Luxury and Exotic Car Reviews

McLaren W1 First Drive: Ferocious Hypercar Transcends the Track

You know things are getting serious when McLaren rolls-out the ‘1’ suffix. The origin story is, of course, the very first road car McLaren ever built, the F1. Designed by visionary Formula 1 aerodynamicist and engineer Gordon Murray, it arrived in 1992 and rendered all other supercars obsolete. The tiny, lightweight F1 embraced carbon-fibre material technology, adopted a radical centre seat driving position with two passengers set back and either side and was powered by a 6.1-litre V12 engine from BMW that might as well have been passed down directly from the Gods. Game-changer? That doesn’t even come close to describing its impact, even if at the time sales didn’t come easy… The P1 was very different. Rather than a unique side project from the Formula 1 team, it was instead a statement piece for McLaren Automotive, a new road car division still in its infancy. It arrived in 2013 and was a wild-eyed showstopper. It traded the long-legged gait and supple suspension of the F1 for a weaponized hybrid system capable of delivering 903bhp and huge blue flames from its drainpipe exhaust. In Race mode, it lowered by 2-inches and its massive concave rear wing extended into the sky. The P1 was all about aerodynamic downforce, crazed acceleration and a snorting, angry soundtrack that mixed venomous twin-turbocharged V8 with the manic whirr of electric motors. Not so much a car as a force of nature. And now there’s this: The W1. It’s a true successor to the P1 with a similar brief and, on the face of it, it evolves rather than radically reinvents McLaren’s vision for the ultimate hypercar. This is not a criticism. How could it be when the result is this dramatic and has such staggering, other-worldly potential? The W1 has 1258bhp delivered to the rear wheels. It’s capable of 0-124 mph in 5.8-seconds, the quarter mile in 9.6-seconds at 167 mph and produces 2205lbs of downforce at 174 mph. The active aerodynamics – particularly a rear wing that extends way out beyond the rear of the car – are pure performance art and deliver massive aerodynamic efficiency. The result, aside from looking extremely cool, is that the W1 is McLaren’s fastest road car around a racetrack. Ever. Their benchmark circuit is the breath-taking Handling Track at the Nardo proving ground in southern Italy, where the W1 beats their previous benchmark, the flyweight McLaren Senna, by three seconds per lap. Or “a lifetime” as they call it in racing. Maybe two lifetimes! Core to the W1’s performance is the new ‘Aerocell’ carbon fibre tub. With integrated seats and a raised footwell to allow for inboard pushrod-operated front suspension – which in turn gives air a clean path to the huge underbody diffuser – it’s light, stiff, space efficient and has been instrumental in McLaren realising a full ground-effect concept. Just like last year’s F1 cars, which were the fastest ever made. There is also an active front wing and the aforementioned complex rear wing dubbed ‘Active Long Tail’. All of which is very admirable. But the ‘anhedral’ or gullwing doors and the fantastically shirnked-wrapped feel to the minimalist, highly-focussed interior are a pretty good side effect. The W1 feels special. Those fixed seats are perhaps a shade more upright than expected, and the driving position is less obviously racecar than, for example, the Aston Martin Valhalla or Ferrari F80. However, once you’ve adjusted the pedals (they move on a slider) and the delicate, slim-rimmed and alcantara-trimmed steering wheel, there’s an overwhelming sense of purpose. The cabin is so tightly tailored and imparts a sense of lightness and agility before you so much as start the all-new 4.0-litre twin-turbocharged V8 engine, which makes 916bhp all on its own and revs to 9200rpm. Reach up to a roof-mounted control panel to find the starter button. Maybe this fighter plane trope is a little corny, but somehow you feel thrilled rather than manipulated. The W1 has a sense of humour as well as all that motorsport-derived sophistication. There’s a short delay, but when the engine does fire it’s instant – as the high-powered hybrid system negates the need for an old-school starter motor. A sharp flare of revs tells you that this engine is hyper-responsive and angry. On some deep level your brain and body have been sent all the signals required to prepare for something new and intense. Ahead of us, an empty Mugello racetrack, so press and hold the blue button next to the red starter to select Race mode. The centre display graphic shows the W1’s transformation in real time as it lowers by 37mm at the front and 17mm at the rear whilst simultaneously undocking all that active aero goodness. Race mode is not road legal and is geo-locked. You can show your friends and neighbours the aero dance, but it won’t allow you to select a gear to actually drive unless you’re at a circuit. Incidentally, the rocker switches either side of the display binnacle allow further options now: Toggle up the Handling control on the left for Race+ (for F1-spec super smooth tracks) or stick to Race for gnarlier ones. On the right toggle select ‘GP’ for sustained performance over a stint or ‘Sprint’ to unleash all 1258bhp for a time attack. There’s also a DRS and Boost function on the steering wheel. But I guarantee you won’t have the mental capacity to use them… Exit the pitlane, pin the throttle and W1 takes maybe a millisecond or two to gather its might (the gearing stretches to around 60mph in first, nearly 100mph in second, primarily to aid traction), but then lunges at the first turn with incredible ferocity. It instantly feels light, almost like inertia is no longer a thing. McLaren really does prize lightweight engineering, and at 3084lbs (dry) the W1 has a 278lbs advantage over the Ferrari F80. Plus, Ferrari uses figures for cars fitted with every single carbon fibre option. In reality, the gap is probably wider still. The impression of agility and stunning control continues as the track is unravelled at startling pace. The electric motor mounted to the side of the new 8-speed dual-clutch transmission is good for 342bhp and 324lb ft and it boosts any low rev lethargy the new flat-plane crank V8 might have (spoiler alert: It doesn’t appear to have any), so the W1 just feels massively, almost impossibly powerful at any revs. Even so, there’s real reward for wringing it out to 9200rpm and the power curve feels superheated but organic, too. In Race mode the steering – still hydraulically powered – has less assistance and it is noticeably heavier than other McLarens. However, that resistance is welcome as it gives you something to push against and imparts so much information about the front grip level. New Pirelli Trofeo RS tyres with a bigger front footprint than P1 or Senna really help. The front-end feels incredibly secure and the rear-axle follows with perfectly-aligned precision. The whole car feels super-stiff, completely locked into the surface and inspires confidence, but there’s an inherent agility and adjustability that means you’re quickly confident to push at its limits and really impose yourself on the chassis. It’s such a complex car but the driving experience is intuitive, and the driver feels a key contributor rather than just amazed (or terrified) observer, holding on for dear life. Every dynamic ingredient really is shockingly effective and yet has a subtlety and lightness of touch. From that delicious steering to the incredible brakes, the W1 just feels so mission-focussed, so hooked-up. Only the new 8-speed gearbox is a slightly disappointment. It’s fast and punchy, but after the scintillating energy of the Ferrari F80 ’box it feels competent rather than inspired. Other quibbles – it’s okay to quibble when the starting price is $2.1-million before tax and destination charge. Well, that new twin-turbocharged V8 sounds tightly wound and aggressive but if you have a P1 tucked in the garage you’ll miss the snorting, Darth Vader-style soundscape and all the drama that goes with it. Ferrari does this better, too. The F80 sounds deathly dull from the outside but is a riot of turbochargers, electric motors and all sorts of mechanical fury within the cockpit. Even so, the W1 is wildly entertaining on track, and the rear-drive configuration makes it more of a challenge and more satisfying than the F80 when chasing lap times or just sliding around for fun. In the Ferrari, you must second-guess what the front e-axle might do, whereas in the W1 it’s all on you. There are plenty of tools to help, including the ingenious Variable Drift Control, but somehow the W1 is more heroic. Or at least fools you into feeling more heroic – which is surely the point! On the road? Nimble, loaded with feel and sublime response. The ride is noticeably tougher than, say, a 750S but the control is ramped-up too, and with a bit more speed the whole car finds a delicious rhythm. Sport mode for the drivetrain brings some nice turbo whooshes and chirps, but the noise remains high-quality rather than extreme excitement. It is perhaps the one area the W1 feels just a little too tame. Of course, there’s nothing tame about the raw performance… which is genuinely shocking and literally hurts your neck muscles after a few hours. How McLaren has given the W1 such immense traction through just two driven wheels is beyond me. So, is it worthy of that ‘1’? I think so. Perhaps we won’t be talking about $25-million auction results for the W1 in 30 years from now, as we are for the F1. Perhaps it doesn’t quite have the amazing presence and jaw-dropping star quality of the simply gorgeous P1. But it is such an intense experience and the way it marries stunning track performance with delicate poise and entertainment on normal roads is something akin to magic. Maybe not ‘the one’ but definitely a searing, outrageous addition to McLaren’s fiercest family line. Just 399 W1’s will be built and they’re all sold. I’m not surprised at all. View All McLarens For Sale Images: McLaren Automotive

By Basem Wasef – January 17, 2026

First Ride: 2027 Mercedes-Benz S-Class

Mercedes-Benz’s flagship sedan debuted in 1972 with the Sonderklasse designation, marking a “special class” of big four-doors differentiated for their luxury-focused exceptionalism. The first-ever S-Class Benz, internally designated as W116, ignited an arms race whose challengers became the likes of the BMW 7 Series (1977), Lexus LS (1989), Audi A8 (1994), and Porsche Panamera (2009). Competition improves the breed, and the near-future large luxury salvo from M-B comes in the form of the 2027 S-Class. The manufacturer says it underwent the most significant mid-cycle refresh ever in the pursuit of big sedan supremacy. Though its exterior tweaks are subtle – a larger grille for better cooling and revised headlamps and taillamps, an available illuminated three-pointed star hood ornament – a series of tech upgrades aim to make this the poshest S-Class to date. Cumulus Ride Quality Ride quality has always been a top priority for S-Class, and the latest/greatest upholds that claim to fame with an Airmatic suspension system that now leverages cloud-based technology to adapt to real-world conditions. By continuously downloading car-to-x data from the cloud, other Mercedes-Benzes will share real-time data about road conditions to help the S-Class anticipate potholes or surface irregularities accordingly. An optional E-Active Body Control suspension further leverages cloud data to regulate spring and damper rates individually at each wheel to counteract roll, pitch, and lift movements, even raising the body in fractions of a second in order to anticipate impending accidents and thereby reduce injury risk. My test ride in a 2027 S-Class in Sindelfingen placed me in a camouflaged example with certain interior features hidden under cloth. However, I did experience one of the most luxurious rear seats on a chilly winter’s day, and the S-Class felt appropriately stately and secure as it maneuvered along some of the streets surrounding Mercedes-Benz’s factory. Ride quality felt buttery smooth, though it must be noted that Stuttgart’s roads are, for the most part, untouched by the potholes and rough spots that afflict most of the rest of the world. Safety upgrades include new next-gen Digital Light headlights with micro-LED technology. The headlamps are the first to offer adaptive partial high beam functionality for the first time in the US. By using a combination of camera data and map information, the automatic cornering lights react more acutely as the road turns. The S-Class is packed with as many as 15 airbags. Available rear seatbelts feature a shoulder belt that can inflate in a collision and offer three times more surface area in order to reduce the impact on the chest area. Creature Comforts Speaking of seatbelts, the new S-Class offers what Mercedes-Benz has upgraded theirs to offer a “warm embrace” via heating elements within the safety belts. First seen in the ESF 2019 experimental safety vehicle, the additional heated part can be switched on independently or linked to the heated seat switch. A new cabin air filtration system is designed to completely recirculate all interior atmosphere every 90 seconds, using multi-stage filtration to scrub out particulates and harmful elements in order to create a healthier environment for passengers. Further optional items include the Exclusive package, which offers rear seats that recline up to 37 degrees, a folding center armrest, and cushy headrests. Opt for the Pinnacle package and rear occupants' rapid heated and ventilated seats, four additional airbags, and a wireless charger in the center armrest. Additional Pinnacle benefits include rear seat massage, neck and shoulder heating, a backrest angle of up to 43.5 degrees, the aforementioned seatbelt airbags, and seatbelt presenters. Adding to the longer-than-ever list of interior luxury items is a Burmester 4D sound system with tactile elements, up to 39 speakers, and 1,690 watts with Dolby Atmos surround. With electronics managed by Mercedes-Benz’s latest MB.OS operating system, the S-Class is being constantly refreshed by over-the-air updates to optimize everything from computing power to the user interface. Driver systems are also cloud enhanced, and a comprehensive suite of assistance hardware includes up to 10 external cameras, five radar sensors, and 12 ultrasonic sensors. Embedded video streaming apps from Disney+ and Sony Pictures Entertainment’s RIDEVU enable privacy screen viewing from the front seat or full viewing for rear seat passengers. Power to the People Mercedes-Benz’s non-AMG/non-Maybach S-Class lineup gets a new top-range motor for 2027. The new M177 EVO powering the S 580 4Matic leverages a number of refinements to yield a total of 530 horsepower and 553 lb-ft of torque. Thanks to improvements to the engine’s injection and breathing configuration, as well as an enhanced mild hybrid system, the flat-plane V8 promises more oomph and better emissions. The S 500 4Matic six-cylinder M 256 EVO gets a torque bump to 443 lb-ft that can overtorque briefly to 472 lb-ft when needed. Benz’s plug-in hybrid S 580e 4Matic packages the six-cylinder with an electric motor that offers up to 74 horsepower gain over its predecessor, along with smoother and more responsive power delivery. All 2027 S-Class engines use a 23-horsepower integrated starter generator, which combines with turbocharging and 48-volt electrical architecture to deliver seamless coasting, boost, and recuperation. Plus-Size Solutions The S-Class has long boasted a considerable footprint, and the 2027 edition is no exception. That said, Mercedes-Benz engineers incorporated a standard rear-steer system that turns its back wheels up to 4.5 degrees, helping aid low-speed maneuverability and high-speed stability. An optional package boosts the rear wheel turning angle to 10 degrees, which contributes to a smaller turning circle of 35.4 feet. Although my test ride in the 2027 S-Class was brief, it’s safe to say that when Mercedes-Benz’s well-heeled clientele get their hands on this more-refined-than-ever flagship it will step up the game for the rest of the industry. The bolder styling and more aggressive front end may not be for everyone, but those who take issue with the revised mug should be assuaged by the engineering improvements intended to make driving long-distance drives feel like a rather sweet cakewalk. View All Mercedes-Benz S-Class For Sale Images: Mercedes-Benz

By Michael Van Runkle – January 10, 2026

2026 Cadillac Lyriq Review

Over the past few years in Los Angeles, I consistently started spotting more and more Cadillac Lyriq EVs. The growing popularity of Caddy’s first mass-produced EV then led to the Celestiq halo car and the electric Escalade IQ, both of which arrived with seriously luxurious amenities and price tags well into six figures, as well as the Optiq that serves as more of an entrée into the Caddy EV lineup. But the IQ range’s design language, to my eye at least, looks best on the mid-size Lyriq that somehow starts at a surprisingly reasonable price tag of $59,200. I first discovered that pricing when I looked up the base Lyriq’s window sticker after driving the Optiq. I expected higher, but General Motors clearly amortized the Ultium EV platform – that the Lyriq originally introduced – across many models and marques in the interim years, sharing development costs in the hopes of helping to keep initial pricing as low as possible and thereby entice hesitant EV customers. From the outside at least, the Lyriq looked to add similar levels of premium signaling as the Escalade IQ and Celestiq, rather than the Optiq. So, when Caddy offered me a loaner, I spent 10 days daily driving a Lyriq to learn whether the Ultium luxury treatment potentially makes this an intriguing value proposition in the luxury EV market. Electric powertrains in general cater perfectly to luxury automaking. Silent and powerful, EV motors take up much less room than gasoline engines and thereby open up large, spacious interiors perfect for cramming with premium materials and advanced tech. Nothing beats the opulent experience of a Rolls-Royce Spectre. Though sure, I might miss a powerful V8 or V12, the neighbors sure don’t! My Lyriq arrived in dual-motor Signature Sport trim, which adds black exterior cladding and a unique “grille” design (if we can call it that, given the lack of airflow into the “engine bay”). A set of 22-inch wheels and premium interior features, including tri-zone climate and a fancy head-up display, help to justify about $10,000 of additional spend above the base rear-wheel-drive single-motor Lyriq. My dual-motor Lyriq received an official 303-mile EPA range rating, despite 500 horsepower and 400 lb-ft of torque, but my real-world range performance, both initially and after 10 days, indicated more like 325 to 330 miles might be possible. Every Ultium EV tends to tip the scales more than comparables on the market, and the AWD Lyriq is no exception at 5,838 pounds. That sheer mass hints at the battery pack’s 102 kilowatt-hours of capacity, but also hinders any sense of punchy, brutish acceleration that other EVs from the likes of Tesla, Genesis, and Lucid always prioritize. Still, the “throttle” modulation (again, if we can call it that) will seem familiar to anyone switching over from a gas-powered car. Nudge into the go pedal and the Lyriq surges forward, happy to accelerate along with other cars or scoot away from traffic with ease. Plus, I spent most of my 10-day loan in a torrential winter rainstorm, and even with the eco-friendly Michelin Primacy tires, I still appreciated the confident traction of the dual-motor AWD system. So far, in raw performance terms, the Lyriq reminded me somewhat of the lower-spec Chevrolet EVs that share the Ultium platform. But the exterior design definitely trends more toward the cartoonishly elongated Celestiq, albeit without the mind-boggling proportions. And this two-row also thankfully takes up far less of a footprint than the behemoth Escalade IQ. Both those top-spec packages definitely take Cadillac build quality to the next level, though. The Celestiq, simply put, is the best General Motors EV to drive yet – and it better be, at that price! The electric Escalade can manage a more insane range of over 500 miles in the real world, meanwhile a critical element of the luxury equation. But the humongous SUV also rides with a sense of serenity that one of the most spectacular sound systems in the world only accentuates, along with some of the best massaging and ventilated seats on the market. (In the spirit of openness, I’d still take an Escalade V, but that’s a different story.) The Lyriq’s pricing might suggest that Celestiq and Escalade IQ levels of luxury fly out the window. And to an extent, that’s true. But compared to any other EV, this Caddy seems almost completely silent, as only the most minor hints of road noise creep in at freeway speeds or higher. The suspension tuning and large wheels toe the line between sporty and compliant, keeping the chassis planted without ever getting too choppy. Meanwhile, the interior feels roomy for both the front and back seats, plus Cadillac decided to offer a huge trunk rather than go with a third row – though partially, the massive interior cargo volume, including the little storage cubby for a charge cable or groceries beneath the rear floor, comes courtesy of eliminating a front trunk (or “frunk”) as common on other EVs. From the inside, the Lyriq’s sanctuary space initially imparts a distinct impression that the exterior surely must be larger than it seems. And parallel parking does reveal a rather wide track, but altogether this EV makes negotiating narrow streets or parking lots fairly easy. Plenty of exterior cameras and parking sensors, including a digital rearview mirror, do help since the D-pillar at the back that so clearly established the IQ lineup’s aesthetic does somewhat hinder rear visibility. And speaking of tech, my Lyriq also featured a booming AKG sound system equipped with active noise canceling and Dolby Atmos available via supported streaming apps. Though I never hit the highest highs and lowest lows, nor the crisp middles, of the Escalade, the speakers still managed that impressive feat of regularly turning familiar songs into new experiences. I also summoned all my energy not to thank the heavens for the single biggest surprise of living with the Lyriq: Unlike most GM EVs, and reportedly soon all GM vehicles, wireless Apple CarPlay worked! And Super Cruise comes standard across all 2026 Lyriqs now, so when I took some longer drives on the freeway, whether at speed or stuck in traffic, I could just push a button and watch the top of the steering wheel light up green. The ease of use that CarPlay and Super Cruise enable comes across as a major selling point for the luxurious Lyriq experience. If only because many other functions do require dipping into the curvaceous 33-inch displays, many touchscreen menus. Opening the glovebox, for example, or choosing drive modes. At least the climate controls still use physical switchgear, with a pleasing metallic set of piano keys along the lower edge of the dash. But the center console dial, as futuristic as it looks, never quite makes sense for selecting anything. Cadillac even sacrificed a stop-start button, which supposedly adds the convenience factor of simply stepping in and putting a foot on the brake pedal, whereupon the gauges and center console come to life, indicating the Lyriq is ready to drive. Then, simply put the motors in Park, get out, and lock the doors, and the EV should turn off – but I say “should” because this regularly did not happen. I tried many times, and even one night left the car “running” (in silence, with the headlights on but the doors locked) to see what happened. The solution to this frequent quandary involves either going for a short drive to reset the computer’s conception of when to turn off or tapping a new widget in the touchscreen, then confirming that the car should, in fact, turn off. Whether this increasingly digitized driving experience enhances or detracts from the luxury experience probably comes down to a matter of taste. Living with the Lyriq for a longer period, I might even acclimate to some of the more unexpected functions that I struggled with over 10 days. I also found myself wishing for a slightly softer suspension setting, for a smoother ride—and would therefore advise a Lyriq with the smallest wheels possible, a set of 20-inchers that comes on lower trims, even if that means sacrificing style points in the name of increased suppleness. Skipping the 22-inch rims might preclude the Signature Sport from consideration, which I can justify because the lower trims now include CarPlay and Super Cruise for model year 2026. Luckily, the rest of everything great about the Lyriq carries over too, nailing Cadillac’s electric design language in an eminently usable luxury package. One that imparts a real sense of value without hitting the wallet too hard, either initially or with the threat of massive depreciation common to higher-priced electrics down the road. VIEW ALL CADILLACS FOR SALE <- Gallery ->

By Charles Bradley – January 01, 2026

Can A 200-mph Supercar Really Pull Off A Luxury Getaway?

A six-figure, 200-mph supercar is designed to dominate apexes, not interstate exits, yet that hasn’t stopped owners from expecting more than mere daytrip thrills. As luxury motoring evolves, the modern supercar is increasingly asked to do what was previously unthinkable: carry luggage, handle long highway stints, navigate valet ramps, and still arrive looking as composed as the five-star resort it’s parked outside. The question isn’t whether a six-figure performance machine can go on vacation – it’s whether it can do so without compromising the sense of effortlessness that true luxury demands. We thought we’d answer the question by taking the 2026 Maserati MCPura on a jaunt from Miami to the Florida Keys, and find out if practicality would get in the way of its performance chops. Now, I’ve driven this car in the mountains of Tuscany, and around the curves of Miami’s Concours Club, enjoying its 621 horsepower and carbon-tubbed handling to the max. But how would it handle the journey from my hometown of Miami Beach, taking the Florida Turnpike and U.S. 1 even further down south to Key Largo, Islamorada, Tavernier, and Marathon? Part of the facelifted Maserati MC20’s appeal is that it can be quite a docile creature, thanks mainly to its 3.0-liter Nettuno V6 engine. Its rivals in the market are far more aggressive, and its vehicle dynamics are positively chilled – which is exactly what you want for a multi-day Florida Keys excursion. What’s also vital is the front-axle lift capability, because once you’re off the main route, there’s plenty of rough car parks and speed bumps to negotiate – even if the general terrain in these parts is as flat as a pancake. For starters, I take the MCPura out for a photoshoot to catch the Golden Hour, so take a trip from my place to Ocean Drive, say ‘hi’ to a surprisingly nonplussed breakfast chef as I snap the supercar under The Betsy Ross Hotel’s famous orb, and then take it on a cruise past the Versace Mansion (RIP Gianni) and the Clevelander. I swing a right after the Bentley Hotel, and take 5th Street to the McArthur Causeway, past the multi-millionaires of Star and Palm Islands on the right, plus the cruise ships to my left. Sending the car away from traffic light with its launch system briefly gets a motorbike cop’s attention, but he just wants to check out the car, and motors away before I take the exit to Watson Island’s exotically named Parrot Jungle Trail. After taking a few snaps, I’m held by some more cops, who’ve been booked to close off the road and allow some filming of a black Bugatti on the causeway – with a boat pulling alongside on Governors Cut. “Must be an important dude,” I say to myself, and some Insta hunting reveals that it’s being driven by none other than Mate Rimac himself. Small world! View this post on Instagram A post shared by Anthony L Hsieh (@badcompanyfishingadventures) After giving him a cheery wave on his way, I head back to my place and begin the short process of packing the MCPura. Just taking a look at the storage options, and knowing how hot the engine gets, means your best bet is a squashable Tote Bag in the rear trunk, which is kind of an odd shape – long yet narrow, and almost triangular. Thanks to Rolex, who hosted me at Monterey Car Week, I’ve got an elegant solution for that – although I do find that my smallest hard-shelled carry-on suitcase will just fit too. Next time, I’ll request some tailor-made Maserati luggage too! Of course, with it being a mid-engined supercar, it’s got a frunk. This is small, but it’s far from useless, and I find my Oakley-Pirelli backpack fits just fine if I don’t fill it too much. But if you think this won’t escape a roasting like the rear trunk, you’re wrong: The radiator at the front gives off plenty of heat, so my advice is bring anything ‘melty’ into the passenger footwell. As it’s a Florida Keys trip, though, all we really need is shorts and tees – plus sun cream and bug spray. Loaded up, which takes all of 30 seconds, I head to the Frost Science Museum to pick up my wife from work, and we hit the road east, past Zaha Hadid’s Scorpion Tower and the Miami Marlins Park, then on past Inter Miami’s new Freedom Park, which is under construction, the international airport, and then make the big turn south along Florida’s Turnpike. I have the MCPura in GT Mode, so it’s happy to burble along at the speed limit, the twin-turbos occasionally whooshing with wastegates fluttering if I need to back off for one of the many random lane changes ahead that proliferate any kind of multi-lane driving in these parts. Its eight-speed dual-clutch gearbox is also making this journey easy, and with 538 lb-ft torque available on demand, if I need to leap ahead of anyone, it’s done with the minimum fuss – and completed in what feels like a split-second after I’ve thought about it. Even on the elevated concrete highway, the ride is dealing just fine with the bumps of the bridge expansion gaps, and our cruise south past the Homestead airbase and racetrack is uneventful. Once past Florida City, you’re on to U.S. 1, and the greenery of the southern Everglades soon wraps around us. It’s back to single lane driving and, after a few minutes, we come across a random traffic stack-up. As I’m behind a boat being towed by a truck, I get zero warning apart from its brake lights – and, just for a moment, I require every inch of the Brembo carbon-ceramic brakes to get woah-ed down. You’ll read some criticism of the feel of these, and the left pedal does require a bit of heft – but this proves they do work effectively when required! Of course, my eyes go straight to the mirror, to see if the GMC truck behind is about to test the rear crash-test props of our full-carbon tub, but with his higher view, he’s already on the shoulder taking full evasive action – no doubt mindful of the insurance claim of rear-ending this $284,675 creation. Thanks for paying attention, buddy! As we sit in this traffic jam for a few minutes, I take advantage of this Cielo model’s open top and get the roof down for the rest of the journey, which is incident-free. It’s a bit annoying that you have to hold your finger on the touchscreen to complete the operation, as it takes 12 seconds, and this can be operated when moving up to 30 mph. It’s not far along this route to The Buzzard’s Roost, our late lunch stop, which is a great spot where you can watch the marina workers service some boats. And, if you’re lucky, you can see one of them accidentally fall into the water like we did, and enjoy him get teased for the relentlessly by his co-workers. Refuelled, we head to our boutique hotel in Tavernier, where the MCPura gets envious glances from our fellow vacationers, most of whom are driving rental drop-top Ford Mustangs, while parked outside our luxury cottage. And, of course, every time we leave our gated complex, I put it in Corsa mode and do a launch, so they can hear the Nettuno V6 singing its sweetest song! For dinner, we head for Italian – of course! – at Lido 73, a relatively new restaurant from the folks who run the Italian Food Company, which has multiple spots throughout the Keys. First our host spots the Maserati in the car park, and she tells the waiters… who tell the chefs… and suddenly the MCPura is surrounded by a multitude of excited Italians taking selfies as the sun sets. What it proves is that this car puts smiles on faces, and I still remember the Italian dude who slowed down on his superbike in Tuscany, who insisted we revved the car in a tunnel, and then gave us the “Bravissimo!” hand gesture. <- Gallery -> It's such a beautifully designed car that we got positive response everywhere we journeyed in the Keys, whether it was on the morning coffee shop run, or essentials shopping at Publix to stock up on cheese, ham, chocolate, wine and waterside margaritas. But there’s no way that single-use plastic bags are surviving the heat-soak of the trunks, so my wife gets them neatly wedged into the passenger-side footwell for the quick journey back. The only thing missing from our jaunt in this carbon-chassis, mid-engine sports car was some decent roads to show off its rocket-ship performance. But the Florida Keys is the antithesis of rushing around, and this is most definitely a vehicle that can provide chill as well as thrills. Maserati’s supercar remains a hugely enjoyable alternative in a segment where rivals often chase headline figures at the expense of genuine driving enjoyment, and the understated elegance of the MCPura, combined with its ease of operation, ensures it can be used as everyday option that stirs the soul, rather than a motionless garage queen. VIEW ALL MASERATIS FOR SALE Images: Charles Bradley

A dark gray luxury sedan, the 2026 Lucid Air Touring, parked roadside with mountains and cloudy skies in the background. Review: 2026 Lucid Air Touring hits the EV sweet spot in both style and performance.

By Kirk Bell –

Review: 2026 Lucid Air Touring Hits EV Sweet Spot

Lucid made a splash in 2022 when it released the Air sedan with big power and big prices to match. Four-figure horsepower ratings teamed with 500-plus miles of range showed EVs could be fast and efficient. Since then, power ratings and prices have come down to make the Air more accessible, but the cars are still fast and efficient. That leads us to the 2026 Lucid Air Touring, a model that was first introduced in 2023. It’s not the least powerful Air, but it’s one step up from the base Pure model, and it shows that 1,000-plus horsepower isn’t needed to make the Air a great electric car. The Air Touring’s dual-motor all-wheel drive electric powertrain employs a permanent magnet electric motor on each axle to produce 620 horsepower and 885 pound-feet of torque. The motors are fed by an 18-module, 92-kWh battery that provides a healthy 431 miles of range. That’s a lot smaller than the 22-module 117-kWh battery in the Grand Touring, which means less range, but it also cuts the weight by almost 200 pounds. Maximum power is available in the Sprint mode. Put it in Sprint, floor it, and the power hits hard from a stop. Occupants’ heads snap back into the seats, all four 245/45R19 Pirelli P Zero all-season tires hook up, and the 0-60 mph dash flashes by in 3.4 seconds, only 0.4 second slower than the 819-hp Grand Touring model. Opt for the Smooth or Swift modes and the output is limited to 347 horsepower. While the power isn’t quite as neck-snapping in these modes, it still feels quick and the instant electric torque gives it enough thrust to win stop-light drag races against the vast majority of gas-powered cars. Lucid teams that power with excellent efficiency. With the 19s, the EPA rates the Air Touring at 136 MPGe city, 132 highway, 134 combined for an efficiency of 4.0 mi/kWh. That makes it one of the most efficient electric vehicles on the market, and the Pure can be even thriftier with a rating a 4.34 mi/kWh. Snow and sub-freezing temperatures hurt the efficiency during my week with the Air Touring, as they would for any electric vehicle, or any gas-powered vehicle for that matter. The computer showed a top range of 390 miles, though the cold weather caused those miles to drain quickly. Over 209 miles of mixed city and highway driving, I averaged 2.85 mi/kWh. With its 700-volt electrical architecture, the Air Touring can accept a DC fast charge at up to 250 kW, which can add 200 miles of charge in 16 minutes. A 240-volt outlet can charge it to full in 10 hours. Off, Standard, and High regenerative braking modes recover energy for the battery. The High mode provides 0.3 g of braking force and acts as a one-pedal mode much of the time. I alternated between the Off and High modes, finding both appealing depending on my mindset in the moment. At 5,009 pounds, the Air Touring is heavier than a comparable gas-powered car but on the light side for an EV. Lucid harnesses that mass with a set of big brakes: 15.0-inch ventilated front rotors with six-piston calipers and 14.8-inch ventilated rear rotors with four-piston calipers. The hand-off from regen to the friction brakes is seamless. The only fancy bit of suspension technology Lucid employs is a set of adaptive dampers. The rest of the suspension is left up to good ol’ fashioned knowhow, and the engineers at Lucid certainly know how to build a car with a fantastic balance of ride quality and handling prowess. It’s set on a double-wishbone front suspension and a multi-link independent rear suspension, and it’s all tuned to deliver a smooth, luxurious ride and agile handling. From the driver’s seat, the Air Touring feels wide and low. Well-weighted steering with a quick 13.0:1 ratio directs it to dive into corners responsively. Thanks in part to a low-set 4.9 inches of ground clearance and the low center of gravity of the battery, the Air has precious little body lean, and the all-season tires do a reasonable job of sticking to the pavement in hard cornering. Those who want a sportier feel can opt for staggered 20-inch Michelin summer performance tires that will also sap some range. The driver enjoys not only good road feel, but also a high-tech cabin dressed in high-quality materials. Sturdy synthetic leather upholstery comes standard, and the real thing is a $3,000 option. Also standard are power-adjustable heated front seats and three-zone automatic climate control. Interior tech starts with a standard 34-inch screen with an infotainment touchscreen on the right, a digital instrument cluster in the middle, and a left-side touch panel for the wipers, exterior lighting, the defroster, and other controls. The center stack features a 12.5-inch touchscreen that is home to the drive modes, mirror and steering wheel controls, and trip computer information, among other functions. Digging into the screen for the mirrors and steering wheel settings proved annoying until I got used to the idea. Space is generous, as the Air takes advantage of its skateboard-style EV platform to offer a cabin that extends farther forward and rearward than you’ll find in ICE-powered cars. Three can sit across in back seat with plentiful legroom, and that’s only enhanced in the Touring model because the smaller battery lowers the rear floor for better thigh support. The trunk is large with 22.1 cubic feet of space and a 10-cubic foot front trunk adds even more utility. My test car ran to a price of $100,350 thanks an $81,499 starting price (including a $1,500 destination charge) and several options that added luxury and technology features. Among them were a $2,900 21-speaker Surreal Sound Pro audio system, 20-way power-adjustable front seats with massage and ventilation for $3,750, and $3,000 for a Comfort & Convenience package with soft-close doors, a power frunk, four-zone automatic climate control, a heated steering wheel, and heated rear seats. My car also came with the $6,750 DreamDrive Pro system, which provides hands-free highway driving that works quite well. Priced right, the Touring model is the smart choice in the Air lineup. It costs $9,000 more than the Pure but it adds 200 horsepower and all-wheel drive. It’s also a whopping $34,000 less than the Grand Touring model, which has more power and a few extra features. Its starting price is also about $28,000 less than when the Touring went on sale in 2023. The Touring is more than just the Air model to choose. Fast, efficient, and fun to drive, the 2026 Lucid Air Touring is a great choice among all EVs thanks to the company’s knowhow in electric powertrains, suspension tuning, interior space, and technology. View All Lucids For Sale Images: Lucid Motors

By Michael Van Runkle – December 28, 2025

Czinger 21C First Drive: A Technological Tour de Force

Climbing into the groundbreaking Czinger 21C hypercar requires a quick lesson in contortionism. After opening the long dihedral door, spin around and sit on the sill logo, then spin again and slide your legs into the pedal box, scooch your tailbone down into the carbon-backed seat, and bring your head in last. Oh, and don’t forget: your passenger needs to get in first, because they’ll straddle the driver in a 1+1 layout most similar to a full-on fighter jet. Cockpit is the only way to accurately describe the 21C’s interior, but I adjusted to the central seating surprisingly quickly – then again, I do regularly drive a right-hand-drive Japanese car on the streets of Los Angeles and once spent a full day slinging a Formula 4 racecar around a track. But the Czinger is far more exotic than a JDM import and even more radical to drive than that open-wheeled racer because this hybrid pumps out up to 1,250 horsepower from a tiny 2.88-liter twin-turbocharged V8, which is derived from motorcycle engines to unlock a screaming 11,000-rpm redline, and then paired with two front electric motors rated for 268 horsepower each to create all-wheel drive traction. I needed every ounce of that traction while effectively time-warping my way up canyons in Malibu, even on roads I know, as they say, like the back of my hands. Luckily, once inside, the 21C offers excellent visibility over the dramatic fenders. And the switchgear never seems as complex as an airplane’s despite the crazy AI-designed and 3D-printed components visible everywhere, from the gauge cluster surround to the suspension and even the textural pedals. Push the stop-start button on the right, select drive modes to the left, and dial in climate controls to the right. Then, I spent most of the drive using the paddle shifters – which also shift down into reverse below neutral in similar fashion as a motorbike. I needed front axle lift, accessible via a knob on the teensy tiny racecar steering wheel, quite regularly because this, the low-drag V Max car, rides low enough to reach a top speed of 253 miles an hour. And I never even went into Track Plus mode to drop the chassis down another 30 millimeters, other than to pose for pictures. I never came close to that top speed, but my tailbone felt about six inches off the ground the whole time. The suspension obviously prioritizes performance, but in Street mode, the dampers still stay compliant enough to absorb bumps and ruts without sending any jolts through the rigid chassis. Street mode also prioritizes the electric motors, then kicks on the internal-combustion engine whenever the driver dips deeply enough into the throttle or if the EV range from just 4.2-kilowatt-hours of lithium-ion batteries gets too low. Switch into Sport, and the engine runs all the time, with a deep and lumping idle. Throttle modulation at first felt fairly normal, but as soon as I nudged my right toe a little extra, the 21C combines the immediate punch of an EV with the screaming wail of a superbike and absolutely launches down the road, almost quickly enough to snatch the air out of lungs, with so much power available at any rev that the ECU cues traction control intervention almost on all but the smoothest roads. Traction control makes this whole exercise in technological innovation possible, simply because there’s so much potential in the chassis, which Czinger designed as an early showcase of the iterative design algorithms pioneered by sister company Divergent. Lightweight and rigid, the components from the engine cradle to the subframes, and even the wheel hubs that integrate brake calipers and fluid lines into one solid unit, all resemble H.R. Giger’s haunting set designs in Alien. I’ve known about the potentially world-changing tech for years now, and truly wondered how a startup hypercar manufacturer might prioritize driveability while demonstrating such obviously avant-garde innovation. The brake pedal, just as one example, brought me straight back to that day in the F4 car, because the solid fluid routing relies less on hosing that typically swells under pressure – so instead, the firmness greeting my left foot (this car seems ripe for two-foot driving) truly approached a racecar level of responsiveness. But the pedal also required serious muscular exertion when hauling down speed. And the 21C wants to rip off at breakneck speed all the time, only settling down and becoming happier once I started to crest 50, 60, and 70 miles per hour. After braking later and later, cutting the steering wheel deep into corners reveals the incredible spiderweb effect of centralized mass, the 1+1 layout, and 3D-printed engineering and all-wheel-drive grip, creating a planted sensation that my most aggressive driving simply could not faze. The 21C does appreciate gentler inputs, though, especially while trail braking, as I learned by the end of my drive. If only so the front-axle regen can help to regulate traction, too. And other than the heavy steering requiring a hefty effort, I’d never guess this hypercar weighs 3,668 pounds. I did notice some low-speed shuddering from the steering wheel, something I’ve experienced in a few other high-power EVs previously. I suspect the electro-hydraulic steering system effectively needs to fight the EV motors a little while creeping along—now add so much more mechanical grip from the 21C’s gargantuan 265-mm front and 325-mm rear Michelin tires. Those tires sit under the exaggerated fenders that further contribute to the aerodynamics of a 252-mph tactical missile. The design alone turns more heads than anything – bar none – I’ve ever driven, just an unfamiliar vision of a future almost inconceivable to the ordinary mind. I’d take my 21C in the gorgeous exposed blue-weave carbon, and also prefer black leather everywhere on the inside rather than my test car’s blue Alcantara? If only to enhance the curb appeal and impression of quality to match the high-tech chassis and powertrain of this $2.7 million hypercar. Where most supercar and hypercar manufacturers these days aim to leverage modern tech to broaden the scope between performance and daily driveability, Czinger entertains no such fantasies about the 21C because nothing comes anywhere near comparing to this car. Even if the ride quality never crosses the border into discomfort, at least in Street and Sport mode, this car simply demands attention in any driving scenario, whether tooling around in traffic, highway cruising, ripping through the canyons, or carving up a racetrack. I never felt quite natural driving with one hand, for example, because I never forgot that I was sitting behind the wheel of a technological tour de force. Short of prototype racecars and the world’s greatest superbikes, this is simply the most hardcore vehicle I’ve ever driven. The mind simply balks at imagining the raw G-forces this car might exert on the human body when pushed to the limit on a racetrack, where the 21C continuously sets production car lap records all over America. Yet if you’re flexible enough to climb in – and I did sit in the backseat, where at six-foot-one I fit just fine – the Czinger is also surprisingly livable, even if lacking refinement in some areas, including the hilarious startup music and an incongruously outdated gauge cluster configuration. Living with some quirks always comes along with bleeding-edge tech, though, and should be expected in such an utterly unique supercar,truly unlike anything else on the road. View All Supercars & Exotic Cars For Sale Images: Michael Van Runkle

By Charles Bradley – December 24, 2025

Review: 2026 Ram 1500 Limited Marks HEMI V8’s Triumphant ...

The 2026 Ram 1500 Limited welcomes back the beloved 5.7-liter HEMI V8, marrying old-school American muscle with a cabin that stands among the most luxurious in the full-size truck segment. Having spent the weekend in Japan, a rich yet bewildering and disorientating experience, I needed some Americana back in my life after I touched down at home in Miami. And – oh boy! – did Ram deliver with its legendary HEMI V8 powerplant in its most-loaded of premium trucks. My tester for the week was the 2026 model year Ram 1500 Limited HEMI, a full-size truck in Granite Crystal Metallic and, I was assured, the “poshest” vehicle that Ram produces in this 1500 lineup. Now, a little background here: Ram shifted to turbocharged six-cylinder inline engines for 2025, and its customers… well, they downright hated it. “Everyone makes mistakes, but how you handle them defines you,” said its CEO Tim Kuniskis.“Ram screwed up when we dropped the HEMI – we own it, and we fixed it.” Powertrain: Why the HEMI Still Matters Not that the Hurricane Straight Six Turbo is a bad motor – it’s more efficient and more far powerful than the HEMI, thanks to its fast-spooling turbos. And you can still get that powertrain. But you won’t, because if you like driving Ram trucks, then you’ll love the HEMI more. Because the HEMI sounds badass, especially when echoed through the GT exhaust. And it’s seemingly not alone in reverse ferrets, as Ford has U-turned on its electrified truck program – recently ending its F-150 Lightning production. Ford’s move is the industry’s biggest electric-vehicle reversal since President Donald Trump’s auto-policy changes, which ended tax credits for full-electric vehicles, icing an already cooling EV demand. Ram was also quick to jump on the ‘America First’ bandwagon with patriotic TV advertising – titled ‘Ram-Demption’ – featuring Kuniskis. The 5.7-liter HEMI V8 delivers 385 horsepower and 410 lb.-ft. of torque in a smooth, broad power band, enhanced with fuel-saving technologies that include variable camshaft timing and cylinder deactivation. Each HEMI-powered truck features a new fender-mounted ‘Symbol of Protest’ badge created by the Ram design team, but this is offset somewhat by a ‘1500 eTorque’ emblem on the hood – personally, I’d have preferred a HEMI mention here too. That eTorque system is a hybrid that assists the V8 motor. The system replaces the traditional engine-mounted alternator with a belt-driven motor generator unit. The MGU works with a 48-volt battery pack to provide quick and seamless engine start/stop, torque addition to the engine crankshaft in certain driving situations and brake energy regeneration, which improves responsiveness and efficiency. The system enables up to 130 lb.-ft. of torque to be available on initial throttle tip-in. And torque is certainly not something this truck lacks! Driving Impressions: HEMI V8 Muscle Meets Miami Driving around Miami’s streets in such a huge truck should have felt cumbersome, especially with the HEMI grunt under your right foot, but with air suspension all around (plus 5-link coils at the rear), the Ram 1500 Limited offered a robust and engaging experience in everyday driving. Almost 400 hp on tap was easily enough to light up the rears when you gun it away from traffic lights, even outside of Sport mode (which lowers the ride height and engages 4WD), and the Ram 1500 Limited HEMI truly delivers on the throaty exhaust note and traditional muscle-truck feel that many buyers have been asking for. I had a brief run on some dirt in Off-Road mode, which raises the ride height even further, and it felt surprisingly nimble on gravel too. By truck standards at least, the Ram 1500 Limited looks great – especially from the front, with that huge RAM statement grille – and my $88,480 tester got some admiring glances, even among the supercar influencers who were out creating content around the gentrified streets of Key Biscayne, with the Miami skyline for a backdrop. Interior & Technology: A Luxury Benchmark in Trucking But on the inside is where this truck truly delivers, with oceans of leather with intricate stitching throughout, even a real wood-panel accent on the doors. It also packs a 19–speaker Harman Kardon sound system, a portrait 14.5-inch central touchscreen (which features 360-degree camera system), and the driver gets a 12.3-inch configurable digital instrument cluster and a head-up display. The passenger gets a separate landscape 10.25-inch interactive touchscreen from the main driver infotainment display, which functions independently from the driver’s Uconnect system, with HDMI input and device mirroring capability. The front seats are heated, ventilated and – crucial for those long journeys – feature a massaging function. There’s a dual-panel panoramic sunroof, and storage options are everywhere – pro tip: fold down the middle seat of the back bench and you have a truly luxurious four-seat cabin with armrests and power points for all. Another neat feature is the ‘Ram Box’ positioned over the passenger-side rear wheels, a water-tight lockable compartment that essentially works like a car trunk, so you can keep your smaller travel baggage away from your payload. Verdict: Who the Ram 1500 Limited Is For In the 2026 full-size truck landscape, the HEMI-equipped Ram 1500 Limited is a luxury beacon that plays to emotion and refinement rather than outright performance figures. It might not tow the most, or have the biggest payload capacity, but it is the most comfortable and luxurious pickup in its class that wouldn’t look out of place as a practical piece in the background of a car collection. With a base price that starts at $75,405, it certainly feels more upscale than similar versions of the Ford F-150 Platinum, GMC Sierra 1500 Denali, or Chevy Silverado High Country, which are typically aimed at being more workmanlike than luxury, with harsher ride characteristics but superior towing and payload figures. My advice is to load up on those optional extras. And then, when you start it up, that all-American V8 HEMI growl is guaranteed to put a smile on your face. View All RAM 1500s For Sale Images: Charles Bradley

A light blue luxury sedan parked in front of a corrugated metal wall with a small sign above and three yellow posts nearby.

By Michael Van Runkle – December 20, 2025

Review: 2026 Mercedes-AMG S 63 E Performance Manufaktur

Back in 2024, Mercedes-Benz introduced AMG’s first ‘E Performance’ hybrid system on the S-Class sedan. This Formula 1-derived technology then proceeded to proliferate through the broader model lineup, so for 2026, the S-Class now receives more customization options available through the Manufaktur program to keep sedans bearing Benz, AMG, and Maybach badging all the more exclusive. To show off more than 50 new paint jobs, 25 new interior colors, and additional badging inside or out that join the personalization list, Mercedes built a small fleet of model year 2025 press vehicles equipped with the enhancements. I happily borrowed an S 63 E Performance, finished in a sparkling shade of Quartz Blue Metallic, to log almost exactly 700 miles of highway, city, and aggressive driving that perfectly reacquainted me with this opulently luxurious sedan that somehow also still hides a sports car beneath the skin. The plug-in hybrid E Performance system stands out immediately as a stunningly powerful and impressively efficient powertrain solution. Though the inclusion of F1 tech might seem anathema in a sedan that weighs nearly 6,000 pounds, AMG figured out a nifty means of mounting the electric motor between the rear wheels. This allows for better balance, but also powerful discharge of electrons effectively through two transmission gears – incredibly, the setup can still send power forward to the front wheels for all-wheel drive in full EV mode, too. Though the S 63 can therefore run in silence, the 10.36 kilowatts of usable battery capacity only result in a handful of miles of range in real-world driving. Instead, my focus naturally turned to the combined output of 791 horsepower and a whopping 1,054 lb-ft of torque when the electric motor works in concert with the beefy AMG twin-turbo V8, which can launch this behemoth of a four-door to 60 miles an hour in just 2.6 seconds. The sensation of such a large vehicle accelerating so quickly almost boggles the mind, and I enjoyed more than a few romps of the throttle pedal early in my week-long loan. The tail end squats first, nose lifting noticeably as the electric torque hits first. Then the burly V8 wakes up to rip through gears, quickly hitting speeds far in excess of sanity or safety. Doing so eats up electrons quickly, though, so for normal driving, I typically spun the selector dial on the steering wheel to B mode, for Battery Hold. This tells the computer to prioritize state of charge, while still allowing some electric boost and regenerative braking. Even in this setting, though, the S 63 can still manage highway overtaking with absolutely effortless power, never needing to dip deeper than 10 or 15% into the wellspring of torque available at seemingly any RPM. Spin over to Sport or Sport+ mode, though, and a whole different nature emerges as the V8 engine’s exhaust barks to life with a deep rumble. Rear-axle steering and adaptive suspension help to impart more nimble handling characteristics – again, somehow beyond the limits of what seems possible when considering the sheer physics of moving so much mass. As I hustled up familiar twisting canyon roads, the only cue of how much Mercedes and AMG magic went into this S-Class comes with every time the traction control light starts to blink – quite early, given how much load the Michelin Pilot Sport 5 tires need to carry to haul so much weight through corners. Comprehending that the ability to hit triple-digit speeds in a nanosecond or carve through turns at the pace of much smaller sports cars makes the S 63 E Performance a surprisingly capable all-rounder, especially because of how serene and quiet the ride becomes for long-distance highway cruising. I kept the massaging seats running through every different program – ventilation on too, of course – and the lavish Manufaktur-exclusive Amaretto Brown Nappa Leather almost lulled me to sleep. This $11,250 option in this case adds an orange-ish hue to the silky-smooth hides, and I suspect that with some patina, the upholstery will only age into a deeper, more satisfying sheen. My loaner also arrived with the rear captain’s chairs, or more specifically, the Executive Rear Seat Package Plus, along with the Rear Seat Entertainment package (for $12,050 all in) that adds more screens for passengers. At six-foot-one with long limbs, I set the driver’s seat in my typical preferred position and then climbed in back to imagine life being chauffeured around town. Stretching out my legs, I even tried out the rear seat massagers. Not bad – dual sunroofs overhead and electronically controlled window shades allow for the ideal airy sensation, but also protection from the sun and privacy from the outside world, all at the same time. Inside the cocoon for longer drives, I reclined my seat further back than normal, leaned my head onto the plush pillow, and then cranked up the $6,800 Burmester High-End 4D sound system. Actually, finding music that can max out the fidelity of the speakers requires more than streaming audio off an app, but with better files playing, the system absolutely transforms even the most familiar songs into brand-new experiences. Personally, I don’t enjoy the seat exciters, which pump almost too much into the otherwise sumptuous leather and create a sense of vibration that belies the rest of the serenity within the passenger compartment. But the system can turn off, luckily, and by cueing up the rest of the EQ for a bit more bass, the rest of the speakers can more than compensate. The whole interior design of this S-Class generation prioritizes the continuity of a luxurious experience despite the tech enhancements, from the driver’s controls on the steering wheel to the central touchscreen – but also the textures of the climate vents and carbon-fiber trim. I do wish the carbon weave extended to the piano black surround of the main touchscreen, which draws fingerprints and glare so much that the “Manufaktur” script disappears from sight almost immediately. A few other critiques popped up occasionally, too. I experienced relatively frequent low-speed inconsistencies in the brake pedal’s response when using Comfort mode, as the complex hybrid system seemed to calculate too many variables between regen, electric assist, the gas engine, and transmission shifting. I found the powertrain and brakes seemed happier in Battery Hold or the Sport modes. And as usual, dipping into many of the features requires exploring too many menus in the onboard user interface, including activating my massager settings or turning off the seat exciter speakers. Lastly, the rear motor and battery layout eat into total volume within the eternally long sedan, especially in the trunk, which should still hold two golf bags just fine, but lacks the cavernous maw typical of four-doors this size. With all four seats occupied, a full weekend of rolling suitcases might not fit easily. Still, everyone in the cabin will enjoy short or long drives in truly outstanding luxury. As with Mercedes-Benz’s other flagship, the G-Wagen, an incredible sense of highly engineered quality emanates from every single touchpoint in the S 63 E Performance. And I even managed around 24 MPG across 700 miles of driving, an impressive feat given the curb weight and power output, not to mention how much I incessantly enjoyed the latter. The new options for 2026 might not improve the outright performance of the S 63 E Performance, given the potential of the hybrid system, barring more substantial updates than typical for a mid-cycle refresh. But as with the Quartz Blue Metallic paint, which resembles a baby blue from afar but shows far more depth and flake up close than expected, each Manufaktur detail contributing to this car’s $241,750 MSRP above a $186,200 starting sticker helps to further amplify the serious presence of this super sedan. View All Mercedes-Benz S63 AMGs For Sale Images: Michael Van Runkle

A blue 2025 Lamborghini Urus SE, the heavy hitter delivering plug-in hybrid punch, is parked on a dirt road with red brake calipers, framed by trees and hills in the background.

By Michael Van Runkle – December 14, 2025

Review: 2025 Lamborghini Urus SE

Heavy Hitter Delivers Plug-In Hybrid Punch At the beginning of the electric vehicle era, Lamborghini long ago promised that the company’s future hybridization strategy aimed to improve not just efficiency but, much more importantly, performance gains as a priority. Now, with the entire lineup currently made up of hybrids that combine batteries and electric motors with stunningly powerful internal combustion engines, the Revuelto and Temerario supercars proved beyond a doubt that Lambo achieved what so many other automakers struggled with: engaging driving dynamics despite inevitable weight gains. Still, selling the Urus as a plug-in hybrid SUV makes the most sense on paper, offering improved fuel economy, silent driving, and better range in full EV mode, plus only modest weight gains that make less of a difference in a 5,000-pound five-seater than for a low-slung supercar. To find out whether Lambo truly built the perfect daily driver super SUV with the Urus SE hybrid, I recently took a loaner in Los Angeles for city streets, highway cruising, plenty of hard canyon charging – and even a few forays off the asphalt entirely. First, it’s critical to understand how much the Urus SE’s hybrid system differs from the Revuelto and Temerario. Think of this setup as a more traditional plug-in that employs a much larger 25.9-kilowatt-hour lithium-ion battery below the trunk. The twin-turbo V8 carries over from ICE-only Urus models, albeit detuned to “just” 612 horsepower and 590 lb-ft of torque. That’s because the electric motor mounted within the eight-speed transmission can contribute 189 horsepower and a beefy 356 lb-ft of torque. All of which results in combined totals of 789 horsepower and 701 lb-ft at full throttle, the latter way down in the rev range at just 1,750 rpm. The Urus SE can also manage far more electric range thanks to the larger battery, at around 37 miles versus single digits for both the Revuelto and Temerario. Fuel economy improves to 20 miles per gallon in gas mode, and an impressive 48 MPGe in full hybrid mode, versus just 16 MPG for the ICE-only Urus S. Throw in a claimed 80% drop in emissions, plus unbelievably quick throttle response as the electric motor and gas engine work together for hard launches and freeway passing. Sounds like the best of both worlds, right? Well, equally as important as improving performance and efficiency at the same time, Lambo also faced the challenge of how to keep the Urus SE thrilling and engaging to drive other than in a straight line. All that hybrid componentry does add about 15% onto the mass of the lightest Urus Performante, for a total curb weight of 5,520 pounds. Even the full carbon-fiber roof (a $7,507 option) can’t combat the sheer physics of how much the electric powertrain components weigh. And in truth, I noticed the additional poundage almost immediately, while just driving normally on city streets. The SE uses the same suspension components with different electric calibrations, which means a supple air ride but also the ability to lower and raise the ride height, plus firm up the dampers to bolster handling dynamics while driving aggressively. Though the suspension tuning works quite impressively, all things considered, it’s not quite as sublime as either the base air suspension Urus and S, nor the steel-sprung Performante. My loaner’s small wheels and taller Pirelli Scorpion Zero all-season tires probably helped a little, too, to smooth out some road imperfections by reducing the rest of the suspension’s responsibility to absorb impacts. Instead, the added weight creates more of a rafting sensation, as the whole body moves around more over road undulations, speed bumps, and rough sections of pavement – though never necessarily uncomfortable, this occasionally borders on disconcerting, especially once I started to drive harder in the hills of Malibu. Pushing any SUV hard through curving canyon roads might seem silly, but the Urus SE is still a Lambo after all. And the previous Urus, S, and Performante all exceeded expectations. The SE, meanwhile, struggled to reach the same level of glory, which I suspect partially comes down to the all-season tires spec-ed on this loaner rather than performance-oriented rubber. Lightweight steering purposefully helps to counteract the impression of overall heaviness, while imparting a sense of playfulness into the handling. But the SE tended to push into corners with some understeer, then drift wide unless I paid extra attention to modulating my brake and throttle inputs impeccably. The adaptive sway bars and rear steering also worked hard, but luckily Lambo’s suite of electronic traction aids allows for plenty of fun – leaning into throttle earlier through corners like a true rally car brought on healthy slip angle and countersteering, though trusting the all-wheel-drive system quite that much admittedly requires a firm hand and plenty of confidence. Throughout, the SE sure sounded spectacular as the twin-turbo V8’s exhaust burbled and banged, echoing off the canyon walls. Especially in Sport and Corsa mode, the soundtrack borders on the depth of a muscle car, effectively masking any semblance of hippy hybrid vibes. Plus, the Terra and Neve modes (for dirt and snow) can lift up the body high enough that I felt comfortable playing around on a secret dirt track in the middle of Malibu. The air suspension there simply gobbled up the bumps, as I slid around with almost too much ease under either power, braking, or turning. Overall weight matters a little less in an SUV like this once the going gets slippery, and SE’s centrally distributed mass creates very predictable behavior. I just wished for even more ground clearance and true knobby tires while kicking up dust. Actually, figuring out how to activate the Urus SE’s various drive modes admittedly took me a while to figure out – an adjustment period equal to, if not longer than, learning how to properly push this super SUV up to the limit and not beyond despite the weight gains. The typical fighter jet-style controls already looked awesome on previous models, effectively conveying that familiar cockpit aesthetic so prevalent in Lambo’s other supercars. But throwing in full EV mode via the toggle on the right of the console, then three additional hybrid settings via push buttons below, plus a much more convoluted gauge cluster that needs to show all the electric and internal-combustion systems working together, occasionally goes overboard in the sense of paralysis by analysis. I needed to test every mode, too! The Urus SE always comes to life in full EV mode to keep the neighbors happy. Sometimes the silence led me to push the start button again, which then turned off the car. Whoops! Then I usually popped the left lever into Strada to wake up the full hybrid system, though the gas engine doesn’t always fire up immediately. Using the hybrid buttons, I typically kept the Urus SE in full hybrid mode to explore how nice the electric motor and gas engine play together. The stop-start and changeovers as the gas engine turned on and off actually worked surprisingly seamlessly, given the sheer heft of the twin-turbo V8. I also tried recharge mode to keep the battery topped up, and in fact, purposefully ran the gas tank to almost dry to truly force full EV operation as a range test. I then ran well over 15 miles in total silence, using around five-eighths of the claimed capacity. Not bad, and full EV mode also puts out more pep than expected, rather than simply enough motivation for light city traffic. However, at super slow speeds, I occasionally noticed some awkward tendencies as the handover between regen and friction brakes caused occasional lurching. As much as the ICE Urus nails a very specific type of super SUV, I struggle to argue against the SE hybrid despite these few minor foibles. Choosing the SE adds only about $30,000 to the base price of the current Urus S, which seems entirely reasonable even if the hybrid only added the extra 130 horsepower or so. This heavily optioned loaner stretched up to more like $352,000 as tested, so I’d pick a bolder exterior paint job, a more restrained interior with matte carbon fiber trim, and skip the all-weather floor mats. Still, with improved styling that also lends a more sophisticated, futuristic look to the angular design, plus the ability to drive in full EV and hybrid modes, the SE takes the cake. And every single time I punched that throttle, killing my fuel economy in the name of fun, the absurd amount of instantaneous acceleration when that twin-turbo V8 unleashed full fury in tandem with modern electric power left an enormous grin on my face. And if Lamborghini can manage to bring up those old childlike joys in a heavy hybrid SUV, the future of electrification looks very bright after all. View All Lamborghini Urus for Sale Images: Michael Van Runkle

A red 2025 Mercedes-AMG GT63 S E Performance sports car is parked on a paved surface in front of a rocky hillside.

By Bradley Iger – December 06, 2025

Review: 2025 Mercedes-AMG GT63 S E Performance Forges Its...

AMG’s hybrid 2+2 leverages a stupefying amount of technology to defy the laws of physics. In the days leading up to my seat time in the GT63 S E Performance – AMG’s hybridized riff on the recently reinvented two-door GT – I found myself pondering exactly what this car’s primary intent is. While the original Mercedes-AMG GT was a rear-wheel drive two-seater that was expressly designed to go up against the 911s and Corvettes of the sportscar world, much like the SLS AMG before it, the second-generation GT is a different animal. Now underpinned by a platform shared with the SL, the GT has gained a rear seat, a longer wheelbase, all-wheel drive (aside from the base GT 43 model, which remains rear-drive), and more than a few pounds of heft in the process. While the first-generation GT S coupe weighed in at around 3,600 pounds, its contemporary equivalent (the non-hybrid Mercedes-AMG GT 63) tips the scales at over 4,300 lbs., and this E Performance model brings roughly 500 pounds more to the mix, largely due to the addition of an electric motor and a 6.1 kWh battery pack. Could a vehicle that’s nearly 5,000 pounds somehow still be considered a sportscar? And if not, then what is it? Even after a week with the car, I’m still not quite certain, but what I can say for sure is this: It looks great, it’s stunningly complex, and it’s fast as hell. Truth be told, the Mercedes-AMG GT63 S E Performance is ultimately a capable and decidedly performance-oriented luxury grand tourer in the vein of the Aston Martin DB12 and the 992 Porsche 911 Turbo S, yet it out-muscles both of those machines while undercutting them on price. Under the hood is AMG’s venerable 4.0-liter twin-turbocharged V8, here tuned to deliver a healthy 603 horsepower and 627 lb-ft all on its own. The engine is also supplemented by the aforementioned electric motor, which produces 201 hp and 236 lb-ft of torque, resulting in an official combined system total of 805 horsepower and a jaw-dropping 1,047 pound-feet of torque. If that math has you scratching your head, you’re not the only one. Mercedes says that rather than simply combining the peak output numbers of the engine and the hybrid system to get the output total, it should be considered as one whole powertrain, and that requires a calculation which would cause Isaac Newton’s eyes to glaze over. The basic premise is that this formula takes the gearing of the car’s two transmissions into account (the conventional nine-speed automatic and the hybrid system’s own two-speed gearbox) to determine accurate figures “at the crank.” I won’t bore you with the specifics here, but suffice to say this powertrain is a complicated piece of technology. It also makes the GT63 S E Performance the most powerful series production model in AMG’s lineup alongside its drop-top stablemate, the SL63 S E Performance, which is outfitted with the same powertrain hardware. As with other performance-focused hybrids like the BMW M5 and the Lamborghini Revuelto, a press of the engine start/stop button gets things underway purely on electricity, giving the GT63 S E Performance an element of stealth that your neighbors will likely appreciate on early morning treks out. Although the hybrid system’s battery pack only offers about eight miles of electric range, the car’s sportier drive modes will top off the battery as you drive, so owners will rarely need to bother plugging into a charger. Unfortunately, the rear-mounted hybrid system does create a sizable hump in the car’s storage compartment, in turn reducing cargo capacity from the 11.3 cu ft found in other GT models to just 7.3 cubic feet. The GT63 S E Performance offers eight drive modes in total – Electric, Battery Hold, Comfort, Slippery, Sport, Sport+, Race, and Individual. Comfort is the default setting when the car is started, and while the hybrid system can bring the car up to highway speeds entirely under electric power, the V8 is automatically awakened if you’re faced with a steep hill or need more punch than the electric motor can provide. The transition from purely electric power to a combination of electric and internal combustion propulsion is admirably seamless from behind the wheel, though; on more than one occasion, I had to glance at the tachometer to verify whether or not the V8 had kicked in. For this, I blame the absolutely killer Burmester “3D Surround Sound” audio system! Despite the car’s performance-focused tuning, poundage, and this tester’s optional 21-inch wheels, it’s also remarkably compliant on the highway and not especially harsh around town when left in one of its more relaxed drive modes. Much of the credit for this feat must be awarded to AMG’s Active Ride Control suspension, which is standard equipment on the GT63 S E Performance. It features an active hydraulic system that replaces conventional sway bars and assists the car’s adaptive dampers individually during both the compression and rebound movements of the suspension. This pays dividends in everyday driving comfort while also helping to maintain proper camber in the corners during more spirited drives. Speaking of spirited drives, the cognitive dissonance only got stronger when I ventured out to the canyons. While the car’s substantial mass makes itself known under braking and when quickly changing direction, the suspension does an impressive job of corralling body motion. There’s also a surprising amount of mechanical grip on tap, and the all-wheel drive system allows for plenty of tail-out antics if you’re feeling brave enough to dial back some of the electronic assistance. Mercedes claims an official 0-60 mph sprint of 2.7 seconds, making this the quickest AMG road car produced to date. I see no reason to refute that claim, but outside the context of drag launches, the GT63 S E Performance does seem like it would benefit from some additional dynamic refinement. It takes a noticeable beat after a stab of the loud pedal for all of the various systems to get on the same page to deliver maximum thrust, and by the time they’re all on full attack, you’re often back on the brakes for the next corner. And while the transmission programming in Race mode is appropriately aggressive, the gearbox tends to be a bit lazy about responding to downshift requests from the paddle. Pedal feel under hard braking was also oddly inconsistent, regardless of the drive mode or regen setting that was selected, which is a bit disconcerting in a car that’s this heavy and this quick. Despite its quirks, there’s no question that the GT63 S E Performance is thrilling to drive when the going gets fast and highly competent when pressed into service as a grand tourer. Whether or not it’s a true sports car remains up for debate, but most owners probably won’t be too concerned about that when they pull up next to a McLaren Artura at a stoplight with an air of confidence. View All Mercedes-AMG GT 63s For Sale Images: Bradley Iger

A gray Porsche sports car is parked on a paved area with trees and rocks in the background, echoing the sleek style highlighted in the Review: 2025 Porsche 718 Cayman GTS 4.0 Is Close To Flawless.

By Bradley Iger – November 29, 2025

Review: 2025 Porsche 718 Cayman GTS 4.0 Is Close To Flawl...

Over the past few years, Porsche has been telegraphing the imminent demise of the internal combustion-powered mid-engine Cayman and Boxster sports cars in favor of an as-yet-unnamed EV replacement. While there’s little doubt that this successor will deliver impressive performance, the switch from gasoline to electrons brings with it a number of foregone conclusions about the car’s design. Lightness and engagement have been hallmarks of Porsche sports cars since the first 356 rolled out of Gmünd, and the loss of a conventional ICE powertrain in favor of a hefty battery pack and synthesized noise is the kind of paradigm shift that fills traditionalists with a sense of dread. And with the introduction of the top-tier Cayman GT4RS and Spyder RS models over the past few years, there’s been a lingering sense that the internal combustion 718 had reached its final form and would soon shuffle off this mortal coil. But Porsche recently had a change of heart about its aggressive EV push, and as a result, the 718 will stick around with some form of internal combustion for the foreseeable future. This stay of execution might seem like a step backwards at first glance, but after spending a few days with the 718 Cayman GTS 4.0 on the streets of Los Angeles and the canyon roads that drape the Angeles National Forest, I’d be perfectly fine with being labeled a Luddite. It is as close to flawless as any sports car I’ve ever driven, and although the 718 is starting to show its age nearly a decade on, it’s hard to see reinvention as the most logical way forward. The GTS 4.0 itself reflects Porsche’s willingness to tweak its product development strategies based on the demands of its customers. Despite quantifiable improvements in both output and efficiency, Porsche-philes balked when the 718 debuted back in 2017 with turbocharged flat-four power plants instead of the naturally aspirated flat-six engines that had powered its predecessors. The introduction of the Cayman GT4 brought a flat-six back into the fold in 2019, but the model’s limited availability and track-focused tuning aimed it squarely at a niche audience. To rectify the situation, Porsche introduced the Cayman GTS 4.0 for 2021. Motivated by a slightly detuned version of the 718 GT4’s four-liter naturally aspirated flat-six, the GTS 4.0 dishes out 394 horsepower and 309 pound-feet of torque when outfitted with the six-speed manual gearbox. PDK-equipped models get 8 additional lb-ft. This represented a deficit of just 20 hp versus the GT4 while matching it for torque output, and the GTS 4.0 tips the scales with a nearly identical curb weight of around 3,200 lbs. The crucial difference between the two iterations is that Porsche’s GTS models have always been serious performers that are tuned for the road rather than the track, and that ethos holds true with the 718 Cayman GTS 4.0. In a place like Los Angeles, this is a sports car that you could realistically drive every day. The suspension is firm but not abusive, the clutch is perfectly weighted, and while the active exhaust system will let that flat-six sing proudly to its 7,800 RPM redline, it’s also willing to settle into the background during extended highway stints. And as the 911 continues to adopt an increasingly tech-forward persona, the 718 has become a refreshing throwback of sorts. Unlike the latest 911, the 718 still has a big analog tachometer in the center of the gauge cluster, and while all 992.2 911 Carrera models have ditched the distinctive twist-to-start faux-key arrangement in favor of a conventional start/stop button, the 718 retains this tactile callback to Porsche’s heritage. While we’re on the subject of tactility, additional points must be awarded to 718’s cabin. Physical switchgear may not have the visual pizzazz of capacitive buttons and touchscreen controls, but in practice, they tend to be much easier to operate, and virtually every commonly-used feature in the 718 has a knob, a rocker switch, or an honest-to-goodness depressible button assigned to it. And that means you don’t have to take your eyes off the road ahead to dig into an infotainment system sub-menu or confirm that something was properly registered – if you want to lower the temperature of the air conditioning, stiffen the dampers, or quiet down the volume of the exhaust, it’s all just a simple button press away. The GTS 4.0 also has a steering wheel-mounted rotary knob that allows you to cycle through the various drive modes, but it’s largely superfluous because most of the settings that these modes alter have dedicated buttons on the center console anyway. The fact that automatic rev-matching can’t be enabled or disabled independently of the powertrain mode is one of the few shortcomings of this control scheme, while the lack of wireless Apple CarPlay and Android Auto functionality makes the relatively bare-bones infotainment system feel a bit dated by contemporary standards. These trivial compromises instantly become irrelevant when you point the nose of the 718 Cayman GTS 4.0 down a twisting stretch of tarmac, though. Without the seriousness that’s inherent to models from Porsche’s GT division, the GTS 4.0 feels playful near its dynamic limits rather than intimidating. Although more aggressive gearing and stickier tires might get you through a technical section of road a bit quicker, there’s something to be said for the impeccable balance of GTS 4.0’s tuning. Simultaneously communicative and seemingly unbothered by being wrung by the neck, the car’s lightweight construction, linear power delivery, and road-oriented spring rates make the outer reaches of its formidable capability feel eminently accessible, even on less-than-ideal road surfaces. Truth be told, I feel like I could drive this thing for the rest of my life and want for nothing. This is the kind of car that you will find yourself making excuses to drive. While the steady march of progress will likely continue to give us increasingly quicker and more capable machines as time goes on, in the case of the 718 Cayman GTS 4.0, I’m not really sure that we need more of anything. We might not be able to stop time, but we can savor a moment when the opportunity strikes, and this one’s well worth appreciating while it lasts. View All Porsche Caymans For Sale Images: Bradley Iger

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