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 – August 31, 2026

First Drive: Bentley Supersports

Bentley wants you to believe that the new Supersports is a direct descendant of the 1925 hot rod of the same name. The new model bowed 100 years after the O.G. Super Sports was the first Bentley to break 100 mph, a lineage that makes for a tidy storyline. But the connection gets tenuous, particularly since Bentley motorcars following the brand’s 1998 acquisition by the Volkswagen Group tended to be heavy, stately grand tourers. The Supersports name was resuscitated in 2009 and again in 2017. But a serious shakeup occurred when Frank-Steffen Walliser joined Bentley’s C-suite in 2024. The former Porsche guru envisioned a more driver-focused Bentley, one perhaps closer in spirit to the Motorsports programs he spearheaded or the 918 Spyder hypercar he shepherded. Transforming the already potent Continental GT into an entirely different kind of beast required extreme measures. Removing the hybrid system and enlarging turbos was the first step, lending the powertrain a lighter, more purist-pleasing linearity. Next, the rear seats and all-wheel drive system were ditched for a two-seater rear-drive setup, contributing to a remarkable weight loss of 1,000 pounds. Carbon fiber trim parts visually drive home the lightweighting message, with functional benefits including 661 more pounds of downforce than the Continental Speed. Supersports also benefits from the largest production brakes in the world: massive 440mm carbon-silicon-carbide front stoppers clamped by 10-piston calipers. With only two examples in existence outside of Crewe, duPont REGISTRY was invited to an exclusive first drive at WeatherTech Raceway Laguna Seca. Our testers were finished in two striking liveries: a side-to-side paint fade that transitions from red to black, and an anthracite finish with camel and bronze accents. With Bentley flack Jonathan Smedley in the (left) passenger seat, I set out to explore the Supersports’ limits on Laguna’s glorious 2.238-mile series of kinks, sweepers, and the 5 ½-story drop that makes the infamous Corkscrew. At idle, Supersports makes a pleasant burble thanks to its cross-plane crankshaft and titanium Akrapovič exhaust system. Unlike the exterior’s extroverted splitter, vents, and fixed one-piece rear spoiler, the cabin flies a bit more under the radar. Unlike the first generation Supersports which boasted available carbon fiber bucket seats from the Bugatti Veyron, the new model’s lightweight perches are more terrestrial – comfortable and supportive, but not exotic. Standard carbon veneers bring a sense of purposefulness, while Dinamica accents on seating surfaces assist backside grip while exploring the hardest cornering roadgoing Bentley in history: the wide-sitting flying B pulls a 1.3 lateral Gs when riding on optional Pirelli Trofeo RS tires. There’s still a bit of poshness within the cabin, from leather-trimmed surfaces to 22 available hide colors and nine accent hides. Over your shoulder, the carbon-lined rear compartment offers a glimpse of square-cornered modernity against the otherwise organically formed interior features. Click the faceted mode selector into Sport and the leather-wrapped shifter into Drive, and the Supersports responds to throttle squeezes with guttural grunt. While not as overtly loud as you might expect, the soundscape is deep and refined in the spirit of past Supersports generations. Though the Supersports can accelerate to 62 mph in 3.6 seconds, the Speed model’s all-wheel drive and superior output of 771 hp can launch it to highway speeds quicker. However, Supersports’ advantages come with its predictable power delivery and cornering skills: stab the left pedal and the 2-ton coupé decelerates like no other Bentley with a license plate. Speed is scrubbed off by the carbon-silicon-carbide binders so effectively that it requires recalibrating your braking entry points. The relative width of Laguna Seca’s corners encourage more creativity in terms of vehicle placement, and Jonathan Smedley suggests coming into the throttle a little bit early in order to let the electronic rear differential do its magic, helping the vehicle rotate through strategic torque distribution. Supersports turns into corners responsively, thanks in part to the e-diff’s brake vectoring and the thousand-pound weight savings. The sticky Pirelli Trofeo RSs at all fours deliver significant grip, and the retuned Dynamic Ride suspension’s 48-volt active anti-roll system gives this Bentley good body control feel and flat cornering. The system can apply over 950 lb-ft of torque to the roll bars to counter the body’s desire to list, helping the Supersports feel even lighter than its already slimmed-down mass. Aiding stability is a four-wheel steering system that turns the rear wheels in phase with the fronts. Unlike all-wheel-drive Continental GTs, Supersports doesn’t tend to claw its way out of corners through sophisticated torque distribution across all fours; instead it takes a more conventional approach along with a bit of driver trust that the e-diff will help it out of the corner. But there’s a fine line; dump too much throttle on, and the rear will slide. Exit a corner too gingerly, and precious speed is lost. Our handlers didn’t allow journalists to switch into Dynamic Handling mode, which would have loosened the reins on the electronic stability control and sent more wheelspinning power to the rear wheels. As such, I could feel the electronic differential helping rotate the car and lay power down to the wheels, but my ability to shoot out of corners aggressively was hampered by the system at lower speeds. This effect was especially pronounced on turn 11, a tight, slow left-hander that leads onto the main straight. Though the Supersports is capable of tail slides at various spots on the circuit – an endearing capability that speaks to its lusty heart – being locked out of full power at low speeds when Dynamic Mode is engaged curtails the fun a bit too much. I can only assume the uncorked setting would be a riotous (and quicker) way to get around a racetrack. Despite the safety police putting a bit of a damper on the high-speed antics in an effort to preserve the only two examples outside of the factory, Supersports still managed to thrill with its immense braking capabilities, quick direction changes, and engaging thrust that makes solid work of one of the world’s most iconic racetracks. While a track-capable Bentley isn’t for everyone, Supersports scratches a performance itch that has the power to bring a whole new type of buyer to the brand. And as Bentley brass have hinted, there will be more hardcore spinoffs that will arise from the Supersports formula, enough to perhaps tempt the 500 customers who have sold out the model into adding another raucous Bentley to the fleet. View All Bentleys For Sale IMAGES COURTESY OF BENTLEY

By Basem Wasef – August 29, 2026

First Drive: 2027 Maserati Range

Italy’s blustery northern breezes are the stuff of legend. The weather feature is evocative enough to have inspired Maserati’s Bora model name back in the 1970s, not to mention enough local folklore to fill a storybook. Winds of change have become a leitmotif for the hundred-year-old Italian brand’s scrappy beginnings, sweeping motorsports successes, and mercurial road car fortunes. The origin story is so epic it inspired an upcoming feature film starring Al Pacino, Anthony Hopkins, and Jessica Alba. Though loaded with lore, Maserati has struggled of late in the fight for luxury car supremacy, flapping like a rag in those proverbial gusts. There’s no better time than now, and no place more fitting than windy Trieste, to sample Maserati’s newly updated GranTurismo ($154,090), GranCabrio ($158,000) and Grecale ($78,250, below). “The expression of Maserati is the manifestation of a multisensory experience,” marketing boss Cristiano Fiorio explained ahead of the drive. The woo-woo statement is, in fact, on the nose, pun intended: the brand has long been focused more on a circle of intangibles – engine sounds, leather smells, the lilt of a fender, than left-brain considerations like engineering or residual value. Why compromise those qualities now? Design, of course, is one of the brand’s core values. But design head Klaus Busse says Maserati’s curvy forms have much more function than you might think. “Our proportions are created by performance,” he explains. “The reason the MC20 has no wing is because the car itself is a wing.” That said, a bit of modernity has indeed infused the new 2027 model lineup, its facelift introducing cleaner surfaces and more purposeful sheet metal. Climbing inside the latest GranTurismo reveals Maserati’s familiar leather smell, though traditionalists will notice the digital gauge cluster, new push-button PRND shift buttons, and stacked 12.3-inch central touchscreens, which dedicate a lower screen to HVAC controls. Busse describes a “balance of opposites” that necessitates the screen functionality. “We need screens; otherwise you’d have a 747 cockpit with all the [button] functions.” Fair enough. There’s also a new centrally positioned clock display with customizable content (including a compass, below) and an horologically-inspired, polished aluminum-edged bezel. Under the hood, the 3.0-liter Nettuno twin-turbo V6 gets improvements in top Trofeo trim, yielding 582 horsepower (40 more than before) and 479 lb-ft of torque, while the next level down makes 483 hp. The Grecale Trofeo ($115,830) packs 523 hp and can run 0 to 60 mph in 3.6 seconds; the next rung down is a 385 hp V6 found in the Base and Modena models. There’s a bit of a tradeoff here. The turbocharged V6s, which were introduced for the 2024 model year, were lighter and torquier than the naturally aspirated V8s they replaced. However, they lacked the crispness and haunting exhaust notes of the V8s. They also lost a piece of history, as the V8 engine block was sourced from their Ferrari neighbors, which is never a bad thing. On the positive side, production of GranTurismo and GranCabrio has moved from Turin to Modena, returning to the spiritual heart of the brand. And speaking of spirit, there’s a lot to like when it comes to miles spent piloting the GranTurismo. We headed out from Trieste and quickly crossed into idyllic Slovakia, where the mountain roads call like a siren song to Odysseus. The GranTurismo won’t win a drag race with a Ferrari or a handling challenge with a Porsche, but holds its own with an engaging grasp of the road and enough power to launch it to 60 mph in only 3.6 seconds. Need even more grunt? Maserati’s Folgore, the fully electric version of the GranCabrio, does the deed in a scant 2.7 seconds. The Grecale Trofeo’s leather-lined cabin is more of an outlier in its class than the cushy GranTurismo is in its; don’t even think about comparing the Porsche Macan or BMW X4’s Teutonicness against Maserati’s dolce vita. There’s also a surprising amount of waftiness to Grecale’s driving demeanor, a light sportiness and graceful suspension damping that makes it a pleasure to push through these hairpin corners. While I fully expected to enjoy driving the GranTurismo – just look at it! – the Grecale Trofeo turned out to be the dark horse, delivering a sporty surprise and delight despite its utilitarian five-passenger layout. While the Trofeo’s most aggressive suspension settings might be a bit stiff for some, the more approachable versions deliver a well-rounded balance between compliance and crispness that make them eminently livable. The next morning I’m treated to a taste of an outlier in the Maserati lineup: the $313,995 GT2 Stradale, a race-inspired, limited production take on the MC20 (and its relatively recently refreshed successor, MCPura). The scissor-doored, carbon chassis two-seater is a 201-mph love letter to racing, and mine was finished in a stunning matte metallic bronze hue as a demonstration of what can be accomplished with Maserati’s Fuoriserie customization program. The recently introduced atelier offers bespoke paint colors, unique trims, and the sorts of personalized details that elevate a manufacturer beyond the realm of standard-issue luxury. Sure, the GT2 Stradale was buttoned-down and seriously quick, but what distinguished it was its panache. Whereas the GranTurismo and Grecale are able to slip into traffic and blend, there is no hiding the GT2. It pops, it slaps, it bangs, which has long been Maserati’s secret weapon for those seeking a dash of flash. The Italian challenger brand will never compete with the big boys when it comes to outright engineering. And they’re pushing for technology to trickle down from racing, as they compete in GT2 and debut their new GT4 efforts over the summer in Goodwood. But Maserati’s most ardent selling point is as emotionally unexpected as inscrutable as a wind that blows suddenly and strongly across an Adriatic city. The force is a definitively Italian one, a vibe so specific it took a non-Italian – Klause Busse, a German – to describe it so astutely. “The Italians,” he said, “are on the right side of arrogance. There are other countries on the wrong side of arrogance. But Italy? They’re just cool.” View All Maseratis for Sale IMAGES BY MASERATI S.P.A & BASEM WASEF

By Michael Van Runkle – August 22, 2026

Ice Drifting Rally Porsches with Kalmar Automotive Adventures

After visiting McLaren’s ice driving school in Ivalo, Finland, this winter, the opportunity to continue sliding around sideways in vintage Porsches built by Danish firm Kalmar Automotive proved far too tempting to pass up. Kalmar holds a similar winter experience dubbed the Spirit of Speed in central Finland, near the Levi ski resort – and though both programs cater lavishly with cozy lodges, wood-fired saunas, and spectacular cuisine, the driving and coaching are nonetheless just about as different as a brand-new mid-engined McLaren and a rear-engined air-cooled Porsche. In summer, Kalmar pivots from winter experiences to a calendar full of off-road rallies all across the planet. Founder Jan Kalmar calls these trips “Beyond Adventure” and plans each itinerary to live up to the slogan “We start where others stop.” Kalmar’s team transforms a range of Porsches into rugged safari builds that can handle extreme abuse, from early air-cooled classics to modern Cayenne SUVs, and more recently branched into the restomod world, as well. Nearly the entire lineup of Kalmar creations awaited me in Finland, where I learned firsthand just how seriously both Jan Kalmar and his eponymous company take the instruction at Spirit of Speed. My coach for most of the day, professional TV and film precision driver Joe Hopkins, started me off in a lifted 964-generation 911, keeping a close eye on my technique as I adjusted to Porsche’s famous rear-end weight distribution while trying to hustle through a coned-off slalom course, then a drifting donut. Most critically, I needed to find confidence not only in my own driver inputs, but also in the set of skinny, studded Michelin tires equipped with tungsten tips, a true WRC spec setup that only Kalmar offers among any driving school in the world. Soon enough, I stepped up to a more powerful 993-generation coupe, still manual and rear-wheel-drive but with the next evolution of the 911’s rear suspension. This larger car with more power might have driven faster and smoother on the surprisingly wavy frozen lake, but I suspect the 964’s simpler setup benefited more from the skinny tires precisely because the 993 adds a fair amount of weight as well. On a longer circuit, I started hitting higher speeds that almost caught me out approaching tighter corners, where the risk of beaching into the snow drifts increased with each lap. I then swapped into a mid-engine Cayman, an all-wheel-drive 997, and finally, into quite possibly the best single car I’ve ever driven: what Kalmar calls the 7-97 Evo. Once again based on a 964, this customer-owned creation goes more than a few steps further than the company’s entry-level rally build. Hanging off the rear end, an RSR-spec 4.1-liter flat- six pumps out 375 horsepower through an uprated six-speed manual transmission and a Numeric shifter kit. The suspension lift included deleting the sway bars in favor of a six-axis hydraulic roll control system – somewhat similar to a McLaren, actually – and the whole body sheds weight while beefing up with aluminum underbody protection and aramid (Kevlar) panels. Inside, a hydraulic handbrake and that Numeric shifter on the center console hint at the Evo’s capabilities, as does a central tachometer with a Danish flag indicating the screaming redline. All in, Kalmar spent years developing this car, and Hopkins cautioned me to take my first few laps a little easy. But soon enough, I fell into a spectacular flow state, ripping the Evo up through gears and holding wider drifts than ever, as the chassis rollicked and rolled around the frozen lake without missing a beat. By riding high and allowing impeccable transfer of weight onto each tire, the Evo communicates a crystal clear picture of available grip through both the steering wheel and the driver seat. So much so, in fact, that I even found myself subconsciously shifting my hips around, trying to use my own body weight to initiate oversteer going into corners. Smitten, I kept ripping through quicker and quicker laps, fully unleashing that rasping and screaming 4.1-liter engine at full cry until at last, we stopped for a quick lunch break of piping hot Nordic stew and a steaming mug of coffee. “You only learn and you only find the limit by exceeding it,” Jan Kalmar explained from across the table. “From time to time, we exceed the limits… We have nice food, we sleep nice, but its the driving that counts.” Back out into the crisp wintry air, Hopkins then led me onto a more technical rallycross circuit, full of dips and dives, higher snow banks, and even more blind corners. He specifically wanted me to find, and exceed, my own limits (this time back in the “base” 964). Sure enough, I lost control more than a few times and plowed high into the fluffy stuff—but never so badly that I needed a tow out from either a Cayenne or a tractor. We spent the rest of the day switching up the cars and courses any time I started to feel comfortable, precisely because Kalmar and Hopkins wanted to keep me in full mental overload at all times. By the end of the day, having driven no fewer than five spectacular Porsches on every track across Kalmar’s expansive facility, that regular changeups left me confident enough to climb into any of the cars and find my edge immediately. No matter the traction level, terrain, or the trees I desperately wanted to avoid, the same skillset transfers over: throttle input, weight transfer, and slow hands as I grew to trust those WRC tires more and more with each passing minute. Hopkins then put me on the stopwatch to rank my pace on an out-and-back course that every Spirit of Speed student must complete. Though I fell just short of setting a new lap record on my third try, the fact I came even close in the 964 – the slowest car on site – showed just how well the instruction can level up any driver, regardless of prior experience. The Evo, in particular, perfectly typifies Kalmar’s teaching methods and lifestyle. No Kalmar build deserves to live as a garage queen; instead, these cars are purposefully engineered to take a beating, and many proudly bear the scars of battle in the form of scratches, dings, dents, and bent bull bars. I learned more in that single day of rip-roaring fun than at any driving school previously, but the idea of joining a full Kalmar “Beyond Adventure” trip also sounds utterly intoxicating. Each itinerary includes a spectacular location, from Australia to the Himalayas, Namibia and Morocco in Africa, Patagonia in South America, or even a closely curated route through unknown peaks and valleys in the European Alps. Personally, the Lima to Ushuaia route from the Pacific Ocean, across the jagged Andes mountains, and then out onto the expansive flat desert brings to mind the biggest daydreams. <- Gallery -> Kalmar runs each of these trips regulation rally style, to build camaraderie among clients through the fire of competition – in similar fashion to my timed runs at Spirit of Speed. Africa or Australia might seem so distant from within a cozy lodge in frigid Finland, but the same ethos of experiencing all the world has to offer, getting far beyond the comfort zone to learn more about oneself, other cultures, the cars, and crew. Every route traverses stunning nature, then days end at the finest lodging available, typically bought out exclusively for attendees. If the locale is too remote, Kalmar then builds a full camp—overlooking the Pacific Ocean or empty dunes as far as the eye can see. “It is extremely simple, what we are doing, but quite difficult to execute,” Jan Kalmar told me. “We’re always very off the beaten track, and we have few rules, but we follow them. We always stay in the best available accommodation. The customers who travel with us never question where they're going to sleep. It's our place. We can feel home, and 90% of the time we only stay there one night. My philosophy has always been to never backtrack. I don't like to go up and back down the same road, ever.” Cars do get stuck and break on Kalmar trips, whether by accident or simply from wear and tear over thousands of miles of hard driving. A team of support vehicles and mechanics join the convoy, on hand to hook up tow ropes, replace axles, or even fully rebuild engines if necessary. Kalmar also offers a Safari trip to Mount Etjo Safari Lodge in Namibia’s Okonjati Game Reserve with a dedicated educational conservation focus rather than catering strictly to automotive expeditions. I wrapped up my time in Finland with a session in the sauna, winding down my adrenaline rush after a dinner cooked by local chef Sirly Ylläsjärvi, an exquisite meal cooked family style in our private villa. Falling into the deep sleep of a silent, snowy winter night, I only wished that instead of heading home the next morning, I might spend another day sliding around sideways in the 7-97 Evo. And dreaming of how such a spectacular lifted Porsche crests a sand dune, crosses a flooding stream, or summits a precipitous mountaintop. Everything I learned on the ice revealed the level of preparation necessary for a Kalmar Beyond Adventure drive, where the cars and drivers alike need to be ready for absolutely anything at any time. View All Porsches for Sale Images: Michael Van Runkle, Kalmar Automotive

By Kirk Bell – August 08, 2026

Review: 2026 Mercedes-AMG E 53 Hybrid

I’ve had enough of this: For the first 40 or so miles in the 2026 Mercedes-AMG E 53 Hybrid wagon, I only know it as a 161-horsepower electric car. Yeah, it looks cool with its wide-and- wider tires, low stance, and oh-so-cool wagon body style (IYKYK), but the engine hasn’t even started, so I haven’t experienced any excitement yet. This is an AMG model, which means strong power is just the twitch of a right foot away. The new E 53 Hybrid is actually a plug-in hybrid. It combines a turbocharged 3.0-liter inline-six-cylinder engine that makes 443 hp and 413 pound-feet of torque with an electric motor that adds not only 161 hp but also 354 lb-ft. Total output is 577 hp and 553 lb-ft, and the horsepower can rise to 604 with the optional Race Start launch control feature. A 21.2-kWh (usable) battery provides 41 miles of electric driving range. I switch out of the default Electric mode to Sport+ and the inline-six wakes up to provide robust thrust. The electric motor erases any chance of turbo lag, and the 0-60 mph sprint takes 4.0 seconds, according to Mercedes, and drops to 3.8 seconds with Race Start. Out on a country road, I give Race Start a try. It’s easy to use: Come to a stop in Sport or Sport+ mode, step hard on the brake and then the gas, make sure the system is engaged in the instrument cluster, then let off the gas. The revs bounce off the rev limiter, the wrap-around ambient lighting flashes, the standard 4Matic+ all-wheel-drive system apportions power front and rear, the Michelin Pilot Sport 4 S tires hook up, and the E 53 launches hard as the nine- speed automatic transmission fires through gears with quick, positive shifts. From there, the inline-six builds power consistently, building to a standard top speed of 155 mph that rises to 174 mph with the optional AMG Dynamic Plus package. The engine also emits a smooth, deep “whoom” that’s just shy of a V8’s growl in terms of aural pleasure. Searching for twisty roads, I switch back to Electric mode. On electricity, the E 53 has modest but useful power. The 161 hp isn’t much, but the 354 lb-ft of torque means that E 53 can accelerate in city and freeway traffic and make passes without ever turning on the engine. If you charge the battery regularly, you could drive this way most of the time. Only a full jab of the throttle or exceeding 87 mph will start the engine. The E 53 Hybrid is EPA-rated at 52 MPGe city, 64 highway, and 56 combined. When the battery is depleted, it gets 22 mpg combined, and the hybrid system still adds power as Mercedes builds in a buffer; the battery has a total of 28.6 kW of capacity. I end up getting 30.6 mpg over 133 miles of mixed driving, using the battery 46 percent of the time. The E 53 Hybrid can DC fast charge at up to 60 kW, which will fill it from 10-80 percent in 20 minutes. A 9.6-kW on-board charger charges it from 10-100 percent in 2.75 hours on a 240-volt home charger. A jaunt through the twisties reveals that ride and handling are a mixed bag. Adaptive dampers and rear-axle steering come standard. The ride is firm even with the dampers in their Comfort mode, but it never gets too harsh even with the dampers in their Sport+ setting. In general, the E 53 handles well, with quick, direct, well-weighted steering, a fairly flat attitude in corners, and a neutral balance mid-corner. The rear-axle steering can turn up to 2.5 degrees opposite of the fronts for greater maneuverability in parking lots and with the fronts to improve cornering stability at higher speeds. The downside to the hybrid system is weight, as it is with the E 53’s BMW M5 wagon and Audi RS 6 Avant competitors. The Mercedes weighs 5,401 pounds, right in the ballpark with those rivals. That means it will be prone to understeer when pushed hard into a corner and its brakes will likely overheat after multiple hard braking events. The $3,150 AMG Dynamic Plus package enhances performance with Race Start, larger brakes, dynamic engine mounts that firm up the structure for sharper handling, and an electronic limited-slip rear differential that puts the power down more effectively mid-corner and when exiting corners. The E 53 Hybrid wagon’s cabin gives it an advantage over sport sedans because it can carry cargo like a crossover SUV. It has a modest 13.1 cubic feet of space behind the rear seat, but that opens up to 59.2 cubic feet with the second-row seats folded flat more than a Mercedes- Benz GLC. Up front, the standard black synthetic leather and synthetic suede sport seats are comfortable and supportive. They can be replaced with nappa leather, multi-contour seats with massage, and more aggressively bolstered AMG Performance seats. The center console is skinned with black ash wood, and buyers can also choose from three more woods, silver-metallic fabric, and carbon-fiber trims. The most notable element of the cabin, however, is the abundance of screens. A 12.3-inch digital instrument cluster and a 14.4-inch infotainment touchscreen come standard. The instrument cluster offers several design themes, as well as a bounty of information chosen by the driver. For $995, buyers can choose a 3D look that gives it the appeal of a layered precision Watch. The touchscreen is powered by the third generation of the brand’s MBUX software that combines simplicity with ease of use. Large icons open a variety of functions quickly, including apps for audio and video entertainment, a calendar, and a browser. My only complaint is the lack of a volume knob, as Mercedes provides sliders instead. An optional front passenger screen turns the dash into the Superscreen. This screen offers all of the same icons as the center screen so the rider can control the interior environment. The E 53 Hybrid wagon sits at the top of the E-Class lineup, at least until an E 63 model arrives. It starts at $94,600, including the $1,250 destination fee. My test car comes in at a cool $111,540 thanks to such options as the Dynamic Plus package, 21-inch forged alloy wheels, the 3D instrument cluster, the Superscreen, a Driver Assistance package with a spate of additional active safety features, and the Pinnacle trim that adds tech upgrades and creature comforts. Mercedes-AMG E 53 Hybrid wagon is a versatile vehicle. It’s good-looking, spacious, engaging to drive, and it can be efficient or powerful. Buyers can take advantage of electric driving regularly, but the real fun starts when the engine starts. View All Mercedes-Benz for Sale Images: Mercedes-Benz

By Charles Bradley – August 01, 2026

Review: 2026 Lexus RX 450h+

At duPont REGISTRY, we love to bring you the hottest new exotic cars, and it’s always a thrill when a review piece lands from my elite road-testing crew for machinery like the McLaren W1, the Aston Martin Valhalla and the Corvette ZR1X. These high-performance wonders are sensational to experience, but I do realize that there’s a second side to this coin – there’s a huge appetite for practical luxury motoring too. And we endeavor to bring the best of those to you also, because not only are our lives based on getting from A to B, but you also want to do that swiftly and in style, preferably with a trunk that can swallow as much as possible. It’s with that in mind that I took this Lexus RX 450h+ over the soon-to-be-retired LC 500. That was with a heavy heart, as the LC 500 was the first Lexus I ever drove, nine years ago on a jaunt to the 12 Hours of Sebring, and I still regard it as one of the best grand tourers for its price point. With more than 15,000 units sold globally, retiring the LC 500 also spells the end of Lexus’s famous naturally aspirated 5.0-liter V8 engine. And while we have Toyota’s new GR GT and all-electric Lexus LFA to look forward to, I’ll miss that V8’s howl and its sublime 10-speed transmission – I also drove the hybrid version, which was like stepping into the future all those years ago! Sentimentality is making me digress. And with good reason. While the LC 500 was a real thrill, the RX 450h+ is its antithesis. It’s boringly good. In fact, it’s completely adequate in just about every department. Sure, you can criticize its floaty ride and lack of handling chops, and the engine is quite whiny if you floor the throttle from low speed, but you have to remember why you’d buy this car in the first place: to get from A to B. And I can’t think of another that does everything you’d want with such quiet, unfussed efficiency. From the outside, I have to say it’s one of the better-looking plug-in hybrid luxury SUVs on the market – this example was Liquid Platinum, which really catches the light and shows off some neat Japanese design language. I’m not a huge fan of the shark-like nose, although it’s not as hideous as some of its rivals, but the teardrop design of the rear end is very pleasing to my eye. And, driving one of these cars, you notice just how many of these are out in the wild. For my road test, I devised a lap of the bottom half of Florida. First, from my home in Miami’s South Beach, I headed along one of the most dangerous stretches of I-95 in all America (stat fans, I’m told nearly a quarter of all I-95 fatalities nationwide between 2019 and 2023 were recorded in this state). And, just recently, I had a brush with disaster in its three-row sibling, the gigantic LX 700h F SPORT, driving home from Daytona International Speedway, which you can read about here. Although quite keen not to hand back this one with any damage, I decided getting back on the horse that threw me was the only way to achieve closure. Getting out of Miami is always a stop/start challenge, and here the RX 450h+ showed its ECO mode chops. If there’s one thing I love about hybrid cars it’s playing the recharge game and maximizing my range when there’s little else to enjoy stuck in slow-moving traffic. Similar to the Lamborghini Urus SE I also drove recently, it offers just over 35 miles of electric-only motoring, which is also most welcome – the battery can be charged overnight via a household outlet in less than 10 hours, and much faster if you use a 220-volt connection. Unlike the Urus, when the road clears, putting your foot down isn’t accompanied by a cacophony of fury. But the combined 304 horsepower from the 2.5-liter four-cylinder and electric motors is more than sufficient. It is also amazingly quiet, with very little road noise – in fact, the ICE motor switching on from EV-only comes smoothly, rather than a grand fire-up moment. There’s barely any discernible difference. Inside the cabin, everything is typical Lexus luxury. The trim materials are first-rate, seats are comfortable and heated/ventilated (important in Florida summer!), the Mark Levinson audio system is better than most in this segment, and all the controls you need are at your fingertips. I wasn’t expecting wood panelling on the steering wheel, but it actually worked when paired with the center console, inside which the double-hinged storage compartment is a neat touch. Drive modes are the uncomplicated ‘Normal’, ‘Eco’ or ‘Sport’, although it’s a bit weird that they are buried in the main infotainment menus. While that suspension setup won’t set any track records any time soon, it is silky smooth and soaks up the concrete lumps and bumps with ease. The first stop on my journey was to visit friends at Loggerhead Marinelife Center in Juno Beach. The second was at Orianne Center for Indigo Snake Conservation in Eustis, Lake County... you'd never guess my wife is a senior biologist at a science museum, would you? The second stop meant a little off-roading on a dirt track, for which the all-wheel drive came in very handy. It also felt reassuring in the multiple summer downpours we encountered, as twice we encountered storms that flooded the roadway, but 8.1 inches of ground clearance and 21-inch Bridgestone tires dispersed the deeper water easily enough. My selfish reason for heading north was to catch my home soccer team, Wrexham AFC, playing a pre-season game against Leeds United (we won 3-2, for the record). After hooking up with our Editorial Director Edward Jones, based in our nearby Clearwater office, the RX 450h+’s cavernous trunk allowed for plenty of tailgating goodies ahead of the game. If there’s one drawback of the three-row giants, it’s that you lose that big trunk space – whereas with this smaller SUV, your rear-seat passengers enjoy more legroom and headroom. Here, there’s 29.6 cubic feet of capacity, which expands to 46.2 cubic feet with the rear seats folded down. Probably the best thing I can say about this car, apart from damning it with more faint praise, is that in over 10 hours of motoring, including some of the worst driving standards you can encounter on the U.S. Interstate system, my heartbeat barely quivered above its resting rate. But while it won’t set your pulse racing, that is not what you’d buy this car for. You’d consider it for over 30 mpg capability, facilitated by that smart hybrid system, and its comfortable ride with remarkable road noise isolation, plus high-end upholstery in the cabin. If you want to lead a practical, quiet life to safely visit your friends across the state or go yell yourself hoarse at a soccer game (as we did, pictured below), then this vehicle ticks way more boxes than most. And at just under $80,000 as tested, it’s going to leave you plenty of capacity in your wallet for that supercar on the other side of your garage. View All Lexus RX for Sale Images: Charles Bradley

By Michael Van Runkle – July 18, 2026

Review: Porsche 718-Based Stärke Speedster

For the Southern California Porsche show Air|Water at the end of April, custom coachbuilder Stärke Motor Company brought out the company’s second-generation Speedster prototype. Neither a restored Porsche nor a restomod, instead the Stärke Speedster builds on the backbone of the 2017-and-onward 718 Boxster platform. The design harks back to the days when Porsche’s lightweight cars outperformed big American V8s and Italian V12s in the early era of motorsport. After Air|Water, Stärke CEO Seth Gortenburg stuck around SoCal to host media drives. I joined for a crisp spring day off the Pacific Ocean Highway in Malibu, just about the perfect scene and setting to enjoy some of that quintessential James Dean sun-drenched lifestyle and suss out how Stärke’s vision for a Speedster translates to the modern age. The Stärke design clearly references Porsche’s earliest models, including the mid-engined 550 Spyder and 718 RSK, as well as the rear-engined “bathtub” 356 Cabriolet that preceded the original 911. Photos struggle to do the form justice, however. Smooth and low and wide, with retro details right down to the headlights and fogs, this Speedster nonetheless occupies a much larger footprint than any of those classics. Even the custom wheels, one-offs that Gortenburg dubbed the “Wide Five” design, nearly replicate original Porsche steelies. Creating this body required 3D scanning and CAD renderings, then two years to source hand-laid body panels to update Stärke’s original 981-based project to the newer 718. Installing the panels then requires removing the body as much as possible, including cutting off the doors and rear panels. The front clip mounts using all the factory bolting location, the inner fenders bond to the rear quarter-panels for additional stability, and the side strakes feed the Boxster’s original engine air intakes. No, nobody will mistake a Stärke Speedster for an original Porsche. And Porsche purists may balk at the whole concept in the first place. But with these kinds of custom projects, if the most important questions always emerge about design decisions, engineering always takes priority, as well. In this case, I pulled up to meet Gortenburg and the Speedster, wondering how the built quality lives up to Stuttgart standards. I came away convinced that everything about the Stärke makes the most sense when viewed from the lens of Gortenburg’s American hot-rodding background. In person, the metallic silver paint shimmers with endless depth. The panel gaps and alignment from front to rear line up perfectly. And once I climbed behind the wheel, I noticed zero creaks, clunks, or rattles – other than some wind noise from the factory Porsche convertible, anyhow. Stärke can swap the Speedster body onto any 718 Boxster, from the 300-horsepower turbo-four base model to the Boxster S with 350 ponies, or even the 394-hp GTS 4.0 with that incredible 7,800-rpm flat six. Each comes with the choice of a six-speed manual or seven-speed PDK gearbox, and when optioned with Stärke’s standard fiberglass panels, weighs about the same as the original car. That means the 718 Boxster’s impeccable driving dynamics carry over, too. This second prototype started life as a base turbo-four with PDK, so not exactly a ripper but still one of the most balanced sports cars ever made. The steering and suspension perfectly straddle the line between comfort and compliance, with a low center of gravity that makes any day in Malibu an absolute joy. “That's one of the beauties about what we're doing,” Gortenburg explained from the passenger seat. “You know, a 356 is beautiful, but there’s not a lot of horsepower there, and they didn't handle that great. These cars can handle, the GTS has so much horsepower that they’re just so much fun to drive, and they're made to drive hard.” Gortenburg purposefully started with the base car for this prototype because he wanted to sort out any potential problems before beginning a customer build. Over the course of my drive, my main gripe about the Speedster design versus the original Boxster came down to the extended front overhang and low ride height. Without a front-axle lift system, I worried about driveways, speed bumps, and turnouts – which the prospect of choosing Stärke’s optional carbon fiber only exacerbates. Going for the carbon does cut a couple of hundred pounds, though, and Gortenburg claims the material makes the process easier, as well. Given that a Boxster weighs right around 3,000 pounds, depending on powertrain, that weight savings should result in noticeable improvements while driving hard. Most importantly, though, while retaining all the cornering capability of a Boxster in a retro package, the comfort and convenience of a modern car carries over, too. No more worrying about tuning carburetors, adjusting valves, or the constant oil leaks of an air-cooled engined. “The styling of the old Porsche was iconic; it’s one of the most amazing designs ever, in my opinion,” Gortenburg admitted. “But you know, I'm at a point where I sure want those side windows, and I want that power top and that air conditioner, so this is kind of the best of both worlds.” Plus, any Porsche dealer or mechanic worth their salt should be able to work on the Stärke Speedster with ease. My other main criticism? The choice to skip out on the GTS 4.0’s absolutely peak engine and unique chassis tuning for this prototype, as well as the stick shift and clutch pedal. The rasping flat-six all the better emphasizes Porsche’s long history of rear and mid-engined screamers. Then again, I can understand clients who might want to enhance the ease of use while cruising, as the PDK dual-clutch takes care of gear changes. Stärke will help customers source the donor car to begin this process, and recommends starting by choosing an interior spec so that the majority of upholstery and trim finishing takes as little time and effort as possible. The exterior gets removed anyway, to make way for the new body. Personally, I’d go with the classic metallic silver for the paint job, as on the car I drove. A rich black might also help, for a slimming effect, as with black jeans or slim dresses. On the inside, Boxster Red matches the silver perfectly, but a Pepita houndstooth overhaul in the cabin might fit best with a darker tone. <- Gallery -> Pricing starts at $135,000, or if Stärke helps to source the donor car, then $189,000 before personalization. The 718 ended production late last year, with no concrete plans for a replacement yet underway, which appears to be bolstering values on the used market (and especially for the higher-spec models). A base equipped with PDK typically starts around $40,000, depending on mileage and condition, while the GTS 4.0 with a manual can easily eclipse six figures. The rest of Stärke’s ask goes toward amortizing the design and development, the extensive labor hours of completing the body swap, and hundreds of miles of shakedown testing to ensure that the rock-solid Porsche durability still shines through. “We're hot-rodders at heart,” said Gortenburg. “Building cars, there's always a rattle here and there. You’ve got to work through the issues. So as we build the cars, we find little things that we can do better. We've worked through most of the problems now, and each car we do gets a little bit better.” Clearly, Air|Water went well for Gortenburg and the Stärke Speedster, as each build takes about six months to finish, but the order roll now requires approximately a one-year wait. Around 12 weeks of that process goes into crafting the body panels alone. And for anyone who potentially thinks the wider, flatter design grafted onto a 718 Boxster misses the aesthetic mark, Gortenburg admitted a Cayman-based coupe may eventually emerge to match. Porschephiles may well scorn the concept of a project that blends this mix of old and new style and performance, but at least Stärke never takes the knife to older, rarer air-cooled models. And in comparison to wild restomods so popular these days, the concept makes more sense than shoehorning modern powertrains into old monocoque chassis. The final aesthetic always comes down to the buyer’s personal preferences, anyhow. “We've done cars that are 100% traditional, we've done cars that are more of a restomod look,” Gortenburg told me. “We like them all. It's not the exact proportions of a 356, but we're just trying to capture the essence of the old car.” View All Porsche Speedsters for Sale Images: Michael Van Runkle

By Michael Van Runkle – July 11, 2026

Review: 2026 Porsche Macan GTS Electric

Plenty of challenges emerged quickly when Porsche undertook its first serious foray into mass-market electrification with the Taycan. Of course, experience with the larger Panamera and Cayenne/Macan siblings helped establish a baseline, but Stuttgart engineers still needed to figure out how to build a relatively heavy sedan that still bore a strong resemblance to – and drove as well as – the stalwart 911 sports car. Now, nearly seven years later, the Taycan’s Cross Turismo and Sport Turismo variants recently got the axe in the United States, where buyers increasingly prefer crossover SUVs rather than the low-slung sedan form factor. In their place, an all-electric Macan joined the lineup and, for 2026, received Porsche’s signature GTS treatment that caters directly to driving enthusiasts. The Macan EV represents a much more significant step forward for Porsche, and the week I spent driving a GTS reveals exactly how much the company learned from the Taycan’s Tepid customer response. The 94.9-kilowatt-hour battery offers up to 294 miles of EPA-estimated range with an 800-volt architecture that allows for fast charges up to 270 kilowatts, or good enough for a 10-80% charge in just 21 minutes. Those stats can keep up with the competition on paper, but more importantly, the Macan simply looks more familiar to the shape that American buyers – Porsche’s number one market – prefer by leaps and bounds over traditional four-door sedans. Unlike the Taycan, Porsche decided to sell internal-combustion and all-electric Macan variants simultaneously. The two clearly resemble each other, though the EV’s crisp design with vertical air intakes up front and a chopped rear end above a horizontal lightbar certainly adds a more futuristic element to the sporty crossover. The EV technically rides about a half-inch lower, depending on drive mode selection, but the overall design clearly helps to foster the impression of sporty potential despite the typically dense “skateboard” battery pack beneath the passenger compartment. Inside, the dash and gauges all resemble other Porsches. The Macan does offer more storage in the center console, a lesson in packaging efficiencies that the Taycan sorely lacked. The rear seat might not count as particularly spacious per se, at least in direct comparison to competitors, but it definitely fits adults much better than the cramped Taycan back bench. The rear hatch opens up to a large trunk, and, plus, without a gasoline engine under the hood like an ICE Macan, the EV comes with a funk just like a 911! Design and ergonomics count for a lot during the EV revolution, but for Porsche’s discerning customers, driving dynamics need to take priority – and especially for any GTS model. In this case, a pair of dual electric motors rated for up to 563 horsepower and a punchy 704 lb-ft of torque can hook up for a 0-60 sprint in just 2.6 seconds. A hard launch requires overboosting the powertrain, though, and the rest of the time the system throttles back to “just” 509 horsepower and 675 lb-ft. The brisk acceleration never quite matches the most absurd high-performance electrics on the market – the Plaids or Sapphies of the world – and falls just shy of the Macan EV Turbo at 630 horsepower, too. On the other hand, all the instantaneously available torque from electric Motors effectively democratized straight-line speed, even at the lower end of the market. And no EV at any price point highlights that fact more than the Macan, precisely because the GTS absolutely nails Porsche’s quintessential steering and suspension tuning. It’s no stretch to say the Macan EV GTS might have the best steering of any EV yet, just as tight and precise as any 911 in the lineup today. Only the Lucid Gravity might take the cake, though only driving both back-to-back will solve that heated rivalry conclusively. <- Gallery -> The Macan’s thin steering wheel helps to impart such razor-sharp response, as finished in a tight layer of Race-Tex, Porsche’s brand name for Ultrasuede (the material of Alcantara). But the shock dampers and body roll management, for an EV that tips the scale right around 5,400 pounds, also manage to perfectly straddle the fine line between compliant comfort and raring rigidity. Only occasional wavy road surfaces or heaves will cause a bit of rafting at times, as a typical byproduct of skateboard mass and density. Even the 22-inch wheels with relatively tall sidewalls (Pirelli P Zero Corsa Elect summer tires, a $660 option for those keeping track) contribute to the handling characteristics, versus lower profile rubber that might up the style points while taking away from the spectacular ride quality. I barely needed an adjustment period before I started ripping around town, taking advantage of the quick pickup to outrun traffic from stoplights or carve through rush hour stop-and-go with ease. Up in the canyons, everything about the Macan EV GTS felt similarly cohesive, just one of those cars that almost anybody can climb right in and drive hard without too much effort. At full cry, the electric motors whine a bit, and regen helps to rein in speed despite a relatively small braking package (by Porsche standards anyway) of 400 and 350-millimeter rotors front and rear, respectively. Exactly where and when to lift off “throttle” and start braking before tight turns changes due to regen, but again, I quickly stopped thinking about that EV behavior and started enjoying the drive nearly as much as any internal-combustion sports car and certainly more than any electric crossover so far. The faux powertrain soundtrack that Porsche pumps through the Macan’s speakers will no doubt come down to a matter of taste. I personally prefer to strictly listen to the whine of electric motors under strain. After all, otherwise the quietude of an EV only ramps up the luxury factor even more. And in that regard, electric cars serve so perfectly for most of life in a city, with no rumble of an engine or smell of exhaust fumes and no sensation of lugging around a massive, thirsty engine. Just point and shoot, all immediacy and vastly superior performance, especially at lower speeds. As a commuter, the Macan EV GTS stands out with Porsche’s sense of solidity and legitimate range. With a Level 2 home charger, I’d never need to worry about charging other than overnight for urban driving, or even a fun morning in the canyons. I still hesitate to call this a true road-tripping EV, though, despite the quick charge times. Porsche will need a new generation of battery tech before reaching the magical 400 or 500-mile mark without sacrificing the dynamics that make the Macan EV special in the first place. A Macan EV might nail the brief, but watching Porsche’s overall EV strategy unfold still bedevils comprehension. The Boxster/Cayman replacement seems likely to either go uber lightweight with pitiful range (which will likely render both DOA) or share a chassis with an internal- combustion variant (leading to inevitable compromises). At the other end of the spectrum, the newly electrified Cayenne can outrun a 918 Spyder but also weighs more than a Ford F-150 Raptor, not to mention any other production car ever to leave the Porsche factory. As the Taycan seems to face a dire future, if values on the used market portend anything these days. And in fairness, not everything about the Macan EV turned out perfectly. The stop-start button straight out of Volkswagen AG’s parts bin brought on a sad shake of the head at the beginning of every drive. Excessive piano black plastic on the center console also contrasts starkly against the rest of the premium materials throughout. And including a Sport Chrono lap timer on the dash, even as a reference to Porsches of old, almost seems laughable in a family electric commuter. The starting MSRP for the Macan GTS Electric somehow still slots in well below a base 911, though. My loaner’s Carmine Red paint job, stunning if not quite subtle, paled in comparison to Paint-to-Sample shades at just $1,310. Rear-axle steering added another $2,150, while the 22- inch RS Spyder Design wheels tacked on $3,010. Spec'ing a Macan EV GTS, I’d definitely spring for the Bose surround sound at $1,050, but the rest seem fairly insignificant despite contributing to a window sticker of $125,920 as tested – still less than a zero-option 911. Also worth mentioning, Porsche earlier this year solidified a partnership to allow for access to Tesla’s nationwide network of Supercharger stations. Doing so requires an adaptor to the NACS port from the Macan EV’s CCS capability, but still adds another pro to the list, as an absolute game-changer that makes the prospect of living with Porsche’s mass-market EV all that much more palatable. View All Porsche Macans For Sale Images: Michael Van Runkle

By Michael Van Runkle – June 27, 2026

2026 Chevrolet Corvette ZR1X is America’s Hypercar

When Chevrolet launched the eighth-generation Corvette in 2019, switching to a mid-engine layout transformed America’s beloved sports car into a legitimate supercar contender. Improved handling, thanks to ideal weight distribution, allowed the C8 Stingray, with 495 horsepower and a starting price tag below $60,000 originally, to truly deliver unbeatable bang for the buck. Only an aggressively angular exterior design and a claustrophobic interior dominated by a massive center console with baffling switchgear positioning held the new Corvette back from instant classic status. But GM always harbored bigger plans for the C8. Next, the C8 Z06 arrived with a screaming 5.5-liter V8 and track enhancements to the suspension and aero. Admittedly, the widebody helped to smooth over and camouflage some of the less attractive design elements. Then the E-Ray added hybrid all-wheel drive, which justified that center console by stuffing a battery pack down the chassis spine. And then last year, the ZR1 bolted a pair of enormous 76-millimeter turbochargers onto the Z06 engine and unleashed a raucous 1,064 horsepower that introduced true world-beating aspirations to the platform. The day after I drove the ZR1 at the Circuit of the Americas – undoubtedly one of the best automotive media launches in recent memory – Chevy unveiled the ZR1X, which effectively added the E-Ray package onto the ZR1. All-wheel traction now helped to tame an absolutely absurd 1,250 ponies, all at a starting price that undercuts anything else that comes anywhere near to such gobsmacking power levels. But doubt crept in from the jump, because any attempt to keep costs low typically translates to curb weights ending up quite high. Doing the math, versus a ZR1 with a dry weight well over 3,500 pounds, the ZR1X looked likely to crest 4,000 pounds over a dry weight of 3,914 pounds when full of fuel, coolant, and a driver. And yet the ZR1 masked that weight well at COTA, and then stories steadily leaked out about repeated Nürburgring lap time battles against Ford’s Mustang GTD. Hence, the eager anticipation for the automotive industry as a whole, not to mention my own curiosity for how the ZR1X might drive when a loaner arrived in my Los Angeles driveway. Daily driver, canyon carver, track toy, or straight-line dragstrip demon: Can one car truly do everything? My tester’s bright Sebring Orange paintjob harked back to the C8’s original launch color, and when paired with all the carbon fiber including the high wing package, lacks any semblance of subtlety. Then again, subtle should perhaps be less of the goal whenplaying around with 1,250 horsepower. Let’s get straight to the point then, warm up that big engine and try some hard pulls with Launch Control. I struggle to understate the extreme experience of hitting full throttle in the ZR1X. Without a doubt, this Chevy delivers the most insane acceleration I can remember short of a Rimac Nevera or Lucid Air Sapphire. But the combination of internal combustion and electric torque entirely differs from that instantaneous jerk in any high-performance EV. Instead, the thumping V8 transforms to a thrilling swell of building boost as the big turbos spool up, whining while tires break traction and squeal for grip, traction control intervention steadily giving way, and eventually the overwhelming bass of thundering exhaust once up near redline. Knuckles white, eyes straining, skull smashed back into the headrest – all sensory overload until triple digits arrive all too quickly. Laughing out loud, catching my breath, bewildered. Luckily, I just happened to borrow a Revuelto from Lamborghini the week prior, which provided a bit of context. On paper, the two might compete: the Lambo cranks out a combined 1,001 horsepower from a big V12 engine and three electric motors. At the time, compressing the high mountain curves of Angeles Crest Highway into quick switchbacks, I struggled to imagine anything moving so much mass any faster. Simply put, the ZR1X renders the stupendous Revuelto slow, sluggish, tame, refined... The only car capable of any comparably mind-melting acceleration might be the Czinger 21C, which is rated for the same 1,250 horsepower, again with three electric motors but a smaller gasoline engine. The Czinger weighs maybe 10 percent less, but lacks the ZR1X’s traction control precision, instead lurching a bit and stumbling to put power down until already up at serious speeds. And I’m not even a drag racing guy; I prefer cornering hard and lateral g forces and technical racetracks far more than all-out neck-snapping launches! Therein lies the ZR1X’s most incomprehensible dichotomy. Despite the wild and romping nature, in many ways, this Corvette can drive just as calmly as any other “low-spec” C8. Still, it took a while for me to find time to venture out to my favorite canyons in Malibu to truly put the ZR1X through a serious test loop. Meanwhile, I daily drove around at more sedate speeds in Tour mode. Sure, the tires look cartoonishly enormous and tramline every now and then, the engine booms echoes off cityscapes even with the exhaust valving closed, the cooling components eliminate a usable frunk, and the enormous wing blocks the rear view even worse than ever before. The wing turned a few heads, too, otherwise most people probably just figured a tuned Corvette probably drove by rather than anything new and special. But the comfortable seats, supportive and ventilated, make regular life a breeze. The redesigned center console, a big plus for model year 2026, pairs well with a nifty little performance screen to the left of the center console. Even the front axle lift raises the nose by a substantial 50 millimeters, to prevent from scraping all that exposed carbon fiber. All the carbon can only do so much, though, and every time the MagneRide clunked over rougher portions of road, the weight question mark popped back into my mind. Mid engined balance can make up for a lot, but I needed to spend some time in tight twisties to truly suss out the ZR1X’s finer characteristics – if they existed at all. <- Gallery -> Sure enough, even in Sport mode, the power and weight absolutely overwhelmed my favorite roads. The transfer of mass fore and aft, as well as side to side, just about matched any previous C8. But combining that capability with so much easily accessible power, available absolutely anywhere on the tachometer in any gear – combined, as usual, with my impish need to hit full throttle as often as possible – just wound up testing the ECU programming. Traction control reined in forward shove until I straightened out the steering wheel enough, then I immediately dipped into ABS after every briefest straightaway. And every straightaway became brief because the sheer pace simply evaporated the space-time continuum! My car probably needed Cup 2 tires, rather than the Michelin Pilot Sport 4 S rubber. Maybe Chevy figured some all-weather confidence thanks to all-wheel drive, but in reality I wanted more grip while accelerating, cornering, and braking. Until I switched into Track mode, anyhow, and discovered another disposition.Here, with more lenient slip levels allowed, the ZR1X almost entered rally car territory, cutting off curves into straight lines, diving toward apexes and ripping out again at just a few easy degrees of oversteer. Getting into a groove, I noticed that Chevy fixed many of the E-Ray’s main flaws. Torque steering still took hold at times, and what I called reverse torque steer for lack of a better term, when initial turn-in seemed to fight the electric motors, largely became a thing of the past. This challenge comes from the fact that the E-Ray, now the Grand Sport X, and the ZR1X employ entirely separate powertrains, with no physical connection between the rear gas engine and the front electric motor. Clearly, Chevy learned a few things in the interim. Just a couple of years later, and the ZR1X just lives on a different planet. So much so, in fact, that after about 15 or 20 minutes – hard to say for certain in my delirium – I found myself pretty much physically done. Bit of a sore neck, a headache, the rush of adrenaline fading. I ride superbikes on a racetrack regularly, and the ZR1X wiped me out with AC and ventilated seats blasting, swaddled in leather, listening to music. Again, the unbelievable dichotomy once I dropped back into Tour mode and headed home, quite comfortable and serene – or at least as much as possible for a 1,250- horsepower hypercar. Yes, a hypercar. Beyond any reasonable doubt. But one that costs a pittance versus anything remotely comparable, with a $242,060 sticker over a $216,400 MSRP. For context, that’s about a third or a quarter of a Revuelto, depending on spec. A fifth of a Valhalla. Or a tenth of a Czinger. On my ZR1X, I’d play up that dual personality with a restrained build in a tame color, no high wing (part of a $10,495 carbon aero package) in the hopes of trying to fly under the radar as much as possible. Cup 2 tires only come as part of the track-focused ZTK package, which adds stiffer suspension that might sacrifice some of the daily driveable nature. So maybe just a base spec, metallic silver, no carbon wheels and swap on a set of Cup 2 tires afterward. Then, just rack of miles on the most affordable way to live with the world’s most absurd, aggressive, approachable hypercar. Without anything near the concern of sticker shock, resale value, or potential damage to the handful of other comps that put out anything anywhere near to the ZR1X’s truly ludicrous power stats. View All Chevrolet Corvettes For Sale Images: Michael Van Runkle

By Bradley Iger – June 13, 2026

Review: The AEV FXL Takes The Ford Super Duty To New Heights

“Making something like this work off-road is the easy part,” American Expedition Vehicles founder Dave Harriton admitted as we soaked in the towering FXL at a sprawling ranch property in Ojai, California. “Making it drive like a normal truck out on the street is the hard part.” Although there's a dose of modesty built into Harriton's assertion, he's learned a thing or two about developing OEM-level refinement since AEV got its start out of a humble garage in Missoula, Montana, back in 1997. Originally focused on creating long-wheelbase Wranglers, the company quickly expanded into more comprehensive conversions with V8 swaps, truck beds, and other components that weren't on Jeep's menu at the time before bringing ¾-ton Ram pickups into the fold. Along the way, the fledgling company secured multiple Chrysler Design Excellence Awards at Specialty Equipment Market Association (SEMA) shows, which in turn led to a direct collaboration between AEV and Jeep for several special-edition Wranglers. These days, AEV offers everything from skid plates and wheels to full suspension systems, and the company also serves as a Tier 1 supplier for Chevrolet on models like the AEV Colorado ZR2 Bison and AEV Silverado 1500 ZR2 Bison. "That's where you start having to consider stuff that most other aftermarket companies never really have to worry about: things like crash-worthiness targets, advanced driver-assistance systems (ADAS) compatibility, and the requirements of mass production," Harriton explained. "Every bumper we make is 3D scanned to ensure it's within one millimeter of spec." Now, AEV has turned its attention to the Blue Oval with the AEV FXL. Offered for Ford's latest F-250 and F-350 Super Duty trucks, one could rightly assume that the "XL" stands for extra-large. But Harriton was quick to point out that it's actually the Roman numerals for the number 40, as the package's massive 40-inch all-terrain tires are essentially the foundation of this conversion. Making a tire this big work properly with the Super Duty platform was no small task, as it turns out. Harriton said that AEV tends to prioritize functionality over style, so instead of just raising the suspension to the moon in order to get the required clearance, the company focused on accommodating the tire with as little suspension lift as possible to maintain stability and preserve the payload and towing capabilities. <- Gallery -> They started by creating a CAD model of the tire and the Super Duty's front suspension, then ran simulations of all possible articulations, complete with bushing deflection, to identify where changes were needed. The team ended up moving the front axle back by ten millimeters and matched it with a four-inch suspension lift, specially tuned Bilstein dampers, and fender flares that are rotomolded for enhanced strength. "Some folks think that the flare design was modeled after modern Chevys, but it was actually inspired by the seventh-generation F-Series fender," Harriton noted during a walkaround of the truck. Combined with the FXL's 18-inch beadlock wheels and stamped-steel front and rear bumpers, the end result is a machine with a seriously formidable look. Yet the stance and tire size ultimately help even out the Super Duty's proportions. Features like the Warn winch, auxiliary lighting, and sacrificial front bumper skids on this test truck are optional, as is the graphics package. After hoisting myself up into the driver's seat, we set off on one of the property's winding trails. AEV's conversion doesn't change anything about the Super Duty's powertrain, but with Ford's high-output 6.7-liter Power Stroke turbodiesel V8 offering 500 horsepower and 1,200 pound-feet of torque straight from the factory, it's not like the FXL is lacking for grunt. The truck also made short work of the rocks, ruts, and stream crossings that we encountered along the way. The tires' massive sidewalls effectively acted as another bushing between the cab and the ground, adding an extra layer of compliance that proved especially useful over choppy terrain. But AEV's engineering efforts truly proved their worth on the mountain roads that we tackled later on. While low-speed maneuvers on dirt trails can provide some insight into a truck's four-wheeling prowess, that environment tends to mask any issues with the vehicle's behavior when it's subjected to street driving. And let's be honest: even with a truck like this, most owners will spend far more time on pavement than on trails, making its on-road manners arguably more important. Here, the triple-rate progressive springs and AEV's tweaks to the suspension geometry work in tandem to maintain ride quality that's similar to the stock setup without the wayward handling that often plagues lifted trucks with huge tires. The FXL also tracked straight on long stretches of road with minimal steering correction, a characteristic that's particularly important for a truck that's likely to see a lot of extended highway stints. "This isn't like a heavy-duty Raptor, or something like that," Harriton added. "This is the kind of truck you'd use to bring your family out to an off-road park while hauling a couple of toys, and then take it out on the trails while you're there." Today's heavy-duty pickups have indeed become the multitool of the truck world, combining stunning capability with a sense of civility and even hints of luxury, and the FXL really just broadens that versatility without giving up anything in the process. Well, except for a chunk of change. AEV says the FXL conversion will start at about $25,000 on top of the price of the truck and go up from there. Although the FXL isn't offered directly from Ford like Chevrolet's AEV-badged models are, customers can order a complete truck with the FXL conversion, or buy individual components, through authorized AEV dealerships right now. The conversions carry a three-year, 36,000-mile warranty. A frame-mounted brush guard and other optional equipment will be available later this year, as will support for F-450 and F-550 models. View All Fords For Sale Images: Bradley Iger, AEV

By Kirk Bell – June 06, 2026

Review: 2026 Mercedes-AMG CLE 53 Cabriolet

It’s a Sunday afternoon with clear skies and temperatures in the 60s. Time for a drive on my favorite Southeastern Wisconsin roads in the 2026 Mercedes-AMG CLE 53 Cabriolet. I hop in the car, turn on SiriusXM Turbo, and Monster Magnet’s “Space Lord” blares through the standard 15-speaker Burmester audio system. I feel like Ricky Bobby from “Talladega Nights” – I wanna go fast. The CLE 53 is a fine car for going fast. Until Mercedes-Benz brings out its rumored V8-powered CLE 63, it’s the most powerful and best performer in the lineup. Its 3.0-liter inline-six features two types of turbochargers and a mild-hybrid system. An electric compressor serves as a small turbo, a gas-exhaust turbocharger acts as the larger turbo to push up to 22 psi of boost, and a 48-volt electric starter-generator adds up to 23 hp and 151 lb-ft of torque to aid acceleration. All told, it makes 443 horsepower and a standard 413 pound-feet that increases to 443 lb-ft for 10-second overboosts. That’s a recipe for strong power delivered efficiently. The small turbo and electric motor provide immediate grunt, and the standard 4Matic+ all-wheel-drive system puts the power down for quick launches. Mercedes quotes a standard 4.4-second 0-60 mph time, or 4.2 seconds with the optional AMG Dynamic Plus package that adds Race Start launch control. And if I really want to go fast, the CLE 53 can hit 167 mph thanks to this car’s optional summer performance tires, up from 155 mph normally. My test car has Race Start, so I put it to the test on a lonely stretch of country road. Hard brake, full throttle, let off the brake, and the CLE 53 hooks up, launches hard, and builds power consistently as the larger turbo takes over. It’s a thrilling experience, about on par with the Ford Mustang GT, but many of today’s EVs are quicker. EVs don’t offer the tune played by the CLE 53’s inline-six, though. It’s a smooth engine with a mid-range purr that drops a few octaves in the Sport and Sport+ drive modes, which also trigger belches from the exhaust between gears. The nine-speed automatic transmission fires through the gears with smooth shifts and holds gears longer in the Sport modes. Straight-line performance isn’t the CLE 53’s only strength, as it has the handling of a grand tourer. Mercedes sets it on a four-link front suspension and a five-link rear with staggered 265/40R19 front and 295/35R19 tires. It also gets a couple of advanced features, namely adaptive dampers and rear-axle steering. The CLE 53 balances ride and handling well. It’s agile, reacts quickly to steering inputs, and carves predictable lines through corners. My tester is enhanced by the AMG Dynamic Plus package’s dynamic engine mounts that firm up in corners to better tie the structure together. I detect little if any body quake with the top down. The rear-axle steering also enhances cornering. It turns the rear wheels up to 2.5 degrees opposite the fronts at low speeds to better negotiate parking lots. Above 60 mph, the rears turn with the fronts to improve cornering stability. My car’s optional Pirelli P Zero tires also provide excellent grip, so those cornering speeds can be higher. The steering feels light in general but adds some welcome heft in the Sport modes. It’s quick, stable at the center, and provides good road feedback. The AMG Dynamic Plus Package also adds larger 15.4-inch front brake discs with six-piston calipers and 14.6-inch rear discs with single-piston calipers. These brakes should be enough for some track time or aggressive canyon runs, and they offer a firm pedal and strong stopping power. Even with the dampers in their firmest Sport+ setting, the ride is smooth and comfortableenough that only the sharpest bumps and ruts disturb passengers. In all, the suspension is quite well-tuned. The comfort extends to the cabin. When Mercedes combined the C-Class and E-Class coupe and convertible lineups into the CLE range for 2024, the resulting CLE took on the size of the midsize E-Class with the slightly lesser interior furnishings of the compact C-Class. That gives the CLE plentiful space up front and a two-passenger rear seat that is usable for adults, though not without complaints about how hard it is to snake their way in. Cargo space is limited as the trunk has just 9.6 cubic feet, but that’s enough for a couple and their luggage to take a grand tour for the weekend. The power soft top opens or closes in 20 seconds at up to 37 mph. Its three-layer blockout road and wind noise are almost as good as the coupe’s roof. It’s offered in gray, red, or black, so buyers can design a car to fit their personalities. The Cabriolet also comes standard with the AirCap pop-up front and rear wind deflectors to limit wind buffeting and make conversation easier, and the AirScarf neck-level heating system to make today’s 60-something degrees comfortable top-down weather. Inside, the CLE mixes luxury with sportiness and modern technology. The sporty elements include a chunky, flat-bottom AMG steering wheel, sport bucket seats, aluminum pedals, and such trim materials as carbon fiber, a mixed metallic fabric, or a metal weave. Those who want more of a luxury look can choose from a variety of woods. <- Gallery -> The luxury can be felt most in the quality of the materials and the care with which they are assembled. It’s all beautifully rendered with tight tolerances and soft-touch or sturdy surfaces wherever the driver is likely to touch, though some hard plastics are found at hip level and below. Synthetic leather and synthetic suede upholstery come standard, but leather and nappa leather are available. Also standard are heated power-adjustable front seats, ambient lighting, and AMG illuminated door sills. My tester is well optioned with black leather with red stitching, red seat belts, and massaging and ventilated front seats. The tech includes a 12.3-inch digital instrument cluster, an 11.9-inch infotainmenttouchscreen, navigation with live traffic information, wireless Apple CarPlay and Android Audio, wireless phone charging, a wi-fi hotspot, and a satellite radio trial. The optional AMG Track Pace telemetry system tracks lap times and performance data, and has a race navigation feature that shows optimal cornering angles and braking points in the head-up display. The 2026 Mercedes-AMG CLE 53 starts at $85,950, including a $1,350 destination fee. With a variety of packages, my test car’s total price is $99,945. Buyers could easily top $100,000 by adding 20-inch wheels and tires and aero and carbon-fiber packages. But the Mercedes-AMG CLE 53 doesn’t need to top six figures to be an appealing luxury grand tourer. It’s beautiful, naturally athletic, comfortable, and offers the power for anyone who wants to go fast. View All Mercedes-Benz For Sale Images: Mercedes-Benz

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