Category Archives: NEW CARS

NEW CARS

Bestune B70S

China’s automotive offensive in Europe continues to gain momentum, and the latest arrival is targeting one of the continent’s hottest segments. Bestune, the passenger-car brand of Chinese automotive heavyweight FAW, has launched the new B70S in Germany—a sleek SUV coupe that wears a familiar silhouette and undercuts established rivals by a substantial margin.

If the profile looks familiar, you’re not imagining things. The Bestune B70S shares the same sporty proportions that have made the Cupra Formentor one of Europe’s most recognizable crossover coupes. A long hood, aggressive front fascia, slim LED headlights, and a fastback-style rear complete with a full-width light bar give the newcomer a premium appearance that punches well above its asking price.

Behind Bestune stands FAW, one of China’s oldest and largest automakers. The company has decades of manufacturing experience and is best known internationally as Volkswagen’s long-standing joint-venture partner in China. That industrial backing lends credibility to Bestune’s growing ambitions as it expands its European footprint.

The brand already offers three SUVs and a large sedan in Europe, the latter roughly matching the size of a Skoda Superb. The B70S now broadens the lineup by entering the increasingly competitive sport-oriented SUV segment.

Bigger Than It Looks

Dimensionally, the B70S edges past the Cupra Formentor in several key measurements. At 179.5 inches (4.56 meters) long, 72.4 inches (1.84 meters) wide, and 59.8 inches (1.52 meters) tall, it offers a slightly larger overall footprint than its Spanish rival. Cargo capacity, however, tells a different story. The Bestune provides 360 liters of luggage space, falling short of the Formentor’s more practical 450-liter trunk.

A Cabin Loaded With Technology

Inside, Bestune has clearly prioritized digital real estate. The dashboard features a trio of displays that give the cabin a contemporary, tech-focused atmosphere. Drivers face a 12.3-inch digital instrument cluster, while a 12.2-inch infotainment touchscreen handles connectivity and multimedia duties. Climate controls are managed through a dedicated 7.0-inch display, separating HVAC functions from the main infotainment interface.

Perhaps more impressive is the amount of standard equipment included from the entry-level model. Buyers receive:

  • Panoramic glass roof
  • Power-adjustable front seats
  • 360-degree surround-view camera
  • Apple CarPlay and Android Auto
  • Full LED lighting
  • Adaptive cruise control
  • Blind-spot monitoring
  • Lane-keeping assist and lane departure warning
  • Six airbags
  • ISOFIX child-seat anchors
  • Power tailgate

For a vehicle positioned below many mainstream European competitors on price, that’s an unusually generous equipment list.

Turbocharged Power

Under the hood sits a turbocharged 2.0-liter four-cylinder gasoline engine producing 265 horsepower. Power is sent through an automatic transmission, and Bestune quotes a top speed of approximately 124 mph (200 km/h). While detailed performance figures have yet to be released, the output suggests the B70S should have enough muscle to match its sporty appearance.

The Price That Could Turn Heads

The B70S’s biggest selling point isn’t its styling or equipment—it’s the price tag.

Starting at €31,995 in Germany, the Bestune undercuts a similarly powered Cupra Formentor VZ by roughly €10,000. That’s a significant gap in a market where buyers are increasingly looking for value without sacrificing technology or performance.

Whether European customers are ready to embrace another Chinese brand remains the bigger question. Consumer perceptions continue to evolve, but manufacturers from China have steadily improved build quality, technology, and safety while maintaining aggressive pricing strategies.

For Bestune, the B70S represents another step in that broader strategy. Germany is the launch market for now, but broader European availability is widely expected to follow. If pricing remains similarly competitive across the continent, established manufacturers may soon have another value-focused challenger to contend with.

Source: Bestune

NEW CARS

Toyota GR GT First Look: A V8 Hybrid Halo Car That Puts Germany and Britain on Notice

Toyota has spent the better part of two decades rebuilding its enthusiast credibility, but the new GR GT makes one thing abundantly clear: the company isn’t interested in merely participating in the performance-car conversation anymore. It wants to lead it.

This is Toyota’s most ambitious road car since the legendary LFA, a front-engined, rear-wheel-drive hybrid supercar that arrives with 641 horsepower, an all-new twin-turbocharged V8, genuine GT3 racing pedigree, and one very specific target: established heavyweights like the Mercedes-AMG GT, Aston Martin Vantage, and Porsche 911 Turbo.

If the GR Supra was a statement of intent, the GR GT is the realization of that promise.

Built Like a Race Car—Because It Basically Is

Toyota calls the GR GT a “road-legal race car,” and unlike the marketing fluff that often accompanies such claims, this one carries unusual credibility.

The production model and its GT3 racing counterpart were engineered side-by-side from the beginning rather than adapting one from the other later. That simultaneous development means lessons learned for endurance racing directly influenced the road car’s chassis, aerodynamics, cooling, and driver ergonomics.

It’s an approach borrowed from manufacturers that dominate international motorsport, and one Toyota believes produces a fundamentally better driver’s car.

That philosophy was on full display when the GR GT made its dynamic public debut at this year’s Goodwood Festival of Speed, announcing itself not with extravagant theatrics but with unmistakable engineering intent.

A New V8 Marks Toyota’s Return to the Big Leagues

At the heart of the GR GT sits something enthusiasts have been hoping Toyota would build for years: an entirely new 4.0-liter twin-turbocharged V8.

Rather than relying solely on electrification to chase performance, Toyota has developed a compact hot-vee V8 featuring twin turbochargers mounted inside the cylinder banks, a dry-sump lubrication system, and lightweight packaging designed to keep the engine low in the chassis.

Combined with an electric motor, the hybrid powertrain is targeting 641 horsepower and 627 lb-ft of torque, all delivered exclusively to the rear wheels.

Toyota says development is still ongoing, suggesting those figures may even climb before production begins.

Performance numbers remain unofficial, but expectations are already lofty. A 0–62 mph sprint around 3.5 seconds and a top speed exceeding 198 mph firmly place the GR GT in modern supercar territory.

Perhaps even more encouraging is Toyota’s commitment to making this engine compliant with increasingly strict emissions regulations, signaling that the V8 isn’t destined to be a one-off curiosity. Instead, it could become the foundation for an entirely new generation of high-performance Toyota and Lexus models.

The Sound Matters Just as Much

In an era where artificial exhaust enhancement has become increasingly common, Toyota appears determined to let mechanical authenticity do the talking.

Engineers treated the exhaust note as a core element of the vehicle’s identity, carefully tuning the system to deliver the unmistakable soundtrack expected of a twin-turbo V8 while ensuring the sound evolves naturally with engine load and vehicle speed.

Early demonstrations suggest the result is every bit as dramatic as the specifications imply—a deep, muscular rumble under acceleration that feels refreshingly honest.

Hybrid Assistance Without Losing Character

Unlike many modern hybrids that prioritize efficiency above all else, the GR GT’s electric motor exists for one purpose: making the car faster.

Positioned ahead of the newly developed eight-speed automatic transmission, the electric motor fills torque gaps during gear changes, smoothing power delivery while maintaining relentless acceleration.

The gearbox itself replaces a traditional torque converter with a wet-clutch arrangement, enabling significantly quicker shifts similar to those found in the latest Mercedes-AMG performance models.

A mechanical limited-slip differential ensures all that power reaches the pavement with maximum effectiveness.

Designed Around the Driver

Toyota repeatedly emphasizes “car-driver unity,” and the development process reflects that philosophy.

Company chairman and accomplished racing driver Akio Toyoda personally worked alongside engineers and professional racers throughout development, helping shape a vehicle intended to inspire confidence both on a racing circuit and on public roads.

The cockpit follows the same philosophy.

Visibility, seating position, switch placement, and overall ergonomics were prioritized above digital spectacle. Toyota says every control has been carefully shaped and positioned for intuitive operation, whether the driver is attacking apexes or simply commuting through traffic.

Interestingly, there’s no Toyota badge anywhere on the car.

Instead, the GR GT wears only Gazoo Racing branding, reinforcing Toyota’s intention to establish GR as a standalone performance marque alongside Lexus and Century.

Lightweight Engineering Remains a Priority

Despite incorporating hybrid technology and a substantial V8 engine, Toyota has kept weight remarkably under control.

The GR GT becomes the company’s first production model to use an aluminum body-in-white, while additional aluminum body panels and suspension components further reduce mass.

Stopping power comes courtesy of Brembo carbon-ceramic brakes, while overall curb weight is expected to remain below 1,750 kilograms.

That places the GR GT roughly 300 kilograms lighter than the all-wheel-drive Mercedes-AMG GT, while landing almost exactly alongside the rear-drive Aston Martin Vantage.

Weight distribution sits at an ideal 45:55 front-to-rear, complemented by a new stability control system derived directly from Toyota’s Le Mans racing program.

The objective isn’t merely faster lap times.

Toyota wants the GR GT to feel progressive, predictable, and confidence-inspiring whether it’s carving through mountain roads or chasing tenths on a race circuit.

Carrying the LFA Legacy Forward

The original Lexus LFA achieved legendary status not simply because it was fast, but because it embodied Toyota’s engineering ambition.

The GR GT follows that same philosophy.

Veterans from the LFA development team contributed to this project, passing on decades of accumulated knowledge to Toyota’s next generation of engineers while helping shape what the company describes as one pillar of a new “trinity” of flagship performance vehicles alongside the forthcoming electric Lexus supercar.

The goal extends beyond building another halo car.

Toyota wants to demonstrate that motorsport remains its greatest laboratory—and that emotional, engaging performance cars still have a place in an increasingly electrified future.

The specifications alone make the Toyota GR GT compelling: a new twin-turbo V8, hybrid assistance, rear-wheel drive, lightweight construction, GT3-derived engineering, and more than 640 horsepower.

But what makes it genuinely exciting is the philosophy behind it.

Rather than chasing numbers for the sake of headlines, Toyota appears focused on creating a machine that rewards the driver above everything else—a car designed with feedback, balance, and emotional engagement at its core.

If it delivers on those promises when it reaches showrooms next year, the GR GT won’t simply mark Toyota’s return to the supercar segment.

It may well become one of the most significant performance cars of the decade.

Source: Toyota

NEW CARS

Jensen Interceptor Returns as a Track-Only Supercar with an Analog Soul

Some automotive legends refuse to stay buried. The Jensen Interceptor is one of them.

After years of lovingly reengineering classic Interceptors and the groundbreaking FF through high-end restomod programs, Oxfordshire-based Jensen International Automotive (JIA) is aiming considerably higher. Its next chapter isn’t another restoration or retro-inspired grand tourer—it’s a track-focused supercar called the Interceptor GTX, and it promises something that’s becoming increasingly rare in the modern performance-car landscape: an unapologetically analog driving experience.

In an era dominated by electric hypercars, torque-vectoring computers, and steering systems that sometimes feel like they’re filtering reality through software, the GTX appears to be heading in the opposite direction.

And that’s exactly the point.

Analog Is the New Exotic

JIA describes the Interceptor GTX as an entirely new machine rather than a continuation of the original car. While its styling will undoubtedly pay homage to the iconic British GT of the 1960s and ’70s, everything underneath is being developed from scratch.

The foundation will consist of an aluminum chassis wrapped in lightweight aluminum bodywork, while motivation comes courtesy of a supercharged V8 that JIA describes as a bespoke powerplant. Exact specifications remain under wraps, but the company’s messaging makes one thing abundantly clear: outright numbers aren’t the headline.

The experience is.

JIA says the GTX will deliver a “fully analogue driving experience,” a phrase that’s become automotive catnip for enthusiasts who miss the days before digital intervention became mandatory equipment. While the company hasn’t officially confirmed transmission options, the emphasis on analog suggests that a manual gearbox and traditional physical controls are very much part of the vision.

That’s refreshing. In a marketplace where touchscreens increasingly replace buttons and software often dictates how a performance car behaves, Jensen seems determined to let drivers do the driving.

Built for the Circuit, Born for Something Bigger

The GTX won’t be road legal—at least not initially.

Instead, it serves as the halo model for an entirely new Interceptor family. Think of it as the most extreme interpretation of JIA’s engineering philosophy, with road-going variants expected to follow later in progressively more usable forms.

It’s a strategy that mirrors how many modern supercar manufacturers establish credibility. Start with the uncompromising flagship, then expand into models capable of surviving everyday roads without sacrificing the DNA established by the range topper.

For Jensen, it’s also an opportunity to redefine what the Interceptor name means in the 21st century.

A Historic Name Returns

If all goes according to plan, the GTX will become the first all-new Jensen since the S-V8 debuted in 2001.

That car earned praise from reviewers for its performance and character but never found commercial success. Production totaled just 40 examples, including development cars, while only 23 ultimately reached paying customers.

This revival, however, appears considerably more ambitious.

One notable figure involved is Jeff Qvale, whose father, Kjell Qvale, owned Jensen Motors between 1970 and 1976. As a key partner in the project, Jeff Qvale has described the GTX as a car that will “set new benchmarks” while delivering the “pure, high-performance, ultra-analogue driving experience that discerning clientele are now demanding.”

Whether that demand is large enough to sustain a niche British manufacturer remains an open question. But it’s difficult to argue with the timing. As manufacturers race toward electrification and increasing automation, there’s a growing segment of collectors and enthusiasts willing to pay handsomely for cars that prioritize mechanical connection over computational perfection.

Countdown to an Anniversary

JIA hasn’t announced a formal reveal date, but Managing Director David Duerden has pointed toward the 60th anniversary of the original Interceptor’s unveiling, strongly suggesting the covers could come off before year’s end.

That timing would be fitting. Few names in British motoring carry the same blend of understated elegance and V8-powered charisma as the Interceptor. Reviving it as a stripped-back, track-focused machine rather than another luxury grand tourer is an unexpected twist—but perhaps exactly what’s needed.

If the Interceptor GTX delivers on its promises, Jensen won’t simply be reviving an old badge.

It may remind the automotive world that, in the age of algorithms and electrification, the most exciting technology is still a supercharged V8, three pedals, and a driver making every decision.

Source: Autocar