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 Michael Van Runkle – March 07, 2026

Review: Hedley Studios Bentley Blower Jnr

by: Michael Teo Van RunkleMany of the world’s most stunning collectible cars truly blur the line between automobile and artwork. The incredible creations from Hedley Studios, formerly known as The Little Car Company, add another component: child’s playtoy. If that seems anathema to the immaculate pictures of highly faithful recreations, bear in mind that TLCC originally launched with an homage to Ettore Bugatti’s own gift to his son Roland of a half-scale Type 35 racecar back in 1926. TLCC then added a tiny Ferrari Testa Rossa and Aston Martin DB5 to the lineup, and these 75% scale electric cars actually rip around with impressive performance to match the impeccable build quality apparent even in minuscule form. But the more recent transition to Hedley Studios name came about because the latest model, a Bentley Blower Jnr, clocks in at 85% scale and is fully road legal in addition to a fun revival of an iconic road and racing car. The complications of actually achieving road legality for the Blower Jnr sound intense, and also dictated many of the driving characteristics. Hedley Studios needed to navigate the unique requirements of UK and European L7E regulations, which essentially categorize the car as a quadricycle, as well as the US, where the choice between homologating as either a low-speed vehicle or a true replica caused many conundrums. The resulting Venn diagram of considerations included power output, top speed, even headlight designs and rapid tire deflation safety tests, among others. Qualifying as a replica in the US better matches the EU’s quadricycle legislation, allowing for a top speed around 50 miles per hour. That may happen eventually, but for now, the Blower Jnr crosses the pond only as an LSV with a top speed of 25 mph for public roads. So when I hopped into a UK-prepped car at Hedley’s HQ in Bicester Motion, about an hour’s drive northwest of London, I got a taste of the full possibilities that may arrive in America eventually. Hedley added two new buildings since I last visited Bicester, and can now boast sales of over 500 cars to 60 countries globally. The first run of 99 Blower Jnrs sold out, too, all of which will come in a quintessential British green with dark green Lustrana leather upholstery to match Bentley Mulliner’s continuation series. And remember, though the Blower Jnr is a Hedley Studios creation, the perfect hood emblem indicates these scaled-down EVs still count officially as a Bentley, too. The next run of cars offers a broader choice of five standard color palettes: blue, green, grey, white, or red. And of course, extensive personalization options start from there, including plenty of Union Jack flags. My rich red tester stood out nicely in the low sunlight of a British winter morning – I got lucky with the weather on this day given the previous few week of rain, though in reality, the prospect of any owners driving in sub-freezing winter temps seems quite unlikely. And yet, despite the crisp arctic blast, I couldn’t help but smile the whole time. The Blower Junior is just so fun. The open cockpit and teensy tiny windscreen might provide minimal weather protection, but I enjoyed an excellent view over the narrow hood of the tall tires spinning. All around me, drivers in modern hatchbacks turned to stare, unsure of what their eyes beheld. And even in our pastoral setting, pedestrians regularly pulled out smartphones to snap pictures as I rolled past in silence. The 85% scale probably lends to some of the attention, given that most people probably don’t realize the actual size of an original Bentley Blower. I fit comfortably into the small chassis at six-foot-one, with the top of the seatback reaching around my mid to upper torso. The more sensitive pedestrians might have noticed the lack of a burbling internal-combustion engine, as I accelerated away from stoplights at a brisk pace. Turns out 15 kilowatts of electric power, or about 20 horsepower, serves just fine for keeping up with traffic in a 1,212-pound EV. That’s a far cry from the prodigious 240 horsepower that an original Bentley Blower’s supercharged 4.5-liter inline-four engine cranked out back in 1929. But that marvel, for the era, also weighed nearer to 4,000 pounds. Still, I obviously kept the Blower Jr’s drive mode in Sport the whole time on public roads to unlock every last kilowatt, which provided plenty of pep on the way up to the top speed of around 50 miles per hour. Once there, the electric motor just sort of petered out, not appearing to run out of juice but rather hitting the wall of a rev limiter. Given the narrow vintage-style tires legal for road use in the UK as an L7E, the Blower Junior even overwhelmed rear tire grip easily on such a cold morning after days of heavy rain. Luckily, the surprisingly communicative steering, unassisted yet not too heavily weighted via the thin rim, provided plenty of feel while pushing through turns. The brakes took a bit more muscle than expected, though, perhaps because Hedley Studios limits max regen via the electric motor to just 3.5 kilowatts. Depending on driving style, the Blower Junior should manage about 50 miles of real-world range from a 10.8 kilowatt-hour battery that contributes just over 200 pounds to the total curb weight. Potentially achieving nearer to the claimed 65 miles might be manageable in stop-and-go traffic where electric motor efficiency works best. That’s plenty of distance for an afternoon cruise, or ripping around a makeshift racetrack with friends, or popping a golf bag into the backseat for a drive down to the range. My time behind the wheel took me straight back to chasing vintage Alfa Romeos and yes, Bugattis, through the Tuscan countryside while racing in the Mille Miglia last year, as those drivers hauled through corners noticeably helping by leaning over to use as much body weight as possible, four-wheel drifting with the courage of Juan Manuel Fangio or Sterling Moss back in the early days of motor racing. <- Gallery -> So engaging and tactile, right down to the turn signal and gear selector switchgear or the leather hood straps, the metal handbrake lever, even the hilariously perfect horn trumpet, the Blower Junior nonetheless reveals a few hints at modernity. Namely, the little digital display with analog gauges and lights for battery state of charge and drive mode, as well as some carbon fiber visible in the underhood storage area. An internal debate about potentially releasing a carbon-fiber exterior package seems, to me at least, somewhat anathema to the whole aesthetic. Real wood grains and leathers and machined metals fit better, as on the faux hand-crank starter cover that hides a CCS charge port at the nose. The suspension, which lacks modern shocks in favor of period-correct Andre Hartford friction-disc style dampers, could also ride slightly smoother to help drown out some of the British B roads’ famous chop. Luckily this prehistoric system allows for manual adjustment to five preset graduations with a torque wrench, which might also eliminate a few of the creaks and rattles that mostly seemed to emanate from the metal hinges of the hood panels—otherwise, some lithium spray might help, too. On mine, I might even figure out how to remove the mandated three-point seatbelt stalks and go with a lap belt only. Dubious legality aside, how many cops will want to write a ticket rather than asking for a ride? Hedley Studios limited the Blower Jnr to just 349 units, with at least that first run of 99 confirmed as already sold out. Figure anyone who owns a real Bentley Blower needs one, plus the 12 lucky buyers of Bentley’s Continuation Series announced back in 2019 – each of which reportedly cost $2 million, rendering the Blower Jnr’s roughly $121,000 starting price something of a pittance. For anyone else on the fence wondering about this project, rest assured the Blower Jnr far exceeds driving expectations, effectively toeing a fine line between car, toy, and art piece while equally at home on the road, in the backyard, or on display in the living room. View All Bentleys For Sale Images: Michael Teo Van Runkle

By Kirk Bell – February 28, 2026

Review: 2026 Audi RS 6 Avant Performance

by Kirk Bell At first glance, you might be excused for thinking the 2026 Audi RS 6 Performance looks like a full-size Hot Wheels car. Bulging fenders, big wheels, a low stance, and a mean scowl make it look almost cartoonish. That’s offset somewhat by the traditionally frumpy wagon body style, but that’s also part of what makes it so cool and so useful. The RS 6 delivers on the performance attitude suggested by its nasty looks. Under its domed hood lurks a 621-horsepower twin-turbocharged 4.0-liter V8. It has the handling to make it a great canyon carver, if not a track car, and yet, it’s quite livable, too. It’s the everyday super wagon. It all starts under the hood. This generation RS 6 debuted for the 2021 model year, but it became the RS 6 Performance for 2024 when Audi upped the output from 591 horsepower and 590 pound-feet of torque to the current 621 ponies and 627 lb-ft of twist. Larger turbos that spin up 23.2 psi of boost (versus 21.8 psi previously) did the trick, reducing the 0-60 mph time by two tenths of a second to 3.3 seconds. But Audi did more than just enhance engine output for the RS 6 Performance. The company updated the software of the eight-speed automatic transmission for quicker shift times, reduced the amount of sound insulation between the engine compartment and interior for a more visceral feel, and switched out the center differential for a smaller, quicker-acting unit. The upshot is more performance and more engagement. The V8 makes its presence known the first time you hit the start button. It emits a low thrum, then lowers its tone and raises its voice in Dynamic mode to fill the cabin with menace. Easy acceleration is available whenever you want it, remaining in the background during city driving and hitting hard when you dig deep into the throttle. The eight-speed automatic keeps the power on tap with quick downshifts that only get quicker in Dynamic mode, which also holds gears longer. My loan came during February in Wisconsin, so my tester was outfitted with a set of Continental Winter Contact TS 860S tires rather than the standard Conti SportContact 7 summer treads. I was fortunate to enjoy unseasonably warm temperatures in the 50s, so the winter tires weren’t needed. Nonetheless, the RS 6’s power is so easy to tap into and hits the pavement so efficiently that I was able to put down back-to-back 3.4-second 0-60 mph times using the Launch Control function and the car’s on-board timer. The power arrived quickly, the Quattro all-wheel-drive system split the power front to rear, and the RS 6 just hooked up and scooted. Audi’s quoted 3.3-second time would certainly be easy to achieve in slightly warmer weather on the summer tires. Were I so inclined, I could’ve taken the RS 6 all the way up to 190 mph thanks to my tester’s optional carbon-ceramic brakes, which allow Audi to increase the top speed from 155 mph. All that power will cost you at the gas pump, though, as the RS 6 is EPA-rated at just 14 mpg city, 21 highway, 16 combined. I averaged just 14.1 mpg over 171 miles of mixed driving, according to the trip computer. Those acceleration numbers are supercar-worthy, and while the RS 6 doesn’t handle like a supercar, it does a great job of balancing agile handling with a commuter-worthy ride quality. That’s especially impressive given the big 22-inch wheels and low-profile tires my test car wore. The RS 6 comes standard with a set of 275/30R21 tires, but my tester had the optional 285/30R22s. Bigger wheels usually mean a harsher ride, but the 22s might actually be a better choice than the 21s because they are forged and milled alloys that cut 11 pounds of unsprung mass at each corner. Team that with the optional carbon-ceramic brakes that take another 17.6 pounds off of each corner, and ride quality becomes quite livable. Audi sets the RS 6 on a standard four-corner air suspension with adaptive dampers. That combination does a great job of fighting body lean but leaving just enough to provide a good feel when cornering hard. The dampers soak up most bumps quite well, even in their Dynamic setting. Bumpy pavement offers the only real challenge as it makes the ride somewhat jiggly but still not harsh. The steering is direct but feels a tad light through the flat-bottom steering wheel. Audi makes rear-axle steering standard. It can turn the rear wheels up to five degrees opposite of the fronts at speeds up to 37 mph, then with the fronts above that speed. This gives the RS 6 a shorter turning radius at parking lot speeds and more stability in high-speed corners. The standard electrohydraulic rear differential vectors torque along the rear axle to help the car rotate and optimize traction on corner exit. The RS 6’s biggest issue is mass. It weighs in at a rather portly 4,982 pounds. That means it doesn’t have the agility for track duty, which might also overheat the brakes, but it still makes a great canyon carver. My tester’s $9,000 optional carbon-ceramic brakes wouldn’t go down without a fight, though, as they feature 16.5-inch front rotors with 10-piston calipers and 14.6-inch rear rotors clamped by single-piston calipers. They have a natural pedal feel and strong stopping power. If the RS 6’s curb weight puts it in the league of a crossover SUV, so does its form factor. The wagon body style (Avant in Audi-speak) gives it great utility. It has 30 cubic feet of cargo space behind the rear seats and 69.5 cubic feet with the rear seats folded flat. That makes it about as utilitarian as a Honda CR-V. Audi doesn’t skimp on the luxury feel and sporty vibe inside. Front-seat riders get a standard set of sport seats upholstered in Valcona leather with contrast stitching in a honeycomb pattern. The seats are heated and ventilated, and offer good room for larger adults while still providing the bolstering needed for performance driving. The optional RS Design Package Plus in my test car trimmed the steering wheel, shift lever, and center console sides in Alcantara. <- Gallery -> The 2026 Audi RS 6 starts at $133,295, including a $1,295 destination fee $1,295 and a $1,300 gas-guzzler tax. That money brings such features as a Bang & Olufsen audio system, carbon-twill interior trim, four-zone automatic climate control, HD matrix LED headlights, and a sunroof. In addition to the carbon-ceramic brakes, my tester came with a spate of options that brought the total to $162,865, though I’d recommend skipping most of them to keep the weight down. Optioned up or not, I want the RS 6 in my life, though the six-figure price makes that unrealistic for a lowly automotive journalist. Maybe I can shrink it down to 1/64 scale and play with it on a small orange racetrack instead. View All Audi RS6 Avants For Sale Images: Audi

By Michael Van Runkle – February 21, 2026

Review: 2026 Porsche 911 GT3 Andial Edition

By: Michael Teo Van RunkleFor model year 2026, Porsche released a new special edition of the GT3 that celebrates the legendary American engine tuning and race prep company Andial. The livery wrap first debuted at Werks Reunion during Monterey Car Week last summer, and is available exclusively on the facelifted 992.2-generation GT3. Now, with an Andial media loaner car available in Los Angeles, I got the chance not just to check out the eye-popping wrap job in person, but also to experience how the GT3’s latest revisions take Porsche’s racecar for the road to a new level of performance and refinement. Fittingly, my loaner arrived with a six-speed manual transmission – a clutch pedal and stick shift seems more appropriate than the optional seven-speed PDK gearbox, given the retro theme of the Andial livery, which adds the unique stripes, racing numbers, names above the doors, carpeting, and a host of other minor details for a pricetag of $7,680. Versus the 992.1 GT3, the 992.2 generation steps further into the future with a mildly redesigned front and rear end that improves aerodynamics, which also extends to redesigned suspension components beneath the car. From a more noticeable performance perspective, the 992.2 gen also receives an 8% shorter final drive ratio, to combat slightly reduced torque output from the 4.0-liter flat-six engine, plus a new short shifter borrowed from the halo 911 S/T. Fully digital gauges carryover from the rest of the Carrera lineup – though thankfully not the push-button stop-start. My GT3 specifically features a surprisingly low number of additions from Porsche’s infamous and infinite options list. No Weissach package, no carbon buckets, not a Touring, the 992.2 therefore stays just barely on the right side of liveable. The GT3’s adjustable suspension only offers the choice between Sport and Track mode, with no Comfort or Normal setting, so the chassis rides taut and tight at all times. Still, only the worst bumps and ruts send harsh reverberations into the cockpit, and even the typically unbearable heaves of the 405 freeway in West LA never quite reach the level of pain as in other sports cars. Meanwhile, perhaps the greatest drivetrain ever to grace planet Earth hangs off the tail. That naturally-aspirated 4.0-liter pumps out 502 horsepower and 331 lb-ft of torque, all in a car that weighs as little as 3,130 pounds in Touring trim when spec-ed with the optional Lightweight package. My car probably weighed around 130 pounds more without the carbon roof, magnesium wheels, lightweight glass, etc. And I put a ton of testing miles on this GT3. With minimal sound deadening, highway cruising lacks much appeal since 80 miles an hour translates to about 3,750 rpm. So much tire, wind, and engine noise intrude into the cockpit that even the sound system becomes pretty pointless. Luckily, the aural signature of the motorsport-derived engine constantly tingles the spine with a scintillating cacophony of mechanical vibrato and exhaust resonance. Driving the GT3 as a daily made more sense, and luckily, front axle lift (a $3,800 option) can raise the nose to prevent scraping on drainage ruts and speed bumps. Consider this mandatory, but accept that the underbody plastics – for the all-important aero – will scrape on mild driveway entrances still, another reminder that Porsche somehow made this racecar legal for street driving. Naturally, the GT3 therefore enjoys pushing anywhere near the limit much more than puttering around town. Punching the throttle can chirp the tires in first through third gear in Track mode, which turns stability and traction control fully off immediately. Those shorter gear ratios do result in quick acceleration, though nowhere near the kind of brutality that modern turbocharged or hybrid supercars can thump out. But the lack of instantaneously available thrust means the driver and car need to work together to find speed, wringing out the engine with the manual transmission, higher and higher up toward the screaming 9,000-rpm redline where the last two thousand revs whip by seemingly faster than the human mind can comprehend. Lift off early, and the exhaust overrun pops and bangs under braking, the tail will still shimmy in quintessential 911 fashion despite the additional stability of rear-axle steering, and then the steering comes into play. At some point, everyone who drives the 992.2 GT3 will reach the same point I did: First amazement, then confusion, then absolute shock that electrically assisted steering can reach this level of direct muscular connection between driver, steering wheel, and road. Each minuscule movement of my hands translated perfectly to linear tire input. Smooth yet responsive, not quite darty, a willing dance partner despite the chassis flatness. The GT3’s suspension calibration and steering provide so much traction at all times that even a half hour of canyon driving legitimately made my neck sore – and I ride superbikes on the racetrack regularly. I don’t mean the kind of whiplash from launching hybrid hypercars off the line. Instead, eternal lateral grip, cornering harder than any road car I’ve ever driven before. Diving into corners, braking later than possibly imaginable, whipping through apex, then blasting back out onto the straights, all while heel-toeing through some of the quickest downshifts of my life. With automatic rev-matching turned off, of course, since that level of connection with the machine is the whole point anyhow. Whether the Andial livery adds to the ownership of a GT3 probably comes down to personal connection with the team or the pride of Deutsche national colors. Unfortunately, on a white car, the mustard yellow and catsup red wind up resembling a certain global burger chain more than anything, at least to my eye. And remember this is a wrap, not a paint job –, and on closer examination, the new mats don’t quite snug up nor match the rest of the carpeting. Without a doubt, the bright colors turn noticeably more heads, but I do wonder how the stripes might look on an all-black car, even if that wouldn’t quite match the period-correctness of the white paint. Meanwhile, the under-the-radar nature of a GT3 Touring obviously renders the Andial package pointless. But in terms of other options, the Chrono Package for $320 seems like a no-brainer to add both a clock on the dash and unlock a performance gauge screen. The larger 22.1-gallon fuel tank costs just $230. My loaner surprisingly lacked Porsche Ceramic Composite Brakes, which I recommend for $10,140 if only for the additional longevity. And I also thought the faux-leather plastic dash looked ripe for more premium materials – various dash finishes can fix this easily. I’d skip upgrading the sound system, since the engine volume alone will render any additional fidelity completely unnoticeable. Same for bucket seats, though I might spring for the 18-ways for $2,730 for anything short of a dedicated track toy (and hopefully Porsche’s redesigned buckets will be more comfortable than the last few years). All of this, of course, assuming a dealer will even consider speccing a GT3 rather than tacking on unbelievable markups (or both). Given the GT3’s track-ready capability, arguing for seven-speed PDK – the best automatic transmission in the biz – makes some semblance of sense. But then I believe in stepping up to a GT3 RS, which cannot come with the manual gearbox. Doing so will likely graduate nearer into legit supercar status, but this six-speed borders so nearly on perfection that skipping the chance to shift by hand seems anathema to the existence of the GT3 in the first place. In fact, especially in first or second gears, the flat-six revs up so quickly that I frequently got caught out redlining at fuel cutoff before shifting – something that hasn’t happened to me in a long time. This level of mechanical connection, from the screaming soundtrack to the telepathic inputs and the never-ending grip, highlights why Porsche still offers a manual at all. I simply kept finding excuses to go out for a drive, hitting the canyons or racking up miles on road trips, even just grocery runs. My week with the 992.2 GT3 Andial does beg the question, though: Is the GT3 too perfect, too clinical a study into impeccable conception, development, and execution? Luckily, no. Because of the sensory stimulation alone. A 6 am drive, double shot of espresso on an empty stomach, rushing to an early morning meeting, absolutely peaking in the flow while carving through traffic. This “normal” GT3 is anything but, a reminder that Porsche can still engineer a car so good that the rest of the automotive industry almost struggles to comprehend, much less replicate. Having driven just everything under the sun, from Ferraris to Lambos, McLarens, and Bugattis, despite the point becoming almost passé, all other sports cars truly irrelevant after driving the GT3. Visceral, raw, intoxicating… This car requires reframing the entire pantheon of Porsche performance. If this is the pinnacle, then everything else gets thrown into a new perspective. I can admit to becoming thoroughly addicted, gobsmacked by the transcendental life experience available in my driveway for a full week. And for better or worse, without any exaggeration, the single new car I’ve most regretted handing back the keys to in my entire automotive career thus far. <- Gallery -> View All Porsche 911 GT3s For Sale Images: Michael Van Runkle

By Basem Wasef – February 15, 2026

Review: 2027 Ferrari Amalfi

Of all the Ferrari models named after oh-so-Italian locales – for example, Modena, Maranello, Fiorano – among the most leisurely is Amalfi. Despite its sun-drenched association, Ferrari’s latest GT is more stylistically aggressive than the Roma it replaces and, unlike the idyllic coastal village of its namesake, the new model is a more focused evolution of the front-engine grand tourer. Gone is the predecessor’s tapered nose and perforated grille that suggest sensual sculpture and quiet luxury; Amalfi’s front end leverages the 12Cilindri’s more complex execution that features a so-called floating grille that frames a band of negative space, a mesh lower portion that hides sensors, and discreetly integrated air intakes. Added airflow is a welcome addition because Amalfi’s 3.9-liter, twin-turbo V8 now produces 631 horsepower, up from 611, thanks to better breathing, lighter camshafts, and bigger turbos that now spin at 171,000 rpm. The flat-plane engine’s redline rises to 7,600 rpm. Other updates include the advanced ABS EVO brake-by-wire system as found in the 296, Side Slip Angle Control 6.1, and a 3-position active rear spoiler that replaces the 2-position unit in the Roma and delivers up to 242 pounds of downforce. While the Amalfi’s restyling is arguably subjective, one objective improvement can be found in its ergonomic improvements. Critically, the haptic surfaces on the steering wheel, which were prone to unintended commands, are now physical switches. The haptically actuated Engine Start/Stop surface at 6 o’clock is also (thankfully) gone, replaced by a physical button at 8 o’clock. The central touchscreen also switches from a portrait view to a more elegantly integrated landscape setup. In contrast to the busier exterior bits and bobs, the cabin now feels sleeker with anodized aluminum central tunnel and door cards whose planar surfaces resemble minimalist sculpture. One favorite feature: Amalfi’s rectangular key, which slides and lays flush within a perfectly sized recess within the central tunnel. It’s important to remember that Amalfi doesn’t posture as a balls-to-the-wall performance proposition (see: 849 Testarossa) or a nimble pugilist (witness: 296 GTB), but rather a plush, road- trip ready boulevardier that features soft-close doors and available comfort seats with 10 air chambers that offer a variety of massage styles. My test drive is staged in Portugal’s Algarve region. What the setting lacks in dolce vita it makes up for in winding mountain roads and untouched coastal vistas. The tone is set nicely, thanks to the mechanical click of the Start button and reassuringly unobtrusive thanks to the steering wheel’s physical buttons, which are no longer haptic minefields of annoyance. The V8 is incrementally quieter than before due to tightening sound restrictions and now routes exhaust gases through a ceramic matrix catalyst lined with rhodium, platinum and palladium. A new bypass valve also applies dedicated maps depending on driving mode, so the more aggressive Manettino settings (like Sport and Race) yield a proportionally louder exhaust note when the V8 pushed to higher RPMs. There’s a cozy snugness to the Amalfi interior, perhaps because both the driver and passenger enjoy dedicated instrument panels with the more discreetly embedded central touchscreen offering a neutral in-between space. The dual-cockpit theme is similarly executed in the 12Cilindri, and extends some autonomy to the passenger via the letterboxed touchscreen which can display multimedia, navigation, or vehicle setting and performance data. <- Gallery -> Amalfi’s interior aesthetic is cleaned up like a Marie Kondo closet, integrating air vents into each of the dual cockpit features and removing superfluous contours. There is, however, perhaps a bit too much form over function with most of the HVAC controls being embedded into the central touchscreen’s menu system; what could have been a quick adjustment via a toggle or a switch requires tapping a virtual button and interrupting driving directions in order to fine-tune the fan setting. Amalfi feels silky smooth under most driving circumstances, transmitting little of road’s major imperfections through the suspension while never feeling loose or cushy. When the going gets jouncy, the driver can push the Manettino in for a ‘Bumpy Road’ setting that softens the ride. Parking garages and driveways are now more manageable thanks to an available nose lift which raises the front end by 1.5 inches at speeds up to 22 mph. Leave it in automatic mode and the 8-speed transaxle shifts early, resulting in subdued acceleration commensurate to the model’s entry level positioning; according to Ferrari, Amalfi slots below the Purosangue, 12Cilindri, 296 GTB, and 849 Testarossa, in that order. Select manual mode via a small, elegant toggle switch on the center console, and the twin-turbo V8’s free-spinning power is far more easily accessed. There’s quite a bit of torque available in the midrange, particularly as the maximum twist of 560 lb-ft peaks all the way from 3,000 to 5,750 rpm. While Wet mode smoothed out the power delivery while I negotiated a rain-soaked stretch in the Serra de Monchique mountain range, quick throttle jabs in Sport mode sent wheel-spinning power to the rear, serving as a reminder that the 631-horsepower V8 can transform from genteel to feisty with a simple stab of the right pedal. Incremental improvements across the board help broaden the Amalfi’s capabilities, starting with the implementation of the ABS EVO system launched in the 296 and carried over to the Purosangue and 12Cilindri. The new brake-by-wire system enables stopping to occur with 1/3 less pedal travel, and the brakes also coordinate with stability control to manage vehicle dynamics by applying the brakes individually. Wheel slip is also managed by Side Slip Control 6.1, which oversees everything from steering and power delivery and suspension stiffness. If all that jargon is overwhelming, think of it this way: Amalfi feels more deft and controllable at the limit without sacrificing Ferrari’s familiar steering characteristics of light effort and high accuracy. The starter Ferrari feels like it works harmoniously well as a system, with throttle, steering, suspension and brakes all meeting in the middle to make the driver feel quick, confident – and yes, sexy. While nostalgia addicts may lean toward the outgoing Roma for its smoother, more unified lines, the Amalfi’s mechanical refinements and power stoke desire for the new kid on the block. Though the vastly improved steering wheel controls might lead some to swear off the Roma forever, Ferrari says they’re working on a way to enable the new wheel to be retrofitted to the outgoing model. Who says you can’t have it (almost) all? View All Ferraris For Sale Images: Ferrari

By Charles Bradley – February 14, 2026

Review: 2026 Maserati Grecale Trofeo

If you’re shopping the premium compact luxury performance SUV segment, the choices are plentiful – and overwhelmingly German. But step outside the comfort zone of the Porsche Macan, BMW X3, Mercedes-Benz GLC, and Audi Q5 options, and there’s a compelling Italian alternative for buyers craving everyday usability with a genuine exotic character. The Maserati Grecale Trofeo delivers exactly that, blending performance pedigree with unmistakable Italiano flair – that’s all the rage just now thanks to the Winter Olympics. With the days of sloppy and wobbly handling SUVs long gone, the opportunity for pumped-up performance and handling has served up a gem of a car that flies under the radar in terms of its looks. But this classy-looking number hides a big punch in the twin-turbo, 3.0-liter V6 engine that also powers its MC12-derived MCPura, harnessed by an all-wheel-drive transmission that includes an electronic limited-slip differential to ensure dynamic traction. Slightly down-tuned to 523 horsepower for its role as a front-engined ‘puller’ as opposed to mid-engined supercar ‘pusher’, it still provides a 0-60 mph time of 3.6 seconds that rivals many sporty cars and a top speed of 177 mph. The ingenious Nettuno V6 engine has substantial range, from happily puttering along on the highway at 70mph to as much wastegate-chattering theatrics as you’d care for in Corsa mode. We last tested one in 2023, and our most recent Grecale experience was the all-electric Folgore. Now, while that packs over 550 horsepower from its dual-motor powertrain, it just doesn’t quite deliver the ICE-motivated raw wallop that the Trofeo is capable of in Sport or Corsa drive modes. It also weighs a whopping 5,500 lbs, compared to the Trofeo's 4,600 lbs. And its lack of a gearbox also misses the drama of the controlled explosion that occurs every time the Trofeo upshifts on the redline, which is enormous fun. The Grecale is built on the Giorgio platform, as per the Alfa Romeo Stelvio, which provides a solid foundation for its performance-oriented nature. Its nameplate is derived from the Mediterranean wind, Gregale, which is fitting as it doesn’t take long to feel the rush of air when you unleash its V6-powered chops with the windows down. My tester came in Blu Modena with a premium black/grey leather interior, retailing at $121,380 which included 21-inch forged Matte Crio rims and red brake calipers, a tech assistance package, a 14-speaker Sonus Faber Premium Audio System, and the only real giveaway to its performance intent: Trofeo badges in black chrome with red surround. And this is where this car flourishes for me. Its styling is understated, it doesn’t shout at you, its grille – carrying the iconic Trident emblem – doesn’t look like it was designed to swallow a shoal of herring, and its sculpted lines feel more flowing than a Macan, for instance. Inside the luxuriously-appointed cockpit, you get a 12.3-inch digital TFT instrument cluster that alters depending on drive mode, plus dual 12-inch and 8.8-inch Maserati ‘Intelligent Assistant’ screens – between them are the buttons for operating the transmission, which always makes me question where they are when I get in. The start/off button and drive modes are on the steering wheel, but the huge flappy paddles to manually operate the eight-speed gearbox obscures easy use of the indicator/wiper stalks. And the volume control for the entertainment system is positioned as far away as possible from the driver, and feels tacky to operate when you do reach across. For the purposes of this test, my voyage is a fitting one: From home in Miami Beach to the fabulous Cars on 5th show in Naples, on the opposite side of Florida. This means traversing the state much like one does when going from one side of Italy to the other, and is achieved in a couple of hours. For the boring bit – the Alligator Alley dual carriageway – I’m content to stay in Comfort Mode, and enjoy the ride of the suspension in its softest setting, and can relax in the knowledge there’s easily enough range in this tank to get there and back without stopping (unlike the Folgore, where I’d be searching out a charging point in Naples). If I came upon a knot of traffic, usually caused by outside lane amblers, I can slip into GT mode and add some performance to blip past them with ease, thanks to its added torque. And at each end of the journey, on the city streets, it’s fun to slip into Sport or Corsa mode, and enjoy some aggressive short blasts, and Naples even boasts some roundabouts to whirl around. Steering feel changes depending on what drive mode you opt for, and barring a penchant for understeer (well, all the weight is at the front, so what do you expect?) it was otherwise keenly poised with a fine weight. The Grecale’s ride quality soaked up the bumps of Alligator Alley’s bridges, and coped well with switching lanes across the ruts as this road seems to be permanently getting re-laid overnight in single-lane patches. Although this was a solo trip, there’s plenty of space in the back for a pair of full-size humans and decent trunk area. I can see why the Grecale, and its now-discontinued (and much missed, bring it back!) Levante big brother, are so popular in South Florida – they offer similar pure practicality, yet look so damn classy when parked next to their segment rivals. Arriving at the upscale Bellasera Hotel in Naples, the Grecale received some admiring glances from the car park clientele and valets. Yes, you’ll pay more for a Grecale Trofeo than a Macan GTS or X3 M40i – and on a spreadsheet, the Germans will likely make more sense. They’ll hold their value better, and their engineering is ruthlessly efficient. But cars like this shouldn’t be bought with spreadsheets in mind. If you value character over clinical precision and want a high-performing SUV that feels special every time you drive it, the Grecale Trofeo delivers something its rivals simply can’t: soul. View All Maserati Grecales For Sale Images: Charles Bradley & Maserati

By Michael Van Runkle – February 07, 2026

Review: 2026 Mercedes-Maybach GLS 600

The first time I drove a Mercedes-Maybach GLS 600, rough roads amid the Carmel Valley countryside perfectly highlighted everything that sets this uber-luxe SUV apart from its ‘lower- spec’ Benz siblings. On the California coast near Monterey, Maybach partners with Bernardus Lodge, a vineyard turned resort and spa, to provide a chance for guests to experience the Maybach GLS in sumptuous tranquility while enjoying idyllic wine tours, golf courses, and world- class restaurants. Variable weather from fog to brilliant sunshine renders most of the roads near Monterey almost chock-full of potholes year-round, slippery in the mornings before transitioning to gritty gravel in the afternoon. Not that I noticed much of the road surface in this most luxurious of Mercedes SUVs, though, which prioritizes the smoothest suspension and steering possible, softer seating upholstery, including in the rear captain chairs that border on pillowy clouds, and a large rear trunk for vacation luggage. The GLS, as reimagined by Maybach, therefore transforms from a three-row family hauler into a coddling chauffeur special. So, it only made sense when a few months later, I took another Maybach GLS on a 1,200-mile road trip, this time in a loaner from Mercedes that featured more Manufaktur personalization options that will appear on the menu for model year 2026 – more paint tones or more interior leather and woodgrain trim options rather than performance upgrades. And after multiple days playing chauffeur behind the wheel, I struggle to imagine many SUVs more perfect for racking up miles day after day. From the driver’s seat, the suspension clearly stands out as smooth and cushiony, able to absorb rough roads, drainage troughs, or speed bumps with barely a tremor. But the steering response also dials back, to emphasize that velvety ride quality for those in the backseat. Same for the throttle and brake pedals, all in the name of deference to effortless calm in the passenger Cabin. Not that the mildly hybridized twin-turbo V8 can’t giddy up and go when the time comes, though. Instead, the Maybach-badged pedals simply require a deeper nudge to unleash all 550 horsepower and 538 lb-ft of torque in a roar of acceleration, with a low bass rumble that only just pierces the interior quietude. The rest of the time, the officially named Active Road Noise Compensation functions much the same as high-tech modern headphones, using the Burmester sound system to cancel out road, wind, and other driving resonance. Even the 9G-Tronic transmission seems to shift more smoothly than in other Benzes, based on the seat of my Pants. Playing around with some of the Maybach GLS 600’s other advanced features almost brought me a chuckle. Off-road mode in these SUVs, especially my second loaner with the enormous 23-inch Monoblock wheels? Maybe not. But Mercedes offers a screen with inclinometers and even a see-through hood camera function. What about the bouncy suspension so popular on social media? Not really necessary either, though when I felt inclined to rip hard on the mountain roads between San Francisco and Lake Tahoe, that active air suspension does keep the body roll to an absolute minimum while cornering at a much greater pace than I ever thought possible from such a big, beefy SUV. And I never felt a moment’s slip or slide when the damp roads threatened to turn icy up around 7,000 feet of elevation, either. Some holdovers from the ‘base’ GLS do carry over and stand out, though, especially the trackpad atop the center console. Sure, the main touchscreen sits relatively distant from either the driver or passenger seat, but trying to use swipes and clicks on the capacitive pad only accentuates some of the more unintuitive menu screens that already make Mercedes customers frustrated. Just lean forward and use the touchscreen, or ask the chauffeur to get from the backseat while sprawled out with the leg rests up. At the very least, Mercedes added a new widget to quickly and easily return to Apple CarPlay after dipping into vehicle-specific functions. I used this quick-key quite regularly after switching on my massaging seat, which I want on at all times. Gobbling up highway miles, music blasting with a level of fidelity few automakers can come close to matching, massaging and ventilated seats running full time – for those wondering about fuel economy, despite the massive footprint and 6,000-pound curb weight, the hybrid V8 barely managed to average 20 miles per gallon over the course of my road trip, or a little better than the official EPA highway estimate of 18 Mpg. And on the longest stretches of abandoned roads, I relied on adaptive cruise and lane keep assist that barely required steering, paying attention to speed limits, or even watching the road. We’re not quite at the Level 2+ autonomous driving available in other Mercedes-Benz vehicles, though, so I occasionally needed to jiggle the steering wheel to remind the system that I kept an eye on the road. The Maybach GLS can probably manage slightly better than the city rating, too, with the hybrid system working to contribute to daily driving. And for a lifestyle commuter, again, the level of stillness that I experienced, not even remotely tired even after a full day on the road, probably helps to take the edge off regular life just as well. In my mind, after so much time behind the wheel, I began to think of the Maybach GLS as 75% of a Rolls-Royce Cullinan, for 45% of the price. Though I missed out on the chance to experience the full Maybach chauffeured lifestyle, which meant skipping a few wine tastings near the Bernardus Lodge, I still climbed into the backseat a couple of times to check out the amenities. A touchscreen for climate, seat, and entertainment controls releases off the center console reminded me very much of the Bentley Flying Spur. Meanwhile, the legroom and seat recline seemed on par with fronts, even with my front seat adjusted to fit my six-foot-one long-limbed frame comfortably. And scooting the second row back to make room for necessitated deleting the Benz GLS’s third row, so unless I planned to bring the whole crew, the additional creature comfort made for a worthy tradeoff. Plus, the 18.4 cubic feet of rear cargo capacity now looks pretty cavernous, with a ton of space for huge roller bags, golf clubs, coolers, you name it. <- Gallery -> My Cirrus Silver Metallic over Manufaktur-specific Yacht Blue Nappa Leather loaner with the Monoblocks stickered for $197,600 over a $180,000 base MSRP. The wheels alone contributed $6,000 to that total, while the Manufaktur interior added $9.250. I did miss the champagne flutes and chiller in the backseat, though – very Carmel Valley – and I did check, both are available as options for $800 and $1,100, respectively. At least the front cupholders can also cool off beverages, though! Meanwhile, I appreciated the copious wood dash and Manufaktur badging. Part of that appealing price tag for an SUV that simply oozes with quality throughout comes from the impression that, hopefully, German reliability can allow for a Maybach GLS to rack up miles every day of the year with less of a concern for the inconveniences of breakdowns and maintenance service. The Maybach shares underpinnings with other Benzes, meaning the parent company can spread development costs out to keep the customer’s final tally lower versus the Cullinan, for example, which, contrary to a common misconception, rides on a unique chassis not shared with any BMW offerings. Even focusing on the luxurious enhancements that transform a three-row family hauler into a more serious and stately machine, the Maybach never quite reaches the level of a Rolls from either an all-out opulence or sheer presence standpoint. But especially when skipping the two- tone paintjobs and maybe even those stunning Monoblocks, a Maybach GLS can fly slightly more under the radar than a Cullinan. Focus more on the interior options, perhaps, because for some, attracting less attention makes for a more desirable aspect of luxury all on its own. View All Mercedes-Maybach for Sale Images: Michael Teo Van Runkle

By Michael Van Runkle – February 02, 2026

First Drive: 2026 Aston Martin Vantage S

by Michael Teo Van Runkle Late last year, Aston Martin updated the DBX SUV to a new S specification. The typical treatment of more power, refined handling, and subtle stylistic enhancements all combined to vault my favorite super SUV another significant notch up the performance spectrum. Now for 2026, the Vantage coupe fittingly joins the S ranks with a similar, if not quite identical, suite of improvements that further fine-tune the sportiest model in Aston’s core lineup. Constant improvements always fit into the mix at the upper echelons of the automotive industry. In this case, the unexpected rollout timing came about once early DBX lease returns started cropping up on the horizon. The Vantage coupe’s original debut fit into a slightly delayed schedule, so more recently, Aston held a drive program in Malibu to prove whether the latest and greatest S banks on marginal gains or truly steps up to another level of exotic appeal. My tester featured a number of cosmetic cues that clearly hint at the revisions. Plenty of subtle S badging, of course, but also a new rear spoiler and twin blades rising out of the hood heat extractors. Optional red-painted wheel faces match red brake rotors, while inside, the S embroidered on the seats matches a new red drive mode knob and red piping for the semi-alinine upholstery. The real question, as always, came down to whether any performance gains can match the stylistic enhancements. In this case, the S package adds another 15 horsepower to the twin-turbocharged 4.0-liter V8 for a peak rating of 671 ponies – but an identical torque rating of 590 lb-ft as the non-S. With so much gut punch already available out of the base engine, attempting to truly discern about two percent more power via the seat of my pants felt somewhat silly. The thrill of hammering the Vantage already overwhelms the senses entirely, so a tenth of a second quicker to 60 miles an hour means slightly less amid such truly stupendous acceleration. Aston attributes that modest improvement in pace mostly to revised software calibration. Changes include new accelerator pedal tuning and shorter torque interruptions during shifts from the eight-speed transaxle between the rear wheels. But with the windows rolled down, I also thought I noticed a bit more whine from the turbos spooling up to match slightly more rumble from the exhaust than I remembered previously. Really, whether launching in a straight line or hustling through the hills of Malibu, the base Vantage already pushed well past limits of tire grip anyhow. And that’s where a host of other changes that complement the power bump make more of a dynamic difference. If I ever criticized the base Vantage, the slightly numb and light steering probably came to mind first. The electric assist just seemed to lack the granular and communicative feedback that the rest of the chassis deserved. At least the light steering weight helped rein in the Vantage’s eminently tail-happy demeanor, since sliding around at two-thirds throttle with the traction control fully activated regularly required quick flicks of countersteering to control. Luckily, the balance of a front-engine and rear transaxle layout effectively turn this two-door GT into something that approaches the cornering capability of a mid-engined supercar. For the S, Aston aimed to enhance the engagement factor without losing the refinement of a British grand tourer. And yet surprisingly, steering revisions counted for less than on the DBX S, where new wheel hub mounting points for the tie rod ends entirely changed the character of the SUV. Instead, the Vantage S uses revised shock damper tuning and stiffer suspension mounting points, as well as – counterintuitively – 10% softer bushings cradling that transaxle between the rear wheels. Reduced rear springs, aids, and a stiffer rear sway bar further increase the overall chassis rigidity by five percent, all in an attempt to create a bit more rotation around the driver seat. The steering modestly hones in tighter with increased negative camber for the alignment specs, a minor change that admittedly left me somewhat surprised after Aston’s brief technical presentation. As I meandered out to my steed for the day, I also worried whether the whole package might result in too much stiffness, which sometimes means excessive suffering on subpar roads. Not so for the Vantage S, which definitely rides firmer but never to the point of discomfort. Combined with the damper adjustments, the slightly stanced front tires do improve steering fidelity – especially once I turned up into some of my favorite canyon roads on the planet. Here, I spun the drive mode dial from Sport to Sport+ and then through to Track. That pleasing piece of knurled metal can also turn into a discreetly adjustable traction control knob, while the transaxle held gears longer to help the V8 roar higher into the rev range. Once I started rolling up these roads at borderline ridiculous pace, the new chassis capability came on full display. Previously, the base Vantage struggled with almost too much slip and slide. Hammer the brakes or turn too tightly or feather a micrometer too far into throttle, and the tail end almost immediately stepped out. So much so that turning off the traction and stability control made the most sense, if only in the name of predictability. The new S demonstrated far more progressive behavior, especially cornering and pushing out on straights while allowing the engine to overwhelm grip. Little hits of tire squeal, therefore, become less surprising and easier to catch, as the transition to oversteer now comes with a grin rather than an anxious expectation, the almost telepathic steering bordering on the level of DBX S despite the seemingly milder revisions. This unlocks a new level of engagement with the traction control knob, too, which in this case actually becomes useful while playing with settings 1-8 or fully off, adding a sense of safety amid the revelry. If anything, this newly reassuring character from such an already appealing sports car definitely makes the new Vantage worthy of an S badge. And the pricing still shocks – in a good way. Yet another Aston Martin where comparisons to the competition make less than no sense. The Vantage S now starts at about two-thirds the price of a new 2026 Porsche 911 Turbo, and on the lower side of the $200,000 mark from a Mercedes-AMG GT 63 S coupe. Some of the optional S gear on my car contributed to a total MSRP of $258,900 – most importantly, the carbon-ceramic brakes ($10,800) that exhibited endless bite to haul down my excessive speeds while approaching the tightest canyon switchbacks this side of Southern France. Outside of a few lingering inconsistencies with Apple CarPlay Ultra and wishing for more carbon trim inside to replace some of the piano black plastic on the center console, finding any faults with Aston’s power, position, and prestige requires nitpicking the Vantage S to the Nth degree. Such a sense of innate performance and exotic design out of a restrained gunmetal “Aluminite Silver” over Black Onyx coupe proves how much the S treatment only reinvigorates the already stunning Vantage, setting another standard within an increasingly impressive lineup. View All Aston Martin Vantage For Sale Images: Aston Martin, Michael Tao Van Runkle

By duPont REGISTRY – February 01, 2026

Review: Electrogenic EV-Swapped Land Rover Defender

by Michael Teo Van Runkle In a muddy, windswept airfield northwest of London, two classic Land Rover Defenders sit facing each other on a low hillock. One, an immaculately restored four-door replete with sumptuous leathers and lacquered woodgrain. The other, more of a rough-and-tumble two-door military truck entirely lacking any of its companion’s luxury trappings. Both ride high with lifted suspension over knobby tires, to enhance the classic Defender’s off-road capability – and yet neither clatters around with a clattering diesel engine or a primitive Rover V8. Instead, these two Landies both serve as testbeds for Electrogenic, a British firm that specializes in producing software-defined EV conversion kits for a wide range of classic cars. But how does a newly sustainable vintage 4x4 actually drive off-road? This past January, I battled my way through a frigid British winter to find out. Other notable makes and models in the Electrogenic portfolio include E-Type Jaguars, DeLoreans, Porsches, the Mazda Miata, and Mini Coopers – the latter of which won Top Gear’s “Retro Hero” award in 2024. Those low-slung sports cars might feature significantly better aerodynamics for an EV conversion than the upright Defender, and yet the opportunity to replace a sluggish, underpowered internal-combustion engine (and all of its deleterious emissions considerations) still proves highly popular among Electrogenic’s customers. The EV swap improves a Defender’s throttle response, low-end torque production, and ease of driving for city runabouts, exploration vehicles, or farm rigs where livestock might startle less easily, thanks to silent operation. The job sounds complex – and yet Electrogenic’s goal from the get-go involved making a swap and recommissioning as painless as possible. At the company’s shop, I ducked my head under the hood of multiple builds underway – many of them secrets, thus far – and witnessed how the bolt-in electric powertrain requires no cutting, sawing, or drilling into the original Defender body or chassis. Every part bolts into original mounting points, from the battery pack under the hood to the electric motor that mates with the four-wheel-drive transfer case. Electrogenic claims a conversion can take an experienced shop less than a week, a believable timeframe, especially given that Top Gear actually sent an inexperienced journalist to do the Mini Cooper swap in only one day. The kit comes with all high-voltage work handled for the 93-kilowatt-hour battery pack, controller hardware, and the 150-kilowatt motor. In more traditional terms, the electric motor pumps 201 horsepower and a prodigious 663 lb-ft torque into the transfer case, effectively replacing the internal-combustion engine and transmission with a single unit. All the modern electrical hardware and wiring harnesses still needed to communicate with the classic Defender components, though, so Electrogenic developed new wiring and running gear in-house, the latter of which passes 43 destructive tests for European road legality. Even the reduction gearsets, end caps, and output shafts come included. Electrogenic built this specific Defender 110 a year and a half ago, and uses the rig as a testbed for abuse. Other than the restored cosmetics and EV conversion, the truck also features a two-inch lift with Fox Racing shock dampers and a set of Wilwood brakes to haul down speed given the newfound power. Not that I drove particularly fast in the mud and muck. Instead, the electric motor’s throttle modulation quickly emerged as the most impressive part of the build. In slippery mud or when marching up gravel climbs, too much instantaneous electric torque might break the tires loose and cause slippage. Instead, rather than tuning for the kind of neck-snapping acceleration that makes a Lucid Air Sapphire or Tesla Model S Plaid so utterly brutal, Electrogenic let my right foot do the grunt of the work. In four-low, a stalk on the lower right side of the steering column even controls hill descent using regenerative braking. Meanwhile, the impressive articulation made possible by the Defender’s solid axles, front and rear, carries over. This allows for the use of locking differentials because the electric motor sends power to the transfer case, then on to the original axles – more articulation means the tires stay in contact with the ground more, which results in the electrons steadily pushing the Defender through challenging areas of traction. The full E93 kit adds about 150 kilograms (or 330 pounds) to the curb weight, due to the large battery pack. But the Landie never felt too top-heavy nor tippy, in deeply rutted “elephant tracks” this electric rig just kept silently carrying on, slow and steady at lean angles that brought out a few gasps, cross-axled to the max yet still able to find enough traction in the mud to put down that newfound power. I even enjoyed a bit of ripping around on wet grass, somewhat silly given that the Landie was not traditionally a high-speed 4x4. Here, the nicely weighted and not terribly imprecise steering, for a solid front axle truck, helped with feel and confidence. The rest of the time when not in four-low, that same stalk on the steering column allows for the selection of three drive modes: Eco, Normal, and Sport. Electrogenic programs different regenerative braking levels for both, and the ECU even adjusts regen response based on how quickly I lifted my foot off the brake pedal. That’s a nifty detail, and reveals how much the firm believes in reaching an OEM level of thought – and software programming. <- Gallery -> Just about the single most critical detail, for a quintessential British January, the seat heaters still worked! The fit and finish also stood out as impressively refined. Under the hood, a big box of batteries replaces the original internal-combustion engine, with a clean and only modestly futuristic aesthetic. Orange high-voltage lines run visibly along the ladder frame, and inside, only the billet gear selector knob, with a very gentle shift action, differentiates this EV from any other restomodded Defender. On-road, the body proved surprisingly devoid of creaks and rattles, though I picked up a bit of wind and tire noise since the electric motor runs far quieter. A faint buzz from the electric power steering pump crept in at times, too, though the original geometry of the solid front axle leaves little in the way of improvement to the Defender’s abysmal turning radius. Still, I can definitely call the EV swap a worthy tradeoff from a powertrain perspective. This truck gets up to speed easily, and even puts out a solid punch in Sport mode to make overtaking on British B-roads a cinch – rather than formerly requiring miles of visibility ahead, planning, and downshifting to wrangle enough power and acceleration out of such a lumbering old truck. In that regard, the military build served as a project to explore how electric capability might be relevant to the troops. Of course, stealth and silence come to mind – as well as a reduced heat signature for nighttime operations where enemy combatants might use thermal imagery. But Electrogenic also claims the EV swap reduces driver fatigue, precisely because the powertrain takes so much less mental effort to actually drive. No more constant shifting, adjusting throttle, worrying about fuel economy, and Jerry cans and oil leaks (though arguably, the latter does detract somewhat from the original Defender experience). Narrower and knobbier tires hint at some of the rougher details, but a lower final drive ratio and top speed, plus revised tuning with a new knob for more discrete adjustment of regen using a dial for 1-10. This helps for farm life as much as the military, where owners might be towing or reversing down a hill rather than evading adversaries. On both, Electrogenic retained the original gauges to make driving as familiar as possible for buyers accustomed to ICE Defenders, though they’re now computer-controlled, which does provide the option to switch to a fully digital display. The sense of familiarity applied most to the more coiffed restomod. I didn’t need a lecture or lesson; I just climbed right in and drove for a few hours without worrying about range or modes or settings. Whether the military can run the risk of troops burning through charge remains another question—and I didn’t get to drive far enough, fast enough to truly test Electrogenic’s range claims. Still, no matter how much fun a Corvette V8 swap might sound for a Defender, that kind of raw power and roaring performance runs somewhat anathema to this iconic vehicle’s original character. Covered in mud, spraying flecks of grit and grime everywhere, cutting grass all day with the front skid plate and trailer hitch, the Electrogenic builds revealed exactly where the best aspects of a Defender can benefit from the best aspects of EV life. And though any shop with a semblance of know-how, as well as any backyard mechanic with the inclination, can perform the swap, Electrogenic recommends that American customers contact partners InoKinetic in Southern California and Whittam Engineering in New Jersey to discuss a potential build. Kits run around $65,000 with every single component needed to complete a swap included, or well north of six figures if a shop sources and helps to restore the donor vehicle. Alternatively, Electrogenic also takes on bespoke projects in the UK, including a Rolls-Royce Phantom II converted for actor Jason Momoa and British comedian Jimmy Carr’s electric Aston Martin DB6. I personally envision an electric Defender as perfect for running errands around town, or for a vacation house, either slope- or beachside. And the prospect of an EV-swapped vintage sports car definitely piqued my curiosity on site, even if I wound up surprised by how well an electric conversion of this caliber actually made a classic Defender significantly more appealing in the first place. View All Land Rover Defenders for Sale Images: Michael Teo Van Runkle

By Charles Bradley – January 31, 2026

Review: 2026 Lexus LX 700H F SPORT Handling

At duPont REGISTRY, we don’t normally include crash testing as part of our luxury vehicle product reviews, but sometimes life throws you lemons – or, in my case, an 18-wheeled Amazon Prime semi-truck hurled a tire carcass straight into the nose of my Lexus LX 700h F SPORT at speed on the interstate. I got no warning – not even the car’s Pre-Collision System had time to react – and I barely registered what was actually happening as I slipped in behind the truck to make an exit for fuel. But in a cruel twist of timing, during the three seconds I spent tucked in behind it on a four-hour journey, one of Jeff Bezos’s juggernauts blew a tire directly in front of me at 65 mph. The carcass flew off its wheel, slamming into the nose, hood and windshield of my Lexus with a terrifying B-A-N-G! – the force so violent it launched what was left of the tire over my roof and also over the Kia directly behind me (that motored serenely on). Amazingly, the car was still operational, so I pulled into the gas station to survey the damage and what I thought would be an inevitable phone call to a wrecker truck. Imagine my surprise that the car was not only still in one piece, as you can see above, it had stood up incredibly well to the massive impact. According to the internet, even a truck tread can weigh 30 lbs, while a full carcass would be somewhere between ~50-80 lb. As I said, I only had a split-second view – and it sure looked like the whole thing just tore off and got flipped directly into my car’s front end and windshield. Among the rash of impact evidence, there was one deep scrape across the hood that was down to the metal – remember truck tires aren’t just rubber, they include multiple steel belts – but the hood was completely intact, although its lovely paintwork was all scuffed to heck. The only component that was in any way wobbly was the ‘L’ in the middle of the front fascia – which proved it was a direct hit! It’s not my first rodeo in terms of being hit by high-speed truck debris, but it is the first time that I simply checked the damage and gassed-up the car – as my heart rate got back to somewhere near normal – then drove on my way, rather than had to arrange that dreaded tow to the nearest dealer. And, about a few miles later along the I-95, you can imagine my face as I came upon that same Amazon Prime truck that was limping along in a cloud of smoke from its blown tire. Of course, I took the correct course of action by slowing down next to this dude, opening my window and… greeted him with a cheery wave – or something. He was laying a huge trail of debris in his wake – these guys must have shares in auto repair shops! Apart from these interstate wounds, and a tiny chip in the windscreen, the car was fully driveable – which was handy, because I was still about 150 miles from home when this happened. My trip had been to spend the weekend with Lexus Racing at the Daytona 24 Hours, and seeing their cool RC F race cars (below) in the pitlane after the grueling event – all scuffed-up with tiremarks from the ‘marbles’ that comes off racing tires – that must’ve been a portent of what was to come! Before that, my experience of the LX 700h F SPORT had been just swell, and you can read a full review of its Overtrail sister variant here. Priced at $118,950, my F SPORT-trimmed version arrived in Manganese Luster exterior and a beautiful red/black leather interior, with an appearance package that featured color-keyed lower front and rear bumper accents, black outside mirror covers, black rear spoiler winglets, and color-keyed running board accents. It also wore 22-inch forged aluminum wheels, and an F mesh design spindle grille with jet-black chrome grille frame, while inside you get F SPORT-crafted seats and embossed headrests, which retains the massage functionality – which came in useful after a stressful driving situation! Assisted by a nickel-metal hydride battery, the LX 700h boasts a twin-turbocharged 3.4-liter V6 engine paired with a 10-speed Direct Shift Automatic Transmission. This combined hybrid system produces 457 horsepower, 583 lb.-ft of torque, and an EPA-estimated combined fuel economy rating of 20 MPG. It packed plenty of power, while tuned front and rear performance dampers, plus a Torsen LSD and a rear stabilizer, brought some handling chops to this gigantic, three-row SUV. I found it handled much better when I’d put the Active Height Control to its lowest rideheight setting, which was the mere push of a button, as it arrived looking like it was about to embark on the Dakar Rally rather than a trip to Daytona. The cockpit was typical Lexus, with lots of luxury features at your fingertips. Not quite sure why it needed two touchscreens, and the larger 12.3-inch display at the top was literally a stretch if you needed to select something on the right-hand side for the navigation system. The 7-inch lower touchscreen was much closer within reach, but is primarily for climate control. Drive modes ranged from Normal, ECO, Comfort, Custom, Sport S, and Sport S+ – the latter in particular a lot of fun when you wanted to surge away at the lights, or around the bends after a rest stop, and that came in unison with a more performance-focused dashboard mode that just featured a long rev counter. While the Lexus LX 700h F SPORT provides a luxury SUV that eats up the miles, the main gripe I had with it was the small size of its gas tank. Due to its hybrid battery requirement, you lose about three gallons from the capacity, and the biggest number I saw on the trip computer was 275 miles after a fill. Even running in ECO mode, that turned my usual one-stop strategy for a run to Daytona from Miami into a two-stopper – and it was this second stop that led to my fateful meeting with the truck tire… The hybrid also reduces the trunk space, which becomes pretty small if you have the electrically operated third row seats up. But I must end this review by saying I have Lexus to thank for keeping me safe; they sure build them strong in Japan, and there's not another car I'd rather place my trust in such a situation that I faced on that fateful drive back from Daytona. View All Lexus LX For Sale Images: Charles Bradley, Lexus

By Bradley Iger – January 24, 2026

Review: 2026 Ferrari 12Cilindri Spider

As forced induction and electrification continue democratize horsepower throughout the automotive industry, luxury automakers have faced a growing challenge: how do you make an exotic machine feel special at a point in time when even mainstream vehicles offer jaw-dropping performance? Ferrari, to its notable credit, has answered this question in part by staying at the forefront of the latest technologies, as evidenced by cutting-edge entries like the SF90 and F80 – both of which utilize performance-tuned hybrid systems in conjunction with turbocharged engines and sophisticated all-wheel-drive setups. While those two mid-engine monsters offer truly stunning capability, there’s also a growing contingent of performance enthusiasts who yearn for the simpler days of long, curvaceous hoods, rear-wheel drive propulsion, and the banshee wail of a high-winding 12-cylinder engine at full chat. And that’s precisely where the 12Cilindri Spider stakes its claim. As the successor to the 812 Superfast, the 12Cilindri leverages clever active aerodynamics, advanced traction and stability control systems, and a trick four-wheel-steering system that manages the movement of each wheel independently to enhance cornering response, but it’s ultimately an homage to Ferrari’s storied V12 heritage. Aside from the no-nonsense name (which literally translates to “12 Cylinders”), the 12Cilindri’s exterior styling clearly takes some inspiration from the 365 GTB Daytona of the late 1960s. And rather than saddling its latest GT flagship with the complexities of bulky batteries, electric motors, turbochargers, and AWD, Ferrari has instead chosen to focus on the fundamentals that have made GT cars like the Daytona such enduring icons: elegant design, a finely honed chassis, and a truly spectacular naturally aspirated powerplant. It’s a 6.5-liter dry-sump V12 that produces 819 horsepower and revs to a searing 9,500 rpm. Ferrari only cites a deliberately ambiguous dry weight of 3,571 pounds for the Spider, which carries about 130 pounds of extra mass as compared to its coupe counterpart. But at a time when an alarming number of new performance cars are saddled with curb weights that start with a five, the potentially sub-4,000-pound 12Cilindri Spider feels lithe and unencumbered by countermeasures expressly designed to combat the laws of physics. Although its primary mission is to enable drivers to carve their way through picturesque locales at a lively pace without compromising comfort, the 12Cilindri has a notably more sports-car-like persona than the Aston Martin Vanquish – its closest rival – thanks in part to the Ferrari’s incredibly rigid chassis, dual-clutch gearbox, and earnestly performance-tuned suspension. While the eight-speed DCT occasionally takes a beat to get things going from a dead stop, and the hunkered-down stance makes the nose-lift feature a necessity when negotiating steep driveway aprons, the 12Cilindri Spider still manages to retain an admirable level of civility around town and out on the highway. Outfitted with a killer Burmester audio system, a retractable hard top that opens in just 14 seconds at speeds up to 28 mph, and sport seats that feature heating, ventilation, and adjustable bolstering as well as multiple massage routines, the 12Cilindri Spider can be a posh, effortless cruiser when called upon to do so. The only glaring deficiency in this regard comes from Ferrari’s HMI implementation, which utilizes frustratingly difficult-to-use capacitive surfaces on the steering wheel and the instrument panel to control features like adaptive cruise control and mirror adjustments, along with the various functions that are accessed via the 15.6-inch digital gauge cluster. While the infotainment system looks sharp and is quick to respond to inputs, Apple CarPlay conked out on more than one occasion during the few days I spent with the car. Nitpicks aside, one feature that definitely works as intended is the steering-wheel-mounted Manettino switch, which allows you to toggle between the available drive modes. Sport is the default, a naming decision which helps set ride quality expectations, but you can also press this switch like a button to enable Bumpy Road mode, which relaxes the adaptive dampers beyond their standard tuning for more compliance on rough pavement. Out in the canyons, I found myself more interested in the additional drama provided by Race mode. In contrast to convention, Ferrari chose to leave the steering, throttle mapping, and brake-by-wire settings the same in the Sport and Race modes for the sake of predictable response, instead heightening the driving experience when set to the latter by easing the electronic assists, ramping up the programming for the gearbox and the electronically-controlled rear differential, and – importantly – opening up the exhaust valves. While it’s still a little bit quieter than I’d prefer, even with the top down, the noise that this V12 makes while working its way past 9k is a soundtrack to your sweetest dreams. It took some conscious effort to stop myself from short-shifting the first few times I laid into the throttle with the gearbox in manual mode. The revs just seem to build endlessly. It’s also a decidedly different experience than what’s offered in the latest Vanquish. The Aston also features a 12-cylinder atomic bomb under its hood, but the crucial difference here is that the Vanquish’s lofty power figures are owed in part to turbocharging. This gives the Aston a substantial advantage in peak torque (738 lb-ft versus the 12Cilindri’s 500 pound-feet), but it also relegates its redline to a relatively pedestrian 7,000 rpm. The upshot is that not only does the 12Cilindri deliver a much more emotive soundtrack when you drop the hammer, it also feels significantly more buttoned down when called upon to hustle through a technical section of road. Its quick steering rack takes a moment to acclimate to, but it soon becomes apparent that the chassis, brakes, and powertrain have no problem keeping pace. <- Gallery -> The Manettino switch also has dedicated settings for partially or completely disabling the traction and stability control systems if you’re feeling brave (or prefer to do your grand touring sideways), but the intervention is so seamless when these systems are enabled that they rarely distract from the proceedings. While the Vanquish twists and shimmies as the powertrain and the electronics have a debate over the fastest way forward, the 12Cilindri just feels more planted and easier to trust when really hauling the mail. In an era when quadruple-digit horsepower has somehow become readily achievable for production cars, the Ferrari 12Cilindri Spider is a reminder that character and emotion aren’t attributes that can be easily quantified on a spec sheet. There will be a time – probably in the foreseeable future – where folks will gaze into the open clamshell hood of a 12Cilindri and say, "Man, they don’t make ’em like this anymore." Like it or not, the days of the unassisted Ferrari V12 are almost certainly coming to a close. With that in mind, well-heeled traditionalists would be wise to savor the moment. View All Ferrari 12Cilindris For Sale Images: Bradley Iger

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