Background: A cross between the Monaco Grand Prix and Royal Ascot, the world's oldest racecourse, is how the British newspaper Sunday Times described the legendary hillclimb race founded 30 years ago as part of the Festival of Speed. The course runs through the parkland of Goodwood House, the estate of Charles Henry Gordon-Lennox, 11th Duke of Richmond.

The motor sports enthusiast aristocrat launched the Goodwood Festival of Speed in 1993. Every year, around 180,000 fans come to this event for historic and modern racing cars and supercars in West Sussex in southern England. So there are two occasions to pop the corks.

Fire, music and bolide parade

To mark the 75th anniversary of the Porsche brand, a sculpture by artist Gerry Judah at Goodwood House formed the centerpiece of the festival, around which the Stuttgart company's most famous and successful bolides were presented in the "Special Moment" show with fireworks and music.

And in the parade up the famous hill, the 356 "No. 1" Roadster led the field. It was followed by, among others, the 928 "Trigema" racing version from 1983, a Cayenne Transsyberia, a 959, a 911 Turbo S (Type 993) and a very special 911 Carrera S (991). This one-off was the one millionth 911 produced since the sports car icon was launched in 1963.

Memories of Le Mans victories

The Stuttgart company also celebrated the 100th anniversary of the 24 Hours of Le Mans at Goodwood. After all, the brand holds the record of 19 overall victories. Among other things, Porsche will be showing three class winners and three overall winners at Goodwood. These include the 718 W-RS Spyder (winner of the 2.0-liter class in 1961), the 935 Martini (class winner in 1976) and the "sow"-style 911 RSR (winner of the GTE Pro class in 2018). The trio of overall winners is formed by the 936/81 Spyder, the 911 GT1 in 1998 and the 919 Hybrid of 2017. These were also Goodwood to see in action and, above all, to hear with rich sound.

But that was not all: In addition to current models, visitors were also able to examine a Porsche diesel tractor "Junior 108". Parallel to the production of the Porsche 356, orders of this kind were an integral part of the range. Between 1949 and July 1963, around 120,000 tractors rolled off the production line under license with the Porsche name.

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As with all models, the brand's new flagship offers plenty of comfort and forward-looking technologies. In addition to the standard version, Genesis offers the G90 as a long-wheelbase version with 190 millimeters more legroom in the rear for the occupants (see gallery on the right).

In the short-wheelbase version, the G90 is available with a choice of four or five seats. The long-wheelbase version has four seats and offers pleasant comfort thanks to individually heated and ventilated seats with massage functions as well as ventilated and heated footrests with massage function.

Fine-tuning for Europe

Lawrence Hamilton, Managing Director at Genesis Motor Europe: "After the G90 has already been launched very successfully in South Korea, the USA, Canada and the Middle East, we have received more and more inquiries as to when the model will finally come to Europe. Now the time has come. For the European market, we have fine-tuned the model once again to adapt the handling and driving experience to local roads and customer expectations."

Impression of new technologies

Viewed from the front, the G90 shows a clear evolution of the brand's typical Athletic Elegance design language. The front end is dominated by a new, three-dimensional Crest radiator grille with two superimposed G-matrix patterns and the two-line headlights, which in combination are intended to evoke the brand emblem.

The interior of the G90 is designed to make customers who are at the wheel themselves as comfortable as those who are driven by chauffeurs. The interior follows the Genesis design principle of the Beauty of White Space: It combines the high-tech appeal of new technologies with traditional materials and craftsmanship.

Prices for the G90 and further information will be announced shortly. Interested parties from Switzerland can register online now.

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A real heat battle and one of the most demanding tracks of the season await the ABT Cupra Formula E team in the Italian capital. ABT Cupra driver Nico Müller gives an insight into the procedures of a Formula E race and he reveals his rituals and tricks for starting fully concentrated.

Flashback to happiness

Semi-final of qualifying in Berlin: Nico Müller is pushed into the pits and looks into the faces of his team. "The air was crackling. You could see the sparkle in the eyes of the mechanics and engineers - it was pure happiness," says the Swiss ABT CUPRA Team driver, describing the scenes after reaching the qualifying final at the race in Berlin at the end of April (see gallery and video). In Rome, the ABT Cupra Team wants to build on this success. Nico Müller and team mate Robin Frijns (center gallery) know only too well what it takes to achieve this.

It all starts in the simulator

For Nico Müller, preparation for the race in Rome began shortly after the end of the last race in Portland (USA). "Analyzing the last race is already part of the preparation. You take away the lessons you've learned," he explains. Then, before the actual race weekend, it's first off to the simulator. The pilots get a first feel for the real course during the track inspection.

Nico Müller: "There, the teams have a slot where you walk the track. In Formula E, there are no permanent race tracks, so the walk-through is enormously important. You pay attention to every detail: where the asphalt changes, or where there might be a bump that you can't see from the cockpit."

Confidence in the vehicle

Once the track has been internalized, it's a matter of optimally tuning the race car. "The car is permanently tuned up to the race and the set-up is refined to adapt it optimally to the track conditions and my driving style. Together with the data collected, my input is very important in this process, because it's me who moves the car at the limit and has to have confidence in the material. I'm in close coordination with the race engineers and the performance engineer on this."

Nico calls these individual steps "warm-up" for the race. This includes shielding himself from the outside world in order to "get into the tunnel". "You have to leave everything else to the left on a race weekend. There's no room for anything else on a race day. You're 100 percent with yourself, with the team and with the race car, trying to get the most out of the package." He even keeps contact with family to a minimum. "I check briefly in the morning to see if everything is okay at home, then not again until after the race, but in between there's actually very little time to talk because you're fully dedicated to race day."

Last rituals before the start

In order to remain fully fit physically, the diet is precisely tailored to the drivers. "The meal breaks are fixed and the food is delivered for this purpose. There's always the same thing: In the morning, it's usually bread, egg and a banana. At lunch, gluten-free rice, with cooked vegetables and chicken. It should provide enough energy, but not be heavy on the stomach," explains Nico. The 31-year-old Swiss also sometimes drinks a little pick-me-up before the race. "I'm a big coffee fan. If I want to push myself a bit more, then I drink another espresso. I decide that depending on the situation."

When current flows under full load

After the briefings with the drivers, mechanics and engineers, the final adjustments are made to the set-up of the race car. Now it's in the drivers' hands to refine the previous teamwork and drive into the points. Nico reserves a small ritual for himself before getting into the monocoque. A good ten minutes before the race starts, the race driver stands in front of his vehicle and begins a physical warm-up. "I have two or three exercises to warm up. In the process, I always go through the same sequence of movements. That helps me get into the tunnel." Then, just before the race, it's a quick turn around the corner.

Nico Müller always has a talisman with him when he prepares for a race like the one in Rome. "The bracelet from my family just gives me a good feeling." Also a ritual: entering the monocoque of the 475-horsepower Gen3 Formula E race car is always done from the same side. "It feels more natural to stand in the monocoque with the right foot first."

A sure instinct and a cool head

During the race, a lot of tact and a cool head are required. "You're fully under power. Mentally, it's extremely challenging to master a race like this. You don't always feel like you're on top of the game in every situation. Sometimes you just have to make decisions and see what comes out. There are so many factors that influence a race," says Nico, describing the situation during the race of choosing the right strategy.

Energy management is important

It's not just about driving as fast as possible. In Formula E, energy management also plays a big role. "You can't drive through the entire race at top speed, or you'll run out of power at some point. You have to recuperate energy. That means, for example, that you don't approach the next braking point at full throttle, but instead do what's known as lift and coast - in other words, let the car roll a bit before the next turn. Otherwise you use too much energy. To do this management as efficiently as possible, with as little time lost per lap as possible - that takes a lot of brainpower."

Course in Rome a challenge

This applies all the more to the race in Rome. With its fast sections, elevation changes and overtaking opportunities, the course in Italy's capital is considered one of the most demanding of the season - not least because of a notorious jump hill. The course runs right through the heart of the World's Fair district (Esposizione Universale di Roma, or EUR for short) and along the "La Nuvola" convention center. In addition, other iconic buildings such as the Palazzo della Civiltà Italiana complete the scenery.

"Challenge - this word best describes the track in Rome," explains Nico Müller. "I know the circuit from the past and find it absolutely spectacular - a true Formula E track. But that also means that it absolutely doesn't forgive any mistakes. It's all about getting up to speed quickly and staying absolutely error-free."

Team boss challenges his pilots

The ABT Cupra team boss is also looking forward to the special circuit in Rome. "With Rome and London come two classic street circuits at the end of the season, for which Formula E is famous," says Thomas Biermaier. "We have recently shown in all sessions that we have caught up with the midfield. Now we also need the necessary consistency to turn the performance into visible results. Rome is technically demanding, so it's a so-called drivers' track - so it's just right for Robin and Nico, who have often shown their class."

What remained of the race day

And once the checkered flag has been waved? Then the preparations for the next stage already begin. At the post-race debriefing at the latest, the motto is once again: After the race is before the race. The team tries to learn as much as possible for the next event. Afterwards, Nico Müller recharges his own batteries while spending time with his family. The Formula E driver needs the energy for the next race, when the processes pull him back into the tunnel and he wholeheartedly pursues the sport he loves: racing at ABT Cupra. 100 percent electric and with full brainpower.

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The Vision 357 Speedster is based on the technology of the Porsche 718 GT4 e-Performance. Electric motor and battery technology thus come from the Mission R and the chassis from the 718 GT4 Clubsport. Following its world premiere at the Goodwood Festival of Speed, the design study will be on display at this year's Rennsport Reunion in the USA at the end of September.

Typical speedster hood

Typical of a speedster, the study has a flat, shortened windshield. A tarpaulin - the so-called tonneau cover - spans the right-hand side of the vehicle, as used to be the case with open-top sports cars. Behind the driver's headrest sits a technically designed rollover element made of carbon. Behind it is the tailgate and the anchoring points for a typical Speedster soft top.

Cameras instead of exterior mirrors

The two-tone concept with the two shades of marble gray and grivelo gray metallic is inspired by historical models from motorsport. The anniversary logo with the large "75" and the two dates "1948" and "2023" is in grivelo grey metallic and Miami blue, while red was also used on the closed Vision 357. Cameras replace the exterior mirrors.

Wheels are made of magnesium

As on the historical models, these do not sit on the doors but in front of them on the fenders. On the open 357, they have been given a new, aerodynamically optimized shape reminiscent of wings. The four-point light signet at the front is round, reminiscent of the Porsche 356. The 20-inch wheels are made of magnesium and feature carbon fiber trim and center locks.

Switch panel in visible carbon

The instrument cluster sits as a transparent surface on the steering column. The entire control panel is finished in visible carbon. As an alternative to a classic glove compartment, there are miami-blue straps at the top right to secure utensils. Instead of the conventional door handle, there is a simple textile loop.

In total, Porsche is coming to the Goodwood Festival of Speed with more than 15 new and classic models.

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In the First Glance Paddock, located opposite the Polestar booth, the Polestar 2 BST Edition 230 with 350 kW (476 hp) will be on display alongside the Polestar 3 prototype with 380 kW (517 hp) and Polestar 5 (center gallery) with 650 kW (884 hp).

Thomas Ingenlath, CEO of Polestar: "We love to present our new prototypes to the public at Goodwood. Now that production will start in the first quarter of 2024, it's time for the Polestar 3 to drive up the famous hill for the first time."

All models on Electric Avenue

On display at the Polestar booth will be the Polestar 3, the updated rear-wheel drive Polestar 2 and the Polestar electric roadster concept car. On Electric Avenue, an area of the festival grounds exclusively dedicated to electric vehicles, the Polestar 3 is part of the display this year.

The updated Polestar 2 and the limited BST Edition 230 are available online. The Polestar 3 can be ordered and will be launched in all markets shortly. It is expected to be delivered from the second quarter of 2024.

The official launch of the Polestar 5, the production version of the Polestar Precept, is scheduled for 2024, and the Polestar 6, the production version of the electric roadster concept car, is scheduled for launch in 2026.

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From Maserati models Ghibli 334 Ultima and Levante V8 Ultima are built only 103 copies each to celebrate the past and mark the transition to the new era of electrification. Thus, these cars, whose engine has written an important chapter in the history of the brand, become a jewel for collectors.

Driving experience Ghibli 334 Ultima

Since its debut in 1967, the Maserati Ghibli has been the epitome of beauty and commercial success. Its sporty and elegant line was the model for the models of later years and the emotionalization of the sedan. The Ghibli 334 Ultima was further improved to further strengthen the driving experience. The focus was on aerodynamics and many discreet and elegant details.

The number 334 refers to the vehicle's top speed. In addition, work has been done on the weight and tires to optimize the vehicle's 0 to 100 km/h sprint from 4.3 to 3.9 seconds. Externally, the special Ghibli is reminiscent of the past - paying homage to Maserati's first V8 creation. The model features the carbon exterior kit as standard, including front bumper plates, door handles, mirror caps, and B- and C-pillars.

SUV Levante V8 Ultima with 580 hp

The Levante (center gallery) has always been all about the impressive grille, which is meant to be an ode to the Maserati Alfieri and Tipo 60 Birdcage concepts. The Trofeo trim level now inspires this new special edition, dedicated to celebrating the 580-hp V8 biturbo engine. Like the Levante Trofeo, the V8 Ultima also features the carbon exterior kit as standard, similar to the Ghibli 334.

The interior features bright terracotta leather components that border the black seats. The contrast continues on the front headrests, where the trident is embroidered along with the V8 Ultima logo. Maserati also dedicates two body tones, Nero Assoluto and Blu Royale, to the Levante V8 Ultima. Prices on request.

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Since its launch in 1990, the Clio has been a perennial favorite at Renault. Almost 16 million units have been sold worldwide during this time - 110,000 of them in Switzerland. The revised version of generation five will now be arriving at dealerships from September.

Typical new design elements of the nouvelle vague look are the new light signature at the front, the redesigned bumper and the enlarged radiator grille with checkerboard pattern and new Nouvel R brand logo in brushed chrome. The rear bumper has also been renewed. The spoilers, which visually widen the rear end and make the car appear lower, underscore the sporty side of the vehicle.

Three equipments according to demand

In terms of length, width and height, the new Clio is exactly the same as its predecessor. The model, which is just 4.05 meters long, is available in three equipment lines: Equilibre, Techno and Esprit Alpine. The Esprit Alpine version is intended to make it recognizable as the sportiest variant. This is marked by Alpine logos on the front fender and in the front seats, as well as 17-inch alloy wheels. In the Techno and Esprit Alpine variants, the lower part of the radiator grille is crossed by a spoiler lip.

Of course, the Easy Link multimedia system with smartphone connectivity is back, and with up to 20 driving assistance systems, the Clio is also up to date in terms of active safety. The Techno's seats, door panels and dashboard use textile materials made from 60 percent bio-based fibers.

System performance Stems 145 hp

The Clio has offered the E-Tech full hybrid drive since 2020. This is also used in the new model. A 1.6-liter gasoline engine and two electric motors provide a system output of 107 kW (145 hp) and maximum torque of 205 Nm. This gives the car a fuel consumption of 4.3 l/100 km. The basic engine for the Clio in the TCe 90 version is a 1-liter turbo gasoline engine with 91 hp and 160 Nm.

Known multimode automatic

On the first test drive, the new Clio E-Tech with Esprit Alpine equipment showed good handling characteristics and at least a rudimentary sporty temperament. Renault's already familiar multimode automatic convincingly manages to combine electric and thermal drive and transfer them to the front wheels. In city traffic, the car covers up to 80 percent of the distance purely electrically. Increased recuperation during deceleration is achieved in drive mode B. The power steering has been designed to be somewhat more precise and direct.

Renault Switzerland quotes 28,100 francs as the first price for the E-Tech version with Esprit Alpine equipment. The other prices will be announced later. Delivery starts in September.

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Like the CE 04, the CE 02 also stands out from the crowd and the scooter monotony with its design and is aimed more at a young audience. So it's no coincidence that the two driving modes are called Flow and Surf. The sporty Flash driving mode is available as an optional extra.

On the chassis side, the CE 02 relies on a torsionally stiff double-loop frame made of tubular steel. A hydraulically damped telescopic fork is fitted at the front, while a single-sided swingarm and a direct-acting shock absorber are used at the rear.

Power from USB-C charging port

In the cockpit, an easy-to-read TFT display informs the driver about driving speed, battery charge status and much more. A USB-C charging socket also enables a smartphone to be powered. Via the BMW Motorrad Connected app, the smartphone displays the predicted end of charge thanks to networking via Bluetooth, as on the BMW CE 04.

A 0.9 kW charger is standard, and a 1.5 kW charger is available as an accessory for the more powerful version. BMW did not yet provide any information about the battery capacity and the possible charging time. The CE 02 is expected to cost around 8500 Swiss francs, while the 3.2 kW version will be a thousand euros cheaper.

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It was hot at the hill climb of Massongex. Not only because of the temperatures, but also the outcome of the race was close. In the end, Eric Berguerand prevailed. The local hero won the time chase up to Vérossaz for the eighth time. However, the garage owner from Martigny was not quite as superior as last time in La Roche. Bergus was just under eight tenths of a second faster in the addition of the two fastest runs than his eternal rival Marcel Steiner (left gallery).

Eric Berguerand: "The race didn't go to plan. I had a puncture in the first run and a broken suspension because I hooked up in a place where the guard rail was slightly damaged. So, as in Hemberg, I had extra work again. Things went better in the second run. There I found a good rhythm. And I was pretty happy with run 3 as well."

Robin Faustini on the podium

As in La Roche and Massongex four years ago, Robin Faustini completed the podium in third place. Of this trio, the man from Aargau had the least track knowledge. At the last event, Faustini was still driving the Formula 3000.

Robin Faustini: "I knew that this would be a difficult weekend. And that's why I didn't use new tires. Looking back, I could have got more out of the first heat with new rubber. In the second heat I almost crashed and lost a lot of time. The track is brutal - with all the bumps. The steering on my car is definitely not what it should be."

Philip Egli finished in 4th place in the SCRATCH. The 48-time slalom day winner thus also (clearly) decided the battle for class victory in the 2-liter formula race cars in his favor. Behind him, Victor Darbellay won the duel between the two drivers from the Valais, relegating Lionel Ryter to third place in the class.

Simon Wüthrich fastest driver

The fastest driver with a roof over his head was Simon Wüthrich (E1 to 3500 cm3) on his VW Golf Turbiene. Like Steiner, he has been running on synfuel since the start of the season, which does not seem to be a disadvantage. However, the Langnauer's lead was not large. Sébastien Coquoz in the Opel Kadett GTE (E1 to 2000 cm3) was just 23 hundredths of a second slower in the addition of the two fastest race runs. Third place in the unofficial touring car classification went to Bruno Sawatzki. The Porsche driver from Liechtenstein was the fastest IS driver at his Massongex premiere and won the class plus 3000 cm3 ahead of veteran Bruno Ianniello (Lancia Delta S4). Faster than Ianniello in the IS fraction were only Scirocco driver Stephan Burri (up to 2000 cm3) and slalom champion Martin Oliver Bürki (up to 3000 cm3).

First class win for Tom Huwiler

Other class winners in Massongex included (with more than one opponent in their respective groups) Toni Büeler (Mitsubishi Evo RSC, Gr. N), Christophe Oulevay (VW Scirocco, IS up to 1600 cm3), Martin Bürki (VW Polo, E1 up to 1600 cm3) and Tom Huwiler (BMW E30, E1 up to 3000 cm3, gallery right). The latter prevailed in a thrilling three-way battle against Pierre Murisier and Kevin Métroz with a mini-lead of 186 and 254 hundredths of a second respectively and celebrated his first class win since - of all places - Massongex 2019.

Tom Huwiler: "I like this track because it is a drivers' track. Unfortunately, its condition leaves a lot to be desired. But it was still fun. And I was compensated for numerous defects this year. A big thank you to MOB. Without its help and the installation of a new engine, the season would probably already have been over for me."

... and so it goes on

• July 22 and 23, Ayent - Anzère
• August 18-20, St.Ursanne - Les Rangiers
• August 25-27, Oberhallau
• September 9 and 10, Gurnigel
• September 16 and 17, Châtel-St-Denis - Les Paccots

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Source: Car Sport Switzerland
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The renovation measures are particularly extensive at the front. It is completely new with slim LED daytime running lights and angular headlights, which are also optionally available in LED technology. The bumper has also been completely redesigned. The suggested tiger-nose radiator grille is now slimmer, while the air intake underneath is slightly larger.

16 inch alloy wheels ex works

At the rear, on the other hand, the upgraded Picanto only has redesigned taillights and a new bumper. In the top GT-line trim, the bumper is additionally adorned with a suggested rear diffuser. The GT-line comes as standard on new 16-inch diamond-cut aluminum wheels, while the entry-level Picanto is fitted with 14-inch wheels.

Overall, the revised Picanto now looks more masculine. Its new design language, which Kia calls Opposites United, is intended to provide insights into the future design direction of the Koreans.

4.2 inch display

We board the interior. Even the smallest Kia has arrived in the modern age. The digital instrument cluster with a 4.2-inch display in front of the driver is completely new and easy to read. To the right of it in the center of the cockpit is an eight-inch touchscreen. The multimedia system connects smartphones via Apple Carplay and Android Auto and navigates to the destination via online route guidance. The infotainment receives updates over-the-air.

Good air above the heads

Everyone finds their way around the Picanto. The workplace is tidy and the controls are impeccable. You sit comfortably and the space in the first row proves to be decent. The rear, on the other hand, is noticeably more cramped. There is still room above the heads even for long Europeans, but there is a lack of knee room. However, it's still enough for small children or short journeys. With an exterior length of only 3.60 meters, the Kia can't perform any miracles either - it's a small car, not a luxury sedan. However, the small Korean is not sparsely equipped. If desired, the interior can even be spruced up with (pet-free) leather.

Manual or automatic transmission

The engines will remain the familiar three-cylinder with a displacement of one liter or the 1.2-liter four-cylinder. Kia currently does not provide any precise information on the power output. Power is transmitted via a manual five-speed transmission or optionally via an automated gearbox with five gears. Depending on the engine and equipment, there are also many driver assistants available for the Picanto, some of which come as standard and some of which are available at extra cost.

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