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 – October 10, 2026

Review: 2027 Ram TRX SRT

For the past few years, Ford enjoyed a firm stranglehold on the hardcore off-roading truck and SUV market, as the lineup of Raptors easily reigned supreme after Ram dropped the Hellcat-powered TRX in favor of the RHO with a twin-turbocharged inline-six. Now, as political pressure for fuel economy and electrification wanes, and with former Dodge SRT chief Tim Kuniskis returning to the fold in late 2024, Ram quickly ramped up plans to revive the TRX once more. The return of Kuniskis also explains why, for the first time, the TRX now wears an official SRT badge. Even if the exterior largely looks the same, under the hood, a retuned Hellcat engine now cranks out an absurd 770 horsepower and 680 lb-ft of torque. Subtle changes support the significant step up from 702 horsepower and 650 lb-ft before the original TRX went extinct in early 2024, and now America’s most aggressive pickup truck aims to reclaim the throne from Ford’s Raptors once more. To prove the potentially dominant performance in real-world terms, Ram recently held a media drive program on the expansive facilities of RedBud MX in southwest Michigan. A carved-out course chock full of whoops, ruts, and jumps – one as long as 100 feet – left no remaining doubt about the TRX’s positioning in the pickup truck food chain. The carefully manicured dirt track at RedBud revealed just how much engineering goes into that new SRT badge. But the smooth surface only lasted a few minutes into the first hard laps, as all four of the TRX’s massive 35-inch Goodyear Territory all-terrain tires scrabbled for grip, trying to put so much power to the ground. Supercharger screaming and exhaust roaring, the enormous trucks romped over every obstacle with almost effortless float, creating an accessible and easily controllable level of confidence that absolutely belied the gargantuan size and weight. A large part of the incredible display came courtesy of the TRX’s second-generation Bilstein Black Hawk e2 shock dampers. Electronically controlled and fitted with both internal as well as external jounce control bumpers for the new model year, the Bilsteins gobbled up smaller bumps and charged through ruts, then stiffened up for hard impacts and landings. In Baja mode, particularly, the whole chassis almost rides on clouds, and once the powertrain syncs up with the suspension, the level of abuse a TRX can handle absolutely boggles the mind. Full-time four-wheel drive also helps to handle so much guttural shove from the Hellcat at full throttle, especially because the front end’s mass greatly outweighs the empty truck bed at the tail. Punching the go pedal therefore brings on hooting and hollering fun, whipping the steering wheel back and forth between chugging understeer and easy flicks of rally-style oversteer. Then, as the pace picked up, the jumps started to require a bit more attention. One sharp lip after a fast right-hander allowed for the highest clearance below the TRX’s fully drooped tires and the ground, which an eyeball test might put at six to eight feet depending on—ahem—driver enthusiasm. Touching the sky here required straightlining through a series of whoops and then into a bit of a lumpy chicane, before hammering right up the hill at around 45 miles per hour, or more. The longer jump lacked quite as much height, but actually clearing the cone that Ram’s reps set out purposefully at 100 feet demanded speeds in excess of 65 and 70 miles per hour. Nobody on site came away anything short of mind-blown that a massive pickup truck weighing just shy of 6,500 pounds can handle such hard-charging aggressiveness, even when some drivers hit the jumps a bit off-kilter and landed almost entirely on one front tire at awkward angles. Meanwhile, the updated Hellcat powertrain with improved air intake, higher fuel pressure, and 20 percent increased supercharger boost never seemed stressed in the least. Engine internals from Dodge’s Charger and Challenger Redeye program helped to raise the engine’s redline from 6,200 to 6,500 rpm, which explains some of the power gains. Coaxing out more grunt also required revisions to the eight-speed automatic transmission’s torque converter, to prevent heat soak. Yet the only concern throughout the day seemed to be that the brakes needed at least a half of a lap to cool down, likely due to ABS chatter while skittering into corners as much as anything else. Ram claims the second-gen TRX’s development team performed durability testing all over the United States, from Crandon International Raceway in Wisconsin for high-speed driving to the Glamis sand dunes where engine and driveline cooling comes to the fore, and even the brutal King of the Hammers desert course in Johnson Valley, California. Here, the team built a 125-mile route and drove in loops for 1,000 total miles – hinting at a possible Baja race attempt, for those in the know. A day at RedBud thrashing the new TRX clearly reveals a commitment from Ram to truly undertake seriously harsh off-road driving and make significant updates, rather than just bolting on a smaller supercharger pulley to up the boost and calling the job well done. The most impressive parts of the previous gen carry over, just with more power – and at Dodge, Ram, and SRT, more power is definitely more better. Of course, it’s hard to argue against the RHO’s impressive “Hurricane” twin-turbo six-cylinder engine, which pumps out unbelievable levels of torque and can probably even hit – gasp! – double-digit MPGs. And sure, Ford’s F-150 Raptor R with a borrowed version of the Shelby GT500’s “Predator” engine can put in serious work, too. But nothing can compete with the true Hellcat in a pickup truck chassis. Interestingly, though, Ram will technically sell the TRX SRT as an RHO with a $25,000 TRX package tacked onto the window sticker. That brings the starting price for a true TRX to $99,995 (or just over six figures including destination). As befitting Ram’s top-spec truck, the TRX comes fully loaded with a ton of carbon-fiber trim, red contrast stitching and seatbelts, and all the creature comforts from a central 14.5-inch touchscreen to heated and ventilated seats for both rows of seats. <- Gallery -> Options include a new graphics package, the choice of exterior color, and a sunroof – but with so much physical presence from a simple black TRX SRT thanks to the fender flares and huge grille, most of the add-ons seem somewhat unnecessary. Luckily, the sheer size never seems overwhelming from behind the wheel. Excellent visibility over the 88-inch-wide front end actually helps to make the TRX surprisingly easy to negotiate through tight urban settings. Then, fire up Sport or Baja mode and nobody in the neighborhood will possibly doubt that Ram once again shoehorned a supercharged Hellcat into the apex predator in the lineup. As an overt exercise in overkill, the TRX embodies exactly the kind of radical excess that Dodge and Ram banked on for years. But the performance at RedBud proves how much this package goes far beyond pure posturing, since Ram built the TRX SRT to truly take a beating, too. View All RAM TRX for Sale Images: Michael Van Runkle

By Kirk Bell – October 03, 2026

Review: 2026 Range Rover SE

It may have started the luxury SUV craze, but nowadays Jaguar Land Rover’s Range Rover brand faces more competition than ever. Exotic marques like Bentley, Rolls-Royce and Lamborghini are making a play for its customers from above, while Cadillac, Lincoln, and Jeep are coming at it from below. Still, the Range Rover retains its perch as the benchmark luxury SUV by doing just about everything fantastically well. It all starts with looks. The Range Rover is simply elegant. A simple two-box shape, clean lines, smooth sides, and flush door handles and trim give the Range Rover a sleek look devoid of the flared flourishes and geegaws of some rivals. Set on standard 21-inch wheels and offered with 23s, it looks imposing and grounded. But what’s better is the way it drives. Prodigious Power The Range Rover SE P530 model I recently tested is powered by a V8, and it’s the most satisfying of the available powertrains from behind the wheel. As a throwback to the early 2000s, when BMW owned Land Rover, it uses a BMW-sourced twin-turbocharged 4.4-liter V8 that spins out 523 horsepower and 553 pound-feet of torque. An eight-speed automatic transmission sends the power to all four wheels. It may be a BMW engine, but Land Rover engineers had input in its development for this application. They made sure the oiling system could handle a 45-degree tilt for off-roading, the intake would be placed high enough for almost three feet of water-fording capability, and the engine mounts could handle a ditch drop when the path steps down abruptly. Between the two automakers, they couldn’t have tuned this engine any better. It’s a paragon of smoothness that also deals out easy, robust power. Land Rover quotes a 0-60 mph time of 4.4 seconds, and it feels every bit as strong as that. It eases into the power and pours it on from there with a muffled, authoritative growl. The transmission executes virtually imperceptible shifts and responds quickly to throttle requests. A Dynamic Dynamo The ride quality is just as smooth. Even with the 23-inch wheels on my tester, the ride was supremely comfortable thanks to a well-tuned four-corner air suspension with twin-valve Bilstein adaptive dampers. It can get even better, too. Opt for the Dynamic Response Pro 48-volt active anti-roll bars and the SUV links two miles of navigation data with the suspension to predict and adaptively damp the vehicle for the road ahead. The air springs give the Range Rover a standard eight inches of ground clearance, though an Access mode drops that two inches for easier ingress/egress and Off-Road 1 and 2 settings raise it to 10 and 11 inches, respectively. With the tall standard ride height and roughly 6,000 pounds of British SUV to lug around, handling is the one area where the king of SUVs doesn’t excel…well, mostly. As equipped, my tester had notable lean in corners, and it didn’t gather its weight well for quick changes of direction. However, the optional active anti-roll bars react quickly to fight body lean and elevate handling to something near sporty. Standard rear-axle steering that can turn the rear wheels up to 7.3 degrees opposite of the fronts also makes the Range Rover easy to maneuver in parking lots; at higher speeds it adds stability in cornering. While I didn’t take the Range Rover off road during my loan, I did test its capability during the media drive when the company introduced the fifth-generation model in 2022. Land Rover outfits its flagship SUV with lots of off-roading features. The 4WD system has low-range gearing, a terrain-management system tailors the vehicle systems for six types of surfaces, the air suspension raises the ride height to clear obstacles, and an active locking rear differential apportions power where it’s needed along the rear axle. The optional active anti-roll bars can also disconnect at the front for greater wheel travel to keep a tire on the ground in extreme off-road conditions. During that 2022 drive, I encountered vineyard dirt paths that tested the vehicle’s ability to climb and descend steep grades. The Terrain Response system worked with the hill-descent control, low-range gearing, and an off-road cruise control system to automate much of the work for me. A 20-degree hill climb was no problem. Similarly, hill-descent control did its job on a rather steep 34-degree downward slope. The Range Rover can handle much more off-roading than that, with the ability to crawl over rocks, plow through mud, surf over sand, and ford 35.9 inches of water. As part of its do-everything approach, the Range Rover also has 7,716 pounds of towing capacity. A Coddling Cabin Land Rover offers short- and long-wheelbase versions of the Range Rover. My tester was a short-wheelbase body style that coddles five passengers, but the long-wheelbase version increases carrying capacity to seven thanks to a third-row seat. Either version offers an airy feel, especially with the soft Perlino (cream color) Windsor leather of my tester. My tester’s Premium Interior Upgrade package extended the leather to more surfaces, too. Anywhere I touched offered a high-quality look and feel. Next-level comfort is built in. The front row has a power tilt/telescoping steering column and 20-way power seat adjustments to tailor a comfortable position for any body type. Comfort is aided by standard front-row heating and ventilation, a heated steering wheel, and heated rear seats with power recline. My tester went even further with the optional 24-way power front seats with massagers, as well as ventilated rear seats. The cabin tech is generally good, with one caveat. Land Rover provides a standard 13.7-inch digital instrument cluster and a 13.1-inch touchscreen for its Pivi Pro infotainment system. The touchscreen responds quickly to inputs and offers an abundance of controls. However, the touchscreen is used for almost all of the controls, even absorbing the climate settings. While the interface is relatively easy to learn, it requires delving into a few levels of screens to find some of the commands, which takes longer than simple buttons. If you want the best you’ll have to pay for it. The 2026 Land Rover Range Rover starts at $140,450 with the V8, $24,700 more than the base inline-six and $9,100 more than the plug-in hybrid version with its 21 miles of electric range. The options on my tester brought the total to just below $160,000. And that’s the base SE trim. The more luxurious Autobiography trim starts around $161,000, the SV around $221,000, and the SV Ultra line-topper will cost you more than a quarter million dollars. I see no reason to move up to the higher trims. The SE is as luxurious as anyone needs, and its on- and off-road prowess, towing capability, and ability to carry passengers in style and comfort help the Range Rover retain its title as the benchmark luxury SUV. View All Range Rovers for Sale Images: Jaguar Land Rover

By Michael Van Runkle – September 26, 2026

Review: 2026 Cadillac CT5 V Series Blackwing Precision Package

In many ways, Cadillac deserves heartfelt appreciation for allowing the CT5 V-Series Blackwing to survive this long with such a clear bloodline carrying over from a previous era of automotive technology. A massive supercharged V8 engine, zero hybrid or electric assist, four doors with a spacious rear seat, and even a six-speed manual gearbox all completely buck modern performance trends. The popularity of the Blackwing’s optional stick shift reveals how many sport sedan enthusiasts still exist, as over 62% of buyers choose the third pedal for rowing their own gears. Now, for 2026, Caddy adds a new Precision Package to the CT5-V Blackwing that ups the ante with reduced unsprung weight, sharper responses, and enhanced capabilities for longer sessions on track. I recently took a 700-mile road trip from Los Angeles to Laguna Seca and back in the pure-bred rear-wheel-drive variant, which can rip off burnouts well into third gear with the supercharger screaming and exhaust bellowing at full throttle. Though my trip sadly lacked any laps on California’s iconic racing circuit – I was there for a motorcycle track day – rest assured that the Blackwing with the Precision Package handles long-distance cruising, canyon carving, and life in traffic with equal aplomb, exactly as expected from the world’s greatest sport sedan. The new Precision Package specifically adds stiffer springs and a thicker front sway bar, as well as new steering knuckles and rear toe links to allow for a more aggressive alignment from the factory. But Cadillac went so far as to revise the suspension’s rubber bushing durometer, and then retuned the electronics for Magnetic Ride Control (or MagneRide) as well as the Blackwing’s many customizable drive modes to match the substantive hardware changes. And likely most critical: an upgrade from traditional cast-iron brakes to standard carbon-ceramics, which both shave weight and improve the prospects for longer track stints without suffering brake fade. My tester arrived in a slightly less than subtle configuration, with a light blue paint job Cadillac called “Drift Metallic” over a Jet Black interior and black 19-inch wheels. Unlike some lower-spec models in the lineup, especially the plasticky CT4, the CT5 comes with premium materials as expected of a classic Cadillac both inside and out: carbon fiber for the aero details that contrast nicely with the lightly flaked paint job, plus a healthy dose of the miracle material on the inside complemented by knurled metal trim, as well as a pleasing combination of physical switchgear beneath the expansive dash and gauge cluster touchscreen. As usual for any GM, most of the infotainment features snappy and crisp menus, including Apple CarPlay, not to mention the ability to easily play with the extensive drive modes available to unleash the Blackwing’s full potential. And first things first, before even hitting the road, I turned everything off and set out to torch those rear tires. At no point will 668 horsepower and 659 lb-ft of torque in such a luxurious, manual sedan ever get old. Pulling away from stoplights, I regularly chirped a tire in first gear even with traction control fully activated. Switching everything off just takes the beastly shove to another level, ripping through first and up into second gear almost immediately despite tall ratios, then kicking the tail out in third even at two-thirds throttle. The Precision Package equips Michelin’s dependable Pilot Sport 4 S tires on those optional 19-inch wheels – not too big but not too small – and at 4,123 pounds, the Blackwing also never seems slow even while feathering in throttle to keep the rear tires planted during hard acceleration. But only focusing on straightline speed – as much hilarity as those hard pulls always deliver – misses so much of what makes the Blackwing, and especially one with the Precision Package, such a uniquely enjoyable monster. As usual for GM once again, MagneRide nails the balance between stiff and cushy, with adjustable damper settings available via the center touchscreen. On better roads, I wound up preferring softer cushion with the steering in the middle setting for a bit less resistance when turning in, but then everything else turned up to the max. This provided more communication while hammering through transitions and allowed a bit more squat while launching out onto straights, which transferred more weight to the rear tires and helped to prevent too much tomfoolery given the brawny grunt available with even a mild flick of my right big toe. If there’s one main criticism to levy at the Blackwing, the 6.2-liter V8’s meager 6,500-rpm redline stands out as something of a disappointment. Such a low limit works in the CT5’s Escalade V big brother, for example, but space for another thousand revs on the tach might help to draw out a more raw edge from the lower and sleeker sibling. Luckily, almost unlimited low-end torque and a perfectly weighted shifter makes the act of climbing through the powerband and then flicking through gears an unmitigated joy. So many automakers still selling the increasingly rare species of manual cars tend to err on the side of lightweight and springy action, for both the shifter and clutch pedal, in the hopes that more customers will feel less intimidated by the mechanical nature of driving a more analog car. Not so here, as the short throws and perfect effort required to rack through the firm gates feel sturdy and solid, as befitting a prodigiously powerful sport sedan. By the time I reached Monterey, I wanted more than ever to hit Laguna’s infamously tricky Corkscrew and crest Turn 1 at full throttle before diving headlong through Turn 2 as sideways as possible. But of course, a 4,000-plus-pound four-door never belongs on track with two-wheelers, no matter how much I wanted to truly explore the Blackwing’s absolute limit with the new performance enhancements of the Precision Package. <- Gallery -> Whether the Precision Package truly makes sense for public roads wound up as something of a bigger question, especially for prospective buyers who may or may not plan on taking such an excellent daily driver out on the racetrack. The carbon-ceramic brakes never squealed when cold, in fairness, and will help prevent brake fade while hauling such a heavy vehicle around a track – but also do likely make up for a large percentage of the whopping $18,000 price for the entire option pack. As a counterpoint, carbon-ceramics do make sense for long-term ownership, since a good set can last for an order of magnitude longer than traditional iron rotors and pads. And yet still, in a four-door sport sedan with so much power, that also weighs so much, despite the excellence of MagneRide, the tighter suspension and retuned steering can almost border on too twitchy. Especially on rougher roads, the reduced mass at each corner and more aggressive alignment sacrifices just a bit of the luxurious cruiser character that makes a non-Precision Package Blackwing seem so planted and substantial. Unlocking that more aggressive personality seems worthwhile a fair amount of the time, and even with the uprated chassis, this Caddy never quite steps outside the magic window where comfort meets capability. But while hustling around LA or road tripping – at perfectly reasonable speeds, of course – on the long hours through California’s Central Valley, I occasionally found myself wanting a little less surface chatter transmitted through to the passenger compartment. I also averaged just over 20 miles per gallon over the course of the trip, though a slightly less exuberant exploration of every last horsepower and pound-foot may well return slightly improved fuel economy. Not that any other 668-horsepower vehicle will likely do much better, either, and certainly not with carbon-backed bucket seats keeping me swaddled both massaging and ventilating luxury through hot California summer. The carbon seats come as part of an $8,090 option package that includes custom quilting in the extensive semi-aniline leather. I need the ventilation and massaging but might skip out on the quilting. Similarly, Carbon Fiber 1 and Carbon Fiber 2 on the window sticker add $5,600 and $6,730, respectively, for the exposed weave on all the exterior goodies – I might pass on those and go with a more restrained gunmetal metallic, if only in the name of true sleeper status. All told, including the Precision Package, this Blackwing totaled up mightily above the $97,600 starting price to $140,840 as tested. Whether ticking every last box on the spec sheet or sticking with minimal options to get the most car for the money, any Blackwing seems worth snatching up before this generation of analog muscle finally says goodbye for good. Unless, that is, the next generation that Caddy already started teasing sticks with the same stellar recipe. Or even reintroduces the erstwhile station wagon variant, in the hopes of better taking the fight to Audi’s RS6 Avant and BMW’s M5 Touring competitors with a unique stick shift proposition that would entirely reset the terms of engagement. View All Cadillacs for Sale Images: Michael Van Runkle

By Michael Van Runkle – September 19, 2026

Review: Icon 4x4 Retro Chevy Truck Transformation

The entire restomod industry as we know it, from Singer Porsches to Eccentrica Lamborghinis, arguably traces back to a shop in Los Angeles known as Icon 4x4. Builder Jonathan Ward began restoring and modifying Toyota Land Cruisers in the 1990s, perfecting the process with an almost obsessive attention to detail before expanding to vintage Ford Broncos, Jeeps, and just about any classic car imaginable. Ward’s latest project blurs the line between the now-traditional restomod recipe and a brand-new vehicle, however. Dubbed the Chevrolet C Modern Retro Series, this line of trucks combined the style of a Chevy C10 or C20 from the 1960s, ’70s, and ’80s with the technology, reliability, and creature comforts of a brand-new Silverado 1500. Though other companies may have attempted similar efforts in the past, Icon’s compulsive perfectionism ramps up to an entirely different level, as I learned while spending a day with Ward learning about and driving the first completed build. “If you want to build something that’s fun when you’re in the mood for it, the traditional restomod is great,” Ward explained, right off the bat. “But when you have the opportunity to leverage hundreds of millions of dollars in heritage engineering and evolution from an OEM, it has its own unique challenges, but for truly a new car experience, this is a new way of building and frankly, the only way to go.” All of Chevrolet’s century-plus of knowledge goes into a modern Silverado, in this case a 1500-class chosen with the WT trim level. That means a 5.3-liter V8 rated for 355 horsepower and 383 lb-ft of torque paired to a 10-speed automatic transmission, with four-wheel-drive of course. But the modern trappings extend to ABS, towing hookups, wireless infotainment, and backup cameras, too. Somewhat luckily – or more accurately, due to engineering efficiencies – over the years and decades, half-ton and three-quarter-ton pickup frames remained almost the exact same size. Which means that the body of a C10 or C20 still drops onto the rails of a modern truck almost perfectly. Of course, actually integrating the entire vehicle smoothly is not a simple process, which is exactly where Ward’s own decades of experience comes into play. “I feel like the restomod space has become unhealthily crowded, because a lot of companies and a lot of capitalists saw margins and opportunities,” Ward said. “It's getting to the point that customers are losing faith because they don't know how to tell the properly structured, passion-based brands versus the opportunity-seeking brands. So I thought this was also an interesting way to skim the curd off the milk. Because this technically is so much more difficult to develop, it'll be much harder for those types of entities to follow us.” <- Gallery -> The truck I drove fits into Icon’s quintessential “Derelict” style, with a patinated finish inside and out versus the more spotless “Old School” series that more typically resembles the rest of the restomod industry. Ward bought the C10 as a whole truck from a man who owned it since the 1970s, so little unique touches trickle down from its true history, including the tie-downs that Icon kept on the bed walls. The mix of old and new stands out more after slipping behind the wheel. The thin steering wheel rim itself, usually so boatlike on old trucks, responds with perfect weight and precision – therein lies the Icon magic, since despite the resemblance to an old unit, Ward instead 3D-scanned and recreated the design with a slightly reduced diameter to match the modern steering system’s power assist. The job extended all the way to including a new collapsible center shank forward of the wheel and stalk to match modern safety standards despite the retro style. This C10 or Silverado (I never knew quite what to call the truck) requires no extended speech or instructions to just hop in and drive. And once underway, the smooth suspension with zero clunks or clattering over bumps and cracks in the road, no track bar thunks of older Broncos and Jeeps, and minimal body roll despite the 32-inch Toyo Open Country knobbies. Every detail reveals the build’s borderline incomprehensible completeness. As another example, Ward experimented with various mounting strategies and wound up selecting gel discs to mount the cab to the new frame, in an effort to reduce NVH (noise, vibration, and harshness) after performing some rust remediation in the rocker panels. Anywhere that Icon needed to swap on new parts, including those rockers, the shop then added patina to match the original truck’s aging aesthetic. But the stock reverse and taillights shone dimly compared to a new truck, which required a new circuit board and LED bulbs to match the rest of the new lighting – other than the headlights, which stick with trusty halogens and a glass lens to avoid the less tasteful blue tinge. I fiddled with Chevy’s onboard nav, CarPlay, and the backup camera, but not hitch assist. Ward also pointed out that the engine no longer features an electronic speed limiter nor cylinder deactivation, which customers should appreciate. He’s even debating a diesel option for the next-gen, but that depends more on Chevrolet’s decisions for the 2027 Silverado. “Really the biggest hurdle, that can’t be underestimated,” admitted Ward, “Is the electronics. To do it right, not with band-aids but with surgery, to keep everything truly interconnected and functioning without a ton of error codes and problems, that was an immense challenge.” Some of the details do stand out as slightly odd, or at least not quite up to the standards I typically expect from an Icon build. The cruise control buttons on the dash made managing the new steering stalk easier, but those who know Chevy will recognize a pad of buttons clearly cribbed off the more modern steering wheel itself. That’s the original position, though, behind the vintage-style faceplate, because style points never fit into the original WT trim’s design brief. Plus, even with extensive efforts to find perfect door and window seals, plus additional sound deadening throughout the cabin, the physical shape of the C10’s upright cab and mirrors means that a fair amount of wind rush begins to creep in above 55 miles per hour or so. If anything, the intrusion stands out all the more so precisely because everything else feels so modern, so sedate, so tranquil. We just cranked up the tunes via Bluetooth CarPlay and cruised down the highway happily. On the other hand, the C10/Silverado still includes plenty of the fun details Icon has become known for: the lizard motif on the hood, of course, but also an old gas cap retained not for filling up but instead for tucking the key in while out surfing or hiking. Under the hood, by contrast, everything looks sparkling and new – with Chevy QR codes so any dealer or shop can service the OEM parts. Only the wheel well liners took a bit of extra work to mate with the older bodywork and frame, as well as the windshield wiper reservoir that needed a different shape to fit within the revised bumper area. Part of the goal for a restomod based on a new truck also involves helping to cut costs, versus Icon’s typical investment in platforms including the more “typical” mandrel-bent Art Morrison chassis. This allows the Chevrolet C Modern Retro Series to start at $450,000 for a Derelict Series, or $500,000 for an Old School build. Those figures include the Silverado beneath the skin, but not the donor C10 or C20. Icon also plans to build a single “Omakase” version, a sort of chef’s choice for one lucky customer willing to hand over complete creative control on a truck completed to Ward’s undeniably unique vision. View All Chevrolet Trucks For Sale Images: Michael Van Runkle

By Kirk Bell – September 12, 2026

Review: 2026 Genesis G90

Driving the 2026 Genesis G90 3.5T E-SC Prestige Black AWD, I’m on the lookout for potholes. Not to avoid them, but to hit them and see if they can have any effect on cabin comfort. This thing is just unflappable, and over the course of a week in the South Korean brand’s flagship sedan, I simply can’t find a pothole that makes the car flinch. The culprit here is Genesis’s Preview-Electronic Control Suspension, which uses cameras to monitor the road ahead and adjusts the adaptive dampers before the car hits a rut or bump to best deal with that road imperfection. Even on big 21-inch wheels, the G90 irons out bumps with the best of them. It’s part of the luxurious tuning that puts the G90 in the ballpark of the luxury sedan leader, the Mercedes-Benz S-Class…but for less. Seeking out twisty roads isn’t quite as impressive as dealing with potholes. In addition to the adaptive dampers, Genesis sets the G90 on a four-corner, multi-chamber air suspension and outfits the E-SC models with standard rear-axle steering and staggered 245/40R21 front and 275/35R21 rear tires. At 207.7 inches long on a 125.2-inch wheelbase and weighing in at 5,150 pounds, the G90 is just too big to handle well, and, besides, that isn’t its mission. In the mold of the S-Class, the G90 prioritizes comfort over agility. There’s lean in corners, but it’s not excessive, and it tightens up a bit in the available Sport drive mode. The steering, while light, is fairly quick and stable on center. The rear-axle steering can turn the rear wheels up to four degrees opposite of the fronts at low speeds, reducing the turning radius by three feet and helping to maneuver the car into parking spaces. At higher speeds, the rears can turn with the fronts for better stability during lane changes or high-speed cornering. The E-SC models get larger brakes featuring 14.2-inch rotors all around with four-piston front and single-piston rear calipers. Like the rest of the car, braking is smooth and strong. Genesis lets drivers customize the braking with a Chauffeur mode that has three settings. The goal here is to brake smoothly to avoid disrupting passenger comfort, like a good chauffeur might by feathering the brake pedal. This mode just makes that easier. The smoothness extends to the powertrain. Every G90 gets a twin-turbocharged 3.5-liter V6. Genesis outfits the 3.5T E-SC models with what it calls an e-Supercharger, but it’s really just a 48-volt mild-hybrid starter-generator that can aid acceleration and add some power. Total system output it 429 horsepower and 405 pound-feet of torque compared to 375 hp and 391 lb-ft without the electric motor. Power flows to all four wheels through an eight-speed automatic transmission. The powertrain provides the smooth, easy power buyers expect in a flagship sedan. The engine purrs away in the background as the G90 pulls strongly from a stop to hit 60 mph in 5.1 seconds, according to Car and Driver testing. Shifts from the eight-speed automatic are nigh on imperceptible as well. The mild-hybrid system does little for fuel economy. In fact, it lowers the EPA figures from 18 mg city, 26 highway, 21 combined to 17/24/20 mpg. However, those numbers are easy to achieve in the real world. Over 130 miles of mixed driving with a quite a few highway miles, I averaged 22.2 mpg, according to the trip computer. As pleasant as the G90 is to drive, it’s a better place to spend time. Genesis pulls out all the stops to make occupants not just comfortable but also relaxed. It starts with doors that are damped, soft-closing, and can be closed remotely via buttons on the center console. The driver’s door even closes automatically when the driver gets in and puts their foot on the brake pedal. Generous sound deadening and active noise cancelation make the G90 bank-vault quiet on the road. The Prestige Black treatment is both stark and elegant. The Obsidian Black Monotone interior features soft, diamond-pattern semi-aniline leather upholstery and black Ash open-pore wood trim. Even the door handles, shifter, and infotainment dials, and climate controls are black. How much more black could this be? The answer is none, none more black. But comfort is king. The Prestige Black comes standard with an 18-way power-adjustable driver’s seat and a 16-way front passenger seat, both with power bolsters, heating, ventilation, and a massage function. There’s also a heated power tilt/telescoping steering wheel, three-zone automatic climate control, active noise cancellation, a fragrance dispenser, and what Genesis calls a Mood Curator. The Mood Curator offers four 10-, 15-, or 20-minute programs to help occupants unwind using the ambient lighting, audio system, fragrance, and seat massagers to create an invigorating or relaxing atmosphere. Between the quiet cabin, smooth ride, and high-quality materials, the G90’s interior is cosseting enough. These programs just provide excellent ways to take a time out. Of course, the G90 Prestige Black comes with a full tech suite as well. It includes a 12.3-inch digital instrument cluster, a 12.3-inch touchscreen, navigation, wireless Apple CarPlay and Android Auto, satellite radio, a wireless phone charger, and a rockin’ 23-speaker Bang & Olufsen audio system. The infotainment is quick to react and packed with features, but it’s easy to confuse the rotary shifter with the rotary infotainment controller. While I don’t get to sit back there except in the driveway, the rear seat is also very welcoming. It features power-adjustable reclining and massaging seats with heating and ventilation, as well a wireless phone charger, power rear and rear side sunshades, and a right-side footrest. While rear legroom is plentiful, the front passenger seat doesn’t move forward far enough for this seat to let passengers stretch out fully. The 2026 Genesis G90 3.5T E-SC Prestige Black AWD is offered in Vik Black or Uyuni White. No matter the color, the exterior also gets the black 21-inch wheels and a dark treatment for the headlamp bezels, exterior trim, and badges. It costs $105,750, including a $1,495 destination fee. That’s $2,250 more than the top 3.5T E-SC MHEV AWD model, but about $15,000 less than the base Mercedes-Benz S-Class. It may crest the six-figure threshold and not offer quite the cachet of the Mercedes-Benz S-Class, but the 2026 Genesis G90 3.5T E-SC Prestige Black AWD hits all the S-Class notes for less money while offering a sinister style of its own. If you can get behind the wheel of one, let me know if you find a pothole that disrupts its silky-smooth ride. View All Genesis for Sale Images: Genesis

By Michael Van Runkle – September 05, 2026

First Drive: 2026 Porsche Cayenne Turbo Electric

Over a decade ago, in 2013, Porsche stunned the world with the 918 Spyder’s spectacular performance specs. The years that have passed since that early hybrid hypercar have proved beyond a reasonable doubt how much electric power can entirely transform the concept of automotive power, and fittingly, any 918 Spyder still commands well into the seven-figure range from collectors today. And yet, for 2026, the Cayenne Turbo Electric – the largest Porsche in the lineup – can launch off the line quicker than that svelte 918 Spyder, with a potent 0-60 time of just 2.4 seconds despite giving up a full metric ton of mass disadvantage. All while comfortably hauling a family of five, with plenty of cargo storage and a starting price far below the top-spec “Mini-Lambo” Cayenne Turbo GT. Not to mention a surprising amount of off-road capability, too, as proven by the recent American media launch held in the high mountains around Aspen, Colorado. Such unbelievable performance comes courtesy of dual electric motors rated for peaks of 1,139 horsepower and 1,106 lb-ft of torque. Launch Control and Push-to-Pass unleash every last pony, but even making do with “just” 844 horsepower available the rest of the time, the Cayenne Turbo Electric can punch out the kind of rollercoaster acceleration that borders on legitimately painful. So much so that passengers tend to appreciate a warning to press skulls back on headrests for fear of whiplash while only making only modestly aggressive maneuvers. As befitting an Autobahn stormer, the Cayenne Turbo Electric can also manage a healthy amount of electric range, with an EPA rating of 298 miles – or as high as 303 miles when optioned with smaller wheels and range-focused tires. Porsche focused on life cycle durability for the Cayenne’s skateboard pack, with more efficient liquid cooling of the cells as well as improved serviceability. And driving around Aspen revealed that the EPA’s rating may well understate real-world capability, as the onboard gauge cluster showed 360 miles remaining with a full charge at the start of a day that included climbs over two separate 12,000-foot passes and plenty of romping around at full throttle. On any road, though, from the Autobahn to a graded section of gravel between Carbondale and the remote ski town of Crested Butte, the EV Cayenne drives so smoothly and quietly that the prospect of such brutal acceleration quickly fades out of mind. Porsche managed to keep a foot in the high-performance and luxurious camps simultaneously thanks to the recent development of Active Ride suspension, which does away with sway bars in favor of a hydraulic system that effectively pressurizes the shock dampers from above without any noticeable reduction in compliance or cushion. The resulting ride quality truly borders on mind-boggling, even on Colorado’s roughest paved roads and those gravel sections too. And yet while most cars that ride so smoothly typically struggle to corner with any sense of confidence, the Cayenne Turbo Electric can also carve up a tight canyon with the best sports cars on the planet. All despite weighing 5,860 pounds, or about 800 pounds more than a Turbo GT and 400 more than an E-Hybrid. Fingertipping the wheel while pushing hard provides excellent feedback from the electrically assisted steering, as Active Ride allows for a bit of body motion in a progressive and predictable fashion. Feather in some more juice, and the axles will push pull out of corners without breaking grip – even with traction and stability control turned down to the minimum setting allowed. Simply put, on switchbacks and long sweepers, the Cayenne Turbo Electric rides on rails, absolutely glued to the ground regardless of chunked-up asphalt or light afternoon drizzle while hustling up Independence Pass. As fun as ripping around at top speed with so much power on tap sounds, on the gravel portion, the sheer mechanical grip initially prevented some of the more hooligan behavior that low- traction environments typically encourage. The section of graded road extended much farther than expected, especially considering the optional Pirelli P-Zero R Elect summer tires equipped on this press car. Theoretically, such smooth rubber should only slip and slide more easily, and yet the torque vectoring between all four wheels prevented much in the way of drifting through rally-racing transitions sideways. Only by playing with more delicate steering inputs, while surprisingly switching out of Off-Road mode (which raises the chassis up to the maximum 9.6 inches of ground clearance) in favor of Sport mode, with the dampers set to Comfort to absorb washboards and ruts, can the Cayenne Turbo Electric manage any real arcs of oversteering joy. But doing so requires hitting speeds of up to 50, 60, or 70 miles an hour – which brings on real concerns about slashing a hole in the Pirellis. That speed never feels anywhere near as dangerous as expected, though, because again, Active Ride absolutely gobbles up the rougher surface without transmitting the expected jolts, bumps, and bangs into the passenger compartment. One of the typical “lightbulb” moments for every great Porsche arrives at the realization that all of a sudden, 80 miles an hour really feels more like 40. The serenity at speed in an early 911, or a mid-2000s Cayman, and now this enormous electric SUV proves exactly where Porsche’s engineering prowess hits a level no other mass-market automaker can reach. And never more so, perhaps, than with the refinement of the Cayenne Electric’s hydraulic suspension system – Active Ride in this application leaves the Rivian R1, Land Rover Defender Octa, and even Porsche’s own 911 Dakar well in the metaphorical (and literal) dust. The Cayenne Turbo Electric’s interior naturally matches that level of refinement, with a practical and convenient layout dominated by the massive central touchscreen arranged in a “waterfall” down from the dash to the center console. Crisp graphics in the configurable gauge cluster, plus a few physical knobs made of a pleasing knurled metal with a thoughtful palm pad below for steadying the hand, all make dipping into the many infotainment, climate, and drive modes fairly easy. <- Gallery -> Most criticisms for the new Cayenne will likely focus on those many modes and features, including the strictly electronic adjustment of the climate vents – a dangerous trend that needs nipping in the bud as soon as possible. Porsche also doesn’t allow full one-pedal driving in EVs, despite the Cayenne Turbo Electric’s programming that allows for a full 600 kilowatts blending between the friction brakes and the electric motor recuperation. And the second row probably offers slightly less space than expected – a large trunk and usable frunk hopefully make up for the lack of legroom. In comparison to the base-spec Cayenne Electric, good for 425 horsepower and 615 lb-ft, the main difference, other than infinite wellsprings of instantaneous torque, comes down to a lack of Active Ride. The base model cannot even come with that most important option, yet still accelerates just as quickly as any family hauler ever needs to, and turns into corners with an even lighter and twitchier nature. But that initial impression stems from unsettled air suspension rather than true weight savings, and the lack of quite the same raw edge shows up while skittering out wider than the Turbo once back under the power. Comfort mode in the air-suspension Cayenne Electric similarly lacks the unbelievable float on the other end of the spectrum, but should still lull kids in the back seat (or overtired journalists in the passenger seat) to sleep quite well. Still, in the end, Active Ride likely becomes the number one option to select while speccing up a new Cayenne Electric. Resisting the Turbo’s unrelenting acceleration, which can scare friends pulling away from stoplights or bring up daydreams of high-speed Autobahn passes, a Cayenne S Electric with 657 horsepower might hit the sweet spot at $126,300 to start. Other than tacking on Active Ride, the Variable Light Control electrochromatic roof [$3,460] to prevent the sun from heating up the cabin – and then requiring precious electrons for the climate system – stands out as mandatory. And every Cayenne Electric order should include prep for the wireless inductive charging mat that will arrive in the US late this year or early in 2027 (expect to spend around $10,000 for the full setup, installed). The idea of never needing to plug in an EV again sounded especially appealing while stopped to charge at a remote station in Buena Vista that lacked the ability to max out the NACS port. Similarly, selecting the optional 20-inch wheels on the S can bump the EPA’s range rating up to 325 miles, while allowing more tire sidewall to work in concert with Active Ride and make daily driving all the more comfortable – if that’s even possible. And as a closing thought, while returning the Cayenne Electric to Aspen after such an impressive performance on gravel and through Colorado’s typical summer rainstorms, the dual motors, advanced suspension, and impressive traction should work shockingly well once the wintry weather of ski season arrives, too. View All Porsche Cayennes for Sale Images: Michael Van Runkle

By Basem Wasef – August 31, 2026

First Drive: Bentley Supersports

Bentley wants you to believe that the new Supersports is a direct descendant of the 1925 hot rod of the same name. The new model bowed 100 years after the O.G. Super Sports was the first Bentley to break 100 mph, a lineage that makes for a tidy storyline. But the connection gets tenuous, particularly since Bentley motorcars following the brand’s 1998 acquisition by the Volkswagen Group tended to be heavy, stately grand tourers. The Supersports name was resuscitated in 2009 and again in 2017. But a serious shakeup occurred when Frank-Steffen Walliser joined Bentley’s C-suite in 2024. The former Porsche guru envisioned a more driver-focused Bentley, one perhaps closer in spirit to the Motorsports programs he spearheaded or the 918 Spyder hypercar he shepherded. Transforming the already potent Continental GT into an entirely different kind of beast required extreme measures. Removing the hybrid system and enlarging turbos was the first step, lending the powertrain a lighter, more purist-pleasing linearity. Next, the rear seats and all-wheel drive system were ditched for a two-seater rear-drive setup, contributing to a remarkable weight loss of 1,000 pounds. Carbon fiber trim parts visually drive home the lightweighting message, with functional benefits including 661 more pounds of downforce than the Continental Speed. Supersports also benefits from the largest production brakes in the world: massive 440mm carbon-silicon-carbide front stoppers clamped by 10-piston calipers. With only two examples in existence outside of Crewe, duPont REGISTRY was invited to an exclusive first drive at WeatherTech Raceway Laguna Seca. Our testers were finished in two striking liveries: a side-to-side paint fade that transitions from red to black, and an anthracite finish with camel and bronze accents. With Bentley flack Jonathan Smedley in the (left) passenger seat, I set out to explore the Supersports’ limits on Laguna’s glorious 2.238-mile series of kinks, sweepers, and the 5 ½-story drop that makes the infamous Corkscrew. At idle, Supersports makes a pleasant burble thanks to its cross-plane crankshaft and titanium Akrapovič exhaust system. Unlike the exterior’s extroverted splitter, vents, and fixed one-piece rear spoiler, the cabin flies a bit more under the radar. Unlike the first generation Supersports which boasted available carbon fiber bucket seats from the Bugatti Veyron, the new model’s lightweight perches are more terrestrial – comfortable and supportive, but not exotic. Standard carbon veneers bring a sense of purposefulness, while Dinamica accents on seating surfaces assist backside grip while exploring the hardest cornering roadgoing Bentley in history: the wide-sitting flying B pulls a 1.3 lateral Gs when riding on optional Pirelli Trofeo RS tires. There’s still a bit of poshness within the cabin, from leather-trimmed surfaces to 22 available hide colors and nine accent hides. Over your shoulder, the carbon-lined rear compartment offers a glimpse of square-cornered modernity against the otherwise organically formed interior features. Click the faceted mode selector into Sport and the leather-wrapped shifter into Drive, and the Supersports responds to throttle squeezes with guttural grunt. While not as overtly loud as you might expect, the soundscape is deep and refined in the spirit of past Supersports generations. Though the Supersports can accelerate to 62 mph in 3.6 seconds, the Speed model’s all-wheel drive and superior output of 771 hp can launch it to highway speeds quicker. However, Supersports’ advantages come with its predictable power delivery and cornering skills: stab the left pedal and the 2-ton coupé decelerates like no other Bentley with a license plate. Speed is scrubbed off by the carbon-silicon-carbide binders so effectively that it requires recalibrating your braking entry points. The relative width of Laguna Seca’s corners encourage more creativity in terms of vehicle placement, and Jonathan Smedley suggests coming into the throttle a little bit early in order to let the electronic rear differential do its magic, helping the vehicle rotate through strategic torque distribution. Supersports turns into corners responsively, thanks in part to the e-diff’s brake vectoring and the thousand-pound weight savings. The sticky Pirelli Trofeo RSs at all fours deliver significant grip, and the retuned Dynamic Ride suspension’s 48-volt active anti-roll system gives this Bentley good body control feel and flat cornering. The system can apply over 950 lb-ft of torque to the roll bars to counter the body’s desire to list, helping the Supersports feel even lighter than its already slimmed-down mass. Aiding stability is a four-wheel steering system that turns the rear wheels in phase with the fronts. Unlike all-wheel-drive Continental GTs, Supersports doesn’t tend to claw its way out of corners through sophisticated torque distribution across all fours; instead it takes a more conventional approach along with a bit of driver trust that the e-diff will help it out of the corner. But there’s a fine line; dump too much throttle on, and the rear will slide. Exit a corner too gingerly, and precious speed is lost. Our handlers didn’t allow journalists to switch into Dynamic Handling mode, which would have loosened the reins on the electronic stability control and sent more wheelspinning power to the rear wheels. As such, I could feel the electronic differential helping rotate the car and lay power down to the wheels, but my ability to shoot out of corners aggressively was hampered by the system at lower speeds. This effect was especially pronounced on turn 11, a tight, slow left-hander that leads onto the main straight. Though the Supersports is capable of tail slides at various spots on the circuit – an endearing capability that speaks to its lusty heart – being locked out of full power at low speeds when Dynamic Mode is engaged curtails the fun a bit too much. I can only assume the uncorked setting would be a riotous (and quicker) way to get around a racetrack. Despite the safety police putting a bit of a damper on the high-speed antics in an effort to preserve the only two examples outside of the factory, Supersports still managed to thrill with its immense braking capabilities, quick direction changes, and engaging thrust that makes solid work of one of the world’s most iconic racetracks. While a track-capable Bentley isn’t for everyone, Supersports scratches a performance itch that has the power to bring a whole new type of buyer to the brand. And as Bentley brass have hinted, there will be more hardcore spinoffs that will arise from the Supersports formula, enough to perhaps tempt the 500 customers who have sold out the model into adding another raucous Bentley to the fleet. View All Bentleys For Sale IMAGES COURTESY OF BENTLEY

By Basem Wasef – August 29, 2026

First Drive: 2027 Maserati Range

Italy’s blustery northern breezes are the stuff of legend. The weather feature is evocative enough to have inspired Maserati’s Bora model name back in the 1970s, not to mention enough local folklore to fill a storybook. Winds of change have become a leitmotif for the hundred-year-old Italian brand’s scrappy beginnings, sweeping motorsports successes, and mercurial road car fortunes. The origin story is so epic it inspired an upcoming feature film starring Al Pacino, Anthony Hopkins, and Jessica Alba. Though loaded with lore, Maserati has struggled of late in the fight for luxury car supremacy, flapping like a rag in those proverbial gusts. There’s no better time than now, and no place more fitting than windy Trieste, to sample Maserati’s newly updated GranTurismo ($154,090), GranCabrio ($158,000) and Grecale ($78,250, below). “The expression of Maserati is the manifestation of a multisensory experience,” marketing boss Cristiano Fiorio explained ahead of the drive. The woo-woo statement is, in fact, on the nose, pun intended: the brand has long been focused more on a circle of intangibles – engine sounds, leather smells, the lilt of a fender, than left-brain considerations like engineering or residual value. Why compromise those qualities now? Design, of course, is one of the brand’s core values. But design head Klaus Busse says Maserati’s curvy forms have much more function than you might think. “Our proportions are created by performance,” he explains. “The reason the MC20 has no wing is because the car itself is a wing.” That said, a bit of modernity has indeed infused the new 2027 model lineup, its facelift introducing cleaner surfaces and more purposeful sheet metal. Climbing inside the latest GranTurismo reveals Maserati’s familiar leather smell, though traditionalists will notice the digital gauge cluster, new push-button PRND shift buttons, and stacked 12.3-inch central touchscreens, which dedicate a lower screen to HVAC controls. Busse describes a “balance of opposites” that necessitates the screen functionality. “We need screens; otherwise you’d have a 747 cockpit with all the [button] functions.” Fair enough. There’s also a new centrally positioned clock display with customizable content (including a compass, below) and an horologically-inspired, polished aluminum-edged bezel. Under the hood, the 3.0-liter Nettuno twin-turbo V6 gets improvements in top Trofeo trim, yielding 582 horsepower (40 more than before) and 479 lb-ft of torque, while the next level down makes 483 hp. The Grecale Trofeo ($115,830) packs 523 hp and can run 0 to 60 mph in 3.6 seconds; the next rung down is a 385 hp V6 found in the Base and Modena models. There’s a bit of a tradeoff here. The turbocharged V6s, which were introduced for the 2024 model year, were lighter and torquier than the naturally aspirated V8s they replaced. However, they lacked the crispness and haunting exhaust notes of the V8s. They also lost a piece of history, as the V8 engine block was sourced from their Ferrari neighbors, which is never a bad thing. On the positive side, production of GranTurismo and GranCabrio has moved from Turin to Modena, returning to the spiritual heart of the brand. And speaking of spirit, there’s a lot to like when it comes to miles spent piloting the GranTurismo. We headed out from Trieste and quickly crossed into idyllic Slovakia, where the mountain roads call like a siren song to Odysseus. The GranTurismo won’t win a drag race with a Ferrari or a handling challenge with a Porsche, but holds its own with an engaging grasp of the road and enough power to launch it to 60 mph in only 3.6 seconds. Need even more grunt? Maserati’s Folgore, the fully electric version of the GranCabrio, does the deed in a scant 2.7 seconds. The Grecale Trofeo’s leather-lined cabin is more of an outlier in its class than the cushy GranTurismo is in its; don’t even think about comparing the Porsche Macan or BMW X4’s Teutonicness against Maserati’s dolce vita. There’s also a surprising amount of waftiness to Grecale’s driving demeanor, a light sportiness and graceful suspension damping that makes it a pleasure to push through these hairpin corners. While I fully expected to enjoy driving the GranTurismo – just look at it! – the Grecale Trofeo turned out to be the dark horse, delivering a sporty surprise and delight despite its utilitarian five-passenger layout. While the Trofeo’s most aggressive suspension settings might be a bit stiff for some, the more approachable versions deliver a well-rounded balance between compliance and crispness that make them eminently livable. The next morning I’m treated to a taste of an outlier in the Maserati lineup: the $313,995 GT2 Stradale, a race-inspired, limited production take on the MC20 (and its relatively recently refreshed successor, MCPura). The scissor-doored, carbon chassis two-seater is a 201-mph love letter to racing, and mine was finished in a stunning matte metallic bronze hue as a demonstration of what can be accomplished with Maserati’s Fuoriserie customization program. The recently introduced atelier offers bespoke paint colors, unique trims, and the sorts of personalized details that elevate a manufacturer beyond the realm of standard-issue luxury. Sure, the GT2 Stradale was buttoned-down and seriously quick, but what distinguished it was its panache. Whereas the GranTurismo and Grecale are able to slip into traffic and blend, there is no hiding the GT2. It pops, it slaps, it bangs, which has long been Maserati’s secret weapon for those seeking a dash of flash. The Italian challenger brand will never compete with the big boys when it comes to outright engineering. And they’re pushing for technology to trickle down from racing, as they compete in GT2 and debut their new GT4 efforts over the summer in Goodwood. But Maserati’s most ardent selling point is as emotionally unexpected as inscrutable as a wind that blows suddenly and strongly across an Adriatic city. The force is a definitively Italian one, a vibe so specific it took a non-Italian – Klause Busse, a German – to describe it so astutely. “The Italians,” he said, “are on the right side of arrogance. There are other countries on the wrong side of arrogance. But Italy? They’re just cool.” View All Maseratis for Sale IMAGES BY MASERATI S.P.A & BASEM WASEF

By Michael Van Runkle – August 22, 2026

Ice Drifting Rally Porsches with Kalmar Automotive Adventures

After visiting McLaren’s ice driving school in Ivalo, Finland, this winter, the opportunity to continue sliding around sideways in vintage Porsches built by Danish firm Kalmar Automotive proved far too tempting to pass up. Kalmar holds a similar winter experience dubbed the Spirit of Speed in central Finland, near the Levi ski resort – and though both programs cater lavishly with cozy lodges, wood-fired saunas, and spectacular cuisine, the driving and coaching are nonetheless just about as different as a brand-new mid-engined McLaren and a rear-engined air-cooled Porsche. In summer, Kalmar pivots from winter experiences to a calendar full of off-road rallies all across the planet. Founder Jan Kalmar calls these trips “Beyond Adventure” and plans each itinerary to live up to the slogan “We start where others stop.” Kalmar’s team transforms a range of Porsches into rugged safari builds that can handle extreme abuse, from early air-cooled classics to modern Cayenne SUVs, and more recently branched into the restomod world, as well. Nearly the entire lineup of Kalmar creations awaited me in Finland, where I learned firsthand just how seriously both Jan Kalmar and his eponymous company take the instruction at Spirit of Speed. My coach for most of the day, professional TV and film precision driver Joe Hopkins, started me off in a lifted 964-generation 911, keeping a close eye on my technique as I adjusted to Porsche’s famous rear-end weight distribution while trying to hustle through a coned-off slalom course, then a drifting donut. Most critically, I needed to find confidence not only in my own driver inputs, but also in the set of skinny, studded Michelin tires equipped with tungsten tips, a true WRC spec setup that only Kalmar offers among any driving school in the world. Soon enough, I stepped up to a more powerful 993-generation coupe, still manual and rear-wheel-drive but with the next evolution of the 911’s rear suspension. This larger car with more power might have driven faster and smoother on the surprisingly wavy frozen lake, but I suspect the 964’s simpler setup benefited more from the skinny tires precisely because the 993 adds a fair amount of weight as well. On a longer circuit, I started hitting higher speeds that almost caught me out approaching tighter corners, where the risk of beaching into the snow drifts increased with each lap. I then swapped into a mid-engine Cayman, an all-wheel-drive 997, and finally, into quite possibly the best single car I’ve ever driven: what Kalmar calls the 7-97 Evo. Once again based on a 964, this customer-owned creation goes more than a few steps further than the company’s entry-level rally build. Hanging off the rear end, an RSR-spec 4.1-liter flat- six pumps out 375 horsepower through an uprated six-speed manual transmission and a Numeric shifter kit. The suspension lift included deleting the sway bars in favor of a six-axis hydraulic roll control system – somewhat similar to a McLaren, actually – and the whole body sheds weight while beefing up with aluminum underbody protection and aramid (Kevlar) panels. Inside, a hydraulic handbrake and that Numeric shifter on the center console hint at the Evo’s capabilities, as does a central tachometer with a Danish flag indicating the screaming redline. All in, Kalmar spent years developing this car, and Hopkins cautioned me to take my first few laps a little easy. But soon enough, I fell into a spectacular flow state, ripping the Evo up through gears and holding wider drifts than ever, as the chassis rollicked and rolled around the frozen lake without missing a beat. By riding high and allowing impeccable transfer of weight onto each tire, the Evo communicates a crystal clear picture of available grip through both the steering wheel and the driver seat. So much so, in fact, that I even found myself subconsciously shifting my hips around, trying to use my own body weight to initiate oversteer going into corners. Smitten, I kept ripping through quicker and quicker laps, fully unleashing that rasping and screaming 4.1-liter engine at full cry until at last, we stopped for a quick lunch break of piping hot Nordic stew and a steaming mug of coffee. “You only learn and you only find the limit by exceeding it,” Jan Kalmar explained from across the table. “From time to time, we exceed the limits… We have nice food, we sleep nice, but its the driving that counts.” Back out into the crisp wintry air, Hopkins then led me onto a more technical rallycross circuit, full of dips and dives, higher snow banks, and even more blind corners. He specifically wanted me to find, and exceed, my own limits (this time back in the “base” 964). Sure enough, I lost control more than a few times and plowed high into the fluffy stuff—but never so badly that I needed a tow out from either a Cayenne or a tractor. We spent the rest of the day switching up the cars and courses any time I started to feel comfortable, precisely because Kalmar and Hopkins wanted to keep me in full mental overload at all times. By the end of the day, having driven no fewer than five spectacular Porsches on every track across Kalmar’s expansive facility, that regular changeups left me confident enough to climb into any of the cars and find my edge immediately. No matter the traction level, terrain, or the trees I desperately wanted to avoid, the same skillset transfers over: throttle input, weight transfer, and slow hands as I grew to trust those WRC tires more and more with each passing minute. Hopkins then put me on the stopwatch to rank my pace on an out-and-back course that every Spirit of Speed student must complete. Though I fell just short of setting a new lap record on my third try, the fact I came even close in the 964 – the slowest car on site – showed just how well the instruction can level up any driver, regardless of prior experience. The Evo, in particular, perfectly typifies Kalmar’s teaching methods and lifestyle. No Kalmar build deserves to live as a garage queen; instead, these cars are purposefully engineered to take a beating, and many proudly bear the scars of battle in the form of scratches, dings, dents, and bent bull bars. I learned more in that single day of rip-roaring fun than at any driving school previously, but the idea of joining a full Kalmar “Beyond Adventure” trip also sounds utterly intoxicating. Each itinerary includes a spectacular location, from Australia to the Himalayas, Namibia and Morocco in Africa, Patagonia in South America, or even a closely curated route through unknown peaks and valleys in the European Alps. Personally, the Lima to Ushuaia route from the Pacific Ocean, across the jagged Andes mountains, and then out onto the expansive flat desert brings to mind the biggest daydreams. <- Gallery -> Kalmar runs each of these trips regulation rally style, to build camaraderie among clients through the fire of competition – in similar fashion to my timed runs at Spirit of Speed. Africa or Australia might seem so distant from within a cozy lodge in frigid Finland, but the same ethos of experiencing all the world has to offer, getting far beyond the comfort zone to learn more about oneself, other cultures, the cars, and crew. Every route traverses stunning nature, then days end at the finest lodging available, typically bought out exclusively for attendees. If the locale is too remote, Kalmar then builds a full camp—overlooking the Pacific Ocean or empty dunes as far as the eye can see. “It is extremely simple, what we are doing, but quite difficult to execute,” Jan Kalmar told me. “We’re always very off the beaten track, and we have few rules, but we follow them. We always stay in the best available accommodation. The customers who travel with us never question where they're going to sleep. It's our place. We can feel home, and 90% of the time we only stay there one night. My philosophy has always been to never backtrack. I don't like to go up and back down the same road, ever.” Cars do get stuck and break on Kalmar trips, whether by accident or simply from wear and tear over thousands of miles of hard driving. A team of support vehicles and mechanics join the convoy, on hand to hook up tow ropes, replace axles, or even fully rebuild engines if necessary. Kalmar also offers a Safari trip to Mount Etjo Safari Lodge in Namibia’s Okonjati Game Reserve with a dedicated educational conservation focus rather than catering strictly to automotive expeditions. I wrapped up my time in Finland with a session in the sauna, winding down my adrenaline rush after a dinner cooked by local chef Sirly Ylläsjärvi, an exquisite meal cooked family style in our private villa. Falling into the deep sleep of a silent, snowy winter night, I only wished that instead of heading home the next morning, I might spend another day sliding around sideways in the 7-97 Evo. And dreaming of how such a spectacular lifted Porsche crests a sand dune, crosses a flooding stream, or summits a precipitous mountaintop. Everything I learned on the ice revealed the level of preparation necessary for a Kalmar Beyond Adventure drive, where the cars and drivers alike need to be ready for absolutely anything at any time. View All Porsches for Sale Images: Michael Van Runkle, Kalmar Automotive

By Kirk Bell – August 08, 2026

Review: 2026 Mercedes-AMG E 53 Hybrid

I’ve had enough of this: For the first 40 or so miles in the 2026 Mercedes-AMG E 53 Hybrid wagon, I only know it as a 161-horsepower electric car. Yeah, it looks cool with its wide-and- wider tires, low stance, and oh-so-cool wagon body style (IYKYK), but the engine hasn’t even started, so I haven’t experienced any excitement yet. This is an AMG model, which means strong power is just the twitch of a right foot away. The new E 53 Hybrid is actually a plug-in hybrid. It combines a turbocharged 3.0-liter inline-six-cylinder engine that makes 443 hp and 413 pound-feet of torque with an electric motor that adds not only 161 hp but also 354 lb-ft. Total output is 577 hp and 553 lb-ft, and the horsepower can rise to 604 with the optional Race Start launch control feature. A 21.2-kWh (usable) battery provides 41 miles of electric driving range. I switch out of the default Electric mode to Sport+ and the inline-six wakes up to provide robust thrust. The electric motor erases any chance of turbo lag, and the 0-60 mph sprint takes 4.0 seconds, according to Mercedes, and drops to 3.8 seconds with Race Start. Out on a country road, I give Race Start a try. It’s easy to use: Come to a stop in Sport or Sport+ mode, step hard on the brake and then the gas, make sure the system is engaged in the instrument cluster, then let off the gas. The revs bounce off the rev limiter, the wrap-around ambient lighting flashes, the standard 4Matic+ all-wheel-drive system apportions power front and rear, the Michelin Pilot Sport 4 S tires hook up, and the E 53 launches hard as the nine- speed automatic transmission fires through gears with quick, positive shifts. From there, the inline-six builds power consistently, building to a standard top speed of 155 mph that rises to 174 mph with the optional AMG Dynamic Plus package. The engine also emits a smooth, deep “whoom” that’s just shy of a V8’s growl in terms of aural pleasure. Searching for twisty roads, I switch back to Electric mode. On electricity, the E 53 has modest but useful power. The 161 hp isn’t much, but the 354 lb-ft of torque means that E 53 can accelerate in city and freeway traffic and make passes without ever turning on the engine. If you charge the battery regularly, you could drive this way most of the time. Only a full jab of the throttle or exceeding 87 mph will start the engine. The E 53 Hybrid is EPA-rated at 52 MPGe city, 64 highway, and 56 combined. When the battery is depleted, it gets 22 mpg combined, and the hybrid system still adds power as Mercedes builds in a buffer; the battery has a total of 28.6 kW of capacity. I end up getting 30.6 mpg over 133 miles of mixed driving, using the battery 46 percent of the time. The E 53 Hybrid can DC fast charge at up to 60 kW, which will fill it from 10-80 percent in 20 minutes. A 9.6-kW on-board charger charges it from 10-100 percent in 2.75 hours on a 240-volt home charger. A jaunt through the twisties reveals that ride and handling are a mixed bag. Adaptive dampers and rear-axle steering come standard. The ride is firm even with the dampers in their Comfort mode, but it never gets too harsh even with the dampers in their Sport+ setting. In general, the E 53 handles well, with quick, direct, well-weighted steering, a fairly flat attitude in corners, and a neutral balance mid-corner. The rear-axle steering can turn up to 2.5 degrees opposite of the fronts for greater maneuverability in parking lots and with the fronts to improve cornering stability at higher speeds. The downside to the hybrid system is weight, as it is with the E 53’s BMW M5 wagon and Audi RS 6 Avant competitors. The Mercedes weighs 5,401 pounds, right in the ballpark with those rivals. That means it will be prone to understeer when pushed hard into a corner and its brakes will likely overheat after multiple hard braking events. The $3,150 AMG Dynamic Plus package enhances performance with Race Start, larger brakes, dynamic engine mounts that firm up the structure for sharper handling, and an electronic limited-slip rear differential that puts the power down more effectively mid-corner and when exiting corners. The E 53 Hybrid wagon’s cabin gives it an advantage over sport sedans because it can carry cargo like a crossover SUV. It has a modest 13.1 cubic feet of space behind the rear seat, but that opens up to 59.2 cubic feet with the second-row seats folded flat more than a Mercedes- Benz GLC. Up front, the standard black synthetic leather and synthetic suede sport seats are comfortable and supportive. They can be replaced with nappa leather, multi-contour seats with massage, and more aggressively bolstered AMG Performance seats. The center console is skinned with black ash wood, and buyers can also choose from three more woods, silver-metallic fabric, and carbon-fiber trims. The most notable element of the cabin, however, is the abundance of screens. A 12.3-inch digital instrument cluster and a 14.4-inch infotainment touchscreen come standard. The instrument cluster offers several design themes, as well as a bounty of information chosen by the driver. For $995, buyers can choose a 3D look that gives it the appeal of a layered precision Watch. The touchscreen is powered by the third generation of the brand’s MBUX software that combines simplicity with ease of use. Large icons open a variety of functions quickly, including apps for audio and video entertainment, a calendar, and a browser. My only complaint is the lack of a volume knob, as Mercedes provides sliders instead. An optional front passenger screen turns the dash into the Superscreen. This screen offers all of the same icons as the center screen so the rider can control the interior environment. The E 53 Hybrid wagon sits at the top of the E-Class lineup, at least until an E 63 model arrives. It starts at $94,600, including the $1,250 destination fee. My test car comes in at a cool $111,540 thanks to such options as the Dynamic Plus package, 21-inch forged alloy wheels, the 3D instrument cluster, the Superscreen, a Driver Assistance package with a spate of additional active safety features, and the Pinnacle trim that adds tech upgrades and creature comforts. Mercedes-AMG E 53 Hybrid wagon is a versatile vehicle. It’s good-looking, spacious, engaging to drive, and it can be efficient or powerful. Buyers can take advantage of electric driving regularly, but the real fun starts when the engine starts. View All Mercedes-Benz for Sale Images: Mercedes-Benz

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