Michael Van Runkle

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by Michael Van Runkle – February 07, 2026

Review: 2026 Mercedes-Maybach GLS 600

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

by Michael Van Runkle – February 02, 2026

First Drive: 2026 Aston Martin Vantage S

by Michael Teo Van Runkle Late last year, Aston Martin updated the DBX SUV to a new S specification. The typical treatment of more power, refined handling, and subtle stylistic enhancements all combined to vault my favorite super SUV another significant notch up the performance spectrum. Now for 2026, the Vantage coupe fittingly joins the S ranks with a similar, if not quite identical, suite of improvements that further fine-tune the sportiest model in Aston’s core lineup. Constant improvements always fit into the mix at the upper echelons of the automotive industry. In this case, the unexpected rollout timing came about once early DBX lease returns started cropping up on the horizon. The Vantage coupe’s original debut fit into a slightly delayed schedule, so more recently, Aston held a drive program in Malibu to prove whether the latest and greatest S banks on marginal gains or truly steps up to another level of exotic appeal. My tester featured a number of cosmetic cues that clearly hint at the revisions. Plenty of subtle S badging, of course, but also a new rear spoiler and twin blades rising out of the hood heat extractors. Optional red-painted wheel faces match red brake rotors, while inside, the S embroidered on the seats matches a new red drive mode knob and red piping for the semi-alinine upholstery. The real question, as always, came down to whether any performance gains can match the stylistic enhancements. In this case, the S package adds another 15 horsepower to the twin-turbocharged 4.0-liter V8 for a peak rating of 671 ponies – but an identical torque rating of 590 lb-ft as the non-S. With so much gut punch already available out of the base engine, attempting to truly discern about two percent more power via the seat of my pants felt somewhat silly. The thrill of hammering the Vantage already overwhelms the senses entirely, so a tenth of a second quicker to 60 miles an hour means slightly less amid such truly stupendous acceleration. Aston attributes that modest improvement in pace mostly to revised software calibration. Changes include new accelerator pedal tuning and shorter torque interruptions during shifts from the eight-speed transaxle between the rear wheels. But with the windows rolled down, I also thought I noticed a bit more whine from the turbos spooling up to match slightly more rumble from the exhaust than I remembered previously. Really, whether launching in a straight line or hustling through the hills of Malibu, the base Vantage already pushed well past limits of tire grip anyhow. And that’s where a host of other changes that complement the power bump make more of a dynamic difference. If I ever criticized the base Vantage, the slightly numb and light steering probably came to mind first. The electric assist just seemed to lack the granular and communicative feedback that the rest of the chassis deserved. At least the light steering weight helped rein in the Vantage’s eminently tail-happy demeanor, since sliding around at two-thirds throttle with the traction control fully activated regularly required quick flicks of countersteering to control. Luckily, the balance of a front-engine and rear transaxle layout effectively turn this two-door GT into something that approaches the cornering capability of a mid-engined supercar. For the S, Aston aimed to enhance the engagement factor without losing the refinement of a British grand tourer. And yet surprisingly, steering revisions counted for less than on the DBX S, where new wheel hub mounting points for the tie rod ends entirely changed the character of the SUV. Instead, the Vantage S uses revised shock damper tuning and stiffer suspension mounting points, as well as – counterintuitively – 10% softer bushings cradling that transaxle between the rear wheels. Reduced rear springs, aids, and a stiffer rear sway bar further increase the overall chassis rigidity by five percent, all in an attempt to create a bit more rotation around the driver seat. The steering modestly hones in tighter with increased negative camber for the alignment specs, a minor change that admittedly left me somewhat surprised after Aston’s brief technical presentation. As I meandered out to my steed for the day, I also worried whether the whole package might result in too much stiffness, which sometimes means excessive suffering on subpar roads. Not so for the Vantage S, which definitely rides firmer but never to the point of discomfort. Combined with the damper adjustments, the slightly stanced front tires do improve steering fidelity – especially once I turned up into some of my favorite canyon roads on the planet. Here, I spun the drive mode dial from Sport to Sport+ and then through to Track. That pleasing piece of knurled metal can also turn into a discreetly adjustable traction control knob, while the transaxle held gears longer to help the V8 roar higher into the rev range. Once I started rolling up these roads at borderline ridiculous pace, the new chassis capability came on full display. Previously, the base Vantage struggled with almost too much slip and slide. Hammer the brakes or turn too tightly or feather a micrometer too far into throttle, and the tail end almost immediately stepped out. So much so that turning off the traction and stability control made the most sense, if only in the name of predictability. The new S demonstrated far more progressive behavior, especially cornering and pushing out on straights while allowing the engine to overwhelm grip. Little hits of tire squeal, therefore, become less surprising and easier to catch, as the transition to oversteer now comes with a grin rather than an anxious expectation, the almost telepathic steering bordering on the level of DBX S despite the seemingly milder revisions. This unlocks a new level of engagement with the traction control knob, too, which in this case actually becomes useful while playing with settings 1-8 or fully off, adding a sense of safety amid the revelry. If anything, this newly reassuring character from such an already appealing sports car definitely makes the new Vantage worthy of an S badge. And the pricing still shocks – in a good way. Yet another Aston Martin where comparisons to the competition make less than no sense. The Vantage S now starts at about two-thirds the price of a new 2026 Porsche 911 Turbo, and on the lower side of the $200,000 mark from a Mercedes-AMG GT 63 S coupe. Some of the optional S gear on my car contributed to a total MSRP of $258,900 – most importantly, the carbon-ceramic brakes ($10,800) that exhibited endless bite to haul down my excessive speeds while approaching the tightest canyon switchbacks this side of Southern France. Outside of a few lingering inconsistencies with Apple CarPlay Ultra and wishing for more carbon trim inside to replace some of the piano black plastic on the center console, finding any faults with Aston’s power, position, and prestige requires nitpicking the Vantage S to the Nth degree. Such a sense of innate performance and exotic design out of a restrained gunmetal “Aluminite Silver” over Black Onyx coupe proves how much the S treatment only reinvigorates the already stunning Vantage, setting another standard within an increasingly impressive lineup. View All Aston Martin Vantage For Sale Images: Aston Martin, Michael Tao 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 ->

by Michael Van Runkle – December 28, 2025

Czinger 21C First Drive: A Technological Tour de Force

Climbing into the groundbreaking Czinger 21C hypercar requires a quick lesson in contortionism. After opening the long dihedral door, spin around and sit on the sill logo, then spin again and slide your legs into the pedal box, scooch your tailbone down into the carbon-backed seat, and bring your head in last. Oh, and don’t forget: your passenger needs to get in first, because they’ll straddle the driver in a 1+1 layout most similar to a full-on fighter jet. Cockpit is the only way to accurately describe the 21C’s interior, but I adjusted to the central seating surprisingly quickly – then again, I do regularly drive a right-hand-drive Japanese car on the streets of Los Angeles and once spent a full day slinging a Formula 4 racecar around a track. But the Czinger is far more exotic than a JDM import and even more radical to drive than that open-wheeled racer because this hybrid pumps out up to 1,250 horsepower from a tiny 2.88-liter twin-turbocharged V8, which is derived from motorcycle engines to unlock a screaming 11,000-rpm redline, and then paired with two front electric motors rated for 268 horsepower each to create all-wheel drive traction. I needed every ounce of that traction while effectively time-warping my way up canyons in Malibu, even on roads I know, as they say, like the back of my hands. Luckily, once inside, the 21C offers excellent visibility over the dramatic fenders. And the switchgear never seems as complex as an airplane’s despite the crazy AI-designed and 3D-printed components visible everywhere, from the gauge cluster surround to the suspension and even the textural pedals. Push the stop-start button on the right, select drive modes to the left, and dial in climate controls to the right. Then, I spent most of the drive using the paddle shifters – which also shift down into reverse below neutral in similar fashion as a motorbike. I needed front axle lift, accessible via a knob on the teensy tiny racecar steering wheel, quite regularly because this, the low-drag V Max car, rides low enough to reach a top speed of 253 miles an hour. And I never even went into Track Plus mode to drop the chassis down another 30 millimeters, other than to pose for pictures. I never came close to that top speed, but my tailbone felt about six inches off the ground the whole time. The suspension obviously prioritizes performance, but in Street mode, the dampers still stay compliant enough to absorb bumps and ruts without sending any jolts through the rigid chassis. Street mode also prioritizes the electric motors, then kicks on the internal-combustion engine whenever the driver dips deeply enough into the throttle or if the EV range from just 4.2-kilowatt-hours of lithium-ion batteries gets too low. Switch into Sport, and the engine runs all the time, with a deep and lumping idle. Throttle modulation at first felt fairly normal, but as soon as I nudged my right toe a little extra, the 21C combines the immediate punch of an EV with the screaming wail of a superbike and absolutely launches down the road, almost quickly enough to snatch the air out of lungs, with so much power available at any rev that the ECU cues traction control intervention almost on all but the smoothest roads. Traction control makes this whole exercise in technological innovation possible, simply because there’s so much potential in the chassis, which Czinger designed as an early showcase of the iterative design algorithms pioneered by sister company Divergent. Lightweight and rigid, the components from the engine cradle to the subframes, and even the wheel hubs that integrate brake calipers and fluid lines into one solid unit, all resemble H.R. Giger’s haunting set designs in Alien. I’ve known about the potentially world-changing tech for years now, and truly wondered how a startup hypercar manufacturer might prioritize driveability while demonstrating such obviously avant-garde innovation. The brake pedal, just as one example, brought me straight back to that day in the F4 car, because the solid fluid routing relies less on hosing that typically swells under pressure – so instead, the firmness greeting my left foot (this car seems ripe for two-foot driving) truly approached a racecar level of responsiveness. But the pedal also required serious muscular exertion when hauling down speed. And the 21C wants to rip off at breakneck speed all the time, only settling down and becoming happier once I started to crest 50, 60, and 70 miles per hour. After braking later and later, cutting the steering wheel deep into corners reveals the incredible spiderweb effect of centralized mass, the 1+1 layout, and 3D-printed engineering and all-wheel-drive grip, creating a planted sensation that my most aggressive driving simply could not faze. The 21C does appreciate gentler inputs, though, especially while trail braking, as I learned by the end of my drive. If only so the front-axle regen can help to regulate traction, too. And other than the heavy steering requiring a hefty effort, I’d never guess this hypercar weighs 3,668 pounds. I did notice some low-speed shuddering from the steering wheel, something I’ve experienced in a few other high-power EVs previously. I suspect the electro-hydraulic steering system effectively needs to fight the EV motors a little while creeping along—now add so much more mechanical grip from the 21C’s gargantuan 265-mm front and 325-mm rear Michelin tires. Those tires sit under the exaggerated fenders that further contribute to the aerodynamics of a 252-mph tactical missile. The design alone turns more heads than anything – bar none – I’ve ever driven, just an unfamiliar vision of a future almost inconceivable to the ordinary mind. I’d take my 21C in the gorgeous exposed blue-weave carbon, and also prefer black leather everywhere on the inside rather than my test car’s blue Alcantara? If only to enhance the curb appeal and impression of quality to match the high-tech chassis and powertrain of this $2.7 million hypercar. Where most supercar and hypercar manufacturers these days aim to leverage modern tech to broaden the scope between performance and daily driveability, Czinger entertains no such fantasies about the 21C because nothing comes anywhere near comparing to this car. Even if the ride quality never crosses the border into discomfort, at least in Street and Sport mode, this car simply demands attention in any driving scenario, whether tooling around in traffic, highway cruising, ripping through the canyons, or carving up a racetrack. I never felt quite natural driving with one hand, for example, because I never forgot that I was sitting behind the wheel of a technological tour de force. Short of prototype racecars and the world’s greatest superbikes, this is simply the most hardcore vehicle I’ve ever driven. The mind simply balks at imagining the raw G-forces this car might exert on the human body when pushed to the limit on a racetrack, where the 21C continuously sets production car lap records all over America. Yet if you’re flexible enough to climb in – and I did sit in the backseat, where at six-foot-one I fit just fine – the Czinger is also surprisingly livable, even if lacking refinement in some areas, including the hilarious startup music and an incongruously outdated gauge cluster configuration. Living with some quirks always comes along with bleeding-edge tech, though, and should be expected in such an utterly unique supercar,truly unlike anything else on the road. View All Supercars & Exotic Cars For Sale Images: Michael Van Runkle

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

A line of sports cars drives on a nighttime racetrack under a large illuminated Heineken sign, capturing the excitement of Las Vegas F1.

by Michael Van Runkle – November 30, 2025

Driving The Las Vegas F1 Track, Chasing McLaren’s IndyCar...

As raindrops began to fall on Thursday night of the Las Vegas Grand Prix weekend, a group of two dozen McLaren supercars gathered surreptitiously outside the wall at Turn 12. Lucky owners on hand joked about participating in the so-called Million Dollar Drive, an opportunity to chase last year’s IndyCar Series runner-up, Pato O’Ward, around the amazing F1 street course after Free Practice 2 wound down. McLaren offered me a chance to join in on the action, so I happily pulled on a helmet and jumped into one of my favorite supercars, a 750S, for a quick stint of just two 3.853-mile laps. I pulled up to Turn 12, very curious to experience the top speed and cornering traction on the Vegas strip. The few other F1 circuits – current and former – I’d previously driven all typically boasted the most pristine tarmac surface of any tracks on earth. But Vegas only joined the F1 calendar in 2023, and the first year proved somewhat infamous after a manhole cover pulled loose from the racecars’ downforce and smashed up Carlos Sainz’s Ferrari. Rumors of another manhole cover popping up even caused a brief delay in FP2 as I pitted with the McLarens. And as I pulled out, the rain only started to fall harder and harder. Negotiating the weather, the other McLaren drivers, trying to keep an eye on O’Ward in his full-on racecar-spec Artura – all as the brilliant neon lights flared up on my increasingly raindrop-splattered windshield – required extreme focus. But the actual road surface at Vegas proved extremely forgiving, surprisingly grippy despite the wet, and smoother than smooth. Until, that is, I popped over a curb or two and upset the suspension of my 750S a bit. Still, ripping through gears before a crowd of F1 fans, the casinos flying by, the Sphere illuminating the night sky. No doubt, one of the drives of my life. Meet McLaren’s IndyCar Superstar: Pato O’Ward Before heading out for such a memorable night, I caught up with O’Ward, hoping to glean some words of wisdom about what to expect from the evening’s festivities and the upcoming IndyCar season from one of the racing world’s last remaining old-fashioned wild men, famed for his ninja-fast hands on the wheel, and a true fan favorite. How does the street course for the Vegas F1 circuit compare to street courses for IndyCar like Long Beach, St. Petersburg and Toronto? Less bumpy for sure; it's smooth. I wouldn't say it's the smoothest, because the F1 cars are porpoising quite a bit. But compared to an IndyCar street course, the F1 car’s floor wouldn't survive at all. But it won't be bumpy for you in a road car. You might feel some undulations, especially when you're going super-fast in the back stretch, but you won't feel, like, harsh bumps. I think you're going to really appreciate what the car can do speed-wise, if they let us wring its neck a little bit in the back stretch. What about the transitions, with the curbs and the asphalt? (Photo by Hector Vivas/Getty Images) The curbs are aggressive. You'll definitely feel the curbs if you're riding on them. It's the same tarmac all the way around, so there really isn't a concrete-to-asphalt transition; everything is the same. But I would say the track itself isn't as rough as other typical street courses, at least out of what I'm used to. Have you ever driven Monaco? I have not driven Monaco! But I bet it feels like you're going like 300, 400 miles an hour in a Formula 1 car. Speaking of, I know you've done some free practice sessions with McLaren F1. What's your relationship with the F1 team like these days? My full-time job's in IndyCar, and then my side hustle is traveling for free in the Formula 1 world and occasionally jumping in the F1 car. It's not too shabby at all. I get to watch, entertain, and sometimes drive . What are some of the ways that you think IndyCar is more exciting than F1? There's a bit more chaos in the races, I would say. Weirdly, this year was dominated by one driver , but it usually never is. I mean, this hasn't been seen in 50 years. But, usually, you can never say who's gonna be on the podium. And I feel like in F1, you can get a good idea. So, I would say it's a bit more unpredictable and chaotic, and I feel like that draws attention. But what F1's got that no one else has is just the sex appeal. The sexy status, like the invisible wall, everyone wants to be there just to be there. No one else has been able to obtain that level. Obviously, they're global; you've got the biggest brands in the world with the most money. But it's turned into something like, ‘Hey, I was there.’ No matter how little you know about race cars. For sure, I'm seeing a lot of selfies being taken out here in Vegas. What are your hopes for IndyCar this coming season? I hope the series keeps getting bigger. I know FOX has been a big thing for the series, and they've got skin in the game. And, so, I think the trajectory it's taking is in the right way. But I think it's also pretty important for leadership to make the right calls on where we're racing, what we're going to do with the new car. We still want to be leading as a top series worldwide, even though it's mostly in America. The cars can't be all spec. We still got to have different engines; we still have to have something worth developing for teams. There's got to be some differences in creativity, you know, so I really hope they don't take that away. My personal goal is I want to finish every lap, which was my goal this year, but sadly, those dreams were crushed in Portland when I had an engine issue. And then I had the tire blowout in Nashville. That wasn't amazing. I just want to finish every lap, and I feel like in doing so, I'll be sitting pretty at the end of the year. All right, most important question: We’ve talked about your kickass car collection before. What are you driving most these days? I've got my head-turner, which is a 720S in Tokyo Cyan. It's like a baby blue. For my daily driver, I've got an M3 Comp. I really like it, it’s all-wheel drive, but you can do only rear, like drift mode, if you want. I've got the ultimate of luxury and in my opinion, it is the best in the garage: a Rolls-Royce Black Badge Ghost. I never thought I would enjoy such a car at such a young age, but it is the epitome of not being rushed in the morning. That's what it feels like. I drive that thing almost every day I'm home. And I've got the loudest car, my Shelby Cobra kit car. I wish it was an original, but it's got a 5.0-liter Coyote, 485-horse, fuel-injected, side pipes, super loud. Then I've got a Ferrari 458 Italia with a Novitec exhaust, Vorsteiner aero, the thing looks mean, looks badass. That's what I've got right now, I'm pretty happy, that's a good collection. But at some point, I'd love a W1. Oh, I know who you can talk to about that… Yeah, I'm going to make a bet with Zak . He doesn't know about it yet, but I'm going to make a bet. I win the Indy 500, he gets me a W1. I think that's totally fair! View All McLarens For Sale Images: Andrew Links, FIA, McLaren Retail

A red 2025 Audi RS e-tron GT Performance electric sports car is parked on a dirt road under a clear blue sky, with utility poles and wires in the background.

by Michael Van Runkle – November 23, 2025

Review: 2025 Audi RS e-tron GT Performance

New 912-HP Electric Sedan Truly Takes on the Porsche Taycan Hammering launch control in Audi’s new RS e-tron GT Performance chirps the tires for a microsecond, before unleashing an unbelievable onslaught of acceleration that builds and builds into triple-digit speeds with ease. Ripping through mountain roads, the four-door sedan can also corner with the best sports cars on the planet thanks to an impeccable new adaptive suspension system and quintessential Quattro all-wheel drive. The only clue to the mass of the Performance’s electric powertrain emerges whenever I slammed hard on the brakes, which overwhelms the tires due to battery weight and quickly brought on the shudder of ABS pulses. The new Performance trim of the RS e-tron GT deserved a few rounds of hard canyon carving over my week-long loan, if only to explore the massive step up in power from 637 hp previously (with overboost) to a new peak of 912 hp from dual electric motors. In fact, it’s the most powerful Audi ever – and by a long shot. Increased battery capacity, now up to 105 kilowatt-hours, still allows for a range of 278 miles despite the power gains. And yet, as with so many EVs, maintaining that range forced the Performance to tip the scales well above 5,000 pounds. Perhaps the most impressive part about the Performance is how well Audi camouflages that weight using a new dual-chamber and dual-valve adaptive air suspension system to impart a strong sense of agility. Of course, 912 horsepower helps by delivering the kind of brutal gut punch – really, at any speed – formerly reserved for seven-figure supercars. Activating launch control off the line requires selecting RS Performance mode, then turning traction control fully off. Push the brake pedal all the way to the floor, then the accelerator, and for a few seconds the whole car then seems to hunker down like a cheetah waiting to pounce before unleashing so much power. Audi claims a 0-60 time of just 2.4 seconds, but by the seat of my pants, the Performance felt even quicker. A serious set of massive carbon-ceramic brakes (optional as part of the Dynamic Plus Package for $11,000) easily hauls down that speed, with barely perceptible modulation between 400 kilowatts of regen and more traditional friction braking. In fact, even with the tires fully warmed up on a hot day, I found the 420-mm and 410-mm front and rear rotors can easily overwhelm traction of the EV-specific Pirelli P-Zero NFO Elect tires. A car with this much power, with such great handling despite so much weight, truly deserves more performance-oriented tires—Michelin Pilot Sports sure seem worthy. Audi ensured the Performance trim prioritizes handling just as much as straightline starting and stopping, and the steering seems borrowed directly from the RS e-tron GT’s Porsche Taycan sibling. So dialed in and precise, with just enough resistance to cornering from the thin-rimmed “squircle” steering wheel, which firms up predictably in more aggressive modes. I strongly suspect that lessons learned on this car may well have trickled down to lower-spec models, including the recently unveiled A5 and Q5 that improved significantly on previous Audis’ typically lightweight and numb steering. There’s no “Catch-22” here, either: The sheer pace and handling prowess never impinge on a smooth and luxurious ride. As with other Audis, and especially the electrics, this incredibly powerful sedan glides over rough roads and absorbs more bumps with aplomb, as wind or tire noise, and zero creaks or rattles intrude on the serene cockpit. The new suspension makes a huge difference, broadening the capability for the Performance to float along in Comfort mode or tighten up body roll with any of the three RS modes selected. Even rolling the windows down makes minimal noise, and amid the silent reverie, turning up the Bowers & Wilkins sound system reveals such crisp highs and deep bass that even familiar songs on my usual playlists began to sound brand-new again. I always turned down the fake powertrain sounds, though, and activated those powerful seat massagers to enter full EV bliss mode. Speaking of convenience, that suspension also enables “Elevated entry” mode, which puffs up the car by a few inches to make getting in and out a little easier for taller drivers. But that does bring up the e-tron GT’s biggest issue, a notable lack of space throughout the compact interior despite the car’s large exterior footprint. At six-foot-one I fit just fine int he front seat. But where other automakers optimize skateboard battery layouts to create more luxurious cabin configurations, the Porsche-Audi siblings do not – only a large trunk for weekend luggage or golf clubs seems fitting, but don’t expect much in the way of rear seat head or legroom here. Similarly, it’s odd that Elevated entry can almost immediately raise the entire car by up to a max of 42 millimeters (1.65 inches) but Audi still decided against a front-axle lift option. The nose of the RS e-tron GT Performance will therefore scrape on moderate driveways and drainage dips, even in the most lifted suspension setting. Luckily, the copious use of carbon-fiber trim doesn’t extend to a front splitter which might get damaged due to the lack of front-axle lift. The range of 278 miles seemed legit, too, and plenty sufficient for daily life, if not quite ideal for long road trips. I never needed to charge over a full week of daily driving and canyon carving, though of course, the inevitable urge to enjoy all those 912 horsepower with repeated romps on the throttle pedal does eat into battery charge quite rapidly. I also never noticed any power de-rating or overheating while ripping through Malibu canyons on days that climbed up to the high-80s, weather conditions which typically frustrate other high-performance electrics. Plus, the peak charge rate for the Performance increases to 320 kilowatts, which Audi claims will allow for a 10-80% fast charge in just 18 minutes. I do prefer the Audi design versus the smoother and less futuristic Porsche Taycan, for all but the rear end (other than the Taycan Cross Turismo wagon, anyway). And the interior is more quintessential Audi, with sculptural design elements throughout from the door pulls to the dash trim. A carbon-fiber roof rather than panoramic glass helps to keep the interior cooler—pun intended—but some of the forged carbon-fiber trim might go a little overboard, dropping the restrained German aesthetic in favor of more flashy bits on the mirrors, side sills, front and rear aero inlets, and especially the wide dash. The Forged Carbon Package on this press loaner contributed $8,400 to a $190,690 MSRP, up from $167,000 to start. It also includes the 21-inch wheels in addition to the miracle material, but probably matters less than the Dynamic Plus Package that adds the active suspension and carbon-ceramic brakes. To my eye, the piano-black plastic of the center console also should be in carbon or at least brushed metal, since it gets dirty quickly and stands out as looking much cheaper than the rest of the cockpit. And I’d spec my RS e-tron GT Performance in any color other than this Progressive Red Metallic paintjob, for a restrained daily driver that can easily double as an absolute screamer when the time comes. A silent screamer, that is. View All Audi RS eTron GTs For Sale Images: Michael Van Runkle

by Michael Van Runkle – November 22, 2025

Review: 2025 Shelby GT350

Without a Doubt, the Best Bang for your Mustang Buck Model year 2023 marked the end of the line for Ford’s factory Shelby variants of the Mustang, after six years of the GT350 from 2015 to 2020 and three years of the GT500 from 2020 to 2022. Instead, the Blue Oval decided to focus on the forthcoming GTD that paired a raucous supercharged “Predator” engine good for 815 horsepower and paired to a rear-mounted transaxle in a chassis built by Multimatic, all while eyeing a Nürburgring lap time battle versus Chevrolet’s gobsmacking Corvette ZR1. American automakers stepping up into the supercar class certainly sounds fun, but Ford then announced that the GTD would be restricted to waitlist allocations only – and would come automatic-only, as well. In fact, the GTD uses the exact same eight-speed dual-clutch gearbox as the ZR1. So, not wanting to get left out of the game, Shelby American then doubled down by announcing a new GT350 of their own, offering 810 supercharged ponies, or up to 830 for a track-focused R variant. The new GT350 pays homage to Carroll Shelby’s original that took the world by storm six decades ago. And critically, both the new GT350 and GT350R will come with a six-speed manual transmission as standard, all at a starting price of $109,995 for a much more livable Mustang that retains a backseat and trunk for storage, too. The new GT350 begins life as a Mustang Dark Horse equipped with the factory Performance Pack that adds larger front and rear brakes. Shelby then strips off the bumpers and wheels to add a full Ford Performance suspension package with revised valving in the dampers and similar spring rates despite dropping the ride height by an inch. Different sway bars help to manage body roll, while Shelby-specific camber/caster plates allow the dialing in of perfect alignment for street or track. All the removed plastics hit the junk pile, in favor of more aggressive and functional designs for the main grille, the front fascia’s lower and side grilles – with more effective brake cooling ducts – plus a three-piece front splitter. Shelby also specs an aluminum hood with a custom Shelby heat extractor, a rear ducktail-style spoiler (below an optional carbon-fiber pedestal wing), forged alloy wheels, and a burbling Borla exhaust. Under the brilliant sunshine outside Shelby American’s Las Vegas HQ, the GT350 looks best in quintessential white with blue racing stripes. The crisp new details help produce a purposeful persona for this hardcore Mustang, which avoids some of the overt boy-racer muscularity of a GTD. But the power unlocked by that 3.0-liter twin-screw Whipple supercharger beneath the hood, itself larger than many SUV engines these days, transforms the Dark Horse into a different beast altogether. Critically, Shelby tunes the supercharged Coyote V8 to retain some semblance of sanity at lower revs. The 5.0-liter engine can lope calmly around town, torquey but never touchy, even sounding relatively restrained given the burly brute nature available higher up in the tach. But rip off a few quick downshifts—by heel-toeing with the automatic rev matching off, of course – via the short shifter, and Dr Jekyll gives way to Mr Hyde immediately. Shelby only improves the action of the already solid shifter itself, with clean and precise gates into every gear. The GT350 prefers second and third while driving hard, and by 4,000 rpm or so, the supercharger boost swells and swells under full throttle, seemingly pulling forever compared to so many other rev-limited V8 engines. Supercharger whine à la Dodge’s Hellcats only starts to creep in over the rich Borla exhaust note with the windows down, but rest assured, the sheer pace of acceleration more than compensates, slamming heads back into headrests, almost warping time and space in the low-slung Mustang chassis. Even when warmed up, the 305 millimeter-wide rear Michelin tires struggle to maintain grip in a straight line between hard shifts, chirping regularly even with the traction control fully activated. Despite the power gains, the factory ECU still integrates traction control and Ford’s AdvanceTrac suite of driver aids – in fact, the Shelby tune reduces power with traction on and only reaches the full rating of 810 ponies with AdvanceTrac switched off. Shelby’s claims on paper likely underrate real-world output, however, and a healthy padding might prove out during dyno testing, especially when running 100-octane fuel or higher. Suffice to say, the GT350 takes a serious step up from the Dark Horse’s 500 horsepower. The GT350’s suspension can support such newfound performance, without a doubt, but crucially, not at the cost of daily driveability. Despite the lowered ride height, the dampers and springs absorb bumps and ruts without sending jarring impacts into the cockpit. Instead, the tires simply stay glued to the tarmac while cornering or even trying to initiate slides via momentum alone, allowing for just enough weight transfer to provide clear communication of where grip remains, either shifting front to rear during hard launches or while dipping the nose into tight corners at pace. The restrained 20-inch wheels probably help a ton to maintain this dual personality, absolutely looking the business but without going overboard in diameter in the name of low-profile tires that deliver style points in the name of compromised ride quality. And the nose over that long Mustang dash-to-axle stretch still rides high enough to very rarely wish for front-axle lift while trying to avoid scrapes. All the Shelby performance enhancements and exterior cosmetic revisions match a restrained touch on the interior to help justify the GT350’s starting price tag that nearly doubles a Mustang Dark Horse. Leather seats go a long way, as do plenty of badges on the sill plate and dash, even in the engine bay, where Whipple nameplate (showing California Air Resources Board approval) and even a billet Shelby washer fluid reservoir cap. The base Mustang is still a budget-friendly sports car, though, and the typical Ford plastics for many surfaces do belie the more aspirational inclusions of premium materials, though not nearly as much as for a fully optioned GTD at nearer to a half-million-dollar ask. Shelby’s not done working over the GT350, either. Future options available for the 2026 model year will include a wheel-stud conversion for easier wheel and tire swaps, another brake rotor upgrade to improve track performance, and a new splitter to match an even larger wing – again, to make the car more track-focused but still comfortable to live with. I’d certainly take a cue-ball style shifter. But still, for about a third of the starting price of a GTD, the new GT350 arguably delivers 95% or more of the performance. (To go even wilder, hold out for the Super Snake R at the very top rung of the lineup.) As usual, the GT350 will still be relatively exclusive, because Shelby plans to match the original production run from 1965 with 562 built per year, including 36 of the hardcore GT350R. This makes the GT350 quite possibly the most accessible way to acquire a Shelby Registry-eligible model with a true Shelby serial number. And unbelievably, despite the absurd power specs, Shelby somehow kept the GT350 50-state legal so that California buyers can get in on the fun, too. Historically significant, with borderline supercar performance, but still available with quintessential analog fun of a six-speed stick shift, everything about the GT350 makes this Mustang something of a dying breed in the modern era. View All Shelbys For Sale Images: Shelby American, Michael Van Runkle

A green convertible sports car is on display with people taking photos above; below, high-end sports cars are showcased outdoors with spectators nearby at Wynn Concours 2025: Hypercars World Debuts and elevated hospitality in Las Vegas.

by Michael Van Runkle – November 02, 2025

Wynn Concours 2025: Hypercars, World Debuts, And Elevated...

Pagani chose the 2025 Concours at Wynn Las Vegas to make the world debut of a new Huayra dubbed the “Codalunga Speedster.” The newest Pagani stretches nearly every sculptural form on the hypercar’s already dramatically elongated body, enhancing the aerodynamic silhouette in homage to historical racecars of the 1950s and 60s. Finished in a semi-matte ocean spray green and of course, featuring a twin-turbocharged V12 engine beneath the eternal rear decklid and interior artistry highlighted by quintessential exposed shifter linkages, the car drew a swarming crowd of concours attendees as founder and designer Horacio Pagani himself presented his eponymous company’s latest and greatest. By Michael Van Runkle The fact that Pagani even chose the Wynn Concours’ fourth annual show as the time to debut the Codalunga Speedster hints at the marked shift for the event this year, which expanded in breadth and scope to appeal to a wider swath of automotive enthusiasts. And not just with more cars, more debuts from more brands, and elevated amenities—but also with driving opportunities that go beyond the typical park-and-show Concours experiences. “When you think about the Pebble Beach Concours, when you think about Ville d’Este, or you think about Goodwood, we're not here to compete with anyone,” Brian Gullbrants, Wynn’s COO told duPont Registry. “We want to complement the existing automotive industry and automotive culture.” “This year we have over 600 vehicles, so we have over 1.1 billion dollars of quality automotive out on the field,” Gullbrants boasted. “This is the largest collection ever of Paganis at 44, the largest collection of Veyrons, in fact the largest gathering of Bugattis at almost 70 cars. And we have over 230 different Lamborghinis on display. This is in addition to the 130 judged Concours cars in 10 different classes. But mostly, it's a place to just come enjoy the cars and hospitality and have a great time.” By Michael Van Runkle By Michael Van Runkle Along with the new Huayra on Pagani’s stand, the enormous group of Pagani owners parked in long arcs on the Wynn golf course. Bugatti, meanwhile, arrived en masse too in celebration of two decades since the iconic Veyron arguably inaugurated the hypercar era back in 2005. Bugatti President Christophe Piochon flew to Las Vegas for the Concours, and explained why the company sees opportunities such as this as essential to the ownership experience. “When we heard about this event here in Las Vegas, we started to also invite all the customers which we have in our world database,” Piochon admitted. “I have to say it was a bit of a surprise for us. It shows how important the community of Bugatti owners is because they like to come together, they like to show their cars to the people, and it's really awesome that we have all the generation of modern Bugatti present today, from the first Veyrons to the Tourbillon, the Mistral, everything.” “This is 20 years of Veyron,” Piochon added, “And in a large way, you could look at many of the hypercars and supercars here and say, the Veyron influenced all of these…” Taking in the hundreds of Lamborghinis almost felt like an entirely separate event, stretching from multiple Miuras to modern Venenos, Revueltos, Sterratos—even a Cummins-swapped LM002 “Rambo Lambo” on display. But all the classics in the Concours judging class still took center stage, highlighted by pre-war Mercedes-Benzes, one of which is a former Pebble Beach Concours Best in Show Winner, all the way to Rolls-Royces, Packards, and Duesenbergs. The Golden Era of Hollywood made a strong showing, too, including a Jaguar XKSS and Porsche Speedster formerly owned by Steve McQueen and brought to the Wynn by the Petersen Automotive Museum. The Pebble-winning Mercedes-Benz 680 S Barker Tourer took home the Wynn’s Pre-War Best in Show while a 1951 Ferrari 212 Export won Best in Show Post-War amid the strong field. By Michael Van Runkle By Michael Van Runkle By Michael Van Runkle Of course, motorsport fit into the mix, including a 1988 Porsche 962C owned by Dempsey Motorsport and multiple Red Bull Formula 1 cars from the current era. McLaren showed off the firm’s new Project Endurance prototype, a factory-supported customer racing program that will offer 12 days per year driving in the LDMh class. And a wide range of restomod firms in attendance included Singer, Gunther Werks, Rezvani, and HWA—the latter of which brought the fifth prototype of its 190E 2.5-16 Evo II project, the first to arrive in the United States as proof of concept from AMG cofounder Hans Werner Aufrecht, who himself flew in from Germany to join the festivities. Rolls-Royce also debuted a Phantom Centenary to honor 100 years of the world’s most iconic luxury sedan, which features a gold “Spirit of Ecstasy” along with laser-etched front seat upholstery, a unique Starlight Headliner motif, and the most intricate woodwork ever used for a Rolls-Royce’s door paneling. But almost more importantly than the spectacular breadth of the cars on display at the Wynn Concours, the weekend also included multiple opportunities for entrants to drive—and for the public to witness these pieces of rolling artwork actually in motion. The usual Wynn Concours parade down the Las Vegas strip boomed out Sunday morning, along part of the F1 Grand Prix track already in preparation for later in November. Horacio Pagani chose a route for Pagani owners out to the Valley of Fire State Park in the desert north of town. And a group of intrepid drivers also tried out supercars on the racetrack at Speed Vegas, always an eye-catching venue on the side of the 15 freeway when driving in from Los Angeles. By Michael Van Runkle Though certain elements of the Wynn Concours reflect commonalities with Pebble Beach, Villa d’Este, as well as other events including Moda Miami, The Bridge, and Amelia Island, the convenience factor of Las Vegas truly helps to make this show something special on the automotive calendar. And the Wynn purposefully hopes to cater to every generation of automotive enthusiast, from the pre-war collector to millennials who love modified “Rad” era cars. Hagerty’s Broad Arrow Auction featured a Veyron, a 300 SL Roadster, and an Aston Martin DB5 among others. And for those attendees who might want to enjoy a few days of revelry in Vegas, plenty of nightlife options can certainly match, or even exceed, the flashy, ornate, and performative nature of the concours cars equally as well. View All Supercars and Exotic Cars For Sale on duPont REGISTRY Images: Michael Van Runkle

A red 2025 Aston Martin Vanquish Coupe is parked on a paved surface, with mountains and a cloudy sky in the background. Review: This sleek sports car blends elegance and power against a stunning natural backdrop.

by Michael Van Runkle – October 31, 2025

Review: 2025 Aston Martin Vanquish Coupe

Takes The Super-GT To A Whole New Level Most automakers these days lack a certain level of faith in their customer base to handle serious power in rear-wheel-drive cars. Hence, the widespread switch to all-wheel drive, especially for hybrids and EVs, with so much instantaneously available torque. Not Aston Martin, though, which under Lawrence Stroll continues a surprising commitment to building stellar driver’s cars equipped with booming internal-combustion engines. Other than the DBX SUV and the forthcoming Valhalla hypercar, every model in the lineup still sticks with rear-wheel drive only, including the Vanquish that returned this year as Aston’s flagship with an unbelievably powerful twin-turbocharged V12 engine mated to a rear-mounted transaxle for improved weight distribution and lightning-quick gearshifts. Aston plans to limit Vanquish production to only 1,000 units per year, including coupes and convertibles. I’m not a convertible guy, and we already tested the soft-top Volante at its First Drive event in New York, so instead I racked up a quick few hundreds of miles daily driving, canyon carving, and highway road tripping in the coupe. As I handed back the keys, I realized this stunning combination of luxury and performance, power and presence, without a doubt, emerged as one of my highlights for the 2025 model year. The new third-generation design endows the Vanquish with less bulky brute muscle than previously, as the overall size grows larger but the form cuts down to leaner, almost svelte and sinewy athletic proportions. In pictures, the Vanquish rides so long and low it almost looks photoshopped. And my loaner’s paint job, a brilliant Supernova Red, truly pops anytime light hits any surface, mixing the dark classiness of burgundy with a ruddy oxblood plus a hint of metallic flake at the right angles. A nice gunmetal silver or dark forest green might help the rear end blend in better, though, where a subtle ducktail continues Aston’s recent design language, but the flattened back panel definitely stands out as a divisive detail. With a dry weight of 3,911 pounds or just over 4,000 topped up with a driver, this low-slung grand tourer truly stretches the category’s definition by churning a ridiculous 824 horsepower and 728 lb-ft of torque out of the twin-turbocharged 5.2-liter V12. The torque figure almost matters more than peak output, in fact, because the mill simply delivers a hard punch at any rpm, before building into a raucous cacophony toward redline with a swelling rush of turbo boost. The optional titanium exhaust – a $14,900 addition – echoes at every octave, from deep bass to a snarly bark in the midrange to screaming anger at high revs, before relaxing into a satisfying burble of overrun after every upshift. Meanwhile, out back, the best dual-clutch transaxle short of Porsche’s eponymous PDK box snaps off those shifts with telepathic urgency. The transaxle layout helps Aston manage weight distribution, at 50.6% front and 49.4% rear, so pushing hard only contributes to predictability and confidence in the car’s handling capabilities. Shortly into my first “fun” drive up in Malibu, I started fiddling with the Vanquish’s nifty adjustable traction control settings, hoping to unleash even more of the playful character made possible by such a wide and flat chassis. At the fifth level of TC intervention, little dips and rises in the road no longer brought on any ignition cuts, helping the massive 325-millimeter rear tires just keep powering along. By the time I turned the nannies off entirely, I kept steaming into wide arcs, directing with my right foot a little, reining in the exuberances with long, smooth hits of counter-steering. The steering itself never lacks precision, and the wheel’s resistance to turn-in brings the nose directly onto the desired line with ease. I wound up preferring the Sport setting, rather than Sport+, because right at the edge on rougher roads, some electric numbness sets in. Luckily, the stupendous brakes and the rest of the chassis communicate enough to compensate for this last percent of perfection. Part of the sublime suspension, which flies along absorbing bumps without sending harsh reverberations into the cockpit, comes down to Aston’s restrained decision to stick with 21-inch wheels rather than going bigger for pure style points. The Pirelli P Zero tires can therefore help smooth out rougher portions of roads with sidewall flex, before the electronically controlled shocks handle the rest of the damping. But the Vanquish also manages to toe a fine line between tautness and body roll, maintaining the former despite allowing a bit of the latter, all the better revealing where tire grip and power work together to enable acceleration, cornering, and braking. On the interior, Aston’s clearly come a long way in quality terms – almost every surface and material provides satisfying textures and heft. Even the vanity mirror sliders on the sun visors are absolute works of art. And my tester came equipped with brushed metal trim for the center console, which Aston calls “Satin Dark Chrome Interior Jewelry” (for $2,700), though many of the buttons remain in unfortunate piano black. The rest of the switchgear carries over sculptural metal and knurled knobs familiar from the Vantage, DBX, and DB12. I fit just fine at six-foot-one with long legs and felt spacious at the knees and shoulders, in addition to plentiful head and legroom. The bolstered seats fit my thighs and torso perfectly, swaddled in Q All Centenary Saddle Tan Semi Aniline Leather (part of the Inspire Monotone Interior for $10,900 and Contrast Welt and stitch for $3,000). And the $22,3000 Carbon Fiber 2x2 Twill for the interior pack ties the whole cockpit together into a more modern aesthetic, aswarranted by such gob-stopping performance. On some of my favorite canyon roads, though, the Vanquish repeatedly scraped the front splitter. Through sections where Ferraris, Lamborghinis, and McLarens never do, so I never even tried to park in my driveway out of fear that I might damage the nose. The design simply warrants front-axle lift without question, and arguably, at this price point of $530,5000 with options over a $442,000 starting sticker, it should come with the ability to raise the nose by a couple of inches, if only for the mental reassurance. Always better to have front-axle lift and not need it, after all… I also experienced a few glitches with the new Apple CarPlay Ultra infotainment suite and audio systems. The seat adjustment controls brought on some frustration every time, too. Hopefully, owners can set it and forget it, but the control placement low and to the right of my right knee meant I needed to lean forward a bit and use my left hand. Plus, I hate a full glass roof on an oppressively hot summer drive, and prefer a slicktop for any coupe – ideally one with a nice double bubble. If I wanted to see the sky and deal with sun glare all the time, the Vanquish comes in convertible form – what Aston Martin calls the Volante. Now of course, no car is perfect. But the Vanquish comes incredibly close. As impressive as Aston’s reworked AMG V8 engines have gotten, the prospect of a V12 here at the end of the internal combustion easily takes the cake. How long Aston can continue to stave off the transition to hybrids and electrics, and that all-wheel-drive layout, definitely lurks in the back of my mind. I always struggle to avoid making James Bond references about Aston Martins, but after a week with the Vanquish, I truly hope to see this silver screen shape in the next film, where the spectacular design and stunning performance might, depending on color choice, serve equally well as a Bond or villain car alike. View All Aston Martin Vanquish For Sale Images: Michael Van Runkle

by Michael Van Runkle – September 30, 2025

2026 Aston Martin DBX S First Drive: The Best Super SUV G...

Model year 2026 marks the return of S variants to Aston Martin’s already stupendous model lineup. Performance enhancements, weight savings, and stylistic revisions will proliferate to the Vantage next, but for now, Aston hopes to bank first on the success of a new DBX SUV. A whole host of S revisions most notably bump output up to a total of 717 horsepower, versus 698 hp for the DBX 707, which critically vaults it back above the Ferrari Purosangue to reclaim the title of world’s most powerful non-electric and non-hybrid super SUV. The increase comes thanks to a pair of upgraded turbochargers borrowed from the Valhalla hypercar – ironically a hybrid – with a 4-millimeter larger turbine housing. But as I learned on a drive program held through Santa Barbara, California, and the nearby mountains, the transformation from 707 to S means so much more than just boosting power by a few additional ponies. All the functional enhancements, though measured in marginal gains alone, simultaneously work together to somehow make my favorite super SUV even better. Don’t take this the wrong way, but the difference between 698 and 717 horsepower at full throttle probably only matters while trying to pull off wheel-to-wheel passes on a racetrack. In the real world, on public roads, the experience of driving matters much more. And I can report with unequivocal confidence that the DBX now has the best steering of any modern Aston Martin. In engineering terms, the steering ratio tightens by just five percent, but not just via programming of the electric assist. Aston also revised the wheel hub mounting points where the tie rods connect, which results in a drastic improvement to feel and granularity. Where every other recent Aston I’ve driven straddles a fine line between lightweight precision and a sense of anaesthetized numbness, the DBX S absolutely nails communicativeness for regular driving, then unleashes a more expressive nature while pushing hard. Part of the improvement likely comes down to a set of optional magnesium wheels, which at 23 inches in diameter are the largest on the market. Consider these absolutely mandatory: Together, the mag wheels save a total of 42 pounds of unsprung mass, the most important place to shave poundage, which always helps to improve both overall performance and steering feedback. Pair drastically lighter wheels with mild suspension tuning updates for the adaptive dampers and 48-volt active anti-roll system, and the DBX S takes an even bigger step forward than the DBX 707 did for the 2025 model year. Meanwhile, the clean and crisp interior design carries over, now with Apple CarPlay Ultra to enhance the user interface with familiar overlays on the gauge cluster as well as the center touchscreen. Over the course of a long drive, CarPlay Ultra worked well other than a few moments when the audio stopped playing – in the more rural parts of central California, I can’t say with confidence whether that was an Ultra, an iPhone, or a reception-related issue. The S’s optional carbon-fiber roof also slots in as another highly recommended option, if only to replace sun glare from the standard panoramic glass roof. This saves another 40 pounds in a critical location for improving the DBX’s center of gravity, too, though from the inside, the leather headliner integrates slightly less neatly than expected. Other design updates include a honeycomb front grille inspired by the DBS, which cuts another seven pounds, and more efficient front intakes that also add a more dramatic angularity to the nose. The side skirts and rear splitter appear slightly smoother from most angles, meantime, and the little ducktail at the rear comes with a jet-black paint job inspired by the V12 Vantage S. Lower down, new stacked exhaust tips further integrate into a more cohesive and aggressive rear end. That exhaust also ramps up the engine soundtrack, as well. By tuning the 4.0-liter V8 so those larger turbos prioritize power output at the higher end of the rev range, with freer flowing exhaust, the DBX S now settles into a lumpy idle almost similar to an American muscle car. Thankfully, gasoline particulate filters mandated by government regulations in other regions will not ship to the USA, and a very mild exhaust note routed into the cabin increases the overall resonance. Aston hoped to avoid any faux noise but the DBX’s incredibly effective sound deadening, which creates a shockingly quiet ride while cruising, almost made the new exhaust sound like it was coming from a different car. Rest assured, at full throat, the DBX S snarls to life and bellows along while delivering endless wellsprings of torque, leaping forward at tremendous pace even halfway into the throttle pedal’s travel. Full throttle requires full commitment (and a long road) as the unbelievable traction allows for downright brutal forward shove, which then transitions to high-speed stability with ease. I struggle to imagine that I actually sensed the additional 19 horsepower, an increase of nearly three percent. And total possible weight savings of 104 pounds only comes to a decrease of just two percent. Regardless, the DBX S feels more exotic, more raring to rev, and happier at the higher end of the tachometer than the outgoing 707. And all the while, even when pushing moderately hard on public roads, the reduction in overall mass, the lightweight wheels, improved steering, and suspension tuning do coalesce into a significantly differentiable SUV than any prior DBX. One that’s undeniably more fun to drive, and without sacrificing any of the comfort or luxury factor, either. Surprisingly, Aston opted against transferring over the adjustable traction control settings available on the Vantage and Vanquish. I thought maybe the S package might have been a good time to introduce this, plus a rear-wheel-drive drift mode to take advantage of the electronic center differential’s ability to send 100% of power to the rear tires. But apparently, all-wheel-drive traction in a large SUV – even a significantly lightweighted one – simply makes this an exercise in futility. Telling an S apart from the DBX 707 requires eagle eyes for any SUVs that lack the optional pinstripe livery. On the interior, though, a new quilting pattern for the seat upholstery (of course, still ventilated and massaging) stands out as a readily apparent change. But tacking on options adds up quickly: those magnesium wheels cost $22,300 while the carbon pack contributed $11,200 to my test car’s $350,500 MSRP. That’s a serious step up from the starting price of $270,500 and yet the DBX S still stands out as quite competitive against the rest of the super SUV segment. A Lamborghini Urus SE, for example, starts at $262,630 with options that tend to compound even quicker, plus the power gains come at the expense of a hybrid system – for better and for worse. Ferrari’s “not-an-SUV” Purosangue that the DBX S needed to beat in power terms also sits at a much higher rung up the ladder, with a starting price of $428,686 (and I’ve never seen one that cost under half a million). Every detail, the overall performance gains, the pricing, and the timing all fit into Aston’s plans to move more DBX units. The S arrives on a perfect schedule for anyone coming out of a three-year 707 lease, as will the Vantage S scheduled next in the planned release timeline. Expect more announcements about other potential S variants soon, as the new strategy under Lawrence Stroll and freshly appointed CEO Adrian Hallmark continues to develop. For now, the DBX arrived first to the S party, and if similarly significant updates proliferate across every model in the Aston portfolio, this plan portends very good things for the entire model range in the not-too-distant future. View All Aston Martin DBXs For Sale Images: Aston Martin

by Michael Van Runkle – September 13, 2025

2025 Morgan Plus Four Review: A Timeless Reminder of Olde...

The last time British coachbuilder Morgan sold the historic Plus Four model here in the United States, in 2005, the chassis was literally made of plywood – or so the urban legend goes. In point of fact, Morgan always used a steel chassis from the Plus Four’s debut in 1950 all the way until the latest generation debuted in 2020. But that rumor likely grew out of the fact that the Plus Four still uses ash wood for the body frame, even now in 2025, as Morgan begins to ship the latest generation to the United States complete with a BMW powertrain, Bluetooth connectivity, and a stretched design that fits more people more comfortably – all riding on a new aluminum chassis structure beneath the skin. Super. Unfortunately, in a baffling decision, Morgan decided against importing a manual transmission-equipped Plus Four to the United States. A stick shift is available in Europe, but this meant that I recently borrowed a press loaner, not just eager to learn about the new aluminum chassis, but also to experience how such purposefully vintage style matches – or clashes – with the inability to row my own gears. The Plus Four Returns To America Morgan sources the engine and transmission as a unit from BMW, in this case, a turbocharged 2.0-liter inline-four good for 255 horsepower and 295 pound-feet of torque, married to an eight-speed torque converter automatic. Calling the little mill a commuter car engine makes some semblance of sense, given the relatively low 6,500-rpm redline. But remember, this tiny roadster weighs just 2,293 pounds, thanks to the aluminum chassis and ash wood body frame. With plenty of low-end torque on tap to scoot that minimal mass around, Morgan claims the Plus Four can manage a 4.8-second sprint to 100 kmh (62 mph) when equipped with the automatic. But don’t worry about feeling cramped into such a tiny car, which, despite actually measuring slightly less in overall length than the preceding generation, uses an 82 mm longer wheelbase. Technically, the Plus Four counts as a replica car, but it’s also 40 mm wider and 31 mm taller than before, so I fit just fine at six-foot-one despite the two seats being close enough together for the occasional elbow bump with a passenger. Just don’t ask about climbing in and out, which simply cannot be done without a bit of awkwardness. There’s no real armrest on the doors, either, and the pedal box barely fit my size 10 shoes – imagining a clutch pedal squeezed in, I began to appreciate the automatic transmission a little more. The steering wheel adjusts up and down, without telescoping in and out, but I found the seats ride low enough to create plenty of headroom with the convertible top in place. Matching the exterior, the optional Comfort Plus seats hew more toward a classic cruiser mentality rather than a hardcore sports car. And yet, the lightweight chassis makes driving the Plus Four anywhere near the limit a ton of fun. Modern supercars with the power-to-weight ratios of racecars (or better) are one thing, but a lightweight and low-slung sports car with just the right amount of power can nonetheless feel exponentially faster. Not just because sitting so close to the ground creates a forced perspective, but because cornering and braking require so much less grip to hold and haul down legitimate pace. All while the BMW inline-four churns out a mirthful soundtrack, turbo spooling up and exhaust overrun burble from the exhaust pipes that seemed to stick out immediately behind my skull. The auto transmission even works fairly well, even if it’s not as snappy as a dual-clutch and prefers stately driving more than hard charging. But skipping the manual here in the United States absolutely misses the mark. Sure, take rates for stick shifts in the U.S. pale in comparison to Europe – but this car’s target customer base is a self-selecting sample that clearly wants something out of the ordinary, rather than a commuter EV or a more modern sports car. Modernized, Yet Timelessly Classic The first time I pulled away in the Plus Four, I marveled at how battened down the chassis feels. Cracks in the road and speed bumps created no suspension clunks or wobbles, quite an impressive feat for a car so small that it’s built using wood. Plus, with so little weight over the rear, the Plus Four happily chirped the tires loose between shifts up to third gear once I popped the horrific BMW shifter to the left for Sport mode. That futuristic, angular design looks entirely out of place here – even more so than in an Ineos Grenadier. Selecting Sport+ then requires pushing a much more pleasing metal button ahead and to the left on the walnut center console, and I regularly held down the mirrored ESC button to fully turn off traction control intervention. This brought up a small warning on the mildly configurable digital gauge screen, another concession to modernity that seems slightly out of place in something otherwise analog. This particular Morgan arrived in America equipped with the Dynamic Handling Pack, a $2,410 option that adds adjustable shock dampers, a rear sway bar, and marginally stiffer rear springs. In its factory setting, the suspension tuning perfectly bridges the gap between firm and compliant – simultaneously comfortable enough for daily life but also stiff enough to handle hard cornering in canyons. With a bit more mass from the engine out front, the rear sway bar in particular contributes to a happy propensity toward easily controlled slides, which give way to oversteer in a satisfying and communicative transition while whipping through consecutive curves. The Plus Four serves as yet another reminder that having slightly more power than tire traction makes driving a ton of fun. Sure, modern sports cars and supercars can go right ahead and chase lap times with those enormous tires on enormous wheels, Morgan seems to say. Instead, the Plus Four sticks with a scant set of 205-millimeter Avons mounted on 15-inchers that reminded me of Campagnolo wheels on Maseratis from the late-1970s and early-80s. As surprisingly well as it drives, the Plus Four nails the classic style even better. Ice Green metallic paint absolutely glistens, highlighting every swooping curve from every angle. I’d still take a little spare tire on the rear decklid, though, and the profile definitely looks best with the top laid back and the side panels removed – from both a design standpoint and the driver’s perspective. I removed the side panels almost immediately, using a little tool on the key ring to loosen metal knobs on the exterior of the doors. A carrying case then protects the glass and leather from damage, though the whole package doesn’t quite fit behind the seats nicely. Morgan clearly invested a ton of time and effort into developing the new bonded aluminum chassis, as confirmed by the impressive ride quality. But a close eye on build quality is also clearly reveals some smaller details that went overlooked, in addition to where to store the door panels: one glued-on leather panel already detaching from a door, a hilarious lumbar support system actuated by flimsy hand pumps zip-tied in front of the lower seat cushion, nice metal dials for the climate control and volume that were unfortunately designed in such a way that the decals becomes meaningless once spun around in any direction. Worst of all, the sun visors mount to the top of the windshield surround with a long Allen bolt and spacer, but no rubber washers or dampers of any kind. So, any smallest reverberation from the road or wind caused horrific rattling directly in front of my face on every single drive. On my own car, I would remove and replace this tiny yet unignorable annoyance, but that’s not exactly the kind of thing I want to be doing with my brand-new six-figure toy. Morgan Plus Four: Conclusions I gave back the Morgan, sad to see it go. Over the course of the loan, I increasingly grew comfortable daily driving around big pickup trucks and SUVs with tires that rode about as high as my shoulders. There’s simply nothing else new quite like the Plus Four on American roads, as lightweight sports cars increasingly go extinct. And the style truly elevates the Morgan into a class of one: this little British roadster turned more heads than any car I’ve ever driven bar none, including Ferraris, Lamborghinis, Bugattis, and more! Imagining a Plus Four in the driveway next to a G-Wagen (or a Grenadier, for that matter) sure seems like a perfect two-car solution for daily life and weekend fun. Such a unique, bespoke character makes the base price of $84,995 seem fairly reasonable, though my tester ramped up to $103,970 as optioned. Most importantly, all the attention the Plus Four received from pedestrians and other drivers brought a smile to everybody’s face, not just mine, as I ripped around town, despite lamenting the lack of a manual transmission, which would simply take the cake. View All Morgans For Sale Images: Michael Van Runkle

Two sporty soft-top convertibles, one red and one white, parked on a coastal road at sunset with the ocean and distant hills in the background, add a touch of Maybach luxury to the breathtaking scene.

by Michael Van Runkle – August 27, 2025

The SL 680: Maybach’s Sporty Soft-Top

Maybach transforms the SL into a sensuous two-seater grand tourer – blending handcrafted luxury with graceful performance and open-air intimacy. When Mercedes and AMG decided to revamp the high-strung GT Coupe onto a shared platform with the SL-Class two-door, a serious question arose: would the GT soften up or the SL get sportier? Well, the SL definitely leans toward the firmer end of the grand touring spectrum, leaving the real answer to arrive from Maybach, which arguably built the very best SL variant possible by leaning further into the brand’s unique luxury ethos. Most importantly, the Maybach SL 680 commits to a dedicated two-seat layout rather than a 2+2 with vestigial perches that are barely useful for even small children, pets, or parcel storage behind the front row. This decision creates significantly more legroom up front for the driver and passenger, key to increasing perceived spaciousness given the long and lowslung driving position. Meanwhile, the seats, upholstery, and trim all introduce a new level of sumptuous leather finishing at most touchpoints – though a few trim pieces still stick with a surprising amount of piano black plastic that contrasts heavily with the launch spec’s Manufaktur Crystal White Nappa leather. Maybach boasts the new SL 680 slots into the lineup as its sportiest option, and that’s definitely true compared to enormous four-door sedans. But versus an AMG SL, this convertible delivers a far softer and smoother ride as befitting the interior enhancements. The first cue that hints at extensive engineering revisions from Maybach are the wheels, which come in a quintessential Monoblock design or a multispoke, but still measure only a restrained 21 inches. This allows more tire sidewall to help the suspension absorb rougher roads, while softer springs, longer travel shock dampers, and active roll bars further absorb bumps while keeping the cockpit in utter serenity. Throw in buttery shifts from the nine-speed automatic transmission, and the twin-turbo V8’s 577 horsepower and 590 lb-ft of torque seem entirely manageable, emoting the calm capability of bulletproof German engineering. Dig deeper into the throttle in Sport mode, however, and this Maybach still leaps ahead with wellsprings of power from that familiar Bi-turbo engine. But a unique Maybach exhaust system also reduces NVH (noise, vibration, and harshness) with additional fiberglass textiles in the mufflers, imparting a more sonorous and pleasurable tone rather than a barking roar. And extra sound insulation throughout the body means even hard pulls come in relative peace and quiet, despite the AMG roots still allowing for a 4.0-second sprint to 60 mph on the way to a top speed of 161 mph – not bad for a soft-top convertible. That top can drop in only 15 seconds at speeds up to 37 mph, and opening the roof to let in more sky while cruising in the luxurious Maybach drive mode only further emphasizes the subtly softer steering, copious suspension damping, and less touchy throttle response of an opulent grand tourer. This is Maybach’s first convertible since the 2017 S 650 Cabriolet, and though based on immediately familiar shared DNA, its exterior form also changes noticeably. The front grille and intakes feature plenty of minute Maybach references, swooping upward to a hood that bows more gracefully, with additional chrome elements along the side and rear to match. At Maybach’s media drive program in Ibiza, every car arrived decked out in the Monogram Series launch spec’s choice between “White Ambience,” a two-tone Obsidian Black Metallic over Moonlight White Magno, or “Red Ambience” that features the same black and Garnet Red Metallic bodywork. An optional laser-engraved hood finishes off the package and matches fine anthracite patterning on the convertible top, though to some eyes, the extensive thematic elements may well go overboard in pure style terms. Of course, plenty of individualization options are available – including, critically, over 50 other paint colors already available through Manufaktur Exclusive, each of which was inspired by precious stones and minerals. So, for those buyers in search of a slightly less gaudy spec than the two standard Monogram Series colorways, to more aptly match the SL 680’s absolutely splendid character, rest assured Maybach understands. The Mercedes-Maybach SL 680 Monogram Series starts at $224,900 and will arrive at American dealers in the second half of 2025. As it stands, the Maybach will likely cost about double a base SL 43 AMG, and maybe 25% more than a V8-powered SL 63 AMG. The SL 63 E Performance and GT 63 Coupe should wind up slightly cheaper, but for the former, additional hybrid weight gains may eat into any advantages versus an internal-combustion SL, while the latter does away with much of the cruiser comforts. As much as Maybach fans may have been hoping to see an even larger and plusher two-door, more in line with concept cars over the years or aiming to compete more directly with Rolls-Royce and Bentley, the SL 680 Monogram Series instead arrives as the cherry on top of the Mercedes and AMG lineup – quite literally, when finished in Red Ambience. But where the sheer physics of shoehorning raw performance potential into the SL chassis resulted in somewhat compromised driving dynamics, the Maybach treatment introduces a newfound level of tranquility that results in the best open-topped version of this car on the market today. Mercedes-Maybach SL 680 Monogram Series Engine: 4-liter twin-turbocharged V8 Transmission: 9-speed automatic Horspower: 577 Torque: 590 lb-ft Drive: All-wheel drive 0-60mph: 4.0s Top Speed (electronically limited): 161mph Photos Courtesy of Mercedes-Benz AG

A blue V12 Revuelto Lamborghini is driving on a racetrack with a blurred background, indicating motion.

by Michael Van Runkle – August 19, 2025

Track Review from Estoril: Lamborghini Temerario Might Ju...

Last year during Monterey Car Week, Lamborghini unveiled the Huracán supercar’s highly anticipated successor, which will serve as the final step in a broader hybrid strategy that began with the flagship Revuelto and Urus SUV. Dubbed the Temerario, the new model earned immediate coverage largely thanks to the borderline unbelievable stats of that hybrid powertrain, highlighted by a twin-turbo V8 that can rev to 10,000 rpm. Alongside three electric motors borrowed from the Revuelto, combined output peaks at an absurd 907 horsepower. Almost a year later, the time finally arrived for media to preview the Temerario in a dynamic launch program held at Estoril Circuit, the former F1 and MotoGP racetrack in Portugal. With a long front straight and several tricky, technical turns, Estoril served as the perfect place to show off the Temerario’s all-out power and engaging performance, plus some of the nifty drifting and launch control features that advanced all-wheel-drive hybrid tech make possible. Setting a New Personal Top Speed Record Even before climbing into a Temerario, as I slipped on a head scarf and helmet, echoes off the grandstand hinted at the fun ahead. EU emissions regulations dictate the use of gasoline particulate filters, so the V8 unfortunately lacks the high-end thrill of a Huracán V10 or a Revuelto V12, but the sheer pace as the previous drive group whipped by still sounded unmistakable. Soon enough, I found out myself, after a first sighting lap that I spent warming up the tires and acclimating to the track layout. By the time I let loose onto the front straight, full EV and internal-combustion power working together in an understated concerto, I glanced down at the speedometer and spied 301 kph – or 187 mph, good enough to set a new personal record as my highest top speed ever and best the Corvette ZR1 that I took to 181 mph earlier this year. And we were just getting started. The rest of that first stint revealed that I’d been babying the Temerario. No need to act timid here, instead Lambo’s latest and quite possibly greatest supercar appreciates a bit of intrepid helmsmanship, quick flicks of the light steering, and heavy doses of full-throttle acceleration. After just a few laps, I easily found and exceeded the limits of the Bridgestone Potenza Sport tires, the magic point where slip-and-slide actually allows for more speed and confidence beyond the edge of full traction. Lamborghini Temerario equipped with the light-weight 'Alleggerita' package and high downforce wing I spent the rest of the day after that first stint in a Temerario equipped with the lightweight “Alleggerita” package, which adds Potenza Race tires as well as a host of carbon fiber to save pounds and a titanium muffler that further enhances the engine’s soundtrack. The Alleggerita package dictated slight modifications to the Temerario’s suspension tuning to handle the additional cornering load, too. But the tires alone unlocked a whole new level of performance, with more feedback and grip that improved the steering feedback, clamped down the braking, and accentuated all-out grip while blasting back out of corners. So much so, that once I found a rhythm, the speedo eventually topped out at 308 kph – not too far off the top speed of 340 kph. And I left a fair amount on the table, too, because my lead-follow instructor, senior attributes and performance developer Mario Fasanetto, had me braking early at the end of the front straight in the name of safety. I figure that holding off and trusting the Temerario more into Turn 1, I might have easily hit 315 kph. Slipping and Sliding Around Estoril’s F1 track Later in the day, Fasanetto hopped into the passenger seat to coach me through a few tries at the Temerario’s drift mode. Turning on drift mode requires simply pushing a button on the steering wheel, then spinning a dial to select one of three levels: Level 1 targets 15 degrees of drift angle, Level 2 allows for 30 degrees, and Level 3 maxes out at 40 degrees. In each mode, the Temerario’s advanced traction control computations prioritize front-wheel torque vectoring by the dual electric motors to help enable and extend slides. I started out in Level 2, and lit up the rear tires easily by initiating a quick hit of steering and throttle simultaneously. But I struggled to finish the drift smoothly after a second or so spent sideways, and even spun out on my next attempt. Surprisingly, stepping up to Level 3 actually made the process easier, with more predictable throttle response and greater stability over the nose. Or maybe practice makes perfect, but by the last couple of runs, Fasenetto started cheering and might have even exclaimed “Like a pro!” Next, we cruised back over to the start of Estoril’s front straight to give launch control a go. Again, I pushed a little button on the steering wheel – this time on the left of the Lambo badge – to activate the new mode. Then, I braked with my left foot and pushed the accelerator pedal to the floor for two seconds to let the V8’s 70-millimeter turbos build boost, until I just stepped off the brake. All four tires only chirped for a millisecond before leaping forward, as the Temerario managed to deliver the kind of neck-snapping acceleration typically limited to only today’s era of highest-performance EVs. Though the day at Estoril proved beyond a reasonable doubt the performance benefits of arguably the world’s greatest V8 engine working alongside the triple e-motor setup, all the Temerario’s modern tech also improves daily driveability, as well. Push the start-stop button, still under the red jet fighter cover, and the powertrain wakes up automatically into all-electric Citta mode. Though the centrally located battery pack only holds 3.8 kWh of electrons, the Temerario can cruise along for approximately six miles in silence. Want softer dampers for a long highway journey? No problem, change the drive mode. And Lambo will even sell more comfortable seats with ventilation too.Most importantly, accessing every mode from Citta quiet to full drifting fun never gets confusing thanks to a simplified user interface and plenty of physical switchgear. Unlike, for example, another incredible Italian hybrid, the Ferrari 296 GTB – that can easily border on frustrating due to incomprehensible haptic buttons and the lack of a center touchscreen. The 296 GTB delivers similar hybrid punch, but lacks the almost limitless revving of the Temerario. And even if the sublime steering slices perfectly through any corner, the Ferrari also lacks some of the hooligan fun of Lambo’s all-wheel-drive drifter. A McLaren 750S similarly sticks with RWD only and definitely benefits from McLaren’s quintessential priority on weight savings. But the Temerario’s powertrain takes the cake, while contributing to a bit more daily-driver confidence, as well. From a design perspective, this latest Lambo continues a trend toward classier styling that allows for more apt comparisons to Ferraris and McLarens, not to mention pricing that will likely take abig step up from the Huracán, too. But I also spent plenty of time at Estoril contrasting the Temerario with the 1,064-hp Corvette ZR1 that I drove earlier this year, which proved that four-figure horsepower stats don’t need to cost seven figures. Lamborghini Temerario Conclusions The Temerario’s Gallardo and Huracán lineage shines through, with plenty of cues taken from Revuelto, but the gut-punch of acceleration and track performance most closely resembles the ZR1 that I tested at COTA this past spring. Don’t even ask about Corvette design versus Lambo, though… And keep in mind, this is just the first Temerario variant. Lambo’s reps on hand stayed mum on potential Evo or STO track specials, much less a Sterrato off-roader. The Temerario starts at $382,654, with the Alleggerita package costing $49,113. Ticking that box improves upon my main two critiques for the car, the lighter steering and underwhelming exhaust note with the base muffler. Regardless, when specced properly, the Temerario arrives as a stone-cold stunner, maybe the most enjoyable supercar ever to drive hard at the limit. Stupendous technological competence allows the Huracán’s successor to make everyone a better driver, myself included, all from behind the scenes. And might, just possibly, even outshine the V12 Revuelto in terms of true driving delight. View All Lamborghinis For Sale

A bottle of Glenfiddich 16-year-old single malt Scotch whisky, inspired by Aston Martin’s new Formula 1 Team Scotch Whisky, with its cylindrical box and a glass of whisky on a white tray against a green background.

by Michael Van Runkle – August 17, 2025

Tasted: Aston Martin’s New Formula 1 Team Scotch Whisky b...

Rather than unveiling a new ultra-exclusive model at Monterey Car Week this year, Aston Martin instead took the opportunity to announce a new spirits partnership with the Scotch distillery Glenfiddich. The initial press preview revealed a whisky almost as exclusive as Aston’s Valhalla hypercar, a 48-year-old European oak sherry cask expression limited to just 50 bottles worldwide. But alongside this collector’s edition, Glenfiddich also plans to release a more accessible—and drinkable—scotch to celebrate the official partnership with the Aston Martin F1 team, a 16-year-old single malt bedecked in the race team’s iconic dark Almond Green label. Ahead of the announcement, Aston invited me to the brand’s customer hospitality house on the Monterey Peninsula to taste Glenfiddich’s latest lineup. And where most promotional efforts of this type tend to rely on brand-name recognition rather than quality, I can confidently report that the 16-year-old F1 bottle actually stood out as my favorite bottle. Other than, of course, the capstone of a 30-year-old dram known as “Suspended time” due to not just the bottle’s presentation but also the sheer complexity of a whiskey that’s been aged for so long. Glenfiddich’s enviable reputation as one of the Scotch industry’s only family-owned distilleries goes a long way toward explaining why the F1 bottle might be a fan favorite. The company’s 12-year-old is actually the best-selling single malt on the planet, but certainly lacks some of the maturity of older bottlings aged in a mix of various casks—a process that Glenfiddich actually pioneered decades ago. Sure, finding the 12-year-old at any corner liquor store might be easy. But stepping up to just the 14-yo makes a huge difference, adding hints of spice thanks to a finishing process that relies on American oak casks. A 15-year-old Solera vat-style Scotch from Glenfiddich adds multiple different whiskies from various years, in a similar fashion to a sourdough starter—the oldest hailing from back in 1983. More accurately, this method borrowed from Spanish sherry bodegas only lets a vat reach half empty (or is it half full) before another batch of later 15-year-old new mash is mixed in. The resulting whisky remains dry and light, but with a surprising depth of character to the finish. I also sampled the Glenfiddich 18, a more refined and quintessential Speyside region age statement that rolls over the tongue as smooth as butter, as well as a 21-year-old bottle finished in Caribbean rum casks that add hints of plantain and caramel to the palate. The 23-year-old Grand Cru, meanwhile, borrows casks from the Champagne region of France, which results in a buttery smoothness almost reminiscent of a California Chardonnay. But among the lineup, I kept returning to the Aston Martin F1 bottle. Despite a relatively young age statement of just 16 years, the combination of American oak, bourbon, and wine casks produces a delicate hint of brown sugar contrasted by clear fruits and mild maple syrup texture despite the 43% ABV strength. The taste of blackcurrants then lingered on for a few minutes, which only made me a bit more—ahem—thirsty to try another pour. This new partnership for Aston leaves the Islay-based distillery Bowmore behind, which I can admit comes as something of an unfortunate announcement, given how much that partnership appeared to reach full maturity with a truly peppy cask-strength 22-year-old that I tasted just late last year. But marketing efforts for both Aston Martin, the car company, and the F1 team make sense for a team-up with the world’s largest Scotch distillery. Expect to see the new label on liquor store shelves starting in September. And at just $75 per bottle, the new 16-year-old manages to simultaneously impress with flavor, refinement, and value, a true rarity in today’s increasingly excessive Scotch industry. View All Aston Martins For Sale Source: Michael Van Runkle, Glenfiddich

Two luxury sports cars are displayed on a white platform at an outdoor event, as several people admire the Touring Superleggera Debuts New Veloce12 “Barchetta” Restomod Based On The Ferrari 550 Maranello.

by Michael Van Runkle – August 15, 2025

Touring Superleggera Debuts New Veloce12 “Barchetta” Rest...

After last year’s successful debut of the Veloce12 at The Quail, A Motorsports Gathering, legacy Italian coachbuilder Touring Superleggera plans to deliver the first 5 customer units by the end of 2025. Now, one year later, the Veloce12’s droptop sibling arrives to capture more hearts and minds of fans who adore the updated take on the classic Ferrari 550 Maranello. Ahead of the public debut, I visited with the car and Touring’s CEO, Markus Tellenbach, to learn more about what goes into transforming a quintessential Prancing Pony into a thoroughly modernized convertible. If anything, the Veloce12 “Barchetta” only enhances the refined restomod job that made the hardtop so eye-catching. Tellenbach compared the original coupe to a “tuxedo on wheels” but likens the new al fresco version to “an Hermes bag on wheels.” The Barchetta nomenclature, meanwhile, harks back to a (potentially apocryphal) story he told me about the Ferrari 166’s origins back in 1948. Apparently, Enzo Ferrari himself trusted Touring to design and build the 166, and at the Turin Motor Show that year, someone described the shape’s wide waterline and hull-like curves as reminding them of a small boat. Hence, “Barchetta” in Italian, which directly translates to “little boat” in English. The stitched upholstery draped with rich leathers plays along with the Hermes aesthetic, with hints of a nautical theme, too. Similar details from the Veloce12 carry over, including the gated six-speed manual transmission and textural metal switchgear, though in this case finished in an enigmatic rose gold that my eyes never quite adjusted to on a misty Monterey afternoon. Such weather doesn’t quite do the Barchetta justice, though. “Following the success of the Veloce12,” Tellenbach laughed, “We were inclined and encouraged to try a variation that embraces the sun and that embraces the open skies, that’s the perfect companion for a joy ride through Tuscany.” Converting the 550 Maranello into a modern droptop required re-engineering the rear of the passenger compartment to both enhance rigidity and safety. In performance terms, the Veloce12 Barchetta’s stats on paper only improve upon the base 550 Maranello’s 5.5-liter V12 ever so slightly, with a gain of about 30 horsepower, mostly coming thanks to freer-flowing intake and exhaust that results in a rated output of 503 horsepower. Almost more importantly, that exhaust can open up its valving and transform from a more restrained and classy tone in the standard setting to a barking mad screamer. Tellenbach only winked a few times while revving the engine in the quiet Monterey neighborhood, admonishing that unleashing the full roar is definitely “up to the driver’s discretion.” Other subtle differences stand out under closer comparison with the original Veloce12. The new headlight lenses help to reduce the number of insects caught while driving at higher speeds, while the functional hood intake improves cooling to the engine bay via venting at the windshield cowl. And the gas cap features an imprint of the hood scoop’s design, in a nice echo of form that perfectly encapsulates the Touring restomod ethos. “We love the Maranello and we respect the Maranello,” Tellenbach concluded. “We feel it's a great car of the '90s; however, expectations today are for more contemporary performance, to make best use of modern materials, and what allowed the designers to create the flowing lines on the body was not possible in the '90s due to production technology.” The car I visited already features the final body molds—which, of note, can come in full exposed carbon-fiber in addition to the satin bronzed grey of the show car. Touring plans to build just 15 Barchettas, in addition to the 30 hardtops slated for production. View All Ferraris For Sale Images Source: Michael Van Runkle

A futuristic silver Mercedes-Benz Vision V concept minivan with large wheels is parked on a cobblestone street in an upscale urban shopping area.

by Michael Van Runkle – August 12, 2025

Mercedes-Benz Vision V Preview: A New Concept For Van Lux...

About half the time when I land in Europe for automotive media launch programs, a Mercedes-Benz Metris or V-Class picks me up from the airport. Diesel engine chugging away, stiff suspension sending every last bump in the road straight to my spine, seats that barely recline– at least the air conditioning works, so I don’t overheat after 20 hours of air travel on the typically short trip to a nearby hotel. Fleet taxis like these represent a perfect application for electric vehicle adoption, thanks to smooth driving dynamics, repeated short journeys interspersed with downtime for charging, and the packaging made possible by skateboard battery layouts. No wonder Mercedes-Benz envisions a global market, and earlier this year, it debuted an all-electric concept van dubbed “Vision V” in Shanghai. Now, Vision V arrives in the USA for Monterey Car Week 2025, and Mercedes offered select media a chance to preview the concept in Los Angeles the week before. Staged above Dodger Stadium, north of Downtown LA, the van served as a true design exercise, with functional features but not yet ready for journalist driving impressions. So of course, I climbed aboard to fiddle with as many of the screens and seats and nifty tech solutions as possible, while stillknowing that plenty will change – or vanish entirely – by the time the eventual series version reaches production in 2026. Concept Meets Reality Surprisingly, Mercedes reps on hand insisted that the Vision V very strongly resembles what will come to reality. If so, that design will definitely inaugurate a newly futuristic styling era for vans. An enormous chrome grille dominates the nose, surrounded by 190 illuminated louvers that resemble tiny black-and-white piano keys, as well as another 200 stretching across the recessed headlight bar, complete with tri-star motifs. Above, an illuminated Benz badge givesway to dual bulges on the “hood” despite the complete lack of an internal combustion engine. The sides and roofline then swoop backward dramatically. Note the lack of rails for a sliding door or two, for which Mercedes instead invented a nifty hinging system that retracts entirely into the underfloor—both to clean up the exterior styling but also to improve aerodynamics. At the rear, that aero theme continues with 450 more illuminated louvers at the crisp edge of a subtle roof spoiler that’s complemented by a chrome lower diffuser. By Michael Van Runkle By Michael Van Runkle By Michael Van Runkle None of the aero elements prioritize downforce, because the Vision V is certainly not a supercar nor a traditional performance vehicle. Instead, performance in this case means range – but Benz declined to share just how good of a coefficient of drag the slick design produces. Which, in turn, suggests how serious the changes to the overall form on the way to a finished production van might be, even if the total exterior dimensions will reportedly measure only fractions of an inch different for everything other than height. From afar, the design certainly helps to minimize the impression of size: I’d have never guessed the length comes in at a substantial 18 feet, anyway, on a wheelbase of 139 inches. That’s over a foot of wheelbase more than a current S-Class, for context, but under eight inches of added length overall thanks to smaller overhangs past the wheels. Luxury is Tech, Tech is Luxury By Michael Van Runkle The eventual production versions will skip the infamous EQ naming structure, despite riding three or four inches taller than the Vision V, and will be known as the VLE and VLS. This positions similarly to the GLE and GLS, with the former as more of a people hauler that can seat up to eight, and the latter an executive limousine jam-packed with creature comforts and tech as seen on the concept. I climbed inside to put a hand on the white Nappa leather and feel the open-pore wood elements of the retro-futuristic aesthetic. Chess pieces in a clear cubby to my left and fine glassware for beverages disappeared from my mind, however, once a massive 65-inch screen unfurled from beneath the floor. Mercedes calls this rear passenger compartment a “private lounge” and the tech features “interactive worlds.” So the huge screen can obviously play movies and TV shows, while offering a gaming controller setup, online shopping, and even karaoke via a microphone. A camera hidden into the molding in the ceiling above the screen also allows for video chats– as a further commitment to work-life continuity that Mercedes made possible with a recent Microsoft Teams partnership. But there’s also a calming fireplace mode that drops the screen lower, so that flames become visible beneath the curvature between the floor and pedestal. By Michael Van Runkle By Michael Van Runkle Up to 42 speakers, including in-seat exciters, and seven digital projectors further increase the immersion into an inescapable digital world, though I actually enjoyed a digital detox more by reclining the surprisingly comfortable seats as far as possible. These cross-cylindrical pads will likely not survive to production, but actually provide a pillowy level of support that works well whether upright or in a nearly flat sleeping mode—great for catching up on shuteye after a long flight while the chauffeur drives, or alternatively while plugged in at a charging station. So far, the Vision V’s EV range and charging stats remain a mystery. Mercedes declined to specify battery capacity, other than a range target of 300 miles. The skateboard battery will run on an 800-volt architecture; however, to improve charging speeds, and will come in both front- wheel-drive (for efficiency) and 4Matic layouts. Whether that means a single, dual, tri, or quad-motor system also went unanswered. I can confirm that the vans will use rear-wheel steering to further optimize the skateboard battery’s low center of mass and suspension to make driving as similar to a normal car as possible, rather than a Spartan delivery van. And in the USA, Mercedes plans to use NACS charge ports to enable access to Tesla’s Supercharger network, as on the new electric CLA-Class. By Michael Van Runkle By Michael Van Runkle Rear-wheel steering should improve maneuverability in tight European city streets, which helps both fleet drivers and private buyers alike. And the Vision V’s front cockpit looks almost as comfortable as the rear, despite the inability to recline the two seats nearly as far. But plenty of high-tech inclusions hint at a market not just dedicated to the chauffeur and taxi driver. For Mercedes, that means a ton of screen, or the infamous three “Superscreen” displays that stretch all the way across the dash. But luxury touches throughout include the similar seats, metal throttle and brake pedals, and glass cases in the doors that match the rear’s—for holding sunglasses, this time, not champagne flutes. Separating the rear passenger compartment from the front, an expansive liquid-crystal pane of glass can switch from clear to opaque in milliseconds. The same goes for the side windows, while the roof gets a full canopy shade. And the roof even features 168 solar cells, which can charge at rates up to 539 watts. Converting that to as much as 3.44 kilowatt-hours on a sunny day means that the roof alone might contribute to low double-digit range increases without ever plugging into a charge station – enough for many drivers who only commute short distances to and from work. Can the Vision V Revive Van Life in the USA? Can the Vision V Revive Van Life in the USA? To my eye, the Vision V caters less to a private buyer, and barely even to the American market. Here, luxury hired cars will probably switch over from ubiquitous Escalades to GM’s own massive EV, the Escalade IQ. The more widespread acceptance of chauffeured vans in both Europe and Asia seems more ripe for the Vision V to succeed. I also left the preview surprised at how little the Vision V prioritized autonomous driving capabilities, in the era of Waymo and Zoox, and Tesla’s “any day now” Robotaxi. Mercedes arguably leads the industry with the only Level 3, or truly hands-free, driving system available on the market as an option on the S-Class and EQS since model year 2024. The fact that this concept van even includes a steering wheel, therefore signals that perhaps Mercedes still viewsfull autonomy as far enough in the future that it’s still worth developing a whole new vehicle platform in the interim period. Suffice to say, the Vision V raised as many questions as any typical concept car—or even more, given the unique nature of a futuristic electric van. Regardless of exactly how much of the design and technology eventually survives to the production VLE or VLS, I fully expect to get picked up in an electric Mercedes van for those airport transfers starting regularly just next year. View All Mercedes-Benz Metris For Sale Images Source: Michael Van Runkle, Mercedes-Benz

An orange Gunther Werks Turbo Tested sports car is parked on asphalt near a port with shipping containers and cranes in the background under a partly cloudy sky—bar none, the gnarliest Porsche restomod yet.

by Michael Van Runkle – August 09, 2025

Gunther Werks Turbo Tested: Bar None, The Gnarliest Porsc...

Amid a swelling sea of Porsche-based restomods, each and every firm that enters the market needs to quickly establish a clear-cut identity from the get-go. Few will ever manage to turn heads from the jump as well as Gunther Werks, which burst onto the scene in 2018 with a radical take on the quintessential 911 sports car as envisioned by Vorsteiner Wheels founder and CEO Peter Lam. I recently visited Gunther Werks' headquarters in Southern California, legitimately curious to learn whether Porsche performance can ever match such an aggressive level of creative license and custom craftsmanship. And even a single day with the latest and greatest model, dubbed simply the Turbo and first unveiled at The Quail, A Motorsports Gathering almost a year ago, completely quelled any lingering doubts about Gunther Werks being gun-shy when push comes to shove in the Porsche restomod scene. What Sets Gunther Werks Apart As with Gunther’s previous Coupe (formerly known as the 400R) and Speedster, each Turbo starts with a client’s 993-generation 911 as a donor car. Ideally, a Carrera 2 (though a Carrera 4 will also work), these last of the air-cooled Porsches were still built by hand in Zuffenhausen before Porsche transitioned to true mass production methods for the 996-generation successor. Gunther then strips, blasts, and restores the chassis underpinnings before bolting on additional bracing front, mid, and aft. The resulting monocoque now boasts 150% improved torsional rigidity, and then receives carbon-fiber body panels and a complete overhaul down to the last detail inside. Apart from the immediacy of such bold exterior styling, up close and personal, the Turbo reveals truly impressive levels of attention: from the knurled metal switchgear to bezels in the headlight surrounds that resemble track safety tape. Some of the old-school luxury details, including 24-carat gold for the tachometer trim, contrast nicely against all the overtly modern carbon fiber, the PCCM head unit with Apple CarPlay, and the JRZ suspension that can be adjusted through a smartphone app. But the true star of the show hangs off the rear axle, a Rothsport Racing 4.0-liter flat-six built to handle dual 48-millimeter Garrett turbochargers. Skipping out on bigger turbos purposefully maintains crisp throttle response, yet these produce enough boost that even in the mill’s Comfort setting, the Turbo can crank out an absurd 513 horsepower and 458 lb-ft of torque. That’s nearly AMG GT power, which requires twin-turbos for a water-cooled V8, in a rear-engined car that weighs almost exactly 1,500 pounds less. Sport then steps up a notch to 650 hp and 518 lb-ft, and the top Track mode climaxes at an absurd 840 hp and 594 lb-ft. Controlled via a six-speed manual shifter with zero traction or stability control assist, no less. And the shifter itself demands some attention, with sculptural exposed linkages clearly visible inside the transmission tunnel. I palmed the metal knob and met a bit of resistance the first time I slotted the short throw into first gear, but each step through the H-pattern greeted my hand with a satisfying thunk as I ripped through short gear ratios that Gunther purposefully retained to highlight the engine’s rev-happy nature. Along the way, that 4.0-liter’s soundtrack truly eclipses any other car I’ve ever seen, heard, or driven. Air-cooled rasp and turbo whine and a massive gear-driven horizontal fan all work together in a mind-melting cacophony, even at idle. I sensed violence contained within such beautiful physical form, yet the first few minutes of driving in Comfort mode revealed an almost benign sense of calm capability, too. Adjusting to Increasingly Powerful Drive Modes I started out tooling around town, enjoying little quarter-throttle pulls and each shift without ever venturing too far into the tachometer. Playing nicely, the throttle never seemed touchy or twitchy, which helped to keep my nerves at bay as I piloted something so obviously raring to rumble. Then I spun the steering wheel’s right-hand dial to Sport, which promptly unleashed noticeably more surging grunt, as instantaneously accessible wellsprings of torque became available even below 2,000 rpm. Track mode then dives even further into the deep end, with unrelenting power available at every lightest touch of the go pedal. The time soon came to enjoy each and every rev on the way to the 7,800-rpm redline, as the Rothsport engine ripsawed up through the tach and the brute force shoved me back into the surprisingly comfortable carbon-fiber bucket seats (a serious improvement over Porsche’s current crop of buckets, which seem inspired by airliner coach seats). All the while, the Turbo enjoyed nudging deeper into corners, and I sensed the chassis loading up each individual tire with grip, which only lent more confidence as I unwound the steering wheel while the tail end squatted under the unrelenting shove of swelling boost, until that blattering banshee of an engine dominated all my sensory perception once again. Custom Touches to Match the Driving Thrills Yet still, I never stepped over the limit without asking the Turbo to break the rules of physics. Wide tires likely bear some responsibility for the impressive driveability: Continental ExtremeContact Sport 02 rubber measuring 295 millimeters wide up front and 335 at the rear retains enough compliance to provide grip without getting too stiff. Same for the JRZ suspension, which works in perfect harmony with the steering – the former electronically adjustable and the latter still hydraulic, for predictable levels of feedback. Just don’t ever look down at the speedometer, which Porsche mounts to the right of the tach for good reason. Triple digits fly by almost too fast for public roads – luckily, so much stopping power from Brembo continuous-thread carbon ceramic brakes can haul down that kind of speed with ease. Once again, the artful performance from every aspect, rather than simply shoehorning big power into a light car, inspired far more confidence than I expected from the onset. The whole point, for Gunther Werks, is to enhance the engagement factor that so many modern supercars and hypercars struggle to achieve despite – or, arguably, because of – such impressive technological advancements at the far end of today’s computerized age. But a similar priority placed on individualization figures into the mix, too. This car’s bright and bold orange paint, with a contrasting leather interior, serves as perfect fodder for marketing pics. A Turbo can easily inhabit a more restrained character, too, in keeping with the classic understatement of the air-cooled 911. Especially when specced with a smaller spoiler and darker hues. Most colors that Gunther Werks applies (on site with two paint rooms) wind up fully custom, known only by the client’s last name rather than a particular moniker. Similarly, no two cars will ever wind up identical, especially given the number of interior options that run from leather dash plates to carbon-fiber everything, a Travel Package transmission tunnel with a built-in cell phone mount, and even the steering wheel’s dish depth. I truly appreciated the magnetic removable headrest pads for track days, which aren’t about saving weight per se but rather to make room for a helmet. And despite the custom rollcage, at six-foot-one I fit just fine thanks to the Turbo’s double bubble, with or without a helmet on. Gunther Werks Turbo: Conclusions Of course, tracking a Turbo requires a certain level of confidence that I’d need to build up over time. Pricing for the Gunther Werks Turbo starts at $1.45 million, but as specced, my test car ran up to $1.8 million. A full build requires about 24 months from the time Gunther receives the donor car, including time spent guiding clients through color and material options. Only 75 Turbos will ever join the 25 Coupes and Speedsters at the most raucous end of the restomod scene, where the final product reaches an entirely different result from a 911 as reimagined by Singer – and not just because Singer originated with 964-based creations. At the other end of the spectrum sits the completely new cars built by Ruf in Pfaffenhausen, which just happen to resemble the classic 911 that originally inspired all these companies to leap headlong into the restomod craze. Retaining some semblances of 911-ness therefore, becomes the name of the game, even as power and aesthetics and materials leapfrog forward into the modern era. In that regard, the Turbo still at least vogues the 911 on which it is based. I might want another, softer suspension mode to choose, since the large front wheels can tramline occasionally and the lightweight body panels do increase some interior reverberations. But admittedly, softening up a Gunther Werks might also miss the mark. And after driving such a stupefying creation, I struggle to imagine how Gunther Werks can possibly hope to one-up a build so impressive at The Quail, A Motorsport Gathering later this year. View All Gunther Werks For Sale

The top image shows a Rivian Gen 2 R1S SUV driving through water, while the bottom image features an R1T Quad-Motor pickup truck kicking up sand on a dirt road.

by Michael Van Runkle – July 08, 2025

2026 Rivian Gen 2 R1S & R1T Quad-Motor Review: Sleeper Su...

Instantaneously available electric power allows Rivian’s new Gen 2 Quad-Motor pickup truck and SUV to rip off 0-60 times just as fast, if not faster, than many seven-figure supercars. Those four motors, one powering each wheel, combine for total ratings of 1,025 horsepower and even more importantly, an absurd 1,198 pound-feet of torque – good enough for a claimed 0-60 mph time of just 2.5 seconds for the R1T and 2.6 seconds for the R1S. Plus, each Gen 2 Quad can now manage up to 400 miles of all-electric range in an updated Conserve mode that prioritizes efficiency rather than all-out performance. Rivian achieved these mind-boggling stats by significantly working over the Gen 2, and then taking advantage of every last improvement for the flagship Quad-Motor variants. Neither looks particularly different from the outside, but beneath the skin lurks new motors, a new front inverter, and reduced electrical complexity that cuts out 10 fewer ECUs, while the remaining seven run far quicker processing speeds than on the Gen 1. In addition to the on-road performance, Gen 2 also enhances the Quad’s off-road capability, for the adventurous lifestyle that makes up much of the Rivian appeal. Two new nifty features, RAD Tuner and Kick Turn, allow for quite possibly the most discretely complex set of adjustable performance parameters on any car ever, plus the ability to crank through tight turns or drifts on the fly. To show off the revived Quad’s insane power, off-roading prowess, and improved tech integration, Rivian recently invited me to join select media for a long drive day, on and off-road, around Lake Tahoe in Northern California. A Day of Adventure in the New Rivians For Gen 2, Rivian purposefully limited the R1S and R1T’s stylistic changes. The SUV and pickup profile therefore look quite familiar, though the Launch Edition spec brings back the popular Launch Green paint job, while every Quad receives blue brake calipers and subtle blue badging surrounds. Rivian’s hilarious cartoon character nicknamed “Gear Guard” dots the body panels, too, which might be the easiest way to tell a Quad apart from lower-spec models. Otherwise, the clever storage solutions, big central touchscreen, three rows for the R1S, and a surprisingly usable pickup bed for the R1T carry over. But my main goal for the Tahoe program? Figuring out whether the new Quads improve on some of Gen 1’s main flaws: namely, the suspension and steering calibrations. Early in the morning, running along the lake’s west coast, I immediately started fiddling with RAD Tuner, hoping to figure out a way to program out some of my least favorite driving dynamics. First impressions revealed perhaps a slight positive improvement even before I started digging into menu options, admittedly. The R1S Quad I started the day in weighs around 6,800 pounds, but received new suspension tuning to handle such massive torque gains and improved grip for a new set of Michelin Pilot Sport S 5 summer tires. This helped to reduce some of the suspension clunks that I discovered in previous Rivians, but the steering wheel still displayed odd shuddering and vibrations. The steering and suspension need to work hard to manage so much weight – not to mention the 7,000-pound R1T Quad – but I did manage to ameliorate some of the woes through RAD Tuner by setting the steering assist to Standard, the ride height to Low, the shock damping to 40%, and the roll stiffness to Soft. Here, combining the plushest ride with a rear-biased torque split of 70:30 and full regenerative braking, seemed to keep the Rivian’s weight in a happy place. But when I then stiffened everything up into Sport mode and started ripping up the winding road toward Donner Pass, the sheer acceleration and handling also effectively masked much of that mass. Without exaggeration, I managed a 3.15-second sprint to 60 mph using launch control, even while going up a slight incline on the straightest section of road I could find. And that was without prepping the tires at all, just by switching on Launch Control then stepping on the brake pedal, pushing the accelerator to the floor, and stepping off the brake. Exploring Tech on the Trails I made sure to push my head back into the headrest to avoid whiplash, since the Quad puts out enough punch to quite literally take my breath away. Some supercars and EVs might manage slightly quicker times – the Rimac Nevera and Lucid Air Sapphire come to mind – but it’s hard to match the unbelievable sensation of something so big accelerating so quickly. And nothing, bar none, in a similar performance class can come anywhere near the off-road capability of a Rivian. At the top of Donner Pass, I swapped into a new R1S Quad Motor equipped with smaller off-road wheels that mimic a classic Method Rally Series design and come shod in Pirelli all-terrain tires. A group of spotters directed our caravan over some rocks, coaching us along as we climbed little obstacles, powered up steep inclines, and negotiated a few technical cross-axle balancing situations. The Rivians all got the job done, but I spent most of the time simply watching the spotters’ directions, rather than taking advantage of the 11 onboard cameras. I also turned off Hill Hold mode after a few minutes to let me left-foot brake while improving throttle response, since I kept easily spinning the tires with all that unbelievable torque available so quickly. Then, we ventured over to a wide open dirt pad to test Kick Turn, the coolest new addition to the Gen 2 other than RAD Tuner. Kick Turn will only come on the Quad, because the system uses all four motors simultaneously to spin one side’s two wheels forward and the other two in reverse. It’s easy to turn on, with a little graphic of Gear Guard doing a jump kick on the center touchscreen. Then, actually using Kick Turn takes a moment of mental adjustment, since turning no longer requires actually turning the steering wheel. Instead, either at speeds up to 15 mph, holding both buttons on the steering wheel in either direction prompts one side’s motors to spin in reverse. Think of the Mercedes-Benz G580 with EQ Technology, which features a similar “Tank Turn” function. Rivian’s Kick Turn can do the same thing while stopped, but is much more useful in the real world to either turn the Quad into a legit trail-runner by slinging around tight switchbacks, or a legitimate drift machine by starting a rotation then pushing out with more throttle and a bit of countersteering. Rivian Gen 2 Quad Motor: Conclusions As impressive as the power and tech of the new Quad seemed throughout such variable conditions in Tahoe, Rivian clearly makes tradeoffs to cover as wide a range of potential use cases as possible. In direct competition, for example, the Rivian can’t stack up to the dual-motor Lucid Gravity Grand Touring’s nimble handling nor its far more engaging steering and suspension (by a long shot). Now imagine the Gravity’s inevitable Sapphire version with another motor between the rear wheels. Plus, Lucid’s three-row features more space on the interior than an R1S – but achieves that impressive volume thanks to minivan styling that I struggle to move past no matter how sublime the engineering. Then there’s the Escalade IQ, which leans more toward the traditional luxury buyer with impressive presence, more space inside, and opulent touches ranging from chrome and leather to the enormous touchscreens and up to 40 interior speakers. The electric Escalade can also manage an absurd 480 miles of range, but weighs well over a ton more and costs half again as much. The new Gen 2 Rivian Quads start at $115,990 for the R1T and $121,990 for the R1S. Each blurs the lines between a stylish option for city life and enough capability for those weekends out camping with the family. And Rivian also provides a happy alternative outside the traditional automotive manufacturer sphere, with a tech-friendly user experience – that’s critically not a Tesla Model X or Y. Until the forthcoming R2 and R3 models debut, if you simply must have a Rivian, the Gen 2 Quad’s unbelievable power, and those fun Kick Turn and RAD Tuner features definitely make it the way to go. Plus, the Quad will debut with standard NACS port to charge up at Tesla Superchargers, an absolute gamechanger until the rest of the lineup receives them for model year 2026. View All Rivians For Sale