Best supercars in the UK: Top picks for 2026

The Ferrari 849 Testarossa has a heck of a job on its hands. Not only does it replace the SF90 as Ferrari's flagship series-production supercar, it also resurrects one of the most famous names in motoring history.

But panic not. White suit on, chest wig out, shades at the ready… Because the Testarossa is back. The 849 combines a 4.0-litre twin-turbo V8 with three electric motors for a huge 1050PS, making it capable of 0-62mph in 2.3 seconds. Ferrari has also worked hard on the thing that made its precursor, the SF90, so amazing — making all that technology feel cohesive and fun from the driver’s seat.

It's still spectacularly complicated, but the 849 Testarossa is even more engaging than its predecessor — yet somehow, easier to drive. It's significantly quicker around Ferrari's Fiorano test track, which is usually a fairly reliable indication that one of its cars has improved.

Fun fact — when the last Testarossa came out in 1984, it cost £62,666. That’ll buy you a Ford Mustang Convertible today.

'We got Valhalla before GTA 6.' Yep, it feels like Aston was promising the Aston Martin Valhalla to us for longer than Rockstar had the sixth iteration of Grand Theft Auto in the pipeline. Both have finally turned up. What a time to be alive.

Limited to just 999 examples, the Valhalla is Aston's first series-production mid-engined supercar and its first plug-in hybrid. It combines a 4.0-litre twin-turbo V8 with three electric motors to produce 1079PS, while an astonishing 600kg-plus of downforce is possible at high speed. If that means nothing to you, imagine a polar bear sitting on top of the car, pressing it down onto the road and all the additional cornering grip that would provide.

The other numbers are suitably bonkers. It'll crack 62mph from a standstill in just 2.5 seconds and carry on up to 217mph, while active aerodynamics and Formula 1-derived engineering give it genuine track ability.

Despite all that, Aston has made it a road-legal car that's not entirely miserable to live with. The Valhalla is designed to be comfy, navigate speed bumps and has a turning circle that will get you past the Drive-Thru window without mounting the kerb like an idiot. Probably.

Lamborghini’s CEO — a man called Stephan who wears really tight trousers — has made some very public anti-EV statements. Our favourite, 'we are selling dreams, not mobility', tells you quite a lot about why Lamborghini isn't rushing towards a fully electric supercar.

The Lamborghini Revuelto is EVERYTHING a supercar should be. At its heart is a naturally aspirated 6.5-litre V12, developing 825PS on its own and spinning to 9500rpm. That said, it actually does have electric motors. Three of them. Oh.

No worries though, because they’re there to make things quicker, not greener — 1015PS total power, a 0-62mph time of just 2.5 seconds and a top speed of more than 217mph. It’s dramatic, noisy, outrageous and the hybrid system actually makes it more interesting — the system means all-wheel drive and instant electric torque, while still allowing the V12 to remain the star of the show.

The Ferrari 296 GTB was already brilliant, so naturally Ferrari decided it needed to become more extreme. Enter the Ferrari 296 Speciale — a lighter, sharper and considerably more focused version designed to be even more, well, ‘Ferrari’.

It uses the same 3.0-litre twin-turbo V6 and electric motor as the GTB, but Ferrari has squeezed out an extra 50PS, taking combined output to around 868PS. It also gets revised suspension, more aggressive aerodynamics and a useful weight reduction. An extra-boost function gives it even more shove if you really need it, via an extra 26PS from the electric motor.

The result is a car that feels dramatically more alive than the standard 296. It'll do 0-62mph in 2.8 seconds and 124mph in just 7.0 seconds, while Ferrari claims it laps Fiorano in 1min 19sec — two whole seconds quicker than the regular GTB. It doesn’t sound much, but at this end of the spectrum it may as well be an hour.

Replacing Lamborghini's glorious V10-powered Huracán was never going to be easy. Lamborghini's answer was to throw away the old engine, stick in a 4.0-litre twin-turbo V8, add three electric motors and make the whole thing rev to 10,000rpm. That's two-thirds of the way to the limit of a Formula 1 engine.

As such, the Lamborghini Temerario produces 920PS in total. It sends power to all four wheels through an eight-speed dual-clutch gearbox, meaning it'll hit 62mph from nothing in 2.7 seconds and carry on to 213mph. The V8 is a flat-plane-crank engine, which is one of the clever bits of engineering that allows it to rev so high. In simple terms, it helps the engine take in more air, giving it a sharper, more piercing and exotic noise as the revs climb. It's not better than the old V10, but nor is it worse… Just different.

There's a downside — at almost two tonnes, the Temerario is considerably heavier than the Huracán. But the hybrid system brings enormous performance and a genuinely clever four-wheel-drive setup, while the new cabin is a substantial step forward.

The McLaren 750S is effectively McLaren doing the Ferrari Speciale job to one of its cars — taking an already mad supercar and making it a little bit more mental.

Taking the old 720S as a starting point, power from the 4.0-litre twin-turbo V8 is boosted from 720PS to 750PS — hence the name, obviously. It’s all sent to the rear wheels through a seven-speed dual-clutch gearbox. The best measure of the resulting speed is how quickly it’ll get to 124 miles per hour from zero — 7.3 seconds.

But as impressive as that is, the numbers aren’t the be-all-and-end-all in this McLaren. It’s all about how the thing feels. To that end, the 750S uses a hydraulic steering system alongside its clever interconnected hydraulic suspension. The result is an unusually direct connection between the driver's hands and what's happening down at the tyres.

It's also properly light by modern supercar standards, with a claimed weight of just 1389kg — far less than most hybrid supercars. In fact, it's not much more than a Nissan Micra. Yes, really.

Ferrari has made some pretty spectacular cars over the years, but there's still something deeply special about a front-engined V12 from Maranello. The 12Cilindri is the latest in that long line. Speaking of long lines, look at the length of that bonnet. Why are you laughing?

It needs that spectacular length to conceal a naturally aspirated 6.5-litre V12, which produces 830PS and revs to 9500rpm. There’s no turbocharger, no hybrid assistance and no attempt to disguise what you're listening to. Power goes to the rear wheels through an eight-speed dual-clutch gearbox, while 0-62mph takes 2.9 seconds and the top speed is more than 211mph. It’s as ‘pure’ a supercar as you’re going to get new these days.

The 12Cilindri isn't really about outright speed, though. Ferrari has deliberately made it more of a grand tourer than the hardcore 812 Superfast it replaced, with a spacious two-seat cabin and enough refinement to make long-distance trips genuinely appealing.

The Maserati MCPura is a slightly unusual choice because, beneath the new name and sharper styling, it's ‘just’ an evolution of the old MC20 — a car released in 2020. That’s not a criticism though. The MC20 was — and still is — sensational. Maserati has sharpened the formula to give it another crack at the four-wheeled elite.

At its heart is the same 3.0-litre twin-turbo V6 Nettuno engine — a very clever engine indeed — producing 630PS and driving the rear wheels through an eight-speed dual-clutch gearbox. The engine’s combustion system uses technology derived from Formula 1, namely a pre-chamber and twin spark plugs, to make the combustion process more efficient, and help produce that ferocious 630PS from a relatively small V6. By comparison, the 3.0-litre V6 diesel in an Audi A8 TDI produces 286PS. So the Maserati gets more than twice the power from an engine of basically the same size.

There's no hybrid assistance here, either. Just a carbon-fibre tub chassis, a twin-turbo V6, rear-wheel drive and those glorious butterfly doors. In an increasingly electrified supercar world, the MCPura is reassuringly old-school. Pure, if you like.

The Corvette Z06 is the ultimate mid-engined giant-killer. It's American, it has a flat-plane-crank V8 — like the Temerario — and it looks like something that's escaped from the set of Transformers. Yet somehow, it costs considerably less than most of the European supercars here.

The engine is a naturally aspirated 5.5-litre producing 655PS and it revs all the way to 8,600rpm. There's no turbocharging or hybrid system, just a simple sequence of fuel explosions in a bunch of big metal chambers. In fact, the Z06’s engine is the most powerful naturally aspirated V8 ever fitted to a production car. It drives the rear wheels through an eight-speed dual-clutch gearbox.

Effectively a road-going version of Chevrolet’s motorsport programme, the Corvette has a wide body, serious brakes and aggressive aerodynamics. It obliterates the idea that all American muscle cars are overweight and dynamically inept. That’s good enough to get it here.

Getting on a bit as far as supercars go, and cheap as far as supercars go, the McLaren Artura is still a very serious machine. It’s McLaren's attempt to make its carbon-fibre, mid-engined formula a little more accessible, and to drag it into the hybrid era at the same time.

The Artura combines a 3.0-litre twin-turbo V6 with an electric motor for 700PS, sent to the rear wheels through an eight-speed dual-clutch gearbox. It exceeds 200mph — as a modern supercar should — but because the electric motor can power the car on its own, it can manage up to 21 miles of pure electric running. For what that’s worth. Lamborghini just sent us a crying-with-laughter emoji.

But it's still unmistakably a McLaren. The carbon-fibre structure keeps weight down, the steering is beautifully precise and the suspension is designed to give it authentic supercar agility. It's also properly usable, with a comfortable cabin and enough refinement to make everyday driving realistic. There’s even a boot. A boot big enough for… Well, almost nothing, but still. A boot.