By Gabriel Vega – August 29, 2024
The McLaren Senna Is A True Racecar For The Road
A pre-production Senna and an empty Pacific Coast Highway teach us what a thrilling hypercar should be.
By Gabriel Vega – August 24, 2024
First Drive: The 2025 Aston Martin DBX707
In the ways that mattered to enthusiasts, the outgoing Aston Martin DBX707 got it right. It was more potent than the discontinued base DBX, looked better with its sportier styling, and, crucially, drove better. However, as good as the range-topping 707 was from an enthusiast's perspective, its comparatively outdated and cumbersome tech suite held it back. Doubly so, as it aimed to compete in the crowded super SUV segment. Unlike the rest of the carmaker's lineup, the $253,000 DBX707 doesn't just have to appeal to enthusiasts. It simultaneously has to stand as a luxury item built to serve a broader audience mainly interested in driving something that looks good and feels expensive. However, much of that feeling of opulence comes from the blend of high-quality materials and customization flexibility supplemented by the latest tech. As evidenced by recent updates introduced for the Vantage and the DB12, Aston Martin isn't waiting for an all-new generation of products when it can rework its existing lineup in the short term. That's precisely the case with the refreshed Aston Martin DBX707. You won't find any major exterior updates, with all of the carmaker's focus on developing a brand-new interior and fine-tuning its handling dynamics. I flew to Sonoma, CA, to drive AM's best-seller to see if it's ready to challenge the segment's top contenders. Alongside the arrival of its updated SUV, Aston Martin announced the departure of the base DBX. According to the carmaker, it noticed that consumers gravitated towards the edgier 707 despite a considerable price premium, making the "entry-level" model superfluous. As such, it decided to discontinue it and focus all its development dollars on the better-selling model. Stepping into my delightfully bright Synapse Orange tester, which pairs an equally colorful Californian Poppy interior, the updates to its cabin are immediately seen and felt. The dashboard's layout is reminiscent of the DB12's, incorporating a new 12.3-inch digital instrument cluster and a 10.25-inch infotainment screen running AM's excellent proprietary software. Apple CarPlay and Android Auto connectivity are standard, and its operating system is fully integrated with the carmaker's mobile app. Sitting just below the central screen is a row of physical buttons controlling this SUV's vital functions, ranging from climate settings to suspension tuning and exhaust modes. More importantly, it adds finely finished metals for its knobs, scroll wheels, and gear selector. Everything you routinely interact with feels like a luxury item, even down to the sounds its various controls produce. Its central drive mode selector, for one, rewards you with a satisfying click as you move through different drive modes. By limiting plastic trim and replacing it with extensive leather work, optional carbon panels, and a vast selection of veneers, the Aston Martin DBX707 continuously reinforces the feeling that you're in something special. Everything looks and feels expensive, and the integration its new tech and materials is faultless. Rather than its cabin being something that needs to be overlooked, it's now central to this SUV's appeal. In contrast, the changes to its exterior styling are comparatively minor. Updated presenting door handles, sleeker door mirrors, new exterior finishes, and Aston Martin's redesigned badges round out the significant list of changes. There's an argument to be made that the 707 didn't need design updates at all. After all, it's the most distinct offering in the super SUV space, wearing an aesthetic and, crucially, an understructure all its own. The DBX's sloping roofline, wide stance, and aggressive bumpers stand out in a segment characterized by widespread parts sharing. Setting off in the Aston Martin DBX707 through NorCal's winding mountain roads feels like a familiar experience. Its snarling twin-turbocharged 4.0-liter V8 produces a brawny and burbly exhaust note while producing heaps of power and torque, 697 hp and 664 lb-ft to be exact. These figures remain unchanged from the outgoing model, as does the use of a nine-speed wet-clutch automatic and a rear-biased all-wheel drive system. As such, its 3.1-second time to 60 mph and its 193-mph top speed also carry over. What's new, then? Gaydon's engineers focused exclusively on dialing in the 707's handling. As exciting as it was to drive on a twisting back road, the outgoing model, occasionally whipping its rear end out on corner exit, offered thrills via its tendency to step out. Comparatively, its successor felt much more buttoned-down and focused. Its dampers for one better dial-out body roll, simultaneously masking this SUV's 4,940-pound curb weight. Consequently, the Aston Martin DBX707 feels much more agile on the road, with precise steering and a front end eager to turn in. Although its wheel is still not as communicative as the Cayenne Turbo GT's, it's quick enough to have fun on a twisting back road. Massive 16.5 and 15.3-inch carbon ceramic brakes confidently slow this big SUV while hiding behind standard 22-inch wheels. However, a set of 23s is available as an optional extra. The result is a chassis that can better use the powerful engine lurking beneath its hood. As is typical of heavily turbocharged V8s, it begins its assault with tremendous low-end torque, which carries firmly to redline. Closely spaced gears keep you well within the powerband, making the DBX feel responsive, eager to blast out of a corner, and thus lighter than it is. Aston Martin's focus on dialing in its suspension simultaneously creates a more significant distinction between its drive modes. It ranges from being plush and quiet, with seamless gear changes and power delivery, to an SUV that's firm, planted, and properly rowdy. The result is an SUV with a broader personality range, suitable for enthusiasts and those who just want an opulent commuter. The 2025 Aston Martin DBX707 starts at $253,000, including a $4,000 transportation and handling fee. My very orange tester, optioned with extras such as a $11,900 Inspire Sport monotone interior, a $19,500 carbon fiber pack, and a $9,700 pain job, comes in at $351,300. On the surface, updates to the refreshed Aston Martin DBX707 are comparatively minor. A redesigned cabin, dialed-in handling, and nearly imperceptible exterior updates wouldn't usually have a significant impact. However, the carmaker was on a quest to make its best-seller properly competitive, not wholly re-engineer it. After all, the range-topping DBX was always a great looker and an even better driver. Instead what we get is a super SUV that finally feels complete. Its cabin is world-class, defined by its focus on small details. Its handling is confident on a back road but plush enough for a daily commute, and its styling is both sporty and unique. What Aston Martin ends up with is an SUV that isn't just for the enthusiasts but appealing enough to draw in a broader audience and attract people to the storied brand. The refreshed 707 isn't just competitive; it's got what it takes to dethrone the segment's leaders.
By Gabriel Vega – August 23, 2024
The GMA T.50 Doesn't Follow Trends
This story is a weird one. To start, I'm not driving. I'm sitting to the left of three-time Indy 500 champ Dario Franchitti as he hustles the sleek blue GMA T.50 prototype through the mountains north of Los Angeles. Secondly, it's about a car that isn't technically road-legal, as all US-bound examples will cross the pond under the show or display exemption. And lastly, you can't buy it. All 100 planned units, priced at around $3 million, sold within 48 hours of its unveiling. Why bother, you ask? Well, the GMA T.50 is a weird car. Especially when you consider how crowded the seven-figure space has become with 2,000-horsepower electrics, all manner of resto-modded Porsche 911s, and whatever hyper futuristic thing Koenigsegg has managed to slap a license plate on. Compared to the shouting, boisterous machines that populate the scene, this small three-seater, built as the spiritual successor to the mythical McLaren F1 by industry-legend Gordon Murray, whispers. The recipe that birthed the GMA T.50 reads as simple enough on paper, but it's far from easy to pull off. We're talking about a car the size of a Porsche Boxster that seats three and has a naturally aspirated V12 bolted to its back. A car defined by its tactility can easily be spoiled if it fails to nail the details. The T.50 has no electric motor to torque fill, much less torque vector or turbos to produce low-end shove. It moves through gears manually via a lever and clutch oh and, lest I forget, revs to a whopping 12,400 rpm. I met Dario and the GMA team at a park just south of the canyons where the blue T.50 sat, doors up, as passers-by looked more than confused at its presence. After some quick introductions, I stuffed myself into the left seat, the right chair's space slightly occupied by the shifter, and we set off. This particular example wore a sticker in its rear quarter that read "Pre-Series Prototype P54," a point reinforced immediately when Dario said, "The A/C might be broken." Thankfully, on this near 100-degree day, it wasn't. As we left Sunland, CA, behind, and the road began throwing twists at us, Dario jumped a few gears. He went into fifth despite us moving at a pedestrian pace. "I want to show you that this car has torque in any gear, at any speed." That's when he floored it, and the T.50's 4.0-liter V12 delivered enough force to press us into the seats as its exhaust woke up with a low howl, all despite producing a minuscule by modern standards, 353 pound-feet of torque. The horsepower figure, an impressive 661, becomes even more so when you consider this car's 2,200-pound dry weight. Which is to say, this acceleration is a collaboration between its Cossworth-developed engine and GMA's obsession with lightness. While the British carmaker doesn't publicly quote a 0-60 time, we know it tops out at 226 mph. We pressed up the hill, the conversation inside the car straying away from the GMA T.50 and onto Dario's personal car collection, our affinity for old 911s, and the effects of electrification on modern supercars. Dario, who joined Gordon Murray Automotive to aid the car's development, shared how challenging dialing in such a tactile car can be. "The feeling of the steering, the shifter, it all has to be just right." A point that's doubly important for a new manufacturer charging $3 million a piece. I watched as the bends came and went, the car's nose changing direction rapidly. It moves through bends with the agility only a truly light machine can. No matter how far tire and suspension technology has come, nothing can replicate the feeling of a genuine featherweight. Despite hitting the odd rock or significant road imperfection, the GMA T.50 never crashed over them; its relatively soft passive dampers effortlessly absorbed them without issue. Yet again, its 2,200-pound dry weight pays dividends, circumventing the need for firm shocks. We reached the tunnel entrance as Dario said, "Here we go," stepped down a few gears, and punched it. Even after the downshifts, the tach hovered around 6,000 rpm. We shot into the dark underpass, the central gauge reading nine, then 10, and eventually, 11. We breached the other side as the tach crested 12, and Dario stepped up a gear. Those last few thousand revs completely changed the note emanating from its twin rear pipes. It morphs from a low-end growl to a full-on howl and, eventually, a glorious ear-piercing screech. More impressive, however, is the induction noise in the cabin, characterized by the T.50's separate intake plenums. A sound not even the upcoming T.33 will replicate despite being powered by the same V12 on the count of employing a single plenum for both banks. A switch to the left of the steering wheel controls the T.50's party piece, its downforce-generating rear fan, which is adjustable between various modes. Its over 15-inch carbon fiber fan is powered by a 48-volt system capable of generating up to 30 percent extra downward pressure when needed. However, that was hardly the case on this afternoon canyon drive. We reach the top of Angeles Crest Highway, stopping off at the iconic Newcomb's Ranch to chat and give the car a chance to cool down. Dario tells me that around 25 of the planned 100 cars have been delivered, with around 40 percent of the total run coming to the US. Of that fraction, most of the cars will be making their way to collectors in California. While the GMA T.50 hasn't been fully federalized, its successor, the T.33, will be, making it a massive deal for collectors on this side of the Atlantic. GMA's production strategy works twofold, ensuring the car's rarity and the carmaker's ability to get to know each of its customers. Given the low volume, it also allows the new brand to service cars more effectively. On this point, Dario spoke about GMA's efforts to intentionally keep the T.50's running costs low. For example, it rides on off-the-shelf Michelin Pilot Sport 4 S rubber and requires only basic servicing. The goal here is to keep the cars on the road more often and encourage their owners to drive them. We hopped back in, continued the conversation, and calmly made our way back down the mountain. The whole drive lasted perhaps a few hours, but I couldn't stop thinking about it in the days following and through Monterey Car Week. How foreign the T.50 felt amongst the latest metal, how light, how agile, and not to mention how evocative its high-revving V12 is. However, I wasn't alone. The same question resurfaced as I met with various carmakers throughout the week. "Should we bring back the manual transmission?" or "What do you think of this manual transmission trend?" My answer remained the same. "If you can do it, you should." Regarding the super and hypercar space, the GMA T.50 stands as an anomaly. At least it did before last week. Whether it be the Lamborghini Temerario that exceeds 10,000 rpm, the Nilu 26 that blends a manual transmission and an NA V12, or the Bugatti Tourbillon and its high-revving brand-new V16, the industry is shifting. Even Pagani saw a 70 percent take rate for the manual option in the Utopia Coupe and Roadster. The T.50's arrival and subsequent sales success signaled a significant turning point for the space. When the people who can have anything want something tactile, naturally aspirated, and equipped with a manual, it's representative that the outright pursuit of performance is no longer enough to drive appeal. As such, the T.50 wasn't weird at all. It was just ahead of the curve.
By Gabriel Vega – August 22, 2024
Roadtripping A McLaren 750S Reveals The Strengths Of The ...
The days in which hustling a supercar up a winding road required precise gear changes, pinpoint steering inputs, and meticulous throttle application have been over for quite some time. As much as we'd like to feel like heroes behind the wheel, the truth is that thanks to modern stability and traction systems, practically all supercars, even machines with a million horsepower that shoot flames, are no more challenging to drive than a VW Golf. There's no longer an inherent need to be in tune with the machine that surrounds you. Point the nose, squeeze the throttle, and speed is yours. The more captious amongst us, myself included, will be quick to point out that this technological invisible hand often creates an impenetrable layer between car and driver. That we've lost something central to what makes a proper supercar in search of outright performance. Yet, as I settled into my nearly six-hour drive south from Monterey, California, back to Los Angeles behind the wheel of a McLaren 750S Spider, I found myself rejecting the very point of view I've held for years. Covering 350 miles in the middle of summer with temps often cresting triple digits is not what McLaren had in mind when it developed the 720's successor. After all, its driving spirit is to be a more thrilling machine. It's more powerful, producing 740 horsepower and 590 pound-feet, quicker to 60mph (2.7 seconds) thanks partly to shortened gears borrowed from the manic 765 LT. Its steering, brakes, and suspension are tuned with increased driver feedback in mind. However, as I slipped into its carbon fiber racing seats, reminiscent of the P1's, none of this mattered. Instead, as Car Week 2024 came to a close, I threw my duffle bag in the passenger seat, stuffed a carry-on and a garment bag in the 750's nose, and settled into its narrow bucket seats. Today, this fire-breathing supercar would have to play grand tourer. On paper, the $348,700 (including a $5,000 destination fee) McLaren 750S Spider reads like a terrible car for the job. Its 5.3 cubic feet of front storage space would make even Stuart Little want to pack light. There isn't much room in the cabin if you don't. If you have a passenger, that is. Fly solo, and the 750's beautifully trimmed red leather and suede passenger bucket seat makes for an excellent, albeit pricey, shelf. Luggage secured, I fired up the twin-turbocharged 4.0-liter V8 behind me, dropped the Spider's top, which folds in 11 seconds at up to 31 mph, and set off. One of the 750's party pieces, and every other McLaren for that matter, is the ability to adjust suspension and powertrain settings individually. Should you want to waft around town while savoring every pop and crackle its sonorous exhaust produces, you can do so without firm shocks shaking your teeth. Like 2010's 12C, the 750S's paddle shifters are made of a single piece of carbon fiber. McLaren's unique design allows you to up and downshift by pushing or pulling a single paddle. You can hold your coffee in your right hand while steering and ripping shifts with your left. It's the little things. Leaving Carmel, CA behind, I jumped onto the 101 heading south, following a delightfully loud Lamborghini Revuelto driven by a close friend. Moving into the left lane as its speedo climbed, the McLaren 750S settled nicely with its engine and dampers set to comfort mode. Its hydraulically-linked suspension, updated dampers, and lightweight springs soak road imperfections effortlessly without excessive harshness or unnecessary jolts. And despite its shorter gear set, it cruises quietly in 7th while music supplied by its new Apple CarPlay connectivity emanates from its speakers. Unfortunately, the Driving Assist Pack available for the Artura Coupe and Spider doesn't make its way to the 750S's option list. As such, you won't be able to get blind-spot monitoring, adaptive cruise control, or cross-traffic detection, which work brilliantly and only makes McLaren's "entry-level" model even more usable. Call it Stockholm syndrome if you like, but the 750S's P1-inspired buckets became a nonissue by hour two. Despite being relatively narrow, they're supportive, reducing strain on your lower back. While you'll have to roll them back to jump out, and I do mean jump out, they're perfectly agreeable once you're wedged in. Although the base Comfort seat will be more suitable for longer drives, it lacks the lateral support you'd want for a car this athletic. As counterintuitive as it may sound, I've repeatedly found that the Super-Lightweight Carbon Fiber buckets, a.k.a. the Senna seats, work best for my 5'11 frame. Available in two sizes, adjusted mainly by padding thickness, they're wider than the P1 seats and thus more comfortable and easier to get in and out of. Plus, it doesn't hurt that they're the best to look at. As Santa Barbara drew closer, I turned off the highway and onto a twisty set of canyon roads that led down to the Pacific Ocean. With the top folded and its engine and suspension set to Sport mode (Track is less theatrical with smoother shifts for quicker lap times), the McLaren 750S morphed from a pseudo-GT into the thrilling supercar it was designed to be. I chased the Revuelto ahead for miles, diving into corners, the Mac's impressive grip levels pressing me further into its bucket seats, only to shoot out the other side with tremendous speed. As far as modern supercars go, the McLaren 750S feels charmingly old-school in the best ways. Its hydraulic steering offers the best feedback in the business, communicating even the slightest rut to your fingertips. Its brakes require a committedd press to actuate, but reward you with clear communication through the pedal. Click down a few gears, and it'll serve up authentic pops from its crackling exhaust as it changes direction instantly, made possible by its 3,170 curb weight. As the Pacific came into view, it finally clicked. This is the same car that silently cruised on the highway for hours, lugged a week's worth of luggage, and still managed to be plush despite sporting fixed buckets. Supercars have never been easier to drive, and while that often takes away from the rawness of the experience, that's a worthwhile trade-off if you end up with a more usable machine. What good is an on-the-edge exotic if the need to drive it only arises on special occasions under ideal conditions? There's a balance to be had, and the McLaren 750S finds it. This isn't the type of car that requires masochistic inclinations to drive daily, but it's more than engaging enough not to need any stablemates. Throughout my week in Monterey, I took it to the supermarket and bounced between events while still looking forward to a few hours of highway driving. As suspension technology intersects with more feature-packed cabins, the need for a dedicated Grand Tourer has begun to fade. If you want any indication of how far the modern supercar has come in its usability, I lamented the 750S's lack of adaptive cruise control earlier in this piece. Imagine asking the same of a Lamborghini Murcielago or a Porsche Carrera GT from 20 years ago. It simply wouldn't happen. Over the last 15 years, supercars have moved into a new vehicle class as owners and writers demand more versatility from these poster-worthy machines. However, after my drive in the McLaren 750S, I'm no longer convinced this is inherently bad. Of course, it comes down to how the latest powertrain and suspension tech is deployed, but if anything, supercars become more interesting the more usable they are. We get to use them, see them, experience them more. We enthusiasts are a fickle, almost unappeasable bunch. Give us a too-extreme or docile car, and we'll still find things to complain about. However, we can all agree that more miles spent driving interesting cars will always be a good thing. While you'd have to think twice about road-tripping the aforementioned Porsche or Lambo, this isn't the case with their modern successors. As I reached Los Angeles and the sun began to set, I couldn't help but wish my trip had another leg. It's too soon to tell what the next electrified chapter of the supercar story will look like. Will they become even more usable? More docile? Less exciting? Cars like the hybridized Artura and the Ferrari 296 make a positive first impression. And while we do know the 750S will be replaced by a V8 hybrid-powered successor soon, we can only hope it tackles this new era with the same driving spirit as its predecessor.
By Gabriel Vega – August 05, 2024
Audi's RS division is objectively killing it at the moment. The famed performance brand is consistently pumping out excellent products, be it the overachieving bargain that is the RS Q8 or the thrilling and versatile RS 6. It's even gone so far as to update existing models by introducing Competition packages and Performance models that essentially fix any known flaws or limitations. The result is a lineup that's one of the strongest the brand has offered in recent memory. Exist alongside this band of overperformers, though, and it becomes easy to get lost in the mix, for the spotlight to only occasionally shine your way. That seems to be the case with the tiny but mighty Audi RS 3. Even living in Los Angeles, with its unusual mix of congested city streets and hundreds of miles of twisting canyon roads, seeing Audi's entry-level RS remains a rarity. Yet, every time I drive one, I'm left feeling that it's a special machine. Be it the sound of its turbo inline-five, the sports car-fighting grip of its chassis, or its sheer versatility and curb appeal, it's clear that overlooking the RS 3 is setting yourself up to miss out. The Audi RS 3 counts on a formula that's become synonymous with the brand that built it. It rides on a modified version of VW Group's MQB Evo platform, shared with the standard A3 and the eighth-generation Golf. However, it benefits from a wider front track, beefed-up bodywork, enlarged air intakes, and a bespoke quattro system. Although it'll still send most of its power to the front axle, it incorporates a new RS torque splitter, allowing it to send up to 50 percent of the available torque to the rear axle. It can then split that torque even further, sending up to 100 percent of it to a single wheel. Powering the least expensive RS is one of the rarest engines still on sale in the US, a turbocharged 2.5-liter inline-five that develops 401 horsepower and 369 pound-feet of torque. That's enough to propel this 3,649-pound sedan to 60 mph in 3.6 seconds before continuing onto a 180 mph top speed. It achieves these stats thanks in part to its quick-shifting seven-speed dual-clutch transmission, which sends power to all four wheels via that aforementioned quattro system, making contact with the road via Bridgestone Potenza Sport rubber. I know reading through a regurgitated spec sheet isn't particularly exciting. Still, I list these at the top of the page because to understand how these components come together to make the RS 3 such a special machine, you first have to know how much attention to detail went into its development. It isn't just a brawnier S3 or an upmarket Golf R; it's more akin to a downsized RS 6 or 7, and you can feel that from the moment you set off in it. Settle into its bolstered leather seats adorned with a hexagonal stitch pattern finished in bright red, and you'll be met with a surprisingly spacious cabin. Although technically the smallest RS model, it offers ample head, shoulder, and leg room while leaving plenty of space for the second row. As such, it's a small car that doesn't feel like one, offering comparable space to Audi's aforementioned flagships. It's a feat made possible by its simplified center console and minimal dashboard layout that adds to this airy feel. This tester sports an Alcantara-trimmed steering wheel as part of its $700 RS Design package, an extra I'd think twice about considering how frequently a car like this will be used and the material's accelerated wear. Look through other interior highlights, such as its 12.3-inch digital instrument cluster, angled central infotainment screen, and reduced physical button offering, and you'll yet again be reminded of Audi's pricier products. Besides the obvious footprint difference and some added trim bits, riding in the RS 3 versus an RS 6 or 7 isn't as different an experience as you might expect. Point its nose towards a twisty road, however, and the Audi RS 3 will reward you as you pick up the pace. Get its tires up to the proper temp, and you won't be met with the understeer that's common in both the lesser-priced S3 and its Golf-derived siblings. With its trick rear differential routing power and maximizing the available grip, this little sedan moves through tight bends like a downsized Nissan GT-R. It's grippy, and despite weighing 3,649 lb, it's agile too. In typical Audi fashion, its five-cylinder lump is a low-end torque monster. It hits you with a burst of power as you jump off the line or shoot out of a tight bend with plenty left over to capitalize on the straights in between. Thanks to how quickly its dual-clutch auto moves through gears, the RS 3 feels even quicker than its on-paper stats suggest, delivering true sports car rivaling performance. Even as you come up to a bend at full speed, its upsized six-piston brakes with 14.8-inch rotors up front and a 12.2-inch set in the back easily reign in the RS' added pace. More importantly, they drop 22 pounds of unsprung weight while delivering consistent and dependable performance. Paired with the standard RS sport suspension, the RS 3 not only sits nearly an inch lower than a standard A3 but manages body movements excellently under heavy braking, tight cornering, or off-the-line acceleration. The result is a car that is not only easy to drive thanks in part to much of its hardware extending its capabilities but one that delivers confidence-inspiring performance. It's the kind of car you can build up your pace with, as it remains very consistent as you approach its limits. If the Audi RS 3 is so good, why isn't it a more popular choice amongst enthusiasts? Well, I'll give you two. Despite handing you a sports car beating performance on demand, it does so without always exciting the senses. Its steering may be sharp, light, and precise, but it's practically devoid of feedback. This theme continues whether we're talking about its numbed brakes or overly-isolated cabin. It, paired with a still-too-quiet sports exhaust system, leaves you feeling somewhat disconnected, even while moving at tremendous speeds. The second is perhaps the most relevant to buyers at this price point, and that's its cost. For 2024, the Audi RS 3 carries a base figure of $62,795, including a $1,095 destination fee. My tester, including extras such as its $2,750 Carbon Package, $2,500 RS Technology Package, and $1,000 RS Sports exhaust, to name a few, comes in at $70,690. For context, that places it within striking distance of the Cadillac CT4-V Blackwing, the BMW M2, and Mercedes-AMG CLA 45 S. It's not that the RS 3 is overpriced, especially when you consider that rivals cost the same or more, but it exists in a segment where buyers are inundated with excellent choices. When you factor in that, practically everything it competes with is just as quick, just as tech-filled, and arguably just as good-looking, it's the driving experience that'll motivate someone to pay up for one. Audi has built a tremendous little sedan with the RS 3. It's fast, easy to drive, and packs a very interesting powertrain. Additionally, it's filled with tech that allows it to demolish a back road, from its trick differentials, unique quattro system, and quick-shifting dual-clutch. However, despite delivering this tremendous speed, it doesn't always communicate it to the enthusiast piloting it. Given Audi's recent track record of updating its current lineup to pull the best out of a given model, perhaps the RS 3 should be next in line to receive a Competition pack or a Performance model. It certainly has the bones to capitalize on it, and it's special enough to deserve it.
By Gabriel Vega – August 04, 2024
Review: The 2024 Cadillac CT4-V Blackwing
The early 2000s just about cemented BMW as the top dog in the modern luxury sporty sedan niche. Rivals like the all-wheel-drive Audi RS4 or the hilariously brutish Mercedes-AMG C63 offered differing takes on what a sports sedan could be, but neither could quite dance like Bavaria's best on a back road. It all comes down to BMW's ironclad formula, blending a potent engine, a manual transmission, power flowing through the rear wheels, and, crucially, sports car-like handling. It's a recipe that has netted BMW not just industry-beating sales numbers but coveted real estate in the minds of enthusiasts. How are other automakers to compete? Cars like the 2024 Cadillac CT4-V Blackwing offer a compelling counterpoint. Its familiar recipe incorporates a 474-horsepower twin-turbo V6 with a manual transmission sending power to the back wheels. However, it does so while sporting a smaller footprint, more traditionally elegant styling, and a much lower starting price. Is the Blackwing appealing enough to lure a few diehards away from the reigning champ? It's worth taking a moment to clarify which version of the CT4 we're talking about. The key word here is "Blackwing." That's how you know you're looking at the sportiest variant of Cadillac's 3-Series fighter, as the existence of a mid-tier CT4-V adds a bit of confusion. Within the carmaker's lineup, the CT4-V Blackwing sits just below the CT5-V Blackwing, its 5-Series rival, allowing the American brand to go toe to toe with the German rival it seeks to dethrone. Ignore my tester's Cyber Yellow Metallic paint for a moment, and you'll spot more than a few goodies that separate this Blackwing from its pedestrian siblings. Up front, it sports an extended front splitter, a restyled bumper, and gloss black trim throughout. These follow a set of extended side skirts that lead onto a widened rear diffuser housing a set of quad exhaust tips. An extended lid spoiler rounds out the list of changes. Compared to its German rival, however, what stands out most is how much smaller the Cadillac CT4-V Blackwing is. While it weighs about as much as the M3 (around 3,800 pounds), the Caddy shrinks two inches in length, three in width, and one in height. A few inches may not sound like much, but they contribute significantly to the Blackwing coming across as a considerably smaller machine, visually and from behind the wheel. Considering how swollen the reigning champ has become, this is a major plus. Point its nose towards a twisty back road and the CT4-V will continue to make its case. As you pick up your pace, the Blackwing comes alive with plenty of feedback through its chassis and steering, which, along with a very knotchy shifter, immediately immerse you in the experience. The twin-turbocharged 3.6-liter V6 that powers it, despite producing a healthy 472 hp and 445 pound-feet of torque output, is somewhat muted and often fades to the background. Even with the V's exhaust flaps open, we get a relatively conventional high-pitched note you'd expect from a 90-degree V6, but nothing exceptional. What is noteworthy, however, is just how sporty the Cadillac CT4-V Blackwing feels despite its attempts to double as a luxury car. We have its adaptive suspension with magnetic ride control to thank for this. Soft enough for long highway cruises but firm and stable enough on a back road, the Blackwing is a versatility and suspension tuning masterclass. Add a quick front end and you end up with an agile and lively back-road machine. Its 18-inch wheels, although small by modern standards, are significantly lighter than, say, a set of 20s that have become so ubiquitous. By keeping its unsprung mass as low as possible, the CT4-V does an excellent job hiding its hefty curb weight and changing direction effortlessly. Its electronic limited-slip differential allows controllable slides out of corners on demand, while its quick and precise steering allows you to quickly catch and correct them. Flat out, the Cadillac CT4-V Blackwing delivers respectable performance, a 4.1-second sprint to 60 for the manual-equipped car or 3.9 for the auto, and an 189 mph top speed. While on paper, at least, the Caddy hits 60 in precisely the same time as a non-Competition rear-drive M3, their real-world experience is drastically different on the count of the BMW punching way above its weight. In contrast, the CT4-V is quick enough with decent midrange torque, but it falls off towards the redline and doesn't deliver the gut-busting punch its Bavarian rival does. That said, the Cadillac CT4-V Blackwing is far cheaper than its competitor from across the pond. This 2024 tester costs $62,890, including a $1,395 destination fee. However, it adds $9,645 in optional extras, mainly attributed to over $4,900 in interior upgrades we'll cover shortly. As such, it costs $72,535 once all is set and done, which is still considerably under the $76,000 or so a base M3 commands. The Cadillac's cost-cutting isn't exactly well hidden, either. Step inside, and you'll immediately see and feel trim and finishing that isn't quite as polished as what you'd get from pricier competitors. While its digital instrument cluster pops with bright colors and excellent graphics, you count on delicate plastic buttons on the wheel to interact with it. The eight-inch touchscreen housed within its dashboard does offer all the smartphone connectivity you'd want, but it's comparatively small and not quite as shark as the display used for the instrument cluster. That aforementioned $4,900 interior upgrade goes a long way to making the Blackwing's interior feel premium. It incorporates two-tone bucket-style seats with perforated diamond-stitched leather and red contrast piping. This duo-tone theme continues onto the door cars and the second row, matching nicely with this tester's carbon fiber extras. More importantly, do any of this Cadillac's drawbacks truly matter? There's certainly a case to be made that they don't. It all depends on what you want out of a sporty sedan. If top-notch materials, the latest highest-definition displays, and a feeling that you're piloting something expensive are essential, the Cadillac CT4-V Blackwing likely won't be for you. However, if we look back at those early 2000s BMW that took the segment by storm, they weren't mainly known for these things. The M3 doubling as a luxury limousine is a recent development. Instead, what mattered most then was the driving experience. The Blackwing is not perfect, but given the choice, it'd be the one to have if what you're after is a driving thrill. It feels agile and relatively small while delivering plenty of feedback. Driving it is an immersive experience, and in a segment that often prioritizes outright speed over enjoyment, the Blackwing is a refreshing return to form that reminds us of what exactly made those sporty sedans of the past so memorable, to begin with.
By Gabriel Vega – August 01, 2024
Review: The 2024 Ferrari 296 GTS
Internet chatter in recent years has prophesized that electrification will spell the end of the proper, blue-blooded supercar. That downsized engines, complex driver assist software, and, worst of all, electric motors will create an irreconcilable disconnect between road and driver. Scroll through online automotive forums, and you'll walk away with the impression that the days of the frantic, loud, high-revving supercar are over. Except that, in reality, the opposite is true. The doomers fail to understand that, if incorporated correctly, electrification provides supercar makers with greater flexibility. Practically everywhere you look, be it Lamborghini introducing a V12 for the Revuelto or Bugatti developing a brand-new V16 for the Tourbillon, mixing in electrons has created a return to form of sorts for the modern supercar, a focus on producing powertrains that aren't just potent, but exciting. It's how we get cars like the Ferrari 296 GTS. This isn't to say that finding a balance between electric propulsion and internal combustion is easy. Much of the GTS's success can be directly attributed to the lessons learned building the SF90 Stradale. Incorporating a twin-turbo V8 with three electric motors to create a plug-in hybrid hypercar is a herculean task. As such, the 296 GTS deviates in its approach, streamlining Maranello's hybrid formula. At its core sits a new 120-degree 3.0-liter twin-turbocharged V6, an engine configuration never before seen in a series production Ferrari, sorry, Dino. The ample space between its banks creates an ideal home for its two single-scroll turbochargers. Twin snails smaller than the F8 Tributo's but built of tougher alloys to withstand increased boost pressure. The same is true of the block itself, which Ferrari deemed necessary to ensure long-term reliability. The GTS's redesigned deck lid provides only glimpses of the engine Ferrari engineers call the "piccolo V12" or "little V12" on the count of its firing order, mimicking the note of a proper twelve-cylinder lump. Look in, and you'll spot it recessed deep into the chassis, a feat made possible by downsized, individual intake plenums integrated into each cylinder head. These, paired with shortened turbo piping, limit the distance incoming and exiting air must travel, as does a more direct exhaust system. The result is a V6 that's 66 pounds lighter than the V8 it replaces while still producing 654 horsepower by itself. Engineers trimmed weight off the engine to preemptively counteract the gains associated with adding an axial flux electric motor and the 7.45-kilowatt-hour battery pack that powers it. While the box of cells lives in the 296's floor behind its seats, the rest of the hybrid system nestles into the bell housing of its eight-speed dual-clutch transmission. Like the SF90, the Ferrari 296 GTS can travel on electric power alone. With its electric motor generating 165 hp and up to 232 pound-feet of torque, it'll cover up to 16 miles at speeds up to 84 mph. Fire up its V6, and you'll have access to a combined output of 818 horsepower and 546 pound-feet of torque, all of which goes exclusively to its rear wheels. Flat out, the Ferrari 296 GTS sprints to 62 mph in 2.9 seconds, matching the GTB's time. Only when you look at its run to 124 mph does the GTS fall behind by 0.3 seconds, completing the run in 7.6. Keep your foot in it, and you'll surpass 205 mph. Although impressive, these figures alone fail to convey what makes the 296 such a special machine. Let's revisit its V6 for a moment because it isn't just some heavily turbocharged lump that banks on generating tons of low-end torque. It spins up to 8,500 rpm, making most of its power at the upper end of its rev range. Thanks to its closely spaced gears, it's easy to stay in this Goldilocks zone with its engine howling, producing high-pitched, buzzing notes. While Hybrid and Performance drive modes will route some engine power to charge the 296's battery pack, the top Qualifying setting drains it to briefly deliver maximum performance. Fully unleashing an 818-hp Ferrari should require some bravery; it's something you should have to work up to, but that's not the case with the GTS. As you connect corners, pressing its accelerator further, an invisible hand of finely tuned stability software ensures that massive output meets the road in a predictable and manageable way. Coupled with a torque-filling electric motor that creates an almost perfectly linear power curve, hustling the 296 is far easier than expected. Even as you dial back stability control and begin to induce the occasional slide exiting a bend, again, the Ferrari 296 GTS responds predictably. It makes you feel like the superhero you aren't without fully taking over. Dive into the next corner, and its front end turns instantly without hesitation or disagreement from its front tires. Thanks to its adaptive Multimatic shocks and a quick steering rack, the GTS feels agile and responsive, transmitting plenty of feedback through its chassis and steering. In typical Ferrari fashion, the 296's steering is light but precise. It makes you want to grip its leather and carbon-fiber trimmed steering wheel with your fingertips, as even subtle inputs result in significant direction changes. Similarly, its carbon-ceramic brakes, with 15.6-inch rotors up front and a 14.1-inch set out back, reward careful modulation. A solid initial bite further instills confidence that simultaneously is easy to apply at slower speeds around town. Crucially for the GTS, nothing separates it from the GTB on a twisty road. It's just as quick, balanced, and responsive as its hard-top counterpart despite lugging around an extra 220 pounds. Although Ferrari touts a 3,395-lb dry weight figure for the GTS, it's achieved with the lightest configuration possible, including thin carbon seats and composite wheels. Expect a car with fluids and a more comfort-oriented configuration to weigh significantly more than that quoted figure. For as quick and powerful as the Ferrari 296 GTS is, it's a relatively small machine. Compared to the F8 Tributo, its plug-in successor is two inches shorter, an inch narrower, and an inch lower. Alongside a downsized footprint, it sports a less fussy styling with simple, elegant lines that draw clear inspiration from Prancing Horses of the 60s. You won't find any brash aero bits either, with the 296 sporting only a small active spoiler nestled into its rear bumper. Instead, the GTS counts on subtle ducts, such as the inlets positioned just below its headlights to cool its brakes. As such, it can focus on routing cool air over its body to cool its engine and generate downforce while directing hot air to its sculpted undertray. Equipped with the optional Assetto Fiorano package, it'll generate up to 794 lb of downforce at 155 mph or 574 lb without it. Stepping in, the Ferrari 296 GTS feels spacious, mainly because it lacks a traditional center console. As such, you'll find plenty of head and legroom accommodating even the tallest among us. Although supercars aren't necessarily known for sporting cabins made of the best materials, the 296 is covered in them. A blend of exposed carbon fiber, black, and Sabbia leather adorns this tester's interior, contrasting its Blu Corsa paint. Practically everything you interact with feels as expensive as it is, and despite its haptic feedback-based infotainment remaining a point of frustration, it's elegantly laid out nonetheless. Despite featuring a folding roof, which stows in 14 seconds at speeds of up to 28 mph, the GTS's cabin isn't particularly noisy at highway speeds. With Apple CarPlay equipped and its stereo turned up, the 296 easily doubles as a competent grand-tourer, a side of its persona supported by its compliant suspension. This level of performance, style, and versatility does come at a cost, however. Although Ferrari doesn't share exact figures, the GTS starts at around $400,000. This tester and its optional extras bump that figure to $500,538. The doomers are right about one thing. Supercars and the wider automotive industry will only become more complex over time. What they're wrong about, however, is that embracing technology, particularly electrification, will ultimately diminish what makes a Prancing Horse, or any other exotic, appealing in the first place. The Ferrari 296 GTS is a very complex machine. It has an internal combustion engine, an electric motor, a battery pack, and a folding roof. Yet simultaneously, by prioritizing the driving experience, it utilizes its many systems to create a sense of excitement. It may have taken Ferrari a second go to dial in its hybrid formula, but this second act is nothing short of a masterpiece. One that's best enjoyed with the top down.
By Gabriel Vega – July 18, 2024
Review: The 2024 Mercedes-AMG GT 63
Whenever we link up with a friend we haven't seen in a while, there's sometimes a split-second of surprise. The image of them in our heads, how they style their hair, dress, and mannerisms, suddenly clashes as we look at the updated version of the person we've come to know. And while our brains quickly settle as we catch up, it's nonetheless fascinating how even subtle changes can jump out with a tremendous ability to shock. Although not a friend nor a person, that's precisely how I felt when a Staling Blue Magno-finished 2024 Mercedes-AMG GT63 pulled up to my house a few weeks ago. Everything I can see, its long hood, sleek sloping roofline, and oversized quad exhaust tips, tell me I'm looking at AMG's Porsche 911 fighter, but it doesn't feel that way. Something's slightly off. The last GT I drove years ago was a long-slung, rear-drive, agile sports car adorned with touches of Mercedes elegance. At first glance, this seemed like an entirely different kind of machine. It's longer, taller, and wider than the car it replaces. In practically every dimension, the new GT is substantially upsized. Peek under its hood, and you won't find any obvious reasons why. After all, it's powered by an updated version of the same twin-turbocharged 4.0-liter V8 as its predecessor, now generating 577 horses, matching the outgoing GT R. Instead, the culprit lives beneath the skin as the 63, along with its less powerful 55 and 43 twins, shares a platform with the latest SL. This isn't inherently a bad thing, though. AMG designed and built the latest Sport-Leicht entirely in-house. No standard production Benz runs alongside it. It's a proper Affalterbach thoroughbred. However, merging a convertible cruiser with a sports car requires a fair bit of compromise. It's why, in part, the new GT now comes standard with a 2+2 seating arrangement. This tester, however, replaces its second row with a flat shelf. The alarm bells begin to sound as we dive deeper into the details. Although platform sharing doesn't always result in substantial weight gains, in this case, it does. The 2024 Mercedes-AMG GT 63 is a full 783 pounds heavier than the car it replaces, with a curb weight of 4,343 lb. For context, its closest competitor, the 911 Carrera 4 GTS, weighs in at 3,536 lb. Even the Turbo positioned above it sits at 3,649 lb. Are these mass gains as impactful as they seem on paper? The GT's performance stats certainly don't indicate so. Offered only with all-wheel drive in 63 and 55 forms, the GT is quicker than its predecessor, sprinting to 60 mph in 3.1 seconds and continuing onto an electronically limited 196 mph top speed. It may be larger and heavier, but AMG hasn't broken the unwritten rule set by stat-focused enthusiasts that a new performance car must be more powerful and quicker than it replaces. On paper, gains are always welcomed, but given that AMG still positions the GT as a sports car, those improvements have to amount to a more thrilling driving experience. On a quiet Saturday morning, I pointed the GT's nose towards the canyons north of Los Angeles, with its configurable drive settings, suspension, and exhaust set to full-attack mode. In the days leading up to my canyon run, the Mercedes-AMG GT 63 had proven itself a versatile grand tourer with versatile and compliant suspension and a well-isolated cabin. Nothing should get in the way of becoming your daily driver. Not even this tester's firm $2,500 AMG Performance Seats spoil the ride. Add the benefits of a sizable 23.8 cubic feet trunk made possible by its rear hatch, and the GT is an excellent one-car solution. The GT makes a great first impression at speed on the twisty road. Thanks to all-wheel traction, a quick-shifting nine-speed automatic, and a full 590 pound-feet of torque, the hefty 63 picks up speed effortlessly. The character of its twin-turbo V8 is surprisingly familiar, just more responsive than in previous iterations. Despite lacking any form of electrification, the GT minimizes turbo lag, riding an unrelenting wave of torque up to 5,000 rpm, where it trails off slightly as its engine spins up past seven grand. Short-shifting is vital to getting the most out of it. Not a problem when a tug of the right paddle serves up the next gear almost instantly. Dive into a bend, and the GT 63 has more tricks up its sleeve. Like everything in its class, it rides on adaptive shocks, adjustable through pre-set drive modes or a configurable individual setting. However, it complements them with a hydraulic anti-roll system that skirts the need for traditional bars. It's an active system that can dial out body roll in real time. Coupled with an active aero system with an adjustable splitter and a deployable rear wing, the GT remains nicely stable at high speed and in the bends while successfully masking most of its heft. That is, until you encounter a particularly tight section of road. In most settings, the GT's $4,000 set of gorgeous 21-inch split-spoke gold wheels wrapped in 295/35 and 305/35 section Michelin Pilot Sport S 5 rubber offer tremendous grip. However, as you tackle a tight set of switchbacks, the 63's weight comes to the forefront. Connect a few fast corners, and you'll feel its mass begin to hold you back as it hesitates to turn in sharply. Past a certain pace, the illusion that you're driving something agile, conjured mostly by its active aero, sticky tires, and clever suspension components, quickly falls apart. Slow down, drive it less like a sports car and more like a quick grand tourer, and it comes together nicely. The speed of its steering starts aligning well with the front end's capabilities, leading to a sense of directness. Although powerful enough to consistently slow this hefty two-door on a back road, its standard composite brakes seem mainly calibrated for easy modulation on the street. As such, they're much happier at this chiller pace. There's an argument to be made that this grand-touring persona is one the GT, especially given its name, should've embraced from the beginning. If you look at the road cars produced by Mercedes and AMG over the past few decades, you'll find only a handful of track-capable sports cars. What you will see plenty of, however, are large muscular luxury cars with great big fire-breathing engines, precisely what the Mercedes-AMG GT 63 is. Although much has been said about its new platform and its substantial weight gains, especially in this review, the new GT manages to make an important point: chasing the 911 isn't always the right move for a brand looking to establish a lasting nameplate. While its predecessor made a considerable splash in the industry, later spawning a convertible variant, a track day special, and a track-er day special, it didn't manage to draw enough buyers away from its key rival. Last year alone, Porsche sold more 911s than Mercedes did GTs in the previous four years combined. The arrival of this latest generation does create, however, an opportunity for the GT to redefine itself, leaning on what's made us love AMG, both new and old. It starts with a clear advantage; at least stylistically, it's a more interesting purchase than the ubiquitous Porsche. Given that it wears one of the most successful designs out of Affalterbach in recent memory, the GT drips with a level of swagger the 911 can't match. Given its relative rarity in comparison, seeing one in the wild results in an immediate neck snap. Sat low to the ground with widened wheel arches and its softly sloping roofline, the GT's styling is substantially more evocative than the SL's. It has practically perfect proportions thanks to enlarged headlights, a widened grille, and a vast movable rear wing. And despite its platform sharing, it still manages to capture the magic of the long-hooded style with its passenger compartment positioned as far back as possible. Its good looks carry into its cabin, where its upsized passenger compartment feels far roomier than its predecessor's, with improved visibility and front-row space. Its material choices and overall fit and finish have also substantially improved, although you'll have to deal with the same screen-heavy layout as seen in the SL. It'd be fine if it were easy to navigate, but swiping through various menus while driving is unnecessarily distracting. Opt instead to control it through your wheel-mounted swipe controls, and you'll encounter an equally frustrating experience, given that they rarely work as intended. There's also the matter of its price. The 2024 Mercedes-AMG GT 63 starts at $178,750, including fees, marking a significant increase over its predecessor. This stunning matte blue tester carries an as-tested price of $209,310. After a week on the road, it's become apparent whether you'll feel that the new GT is a successful second-generation product comes down to the perspective with which you approach it. Expect it to be mainly a Porsche 911 fighter like its predecessor, and you'll find a car that delivers a dulled driving experience. It may be quicker to 60 and still tremendously fast in a straight line, but it's not particularly agile in the bends thanks, in part, to its 783-lb weight gains despite the efforts of its active aero, hydraulic anti-roll system, and adaptive shocks. There is an initial shock once you see and feel how much the GT has changed, one you'll need some time to get used to. However, it'll quickly become apparent how good of a comfortable, spacious, practical, and fast long-distance machine it is. A versatility complemented by its jaw-dropping looks and a ferocious and characterful engine. However, despite how much it has shifted as it enters its second generation, AMG could take it one step further, dropping its sports car branding and embracing the GT's strengths as a world-class grand tourer.
By Gabriel Vega – July 04, 2024
Review: The 2024 Porsche 718 Cayman GT4 RS
Once reserved for die-hard enthusiasts willing to put up with high entry costs, partake in expensive racing events, and keep up with pricey maintenance fees, the track-capable sports car has gone mainstream. Contrary to what logic may suggest, it seems the more hardcore a given model now becomes, the more people are drawn to it, its price mattering little as long as it's able to deliver a thrilling experience. The ubiquity of Porsche's club racers for the road and the vast expansion of its GT cars over the last decade starkly contrast growing industry trends. In search of luxurious versatility, performance cars have generally become heavier, overly isolated, and thus less dynamically exciting, regardless of the mind-boggling performance stats they can deliver. Track-capable sports cars, like the Porsche 718 Cayman GT4 RS, now thrive because of a growing counter-culture, a corner of the car-buying public that seeks the sense of occasion only a shrinking number of sports cars offer. The driving force fueling the widening appeal of these loud, firm, and often compromised machines centers entirely around this rarified experience behind the wheel. Who cares about suspension harshness or noise isolation when you've got a 9,000-rpm naturally aspirated wailing flat-six seemingly bolted to your right foot? However, as these track-day specials become even more hardcore with each new generation, they fall into an unexpected catch-22. What good is a sports car if it can only deliver tantalizing thrills at speeds unachievable on public roads? Can a Porsche GT car succeed if it only offers these sought-after thrills on the right road under ideal conditions? These highly focused sports cars, which, let's face it, will spend most of their time on the street, have to strike a perfect balance between offering performance apt for the track while delivering a driving experience that's still exciting at slower speeds. This brings us right back to the aforementioned Porsche 718 Cayman, which, from now on, I'll refer to mainly as the GT4 RS. After a week on the road, I'm convinced it is one of the few remaining cars able to walk this tightrope. Due to constricting emissions regulations, cars like it will soon vanish forever, replaced by quicker but most likely heavier, muted EVs. However, from the moment you settle into its fixed-back carbon fiber bucket seats, twist its key left of the steering wheel, and ignite its 911 GT3-sourced 4.0-liter flat-six, you get a sense that as the GT4 RS gets ready to bow out, it's retiring at the top of its game. Although slightly detuned to 493 horsepower and 331 pound-feet of torque, nine horses shy of the GT3's 502-hp figure, the GT4 RS counters the loss with a reduced curb weight figure of 3,227 pounds. Achieved mainly through composite materials, it sports a carbon fiber hood and front fenders as standard. In total, it's 49-lb lighter than a PDK-equipped GT4. However, this car is practically defined by its aerodynamic goodies. An adjustable front splitter balances out a configurable swan-neck spoiler, a là 992 GT3, which generate up to 220 lb of downforce at 125 mph combined. Opt for the $13,250 Weissach Package, and its front trunk lid, side air intakes, side view mirrors, and rear wing will trade a dull plastic finish for an exposed glossy carbon weave. The RS continues its parts borrowing by mirroring the 991.2 GT3 RS' gear ratios while inheriting the 991.2 GT3's limited-slip differential. Even its dual-mass flywheel comes from the GT4 Clubsport. Although it lacks a manual option like the GT4, Porsche specifically developed its seven-speed dual-clutch, allowing for a 3.2-second sprint to 60 mph, a 10.9-second dash to 124 mph, and a 196 mph top speed. Additionally, the GT4 RS is structurally different from a standard 718 Cayman. Its front end comes from the 991 Carrera 4S, while it retains the reinforced spring towers introduced for its GT4 and Spyder siblings. As such, it's now rigid enough to offer a front-axle lift system; a must given how far its front splitter extends. Its increased structural rigidity pairs with a unique set of dampers and a larger set of standard steel brakes, although my tester wears an $8,000 set of carbon-ceramic stoppers. More impressive than the length of its equipment list is how these cherry-picked parts still manage to come together to deliver a memorable driving experience. It takes seconds behind the wheel for the GT4 RS to quickly remind you of how light and small it is, especially by modern standards. Sliding into its carbon bucket seats, you sit low, deep in its chassis, with your back almost perfectly upright and parallel to its small buttonless steering wheel. As a result of this lower seating position, paired with a reduced sound deadening, a more rigid chassis, and crucially firmed-up dampers, the GT4 RS overwhelms the senses with feedback. It constantly communicates even minute details of the road surface below while accurately indicating the available grip. At speed, you can even feel the small rocks flying up from its sticky Michelin Pilot Sport Cup 2 rubber and bouncing off its bodywork. However, as far as theatrics go, nothing compares to the wailing sound of its raspy, high-revving, naturally aspirated flat-six. It's as if its intakes are bolted to the back of your skull because they practically are. As its six independent throttle bodies open and the revs climb, you get a true crescendo whose pitch heightens until its volume suddenly spikes as you cross 8,000 rpm. It's as if the countless bolts and studs holding this 4.0-liter engine together get ready to explode as you max out at 9,000 rpm, click the right paddle, and do it all again. Although a quick-shifting PDK transmission is nothing new, its closely spaced gears mean you can sit at the very top of the rev range effortlessly as your ears ring and your brain melts from the rush of noise. Although the GT4 RS isn't the only borderline painfully loud car on sale, due to the proximity of its intakes, gasping for air just behind your seat, it's as if the air is rushing by your head and into the engine. There's genuinely nothing else like it. Like most high-downforce cars, diving into a corner in the GT4 RS requires a mix of skill and faith. Drive it cautiously, and you won't properly heat its Cup 2 tires or flow enough air over its front splitter, resulting in unwanted push from the front end. However, commit to exploring its limits, and it's quick to respond, giving you more performance the quicker you go. At the proper speed, its front grips up tremendously well, which, thanks to this car's light curb weight figure, is always eager to change direction. With its massive wing buttoning down the back, you can lean into the throttle early, resulting in higher corner exit speeds. Even under heavy braking, its carbon-ceramic brakes stop with tremendous force, and the RS remains perfectly balanced. It's a car whose capabilities far exceed anything you can fully appreciate on the street, but it doesn't require ultra-high skill levels to exercise and enjoy properly. However, as with most track-prepped sports cars, a deserted back road or a finely paved circuit is the only place the GT4 RS wants to be. Although its characterful engine and feedback-rich chassis deliver low-speed thrills, it's miserable to cruise around in. However, this is precisely the point: a car as focused as this can only achieve the heights of performance it does by abandoning the common trend of trying to be all things to all people. It shines above most other performance machines, even those costing twice as much, by honing in on serving these specific goals. Pricing is a sticky subject when covering the GT4 RS and rare Porsche cars in general. For 2024, it starts at $163,650, including a $1,650 delivery and a $1,300 gas guzzler fee. Thanks to options like its $8,000 carbon-ceramic brakes, $3,040 front-axle lift system, and its $1,500 LED headlights, to name a few, my tester comes in at $182,680. However, as recent years have shown us, this on-paper price is practically irrelevant, with most examples selling way above this figure in both the new and used markets. This vast demand, easily overcoming the relatively low supply of these track-focused machines, is a clear example of their skyrocketing popularity. Although a decent portion of the market views Porsche GT cars as much like blue-chip stocks, a dedicated sector understands that what truly drives the value of these cars is the experience they can provide. People are willing to overpay for the GT4 RS and machines like it precisely because of the thrills it delivers and considering how good it is. As regulations make a direct successor practically impossible, its appeal will only rise with time as people clammer for cars from a soon-to-be-forgotten age of engaging and thrilling performance.
By Gabriel Vega – July 01, 2024
First Drive Review: The 2025 Maserati GranCabrio Folgore ...
Approaching any new Maserati requires a healthy level of skepticism. Understandably, while the carmaker has previously charmed enthusiasts with its stylish machines powered by rousing engines that produce euphonious notes, these thrill devices haven't always been the most dynamically impressive nor particularly user-friendly. The brand's previous M.O. let impassioned design and automotive theatre pave the way regardless of the consequences. Since the MC20 arrived in 2020, Maserati has abandoned this strategy, producing a competitive supercar, a grand tourer, and a mass-market SUV. While not all its recent efforts have been successful, in a few short years, the Italian brand has gutted the dated and replaced it with a fresh new lineup of compelling products. Products that can finally suit the desires and needs of a broader customer base that wants not just style but all the latest innovations, too. However, as I drive more of Trident's latest machines, I'm often left wondering: when will we finally see the Maserati that's not just competitive but the best of the best, with no asterisks? I flew to Stresa, Italy, a small town perched on the coast of Lake Maggiore, to sample the brand's latest, the all-electric, 751-horsepower, tri-motor 2025 Maserati GranCabrio Folgore and its 542-hp, V6-powered, Trofeo twin. And while the internal combustion drop-top proved to be a lovely cabriolet, I'm convinced the Folgore is the skepticism-shedding mic-drop car we've been waiting for. Engineers began dreaming up the Folgore back in 2017. However, instead of developing it as a standalone EV, the Trident built a dual-purpose platform capable of housing the Folgore's battery pack or the Trofeo's 3.0-liter twin-turbocharged V6. This is partly why the EV's 92.5-kilowatt-hour battery, 83 kW of which is usable, is distributed in a "T" shape. It's nestled in roughly the same space as the gas car's powertrain components. Opting against a skateboard-style battery pack has significant benefits, though. For one, it brings most of the EV's weight gains—an extra 932 pounds I'll get back to—closer to its center of mass. Perhaps even more importantly for such a style-focused brand, it means there's no visual stance or proportion deviations between the Folgore and Trofeo. Only a slightly taller sidewall needed to cope with the EV's added heft separates them. The Maserati GranCabrio Folgore embraces many stylistic updates to differentiate it from the Trofeo. Given its powertrain choice, various large intakes perforate the gas car's bodywork, complemented by extended side skirts and a prominent diffuser housing four exhaust tips—all things the Folgore doesn't need and so it doesn't have. During a design walkaround, Maserati Head of Design Klaus Busse spoke candidly of the need to ensure the EV's authenticity, meaning its styling isn't distinctive just for model differentiation. As such, it intentionally embraces a softer, more elegant vibe achieved by cutting back on aggressive aero elements, smoothing out lines in its front and rear bumpers, and including trim-specific staggered diamond-cut wheels. Like the Grecale Folgore, the electrified GranCabrio reserves the use of Econyl, a recycled nylon material, as the center inserts to its leather seats. While you can still option it with a full leather interior, the Trofeo model doesn't offer this eco-friendly textile, even as an optional extra. Some usability annoyances remain for both GCs, such as having to swipe and hold your finger on the central touch screen to fold the roof. Thankfully, it stows in 14 seconds at speeds of up to 31 mph. I set off, fabric top folded, riding shotgun across a beautifully picturesque landscape. Blue, clear skies illuminated the Folgore's bright Rose Gold Liquid Metal paint, a $28,750 option. A calm Lake Maggiore flanked the cabrio on the right, with colorful red, yellow, and orange houses peppered on the left. Yet despite the idyllic scene, I could only think of how well this convertible EV road over small cracks, big ruts, and the odd speed bump. Despite their positioning as grand tourers, the hard-top GT, regardless of trim, is quite a sporty machine. It'll ride nicely at highway speeds but sometimes struggles to soak up minor imperfections while cruising slowly. This is not the case with the Folgore, despite its lack of a fixed roof. Its suspension calibration is a masterclass in comfort. Aided by thicker tire sidewalls and this EV's considerable 5,249-lb curb weight, nearly as much as a Rolls-Royce Ghost, it isolates bumps both big and small effortlessly regardless of what its speedo reads. Sliding into the driver's seat ahead of a particularly twisty bit of road as we left the lakeside towns behind and pushed up towards the mountains up north, I cycled through the Maserati GranCabrio Folgore's drive modes. While GT, Sport, and Corsa are undoubtedly familiar, Max Range joins the lineup to squeeze out a few extra miles if you need to limp to the nearest charger. Start in GT, and your power output is limited to 80 percent while its air suspension settles into its plushiest configuration. The gas car's large column-mounted aluminum shift paddles remain, now tasked with dialing the EV's regenerative braking settings. Even as you dial up the available regen to the most extreme, it's hardly anything but. Lift off the right pedal, and the Folgore's nose won't dive, slowing at a smooth but predictable pace. As the mountains served up tighter bends, I swapped GT for Sport, hoping for a gradual increase in aggressiveness. However, that's not what I got. Instead, the accelerator pedal goes into what feels like a hybrid setting, delivering power smoothly for the first half of its travel only to hit you with a sudden burst of power. As such, I quickly moved on to Corsa, which proved surprisingly versatile despite its positioning as the most hardcore. Dialed up to 11, the Maserati GranCabrio Folgore unleashes all 751-hp produced by its three electric motors, one in the front and two in the rear. A temporary MaxBoost feature further elevates its output to a Ferrari 296 GTS-matching 818 hp. However, despite this convertible grand tourer now being capable of sprinting to 60 mph in under 2.7 seconds while completing the quarter-mile in just 10.6, its air shocks don't forget this car's core goal. You may get all the power, but it doesn't come in a package that suddenly feels on edge. Instead, its throttle calibration once again becomes beautifully progressive. Meanwhile, its suspension still manages to ride beautifully, to the point where it's easy to forget you're in what's supposed to be the most militant mode. Yet despite its relative softness, the Folgore confidently dives into bends while retaining excellent chassis balance. Although its swollen curb weight limits its ability to change direction quickly, it's more than grippy enough to hang on far longer than you'd expect it to. With its two rear electric motors able to torque vector, carving up a mountain road becomes an effortless affair. The Maserati GranCabrio Folgore does have its limits, however. For one, its brakes, identical to those in the gas car, have no trouble slowing the 4,317-lb Trofeo. Stopping the 5,249-lb Folgore is a challenge they're not quite always up for. Dig deep in the pedal, and you'll find the deceleration you're after, but you won't get the confident initial bite you'd want when hustling a narrow mountain road in such a heavy machine. Although reasonably quick, its steering lacks feedback, forcing you to listen for tire squeals instead of feeling as they work up to their limits. However, while I point this out to provide insight, I know we're discussing a convertible grand tourer here. If to expose the Folgore's drawbacks, you have to attack a back road as you would in a 911 GT3; then, for its intended purpose of cruising in style, it's punching way above its class. Still in Corsa mode, I joined the highway and buried the right pedal. As the numbers on its digital cluster climbed, the Folgore settled nicely in the right lane with little wind noise interrupting this high-speed cruise. As demonstrated in the twisties, the firmest setting was once again the ideal one to be in, dialing out unwanted body motions without introducing unnecessary harshness. Switching back briefly to GT saw the GranCabrio become uncomfortably floaty at speed, so back to Corsa its spinning dial went. Given this first drive's brevity, assessing real-world range is impossible. However, the carmaker estimates that the Maserati GranCabrio Folgore will cover 233 miles on a charge. The GC counts on an 800-volt electric architecture, allowing it to charge at up to 270 kilowatts. As such, it'll jump from 20 to 80 percent in just 18 minutes, adding 48 miles of range in five. Given the low average annual mileage covered by pricey GTs, its quick charging speed matters most here. And lest we forget, the Folgore is the first fully electric convertible grand tourer on sale, beating out every other luxury marque. Jumping out of the Folgore and into the Trofeo felt like stepping into an entirely different animal. Push its wheel-mounted start button, and its 542-hp 3.0-liter twin-turbocharged V6 sends vibrations through the cabin. The Trofeo feels like a distinctly sportier machine from the moment it breathes life. Its steering is lighter, just as precise as the Folgore's, but more communicative. Despite being down over 200 hp, it still sprints to 62 mph in 3.6 seconds, which is still bonkers fast in the real world. Tug on its aluminum paddles, and it'll throw in extra growls with each upshift as its quad exhaust tips serve up a crescendoing, raspy, fully uncorked note with the top down. Feed the Trofeo some bends, and it'll tackle them as confidently as the Folgore without an extra 932 lb slowing its direction changes. Like its coupe counterpart, the V6-powered GC positions itself as a grand tourer, but in many ways, it more closely resembles a big sports car than a plush cruiser. Herein lies the rub. As I alluded to earlier, the fact that the GranCabrio, regardless of trim, is dynamically excellent is a bonus. However, what matters most is how it behaves in the spaces it'll occupy most frequently, areas in which the Trofeo begins to struggle. Despite riding on adaptive air shocks like its electrified twin, the Trofeo's ride quality doesn't compare to the Folgore's, delivering a firm ride outside highway speeds. Due partly to its slimmer tire side walls, the gas-powered GC transmits most minor road imperfections through its chassis, whereas the Folgore makes them disappear. Even on a tight back road, as the Trofeo tackles bends with sports car pace, the Folgore doesn't fall far behind. It's a heavy thing, but thanks to chassis calibration and grippy rubber, it hangs on with its gas-powered twin just fine, making it the more versatile option of the pair. Setting range concerns aside for a moment, unless you desperately crave the Trofeo's V6 engine note, I struggle to find reasons to choose it over the Folgore. A big one is undoubtedly pricing. The 2025 Maserati GranCabrio Folgore will start at $206,995, including a $1,995 destination fee, once it goes on sale later this fall. However, the Trofeo's base price shrinks by a whopping $13,000, including fees, to $193,995 when it hits dealer showrooms this summer. While the Folgore hasn't yet any rivals to fend off, the Trofeo lines up with the Mercedes-AMG SL63 and the Porsche 911 Turbo Cabriolet pricing-wise. The electrified GranCabrio isn't perfect; see the drive mode calibration, brake, and steering notes mentioned above. However, in the areas in which you'd want a convertible grand tourer to excel, it's the car that pushes the segment forward. While the Trofeo is still just as stunning to look at, complemented by a characterful V6 and agile handling, it's the Folgore that nails the GT role best. Thanks to its quick-charging 800-volt architecture, masterfully tuned suspension, and elegant style, the Folgore shows just how much of an improvement an electric grand tourer can be. It's a car you can approach without skepticism because it's clear that it's been diligently engineered and dialed. Assuming you have access to reliable charging, the GranCabrio Folgore is not only the first electric offering in its class but one of the best products to come out of the Trident's latest era.
