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 bronze Lincoln Navigator SUV is parked on a gravel driveway in front of modern steps and greenery on a sunny day, echoing the comfort described in the Review: 2025 Lincoln Navigator L Black Label Coddles Like A Spa On Wheels.

By Kirk Bell – August 20, 2025

Review: 2025 Lincoln Navigator L Black Label Coddles Like...

For as much as it can do while on the move, it’s what the 2025 Lincoln Navigator does while standing still that sets it apart. Lincoln wants you to think of the new Navigator as a spa on wheels and a third space where you can feel at ease. The Lincoln Rejuvenate feature that’s calming me with the green glow of charged particles from the sun hitting the Earth’s magnetic field is only available when in Park. It’s one of three programs that come standard in every Navigator. The others are Waterfall Meditation with guided voice prompts and The Elements, which cycles through displays featuring water, air, earth, and fire. The system can also turn on the seat heaters/coolers, adjust the lighting and temperature, and play soothing sounds through the audio system. The Navigator isn’t the first vehicle with this type of system. Mercedes has offered a similar system for years in the S-Class and other high-end models. But this is the first application of this type of system in a Lincoln, and the Navigator is the only vehicle in its class with it. The Navigator offers much more than Rejuvenate to keep occupants comfortable and help them relax, whether at a stop or on the go, especially the top Black Label model I’m driving. It comes standard with a 30-way power-adjustable driver’s seat (a mere 28 ways for the front passenger), heated and ventilated second-row seats, heated third-row seats, a heated steering wheel, power-adjustable pedals, a Revel 28-speaker audio system, a rear-seat entertainment system, power running boards, and three-zone automatic climate control. The technology stands out even more than the luxury. That 48-inch screen that sits at the base of the windshield serves not only as the digital instrument cluster but also provides a second display for the navigation system. It has three more programmable display areas that can show the trip computer, a towing trip computer, the weather, a compass, the fuel economy, or the media that’s being played. Lincoln also provides an 11.1-inch touchscreen on the lower portion of the dash. It controls what appears on the big screen as well as the normal infotainment functions. Leaving space to view the 48-inch screen required moving the steering wheel out of the way by giving it a small diameter and a flat top and bottom. Rather than looking at the instrument cluster through the steering wheel, drivers see it over the wheel. It’s a somewhat odd layout, but it works, though I prefer a more traditional layout. The steering wheel is also home to a pair of five-way controllers. The right one handles the power controls for the steering column, mirrors, and pedals, while the left one activates the standard Blue Cruise. One of today’s better highway driver-assist system systems, Blue Cruise allows for miles of hands-free driving, but I’ve had trouble with it deactivating due to glare off my glasses when the sun lies ahead. Space remains one of the Navigator’s greatest strengths, especially in the L body style that is a foot longer. It seats seven in comfort. The second-row features captain’s chairs and a small screen to control the temperature, massage function, seat heating and cooling, audio, and lighting. The seats power recline and tilt forward to allow access to one of the best third rows on the market. The power-folding third row drops down to increase cargo space from 36.1 to 75.4 cubic feet, which is accessed by a new split tailgate. That expands to a massive 121.6 cubic feet with the second and third rows down, which is only bested by vans. This cabin is wrapped in high-quality, purposefully chosen materials. Buyers don’t simply pick a leather color and trim materials. Rather, they choose from three Black Label themes. My tester comes outfitted with the Atmospheric theme, which features Salt Crystal Gray leather with Adobe stitching and a diamond seat pattern, a Salt Crystal Gray synthetic suede headliner, black synthetic suede carpets and floor mats, dark wood interior trim, and aluminum wheels highlighted with Radiant Copper paint. The Navigator remains a truck-like body-on-frame vehicle, and that format is at odds with the interior’s mission to coddle its occupants. This beast weighs in at 6,044 pounds and is engineered to tow up to 8,700 pounds (8,400 with my tester’s 24-inch wheels). The heavy components and sturdy frame give the Navigator a firm, borderline bouncy ride, though the standard adaptive dampers do a good job of quelling excess body quake. Lincoln tunes the suspension for a firm, controlled ride. That means the body leans less in corners than it will in a Cadillac Escalade, but the ride isn’t as forgiving as the Caddy. Lincoln doesn’t offer advanced suspension components such as air springs or electronically controlled active anti-roll bars that could help the Navigator lean even less. At 231.9 inches long, the Navigator L is a monster on the road and cumbersome in parking lots. Rear-axle steering would be another smart addition to make it easier to park. Drivers have a choice of seven drive modes that firm up the controls or soften them. No matter the mode, the steering has some welcome heft and is stable on center, and the powertrain always offers plenty of punch. Under the hood lies a twin-turbocharged 3.5-liter V6 that supplies 440 horsepower and 510 pound-feet of torque. It sends its power to all four wheels through a 10-speed automatic transmission, and a two-speed transfer case comes with the standard heavy-duty towing package. The power arrives readily and with a prominent growl that’s unexpected and a little brash for a luxury vehicle. Some buyers may prefer a quieter engine. Of course, with all that power and weight, the Navigator L drinks gas like a sailor on shore leave. It’s EPA rated at 15 mpg city, 22 highway, 17 combined. The 2025 Lincoln Navigator L Black Label starts at $121,485, including a $1,995 destination fee. For that money buyers get a roomy, powerful, and luxurious vehicle that can carry the family while towing the horse trailer or Airstream. Luxury brands offer more comfortable spas on wheels/relaxing third spaces, but none that offer as much capability as the Navigator L. View All Lincoln Navigators For Sale Images Source: Lincoln

A blue V12 Revuelto Lamborghini is driving on a racetrack with a blurred background, indicating motion.

By Michael Van Runkle – August 19, 2025

Track Review from Estoril: Lamborghini Temerario Might Ju...

Last year during Monterey Car Week, Lamborghini unveiled the Huracán supercar’s highly anticipated successor, which will serve as the final step in a broader hybrid strategy that began with the flagship Revuelto and Urus SUV. Dubbed the Temerario, the new model earned immediate coverage largely thanks to the borderline unbelievable stats of that hybrid powertrain, highlighted by a twin-turbo V8 that can rev to 10,000 rpm. Alongside three electric motors borrowed from the Revuelto, combined output peaks at an absurd 907 horsepower. Almost a year later, the time finally arrived for media to preview the Temerario in a dynamic launch program held at Estoril Circuit, the former F1 and MotoGP racetrack in Portugal. With a long front straight and several tricky, technical turns, Estoril served as the perfect place to show off the Temerario’s all-out power and engaging performance, plus some of the nifty drifting and launch control features that advanced all-wheel-drive hybrid tech make possible. Setting a New Personal Top Speed Record Even before climbing into a Temerario, as I slipped on a head scarf and helmet, echoes off the grandstand hinted at the fun ahead. EU emissions regulations dictate the use of gasoline particulate filters, so the V8 unfortunately lacks the high-end thrill of a Huracán V10 or a Revuelto V12, but the sheer pace as the previous drive group whipped by still sounded unmistakable. Soon enough, I found out myself, after a first sighting lap that I spent warming up the tires and acclimating to the track layout. By the time I let loose onto the front straight, full EV and internal-combustion power working together in an understated concerto, I glanced down at the speedometer and spied 301 kph – or 187 mph, good enough to set a new personal record as my highest top speed ever and best the Corvette ZR1 that I took to 181 mph earlier this year. And we were just getting started. The rest of that first stint revealed that I’d been babying the Temerario. No need to act timid here, instead Lambo’s latest and quite possibly greatest supercar appreciates a bit of intrepid helmsmanship, quick flicks of the light steering, and heavy doses of full-throttle acceleration. After just a few laps, I easily found and exceeded the limits of the Bridgestone Potenza Sport tires, the magic point where slip-and-slide actually allows for more speed and confidence beyond the edge of full traction. Lamborghini Temerario equipped with the light-weight 'Alleggerita' package and high downforce wing I spent the rest of the day after that first stint in a Temerario equipped with the lightweight “Alleggerita” package, which adds Potenza Race tires as well as a host of carbon fiber to save pounds and a titanium muffler that further enhances the engine’s soundtrack. The Alleggerita package dictated slight modifications to the Temerario’s suspension tuning to handle the additional cornering load, too. But the tires alone unlocked a whole new level of performance, with more feedback and grip that improved the steering feedback, clamped down the braking, and accentuated all-out grip while blasting back out of corners. So much so, that once I found a rhythm, the speedo eventually topped out at 308 kph – not too far off the top speed of 340 kph. And I left a fair amount on the table, too, because my lead-follow instructor, senior attributes and performance developer Mario Fasanetto, had me braking early at the end of the front straight in the name of safety. I figure that holding off and trusting the Temerario more into Turn 1, I might have easily hit 315 kph. Slipping and Sliding Around Estoril’s F1 track Later in the day, Fasanetto hopped into the passenger seat to coach me through a few tries at the Temerario’s drift mode. Turning on drift mode requires simply pushing a button on the steering wheel, then spinning a dial to select one of three levels: Level 1 targets 15 degrees of drift angle, Level 2 allows for 30 degrees, and Level 3 maxes out at 40 degrees. In each mode, the Temerario’s advanced traction control computations prioritize front-wheel torque vectoring by the dual electric motors to help enable and extend slides. I started out in Level 2, and lit up the rear tires easily by initiating a quick hit of steering and throttle simultaneously. But I struggled to finish the drift smoothly after a second or so spent sideways, and even spun out on my next attempt. Surprisingly, stepping up to Level 3 actually made the process easier, with more predictable throttle response and greater stability over the nose. Or maybe practice makes perfect, but by the last couple of runs, Fasenetto started cheering and might have even exclaimed “Like a pro!” Next, we cruised back over to the start of Estoril’s front straight to give launch control a go. Again, I pushed a little button on the steering wheel – this time on the left of the Lambo badge – to activate the new mode. Then, I braked with my left foot and pushed the accelerator pedal to the floor for two seconds to let the V8’s 70-millimeter turbos build boost, until I just stepped off the brake. All four tires only chirped for a millisecond before leaping forward, as the Temerario managed to deliver the kind of neck-snapping acceleration typically limited to only today’s era of highest-performance EVs. Though the day at Estoril proved beyond a reasonable doubt the performance benefits of arguably the world’s greatest V8 engine working alongside the triple e-motor setup, all the Temerario’s modern tech also improves daily driveability, as well. Push the start-stop button, still under the red jet fighter cover, and the powertrain wakes up automatically into all-electric Citta mode. Though the centrally located battery pack only holds 3.8 kWh of electrons, the Temerario can cruise along for approximately six miles in silence. Want softer dampers for a long highway journey? No problem, change the drive mode. And Lambo will even sell more comfortable seats with ventilation too.Most importantly, accessing every mode from Citta quiet to full drifting fun never gets confusing thanks to a simplified user interface and plenty of physical switchgear. Unlike, for example, another incredible Italian hybrid, the Ferrari 296 GTB – that can easily border on frustrating due to incomprehensible haptic buttons and the lack of a center touchscreen. The 296 GTB delivers similar hybrid punch, but lacks the almost limitless revving of the Temerario. And even if the sublime steering slices perfectly through any corner, the Ferrari also lacks some of the hooligan fun of Lambo’s all-wheel-drive drifter. A McLaren 750S similarly sticks with RWD only and definitely benefits from McLaren’s quintessential priority on weight savings. But the Temerario’s powertrain takes the cake, while contributing to a bit more daily-driver confidence, as well. From a design perspective, this latest Lambo continues a trend toward classier styling that allows for more apt comparisons to Ferraris and McLarens, not to mention pricing that will likely take abig step up from the Huracán, too. But I also spent plenty of time at Estoril contrasting the Temerario with the 1,064-hp Corvette ZR1 that I drove earlier this year, which proved that four-figure horsepower stats don’t need to cost seven figures. Lamborghini Temerario Conclusions The Temerario’s Gallardo and Huracán lineage shines through, with plenty of cues taken from Revuelto, but the gut-punch of acceleration and track performance most closely resembles the ZR1 that I tested at COTA this past spring. Don’t even ask about Corvette design versus Lambo, though… And keep in mind, this is just the first Temerario variant. Lambo’s reps on hand stayed mum on potential Evo or STO track specials, much less a Sterrato off-roader. The Temerario starts at $382,654, with the Alleggerita package costing $49,113. Ticking that box improves upon my main two critiques for the car, the lighter steering and underwhelming exhaust note with the base muffler. Regardless, when specced properly, the Temerario arrives as a stone-cold stunner, maybe the most enjoyable supercar ever to drive hard at the limit. Stupendous technological competence allows the Huracán’s successor to make everyone a better driver, myself included, all from behind the scenes. And might, just possibly, even outshine the V12 Revuelto in terms of true driving delight. View All Lamborghinis For Sale

An orange Gunther Werks Turbo Tested sports car is parked on asphalt near a port with shipping containers and cranes in the background under a partly cloudy sky—bar none, the gnarliest Porsche restomod yet.

By Michael Van Runkle – August 09, 2025

Gunther Werks Turbo Tested: Bar None, The Gnarliest Porsc...

Amid a swelling sea of Porsche-based restomods, each and every firm that enters the market needs to quickly establish a clear-cut identity from the get-go. Few will ever manage to turn heads from the jump as well as Gunther Werks, which burst onto the scene in 2018 with a radical take on the quintessential 911 sports car as envisioned by Vorsteiner Wheels founder and CEO Peter Lam. I recently visited Gunther Werks' headquarters in Southern California, legitimately curious to learn whether Porsche performance can ever match such an aggressive level of creative license and custom craftsmanship. And even a single day with the latest and greatest model, dubbed simply the Turbo and first unveiled at The Quail, A Motorsports Gathering almost a year ago, completely quelled any lingering doubts about Gunther Werks being gun-shy when push comes to shove in the Porsche restomod scene. What Sets Gunther Werks Apart As with Gunther’s previous Coupe (formerly known as the 400R) and Speedster, each Turbo starts with a client’s 993-generation 911 as a donor car. Ideally, a Carrera 2 (though a Carrera 4 will also work), these last of the air-cooled Porsches were still built by hand in Zuffenhausen before Porsche transitioned to true mass production methods for the 996-generation successor. Gunther then strips, blasts, and restores the chassis underpinnings before bolting on additional bracing front, mid, and aft. The resulting monocoque now boasts 150% improved torsional rigidity, and then receives carbon-fiber body panels and a complete overhaul down to the last detail inside. Apart from the immediacy of such bold exterior styling, up close and personal, the Turbo reveals truly impressive levels of attention: from the knurled metal switchgear to bezels in the headlight surrounds that resemble track safety tape. Some of the old-school luxury details, including 24-carat gold for the tachometer trim, contrast nicely against all the overtly modern carbon fiber, the PCCM head unit with Apple CarPlay, and the JRZ suspension that can be adjusted through a smartphone app. But the true star of the show hangs off the rear axle, a Rothsport Racing 4.0-liter flat-six built to handle dual 48-millimeter Garrett turbochargers. Skipping out on bigger turbos purposefully maintains crisp throttle response, yet these produce enough boost that even in the mill’s Comfort setting, the Turbo can crank out an absurd 513 horsepower and 458 lb-ft of torque. That’s nearly AMG GT power, which requires twin-turbos for a water-cooled V8, in a rear-engined car that weighs almost exactly 1,500 pounds less. Sport then steps up a notch to 650 hp and 518 lb-ft, and the top Track mode climaxes at an absurd 840 hp and 594 lb-ft. Controlled via a six-speed manual shifter with zero traction or stability control assist, no less. And the shifter itself demands some attention, with sculptural exposed linkages clearly visible inside the transmission tunnel. I palmed the metal knob and met a bit of resistance the first time I slotted the short throw into first gear, but each step through the H-pattern greeted my hand with a satisfying thunk as I ripped through short gear ratios that Gunther purposefully retained to highlight the engine’s rev-happy nature. Along the way, that 4.0-liter’s soundtrack truly eclipses any other car I’ve ever seen, heard, or driven. Air-cooled rasp and turbo whine and a massive gear-driven horizontal fan all work together in a mind-melting cacophony, even at idle. I sensed violence contained within such beautiful physical form, yet the first few minutes of driving in Comfort mode revealed an almost benign sense of calm capability, too. Adjusting to Increasingly Powerful Drive Modes I started out tooling around town, enjoying little quarter-throttle pulls and each shift without ever venturing too far into the tachometer. Playing nicely, the throttle never seemed touchy or twitchy, which helped to keep my nerves at bay as I piloted something so obviously raring to rumble. Then I spun the steering wheel’s right-hand dial to Sport, which promptly unleashed noticeably more surging grunt, as instantaneously accessible wellsprings of torque became available even below 2,000 rpm. Track mode then dives even further into the deep end, with unrelenting power available at every lightest touch of the go pedal. The time soon came to enjoy each and every rev on the way to the 7,800-rpm redline, as the Rothsport engine ripsawed up through the tach and the brute force shoved me back into the surprisingly comfortable carbon-fiber bucket seats (a serious improvement over Porsche’s current crop of buckets, which seem inspired by airliner coach seats). All the while, the Turbo enjoyed nudging deeper into corners, and I sensed the chassis loading up each individual tire with grip, which only lent more confidence as I unwound the steering wheel while the tail end squatted under the unrelenting shove of swelling boost, until that blattering banshee of an engine dominated all my sensory perception once again. Custom Touches to Match the Driving Thrills Yet still, I never stepped over the limit without asking the Turbo to break the rules of physics. Wide tires likely bear some responsibility for the impressive driveability: Continental ExtremeContact Sport 02 rubber measuring 295 millimeters wide up front and 335 at the rear retains enough compliance to provide grip without getting too stiff. Same for the JRZ suspension, which works in perfect harmony with the steering – the former electronically adjustable and the latter still hydraulic, for predictable levels of feedback. Just don’t ever look down at the speedometer, which Porsche mounts to the right of the tach for good reason. Triple digits fly by almost too fast for public roads – luckily, so much stopping power from Brembo continuous-thread carbon ceramic brakes can haul down that kind of speed with ease. Once again, the artful performance from every aspect, rather than simply shoehorning big power into a light car, inspired far more confidence than I expected from the onset. The whole point, for Gunther Werks, is to enhance the engagement factor that so many modern supercars and hypercars struggle to achieve despite – or, arguably, because of – such impressive technological advancements at the far end of today’s computerized age. But a similar priority placed on individualization figures into the mix, too. This car’s bright and bold orange paint, with a contrasting leather interior, serves as perfect fodder for marketing pics. A Turbo can easily inhabit a more restrained character, too, in keeping with the classic understatement of the air-cooled 911. Especially when specced with a smaller spoiler and darker hues. Most colors that Gunther Werks applies (on site with two paint rooms) wind up fully custom, known only by the client’s last name rather than a particular moniker. Similarly, no two cars will ever wind up identical, especially given the number of interior options that run from leather dash plates to carbon-fiber everything, a Travel Package transmission tunnel with a built-in cell phone mount, and even the steering wheel’s dish depth. I truly appreciated the magnetic removable headrest pads for track days, which aren’t about saving weight per se but rather to make room for a helmet. And despite the custom rollcage, at six-foot-one I fit just fine thanks to the Turbo’s double bubble, with or without a helmet on. Gunther Werks Turbo: Conclusions Of course, tracking a Turbo requires a certain level of confidence that I’d need to build up over time. Pricing for the Gunther Werks Turbo starts at $1.45 million, but as specced, my test car ran up to $1.8 million. A full build requires about 24 months from the time Gunther receives the donor car, including time spent guiding clients through color and material options. Only 75 Turbos will ever join the 25 Coupes and Speedsters at the most raucous end of the restomod scene, where the final product reaches an entirely different result from a 911 as reimagined by Singer – and not just because Singer originated with 964-based creations. At the other end of the spectrum sits the completely new cars built by Ruf in Pfaffenhausen, which just happen to resemble the classic 911 that originally inspired all these companies to leap headlong into the restomod craze. Retaining some semblances of 911-ness therefore, becomes the name of the game, even as power and aesthetics and materials leapfrog forward into the modern era. In that regard, the Turbo still at least vogues the 911 on which it is based. I might want another, softer suspension mode to choose, since the large front wheels can tramline occasionally and the lightweight body panels do increase some interior reverberations. But admittedly, softening up a Gunther Werks might also miss the mark. And after driving such a stupefying creation, I struggle to imagine how Gunther Werks can possibly hope to one-up a build so impressive at The Quail, A Motorsport Gathering later this year. View All Gunther Werks For Sale

A dark maroon Cadillac Escalade IQ, a luxury all-electric SUV, is parked on a gravel driveway in front of an orange building with white trim and a staircase.

By Charles Bradley – August 03, 2025

2025 Cadillac Escalade IQ Sport 2 Review: Gigantic Luxury...

“The best way to find out if you can trust somebody is to trust them.”— Ernest Hemingway Just after leaving the house where renowned author Ernest Hemingway lived in the 1930s – where he wrote To Have and Have Not, For Whom the Bell Tolls, and Green Hills of Africa – his quote on trust echoed in my mind as my finger hovered over the Super Cruise button in the 2025 Cadillac Escalade IQ Sport 2. Heading north on the Overseas Highway from Key West, it felt like a leap of faith – dare I say, a Farewell to Arms moment? Thankfully, it was not Death in the Afternoon… This was my first experience of allowing a vehicle to drive itself. And not just any machine – an all-electric, full-size SUV behemoth tipping the scales at 9,134 pounds. That’s a lot of car to hand over to artificial intelligence. But with one brave push of a button, the top of the steering wheel lit up green. I was no longer in control of the throttle or steering – though I could still change speed via a wheel-mounted adjuster, or regain control at any time I wished. While not every stretch of U.S. 1 is mapped for GM’s self-driving system, there were a few uninterrupted miles where I could relax, sip a soda, enjoy some chips, and observe the road – hands-free, but never mind-free. The system handled most conditions smoothly. But when the lanes narrowed or merged, the car did seem to ‘hunt’ for markings, causing slight lateral drifting. On the Florida Turnpike, however, it executed a clean, automatic lane change to clear the left lane, and effectively followed my turn signal input to change lanes. My trust was earned. But the biggest surprise wasn’t the Super Cruise tech, or even the standard multi-mode massage seats (also optional for the second row). What impressed me most was how effortless it felt to pilot this all-electric luxury SUV, even after jumping in from my two-door V8 daily driver. GM’s Magnetic Ride Control with adaptive air suspension smooths out uneven pavement and potholes, minimizing undesirable feedback – even on the roughest patches of Florida Keys road. The 35-inch tires add to its presence, yet the low-mounted battery pack and absence of a front-mounted V8 engine provide a surprisingly balanced driving experience. Despite its size, the Escalade IQ Sport 2 handles tight corners with remarkable composure, thanks in part to four-wheel steering, which dramatically improves maneuverability. Overhead and side-mounted camera views ease tight parking maneuvers – a godsend in tight spots like downtown Key West. Visually, this luxury SUV lives up to the Escalade legacy. Massive 24-inch diamond-cut wheels with gloss black accents frame an aggressive front end, complete with an illuminated black grille and a waterfall of running lights. Vertical LED headlights (ten up front and styling mirrored by the taillights) reinforce its commanding presence. My test model came in Black Cherry Tintcoat, offset by a Camelia interior with contrasting Backen Black trim. The cabin is exceptionally spacious and well-appointed; front and second-row seats are plush and roomy, while the third row offers tighter accommodations – premium economy compared to the first-class comfort up front. A panoramic tinted glass roof adds light and a modern sense of space, complemented by black-painted A- and B-pillars. Inside, it’s all beautiful leather and brushed aluminum, while marble-effect trim spans the dashboard and door tops. At night, customizable LED mood lighting enhances the cabin ambiance. The center console features two wireless phone chargers and a massive storage area. A 40-speaker AKG audio system, including headrest speakers, delivers a 360-degree sound experience. Up front, a 55-inch pillar-to-pillar LED display dominates the dash. While the driver sees vehicle data and blind-spot views (which appear automatically when signaling), the front passenger can stream apps like YouTube and Hulu or access a built-in web browser. Rear visibility is limited for the driver, as the rear windshield is so very far away, so a digital rearview mirror is essential. The Escalade IQ also boasts night vision, a useful tool for spotting Florida’s Key Deer and other roadside surprises. Second-row passengers enjoy their own 12-inch touchscreen and control panel, along with stowable, airplane-style tray tables. While third-row seating is tight – particularly where the curved C-pillar and roofline converge, the sunroof having ended – it’s ideal for short trips or kids. Compared to the ICE-powered Escalade that I drove previously (420-horsepower 6.2-liter V8), the 2025 Escalade IQ Sport 2 offers a seismic upgrade: dual electric motors produce 750 horsepower and 785 lb-ft of torque in Velocity Max mode, accessed via a steering wheel button, but that does burn your battery range. It can rocket from 0 to 60 mph in under five seconds, and tops out at 125 mph. Even in standard mode, it delivers more than enough torque to maneuver through tight highway gaps. It lacks the classic V8 rumble, but the silence and subtle electric whir only enhance the luxury experience. The estimated maximum range – 460 miles on a full charge – is a major plus. I made the Miami-to-Key West round trip without needing to stop. But I did pause at an Electrify America station to test fast charging claims, and I can confirm: Up to 100 miles were indeed added in about 10 minutes, as I got 335 kW charging. The impressive 800-volt DC architecture and the 24-module Ultium battery stores more than 200 kWh of energy. This thing is a powerhouse – quite literally. Storage is generous, though the third-row space limits rear cargo to 24 cubic feet. Fortunately, the rear seats fold flat via electric controls. Up front, a ‘frunk’ offers another 12 cubic feet of storage and a slide-out tray with a cargo net – perfect for groceries or small luggage items. One small gripe: While the power-deployable running boards were a nice touch on previous Escalades, the fixed floor height (due to the battery layout) means you step up onto a stationary platform before entering. But all four doors can be opened electrically from the center console – an elegant feature, especially for chauffeured passengers. But I think you’ll want to drive this beast plenty yourself. And if you grow tired of doing so, Super Cruise is just a button press away. The 2025 Cadillac Escalade IQ Sport 2 starts at $148,200. The model I tested – loaded with premium upgrades – came to $163,305. Hemingway, a man who understood the finer things in life, always believed that luxury should be earned through hardship. If you've done the hard yards, this all-electric luxury SUV is a reward worth savoring. View Cadillac Escaldes For Sale Images: By Charles Bradley

A 2026 Aston Martin Vanquish with a powerful V12 engine speeds along a two-lane road, flanked by green trees and blurred foliage, capturing the thrill of motion.

By Charles Bradley – July 22, 2025

First Drive: 2026 Aston Martin Vanquish Volante Delivers ...

Few drives spark anticipation like this one: The 2026 Aston Martin Vanquish is the fastest and most powerful front engine production machine on sale today – eclipsing Ferrari’s 12Cilindri by a fistful of horsepower – and the Volante I’ve got my hands on is the drop-dead gorgeous soft-top version that becomes available in the second half of 2025. It promises more than just open-air elegance – it also delivers epic firepower. It looks quick while standing still outside Aston Martin’s Q New York flagship U.S. showroom, svelte Satin Aluminite Silver colors shimmering as the summer sun peeks around the surrounding skyscrapers, quickly reverting to matte gray when a cloud steals its light source. The Vanquish is the fourth ‘showroom revolution’ model that’s been launched by Aston Martin in the last 18 months, following on from the Vantage, DB12 and the DBX707 (coupled with the sporty S sibling – its top-end super SUV). But they’re all V8s – and the Vanquish’s V12, a completely new engine design that’s hand-built in the UK, actually predates them all with its five-year gestation period. “It is all about this engine; it really does quite define the driving experience,” explains Simon Newton, Vehicle Attribute & Performance Director, before our drive. “Aston recognized that they wanted to continue with the V12 legacy and, as such, had to put a lot of time and effort into producing a unit which is significantly up in terms of power and torque, as well as meeting the latest emissions standards.” In fact, it’s been 25 years since Aston Martin first launched V12-powered Coupe and Volante models, with 2000's DB7 Vantage. Back then, you got a 5.9-liter engine, producing 420 horsepower and 400 lb-ft of torque, and a top speed ‘nearing’ 186 mph. Today, it’s the third-generation range-topping Vanquish that boasts a fresh 5.2-liter V12, flanked by twin-turbos, producing 824 hp (yes, that’s almost twice the power) and 738 lb-ft of torque (338 more). With a 0-62 mph time of 3.4 seconds, it’s one metric that is slightly inferior to the 12Cilindri, presumably due to the Vanquish’s turbo lag. This V12 develops maximum torque at just 2500rpm – precisely half the engine speed required by its forebear of 25 years ago – and maintains that 1000Nm peak all the way from 2500-5000rpm, until reaching its maximum speed of 214 mph. Despite modern safety demands, the 2026 version has only added 95kg, increasing its power-to-weight ratio from 313hp per tonne to a staggering 416hp per tonne. The performance stats are impressive, but the design tells its own story: Two vein-like carbon-fibre vents sit atop the hood, with F1-inspired fluting venting hot air from a hungry engine fed by that full-width grille that dominates the head-on aspect. While I’m not a huge fan of gaping maws, the design from the tip of its nose then flows satisfyingly throughout, all beginning with the elegantly expansive front end; the aesthetic truly emphasizes the car’s assertive proportions. “The length of the hood is part of the drama of Vanquish; it’s really accentuating the wheelbase, that dash-to-axle area, showing the power and grace of the car,” says Marek Reichman, EVP & Chief Creative Officer. “The shark nose emphasizes the length to the windshield base, and the proportion that the car has, with the front wheels pushed forward, gives an assertive, almost aggressive stance.” With those extra four cylinders adding chassis heft behind the front wheels, the design messaging is reinforced by a triangular carbon fiber side strake, reminiscent of the DBR1 racer, which carries the ‘ASTON MARTIN V12’ moniker, and probably explains why an NYC traffic officer saunters up as I crawl through the morning traffic: “This the V12, right?” he asks, the first of many people to do likewise, or give the thumbs up. This car is already bringing joy to the masses, and I haven’t even got to the best bit yet! After escaping the city’s stranglehold, it’s time for the Vanquish to finally bring the power. And how. When it’s in regular GT driving mode, it loves to quietly saunter up to eighth gear – let’s say in true grand tourer fashion. But engage Sport mode, or the completely manic track-inspired Sport +, and rattle down to the lower gears, the Jekyll-and-Hyde transformation begins with a stab of the throttle pedal on the open highway. After a short lag, those twin turbos kick in too, which sends your heart racing even further. Make no mistake, this car is insanely fast. Suddenly, the Vanquish is less luxury tourer and more ballistic missile. Even better, with no electric motors, no complex hybrid system, just a barking V12 ICE motor that sings its glorious song, harmonized by the turbos and echoed by a titanium exhaust, this feels like pure performance from a proper old school powerplant, the rear wheels alone are fed by an eight-speed ZF automatic gearbox located within the rear axle for optimal weight distribution. Power is nothing without control: The Vanquish Volante incorporates the same rear E-differential used by its sibling Vanquish Coupe. Capable of transitioning from fully open to 100% locked in 135 milliseconds, the E-diff provides incredible bandwidth and benefit – which is starkly apparent when I transition to a country road from the highway. Coupled with Electronic Stability Programme (ESP) technology, it aims to ‘shorten’ the wheelbase in tighter corners by giving it rotational response to steering input. The ESP also offered Track and Wet modes; today I require neither. On the bumps and gravel strewn surfaces, attempting full throttle means that its traction control intervenes assertively – but once you learn its rhythm, the power is progressive, and quite intoxicating. With a little right-footed finesse and forethought, all those horses remain on tap, giving you a pure beaming grin of a driving experience, just knowing that the Vanquish can leap into hyperspace mode whenever you desire. It just wants you to do that on its terms; I did feel the tiniest hint of wheelspin in third gear while playing with throttle demands, so you still must be careful. Lean on the throttle steadily, and the revs and speedo rattle upwards almost ridiculously fast. Completely stamp on it and… well, I’d imagine a fully prepared drag racing strip would be an absolute hoot, especially with its “Boost Reserve” device engaged! On a twisting road, working progressively with the power makes driving the Volante a compelling experience. Drive like a rock ape, and I’d imagine it would eventually bite you back. In terms of ride, the Volante feels firm yet not bone shaking. But as soon as you explore the power on offer, you realize this car requires a solid platform from which to connect with the road – to harness all that power. Handling-wise, our meandering country backroad route that took in Lake Welch, the road around Harriman State Park and eventually up to Valley Rock Inn & Mountain Club, provided challenging corners, many with blind crests – and the odd startled deer – and, at one point, a Police car completely blocking the road! The Vanquish’s carbon ceramic brake system came into its own at that point, as we followed his unexpected diversion into what felt like the middle of nowhere... The Volante’s 50/50 weight distribution (actually superior to the Coupe’s 51/49) is aided by the location of the retractable roof, its mechanism and the safety roll bars between the rear wheels. Extra carbon fiber bracing and stiffer front anti-rollbars, plus Bilstein DTX dampers, means there’s no float that you might expect from a convertible. I found that I had to drive it really badly into a hairpin, charging the corner, to unstick the front end, but it quickly responded with grace and helped me out with the minimum of fuss. The steering felt a tad heavy to begin with, but from that initial turn-in, your inputs can be feather-light as it smoothly gobbles up bends, giving good feedback and working especially well in tandem with trail braking into the apex, which helps if a corner suddenly creeps up on you or tightens unexpectedly. Despite its wide dimensions, it doesn’t feel like a big car on a country road or the highway – only in city traffic was I truly aware of how much of the lane the Vanquish was filling, especially when jostling for inches next to a bus or truck. With rain showers threatening, the roof is raised for the return journey to New York City. The Volante sports an innovative K-fold roof, which can fold in 14 seconds and close in 16 at speeds of up to 31 mph, and the car still looks pretty with it in place. Due to its low height when stacked (260mm), this really doesn’t interrupt its flowing lines when it’s down either. Two things do become apparent with the roof up: Somewhat surprisingly, the engine note resonates even more satisfyingly. With it stowed, wind noise certainly has some influence on the harmonics, although driving with the side windows up helped enormously for in-car conversation. And, secondly, one nitpick I have is that it would benefit from a rear-view camera screen, as the central mirror became slightly obscured by the soft-top’s rear window. I found myself favoring the large external mirrors, like an F1 driver – especially as they’re attached to long, carbon fiber stalks. On a more leisurely drive back to Q, it was nice to take in the luxurious and airy cabin, which is a true two-seater, with swathes of tan leather, a low-slung driving position, and an amazing dashboard that’s shaped like an art sculpture; the Vanquish Volante truly is a symphony of British craftsmanship. The central console design features a mix of buttons and machined billet aluminum, with everything to hand with a nice touch and feel. It leads up to a 10.25” screen that features the convenience of Apple’s CarPlay Ultra system. Aston Martin’s Q department also provides the potential for a dizzying range of colors, luxurious finishes and materials, both inside and out, made for customers to create unique configurations: “Whatever you desire, you can create – carbon infills, different leathers, you can even anodize the rotaries in different colors,” adds Reichman of the interior options. Of course, all the luxury and performance comes at a Bentley, Ferrari and Rolls-Royce rivaling cost. Suggested retail pricing for Vanquish Volante starts at $483,000, with the options-laden version I drove coming in at $595,300. But it’s a lot of car for a lot of money. At one point it seemed that the Vanquish nameplate might never return, after its second-gen run ended in 2018, and there was even talk of it becoming a mid-engined supercar. The best news is that Aston Martin has chosen to retain front-engined Vanquish heritage, with a production run of 1,000 expected to be built over a calendar year, and about a third of those coming to the U.S. Speed and performance metrics, backed up by its Formula 1 and endurance racing programs, now matters as much to Aston Martin as comfort and luxury – even for the drop-top version of this crown jewel. We should rejoice that it’s back; the Vanquish Volante is a ferociously handsome brute that makes the sports car world an infinitely better place. View All Aston Martin Vanquish For Sale Images Source: Aston Martin, Charles Bradley

A matte gray BMW station wagon drives on a winding road through a mountainous, rocky landscape under a clear sky—Review: 2025 BMW M5 Touring weighs in as a great allrounder for any adventure.

By Kirk Bell – July 21, 2025

Review: 2025 BMW M5 Touring Weighs In As A Great Allrounder

Most car buyers still think of wagons as boring mom machines with fake wood paneling. But to automotive enthusiasts, any performance car is cool, and a performance wagon is even better. It offers the practicality of a crossover with the handling of a car. Ideal. If you know, you know. The 2025 BMW M5 Touring is definitely an IYKYK machine, but its plug-in hybrid powertrain creates compromises. With 717 horsepower, it’s the most powerful M5 yet, but it’s also slower than the last-generation model due to a big weight increase, and it costs appreciably more as well. So, was it worth it for BMW to add a green aspect to its midsize performance machine? That’s a matter of priorities. Slower or not, the new M5 remains stunningly quick. Its twin-turbocharged 4.4-liter V8 makes 577 horsepower and teams up with a synchronous electric motor in the eight-speed automatic transmission to produce a whopping 738 pound-feet of torque to go with its 717 horsepower. The motor aids acceleration with up to 194 horsepower and 207 pound-feet of its own, and that torque is available from a stop, so there is no noticeable turbo lag. The engine belts out a deep, rising thrum, especially with the artificial M Sound enabled. It supplies relentless neck-snapping thrust when I dig deep into the throttle. BMW quotes a 0-60 mph time of 3.5 seconds, and it feels every bit as fast as that. However, Car and Driver recorded a 2.6-second 0-60 mph time for the previous generation M5 Competition sedan, which used a 627-horsepower version of the same engine and weighed in at 4,096 pounds. The M5 Touring tips the scales at an astonishing 5,530 pounds. The powertrain’s behavior can be tailored to the driver’s taste. BMW doesn’t provide drive modes, per se, but the Setup button on the center console lets drivers program the red M1 and M2 toggles on the steering wheel and choose settings for the drivetrain, regenerative braking, transmission, suspension, steering, brakes, all-wheel-drive system, and engine sound. An M Hybrid button on the center console adjusts the hybrid system, too, offering an Electric mode, balanced hybrid assist for improved fuel economy, or dynamic hybrid assist for extra power. Thanks to a 14.8-kWh battery, Electric mode allows for 25 miles of full electric driving as long as you don’t exceed 87 mph or push the accelerator past a detent at the end of pedal travel. I recommend using the battery as often as possible for normal commuting to get the most benefit. Otherwise, the M5 Touring returns just 13 mpg in combined city and highway driving, according to the EPA. I’m averaging 13.7 mpg over 141 miles of mixed driving. The M5 mostly charges the battery on its own, either with regenerative braking or with the engine. Owners can also charge it in a few hours on a Level 2, 240-volt outlet via the 11-kW onboard charger. At 200.6 inches long on a 118.3-inch wheelbase, the M5 Touring is 3.2 inches longer than the last-generation sedan on a wheelbase that’s 0.9 inch longer — another reason it’s gained weight. For perspective, it’s almost two inches longer than the three-row Ford Explorer, and it weighs about as much as a Chevy Tahoe. But BMW does what it can to mask the weight and provide the track-ready handling M5 buyers expect. The M5 retains a double-wishbone front suspension, a five-link rear suspension, and adaptive dampers, but BMW saves weight by employing aluminum and unique sheet metal construction for the front suspension components. The toe and camber links, and the trailing arms are revised to improve dynamics, and numerous M-specific braces are employed throughout the body to increase longitudinal and torsional stiffness. This all combines with a near-perfect 50/50 front-to-rear weight balance to help the M5 Touring wear its weight well. On a twisty road, that includes a 180-degree switchback, the M5 stays planted and rotates with neutral balance. The 285/40ZR20 front and 295/35ZR21 rear Pirelli P Zero R tires provide stubborn grip, and the big body barely leans in defiance of the G forces acting upon it. When I get on the throttle a little before the apex, the standard electronically controlled rear differential lock shifts power to the outside rear wheel to help mitigate understeer and send me rocketing out of the corner. When the road gets rough, I adjust the M2 mode to choose the dampers’ Comfort setting. Even then, the ride is overly firm, which could turn off some buyers. The variable ratio steering gets quicker the farther I turn the wheel and tops out at a 14.2:1 ratio. It’s quick and direct, but like most BMWs these days, it’s light to the touch and offers little road feel through the chunky steering wheel. Standard rear-axle steering can turn the rear wheels up to 1.5 degrees opposite of the fronts, but in faster corners, it’s actually turning slightly with the fronts to provide stability. My test car wears the optional ($8,500) M Carbon ceramic brakes that save 55 pounds of unsprung weight. The massive 16.5-inch front rotors are grabbed by gold six-piston calipers, and single-piston rear calipers clamp down on 15.7-inch rear rotors. That’s a lot of braking power, but this is a lot of car. The cockpit has a sporty, extroverted look with its carbon-fiber and piano black trim and two-tone black and cherry tomato red leather that extends to the dash and doors. Technology is at the forefront, too, with a standard one-piece curved display that includes a 12.3-inch digital instrument cluster and a 14.9-inch touchscreen. When parked, owners can stream YouTube videos on the touchscreen or play games on the screen using their phones as the controller. Voice commands can be used for in-car controls, such as adjusting the seating position or setting the temperature. The front buckets are wide enough for larger drivers, and they hold me firmly in place during aggressive cornering. The second-row seats are comfortable and supportive as well, but the biggest advantage of the Touring body style is cargo space. It boasts 17.7 cubic feet of cargo room behind the second row, and that expands to a generous 57.6 cubic feet with rear seats folded down. The 2025 BMW M5 Touring is priced at $125,275, which includes a $2,600 gas-guzzler tax and an $1,175 destination fee. That tops the 2023 M5 sedan (there was no 2024 model) by more than $15,000. It’s larger than the outgoing car, and slower both in a straight line and around a track. However, with 25 miles of all-electric range, most commutes can be handled without gas. The wagon body style also gives the Touring most of the practicality of a compact crossover SUV. That all makes the 2025 BMW M5 Touring a great all-around performance car, even though you wouldn’t expect a wagon to be so quick. IYKYK. View All BMW M5s For Sale Images Source: BMW

A red 2025 Audi SQ8 SUV drives on a winding road with mountains and trees in the background, showcasing its impressive style under a clear sky.

By Kirk Bell – July 12, 2025

Review: 2025 Audi SQ8 Combines Style With Substance

Driving along in the 2025 Audi SQ8, I feel conspicuous thanks to the bright metallic paint, blacked out trim, and the sinister coupe-like profile. In traffic, the SQ8 hasn’t impressed me yet, at least not enough to justify its $127,490 sticker price. The cabin is muted in black and I have yet to tap into the power or stress the handling enough to make a judgment. Is this thing only about style? Is there a good reason to want one? But then I find a country road that’s not only twisty but also rough. It’s a true test of the suspension and a chance to unleash the power away from traffic. I switch to Dynamic mode and have at it. Dynamic mode immediately wakes up the 4.0 liters of German V8 under the hood, raising the revs by holding gears longer, hastening the throttle response, and opening a butterfly valve in the mufflers to bypass the baffles and let the engine sing its deep and soulful tune at a volume above library quiet. The twin-turbo V8 spins up 500 horsepower and 568 pound-feet of torque smoothly and confidently. The power arrives early, delivering a jolt from a stop when I step into it as all four wheels hook up thanks to the standard quattro all-wheel-drive system. The 0-60 mph sprint takes just 4.1 seconds, and the SQ8 builds speed easily. With so much power on tap, it’s hard to believe the RS Q8 sits above this model and turns up the wick to 617 horsepower. The smooth-shifting eight-speed automatic transmission proves responsive as I link corner to corner. It downshifts to tap into the power coming out of the turns without overdoing it with extremely high revs and hard, disruptive shifts. The sport differential that’s included along with active anti-roll bars in this tester’s optional S sport package also apportions the power side to side at the rear for best traction on corner exit. Opting for Auto or Comfort modes calms the powertrain, muting the sound, relaxing the throttle, and grabbing the next gear earlier. In these modes, the engine only makes itself known when my right foot gets too frisky. The downside of twin-turbo V8 is fuel economy. It’s EPA rated at 15 mpg city, 21 highway, and 17 combined. I’m only averaging 16.4 mpg per the trip computer. Dynamic mode also stiffens the chassis. The SQ8 has five-link independent suspensions front and rear, adaptive dampers, a four-corner air suspension, and rear axle-steering. While that’s all pretty advanced stuff, It’s the effect of the active anti-roll bars I feel most. When I toss 5,269 pounds of luxury SUV into a 180-degree lefthander, the anti-roll bars doggedly fight lean to keep the attitude flat, despite 8.2 inches of standard ground clearance and 6.6 inches in Dynamic mode. It feels like it’s defying physics. Not only that, but it rotates well, with just a touch of understeer that’s remedied easily by lifting off the throttle. The rear-axle steering likely doesn’t come into play here. It can turn the rear wheels up to five degrees opposite of the fronts, but that’s at parking lot speeds. The hefty steering feels stable and the SQ8 reacts directly to my inputs. I’m getting pretty good feedback through the steering wheel, too. I can feel the bumps and ruts of the patchwork pavement without disrupting the ride quality. This is some deft suspension tuning as only the deeper potholes send a shock into the cabin, despite low-profile 285/35R23 Continental SportContact 6 summer performance tires. That’s a lot of unsprung weight to harness, but the SQ8 does it well. Braking is strong, too. Audi outfits the SQ8 with 15.8-inch front rotors with six-piston calipers and 13.8-inch rear rotors with single-piston calipers. The pedal remains firm throughout my shenanigans, but this isn’t a long and winding road and I’d be leery of them holding up on a track. A closer look at the cockpit reveals well-chosen, high-quality materials and technology that while aging still looks cutting edge. The SQ8 comes with the screen layout introduced in 2019 with the redesign. It includes a 12.3-inch digital instrument cluster and stacked touchscreens on the dash and center stack. The top screen measures 10.1 inches and the bottom screen stretches 8.6 inches. Both provide haptic feedback to confirm touch inputs. The bottom screen is for climate control functions, and the top screen and handles the typical infotainment controls: phone, navigation, and audio. It allows access to apps through the Audi Connect Plus subscription and can be controlled with voice commands. However, those commands can’t control vehicle functions like climate controls or lighting, which means the system is slightly behind the times. The system in the new Audi A5, for instance, incorporates ChatGPT into the navigation system, has even bigger screens, and offers a passenger screen. While a color other than black (red is available) would create a more visually interesting interior atmosphere, the SQ8’s cabin materials are top notch. It comes standard with diamond-stitched Valcona leather upholstery, carbon-fiber trim, and aluminum and piano black surfaces. The $3,700 Luxury package included on my tester extends the leather to the dash, upper doors, center console, and armrests, and ands a synthetic suede headliner. Spending another $4,900 brings a bangin’ 19-speaker, 1,820-watt Bang & Olufsen Advanced 3D audio system, though the standard system is also from Bang & Olufsen and has 17 speakers base and 730 watts. The Q8 family shares its platform and 118-inch wheel base with the Audi Q7. The Q7 cuts a more traditional SUV profile, though, and offers three rows of seats as well as more cargo space. The SQ8’s coupe-like rear roofline cuts into cargo space and precludes the third row. Still, the SQ8 has good second-row room for up to three adults, though two will be far more comfortable, and cargo space is decent at 33.7 cubic feet behind the rear seats and 60.8 cubic feet with rear seats folded down. The 2025 Audi SQ8 starts at $98,895, including a $1,295 destination fee. That money gets you some of the equipment that makes this such an appealing luxury SUV, including the V8 goodness, the adaptive dampers, the air suspension, sporty suspension tuning, and the rear-axle steering. Inside it includes the screens, leather upholstery, four-zone automatic climate control, heated front sport seats, and wireless smartphone charging. Spending an extra $7,300 for the Prestige package, which is essentially a trim level, adds such niceties as dual-pane acoustic glass side windows, front seat ventilation and massage, Matrix LED headlights, a head-up display, heated rear seats, soft-close doors, and remote parking. A full suite of active safety features is standard on all SQ8s. It consists of automatic emergency braking, adaptive cruise control, lane-departure warning, blind-spot monitors, rear cross-traffic alerts, traffic sign recognition, front and rear parking sensors, automatic high beams, and a surround-view camera system. Many of my test vehicle’s options are what make it so good. The $6,000 S sport package improves the dynamics, as does the $2,500 for the 23-inch wheels and summer performance tires. The Prestige package also adds features most buyers will find indispensable. The 2025 Audi SQ8 may be aging, but it still has swagger to back up its style. It’s powerful, agile, and luxurious—especially if you pick the right set of options. It sacrifices some utility for its dashing good looks, but that’s part of the swagger, too. You don’t buy a luxury vehicle because you need one. You do it because you want to, and the Audi SQ8 makes me want one. View All Audi SQ8s For Sale

The top image shows a Rivian Gen 2 R1S SUV driving through water, while the bottom image features an R1T Quad-Motor pickup truck kicking up sand on a dirt road.

By Michael Van Runkle – July 08, 2025

2026 Rivian Gen 2 R1S & R1T Quad-Motor Review: Sleeper Su...

Instantaneously available electric power allows Rivian’s new Gen 2 Quad-Motor pickup truck and SUV to rip off 0-60 times just as fast, if not faster, than many seven-figure supercars. Those four motors, one powering each wheel, combine for total ratings of 1,025 horsepower and even more importantly, an absurd 1,198 pound-feet of torque – good enough for a claimed 0-60 mph time of just 2.5 seconds for the R1T and 2.6 seconds for the R1S. Plus, each Gen 2 Quad can now manage up to 400 miles of all-electric range in an updated Conserve mode that prioritizes efficiency rather than all-out performance. Rivian achieved these mind-boggling stats by significantly working over the Gen 2, and then taking advantage of every last improvement for the flagship Quad-Motor variants. Neither looks particularly different from the outside, but beneath the skin lurks new motors, a new front inverter, and reduced electrical complexity that cuts out 10 fewer ECUs, while the remaining seven run far quicker processing speeds than on the Gen 1. In addition to the on-road performance, Gen 2 also enhances the Quad’s off-road capability, for the adventurous lifestyle that makes up much of the Rivian appeal. Two new nifty features, RAD Tuner and Kick Turn, allow for quite possibly the most discretely complex set of adjustable performance parameters on any car ever, plus the ability to crank through tight turns or drifts on the fly. To show off the revived Quad’s insane power, off-roading prowess, and improved tech integration, Rivian recently invited me to join select media for a long drive day, on and off-road, around Lake Tahoe in Northern California. A Day of Adventure in the New Rivians For Gen 2, Rivian purposefully limited the R1S and R1T’s stylistic changes. The SUV and pickup profile therefore look quite familiar, though the Launch Edition spec brings back the popular Launch Green paint job, while every Quad receives blue brake calipers and subtle blue badging surrounds. Rivian’s hilarious cartoon character nicknamed “Gear Guard” dots the body panels, too, which might be the easiest way to tell a Quad apart from lower-spec models. Otherwise, the clever storage solutions, big central touchscreen, three rows for the R1S, and a surprisingly usable pickup bed for the R1T carry over. But my main goal for the Tahoe program? Figuring out whether the new Quads improve on some of Gen 1’s main flaws: namely, the suspension and steering calibrations. Early in the morning, running along the lake’s west coast, I immediately started fiddling with RAD Tuner, hoping to figure out a way to program out some of my least favorite driving dynamics. First impressions revealed perhaps a slight positive improvement even before I started digging into menu options, admittedly. The R1S Quad I started the day in weighs around 6,800 pounds, but received new suspension tuning to handle such massive torque gains and improved grip for a new set of Michelin Pilot Sport S 5 summer tires. This helped to reduce some of the suspension clunks that I discovered in previous Rivians, but the steering wheel still displayed odd shuddering and vibrations. The steering and suspension need to work hard to manage so much weight – not to mention the 7,000-pound R1T Quad – but I did manage to ameliorate some of the woes through RAD Tuner by setting the steering assist to Standard, the ride height to Low, the shock damping to 40%, and the roll stiffness to Soft. Here, combining the plushest ride with a rear-biased torque split of 70:30 and full regenerative braking, seemed to keep the Rivian’s weight in a happy place. But when I then stiffened everything up into Sport mode and started ripping up the winding road toward Donner Pass, the sheer acceleration and handling also effectively masked much of that mass. Without exaggeration, I managed a 3.15-second sprint to 60 mph using launch control, even while going up a slight incline on the straightest section of road I could find. And that was without prepping the tires at all, just by switching on Launch Control then stepping on the brake pedal, pushing the accelerator to the floor, and stepping off the brake. Exploring Tech on the Trails I made sure to push my head back into the headrest to avoid whiplash, since the Quad puts out enough punch to quite literally take my breath away. Some supercars and EVs might manage slightly quicker times – the Rimac Nevera and Lucid Air Sapphire come to mind – but it’s hard to match the unbelievable sensation of something so big accelerating so quickly. And nothing, bar none, in a similar performance class can come anywhere near the off-road capability of a Rivian. At the top of Donner Pass, I swapped into a new R1S Quad Motor equipped with smaller off-road wheels that mimic a classic Method Rally Series design and come shod in Pirelli all-terrain tires. A group of spotters directed our caravan over some rocks, coaching us along as we climbed little obstacles, powered up steep inclines, and negotiated a few technical cross-axle balancing situations. The Rivians all got the job done, but I spent most of the time simply watching the spotters’ directions, rather than taking advantage of the 11 onboard cameras. I also turned off Hill Hold mode after a few minutes to let me left-foot brake while improving throttle response, since I kept easily spinning the tires with all that unbelievable torque available so quickly. Then, we ventured over to a wide open dirt pad to test Kick Turn, the coolest new addition to the Gen 2 other than RAD Tuner. Kick Turn will only come on the Quad, because the system uses all four motors simultaneously to spin one side’s two wheels forward and the other two in reverse. It’s easy to turn on, with a little graphic of Gear Guard doing a jump kick on the center touchscreen. Then, actually using Kick Turn takes a moment of mental adjustment, since turning no longer requires actually turning the steering wheel. Instead, either at speeds up to 15 mph, holding both buttons on the steering wheel in either direction prompts one side’s motors to spin in reverse. Think of the Mercedes-Benz G580 with EQ Technology, which features a similar “Tank Turn” function. Rivian’s Kick Turn can do the same thing while stopped, but is much more useful in the real world to either turn the Quad into a legit trail-runner by slinging around tight switchbacks, or a legitimate drift machine by starting a rotation then pushing out with more throttle and a bit of countersteering. Rivian Gen 2 Quad Motor: Conclusions As impressive as the power and tech of the new Quad seemed throughout such variable conditions in Tahoe, Rivian clearly makes tradeoffs to cover as wide a range of potential use cases as possible. In direct competition, for example, the Rivian can’t stack up to the dual-motor Lucid Gravity Grand Touring’s nimble handling nor its far more engaging steering and suspension (by a long shot). Now imagine the Gravity’s inevitable Sapphire version with another motor between the rear wheels. Plus, Lucid’s three-row features more space on the interior than an R1S – but achieves that impressive volume thanks to minivan styling that I struggle to move past no matter how sublime the engineering. Then there’s the Escalade IQ, which leans more toward the traditional luxury buyer with impressive presence, more space inside, and opulent touches ranging from chrome and leather to the enormous touchscreens and up to 40 interior speakers. The electric Escalade can also manage an absurd 480 miles of range, but weighs well over a ton more and costs half again as much. The new Gen 2 Rivian Quads start at $115,990 for the R1T and $121,990 for the R1S. Each blurs the lines between a stylish option for city life and enough capability for those weekends out camping with the family. And Rivian also provides a happy alternative outside the traditional automotive manufacturer sphere, with a tech-friendly user experience – that’s critically not a Tesla Model X or Y. Until the forthcoming R2 and R3 models debut, if you simply must have a Rivian, the Gen 2 Quad’s unbelievable power, and those fun Kick Turn and RAD Tuner features definitely make it the way to go. Plus, the Quad will debut with standard NACS port to charge up at Tesla Superchargers, an absolute gamechanger until the rest of the lineup receives them for model year 2026. View All Rivians For Sale

A yellow Track Review Corvette ZR1, proving 1000 HP doesn’t need a seven-figure price, speeds along a racetrack in front of a modern, multi-story building with large windows and a red barrier.

By Michael Van Runkle – July 05, 2025

Track Review: Corvette ZR1 Proves 1,000 HP Doesn’t Need A...

Only one place made sense for Chevrolet to debut the new Corvette ZR1, the most powerful car ever from any major American automaker that’s on sale today and the most powerful internal-combustion car in the world priced under $1 million. Perhaps I shouldn’t have been surprised, then, that Chevy invited me to join select media for a day at Circuit of the Americas, the home of Formula 1’s United States Grand Prix, where every last drop of the new ZR1’s unbelievable 1,064 horsepower might actually come in handy. At COTA, Chevrolet’s engineering team explained that the ZR1 fit into the plan for an eighth-generation Corvette from the get-go. Sure, switching to a mid-engine layout helped the C8 compete with other supercars by improving balance, traction, and handling. But the wider engine bay also allowed for the sheer physical space to bolt in a 5.5-liter V8 with a massive 76-millimeter turbocharger on each side. By contrast, the previous generation’s front engine bay was simply too narrow, which dictated the use of the more compact supercharged LT5 V8 that produced “only” 755 horsepower. That former top-spec ’Vette earned a reputation for being an untamable beast, so during the C8’s development process, the original goal was for the ZR1 to hit “just” 850 horsepower. But soon enough, four figures came into sight, and the engineers clearly went power mad. How can a major automaker reliably produce so much from just 5.5 liters of displacement? First of all, the LT7 engine clearly resembles the naturally aspirated Z06’s screaming LT6 with its flat-plane crank, but now features revised air routing to handle more intake and exhaust from the cylinders. Those turbos are also the largest ever fitted to a production vehicle, capable of pushing 24-25 psi of max boost right up as close to the limit of rotational velocity as possible before the internal vanes would simply shear off and detonate the engine. In testing, Chevy even broke a couple of dynos before eventually reaching the final output of 1,064 horsepower, which allows for a claimed 0-to-60 time of just 2.3 seconds. That figure bordered on the edge of believability, though, due to the ZR1’s rear-wheel-drive layout, until real-world testing proved that the car might be even quicker thanks to the prodigious grip of the massive 345-millimeter-wide rear tires. The rest of the ZR1’s recipe follows in similar fashion, with more cooling and aero to complement the prodigious power. At COTA, the track setup looked somewhat like the naturally aspirated Z06, but with every dial turned up to 11. So much so that I hit my highest top speed ever, roaring up to 181 miles per hour on the long back straight, early in the day. But the most insane part of that mind-blowing achievement was how calm and capable the ZR1 felt—a testament to the C8’s inherent chassis stability as much as anything else. Adjusting to a World-Class Track in a World-Beating Supercar 2025 Chevrolet Corvette ZR1; Circuit of the Americas in Austin, Texas; May 20, 2025 (Richard Prince Photo) Chevy had started us out in a fleet of base Z51 Stingrays the afternoon before, to help burn off any jitters while adjusting to COTA’s surprisingly tricky twists and turns in a car with 495 horsepower on tap. I had never driven the circuit before, but even just warming up in the Z51, I crested well over 140 miles an hour, which helped me build up a bit more confidence ahead of the next day in the ZR1. As with the Z06, which now slots in between the Z51 and ZR1, Chevy offers two main configurations: a softer, more road-biased chassis (option code FE8) equipped with Michelin Pilot Sport 4 S tires or the more hardcore FEJ package that adds stiffer springs, revised MagneRide shock damper tuning, and Cup 2 R tires. Then there is the choice of aero, which starts with a low-drag standard configuration that allows for the ZR1’s top speed of 233 miles per hour—another real-world stat that Chevy hit last year at Papenburg, Germany, with GM President Mark Reuss behind the wheel (also setting a record for the highest top speed of any car in the world under $1 million). For shaving lap times, rather than setting top speed records, the optional ZTK aero package adds a larger Gurney flap ahead of the front heat extractor, dive planes, and an enormous wing to produce total downforce of 1,200 pounds. Adding the ZTK package cuts into that potential top speed, but it was a worthy tradeoff at COTA, where I relied more on downforce at threshold braking while trying to haul down from 181 miles an hour before the next corner. Plus, a bit more grip while ripping through tight turns and wide sweepers alike only emphasized the C8’s mid-engine balance. By just a few laps into my first stint in the “base” FE8 ZR1, I already started putting enough pressure on the PS4S tires to sense some slip-and-slide fun. Then we stepped up to the more hardcore FEJ and ZTK cars. Hitting Full Throttle with the Hardcore FEJ and ZTK Packages 2025 Chevrolet Corvette ZR1; Circuit of the Americas in Austin, Texas; May 20, 2025 (Richard Prince Photo) Immediately, I noticed renewed feedback from the front end, as the grippier Cup 2 R tires absolutely glued to the tarmac. But revised programming for the electronically assisted steering also shone through, too. Meanwhile, the ZR1 could now put down all that power much more effectively, stomping out of corners with far more punch and hitting higher speeds through every portion of the track than I ever expected from something that weighs over 3,500 pounds. The sheer physics of going so fast seemed to melt my brain, and I legitimately struggled to find the speed I knew the ZR1 could handle. Almost lucky, then, that for full-throttle sessions, the fuel tank starts to run dry after just eight to ten laps. After a quick stop to top up on 91 octane, I roared back out onto the track determined to push harder, and harder, and harder. But the ZR1 just took everything I threw at it without any concern, as shown by the oil temp gauge rarely climbing above 220-degree Fahrenheit. All this on a hot and humid Texas afternoon, when engineers estimated the engine probably detuned itself by around 5-10% to prevent heat soak in the turbos. Not bad, to say the least. Yet even as much as I reveled in the engineering prowess of the more hardcore FEJ and ZTK packages at COTA, I suspect the ride quality likely ends up far too stiff for enjoyable driving on public roads—even with the MagneRide dampers set to their softest mode. I’ll need more time alone with the ZR1 to be certain, though somehow I doubt that GM will allow journalists much in the way of unsupervised fun with such a boisterous car. The only way that Chevy – or any automaker, for that matter – can responsibly sell a rear-wheel-drive supercar this powerful comes down to modern traction control programming. At COTA, we stayed in Sport mode, and I noticed frequent power cuts when pushing out of corners or rolling over curbs under acceleration. Eventually, ZR1 owners will no doubt figure out how to turn off the electronic nannies entirely and discover how quickly this beast can wind up and spin out, which explains why so many cars, ever since the Bugatti Veyron eclipsed that four-figure horsepower rating, tend to rely on all-wheel-drive. Not so for the Corvette ZR1, or at least not yet until the ZR1X variant arrives later this year with an electric motor powering the front wheels to produce a combined output of 1,250 horsepower. The ZR1X will share that same widebody design with the Z06, but with the ZR1’s sacrificial front trunk, similarly enhancing the cooling capability and downforce. The New Corvette ZR1: Conclusions 2025 Chevrolet Corvette ZR1; Circuit of the Americas in Austin, Texas; May 20, 2025 (Richard Prince Photo) And even after a romping day at COTA, I still must admit how much the C8’s design emerges as the least appealing aspect of the ZR1. The mid-engine supercar shape looks a bit more sleek with the low aero package, but the aggressive ZTK package’s enormous wing almost entirely blocks any rear visibility. And the interior still unfortunately features a claustrophobic center console and entirely unintuitive controls. Thankfully, Chevy has already revealed an updated interior layout for model year 2026, with new screens and switchgear, plus a handle for passengers to grab onto during hard charging moments. I’d advocate for waiting to buy a ZR1 until 2026 model years hit dealer lots, just for that reason, but the decision to sell a limited number officially as model year 2025 with the old interior may add to the rarity factor for early orders. For now, tacking on options including the electrically controlled hardtop convertible or either the FEJ or ZTK packages can easily bump the MSRP to right around $200,000 from a base price of $174,995. But that’s still a fraction of any comparable powerful supercars, most of which rely on hybrid power and all-wheel drive to achieve such unbelievable outputs. For the sake of comparison, the 1,001-horsepower Lamborghini Revuelto starts at just over $600,000 but uses three electric motors plus a big V12. The Ferrari F80 can beat the ZR1 with 1,184 horsepower, but costs at least $3.1 million – and is also a hybrid. And the McLaren W1 will produce 1,258 horsepower from another hybrid powertrain, but starts at $2.1 million. All those hybrid supercars occupy much more rarefied air than the ZR1, which will be available at Chevy dealers here in the United States. In many ways, the most appropriate comparison for the ZR1 will be the impressive McLaren 750S – just with the track prowess of a Porsche GT3 RS and about 400 more horsepower thrown in for good measure. What an unbelievable achievement by Chevrolet, to produce something so undeniably excessive yet surprisingly approachable and attainable, all things considered. Though the exoticism factor might fall far short of the industry’s European supercar standouts, for now, the Corvette ZR1 represents the most affordable way in the world to purchase significantly more than 1,000 screaming internal-combustion horsepower with a warranty. View All Chevrolet Corvettes For Sale

A bright green sports car is parked on a dirt path surrounded by tall pine trees in a forested area.

By Gabriel Vega – June 18, 2025

The McLaren 750S Marks The End of an Era

With immense power, a lack of excess weight, and rear-wheel drive, the McLaren 750S is one of the last truly intimidating supercars.

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