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 – December 02, 2021

TechArt GTstreet R First Drive: A Porsche Fit For Batman

For most of us, the Porsche 911 Turbo S is as good as it gets. With its widened bodywork, active aero, and outrageous performance, the Turbo offers up hypercar-beating stats at a quarter of the price. However, german tuning house TechArt believes even the Turbo leaves room for improvement on the table. The first GTstreet was born in the early 2000s, based on the 996 generation of the 911. The formula was simple yet effective. The GTstreet series improved the Turbo's aerodynamics, suspension, and powertrain, pushing what the 996's platform could do. Flash forward 20 years, and TechArt's formula remains largely unchanged with their latest creation, the GTstreet R. It uses the 992 911 Turbo S as its base, and I drove it in the canyons above Los Angeles to see just how different it is from its distant cousin. Styling Turned Up To 11 The GT Street R looks like nothing on the road. While its crazy aero is visible from a mile away, there's a method to the madness. The aero on the GTstreet R was developed through extensive wind tunnel testing. The result is 45 percent less lift on the front axle and four times more downforce on the rear axle than a standard Turbo S. Despite the drastic exterior changes, the R retains the Turbo's active aero systems. However, TechArt reworked these components extensively, as seen by the massive wing in the rear. To keep the weight down, most of the elements that give the GTstreet R its distinct look are made out of carbon fiber. Matching the wicked styling is a more aggressive stance, widened by 30 millimeters in the front. Both 20 and 21-inch center-lock wheels are available with an optional aero disk. If it were up to me, the aero disks are a no-brainer as they tie in nicely with the rest of the aero-focused design. A Monster, Even In Stock Form If the stock Turbo S' 640 hp and 590 lb-ft of torque aren't enough, TechArt will happily give you more power with one of its two optional packages. The first sees power jump up to 710 hp without significant hardware changes or tuning the stock engine management software. However, the second pack and its new turbochargers push the R to up to 800 hp and include new software for both the engine and transmission to keep things in check. Unfortunately, the GTstreet R I got a chance to play with didn't feature any additional power. However, it did have TechArt's lowering springs and all of the aero bits mentioned earlier. If you want greater adjustability, TechArt also offers a coilover kit that'll let you adjust your R even further. In a straight line, the R without the performance upgrades feels quite similar to the Turbo S upon which it's based. The turbo flat-six under the hood delivers instant acceleration, massive torque, and consistent power to redline. Starting with a Turbo S means that even in stock form, the R is already a monster. Around the bends, those aero improvements mentioned earlier are instantly detectable. While the R is undoubtedly stiffer than a Turbo S, it feels extremely planted while offering tremendous grip around corners. The GTstreet R I drove didn't have TechArt's recommended Michelin Pilot Sport 4S tire. Regardless it still managed to hang on even in the tightest bends. One surprising aspect of the R was how much induction noise you get in the cabin as you blast your way up the road. You can literally hear the engine sucking in the air as you climb up the rpms. The added noises only add to the overall drama of the driving experience. Thankfully, this R retained the stock carbon-ceramic brakes of the Turbo S, which are, without a doubt, some of the best in the business. You get a strong initial bite and immense stopping power, which you'll need if you plan to order an R with added power. An Ultra-Customizable Cabin With its wind tunnels and groups of engineers, TechArt does the heavy lifting with the exterior of the GTstreet R. However, the German tuning house gives the buyer total freedom over the interior. You can option different leather materials, Alcantara, and carbon fiber parts. The only limiting factor as to how wicked the interior can get is the buyer's wallet. My tester's interior was pretty close to what you get on a normal Turbo S. Most of the money was spent on the exterior. However, this R did feature a re-trimmed steering wheel with perforated red leather and Alcantara. Additionally, the R gets a unique badge on the dashboard reminding you of which chassis number you're in. Since the rest of the interior is pretty much standard Turbo S, it works well. The ergonomics are fantastic, easily suiting taller drivers. However, one thing that always surprises me about the current-gen Turbo S is how comfortable of a place to be it is. This is a car that you could easily tackle a track-day with or a cross-country road trip. How Much Does The GTstreet R Cost? The TechArt GTstreet R is a hard car to price, mainly because it is so extensively customizable. As a result, no two R's will ever be alike. In fact, the R is an extremely rare machine, with just 87 planned for production in total. As a starter, you'll need to find a 911 Turbo or Turbo S, which start at $174,300 and $207,000, respectively. The GTstreet R kit then commands €73,000, or around $82,000 to start. Once you've got your car and your kit, you'll need to reach out to one of many of TechArt's recommended installers to install the parts, at which point you can change the color of the car or add additional extras. This example actually came from Creative Bespoke located in Phoenix, Arizona. According to the folks at TechArt, a fully customized GTstreet R can cost around $450,000 to $500,000 once it's done. Given its hefty price tag, the GTstreet R isn't for everyone. Add in the immense performance you get from a standard Turbo S, and that'll likely be the route most buyers go. However, with its crazy aero, and intense driving experience, the R continues to carve its own lane as an ultra-rare performance-focused supercar for those who want something beyond what the best in the business can offer.

By Gabriel Vega – November 16, 2021

2021 Lexus UX250h Review: A Luxury Hatchback In Disguise

There is no denying that the luxury crossover segment has become one of the most popular and crowded. In the pursuit of better tech features and more space for consumers, even models that were once considered small have become bloated. As a result, there is a small gap open for competitors looking for a luxurious daily driver that is truly small and efficient. This is where the car I've been driving over the last week or so, the 2021 Lexus UX250h, comes in. With its hybrid powertrain, luxury features, and surprisingly pleasant driving experience, the UX250h may be the right fit for this tiny niche. With an as-tested price of $43,625, this tiny crossover is more like a luxury hatchback in disguise. A Subtle Aesthetic That Flies Under The Radar Upon first glance, it could be easy to confuse the UX with its bigger sibling, the NX. That's because the 2021 Lexus UX250h utilizes the same corporate front grille design we've seen across the entire Lexus product line. However, the UX is considerably closer to the ground, giving it a sportier look. While this small crossover certainly flies under the radar, Lexus offers some excellent colors ranging from Red, Blue, or the stunning shade of Nori Green Pearl; my tester featured, matching the LX570 I tested a few weeks ago. The rear of the UX250h is where its hidden identity becomes more apparent. Given its upright rear hatch and lower stance, the UX looks like a slightly taller hatchback, which significantly aids its driving experience. Additionally, the UX doesn't look as sharp and overstyled as some other vehicles in its family, meaning although this design has been around since 2018, it still looks up to par with its competitors. Overall, the UX is easy on the eyes and a great way to get a luxurious ride without being flashy. A Fun Ride That's Fuel-Efficient As the "h" in the 2021 Lexus UX250h's name suggests, this version houses a hybrid powertrain. It's a 2.0-liter four-cylinder, boasting a total of 181-hp routed through a CVT to the front wheels exclusively. On paper, the UX isn't fast, and that translates to reality. However, you also have to consider that this tiny crossover weighs around 3,300 lb, meaning it's still fun to drive. This is thanks partly to its TNGA: GA-C architecture, which it shares with the Toyota C-HR and the recently announced Corolla Cross. Aside from its surprisingly capable chassis, the UX250h is efficient. It consumes an average of 41 mpg in the city and 38 on the highway. This makes the tiny UX ideal for crowded cities and their shocking gas prices. Additionally, the UX provides all of the benefits of a hatchback. Aside from being easy to maneuver, the UX250h is a breeze to park, making it extremely easy to live with. The only drawback I noticed while during my daily commute in the 2021 Lexus UX250h mainly surrounds its Continuously Variable Transmission. While it is smooth and quiet in most scenarios, it tends to rev the engine relatively high during acceleration, creating additional noise throughout the cabin. A Well-Built And Colorful Interior Like with its exterior styling, the 2021 Lexus UX250h borrows heavily from its siblings for its interior. This means you get a digital instrument cluster up front and a wide infotainment screen controlled by Lexus' infamous trackpad system. After driving Lexus' latest machines over the last few years, I've become accustomed to the trackpad, although there is a noticeable learning curve. The infotainment screen features Apple CarPlay, Android Auto, and Amazon Alexa compatibility. My tester also had an optional wireless charging pad for your phone and an upgraded premium sound system. Overall, the fit and finish of the UX felt adequate for a vehicle costing over $40,000. However, you can spice it up even further by selecting one of the many excellent available colors, ranging from red, tan, black, or beige. The 10-way adjustable seats also proved quite comfortable for my daily commute. Add on to that the UX's smaller 18-inch wheels, and you get a ride that is perfect for the crowded streets of Miami. Since safety is the name of the game for crossovers, the 2021 UX250h has an abundance of them. This includes a pre-collision system with pedestrian detection, radar cruise control, lane tracing assist, blind-spot monitoring, among others. Is The 2021 Lexus UX250h worth $43,000? Thankfully, I spent all of my time with the 2021 Lexus UX250h in its prime environment, a crowded city. As a result, I was mainly exposed to its upsides. As a long-distance road-tripping machine, the UX250h likely wouldn't be my first pick. However, it's a strong contender as an efficient tool to navigate crowded streets efficiently and quickly. While my tester came in at over $43,000, it's important to note that I had the top Luxury trim with all the bells and whistles. As a result, this tiny crossover's actual base price is much closer to $35,000. However, if the UX250h is on your shopping list for a luxurious daily driver, you'll want the extras as they truly improve the UX's experience. All in, the 2021 Lexus UX is versatile, fun to drive, and efficient, a recipe that's hard to beat.

By Gabriel Vega – October 01, 2021

2021 Lamborghini Huracán STO First Drive: A True Track Da...

Usually, when an automaker boasts that their latest six-figure supercar borrows tech from a racecar, they're referring to the use of exotic materials or some slightly tweaked aero. However, Lamborghini's latest creation takes that statement and runs with it, creating one of the best vehicles I've ever driven in the process. It's called the 2021 Lamborghini Huracán STO, meaning Super Trofeo Omologata. As its name suggests, the STO is a homologation special based on the brand's Super Trofeo EVO and GT3 EVO racecars, the latter of which won the 24 Hours of Daytona three times and the 12 Hours of Sebring twice. To put this latest track day special through its paces, I traveled to Willow Springs International Raceway in California, one of the fastest racetracks in the western United States. A Body Shaped By Motorsport A quick glance is all you need to know that the STO is no ordinary Huracán. From its widened bodywork to its manually adjustable rear wing sitting behind a massive roof scoop, the STO elevates your heart rate before you even get behind the wheel. However, you'll need to look closely to appreciate the magic behind this unique machine. Take the front end, for example. In a "normal" Huracán, you have your front bumper, hood, and fenders as separate pieces. In the STO, these are all one solid piece of carbon fiber, just like those racecars mentioned above. Aside from taking inspiration from the brand's most iconic model, the Miura, this clamshell design helps reduce weight thanks to its construction and lack of additional mounting hardware found in the standard model. The clamshell design the Italian carmaker calls "cofango" also houses a brand-new splitter that directly channels air into a central radiator to improve cooling. Additionally, the clamshell generates downforce by directing air to a new set of louvers found on the front fender area, where it meets with air exiting the front wheel arches. The result is a decrease in air pressure in the front arches and an increase in overall downforce. As we move to the rear, the 2021 Lamborghini Huracán STO has even more party tricks on offer. While it's almost impossible to appreciate from photos alone, the rear quarter panels have also taken inspiration from the Super Trofeo EVO, including a brand new set of NACA air intakes. Not only do these ducts feed air into the STO's V10 engine, but they also help decrease static pressure losses by up to 30%. Bringing up the rear is the STO's most striking design element, its massive air scoop. Aside from channeling air directly under the STO's hood, the scoop serves as a mounting point for the integrated "shark fin." According to Lamborghini, this aerodynamic element has a yaw angle, separating the different air pressures on either side of the car while cornering, aiding overall stability. Just behind the shark fin, you'll find a brand-new adjustable rear wing with three different configurations. In its most aggressive setting, the STO can generate up to 935 lb of downforce at 173 mph. To put that into context, that's a 37% improvement over its closest predecessor, the Huracán Performante. Speaking of the Performante, the STO also takes a massive leap forward by losing 94 lb thanks to its carbon-fiber construction coming in with a dry weight of just under 3,000 lb. 75% of the STO's body panels are made of carbon fiber, utilizing a method Lamborghini calls the "sandwich technique." In short, this method uses 25% less carbon fiber while retaining the same structural rigidity. 155 MPH Down The Front Straight And Into Turn 1 Now that we've gotten all of the numbers out of the way, we can hit the track. My day with the 2021 Lamborghini Huracán STO consisted of three separate stints on the iconic Willow Springs International Raceway in California. As I joined the track from the pits, hammering the throttle just before Turn 1, it became immediately apparent that the STO would be different from any Lamborghini I had driven previously. While the STO houses the same 5.2-liter naturally-aspirated V10 we've all come to know, and love, a brand-new titanium exhaust system developed by Akrapovič allows it to scream like never before. Add in the wooshing sounds from the roof scoop right above you get the closest thing to a race car that can still wear a license plate. The STO develops 640 hp and 417 lb-ft of torque, marginally more than a Huracán EVO. However, unlike its more affordable sibling, the STO is rear-wheel drive and even features a clever rear-wheel steering system, a first for a RWD Lamborghini. Sending all of that power to the rear wheels is a seven-speed dual-clutch automatic transmission. At full speed, the Huracán STO can hit 60 mph in around 3 seconds and continue to a top speed of 192 mph. I'll admit, I'm not exactly Lewis Hamilton behind the wheel. However, the STO is not a car that punishes the inexperienced. Instead, its excellent aerodynamics invite you to push until you reach your driving limits, long before the car even breaks a sweat. The result is tremendous speed down the front straights and organ-crushing G forces during high-speed cornering. In short, the STO gives you access to tremendous speed and performance without putting yourself at risk. Even when I came into a corner too hot, the STO's bespoke Bridgestone Potenza racing-oriented tires never gave up, gripping well even on Willow Spring's bumpy track surface. If you aren't hitting the track regularly, you can option a more street-friendly set of tires also developed exclusively for the STO. As you might expect from what is essentially a road-going racecar, the STO grips harder the faster you go. A sensation you can feel as the whole car hunkers down above 100 mph. The more I pushed the STO, the more rewarding the driving experience became. While all of its aerodynamic elements result in faster lap times, they also build confidence in you as a driver, allowing you to drive even faster. To keep you from the barriers, of which Willow Springs Raceway has none, Lamborghini has fitted the STO with an enormous set of carbon-ceramic brakes. The system is called CCM-R, and its racing origins mean that these brakes can withstand up to 60% more stress than a standard set of carbon ceramics. This system gives the STO 25% more braking power than the already-impressive Performante. As mentioned earlier, the STO's limits are likely far beyond your own. After a day at the track and around 20 laps in various cars, I can confidently say that the STO is best at the limit. If you are fortunate enough to have enough for the STO's $327,000 asking price, do yourself a favor and sign up for a track day or ten. A Racecar You Can Drive Every Day? While the 2021 Lamborghini Huracán STO is undoubtedly best at speed, I'm well aware that most of these cars will spend 99% of their time on public roads. While I've only driven the STO on the track, Lamborghini has added a couple of notable features that should make your drive bearable. For starters, the STO features a MagneRide system, allowing for a more comfortable ride on the street. However, we'll have to wait until later this year to test that out for ourselves. On the steering wheel, you'll also find three brand-new driving modes that should drastically alter the driving experience. The first is STO, which is tuned for ordinary street driving. In this mode, the car is in its most docile setting, shifting all of its gears for you. From there, you can choose Trofeo, which is essentially the new track mode. This alters the car's suspension, traction control system, and you'll need to shift your gears via the mounted paddles. Lastly, there's Pioggia, the STO's rain mode, which should keep you from losing control of your 640-hp Italian supercar. There Is An STO For Everyone Who Wants One While most track-oriented supercars are part of a limited run of just a few units, the 2021 Lamborghini Huracán STO is not. This means that anyone who wants one and has the cash can go into a Lamborghini dealership and order one. However, it seems the wait times for delivery will be at least a year. As mentioned earlier, the Huracán STO carries a base price of just over $327,000. However, expect that number to climb quickly once you add in your optional extras. While my time was pretty brief with the STO on the track, it's made a lasting impression on me. There's no denying that there are plenty of cars faster than it in a straight line. However, what the STO accomplishes is more than just outright speed. With turbocharged engines, no amount of power seems to be too much nowadays. Instead, the STO's most tremendous success is how it manages to provide you with mind-boggling performance without forgetting about the fun factor. The STO may be the send-off for the Huracán model line, but it's also the greatest version to date. See All Huracan STOs For Sale

By Gabriel Vega – July 29, 2021

2021 Genesis GV80 Prestige Review: More Than Just A Value...

Since its introduction back in 2015, Genesis has had to work quickly to establish itself as a contender in the luxury market. Taking notes from its sister brands, Genesis began by offering luxurious sedans aimed at providing tremendous value. However, with the introduction of its first SUV, the 2021 Genesis GV80, the Korean carmaker brought a product to market that would end up being its most important. That's because sales of the GV80 outpace its sedan siblings by a considerable margin. The exact 2021 Genesis GV80 I've been testing over the last week features a twin-turbo engine, all-wheel drive, and the top Prestige package, which will cost you a cool $11,800 on its own. All in, this GV80's $59,650 MSRP shoots up to an as-tested price of $73,510 once you factor in its many optional extras. However, after living with it for a week, it's clear that the GV80 is shooting to kill.  The 2021 Genesis GV80 boasts sleek aesthetics with an undeniable presence. Since the 2021 Genesis GV80 is a full-on luxury SUV, let's start with one of its greatest strengths, its aesthetic. Out of the many cars I've driven throughout my career, few have gotten as much attention from passers-by as the GV80. From its enormous shield-shaped front grille, sloping roofline, and elegant lighting elements, the Genesis demands attention.  My particular tester featured Adriatic Blue paint with a tan and blue leather interior. As far as color combos go, this is a strong one. It's also a massive step forward over some of the previous brown and green matchups that were frankly a little strange. Additionally, this interior finish isn't available in any other Genesis, including the range-topping G90.  One of the most pronounced design elements lives in the GV80's lighting elements. That's because both the headlights and taillights are split into two LED strips that create the Genesis brand's distinct look. You'll also find the brand's shield design motif throughout the bodywork, from the immense grille to the exhaust tips embedded into the rear bumper.  How powerful is the 2021 Genesis GV80? Given its undeniable size, the 2021 Genesis GV80 needs a powerful engine to get it going. As standard, the GV80 is available with a turbocharged 2.5-liter engine pushing out 300 hp and 311 lb-ft of torque. While these figures are respectable, consider that the GV80 has a curb weight of over 4,700 lb. As a result, you'll want the engine I've been testing, the larger twin-turbo 3.5-liter V6. It produces 375 hp and 391 lb-ft of torque. The most important figure here is that all of its available torque comes in at just 1,300 rpm, meaning the Genesis pulls surprisingly hard given its weight.  My tester also featured the optional all-wheel-drive system, which sends power to all four wheels via an eight-speed automatic transmission. While I certainly didn't find myself needing the extra traction in sunny South Florida, the transmission managed to impress. While it certainly isn't the fastest automatic out there, it is smooth above all else, exactly what you'd want from a luxury vehicle.  Speaking of luxury, the Genesis features an innovative adaptive suspension system to ensure a smooth ride. The system scans the road ahead and adjusts itself to counter harsh bumps before they even happen. As a result, the GV80 manages to be highly comfortable despite a lack of air suspension and 22-inch wheels on each corner. In my experience, this system is on par with what you'd get with a competitor from Mercedes-Benz. Quilted leather covers a tech-filled cabin. While the 2021 Genesis GV80 strikes you with its aesthetics, it wins you over with its interior. Despite its price point, the GV80 features a cabin befitting of a six-figure vehicle. The seats are covered in quilted leather with a diamond pattern. Additionally, you get heated and cooled seats in both the first and second rows. If that's not enough, press a button in either the driver or passenger seat, and the GV80 will massage you as you drive along.  One of the most surprising aspects I noticed during my time with the GV80 is that its seats offer up adjustable side bolstering. As a result, you'll be able to get comfortable, even if you're battling with a few extra pounds. Combine them with the GV80's refined ride quality, and you've got a product that feels luxurious inside and out.  To block out the rest of the world and deliver a whisper-quiet driving experience, the GV80 utilizes a system called road-noise active noise control. If you've ever used noise-canceling headphones, then you're already familiar with this technology. Essentially, a small microphone picks up noise from outside the cabin and plays it back to eliminate unwanted noise. Aside from being the first vehicle to feature it, the GV80 nails its execution.  In front of the driver, you'll also find a three-dimensional digital instrument cluster. Don't worry; you can turn it off. Something I did almost immediately as it looks somewhat distorted unless you're staring directly at it.  However, turn on your turn signal, and your instrument cluster gives you a clear view of your blind spot via a camera mounted in the side-view mirrors. While it may seem like a bit of a gimmick, the system works, and I missed it the second I got into my next tester.  Even at $73,510, the 2021 Genesis GV80 offers up excellent value. While I realize it's tough to call a 2021 Genesis GV80 costing over $70,000 great value, you'll have to hear me out. Unlike some of its German rivals with lengthy options lists, the GV80's extras are divided into two optional packages. When building a GV80, the first thing you need to pick is your engine and traction system. For me, I'd go with the larger 3.5-liter engine and rear-wheel drive.  From there, you can pick from the Advanced or Prestige packages. The former comes in at $5,200 and gets you leather seats, remote parking assist, and premium audio. However, to get the most out of the GV80, you'll need the Prestige, which comes in at $11,800.  While this pack isn't cheap, it offers up every optional extras you'd ever need. Gone are the standard 20-inch wheels and standard leather seats. Instead, you get Nappa leather, 22-inch wheels, and that aforementioned 12.3-inch digital instrument cluster. In top form, the GV80 undercuts similarly-optioned rivals by six figures. Despite this, the GV80 brings enough to the table to compete with the best options out there. As a result, it doesn't surprise me that it's already the brand's best-selling model. See All Genesis' For Sale

By Andrew Nabors – March 29, 2019

Reviewed: 2019 Jeep Cherokee 4x4 Limited

What comes to mind when you hear the word "Jeep"? To many it is the eponymous 4WD that won WWII. But in this age of global manufacturing, Jeep is building a crossover. The Cherokee is named for one of the 5 Civilized Tribes, the best one in my humble opinion. I am a descendant of that tribe, and glad that Fiat-Chrysler named it in their honor. It was introduced in 2014 with bold styling and seating for five. A nice refresh in 2019 added LED lighting and a more pronounced grille, and we received one of the first examples. As the 3rd Cherokee we have reviewed, our initial reactions were to notice the improvements in quality and value. For the 2018 model year, production moved from Jeep's legendary Toledo plant to Belvidere , Illinois. The home of the K-Car and the Neon has built quality small cars. Because the plant was already building the Dodge Dart, it was easy to build a Jeep on the same chassis. Other siblings include the Chrysler 200 and the Alfa Romeo Giulietta, which we have thoroughly enjoyed. This is the first modern Cherokee we've driven with a V6, and the 3.2 is a smooth runner. It offers 19 mpg city and 27 on the highway thanks to the 9-speed automatic. The transmission has a neat feature of disconnecting the rear axles while cruising, which helps save fuel. The issue with having 9 gears is that it is always shifting. It only has 271 horsepower and 239 lb-ft of torque to play with, so any movement of the accelerator causes a downshift. It either needs more power or fewer gears to provide a calm experience. Both differentials are open, and the brakes are used to send power to any wheel that is slipping. While this is great for going off-road, there is not enough torque to safely handle 2 tons and low ground clearance. Inside, we were treated to premium leather everywhere. The controls are in logical places and the touchscreen interface is first-rate. We are so happy to have a real console shifter. The rotary dial found in other competitors is a failure point we won't abide. Road and engine noise are not a concern thanks to great insulation, and the 9-speaker system has a powerful subwoofer. It supports Apple and Android, and includes Jeep's best feature. The steering wheel controls are so intuitive that every other automaker should copy them. This dates back to the mid-90s, and it is still Chrysler's gift to the world. In conclusion, you and I both know this isn't going off-road. But if you encounter bad weather or hit the dirt roads, the Cherokee has your back. It is an American icon with a sticker price of $34,445. Because crossovers are stacking up, Jeep is offering great leasing terms, so click the link below and tell them a Cherokee reviewed it. Shop Jeep FOr Sale

By Andrew Nabors – March 18, 2019

Reviewed: 2018 Infiniti QX80

Big SUVs are trendy again, so our friends at Infiniti have revised their most popular model. The QX80 is the largest in their lineup, and it is much more than a comfortable Nissan Armada. We have experienced every member of Infiniti's QX lineup, and they fall somewhere between quirky and nonconformist. Some will be quick to disclose their feelings about Japanese full-size SUVs, until they experience one. We spent a week with a 2018 Limited Edition, and it sent mixed signals. Styling is unique and polarizing. Being a luxury brand, the paint quality was downright poor. Their target audience doesn't care about orange peel, but it could sure use a wet sanding before delivery. Inside you are treated to a gorgeous interior. Leather everywhere is pleasing, and visibility is great. The touchscreen has all the latest navigation and connectivity, but some of the most important controls are set into the same silver plastic found in every Nissan product. My gripe is the buttons are small and flush with the background. Controls on the steering wheel are not ergonomic, and the climate system is mounted very low. It forces your eyes off the road to make a simple adjustment. Once you learn the unconventional controls, driving is a breeze. It is the first SUV to have a hydraulic active suspension system, with all corners linked by high-pressure accumulators. Some would consider it over-engineered, but the QX80 offers an incredibly smooth ride. The only engine offered is the sturdy 5.6L V8. It sends 400 horsepower and 413 lb-ft of torque to a 4WD transfer case. Don't venture too far off the pavement because the 6,140 lbs of curb weight might give you a sinking feeling. The weight also plays a part in fuel economy, with a city rating of 13 mpg and only 19 on the highway. We couldn't get close to these numbers, so you have been warned. The base price starts at $65,400, but that does not include many options you are accustomed to. This is a unique vehicle that appeals to a niche market, and perhaps it has your name on it. Click the link below to find yours and stay with us for more insightful reviews. Shop Infiniti QX80 " width="680">

By Andrew Nabors – March 14, 2019

Reviewed: 2018 Hyundai Veloster R-Spec

A "Hot Hatch" is only pertinent if the price is right. Hyundai decided to enter the hatchback market in 2012 with the Veloster. A fast name and a sleek design made it an instant hit. Although it only has 3 doors, it is perfect for college kids. At least that was the initial target audience. But much like Toyota found out with the Scion brand, baby-boomers flocked to the "neat design". Our parents have been given boring boxes since the '70s, so something this wild grabs their attention. Once they realize it is under $22,000, the deal is sealed. Many brands have moved upmarket to the point that an Escalade and a Maserati can have the same payments. Not at Hyundai. They offer a fun & safe six-speed car with a great warranty for a nice value. Is it fast? No, cars in this category are aimed at mileage, and the manual is rated a 33 mpg on the highway (25 mpg city). It is front-wheel drive, but the multi-link suspension is spot-on Inside, the controls are symmetrical and pleasing. The 201 horsepower 1.6L engine only has 195 lb-ft of torque, so you better like shifting. Two large cup holders south of the shifter are hard to use while driving. But the visibility and pedal placement are perfect. Wind noise and road noise are worse than a Corvair, so get a case of undercoating and spend the weekend filling in the seams. It takes quick shifting to reach 60 mph in under 8-seconds so your driving habits will need adjustment if you are coming from a powerful car. Even though the shifter is cable-operated, it inspires confidence and reliability. The clutch is easy, but a hydraulic restrictor keeps you from a side-step launch. After a week of cruising and carving the corners, there is only one thing we disagree on. I would put winter tires on the back for more rotation in the corners, and swap the sway bar bushings for polyurethane. You won't be disappointed here, so click the link below to experience one for yourself. Shop Veloster For Sale " width="680">

By Andrew Nabors – March 13, 2019

Reviewed: 2018 BMW 650i Convertible

Reading and speaking about the BMW 6 Series in past-tense is tough. While a Gran Coupe version still exists, the 2-door versions were discontinued after the 2018 model year. BMW has been hard at work on the new 8-series for years, and production has finally commenced. But what about our old friend? We wanted to know if 2018 was a proper ending for such a potent machine. BMW built more examples than dealers normally order because the 8-Series convertible isn't widely available yet. So, we spent a week with the big six, one last time. You can't deny the size, this is a big car. Like all convertibles, the doors are heavy with side impact protection. Entry is easy because the ride-height is not as low as the competitors. BMW also managed to keep the beltline low to provide excellent visibility. The vertical rear glass also acts as a wind deflector when the top is down. A nice styling update arrived in 2015, which will make the final 4 model years collectible in the future. If you don't need a twin-turbo V8, the 640i offers a twin turbo straight six with plenty of power. But this 650i packs their 4.4L twin turbo V8 with 445 horsepower available. All wheel drive was also onboard to keep us safe. But it also adds to the hefty weight of the 6 Series. Because it rides on a shortened 5-Series sedan platform, it is a plus-size superstar. Weight does have one advantage: ride quality. The 650i hugs the road, and it does so without any compromises normally associated with a convertible. Yes the rear seats are small and the trunk is not enormous. BMW makes up for that by offering 29 MPG on the highway. Once you are up to speed, the turbos are bypassed. It allows the 4.4L to easily cruise at triple-digit speeds. Conversations are easy thanks to the well-insulated top, and there is no silly fake engine noise fed into the audio. Normal convertibles lead a life of neglect, but this car will be cared for. Because it has no discernible quality issues, the final 6 Series will be in demand for years. Our dealers have several examples on their lot, so click the link below and reward yourself with the world's best convertible. Shop BMW 6 Series For Sale " width="680">

By Andrew Nabors – March 04, 2019

Reviewed: 2019 Volkswagen Tiguan

Crossovers were all the rage when VW introduced the Tiguan. It has been in production since 2008 as a mid-level German family hauler. We spent a week with a 2019 example, and it confirmed what we already knew about the brand. The entry-level model is the Tiguan S. It has manual cloth seats for 7 passengers. If you need a grocery run, the 2nd and 3rd rows fold down for ample cargo space. Because it is a no-frills version of the Audi Q3, the climate control is manual and road noise is an issue. Audio is controlled by a 6.5" touchscreen. It has a standard FM radio with Bluetooth and USB inputs. The speakers could use an upgrade, and the Fender audio system can be found on the upper trim levels. The interior is made of textured plastics, injection molded masterpieces that are functional at best. Visibility is better than most crossovers, but highway merging is an issue. That is because you only have 184 horsepower and 221 lb-ft of torque. It is an 8-speed automatic that is front wheel drive. As you might imagine, the Tiguan is lacking on power. Thanks to riding on the latest MQB chassis, the turning radius is only 18 feet. This makes parking a breeze. Brakes are top-notch, as is the steering feedback. The suspension soaks up broken pavement by allowing more body roll. A lower ride height would help this immensely. Considering all this, the starting price under $25,000 is easy to swallow. VW is offering incredible leasing terms, so click the link below and your family will thank you. View All Volkswagen For Sale Related: McLaren Teases Upcoming 'Grand Tourer' Billy Joel Stops by NMoto to Test Fit His Bike

Nissan ProPILOT™ Assist technology makes U.S. debut on 2018 Ro

By Andrew Nabors – January 19, 2019

Reviewed: 2018 Nissan Rogue

Merriam-Webster and the Cambridge Dictionary both have several negative synonyms for "Rogue". Perhaps it the desire to be different than has made the Nissan Rogue its most popular model in the US. We don't see many crossovers come through here, especially ones with CVT gearboxes. So when Nissan sent us a fresh '18 model we found it quite intriguing. Traditional SUVs have all-but killed the crossover. And yet, Nissan has kept ahead of the curve when it comes to customer expectations. Holding top honors for IIHS crash safety tests, it is a good choice for a first driver. Unfortunately the upward curve of the C-pillars creates tremendous blind spots. Under the hood is a 2.5L four rated at 170 horsepower. This wouldn't be enough if it had a traditional transmission, but the CVT keeps chugging at max power until you back off the accelerator. Being a crossover, it understeers heavily when provoked, so your evasive maneuvers need to be subtle. Sound insulation is skinny, as road and tire noise are only drowned by the decent audio system. Built in Smyrna, Tennessee, build quality and paint are top notch. Although it is available in AWD, we would opt for FWD for the fuel savings. Every example built after 2017 arrives with automatic braking, rear cross traffic, and blind spot warning. The brakes and steering could use a bit more feedback, but the Rogue doesn't pretend to be sporty. Nissan understands that they will be used as family haulers. That's why our dealers have great leasing options. Lastly, nobody suspects a Rogue. Pulling up to a bank in a white van might spark suspicion, but a Rogue is your message of malaise to the rest of humanity. You will not be pulled over because getting to 60 is an adventure unto itself. If you want to fly under the radar with 33 mpg on the highway, $24,500 doesn't look bad at all. Shop Nissan For Sale " width="680">

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