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 Charles Bradley – August 01, 2026

Review: 2026 Lexus RX 450h+

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

By Charles Bradley – January 31, 2026

Review: 2026 Lexus LX 700H F SPORT Handling

At duPont REGISTRY, we don’t normally include crash testing as part of our luxury vehicle product reviews, but sometimes life throws you lemons – or, in my case, an 18-wheeled Amazon Prime semi-truck hurled a tire carcass straight into the nose of my Lexus LX 700h F SPORT at speed on the interstate. I got no warning – not even the car’s Pre-Collision System had time to react – and I barely registered what was actually happening as I slipped in behind the truck to make an exit for fuel. But in a cruel twist of timing, during the three seconds I spent tucked in behind it on a four-hour journey, one of Jeff Bezos’s juggernauts blew a tire directly in front of me at 65 mph. The carcass flew off its wheel, slamming into the nose, hood and windshield of my Lexus with a terrifying B-A-N-G! – the force so violent it launched what was left of the tire over my roof and also over the Kia directly behind me (that motored serenely on). Amazingly, the car was still operational, so I pulled into the gas station to survey the damage and what I thought would be an inevitable phone call to a wrecker truck. Imagine my surprise that the car was not only still in one piece, as you can see above, it had stood up incredibly well to the massive impact. According to the internet, even a truck tread can weigh 30 lbs, while a full carcass would be somewhere between ~50-80 lb. As I said, I only had a split-second view – and it sure looked like the whole thing just tore off and got flipped directly into my car’s front end and windshield. Among the rash of impact evidence, there was one deep scrape across the hood that was down to the metal – remember truck tires aren’t just rubber, they include multiple steel belts – but the hood was completely intact, although its lovely paintwork was all scuffed to heck. The only component that was in any way wobbly was the ‘L’ in the middle of the front fascia – which proved it was a direct hit! It’s not my first rodeo in terms of being hit by high-speed truck debris, but it is the first time that I simply checked the damage and gassed-up the car – as my heart rate got back to somewhere near normal – then drove on my way, rather than had to arrange that dreaded tow to the nearest dealer. And, about a few miles later along the I-95, you can imagine my face as I came upon that same Amazon Prime truck that was limping along in a cloud of smoke from its blown tire. Of course, I took the correct course of action by slowing down next to this dude, opening my window and… greeted him with a cheery wave – or something. He was laying a huge trail of debris in his wake – these guys must have shares in auto repair shops! Apart from these interstate wounds, and a tiny chip in the windscreen, the car was fully driveable – which was handy, because I was still about 150 miles from home when this happened. My trip had been to spend the weekend with Lexus Racing at the Daytona 24 Hours, and seeing their cool RC F race cars (below) in the pitlane after the grueling event – all scuffed-up with tiremarks from the ‘marbles’ that comes off racing tires – that must’ve been a portent of what was to come! Before that, my experience of the LX 700h F SPORT had been just swell, and you can read a full review of its Overtrail sister variant here. Priced at $118,950, my F SPORT-trimmed version arrived in Manganese Luster exterior and a beautiful red/black leather interior, with an appearance package that featured color-keyed lower front and rear bumper accents, black outside mirror covers, black rear spoiler winglets, and color-keyed running board accents. It also wore 22-inch forged aluminum wheels, and an F mesh design spindle grille with jet-black chrome grille frame, while inside you get F SPORT-crafted seats and embossed headrests, which retains the massage functionality – which came in useful after a stressful driving situation! Assisted by a nickel-metal hydride battery, the LX 700h boasts a twin-turbocharged 3.4-liter V6 engine paired with a 10-speed Direct Shift Automatic Transmission. This combined hybrid system produces 457 horsepower, 583 lb.-ft of torque, and an EPA-estimated combined fuel economy rating of 20 MPG. It packed plenty of power, while tuned front and rear performance dampers, plus a Torsen LSD and a rear stabilizer, brought some handling chops to this gigantic, three-row SUV. I found it handled much better when I’d put the Active Height Control to its lowest rideheight setting, which was the mere push of a button, as it arrived looking like it was about to embark on the Dakar Rally rather than a trip to Daytona. The cockpit was typical Lexus, with lots of luxury features at your fingertips. Not quite sure why it needed two touchscreens, and the larger 12.3-inch display at the top was literally a stretch if you needed to select something on the right-hand side for the navigation system. The 7-inch lower touchscreen was much closer within reach, but is primarily for climate control. Drive modes ranged from Normal, ECO, Comfort, Custom, Sport S, and Sport S+ – the latter in particular a lot of fun when you wanted to surge away at the lights, or around the bends after a rest stop, and that came in unison with a more performance-focused dashboard mode that just featured a long rev counter. While the Lexus LX 700h F SPORT provides a luxury SUV that eats up the miles, the main gripe I had with it was the small size of its gas tank. Due to its hybrid battery requirement, you lose about three gallons from the capacity, and the biggest number I saw on the trip computer was 275 miles after a fill. Even running in ECO mode, that turned my usual one-stop strategy for a run to Daytona from Miami into a two-stopper – and it was this second stop that led to my fateful meeting with the truck tire… The hybrid also reduces the trunk space, which becomes pretty small if you have the electrically operated third row seats up. But I must end this review by saying I have Lexus to thank for keeping me safe; they sure build them strong in Japan, and there's not another car I'd rather place my trust in such a situation that I faced on that fateful drive back from Daytona. View All Lexus LX For Sale Images: Charles Bradley, Lexus

By Kirk Bell – October 11, 2025

Review: 2025 Lexus LC 500 Convertible

An Everyday Sports Car Not every sports car has to chase lap times. Building sporty vehicles with the goal of ultimate performance can lead to harsh rides, restrictive seats, high-strung powertrains, and loud cabins. They can be very rewarding to drive at the limit, but they can also be exhausting as everyday drivers, so much so that you may avoid getting behind the wheel... But you’ll always want to drive the 2025 Lexus LC 500 convertible. The LC 500 droptop gives up some of that ultimate performance potential for a smooth ride and a relaxed overall character. It also focuses on some of the best parts of the sports car experience to make it one of the most pleasant and rewarding cars to drive on a regular basis. It’s easy to fall in love with the LC at a single glance. It sits low and wide, with broad hips fronted by large brake cooling scoops. The nose features an attractive, wide-mouth version of the Lexus spindle grille flanked by squinting LED headlights that drop down into front air intakes. It looks good top up or down, and the soft top is available in four complementary colors. The top can be operated at speeds up to 31 mph and takes 16 seconds or less to raise or lower. My test car is especially attractive with its Iridium paint (a new color this year), blue top, and white and blue semi-aniline leather interior that imparts a decidedly nautical look. Both the interior and exterior colors are available only in the LC’s Bespoke Build Package that costs $5,500 and comes with dark smoked chrome trim and black accents, and offers the choice of red or blue soft-top colors and three wheel designs. If the styling doesn’t get you, the V8’s purr will. I hop into the LC, buckle myself in, hit the start button, and the direct-injected 5.0-liter V8 fires to life with a low burble. When I dig into the throttle, the engine emits a note that exists somewhere between NASCAR stocker and refined luxo-cruiser. It’s one of the best-sounding engines on the market, and it’s only enhanced by the active exhaust system that opens a computer-controlled valve at higher revs, as well as the satisfying crackles that sneak out between the smooth shifts of the 10-speed automatic transmission. The V8 is no slouch in terms of power either. It spins up 471 horsepower at 7100 rpm and 398 pound-feet of torque at 4800 rpm. Without the benefit of the low-end torque supplied by today’s turbocharged engines, the power is strong, but it builds rather than arriving with a wallop right off the line. It motivates 4,500 pounds of Japanese luxury droptop from 0-60 mph in 4.6 seconds, which is certainly quick but not in the ballpark of the Porsche 911 or today’s high-output electric cars. It tops out at an electronically limited 168 mph. While the power is inviting, the LC 500’s dynamics calling card is its ride quality. It’s set on low-profile 21-inch wheels and tires, but the LC’s double-joint multilink front and multilink rear suspension, with adaptive dampers all around, soaks up bumps like a mainstream sedan. Most sports cars lean toward firm suspensions that leave me wanting to use the softest setting of their adaptive dampers. In general, I prefer the firmer damper setting in the LC 500 convertible that never skews toward overly firm. For commuting, the base suspension tune works well, but I want the Sport setting when driving on twisty roads. The firmer damper setting helps control some of the LC’s body lean, enhancing the car’s natural athleticism. To make up for the loss of the top, Lexus adds underbody bracing, including a rear suspension tower and V-brace, all of which do a good job of limiting body quake over bumps. After its initial lean, the Sport setting helps the LC’s poise in corners, and it rotates predicably. The 245/35R21 front and 275/30R21 rear Michelin Pilot Sport S 5 summer performance tires provide good grip, and the steering has some welcome heft and quick, controlled reactions. An available limited-slip rear differential will help it accelerate more briskly on corner exit, but my car doesn’t have it. The brakes are pretty capable, too. They’re sizable, with 15.7-inch front rotors pinched by six-piston calipers and 14.1-inch rear rotors clamped by four-piston calipers, and will stand up to a good amount of abuse on any road. However, they can fade under the duress of track duty. Mostly, though, the LC 500 likes to remain subdued, and the cabin helps with its relaxing nature. The top has three layers of cloth and a layer of sound deadener, and Lexus outfits the LC with standard active noise cancellation. A wind deflector also blocks noise when the top is down. That all makes conversion possible with the top down, and the cabin becomes downright quiet with the top up. Lexus calls the LC a four-seater, but only two are realistic, and the “back seats” are barely deep enough to fit a rollaboard suitcase, let alone a person. Front riders are surrounded by standard leather and available softer semi-aniline leather upholstery, and they get eight-way power adjustments and standard heating and ventilation for the spacious and comfortable front buckets. The trunk, however, is tiny with just 3.4 cubic feet of space. The driver interacts with one of the most attractive, watch-like analog instrument clusters left on the market, as well as a quick-acting 12.3-inch touchscreen. Also standard are wireless Apple CarPlay and Android Auto, a satellite radio trial, and available connected services through a 4G network. Spending an extra $1,220 brings an excellent 915-watt Mark Levinson audio system, and a head-up display is available for $900. The LC also comes with a good set of safety features that includes Lexus Safety System+ 2.5, which includes automatic emergency braking with pedestrian detection and cross-traffic mitigation, emergency steering assist, adaptive cruise control, lane keep assist, and road sign recognition. Blind-spot monitors, rear cross-traffic alerts, a surround-view camera system, and front and rear parking sensors are also standard. The 2025 Lexus LC 500 convertible starts at $107,800, including a $1,350 destination fee. That’s $7,500 more than the LC 500 coupe for the joy of top-down driving. The LC 500 convertible is an old-school sports car in the mold of the Mercedes-Benz SL-Class: comfortable, relaxing, and powerful. It’s not a track machine, but track machines can be taxing to drive. Instead, the LC 500 invites you to drive it every day and enjoy every minute of it. View All Lexus LC500s For Sale Images: Lexus

A beige Lexus SUV, the 2025 Lexus LX 700h Overtrail 4WD, is parked on dirt ground with mountains and trees in the background at sunset—showcasing its highly capable yet moderately practical design.

By Kirk Bell – September 06, 2025

Review: 2025 Lexus LX700h Overtrail

A 4WD That Is Highly Capable, Moderately Practical The 2025 Lexus LX 700h Overtrail is an enigma. It’s the Japanese luxury brand’s flagship SUV, yet for every positive, there seems to be a negative. Driving on Southeastern Wisconsin freeways and country roads, the LX 700h demonstrates many strengths. It’s powerful, supremely comfortable, loaded with easy-to-use technology, and its ride is buttery smooth. However, I spot the shortcomings, too. The Lexus LX 700h has a hybrid powertrain, but it’s not that efficient, it lacks interior space for its massive size, and it handles poorly. To get the most out of it, I should tap into its greatest strength by venturing off the beaten path. Instead, I’m driving it like most buyers will – to get from Point A to Point B. The 2025 Overtrail represents two firsts. The hybrid powertrain and the Overtrail trim are both new for the LX this year, and both contribute to advanced off-road prowess. The hybrid system consists of a twin-turbocharged 3.4-liter V6 from the LX 600 with an electric motor mounted between the engine and 10-speed automatic transmission. The engine spins up 409 horsepower and 479 pound-feet of torque, and the electric motor increases total output to 457 horsepower and a stump-pulling 583 pound-feet of torque. Unlike other Toyota/Lexus hybrid systems, the LX 700h has a traditional starter and alternator rather than using the electric motor for their functions. That’s to keep the powertrain working should the hybrid system somehow fail while the Overtrail is off-roading. The precise power delivery offered by the hybrid system can also be a boon when off-roading in situations when a slight tip of the throttle might get you onto solid footing. More than that, though, the hybrid system makes the LX quicker and more efficient, but not by much in either case. The 0-60 mph time drops from 6.9 to 6.4 seconds, and fuel economy improves by 2 mpg, to 19 mpg city, 22 highway, and 20 combined – all for an additional $9,000 over the price of the LX 600. You won’t recoup that cost any time soon. Every LX comes standard with a full-time four-wheel-drive system with low-range gearing, a locking center differential, and a hydraulic suspension that can raise the ground clearance by two inches from the standard 8.3 inches for off-roading. The Overtrail trim goes further by adding 33-inch all-terrain tires on 18-inch wheels and front and rear locking differentials. A big footprint, a tall ride height, mushy tires, and an off-road-tuned suspension hurt the LX’s handling, but the 265/70R18 Toyo Open Country A/T III tires that roll over during sharp changes of direction also work in concert with the double-wishbone front suspension, multi-link independent rear suspension, and standard adaptive dampers to soak up even sharp bumps. The LX’s TNGA-F ladder frame platform causes only modest pickup truck-like jiggle on broken pavement. The hydraulic suspension is not as advanced as the air suspensions of several rivals, lacking the ability to react to road conditions in real time and doing nothing to fight the LX 700h’s copious body lean through corners. The LX drives bigger than its considerable size, with slow steering that has a little play on center and more body lean than you’d get in the even larger Cadillac Escalade or Lincoln Navigator. The last generation of the LX offered the Kinetic Dynamic Suspension System of hydraulic-linked active anti-roll bars that fought body lean and provided greater wheel articulation for off-roading. The new generation would benefit from KDSS as well. How about it, Lexus? The tradeoff for the poor handling is amazing off-road prowess. Few vehicles on the market have front and rear lockers, which can be deployed to lock the wheels on an axle should one wheel slip to find traction with the other. That’ll get you out of tough situations that other adventure vehicles can’t. The hybrid system’s nickel-metal hydride battery is located in the rear floor area and sealed within a box to keep it dry as the vehicle fords up to 27.5 inches of water. Lexus provides a front skid plate and two additional protective plates to protect the underbody from off-road hazards. The LX 700h also has a two-speed transfer case for low-range gearing, and each of the H4 (High 4) and L4 (Low 4) ranges has its own drive modes. Auto, Sand, and Mud modes are common to both ranges, while H4 adds Deep Snow and L4 adds Rock mode. Those modes are in addition to the standard on-road drive modes that consist of Normal, Eco, Comfort, Sport S, Sport S+, and programmable Custom. Beyond that, the LX 700h offers five settings of Crawl Control that set the vehicle speed to get through tricky off-road situations. This system comes with Turn Assist that brakes the inside rear wheel to shorten turns. A standard Multi-Terrain Monitor uses four cameras to provide a panoramic view, as well as underfloor, front, and rearview images on the 12.3-inch infotainment touchscreen. A smaller 7.0-inch touchscreen below that screen offers such off-road data as brake and accelerator percentage, vehicle height, differential lock status, and Crawl Control setting. This screen also handles the climate and ambient lighting controls. Inside, the LX 700h Overtrail combines technology with unmistakable luxury. Tech features run the gamut from 12.3-inch screens for infotainment and the gauge cluster to a rear camera mirror to a 4G wi-fi hotspot to a digital key. High-quality materials include soft semi-aniline leather upholstery and black open-pore wood trim. The LX 700h Overtrail also comes loaded with amenities, including heated and ventilated first- and second-row seats, massaging front seats, a heated steering wheel, and a cool box. However, the cabin offers only modest utility. At 200.6 inches long, the LX is about a foot shorter than the standard wheelbase version of the Cadillac Escalade, or about as long as the Dodge Durango. My Overtrail tester has the third-row delete option, which is just as well because the underfloor battery cuts into both cargo space and third-row passenger space. The LX 700h has only 7.2 cubic feet of cargo space with the rear row up and 62.8 cubic feet with the second and third rows folded flat. The latter figure is about nine cubic feet less than the LX 600. It’s even less space than the compact Toyota RAV4. The Overtrail may sit atop the LX lineup for off-road capability, but it’s the least expensive LX. It’s priced at $115,350, including a $1,350 destination fee. For that money, buyers get the smoothest riding LX and the most capable off-roader in the Lexus lineup, though they have to give up handling and pay more for a marginal efficiency gain. Even flagship models don’t have it all. View All Lexus For Sale Images Source: Lexus

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.

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