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McLaren W1 First Drive: Ferocious Hypercar Transcends the Track

You know things are getting serious when McLaren rolls-out the ‘1’ suffix. The origin story is, of course, the very first road car McLaren ever built, the F1. Designed by visionary Formula 1 aerodynamicist and engineer Gordon Murray, it arrived in 1992 and rendered all other supercars obsolete. The tiny, lightweight F1 embraced carbon-fibre material technology, adopted a radical centre seat driving position with two passengers set back and either side and was powered by a 6.1-litre V12 engine from BMW that might as well have been passed down directly from the Gods. Game-changer? That doesn’t even come close to describing its impact, even if at the time sales didn’t come easy… The P1 was very different. Rather than a unique side project from the Formula 1 team, it was instead a statement piece for McLaren Automotive, a new road car division still in its infancy. It arrived in 2013 and was a wild-eyed showstopper. It traded the long-legged gait and supple suspension of the F1 for a weaponized hybrid system capable of delivering 903bhp and huge blue flames from its drainpipe exhaust. In Race mode, it lowered by 2-inches and its massive concave rear wing extended into the sky. The P1 was all about aerodynamic downforce, crazed acceleration and a snorting, angry soundtrack that mixed venomous twin-turbocharged V8 with the manic whirr of electric motors. Not so much a car as a force of nature. And now there’s this: The W1. It’s a true successor to the P1 with a similar brief and, on the face of it, it evolves rather than radically reinvents McLaren’s vision for the ultimate hypercar. This is not a criticism. How could it be when the result is this dramatic and has such staggering, other-worldly potential? The W1 has 1258bhp delivered to the rear wheels. It’s capable of 0-124 mph in 5.8-seconds, the quarter mile in 9.6-seconds at 167 mph and produces 2205lbs of downforce at 174 mph. The active aerodynamics – particularly a rear wing that extends way out beyond the rear of the car – are pure performance art and deliver massive aerodynamic efficiency. The result, aside from looking extremely cool, is that the W1 is McLaren’s fastest road car around a racetrack. Ever. Their benchmark circuit is the breath-taking Handling Track at the Nardo proving ground in southern Italy, where the W1 beats their previous benchmark, the flyweight McLaren Senna, by three seconds per lap. Or “a lifetime” as they call it in racing. Maybe two lifetimes! Core to the W1’s performance is the new ‘Aerocell’ carbon fibre tub. With integrated seats and a raised footwell to allow for inboard pushrod-operated front suspension – which in turn gives air a clean path to the huge underbody diffuser – it’s light, stiff, space efficient and has been instrumental in McLaren realising a full ground-effect concept. Just like last year’s F1 cars, which were the fastest ever made. There is also an active front wing and the aforementioned complex rear wing dubbed ‘Active Long Tail’. All of which is very admirable. But the ‘anhedral’ or gullwing doors and the fantastically shirnked-wrapped feel to the minimalist, highly-focussed interior are a pretty good side effect. The W1 feels special. Those fixed seats are perhaps a shade more upright than expected, and the driving position is less obviously racecar than, for example, the Aston Martin Valhalla or Ferrari F80. However, once you’ve adjusted the pedals (they move on a slider) and the delicate, slim-rimmed and alcantara-trimmed steering wheel, there’s an overwhelming sense of purpose. The cabin is so tightly tailored and imparts a sense of lightness and agility before you so much as start the all-new 4.0-litre twin-turbocharged V8 engine, which makes 916bhp all on its own and revs to 9200rpm. Reach up to a roof-mounted control panel to find the starter button. Maybe this fighter plane trope is a little corny, but somehow you feel thrilled rather than manipulated. The W1 has a sense of humour as well as all that motorsport-derived sophistication. There’s a short delay, but when the engine does fire it’s instant – as the high-powered hybrid system negates the need for an old-school starter motor. A sharp flare of revs tells you that this engine is hyper-responsive and angry. On some deep level your brain and body have been sent all the signals required to prepare for something new and intense. Ahead of us, an empty Mugello racetrack, so press and hold the blue button next to the red starter to select Race mode. The centre display graphic shows the W1’s transformation in real time as it lowers by 37mm at the front and 17mm at the rear whilst simultaneously undocking all that active aero goodness. Race mode is not road legal and is geo-locked. You can show your friends and neighbours the aero dance, but it won’t allow you to select a gear to actually drive unless you’re at a circuit. Incidentally, the rocker switches either side of the display binnacle allow further options now: Toggle up the Handling control on the left for Race+ (for F1-spec super smooth tracks) or stick to Race for gnarlier ones. On the right toggle select ‘GP’ for sustained performance over a stint or ‘Sprint’ to unleash all 1258bhp for a time attack. There’s also a DRS and Boost function on the steering wheel. But I guarantee you won’t have the mental capacity to use them… Exit the pitlane, pin the throttle and W1 takes maybe a millisecond or two to gather its might (the gearing stretches to around 60mph in first, nearly 100mph in second, primarily to aid traction), but then lunges at the first turn with incredible ferocity. It instantly feels light, almost like inertia is no longer a thing. McLaren really does prize lightweight engineering, and at 3084lbs (dry) the W1 has a 278lbs advantage over the Ferrari F80. Plus, Ferrari uses figures for cars fitted with every single carbon fibre option. In reality, the gap is probably wider still. The impression of agility and stunning control continues as the track is unravelled at startling pace. The electric motor mounted to the side of the new 8-speed dual-clutch transmission is good for 342bhp and 324lb ft and it boosts any low rev lethargy the new flat-plane crank V8 might have (spoiler alert: It doesn’t appear to have any), so the W1 just feels massively, almost impossibly powerful at any revs. Even so, there’s real reward for wringing it out to 9200rpm and the power curve feels superheated but organic, too. In Race mode the steering – still hydraulically powered – has less assistance and it is noticeably heavier than other McLarens. However, that resistance is welcome as it gives you something to push against and imparts so much information about the front grip level. New Pirelli Trofeo RS tyres with a bigger front footprint than P1 or Senna really help. The front-end feels incredibly secure and the rear-axle follows with perfectly-aligned precision. The whole car feels super-stiff, completely locked into the surface and inspires confidence, but there’s an inherent agility and adjustability that means you’re quickly confident to push at its limits and really impose yourself on the chassis. It’s such a complex car but the driving experience is intuitive, and the driver feels a key contributor rather than just amazed (or terrified) observer, holding on for dear life. Every dynamic ingredient really is shockingly effective and yet has a subtlety and lightness of touch. From that delicious steering to the incredible brakes, the W1 just feels so mission-focussed, so hooked-up. Only the new 8-speed gearbox is a slightly disappointment. It’s fast and punchy, but after the scintillating energy of the Ferrari F80 ’box it feels competent rather than inspired. Other quibbles – it’s okay to quibble when the starting price is $2.1-million before tax and destination charge. Well, that new twin-turbocharged V8 sounds tightly wound and aggressive but if you have a P1 tucked in the garage you’ll miss the snorting, Darth Vader-style soundscape and all the drama that goes with it. Ferrari does this better, too. The F80 sounds deathly dull from the outside but is a riot of turbochargers, electric motors and all sorts of mechanical fury within the cockpit. Even so, the W1 is wildly entertaining on track, and the rear-drive configuration makes it more of a challenge and more satisfying than the F80 when chasing lap times or just sliding around for fun. In the Ferrari, you must second-guess what the front e-axle might do, whereas in the W1 it’s all on you. There are plenty of tools to help, including the ingenious Variable Drift Control, but somehow the W1 is more heroic. Or at least fools you into feeling more heroic – which is surely the point! On the road? Nimble, loaded with feel and sublime response. The ride is noticeably tougher than, say, a 750S but the control is ramped-up too, and with a bit more speed the whole car finds a delicious rhythm. Sport mode for the drivetrain brings some nice turbo whooshes and chirps, but the noise remains high-quality rather than extreme excitement. It is perhaps the one area the W1 feels just a little too tame. Of course, there’s nothing tame about the raw performance… which is genuinely shocking and literally hurts your neck muscles after a few hours. How McLaren has given the W1 such immense traction through just two driven wheels is beyond me. So, is it worthy of that ‘1’? I think so. Perhaps we won’t be talking about $25-million auction results for the W1 in 30 years from now, as we are for the F1. Perhaps it doesn’t quite have the amazing presence and jaw-dropping star quality of the simply gorgeous P1. But it is such an intense experience and the way it marries stunning track performance with delicate poise and entertainment on normal roads is something akin to magic. Maybe not ‘the one’ but definitely a searing, outrageous addition to McLaren’s fiercest family line. Just 399 W1’s will be built and they’re all sold. I’m not surprised at all. View All McLarens For Sale Images: McLaren Automotive

A sleek, green sports car parked on a forest road between tall trees.

By Gabriel Vega – October 31, 2024

Review: The 2024 Ferrari Purosangue

By venturing beyond the proven super SUV formula, the Purosangue defines the segment.

An image of a McLaren Artura Spider driving on a mountain road.

By Gabriel Vega – June 16, 2024

First Drive: The 2025 McLaren Artura Spider

Usually, when it comes time for an automaker to rip the covers off its latest roadster, we'll first hear not about what's changed but what hasn't. Brands will boast about the rigidity of their chassis, requiring little or no additional strengthening, or even brag about the Spider's time to 60, often matching the coupe. Unveiling a convertible take on a well-known hard top can be quite a non-event. As long as it accelerates, stops, and steers like the coupe that preceded it, that's it; job done. However, that's not the case with the 2025 McLaren Artura Spider. There's far more at stake here. At this point, the seemingly endless list of challenges and setbacks McLaren faced while trying to ramp up production of the Artura are more than well documented. It's the almost unavoidable result of attempting to produce a car whose chassis, engine, transmission, and electrical systems are all new, especially one that integrates an axial-flux electric motor sandwiched between this new hardware. However, the impacts of this complexity extend beyond the production line, with reliability concerns looming and detracting from what was otherwise one of the most thrilling supercars I drove in 2022. As such, the 2025 McLaren Artura Spider has to be more than a roofless variant of the coupe we've come to know if it's to sway hesitant fans of the brand. To this end, practically every component McLaren could've updated has been. It arrives alongside a reworked coupe, which for the 2025 model year also produces 19 extra horses, benefits from a reworked power curve, rips shifts 25 percent faster, howls thanks to a de-restricted Sport exhaust system, and whose suspension has been revised to maximize driver engagement. I flew to Monaco for a drive through twisting, lusciously green mountain roads, vast highways that cut through the French Riviera, and finally, right up to the Casino de Monte-Carlo to find out if the Artura has finally reached its full potential. Sliding into the Artura Spider's fixed-back Clubsport seat early in the morning, I set off silently from my hotel on the French Riviera. Like the Ferrari 296 GTB and the SF90, the Artura circumvents the need for a traditional starter by utilizing its axial-flux electric motor to get going. Nestled within the bell housing of its eight-speed transmission, it weighs just 34 pounds yet produces 94 horsepower and up to 166 pound-feet of torque. Crucially, it allows you to crawl away unnoticed and keep going for up to 11 miles thanks to its 7.4-kilowatt-hour battery pack. As I joined the highway leading west towards Nice, its twin-turbocharged 3.0-liter V6 burst into life in a seamless transition into gas-powered propulsion. Unassisted by the electric motor, it develops 596 hp, a 19-hp increase. However, the bit worth focusing on here is how the software responsible for these gains reshapes its power curve, with most of its output now concentrated between 4,000 and 8,500 rpm. Its electric motor feeds plenty of power down in the rev range, thus eliminating the effects of turbo lag as its V6 hits its stride. As a result, the Artura pulls tremendously hard to the redline, now riding one unified wave of power and torque. Pull the right paddle, and its eight-speed shifts up to 25 percent quicker by anticipating the next gear. Although its reactivity is primarily drive mode dependent, it's nearly seamless in Comfort mode but quickly sharpens in Sport and Track. Blitzing through mountain ranges sitting in the left lane, the Artura Spider cruises at triple-digit speeds, its V6 fading into the background as if ready to carry on for thousands of miles. With its handling mode set to the same Comfort setting, it delivers the excellent ride quality McLaren is famous for. It's only made better by a new responsive domain control unit, which can scan the road surface and adjust its dampers up to 90 percent quicker. Turning off the highway, I flicked the powertrain selector back down to Electric mode to silently traverse the small towns on the way to the mountains. Once there, I dialed the powertrain and handling modes up to Sport, which keeps its V6 engaged at all times. As with the 750S I tested earlier this year, McLaren's engineers have reworked this mode to be the most vivid, allowing you to bounce off the rev limiter and deliver the most aggressive shifts. This thoughtful recalibration pairs with a louder optional $5,100 sports exhaust and firmer engine mounts, which transmit more powertrain and chassis feedback to its driver. Configured for full attack, the McLaren Artura Spider produces a total system output of 690 hp and 531 lb-ft, which, in a car boasting a curb weight of 3,439 pounds, results in a three-second-flat sprint to 60mph. Commit to full throttle, and you'll blast past 124 mph in 8.4 seconds and 186 mph in 21.6 before maxing out at its electronically limited 205-mph top speed. These are massive figures for a car in which to negotiate winding, narrow, and undulating French mountain roads. And while squeezing that total output is still challenging outside of a track, the Artura's closely spaced gears mean you're constantly moving up and down its eight speeds. As I worked my way between massive rows of trees, dodging the occasional cyclist and climbing up the mountains, the Artura's 120-degree V6 filled the woods with glorious noise. Unlike a more traditional 90-degree configuration, which can often sound raspy and unrefined as you reach its redline, this Spider's note is distinctly exotic. It sings a smoother and unified song, now made more enjoyable thanks to its de-restricted exhaust. Diving into hairpins, it immediately becomes clear how light the McLaren Artura Spider is, with its front end feeling agile and eager to follow your inputs. Weighing 136 lb over its coupe counterpart, most of the Spider's gains come from its folding roof mechanism, with its carbon fiber monocoque requiring no additional strengthening to retain its rigidity. Compared to its closest competitor in price and performance, the Maserati MC20 Cielo, the Spider is still 183 lb lighter despite housing a battery pack and an electric motor. This is because its hybrid system only contributes 287 lb to its overall weight. As such, from behind the wheel, you don't get the sense that the McLaren Artura Spider is dialing out unwanted body motions or masking its heft. Turn the wheel, and it'll intrinsically follow where you want it to go with excellent grip from its front end. This is doubly impressive in the Spider, which exceeds the outgoing coupe's dynamic capabilities. Approach the next bend, and you'll have to apply firm pressure for its standard carbon-ceramic brakes to clamp down properly. However, after an initial stomp, they're easy to modulate. Although McLaren made no physical changes to the Artura's steering, its firmer settings in Sport and Track modes contribute to a weightier and crucially more communicative wheel. There are new faces in this car's development team, some of whom cut their teeth developing now-iconic machines for the prancing horse, and it's evident from an engagement perspective. Although the outgoing Artura was a thriller, this latest iteration dials up practically every aspect of the driving experience. From increased steering feedback to more chassis vibrations making their way through its standard bucket seat to your back, there's a level of engagement on offer previously reserved for cars like the 750S. Dialing up to Track mode for its powertrain and handling settles the experience, which is an intentional move, say McLaren's engineers. With its goal being the quickest lap times, it's not interested in delivering thrills, just speed. As such, it'll shift at the optimal point in automatic mode, not necessarily going to redline, while the eight-speed dials back shift aggression in favor of moving through them more quickly. It's a track-only mode in both name and spirit, delivering no noticeable improvements on the road. This is also intentional, with each mode learning your driving habits and the road and adapting to suit the conditions. Truly clever stuff. Winding down and out of the mountains on the other side with the Artura's nose pointing back towards Moncao, I settled in for yet another highway cruise, a perfect time to poke around the cabin. From here, it's clear that McLaren doesn't just want the Artura to be a car reserved for special occasions. While its dual-screen layout, including smartphone connectivity, carries over, it now gains new driver assistance features for 2025, including lane-departure warning (which can be permanently deactivated) and road sign recognition as standard. Adaptive cruise control, blindspot monitoring, and rear cross-traffic alert are optional extras. Despite being a proper mid-engined supercar, the Artura is strikingly comfortable, even when optioned with its standard Clubsport seat (comfort seats are available). There's plenty of head and shoulder room, at least enough for your 5'10 author, and excellent visibility all around, thanks mainly to its large windows and glazed rear buttresses. Aside from contributing to its cabin feeling airy and open, they're functional, channeling airflow into the engine bay as part of the Spider's unique cooling system. Eight silent electric motors fold its metal roof in 11 seconds at speeds of up to 31 mph. Navigating through Monaco's tight city streets, often turning onto and off the Formula 1 track, is daunting. With summer approaching, the number of tourists, car spotters, and the occasional locals hit the streets in droves. However, aside from repeatedly getting lost en route to the Casino de Monte-Carlo, there's little to report behind the wheel. As I experienced up in the mountains, the Artura is happy to take you wherever you wish, sitting comfortably on a highway, blitzing through mountain roads, or puttering along in traffic; it's adaptable. When the McLaren Artura Spider arrives on US shores, it'll cost $281,008, including a $5,000 destination fee and the $2,208 America Accessories Pack. The updated coupe that arrives alongside it costs $256,308, including fees. Each comes with a five-year unlimited-mile warranty and three years of service. Crucially, McLaren offers owners of the outgoing Artura Coupe the latest engine software free of charge. After hours on the move, I hopped out and handed the keys of the unscathed Artura back, parked at the steps of the Hotel de Paris across from the famous casino. As I'd hoped reading through its spec sheet ahead of the drive, the Artura Spider is far more than just a convertible take on the car I drove nearly two years ago. By implementing thorough and thoughtful updates, McLaren has taken a solid foundation and turned it into a more exciting supercar that feels alive not just for brief moments on perfect roads but comfortable for long journeys and easy to pilot through crowded cities. The Artura Spider stands out as one of the most usable supercars I've tested to date, a claim I'll explore later. Later this year, it'll become duPont REGISTRY's first long-term test vehicle. It's not that its driving experience vastly differs from the car it replaces; it's been diligently dialed in. Be it new input from an expanded development team or simply having more time and experience working with the platform, this latest update finally gives the Artura the necessary tools to deliver its best.

An image of a BMW XM Label parked outdoors.

By Gabriel Vega – December 01, 2023

First Drive Review: The 2024 BMW XM Label Is A Fully-Real...

The BMW XM's introduction last year remains a perplexing moment in M's history, and not for the reason you'd expect. Unlike the angry mobs that flooded our Instagram comments with a sea of complaints, taking dig after dig at the XM's styling, I don't hate it. Statement pieces should have a place in the car world. And while I realize that's not exactly high praise either, we're talking about one of the most polarizing vehicles unveiled in recent years here. It's not its SUV form factor that bewilders either. Although, given its extensive racing history, the XM isn't what I believe M's flagship should be, it's tough to argue with the high sales figures high-power SUVs consistently pull in. I may not love it from an enthusiast's perspective, but its existence is easy to reason from a financial one. Plus, as machines like the Aston Martin DBX 707, Lamborghini Urus, and Porsche Cayenne Turbo GT have repeatedly demonstrated, a big, heavy, high-riding machine can still offer a proper thrill. Instead, it's the XM's performance that makes the least sense. Don't get me wrong, its arrival is a massive deal for BMW's M division. Not only is it the performance brand's flagship product, but also its second-ever production vehicle. Yet despite producing a massive 644 horsepower from a hybridized twin-turbo V8, its 6,062-pound weight crushes practically any performance gains, meaning it's no quicker or more enjoyable to drive than its much cheaper siblings, the X5 M Competition and X6 M Competition. It took me getting behind the wheel of the 2024 BMW XM Label for things to click, essentially a 738-horsepower sequel to M's range-topper. Previously known as the Label Red, the German carmaker dropped the second half of its name for yet unknown reasons, turned up its boost to squeeze an extra 94 horsepower, tweaked its suspension, and gave it new red badges. While that may sound like a short list of updates, they profoundly impact how the XM Label drives, making it a far more enjoyable machine to hustle up a twisty road. The Label is what the XM should've been all along. My brief stint in the BMW XM Label took place during the carmaker's annual Test Fest, this time held in South Carolina near its Spartanburg plant. The setup was straightforward. BWM lined up dozens of its products alongside one another in a large parking lot so journalists could hop in and drive off on one of two pre-planned routes. This arrangement, however, created a unique problem for the XM Label. See, very little differentiates it from its base counterpart, making it challenging for media and event staff to tell them apart. Unless you choose red exterior trim or wheel accents, only red-outlined XM badges differentiate the pair. And while I'm glad the word Label isn't anywhere on or in this car, there are nearly no visual indicators that you've paid up the extra $26,000 premium it commands. Conversely, if you're a fan of the XM's styling, you'll be happy to learn it's basically unchanged. My tester wore a dark Ruby Black Metallic Shade, one of over 50 BMW individual colors available at no extra cost, and a contrasting two-tone red and black leather interior. In line with the theme of its original name, the Label sans Red is only offered with a split-color layout and carbon fiber trim. Red outlined vents, contrast stitching, and an accented headliner tie the whole thing together. Like with its exterior, however, these changes are purely visual. Its dual-curved screens, infotainment system, and cabin layout directly carry over. Instead, the BMW XM Label's powertrain and chassis host the most significant updates. Thanks in part to increased boost pressure, its 4.4-liter twin-turbocharged V8 now produces 577 hp and 553 pound-feet of torque. A permanently excited synchronous electric motor nestled within its eight-speed automatic transmission generates an extra 194 hp and 206 lb-ft. The Label pumps out a total of 738 hp and 738 lb-ft, making it the most powerful production BMW ever. Still, despite its power gains, it scoots to 60 mph in 3.7 seconds, the same as an X5 M Competition, and tops out at 175 mph when equipped with the optional M Driver's pack, or 155 mph without it. However, these stats only tell half the story. While the standard XM was already a quick machine, the Label takes it into new territory, in line with what you'd get from a Lamborghini Urus or an Aston-Martin DBX 707, SUVs whose prices start above the $200,000 mark. Its V8, despite being heavily turbocharged, revs rapidly, which is helped along by its electric motor, making the Label feel far more responsive than its base counterpart. It's alarmingly quick, instantly delivering a wave of torque that holds steady up the tach. There's no instance in which M's flagship feels sluggish or slow. It's properly high-strung. Perhaps more crucially than just turning up the boost, the carmaker's engineers heavily tweaked how its gas and electric powertrains work together. Previously, as you drained its 19.2-kilowatt-hour battery pack driving up to 30 miles in electric mode, the XM's V8 would kick in with a blaring cold start and an accompanying sudden jolt that shook the whole car unexpectedly. This lack of refinement was downright unacceptable for a flagship with a $159,995 base price. The $185,995 XM Label, however, solves the issue to the point where I didn't even think about it during my short stint. The tweaks don't stop there. The Label's standard air suspension system gets trim-specific calibration to handle the extra power. It comes standard with M Suspension Pro, an active anti-roll system, and active steering, all of which allow this over 6,000-lb SUV to take corners at high speeds without generating unwanted body motions. It's strikingly balanced, even on tight switchbacks. Its only issue from a handling perspective is its footprint, which leaves no wiggle room within the lane. Its quick steering, excellent six-piston standard brakes, and rear-biased all-wheel drive system are all up to the task of swiftly moving this hefty behemoth along effortlessly. Around town, however, things change rather quickly. The stiffened components that make the BMW XM Label a treat on a back road make it a pain just about anywhere else. Despite its major suspension revisions, M's flagship is still noticeably firm, crashing over bumps and transmitting unwanted road noise and vibrations through the cabin. In this regard, little separates the base model and the range-topper. Although things smooth out at higher speeds, crawling around town at slow speeds results in near-constant bounces, even in its softest setting. Its well-isolated cabin and plush seats certainly help, but they can't overcome this SUV's harsh nature, which results in a big SUV that, although sporty, isn't quite as versatile as some of its exotic competitors. I'll admit. Having looked at its stats briefly before my first drive, I expected the BMW XM Label just to be a more powerful version of the standard model. However, in practice, it's anything but. M's true flagship houses significant improvements in almost every area. It's not just rapid in a straight line but well-balanced in the bends, and thanks to its tweaked hybrid powertrain, it is more cohesive and refined. Although it's technically not quicker on paper than an X5 M Competition, it certainly feels so in the real world, now genuinely up there with Lamborghini and Aston Martin's best. However, while the Label is finally what the XM should've been all along, it's a few tweaks shy of being truly spectacular. Softer suspension tuning would go a long way. While enthusiasts might occasionally pilot this high-powered behemoth up a back road, it's still, first and foremost, an SUV. Thus, it should offer comfort alongside this practicality and performance. Starting at $185,995, XM Label is still, like the base model that debuted last year, mainly just a statement piece, except now it has the performance and driving experience you'd expect from a proper performance flagship.

An image of a 2024 BMW M3 CS parked outdoors.

By Gabriel Vega – November 16, 2023

First Drive Review: The 2024 BMW M3 CS Is Track-Ready Wit...

The allure of driving a thoroughbred racer on the street is practically irresistible to us enthusiasts. The latest Porsche 911 GT3 RS, with its steering-wheel-mounted dials, allowing on-the-fly rebound and compression adjustments, is only one of a growing list of cars that become significantly more track-focused with each new generation. Yet, while you'll need a proper circuit to experience the improved pace of these hardened machines, their on-road compromises stand out even on the shortest cruise. But therein lies the point: we enthusiasts will put up with a harsh ride, back-breaking seats, and even significantly compromised usability to drive something that makes us special, even if we have no intention to explore its heightened abilities fully. On the other end, carmakers are happy to fulfill these customer requests for ever quicker and rawer rides because, as lengthy waitlists of the last few years have shown, demand for these machines far outweighs supply. The thing is, we don't necessarily have to. As these special editions become more compromised, a sweet spot opens for a slightly softened model to slot in beneath them. Within BMW's lineup, it's the 2024 BMW M3 CS that occupies this space, a car that's as quick and capable as the M4 CSL in the real world but gains the added practicality of four doors, a well-isolated cabin and a slightly cushioned suspension. With its impressive back road agility and tremendous outright speed, the CS pushes the already athletic M3 forward without sacrificing the versatility that's core to this sporting sedan's appeal. It's been almost a year since I last drove the lightened and hardened BMW M4 CSL, a car that'll go down as one of the most exciting the Bavarian-based carmaker has produced in the last two decades. Thanks to a massive 240-lb weight reduction over a standard M4 Competition, the CSL delivers speed and agility a car its size shouldn't be able to. But, as with most track-day specials, this added athleticism comes at a cost. Reduced sound deadening makes its cabin noisy, its firmed-up suspension crashes over bumps, and its fixed-back ultra-stiff carbon bucket seats require a separate adjustment tool to raise and lower. Simply put, this special edition model, of which just 1,000 exist, is for special occasions only. The 2024 M3 CS, on the other hand, takes a slightly different approach. Like its two-door sibling, it relies on lightweight Carbon-Fiber Reinforced Plastic panels to cut back the pounds. Its roof, hood, front splitter, front air intake, mirror caps, rear diffuser, and trunk-lid spoiler feature the lightweight material. These combine with a CFRP center console, paddle shifters, and electronically adjustable bucket seats, adding to a total weight savings of a more conservative 75 pounds over a standard M3 Competition xDrive. Optional carbon-ceramic brakes further reduce weight while a set of M compound disks come standard. Despite these reduction efforts, BMW crucially left its sound deadening intact, forgoing significant savings to retain daily usability. The same can be said of its re-tuned dampers. While its shocks are noticeably firmer than the standard model's, they're not stiff to the point of causing you to bounce around in your seat. They're still decently compliant. Its variable steering ratio is now even quicker than standard in the most aggressive Track mode, while a more robust set of strut tower braces improves its overall rigidity. The big story here, however, is not how different the CS is from a Comp car on paper but how these tweaks improve an already fantastic driving experience. The standard M3 Competition xDrive is no slouch. It's a proper rocket in a straight line and a willing dance partner in the bends, but it takes only minutes in the CS to feel the difference between the two. A press of its red start button sends its titanium rear muffler singing a tune reminiscent of the CSL's. It's sonorous and raspy at the low end with plenty of crackles but becomes more unified and smooth as you approach this M3's 7,200 rpm redline. And while it may count on the same twin-turbocharged 3.0-liter straight-six as the standard car, it sounds noticeably uncorked, in keeping with the car's overall elevated aggressiveness. Power grows to 543 horsepower and 479 pound-feet of torque, a significant 40-HP increase over the standard model, largely thanks to increased boost pressure. A forged lightweight crankshaft, a 3D printed engine block with optimized cooling ducts, and an upgraded oil supply system combine with the multitude of coolers nestled within its front end to allow the CS to be faster and more consistent during back-to-back full-speed blasts. This added grunt goes to all four wheels via a re-tuned ZF eight-speed automatic transmission, which, thanks to quicker shifts, allows for a claimed 0-60 time of 3.2 seconds. However, the CS feels quicker than these stats suggest in the real world. I wouldn't be surprised to see this sedan pulling off runs closer to the three-second mark. Flat out, it tops out at an electronically limited 188 mph top speed thanks to its standard M Driver's package. The German carmaker also reworked its xDrive system better to distribute power between the front and rear wheels. These improved components in this fine state of tune create what I can only describe as a back-road monster. The M3 CS is what I'd always hoped the standard G80 M3 Competition would feel like. Its straight-line speed is a given, but its front-end agility and overall stability are surprising. Thanks to its precise steering, the CS goes precisely where you point it with little fuss from its front tires. It's the kind of car you can attack a corner going 15 MPH too quickly, and be confident you'll come out okay on the other side. Wherever your limits are, the CS' are higher still. This range-topping M3 reacts to inputs precisely how you'd expect it to, allowing you to feel very connected to what is otherwise a quite sizable and hefty luxury sedan equipped with a high-strung engine. Yet despite its large footprint, the CS links corners with near-perfect balance. It's a car that wants to tackle bends as quickly as possible, a car that only becomes unsettled when provoked. Yet, thanks to standard systems like M Drive Professional and M Traction Control, you can progressively dial back its safety systems without the car immediately becoming a handful. Despite its tremendous speed and agility, it's a car you can trust to react predictably as you begin to push. This confidence grows in part thanks to the substantial amount of road feedback. From its stiffened chassis to its steering and brakes, the CS constantly talks to you about what's happening beneath its tires. While its Alcantara-trimmed wheel doesn't weigh up as much as I'd like, there's plenty of on-center feel as the M3 makes even the slightest road imperfections known. It's to the point where there's almost too much communication, but that's precisely what an all-out M-car should do: keep its driver constantly involved. It never allows you to sit back and check out. This brings us to the elephant in the room: the BMW M3 CS' styling. In building this range-topping variant, the Bavarian brand gave this sedan an exposed carbon hood, M4 GT3-derived front grilles and lower intakes, yellow motorsport-style daytime running lights, and a bright set of staggard gold wheels as standard. Set its controversial nose aside, the CS is a wide and low sedan with a genuinely imposing stance. It looks as special as its black and red badges suggest. From a rear three-quarter view, it's damn near perfect. Move up to the front, however, and that feeling changes. While I know its many openings are necessary to feed cool air into its radiator, intercooler, transmission oil cooler, and engine oil cooler hiding behind its kidney grilles, this styling choice has yet to grow on me a few years on. Given its $119,695 starting price, including a $995 destination charge, it won't be surprising to learn that the M3 CS doesn't offer many optional extras. It essentially comes fully loaded. BMW offers two standard exterior colors: Brooklyn Grey Metallic, like my tester, and Black Sapphire Metallic—the remaining Frozen Solid White and Individual Signal Green cost extra. From there, you can pick between the standard M compound brakes, the optional carbon ceramic set, and high-performance or ultra-high-performance summer tires. Inside, the story is much the same. The CS comes standard with black Marino leather with red Mugello accents scattered throughout the cabin. BMW wraps its carbon-trimmed steering wheel with Alcantara, while its CFRP center console constantly reminds you that you've shelled out the extra $34,000 that the CS commands. Its adjustable carbon bucket seats carry over from the standard model, as do its 12.3-inch instrument cluster and 14.9-inch infotainment displays. While the carmaker only subtly differentiated the CS' interior, what you don't hear stands out most. Despite its firmer shocks and stiffer chassis, this track-ready M3 only transmits slightly more road vibrations and noise than a standard M3. Considering what this car can do on an empty, twisty road, a minuscule drop in cabin refinement is an acceptable price to pay. A standard M3 Competition xDrive costs $85,295, including a $995 destination fee. The CS pushes that figure up to the previously mentioned $119,695 price. And while that's a substantial increase, there are a few things worth considering. For starters, it's essentially fully loaded, including packages like the M Driver's pack and M Drive Professional pack, and comfort features like its Harman Kardon sound system, which would already push a standard M3's price north of six figures. Secondly, the CS still comes in way under the M4 CSL's $140,895 base figure, and given that it's just about as capable as its stripped-out sibling in the real world, its pricing becomes more understandable. How many CS' BMW plans to build isn't relatively as easy to understand. The German carmaker has stated it's a limited model but hasn't quoted any official production figures thus far. However, if the larger M5 CS is anything to go by, the Bavarian brand will likely only build it for the 2024 model year, and once it's gone, it's gone. If it isn't abundantly clear by this point, I'm pretty fond of the 2024 BMW M3 CS. By all accounts, it is the exact kind of sporting sedan the German carmaker should be building. It's not just fast and impressive but thoroughly thrilling and engaging. A car which, despite only a few minor flaws mentioned above, is almost faultless. This only leaves me wondering why the standard M3 isn't this good. Stepping up to the CS didn't require significant hardware changes. Aside from its weight reduction efforts, the most noticeable effects come from its re-tuned components. Yet, despite these adjustments being relatively minor, they create a vastly improved driving experience. There is no shortage of fast six-figure machines. The market is flooded with them, progressively becoming more hardcore with each subsequent generation. But while these track day specials grab headlines with their outrageous performance stats, they do their owners no good if they're not enjoyable to drive in the real world. Instead, it's cars just below this extreme level, cars like the BMW M3 CS that successfully walk a fine line, offering track-ready performance without significant compromises. What good is a racecar if it barely leaves the garage?

An image of a 2024 Maserati GranTurismo Trofeo parked outdoors.

By Gabriel Vega – October 27, 2023

Review: The 2024 Maserati GranTurismo Trofeo Doesn't Spli...

Throughout its 108-year run, Maserati has built a reputation as a builder of all types of cars. From racing machines in the 20s and 30s to sedans in the 60s and mid-engined sports cars in the 70s, the Italian carmaker certainly isn't afraid to step outside its comfort zone. However, no body style is more synonymous with the carmaker's ethos than the grand tourer. After all, Maserati's first road car, the 1946 A6 1500, is a long-hooded, elegant two-door built to cross continents. It would take the marque nearly two decades before it produced anything other than a GT, a streak shattered by the Quattroporte I's arrival in 1963. As such, the second-gen GranTurismo isn't just the latest car to join Maserati's expanding lineup. It's integral to the brand's identity. The 2024 Maserati GranTurismo Trofeo employs a modern twist on a formula that has remained essentially unchanged over seven decades. It combines a lengthy front hood with seats positioned just ahead of its rear axle, oversized windows, and a big rear trunk. However, instead of relying on a throaty, burbly, naturally-aspirated V8 for power, it counts on the brand's 542 horsepower 3.0-liter twin-turbocharged Nettuno V6. Couple its healthy output with an all-new Maserati-developed structure, power sent to all four wheels, and active suspension components, and you get a car that isn't just quick in a straight line but handles far better than a hefty GT ever should. So, while the GT is still primarily a strikingly gorgeous thing worth obsessing over, it no longer sacrifices its backroad athleticism for comfort. It neatly balances these opposing personas, never needing to split the difference to please. At first glance, you'd be forgiven for confusing the second-gen GranTurismo with its 2007 predecessor. According to Maserati, this familiarity is intentional, citing customer preference for its decision to employ an evolutionary aesthetic. However, while its proportions may resemble the old GT's, the new car is now 3.4 inches longer and 4.3 inches wider, while its wheelbase shrinks by about half an inch. For context, that's longer and wider than a Bentley Continental GT. Despite its larger footprint, the 2024 GranTurismo is only marginally heavier than the car it replaces, tipping the scales at just below 4,000 pounds. This is partly due to the loss of the larger naturally-aspirated V8 in favor of a more compact twin-turbocharged V6. At the same time, its all-new architecture counts on a mix of aluminum, magnesium, and steel to keep the car's weight down while lowering its center of gravity as much as possible. The all-electric GranTurismo Folgore, which should hit U.S. shores shortly, kicks that weight figure to the moon thanks to its triple electric motor setup and 92.5-kilowatt-hour battery pack. It lugs around an extra 1,000 pounds, pushing its curb weight figure to a Rolls-Royce-like 4,982 pounds. However, with over 1,200 horsepower on tap, it should be anything but slow. For now, the GranTurismo is available in two flavors, Modena and Trofeo, with my tester being the latter. Visually, the pair has quite a few differences, with the Trofeo relying heavily on carbon fiber trim, aggressive front and rear fascias, and a staggered wheel set with 20s upfront and 21s in the rear. Its extended bumpers add an extra quarter inch to the car's length, while curb weight figures remain identical. Stats aside, what matters most is that the GranTurismo remains strikingly beautiful, a car that brand loyalists and hopefuls alike can lust and obsess over. While we can debate Maserati's decision to stick with a proven design, it's hard to argue with its results. The GT is as gorgeous as ever, and even though its footprint rivals that of a Bentley, its proportions allow it to wear its size well, retaining the elegant and stylish aesthetic this grand tourer is known for. As good as it looks, this large two-door could benefit from a serious drop in ride height. Even in its lowest configuration, the gap between its staggered 20 and 21-inch wheelset and its fenders is highly noticeable. Another half-inch would do wonders for its overall stance. Under the 2024 Maserati GranTurismo Trofeo's lengthy hood, you'll find the carmaker's now ubiquitous 3.0-liter twin-turbocharged Nettuno V6. It's the same powerplant that powers the MC20 and the Grecale Trofeo. Although the GT's configuration is closer to what you get in the crossover than the supercar, thanks to its use of a wet sump over a dry one. It produces 542 horsepower and 479 pound-feet of torque, allowing it to sprint to 62 mph in 3.5 seconds and top out at 199 mph. These performance figures are made possible partly by its all-wheel drive system, a GT first, and a quick-shifting ZF eight-speed automatic transmission. Maserati's Nettuno V6 remains as characterful as ever, blending a raspy albeit somewhat quiet exhaust note with two wooshing turbos and plenty of power throughout its rev range. This turbo-six may lag slightly at lower revs, but it delivers consistent power from the mid-range to the redline and, in Sport and Corsa modes, is quite responsive. While the Nettuno isn't quite as charismatic as its predecessor's throaty Ferrari co-developed V8, it has a unique persona backed up by formidable performance. Despite how quick it is on paper, piloting the GranTurismo in most settings is a fairly uneventful affair. Its steering is light, its air springs genuinely plush, and its powertrain subdued in the chiller Comfort and GT drive modes. Only a distant rumble from the exhaust denotes a hit of sportiness. In true grand tourer fashion, it's the car you can drive daily or on a blast across the country. Improvements to its refinement allow it to slip into the background, almost letting you forget you're in a nearly 200 mph machine. Pull up to a back road, click into Sport or Corsa, and the GranTurismo's personality dramatically shifts. While practically all new cars offer various drive modes, they rarely meaningfully affect that car's character. No one would expect a big, cozy GT like Maserati's latest to tackle tight bends the way it does. Its front end has seemingly endless grip and surprising agility for a car as heavy as it is. This is partly possible because the V6's mounting further back, behind the front axle. And so, despite its lengthy hood, the GT still offers a fairly balanced 52/48 weight distribution. With its adaptive dampers in their firmest setting, the GT's body remains nicely controlled, allowing only minimal body roll. Coupled with quick and precise steering, the GranTurismo isn't just sure-footed in the bends; it's eager to dive into corners, grip all the way through, and propel you out the other side. While my tester lacked carbon ceramic brakes, it doesn't need them. The standard steel set is more than apt for back-to-back blasts up an empty back road. Maserati could've pushed the GranTurismo to be slightly more hardcore than it is. There's still room to firm it up further to make its powertrain's response more aggressive, but thankfully, the Italian carmaker knew where to stop. The GT sits neatly between a comfortable cruiser like a Bentley Continental GT and a proper sports car like the BMW M8 Competition. Any move in either direction would've compromised the other. The 2024 Maserati GranTurismo doesn't just improve in the performance aspect, though. Its cabin is massively upgraded over the outgoing car's. While it may house the same dual-screen infotainment system found in the Grecale, the GT surrounds it with abundant high-quality materials. In my tester's case, it's a bright red on red leather interior, which contrasts starkly with its sober Grigio Maratea Matte exterior. Like the Grecale and the MC20, the GranTurismo provides further evidence that Maserati has worked extensively to improve the build quality of its cars. While its predecessor counted on a pretty basic screen and infotainment system surrounded by a sea of drab plastic buttons, the new car's layout is sleek, configurable, and easy to operate. That said, the horizontal buttons that shift its gears can be quite cumbersome. They require quite a firm press to activate and can be slow to respond at times. Maserati goes further than ever with its details, adding more complex stitch patterns to its seats, dashboard, door card designs, and a layered two-tone dashboard that thoughtfully accommodates its multiple screens. Overall, the GT's cabin represents Maserati's renewed attention to detail and a level of execution not seen in the brand's outgoing product era. These quality improvements arrive as the Italian carmaker pushes itself further upmarket. My 2024 Maserati GranTurismo Trofeo tester, for example, starts at $205,000 but carries an as-tested price of $225,620 thanks to optional extras such as its $4,500 matte paint, $4,000 Sonus Faber sound system, and $2,500 carbon macrotwill interior. And while the GT is vastly superior to the model it replaces, its new elevated price places it within striking distance from cars like the excellent V8-powered Bentley Continental GT, arguably the current grand-touring king. The second-gen GranTurismo arrives as Maserati is back in a position of strength. While I wasn't a fan of the cars Maserati put out over the last decade, it's finally offering a fully refreshed portfolio of genuinely good cars. It started with the MC20 supercar, the Grecale crossover, the GranTurismo, and eventually a Quattroporte replacement. The GT fits nicely not just amongst the brand's lineup but amongst its closest rivals. It's the ideal car for those for whom a BMW M8 Competition is too hardcore while a Bentley Continental GT is too plush. By combining its characterful engine, adaptive suspension, and chassis improvements, Maserati's latest carves its own lane by delivering sports car performance that doesn't come at the cost of comfort. Despite technological advancements and quality improvements, the GT feels distinctly like a Maserati. It is the result of the carmaker's focus on continuous improvement to leave its past quality issues behind. And as impressive as the GT is, the real question will be whether it's unique enough to draw buyers away from competitors that established themselves during its absence.