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 Tyler Rampersaud – October 28, 2026

First Drive: 2027 Range Rover Electric

The Range Rover Electric hasn’t been a secret. Fully unveiled earlier this year and available now to order, the Range Rover Electric’s development was announced years ago. Throughout that time, the manufacturer promised that the electric Range Rover would seamlessly sit alongside the combustion-powered members of the lineup, despite its use of EV technology. Now, the new Range Rover Electric has arrived, and a drive through the Scottish Highlands gave us a chance to get behind the wheel. On paper, the Range Rover Electric is quite similar to the ICE Range Rover we’ve all known and loved: 542 horsepower on tap, a 0-60 time of 4.2 seconds, a host of luxurious features and appointments, and a dual-motor all-wheel drive system that teams up with advanced off-roading systems for highly capable versatility. However, does electric power preserve the ethos of the Range Rover? That is certainly the goal. When we asked Simon Fairbrother, program chief for Range Rover Electric, about what existing Range Rover customers will have to get used to with the new electric variant, he said, “Not a lot. Just not having to go to a gas pump, I guess.” The estimated driving range of the new Range Rover Electric is up to 333 miles, an impressive number for its size and sumptuousness, which not only easily accommodated our lengthy drives through the Highlands, but will certainly also serve the typical Range Rover driver on a daily basis. GALLERY-EMBED In addition to serial Range Rover owners, however, the new Range Rover Electric also has something to offer drivers who have already adopted battery-electric vehicles, giving them a taste of Range Rover luxury that fits right into a lifestyle they’ve already gotten accustomed to. In place of the typical sound of a V8 engine is a beautifully quiet interior, and a chime lets you know that the vehicle has been started or turned off in the absence of an engine. “We wanted to offer everybody a Range Rover that was what they expected,” said Lynfel Owen, Vehicle Engineering Chief Engineer for Range Rover and Range Rover Sport. Beyond the engineering, that goal informed the decision for the Range Rover Electric to look nearly identical to its combustion or hybrid peers. The few differences include a flat grille, as well as “EV” badging on the wheel center caps. The interior is, happily, no different. The steering wheel, seats, instrument displays, and Pivi Pro infotainment system are all laid out in a way that is extremely familiar to a Range Rover driver. Rather than opting for buttons, a dial, or touch controls, the Range Rover Electric keeps a shifter in the center console. For a relatively novice EV driver, this dramatically reduces the learning curve. The “S” selection on the shifter remains, as well, and rather than entering a sequential mode, the “S” instead puts the vehicle in single-pedal driving mode. It takes some getting used to, but the feature offers greater ease in traffic, added regenerative braking, and braking for corners that otherwise requires a bit of effort, what with navigating narrow, winding Highland roads in a large, heavy luxury SUV. Heavy as it may be, however, its 6,195 pounds of weight is not the heaviest in the current Range Rover lineup. GALLERY-EMBED When many BEV manufacturers aim to fill a void left by combustion vehicles by pumping in synthetic engine noise, and incorporating a driving mode that attempts to recreate driving with an engine, the Range Rover Electric is also unapologetic about being an EV, lacking paddles that would have felt gimmicky were they included. The Range Rover Electric takes advantage of electrification's benefits with its engineering, too. Its MLA architecture was built with an EV variant in mind from the outset. Range Rover Product Manager Rachel Hogg commented, “If you have a customer who just loves the look of the Range Rover, we can now offer them a propulsion system that fits their needs.” In addition to that, the lower center of gravity offered by the battery contributes to handling improvements, and the lack of the mechanical components of a combustion powertrain means that switching between off-road driving modes and ride heights is even simpler than before. That simplicity came in handy when we hit the road, leaving Aldourie Castle, which sits near the shores of Loch Ness, and heading north along the west coast of Scotland. The end of our first day of driving brought us to an off-road route, challenging the vehicle with loose, wet rocks along the beach, steep, muddy hills, and a wade that used a good portion of the vehicle’s 35-inch wading depth. Our destination for the night was Hope Lodge, a hunting lodge that dates back to the 19th century. Surrounded by captivating nature, we set off again the next morning to do much of the same. GALLERY-EMBED What the Range Rover Electric demonstrated on our drive was two dramatically different characters. On the road, the vehicle is an incredibly composed and decadently luxurious vehicle. The Meridian Signature audio system was rich and enhanced by the EV’s silence. The suspension graciously absorbed the imperfections of the rural Scottish roads. All 542 horsepower proved to be plenty when it came time to overtake, being delivered quickly but without harshness. All-wheel steering made it effortless to pull into a scenic roadside stop and leave the parking lot just as quickly. However, engage the off-road driving mode, and the Range Rover Electric becomes something much different. The heads-up display goes from displaying convenient navigation graphics and reminding you of the speed limit to showing relevant off-roading information; the cameras on the center screen help you precisely place your wheels in the ruts, and the Intelligent Traction Management comes in to handle the difficult surfaces. The duality is the same as that of the combustion Range Rover, and as an EV, it takes place with even more of a sense of wizardry. Our test vehicle was a Range Rover Electric First Edition, with a Standard Wheelbase. Based on the Autobiography trim, it sits between the Autobiography and the top-of-the-line SV. Our First Edition configuration consisted of a Belgravia Green exterior color and a Light Cloud interior. The perforated Ultrafabrics upholstery was soft to the touch and, paired with Kvadrat fabric accents, made for a beautifully airy cabin. Some other creature comforts in the First Edition include in-cabin fragrance, heated, cooled, and massaging front seats, and just about anything else you’d expect from a well-equipped Range Rover. While the Range Rover Electric will carry a starting MSRP of $138,000 here in the States, the First Edition is a significant jump, starting at $179,150. For that money, you do, however, get a vehicle without many peers. While the luxury SUV market is certainly saturated, as is the arena of electric vehicles, the Range Rover Electric offers EV drivers, or Range Rover fans who want an electric option, an authentic Range Rover, batteries included. Our first drive of the Range Rover Electric showed that even with electric power, the Range Rover Electric manages to deliver the refined luxury, ample power, and formidable all-terrain capability that we’ve come to expect from the cherished luxury SUV brand, along with some new tricks and perks. View All Range Rover For Sale Image Source: JLR

By Kirk Bell – October 03, 2026

Review: 2026 Range Rover SE

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

By Edward Jones – December 21, 2016

2016 Land Rover Range Rover Sport HSE Td6

Exterior:If you've ever liked the look of a Range Rover, then the new 2016 Land Rover Range Rover Sport HSE Td6 is right up your alley. Its Xenon automatic headlights with LED lights start in the front, which are separated by a thin grille. In the rear are bright twin tailpipes that give a "sporty" look to match the model name. Honestly, if you've seen a Range Rover before, you've seen this one. Is that bad? Not at all, considering this SUV looks fantastic.Interior:Inside, the cabin retains the luxuries and comfort you'd expect in any Range Rover. The leather seats, fine-wood trim and spacious layout will provide drivers with a delightful drive. What's more, this cabin is insanely quiet. From the engine, the only thing you'll hear is the slight tick of the diesel engine thanks to the firewall. As far as road noise goes, you'll hear next to nothing. And that's great, considering how great the Meridian audio system is.Power:This Range Rover's 3.0-liter V6 turbodiesel engine is quite potent. This engine has 254 hp and 443 lb-ft of torque on tap. Route this power through the 8-speed automatic transmission, and it will run 0-60 mph in 7.1 seconds. Sure, the Td6 isn't as fast as the supercharged V8 engine, but it's fuel economy rating is where it shines: 22 mpg (city), 29 mph (highway) and 25 mpg (combined).Drive:Like I mentioned earlier, the Range Rover Sport HSE Td6's drive is as quiet as a whisper from the inside. When it comes to the actual drive and handling of the SUV, it acts as you'd expect. Because of its turbodiesel setup, it has enough torque, but it lacks on the top-end. But, if you find the sweet spot, you'll have plenty of power through gear changes.Overall:To put it plainly, this SUV is a great option for those looking to drive a Land Rover, but don't want to be at the gas station too often. It has the luxury and style you'd want from a Range Rover, but without a high fuel economy rating. Sure, it's not going to be exciting as the SVR, but its MSRP of $67,650 is much more desirable.

By Andrew Nabors – September 20, 2016

In the Driver's Seat: 2016 Range Rover LWB

Most Americans don't realize Land Rover offers the Range in two sizes. To see how their latest build compares against other luxury SUVs they sent us a fully loaded Range Rover for a week of testing.Everyone knows someone obsessed with Land Rover products. Much like Chevy guys or Ford fans, they can't immediately quantify why they love them, maybe it's genetic. Driving by our headquarters you will see several late model Rovers along with a classic Defender 130. So we have ample opportunities to experience them. But nothing could have prepared us for the power. The 5.0 liter supercharged V8 makes 510 hp and 461 lb-ft of torque. With the low gearing needed for 4WD, it is one of the fastest SUVs we have driven.Once your passengers stop giggling from the acceleration, you begin to notice how much detail goes into the interior. It takes some time to learn the unique placement of the controls, but its a nice change of scenery from the rest of the automotive world. Sound and heat insulation have been taken to the next level, almost making us forget about Florida. One of our major gripes has been the touch screen, so this year it is larger with a much-improved menu. Amazing audio is by Meridian is rated at 825 watts. Four-zone climate control and piano black wood trim are just a few of the ways it will surpass your expectations.But there are a few things you need to know. Because the windows are flat and almost vertical, glare and reflections can be distracting at night. English roads are not as wide as ours, so the Land Rover isn't as wide as domestic SUVs. The quality overcomes this, but if you need maximum cargo space look elsewhere. The belt driven intake manifold makes more power than you will ever need, but it also makes for a thirsty drive. Rated at 14 mpg city and 19 mpg highway, only high octane can be used.The aluminum body rides on air suspension that can be adjusted on the fly. Mood lighting and massaging seats are a nice touch after a long day, and your kids will like the reclining rear seats. If you thought soft close doors and panoramic roofs were exclusive to Germany, the latest from Land Rover will surprise you. The window sticker added up to $109,190, which is a significant investment. But if you need the best in luxury along with the world's most capable off-road platform, your Range is waiting for you.View Range Rover For Sale

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