AUDI

2026 Audi A6

The A6 is now available in two variants: a gasoline model bearing Audi’s TFSI designation and an electric version with the e-tron badge. The Audi A6 e-tron—which utilizes a different platform than its gasoline counterpart—was a finalist for last year's Car of the Year award and garnered significant praise from the judges. This raises an obvious question: does the gasoline-powered Audi A6 stand out as much as its electric sibling? And does it have what it takes to compete with the 5 Series and E-Class?

The A6 is entering its sixth generation, and Audi has used this transition to implement significant changes. In 2025, the A6 lineup consisted of three variants: the A6 45, A6 55, and S6. The "45" and "55" trim level designations have been discontinued; however, the 2026 model effectively takes the place of the "55," delivering a substantial boost in standard horsepower and torque—albeit at a considerably higher price point than the former entry-level "45" model.

Even so, the new A6 slots in between the BMW 530i and the Mercedes-Benz E350 in terms of pricing, while offering over 100 additional horsepower and torque compared to its German rivals. Therefore, although the starting price has risen since last year, the value proposition is significantly improved.

The 2026 Audi A6 now starts at $65,395 and comes standard with a 3.0L TFSI V6 engine producing 362 hp and 550 Nm of torque—a major upgrade over the 255 hp and 400 Nm offered by the Mercedes E350 and BMW 530i. It also represents a notable step up from the base model of the previous A6, which produced 261 hp and 370 Nm, and a significant improvement over the previous A6 55, which delivered 335 hp and 500 Nm.

But it’s not just about the numbers. The 2026 A6 utilizes Audi’s new Premium Platform Combustion—an evolution of the older MLB Evo architecture that now also underpins the recently redesigned A5 and Q5. The new A6 is an impressive 17 cm longer than its predecessor, thanks in part to a 3.3 cm increase in wheelbase. Together, these changes elevate the A6 above the previous version; when combined with updated technology and powertrain improvements, it appears Audi has put the A6 back on the right track—at least on paper.

Autonews

 

TATA MOTORS

Tata Aeris: price start at $5,500 

Tata Motors has unveiled the Aeris model in India, with a starting price on the local market of (converted) 5,500 US dollars.

According to Carscoops, despite its new name, the Aeris is essentially a significantly upgraded version of the Tigor model—which has been on the market since 2017, with facelifts in 2020 and 2025. Measuring under four meters in length, this model features a sharper design and a better-equipped cabin while maintaining excellent value for money.

Visually, the Aeris retains the Tigor's characteristic silhouette and compact dimensions, with a length of 3,995 mm and a wheelbase of 2,450 mm.

The front end is distinguished by simpler, more aggressive headlights, similar to those on the recently refreshed Tiago hatchback. These are paired with a fully enclosed gloss-black grille and modern air intakes on the bumper. The side profile remains largely unchanged, though subtle plastic elements have been added around the wheel arches, alongside new 14- or 15-inch wheels. At the rear, the car stands out with slimmer taillights connected across the vehicle's entire width and a redesigned rear bumper.

The interior layout mirrors that of its predecessor, but the dashboard and air vents have been redesigned, and recycled materials are now used in the construction. The top-spec versions feature a 10.25-inch infotainment screen, a digital instrument cluster, a system for simultaneously wirelessly charging two smartphones, a 360-degree camera, rear parking sensors, an integrated dashcam, ventilated front seats, and rear air vents. Six airbags come as standard across the entire lineup, while systems such as blind-spot monitoring are offered in the highest trim level.

The Aeris offers up to 419 liters of cargo space behind the five-seat passenger cabin.

In terms of safety, it features 6 airbags and ISOFIX child seat mounts as standard, while higher variants receive a 360-degree camera, a tyre pressure monitoring system (TPMS), electronic stability control (ESC), hill hold control (HHC),  rear parking sensors, rain-sensing wipers and rollover mitigation.

Powertrain options...The Tata Aeris is powered by a 1.2-litre naturally aspirated petrol engine, which is available with an optional factory-fitted dual-cylinder CNG kit. Both engine options are offered with manual and AMT transmissions.

Engine	1.2-litre naturally aspirated petrol	1.2-litre naturally aspirated petrol + CNG
Power	86 PS	76 PS (CNG)
Torque	113 Nm	97 Nm (CNG)
Transmission	5-speed MT/ 5-speed AMT	5-speed MT/ 5-speed AMT

Buyers can choose between two naturally aspirated 1.2-liter engines (without electric assistance). The petrol version develops 85 hp (63 kW), while the compressed natural gas (CNG) version delivers 75 hp (56 kW). In both cases, power is transmitted to the front wheels via a five-speed manual or five-speed automatic transmission.

Said Shailesh Chandra, Managing Director and CEO of Tata Motors Passenger Vehicles: “The sedan remains one of the most timeless expressions of the car, with a loyal set of customers who value its distinctive combination of comfort, space, driving dynamics and practicality. With Aeris, we are bringing to life the TATA philosophy of providing meaningful choice across body styles and powertrains, with a stylish new sedan for customers who see their car as an expression of their progress, achievements and personality.”

Aeris brings together thoughtful design and intelligent technology to make everyday mobility more rewarding. The premium cabin features AeroLux ventilated leatherette seats, an OpenView dashboard, dual integrated screens, a 26.03 cm HD touchscreen infotainment system and a 12.7 cm Digital Island Cluster, creating a modern and engaging driving environment.

Designed around the needs of contemporary customers, Aeris combines convenience with connectivity through a first-in-segment Dual Smartphone Deck with wireless charging, wireless Apple CarPlay® and Android Auto®, iRA with over 35 connected car features, automatic climate control, rear AC vents, 65W Type-C fast chargers and a spacious 419-litre boot. The result is a sedan that goes beyond utility to deliver a richer and more intuitive ownership experience.

Defeat stress...Confidence sits at the heart of Aeris. Built on Tata Motors Passenger Vehicles' proven Safety Dome architecture and engineered using Ultra High Strength Steel, the sedan is designed to provide comprehensive occupant protection.

Six airbags come as standard across the range, supported by Electronic Stability Program (ESP), ABS with EBD and Corner Stability Control, Hill Hold Control and ISOFIX child-seat anchors. Driver confidence is further strengthened through a first-in-segment Blind View Monitor, MultiView Digital Video Recorder and a 360° Surround View System HD camera offering multiple 2D and 3D viewing perspectives.

Features such as auto headlamps, rain-sensing wipers, rear defogger and enhanced rear-impact protection contribute to a safer and more reassuring driving experience. On iCNG variants, dedicated safety technologies including leak detection, advanced leak-proof materials, thermal incident protection and rear crash protection provide an additional layer of confidence.

The Tata Aeris is available for order in India, with the first deliveries scheduled for October 11. Prices start at $5,500 for the entry-level Smart version with a manual transmission, while the top-tier Accomplished trim—featuring the CNG engine and automatic transmission—costs $10,200.

Autonews and MotorLand

AUTONEWS

Why are flush-mounted car door handles becoming increasingly common?

Getting into a car increasingly involves pulling a flush-mounted handle that pops out automatically. This invention isn't new; cars on the market have featured this solution for years. You might be one of those people who view it as an interesting aesthetic detail that gives the car a more modern look. But the truth is, in most cases, this system isn't installed simply to make the car look more modern.

The reason lies in the air, which acts as an invisible barrier the car must constantly cut through. The fewer protrusions on the car's surface, the less effort the engine requires and the less energy or fuel it consumes. Traditional door handles stick out several centimeters from the bodywork, disrupting airflow. But just how much does this aerodynamic disturbance affect performance?

Wind tunnel tests show that flush-mounted handles can reduce the aerodynamic drag coefficient (the well-known Cd) by between 0.005 and 0.015 points—significant when considering that a modern car might have a coefficient of 0.25. This reduction may seem small at first glance, but in modern aerodynamic design, every thousandth counts—especially now that electric cars are proliferating and many people remain concerned about their driving range.

You will better understand the importance of aerodynamics if we tell you that, at highway speeds, more than 70% of a car's energy can be used to overcome air resistance (depending on wind strength and direction, of course). In this scenario, reducing aerodynamic drag by half a point is akin to freeing the engine from an invisible burden. In terms of numbers—specifically regarding electric cars, which make the most use of this technology—this modest aerodynamic improvement translates to an extra 5 to 10 kilometers of range, depending on the model. This additional margin is appreciated on long trips and serves as an incentive for brands to try to offer greater range than their competitors.

Does this mean that flush door handles are just as important for internal combustion engine cars as they are for electric cars? The answer is that the reduction in air resistance is identical in both cases. However, the practical impact differs.

In a gasoline or diesel car, most of the fuel's energy (around 60% to 70%) is lost as heat through the exhaust and radiator. Furthermore, the front end of these cars requires open grilles to cool the engine via the radiator, creating considerable turbulence. In this context, reducing door-area drag offers a tangible benefit regarding fuel consumption—perhaps saving a few tenths of a liter—but the overall result is overshadowed by the inherent inefficiency of the internal combustion engine.

In an electric car, however, more than 80% of the energy stored in the batteries is utilized, and the front end lacks the massive grilles typical of a rally car. With a generally more sculpted body, any small protrusion—such as a door handle—contributes a larger percentage to the total drag. Therefore, while this helps reduce fuel consumption in combustion-engine cars, in electric vehicles, minimizing energy consumption and maximizing range become top priorities.

Many don't like the retractable door handle design...While it might help to give EVs a sleek exterior, flush-mounted door handles haven't been universally loved among drivers. Those found on the Tesla Model Y are manually opened by pushing in the larger section of the handle mechanism. Meanwhile, the Hyundai Ioniq 5 makes the handle accessible when the key fob is near, automatically popping out — though you can also utilize an emergency key found in the fob and manually press the handle inward to expose a mechanical lock. All of these different methods makes it difficult to figure out the manufacturer-specific quirks unique to each hidden handle.

While drivers might eventually get used to these quirks, passengers might fumble with what should be a simple task. Evidently, changing an easy-to-understand mechanism that's been a part of vehicles since the 1920s doesn't go over well with everyone. A 2024 poll conducted by GM Authority asked whether the Blazer EV should get classic or flush deployable door handles, and 64% of voters were in favor of traditional handles.

Even among those who are comfortable with how retractable handles work are finding new problems, with Tesla owners across the country complaining about their malfunctioning door handles. Some of the chief concerns include drivers being unable to open or close the doors with a dead battery. That's not the only issue, as YouTuber The Ioniq Guy showcased in a video where the handles failed to pop out due to being frozen in place.

Critics of the retractable door handle feature on many of today's EVs might be happy to learn that they're being scrutinized by officials, too. Due to safety concerns about emergency situations in which these door handles could hinder rescue efforts, China has banned certain retractable handles. That ban is expected to start in 2027, and it means that automakers will have to include a mechanical alternative so the doors aren't completely reliant on power to operate for the Chinese market.

Stateside, there have been tragic examples of these retractable door handles hindering rescue efforts. As reported by Bloomberg, off-duty firefighter Max Walsh came upon an EV crash and was required to break the window because the door handle failed to function. While he was able to pull out the driver, the driver's wife remained trapped in the vehicle for an additional length of time. This left her with severe facial burns and permanent respiratory damage, which could have been minimized if the first people at the scene were able to quickly open the doors.

As a result of growing reports focused around these retractable handles being an impediment in an emergency, the National Highway Traffic Safety Administration has become involved. Select Tesla Model Y doors are being examined by the agency, and in response, the automaker is reportedly working on a redesign.

So, while they may look very stylish, the real reason behind them lies in the battle against the wind. And this is a battle for which more and more manufacturers are trying to refine their designs.

Flush-mounted car door handles are becoming increasingly common because they improve vehicle aerodynamics and give cars a sleek, futuristic appearance

Main Reasons for the Trend:

• Better aerodynamics: Sitting flat against the car body, flush handles reduce wind resistance and aerodynamic drag by roughly 0.3% to 1.5%.

• Increased driving range: For electric vehicles, minimizing drag saves a small but measurable amount of energy, helping to slightly extend battery range.

• Modern aesthetic: Automakers use them to create clean, minimalist exterior lines that make vehicles look high-tech and advanced.

• Industry influence: Pioneered widely by brands like Tesla, the design quickly became a status symbol for modern luxury cars and electric vehicles

 

MERDEDES-BENZ

2026 Electric Mercedes-Benz GLC slalom test

This is the new electric GLC (or Mercedes-Benz GLC with EQ Technology, to use its full and exhaustively long name). It is Mercedes' answer to *Top Gear*'s 2026 Car of the Year—the BMW iX3. This is a major launch, both figuratively and literally, because the gas and diesel GLC is Mercedes' best-selling model worldwide. And with Mercedes' EV mission back on track thanks to the impressive new CLA (following the failures of the EQS, EQE, and EQC), expectations are high.

The electric GLC shares many components and technologies with the CLA, but it is the first model based on the all-new MB.EA-M version ('M' for mid-size vehicles) of the MB.EA (Mercedes-Benz Electric Architecture) platform, which will also underpin the new electric C-Class.

We were told that this car was "built with electrification as the priority," but that there will also be "a diverse portfolio of powertrains to meet every customer need." This means that hybrid, gasoline, and potentially even diesel versions will be launched in some markets. It is an approach very similar to the one Mercedes took with the new CLA. For now, however, it will be offered only in an electric version.

At launch, only one version will be available—the GLC 400 4Matic, featuring dual electric motors that produce 483 hp and drive all four wheels (though the front motor disconnects when not needed). There is a two-speed gearbox at the rear to improve efficiency, while a 94 kWh lithium-ion battery allows for a range of 652 km (405 miles) on the WLTP cycle on a single charge. Surpassing the magic 644 km (400-mile) mark is always impressive, though it still falls well short of the iX3's 805 km (500-mile) range—even though the BMW features a much larger battery (108 kWh, for those wondering).

Like the BMW, the system is based on an 800-volt architecture, enabling fast charging at up to 330 kW and the ability to add 300 km of range in just 10 minutes. Options include air suspension (shared with the S-Class) and four-wheel steering—with a 4.5-degree angle—which reduces the turning radius to 11.2 meters. Towing capacity is up to 2.4 tonnes.

Slalom test...The 2026 electric Mercedes-Benz GLC weighs around 2.5 tonnes but handles maneuvers well thanks to AIRMATIC air suspension and rear-axle steering, although specific closed-course slalom test results are not detailed in recent official reviews.

Performance and dynamics:

• Weight and stability: At approximately 2,500 kg, the SUV is heavy, but the low center of gravity provided by the batteries aids stability.

• Agility: The 11.2-meter turning radius and rear-wheel steering drastically improve agility in tight corners and confined spaces.

• Power: Versions such as the GLC 400 4MATIC deliver around 489 hp with all-wheel drive.

 

by Autonews

AUTONEWS

Land Rover is installing a V8 engine producing over 400 hp into the classic Defender

However, not every Defender from the "Puma" engine era qualifies for the engine swap itself. While the chassis and suspension upgrade packages apply to the entire production run from 2007 to 2016, the V8 conversion covers a much narrower timeframe; consequently, customers must verify their vehicle's production date before seriously considering this option.

The package combines Bilstein dampers with Eibach springs to alter driving dynamics, alongside an Alcon braking system featuring four-piston calipers. The front discs measure 335 mm, while the rear axle uses 300 mm discs—a significant upgrade over the standard brakes found on the Puma-diesel Defender.

Aesthetic and dynamic options are offered separately from the engine work. Customers can choose 16-inch steel wheels as standard or upgrade to 18-inch alloy wheels, along with "Works V8" badging and a redesigned transmission tunnel in the cabin.

Dominic Elms, Director of JLR Classic, described the program as a concept focused on flexibility rather than a single, fixed specification. He noted that the offering caters to "a cherished family car, a reliable workhorse, or a valuable collector's item," encompassing everything from daily drivers to garage-kept examples. This formula differs from the current factory offering, where the V8 engine in new Defenders is forced-induction, unlike the naturally aspirated engine used here.

Not every Puma-era Defender qualifies for the engine swap itself. While the broader chassis and suspension packages stretch across the full 2007–2016 production run, the V8 conversion narrows that window considerably, and buyers need to check their build date before getting attached to the idea.

Underneath, the package pairs Bilstein dampers with Eibach coil springs for a revised ride, along with an Alcon brake setup running four-piston calipers. Front rotors measure 335 millimeters (13.2 inches), with 300-millimeter (11.8-inch) discs at the rear, a serious jump from the stock Puma-diesel brakes.

Cosmetic and dynamic trims come bundled separately from the engine work. Buyers can spec 16-inch steel wheels as the standard fitment or step up to 18-inch alloys, plus Works V8 badging and a redesigned gear tunnel inside the cabin.

Dominic Elms, director of JLR Classic, described the program around flexibility rather than a single build spec. He said the range is meant to serve "whether as a cherished family companion, a dependable workhorse, or a valuable collector's piece," covering daily drivers and garage-kept examples alike. It is a different formula from the factory's current lineup, where the V8 already fitted to new Defenders runs forced induction rather than the naturally aspirated setup used here.

The "Works V8 Conversion" itself applies only to Defender L316 90 and 110 models from the 2012–2016 model years—specifically the final production run featuring the Puma diesel engine, prior to the generation's discontinuation. Owners of older vehicles can still obtain upgraded suspension and brakes, but not this engine.

Installation can be handled in two ways. Owners can order components via the Land Rover Classic Parts website and install them themselves, or work with an authorized retailer to perform the installation; this accommodates both DIY enthusiasts and owners who rely on professional service.

Regarding the complete V8 conversion specifically, Land Rover directs customers to its Classic Works facilities in the UK and Germany, where expert technicians carry out the engine swap. This option reflects the higher level of oversight Land Rover wishes to maintain over engine work, compared to the simple installation of individual components.

Although certain parts of the program can be applied to a wider range of vehicles, the V8 conversion itself is subject to strictly defined criteria. Land Rover Classic states that the full engine replacement applies to Defender L316 90 and 110 models from the 2012–2016 model years.

This means that owners of older models can use specific components to upgrade suspension and brakes, but their vehicles are not eligible for the full V8 conversion.

Dominic Elms, Director of JLR Classic, emphasized that the program was not conceived as a package with a single mandatory specification, but rather as a flexible offering tailored to different owners.

The offer is designed to cater to—as he put it—"a cherished family car, a reliable workhorse, or a valuable collector's piece," meaning it applies equally to a Defender used for daily driving and one kept by its owner as a collector's vehicle.

Owners can order some components through Land Rover Classic Parts and install them themselves, or alternatively, engage an authorized dealer to carry out the work.

However, for a complete V8 conversion, Land Rover directs customers to its Classic Works centers in the UK and Germany, where the engine swap is performed by technicians specializing in such work.

The company notes that the program's availability varies by market. Final vehicle eligibility, specifications, pricing, and timelines depend on the condition of the specific Defender, its existing configuration, and the market in which it is located.

Before work is confirmed, the vehicle must undergo an assessment by Land Rover Classic experts or a local authorized dealer.

For enthusiasts of the final "analog" generation of the Defender, this program offers a way to retain the classic off-roader's original character while benefiting from significantly more modern performance and mechanical components.

Availability is not universal. Land Rover states that final vehicle eligibility, specifications, pricing, and timelines depend on the vehicle's condition, existing specifications, and market; confirmation is provided only after an assessment by Classic specialists or a local retailer. The company previously built its reputation on detailed restorations, and this program employs that same approach—relying on the work of experts rather than simple catalog orders.

TREK

Trek launches new lightweight road e-bike with carbon frame and solid 185 km of range

Trek has unveiled the Domane+ SL, a lightweight electric road bike with a carbon frame. The e-bike features a TQ HPR40 200 W mid-drive motor and a 580 Wh battery, which is said to deliver 40 Nm of torque and 115 miles (185 km) of range. Available in three configurations, it comes with 35 mm tires and tops out at 28 mph (45 km/h).

Trek has expanded its road e-bike portfolio with the Domane+ SL e-bike. The new model follows the company’s recent launch of the Inbound+ and the District+ e-bikes. The Domane+ SL is a performance-focused electric road bike designed for endurance riding. It is based on Trek’s previous-generation Domane endurance road bike platform and features a carbon frame. At 24.5 lbs (11.1 kg), the e-bike is considerably lighter than many conventional electric bikes. 

Interestingly, Trek also offers an aluminum frame version of the Domane+, although it weighs around 3 kg (6.6 lbs) more than the carbon-fiber Domane+ SL. The electric road bike is powered by TQ’s compact HPR40 200 W motor, which is said to provide 28 mph (45 km/h) top speed and 40 Nm of torque. Plus, you can either choose a 360 Wh or 580 Wh battery pack. The company claims up to 113 km (70 miles) of range with the smaller battery pack and 185 km (115 miles) with the larger battery pack. 

Moreover, the e-bike’s carbon frame can handle a maximum payload of up to 275 lbs. It is equipped with a TQ color LED display with Bluetooth and ANT+ connectivity, providing essential riding information. Stopping power comes from hydraulic disc brakes with 160 mm rotors. On top of these features, the Domane+ SL has the Trek Central companion app support for motor tuning and other adjustments. 

The new Domane, with assistance...The Domane+ SL is based on the same fundamental concept as the standard (non-electric) Domane launched last month: a lighter, simpler road endurance platform featuring clearance for 40mm tires (stock 35mm tires), Trek’s Road Endurance geometry, a higher handlebar position, and a carbon seatpost designed for comfort.

I’ve already covered the standard bike in detail in my Domane Gen 5 review, so I won’t repeat the full analysis of IsoSpeed. In short: Trek decided that the comfort advantage IsoSpeed ​​still offered didn't justify the added weight, complexity, and proprietary hardware—especially now that most Domanes run high-volume tires.

This matters here because the Domane+ starts with that refined, improved Domane platform. Trek then adds the e-bike components.

Within Trek’s e-bike lineup, this places the Domane+ SL firmly in the road category. Compared to the Checkpoint+, Trek positions it as lighter and offering greater range, making it better suited for general riding rather than gravel-specific use. In other words, this isn't just a gravel e-bike fitted with slick tires; it is the electric version of Trek’s most versatile road bike.

The Domane+ SL isn't as mechanically simple as the standard Domane—it couldn't be. It features a drive unit, internal battery, display, remote buttons, lights, wiring, and electronic shifting. Yet, the integration is cohesive: the main battery powers the front and rear daytime running lights—a 450-lumen Supernova Starstream Mini up front and a 35-lumen Trek Flare C at the rear (in North America)—as well as the rear derailleur on AXS-equipped models. One main battery. One charging method. The rear light has a minor setup issue: a traditional saddlebag can block it. The best solution is to use the Domane+’s front triangle mounts and one of Trek’s compatible Adventure frame bags; this keeps tools and spares away from the seatpost area and leaves the light visible.

The ride feel of the Domane+ is similar to that of the non-electric Domane, which is great. The riding position is accessible and comfortable, yet firm enough to still convey the feel of a high-performance road bike. It isn’t a race bike with twitchy handling; it’s a fast, long-distance road bike.

The 35mm tires, under-bar padding, and Trek’s RSL seatpost work in perfect harmony. The ride is smooth; it absorbs harsh impacts well and never left me feeling drained. I stepped off the bike after a 160km ride—completed in four and a half hours—feeling refreshed and without any lingering discomfort in my hands, back, saddle area, or shoulders.

However, the Domane+ isn't quite as fluid or elegant as the non-assisted Domane. No e-road bike I’ve tested has cracked the code to combining the refined smoothness, low weight, and exceptional performance of the best non-assisted road bikes. The Domane+ comes closer than many, but there is still a sense of mass low down in the bike’s movement—a feeling that every input has to pass through a heavier object before translating into motion. Like most e-bikes, it feels a bit clunky.

I imagine brands will eventually overcome this lack of fluidity, but it still feels like that’s a few generations away.

Available in three configurations and six sizes (XS, S, M, ML, L, and XL), the Trek Domane+ SL starts at $6,500/€5,999. Buyers can now purchase the e-bike directly from Trek’s official website. 

by Autonews

AUTONEWS

MCA Centenaire heading to auction

Monaco likely boasts more supercars per square meter than anywhere else, yet this tiny billionaire's haven produces no cars of its own. However, in 1990, a startup company unveiled something intended to revolutionize the supercar world. In a way, it did, yet the car vanished without a trace while a rival claimed the glory.

The car in question is the Centenaire, of which MCA (Monte Carlo Automotive) produced only five units between 1990 and 1992. The company was founded by former Formula 2 and CART driver Fulvio-Maria Ballabio, with the help of an impressive lineup of Formula 1 and motorsport legends.

Lamborghini also played a role, supplying the 455-hp, 5.2L V12 engines from the Countach 5000 QV. As with the Lamborghini, power was sent to the rear wheels via a manual transmission. However, it is the chassis that makes the Centenaire special—and the reason the model deserves far more recognition than it currently receives.

Specifically, this was the first production supercar to feature a carbon-fiber monocoque. McLaren pioneered this technology in its Formula 1 cars in 1981 and later applied the same concept to its revolutionary F1 road car in 1994. Yet, MCA beat McLaren to the punch by four years and Jaguar’s XJR-15 model by several months. Other supercars, such as the Ferrari F40, already featured certain components made from composite materials, but before the MCA, no one had built a complete carbon-fiber chassis.

However, being first isn't always an advantage. The year 1990 proved to be a poor time to introduce new technologies—at least for MCA. Reports indicate that several factors contributed to the Centenaire's failure, including the pricing of supercars in the late 1980s and high production costs. There are even claims that Chrysler, Lamborghini's new owner, disliked the idea of ​​supplying engines to a rival supercar manufacturer that might steal the spotlight from the then-brand-new Diablo.

The initial plan was to sell 100 units, but the first phase failed to reach even double-digit sales figures. Attempts to revive the project during the 1990s met with no greater success. An attempt to compete in the 24 Hours of Le Mans also came to nothing, even though two cars had reportedly reached speeds of 354 km/h during testing.

As they are extremely rare, Centenaire units rarely appear on the market; however, one of the five cars produced is being prepared for Broad Arrow's Zoute Concours Auction in Belgium, scheduled for October 9. The auction listing notes that this specific vehicle was the first chassis produced and was used for everything from testing to promotional presentations. After completing its role, the car was kept by Lamborghini, and years later, it was gifted to Ballabi, the founder of MCA.

At one point, the car was painted blue, but its subsequent owner had it fully restored in 2016, returning it to its original Ivory finish, which further accentuates the red leather interior. Broad Arrow estimates the car could sell for between €900,000 and €1.2 million. That sounds like a huge sum for a car many have likely never heard of—one that isn't even the most beautiful supercar of the 1990s. On the other hand, one could argue it is a small price to pay for the car that laid the foundation for the generations of hypercars that followed.