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

A red 2025 Mercedes-AMG GT63 S E Performance sports car is parked on a paved surface in front of a rocky hillside.

By Bradley Iger – December 06, 2025

Review: 2025 Mercedes-AMG GT63 S E Performance Forges Its...

AMG’s hybrid 2+2 leverages a stupefying amount of technology to defy the laws of physics. In the days leading up to my seat time in the GT63 S E Performance – AMG’s hybridized riff on the recently reinvented two-door GT – I found myself pondering exactly what this car’s primary intent is. While the original Mercedes-AMG GT was a rear-wheel drive two-seater that was expressly designed to go up against the 911s and Corvettes of the sportscar world, much like the SLS AMG before it, the second-generation GT is a different animal. Now underpinned by a platform shared with the SL, the GT has gained a rear seat, a longer wheelbase, all-wheel drive (aside from the base GT 43 model, which remains rear-drive), and more than a few pounds of heft in the process. While the first-generation GT S coupe weighed in at around 3,600 pounds, its contemporary equivalent (the non-hybrid Mercedes-AMG GT 63) tips the scales at over 4,300 lbs., and this E Performance model brings roughly 500 pounds more to the mix, largely due to the addition of an electric motor and a 6.1 kWh battery pack. Could a vehicle that’s nearly 5,000 pounds somehow still be considered a sportscar? And if not, then what is it? Even after a week with the car, I’m still not quite certain, but what I can say for sure is this: It looks great, it’s stunningly complex, and it’s fast as hell. Truth be told, the Mercedes-AMG GT63 S E Performance is ultimately a capable and decidedly performance-oriented luxury grand tourer in the vein of the Aston Martin DB12 and the 992 Porsche 911 Turbo S, yet it out-muscles both of those machines while undercutting them on price. Under the hood is AMG’s venerable 4.0-liter twin-turbocharged V8, here tuned to deliver a healthy 603 horsepower and 627 lb-ft all on its own. The engine is also supplemented by the aforementioned electric motor, which produces 201 hp and 236 lb-ft of torque, resulting in an official combined system total of 805 horsepower and a jaw-dropping 1,047 pound-feet of torque. If that math has you scratching your head, you’re not the only one. Mercedes says that rather than simply combining the peak output numbers of the engine and the hybrid system to get the output total, it should be considered as one whole powertrain, and that requires a calculation which would cause Isaac Newton’s eyes to glaze over. The basic premise is that this formula takes the gearing of the car’s two transmissions into account (the conventional nine-speed automatic and the hybrid system’s own two-speed gearbox) to determine accurate figures “at the crank.” I won’t bore you with the specifics here, but suffice to say this powertrain is a complicated piece of technology. It also makes the GT63 S E Performance the most powerful series production model in AMG’s lineup alongside its drop-top stablemate, the SL63 S E Performance, which is outfitted with the same powertrain hardware. As with other performance-focused hybrids like the BMW M5 and the Lamborghini Revuelto, a press of the engine start/stop button gets things underway purely on electricity, giving the GT63 S E Performance an element of stealth that your neighbors will likely appreciate on early morning treks out. Although the hybrid system’s battery pack only offers about eight miles of electric range, the car’s sportier drive modes will top off the battery as you drive, so owners will rarely need to bother plugging into a charger. Unfortunately, the rear-mounted hybrid system does create a sizable hump in the car’s storage compartment, in turn reducing cargo capacity from the 11.3 cu ft found in other GT models to just 7.3 cubic feet. The GT63 S E Performance offers eight drive modes in total – Electric, Battery Hold, Comfort, Slippery, Sport, Sport+, Race, and Individual. Comfort is the default setting when the car is started, and while the hybrid system can bring the car up to highway speeds entirely under electric power, the V8 is automatically awakened if you’re faced with a steep hill or need more punch than the electric motor can provide. The transition from purely electric power to a combination of electric and internal combustion propulsion is admirably seamless from behind the wheel, though; on more than one occasion, I had to glance at the tachometer to verify whether or not the V8 had kicked in. For this, I blame the absolutely killer Burmester “3D Surround Sound” audio system! Despite the car’s performance-focused tuning, poundage, and this tester’s optional 21-inch wheels, it’s also remarkably compliant on the highway and not especially harsh around town when left in one of its more relaxed drive modes. Much of the credit for this feat must be awarded to AMG’s Active Ride Control suspension, which is standard equipment on the GT63 S E Performance. It features an active hydraulic system that replaces conventional sway bars and assists the car’s adaptive dampers individually during both the compression and rebound movements of the suspension. This pays dividends in everyday driving comfort while also helping to maintain proper camber in the corners during more spirited drives. Speaking of spirited drives, the cognitive dissonance only got stronger when I ventured out to the canyons. While the car’s substantial mass makes itself known under braking and when quickly changing direction, the suspension does an impressive job of corralling body motion. There’s also a surprising amount of mechanical grip on tap, and the all-wheel drive system allows for plenty of tail-out antics if you’re feeling brave enough to dial back some of the electronic assistance. Mercedes claims an official 0-60 mph sprint of 2.7 seconds, making this the quickest AMG road car produced to date. I see no reason to refute that claim, but outside the context of drag launches, the GT63 S E Performance does seem like it would benefit from some additional dynamic refinement. It takes a noticeable beat after a stab of the loud pedal for all of the various systems to get on the same page to deliver maximum thrust, and by the time they’re all on full attack, you’re often back on the brakes for the next corner. And while the transmission programming in Race mode is appropriately aggressive, the gearbox tends to be a bit lazy about responding to downshift requests from the paddle. Pedal feel under hard braking was also oddly inconsistent, regardless of the drive mode or regen setting that was selected, which is a bit disconcerting in a car that’s this heavy and this quick. Despite its quirks, there’s no question that the GT63 S E Performance is thrilling to drive when the going gets fast and highly competent when pressed into service as a grand tourer. Whether or not it’s a true sports car remains up for debate, but most owners probably won’t be too concerned about that when they pull up next to a McLaren Artura at a stoplight with an air of confidence. View All Mercedes-AMG GT 63s For Sale Images: Bradley Iger

By Gabriel Vega – September 27, 2023

2023 Range Rover Review: An Upmarket Push

We expect more from a Range Rover than almost any other six-figure SUV. Land Rover's flagship doesn't just have to be a luxuriously appointed and cushy cruiser. It must also serve as a formidable off-roader, even though most will never roll over anything other than asphalt. Building a great Range Rover then requires an engineering balancing act, incrementally increasing its capabilities on one end without detracting from its abilities on another. The British carmaker has done an excellent job of just that over the last decades, steadily building a dedicated fanbase of repeat buyers. With one notable change, this latest 2023 Range Rover P400 SE successfully walks the same fine line as its predecessor. Although it's still comfortable on the road and capable off it, this large SUV is now more luxurious than ever. From its build quality to its interior material choice and how well it integrates new technologies, this latest fifth-gen car doesn't redefine what a Range Rover is, instead focusing on making it better than ever in almost every aspect. A Familiar Face With Fresh Bones Although this latest L460 generation Range Rover carries a similar exterior aesthetic to the L405 that preceded it, it rides on Land Rover's new Modular Longitudinal Architecture, or MLA-Flex for short. The adoption of a new structure makes this latest model up to 50 percent stiffer than its predecessor while improving sound isolation by up to 24 percent. The L460 is available in varying configurations, including the standard wheelbase, long wheelbase, or an extended seven-seater variant. The version I've been testing over the last week is the standard length P400 SE with seating for five, or about as enough space as most buyers will ever need. And despite technically being the smallest version available, it boasts excellent cabin space in the first and second rows, ample head, shoulder, and leg room, and a sizable cargo holdout back. It can be hard to tell you're looking at the fifth-gen at a glance. Rather than adopting a redesigned exterior, Land Rover opted to sharpen the elements introduced in the outgoing model with more streamlined bodywork and slimmer lighting elements. The result is an SUV that looks more elegant than ever, in line with its upmarket push, but more on that later. Land Rover made the right decision to keep the Range Rover's aesthetic intact. Like a Mercedes-Benz G-Class, this flagship has also built a distinctive, recognizable look. It may not be immediately obvious which generation you're looking at, but you'll always know you're looking at a Range Rover. Aside from refining its exterior details, Land Rover has vastly extended its available options list by introducing higher trim levels, such as the range-topping SV, further flexing its coach-building prowess with high-dollar special editions like the $345,000 Carmel Edition presented back in August. The L460 isn't just targeting its usual rivals at the low six-figure price point. Instead, it's gearing up to snap a piece of the ultra-luxury SUV segment Bentley and Rolls-Royce have split amongst themselves. More Options To Come Complementing its ever-growing options list, the Range Rover is set to offer more powertrain options than ever, although two have yet to be released. The first is a fully electric variant, which is expected to debut towards the end of this year, alongside a plug-in hybrid variant. The latter will combine JLR's well-known 3.0-liter inline-six with an electric motor and 38.2-kilowatt-hour battery pack. This setup will allow cruising up to 87 mph with the gas engine turned off. Its EPA-estimated electric range is around 50 miles. The current flagship engine is a BMW-sourced 4.4-liter twin-turbocharged V8 with an impressive 523 horsepower and 553-foot-pound output. I spent a week with it in the Range Rover Sport earlier in the year and found it a suitable replacement for the outgoing supercharged 5.0-liter V8 despite its subdued engine note. My P400 SE tester featured a 3.0-liter turbocharged and supercharged inline-six, a carryover from the outgoing model, developing 395 hp and 406 ft-lb. Despite this SUV's hefty 5,240-pound curb weight, its twin-charged powerplant never struggled to push it off the line quickly and quietly. Although it lacks the V8's powerful low-end torque output, it seemed perfectly at home under the L460's hood and responsive even when cruising at high speeds. It pairs with a quick-shifting eight-speed torque converter automatic and a standard all-wheel-drive system. A dial on its center console allows you to quickly set up its AWD mode and suspension stiffness independently or combined in one of multiple preselected configurations. The biggest differentiator between the L405 and the L460's driving experience comes down to its standard fully independent air suspension. By separating all four wheels, road imperfections felt by one won't affect the others, while a new Adaptive Dynamics software constantly adjusts dampening. The result is an SUV that glides over cratered streets in a way most capable off-roaders can't. Supporting its new air shocks is a 48-volt electronic active anti-roll bar system dubbed Dynamic Response Pro, which successfully decreases unwanted body roll. And while it doesn't make the Rover handle like a sports car, it's more stable than you'd expect a high-riding, cushy SUV to be. As has become an industry trend recently, the L460 gets a standard rear-axle steering system, significantly improving its maneuverability at lower speeds. That said, the rear turns in quickly and aggressively, leading to quite a bit of movement from the back, which can sometimes be unsettling. One thing that repeatedly stood out during my week on the road was just how well-calibrated its inputs were. Its steering, for example, although not talkative, was light and effortlessly easy, further adding to its ease of maneuverability. It was a similar story with its brakes, which gripped progressively, making coming to a smooth stop an effortless exercise. Like with its styling, this latest Range Rover doesn't redefine its driving experience, combining multiple incremental improvements that result in a vastly improved overall product. An Upmarket Push This theme continues as you step inside. The L460 counts on a fairly straightforward cabin layout. Like most competitors, it combines a 13.7-inch digital instrument cluster with a 13.1-inch infotainment screen. And like its rivals, Land Rover's latest Pivi Pro system reduces the need for physical buttons by allowing the driver to adjust almost anything from the central display. Land Rover thankfully left the physical A/C controls in place, which, coupled with the lack of buttons, yielded a very modern and minimal cabin layout. When looking at higher trims like the Autobiography or SV, Land Rover now offers more finishes and materials than ever, trims implemented due to rising customer demand for more customization options. As such, a Range Rover may start at just over $100,000 but can now be configured to well over double that figure given its extended options list, bringing it closer in line with the Mercedes-Maybach GLS and Bentley Bentayga. Despite my P400 SE technically being the "entry-level" Rover, it was fitted with must-haves like the $2,000 Premium Leather Upgrade, $2,200 Hot Climate Pack, and $2,000 Technology Pack. These and many others contributed to an excellent cabin experience on long rides. Its aforementioned air suspension couples with cozy but not overly plush adjustable cooled and heated seats and excellent sound isolation. While Range Rovers have always been quiet machines inside, the fifth-gen model takes this to a new level, ideally in line with the luxury competitors it's shooting for. Pricing Given the Range Rover's multiple available configurations, its price point varies drastically. My SWB P400 SE tester starts at $107,975, including a $1,475 destination fee, while its as-tested Price creeps up to $129,925, given some of the abovementioned options. At the higher end, the SWB Autobiography starts at $159,095, including destination, while the range-topping SWB SV comes in at $194,575. Springing for a LWB model or LWB with seven seats raises these prices further while still falling in line with other luxury competitors. The 2023 Range Rover's improvements are primarily evolutionary. From its sleek exterior styling to its minimal cabin and familiar powertrain options, this latest model doesn't immediately come across as drastically different than its predecessor. Interact with it, however, and its subtle improvements quickly add up. Its cabin is now quieter, its ride plusher, and its interior details more dialed in than ever. While this latest Range Rover will feel quite familiar to brand loyalists, Land Rover's choice to build on what defines a Range Rover in the first place is how you meaningfully improve such an established model.

By Andrew Nabors – December 28, 2018

2019 Genesis G90 Review

Don't let the news fool you. Sedans are not dead. For those who need a nice RWD sedan, the search should start with Genesis. South Korea's most prolific automaker has been Hyundai. Their quality and warranty are first-rate, which has allowed them to be a player in the premium sedan market. Foreign Cars That Are Illegal in the US The Genesis brand was a bold move to capitalize on the success of their popular midsize sedan. It launched in 2017 with two models. The G80 is simply a re-badged Hyundai Genesis, and the G90 was formerly known as the Hyundai Equus. We have had several flavors of the G80 and its predecessors, but our time with the big car has been limited. That is why we jumped at the opportunity to spend a week with the latest G90. The base model engine is a 365 hp twin turbo V6. It is a proven design that offers decent power in the RWD models. If you need traction for all climates, the G90 is available with Htrac AWD. This capable system quickly reacts to slippery roads, and it isn't limited to the V6. Yes, you can have the 420 hp V8 sending 383 lb-ft of torque to all wheels. When compared to German supercars and the upcoming Cadillac CT6-V, the Genesis G90 is a bargain. A V8 model with AWD carries a sticker price of $75,345. Almost every option is standard equipment. No silly drivers or entertainment packages to confuse the window sticker, so the competition could learn a few things here. Driving the Genesis is a breeze. The transmission and the AWD system eat a significant amount of torque, but the sedan is not slow by any means. The chassis is designed to be very smooth in a straight line. So trying to push it around in the corners is not exactly confident. If you want predictable understeer and feedback from the steering wheel, a Cadillac V series or an AMG is more for you. The 8-speed automatic is lazy and smooth, probably due to the 4,717 lbs above it. Having such a heavy body allows the G90 to hug the road while running the quarter-mile in 13.8 seconds. Exterior styling is rather bland, and it can easily be confused with an older Lexus GS. Inside the seats and interior layout are top-notch. Navigating the infotainment system is easy and intuitive, and the controls are placed in the right spots. If you want a big V8 sedan that won't break the bank, $75,000 isn't a bad deal. But if you want performance and handling you might want to hit the corners to see if it is right for you. We hope this helps you make an informed decision, so stay with us for more great reviews. Luxury Cars For Sale " width="680">

By Edward Jones – September 28, 2018

duPont REGISTRY Exotic Car Buyer's Guide 2019 Preview

duPont REGISTRY Exotic Car Buyers Guide is the go-to source for the best reviews on upcoming exotic and luxury vehicles. Every year, new cars are released and countless amounts of people are left wondering which one they should add to their collection. Here to help is the 2019 edition of duPont REGISTRY's Exotic Car Buyers Guide. Featured in this year's publication are more than 100 reviews of the hottest exotic and luxury automobiles to hit showroom floors this year and next.In this guide, you'll learn about cars like the new Lamborghini Aventador SVJ, Ferrari 488 Pista Spider, Hennessey Venom F5, Bugatti Divo, Apollo IE, Porsche 911 GT3 RS and so many others. There's a wide-ranging amount of vehicle categories that are covered in this issue, like tuner cars, hypercars, luxury SUVs, daily drivers, muscle cars, sports cars, luxury cars, luxury performance cars and even electric cars. You'll be able to learn all about cars included in each of these categories and see their price, specs and pictures. Even if you aren't in the market for an exotic car, it's a great read for automotive enthusiasts and aspiring buyers.To pick up a copy of the 2019 ECBG, visit your local magazine rack or click the button below. Buy Your Issue Now

By Dylan Orluck – June 05, 2018

2018 Buick Enclave Review

The Buick Enclave has looked the same for many years. For 2018 Buick has given the crossover a much needed revamp. The Enclave still has a similar shape but has much sharper edges and lines. With a more aggressive front end, the Enclave looks sportier than it ever has in the past. As you walk out to the all-new Enclave, the remote start and hands-free power liftgate make life a lot easier. The 20-inch wheels all the way around, not only look good but make for a smooth ride. The power comes from a 3.6 liter V6 that is paired with a 9-speed automatic transmission. With such a large car I was worried about the power delivery from the V6, but the 310 horsepower is perfect and can certainly get out of its on own way. All these features come together to give the new Enclave amazing ride quality that makes you feel like you’re driving a small car. The AWD system helps to make the car extremely capable in any condition making this the perfect all-around car for someone that needs space and a bit of luxury. Our test vehicle’s price tag was $57,175 and had nearly every feature, including heated and cooled seats, lane departure, park assist, and an 8” screen with Apple CarPlay. Overall, I can’t find a single feature I am unhappy with and truly believe that this crossover does it all.

By Dylan Orluck – April 15, 2018

2018 GMC Terrain Denali Review

If you’re looking for the space of an SUV but do not need the third-row seating, the all-new 2018 GMC Terrain Denali offers you more room with a small car feel. The example we had the opportunity of driving had a Red Quartz Tintcoat paint job with Jet Black interior. The 19” wheels give it a sporty look and it is impossible to miss the LED Signature head and tail lamps. With roof rack rails and a hands-free liftgate, the Terrain is ready for any adventure. 2018 GMC Terrain DenaliAs you take your first step into the vehicle you may notice that something is missing. The usual shifter cannot be found to place the car into gear. You have the option to select a gear using four buttons underneath the radio and climate control features. To the right of those buttons is the “L” button that gives you the ability to shift through the gears up or down, but seems to be a little out of the way if you needed it. Other than that the interior is nice and comfortable and the infotainment system is easy to use. Throughout the car you will also find heated and cooled seats, lane departure, and if you are feeling really adventurous, off-road mode. 2018 All-New GMC Terrain Denali InteriorThe new Terrain Denali comes with all-wheel drive and is powered by a 2.0L DOHC 4 cylinder turbocharged motor that gets 21mpg in the city and 26mpg on the highway. Overall, this 2018 GMC is a great all around vehicle that can handle a family road trip, a trip to the grocery store and even an off-road adventure. 2018 GMC Terrain Denali Trunk

By Andrew Nabors – June 20, 2017

Reviewed: 2017 Buick LaCrosse Premium

"When better automobiles are built, Buick will build them". That was the slogan for Buick for half a century. The cornerstone of General Motors was founded by David Buick, and it was purchased by William Durant who turned it into an empire. My 3x Great Uncle founded Adcock Buick here in St Petersburg, so needless to say I have experience with the brand. Between my parents and grandparents, there have always been a few Buicks in the family fleet. The days of the Roadmaster and Riviera are long gone, but a new flagship has emerged. Science of SilenceThe LaCrosse has been around since 2005, but it played second fiddle to the Lucerne, which made no sense. GM went back to the drawing board for their latest full-size sedans, and the 2017 LaCrosse is the result. The new E2XX chassis is 300 lbs lighter than the '16 models and much stronger. While Cadillac's XTS must make due with Super Epsilon II, Buick gets all the nice advancements. While the first generations were built on the W Body, people could tell it was a Grand Prix with a nicer interior. The new one is something you won't expect. We spent a week with the new LaCrosse, and it was remarkable.Remember when GM gave Cadillac a blank check to reinvent themselves? The results were cars like the CTS-V, Escalade Platinum, and the CT6. Without the same fanfare, Buick has been shedding its image of senior citizens and active adult communities. Losing weight was a primary goal, so the FWD LaCrosse is only 3,700 lbs. All-wheel drive is optional, and also redundant. That's because Buick's patented HiPer Strut front suspension is like nothing else on the road. We drive the same roads for each car, and the new LaCrosse was as solid and silent as a Tesla. Everything from the oil pan to the antenna was designed to prevent noise.A new 3.6-liter V6 engine is coupled to a new 8-speed automatic. Once your cruising it transforms into a 4 cylinder to save on fuel. A run to 60 mph takes just over 6 seconds thanks to 310 horsepower and 282 lb-ft of torque. It's probably good for a mid-15 second quarter mile, not bad for a full-size sedan. Five-link suspension at all corners and 20" wheels make for incredible grip and no trace of torque steer. A wide open run will usually reveal harmonics coming from the drivetrain or suspension, but the only sensations were the snappy shifts in manual mode.The new looks are a sharp departure from bland Buicks of recent years. The big waterfall grille marks a return to the tri-shield with Red/White/Blue colors. Body Panel gaps are better than most German competitors, and it's nice to not see a resemblance to any other GM model. We tried to find fault with this car, but you really have to look hard. It has all the power you need along with 31 miles per gallon. The absolutely silent highway drive outclasses every other sedan under $100,000. The base price starts at $32,065, and $46,000 will give you everything. The only problem is with the name. It should be an Electra or Invicta. You may think I am insane, but the new LaCrosse is among the best cars on the market. Once you drive it you will agree with us. 2018 #buick Lacrosse 3.6, I'm impressed A post shared by Andrew Nabors (@naborsandrew) on Jun 15, 2017 at 1:41pm PDT

By Andrew Nabors – April 18, 2017

Reviewed: 2017 Smart ForTwo Coupe

In certain countries, vehicle taxes are based on engine size or other physical measurements. This is why tiny cars exist. Back when oil prices skyrocketed, Daimler saw the perfect time to reintroduce the Americans to micro cars. We have ample experience in two seaters, but our inventory consists of Corvettes and Vipers that aren't exactly small. Our usual reviews are based on power, handling, and comfort, so we had to rethink the process when The latest Smart Car arrived.We asked for the biggest engine available, so it had a turbocharged three-cylinder with 898cc of displacement. Making 90 horsepower and 100 lb-ft of torque, it is capable of 32 mpg city and 39 mpg highway as long as you leave the A/C off. Engines this small have an uphill fight to spin an A/C compressor on hot days, which will limit your ability to accelerate. Because the ForTwo is rear engined and rear wheel drive, the front tires are just for steering. So after the first few feet, you realize how maneuverable and fun it can be. The Passion model has stylish 15" wheels with low profile tires. They offer very low unsprung weight, and since they are bolted to the incredibly strong Tridion safety cell it makes the car handle like a go-kart. The five-speed manual shifter is cable operated, so it needs long throws and slack in each movement.An automatic in something this size would eat too much power and the five speed is just plain fun. Your right foot will need to remain buried to merge at any decent speed, so get ready for power shifting. Visibility is the best we have ever experienced because the windows are only inches from your eyes. The engine, transmission and cooling system are all mounted very low, which adds to the fun factor when cornering. The other brilliant cornering feature is that the seats are located very near the Z axis. By placing the passengers near this axis, it mitigates most of the G-forces while cornering.A curb weight of 2,000 lbs is more than you would imagine, and the Smart has a crash safety that is among the best in its class. At $17,240 it makes a statement of economy and style along with German reliability. A four-year warranty covers any potential problem, and even if the engine was to fail it can be replaced in your driveway. A thriving aftermarket exists if you need more acceleration, but its is fun even in stock form. If you are tired of seeing gas guzzling behemoths everywhere you look, the Smart ForTwo is ForYou!.

By Andrew Nabors – April 01, 2017

Reviewed: 2016 Passat 1.8 Turbo

For those who prefer to fly under the radar, VW's latest Passat is a stealth fighter. With styling we have grown to love, our weekly test car arrived directly from the factory, which is not in Germany. The Passat is assembled at the world's only LEED-certified plant in Chattanooga.Tennesseans are known for music and bourbon, so how do they handle a midsize sedan to be sold around the world?You might recall the turbo Beetle convertible from a few weeks ago. It was powered by the same 1.8 liter TSI engine as the Passat. Making 184 lb-ft of torque and 170 horsepower at full boost, it is a nice alternative to a naturally aspirated V6. The Passat is built in six trim levels, with the top model offering 90 more horses from a 3.6 liter. But our car is decked out with a rating of 38 mpg (highway).Impressive mileage from a midsize luxury sedan is made possible by deep overdrives in 5th and 6th gear along with a 3.87 differential. This means that it runs through the gears quickly in order to reach 6th, and that's where it wants you to stay.We find no fault in this logic for running errands, but you shouldn't challenge anyone to a drag race. Passat is a joy to drive in a daily commute, as it offers great visibility along with a quiet cockpit. Safety is a major concern for VW, so the car is extremely solid. Despite a curb weight of only 3,200 lbs, it makes use of high strength steel to achieve a 5-star safety rating. Strength translates into a nimble chassis that stays composed over broken pavement. Our only disparaging remark must be the all-season tires. We run Summer tires year round in the Sunshine State, so it's fun to hear the screams of all season rubber when pressed to perform. If you intend on pushing your Passat outside of its comfort zone, invest in performance brake pads. The factory compound loses its composure after a few hot laps.In comparison its A4 sibling, the Passat is more relaxed in the corners. Loaded with Fender Audio and all the latest technology, the Passat SEL Premium has a price tag of $35,090. It does without flashy looks or thrilling acceleration to provide you a safe & solid (American built) sedan. Our dealers have great leases available, so stay with us for more VW reviews!.

By Edward Jones – December 20, 2016

2016 VW Jetta 1.4T SE Review

Exterior:When a Volkswagen pulls up, it's instantly recognizable. This statement fits the 2016 Jetta .4T SE perfectly, as its features the body-shape and design you've known VW for. While it may not be the sexiest looking car on the market, it's a no-frills sedan that's competent in more ways than one. Our test car was fitted with 16-inch alloy wheels, halogen headlights with daytime running lights and Silk Blue Metallic Exterior paint.Interior:Remember that talk about no-frills, well the interior continues this idea. But, again, that's not a bad thing. You won't find all of the bells and whistles, and luxury found in a Mercedes, but you will find a spacious interior that will give its passengers one heck of a comfortable ride. Both the front and rear seats had enough leg room for my tallest coworkers, which doesn't happen often.What's more, when getting inside a VW, like the Jetta, it feels almost like you're in your home-- it's a weird feeling. Something about their cabins instill a sense of peace within me.Power:Because this car is equipped with a 1.4-liter TSI DOHC turbocharged four-cylinder engine, don't expect to be thrown into the back of your seats. But, then again, this is what you should expect from the Jetta. This engine provides 150 hp, a small amount, but the fuel economy of 28/39 makes up for the lack of power.Drive:The comfortable drive the Jetta provides is a culmination of a comfortable interior, capable engine and small stature. It's pleasant through-and-through, no matter if you're on a road trip or heading to the grocery store.Overall:Looking for a well-priced sedan (MSRP $20,095)? This is a great fit. VW has proven once again that they excel when it comes to making cars for the average consumer.

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