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

An image of a blue Mercedes-AMG parked outdoors.

By Gabriel Vega – February 02, 2024

Review: The Mercedes-AMG SL 43 Struggles To Fill A Gap

As the Mercedes-AMG SL entered its seventh generation, simultaneously dropping the famed Benz moniker in favor of Affalterback's iconic three letters, it did so with a new architecture, engine, and aesthetic unique to the performance brand that created it. The car that started life as a full-blown race car in the mid-50s but gradually morphed into a cushy GT by the 90s had experienced a spiritual return to form of sorts. And while the new SL is still a large and hefty machine, it now has sportier intentions. This character shift may have made the R232 an all-around more enjoyable and versatile SL than the one it replaced; it did so strictly at a higher price. The SL 55, which up until last year was the least expensive variant, carried a $142,450 base figure, while the range-topping SL 63 kicks that number up to $183,000. With options, the 63 I reviewed almost exactly a year ago came in at $215,585. The obvious solution is a less expensive third model, which arrived last year in the form of the Mercedes-AMG SL 43, a car that starts at $111,050, including a $1,150 destination fee. That's $40,000 less than the 55 and a whopping $70,000 under the 63. There are trade-offs, though. You won't find AMG's famed 4.0-liter V8 under its hood; instead, a turbo-four takes up its spot. The pricier SL's standard all-wheel-drive system is gone, as are its torque-vectoring capabilities and active anti-roll stabilization system. The SL's upward price push leaves a sizable gap in the lineup, but is the simpler, four-cylinder-powered SL 43 the right car to fill it? Can an SL without all the extra goodies still be good? Since SL 43's engine seems to dominate much of the conversation that surrounds it, let's start there. It's a 2.0-liter turbocharged inline-four, similar to what powers AMG's line of 45 models. However, the version found in the SL differentiates itself by introducing an electric turbocharger into the mix. Borrowed from the carmaker's F1 program, it houses a tiny 1.6-inch electric motor between its turbine and compressor wheels, allowing it to spool up more quickly, thus improving throttle response. All in all, the "entry-level" SL generates 375 horsepower and 354 pound-feet. That may not seem like much in a two-door that weighs dangerously close to 4,000 pounds, but this inline-four is a buzzing, feisty little overachiever. Aided by a quick-shifting multi-clutch nine-speed automatic, the 43 confidently puts all its power down, even if it only goes to its rear wheels. It may be 94 hp shy of the 55's 469 hp output, but AMG's smallest engine is so reactive, always anxious to hit you with tons of power, that I'd be willing to bet that most drivers wouldn't notice the difference. Although the sound emanating from its quad round exhaust tips isn't as intoxicating as the V8-powered SL's barbaric note, it's still plenty rowdy. It's a loud, buzzing, surprisingly low-toned growl, which, coupled with plenty of turbo noises, adds a fair bit of drama to the 43's driving experience. There is more good news once you encounter a deserted, twisty back road. Although the SL 43 isn't leaps and bounds lighter than its pricier counterparts, it retains much of the agility and balance that makes its siblings special. Its front end, for example, isn't just tremendously grippy; it's very eager to change direction. Aided by a quick steering system, the SL dives confidently into even tight bends with little body roll. What's more impressive, however, is that it manages to drive as well without any active suspension bits, relying on a fairly standard combo of traditional shocks and steel springs. However, as enjoyable as the SL 43 is to drive in anger, it struggles in the areas where you'd expect a big convertible GT to excel. Its turbo-four may wail in Sport+ with its exhaust valves open, delivering plenty of sonorous drama, but it never truly quiets down when you slip back down to the more pedestrian Comfort mode. Its high-strung nature becomes even more apparent when you stop at a set of lights, and it begins to shake the car with a flurry of unwanted vibrations. Puttering around town, its engine and transmission seem to always be at odds. At times, its throttle response, even in the chillest mode, is like a light switch, making it hard to creep away smoothly. Should you demand a sudden burst of acceleration while cruising, its nine-speed takes a beat too long to find the right gear, like it's always a step behind the anxious engine up front. As a result, the SL 43 doesn't have a true dual-personality like the 55 and 63 models. It's a fantastic car when you're flying, but it quickly unravels as its speedo drops. Powertrain calibration issues aside, the rest of the SL 43 is as solid a package as its pricier counterparts. Because most of its cost savings seem to have come from under its hood, its overall aesthetic and cabin layout remain unchanged. It's still a stunning-looking thing with excellent proportions, which, combined with a larger set of optional wheels, make this fairly large car appear somewhat petite in photographs. The 43 gets slightly updated bumpers, although you'd have to be a real stickler for details to notice and a set of rounded exhaust tips. Aside from its updated badging, there aren't many clear visual giveaways that you've opted for the least expensive model. This is great for those who appreciate the SL's good looks but not its previously elevated price tag. It's a similar story once you crawl inside, too. Its 12.3-inch digital instrument cluster and vertically oriented 11.9-inch central screen are identical to what you'll find in the other SLs, as are its seats and retracting soft top. Setting the engine vibrations aside for a moment, this cabin is nicely isolated from wind and road noise, and at higher speeds, with its turbo-four sat at lower revs, it's decently quiet, too. The SL 43's cabin highlights Mercedes' greatest strength, building world-class interiors. And should you find a nice piece of road, its soft top folds in 15 seconds at speeds up to 37 mph. The question anyone considering an SL 43 will ask is: is the price discount worth its trade-offs? The somewhat complicated answer is that it most likely will be. Take my tester's $119,785 as-tested price as an example. It's almost exactly $100,000 less than the SL 63 I tested last year, yet the "entry-level" model looks as good, and its cabin is as nice as what you'll find in its pricier counterpart, with much of the same materials available as options on both. If anything, the 43 opens up the new SL to a whole new price point and, most importantly, a broader market segment. I say it most likely will be because most of the SL 43's current issues have to do with the calibration of its engine and transmission. They're the kinds of things Mercedes-AMG can update and refine for future model years. To be clear, I wouldn't write off this car based solely on its cylinder count. I may prefer the V8-powered SLs overall due to their charismatic sound and greater versatility, but this inline-four has plenty of character and deserves its spot under the SL's hood, just not in its current state. If anything, the SL 43 proves that a car with great bones doesn't necessarily need all the goodies to offer a great driving experience. And once the carmaker addresses powertrain missteps, I believe it can become the right car to complete the lineup.

An image of a Cadillac Escalade V parked outdoors.

By Gabriel Vega – January 25, 2024

Review: The Cadillac Escalade-V Knows Exactly What It Is ...

In recent years, the high-performance SUV segment has taken an expected but unfortunate turn. It's as if offering a blend of power, luxury, and practicality is no longer enough; they must also be athletic. It's why the Lamborghini Urus Performante ditches a plush air suspension system in favor of firm steel springs and why BMW's XM is as stiff and bouncy as a Porsche GT car despite its positioning as the carmaker's most opulent offering. It's all starting to go a bit sideways. Then there's the Cadillac Escalade-V, a refreshingly old-school take on what a powerful and luxurious family hauler can be. Like the Mercedes-Benz ML55 AMG that kicked off the segment in the late 90s, although I won't argue if you want to give the title to Lamborghini's LM002, the V takes a lavish body-on-frame SUV and stuffs a massive 682-horsepower supercharged 6.2-liter V8 under its hood. The result is a tall, plush muscle car. The key word here is "luxurious." Whereas some of its pricey competitors seem to accept unnecessary compromises to outdo one another, the Cadillac Escalade-V remains firmly in the luxury space. It may have a great big engine, but its plush seats, cushy air suspension system, and overall laid-back demeanor offer tremendous performance without sacrificing usability. It may look and sound like a muscle car, but the V is still a luxury SUV through and through, and it's all the better for it. The list of hardware changes that take a standard Cadillac Escalade into V territory is surprisingly short, aside from the 2.65-liter supercharger sitting atop its engine that is. Six-piston Brembo brakes, a quad-tipped exhaust system, stiffer rear air springs, new 22-inch wheels, and updated bumpers round out the physical changes. The rest of its updates, like those applied to its 10-speed automatic transmission, air suspension with magnetic ride control, and standard all-wheel-drive system, come through software calibration improvements. The big differentiator, of course, is the V's supercharged V8, which dominates the driving experience. From the moment it roars to life, producing one of the loudest cold starts this side of a Lamborghini Aventador, to when you slam your foot down, and this SUV's rear end squats as you rocket forward, this 6.2-liter supercharged powerhouse is always the center of attention. Borrowed from the CT5-V Blackwing and now producing 682 hp and 653 pound-feet of torque, it overwhelms the laws of physics with brute force. The Escalade-V may weigh 6,217 pounds, or 6,407 lb in lengthened ESV form, but it sprints to 60 mph in 4.4 seconds, or quicker than most sports cars. Its tendency to squat reveals all you need to know about the Cadillac Escalade-V's suspension. Although it offers two profiles, Tour and Sport, the latter of which firms things up ever so slightly and reduces its ride height by 0.8 inches (20 mm), it's by no means stiff. Pick up the pace, and you'll still feel its body float at higher speeds and, in the bends, roll considerably. The V's quick-shifting 10-speed auto, limited-slip differential, and standard all-wheel-drive system, which allow it to put all of its power down, only further showcase that on a twisty road, this Cadillac always feels like it's being lugged around by the monster upfront, not tackling the road as one single entity. However, its handling trade-offs are well worth it. While much effort has gone into taming the Escalade-V's balance, it's racing between stoplights and triple-digit blasts on the highway that it excels at. It's a genuinely comfortable machine to putter around town in or rack up serious miles, whereas many of its rivals are not. Even with its steering, suspension, brakes, and engine in their most aggressive settings, none of the V's inputs are particularly sharp. There's a light layer of delay that ensures that although you may be ready to haul ass, you're going to do so smoothly. The Cadillac Escalade-V is an SUV that never forgets its primary purpose, a clear rejection of what the Europeans are up to. Sure, I could knock it for being a pricey truck-based body-on-frame SUV with a great big engine, but it's so plush despite its impressive performance stats that I just can't. Blistering 0-60 times and record-breaking lap times are great to brag about, but are they all that valuable when you're bouncing around in afternoon traffic in what's supposed to be your quick but practical daily? A significant contributing factor to the V's stellar comfort is its interior, which starts as that of an Escalade Platinum before gaining a plethora of sporty adornments. My tester, whose dark two-tone Auburn and Black finish compliments its Argent Silver exterior color nicely, features big plush chairs for its first and second rows. Even its hidden third set of seats is more comfortable than expected. Compared to previous generations of the Escalade, this latest model's detail work and overall fit and finish are surprisingly pleasant. It also reduces outside noise beautifully, creating a quiet space despite its large wheels and a slightly firmer ride. However, some of the switchgear you interact with most, such as that on its steering wheel and center console, feel flimsy, especially in an SUV with a $154,865 as-tested price. Still, this Cadillac's impressive array of overlapping 16.9, 14.2, and 7.2-inch screens are not only bright with crisp graphics but also give its cabin a distinct look. This cabin's greatest strength, however, is its sheer size. There's a massive 72.9 cubic feet of space behind its second row, whereas a Range Rover offers only 40.7 cu-ft. Opt for the even larger ESV variant, and that number grows to 94.1 cu-ft, or as much as the Rover with its back seats folded. These are all impressive figures before you even consider the V's remarkable output and straight-line speed. Step outside, and the Cadillac Escalade-V gets subtle but impactful visual updates. Its front fascia, for example, features a prominent black mesh grille, a large lower air intake, and subtle lower lip spoilers below its daytime running lights. Out back, an updated rear bumper with a body-colored central diffuser flanked by quad exhaust tips gives the V its distinct look. Although it's easy to tell the Escalade-V apart from other trim levels, it isn't overly sporty. Sure, there's a bit of gloss black trim here and a little sharpened bodywork there, but it isn't particularly over-the-top. To most people, it just looks like an Escalade, which, I'd say, is a good thing given its softer edges and overall luxurious intentions. The 2023 Cadillac Escalade-V starts at $151,090, including a $1,895 destination charge. Because most of its features come standard, my tester's as-tested price comes in at a slightly elevated $154,865. This is about in line with what you'd pay for a BMW X5 M Competition or Audi RS Q8, although it's worth mentioning that these are much smaller SUVs. For slightly more, however, the Mercedes-AMG GLS 63 and Alpina XB7 get closer to matching the V's footprint and offer all-around nicer trimmed cabins. On the flip side, neither the Alpina nor the AMG's V8s can match the rowdiness of the V's supercharged unit. So you'll have to pick between quick and refined, or soft but rowdy. The Cadillac Escalade-V is a performance-oriented luxury SUV that knows precisely what it is and isn't. It may house a powerhouse of a supercharged V8, but it's by no means overly compromised for the sake of pointless performance metrics. Its sheer brute force, however, allows it to best most sports cars between the lights, all while its suspension nicely dampens road imperfections, creating a plush ride that's becoming rare amongst competitors. It may not be the quickest performance SUV, nor the most athletic, but the Escalade-V doesn't seem particularly concerned with what's going on across the pond. Instead, by sticking to the attributes that make an Escalade great in the first place but sprinkling in some proper thrills, Cadillac's latest holds a unique spot in a growing segment.

An image of a Lamborghini Huracan Sterrato parked outdoors.

By Gabriel Vega – January 17, 2024

Review: The Lamborghini Huracan Sterrato Turns All-Terrai...

Around a decade ago, the concept of the daily drivable supercar began to take shape in the press releases of major carmakers. In 2013, McLaren boasted about the 12C being "rewarding and comfortable to drive at low and high speed, on the daily commute and on the track." A statement that by itself doesn't stand out until you realize it's describing a 616-horsepower, carbon-tubbed two-door that sits at best three inches off the ground. While this duality is perhaps the greatest example of how far suspension technology has come in the last decade, is anyone actually commuting regularly in a six-figure exotic? While I'm sure we could all point to examples of hardened individuals doing just that, it certainly isn't the norm. If supercars have become so comfortable, so usable, and as even Lamborghini stated in the Huracan's 2013 release, so "easy to drive," why are these supercar commuters so elusive? The unglamorous answer is depreciation. A supercar's value and the miles it covers are intrinsically linked. You may want to log 12,000 miles a year in your mid-engined dream machine, but chances are if it's not part of a limited series or an ultra-rare one-off, daily use, even if just for a year, could result in up to a six-figure loss in value. Just ask the owners of that aforementioned 12C. Ouch. The slightly more nuanced answer is that while modern supercars have successfully chased ever-growing performance targets without their on-road compliance becoming a complete afterthought, I'd hardly call any of them comfortable. And should you forget to activate your front axle lift system while pulling in just about anywhere, the painful crunching sound of a driveway sanding off your front splitter is all but unavoidable. We've come a long way, but the limitations that keep supercars chained to special occasion drives remain. Yet it's these very limitations that make the Lamborghini Huracan Sterrato such an exciting entrant into the space. It just ignores them. For starters, it's limited to just 1,499 units globally. As such, what will most likely be the only V10-powered all-terrain supercar should retain its value quite well, regardless of what its odometer reads. And thanks to its nearly two inches of extra ground clearance over a Huracan EVO, it's unphased by most speed bumps, potholes, and, crucially, driveways. However, despite its positioning as Lamborghini's first go-anywhere supercar, if you ignore the LM002, I never felt the urge to leave the safe confines of the road. Firstly, because I signed an agreement explicitly promising I wouldn't, but more importantly, because while the Sterrato may be ready to leave the asphalt behind, it doesn't have to for it to show you just how special it is. As different as the Sterrato may look at first glance with its roof racks and chunky over-fenders, its recipe for all-terrain success is simple. Its ground clearance may grow by 1.7 inches, but its suspension setup remains similar to what you'd find on an EVO or Tecnica, combining steel springs and electromagnetically controlled hydraulic dampers. And while its front and rear tracks grow by 1.2 and 1.3 inches, respectively, it still comes standard with carbon ceramic brakes. Where things differ most is in its wheel and tire package. The Sterrato is the only Hurracan available with 19-inch wheels, of which Lamborghini offers two styles and a bespoke set of Bridgestone Dueler rubber. Measuring 235/40 up front and 285/40 in the rear, these tires may appear somewhat chunky, alluding to the Sterrato's all-terrain intentions, but as you'll find out shortly, they manage to generate impressive levels of grip in the bends. An aluminum front skid plate, lower side sills, and rear diffuser help protect its undersides. Up top, optional extras, such as bumper-mounded LEDs and roof racks, add to its distinct aesthetic and overall usability. Roof tent, anyone? A small roof-mounted air intake rounds out the list of exterior changes designed to feed the Sterrato's naturally aspirated V10 clean air in dusty situations. Inside, the Sterrato gets unique dashboard graphics for its recalibrated Strada and Sport modes, and the introduction of a new Rally setting for low grip runs on dirt. And should you find yourself in a sticky situation while off the beaten path in your off-road Lambo, there's a new digital inclinometer with pitch and roll readings to help. Setting off in the Sterrato for the first time, everything looks, feels, and sounds like it would in any other Huracan. My hands grip an Alcantara-covered wheel adorned with contrasting red stitching to match the rest of the cabin. I sit in firm but supportive carbon-fiber sports seats, and the unmistakable roar from Lamborghini's famed 5.2-liter V10 alerts everyone in the neighborhood of my departure. So far, so good. The first few miles feel as expected, too. The Sterrato's seven-speed dual-clutch automatic works through gears effortlessly, and the visibility out of its raked windshield remains abysmal, except it's worse because the roof scoop blocks all rearward visibility. And like a Tecnica or STO, spinning up its V10 past 4,000 rpm eliminates all hope of hearing anything from its speakers. It's only once I get on the highway that it all clicks. Despite its "lift," the Sterrato is still a firm machine. As such, its suspension doesn't compress enough to absorb minor road imperfections. The big stuff, however, that's there his Huracan is in a league of its own. Speed bumps, highway potholes, uneven road surfaces, the Sterrato just doesn't care. And while you'll feel its body move, the inevitable crashing sound as its suspension fully compresses and you reach its bump stops just never comes. It's strange at first, but you quickly learn to trust it. The same goes as you approach all but the steepest of driveways. The Sterrato may not offer a front axle lift system; you don't need it. And I'm not just talking about slowing almost to a halt, pulling up at an angle, and slowly creeping in. That's for everyone else. Sterrato owners dive in at full speed like they would in anything else. Again, that painful scrapping sound as you tear your front splitter to pieces never comes. Yet as you point the Sterrato's nose at some twisty roads, it comes over all supercar again. Its relative firmness means that while it leans more in the bends than a Tecnica, it's never unsettled. Think of its movements like what you'd get out of a BMW M5 Competition or Audi RS6, which is to say, just enough for you to notice but not care about. And despite how knobby its tires are compared to a standard Lambo's Pirelli P Zero rubber, its bespoke set of Bridgestone Duelers hold on surprisingly well. It takes a big push to get them to unstick. Still, the Sterrato's V10 generates 602 horsepower and 413 pound-feet of torque, which is to say that with a big enough stab of the gas pedal and Sport or Rally mode engaged, not even its all-wheel drive system can stop you from breaking them loose. However, where a Tecnica's rear end can snap, the Sterrato's Bridgestones let go more progressively, and crucially at lower speeds. As such, it never loses its balance, making it more driver-friendly, and, thanks to this, Lambo's quick steering is easy to catch and control. Keep the rear in check, and the Sterrato's front end rewards you with plenty of grip. In all but the tightest corners, I can't confidently say I'm moving any slower in the lifted Huracan than in an EVO or Tecnica. Plus, because its engine is just as powerful, and its dual transmission is just as quick, it certainly feels no slower in the straights. Despite its knobby tires, the Sterrato will still hit 62 mph in 3.4 seconds and 124 mph in 9.8 before topping out at 162 mph. But as fun as the Sterrato may be to toss around on a twisty road thanks to its more approachable limits, that's not what makes it unique. Instead, it's when you make it home, realize you forgot you had to stop by the grocery store, and instead of switching to a more practical car, you hop back into those carbon buckets, fire up that V10, and set right off that the Sterrato's appeal fully materializes. Because the Sterrato is so uniquely prepared to tackle the awful infrastructure often found in major US cities, there's never a reason not to drive it. And except for the full squat you must perform to get in it, its terrible visibility, and its carry-on sized front storage compartment, this 602-hp Lamborghini is happy to oblige. And more importantly, it makes you want to step out, even when you don't have to. There are tons of supercars that are quicker in a straight line, tons that generate far more grip in the bends, and, given the Sterrato's limited run of 1,499 units, tons that aren't sold out. But are there tons of supercars more enjoyable than Lambo's $273,177 ($373,216 as-tested) off-roader? I'm not so sure. While Lamborghini set out to build an all-terrain supercar for what can only be described as "for fun." It simultaneously filled the daily drivable niche the raging bull and its closest competitors have circled for years. The Sterrato is the perfect example of what's possible when a carmaker takes a great platform and says, "What if?" My only hope is that the Sterrato is far from the last all-terrain supercar we see. And given how good it is and how quickly buyers scooped them up, I'd be surprised if it was. View All Lamborghinis For Sale

By Gabriel Vega – January 10, 2024

Review: The Audi S6 Sedan Deserves Your Attention

Audi's RS models have finally hit their stride in recent years. Not only is the German carmaker consistently releasing new and exciting cars like the RS 3 Sedan, RS 6 Avant, and RS Q8, but it's also updating long-lived models like the RS 5 to make them competitive once more. However, while Audi's flagships have improved significantly, so too have its midrange offerings; you just haven't heard of them. This latest S6 Sedan has a lot working in its favor. Its RS 5-sourced 444-horsepower twin-turbo V6 makes it sports car quick, while its adaptive air suspension allows it to retain excellent comfort. Inside, bucket seats, a flat-bottom steering wheel, and plenty of sporty graphics make its cabin nearly identical to the RS 6's. And thanks to significant styling updates introduced for its fifth generation, it's stylish, too. Why, then, would a seemingly well-rounded sports sedan still be so often overlooked by enthusiasts? One of the biggest hurdles the Audi S6 has to deal with is recognizability. If an RS 6 Avant flies by, it takes a fraction of a second to know you're looking at something special. Its flared wheel arches, aggressive bumpers, and squatted stance are dead giveaways that it sits at the top of the RS food chain. The S6, on the other hand, may look sporty and elegant, but so does the standard A6 these days. Take the second and third-generation S6s as examples. They may have been thoroughly linked to the base car, but items such as their boxed fenders made it clear that they were anything but. Compared to their fairly ordinary counterparts, they looked as sporty as they drove, and enthusiasts loved them. However, by the time the fourth-generation Audi S6 arrived, things had changed because the standard A6 had. The visual gap between the base car and its sporty sibling was no longer the chasm it once was, with the pair looking eerily similar to the untrained eye. The days of the A6 being a luxurious but somewhat conservatively styled sedan were over, and the S6's recognizability suffered. So much so that a fourth-gen Audi S6 is the current cross-country Cannonball run record holder, selected for the gig because of how subtle it looks despite housing a powerful twin-turbocharged V8 under its hood. It can cruise at triple-digit speeds without attracting much attention, which is great for cannonballers but not so much for its desirability. The arrival of the current fifth-generation A6 complicates things further because it's never looked better. It's styled elegantly, has killer proportions, and offers a wide stance even in base form thanks to a larger footprint. The S6, on the other hand, gains an extended diffuser with quad tailpipes, a trunk lid spoiler, a unique set of wheels, and darkened trim but not a distinct aesthetic. Items like its aggressive front and rear bumpers, upgraded LED headlights, and wide grille with horizontal slats are also available for the A6 Premium Plus, making its great looks far from model-specific. If for nothing else, the Audi S6 deserves its own identity and, thus, a spot in more enthusiasts' hearts because of how good of a luxury sports sedan it is. Although it's no longer running on eight cylinders, its 2.9-liter twin-turbocharged V6 is a killer powerplant in its own right. It produces 444 hp and 442 pound-feet of torque, enough to complete the run to 60 mph in 4.4 seconds and top out at 155 mph. All of which are sports car figures from a sedan that weighs no less than 4,486 pounds. The S6 gets a model-specific eight-speed automatic transmission, a Quattro all-wheel drive system, and adaptive air suspension as standard. As equipped on my tester, an optional $4,000 S Sport package adds all-wheel steering, a sports exhaust system, and an upgraded rear differential. While all of these components sound undoubtedly sporty, Audi S6 is far from the firm canyon carver the RS 6 is, and it's all the better for it. Its straight-line acceleration may be explosive thanks to the abundant low-end torque its V6 generates and quick-shifting transmission. However, its suspension never truly firms up, even in its most aggressive setting. While this results in plenty of body roll and even a fair bit of understeer in the bends, it makes the S6 a better luxury sports sedan everywhere else. Rather than tackling a twisty road, the S6 feels most at home on the highway, sat in the left lane, effortlessly cruising at triple-digit speeds. Despite offering straight-line performance comparable with a sports car's, it glides over road imperfections, offering a near-perfect blend of comfort and performance, exactly as a midpoint between the A6 and RS 6 should. Its steering backs up this laid-back, almost muscle car persona because although it's relatively light and direct, it is utterly devoid of feedback. It's a similar story with its brakes, which, although upgraded to handle the S6's added speed, are easy to overwhelm as your pace picks up. At everyday speeds, however, they're effortless to modulate and make no unwanted noise. Like its styling, the Audi S6 benefits from the many quality and refinement improvements introduced for the A6. It's as quiet as you'd ever expect a large luxury sedan to be. Aided mainly by its adaptive air shocks and a set of sporty but plush front seats, its cabin is a great place to spend a decent amount of time. As part of the $2,500 Design Edition pack, my tester gets a black leather interior with contrasting red stitching, a black roof, a heated flat-bottom steering wheel, and dark chrome trim throughout its cabin. Options aside, other elements, such as its digital instrument cluster and twin dashboard-mounted central screens, carry over from the A6. My 2023 Audi S6 tester starts at $74,795, including a $1,095 destination fee. However, optional extras such as its $8,800 Prestige package, $4,000 S Sport package, and $2,500 Design Edition package, its as-tested price is $91,165. For context, that's a lot less than the $145,440 as-tested price of last year's RS 6 Avant, despite offering comparable performance in most daily-driving scenarios. The Audi S6 is a not-so-sporty sports sedan in the best way possible. Despite offering formidable straight-line performance, it doesn't compromise on comfort or its luxury roots. It's the ultimate daily driver for those looking for sports car feed without the added firmness associated with supercar hunters like the RS 6 Avant. The S6 is a car whose driving experience delivers on its sports sedan intentions and yet another product of Audi's recent winning streak. However, none of that matters if the enthusiasts who would buy one wouldn't consider it because it's practically indistinguishable from a standard A6. The S6 is a great car that's a few visual upgrades away from being truly exceptional, and it certainly deserves them.

By Gabriel Vega – January 07, 2024

Top 10 Best Luxury And Exotic Cars We Drove In 2023

As the luxury and exotic car segments continue to flourish, so have duPont REGISTRY's Reviews. This year, we drove more cars, traveled to more destinations, and brought you more new vehicle unveils than ever. We've covered practically every new high-end product to launch this year from nearly every major automaker. As such, narrowing down to our top ten favorites proved more challenging than ever. However, rather than picking the most impressive cars on paper, we're narrowing down our best picks to those machines that delivered the most memorable driving experiences this year. These vehicles kept us reminiscing about our time behind the wheel while yearning for more. This list doesn't just pick out those cars that are technically "the best" but instead highlights those that deliver the most memorable driving experiences. 10. Aston Martin DBX 707 The 707 treatment brings much-needed excitement and flare to the Aston Martin DBX. It takes a solid base and improves it with tremendous speed and performance. However, what impressed us most was how exciting the 707 is to hustle up a twisty back road. While its 697-horsepower AMG-sourced twin-turbocharged 4.0-liter V8 grabs all the headlines, this DBX's suspension and the calibration of its all-wheel drive allow for a bit of tail-happiness when you want it and exceptional grip when you don't. Combine a lively chassis with a high-strung V8 and surprising road feedback, and you get one of the most thrilling SUVs on sale. 9. Maserati MC20 Cielo Although we tested its coupe counterpart last year, it's the Maserati MC20 Cielo and its retractable hardtop that managed to secure a top spot on this year's list. The Cielo loses none of the coupe's speed or agility but adds an extra dimension to its driving experience with its top-down. While its twin-turbo V6 isn't the most exotic-sounding powerplant in the segment, it's powerful and surprisingly responsive, all while generating excellent turbo spooling noises. However, without a doubt, what kept us thinking about the Cielo is its styling. As far as modern supercars go, its uncomplicated, elegant, and stunning. 8. Lotus Emira Photo via Kahn Media The Lotus Emira earned its spot on the list by reminding us what a sports car should be. While its competitors grow larger, heavier, and more tech-filled than ever, the Emira offers all the creature comforts you'd ever want in a package that still feels genuinely light. Hustling it around at practically any speed is a thrill. Close gear ratios mean you're constantly upshifting and downshifting as you try to keep the revs high. It's a sports car in the traditional sense and one we'd have over some competitors that can cost up to twice as much. 7. Porsche Cayenne Turbo GT Photo via Porsche North America To date, the Porsche Cayenne Turbo GT is the most capable performance SUV we've tested. It's not just quick in a straight line but genuinely athletic in the bends. It tackles a back road like no SUV should be able to, yet still manages to double as a cozy commuter. It received a facelift and a power bump up to 650 hp with the 2024 model year car's arrival, making it one of the best all-rounders currently on sale. 6. BMW M3 CS Drawing inspiration from the M4 CSL, the M3 CS pushes this sporty sedan's persona closer to that of a dedicated track toy. It's lighter, firmer, and more powerful, making it feel far more exciting than its standard production counterpart. Although arguably too stiff to drive daily, the CS brings forth the persona we'd always hoped the M3 Competition would offer. As the carmaker's products become more refined with each new generation, the CS reminds us that BMW can still build a raw and thrilling four-door. 5. Bentley Flying Spur S V8 Unusually for a big luxury sedan, what impresses most about the Bentley Flying Spur S V8 is how it drives. Downsizing from a W12 to a V8 takes the weight off the nose while its active anti-roll bars and finely tuned suspension allow it to tackle a twisty road in full anger. It's balanced, genuinely agile, and properly quick in a straight line. A subtle growl from its massive exhaust tips adds a hint of sportiness, resulting in a nicely rounded driving experience. Oh, and of course, it's a beautifully appointed luxury sedan, too. 4. Lucid Air Sapphire Photo via Lucid Motors Of the entire list, we spent the least time with the Lucid Air Sapphire, yet it still managed to make a lasting impression. It's not just a spec monster, although its 1,234-hp output certainly helps. Instead, it's the Sapphire's dynamics that landed it in a top spot. It's genuinely supercar quick in the bends, and thanks to all the custom development by Lucid's engineers, it confidently puts all of its power down even in less-than-ideal conditions. Perhaps no other car we've tested is easier to drive at speed than Lucid's $250,000 flagship. 3.McLaren Artura Although the McLaren Artura hit some bumps on its way to production, the resulting car is worth the wait. It seamlessly integrates its electric motor with its 120-degree twin-turbo V6 to deliver effortless acceleration despite many behind-the-scenes complexities. Yet despite housing an electric motor and a small battery pack, it tips the scales at 3,303 pounds, making it not just powerful with 671 hp but a genuine lightweight amongst its peers. Add in hydraulic steering and a stiff chassis, and it delivers tons of feedback, making the Artura one of the most exciting supercars of the year. 2. Rolls-Royce Spectre Photo via Rolls-Royce North America The Rolls-Royce Spectre is worthy of a long list of superlatives. Its electrification ultimately serves its broader luxury goals. It's likely the quietest and most comfortable luxury car we've ever tested. We've driven it around Napa Valley, the Valley of Fire, and on a road trip from Las Vegas to Los Angeles. Every time we log more miles, the Spectre further cements itself as one of our favorites. Costing more than $500,000 with options, such excellence is expected. What isn't is how far it surpasses even its closest siblings. 1.Ferrari 296 GTB Assetto Fiorano Although we drove the Ferrari 296 GTB Assetto Fiorano towards the beginning of the year, nothing else we tested could dethrone it from the top spot. Like the Artura, it combines an electric motor with a 120-degree twin-turbo V6. However, it develops a whopping 819 hp, making it one of the quickest cars we've ever tested. Speed aside, the 296 is nearly faultless from a driving perspective. Despite weighing close to 3,700 pounds, it's nearly impossible to tell behind the wheel. It feels light and agile and generates tremendous grip. Yet it's still easy to hustle up a canyon road. Combined with elegant styling and a unique engine note, our time spent with the 296 GTB tops our list as this year's most memorable drive.

An image of an Audi RS e-tron GT parked outdoors.

By Gabriel Vega – January 05, 2024

Review: The Audi RS e-tron GT Is More Than Its Stats

It's been almost three years since Audi unveiled the RS e-tron GT in early 2021, and the arena it competes in looks quite different than it did 36 months ago. As the auto industry continues its pivot toward electric vehicles, the RS' list of competitors grows yearly. Whereas it previously only really had to worry about fending off its mechanical sibling, the Porsche Taycan, the range-topping e-tron now has to fight off threats from the Lucid Air Grand Touring, Tesla Model S Plaid, and the Mercedes-AMG EQS Sedan. Despite the encroaching competition, all of the characteristics that made Audi's flagship a compelling machine in the first place are relevant today. It's still just about the best-looking EV on sale with its flowing and curvy but elegant styling. And thanks to its Porsche bones, it handles far better than anything weighing over 5,100 pounds has any right to. However, its competitors haven't exactly sat idle. Starting at $145,395, including destination, the RS is now the slowest of its direct rivals to 60 mph and covers the least miles on a charge. Three years on, are the e-tron's killer looks and exciting driving experience enough to compete with the industry's best? Despite sharing major structural and powertrain components with the Porsche Taycan due to a joint development project between the two brands, the Audi RS e-tron GT has always been the more visually exciting pick of the pair. In contrast to the Porsche's smooth, uncluttered, and relatively minimalist styling, the Audi employs body lines to accentuate the flare of its front and rear fenders. These connect with a massive LED light bar out back, which, combined, work to visually widen the car. This theme continues upfront with the e-tron's headlights, which push out to the edges of the RS' front fascia, leaving room for a prominent body-colored grille and making this sedan's front appear broader than its dimensions would suggest. The result is a car that offers a sportier and all-around more interesting aesthetic despite sharing proportions similar to its Taycan sibling. An aesthetic made it all the more appealing with available colors like my tester's Tactical Green Metallic, which perfectly matches its Santos Brown leather interior. While I'm aware not everyone will be as fond of this subtle shade as I am, it's always a welcomed sight when carmakers expand a car's available palette beyond the standard range of silvers. Looks aside, the RS e-tron GT's greatest strength is just how well it drives. While the standard e-tron GT develops 469 horsepower from two electric motors, stepping up to the range-topping RS pumps that figure up to 590 hp and temporarily up to 637 hp with Boost Mode engaged. Flat out, Audi's flagship EV will hit 60 mph in as little as 3.1 seconds and top out at 155 mph. While these stats allow the RS to feel outstandingly fast in just about any scenario, practically all its direct competitors are still quicker. The 1,050-hp Lucid Air Grand Touring Performance completes the run to 60 mph in 2.6 seconds, matching the 616-hp Porsche Taycan Turbo's time, while the 1,020-hp Tesla Model S Plaid takes 1.99 seconds. Only the Mercedes-AMG EQS Sedan falls behind in the segment with its claimed 3.4-second figure. This may come as a shock, but these stats only tell half the story. Of the aforementioned group, only the Porsche and Audi employ a two-speed transmission to send power to their four wheels. The Lucid, Tesla, and Mercedes-AMG all use similar single-speed units that allow them to blast off the line quickly but lose ferocity as the speedo climbs. In contrast, the RS's two-speed unit enables it to accelerate aggressively even if it's already cruising at highway speeds, making the performance you feel in the real world comparable to even the rivals that severely outgun it. Instead, the e-tron's handling sets it apart from the pack. Despite Porsche ties, the GT is more than just a re-styled Taycan. It may employ the same overall structure as its mechanical sibling. Still, it rides on an adaptive air suspension system, which Audi configures to be more compliant than the Porche's unit, making the e-tron a more comfortable daily driver. True to its name, these tuning choices allow the RS to have its own identity, being less of a high-performance sedan like the Taycan and more of an athletic grand tourer. While its shocks may strive to offer a plush driving experience, there's no denying the RS e-tron GT's sporty intentions. Point its nose towards a twisty back road, and you're rewarded with a 5,100-lb sedan that still grips, turns, and stops like a supercar. And while it may not be as stiff as a comparable Taycan Turbo, it remains nicely balanced as you come into a tighter bend, only to confidently put all of its power down on the way out. My tester wore an optional $7,100 set of carbon ceramic brakes, which, although pricey, kept this hefty sedan in check through back-to-back runs up a canyon road without any loss in performance. There's only one concern when hustling the RS e-tron GT up a nice piece of road: its range. With electricity coming from a 93.4 kilowatt-hour battery pack, the EPA estimates its range to be 238 miles, ranking it behind most direct competitors. For context, Lucid's estimate is 446 miles, while the Tesla and Mercedes-AMG offer 396 and 277 miles, respectively. The e-tron's reduced range may not be a concern for buyers with home chargers, but it can quickly become a problem, given how quickly the RS chews through electrons the second you pick up the pace. While its competitors face similar issues, their larger battery packs and greater range go a long way to eliminating any range anxiety. Once at a charger, however, the e-tron tops up its pack rather quickly thanks to its 270 kW peak charge rate, allowing it to jump from a 10 to 80 percent charge in around 80 minutes thanks to its 800-volt architecture. Pricing for the 2023 Audi RS e-tron GT starts at $145,395, including a $1,495 destination fee. However, thanks to optional extras such as a $7,100 ceramic brake package, a $6,450 carbon performance package, and a $5,350 full leather interior package, my tester's as-tested price is $164,890. For context, a similarly optioned Lucid Air Grand Touring Performance costs $163,500, while a comparable Mercedes-AMG EQS comes in at $164,140. Thanks to recent discounts, however, the Tesla Model S Plaid, even when optioned up to $109,880, severely undercuts every other vehicle in the segment. As such, the RS e-tron GT's pricing aligns with that of most competitors, but three years after its unveiling, is it the six-figure high-powered EV to have? As you may have guessed by this point, the answer depends on the buyer. For the stat-focused EV enthusiast for whom only the quickest 0-60 time and the greatest range will do, the RS can't match up to the Lucid's range and speed or the Model S Plaid's tremendous value. Instead, the RS will appeal to an entirely different kind of enthusiast who values an exciting driving experience over the best on-paper stats. The RS may not have the longest range nor the quickest acceleration in the segment, but it nails what cars in this segment should do by delivering thrills behind the wheel. Cars at this price point should be emotional purchases, not practical ones, and with its killer looks and exciting driving experience, the e-tron GT still makes a strong case for itself. After all, there's more to a car than just the stats.

By Gabriel Vega – December 30, 2023

Our Top 5 Favorite Drives Of 2023

Now that we've selected the ten best cars we tested all year and highlighted the most expensive, it's time to go through our five favorite drives of 2023. Although they're undoubtedly a centerpiece of any automotive story, these picks highlight more than just the featured car. They're about location, time, and challenges we faced along the way. From driving an early McLaren prototype on a deserted mountain road to racing against a hurricane in a Bentley and pushing a Rolls-Royce to its limits on a road trip, these stories are our favorite because, as you'll soon find out, they're by far the most memorable. 5. A Track Day In The Chevrolet Corvette E-Ray - Denver, CO Photo via Chevrolet The Chevrolet Corvette E-Ray represents a lot of firsts for GM's mid-engined sports car. It's the first electrified Vette and the first to send power to all four wheels. By Chevy's account, it's the first Corvette that can be a one-car solution for most buyers. We traveled to Denver, Colorado, for a few days behind the wheel to put these claims to the test. Our first day saw us logging miles on large stretches of highway and empty twisty mountain roads, where the E-Ray demonstrated its chops as a proper road trip machine. Day two stepped things up with a track day at Pikes Peak International Raceway. From back-to-back hot laps to open time on a skid pad, the electrified Vette showed that its increased power and traction deliver improvements not just in its usability but its on-track prowess, making these few days on-road and on-track one of the most memorable of the year. 4. A Race Against A Hurricane In A Bentley Continental GTC Speed - Monterey, CA What started as a simple drive from Monterey, California, to Los Angeles quickly turned into a race against nature. With this year's Monterey Car Week activities closing, we jumped into a Bentley Continental GTC Speed for the long drive south. However, as we began our charge, a hurricane battered Southern California, bringing record rainfall, flooding, and widespread power outages. While the beginning of our drive proved relatively uneventful, relentless rain showers soon flooded large sections of the highway, leaving more than a few vehicles spun out on the shoulder lane. We pressed on with hopes of reaching our destination before the worst of the storm left us stuck due to road closures, turning what should've been a routine trip into one of this year's most memorable drives in a W12-powered grand tourer. 3. A McLaren Elva Prototype On An Empty Mountain Road - Los Angeles, CA The McLaren Elva's 2019 unveiling signaled a shift for the British supercar manufacturer. It simultaneously debuted a new carbon-fiber monocoque and displayed that the marque wouldn't just focus on building supercars but hypercars as well. Earlier this year, we scored a few hours behind the wheel of an early Elva prototype to see just what a seven-figure machine from Woking could be like. To our surprise, however, we didn't just drive one of the world's rarest cars; we also got to experience it on an empty, twisty mountain road. And while this prototype sports a windshield, making it more closely resemble a traditional hyper or supercar, it does little to soften the Elva's edges. It is, without question, one of the most exciting machines we've ever tested. 2. Pushing The Rolls-Royce Spectre's Range On A Nonstop Roadtrip - Las Vegas, NV While most of this year's best drives saw us getting acquainted with the industry's best machines in ideal conditions, our recent Rolls-Royce Spectre road trip only served to push this $500,000 luxury coupe's limits. At the time of our departure from Las Vegas' Wynn Resort, the Spectre's estimated range hovered around 260 miles on a single charge. However, given that the large Rolls consistently outperformed its estimated stats in previous drives, we decided to put it to the test on a nonstop drive from Las Vegas to Los Angeles, a trip scheduled to cover 255 miles, leaving us with just a few to spare. Along the way, we faced multiple climbs up mountain passes and large stretches of desert highways where access to a charger was far from guaranteed. Still, we pressed forward, pushing the Spectre to its range limits as we got closer to our destination in Los Angeles. However, as its range estimates dipped rapidly, the Rolls proved it had more than just one ace up its sleeve. 1. Ice Drifting The Final V8-Powered Maseratis - Livigno, Italy Maserati is about to produce its final V8-powered car ever. Its eight-cylinder Trofeo lineup, consisting of the Quattroporte, Ghibli, and Levante, is scheduled to go out of production in just a few weeks. To celebrate their departure, we traveled to the Italian Alps to test their limits and exceed them with plenty of sideways action in perhaps the only triple-test of the range ever conducted. And while these Trofeos might be stunning, their on-road performance didn't impress on our first drives years ago. However, as it turns out, letting them swing their tails out through back-to-back bends unlocked an exciting new side of their personality.

An image of a Lamborghini Huracan Tecnica parked outdoors.

By Gabriel Vega – December 21, 2023

Review: The 2023 Lamborghini Huracan Tecnica Makes The Ha...

The best family recipe, the kind that's been carefully crafted through generations and creates a dish so tasty it uplifts even the glummest spirits, is nothing more than the product of two things: repetition and fine-tuning. But it's these minor adjustments that, through years of experience, can transform an otherwise forgettable meal into a holiday centerpiece. Looking back, the Lamborghini Huracan's unveiling for the 2015 model year now feels like the introduction of a brand new dish. Its recipe had strong foundations; it just needed more time to marinate. It's no surprise that the Huracan has evolved considerably throughout the last nine model years, progressively becoming lighter, racier, and more engaging with each subsequent iteration. The 2023 Lamborghini Huracan Tecnica is perhaps the greatest example of this. The LP 610-4 wasn't a bad car, but the Tecnica is a significant improvement in every metric. It's lighter, stiffer, and, thanks to its STO-sourced engine, far more engaging to drive. With all 631 horsepower going to its back wheels, it's pretty lively too. And despite borrowing heavily from the STO's playbook, the Tecnica's softer shocks make it the far more usable machine. It's a hardcore track toy you can use daily. The best way to understand the Huracan Tecnica is to first look at the track-focused STO because it pushed the baby Lambo to extremes. Gone was its front storage compartment, replaced by a massive carbon fiber clamshell, while it added a wide roof scoop, a louvered engine cover, and an enormous adjustable wing out back. It became stiffer, too, to handle the aerodynamic loads generated by its new body, which, at 173 mph, can generate up to 935 pounds of downforce. The STO is still one of the most exhilarating cars I've ever tested, but it's quite a compromised machine. With virtually zero storage space, painfully stiff suspension, and what has to be the loudest exhaust note of any new car on sale, it excels on a track or a canyon road but not so much everywhere else. The Tecnica, on the other hand, takes the STO's best bits and incorporates them into a softer, more usable package that's just as thrilling to hustle up an empty road. The first and most significant borrowed component is the STO's beefed-up 5.2-liter naturally-aspirated V10, which produces 631 hp and 417 pound-feet, the most of any Huracan ever. It'll sprint to 62 mph in 3.2 seconds and top out at 202 mph. It counts on the same seven-speed dual-clutch transmission to send that power to the rear wheels, which also carry over the STO's rear-axle steering system. It even puts its power to the ground via the same bespoke Bridgestone tires and comes to a stop thanks to the same standard set of carbon ceramics. By replacing the STO's aggressive front splitter and its adjustable rear wing with far subtler components, the Tecnica generates far less downforce. Although its fixed rear spoiler still increases downward pressure by 35 percent over an EVO RWD without creating added drag, the Tecnica's less aggressive bodywork doesn't need rock-hard shocks to cope with the added weight at higher speeds. And while this doesn't make the Hurcan as plush as a Phantom, it allows it to be far more compliant over even significant road imperfections. There are other livability improvements, too, like the reintroduction of its front storage compartment and small niceties inside, like a set of actual carpets and more robust sound deadening. Still, much of the STO's racing spirit remains as the Tecnica carries over its carbon fiber doors, with contrasting red pull tabs and a set of firm carbon-backed bucket seats. So, while the Tecnica may be a softer take on an STO in many ways, it's by no means laid back. On an empty canyon road, the Huracan Tecnica is as agile, quick, and exciting as its competitors. Although it lacks the turbocharged wave of torque that has become so ubiquitous amongst modern supercars, its NA V10 is a joy to hustle up to its 8,500 rpm redline. It's deafeningly loud, and I wouldn't want it any other way as you're constantly in the tach's upper end trying to extract its full power. From a dig, you can hear it joyfully bouncing off its limiters as you rip through the first couple of gears with its rears fully lit up. Of its three drive modes, Strada, Sport, and Corsa, it's the middle of the set that's most usable on public roads. Although Corsa allows for far more slip from the rear, the Tecnica is a car that comes around quickly and sometimes unexpectedly, as I found out last year at The Thermal Club when I accidentally ripped a massive powerslide joining the South Palm circuit's back straight at a speed I won't soon forget. As such, it's best to keep the Tenica's stability and traction control in the middle Sport setting, allowing the Huracan to confidently put all its power down without much fuss. With no front differential weighing down its nose, it dives into corners with an immediacy I've never felt in an all-wheel drive Lambo. Although it's 89 pounds heavier than an STO, you'd need back-to-back runs on a track to tell the pair apart. The important thing is that the Tecnica feels very light on its feet and, despite its softer shocks, remains nicely balanced and composed in the bends. Its steering is light and direct but doesn't generate significant feedback, meaning you'll hear the front end go before you feel it. In contrast, its brakes, which require a firm press to summon their full stopping power, are pretty talkative, letting you know well in advance that you're approaching their limits. But as much of a willing dance partner the Tecnica may be, it excels on more than just Sunday morning drives. Unlike the STO, the Huracan Tecnica is perfectly happy puttering around town at low speeds. So much so that when presented with the choice of driving it or the Rolls-Royce Spectre it shared a garage with for a few days, I mostly spent time in the Lambo. Its front trunk has enough space for a small grocery run, while the Tecnica's relatively small footprint means it's genuinely maneuverable even through tighter city streets. Just don't expect to be able to see out of the thing, as its windows are merely glorified slits. Although the EVO Spyder is technically the least expensive trim level currently on sale, buyers looking for a Huracan with a fixed roof will have to step into a Tecnica, which starts at $244,795, including a $2,100 gas guzzler tax and a $3,695 destination fee. However, my tester, with options such as its $16,500 Grigio Acheso paint, $10,800 set of 20-inch wheels, and $6,100 carbon door panels, pushes its as-tested price up to $312,872. For context, this places it about in line from a pricing perspective with competitors like the McLaren Artura and the Maserati MC20 but below the Ferrari 296 GTB. While I don't think the Lamborghini Huracan Tecnica will become anyone's daily driver, its added usability means you'll be more willing to take it out more of the time. After all, what good is having a hardcore supercar if its compromises mean you won't log any meaningful mileage? As much as the STO is a performance masterpiece, it's the Tecnica that's right for most buyers looking for a weekend thriller. It's exciting thanks to its high-revving naturally aspirated V10, the last of a dying breed, but still usable thanks to its more isolated interior, added storage space, and softer shocks. It may have taken the Huracan nine model years to reach this point, but the Tecnica proves just how much of an impact continuous development and obsessive fine-tuning can make.

By Gabriel Vega – December 20, 2023

Top 10 Most Expensive Cars We Drove In 2023

As duPont REGISTRY's Reviews section continues to grow, so has our access to some pretty incredible vehicles. We've already ranked our top 10 best cars for the year, but now it's time to set opinion aside and focus solely on numbers. As a luxury car's price can often deviate significantly from its base figure with options, we've opted to rank this year's most expensive cars we've tested based solely on their as-tested figures. There are more than a few cars on this list equipped with over $100,000 in optional extras, a carbon-fiber-bodied restomod, and even a prototype. 10. Bentley Bentayga EWB: $306,165 The Bentley Bentayga EWB pushes the British carmaker's SUV further into the luxury stratosphere. Thanks to a wheelbase that is longer by over seven inches, the EWB offers tremendous second-row passenger space, which allowed for the introduction of a new airline seat option. When selected, it morphs this SUV's second row into what is essentially a lounge, complete with reclining chairs and seat back tables. Although this Bentayga EWB starts at $266,225, extras like its $11,250 First Edition Specification, $11,195 Airline Seat Specification, and $8,815 Touring Specification push its as-tested price to $306,165. 9. Ferrari Roma: $311,647 The Ferrari Roma is a car seemingly plucked from the 1960s. Where most modern GTs are angular and sporty, the Roma is curvy and uncomplicated. Thanks to its powerful twin-turbo V8 and excellent suspension, it's a very elegant two-door that handles like a proper supercar. Yet it's still comfortable and spacious when you need it to be. It's a do-it-all Ferrari and one of our favorites in the Italian carmaker's lineup. The example we tested this year carried a base price of $243,358. However, due to optional extras such as carbon fiber trim, sport exhaust, and magneride suspension, its as-tested price is $311,647. 8 . Bentley Flying Spur S V8: $314,635 The Bentley Flying Spur S is perhaps the only luxury sedan we'd happily hustle up a back road. Despite its size and the opulence of its cabin, it manages to be a surprisingly balanced and agile driver. The "S" trim combines some of the Speed's go-fast bits with a smaller twin-turbocharged V8 engine. And although it produces less power than its W12 sibling, there's less weight on this car's nose, making it feel even more agile in the bends. It's still a fantastic and isolating luxury car, giving it a true dual personality. Our tester starts at $241,200, however, thanks to options like its $12,490 Styling Specification, $9,150 Naim sound system, and $6,620 rotating display, it comes out to $314,635. 7. Maserati MC20 Cielo: $339,700 The Maserati MC20 Cielo is not just one of the best supercars we drove all year, making it into our 10-best list, but also a sign that the Italian carmaker is pushing to move further upmarket. Given that the Cielo's $262,695 base price means it starts at about the same as an equivalent McLaren or Lamborghini, it's a good thing that it delivers an impressive driving experience to back up the figure it commands. This tester, with options such as its $39,000 exterior carbon pack, $10,000 carbon-ceramic brakes, and $7,000 interior carbon fiber pack, comes in at $339,700 6. Bentley Continental GTC Speed: $384,485 We've been through quite a bit with this Bentley Continental GTC Speed. Not only did we road trip it to and from Monterey Car Week this year, but we also traversed a hurricane and the subsequent floods it created. Yet, through our nearly 1,000-mile week with the GTC, it only proved to be likely the best grand tourer we've ever tested. It's sporty but comfortable, and despite its formidable size, it's equally as happy on an open highway as through crowded city streets. Our tester starts at $320,025, but thanks to extras such as its $8,815 Touring Specification, $9,150 Naim Stereo, $6,620 Bentley Rotating Display, and $5,560 Front Seat Comfort Specification push its as-tested price up to $384,485. 5. Aston Martin DBS Superleggera: $406,086 Alongside the Ferrari Roma, the Aston Martin DBS will go down as one of the best-looking cars we've ever tested. This stylish two-door is a masterclass in GT proportions. Despite sporty elements like its enormous front grille and aggressive aero elements, it doesn't lose any of its core elegance. Unfortunately, it's going out of production soon, with the limited 2024 Aston Martin DBS 770 Ultimate closing the chapter on this generation's DBS. Our tester starts at $333,686, but thanks to optional extras such as its Bang & Olufsen stereo, titanium sport exhaust, and carbon ceramic brakes, its as-tested price creeps to $406,086. 4. Ferrari 296 GTB Assetto Fiorano: $507,751 The Ferrari 296 GTB topped our list of 10 best cars for 2023, mainly thanks to how well it integrates its brand-new 120-degree V6 with an electric motor. And despite some weight gains, it handles itself spectacularly well in the corners, thanks mainly to its Assetto Fiorano package. However, thanks to its extensive use of carbon fiber throughout the car's exterior and cabin, this very same package pushes its $317,986 base price up to $507,751. 3. Rolls-Royce Spectre: $546,175 Of all of the vehicles on this list, the Rolls-Royce Spectre's price varies most thanks to its seemingly never-ending list of available extras. Although its base price hovers around $420,000, every Spectre we've driven this year surpasses the $500,000 mark. For example, the last one we tested wore a bright Twilight Purple exterior and a contrasting Artic White coachline. Inside, the two-tone motif continued with white leather seats contrasted by tailored purple elements. With options including its colored instrument dials, bespoke umbrellas, starlight doors, starlight headliner, and two-tone interior details, its as-tested price climbs to $546,175. 2. Gateway Bronco: $800,000 At first glance, it may seem unusual to see a classic Ford Bronco so high up on a list of the most expensive vehicles. However, the Gateway Bronco is more than just a resto-modded classic. Under its hood sits a 5.0-liter naturally aspirated V8 mated to a 10-speed automatic transmission and reworked suspension. This truck sets itself apart because its body is entirely carbon fiber. As such, while a "standard" steel bloodied example starts at around $400,000, this unique example, built to showcase Gateway's capabilities, surpasses the $800,000 mark. 1. McLaren Elva: $1,695,000 (est) At the top of this year's list is a car without an as-tested price. Although this may look like a McLaren Elva with a windshield, it's an early prototype dubbed XP12W. As such, we've listed Elva's original base price, as this prototype doesn't have a window sticker. Built on a bespoke carbon fiber chassis, the Elva shares components with other vehicles in the McLaren range but still offers a unique driving experience. Not quite as raw as a 765LT but more aggressive than a 720S, the Elva hits a sweet spot that delivers a thrilling performance that is still usable on public roads. Although only a few Elva's ever come out to rack up miles, our drive in XP12W confirmed that this unique hypercar is among the most thrilling ever.

By Gabriel Vega – December 07, 2023

Las Vegas To Los Angeles Nonstop In The $500,000 Rolls-Ro...

It was startling to see how much The Strip had changed. Formula 1's arrival in Vegas transformed the already glitzy desert city into a full-on spectacle. As our plane turned and lined up for landing, we could see the newly formed track, the stands, and the all-encompassing sphere lit up by a never-ending stream of advertisements. Living in Los Angeles, I've made this short hop countless times, but these views, with this chrome and gold-plated town bathed in an early morning glow, were nothing short of spectacular. But I didn't come to Vegas to attend the Grand Prix. Instead, I traveled in search of a challenge. A week prior, as construction crews worked round the clock ahead of F1's arrival, I made a late-night run from Los Angeles in a Rolls-Royce Spectre to attend a drive program held in Death Valley. In that five-hour stint, delayed mainly by rush hour traffic, I learned that the British carmaker's first electric car and its current flagship couldn't connect the two cities without a top-up along the way. Or could it? Photos by Drake O'Konski for Rolls-Royce North America At the time, around mid-November, Rolls-Royce estimated that the Spectre could only cover around 260 miles on a charge, as an official EPA figure wasn't yet available. And while that may not sound like much compared to the latest EVs that'll surpass 400 miles, Rolls-Royce claims it's more than enough, given that it expects an average Spectre owner to cover around 30 miles per trip. I was skeptical of this claim when I first heard it during the launch of the Phantom Drophead's spiritual successor early this year. What if a Spectre owner decided to take a last-minute trip between major cities? Would they be forced to travel by air or in something gas-powered? According to the Spectre's navigation system, they'll have to if they don't want to stop at a charger for at least 20 minutes along the way, precisely what I had to do on my late-night run. The contrast between cruising for hours in near-silent luxury only to end up standing at a Walmart parking lot, one of the few available chargers on this route, is significant. And while I don't mind a bit of leg-stretching time and a late-night snack, I can't say I'd feel the same having spent the over $500,000 price this car commands. Photos by Drake O'Konski for Rolls-Royce North America On a hunch that the Spectre could link these two cities nonstop, I returned to Vegas a week after my first run to put this theory to the test. Luckily, the figures were on my side. Roughly 255 miles separate the Wynn Las Vegas, my starting point, from my home in Pasadena, CA, which the Spectre's estimated 260-mile range should just about cover. I chose Pasadena to close out the trip partly because there's a Rolls-Royce dealer in town, making this a route an actual owner might take. But of course, completing the drive isn't as simple as plugging in my address, setting up cruise control, and sitting back for three and a half hours. On the way west, I-15 climbs to 4,800 feet of elevation back to below 1,000 feet, only to ascend again to 4,200 feet. This route looked like an EV killer, and the Spectre, with its 260-mile estimated range and over 6,500-pound curb weight, would have to cover it all with only five miles to spare. We arrived at the Wynn just after nine in the morning, following an Uber ride that took us through the F1 track to the resort's south gate. I say we because I brought my wife along to make this drive as authentic as possible. After all, a Vegas weekend getaway is a two-person affair. As we waited for the valet to fetch the fully topped-up car, we agreed to treat the drive like any other, meaning our starlight roof would be shining, the A/C blasting, and even the massaging seats going at full tilt. This would be no hypermiling journey. Photos by Drake O'Konski for Rolls-Royce North America In fact, the only deviation was that I engaged the Spectre's "B" mode upon startup, which re-charges the battery through regenerative braking. This was a must, given the steep hills we'd have to climb and the resulting accelerated battery drain. Coupled with cruise control, the Spectre would automatically regenerate as much energy as possible, getting us closer to a net-zero loss despite massive altitude fluctuations. I settled behind the wheel at a quarter to 10 AM with the car showing a 99 percent state of charge and 290 miles of estimated range. Rather than plug in my phone for Apple CarPlay, I let the Spectre devise the route. However, instead of presenting me with options, a warning appeared. The Rolls' navigation system flat-out said we wouldn't make it and automatically planned a charging stop at the very Walmart I had stopped at the week before. I could feel concern emanating from the passenger seat. Still, I deleted the charging stop, to which the car reiterated its earlier warning. This would go on to be far from the last time we'd hear from the Spectre. By the time we left the Wynn and turned onto the GP circuit, the Spectre estimated we'd make it home with three percent to spare. Tempting fate, we pointed the Spectre's nose south towards I-15, slipping out of Sin City as the multitude of racing fans that flocked to watch the GP slept in. Photos by Drake O'Konski for Rolls-Royce North America The first hour on I-15 rewarded us with views almost as picturesque as we'd seen on the earlier inbound flight. The Spectre's near-silent cabin and ultra-plush suspension allow it to essentially disappear from your consciousness. What stands out most isn't what you hear or feel but what you don't. This trip is my fourth time logging serious miles in a Spectre, and I'm convinced it's the quietest and most comfortable car I've ever driven. Not even its gas-powered siblings match up. Having just entered California and with our speed fluctuating between 70 and 80 mph, we hit our biggest unknown of the trip: the climb up Clark Mountain. The road peaked at 4,851 feet as the Sectre's estimated range plummeted. In minutes, we lost dozens of miles. I could feel myself tensing, already bracing for failure and an inevitable stop. Yet, as we descended, the Spectre's navigation chimed in with much-needed optimism. It now estimated we'd make it with five percent to spare up from three an hour earlier. The descent continued for over a dozen miles, with the heavy Rolls regenerating tons of juice. The road dipped to as low as 929 feet as we reached Baker, CA. By 11 AM, our estimated range had stabilized at 208 miles remaining, down from our starting 290 miles, despite us covering around 85 miles. The Spectre hadn't just tackled the peak; thanks to a lengthy descent on the backend, it left us with a net positive gain as the Mojave Desert flattened. Even our five percent remaining charge estimate had climbed to a more comforting seven. Photos by Drake O'Konski for Rolls-Royce North America I thank the Spectre's 6,559-pound curb weight, achieved partially because of its 1,543-pound battery pack, for these gains. Although its heft works against it on the way up, the climb up Clark Mountain is short and steep, whereas the descent is more prolonged and gradual. With cruise control set to 80mph and "B" mode engaged, its weight and gravity provided all the forward motion we'd need, allowing it to quickly regenerate most of the miles we'd lost. With renewed confidence, we pressed on. Just before 1 PM, we passed Barstow and the Electrify America station I'd stopped at a week earlier. Located at a Walmart, it's tempting because it has no less than seven 350-kilowatt DC fast chargers, but we didn't need them today. With 51 miles to go and 76 miles of indicated range, it would be an easy charge to the finish line. I'd gone from feeling confident to fully convinced we'd make it. Minutes later, our remaining charge estimate ticked over to a reassuring 10 percent. Photos by Drake O'Konski for Rolls-Royce North America However, as we blitzed past the desert's final EA station in Victorville, a problem began to brew. We began to climb again as we made our way up the Cajon Pass. Although it peaks at 4,202 feet, 649 feet less than Clark Mountain, its lengthy and gradual ascent killed our range. To make matters worse, the descent was steep but relatively short, and thanks to a build of Saturday afternoon traffic, we inched along for miles with our range barely recovering. It took an eternity for the road to clear, but the Spectre finally stretched its legs as we entered North Fontana. I picked the pace back up to 80 mph, which seemed to be its regenerating sweet spot, and our range steadily ticked upwards. Heading west on I-210 rewarded us with yet another descent, albeit a shallow one from around 1,500 feet to less than 500 by the time we reached Arcadia. As we approached sea level, my confidence grew. We passed dozens of charging stations, with the Spectre now desperately urging us to stop. Photos by Drake O'Konski for Rolls-Royce North America At 1:50 PM, we pulled into our driveway, opened the garage door, and stashed the victorious Spectre. We'd made it with no less than 13 percent remaining and a whopping 47 miles range. The Spectre hadn't just linked the two cities. It surpassed the carmaker's earlier estimates, which, like its navigation system, proved very conservative. So conservative that only a few weeks after my journey, the EPA gave the electrified Rolls an official estimated range figure of 291 miles. By the time I reached an Electrify America station later that day, the Spectre had covered nearly 270 miles with over 20 miles to spare. It achieved this efficiency even after traversing two mountain passes and dense traffic as we neared LA county, all while transporting two of us, listening to music, enjoying separate climates at either end of the cabin, and getting the occasional massage. Photos by Drake O'Konski for Rolls-Royce North America Fully topped up, we headed home for the final time, with our day ending much like it began, with gorgeous mountain views, this time the San Gabriel range illuminated by a sunset glow. The drive from Las Vegas to Los Angeles was tense, but only because we'd done what no one had done before. Knowing what I know now about how well the Spectre regenerates and how accurate its range and charge estimates are, I'd happily do it again without breaking an anxious sweat. The Spectre is an epic machine. After all, with an as-tested price of over $500,000, it needs to be. But it's not just its all-out opulence that impresses most. Instead, it's how well its electric powertrain integrates into the car's overall ethos. How do you make a Rolls-Royce even quieter? Turns out the answer is to yank out its V12 and stuff it with batteries and electric motors. And while it won't cover nearly as much distance as a Phantom or a Ghost, it sets a new benchmark for how luxurious a car can be. Now, we can add its status as an efficient road-tripper to its lengthy list of overachievements.

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