Review: 2026 Mercedes-AMG CLE 53 Cabriolet

Review: 2026 Ferrari 12Cilindri Spider

As forced induction and electrification continue democratize horsepower throughout the automotive industry, luxury automakers have faced a growing challenge: how do you make an exotic machine feel special at a point in time when even mainstream vehicles offer jaw-dropping performance? Ferrari, to its notable credit, has answered this question in part by staying at the forefront of the latest technologies, as evidenced by cutting-edge entries like the SF90 and F80 – both of which utilize performance-tuned hybrid systems in conjunction with turbocharged engines and sophisticated all-wheel-drive setups. While those two mid-engine monsters offer truly stunning capability, there’s also a growing contingent of performance enthusiasts who yearn for the simpler days of long, curvaceous hoods, rear-wheel drive propulsion, and the banshee wail of a high-winding 12-cylinder engine at full chat. And that’s precisely where the 12Cilindri Spider stakes its claim. As the successor to the 812 Superfast, the 12Cilindri leverages clever active aerodynamics, advanced traction and stability control systems, and a trick four-wheel-steering system that manages the movement of each wheel independently to enhance cornering response, but it’s ultimately an homage to Ferrari’s storied V12 heritage. Aside from the no-nonsense name (which literally translates to “12 Cylinders”), the 12Cilindri’s exterior styling clearly takes some inspiration from the 365 GTB Daytona of the late 1960s. And rather than saddling its latest GT flagship with the complexities of bulky batteries, electric motors, turbochargers, and AWD, Ferrari has instead chosen to focus on the fundamentals that have made GT cars like the Daytona such enduring icons: elegant design, a finely honed chassis, and a truly spectacular naturally aspirated powerplant. It’s a 6.5-liter dry-sump V12 that produces 819 horsepower and revs to a searing 9,500 rpm. Ferrari only cites a deliberately ambiguous dry weight of 3,571 pounds for the Spider, which carries about 130 pounds of extra mass as compared to its coupe counterpart. But at a time when an alarming number of new performance cars are saddled with curb weights that start with a five, the potentially sub-4,000-pound 12Cilindri Spider feels lithe and unencumbered by countermeasures expressly designed to combat the laws of physics. Although its primary mission is to enable drivers to carve their way through picturesque locales at a lively pace without compromising comfort, the 12Cilindri has a notably more sports-car-like persona than the Aston Martin Vanquish – its closest rival – thanks in part to the Ferrari’s incredibly rigid chassis, dual-clutch gearbox, and earnestly performance-tuned suspension. While the eight-speed DCT occasionally takes a beat to get things going from a dead stop, and the hunkered-down stance makes the nose-lift feature a necessity when negotiating steep driveway aprons, the 12Cilindri Spider still manages to retain an admirable level of civility around town and out on the highway. Outfitted with a killer Burmester audio system, a retractable hard top that opens in just 14 seconds at speeds up to 28 mph, and sport seats that feature heating, ventilation, and adjustable bolstering as well as multiple massage routines, the 12Cilindri Spider can be a posh, effortless cruiser when called upon to do so. The only glaring deficiency in this regard comes from Ferrari’s HMI implementation, which utilizes frustratingly difficult-to-use capacitive surfaces on the steering wheel and the instrument panel to control features like adaptive cruise control and mirror adjustments, along with the various functions that are accessed via the 15.6-inch digital gauge cluster. While the infotainment system looks sharp and is quick to respond to inputs, Apple CarPlay conked out on more than one occasion during the few days I spent with the car. Nitpicks aside, one feature that definitely works as intended is the steering-wheel-mounted Manettino switch, which allows you to toggle between the available drive modes. Sport is the default, a naming decision which helps set ride quality expectations, but you can also press this switch like a button to enable Bumpy Road mode, which relaxes the adaptive dampers beyond their standard tuning for more compliance on rough pavement. Out in the canyons, I found myself more interested in the additional drama provided by Race mode. In contrast to convention, Ferrari chose to leave the steering, throttle mapping, and brake-by-wire settings the same in the Sport and Race modes for the sake of predictable response, instead heightening the driving experience when set to the latter by easing the electronic assists, ramping up the programming for the gearbox and the electronically-controlled rear differential, and – importantly – opening up the exhaust valves. While it’s still a little bit quieter than I’d prefer, even with the top down, the noise that this V12 makes while working its way past 9k is a soundtrack to your sweetest dreams. It took some conscious effort to stop myself from short-shifting the first few times I laid into the throttle with the gearbox in manual mode. The revs just seem to build endlessly. It’s also a decidedly different experience than what’s offered in the latest Vanquish. The Aston also features a 12-cylinder atomic bomb under its hood, but the crucial difference here is that the Vanquish’s lofty power figures are owed in part to turbocharging. This gives the Aston a substantial advantage in peak torque (738 lb-ft versus the 12Cilindri’s 500 pound-feet), but it also relegates its redline to a relatively pedestrian 7,000 rpm. The upshot is that not only does the 12Cilindri deliver a much more emotive soundtrack when you drop the hammer, it also feels significantly more buttoned down when called upon to hustle through a technical section of road. Its quick steering rack takes a moment to acclimate to, but it soon becomes apparent that the chassis, brakes, and powertrain have no problem keeping pace. <- Gallery -> The Manettino switch also has dedicated settings for partially or completely disabling the traction and stability control systems if you’re feeling brave (or prefer to do your grand touring sideways), but the intervention is so seamless when these systems are enabled that they rarely distract from the proceedings. While the Vanquish twists and shimmies as the powertrain and the electronics have a debate over the fastest way forward, the 12Cilindri just feels more planted and easier to trust when really hauling the mail. In an era when quadruple-digit horsepower has somehow become readily achievable for production cars, the Ferrari 12Cilindri Spider is a reminder that character and emotion aren’t attributes that can be easily quantified on a spec sheet. There will be a time – probably in the foreseeable future – where folks will gaze into the open clamshell hood of a 12Cilindri and say, "Man, they don’t make ’em like this anymore." Like it or not, the days of the unassisted Ferrari V12 are almost certainly coming to a close. With that in mind, well-heeled traditionalists would be wise to savor the moment. View All Ferrari 12Cilindris For Sale Images: Bradley Iger

Review: 2026 Mercedes-AMG CLE 53 Cabriolet

With 443 horsepower, open-air refinement, and the comfort of a true grand tourer, Mercedes-AMG's CLE 53 Cabriolet blends effortless speed with everyday luxury.

by Kirk Bell – June 06, 2026

It’s a Sunday afternoon with clear skies and temperatures in the 60s. Time for a drive on my favorite Southeastern Wisconsin roads in the 2026 Mercedes-AMG CLE 53 Cabriolet. I hop in the car, turn on SiriusXM Turbo, and Monster Magnet’s “Space Lord” blares through the standard 15-speaker Burmester audio system. I feel like Ricky Bobby from “Talladega Nights” – I wanna go fast.

The CLE 53 is a fine car for going fast. Until Mercedes-Benz brings out its rumored V8-powered CLE 63, it’s the most powerful and best performer in the lineup. Its 3.0-liter inline-six features two types of turbochargers and a mild-hybrid system. An electric compressor serves as a small turbo, a gas-exhaust turbocharger acts as the larger turbo to push up to 22 psi of boost, and a 48-volt electric starter-generator adds up to 23 hp and 151 lb-ft of torque to aid acceleration.

All told, it makes 443 horsepower and a standard 413 pound-feet that increases to 443 lb-ft for 10-second overboosts. That’s a recipe for strong power delivered efficiently. The small turbo and electric motor provide immediate grunt, and the standard 4Matic+ all-wheel-drive system puts the power down for quick launches.

Mercedes quotes a standard 4.4-second 0-60 mph time, or 4.2 seconds with the optional AMG Dynamic Plus package that adds Race Start launch control. And if I really want to go fast, the CLE 53 can hit 167 mph thanks to this car’s optional summer performance tires, up from 155 mph normally.

My test car has Race Start, so I put it to the test on a lonely stretch of country road. Hard brake, full throttle, let off the brake, and the CLE 53 hooks up, launches hard, and builds power consistently as the larger turbo takes over. It’s a thrilling experience, about on par with the Ford Mustang GT, but many of today’s EVs are quicker.

EVs don’t offer the tune played by the CLE 53’s inline-six, though. It’s a smooth engine with a mid-range purr that drops a few octaves in the Sport and Sport+ drive modes, which also trigger belches from the exhaust between gears. The nine-speed automatic transmission fires through the gears with smooth shifts and holds gears longer in the Sport modes.

Straight-line performance isn’t the CLE 53’s only strength, as it has the handling of a grand tourer. Mercedes sets it on a four-link front suspension and a five-link rear with staggered 265/40R19 front and 295/35R19 tires. It also gets a couple of advanced features, namely adaptive dampers and rear-axle steering.

The CLE 53 balances ride and handling well. It’s agile, reacts quickly to steering inputs, and carves predictable lines through corners. My tester is enhanced by the AMG Dynamic Plus package’s dynamic engine mounts that firm up in corners to better tie the structure together. I detect little if any body quake with the top down.

The rear-axle steering also enhances cornering. It turns the rear wheels up to 2.5 degrees opposite the fronts at low speeds to better negotiate parking lots. Above 60 mph, the rears turn with the fronts to improve cornering stability. My car’s optional Pirelli P Zero tires also provide excellent grip, so those cornering speeds can be higher.

The steering feels light in general but adds some welcome heft in the Sport modes. It’s quick, stable at the center, and provides good road feedback. The AMG Dynamic Plus Package also adds larger 15.4-inch front brake discs with six-piston calipers and 14.6-inch rear discs with single-piston calipers. These brakes should be enough for some track time or aggressive canyon runs, and they offer a firm pedal and strong stopping power.

Even with the dampers in their firmest Sport+ setting, the ride is smooth and comfortable
enough that only the sharpest bumps and ruts disturb passengers. In all, the suspension is quite well-tuned.

The comfort extends to the cabin. When Mercedes combined the C-Class and E-Class coupe and convertible lineups into the CLE range for 2024, the resulting CLE took on the size of the midsize E-Class with the slightly lesser interior furnishings of the compact C-Class.

That gives the CLE plentiful space up front and a two-passenger rear seat that is usable for adults, though not without complaints about how hard it is to snake their way in. Cargo space is limited as the trunk has just 9.6 cubic feet, but that’s enough for a couple and their luggage to take a grand tour for the weekend.

The power soft top opens or closes in 20 seconds at up to 37 mph. Its three-layer blockout road and wind noise are almost as good as the coupe’s roof. It’s offered in gray, red, or black, so buyers can design a car to fit their personalities.

The Cabriolet also comes standard with the AirCap pop-up front and rear wind deflectors to limit wind buffeting and make conversation easier, and the AirScarf neck-level heating system to make today’s 60-something degrees comfortable top-down weather.

Inside, the CLE mixes luxury with sportiness and modern technology. The sporty elements include a chunky, flat-bottom AMG steering wheel, sport bucket seats, aluminum pedals, and such trim materials as carbon fiber, a mixed metallic fabric, or a metal weave. Those who want more of a luxury look can choose from a variety of woods.

<- Gallery ->

The luxury can be felt most in the quality of the materials and the care with which they are assembled. It’s all beautifully rendered with tight tolerances and soft-touch or sturdy surfaces wherever the driver is likely to touch, though some hard plastics are found at hip level and below.

Synthetic leather and synthetic suede upholstery come standard, but leather and nappa leather are available. Also standard are heated power-adjustable front seats, ambient lighting, and AMG illuminated door sills. My tester is well optioned with black leather with red stitching, red seat belts, and massaging and ventilated front seats.

The tech includes a 12.3-inch digital instrument cluster, an 11.9-inch infotainment
touchscreen, navigation with live traffic information, wireless Apple CarPlay and Android Audio, wireless phone charging, a wi-fi hotspot, and a satellite radio trial.

The optional AMG Track Pace telemetry system tracks lap times and performance data, and has a race navigation feature that shows optimal cornering angles and braking points in the head-up display.

The 2026 Mercedes-AMG CLE 53 starts at $85,950, including a $1,350 destination fee. With a variety of packages, my test car’s total price is $99,945. Buyers could easily top $100,000 by adding 20-inch wheels and tires and aero and carbon-fiber packages.

But the Mercedes-AMG CLE 53 doesn’t need to top six figures to be an appealing luxury grand tourer. It’s beautiful, naturally athletic, comfortable, and offers the power for anyone who wants to go fast.

View All Mercedes-Benz For Sale

Images: Mercedes-Benz

Kirk Bell