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

The top image shows a Rivian Gen 2 R1S SUV driving through water, while the bottom image features an R1T Quad-Motor pickup truck kicking up sand on a dirt road.

By Michael Van Runkle – July 08, 2025

2026 Rivian Gen 2 R1S & R1T Quad-Motor Review: Sleeper Su...

Instantaneously available electric power allows Rivian’s new Gen 2 Quad-Motor pickup truck and SUV to rip off 0-60 times just as fast, if not faster, than many seven-figure supercars. Those four motors, one powering each wheel, combine for total ratings of 1,025 horsepower and even more importantly, an absurd 1,198 pound-feet of torque – good enough for a claimed 0-60 mph time of just 2.5 seconds for the R1T and 2.6 seconds for the R1S. Plus, each Gen 2 Quad can now manage up to 400 miles of all-electric range in an updated Conserve mode that prioritizes efficiency rather than all-out performance. Rivian achieved these mind-boggling stats by significantly working over the Gen 2, and then taking advantage of every last improvement for the flagship Quad-Motor variants. Neither looks particularly different from the outside, but beneath the skin lurks new motors, a new front inverter, and reduced electrical complexity that cuts out 10 fewer ECUs, while the remaining seven run far quicker processing speeds than on the Gen 1. In addition to the on-road performance, Gen 2 also enhances the Quad’s off-road capability, for the adventurous lifestyle that makes up much of the Rivian appeal. Two new nifty features, RAD Tuner and Kick Turn, allow for quite possibly the most discretely complex set of adjustable performance parameters on any car ever, plus the ability to crank through tight turns or drifts on the fly. To show off the revived Quad’s insane power, off-roading prowess, and improved tech integration, Rivian recently invited me to join select media for a long drive day, on and off-road, around Lake Tahoe in Northern California. A Day of Adventure in the New Rivians For Gen 2, Rivian purposefully limited the R1S and R1T’s stylistic changes. The SUV and pickup profile therefore look quite familiar, though the Launch Edition spec brings back the popular Launch Green paint job, while every Quad receives blue brake calipers and subtle blue badging surrounds. Rivian’s hilarious cartoon character nicknamed “Gear Guard” dots the body panels, too, which might be the easiest way to tell a Quad apart from lower-spec models. Otherwise, the clever storage solutions, big central touchscreen, three rows for the R1S, and a surprisingly usable pickup bed for the R1T carry over. But my main goal for the Tahoe program? Figuring out whether the new Quads improve on some of Gen 1’s main flaws: namely, the suspension and steering calibrations. Early in the morning, running along the lake’s west coast, I immediately started fiddling with RAD Tuner, hoping to figure out a way to program out some of my least favorite driving dynamics. First impressions revealed perhaps a slight positive improvement even before I started digging into menu options, admittedly. The R1S Quad I started the day in weighs around 6,800 pounds, but received new suspension tuning to handle such massive torque gains and improved grip for a new set of Michelin Pilot Sport S 5 summer tires. This helped to reduce some of the suspension clunks that I discovered in previous Rivians, but the steering wheel still displayed odd shuddering and vibrations. The steering and suspension need to work hard to manage so much weight – not to mention the 7,000-pound R1T Quad – but I did manage to ameliorate some of the woes through RAD Tuner by setting the steering assist to Standard, the ride height to Low, the shock damping to 40%, and the roll stiffness to Soft. Here, combining the plushest ride with a rear-biased torque split of 70:30 and full regenerative braking, seemed to keep the Rivian’s weight in a happy place. But when I then stiffened everything up into Sport mode and started ripping up the winding road toward Donner Pass, the sheer acceleration and handling also effectively masked much of that mass. Without exaggeration, I managed a 3.15-second sprint to 60 mph using launch control, even while going up a slight incline on the straightest section of road I could find. And that was without prepping the tires at all, just by switching on Launch Control then stepping on the brake pedal, pushing the accelerator to the floor, and stepping off the brake. Exploring Tech on the Trails I made sure to push my head back into the headrest to avoid whiplash, since the Quad puts out enough punch to quite literally take my breath away. Some supercars and EVs might manage slightly quicker times – the Rimac Nevera and Lucid Air Sapphire come to mind – but it’s hard to match the unbelievable sensation of something so big accelerating so quickly. And nothing, bar none, in a similar performance class can come anywhere near the off-road capability of a Rivian. At the top of Donner Pass, I swapped into a new R1S Quad Motor equipped with smaller off-road wheels that mimic a classic Method Rally Series design and come shod in Pirelli all-terrain tires. A group of spotters directed our caravan over some rocks, coaching us along as we climbed little obstacles, powered up steep inclines, and negotiated a few technical cross-axle balancing situations. The Rivians all got the job done, but I spent most of the time simply watching the spotters’ directions, rather than taking advantage of the 11 onboard cameras. I also turned off Hill Hold mode after a few minutes to let me left-foot brake while improving throttle response, since I kept easily spinning the tires with all that unbelievable torque available so quickly. Then, we ventured over to a wide open dirt pad to test Kick Turn, the coolest new addition to the Gen 2 other than RAD Tuner. Kick Turn will only come on the Quad, because the system uses all four motors simultaneously to spin one side’s two wheels forward and the other two in reverse. It’s easy to turn on, with a little graphic of Gear Guard doing a jump kick on the center touchscreen. Then, actually using Kick Turn takes a moment of mental adjustment, since turning no longer requires actually turning the steering wheel. Instead, either at speeds up to 15 mph, holding both buttons on the steering wheel in either direction prompts one side’s motors to spin in reverse. Think of the Mercedes-Benz G580 with EQ Technology, which features a similar “Tank Turn” function. Rivian’s Kick Turn can do the same thing while stopped, but is much more useful in the real world to either turn the Quad into a legit trail-runner by slinging around tight switchbacks, or a legitimate drift machine by starting a rotation then pushing out with more throttle and a bit of countersteering. Rivian Gen 2 Quad Motor: Conclusions As impressive as the power and tech of the new Quad seemed throughout such variable conditions in Tahoe, Rivian clearly makes tradeoffs to cover as wide a range of potential use cases as possible. In direct competition, for example, the Rivian can’t stack up to the dual-motor Lucid Gravity Grand Touring’s nimble handling nor its far more engaging steering and suspension (by a long shot). Now imagine the Gravity’s inevitable Sapphire version with another motor between the rear wheels. Plus, Lucid’s three-row features more space on the interior than an R1S – but achieves that impressive volume thanks to minivan styling that I struggle to move past no matter how sublime the engineering. Then there’s the Escalade IQ, which leans more toward the traditional luxury buyer with impressive presence, more space inside, and opulent touches ranging from chrome and leather to the enormous touchscreens and up to 40 interior speakers. The electric Escalade can also manage an absurd 480 miles of range, but weighs well over a ton more and costs half again as much. The new Gen 2 Rivian Quads start at $115,990 for the R1T and $121,990 for the R1S. Each blurs the lines between a stylish option for city life and enough capability for those weekends out camping with the family. And Rivian also provides a happy alternative outside the traditional automotive manufacturer sphere, with a tech-friendly user experience – that’s critically not a Tesla Model X or Y. Until the forthcoming R2 and R3 models debut, if you simply must have a Rivian, the Gen 2 Quad’s unbelievable power, and those fun Kick Turn and RAD Tuner features definitely make it the way to go. Plus, the Quad will debut with standard NACS port to charge up at Tesla Superchargers, an absolute gamechanger until the rest of the lineup receives them for model year 2026. View All Rivians For Sale

A yellow Track Review Corvette ZR1, proving 1000 HP doesn’t need a seven-figure price, speeds along a racetrack in front of a modern, multi-story building with large windows and a red barrier.

By Michael Van Runkle – July 05, 2025

Track Review: Corvette ZR1 Proves 1,000 HP Doesn’t Need A...

Only one place made sense for Chevrolet to debut the new Corvette ZR1, the most powerful car ever from any major American automaker that’s on sale today and the most powerful internal-combustion car in the world priced under $1 million. Perhaps I shouldn’t have been surprised, then, that Chevy invited me to join select media for a day at Circuit of the Americas, the home of Formula 1’s United States Grand Prix, where every last drop of the new ZR1’s unbelievable 1,064 horsepower might actually come in handy. At COTA, Chevrolet’s engineering team explained that the ZR1 fit into the plan for an eighth-generation Corvette from the get-go. Sure, switching to a mid-engine layout helped the C8 compete with other supercars by improving balance, traction, and handling. But the wider engine bay also allowed for the sheer physical space to bolt in a 5.5-liter V8 with a massive 76-millimeter turbocharger on each side. By contrast, the previous generation’s front engine bay was simply too narrow, which dictated the use of the more compact supercharged LT5 V8 that produced “only” 755 horsepower. That former top-spec ’Vette earned a reputation for being an untamable beast, so during the C8’s development process, the original goal was for the ZR1 to hit “just” 850 horsepower. But soon enough, four figures came into sight, and the engineers clearly went power mad. How can a major automaker reliably produce so much from just 5.5 liters of displacement? First of all, the LT7 engine clearly resembles the naturally aspirated Z06’s screaming LT6 with its flat-plane crank, but now features revised air routing to handle more intake and exhaust from the cylinders. Those turbos are also the largest ever fitted to a production vehicle, capable of pushing 24-25 psi of max boost right up as close to the limit of rotational velocity as possible before the internal vanes would simply shear off and detonate the engine. In testing, Chevy even broke a couple of dynos before eventually reaching the final output of 1,064 horsepower, which allows for a claimed 0-to-60 time of just 2.3 seconds. That figure bordered on the edge of believability, though, due to the ZR1’s rear-wheel-drive layout, until real-world testing proved that the car might be even quicker thanks to the prodigious grip of the massive 345-millimeter-wide rear tires. The rest of the ZR1’s recipe follows in similar fashion, with more cooling and aero to complement the prodigious power. At COTA, the track setup looked somewhat like the naturally aspirated Z06, but with every dial turned up to 11. So much so that I hit my highest top speed ever, roaring up to 181 miles per hour on the long back straight, early in the day. But the most insane part of that mind-blowing achievement was how calm and capable the ZR1 felt—a testament to the C8’s inherent chassis stability as much as anything else. Adjusting to a World-Class Track in a World-Beating Supercar 2025 Chevrolet Corvette ZR1; Circuit of the Americas in Austin, Texas; May 20, 2025 (Richard Prince Photo) Chevy had started us out in a fleet of base Z51 Stingrays the afternoon before, to help burn off any jitters while adjusting to COTA’s surprisingly tricky twists and turns in a car with 495 horsepower on tap. I had never driven the circuit before, but even just warming up in the Z51, I crested well over 140 miles an hour, which helped me build up a bit more confidence ahead of the next day in the ZR1. As with the Z06, which now slots in between the Z51 and ZR1, Chevy offers two main configurations: a softer, more road-biased chassis (option code FE8) equipped with Michelin Pilot Sport 4 S tires or the more hardcore FEJ package that adds stiffer springs, revised MagneRide shock damper tuning, and Cup 2 R tires. Then there is the choice of aero, which starts with a low-drag standard configuration that allows for the ZR1’s top speed of 233 miles per hour—another real-world stat that Chevy hit last year at Papenburg, Germany, with GM President Mark Reuss behind the wheel (also setting a record for the highest top speed of any car in the world under $1 million). For shaving lap times, rather than setting top speed records, the optional ZTK aero package adds a larger Gurney flap ahead of the front heat extractor, dive planes, and an enormous wing to produce total downforce of 1,200 pounds. Adding the ZTK package cuts into that potential top speed, but it was a worthy tradeoff at COTA, where I relied more on downforce at threshold braking while trying to haul down from 181 miles an hour before the next corner. Plus, a bit more grip while ripping through tight turns and wide sweepers alike only emphasized the C8’s mid-engine balance. By just a few laps into my first stint in the “base” FE8 ZR1, I already started putting enough pressure on the PS4S tires to sense some slip-and-slide fun. Then we stepped up to the more hardcore FEJ and ZTK cars. Hitting Full Throttle with the Hardcore FEJ and ZTK Packages 2025 Chevrolet Corvette ZR1; Circuit of the Americas in Austin, Texas; May 20, 2025 (Richard Prince Photo) Immediately, I noticed renewed feedback from the front end, as the grippier Cup 2 R tires absolutely glued to the tarmac. But revised programming for the electronically assisted steering also shone through, too. Meanwhile, the ZR1 could now put down all that power much more effectively, stomping out of corners with far more punch and hitting higher speeds through every portion of the track than I ever expected from something that weighs over 3,500 pounds. The sheer physics of going so fast seemed to melt my brain, and I legitimately struggled to find the speed I knew the ZR1 could handle. Almost lucky, then, that for full-throttle sessions, the fuel tank starts to run dry after just eight to ten laps. After a quick stop to top up on 91 octane, I roared back out onto the track determined to push harder, and harder, and harder. But the ZR1 just took everything I threw at it without any concern, as shown by the oil temp gauge rarely climbing above 220-degree Fahrenheit. All this on a hot and humid Texas afternoon, when engineers estimated the engine probably detuned itself by around 5-10% to prevent heat soak in the turbos. Not bad, to say the least. Yet even as much as I reveled in the engineering prowess of the more hardcore FEJ and ZTK packages at COTA, I suspect the ride quality likely ends up far too stiff for enjoyable driving on public roads—even with the MagneRide dampers set to their softest mode. I’ll need more time alone with the ZR1 to be certain, though somehow I doubt that GM will allow journalists much in the way of unsupervised fun with such a boisterous car. The only way that Chevy – or any automaker, for that matter – can responsibly sell a rear-wheel-drive supercar this powerful comes down to modern traction control programming. At COTA, we stayed in Sport mode, and I noticed frequent power cuts when pushing out of corners or rolling over curbs under acceleration. Eventually, ZR1 owners will no doubt figure out how to turn off the electronic nannies entirely and discover how quickly this beast can wind up and spin out, which explains why so many cars, ever since the Bugatti Veyron eclipsed that four-figure horsepower rating, tend to rely on all-wheel-drive. Not so for the Corvette ZR1, or at least not yet until the ZR1X variant arrives later this year with an electric motor powering the front wheels to produce a combined output of 1,250 horsepower. The ZR1X will share that same widebody design with the Z06, but with the ZR1’s sacrificial front trunk, similarly enhancing the cooling capability and downforce. The New Corvette ZR1: Conclusions 2025 Chevrolet Corvette ZR1; Circuit of the Americas in Austin, Texas; May 20, 2025 (Richard Prince Photo) And even after a romping day at COTA, I still must admit how much the C8’s design emerges as the least appealing aspect of the ZR1. The mid-engine supercar shape looks a bit more sleek with the low aero package, but the aggressive ZTK package’s enormous wing almost entirely blocks any rear visibility. And the interior still unfortunately features a claustrophobic center console and entirely unintuitive controls. Thankfully, Chevy has already revealed an updated interior layout for model year 2026, with new screens and switchgear, plus a handle for passengers to grab onto during hard charging moments. I’d advocate for waiting to buy a ZR1 until 2026 model years hit dealer lots, just for that reason, but the decision to sell a limited number officially as model year 2025 with the old interior may add to the rarity factor for early orders. For now, tacking on options including the electrically controlled hardtop convertible or either the FEJ or ZTK packages can easily bump the MSRP to right around $200,000 from a base price of $174,995. But that’s still a fraction of any comparable powerful supercars, most of which rely on hybrid power and all-wheel drive to achieve such unbelievable outputs. For the sake of comparison, the 1,001-horsepower Lamborghini Revuelto starts at just over $600,000 but uses three electric motors plus a big V12. The Ferrari F80 can beat the ZR1 with 1,184 horsepower, but costs at least $3.1 million – and is also a hybrid. And the McLaren W1 will produce 1,258 horsepower from another hybrid powertrain, but starts at $2.1 million. All those hybrid supercars occupy much more rarefied air than the ZR1, which will be available at Chevy dealers here in the United States. In many ways, the most appropriate comparison for the ZR1 will be the impressive McLaren 750S – just with the track prowess of a Porsche GT3 RS and about 400 more horsepower thrown in for good measure. What an unbelievable achievement by Chevrolet, to produce something so undeniably excessive yet surprisingly approachable and attainable, all things considered. Though the exoticism factor might fall far short of the industry’s European supercar standouts, for now, the Corvette ZR1 represents the most affordable way in the world to purchase significantly more than 1,000 screaming internal-combustion horsepower with a warranty. View All Chevrolet Corvettes For Sale

A bright green sports car is parked on a dirt path surrounded by tall pine trees in a forested area.

By Gabriel Vega – June 18, 2025

The McLaren 750S Marks The End of an Era

With immense power, a lack of excess weight, and rear-wheel drive, the McLaren 750S is one of the last truly intimidating supercars.

A dark SUV drives through dirt, raising dust, on a sunny day near wooden fences and trees.

By Gabriel Vega – June 17, 2025

Gravity Shifts: First Drive In The 2026 Lucid Gravity

Lucid's first SUV is an 828-HP three-row that effortlessly blends segment-leading practicality, a luxury driving experience, and sportscar performance.

A silver Mercedes-Benz G-Class SUV with a roof rack is parked on a dirt road surrounded by greenery and mountains.

By Gabriel Vega – June 11, 2025

Review: The 2025 Mercedes-AMG G63 Offroad Pro Is the Ulti...

Few proper off-roaders can match the Geländewagen's range. Despite its ability to tackle rugged trails out of the box, thanks partly to its body-on-frame build, three locking differentials, and long-travel suspension, the G-Class can just as easily crawl the streets of Beverly Hills without looking out of place. It's this versatility, its boxy looks, and its visibility as a status symbol that have granted this SUV its icon status. Today, the Mercedes-AMG G63 remains the flagship G-Class. And because the G580 is powered by batteries and the G550 by an inline-six, it's also the only version of this off-roader offered with eight cylinders under its hood. However, while most G63s ride on rubber band tires and large wheels, the one I'm in this week embraces a more rugged approach thanks to its optional $13,450 Offroad Package Pro upgrade. With a roof rack, mud flaps, and a smaller 20-inch wheelset wrapped in more off-road-focused tires, this G63 finallyadopts an aesthetic that matches its capabilities. And as you'll soon learn, it doesn't sacrifice its on-road performance to do it. The G-Class is in a strange spot at the moment. The G550 I drove a few weeks ago left me missing its discontinued V8 more than loving the inline-six that replaced it. The G580 I tested before that proved to be a fantastic first crack at a battery-powered G. Yet despite its tremendous performance, clever off-road tech, and stellar ride quality, new reports suggest that it's not flying off the shelves quite as Mercedes had hoped. The fact that I had to wait a bit to get into the new Mercedes-AMG G63 ultimately turned out to be a blessing in disguise. From the moment you press its start button and hear its V8 rumble to when you hear the sound of its iconic door latch, the G63 feels like the most authentic G-Class on sale. Starting at $187,250, including a $1,150 destination fee, it's also the most expensive, but more on that later. The Geländewagen is defined by its ability to create a sense of occasion, and that's precisely the area the $13,450 Offroad Pro package improves. Like the rest of the G-Class lineup, the G63 receives some subtle exterior updates for the 2025 model year, with most of the changes residing in its restyled front and rear bumpers. The eagle-eyed among you might also notice that its rear-view camera now sits above its license plate. The Offroad Pro package forgoes any sense of subtlety. It starts with a metal roof rack complete with a small ladder bolted to this truck's rear quarter panel. Its spare wheel holder also gets upgraded from plastic to metal, sporting the same textured black finish as the rest of the new gear. You'll spot front and rear underguards adorning its bumpers and mud flaps positioned just behind its 20-inch wheels. This look suits the Geländewagen's spirit perfectly, and much like the rest of this SUV's appeal, you don't have to leave paved roads to appreciate it. Simply put, it looks stellar. Even if you never pitch a tent on the roof or see how far its General Grabber HTS rubber will take you, you can still enjoy how this optional package takes an SUV with a strong stylistic pull and strengthens its ability to draw you in. The final piece that makes up this optional package is perhaps the most important: its inclusion of AMG's Active Ride Control suspension. Offered solely for the Mercedes-AMG G63, this is an active system that relies on hydraulics rather than anti-roll bars to eliminate excess lateral body movement. The suspension's four dampers are hydraulically linked, with each damper featuring connections on both the damper and rebound sides. As such, the system can respond instantly to bumps or road undulations by adjusting each corner of the suspension independently. The result is a tall SUV that weighs 5,842 pounds but still manages to tackle corners without giving you the impression that it's ever ready to topple over. It's a significant improvement in terms of stability over the outgoing Mercedes-AMG G63, making this newest model both more balanced and fun to drive. More importantly, the system gives its driver a higher sense of confidence when deploying this truck's 577 horsepower and 627 pound-feet of torque output. It squats less under hard acceleration while also significantly reducing nose-dive under braking. AMG's 4.0-liter twin-turbocharged V8 happily sings its burbly muscle car tune through its side-mounted exhaust tips while a quick-shifting nine-speed automatic transmission and a permanent all-wheel drive system make it feel every bit as potent as its stats suggest. The G63 has never had a power problem, and with this latest model sprinting to 60 mph in 4.2 seconds, neither does this one. However, its optional active suspension allows you to explore far more of it than previous iterations. Yet even as you approach a bend, this truck's upsized have no issue slowing it while its steering remains totally numb from a feedback perspective but picks up some newfound precision. Crucially, the Mercedes-AMG G63 achieves this without diminishing its on-road comfort or daily usability. Instead, this active system and thicker tire sidewalls improve it. While its predecessor didn't ride harshly, this latest model makes notable improvements, bringing the G's ride quality closer to what you'd expect from a Range Rover. Of course, achieving this means giving up some of the old-school rugged and truck-like feel the G-Class is known for, but to all but the most hardcore fans, this will come across as a significant step forward. Inside, the Mercedes-AMG G63 continues the subtle upgrade trend. This tester features a classy Tartufo Brown finish on its seats, complementing the black leather used on its dashboard and steering wheel. A $1,300 ash wood trim option further elevates the cabin, which pairs well with this SUV's $6,500 Desert Silver metallic exterior finish and its $2,350 AMG Night Package overall. On the tech side, its twin 12.3-inch instrument cluster and infotainment displays might seem unchanged at first glance, but they house Mercedes' new Offroad Cockpit. It's a system designed for use primarily on trails, providing vital data at a glance, such as altitude, steering angle, and the vehicle's position as the road grade changes. It'll also allow you to use the G's cameras to see a clear view of the road ahead and any upcoming rocks or debris. The Offroad Package's biggest flaw becomes apparent once you're behind the wheel, namely its increased wind noise at highway speeds. Although tire noise doesn't increase significantly, the sound generated by this truck's roof-mounted platform surely does. It's enough to be distracting, requiring you to turn up your music a few clicks higher than you usually would. If a whisper-quiet cabin is what you're after, this rugged G isn't for you. As I mentioned earlier, the Mercedes-AMG G63 remains the flagship model, starting at $187,250. For context, the G550 I reviewed earlier this year has a base price of $149,400, while the electrified G580 comes in at $162,650. Factor in optional extras like the $13,450 Offroad Package Pro, $7,400 Exclusive Interior Plus, and its $2,350 AMG Night Package, and this truck's as-tested price balloons to $220,300. The G63 is an off-roader defined by its ability to create a sense of occasion, and the Offroad Package Pro only strengthens its ability to do so. Despite its added ruggedness, it allows this AMG to retain its ability to fit in anywhere. However, the upsides from an aesthetic perspective are significant. This SUV now has looks that match its off-road capability much better than in its more common form, featuring large wheels and tires with thick sidewalls. However, what's most impressive is just how well the G63's active suspension improves both its high-speed stability and ride quality without significantly detracting from the G-Class experience. While the G550 takes a step back and the G580 struggles to catch on, the Mercedes-AMG G63 remains the ultimate G-Class.

A dark-colored electric SUV is parked on a gravel road in a forested area with tall trees and scattered dry leaves.

By Gabriel Vega – June 05, 2025

Review: The 2025 Porsche Macan Turbo Electric Offers Pric...

The electric Porsche Macan Turbo offers sports car performance in crossover form. It does, however, command a steep price.

A blue GMC Yukon Denali SUV is parked on a dirt road in a wooded area with tall pine trees in the background.

By Gabriel Vega – June 02, 2025

Review: The 2025 GMC Yukon Denali Ultimate Is a Luxury SU...

If you haven't done so recently, take a second to look through the 2025 Cadillac Escalade's configurator. The base model is the ironically-named "Luxury" trim, which starts at $92,290, including a $1,995 destination fee. At the top of the food chain, you'll find the absolute maniac that is the V-Series, which asks for $166,690 without options, and its rowdy supercharged 6.2-liter V8. With prices dipping into the six-figure range more often than not, Cadillac's truck-based luxury SUV wants to go toe-to-toe with the Range Rovers of the world. However, as part of this transition, the Escalade has progressed from being an SUV a celebrity might step out of at an event to one they might actually drive. It's more of a status symbol than ever and instantly recognizable as a luxury product. This creates a problem. The problem exists for those who previously relied on the Escalade for low-key transportation. Driving a Rolls-Royce Cullinan guarantees you'll be seen. But what if you don't? That used to the Escalade's turf alongside the BMW X7 and the Mercedes-Benz GLS; big three-row SUVs with ample space, all of the luxury fittings you'd want in a commuter, and guaranteed anonymity. With the Cadillac's sights set firmly on an entirely different crowd, we can add the 2025 GMC Yukon Denali Ultimate to that list. I'll admit that before the opportunity to drive one appeared, the GMC Yukon Denali Ultimate wasn't on my radar. Aside from a review of the off-road AT4 trim I did over four years ago, my only contact with the Yukon since has been from the back seat of an Uber Black. Today, the Yukon is GMC's flagship internal-combustion SUV, and the Denali Ultimate is its range-topping variant. It starts at $103,295, including a $1,995 destination fee, and comes loaded with standard equipment, making this tester's list of optional extras relatively short. It adds Night Vision for $2,000, the Illumination Package for $1,195, and a Floor Liner Package for $475. Even its Downpour Metallic exterior paint costs only $495, bringing its as-tested price to $107,460. As such, there aren't many decisions to make when configuring one. You can choose between seven different exterior colors, five wheel designs measuring 22 or 24 inches, and an interior package that upgrades the second-row seats. It replaces the almost cardboard flat captain's chairs in my tester with a more premium, bolstered, and ventilated set in case you plan to be driven rather than driving yourself. Crucially, there is just one interior color available, which is the Woodland Mahogany photographed above, accented with white stitching and laser-etched wood trim. If this LongHorn Steakhouse vibe isn't quite your speed, you can step down from the Ultimate to the Denali and pick between off-white or black leather. However, you'll miss out on the range-topper's excellent 22-speaker Bose sound system. As far as this interior's livability goes. It's a pleasant place to be. It remains relatively quiet on the highway. Its front seats are supportive but not firm, and this truck's air suspension system has no trouble soaking up larger bumps at speed. As is common, the GMC Yukon Denali Ultimate features a digital instrument cluster and a central touchscreen for its infotainment. The latter is a gigantic 16.8-inch display that makes reading maps at a glance effortless while offering enough real estate to have multiple apps open simultaneously. While you can adjust vital cabin settings through the touchscreen, GMC made the excellent decision to retain physical controls via a row of switches that are almost hidden in plain sight. The result is an interior that feels high-tech without losing its tactility. While some of this SUV's plastic buttons feel somewhat out of place in a vehicle costing six figures, the Denali Ultimate makes up for it by being easy to use and including GM's fantastic Super Cruise driver-assist system. Not only does it allow for hands-free driving, but it also does a good job of keeping this family hauler centered in the lane, even if Los Angeles' road markings aren't always the most clearly defined. This brings me to the main reason why you'd buy a GMC Yukon Denali Ultimate, and that is its size. Its second and third rows fold flat, leaving you with a cavernous trunk with 122.9 cubic feet of space. What's on offer here is versatility, and should you need more of it, the stretched XL variant exists. From a driving perspective, you've got another choice to make. GMC offers the Denali Ultimate in two configurations: either with a turbocharged 3.0-liter Duramax inline-six diesel engine or a naturally aspirated 6.2-liter V8. The former develops 305 horsepower and 495 pound-feet of torque, while the latter produces 420 hp and 460 lb-ft. Regardless of which you go for, however, you'll get a 10-speed automatic transmission, all-wheel drive, and an air suspension setup. My tester sports the V8, and its chrome quad exhaust tips promise a burbly engine note that only partially materializes. Whether you're standing by it or sitting inside, the GMC Yukon Denali Ultimate is remarkably quiet, underscored by a low, burbling hum. Even as you press the accelerator, you don't get much of an engine note in the cabin, a plus given this SUV's luxurious aspirations but a minus if you opted for the eight-cylinder route to hear them sing. It's a similar story once you hit the road. While GM's 10-speed automatic transmission can be somewhat slow and clunky in other products, that isn't the case here. It shifts both smoothly and quickly, attempting to maximize the available power. However, even with 460 lb-ft of torque, the Yukon feels sluggish, especially at highway speeds. Overtaking requires a boot-full of throttle, which is less surprising once you consider the Ultimate's over 5,800-lb curb weight. If it manages to be just as quiet in most applications, the 3.0-liter diesel and its extra torque is the one to have. As I've alluded to, the GMC Yukon Denali Ultimate is based on the same platform as the Sierra pickup, and this body-on-frame SUV only partially conceals its truck roots. Its steering is heavy and pairs with a slow ratio. Unlike rivals like the BMW X7, the Ultimate lacks rear-axle steering, making it more challenging to maneuver through tight spaces. Simultaneously, its tall and flat hood limits forward visibility, although an onboard camera suite helps out considerably. The GMC's air suspension does the most heavy lifting. While Yukons that lack it often deliver a bouncy ride, that isn't the case in the Denali Ultimate. It does a great job of handling undulations and road imperfections at highway speeds. However, it does have a tendency to struggle at slower speeds, picking up plenty of vibrations over rougher surfaces, a con of its massive 24-inch wheels. From a visual standpoint, it's challenging to make what is essentially a giant box, designed to carry as much stuff and people as possible, look great. Still, the Denali Ultimate makes a valiant effort. Its Downpour Metallic exterior finish introduces some vibrancy while retaining a classy look. While this SUV features chrome trim, it is applied tastefully throughout. And while this GMC's front grille is somewhat overbearing, its LED running lights are tastefully restrained. The biggest aesthetic challenge it faces has less to do with its appearance and more to do with who buys it. As I mentioned earlier, a GMC Yukon has pulled up to my house when I'm on the way to the airport more times than I can count. You'll often spot them in major cities across the US, as part of a car service fleet or driven by those looking to make top dollar on rideshare apps like Uber or Lyft. It's a fact I kept getting reminded of every time I walked up to the Denali or saw another in chauffeur-spec at a stoplight. While it's something you can ignore if you're looking at one of the Yukon's less expensive trim levels, it's much harder to do so when you're shelling out six figures for one. After a week behind the wheel, it's clear that the GMC Yukon Denali Ultimate has many strengths. It's tremendously spacious and offers an excellent in-cabin experience, both in terms of tech and comfort. Considering that it tops out in the low six-figure range, it'll cost you less than an equivalent Range Rover, BMW X7, or Mercedes-Benz GLS. However, as luxurious as the Denali Ultimate strives to be, it's hampered by a driving experience that can't shake its truck roots, an underwhelming engine, and an aesthetic that's become ubiquitous for all the wrong reasons. Still, the Yukon manages to offer a luxury SUV experience in a package that allows you to fly under the radar. Despite some shortcomings, it's ready to take up the mantle as the Escalade moves on.