the Porsche 911 964 into high-performance, hand-built machines that combine classic design with modern engineering and technology.

The timing is particularly interesting. The Porsche 911 964 was produced from 1989 to 1994, meaning the generation has been out of production for more than three decades. Yet demand for beautifully restored and comprehensively re-engineered examples has continued to grow, creating a lucrative market for companies specializing in so-called restomods.

Singer helped establish the modern 964 restomod phenomenon, and numerous other specialists have since entered the segment. TechArt’s GTclassic represents the latest interpretation of the formula.

Porsche 911 964 Design Meets TechArt Engineering

The TechArt GTclassic retains the unmistakable silhouette of the Porsche 911 964 but introduces numerous visual changes designed to give the car a more aggressive and contemporary appearance.

One of the most distinctive elements is the engine lid. Rather than using the larger design associated with later 911 models, TechArt has opted for a narrower engine cover inspired by Porsche models produced before the introduction of the impact-resistant bumpers in 1974.

However, the classic appearance is combined with modern detailing. Two mesh-covered vents are integrated into the engine lid, giving the rear of the GTclassic a visual connection with the more modern Porsche 911 GT3.

The front end has also been extensively redesigned. The turn signals and air vents positioned underneath the front fenders have been incorporated into a single visual unit, while modern LED headlights provide substantially improved illumination compared with the original 964 lighting technology.

At the rear, TechArt has installed a classic ducktail spoiler, another unmistakable reference to Porsche’s motorsport heritage. Two additional vents are incorporated into the spoiler, while the original-style rear lighting has been upgraded with LED technology.

380-HP Air-Cooled Flat-Six

The mechanical heart of the TechArt GTclassic is a 3.8-liter naturally aspirated flat-six producing 380 horsepower.

Importantly, the engine retains the defining air-cooled architecture of the Porsche 964. That gives the GTclassic a character fundamentally different from modern water-cooled Porsche 911 models.

TechArt has not yet disclosed every technical specification of the powertrain, but the demonstration car is equipped with a manual transmission. That combination should make the GTclassic particularly attractive to enthusiasts who value the mechanical involvement associated with classic Porsche sports cars.

Given the customer-specific nature of the project, an automatic transmission option is also likely to be available. The original Porsche 964 was offered with the Tiptronic transmission, and restomod manufacturers typically provide considerable scope for customers to specify their preferred drivetrain configuration.

Widebody Stance and 18-Inch Forged Wheels

The GTclassic’s proportions are enhanced by heavily flared fenders that accommodate larger wheels and tires than those found on the original 964.

TechArt has fitted the car with 18-inch forged wheels, including 10-inch-wide wheels at the rear. The open-spoke design exposes the upgraded Turbo braking system, creating a purposeful motorsport-inspired appearance.

The combination of widened bodywork, large forged wheels and modern braking hardware gives the GTclassic a substantially more aggressive stance while retaining the basic proportions that make the Porsche 911 964 instantly recognizable.

This balance between original Porsche design and modern performance engineering is at the heart of the current 964 restomod movement.

A High-Tech Classic Porsche Interior

Inside, the GTclassic is where TechArt’s individual design language becomes most obvious.

The demonstration vehicle features an extensively customized red interior, with numerous bespoke details and contrasting elements. Whether the bold color combination will appeal to every Porsche enthusiast is another question, but the GTclassic is being built as a highly personalized automobile rather than a mass-production model.

That means customers should have considerable freedom when specifying materials, colors and trim. A more restrained combination of black, brown, gray or natural leather could give the interior a considerably more understated appearance.

TechArt has also incorporated modern technology without completely abandoning the 964’s classic character.

Apple CarPlay, navigation and Bluetooth connectivity bring the cabin into the modern era, while the original generation’s ABS and power steering remain part of the car’s usability package.

Two Hanhart stopwatches add a particularly appealing retro motorsport touch to the dashboard and reinforce the connection between the GTclassic and Porsche’s competition heritage.

TechArt GTclassic Could Cost Around $1 Million

TechArt has not announced a final price for the GTclassic, but the economics of the 964 restomod market provide a useful indication.

High-end Porsche 911 964 restomods can command prices approaching or exceeding $1 million once the cost of the donor car, extensive engineering, bespoke bodywork, upgraded mechanical components and individualized interiors are taken into account.

The TechArt GTclassic is therefore unlikely to be positioned as an affordable alternative to a conventional Porsche 911. Instead, it is aimed at collectors and enthusiasts looking for a highly exclusive combination of classic Porsche design, modern performance and extensive customization.

The final price will depend heavily on the customer’s specification, particularly the drivetrain, interior materials, wheels, brakes and other bespoke options.

TechArt Enters the 964 Restomod Era

The TechArt GTclassic is an important project for a company that has spent decades modifying modern Porsches.

By entering the Porsche 911 964 restomod market, TechArt is acknowledging just how important the classic Porsche sector has become. The company brings considerable experience in Porsche performance upgrades, while the 964 provides the classic foundation that has become increasingly desirable among collectors.

With a 3.8-liter air-cooled flat-six, 380 horsepower, a manual transmission, forged 18-inch wheels, modern brakes, LED lighting and contemporary infotainment, the GTclassic combines several generations of Porsche engineering in a single package.

The result is not simply a restored 964. It is a modern interpretation of the classic Porsche 911, created for an era in which carefully engineered restomods have become some of the most desirable—and expensive—Porsches on the market.

If TechArt can deliver the same level of engineering quality that has characterized its modern Porsche projects, the GTclassic could become a significant new entry in the increasingly crowded world of Porsche 964 restomods.

Source: TechArt