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 Tyler Rampersaud – October 28, 2026

First Drive: 2027 Range Rover Electric

The Range Rover Electric hasn’t been a secret. Fully unveiled earlier this year and available now to order, the Range Rover Electric’s development was announced years ago. Throughout that time, the manufacturer promised that the electric Range Rover would seamlessly sit alongside the combustion-powered members of the lineup, despite its use of EV technology. Now, the new Range Rover Electric has arrived, and a drive through the Scottish Highlands gave us a chance to get behind the wheel. On paper, the Range Rover Electric is quite similar to the ICE Range Rover we’ve all known and loved: 542 horsepower on tap, a 0-60 time of 4.2 seconds, a host of luxurious features and appointments, and a dual-motor all-wheel drive system that teams up with advanced off-roading systems for highly capable versatility. However, does electric power preserve the ethos of the Range Rover? That is certainly the goal. When we asked Simon Fairbrother, program chief for Range Rover Electric, about what existing Range Rover customers will have to get used to with the new electric variant, he said, “Not a lot. Just not having to go to a gas pump, I guess.” The estimated driving range of the new Range Rover Electric is up to 333 miles, an impressive number for its size and sumptuousness, which not only easily accommodated our lengthy drives through the Highlands, but will certainly also serve the typical Range Rover driver on a daily basis. GALLERY-EMBED In addition to serial Range Rover owners, however, the new Range Rover Electric also has something to offer drivers who have already adopted battery-electric vehicles, giving them a taste of Range Rover luxury that fits right into a lifestyle they’ve already gotten accustomed to. In place of the typical sound of a V8 engine is a beautifully quiet interior, and a chime lets you know that the vehicle has been started or turned off in the absence of an engine. “We wanted to offer everybody a Range Rover that was what they expected,” said Lynfel Owen, Vehicle Engineering Chief Engineer for Range Rover and Range Rover Sport. Beyond the engineering, that goal informed the decision for the Range Rover Electric to look nearly identical to its combustion or hybrid peers. The few differences include a flat grille, as well as “EV” badging on the wheel center caps. The interior is, happily, no different. The steering wheel, seats, instrument displays, and Pivi Pro infotainment system are all laid out in a way that is extremely familiar to a Range Rover driver. Rather than opting for buttons, a dial, or touch controls, the Range Rover Electric keeps a shifter in the center console. For a relatively novice EV driver, this dramatically reduces the learning curve. The “S” selection on the shifter remains, as well, and rather than entering a sequential mode, the “S” instead puts the vehicle in single-pedal driving mode. It takes some getting used to, but the feature offers greater ease in traffic, added regenerative braking, and braking for corners that otherwise requires a bit of effort, what with navigating narrow, winding Highland roads in a large, heavy luxury SUV. Heavy as it may be, however, its 6,195 pounds of weight is not the heaviest in the current Range Rover lineup. GALLERY-EMBED When many BEV manufacturers aim to fill a void left by combustion vehicles by pumping in synthetic engine noise, and incorporating a driving mode that attempts to recreate driving with an engine, the Range Rover Electric is also unapologetic about being an EV, lacking paddles that would have felt gimmicky were they included. The Range Rover Electric takes advantage of electrification's benefits with its engineering, too. Its MLA architecture was built with an EV variant in mind from the outset. Range Rover Product Manager Rachel Hogg commented, “If you have a customer who just loves the look of the Range Rover, we can now offer them a propulsion system that fits their needs.” In addition to that, the lower center of gravity offered by the battery contributes to handling improvements, and the lack of the mechanical components of a combustion powertrain means that switching between off-road driving modes and ride heights is even simpler than before. That simplicity came in handy when we hit the road, leaving Aldourie Castle, which sits near the shores of Loch Ness, and heading north along the west coast of Scotland. The end of our first day of driving brought us to an off-road route, challenging the vehicle with loose, wet rocks along the beach, steep, muddy hills, and a wade that used a good portion of the vehicle’s 35-inch wading depth. Our destination for the night was Hope Lodge, a hunting lodge that dates back to the 19th century. Surrounded by captivating nature, we set off again the next morning to do much of the same. GALLERY-EMBED What the Range Rover Electric demonstrated on our drive was two dramatically different characters. On the road, the vehicle is an incredibly composed and decadently luxurious vehicle. The Meridian Signature audio system was rich and enhanced by the EV’s silence. The suspension graciously absorbed the imperfections of the rural Scottish roads. All 542 horsepower proved to be plenty when it came time to overtake, being delivered quickly but without harshness. All-wheel steering made it effortless to pull into a scenic roadside stop and leave the parking lot just as quickly. However, engage the off-road driving mode, and the Range Rover Electric becomes something much different. The heads-up display goes from displaying convenient navigation graphics and reminding you of the speed limit to showing relevant off-roading information; the cameras on the center screen help you precisely place your wheels in the ruts, and the Intelligent Traction Management comes in to handle the difficult surfaces. The duality is the same as that of the combustion Range Rover, and as an EV, it takes place with even more of a sense of wizardry. Our test vehicle was a Range Rover Electric First Edition, with a Standard Wheelbase. Based on the Autobiography trim, it sits between the Autobiography and the top-of-the-line SV. Our First Edition configuration consisted of a Belgravia Green exterior color and a Light Cloud interior. The perforated Ultrafabrics upholstery was soft to the touch and, paired with Kvadrat fabric accents, made for a beautifully airy cabin. Some other creature comforts in the First Edition include in-cabin fragrance, heated, cooled, and massaging front seats, and just about anything else you’d expect from a well-equipped Range Rover. While the Range Rover Electric will carry a starting MSRP of $138,000 here in the States, the First Edition is a significant jump, starting at $179,150. For that money, you do, however, get a vehicle without many peers. While the luxury SUV market is certainly saturated, as is the arena of electric vehicles, the Range Rover Electric offers EV drivers, or Range Rover fans who want an electric option, an authentic Range Rover, batteries included. Our first drive of the Range Rover Electric showed that even with electric power, the Range Rover Electric manages to deliver the refined luxury, ample power, and formidable all-terrain capability that we’ve come to expect from the cherished luxury SUV brand, along with some new tricks and perks. View All Range Rover For Sale Image Source: JLR

By Michael Van Runkle – October 31, 2026

First Drive: 2027 Audi SQ9

After landing at St. George Regional Airport in southwestern Utah, a short chauffeured drive to Black Desert Resort outside of town allowed me to form initial impressions of Audi’s first-ever three-row SUV, fittingly, from the backseat. Air conditioning on full blast in my own climate quadrant after a stuffy flight, I stretched out in the second-row captain’s chair, scooted all the way back, while behind the third row, class-leading cargo capacity meant that three journalists’ worth of luggage never needed stacking. Four grown adults, including our German driver, with plenty of space, gear in the back, no problem – that’s the vision for Audi while launching the new Q9 and SQ9 with hopes of perfectly catering to American buyers accustomed to wide-open roads in the middle of the country, or hauling families through urban traffic in comfort and serenity. In both of those environments, the new full-size SUV’s prodigious interior volume matters just as much as an easily negotiable footprint. So rather than building on the established Q7 and Q8 shared platform, this new chassis represents a new segment for Volkswagen AG. But as with the smaller vehicles in Audi’s lineup, the Q9 receives a twin-turbocharged 2.9-liter V6 while the higher-spec SQ9 gets a familiar twin-turbo 4.0-liter V8. Both provide class-leading power output and acceleration, while critically for any Audi, each debuts a next-gen Quattro all-wheel-drive system to provide the confident handling that belies the sheer footprint of a massive three-row. The planned media drive in and around Zion National Park the next day threw just about everything our way. An original drive route even needed to change due to a dusting of overnight snow at higher elevations, which sounded fun to me until Audi pointed out the summer tires on each SQ9. But taking a look at the new model under the bright morning sunlight revealed a handsome profile, with a healthy bit of Mercedes-Benz posture thrown in for a marked shift versus the last few years of design that trended more toward mimicking BMW cues. This is the widest, tallest, and longest Audi ever – even longer than the stately A8 L – and yet even the V6-powered Q9 felt spritely the first time I put the pedal to the metal while heading out into the desert. The V6 pumps out peaks of 429 horsepower and 442 lb-ft, good enough for a claimed 0-60 time of 4.9 seconds. As comfortable as the morning’s drive felt in the lower-spec car, stepping up to the SQ9 with 591 hp and 590 lb-ft definitely revealed another level to the entire engineering setup. Though not nearly as much of a “mini-Lambo” as the RS Q8, the SQ9 never reaches the point of feeling bloated or ungainly as so many other three-rows. Rear-axle steering likely helps, with up to five degrees of opposite or in-phase angle to tighten up the turning radius at lower speeds or improve high-speed stability. The air suspension offers 3.6 inches of adjustability in the SQ9, which rides slightly lower with a more aggressive stance accentuated by subtle fender flares – and especially the optional 23-inch wheels on my test car. In recent years, Audi prioritized improvements to steering feel and communicativeness versus the prior decade-plus of light and almost vague electronically assisted steering. The relatively thin rim of the SQ9, plus surprisingly fine-tuned shock damping, all further contributed to the ease of piloting through any road conditions – including rain over the course of the day that ranged from light mist to borderline biblical downpours when the skies truly opened up. Though not as great as snow for testing those new Quattro systems, the slippery asphalt and a short portion of dirt driving without a doubt showed mild yet noticeable differences between the two. The Q9 takes Audi’s classic Torsen center differential and adds four internal springs to the gear-based torque biasing, which keeps the front and rear axles connected when not under load. This helped to provide solid and planted traction while negotiating Zion’s tightest switchbacks up through the spectacular canyons and tunnels. The SQ9, meanwhile, emphasizes sportier driving by sending power directly from the eight-speed transmission to the rear axle, while an electronically controlled clutch can then harvest some additional torque to send up toward the fronts when needed. An automatically locking rear differential only ups the grip further, especially while punching the go pedal and unleashing all 591 ponies. Both systems worked impeccably at all times, even while driving at pace through a desert monsoon, so much so that my main complaint involved the automatic windshield wipers not adjusting to differences in the torrent quite quickly enough. All of which does bring up a peculiar turn signal, wiper control, and gear selector stalk design that Audi chose to adopt on this new SUV. Essentially, each solid stalk then features knobs, toggles, and switches on the end, rather than moving entirely from the steering column. The setup definitely took me more than a short adjustment period to understand, much less acclimate to, but by the end of the day I grew to appreciate the solid and predictable placement of each control. The rest of the touchscreen and infotainment relies largely on digital interfaces, which left me a little frustrated while trying to adjust the climate settings as we drove through thousands of feet of elevation and such varying weather conditions. Worth mentioning: The design for the MagSafe phone chargers stood out as the single best solution for wireless charging that I’ve ever used. Each circular pad kept a smartphone in place no matter the road surface, cornering load, or how hard I launched on throttle – and even cooled the charging surface, too. Tech takes a front seat in this three-row, for the driver but also for passengers – and not just because the passenger dash screen comes standard, even on the lowest-spec Q9 Premium. This launch marks Volkswagen AG’s first adoption of Level 2+ hands-free Adaptive Cruise Assist, which works only some of the time thus far (never quite as well as GM’s Super Cruise, for example). <- Gallery -> Kids in any row will likely enjoy playing with the mood lighting far more than I, and up top, the largest sunroof ever on any Audi spans 16 square feet – with no retractable screen, instead featuring electrochromatic tinting that never looked quite sufficient for my eyes. A slicktop would be better, but at least the true five-zone climate controls with dedicated screens for both the second and third row ensure any heat soak issues won’t upset sensitive passengers. More importantly, the day’s drive wrapped up with a nighttime spin to check out Audi’s newly available Digital Matrix Light. Well, more specifically, Matrix lighting arrives in the United States for the first time for model year 2027, after a protracted battle with American regulators about the safety of this shockingly effective nighttime illumination solution. I first experienced Matrix in early 2024. Though almost impossible to capture in photos, the brilliant (pun fully intended) field of view essentially integrates high-beam and low-beam into one setting, in this case with the ability to focus the beams from 25,600 microscopic LEDS through a glass projector lens out onto the road ahead and surrounding environment. Incoming drivers get blanked out to reduce glare, as do highly reflective road signs, while the visibility for the rest remains absolutely perfect. Turn signals even project onto the ground, for improved indication to other drivers in busy urban environments. A total game-changer, and a huge advantage for Audi and both the Q9 or SQ9 in the USA, to say the least. Really, I struggled to find many faults for either model. My female drive partner expressed some frustration about the lack of a place to store her purse. Personally, I hoped for a slightly more comfortable ride in the softest suspension setting. Unfortunately, a setup like Porsche’s hydraulically advanced Active Ride – also available on Audi’s own RS e-tron GT – requires at least a hybrid system to function, and only the turbodiesel Q9 available in Europe comes with a mild-hybrid assist. That hybrid TDI sure sounds great for long road trips across the USA, though, yet Audi kept the weight of the Q9 and SQ9 relatively low at 5,302 and 5,556 pounds, respectively. That helps with the handling, as well as the Quattro performance expected of any Audi. And truly, both of these full-size SUVs cater just about perfectly to the luxury American customer. The Q9 starts at $87,700 – or just slightly higher than a BMW X7 xDrive40i at $87,500 and significantly below a Mercedes GLS 450 4Matic for $93,950 as well, both of which offer less interior volume and markedly reduced performance. The SQ9, meanwhile, stickers for $118,000. That’s more than both the M7 M60i at $115,000 or the GLS580 4Matic for $116,150, but with acceleration and handling that bests even the Alpina and AMG variants of those competitors. The Q9 and SQ9 even come with automatic doors that reminded me of none other than Rolls-Royce. From my very first few moments climbing into the backseat, never needing to close my own door before switching on my massaging and ventilating seats helped to set the tone for a surprisingly calm and comfortable drive day, despite Mother Nature throwing everything she had at us as we raced across some of the most spectacular countryside the USA has to offer. Classic Audi, without a doubt, now just bigger and better than ever. View All Audis for Sale Images: Michael Van Runkle

By Basem Wasef – January 17, 2026

First Ride: 2027 Mercedes-Benz S-Class

Mercedes-Benz’s flagship sedan debuted in 1972 with the Sonderklasse designation, marking a “special class” of big four-doors differentiated for their luxury-focused exceptionalism. The first-ever S-Class Benz, internally designated as W116, ignited an arms race whose challengers became the likes of the BMW 7 Series (1977), Lexus LS (1989), Audi A8 (1994), and Porsche Panamera (2009). Competition improves the breed, and the near-future large luxury salvo from M-B comes in the form of the 2027 S-Class. The manufacturer says it underwent the most significant mid-cycle refresh ever in the pursuit of big sedan supremacy. Though its exterior tweaks are subtle – a larger grille for better cooling and revised headlamps and taillamps, an available illuminated three-pointed star hood ornament – a series of tech upgrades aim to make this the poshest S-Class to date. Cumulus Ride Quality Ride quality has always been a top priority for S-Class, and the latest/greatest upholds that claim to fame with an Airmatic suspension system that now leverages cloud-based technology to adapt to real-world conditions. By continuously downloading car-to-x data from the cloud, other Mercedes-Benzes will share real-time data about road conditions to help the S-Class anticipate potholes or surface irregularities accordingly. An optional E-Active Body Control suspension further leverages cloud data to regulate spring and damper rates individually at each wheel to counteract roll, pitch, and lift movements, even raising the body in fractions of a second in order to anticipate impending accidents and thereby reduce injury risk. My test ride in a 2027 S-Class in Sindelfingen placed me in a camouflaged example with certain interior features hidden under cloth. However, I did experience one of the most luxurious rear seats on a chilly winter’s day, and the S-Class felt appropriately stately and secure as it maneuvered along some of the streets surrounding Mercedes-Benz’s factory. Ride quality felt buttery smooth, though it must be noted that Stuttgart’s roads are, for the most part, untouched by the potholes and rough spots that afflict most of the rest of the world. Safety upgrades include new next-gen Digital Light headlights with micro-LED technology. The headlamps are the first to offer adaptive partial high beam functionality for the first time in the US. By using a combination of camera data and map information, the automatic cornering lights react more acutely as the road turns. The S-Class is packed with as many as 15 airbags. Available rear seatbelts feature a shoulder belt that can inflate in a collision and offer three times more surface area in order to reduce the impact on the chest area. Creature Comforts Speaking of seatbelts, the new S-Class offers what Mercedes-Benz has upgraded theirs to offer a “warm embrace” via heating elements within the safety belts. First seen in the ESF 2019 experimental safety vehicle, the additional heated part can be switched on independently or linked to the heated seat switch. A new cabin air filtration system is designed to completely recirculate all interior atmosphere every 90 seconds, using multi-stage filtration to scrub out particulates and harmful elements in order to create a healthier environment for passengers. Further optional items include the Exclusive package, which offers rear seats that recline up to 37 degrees, a folding center armrest, and cushy headrests. Opt for the Pinnacle package and rear occupants' rapid heated and ventilated seats, four additional airbags, and a wireless charger in the center armrest. Additional Pinnacle benefits include rear seat massage, neck and shoulder heating, a backrest angle of up to 43.5 degrees, the aforementioned seatbelt airbags, and seatbelt presenters. Adding to the longer-than-ever list of interior luxury items is a Burmester 4D sound system with tactile elements, up to 39 speakers, and 1,690 watts with Dolby Atmos surround. With electronics managed by Mercedes-Benz’s latest MB.OS operating system, the S-Class is being constantly refreshed by over-the-air updates to optimize everything from computing power to the user interface. Driver systems are also cloud enhanced, and a comprehensive suite of assistance hardware includes up to 10 external cameras, five radar sensors, and 12 ultrasonic sensors. Embedded video streaming apps from Disney+ and Sony Pictures Entertainment’s RIDEVU enable privacy screen viewing from the front seat or full viewing for rear seat passengers. Power to the People Mercedes-Benz’s non-AMG/non-Maybach S-Class lineup gets a new top-range motor for 2027. The new M177 EVO powering the S 580 4Matic leverages a number of refinements to yield a total of 530 horsepower and 553 lb-ft of torque. Thanks to improvements to the engine’s injection and breathing configuration, as well as an enhanced mild hybrid system, the flat-plane V8 promises more oomph and better emissions. The S 500 4Matic six-cylinder M 256 EVO gets a torque bump to 443 lb-ft that can overtorque briefly to 472 lb-ft when needed. Benz’s plug-in hybrid S 580e 4Matic packages the six-cylinder with an electric motor that offers up to 74 horsepower gain over its predecessor, along with smoother and more responsive power delivery. All 2027 S-Class engines use a 23-horsepower integrated starter generator, which combines with turbocharging and 48-volt electrical architecture to deliver seamless coasting, boost, and recuperation. Plus-Size Solutions The S-Class has long boasted a considerable footprint, and the 2027 edition is no exception. That said, Mercedes-Benz engineers incorporated a standard rear-steer system that turns its back wheels up to 4.5 degrees, helping aid low-speed maneuverability and high-speed stability. An optional package boosts the rear wheel turning angle to 10 degrees, which contributes to a smaller turning circle of 35.4 feet. Although my test ride in the 2027 S-Class was brief, it’s safe to say that when Mercedes-Benz’s well-heeled clientele get their hands on this more-refined-than-ever flagship it will step up the game for the rest of the industry. The bolder styling and more aggressive front end may not be for everyone, but those who take issue with the revised mug should be assuaged by the engineering improvements intended to make driving long-distance drives feel like a rather sweet cakewalk. View All Mercedes-Benz S-Class For Sale Images: Mercedes-Benz

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