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 dark SUV drives through dirt, raising dust, on a sunny day near wooden fences and trees.

By Gabriel Vega – June 17, 2025

Gravity Shifts: First Drive In The 2026 Lucid Gravity

Lucid's first SUV is an 828-HP three-row that effortlessly blends segment-leading practicality, a luxury driving experience, and sportscar performance.

A silver Mercedes-Benz G-Class SUV with a roof rack is parked on a dirt road surrounded by greenery and mountains.

By Gabriel Vega – June 11, 2025

Review: The 2025 Mercedes-AMG G63 Offroad Pro Is the Ulti...

Few proper off-roaders can match the Geländewagen's range. Despite its ability to tackle rugged trails out of the box, thanks partly to its body-on-frame build, three locking differentials, and long-travel suspension, the G-Class can just as easily crawl the streets of Beverly Hills without looking out of place. It's this versatility, its boxy looks, and its visibility as a status symbol that have granted this SUV its icon status. Today, the Mercedes-AMG G63 remains the flagship G-Class. And because the G580 is powered by batteries and the G550 by an inline-six, it's also the only version of this off-roader offered with eight cylinders under its hood. However, while most G63s ride on rubber band tires and large wheels, the one I'm in this week embraces a more rugged approach thanks to its optional $13,450 Offroad Package Pro upgrade. With a roof rack, mud flaps, and a smaller 20-inch wheelset wrapped in more off-road-focused tires, this G63 finallyadopts an aesthetic that matches its capabilities. And as you'll soon learn, it doesn't sacrifice its on-road performance to do it. The G-Class is in a strange spot at the moment. The G550 I drove a few weeks ago left me missing its discontinued V8 more than loving the inline-six that replaced it. The G580 I tested before that proved to be a fantastic first crack at a battery-powered G. Yet despite its tremendous performance, clever off-road tech, and stellar ride quality, new reports suggest that it's not flying off the shelves quite as Mercedes had hoped. The fact that I had to wait a bit to get into the new Mercedes-AMG G63 ultimately turned out to be a blessing in disguise. From the moment you press its start button and hear its V8 rumble to when you hear the sound of its iconic door latch, the G63 feels like the most authentic G-Class on sale. Starting at $187,250, including a $1,150 destination fee, it's also the most expensive, but more on that later. The Geländewagen is defined by its ability to create a sense of occasion, and that's precisely the area the $13,450 Offroad Pro package improves. Like the rest of the G-Class lineup, the G63 receives some subtle exterior updates for the 2025 model year, with most of the changes residing in its restyled front and rear bumpers. The eagle-eyed among you might also notice that its rear-view camera now sits above its license plate. The Offroad Pro package forgoes any sense of subtlety. It starts with a metal roof rack complete with a small ladder bolted to this truck's rear quarter panel. Its spare wheel holder also gets upgraded from plastic to metal, sporting the same textured black finish as the rest of the new gear. You'll spot front and rear underguards adorning its bumpers and mud flaps positioned just behind its 20-inch wheels. This look suits the Geländewagen's spirit perfectly, and much like the rest of this SUV's appeal, you don't have to leave paved roads to appreciate it. Simply put, it looks stellar. Even if you never pitch a tent on the roof or see how far its General Grabber HTS rubber will take you, you can still enjoy how this optional package takes an SUV with a strong stylistic pull and strengthens its ability to draw you in. The final piece that makes up this optional package is perhaps the most important: its inclusion of AMG's Active Ride Control suspension. Offered solely for the Mercedes-AMG G63, this is an active system that relies on hydraulics rather than anti-roll bars to eliminate excess lateral body movement. The suspension's four dampers are hydraulically linked, with each damper featuring connections on both the damper and rebound sides. As such, the system can respond instantly to bumps or road undulations by adjusting each corner of the suspension independently. The result is a tall SUV that weighs 5,842 pounds but still manages to tackle corners without giving you the impression that it's ever ready to topple over. It's a significant improvement in terms of stability over the outgoing Mercedes-AMG G63, making this newest model both more balanced and fun to drive. More importantly, the system gives its driver a higher sense of confidence when deploying this truck's 577 horsepower and 627 pound-feet of torque output. It squats less under hard acceleration while also significantly reducing nose-dive under braking. AMG's 4.0-liter twin-turbocharged V8 happily sings its burbly muscle car tune through its side-mounted exhaust tips while a quick-shifting nine-speed automatic transmission and a permanent all-wheel drive system make it feel every bit as potent as its stats suggest. The G63 has never had a power problem, and with this latest model sprinting to 60 mph in 4.2 seconds, neither does this one. However, its optional active suspension allows you to explore far more of it than previous iterations. Yet even as you approach a bend, this truck's upsized have no issue slowing it while its steering remains totally numb from a feedback perspective but picks up some newfound precision. Crucially, the Mercedes-AMG G63 achieves this without diminishing its on-road comfort or daily usability. Instead, this active system and thicker tire sidewalls improve it. While its predecessor didn't ride harshly, this latest model makes notable improvements, bringing the G's ride quality closer to what you'd expect from a Range Rover. Of course, achieving this means giving up some of the old-school rugged and truck-like feel the G-Class is known for, but to all but the most hardcore fans, this will come across as a significant step forward. Inside, the Mercedes-AMG G63 continues the subtle upgrade trend. This tester features a classy Tartufo Brown finish on its seats, complementing the black leather used on its dashboard and steering wheel. A $1,300 ash wood trim option further elevates the cabin, which pairs well with this SUV's $6,500 Desert Silver metallic exterior finish and its $2,350 AMG Night Package overall. On the tech side, its twin 12.3-inch instrument cluster and infotainment displays might seem unchanged at first glance, but they house Mercedes' new Offroad Cockpit. It's a system designed for use primarily on trails, providing vital data at a glance, such as altitude, steering angle, and the vehicle's position as the road grade changes. It'll also allow you to use the G's cameras to see a clear view of the road ahead and any upcoming rocks or debris. The Offroad Package's biggest flaw becomes apparent once you're behind the wheel, namely its increased wind noise at highway speeds. Although tire noise doesn't increase significantly, the sound generated by this truck's roof-mounted platform surely does. It's enough to be distracting, requiring you to turn up your music a few clicks higher than you usually would. If a whisper-quiet cabin is what you're after, this rugged G isn't for you. As I mentioned earlier, the Mercedes-AMG G63 remains the flagship model, starting at $187,250. For context, the G550 I reviewed earlier this year has a base price of $149,400, while the electrified G580 comes in at $162,650. Factor in optional extras like the $13,450 Offroad Package Pro, $7,400 Exclusive Interior Plus, and its $2,350 AMG Night Package, and this truck's as-tested price balloons to $220,300. The G63 is an off-roader defined by its ability to create a sense of occasion, and the Offroad Package Pro only strengthens its ability to do so. Despite its added ruggedness, it allows this AMG to retain its ability to fit in anywhere. However, the upsides from an aesthetic perspective are significant. This SUV now has looks that match its off-road capability much better than in its more common form, featuring large wheels and tires with thick sidewalls. However, what's most impressive is just how well the G63's active suspension improves both its high-speed stability and ride quality without significantly detracting from the G-Class experience. While the G550 takes a step back and the G580 struggles to catch on, the Mercedes-AMG G63 remains the ultimate G-Class.

A dark-colored electric SUV is parked on a gravel road in a forested area with tall trees and scattered dry leaves.

By Gabriel Vega – June 05, 2025

Review: The 2025 Porsche Macan Turbo Electric Offers Pric...

The electric Porsche Macan Turbo offers sports car performance in crossover form. It does, however, command a steep price.

A blue GMC Yukon Denali SUV is parked on a dirt road in a wooded area with tall pine trees in the background.

By Gabriel Vega – June 02, 2025

Review: The 2025 GMC Yukon Denali Ultimate Is a Luxury SU...

If you haven't done so recently, take a second to look through the 2025 Cadillac Escalade's configurator. The base model is the ironically-named "Luxury" trim, which starts at $92,290, including a $1,995 destination fee. At the top of the food chain, you'll find the absolute maniac that is the V-Series, which asks for $166,690 without options, and its rowdy supercharged 6.2-liter V8. With prices dipping into the six-figure range more often than not, Cadillac's truck-based luxury SUV wants to go toe-to-toe with the Range Rovers of the world. However, as part of this transition, the Escalade has progressed from being an SUV a celebrity might step out of at an event to one they might actually drive. It's more of a status symbol than ever and instantly recognizable as a luxury product. This creates a problem. The problem exists for those who previously relied on the Escalade for low-key transportation. Driving a Rolls-Royce Cullinan guarantees you'll be seen. But what if you don't? That used to the Escalade's turf alongside the BMW X7 and the Mercedes-Benz GLS; big three-row SUVs with ample space, all of the luxury fittings you'd want in a commuter, and guaranteed anonymity. With the Cadillac's sights set firmly on an entirely different crowd, we can add the 2025 GMC Yukon Denali Ultimate to that list. I'll admit that before the opportunity to drive one appeared, the GMC Yukon Denali Ultimate wasn't on my radar. Aside from a review of the off-road AT4 trim I did over four years ago, my only contact with the Yukon since has been from the back seat of an Uber Black. Today, the Yukon is GMC's flagship internal-combustion SUV, and the Denali Ultimate is its range-topping variant. It starts at $103,295, including a $1,995 destination fee, and comes loaded with standard equipment, making this tester's list of optional extras relatively short. It adds Night Vision for $2,000, the Illumination Package for $1,195, and a Floor Liner Package for $475. Even its Downpour Metallic exterior paint costs only $495, bringing its as-tested price to $107,460. As such, there aren't many decisions to make when configuring one. You can choose between seven different exterior colors, five wheel designs measuring 22 or 24 inches, and an interior package that upgrades the second-row seats. It replaces the almost cardboard flat captain's chairs in my tester with a more premium, bolstered, and ventilated set in case you plan to be driven rather than driving yourself. Crucially, there is just one interior color available, which is the Woodland Mahogany photographed above, accented with white stitching and laser-etched wood trim. If this LongHorn Steakhouse vibe isn't quite your speed, you can step down from the Ultimate to the Denali and pick between off-white or black leather. However, you'll miss out on the range-topper's excellent 22-speaker Bose sound system. As far as this interior's livability goes. It's a pleasant place to be. It remains relatively quiet on the highway. Its front seats are supportive but not firm, and this truck's air suspension system has no trouble soaking up larger bumps at speed. As is common, the GMC Yukon Denali Ultimate features a digital instrument cluster and a central touchscreen for its infotainment. The latter is a gigantic 16.8-inch display that makes reading maps at a glance effortless while offering enough real estate to have multiple apps open simultaneously. While you can adjust vital cabin settings through the touchscreen, GMC made the excellent decision to retain physical controls via a row of switches that are almost hidden in plain sight. The result is an interior that feels high-tech without losing its tactility. While some of this SUV's plastic buttons feel somewhat out of place in a vehicle costing six figures, the Denali Ultimate makes up for it by being easy to use and including GM's fantastic Super Cruise driver-assist system. Not only does it allow for hands-free driving, but it also does a good job of keeping this family hauler centered in the lane, even if Los Angeles' road markings aren't always the most clearly defined. This brings me to the main reason why you'd buy a GMC Yukon Denali Ultimate, and that is its size. Its second and third rows fold flat, leaving you with a cavernous trunk with 122.9 cubic feet of space. What's on offer here is versatility, and should you need more of it, the stretched XL variant exists. From a driving perspective, you've got another choice to make. GMC offers the Denali Ultimate in two configurations: either with a turbocharged 3.0-liter Duramax inline-six diesel engine or a naturally aspirated 6.2-liter V8. The former develops 305 horsepower and 495 pound-feet of torque, while the latter produces 420 hp and 460 lb-ft. Regardless of which you go for, however, you'll get a 10-speed automatic transmission, all-wheel drive, and an air suspension setup. My tester sports the V8, and its chrome quad exhaust tips promise a burbly engine note that only partially materializes. Whether you're standing by it or sitting inside, the GMC Yukon Denali Ultimate is remarkably quiet, underscored by a low, burbling hum. Even as you press the accelerator, you don't get much of an engine note in the cabin, a plus given this SUV's luxurious aspirations but a minus if you opted for the eight-cylinder route to hear them sing. It's a similar story once you hit the road. While GM's 10-speed automatic transmission can be somewhat slow and clunky in other products, that isn't the case here. It shifts both smoothly and quickly, attempting to maximize the available power. However, even with 460 lb-ft of torque, the Yukon feels sluggish, especially at highway speeds. Overtaking requires a boot-full of throttle, which is less surprising once you consider the Ultimate's over 5,800-lb curb weight. If it manages to be just as quiet in most applications, the 3.0-liter diesel and its extra torque is the one to have. As I've alluded to, the GMC Yukon Denali Ultimate is based on the same platform as the Sierra pickup, and this body-on-frame SUV only partially conceals its truck roots. Its steering is heavy and pairs with a slow ratio. Unlike rivals like the BMW X7, the Ultimate lacks rear-axle steering, making it more challenging to maneuver through tight spaces. Simultaneously, its tall and flat hood limits forward visibility, although an onboard camera suite helps out considerably. The GMC's air suspension does the most heavy lifting. While Yukons that lack it often deliver a bouncy ride, that isn't the case in the Denali Ultimate. It does a great job of handling undulations and road imperfections at highway speeds. However, it does have a tendency to struggle at slower speeds, picking up plenty of vibrations over rougher surfaces, a con of its massive 24-inch wheels. From a visual standpoint, it's challenging to make what is essentially a giant box, designed to carry as much stuff and people as possible, look great. Still, the Denali Ultimate makes a valiant effort. Its Downpour Metallic exterior finish introduces some vibrancy while retaining a classy look. While this SUV features chrome trim, it is applied tastefully throughout. And while this GMC's front grille is somewhat overbearing, its LED running lights are tastefully restrained. The biggest aesthetic challenge it faces has less to do with its appearance and more to do with who buys it. As I mentioned earlier, a GMC Yukon has pulled up to my house when I'm on the way to the airport more times than I can count. You'll often spot them in major cities across the US, as part of a car service fleet or driven by those looking to make top dollar on rideshare apps like Uber or Lyft. It's a fact I kept getting reminded of every time I walked up to the Denali or saw another in chauffeur-spec at a stoplight. While it's something you can ignore if you're looking at one of the Yukon's less expensive trim levels, it's much harder to do so when you're shelling out six figures for one. After a week behind the wheel, it's clear that the GMC Yukon Denali Ultimate has many strengths. It's tremendously spacious and offers an excellent in-cabin experience, both in terms of tech and comfort. Considering that it tops out in the low six-figure range, it'll cost you less than an equivalent Range Rover, BMW X7, or Mercedes-Benz GLS. However, as luxurious as the Denali Ultimate strives to be, it's hampered by a driving experience that can't shake its truck roots, an underwhelming engine, and an aesthetic that's become ubiquitous for all the wrong reasons. Still, the Yukon manages to offer a luxury SUV experience in a package that allows you to fly under the radar. Despite some shortcomings, it's ready to take up the mantle as the Escalade moves on.

A white Toyota Supra sports car is parked on a dirt road surrounded by trees and natural landscape.

By Gabriel Vega – May 31, 2025

Review: The 2025 Toyota GR Supra Reminds Us of What We’ve...

As the Toyota GR Supra nears the end of its lifecycle, we revisit this flawed but characterful sports car to explore what makes it special.

A gray Porsche SUV with yellow brake calipers is parked on a paved surface, surrounded by trees and a forested background.

By Gabriel Vega – May 30, 2025

Review: The 2025 Porsche Cayenne GTS Prioritizes Engageme...

By prioritizing driver engagement and augmenting it with speed, the Porsche Cayenne GTS Coupe finds a performance sweet spot.

An orange luxury sedan with black accents parked on a forest road, surrounded by trees and dry grass.

By Gabriel Vega – May 28, 2025

Review: The 2025 Bentley Flying Spur Speed Is a Plug-in F...

Is the plug-in hybrid Bentley Flying Spur Speed a case of emissions driven downsizing, or does it have a charm of its own?

A green Mercedes-Benz G-Class SUV is parked on a dirt trail surrounded by trees and shrubs in a natural outdoor setting.

By Gabriel Vega – May 27, 2025

Review: The 2025 Mercedes-Benz G550 Makes a Strong Case f...

The G-Class became an icon through consistency. Launched in 1979, the Geländewagen employs a similar formula to the one that has kept the Porsche 911 relevant for over seven decades. Rather than implementing revolutionary changes between generations, it leans on evolutionary ones. Although it has undoubtedly become more luxurious since the late 1970s, the G-Class centers around a particular aesthetic and driving experience, which, despite significant tweaks, still endures. The 2025 Mercedes-Benz G550 I'm driving this week follows this formula almost perfectly. It's the least expensive G-Class for the U.S. market, sitting below the all-electric G580 and the range-topping G63 by AMG. Still, with a $149,400 base price and this tester's $181,000 out-the-door figure, it retains much of its predecessor's look and feel but at an elevated price point. Typically, this wouldn't be an issue for a vehicle built exclusively to serve a group of well-off diehard fans. However, one major update introduced for the latest G550 is the substitution of its twin-turbocharged V8 with an electrified inline-six. This swap detracts from one of the G's core tenets: its rumbly engine note. While the new powerplant is more powerful and efficient than the one it replaces, it's also far quieter. It's effectively non-existent in most driving scenarios. And if that's the case, why not go all-in with the fully-electric G580? From an aesthetic perspective, the new Mercedes-Benz G550 may be a case of the same, same, but different, but that's a feature, not a fault. If you squint, you can tell that this off-roader features new front and rear bumpers, as well as a grille adorned with four horizontal louvers. In contrast, its predecessor had to make do with just three. Mercedes redesigned its air inlets to incorporate a square-off design with rounded edges, and its rear-view camera now sits above its license plate. That's it. For Geländewagen fans, this SUV retains its boxy shape, towering height, and overall aesthetic, which significantly contribute to its iconic status. Its door handles remain button-activated, making the same satisfying latching sound as they close. This tester features the optional $3,500 AMG Line package, which adds an upsized set of 20-inch wheels and flared wheel arches. This pairs nicely with the $3,250 Night Package that darkens its exterior trim. However, its highlight remains its $6,500 Manufaktur Deep Green paint, which, as you'll soon learn, complements this SUV's interior beautifully. On the powertrain side, the latest Mercedes-Benz G550 introduces its most significant update: its turbocharged 3.0-liter inline-six engine. It develops 443 horsepower and 413 pound-feet of torque thanks in part to a 48-volt mild-hybrid system that can contribute up to 20 hp and 148 lb-ft for brief moments. This output goes to all four wheels via a nine-speed automatic transmission. As impressive as this powertrain's achievements are on paper, allowing a vehicle that weighs 5,534 pounds to still hit 60 mph in 5.3 seconds, it's a great example of when more is less. The Geländewagen is defined by its ability to create a sense of occasion. Previously, this meant appreciating its boxy aesthetic as you approach, slamming its door, hearing its world-class latching sound, and listening out for its burbly engine note as it comes to life. That's no longer true if you don't shell out for the flagship G63. Instead, what greets you is an engine note that's quiet and uninspiring. It's the noise you'd expect from an E-Class at less than half the price. Still, once you consider this truck's $181,000 as-tested figure, its engine makes an otherwise expensive luxury vehicle feel decidedly less so. Thankfully, this new inline-six is willing to perform. It offers ample torque throughout its rev range, and because it relies on a mild-hybrid system, it's responsive. It is almost entirely undetectable at highway speeds and has the benefit of increased fuel efficiency. The nine-speed auto is mated to shift both quickly and smoothly, while its standard brakes remain plenty powerful to consistently slow this tall and hefty SUV. Like its predecessors, the Mercedes-Benz G550 remains a proper off-roader first. It still rides on a ladder frame, incorporates three locking differentials, and its transfer case sends 40 percent of its output to its front wheels and the remaining 60 percent to the pair in the rear. From a suspension standpoint, the G550 counts on double wishbones up front and a solid rear axle. It pairs springs with adaptive dampers in contrast to the G580's plush air suspension setup. A new Offroad Cockpit consolidates vital readouts, including incline data, into a single screen, while a forward-facing camera provides a clear view of the trail ahead. The on-road refinement improvements introduced for this latest G-Class generation are immediately noticeable. The G550 soaks up road imperfections well without excessive body motions. While it lacks the active roll stabilization available for the G63, it can tackle bends confidently without considerable lean. It's perfectly damped for cruising at highway speeds, and thanks to its extensive isolation, it creates an in-cabin experience that isn't interrupted by unwanted road and wind noise. A significant contributing factor to this tester's high as-tested price is its $13,250 Manufaktur Interior Package Plus. Aside from adorning the front row with a pair of Active Multicontour seats, this option covers this SUV's cabin almost entirely with Nappa leather and extensive stitching. This tester takes the opportunity to cover its seats, door cards, and two-tone steering wheel in tan leather. This shade pairs nicely with its dark green exterior. More importantly, this package goes a long way to making the Mercedes-Benz G550 feel every bit as expensive as it is. Practically every surface you interact with is covered in leather, and aside from the touch-sensitive buttons on its steering wheel, this interior incorporates as little plastic as possible. While its wheel controls may be cumbersome, you can still control core functions, such as this SUV's climate control, through physical switches on the dashboard. On the tech side, the G550 features twin 12.3-inch digital instrument clusters and infotainment screens, both running the latest version of its MBUX software. Not much has changed on this front, so the system will feel quite familiar if you've interacted with other Mercedes-Benz products introduced in recent years. For 2025, the Mercedes-Benz G550 starts at $149,400. Factor in all of its optional extras, costing an as-tested $181,000. Although these figures represent a modest increase over the outgoing G550, it simultaneously places the "entry-level" Geländewagen within striking distance of its electrified twin. For context, earlier this year, the G580 I tester carried an as-tested price of $192,690 ($162,650 base price). Yet, during my week with the G550, I couldn't help but think about the G580. While I can't yet speak for the new G63, the electric G-Class is impressive despite being a first-generation product. Given that you can no longer get a V8 engine in an SUV without an AMG badge in the rear, why not instead go all in with an off-roader that's even more capable due to its clever use of its electric motors, better-riding thanks in part to the weight added by its battery pack, and developing 579 hp and 859 lb-ft, far quicker too? The Geländewagen is undeniably an automotive icon. From its distinct aesthetic to its tall stature and its opulent yet sturdy cabin, its fans return because, in part, they know they'll be met with a tweaked version of an experience that remains unique. However, by removing its much-loved rumbling engine note, the new G550 might be more impressive on paper than ever, but in practice, it takes one crucial step back.