Luxury and Exotic Car Reviews

McLaren W1 First Drive: Ferocious Hypercar Transcends the Track

You know things are getting serious when McLaren rolls-out the ‘1’ suffix. The origin story is, of course, the very first road car McLaren ever built, the F1. Designed by visionary Formula 1 aerodynamicist and engineer Gordon Murray, it arrived in 1992 and rendered all other supercars obsolete. The tiny, lightweight F1 embraced carbon-fibre material technology, adopted a radical centre seat driving position with two passengers set back and either side and was powered by a 6.1-litre V12 engine from BMW that might as well have been passed down directly from the Gods. Game-changer? That doesn’t even come close to describing its impact, even if at the time sales didn’t come easy… The P1 was very different. Rather than a unique side project from the Formula 1 team, it was instead a statement piece for McLaren Automotive, a new road car division still in its infancy. It arrived in 2013 and was a wild-eyed showstopper. It traded the long-legged gait and supple suspension of the F1 for a weaponized hybrid system capable of delivering 903bhp and huge blue flames from its drainpipe exhaust. In Race mode, it lowered by 2-inches and its massive concave rear wing extended into the sky. The P1 was all about aerodynamic downforce, crazed acceleration and a snorting, angry soundtrack that mixed venomous twin-turbocharged V8 with the manic whirr of electric motors. Not so much a car as a force of nature. And now there’s this: The W1. It’s a true successor to the P1 with a similar brief and, on the face of it, it evolves rather than radically reinvents McLaren’s vision for the ultimate hypercar. This is not a criticism. How could it be when the result is this dramatic and has such staggering, other-worldly potential? The W1 has 1258bhp delivered to the rear wheels. It’s capable of 0-124 mph in 5.8-seconds, the quarter mile in 9.6-seconds at 167 mph and produces 2205lbs of downforce at 174 mph. The active aerodynamics – particularly a rear wing that extends way out beyond the rear of the car – are pure performance art and deliver massive aerodynamic efficiency. The result, aside from looking extremely cool, is that the W1 is McLaren’s fastest road car around a racetrack. Ever. Their benchmark circuit is the breath-taking Handling Track at the Nardo proving ground in southern Italy, where the W1 beats their previous benchmark, the flyweight McLaren Senna, by three seconds per lap. Or “a lifetime” as they call it in racing. Maybe two lifetimes! Core to the W1’s performance is the new ‘Aerocell’ carbon fibre tub. With integrated seats and a raised footwell to allow for inboard pushrod-operated front suspension – which in turn gives air a clean path to the huge underbody diffuser – it’s light, stiff, space efficient and has been instrumental in McLaren realising a full ground-effect concept. Just like last year’s F1 cars, which were the fastest ever made. There is also an active front wing and the aforementioned complex rear wing dubbed ‘Active Long Tail’. All of which is very admirable. But the ‘anhedral’ or gullwing doors and the fantastically shirnked-wrapped feel to the minimalist, highly-focussed interior are a pretty good side effect. The W1 feels special. Those fixed seats are perhaps a shade more upright than expected, and the driving position is less obviously racecar than, for example, the Aston Martin Valhalla or Ferrari F80. However, once you’ve adjusted the pedals (they move on a slider) and the delicate, slim-rimmed and alcantara-trimmed steering wheel, there’s an overwhelming sense of purpose. The cabin is so tightly tailored and imparts a sense of lightness and agility before you so much as start the all-new 4.0-litre twin-turbocharged V8 engine, which makes 916bhp all on its own and revs to 9200rpm. Reach up to a roof-mounted control panel to find the starter button. Maybe this fighter plane trope is a little corny, but somehow you feel thrilled rather than manipulated. The W1 has a sense of humour as well as all that motorsport-derived sophistication. There’s a short delay, but when the engine does fire it’s instant – as the high-powered hybrid system negates the need for an old-school starter motor. A sharp flare of revs tells you that this engine is hyper-responsive and angry. On some deep level your brain and body have been sent all the signals required to prepare for something new and intense. Ahead of us, an empty Mugello racetrack, so press and hold the blue button next to the red starter to select Race mode. The centre display graphic shows the W1’s transformation in real time as it lowers by 37mm at the front and 17mm at the rear whilst simultaneously undocking all that active aero goodness. Race mode is not road legal and is geo-locked. You can show your friends and neighbours the aero dance, but it won’t allow you to select a gear to actually drive unless you’re at a circuit. Incidentally, the rocker switches either side of the display binnacle allow further options now: Toggle up the Handling control on the left for Race+ (for F1-spec super smooth tracks) or stick to Race for gnarlier ones. On the right toggle select ‘GP’ for sustained performance over a stint or ‘Sprint’ to unleash all 1258bhp for a time attack. There’s also a DRS and Boost function on the steering wheel. But I guarantee you won’t have the mental capacity to use them… Exit the pitlane, pin the throttle and W1 takes maybe a millisecond or two to gather its might (the gearing stretches to around 60mph in first, nearly 100mph in second, primarily to aid traction), but then lunges at the first turn with incredible ferocity. It instantly feels light, almost like inertia is no longer a thing. McLaren really does prize lightweight engineering, and at 3084lbs (dry) the W1 has a 278lbs advantage over the Ferrari F80. Plus, Ferrari uses figures for cars fitted with every single carbon fibre option. In reality, the gap is probably wider still. The impression of agility and stunning control continues as the track is unravelled at startling pace. The electric motor mounted to the side of the new 8-speed dual-clutch transmission is good for 342bhp and 324lb ft and it boosts any low rev lethargy the new flat-plane crank V8 might have (spoiler alert: It doesn’t appear to have any), so the W1 just feels massively, almost impossibly powerful at any revs. Even so, there’s real reward for wringing it out to 9200rpm and the power curve feels superheated but organic, too. In Race mode the steering – still hydraulically powered – has less assistance and it is noticeably heavier than other McLarens. However, that resistance is welcome as it gives you something to push against and imparts so much information about the front grip level. New Pirelli Trofeo RS tyres with a bigger front footprint than P1 or Senna really help. The front-end feels incredibly secure and the rear-axle follows with perfectly-aligned precision. The whole car feels super-stiff, completely locked into the surface and inspires confidence, but there’s an inherent agility and adjustability that means you’re quickly confident to push at its limits and really impose yourself on the chassis. It’s such a complex car but the driving experience is intuitive, and the driver feels a key contributor rather than just amazed (or terrified) observer, holding on for dear life. Every dynamic ingredient really is shockingly effective and yet has a subtlety and lightness of touch. From that delicious steering to the incredible brakes, the W1 just feels so mission-focussed, so hooked-up. Only the new 8-speed gearbox is a slightly disappointment. It’s fast and punchy, but after the scintillating energy of the Ferrari F80 ’box it feels competent rather than inspired. Other quibbles – it’s okay to quibble when the starting price is $2.1-million before tax and destination charge. Well, that new twin-turbocharged V8 sounds tightly wound and aggressive but if you have a P1 tucked in the garage you’ll miss the snorting, Darth Vader-style soundscape and all the drama that goes with it. Ferrari does this better, too. The F80 sounds deathly dull from the outside but is a riot of turbochargers, electric motors and all sorts of mechanical fury within the cockpit. Even so, the W1 is wildly entertaining on track, and the rear-drive configuration makes it more of a challenge and more satisfying than the F80 when chasing lap times or just sliding around for fun. In the Ferrari, you must second-guess what the front e-axle might do, whereas in the W1 it’s all on you. There are plenty of tools to help, including the ingenious Variable Drift Control, but somehow the W1 is more heroic. Or at least fools you into feeling more heroic – which is surely the point! On the road? Nimble, loaded with feel and sublime response. The ride is noticeably tougher than, say, a 750S but the control is ramped-up too, and with a bit more speed the whole car finds a delicious rhythm. Sport mode for the drivetrain brings some nice turbo whooshes and chirps, but the noise remains high-quality rather than extreme excitement. It is perhaps the one area the W1 feels just a little too tame. Of course, there’s nothing tame about the raw performance… which is genuinely shocking and literally hurts your neck muscles after a few hours. How McLaren has given the W1 such immense traction through just two driven wheels is beyond me. So, is it worthy of that ‘1’? I think so. Perhaps we won’t be talking about $25-million auction results for the W1 in 30 years from now, as we are for the F1. Perhaps it doesn’t quite have the amazing presence and jaw-dropping star quality of the simply gorgeous P1. But it is such an intense experience and the way it marries stunning track performance with delicate poise and entertainment on normal roads is something akin to magic. Maybe not ‘the one’ but definitely a searing, outrageous addition to McLaren’s fiercest family line. Just 399 W1’s will be built and they’re all sold. I’m not surprised at all. View All McLarens For Sale Images: McLaren Automotive

By Michael Van Runkle – July 11, 2026

Review: 2026 Porsche Macan GTS Electric

Plenty of challenges emerged quickly when Porsche undertook its first serious foray into mass-market electrification with the Taycan. Of course, experience with the larger Panamera and Cayenne/Macan siblings helped establish a baseline, but Stuttgart engineers still needed to figure out how to build a relatively heavy sedan that still bore a strong resemblance to – and drove as well as – the stalwart 911 sports car. Now, nearly seven years later, the Taycan’s Cross Turismo and Sport Turismo variants recently got the axe in the United States, where buyers increasingly prefer crossover SUVs rather than the low-slung sedan form factor. In their place, an all-electric Macan joined the lineup and, for 2026, received Porsche’s signature GTS treatment that caters directly to driving enthusiasts. The Macan EV represents a much more significant step forward for Porsche, and the week I spent driving a GTS reveals exactly how much the company learned from the Taycan’s Tepid customer response. The 94.9-kilowatt-hour battery offers up to 294 miles of EPA-estimated range with an 800-volt architecture that allows for fast charges up to 270 kilowatts, or good enough for a 10-80% charge in just 21 minutes. Those stats can keep up with the competition on paper, but more importantly, the Macan simply looks more familiar to the shape that American buyers – Porsche’s number one market – prefer by leaps and bounds over traditional four-door sedans. Unlike the Taycan, Porsche decided to sell internal-combustion and all-electric Macan variants simultaneously. The two clearly resemble each other, though the EV’s crisp design with vertical air intakes up front and a chopped rear end above a horizontal lightbar certainly adds a more futuristic element to the sporty crossover. The EV technically rides about a half-inch lower, depending on drive mode selection, but the overall design clearly helps to foster the impression of sporty potential despite the typically dense “skateboard” battery pack beneath the passenger compartment. Inside, the dash and gauges all resemble other Porsches. The Macan does offer more storage in the center console, a lesson in packaging efficiencies that the Taycan sorely lacked. The rear seat might not count as particularly spacious per se, at least in direct comparison to competitors, but it definitely fits adults much better than the cramped Taycan back bench. The rear hatch opens up to a large trunk, and, plus, without a gasoline engine under the hood like an ICE Macan, the EV comes with a funk just like a 911! Design and ergonomics count for a lot during the EV revolution, but for Porsche’s discerning customers, driving dynamics need to take priority – and especially for any GTS model. In this case, a pair of dual electric motors rated for up to 563 horsepower and a punchy 704 lb-ft of torque can hook up for a 0-60 sprint in just 2.6 seconds. A hard launch requires overboosting the powertrain, though, and the rest of the time the system throttles back to “just” 509 horsepower and 675 lb-ft. The brisk acceleration never quite matches the most absurd high-performance electrics on the market – the Plaids or Sapphies of the world – and falls just shy of the Macan EV Turbo at 630 horsepower, too. On the other hand, all the instantaneously available torque from electric Motors effectively democratized straight-line speed, even at the lower end of the market. And no EV at any price point highlights that fact more than the Macan, precisely because the GTS absolutely nails Porsche’s quintessential steering and suspension tuning. It’s no stretch to say the Macan EV GTS might have the best steering of any EV yet, just as tight and precise as any 911 in the lineup today. Only the Lucid Gravity might take the cake, though only driving both back-to-back will solve that heated rivalry conclusively. <- Gallery -> The Macan’s thin steering wheel helps to impart such razor-sharp response, as finished in a tight layer of Race-Tex, Porsche’s brand name for Ultrasuede (the material of Alcantara). But the shock dampers and body roll management, for an EV that tips the scale right around 5,400 pounds, also manage to perfectly straddle the fine line between compliant comfort and raring rigidity. Only occasional wavy road surfaces or heaves will cause a bit of rafting at times, as a typical byproduct of skateboard mass and density. Even the 22-inch wheels with relatively tall sidewalls (Pirelli P Zero Corsa Elect summer tires, a $660 option for those keeping track) contribute to the handling characteristics, versus lower profile rubber that might up the style points while taking away from the spectacular ride quality. I barely needed an adjustment period before I started ripping around town, taking advantage of the quick pickup to outrun traffic from stoplights or carve through rush hour stop-and-go with ease. Up in the canyons, everything about the Macan EV GTS felt similarly cohesive, just one of those cars that almost anybody can climb right in and drive hard without too much effort. At full cry, the electric motors whine a bit, and regen helps to rein in speed despite a relatively small braking package (by Porsche standards anyway) of 400 and 350-millimeter rotors front and rear, respectively. Exactly where and when to lift off “throttle” and start braking before tight turns changes due to regen, but again, I quickly stopped thinking about that EV behavior and started enjoying the drive nearly as much as any internal-combustion sports car and certainly more than any electric crossover so far. The faux powertrain soundtrack that Porsche pumps through the Macan’s speakers will no doubt come down to a matter of taste. I personally prefer to strictly listen to the whine of electric motors under strain. After all, otherwise the quietude of an EV only ramps up the luxury factor even more. And in that regard, electric cars serve so perfectly for most of life in a city, with no rumble of an engine or smell of exhaust fumes and no sensation of lugging around a massive, thirsty engine. Just point and shoot, all immediacy and vastly superior performance, especially at lower speeds. As a commuter, the Macan EV GTS stands out with Porsche’s sense of solidity and legitimate range. With a Level 2 home charger, I’d never need to worry about charging other than overnight for urban driving, or even a fun morning in the canyons. I still hesitate to call this a true road-tripping EV, though, despite the quick charge times. Porsche will need a new generation of battery tech before reaching the magical 400 or 500-mile mark without sacrificing the dynamics that make the Macan EV special in the first place. A Macan EV might nail the brief, but watching Porsche’s overall EV strategy unfold still bedevils comprehension. The Boxster/Cayman replacement seems likely to either go uber lightweight with pitiful range (which will likely render both DOA) or share a chassis with an internal- combustion variant (leading to inevitable compromises). At the other end of the spectrum, the newly electrified Cayenne can outrun a 918 Spyder but also weighs more than a Ford F-150 Raptor, not to mention any other production car ever to leave the Porsche factory. As the Taycan seems to face a dire future, if values on the used market portend anything these days. And in fairness, not everything about the Macan EV turned out perfectly. The stop-start button straight out of Volkswagen AG’s parts bin brought on a sad shake of the head at the beginning of every drive. Excessive piano black plastic on the center console also contrasts starkly against the rest of the premium materials throughout. And including a Sport Chrono lap timer on the dash, even as a reference to Porsches of old, almost seems laughable in a family electric commuter. The starting MSRP for the Macan GTS Electric somehow still slots in well below a base 911, though. My loaner’s Carmine Red paint job, stunning if not quite subtle, paled in comparison to Paint-to-Sample shades at just $1,310. Rear-axle steering added another $2,150, while the 22- inch RS Spyder Design wheels tacked on $3,010. Spec'ing a Macan EV GTS, I’d definitely spring for the Bose surround sound at $1,050, but the rest seem fairly insignificant despite contributing to a window sticker of $125,920 as tested – still less than a zero-option 911. Also worth mentioning, Porsche earlier this year solidified a partnership to allow for access to Tesla’s nationwide network of Supercharger stations. Doing so requires an adaptor to the NACS port from the Macan EV’s CCS capability, but still adds another pro to the list, as an absolute game-changer that makes the prospect of living with Porsche’s mass-market EV all that much more palatable. View All Porsche Macans For Sale Images: Michael Van Runkle

By Michael Van Runkle – January 10, 2026

2026 Cadillac Lyriq Review

Over the past few years in Los Angeles, I consistently started spotting more and more Cadillac Lyriq EVs. The growing popularity of Caddy’s first mass-produced EV then led to the Celestiq halo car and the electric Escalade IQ, both of which arrived with seriously luxurious amenities and price tags well into six figures, as well as the Optiq that serves as more of an entrée into the Caddy EV lineup. But the IQ range’s design language, to my eye at least, looks best on the mid-size Lyriq that somehow starts at a surprisingly reasonable price tag of $59,200. I first discovered that pricing when I looked up the base Lyriq’s window sticker after driving the Optiq. I expected higher, but General Motors clearly amortized the Ultium EV platform – that the Lyriq originally introduced – across many models and marques in the interim years, sharing development costs in the hopes of helping to keep initial pricing as low as possible and thereby entice hesitant EV customers. From the outside at least, the Lyriq looked to add similar levels of premium signaling as the Escalade IQ and Celestiq, rather than the Optiq. So, when Caddy offered me a loaner, I spent 10 days daily driving a Lyriq to learn whether the Ultium luxury treatment potentially makes this an intriguing value proposition in the luxury EV market. Electric powertrains in general cater perfectly to luxury automaking. Silent and powerful, EV motors take up much less room than gasoline engines and thereby open up large, spacious interiors perfect for cramming with premium materials and advanced tech. Nothing beats the opulent experience of a Rolls-Royce Spectre. Though sure, I might miss a powerful V8 or V12, the neighbors sure don’t! My Lyriq arrived in dual-motor Signature Sport trim, which adds black exterior cladding and a unique “grille” design (if we can call it that, given the lack of airflow into the “engine bay”). A set of 22-inch wheels and premium interior features, including tri-zone climate and a fancy head-up display, help to justify about $10,000 of additional spend above the base rear-wheel-drive single-motor Lyriq. My dual-motor Lyriq received an official 303-mile EPA range rating, despite 500 horsepower and 400 lb-ft of torque, but my real-world range performance, both initially and after 10 days, indicated more like 325 to 330 miles might be possible. Every Ultium EV tends to tip the scales more than comparables on the market, and the AWD Lyriq is no exception at 5,838 pounds. That sheer mass hints at the battery pack’s 102 kilowatt-hours of capacity, but also hinders any sense of punchy, brutish acceleration that other EVs from the likes of Tesla, Genesis, and Lucid always prioritize. Still, the “throttle” modulation (again, if we can call it that) will seem familiar to anyone switching over from a gas-powered car. Nudge into the go pedal and the Lyriq surges forward, happy to accelerate along with other cars or scoot away from traffic with ease. Plus, I spent most of my 10-day loan in a torrential winter rainstorm, and even with the eco-friendly Michelin Primacy tires, I still appreciated the confident traction of the dual-motor AWD system. So far, in raw performance terms, the Lyriq reminded me somewhat of the lower-spec Chevrolet EVs that share the Ultium platform. But the exterior design definitely trends more toward the cartoonishly elongated Celestiq, albeit without the mind-boggling proportions. And this two-row also thankfully takes up far less of a footprint than the behemoth Escalade IQ. Both those top-spec packages definitely take Cadillac build quality to the next level, though. The Celestiq, simply put, is the best General Motors EV to drive yet – and it better be, at that price! The electric Escalade can manage a more insane range of over 500 miles in the real world, meanwhile a critical element of the luxury equation. But the humongous SUV also rides with a sense of serenity that one of the most spectacular sound systems in the world only accentuates, along with some of the best massaging and ventilated seats on the market. (In the spirit of openness, I’d still take an Escalade V, but that’s a different story.) The Lyriq’s pricing might suggest that Celestiq and Escalade IQ levels of luxury fly out the window. And to an extent, that’s true. But compared to any other EV, this Caddy seems almost completely silent, as only the most minor hints of road noise creep in at freeway speeds or higher. The suspension tuning and large wheels toe the line between sporty and compliant, keeping the chassis planted without ever getting too choppy. Meanwhile, the interior feels roomy for both the front and back seats, plus Cadillac decided to offer a huge trunk rather than go with a third row – though partially, the massive interior cargo volume, including the little storage cubby for a charge cable or groceries beneath the rear floor, comes courtesy of eliminating a front trunk (or “frunk”) as common on other EVs. From the inside, the Lyriq’s sanctuary space initially imparts a distinct impression that the exterior surely must be larger than it seems. And parallel parking does reveal a rather wide track, but altogether this EV makes negotiating narrow streets or parking lots fairly easy. Plenty of exterior cameras and parking sensors, including a digital rearview mirror, do help since the D-pillar at the back that so clearly established the IQ lineup’s aesthetic does somewhat hinder rear visibility. And speaking of tech, my Lyriq also featured a booming AKG sound system equipped with active noise canceling and Dolby Atmos available via supported streaming apps. Though I never hit the highest highs and lowest lows, nor the crisp middles, of the Escalade, the speakers still managed that impressive feat of regularly turning familiar songs into new experiences. I also summoned all my energy not to thank the heavens for the single biggest surprise of living with the Lyriq: Unlike most GM EVs, and reportedly soon all GM vehicles, wireless Apple CarPlay worked! And Super Cruise comes standard across all 2026 Lyriqs now, so when I took some longer drives on the freeway, whether at speed or stuck in traffic, I could just push a button and watch the top of the steering wheel light up green. The ease of use that CarPlay and Super Cruise enable comes across as a major selling point for the luxurious Lyriq experience. If only because many other functions do require dipping into the curvaceous 33-inch displays, many touchscreen menus. Opening the glovebox, for example, or choosing drive modes. At least the climate controls still use physical switchgear, with a pleasing metallic set of piano keys along the lower edge of the dash. But the center console dial, as futuristic as it looks, never quite makes sense for selecting anything. Cadillac even sacrificed a stop-start button, which supposedly adds the convenience factor of simply stepping in and putting a foot on the brake pedal, whereupon the gauges and center console come to life, indicating the Lyriq is ready to drive. Then, simply put the motors in Park, get out, and lock the doors, and the EV should turn off – but I say “should” because this regularly did not happen. I tried many times, and even one night left the car “running” (in silence, with the headlights on but the doors locked) to see what happened. The solution to this frequent quandary involves either going for a short drive to reset the computer’s conception of when to turn off or tapping a new widget in the touchscreen, then confirming that the car should, in fact, turn off. Whether this increasingly digitized driving experience enhances or detracts from the luxury experience probably comes down to a matter of taste. Living with the Lyriq for a longer period, I might even acclimate to some of the more unexpected functions that I struggled with over 10 days. I also found myself wishing for a slightly softer suspension setting, for a smoother ride—and would therefore advise a Lyriq with the smallest wheels possible, a set of 20-inchers that comes on lower trims, even if that means sacrificing style points in the name of increased suppleness. Skipping the 22-inch rims might preclude the Signature Sport from consideration, which I can justify because the lower trims now include CarPlay and Super Cruise for model year 2026. Luckily, the rest of everything great about the Lyriq carries over too, nailing Cadillac’s electric design language in an eminently usable luxury package. One that imparts a real sense of value without hitting the wallet too hard, either initially or with the threat of massive depreciation common to higher-priced electrics down the road. VIEW ALL CADILLACS FOR SALE <- Gallery ->

A light blue luxury sedan parked in front of a corrugated metal wall with a small sign above and three yellow posts nearby.

By Michael Van Runkle – December 20, 2025

Review: 2026 Mercedes-AMG S 63 E Performance Manufaktur

Back in 2024, Mercedes-Benz introduced AMG’s first ‘E Performance’ hybrid system on the S-Class sedan. This Formula 1-derived technology then proceeded to proliferate through the broader model lineup, so for 2026, the S-Class now receives more customization options available through the Manufaktur program to keep sedans bearing Benz, AMG, and Maybach badging all the more exclusive. To show off more than 50 new paint jobs, 25 new interior colors, and additional badging inside or out that join the personalization list, Mercedes built a small fleet of model year 2025 press vehicles equipped with the enhancements. I happily borrowed an S 63 E Performance, finished in a sparkling shade of Quartz Blue Metallic, to log almost exactly 700 miles of highway, city, and aggressive driving that perfectly reacquainted me with this opulently luxurious sedan that somehow also still hides a sports car beneath the skin. The plug-in hybrid E Performance system stands out immediately as a stunningly powerful and impressively efficient powertrain solution. Though the inclusion of F1 tech might seem anathema in a sedan that weighs nearly 6,000 pounds, AMG figured out a nifty means of mounting the electric motor between the rear wheels. This allows for better balance, but also powerful discharge of electrons effectively through two transmission gears – incredibly, the setup can still send power forward to the front wheels for all-wheel drive in full EV mode, too. Though the S 63 can therefore run in silence, the 10.36 kilowatts of usable battery capacity only result in a handful of miles of range in real-world driving. Instead, my focus naturally turned to the combined output of 791 horsepower and a whopping 1,054 lb-ft of torque when the electric motor works in concert with the beefy AMG twin-turbo V8, which can launch this behemoth of a four-door to 60 miles an hour in just 2.6 seconds. The sensation of such a large vehicle accelerating so quickly almost boggles the mind, and I enjoyed more than a few romps of the throttle pedal early in my week-long loan. The tail end squats first, nose lifting noticeably as the electric torque hits first. Then the burly V8 wakes up to rip through gears, quickly hitting speeds far in excess of sanity or safety. Doing so eats up electrons quickly, though, so for normal driving, I typically spun the selector dial on the steering wheel to B mode, for Battery Hold. This tells the computer to prioritize state of charge, while still allowing some electric boost and regenerative braking. Even in this setting, though, the S 63 can still manage highway overtaking with absolutely effortless power, never needing to dip deeper than 10 or 15% into the wellspring of torque available at seemingly any RPM. Spin over to Sport or Sport+ mode, though, and a whole different nature emerges as the V8 engine’s exhaust barks to life with a deep rumble. Rear-axle steering and adaptive suspension help to impart more nimble handling characteristics – again, somehow beyond the limits of what seems possible when considering the sheer physics of moving so much mass. As I hustled up familiar twisting canyon roads, the only cue of how much Mercedes and AMG magic went into this S-Class comes with every time the traction control light starts to blink – quite early, given how much load the Michelin Pilot Sport 5 tires need to carry to haul so much weight through corners. Comprehending that the ability to hit triple-digit speeds in a nanosecond or carve through turns at the pace of much smaller sports cars makes the S 63 E Performance a surprisingly capable all-rounder, especially because of how serene and quiet the ride becomes for long-distance highway cruising. I kept the massaging seats running through every different program – ventilation on too, of course – and the lavish Manufaktur-exclusive Amaretto Brown Nappa Leather almost lulled me to sleep. This $11,250 option in this case adds an orange-ish hue to the silky-smooth hides, and I suspect that with some patina, the upholstery will only age into a deeper, more satisfying sheen. My loaner also arrived with the rear captain’s chairs, or more specifically, the Executive Rear Seat Package Plus, along with the Rear Seat Entertainment package (for $12,050 all in) that adds more screens for passengers. At six-foot-one with long limbs, I set the driver’s seat in my typical preferred position and then climbed in back to imagine life being chauffeured around town. Stretching out my legs, I even tried out the rear seat massagers. Not bad – dual sunroofs overhead and electronically controlled window shades allow for the ideal airy sensation, but also protection from the sun and privacy from the outside world, all at the same time. Inside the cocoon for longer drives, I reclined my seat further back than normal, leaned my head onto the plush pillow, and then cranked up the $6,800 Burmester High-End 4D sound system. Actually, finding music that can max out the fidelity of the speakers requires more than streaming audio off an app, but with better files playing, the system absolutely transforms even the most familiar songs into brand-new experiences. Personally, I don’t enjoy the seat exciters, which pump almost too much into the otherwise sumptuous leather and create a sense of vibration that belies the rest of the serenity within the passenger compartment. But the system can turn off, luckily, and by cueing up the rest of the EQ for a bit more bass, the rest of the speakers can more than compensate. The whole interior design of this S-Class generation prioritizes the continuity of a luxurious experience despite the tech enhancements, from the driver’s controls on the steering wheel to the central touchscreen – but also the textures of the climate vents and carbon-fiber trim. I do wish the carbon weave extended to the piano black surround of the main touchscreen, which draws fingerprints and glare so much that the “Manufaktur” script disappears from sight almost immediately. A few other critiques popped up occasionally, too. I experienced relatively frequent low-speed inconsistencies in the brake pedal’s response when using Comfort mode, as the complex hybrid system seemed to calculate too many variables between regen, electric assist, the gas engine, and transmission shifting. I found the powertrain and brakes seemed happier in Battery Hold or the Sport modes. And as usual, dipping into many of the features requires exploring too many menus in the onboard user interface, including activating my massager settings or turning off the seat exciter speakers. Lastly, the rear motor and battery layout eat into total volume within the eternally long sedan, especially in the trunk, which should still hold two golf bags just fine, but lacks the cavernous maw typical of four-doors this size. With all four seats occupied, a full weekend of rolling suitcases might not fit easily. Still, everyone in the cabin will enjoy short or long drives in truly outstanding luxury. As with Mercedes-Benz’s other flagship, the G-Wagen, an incredible sense of highly engineered quality emanates from every single touchpoint in the S 63 E Performance. And I even managed around 24 MPG across 700 miles of driving, an impressive feat given the curb weight and power output, not to mention how much I incessantly enjoyed the latter. The new options for 2026 might not improve the outright performance of the S 63 E Performance, given the potential of the hybrid system, barring more substantial updates than typical for a mid-cycle refresh. But as with the Quartz Blue Metallic paint, which resembles a baby blue from afar but shows far more depth and flake up close than expected, each Manufaktur detail contributing to this car’s $241,750 MSRP above a $186,200 starting sticker helps to further amplify the serious presence of this super sedan. View All Mercedes-Benz S63 AMGs For Sale Images: Michael Van Runkle

A blue 2025 Lamborghini Urus SE, the heavy hitter delivering plug-in hybrid punch, is parked on a dirt road with red brake calipers, framed by trees and hills in the background.

By Michael Van Runkle – December 14, 2025

Review: 2025 Lamborghini Urus SE

Heavy Hitter Delivers Plug-In Hybrid Punch At the beginning of the electric vehicle era, Lamborghini long ago promised that the company’s future hybridization strategy aimed to improve not just efficiency but, much more importantly, performance gains as a priority. Now, with the entire lineup currently made up of hybrids that combine batteries and electric motors with stunningly powerful internal combustion engines, the Revuelto and Temerario supercars proved beyond a doubt that Lambo achieved what so many other automakers struggled with: engaging driving dynamics despite inevitable weight gains. Still, selling the Urus as a plug-in hybrid SUV makes the most sense on paper, offering improved fuel economy, silent driving, and better range in full EV mode, plus only modest weight gains that make less of a difference in a 5,000-pound five-seater than for a low-slung supercar. To find out whether Lambo truly built the perfect daily driver super SUV with the Urus SE hybrid, I recently took a loaner in Los Angeles for city streets, highway cruising, plenty of hard canyon charging – and even a few forays off the asphalt entirely. First, it’s critical to understand how much the Urus SE’s hybrid system differs from the Revuelto and Temerario. Think of this setup as a more traditional plug-in that employs a much larger 25.9-kilowatt-hour lithium-ion battery below the trunk. The twin-turbo V8 carries over from ICE-only Urus models, albeit detuned to “just” 612 horsepower and 590 lb-ft of torque. That’s because the electric motor mounted within the eight-speed transmission can contribute 189 horsepower and a beefy 356 lb-ft of torque. All of which results in combined totals of 789 horsepower and 701 lb-ft at full throttle, the latter way down in the rev range at just 1,750 rpm. The Urus SE can also manage far more electric range thanks to the larger battery, at around 37 miles versus single digits for both the Revuelto and Temerario. Fuel economy improves to 20 miles per gallon in gas mode, and an impressive 48 MPGe in full hybrid mode, versus just 16 MPG for the ICE-only Urus S. Throw in a claimed 80% drop in emissions, plus unbelievably quick throttle response as the electric motor and gas engine work together for hard launches and freeway passing. Sounds like the best of both worlds, right? Well, equally as important as improving performance and efficiency at the same time, Lambo also faced the challenge of how to keep the Urus SE thrilling and engaging to drive other than in a straight line. All that hybrid componentry does add about 15% onto the mass of the lightest Urus Performante, for a total curb weight of 5,520 pounds. Even the full carbon-fiber roof (a $7,507 option) can’t combat the sheer physics of how much the electric powertrain components weigh. And in truth, I noticed the additional poundage almost immediately, while just driving normally on city streets. The SE uses the same suspension components with different electric calibrations, which means a supple air ride but also the ability to lower and raise the ride height, plus firm up the dampers to bolster handling dynamics while driving aggressively. Though the suspension tuning works quite impressively, all things considered, it’s not quite as sublime as either the base air suspension Urus and S, nor the steel-sprung Performante. My loaner’s small wheels and taller Pirelli Scorpion Zero all-season tires probably helped a little, too, to smooth out some road imperfections by reducing the rest of the suspension’s responsibility to absorb impacts. Instead, the added weight creates more of a rafting sensation, as the whole body moves around more over road undulations, speed bumps, and rough sections of pavement – though never necessarily uncomfortable, this occasionally borders on disconcerting, especially once I started to drive harder in the hills of Malibu. Pushing any SUV hard through curving canyon roads might seem silly, but the Urus SE is still a Lambo after all. And the previous Urus, S, and Performante all exceeded expectations. The SE, meanwhile, struggled to reach the same level of glory, which I suspect partially comes down to the all-season tires spec-ed on this loaner rather than performance-oriented rubber. Lightweight steering purposefully helps to counteract the impression of overall heaviness, while imparting a sense of playfulness into the handling. But the SE tended to push into corners with some understeer, then drift wide unless I paid extra attention to modulating my brake and throttle inputs impeccably. The adaptive sway bars and rear steering also worked hard, but luckily Lambo’s suite of electronic traction aids allows for plenty of fun – leaning into throttle earlier through corners like a true rally car brought on healthy slip angle and countersteering, though trusting the all-wheel-drive system quite that much admittedly requires a firm hand and plenty of confidence. Throughout, the SE sure sounded spectacular as the twin-turbo V8’s exhaust burbled and banged, echoing off the canyon walls. Especially in Sport and Corsa mode, the soundtrack borders on the depth of a muscle car, effectively masking any semblance of hippy hybrid vibes. Plus, the Terra and Neve modes (for dirt and snow) can lift up the body high enough that I felt comfortable playing around on a secret dirt track in the middle of Malibu. The air suspension there simply gobbled up the bumps, as I slid around with almost too much ease under either power, braking, or turning. Overall weight matters a little less in an SUV like this once the going gets slippery, and SE’s centrally distributed mass creates very predictable behavior. I just wished for even more ground clearance and true knobby tires while kicking up dust. Actually, figuring out how to activate the Urus SE’s various drive modes admittedly took me a while to figure out – an adjustment period equal to, if not longer than, learning how to properly push this super SUV up to the limit and not beyond despite the weight gains. The typical fighter jet-style controls already looked awesome on previous models, effectively conveying that familiar cockpit aesthetic so prevalent in Lambo’s other supercars. But throwing in full EV mode via the toggle on the right of the console, then three additional hybrid settings via push buttons below, plus a much more convoluted gauge cluster that needs to show all the electric and internal-combustion systems working together, occasionally goes overboard in the sense of paralysis by analysis. I needed to test every mode, too! The Urus SE always comes to life in full EV mode to keep the neighbors happy. Sometimes the silence led me to push the start button again, which then turned off the car. Whoops! Then I usually popped the left lever into Strada to wake up the full hybrid system, though the gas engine doesn’t always fire up immediately. Using the hybrid buttons, I typically kept the Urus SE in full hybrid mode to explore how nice the electric motor and gas engine play together. The stop-start and changeovers as the gas engine turned on and off actually worked surprisingly seamlessly, given the sheer heft of the twin-turbo V8. I also tried recharge mode to keep the battery topped up, and in fact, purposefully ran the gas tank to almost dry to truly force full EV operation as a range test. I then ran well over 15 miles in total silence, using around five-eighths of the claimed capacity. Not bad, and full EV mode also puts out more pep than expected, rather than simply enough motivation for light city traffic. However, at super slow speeds, I occasionally noticed some awkward tendencies as the handover between regen and friction brakes caused occasional lurching. As much as the ICE Urus nails a very specific type of super SUV, I struggle to argue against the SE hybrid despite these few minor foibles. Choosing the SE adds only about $30,000 to the base price of the current Urus S, which seems entirely reasonable even if the hybrid only added the extra 130 horsepower or so. This heavily optioned loaner stretched up to more like $352,000 as tested, so I’d pick a bolder exterior paint job, a more restrained interior with matte carbon fiber trim, and skip the all-weather floor mats. Still, with improved styling that also lends a more sophisticated, futuristic look to the angular design, plus the ability to drive in full EV and hybrid modes, the SE takes the cake. And every single time I punched that throttle, killing my fuel economy in the name of fun, the absurd amount of instantaneous acceleration when that twin-turbo V8 unleashed full fury in tandem with modern electric power left an enormous grin on my face. And if Lamborghini can manage to bring up those old childlike joys in a heavy hybrid SUV, the future of electrification looks very bright after all. View All Lamborghini Urus for Sale Images: Michael Van Runkle

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