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 – February 28, 2022

2022 McLaren 720S Spider Review: Redefining Speed

On a bright sunny Miami morning back in 2019, I stepped into a McLaren 720S for the first time. Up until that point, I thought I had speed figured out, with plenty of seat time in supercars from various brands. However, when I slammed my foot down, and that 720S sprung into life, I realized I had it all wrong. Nothing accelerated like it, and with its turbo noise whistling behind my ears as it violently pinned me to my seat, I learned the difference between supercar and hypercar levels of performance. To my delight, nearly three years later, the British carmaker tossed me the keys to a 2022 McLaren 720S Spider for a few days. Knowing well just how fast this car already was, my real goal was to figure out whether or not chopping off the roof fundamentally changes the driving experience. However, despite the added heft from the retractable hardtop roof, it's clear that McLaren's engineers are part-time wizards. Only magic could deliver a drop-top that handles this well while delivering tremendous performance. Spoiler alert, the Spider, is the one to get. Function Over Form The 2022 McLaren 720S Spider is far from the prettiest thing on four wheels. However, there's a real sense that it's less styled and more shaped by aerodynamics. Take the hollow headlights, for example, which allow air to flow through to a few hidden coolers. A quick look at the lower front valance reveals even more intakes, seemingly disguised by the gloss black paint. Even the doors have a trick up their sleeve, helping channel air around the car. Step around to the rear, and the things heat up thanks to the massive adjustable rear wing. While it mainly generates downforce as you accelerate, the wing doubles as an air brake when you stomp on the stop pedal. Aside from its sheer size, its many positions give the 720S a distinct look, whether you're stopped at a light or blasting through the canyons. Perhaps the best part of the 720S's design is the twin exhaust tips that shoot out of the front bumper, flanked by two thin LED taillights reminiscent of those in the P1. Also Read - Ferrari F8 Tributo Review: Pushing Street Limits My tester's Amaranth Red paint and matte black wheel combo work beautifully, effortlessly reflecting light with plenty of sparkles while teetering somewhere between orange and burgundy. While black wheels often get lost in a void, my tester's set matches well with the rest of the black trim found throughout the car. Overall, there is no denying that the 720S looks purpose-built, regardless of the angle, and in this case, extreme attention to detail is perhaps even more impressive than just a pretty face. No Drop Top Drawbacks Convertibles almost always weigh more than their fixed-roof counterparts, and the 2022 McLaren 720S Spider is no different. However, none of that weight comes from additional chassis strengthening. Thanks to its carbon fiber monocoque construction, the 720S's chassis remains just as stiff, even when without a roof. Instead, the added 108 lb comes from the retractable hardtop, which can fold away in 11 seconds up to 31 mph. On the road, the 720S Spider's twin-turbocharged 4.0-liter V8 works as a great equalizer thanks to its 710 hp and 568 lb-ft of torque output. With that much power, the Spider hits 60 mph in 2.8 seconds. However, the impressive part is that it's no slower than the Coupe, marking no speed drawbacks. Flat out, it'll reach 124 mph in 7.9 seconds before continuing to its 212 mph top speed. There is nothing subtle about how the 720S Spider accelerates. With peak torque coming in at 5,500 rpm, there's a slow build through the lower part of the rev range until its turbos spool up, and you get the full punch. Thanks to the seven-speed dual-clutch transmission sending continuous power to those rear wheels, the 720S doesn't let up once it hits boost. Also Read - Lamborghini Huracan EVO RWD Spyder Review: Proper Supercar Theatrics As I mentioned in the intro, this car redefined what speed meant to me years ago, and practically nothing has changed since. Despite stiff competition from across the globe, 720S sits on the performance throne as far as its segment is concerned. Throw it into a corner, and the 720S Spider only gets better. Thanks to a fully independent suspension, it's tough to unsettle the car as none of its wheels are physically connected. This allows you to take even the roughest roads at speed while retaining complete stability. Speaking of stability, there is no way to tell you're in a convertible with the top up. There is no lack of rigidity or drawback in terms of handling dynamics. Additionally, its active dampers allow the 720S to be easily the most comfortable supercar I've ever driven. Raw performance aside, the 720 Spider's party piece is its steering. While most of its competitors rely on electric power steering, McLaren has stuck to a hydraulic setup. The result is excellent feedback through the wheel. It's also quick, making the car's front end feel agile and light. Lastly, we've got the brakes. While the large air brake in the rear certainly helps out, McLaren gives you carbon-ceramic stoppers as standard. You have to stomp on the pedal to get their peak performance. Once hooked up, the 720 Spider's brakes offer tremendous performance that's seemingly endlessly repeatable. A Truly Daily Drivable Supercar Many supercars now double as potential daily drivers, and the McLaren 720S Spider may be the best one. While its independent suspension and adaptive dampers play a significant role, its overall comfort is supplemented by a comfortable, well-appointed interior. For starters, McLaren purposely lowers the height of the door sill, making it easier to get in and out of the driver's seat. Once inside, my tester's leather and suede interior continue the performance theme with a comfortable edge. The seats are spacious enough if you're carrying a couple of extra pounds while keeping you perfectly in place through tight corners. Additionally, they're far from rock hard, meaning even longer road trips should be a breeze. In front of the driver, there's a swiveling digital instrument cluster that changes as you move through different driving modes. In track mode, the screen pitches down, revealing a smaller screen on top with just your revs and speed. The whole act of the screen moving is exciting to see, almost marking a special occasion when going for a drive. While the vertically oriented screen in the middle houses McLaren's sleek infotainment system, it lacks Apple CarPlay or Android Auto connectivity, a real bummer since this car's closest competitors at least offer smartphone connectivity as an option. On the move, the 720S Spider's interior is surprisingly quiet. Thanks to using a hardtop instead of a soft one, there's good sound isolation, although you'll always be a quick throttle push away from sweet turbo noises. All around, the 720S builds the daily drivability side of its character without detracting from its central role as a supercar in any way. Big Performance Comes With A Big Price Tag As great as the 2022 McLaren 720S Spider is to drive and live with, that performance comes at a significant sum. In the US, this car has a starting price of around $318,000. However, with optional extras such as the carbon fiber trim, my tester's price hovers closer to $375,000. After spending a few days behind the wheel, it's clear to me that the 720S Spider delivers on just about every front. Whether it's outright performance or livability, this McLaren shines as completely worth its price tag. Additionally, there's no penalty for choosing the Spider variant. Instead, you gain the sweet sounds of a turbocharged V8 right behind your ears. Above all else, my biggest takeaway is that despite not having driven one for years and driving just about everything else since then, the 720S is still easily one of the most impressive vehicles I've ever driven. See All McLaren 720S Spiders For Sale

By Gabriel Vega – February 10, 2022

Aston Martin DB11 V8 Review: A Statement Piece

When the covers came off the Aston Martin DB11 in 2016, it featured a 5.2-liter twin-turbocharged V12 under its hood, boasting supercar power with performance figures to match. However, in 2017, the British carmaker introduced the second variant of its flagship car with a Mercedes-AMG sourced V8. Dubbed the Aston Martin DB11 V8, this variant of the brand's GT car offers the same aesthetics as its V12 sibling but with less power, weight, and a cheaper price tag. I've been driving the V8-powered DB11 in Los Angeles this week, covering nearly 300 miles of city streets, open highways, and multiple runs in the canyons. As the odometer kept ticking, it became clear that while the DB11 V8 nails its role as a GT car, it walks a fine line, doubling as a proper sports car. Attention-Grabbing Aston The Aston Martin DB11 is a stunning machine, easily one of the best-looking I've ever tested. With its low and widened stance complemented by a long hood, strong shoulder line, and angular lighting elements, this super GT has no wrong angle. The DB11 dominates the looks department by banking on thoughtful and sleek design instead of shiny chrome parts or over-the-top aero elements. The result is a car that comes across as more classy than crass. I have nothing but high praise for whoever optioned my tester. Featuring an optional shade of Q Royal Indigo for $9,100 over a Black Damson and Ivory contrasting leather interior, this DB11 is not like the others in the best way possible. Despite what their names might suggest, this is a purple over purple Aston Martin. While that may sound a bit wild on paper, the dark hues work perfectly with this car's styling elements, managing to draw a surprising amount of attention without banking on a loud, flashy color to get it. Regardless of which engine option you opt for, there is no penalty in the looks department for choosing the V8-powered variant. The V12 and V8 are virtually indistinguishable, retaining the same great design regardless of the fewer cylinders. Light On Its Feet While the Aston Martin DB11 V8 is the least powerful variant in its family, it's far from slow. The Mercedes-AMG sourced 4.0-liter twin-turbo V8 still develops 503 hp and 513 lb-ft of torque, allowing this 3880-lb coupe to reach 60 mph in less than four seconds before continuing to a top speed of 187 mph. If that sounds supercar quick, it's because it is. In contrast, its V12 sibling puts out 630 hp and 516 lb-ft. While the horsepower output is drastically different, the two variants deliver near-identical torque figures, meaning the real-world difference between the pair likely isn't as significant as it may appear on paper. In practice, the DB11 V8 is properly quick. With peak torque coming in at 2,000 rpm, power is abundant, regardless of where you are in the rev range. Even the eight-speed automatic transmission does a reasonably quick job routing all of that power to the rear wheels. While it's not nearly as fast or responsive as a dual-clutch unit, it's more than smooth around town and on the highway. The DB11 doesn't sound anything like an AMG GT despite the Mercedes-AMG heart. That's because Aston Martin retuned the engine considerably, to the point where it behaves and sounds unique. In its most aggressive setting, the valved exhaust system sings more than it screams. Overall, the DB11 sounds as classy as it looks, tying the whole car together nicely. Choosing the V8 over the V12 has significant benefits, especially in the weight department, as the less powerful DB11 is 253 lb lighter. While the weight reduction is substantial on its own, it's important to remember that the weight savings come primarily at the front of the car, which serves to improve its weight distribution. The DB11 V8 feels agile on the road, eager to change direction on tight switchbacks without understeer. In this configuration, the DB11 walks a fine line between a Grand Tourer and a genuine sports car. On the suspension front, it's clear the DB11 prioritizes comfort over outright performance. Around Los Angeles, the DB11 soaks up bumps well, even when faced with significant imperfections on the road. On the highway and at speed, the DB11 feels balanced and planted without sacrificing comfort. While the car's adaptive suspension allows you to firm things up for curvy roads, I found myself leaving the car in its most comfortable settings as I saw little enjoyment benefits to the stiffer settings. Got Purple? Step inside the Aston Martin DB11 V8 and things only get more purple. Since the interior is made almost entirely of leather, the dashboard, center console, seats, and door panels feature excellent color. Thankfully, a contrasting Ivory leather helps balance the look. Additionally, there's contrasting stitching throughout, giving the DB11 a proper sense of quality. Everything inside this Aston Martin feels incredibly pleasant to the touch and well built. The only noise you'll hear in the cabin is leather rubbing together, no hard plastics spoiling the experience. On the tech front, the Aston Martin DB11 offers a digital instrument cluster with your revs displayed front and center flanked by two smaller configurable screens. The center eight-inch screen features a somewhat outdated infotainment system that's a bit tough to use, especially when compared to its competitors. Additionally, like the Vantage F1 Edition, I drove, Apple CarPlay and Android Auto aren't available as options. Thanks to their plushness and adjustability, the 12-way adjustable heated seats are excellent for covering long distances. While there isn't as much side bolstering to hold you in during tight corners, it's a worthwhile tradeoff considering the everyday comfort. These seats are the types you could be happy with daily or driving across the country. Comfort aside, the interior's ergonomics are excellent as you sit down low in the car, giving the impression that it wraps around you. With ample head space and excellent visibility, the DB11 nails its role as a GT car. Is The DB11 V8 The One To Buy? Power and weight aside, the pricing structure is a big differentiator between the Aston Martin DB11 V12 and V8. Despite my tester's $209,700 base price, options such as the exterior paint ($9,100), Technology Pack + ($9,100), and Exterior Black Pack ($6,900) bring its as-tested price to $258,986. In contrast, the cheapest V12-powered variant starts at a hair under $250,000, meaning with similar options, we'd be looking at a car costing around $290,000, marking a considerable price gap. Since I have yet to drive a V12-powered DB11, I can't comment on which of the two is the better drive. However, I can confirm that the V8 delivers a driving experience that is exciting, rewarding, and befitting of its price tag. Even if it's mainly positioned as a GT car, the V8 brings in some proper sports car handling and agility that only add to this model's appeal. Furthermore, thanks to its comfortable cabin, excellent ergonomics, and ample use of high-quality materials, the DB11 is equally comfortable for everyday commutes or driving across the country. All Aston Martin DB11s For Sale

By Gabriel Vega – January 19, 2022

Mercedes-AMG E53 Cabriolet Review: Six Cylinder Magic

While Mercedes-AMG is best known for its fire-breathing V8s and V12s, its beginnings featured fewer cylinders. In 1993, the C36 AMG, the first vehicle co-developed by AMG and Mercedes-Benz, hit showroom floors with its silky smooth inline six-cylinder engine. While the C-Class would eventually get a V8, it cemented the six-cylinder as part of AMG's history. The German carmaker's latest offerings are a return to form, such as the Mercedes-AMG E53 Cabriolet I've been driving. With a 429 horsepower turbocharged inline-six under its hood, it lacks the mind-bending performance of its V8-powered siblings. However, it delivers a premium GT drop-top experience with great looks, a fantastic interior, and enough power for most people. Forget Bland Colors The first thing that'll strike you about my Mercedes-AMG E53 Cabriolet's exterior finish is just how much it changes the overall vibe of the car. It's called Brilliant Blue Magno, and it's a $3,950 option worth every penny. The matte finish not only helps accentuate the E53's aggressive body lines but it allows this AMG to stand out in a sea of executive-friendly shades that often shroud six-figure sporty GTs. This generation of the E53 is the first to feature Mercedes-AMG's Panamericana grille and its vertical slats, paying tribute to the brand's racing heritage. As if the grille wasn't big enough, the lower front fascia also houses a massive air intake in front of the car's intercooler. While this detail is mainly functional, getting to see a few of the car's components is a nice touch. Two large LED tail lights characterize the rear of the E53, seemingly wrapping around the rear quarter panel, visually widening the car. Below, you'll find rounded quad exhaust pipes, a sharp contrast to the E63's squared-off tips. This AMG achieves its main visual goal with a refined, aggressive aesthetic that's just great to look at from any angle. From a visual standpoint, the E53 looks no less sharp or aggressive than the E63. While there are subtle differences in the exhaust department, there's no clear indication that a big V8 doesn't live under the hood. A Drop Top With Big Speed Powering the Mercedes-AMG E53 Cabriolet is a 3.0-liter turbocharged inline-six developing 429 hp and 384 lb-ft of torque. This is enough to rocket this luxury convertible to 60 mph in just 4.5 seconds and continue to a limited top speed of 155 mph. A small electric motor dubbed EQ boost adds up to 21 hp. However, it spends most of its time filling in torque across the powerband. Aside from creating what is likely the world's best auto start/stop system, EQ Boost means you get immediate power at any rpm. The E53 feels quick, faster than its figures would suggest on the road. While peak power comes in at 1,800 rpm, the use of a razor-sharp nine-speed dual-clutch transmission along with the added torque fill means the E53 pulls hard to redline with consistent power. Around town, I never felt the need for more power; 429 hp is a lot, plenty for most people. It was only up in the canyons where the E53 began to fall behind its V8-powered siblings. However, in all other scenarios, the inline-six is terrific. Like most new products from Mercedes-AMG, the E53 Cabriolet features an all-wheel-drive system. While the system is rear-biased, it gives the E53 a tendency to understeer once you start to push it. The benefit here is seen when you try and launch it. With its launch control system and traction on all four corners, this drop-top pounces off the line without an ounce of wheelspin, resulting in greater speed with less effort. While there isn't a ton of steering feel on offer, adjustable modes allow you to alter its weighting considerably. For me, the steering is best left in Comfort mode, as Sport+ and its artificial weighting require more effort without immediate reward. An air suspension system with active body control keeps things in check once the going gets twisty. In its most aggressive setting, the E53 remains surprisingly flat, even for a 4,500-lb convertible. However, cycling things down to their softest settings leaves you with a daily driver that isn't phased by significant imperfections on the road. It excels on both the luxury and performance sides of the equation. While there's no fire-breathing V8 to deliver a brutal sound, the E53 features an active exhaust system. Let off at high rpm's, and you'll get satisfying pops and crackles for days, only adding to the driving experience. Excellent Ergonomic Design Aside from nailing the looks and the drive, the Mercedes-AMG E53 Cabriolet's interior is a wonderful place to be. Given this car's as-tested price of $105,440, composed of over $20,000 spent in optional extras, it has all the bells and whistles. For example, you'll find Nappa Leather throughout my tester, an $2,990 option for the seats, and a $500 option for the AMG steering wheel. A $2,850 carbon fiber pack covers the E53's dashboard and center console in the lightweight material, only adding to the sporty aesthetic. As a result, everything you touch feels incredibly high quality, befitting of a six-figure convertible. On the tech side, Mercedes-AMG's current interior layout remains one of my favorites. In front of the driver, you'll find twin 12.3-inch screens, one for the digital instrument cluster and the other for the MBUX infotainment system. MBUX is a top-notch system with a thoughtful layout and vibrant colors. Apple CarPlay and Android Auto come standard if you prefer a phone-based system. Instead of a folding metal roof, the E53 counts on a soft top. While the fabric top is lighter than its metal equivalent, it lacks the additional sound deadening benefits. The E53 is louder than expected on the road, slightly taking away from an otherwise refined driving experience. However, with music playing or a podcast, the added noise becomes less apparent. Mercedes-AMG E53 Cabriolet Worth Over $100,000? Any way you slice it, $105,440 is a lot for a Mercedes-AMG product that isn't a range-topping option. However, the E53 justifies its price tag by delivering in all areas. Contrary to what I would typically suggest, sticking with a relatively base E53 closer to $85,000 isn't the way to go. That's because all of my tester's optional extras help make the driving experience. From the upgraded seats to the stunning paint, exhaust system, and carbon fiber accents, the E53's bells and whistles help make it feel truly special. After spending a week with one of AMG's few remaining drop-tops, I walked away feeling impressed, and more importantly, not yearning for a bigger engine. For most people, the E53 is just right. Browse All AMG E 53s For Sale

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