Luxury and Exotic Car Reviews

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

By Gabriel Vega – December 14, 2022

2022 Porsche Macan GTS Review: Porsche's Hot Hatch

The Porsche Macan is technically the brand's entry-level model. But, since its arrival back in 2014, this small crossover has undergone significant changes that have allowed it to blossom into a truly premium product. For the 2022 model year, Porsche gave the Macan a host of new updates, including a tweaked face, new interior layout, and larger rear diffuser, to name a few. However, the largest change is, without a doubt, its shifted engine lineup. Previously, the Macan GTS counted on a 2.9-liter twin-turbocharged V6 that developed 375 hp and 383 lb-ft of torque. For the 2022 model year, however, Porsche axed the Turbo trim and stuffed its beefed-up version of that same engine under the GTS' hood. The GTS now sits at the top of the Macan food chain, and with 434 hp, a lower ride height, and new torque vectoring, it's as close as we'll ever get to a Porsche hot hatch. And in true Porsche fashion, great performance comes at a price. Design/Styling The 2022 Porsche Macan's facelift is subtle from an exterior perspective, but it's more apparent in the GTS model. Especially those equipped with the $12,010 GTS Sport Package. This gets you black satin front and rear fascias and 21-in GT Design wheels in the same finish. Along the sides, the pack adds gloss black side blades, mirror caps, and carbon-fiber sill guards. Although these darker elements are plentiful, they balance my tester's bright Python Green exterior finish well. More importantly, they serve to give the GTS a distinct look. It used to be challenging to tell various Macan trims apart, but this facelifted model takes care of that. A taller rear diffuser and a roof spoiler round up the list of GTS-specific changes. The Best Luxury and Exotic Cars We Reviewed in 2022 The Macan GTS has a particularly aggressive stance. It's now 10mm lower, and its larger 21-in wheels make it appear even closer to the ground. The Macan falls into a sizing sweet spot. At 186-in long, 75.9 in wide, and 62.8 in tall, it's slightly larger than a Golf GTI, making it family-sized but not huge to the point where its handling is spoiled. It has a distinctly small and sporty aesthetic in a sea of giant lumbering family haulers. Performance/Handling Although the 2022 Macan GTS counts on the same 2.9-liter twin-turbocharged V6 as last year's model, it now features the Turbo's tuning. It develops 434 hp and 406 lb-ft of torque, allowing for a 4.1-second sprint to 60 mph and a 169 mph top speed. This is particularly impressive when considering the Macan's nearly 4,400-lb curb weight. It comes standard with all-wheel drive and a seven-speed PDK. The 59 hp 23 lb-ft of torque increase may not seem like much on paper, but it makes for a much more aggressive little crossover in practice. I got a chance to test the new engine against the old, which now lives in the Macan S, earlier this year back to back. The difference is significant. The GTS is properly quick up a canyon road, easily keeping up with a BMW M3 or Audi RS 5. There's a whiff of lag down low, but once you get its twin-turbo V6 higher in the rev range, it comes alive. And with the GTS' standard sports exhaust, you can hear its throaty tune nicely from the cabin. It's not over the top with pops and bangs. Instead, it delivers a loud but refined song. 2022 Porsche Cayenne GTS Review: A Proper Athlete As you hit the corners, those sports sedans mentioned earlier won't get away from you. Despite sharing its architecture with the Audi Q5, the Porsche Macan drives nothing like its VW Group sibling. Instead, it's incredibly composed through tight corners, with a planted character that rarely steps out. The GTS feels like a serious machine with approachable limits. And while there's a bit of understeer if you really start to push, it's marginal. The Macan hides its size well. Despite its hefty near 4,400-lb curb weight, it doesn't feel like it in the corners. It retains an agile and nimble character. The Macan sticks through corners without drama thanks to a new torque vectoring system available through the GTS Sport Package. It's also eager to change direction, and while its steering is slight and virtually disconnected from the road, the way it moves and sounds is more than enough to deliver a truly exciting drive. While the new GTS is 10mm lower and 15 percent stiffer than the outgoing model, you'd be hard-pressed to tell around town. Thanks to its nicely tuned dampers, the Macan GTS soaks up bumps and is more than road trip-ready. During my week with it, I took it from Los Angeles to San Diego and back, and its performance benefits did not translate to discomfort. Interior/Tech Engine aside, the other major update the 2022 Porsche Macan GTS received is a new interior layout. It falls closer in line with the Cayenne's interior and gives Porshe's entry-level model a more premium feel. It eliminates the dual row of buttons in the pre-facelift model and adds new touch capacitive ones and a larger central infotainment screen. It now measures 10.9 in and offers standard Apple CarPlay. Although VW Group's touch capacitive buttons aren't great in some of its latest Volkswagen products, they're lovely in Porsche and Audi. They're bright, responsive, and laid out exactly how you'd expect them to be. This new interior has no learning curve, and I did not miss the older layout. As part of its 2022 interior update, the Macan now also comes standard with Lane Departure Warning, front and rear park assist, and a rearview camera. Since my tester featured the optional GTS Sport Package, it also receives 18-way adaptive sport seats, a significant upgrade from the standard eight-way GTS Sport Seats. They feature substantial side bolsters, but not to the point of being aggressive. They hold you nicely for a blast up a canyon road but don't prove uncomfortable for a long drive or daily commute. They fit the rest of the Macan's demeanor well. It's worth pointing out that with its updated materials, interior layout, and tech, the Macan GTS feels far from entry-level. Everything you touch and interact with feels like it belongs in a premium product. From a quality standpoint, it is nearly identical to the Cayenne GTS I tested earlier this year, just shrunken down. Pricing A significant reason why the 2022 Porsche Macan GTS feels like a premium product is that its price tag is substantial. Its $79,900 base price plus $1,350 for destination is more than reasonable for the fun and performance on offer. However, once you add in the $12,010 GTS Sport Package and the $680 heated sport steering wheel, you end up with an as-tested price of $99,170. This price places Porsche's quickest SUV in line with the BMW X3 M Competition and the Alfa Romeo Stelvio Quadrifoglio, both of which are more powerful and quicker for less money. Closing Thoughts The Porsche Macan GTS is a grown-up's hot hatch. Small and agile enough to hustle through a tight canyon road, but with enough power and grunt to keep things interesting. This may be the last update before an electrified Macan arrives, but for now, it's the one to get. Even the performance-focused GTS strikes a nice balance between twisty roads and daily driving comfort, but it's a small crossover with little compromise. If you have to have just one vehicle to do it all, the Macan GTS fits that role nicely. View All Porsche Macan GTS For Sale

By Gabriel Vega – December 12, 2022

Lamborghini Huracan STO Review: A Proper Race Car for the...

Despite their intended purpose, track-oriented supercars spend only a fraction of their lives at any given circuit. This leads them to a significant dilemma. They need to perform as their driver hammers in lap times while simultaneously delivering an engaging driving experience on normal roads. Italy's latest homologation special, the Lamborghini Huracan STO, is a perfect example of this. Last year, I had the privilege of driving the Huracan STO at Willow Springs Raceway. The STO impressed with sticky tires on hand and an open track, making it easily the best car I drove last year. Flash forward to 2022, and I finally got a chance to drive the STO on some of my favorite canyon roads and around Los Angeles. With a naturally aspirated V10 paired to what is easily one of the loudest stock exhaust systems I've ever heard, along with its clever suspension and outrageous styling, it didn't take long for the STO to remind me that it's a truly impressive machine. Lamborghini Huracan STO Design/Styling Even a glance reveals that the STO is a homologation special. It uses the brand's Super Trofeo EVO and GT3 EVO race cars as its base. While race car-inspired special editions are not rare, none seem to go quite as far as the STO. While it's unmistakably a Huracan, virtually every panel on the STO is new. The front no longer houses a traditional front bumper flanked by fenders and a hood. Instead, we get what Lamborghini calls the "cofango." It's a clamshell design covering the car's whole front and opens up as one large piece. All Huracan STOs For Sale The STO features aggressive side skirts along the sides that lead into a widened rear quarter panel. The quarter panel itself now features a shark fin design that channels air and NACA ducts on either side. All of the air leads to the massive adjustable rear wing. While it doesn't feature any active aero, the STO's adjustable components can deliver up to 935 lb of downforce at 173 mph. That figure marks a 37 percent improvement over its predecessor, the Performante. Lamborghini opted to use its carbon fiber "sandwich" technique for 75 percent of the STO's body panels. The result is a dry weight of under 3,000 while utilizing 25 percent less carbon fiber than usual. While its styling screams function over form, that doesn't mean the STO isn't still striking to look at. With not a single flat surface on it, the STO's bodywork is busy in the best way possible. Lamborghini wanted to deliver a race car for the road, and by mainly sticking to the race car's original styling elements, it has achieved it. Also Read: Lamborghini Huracan EVO RWD Spyder Review: Proper Supercar Theatrics Lamborghini Huracan STO Engine/Performance While I got my first taste of life behind the wheel of the STO on track, it was even more enjoyable on my favorite canyon roads. For starters, its 5.2-liter naturally-aspirated V10 remains a true masterpiece. Developing 640 hp and 417 lb-ft of torque, the STO is the most powerful member of the Huracan family. A seven-speed dual-clutch transmission sends all of that power to the rear wheels. Despite this, the STO sill hits 60 mph in around three seconds before continuing onto a top speed of 192 mph. There's also a rear-wheel steering system, a first for a rear-drive Huracan. The STO delivers power on the road like any other Huracan; there's just more of it sitting at the top end of the rev range. As a result, the STO rewards you as you drive more aggressively. There isn't a massive reserve of low-end torque waiting to rocket you forward. Instead, the STO asks you to work for your speed, keeping the revs high as you connect various corners. The dual-clutch transmission makes this a breeze with tight gear ratios and instantaneous response. Even in automatic mode, its programming always kept me in the right gear. On the suspension front, the STO features steel springs with magnetic dampers. Helped along by all of the aero mentioned earlier, the STO remains perfectly planted, even through tight, quick corners. The STO delivers a level of stability that inspires confidence to push further. Despite the incredible performance, the STO isn't as stiff as I thought it would be around town. While there's no comfort mode, the magnetic dampers do a decent job of soaking up imperfections on the road. The STO's brakes feature proper race car tech. While they're carbon ceramics just like on a standard Huracan, their racing origins mean they can withstand 60 percent more stress than usual. On the road, I was able to stomp on the brakes repeatedly without any drop in performance. Once its brakes are up to temperature, the STO delivers some of the best braking performance in the business, also contributing to a higher sense of confidence behind the wheel. Overall, every part of the STO's driving experience just feels alive. There is not a dull moment behind the wheel of this car. Its steering, powertrain, suspension, and brakes are nicely dialed, mastering on-track performance while delivering an absolute riot on normal roads. Also Read: 2021 Lamborghini Urus Review: A True Super SUV Lamborghini Huracan STO Interior/Tech Given its race car roots, the Lamborghini Huracan STO's interior is about as barebones as barebones get. You won't find a cup holder, storage bin, or frunk. The STO isn't a weekend getaway kind of car. Its purpose is performance above all else. A look around its interior reveals a sea of carbon fiber. From the door panels to the air vents, the floor, and the seats, you'll find an abundance of the lightweight material. My tester featured black suede seats with bright red contrasting accents, which added some much-welcomed vibrancy. The seats themselves aren't as uncomfortable as you might expect from carbon-backed racing chairs. However, I struggled in the shoulder department as the seat's opening is relatively narrow. There's still good headroom despite the Huracan's low sloping roof. As I found out last year, my 5'10 self fits comfortably, even with a large helmet. The Huracan STO features the same central infotainment system as the standard car. Since it controls most of the car's systems, you'll find a lack of buttons in the interior. Despite this, you get wired Apple CarPlay connectivity and an adjustable digital instrument cluster in front of the driver. As a result, the STO does not lack in the connectivity department. Lamborghini Huracan STO Pricing Given that the STO delivers arguably the best driving experience of any modern Lamborghini, it comes at a price. While the starting price is $327,000, my tester came in much closer to $400,000, thanks to optional extras such as the paint and interior colors. According to Lamborghini, the STO is not a limited edition model. Despite this, production is still expected to be lower than other Huracan variants. Thanks to its race car-inspired tech, styling, and driving experience, the Huracan STO delivers a unique drive in today's market. With a naturally aspirated engine and a beautiful sound, the STO hones in on what makes an exciting drive, even at slow city speeds. Having driven it both on and off the track, it's clear that the STO nails that dual personality, meaning that no matter where you drive it, you'll be smiling while you do. View All Huracan STOs For Sale

By Gabriel Vega – December 06, 2022

2022 Audi RS 6 Avant Review: Putting It All Together

When Audi announced its plans to bring the fourth-generation RS 6 Avant to the U.S. market, it took a significant risk. It's no secret that Americans don't buy station wagons unless there's a big engine under the hood producing an outrageous amount of power. At least, that's what the German carmaker was betting on. However, it's been over two years since this long-roofed performance car went on sale, and not only has it confirmed that the demand is there, folks have lined up to get one. Following a week behind the wheel of the 2022 Audi RS 6 Avant, it has become significantly harder to recommend a sporty SUV. With the space of a family hauler and the planted handling characteristics of a sedan, this RS 6 is one of few cars that strikes a true balance between sportiness and practicality. Up a canyon road, it'll comfortably keep up with a mid-engined supercar and is one of few Audis that doesn't dull the experience the quicker you go. What was once a long-roofed gamble may just be the best new Audi on sale. Design/ Styling The 2022 Audi RS 6 Avant is one of just three high-performance wagons currently on sale in the U.S. Following the departure of the brilliant Mercedes-AMG E63 S Wagon. It only has to worry about the Porsche Panamera Turbo S Sport Turismo and Taycan Turbo S Cross Turismo, both of which cost significantly more than the Audi. Regardless of the small pool of competitors, the RS 6 is still easily the best-looking. Roof length aside, there is no mistaking an RS 6 with an A6 or S6. For starters, it's wider by 1.6 in on either side and features a massive front grille flanked by aggressive intakes. As you move down its sides, you'll encounter its optional 22-in wheels, which contrast nicely against its Tango Red metallic exterior paint. Bringing up the rear is a slightly sloping roofline, which ends in a sporty roof spoiler. Below sits a massive diffuser with two enormous exhaust tips to match. The RS 6 Avant walks a fine line between performance and elegance, leaning ever so slightly towards the former. However, it isn't over-the-top in a look-at-me kind of way. Option it in a darker shade like Mythos Black or Nardo Gray, and even this nearly 600-hp wagon easily blends in. However, it is worth noting that during my week with the RS 6, more strangers came up to me, wanting to know about the car than while driving any of the other supercars I've tested this year. It's a rare sight, and it seems to get people excited. Performance/Handling Powering the 2022 Audi RS 6 Avant is a 4.0-liter twin-turbocharged V8 and a 48-volt mild hybrid system. It develops 591 hp and 590 lb-ft, allowing it to hit 60 mph in a brisk 3.5 seconds before continuing onto a top speed of 190 mph. If this engine seems familiar, it's because it is the same Porsche-developed unit that also powers the Panamera Turbo S Sport Turismo. And like in the Porsche, it's mated to an eight-speed automatic transmission. Like all other RS 6's, this one also gets Audi's Quattro all-wheel-drive system as standard. Around town, the RS 6 Avant wears its luxury car hat quite well. It's quiet, comfortable, and easily blends into the background. Not even its sizable 22-in shoes ruin its ride. Thanks to its adaptive air suspension, the RS 6 easily soaks up bumps, dominating the daily commute it'll be subjected to on most days. Turn onto a canyon road, and that's when the RS 6 Avant becomes most impressive. It's not all about the raw speed, although there's tons of that. The RS 6 is a grippy, confidence-inspiring super wagon that forgives mistakes and has limits far higher than you'd expect. This is a car that weighs nearly 5,000 lb yet can keep up with a modern supercar on a back road. 2023 BMW M4 CSL First Drive Review: Focused, Raw, and Exciting Unsurprisingly, most of this comes down to its engine, which delivers boatloads of turbocharged torque, allowing the RS 6 to claw its way out of corners. Although it's not a high-revving V8 by any means, it responds quickly with little lag. In stock form, it's also not particularly resonant, although a nice low-end burble permeates through the cabin. If there is one drawback of this powertrain, it's the eight-speed automatic transmission. Although quick enough for most applications, it doesn't offer crisp upshifts or downshifts like a comparable dual-clutch. Through the corners, the RS 6 Avant hides its near 5,000-lb curb weight well, with very neutral handling characteristics. You have to push very hard before the RS 6 gets out of shape. It wants to grip and doesn't immediately default to understeer. This is partly thanks to its rear-wheel steering system, which helps shrink its wheelbase. Although its steering is light and easy for around-town commuting, it's far from the most communicative. My tester featured optional RS carbon ceramic brakes with massive 16.5-in rotors upfront. They strike a nice balance between outright performance and daily drivability. On a back road, they have more than enough bite to keep the RS 6 Avant in check, but remain easy to modulate around town. Interior/Tech Inside, the RS 6 Avant benefits from Audi's excellent interior design language. It combines a 10.1-in infotainment screen with an 8.6-in touchscreen display that controls vital features such as your climate controls. Although its dual-screen setup is quite unusual to use at first, all of the buttons are right where you'd expect them to be, making it easy to control all the settings you'd want to adjust daily. In front of the driver sits a 12.3-in digital instrument cluster, allowing you to pick from various menus, setups, and even a large digital map. As you progress through the RS 6's drive modes, it switches between multiple layouts, although the one with the large map and navigation instructions up ahead is easily the most useful. 2022 Mercedes-Benz S580 4MATIC Review: Punching Way Above Its Class My tester combined Cognac Brown leather with Granite Gray stitching to create a winning combination. It still counts on black leather for its door panels and dashboard, but the pop of brown playing off the bright red exterior makes for one of the best-looking RS 6's I've ever seen. It all comes as part of the $2,500 Executive Package, which also adds heated rear seats, a heads-up display, and soft-closing doors. Pricing The 2022 Audi RS 6 Avant starts at $116,500. However, my tester came in with an as-tested price of $145,440 thanks to notable options like its carbon-ceramic brakes ($9,000), Carbon Optic Package ($6,350), and Executive Package ($2,500), to name a few. Even amongst its few competitors, the RS 6 Avant is cheaper than both the $190,400 Panamera Turbo S Sport Turismo and the $188,950 Taycan Turbo S Cross Turismo. Closing Thoughts In bringing the RS 6 Avant to the U.S. market, Audi proved that an SUV isn't always the answer. Although high-riding family haulers have come a long way in terms of performance, none compare to the balance and agility that the RS 6 Avant offers. With seating up to five and an enormous trunk out back, the RS 6 makes a strong case for itself as the only car you'd really ever need. It's not without its flaws, like its disconnected steering and dull eight-speed automatic. Still, there's enough grunt, grip, and handling to use any canyon road. The RS 6 isn't unique because of the various things it can do. It impresses by how seamlessly it combines them to deliver a truly enjoyable daily driving experience from a wagon that can still bully a full-fledged supercar. View All Audi RS 6 Avants For Sale

By Gabriel Vega – December 02, 2022

2023 BMW M4 CSL First Drive Review: Focused, Raw, and Exc...

The standard BMW M4 is already a wildly capable car. Despite its sizable footprint and hefty curb weight, it has enough power, suspension, and brakes to eat up a canyon road. However, BMW felt it left performance on the table and decided to push on. The result is the 2023 BMW M4 CSL, a hardened, lightened, track-focused special edition variant that ditches all notions of daily driving comfort in favor of outright speed and performance. With a starting price of $140,895, the CSL is a whopping $61,300 more than an M4 Competition. Therefore it has to offer an incredible driving experience to live up to that price tag. It may already hold the title for the quickest production BMW ever to lap the Nürburgring, but what matters here is how much of that raw speed translates to fun in the hands of someone without a racing license. And after hustling it up a canyon road, it's clear that the CSL has more than enough theatrics to back up its hefty price tag. The CSL, in its name, used to stand for Coupe, Sport, and Lightweight, a moniker used only twice before it made it onto the back of this M4. It first appeared in the 3.0 CSL of the mid-1970s, then on the e46 M3 CSL of the early 2000s. Today, however, the German carmaker wants to replace the meaning of that first letter with "Competition," mainly as a nod to this latest car's incessant pursuit of lightness and performance. The CSL starts with a pair of manually adjustable M Carbon bucket seats which eliminate 53 lb while also removing its rear seats and accompanying hardware to save an additional 46 lb. This special M4's unique wheels, springs, struts, and carbon-ceramic brakes save another 46 lb, while a significant reduction in sound deadening cuts a further 33 lb. 2023 BMW i7 First Drive Review: Better With Batteries The M4's diet doesn't stop there, however. It may look far more aggressive than the car upon which it's based, but its carbon-fiber-reinforced plastic roof, hood, and trunk lid are mainly there to remove weight. With its molded rear lip spoiler, the trunk saves 15 lb by itself. Combine these weight-saving efforts, and the CSL's curb weight shrinks to 3,640 lb. Although still hefty by sportscar standards, it's 240 lb lighter than an M4 Competition. The other side of the CSL's equation is its beefed-up output. Thanks to revisions to its engine management system and boost pressure up from 24.7 psi in the Competition to 30.5 in the CSL, its twin-turbocharged 3.0-liter straight six now develops 543 hp and 479 lb-ft of torque. These figures come in at the same 6,250 rpm and 2,750 rpm, respectively, as they do in the Competition, but thanks to this car's updated throttle calibration, they come in much more aggressively. Like the e46 M3 CSL that preceded it, this latest interpretation is only available with a ZF eight-speed torque-converter automatic transmission. Power also only goes to the rear wheels, making the CSL's run to 60 mph 0.2 seconds slower than an xDrive-equipped M4 Competition, at 3.6 seconds. As it's free from an electronic limiter, this sporty coupe tops out at 191 mph, whereas the standard car stops pushing at 155 mph. From the instant you press its red start button and its straight six's blaring cold start roars through the cabin, the CSL doesn't let you forget that it's special. With little sound deadening to protect your ears, its raspy exhaust note is always present, with no need to pipe it in digitally. This car is not concerned with quietness or comfort, it's built for fast driving, and that's all it wants to do. 2022 Mercedes-Benz S580 4MATIC Review: Punching Way Above Its Class Thanks to its solid engine and transmission mounts, the CSL vibrates far more than any M4 before it. It retains the same drive modes, Comfort, Sport, and Sport+ modes, as the standard car, except that the first only slightly eases up the CSL's firmed-up suspension. It's harsh around town, but that's what we'd expect from a track-ready sports car. The CSL's tight suspension delivered a composed and neutral drive up a twisty canyon road. There's no body roll to speak of, and this beefed-up M4 confidently puts all of its power down. Since its lightweight wheels and brakes significantly reduce its unsprung weight, it's not surprising that it is also quick on its feet to turn into a corner. Plus, with its Michelin Pilot Sport Cup 2 R tires brought to proper operating temperature, it delivers a substantial amount of grip, pushing its limits far beyond what I can explore on a public road. Like in the M4 Competition, the CSL's steering is far from talkative but is impressively fast. Even subtle wheel movements result in substantial direction changes. It's the type of steering that rewards thoughtful inputs while punishing ham-fisted maneuvers. Driving this car at speed requires your total concentration. It may be incredibly capable, but drive it aggressively, and it can easily bite back. Its powertrain is in part to blame for its on-edge nature. It may have peak power and torque figures as an M4 Competition, but its throttle calibration is more of an on/off switch, which is great for a hot lap on a track, but tricky for on-road use. This is also evident around town, where the CSL can be jerky out of full auto mode, lurching forward like an early 2000s supercar. Combine the quick steering with near-instant power delivery, and you get a sports car that is both exciting and a bit terrifying. Thankfully, the M4 CSL's carbon-ceramic brakes offer plenty of stopping power and are surprisingly easy to modulate around town. They are perhaps the most docile part of the car. A new titanium silencer saves a further 9 lb and adds more noise and tone to the M4's already raspy note. Like the rest of the car, it sounds much more aggressive than standard, as it fully uncorks the CSL's straight-six. It's over the top and fits the car's character perfectly. Although its matte gray paint hides most of its exterior carbon bits, its interior leaves them exposed for you to enjoy. The most prominent is its exposed carbon center console, which plays off the carbon inserts in the steering wheel, paddles, and dashboard. There are lightweight materials regardless of where you look. Instead of sitting in the CSL, you plop into its fixed-back manually-adjustable M Carbon seats. Like in a proper track car, there's no quick height adjustability, and along with the leg-splitting carbon insert found in most M products, these particular seats add tons of bolstering with minimal padding. Although these make the CSL miserable to drive around town, they add to its sense of occasion. The rest of the M4 CSL's interior is like any of its standard production siblings. Screens, tech, and safety systems and all. BMW plans to build just 1,000 units of its latest special edition coupe, each with a starting price of $139,900 plus $995 for destination. This planned production run makes it the rarest CSL ever, as the German carmaker produced 1,383 M3 CSLs and 1,265 3.0 CLSs. While the 2023 BMW M4 CSL may cost $61,300 more than a standard Competition model, it offers its driver substantially more as well. It feels raw, engaging, and thrilling to a heightened degree. While the standard M4 is a wildly capable car, it is often muted and a bit disconnected from its driver. It's far from as tactile as older M models. The CSL, however, is a step in the right direction, piping in real noise, vibrations, and terrifying performance that makes for an exhilarating drive. If anything, the CSL highlights what the current-gen M4 is missing. It's too subdued, quiet, and compliant. The CSL demonstrates what BMW's M division can accomplish when tasked with building a car that chases a particular goal instead of a wide gamut of behaviors. The CSL is focused, raw, and exciting, but due to its limited run, it's one of the best M cars few people will ever experience. View All BMW M4s For Sale

By Gabriel Vega – November 30, 2022

2023 BMW i7 First Drive Review: Better With Batteries

The BMW 7 Series just took a significant leap forward, and all it took was ditching its fossil-fuel-burning powertrain to do it. In terms of sales, the Mercedes-Benz S-Class dominates the full-size luxury sedan segment in the U.S. In 2021, the sedan with a three-pointed star on its hood sold nearly twice as many units as Bavaria's best. In fact, the last time the 7 Series outsold its closest competitor was a decade ago, in 2012, so something had to change. Enter the 2023 BMW i7. It's the first ever fully electric 7 Series based on the new G70 platform and it’s gunning for the S-Class and its electric counterpart, the EQS 580. With nearly Rolls-Royce interior noise levels, a cleverly-tuned air suspension system, and an interior cabin that feels truly opulent, this electrified seven may just be the best yet, if you can stand to look at it, that is. From a glance, it's nearly impossible to tell that the 2023 BMW i7 is not just another gas-burning large sedan. Its long hood, chunky proportions, and upright nature allude to an engine under its hood. And that's because, in some configurations, there is. This latest G70 7 Series is still available with a twin-turbocharged V8 only for the U.S. market. The rest of the world will have to plug in if they want the best performance figures. Its more traditional styling has its pros and cons, though. For starters, this i7 will do well with folks that don't necessarily want to drive around in an egg-shaped aero-focused sedan. Instead, it gently nudges its customer base toward an electrified future without drastic changes. On the flip side, however, this i7 lacks some critical features found in cars envisioned as EVs from the start, such as a front storage space. The i7 is quite a sizable machine. At 212.2 in long, 76.8 in wide, and 60.8 in tall, it is larger in every metric than its direct competitor, the Mercedes-Benz EQS 580 4Matic, and 5.1 in longer than its predecessor. This translates to both a formidable road presence and a truly roomy cabin. More on that later. The elephant in the room, however, is its styling. Its front end builds on the G11 generation car that it replaces with even larger kidney grilles, thin split headlights, and sharp angles in its lower front fascia. Although these design choices look much better in person than in photographs, they'll still likely split opinions like the rest of the brand's current catalog. However, one thing that will lead to a more general consensus is how the i7 performs on the road. Having driven this electrified sedan back to back with its gas-powered sibling, it is undeniably better with batteries. Although the German carmaker has gone to great lengths to mute the sounds and vibrations from its twin-turbocharged V8 up front, it can't match the absolute silence the i7 delivers. Like a proper flagship luxury sedan, the i7 is quiet and quick. No road noise, wind, or harsh road imperfections disturb the i7's interior. It achieves Rolls-Royce levels of interior noise for substantially less money. However, thanks to two electric motors, one in each axle, the i7 still instantly delivers 536 hp and 549 lb-ft of torque. BMW estimates it'll reach 60 mph in 4.5 seconds before continuing onto a top speed of 149 mph. 2022 Porsche Cayenne GTS Review: A Proper Athlete With a 101.7 kWh battery in its floor, BMW estimates that the i7 will deliver up to 300 miles of range. It can charge at speeds of up to 195 kW, adding up to 80 miles in ten minutes plugged in. Like other German carmakers, BMW includes three years of free unlimited charging at Electrify America stations. Although the i7's electrified powertrain delivers excellent power and range, it comes at the cost of weight. While the V8-powered 760i xDrive has a curb weight of 4,969 lb, its electrified sibling tips the scales at 5,917 lb, a 948 lb difference. This is marginally heavier than the 5,888-lb EQS 580 but substantially more than the 5,236 Lucid Air. The added weight rears its head in the handling department. The 760i xDrive is a surprisingly willing dance partner through the corners. It hides its size and weight well and, thanks to its clever air suspension, remains relatively flat through the bends. The i7, however, never lets you forget that it's packing a few extra pounds. It's not nearly as agile or grippy and leans considerably more as you push it. Thankfully, its electrified powertrain and all-wheel drive system allow it to shoot out of corners confidently. From a daily driving perspective, none of this matters because the i7 is a star in traffic. Its air suspension complements its already quiet nature by seemingly eliminating road imperfections. The only vehicle I've driven in recent memory that achieves this is the Rolls-Royce Phantom, which starts at over $400,000. As far as large luxury sedans go, there's no longer a clear winner. BMW and Mercedes-Benz are dueling it out on level ground. Tap the i7's door handles, and its new automatic doors swing open to reveal a genuinely stunning cabin. While its curved 12.3-in instrument cluster and 14.9-in central display screens are executed beautifully, it isn't this car's flashy tech that impresses most. Instead, its massively improved interior materials steal the show. From soft-touch leather seemingly everywhere to glass details throughout, the i7 screams opulence. The G70 is not just an improvement over the outgoing model in terms of its interior. It is a massive leap forward. And aside from the excellent sound deadening mentioned earlier, it's outstandingly comfortable. As standard, the i7 gets what BMW calls its "multi-contour" seats which offer both heating and cooling as standard in the i7 with an optional massage feature available as well. They're plush, easily adjustable, and great to spend a lot of time in. 2022 Mercedes-Benz S580 4MATIC Review: Punching Way Above Its Class The i7's longer wheelbase translates to substantially improved interior space. With the optional Executive Lounge option, you get rear seats that can recline up to 42.5°. While other executive sedans have reclining seats, none offer the optional 31.3-in 8k touchscreen display found in my tester's second row. It folds from the roof when called upon from a small touch screen embedded in the rear doors and offers vibrant colors. At this price point and segment, these unique touches, like its seats, 8k screen, and automatic doors, set cars apart, and the BMW i7 is littered with them. It feels like BMW has given its flagship sedan significantly more attention than in the decade or so prior. It rivals not only its closest competitors but also knocks on the door of the Rolls-Royce's that sit above it. The 2023 BMW i7 starts at $119,300 plus $995 for destination fees. For context, the 760i xDrive mentioned earlier starts at $114,595, including destination, while the cheapest 740i starts at $94,295, including destination. The 2023 BMW i7 may be the brand's first electric flagship sedan, but it excels because of how much time and thought has gone into its development. From how it drives to how quiet and comfortable it is to ride in, the new seven is a much better car when batteries power it than fossil fuels. BMW is taking a gamble with the i7, betting that luxury consumers will prefer a more traditional look than a futuristic aerodynamic aesthetic. Whether that is the case or not, there is no doubt the i7 is properly equipped to be one of the best luxury products the carmaker has ever made. View All BMWs For Sale

By Gabriel Vega – November 16, 2022

2022 Porsche Cayenne GTS Review: A Proper Athlete

Most sporty SUVs represent a compromise. They attempt to be all things to all people, combining their practicality and size while offering enjoyable handling and performance. But while many contenders try to walk this fine line, almost none succeed. Making a tall SUV filled with all of the heavy tech and luxury materials that most buyers expect that is still genuinely fun to drive is a tall order. However, by simply ignoring the laws of physics, the 2022 Porsche Cayenne GTS achieves just that. By most metrics, the third-generation Porsche Cayenne is a great luxury SUV. Big, tall, spacious, and with some of the best-build quality in the business, it delivers on its promises. However, step up to the GTS, which stands for Gran Turismo Sport, and you get a V8-powered family hauler that is quick in a straight line, agile in the corners, and with its direct steering, a true joy to drive. The Cayenne GTS is one of few SUVs that doesn't sacrifice its driving experience for practicality. Design/Styling The 2022 Porsche Cayenne GTS wears its size well. Despite its sizable 193.7-in length, 78.1-in width, and up to 66.8-in height, it comes across as much smaller than it is. This is likely due in part to its soft-flowing lines. There's not a harsh angle anywhere on this SUV's bodywork, allowing its front-end styling to neatly transition through its sides and out to its rear end. Although this GTS isn't a Coupé, its roofline still slopes considerably, tying in nicely with the rest of its subtle lines. This third-gen GTS builds on the styling elements that made its successors popular with enthusiasts and normies alike. Like those earlier models, it doesn't wear outer chrome trim or any other details that exist purely to draw attention. Take its standard satin black 21-in RS Spyder wheels, for example. Despite showcasing a sporty multi-spoke design, they're executed in a subtle shade that doesn't stand out for the wrong reasons. 2022 Mercedes-Benz S580 4MATIC Review: Punching Way Above Its Class The same goes for its intakes up front and rear diffuser out back. These are unique to the GTS but don't immediately appear so. At a glance, it's tough to tell that you're looking at an SUV with a twin-turbocharged V8 under its hood. It's only when you step closer and look at its darkened headlights, taillights, black badges, and gloss black elements throughout does it become apparent that you're looking at something special. Despite firmly positioning itself as a sporty SUV, the Cayenne GTS retains an elegance that its closest competitors often lack. Even my tester, with its $3,150 Carmine Red exterior finish, flies under the radar. It knows what it is and sees no need to shout about it. Power/Handling As soon as you turn the key and fire the Cayenne GTS' 4.0-liter twin-turbocharged V8; it begins to shatter misconceptions. This SUV burbles at idle like a muscle car, and once its valves are open, its engine's throatiness only builds. Porsche's standard Sport Exhaust system allows this engine to sing its song without muffling it to retain a luxurious experience. Although it's piped via the cabin's speakers, the sound still comes across as authentic and not overly digital. Step on the gas, and it's hard to believe that this SUV only develops 453 hp and 457 lb-ft of torque. Despite lacking a proper PDK transmission and counting on a Tiptronic S eight-speed automatic, the Cayenne GTS still rips gear changes and, with a standard all-wheel-drive system, makes full use of its available power, making it feel like much more than it actually is. Flat out, it'll hit 60 mph in 4.5 seconds before continuing onto its 168 mph top speed. Since modern performance stats have largely spoiled us, those acceleration figures may not seem all that impressive, but when considering the GTS' 4,954-lb curb weight, they're formidable. And it feels just as intense from inside the cabin. With peak torque at 1,800 rpm and very little turbo lag, this Cayenne's aggressive pull in a straight line brings into question why anyone would step up to a Turbo or Turbo S. Raw speed aside, the GTS impresses with its composure. Slam the gas, and it doesn't rock backward like many high-riding competitors. The same goes for the corners, where even during an aggressive run up a canyon road, the GTS remains perfectly stable as if the laws of physics don't apply. Porsche achieved this by revising its active dampers and three-chamber air suspension system, which combats body-roll and lowers the GTS' ride height by nearly 1.2 in when compared to a Cayenne S. Around town, the GTS is undeniably firmer than its S sibling, but not excessively. It's the almost unavoidable trade-off of having an SUV that corners as well as a proper sports car. Road imperfections are more noticeable, but not to the detriment of this SUV's driving experience. The GTS never proved uncomfortable or unforgiving, even through Los Angeles' pothole-filled city streets. 2023 Rolls-Royce Phantom Review: A Step Above The Rest The Cayenne's driving experience is made not only by its performance but by how communicative it is. Even on the tightest canyon roads, the GTS is an agile machine. With incredible front-end grip, it turns in both quickly and neatly. It's eager to change direction, masking its substantial curb weight. Unlike most competitors, its steering is direct and offers excellent feedback. Its smaller sporty steering wheel only adds to the experience, as it's the complete opposite of the sizable options found in most luxury SUVs. My tester wore a set of $9,980 carbon-ceramic brakes, which seemed utterly unphased, regardless of how hard I pushed them. Although the stock steel brakes would do fine as well, even this pricey option is only a drop in the bucket when talking about an SUV that costs $143,320 as-tested, so you might as well have them. Interior/Tech Inside, the 2022 Porsche Cayenne GTS doesn't forget its luxury roots. Take its $420 18-way adjustable Adaptive Sport Seats, which are available as an upgrade to its $4,030 Premium Package. Although they tighten enough to hold you in through the corners, they still prioritize all-around comfort for daily driving. With their excellent levels of adjustability, it's easy to find a comfortable driving position. They allow you to lower to the point where you feel like you're down low instead of towering over the surrounding small cars in traffic. Although a standard Cayenne starts much closer to $70,000, its build quality is still impressive in this $143,320 GTS. My tester builds on this solid foundation with its $2,970 GTS interior package, which takes the standard black leather and Race-Tex combination and adds embroidered headrests, and Carmine Red stitching on the seats, doors, center console, and dashboard. The package brings in some of the bright exterior finish into the cabin without overdoing it. On the tech front, the GTS counts on the same 12.3-in central touchscreen as other Cayenne models, which features both Apple CarPlay and Android Connectivity and the sixth-generation PCM infotainment system. Although I prefer smartphone connectivity for its ease of use, the Cayenne's standard system is sleek and easy to use, even including red accents to match the rest of this SUV's aesthetic. Pricing The 2022 Porsche Cayenne GTS costs $109,000 plus a $1,350 delivery fee. My tester, with its notable options like its $3,150 Carmine Red paint, $3,590 Porsche Dynamic Chassis Control, and $9,980 Ceramic Brakes, elevate that base figure to $143,320. Similarly-priced competitors include the BMW X5 M, GLE 63 S Coupe, and Audi RS Q8, and while all of these make more power than the GTS and offer greater straight-line performance, none can match it in terms of pure driving fun. Besides, those interested in straight-line speed can continue climbing the Porsche ladder to the Turbo, Turbo S, or Turbo GT. Closing Thoughts The 2022 Cayenne GTS doesn't sacrifice its driving experience in the name of cargo space. It's quick, agile, and above all else, fun to drive. From its powerful V8 engine that delivers ample torque and a burly note to its flat handling characteristics and incredible grip, this SUV can go toe to toe with a proper sports car. Anyone who buys one for it won't feel short-changed on a twisty road. Ditch my tester's bright Carmine Red exterior finish, and you're left with a family hauler that is fun when you want it but flies under the radar for daily driving. It's subtle, elegant, and not boastful about its capabilities. Although it's not the quickest, most powerful, or most expensive SUV on the market, its lack of compromises makes it one of the most enjoyable. View All Cayennes For Sale

By Gabriel Vega – November 13, 2022

2022 Mercedes-Benz S580 4MATIC Review: Punching Way Above...

Since its introduction in the 1970s, the Mercedes-Benz S-Class has made a name for itself through its innovations. By debuting now-common features like stability control and adaptive cruise control, this plush sedan often gave us a glimpse of what the rest of the auto industry would implement over the coming decade. The 2022 Mercedes-Benz S580 4MATIC is no exception. However, this seventh-generation model doesn't just use tech to impress its driver. It implements it to create a segment-defining driving experience. While the luxury car market has exploded over the last decade with options that cost deep into the six figures, the S-Class' elegance, comfort, and clever interior design now make it a top pick that offers tremendous value. Design/Styling Although streamlined for the modern era, the 2022 Mercedes-Benz S580 counts on elegant proportions that pay tribute to its 1950s ancestors. Its long hood and tall grille with vertical slats pay homage to its roots, while its sleek headlights, retractable door handles, and sloping roofline embraces modern styling. Thanks to its 203.9-in length and 76.9-in width, it's also a sizable sedan whose footprint translates to substantial road presence. 2023 Rolls-Royce Phantom Review: A Step Above The Rest The seventh-generation W223 just looks expensive. My tester featured a Nautical Blue exterior finish with a complementing Macchiato Beige interior. With a restrained use of chrome trim and sleek lines that seamlessly transition from the car's front, side, and rear, the S580 comes across as more stylish and elegant than gaudy and flashy. It's a one-percenter car that doesn't need to yell its price tag to be heard. It's worth pointing out that the current-gen S-Class looks as good as it does because an internal combustion engine powers it. Take its electric counterpart, the EQS, as an example. It may represent the future with its new proportions and aero-focused design, but it loses the subtle elegance that the S-Class exudes. Driving Experience Unlike previous S-Class generations, the W223 offers up a surprising dual personality. Driving through Miami, FL's straight, monotonous roads, the S580 and its plush air suspension easily made road imperfections disappear without delivering a floaty experience. However, on the odd corner, it proved surprisingly athletic. Its dampers are stiff enough to remain planted in the bends. The S580 counts on the german carmaker's well-known twin-turbocharged 4.0-liter V8, delivering 496 hp and 516 lb-ft of torque. Thanks to a quick-shifting nine-speed automatic transmission and standard all-wheel-drive system, the S-Class rips off the line, despite its nearly 4,800-lb curb weight suggesting that it might not. With peak torque coming in at 2,000 rpm and little turbo lag, the S580 remains agile even while already at speed. While its straight-line performance is impressive, how well its powertrain fades into the background makes the driving experience. While puttering around town, its nine-speed box shifts nearly imperceptively while its engine delivers its power without intruding into the cabin with unwanted noise. Thanks to its integrated starter generator and 48-volt electrical system, the S580's start-stop works seamlessly in the background without unwanted vibrations and jerkiness when setting off. Read More Exotic Car Reviews Its steering is incredibly light and disconnected in Comfort mode. However, it weighs considerably in Sport mode, sometimes a bit too much considering the luxury ethos of the S-Class. The same goes for its suspension. While in Sport and Sport+ mode, the S580 stiffens considerably, significantly reducing its ride quality. With Comfort mode already having plenty of composure, it makes its more aggressive modes superfluous. If there's anything somewhat lacking in the S580 driving experience, it's its braking system. Although plenty strong to slow down this heavy sizable sedan, you'll need to press the pedal considerably to get the desired performance. However, once you pass a certain point, you get all more stopping power than you bargained for, making stop-and-go traffic a delicate dance. Interior/Tech Inside is where the 2022 Mercedes-Benz S-Class punches way above its class most. From its stitching, finishing, and material choices, it feels like a car that costs way more than the S580's as-tested $140,930 base price. It starts in the tech department, where a highly-configurable 12.3-inch 3D instrument cluster sits in front of the driver and displays a customizable suite of gauges. A squared-off 12.8-inch touchscreen with both Apple CarPlay and Android Auto connectivity seamlessly blends the dashboard and center console. While Mercedes-Benz, unfortunately, traded off most of its buttons and switches for this sizable display, all of the AC controls and infotainment functions live precisely where you'd expect them to. Given the height and orientation of the screen, it lives close to where your arm naturally rests, making quick changes a breeze. The S-Class' front seats deserve a deep dive of their own. They offer a whole suite of options with 19 small motors, heating, and cooling functionality. From hot massages to its Energizing settings that help benefit circulation on longer drives, these could be one of the most comfortable seats in the industry. The same goes for the rears, which offered those aforementioned features but have the added benefit of reclining with the optional Chauffeur Package as part of the Executive Line. As far as internal combustion luxury cars go, the S580 is among the quietest. Thanks to great sound deadening, a quiet powertrain, and a powerful Burmester sound system, it's easy to drown out the outside world. The only way the S-Class can improve is by replacing its engine with electric motors. Pricing The 2022 Mercedes-Benz S580 starts at $117,700 without including destination fees. However, like my tester, opting for the Executive Line only bumps that up to $129,100. Thanks to optional extras, it climbs to the $140,930 figure mentioned above. As you look around while getting a hot massage, it dawns on you that the S580 offers, at $140,00, the same or better features than cars that cost twice as much. Closing Thoughts The 2022 Mercedes-Benz feels like a product that has been refined through multiple decades. From its elegant styling that pays homage to its history to its quiet but powerful engine and world-class interior, the S580 is a segment-defining product. Like its predecessors, the seventh-gen S-Class counts on plenty of tech in its powertrain and interior. But instead of purposing these to show us the future, the S580 focuses on delivering the best driving experience possible. With its price tag that undercuts many of the luxury segment's priciest options, this plush sedan offers value without cutting any corners. View All Mercedes-Benz S 580s For Sale

By Gabriel Vega – November 10, 2022

2022 Lamborghini Aventador Ultimae Review: Is This The Ul...

Despite looking more like a spaceship than a standard car, the Lamborghini Aventador is now 11 years old. First introduced back in 2011, the Aventador served as the Murcielago's replacement. According to the road tests of the time, most publications seemed to agree that the Aventador was a huge leap forward in terms of capabilities, replacing a car you feared with one you trusted. Lamborghini Aventador Ultimae For Sale Fast forward, and we've seen too many variations of the Aventador to count. However, this week I've been driving this V12 supercar's last iteration. It's called the Lamborghini Aventador Ultimae, and it's meant to slot in between the Aventador S and the track-ready SVJ, borrowing heavily from both. Being a brand new variant, it even has a few tricks up its sleeve that might make it the best-driving Aventador ever. 2022 Lamborghini Aventador Ultimae Styling Styling-wise, the Ultimae is more Aventador S than anything else. While the front bumper's design seems quite angular, it's entirely intentional. Like in any modern supercar, the goal is to channel as much air as possible to the braking system and the car's various radiators. The same goes for the rear diffuser, which is pure SVJ. It's aggressive, and with these subtle red accents, it doesn't get lost in a sea of dark colors. All Aventador Ultimaes For Sale I'd say the Aventador is aging exceptionally well. If you handed me the keys and told me it was a brand new design, I would have no trouble believing you. While most vehicles with an overly angular design tend to age like milk, the Aventador's styling steps into the realm of poster-car looks, making it relevant today. It works incredibly well in this matte gray finish, highlighting all of the various body lines, intakes, and clever aero bits. It's a $17,500 option so let's be glad it's a good one. Now the wing, yes, there's no big wing, like on its track-ready sibling, but the Ultimae still has active aero. Like the original Aventador, the Ultimae has a rear wing that moves depending on speed and drive mode. It has three positions, closed, maximum performance, and maximum handling. Aside from its claimed driving benefits, the active aero looks incredible in the rearview mirror as you go along and adds to the car's overall drama. Lamborghini Huracan STO Review: A Proper Race Car for the Road 2022 Lamborghini Aventador Ultimae Performance The Lamborghini Aventador Ultimae isn't just another special edition for the sake of being a special edition. It's the most powerful variant of the Aventador ever made. It also went on a bit of a diet, shaving 55 pounds off the Aventador S' curb weight. However, it's simultaneously 55-lb heavier than the SVJ. The Ultimae has the same power-to-weight ratio as the SVJ, thanks to a 10-hp power bump despite the weight difference. The total output from that 6.5-liter V12 engine is 769 hp and 531 foot-pounds. The Ultimae completes its run to 60 in under 2.8 seconds before charging toward its 221-mph top speed. Aside from having more power, the Aventador's power delivery has also changed. While peak horsepower comes in at 8,500 rpm, almost identical to the original Aventador, peak torque jumps up from 5,500 rpm to 6,750 rpm, meaning you have to work harder to get the most out of this car. You'll find yourself grazing the redline, trying to squeeze every bit of performance. One thing that has certainly not changed is the Ultimae's single-clutch automatic transmission. There's absolutely nothing subtle about the way it shifts. Yes, there is an automatic mode you could hypothetically use. However, the car seems confused about which gear it needs and punishes you by lurching back and forth at random intervals. You can solve this by selecting the manual mode, which slightly smooths things at higher revs. However, not even 11 years of development can domesticate this transmission. It's feral, and you should treat it as such. However, you can lift your foot off the gas like in a manual car while shifting, and it's significantly nicer to operate. You can pick between Strada, Sport, or Corsa with a button on the dash in terms of drive modes. For most people, Sport is going to be the sweet spot. The engine isn't quite in full attack mode, and the suspension is somewhat compliant. Click over to Corsa, and things get properly serious, the whole car becomes twitchy, and the shifts are more brutal than ever. It's fun for brief periods of time, but I always dialed things back. Don't get me wrong, the Aventador's pushrod suspension setup is pure magic. It now has magnetic dampers, which help it deliver a more pleasant driving experience at slower speeds. Using an inboard suspension means less unsprung weight, which means a lighter feeling car. However, that isn't to say the Aventador feels small. Despite its claimed 3,400-lb dry weight, the Aventador feels big. Not necessarily heavy, but just big. This car has a massive footprint, and you have to be careful when positioning it on the road, primarily through tighter bends. The Ultimae borrows from the Aventador S in a very big way: the rear-wheel steering system. While reviews of the original Aventador praised its grip, few touted its quick steering and sharp turn-in. That, however, is something the Ultimae masters. It is so incredibly responsive to even the tinies inputs. One subtle move, and the car attacks the corner. While there isn't as much feel as I'd want from the hydraulic power steering system. It has a nice weight and gets the job done just right. Lamborghini Huracan EVO RWD Spyder Review: Proper Supercar Theatrics 2022 Lamborghini Aventador Ultimae Interior Inside, the Aventador Ultimae is also a blend of its two siblings. Lamborghini claims they've added a bit more sound deadening when compared to the SVJ, but you can fully hear that V12 behind you as if it was attached to your spine. You can, however, tone things down by driving in Strada mode. On the highway at under 4,000 rpm, the exhaust dies down completely, leaving you with a surprisingly drivable car over long distances. However, one blip of the throttle wakes it up, and you get the full V12 scream. If you ignore the central infotainment screen, this interior looks befitting of a 2022 model year car. The adjustable digital dash and its multiple modes look crisp and vibrant, while all of the materials used throughout the interior scream high quality. Even the seats are reasonably comfortable, holding you in without squeezing too much. This car, in particular, is all Alcantara and suede, meaning it'll likely be a pain to keep clean, but it looks stunning with its contrasting red and black colors. The elephant in the room is the old Audi screen and infotainment screen. While it does have Apple CarPlay connectivity, it doesn't work very reliably, and the knob you use to toggle through the menus isn't exactly intuitive. It's the only thing that dates the interior, but frankly, I don't care. I'm willing to put up with that for the experience in a car like this. 2022 Lamborghini Aventador Ultimae Pricing Now I know I mentioned this car is the last variant we'll ever see of the Aventador, and that was sort of a lie because while there are just 350 coupes, there are also 250 Ultimae Roadsters as well. Base price? 498,000. However, when you account for the pricey options, such as the paint, wheels, and sound system, this car comes out to nearly $560,000. Is that a lot for a car? Sure, it's not cheap, but where else can you get the experience the Aventador delivers. No other car sounds, drives, or looks like this for better or worse. However, both extremes of the Aventador scale have their fatal flaws. On the one hand, the original car was technically capable but a bit dull to drive. On the other hand, the fire-breathing SVJ was too much all the time. So throughout its journey with the Aventador, Lamborghini left an Ultimae-sized hole in the range. Not quite as extreme as the track monster but certainly more fun than its predecessors, the Ultimae is not only the most powerful Aventador ever, but it's also the best looking and the most fun to drive. So if Lamborghini made any mistake with this car, it was not calling it the Ultimate because it truly is the Ultimate Aventador View All Aventador Ultimaes For Sale

By Gabriel Vega – November 08, 2022

2023 Rolls-Royce Phantom Review: A Step Above The Rest

For decades, the Rolls-Royce Phantom has been the benchmark for how quiet, comfortable, and expensive a luxury sedan can be. It is one of few vehicles that doesn't have to consider value. With a starting price of $475,000, the new 2023 Roll-Royce Phantom is less about its individual skills and more about how they come together to deliver a unique driving experience. With its closest competitors costing half as much, this opulent machine can't just be good. It has to be the best. There's also rising competition on its home turf. Previously, the delta between a Ghost and a Phantom was significant, but with the introduction of the former's latest generation, that gap has closed dramatically. This recent innovation begs the question: is the brand's flagship still a step above the rest? I recently flew to Las Vegas for a drive into the Valley of Fire to find out. Photo: James Lipman Photo: James Lipman The eight-generation Phantom is now in its sixth model year, and Rolls-Royce recently refreshed it with the introduction of the Series II. If it looks strikingly similar to the car that debuted back in 2017, you're not wrong. This update is more evolutionary than revolutionary, focusing less on exterior updates and more on available interior options. According to Rolls-Royce, the Series II is far more customizable than the car it replaces. This new focus hasn't stopped the British carmaker from implementing some exterior changes. These include new wheel options, a tweaked headlight design complete with laser-cut starlights, and an updated Pantheon grille. A clear indicator that you're looking at a Series II is the new horizontal line that starts in the headlights and matches up perfectly with the updated grille. It accentuates the front end's already squared-off design. Photo: James Lipman The newly available wheel options don't rely on a business-as-usual approach to styling. Take the 22-inch Forged Painted Disk Wheel option as an example, a nod to 1920s design. This $13,000 set represents a real risk given how visually striking they are, yet their chunky design fits seamlessly with the Phantom's proportions. There's a similar adventurous theme going on in the interior, where a new limited Platino trim offers a fully silk interior. These new extras aim to increase the number of one-off cars rolling off the production line. According to Rolls-Royce, the goal isn't to sell more cars but higher-value ones. While Rolls-Royce did not engineer the Phantom with speed in mind, that doesn't stop it from being properly quick. A 563-horsepower twin-turbocharged V12 sends ample power to the rear wheels via an eight-speed automatic transmission. Thanks to its 664 foot-pounds of torque output, even this 5,700-lb sedan can reach 60 mph in 5.1 seconds. However, these on-paper stats give little insight into how the Phantom actually drives. What makes the Phantom's driving experience is just how smooth it is, regardless of the driver's inputs. Clever tuning delays throttle response so that this sedan doesn't wake up and dash even if you mash the gas. Instead, it progressively delivers power as its speedo climbs. The same goes for its eight-speed transmission, which shifts nearly imperceptibly in the background, even during wide open throttle. There's no way to change gears manually, and unlike the Black Badge Ghost or Cullinan, there isn't a "Low" mode to extract a more aggressive demeanor. There's a pleasant disconnect from the road. Even as you cross triple-digit speeds, no wind or road noise permeates the Phantom's cabin. It is startlingly quiet behind the wheel, easily dulling out a 130 mph run and making it feel more like 65 mph. The only proper indication of acceleration is a muffled bark from the sizable V12 up front. Even this subtle reminder of internal combustion will vanish shortly as the 9th-gen Phantom will be fully electric. Quietness aside, the Phantom is easily the most comfortable vehicle I've ever tested. To say it glides over pavement is an understatement. There are moments behind the wheel where you eye a pothole coming up, brace for it, and nothing happens. It is almost as if the car flattens the road ahead. This is all thanks to the Phantom's self-leveling suspension, which scans the pavement's surface and adjusts the car's dampening accordingly. Also Read Rolls-Royce Ghost Black Badge Road Trip: 1000 Miles In A Billionaire’s $500,000 Daily Driver The Phantom's steering is effortless. Its weight is unusually light like you could almost blow on it and turn. Rotating the wheel by grabbing onto its thin spokes is like waving your hands underwater. Even if you want quick and sharp movements, you get a dampened, slowed-down experience. It doesn't translate any of the road's imperfections. Instead, it builds on the foundation set by the sound deadening and suspension to disconnect you from the outside world. Phantom owners spend most of their time puttering between fancy restaurants and five-star resorts, likely in congested cities across the globe. This is where Rolls-Royce's rear-wheel steering system comes into play. It effectively shrinks the car's wheelbase, allowing it to dominate tight spaces, making it feel much more like a standard large sedan than the luxury land yacht it truly is. The Phantom is a car its owners will want to drive. Despite being a sizable luxury sedan, it isn't best enjoyed from its back seats. Whether crossing a crowded city, tackling a large highway, or even on a scenic winding road, the Phantom offers a rewarding driving experience. Read More Of Our Exotic Car And Supercar Reviews The Phantom's seemingly endless interior customization options make each car's character unique. Whether it be a more classic take with wooden panels or a more modern interpretation with glossy finishes, each Phantom is a clear reflection of its owner's creativity. With the introduction of the Series II, nearly every panel, surface, and material are customizable. Tech-wise, the Phantom II remains mostly unchanged and follows a similar layout to what we see in the Ghost and Cullinan. In front of the driver sits a 12.3-in digital instrument cluster with three gauges and a 10.25-in retractable infotainment screen in the center. New to the Phantom is the Rolls-Royce Connected system, which interacts with the brand's private Whispers app to deliver vehicle data such as location and condition. Photo: James Lipman Photo: James Lipman Whether you sit in the plush chairs behind the wheel or recline in the second row, the Phantom offers heating, cooling, and various massage settings for all. The rear seats can be productive with their retractable picnic tables or comfort-focused with optional elevating footrests. Buyers can also choose between a standard row of seats or two individual ones. Given its level of customization, the Phantom can now be more expensive than ever. Despite its $475,000 base price, the two cars I tested and rode in cost $628,300 and $651,450, respectively. However, more than enough options are available to get even closer to $700,000. Given its higher level of customization and substantial pricing increase, this is how the Phantom now differentiates itself. Photo: James Lipman Like the Phantom, the Ghost is also an opulent, quiet, and comfortable sedan. It gets most of the way there to what a Phantom offers from a driving perspective. However, the fine details allow the Phantom to achieve a level of disconnect from the real world like no car I've ever tested. Be it road imperfections, weather, or city noises, the Phantom dissolves them all. It's as if the outside world doesn't matter. With the Series II, the Phantom further reinforces itself as the head of its household. It already delivers the most luxurious drive of any sedan on sale today. With its new customization options and one-off opportunities, it dives deeper into the heightened level of luxury that defines it. After all, what allows the Phantom to be a step above the rest is not what it does, but how it makes you feel. View All Rolls-Royce Phantoms For Sale Photo: James Lipman

By Gabriel Vega – October 24, 2022

2022 Maserati Ghibli Trofeo Review: A Transitional Period

Maserati is currently in a transitional period. Since 2020, the Italian carmaker has introduced three new models, the MC20, Grecale, and Gran Turismo. During a chat with the Head of Maserati Americas, William Peffer Jr., during this year's Monterey Car Week, he confirmed that these models represent where the brand is heading. He spoke of a future where the brand's cars become synonymous with quality, reliability, and excitement. Earlier this year, I tested the first of these new-era products, the MC20. I was genuinely impressed with it too. It's a serious player in the supercar space and proved to me that the carmaker is serious about its future. The flip side of this situation, however, is that it is still producing cars from its previous era, and while they may be nearing the end of their life cycle, they're still the cars that compete with their segments very best. A great example of this is the 2022 Maserati Ghibli Trofeo. Its recipe is a relatively simple one. Maserati took its smallest sedan and packed a twin-turbocharged 3.8-liter V8 under its hood to create a new high-performance trim. Given its on-paper stats, I expected the Ghibli Trofeo to be quite the athlete. A 580-hp Ferrari-derived V8 sure sounds like a recipe for success. In practice, however, the Ghibli Trofeo just doesn't handle as well as its closest rivals. Inside, it still uses switchgear from much cheaper Stellantis products, making its $122,000 base price a tough pill to swallow. Design/Styling One thing no one can take away from the 2022 Maserati Ghibli Trofeo is that it is a great-looking sedan. It's all about proportions, and despite having four doors, the Ghibli serves up a long hood, bulging wheel arches, and a sloping roofline that's unique in its segment. It still wears the brand's signature front grille with a sizable trident logo in the center, but it's nicely proportioned with its LED headlights and lower front intakes, leading to a front fascia that has aged remarkably well over the past nine model years. As this is the Trofeo, it gets a few unique touches, such as its set of 21-inch wheels, red brake calipers, and red Trofeo badging on its front fenders. My tester featured a distinctive stripe livery reminiscent of a Ferrari SF90 Assetto Fiorano. Thankfully, the Trofeo is available without it. A dark Blu Maserati exterior finish with plenty of flake sets off those red accents and provides a nice contrast. This paint has to be seen under direct sunlight to be appreciated. Also Read: 2023 Lamborghini Huracan Tecnica First Drive: STO Theatrics In A Softer Package Out back, even the Trofeo keeps things relatively simple with a set of face-lifted tail lights, quad exhaust tips, and a central carbon-fiber diffuser. Overall, the Ghibli Trofeo is recognizable as the sedan's most special variant, but it doesn't need to shout. It's not overly aggressive or wears prominent aero elements. For a six-figure sedan, it's reasonably understated and elegant. Power/Handling Anyone even remotely considering a Maserati Ghibli Trofeo will likely do so because of its engine. It's a twin-turbocharged 3.8-liter V8 with prancing-horse roots. It develops 580 hp at 6,750 rpm, and 538 lb-ft at 2,250 rpm. That's enough to propel this 4,453-lb sedan to 60 mph in four seconds before continuing onto its 203 mph top speed. The Trofeo is the only variant to include a launch control system out of the Ghibli's entire lineup. Judging by those stats alone, the Trofeo should be a proper athlete on the road, and unfortunately, it just isn't. Take its Ferrari-derived V8, for starters. It delivers boatloads of torque down low in the rev range, which should result in quick acceleration. However, the ZF eight-speed transmission is slow to upshift and downshift and generally doesn't react as quickly as the engine. It results in a car that doesn't feel as quick as its power figures suggest. That's a pity because this ZF box is excellent in other sports sedans like the BMW M3 Competition. Through a twisty road, the Ghibli Trofeo doesn't shoot out of corners as quickly as competitors like the Mercedes-AMG E 63 S or BMW M5. There's noticeable lag as the turbos begin to spool, and its transmission decides what gear it needs. Shifting manually improves performance, but only marginally, as there's still a delay. This transmission redeems itself around town. When driving normally, its shifts are nearly imperceptible, smooth, and quick. It may struggle to run up a fast road, but the Trofeo nails the daily commute. Check Out: 2023 Bentley Bentayga EWB First Drive Review: More Than Meets The Eye Its steering is a similar story. On a twisty road, it's not very quick or precise. There's noticeable slack, which isn't helped by the lack of feedback. Around town, however, it's effortless and light, disconnecting its driver from annoying road imperfections. The more miles I covered in the Ghibli Trofeo, the more I realized I didn't want to drive it quickly on a back road. Instead, it's best thought of as a beautiful Italian muscle car, which is ideal for most driving situations. Suspension-wise, my Trofeo tester featured the brand's Skyhook suspension system, which independently adjusts each shock absorber depending on the driving condition. These come into play as you engage the suspension button in the center console. Around town, the Ghibli is plush in a way its competitors aren't. One benefit of not being the most hardcore sedan is that it can soften itself up considerably. A comparable Mercedes-AMG or BMW is always stiff, regardless of drive mode. The Ghibli Trofeo can stiffen up for sportier driving scenarios, but not significantly. There's less body roll, but it doesn't corner flat. What it lacks in outright speed, the Ghibli makes up with playfulness. There's still movement through corners which results in excitement behind the wheel. Its competitors are indeed quicker, but they dial things to the point where they aren't nearly as fun as they should be. Despite four massive exhaust tips flanking that subtle rear diffuser, there isn't much sound coming from them. A noticeable low-end grunt comes on as you engage Sport mode, but even then, it's noticeably quiet. I know how good this engine sounds. I just wish I could hear it more. Interior/Tech Inside, the Maserati Ghibli Trofeo is a stark reminder of the brand's transitional period. Having spent time up close with the Grecale and Gran Turismo, I know Maserati focuses on quality with its latest products. You look around, and it isn't immediately apparent that you're looking at shared switchgear. Those new cars feel special. The Ghibli Trofeo, on the other hand, offers one too many reminders of other Stellantis products. There's a surprising amount of plastic switchgear for a six-figure sports sedan, from the window switches, steering wheel buttons, and climate controls on the dash. It's not that its competitors don't follow a similar formula, but at least they dress them up with glossy finishes or hide them with updated trim. Thankfully, the rest of the interior features much nicer materials. For example, my tester featured a carbon fiber center console and seats wrapped in woven leather I've never seen before. It's the kind of thing that makes an interior look special. It's unique, and despite offering a more intricate texture, the leather is soft to the touch and plenty comfortable to sit in. The seats are great, too, with plenty of adjustability and enough cushioning for a long drive. These chairs only build on the foundation laid by the soft suspension mentioned earlier. Tech-wise, there's an analog gauge cluster with a seven-inch screen in the center. Compared to its rivals, it's a bit behind the times, but I'm a big fan of analog displays, and this one features excellent finishing and graphics. In the center, you'll find a 10.1-inch touchscreen that houses the car's infotainment system, which offers Apple CarPlay and Android Auto connectivity. It's sizable, responsive, and features vibrant colors. Pricing The 2022 Maserati Ghibli Trofeo starts at $122,000. However, my tester and its optional extras, such as its contrasting stripe, interior carbon fiber, and exterior finish, raise its price to just under $140,000. For context, a V6-powered Ghibli GT starts at $85,300. This places the Trofeo's base price above competitors such as the Mercedes-AMG E 63 S ($107,500), BMW M5 ($107,900), and Audi RS 7 ($119,595). Closing Thoughts The 2022 Ghibli Trofeo takes a bit of adjusting to understand. Look at it squarely as a sports sedan, and it can't go toe to toe with its closest competitors. However, it delivers as a quick, comfortable, and beautiful daily driver. Part of its appeal is that it isn't your typical Mercedes-AMG, BMW, or Audi. It looks, sounds, and drives quite differently. We can't, however, ignore its sizable price tag, which I suspect is significantly impacted by the addition of that Ferrari V8. It's tough to justify that sum for a car that isn't as quick or capable as its competitors. Additionally, its interior build quality just doesn't feel like that of a six-figure sedan. The Ghibli's interior has been around for nine model years, and despite a refresh, it feels like it. Thankfully, Maserati is clearly focused on the future, and its upcoming products reflect that. An unintentional effect of this transitional period is that its newest cars showcase the flaws of its oldest, but I'm confident that based on what I've seen thus far, Maserati's next era will be a great one. View All Ghiblis For Sale

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