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 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

By Kirk Bell – June 06, 2026

Review: 2026 Mercedes-AMG CLE 53 Cabriolet

It’s a Sunday afternoon with clear skies and temperatures in the 60s. Time for a drive on my favorite Southeastern Wisconsin roads in the 2026 Mercedes-AMG CLE 53 Cabriolet. I hop in the car, turn on SiriusXM Turbo, and Monster Magnet’s “Space Lord” blares through the standard 15-speaker Burmester audio system. I feel like Ricky Bobby from “Talladega Nights” – I wanna go fast. The CLE 53 is a fine car for going fast. Until Mercedes-Benz brings out its rumored V8-powered CLE 63, it’s the most powerful and best performer in the lineup. Its 3.0-liter inline-six features two types of turbochargers and a mild-hybrid system. An electric compressor serves as a small turbo, a gas-exhaust turbocharger acts as the larger turbo to push up to 22 psi of boost, and a 48-volt electric starter-generator adds up to 23 hp and 151 lb-ft of torque to aid acceleration. All told, it makes 443 horsepower and a standard 413 pound-feet that increases to 443 lb-ft for 10-second overboosts. That’s a recipe for strong power delivered efficiently. The small turbo and electric motor provide immediate grunt, and the standard 4Matic+ all-wheel-drive system puts the power down for quick launches. Mercedes quotes a standard 4.4-second 0-60 mph time, or 4.2 seconds with the optional AMG Dynamic Plus package that adds Race Start launch control. And if I really want to go fast, the CLE 53 can hit 167 mph thanks to this car’s optional summer performance tires, up from 155 mph normally. My test car has Race Start, so I put it to the test on a lonely stretch of country road. Hard brake, full throttle, let off the brake, and the CLE 53 hooks up, launches hard, and builds power consistently as the larger turbo takes over. It’s a thrilling experience, about on par with the Ford Mustang GT, but many of today’s EVs are quicker. EVs don’t offer the tune played by the CLE 53’s inline-six, though. It’s a smooth engine with a mid-range purr that drops a few octaves in the Sport and Sport+ drive modes, which also trigger belches from the exhaust between gears. The nine-speed automatic transmission fires through the gears with smooth shifts and holds gears longer in the Sport modes. Straight-line performance isn’t the CLE 53’s only strength, as it has the handling of a grand tourer. Mercedes sets it on a four-link front suspension and a five-link rear with staggered 265/40R19 front and 295/35R19 tires. It also gets a couple of advanced features, namely adaptive dampers and rear-axle steering. The CLE 53 balances ride and handling well. It’s agile, reacts quickly to steering inputs, and carves predictable lines through corners. My tester is enhanced by the AMG Dynamic Plus package’s dynamic engine mounts that firm up in corners to better tie the structure together. I detect little if any body quake with the top down. The rear-axle steering also enhances cornering. It turns the rear wheels up to 2.5 degrees opposite the fronts at low speeds to better negotiate parking lots. Above 60 mph, the rears turn with the fronts to improve cornering stability. My car’s optional Pirelli P Zero tires also provide excellent grip, so those cornering speeds can be higher. The steering feels light in general but adds some welcome heft in the Sport modes. It’s quick, stable at the center, and provides good road feedback. The AMG Dynamic Plus Package also adds larger 15.4-inch front brake discs with six-piston calipers and 14.6-inch rear discs with single-piston calipers. These brakes should be enough for some track time or aggressive canyon runs, and they offer a firm pedal and strong stopping power. Even with the dampers in their firmest Sport+ setting, the ride is smooth and comfortableenough that only the sharpest bumps and ruts disturb passengers. In all, the suspension is quite well-tuned. The comfort extends to the cabin. When Mercedes combined the C-Class and E-Class coupe and convertible lineups into the CLE range for 2024, the resulting CLE took on the size of the midsize E-Class with the slightly lesser interior furnishings of the compact C-Class. That gives the CLE plentiful space up front and a two-passenger rear seat that is usable for adults, though not without complaints about how hard it is to snake their way in. Cargo space is limited as the trunk has just 9.6 cubic feet, but that’s enough for a couple and their luggage to take a grand tour for the weekend. The power soft top opens or closes in 20 seconds at up to 37 mph. Its three-layer blockout road and wind noise are almost as good as the coupe’s roof. It’s offered in gray, red, or black, so buyers can design a car to fit their personalities. The Cabriolet also comes standard with the AirCap pop-up front and rear wind deflectors to limit wind buffeting and make conversation easier, and the AirScarf neck-level heating system to make today’s 60-something degrees comfortable top-down weather. Inside, the CLE mixes luxury with sportiness and modern technology. The sporty elements include a chunky, flat-bottom AMG steering wheel, sport bucket seats, aluminum pedals, and such trim materials as carbon fiber, a mixed metallic fabric, or a metal weave. Those who want more of a luxury look can choose from a variety of woods. <- Gallery -> The luxury can be felt most in the quality of the materials and the care with which they are assembled. It’s all beautifully rendered with tight tolerances and soft-touch or sturdy surfaces wherever the driver is likely to touch, though some hard plastics are found at hip level and below. Synthetic leather and synthetic suede upholstery come standard, but leather and nappa leather are available. Also standard are heated power-adjustable front seats, ambient lighting, and AMG illuminated door sills. My tester is well optioned with black leather with red stitching, red seat belts, and massaging and ventilated front seats. The tech includes a 12.3-inch digital instrument cluster, an 11.9-inch infotainmenttouchscreen, navigation with live traffic information, wireless Apple CarPlay and Android Audio, wireless phone charging, a wi-fi hotspot, and a satellite radio trial. The optional AMG Track Pace telemetry system tracks lap times and performance data, and has a race navigation feature that shows optimal cornering angles and braking points in the head-up display. The 2026 Mercedes-AMG CLE 53 starts at $85,950, including a $1,350 destination fee. With a variety of packages, my test car’s total price is $99,945. Buyers could easily top $100,000 by adding 20-inch wheels and tires and aero and carbon-fiber packages. But the Mercedes-AMG CLE 53 doesn’t need to top six figures to be an appealing luxury grand tourer. It’s beautiful, naturally athletic, comfortable, and offers the power for anyone who wants to go fast. View All Mercedes-Benz For Sale Images: Mercedes-Benz

By Michael Van Runkle – February 07, 2026

Review: 2026 Mercedes-Maybach GLS 600

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

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