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Welcome to The Downshift, or TDS for short, The Drive’s morning news roundup bringing you the biggest automotive headlines from around the world.

The Downshift recaps news in a few short sentences, fit with links for the deeper story. Here’s the bulletin for Thursday, May 28, 2026.

The National Highway Traffic Safety Administration has opened a probe into Rivian regarding left rear toe links in the R1S SUV and R1T pickup. The automaker had recalled nearly 20,000 vehicles earlier this year for toe links that had been improperly reassembled in service; since then, two owners have reported the joint separating while driving, causing loss of control. NHTSA’s investigation will assess the part’s durability as well as Rivian’s protocols for repair. [Reuters]

In other Rivian news, the company plans to deliver the first batch of R2 SUVs to buyers on June 9. [TechCrunch]

Lamborghini CEO Stephan Winklemann reflected on the automaker’s decision to cancel its EV in development in the wake of the Ferrari Luce’s cold reception, saying that, “By observing the market … we saw that the acceptance curve [of EVs] for our type of customers is not increasing, and that therefore we decided to move away from a full-electric car into a plug-in hybrid.” Winklemann added that while its decision was right for Lamborghini, “every brand, every company has to decide for themselves.” [CNBC]

Toyota reports that while production globally increased by 2% in April versus a year ago, sales fell by 3.1%, marking the third-straight month of decline for the company. [Reuters]

American Honda sales VP Lance Woelfer said that he does not anticipate tariff-related price increases for Honda or Acura products this year, as the company’s existing production basis in North America has seemingly insulated it from damage due to tariff increases. [Automotive News]

Nio CEO William Li says that China is “no longer a growth market, but rather a saturated market,” for EVs, and that the “golden era” for the country’s automotive industry is over. [Reuters]

Got a tip or feedback for TDS? Send it to tips@thedrive.com

Every once in a while, Lamborghini debuts a special edition model. Last year, it was the Fenomeno, and this year, there will be something similar. Well-placed sources had told us that the Lamborghini Fenomeno Roadster will be unveiled in May. The car will be showcased at Lamborghini Arena 2026, which will be held at Imola on May 9-10.

Traditionally, Lamborghini has offered roadster versions of its few-offs. Legendary models like the Reventon and Veneno got open-top versions, and more recently, the Centenario and Sian FKP 37.

The Fenomeno Roadster is likely to feature a similar exterior to the coupe. The jaw-dropping two-tone design is exactly what a Lamborghini should look like, while the interior will be carried over from the Revuelto.

The Fenomeno is based on the Revuelto. The Roadster will be powered by the same V12 hybrid tuned to produce 1065 hp and 793 lb-ft of torque. It should make it the most powerful roadster Lamborghini has ever built.

Like the Revuelto, the Fenomeno also boasts a larger 7 kWh lithium-ion battery, which gives it an electric range of 12.4 miles.

Lamborghini is building only 29 examples of the coupe with a price tag of $3.5 million each. We expect the roadster version to be even more exclusive.

Lamborghini also plans to showcase another special edition model, the Revuelto Miura Edition, in August this year.

Lamborghini has four new models planned for 2026. We will witness the rollout of cars at regular intervals starting in May. Today, we are going to talk about a special edition, which is likely to be revealed at Pebble Beach in August.

We’ve heard that Lamborghini is planning a Miura homage similar to the Aventador Miura Edition from 10 years ago. This time, it will be based on the Revuelto, obviously.

The new Revuelto Miura Edition might feature a two-tone exterior just like the Miura. Besides, we might see a few other unique design bits inspired by the original. The interior might feature some retro elements with special upholstery and special edition badges.

Rumours suggest that Lamborghini plans to build 60 examples of the Revuelto Miura Edition. It is expected to be priced higher than the standard Revuelto.

But that’s not the only car that will be presented in August. Another special Revuelto is on the cards. We shall discuss it in a separate post.

Lamborghini is working on a high-performance version of the latest Urus SE. It’s no secret, as the SUV has already been spotted testing multiple times in the recent past. We still don’t know whether it will be called ‘Performante’, but sources tell us that it is likely to be unveiled in April 2026.

The new model will essentially be a sharper, sportier version of the plug-in hybrid Urus. It could receive a slight bump in power, a tweaked suspension setup and other upgrades.

The Urus Performante is expected to feature a more aggressive front bumper, different wheels, a reworked rear bumper and roof spoiler. The interior will be largely similar, except for maybe some tech upgrades.

Currently, the Urus SE comes with a 4.0-liter twin-turbo V8 engine paired with a plug-in hybrid system. It generates 789 hp @ 6000 rpm and 701 lb-ft @ 1750-5750 rpm.

LAMBORGHINI has commenced year-long celebrations of its Miura supercar, which celebrated its sixtieth anniversary on 10 March.

 

Introduced at the 1966 Geneva Motor Show, the Lamborghini Miura P400 redefined high-performance motoring with not only an iconic design – penned by legendary Italian designer Nuccio Bertone – but with a set of specifications that seemed otherworldly at the time.

 

Fuelled by four triple-barrel Weber carburettors, the Miura’s transversely mounted V12 engine displaced just 3929cc. It featured a 60-degree bank angle and, unusually, a crankshaft that spun anticlockwise. The unit delivered an impressive 257kW of power at 7000rpm and 355Nm of torque at 5000rpm.

 

Paired with a five-speed manual gearbox and driving the rear wheels, it was claimed to accelerate from standstill to 100km/h in just 6.7 seconds and on to a top speed of 274km/h.

 

As the first production car in the world to feature the combination of midship engine and steel spaceframe chassis (weighing just 120kg!), the Miura P400 tipped the scale at just 985kg (kerb), helping it to not only out-perform much of its competition, but also deliver unrivalled handling and impressive braking.

 

Automobil Lamborghini president and CEO Stephan Winkelmann says the Miura was not simply another car, but a statement of intent for the young company.

 

“The Miura did more than introduce a new car – it changed the course of automotive history,” said.

 

“With its revolutionary architecture, breathtaking design, and uncompromised performance, it defined the very concept of the supercar and set Lamborghini on a path of fearless innovation.

 

“The Miura embodies our DNA: bold, visionary, and always ahead of its time.

 

“As we celebrate this anniversary, we honour a masterpiece that continues to inspire us – not only by looking back, but by reminding us that true innovation is born from the courage to challenge conventions.”

 

The Geneva show car was presented in Rosso Arancio (a reddish orange colour) paint, just one in a dazzling palette of vivid 1960s colours Lamborghini would offer.

 

Along with variations in wheels, tyres, trim, dampers, and even fuel tanks, the Miura would go on to sell 274 examples between its launch and April 1969, when the updated P400 S was introduced.

 

The Miura P400 S upped performance to deliver 276kW (now at 7500rpm) and 388Nm (now at 5500rpm), delivering a faster 0-100km/h time of 6.4 seconds, and increased top speed of 280km/h.

 

The vehicle was heavier than before (now 1180kg), and included a wider wheel track, a more luxurious cabin (with available air-conditioning and electric windows), ventilated disc brakes front and rear, a redesigned dashboard, seats, chrome brightwork, and reshaped air intakes.

 

In its third and final iteration (1971-73), the Miura P400 SV upped the power delivery from its V12 engine once more, culminating in 287kW at a lofty 7850rpm, but still with 388Nm at 5500rpm.

 

With a 0-100km/h time of just 5.5 seconds, and a published top speed of “over 290km/h”, the Miura P400 SV was one of the fastest production cars on the planet in its day – in spite of a now 1285kg kerb weight, widened rear axle, limited slip differential, and even more luxurious cabin appointments.

 

With a price tag of over 8,000,000 Lira in 1971, the Lamborghini was an expensive vehicle by any stretch of the imagination. By way of contrast, a Fiat 500 cost just 475,000 Lira at the same time, reserving the Miura to customers with ample means.

 

Between 1966 and 1973, the Lamborghini factory in Sant’Agata Bolognese produced 763 examples of the Miura, around 400 of which are estimated to survive to this day.

 

Depending on the configuration and condition of a surviving example, a Lamborghini Miura can today be expected to fetch as much as $A3,550,000.

 

LAMBORGHINI has officially pulled the pin on its first battery electric model – which would’ve been called the Lanzador (pictured) – due to a lack of demand for EVs within the Italian performance brand’s customer base.

 

Speaking with The Sunday Times, Lamborghini chairman and CEO Stephan Winkelmann cited the inability of electric vehicles to deliver a “specific emotional connection” for Lamborghini customers as a reason behind the decision.

 

Mr Winkelmann went on to say that Lamborghini investing heavily in EVs when neither the market nor its customers are ready for them “would be an expensive hobby, and financially irresponsible towards shareholders, customers (and) to our employees and their families”.

 

In May 2021, Lamborghini announced the introduction of a battery electric model into its stable by 2030. A little over two years later in August 2023, the Lanzador high-riding, 2+2 SUV ‘coupe’ concept was unveiled during Monterey Car Week.

 

Initially slated for arrival in 2028, the Lanzador would’ve arrived with a dual-motor, all-wheel drive powertrain with an output of one megawatt (1000kW).

 

In December 2024, Mr Winkelmann told Reuters the Lanzador had been delayed until 2029, but now Lamborghini’s first foray into the battery electric vehicle market has been officially scrapped.

 

Instead, the electric Lanzador will be replaced with a plug-in hybrid vehicle like the currently-offered Temerario and Revuelto supercars and the Urus SE SUV.

 

Meanwhile, arch rival Ferrari is charging towards the launch of its first EV model – dubbed the Luce – with its full global unveiling expected in May this year with Australian deliveries slated for the first half of 2027.

 

However, Lamborghini is not alone among performance brands shying away from the EV transition.

 

Over at corporate cousin Porsche, the battery electric versions of the 718 Cayman and Boxster sportscars could be scrapped entirely due to high costs and low demand for EVs.

 

In 2024, Lotus – which sells its internal combustion-powered Emira sportscar alongside the battery electric Eletre SUV, and Emeya sedan in Australia – cancelled its plans to go all-electric by 2028, instead placing a great focus on the development of hybrid technology.

 

In January last year, Aston Martin delayed its EV plans by five years, while Maserati scrapped an electric variant of its MC20 supercar in May the same year, although the latter still sells electric versions of its GranTurismo, GranCabrio, and Grecale models.

 

Furthermore, the European Union is poised to scale back its 2035 internal combustion engine ban from a 100 per cent to a 90 per cent CO2 reduction.

 

However, Lamborghini has not entirely ruled out EV models in the future according to Mr Winkelmann.

 

“Never say never, but only when the time is right,” he added.

 

“For the foreseeable future, only PHEVs. We will continue to develop electrification because we also need to be ready.”

This guide will walk you through the different models, what it’s like to own one, key problem areas to inspect, and how the market looks today so you can buy with your eyes open–not just your heart.

Brief History: The Last Analog V12 Bruiser

Production:

• 1990-2001Engine:

• 5.7-6.0-liter naturally aspirated V12Layout:

• Mid-engine, rear-wheel drive (later models added AWD)Power:

• Roughly 485-575+ hp depending on modelThe Diablo replaced the Countach and carried Lamborghini through the 1990s, evolving from a raw, slightly crude supercar into a more refined, faster and better-built machine after Audi took control in the late ’90s.

Early cars are the most “period correct” — wild, loud, less polished. Late 6.0 VT cars are the most usable and best built, but also the most expensive.

Model Overview: Variants and What Makes Them Special

Diablo (Early Cars – 1990-1993)

~485 hp 5.7L V12

• Rear-wheel drive, manual only

• Pop-up headlights on early models, pure 90s wedge styling

• No ABS, minimal driver aids

• Who it suits:

Purists who want the rawest Diablo experience and don’t mind slightly more ‘kit-car’ build quality and heavier controls.Buyer notes:

Early cars can feel more fragile and less refined. A great example with sorted mechanicals and good history is far better than a cheap project.Diablo VT (1993-late 90s)

Adds

• viscous AWD (hence VT) for better tractionMore civilized road manners and improved cooling

• Power stays around 485-530 hp depending on year and market

• Who it suits:

Someone who wants the Diablo look and sound but with a bit more confidence at speed and in less-than-perfect conditions.Buyer notes:

Extra complexity with AWD means more parts to maintain, but many owners find the added stability worth it.Diablo SE30 & SE30 Jota (1993-1995)

Built to celebrate Lamborghini’s 30th anniversary

• Lighter weight, more track-focused, often purple (Viola SE30 is iconic)

• Power bumped (around 525 hp, more with Jota kit)

• Some cars have more aggressive aero, minimal interior comfort

• Who it suits:

Collectors and hardcore enthusiasts who want rarity and motorsport flavor.Buyer notes:

Extremely rare and highly collectible. Prices are often higher than the standard Diablos. Don’t expect “daily usable”; think event or track toy.Diablo SV (Mid-late 90s)

Rear-wheel drive again, slightly lighter, more power (~510+ hp)

• Often features big SV graphics along the sides

• One of the most iconic ‘poster car’ specs

• Who it suits:

Enthusiasts who want the drama of RWD and the look of a full-on 90s supercar, plus a little more performance.Buyer notes:

The SV badge helps desirability. Watch for cars driven hard without proper maintenance–it’s a favorite for spirited driving.Diablo VT Roadster

Who it suits:

Those who want the V12 scream with the sky above.Buyer notes:

Check for roof seal issues, wind noise, and signs of water ingress. Roof panels must fit snugly; poorly adjusted panels can lead to leaks and rattles.Diablo GT

Hardcore, track-focused limited edition

• Wider body, more aggressive aero, lighter weight

• Power around 575+ hp, more extreme suspension

• Who it suits:

Serious collectors. You know what to expect if you are shopping for a GT.Buyer Note Buy the best, original, well-documented example you can possibly afford.

Diablo 6.0 / 6.0 VT (2000-2001)Last and most refined Diablos, built under Audi ownership

Enlarged 6.0L V12, around 550+ hp

• Much improved build quality, interior, and overall polish

• Sharper, cleaner styling with fixed headlights

• Who it suits:

• Buyers who want Diablo presence and sound with the least compromise in usability and reliability.

Buyer notes: Often considered the “one to have” if you want to actually drive the car regularly. Driving Experience: What it’s Like

Size, visibility, and the Diablo’ Rearward visibility is poor, and doors that swing up are dramatic but not exactly subtle.Performance:

Even by modern standards, a healthy Diablo is very fast. Acceleration is brutal, especially in SV/GT/6.0 variants.

• Ergonomics: Seats can be surprisingly comfortable on longer trips, but pedal offset and cabin heat can be annoying. Taller drivers might feel splayed around the wheel.

• Sound: One of the best V12 soundtracks ever made. Many cars are equipped with aftermarket exhaust systems. If you want theatre and mechanical connection, you’ll be in heaven.

• Maintenance and Running CostsOwning a Diablo is not a budget exercise. Even well-sorted cars need consistent attention. Consider

• preventive care instead of reactive repairs. Typical cost considerations:

Annual servicing:

Expect higher-end exotic pricing–fluids, belts, inspections, and small consumables add up quickly.

Clutch: Clutch life depends on use. They can be worn out quickly by aggressive city driving and stop-and go. Tires and brakes: A big, heavy car with performance rubber. Many owners find that tires age before they wear. Always check date codes.

• Cooling system: Radiators, hoses, and fans need to be in top shape. Overheating a V12 is a quick way to ruin your investment.

• Electrical gremlins: Especially on earlier cars, wiring and connectors can corrode or loosen. Window regulators and pop-up headlights (where equipped) need checking.

• A Diablo with excellent service history and recent major work

• is almost always a better buy than a cheaper car with gaps in the paperwork.Common Issues and What to Inspect

• When shopping, bring a specialist if at all possible and insist on a pre-purchase inspection (PPI)

by a shop that truly knows Diablos. Key areas:Engine and DrivetrainService history:

Look for documented major services, including timing components, fluids, and valve adjustments where applicable.

Oil leaks: Some seepage is common for an older Italian V12, but heavy leaks from the rear main, cam covers, or oil cooler lines can be costly.Cooling system:

Check for evidence of overheating–discolored expansion tank, warped or cracked plastic, or coolant smells. Fans should kick on as they should.

• Clutch and gearbox:Clutch take-up should be smooth, without judder or excessive slip.

• Gearbox should engage gears cleanly; any crunching on 2nd or 3rd could mean synchro wear.Listen for whining or clunking noises under load.

• Suspension and BrakesBushings and ball joints:

• Age and weight can wear them out, causing looseness, clunks, or vague steering.

  • Adjustable suspension (if fitted):

  • Some cars have factory adjustable dampers that are expensive to replace. Make sure modes actually work.

  • Brakes:

Check for warped rotors and uneven pad wear. Parts can be costly, so a full brake overhaul is not trivial.

• Body and FrameAccident repairs:

• With low cars and inexperienced drivers, curbed front ends and undertray damage are common. Check for overspray, panel misalignment, and poor fiberglass repairs.Corrosion:

• While body panels are often composite or aluminum, check steel subframes and suspension mounting points for rust, especially in damp climates.Doors and windows:

Scissor doors should align and latch properly; sagging can be a sign of hinge wear or past damage. Windows should go up and down without binding.

• Interior and ElectronicsSticky switches and trim:

• Age and heat can degrade plastics. Not catastrophic, but can be expensive to put right if you care about originality.Instrument cluster and gauges:

• Everything should work. Non-functioning gauges can mean anything from a bad sender to more serious electrical faults.Air conditioning:

Important on a Diablo–the cabin runs hot. Make sure it blows cold and cycles correctly.

• Documentation and ProvenanceA Diablo with strong documentation will always be easier to sell and more confident to own. Ideally you want:

• Original service book

• with stamps and/or detailed invoicesRecords of

major services

(clutch, cooling system work, suspension refreshes, etc. )

• Any documentation for upgrades (exhaust, stereo, cooling mods)

• History of ownership and mileage consistency

• Imported cars or those with unclear titles should be approached carefully. )Mileage discrepanciesNon-original V )

• Mileage discrepanciesNon-original VIN tags or missing build platesModifications: What’s Acceptable and What to Avoid

Some modifications are common and generally accepted:

• Generally acceptable:

• Quality

• aftermarket exhaust

Sensible

cooling upgrades

(better fans, improved radiators)

• Modern stereo head unit

• that doesn’t butcher the dashPeriod-correct wheels or reversible cosmetic tweaksMore concerning:

• Heavy engine tuning from unknown shopsNon-professional body kits or aero modificationsInterior re-trims that look very different from original spec

• Suspension slammed beyond factory settings

Because the Diablo is now collectible, originality and tasteful, reversible changes are your friend. Radically modified cars tend to be harder to sell and can be hiding questionable work.

• Market Outlook and Values (High-Level)

• Exact numbers vary by market, spec, mileage, and condition, but in general:

• Entry point:

• Higher-mileage early Diablos or cars with stories are the cheapest way in, but still not “cheap.”

Middle of the pack:

Nice driver-grade VT, SV, and VT Roadsters with solid history command a premium over base cars.

Top tier:

• SE30, Jota, GT, and clean 6.0 VT examples are at the top of the food chain, especially in great colors with low mileage and strong documentation.Broadly, Diablos have moved from being “used supercars” to

• established collectibles, especially as analog V12 manuals disappear from the modern market. Long-term, well-kept examples look likely to remain desirable.

• Buying Strategy: How to Approach the SearchDecide your goal:

Set a realistic budget:Prioritize condition and history over mileage alone:Use specialists:

Get a PPI from a workshop with proven experience on Diablos.

1. Talk to owners, clubs, and forums to understand real-world running costs.

2. Be patient:

3. A Lamborghini Diablo is not a rational purchase, and that’s exactly the point. It is loud, wide and temperamental. It can be a rewarding experience to find a well maintained example that has proper records, but you must

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