Luxury and Exotic Car Reviews

McLaren W1 First Drive: Ferocious Hypercar Transcends the Track

You know things are getting serious when McLaren rolls-out the ‘1’ suffix. The origin story is, of course, the very first road car McLaren ever built, the F1. Designed by visionary Formula 1 aerodynamicist and engineer Gordon Murray, it arrived in 1992 and rendered all other supercars obsolete. The tiny, lightweight F1 embraced carbon-fibre material technology, adopted a radical centre seat driving position with two passengers set back and either side and was powered by a 6.1-litre V12 engine from BMW that might as well have been passed down directly from the Gods. Game-changer? That doesn’t even come close to describing its impact, even if at the time sales didn’t come easy… The P1 was very different. Rather than a unique side project from the Formula 1 team, it was instead a statement piece for McLaren Automotive, a new road car division still in its infancy. It arrived in 2013 and was a wild-eyed showstopper. It traded the long-legged gait and supple suspension of the F1 for a weaponized hybrid system capable of delivering 903bhp and huge blue flames from its drainpipe exhaust. In Race mode, it lowered by 2-inches and its massive concave rear wing extended into the sky. The P1 was all about aerodynamic downforce, crazed acceleration and a snorting, angry soundtrack that mixed venomous twin-turbocharged V8 with the manic whirr of electric motors. Not so much a car as a force of nature. And now there’s this: The W1. It’s a true successor to the P1 with a similar brief and, on the face of it, it evolves rather than radically reinvents McLaren’s vision for the ultimate hypercar. This is not a criticism. How could it be when the result is this dramatic and has such staggering, other-worldly potential? The W1 has 1258bhp delivered to the rear wheels. It’s capable of 0-124 mph in 5.8-seconds, the quarter mile in 9.6-seconds at 167 mph and produces 2205lbs of downforce at 174 mph. The active aerodynamics – particularly a rear wing that extends way out beyond the rear of the car – are pure performance art and deliver massive aerodynamic efficiency. The result, aside from looking extremely cool, is that the W1 is McLaren’s fastest road car around a racetrack. Ever. Their benchmark circuit is the breath-taking Handling Track at the Nardo proving ground in southern Italy, where the W1 beats their previous benchmark, the flyweight McLaren Senna, by three seconds per lap. Or “a lifetime” as they call it in racing. Maybe two lifetimes! Core to the W1’s performance is the new ‘Aerocell’ carbon fibre tub. With integrated seats and a raised footwell to allow for inboard pushrod-operated front suspension – which in turn gives air a clean path to the huge underbody diffuser – it’s light, stiff, space efficient and has been instrumental in McLaren realising a full ground-effect concept. Just like last year’s F1 cars, which were the fastest ever made. There is also an active front wing and the aforementioned complex rear wing dubbed ‘Active Long Tail’. All of which is very admirable. But the ‘anhedral’ or gullwing doors and the fantastically shirnked-wrapped feel to the minimalist, highly-focussed interior are a pretty good side effect. The W1 feels special. Those fixed seats are perhaps a shade more upright than expected, and the driving position is less obviously racecar than, for example, the Aston Martin Valhalla or Ferrari F80. However, once you’ve adjusted the pedals (they move on a slider) and the delicate, slim-rimmed and alcantara-trimmed steering wheel, there’s an overwhelming sense of purpose. The cabin is so tightly tailored and imparts a sense of lightness and agility before you so much as start the all-new 4.0-litre twin-turbocharged V8 engine, which makes 916bhp all on its own and revs to 9200rpm. Reach up to a roof-mounted control panel to find the starter button. Maybe this fighter plane trope is a little corny, but somehow you feel thrilled rather than manipulated. The W1 has a sense of humour as well as all that motorsport-derived sophistication. There’s a short delay, but when the engine does fire it’s instant – as the high-powered hybrid system negates the need for an old-school starter motor. A sharp flare of revs tells you that this engine is hyper-responsive and angry. On some deep level your brain and body have been sent all the signals required to prepare for something new and intense. Ahead of us, an empty Mugello racetrack, so press and hold the blue button next to the red starter to select Race mode. The centre display graphic shows the W1’s transformation in real time as it lowers by 37mm at the front and 17mm at the rear whilst simultaneously undocking all that active aero goodness. Race mode is not road legal and is geo-locked. You can show your friends and neighbours the aero dance, but it won’t allow you to select a gear to actually drive unless you’re at a circuit. Incidentally, the rocker switches either side of the display binnacle allow further options now: Toggle up the Handling control on the left for Race+ (for F1-spec super smooth tracks) or stick to Race for gnarlier ones. On the right toggle select ‘GP’ for sustained performance over a stint or ‘Sprint’ to unleash all 1258bhp for a time attack. There’s also a DRS and Boost function on the steering wheel. But I guarantee you won’t have the mental capacity to use them… Exit the pitlane, pin the throttle and W1 takes maybe a millisecond or two to gather its might (the gearing stretches to around 60mph in first, nearly 100mph in second, primarily to aid traction), but then lunges at the first turn with incredible ferocity. It instantly feels light, almost like inertia is no longer a thing. McLaren really does prize lightweight engineering, and at 3084lbs (dry) the W1 has a 278lbs advantage over the Ferrari F80. Plus, Ferrari uses figures for cars fitted with every single carbon fibre option. In reality, the gap is probably wider still. The impression of agility and stunning control continues as the track is unravelled at startling pace. The electric motor mounted to the side of the new 8-speed dual-clutch transmission is good for 342bhp and 324lb ft and it boosts any low rev lethargy the new flat-plane crank V8 might have (spoiler alert: It doesn’t appear to have any), so the W1 just feels massively, almost impossibly powerful at any revs. Even so, there’s real reward for wringing it out to 9200rpm and the power curve feels superheated but organic, too. In Race mode the steering – still hydraulically powered – has less assistance and it is noticeably heavier than other McLarens. However, that resistance is welcome as it gives you something to push against and imparts so much information about the front grip level. New Pirelli Trofeo RS tyres with a bigger front footprint than P1 or Senna really help. The front-end feels incredibly secure and the rear-axle follows with perfectly-aligned precision. The whole car feels super-stiff, completely locked into the surface and inspires confidence, but there’s an inherent agility and adjustability that means you’re quickly confident to push at its limits and really impose yourself on the chassis. It’s such a complex car but the driving experience is intuitive, and the driver feels a key contributor rather than just amazed (or terrified) observer, holding on for dear life. Every dynamic ingredient really is shockingly effective and yet has a subtlety and lightness of touch. From that delicious steering to the incredible brakes, the W1 just feels so mission-focussed, so hooked-up. Only the new 8-speed gearbox is a slightly disappointment. It’s fast and punchy, but after the scintillating energy of the Ferrari F80 ’box it feels competent rather than inspired. Other quibbles – it’s okay to quibble when the starting price is $2.1-million before tax and destination charge. Well, that new twin-turbocharged V8 sounds tightly wound and aggressive but if you have a P1 tucked in the garage you’ll miss the snorting, Darth Vader-style soundscape and all the drama that goes with it. Ferrari does this better, too. The F80 sounds deathly dull from the outside but is a riot of turbochargers, electric motors and all sorts of mechanical fury within the cockpit. Even so, the W1 is wildly entertaining on track, and the rear-drive configuration makes it more of a challenge and more satisfying than the F80 when chasing lap times or just sliding around for fun. In the Ferrari, you must second-guess what the front e-axle might do, whereas in the W1 it’s all on you. There are plenty of tools to help, including the ingenious Variable Drift Control, but somehow the W1 is more heroic. Or at least fools you into feeling more heroic – which is surely the point! On the road? Nimble, loaded with feel and sublime response. The ride is noticeably tougher than, say, a 750S but the control is ramped-up too, and with a bit more speed the whole car finds a delicious rhythm. Sport mode for the drivetrain brings some nice turbo whooshes and chirps, but the noise remains high-quality rather than extreme excitement. It is perhaps the one area the W1 feels just a little too tame. Of course, there’s nothing tame about the raw performance… which is genuinely shocking and literally hurts your neck muscles after a few hours. How McLaren has given the W1 such immense traction through just two driven wheels is beyond me. So, is it worthy of that ‘1’? I think so. Perhaps we won’t be talking about $25-million auction results for the W1 in 30 years from now, as we are for the F1. Perhaps it doesn’t quite have the amazing presence and jaw-dropping star quality of the simply gorgeous P1. But it is such an intense experience and the way it marries stunning track performance with delicate poise and entertainment on normal roads is something akin to magic. Maybe not ‘the one’ but definitely a searing, outrageous addition to McLaren’s fiercest family line. Just 399 W1’s will be built and they’re all sold. I’m not surprised at all. View All McLarens For Sale Images: McLaren Automotive

A bronze Lincoln Navigator SUV is parked on a gravel driveway in front of modern steps and greenery on a sunny day, echoing the comfort described in the Review: 2025 Lincoln Navigator L Black Label Coddles Like A Spa On Wheels.

By Kirk Bell – August 20, 2025

Review: 2025 Lincoln Navigator L Black Label Coddles Like...

For as much as it can do while on the move, it’s what the 2025 Lincoln Navigator does while standing still that sets it apart. Lincoln wants you to think of the new Navigator as a spa on wheels and a third space where you can feel at ease. The Lincoln Rejuvenate feature that’s calming me with the green glow of charged particles from the sun hitting the Earth’s magnetic field is only available when in Park. It’s one of three programs that come standard in every Navigator. The others are Waterfall Meditation with guided voice prompts and The Elements, which cycles through displays featuring water, air, earth, and fire. The system can also turn on the seat heaters/coolers, adjust the lighting and temperature, and play soothing sounds through the audio system. The Navigator isn’t the first vehicle with this type of system. Mercedes has offered a similar system for years in the S-Class and other high-end models. But this is the first application of this type of system in a Lincoln, and the Navigator is the only vehicle in its class with it. The Navigator offers much more than Rejuvenate to keep occupants comfortable and help them relax, whether at a stop or on the go, especially the top Black Label model I’m driving. It comes standard with a 30-way power-adjustable driver’s seat (a mere 28 ways for the front passenger), heated and ventilated second-row seats, heated third-row seats, a heated steering wheel, power-adjustable pedals, a Revel 28-speaker audio system, a rear-seat entertainment system, power running boards, and three-zone automatic climate control. The technology stands out even more than the luxury. That 48-inch screen that sits at the base of the windshield serves not only as the digital instrument cluster but also provides a second display for the navigation system. It has three more programmable display areas that can show the trip computer, a towing trip computer, the weather, a compass, the fuel economy, or the media that’s being played. Lincoln also provides an 11.1-inch touchscreen on the lower portion of the dash. It controls what appears on the big screen as well as the normal infotainment functions. Leaving space to view the 48-inch screen required moving the steering wheel out of the way by giving it a small diameter and a flat top and bottom. Rather than looking at the instrument cluster through the steering wheel, drivers see it over the wheel. It’s a somewhat odd layout, but it works, though I prefer a more traditional layout. The steering wheel is also home to a pair of five-way controllers. The right one handles the power controls for the steering column, mirrors, and pedals, while the left one activates the standard Blue Cruise. One of today’s better highway driver-assist system systems, Blue Cruise allows for miles of hands-free driving, but I’ve had trouble with it deactivating due to glare off my glasses when the sun lies ahead. Space remains one of the Navigator’s greatest strengths, especially in the L body style that is a foot longer. It seats seven in comfort. The second-row features captain’s chairs and a small screen to control the temperature, massage function, seat heating and cooling, audio, and lighting. The seats power recline and tilt forward to allow access to one of the best third rows on the market. The power-folding third row drops down to increase cargo space from 36.1 to 75.4 cubic feet, which is accessed by a new split tailgate. That expands to a massive 121.6 cubic feet with the second and third rows down, which is only bested by vans. This cabin is wrapped in high-quality, purposefully chosen materials. Buyers don’t simply pick a leather color and trim materials. Rather, they choose from three Black Label themes. My tester comes outfitted with the Atmospheric theme, which features Salt Crystal Gray leather with Adobe stitching and a diamond seat pattern, a Salt Crystal Gray synthetic suede headliner, black synthetic suede carpets and floor mats, dark wood interior trim, and aluminum wheels highlighted with Radiant Copper paint. The Navigator remains a truck-like body-on-frame vehicle, and that format is at odds with the interior’s mission to coddle its occupants. This beast weighs in at 6,044 pounds and is engineered to tow up to 8,700 pounds (8,400 with my tester’s 24-inch wheels). The heavy components and sturdy frame give the Navigator a firm, borderline bouncy ride, though the standard adaptive dampers do a good job of quelling excess body quake. Lincoln tunes the suspension for a firm, controlled ride. That means the body leans less in corners than it will in a Cadillac Escalade, but the ride isn’t as forgiving as the Caddy. Lincoln doesn’t offer advanced suspension components such as air springs or electronically controlled active anti-roll bars that could help the Navigator lean even less. At 231.9 inches long, the Navigator L is a monster on the road and cumbersome in parking lots. Rear-axle steering would be another smart addition to make it easier to park. Drivers have a choice of seven drive modes that firm up the controls or soften them. No matter the mode, the steering has some welcome heft and is stable on center, and the powertrain always offers plenty of punch. Under the hood lies a twin-turbocharged 3.5-liter V6 that supplies 440 horsepower and 510 pound-feet of torque. It sends its power to all four wheels through a 10-speed automatic transmission, and a two-speed transfer case comes with the standard heavy-duty towing package. The power arrives readily and with a prominent growl that’s unexpected and a little brash for a luxury vehicle. Some buyers may prefer a quieter engine. Of course, with all that power and weight, the Navigator L drinks gas like a sailor on shore leave. It’s EPA rated at 15 mpg city, 22 highway, 17 combined. The 2025 Lincoln Navigator L Black Label starts at $121,485, including a $1,995 destination fee. For that money buyers get a roomy, powerful, and luxurious vehicle that can carry the family while towing the horse trailer or Airstream. Luxury brands offer more comfortable spas on wheels/relaxing third spaces, but none that offer as much capability as the Navigator L. View All Lincoln Navigators For Sale Images Source: Lincoln

By Andrew Nabors – July 09, 2018

Reviewed: 2018 Lincoln Navigator

It looks like the crossover craze is dead because full-size SUV's are back with a vengeance. GM has loaded their Suburban, Yukon, and Escalade with the same 460 horsepower engine found in the Camaro and Corvette, but Ford chose a different path.Sultan of Brunei Car Collection is at 7,000 Cars & GrowingUsing the same frame as the F150 pickup, the latest Expedition and Lincoln Navigator also adopt the truck's aluminum body technology. Aluminum SUVs are nothing new, the Range Rover has been almost all aluminum since the beginning. Ford chose it to build their new trucks and SUV lineup to save weight and offer better fuel economy. Another benefit for those like us who live on the ocean, you won't have to worry about rust.We spent a week with the new model, and it is unlike anything you have driven before. They incorporated the Active Motion front bucket seats from the latest Continental. The Perfect Position system conforms the seat back to your spine, which is a first for this segment. The tooling for aluminum is more precise than steel, so the body panel gaps are much tighter than other American offerings. Sound and heat insulation are top-notch, and the prominent center touch screen is intuitive and quick to respond.The transfer case and adaptive suspension respond instantly to the drive mode selector. It has six distinct settings depending on your situation. The 10-speed automatic was co-developed with GM, and it is also shared with the Raptor and the Camaro SS. But that brings us to the elephant in the room. Under the hood is a 450 hp version of the Raptor's twin-turbo V6. It makes 510 lb-ft of torque also, but only when the turbos are spinning.This is fine in a pickup truck, but in a 3-ton family hauler, you will find it caught in a feedback loop of boost and coast, and repeat. The turbos are either on or off, and when they are working, the Navigator burns fuel like its going out of style. Not offering the 5.0L V8 from the Mustang and F150 was a mistake.Yes, it is closely related to the V6 that powers the Ford GT, but after a long day at work, the exhaust notes and turbo lag are downright infuriating. For taking the kids to school or running errands it is a comfortable and elegant SUV, but if want a V8 you will need to look elsewhere. The 6.2 from the 1st gen Raptor would have been a great choice, but sadly it has been relegated to the F250. The other issue is the center console for the 2nd row. It is an island of plastic above the folded seats. If you plan to haul bulky items, it is a legitimate obstruction. Pricing starts just over $72,500, and it is a fair amount for the quality of the design and the materials used.Find Your Lincoln Navigator Here!

By Andrew Nabors – December 08, 2017

Reviewed: 2017 Lincoln Continental

In an era where most automakers have discontinued their famous models, the Lincoln Motor Company has resurrected the Continental. The top-brass at Ford have invested millions of dollars in the revitalization of their famous luxury brand. Cadillac has made big waves in recent years, mostly because GM injected them with cash to revitalize engineering and design.It's only natural that Lincoln be given the same opportunities because they were both founded by the same person. Henry Leland and his son started Cadillac because they were engineers who combined precise manufacturing with the art of coachbuilding. After selling to GM, they started Lincoln, and Henry Ford bought them as a way to compete with Cadillac.Check Out These Ferrari 458s For SaleNowadays, it takes star power, like that of Matthew McConaughey, to change our notions about a brand. The Navigator has returned as the full-size SUV, albeit without a V8 option. In fact, Lincoln has pinned their hope upon the EcoBoost series of V6 and four-cylinder engines. Realizing the potential of the 3.5 liters from the Raptor and the Ford GT, engineers chose to shorten the stroke in order to achieve an even 3 liters.A new Continental is rated at 400 horsepower and torque, and it arrives standard with torque-vectoring AWD. We had a week to spend with a new example, and it's clear to see where the money was spent. First off, the styling is unlike anything else on the road. The brightwork is not an imitation. Stainless and billet aluminum serve to set it apart from the crowd. The graceful door handles incorporate touchpads for the locks, and they are incorporated into the beltline.Inside you are treated to an interior that will blow your mind. Leather and Alcantara are sculpted into comfy seating for 5 adults. If it looks real, that's because the wood and polished metal are not imitations. The only point of disagreement amongst us was the gear selector, which consists of a vertical touchpad incorporated with the infotainment screen. Speaking of shifting, if you aren't on level ground, shifting from park is accompanied by a disconcerting "clunk" that sounds like slack in the driveline.The six-speed autobox performs without complaint, but it is at a loss when compared to more gears offered by the competition. Other interior pleasantries are powered window shades, reclining rear seats, and all the modern safety gear.Driving the Continental, you can easily imagine their target audience. The cabin is well insulated, and the suspension is continuously tuning out the road below. No silly fake engine noise, which has become a Ford trademark these days. Power and torque are available at an instant, so the V8 argument should be forgotten. For $75,770 you will have a true, modern American luxury sedan.

By Andrew Nabors – May 02, 2017

Reviewed: 2017 Lincoln MKZ

Name changes are a necessity in the modern automotive industry. The Lincoln Zephyr was launched in late 2005, but it was given a facelift along with a new name "MKZ" in 2007. It shares the same platform as the Ford Fusion and the ill-fated Mercury Milan, as a midsize luxury sedan. Every example has been produced in Mexico at the Hermosillo assembly plant, which was a point of debate in the presidential election. A refresh for the 2017 Lincoln MKZ involved classy styling from the new Continental along with noteworthy interior pleasantries. It is almost enough to call it a new model, so they decided to send one our way for a proper review.The biggest news is probably Lincoln's first dedicated engine in years. A 3.0-liter version of Ford's EcoBoost V6 was built for Lincoln only, rated at 400 horsepower. But our test model arrived with the classic 2.0 liter EcoBoost four cylinder. It sends 245 horsepower and 275 lb-ft of torque to all wheels, which results in a city rating of 20 mpg with 28 on the highway. On the outside, a crease just below the beltline makes for slab-sided doors. The rocker panels rise upwards and the C-pillar forms a triangle, using black trim to give a resemblance of a quarter window. It is a sleek design, but it could use a two-tone motif to make it appear smaller.Inside the electronics and most trim panels are all new. Automotive connectivity is changing at a fast pace, and so are vehicle controls. The transmission shifter is gone, replaced by a vertical touchpad to the left of the screen. Transmissions have been computer controlled for years so this might seem long overdue. The center console has a pass through near the pedal box which makes a great home for keys and phones. The panoramic roof is a giant sliding glass that moves rearward on rails adjacent to the rear window.Driving the MKZ is quiet thanks to active noise cancellation, but unfortunately, it can not be disabled. No matter how precise the fake sound is, it adds to interior noise which plays to the subconscious. Yes, it is AWD, but only in low traction situations. Being a mostly FWD car powered by a four-cylinder, acceleration is nothing to write home about. As far as safety and convenience, it has a traction control system to keep the wheels from spinning, but no form of stability control, lane departure, or adaptive cruise are offered on the MKZ Reserve edition. The MSRP tops out at $53,180, which is steep for a car that is strained to reach highway speeds before the end of the on-ramp. If you need a compact luxury cruiser, check out your Lincoln dealers for more information.

By Andrew Nabors – September 01, 2016

In the Driver's Seat: 2016 Lincoln MKX Review

We are living in an age where the Crossover is overtaking the midsize car. Twenty years ago the SUV sealed the fates of full size sedans, so who will emerge victorious at the end of the crossover wars? The first generation Lincoln MKX was easily identified as a fancy Ford Edge, but it has been completely redesigned for 2016. Our test model arrived with every possible option and without Matthew McConaughey. 2016 Lincoln MKXOn the outside the styling is not as avant-garde as others in this class, and the reasons why are rewarding. Many competitors offer tapered roof lines and edgy rear glass. This looks great on paper but rear visibility in a contemporary crossover is limited at best. This is first aspect that will make you consider Lincoln. Visibility in the MKX is the best we have encountered, from either full size SUVs or midsize offerings.First generations crossovers were simply sedans with taller suspension, but this new model has a proper ride height for its size. Optional 21" wheels will make tire choices limited and expensive, but the height inspires confidence and eliminates road noise. Since the engineers were given a clean sheet to work with, the latest in high strength steel was used to achieve a 5 Star safety rating from the NHTSA. Such a rating can't be found on featherweights, but Lincoln doesn't build light cars. 19 Speakers are hidden almost everywhereFor motivation we had 2.7 liters of EcoBoost V6. The same unit powers our 2015 F150 and it makes great power once the turbos kick in. Aside from having an ancient cartridge style oil filter mounted above the accessory belt, it has proven to be a thrifty and robust engine. A six speed automatic sends 335 hp and 380 lb-ft of torque to all wheels, as long as you run premium fuel.On the inside you are treated to heated and cooled front seats covered in Bridge of Weir leather. The absence of a shifter takes a few tries to get used to, but each gear has been incorporated into a vertical touch pad flanking the central screen. Not only concerned with aesthetics, the 2nd row folds almost flat to unlock 68.8 cubic feet of cargo room. To those accustomed to owning turbocharged cars, it should be no surprise that it might take a blip of full throttle to build boost. But driving the MKX is a delight. Adaptive steering and "Lincoln Drive Control" work together to isolate you from the road.After two weeks of commuting we have a few observations: The 21" wheels are overkill. A smaller wheel with more sidewall would make for a softer ride. Having 19 speakers from Revel Ultima audio is one of the best factory systems ever built. Anything but 93 octane will cause the computer to pull boost and timing, turning the EcoBoost into a slug. Over $15,000 of optional content includes many of the safety and technology features found as standard equipment on other brands. For $63,910 you will have a safe & luxurious ride with the ability to reach 24 mpg. It may represent the upper end of the crossover spectrum, but the MKX is a safe & solid investment. For more information, please check out these listings from our dealers.View MKX For Sale 2016 Lincoln MKX

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