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 Andrew Nabors – October 27, 2017

Reviewed: 2017 Jeep Renegade Altitude

The Jeep Wrangler has been popular "Since 1941". That script is emblazoned on the dash of all 2017 Jeep models, even the Renegade. The new Altitude package takes the renegade to new heights, and it also helps clearly define the model. A Renegade is someone who breaks from tradition. Someone who deserts and betrays their allegiances and organizations. We didn't know how this would apply to a small SUV, so Jeep sent us a new example for a week of review.Anyone can tell the Renegade is a Jeep from miles away. The familiar grille & headlights are an unmistakable trademark. The overall shape is eerily familiar, but we'll get to that in a moment. It is a rectangle with fender flares. Sharp angles on the top transfer into curves around the wheel openings. Your eyes are enjoying everything until they fall upon the lower body cladding. The famous Rubbermaid plastic found across the industry a decade ago, we assumed it had gone extinct. As the owner of a first-gen Avalanche, I still wonder what made us accept such a cheap alternative to painted panels. Jeep Unveils Hellcat Powered Grand Cherokee TrackhawkIn all seriousness, the small amount of cladding will help with lower body protection until it greys away in a few years. Another retro-inspired design is the roof. Two removable panels are easily stowed in the back if you want to be open to the sky. If you don't want to go completely topless, the front panel is also powered and it opens as a moonroof. It is a very neat feature, and both panels are well insulated. It made us wonder about another unique convertible: the Fiat 500. That's because the Jeep Renegade is essentially an American version of the Fiat 500x. The engine and transmission are built in Ohio, then shipped to Melfi, Italy to meet their Jeep.The Jeep brand has had many owners over the years. Fiat is the latest dance partner, they have been a subsidiary of Daimler-Chrysler, Cerebus Capital, American Motors, and Willys-Overland. Each era has its own highlights and errors, but we feel that the current lineup is the best they've ever offered. Is the Renegade for everyone? No, because it has a cloth interior and durable plastics that aren't top-notch, but they will last for a long time. The interior is user-friendly, with controls in a logical layout. The infotainment screen is only 6.5", which might seem smallish. But thanks to Jeep's steering wheel controls you won't have to take your hands off the wheel. They are the same buttons found on almost every Jeep and Chrysler since the mid 90's. If only the other automakers would learn to leave good features alone.Driving the Renegade is unremarkable for an AWD SUV. Yes, Jeep sells it as 4 Wheel Drive, but technically its not. The transfer case is full-time, without a 2WD mode. Since its a Fiat underneath, the chassis is set up primarily for FWD. It has heavy steering with a strong return pulling your hands back to 12 o'clock. Italians know you want to feel proper feedback from the road. Our car had the larger of the two engine choices. The 2.4-liter MultiAir is smooth, but it needs each of the transmission's 9 speeds to provide any motion. That's because all you have to play with is 180 horsepower and 174 lb-ft of torque.The Renegade corners well and rides smooth, with room for 4 adults and moderate cargo space. It is not powerful enough to get into trouble, and the SelecTerrain system is smart enough to keep you safe. Rear seat and rollover ratings are only 3 stars for a grand price of $32,195. Highway mileage is rated at 29 mpg and 21 in the city. The novel design and features are worth it, so check your local dealer for more details.

By Andrew Nabors – October 12, 2017

Reviewed: 2018 Genesis G80 RWD 3.3T Sport

Hyundai doesn't want you to know they build big luxury sedans-- that's why their top two offerings were rebranded. The Hyundai Genesis has evolved into the Genesis G80, and the Equus is now the Genesis G90. Being a tremendous bargain in the sedan marketplace, you've probably seen them at work and on the street.Attention to details and great build quality have made the Genesis a smashing success, but perhaps Hyundai wants us to perceive them as the small & affordable alternative to Japanese or European imports. So the current strategy seems to leave Kia as the introduction, Hyundai for the mainstream, and Genesis for the elite. Sharing parts and engineering across the brands has allowed for innovation in every area. That is how they shocked the world with the 2012 Genesis R-Spec. It had a 429 horsepower V8 that was a plausible CTS-V fighter.And now they've done it again. The 2018 Genesis G80 Sedan is available with the same 5.0 liter V8 we've come to love, but this is something new. Under the hood is a 3.3 liter V6 with twin turbos. Everyone else is adding boost to small V6 engines, so it was bound to happen. The motor is the only real difference since our review of the 2017 Genesis G80, so click that link for the full rundown. On premium fuel it makes 365 horsepower and 376 lb-ft of torque. Ken Lingenfelter Buys LaFerrariThe transmission is the same 8 speed automatic as last year. Shifting is on the comfort side so it would be nicer to have more bang on WOT downshifts. Brake boosting is a great way to launch, and it will catch the unsuspecting with tire smoke and strange looks. Although it only makes a few less pound-feet than the V8 Genesis, it is nice to have better highway mileage. To differentiate it from the V8 models, the Sport has satin nickel accents along with unique grilles & wheels. Apple CarPlay and Android are fully supported with the Lexicon 17 speaker system. Other pleasantries include a wireless charging pad, carbon fiber interior trim, and a full-color HUD screen.What are they asking for a new motor and upgraded details? Only $56,225. Much cheaper than any other twin turbo sedan, but almost $1,000 more than the V8 from last year. It is still a good buy if you are looking for a solid & quiet ride, especially one backed by a 10 year/100,000 mile warranty. Head to your local dealer to find out more and stay with us for all your automotive news.

By Andrew Nabors – October 11, 2017

Reviewed: 2017 Subaru BRZ

Has history ever taken your breath away? This one caught us by surprise because the Subaru BRZ was one of the first articles ever posted here on Autofluence. The model year 2013 was an introduction of two cars that shook up the automotive world. Toyota and Subaru worked together to develop the Scion FR-S and the Subaru BRZ. Scion may not be around anymore, but Subaru is still building these compact sports cars. Groceries Only PleaseIn the meantime, we spent a week with an automatic Scion FR-S back in 2013. The only real differences between the brands are in styling and tire width, so think Camaro vs Firebird. Several updates over the last few years have allowed the 2017 Subaru BRZ to offer a great blend of sport and style, but how does it feel in a daily driver scenario?Ferrari FF Is A Fantastic Four But It's Rated For 29 MPG ?!?Our press car for the week arrived with a six-speed manual and a 2.0-liter flat four. We're no stranger to the engine, as it was the power for our Wide Open Baja excursion two weeks ago. Instead of peak power or a broad torque curve, these tiny tykes offer a smooth response from idle to 7,400 rpm. At your command will be 200 horsepower and 151 lb-ft of torque. In order to compete on the modern stage, the transmission has very close ratios and the differential has 4.10 gears. First gear is almost 3.7:1, which makes it feel like a granny-low. If you don't like shifting, this isn't the car for you. The 80's Vintage LCD Clock and HVAC Controls Can't Be Seen With Polarized Sunglasses...The left pedal is not overly heavy, but the clutch engagement point is anything but consistent. Not only is the flywheel very light, the engine itself has featherweight pistons and rods. You won't win any drag races in stock form, sorry. But if you challenge them to a road course, the BRZ comes alive. You are probably expecting meaty rubber in staggered sizes...You might be shocked to find four 215/45/17 tires. They may be only 8" wide, but they work perfectly with the Sachs suspension. Even Miata owners have to recognize the potency of the Torsen differential. Big Brembos On Tiny Car = HappinessWith such a low center of gravity, the BRZ never complains in the corners. Does it need more power? Of course, but daily driving is rewarding for any motoring enthusiast. Fully loaded, the BRZ will set you back just over $30,000. It doesn't break the bank, and the residual value to sports car enthusiasts makes a purchase or lease a smart move. Stay with us for all your Subaru and Toyota news & reviews.

By Andrew Nabors – October 02, 2017

Reviewed: 2017 Chevrolet Cruze Hatchback

For this week's new car review, Chevrolet sent us a new Cruz Hatchback. Let's talk small cars. Chevy has always built an affordable American car, but they haven't always got it right. The Corvair and ChevyII Nova were great in the 60's, and they are sought after today. But from the mid 70's up until the Cobalt era, Chevy's small cars evoke a mix of emotions. When was the last time someone talked about their Cavalier fondly?The 2nd generation Cruze launched in 2016 with a 1.4-liter turbo four. The peppy little engine is also found in the Vanderhall Venice and Laguna models, so we've had serious time with it. They are easily capable of over 200 horsepower with a few mods, and nobody will argue with 37 mpg. Don't let your memories of old FWD barges keep you away. The D2XX platform was built for a global market, and it is strong and nimble. Since the Cruze is also the basis for the Volt, it needed to be able to support a battery pack and plenty of additional weight.It's impossible to find a true base-model car anymore, so the Cruze arrives with power windows, A/C, 6 speaker audio and keyless start. In the battle for driver convenience, the $790 Confidence II Package has all the parking assist, lane keeping, and rear cross traffic systems. Since these will probably be government-mandated soon, most cars we review are hard to order without them.Around town the Cruze is fun. It takes a second to spool the turbo, but the transmission ratios are suited nicely for decent acceleration. Yes, there are some moments that require you to stand on the skinny pedal. And that is what driving a small car is all about. It has all the features you need along with stellar safety ratings, so it makes the price of $29,605 completely plausible. The Cruze has more style inside & out than many other compacts. Find your nearest Chevy dealer in the link below and stay with us for more reviews.Search Chevrolet For Sale

By Andrew Nabors – September 19, 2017

Reviewed: 2017 Jaguar F-Type SVR Convertible

If you have not seen a Jaguar F-Type SVR, you will probably hear it before it comes into sight. We assumed it would be a docile kitty, but it turned out to be a feral wildcat. Jaguar's flagship coupe has lost its top, and we were honored to drive it for a week. We knew it would be fast, but our first attempt at launch was confusing. Instead of wheel spin, we had consistent 0-60 times around 4 seconds. It is officially rated to do this in 3.5, but that isn't possible on most public asphalt.The secret sauce is known as All Wheel Drive. Extensive use of aluminum and titanium allow for a curb weight of 3,792 lbs, which translates to amazing performance in any situation. Driving the SVR is rewarding, especially with the top down. Visibility is decent and the interior is well thought out. Suspension is tuned for total grip, and it responds to any imperfection with authority. Another side effect of the stiff ride is road noise. Transmitted through the bushings and into the firewall, the insulated top makes the cabin a resonance chamber in certain gears. But the powerful Meridian audio system works wonders to overcome any annoyance. A technological tour de force, the SVR makes use of a computer control everything from aerodynamics to the active differential. You have an 8-speed transmission at your command. With 575 horsepower and 516 lb-ft of torque, the car is happy to respond in any gear. The kick-down from 8th to 4th gear will invoke the titanium exhaust to open. A symphony of supercharged V8 will make everyone jealous as the SVR leaves traffic in the dust. The suspension is firm and the chassis is stiff, but it has grip for days. Even in the rain, the AWD system allows it to be confident and comfortable. The Union Jack and carbon fiber make an amazing convertible. Price: $128,800 Engine: Supercharged 5.0-Liter V8 Horsepower: 575 Torque: 516 lb-ft 0-60: 3.5 seconds Top Speed: 200 mph Transmission: 8-Speed Automatic If you want to experience it yourself, check out these listings and stay with us for more great reviews.

By Andrew Nabors – September 10, 2017

Reviewed: 2017 Chrysler Pacifica Hybrid

Regardless of your age or location, everyone seems to have an opinion of the Chrysler Pacifica. It was the first vehicle from Daimler-Chrysler, and it has been in production since 2004. It wasn't quite a Daimler or a Chrysler, so the public accepted it as something unique; a nice alternative to the minivan.Times have changed, and now the crossover market has almost killed the traditional minivan. Or at least we thought so...For the 2017 model year, Fiat-Chrysler have released an all-new Pacifica, as a minivan. They are practical, and the two massive doors make it easy to load up the family. And if you are considering one, why not buy it from the people who invented it. Enter Here To Win A 2018 Dodge DemonFollowing the new trend of onboard chargers, the 2017 Pacifica Hybrid has a 6.6 kW unit to keep the batteries ready to go. The display shows the state of charge along with regenerative braking percentages. Even at 0% battery, a few minutes of stop & go traffic will put some juice back into the system. Two-tone white & black leather makes the interior appealing to the eyes. The downside is a full-length sunroof that turns the cabin into a sweatbox. Even with the A/C blowing full blast, the volume of hot air is too much for sunny Florida.Another quirk is the rotary shifter. While rolling it is possible to easily go Neutral and use the adjacent door controls to open both side doors in motion. If you need to jettison something incriminating while on the move, the Pacifica is our choice. 2nd-row passengers have individual climate controls above the doors, and both seats have their own HDMI inputs to keep them entertained. The infotainment system can handle 3 different inputs, two through headphones and the primary is sent to 13 Alpine speakers. All the goodies like park assist, 360* surround view and active cruise control are standard on the Platinum models. Rated at 32 mpg on gas and 84 mpg in fully charged city driving, it carries a price tag of $47,885.Driving the Pacifica is quiet and rewarding. The heavy hybrid gear is mounted very low in the chassis, which makes it corner better than you would imagine. The cargo area is also capable of hauling plywood and tools, making it perfect for the handyman. Put a Surge in the cupholder and get ready to relive the 90's! And as always, stay with us for more retro reviews.

By Andrew Nabors – July 28, 2017

In the Driver's Seat: 2017 Cadillac CTS-V

It takes a certain type of person to look at a Corvette Z06 and wish it had back seats. The mad scientists at Cadillac's V division have been using Corvette's most powerful engines since 2004. Last year was the introduction of the 3rd generation CTS-V, so Cadillac sent us one for a week of thrills. For 2017 they've revised some of the less popular items and sent us another metallic black monster. Four years ago I found a pristine 2004 example in the world's best car magazine so I had to have it. I might be biased, but I feel that the V Series represents the state of the art in high-performance luxury cars.Editorial bias aside, let's start with changes for 2017. Big black supercharged sedans tend to get toasty, especially in summertime Florida. So the best upgrade is automatic seat ventilation. The seat senses your temperature and controls the blower speed accordingly- Brilliant! Android Auto is now fully integrated into the CUE infotainment system. And CUE has received a new interface. You can select which apps are displayed. This eliminates useless info and also appeals to the OCD among us. Other tech upgrades include distance control for the adaptive cruise, and the lane keeping system is much smoother. Last year the car would correct itself with abrupt steering input. It wasn't a big deal breaker for some of us. The fact that it can follow the road as well as any German is impressive. The most hilarious upgrade is Teen Driver mode. It tracks speed, throttle input, and location and gives a "report card" to the parents.We applaud Cadillac for thinking of teen safety, but giving teens access to 640 horsepower should not be considered. That's because the CTS-V is one of the fastest sports cars for sale. After starting the engine, select race mode and press traction control off twice. A hidden menu appears that allows you to fine tune every aspect of the car. Stability control, magnetic suspension, and the 8-speed automatic have multiple settings. The ATS-V and Corvette also have the same level of customization, and we wish more automakers would pick up on this. Each system is set at a middle configuration from the factory, and after a few days, you will transform the car into your ideal daily driver.The only system that is not customizable is the active exhaust. Even in race mode the car isn't truly loud, it just has more rumble. If you are like us, put the car in race mode and unplug the muffler valves. When you do, you will see the enormous cross flow muffler that is the size of a coffee table. That is the main gripe about the third generation CTS. It is over-engineered to compete with the Europeans. Some performance-minded buyers don't want a panoramic sunroof or powered rear sunshade. Engines making 640 hp and 630 lb-ft of torque don't need 8-speed automatics. Also, where did the manual transmission go? Don't read this the wrong way, the car is solid as titanium and library quiet- even at 120 mph. I am simply making note of the incredible refinements the car has made since 2004. It will make a fool of almost anything on the road, and it has the ability to reach 700 horsepower in an afternoon of upgrades. If you have been considering a sedan that competes with supercars, the CTS-V is the only option. Oh, and if you want to know how I found mine at such a great deal, we always have a healthy selection of CTS-V for sale. Stay with us for more news & reviews.

By Andrew Nabors – July 02, 2017

Reviewed: 2017 Audi A8 L 3.0T Quattro

Who would order a brand's largest sedan with the smallest engine? In the past, it was a recipe for boredom but engine technology has outpaced the weight of modern luxury sedans. Audi sells the A8 in two sizes for us, the short A8, and long-wheelbase A8 L. Your engine choices are a 3.0 liter V6 or a 4.0 liter V8. Both make use of forced induction to power their flagship. The biggest Audi makes a grand entrance, so we were glad to see it arrive. To see if it meets our standards, Audi of America sent us a fresh A8 L quattro Tiptronic loaded with the Executive Package.Badges can be deceiving and websites can also. The 3.0 liter V6 found across their lineup is badged as a 3.0T. Every automaker seems to have fallen in love with turbochargers, but look under the hood and you won't find any. The 3.0 uses a supercharger instead of turbos. As if they are ashamed of using a belt-driven intake manifold, you won't find any reference to it on their specifications page. All you need to know is that it delivers 333 horsepower and 325 lb-ft of torque. The difference in forced induction was also divisive among us, and we reached a few conclusions after a week of commuting.Since 1994 it has been built on VW's D platform, which is also shared with the VW Phaeton and all flavors of the Bentley Continental. It makes use of high strength aluminum and all-wheel drive for a safe ride. A few of us said the interior quality and insulation were not equivalent to the Bentley, but you really have to try hard to find fault with materials or construction. Electrical steering can be done with a pinky and the 8-speed automatic is barely perceptible. After reading up on the gear ratios we found that 6th gear is 1:1, so a fun test of torque was devised. Cruising at 80 mph it was easy to downshift to 6th and make use of instant power. This is where turbo lag would be most prevalent, but the blower is always ready.Back seat passengers always seem to have more fun, and the Executive Package doesn't disappoint. Diamond stitched seats have 22-way adjustment up front, and the rears are out of this world. All four are covered in Valcona leather with massaging, heat, and ventilation. A headliner of Alcantara surrounds the panoramic sunroof so the rear passenger won't have a worry in the world. All of the latest safety and convenience features are also along for the ride. Active lane assist, adaptive cruise control, and four-way climate control all add up to a hefty curb weight of 4,464 lbs. With the center differential locked in a 40:60 torque split front to rear, 325 lb-ft of torque is decent for most situations. Sure it could use more power, but that isn't the goal of this car. Fully loaded, the Audi A8 L carries an MSRP of $92,500 which is comparable to other big sedans. If you need the ultimate in luxury check out these listings from our dealers.

By Andrew Nabors – June 27, 2017

Reviewed: 2017 Ford Edge

If you are looking for a sharp crossover, have you considered the Edge? Ford's five-passenger family hauler is a nice alternative to the variety of imports, but how does it measure up? To see what it is capable of, we spent a week with a 2017 Edge Titanium loaded with everything except AWD. Styling is sleek and subtle, using the same shapes found on other models. The only flaw is the fake front vents. Fog lights would be a great upgrade for the bumper, but they are not even optional. The hood has muscular creases running front to rear, and they sometimes send sunlight into your eyes at dawn and dusk. 2017 Ford Edge rear cargo areaPlastic body trim always fades, which is why the industry has moved back to painted panels. But the lower bumper of the Edge along with the doors are covered with the finest in Canadian cladding. The Edge is built in Ontario with attention to panel fit and paint quality. Interior quality is also a priority, as the center console and infotainment are first class. The armrest is in the perfect spot for long drives, and it covers a ginormous storage box. Cooled by the rear A/C ducts, it has 12v and USB connections. Sony engineered the controls, which is uncluttered and easy to learn. The screen menus are also logical and feature redundant controls for the buttons below. Every command is also shown in the display next to the speedometer, along with adaptive cruise and lane warning displays. Seats are heated and cooled, with many adjustments for lumbar and headrests. It would make for a perfect cross country trip if all things were equal. 2017 Ford Edge interior cargo seatsAround town, the Edge is completely acceptable, but the highway should not be considered. Something in the suspension geometry made the car unable to hold a straight line. Constant corrections were needed to keep from invoking lane departure warnings, but the electric power steering has no assistance above 50 mph. So it takes serious effort to move the wheel, as the Edge bounced between the dotted lines. Hitting a reflector produced a rattle in the cargo area, but we couldn't find the offending panel. Road noise is also intrusive at speed, but Sony provided an audio solution. 2017 Ford Edge Titan vista roofWe love Ford's EcoBoost line of turbo engines because they make great power on high octane. The problem is that Ford ships the cars with regular gas from the factory. The 2.0 liter four cylinder under the hood was rated 245 horsepower and 275 lb-ft of torque. But those numbers were from a test of 93 octane without any ethanol. So running on regular the Edge accelerates gradually. Our highly instrumented highway test was conducted by one human and one German Shepard, and both agreed it was a fine Ford for a daily commute. Look for dealer incentives, because the MSRP of $45,135 is a bit steep for a four cylinder rated at 29 miles per gallon. Safety is among the best in this class, so if you are interested our dealers are ready to help you. 2017 Ford Edge interior

By Andrew Nabors – June 20, 2017

Reviewed: 2017 Buick LaCrosse Premium

"When better automobiles are built, Buick will build them". That was the slogan for Buick for half a century. The cornerstone of General Motors was founded by David Buick, and it was purchased by William Durant who turned it into an empire. My 3x Great Uncle founded Adcock Buick here in St Petersburg, so needless to say I have experience with the brand. Between my parents and grandparents, there have always been a few Buicks in the family fleet. The days of the Roadmaster and Riviera are long gone, but a new flagship has emerged. Science of SilenceThe LaCrosse has been around since 2005, but it played second fiddle to the Lucerne, which made no sense. GM went back to the drawing board for their latest full-size sedans, and the 2017 LaCrosse is the result. The new E2XX chassis is 300 lbs lighter than the '16 models and much stronger. While Cadillac's XTS must make due with Super Epsilon II, Buick gets all the nice advancements. While the first generations were built on the W Body, people could tell it was a Grand Prix with a nicer interior. The new one is something you won't expect. We spent a week with the new LaCrosse, and it was remarkable.Remember when GM gave Cadillac a blank check to reinvent themselves? The results were cars like the CTS-V, Escalade Platinum, and the CT6. Without the same fanfare, Buick has been shedding its image of senior citizens and active adult communities. Losing weight was a primary goal, so the FWD LaCrosse is only 3,700 lbs. All-wheel drive is optional, and also redundant. That's because Buick's patented HiPer Strut front suspension is like nothing else on the road. We drive the same roads for each car, and the new LaCrosse was as solid and silent as a Tesla. Everything from the oil pan to the antenna was designed to prevent noise.A new 3.6-liter V6 engine is coupled to a new 8-speed automatic. Once your cruising it transforms into a 4 cylinder to save on fuel. A run to 60 mph takes just over 6 seconds thanks to 310 horsepower and 282 lb-ft of torque. It's probably good for a mid-15 second quarter mile, not bad for a full-size sedan. Five-link suspension at all corners and 20" wheels make for incredible grip and no trace of torque steer. A wide open run will usually reveal harmonics coming from the drivetrain or suspension, but the only sensations were the snappy shifts in manual mode.The new looks are a sharp departure from bland Buicks of recent years. The big waterfall grille marks a return to the tri-shield with Red/White/Blue colors. Body Panel gaps are better than most German competitors, and it's nice to not see a resemblance to any other GM model. We tried to find fault with this car, but you really have to look hard. It has all the power you need along with 31 miles per gallon. The absolutely silent highway drive outclasses every other sedan under $100,000. The base price starts at $32,065, and $46,000 will give you everything. The only problem is with the name. It should be an Electra or Invicta. You may think I am insane, but the new LaCrosse is among the best cars on the market. Once you drive it you will agree with us. 2018 #buick Lacrosse 3.6, I'm impressed A post shared by Andrew Nabors (@naborsandrew) on Jun 15, 2017 at 1:41pm PDT

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