Kirk Bell

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A dark gray luxury sedan, the 2026 Lucid Air Touring, parked roadside with mountains and cloudy skies in the background. Review: 2026 Lucid Air Touring hits the EV sweet spot in both style and performance.

Review: 2026 Lucid Air Touring Hits EV Sweet Spot

Lucid made a splash in 2022 when it released the Air sedan with big power and big prices to match. Four-figure horsepower ratings teamed with 500-plus miles of range showed EVs could be fast and efficient. Since then, power ratings and prices have come down to make the Air more accessible, but the cars are still fast and efficient. That leads us to the 2026 Lucid Air Touring, a model that was first introduced in 2023. It’s not the least powerful Air, but it’s one step up from the base Pure model, and it shows that 1,000-plus horsepower isn’t needed to make the Air a great electric car. The Air Touring’s dual-motor all-wheel drive electric powertrain employs a permanent magnet electric motor on each axle to produce 620 horsepower and 885 pound-feet of torque. The motors are fed by an 18-module, 92-kWh battery that provides a healthy 431 miles of range. That’s a lot smaller than the 22-module 117-kWh battery in the Grand Touring, which means less range, but it also cuts the weight by almost 200 pounds. Maximum power is available in the Sprint mode. Put it in Sprint, floor it, and the power hits hard from a stop. Occupants’ heads snap back into the seats, all four 245/45R19 Pirelli P Zero all-season tires hook up, and the 0-60 mph dash flashes by in 3.4 seconds, only 0.4 second slower than the 819-hp Grand Touring model. Opt for the Smooth or Swift modes and the output is limited to 347 horsepower. While the power isn’t quite as neck-snapping in these modes, it still feels quick and the instant electric torque gives it enough thrust to win stop-light drag races against the vast majority of gas-powered cars. Lucid teams that power with excellent efficiency. With the 19s, the EPA rates the Air Touring at 136 MPGe city, 132 highway, 134 combined for an efficiency of 4.0 mi/kWh. That makes it one of the most efficient electric vehicles on the market, and the Pure can be even thriftier with a rating a 4.34 mi/kWh. Snow and sub-freezing temperatures hurt the efficiency during my week with the Air Touring, as they would for any electric vehicle, or any gas-powered vehicle for that matter. The computer showed a top range of 390 miles, though the cold weather caused those miles to drain quickly. Over 209 miles of mixed city and highway driving, I averaged 2.85 mi/kWh. With its 700-volt electrical architecture, the Air Touring can accept a DC fast charge at up to 250 kW, which can add 200 miles of charge in 16 minutes. A 240-volt outlet can charge it to full in 10 hours. Off, Standard, and High regenerative braking modes recover energy for the battery. The High mode provides 0.3 g of braking force and acts as a one-pedal mode much of the time. I alternated between the Off and High modes, finding both appealing depending on my mindset in the moment. At 5,009 pounds, the Air Touring is heavier than a comparable gas-powered car but on the light side for an EV. Lucid harnesses that mass with a set of big brakes: 15.0-inch ventilated front rotors with six-piston calipers and 14.8-inch ventilated rear rotors with four-piston calipers. The hand-off from regen to the friction brakes is seamless. The only fancy bit of suspension technology Lucid employs is a set of adaptive dampers. The rest of the suspension is left up to good ol’ fashioned knowhow, and the engineers at Lucid certainly know how to build a car with a fantastic balance of ride quality and handling prowess. It’s set on a double-wishbone front suspension and a multi-link independent rear suspension, and it’s all tuned to deliver a smooth, luxurious ride and agile handling. From the driver’s seat, the Air Touring feels wide and low. Well-weighted steering with a quick 13.0:1 ratio directs it to dive into corners responsively. Thanks in part to a low-set 4.9 inches of ground clearance and the low center of gravity of the battery, the Air has precious little body lean, and the all-season tires do a reasonable job of sticking to the pavement in hard cornering. Those who want a sportier feel can opt for staggered 20-inch Michelin summer performance tires that will also sap some range. The driver enjoys not only good road feel, but also a high-tech cabin dressed in high-quality materials. Sturdy synthetic leather upholstery comes standard, and the real thing is a $3,000 option. Also standard are power-adjustable heated front seats and three-zone automatic climate control. Interior tech starts with a standard 34-inch screen with an infotainment touchscreen on the right, a digital instrument cluster in the middle, and a left-side touch panel for the wipers, exterior lighting, the defroster, and other controls. The center stack features a 12.5-inch touchscreen that is home to the drive modes, mirror and steering wheel controls, and trip computer information, among other functions. Digging into the screen for the mirrors and steering wheel settings proved annoying until I got used to the idea. Space is generous, as the Air takes advantage of its skateboard-style EV platform to offer a cabin that extends farther forward and rearward than you’ll find in ICE-powered cars. Three can sit across in back seat with plentiful legroom, and that’s only enhanced in the Touring model because the smaller battery lowers the rear floor for better thigh support. The trunk is large with 22.1 cubic feet of space and a 10-cubic foot front trunk adds even more utility. My test car ran to a price of $100,350 thanks an $81,499 starting price (including a $1,500 destination charge) and several options that added luxury and technology features. Among them were a $2,900 21-speaker Surreal Sound Pro audio system, 20-way power-adjustable front seats with massage and ventilation for $3,750, and $3,000 for a Comfort & Convenience package with soft-close doors, a power frunk, four-zone automatic climate control, a heated steering wheel, and heated rear seats. My car also came with the $6,750 DreamDrive Pro system, which provides hands-free highway driving that works quite well. Priced right, the Touring model is the smart choice in the Air lineup. It costs $9,000 more than the Pure but it adds 200 horsepower and all-wheel drive. It’s also a whopping $34,000 less than the Grand Touring model, which has more power and a few extra features. Its starting price is also about $28,000 less than when the Touring went on sale in 2023. The Touring is more than just the Air model to choose. Fast, efficient, and fun to drive, the 2026 Lucid Air Touring is a great choice among all EVs thanks to the company’s knowhow in electric powertrains, suspension tuning, interior space, and technology. View All Lucids For Sale Images: Lucid Motors

by Kirk Bell – December 13, 2025

Review: 2026 GMC Hummer EV Pickup

Opens A Toybox Of Excess On a sleepy country road with no traffic in sight, I come to a stop in the 2026 GMC Hummer EV 3X pickup. I tap the stability control toggle twice to engage Watts to Freedom mode. The center screen brings up a graphic of the pickup on a nighttime runway, a spaceship whir provides a sense of ceremony, and the digital instrument cluster pops up a graphic asking if I want to proceed. I click ‘yes’ using the toggle on the steering wheel, then have to wait a few seconds as the air suspension lowers the truck by 3.5 inches. The gauge cluster brings up a graphic saying brake harder. I follow dutifully, and the graphic changes to say “Floor it.” I release the brake, a torque meter graphic at the top of the IP indicates I’m using max torque, and 9,000 pounds (or so) of Hummer launches as hard as you’d expect in any supercar. The 0-60 mph sprint flashes by in about three seconds. I’m awestruck, and tempted to yell, “Murica, f-yeah!” Watts to Freedom is one of a full toybox of goodies offered by the Hummer EV pickup. The Hummer was the first of General Motors’ new-generation of electric vehicles, and the company threw every bit of technology they could at it. That technology gives it a good range, immense power, real off-road capability, and a few party tricks to show off to your friends. The power is provided by a trio of electric motors that combine to make a whopping 1,160 horsepower. The power is sudden and strong in Watts to Freedom, and given how much weight it has to propel it’s unexpected. The rest of the time, however, the power is easy to modulate to toddle along in traffic. My tester has the optional 24-module, 205-kWh battery pack that increases range from 312 to 363 miles. It’s a hefty $9,995 option. It only adds to the Hummer’s weight problem, and you’ll have to decide if the extra range is worth that price. I think not. Despite the reasonable range, the Hummer EV isn’t efficient for an EV. It’s EPA rated at 1.49 miles per kWh, which makes it among the least efficient EVs on the market. Still, its MPGe ratings of 58 city, 46 highway, 52 combined indicate that overall it is about as energy efficient as a Toyota Prius. It can handle a DC fast charge at up to 350 kw, which can take as little as 45 minutes for a full charge, and it comes with a 19.2-kWh onboard charger for faster home charging. The weight also affects the ride and handling, but not as negatively as you’d expect. Rather than the typical pickup ride with a rear end that can bounce around due to low weight, the Hummer’s weight is distributed more evenly front to back, and it sits low. This helps the Hummer EV smooth the road. Its tires absorb impacts well, creating a smooth ride that isn’t nearly as busy as other trucks. Handling suffers for the weight, but it’s not much different than any other full-size pickup. The Hummer EV pickup has an advanced air suspension with adaptive dampers. With 10.1 inches of standard ground clearance, the Hummer leans notably in corners, but the steering is stable and direct, and this big truck is fairly pleasant to drive. It also has fantastic off-road capability for its size. The air springs give it a standard ground clearance of 10.6 inches. That can drop 3.5 inches for Watts to Freedom and for an entry/exit height. It can also rise to 16.5 inches for an Extract mode that is meant to help the vehicle to clear rocks or rise out of the muck. This is all much easier with the available knobby 305/70R18 Goodyear Wrangler Territory MT tires in the Extreme Off-Road package, but I prefer the ride and handling of the more street-friendly 305/55R22 Goodyear Wrangler Territory AT tires on my tester. The Hummer tends to roll over on the Off-Road package tires, making for very sloppy handling. It’s more composed with the 22s. The Extreme Off-Road package also includes front and rear locking differentials, skid plates, rear recovery hooks, rocker protectors, and forward and rearward underbody cameras. That all helps the Hummer get through tough terrain, but even without the Off-Road package, the Hummer has some goodies that aid its maneuverability both on-road and off. They’re also pretty neat party tricks that you can use to delight your friends. The most notable of them is Crab Walk. It uses the rear-axle steering to turn the rear wheels in the same direction as the fronts, up to 10 degrees. I gave it a try on a couple of occasions for the novelty. To use it, I come to a stop with the steering wheel straight, then press and hold the 4-Wheel Steer button on the Driver Mode Control dial on the center console. I have to keep it down for a few seconds to trigger the Crabwalk animation on the center screen. From there, it’s just a matter of steering right or left to let the Hummer drive diagonally at up to 20 mph. It’s mostly just a curiosity, but it could come in handy when facing a tight off-road maneuver. King Crab off-road rear steer mode would be even more useful, though. It turns the rear wheels twice as fast as the fronts to swing the rear end, which could be very useful for off-road switchbacks. It’s activated the same way Crab Walk is, except I have to hit the King Crab button, which looks like a crown with crab claws, opposite of the 4-Wheel Steer button. It’s great for shortening the turning radius, which is already short given the rear-axle steering. The Hummer’s cabin doesn’t have the rich materials of a typical six-figure vehicle, but its synthetic leather and other surface materials feel appropriately marine grade. The large screens, an 11-inch digital instrument cluster, and a 13.4-inch infotainment touchscreen, give it a high-tech feel as well. Space for five is generous, and the five-foot bed is useful but not as utilitarian as the 6.5- and 8.0-foot beds of gas pickup alternatives. The 2026 Hummer EV starts at $101,090, including a stiff $1,995 destination fee, for a rear-wheel drive, two-motor 2X model. The 3X model I’m driving starts at $107,295 to add the front motor, more power, and Watts to Freedom mode. If you’re going to choose a Hummer EV pickup, the extra money for the 3X model feels worthwhile. It brings not only more power but more toys, and the toys are the main reason to pick this oversized tour de force of electric vehicle technology. View All Hummer EVs For Sale Images: GMC

A red SUV, the 2025 Land Rover Range Rover Sport Dynamic SE PHEV, is parked next to an electric vehicle charging station on a concrete surface, with a modern building in the background.

by Kirk Bell – November 15, 2025

Review: 2025 Land Rover Range Rover Sport Dynamic SE PHEV

Just over 100 miles into my drive of the 2025 Range Rover Sport Dynamic SE PHEV, the trip computer says I’m averaging 209.6 mpg. Thanks to two full charges that added at least 50 miles of range each, a good 100 of those miles were driven on electricity. This is the way a plug-in hybrid should work, and it doesn’t hurt that it’s wrapped in the masculine good looks and high-end off-road capability of the Range Rover Sport. Plug-in hybrids often have too little electric power to feel useful when driven only on electricity. Their engines usually turn on when the driver digs too deep into the throttle or when the vehicle reaches a certain speed on the freeway. Their batteries are also often too small to provide a reasonable range. The Range Rover Sport PHEV avoids or mitigates those problems. I’m driving the lesser of two PHEV powertrains, this one dubbed the P460e. Admittedly, its 105-kilowatt (140-horsepower) motor, located between the engine and transmission, doesn’t have the oomph to move 5,860 pounds of SUV with gusto. However, it’s plenty to keep up with traffic and even get up to freeway speeds without worry. The vehicle defaults to the EV mode, and the engine won’t come on unless the battery charge runs out or I floor the throttle past a detent at the end of pedal travel. During my first 101 miles, the engine only started when I switched over to Hybrid mode. An available Save mode maintains the battery charge level for use at a later time. A large 31.8-kilowatt-hour battery gives the Range Rover Sport PHEV an EPA-rated 53 miles of electric range, and the onboard computer indicates 54 and 58 miles the two times I fully charge it. That’s more than enough for most commutes, so you can drive this big beast as an EV most of the time. If you want the most power, however, you have to use the gas engine. Switch over to the Hybrid mode, and the motor will aid the turbocharged 3.0-liter inline-six. Together, the duo makes 454 horsepower and 487 pound-feet of torque. The engine starts with a deep thrum that sounds more refined than the typical V6. The power comes on quickly thanks to the immediacy of the electric motor, which also provides torque fill upon shifts of the smooth and responsive eight-speed automatic transmission. It’s enough to launch this heavy SUV from 0-60 mph in a tidy 5.3 seconds. The step-up P550e plug-in hybrid powertrain increases the output to 542 horsepower and cuts the 0-60 mph time to 4.7 seconds thanks to a larger 218-hp motor. The downside to using the engine is inefficiency. It’s EPA rated at 21 mpg city, 22 highway, 21 combined when running on gasoline. After my stint of electric driving, I drive another 110 miles in Hybrid mode, and watch fuel economy drop precipitously to 36.2 mpg. That’s still efficient for a powerful and heavy SUV, and it could be more efficient with another charge. There’s also a dynamic downside to the plug-in hybrid system because it adds about 800 pounds to the Range Rover Sport. This isn’t the sporty luxury crossover of past generations. It has too much lean in turns, too much understeer, too little grip, and only modest road feel through the weighty steering. However, it’s one of the best riding SUVs on the market. My tester’s optional 285/45R22 Pirelli Scorpion Zero all-season tires work with the standard air suspension and adaptive dampers to obscure bumps almost entirely. This isn’t just a great ride for an SUV; it would be welcome in a Mercedes-Benz S-Class. Buyers looking for better handling have alternatives. A $7,185 Stormer Handling Package adds active anti-roll bars powered by the 48-volt electrical system and rear-axle steering that can turn the rear wheels up to 7.3 degrees opposite of the fronts. The roll bars would better control the body lean, and the rear-axle steering would shorten the turning circle and increase stability during high-speed cornering. The air suspension also unlocks impressive off-road capability. It gives the vehicle 8.5 inches of standard ground clearance, but an Off-Road mode increases that to 10.8 inches to better clear obstacles on the trail. It can also drop the vehicle two inches to make it easier to get in and out or to load stuff in the back. Other off-road features include standard all-wheel drive with a locking center differential, an available two-speed transfer case, hill descent control, and a low-speed cruise control that can be set from 1.8 to 19 mph. The Range Rover Sport also has the Terrain Response 2 system that automatically adjusts vehicle systems for different surfaces, and offers specifically tailored Mud Ruts, Sand, Rock Crawl, Wade, and Grass Gravel Snow modes. Short front and rear overhangs aid the off-road capability as well, but those all-season tires won’t be great at digging into mud and sand. From the cockpit, the Range Rover Sport has a luxury feel to match its ride quality, but it relies too heavily on technology. The SEL Dynamic’s standard luxury features include Windsor leather upholstery, 20-way power-adjustable heated and ventilated front seats, and a heated steering. My tester also has the optional 19-speaker, 800-watt Meridian audio system ($1,200) and heated and ventilated outboard rear seats ($300). The leather is offset by attractive charcoal gray fabric on the door panels, piano black trim on the center console, and bits of metal trim. The tech features include a 13.7-inch digital instrument cluster, a 13.1-inch infotainment touchscreen, wireless smartphone charging, satellite radio, wireless Apple CarPlay and Android Auto, and Amazon Alexa connectivity. However, the touchscreen absorbs almost all of the controls, including the climate settings. It creates a clean layout, but I have to dig into the touchscreen for controls that should be a button push away. It’s especially risky given Land Rover’s reputation for electronic gremlins. The 2025 Land Rover Range Rover Sport Dynamic SE PHEV starts at $96,725, including a $1,625 destination fee. That’s $4,300 more than the base version with just the inline-six. With a spate of options, my tester costs $106,405, and I’d recommend adding the Stormer Handling Package. I’d also be tempted to move up to the Autobiography with its more powerful P550e powertrain for $121,260, though I couldn’t justify going all the way up to $182,550 for the SV Edition Two model. Either Range Rover Sport PHEV choice is a good one. This is a plug-in hybrid done the right way, and the vehicle around it is one of the best-looking, best-riding, most capable on- and off-roaders on the market. View All Range Rover Sports For Sale Images: Land Rover

by Kirk Bell – November 08, 2025

Review: 2026 Bentley Continental GT Speed

Thirty-five miles into an efficiency run in the 2026 Bentley Continental GT Speed, I’m getting itchy for the plug-in hybrid battery to run out of juice. Twisty roads are coming up, and I’m eager to unleash this beautiful British beast’s sound and fury. During my electric run, the car effectively has 188 horsepower and 332 pound-feet of torque from a motor located within the eight-speed dual-clutch automatic transmission. It’ll run almost silently on electricity alone as long as I don’t go deeper than 75 percent of the way into the throttle pedal travel or hit 87 mph. I manage not to trigger either eventuality and find the motor has enough thrust to keep up with traffic and ramp up to freeway speeds. The sound-free driving seems appropriate in this ultra-luxury grand tourer, but I know there’s another, more sinister side to this plug-in hybrid. After 38 miles of driving only on electricity, the electric power finally runs out. That’s 10 miles less than the instrument cluster indicated before my run, but eight miles more than the EPA-rated 30 miles of range from the 25.9-kWh battery (80 percent of that is usable, according to Bentley). Now the fun begins. The twin-turbocharged 4.0-liter V8 fires up with a deep and determined growl as the powertrain switches from EV mode to Hybrid mode. The motor is still available to aid the engine and provide torque to fill off the line and during shifts of the smooth and quick-acting transmission. But I go a step further and switch from the base Bentley drive mode to Sport mode, which not only uses the electric motor but also overruns the engine to charge the battery. Over 55 miles in Sport mode, it adds 14 miles of charge. With the engine in the mix, the Continental GT Speed puts out numbers that easily eclipse the 650 horsepower and 664 pound-feet of torque of the outgoing generation’s W12 powertrain. Total output is 771 horsepower and 738 pound-feet of torque, making this the most powerful Bentley ever. The power is generally well controlled and only hits hard when I do the same to the throttle pedal. From a stop, it can rocket the Continental GT Speed to 60 mph in a scant 3.1 seconds, about the same as the last model due to the weight added by the hybrid system. If I had the room and the will, it could keep going all the way to 208 mph. I lack both, but the power goes to the pavement efficiently thanks to the standard all-wheel-drive system, and it builds relentlessly. On gas, the EPA rates the GT Speed at 19 mpg combined, and that seems to be confirmed by the 21.5 mpg I average over 165 miles of driving with about 60 miles of electric driving. The plug-in hybrid powertrain certainly makes the GT Speed quick, but it also adds some unwelcome weight. This car weighs in at a portly 5,421 pounds, about 370 pounds more than the last-generation model with its heavy W12. That means the Continental GT Speed leans toward grand tourer rather than sports car more than ever. However, Bentley does everything it can to wrangle the weight and provide engaging handling. The suspension starts with aluminum double wishbones up front and an aluminum multi-link design in the rear. It builds on that with adaptive dampers and four-corner air springs. It also has active anti-roll bars, rear-axle steering, and an electric limited-slip differential. All that technology does its job quite well. The Continental GT Speed feels wide and planted on the road, with sharp, weighty steering that exudes stability. The active anti-roll bars create a rather flat cornering attitude, the 275/35R22 front and 305/30R22 rear Pirelli P Zero tires grip hard, and the car rotates willingly without the push I’d expect given the weight. That’s likely due to the near-perfect 49/51 front-to-rear weight balance achieved by mounting the battery in the trunk area, where it saps some of the cargo space. The e-diff, rear torque vectoring, and all-wheel-drive system put the power down efficiently mid-corner and upon corner exit, while the rear-axle steering contributes to the stability in high-speed corners and shortens the turning radius by turning up to 4.1 degrees opposite the fronts. When it comes time to arrest the GT Speed’s speed, Bentley has me covered, too, with a massive set of 16.9-inch ventilated front rotors clamped by 10-piston calipers and 15-inch rear rotors with six-piston calipers. That’s a lot of swept braking surface, but if you’re going to test out those 200-mph speeds, maybe you should spend another $18,820 for the carbon-ceramic brakes on my test vehicle that up the rotor sizes to 17.3 inches in front and 16.1 inches in the rear. The power and handling are treats, but so is the cabin. Bentley is a purveyor of some of the finest interiors on the market, and the Continental GT Speed doesn’t disappoint. It comes standard with 20-way power-adjustable front seats with quilted leather upholstery, heating, ventilation, and massage, and it sports beautiful materials lovingly hand assembled. Tech features include a digital instrument cluster and a 12.3-inch infotainment touchscreen. My tester also has a bumpin’ 2,200-watt Naim audio system with 18 speakers as part of the $50,940 First Edition specification that also includes the cool three-sided rotating center screen, front seats that automatically adjust their posture and climate settings, a host of lighting elements, and several “First Edition” insignia. The rear seat, however, remains a penalty box fit for two kids or a pair of sadomasochistic adults. The Continental GT Speed starts at $306,250, including a hefty $4,150 destination charge. However, my test car has $86,000 in options to bring the total to $392,735. Aside from the brakes, most of the options are for cosmetic features, including the First Edition spec, some black exterior trim, and a Mulliner color option. Once the price for a car reaches average home territory, option prices don’t matter as much as the heart’s desires. The change from a W12 to a plug-in hybrid V8 powertrain makes the 2025 Bentley Continental GT Speed more efficient and unlocks a quiet side, but should you get behind the wheel, be sure to experience its extroverted, sinister side as well. View All Bentley Continental GT Speed For Sale Images: Bentley

by Kirk Bell – October 25, 2025

Review: 2025 Audi RS Q8 Performance

Possesses The Soul Of A Sports Car Slap an RS badge on an Audi, and it has to live up to a higher standard. During development, RS models have to endure 8,000 kilometers (almost 5,000 miles) of testing on the Nürburgring Nordschleife. That’s a lot of stress on tires, brakes, and cooling systems, especially for a heavy SUV, but that’s what you get with the 2025 Audi RS Q8 Performance. It’s a crossover SUV with the soul of a sports car. The RS Q8 Performance is a crossover coupe in the mold of the BMW X6 M, an with the change for 2025 to the Performance model, it boasts the most power and performance capability an Audi SUV has to offer. I recently drove it for a week, after driving the step-down SQ8 this past summer. The SQ8’s capability snuck up on me, but the RS Q8 couldn’t hide its performance intent. Like the SQ8, the RS Q8 rides on front and rear five-link independent suspensions cushioned by adaptive dampers and air springs. The air springs give it the same 8.2 inches of standard ground clearance that drops to 6.6 inches in Dynamic mode, and the standard rear-axle steering has the same ability to turn up to five degrees opposite of the front wheels at low speeds. The differences, however, are in tuning and additional performance equipment. While the SQ8 drove like a mainstream luxury crossover the vast majority of the time, the RS Q8 wears its sportiness on its sleeve. From the first turn to the first bump, I could tell it’s different. It felt stronger in the knees, fighting body lean noticeably even in neighborhood driving, and the suspension felt firmer over bumps. When I took it on what passes for a twisty road in southeastern Wisconsin, its sportiness became even more apparent. The standard active anti-roll bars doggedly fought body lean, making this 5,467-pound crossover feel like a raised sport sedan. It rotated predictably through a 180-degree switchback, much like a rear-drive vehicle, thanks to a standard 40/60 front/rear power split for the Quattro AWD system. I was able to balance understeer and oversteer simply with the throttle. The 295/35R23 Pirelli P Zero summer-performance tires gripped the road with tenacity, and the quick-ratio 13.3:1 electric-assist power steering provided a pleasingly weighty heft, right-now responses, and good road feel. The RS Q8 also comes with a set of some of the biggest brakes on the market. The carbon-ceramic rotors stretch 17.3 inches in diameter up front, and they’re pinched by huge 10-piston calipers. The 14.6-inch rear rotors have six-piston calipers. That’s a lot of braking power, enough to arrest this beast from racetrack speeds time and time again. The power is also stronger and even more immediate than in the SQ8. In that vehicle, a twin-turbocharged 4.0-liter V8 cranks out 500 horsepower and 568 pound-feet of torque. Here, however, the same engine spins up 631 horsepower and 627 pound-feet of torque thanks in part to 24.7 psi of turbo boost versus 18.9 psi in the SQ8. Reduced back pressure in the lighter exhaust system also helps the engine in the 2025 RS Q8 Performance make 14 more horsepower than the 2024 RS Q8. The wide and sticky Pirelli tires and standard quattro all-wheel-drive system put the power down efficiently, unlocking a stunningly quick 0-60 mph time of 3.4 seconds, according to Audi, 0.7 seconds quicker than the SQ8. It also keeps going all the way to an electronically limited top speed of 190 mph, which you should try on a track, the Autobahn, or on your way to prison. The way the power arrives is quite satisfying. The turbos give it robust low-end grunt, so the power feels like it’s almost immediate. From there, speed builds quickly as the eight-speed automatic fires off quick, crisp shifts to keep the Teutonic V8 in its power band. How rambunctious the power delivery is depends on the drive mode. Keep it in Auto or Comfort, and the powertrain is happy to remain in the background and toddle along in traffic. Go for Dynamic mode, however, and the transmission holds its gears longer, keeping the power on boil for quick response at any moment. The baffles in the exhaust system also open in Dynamic mode, letting the deep thrum of the silky V8 come for the fore. The little crackles between shifts are the cherry on top of the delicious sound quality. With more power comes worse fuel economy, but not by much. The RS Q8 is EPA-rated at 14 mpg city, 20 highway, and 16 combined, while the SQ8 checks in at 15/21/17 mpg. I did a lot of highway driving among my 372 miles behind the wheel of the RS Q8 and managed a decent 19.4 mpg. The modes also adjust the dampers and stability control. The ride starts out firm but not punishing, but Dynamic mode introduces more jiggly up-and-down motions over wavy pavement. Like BMW with its M1 and M2 buttons, Audi provides two programmable modes for the RS Q8. They’re called RS1 and RS2, and they let drivers customize two settings that they can use for different driving situations. A good setup would be choosing a comfortable tune for RS1 and programming RS2 with the most aggressive modes for the steering, engine sound, powertrain, stability control, and all-wheel-drive system/rear differential while keeping the dampers in their Comfort mode. Inside, there is little difference between the RS Q8 and the SQ8. It has good space, but the coupe body style saps some room a Q7 driver would enjoy. My tester was outfitted with the standard heated and ventilated Valcona leather sport seats with red stitching and a honeycomb pattern, as well as carbon twill matte trim. It also came with the same 12.3-inch digital instrument cluster and stacked 10.1-inch and 8.6-inch touchscreens on the dash that handle infotainment and climate controls, respectively. It’s a last-generation system that requires long presses to trigger its haptic feedback, but it still feels modern. Notable amenities in my tester included navigation, a Bang & Olufsen audio system, Matrix OLED headlights, four-zone automatic climate control, and a panoramic sunroof. The 2025 Audi RS Q8 starts at $137,495, including a $1,295 destination fee. That money buys a crossover coupe packed with technology and luxury, sprinkled with utility, and backed by the soul of a sports car. View All Audi RSQ8s For Sale Images: Audi

by Kirk Bell – October 11, 2025

Review: 2025 Lexus LC 500 Convertible

An Everyday Sports Car Not every sports car has to chase lap times. Building sporty vehicles with the goal of ultimate performance can lead to harsh rides, restrictive seats, high-strung powertrains, and loud cabins. They can be very rewarding to drive at the limit, but they can also be exhausting as everyday drivers, so much so that you may avoid getting behind the wheel... But you’ll always want to drive the 2025 Lexus LC 500 convertible. The LC 500 droptop gives up some of that ultimate performance potential for a smooth ride and a relaxed overall character. It also focuses on some of the best parts of the sports car experience to make it one of the most pleasant and rewarding cars to drive on a regular basis. It’s easy to fall in love with the LC at a single glance. It sits low and wide, with broad hips fronted by large brake cooling scoops. The nose features an attractive, wide-mouth version of the Lexus spindle grille flanked by squinting LED headlights that drop down into front air intakes. It looks good top up or down, and the soft top is available in four complementary colors. The top can be operated at speeds up to 31 mph and takes 16 seconds or less to raise or lower. My test car is especially attractive with its Iridium paint (a new color this year), blue top, and white and blue semi-aniline leather interior that imparts a decidedly nautical look. Both the interior and exterior colors are available only in the LC’s Bespoke Build Package that costs $5,500 and comes with dark smoked chrome trim and black accents, and offers the choice of red or blue soft-top colors and three wheel designs. If the styling doesn’t get you, the V8’s purr will. I hop into the LC, buckle myself in, hit the start button, and the direct-injected 5.0-liter V8 fires to life with a low burble. When I dig into the throttle, the engine emits a note that exists somewhere between NASCAR stocker and refined luxo-cruiser. It’s one of the best-sounding engines on the market, and it’s only enhanced by the active exhaust system that opens a computer-controlled valve at higher revs, as well as the satisfying crackles that sneak out between the smooth shifts of the 10-speed automatic transmission. The V8 is no slouch in terms of power either. It spins up 471 horsepower at 7100 rpm and 398 pound-feet of torque at 4800 rpm. Without the benefit of the low-end torque supplied by today’s turbocharged engines, the power is strong, but it builds rather than arriving with a wallop right off the line. It motivates 4,500 pounds of Japanese luxury droptop from 0-60 mph in 4.6 seconds, which is certainly quick but not in the ballpark of the Porsche 911 or today’s high-output electric cars. It tops out at an electronically limited 168 mph. While the power is inviting, the LC 500’s dynamics calling card is its ride quality. It’s set on low-profile 21-inch wheels and tires, but the LC’s double-joint multilink front and multilink rear suspension, with adaptive dampers all around, soaks up bumps like a mainstream sedan. Most sports cars lean toward firm suspensions that leave me wanting to use the softest setting of their adaptive dampers. In general, I prefer the firmer damper setting in the LC 500 convertible that never skews toward overly firm. For commuting, the base suspension tune works well, but I want the Sport setting when driving on twisty roads. The firmer damper setting helps control some of the LC’s body lean, enhancing the car’s natural athleticism. To make up for the loss of the top, Lexus adds underbody bracing, including a rear suspension tower and V-brace, all of which do a good job of limiting body quake over bumps. After its initial lean, the Sport setting helps the LC’s poise in corners, and it rotates predicably. The 245/35R21 front and 275/30R21 rear Michelin Pilot Sport S 5 summer performance tires provide good grip, and the steering has some welcome heft and quick, controlled reactions. An available limited-slip rear differential will help it accelerate more briskly on corner exit, but my car doesn’t have it. The brakes are pretty capable, too. They’re sizable, with 15.7-inch front rotors pinched by six-piston calipers and 14.1-inch rear rotors clamped by four-piston calipers, and will stand up to a good amount of abuse on any road. However, they can fade under the duress of track duty. Mostly, though, the LC 500 likes to remain subdued, and the cabin helps with its relaxing nature. The top has three layers of cloth and a layer of sound deadener, and Lexus outfits the LC with standard active noise cancellation. A wind deflector also blocks noise when the top is down. That all makes conversion possible with the top down, and the cabin becomes downright quiet with the top up. Lexus calls the LC a four-seater, but only two are realistic, and the “back seats” are barely deep enough to fit a rollaboard suitcase, let alone a person. Front riders are surrounded by standard leather and available softer semi-aniline leather upholstery, and they get eight-way power adjustments and standard heating and ventilation for the spacious and comfortable front buckets. The trunk, however, is tiny with just 3.4 cubic feet of space. The driver interacts with one of the most attractive, watch-like analog instrument clusters left on the market, as well as a quick-acting 12.3-inch touchscreen. Also standard are wireless Apple CarPlay and Android Auto, a satellite radio trial, and available connected services through a 4G network. Spending an extra $1,220 brings an excellent 915-watt Mark Levinson audio system, and a head-up display is available for $900. The LC also comes with a good set of safety features that includes Lexus Safety System+ 2.5, which includes automatic emergency braking with pedestrian detection and cross-traffic mitigation, emergency steering assist, adaptive cruise control, lane keep assist, and road sign recognition. Blind-spot monitors, rear cross-traffic alerts, a surround-view camera system, and front and rear parking sensors are also standard. The 2025 Lexus LC 500 convertible starts at $107,800, including a $1,350 destination fee. That’s $7,500 more than the LC 500 coupe for the joy of top-down driving. The LC 500 convertible is an old-school sports car in the mold of the Mercedes-Benz SL-Class: comfortable, relaxing, and powerful. It’s not a track machine, but track machines can be taxing to drive. Instead, the LC 500 invites you to drive it every day and enjoy every minute of it. View All Lexus LC500s For Sale Images: Lexus

by Kirk Bell – October 04, 2025

Review: 2025 Mercedes-Benz GLS 580 4Matic

Eating Up Monotonous Miles The drive from Milwaukee to St. Louis astounds with its monotony. It’s a six-hour journey with little to take in but corn fields and boredom. It’s a lot better with good friends, a smooth ride, and a spacious, comfortable cabin. By those measures, it’s hard to find a better road-trip vehicle than the 2025 Mercedes-Benz GLS 580 4Matic. But the GLS has more than just the technology and luxury for a comfortable cruise. It also boasts strong power, plentiful space for up to seven passengers, stout towing capacity, and even some off-road capability. It’s good that it’s so versatile because it’s also expensive. It starts at $115,950, including a $1,150 destination charge, and my road-trip tester checked in at $126,610 with a few options. The power is not only plentiful but smooth. Under the domed and ridged hood lurks Mercedes’ familiar twin-turbocharged 4.0-liter V8. Here it spins up 510 horsepower and 538 pound-feet of torque, and that’s aided by a 48-volt mild hybrid system that can chip in 21 horsepower and 184 pound-feet of torque to get going A real-time power meter showed that I used only about 30 horses and 150 pound-feet of torque for much of the highway portion of my road trip, but it was easy to tap into the thrust when those slow-moving semis finally got out of the way. The nine-speed automatic transmission kicks down quickly, and the V8 lets out a deep bellow as it motivates 5,875 pounds of German crossover SUV to quickly fill any gaps in traffic. Punch it from a stop, and the GLS 580 can accelerate from 0-60 mph in just 4.7 seconds, according to Mercedes. Power flows to all four wheels via Mercedes’ 4Matic all-wheel-drive system. The combination of the strong V8, a sturdy transmission, and a robust unibody structure allows the GLS 580 to tow up to 7,716 pounds, which is plenty for a substantial boat or horse trailer. The GLS also has a modicum of off-road capability thanks mostly to a standard air suspension that pushes the ground clearance up a couple of inches in Off-road mode, which will help it clear many obstacles on the trail. However, my tester’s 285/45R22 front and 325/40R22 rear Continental EcoContact6 Q MO tires are better for ride quality and highway quietness than off-road traction. Mercedes also aids off-roading with an Off-road Cockpit screen that shows useful information such as individual wheel height, tire pressure and temperature, and steering angle. Forward and transparent hood views also let drivers see what’s just ahead of and even below the vehicle. The trade-off for the GLS 580’s size and power is fuel economy. It is EPA rated at 14 mpg city, 19 highway and 16 combined. I did slightly better than that, averaging 19.4 mpg over my 950-mile trip. The powertrain was responsive enough for any situation in the Comfort drive mode, but the suspension needed to be firmed up. The GLS 580’s air springs and adaptive dampers team up to provide a smooth ride at all times, but the handling varies from slightly wobbly to controlled. With 7.9 inches of standard ground clearance, the GLS feels a bit top-heavy in Comfort, as road imperfections and driver inputs can cause some head toss for passengers. Wanting to be a better chauffeur for my passengers, I discovered that the Sport handling setting in the Individual drive mode reduced body lean and made the GLS feel more buttoned down. Individual mode also lets drivers adjust the steering and stability control, though neither makes much difference and there is no reason to loosen the nannies to whip this nearly three-ton beast around corners. It leans too much in turns to be fun, but the GLS’s unibody structure makes it lighter, smoother, and better controlled than body-on-frame competitors like the Cadillac Escalade or Lincoln Navigator. From the driver’s seat, the GLS 580 provides the comfort and technology for a great roadtripper. The multi-contour front seats are supportive and their standard head pillows add an extra bit of comfort. That’s only enhanced by the standard massaging seats. I loved both features, but, oddly, my best friend, going back to grade school, was bothered by both. The 12.3-inch infotainment touchscreen runs some of the industry’s best software. I found it quick to react and easy to switch between satellite radio and Apple CarPlay. The screen can also be controlled via the steering wheel or a trackpad on the center console. That pad takes up valuable real estate that could better be used for storage. Mercedes also provides a 12.3-inch digital instrument cluster that can show a spate of useful information set within four different display themes. My trip would have been more relaxing if the GLS 580 offered a hands-free driver-assist system along the lines of GM’s Super Cruise. The adaptive cruise control and lane keep assist in the GLS do maintain a lane, but they required me to keep my hands on the wheel. Mercedes does offer a Level 3 Drive Pilot system in the S-Class and EQS, but it only works in limited Western states. I drove with up to five passengers and the GLS accommodated them all well. The cargo hold had plenty of room for three gym bags and two coolers with the third row folded down (via power controls, of course). The GLS offers a modest 17.4 cubic feet of cargo space behind the third row, but that expands to a very useful 84.7 cubic feet with the second- and third-row seats folded flat. Passenger space was also excellent. The second-row captain’s chairs provide bucket seat comfort and offer more than enough space for adults. The seats are also heated and passengers can control the two second-row climate zones via a small display screen with hard buttons. The third row will also accommodate two adults and has its own climate zone. The bottom cushion sits high enough for good thigh support and headroom is sufficient for a six-footer. Legroom gets tight, however, if anyone in any row is tall. My passengers had a few complaints. Most agreed that the running boards are tucked in too tightly to the body to be useful and they wished both second-row seats would tilt and slide forward to open a path to the third row. Instead, only the passenger side seat moves. There was also considerable boredom due to the monotonous landscape and the complaint about massaging seats and head pillows, but then again, there’s no accounting for taste! View All Mercedes-Benz GLS For Sale Images: Mercedes-Benz

by Kirk Bell – September 27, 2025

Review: 2025 Porsche 911 Carrera GTS T-Hybrid Electrifies...

Picking through the menus of the infotainment screen and digital instrument cluster of the 2025 Porsche 911 Carrera GTS T-Hybrid, I can configure the screens to see how much power is on boil and where it’s coming from. Not only that, but I can also see exactly how the 911’s first-ever hybrid system works in real time. For the left side of the new, fully digital 12.6-inch instrument panel, I chose a display that shows the battery temperature and psi of turbo boost. In the center, I opt for the digital tachometer that replaces last year’s analog version. For the right side, I pick a torque gauge. Moving over to the 10.9-inch touchscreen, I pick the Energy display nested under the Performance widget. It shows the state of charge for the battery and the current output of the combustion engine and electric motor in kilowatts. All this information would be a novel curiosity most of the time, but here it shows the interplay of the electric motor, turbo boost, revs, and engine output. It reveals that the 911’s first hybrid system is incredibly well integrated and demonstrates the advantages the 992.2-generation GTS has over the outgoing 992.1 generation. When my right foot twitches, I can see the electric motor react immediately, adding up to 53 horsepower and 110 pound-feet of torque to help the car accelerate. This motor is located within the eight-speed dual-clutch automatic transmission, and it never drives the car on its own. It’s not here to improve fuel economy, at least not significantly. Instead, it’s included to improve performance, provide torque fill as turbo boost builds, and help future-proof the 911 for European emissions regulations. Shortly thereafter, the turbo catches up. The new 911 GTS T-Hybrid uses a larger 3.6-liter flat-six with a single turbo instead of a 3.0-liter engine with dual turbos. The major change, however, is the addition of another 20-kW electric motor located between the compressor and exhaust sides of the turbocharger. This motor helps the larger single turbo spool up quicker than the twin turbos of the last-generation GTS. That model took a little more than three seconds to achieve its full 18.6 psi of boost. The T-Hybrid’s turbo takes less than a second to spool up 26.1 psi. With more boost and displacement, the 3.6-liter engine makes 478 horsepower and 420 pound-feet of torque on its own. Add the motor’s contribution and total output is 532 horsepower and 449 pounds-feet of torque. That beats the last model by 59 horsepower and 29 pound-feet. When I keep my foot in the throttle, the flat-six revs freely up to 7,500 rpm, and the exhaust belts out its intoxicating raspy thrum accompanied by the whistle and chuff of the turbocharger. The transmission fires through gears with urgency, and the car builds speed relentlessly. The 0-60 mph sprint flashes by in 2.9 seconds, according to Porsche, 0.3 seconds quicker than last year. However, a few launch control blasts show that the strong power makes it hard to get the wide rear tires to hook up and achieve that time. Were I to keep my foot in it, it would accelerate to 194 mph. That’s supercar territory. EPA ratings of 17 mpg city, 24 highway, 20 combined are no better than the last model. However, the hybrid system is well-engineered and integrated. Throttle response is quicker, power is more robust, and the whole system adds only 103 pounds to the total weight of the car versus the 2024 model. The modest weight gain means the 2025 911 GTS boasts the same confident, stable, and confidence-inspiring handling that has been a hallmark of the 992 generation since it arrived for the 2019 model year. With quick and direct steering that supplies a lot of road feel, it’s easy to control the GTS. Throw it into a corner and it takes a set, rotates willingly, and the 245/35R20 front and 315/30R21 rear Goodyear Eagle F1 Super Sport tires grip hard. Standard rear-axle steering makes it more stable mid-corner and shortens parking lot turns, while a standard limited-slip rear differential puts the power down effectively to rocket out of corners. The 911 GTS comes standard with adaptive dampers and the PASM Sport suspension. Compared to the base and S models, the PASM Sport setup gets a 0.4-inch lower ride height, additional negative camber for a more tire contact patch in corners, and stiffer spring rates and rear helper springs that help keep the coil-over shocks seated at full suspension travel. This suspension makes for a firm but not punishing ride. Some may find it too firm and would be better served by choosing the no-cost regular PASM suspension that rides higher and has softer Tuning. This test car also has the optional electro-hydraulically controlled active anti-roll bars. They respond quicker this year thanks to the hybrid system’s 400-volt electrical system, but I see no need for them. The 911 GTS has precious little body lean, and some body lean translates as feel in the corners. My tester is also equipped with the $10,680 carbon-ceramic brakes. These massive binders employ 16.5-inch front rotors and 10-piston (!) calipers and 16.1-inch rear rotors and six-piston calipers. They’ll stand up to numerous track days with a firm pedal and no fade. My tester also comes with the standard Sport Seats Plus. They’re wide enough or larger gentlemen and do a great job of keeping me in place in the face of lateral Gs, but they have only four-way manual adjustments, and their tall, rigid side bolsters become buns scrapers when getting in and out. Spend another $1,580 for the 14-way power-adjustable seats. The rest of the changes for the 992.2 version of the 911 GTS are minor. The headlights now have LED matrix technology and incorporate the daytime running lights into a single unit. The taillights get a new look, and the fascias are more aerodynamic, especially up front, where Porsche adds active grille shutters and a continuously variable diffuser. The 2025 911 Carrera GTS T-Hybrid starts at $166,895, including a $1,995 destination fee. That’s about $15,000 more than the 2024 model, which reflects both improved performance of the new GTS and Porsche’s recent effort to increase profit margins. Expect further price increases due to tariffs. It costs a lot, but 911 GTS buyers get more than just a sports car. The first 911 hybrid tilts toward a supercar in its power and performance, and the new hybrid system is a big part of that additional power. It’s engineered as expected for the Porsche brand, adding minimal weight and working seamlessly. You can watch it all happen in real time if you pick the right displays for the dashboard screens, but mostly you’ll just enjoy feeling it doing its job. View All Porsche 911 GTS' For Sale Images: Porsche

A beige Lexus SUV, the 2025 Lexus LX 700h Overtrail 4WD, is parked on dirt ground with mountains and trees in the background at sunset—showcasing its highly capable yet moderately practical design.

by Kirk Bell – September 06, 2025

Review: 2025 Lexus LX700h Overtrail

A 4WD That Is Highly Capable, Moderately Practical The 2025 Lexus LX 700h Overtrail is an enigma. It’s the Japanese luxury brand’s flagship SUV, yet for every positive, there seems to be a negative. Driving on Southeastern Wisconsin freeways and country roads, the LX 700h demonstrates many strengths. It’s powerful, supremely comfortable, loaded with easy-to-use technology, and its ride is buttery smooth. However, I spot the shortcomings, too. The Lexus LX 700h has a hybrid powertrain, but it’s not that efficient, it lacks interior space for its massive size, and it handles poorly. To get the most out of it, I should tap into its greatest strength by venturing off the beaten path. Instead, I’m driving it like most buyers will – to get from Point A to Point B. The 2025 Overtrail represents two firsts. The hybrid powertrain and the Overtrail trim are both new for the LX this year, and both contribute to advanced off-road prowess. The hybrid system consists of a twin-turbocharged 3.4-liter V6 from the LX 600 with an electric motor mounted between the engine and 10-speed automatic transmission. The engine spins up 409 horsepower and 479 pound-feet of torque, and the electric motor increases total output to 457 horsepower and a stump-pulling 583 pound-feet of torque. Unlike other Toyota/Lexus hybrid systems, the LX 700h has a traditional starter and alternator rather than using the electric motor for their functions. That’s to keep the powertrain working should the hybrid system somehow fail while the Overtrail is off-roading. The precise power delivery offered by the hybrid system can also be a boon when off-roading in situations when a slight tip of the throttle might get you onto solid footing. More than that, though, the hybrid system makes the LX quicker and more efficient, but not by much in either case. The 0-60 mph time drops from 6.9 to 6.4 seconds, and fuel economy improves by 2 mpg, to 19 mpg city, 22 highway, and 20 combined – all for an additional $9,000 over the price of the LX 600. You won’t recoup that cost any time soon. Every LX comes standard with a full-time four-wheel-drive system with low-range gearing, a locking center differential, and a hydraulic suspension that can raise the ground clearance by two inches from the standard 8.3 inches for off-roading. The Overtrail trim goes further by adding 33-inch all-terrain tires on 18-inch wheels and front and rear locking differentials. A big footprint, a tall ride height, mushy tires, and an off-road-tuned suspension hurt the LX’s handling, but the 265/70R18 Toyo Open Country A/T III tires that roll over during sharp changes of direction also work in concert with the double-wishbone front suspension, multi-link independent rear suspension, and standard adaptive dampers to soak up even sharp bumps. The LX’s TNGA-F ladder frame platform causes only modest pickup truck-like jiggle on broken pavement. The hydraulic suspension is not as advanced as the air suspensions of several rivals, lacking the ability to react to road conditions in real time and doing nothing to fight the LX 700h’s copious body lean through corners. The LX drives bigger than its considerable size, with slow steering that has a little play on center and more body lean than you’d get in the even larger Cadillac Escalade or Lincoln Navigator. The last generation of the LX offered the Kinetic Dynamic Suspension System of hydraulic-linked active anti-roll bars that fought body lean and provided greater wheel articulation for off-roading. The new generation would benefit from KDSS as well. How about it, Lexus? The tradeoff for the poor handling is amazing off-road prowess. Few vehicles on the market have front and rear lockers, which can be deployed to lock the wheels on an axle should one wheel slip to find traction with the other. That’ll get you out of tough situations that other adventure vehicles can’t. The hybrid system’s nickel-metal hydride battery is located in the rear floor area and sealed within a box to keep it dry as the vehicle fords up to 27.5 inches of water. Lexus provides a front skid plate and two additional protective plates to protect the underbody from off-road hazards. The LX 700h also has a two-speed transfer case for low-range gearing, and each of the H4 (High 4) and L4 (Low 4) ranges has its own drive modes. Auto, Sand, and Mud modes are common to both ranges, while H4 adds Deep Snow and L4 adds Rock mode. Those modes are in addition to the standard on-road drive modes that consist of Normal, Eco, Comfort, Sport S, Sport S+, and programmable Custom. Beyond that, the LX 700h offers five settings of Crawl Control that set the vehicle speed to get through tricky off-road situations. This system comes with Turn Assist that brakes the inside rear wheel to shorten turns. A standard Multi-Terrain Monitor uses four cameras to provide a panoramic view, as well as underfloor, front, and rearview images on the 12.3-inch infotainment touchscreen. A smaller 7.0-inch touchscreen below that screen offers such off-road data as brake and accelerator percentage, vehicle height, differential lock status, and Crawl Control setting. This screen also handles the climate and ambient lighting controls. Inside, the LX 700h Overtrail combines technology with unmistakable luxury. Tech features run the gamut from 12.3-inch screens for infotainment and the gauge cluster to a rear camera mirror to a 4G wi-fi hotspot to a digital key. High-quality materials include soft semi-aniline leather upholstery and black open-pore wood trim. The LX 700h Overtrail also comes loaded with amenities, including heated and ventilated first- and second-row seats, massaging front seats, a heated steering wheel, and a cool box. However, the cabin offers only modest utility. At 200.6 inches long, the LX is about a foot shorter than the standard wheelbase version of the Cadillac Escalade, or about as long as the Dodge Durango. My Overtrail tester has the third-row delete option, which is just as well because the underfloor battery cuts into both cargo space and third-row passenger space. The LX 700h has only 7.2 cubic feet of cargo space with the rear row up and 62.8 cubic feet with the second and third rows folded flat. The latter figure is about nine cubic feet less than the LX 600. It’s even less space than the compact Toyota RAV4. The Overtrail may sit atop the LX lineup for off-road capability, but it’s the least expensive LX. It’s priced at $115,350, including a $1,350 destination fee. For that money, buyers get the smoothest riding LX and the most capable off-roader in the Lexus lineup, though they have to give up handling and pay more for a marginal efficiency gain. Even flagship models don’t have it all. View All Lexus For Sale Images Source: Lexus

A blue convertible sports car, like the 2025 McLaren Artura Spider, speeds along a road with blurred trees and rocky terrain in the background—perfectly capturing the droptop’s split personality in motion.

by Kirk Bell – August 23, 2025

2025 McLaren Artura Spider Review: Droptop With A Split P...

“Twenty, twenty, TWENTY,” my mom screams, as I approach a 90-degree bend preceded by a 20 mph sign on a country road near her home in Bumpkinville, Wisconsin. I’m doing plenty in the McLaren Artura Spider, and slow to about 40 mph for the turn, which the car handles with ease. “Are you trying to kill your mother?” she asks. “No, mom, that would kill me too,” I reply. “This car has a lot of capability.” That’s the engaging supercar side of the Artura Spider’s multifaceted personality. As a plug-in hybrid, it can also be an electric economy car or an everyday driver. The Artura is McLaren’s entry-level supercar, and the Spider fills the droptop role. It features a power-operated hardtop that opens or closes in just 11 seconds at speeds up to 30 mph. Carbon-composite construction means the top adds just 136 pounds versus the coupe. Electric Economy Car McLaren also limits the weight added by its plug-in hybrid powertrain, which consists of an axial-flux motor in the eight-speed dual-clutch automatic transmission, a twin-turbocharged V6, and a 7.4-kWh battery. The hybrid system adds just 287 pounds, which keeps the curb weight down to a reasonable 3,439 pounds. The V6’s 120-degree V makes it spread wider and sit lower than the typical 60-degree V6s in mainstream cars. A dry sump oiling system lets it sit even lower, and the 94 horsepower and 117 pound-feet of the electric motor contribute to a total system output of 690 horsepower and 531 pound-feet of torque. Start the Artura and it defaults to the Electric mode, which can be used up to 81 mph and effectively gives this sleek supercar silent propulsion and the power of a Smart ForTwo. The small battery enables a modest 11 miles of electric range, so Electric mode is best used to save fuel in heavy traffic or when driving in emissions-free city zones. Everyday driver Click the powertrain controller on the right side of the instrument panel to Comfort and do the same for the suspension on the left side of the IP, and the Artura Spider becomes a comfortable everyday driver. The car can run on electricity in Comfort mode, but step hard on the throttle and the V6 fires up with a pleasing “whum.” In Comfort, the exhaust note doesn’t drown out conversation, and the transmission and engine are relaxed. A deep stab of the throttle will unleash all 690 horses, but it’s just as happy to chill. Comfort also maintains a five-percent charge in the battery, which is important because reverse gear only runs on electricity. The Artura Spider is made from pretty exotic stuff. It’s built around a new mid-engine carbon-fiber tub called the McLaren Carbon Lightweight Architecture (MCLA), and it’s set on sticky 235/35R19 front and 295/35R20 rear Pirelli P Zero Corsa tires. That’s all aimed at performance, but the Artura manages to ride well enough to make it comfortable for regular duty. In their softest setting, the adaptive dampers absorb most bumps like a sport sedan. City and highway driving give me time to check out the interior. My test car is equipped with the heated, power-adjustable comfort seats that have big bolsters to keep me situated in the corners but leave room for wider backsides. The $9,400 Performance Spec includes high-quality Alcantara upholstery with orange piping, and a $1,600 black package adds gloss-black plastic trim. Engaging supercar The Mr. Hyde side of the Artura’s multiple personalities is accessed through the Sport and especially the Track settings for both the suspension and powertrain. My tester has the $5,100 sport exhaust system, which adds active exhaust valves and a symposer to pipe the exhaust note into the cabin. Sport mode opens the valves and activates the symposer, turning up the exhaust note’s volume so it becomes the entertainment rather than what’s playing on the radio. Track mode makes it even louder, which is great when dicing up the corners, but fatiguing when it drones on at highway speeds. Sport and Track also unlock the powertrain’s supercar rambunctiousness. The throttle gets touchier, and the transmission hangs on to gears longer. Despite the torque fill of the electric motor, there is a touch of turbo lag from a stop, but after that, power delivery gets intense. I open it up on a country road and the Artura pins me back into my seat. The transmission fires through shifts as the V6 approaches its 8,500-rpm redline with a raspy crescendo. The 0-60 mph run takes just 3.0 seconds, extra-legal speeds arrive all too quickly, and the Artura Spider tops out at 205 mph. Sport mode keeps the battery at about a 45-percent charge, while Track overrevs the engine to charge the battery. On a 45-mile cruise back home, Track mode charges the battery from 20 to 80 percent, though I could also charge it from 0-80 percent in 2.5 hours on a 240-volt home outlet. Sport and Track modes also firm up the dampers to make the ride busy on broken pavement and harsh over sharp bumps. The track is so firm that I wouldn’t recommend using it on anything but smooth pavement. On a twisty but patchwork country road, I put the suspension in Comfort to keep the tires on the pavement as much as possible. The low-slung Artura leans slightly in corners, which translates as feel from my perspective. It feels hunkered down and stable mid-corner, where I can control oversteer or understeer by adding or subtracting throttle. I don’t get the chance to drive the Artura Spider on a track, but track time in the Artura coupe revealed that the Pirellis have unrelenting grip, the car rotates willingly, and the standard carbon-ceramic brakes are strong but have a wooden feel after initial bite. In that extreme circumstance, the transmission didn’t always downshift to the right gear for the best power out of corners. I found I could do better with the large carbon-fiber shift paddles. The Artura’s best dynamic trait is its electro-hydraulic steering. It’s pleasingly quick and direct with good weight, and road feel is plentiful through the small-diameter, flat-bottom steering wheel. The car reacts to steering inputs with scatback agility, too. The 2025 McLaren Artura Spider starts at $281,008, including a hefty $5,000 delivery charge and a $2,208 fee for a few take-home goodies in the America’s Accessory Pack. That’s $24,700more than the coupe, and McLaren is happy to sell you as many expensive options as you like. With a smattering of options, my test car carries a substantial $332,348 price tag. That’s obviously a lot of money to spend on a car, but McLaren Artura Spider can be seen as three cars in one. It’s quiet and efficient for short bursts as an electric economy car and comfortable as a daily driver, but it’s the most fun as an engaging supercar that can scare the hell out of your mom! View All McLaren Arturas For Sale Source: McLaren

A bronze Lincoln Navigator SUV is parked on a gravel driveway in front of modern steps and greenery on a sunny day, echoing the comfort described in the Review: 2025 Lincoln Navigator L Black Label Coddles Like A Spa On Wheels.

by Kirk Bell – August 20, 2025

Review: 2025 Lincoln Navigator L Black Label Coddles Like...

For as much as it can do while on the move, it’s what the 2025 Lincoln Navigator does while standing still that sets it apart. Lincoln wants you to think of the new Navigator as a spa on wheels and a third space where you can feel at ease. The Lincoln Rejuvenate feature that’s calming me with the green glow of charged particles from the sun hitting the Earth’s magnetic field is only available when in Park. It’s one of three programs that come standard in every Navigator. The others are Waterfall Meditation with guided voice prompts and The Elements, which cycles through displays featuring water, air, earth, and fire. The system can also turn on the seat heaters/coolers, adjust the lighting and temperature, and play soothing sounds through the audio system. The Navigator isn’t the first vehicle with this type of system. Mercedes has offered a similar system for years in the S-Class and other high-end models. But this is the first application of this type of system in a Lincoln, and the Navigator is the only vehicle in its class with it. The Navigator offers much more than Rejuvenate to keep occupants comfortable and help them relax, whether at a stop or on the go, especially the top Black Label model I’m driving. It comes standard with a 30-way power-adjustable driver’s seat (a mere 28 ways for the front passenger), heated and ventilated second-row seats, heated third-row seats, a heated steering wheel, power-adjustable pedals, a Revel 28-speaker audio system, a rear-seat entertainment system, power running boards, and three-zone automatic climate control. The technology stands out even more than the luxury. That 48-inch screen that sits at the base of the windshield serves not only as the digital instrument cluster but also provides a second display for the navigation system. It has three more programmable display areas that can show the trip computer, a towing trip computer, the weather, a compass, the fuel economy, or the media that’s being played. Lincoln also provides an 11.1-inch touchscreen on the lower portion of the dash. It controls what appears on the big screen as well as the normal infotainment functions. Leaving space to view the 48-inch screen required moving the steering wheel out of the way by giving it a small diameter and a flat top and bottom. Rather than looking at the instrument cluster through the steering wheel, drivers see it over the wheel. It’s a somewhat odd layout, but it works, though I prefer a more traditional layout. The steering wheel is also home to a pair of five-way controllers. The right one handles the power controls for the steering column, mirrors, and pedals, while the left one activates the standard Blue Cruise. One of today’s better highway driver-assist system systems, Blue Cruise allows for miles of hands-free driving, but I’ve had trouble with it deactivating due to glare off my glasses when the sun lies ahead. Space remains one of the Navigator’s greatest strengths, especially in the L body style that is a foot longer. It seats seven in comfort. The second-row features captain’s chairs and a small screen to control the temperature, massage function, seat heating and cooling, audio, and lighting. The seats power recline and tilt forward to allow access to one of the best third rows on the market. The power-folding third row drops down to increase cargo space from 36.1 to 75.4 cubic feet, which is accessed by a new split tailgate. That expands to a massive 121.6 cubic feet with the second and third rows down, which is only bested by vans. This cabin is wrapped in high-quality, purposefully chosen materials. Buyers don’t simply pick a leather color and trim materials. Rather, they choose from three Black Label themes. My tester comes outfitted with the Atmospheric theme, which features Salt Crystal Gray leather with Adobe stitching and a diamond seat pattern, a Salt Crystal Gray synthetic suede headliner, black synthetic suede carpets and floor mats, dark wood interior trim, and aluminum wheels highlighted with Radiant Copper paint. The Navigator remains a truck-like body-on-frame vehicle, and that format is at odds with the interior’s mission to coddle its occupants. This beast weighs in at 6,044 pounds and is engineered to tow up to 8,700 pounds (8,400 with my tester’s 24-inch wheels). The heavy components and sturdy frame give the Navigator a firm, borderline bouncy ride, though the standard adaptive dampers do a good job of quelling excess body quake. Lincoln tunes the suspension for a firm, controlled ride. That means the body leans less in corners than it will in a Cadillac Escalade, but the ride isn’t as forgiving as the Caddy. Lincoln doesn’t offer advanced suspension components such as air springs or electronically controlled active anti-roll bars that could help the Navigator lean even less. At 231.9 inches long, the Navigator L is a monster on the road and cumbersome in parking lots. Rear-axle steering would be another smart addition to make it easier to park. Drivers have a choice of seven drive modes that firm up the controls or soften them. No matter the mode, the steering has some welcome heft and is stable on center, and the powertrain always offers plenty of punch. Under the hood lies a twin-turbocharged 3.5-liter V6 that supplies 440 horsepower and 510 pound-feet of torque. It sends its power to all four wheels through a 10-speed automatic transmission, and a two-speed transfer case comes with the standard heavy-duty towing package. The power arrives readily and with a prominent growl that’s unexpected and a little brash for a luxury vehicle. Some buyers may prefer a quieter engine. Of course, with all that power and weight, the Navigator L drinks gas like a sailor on shore leave. It’s EPA rated at 15 mpg city, 22 highway, 17 combined. The 2025 Lincoln Navigator L Black Label starts at $121,485, including a $1,995 destination fee. For that money buyers get a roomy, powerful, and luxurious vehicle that can carry the family while towing the horse trailer or Airstream. Luxury brands offer more comfortable spas on wheels/relaxing third spaces, but none that offer as much capability as the Navigator L. View All Lincoln Navigators For Sale Images Source: Lincoln

A matte gray BMW station wagon drives on a winding road through a mountainous, rocky landscape under a clear sky—Review: 2025 BMW M5 Touring weighs in as a great allrounder for any adventure.

by Kirk Bell – July 21, 2025

Review: 2025 BMW M5 Touring Weighs In As A Great Allrounder

Most car buyers still think of wagons as boring mom machines with fake wood paneling. But to automotive enthusiasts, any performance car is cool, and a performance wagon is even better. It offers the practicality of a crossover with the handling of a car. Ideal. If you know, you know. The 2025 BMW M5 Touring is definitely an IYKYK machine, but its plug-in hybrid powertrain creates compromises. With 717 horsepower, it’s the most powerful M5 yet, but it’s also slower than the last-generation model due to a big weight increase, and it costs appreciably more as well. So, was it worth it for BMW to add a green aspect to its midsize performance machine? That’s a matter of priorities. Slower or not, the new M5 remains stunningly quick. Its twin-turbocharged 4.4-liter V8 makes 577 horsepower and teams up with a synchronous electric motor in the eight-speed automatic transmission to produce a whopping 738 pound-feet of torque to go with its 717 horsepower. The motor aids acceleration with up to 194 horsepower and 207 pound-feet of its own, and that torque is available from a stop, so there is no noticeable turbo lag. The engine belts out a deep, rising thrum, especially with the artificial M Sound enabled. It supplies relentless neck-snapping thrust when I dig deep into the throttle. BMW quotes a 0-60 mph time of 3.5 seconds, and it feels every bit as fast as that. However, Car and Driver recorded a 2.6-second 0-60 mph time for the previous generation M5 Competition sedan, which used a 627-horsepower version of the same engine and weighed in at 4,096 pounds. The M5 Touring tips the scales at an astonishing 5,530 pounds. The powertrain’s behavior can be tailored to the driver’s taste. BMW doesn’t provide drive modes, per se, but the Setup button on the center console lets drivers program the red M1 and M2 toggles on the steering wheel and choose settings for the drivetrain, regenerative braking, transmission, suspension, steering, brakes, all-wheel-drive system, and engine sound. An M Hybrid button on the center console adjusts the hybrid system, too, offering an Electric mode, balanced hybrid assist for improved fuel economy, or dynamic hybrid assist for extra power. Thanks to a 14.8-kWh battery, Electric mode allows for 25 miles of full electric driving as long as you don’t exceed 87 mph or push the accelerator past a detent at the end of pedal travel. I recommend using the battery as often as possible for normal commuting to get the most benefit. Otherwise, the M5 Touring returns just 13 mpg in combined city and highway driving, according to the EPA. I’m averaging 13.7 mpg over 141 miles of mixed driving. The M5 mostly charges the battery on its own, either with regenerative braking or with the engine. Owners can also charge it in a few hours on a Level 2, 240-volt outlet via the 11-kW onboard charger. At 200.6 inches long on a 118.3-inch wheelbase, the M5 Touring is 3.2 inches longer than the last-generation sedan on a wheelbase that’s 0.9 inch longer — another reason it’s gained weight. For perspective, it’s almost two inches longer than the three-row Ford Explorer, and it weighs about as much as a Chevy Tahoe. But BMW does what it can to mask the weight and provide the track-ready handling M5 buyers expect. The M5 retains a double-wishbone front suspension, a five-link rear suspension, and adaptive dampers, but BMW saves weight by employing aluminum and unique sheet metal construction for the front suspension components. The toe and camber links, and the trailing arms are revised to improve dynamics, and numerous M-specific braces are employed throughout the body to increase longitudinal and torsional stiffness. This all combines with a near-perfect 50/50 front-to-rear weight balance to help the M5 Touring wear its weight well. On a twisty road, that includes a 180-degree switchback, the M5 stays planted and rotates with neutral balance. The 285/40ZR20 front and 295/35ZR21 rear Pirelli P Zero R tires provide stubborn grip, and the big body barely leans in defiance of the G forces acting upon it. When I get on the throttle a little before the apex, the standard electronically controlled rear differential lock shifts power to the outside rear wheel to help mitigate understeer and send me rocketing out of the corner. When the road gets rough, I adjust the M2 mode to choose the dampers’ Comfort setting. Even then, the ride is overly firm, which could turn off some buyers. The variable ratio steering gets quicker the farther I turn the wheel and tops out at a 14.2:1 ratio. It’s quick and direct, but like most BMWs these days, it’s light to the touch and offers little road feel through the chunky steering wheel. Standard rear-axle steering can turn the rear wheels up to 1.5 degrees opposite of the fronts, but in faster corners, it’s actually turning slightly with the fronts to provide stability. My test car wears the optional ($8,500) M Carbon ceramic brakes that save 55 pounds of unsprung weight. The massive 16.5-inch front rotors are grabbed by gold six-piston calipers, and single-piston rear calipers clamp down on 15.7-inch rear rotors. That’s a lot of braking power, but this is a lot of car. The cockpit has a sporty, extroverted look with its carbon-fiber and piano black trim and two-tone black and cherry tomato red leather that extends to the dash and doors. Technology is at the forefront, too, with a standard one-piece curved display that includes a 12.3-inch digital instrument cluster and a 14.9-inch touchscreen. When parked, owners can stream YouTube videos on the touchscreen or play games on the screen using their phones as the controller. Voice commands can be used for in-car controls, such as adjusting the seating position or setting the temperature. The front buckets are wide enough for larger drivers, and they hold me firmly in place during aggressive cornering. The second-row seats are comfortable and supportive as well, but the biggest advantage of the Touring body style is cargo space. It boasts 17.7 cubic feet of cargo room behind the second row, and that expands to a generous 57.6 cubic feet with rear seats folded down. The 2025 BMW M5 Touring is priced at $125,275, which includes a $2,600 gas-guzzler tax and an $1,175 destination fee. That tops the 2023 M5 sedan (there was no 2024 model) by more than $15,000. It’s larger than the outgoing car, and slower both in a straight line and around a track. However, with 25 miles of all-electric range, most commutes can be handled without gas. The wagon body style also gives the Touring most of the practicality of a compact crossover SUV. That all makes the 2025 BMW M5 Touring a great all-around performance car, even though you wouldn’t expect a wagon to be so quick. IYKYK. View All BMW M5s For Sale Images Source: BMW

A red 2025 Audi SQ8 SUV drives on a winding road with mountains and trees in the background, showcasing its impressive style under a clear sky.

by Kirk Bell – July 12, 2025

Review: 2025 Audi SQ8 Combines Style With Substance

Driving along in the 2025 Audi SQ8, I feel conspicuous thanks to the bright metallic paint, blacked out trim, and the sinister coupe-like profile. In traffic, the SQ8 hasn’t impressed me yet, at least not enough to justify its $127,490 sticker price. The cabin is muted in black and I have yet to tap into the power or stress the handling enough to make a judgment. Is this thing only about style? Is there a good reason to want one? But then I find a country road that’s not only twisty but also rough. It’s a true test of the suspension and a chance to unleash the power away from traffic. I switch to Dynamic mode and have at it. Dynamic mode immediately wakes up the 4.0 liters of German V8 under the hood, raising the revs by holding gears longer, hastening the throttle response, and opening a butterfly valve in the mufflers to bypass the baffles and let the engine sing its deep and soulful tune at a volume above library quiet. The twin-turbo V8 spins up 500 horsepower and 568 pound-feet of torque smoothly and confidently. The power arrives early, delivering a jolt from a stop when I step into it as all four wheels hook up thanks to the standard quattro all-wheel-drive system. The 0-60 mph sprint takes just 4.1 seconds, and the SQ8 builds speed easily. With so much power on tap, it’s hard to believe the RS Q8 sits above this model and turns up the wick to 617 horsepower. The smooth-shifting eight-speed automatic transmission proves responsive as I link corner to corner. It downshifts to tap into the power coming out of the turns without overdoing it with extremely high revs and hard, disruptive shifts. The sport differential that’s included along with active anti-roll bars in this tester’s optional S sport package also apportions the power side to side at the rear for best traction on corner exit. Opting for Auto or Comfort modes calms the powertrain, muting the sound, relaxing the throttle, and grabbing the next gear earlier. In these modes, the engine only makes itself known when my right foot gets too frisky. The downside of twin-turbo V8 is fuel economy. It’s EPA rated at 15 mpg city, 21 highway, and 17 combined. I’m only averaging 16.4 mpg per the trip computer. Dynamic mode also stiffens the chassis. The SQ8 has five-link independent suspensions front and rear, adaptive dampers, a four-corner air suspension, and rear axle-steering. While that’s all pretty advanced stuff, It’s the effect of the active anti-roll bars I feel most. When I toss 5,269 pounds of luxury SUV into a 180-degree lefthander, the anti-roll bars doggedly fight lean to keep the attitude flat, despite 8.2 inches of standard ground clearance and 6.6 inches in Dynamic mode. It feels like it’s defying physics. Not only that, but it rotates well, with just a touch of understeer that’s remedied easily by lifting off the throttle. The rear-axle steering likely doesn’t come into play here. It can turn the rear wheels up to five degrees opposite of the fronts, but that’s at parking lot speeds. The hefty steering feels stable and the SQ8 reacts directly to my inputs. I’m getting pretty good feedback through the steering wheel, too. I can feel the bumps and ruts of the patchwork pavement without disrupting the ride quality. This is some deft suspension tuning as only the deeper potholes send a shock into the cabin, despite low-profile 285/35R23 Continental SportContact 6 summer performance tires. That’s a lot of unsprung weight to harness, but the SQ8 does it well. Braking is strong, too. Audi outfits the SQ8 with 15.8-inch front rotors with six-piston calipers and 13.8-inch rear rotors with single-piston calipers. The pedal remains firm throughout my shenanigans, but this isn’t a long and winding road and I’d be leery of them holding up on a track. A closer look at the cockpit reveals well-chosen, high-quality materials and technology that while aging still looks cutting edge. The SQ8 comes with the screen layout introduced in 2019 with the redesign. It includes a 12.3-inch digital instrument cluster and stacked touchscreens on the dash and center stack. The top screen measures 10.1 inches and the bottom screen stretches 8.6 inches. Both provide haptic feedback to confirm touch inputs. The bottom screen is for climate control functions, and the top screen and handles the typical infotainment controls: phone, navigation, and audio. It allows access to apps through the Audi Connect Plus subscription and can be controlled with voice commands. However, those commands can’t control vehicle functions like climate controls or lighting, which means the system is slightly behind the times. The system in the new Audi A5, for instance, incorporates ChatGPT into the navigation system, has even bigger screens, and offers a passenger screen. While a color other than black (red is available) would create a more visually interesting interior atmosphere, the SQ8’s cabin materials are top notch. It comes standard with diamond-stitched Valcona leather upholstery, carbon-fiber trim, and aluminum and piano black surfaces. The $3,700 Luxury package included on my tester extends the leather to the dash, upper doors, center console, and armrests, and ands a synthetic suede headliner. Spending another $4,900 brings a bangin’ 19-speaker, 1,820-watt Bang & Olufsen Advanced 3D audio system, though the standard system is also from Bang & Olufsen and has 17 speakers base and 730 watts. The Q8 family shares its platform and 118-inch wheel base with the Audi Q7. The Q7 cuts a more traditional SUV profile, though, and offers three rows of seats as well as more cargo space. The SQ8’s coupe-like rear roofline cuts into cargo space and precludes the third row. Still, the SQ8 has good second-row room for up to three adults, though two will be far more comfortable, and cargo space is decent at 33.7 cubic feet behind the rear seats and 60.8 cubic feet with rear seats folded down. The 2025 Audi SQ8 starts at $98,895, including a $1,295 destination fee. That money gets you some of the equipment that makes this such an appealing luxury SUV, including the V8 goodness, the adaptive dampers, the air suspension, sporty suspension tuning, and the rear-axle steering. Inside it includes the screens, leather upholstery, four-zone automatic climate control, heated front sport seats, and wireless smartphone charging. Spending an extra $7,300 for the Prestige package, which is essentially a trim level, adds such niceties as dual-pane acoustic glass side windows, front seat ventilation and massage, Matrix LED headlights, a head-up display, heated rear seats, soft-close doors, and remote parking. A full suite of active safety features is standard on all SQ8s. It consists of automatic emergency braking, adaptive cruise control, lane-departure warning, blind-spot monitors, rear cross-traffic alerts, traffic sign recognition, front and rear parking sensors, automatic high beams, and a surround-view camera system. Many of my test vehicle’s options are what make it so good. The $6,000 S sport package improves the dynamics, as does the $2,500 for the 23-inch wheels and summer performance tires. The Prestige package also adds features most buyers will find indispensable. The 2025 Audi SQ8 may be aging, but it still has swagger to back up its style. It’s powerful, agile, and luxurious—especially if you pick the right set of options. It sacrifices some utility for its dashing good looks, but that’s part of the swagger, too. You don’t buy a luxury vehicle because you need one. You do it because you want to, and the Audi SQ8 makes me want one. View All Audi SQ8s For Sale