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 photo of a BMW i5 M60 parked outdoors.

By Gabriel Vega – November 27, 2023

First Drive Review: The 2024 BMW i5 M60 xDrive Fills A Pe...

Over the last two decades, practically every new BMW has become larger than the model it replaces. Take the latest 7-Series, for example, a car whose dimensions almost perfectly mirror those of a Rolls-Royce Ghost. The all-new 5-Series is no different. What was once a mid-size luxury four-door has now ballooned into a proper full-size offering. And while this added size allows for roomier cabins, bigger cars create bigger problems for BMW's M division. How do you make a large, heavy sedan accelerate, stop, and steer like a sports car? Cars like the M8 Competition tell us the answer lies in powerful engines, stiff suspension components, and sticky tires. However, while this approach makes even luxury barges tackle twisty roads like proper lightweights, it often comes at the cost of comfort. Those looking for a thoroughbred M car are increasingly left to pick between backroad performance or daily comfort. It's now up to cars like the 2024 BMW i5 M60 xDrive to fill this growing performance gap. With a 593 horsepower output from two electric motors, it rips to 60 MPH in an M-appropriate 3.7 seconds while retaining luxury sedan plushness thanks to its standard air suspension, near-silent cabin, and light control inputs. Despite the badge on its rear trunk, the M60 doesn't offer the all-out supercar fighting performance you'd come to expect from an M5, but you wouldn't want it to. The elephant in the room is the BMW i5 M60 itself. As the 5-Series enters its eighth generation, it's now 3.4 inches longer, 1.3 inches wider, and 1.4 inches taller than the car it replaces. For context, it's about the same size as a fifth-generation 7-Series from a decade ago. Despite its larger footprint, the M60 wears its size well thanks to a nicely proportioned front grille, a tall shoulder line, bigger wheels, and long horizontal tail lights. Given some of the carmaker's recent styling missteps, the 2024 BMW i5 M60 xDrive contrasts as it's a genuinely good-looking four-door, primarily because it employs a more traditional approach to its design. It's simple yet sporty and, most importantly, instantly recognizable as a BMW. Being the sportiest model currently available, the M60 benefits from sharper front and rear bumpers, gloss black extended rocker panels, and five wheel designs. My tester wears the largest available, an $1,800 set of 21s wrapped in non-run-flat performance tires. An optional $1,050 M Sport Professional package adds darkened headlights, gloss black exterior trim, and a rear spoiler. Inside, the i5 M60 gets a standard three-spoke steering wheel and sport seats. In keeping with the car's overall theme, none of the above options significantly affect how the quickest 5-Series drives. You can make it look more aggressive, but its standard air suspension remains untouched. Even its mandatory sports seats are plush and roomy. The BMW i5 M60 xDrive's 593 horsepower figure is impressive, even as high-power EVs flood the market. Given this its $85,095 base price, you'd need to step up to either a $108,050 Mercedes-AMG EQE Sedan or a $96,500 Lucid Air Touring to beat its output and 3.7-second 0-60 time. Only the $83,900 Lucid Air Pure AWD comes close, but it's slower to 60 and less powerful. The i5 features two electric motors, one in each axle, which send power to all four wheels and produce 549 pound-feet of torque. However, a tug of the M60's boost paddle engages M Sport Boost, temporarily increasing that figure to 605 LB-FT. Flat out, the i5 tops out at an electronically limited 143 MPH top speed when equipped with performance tires or 130 MPH riding on all seasons. Setting all of its performance figures aside, all you need to know about the i5 M60 xDrive's performance is that it feels rapid in any scenario. Whether you tug the boost paddle or not, the i5's instant torque delivery means it feels quicker than its stats suggest and not too dissimilar from the outgoing M5. However, its competitors feel just as quick between lights. Tremendous straight-line performance has become ubiquitous amongst high-power EVs, so it alone isn't enough to distinguish the M60. Instead, what sets the range-topping i5 aside is its suspension setup. Chuck it into a corner at a reasonable speed, and the M60 turns in quickly but understeers sooner than expected while its steering offers little feedback. Its brakes, which feature four pistons up front and one in the rear, bite well initially but require a firm pedal press to slow this speedy 5,324-pound sedan. But, despite the relative softness of its air dampers, the M60 only leans slightly in the bends, remaining fairly balanced even through tight turns. As such, the BMW i5 M60 xDrive wouldn't be the electric sedan I'd pick for a spirited drive. However, the softness that limits the i5's backroad athleticism makes it a phenomenal daily. I doubt its owners will care about its handling limits inching in stop-and-go traffic, nor will the vagueness of its steering detract from the experience of moving at high speed on the left lane or traversing busy city streets. Instead, they'll appreciate how well it absorbs road imperfections and how little unwanted noise permeates the cabin. Its interior perfectly aligns with this driving character, implementing a shrunken version of the layout that debuted in the latest 7 Series. It has plenty of mood lighting, two curved displays, and crystal-style controls in its center console. And while this cabin tries to wow you with its bright lights and the library of sounds that play as you accelerate, the quality of its materials impresses most. Whether you sit in the front or the rear row, you get a strong sense that BMW invested heavily in interior quality. All of its materials not only look nice but are great to interact with, and thanks to a lengthy list of available textures and colors, they're extensively customizable. Whether you spring for the range-topping BMW i5 M60 or the standard model, you'll get the same battery pack with a net usable capacity of 81.2 kilowatt-hours. Given the variety of available wheel designs and sizes mentioned above, the i5's range varies significantly, and thankfully, BMW lists all of its varying range stats within its configurator. The most efficient i5 is the eDrive40 fitted with 19-inch wheels, which can travel up to 295 miles on a charge. However, the M60 offers a decreased estimate of as little as 240 miles or as much as 256 miles depending on your selected wheel and tire package. Plugged into a DC fast charger, it'll replenish its pack at a rate of up to 205 kilowatts, allowing it to charge from 10 to 80 percent in about 30 minutes. In many ways, the 2024 i5 M60 xDrive is very un-BMW BMW. It's a big, plush, and near-silent sedan with a driving experience akin to what you'd expect from a full-size luxury sedan. However, despite the i5's overall softness and general vagueness in the bends, the M60's increased power output delivers straight-line acceleration that feels on par with comparable machines from Mercedes-Benz and Lucid. It's this combination of plushness and power that gives the BMW i5 M60 its distinct character. Nestled below the upcoming M5 but above the base i5, this range-topping 5-Series fills the gap for those looking for an occasional straight-line monster that's otherwise a nicely appointed calm cruiser.

A photo of an Audi RS5 Competition parked outdoors.

By Gabriel Vega – October 18, 2023

Review: The 2023 Audi RS5 Competition Focuses On Driver E...

For years, the Audi RS5 has served as a great example of a car suffering from success. Whether in coupe or four-door Sportback form, it's always been a tremendously fast and capable machine, quick enough to keep up with sportscars way above its price point. However, it offers up that performance without requiring much effort from its driver. So, while it may hustle up a backroad at an astonishing pace, this immense speed rarely translates to all-out fun behind the wheel. Enter the 2023 Audi RS5 Competition, or more accurately, the Audi RS5 Coupe equipped with the $16,100 Competition package, a crucial distinction given a particular Bavarian brand's affinity for the same nomenclature. Yet despite its Ingolstadt origins, the hotter RS5's philosophy is similar. It combines the same 444-horsepower twin-turbo V6 as the base car, manually adjustably coilover suspension, beefed-up sway bars, quicker steering, and a rowdy exhaust system. The Competition package not only makes the RS5 a more agile and stable car at speed, but thanks to improved road feedback, it allows its driver to feel connected to it and the road below. Now, six model years into its second generation, this fast Audi is finally at the top of its game. For $16,100, the Competition package offers quite a bit of kit, including carbon-ceramic brakes, coilover suspension, sport sway bars, and an RS sport exhaust, to name a few. Visual upgrades include a carbon fiber front splitter, rear diffuser, 20-inch Y-spoke wheels, Nappa leather seats, and an Alcantara steering wheel. And while this lengthy list doesn't cover the full spread of offerings, it illustrates that although the pack is pricey, you get your money's worth. Despite these updates, its power output is untouched. Its twin-turbocharged 2.9-liter V6 still produces a respectable 444 hp and 442 pound-feet of torque. That's less than a BMW M4 Competition (503 hp) or the outgoing Mercedes-AMG C63 (503 hp) but more than enough to feel just as quick as its rivals in the real world. Its 0-60 time is unchanged at 3.8 seconds, but it'll top out at 180 mph, a full 25 mph over the base car, and six miles above a Dynamic Plus package-equipped model. On a twisty back road, however, the benefits of the Comp pack become apparent from the moment you turn the wheel and dive into a tight bend. Its coilover suspension, although noticeably firmer, keeps the RS5's over 3,900-lb body totally in check, allowing it to change direction instantly without unwanted body motions. This newfound agility is possible thanks partly to the Competition's quicker steering, which is more precise than ever despite not offering much additional feedback. The Audi RS5 Competition couples sticky Pirelly P Zero Corsa rubber with a tuned-up eight-speed automatic transmission, a combo that takes full advantage of its suspension improvements. Altogether, you get a car with impressive mid-corner grip and one that can effortlessly put all of its power down as you shoot out of a bend. And although the base RS5 is a capable machine in its own right, the Comp's firmer chassis is far more communicative, allowing you to experience its immense pace and feel it, too. Despite its firmer and 0.39-in (10 mm) lower suspension, the Audi RS5 Competition's added capabilities don't come at the cost of daily comfort and usability. This says more about the standard RS5 than the Comp, though, as the base car often felt overly plush and refined for a car Audi designed to be the A5's most engaging variant. Despite its stiffer chassis, this latest RS5 strikes a nice balance between a thoroughly capable sports car for the weekend and a comfortable commuter from Monday to Friday. The Competition package also reduces the RS5's sound deadening, a decision that pairs nicely with the addition of a shouty RS sports exhaust. Although its reduced noise isolation results in heightened road and tire noise throughout the cabin, a thrilling sports car shouldn't be whisper quiet. Whereas Audi's previous refinement efforts left the RS5 having to pump engine noise in through its speakers, now you get a genuinely throaty V6 sound with explosive upshifts that can be elevated or quieted depending on your selected drive mode. As mentioned above, the Competition package adds a few sporty accoutrements inside the RS5's cabin, starting with its Nappa leather and Dinamica-trimmed seats. They combine a Lamborghini-like hexagonal stitch pattern with gloss black-trimmed sides and embroidered backrests. Thanks to their inflatable side bolsters, they offer excellent lateral support for a backroad blast and added room for the drive back home. All Comp cars feature an Alcantara steering wheel, headliner, and a carbon-fiber trimmed cabin. However, unlike the racy glossy finishes you'll find in a BMW M4, the Audi RS5 showcases the lightweight material with a more elegant matte finish, allowing it to blend in with the rest of the dark cabin. Visually, the Audi RS5 Competition's changes aren't immediately apparent. It essentially bundles extras like a carbon-fiber front splitter and rear diffuser available in the base car with gloss black badges and trim. Its 20-inch Y-spoke wheels play nicely with the car's overall proportions while giving you a clear view of its massive carbon-ceramic brakes. However, this is an area where Audi could've gone further to differentiate the new car, especially given this model's age. On the plus side, the second-gen Audi RS5 is aging remarkably well. Although it's been on sale since the 2017 model year, this speedy two-door's elegant design makes it feel contemporary even many years after its debut. While it's not as flashy or boisterous as its BMW or Mercedes-AMG rivals, it's still the most elegant pick of the bunch. It's the Audi RS5's age, however, that has me the most conflicted. While the addition of the Competition package is welcomed, given how much it improves this car's driving experience, it's an update that comes quite late into the second-gen car's lifecycle. This raises the question: will a much better driving experience be enough to draw customers to a car that looks much like it did in 2017? The $16,100 Competition package should help, given how much value it adds despite its hefty price tag. A base 2023 Audi RS5 Coupe starts at $78,995, including a $1,095 destination fee. My tester with extras like the aforementioned Comp pack, its $3,000 RS driver assistance package, and $1,500 navigation package comes in at $100,565. Although a six-figure Audi A5-based car is still a challenging concept to wrap my head around, its pricing aligns with what you'd get from a fully loaded BMW M4. While the upcoming Mercedes-AMG C63's U.S. pricing has yet to be announced, I'd wager it'll come at or above this figure. As such, the Audi RS5 asks for a premium sum, but finally, its engaging driving experience backs it up. The 2023 Audi RS5 Competition is the car I wished the RS5 had been all along. It's fast, agile, and engaging, combining the base car's speed with a level of immersion previously out of reach. Despite its firmer chassis, however, it loses little, if any, daily comfort or usability, and thanks to less sound deadening, you'll hear more of its throaty note without relying on pipped-in sounds. In isolation, the Comp pack-equipped Audi RS5 is a strong competitor to BMW's excellent M4. However, I can't ignore this car's age, and despite how its latest updates finally make the RS5 not just a quick but a genuinely engaging driver's car, the question now is, will buyers respond, or is it too late?

By Gabriel Vega – October 16, 2023

Review: The 2023 Maserati MC20 Cielo Is The Right Car At ...

Throughout its 108-year existence, Italian carmaker Maserati has lived through multiple eras under countless owners. From building Grand Prix cars in the 30s to stylish GTs in the 50s and even a Ferrari Enzo-based hypercar in 04, Maserati's chrome trident has meant many different things over the years. However, as the brand aims to redefine itself as it enters its electrified era, what does its three-pointed badge stand for today? We can't talk about Maserati in 2023 without talking about motorsport. Whereas the brand was stuck just drawing inspiration from its racing past in recent years, the Trident has made a full-on comeback. It's heavily involved in Formula E and GT2 while building small-batch race cars like the MCXtrema. Although the carmaker's volume seller will always be the Grecale SUV, its return to the track aims to pump some much-needed excitement into the brand. The MC20, which stands for Maserati Corse 2020, signaled the beginning of this shift three years ago with its debut. Built in partnership with racing specialist Dallara, the MC20's carbon-fiber monocoque can be altered to suit a coupe, a spyder, and, eventually, a battery-electric car. But more importantly, it made the Trident's first supercar in 16 years quite a good one. Three years on, I'm now behind the wheel of its drop-top sibling, the 2023 Maserati MC20 Cielo. And although it's mechanically identical, only differentiated by a metal and glass folding roof, the Cielo adds a whole new dimension to the driving experience. It lets you connect with its characterful V6 without handling penalties while retaining the style and elegance of the coupe. The MC20 Cielo is the right car to compete in a flourishing supercar market and the right machine to set the tone for the brand's future. The Cielo may essentially carry over the coupe's carbon structure, but Maserati reinforces it to compensate for the spyder's reduced rigidity. The drop-top is heavier by 143 pounds, a surprisingly small figure considering that it includes the heavy mechanism that folds its top in 12 seconds. Its roof combines a metal structure and an electrochromic window that dims on command, quickly controlling how much natural light hits the cabin. Visually, not much changes between the Cielo and its coupe counterpart. Its roofline is virtually identical, only differentiated by its redesigned decklid and small rear-facing window. Maserati repositioned its rear engine air intakes to accommodate mechanical changes beneath the skin, and a new set of "XX" style wheels joins its options list, rounding out the short list of exterior updates. My tester's Acquamarina paint is one of the best colors I've seen in years. It looks light blue at first glance but shifts depending on lighting conditions thanks to its pearlescent paint, giving it tons of variety. Unfortunately, it's only available for the Primaserie Launch Edition, of which Maserati plans to build just 60 cars to highlight its Fuoriserie customization program. Like most modern supercars, you can adorn the MC20 Cielo with tons of carbon fiber extras, although I prefer Maserati's supercar when it's kept simple. By lacking any over-the-top aero components or superfluous styling details, it comes across as a simple yet stylish car that doesn't need tacked-on bits to shine. It may not be as flashy as an equivalent Lamborghini or Ferrari, but it's far more timeless. While the MC20's arrival signaled Maserati's return to motorsport, it debuted the carmaker's Nettuno engine, a 90-degree twin-turbocharged 3.0-liter V6 that develops a healthy 621 horsepower and 538 pound-feet of torque. In the Cielo, it allows for a three-second 0-60 time and a 199 mph top speed. All that power goes to the rear wheels via an eight-speed dual-clutch automatic. In the context of modern supercars, the Maserati MC20 Cielo's twin-turbo V6 is rather conventional. Competitors like the McLaren Artura and Ferrari 296 GTB also sport six cylinders but in a more exotic 120-degree configuration, which results in a more V12-like exhaust note, not to mention the addition of electric motors. Even the half-priced Chevrolet Corvette Z06 features a brand-new high-revving, naturally-aspirated V8. However, the Nettuno has to be far more versatile than the engines listed above, as it also powers the Grecale Trofeo and GranTurismo Trofeo. And while it's not the most exotic engine on sale, it's got plenty of character. Its engine note isn't that of a traditional 90-degree V6. It's more fizzy, less shouty. Not that it matters, though, as the whoosh from its turbos almost entirely drowns it out. With the top down, the turbos flutter the second you lift off the accelerator and whistle loudly once you get back on it. And while the Cielo isn't particularly loud, its power comes on strong following some slight turbo lag. It's charmingly old school in this regard, lacking some of the immediacy of its modern rivals but rewarding you with dramatic acceleration when it finally hits. Thanks to its closely spaced gears, though, the MC20 stays in boost as you work through the gears. Although 621 hp is starting to feel like not that much as more hybrids enter the market, the Cielo feels even quicker on the road than its stats would suggest. It's almost impossible to tell the Cielo apart from its coupe counterpart in the bends. It combines double wishbones front and rear with adaptive shocks, allowing it to firm up significantly in the top Sport and Corsa modes while retaining daily driver comfort levels in the plusher GT setting. While its suspension may not be as plush as what you'll find in a McLaren Artura, it's still comfortable enough for daily driving or longer drives. And despite using a carbon-fiber structure and butterfly doors, its relatively low door sills make ingress and egress easy, further adding to its usability. Given its versatility, Maserati MC20 Cielo easily handles Southern California's twisty canyon roads. It's nicely balanced through tight roads while confidently putting all its power down on the corner exit. While its steering isn't particularly communicative, it's quick and direct, coupled with an agile and grippy front end, resulting in a car that feels lighter than its stats suggest. Its $10,000 carbon-ceramic brakes are racecar-like in that they require a substantial amount of force to clamp down, not a problem while blasting up a canyon road, but something that requires getting used to on slower city streets. My tester also featured a $2,300 electronic limited-slip differential and a $5,500 set of 20-inch forged lightweight wheels. Inside, the Cielo builds on the quality improvements implemented by the MC20 revealed three years ago. Its interior features a two-tone Ice/Grey finish with triangular stripes on the seat cushion and backrest. Its dashboard blends carbon fiber and suede trim and accommodates two 10-inch screens to fulfill digital instrument and infotainment duties. Like its exterior, the MC20 Cielo's interior is relatively simple, with most controls housed within the centrally-mounted touchscreen. Its center console is an exposed piece of carbon fiber that houses an updated drive mode selector and a few necessary buttons. While its interior is quite functional, it's pretty conventional, while its floating screen to the right of the steering wheel feels like an afterthought. Unlike the rest of the car, I suspect the MC20's tech won't age quite as well. The 2023 Maserati MC20 Cielo starts at $262,695, including a $1,495 destination fee. However, thanks to pricey extras such as its $39,000 exterior carbon pack, $10,000 carbon-ceramic brakes, and $7,000 interior carbon-fiber pack, my tester comes in at $339,700. Given that a Lamborghini Huracan Tecnica Spyder starts at $239,000 and tops out under $300,000, the Cielo's elevated price tag could become a challenge as it works to carve out its slice of the supercar scene. Taken as a whole, however, the Cielo is a formidable entrant to the supercar space. It's stylish, powerful, and thrilling to drive, checking all the major boxes. However, given its hefty price, its conventional V6-engine setup becomes more challenging to accept, especially considering how its competitors push the space forward with innovative powertrains. Some of its interior tech isn't quite as well integrated as what you'd find in comparable cars. Drawbacks aside, the MC20 is precisely the kind of car Maserati should be focusing on. Its six-figure cars like it and the GranTurismo allow the Italian brand to flex its engineering might. And thankfully, it has, leaving mass-market missteps like the Ghibli behind. Maserati is firmly in a new era, and thrilling cars like the MC20 Cielo once again cement the Italian brand as a proper player in the space.

By Gabriel Vega – October 13, 2023

First Drive Review: The 2024 Chevrolet Corvette E-Ray Wan...

I'm standing in the middle of a massive hangar at a small airport just south of Denver, CO. Colorful single-engine propeller planes sit scattered within its towering walls as its impeccably glossy white floors reflect the afternoon sun. To my right sits a Stingray, and to my left, a Z06, with a row of E-Rays lined up just outside the building's enormous doors. The full Corvette range is in attendance, and before I even set foot in the new car, I'm wondering where it fits. The Stingray has already proven itself to be a formidable sports car at the entry-level, while the Z06 sits above it as a pricier supercar fighter. Who, then, is the E-Ray for? Ask Tadge Juechter, the Corvette's Executive Chief Engineer, and he'll tell you the E-Ray is for an entirely different kind of customer. An E-Ray buyer doesn't save their sports car for special occasions, nor do they chase lap times at a track. They're Porsche and Mercedes-AMG fans, the kinds of people who want a year-round one-car solution that's appropriately sporty but usable. On paper, the C8 generation Corvette seems like the right car for the job. For starters, it's already practical with its large front and rear storage compartments, while its magnetic dampers make it one of the most comfortable sports cars on sale. Its biggest challenge then is the year-round usability part, which the E-Ray aims to solve with a 160-horsepower electric motor, making it the first hybrid Vette ever, the quickest to 60, and the first to send power to all four wheels. Juechter quickly made one thing clear. The E-Ray's electric motor is there purely for performance, not efficiency. Although it allows for all-electric cruising up to five miles with a 45 mph top speed, its primary goal is to produce power and provide greater traction. As such, the E-Ray's fuel economy ratings of 16 mpg in the city, 24 on the highway, and 19 combined match the Stingray's. Its primary power source is the same 6.2-liter naturally-aspirated LT2 V8 you'll find in the Stingray, developing an identical 495 hp and 470 pound-feet of torque. With an all-new electric motor up front, it delivers a total system output of 655 hp. And if, at this point, you're asking why didn't Chevy call on the Z06's high-revving LT6, the answer is simple: cooling. A small-block V8 will always need less cooling than a high-strung screamer, and thus, given this car's application, the LT2 made the most sense. With 655 hp on tap and all-wheel drive, the E-Ray still rips to 60 mph in 2.5 seconds, making it the quickest Vette ever, beating out the Z06 by a tenth of a second. And while it'll run the quarter mile in 10.5 seconds, its top speed is no faster than a Stingray's due to its electric motor disengaging past 150 mph. The E-Ray's V8 and electric motor are pretty conventional in isolation. Still, their relationship, or lack thereof, makes this Vette more unique than other mid-engined hybrids like the McLaren Artura or Ferrari 296 GTB. Whereas its exotic competitors wedge an axial-flux motor between their engines and transmissions, the Corvette's power sources function independently, linked only by software. Chevy's new eAWD system allows the E-Ray to scan the road surface ahead and send power to the front wheels when needed, either in low traction situations or during a quick drive on a back road. The front motor can disengage completely when cruising or when it's not needed. It's unique to the E-Ray and small enough not to affect the size of its front storage compartment. Its battery, a 1.9-kilowatt-hour pack with a 1.1 kWh usable capacity, sits between the driver and passenger below the car's center console. Its placement ensures the E-Ray retains a low center of gravity while handling structural loads, aiding its rigidity. I grabbed the keys to a Cacti Green convertible and set off, quickly leaving the large hangar behind in search of twisty mountain roads. At cruising speeds on large stretches of highway with its front motor disengaged, the only tell-tale sign you're in an E-Ray at all is its suspension. The electrified Vette comes standard with Magnetic Ride Control and employs far softer spring rates than the Z06, allowing it to retain its plush ride despite its larger wheels and tires. Off the highway and in the mountains, however, the difference is clear. The E-Ray bursts out of corners in a way the Stingray could only wish. It's not even its relentless acceleration that's most impressive, though. Its front end is tremendously grippy, inspiring you to push it harder. It begs you to enter each new corner slightly quicker than the last, confident you'll never run out of grip. Unlike the Z06, the Corvette E-Ray doesn't have endless revs, topping out at a much lower 6,600 rpm. Its eight-speed dual-clutch auto and closely spaced gears offer solid low-end torque while its front motor backs it up with instant power. And despite their lack of a mechanical connection, the two power sources blend seamlessly. The electrified Vette counts on the same six drive modes as the Stingray: Tour, Sport, Track, Weather, My Mode, and Z-Mode, each affecting its firmness, powertrain response, and traction control system. However, it adds Charge+, which can be enabled to prioritize juicing up its pack or disabled for maximum performance for short bursts. I moved between them, eventually settling on Track mode despite running it on the street. Thanks to its softer spring rates, the E-Ray is nicely compliant, even in its firmest setting, easily handling bumpy road surfaces. Although far from talkative, its steering is well-weighted and direct, allowing you to point the E-Ray's front end exactly where you want it to go. And with standard carbon-ceramic brakes, this Vette never runs out of braking performance regardless of how hard it's pushed. Given its agility on tight switchbacks, you'd be surprised to learn that the Corvette E-Ray's electric components add around 200 pounds to its overall weight. My convertible tester's dry weight comes in at a hefty 3,856 lb, which, once you add in fluids, should easily surpass 4,000 lb. This Vette partially disguises its bulk thanks to its 275/30 and 345/25 section tires, which feature a new sticky Michelin Pilot Sport All-Season tire. Coupled with its active dampers, the convertible behaves no differently on the street than an equivalent couple. However, with the push of a button, its top quickly retracts, giving its burbly V8 easy access to your ears. Chevy blends its note with a synthetic sound to remind you of the electric motor's presence, and despite being slightly futuristic, it aligns nicely with the small block's throaty song. As I pointed the Vette's nose east towards my overnight stay in downtown Denver, I settled in for an hour of traffic and began to poke around the E-Ray's interior. And although it sports a new Artemis dark gray color, it essentially carries over from other C8 models, as do its three-seat choices. My tester's configuration was nearly perfect, with only its extensive use of carbon fiber clashing with the classiness of its leather's darker finish. Its digital instrument cluster sports updated layouts to showcase its charge levels and consumption. At the same time, its suite of safety systems now features lane keep assist, lane departure warning, front-collision alert, and automatic emergency braking as standard, features you could do without in a weekend warrior but are essential in a daily driver. As I worked through rush hour traffic in search of my hotel, with the Vette set to its cushiest setting and its transmission shifting automatically, I experienced the other side of the Corvette E-Ray's dual-persona. Despite offering on-road performance similar to the track-ready Z06, it's as usable as a Stingray, offering up performance when you want it and comfort when you don't. Day two began early at Pikes Peak International Raceway, a track whose rough surface and tight bends play well with the Corvette E-Ray's softer suspension and added traction. I was in the first group of journalists to go onto the short circuit led by a pro driver in one of Chevy's development cars. A handful of laps with Charge+ engaged allowed me to juice up the car's battery while quickly learning the short and tight circuit. It wasn't long before I could switch off the regenerative mode and engage the maximum discharge setting for back-to-back hot laps. The speed difference is extraordinary. With its front motor fully topped up, the E-Ray is significantly quicker than when it's focused on harnessing energy. I felt myself entering corners quicker, braking later, and searching for its limits. Like the day prior in the mountains, the electrified Vette had endless grip on offer and instant bursts of acceleration to shoot you out of bends and onto one of the track's short straightaways. Its added front-end grip, coupled with the quickness of its steering, grants the E-Ray agility a car weighing in close to 4,000 lb shouldn't possess. It's nimble but perfectly stable, even under hard braking zones. It always goes precisely where you point it to. Dial back its traction control, and its tail will come around, although you'll have to induce this behavior given its high grip levels. It's not long before I'm back at the pits, watching the next group of drivers go out. I hang around to see the E-Ray in motion, glued to the track's quickest section, a spot I had blasted past minutes earlier deep into triple-digit speeds. Like the Z06, the E-Ray is low-slung and exceptionally wide, 3.6 inches more overall than a Stingray. However, its use of body-colored panels, rather than contrasting elements finished in gloss black, set it apart. I've never been the biggest fan of the Stingray's styling, even many years after its release. Although the E-Ray's widened bodywork smooths out its sharp edges and improves its road presence, it's still not quite as elegant as an equivalent Porsche or a Mercedes-AMG. Its body-colored panels and new color options like the tasteful Cacti Green push it in the right direction, coming across as slightly more refined than the flashy Z06. Its aero elements, although comparatively subtle compared to its track-ready sibling's, still generate up to 369 lb of downforce thanks in large part to its rear wickers. A larger front splitter is available through an optional performance package, as are the Z06's carbon-fiber wheels. Although, I'd stick with the Corvette E-Ray's trim-specific set for the most balanced look. As my day at the track ended and it was time to board a bus for a lengthy ride back to the airport, I reflected not only on the E-Ray's performance but also its value. It starts at $106,595, including a $1,695 destination fee, yet offers its best features as standard, including magnetic ride control and carbon-ceramic brakes. My fully loaded convertible tester came in at $134,315, well below what you'd expect to pay for a similarly capable Porsche or Mercedes-AMG. And although the Corvette E-Ray offers substantial value like previous Vettes, that's not what this car is about. The E-Ray sits neatly between the Stingray and Z06 as a sports car that offers supercar fighting performance on request while remaining perfectly comfortable, practical, and usable for daily life. Despite the Stingray's formidable performance for the price, its limits are firmly in the sports car realm, and while we'd all like to believe we can tame a Z06, only a handful of us genuinely can. The Corvette E-Ray fills the gap, serving as a usable sports car on most days that'll aggressively tackle a back road on command. It achieves what it sets out to do: offer a one-car year-round solution. And although it may not look as classically elegant as its Porsche or Mercedes-AMG, its blend of performance and usability is extraordinary.

By Gabriel Vega – October 08, 2023

Review: The 2023 Volkswagen Golf R Trades Thrills For Speed

There is no question. The Mk8 Volkswagen Golf R is the quickest, best-handling, and daily drivable version of VW's hottest hatch I've ever driven. With more power from its turbo inline-four, a stiffer chassis, and a torque-vectoring AWD system, the Mk8 can tackle a twisty road like a sports car at twice its price point. It's a truly impressive thing. However, while the latest R is the most athletic Golf yet, it's also the most tech-filled and refined, overly so at times. A new focus on interior comfort and noise isolation erects an unintended barrier between car and driver. And while this makes the Mk8 a more practical commuter, it's subsequently less engaging than its predecessor. It is, without a doubt, a quicker, more capable car than the Mk7 it replaces, but its plushness makes it an overall less exciting hot hatch. Structurally, the Golf R rides on a thoroughly updated version of VW's MQB Evo platform, which, thanks to stronger steel, is thinner and lighter without sacrificing rigidity. The Mk8's wheelbase is identical to the Mk7's, although its total length grows slightly thanks to its updated bodywork. Its height and width remain virtually unchanged. The result is a car whose proportions are almost identical to its predecessor, a great thing considering that the outgoing Golf is just about the perfect size. It's small enough to feel like you're driving something compact without sacrificing interior passenger or cargo space. Its styling is aging particularly well two years after its debut. And although a facelifted model is due to arrive soon, I very much enjoy the Mk8's styling as is. It's nicely balanced and makes this car instantly recognizable as the range-topping model with its large front air intakes, quad exhaust tips, and upper rear spoiler. Although these are sporty touches, they're not over-the-top for the sake of drawing attention. 19-inch wheels come standard wrapped in 235/35 summer tires. Their Y-spoke design provides a clear view of the R's larger calipers and 14.1-inch rotors upfront. The Mk8 evolves from the Mk7's more rounded design with modernized lighting elements and a new sleekness that doesn't come at the cost of its identity. It's still clearly a Golf, just a very good-looking one. As competitors like the Toyota GR Corolla and Honda Civic Type R step into the ring, the Mk8's subtleties become its strength. It may not have a massive wing or bulging flared fenders, but what the R lacks in visual drama, it makes up for in versatility. The Mk8's grown-up approach allows it to fit in anywhere without drawing too much attention to itself, a feat both the Honda and Toyota struggle with. Although it's not as flashy as its rivals, the R quickly reminds you that it's not just quick but competent on a back road. Powered by VW's now ubiquitous EA888 2.0-liter turbocharged inline-four, the Mk8 gets a power bump up to 315 horsepower and 295 pound-feet of torque. A new Haldex all-wheel drive system sends that power to all four wheels and up to 50 percent to the rear. However, it can now send 100 percent of that power to one individual wheel, allowing the R to perform true torque vectoring. North American R's get a six-speed manual transmission as standard, while an eight-speed dual-clutch is an optional extra. However, the German carmaker recently announced it plans to phase out the stick due to poor sales performance, so if you want one, time is running out. And although this announcement is understandable from a corporate perspective, it has me slightly conflicted. At their core, the Golf R and GTI should always have a manual option. They've been the go-to option for decades, and the ability to select your gear with a stick is part of this hot hatch's identity. That said, the six-speed in the latest R isn't as engaging as in previous generations. Its shifting action and clutch offer little feedback, leading to an otherwise numb experience. Coupled with long gears, the R doesn't feel nearly as quick as it does equipped with the dual-clutch. Despite housing four fairly sizable exhaust tips nestled within its rear diffuser, the R isn't eager to shout. Sure, there's a low rumble at slow speeds, but it's a very quiet hot hatch, requiring maximum revs and its most aggressive drive mode before you hear its buzzing note. Whether it be a muffled exhaust system or its very well-isolated cabin, the Golf R left me wanting more in the sound department, especially given how aggressively it hustles up a canyon road. The hottest Golf has always been an overachiever in the bends, and the latest Mk8 is no different. Without breaking a sweat, it'll gladly chase down Corvettes and 911s on a twisty road. The latest R has ten percent stiffer springs, beefed-up anti-roll bars, and a new torque-vectoring all-wheel drive system. Coupled with excellently tuned adaptive shocks, it delivers grip levels I didn't expect. It handles its nearly 3,400-pound curb weight well, remaining nicely balanced even in the tightest bends, with its tires being its limiting factor. They'll squeal and default to understeer well before the its chassis has given up. With a set of semi-slicks, I could see the R making for a great track car. That said, as capable and quick as this hot hatch is, it doesn't always translate that speed to its driver's fingertips. Its steering, for example, offers little feedback and doesn't weigh up in the bends. It feels wholly disconnected from the wheels it's piloting. Coupled with a vague shifter, brakes that perform well but offer a soft pedal feel, and a pretty invasive traction control system, you get a hot hatch that's undeniably quick but lacks genuine driver engagement. However, what it lacks in excitement, it offers up in practicality. The Mk8 Golf R has to be the quietest, most plush, and genuinely usable iteration to date. Even on Los Angeles' frankly awful roads, it dealt with road imperfections beautifully and never allowed wind noise to permeate through the cabin. It's just about the perfect commuter from Monday to Friday, even if it's not the thriller you'd want on Sunday. Inside, the Golf R's cabin's design layout is quite minimalistic. Exciting little details like its golfball shifter or random pops of color are gone, replaced with mood lighting, screens, and a frustrating infotainment system. Practically all its physical buttons are missing, swapped out for digital ones and touch capacitive sliders. And while the Mk8's interior may look streamlined and premium, it doesn't always feel that way. At the core of its problem is its infotainment system. Although it combines a 10.25-in instrument cluster and a 10-in central display, its lack of almost any physical buttons requires sifting through endless menus to operate the car's most essential systems. Even after a week behind the wheel, I never managed to get in sync with it. It's challenging to the point of being distracting and a real letdown in an otherwise quite premium cabin. Thankfully, Volkswagen CEO Thomas Schäfer spoke of these frustrations in a recent interview, so a fix may be underway for the upcoming facelifted Mk8.5. Novelties aside, the rest of the Mk8's cabin is quite nice. Its 12-way adjustable front seats offer plenty of lateral support while remaining plush enough for longer drives. By retaining the Mk7's basic proportions, the new car offers excellent passenger and cargo space, retaining this hot hatch's usability intact, even as its performance capabilities soar. Pricing for the 2023 Volkswagen Golf R is straightforward. Being the range-topping model, it's offered with all the bells and whistles included. As such, it starts at $45,835, including a $1,095 destination fee, which is precisely my tester's as-tested price. Opting for the dual-clutch brings the R up to $46,635 with all costs included. Volkswagen has done a spectacular job in making the Mk8 Golf R drive like the genuine sports car hunter it's always been. On an empty back road, its limits are surprisingly high, largely thanks to the inclusion of its new torque-vectoring all-wheel drive system. It's less reminiscent of a GTI and closer in pace to the Audi RS 3, which sits way above it in terms of both horsepower and price. However, as quick and capable as VW's hottest hatch, it strays away from its original philosophy of adding greater performance to an all-ready fast Golf for fun. The Mk8 is quite a serious car, mainly focused on outright performance, even at the cost of driver engagement. It distills the driving experience to the point where, as the driver, you don't feel you're doing most of the work. While this results in a car that is not only quicker but easier to drive than its predecessor, its restrained and serious persona makes this latest R more of a quick commuter than a thrilling hot hatch.

2023 ferrari 296 gtb assetto fiorano.jpg

By Gabriel Vega – October 02, 2023

2023 Ferrari 296 GTB Assetto Fiorano Review: Electrified ...

Ferrari's V6 era kicks off with an 818-HP first act.

By Gabriel Vega – September 27, 2023

2023 Range Rover Review: An Upmarket Push

We expect more from a Range Rover than almost any other six-figure SUV. Land Rover's flagship doesn't just have to be a luxuriously appointed and cushy cruiser. It must also serve as a formidable off-roader, even though most will never roll over anything other than asphalt. Building a great Range Rover then requires an engineering balancing act, incrementally increasing its capabilities on one end without detracting from its abilities on another. The British carmaker has done an excellent job of just that over the last decades, steadily building a dedicated fanbase of repeat buyers. With one notable change, this latest 2023 Range Rover P400 SE successfully walks the same fine line as its predecessor. Although it's still comfortable on the road and capable off it, this large SUV is now more luxurious than ever. From its build quality to its interior material choice and how well it integrates new technologies, this latest fifth-gen car doesn't redefine what a Range Rover is, instead focusing on making it better than ever in almost every aspect. A Familiar Face With Fresh Bones Although this latest L460 generation Range Rover carries a similar exterior aesthetic to the L405 that preceded it, it rides on Land Rover's new Modular Longitudinal Architecture, or MLA-Flex for short. The adoption of a new structure makes this latest model up to 50 percent stiffer than its predecessor while improving sound isolation by up to 24 percent. The L460 is available in varying configurations, including the standard wheelbase, long wheelbase, or an extended seven-seater variant. The version I've been testing over the last week is the standard length P400 SE with seating for five, or about as enough space as most buyers will ever need. And despite technically being the smallest version available, it boasts excellent cabin space in the first and second rows, ample head, shoulder, and leg room, and a sizable cargo holdout back. It can be hard to tell you're looking at the fifth-gen at a glance. Rather than adopting a redesigned exterior, Land Rover opted to sharpen the elements introduced in the outgoing model with more streamlined bodywork and slimmer lighting elements. The result is an SUV that looks more elegant than ever, in line with its upmarket push, but more on that later. Land Rover made the right decision to keep the Range Rover's aesthetic intact. Like a Mercedes-Benz G-Class, this flagship has also built a distinctive, recognizable look. It may not be immediately obvious which generation you're looking at, but you'll always know you're looking at a Range Rover. Aside from refining its exterior details, Land Rover has vastly extended its available options list by introducing higher trim levels, such as the range-topping SV, further flexing its coach-building prowess with high-dollar special editions like the $345,000 Carmel Edition presented back in August. The L460 isn't just targeting its usual rivals at the low six-figure price point. Instead, it's gearing up to snap a piece of the ultra-luxury SUV segment Bentley and Rolls-Royce have split amongst themselves. More Options To Come Complementing its ever-growing options list, the Range Rover is set to offer more powertrain options than ever, although two have yet to be released. The first is a fully electric variant, which is expected to debut towards the end of this year, alongside a plug-in hybrid variant. The latter will combine JLR's well-known 3.0-liter inline-six with an electric motor and 38.2-kilowatt-hour battery pack. This setup will allow cruising up to 87 mph with the gas engine turned off. Its EPA-estimated electric range is around 50 miles. The current flagship engine is a BMW-sourced 4.4-liter twin-turbocharged V8 with an impressive 523 horsepower and 553-foot-pound output. I spent a week with it in the Range Rover Sport earlier in the year and found it a suitable replacement for the outgoing supercharged 5.0-liter V8 despite its subdued engine note. My P400 SE tester featured a 3.0-liter turbocharged and supercharged inline-six, a carryover from the outgoing model, developing 395 hp and 406 ft-lb. Despite this SUV's hefty 5,240-pound curb weight, its twin-charged powerplant never struggled to push it off the line quickly and quietly. Although it lacks the V8's powerful low-end torque output, it seemed perfectly at home under the L460's hood and responsive even when cruising at high speeds. It pairs with a quick-shifting eight-speed torque converter automatic and a standard all-wheel-drive system. A dial on its center console allows you to quickly set up its AWD mode and suspension stiffness independently or combined in one of multiple preselected configurations. The biggest differentiator between the L405 and the L460's driving experience comes down to its standard fully independent air suspension. By separating all four wheels, road imperfections felt by one won't affect the others, while a new Adaptive Dynamics software constantly adjusts dampening. The result is an SUV that glides over cratered streets in a way most capable off-roaders can't. Supporting its new air shocks is a 48-volt electronic active anti-roll bar system dubbed Dynamic Response Pro, which successfully decreases unwanted body roll. And while it doesn't make the Rover handle like a sports car, it's more stable than you'd expect a high-riding, cushy SUV to be. As has become an industry trend recently, the L460 gets a standard rear-axle steering system, significantly improving its maneuverability at lower speeds. That said, the rear turns in quickly and aggressively, leading to quite a bit of movement from the back, which can sometimes be unsettling. One thing that repeatedly stood out during my week on the road was just how well-calibrated its inputs were. Its steering, for example, although not talkative, was light and effortlessly easy, further adding to its ease of maneuverability. It was a similar story with its brakes, which gripped progressively, making coming to a smooth stop an effortless exercise. Like with its styling, this latest Range Rover doesn't redefine its driving experience, combining multiple incremental improvements that result in a vastly improved overall product. An Upmarket Push This theme continues as you step inside. The L460 counts on a fairly straightforward cabin layout. Like most competitors, it combines a 13.7-inch digital instrument cluster with a 13.1-inch infotainment screen. And like its rivals, Land Rover's latest Pivi Pro system reduces the need for physical buttons by allowing the driver to adjust almost anything from the central display. Land Rover thankfully left the physical A/C controls in place, which, coupled with the lack of buttons, yielded a very modern and minimal cabin layout. When looking at higher trims like the Autobiography or SV, Land Rover now offers more finishes and materials than ever, trims implemented due to rising customer demand for more customization options. As such, a Range Rover may start at just over $100,000 but can now be configured to well over double that figure given its extended options list, bringing it closer in line with the Mercedes-Maybach GLS and Bentley Bentayga. Despite my P400 SE technically being the "entry-level" Rover, it was fitted with must-haves like the $2,000 Premium Leather Upgrade, $2,200 Hot Climate Pack, and $2,000 Technology Pack. These and many others contributed to an excellent cabin experience on long rides. Its aforementioned air suspension couples with cozy but not overly plush adjustable cooled and heated seats and excellent sound isolation. While Range Rovers have always been quiet machines inside, the fifth-gen model takes this to a new level, ideally in line with the luxury competitors it's shooting for. Pricing Given the Range Rover's multiple available configurations, its price point varies drastically. My SWB P400 SE tester starts at $107,975, including a $1,475 destination fee, while its as-tested Price creeps up to $129,925, given some of the abovementioned options. At the higher end, the SWB Autobiography starts at $159,095, including destination, while the range-topping SWB SV comes in at $194,575. Springing for a LWB model or LWB with seven seats raises these prices further while still falling in line with other luxury competitors. The 2023 Range Rover's improvements are primarily evolutionary. From its sleek exterior styling to its minimal cabin and familiar powertrain options, this latest model doesn't immediately come across as drastically different than its predecessor. Interact with it, however, and its subtle improvements quickly add up. Its cabin is now quieter, its ride plusher, and its interior details more dialed in than ever. While this latest Range Rover will feel quite familiar to brand loyalists, Land Rover's choice to build on what defines a Range Rover in the first place is how you meaningfully improve such an established model.

By Gabriel Vega – September 25, 2023

Farewell Audi TT, A Final Drive Up The Pacific Coast

I must've been about ten when I caught my first glimpse of an Audi TT as it blasted past us on one of Puerto Rico's many cratered highways. From the backseat of my dad's Mitsubishi Montero, I could only look down at the speeding silver coupe, unable to determine what it was. But even though I only saw it for an instant, its sporty shape, a rare sight on the island, had fully captured my attention. Minutes later, as we prepared to get off on our exit, my dad said, "That's it!" pointing to a massive billboard by Audi San Juan announcing the TT's arrival to PR. In a place where spotting a Chevy Corvette or a Porsche 911 was a big deal, seeing Audi's speeding two-door for the first time was like watching a supercar fly by at full throttle. It would be months before I spotted another, but I couldn't help but stare every time I did. Its appeal didn't just extend to car-obsessed kids. Globally, Audi sold 178,765 first-gen TT coupes and a further 90,733 roadsters by 2006. However, after three generations over 25 years, changing market demands have seen its sales figures shrink to just a few hundred units yearly in the U.S. In response, Audi has decided to shut down its production line at the end of this year, ending the TT's story, at least for now. A Frankfurt Debut Like many of the most impactful sports cars of the last decades, the TT began as a design study penned in Southern California. Freeman Thomas and J Mays, two designers based in Volkswagen of America's Simi Valley Design Center, created its initial sketches in early 1994, naming it the Bauhaus Coupe. A year later, the TT, whose name draws inspiration from the Tourist Trophy races held annually since 1907 on the Isle of Man, appeared in concept form at the 1995 Frankfurt Motor Show in September. Show attendees instantly fell for its simple but sleek design, and sensing sizable demand for it, Audi green-lit the coupe for production in December 1995. However, as the world caught its first glimpse of the two-seater, the carmaker was going through a significant transition, revamping its portfolio as it worked to cement itself as a truly premium brand. Thus, the TT didn't just have to sell. Its mission was to attract new customers to the brand, serving as Ingolstadt's halo car for the late 90s. Torsten Wenzel, an Audi exterior designer at the time, stepped in to transition the TT's move from a one-off concept to a series production car, later recounting: "To us, the greatest praise was when the trade press noted appreciatively that not much had changed from the study to series model, although we did, of course, have to adapt many details due to the technical specifications for the series version, including the proportions." Too often, cars lose some of their visual magic as they transition from the concept stage into production. As stringent regulations restrict designers and engineers alike, these concept-like production vehicles have become a rare sight, with only the Lexus LC 500, BMW i8, and Audi's own R8 coming to mind over the last two decades. This originality proved key to the TT's success, as except for a new rear window, it appeared virtually unchanged from its Frankfurt debut. Through The Years The TT formally went on sale in 1998, with its Roadster variant following shortly and, as stated earlier, sold in massive numbers. However, as it moved into its second generation in 2006, it didn't just grow physically larger and more potent with subsequent TTS and TT RS variants. It got a stablemate in the form of the R8. And while Audi's supercar wore unique styling, its design language can be directly traced to the tiny TT. By this point, the impact of its simple but stylish design was undeniable. Although sales remained strong after the second-gen TT's introduction, the 2010s and the global recession that accompanied them were troublesome. Sales in the U.S. shrunk considerably, and despite the TTS and TT RS holding their own as serious sports cars in period comparison tests, sales figures took nearly half a decade to recover. 2014 saw the arrival of the TT's third and final generation, simply known as the Mk3. Based on Volkswagen's MQB platform, the little sports car benefited from significant performance improvements, as did other VW products of the time, like the excellent Mk7 Golf GTI. The roadster, TTS, and TT RS followed shortly, benefitting from this new platform's significant advancements. The RS even became a proper mini supercar, combining a 394-horsepower turbo inline-five-cylinder engine, all-wheel drive, and more aggressive aero than ever. It would rip to 60 mph in 3.6 seconds and top out at 174, figures that far superseded those of the first-gen V8-powered R8. The TT in 2023 Over two decades after my first encounter with that elusive silver coupe, I was reunited with the Audi TT, this time a Navarra Blue roadster with a Palomino Brown interior. And instead of Puerto Rico's bumpy roads, I logged a few hundred miles on the famed Pacific Coast, crisscrossing twisty mountain roads and beachside highways. While this roadster is neither a TTS nor a TT RS, it's still charming and zippy. Its 2.0-liter turbocharged four-cylinder puts out a modest 228 horsepower, while its seven-speed dual-clutch transmission rips shifts so quickly that it makes that output figure feel underrated. Couple its straight-line performance with a balanced chassis, a compact footprint, and a lightweight layout, and you get a recipe for a fun, sporty cruiser. As I made my way through the twisty canyons above Malibu, I couldn't help but feel bummed that the TT didn't sell as well as it should have. I mean, it has all the good on paper. It's small, relatively light, fun to drive, and gorgeous. So what gives? The answer, of course, is complex. We could just blame the meteoric rise in popularity of SUVs in the last decade, but small, fizzy cars are down across the board. Such specialized machines seem more challenging than ever to justify as consumers demand their vehicles to do more. The trend isn't to have multiple cars but one that can do everything. What's Next? So, where does this leave the elegant Audi TT? For one, we know it'll go out of production at the end of this year without a straightforward replacement. However, the ever-creative rumor mill has cited many possibilities for the coupe's return. Some have guessed it'll return as an EV, a crossover, or a blend of both. If it returns, we know it won't be in the same shape we've come to know and love. As I write this, it's not too late to get a TT, although the excellent TT RS went out of production last year. A quick search on duPont REGISTRY reveals a handful for sale nationwide in both coupe and roadster forms. As I wrapped up my week with the TT and learned more about its story, I couldn't help but be surprised at how influential Audi's little sports car has been, even unlocking a memory I'd forgotten entirely. While it didn't define itself by its handling or straight-line performance, the impact of its design philosophy is immeasurable, namely how it surfaced across Audi's portfolio in cars like the R8 or even in futuristic concept form on the big screen in Will Smith's I, Robot. While its future is uncertain at this point, one thing is for sure: we'll miss it once it's gone. View All Audi TTs For Sale

By Gabriel Vega – February 15, 2023

Review: The 2022 Mercedes-AMG EQS Sedan Ushers In An Elec...

A good first impression is vital, especially when introducing a brand-new model. Now, when that model also happens to be Mercedes-AMG's first ever-fully electric production vehicle, it has to win hearts. Few brands have such a clear mission as Affalterbach's best. Over the decades, the German carmaker has perfected the art of taking a massive engine making a million horsepower, and shoving it under the hood of just about anything to make a muscle car. They've done it with sedans, coupes, SUVs, and even a minivan. But times are changing, and Mercedes-AMG is slowly trading pops and bangs for packs and cells. At the forefront of this shift is the Mercedes-AMG EQS, the brand's first BEV. It's more than just a tuned-up EQS 580, though. It's a proper attempt at retaining some of that trademark AMG lunacy by letting go of the burbling exhaust in favor of new sounds, sights, and feelings. Don't, for a second, though, think that AMG has lost its way. The EQS is still a powerhouse, producing up to 751 hp and blasting to 60 mph in 3.4 seconds. It's quick, but then again, all high-horsepower EVs are. Thankfully, the EQS relies on more than just stats for its appeal. It combines a stellar interior, innovative tech, and a world-class ride to create an ideal high-power cruiser. However, not all the steps it takes move it forward. The EQS may serve as an introduction to the marque's future, but it's not perfect. Exterior/Styling I was so wrong about the Mercedes-AMG EQS's styling. I, like many others, saw a few photos online, dismissed it as just another egg-shaped EV, and moved on. The AMG EQS, however, wins you over in person with its sheer road presence. It may not have flared wheel arches, a long hood, or aggressive aero bits stuck on, but it manages to convey its sporty identity through subtleties. Its front fascia, for example, features aggressive air intakes and chrome vertical slats, paying tribute to the brand's ubiquitous Panamericana-style grille. All the chrome typically found in the EQS 580 is now gloss black, and a subtle rear diffuser and trunk lid spoiler bring up the rear. Along the sides, a $1,850 set of 22-in satin black turbine wheels fill its wheel arches well and make it appear lower to the ground. All of the standard AMG bits are here. They're just far more subtle than we're used to. Physically, the EQS is about the size of an S-Class, although it's slightly shorter and narrower. Proportionally, however, it's a whole different animal. Its wheels push out to its corners, where they meet the short front and rear bumpers. Even its hood slopes down aggressively, providing excellent visibility behind the wheel. Its aero-focused roofline is one uninterrupted arch that meets the rear creating a hatchback design. Unfortunately, the EQS' design isn't quite as good as its styling. Despite offering excellent rear cargo space, it lacks a front storage compartment like most competitors. You can't even open the hood at all. Its arching roofline may work well for aerodynamics, but it compromises second-row headroom, making even my 5'10 self feel relatively cramped. This won't be a luxury sedan to ride in. It's one to drive. Performance/Handling I mentioned earlier that the Mercedes-AMG EQS is Affalterbach's first production BEV, but that's not technically true. Back in 2013, the German carmaker produced nine SLS AMG Electric Drives. Although that's more a batch than a proper run, it showcased that the brand was already thinking about quick EVs well over a decade ago, long before it announced any serious strides toward full electrification. It was fast, too, matching a Ferrari 360 Challenge Stradale around the Nürburgring Nordschleife. Flash forward nearly a decade, and AMG's first electric model is a full-size luxury sedan that hits 60 mph in 3.4 seconds, or 0.6 seconds quicker than the electrified SLS. This EQS produces 649 hp and 700 lb-ft of torque thanks to two AMG-specific electric motors. According to AMG, its motors feature new windings, stronger currents, and unique software. This allows them to achieve higher rotational speeds and, thus, more power. With the optional AMG Dynamic Plus Package and Race Start engaged, the EQS's output climbs momentarily to 751 hp and 752 lb-ft of torque, allowing it to reach 60 mph in 3.4 seconds. Electric or not, that's impressive for a sedan weighing just over 5,900 lb or more than a Rolls-Royce Ghost. Power comes from a 107.8 kWh battery pack, which promises an EPA estimated range of 277 miles of range, but more on that later. To ensure the EQS can deliver these performance levels consistently, AMG developed unique cooling elements within the motors' stator and inverter while adding a separate cooler for the EQS' single-speed automatic. From the driver's seat, the Mercedes-AMG EQS feels quick both off the line and while already rolling, but then again, all high-horsepower EVs do. There's nothing particularly unique about its outrageous organ-crushing launch. The EQS stands out with its sound design, which helps contextualize its acceleration with a unique soundtrack that gets louder as the speedo climbs. Its digital gauge cluster chimes in with its colorful graphics, adding a bit of drama. It doesn't soothe the soul like one of the brand's snarling V8s, but it's far from boring. 2023 BMW i7 First Drive Review: Better With Batteries Despite what its badge might suggest, the Mercedes-AMG EQS is by no means a canyon carver. Much less so than the S-Class, which, even with a 4,700-lb curb weight for the S 580 4MATIC, still feels eager to dance in the bends. The high-power EQS, on the other hand, is far too floaty for that kind of work. Even in its tightest and most aggressive setting, it rolls considerably through the fast stuff and isn't all that rewarding to hustle up a twisty road. Its electric power steering remains muted until you're at the car's limit, and while my tester's optional $5,450 carbon ceramic brakes offer excellent stopping force, they lack proper feedback. Then again, I'd be surprised if Affalterbach's first EV saw anything other than city streets, which it dominates. AMG's Ride Control+ works wonders with its air suspension setup and electronically controlled adaptive dampers. Helped by its hefty battery pack weighing it down, the EQS simply ignores imperfections on the road. It's plush, cozy, and tight enough to handle its outrageous launch. Even on its massive wheels, it glides completely unbothered, as a high-speed cruiser should. The EQS generally feels like a smaller car to drive than it is. A standard rear-axle steering system makes maneuvering around town a breeze with its up to nine degrees of angle, making the EQS feel about as big as a C-Class. Compared to BMW's latest i7, which feels like a proper limousine, the EQS shrinks around you considerably. Interior/Tech For the most part, modern luxury sedan interiors look like carbon copies of each other. Slap a tablet-style screen in the center and a digital cluster in front of the driver, and you're set. The Mercedes-AMG EQS, however, sidesteps the norm and embraces technological maximalism with its colossal Hyperscreen display. It's so large that it extends from A-pillar to A-pillar. It's about as far from subtle as possible. But then again, when starting with a clean slate, why not push boundaries? Its size will be a particular hit with those born during a particular boom, thanks to its easy-to-read sizable maps and intuitive MBUX infotainment system. It's so well integrated into the screen's size and shape that switching to the wireless Apple CarPlay or Android Auto connectivity feels like a downgrade. A smaller passenger display complements and gives those riding shotgun the ability to adjust their seat and climate or listen to music via a separate Bluetooth connection. 2023 Bentley Flying Spur S V8 Review: A Driver’s Luxury Sedan In front of the driver, you'll find a smaller digital gauge cluster with the usual Mercedes-Benz dial layouts and a few AMG-specific ones. Those layouts add drama as you accelerate with various colors and figures showing how brutal the car's acceleration is. However, should the system not be able to see your eyes clearly, it'll flash warning messages incessantly until you raise the wheel or lower your seating position. Ergonomically, the EQS is just a bit strange. Its digital cluster is mounted relatively high on the dashboard, meaning you won't be able to sit as low as possible without feeling like you have to peer over the massive Hyperscreen. While its chairs are AMG-specific, they're plenty plus and comfortable, nothing nearly as stiff as the bucket seats available for other AMGs. The AMG EQS is properly whisper quiet on the road, making for a very relaxing drive. There's ample sound insulation, enough to outdo a standard S-Class. While this alone is impressive, the quietness allows its Burmester Surround Sound System to shine in tone and clarity. Range/Charging The Mercedes-AMG EQS boasts an EPA-estimated electric range of 277 miles thanks to its 107.8 kWh lithium-ion battery pack. That translates to 76 in the city, 78 on the highway, and a combined figure of 77 MPGe. Its peak DC charge rate is 200 kW. For context, these range figures are slightly lower than the BMW i7 (308 mi) and Lucid Air Grand Touring (516 mi) but surpass those of the Audi RS e-tron GT (232 mi.) Pricing Mercedes-AMG EQS starts at $148,550, including a $1,050 destination fee. However, my tester, with its options like its $5,450 carbon ceramic brakes, $3,550 Pinnacle Trim, and $2,250 Automatic Comfort Door Package, comes in at $165,020. This places the AMG about in line with an Audi RS e-tron GT ($143,445), and Lucid Air Grand Touring ($140,500) but below a Porsche Taycan Turbo ($186,350) Closing Thoughts The Mercedes-AMG EQS makes a solid first impression. Its formidable performance, excellent interior quality, and clever tech make it a strong contender in the segment. However, it's far from alone. For example, cars like the Lucid Air Grand Touring deliver more power, range, and interior space for similar money, meaning the EQS isn't the domineering slam dunk it needed to be The Mercedes-AMG EQS isn't a car that'll sell purely on stats. It'll win over buyers with how it makes them feel with its comfort and driving experience. It's likely the cushiest high-power EV, and with its added sound and graphics, it pumps back in some of the drama its competitors lack. Speed alone isn't enough to shift units anymore, and while the EQS isn't the great sporty sedan I was hoping it would be, it offers just enough AMG lunacy to make it charming. View All AMG EQS For Sale

By Gabriel Vega – January 18, 2023

2023 Ferrari Roma Review: A Truly Elegant Athlete

Image with size : 2023 Ferrari Roma Review: A Truly Elegant Athlete Unveiled at the tail end of 2019, the Ferrari Roma looked less like it rolled off a production line and more like it stepped out of a time machine. With its sleek, 60s-inspired styling, this grand tourer looks like nothing else on sale today. Whereas most Ferraris released over the last decade dazzle with their flamboyance, the Roma stuns with its sheer elegance. It's the type of car you almost don't need to drive to enjoy. It's pure eye candy. Of course, the Roma doesn't deliver flash without some fire. A front-mid-mounded twin-turbocharged V8 lives under its long hood, making a stout 612 horsepower, allowing for a run to 60 mph of 3.4 seconds and a top speed of over 200 mph. It may present like a tame GT, but those are flat-out supercar figures. The main question then, as I began my time with the 2023 Ferrari Roma, was simple: it may look like a GT, but is it? A blast up an empty canyon road reveals that while its stylish lines may belong on a James Bond film set, the Roma is far from just a plush mile-munching machine. It's comfortable and almost subtle in daily traffic, but as the speed picks up, it reveals its properly athletic nature. Exterior Styling In Ferrari's words, the Roma represents "la nuova dolce vita," meaning "the new sweet life." It's a play on the 1960 Italian film "la dolce vita," which sees a journalist exploring the glitz and glamour of late 50s Rome over seven nights and its many dark sides. It perfectly encapsulates the era of opulence that inspired Roma's styling and name. However, it's easy to spot this GT's source of inspiration, even without knowing its movie connection. There's not a hard crease or sharp edge anywhere on this car. Its sleek lines drape over its bodywork rather than cut through it. Ferrari cites cars like the 250 GT Berlinetta Lusso and 250 GT 2+2 as sources of inspiration, but the 275 GTB and 250 Europa GT also come to mind. The Best Luxury and Exotic Cars We Reviewed in 2022 It may represent a new take on a bygone era, but the Roma is still a modern car, so it has to conform to current crash and safety standards, limiting how far its designers could go in pursuit of its classic aesthetic. Its radar sensor nestled within its lower front grille is an excellent example of a blemish that detracts from its sleek vibe, but rewards with sought-after tech like adaptive cruise control and lane keep assist. In the rear, quad tail lights and exhaust tips pay homage to its 60s forbearers but do so in a surprisingly subtle way. The only modern supercar-esque touch on the Roma's exterior is its sizable carbon-fiber rear diffuser and active rear spoiler. Although to keep this subtle aero element low-key, engineers hid it just above the trunk lid. 20-inch 10-spoke alloy wheels live on all four corners and offer yet another distinctly modern touch. Performance/Handling Sat just above the Portofino M but below the Ferrari F8 Tributo, the Roma is technically the brand's "entry-level" fixed-roof coupe, if we can even call a $311,647 2+2 that. It counts on a 612-hp and 561 lb-ft of torque version of the carmaker's ubiquitous 3.9-liter twin-turbocharged V8, which outputs all of its power to the rear wheels. It does so through an eight-speed dual-clutch transmission that debuted in the SF90 Stradale, albeit tuned slightly differently. Around town, the Roma is surprisingly subtle. With peak torque starting at 3000 rpm, it doesn't need to rev high for quick blasts of acceleration. In automatic mode, its DCT often elects to stay in top gear, despite added demands from the gas pedal. We have the Roma's variable boost management system to thank for this, as it limits torque as you click up through the gears. Once this GT steadily cruises in its seventh or eighth gear, the system allows it to develop full torque, reducing the need for lower gears when overtaking. Lag from its pair of twin-scroll turbochargers is almost non-existent, thanks mainly to their smaller turbines. These allow them to spool up quicker, resulting in a V8 that's plenty responsive at speed. Around town, however, the Roma's power delivery is surprisingly smooth, and with its DCT's daily-driving friendly tuning, it moves through its gears as imperceptible as a luxury land yacht. It may be at home during long highway runs in top gear, but the Roma is more than up to daily driving duties. Switch out of comfort and into either sport or race mode, and the Roma sheds its aura of calm elegance, serving up a quick reminder of its supercar-like performance figures. Its DCT transforms, ripping shifts almost instantaneously, all while delivering a stern kick to your back. Its V8 becomes eager to rev, even in automatic mode, topping out at 7,500 rpm. However, you'll want to click into manual mode to experience the Roma at its most responsive. Like all modern cars of this caliber, the Roma is outrageously quick, pushing the boundaries of what's explorable on public roads. Hit some bends, and the optional magneride suspension system dials out body roll well and keeps the Roma planted. It's a dual-mode system with the marque's well-known "bumpy road" mode for imperfect surfaces. However, to further aid this GT's stability, the Italian carmaker included its latest Side Slip Control 6.0 system controlled by a five-position manettino on its steering wheel. The result is a sports car that never steps out. Regardless of how hard you push, the modes lend a helping hand in keeping the Roma shiny side up. 2023 McLaren Artura First Drive Review: A New Era Of Performance Ferrari claims a 3,461-lb curb weight figure, but you'd be hard-pressed to tell in the bends. With sticky Michelin tires and its front-mid engine layout pushing its center of mass inward, the Roma's front end is properly agile. It's eager to turn in and rewarding to hustle up a back road. Despite being advertised as a GT, I can't confidently claim you'd be quicker up a canyon road in an F8 Tributo, the Roma is a proper athlete in its own right. Its electric power steering is far from talkative but outrageously precise. What the system gives up in terms of feel, it makes up for in weighting and directness. Around town in comfort mode, however, it's still light enough for effortless maneuvers but weighs up nicely in Sport and Race when needed. Like all modern Ferraris, the Roma gets carbon-ceramic brakes as standard. They're 390 mm in the front and 360 mm in the rear, identical to those found in the Portofino M and slightly smaller than the 398 mm fronts and identical rears that stop the F8 Tributo. Although they don't provide as much feedback as McLaren's mechanical system, pedal travel is short, with firm resistance. They're challenging to modulate around town, with a bit of a light-switch attitude, but behave almost perfectly on a canyon run. A common criticism the 488 GTB received when it debuted following the sublime 458 Italia surrounded its exhaust note. Even the F8 Tributo I tested in 2021 was surprisingly subtle, despite wearing flashy blue paint. The Roma is a different story. Its exhaust delivers proper throaty V8 noises without many of the whooshy turbo sounds associated with modern supercars. Although it's still a bit quiet from the driver's seat, the Roma puts on quite the show for onlookers as you drive by. Interior/Tech The 2023 Ferrari Roma's stylishness continues in its spacious cabin. It makes a clear departure from the exterior's 60s-inspired styling, but it's tastefully modern. There's plenty of headroom, enough for someone taller than six feet, with plenty of width to remain comfortable on longer drives. A prominent center console divides the driver and passenger cells creating a clear separation, marked in my tester's case by a thin line of Rosso Ferrari-colored leather. A pair of optional Daytona-style front and rear seats offer plenty of adjustability for the sides, thighs, leg support, and lumbar. It's straightforward to dial in an ideal driving position, making it easy to settle in for longer stints behind the wheel. Ergonomics aside, the interior's centerpiece is its cluster of screens. My tester included three, a 16-in digital instrument cluster, an 8.4-in vertical infotainment screen in the center, and a separate 8.4-in passenger display. The cabin features few physical buttons, swapping them for capacitive touch surfaces with a relatively high learning curve. For example, to start the Roma, you don't get a bright red switch somewhere in the cabin. Instead, it's a haptic feedback surface on the wheel that only lights up when the key is nearby. The same goes for the infotainment controls, which vanish until summoned. While this is a welcomed touch to avoid accidental presses during spirited drives, the system is laggy and cumbersome at best. Sometimes the buttons are slow to appear, and they downright refuse to work in other cases. Plug in your iPhone and the Roma greets you with its over $4,000 optional Apple Car Play system. Android Auto connectivity is not yet available from Ferrari. However, as the system boots up your phone, it pushes your tachometer and other menu screens, taking up most of the 16-in clusters screen real estate. Switching back to it requires a few swipes of the not-so-responsive touch surfaces, which sometimes makes the whole experience a bit frustrating. Its center infotainment screen is better, but not great. It also lacks a bit of responsiveness and tends to lag occasionally. This main display controls vital functions such as seat adjustments, navigation, phone connectivity, and HVAC settings, making it sometimes tough to operate. Thankfully the passenger display to the right of the center console is spectacular. It's responsive, bright, and offers elegant graphics. Pricing The 2023 Ferrari Roma starts at $243,358. However, my tester and its optional extras, such as its carbon fiber elements, sport exhaust, and magneride suspension, comes in at $311,647. At this price point, its direct competitor is the $220,000 Aston Martin DB11 and the $274,000 Bentley Continental GT Speed. Given how deep these three contenders dip into the six-figure range, value hardly separates them. Instead, it'll come down to aesthetics, performance, and luxurious features. Having driven all three, the Aston Martin is stylish in a modern context, while the Bentley is more plus luxurious than anything else. This leaves the Roma as the most athletic of the bunch and the closest to a proper supercar. Closing Thoughts The Ferrari Roma is cuck full of surprises. Judging by its exterior styling, it comes across as a stylish 60s-inspired cruiser. Perfect for a highway run or a daily commute with all of the creature comforts we've all come to expect from modern cars. However, that's only half the story. On a back road, the Roma seemingly sheds its grand tourer skin and turns into a proper supercar fighter. With its agility, composure, and outrageous power, it's far from tame. It's not perfect, of course. Some of its tech will need significant revisions, especially since a $311,647 GT likely has a buyer that's spent more than a few decades in the workforce to be able to afford it. If I had to guess, future revisions are bound to work out these kinks. As an overall package, however, the Roma questions why you'd need a mid-engined supercar. It plays both roles beautifully. And if I'm honest, its performance is far from its most impressive trait. I'd be content just staring at it for a while. View All Ferrari Romas For Sale

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