AUTONEWS

1996 McLaren F1 GTR sold at auction for $34,655,000

The McLaren F1 is rightly considered the undisputed king of the contemporary hypercars from the 20th century—a masterpiece of both form and function that has never been outshone.

That enduring legacy owes everything to the racing variant—the McLaren F1 GTR—and its stunning overall victory at the 1995 24 Hours of Le Mans on its competitive debut. It was that famous win against impossible odds that propelled the McLaren F1 to the dizzying heights of collectability that it enjoys today.

McLaren’s groundbreaking supercar was never intended for competition, but its race-derived components made it a force to be reckoned with on track. Built to contest the BPR Global GT Series, the first GTR variants were essentially lightened versions of the road car that featured new bodywork, a large rear wing, and carbon-ceramic disc brakes; even the standard gearbox was retained. Nine chassis were built for privateer use, with McLaren’s own development car—chassis 01R—winning Le Mans in spectacular fashion under the Kokusai Kaihatsu Racing banner. The achievement was monumental, with Gordon Murray famously saying that winning Le Mans at the first time of asking was harder than winning back-to-back Formula 1 Championships.

The following 1996 season brought with it the fresh challenge of pure-bred racecars such as the Porsche 911 GT1, requiring the McLaren F1 GTR to become lighter, faster, and more focused than the model that took victory at La Sarthe the previous year. The McLaren F1 GTR 1996, as it became known, featured extensions to the bodywork at both the front and rear, and a more aggressive front splitter that significantly increased downforce. The gearbox benefited from a lightweight magnesium housing along with heavy duty internal components, which contributed to a weight saving of 38 kilograms compared with the outgoing car.

The McLaren F1 GTR 1996 would be the fastest ever variant of the famous racer, outpacing even the final “Long-Tail” version of 1997. Just as in 1995, only nine 1996 cars were built, beginning with arguably the most famous and significant of them all: chassis 10R.

The XP cars are widely considered the most desirable and valuable of all the F1 variations. Chassis 10R left the Woking works in December 1995 as the first example built to F1 GTR 1996 specification. As the first of its type—just like the Le Mans-winning chassis 01R—the car was retained by McLaren, and would have been driven by a host of the manufacturer’s top drivers, including 1995 Le Mans winner, JJ Lehto, during winter testing at Magny-Cours. It also served as a promotional tool for the marque and was present at several rounds of the BPR Global GT Series, resplendent in Blood Red with contrasting yellow “96 GTR” graphics—the livery for which the car would become famous.

The car eventually saw competitive action in early April when it took part in 12 hours of testing in preparation for the manufacturer’s assault on the 1996 24 Hours of Le Mans. Three weeks later chassis 10R made the journey to the Circuit de la Sarthe, where it participated in Pre-Qualifying for the French epic. Wearing a plain Blood Red livery with graphite wheels and running under the auspices of reigning Le Mans champions, Kokusai Kaihatsu Racing, the car was driven by McLaren Works driver, David Brabham.

Doubtless all eyes would have been on 10R during Le Mans testing—a bright red F1 fresh with factory upgrades over last year’s outright winner, being put through its paces by the very team that won it all in 1995. A successful weekend resulted in the car ranking 8th in class and 20th overall, though it would be sister car, chassis 11R, that would go on to contest the race proper.

Britain was, in a crucial sense, Pop Art's birthplace. While Richard Hamilton and David Hockney became its most globally recognized practitioners, the rock and roll scene also became an important area where art was fused with music. Of all Pink Floyd's visual achievements, the one that transcends its category most completely is the artwork for The Dark Side of the Moon. Released in March 1973, with cover artwork designed by the British graphic design studio Hipgnosis, the album spent 996 weeks on the American Billboard 200 chart, selling more than 45 million copies worldwide making it the fourth-best-selling album in the history of recorded music and an instant icon of pop culture.

While both 01R and 10R were initially retained by the McLaren factory, it was fittingly decided that 10R would be sold directly to Nick Mason, renowned collector and drummer for the legendary rock band Pink Floyd. A car enthusiast long before finding fame with Pink Floyd, off-stage Mason has curated an impeccable collection of the world’s most significant automobiles, including a Ferrari 250 GTO, Maserati 250F, Bugatti Type 35, Jaguar D-Type, Porsche 962, and a host of other magnificent examples. In many ways a modern disciple of those groundbreaking racing designs, the McLaren F1 GTR was a perfect fit for Mason’s thoughtfully curated and highly exclusive collection.

Having been converted for road use by McLaren directly, and subsequently registered “K40 MCL” in 1999, further work was carried out on the car by Paul Lanzante and his company Lanzante Limited. No stranger to McLaren or the F1, it was Paul Lanzante who was at the helm of the Kokusai Kaihatsu Racing team at Le Mans in 1995, leading the team to victory on what was also his first participation in the fabled event. Chassis 10R was one of the earliest conversions of an estimated 16 McLaren F1 GTRs to be modified for road use, taking one of the most feted racing cars of the 1990s full circle. A dominant force on track, it returned to where its creator always intended it to be: the open road.

Chassis 10R was later displayed at Rétromobile in 2007 and subsequently used for a 2009 test by Autocar’s Steve Sutcliffe. That was followed by another journalist losing control of the car and ending up in a field of wheat, prompting a no-expense-spared restoration by Paul Lanzante’s son, Dean, and his incredible team at Lanzante Limited in 2009. Having been a member of the Le Mans-winning squad in 1995, Dean worked alongside his father in race preparing and restoring McLaren Formula 1 cars and F1 GTRs before striking out on his own and opening Lanzante Limited, which not only served as an official McLaren dealership (as McLaren Petersfield) but also became the foremost authority in converting McLaren racing cars—including the F1 GTR, P1 GTR and LM, and Senna LM25— and other similarly high-strung racing cars for the road.

In 2012, the McLaren was displayed at the 73rd Goodwood Members’ Meeting, and just a few weeks later it participated in the 750-kilometer 20th Anniversary Tour organized by the 106 Drivers Club. In 2014, the McLaren joined five other F1 GTRs for the Club’s Tour of Tuscany, a 750-kilometer road rally based in Siena, Italy. The car returned to the Chichester circuit in 2017 for a GT1 demonstration at the 75th Goodwood Members’ Meeting, during which Mason famously left the track and struck a tire wall. The McLaren was subsequently treated to a second restoration by Dean Lanzante, while its most recent Goodwood appearance was at the 2022 Festival of Speed. Nick Mason would go on to own 10R for 25 years at which point it was privately transacted in the Spring of 2024 to a well-respected independent party, who offers it for sale today.

Having been maintained by both Paul and Dean Lanzante since entering Mason’s ownership, chassis 10R is mechanically among the best of its type. The collector is said to have had an “open checkbook” policy when it came to the car’s maintenance, sending the McLaren back to Dean Lanzante’s workshop following every significant drive and leaving no stone unturned in ensuring it was always in top cosmetic and mechanical condition, ensuring that 10R remained one of the very best maintained of all F1s. A recent inspection carried out by Lanzante Limited is on file for interested parties.

AUTONEWS

Interesting proposal for fewer collisions - green lights on the front of cars could save lives

Scientists recommend that brake lights be placed on the sides of vehicles as well.

Scientists from the Graz University of Technology have investigated how additional brake lights on the front of vehicles would affect traffic safety. It is said that this could prevent up to 17 percent of collisions at intersections.

While conventional brake lights only warn vehicles behind you, front brake lights also signal pedestrians and other vehicles that an oncoming vehicle is braking.

The scientists claim that these front brake lights would glow green instead of red and could be easily integrated into the vehicle design. They could also be retrofitted to existing vehicles relatively cheaply.

Scientists led by Ernst Tomasz from the Institute for Vehicle Safety reconstructed 200 real-life traffic accidents at Austrian intersections and then simulated them assuming that the vehicles involved were equipped with front brake lights.

Depending on the reaction time of the road users, between 7.5 and 17 percent of the crashes could have been prevented.

In as many as a quarter of cases, additional lights would have made it possible to reduce the impact speed and thus mitigate injuries. The key lies in the shortened reaction time, which can make the decisive difference between an accident and timely braking.

But the technology also has its limitations. According to a study by TU Graz, which was recently published in the journal Vehicles, in about a third of the reconstructed accidents, the front brake lights were not visible due to an unfavorable angle. The scientists recommend that brake lights also be installed on the sides of the vehicle.

Imagine you’re driving toward a busy intersection. A car approaching from the front is about to apply the brakes, but you have no way of knowing. By the time you realize it’s stopping, it’s too late, and a crash happens. Each year, numerous such collisions occur, but a simple change in our vehicles could dramatically reduce their number.

This simple idea is putting brake lights on the front of vehicles. This could be a game-changer in road safety. A recent study from Graz University of Technology in Austria suggests that these front-facing brake lights (FBLs) could help avoid up to 17% of intersection collisions and lessen injury severity in as many as 25% of cases.

It’s a low-cost, easy-to-implement solution with the potential to save thousands of lives, yet no car on the road today has it. So why haven’t we added this obvious safety feature before? Well, until now, the idea lacked strong real-world evidence. That’s exactly what the new study provides, by recreating real crashes, testing the idea in simulations, and determining just how helpful a front-facing brake light can be.

“The aim of this study is therefore a prospective evaluation of the safety performance of an FBL by means of a counterfactual simulation on the basis of real traffic accidents at junctions,” the study authors note.

Testing the power of FBLs...The researchers began by examining 200 actual vehicle accidents that took place at intersections in Austria. They used data from the Central Database for In-Depth Accident Study (CEDATU), which records detailed information about how crashes happen. 

Using this data, the team reconstructed each crash. Basically, they created a timeline of events showing how the vehicles moved, when the drivers braked, and how the collision occurred. Next, they ran computer simulations of each crash scenario, but this time, they added a twist: they assumed that the cars approaching from secondary roads had green front-facing brake lights. 

These lights would signal to other drivers, especially those coming from the side or in front, that a vehicle was slowing down. In the simulations, whenever these lights were visible, drivers were assumed to react more quickly. The researchers tested three possible reaction times: 0.5, 1.0, and 1.5 seconds. The faster the reaction, the better the outcome.

The results were surprising. Depending on the assumed reaction time, the simulations showed that 7.5% to 17% of the original accidents could have been completely avoided with front brake lights. In up to 25.5% of cases, the lights wouldn’t stop the crash entirely, but they would reduce the speed of impact, enough to lower the severity of injuries. 

In one example, the average crash speed in minor-injury cases dropped from 44.8 km/h to 28.8 km/h when the driver reacted half a second faster. This drop can mean the difference between a few bruises and a life-threatening injury.

Car lights are, above all, essential for road safety—both for other vehicles and for pedestrians. Europe is seeking solutions to minimize the number of road fatalities—aiming for zero deaths by 2030, a goal that has proven difficult to achieve. For now, its primary tools are the driver-assistance systems that governments mandate for new cars.

Mercedes has become the first manufacturer in the world to offer a new color for the headlights and taillights of its autonomous vehicles. Currently, all vehicles use red brake lights, but that could change if Brussels takes seriously a study conducted by engineers at the Graz University of Technology.

Drivers know that proper lighting is crucial, especially for being seen by other road users and for communicating their intentions. A clear example is the turn signal; its use is required and encouraged, as no one can predict another driver's actions. It is the right way not only to drive safely but also to avoid misunderstandings.

Naturally, this also means that all lights must be in perfect working order, especially the brake lights. Researchers at the Austrian university determined that adding a fourth brake light could improve safety, after analyzing more than 200 real-world accidents in Austria.

The idea of ​​a fourth brake light isn't new, but it is interesting...The study concludes that intersections are the sites with the highest incidence of collisions, showing that between 7.5% and 17% of crashes could have been avoided with a fourth brake light. This light would be installed at the front of the vehicle and would be green to increase visibility and improve reaction times. Researchers noted that the cost is very low and that the light could extend almost to the sides of the vehicle, making it visible to those approaching from the side as well. 

In one-third of the reconstructed accidents, an unfavorable angle was the primary cause of the collision. The report emphasizes that if front-facing brake lights had been available to traffic on the main road, drivers on intersecting streets would have reacted more quickly, thereby mitigating the consequences—or even avoiding the collision altogether.

Graz University of Technology

 

AUTONEWS

Land Rover Defender Dakar Concept

Defender is preparing a road-legal evolution of its race car, representing the pinnacle of endurance and performance forged in the heat of competition.

The exclusive, limited-edition, four-wheel-drive car is an evolution of the race-winning D7X-R. It brings pioneering rally capabilities to the road. Combining 75 years of off-road innovation with competition-derived design.

Engineers have pushed the boundaries of what is possible for the Defender Dakar, with upgraded geometry, enhanced suspension, off-road body adaptations, rally-inspired interior elements and distinctive colour options.

Defender unveiled the design announcement model at Monterey Car Week (USA). Five years after its return to the US market and more than 130,000 units sold, Defender’s momentum continues to grow, driven by the success of the Defender OCTA and the strength of its diverse, highly capable range.

The Defender Rally made history on its competitive debut at the 2026 Dakar Rally. After 14 days of gruelling competition, three D7X-R vehicles finished first, second and fourth in the new Stock class, with ‘1, 2, 3’ results on 10 of the 13 demanding stages.

The road car will retain the same robust D7X body architecture, transmission and powertrain as the D7X-R competition car – all based on the Defender OCTA. The limited edition Defender Dakar also features the same 4.4-litre twin-turbo V8 engine, which will not be restricted by racing regulations to unleash its full 635PS. It has better cooling and is capable of producing 750Nm of torque.

The Defender Dakar will feature a 35-inch tyre package, with Advanced All-Terrain tyres on new 20-inch forged wheels, along with motorsport-proven Bilstein shock absorbers, new Dunes and Gravel Drive driving modes, as well as a revolutionary Flight mode originally developed for a competition car to ensure smooth landings on extreme and varied terrain.

Exterior details show its rally heritage, with roof-mounted light pods, a fixed metal roof, carbon fibre air intakes, a carbon fibre bonnet, extended wheel arches with exposed rivets, a boot lid skid plate and distinctive mudguards. An enhanced metal front skid plate and underbody protection complete the race-inspired specification.

The Defender Dakar will be available in a range of colour options, with the distinctive Dakar Sand bodywork and Yanbu Turquoise roof inspired by the livery of the winning D7X-R. Matte protective film is optional with Narvik Black and Alaska White.

Inside, the limited edition model will combine rally-inspired details with exceptional luxury. It will feature a 2+2 seating configuration with front row racing seats, specifically designed for the Defender Dakar. Four-point racing seat belts will be optional, with a rear storage area designed for racing helmets. The cargo area will feature a specially designed spare wheel carrier and air compressor.

Applications for the exclusive Defender Dakar are currently being taken and will be available for booking from early 2027.

Autonews

 

VANDERHALL

Electric Vanderhall Santarosa Launch Edition

Vanderhall unveiled the all-electric Santarosa Launch Edition, a limited-edition version of its three-wheeler with carbon fiber accents and a 40-kWh battery pack under the body at Monterey Car Week in Concours Village.

The Utah-based manufacturer has limited this first-run Santarosa to 50 units, with a suggested retail price of $54,950 and a reservation plan that prioritizes existing reservations. Those interested should check out key details, including how reservations are prioritized, how the Launch Edition differs from the standard model, and when deliveries are expected to begin in the fourth quarter of 2026.

The Santarosa Launch Edition is Vanderhall’s limited-edition electric three-wheeler, designed as a more exclusive version of the standard Santarosa for the 2027 model year, which is already taking reservations. Each of the 50 units has its own serial number and unique Launch Edition markings, allowing owners to document that they own one of the first examples produced.

Vanderhall has paired the 40kWh battery with what he describes as an engaging and distinctive driving experience, carried over from his previous three-wheelers. The Launch Edition features exclusive carbon fiber details and trim not found on the standard Santarosa, and is aimed at collectors looking for a small-scale electric vehicle with a clear story and serial number during Pebble Beach Automotive Week.

The Santarosa Launch Edition has a suggested retail price of $54,950, positioning it as a premium version of Vanderhall’s small electric vehicle lineup rather than a one-off, promotional model. Reservations will be available in phases, first to existing Santarosa reservation holders, then to Vanderhall’s network of authorized dealers, and finally to the general public, if any of the 50 available spots remain.

First deliveries to customers are expected to begin in the fourth quarter of 2026, with the Launch Edition representing the first wave of actual Santarosa units ahead of wider production of the 2027 model.

by Autonews

SPYKER

Spyker C8 Preliator XXV Coupe

A new chapter in Spyker history begins. The C8 Preliator XXV Coupe is unveiled.

Born from more than 120 years of craftsmanship, engineering and an unwavering belief that a car should be more than just a machine.

Dutch-based Spyker returned to Monterey Car Week with the unveiling of the C8 Preliator XXV Coupe. Refusing to build another soulless, digital hypercar, Spyker delivered an analog, mechanical masterpiece: an 800-horsepower twin-turbo V8 engine, a 6-speed manual transmission, no infotainment screens and an all-aluminum build.

Spyker has had a shaky existence. The original company, founded in 1880 as a carriage maker, transitioned to cars by 1900 but went out of business in 1926. Spyker was then revived in 1999 with a focus on ornate mid-engined supercars, but it has faced persistent financial issues, most recently filing for bankruptcy in 2021. But the Dutch automaker has returned once again, now unveiling its latest creation, the C8 Preliator XXV Coupé, at The Quail during Monterey Car Week.

Preliator Power...Spyker has long associated its brand with airplanes and Latin, as exemplified in its logo, which features a propeller coaxially mounted on a wheel, and with the phrase “Nulla Tenaci Invia Est Via” debossed along the lower radius—meaning “for the tenacious, no road is impassable.”

As for the car’s name, Preliator means “warrior” and XXV equals 25 in Roman numerals, a nod to the modern roots of the company that began in 2000 and the announcement of this vehicle in 2025.

Powering this tenacious Dutch warrior is a 4.0-liter twin-turbo V-8 sourced from Audi, producing a claimed 800 horsepower and 738 lb-ft of torque. Spyker says the car will top out at 217 mph. But unlike most modern supercars, the C8 Preliator XXV features a manual transmission.

“A six-speed Graziano manual gearbox, and I mean a real ‘manuale’ gearbox transmission,”says Muller, taking an obvious shot at the recently announced Ferrari 12 Cilindre Manuale, whose gated, shift-by-wire electronic “manual transmission” has sent more than a few enthusiasts into a doom spiral.

“When you are actually shifting the gearbox and you make a mistake, you blow up your engine, because that's what we think a manual gearbox is all about, “ says Victor, with a twinkle in his eye.

This is not the first time Spyker has used the C8 name. The C8 was the modern Spyker’s first production model, and entered its third generation in 2016 as the C8 Preliator. While Spyker claims that the new C8 Preliator XXV is “an entirely new automobile” that was “conceived from a clean sheet of paper,” the styling is suspiciously similar to the last Preliator.

That’s no bad thing, however. The handmade aluminum body is curvaceous and adorned with gleaming rose gold accents. As always, Spyker draws inspiration from the world of aviation, such as with the taillights that emulate fighter-jet afterburners. Grilles on the front and rear ends wear an intricate mesh, NACA ducts are carved into the bodywork in the front bumper and rear fender, and a vent is set deep in the hood between the ovoid headlights, which include LEDs that spell out XXV. The biggest change stylistically versus the previous C8 Preliator is the new tail fin, which pokes up from the back of the roof scoop.

The image above shows details of the fuel filler caps on the Spyker C8 Preliator XXV supercar, highlighted by rose-gold finishes and the Dutch brand's classic Latin inscription (*Nulla Tenaci Invia Est Via*) engraved on the structure. Inspired by classic aviation, the supercar showcases elements of automotive jewelry and machined aluminum.

The C8 has long borrowed V-8 engines from Audi, and the latest Preliator maintains that tradition, employing a twin-turbocharged 4.0-liter V-8 from Audi that produces 789 horsepower and 737 pound-feet of torque. That’s almost double what the original, naturally aspirated C8 produced back in 2000.

This engine is mated to a six-speed manual transmission that directs power exclusively to the rear wheels. Spyker claims a zero-to-62-mph time of 2.9 seconds and a top speed of over 217 mph.

The curb weight is listed at 3147 pounds, and the C8 Preliator rides on unequal-length control-arm suspension at all four corners. Its 15.0-inch front brake rotors are clamped by Brembo four-piston calipers, while four-piston units are paired with 14.0-inch rear discs.

The C8 Preliator continues the old-school mentality inside, where the only digital display is a head-up unit, with no other screens present. The aluminum dashboard houses a bevy of analog gauges, buttons, and switches, and the rose gold accents continue inside, paired with acres of rich quilted brown leather called Tuscan Saddle. And of course, Spyker has retained the exposed gear linkage that has been present in the C8 from the beginning.

Every exterior panel on the C8 Preliator is formed by hand, and Spyker says this approach means that building a car takes 800 hours. Spyker says it will only build 25 examples of the C8 Preliator XXV Coupé. There’s no word on price, but given the decadent design and hand-built approach, we have to imagine the latest C8 Preliator is not cheap.

Specifications:

Engine: 4.0L twin-turbo V8 from Audi that produces 800 hp and 1,000 Nm of torque

Transmission: 6-speed manual transmission that sends power exclusively to the rear wheels

Performance: 0–100 km/h in 2.9 seconds, with a top speed of more than 350 km/h

Aluminum body, vehicle weight 1,525 kg

Analog cockpit: No touchscreens - just analog dials, switches, stitched Tuscan Saddle leather and pink evil details

Exclusivity: Strictly limited to just 25 units worldwide, requiring 2,100 hours of manual work per car

Autonews

TUNNING

Porsche Flachbau RS

The Flachbau body style (also known as the “slant nose”) and the Sonderwunsch program have been closely linked at Porsche for decades.

In the 1980s, the sports car manufacturer offered a spectacular modified version of the 911 Turbo (Type 930) with redesigned front wings and pop-up headlights. The design was based on the legendary Porsche 935, which had dominated endurance racing for years. Between 1982 and 1989, 948 examples of this modified version were sold. Even when later conversions are taken into account, the Flachbau models are still among the rarest variants of the 911 today. Curiosity and intrigue among those in the sports car scene and the media were certainly aroused when it was learned that Porsche had registered the model designations “Flachbau” and “Flachbau RS” with the European Patent Office in May 2025. Now the brand is revealing a secret: the reason for filing this patent was this complex transformation of the 911 GT2 RS (Type 991.2) with the Weissach package.

The multidisciplinary team - consisting of experts from the Sonderwunsch department, Style Porsche and development engineers from Weissach, Porsche Motorsport and Manthey - worked on the project for almost three years.

"The conversion to the model with a sloping nose proved to be very challenging, although we left the powertrain unchanged in agreement with the customer. Our goal was to reinterpret the iconic look of the 935 without compromising on safety, technology or roadworthiness," explains Alexander Fabig, Vice President Product Offer and Individualization at Porsche. "Thanks to comprehensive weight-saving measures, this unique car now weighs 31.6 kilograms less than before. That may sound unspectacular at first, but the 911 GT2 RS with the Weissach package is a sports car that has already been uncompromisingly optimized in terms of weight reduction."

Grant Larson, who has since retired, was responsible for the design of this Sonderwunsch project. The designer was also responsible for the modern interpretation of the 935 that Porsche presented in 2018 as part of its 70th anniversary celebrations.

“The new Flachbau RS is a modern, fitting reinterpretation of the iconic 935 Moby Dick design,” says Larson. “In addition to the lower front wings, the key feature is the stepped arrangement of the headlights with very narrow LED units.”

Inside, the sporty, high-quality feel of the front of the cabin is maintained, while the rear has been thoroughly stripped down to save weight. The Porsche Communication Management (PCM) system, audio components and most of the insulation and trim have been removed. Exposed metal elements in Grand Prix White, carbon fiber parts and deliberately exposed cables emphasize the racing car character. “Flachbau RS” lettering is embroidered on the carbon fiber seats, behind which a stylized version of the Nordschleife can be seen. A gold badge with the inscription Sonderwunsch and the embroidered words “Factory Unique 2026 | Flachbau RS” underlines its one-of-a-kind status.

The color scheme also plays with tradition and modern reinterpretation. “We combined Grand Prix White with parts painted in matt black and other parts with exposed carbon fiber,” continues Larson. “This creates a contrast, and the contrasting U-shaped element at the front is reminiscent of a design feature of the 935/78 in Martini livery - the famous ‘Moby Dick.’” The white shade was specially developed for this unique car. A historic 911 in Grand Prix White from the Porsche AG collection served as a reference.

The exterior reinterprets the Flachbau shape of the 935. The front wings are now lower and have grilles to reduce air pressure. Due to the new wing contour, the fuel tank flap and its mechanism underneath, as well as the front bumper, also had to be modified. Flaps from Manthey emphasize the aerodynamic performance of the front end. Instead of the standard round headlights, a new lighting system is used, with three very thin LED elements arranged in levels one above the other for the main beam, dipped beam and daytime running lights. Contrasting elements in black, exposed carbon fiber and Grand Prix White reflect the motorsport reference of the 935/78. Aero discs on the rear wheels and black brake calipers complete the overall picture.

The front splitter, the underbody structure, the rear diffuser and the carbon fiber aero discs improve aerodynamics and efficiency. The new rear wing with S-shaped struts is inspired by the 911 GT3 R Rennsport, but is around five centimeters higher on this car and can be locked in three positions. At a speed of 340 km/h and in the “High Downforce” setting, the Flachbau RS produces 554 kilograms of downforce on the rear axle.

Three test vehicles were built to carry out further validation tests. A test drive at Mendig Airport, 50 laps on the Nürburgring-Nordschleife and endurance tests in Weissach together simulated around 150,000 kilometers of customer use, especially for the rear wing. “On the Nordschleife, it immediately becomes clear how effectively the aerodynamic concept works,” says Porsche test driver Lars Kern, who drove the sports car on the Nürburgring. “The Flahbau RS remains extremely stable and precise even at very high speeds. This is exactly the kind of feedback needed to validate such a radically modified body design.”

 

Autonews

AUTONEWS

German automotive industry faces largest job losses since 2005

The German automotive industry, impacted by tariffs and Chinese competition, is experiencing its largest job losses since 2005, with a reduction of 42,300 positions in the first half of the year.

According to the Federal Statistical Office (Destatis), these figures represent a 5.8% drop—the largest recorded among major German industrial sectors with more than 200,000 employees.

"With 691,500 workers, the number of employees in the automotive industry has hit a new low: there have been fewer people working in this sector than at any time since 2005," Destatis stated.

Nevertheless, the automotive industry remains Germany's second-largest industrial sector in terms of employment, trailing mechanical engineering, which employed 905,900 workers at the end of the first half of the year.

Within the automotive industry, both major manufacturers and suppliers of parts and accessories have reduced their workforces.

In contrast, the number of workers among manufacturers of vehicle bodies, structures, and trailers increased by the end of the first half of the year.

Specifically, vehicle and engine manufacturing employed a total of 429,200 workers at the end of the first half of the year, down 6.1% from the previous year.

The number of employees at automakers such as Volkswagen, BMW, and Mercedes-Benz fell by 5.8%... Germany's automotive workforce has shrunk to its lowest level in over two decades as carmakers cut costs in the face of rising competition from Chinese rivals. In the 12-month period ending in June, the German automotive industry lost more jobs than any other industrial sector, the Federal Statistical Office reported on Friday.

The number of workers at automakers like Volkswagen, BMW, and Mercedes-Benz fell by 5.8%—or 42,300 employees, more than double the rate of decline seen in the industrial sector as a whole—hitting its lowest level since 2005.

German automakers are facing increasing pressure from adverse conditions in China, competition from Chinese rivals in global markets, and high domestic production costs.

Volkswagen, BMW, and Mercedes-Benz have lowered their forecasts in recent weeks following weak results in China, the world's largest automotive market. Volkswagen alone plans to cut 100,000 jobs in Germany.

The automotive industry remains the second-largest employer within Germany's industrial sector, trailing only the machinery industry, which had just over 900,000 workers at the end of June, compared to 691,500 in the automotive sector, according to the Federal Statistical Office.

While manufacturers of cars and engines and suppliers of auto parts saw their workforces shrink by 6.1% and 7.6% respectively, the workforce at manufacturers of vehicle bodies and trailers grew by 10%, the data shows.

Lusa Agency