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

A red 2025 Aston Martin Vanquish Coupe is parked on a paved surface, with mountains and a cloudy sky in the background. Review: This sleek sports car blends elegance and power against a stunning natural backdrop.

By Michael Van Runkle – October 31, 2025

Review: 2025 Aston Martin Vanquish Coupe

Takes The Super-GT To A Whole New Level Most automakers these days lack a certain level of faith in their customer base to handle serious power in rear-wheel-drive cars. Hence, the widespread switch to all-wheel drive, especially for hybrids and EVs, with so much instantaneously available torque. Not Aston Martin, though, which under Lawrence Stroll continues a surprising commitment to building stellar driver’s cars equipped with booming internal-combustion engines. Other than the DBX SUV and the forthcoming Valhalla hypercar, every model in the lineup still sticks with rear-wheel drive only, including the Vanquish that returned this year as Aston’s flagship with an unbelievably powerful twin-turbocharged V12 engine mated to a rear-mounted transaxle for improved weight distribution and lightning-quick gearshifts. Aston plans to limit Vanquish production to only 1,000 units per year, including coupes and convertibles. I’m not a convertible guy, and we already tested the soft-top Volante at its First Drive event in New York, so instead I racked up a quick few hundreds of miles daily driving, canyon carving, and highway road tripping in the coupe. As I handed back the keys, I realized this stunning combination of luxury and performance, power and presence, without a doubt, emerged as one of my highlights for the 2025 model year. The new third-generation design endows the Vanquish with less bulky brute muscle than previously, as the overall size grows larger but the form cuts down to leaner, almost svelte and sinewy athletic proportions. In pictures, the Vanquish rides so long and low it almost looks photoshopped. And my loaner’s paint job, a brilliant Supernova Red, truly pops anytime light hits any surface, mixing the dark classiness of burgundy with a ruddy oxblood plus a hint of metallic flake at the right angles. A nice gunmetal silver or dark forest green might help the rear end blend in better, though, where a subtle ducktail continues Aston’s recent design language, but the flattened back panel definitely stands out as a divisive detail. With a dry weight of 3,911 pounds or just over 4,000 topped up with a driver, this low-slung grand tourer truly stretches the category’s definition by churning a ridiculous 824 horsepower and 728 lb-ft of torque out of the twin-turbocharged 5.2-liter V12. The torque figure almost matters more than peak output, in fact, because the mill simply delivers a hard punch at any rpm, before building into a raucous cacophony toward redline with a swelling rush of turbo boost. The optional titanium exhaust – a $14,900 addition – echoes at every octave, from deep bass to a snarly bark in the midrange to screaming anger at high revs, before relaxing into a satisfying burble of overrun after every upshift. Meanwhile, out back, the best dual-clutch transaxle short of Porsche’s eponymous PDK box snaps off those shifts with telepathic urgency. The transaxle layout helps Aston manage weight distribution, at 50.6% front and 49.4% rear, so pushing hard only contributes to predictability and confidence in the car’s handling capabilities. Shortly into my first “fun” drive up in Malibu, I started fiddling with the Vanquish’s nifty adjustable traction control settings, hoping to unleash even more of the playful character made possible by such a wide and flat chassis. At the fifth level of TC intervention, little dips and rises in the road no longer brought on any ignition cuts, helping the massive 325-millimeter rear tires just keep powering along. By the time I turned the nannies off entirely, I kept steaming into wide arcs, directing with my right foot a little, reining in the exuberances with long, smooth hits of counter-steering. The steering itself never lacks precision, and the wheel’s resistance to turn-in brings the nose directly onto the desired line with ease. I wound up preferring the Sport setting, rather than Sport+, because right at the edge on rougher roads, some electric numbness sets in. Luckily, the stupendous brakes and the rest of the chassis communicate enough to compensate for this last percent of perfection. Part of the sublime suspension, which flies along absorbing bumps without sending harsh reverberations into the cockpit, comes down to Aston’s restrained decision to stick with 21-inch wheels rather than going bigger for pure style points. The Pirelli P Zero tires can therefore help smooth out rougher portions of roads with sidewall flex, before the electronically controlled shocks handle the rest of the damping. But the Vanquish also manages to toe a fine line between tautness and body roll, maintaining the former despite allowing a bit of the latter, all the better revealing where tire grip and power work together to enable acceleration, cornering, and braking. On the interior, Aston’s clearly come a long way in quality terms – almost every surface and material provides satisfying textures and heft. Even the vanity mirror sliders on the sun visors are absolute works of art. And my tester came equipped with brushed metal trim for the center console, which Aston calls “Satin Dark Chrome Interior Jewelry” (for $2,700), though many of the buttons remain in unfortunate piano black. The rest of the switchgear carries over sculptural metal and knurled knobs familiar from the Vantage, DBX, and DB12. I fit just fine at six-foot-one with long legs and felt spacious at the knees and shoulders, in addition to plentiful head and legroom. The bolstered seats fit my thighs and torso perfectly, swaddled in Q All Centenary Saddle Tan Semi Aniline Leather (part of the Inspire Monotone Interior for $10,900 and Contrast Welt and stitch for $3,000). And the $22,3000 Carbon Fiber 2x2 Twill for the interior pack ties the whole cockpit together into a more modern aesthetic, aswarranted by such gob-stopping performance. On some of my favorite canyon roads, though, the Vanquish repeatedly scraped the front splitter. Through sections where Ferraris, Lamborghinis, and McLarens never do, so I never even tried to park in my driveway out of fear that I might damage the nose. The design simply warrants front-axle lift without question, and arguably, at this price point of $530,5000 with options over a $442,000 starting sticker, it should come with the ability to raise the nose by a couple of inches, if only for the mental reassurance. Always better to have front-axle lift and not need it, after all… I also experienced a few glitches with the new Apple CarPlay Ultra infotainment suite and audio systems. The seat adjustment controls brought on some frustration every time, too. Hopefully, owners can set it and forget it, but the control placement low and to the right of my right knee meant I needed to lean forward a bit and use my left hand. Plus, I hate a full glass roof on an oppressively hot summer drive, and prefer a slicktop for any coupe – ideally one with a nice double bubble. If I wanted to see the sky and deal with sun glare all the time, the Vanquish comes in convertible form – what Aston Martin calls the Volante. Now of course, no car is perfect. But the Vanquish comes incredibly close. As impressive as Aston’s reworked AMG V8 engines have gotten, the prospect of a V12 here at the end of the internal combustion easily takes the cake. How long Aston can continue to stave off the transition to hybrids and electrics, and that all-wheel-drive layout, definitely lurks in the back of my mind. I always struggle to avoid making James Bond references about Aston Martins, but after a week with the Vanquish, I truly hope to see this silver screen shape in the next film, where the spectacular design and stunning performance might, depending on color choice, serve equally well as a Bond or villain car alike. View All Aston Martin Vanquish For Sale Images: Michael Van Runkle

By Kirk Bell – October 25, 2025

Review: 2025 Audi RS Q8 Performance

Possesses The Soul Of A Sports Car Slap an RS badge on an Audi, and it has to live up to a higher standard. During development, RS models have to endure 8,000 kilometers (almost 5,000 miles) of testing on the Nürburgring Nordschleife. That’s a lot of stress on tires, brakes, and cooling systems, especially for a heavy SUV, but that’s what you get with the 2025 Audi RS Q8 Performance. It’s a crossover SUV with the soul of a sports car. The RS Q8 Performance is a crossover coupe in the mold of the BMW X6 M, an with the change for 2025 to the Performance model, it boasts the most power and performance capability an Audi SUV has to offer. I recently drove it for a week, after driving the step-down SQ8 this past summer. The SQ8’s capability snuck up on me, but the RS Q8 couldn’t hide its performance intent. Like the SQ8, the RS Q8 rides on front and rear five-link independent suspensions cushioned by adaptive dampers and air springs. The air springs give it the same 8.2 inches of standard ground clearance that drops to 6.6 inches in Dynamic mode, and the standard rear-axle steering has the same ability to turn up to five degrees opposite of the front wheels at low speeds. The differences, however, are in tuning and additional performance equipment. While the SQ8 drove like a mainstream luxury crossover the vast majority of the time, the RS Q8 wears its sportiness on its sleeve. From the first turn to the first bump, I could tell it’s different. It felt stronger in the knees, fighting body lean noticeably even in neighborhood driving, and the suspension felt firmer over bumps. When I took it on what passes for a twisty road in southeastern Wisconsin, its sportiness became even more apparent. The standard active anti-roll bars doggedly fought body lean, making this 5,467-pound crossover feel like a raised sport sedan. It rotated predictably through a 180-degree switchback, much like a rear-drive vehicle, thanks to a standard 40/60 front/rear power split for the Quattro AWD system. I was able to balance understeer and oversteer simply with the throttle. The 295/35R23 Pirelli P Zero summer-performance tires gripped the road with tenacity, and the quick-ratio 13.3:1 electric-assist power steering provided a pleasingly weighty heft, right-now responses, and good road feel. The RS Q8 also comes with a set of some of the biggest brakes on the market. The carbon-ceramic rotors stretch 17.3 inches in diameter up front, and they’re pinched by huge 10-piston calipers. The 14.6-inch rear rotors have six-piston calipers. That’s a lot of braking power, enough to arrest this beast from racetrack speeds time and time again. The power is also stronger and even more immediate than in the SQ8. In that vehicle, a twin-turbocharged 4.0-liter V8 cranks out 500 horsepower and 568 pound-feet of torque. Here, however, the same engine spins up 631 horsepower and 627 pound-feet of torque thanks in part to 24.7 psi of turbo boost versus 18.9 psi in the SQ8. Reduced back pressure in the lighter exhaust system also helps the engine in the 2025 RS Q8 Performance make 14 more horsepower than the 2024 RS Q8. The wide and sticky Pirelli tires and standard quattro all-wheel-drive system put the power down efficiently, unlocking a stunningly quick 0-60 mph time of 3.4 seconds, according to Audi, 0.7 seconds quicker than the SQ8. It also keeps going all the way to an electronically limited top speed of 190 mph, which you should try on a track, the Autobahn, or on your way to prison. The way the power arrives is quite satisfying. The turbos give it robust low-end grunt, so the power feels like it’s almost immediate. From there, speed builds quickly as the eight-speed automatic fires off quick, crisp shifts to keep the Teutonic V8 in its power band. How rambunctious the power delivery is depends on the drive mode. Keep it in Auto or Comfort, and the powertrain is happy to remain in the background and toddle along in traffic. Go for Dynamic mode, however, and the transmission holds its gears longer, keeping the power on boil for quick response at any moment. The baffles in the exhaust system also open in Dynamic mode, letting the deep thrum of the silky V8 come for the fore. The little crackles between shifts are the cherry on top of the delicious sound quality. With more power comes worse fuel economy, but not by much. The RS Q8 is EPA-rated at 14 mpg city, 20 highway, and 16 combined, while the SQ8 checks in at 15/21/17 mpg. I did a lot of highway driving among my 372 miles behind the wheel of the RS Q8 and managed a decent 19.4 mpg. The modes also adjust the dampers and stability control. The ride starts out firm but not punishing, but Dynamic mode introduces more jiggly up-and-down motions over wavy pavement. Like BMW with its M1 and M2 buttons, Audi provides two programmable modes for the RS Q8. They’re called RS1 and RS2, and they let drivers customize two settings that they can use for different driving situations. A good setup would be choosing a comfortable tune for RS1 and programming RS2 with the most aggressive modes for the steering, engine sound, powertrain, stability control, and all-wheel-drive system/rear differential while keeping the dampers in their Comfort mode. Inside, there is little difference between the RS Q8 and the SQ8. It has good space, but the coupe body style saps some room a Q7 driver would enjoy. My tester was outfitted with the standard heated and ventilated Valcona leather sport seats with red stitching and a honeycomb pattern, as well as carbon twill matte trim. It also came with the same 12.3-inch digital instrument cluster and stacked 10.1-inch and 8.6-inch touchscreens on the dash that handle infotainment and climate controls, respectively. It’s a last-generation system that requires long presses to trigger its haptic feedback, but it still feels modern. Notable amenities in my tester included navigation, a Bang & Olufsen audio system, Matrix OLED headlights, four-zone automatic climate control, and a panoramic sunroof. The 2025 Audi RS Q8 starts at $137,495, including a $1,295 destination fee. That money buys a crossover coupe packed with technology and luxury, sprinkled with utility, and backed by the soul of a sports car. View All Audi RSQ8s For Sale Images: Audi

By Kirk Bell – October 11, 2025

Review: 2025 Lexus LC 500 Convertible

An Everyday Sports Car Not every sports car has to chase lap times. Building sporty vehicles with the goal of ultimate performance can lead to harsh rides, restrictive seats, high-strung powertrains, and loud cabins. They can be very rewarding to drive at the limit, but they can also be exhausting as everyday drivers, so much so that you may avoid getting behind the wheel... But you’ll always want to drive the 2025 Lexus LC 500 convertible. The LC 500 droptop gives up some of that ultimate performance potential for a smooth ride and a relaxed overall character. It also focuses on some of the best parts of the sports car experience to make it one of the most pleasant and rewarding cars to drive on a regular basis. It’s easy to fall in love with the LC at a single glance. It sits low and wide, with broad hips fronted by large brake cooling scoops. The nose features an attractive, wide-mouth version of the Lexus spindle grille flanked by squinting LED headlights that drop down into front air intakes. It looks good top up or down, and the soft top is available in four complementary colors. The top can be operated at speeds up to 31 mph and takes 16 seconds or less to raise or lower. My test car is especially attractive with its Iridium paint (a new color this year), blue top, and white and blue semi-aniline leather interior that imparts a decidedly nautical look. Both the interior and exterior colors are available only in the LC’s Bespoke Build Package that costs $5,500 and comes with dark smoked chrome trim and black accents, and offers the choice of red or blue soft-top colors and three wheel designs. If the styling doesn’t get you, the V8’s purr will. I hop into the LC, buckle myself in, hit the start button, and the direct-injected 5.0-liter V8 fires to life with a low burble. When I dig into the throttle, the engine emits a note that exists somewhere between NASCAR stocker and refined luxo-cruiser. It’s one of the best-sounding engines on the market, and it’s only enhanced by the active exhaust system that opens a computer-controlled valve at higher revs, as well as the satisfying crackles that sneak out between the smooth shifts of the 10-speed automatic transmission. The V8 is no slouch in terms of power either. It spins up 471 horsepower at 7100 rpm and 398 pound-feet of torque at 4800 rpm. Without the benefit of the low-end torque supplied by today’s turbocharged engines, the power is strong, but it builds rather than arriving with a wallop right off the line. It motivates 4,500 pounds of Japanese luxury droptop from 0-60 mph in 4.6 seconds, which is certainly quick but not in the ballpark of the Porsche 911 or today’s high-output electric cars. It tops out at an electronically limited 168 mph. While the power is inviting, the LC 500’s dynamics calling card is its ride quality. It’s set on low-profile 21-inch wheels and tires, but the LC’s double-joint multilink front and multilink rear suspension, with adaptive dampers all around, soaks up bumps like a mainstream sedan. Most sports cars lean toward firm suspensions that leave me wanting to use the softest setting of their adaptive dampers. In general, I prefer the firmer damper setting in the LC 500 convertible that never skews toward overly firm. For commuting, the base suspension tune works well, but I want the Sport setting when driving on twisty roads. The firmer damper setting helps control some of the LC’s body lean, enhancing the car’s natural athleticism. To make up for the loss of the top, Lexus adds underbody bracing, including a rear suspension tower and V-brace, all of which do a good job of limiting body quake over bumps. After its initial lean, the Sport setting helps the LC’s poise in corners, and it rotates predicably. The 245/35R21 front and 275/30R21 rear Michelin Pilot Sport S 5 summer performance tires provide good grip, and the steering has some welcome heft and quick, controlled reactions. An available limited-slip rear differential will help it accelerate more briskly on corner exit, but my car doesn’t have it. The brakes are pretty capable, too. They’re sizable, with 15.7-inch front rotors pinched by six-piston calipers and 14.1-inch rear rotors clamped by four-piston calipers, and will stand up to a good amount of abuse on any road. However, they can fade under the duress of track duty. Mostly, though, the LC 500 likes to remain subdued, and the cabin helps with its relaxing nature. The top has three layers of cloth and a layer of sound deadener, and Lexus outfits the LC with standard active noise cancellation. A wind deflector also blocks noise when the top is down. That all makes conversion possible with the top down, and the cabin becomes downright quiet with the top up. Lexus calls the LC a four-seater, but only two are realistic, and the “back seats” are barely deep enough to fit a rollaboard suitcase, let alone a person. Front riders are surrounded by standard leather and available softer semi-aniline leather upholstery, and they get eight-way power adjustments and standard heating and ventilation for the spacious and comfortable front buckets. The trunk, however, is tiny with just 3.4 cubic feet of space. The driver interacts with one of the most attractive, watch-like analog instrument clusters left on the market, as well as a quick-acting 12.3-inch touchscreen. Also standard are wireless Apple CarPlay and Android Auto, a satellite radio trial, and available connected services through a 4G network. Spending an extra $1,220 brings an excellent 915-watt Mark Levinson audio system, and a head-up display is available for $900. The LC also comes with a good set of safety features that includes Lexus Safety System+ 2.5, which includes automatic emergency braking with pedestrian detection and cross-traffic mitigation, emergency steering assist, adaptive cruise control, lane keep assist, and road sign recognition. Blind-spot monitors, rear cross-traffic alerts, a surround-view camera system, and front and rear parking sensors are also standard. The 2025 Lexus LC 500 convertible starts at $107,800, including a $1,350 destination fee. That’s $7,500 more than the LC 500 coupe for the joy of top-down driving. The LC 500 convertible is an old-school sports car in the mold of the Mercedes-Benz SL-Class: comfortable, relaxing, and powerful. It’s not a track machine, but track machines can be taxing to drive. Instead, the LC 500 invites you to drive it every day and enjoy every minute of it. View All Lexus LC500s For Sale Images: Lexus

By Kirk Bell – October 04, 2025

Review: 2025 Mercedes-Benz GLS 580 4Matic

Eating Up Monotonous Miles The drive from Milwaukee to St. Louis astounds with its monotony. It’s a six-hour journey with little to take in but corn fields and boredom. It’s a lot better with good friends, a smooth ride, and a spacious, comfortable cabin. By those measures, it’s hard to find a better road-trip vehicle than the 2025 Mercedes-Benz GLS 580 4Matic. But the GLS has more than just the technology and luxury for a comfortable cruise. It also boasts strong power, plentiful space for up to seven passengers, stout towing capacity, and even some off-road capability. It’s good that it’s so versatile because it’s also expensive. It starts at $115,950, including a $1,150 destination charge, and my road-trip tester checked in at $126,610 with a few options. The power is not only plentiful but smooth. Under the domed and ridged hood lurks Mercedes’ familiar twin-turbocharged 4.0-liter V8. Here it spins up 510 horsepower and 538 pound-feet of torque, and that’s aided by a 48-volt mild hybrid system that can chip in 21 horsepower and 184 pound-feet of torque to get going A real-time power meter showed that I used only about 30 horses and 150 pound-feet of torque for much of the highway portion of my road trip, but it was easy to tap into the thrust when those slow-moving semis finally got out of the way. The nine-speed automatic transmission kicks down quickly, and the V8 lets out a deep bellow as it motivates 5,875 pounds of German crossover SUV to quickly fill any gaps in traffic. Punch it from a stop, and the GLS 580 can accelerate from 0-60 mph in just 4.7 seconds, according to Mercedes. Power flows to all four wheels via Mercedes’ 4Matic all-wheel-drive system. The combination of the strong V8, a sturdy transmission, and a robust unibody structure allows the GLS 580 to tow up to 7,716 pounds, which is plenty for a substantial boat or horse trailer. The GLS also has a modicum of off-road capability thanks mostly to a standard air suspension that pushes the ground clearance up a couple of inches in Off-road mode, which will help it clear many obstacles on the trail. However, my tester’s 285/45R22 front and 325/40R22 rear Continental EcoContact6 Q MO tires are better for ride quality and highway quietness than off-road traction. Mercedes also aids off-roading with an Off-road Cockpit screen that shows useful information such as individual wheel height, tire pressure and temperature, and steering angle. Forward and transparent hood views also let drivers see what’s just ahead of and even below the vehicle. The trade-off for the GLS 580’s size and power is fuel economy. It is EPA rated at 14 mpg city, 19 highway and 16 combined. I did slightly better than that, averaging 19.4 mpg over my 950-mile trip. The powertrain was responsive enough for any situation in the Comfort drive mode, but the suspension needed to be firmed up. The GLS 580’s air springs and adaptive dampers team up to provide a smooth ride at all times, but the handling varies from slightly wobbly to controlled. With 7.9 inches of standard ground clearance, the GLS feels a bit top-heavy in Comfort, as road imperfections and driver inputs can cause some head toss for passengers. Wanting to be a better chauffeur for my passengers, I discovered that the Sport handling setting in the Individual drive mode reduced body lean and made the GLS feel more buttoned down. Individual mode also lets drivers adjust the steering and stability control, though neither makes much difference and there is no reason to loosen the nannies to whip this nearly three-ton beast around corners. It leans too much in turns to be fun, but the GLS’s unibody structure makes it lighter, smoother, and better controlled than body-on-frame competitors like the Cadillac Escalade or Lincoln Navigator. From the driver’s seat, the GLS 580 provides the comfort and technology for a great roadtripper. The multi-contour front seats are supportive and their standard head pillows add an extra bit of comfort. That’s only enhanced by the standard massaging seats. I loved both features, but, oddly, my best friend, going back to grade school, was bothered by both. The 12.3-inch infotainment touchscreen runs some of the industry’s best software. I found it quick to react and easy to switch between satellite radio and Apple CarPlay. The screen can also be controlled via the steering wheel or a trackpad on the center console. That pad takes up valuable real estate that could better be used for storage. Mercedes also provides a 12.3-inch digital instrument cluster that can show a spate of useful information set within four different display themes. My trip would have been more relaxing if the GLS 580 offered a hands-free driver-assist system along the lines of GM’s Super Cruise. The adaptive cruise control and lane keep assist in the GLS do maintain a lane, but they required me to keep my hands on the wheel. Mercedes does offer a Level 3 Drive Pilot system in the S-Class and EQS, but it only works in limited Western states. I drove with up to five passengers and the GLS accommodated them all well. The cargo hold had plenty of room for three gym bags and two coolers with the third row folded down (via power controls, of course). The GLS offers a modest 17.4 cubic feet of cargo space behind the third row, but that expands to a very useful 84.7 cubic feet with the second- and third-row seats folded flat. Passenger space was also excellent. The second-row captain’s chairs provide bucket seat comfort and offer more than enough space for adults. The seats are also heated and passengers can control the two second-row climate zones via a small display screen with hard buttons. The third row will also accommodate two adults and has its own climate zone. The bottom cushion sits high enough for good thigh support and headroom is sufficient for a six-footer. Legroom gets tight, however, if anyone in any row is tall. My passengers had a few complaints. Most agreed that the running boards are tucked in too tightly to the body to be useful and they wished both second-row seats would tilt and slide forward to open a path to the third row. Instead, only the passenger side seat moves. There was also considerable boredom due to the monotonous landscape and the complaint about massaging seats and head pillows, but then again, there’s no accounting for taste! View All Mercedes-Benz GLS For Sale Images: Mercedes-Benz

By Michael Van Runkle – September 30, 2025

2026 Aston Martin DBX S First Drive: The Best Super SUV G...

Model year 2026 marks the return of S variants to Aston Martin’s already stupendous model lineup. Performance enhancements, weight savings, and stylistic revisions will proliferate to the Vantage next, but for now, Aston hopes to bank first on the success of a new DBX SUV. A whole host of S revisions most notably bump output up to a total of 717 horsepower, versus 698 hp for the DBX 707, which critically vaults it back above the Ferrari Purosangue to reclaim the title of world’s most powerful non-electric and non-hybrid super SUV. The increase comes thanks to a pair of upgraded turbochargers borrowed from the Valhalla hypercar – ironically a hybrid – with a 4-millimeter larger turbine housing. But as I learned on a drive program held through Santa Barbara, California, and the nearby mountains, the transformation from 707 to S means so much more than just boosting power by a few additional ponies. All the functional enhancements, though measured in marginal gains alone, simultaneously work together to somehow make my favorite super SUV even better. Don’t take this the wrong way, but the difference between 698 and 717 horsepower at full throttle probably only matters while trying to pull off wheel-to-wheel passes on a racetrack. In the real world, on public roads, the experience of driving matters much more. And I can report with unequivocal confidence that the DBX now has the best steering of any modern Aston Martin. In engineering terms, the steering ratio tightens by just five percent, but not just via programming of the electric assist. Aston also revised the wheel hub mounting points where the tie rods connect, which results in a drastic improvement to feel and granularity. Where every other recent Aston I’ve driven straddles a fine line between lightweight precision and a sense of anaesthetized numbness, the DBX S absolutely nails communicativeness for regular driving, then unleashes a more expressive nature while pushing hard. Part of the improvement likely comes down to a set of optional magnesium wheels, which at 23 inches in diameter are the largest on the market. Consider these absolutely mandatory: Together, the mag wheels save a total of 42 pounds of unsprung mass, the most important place to shave poundage, which always helps to improve both overall performance and steering feedback. Pair drastically lighter wheels with mild suspension tuning updates for the adaptive dampers and 48-volt active anti-roll system, and the DBX S takes an even bigger step forward than the DBX 707 did for the 2025 model year. Meanwhile, the clean and crisp interior design carries over, now with Apple CarPlay Ultra to enhance the user interface with familiar overlays on the gauge cluster as well as the center touchscreen. Over the course of a long drive, CarPlay Ultra worked well other than a few moments when the audio stopped playing – in the more rural parts of central California, I can’t say with confidence whether that was an Ultra, an iPhone, or a reception-related issue. The S’s optional carbon-fiber roof also slots in as another highly recommended option, if only to replace sun glare from the standard panoramic glass roof. This saves another 40 pounds in a critical location for improving the DBX’s center of gravity, too, though from the inside, the leather headliner integrates slightly less neatly than expected. Other design updates include a honeycomb front grille inspired by the DBS, which cuts another seven pounds, and more efficient front intakes that also add a more dramatic angularity to the nose. The side skirts and rear splitter appear slightly smoother from most angles, meantime, and the little ducktail at the rear comes with a jet-black paint job inspired by the V12 Vantage S. Lower down, new stacked exhaust tips further integrate into a more cohesive and aggressive rear end. That exhaust also ramps up the engine soundtrack, as well. By tuning the 4.0-liter V8 so those larger turbos prioritize power output at the higher end of the rev range, with freer flowing exhaust, the DBX S now settles into a lumpy idle almost similar to an American muscle car. Thankfully, gasoline particulate filters mandated by government regulations in other regions will not ship to the USA, and a very mild exhaust note routed into the cabin increases the overall resonance. Aston hoped to avoid any faux noise but the DBX’s incredibly effective sound deadening, which creates a shockingly quiet ride while cruising, almost made the new exhaust sound like it was coming from a different car. Rest assured, at full throat, the DBX S snarls to life and bellows along while delivering endless wellsprings of torque, leaping forward at tremendous pace even halfway into the throttle pedal’s travel. Full throttle requires full commitment (and a long road) as the unbelievable traction allows for downright brutal forward shove, which then transitions to high-speed stability with ease. I struggle to imagine that I actually sensed the additional 19 horsepower, an increase of nearly three percent. And total possible weight savings of 104 pounds only comes to a decrease of just two percent. Regardless, the DBX S feels more exotic, more raring to rev, and happier at the higher end of the tachometer than the outgoing 707. And all the while, even when pushing moderately hard on public roads, the reduction in overall mass, the lightweight wheels, improved steering, and suspension tuning do coalesce into a significantly differentiable SUV than any prior DBX. One that’s undeniably more fun to drive, and without sacrificing any of the comfort or luxury factor, either. Surprisingly, Aston opted against transferring over the adjustable traction control settings available on the Vantage and Vanquish. I thought maybe the S package might have been a good time to introduce this, plus a rear-wheel-drive drift mode to take advantage of the electronic center differential’s ability to send 100% of power to the rear tires. But apparently, all-wheel-drive traction in a large SUV – even a significantly lightweighted one – simply makes this an exercise in futility. Telling an S apart from the DBX 707 requires eagle eyes for any SUVs that lack the optional pinstripe livery. On the interior, though, a new quilting pattern for the seat upholstery (of course, still ventilated and massaging) stands out as a readily apparent change. But tacking on options adds up quickly: those magnesium wheels cost $22,300 while the carbon pack contributed $11,200 to my test car’s $350,500 MSRP. That’s a serious step up from the starting price of $270,500 and yet the DBX S still stands out as quite competitive against the rest of the super SUV segment. A Lamborghini Urus SE, for example, starts at $262,630 with options that tend to compound even quicker, plus the power gains come at the expense of a hybrid system – for better and for worse. Ferrari’s “not-an-SUV” Purosangue that the DBX S needed to beat in power terms also sits at a much higher rung up the ladder, with a starting price of $428,686 (and I’ve never seen one that cost under half a million). Every detail, the overall performance gains, the pricing, and the timing all fit into Aston’s plans to move more DBX units. The S arrives on a perfect schedule for anyone coming out of a three-year 707 lease, as will the Vantage S scheduled next in the planned release timeline. Expect more announcements about other potential S variants soon, as the new strategy under Lawrence Stroll and freshly appointed CEO Adrian Hallmark continues to develop. For now, the DBX arrived first to the S party, and if similarly significant updates proliferate across every model in the Aston portfolio, this plan portends very good things for the entire model range in the not-too-distant future. View All Aston Martin DBXs For Sale Images: Aston Martin

By Kirk Bell – September 27, 2025

Review: 2025 Porsche 911 Carrera GTS T-Hybrid Electrifies...

Picking through the menus of the infotainment screen and digital instrument cluster of the 2025 Porsche 911 Carrera GTS T-Hybrid, I can configure the screens to see how much power is on boil and where it’s coming from. Not only that, but I can also see exactly how the 911’s first-ever hybrid system works in real time. For the left side of the new, fully digital 12.6-inch instrument panel, I chose a display that shows the battery temperature and psi of turbo boost. In the center, I opt for the digital tachometer that replaces last year’s analog version. For the right side, I pick a torque gauge. Moving over to the 10.9-inch touchscreen, I pick the Energy display nested under the Performance widget. It shows the state of charge for the battery and the current output of the combustion engine and electric motor in kilowatts. All this information would be a novel curiosity most of the time, but here it shows the interplay of the electric motor, turbo boost, revs, and engine output. It reveals that the 911’s first hybrid system is incredibly well integrated and demonstrates the advantages the 992.2-generation GTS has over the outgoing 992.1 generation. When my right foot twitches, I can see the electric motor react immediately, adding up to 53 horsepower and 110 pound-feet of torque to help the car accelerate. This motor is located within the eight-speed dual-clutch automatic transmission, and it never drives the car on its own. It’s not here to improve fuel economy, at least not significantly. Instead, it’s included to improve performance, provide torque fill as turbo boost builds, and help future-proof the 911 for European emissions regulations. Shortly thereafter, the turbo catches up. The new 911 GTS T-Hybrid uses a larger 3.6-liter flat-six with a single turbo instead of a 3.0-liter engine with dual turbos. The major change, however, is the addition of another 20-kW electric motor located between the compressor and exhaust sides of the turbocharger. This motor helps the larger single turbo spool up quicker than the twin turbos of the last-generation GTS. That model took a little more than three seconds to achieve its full 18.6 psi of boost. The T-Hybrid’s turbo takes less than a second to spool up 26.1 psi. With more boost and displacement, the 3.6-liter engine makes 478 horsepower and 420 pound-feet of torque on its own. Add the motor’s contribution and total output is 532 horsepower and 449 pounds-feet of torque. That beats the last model by 59 horsepower and 29 pound-feet. When I keep my foot in the throttle, the flat-six revs freely up to 7,500 rpm, and the exhaust belts out its intoxicating raspy thrum accompanied by the whistle and chuff of the turbocharger. The transmission fires through gears with urgency, and the car builds speed relentlessly. The 0-60 mph sprint flashes by in 2.9 seconds, according to Porsche, 0.3 seconds quicker than last year. However, a few launch control blasts show that the strong power makes it hard to get the wide rear tires to hook up and achieve that time. Were I to keep my foot in it, it would accelerate to 194 mph. That’s supercar territory. EPA ratings of 17 mpg city, 24 highway, 20 combined are no better than the last model. However, the hybrid system is well-engineered and integrated. Throttle response is quicker, power is more robust, and the whole system adds only 103 pounds to the total weight of the car versus the 2024 model. The modest weight gain means the 2025 911 GTS boasts the same confident, stable, and confidence-inspiring handling that has been a hallmark of the 992 generation since it arrived for the 2019 model year. With quick and direct steering that supplies a lot of road feel, it’s easy to control the GTS. Throw it into a corner and it takes a set, rotates willingly, and the 245/35R20 front and 315/30R21 rear Goodyear Eagle F1 Super Sport tires grip hard. Standard rear-axle steering makes it more stable mid-corner and shortens parking lot turns, while a standard limited-slip rear differential puts the power down effectively to rocket out of corners. The 911 GTS comes standard with adaptive dampers and the PASM Sport suspension. Compared to the base and S models, the PASM Sport setup gets a 0.4-inch lower ride height, additional negative camber for a more tire contact patch in corners, and stiffer spring rates and rear helper springs that help keep the coil-over shocks seated at full suspension travel. This suspension makes for a firm but not punishing ride. Some may find it too firm and would be better served by choosing the no-cost regular PASM suspension that rides higher and has softer Tuning. This test car also has the optional electro-hydraulically controlled active anti-roll bars. They respond quicker this year thanks to the hybrid system’s 400-volt electrical system, but I see no need for them. The 911 GTS has precious little body lean, and some body lean translates as feel in the corners. My tester is also equipped with the $10,680 carbon-ceramic brakes. These massive binders employ 16.5-inch front rotors and 10-piston (!) calipers and 16.1-inch rear rotors and six-piston calipers. They’ll stand up to numerous track days with a firm pedal and no fade. My tester also comes with the standard Sport Seats Plus. They’re wide enough or larger gentlemen and do a great job of keeping me in place in the face of lateral Gs, but they have only four-way manual adjustments, and their tall, rigid side bolsters become buns scrapers when getting in and out. Spend another $1,580 for the 14-way power-adjustable seats. The rest of the changes for the 992.2 version of the 911 GTS are minor. The headlights now have LED matrix technology and incorporate the daytime running lights into a single unit. The taillights get a new look, and the fascias are more aerodynamic, especially up front, where Porsche adds active grille shutters and a continuously variable diffuser. The 2025 911 Carrera GTS T-Hybrid starts at $166,895, including a $1,995 destination fee. That’s about $15,000 more than the 2024 model, which reflects both improved performance of the new GTS and Porsche’s recent effort to increase profit margins. Expect further price increases due to tariffs. It costs a lot, but 911 GTS buyers get more than just a sports car. The first 911 hybrid tilts toward a supercar in its power and performance, and the new hybrid system is a big part of that additional power. It’s engineered as expected for the Porsche brand, adding minimal weight and working seamlessly. You can watch it all happen in real time if you pick the right displays for the dashboard screens, but mostly you’ll just enjoy feeling it doing its job. View All Porsche 911 GTS' For Sale Images: Porsche

By Basem Wasef – September 20, 2025

First Drive: Six-figure Ford Mustang GTD Boasts Peak Pony...

If you think spending Lambo money on a Mustang is madness, Jim Farley would like to have a word with you. The Blue Oval CEO’s fondness for the O.G. pony car makes the 7-and-sometimes-8-figure-per-year exec seem more like Joe Six Pack than a captain of industry. But his ‘Stang fanboying comes from the heart: he restored a 1964 ½ basket case at 15, acquired a ’65 Shelby GT350 years later, and has tracked all manner of Mustangs in between. Farley’s championing of the platform is well documented and was perhaps most clearly expressed when he shielded the Mustang from extinction during Ford’s 2018 shift to building only trucks, crossovers, and SUVs. The big boss also embiggened the Mustang by throwing the model into a slew of race series, most critically GT3, where the humble American pony car competes against nameplates like Aston Martin, Ferrari, Lamborghini, and McLaren. When contextualized against those ultra-fancy competitors, a heavily spoilered, flared, vented, and $325,000 Mustang GTD starts to make a tiny bit more sense. “Mustang is the flagship race car of the Ford Motor Company, and pretty much any given weekend we’re racing one somewhere,” GTD chief program engineer Greg Goodall told duPont Registry at the vehicle’s media launch in Thermal, CA. “We’re competing against the exotic European carmakers. Why wouldn’t we compete with them on the road?” The first goal when building the baddest ass Mustang in all the land was establishing a killer Nürburgring time. “You can’t just tell people we’re like Porsche,” insists Goodall, “you have to measure it in some way.” Hence, the sub-7-minute time target. Things didn’t initially go as planned, as only three officially timed laps transpired in 2024 due to the weather at the 12.9-mile circuit. While an August run achieved 6:57.685, the team felt there was room for improvement, which inspired chassis, suspension, and aero tweaks, along with revisions to ABS and traction control tuning. In May of 2025, Dirk Müller found 5.6 seconds, elevating the 815-horsepower muscle car’s 6:52.072 time just behind the Porsche 911 GT3 RS (6:49.328), Mercedes-AMG GT Black Series (6:48.047), and the Mercedes-AMG One (6:29:090). Even though GTDs are already in the hands of paying customers, Ford Performance says they’re still chasing a quicker lap time around the Eifel Mountain course. Like that other performance-focused strain linked to international competition, the Ford GT, the GTD was executed through a deep collaboration with Multimatic. The transmogrification starts with a run-of-the-mill Mustang’s body-in-white that gets plucked from Ford’s Flat Rock, Michigan, plant to Multimatic HQs in Ontario. The Mustang’s body-in-white is shipped without front fenders or a hood, which Multimatic replaces with a massively flared and vented pair of fenders and a carbon fiber hood with removable top grilles for track use. Deep surgery begins by plasma cutting and removing the second row, the rear floor, and the outer shell. Much of that negative space gets filled with the Tremec 8-speed dual-clutch transaxle, which helps deliver near-perfect 50/50 weight distribution. Up front is an evolution of the Predator supercharged 5.2-liter V8 found in the GT500 and Raptor R, tuned to 815 horsepower and 664 lb-ft of torque. This application uses dry sump lubrication and drives power through a carbon fiber propshaft – all proper racecar stuff. While the business may be in the front, the GTD’s party is definitely in the back. Due to the transaxle’s disruption of a space that was never intended to house it, Multimatic developed an inboard suspension system that leverages a similar setup to the late, great Ford GT’s. Using dual adaptive spool valve dampers, the suspension adjusts semi-actively within each drive mode. Also like the GT, a track mode (which requires the vehicle to be stopped and in Park to activate) drops the body dramatically in under 2.0 seconds, yielding a super low ride height and satisfyingly aggro wheel stance. Incidentally, carbon fiber reinforcements mend the broken jigsaw puzzle of the GTD’s discombobulated rear end, lending it stiffer torsional rigidity than stock. They also crammed in heat exchangers to cool the transaxle, a massive active wing with DRS that mounts to the rear pillars, and the aforementioned pushrod suspension, which is visible inside the cabin through a Lexan window. Pro tip: Tilting the rearview mirror down while driving enables a clear view of the mesmerizing suspension kinematics. Don’t try this at home. For all the visual theatre of the GTD’s flared, swollen, stanced, and steroidal body, the cabin is surprisingly – and disappointingly – normal. The usual Mustang bits abound, from the touchscreen display to the same HVAC implementation (which blows remarkably cold in 100+ degree weather, by the way) to the faux carbon fiber texture around part of the center console. Minor tweaks include the steering wheel’s adaptive cruise buttons, which have been repurposed to control the multi-stage traction control settings in Track mode. Two days at the Thermal Club provide plenty of time to acclimate to the Alan Wilson-designed circuit in its maximum length, 5.1-mile IndyCar configuration, starting in Dark Horse Mustangs. Despite the annoyingly similar interiors, going from a $75,000, 500-horsepower Dark Horse to a $325,000, 815-horsepower GTD is like, well, going from a horse to a supercar. The GTD’s supercharged V8 comes to life with a raw snarl, its titanium Akrapovič exhaust betraying its track-focused intentions. Surprisingly, though, it seems the supercharger whine has been quieted at speed. Despite this, there are a number of ways the GTD exceeds the GT3 race car. Though heavier, it also produces more power and boasts active aerodynamics and suspension. According to Goodall, the GT3 could outpace a GTD on smaller, more technical courses, though the GTD would likely get ahead on longer tracks. You’d never know the GTD weighs 4,386 lbs from the cradle of the specially developed Recaro driver’s seat; once accelerating, the V8’s tug is magnificent, the steering feel excellent, and the chassis and suspension remarkably agile. Overcook it into a corner, and a brake stab and steering adjustment tucks the ‘Stang back into form quickly. This beast never feels like its mass is getting away from you, especially at higher speeds, since downforce escalates from 941 lbs at 125 mph all the way up to 1,951 lbs at 180 mph. Also commendable are the six-piston carbon ceramic Brembos, which produce powerful, easily modulated fade-free stops. Oh, and you can have any tire you want on the GTD… as long as it’s ultra-sticky Michelin Cup 2 Rs. As much as the GTD’s Hertz Rent-a-Car interior sends the wrong signals about its capabilities, its mercilessly aggressive bodywork and broad-shouldered stance sing to its true self. And lest you suspect that well-heeled muscle car buyers will balk at the price, the order book is already full for the first two years of production. Fierce, controlled, and bombastic about performance, the GTD is the All-American M2 Browning .50 Cal to the GT3 RS’s Teutonic surgical scalpel. And if you’re wondering why Ford and Multimatic didn’t go even wilder with a full carbon fiber chassis, the answer is simple: it would no longer be a Mustang. View All Ford Mustangs For Sale Images: Ford

By Michael Van Runkle – September 13, 2025

2025 Morgan Plus Four Review: A Timeless Reminder of Olde...

The last time British coachbuilder Morgan sold the historic Plus Four model here in the United States, in 2005, the chassis was literally made of plywood – or so the urban legend goes. In point of fact, Morgan always used a steel chassis from the Plus Four’s debut in 1950 all the way until the latest generation debuted in 2020. But that rumor likely grew out of the fact that the Plus Four still uses ash wood for the body frame, even now in 2025, as Morgan begins to ship the latest generation to the United States complete with a BMW powertrain, Bluetooth connectivity, and a stretched design that fits more people more comfortably – all riding on a new aluminum chassis structure beneath the skin. Super. Unfortunately, in a baffling decision, Morgan decided against importing a manual transmission-equipped Plus Four to the United States. A stick shift is available in Europe, but this meant that I recently borrowed a press loaner, not just eager to learn about the new aluminum chassis, but also to experience how such purposefully vintage style matches – or clashes – with the inability to row my own gears. The Plus Four Returns To America Morgan sources the engine and transmission as a unit from BMW, in this case, a turbocharged 2.0-liter inline-four good for 255 horsepower and 295 pound-feet of torque, married to an eight-speed torque converter automatic. Calling the little mill a commuter car engine makes some semblance of sense, given the relatively low 6,500-rpm redline. But remember, this tiny roadster weighs just 2,293 pounds, thanks to the aluminum chassis and ash wood body frame. With plenty of low-end torque on tap to scoot that minimal mass around, Morgan claims the Plus Four can manage a 4.8-second sprint to 100 kmh (62 mph) when equipped with the automatic. But don’t worry about feeling cramped into such a tiny car, which, despite actually measuring slightly less in overall length than the preceding generation, uses an 82 mm longer wheelbase. Technically, the Plus Four counts as a replica car, but it’s also 40 mm wider and 31 mm taller than before, so I fit just fine at six-foot-one despite the two seats being close enough together for the occasional elbow bump with a passenger. Just don’t ask about climbing in and out, which simply cannot be done without a bit of awkwardness. There’s no real armrest on the doors, either, and the pedal box barely fit my size 10 shoes – imagining a clutch pedal squeezed in, I began to appreciate the automatic transmission a little more. The steering wheel adjusts up and down, without telescoping in and out, but I found the seats ride low enough to create plenty of headroom with the convertible top in place. Matching the exterior, the optional Comfort Plus seats hew more toward a classic cruiser mentality rather than a hardcore sports car. And yet, the lightweight chassis makes driving the Plus Four anywhere near the limit a ton of fun. Modern supercars with the power-to-weight ratios of racecars (or better) are one thing, but a lightweight and low-slung sports car with just the right amount of power can nonetheless feel exponentially faster. Not just because sitting so close to the ground creates a forced perspective, but because cornering and braking require so much less grip to hold and haul down legitimate pace. All while the BMW inline-four churns out a mirthful soundtrack, turbo spooling up and exhaust overrun burble from the exhaust pipes that seemed to stick out immediately behind my skull. The auto transmission even works fairly well, even if it’s not as snappy as a dual-clutch and prefers stately driving more than hard charging. But skipping the manual here in the United States absolutely misses the mark. Sure, take rates for stick shifts in the U.S. pale in comparison to Europe – but this car’s target customer base is a self-selecting sample that clearly wants something out of the ordinary, rather than a commuter EV or a more modern sports car. Modernized, Yet Timelessly Classic The first time I pulled away in the Plus Four, I marveled at how battened down the chassis feels. Cracks in the road and speed bumps created no suspension clunks or wobbles, quite an impressive feat for a car so small that it’s built using wood. Plus, with so little weight over the rear, the Plus Four happily chirped the tires loose between shifts up to third gear once I popped the horrific BMW shifter to the left for Sport mode. That futuristic, angular design looks entirely out of place here – even more so than in an Ineos Grenadier. Selecting Sport+ then requires pushing a much more pleasing metal button ahead and to the left on the walnut center console, and I regularly held down the mirrored ESC button to fully turn off traction control intervention. This brought up a small warning on the mildly configurable digital gauge screen, another concession to modernity that seems slightly out of place in something otherwise analog. This particular Morgan arrived in America equipped with the Dynamic Handling Pack, a $2,410 option that adds adjustable shock dampers, a rear sway bar, and marginally stiffer rear springs. In its factory setting, the suspension tuning perfectly bridges the gap between firm and compliant – simultaneously comfortable enough for daily life but also stiff enough to handle hard cornering in canyons. With a bit more mass from the engine out front, the rear sway bar in particular contributes to a happy propensity toward easily controlled slides, which give way to oversteer in a satisfying and communicative transition while whipping through consecutive curves. The Plus Four serves as yet another reminder that having slightly more power than tire traction makes driving a ton of fun. Sure, modern sports cars and supercars can go right ahead and chase lap times with those enormous tires on enormous wheels, Morgan seems to say. Instead, the Plus Four sticks with a scant set of 205-millimeter Avons mounted on 15-inchers that reminded me of Campagnolo wheels on Maseratis from the late-1970s and early-80s. As surprisingly well as it drives, the Plus Four nails the classic style even better. Ice Green metallic paint absolutely glistens, highlighting every swooping curve from every angle. I’d still take a little spare tire on the rear decklid, though, and the profile definitely looks best with the top laid back and the side panels removed – from both a design standpoint and the driver’s perspective. I removed the side panels almost immediately, using a little tool on the key ring to loosen metal knobs on the exterior of the doors. A carrying case then protects the glass and leather from damage, though the whole package doesn’t quite fit behind the seats nicely. Morgan clearly invested a ton of time and effort into developing the new bonded aluminum chassis, as confirmed by the impressive ride quality. But a close eye on build quality is also clearly reveals some smaller details that went overlooked, in addition to where to store the door panels: one glued-on leather panel already detaching from a door, a hilarious lumbar support system actuated by flimsy hand pumps zip-tied in front of the lower seat cushion, nice metal dials for the climate control and volume that were unfortunately designed in such a way that the decals becomes meaningless once spun around in any direction. Worst of all, the sun visors mount to the top of the windshield surround with a long Allen bolt and spacer, but no rubber washers or dampers of any kind. So, any smallest reverberation from the road or wind caused horrific rattling directly in front of my face on every single drive. On my own car, I would remove and replace this tiny yet unignorable annoyance, but that’s not exactly the kind of thing I want to be doing with my brand-new six-figure toy. Morgan Plus Four: Conclusions I gave back the Morgan, sad to see it go. Over the course of the loan, I increasingly grew comfortable daily driving around big pickup trucks and SUVs with tires that rode about as high as my shoulders. There’s simply nothing else new quite like the Plus Four on American roads, as lightweight sports cars increasingly go extinct. And the style truly elevates the Morgan into a class of one: this little British roadster turned more heads than any car I’ve ever driven bar none, including Ferraris, Lamborghinis, Bugattis, and more! Imagining a Plus Four in the driveway next to a G-Wagen (or a Grenadier, for that matter) sure seems like a perfect two-car solution for daily life and weekend fun. Such a unique, bespoke character makes the base price of $84,995 seem fairly reasonable, though my tester ramped up to $103,970 as optioned. Most importantly, all the attention the Plus Four received from pedestrians and other drivers brought a smile to everybody’s face, not just mine, as I ripped around town, despite lamenting the lack of a manual transmission, which would simply take the cake. View All Morgans For Sale Images: Michael Van Runkle

A beige Lexus SUV, the 2025 Lexus LX 700h Overtrail 4WD, is parked on dirt ground with mountains and trees in the background at sunset—showcasing its highly capable yet moderately practical design.

By Kirk Bell – September 06, 2025

Review: 2025 Lexus LX700h Overtrail

A 4WD That Is Highly Capable, Moderately Practical The 2025 Lexus LX 700h Overtrail is an enigma. It’s the Japanese luxury brand’s flagship SUV, yet for every positive, there seems to be a negative. Driving on Southeastern Wisconsin freeways and country roads, the LX 700h demonstrates many strengths. It’s powerful, supremely comfortable, loaded with easy-to-use technology, and its ride is buttery smooth. However, I spot the shortcomings, too. The Lexus LX 700h has a hybrid powertrain, but it’s not that efficient, it lacks interior space for its massive size, and it handles poorly. To get the most out of it, I should tap into its greatest strength by venturing off the beaten path. Instead, I’m driving it like most buyers will – to get from Point A to Point B. The 2025 Overtrail represents two firsts. The hybrid powertrain and the Overtrail trim are both new for the LX this year, and both contribute to advanced off-road prowess. The hybrid system consists of a twin-turbocharged 3.4-liter V6 from the LX 600 with an electric motor mounted between the engine and 10-speed automatic transmission. The engine spins up 409 horsepower and 479 pound-feet of torque, and the electric motor increases total output to 457 horsepower and a stump-pulling 583 pound-feet of torque. Unlike other Toyota/Lexus hybrid systems, the LX 700h has a traditional starter and alternator rather than using the electric motor for their functions. That’s to keep the powertrain working should the hybrid system somehow fail while the Overtrail is off-roading. The precise power delivery offered by the hybrid system can also be a boon when off-roading in situations when a slight tip of the throttle might get you onto solid footing. More than that, though, the hybrid system makes the LX quicker and more efficient, but not by much in either case. The 0-60 mph time drops from 6.9 to 6.4 seconds, and fuel economy improves by 2 mpg, to 19 mpg city, 22 highway, and 20 combined – all for an additional $9,000 over the price of the LX 600. You won’t recoup that cost any time soon. Every LX comes standard with a full-time four-wheel-drive system with low-range gearing, a locking center differential, and a hydraulic suspension that can raise the ground clearance by two inches from the standard 8.3 inches for off-roading. The Overtrail trim goes further by adding 33-inch all-terrain tires on 18-inch wheels and front and rear locking differentials. A big footprint, a tall ride height, mushy tires, and an off-road-tuned suspension hurt the LX’s handling, but the 265/70R18 Toyo Open Country A/T III tires that roll over during sharp changes of direction also work in concert with the double-wishbone front suspension, multi-link independent rear suspension, and standard adaptive dampers to soak up even sharp bumps. The LX’s TNGA-F ladder frame platform causes only modest pickup truck-like jiggle on broken pavement. The hydraulic suspension is not as advanced as the air suspensions of several rivals, lacking the ability to react to road conditions in real time and doing nothing to fight the LX 700h’s copious body lean through corners. The LX drives bigger than its considerable size, with slow steering that has a little play on center and more body lean than you’d get in the even larger Cadillac Escalade or Lincoln Navigator. The last generation of the LX offered the Kinetic Dynamic Suspension System of hydraulic-linked active anti-roll bars that fought body lean and provided greater wheel articulation for off-roading. The new generation would benefit from KDSS as well. How about it, Lexus? The tradeoff for the poor handling is amazing off-road prowess. Few vehicles on the market have front and rear lockers, which can be deployed to lock the wheels on an axle should one wheel slip to find traction with the other. That’ll get you out of tough situations that other adventure vehicles can’t. The hybrid system’s nickel-metal hydride battery is located in the rear floor area and sealed within a box to keep it dry as the vehicle fords up to 27.5 inches of water. Lexus provides a front skid plate and two additional protective plates to protect the underbody from off-road hazards. The LX 700h also has a two-speed transfer case for low-range gearing, and each of the H4 (High 4) and L4 (Low 4) ranges has its own drive modes. Auto, Sand, and Mud modes are common to both ranges, while H4 adds Deep Snow and L4 adds Rock mode. Those modes are in addition to the standard on-road drive modes that consist of Normal, Eco, Comfort, Sport S, Sport S+, and programmable Custom. Beyond that, the LX 700h offers five settings of Crawl Control that set the vehicle speed to get through tricky off-road situations. This system comes with Turn Assist that brakes the inside rear wheel to shorten turns. A standard Multi-Terrain Monitor uses four cameras to provide a panoramic view, as well as underfloor, front, and rearview images on the 12.3-inch infotainment touchscreen. A smaller 7.0-inch touchscreen below that screen offers such off-road data as brake and accelerator percentage, vehicle height, differential lock status, and Crawl Control setting. This screen also handles the climate and ambient lighting controls. Inside, the LX 700h Overtrail combines technology with unmistakable luxury. Tech features run the gamut from 12.3-inch screens for infotainment and the gauge cluster to a rear camera mirror to a 4G wi-fi hotspot to a digital key. High-quality materials include soft semi-aniline leather upholstery and black open-pore wood trim. The LX 700h Overtrail also comes loaded with amenities, including heated and ventilated first- and second-row seats, massaging front seats, a heated steering wheel, and a cool box. However, the cabin offers only modest utility. At 200.6 inches long, the LX is about a foot shorter than the standard wheelbase version of the Cadillac Escalade, or about as long as the Dodge Durango. My Overtrail tester has the third-row delete option, which is just as well because the underfloor battery cuts into both cargo space and third-row passenger space. The LX 700h has only 7.2 cubic feet of cargo space with the rear row up and 62.8 cubic feet with the second and third rows folded flat. The latter figure is about nine cubic feet less than the LX 600. It’s even less space than the compact Toyota RAV4. The Overtrail may sit atop the LX lineup for off-road capability, but it’s the least expensive LX. It’s priced at $115,350, including a $1,350 destination fee. For that money, buyers get the smoothest riding LX and the most capable off-roader in the Lexus lineup, though they have to give up handling and pay more for a marginal efficiency gain. Even flagship models don’t have it all. View All Lexus For Sale Images Source: Lexus

A blue convertible sports car, like the 2025 McLaren Artura Spider, speeds along a road with blurred trees and rocky terrain in the background—perfectly capturing the droptop’s split personality in motion.

By Kirk Bell – August 23, 2025

2025 McLaren Artura Spider Review: Droptop With A Split P...

“Twenty, twenty, TWENTY,” my mom screams, as I approach a 90-degree bend preceded by a 20 mph sign on a country road near her home in Bumpkinville, Wisconsin. I’m doing plenty in the McLaren Artura Spider, and slow to about 40 mph for the turn, which the car handles with ease. “Are you trying to kill your mother?” she asks. “No, mom, that would kill me too,” I reply. “This car has a lot of capability.” That’s the engaging supercar side of the Artura Spider’s multifaceted personality. As a plug-in hybrid, it can also be an electric economy car or an everyday driver. The Artura is McLaren’s entry-level supercar, and the Spider fills the droptop role. It features a power-operated hardtop that opens or closes in just 11 seconds at speeds up to 30 mph. Carbon-composite construction means the top adds just 136 pounds versus the coupe. Electric Economy Car McLaren also limits the weight added by its plug-in hybrid powertrain, which consists of an axial-flux motor in the eight-speed dual-clutch automatic transmission, a twin-turbocharged V6, and a 7.4-kWh battery. The hybrid system adds just 287 pounds, which keeps the curb weight down to a reasonable 3,439 pounds. The V6’s 120-degree V makes it spread wider and sit lower than the typical 60-degree V6s in mainstream cars. A dry sump oiling system lets it sit even lower, and the 94 horsepower and 117 pound-feet of the electric motor contribute to a total system output of 690 horsepower and 531 pound-feet of torque. Start the Artura and it defaults to the Electric mode, which can be used up to 81 mph and effectively gives this sleek supercar silent propulsion and the power of a Smart ForTwo. The small battery enables a modest 11 miles of electric range, so Electric mode is best used to save fuel in heavy traffic or when driving in emissions-free city zones. Everyday driver Click the powertrain controller on the right side of the instrument panel to Comfort and do the same for the suspension on the left side of the IP, and the Artura Spider becomes a comfortable everyday driver. The car can run on electricity in Comfort mode, but step hard on the throttle and the V6 fires up with a pleasing “whum.” In Comfort, the exhaust note doesn’t drown out conversation, and the transmission and engine are relaxed. A deep stab of the throttle will unleash all 690 horses, but it’s just as happy to chill. Comfort also maintains a five-percent charge in the battery, which is important because reverse gear only runs on electricity. The Artura Spider is made from pretty exotic stuff. It’s built around a new mid-engine carbon-fiber tub called the McLaren Carbon Lightweight Architecture (MCLA), and it’s set on sticky 235/35R19 front and 295/35R20 rear Pirelli P Zero Corsa tires. That’s all aimed at performance, but the Artura manages to ride well enough to make it comfortable for regular duty. In their softest setting, the adaptive dampers absorb most bumps like a sport sedan. City and highway driving give me time to check out the interior. My test car is equipped with the heated, power-adjustable comfort seats that have big bolsters to keep me situated in the corners but leave room for wider backsides. The $9,400 Performance Spec includes high-quality Alcantara upholstery with orange piping, and a $1,600 black package adds gloss-black plastic trim. Engaging supercar The Mr. Hyde side of the Artura’s multiple personalities is accessed through the Sport and especially the Track settings for both the suspension and powertrain. My tester has the $5,100 sport exhaust system, which adds active exhaust valves and a symposer to pipe the exhaust note into the cabin. Sport mode opens the valves and activates the symposer, turning up the exhaust note’s volume so it becomes the entertainment rather than what’s playing on the radio. Track mode makes it even louder, which is great when dicing up the corners, but fatiguing when it drones on at highway speeds. Sport and Track also unlock the powertrain’s supercar rambunctiousness. The throttle gets touchier, and the transmission hangs on to gears longer. Despite the torque fill of the electric motor, there is a touch of turbo lag from a stop, but after that, power delivery gets intense. I open it up on a country road and the Artura pins me back into my seat. The transmission fires through shifts as the V6 approaches its 8,500-rpm redline with a raspy crescendo. The 0-60 mph run takes just 3.0 seconds, extra-legal speeds arrive all too quickly, and the Artura Spider tops out at 205 mph. Sport mode keeps the battery at about a 45-percent charge, while Track overrevs the engine to charge the battery. On a 45-mile cruise back home, Track mode charges the battery from 20 to 80 percent, though I could also charge it from 0-80 percent in 2.5 hours on a 240-volt home outlet. Sport and Track modes also firm up the dampers to make the ride busy on broken pavement and harsh over sharp bumps. The track is so firm that I wouldn’t recommend using it on anything but smooth pavement. On a twisty but patchwork country road, I put the suspension in Comfort to keep the tires on the pavement as much as possible. The low-slung Artura leans slightly in corners, which translates as feel from my perspective. It feels hunkered down and stable mid-corner, where I can control oversteer or understeer by adding or subtracting throttle. I don’t get the chance to drive the Artura Spider on a track, but track time in the Artura coupe revealed that the Pirellis have unrelenting grip, the car rotates willingly, and the standard carbon-ceramic brakes are strong but have a wooden feel after initial bite. In that extreme circumstance, the transmission didn’t always downshift to the right gear for the best power out of corners. I found I could do better with the large carbon-fiber shift paddles. The Artura’s best dynamic trait is its electro-hydraulic steering. It’s pleasingly quick and direct with good weight, and road feel is plentiful through the small-diameter, flat-bottom steering wheel. The car reacts to steering inputs with scatback agility, too. The 2025 McLaren Artura Spider starts at $281,008, including a hefty $5,000 delivery charge and a $2,208 fee for a few take-home goodies in the America’s Accessory Pack. That’s $24,700more than the coupe, and McLaren is happy to sell you as many expensive options as you like. With a smattering of options, my test car carries a substantial $332,348 price tag. That’s obviously a lot of money to spend on a car, but McLaren Artura Spider can be seen as three cars in one. It’s quiet and efficient for short bursts as an electric economy car and comfortable as a daily driver, but it’s the most fun as an engaging supercar that can scare the hell out of your mom! View All McLaren Arturas For Sale Source: McLaren

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