Maranello is buzzing with anticipation. After a record-breaking 2025, Ferrari isn’t hitting the brakes. In fact, the Italian marque has just confirmed plans to unveil five new models before the year’s end—starting with its first fully electric creation, the Luce.
The Luce, often dubbed the “praying horse” among insiders, is slated for a late-May debut and marks a significant milestone: Ferrari’s first all-electric entry into a market increasingly dominated by battery-powered supercars. Early glimpses of the cabin suggest that, true to Ferrari form, the EV won’t just be a technical exercise—it’s shaping up to be a design masterpiece. Unlike some of the other upcoming models, the Luce will be produced in series, signaling Ferrari’s intent to blend performance and sustainability without compromising accessibility for collectors and enthusiasts.
But the electric revolution is just the beginning. According to Maranello, four additional models are expected to surface before the calendar flips. Details remain scarce, but the company’s long-standing philosophy suggests these could include ultra-limited, one-off creations destined for private collectors’ garages. Ferrari has long favored exclusivity over volume, and this strategy appears set to continue.
This aggressive launch schedule aligns with Ferrari’s ambitious roadmap: the company aims to roll out 20 new models by 2030, with powertrains divided strategically among internal combustion engines, hybrids, and full-electric options. By then, roughly 20 percent of production will be electric, 40 percent hybrid, and 40 percent conventional gasoline—demonstrating Ferrari’s commitment to innovation while preserving its traditional performance DNA.
Since its founding in 1947, Ferrari has produced just 330,000 cars, a figure that underscores the brand’s exclusivity. With orders reportedly filled through 2027, enthusiasts are hopeful that these new releases might help trim delivery times without sacrificing the aura of rarity that has always defined the Prancing Horse.
If Maranello’s current pace is any indication, 2026 is shaping up to be one for the record books—a year where Ferrari proves that even a brand synonymous with heritage and tradition can embrace the future without losing its soul.
There are two ways to revive a classic: freeze it in amber, or set it free. Singer Vehicle Design has never been interested in preservation for preservation’s sake. Its cars don’t merely look backward—they reinterpret. And with the newly revealed 911 Carrera Cabriolet, Singer has applied that same obsessive, no-compromises philosophy to the open-air Porsche formula, producing what might be the most technically serious “classic” convertible ever built.
If last year’s Singer 911 Coupe was a greatest-hits album of air-cooled Porsche engineering, this new Cabriolet is the unplugged acoustic set—still ferocious, just more intimate.
Wide-Body Nostalgia, Carbon-Fiber Reality
Singer’s latest creation draws inspiration from the swollen-hipped 911s of the 1980s, particularly the competition-bred wide-body cars that made even parked Porsches look like they were doing 150 mph. That visual DNA is clear here, from the exaggerated fender flares to the pop-up auxiliary lights sunk into the hood like something lifted from a Group B fever dream.
Two distinct personalities are offered. The Pacific Blue Touring version is elegant, riding on white 18-inch center-locking wheels and capped with an active rear spoiler and subtle front splitter. The Guards Red Sport car goes for blood: massive intakes, a deeper splitter, and a fixed whale-tail wing that could probably generate downforce on a coffee table.
Both bodies are formed entirely from carbon fiber, which means the visual drama isn’t weighed down by vintage metal. It’s retro styling executed with modern aerospace materials—and that’s Singer’s signature move.
A Cabin That Feels Mechanical, Not Digital
Inside, the Cabriolet avoids the temptation to look like a smartphone showroom. Instead, it feels like a cockpit built by people who love machinery. Ink-colored leather and red accents dominate one example, while the other pairs Tangerine hides with sport seats that look ready for a Nürburgring qualifying lap. Hand-stitched seams and hand-built details remind you that this is craftsmanship, not manufacturing.
The dashboard and instruments are new, but they could have come straight out of a high-end 1980s concept car. The three-spoke steering wheel feels era-correct, yet nothing here feels trapped in the past. There’s modern climate control, navigation, and Apple CarPlay—because even purists need Google Maps.
Singer also redesigned the roof. The lightweight Z-folding fabric top tucks away cleanly, keeping the car’s silhouette sleek whether it’s raised or lowered—no awkward tent-back shapes here.
Cosworth Power, Air-Cooled Soul
Under that long rear decklid lives the reason this car exists. The 4.0-liter flat-six was developed with Cosworth, and it’s one of the most exotic air-cooled engines ever made for a road car. It produces 426 horsepower and 450 Nm of torque, revs past 8,000 rpm, and blends old-school cooling with modern tech like variable valve timing, water-cooled cylinder heads, and an electronically controlled fan.
In other words, it’s a mechanical anachronism perfected by modern science.
Power goes to the rear wheels through a six-speed manual gearbox, which can be ordered with its shifting mechanism left gloriously exposed. The titanium exhaust exits through dual pipes and ensures the soundtrack is as intense as the engineering suggests.
Reinforced Roots, Modern Handling
Every Singer starts with a Porsche Type 964 chassis, but calling this car “based on” an old 911 is misleading. The monocoque is reinforced with steel and composite materials, dramatically increasing torsional rigidity—an especially big deal for a convertible.
Suspension comes via four-way electronically adjustable dampers, paired with a nose-lift system for urban survival. Buyers can spec carbon-ceramic brakes and Michelin Pilot Sport tires, while five drive modes—Road, Sport, Track, Off, and Weather—tailor the traction and stability systems to whatever insanity you’re planning.
Yes, it’s a classic 911. No, it will not behave like one.
A Million-Dollar Convertible? Easily.
Singer will build just 75 of these Cabriolets, each tailored to its owner and priced accordingly. Official figures remain secret, but let’s not kid ourselves—seven figures is the opening bid.
And that’s kind of the point. This isn’t a restomod. It’s a philosophical argument made from carbon fiber, titanium, and 8,000-rpm fury. Singer’s 911 Carrera Cabriolet proves that going topless doesn’t mean going soft—and that the golden age of air-cooled Porsches might actually be happening right now.
If you’re chasing authenticity, buy a museum piece. If you want the past, perfected, Singer has a very expensive key waiting for you.
In the world of restomods, subtlety usually goes to die. But what the Californian tuning house S-Klub LA has pulled off with its latest creation, Final Boss, isn’t just unsubtle—it’s audacious in the way only a moonshot engineering project can be. Take a stately Mercedes-Benz 600 (W100), the rolling throne once favored by dictators and tycoons, and surgically graft it onto the bleeding-edge underpinnings of a Mercedes-AMG S63 E Performance. What you get is a car that looks like it escaped from a fever dream but drives like a modern super-sedan on steroids.
This isn’t your garden-variety “drop in a crate motor and call it a day” restomod. S-Klub LA founder Ed Sarkisyan didn’t just modernize the W100—he effectively reincarnated it. After buying a factory-fresh S63 for north of $200,000 and putting about 6,200 kilometers on it, Sarkisyan and his team tore it down for parts. Meanwhile, a long-forgotten 1971 Mercedes 600 shell, discovered rotting in a Texas warehouse, was painstakingly resurrected. The twist? The old body didn’t have to be forced to accept new bones—the wheelbase of the classic W100 and today’s long-wheelbase S-Class (V223) is eerily close. So the team ditched the seventies chassis entirely and dropped the restored 600 body onto the complete modern S63 platform.
What lies beneath that regal, boxy silhouette is pure 21st-century insanity. The Final Boss packs the S63’s 4.0-liter twin-turbo V-8 paired with an electric motor, good for more than 800 horsepower and a truly obscene 1,424 Nm of torque. That’s hypercar output in something that, at a glance, looks like it should be chauffeuring a Cold War-era head of state. And it’s not just the powertrain that made the jump. The adaptive suspension, massive AMG brakes, and the full electronic nervous system came along for the ride, including the MBUX infotainment suite, massage seats, and a full menu of driver-assistance tech.
Crack open the door and the time warp becomes complete. Where you’d expect polished wood, chrome toggles, and the smell of vintage leather, you instead find a fully digital AMG cockpit, crammed into the relatively narrow greenhouse of a 1970s limousine. It’s as if someone hid a modern S-Class inside a museum piece—and then gave it launch control.
Outside, subtlety was clearly not on the design brief. To match the S63’s wide track, the 600’s bodywork has been aggressively flared. The headlights are a particularly wild bit of nerdy craftsmanship: the original W100 housings were 3D-scanned, digitally re-engineered, and then adapted to swallow the AMG’s modern LED units, complete with functional air intakes. The deep green paint is offset by exposed carbon fiber on the roof, mirrors, and aero trim, giving the old-money silhouette a distinctly new-money edge.
And then there’s the internet, doing what the internet does best. While many enthusiasts are in awe of the sheer engineering effort—calling it “next-level” and “a work of art”—others are clutching their pearls over the styling, especially out back. The massive, JDM-style fixed rear wing and the oversized Mercedes star in the grille have become lightning rods for criticism, turning the Final Boss into a rolling comment-section war.
But that, in a way, is the whole point. The original Mercedes-Benz 600 was never meant to be tasteful—it was meant to be the biggest, baddest luxury car on the planet. S-Klub LA’s Final Boss simply updates that mission for an era of 800-horsepower hybrids and carbon fiber. Love it or hate it, this is what happens when a classic icon meets modern excess head-on—and refuses to blink.
