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 Gabriel Vega – January 03, 2023

The Best Luxury and Exotic Cars We Reviewed in 2022

The year 2022 was an exciting one for duPont REGISTRY. We joined the Motorsport Network, launched a new website, redesigned our magazine and, to tie it all together, introduced duPont REGISTRY Reviews. What is duPont REGISTRY Reviews? dR was established in 1985 as the world's premier luxury automotive marketplace with the goal of connecting buyers and sellers of the most exclusive vehicles. However, 2022 marks a new road for dR. We knew it was time for us to get behind the wheel of these cars to put them to the test and experience the best the luxury automotive industry has to offer. Our goal is to inform our readers of our thoughts to better help them with their purchasing decisions 2022 was a particularly busy year for the luxury and supercar space. From the arrival of 1,900 horsepower EVs like the Pininfarina Battista to the howling V8 in the Chevrolet Corvette Z06, and the plush Bentley Bentayga EWB, there is something worth discussing at every price point. As part of my role as Automotive Content Manager for duPont REGISTRY Magazine, I went out and tested all of these vehicles. Whether at my home base in Los Angeles, California, or around the country at various events. Below you'll find a compilation of these tests, but before you dive in, let me give you my winners for the year across five major categories. These picks represent vehicles that debuted in 2022 or have received significant revisions. Best Supercar: Lamborghini Huracán STO Out of the dozens of vehicles I tested this year. The Lamborghini Huracán STO is one of the few I still think about often. Its recipe is simple yet highly effective. Combine a high-revving naturally-aspirated V10 with aero, suspension, and brakes that belong on a race track, and you get one of the most exciting supercars I've ever driven. It's not the quickest nor the prettiest thing on four wheels, but the STO nails the fun factor, and at the end of the day, that's precisely what a supercar should do. Best Value: Chevrolet Corvette Z06 The latest Chevrolet Corvette Z06 is a perfect example of what happens when you give engineers funding and freedom. Its high-revving V8 is an entirely new powerplant exclusive to this trim level. It sounds like something that should've come from Italy and develops a massive 670 hp output. Power aside, the new Z06 is agile, light, and extremely capable. For the money, this latest Vette isn't just outdoing cars at its $106,395 base price but at more than twice that too. Best Luxury Car: Rolls-Royce Phantom Series II This may come as a surprise, but the $475,000 Rolls-Royce Phantom Series II is excellent. It's likely not only the best luxury car of the year but probably ever. With its near-perfect combination of comfort, tech, quietness, and quality materials, this latest Phantom is enjoyable both from the second row and behind the wheel. It offers the quietest and most comfortable ride in the auto industry, expected with an as-tested price of $628,300, but still massively impressive. It's a fitting send-off as batteries will power its successor. Best Luxury SUV: Bentley Bentayga EWB The Bentley Bentayga received a stretch this year with the introduction of the EWB model. However, you'd be hard-pressed to tell just by looking at it. From the outside, it looks like any other Bentayga, but inside, you get a genuinely enormous cabin. With its new airline seat configuration, it's impossible not to ride in comfort. Despite its added size, the Bentayga hides its heft well. It's perhaps the most athletic luxury SUV, blending comfort and performance to deliver a delightful ride. Best EV: Pininfarina Battista With nearly 1,900 hp on tap, the Pininfarina Battista is the most unhinged, quickest-accelerating, most exclusive car I drove all year. With just 150 units planned for production, each with a $2.2 million base price, it is rare as it is quick. Switch through its various drive modes, and you go from a calm and comfortable GT to a brain-melting hypercar. Step out, however, and you're greeted with a stunning design. In person, it's impressive enough that you'd be content just looking at it for a while. Now that you know what some of the best cars of the years were let's look at a few stories that saw testing require racking up a significant amount of miles over at times a week or in a single day. Los Angeles to San Francisco: Rolls-Royce Black Badge Ghost My nearly 1,000-mile run from Los Angeles to San Francisco and back in a Rolls-Royce Black Badge Ghost is my most significant road trip story to date. It's the first road trip story ever published on duPont REGISTRY, but more importantly, it required racking up a considerable amount of miles in a car that's typically used sparingly. Cutting through California, the Black Badge proved that the sportiest Rolls is not just comfortable, quick, and surprisingly fun to drive but easily my favorite new Rolls-Royce currently on sale. Los Angeles to Las Vegas: Bentley Continental GT Speed At just over 900 miles, this run to Las Vegas and back in a Bentley Continental GT Speed proved that not only is this opulent coupe great for covering long distances, but that it's still a proper athlete. Powered by the last W12 the carmaker will ever produce, the GT Speed is a masterclass in engineering. It takes a sizable machine that should cower in the corners and turns it into a capable canyon carver. It also helps that Bentley sent us the best-looking GT Speed ever made with a dark green exterior finish and green suede interior. Sun Valley Idaho: Rolls-Royce Black Badge Cullinan/Ghost My drive through Sun Valley, Idaho, with Rolls-Royce earlier this year is the shortest but easily the most scenic of the three. A significant portion of our route had us driving through snow-covered roads in both the Cullinan and Ghost to test out their standard all-wheel drive systems. But really, this is a story of doing precisely what you should do behind the wheel of a Rolls-Royce, taking a calm drive in an excellent car to look at some lovely scenery. Read Our 2022 Reviews

By Gabriel Vega – January 03, 2023

2022 Maserati Quattroporte Trofeo Review: Good Looks And ...

2022 Maserati Quattroporte Trofeo Review: Good Looks And Old School Flare January 3, 2023 by admin in Dummy, Another, Category The sixth-generation Maserati Quattroporte has served as the brand's flagship sedan since it began production in 2013. Nearly a decade later, however, the Italian carmaker implemented some much-needed revisions to keep its flagship fresh, one of which was introducing the Trofeo variant for the 2021 model year. The Trofeo's goal is simple: to be the best-performing Maserati Quattroporte yet, and at the center of that pursuit is a Ferrari-derived 3.8-liter twin-turbocharged V8. While this engine isn't new to the Quattroporte, it is now more powerful than ever, boosting power from 523 hp to a more competitive 580 hp. In a straight line, the Quattroporte is like an Italian muscle car, with an abundance of speed and drama. For better or for worse, this sixth-gen car comes across as old school. While this sizable sedan is still stunning, its segment has completely transformed in the last decade. The Quattroporte isn't at the cutting edge of tech, performance, or material choice. However, after a few days and a few hundred miles, it's clear that the Quattroporte has plenty of charm. We caught our first glimpse of the sixth-gen Quattroporte over a decade ago, ahead of the 2013 Detroit Motor Show. And despite following the now-iconic fifth-gen model, the current car held its own with its sharp front fascia, bulging rear arches, and aggressive stance. It's a look that has aged remarkably well. The Quattroporte isn't overcomplicated in the pursuit of visual interest. It's simple, balanced, and cohesive. The same goes for the current Trofeo model. Despite it being the new flagship model, you won't find prominent aero elements or boatloads of exterior carbon bits. It's still firmly a luxury-focused car with a sporty edge. Its lower front fascia features a central carbon fiber lip complemented by a subtle touch in its front air intakes. It's the kind of addition you'd easily miss if you weren't looking for them. The same goes for the rocker panels, which feature carbon fiber trim, but not for the entire sides of the car. A subtle carbon fiber diffuser flanked by quad exhaust tips brings up the rear. These additions add to the Quattroporte's aesthetic but don't push it away from its original luxury persona. The least luxurious and most exciting part about the Trofeo is its engine. Like the Levante and Ghibli Trofeo, the 3.8-liter twin-turbocharged V8 dominates the driving experience. It develops 580 hp at 6,750 rpm and 538 lb-ft of torque at 2,500 rpm, but unlike in the Levante, that output goes to the rear wheels, not all four. Coupled with an eight-speed ZF automatic transmission, this engine has enough grunt to propel the Quattroporte to 60 mph in 4.5 seconds. The Best Luxury and Exotic Cars We Reviewed in 2022 In contrast, the Ghibli and Levante Trofeo accomplish that run in 4.3 and 4.1 seconds, respectively. If you want the quickest Trofeo, you'll be in the family hauler. The lack of traction is partly to blame, but then again, the Quattroporte weighs a hefty 4,661, or 45 lb more than a Ghibli, but 123 lb less than the Levante. On the road, the Quattroporte Trofeo is a highway monster. With abundant torque at your right foot's disposal, it is quick to get up and go, and happy to cruise at high speed. It's where this large sedan is most at home. Take it to a twisty road, and its powertrain becomes laggy, and despite counting on a proven ZF transmission, its calibration can't keep up with the engine. Click its left paddle for a downshift, and there's a significant delay before anything happens. The Trofeo model comes standard with Maserati's Skyhook suspension system, which consists of active dampers that adapt to various driving conditions. In practice, they are much better than the Levante's air suspension system but are still far from precise. The Quattroporte is more of a quick cruiser than a canyon carver. Despite this, it isn't as planted or confidence-inspiring as the Mercedes-Benz S-Class or BMW 7 Series. Through Los Angeles's crowded and less-than-perfect streets, the Quattroporte excels. It's comfortable, smooth and does a great job of isolating bumps. It can be a bit floaty in its softest setting while activating its suspension button takes it too far in the stiff direction. Like the other Trofeos, the Quattroporte has various drive modes, with the main ones being Normal, Sport, and Corsa. In Corsa, engine and throttle response is the most aggressive, resulting in quick bursts of acceleration, while Normal and Sport are pretty forgiving. The second significant change is the exhaust sound, which is nearly non-existent in Normal but roars to life in Sport and Corsa. It's not nearly as loud as a Mercedes-AMG product, but there's enough bark to let you know you're in something special. While there's good feedback from the Trofeo's large brakes, its steering is fairly muted. While this may be a drawback in an all-out sports sedan, it's fine in a big luxurious cruiser like the Quattroporte. Like the Levante and Ghibli, the largest Trofeo is most at home on long open roads rather than canyon routes. It wants to cruise, not rip. While its styling and powertrain are still quite contemporary, the Quattroporte's interior shows its age. The Italian carmaker has done a good job of modernizing it with updated materials such as the woven leather in the front and rear seats. However, plenty of plastic buttons and switches are easily traceable to other lower-priced Stellantis products. These are easier to forgive in entry-level Ghibli and Levante trims, but this range-topping Trofeo starts at $148,895. The cabin itself is plenty cozy. Despite sharing similar weight and price figures to the smaller Ghibli, the Quattroporte Trofeo has far more room inside for passengers. It'll comfortably seat four in its plush and inviting chairs. Despite its sleek sloping roofline, there's ample headroom for full-size adults compared to the Ghibli's cramped second row. On the tech front, the Quattroporte received some much-needed updates, namely a new 10.1-in infotainment screen that isn't available in the Levante. Although it's another Stellantis parts-sharing exercise, it's implemented well with Apple CarPlay and Android Auto smartphone connectivity, elegant graphics, and a high-resolution display. In front of the driver lives a smaller seven-inch display flanking the two analog gauges in the instrument cluster. Although its competitors count on fully digital instrument clusters, there's an old-school charm to the Quattroporte's layout. Examined in isolation, the Quattroporte interior isn't half bad. It's comfortable, quiet, and has all the tech you'd technically need. However, it is far from cutting edge when compared to the similarly priced Mercedes-Benz S 550 or BMW M760i xDrive. It is worth pointing out that this is largely due to the Quattroporte's age. The Italian carmaker has plans to replace it in either 2024 or 2025, and if the brand's latest products are anything to go by, it should be a significant improvement. As stated earlier, this Trofeo starts at $148,895. This is more than both a comparable Mercedes-Benz S550 and BMW 760i xDrive. While the Maserati makes more power than both its German rivals, the three feel about on par in the real world. The main differentiator is engine character, as the Trofeo's is far more lively than the toned-down Germans. After a few days and a few hundred miles behind the wheel of the Quattroporte Trofeo, it's clear that it's far from the perfect vehicle. It lacks some of the latest tech and the highest-quality cabin materials. However, it's likely the best-looking car in its segment, with the most exciting engine powering it. Despite its imperfections, the Quattroporte has plenty of charm. It's now the most unique option in its segment, and despite its shortcomings, its blend of power and old-school flare has an appeal of its own. View All Maserati Quattroportes For Sale

By Gabriel Vega – December 27, 2022

2023 Chevrolet Corvette Stingray Review: Unmatched Sports...

2023 Chevrolet Corvette Stingray Review: Unmatched Sports Car Value by admin in Dummy, Another, Category December 27, 2022 When the eighth-generation Chevrolet Corvette Stingray debuted in 2019, it pushed what we collectively thought a value proposition could be, and rightfully so. It finally had its engine in the middle, looked like it came from Italy, and had a sub $60,000 base price. It knocked heavily on the doors of cars that cost twice as much, often with similar or better performance figures. However, the 2023 Chevrolet Corvette Stingray is now in its third model year, and a few things have changed. For starters, that base price is now $64,500 plus a $1,395 destination fee. My 2LT tester and its Z51 Performance Package, Front Lift, and Competition Seats come in at $85,720. Additionally, the Stingray now has to watch out for the outstanding Z06 sitting above it at $106,695. I started my week with the Stingray, with the Z06 in mind. I had just driven it a few weeks earlier, on the road and on track, where it thoroughly impressed me. Thus as I stepped back into what is now the "entry-level" model, I wondered whether that drive in the high-revving maniac that was the Z06 would comparatively spoil the driving experience of what is already a solid sports car. After all, the new car is a significant improvement in all areas. However, using the Stingray as my daily driver around Los Angeles quickly squashed that fear. Sure the Z06 is easily one of the best cars I drove this year, but it doesn't detract from the Stingray's charm. And in some situations, like commuting through crowded city streets, the "entry-level" model is more comfortable and offers more usable torque but is physically narrower higher off the ground, making it easier to live with. For 2023, the Corvette brings subtle but welcomed tweaks. These include new options like an Adrenaline Red interior finish, darkened aluminum trim, 20-spoke wheels, black exhaust tips, and 14 exterior colors. These should make the latest Stingray the most customizable yet, but they won't affect how it performs on the road. The Stingray counts on a balanced and effective sports car recipe. The naturally-aspirated 6.2-liter V8 that powers it delivers a healthy but manageable 495 hp and 470 lb-ft of torque when equipped with the Z51 package or performance exhaust. That's enough power for a sub-three-second run to 60 mph and a 184 mph top speed. This is thanks in part to its quick-shifting dual-clutch transmission that makes full use of the available power. To put those stats in context, it'll hit 60 mph before a 2023 Porsche 911, 2023 Aston Martin Vantage V8, or 2023 Mercedes AMG SL 63 for significantly less money. And on the road, that straight-line speed is usable. With peak power at 6450 rpm and torque at 5150 rpm, the Stingray builds to its relatively low 6,500 rpm redline, delivering an exciting pace that doesn't get away from you. It's quick but approachable and frankly ideal for most people's skill level. The Best Luxury and Exotic Cars We Reviewed in 2022 On the flip side, the new Z07 is a far more aggressive animal that not only revs much higher, up to 8,600 rpm but makes 175 hp more when you're there, requiring your full attention. The two Vettes are quick, but the Stingray now slots neatly into sports car territory, whereas the Z07 is a full-on supercar. They may look similar, but they are two different animals. On a twisty canyon road, the Stingray served up plenty of reminders of why it received all the praise in the first place. Thanks to its magnetic dampers, it is not only planted but comfortable. It's a mid-engined sports car, equally at home on a perfectly paved road or a bumpy one. Nothing seems to affect its balance, and with plenty of agility, it's equal parts capable and enjoyable. Chevy touts a dry weight figure of 3,366 lb, which should climb by a few hundred with fluids past 3,700 lb. Despite the perceived heft, it's right on by modern sports car standards. And behind the wheel, the Vette doesn't feel nearly as heavy as it is. Despite tipping the scales at what a sports sedan should, it's light on its feet and always eager to change direction. Although its steering is light and not very talkative, it is quick and direct. When I first stepped into a Stingray some years ago, its squared-off steering wheel was a bit of an eyesore, but thankfully with time, it developed a charm, especially since you don't see this kind of design in any other sports car. While it's excellent on a twisty road, it is in crowded cities where the Stingray is in a league of its own. Those magnetic dampers I mentioned earlier result in ride quality, befitting a luxury car. Despite its low ride height, the Corvette deals with road imperfections very well. It gets very close to McLaren's wonderfully complex Proactive Chassis Control but doesn't quite beat it. So if you're limber enough to get into a mid-engined sports car every day, it'll reward you with a plush ride. Although the Stingray's mid-engined layout primarily benefits its performance capabilities, it also drastically changed its looks. While I haven't always been the biggest fan of the C8's angular styling and sharp creases, they follow a tried and tested supercar styling formula. At a glance, it's easy to confuse the Corvette with something Italian. That isn't to say that the Stingray is just a poor man's prancing horse. Instead, the Vette has a look of its own, drawing from its heritage with a more modern take. Like in the power department, the Z06 mentioned above gives you more. Its widened fenders turn the C8's sharp edges into smooth lines. Despite being the most aggressive trim currently available, it carries a more elegant aesthetic because it's more cohesive overall. It's the kind of difference that when you see it, you can't forget it. Inside, the Stingray's cabin layout angles everything towards the driver, with a column of buttons separating them from the passenger. Although naturally, there will be hard plastics for a mid-engined sports car slotting in at this price point. Chevy did a great job integrating them into the intricate interior design and adding plenty of leather surfaces to compensate. Although there's a learning curve at first, the Stingray's interior is special. It looks like nothing else and makes sitting in a Corvette a unique experience. In front of the driver sits a 12-in digital instrument cluster flanked by a smaller infotainment screen to its right. As you move through its various drive modes, the screen's layout and color shift. For example, a large horizontal tachometer and massive gear indicator take center stage in track mode. These touches add to the overall excitement of the interior. Wherever you look, you see intricate designs or colorful graphics. 2023 McLaren Artura First Drive Review: A New Era Of Performance Seating-wise, my tester had a set of optional Competition Sport Bucket Seats, which hug you in much tighter than the standard ones. However, despite their more aggressive construction, they're still relatively soft and comfortable. I wouldn't think twice before attempting a road trip in them. They represent a nice blend of comfort and sportiness. Overall, the Corvette is just a nice place to be, it's not only a performer, but with all of the tech and comfort you'd ever need, it's a joy even in soul-sucking LA traffic. With its $65,895 base price, the Stingray still offers one of the best value propositions on sale today. Should it be my money, I'd only option the $6,345 Z51 Performance Package since that affects its on-road performance the most. However, my flashy 2LT tester with its high wing comes in at $85,720. If you tick every box, a Stingray can surpass $90,000, inching closer to the $106,695 Z06. While I completely understand why someone would spend the extra cash and get into a Z06, the Stingray is still an impressive sports car in its own right. For someone shopping in the lower trim levels where its value is strongest, you'd be hard-pressed to find a more enjoyable and genuinely usable sports car for the money. Three model years on then, and the eight-generation Corvette remains just as impressive as it was back in 2019. Thanks to its segment-leading performance, on-road comfort, and twisty road agility, it's still the right car for most buyers shopping at this price point. While the Z06 grabs all the headlines for now with its manic nature, the Stingray reminds us that the flagship is only as good as it is because the Stingray is already such a strong starting point. 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By Gabriel Vega – December 19, 2022

2023 McLaren Artura First Drive Review: A New Era Of Perf...

British supercar manufacturer McLaren is stepping into a new era of performance, and it’s doing so with an entirely new car. Nothing in its latest creation; the 2023 McLaren Artura is a carryover from a previous model. From its carbon fiber monocoque to its 120-degree twin-turbocharged V6, eight-speed dual-clutch transmission, axial flux electric motor, 7.4kWh battery pack, and even interior are all components we’ve never seen before. There’s a lot going on, and on paper, it seems that the Artura follows a similar recipe to that of the P1 hypercar, just in a smaller standard production form. The result is a Porsche 911-sized car with a 671 hp output, a run to 60 mph of three seconds, and despite lugging around an electric motor and a battery pack, a 3,300-lb curb weight. I flew out to Las Vegas to drive the new Artura through Death Valley and at the Las Vegas Motor Speedway’s road course to see if all that clever packaging and engineering come together to deliver a truly memorable experience. And in true McLaren fashion, the Artura takes a very clinical approach to performance; it’s precise, calculated, and outrageously quick, even at the cost of flamboyance and pantomime. But despite how much of a performer it is, it’s not its speed that impresses most. Without stepping in, it’s clear that the Artura is a masterclass in packaging. Take its all-new 120-degree 3.0-liter twin-turbocharged V6, for example. It’s very small, and thanks to two fewer cylinders and a hot vee turbo setup, it weighs just 353 lb, or 110 lb less than the 4.0-liter twin-turbocharged V8 in the 720S. It also sits about two inches lower and revs out to 8,500 rpm. Despite its tiny footprint, this new engine pumps out 577 hp and 431 lb-ft of torque. Combined with a 34-lb axial flux E-motor that develops up to an additional 94 hp and 166 lb-ft of torque, you get a total system output of 671 hp and 531 lb-ft of torque. Thanks to its E-motor, the Artura can drive up to 81 mph for 19 miles in fully electric mode. Since this axial flux motor lives within the transmission’s bell housing, it also replaces a traditional reverse gear. Thus, the Artura’s new eight-speed transmission is about as large as a seven-speed would be. Although it doesn’t support fast charging, it’ll charge up to 80 percent after two and a half hours at (3.3 kW.) Alternatively, you can charge the battery by driving the car in its Sport or Track modes. Why You Should Buy a McLaren Artura Stepping in for the first time, the Artura feels decidedly like a grown-up supercar. It looks like the McLarens of old but lacks the manic nature of the 570S it replaces while not stepping on the 720S’ toes, which is intentional since it slots between the GT and the 720S within the marque’s offerings. It feels clinical and distilled, a feeling quickly reinforced by the sound of its engine firing up for the first time. It sounds like no V6 I’ve ever heard before, thanks partly to its 120-degree nature and tiny cylinders. And like the cars that came before it, it retains that video-game-like engine note. It’s sonorous, throaty, but ultimately synthetic. As I set off for the first time in E-Mode, the car’s startup configuration, I may as well have been behind the wheel of any other plush commuter. It’s quiet, civilized, and supremely comfortable. Despite riding mere inches off the ground, the Artura soaks up imperfections excellently. And despite not having an engine behind you drowning out unwanted noises, the cabin remains perfectly quiet. If you’re athletic enough to get in it, this supercar could be your only car. The Artura’s drive mode and suspension selectors are just behind the steering wheel. A flick upwards on its right side shifts it into Comfort mode, fires up the engine past 40 mph, and keeps it on until your speed drops below 15 mph. It works like an auto-stop-start system, but I’d only use it for long highway journeys where the engine stays on. Having it shakes the car every time it starts up gets a bit tiresome after a while. One more click, and we’re in Sport mode, and the Artura comes alive. Its engine is now always on, focusing on delivering as much power as possible without interruption. Despite not being the car’s most aggressive mode, it feels responsive. Turbo lag is drastically reduced versus a 570S, and it feels eager to launch forward regardless of your speed. It feels nearly as fast as a 720S, although thanks to excellent sound deadening, it doesn’t translate its speed to the cabin quite as well. It’s very easy to underestimate how fast you’re moving if you’re not looking at the speedo. As its name suggests, track mode is the car’s most aggressive mode, and it starts to tug at its leash. Throttle response becomes razor sharp, and lag from the engine becomes nearly non-existent. As the electric motor fills in torque throughout the rev range, the Artura hits its peak output quickly and stays there longer. Don’t, however, mistake its aggressiveness for a lack of composure. The Artura is manageable, balanced, and inviting, even turned up. As you approach its limits, the Artura never stops talking to you. Whether it be from its quick hydraulic steering system or mechanical brakes, tons of feel comes through. The McLaren feels more tactile and involved than a similar Lamborghini or Ferrari. Sure its engine could use a bit more flamboyance, but from a driver’s perspective, the McLaren is the one you want to be in if you want a surgical approach to speed. Lamborghini Huracan STO Review: A Proper Race Car for the Road Part of why the Artura is so well-behaved on the road comes down to its weight and size. Thanks to weight savings in its engine, battery, and electric motor, it tips the scales at just 3,300 lb. A comparable Lamborghini Huracan Technica weighs in at 3,500 lb, while a Porsche 911 Turbo S comes in at 3,700 lb. Thus the Artura feels lighter on its feet than competitors and remains eager to dance on a back road. The Artura achieves this weight thanks to its new McLaren Carbon Lightweight Architecture (MCLA), composed of 500 carbon fiber pieces. It’s lighter than any other monocoque the manufacturer has made and extends further back to accommodate the new battery packs found in electrified cars. It’s a clear sign that the hybrid era is here to stay. It further saves on weight by counting on aluminum structures for the front and rear subframes, which amount to 10 percent weight savings to their previous configurations. Weight aside, the new structure allows for lower door sills, making it significantly easier to get in and out of. Once sat in either the base Comfort seat or the optional Clubsport seat, you’re met with a cabin that’s a significant improvement over that of the 570S. It feels well put together, with quality materials and odd squeaks or rattles to report. While the layout consists of an eight-inch tablet-style infotainment system with some pretty sizable bezels, it finally features Apple CarPlay and Android Auto connectivity. It’s still a wired system, but at least McLaren finally matches the offerings Lamborghini and Ferrari have had for years. View More Exotic Car Reviews In the interest of full transparency, it is worth mentioning, however, that during my drive, my test vehicle suffered an issue with its key fob, not allowing the car to start occasionally, and a parking sensor that insisted I was about to hit something, even when I was alone in an open desert. According to the folks from McLaren, the key fob mishap is due to the type of battery it was using, and the parking sensor problem is due to my tester being a pre-production example, not exactly the car customers will eventually receive. Towards the end of the day, we left the road behind for some time on Las Vegas Motor Speedway’s road course, which was quite an eye-opening experience. Before this drive, I had just driven the new Lamborghini Huracan Tecnica and Chevrolet Corvette Z06 at different race tracks, and the Artura impressed the most at the limit. Like on the road, it doesn’t fall flat on its face once you genuinely push it. It takes very harsh inputs to kick its tail out. It wants to stick through corners, and even while exiting tight bends where I’d be sideways in a rear-drive Huracan, the Artura sticks. I managed nearly four hours behind the wheel of the new Artura, both on the street and the track. It’s easily one of the most capable supercars I’ve driven all year. It’s quick, agile, and responsive, like a six-figure machine should be. Which is excellent, considering it starts at $233,000. It may not have the raw sound of a Lamborghini or the glitz of a Ferrari, but McLaren’s latest creation proves that a distilled, focused approach to performance can be just as exciting. It would be easy to assume that downsizing to a V6 and including an electric motor would dilute the driving experience, but you’d be dead wrong. Instead, the two add to the Artura’s appeal, making it far more versatile than the car it replaces while adding an abundance of performance. Whether on a short commute or on track, the Artura is easily one of the most compelling cars McLaren has ever made. View All McLaren Artura's For Sale

By Gabriel Vega – December 14, 2022

2022 Porsche Macan GTS Review: Porsche's Hot Hatch

The Porsche Macan is technically the brand's entry-level model. But, since its arrival back in 2014, this small crossover has undergone significant changes that have allowed it to blossom into a truly premium product. For the 2022 model year, Porsche gave the Macan a host of new updates, including a tweaked face, new interior layout, and larger rear diffuser, to name a few. However, the largest change is, without a doubt, its shifted engine lineup. Previously, the Macan GTS counted on a 2.9-liter twin-turbocharged V6 that developed 375 hp and 383 lb-ft of torque. For the 2022 model year, however, Porsche axed the Turbo trim and stuffed its beefed-up version of that same engine under the GTS' hood. The GTS now sits at the top of the Macan food chain, and with 434 hp, a lower ride height, and new torque vectoring, it's as close as we'll ever get to a Porsche hot hatch. And in true Porsche fashion, great performance comes at a price. Design/Styling The 2022 Porsche Macan's facelift is subtle from an exterior perspective, but it's more apparent in the GTS model. Especially those equipped with the $12,010 GTS Sport Package. This gets you black satin front and rear fascias and 21-in GT Design wheels in the same finish. Along the sides, the pack adds gloss black side blades, mirror caps, and carbon-fiber sill guards. Although these darker elements are plentiful, they balance my tester's bright Python Green exterior finish well. More importantly, they serve to give the GTS a distinct look. It used to be challenging to tell various Macan trims apart, but this facelifted model takes care of that. A taller rear diffuser and a roof spoiler round up the list of GTS-specific changes. The Best Luxury and Exotic Cars We Reviewed in 2022 The Macan GTS has a particularly aggressive stance. It's now 10mm lower, and its larger 21-in wheels make it appear even closer to the ground. The Macan falls into a sizing sweet spot. At 186-in long, 75.9 in wide, and 62.8 in tall, it's slightly larger than a Golf GTI, making it family-sized but not huge to the point where its handling is spoiled. It has a distinctly small and sporty aesthetic in a sea of giant lumbering family haulers. Performance/Handling Although the 2022 Macan GTS counts on the same 2.9-liter twin-turbocharged V6 as last year's model, it now features the Turbo's tuning. It develops 434 hp and 406 lb-ft of torque, allowing for a 4.1-second sprint to 60 mph and a 169 mph top speed. This is particularly impressive when considering the Macan's nearly 4,400-lb curb weight. It comes standard with all-wheel drive and a seven-speed PDK. The 59 hp 23 lb-ft of torque increase may not seem like much on paper, but it makes for a much more aggressive little crossover in practice. I got a chance to test the new engine against the old, which now lives in the Macan S, earlier this year back to back. The difference is significant. The GTS is properly quick up a canyon road, easily keeping up with a BMW M3 or Audi RS 5. There's a whiff of lag down low, but once you get its twin-turbo V6 higher in the rev range, it comes alive. And with the GTS' standard sports exhaust, you can hear its throaty tune nicely from the cabin. It's not over the top with pops and bangs. Instead, it delivers a loud but refined song. 2022 Porsche Cayenne GTS Review: A Proper Athlete As you hit the corners, those sports sedans mentioned earlier won't get away from you. Despite sharing its architecture with the Audi Q5, the Porsche Macan drives nothing like its VW Group sibling. Instead, it's incredibly composed through tight corners, with a planted character that rarely steps out. The GTS feels like a serious machine with approachable limits. And while there's a bit of understeer if you really start to push, it's marginal. The Macan hides its size well. Despite its hefty near 4,400-lb curb weight, it doesn't feel like it in the corners. It retains an agile and nimble character. The Macan sticks through corners without drama thanks to a new torque vectoring system available through the GTS Sport Package. It's also eager to change direction, and while its steering is slight and virtually disconnected from the road, the way it moves and sounds is more than enough to deliver a truly exciting drive. While the new GTS is 10mm lower and 15 percent stiffer than the outgoing model, you'd be hard-pressed to tell around town. Thanks to its nicely tuned dampers, the Macan GTS soaks up bumps and is more than road trip-ready. During my week with it, I took it from Los Angeles to San Diego and back, and its performance benefits did not translate to discomfort. Interior/Tech Engine aside, the other major update the 2022 Porsche Macan GTS received is a new interior layout. It falls closer in line with the Cayenne's interior and gives Porshe's entry-level model a more premium feel. It eliminates the dual row of buttons in the pre-facelift model and adds new touch capacitive ones and a larger central infotainment screen. It now measures 10.9 in and offers standard Apple CarPlay. Although VW Group's touch capacitive buttons aren't great in some of its latest Volkswagen products, they're lovely in Porsche and Audi. They're bright, responsive, and laid out exactly how you'd expect them to be. This new interior has no learning curve, and I did not miss the older layout. As part of its 2022 interior update, the Macan now also comes standard with Lane Departure Warning, front and rear park assist, and a rearview camera. Since my tester featured the optional GTS Sport Package, it also receives 18-way adaptive sport seats, a significant upgrade from the standard eight-way GTS Sport Seats. They feature substantial side bolsters, but not to the point of being aggressive. They hold you nicely for a blast up a canyon road but don't prove uncomfortable for a long drive or daily commute. They fit the rest of the Macan's demeanor well. It's worth pointing out that with its updated materials, interior layout, and tech, the Macan GTS feels far from entry-level. Everything you touch and interact with feels like it belongs in a premium product. From a quality standpoint, it is nearly identical to the Cayenne GTS I tested earlier this year, just shrunken down. Pricing A significant reason why the 2022 Porsche Macan GTS feels like a premium product is that its price tag is substantial. Its $79,900 base price plus $1,350 for destination is more than reasonable for the fun and performance on offer. However, once you add in the $12,010 GTS Sport Package and the $680 heated sport steering wheel, you end up with an as-tested price of $99,170. This price places Porsche's quickest SUV in line with the BMW X3 M Competition and the Alfa Romeo Stelvio Quadrifoglio, both of which are more powerful and quicker for less money. Closing Thoughts The Porsche Macan GTS is a grown-up's hot hatch. Small and agile enough to hustle through a tight canyon road, but with enough power and grunt to keep things interesting. This may be the last update before an electrified Macan arrives, but for now, it's the one to get. Even the performance-focused GTS strikes a nice balance between twisty roads and daily driving comfort, but it's a small crossover with little compromise. If you have to have just one vehicle to do it all, the Macan GTS fits that role nicely. View All Porsche Macan GTS For Sale

By Gabriel Vega – December 12, 2022

Lamborghini Huracan STO Review: A Proper Race Car for the...

Despite their intended purpose, track-oriented supercars spend only a fraction of their lives at any given circuit. This leads them to a significant dilemma. They need to perform as their driver hammers in lap times while simultaneously delivering an engaging driving experience on normal roads. Italy's latest homologation special, the Lamborghini Huracan STO, is a perfect example of this. Last year, I had the privilege of driving the Huracan STO at Willow Springs Raceway. The STO impressed with sticky tires on hand and an open track, making it easily the best car I drove last year. Flash forward to 2022, and I finally got a chance to drive the STO on some of my favorite canyon roads and around Los Angeles. With a naturally aspirated V10 paired to what is easily one of the loudest stock exhaust systems I've ever heard, along with its clever suspension and outrageous styling, it didn't take long for the STO to remind me that it's a truly impressive machine. Lamborghini Huracan STO Design/Styling Even a glance reveals that the STO is a homologation special. It uses the brand's Super Trofeo EVO and GT3 EVO race cars as its base. While race car-inspired special editions are not rare, none seem to go quite as far as the STO. While it's unmistakably a Huracan, virtually every panel on the STO is new. The front no longer houses a traditional front bumper flanked by fenders and a hood. Instead, we get what Lamborghini calls the "cofango." It's a clamshell design covering the car's whole front and opens up as one large piece. All Huracan STOs For Sale The STO features aggressive side skirts along the sides that lead into a widened rear quarter panel. The quarter panel itself now features a shark fin design that channels air and NACA ducts on either side. All of the air leads to the massive adjustable rear wing. While it doesn't feature any active aero, the STO's adjustable components can deliver up to 935 lb of downforce at 173 mph. That figure marks a 37 percent improvement over its predecessor, the Performante. Lamborghini opted to use its carbon fiber "sandwich" technique for 75 percent of the STO's body panels. The result is a dry weight of under 3,000 while utilizing 25 percent less carbon fiber than usual. While its styling screams function over form, that doesn't mean the STO isn't still striking to look at. With not a single flat surface on it, the STO's bodywork is busy in the best way possible. Lamborghini wanted to deliver a race car for the road, and by mainly sticking to the race car's original styling elements, it has achieved it. Also Read: Lamborghini Huracan EVO RWD Spyder Review: Proper Supercar Theatrics Lamborghini Huracan STO Engine/Performance While I got my first taste of life behind the wheel of the STO on track, it was even more enjoyable on my favorite canyon roads. For starters, its 5.2-liter naturally-aspirated V10 remains a true masterpiece. Developing 640 hp and 417 lb-ft of torque, the STO is the most powerful member of the Huracan family. A seven-speed dual-clutch transmission sends all of that power to the rear wheels. Despite this, the STO sill hits 60 mph in around three seconds before continuing onto a top speed of 192 mph. There's also a rear-wheel steering system, a first for a rear-drive Huracan. The STO delivers power on the road like any other Huracan; there's just more of it sitting at the top end of the rev range. As a result, the STO rewards you as you drive more aggressively. There isn't a massive reserve of low-end torque waiting to rocket you forward. Instead, the STO asks you to work for your speed, keeping the revs high as you connect various corners. The dual-clutch transmission makes this a breeze with tight gear ratios and instantaneous response. Even in automatic mode, its programming always kept me in the right gear. On the suspension front, the STO features steel springs with magnetic dampers. Helped along by all of the aero mentioned earlier, the STO remains perfectly planted, even through tight, quick corners. The STO delivers a level of stability that inspires confidence to push further. Despite the incredible performance, the STO isn't as stiff as I thought it would be around town. While there's no comfort mode, the magnetic dampers do a decent job of soaking up imperfections on the road. The STO's brakes feature proper race car tech. While they're carbon ceramics just like on a standard Huracan, their racing origins mean they can withstand 60 percent more stress than usual. On the road, I was able to stomp on the brakes repeatedly without any drop in performance. Once its brakes are up to temperature, the STO delivers some of the best braking performance in the business, also contributing to a higher sense of confidence behind the wheel. Overall, every part of the STO's driving experience just feels alive. There is not a dull moment behind the wheel of this car. Its steering, powertrain, suspension, and brakes are nicely dialed, mastering on-track performance while delivering an absolute riot on normal roads. Also Read: 2021 Lamborghini Urus Review: A True Super SUV Lamborghini Huracan STO Interior/Tech Given its race car roots, the Lamborghini Huracan STO's interior is about as barebones as barebones get. You won't find a cup holder, storage bin, or frunk. The STO isn't a weekend getaway kind of car. Its purpose is performance above all else. A look around its interior reveals a sea of carbon fiber. From the door panels to the air vents, the floor, and the seats, you'll find an abundance of the lightweight material. My tester featured black suede seats with bright red contrasting accents, which added some much-welcomed vibrancy. The seats themselves aren't as uncomfortable as you might expect from carbon-backed racing chairs. However, I struggled in the shoulder department as the seat's opening is relatively narrow. There's still good headroom despite the Huracan's low sloping roof. As I found out last year, my 5'10 self fits comfortably, even with a large helmet. The Huracan STO features the same central infotainment system as the standard car. Since it controls most of the car's systems, you'll find a lack of buttons in the interior. Despite this, you get wired Apple CarPlay connectivity and an adjustable digital instrument cluster in front of the driver. As a result, the STO does not lack in the connectivity department. Lamborghini Huracan STO Pricing Given that the STO delivers arguably the best driving experience of any modern Lamborghini, it comes at a price. While the starting price is $327,000, my tester came in much closer to $400,000, thanks to optional extras such as the paint and interior colors. According to Lamborghini, the STO is not a limited edition model. Despite this, production is still expected to be lower than other Huracan variants. Thanks to its race car-inspired tech, styling, and driving experience, the Huracan STO delivers a unique drive in today's market. With a naturally aspirated engine and a beautiful sound, the STO hones in on what makes an exciting drive, even at slow city speeds. Having driven it both on and off the track, it's clear that the STO nails that dual personality, meaning that no matter where you drive it, you'll be smiling while you do. View All Huracan STOs For Sale

By Gabriel Vega – December 06, 2022

2022 Audi RS 6 Avant Review: Putting It All Together

When Audi announced its plans to bring the fourth-generation RS 6 Avant to the U.S. market, it took a significant risk. It's no secret that Americans don't buy station wagons unless there's a big engine under the hood producing an outrageous amount of power. At least, that's what the German carmaker was betting on. However, it's been over two years since this long-roofed performance car went on sale, and not only has it confirmed that the demand is there, folks have lined up to get one. Following a week behind the wheel of the 2022 Audi RS 6 Avant, it has become significantly harder to recommend a sporty SUV. With the space of a family hauler and the planted handling characteristics of a sedan, this RS 6 is one of few cars that strikes a true balance between sportiness and practicality. Up a canyon road, it'll comfortably keep up with a mid-engined supercar and is one of few Audis that doesn't dull the experience the quicker you go. What was once a long-roofed gamble may just be the best new Audi on sale. Design/ Styling The 2022 Audi RS 6 Avant is one of just three high-performance wagons currently on sale in the U.S. Following the departure of the brilliant Mercedes-AMG E63 S Wagon. It only has to worry about the Porsche Panamera Turbo S Sport Turismo and Taycan Turbo S Cross Turismo, both of which cost significantly more than the Audi. Regardless of the small pool of competitors, the RS 6 is still easily the best-looking. Roof length aside, there is no mistaking an RS 6 with an A6 or S6. For starters, it's wider by 1.6 in on either side and features a massive front grille flanked by aggressive intakes. As you move down its sides, you'll encounter its optional 22-in wheels, which contrast nicely against its Tango Red metallic exterior paint. Bringing up the rear is a slightly sloping roofline, which ends in a sporty roof spoiler. Below sits a massive diffuser with two enormous exhaust tips to match. The RS 6 Avant walks a fine line between performance and elegance, leaning ever so slightly towards the former. However, it isn't over-the-top in a look-at-me kind of way. Option it in a darker shade like Mythos Black or Nardo Gray, and even this nearly 600-hp wagon easily blends in. However, it is worth noting that during my week with the RS 6, more strangers came up to me, wanting to know about the car than while driving any of the other supercars I've tested this year. It's a rare sight, and it seems to get people excited. Performance/Handling Powering the 2022 Audi RS 6 Avant is a 4.0-liter twin-turbocharged V8 and a 48-volt mild hybrid system. It develops 591 hp and 590 lb-ft, allowing it to hit 60 mph in a brisk 3.5 seconds before continuing onto a top speed of 190 mph. If this engine seems familiar, it's because it is the same Porsche-developed unit that also powers the Panamera Turbo S Sport Turismo. And like in the Porsche, it's mated to an eight-speed automatic transmission. Like all other RS 6's, this one also gets Audi's Quattro all-wheel-drive system as standard. Around town, the RS 6 Avant wears its luxury car hat quite well. It's quiet, comfortable, and easily blends into the background. Not even its sizable 22-in shoes ruin its ride. Thanks to its adaptive air suspension, the RS 6 easily soaks up bumps, dominating the daily commute it'll be subjected to on most days. Turn onto a canyon road, and that's when the RS 6 Avant becomes most impressive. It's not all about the raw speed, although there's tons of that. The RS 6 is a grippy, confidence-inspiring super wagon that forgives mistakes and has limits far higher than you'd expect. This is a car that weighs nearly 5,000 lb yet can keep up with a modern supercar on a back road. 2023 BMW M4 CSL First Drive Review: Focused, Raw, and Exciting Unsurprisingly, most of this comes down to its engine, which delivers boatloads of turbocharged torque, allowing the RS 6 to claw its way out of corners. Although it's not a high-revving V8 by any means, it responds quickly with little lag. In stock form, it's also not particularly resonant, although a nice low-end burble permeates through the cabin. If there is one drawback of this powertrain, it's the eight-speed automatic transmission. Although quick enough for most applications, it doesn't offer crisp upshifts or downshifts like a comparable dual-clutch. Through the corners, the RS 6 Avant hides its near 5,000-lb curb weight well, with very neutral handling characteristics. You have to push very hard before the RS 6 gets out of shape. It wants to grip and doesn't immediately default to understeer. This is partly thanks to its rear-wheel steering system, which helps shrink its wheelbase. Although its steering is light and easy for around-town commuting, it's far from the most communicative. My tester featured optional RS carbon ceramic brakes with massive 16.5-in rotors upfront. They strike a nice balance between outright performance and daily drivability. On a back road, they have more than enough bite to keep the RS 6 Avant in check, but remain easy to modulate around town. Interior/Tech Inside, the RS 6 Avant benefits from Audi's excellent interior design language. It combines a 10.1-in infotainment screen with an 8.6-in touchscreen display that controls vital features such as your climate controls. Although its dual-screen setup is quite unusual to use at first, all of the buttons are right where you'd expect them to be, making it easy to control all the settings you'd want to adjust daily. In front of the driver sits a 12.3-in digital instrument cluster, allowing you to pick from various menus, setups, and even a large digital map. As you progress through the RS 6's drive modes, it switches between multiple layouts, although the one with the large map and navigation instructions up ahead is easily the most useful. 2022 Mercedes-Benz S580 4MATIC Review: Punching Way Above Its Class My tester combined Cognac Brown leather with Granite Gray stitching to create a winning combination. It still counts on black leather for its door panels and dashboard, but the pop of brown playing off the bright red exterior makes for one of the best-looking RS 6's I've ever seen. It all comes as part of the $2,500 Executive Package, which also adds heated rear seats, a heads-up display, and soft-closing doors. Pricing The 2022 Audi RS 6 Avant starts at $116,500. However, my tester came in with an as-tested price of $145,440 thanks to notable options like its carbon-ceramic brakes ($9,000), Carbon Optic Package ($6,350), and Executive Package ($2,500), to name a few. Even amongst its few competitors, the RS 6 Avant is cheaper than both the $190,400 Panamera Turbo S Sport Turismo and the $188,950 Taycan Turbo S Cross Turismo. Closing Thoughts In bringing the RS 6 Avant to the U.S. market, Audi proved that an SUV isn't always the answer. Although high-riding family haulers have come a long way in terms of performance, none compare to the balance and agility that the RS 6 Avant offers. With seating up to five and an enormous trunk out back, the RS 6 makes a strong case for itself as the only car you'd really ever need. It's not without its flaws, like its disconnected steering and dull eight-speed automatic. Still, there's enough grunt, grip, and handling to use any canyon road. The RS 6 isn't unique because of the various things it can do. It impresses by how seamlessly it combines them to deliver a truly enjoyable daily driving experience from a wagon that can still bully a full-fledged supercar. View All Audi RS 6 Avants For Sale

By Gabriel Vega – December 02, 2022

2023 BMW M4 CSL First Drive Review: Focused, Raw, and Exc...

The standard BMW M4 is already a wildly capable car. Despite its sizable footprint and hefty curb weight, it has enough power, suspension, and brakes to eat up a canyon road. However, BMW felt it left performance on the table and decided to push on. The result is the 2023 BMW M4 CSL, a hardened, lightened, track-focused special edition variant that ditches all notions of daily driving comfort in favor of outright speed and performance. With a starting price of $140,895, the CSL is a whopping $61,300 more than an M4 Competition. Therefore it has to offer an incredible driving experience to live up to that price tag. It may already hold the title for the quickest production BMW ever to lap the Nürburgring, but what matters here is how much of that raw speed translates to fun in the hands of someone without a racing license. And after hustling it up a canyon road, it's clear that the CSL has more than enough theatrics to back up its hefty price tag. The CSL, in its name, used to stand for Coupe, Sport, and Lightweight, a moniker used only twice before it made it onto the back of this M4. It first appeared in the 3.0 CSL of the mid-1970s, then on the e46 M3 CSL of the early 2000s. Today, however, the German carmaker wants to replace the meaning of that first letter with "Competition," mainly as a nod to this latest car's incessant pursuit of lightness and performance. The CSL starts with a pair of manually adjustable M Carbon bucket seats which eliminate 53 lb while also removing its rear seats and accompanying hardware to save an additional 46 lb. This special M4's unique wheels, springs, struts, and carbon-ceramic brakes save another 46 lb, while a significant reduction in sound deadening cuts a further 33 lb. 2023 BMW i7 First Drive Review: Better With Batteries The M4's diet doesn't stop there, however. It may look far more aggressive than the car upon which it's based, but its carbon-fiber-reinforced plastic roof, hood, and trunk lid are mainly there to remove weight. With its molded rear lip spoiler, the trunk saves 15 lb by itself. Combine these weight-saving efforts, and the CSL's curb weight shrinks to 3,640 lb. Although still hefty by sportscar standards, it's 240 lb lighter than an M4 Competition. The other side of the CSL's equation is its beefed-up output. Thanks to revisions to its engine management system and boost pressure up from 24.7 psi in the Competition to 30.5 in the CSL, its twin-turbocharged 3.0-liter straight six now develops 543 hp and 479 lb-ft of torque. These figures come in at the same 6,250 rpm and 2,750 rpm, respectively, as they do in the Competition, but thanks to this car's updated throttle calibration, they come in much more aggressively. Like the e46 M3 CSL that preceded it, this latest interpretation is only available with a ZF eight-speed torque-converter automatic transmission. Power also only goes to the rear wheels, making the CSL's run to 60 mph 0.2 seconds slower than an xDrive-equipped M4 Competition, at 3.6 seconds. As it's free from an electronic limiter, this sporty coupe tops out at 191 mph, whereas the standard car stops pushing at 155 mph. From the instant you press its red start button and its straight six's blaring cold start roars through the cabin, the CSL doesn't let you forget that it's special. With little sound deadening to protect your ears, its raspy exhaust note is always present, with no need to pipe it in digitally. This car is not concerned with quietness or comfort, it's built for fast driving, and that's all it wants to do. 2022 Mercedes-Benz S580 4MATIC Review: Punching Way Above Its Class Thanks to its solid engine and transmission mounts, the CSL vibrates far more than any M4 before it. It retains the same drive modes, Comfort, Sport, and Sport+ modes, as the standard car, except that the first only slightly eases up the CSL's firmed-up suspension. It's harsh around town, but that's what we'd expect from a track-ready sports car. The CSL's tight suspension delivered a composed and neutral drive up a twisty canyon road. There's no body roll to speak of, and this beefed-up M4 confidently puts all of its power down. Since its lightweight wheels and brakes significantly reduce its unsprung weight, it's not surprising that it is also quick on its feet to turn into a corner. Plus, with its Michelin Pilot Sport Cup 2 R tires brought to proper operating temperature, it delivers a substantial amount of grip, pushing its limits far beyond what I can explore on a public road. Like in the M4 Competition, the CSL's steering is far from talkative but is impressively fast. Even subtle wheel movements result in substantial direction changes. It's the type of steering that rewards thoughtful inputs while punishing ham-fisted maneuvers. Driving this car at speed requires your total concentration. It may be incredibly capable, but drive it aggressively, and it can easily bite back. Its powertrain is in part to blame for its on-edge nature. It may have peak power and torque figures as an M4 Competition, but its throttle calibration is more of an on/off switch, which is great for a hot lap on a track, but tricky for on-road use. This is also evident around town, where the CSL can be jerky out of full auto mode, lurching forward like an early 2000s supercar. Combine the quick steering with near-instant power delivery, and you get a sports car that is both exciting and a bit terrifying. Thankfully, the M4 CSL's carbon-ceramic brakes offer plenty of stopping power and are surprisingly easy to modulate around town. They are perhaps the most docile part of the car. A new titanium silencer saves a further 9 lb and adds more noise and tone to the M4's already raspy note. Like the rest of the car, it sounds much more aggressive than standard, as it fully uncorks the CSL's straight-six. It's over the top and fits the car's character perfectly. Although its matte gray paint hides most of its exterior carbon bits, its interior leaves them exposed for you to enjoy. The most prominent is its exposed carbon center console, which plays off the carbon inserts in the steering wheel, paddles, and dashboard. There are lightweight materials regardless of where you look. Instead of sitting in the CSL, you plop into its fixed-back manually-adjustable M Carbon seats. Like in a proper track car, there's no quick height adjustability, and along with the leg-splitting carbon insert found in most M products, these particular seats add tons of bolstering with minimal padding. Although these make the CSL miserable to drive around town, they add to its sense of occasion. The rest of the M4 CSL's interior is like any of its standard production siblings. Screens, tech, and safety systems and all. BMW plans to build just 1,000 units of its latest special edition coupe, each with a starting price of $139,900 plus $995 for destination. This planned production run makes it the rarest CSL ever, as the German carmaker produced 1,383 M3 CSLs and 1,265 3.0 CLSs. While the 2023 BMW M4 CSL may cost $61,300 more than a standard Competition model, it offers its driver substantially more as well. It feels raw, engaging, and thrilling to a heightened degree. While the standard M4 is a wildly capable car, it is often muted and a bit disconnected from its driver. It's far from as tactile as older M models. The CSL, however, is a step in the right direction, piping in real noise, vibrations, and terrifying performance that makes for an exhilarating drive. If anything, the CSL highlights what the current-gen M4 is missing. It's too subdued, quiet, and compliant. The CSL demonstrates what BMW's M division can accomplish when tasked with building a car that chases a particular goal instead of a wide gamut of behaviors. The CSL is focused, raw, and exciting, but due to its limited run, it's one of the best M cars few people will ever experience. View All BMW M4s For Sale

By Gabriel Vega – November 30, 2022

2023 BMW i7 First Drive Review: Better With Batteries

The BMW 7 Series just took a significant leap forward, and all it took was ditching its fossil-fuel-burning powertrain to do it. In terms of sales, the Mercedes-Benz S-Class dominates the full-size luxury sedan segment in the U.S. In 2021, the sedan with a three-pointed star on its hood sold nearly twice as many units as Bavaria's best. In fact, the last time the 7 Series outsold its closest competitor was a decade ago, in 2012, so something had to change. Enter the 2023 BMW i7. It's the first ever fully electric 7 Series based on the new G70 platform and it’s gunning for the S-Class and its electric counterpart, the EQS 580. With nearly Rolls-Royce interior noise levels, a cleverly-tuned air suspension system, and an interior cabin that feels truly opulent, this electrified seven may just be the best yet, if you can stand to look at it, that is. From a glance, it's nearly impossible to tell that the 2023 BMW i7 is not just another gas-burning large sedan. Its long hood, chunky proportions, and upright nature allude to an engine under its hood. And that's because, in some configurations, there is. This latest G70 7 Series is still available with a twin-turbocharged V8 only for the U.S. market. The rest of the world will have to plug in if they want the best performance figures. Its more traditional styling has its pros and cons, though. For starters, this i7 will do well with folks that don't necessarily want to drive around in an egg-shaped aero-focused sedan. Instead, it gently nudges its customer base toward an electrified future without drastic changes. On the flip side, however, this i7 lacks some critical features found in cars envisioned as EVs from the start, such as a front storage space. The i7 is quite a sizable machine. At 212.2 in long, 76.8 in wide, and 60.8 in tall, it is larger in every metric than its direct competitor, the Mercedes-Benz EQS 580 4Matic, and 5.1 in longer than its predecessor. This translates to both a formidable road presence and a truly roomy cabin. More on that later. The elephant in the room, however, is its styling. Its front end builds on the G11 generation car that it replaces with even larger kidney grilles, thin split headlights, and sharp angles in its lower front fascia. Although these design choices look much better in person than in photographs, they'll still likely split opinions like the rest of the brand's current catalog. However, one thing that will lead to a more general consensus is how the i7 performs on the road. Having driven this electrified sedan back to back with its gas-powered sibling, it is undeniably better with batteries. Although the German carmaker has gone to great lengths to mute the sounds and vibrations from its twin-turbocharged V8 up front, it can't match the absolute silence the i7 delivers. Like a proper flagship luxury sedan, the i7 is quiet and quick. No road noise, wind, or harsh road imperfections disturb the i7's interior. It achieves Rolls-Royce levels of interior noise for substantially less money. However, thanks to two electric motors, one in each axle, the i7 still instantly delivers 536 hp and 549 lb-ft of torque. BMW estimates it'll reach 60 mph in 4.5 seconds before continuing onto a top speed of 149 mph. 2022 Porsche Cayenne GTS Review: A Proper Athlete With a 101.7 kWh battery in its floor, BMW estimates that the i7 will deliver up to 300 miles of range. It can charge at speeds of up to 195 kW, adding up to 80 miles in ten minutes plugged in. Like other German carmakers, BMW includes three years of free unlimited charging at Electrify America stations. Although the i7's electrified powertrain delivers excellent power and range, it comes at the cost of weight. While the V8-powered 760i xDrive has a curb weight of 4,969 lb, its electrified sibling tips the scales at 5,917 lb, a 948 lb difference. This is marginally heavier than the 5,888-lb EQS 580 but substantially more than the 5,236 Lucid Air. The added weight rears its head in the handling department. The 760i xDrive is a surprisingly willing dance partner through the corners. It hides its size and weight well and, thanks to its clever air suspension, remains relatively flat through the bends. The i7, however, never lets you forget that it's packing a few extra pounds. It's not nearly as agile or grippy and leans considerably more as you push it. Thankfully, its electrified powertrain and all-wheel drive system allow it to shoot out of corners confidently. From a daily driving perspective, none of this matters because the i7 is a star in traffic. Its air suspension complements its already quiet nature by seemingly eliminating road imperfections. The only vehicle I've driven in recent memory that achieves this is the Rolls-Royce Phantom, which starts at over $400,000. As far as large luxury sedans go, there's no longer a clear winner. BMW and Mercedes-Benz are dueling it out on level ground. Tap the i7's door handles, and its new automatic doors swing open to reveal a genuinely stunning cabin. While its curved 12.3-in instrument cluster and 14.9-in central display screens are executed beautifully, it isn't this car's flashy tech that impresses most. Instead, its massively improved interior materials steal the show. From soft-touch leather seemingly everywhere to glass details throughout, the i7 screams opulence. The G70 is not just an improvement over the outgoing model in terms of its interior. It is a massive leap forward. And aside from the excellent sound deadening mentioned earlier, it's outstandingly comfortable. As standard, the i7 gets what BMW calls its "multi-contour" seats which offer both heating and cooling as standard in the i7 with an optional massage feature available as well. They're plush, easily adjustable, and great to spend a lot of time in. 2022 Mercedes-Benz S580 4MATIC Review: Punching Way Above Its Class The i7's longer wheelbase translates to substantially improved interior space. With the optional Executive Lounge option, you get rear seats that can recline up to 42.5°. While other executive sedans have reclining seats, none offer the optional 31.3-in 8k touchscreen display found in my tester's second row. It folds from the roof when called upon from a small touch screen embedded in the rear doors and offers vibrant colors. At this price point and segment, these unique touches, like its seats, 8k screen, and automatic doors, set cars apart, and the BMW i7 is littered with them. It feels like BMW has given its flagship sedan significantly more attention than in the decade or so prior. It rivals not only its closest competitors but also knocks on the door of the Rolls-Royce's that sit above it. The 2023 BMW i7 starts at $119,300 plus $995 for destination fees. For context, the 760i xDrive mentioned earlier starts at $114,595, including destination, while the cheapest 740i starts at $94,295, including destination. The 2023 BMW i7 may be the brand's first electric flagship sedan, but it excels because of how much time and thought has gone into its development. From how it drives to how quiet and comfortable it is to ride in, the new seven is a much better car when batteries power it than fossil fuels. BMW is taking a gamble with the i7, betting that luxury consumers will prefer a more traditional look than a futuristic aerodynamic aesthetic. Whether that is the case or not, there is no doubt the i7 is properly equipped to be one of the best luxury products the carmaker has ever made. View All BMWs For Sale

By Gabriel Vega – November 16, 2022

2022 Porsche Cayenne GTS Review: A Proper Athlete

Most sporty SUVs represent a compromise. They attempt to be all things to all people, combining their practicality and size while offering enjoyable handling and performance. But while many contenders try to walk this fine line, almost none succeed. Making a tall SUV filled with all of the heavy tech and luxury materials that most buyers expect that is still genuinely fun to drive is a tall order. However, by simply ignoring the laws of physics, the 2022 Porsche Cayenne GTS achieves just that. By most metrics, the third-generation Porsche Cayenne is a great luxury SUV. Big, tall, spacious, and with some of the best-build quality in the business, it delivers on its promises. However, step up to the GTS, which stands for Gran Turismo Sport, and you get a V8-powered family hauler that is quick in a straight line, agile in the corners, and with its direct steering, a true joy to drive. The Cayenne GTS is one of few SUVs that doesn't sacrifice its driving experience for practicality. Design/Styling The 2022 Porsche Cayenne GTS wears its size well. Despite its sizable 193.7-in length, 78.1-in width, and up to 66.8-in height, it comes across as much smaller than it is. This is likely due in part to its soft-flowing lines. There's not a harsh angle anywhere on this SUV's bodywork, allowing its front-end styling to neatly transition through its sides and out to its rear end. Although this GTS isn't a Coupé, its roofline still slopes considerably, tying in nicely with the rest of its subtle lines. This third-gen GTS builds on the styling elements that made its successors popular with enthusiasts and normies alike. Like those earlier models, it doesn't wear outer chrome trim or any other details that exist purely to draw attention. Take its standard satin black 21-in RS Spyder wheels, for example. Despite showcasing a sporty multi-spoke design, they're executed in a subtle shade that doesn't stand out for the wrong reasons. 2022 Mercedes-Benz S580 4MATIC Review: Punching Way Above Its Class The same goes for its intakes up front and rear diffuser out back. These are unique to the GTS but don't immediately appear so. At a glance, it's tough to tell that you're looking at an SUV with a twin-turbocharged V8 under its hood. It's only when you step closer and look at its darkened headlights, taillights, black badges, and gloss black elements throughout does it become apparent that you're looking at something special. Despite firmly positioning itself as a sporty SUV, the Cayenne GTS retains an elegance that its closest competitors often lack. Even my tester, with its $3,150 Carmine Red exterior finish, flies under the radar. It knows what it is and sees no need to shout about it. Power/Handling As soon as you turn the key and fire the Cayenne GTS' 4.0-liter twin-turbocharged V8; it begins to shatter misconceptions. This SUV burbles at idle like a muscle car, and once its valves are open, its engine's throatiness only builds. Porsche's standard Sport Exhaust system allows this engine to sing its song without muffling it to retain a luxurious experience. Although it's piped via the cabin's speakers, the sound still comes across as authentic and not overly digital. Step on the gas, and it's hard to believe that this SUV only develops 453 hp and 457 lb-ft of torque. Despite lacking a proper PDK transmission and counting on a Tiptronic S eight-speed automatic, the Cayenne GTS still rips gear changes and, with a standard all-wheel-drive system, makes full use of its available power, making it feel like much more than it actually is. Flat out, it'll hit 60 mph in 4.5 seconds before continuing onto its 168 mph top speed. Since modern performance stats have largely spoiled us, those acceleration figures may not seem all that impressive, but when considering the GTS' 4,954-lb curb weight, they're formidable. And it feels just as intense from inside the cabin. With peak torque at 1,800 rpm and very little turbo lag, this Cayenne's aggressive pull in a straight line brings into question why anyone would step up to a Turbo or Turbo S. Raw speed aside, the GTS impresses with its composure. Slam the gas, and it doesn't rock backward like many high-riding competitors. The same goes for the corners, where even during an aggressive run up a canyon road, the GTS remains perfectly stable as if the laws of physics don't apply. Porsche achieved this by revising its active dampers and three-chamber air suspension system, which combats body-roll and lowers the GTS' ride height by nearly 1.2 in when compared to a Cayenne S. Around town, the GTS is undeniably firmer than its S sibling, but not excessively. It's the almost unavoidable trade-off of having an SUV that corners as well as a proper sports car. Road imperfections are more noticeable, but not to the detriment of this SUV's driving experience. The GTS never proved uncomfortable or unforgiving, even through Los Angeles' pothole-filled city streets. 2023 Rolls-Royce Phantom Review: A Step Above The Rest The Cayenne's driving experience is made not only by its performance but by how communicative it is. Even on the tightest canyon roads, the GTS is an agile machine. With incredible front-end grip, it turns in both quickly and neatly. It's eager to change direction, masking its substantial curb weight. Unlike most competitors, its steering is direct and offers excellent feedback. Its smaller sporty steering wheel only adds to the experience, as it's the complete opposite of the sizable options found in most luxury SUVs. My tester wore a set of $9,980 carbon-ceramic brakes, which seemed utterly unphased, regardless of how hard I pushed them. Although the stock steel brakes would do fine as well, even this pricey option is only a drop in the bucket when talking about an SUV that costs $143,320 as-tested, so you might as well have them. Interior/Tech Inside, the 2022 Porsche Cayenne GTS doesn't forget its luxury roots. Take its $420 18-way adjustable Adaptive Sport Seats, which are available as an upgrade to its $4,030 Premium Package. Although they tighten enough to hold you in through the corners, they still prioritize all-around comfort for daily driving. With their excellent levels of adjustability, it's easy to find a comfortable driving position. They allow you to lower to the point where you feel like you're down low instead of towering over the surrounding small cars in traffic. Although a standard Cayenne starts much closer to $70,000, its build quality is still impressive in this $143,320 GTS. My tester builds on this solid foundation with its $2,970 GTS interior package, which takes the standard black leather and Race-Tex combination and adds embroidered headrests, and Carmine Red stitching on the seats, doors, center console, and dashboard. The package brings in some of the bright exterior finish into the cabin without overdoing it. On the tech front, the GTS counts on the same 12.3-in central touchscreen as other Cayenne models, which features both Apple CarPlay and Android Connectivity and the sixth-generation PCM infotainment system. Although I prefer smartphone connectivity for its ease of use, the Cayenne's standard system is sleek and easy to use, even including red accents to match the rest of this SUV's aesthetic. Pricing The 2022 Porsche Cayenne GTS costs $109,000 plus a $1,350 delivery fee. My tester, with its notable options like its $3,150 Carmine Red paint, $3,590 Porsche Dynamic Chassis Control, and $9,980 Ceramic Brakes, elevate that base figure to $143,320. Similarly-priced competitors include the BMW X5 M, GLE 63 S Coupe, and Audi RS Q8, and while all of these make more power than the GTS and offer greater straight-line performance, none can match it in terms of pure driving fun. Besides, those interested in straight-line speed can continue climbing the Porsche ladder to the Turbo, Turbo S, or Turbo GT. Closing Thoughts The 2022 Cayenne GTS doesn't sacrifice its driving experience in the name of cargo space. It's quick, agile, and above all else, fun to drive. From its powerful V8 engine that delivers ample torque and a burly note to its flat handling characteristics and incredible grip, this SUV can go toe to toe with a proper sports car. Anyone who buys one for it won't feel short-changed on a twisty road. Ditch my tester's bright Carmine Red exterior finish, and you're left with a family hauler that is fun when you want it but flies under the radar for daily driving. It's subtle, elegant, and not boastful about its capabilities. Although it's not the quickest, most powerful, or most expensive SUV on the market, its lack of compromises makes it one of the most enjoyable. View All Cayennes For Sale

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