Where there is a Cayenne, there is a Coupé. That has been Porsche policy since 2019, and it continues unchanged in the electric era. The Cayenne Coupé Electric follows the same formula, adding style, performance and specification, with a corresponding increase in price.

At first glance, it may look like a Cayenne Electric with a more dramatic roofline. In reality, Porsche insists it is far more than that. From the A-pillar backwards, the Coupé is a distinct model. The windscreen is more steeply raked, the roofline flows more aggressively, and the overall silhouette is sharper. The aerodynamic benefit is measurable. Drag drops from 0.25 in the standard SUV to 0.23, which translates into a modest range increase of up to 18 kilometres. Maximum WLTP range reaches as much as 669 kilometres depending on specification.

Porsche Cayenne Coupé Electric

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Dimensions remain broadly similar. Length and width match the SUV, while overall height is reduced by 24 millimetres. Practicality is only slightly affected. Rear passengers still enjoy respectable headroom, although luggage capacity is reduced. The boot offers between 534 and 1,347 litres, supplemented by a 90-litre front trunk. The standard Cayenne Electric remains the more practical option, with up to 1,588 litres available at the rear. Towing capacity, however, remains unchanged at up to 3.5 tonnes.

At launch, the Coupé benefits from a broader model range than the SUV initially offered. The entry-level version produces 408 PS, rising to 442 PS with launch control, and accelerates to 100 km/h in 4.8 seconds. Above it sits the S variant with up to 666 PS in overboost and a 0–100 km/h time of 3.8 seconds. At the top of the range, the Turbo delivers up to 1,156 PS in overboost form, placing it firmly among the most powerful electric SUVs on sale.

Technically, the drivetrain mirrors that of the standard Porsche Cayenne Electric. A 113 kWh battery, 800-volt architecture and charging speeds of up to 390 kW are standard across the range. Under optimal conditions, a 10 to 80 per cent charge takes less than 16 minutes. Air suspension with PASM is fitted as standard, while rear-axle steering and Porsche Active Ride are available on higher-spec models.

Coupé buyers also benefit from a more generous standard specification. A panoramic glass roof and the Sport Chrono package are included from the outset. Naturally, this is reflected in pricing. The range starts at around €109,000 for the base model, rising to €130,300 for the S and €168,500 for the Turbo. Optional extras include a lightweight sports package with a carbon roof and bespoke 22-inch wheels fitted with performance tyres.

Inside, the layout mirrors the standard Cayenne Electric. The cockpit remains complex in appearance, centred around the curved Flow Display. A 14.25-inch digital instrument cluster, an optional 14.9-inch passenger display and an augmented reality head-up display form part of the digital environment. Physical controls remain in key areas, complemented by touchscreen inputs and AI-supported voice control.

The Cayenne Coupé Electric is a predictable addition to the range, yet an important one. It blends the established appeal of the Coupé format with Porsche’s latest electric technology. For buyers who prioritise design and presence over outright practicality, it offers a compelling alternative within the Cayenne line-up.

Open to the elements – An open Porsche 911 with genuine GT3 DNA has long been a fantasy for enthusiasts. Aside from the limited-run Porsche 911 Speedster, it never truly existed. Now, Porsche delivers exactly that with the 911 GT3 S/C, pairing a naturally aspirated flat-six with an electrically operated fabric roof.

This is not a GT3 for chasing lap times. It is a car built for fast, emotional road driving. Think alpine passes, empty B-roads and long summer evenings. At its core sits a 4.0-litre naturally aspirated flat-six producing 510 PS, driving the rear wheels through a six-speed manual gearbox. The result is purity in a segment increasingly dominated by turbocharging and electrification.

The price reflects its positioning. At around €269,000, the S/C sits above the standard Porsche 911 GT3 and just below the Porsche 911 Turbo S Cabriolet. Opt for the optional Street Style package and the figure climbs further, adding nearly €28,000.

2026 Porsche GT3 S/C

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Weight has been a clear priority. Despite the fully electric fabric roof, the GT3 S/C tips the scales at just 1,497 kilograms. That is only around 30 kilograms more than the 991 Speedster. Lightweight construction plays a central role. The bonnet, wings and doors are made from carbon fibre reinforced plastic, while magnesium elements are used in both the wheels and roof structure. Even the battery is a smaller lithium-ion unit to shave additional kilos.

Performance is as expected from a GT3. The sprint to 100 km/h takes 3.9 seconds, while top speed reaches 313 km/h. More relevant for everyday use, the roof opens or closes in just 12 seconds, and a deployable wind deflector helps maintain comfort at speed.

Underneath, the S/C borrows heavily from the closed GT3. For the first time in an open 911, Porsche fits a double wishbone front axle, bringing greater precision and stability. The chassis setup mirrors that of the GT3 Touring, striking a balance between road usability and track capability.

Visually, the S/C stands apart from softer Cabriolet models. Carbon components, magnesium wheels and standard Porsche Ceramic Composite Brake underline its intent. The optional Street Style package adds bold graphics, coloured detailing and distinctive interior finishes. Inside, leather dominates, complemented by sports seats with woven inserts and bespoke touches. Each owner also receives a matching GT3 S/C chronograph.

It is a niche product, but an important one. The 911 GT3 S/C captures something Porsche has rarely offered: an open-air GT3 experience that prioritises emotion over outright lap times. For the right buyer, it may well be the most engaging 911 of them all.

Mazda realized at some point that if you want to be recognized as a quality car manufacturer your cars had to go above and beyond the competition. True, the MX-5 Miata has always been an amazing little sports car that millions of drivers have learned to truly push their limits in, but the rest of the pack has been…meh. Decent, but somewhat uninspiring. However, the current crop of Mazdas are the best cars they’ve ever produced and the new CX-70 is no exception. The CX-70 isn’t actually entirely new. It’s simply a CX-90 without the tiny third-row seating.

Beauty is in the eye of the beholder, it’s been said, and we got a lot of conflicting opinions on the CX-70’s styling. Though a little slab-sided, I really liked the clean flowing lines of it. Others, however, shared with me that they didn’t care for it. When pressed, no one could elaborate as to why they didn’t like it. They just didn’t. Maybe it’s the color. The Zircon Sand Metallic seemed to divide people. I’m not sure I’ve driven a car that split people’s opinions so much. Personally, I think it’s sharp. The grille is smaller than the old CX-90 and the chrome accents around the grille give it a sense of flight. The fender badges hint at some aerodynamic-ness. The thin A-pillar, the thick D-pillar, and the blacked out B- and C-pillars make for a graceful and strong looking arch. There’s a sense of strength in the design, coupled with aerodynamic styling.

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This example being the top-most trim level, the interior was gorgeous. Rich brown leathers, rough alcantara across the dash, beautiful screens with rich graphics, dark woods, and chrome-trimmed knobs and switches make for a beautiful cockpit. Controls are easy to find and understand. Seats are heated and ventilated. The second row of seats are equally inviting and just as comfortable. And there’s plenty of storage space in the back since there’s no third row of seating. Higher trim level cars are just beautiful inside. It almost sells the car by itself.

But then there’s the powertrain. Mazda’s (relatively) new 3.3L turbocharged inline-6 is a strong, smooth beautiful engine that I immediately wanted to transplant in my Miata. Making 340 hp and 369 lb-ft of torque, it provides strong acceleration at every point in the rev range and makes passing simple, safe, and easy. It’s been a long time since Mazda designed anything other than a 4-cylinder for their cars and it’s a gem. Hooked to an 8-speed automatic that distributes the power to all four wheels, it provides lots of torque and wheelbarrows full of smoothness. It’s rated for pulling 5,000 lbs of trailer towing, which is impressive.

Using Mazda’s SkyActive technology, which hones each piece of the powertrain to it’s most efficient utilization, you’ll occasionally notice that the tach drops to “0” when coasting. Yes, instead of burning fuel while coasting, the CX-70 will shut down for the second or two that it’s not needed and turn back on when it is. You don’t feel it operating in the background at all. If you don’t watch tach, you’d never know it was happening.

The most amazing thing about the CX-70 is the vault-like quietness inside when you’re driving. Very little wind or tire noise comes through, keeping the cabin quiet and stress free. It feels like it’s a single piece rather than manufactured from 20,000 little pieces. There’s no creaking, no squeaking, no flexing – it just feels solid and well-built. Like it will last forever.

All the controls work exactly as you’d expect, and as intuitively as Mazda could make it. Many, many years ago Mazda utilized the marketing tag line “It Just Feels Right.” While most Mazdas lived up to that tag line, the CX-70 exceeds the average and exemplifies it. EVERYTHING feels right about the CX-70. Every time I climbed into it and pulled the door closed, the quietness gave me a sense of calm and peace that I found so inviting.

The Maserati Grecale Modena that we just reviewed was a fun SUV to drive, but the less-expensive Mazda had luxury features that the Maserati didn’t. And while it wasn’t as quick as the Grecale, the CX-70 wasn’t far behind.

The CX-70 is rated at 23 mpg in city driving and 28 mpg on the highway, for an average of 25 mpg. Not great but not bad either. Commuting with it every day for a week and running errands in it, I used one tankful of fuel. Mind you, it’s a larger tank – 23 gal? – but I used 19 gallons for all that running around and driving, which for an SUV isn’t bad at all.

While we tend to focus on higher end cars and SUV’s here at GTSpirit.com, I thought the CX-70 was worth sharing. For a $60,000 SUV, it’s a mature SUV that impressed the heck out of me.

Performance: 6

Handling: 6

Design: 6

Interior: 8

Infotainment: 7

Sound: 5

Fun: 5

Overall: 6

First date at the opera

Mini has long stood for more than rally heritage, London city life and sporty John Cooper Works models. Alongside the iconic hatch, there is a five-door version and the family-friendly Countryman. Yet the name Aceman still draws a blank for many. We took the latest all-electric Mini for a drive through Sydney.

Mini typically offers its customers plenty of choice, from model range and size to levels of personalisation and drivetrain options. The Aceman is different. This five-door crossover is available exclusively as an electric vehicle. It is aimed at buyers who find the Cooper too small and the Countryman too large, making it an ideal fit for urban families in cities such as Sydney. With 5.5 million residents, the Australian metropolis is known for its quality of life, the Harbour Bridge, the Opera House and the bright sands of Bondi Beach. A perfect setting for the Mini Aceman SE.

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At just under 4.10 metres in length, the Aceman SE matches the size of the previous-generation Countryman. Its successor has grown significantly and now offers both combustion and electric powertrains, including all-wheel drive. The Aceman, by contrast, has quietly entered the market without much fanfare. Driving through Darlinghurst, past Hyde Park and towards The Rocks, the strong British influence becomes evident. The route continues past the Royal Botanic Garden to the Sydney Opera House, familiar to many from New Year’s Eve broadcasts around the world.

Sydney’s harbour is lively and more fragmented than in many other global cities. Ferries depart from Warrane Cove while large cruise ships dock at The Squire’s Landing, bringing hundreds of passengers ashore. The 160 kW (218 PS) Mini Aceman SE moves silently through Barangaroo and into the busy shopping districts around Market, Bathurst and Kent Street, passing landmarks such as the Queen Victoria Building and Town Hall. Many of these locations appear not only outside the car but also on the circular 24 cm central display, which could be more intuitive to operate.

The steering is light and direct, while the low centre of gravity makes the car feel agile during quick changes of direction. With 330 Nm of torque, the Aceman easily finds its way through city traffic. In Sydney, where large pick-ups and heavily modified off-road vehicles dominate, the compact electric Mini stands out with its quiet presence and distinctive design.

With 154 kilometres of range remaining, it is time to recharge before leaving the city the following day. Charging infrastructure in Australia is still limited, even in a major city like Sydney. Most electric vehicle owners charge at home, and public fast chargers are relatively scarce. A stop at a BP station in North Sydney provides electricity at 0.64 Australian dollars per kWh, less than 40 pence. The Aceman’s maximum charging speed of 95 kW is not a limitation here, as the charger delivers only 75 kW.

After a short break with coffee and a snack, the journey continues via the Warringah Freeway M1 towards the Harbour Bridge and on through Chinatown towards the eastern suburbs. Oxford Street leads to Bondi Junction and finally to Bondi Beach, one of the most famous beaches in the world. Urban driving proves efficient, allowing the Aceman to approach its claimed range of up to 400 kilometres despite a relatively small 54 kWh battery.

For longer journeys along Australia’s east coast, planning becomes essential due to limited charging infrastructure. Speed limits of 110 km/h also make the car’s modest top speed of 170 km/h largely irrelevant.

Customers in Australia are less concerned with outright performance and more interested in design, practicality and usability. The Aceman offers more space than the Cooper without reaching the size of the Countryman. However, some features are missing, including an electric tailgate, rear seat heating and more premium upholstery options. A head-up display is absent, and there are no traditional instruments behind the steering wheel. Instead, a fabric strap sits in the driver’s line of sight.

In typical Mini fashion, there is a playful touch. Projectors display coloured patterns across the textile dashboard, changing with the selected driving mode and ambient lighting. It is a small detail, but one that adds character to a distinctive new addition to the Mini range.

With the Eletre X, Lotus presents an unusual blend of plug-in hybrid, electric vehicle and range-extender concept. We drove the new rival to the Porsche Cayenne PHEV.

Lotus was once the brand that removed weight rather than disguising it. Company founder Colin Chapman famously preached lightweight engineering like a religion: “Simplify, then add lightness.” The electric SUV Eletre already stretched that philosophy considerably. Now the Eletre X plug-in hybrid transforms the former Lotus mantra into a technological statement. Instead of radical weight reduction, the focus shifts to aerodynamic solutions and sophisticated engineering. All packaged in a vehicle weighing a substantial 2,625 kilograms. Chapman might have raised an eyebrow at such numbers before taking a closer look.

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Once he did, the technology enthusiast might have been impressed. The Eletre X combines several drivetrain concepts into one system: an electric motor on the front axle producing 310 kW (421 PS), another on the rear axle delivering 390 kW (530 PS), a combustion engine at the front with 205 kW (279 PS) and a generator capable of charging the 70 kWh battery with up to 150 kW when needed. This ensures the Eletre X Hybrid retains strong performance even with a low battery charge. At just ten per cent state of charge, it still accelerates from zero to 100 km/h in 3.5 seconds.
The system is complex, but the results are impressive. Combined output reaches 700 kW (952 PS) with 935 Nm of torque. Total range is claimed at 1,258 kilometres, including up to 350 kilometres of electric driving according to the WLTC cycle. A 52-litre fuel tank ensures the electrified SUV can continue travelling when the battery runs low.

Range anxiety therefore becomes largely irrelevant. The 900-volt electrical architecture allows charging at up to 430 kW, enabling the battery to charge from 20 to 80 per cent in just nine minutes. That finally makes the often-promised quick charging stop a reality. Performance figures are equally striking. The plug-in hybrid reaches 100 km/h in 3.3 seconds and a top speed of 230 km/h.

“The Eletre X is designed for long-distance driving. It’s sporty, but not quite as focused as the fully electric version,” explains engineer Chong Yok Meng with a smile. “The Eletre X is an SUV on steroids.” Energy consumption is rated at 21.6 kWh per 100 kilometres alongside 6.1 litres of fuel.

The drivetrain shows how all components contribute to propulsion. The two-litre turbocharged petrol engine, supplied by Aurobay and Horse Powertrain, operates in the Atkinson cycle with a thermal efficiency of 46 per cent. Between 85 km/h and 230 km/h it can drive the front wheels directly when required. Engine speeds remain modest: around 2,000 rpm at 100 km/h and roughly 4,600 rpm at top speed. The engine is linked to a single-speed gearbox and primarily supports efficiency. In most situations the Eletre X behaves like a pure electric vehicle, with the combustion engine charging the battery or assisting during steady cruising.

During acceleration, the all-wheel-drive system sends around 45 per cent of power to the front axle and 55 per cent to the rear. Under lighter throttle inputs the rear axle takes priority. Drivers can choose between three operating modes: pure electric, EV Pro, which prioritises electric driving, and Hybrid, where the system automatically selects the most efficient strategy. For most drivers, the latter will likely be the preferred “set it and forget it” option.

During our initial drives the Eletre X performed convincingly. Although the SUV tends towards understeer at the limit, it still moves through corners at impressive speed. Allowing the rear axle more freedom enables controlled drifts at the press of a button. The steering is precise, though additional feedback would be welcome. An electronically actuated anti-roll system operating on a 48-volt network keeps body roll to a minimum in fast corners. Adaptive dampers and two-chamber air suspension balance comfort and sportiness effectively, even absorbing rough surfaces on the test route. Five ride-height settings are available, ranging from plus 50 millimetres to minus 25 millimetres. Braking performance comes from a Brembo system.

However, the interaction between the combustion engine and electric motors could not be fully evaluated during the test drive, as our driving was conducted exclusively in electric mode.

Aerodynamic details ensure stability at higher speeds. The roof spoiler generates up to 120 kilograms of downforce, while air curtains at the C-pillar and channels behind the rear wheels reduce turbulence and smooth airflow. At this point, even Colin Chapman, pioneer of aerodynamic thinking, might have appreciated the engineering behind the SUV.

In China the Lotus Eletre X is priced slightly below the fully electric version. If Lotus follows the same strategy in Europe, pricing in Germany is expected to start at around €95,000.