Lexus

Koenigsegg's First V8 Client Gemera Breaks Cover at the Aurora Concours in Sweden

Three years after Koenigsegg confirmed a V8-powered version of its four-seat Gemera, the first customer example has finally been showcased in public. The hypercar maker unveiled the car this weekend at the Aurora Concours in Båstad, Sweden, finished in a vivid Johan Röd paint over Engel Svart leather and Alcantara with red stitching accents. This particular client, Gemera, is equipped with the full Crystal Clear sound system, bespoke red-tinted Ghosts on the Aircore seats, and rides on Trofast Aircore carbon wheels. The powertrain pairs a mid-mounted twin-turbocharged 5.0-liter hot V8 with Koenigsegg's Dark Matter electric motor via the brand's nine-speed Lightspeed Tourbillon Transmission (LSTT), a four-wheel torque-vectoring system that can send power independently to each wheel. Combined output is 2,300 horsepower, with a sub-2.0-second dash to 60 mph and a top speed in excess of 240 mph. The Gemera was the cover car in a feature we did last year on the most powerful production cars in the world. <- Gallery -> "Today is a big milestone for Koenigsegg, as we roll out the most technically advanced and most ambitious program in our history." - Christian von Koenigsegg, Founder, CEO, Koenigsegg The Gemera realizes a dream von Koenigsegg has held for decades, a proper four-seat, high-performance supercar capable of seating four two-meter adults in comfort with room for luggage. The idea traces back to his childhood, when he first saw his friend's father's Lotus Excel. According to von Koenigsegg, the Gemera itself began taking shape in the mid-2000s, long before its eventual reveal. It first broke cover in 2020 with three electric motors and a tiny twin-turbo three-cylinder engine, and we’ve followed the story from its evolving design phase to its first driveable prototype testing phase in 2022. View this post on Instagram A post shared by Christian von Koenigsegg (@heycvk) The production-spec hybrid version was revised in 2023 to employ Koenigsegg's single Dark Matter motor, lifting output to 1,400 horsepower, and news that the V8 variant was on the production line surfaced earlier this year in March. Production of the Gemera is capped at 300 units, a ceiling set at the car's original 2020 unveiling. Koenigsegg has confirmed all 300 build slots are already accounted for. Original pricing started from $1.7 million, though the industry estimates have placed fully specified V8 examples well above $2 million. For a company that has built its reputation on low-volume, two-seat hypercars, the four-seat Gemera represents a significant departure, one that doesn’t compromise on the brand’s core principles of high-performance speed and design details like the signature dihedral synchro-helix doors, now being offered in a more usable package as a Mega GT. View All Koenigseggs For Sale Images: @Koenigsegg

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

What $55 Million Looks Like On Fort Lauderdale's Waterfront

There's something to be said about luxury living in South Florida, where year-round sunshine, waterfront views, and a lifestyle built around the outdoors have made it one of the world's most desirable places to call home. From massive estates along the Intracoastal to modern penthouses overlooking the beaches, it's a market where exceptional homes are part of everyday life. Recently completed, finding its space in Fort Lauderdale’s exclusive Sunrise Intercoastal gated community, 513 Middle River stands out as one of those incredible properties, listed by the team at Charles Rutenberg Realty FTL and now available on dR Realty for $55,000,000. GALLERY-EMBED Built by Prestige Homes on an oversized waterfront lot with 145 feet of frontage, the home immediately commands attention with clean, modern architectural lines, expansive glass, and uninterrupted views across the water. A newly constructed seawall and private dock make it just as appealing for boaters as it is for car collectors looking to enjoy the South Florida lifestyle. Privacy also plays a major role in the property's appeal. In addition to being located inside a gated community with dedicated police patrol, the residence sits behind its own private gates, creating a secluded, resort-style retreat with the convenience of nearby dining, shopping, and marinas. GALLERY-EMBED Inside, the focus shifts toward luxury, entertainment, and everyday comfort. The residence takes shape as a fully integrated smart home, giving owners the ability to manage lighting, climate, security, cameras, and entry systems through its own network. In addition to all the tech, the home's amenities mirror those of a private resort. A collector-focused eight-car garage flows directly into a stylish club room and lounge, while a custom 4K laser theater, professional-grade fitness center, spacious entertainment areas, sauna, and dedicated wellness spaces offer an environment for hosting guests or enjoying quiet weekends away. GALLERY-EMBED The outdoor spaces are where the home truly embraces the South Florida lifestyle. Centered around an 85-foot custom mosaic swimming pool with cascading waterfalls, the backyard is more like a five-star resort overlooking the water. Multiple lounge areas encourage indoor-outdoor living, while the rooftop entertaining space provides another vantage point to take in the views. It's a thoughtful touch that supports the property's focus on experience as much as its architecture. For buyers looking for a modern South Florida waterfront estate that offers privacy, smart tech, luxury amenities, and exceptional design, Prestige Homes’ 513 Middle River raises the bar for Fort Lauderdale’s waterfront living. Discover on dR Reality GALLERY-EMBED

Koenigsegg's First V8 Client Gemera Breaks Cover at the Aurora Concours in Sweden

McLaren W1 First Drive: Ferocious Hypercar Transcends the Track

What $55 Million Looks Like On Fort Lauderdale's Waterfront

Koenigsegg's First V8 Client Gemera Breaks Cover at the Aurora Concours in Sweden

McLaren W1 First Drive: Ferocious Hypercar Transcends the Track

What $55 Million Looks Like On Fort Lauderdale's Waterfront

Koenigsegg's First V8 Client Gemera Breaks Cover at the Aurora Concours in Sweden

McLaren W1 First Drive: Ferocious Hypercar Transcends the Track

What $55 Million Looks Like On Fort Lauderdale's Waterfront

By Gabriel Vega – March 17, 2022

Lexus Performance Driving School At Laguna Seca: A Quick ...

Regardless if you spend most of your time on the road commuting or driving supercars for a magazine, it's easy for all of us to create a false sense that our driving skills are much higher than they truly are. In my case, driving six-figure rocket ships weekly certainly creates that feeling. However, we seldom have a place to put those skills to the test and learn from the pros on how to become that driver we imagine ourselves to be. Enter the Lexus Performance Driving School. When the representatives from the Japanese carmaker reached out for me to attend their school hosted at WeatherTech Raceway Laguna Seca, I jumped at the chance. The idea is simple, for a fee of $995, you get a day at the track running through various driving exercises and classroom time with professional instructors. After a day driving the best parts of Lexus' current lineup at speed, it's clear that this school is a proper quick path to better driving. My time with Lexus began well before I ever reached the track. Instead of flying, I drove a 2022 Lexus IS 500 F Sport Performance from Los Angeles to Monterey. With five hours on the road to get there, I got an excellent chance to get familiar with the platform, and its incredible 5.0-liter naturally aspirated V8. Once at the track, I checked in and went straight into a room with breakfast and refreshments on offer ahead of the first briefing. Part 1: Autocross After a quick introduction to the program and a brief discussion about safety, my group went into the first classroom. While our first exercise of the day would be the autocross course, the folks at Lexus took the time to give us a quick overview of some fundamentals of fast driving. From weight transfer to optimal braking points, this brief chat with our instructors set up the group nicely before getting in the cars. Once out on the autocross course, I was surprised to learn that Lexus upgraded last year's group of IS 350s to the brand-new IS 500. These cars were so new that the one I drove had just three miles on the odometer when I got behind the wheel. The course was short, simple, and tons of fun. Each driver gets three runs through the timed autocross course. Thankfully, we revisited this exercise after lunch, where we got three timed runs. Since all of the driving took place in a controlled environment, all of the drivers in my group truly began to push the IS 500. While knocking over cones added precious seconds to our runs, figuring out how close you could get to them at speed was a rewarding experience. After many attempts, I managed to snag the quickest time in my group. However, before we finished with the autocross course, professional racing driver Scott Pruett took me for a spin around the course, dropping valuable bits of driving knowledge along the way. Part 2: Skidpad After completing our run through the tight and technical autocross course, it was time to test our car control skills with the skidpad. As its name suggests, the skidpad is a flat open section of asphalt coated with water, allowing a rear-drive car to slide effortlessly. The Lexus RC F stepped into the ring for this second and perhaps most rewarding exercise. Like with the autocross exercise, our team got more classroom time going over the fundamentals of drifting and how to initiate and maintain a slide. However, this time we had radios in the car so instructors could watch from afar and give us tips. Despite how difficult it seems on paper, sliding the RC F on the skidpad was surprisingly simple, simultaneously teaching us proper steering wheel and throttle manipulation. It's one thing to slide a car briefly, but maintaining a slide as you go in circles indeed requires focus. As I bounced off the rev limiter for minutes at a time, I wondered how these RC Fs survived this type of abuse and whether they needed particular maintenance schedules. To my surprise, my instructor confirmed that despite running the program for multiple years, they had never lost a car due to a mechanical fault. Unlike the autocross exercise, we didn't get a second go at the skidpad. However, the day was flying by in all fairness, and there genuinely wasn't enough time for another round. Regardless, learning to control a slide consistently can have serious real-world benefits, especially in case of a loss of control due to rain or snow. Part 3: Track Driving The best part of the day was the on-track driving across two sessions. This meant taking the stunning Lexus LC 500 through various laps around WeatherTech Raceway Laguna Seca. Thankfully, this was the bulk of the day. However, as with the other exercises, we got plenty of classroom time. There was even a representative from Michelin to walk us through the tire tech and their limitations. Our first time on track saw the group practicing lead/follow driving and hard braking scenarios. Since the program's coordinators kept track of who the fastest drivers were, they split the group based on speed. This meant going out on the track with one instructor per three attendees. Given my performance on the autocross course, I ended up in the fastest group, which allowed us to get on the track and get some fast laps in. As my instructor in the Lexus GS F in front noticed I was still on his back bumper, he kept pushing harder. This is a great setup because the instructor can tailor the experience based on your driving level. These LC 500's never missed a beat like the RC F. Even after multiple hot laps, their brakes retained most of their performance, despite getting a bit smokey. Final Thoughts On paper, $995 may seem like a lot for a day of fun. However, given all of the exercises we had a chance to experience combined with the excellent hospitality and knowledge on offer, that price is a bit of a steal. The best way to do this program is with close friends. That way, you can race against one another and even go on track together. However, going by yourself has its benefits. I managed to connect with various Lexus owners and get a sense of the ownership experience. After completing driving school, the fun doesn't stop. Lexus also offers an elevated driving program called Master Class. This second program is only available after completing the first and dives much deeper into handling dynamics while spending more time at the track. As a result, there's something for everyone at the driving school, regardless of skill level. Given the chance, I would do it again in a heartbeat. See All Lexus LC 500s For Sale

By Edward Jones – December 10, 2019

The Lexus LC: Adrenaline as an Art Form

Presented by Lexus - The Lexus LC is more than a world-class luxury coupe, it's a feeling. Visceral performance is made possible by the refined powertrain and proven chassis. An exquisite cabin with a driver-centric cockpit, replete with new features and technology, provides the driver with the quintessential atmosphere for an exhilarating yet comfortable drive. There are multiple styles within the Lexus LC Line, including the LC 500 and LC 500h. The LC 500 features a naturally aspirated engine that provides a thundering exhaust note that perfectly expresses the 471 horsepower¹ output of the powertrain. The Lexus Multistage Hybrid Drive, a breakthrough innovation, is the star of the LC 500h; its multistage transmission delivers instant torque. Regardless of which model you choose, each Lexus LC represents automotive excellence. During the design process, Lexus ensured the LC would provide the driver with the perfect amount of exhilaration. This was accomplished in many ways, but it's most apparent through the Drive Mode Select feature. Inspired by the LFA supercar, Drive Mode Select allows the driver to choose how the LC will act. The modes can alter the powertrain for more dynamic throttle response, modify the Adaptive Variable Suspension and more. For the most exhilarating driving experience, there is the Sport S+ mode. There is also the Comfort mode, a perfect choice for daily driving. And Custom mode allows for a more personalized experience. A drive in a luxury coupe would not be complete without an abundance of comfort, which all of the Lexus LC models possess. Standard heated and ventilated power-adjustable front seats are the perfect complement to any climate. Wrapping these seats are hand-selected, hand-stitched materials for the utmost definition of luxury and comfort. No detail was overlooked when it came to designing the cabin of the Lexus LC. With power and elegance, the Lexus LC 500 is a true testament to the automaker's ability to create a luxury automobile. Those looking for a thrilling drive from a versatile luxury coupe should look toward the beauty of the Lexus LC 500. DISCOVER THE LEXUS LC 500 Presented by Lexus We are an automotive company that takes inspired design, relentless innovation and uninhibited performance and turns them into passionate, moving experiences. But, that’s only part of our DNA. We’re equally dedicated to offering exceptional customer experiences. And in doing so, creating loyalty throughout the world—not just with the people who buy our vehicles, but the people in the communities around us. Yes, our unique contributions have moved the entire automotive industry forward. But, we never forget about giving back. That’s why we strive to empower people’s lives, help to preserve the environment and donate to numerous causes. These are the things that matter to us—the things that drive us every day. 1. Ratings achieved using the required premium unleaded gasoline with an octane rating of 91 or higher. If premium fuel is not used, performance will decrease.

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