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 – May 25, 2022

2022 Maserati MC20 Review: A Fresh Take On A Winning Formula

The launch of a mid-engined supercar is supposed to be special. In the case of Maserati, it truly is. The Modena-based manufacturer's 107-year history features countless front-engined cars that are equal parts impressive and beautiful. However, mid-engined machines are few and far between. Before the launch of the new Maserati MC20 back in 2020, it had been 16 years since the Italian carmaker sold anything with an engine in the middle. So when its halo car arrived not only to draw interest towards the brand but to also announce its return to racing, it was and still is a big deal. It's been nearly two years since that announcement, and the hype doesn't seem to have died down. However, as I began to rack up miles, the MC20's true character shone through. It represents the pure essence of what a mid-engined supercar should be, stunning to look at, engaging to drive, and outrageously expensive. However, don't let its seductive curves and sleek styling fool you. The MC20 is no track star. It's not the car you'd want to chase lap times with. Instead, Maserati's latest creation is the car that takes a beautiful day, a curvy road, and rewards you with endless smiles as you empty its tank, and if my hunch is correct, Maserati is only getting started. All Maserati MC20s For Sale 2022 Maserati MC20 Design/Styling In my earlier list of what a mid-engined supercar should be, I mentioned looks first for a good reason. Think back to the last decade and all the new supercars we've seen. You'd certainly call most of them impressive, especially with their various aero elements and clever engineering. However, very few manage to cement themselves into your brain long after their fifteen minutes of fame are up. Innovative engineering pleases the brain and our endless need for stats to justify whether or not a car is good. However, stunning looks pull at the heartstrings, which stick long term. It's why there's been such a growing interest in 80s and 90s supercars as of late. People want to drive something that makes them feel good. Also Read: 2022 McLaren GT Review: A Grand Tourer Built By Science The Maserati MC20 then is a fresh take on a modern supercar. Look around, and you won't find any aggressive aero elements sticking out and commanding attention. According to Maserati, this is intentional. Instead of attaching a big wing on the back and calling it a day, the Italian carmaker opted to work all the clever aero tech into the car's design. So while it may have a pretty face, it's still functional. Take the front end, for example, where the brand's signature trident logo and central grille serve to channel air toward the car's various cooling elements and the front brakes. However, it does so without leaning on aggressive cutouts. Whether functional or not, every aspect is sleek, almost as if functionality took a back seat as the looks department went mad. The same goes for the sides of the MC20. Maserati could've easily fitted it with two enormous side pods that would likely channel more air to the mid-mounted engine, but it didn't. Instead, we get simple intakes just behind the door handles and along with the car's darkened side skirts. These necessary evils look seamless and don't distract the eye from the rest of the design. Additionally, they all flow well together, giving the MC20 a cohesive and balanced look. The rear is perhaps the most exciting part of the entire design. In photos, it looks relatively tame, almost simple. In person, however, the MC20's restraint is much appreciated. There's a giant central diffuser perforated by two exhaust tips featuring various outlets hidden in the darker elements. Two long lines adorn the MC20's tail lights, visually widening the car while keeping the theme of sleekness. The lack of sharp lines throughout the car's bodywork will play well long term. There's nothing on its exterior that dates it. It doesn't seem to conform to current trends. Instead, the MC20's looks highlight precisely what it is, a fresh take on a winning formula. If people aren't already looking at you wherever you go, the MC20 has butterfly doors to ensure you get all the attention you could ever want. Performance/Driving Impressions Next on my unofficial list of what makes a mid-engined supercar is an engaging drive, and the MC20 nails that, with certain exceptions. Powering it is a twin-turbocharged 3.0-liter V6 developing 621 horsepower and 538 foot-pounds of torque. Before the spec fiends complain about its lack of a V8, I'm glad there isn't one. For starters, V6s are on-brand for Maserati. One of its first mid-engined vehicles, the Merak, was powered by one. Secondly, it has serious weight advantages. The MC20 has a curb weight of under 3,300 pounds, which likely wouldn't have happened with a larger engine bolted to its spine. Lastly, the MC20's V6 tells us a lot about the brand's future as it'll make an appearance in future models such as the upcoming Grecale, cementing the brand's commitment to creating exciting machines for years to come. On the road, the twin-turbo power plant doesn't disappoint. It allows the MC20 to hit 60 mph in less than 2.9 seconds on its way to a 202 mph top speed. With peak power coming in at 7,500 rpm, you have to work for it, although thankfully, you get torque at a relatively low 3,000 rpm. The MC20's power delivery feels reminiscent of McLaren's turbo setup. Plant your foot down, and there's a split second of lag before the engine comes alive and rockets you forward. Thanks to its eight-speed dual-clutch transmission, the MC20 feels about as fast as anything else, delivering properly terrifying straight-line speed. However, you won't hear much of it from the cabin. Instead of a compelling exhaust note, the MC20 rewards you with boatloads of turbo noise. While it's not as loud as I had hoped, the added noise is welcomed as I feel the engine breathing just behind me. To cope with its straight-line speed, the MC20 offers an excellent set of carbon-ceramic brakes. These Brembo's do a great job taming the Maserati without fading after repeated heavy use. There is plenty of good pedal feel, and it doesn't take much pedal travel to get a proper response. Despite all of that power going to the rear wheels, the MC20 puts it down. Traction is not a problem in a straight line, even in its most aggressive mode with stability control disengaged. However, the MC20 is eager to dance through the corners. Push it to 90 percent of its capabilities, and the MC20 comes across as incredibly approachable, remaining flat, stable, and composed even through the tightest bends. Push it beyond that, and you see some of its limitations. The front end doesn't have as much grip as expected, and the rear becomes twitchy. I opted to slow things back down because the MC20 doesn't require crazy speeds to be an engaging drive. It's plenty happy at 80 percent, delivering enough excitement to get your heart racing without fear of running off the side of a mountain. Suspension-wise, the MC20 features adaptive dampers with varying stiffness levels across various driving modes. The car starts up in GT mode, the most conservative and comfortable. Not online is the suspension softer, but the car's computer changes its power delivery to make it easier to handle around town. Sport is next up and my personal favorite. In this mode, you get all the power you could ever want with a suspension that still feels like it has some give in it. Corsa sets the MC20's hair on fire. Stability control vanishes, and you get max power and full stiffness. It works on a perfectly smooth road with little bumps to upset the car. However, on a poorly maintained one, its stiffness becomes a real problem as it unpleasantly vibrates the whole cabin. While the MC20 isn't the all-out track star it could've been, I'm glad it's not. Instead of saving all the fun for when you're at the absolute limit, the MC20 rewards you at all speeds with a truly engaging drive. It has excellent bones. You can feel that its carbon-fiber chassis is a good one from behind the wheel. The MC20 is Maserati just getting warmed up, if I had to guess. While we already know that a convertible and fully electric version of this supercar is on the way, I wouldn't be surprised to see a track-focused variant in the future. For a company that doesn't make mid-engined machines often, they've done a great job with this one. 2022 Maserati MC20 Interior/Tech Step inside the Maserati MC20, and you'll find a surprising amount of interior room. At 5'10 and one too many pounds, I sat pretty comfortably behind the wheel. While the driving position is slightly higher than I would like, there's excellent visibility through the MC20's big windows. Headroom isn't an issue either, allowing even taller drivers to drive without a problem. Maserati did a great job with interior spacing. I would have no problems grabbing a passenger and setting off on a long road trip. Tech-wise, the MC20 is simple but effective. Inside you'll find a pair of 10.25-inch screens. The first in front of the driver neatly displays all the information you'd ever need and changes its graphics as you move through the drive modes. The second screen lives in the center of the dash and features Maserati's infotainment system alongside Apple CarPlay and Android Auto. While I'm partial to the smartphone-based systems, Maserati's native OS was intuitive and easy to use. I didn't even miss the physical buttons in the interior. Everything is right where you'd expect it to be within the system. Must Read: 2022 Lamborghini Aventador Ultimae Review: Is This The Ultimate Aventador? Maserati did a great job with its choice of materials. From various leather surfaces and suede inserts, the MC20 is covered in premium materials. However, the cabin feels a bit spartan. There isn't as much padding across these various surfaces leading some of them to feel quite stiff. In this aspect, the MC20 leans more toward a proper supercar than a GT. 2022 Maserati MC20 Pricing The last thing I mentioned a proper supercar should be is outrageously expensive, and the Maserati MC20 certainly can be. It is by far the most expensive machine the brand makes, with a base price of $215,995. However, as tested, we're a bit past $260,000. At this price point, the MC20 falls right in the crosshairs of the Lamborghini Huracan, McLaren GT, and Porsche 911 Turbo S. As we've established, it's not the quickest option in its segment, nor will it lay down the fastest lap times or deliver the best on-limit performance. However, none of that matters for those of us in the real world. The MC20 nails what counts. It is the textbook definition of what a supercar should be. It has unforgettable looks, a driving experience that makes you feel alive, and a price tag to match. Plus, we can't forget that this is this model's first iteration. If this is Maserati's first effort returning to the mid-engined supercar segment, what comes next is sure to be truly special. See All Maserati MC20s For Sale

By Gabriel Vega – May 19, 2022

2022 McLaren GT Review: A Grand Tourer Built By Science

It's been nearly three years since the McLaren GT made its global debut during the 2019 Goodwood Festival of Speed. Since then, Woking's grand tourer hasn't seen many significant changes or updates. However, its closest competitors have certainly been hard at work. Porsche delivered with the 911 Turbo S, Bentley gave us a new Continental GT Speed, and Aston Martin stuffed a V8 under the hood of its DB11. All McLaren GTs For Sale Coincidentally, I've found myself behind the wheel of practically all of the McLaren GT's closest competitors over the last six months. I got into the British supercar last out of the lot. Thankfully, the GT has plenty going on in its favor, such as its powerful twin-turbocharged V8, silky smooth suspension, and a unique driving position in its segment. Even with a price that easily surpasses $250,000 with options, Woking's best makes a strong case for why it should be the top dog. McLaren GT Design At a glance, it would be easy to dismiss the new 2022 McLaren GT as just another supercar. However, peel back its skin, and you get a car that differs significantly from its closest competitors and its siblings. It all starts with the GT's carbon-fiber chassis called Mono Cell II-T. While all of the brand's current road-going vehicles feature a chassis made from this lightweight material, the GT's is unique. McLaren's engineers added a new upper structure that expands interior storage and passenger space. The result is 20.1 cubic feet of luggage room, including the front storage compartment. This means more than enough room for luggage during a road trip. Dimensionally, these changes in the name of interior space also impact the car's exterior. Thanks to its new structure alongside longer front and rear overhangs, the GT is over 15-ft long, making it one of the largest McLarens currently on sale. Despite its size, the GT is far from heavy. Thanks to lightweight materials, this grand tourer's chassis only weighs 192 lb, resulting in a total curb weight of 3,384 lb. Its looks then are less chiseled, more so draped over its purposeful structure. However, that doesn't mean that the GT isn't a stunning thing to look at. There's still plenty of clever aero work tucked away in its bumpers and sides. These elements simultaneously channel air over and through the car, leading into its enormous side pods and rear upper intakes. Despite all the clever science at play, the GT elegantly accomplishes its aero goals. You won't find a harsh, overly angular line anywhere on its bodywork. On the flip side, the GT's styling is somewhat tame, signaling a clear departure from current segment trends. However, this will be a winning strategy in the long run. Thanks to its designer's show of restraint, the GT doesn't need to yell or have five spoilers to command attention. Instead, it draws the eye in and invites you to scan around to see if you can spot all of its intricate details, all before you even step in. McLaren GT Performance It's a good thing the McLaren GT looks like a supercar because it certainly behaves like one. Powering it is a 4.0-liter twin-turbocharged V8 developing 612 horsepower and 465 foot-pounds of torque. Thanks to its low curb weight, the GT can rocket to 60 mph in 3.1 seconds before continuing to a top speed of 203 mph. Its quick pace primarily comes down to its seamless seven-speed dual-clutch transmission. With its lightning-fast shifts and instant response, it's one of the best in the business. Like its more powerful sibling, the 720S, the GT's rear wheels get all the power. On the road, it's hard to tell that the GT represents McLaren focusing on anything other than outright speed. The GT is still one of the quickest cars I've ever tested. While peak torque comes in at 5,500 rpm, 95 percent of it is available at as low as 3,000 rpm. As you put your foot down, there's only a split second of lag before the turbos wake up, and you're into hyperspace. The GT accelerates hard. However, its transmission doesn't clunk around. The entire experience is seamless. Carving up canyons at the upper end of the rev range is where the GT comes alive. Its turbo V8 is eager to play, delivering instant response, and even singing a lovely song through my tester's optional upgraded exhaust. 2022 Lamborghini Aventador Ultimae Review: Is This The Ultimate Aventador? While it impresses in a straight line, the GT is a more than willing dance partner through the corners. Despite being slightly longer than a 720S, you can't tell on the road. The GT behaves quite similarly to its more powerful sibling. It delivers excellent front-end agility and a level of stability that would make you swear there's a wing outback. Body roll is also non-existent, thanks mainly to the GT's proactive chassis control. It scans the road ahead and adjusts the car's adaptive dampers as quickly as two milliseconds. The result is a car that never seems to lose its composure and thus inspires confidence in its driver. Speed aside, the GT is an exercise in sensations as well. Thanks to its electro-hydraulic steering, you get constant feedback from the road. As far as modern supercars go, McLaren easily still has the best steering in the segment. The brakes aren't half bad either. They're carbon ceramics, as expected for the price point. However, they feel like they're out of a race car. Push in the pedal, and you don't get much stopping power. It takes a good confident stomp to slow the GT down. This firmness allows for easy pedal modulation and quick feedback as you start to trigger the ABS. Combine these elements with the power mentioned above and handling characteristics, and you get a car that delivers fun on a silver platter. While the GT will happily carve up canyons without a care in the world, that's perhaps not even its most impressive aspect. Despite being properly agile in the bends, a change in drive mode makes it one of the most comfortable sports cars I've ever driven. Full stop, the independent suspension, and adaptive dampers are pure magic, even putting some modern luxury cars to shame. Not even Los Angeles' ruined streets could phase the GT. This is the car you can drive for 10 hours across multiple states in complete comfort. On the highway, this supercar glides over imperfections in a way it really shouldn't be able to. If I had to plan a cross-country road trip, the GT would be my weapon of choice. Ferrari F8 Tributo Review: Pushing Street Limits McLaren GT Interior The McLaren GT's suspension does all the heavy lifting so its interior can thrive. Thanks to its modified structure, there's ample space for passengers and luggage alike. I'd wager that most people can find a comfortable driving position aboard the GT. Thankfully my tester featured the most comfortable seat options available. While they lacked a bit of side bolstering, they were nicely cushioned and quite comfortable on long drives. Thanks to big glass windows and an auto-dimming electrochromic roof, the GT's cabin feels airy and open, getting as far away from claustrophobic as a supercar possibly can. Build quality-wise; it's clear that McLaren has nailed its interiors. The last time I drove a GT was back in 2020 during lockdown. That particular press vehicle had more than a few imperfections, especially premature wear on its leather surfaces. It was a significant improvement as I stepped back into a GT in 2022. With no squeaks, rattles, or imperfection, it's safe to say that the British carmaker has made major strides towards overall quality. There was even low road noise permeating through the cabin. At speed, the GT is as quiet as it is comfortable. Tech-wise, the GT is lagging behind some competitors, namely in smartphone connectivity. Neither Apple CarPlay nor Android Auto is available as optional extras. While McLaren's infotainment system is intuitive and easy to use, it sometimes lags when switching through various menus. On the plus side, the digital instrument cluster in front of the driver is excellent, delivering plenty of information and tons of adjustability through the car's various driving modes. McLaren GT Pricing The McLaren GT starts at $200,000 in the U.S. However, with optional extras, my tester's price tag surpasses $250,000. This puts it directly in line with the Porsche 911 Turbo S, Bentley Continental GT, and Aston Martin DB11, which start around $200,000. Choosing between these machines is next to impossible at this price point as they're all excellent at what they set out to achieve. Within its segment, the GT and the Turbo S are perhaps the most alike, easily tackling twisty roads and big highways in absolute comfort. However, the GT's form factor helps set it aside. With a more traditional supercar layout, stepping inside a GT feels more special than its competitors. Additionally, the GT is the right car for most occasions, thanks to its ability to tiptoe between a proper supercar and a grand tourer. So while I wouldn't take it on a track to squeeze out the quickest times, it's the one that motivates me the most to go out and drive, and if racking up fun miles is the goal, the GT is the right tool for the job. View All McLaren GTs For Sale

By Gabriel Vega – April 22, 2022

Modified Tesla Model Y By STARTECH Gives EV Owners Some M...

There's no denying that the Tesla Model Y is one of the most popular electric crossovers currently for sale. However, when potential EV owners boot up Tesla's site, they're met with only a handful of color and wheel options to distinguish their new purchase from the thousands of others. As a result, most Tesla's tend to look nearly identical, sporting essentially the same color combos. To give EV owners some much-needed customization options, STARTECH has developed an extensive parts catalog for both the Model 3 and Model Y. While parts for the electric sedan are currently available for sale, its crossover sibling has to wait until later this Summer. We recently got a chance to visit STARTECH to check out the first Model Y in the U.S and even take it for a drive. Who Is STARTECH? If the name STARTECH doesn't immediately ring any bells, you're not alone. However, its parent company, BRABUS, has a long-standing history of modifying vehicles from Mercedes-Benz. While STARTECH also focuses on developing OEM-quality parts for cars from Aston Martin, Range Rover, Maserati, and Land Rover, they've decided to venture into the EV world via Tesla. Like BRABUS, STARTECH aims to use parts as close to OEM quality as possible. This means retaining OEM mounting points and developing plug-and-play electronics that don't hamper the car's original capabilities. The Parts The Tesla Model Y by STARTECH we got a chance to check out is the first in the U.S. and features most of the parts catalog. Upfront, this means a new redesigned front bumper with optional fog lights. While the rear bumper remains unchanged, STARTECH offers a new rear diffuser that gives the Model Y a more aggressive look. STARTECH offers two spoiler choices for the rear end on the aero front, one mounted on the roof and another on the rear hatch. To give the Model Y a lower stance, STARTECH offers lowering springs that drop the EV's ride height by 40mm. Buyers can choose between a set of 20 or 22-in wheels. The ones pictured above are the 22-in option, wrapped in 265/30 and 285/30 tires. Inside, the Tesla Model Y by STARTECH gets some significant upgrades. For starters, new seat covers featuring vegan leather finished in the color cognac radically change the interior aesthetic. Buyers can option "E-Circuit" stitching for a bit of added flare. In front of the driver, you'll notice a flat-bottom steering wheel wrapped in leather and Alcantara. The big story inside, however, is the digital instrument cluster. It's a plug-and-play system that allows the driver to focus on looking forward instead of turning their head to look at the EV's central screen. The Drive Out on the road, the Tesla Model Y by STARTECH doesn't drive differently from stock for the better. One usual concern with lowering a vehicle, especially one as heavy as the Model Y, is the potential added stiffness. However, since the STARTECH lowering springs only drop the EV slightly, it retains its on-road comfort. We got a chance to drive it through typical city streets with no complaints on that front. Our drive also revealed that this Tesla Model Y by STARTECH uses a base model version of the EV as its base. As a result, there's no need to get the highest-performing version to utilize these parts. They fit any trim level. The same goes for the smaller Model 3. Pricing On the pricing front, there's a lot to discuss with this Tesla Model Y by STARTECH, namely because it features most of the parts catalog. However, owners can choose which parts they want as they are all sold separately. Totaling everything up, the vehicle shown above has $21,200 in parts. This includes notable items such as the front bumper ($2,195), rear diffuser ($1,495), sport steering wheel ($1,895), and the embroidered seat covers ($3,995.) As of writing, these parts for the Tesla Model Y are only available for pre-order. According to STARTECH, they will arrive sometime later this summer with parts for the Model 3 currently available for purchase. View All Teslas For Sale

By Gabriel Vega – April 06, 2022

Lamborghini Huracan EVO RWD Spyder Review: Proper Superca...

Despite carrying a 640 horsepower naturally-aspirated V10 on its back, the "regular" Lamborghini Huracan EVO remains a relatively tame thing to drive. Thanks to its all-wheel-drive system supplemented by clever traction and stability control software, the Huracan EVO trades in the scary stab-you-in-the-back Lambo persona of old for blistering performance that's accessible to a wide variety of drivers. The result is a supercar that, while tremendously fast, doesn't require its driver to be on their best behavior. All Huracan EVOs For Sale On the flip side, we have the car I've been driving this week, the Lamborghini Huracan EVO RWD Spyder. On paper, this rear-driven drop-top isn't all that different from its all-wheel-drive sibling. Sure, its V10 has been de-tuned, churning out a measly 610 hp while its front wheels have been delegated to just steering duties. However, with all that power going to the rear wheels and no roof to isolate you from that glorious naturally-aspirated masterpiece behind you, the RWD Spyder wakes up a side of the Huracan that has laid dormant. Instead of an easy point and squirt supercar, you get a proper thrill machine that keeps you on your toes, demanding your full attention. " width="680"> Long Live The Wedge It's hard to believe that the Lamborghini Huracan debuted nearly eight years ago. The classic wedge shape and its many hexagonal accents still feel pretty relevant from a design aspect. Thanks to a thorough refresh in 2019, this latest variant of the Huracan is one of the best looking yet. Take the front bumper, for example, and its styling exclusive to the rear-driven models. While it's been re-shaped to channel even more air into the car's many cooling components, it also gives the Huracan an angrier face than ever before. If anything, this latest look showcases how tame the original Huracan's styling was. The rear of the RWD Spyder sees the most extensive changes over its predecessors. While you won't be looking at that NA V10 through a glass engine cover, Lamborghini has done a great job of adding angular slats finished in gloss black to not only help with cooling but to retain the car's angular styling. Also gone are the quad exhaust tips of old, in favor of two massive exits that visually cut through the vehicle's rear. As if the exhaust tips weren't pronounced enough, a relatively open hexagonal rear grille gives you a clear view of the entire system, among other components. A tiny spoiler and updated diffuser tie up the rear nicely, solidifying the car's sporty yet purposeful aesthetic. ALSO READ: 2021 Lamborghini Urus Review: A True Super SUV While I'm a big proponent of supercars wearing loud attention-grabbing colors, I can't help but love my tester's subtle yet classy spec. The deep Blu Astraeus exterior finish looks almost black at night while exhibiting plenty of sparkles once the sunlight hits it. The dark shade contrasts nicely against the silver 20-inch forged wheel's intricate multi-spoke design. The interior is perhaps the classiest element of this spec, forgoing bright colors with attention-grabbing contrast stitching in favor of an elegant Terra Asia Vintage tone with contrasting black elements throughout the cabin. This is about as visually under the radar as a Lamborghini can get, that is, until you fire it up. Ready, Fire, Aim There is nothing subtle about starting up the Lamborghini Huracan EVO RWD Spyder. A press of the fighter-jet style ignition switch sent car alarms blaring in my apartment's underground parking garage. There is no quiet mode; there is only loud or louder. The philosophy seems to be that if you paid for the V10, you're going to hear it, and so will anyone else within a 5-mile radius. This approach to theater is exactly what you'd expect from a Lamborghini, and if I had just forked over nearly $290,000 for one of these, I certainly wouldn't be disappointed. The star of the show is the 5.2-liter engine in the middle of the car, developing 610 hp and 413 lb-ft of torque. All of that power reaches the rear wheels via a seven-speed dual-clutch transmission, allowing the RWD Spyder to hit 60 mph in 3.5 seconds before continuing to a top speed of 201 mph. While these are proper supercar stats, the RWD Spyder is the slowest current Huracan variant to 60 mph, losing out to its AWD EVO sibling and its sub-three-second run. However, these marginal differences are meaningless in the real world as the RWD Spyder feels scare-yourself-fast. I will miss this V10 once it's gone. With peak power coming in at 8,000 rpm and peak torque at 6,500 rpm, the Huracan demands you ring it out to redline. Drive it conservatively, and you could easily be fooled into thinking the car isn't as fast as its stats suggest, thanks to the lack of crazy low-end torque. This car rewards you the more aggressive you are with the throttle. As all of its main competitors are turbocharged, the Huracan's power delivery has become unique, with virtually no other supercar offering the same driving experience. ALSO READ: Rolls-Royce Ghost Black Badge Road Trip: 1000 Miles In A Billionaire’s $500,000 Daily Driver Show the EVO RWD Spyder some bends, and the magic behind its rear-driven configuration becomes clear. The car's handling characteristics change pretty drastically with no differential or other drivetrain components upfront. Gone is the tendency to understeer, instead replaced by a very agile nose that makes the Huracan feel lighter on its feet and more eager to change direction. There's even excellent steering feel to accompany the car's agility, proving a bit on the lighter side but still delivering excellent feedback. With three main driving modes dubbed Strada, Sport, and Corsa, you can significantly change the Huracan's behavior. Given its rear-drive configuration, the Italian carmaker developed a new traction and stability control system to keep things in check. Stay in either Strada or Sport, and the Huracan will never step out on you, putting all of its power down while remaining incredibly stable and composed. Step over to Corsa, and you're genuinely on your own. With all of the systems dialed back, the RWD Spyder becomes properly unruly, ready to stab you in the back if you misbehave with the throttle. This is where the RWD Spyder wins in the fun department, requiring you to pay attention and be truly involved in the drive. Premium, But Tight Inside, the Lamborghini Huracan EVO RWD Spyder is characterized by its abundance of tech. You get a vertically oriented 8.4-inch touchscreen that houses the car's infotainment, for starters. While the system itself is far from the easiest to use, it thankfully offers up Apple CarPlay and Android Auto connectivity, simplifying the user experience. The second screen is the 12.3-inch display in front of the driver, which changes its graphics significantly depending on the driving mode. The gear selector in the center console remains one of my favorite in the industry. While the fighter-jet style switches and levers may come across a bit silly, they're perfect for a fun-over-everything supercar. SEE ALL EXOTIC CAR REVIEWS If the RWD Spyder makes any compromises, it's the car's overall lack of visibility and interior space. Adjusted to my (5'10) preferred driving position, the carbon-backed optional seats sat low in the cabin, giving me decent headroom. However, I can't imagine I'd feel the same if I had a helmet on or were taller than six feet. With the roof up, the Huracan feels a bit claustrophobic, tight even, despite technically having ample room for two people. The Huracan is decently quiet on the highway with the top-up, although you'll always hear a bit of that V10 singing in the background. While there's no complex hardtop system present, the Huracan's soft roof folds in 17 seconds while driving up to 31 mph. In my experience, it's more than fast enough to fold at a set of lights, giving you excellent flexibility. Is The Lamborghini Huracan EVO RWD Spyder Worth $290,000? The Lamborghini Huracan has morphed nicely into a proper driver's supercar throughout its nearly eight-year run. In fact, the track-ready STO version of the Huracan remains the best car I drove last year. Moving from the track to the street didn't see me disappointed in the slightest. The RWD Spyder delivers a driving experience befitting of its nearly $290,000 as-tested price with plenty of theatrics, driving dynamics, and thrills to go around. As its main competitors embrace turbocharging, the Huracan has become a unique player in its segment. With its loud, naturally aspirated engine, cramped cabin, and firm suspension, the Huracan doesn't make significant sacrifices in search of becoming a supercar you can daily drive. Instead, it focuses on its primary role, prioritizing the driving experience over everything. See All Huracan EVOs For Sale

By Gabriel Vega – March 25, 2022

Audi RS5 Sportback Ascari Edition Review: Performance On ...

On paper, the new Audi RS5 falls right in line with its closest competitors. Whether it be price, performance, or available options, this fast four-door has the firepower to fight Germany's best. However, there's more to the RS5's story and just on-paper stats. Since it is so close to its rivals, it needs to deliver on the driving experience to make a proper case for itself. The exact car I've been testing is the 2021 Audi RS5 Sportback Ascari Edition, a limited model with just 100 produced that includes notable performance upgrades alongside a hefty price tag. After a week of city and canyon driving, it's clear that while the RS5 isn't the most exciting car in its segment, it is likely the easiest to drive quickly, seemingly delivering outrageous performance on a silver platter. Design/Styling The Audi RS5 Sportback received a few significant visual updates for the 2021 model year and two special edition models, the Ascari Edition being one of them. Upfront, the changes are more evolutionary than revolutionary. With an updated front grille and new headlights, the RS5 looks better than ever. Large air intake and gloss black trim pieces surround the updated grille to complete the front end. Despite being the highest performing version of the A5 platform, the RS5 still leans on being elegant rather than outright aggressive for the better. The rear gets a few subtle improvements, namely with the updated taillights that match the LED pattern found in the headlights up front. A mix of silver and gloss black trim pieces adorn the rear diffuser, which also houses the two enormous exhaust tips. With a subtle lip spoiler on the rear hatch matching the rest of the styling, the RS5 continues that theme of sporty elegance. Also Read - Lamborghini Huracan EVO RWD Spyder Review: Proper Supercar Theatrics Being an Asacari Edition, the exterior finish is the shiny shade of Ascari Blue, a sparkly finish that has replaced Sonoma Green Metallic as my favorite color offered on the RS5. A set of 20-inch five-spoke wheels also included in the special edition package tie in nicely with the silver trim accents while allowing the blue brake calipers to pop behind them. Overall, the spec of this car works to emphasize how excellent the base RS5's design is. In Sportback trim, this speedy sedan uses its sloping roofline and proportions to create an imposing stance that isn't over the top. Performance/Handling With a 2.9-liter twin-turbo V6 under its hood, the Audi RS5 Sportback delivers 444 horsepower and 442 pounds-feet of torque. The result is a 0-60 mph time of 3.8 seconds and a standard limited top speed of 155 mph. However, the Ascari Edition raises that top figure to 174 mph. Sending that power to all four wheels is a standard all-wheel-drive system via an eight-speed automatic transmission. After a week of driving the RS5 in multiple driving scenarios, those power figures feel underrated. This vehicle easily feels like it's pumping out 500 hp. While it may not have a proper dual-clutch transmission, the quick-shifting automatic makes excellent use of the available torque, giving you ample power down low in the rev range while holding strong to redline. Despite being heavily turbocharged, the engine is also quick to respond, suffering from little to no lag. As part of the Ascari Edition, you get Dynamic Ride Control, whereas the standard RS5 comes with a fixed suspension. The adjustable suspension softens up considerably thanks to various driving modes, easily handling Los Angeles' broken roads. However, there's a fair amount of bounce in its tightest setting. As a result, I opted to leave the suspension in comfort mode while having the engine and transmission in their most aggressive settings. While a variable steering system quickens up the RS5's turn-in, there's also great feel coming through the wheel. This is a departure from Audi's of old, including the RS5's cheaper sibling, the S5. Interior/Technology Inside, the Audi RS5 Sportback's elegance continues thanks to its excellent use of materials. Since my tester is an Ascari Edition, there's carbon fiber everywhere. However, Audi made the right choice by choosing a matte finish to dial back its flashiness. There's also a fair amount of Alcantara throughout, including the excellent flat-bottom steering wheel. While the seats may look like average black leather chairs from afar, they feature a honeycomb stitch pattern that makes them look like a quality product. Sitting in them, I found plenty of support and adjustability without being uncomfortable. While there is some side bolstering, it's clear that these seats are better optimized for daily on-street driving than all-out performance. Also Read - 2022 McLaren 720S Spider Review: Redefining Speed On the tech side, the Audi RS5 received an updated central infotainment screen for the 2021 model year, now measuring 10.1-in. Despite offering Apple CarPlay and Android Auto connectivity, I spent most of my time utilizing Audi's native infotainment system, mainly via the digital instrument cluster. While the onboard navigation system took me through some odd routes, it looked beautiful, with a sizeable readable map placed directly in front of me. If Audi added the smartphone connectivity to the instrument cluster, I'd be fine getting rid of the screen that protrudes from the dash. Thanks to excellent sound isolation, the cabin remains quiet at speed. However, the RS5's exhaust is still loud enough to permeate through the cabin, so you can easily hear its engine note. Pricing While the Audi RS5 Sportback Ascari Edition is great to look at and drive, it comes with a hefty price tag. In base form, the RS 5 Sportback starts at $75,400. However, with the optional $20,500 Ascari Edition pack, that price creeps up to $95,900, at which point we're talking about a six-figure vehicle with taxes and fees. While the RS 5 Sportback arguably delivers a six-figure experience, lower trim levels likely get close to this level of performance without the high cost. Final Thoughts The Audi RS 5 Sportback delivers on almost every front. This fast Audi is more than just a fast Audi, whether it be speed, looks, or versatility. Yes, its limited-edition package and pricing are shocking, but it helps the driving experience with the updated suspension, brakes, and tires. This likely won't be the car to take to a track day or if you're looking for the rawest driving experience. However, to live with the RS 5 is incredibly well-rounded and tough to beat. See All Audi RS 5s For Sale

By Gabriel Vega – February 28, 2022

2022 McLaren 720S Spider Review: Redefining Speed

On a bright sunny Miami morning back in 2019, I stepped into a McLaren 720S for the first time. Up until that point, I thought I had speed figured out, with plenty of seat time in supercars from various brands. However, when I slammed my foot down, and that 720S sprung into life, I realized I had it all wrong. Nothing accelerated like it, and with its turbo noise whistling behind my ears as it violently pinned me to my seat, I learned the difference between supercar and hypercar levels of performance. To my delight, nearly three years later, the British carmaker tossed me the keys to a 2022 McLaren 720S Spider for a few days. Knowing well just how fast this car already was, my real goal was to figure out whether or not chopping off the roof fundamentally changes the driving experience. However, despite the added heft from the retractable hardtop roof, it's clear that McLaren's engineers are part-time wizards. Only magic could deliver a drop-top that handles this well while delivering tremendous performance. Spoiler alert, the Spider, is the one to get. Function Over Form The 2022 McLaren 720S Spider is far from the prettiest thing on four wheels. However, there's a real sense that it's less styled and more shaped by aerodynamics. Take the hollow headlights, for example, which allow air to flow through to a few hidden coolers. A quick look at the lower front valance reveals even more intakes, seemingly disguised by the gloss black paint. Even the doors have a trick up their sleeve, helping channel air around the car. Step around to the rear, and the things heat up thanks to the massive adjustable rear wing. While it mainly generates downforce as you accelerate, the wing doubles as an air brake when you stomp on the stop pedal. Aside from its sheer size, its many positions give the 720S a distinct look, whether you're stopped at a light or blasting through the canyons. Perhaps the best part of the 720S's design is the twin exhaust tips that shoot out of the front bumper, flanked by two thin LED taillights reminiscent of those in the P1. Also Read - Ferrari F8 Tributo Review: Pushing Street Limits My tester's Amaranth Red paint and matte black wheel combo work beautifully, effortlessly reflecting light with plenty of sparkles while teetering somewhere between orange and burgundy. While black wheels often get lost in a void, my tester's set matches well with the rest of the black trim found throughout the car. Overall, there is no denying that the 720S looks purpose-built, regardless of the angle, and in this case, extreme attention to detail is perhaps even more impressive than just a pretty face. No Drop Top Drawbacks Convertibles almost always weigh more than their fixed-roof counterparts, and the 2022 McLaren 720S Spider is no different. However, none of that weight comes from additional chassis strengthening. Thanks to its carbon fiber monocoque construction, the 720S's chassis remains just as stiff, even when without a roof. Instead, the added 108 lb comes from the retractable hardtop, which can fold away in 11 seconds up to 31 mph. On the road, the 720S Spider's twin-turbocharged 4.0-liter V8 works as a great equalizer thanks to its 710 hp and 568 lb-ft of torque output. With that much power, the Spider hits 60 mph in 2.8 seconds. However, the impressive part is that it's no slower than the Coupe, marking no speed drawbacks. Flat out, it'll reach 124 mph in 7.9 seconds before continuing to its 212 mph top speed. There is nothing subtle about how the 720S Spider accelerates. With peak torque coming in at 5,500 rpm, there's a slow build through the lower part of the rev range until its turbos spool up, and you get the full punch. Thanks to the seven-speed dual-clutch transmission sending continuous power to those rear wheels, the 720S doesn't let up once it hits boost. Also Read - Lamborghini Huracan EVO RWD Spyder Review: Proper Supercar Theatrics As I mentioned in the intro, this car redefined what speed meant to me years ago, and practically nothing has changed since. Despite stiff competition from across the globe, 720S sits on the performance throne as far as its segment is concerned. Throw it into a corner, and the 720S Spider only gets better. Thanks to a fully independent suspension, it's tough to unsettle the car as none of its wheels are physically connected. This allows you to take even the roughest roads at speed while retaining complete stability. Speaking of stability, there is no way to tell you're in a convertible with the top up. There is no lack of rigidity or drawback in terms of handling dynamics. Additionally, its active dampers allow the 720S to be easily the most comfortable supercar I've ever driven. Raw performance aside, the 720 Spider's party piece is its steering. While most of its competitors rely on electric power steering, McLaren has stuck to a hydraulic setup. The result is excellent feedback through the wheel. It's also quick, making the car's front end feel agile and light. Lastly, we've got the brakes. While the large air brake in the rear certainly helps out, McLaren gives you carbon-ceramic stoppers as standard. You have to stomp on the pedal to get their peak performance. Once hooked up, the 720 Spider's brakes offer tremendous performance that's seemingly endlessly repeatable. A Truly Daily Drivable Supercar Many supercars now double as potential daily drivers, and the McLaren 720S Spider may be the best one. While its independent suspension and adaptive dampers play a significant role, its overall comfort is supplemented by a comfortable, well-appointed interior. For starters, McLaren purposely lowers the height of the door sill, making it easier to get in and out of the driver's seat. Once inside, my tester's leather and suede interior continue the performance theme with a comfortable edge. The seats are spacious enough if you're carrying a couple of extra pounds while keeping you perfectly in place through tight corners. Additionally, they're far from rock hard, meaning even longer road trips should be a breeze. In front of the driver, there's a swiveling digital instrument cluster that changes as you move through different driving modes. In track mode, the screen pitches down, revealing a smaller screen on top with just your revs and speed. The whole act of the screen moving is exciting to see, almost marking a special occasion when going for a drive. While the vertically oriented screen in the middle houses McLaren's sleek infotainment system, it lacks Apple CarPlay or Android Auto connectivity, a real bummer since this car's closest competitors at least offer smartphone connectivity as an option. On the move, the 720S Spider's interior is surprisingly quiet. Thanks to using a hardtop instead of a soft one, there's good sound isolation, although you'll always be a quick throttle push away from sweet turbo noises. All around, the 720S builds the daily drivability side of its character without detracting from its central role as a supercar in any way. Big Performance Comes With A Big Price Tag As great as the 2022 McLaren 720S Spider is to drive and live with, that performance comes at a significant sum. In the US, this car has a starting price of around $318,000. However, with optional extras such as the carbon fiber trim, my tester's price hovers closer to $375,000. After spending a few days behind the wheel, it's clear to me that the 720S Spider delivers on just about every front. Whether it's outright performance or livability, this McLaren shines as completely worth its price tag. Additionally, there's no penalty for choosing the Spider variant. Instead, you gain the sweet sounds of a turbocharged V8 right behind your ears. Above all else, my biggest takeaway is that despite not having driven one for years and driving just about everything else since then, the 720S is still easily one of the most impressive vehicles I've ever driven. See All McLaren 720S Spiders For Sale

By Gabriel Vega – February 10, 2022

Aston Martin DB11 V8 Review: A Statement Piece

When the covers came off the Aston Martin DB11 in 2016, it featured a 5.2-liter twin-turbocharged V12 under its hood, boasting supercar power with performance figures to match. However, in 2017, the British carmaker introduced the second variant of its flagship car with a Mercedes-AMG sourced V8. Dubbed the Aston Martin DB11 V8, this variant of the brand's GT car offers the same aesthetics as its V12 sibling but with less power, weight, and a cheaper price tag. I've been driving the V8-powered DB11 in Los Angeles this week, covering nearly 300 miles of city streets, open highways, and multiple runs in the canyons. As the odometer kept ticking, it became clear that while the DB11 V8 nails its role as a GT car, it walks a fine line, doubling as a proper sports car. Attention-Grabbing Aston The Aston Martin DB11 is a stunning machine, easily one of the best-looking I've ever tested. With its low and widened stance complemented by a long hood, strong shoulder line, and angular lighting elements, this super GT has no wrong angle. The DB11 dominates the looks department by banking on thoughtful and sleek design instead of shiny chrome parts or over-the-top aero elements. The result is a car that comes across as more classy than crass. I have nothing but high praise for whoever optioned my tester. Featuring an optional shade of Q Royal Indigo for $9,100 over a Black Damson and Ivory contrasting leather interior, this DB11 is not like the others in the best way possible. Despite what their names might suggest, this is a purple over purple Aston Martin. While that may sound a bit wild on paper, the dark hues work perfectly with this car's styling elements, managing to draw a surprising amount of attention without banking on a loud, flashy color to get it. Regardless of which engine option you opt for, there is no penalty in the looks department for choosing the V8-powered variant. The V12 and V8 are virtually indistinguishable, retaining the same great design regardless of the fewer cylinders. Light On Its Feet While the Aston Martin DB11 V8 is the least powerful variant in its family, it's far from slow. The Mercedes-AMG sourced 4.0-liter twin-turbo V8 still develops 503 hp and 513 lb-ft of torque, allowing this 3880-lb coupe to reach 60 mph in less than four seconds before continuing to a top speed of 187 mph. If that sounds supercar quick, it's because it is. In contrast, its V12 sibling puts out 630 hp and 516 lb-ft. While the horsepower output is drastically different, the two variants deliver near-identical torque figures, meaning the real-world difference between the pair likely isn't as significant as it may appear on paper. In practice, the DB11 V8 is properly quick. With peak torque coming in at 2,000 rpm, power is abundant, regardless of where you are in the rev range. Even the eight-speed automatic transmission does a reasonably quick job routing all of that power to the rear wheels. While it's not nearly as fast or responsive as a dual-clutch unit, it's more than smooth around town and on the highway. The DB11 doesn't sound anything like an AMG GT despite the Mercedes-AMG heart. That's because Aston Martin retuned the engine considerably, to the point where it behaves and sounds unique. In its most aggressive setting, the valved exhaust system sings more than it screams. Overall, the DB11 sounds as classy as it looks, tying the whole car together nicely. Choosing the V8 over the V12 has significant benefits, especially in the weight department, as the less powerful DB11 is 253 lb lighter. While the weight reduction is substantial on its own, it's important to remember that the weight savings come primarily at the front of the car, which serves to improve its weight distribution. The DB11 V8 feels agile on the road, eager to change direction on tight switchbacks without understeer. In this configuration, the DB11 walks a fine line between a Grand Tourer and a genuine sports car. On the suspension front, it's clear the DB11 prioritizes comfort over outright performance. Around Los Angeles, the DB11 soaks up bumps well, even when faced with significant imperfections on the road. On the highway and at speed, the DB11 feels balanced and planted without sacrificing comfort. While the car's adaptive suspension allows you to firm things up for curvy roads, I found myself leaving the car in its most comfortable settings as I saw little enjoyment benefits to the stiffer settings. Got Purple? Step inside the Aston Martin DB11 V8 and things only get more purple. Since the interior is made almost entirely of leather, the dashboard, center console, seats, and door panels feature excellent color. Thankfully, a contrasting Ivory leather helps balance the look. Additionally, there's contrasting stitching throughout, giving the DB11 a proper sense of quality. Everything inside this Aston Martin feels incredibly pleasant to the touch and well built. The only noise you'll hear in the cabin is leather rubbing together, no hard plastics spoiling the experience. On the tech front, the Aston Martin DB11 offers a digital instrument cluster with your revs displayed front and center flanked by two smaller configurable screens. The center eight-inch screen features a somewhat outdated infotainment system that's a bit tough to use, especially when compared to its competitors. Additionally, like the Vantage F1 Edition, I drove, Apple CarPlay and Android Auto aren't available as options. Thanks to their plushness and adjustability, the 12-way adjustable heated seats are excellent for covering long distances. While there isn't as much side bolstering to hold you in during tight corners, it's a worthwhile tradeoff considering the everyday comfort. These seats are the types you could be happy with daily or driving across the country. Comfort aside, the interior's ergonomics are excellent as you sit down low in the car, giving the impression that it wraps around you. With ample head space and excellent visibility, the DB11 nails its role as a GT car. Is The DB11 V8 The One To Buy? Power and weight aside, the pricing structure is a big differentiator between the Aston Martin DB11 V12 and V8. Despite my tester's $209,700 base price, options such as the exterior paint ($9,100), Technology Pack + ($9,100), and Exterior Black Pack ($6,900) bring its as-tested price to $258,986. In contrast, the cheapest V12-powered variant starts at a hair under $250,000, meaning with similar options, we'd be looking at a car costing around $290,000, marking a considerable price gap. Since I have yet to drive a V12-powered DB11, I can't comment on which of the two is the better drive. However, I can confirm that the V8 delivers a driving experience that is exciting, rewarding, and befitting of its price tag. Even if it's mainly positioned as a GT car, the V8 brings in some proper sports car handling and agility that only add to this model's appeal. Furthermore, thanks to its comfortable cabin, excellent ergonomics, and ample use of high-quality materials, the DB11 is equally comfortable for everyday commutes or driving across the country. All Aston Martin DB11s For Sale

By Gabriel Vega – January 19, 2022

Mercedes-AMG E53 Cabriolet Review: Six Cylinder Magic

While Mercedes-AMG is best known for its fire-breathing V8s and V12s, its beginnings featured fewer cylinders. In 1993, the C36 AMG, the first vehicle co-developed by AMG and Mercedes-Benz, hit showroom floors with its silky smooth inline six-cylinder engine. While the C-Class would eventually get a V8, it cemented the six-cylinder as part of AMG's history. The German carmaker's latest offerings are a return to form, such as the Mercedes-AMG E53 Cabriolet I've been driving. With a 429 horsepower turbocharged inline-six under its hood, it lacks the mind-bending performance of its V8-powered siblings. However, it delivers a premium GT drop-top experience with great looks, a fantastic interior, and enough power for most people. Forget Bland Colors The first thing that'll strike you about my Mercedes-AMG E53 Cabriolet's exterior finish is just how much it changes the overall vibe of the car. It's called Brilliant Blue Magno, and it's a $3,950 option worth every penny. The matte finish not only helps accentuate the E53's aggressive body lines but it allows this AMG to stand out in a sea of executive-friendly shades that often shroud six-figure sporty GTs. This generation of the E53 is the first to feature Mercedes-AMG's Panamericana grille and its vertical slats, paying tribute to the brand's racing heritage. As if the grille wasn't big enough, the lower front fascia also houses a massive air intake in front of the car's intercooler. While this detail is mainly functional, getting to see a few of the car's components is a nice touch. Two large LED tail lights characterize the rear of the E53, seemingly wrapping around the rear quarter panel, visually widening the car. Below, you'll find rounded quad exhaust pipes, a sharp contrast to the E63's squared-off tips. This AMG achieves its main visual goal with a refined, aggressive aesthetic that's just great to look at from any angle. From a visual standpoint, the E53 looks no less sharp or aggressive than the E63. While there are subtle differences in the exhaust department, there's no clear indication that a big V8 doesn't live under the hood. A Drop Top With Big Speed Powering the Mercedes-AMG E53 Cabriolet is a 3.0-liter turbocharged inline-six developing 429 hp and 384 lb-ft of torque. This is enough to rocket this luxury convertible to 60 mph in just 4.5 seconds and continue to a limited top speed of 155 mph. A small electric motor dubbed EQ boost adds up to 21 hp. However, it spends most of its time filling in torque across the powerband. Aside from creating what is likely the world's best auto start/stop system, EQ Boost means you get immediate power at any rpm. The E53 feels quick, faster than its figures would suggest on the road. While peak power comes in at 1,800 rpm, the use of a razor-sharp nine-speed dual-clutch transmission along with the added torque fill means the E53 pulls hard to redline with consistent power. Around town, I never felt the need for more power; 429 hp is a lot, plenty for most people. It was only up in the canyons where the E53 began to fall behind its V8-powered siblings. However, in all other scenarios, the inline-six is terrific. Like most new products from Mercedes-AMG, the E53 Cabriolet features an all-wheel-drive system. While the system is rear-biased, it gives the E53 a tendency to understeer once you start to push it. The benefit here is seen when you try and launch it. With its launch control system and traction on all four corners, this drop-top pounces off the line without an ounce of wheelspin, resulting in greater speed with less effort. While there isn't a ton of steering feel on offer, adjustable modes allow you to alter its weighting considerably. For me, the steering is best left in Comfort mode, as Sport+ and its artificial weighting require more effort without immediate reward. An air suspension system with active body control keeps things in check once the going gets twisty. In its most aggressive setting, the E53 remains surprisingly flat, even for a 4,500-lb convertible. However, cycling things down to their softest settings leaves you with a daily driver that isn't phased by significant imperfections on the road. It excels on both the luxury and performance sides of the equation. While there's no fire-breathing V8 to deliver a brutal sound, the E53 features an active exhaust system. Let off at high rpm's, and you'll get satisfying pops and crackles for days, only adding to the driving experience. Excellent Ergonomic Design Aside from nailing the looks and the drive, the Mercedes-AMG E53 Cabriolet's interior is a wonderful place to be. Given this car's as-tested price of $105,440, composed of over $20,000 spent in optional extras, it has all the bells and whistles. For example, you'll find Nappa Leather throughout my tester, an $2,990 option for the seats, and a $500 option for the AMG steering wheel. A $2,850 carbon fiber pack covers the E53's dashboard and center console in the lightweight material, only adding to the sporty aesthetic. As a result, everything you touch feels incredibly high quality, befitting of a six-figure convertible. On the tech side, Mercedes-AMG's current interior layout remains one of my favorites. In front of the driver, you'll find twin 12.3-inch screens, one for the digital instrument cluster and the other for the MBUX infotainment system. MBUX is a top-notch system with a thoughtful layout and vibrant colors. Apple CarPlay and Android Auto come standard if you prefer a phone-based system. Instead of a folding metal roof, the E53 counts on a soft top. While the fabric top is lighter than its metal equivalent, it lacks the additional sound deadening benefits. The E53 is louder than expected on the road, slightly taking away from an otherwise refined driving experience. However, with music playing or a podcast, the added noise becomes less apparent. Mercedes-AMG E53 Cabriolet Worth Over $100,000? Any way you slice it, $105,440 is a lot for a Mercedes-AMG product that isn't a range-topping option. However, the E53 justifies its price tag by delivering in all areas. Contrary to what I would typically suggest, sticking with a relatively base E53 closer to $85,000 isn't the way to go. That's because all of my tester's optional extras help make the driving experience. From the upgraded seats to the stunning paint, exhaust system, and carbon fiber accents, the E53's bells and whistles help make it feel truly special. After spending a week with one of AMG's few remaining drop-tops, I walked away feeling impressed, and more importantly, not yearning for a bigger engine. For most people, the E53 is just right. Browse All AMG E 53s For Sale

By Gabriel Vega – December 29, 2021

2021 Chevrolet Corvette Convertible Review: Drop Top With...

Since its introduction in the mid-1960s, the Targa top has served as a way to offer open-top motoring without losing structural rigidity or gaining unwanted weight, as most convertibles often do. Flash forward nearly 60 years, and these old drawbacks aren't necessarily the norm anymore. Enter the 2021 Chevrolet Corvette Convertible with its mid-engine layout, composite materials, and clever engineering, which embodies just that, a genuinely open-air driving experience from a good performance car that offers little drawback. The tester I've been driving is a range-topping 3LT, starting at $79,945, including a $1,095 destination fee. While the famed $5,995 Z51 Performance Package is missing, a week on the road didn't leave me wishing for it. In fact, after several hundred miles behind the wheel, the drop-top Stingray has convinced me it's the one to buy. A Secret Convertible Walk by a 2021 Chevrolet Convertible, and chances are you won't notice its roof folds at all. That's because instead of sticking with the soft top it used in the last-gen, Chevy opted to give the Stingray a metal roof. Visually, this ties in the coupe and convertible together, revealing subtle differences at first glance. Step closer, and you'll notice that the actual differences are pretty significant. For starters, instead of having a sloping roofline characterized by a big solid piece of glass, you've now got a small rear-facing window flanked by two prominent structural components. While the convertible loses the glass panel that allows onlookers to take a peek at the engine, these stylistic changes change the car's aesthetics for the better, giving it a more exotic look. I wasn't a big fan of the C8's design initially, or even when my tester first showed up a few months back. My biggest initial complaint was that it looked a bit too angular in the front but simultaneously boxy in the rear without delivering the proper wide stance associated with mid-engined sports cars. However, after my week with it, my opinion changed quite drastically. I found myself appreciating just how much the C8 stands out, even in a city like Miami and its supercar surplus. While it'll still split opinions for years to come, the C8 Corvette undoubtedly looks special. Still A True Sports Car On the road, the 2021 Chevrolet Corvette Convertible is pure magic. Losing the roof doesn't result in botched handling dynamics or significant performance losses. Chevy claims that the C8's chassis is so stiff that turning it into a convertible didn't require additional strengthening. While the addition of the metal folding roof adds around 80 lb, practically unnoticeable in the real world. Let's not forget, the Corvette still has a naturally-aspirated 6.2-liter V8 delivering 490 hp and 465 lb-ft of torque. While that may not sound like a lot in today's horsepower hungry world, that's still good enough to rocket the drop-top C8 to 60 mph in just 3.0 seconds. Add that aforementioned Z51 Performance Package, and that time drops to 2.9 seconds, meaning even with the added weight, it's still one of the quickest cars on the road. Thanks to an excellent eight-speed dual-clutch transmission, the C8 can capitalize on every ounce of power it has to offer, meaning it's lightning quick, regardless of the situation. Additionally, the transmission is silky smooth around town, staying relatively undetectable in most conditions, making the Stingray a great daily driver. The use of magnetic ride control and four-wheel independent suspension means that the Corvette is genuinely comfortable, not just for a mid-engined sports car. The C8 soaks up bumps impressively in its softest, remaining smooth, even through crowded and poorly maintained city streets. In its sportiest mode, everything tightens up considerably, delivering excellent grip, high-speed stability, and an enjoyable driving experience. The Convertible C8's handling dynamics can be attributed to its unique suspension setup, implemented to cope with its added heft. This addition works well in practice, allowing the drop-top to drive just as well as its Targa top sibling. A Striking Interior To Match The 2021 Chevrolet Corvette's over-the-top nature continues in the interior, where a large row of buttons seemingly divides the driver and passenger. At first, finding the right button felt like looking for a needle in a needle stack. However, after spending some time behind the wheel, I learned the position of the switches, and the ergonomics became less of a problem. Perhaps even more striking is the squared-off steering wheel. While I completely understand that it has to be that shape to get a clear view of the digital dash in front of you, it still looks a bit unusual. However, from an ergonomics perspective, I found no issues with it, meaning even tight maneuvers were relatively easy to execute. Tech-wise, the C8 offers up many goodies from a user-friendly infotainment system, Apple CarPlay connectivity, endless cameras, active safety systems, and even a heads-up display. The addition of so much tech only adds to the daily drivability of the Corvette. While the aforementioned adaptive suspension system helps comfort, my tester's carbon-backed GT2 seats didn't hold it back either. Despite being the most performance-oriented option available, these chairs offered great support and ample room, making long drives a breeze. Is the 2021 Chevrolet Corvette Convertible worth its price? While the 2021 Chevrolet Corvette in standard form is an absolute performance bargain, starting at $60,995, including destination fees, its convertible sibling comes at a premium. In base form, the convertible starts at $68,495, marking a $7,500 increase for that folding metal roof. Add on my testers, 3LT trim, and we end up a hair under $80,000. After spending some time with it, I'd shell out the extra cash for the new convertible cars. The C8 still offers fantastic value, delivering a driving experience comparable with vehicles that cost twice as much. With impressive handling characteristics, ample tech, and impressive but approachable performance, the C8 remains one of the best sports cars on the market. See All C8 Corvettes For Sale

By Gabriel Vega – December 17, 2021

2021 Jaguar F-Pace SVR Review: Pantomime In Spades

The 2021 Jaguar F-Pace SVR is exhilarating. With its supercharged engine, sharp looks, and engaging driving experience, the SVR gets closer to performance SUV nirvana than most contenders in the segment. The SVR does so by committing to performance almost above any other metric, making this Jag not just fun because it's an SUV. It's a proper performance vehicle full stop. To put the 2021 Jaguar F-Pace SVR through its paces, I spent a week living with it, alternating between quick blasts through the canyons and mundane commutes to see if this SUV is more than just a performer. While this Jaguar is not without its flaws, it serves up an exciting driving experience for the type of buyer that needs one car to do it all. Aging Like Fine Wine The 2021 Jaguar F-Pace SVR marks the first model year of this SUV's mid-cycle refresh and facelift. The first-gen SVR was a stunning thing to look at. Designed by Ian Callum, the man behind heavy-hitters such as the Aston Martin Vanquish, DB9, and DB7, the F-Pace stands out as a family hauler that is genuinely nice to look at. The refresh, however, takes things further, employing sleeker lines and emphasizing the SVR's commitment to performance. It all starts at the front, where this latest Jag sports improved aerodynamic elements that allow for greater airflow, resulting in improved cooling and a 35 percent decrease in lift. Additionally, the new face reduces this SUV's drag coefficient, allowing it to cut through the air more efficiently. My tester was finished in an SVO premium paint color called Desire Deep Red, which itself is a $4,550 option. While this shade couldn't decide if it was brown, red, or purple, the way it shifts under different lighting scenarios only helps extend the visual appeal of the SVR. Additionally, my tester's dark gray contrasting trim highlighted key parts of the F-Pace's design, including its wheel arches, front aero, and rear diffuser. The rear of the SVR picks up where the front left off with its new LED taillights. While the large spoiler on the rear hatch screams sporty, it's all about the rear diffuser. Flanked by two aero elements that help channel air, the diffuser houses four polished exhaust tips that stand out against this SUV's dark paint but also help highlight the most critical part of the SVR, its engine. 550 Horsepower And A Driving Experience To Match While most performance SUVs juggle the difficult task of trying to be equal parts comfy and sporty, the 2021 Jaguar F-Pace SVR breaks away by committing to performance. Powered by a 5.0-liter supercharged V8, the SVR pushes out 550 horsepower and 516 pound-feet. All that power allows this 4,535-pound Jaguar to hit 60 mph in just 3.8 seconds. Aside from delivering linear power thanks to its supercharger, this V8 sounds fantastic, producing a guttural noise befitting a muscle car. While valves in the exhaust allow you to quiet things down, slam the throttle with the valves open, and you get one of the best-sounding SUVs I've ever driven. The SVR turns noise into speed via an eight-speed automatic transmission mated to an all-wheel-drive system. Around town, this Jag's powertrain calms down significantly, blending into the background of your commute with smooth shifts and quick responses to throttle inputs. However, the SVR shifts significantly faster at speed, delivering a more aggressive driving experience. While this transmission doesn't feel as sharp as what you can expect from a dual-clutch, it's most of the way there. While this SUV is a true performer with excellent straight-line speed, that isn't its most impressive trait. The SVR's party piece is how well it handles. With adaptive dampers on all four corners, this large SUV is incredibly tight, offering little body roll and excellent stability. Aside from just raw performance, the SVR nails the fun department, offering a driving experience that requires few compromises for the buyer who needs a performance vehicle and a family hauler. However, one such drawback is the F-Pace's ride quality, which is great when you're blasting through canyons, but stiff and bouncy around town. While the SVR is far from uncomfortable, a quick spin through a crowded city reveals where this SUV falls on the comfy vs. sporty spectrum. The SVR's Biggest Improvement While this refreshed 2021 Jaguar F-Pace SVR is nice to look at and even nicer to drive, its most significant improvement lives in its interior. Instead of tweaking a few vital components, this latest F-Pace has an entirely new interior design, including a new steering wheel, dashboard, infotainment screen, and more. Gone is its predecessor's 10-inch touchscreen that lived embedded in the dash. Instead, we now have an 11.4-in unit with a tablet-style design that sits proudly on top of the SVR's HVAC controls. This display is powered by the brand's latest Pivi Pro infotainment that is both sleek and easy to use while offering up Apple CarPlay and Android Auto connectivity. The SVR's white-leather seats are as good-looking as they are to sit in. These bucket-style sport seats offer cooling and heating functionality while supporting you without squishing you in an attempt to be overly sporty. The SVR's interior strikes a nice balance between ergonomics and material choice, befitting a near six-figure SUV. How Much Does The 2021 Jaguar F-Pace SVR Cost? While the 2021 Jaguar F-Pace SVR starts at $84,600 plus a $1,150 destination charge, our tester came in at $97,379. Optional extras such as the premium paint for $4,550, 22-in wheels for $1,200, and leather seats for $1,150, push this SUVs price closer to six figures. While the SVR is far from cheap, V8-powered competitors from BMW and Mercedes-Benz all start over $100,000, making this Jag a good value in its segment. I couldn't find things I would change about it throughout my time with my tester. This is precisely how I would option an SVR, with just enough extras to accentuate its strengths. After a week with my tester, it was clear that while it may not be the world's fastest SUV or the most luxurious, the SVR strikes a great compromise between offering a fantastic driving experience and enough space for your family to tag along. See All Jaguar F-Pace SVRs For Sale

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