Luxury and Exotic Car Reviews

McLaren W1 First Drive: Ferocious Hypercar Transcends the Track

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

By Gabriel Vega – November 13, 2022

2022 Mercedes-Benz S580 4MATIC Review: Punching Way Above...

Since its introduction in the 1970s, the Mercedes-Benz S-Class has made a name for itself through its innovations. By debuting now-common features like stability control and adaptive cruise control, this plush sedan often gave us a glimpse of what the rest of the auto industry would implement over the coming decade. The 2022 Mercedes-Benz S580 4MATIC is no exception. However, this seventh-generation model doesn't just use tech to impress its driver. It implements it to create a segment-defining driving experience. While the luxury car market has exploded over the last decade with options that cost deep into the six figures, the S-Class' elegance, comfort, and clever interior design now make it a top pick that offers tremendous value. Design/Styling Although streamlined for the modern era, the 2022 Mercedes-Benz S580 counts on elegant proportions that pay tribute to its 1950s ancestors. Its long hood and tall grille with vertical slats pay homage to its roots, while its sleek headlights, retractable door handles, and sloping roofline embraces modern styling. Thanks to its 203.9-in length and 76.9-in width, it's also a sizable sedan whose footprint translates to substantial road presence. 2023 Rolls-Royce Phantom Review: A Step Above The Rest The seventh-generation W223 just looks expensive. My tester featured a Nautical Blue exterior finish with a complementing Macchiato Beige interior. With a restrained use of chrome trim and sleek lines that seamlessly transition from the car's front, side, and rear, the S580 comes across as more stylish and elegant than gaudy and flashy. It's a one-percenter car that doesn't need to yell its price tag to be heard. It's worth pointing out that the current-gen S-Class looks as good as it does because an internal combustion engine powers it. Take its electric counterpart, the EQS, as an example. It may represent the future with its new proportions and aero-focused design, but it loses the subtle elegance that the S-Class exudes. Driving Experience Unlike previous S-Class generations, the W223 offers up a surprising dual personality. Driving through Miami, FL's straight, monotonous roads, the S580 and its plush air suspension easily made road imperfections disappear without delivering a floaty experience. However, on the odd corner, it proved surprisingly athletic. Its dampers are stiff enough to remain planted in the bends. The S580 counts on the german carmaker's well-known twin-turbocharged 4.0-liter V8, delivering 496 hp and 516 lb-ft of torque. Thanks to a quick-shifting nine-speed automatic transmission and standard all-wheel-drive system, the S-Class rips off the line, despite its nearly 4,800-lb curb weight suggesting that it might not. With peak torque coming in at 2,000 rpm and little turbo lag, the S580 remains agile even while already at speed. While its straight-line performance is impressive, how well its powertrain fades into the background makes the driving experience. While puttering around town, its nine-speed box shifts nearly imperceptively while its engine delivers its power without intruding into the cabin with unwanted noise. Thanks to its integrated starter generator and 48-volt electrical system, the S580's start-stop works seamlessly in the background without unwanted vibrations and jerkiness when setting off. Read More Exotic Car Reviews Its steering is incredibly light and disconnected in Comfort mode. However, it weighs considerably in Sport mode, sometimes a bit too much considering the luxury ethos of the S-Class. The same goes for its suspension. While in Sport and Sport+ mode, the S580 stiffens considerably, significantly reducing its ride quality. With Comfort mode already having plenty of composure, it makes its more aggressive modes superfluous. If there's anything somewhat lacking in the S580 driving experience, it's its braking system. Although plenty strong to slow down this heavy sizable sedan, you'll need to press the pedal considerably to get the desired performance. However, once you pass a certain point, you get all more stopping power than you bargained for, making stop-and-go traffic a delicate dance. Interior/Tech Inside is where the 2022 Mercedes-Benz S-Class punches way above its class most. From its stitching, finishing, and material choices, it feels like a car that costs way more than the S580's as-tested $140,930 base price. It starts in the tech department, where a highly-configurable 12.3-inch 3D instrument cluster sits in front of the driver and displays a customizable suite of gauges. A squared-off 12.8-inch touchscreen with both Apple CarPlay and Android Auto connectivity seamlessly blends the dashboard and center console. While Mercedes-Benz, unfortunately, traded off most of its buttons and switches for this sizable display, all of the AC controls and infotainment functions live precisely where you'd expect them to. Given the height and orientation of the screen, it lives close to where your arm naturally rests, making quick changes a breeze. The S-Class' front seats deserve a deep dive of their own. They offer a whole suite of options with 19 small motors, heating, and cooling functionality. From hot massages to its Energizing settings that help benefit circulation on longer drives, these could be one of the most comfortable seats in the industry. The same goes for the rears, which offered those aforementioned features but have the added benefit of reclining with the optional Chauffeur Package as part of the Executive Line. As far as internal combustion luxury cars go, the S580 is among the quietest. Thanks to great sound deadening, a quiet powertrain, and a powerful Burmester sound system, it's easy to drown out the outside world. The only way the S-Class can improve is by replacing its engine with electric motors. Pricing The 2022 Mercedes-Benz S580 starts at $117,700 without including destination fees. However, like my tester, opting for the Executive Line only bumps that up to $129,100. Thanks to optional extras, it climbs to the $140,930 figure mentioned above. As you look around while getting a hot massage, it dawns on you that the S580 offers, at $140,00, the same or better features than cars that cost twice as much. Closing Thoughts The 2022 Mercedes-Benz feels like a product that has been refined through multiple decades. From its elegant styling that pays homage to its history to its quiet but powerful engine and world-class interior, the S580 is a segment-defining product. Like its predecessors, the seventh-gen S-Class counts on plenty of tech in its powertrain and interior. But instead of purposing these to show us the future, the S580 focuses on delivering the best driving experience possible. With its price tag that undercuts many of the luxury segment's priciest options, this plush sedan offers value without cutting any corners. View All Mercedes-Benz S 580s For Sale

By Gabriel Vega – November 10, 2022

2022 Lamborghini Aventador Ultimae Review: Is This The Ul...

Despite looking more like a spaceship than a standard car, the Lamborghini Aventador is now 11 years old. First introduced back in 2011, the Aventador served as the Murcielago's replacement. According to the road tests of the time, most publications seemed to agree that the Aventador was a huge leap forward in terms of capabilities, replacing a car you feared with one you trusted. Lamborghini Aventador Ultimae For Sale Fast forward, and we've seen too many variations of the Aventador to count. However, this week I've been driving this V12 supercar's last iteration. It's called the Lamborghini Aventador Ultimae, and it's meant to slot in between the Aventador S and the track-ready SVJ, borrowing heavily from both. Being a brand new variant, it even has a few tricks up its sleeve that might make it the best-driving Aventador ever. 2022 Lamborghini Aventador Ultimae Styling Styling-wise, the Ultimae is more Aventador S than anything else. While the front bumper's design seems quite angular, it's entirely intentional. Like in any modern supercar, the goal is to channel as much air as possible to the braking system and the car's various radiators. The same goes for the rear diffuser, which is pure SVJ. It's aggressive, and with these subtle red accents, it doesn't get lost in a sea of dark colors. All Aventador Ultimaes For Sale I'd say the Aventador is aging exceptionally well. If you handed me the keys and told me it was a brand new design, I would have no trouble believing you. While most vehicles with an overly angular design tend to age like milk, the Aventador's styling steps into the realm of poster-car looks, making it relevant today. It works incredibly well in this matte gray finish, highlighting all of the various body lines, intakes, and clever aero bits. It's a $17,500 option so let's be glad it's a good one. Now the wing, yes, there's no big wing, like on its track-ready sibling, but the Ultimae still has active aero. Like the original Aventador, the Ultimae has a rear wing that moves depending on speed and drive mode. It has three positions, closed, maximum performance, and maximum handling. Aside from its claimed driving benefits, the active aero looks incredible in the rearview mirror as you go along and adds to the car's overall drama. Lamborghini Huracan STO Review: A Proper Race Car for the Road 2022 Lamborghini Aventador Ultimae Performance The Lamborghini Aventador Ultimae isn't just another special edition for the sake of being a special edition. It's the most powerful variant of the Aventador ever made. It also went on a bit of a diet, shaving 55 pounds off the Aventador S' curb weight. However, it's simultaneously 55-lb heavier than the SVJ. The Ultimae has the same power-to-weight ratio as the SVJ, thanks to a 10-hp power bump despite the weight difference. The total output from that 6.5-liter V12 engine is 769 hp and 531 foot-pounds. The Ultimae completes its run to 60 in under 2.8 seconds before charging toward its 221-mph top speed. Aside from having more power, the Aventador's power delivery has also changed. While peak horsepower comes in at 8,500 rpm, almost identical to the original Aventador, peak torque jumps up from 5,500 rpm to 6,750 rpm, meaning you have to work harder to get the most out of this car. You'll find yourself grazing the redline, trying to squeeze every bit of performance. One thing that has certainly not changed is the Ultimae's single-clutch automatic transmission. There's absolutely nothing subtle about the way it shifts. Yes, there is an automatic mode you could hypothetically use. However, the car seems confused about which gear it needs and punishes you by lurching back and forth at random intervals. You can solve this by selecting the manual mode, which slightly smooths things at higher revs. However, not even 11 years of development can domesticate this transmission. It's feral, and you should treat it as such. However, you can lift your foot off the gas like in a manual car while shifting, and it's significantly nicer to operate. You can pick between Strada, Sport, or Corsa with a button on the dash in terms of drive modes. For most people, Sport is going to be the sweet spot. The engine isn't quite in full attack mode, and the suspension is somewhat compliant. Click over to Corsa, and things get properly serious, the whole car becomes twitchy, and the shifts are more brutal than ever. It's fun for brief periods of time, but I always dialed things back. Don't get me wrong, the Aventador's pushrod suspension setup is pure magic. It now has magnetic dampers, which help it deliver a more pleasant driving experience at slower speeds. Using an inboard suspension means less unsprung weight, which means a lighter feeling car. However, that isn't to say the Aventador feels small. Despite its claimed 3,400-lb dry weight, the Aventador feels big. Not necessarily heavy, but just big. This car has a massive footprint, and you have to be careful when positioning it on the road, primarily through tighter bends. The Ultimae borrows from the Aventador S in a very big way: the rear-wheel steering system. While reviews of the original Aventador praised its grip, few touted its quick steering and sharp turn-in. That, however, is something the Ultimae masters. It is so incredibly responsive to even the tinies inputs. One subtle move, and the car attacks the corner. While there isn't as much feel as I'd want from the hydraulic power steering system. It has a nice weight and gets the job done just right. Lamborghini Huracan EVO RWD Spyder Review: Proper Supercar Theatrics 2022 Lamborghini Aventador Ultimae Interior Inside, the Aventador Ultimae is also a blend of its two siblings. Lamborghini claims they've added a bit more sound deadening when compared to the SVJ, but you can fully hear that V12 behind you as if it was attached to your spine. You can, however, tone things down by driving in Strada mode. On the highway at under 4,000 rpm, the exhaust dies down completely, leaving you with a surprisingly drivable car over long distances. However, one blip of the throttle wakes it up, and you get the full V12 scream. If you ignore the central infotainment screen, this interior looks befitting of a 2022 model year car. The adjustable digital dash and its multiple modes look crisp and vibrant, while all of the materials used throughout the interior scream high quality. Even the seats are reasonably comfortable, holding you in without squeezing too much. This car, in particular, is all Alcantara and suede, meaning it'll likely be a pain to keep clean, but it looks stunning with its contrasting red and black colors. The elephant in the room is the old Audi screen and infotainment screen. While it does have Apple CarPlay connectivity, it doesn't work very reliably, and the knob you use to toggle through the menus isn't exactly intuitive. It's the only thing that dates the interior, but frankly, I don't care. I'm willing to put up with that for the experience in a car like this. 2022 Lamborghini Aventador Ultimae Pricing Now I know I mentioned this car is the last variant we'll ever see of the Aventador, and that was sort of a lie because while there are just 350 coupes, there are also 250 Ultimae Roadsters as well. Base price? 498,000. However, when you account for the pricey options, such as the paint, wheels, and sound system, this car comes out to nearly $560,000. Is that a lot for a car? Sure, it's not cheap, but where else can you get the experience the Aventador delivers. No other car sounds, drives, or looks like this for better or worse. However, both extremes of the Aventador scale have their fatal flaws. On the one hand, the original car was technically capable but a bit dull to drive. On the other hand, the fire-breathing SVJ was too much all the time. So throughout its journey with the Aventador, Lamborghini left an Ultimae-sized hole in the range. Not quite as extreme as the track monster but certainly more fun than its predecessors, the Ultimae is not only the most powerful Aventador ever, but it's also the best looking and the most fun to drive. So if Lamborghini made any mistake with this car, it was not calling it the Ultimate because it truly is the Ultimate Aventador View All Aventador Ultimaes For Sale

By Gabriel Vega – November 08, 2022

2023 Rolls-Royce Phantom Review: A Step Above The Rest

For decades, the Rolls-Royce Phantom has been the benchmark for how quiet, comfortable, and expensive a luxury sedan can be. It is one of few vehicles that doesn't have to consider value. With a starting price of $475,000, the new 2023 Roll-Royce Phantom is less about its individual skills and more about how they come together to deliver a unique driving experience. With its closest competitors costing half as much, this opulent machine can't just be good. It has to be the best. There's also rising competition on its home turf. Previously, the delta between a Ghost and a Phantom was significant, but with the introduction of the former's latest generation, that gap has closed dramatically. This recent innovation begs the question: is the brand's flagship still a step above the rest? I recently flew to Las Vegas for a drive into the Valley of Fire to find out. Photo: James Lipman Photo: James Lipman The eight-generation Phantom is now in its sixth model year, and Rolls-Royce recently refreshed it with the introduction of the Series II. If it looks strikingly similar to the car that debuted back in 2017, you're not wrong. This update is more evolutionary than revolutionary, focusing less on exterior updates and more on available interior options. According to Rolls-Royce, the Series II is far more customizable than the car it replaces. This new focus hasn't stopped the British carmaker from implementing some exterior changes. These include new wheel options, a tweaked headlight design complete with laser-cut starlights, and an updated Pantheon grille. A clear indicator that you're looking at a Series II is the new horizontal line that starts in the headlights and matches up perfectly with the updated grille. It accentuates the front end's already squared-off design. Photo: James Lipman The newly available wheel options don't rely on a business-as-usual approach to styling. Take the 22-inch Forged Painted Disk Wheel option as an example, a nod to 1920s design. This $13,000 set represents a real risk given how visually striking they are, yet their chunky design fits seamlessly with the Phantom's proportions. There's a similar adventurous theme going on in the interior, where a new limited Platino trim offers a fully silk interior. These new extras aim to increase the number of one-off cars rolling off the production line. According to Rolls-Royce, the goal isn't to sell more cars but higher-value ones. While Rolls-Royce did not engineer the Phantom with speed in mind, that doesn't stop it from being properly quick. A 563-horsepower twin-turbocharged V12 sends ample power to the rear wheels via an eight-speed automatic transmission. Thanks to its 664 foot-pounds of torque output, even this 5,700-lb sedan can reach 60 mph in 5.1 seconds. However, these on-paper stats give little insight into how the Phantom actually drives. What makes the Phantom's driving experience is just how smooth it is, regardless of the driver's inputs. Clever tuning delays throttle response so that this sedan doesn't wake up and dash even if you mash the gas. Instead, it progressively delivers power as its speedo climbs. The same goes for its eight-speed transmission, which shifts nearly imperceptibly in the background, even during wide open throttle. There's no way to change gears manually, and unlike the Black Badge Ghost or Cullinan, there isn't a "Low" mode to extract a more aggressive demeanor. There's a pleasant disconnect from the road. Even as you cross triple-digit speeds, no wind or road noise permeates the Phantom's cabin. It is startlingly quiet behind the wheel, easily dulling out a 130 mph run and making it feel more like 65 mph. The only proper indication of acceleration is a muffled bark from the sizable V12 up front. Even this subtle reminder of internal combustion will vanish shortly as the 9th-gen Phantom will be fully electric. Quietness aside, the Phantom is easily the most comfortable vehicle I've ever tested. To say it glides over pavement is an understatement. There are moments behind the wheel where you eye a pothole coming up, brace for it, and nothing happens. It is almost as if the car flattens the road ahead. This is all thanks to the Phantom's self-leveling suspension, which scans the pavement's surface and adjusts the car's dampening accordingly. Also Read Rolls-Royce Ghost Black Badge Road Trip: 1000 Miles In A Billionaire’s $500,000 Daily Driver The Phantom's steering is effortless. Its weight is unusually light like you could almost blow on it and turn. Rotating the wheel by grabbing onto its thin spokes is like waving your hands underwater. Even if you want quick and sharp movements, you get a dampened, slowed-down experience. It doesn't translate any of the road's imperfections. Instead, it builds on the foundation set by the sound deadening and suspension to disconnect you from the outside world. Phantom owners spend most of their time puttering between fancy restaurants and five-star resorts, likely in congested cities across the globe. This is where Rolls-Royce's rear-wheel steering system comes into play. It effectively shrinks the car's wheelbase, allowing it to dominate tight spaces, making it feel much more like a standard large sedan than the luxury land yacht it truly is. The Phantom is a car its owners will want to drive. Despite being a sizable luxury sedan, it isn't best enjoyed from its back seats. Whether crossing a crowded city, tackling a large highway, or even on a scenic winding road, the Phantom offers a rewarding driving experience. Read More Of Our Exotic Car And Supercar Reviews The Phantom's seemingly endless interior customization options make each car's character unique. Whether it be a more classic take with wooden panels or a more modern interpretation with glossy finishes, each Phantom is a clear reflection of its owner's creativity. With the introduction of the Series II, nearly every panel, surface, and material are customizable. Tech-wise, the Phantom II remains mostly unchanged and follows a similar layout to what we see in the Ghost and Cullinan. In front of the driver sits a 12.3-in digital instrument cluster with three gauges and a 10.25-in retractable infotainment screen in the center. New to the Phantom is the Rolls-Royce Connected system, which interacts with the brand's private Whispers app to deliver vehicle data such as location and condition. Photo: James Lipman Photo: James Lipman Whether you sit in the plush chairs behind the wheel or recline in the second row, the Phantom offers heating, cooling, and various massage settings for all. The rear seats can be productive with their retractable picnic tables or comfort-focused with optional elevating footrests. Buyers can also choose between a standard row of seats or two individual ones. Given its level of customization, the Phantom can now be more expensive than ever. Despite its $475,000 base price, the two cars I tested and rode in cost $628,300 and $651,450, respectively. However, more than enough options are available to get even closer to $700,000. Given its higher level of customization and substantial pricing increase, this is how the Phantom now differentiates itself. Photo: James Lipman Like the Phantom, the Ghost is also an opulent, quiet, and comfortable sedan. It gets most of the way there to what a Phantom offers from a driving perspective. However, the fine details allow the Phantom to achieve a level of disconnect from the real world like no car I've ever tested. Be it road imperfections, weather, or city noises, the Phantom dissolves them all. It's as if the outside world doesn't matter. With the Series II, the Phantom further reinforces itself as the head of its household. It already delivers the most luxurious drive of any sedan on sale today. With its new customization options and one-off opportunities, it dives deeper into the heightened level of luxury that defines it. After all, what allows the Phantom to be a step above the rest is not what it does, but how it makes you feel. View All Rolls-Royce Phantoms For Sale Photo: James Lipman

By Gabriel Vega – October 24, 2022

2022 Maserati Ghibli Trofeo Review: A Transitional Period

Maserati is currently in a transitional period. Since 2020, the Italian carmaker has introduced three new models, the MC20, Grecale, and Gran Turismo. During a chat with the Head of Maserati Americas, William Peffer Jr., during this year's Monterey Car Week, he confirmed that these models represent where the brand is heading. He spoke of a future where the brand's cars become synonymous with quality, reliability, and excitement. Earlier this year, I tested the first of these new-era products, the MC20. I was genuinely impressed with it too. It's a serious player in the supercar space and proved to me that the carmaker is serious about its future. The flip side of this situation, however, is that it is still producing cars from its previous era, and while they may be nearing the end of their life cycle, they're still the cars that compete with their segments very best. A great example of this is the 2022 Maserati Ghibli Trofeo. Its recipe is a relatively simple one. Maserati took its smallest sedan and packed a twin-turbocharged 3.8-liter V8 under its hood to create a new high-performance trim. Given its on-paper stats, I expected the Ghibli Trofeo to be quite the athlete. A 580-hp Ferrari-derived V8 sure sounds like a recipe for success. In practice, however, the Ghibli Trofeo just doesn't handle as well as its closest rivals. Inside, it still uses switchgear from much cheaper Stellantis products, making its $122,000 base price a tough pill to swallow. Design/Styling One thing no one can take away from the 2022 Maserati Ghibli Trofeo is that it is a great-looking sedan. It's all about proportions, and despite having four doors, the Ghibli serves up a long hood, bulging wheel arches, and a sloping roofline that's unique in its segment. It still wears the brand's signature front grille with a sizable trident logo in the center, but it's nicely proportioned with its LED headlights and lower front intakes, leading to a front fascia that has aged remarkably well over the past nine model years. As this is the Trofeo, it gets a few unique touches, such as its set of 21-inch wheels, red brake calipers, and red Trofeo badging on its front fenders. My tester featured a distinctive stripe livery reminiscent of a Ferrari SF90 Assetto Fiorano. Thankfully, the Trofeo is available without it. A dark Blu Maserati exterior finish with plenty of flake sets off those red accents and provides a nice contrast. This paint has to be seen under direct sunlight to be appreciated. Also Read: 2023 Lamborghini Huracan Tecnica First Drive: STO Theatrics In A Softer Package Out back, even the Trofeo keeps things relatively simple with a set of face-lifted tail lights, quad exhaust tips, and a central carbon-fiber diffuser. Overall, the Ghibli Trofeo is recognizable as the sedan's most special variant, but it doesn't need to shout. It's not overly aggressive or wears prominent aero elements. For a six-figure sedan, it's reasonably understated and elegant. Power/Handling Anyone even remotely considering a Maserati Ghibli Trofeo will likely do so because of its engine. It's a twin-turbocharged 3.8-liter V8 with prancing-horse roots. It develops 580 hp at 6,750 rpm, and 538 lb-ft at 2,250 rpm. That's enough to propel this 4,453-lb sedan to 60 mph in four seconds before continuing onto its 203 mph top speed. The Trofeo is the only variant to include a launch control system out of the Ghibli's entire lineup. Judging by those stats alone, the Trofeo should be a proper athlete on the road, and unfortunately, it just isn't. Take its Ferrari-derived V8, for starters. It delivers boatloads of torque down low in the rev range, which should result in quick acceleration. However, the ZF eight-speed transmission is slow to upshift and downshift and generally doesn't react as quickly as the engine. It results in a car that doesn't feel as quick as its power figures suggest. That's a pity because this ZF box is excellent in other sports sedans like the BMW M3 Competition. Through a twisty road, the Ghibli Trofeo doesn't shoot out of corners as quickly as competitors like the Mercedes-AMG E 63 S or BMW M5. There's noticeable lag as the turbos begin to spool, and its transmission decides what gear it needs. Shifting manually improves performance, but only marginally, as there's still a delay. This transmission redeems itself around town. When driving normally, its shifts are nearly imperceptible, smooth, and quick. It may struggle to run up a fast road, but the Trofeo nails the daily commute. Check Out: 2023 Bentley Bentayga EWB First Drive Review: More Than Meets The Eye Its steering is a similar story. On a twisty road, it's not very quick or precise. There's noticeable slack, which isn't helped by the lack of feedback. Around town, however, it's effortless and light, disconnecting its driver from annoying road imperfections. The more miles I covered in the Ghibli Trofeo, the more I realized I didn't want to drive it quickly on a back road. Instead, it's best thought of as a beautiful Italian muscle car, which is ideal for most driving situations. Suspension-wise, my Trofeo tester featured the brand's Skyhook suspension system, which independently adjusts each shock absorber depending on the driving condition. These come into play as you engage the suspension button in the center console. Around town, the Ghibli is plush in a way its competitors aren't. One benefit of not being the most hardcore sedan is that it can soften itself up considerably. A comparable Mercedes-AMG or BMW is always stiff, regardless of drive mode. The Ghibli Trofeo can stiffen up for sportier driving scenarios, but not significantly. There's less body roll, but it doesn't corner flat. What it lacks in outright speed, the Ghibli makes up with playfulness. There's still movement through corners which results in excitement behind the wheel. Its competitors are indeed quicker, but they dial things to the point where they aren't nearly as fun as they should be. Despite four massive exhaust tips flanking that subtle rear diffuser, there isn't much sound coming from them. A noticeable low-end grunt comes on as you engage Sport mode, but even then, it's noticeably quiet. I know how good this engine sounds. I just wish I could hear it more. Interior/Tech Inside, the Maserati Ghibli Trofeo is a stark reminder of the brand's transitional period. Having spent time up close with the Grecale and Gran Turismo, I know Maserati focuses on quality with its latest products. You look around, and it isn't immediately apparent that you're looking at shared switchgear. Those new cars feel special. The Ghibli Trofeo, on the other hand, offers one too many reminders of other Stellantis products. There's a surprising amount of plastic switchgear for a six-figure sports sedan, from the window switches, steering wheel buttons, and climate controls on the dash. It's not that its competitors don't follow a similar formula, but at least they dress them up with glossy finishes or hide them with updated trim. Thankfully, the rest of the interior features much nicer materials. For example, my tester featured a carbon fiber center console and seats wrapped in woven leather I've never seen before. It's the kind of thing that makes an interior look special. It's unique, and despite offering a more intricate texture, the leather is soft to the touch and plenty comfortable to sit in. The seats are great, too, with plenty of adjustability and enough cushioning for a long drive. These chairs only build on the foundation laid by the soft suspension mentioned earlier. Tech-wise, there's an analog gauge cluster with a seven-inch screen in the center. Compared to its rivals, it's a bit behind the times, but I'm a big fan of analog displays, and this one features excellent finishing and graphics. In the center, you'll find a 10.1-inch touchscreen that houses the car's infotainment system, which offers Apple CarPlay and Android Auto connectivity. It's sizable, responsive, and features vibrant colors. Pricing The 2022 Maserati Ghibli Trofeo starts at $122,000. However, my tester and its optional extras, such as its contrasting stripe, interior carbon fiber, and exterior finish, raise its price to just under $140,000. For context, a V6-powered Ghibli GT starts at $85,300. This places the Trofeo's base price above competitors such as the Mercedes-AMG E 63 S ($107,500), BMW M5 ($107,900), and Audi RS 7 ($119,595). Closing Thoughts The 2022 Ghibli Trofeo takes a bit of adjusting to understand. Look at it squarely as a sports sedan, and it can't go toe to toe with its closest competitors. However, it delivers as a quick, comfortable, and beautiful daily driver. Part of its appeal is that it isn't your typical Mercedes-AMG, BMW, or Audi. It looks, sounds, and drives quite differently. We can't, however, ignore its sizable price tag, which I suspect is significantly impacted by the addition of that Ferrari V8. It's tough to justify that sum for a car that isn't as quick or capable as its competitors. Additionally, its interior build quality just doesn't feel like that of a six-figure sedan. The Ghibli's interior has been around for nine model years, and despite a refresh, it feels like it. Thankfully, Maserati is clearly focused on the future, and its upcoming products reflect that. An unintentional effect of this transitional period is that its newest cars showcase the flaws of its oldest, but I'm confident that based on what I've seen thus far, Maserati's next era will be a great one. View All Ghiblis For Sale

By Gabriel Vega – October 14, 2022

2023 Lamborghini Huracan Tecnica First Drive: STO Theatri...

The Lamborghini Huracan may be nearing the end of its life cycle, but it's determined to go out in a blaze of glory. Almost a year ago, I was out at Willow Springs Raceway, getting behind the wheel of the Huracan STO for the first time, eventually becoming one of the most memorable cars I've driven. It's stiff, low, loud, and with a rear wing big enough to serve Thanksgiving dinner on, it's everything a track-focused supercar should be. However, just because I'm willing to live without front cargo space, minimal sound deadening, and a harsh ride doesn't mean everyone else is. This brings us to the Huracan Tecnica. It's a softened version of the hardcore version of the standard Huracan EVO. It's an STO for people who prefer an early weekend drive over breaking track records. And despite having softer springs, usable storage in the front, and more interior options than its track-ready sibling, it loses none of the drama. Like with the STO, my first drive in the Tecnica was out on a race track. This time it was The Thermal Club in Palm Springs. A glance at my phone revealed that the desert had preheated to a toasty 99 degrees. The surface temps at Thermal's South Palm Circuit must've been agreeable only to the devil himself. One of the on-site racing drivers warned me that in this kind of heat, even the car's optional Bridgestone Potenza Race tires would be squirmy, and oh, how right he was. I made my way to pit lane, found a helmet, and settled into a matte green Tecnica at the back of the pack. From the inside, the Tecnica design looks almost indistinguishable from any other Huracan. You've got your vertically-oriented infotainment screen in the center, a big digital dash in front, and fixed paddles. It takes an "if it ain't broke, don't fix it" approach, and that's fine. In many ways, the Huracan's interior has always been ahead of its time. It dove head first into the digital instrument cluster trend ahead of Ferrari and McLaren. However, unlike stepping into an Aventador, nothing tech-wise reminds you that the Huracan has been around for eight model years. This didn't, however, stop Lamborghini from implementing a few new updates, such as upgraded graphics for its dashboard and over-the-air update capabilities. Like the STO, the Tecnica is available with exposed carbon fiber door panels but builds by adding optional Alcantara ones. One press of the red start button in the center console springs to life the Huracan's familiar 5.2-liter naturally aspirated V10. It develops 631 hp and 417 lb-ft of torque like the STO and sends all of it to the rear wheels via a seven-speed dual-clutch transmission. It also gets the same Bridgestone Potenza Sport tires, rear-wheel steering system, and carbon-ceramic brakes as standard. Flat out, it'll reach 62 mph in 3.2 seconds before continuing onto a top speed of 201 mph. Lamborghini published only its dry weight figure of 3,040 lb, so expect a couple of extra hundred pounds with proper fluids and fuel on board. Despite this, it's still a relatively light machine, thanks partly to its clever use of carbon fiber panels for its hood and rear engine cover. Regarding weight distribution, it has 41 percent in the front and 59 percent in the rear. 2021 Lamborghini Urus Review: A True Super SUV We exited the pit lane onto a long back straight where I opened up the Huracan Tecnica engine for the first time, and immediately it was like revisiting an old friend. Its dual-clutch box rips shifts off quickly and smoothly as the V10 out back builds to its 8,500 rpm redline. Past 6,500 rpm, it's as if the engine gains new life and delivers a whaling scream. Nothing sounds like a Huracan. This note may trace its roots to the early Gallardo, but it never gets old. As I negotiate the last few corners, I get onto the front straight for my first proper run. Lamborghini revised the Huracan Tecnica's drive modes, with Sport allowing for more controlled oversteer while Corsa lasers in to deliver the quickest lap times. For this first stint, I'm in Sport. As I reach the end of the straight, I stomp on those carbon ceramic brakes. Three clicks of the left paddle, and I'm in second gear for the first of multiple tight slow-speed corners. The Huracan Tecnica turns in well, with plenty of front-end agility. Its steering remains far from the most communicative but quick and precise. I roll onto power and immediately feel the rear trying to come around as stability control fights to keep it in check. I add a whiff of countersteer, and I'm pointing in the right direction. The Tecnica is one of the liveliest Huracans I've tested, but easily controllable. Immediately after a short straight, I'm hard on the brakes into dual apex corners two and three. The front wheels grip nicely as the rear starts to dance. I intentionally get back on the power early, and the Tecnica transitions neatly into a short powerslide. I come up on turns four and five, the track's tightest section, and where the Huracan Tecnica's brakes shine. They are easy to modulate, and with plenty of feedback, it's easy to feel when you're reaching their limits. I upshift into third early to settle the car, but as I reach turn six, a large sweeper that leads onto the back straight, it's clear that these track temps are affecting the Huracan Tecnica's r-compound tires. Under these conditions in sport mode, we're in a dance that requires careful inputs to keep the rear in check. Even the slightest bit of throttle before pointing perfectly straight upsets the car. As I see over 150 mph on the back straight, I switch over into Corsa. In many modern supercars, clicking through various drive modes doesn't usually change much. Sure the car may stiffen, and throttle response might quicken, but its overall demeanor remains the same. The Tecnica is a different story, where Corsa properly buttons things down. I went for an all-out lap, and the car was significantly more settled. The Tecnica turns in just as quickly into turn one, while the rear remains far more composed. View More Exotic Car Reviews The Tecnica rewards smooth inputs. Get it right, and it is blazingly quick around a track. Its lively rear proved more exciting than terrifying, even in these high temperatures. Like the rest of the Huracan lineup, the Tecnica isn't scary or daunting. It invites you to push its limits with confidence. First stint over, I finally had time to look a the thing. Lamborghini brought out a surprising amount of cars for this U.S. launch. I must've counted at least eight Tecnica's and four STOs. Seeing the pair side-by-side confirms that the Tecnica is far more than just a softened STO. Its front features a normal hood instead of a carbon-fiber clamshell with ample front storage space, complimented by a Sian-inspired front fascia. The Huracan Tecnica's rear bumper appears quite similar to the STO's, complete with two massive exhaust tips flaking its license plate and tons of sharp lines that play off its tail lights and complement an aggressive diffuser. A fixed wing lives on top and, despite its small size, improves rear downforce by over 35 percent over a Huracan EVO. Out of all the Tecnicas at the event, the dark blue example I drove in my last stint of the day was easily my favorite. The Tecnica is quite color-dependent. Its design is angular, with plenty of small ducts, intakes, and grooves on display. Picking a bright color highlights these and brings them to the forefront, giving the car a sharp and aggressive aesthetic. A darker shade significantly tones things down, resulting in a supercar that leans more on the side of elegance. Pricing-wise, Lamborghini has yet to publish official figures for the U.S. market. However, it'll likely slot in below the STO's $327,838 base price. Given its introduction in 2022, it'll probably be around for a few years as a normal production model rather than a limited run of units. However, Lamborghini did confirm that its first model year is completely sold out. A day at the track, even a scorching one, in the new Tecnica only confirms what the STO proved last year. This engine, in a lightweight body, with power to the rear, is a magical recipe. And I've only seen one side of the Tecnica's claimed dual nature. For my full review, I'll have to spend time puttering around town to see just how well that magnetic suspension feels with its softer springs over Los Angeles' treacherous roads. The Tecnica has everything you want from the STO, such as its engine, sound, and drama, in a softer, more playful, and understated package. Its track-ready sibling remains one of the most memorable cars I've ever driven, but even I can admit it's far from ideal for a crowded city. The STO may be one of the best-driving Lambos of the last decade, but the softer, more usable Tecnica is the one I'd want to own. View All Lamborghini Huracans For Sale

By Gabriel Vega – October 05, 2022

2021 Lamborghini Urus Review: A True Super SUV

To say that the Lamborghini Urus' arrival back in 2018 was controversial would be a massive understatement. With its SUV form factor and controversial styling, the Urus splits opinions quicker than a political hot take over Thanksgiving dinner. However, as with most things, time goes by, views mature, and minds change. All Lamborghini Urus For Sale I, for one, didn't love the Urus at first glance. A big bulky SUV from one of the most recognizable supercar manufacturers didn't make sense from a casual observer's perspective. However, as Lamborghini has found out over the last few years, debuting the Urus was one of the best financial decisions the carmaker has ever made. After spending some time with the latest 2021 Lamborghini Urus in Los Angeles, I finally understand why. Does the 2021 Lamborghini Urus look like a super SUV? The super SUV market has exploded in recent years. For the first time, you have dozens of 500+ horsepower SUVs on sale. As a result, standing out in this emerging market takes more than just impressive stats on paper. In this department, the Urus is in a lane of its own. Despite it sharing its architecture with the Audi RS Q8, the Urus looks like nothing else on the road. Whether you're a fan of its design or not, the Urus is intentionally controversial, garnering attention in ways that even some supercars can't. However, how good its design looks is mainly dependent on how a customer orders it. Pick a dark color, and you'll hide most of the Urus' wild design lines across its fenders, doors, and front hood. Pick a bright color, and you'll accentuate these details, directly adding to this SUV's wild factor. There are hints of other Lamborghinis throughout the Urus' design language. For example, we have bits of Aventador in the front hood and rear taillights that take inspiration from those on the Huracan. We also can't forget the abundance of hexagon shapes throughout the exterior and interior. Throughout my time with the 2021 Lamborghini Urus, I found myself warming up to its design not because I found it beautiful, necessarily, but instead because it's a genuinely unique take on a big SUV. Big Speed With A Big Body All of that power is routed to all four wheels via a ZF eight-speed automatic transmission. While the Lamborghini Urus lacks a full-on dual-clutch box, the tuning on the ZF unit is fantastic, delivering quick upshifts and snappy downshifts while moving at speed. Additionally, the Urus counts on an adaptive air suspension system with all-wheel-steering, making this big machine manageable around crowded cities. The driver can control the Urus' demeanor by toggling any of its six available driving modes. These significantly affect the SUV's on-road comfort and driving performance. Switch it into Corsa, the most aggressive mode, and the whole thing hunkers down to eliminate body roll and provide additional stability. One of my first drives in the Urus was a canyon run, where I first encountered its savage acceleration. However, with the largest carbon-ceramic brakes ever fitted to a production car, the Urus immediately proved that it had the right ingredients for immense performance. Despite its massive capabilities, the Urus doesn't feel very exciting to drive once you start to push it around some bends. Thanks to its significant curb weight, the front tends to understeer, and the steering doesn't provide accurate feedback of what's going on at the front. This is likely a drawback of the Urus prioritizing on-road comfort over outright performance, a justifiable tradeoff. Tech And Leather Overload If you like digital screens, you'll love the 2021 Lamborghini Urus. That's because there are three main screens in the dashboard. A 10.1-inch unit houses the primary infotainment system, while a smaller 8.6-in screen hoasts all of your HVAC controls. In front of the driver, you'll find a massive digital instrument cluster that is highly configurable and changes dramatically depending on your driving mode. While it's clear to see the Audi roots in this Lambo's infotainment system, it works well. Its layout is easy to navigate, and making changes on the fly is a breeze. Additionally, you get smartphone compatibilities such as Apple CarPlay and Android Auto. As standard, you get a Bang & Olufsen 1,700-watt sound system with 21 speakers that are surprisingly powerful and impressive. As you might expect from a six-figure SUV, the finishing in the 2021 Lamborghini Urus is done exceptionally well. Pretty much every surface is covered in leather with contrast stitching, elevating the feel and aesthetic of the cabin. Despite its Audi roots, the Urus is hand-stitched and assembled in its own factory. As a result, it feels drastically different than the lower-value SUVs whom with it shares many components. Is The Lamborghini Urus Worth Over $220,000? If you want a 2021 Lamborghini Urus in your driveway, you'll face two main hurdles. The first is its price because the Urus commands a base sum of just under $220,000. However, throw in some optional extras, and that number can quickly climb well past $250,000. Whether this SUV is worth that sum or not is entirely up to what its potential buyer is after. The Lamborghini Urus price and specs on paper don't sell the Urus. Instead, having something truly unique does. The second hurdle is the wait times. The Urus has been such a massive hit for Lamborghini that they literally cannot build them fast enough. As a result, adding an Urus to any collection will require a healthy dose of patience. Admittedly, this also works to the benefit of Urus buyers as this enormous SUV has seen tremendous value retention over the years, even selling over MSRP well after it has left the dealer floor. Regardless of what draws you to the Urus, this super SUV makes a case for itself in many ways. For me, I'm glad to see that the Urus still has that classic Lamborghini charm, except now you can take your family along for the ride. Sell My Lamborghini Urus: Get a Cash Offer All Lamborghini Urus For Sale

By Gabriel Vega – September 21, 2022

2022 Porsche 718 Cayman T: 1,000 Mile Car Week Companion

For luxury-oriented magazines like duPont REGISTRY, Monterey Car Week is one of the industry's most important events. It's one of few times a year that large-scale manufacturers and boutique carmakers get to debut their latest creations in front of the media and a sea of potential buyers. However, while the Porsche 911 GT3 RS, Bugatti W16 Mistral, and Lamborghini Urus Performante stole the show, our car week revolved around a little red 718 Cayman stashed in a parking lot less than a mile away. It's the 2022 Porsche 718 Cayman T, and it was our companion for Car Week, covering nearly 1,000 miles from Los Angeles and around the Monterey Peninsula. The T represents a real sweet spot in the 718 Cayman lineup. It combines the base Cayman's 3.0-liter turbocharged flat-four with a plethora of standard equipment. These include PASM Sport Suspension, Sport Chrono Package, mechanical limited-slip differential, sport exhaust, sport seats, and 20-inch Carrera S wheels, to name a few. It combines the model's entry-level engine option with all the go-fast bits to fully utilize it. The result is one of the lightest Porsches for sale. Cars equipped with the six-speed manual transmission, like our tester, tip the scales at 3,058 lb. PDK-equipped cars weigh an extra 62 lb at 3,127 lb, but more than make up for the added heft with lightning-fast shifts. There's no wrong answer to the transmission question when it comes to the 718 Cayman, but we were thrilled ours had three pedals. With the stick, the T will reach 60 mph in 4.9 seconds versus 4.5 seconds with paddles. Between Los Angeles and Monterey sit a mix of flat open highways, twisty canyon roads, and stunning coastal drives. The first allowed us to open up the taps on the T's flat-four. It may have two fewer cylinders than its predecessor, but it loses none of its character. Peak power still lives at the top of the rev range at 6,500, urging its driver to work for top speed. However, peak torque now comes in at 1,950 rpm allowing the T to feel both quick off the line and around town. There is, however, no getting around the fact that the T is turbocharged. When in boost, it's a pocket rocket, but until you get there, you're fighting a fair bit of lag. At no point were we left feeling like the T needed more power. 300 hp at just over 3,000 lb is a mighty combo. More importantly, its total output is usable all of the time. The T doesn't require a wide open road or ideal conditions, it begs to be redlined and enjoyed, and despite lacking a flat-six, it sounds great. At idle, its mechanical sound is something reminiscent of a 912. You get more than just exhaust noise. You can physically hear the engine sitting just behind you. Push the gas, and the T delivers a strong impression of a Subaru WRX STI. With plenty of woosh noises and blow-off sounds, the T is far from dull. Its extensive suspension improvements shone through as the road got twisty. It's already a light car, meaning its agility is far from surprising. It was its stability through tight corners that impressed most. The adaptive suspension stiffens considerably for sporty driving without turning it into a back-breaking experience. This mid-engined sports car proved very approachable, inviting us to test its reachable limits. We noticed ourselves enjoying the drive more than some modern supercars. It's how you interact with the 718 Cayman that makes the experience. From the talkative and direct steering to the notchy shifter, the T constantly provides feedback. Every aspect of the 718 Cayman is lively and involved, making a stronger case for itself as you rack up more miles. Once in Monterey, not even the hilly streets made us wish we had PDK. Thanks to a light and easy-to-modulate clutch, the T is more than up for daily-driver duties. Its flat-four was also surprisingly efficient, averaging 27.4 mpg during our near 1,000-mile trip. As we ran from event to event, the T's small footprint proved a blessing in disguise. It dominates as a little city car as it's easy to maneuver and fits just about anywhere, and despite its small size, it's also relatively easy to get in and out of thanks to a sizable door. From a visual aspect, the T doesn't do much to differentiate itself from a standard 718 Cayman. The dead giveaways are its larger wheels and added badging. Otherwise, its bumpers, side skirts, and small rear wing remain unchanged. It's a pretty thing, albeit a bit conservative with its flare. It's sleek but not aggressive, in line with the car's overall ethos. Inside, the 718 Cayman benefits from excellent Porsche build quality, everything feels premium to the touch, and there's not a stitch out of place. If there is any drawback to its cabin, it's the outdated infotainment system. Navigating menus and maps proved challenging, and the screen wasn't very responsive. Thankfully, you get Android Auto and Apple CarPlay connectivity which essentially solves the problem. However, it's worth mentioning that our phone disconnected itself randomly at times, even with a wired connection. Pricing-wise, the 2022 Porsche 718 Cayman T presents fairly good value as long as outright speed and power are not the goals. It starts at $72,500 plus a $1,450 destination charge. However, our specific car and its few options increased the as-tested price to $78,550. Its base price falls just short of a Cayman S yet includes many go-fast bits as standard. Optioning these on an S would result in a much higher price tag, and the GTS 4.0 starts at over $90,000. In this case, the T is a car that handles just as well as cars that cost significantly more but sacrifices raw power. As a car for tackling a crowded city during the week and canyons on the weekend, the Cayman T is nearly faultless. Even on our lengthy road trip, it proved comfortable and more than up to the task of covering long distances. Sure, a big comfy GT would've been ideal for highways, but we would've given up fun in the canyons. The T proved the best of both worlds, easily at home on the open road and the twisty stuff. Given its price point, capabilities, and overall appeal, the Cayman T and its standard kit carve a tempting lane amongst its more expensive GTS 4.0 and GT4 siblings. After a week in so many different scenarios, it's clear that the T is ready to shine no matter where it goes. See All Porsche Caymans For Sale

By Gabriel Vega – September 09, 2022

2022 BMW M5 CS Review: M Performance At Its Best

Since its introduction in 1985, the BMW M5 has stepped on the toes of giants. Quicker than a supercar in a straight line and agile enough to keep up in the corners, but with enough room for a family, the M5 is a sports sedan swiss army knife. However, as the decades pass, raising that bar has required bending the laws of physics and morphing our perception of what a big-body sedan can do. With its latest attempt, BMW pushes these boundaries even further, producing the quickest and most powerful car ever. It's called the BMW M5 CS, which stands for "competition sport," and it's what you get when you take an M5 Competition, boost power, upgrade its suspension, and reduce weight. On the street, this car is nothing short of an apex predator. No Lamborghini, Ferrari, or McLaren is safe on a canyon road. After a week behind the wheel, numerous minor changes add up to a driving experience that confirms that the M5 CS is BMW M at its best. Styling/Design The "standard" BMW M5 is already a distinctive sedan with its flared wheel arches, quad exhaust tips, and aggressive body lines. The M5 CS dials things up by focusing on the details. Bronze finished details replace the typical chrome bits around the kidney grilles, side markers, and badges. These complement a set of standard 20-inch forged wheels wearing the same shade of paint. Unlike the standard car, the CS is only available in three finishes, Brands Hatch Gray Metallic, Frozen Deep Green Metallic, and Frozen Brands Hatch Gray Metallic. Our matte gray tester absorbed light beautifully, which made it a peach to photograph and allowed all of its bronze details to shine. To the untrained eye, it's just another fast BMW, but those who pause for a closer look can quickly tell they're looking at the special one. The M5 CS isn't just marginally lighter than an M5 Competition. Its 230-lb diet is significant. This is mainly due to the extensive use of carbon fiber reinforced plastic. Large items such as the hood, front splitter, rear diffuser, and roof feature the material utilizing a mixture of the body color and unpainted carbon fiber. Alone the changes are small, but together they add up to significant weight savings. In front, the headlight design remains the same. However, the CS gets LEDs that feature yellow accents during the day and switch to white at night. While BMW cites these lights as "racing-inspired," their true benefit is how well they match up with the car's plentiful bronze accent pieces. You'd be wrong if you thought BMW was done adding bronze pieces. That's because the quad-exhaust setup also features the color and genuinely shines in the sunlight. BMW could've easily slapped a CS badge on a normal-looking M5, but their extensive changes add up to a sports sedan that looks truly unique. Performance/Handling While the BMW M5 CS is a lovely thing to look at, it's far better to drive. As mentioned in the intro, it's the brand's quickest and most powerful production vehicle ever. Its twin-turbocharged 4.4-liter V8 delivers a supercar-slaying 627 horsepower and 553 foot-pounds of torque. It puts that power down to all four wheels via an eight-speed Steptronic transmission and a rear-biased AWD system. As it fully uses its output, it sprints to 60 mph in 2.9 seconds and continues onto a top speed of 190 mph. The CS feels even quicker on the road than its stats suggest. Peak torque comes at a very low 1,800 rpm, allowing you to rocket out of corners and instantly pick up the pace on the open road. Turbo lag remains virtually nonexistent as the M5's engine remains eager to rev. As you work your way up the RPMs, those quad exhaust tips start to sing their guttural, although thanks to over insulation, most of what you get inside the cabin comes through the car's speakers. In 4WD Sport mode, the M5 CS sends most of its power to the rear wheels with minimal to the front. The grip is immense. Unlike some of its closest competitors, it doesn't default to understeer as you test its limits. Switch over to 2WD, and all power goes to its back wheels, allowing the rear to rotate when provoked. Our tester benefitted by not having the optional Pirelli P Zero Corsa tires, which have historically needed quite a significant pace to get up to temperature. Instead, it wore a set of Michelin Pilot Sport 4S shoes that delivered all the on-road drivability and grip required for a quick canyon drive. Aside from just clinging on for dear life, the M5 CS remained totally planted and neutral as we chucked it into corners. Despite tipping the scales at 4,114 lb, body roll was virtually nonexistent. BMW's main improvements for the CS include 10 percent stiffer springs, 0.2-in lower ride height, increased front negative camber, and firmer anti-roll bar and toe link ball-joint mounts. The result is a car has incredible front-end agility. Point and the CS will follow. However, like many modern sports sedans, this is a double-edged sword. The M5 CS is a massively capable machine, but it's a victim of its success. It's so easy to drive at brain-melting speeds that there isn't much driver involvement. Sure its steering is heavy, but it doesn't communicate much, and with Mercedes S-Class levels of sound isolation, there isn't much natural sound for your ears either. You don't wrestle this car around corners. You're more so along for the ride. Thankfully, when it's time to stop, the M5 CS serves up tons of stopping power from its standard carbon ceramic brakes. They may take a bit to warm up, but once they're up to temperature, there's a solid initial bite that doesn't let up. Thanks to generous pedal travel, they're easy to modulate as well. Even around town, they don't prove too eager to stop. Despite their high performance, they're more than up to daily duties. So far, the M5 CS has proven a capable canyon carver, but it hasn't forgotten its luxury sedan nature. Around Los Angeles, even its stiffened suspension soaked up bumps, well, all things considered. Perhaps even better than the X4 M Competition we tested a few months ago. Leave it in its normal mode, and this large executive supercar hunter is equally happy on a drive to the office as it is up in the canyons. Interior/Tech Inside, the BMW M5 CS sets itself apart as it's the only model variant to feature four bucket seats. Although you lose one seat in the second row, all your passengers will remain in place as you pick up the pace. Surprisingly, even these aggressive chairs proved more comfortable in the CS than in the M4 Competition we tested a few weeks ago. The larger door opening makes ingress and egress old-folk-friendly. While they're still stiff as rocks, they're tolerable for a quick daily drive. Just like with the exterior finish, the CS' cabin features few available options. All cars feature a combination of black leather and Alcantara with contrasting red accents. Like the exterior, there's plenty of carbon fiber reinforced plastic in the dashboard, center console, door cards, and on the seats themselves. At no point does the CS let you forget you sprung for the special model, a major upside considering its price tag. More on that later. The rest of the cabin is standard M5. You get the same digital instrument cluster, infotainment screen, and smartphone connectivity (Apple CarPlay and Android Auto.) Since the base car nails these basics and build quality is on par for the segment, there's not much to report here. If anything, we wish BMW had taken a Porsche 911 R approach and removed sound deadening to increase driver involvement. For those looking for a purely luxurious experience, there's the standard M5, but this is the CS. Let it have its own personality. Pricing The 2022 BMW M5 CS has a base price of $142,00 plus $995 for destination charges. However, they're limited to one model year, and they're all sold as the model year comes to a close. According to BMW, there isn't a limited number of these cars out there, so we'll have to wait and see just how many they actually produced. Given the limited amount of available options, our tester has an as-tested price of $148,995. Closing Thoughts The more miles we racked up on our M5 CS tester, the clearer it was just how much of an engineering achievement it was. As a sports sedan, it is a master class on how to build a capable supercar slayer. It's quick, composed, and outrageously easy to drive. It is a genuine canyon carver despite its size and weight. The CS is light on its feet in ways its competitors aren't. However, as a driving experience, the M5 CS isn't as electrifying as we had hoped. Given its clever suspension updates and extensive use of lightweight materials, we really expected this car to set our hair on fire. All things considered, though, the M5 CS achieves precisely what it sets out to do, deliver tons of performance for the price with on-road capabilities that'll leave exotic car buyers wondering why they spent so much just to see the CS' tail lights. See All BMW M5s For Sale

By Gabriel Vega – September 08, 2022

2022 Bugatti Chiron Super Sport First Drive

If it feels like we get a new hypercar unveiled every other week, it is because we damn near do. Manufacturers bank on more successfully selling a few cars for a lot than a ton of cars for less. For the most part, these seven-figure machines follow a similar formula. Big power, outrageous performance stats, and sleek styling with clever aero. All good things, except with so many new special editions debuting back to back, hardly any of them genuinely are anymore. French carmaker Bugatti sits at the other end of the spectrum as a whale in the small pond. It essentially created the modern hypercar space with the introduction of the Veyron back in 2005. Since then, it has continued to push the bar higher the only way it knows how by over-engineering its cars to unbelievable degrees. It is the only carmaker to offer a W16 engine, one of few to produce more than a few dozen units, and perhaps the only brand to produce a hypercar that's genuinely usable by almost anyone. We recently went out to Malibu to get behind the wheel of one of its latest creations, the 2022 Bugatti Chiron Super Sport, for an afternoon coastal drive. Although our route was relatively short, it was enough to learn that the Super Sport is not only outrageously quick but that it also looks absolutely stunning in the California sunshine. The Chiron Super Sport is an imposing vehicle. At 7.4 inches longer than a standard Chiron, the Super Sport sets itself apart with its lengthened tail. Since most of the added bodywork lives at the car's rear, it also slightly shifts its weight distribution further back. Before we stepped in, the folks from Bugatti urged us to treat it like we would a Porsche 911. The second note was around the car's positioning within the lineup. The Super Sport is all about top speed. Its styling revolves entirely around high-speed stability and reducing lift as it approaches its 273 mph limit. It also doubles as a GT car, while the Pur Sport sits at the top of the food chain as the track-focused variant. Styling-wise, the Super Sport is the sleekest Chiron yet. Thanks to its lengthened bodywork, it benefits from a more streamlined design that flows quite well and retains excellent proportions, given the car's size. The goal behind the long tail is to keep the air flowing over the car attached to the bodywork as long as possible while simultaneously reducing drag. Unfortunately, a drive through the California coastline was not enough to put this to the test, so we will have to take Bugatti's word on it. Step closer, and the Super Sport rewards with intricate styling details, such as the nine exhaust holes in the front fenders that aid in reducing air pressure from the front wheels. Even the headlights are slightly inclined, flanked by modified lower intakes that help channel air evenly into the front wheel arches and flow out via new outlets just behind them. The Super Sport may appear quite similar to a standard Chiron, but a detailed look reveals far more differences than similarities. The rear end is a similar story where the Super Sport wears a new set of stacked exhaust tips housed in an aggressive diffuser. An active rear spoiler remains hidden in its tail until summoned at higher speeds. It dips back down as you go for top-speed runs to reduce as much drag as possible. Five-spoke lightweight wheels come standard, although the Pur Sport's magnesium wheels are available as an option. After a thorough look at the car, it was time to drive. Fittingly for a Los Angeles afternoon, we started in slow-moving traffic, an ideal scenario while covering our first miles in a 1,578 hp 1,180 lb-ft vehicle that costs $4.3 million as tested. Even at crawling speeds, the Super Sport's 8.0-liter quad-turbocharged W16 delivered a noticeably louder growl than a "standard" Chiron. It emits a deep, low-frequency tone supplemented by endless wooshing turbo noises. It is an experience for its driver as well as everyone around. As we inched through the gridlock, the seven-speed dual-clutch transmission delivered smooth, quick, and seemingly imperceptible gear changes. During this first portion of the drive, the Super Sport may have well been any other modern car. It proved surprisingly easy to drive and almost faded to the background. It was surprisingly easy to forget we were in a hypercar. As traffic thinned out and our speed increased, that sentiment quickly changed. Unlike the Pininfarina Battista we tested before, the Chiron does not limit power as we move through its various drive settings. It offers up full power all of the time. Also Read: Pininfarina Battista First Drive Review: More Hyper Than GT One flick of the left paddle was all it took, and the Super Sport was ready to stretch its legs. It will hit 62 mph in 2.4 seconds flat out, but that is not even the most impressive part. We pinned the pedal to the floor at around 60 mph, and after a whiff of turbo lag, we took off, blasting deep into three-figure speeds in mere seconds. Despite the figures climbing in the Chiron's semi-digital dash, the Super Sport remained unbothered. Comparatively, other hypercars with similar outputs will get squiggly as the sheer might of the engine tries to rip the tires off the wheels. However, this Bugatti replaces terror with confidence, urging its drive to push deeper into triple-digit speeds. The Super Sport remained a willing dance partner as the road got twisty. Despite its 4,398 curb weight, it is light on its feet. There is tons of front-end agility, and with Michelin Pilot Sport Cup 2 tires on all four corners, it remained stable and offered tremendous grip. If anything, the Chiron's most significant drawback is that it is too composed and a bit anti-climactic. Sure its straight-line speed is heart-stoppingly quick, but the Super Sport does not require its driver to work for it, reducing overall driver involvement. Inside, the Chiron Super Sport is by far the best-built vehicle we have tested thus far. With not even a stitch out of place, the carbon-fiber and leather-filled interior defines what a premium cabin should be. While two screens flank the central analog tachometer, their graphics are limited and closely tied to the rest of the interior's overall theme. The lack of overt tech also carries on to the dashboard's center, which is missing the industry-standard screen and infotainment system. According to Bugatti, this is to prevent the cabin from appearing aged prematurely. Comfort-wise, Bugatti offers a standard and wide seat. Our tester featured the standard seat, which offered plenty of comfort and support but was slightly stiffer than expected. Regardless, the Chiron Super Sport joins the lineup as yet another daily-drivable hypercar, although unfortunately, most of these cars will hardly rack up miles throughout their extensive lifespans. The Bugatti Chiron Super Sport is part of the Chiron's total production run of 500 units. The vehicle we tested came in at $4.3 million thanks to extensive carbon-fiber options. The French carmaker is expected to build a total of 60 units plus an additional 30 units of the Super Sport 300+. Built for a corner of the market that can have anything they want, the Chiron Super Sport sets itself apart by banking on how it makes you feel. From its ominous look to its sculpted interior, the Chiron is an experience from the moment you lay your eyes on it. As a high-speed GT car, the Super Sport defines its segment. Given its size, the fact that it still accelerates, stops, and steers as well as it does is a testament to its extensive engineering. While it was not the most electrifying driving experience, a hyper GT car does not need to be. In a world where its list of competitors seems to grow weekly, the Super Sport excels at what it was designed to do by delivering excessive speed wrapped in a stunning shape with enough road presence to remind all newcomers who invented the segment nearly two decades ago. See All Bugattis For Sale Images via Bugatti

By Gabriel Vega – August 25, 2022

Pininfarina Battista First Drive Review: More Hyper Than GT

Throughout its 92-year history, Italian design house Pininfarina has worked alongside brands such as Ferrari, Alfa Romeo, and Lancia to pen some of the world's most influential designs. In 2018, the Turin-based company launched Automobili Pininfarina, formally stepping into the ring as a manufacturer of high-end electric vehicles. The Battista is the young subsidiary's first production car, and it's breaking into the hypercar space with outrageous performance stats, sleek looks, and a price tag to match. (Images by James Lipman) We recently went out to the canyons above Malibu for our first drive in the Battista and learned that Pininfarina calls it a "hyper GT." In theory, this means a car that would be equally at home on a track or the open road. However, with nearly 1,900 horsepower on tap, enough luggage space for a pack of Hanes T-shirts, and a genuinely brain-melting driving experience, the Battista proved that it is significantly more "hyper" than "GT." Despite counting on four electric motors for propulsion, the Pininfarina Battista looks like a "traditional" mid-engined car. It shares its architecture and electric powertrain with the Rimac Nevera, which has a 120-kWh "T" shaped battery pack, housing most of its weight behind the passenger compartment. However, the Battista doesn't share a production line with its Croatian mechanical sibling. Instead, the Italian carmaker receives a rolling chassis and completes the assembly in Turin. Stepping back to the outer skin, the Battista's styling appears to draw inspiration from the design houses' past work with Ferrari. It's sleek, low, and substantially wide. Its main active aero element is a retractable rear wing that sits flush with the bodywork when not used. It also doubles as an air brake when necessary and changes as you move through the car's drive modes. While there is a rear glass compartment to fit the available luggage set, cargo space remains at a premium. The trunk also blocks rear visibility, so you don't get a rear window. Instead, the Battista relies on rear-facing cameras for visibility. Dimensionally, it's about as long and wide as a Ferrari LaFerrari, so maneuvering it around tight spaces depending on cameras proved challenging. There's no denying that the Battista has the presence you'd expect from a hypercar. It takes one glance to know you're dealing with something truly special. However, it impressed more due to its technical innovation rather than outright beauty. Firing up the Battista proves more interesting than expected. In response to the lack of an idling engine note, Pininfarina opted to include a low-frequency hum. Its double purpose serves to warn pedestrians that the vehicle is on while adding to its overall mystique. If it sounds gimmicky on paper, we thought so too. However, it is a genuinely fun noise that leans on this car's techy nature. To the left of the steering wheel, you'll find the car's mode selector, which includes Carattere, Calma, Pura, Energica, and Furiosa. Carette serves as the car's individual mode with selectable settings. Calma, which translates into "calm," is the car's most efficient mode while limiting power and retaining a softer suspension setup. Pura steps things up slightly but still limits power to around 1,000 HP. It also keeps the smooth suspension setup while delaying pedal response to improve around-town drivability. This is the "daily driver" mode, in which the Battista proved no more challenging to drive than any other EV. Also Check Out: TheStradman's Car Collection Is As Cool As It Gets Stepping up to Energica boosts power up to around 1,400 HP while retaining all of your traction and stability control. Around the Malibu canyons, even this mode proved to be quite the handful. Pushing down the right pedal past 50 percent immediately pins your head to the seat and propels the car forward with incredible force. However, unlike most EVs that lose steam as you get up in speed, the Battista continues to build to seemingly no end. Despite already leaning on overwhelming, there's still one mode to go, Furiosa. Meaning "furious," this mode is aptly named as you get the full force of the Battista's max 1,874 hp and 1,726 lb-ft output. Flat out, it'll hit 60 mph in less than two seconds before continuing to a top speed of 217 mph. Accelerating in this mode feels like poking an angry bear with a stick. Give the go pedal too much input, and you'll teleport to the next corner as all the road signs blur around you. This car is not for this world, it may be street legal, but almost no roads come to mind where you can even begin to test its limits. If there was ever a poster child for "how much power is too much?" this is it. The Battista's standard Michelin Pilot Sport Cup 2 tires work overtime to find traction as the car shimmies under hard acceleration. Its clever torque vectoring system does a stellar job of controlling the power sent to each wheel through the corners. It's the only way that a substantial power figure is manageable in the real world. Check Out More Automotive Reviews While the Battista tips the scales at over 4,000 lb, it doesn't feel so in the bends. That torque vectoring system does a great job of hiding the car's overall weight while prioritizing grip. If that's not enough, sticker Pilot Sport Cup 2 R tires are available for track use. In Furiosa, the car's suspension also tightens up, allowing it to crush corners with excellent stability. Steering feel is somewhat lacking. Although its weight increases as you move through the modes, it isn't all that talkative, and you'll hear the tires losing grip before you'll feel them doing so. For us, the ideal drive mode would be comfort steering and suspension and the 1,400 HP power setting. It's the point right before the car goes from thrilling to terrifying. In terms of efficiency, the 120-kWh battery pack has an estimated range of around 300 miles. Unfortunately, our time with the Battista was short and insufficient for proper range testing. Still, we did score a few hours of quick driving without losing substantial amounts of charge, so we're inclined to believe those estimates. In keeping with Pininfarina's claimed hyper GT status, the Battista's cabin proved a roomy place to spend a few hours. There's plenty of space to spread out and enough headroom so that even the tallest among us won't feel claustrophobic. Unlike any hypercar we'd driven before, the Battista's doesn't feature virtually any buttons. Instead, you navigate the car's settings by two screens that flank the driver on either side. On the left screen, you have your vehicle settings, such as your climate controls, seat adjustment, steering wheel alignment, and any setting that previously required a physical button. The screen on the right is where your onboard infotainment system lives. It offers Apple CarPlay and Android Auto connectivity while housing a slick UI. Even during our short stint, the screens were intuitive to use and offered the benefit of cleaning up the cabin's interior design. The last screen sits directly in front of the driver and houses vital information such as your speed and state of charge. It's small but visible through the steering wheel. While its seats offered good bolstering for a drive in the canyons, they weren't nearly as aggressive as a bucket seat. The chairs in the car we drove were comfortable enough for a good long road trip. There was support in all the right places while retaining generous padding. For the lucky 150 owners, the Battista will prove a car they don't have to wait for a special occasion to drive. This could easily double as one of the world's most expensive daily drivers. Aside from its limited production run, each Battista starts at $2.2 Million. However, the sky is the limit in terms of customization. From exposed carbon fiber with various hues to virtually any material available for the interior, the only limit to this hyper EV's customizations are its customer's wallet and imagination. Following a few hours of driving through the Malibu canyons, it's clear that the Battista is not just another hypercar. It and its mechanical sibling, the Rimac Nevera, redefine what we thought peak public-road speed could be. Anyone purchasing one of these cars should immediately sign up for a performance driving school to hone their skills. In its full-power Furiosa mode, this car can quickly overwhelm its driver with its instantaneous power delivery. This car's greatest strength is a double-edged sword. While its brutal acceleration is intoxicating and shoots your heart rate to the moon, it gets to a point where its driver is managing the car more than outright enjoying it. The Battista is a wolf in wolf's clothing and a proper hypercar. However, while it may be more "hyper" than "GT," there are remnants of the latter. Slow things down, set the suspension in its softest setting, and you can settle in for a comfortable ride in a massive technological achievement that gives us a glimpse of what the future holds for the world's quickest and most expensive machines. Browse Through Supercars For Sale

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