Luxury and Exotic Car Reviews

McLaren W1 First Drive: Ferocious Hypercar Transcends the Track

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

By Michael Van Runkle – September 19, 2026

Review: Icon 4x4 Retro Chevy Truck Transformation

The entire restomod industry as we know it, from Singer Porsches to Eccentrica Lamborghinis, arguably traces back to a shop in Los Angeles known as Icon 4x4. Builder Jonathan Ward began restoring and modifying Toyota Land Cruisers in the 1990s, perfecting the process with an almost obsessive attention to detail before expanding to vintage Ford Broncos, Jeeps, and just about any classic car imaginable. Ward’s latest project blurs the line between the now-traditional restomod recipe and a brand-new vehicle, however. Dubbed the Chevrolet C Modern Retro Series, this line of trucks combined the style of a Chevy C10 or C20 from the 1960s, ’70s, and ’80s with the technology, reliability, and creature comforts of a brand-new Silverado 1500. Though other companies may have attempted similar efforts in the past, Icon’s compulsive perfectionism ramps up to an entirely different level, as I learned while spending a day with Ward learning about and driving the first completed build. “If you want to build something that’s fun when you’re in the mood for it, the traditional restomod is great,” Ward explained, right off the bat. “But when you have the opportunity to leverage hundreds of millions of dollars in heritage engineering and evolution from an OEM, it has its own unique challenges, but for truly a new car experience, this is a new way of building and frankly, the only way to go.” All of Chevrolet’s century-plus of knowledge goes into a modern Silverado, in this case a 1500-class chosen with the WT trim level. That means a 5.3-liter V8 rated for 355 horsepower and 383 lb-ft of torque paired to a 10-speed automatic transmission, with four-wheel-drive of course. But the modern trappings extend to ABS, towing hookups, wireless infotainment, and backup cameras, too. Somewhat luckily – or more accurately, due to engineering efficiencies – over the years and decades, half-ton and three-quarter-ton pickup frames remained almost the exact same size. Which means that the body of a C10 or C20 still drops onto the rails of a modern truck almost perfectly. Of course, actually integrating the entire vehicle smoothly is not a simple process, which is exactly where Ward’s own decades of experience comes into play. “I feel like the restomod space has become unhealthily crowded, because a lot of companies and a lot of capitalists saw margins and opportunities,” Ward said. “It's getting to the point that customers are losing faith because they don't know how to tell the properly structured, passion-based brands versus the opportunity-seeking brands. So I thought this was also an interesting way to skim the curd off the milk. Because this technically is so much more difficult to develop, it'll be much harder for those types of entities to follow us.” <- Gallery -> The truck I drove fits into Icon’s quintessential “Derelict” style, with a patinated finish inside and out versus the more spotless “Old School” series that more typically resembles the rest of the restomod industry. Ward bought the C10 as a whole truck from a man who owned it since the 1970s, so little unique touches trickle down from its true history, including the tie-downs that Icon kept on the bed walls. The mix of old and new stands out more after slipping behind the wheel. The thin steering wheel rim itself, usually so boatlike on old trucks, responds with perfect weight and precision – therein lies the Icon magic, since despite the resemblance to an old unit, Ward instead 3D-scanned and recreated the design with a slightly reduced diameter to match the modern steering system’s power assist. The job extended all the way to including a new collapsible center shank forward of the wheel and stalk to match modern safety standards despite the retro style. This C10 or Silverado (I never knew quite what to call the truck) requires no extended speech or instructions to just hop in and drive. And once underway, the smooth suspension with zero clunks or clattering over bumps and cracks in the road, no track bar thunks of older Broncos and Jeeps, and minimal body roll despite the 32-inch Toyo Open Country knobbies. Every detail reveals the build’s borderline incomprehensible completeness. As another example, Ward experimented with various mounting strategies and wound up selecting gel discs to mount the cab to the new frame, in an effort to reduce NVH (noise, vibration, and harshness) after performing some rust remediation in the rocker panels. Anywhere that Icon needed to swap on new parts, including those rockers, the shop then added patina to match the original truck’s aging aesthetic. But the stock reverse and taillights shone dimly compared to a new truck, which required a new circuit board and LED bulbs to match the rest of the new lighting – other than the headlights, which stick with trusty halogens and a glass lens to avoid the less tasteful blue tinge. I fiddled with Chevy’s onboard nav, CarPlay, and the backup camera, but not hitch assist. Ward also pointed out that the engine no longer features an electronic speed limiter nor cylinder deactivation, which customers should appreciate. He’s even debating a diesel option for the next-gen, but that depends more on Chevrolet’s decisions for the 2027 Silverado. “Really the biggest hurdle, that can’t be underestimated,” admitted Ward, “Is the electronics. To do it right, not with band-aids but with surgery, to keep everything truly interconnected and functioning without a ton of error codes and problems, that was an immense challenge.” Some of the details do stand out as slightly odd, or at least not quite up to the standards I typically expect from an Icon build. The cruise control buttons on the dash made managing the new steering stalk easier, but those who know Chevy will recognize a pad of buttons clearly cribbed off the more modern steering wheel itself. That’s the original position, though, behind the vintage-style faceplate, because style points never fit into the original WT trim’s design brief. Plus, even with extensive efforts to find perfect door and window seals, plus additional sound deadening throughout the cabin, the physical shape of the C10’s upright cab and mirrors means that a fair amount of wind rush begins to creep in above 55 miles per hour or so. If anything, the intrusion stands out all the more so precisely because everything else feels so modern, so sedate, so tranquil. We just cranked up the tunes via Bluetooth CarPlay and cruised down the highway happily. On the other hand, the C10/Silverado still includes plenty of the fun details Icon has become known for: the lizard motif on the hood, of course, but also an old gas cap retained not for filling up but instead for tucking the key in while out surfing or hiking. Under the hood, by contrast, everything looks sparkling and new – with Chevy QR codes so any dealer or shop can service the OEM parts. Only the wheel well liners took a bit of extra work to mate with the older bodywork and frame, as well as the windshield wiper reservoir that needed a different shape to fit within the revised bumper area. Part of the goal for a restomod based on a new truck also involves helping to cut costs, versus Icon’s typical investment in platforms including the more “typical” mandrel-bent Art Morrison chassis. This allows the Chevrolet C Modern Retro Series to start at $450,000 for a Derelict Series, or $500,000 for an Old School build. Those figures include the Silverado beneath the skin, but not the donor C10 or C20. Icon also plans to build a single “Omakase” version, a sort of chef’s choice for one lucky customer willing to hand over complete creative control on a truck completed to Ward’s undeniably unique vision. View All Chevrolet Trucks For Sale Images: Michael Van Runkle

By Kirk Bell – September 12, 2026

Review: 2026 Genesis G90

Driving the 2026 Genesis G90 3.5T E-SC Prestige Black AWD, I’m on the lookout for potholes. Not to avoid them, but to hit them and see if they can have any effect on cabin comfort. This thing is just unflappable, and over the course of a week in the South Korean brand’s flagship sedan, I simply can’t find a pothole that makes the car flinch. The culprit here is Genesis’s Preview-Electronic Control Suspension, which uses cameras to monitor the road ahead and adjusts the adaptive dampers before the car hits a rut or bump to best deal with that road imperfection. Even on big 21-inch wheels, the G90 irons out bumps with the best of them. It’s part of the luxurious tuning that puts the G90 in the ballpark of the luxury sedan leader, the Mercedes-Benz S-Class…but for less. Seeking out twisty roads isn’t quite as impressive as dealing with potholes. In addition to the adaptive dampers, Genesis sets the G90 on a four-corner, multi-chamber air suspension and outfits the E-SC models with standard rear-axle steering and staggered 245/40R21 front and 275/35R21 rear tires. At 207.7 inches long on a 125.2-inch wheelbase and weighing in at 5,150 pounds, the G90 is just too big to handle well, and, besides, that isn’t its mission. In the mold of the S-Class, the G90 prioritizes comfort over agility. There’s lean in corners, but it’s not excessive, and it tightens up a bit in the available Sport drive mode. The steering, while light, is fairly quick and stable on center. The rear-axle steering can turn the rear wheels up to four degrees opposite of the fronts at low speeds, reducing the turning radius by three feet and helping to maneuver the car into parking spaces. At higher speeds, the rears can turn with the fronts for better stability during lane changes or high-speed cornering. The E-SC models get larger brakes featuring 14.2-inch rotors all around with four-piston front and single-piston rear calipers. Like the rest of the car, braking is smooth and strong. Genesis lets drivers customize the braking with a Chauffeur mode that has three settings. The goal here is to brake smoothly to avoid disrupting passenger comfort, like a good chauffeur might by feathering the brake pedal. This mode just makes that easier. The smoothness extends to the powertrain. Every G90 gets a twin-turbocharged 3.5-liter V6. Genesis outfits the 3.5T E-SC models with what it calls an e-Supercharger, but it’s really just a 48-volt mild-hybrid starter-generator that can aid acceleration and add some power. Total system output it 429 horsepower and 405 pound-feet of torque compared to 375 hp and 391 lb-ft without the electric motor. Power flows to all four wheels through an eight-speed automatic transmission. The powertrain provides the smooth, easy power buyers expect in a flagship sedan. The engine purrs away in the background as the G90 pulls strongly from a stop to hit 60 mph in 5.1 seconds, according to Car and Driver testing. Shifts from the eight-speed automatic are nigh on imperceptible as well. The mild-hybrid system does little for fuel economy. In fact, it lowers the EPA figures from 18 mg city, 26 highway, 21 combined to 17/24/20 mpg. However, those numbers are easy to achieve in the real world. Over 130 miles of mixed driving with a quite a few highway miles, I averaged 22.2 mpg, according to the trip computer. As pleasant as the G90 is to drive, it’s a better place to spend time. Genesis pulls out all the stops to make occupants not just comfortable but also relaxed. It starts with doors that are damped, soft-closing, and can be closed remotely via buttons on the center console. The driver’s door even closes automatically when the driver gets in and puts their foot on the brake pedal. Generous sound deadening and active noise cancelation make the G90 bank-vault quiet on the road. The Prestige Black treatment is both stark and elegant. The Obsidian Black Monotone interior features soft, diamond-pattern semi-aniline leather upholstery and black Ash open-pore wood trim. Even the door handles, shifter, and infotainment dials, and climate controls are black. How much more black could this be? The answer is none, none more black. But comfort is king. The Prestige Black comes standard with an 18-way power-adjustable driver’s seat and a 16-way front passenger seat, both with power bolsters, heating, ventilation, and a massage function. There’s also a heated power tilt/telescoping steering wheel, three-zone automatic climate control, active noise cancellation, a fragrance dispenser, and what Genesis calls a Mood Curator. The Mood Curator offers four 10-, 15-, or 20-minute programs to help occupants unwind using the ambient lighting, audio system, fragrance, and seat massagers to create an invigorating or relaxing atmosphere. Between the quiet cabin, smooth ride, and high-quality materials, the G90’s interior is cosseting enough. These programs just provide excellent ways to take a time out. Of course, the G90 Prestige Black comes with a full tech suite as well. It includes a 12.3-inch digital instrument cluster, a 12.3-inch touchscreen, navigation, wireless Apple CarPlay and Android Auto, satellite radio, a wireless phone charger, and a rockin’ 23-speaker Bang & Olufsen audio system. The infotainment is quick to react and packed with features, but it’s easy to confuse the rotary shifter with the rotary infotainment controller. While I don’t get to sit back there except in the driveway, the rear seat is also very welcoming. It features power-adjustable reclining and massaging seats with heating and ventilation, as well a wireless phone charger, power rear and rear side sunshades, and a right-side footrest. While rear legroom is plentiful, the front passenger seat doesn’t move forward far enough for this seat to let passengers stretch out fully. The 2026 Genesis G90 3.5T E-SC Prestige Black AWD is offered in Vik Black or Uyuni White. No matter the color, the exterior also gets the black 21-inch wheels and a dark treatment for the headlamp bezels, exterior trim, and badges. It costs $105,750, including a $1,495 destination fee. That’s $2,250 more than the top 3.5T E-SC MHEV AWD model, but about $15,000 less than the base Mercedes-Benz S-Class. It may crest the six-figure threshold and not offer quite the cachet of the Mercedes-Benz S-Class, but the 2026 Genesis G90 3.5T E-SC Prestige Black AWD hits all the S-Class notes for less money while offering a sinister style of its own. If you can get behind the wheel of one, let me know if you find a pothole that disrupts its silky-smooth ride. View All Genesis for Sale Images: Genesis

By Michael Van Runkle – September 05, 2026

First Drive: 2026 Porsche Cayenne Turbo Electric

Over a decade ago, in 2013, Porsche stunned the world with the 918 Spyder’s spectacular performance specs. The years that have passed since that early hybrid hypercar have proved beyond a reasonable doubt how much electric power can entirely transform the concept of automotive power, and fittingly, any 918 Spyder still commands well into the seven-figure range from collectors today. And yet, for 2026, the Cayenne Turbo Electric – the largest Porsche in the lineup – can launch off the line quicker than that svelte 918 Spyder, with a potent 0-60 time of just 2.4 seconds despite giving up a full metric ton of mass disadvantage. All while comfortably hauling a family of five, with plenty of cargo storage and a starting price far below the top-spec “Mini-Lambo” Cayenne Turbo GT. Not to mention a surprising amount of off-road capability, too, as proven by the recent American media launch held in the high mountains around Aspen, Colorado. Such unbelievable performance comes courtesy of dual electric motors rated for peaks of 1,139 horsepower and 1,106 lb-ft of torque. Launch Control and Push-to-Pass unleash every last pony, but even making do with “just” 844 horsepower available the rest of the time, the Cayenne Turbo Electric can punch out the kind of rollercoaster acceleration that borders on legitimately painful. So much so that passengers tend to appreciate a warning to press skulls back on headrests for fear of whiplash while only making only modestly aggressive maneuvers. As befitting an Autobahn stormer, the Cayenne Turbo Electric can also manage a healthy amount of electric range, with an EPA rating of 298 miles – or as high as 303 miles when optioned with smaller wheels and range-focused tires. Porsche focused on life cycle durability for the Cayenne’s skateboard pack, with more efficient liquid cooling of the cells as well as improved serviceability. And driving around Aspen revealed that the EPA’s rating may well understate real-world capability, as the onboard gauge cluster showed 360 miles remaining with a full charge at the start of a day that included climbs over two separate 12,000-foot passes and plenty of romping around at full throttle. On any road, though, from the Autobahn to a graded section of gravel between Carbondale and the remote ski town of Crested Butte, the EV Cayenne drives so smoothly and quietly that the prospect of such brutal acceleration quickly fades out of mind. Porsche managed to keep a foot in the high-performance and luxurious camps simultaneously thanks to the recent development of Active Ride suspension, which does away with sway bars in favor of a hydraulic system that effectively pressurizes the shock dampers from above without any noticeable reduction in compliance or cushion. The resulting ride quality truly borders on mind-boggling, even on Colorado’s roughest paved roads and those gravel sections too. And yet while most cars that ride so smoothly typically struggle to corner with any sense of confidence, the Cayenne Turbo Electric can also carve up a tight canyon with the best sports cars on the planet. All despite weighing 5,860 pounds, or about 800 pounds more than a Turbo GT and 400 more than an E-Hybrid. Fingertipping the wheel while pushing hard provides excellent feedback from the electrically assisted steering, as Active Ride allows for a bit of body motion in a progressive and predictable fashion. Feather in some more juice, and the axles will push pull out of corners without breaking grip – even with traction and stability control turned down to the minimum setting allowed. Simply put, on switchbacks and long sweepers, the Cayenne Turbo Electric rides on rails, absolutely glued to the ground regardless of chunked-up asphalt or light afternoon drizzle while hustling up Independence Pass. As fun as ripping around at top speed with so much power on tap sounds, on the gravel portion, the sheer mechanical grip initially prevented some of the more hooligan behavior that low- traction environments typically encourage. The section of graded road extended much farther than expected, especially considering the optional Pirelli P-Zero R Elect summer tires equipped on this press car. Theoretically, such smooth rubber should only slip and slide more easily, and yet the torque vectoring between all four wheels prevented much in the way of drifting through rally-racing transitions sideways. Only by playing with more delicate steering inputs, while surprisingly switching out of Off-Road mode (which raises the chassis up to the maximum 9.6 inches of ground clearance) in favor of Sport mode, with the dampers set to Comfort to absorb washboards and ruts, can the Cayenne Turbo Electric manage any real arcs of oversteering joy. But doing so requires hitting speeds of up to 50, 60, or 70 miles an hour – which brings on real concerns about slashing a hole in the Pirellis. That speed never feels anywhere near as dangerous as expected, though, because again, Active Ride absolutely gobbles up the rougher surface without transmitting the expected jolts, bumps, and bangs into the passenger compartment. One of the typical “lightbulb” moments for every great Porsche arrives at the realization that all of a sudden, 80 miles an hour really feels more like 40. The serenity at speed in an early 911, or a mid-2000s Cayman, and now this enormous electric SUV proves exactly where Porsche’s engineering prowess hits a level no other mass-market automaker can reach. And never more so, perhaps, than with the refinement of the Cayenne Electric’s hydraulic suspension system – Active Ride in this application leaves the Rivian R1, Land Rover Defender Octa, and even Porsche’s own 911 Dakar well in the metaphorical (and literal) dust. The Cayenne Turbo Electric’s interior naturally matches that level of refinement, with a practical and convenient layout dominated by the massive central touchscreen arranged in a “waterfall” down from the dash to the center console. Crisp graphics in the configurable gauge cluster, plus a few physical knobs made of a pleasing knurled metal with a thoughtful palm pad below for steadying the hand, all make dipping into the many infotainment, climate, and drive modes fairly easy. <- Gallery -> Most criticisms for the new Cayenne will likely focus on those many modes and features, including the strictly electronic adjustment of the climate vents – a dangerous trend that needs nipping in the bud as soon as possible. Porsche also doesn’t allow full one-pedal driving in EVs, despite the Cayenne Turbo Electric’s programming that allows for a full 600 kilowatts blending between the friction brakes and the electric motor recuperation. And the second row probably offers slightly less space than expected – a large trunk and usable frunk hopefully make up for the lack of legroom. In comparison to the base-spec Cayenne Electric, good for 425 horsepower and 615 lb-ft, the main difference, other than infinite wellsprings of instantaneous torque, comes down to a lack of Active Ride. The base model cannot even come with that most important option, yet still accelerates just as quickly as any family hauler ever needs to, and turns into corners with an even lighter and twitchier nature. But that initial impression stems from unsettled air suspension rather than true weight savings, and the lack of quite the same raw edge shows up while skittering out wider than the Turbo once back under the power. Comfort mode in the air-suspension Cayenne Electric similarly lacks the unbelievable float on the other end of the spectrum, but should still lull kids in the back seat (or overtired journalists in the passenger seat) to sleep quite well. Still, in the end, Active Ride likely becomes the number one option to select while speccing up a new Cayenne Electric. Resisting the Turbo’s unrelenting acceleration, which can scare friends pulling away from stoplights or bring up daydreams of high-speed Autobahn passes, a Cayenne S Electric with 657 horsepower might hit the sweet spot at $126,300 to start. Other than tacking on Active Ride, the Variable Light Control electrochromatic roof [$3,460] to prevent the sun from heating up the cabin – and then requiring precious electrons for the climate system – stands out as mandatory. And every Cayenne Electric order should include prep for the wireless inductive charging mat that will arrive in the US late this year or early in 2027 (expect to spend around $10,000 for the full setup, installed). The idea of never needing to plug in an EV again sounded especially appealing while stopped to charge at a remote station in Buena Vista that lacked the ability to max out the NACS port. Similarly, selecting the optional 20-inch wheels on the S can bump the EPA’s range rating up to 325 miles, while allowing more tire sidewall to work in concert with Active Ride and make daily driving all the more comfortable – if that’s even possible. And as a closing thought, while returning the Cayenne Electric to Aspen after such an impressive performance on gravel and through Colorado’s typical summer rainstorms, the dual motors, advanced suspension, and impressive traction should work shockingly well once the wintry weather of ski season arrives, too. View All Porsche Cayennes for Sale Images: Michael Van Runkle

By Basem Wasef – August 31, 2026

First Drive: Bentley Supersports

Bentley wants you to believe that the new Supersports is a direct descendant of the 1925 hot rod of the same name. The new model bowed 100 years after the O.G. Super Sports was the first Bentley to break 100 mph, a lineage that makes for a tidy storyline. But the connection gets tenuous, particularly since Bentley motorcars following the brand’s 1998 acquisition by the Volkswagen Group tended to be heavy, stately grand tourers. The Supersports name was resuscitated in 2009 and again in 2017. But a serious shakeup occurred when Frank-Steffen Walliser joined Bentley’s C-suite in 2024. The former Porsche guru envisioned a more driver-focused Bentley, one perhaps closer in spirit to the Motorsports programs he spearheaded or the 918 Spyder hypercar he shepherded. Transforming the already potent Continental GT into an entirely different kind of beast required extreme measures. Removing the hybrid system and enlarging turbos was the first step, lending the powertrain a lighter, more purist-pleasing linearity. Next, the rear seats and all-wheel drive system were ditched for a two-seater rear-drive setup, contributing to a remarkable weight loss of 1,000 pounds. Carbon fiber trim parts visually drive home the lightweighting message, with functional benefits including 661 more pounds of downforce than the Continental Speed. Supersports also benefits from the largest production brakes in the world: massive 440mm carbon-silicon-carbide front stoppers clamped by 10-piston calipers. With only two examples in existence outside of Crewe, duPont REGISTRY was invited to an exclusive first drive at WeatherTech Raceway Laguna Seca. Our testers were finished in two striking liveries: a side-to-side paint fade that transitions from red to black, and an anthracite finish with camel and bronze accents. With Bentley flack Jonathan Smedley in the (left) passenger seat, I set out to explore the Supersports’ limits on Laguna’s glorious 2.238-mile series of kinks, sweepers, and the 5 ½-story drop that makes the infamous Corkscrew. At idle, Supersports makes a pleasant burble thanks to its cross-plane crankshaft and titanium Akrapovič exhaust system. Unlike the exterior’s extroverted splitter, vents, and fixed one-piece rear spoiler, the cabin flies a bit more under the radar. Unlike the first generation Supersports which boasted available carbon fiber bucket seats from the Bugatti Veyron, the new model’s lightweight perches are more terrestrial – comfortable and supportive, but not exotic. Standard carbon veneers bring a sense of purposefulness, while Dinamica accents on seating surfaces assist backside grip while exploring the hardest cornering roadgoing Bentley in history: the wide-sitting flying B pulls a 1.3 lateral Gs when riding on optional Pirelli Trofeo RS tires. There’s still a bit of poshness within the cabin, from leather-trimmed surfaces to 22 available hide colors and nine accent hides. Over your shoulder, the carbon-lined rear compartment offers a glimpse of square-cornered modernity against the otherwise organically formed interior features. Click the faceted mode selector into Sport and the leather-wrapped shifter into Drive, and the Supersports responds to throttle squeezes with guttural grunt. While not as overtly loud as you might expect, the soundscape is deep and refined in the spirit of past Supersports generations. Though the Supersports can accelerate to 62 mph in 3.6 seconds, the Speed model’s all-wheel drive and superior output of 771 hp can launch it to highway speeds quicker. However, Supersports’ advantages come with its predictable power delivery and cornering skills: stab the left pedal and the 2-ton coupé decelerates like no other Bentley with a license plate. Speed is scrubbed off by the carbon-silicon-carbide binders so effectively that it requires recalibrating your braking entry points. The relative width of Laguna Seca’s corners encourage more creativity in terms of vehicle placement, and Jonathan Smedley suggests coming into the throttle a little bit early in order to let the electronic rear differential do its magic, helping the vehicle rotate through strategic torque distribution. Supersports turns into corners responsively, thanks in part to the e-diff’s brake vectoring and the thousand-pound weight savings. The sticky Pirelli Trofeo RSs at all fours deliver significant grip, and the retuned Dynamic Ride suspension’s 48-volt active anti-roll system gives this Bentley good body control feel and flat cornering. The system can apply over 950 lb-ft of torque to the roll bars to counter the body’s desire to list, helping the Supersports feel even lighter than its already slimmed-down mass. Aiding stability is a four-wheel steering system that turns the rear wheels in phase with the fronts. Unlike all-wheel-drive Continental GTs, Supersports doesn’t tend to claw its way out of corners through sophisticated torque distribution across all fours; instead it takes a more conventional approach along with a bit of driver trust that the e-diff will help it out of the corner. But there’s a fine line; dump too much throttle on, and the rear will slide. Exit a corner too gingerly, and precious speed is lost. Our handlers didn’t allow journalists to switch into Dynamic Handling mode, which would have loosened the reins on the electronic stability control and sent more wheelspinning power to the rear wheels. As such, I could feel the electronic differential helping rotate the car and lay power down to the wheels, but my ability to shoot out of corners aggressively was hampered by the system at lower speeds. This effect was especially pronounced on turn 11, a tight, slow left-hander that leads onto the main straight. Though the Supersports is capable of tail slides at various spots on the circuit – an endearing capability that speaks to its lusty heart – being locked out of full power at low speeds when Dynamic Mode is engaged curtails the fun a bit too much. I can only assume the uncorked setting would be a riotous (and quicker) way to get around a racetrack. Despite the safety police putting a bit of a damper on the high-speed antics in an effort to preserve the only two examples outside of the factory, Supersports still managed to thrill with its immense braking capabilities, quick direction changes, and engaging thrust that makes solid work of one of the world’s most iconic racetracks. While a track-capable Bentley isn’t for everyone, Supersports scratches a performance itch that has the power to bring a whole new type of buyer to the brand. And as Bentley brass have hinted, there will be more hardcore spinoffs that will arise from the Supersports formula, enough to perhaps tempt the 500 customers who have sold out the model into adding another raucous Bentley to the fleet. View All Bentleys For Sale IMAGES COURTESY OF BENTLEY

By Basem Wasef – August 29, 2026

First Drive: 2027 Maserati Range

Italy’s blustery northern breezes are the stuff of legend. The weather feature is evocative enough to have inspired Maserati’s Bora model name back in the 1970s, not to mention enough local folklore to fill a storybook. Winds of change have become a leitmotif for the hundred-year-old Italian brand’s scrappy beginnings, sweeping motorsports successes, and mercurial road car fortunes. The origin story is so epic it inspired an upcoming feature film starring Al Pacino, Anthony Hopkins, and Jessica Alba. Though loaded with lore, Maserati has struggled of late in the fight for luxury car supremacy, flapping like a rag in those proverbial gusts. There’s no better time than now, and no place more fitting than windy Trieste, to sample Maserati’s newly updated GranTurismo ($154,090), GranCabrio ($158,000) and Grecale ($78,250, below). “The expression of Maserati is the manifestation of a multisensory experience,” marketing boss Cristiano Fiorio explained ahead of the drive. The woo-woo statement is, in fact, on the nose, pun intended: the brand has long been focused more on a circle of intangibles – engine sounds, leather smells, the lilt of a fender, than left-brain considerations like engineering or residual value. Why compromise those qualities now? Design, of course, is one of the brand’s core values. But design head Klaus Busse says Maserati’s curvy forms have much more function than you might think. “Our proportions are created by performance,” he explains. “The reason the MC20 has no wing is because the car itself is a wing.” That said, a bit of modernity has indeed infused the new 2027 model lineup, its facelift introducing cleaner surfaces and more purposeful sheet metal. Climbing inside the latest GranTurismo reveals Maserati’s familiar leather smell, though traditionalists will notice the digital gauge cluster, new push-button PRND shift buttons, and stacked 12.3-inch central touchscreens, which dedicate a lower screen to HVAC controls. Busse describes a “balance of opposites” that necessitates the screen functionality. “We need screens; otherwise you’d have a 747 cockpit with all the [button] functions.” Fair enough. There’s also a new centrally positioned clock display with customizable content (including a compass, below) and an horologically-inspired, polished aluminum-edged bezel. Under the hood, the 3.0-liter Nettuno twin-turbo V6 gets improvements in top Trofeo trim, yielding 582 horsepower (40 more than before) and 479 lb-ft of torque, while the next level down makes 483 hp. The Grecale Trofeo ($115,830) packs 523 hp and can run 0 to 60 mph in 3.6 seconds; the next rung down is a 385 hp V6 found in the Base and Modena models. There’s a bit of a tradeoff here. The turbocharged V6s, which were introduced for the 2024 model year, were lighter and torquier than the naturally aspirated V8s they replaced. However, they lacked the crispness and haunting exhaust notes of the V8s. They also lost a piece of history, as the V8 engine block was sourced from their Ferrari neighbors, which is never a bad thing. On the positive side, production of GranTurismo and GranCabrio has moved from Turin to Modena, returning to the spiritual heart of the brand. And speaking of spirit, there’s a lot to like when it comes to miles spent piloting the GranTurismo. We headed out from Trieste and quickly crossed into idyllic Slovakia, where the mountain roads call like a siren song to Odysseus. The GranTurismo won’t win a drag race with a Ferrari or a handling challenge with a Porsche, but holds its own with an engaging grasp of the road and enough power to launch it to 60 mph in only 3.6 seconds. Need even more grunt? Maserati’s Folgore, the fully electric version of the GranCabrio, does the deed in a scant 2.7 seconds. The Grecale Trofeo’s leather-lined cabin is more of an outlier in its class than the cushy GranTurismo is in its; don’t even think about comparing the Porsche Macan or BMW X4’s Teutonicness against Maserati’s dolce vita. There’s also a surprising amount of waftiness to Grecale’s driving demeanor, a light sportiness and graceful suspension damping that makes it a pleasure to push through these hairpin corners. While I fully expected to enjoy driving the GranTurismo – just look at it! – the Grecale Trofeo turned out to be the dark horse, delivering a sporty surprise and delight despite its utilitarian five-passenger layout. While the Trofeo’s most aggressive suspension settings might be a bit stiff for some, the more approachable versions deliver a well-rounded balance between compliance and crispness that make them eminently livable. The next morning I’m treated to a taste of an outlier in the Maserati lineup: the $313,995 GT2 Stradale, a race-inspired, limited production take on the MC20 (and its relatively recently refreshed successor, MCPura). The scissor-doored, carbon chassis two-seater is a 201-mph love letter to racing, and mine was finished in a stunning matte metallic bronze hue as a demonstration of what can be accomplished with Maserati’s Fuoriserie customization program. The recently introduced atelier offers bespoke paint colors, unique trims, and the sorts of personalized details that elevate a manufacturer beyond the realm of standard-issue luxury. Sure, the GT2 Stradale was buttoned-down and seriously quick, but what distinguished it was its panache. Whereas the GranTurismo and Grecale are able to slip into traffic and blend, there is no hiding the GT2. It pops, it slaps, it bangs, which has long been Maserati’s secret weapon for those seeking a dash of flash. The Italian challenger brand will never compete with the big boys when it comes to outright engineering. And they’re pushing for technology to trickle down from racing, as they compete in GT2 and debut their new GT4 efforts over the summer in Goodwood. But Maserati’s most ardent selling point is as emotionally unexpected as inscrutable as a wind that blows suddenly and strongly across an Adriatic city. The force is a definitively Italian one, a vibe so specific it took a non-Italian – Klause Busse, a German – to describe it so astutely. “The Italians,” he said, “are on the right side of arrogance. There are other countries on the wrong side of arrogance. But Italy? They’re just cool.” View All Maseratis for Sale IMAGES BY MASERATI S.P.A & BASEM WASEF

By Michael Van Runkle – August 22, 2026

Ice Drifting Rally Porsches with Kalmar Automotive Adventures

After visiting McLaren’s ice driving school in Ivalo, Finland, this winter, the opportunity to continue sliding around sideways in vintage Porsches built by Danish firm Kalmar Automotive proved far too tempting to pass up. Kalmar holds a similar winter experience dubbed the Spirit of Speed in central Finland, near the Levi ski resort – and though both programs cater lavishly with cozy lodges, wood-fired saunas, and spectacular cuisine, the driving and coaching are nonetheless just about as different as a brand-new mid-engined McLaren and a rear-engined air-cooled Porsche. In summer, Kalmar pivots from winter experiences to a calendar full of off-road rallies all across the planet. Founder Jan Kalmar calls these trips “Beyond Adventure” and plans each itinerary to live up to the slogan “We start where others stop.” Kalmar’s team transforms a range of Porsches into rugged safari builds that can handle extreme abuse, from early air-cooled classics to modern Cayenne SUVs, and more recently branched into the restomod world, as well. Nearly the entire lineup of Kalmar creations awaited me in Finland, where I learned firsthand just how seriously both Jan Kalmar and his eponymous company take the instruction at Spirit of Speed. My coach for most of the day, professional TV and film precision driver Joe Hopkins, started me off in a lifted 964-generation 911, keeping a close eye on my technique as I adjusted to Porsche’s famous rear-end weight distribution while trying to hustle through a coned-off slalom course, then a drifting donut. Most critically, I needed to find confidence not only in my own driver inputs, but also in the set of skinny, studded Michelin tires equipped with tungsten tips, a true WRC spec setup that only Kalmar offers among any driving school in the world. Soon enough, I stepped up to a more powerful 993-generation coupe, still manual and rear-wheel-drive but with the next evolution of the 911’s rear suspension. This larger car with more power might have driven faster and smoother on the surprisingly wavy frozen lake, but I suspect the 964’s simpler setup benefited more from the skinny tires precisely because the 993 adds a fair amount of weight as well. On a longer circuit, I started hitting higher speeds that almost caught me out approaching tighter corners, where the risk of beaching into the snow drifts increased with each lap. I then swapped into a mid-engine Cayman, an all-wheel-drive 997, and finally, into quite possibly the best single car I’ve ever driven: what Kalmar calls the 7-97 Evo. Once again based on a 964, this customer-owned creation goes more than a few steps further than the company’s entry-level rally build. Hanging off the rear end, an RSR-spec 4.1-liter flat- six pumps out 375 horsepower through an uprated six-speed manual transmission and a Numeric shifter kit. The suspension lift included deleting the sway bars in favor of a six-axis hydraulic roll control system – somewhat similar to a McLaren, actually – and the whole body sheds weight while beefing up with aluminum underbody protection and aramid (Kevlar) panels. Inside, a hydraulic handbrake and that Numeric shifter on the center console hint at the Evo’s capabilities, as does a central tachometer with a Danish flag indicating the screaming redline. All in, Kalmar spent years developing this car, and Hopkins cautioned me to take my first few laps a little easy. But soon enough, I fell into a spectacular flow state, ripping the Evo up through gears and holding wider drifts than ever, as the chassis rollicked and rolled around the frozen lake without missing a beat. By riding high and allowing impeccable transfer of weight onto each tire, the Evo communicates a crystal clear picture of available grip through both the steering wheel and the driver seat. So much so, in fact, that I even found myself subconsciously shifting my hips around, trying to use my own body weight to initiate oversteer going into corners. Smitten, I kept ripping through quicker and quicker laps, fully unleashing that rasping and screaming 4.1-liter engine at full cry until at last, we stopped for a quick lunch break of piping hot Nordic stew and a steaming mug of coffee. “You only learn and you only find the limit by exceeding it,” Jan Kalmar explained from across the table. “From time to time, we exceed the limits… We have nice food, we sleep nice, but its the driving that counts.” Back out into the crisp wintry air, Hopkins then led me onto a more technical rallycross circuit, full of dips and dives, higher snow banks, and even more blind corners. He specifically wanted me to find, and exceed, my own limits (this time back in the “base” 964). Sure enough, I lost control more than a few times and plowed high into the fluffy stuff—but never so badly that I needed a tow out from either a Cayenne or a tractor. We spent the rest of the day switching up the cars and courses any time I started to feel comfortable, precisely because Kalmar and Hopkins wanted to keep me in full mental overload at all times. By the end of the day, having driven no fewer than five spectacular Porsches on every track across Kalmar’s expansive facility, that regular changeups left me confident enough to climb into any of the cars and find my edge immediately. No matter the traction level, terrain, or the trees I desperately wanted to avoid, the same skillset transfers over: throttle input, weight transfer, and slow hands as I grew to trust those WRC tires more and more with each passing minute. Hopkins then put me on the stopwatch to rank my pace on an out-and-back course that every Spirit of Speed student must complete. Though I fell just short of setting a new lap record on my third try, the fact I came even close in the 964 – the slowest car on site – showed just how well the instruction can level up any driver, regardless of prior experience. The Evo, in particular, perfectly typifies Kalmar’s teaching methods and lifestyle. No Kalmar build deserves to live as a garage queen; instead, these cars are purposefully engineered to take a beating, and many proudly bear the scars of battle in the form of scratches, dings, dents, and bent bull bars. I learned more in that single day of rip-roaring fun than at any driving school previously, but the idea of joining a full Kalmar “Beyond Adventure” trip also sounds utterly intoxicating. Each itinerary includes a spectacular location, from Australia to the Himalayas, Namibia and Morocco in Africa, Patagonia in South America, or even a closely curated route through unknown peaks and valleys in the European Alps. Personally, the Lima to Ushuaia route from the Pacific Ocean, across the jagged Andes mountains, and then out onto the expansive flat desert brings to mind the biggest daydreams. <- Gallery -> Kalmar runs each of these trips regulation rally style, to build camaraderie among clients through the fire of competition – in similar fashion to my timed runs at Spirit of Speed. Africa or Australia might seem so distant from within a cozy lodge in frigid Finland, but the same ethos of experiencing all the world has to offer, getting far beyond the comfort zone to learn more about oneself, other cultures, the cars, and crew. Every route traverses stunning nature, then days end at the finest lodging available, typically bought out exclusively for attendees. If the locale is too remote, Kalmar then builds a full camp—overlooking the Pacific Ocean or empty dunes as far as the eye can see. “It is extremely simple, what we are doing, but quite difficult to execute,” Jan Kalmar told me. “We’re always very off the beaten track, and we have few rules, but we follow them. We always stay in the best available accommodation. The customers who travel with us never question where they're going to sleep. It's our place. We can feel home, and 90% of the time we only stay there one night. My philosophy has always been to never backtrack. I don't like to go up and back down the same road, ever.” Cars do get stuck and break on Kalmar trips, whether by accident or simply from wear and tear over thousands of miles of hard driving. A team of support vehicles and mechanics join the convoy, on hand to hook up tow ropes, replace axles, or even fully rebuild engines if necessary. Kalmar also offers a Safari trip to Mount Etjo Safari Lodge in Namibia’s Okonjati Game Reserve with a dedicated educational conservation focus rather than catering strictly to automotive expeditions. I wrapped up my time in Finland with a session in the sauna, winding down my adrenaline rush after a dinner cooked by local chef Sirly Ylläsjärvi, an exquisite meal cooked family style in our private villa. Falling into the deep sleep of a silent, snowy winter night, I only wished that instead of heading home the next morning, I might spend another day sliding around sideways in the 7-97 Evo. And dreaming of how such a spectacular lifted Porsche crests a sand dune, crosses a flooding stream, or summits a precipitous mountaintop. Everything I learned on the ice revealed the level of preparation necessary for a Kalmar Beyond Adventure drive, where the cars and drivers alike need to be ready for absolutely anything at any time. View All Porsches for Sale Images: Michael Van Runkle, Kalmar Automotive

By Kirk Bell – August 08, 2026

Review: 2026 Mercedes-AMG E 53 Hybrid

I’ve had enough of this: For the first 40 or so miles in the 2026 Mercedes-AMG E 53 Hybrid wagon, I only know it as a 161-horsepower electric car. Yeah, it looks cool with its wide-and- wider tires, low stance, and oh-so-cool wagon body style (IYKYK), but the engine hasn’t even started, so I haven’t experienced any excitement yet. This is an AMG model, which means strong power is just the twitch of a right foot away. The new E 53 Hybrid is actually a plug-in hybrid. It combines a turbocharged 3.0-liter inline-six-cylinder engine that makes 443 hp and 413 pound-feet of torque with an electric motor that adds not only 161 hp but also 354 lb-ft. Total output is 577 hp and 553 lb-ft, and the horsepower can rise to 604 with the optional Race Start launch control feature. A 21.2-kWh (usable) battery provides 41 miles of electric driving range. I switch out of the default Electric mode to Sport+ and the inline-six wakes up to provide robust thrust. The electric motor erases any chance of turbo lag, and the 0-60 mph sprint takes 4.0 seconds, according to Mercedes, and drops to 3.8 seconds with Race Start. Out on a country road, I give Race Start a try. It’s easy to use: Come to a stop in Sport or Sport+ mode, step hard on the brake and then the gas, make sure the system is engaged in the instrument cluster, then let off the gas. The revs bounce off the rev limiter, the wrap-around ambient lighting flashes, the standard 4Matic+ all-wheel-drive system apportions power front and rear, the Michelin Pilot Sport 4 S tires hook up, and the E 53 launches hard as the nine- speed automatic transmission fires through gears with quick, positive shifts. From there, the inline-six builds power consistently, building to a standard top speed of 155 mph that rises to 174 mph with the optional AMG Dynamic Plus package. The engine also emits a smooth, deep “whoom” that’s just shy of a V8’s growl in terms of aural pleasure. Searching for twisty roads, I switch back to Electric mode. On electricity, the E 53 has modest but useful power. The 161 hp isn’t much, but the 354 lb-ft of torque means that E 53 can accelerate in city and freeway traffic and make passes without ever turning on the engine. If you charge the battery regularly, you could drive this way most of the time. Only a full jab of the throttle or exceeding 87 mph will start the engine. The E 53 Hybrid is EPA-rated at 52 MPGe city, 64 highway, and 56 combined. When the battery is depleted, it gets 22 mpg combined, and the hybrid system still adds power as Mercedes builds in a buffer; the battery has a total of 28.6 kW of capacity. I end up getting 30.6 mpg over 133 miles of mixed driving, using the battery 46 percent of the time. The E 53 Hybrid can DC fast charge at up to 60 kW, which will fill it from 10-80 percent in 20 minutes. A 9.6-kW on-board charger charges it from 10-100 percent in 2.75 hours on a 240-volt home charger. A jaunt through the twisties reveals that ride and handling are a mixed bag. Adaptive dampers and rear-axle steering come standard. The ride is firm even with the dampers in their Comfort mode, but it never gets too harsh even with the dampers in their Sport+ setting. In general, the E 53 handles well, with quick, direct, well-weighted steering, a fairly flat attitude in corners, and a neutral balance mid-corner. The rear-axle steering can turn up to 2.5 degrees opposite of the fronts for greater maneuverability in parking lots and with the fronts to improve cornering stability at higher speeds. The downside to the hybrid system is weight, as it is with the E 53’s BMW M5 wagon and Audi RS 6 Avant competitors. The Mercedes weighs 5,401 pounds, right in the ballpark with those rivals. That means it will be prone to understeer when pushed hard into a corner and its brakes will likely overheat after multiple hard braking events. The $3,150 AMG Dynamic Plus package enhances performance with Race Start, larger brakes, dynamic engine mounts that firm up the structure for sharper handling, and an electronic limited-slip rear differential that puts the power down more effectively mid-corner and when exiting corners. The E 53 Hybrid wagon’s cabin gives it an advantage over sport sedans because it can carry cargo like a crossover SUV. It has a modest 13.1 cubic feet of space behind the rear seat, but that opens up to 59.2 cubic feet with the second-row seats folded flat more than a Mercedes- Benz GLC. Up front, the standard black synthetic leather and synthetic suede sport seats are comfortable and supportive. They can be replaced with nappa leather, multi-contour seats with massage, and more aggressively bolstered AMG Performance seats. The center console is skinned with black ash wood, and buyers can also choose from three more woods, silver-metallic fabric, and carbon-fiber trims. The most notable element of the cabin, however, is the abundance of screens. A 12.3-inch digital instrument cluster and a 14.4-inch infotainment touchscreen come standard. The instrument cluster offers several design themes, as well as a bounty of information chosen by the driver. For $995, buyers can choose a 3D look that gives it the appeal of a layered precision Watch. The touchscreen is powered by the third generation of the brand’s MBUX software that combines simplicity with ease of use. Large icons open a variety of functions quickly, including apps for audio and video entertainment, a calendar, and a browser. My only complaint is the lack of a volume knob, as Mercedes provides sliders instead. An optional front passenger screen turns the dash into the Superscreen. This screen offers all of the same icons as the center screen so the rider can control the interior environment. The E 53 Hybrid wagon sits at the top of the E-Class lineup, at least until an E 63 model arrives. It starts at $94,600, including the $1,250 destination fee. My test car comes in at a cool $111,540 thanks to such options as the Dynamic Plus package, 21-inch forged alloy wheels, the 3D instrument cluster, the Superscreen, a Driver Assistance package with a spate of additional active safety features, and the Pinnacle trim that adds tech upgrades and creature comforts. Mercedes-AMG E 53 Hybrid wagon is a versatile vehicle. It’s good-looking, spacious, engaging to drive, and it can be efficient or powerful. Buyers can take advantage of electric driving regularly, but the real fun starts when the engine starts. View All Mercedes-Benz for Sale Images: Mercedes-Benz

By Charles Bradley – August 01, 2026

Review: 2026 Lexus RX 450h+

At duPont REGISTRY, we love to bring you the hottest new exotic cars, and it’s always a thrill when a review piece lands from my elite road-testing crew for machinery like the McLaren W1, the Aston Martin Valhalla and the Corvette ZR1X. These high-performance wonders are sensational to experience, but I do realize that there’s a second side to this coin – there’s a huge appetite for practical luxury motoring too. And we endeavor to bring the best of those to you also, because not only are our lives based on getting from A to B, but you also want to do that swiftly and in style, preferably with a trunk that can swallow as much as possible. It’s with that in mind that I took this Lexus RX 450h+ over the soon-to-be-retired LC 500. That was with a heavy heart, as the LC 500 was the first Lexus I ever drove, nine years ago on a jaunt to the 12 Hours of Sebring, and I still regard it as one of the best grand tourers for its price point. With more than 15,000 units sold globally, retiring the LC 500 also spells the end of Lexus’s famous naturally aspirated 5.0-liter V8 engine. And while we have Toyota’s new GR GT and all-electric Lexus LFA to look forward to, I’ll miss that V8’s howl and its sublime 10-speed transmission – I also drove the hybrid version, which was like stepping into the future all those years ago! Sentimentality is making me digress. And with good reason. While the LC 500 was a real thrill, the RX 450h+ is its antithesis. It’s boringly good. In fact, it’s completely adequate in just about every department. Sure, you can criticize its floaty ride and lack of handling chops, and the engine is quite whiny if you floor the throttle from low speed, but you have to remember why you’d buy this car in the first place: to get from A to B. And I can’t think of another that does everything you’d want with such quiet, unfussed efficiency. From the outside, I have to say it’s one of the better-looking plug-in hybrid luxury SUVs on the market – this example was Liquid Platinum, which really catches the light and shows off some neat Japanese design language. I’m not a huge fan of the shark-like nose, although it’s not as hideous as some of its rivals, but the teardrop design of the rear end is very pleasing to my eye. And, driving one of these cars, you notice just how many of these are out in the wild. For my road test, I devised a lap of the bottom half of Florida. First, from my home in Miami’s South Beach, I headed along one of the most dangerous stretches of I-95 in all America (stat fans, I’m told nearly a quarter of all I-95 fatalities nationwide between 2019 and 2023 were recorded in this state). And, just recently, I had a brush with disaster in its three-row sibling, the gigantic LX 700h F SPORT, driving home from Daytona International Speedway, which you can read about here. Although quite keen not to hand back this one with any damage, I decided getting back on the horse that threw me was the only way to achieve closure. Getting out of Miami is always a stop/start challenge, and here the RX 450h+ showed its ECO mode chops. If there’s one thing I love about hybrid cars it’s playing the recharge game and maximizing my range when there’s little else to enjoy stuck in slow-moving traffic. Similar to the Lamborghini Urus SE I also drove recently, it offers just over 35 miles of electric-only motoring, which is also most welcome – the battery can be charged overnight via a household outlet in less than 10 hours, and much faster if you use a 220-volt connection. Unlike the Urus, when the road clears, putting your foot down isn’t accompanied by a cacophony of fury. But the combined 304 horsepower from the 2.5-liter four-cylinder and electric motors is more than sufficient. It is also amazingly quiet, with very little road noise – in fact, the ICE motor switching on from EV-only comes smoothly, rather than a grand fire-up moment. There’s barely any discernible difference. Inside the cabin, everything is typical Lexus luxury. The trim materials are first-rate, seats are comfortable and heated/ventilated (important in Florida summer!), the Mark Levinson audio system is better than most in this segment, and all the controls you need are at your fingertips. I wasn’t expecting wood panelling on the steering wheel, but it actually worked when paired with the center console, inside which the double-hinged storage compartment is a neat touch. Drive modes are the uncomplicated ‘Normal’, ‘Eco’ or ‘Sport’, although it’s a bit weird that they are buried in the main infotainment menus. While that suspension setup won’t set any track records any time soon, it is silky smooth and soaks up the concrete lumps and bumps with ease. The first stop on my journey was to visit friends at Loggerhead Marinelife Center in Juno Beach. The second was at Orianne Center for Indigo Snake Conservation in Eustis, Lake County... you'd never guess my wife is a senior biologist at a science museum, would you? The second stop meant a little off-roading on a dirt track, for which the all-wheel drive came in very handy. It also felt reassuring in the multiple summer downpours we encountered, as twice we encountered storms that flooded the roadway, but 8.1 inches of ground clearance and 21-inch Bridgestone tires dispersed the deeper water easily enough. My selfish reason for heading north was to catch my home soccer team, Wrexham AFC, playing a pre-season game against Leeds United (we won 3-2, for the record). After hooking up with our Editorial Director Edward Jones, based in our nearby Clearwater office, the RX 450h+’s cavernous trunk allowed for plenty of tailgating goodies ahead of the game. If there’s one drawback of the three-row giants, it’s that you lose that big trunk space – whereas with this smaller SUV, your rear-seat passengers enjoy more legroom and headroom. Here, there’s 29.6 cubic feet of capacity, which expands to 46.2 cubic feet with the rear seats folded down. Probably the best thing I can say about this car, apart from damning it with more faint praise, is that in over 10 hours of motoring, including some of the worst driving standards you can encounter on the U.S. Interstate system, my heartbeat barely quivered above its resting rate. But while it won’t set your pulse racing, that is not what you’d buy this car for. You’d consider it for over 30 mpg capability, facilitated by that smart hybrid system, and its comfortable ride with remarkable road noise isolation, plus high-end upholstery in the cabin. If you want to lead a practical, quiet life to safely visit your friends across the state or go yell yourself hoarse at a soccer game (as we did, pictured below), then this vehicle ticks way more boxes than most. And at just under $80,000 as tested, it’s going to leave you plenty of capacity in your wallet for that supercar on the other side of your garage. View All Lexus RX for Sale Images: Charles Bradley

By Michael Van Runkle – July 18, 2026

Review: Porsche 718-Based Stärke Speedster

For the Southern California Porsche show Air|Water at the end of April, custom coachbuilder Stärke Motor Company brought out the company’s second-generation Speedster prototype. Neither a restored Porsche nor a restomod, instead the Stärke Speedster builds on the backbone of the 2017-and-onward 718 Boxster platform. The design harks back to the days when Porsche’s lightweight cars outperformed big American V8s and Italian V12s in the early era of motorsport. After Air|Water, Stärke CEO Seth Gortenburg stuck around SoCal to host media drives. I joined for a crisp spring day off the Pacific Ocean Highway in Malibu, just about the perfect scene and setting to enjoy some of that quintessential James Dean sun-drenched lifestyle and suss out how Stärke’s vision for a Speedster translates to the modern age. The Stärke design clearly references Porsche’s earliest models, including the mid-engined 550 Spyder and 718 RSK, as well as the rear-engined “bathtub” 356 Cabriolet that preceded the original 911. Photos struggle to do the form justice, however. Smooth and low and wide, with retro details right down to the headlights and fogs, this Speedster nonetheless occupies a much larger footprint than any of those classics. Even the custom wheels, one-offs that Gortenburg dubbed the “Wide Five” design, nearly replicate original Porsche steelies. Creating this body required 3D scanning and CAD renderings, then two years to source hand-laid body panels to update Stärke’s original 981-based project to the newer 718. Installing the panels then requires removing the body as much as possible, including cutting off the doors and rear panels. The front clip mounts using all the factory bolting location, the inner fenders bond to the rear quarter-panels for additional stability, and the side strakes feed the Boxster’s original engine air intakes. No, nobody will mistake a Stärke Speedster for an original Porsche. And Porsche purists may balk at the whole concept in the first place. But with these kinds of custom projects, if the most important questions always emerge about design decisions, engineering always takes priority, as well. In this case, I pulled up to meet Gortenburg and the Speedster, wondering how the built quality lives up to Stuttgart standards. I came away convinced that everything about the Stärke makes the most sense when viewed from the lens of Gortenburg’s American hot-rodding background. In person, the metallic silver paint shimmers with endless depth. The panel gaps and alignment from front to rear line up perfectly. And once I climbed behind the wheel, I noticed zero creaks, clunks, or rattles – other than some wind noise from the factory Porsche convertible, anyhow. Stärke can swap the Speedster body onto any 718 Boxster, from the 300-horsepower turbo-four base model to the Boxster S with 350 ponies, or even the 394-hp GTS 4.0 with that incredible 7,800-rpm flat six. Each comes with the choice of a six-speed manual or seven-speed PDK gearbox, and when optioned with Stärke’s standard fiberglass panels, weighs about the same as the original car. That means the 718 Boxster’s impeccable driving dynamics carry over, too. This second prototype started life as a base turbo-four with PDK, so not exactly a ripper but still one of the most balanced sports cars ever made. The steering and suspension perfectly straddle the line between comfort and compliance, with a low center of gravity that makes any day in Malibu an absolute joy. “That's one of the beauties about what we're doing,” Gortenburg explained from the passenger seat. “You know, a 356 is beautiful, but there’s not a lot of horsepower there, and they didn't handle that great. These cars can handle, the GTS has so much horsepower that they’re just so much fun to drive, and they're made to drive hard.” Gortenburg purposefully started with the base car for this prototype because he wanted to sort out any potential problems before beginning a customer build. Over the course of my drive, my main gripe about the Speedster design versus the original Boxster came down to the extended front overhang and low ride height. Without a front-axle lift system, I worried about driveways, speed bumps, and turnouts – which the prospect of choosing Stärke’s optional carbon fiber only exacerbates. Going for the carbon does cut a couple of hundred pounds, though, and Gortenburg claims the material makes the process easier, as well. Given that a Boxster weighs right around 3,000 pounds, depending on powertrain, that weight savings should result in noticeable improvements while driving hard. Most importantly, though, while retaining all the cornering capability of a Boxster in a retro package, the comfort and convenience of a modern car carries over, too. No more worrying about tuning carburetors, adjusting valves, or the constant oil leaks of an air-cooled engined. “The styling of the old Porsche was iconic; it’s one of the most amazing designs ever, in my opinion,” Gortenburg admitted. “But you know, I'm at a point where I sure want those side windows, and I want that power top and that air conditioner, so this is kind of the best of both worlds.” Plus, any Porsche dealer or mechanic worth their salt should be able to work on the Stärke Speedster with ease. My other main criticism? The choice to skip out on the GTS 4.0’s absolutely peak engine and unique chassis tuning for this prototype, as well as the stick shift and clutch pedal. The rasping flat-six all the better emphasizes Porsche’s long history of rear and mid-engined screamers. Then again, I can understand clients who might want to enhance the ease of use while cruising, as the PDK dual-clutch takes care of gear changes. Stärke will help customers source the donor car to begin this process, and recommends starting by choosing an interior spec so that the majority of upholstery and trim finishing takes as little time and effort as possible. The exterior gets removed anyway, to make way for the new body. Personally, I’d go with the classic metallic silver for the paint job, as on the car I drove. A rich black might also help, for a slimming effect, as with black jeans or slim dresses. On the inside, Boxster Red matches the silver perfectly, but a Pepita houndstooth overhaul in the cabin might fit best with a darker tone. <- Gallery -> Pricing starts at $135,000, or if Stärke helps to source the donor car, then $189,000 before personalization. The 718 ended production late last year, with no concrete plans for a replacement yet underway, which appears to be bolstering values on the used market (and especially for the higher-spec models). A base equipped with PDK typically starts around $40,000, depending on mileage and condition, while the GTS 4.0 with a manual can easily eclipse six figures. The rest of Stärke’s ask goes toward amortizing the design and development, the extensive labor hours of completing the body swap, and hundreds of miles of shakedown testing to ensure that the rock-solid Porsche durability still shines through. “We're hot-rodders at heart,” said Gortenburg. “Building cars, there's always a rattle here and there. You’ve got to work through the issues. So as we build the cars, we find little things that we can do better. We've worked through most of the problems now, and each car we do gets a little bit better.” Clearly, Air|Water went well for Gortenburg and the Stärke Speedster, as each build takes about six months to finish, but the order roll now requires approximately a one-year wait. Around 12 weeks of that process goes into crafting the body panels alone. And for anyone who potentially thinks the wider, flatter design grafted onto a 718 Boxster misses the aesthetic mark, Gortenburg admitted a Cayman-based coupe may eventually emerge to match. Porschephiles may well scorn the concept of a project that blends this mix of old and new style and performance, but at least Stärke never takes the knife to older, rarer air-cooled models. And in comparison to wild restomods so popular these days, the concept makes more sense than shoehorning modern powertrains into old monocoque chassis. The final aesthetic always comes down to the buyer’s personal preferences, anyhow. “We've done cars that are 100% traditional, we've done cars that are more of a restomod look,” Gortenburg told me. “We like them all. It's not the exact proportions of a 356, but we're just trying to capture the essence of the old car.” View All Porsche Speedsters for Sale Images: Michael Van Runkle

By Michael Van Runkle – July 11, 2026

Review: 2026 Porsche Macan GTS Electric

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

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