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Fastest 1990s Cars: 0-60 Time, Top Speed, Power & Torque

Fastest Cars of the 1990s

We spent a lot of time recently thinking about ’90s cars. From our best supercars of the 1990s to our best sports cars of the ’90s we basically went through every model of the decade to find the best of the best. Thankfully as a teenager during the ’90s I was immersed in the supercars and sports car scene. 

For this post we decided to build out some data around 1990s cars. We went through every single automotive model in our database to find the fastest accelerating and top speed cars of the 1990s. The interactive chart below allows you to search for a specific model and to sort by variables like top speed and so on. The is some overlap between the fastest accelerating cars of the 1990s and the fastest top speed cars. We decided to split out the top 10 in each category because in our eyes they are very different things. 

10 Fastest 0 – 60 mph Cars of the 1990s

The fastest accelerating cars of the 1990s have a lot in common. They are almost all supercars or homologation specials built to satisfy racing regulators. Manufacturers wanted to go racing so they built just enough production cars to be certified. In terms of outright performance, there were three cars that scoot from 0 to 60 mph in under 3 seconds.

Inside the top 20 fastest accelerating cars it is more of the same thing, made up of homologation specials that were rare, impractical and barely legal. Outside the top 20 we start to see some “normal” supercars of the era show their faces. The Bugatti EB 110 Super SportJaguar XJ220 and Ferrari F50 all manage sub-3.7 second sprints from 0 to 60 mph. 

Several exotic cars of the era also manage sub-4 second 0-60 mph times, with cars like the Porsche 911 GT2 (993) and several Lamborghini Diablo models making the top 30. Beyond that and there are plenty of cars that people won’t recognize (Cizeta Moroder V16TGillet Vertigo and Isdera Commendatore 112i), as well as many exotics of the era that do sound very familiar (TVR Tuscan, Dodge Viper GTS and Ferrari 360).

We have highlighted the top five accelerating cars below but if you want the full list scroll down to the full Table & Data.

Dauer 962 Le Mans PorscheDauer 962 Le Mans Porsche

1. Dauer 962 Le Mans Porsche

0-60 mph: 2.7 seconds

The 0-60 mph crown goes to the Dauer 962 Le Mans Porsche, which was essentially a road-going Porsche 962, the most successful prototype race car of the time. Porsche manufactured nearly 150 956/962s and sold many of the cars to private teams. During this period, Porsche manufactured and made available every component on the car. Of the companies that have produced a 962 road car, the most successful has been Dauer. 0-60 mph was over in 2.7 seconds and top speed was 253 mph, besting even the mighty McLaren F1. 

McLaren F1 LMMcLaren F1 LM

2. McLaren F1 LM

0-60 mph: 2.9 seconds

McLaren took the parts from the F1 that won Le Mans and decided to build a production car as the ultimate version of the mighty McLaren F1. The parts from the race car included a ground-effects underbody, unique front bodywork, a rear diffuser and a carbon fiber rear wing engraved with the legend ‘GTR-24 Heures du Mans Winners 1995’. The LM was a monster. 0 – 60 mph was over in 2.9 seconds and it could go from standstill to 100 mph in less than five seconds. Top speed was 243 mph. 

Lamborghini Diablo VTTTLamborghini Diablo VTTT

3. Lamborghini Diablo VTTT

0-60 mph: 3.1 seconds

The Lamborghini Diablo VTTT (the VTTT stood for viscous traction twin turbo) was a limited production (7 made altogether) made by Platinum Motors in California. The cars were equipped with twin Garrett T4 turbochargers with custom-built intercoolers, competition valves with race guides, cylinder heads with polished ports, and a reprogrammed electronic fuel injection system. With 750 hp, the 222 mph was a surprise to nobody. The 0-60 mph time was aided by the Diablos AWD system, able to somewhat deploy all that power in such as way as to rocket the VTTT from 0 – 60 mph in just 3.1 seconds. 

McLaren F1McLaren F1

4. McLaren F1

0-60 mph: 3.2 seconds

Everybody knows we are huge McLaren F1 fans here (we just named it the best McLaren ever). Its top speed of 240 mph puts much of even today’s supercar crowd to shame, and ergonomic features like the driver-centered, three-seat cockpit have rarely been seen since. Sure there are cars that are faster, but nobody did it the way the F1 did it. With a naturally aspirated 627 hp engine and 479.0 ft lbs of torque in such a small and light body, it was able to accelerate from zero to 60 mph in 3.2 seconds. 

Lotec C1000Lotec C1000

5. Lotec C1000

0-60 mph: 3.2 seconds

Originally conceived in 1994 with construction completed in 1995 by a United Arab Emirates Citizen who desired to own the fastest, individually owned car in the world! He contracted Mercedes which in turn also contacted Lotec for the body design. The letter C stands for the carbon fiber (race car), and the number 1000 stands for 1000 horsepower. Design and engineering cost over $1,000,000 and actual construction cost was over 1,200,000 total production cost was over $2,200,000. 0-60 mph in 3.2 seconds, 0-125 mph in 8.08 seconds, top speed 268 mph.


6. Toyota GT-One Road Version (TS020)

0-60 mph: 3.2 seconds

In accordance with the FIA rules of the day, the GT-One had also to be developed as a legal road car. In fact the differences between the race and road versions were small: in road-going mode, the rear wing was set lower and the suspension ride height was raised. A smaller fuel tank was fitted and the addition of catalytic converters ensured the vehicle complied with emissions regulations.

Toyota says the engineers at Toyota Motorsport GmbH created just two ‘production’ TS020 GT-Ones – one is on display in its museum, the other in Japan.

Lotus Elise GT1 Road CarLotus Elise GT1 Road Car

7. Lotus Elise GT1

0-60 mph: 3.2 seconds

Lotus wanted to go racing in Le Mans (stop me if you have heard this one before). Of course in the 1990s that meant at least one of the “racing” cars had to be road legal. Cue the Lotus GT1.

The Lotus Elise GT1 utilized a production aluminum chassis with custom carbon fiber body that was optimized for endurance racing. Out went the Elise’s inline-four, swapped for a monster twin-turbo 6.0-liter version of the C4 Corvette’s LT5 V8. Reliability proved to be a problem for all seven chassis that were built, with the best success being a fifth place at Helsinki.

8. Panoz Esperante GTR-1

0-60 mph: 3.2 seconds

Almost a race car in street-legal trim, the front engined GTR-1 was built to meet the 24 Hours of Le Mans homologation requirements. Power came from an aluminum block V8 engine pushing over 600 horsepower. It was definitely one of the most unusual cars of the era.

The GTR-1 debuted at the 1997 12 Hours of Sebring but failed to finish. It later failed to finish the Silverstone Circuit and again racked up DNFs at Le Mans, where all three of them were scratched due to mechanical failure. One was even destroyed when it caught fire.

Bugatti EB 110 Super SportBugatti EB 110 Super Sport

9. Bugatti EB110 Super Sport

0-60 mph: 3.2 seconds

Initially revealed on the company’s founder, Ettore Bugatti’s 110th birthday in 1991, the EB110 came to be the last Italian-produced Bugatti before VAG took over the troubled automaker.

These days the Bugatti name stands purely for all-out speed and refinement, and though the EB110 was never a record breaker at the top end of the speed stakes, topping out at 216mph in the era of the McLaren F1, it was capable of reaching 62mph in just 3.2 seconds in 1992 Supersport trim – one of the fastest cars of its era over that dash.

That rapid acceleration was mostly thanks to the Bugatti’s 3.5-litre, quad-turbo V12, which transferred 604bhp to the road through all four wheels.

There’s something really appealing about all of the little design details on the EB110 which could be easily overlooked; from the cluster of circular air intakes just behind the doors, to the elegantly simple interior, all the way down to the gearshift layout positioned on the transmission tunnel, keeping the gear knob uncluttered.

10 Fastest Cars of the 1990s by Top Speed

It is no surprise that the fastest cars by top speed in the 1990s largely mirror the fastest accelerating cars of the same period. There are a few differences, but not many inside the top 10. Outside the top 10 there is some variation so we encourage you to play around with the table at the bottom of the post. 

Again, homologation specials sit high on the list. Because taking a race car and turning it into production car was so much work and the volumes were so small, it did not make sense for manufacturers to worry about practicalities or worry about usability on the road. Often the top speed of these cars is literally on par with their racing car siblings. Most of the top 10 cars by top speed during the 1990s are likely to be able to go even faster if the tires of the era had been more advanced. 

Outside the top 10, the “regular” production cars that weren’t special one-offs or limited edition specials include cars like the Lamborghini Diablo with its 217 mph top speed and the Ferrari F50 at 202 mph both make the top 20. It is also important to note that many of the “normal” cars were limited in their top speed by manufacturers, so don’t be surprised when you look at the full list and cars you expect to be there are missing. 

Dauer 962 Le Mans PorscheDauer 962 Le Mans Porsche

Dauer 962 Le Mans Porsche

Top Speed: 253 mph

We talked about the Dauer 962 above so we won’t rehash those details. Instead we will tell you a cool story. At the 24 Le Mans hour race, Dauer showed up with both a road version and race version of the Porsches 962, a design which had already won Le Mans six times. After winning the race, the FIA declared it would be creating rules to make sure the 962 wouldn’t be back in 1995. However, with a Le Mans win under their belt, and with support from Porsche, Dauer continued to build their road-going 962. The road going version was basically the race car with enough changes to be road legal. Jeez, no wonder it can hit a cool 253 mph top speed. 

McLaren F1 GT LongtailMcLaren F1 GT Longtail

McLaren F1 GT Longtail

Top Speed: 243 mph

F1 GTR Longtail was a rare race (only 10 made).  A handful of GTRs were not only bought by private owners, but also extensively modified by McLaren to make them street-legal machines. The Longtail was originally created for the 1997 FIA GT Championship in response to new competition from Porsche and Mercedes. Its heavily modified bodywork was designed to promote more downforce than the previous F1 GTR, which was closer to the standard road car.

McLaren F1McLaren F1

McLaren F1

Top Speed: 240 mph

What makes the McLaren F1’s top speed records so impressive is that it was never designed to do it. Technical director of McLaren Gordan Murray and stylist Peter Stevens realized that the car had to be small, use the lightest components available and have a large capacity, normally aspirated V12 engine. Little did they know, this design philosophy would break many speed records and win championships it wasn’t even originally intended for. After its release, the F1’s potential was immediately realized when it reached 0-100-0 in 11.4 seconds and a record top speed of 240.14mph in its XP5 pre-production trim. 

Lamborghini Diablo VTTTLamborghini Diablo VTTT

Lamborghini Diablo VTTT

Top Speed: 239 mph

To take the regular Diablo from its 217 mph top speed to 239 mph wasn’t cheap. The cost of the conversion from Diablo to Diablo VTTT was about $500,000 (on top of the cost of a base Diablo). Twin blueprinted, water cooled, Garrett T4 turbos were installed with electronically controlled waste gates, custom built intercoolers, competition type valves with race-type guides and polished cylinder heads. A custom twin-plate clutch in Kevlar to cope with the extra torque, a new short ratio gearbox to improve acceleration, and reprogrammed electronic fuel injection system were used. Also the brakes were upgraded with cross drilled and ventilated disks using carbon fibre brake pads. About six crazy owners decided to go ahead with the conversion and ended up with one of the fastest cars of the 1990s. 

Toyota GT-One Road Version (TS020)Toyota GT-One Road Version (TS020)

Toyota GT-One Road Version (TS020)

Top Speed: 236 mph

Jimenez NoviaJimenez Novia

Jimenez Novia

Top Speed: 236 mph

I hate to include concept cars on our list of fastest 90s cars, but this one was special. The Jimenez Novia W16 was a concept car in 1995. It was the work of Ramon Jimenez, a native French Vaucluse. Despite its somewhat exaggerated headlamps, their appearance and design reminiscent of Ferrari. Its interior had a modern, aerodynamic shape. Jimenez Novia had a W16 engine producing 560 horsepower and propelling the car to a top speed of 236 mph (according to the manufacturer). 

Koenig C62Koenig C62

Koenig C62

Top Speed: 235 mph

Like the Dauer 962 Le Mans Porsche, the Koenig C62 is basically a Porsche 962 racing car. Koenig’s C62 is a conversion based on original Porsche 962 chassis. To attain the necessary ground clearance and headlight position needed to make the car a road legal production car, an entirely new carbon fibre body was constructed. Koenig punched out the three liter version of the boxer engine to produce more low end torque. Other engine modifications included softer cams and a Bosch Mototronic system. The changes clearly worked because the car hit a top speed of 235 mph. 

Lotec C1000 Mercedes-BenzLotec C1000 Mercedes-Benz

Lotec C1000 Mercedes-Benz

Top Speed: 232 mph

We don’t have much to add about the Lotec (see above for the major details). The performance numbers from this car were astounding for this one of a kind machine. While the shape looks slippery and aerodynamic the reality is that it probably wasn’t. The bulk of the heavy lifting when it comes to the C1000’s 232 mph top speed was the 5.6-liter Mercedes V8 that was force-fed by twin turbochargers, resulting in about 1000 HP and 723 lb-ft of torque. 

Schuppan 962CR PorscheSchuppan 962CR Porsche

Schuppan 962CR Porsche

Top Speed: 230 mph

You guessed it. Another 962 based supercar. The car weighed about 2,300 pounds and was powered by a water-cooled 3.3-litre Type-935 Flat-6 with twin turbochargers producing 600 hp. The engine was borrowed nearly directly from the standard Porsche 962 unit used in the North American IMSA GT Championship so no wonder it hit a top speed of 230 mph. Most sources say that six Schuppan 962CR cars were built.

Mercedes-Benz CLK LM Straßenversion (AMGMercedes-Benz CLK LM Straßenversion (AMG

Mercedes-Benz CLK LM Straßenversion (AMG)

Top Speed: 224 mph

Cars built to the FIA GT regulations were also eligible to compete in the 24 Hours of Le Mans. Homologation for GT1 required a minimum of 25 examples to be produced. Enter the competition amongst top manufacturers. Mercedes-Benz started fresh, building one of the most extreme cars of the 1990s. Built with a cutting-edge carbon fibre monocoque chassis, the suspension was by double wishbones and pull-rod actuated coil-springs over dampers on both ends. Mounted amidships was an AMG modified version of Mercedes’ six-litre V12 engine. Breathing through the mandatory intake-restrictors, it was still good for at least 600 bhp. 

100 Fastest 1990s Cars – 0-60 mph, 1/4 Mile, Top Speed, Power & Torque Data

Alpine A110S

The Alpine A110 impressed everyone when it debuted with its beastly sports car innards. But it also angered stateside folks — Alpine still refuses to bring this ride to the United States. That isn’t changing for the more aggressive new flagship, the Alpine A110S.

Now on its third version, the Alpine A110S joins the A110 Pure and A110 Légende that brought back Alpine on the road. The most expensive and powerful of the bunch, the Alpine A110S has a very different character, says Alpine’s chief engineer.

“Its bespoke chassis setup makes it a very focused sports car. High-speed stability and handling precision are two of its defining characteristics. Although lap times are never a priority for our road cars, the new A110S is nonetheless faster than the A110 ‘s other versions.”

The 1.8-liter turbocharged four-cylinder engine now boasts 288 ponies, up nearly 40 over the earlier rides. Torque is a beastly 236 pound-feet, sticking around its peak for 1,400 rpm — higher than the base A110. There’s a rear-wheel drive, like before, and a seven-speed dual-clutch transmission. But there’s a new brake-based e-differential system that features a new cornering behavior.

The Alpine A110S has better high-speed stability, more responsive steering, and revamped handling precision, says Alpine. As for the styling, you’ll find dark-finished wheels, carbon fiber all over, and orange brake calipers. It’s even got an exclusive Gris Tonnerre matte finish paint option. Optional, too, is a carbon fiber gloss-finish roof, and so is lightweight Fuchs forged alloy wheels. More info when you hit the link below.


Photos courtesy of Alpine

Bugatti Could Reveal a Special Edition at Pebble Beach

A Special, Limited Edition

The Bugatti Divo appeared at Pebble Beach during the Monterey Car Week last year. This year, the company will reveal another special edition car, according to The Supercar Blog. The publication cited an anonymous source that said the company will showcase a new model at Pebble Beach. 

The car will be sold in very limited numbers. The publication was not told how few of the special edition models would be made. The source did tell the publication that many of the build slots have already been spoken for and most of the production run are already sold. 

Of course, the new limited edition hypercar will demand a price higher than the Chiron. It will likely be a vehicle based on the Chiron, like other Bugatti special edition cars, such as the Divo. The Supercar Blog says that Bugatti has plans to release at least two new cars each year.

The stunning La Voiture Noire was the first car for this year, but there’s still room for another. That’s where this latest special edition model will come in. We will keep following this story and report on any updates that arise. Right now, information is scarce and it’s mostly speculation. 

The Toyota GR Super Sports Concept Goes to the Racetrack

Gearing Up for Another Le Mans Already

Fresh off its second win at the 24 Hours of Le Mans, Toyota is already testing its future race car. The vehicle is the GR Super Sports. The company has a concept version of the car that it’s already taking to the racetrack. In a recent video (included below), the car can be seen testing.

While little information about the car is out currently, it’s clear that Toyota is serious about continuing to power on. The company has its sights set on the World Endurance Championship with this particular car. According to Carscoops, the vehicle will make its debut in 2020. 

The official name of this car is unknown. The Super Sport Concept appeared at the 2018 Tokyo Auto Salon and used many of the same components as the current Le Mans-winning TS050 Hybrid. The powertrain was very similar and utilized the same internal combustion engine and electric motor setup, though it’s likely improved for the new car. It will likely make around or more than 1,000 hp. 

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Porsche’s 718 Spyder and 718 Cayman GT4 are Ready for Action

Meet the New Range-Toppers

Porsche has unveiled the new 718 Spyder and Cayman GT4. The new top-of-the-lineup cars feature some updates to the body, borrowing from other Porsche models in some cases. However, the big news for the model is the newly developed 4.0-liter flat six-cylinder engine that makes a whopping 414 hp and 310 lb-ft of torque. In the 718, as we’re sure you know, that’s a lovely bit of power. 

The car’s engine is mated to a six-speed manual transmission. That transmission and engine combination makes these road cars good for a 0-62 mph time of just 4.4 seconds. The Spyder can sprint all the way up to 187 mph and the Cayman GT4 can do a slightly stronger 189 mph. The car’s new fancy engine isn’t just built for power and performance, though. It offers cylinder deactivation for fuel savings, not that we expect many owners to care much. 

The exteriors of both cars are unique. The Cayman GT4 borrows some things from the GT4 Clubsport, including the large rear wing and other various aerodynamic elements. Those additions add around 50 percent more downforce, ensuring the car sticks to the road as you whip it around. The Spyder has a unique style with a double-bubble design at the rear. It the middle rests a floating third brake light. Additional adjustments include an active rear spoiler that deploys at 75 mph and a rear diffuser. 

The cars get a lower stance by just over an inch and Porsche Active Suspension Management is standard for these models. The cars get a locking rear differential and an updated traction control system with different settings to choose from. Aluminum fixed monoblock caliper brakes or optional carbon ceramic brakes stop the car.

You can now order either or both of the cars if you want. The Spyder costs $96,300, and the Cayman GT4 starts at $99,200. There’s a destination fee of $1,250. If you do order one, you’ll have to wait until 2020 for delivery. 

[2019 Edition] Best New McLaren to Buy

Which McLaren Should You Buy? Our Picks for the Best New McLaren Cars On Sale Today

Updated: June, 2019

Things were much simpler in the 1990s when McLaren only made the McLaren F1. If you wanted to buy a new McLaren, you looked under your mattress for a $1 million and you bought an F1. These days things are much more complicated. If you are shopping for a new McLaren today you need to understand a rather confusing and growing model range.

We decided to create this basic guide to save you some time and help you make a better decision. We recommend the best new McLaren to buy based on your desired use case and driving needs/wants. We don’t go into details on every new McLaren model, you can find that in our new McLaren models post (if you are shopping for a used McLaren check out the historical McLaren model lineup). 

As of June 2019, McLaren makes 11 cars across three different categories plus a couple of race cars if you want to buy a track-only toy. Telling the differences between cars is not easy and it is made harder by McLaren since the company uses a lot of the same technology and platforms across cars. If you are confused, don’t feel bad because most people are. 

Which McLaren is Which? Understanding the Sports, Super & Ultimate Series Ranges

First things first, let’s explain how McLaren groups their cars. There are three categories (“Series”) where models are grouped based on price, performance and focus. The groups are the Sports Series, the Super Series and them Ultimate Series. 

McLaren Sports Series

In some ways these are the perfect daily driver sports cars in the McLaren range. The Sports Series cars are not as extreme as the Super Series cars, but they are still crazy fast, awesome driving machines that are cheaper and more practical. What isn’t there to like. Think of these cars as competitors to Porsche GT models and you are right on the money. They are super light, have incredible power and a chassis designed for pure driving fun. The Sports Series model range offers unparalleled feel and connection to the road. Heart-stoppingly exciting and rewarding to drive but also highly useable. Yes please.

McLaren Super Series

Currently in its second generation of Super Series cars with the 720S and 720S Spider. We consider this McLaren’s core supercar model range. These cars use the top-end of McLaren’s performance equipment and technologies. Things like active aerodynamics and Proactive Chassis Control (PCC) are standard on the current McLaren Super Series models. Uncompromising performance and focus.

McLaren Ultimate Series

The pinnacle of the McLaren model range is the Ultimate Series. It is the top of the most extreme McLaren cars and (so far) is made up of McLaren’s hypercars and very limited edition machines. The original Ultimate Series car was the McLaren P1. The current crop of Ultimate Series McLaren models includes both the McLaren Senna and the McLaren Speedtail. McLaren have said that the original McLaren F1 is retroactively included in the Ultimate Series.

McLaren GT

It is worth mentioning the new McLaren GT. Technically the GT does not belong in any of the above “Series” groupings. McLaren says it is a true GT supercar and deserves its own standalone designation. Fine by us, just a little more McLaren confusion I guess.

Which New McLaren is Best to Buy?

We have already created a guide that goes through every current McLaren model so we are not going through every car in this post again. Instead we are just going to tell you which new McLaren to buy based on your driving needs. 

McLaren 570SMcLaren 570S

Best Entry Level McLaren

McLaren 570S

If you are contemplating the purchase of a Porsche 911 Turbo or Audi R8 V10 then the McLaren 570S coupe should be on your shortlist of potential alternatives. Technically, the McLaren 540C is the entry level McLaren, but frankly, the 570S is better and worth the premium. You can also opt for the McLaren GT and if you drive long miles on the highway, the 570GT with its more compliant ride may be the wiser choice than the 570S, but for everybody else we recommend the 570S Coupe as the best entry level McLaren. The 570S Spider is also great, but we just find the coupe a better all around proposition.

While this is the entry-level McLaren you still get a carbon fiber tub and a twin-turbocharged 3.8-litre V8 driving the rear wheels through a seven-speed dual-clutch automatic gearbox. We are talking 562 hp and 443 lb-ft of torque, so it is fair to say “entry level my a**”. This is a bonafide supercar in terms of firepower and performance.

How is the 570S different than the more expensive 720S? Instead of composite bodywork, the 570S has an aluminium structure and body parts. Instead of the advanced linked hydraulic suspension system, the 570S gets regular anti-roll bars. There are also no active aerodynamics on the 570S either. The 570S does get its own Active Dynamics system, allowing you to pick driving modes that suit your mood.

Driving the McLaren 570S is fun. The ride is flat, taut and feedback is perfect. Normal mode is enjoyable and does a decent job of smoothing rough road surfaces. You could drive this car everyday and not feel like you need back surgery once a week. Grip is tremendous and with the 570S’ class-leading steering you always feel 100% in control. The car is never hyperactive or nervous, just always fluent, predictable, tactile and absorbing. The 570S is a real pleasure to drive both slow and fast but it is clearly more at home hammering through back roads on weekends than cruising on a highway. The non-stop pull of the twin-turbo V8 is addictive and it is more than enough (if you never drove a 720S you would never ask for more performance). Sure it doesn’t have the refinement of a 911 Turbo or the sound of a naturally aspirated Audi R8, but it has a driving experience that is unmatched at this price point and enough daily utility that I would choose it over the 911 and R8 all day long.

Best entry-level McLaren? Say hello to the 570S.

McLaren 600LTMcLaren 600LT

Best Driver’s McLaren & Track Day Special

McLaren 600LT

This is the car I would buy if I had to choose the best supercar on sale today. Forget the Pista, forget the Senna, I would buy the McLaren 600LT Coupe (yes the 600LT Spider is also awesome).

Based on the already highly impressive 570S, the LT adds power, cuts weight and puts a more uncompromising twist on driving dynamics. The 600LT gets the same 3.8-litre twin-turbo V8 and seven-speed dual-clutch as the 570S, but power increases from 562 bhp to 592 bhp and torque is up from 443 lb-ft to 457 lb-ft. Weight is also down about 220 pounds thanks to carbon seats, forged alloys, shorter top-exit exhausts and new carbon front splitter, rear diffuser and fixed rear wing. The new aero parts also increase downforce to 220 pounds at 155mph. Overall, the increase in power and weight loss means the 600LT has 474 bhp-per-tonne, 46 bhp more than the 570S on which it is based. Impressive.

Performance numbers as would expect are scintillating. The 600TL goes from a standstill to 60 mph in just 2.9 seconds, zero to 124 mph in 8.2sec to 124 mph and on to a top speed of 204 mph. The most impressive part of the 600LT is not the absurd straight-line numbers either, it is the way that the 600LT goes about its performance. There is a precision and feel that comes from all the changes that just elevates the 570S-based chassis to another level of greatness. The steering, chassis and engine work together to create a spectacular drive. The whole experience is more raw than a base 570S. The acceleration is more intense, the car carries more grip in corners and the steering wheel has more feel. It is just perfect.

To be clear, this isn’t a daily driver. The 600LT is definitely a track-focused special edition car that does compromise daily comfort for thrilling performance. With its uncompromising chassis settings, the 600LT does feel less forgiving on a bumpy road, but in what little suspension travel it does have there is exceptionally well-judged damping. That means the car can feel busy over bumps and ridges, but never brittle or uncomfortable. On smoother roads, you’ll never give the car’s ride quality a second thought.
Capable of eye-watering performance it is deserving of the LT name and it is the best drivers car that McLaren makes today.

The 600LT is the perfect drivers car. If you love getting behind the wheel on an open road and hammering around for a few hours, then this is the car for you. It’s a revelation, calibrated just perfectly and with absurd levels of performance yet able to be enjoyed by regular drivers on normal roads. This is what cars are meant to be about. 

McLaren 720S CoupeMcLaren 720S Coupe

Best McLaren Supercar

McLaren 720S Coupe

The McLaren 720S isn’t just the best supercar that McLaren makes, it is the best supercar on sale today period. It beat the Ferrari 488 in multiple tests by reputable car magazines and that says a lot because the 488 is a masterpiece. The McLaren 720S is a more sensational supercar and easily the best of the current breed.

The 720S is an exotic for sure. It is a mid-engined, rear-wheel-drive supercar with an advanced carbon fiber chassis and a twin-turbocharged 4.0-liter V-8 that produces 710 horsepower and 568 lb-ft of torque. It also has the most advanced suspension system on the market. Called Proactive Chassis Control II it gets improved sensors combined with a hydraulically connected damper system that means there’s no need for anti-roll bars. It also has the awesomely named Variable Drift Control system that ummmm is great for sideways fun.

The McLaren 720S is a performance monster. Monumentally fast, it goes from 0 – 60 mph in just 2.8 seconds and onto a top speed of 212 mph. These are hypercar-like performance numbers and indeed, flooring a McLaren 720S on road or track is not that different than the McLaren P1. It isn’t just straight line speed either because the 720S has an uncanny ability to blend pointy and balanced handling with supple ride making the chassis a work of brilliance.

Superb ride and handling, crazy performance and everyday usability, no wonder Top Gear said the 720S was “Probably the single most accomplished supercar we’ve ever driven.”  Best supercar on sale today, bar none. 

McLaren GTMcLaren GT

Best McLaren for Daily Use

McLaren GT

Ok, so we are cheating a little bit here since we have yet to drive the McLaren GT and we have yet to read any reviews either. Given that McLaren has said the GT model was built with express purpose of delivering a better overall daily car that is more comfortable and luxurious, it is hard to imagine any other McLaren being better for daily use.

The car has a mid-engine 4.0-liter twin turbo V8 that makes 612 hp and 465 lb-ft of torque. McLaren has changed the way that power is delivered, making it different than the rest of the range in order to suit a GT-like driving experience. The car isn’t some plush boat though. It is still a McLaren and as such performance will be amazing. It can do 124 mph in nine seconds flat and has a top speed of 203 mph.

Physically, the GT is a bit longer and more elegant than the other models from the brand, creating more storage space and giving occupants a larger feeling cabin area. It sits up a little higher than the other supercars in McLaren’s lineup and offers segment-leading cabin refinement, according to the company. It also comes with a reasonably generous 14.8 cubic feet of cargo space. Add in the additional storage areas in the car and you have a combined total of over 20 cubic feet of cargo space. The infotainment system is new (thank goodness) and the interior has high-quality interior materials, including Nappa leather and Alcantara laid out in more of a luxurious manner than the rest of the range.

We think it is safe to say that the McLaren GT will be the best new McLaren for daily use on sale today.

McLaren SennaMcLaren Senna

Best Money No Object McLaren

McLaren Senna

McLaren claims this is the most extreme road car it’s ever built. It was designed to smash lap records and spend days destroying circuits lap after lap. Named after Formula 1 driver Ayrton Senna, the McLaren Senna is a track-focused hypercar.

The first time you see the Senna is can be a little jarring. It certainly isn’t the prettiest car in the world but it never was meant to. Every aspect of its design is focused on making it fast around a track. The Senna is all about aerodynamics – up to 1500 pounds of air pressing the mid-engined two-seater into the tarmac at 155 mph. It could produce more, but above that speed McLaren alter the wing angles to maximise acceleration.

It makes our list because it is in fact road legal and because it really is a stunning achievement by the team at McLaren. It develops 789 hp and 590 lb-ft of torque all deployed through the rear wheels via a seven-speed twin clutch gearbox. The sprints to 62mph is over in 2.8 seconds while 124mph comes up in just 6.8 seconds. To be fast on track a car needs to be both powerful and lightweight and the Senna is a relative lightweight, weighing just 2800 pounds with all fluids and fuel. All 500 units are already sold out though so you may need to buy one second hand if you really want one.

McLaren 720S SpiderMcLaren 720S Spider

Best New McLaren – Overall Winner

McLaren 720S Spider

If your only criteria is simply, “I want the absolute best new McLaren for all conditions and driving needs” then you cannot go past the McLaren 720S Spider. I would personally buy the McLaren 600LT but that is because I am willing to live with the compromises of a track-focused car and all the rough-edges that come with a hardcore car driven on normal roads. I am also only going to drive the car once or twice a month based on my crazy schedule so those issues come up less of the time.

For everybody else, you should buy the 720S Spider. I  guarantee that anybody who buys it will be happy. It does everything exceptionally well. In fact, the 720S Spider does everything the 720S coupe does but with the added benefit of getting a tan and some fresh air when it is sunny outside.

The McLaren 720S is a sensational supercar, easily the best of the current breed. It has a twin-turbocharged 4.0-liter V-8 that produces 710 horsepower and 568 lb-ft of torque. We said it was the best supercar on sale today, bar none. It is.

Sure, the Spider weighs about 300 pounds more than the coupe, but this is a car with 710hp – you are not going to be able to feel the performance differences (the Spider is 0.1 seconds slower to 124 mph versus the coupe) . The roof has cool electric motors which means it takes just 11 seconds from open to close (and vice versa) and can be operated up to 31 mph.

The 720s Spider is a great daily driver too. Sure, the GT is more luxurious and has some more space. But, the 720S has McLaren’s special hydraulic cross-linked variable dampers and they work like magic. They make the 720S Spider ride like a luxury car over bumps and rough roads. It is uncanny in its ability to make a supercar feel like a regular luxury car, delivering a remarkable ride: flat, yet amazingly supple.

From a performance perspective it can destroy anything else on the road. Sure the Senna is faster but you can’t drive a Senna to get groceries. The 720S can be driven to work and hammered on back roads on weekends. It handles amazingly well, it has so much punch in any gear that it is legitimately scary in a great way. The performance is absolutely astonishing. The open top makes it feel more liberating and more immersive than the coupe. The 720S Spider has been so well calibrated, is so clear, clean and faithful in its responses that you have utter confidence in its manners. The steering is the best of any supercar. 

Out of this world performance, stunning looks, advanced technology and most importantly tons of soul. The best new McLaren for sale today is the McLaren 720S Spider

The New Dendrobium D-1 Electric Hypercar Prototype Broke Cover at Le Mans

An Updated Version of the Car

The car that was shown off at the 2019 24 Hours of Le Mans by the British company Dendrobium started its design life at Vanda Electrics. According to Motor Authority, Dendrobium took over the project from that company and moved its design and development along. The car was presented as a concept at the 2017 Geneva Motor Show. From there Dendrobium decided to continue to work on it. Now it has a prototype, which is the car it brought to Le Mans. The Dendrobium D-1 is getting closer to being a production car. 

The car’s specifications are impressive. Also, Dendrobium got serious and brought aboard McLaren F1 designer Peter Stevens to help craft and fine-tune the car’s aerodynamics. That is likely a smart move because with power output numbers like this car has, you’ll want an aerodynamic vehicle. The company also put on Michelin Pilot Sport Cup 2R to ensure that power was being properly utilized. 

In terms of powertrain, there are two electric motors. The company has one at each axle. The combined power output is 1,800 horsepower and 1,475 lb-ft of torque. That’s an insane amount of power and Dendrobium states that it translates to a 0-60 mph time of just 2.7 seconds and a top speed over 200 mph. 

Not all of the car’s specifics have been revealed. Range, for example, is still a question and some of the finer points of the powertrain are still shrouded in secrecy. The company has a similar business plan to Rimac, which seems to have worked out well for the Croatian company, and could help Dendrobium become a serious force to be reckoned with. 

Toyota’s TS050 Hybrids Achieve a One-Two Finish at 24 Hours of Le Mans

A Repeat Win for Toyota

The 24 Hours of Le Mans race for 2019 was not without its drama, but the end result was one that was expected. Toyota managed to come away with a one-two finish, and its second win of the race. This was in part thanks to the team’s hard work, partly due to the superb talent of its team of drivers, and partly due to the GAZOO Racing TS050 Hybrid cars. 

Despite this, the #8 car, which actually won, was not the expected car to win. The #7 car was the in the lead for most of the race and it only slipped to second place after some issues with flat tires. This led to the car having to pit twice and that made room for the #8 car to take the lead. 

TS050 HybridTS050 Hybrid

Despite the kerfuffle at the end of the race, Toyota came out on top. Being that it was the only major automaker to compete in the LMP1 class, this was really not a huge surprise. We shouldn’t let that take much away from the Toyota team, though. It was a worthy win, and the TS050 Hybrid cars are true track beasts. 

The TS050 is a prototype racing car that utilizes a 2.4-liter bi-turbo V6 hybrid powertrain to rocket around the racetrack. It uses a seven-speed sequential gearbox to get that power down to the track. The powertrain makes around 1,000 hp, which was plenty to secure the car and its drivers the win in 2018 and now in 2019. 

1967 Jaguar Pirana

Think of countries that excel in the field of sports cars and no doubt you’ll come up with Italy and Britain. Between these two troublemakers, so much iconic cars has flown off the road. Most notably, you have the collaboration between Aston Martin and Zagato. But today we’re taking a look at something far more overlooked.

Suffice it to say that this isn’t a really well-known design, though it would go on to heavily influence none other than Lamborghini’s Espada grand tourer. We’re talking, of course, about the 1967 Jaguar Pirana, which took the E-Type and paired it with Bertone’s long, low bodywork for a truly one-of-a-kind profile.

Responsible for the aesthetic, too, is no other than legend Marcello Gandini. As such, the car sports a semi-monocoque design that prioritizes luxury over the lightweight, racing-centric profile typical of E-Type units. For a beastly ride such as this, you might think it odd that the Daily Telegraph, a publication, commissioned this one. It debuted at the 1967 London Motor Show, polarizing purists of the E-Type. But, of course, it wowed those with an eye for innovation.

A lot of folks would go on to pursue their own commissions. As such, the Priana underwent several modifications. There’s a manual transmission variant. And an automatic. There’s a two-seater, too. Plus a 2+2 GT version. But here, now, it’s in its original specification, nostalgic glory all intact.

Unfortunately, the 1967 Jaguar Pirana didn’t proceed and stayed, sadly, a one-off. However, Gandini would use many of the concepts here on the production of Espada in 1968.


Photos courtesy of RM Sotheby’s

10 New Cars You Can Buy for Massive Savings Right Now

Car sales declined in the first quarter of 2019, and as a result, there are deals to be had all across the land. Some of America’s best (and best-selling cars) have been loaded up with incentives to help dealers move them and keep. Other vehicles suffer from substantial inventory backlogs, making dealers desperate to clear them from the books.

Regardless of the why, the end result is the same: good cars at good prices. Here are 10 models on sale right that you can find on sale for a great deal below the usual asking price.

(Note: All deals were currently valid at the time this article was posted; however, they are obviously subject to change.)

Chevrolet Corvette

Chevy will launch the new mid-engine eighth-generation Corvette later this year. As a consequence, sales for the outgoing C7-gen Corvette have slowed. However, GM needs to keep production going to avoid plant closures, and dealers must accept C7 Corvettes to maintain their allotments for the C8. That’s left a backlog of thousands of C7 Corvettes that need homes. 

You won’t score a sick deal on a ZR1, but lower trims are going for 10 percent off MSRP or more. It helps to look for dealers specializing in Corvettes that are leveraged with a lot of inventory. This dealer in Atlanta, for instance, has more than 30 2019 Corvettes on sale listed for $10,000 or more under MSRP.

Ford F-150

The F-150 is America’s best-selling vehicle. Ford intends it to remain that way. As such, Ford is offering a dizzying array of incentives to send you home with an F-150.

At one sample dealership — Varsity Ford in Ann Arbor, for example — Ford knocks off a few thousand dollars off MSRP. A Ford Credit incentive takes out an additional $750. Then there are conditional offers, such as the unambiguously named “Silverado, Sierra, and Ram Competitive Conquest Bonus Cash.” There’s also 0% APR financing for 72 months.

Don’t get your hopes up for a discounted Raptor, though. They’re still going for the sticker price.

Jeep Wrangler


The Wrangler had a record sales year in 2018 with the launch of the JL generation. But Jeep knew that, and cranked them out in droves — even more than they needed, as it turned out. As a result, there are a substantial number of new 2018 JL Wranglers still out there, enough for Jeep to offer a national incentive. More aggressive dealerships have been offering around $9,000 off on 2018 models. You’re even starting to see dealers, such as this one in Cleveland, offer dealer discounts in the $2,000 range on 2019 models. Keep an eye on  Wrangler in the coming months, too; deals may get even better, what with the Gladiator and its super cheap lease deals about to cut into its market. 

GMC Sierra Denali

The Sierra Denali may be the glimmering luxury yacht of the full-size truck segment. It has the fancy MultiPro tailgate and can be optioned with a carbon fiber bed, among other bells and whistles. Judging from dealer prices, you can win the Home Depot parking lot battle for far less than the sticker price would indicate. GM financing throws in significant incentives; dealers are adding further incentives and perks like lifetime powertrain coverage on top of that. Dealerships in the Detroit area were knocking down Denali prices by $7,000 or so during a recent check. But, dealers in Lexington, Kentucky and Denver had combined discounts north of $10,000 on Denali trims. (And in case you like your pickups less glitzy, there are similar discounts on its off-road-oriented sibling, the AT4.)

Volvo XC90

Volvo’s three-row luxury SUV has been a consistently good seller for the brand. It’s in a hot segment, and it’s a well-regarded family vehicle. But XC90 sales dipped considerably in January and February 2019, so Volvo dealers appear primed to move some inventory — particularly the “Inscription” trim that can be optioned past $70,000. Dealers in Chicago and in Minneapolis have the occasional 2019 Inscription XC90 discounts in the $7,500 range, while a Detroit dealer has prices reduced by almost $10,000.

Ram 1500

The Ram 1500 overtook the Chevy Silverado for the title of second-best-selling American vehicle in the first quarter of 2019. It’s not hard to suspect that had less to do with gimmicky features and more to do with aggressive incentives knocking down the price. This Texas dealership has a combination of manufacturer rebates and dealer incentives knocking around $10,000 off the MSRP for Big Horn and Lone Star trim Crew Cabs. Another dealer in San Fernando, California is dropping prices on that trim below $30,000.

Ram has also kept the older-generation Ram 1500 in production as the discounted “2019 Ram Classic;” prices for that for a base model work truck can dip into the mid-$20K range.

Chevrolet Silverado

GM won’t give up the Silverado’s perennial silver medal to Ram without a fight. Chevy is offering substantial incentives to keep that market share. Base work truck prices are standing pat or being  modestly discounted, but Chevy is heavily incentivizing higher-level trims. At Husker Chevrolet in Lincoln, Nebraska, for example, LT-trim Silverados are getting around $5,000 or more in manufacturing and financing incentives from GM, with substantial dealer incentives on top pushing total savings north of $12,000. Chevy was also matching Ford’s 0% percent APR financing for 72 months. Farther south, this Texas dealer is offering about $10K off LT Texas Edition trim Silverados.

Fiat 124 Spider

Fiat’s American foray has not gone to plan, and one big casualty has been the 124 Spider. The concept should work — it’s a Miata restyled by Italians — but in practice, the 124 Spider has been America’s least favorite car, and suffers from a massive dealer backlog. Fiat dealers are coming as close to giving away 124 Spiders as possible. Skip the 2019s, if any even exist, and go right for the new 2018s that have been sitting on the lot for a year. At one Fiat dealer in suburban Detroit, you can get a fully loaded Abarth version with a stick for $27,750, 27 percent under MSRP. You can get a manual Classica with the same 1.4-liter engine for less than $20,000. 

Buick Enclave

For whatever reason, Buick’s latest model push hasn’t quite caught on with the U.S. market. We reviewed the pleasant-to-drive Buick Enclave Avenir, one of the many GM vehicles vying for a share of the luxury three-row SUV pie, last summer; our main issue, beyond the rear visibility, was paying $60,000 for a Buick.

It turns out you probably won’t have to do that. Buick offers a $4,500 cash back offer on the 2019 Enclave. With dealer incentives, you can knock $8,000-9,000 off the price. A dealership in Scottsdale, Arizona has Enclave Avenir models listed at or below $50,000. Lower trim 2018 models can come with even bigger discounts and 0% APR deals.  

Mitsubishi Outlander

Mitsubishi has a reputation for loading their cars with incentives to target buyers on a budget. That makes it hard for the brand to branch out into new, more profitable categories…but it works out well for people looking for bargains. The Mitsubishi Outlander looks like any old compact crossover, which is what many people want. You can get one for relatively little money; Mitsubishi has been offering factory incentives in the $2,000-$3,000 range, and dealers have been topping that. This Tampa dealership is offering Outlanders for about $5-6K off MSRP — quite significant on a car under $30,000. And a Houston Mitsubishi dealer is selling base ES models for $19,999.

Note: Purchasing products through our links may earn us a portion of the sale, which supports our editorial team’s mission. Learn more here.

Bugatti Chiron Centuria

If someone thinks the Bugatti Chiron needs more retooling, they’re simply crazy. Yet that’s exactly the headspace Mansory needed to be in when it built this Bugatti Chiron Centuria, which is unbelievably more formidable than its base inspiration.

A listing for the car popped up Monday on the German tuning company’s website. The mod marks the first time anyone has dared to modify the Chrino, on its own already a pretty beastly affair. But as you know in the world of cars, the best is a peak not a plateau. Mansory knew the Bugatti Chiron set a high bar. So it moved that bar even further.

In all fairness, Mansory has the credentials to back it up. It’s been renovating Bugatti cars since 2009. And here’s how it describes itself:

“No other company can boast more experience in individualization of these million-dollar luxury sports cars than the team around company founder and designer Kourosh Mansory.”

You get the idea. As of this time, it’s not exactly clear if Mansory touched the ride’s 1,500 horsepower, 8-liter, W-16 engine. It did, however, redo the exterior. On top of a new Centuria blue paint job, the supercar now boasts bespoke carbon-fiber body panels, new side skirts, and a diffuser. It’s also got a redesigned wing, which will apparently improve the car’s aerodynamics.

Mansory also added larger intake inlets on the hood for better engine cooling. There’s a special exhaust and fully forged alloy wheels as well, complete with a turbine design and a carbon-fiber finish.

Now, on to the big question — how much?

Well, you can get the Bugatti Chiron Centuria for a cool Centuria for $4.8 million.


Photos courtesy of Mansory

Supercars.Net’s Comprehensive Guide To The 2019 Porsche 911 Speedster


It has already been a few months since the ascension of the 992 Porsche 911, yet the swan song for the previous-generation 991 is only just beginning its chorus. Starring the 2019 Porsche 911 Speedster, the grand finale for the now outgone iteration is a celebration of both milestones and achievements.

The new Speedster was first unveiled as a concept during the Goodwood Festival of Speed in July 2018 – a time which also coincided with the 70th anniversary of Porsche sports cars – where they had described the philosophy behind the Speedster as simply, “a pure driving experience”. Fast forward to April 2019, where Porsche had officially green-lighted production of the Speedster at the New York Auto Show.

The Porsche 911 Speedster is the beneficiary of Stuttgart’s latest fixings, while also serving as a throwback to the Porsche 356 – the very first Speedster model. This schematic has forged a 911 with a silhouette based on the 4S Cabriolet body, carbon fibre bits borrowed off the 911 R, and front and rear bumpers from the GT3 Touring. That is not to say that there aren’t any unique offerings on the Speedster, with its shorter, more inclined windshield frame and lower fly-line being amongst its exclusive features.

As originally advertised, the car is powered by the same 4.0L, naturally aspirated, 9000 rpm unit used in the 991.2 GT3; for good measure, Porsche has kindly gone and wrung an extra 10-horsepower out of it too, just for the Speedster. They’ve also done nothing to disappoint the purists, with the same brilliant 6-speed manual transmission – offered in some 991.2 GT3 examples – mated to this legendary flat-6 boxer engine.

With just 1,948* units to be produced, the 2019 Porsche 911 Speedster is a car in its own right. It will be extremely rare. It will be undeniably unique. And with a price starting at $277,000 USD, it will be lavishly expensive.   

But most importantly, the Speedster is everything – that was, is and will be – wonderful about the Porsche 911.

*an homage to the first year that Porsche began to produce sports cars, and hence its 70th anniversary in 2018

Engine & Performance

At the heart of the Porsche 911 Speedster is a slightly tweaked version of the most current 911 GT3 engine, which now produces 502-horsepower @ 8,400 rpm and 346 lb-ft of torque @ 6,250 rpm.

The Speedster’s engine is able to extract an additional 10-horsepower from the GT3 unit, with the help of bolstered fuel injectors. Specially designed individual throttle bodies improve the engine response of the already pedal-happy 9,000 rpm redline, naturally aspirated power plant. Porsche claims that this engine is the most refined, most efficient and best performing version to come from the GT3 family.

Delivering power to the rear wheels is a 6-speed manual transmission, which like the engine, is also borrowed from the most recent iteration of the 991 GT3. This is the only transmission option available, as the manual gearbox is preferred by Porsche over the technically superior PDK in favour of a more tactile driving experience. While banging through the gears will never be as efficient as what the dual-clutch system delivers, this manual transmission is as precise and smooth as one can get; an absolute pleasure to drive with.

Overall the numbers are ultimately impressive, especially considering the Speedster’s relative lack of modern enhancements that seem to be part and parcel of what is required to make a fast car these days. The Porsche 911 Speedster is able to sprint from 0-60 mph in just 3.8 seconds – all in the absence of turbochargers, all-wheel-drive and a dual-clutch transmission.

Chassis & Handling

The Porsche 911 Speedster shares an array of suspension and handling components with the GT3 and 911 R which includes a fine-tuned adjustable sports suspension, torque vectoring system, and four-wheel steering. Overall, the Speedster sits about 5 millimetres higher off the ground than its compatriots and its spring rates offer more refinement and ride quality.

Compared to its donors, the Speedster is clearly and deliberately set up to focus more on driving pleasure rather than Nurburgring (or any other track, for that matter) lap times. The carbon ceramic brakes – 410 mm vented/perforated discs up front, 390 mm in the rear – also utilize softer compounds in favour of more user-friendly modulation and improved urbanity. The car meets the road with a set of 20” Michelin Pilot Sport Cup 2 tires, which provide plenty of street-legal grip.

The first public test-drives of the Speedster took place along the winding country roads in Sardinia. The Speedster negotiated the often rough and uneven Italian terrains with absolute confidence; not only with its performance, but also its comfort and the peace-of-mind it provided the driver. The aforementioned suspension tweaks allowed the car to glide smoothly over imperfections without having to worry about scraping the undercarriage, or chipping a tooth while hopping over jarring surfaces.

Thanks in huge part to the talismanic three-pedal, 6-speed manual transmission, the Speedster feels as raw, connected and spirited as a 911 could possibly be. Minimalism is not lost on the rest of the car either, and to good effect, with a button-free steering wheel, short-shifting gear lever, and relatively spartan interior further emphasizing driving purity at its pinnacle. The Speedster still comes standard with stability control and traction control, but these can be dialed down for drivers who wish to induce a higher degree of rear slip angle, with a simple push of the “ESC OFF” switch.     

The Speedster delivers a masterclass all-around performance of 911-awesomeness, and truly is as Porsche had set it out to be – a “pure driving experience”. At the end of the day, the car should not be mistaken as a docile or watered-down version of a GT-line car, because that is simply not the case. It is just as engaging and visceral as any of the cars it is based on, with just the right amount of elegance added to make it perhaps even more appealing than the others.

Design, Styling & Interior

Aside from the aggregate of undertones which make it undeniably-911, the Speedster was designed to be different from anything else that Porsche has ever made. Most notable is essentially what gives the Speedster its name; the manual-folding, weatherproof soft-top which stores under a distinctive clamshell tonneau behind the driver. To further accommodate the design, the windshield inclines at a sharper angle while the side windows become more stocky at full extension. This gives the Speedster the lower fly-line that is attributed to its previous iterations, which becomes all the more distinguishable once seated inside the cabin.

The interior does nothing to detract from the overall design elements of the Speedster, with simplicity and function taking precedence over luxury and convenience. There is no lack of driver-focused comforts provided by amenities such as the snug, perfectly bolstered sport bucket seats and ideally-located controls; however, normally expected refinements such as door handles and PCM/climate control are replaced with door straps, or in the latter case, nothing at all.

As expected from a limited-edition Porsche, there is hardly a lack of finer details even in a spartan interior. As an option, the standard black leather interior can be complemented with red stitching, as well as having the “Speedster” designation imprinted in the headrests. This option also includes red door straps and the GT Sport steering wheel with a red centre marker. Many of the interior panels are made from carbon fibre.

Buyers who opt for the most extreme option – known as the Heritage Design Package – will get a silver and white two-tone paint job (similar to the concept), and a special livery which includes door numbers and Porsche decals on the side of the car. Also as part of the package, the brake calipers are painted black and the wheels are finished in an exclusive platinum satin finish. Cognac leather also replaces the standard black leather; and to ensure the exclusivity of it all really hits the mark, is a custom Speedster-inspired Porsche Design chronograph made specially for the lucky new owner.

Pricing gets

So here’s where things get a bit crazy but in a less than surprising fashion, really. With production numbers capped at just 1,948, the Speedster will be – for lack of a better term – ‘appropriately priced’.  This means that it won’t come cheap, and with an MSRP starting at $274,500 USD, the Speedster is about twice the cost of the GT3 on which it is based, and nearly the same price as the GT2 RS; and this is without any of the options added, which will send the price well north of $300,000 USD.

Dealers began filling orders on May 7, 2019, and with the entire allocation rumored to be already spoken for, all examples should be in the hands of their new owners by the end of this year.

Performance & Specifications Summary

Model & Price Info

Make Porsche
Model 911
Generation 991
Sub-Model Speedster
Car type Convertible
Category Limited Series Production Car
Built At Zuffenhausen, Germany
Introduced 2019
Base Price (US) $274,500
Units built 1,948

Chassis, Suspension & Powertrain

Curb Weight 1,465 kg (3,230 lbs)
Layout Rear-engined, rear-wheel drive
Body / Frame Aluminum-steel composite monocoque, carbon fiber elements
Suspension (F) MacPherson strut suspension with lightweight springs (including helper springs), anti-roll bar, fully ball-jointed mountings
Suspension (R) Multi-link axle with lightweight springs (including helper springs), anti-roll bar, fully ball-jointed mountings
Steering Electro-hydraulic; power-assisted
Brakes Carbon Ceramic Discs (410 mm front; 390mm rear); Aluminum Calipers (6-piston front; 4-piston rear)
Tires Michelin Pilot Sport Cup 2
Transmission 6-Speed Manual

Engine & Output

Engine Flat-6
Displacement (Litres) 4.0L
Position Boxer, 90°
Aspiration Naturally Aspirated
Power (hp) 502 hp @ 8,400 rpm
Power (hp) / litre 125.5 hp / litre
Power (hp) / weight 0.34 hp / kg
Torque 346 lb-ft @ 6,250 rpm
Average Fuel Consumption 13.8 L / 100 km (combined)

Performance, Acceleration & Braking Stats

Top speed 193 mph
0 – 60 mph 3.8 s
0 – 62 mph 4.0 s
0 – 100 mph 8.0 s
0 – 125 mph 12.2 s
¼ mile (standing) 11.7 s
124 mph – 0 TBD
62 mph – 0 TBD

Gallery & Videos

Image Gallery

The Speedster sets itself apart from any other 911 ever made, thanks to Porsche’s modern take on a classic, and sure-to-be timeless design. Reminiscent of the circa 1948 Porsche 356 “No. 1” Roadster, the soft-top compartment lid with its double-bubble shell case is the aesthetic landmark of this very limited edition vehicle.

In my opinion, the Porsche 911 Speedster is an interesting concoction of extroversion, uncanniness and classic design elements – the formula for an ideal balance of function and form – that makes for a car worthy to represent all that is good about the 911 and by extension, the Porsche brand as a whole.

Video Review Gallery

Here are some YouTube video reviews from some of my favorite car reviewers and auto personalities. All of them provide feedback from an “everyday guy” perspective – but aren’t afraid to thrash the car around a racetrack when given the opportunity – providing commentary that is both technical and easy to absorb.

Carfection’s Henry Catchpole provides a wonderful review of the Speedster while driving through the winding roads of Sardinia, starting off with a warm-felt tribute to the 356.

[embedded content]Next, Tony Crawford, Founder of, gives his down-under take on the Speedster. Though he admits to not being a 911-phile to begin with, Tony is unapologetically swooning over the Speedster while he rows through its gears throughout the video.

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The team at Netherlands-based AutoWeek, put together this comprehensive vlog chronicling their experience with the Speedster. The subject matter technical, and the imagery is engaging.

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Last but not least is Porsche’s official cinematic for the car.

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Original Press Release

New 911 Speedster goes into production

05/07/2019 | The 911 Speedster already caused a sensation when it was presented as a concept vehicle. Now Porsche is putting the open-top two seater into production.

The 911 Speedster combines the aspiration of a puristic, driver-oriented vehicle with motor sports technology suitable for everyday use. The 911 R (2016) and 911 GT3 served as a basis for development. A high-revving 375 kW (510 PS; Fuel consumption combined 13.8 l/100 km; CO2 emissions combined 317 g/km) four-litre naturally aspirated boxer engine delivers an emotive sound experience in the cockpit. The six-speed GT transmission is shifted manually. Visually, the new Speedster establishes a bridge to its own history – to the forebear of all Porsche sports cars, the 356 “No. 1” Roadster from 1948. The limited edition of the new 911 Speedster is also reminiscent of this vehicle. Exactly 1,948 units will be manufactured from mid-2019 at the Porsche plant in Zuffenhausen, Germany.

As a concept vehicle, the 911 Speedster celebrated its world premiere in 2018 at the ceremony for the “70 Years of Porsche Sports Cars” anniversary in Zuffenhausen. Other public appearances followed at the Goodwood Festival of Speed, the Rennsport Reunion VI in Laguna Seca, California as well as the Paris Motor Show in October. Numerous Speedster elements that characterise the concept vehicle can now be found in the same or similar design on the series production model.

Taking centre stage is the aesthetically shaped convertible top compartment lid with its double-bubble streamliners – a quintessential feature of this sports car type ever since the 911 Speedster from 1988. It is the largest and most complex component to date that Porsche has used in a road model made of a single piece of carbon-fibre reinforced plastic. Two trim elements in the double bubbles make room for the roll-over protection system as need, included in the two-seater as a standard feature just like in the 911 Carrera Cabriolet.

A weight-saving roof structure replaces the basic tonneau cover of the concept vehicle. Despite its puristic design, the fabric convertible top is suitable for everyday use. Together with the shortened window frames with their lowered cowl top panels and the smaller side windows, it gives the 911 Speedster its athletic profile. The excitingly low fly line already characterised historic designs such as the Porsche 356 Speedster from 1954.

The convertible top takes no effort to operate: the central locking hook at the windscreen frame and both the side fins of the fabric roof are released at the push of a button. The large rear lid made from lightweight carbon fibre is electrically unlocked and slides back a short distance, is then positioned by hand and makes room for the fabric roof, which folds into a Z shape behind the front seats. The cover can then be closed again effortlessly once the roof has folded into position. The roof is closed again in the same way – only the roof fins on the left and right of the streamliners have to be pressed by hand into their holders until they perceptibly engage.

Rear spoiler and rear apron of the 911 GT3 Touring

Lightweight design also dictates other body components of the Speedster. The carbon-fibre composite bonnet – which weighs in two kilograms lighter than on the 911 GT3 – and the carbon-fibre composite wings are originate from the 911 R. The front apron was borrowed from the GT3, but the front spoiler lip is a completely new development. Instead of the Talbot mirrors used on the concept vehicle, the production version of the new Speedster features electrically adjustable and heated Sport Design exterior mirrors. The extending, aerodynamically tuned rear spoiler and rear apron have been adopted from the 911 GT3 Touring for the Speedster.

The interior is characterised by black leather elements for the side bolsters and head restraints of the carbon-fibre composite full-bucket seats, the armrests in the door trims and the shortened gear lever. The centre panels of the seats are upholstered in perforated leather, while the lightweight door panels with black door pulls and stowage nets reduce the overall weight.

“Speedster” logos adorn the head restraints and the visible carbon door sills as well as the central rev counter. Like the other instruments, it has black dials with white needles as well as green digits and scales – features reminiscent of its famous forebear, the Porsche 356 Speedster. A limited-edition badge on the cross structure behind the front seats shows the serial number of the 911 Speedster, which is limited to just 1,948 units.

Porsche also optionally offers the new 911 Speedster with a Heritage Design package. Created by Style Porsche and implemented by Porsche Exclusive Manufaktur, this equipment version reinterprets classic elements from the 1950s and 1960s. This includes the interior colour scheme in Black and Cognac with golden details. Special “spears” paintwork in White for the front fascia and front wings is applied to the basic vehicle paintwork in GT Silver Metallic. Historic looking Motor sports decals for the doors and front lid complete the package. Owners can select their own maximum two-digit start numbers like shown in the photos. The Porsche crests and the gold-coloured logos correspond to the designs used in the 50s and 60s.

High-revving engine with 510 PS

The heart of the new Speedster is adopted from the 911 GT3. The naturally aspirated six-cylinder boxer engine with four-litre displacement is a pure GT engine. The peak power of 375 kW (510 PS) is reached at 8,400 rpm, with the maximum engine speed at 9,000 rpm. The engine delivers a maximum torque of 470 newton metres at 6,250 rpm. The new 911 Speedster accelerates from zero to 100 km/h in 4.0 seconds and reaches a top speed of 310 km/h.

Compared with the previous 911 GT3, the engine in the Speedster is fitted with two gasoline particulate filters (GPF) and complies with the emission standard Euro 6d TEMP EVAP-ISC (EU6 DG). However, the four-valve engine still manages ten PS more. This is due to improvements to detail such as the high-pressure fuel injectors with optimised spray pattern as well as a modified intake system with individual throttle valves, which enable a more spontaneous response to throttle commands. The newly developed lightweight stainless steel sports exhaust system weighs 10 kilograms less – including the two particulate filters.

Befitting its status as a driver’s car, Porsche only offers the 911 with a manual six-speed sports transmission. It features an auto-blip function which precisely and independently compensates differences in engine speed between the gears when downshifting through automatic throttle blips. Auto-blip can be activated at any time, in other words also independently from the chosen PASM (Porsche Active Suspension Management) variable damping system setting. A mechanical rear differential lock with asymmetric locking action rounds off sporty power transmission.

PORSCHE Infografic 911 Speedster ENPORSCHE Infografic 911 Speedster EN

The GT philosophy behind the new Speedster is also reflected in its chassis. With its sporty rear-axle steering and dynamic engine mounts, the chassis is based on the technology of the 911 GT3 and 911 R. Control systems such as Porsche Torque Vectoring (PTV), Porsche Stability Management (PSM) and PASM with sports tuning and lowering by 25 millimetres have been precisely adapted to the new requirements. The open-top two-seater runs on 20-inch forged Speedster alloy wheels with central locks. The standard equipment includes PCCB brakes (Porsche Ceramic Composite Brake) with internally vented and perforated ceramic composite brake discs.


Porsche Design Timepieces has also produced special chronographs for the new 911 Speedster, likewise limited in number to 1,948: the Porsche Design “911 Speedster chronograph” and the “911 Speedster Heritage Design chronograph” can be ordered exclusively by future owners of a new Speedster model at Porsche Centres around the world from May 2019.

Consumption data

911 Speedster: Fuel consumption combined 13.8 l/100 km; CO2emissions combined 317 g/km

Final Verdict

As my fellow colleague, Nick Dellis once remarked, “The world is full of armchair commentators when it comes to cars. At we have a number of journalists and automotive publications we rely on when we want to get unbiased opinions from people we admire.”

Below are snippets from some of our favorite car reviewers and automotive personalities regarding the Porsche 911 Speedster As always, we ask that you support the amazing publications they release, so that the automotive community continues to benefit from the hard work and enthusiasm they put into providing us with content that we love.

Autocar – “Porsche’s fabled GT-car division turns out the 991-generation lights in spectacular fashion” – 5/5


Richard Lane from Autocar is well-versed in Porsche nomenclature, and his review of the Speedster is both historically-centric and detail oriented.

Knowing what he knows, the Speedster was almost everything he expected – it didn’t surprise him one iota, as he remarked that “Given the ingredients, it doesn’t take a genius to work out that the Speedster must be mind-blowing on the road – and it is.”

On that same trajectory, there is no doubt that its price raises his brows somewhat. However, acknowledging all that the Speedster is set out to be, perhaps the perception of what money is gets distorted when in the realm of owning the car.

He ends off his review stating, “Were it our money, we wouldn’t hesitate, because finally Porsche knows exactly what its hip-high Speedster needs to be, and the result is breathtaking.”

The Good

  • Linear power delivery and incredible throttle response
  • Car remains rigid despite no fixed roof
  • Mechanical grip better than expected

The Bad

  • Interior feels smaller than it actually is, some visibility issues
  • Four-wheel steering system could be improved

More: Read full review

Car Magazine – “Icing on the cake” – 5/5

911 speedster911 speedster

Car Magazine’s Kyle Fortune was another one of the lucky journalists to take the Speedster for a drive in Sardinia, remarking that “It’s more about driving, and here it delivers, with mesmerising cross-country pace.”

Kyle is as infatuated as anyone else by the Speedster’s purity, even going as far as saying that “…it’s the sheer joy of the feel and feedback that make the Speedster stand out, even from the exquisite 911 R.”

His final verdict: “I want one”.

The Good

  • Ultimate driver’s car
  • Chassis uncorrupted by being roofless
  • Manual transmission is as precise and quick as they come

The Bad

  • All Speedsters have already been spoken for
  • Heritage Desig/n Pack not really worth the money

More: Read full review

Car Advice – “Does it get any better than this?” – 8.8/10

Porsche 911 SpeedsterPorsche 911 Speedster

Tony Crawford of Australian-based Car Advice is absolutely in love with the Speedster, but his pragmatism prevails when it comes to its price – and this is primarily what prevents him from giving the car closer to a 10-rating.

In his own words he summarises,

“It’s a hugely expensive car that is easily outpaced by lower-priced versions in the 911 range, and yet such a limited production run has ensured that all 1948 cars are already spoken for. And that’s by buyers that haven’t yet driven the car.

It clearly demonstrates just how low on the priority scale outright performance figures can be. In the end, the Speedster is a purebred road car and one of the most accomplished sports cars on the planet, as well as one of the most enjoyable cars ever from behind the wheel.

I never thought I’d ever say that about a 911 soft-top, but this car is a spectacular triumph in every regard bar its sky-high asking price.”

The Good

  • Six-speed manual mated to 4.0 flat-6 is a match made in heaven
  • Huge grip levels
  • Throttle response off the charts

The Bad

  • Huge price bump above a 911 GT3 Coupe
  • Racing-style bucket seats can get tiresome

More: Read full review

My Final Verdict – 4.5/5

Make no mistake that the Speedster is an absolutely fitting conclusion to the 991-generation, which by my accounts, has been the best overall iteration of the 911 so far. It truly does represent everything we have come to love, and will continue to love, about the Porsche 911.

We are now living in a time where emissions regulations heavily influence automakers’ outlooks and decision making. As a result, electric vehicles are beginning to stake claim in mainstream thought. While I am all for change and doing what is right for the future, the Speedster’s homage to how things used to be – and in an ideal world, how they could continue to be – brings a welcome smile to my face. The Speedster is truly a time capsule of what could end up being a defining era in human civilization.

The Porsche 911 Speedster is an ingenious amalgamation of the latest technologies on offer, and the more simple ingredients that have been a principle of driving enjoyment since the invention of automobiles. A 502-horsepower engine, without turbochargers. A modern transmission, with just one clutch. A state-of-the-art suspension and chassis, with an unsullied purity. The list goes on.

Perhaps the only drawback is that the Speedster’s rarity and price precludes any sense of being able to really relate with the car.  It feels like the car inhabits another plane of existence, and that seeing one in person seems unfathomable as I can only imagine them occupying spaces deep underground in private collections, shielded from the real world and the sands of time. Quoting myself earlier, ‘The Speedster is truly a time capsule…’, and this is a bit hard for me to get over.


McLaren 600LT Spider

Ferrari 488 Pista Spider

McLaren 720S Spider

Porsche 911 GT3

Porsche 911 Turbo S Cabriolet

The Best McLaren Cars of All Time

Updated: June 2019

We recently finished creating a guide to the current McLaren range as well as a full list of every McLaren ever made. As part of that process we were awed by some of the amazing cars that McLaren has produced over the years. It is even more impressive when you consider that McLaren Automotive has technically only been around since 2010. That was the year McLaren decided to give the whole production car manufacturing thing a real business. Prior to that there were a few cars like the stillborn McLaren M6GT, the mighty McLaren F1 and a collaboration with Mercedes-Benz in the form of the Mercedes-Benz McLaren SLR.

McLaren has a rich racing history and deep technical knowhow as a company. Despite some recent woes in Formula 1, this is a team (and company) that knows how to win races and knows how to innovate when it comes to high performance machines. I was personally surprised when the 12C was released in 2011. It was way better than I expected and to McLaren’s credit they did things their own way, without copying other carmakers. From the one-piece carbon fiber tub to their inhouse M838T 3.8 liter twin-turbo V8 engine and their innovative and unique hydraulic configuration suspension, McLaren came out of the gates swinging. 

They haven’t stopped since. In fact, the pace has increased with every passing year. Sure, many pundits argue that all of McLaren’s cars are basically the same these days, but screw them. It is hard to argue that a McLaren Senna and McLaren 570S are all that close in nature so I choose to cut McLaren some slack and let the folks in Woking keep cranking out new machines.

What I do know is that in the last decade McLaren has created some simply fantastic supercars and I expect that they will continue to do so as they execute on the ambitious product roadmap in coming years. With that in mind, lets celebrate the top McLaren models of all time so far. Here is to the McLaren icons, the recent best McLaren cars and to the ones yet to come. Enjoy.

McLaren F1McLaren F1

McLaren F1

Engine: 60 Degree V12 / Power: 627.1 bhp / Torque: 479.0 ft lbs / 0-60 mph: 3.2 sec / 0-100 mph: 6.7 sec / Top Speed: 240.1 mph

The McLaren F1 is the best supercar ever made. Its top speed of 240 mph puts much of even today’s supercar crowd to shame, and ergonomic features like the driver-centered, three-seat cockpit have rarely been seen since. Sure there are cars that are faster, but nobody did it the way the F1 did it. 

Originally a concept conceived by Gordon Murray, he convinced Ron Dennis to back the project and engaged Peter Stevens to design the exterior of the car. The McLaren F1 debuted in 1992. It was the cost-no-object approach to building a car and was such a leap ahead in almost every imaginable way that it changed way we think about supercars forever. 

The McLaren F1 was a clean-sheet design, with all components except the tail lamps built specifically for it. The guiding principle was efficiency. Thus it is compact, with body panels and understructure of featherweight carbon fiber, and virtually every mechanical component of aluminum or magnesium. The obsession with weight was the stuff of legend. The Kenwood stereo, the air conditioning and the gold-plated titanium tools were all designed by their manufacturers to specific weight specifications that Murray has asked for. Completely customized for the F1 and so light that most parts manufacturers at the time were not sure they could meet the targets. 

On 31 March 1998, Andy Wallace set the record for the fastest road car in the world, topping at 231 mph (372 km/h) with rev limiter on, and 242.95 mph (391 km/h) with rev limiter removed. Many still believe that with better gearing (inclusion of a 7th gear) the McLaren was capable of even higher speeds. Drivers who got the McLaren up to top speed said the car was still pulling and only gearing stopped them for achieving more.

Most people don’t know that the F1 had a great racing history. The 220-mph GTR competition version took first, third, fourth, and fifth overall against a slew of purpose-built racers and did so almost immediately after launching. It blew the competition away.  When production of the F1 ended in 1998, McLaren had given the world seven prototypes, seventy-two street-legal examples, and twenty-eight full-on race versions. The Sultan of Brunei owns eight or so, and untold numbers have been destroyed at the hands of over-exuberant owners.

McLaren 570S CoupeMcLaren 570S Coupe

McLaren 570S Coupe

Engine: 3.8L twin-turbo V8 / Power: 562 bhp / Torque: 443 lb-ft / 0-60 mph: 3.1 sec / 0-124 mph: 9.5 sec / Top Speed: 204 mph

This one is going to seem odd but let me explain. The McLaren 12C came along and showed that McLaren could be a very fast supercar. It was innovative, insanely fast and yet it was flawed. McLaren had some bugs to work out and they did just that with the 650S a few years later. That sold well and definitely set McLaren on the right path. BUT, it is the McLaren 570S Coupe that showed that McLaren can make an everyday supercar that competed with the Porsche 911 Turbo and that is just amazing. The local McLaren dealership by me says that he is up to his eyeballs in Porsche 911 Turbo trade-ins, people making the leap from Porsche to McLaren because of the 570S. 

The reason is simple. Ultimately this entry level McLaren is simply awesome. It offers a true sports car experience in a package you could live with every day. It is driver centric with epic performance. It is also perfectly positioned car in the range. It has more performance than you could ever need on the road. It is lightweight, has direct steering and tremendous dynamics and will destroy just about anything else on the road. What more could you want from a sports/super car? 

Learn more: McLaren 570S Coupe

McLaren 600LT

Engine: 3.8L twin-turbo V8 / Power: 592 bhp / Torque: 457 lb-ft / 0-60 mph: 2.9 sec / 0-124 mph: 8.2 sec / Top Speed: 204 mph

This is the car I would buy if I had to choose the best supercar on sale today. Forget the Pista, forget the Senna, I would buy the McLaren 600LT Coupe (yes the 600LT Spider is also awesome).

On paper, the limited-edition 600LT is the ultimate version of McLaren’s 570S/GT range. It uses a variation of 570S’ McLaren’s twin-turbo 3.8-liter V8, in this guise making 592 horsepower and 457 lb-ft of torque. It has a dual-clutch automatic transmission and is rear wheel drive. The handling is perfectly balanced and reassures you with its predictable nature with the ride a little firm due to its track nature approach. Standard carbon-ceramic brake discs, extensive carbon fiber and that massive wing let you know this is a limited edition car designed for the track. Capable of eye-watering performance it is deserving of the LT name.

The 600LT is the perfect drivers car. If you love getting behind the wheel on an open road and hammering around for a few hours, then this is the car for you. It’s a revelation, calibrated just perfectly and with absurd levels of performance yet able to be enjoyed by regular drivers on normal roads. This is what cars are meant to be about. Future classic and the best car McLaren currently makes.   

Learn more: McLaren 600LT

McLaren 720S

Engine: 4.0 L twin-turbo V8 / Power: 710 bhp / Torque: 568 lb-ft / 0-60 mph: 2.9 sec / 0-124 mph: 7.8 sec / Top Speed: 212 mph

The McLaren 12C never really worried the guys at Ferrari. Sure it was fast and smooth and had some cool tech, but ultimately it lacked the soul of a Ferrari and most supercar armchair critics panned it as a great attempt but ultimately not quite there. McLaren quickly made improvements and launched the 650S and that went some way to helping McLaren in the supercar bragging rights. But it is this, the McLaren 720S and 720S Spider that finally did it. McLaren built a supercar that was the best in the world. Out of this world performance, stunning looks, advanced technology and most importantly it has tons of soul. Better than the Ferrari 488? You betcha. 

The McLaren 720S is a sensational supercar, easily the best of the current breed. It has a twin-turbocharged 4.0-liter V-8 that produces 710 horsepower and 568 lb-ft of torque. Monumentally fast, great steering and perfect high-speed balance. Top Gear said it best when they said the 720S was “Probably the single most accomplished supercar we’ve ever driven.” Best supercar on sale today, bar none. 

McLaren SennaMcLaren Senna

McLaren Senna

Engine: 4.0 L twin-turbo V8 / Power: 789 bhp / Torque: 590 lb-ft / 0-60 mph: 2.8 sec / 0-124 mph: 6.8 sec / Top Speed: 211 mph

McLaren claims this is the most extreme road car it’s ever built. It was designed to smash lap records and spend days destroying circuits lap after lap. Named after Formula 1 driver Ayrton Senna, the McLaren Senna is a track-focused hypercar.

The first time you see the Senna is can be a little jarring. It certainly isn’t the prettiest car in the world but it never was meant to. Every aspect of its design is focused on making it fast around a track. The Senna is all about aerodynamics – up to 1500 pounds of air pressing the mid-engined two-seater into the tarmac at 155 mph. It could produce more, but above that speed McLaren alter the wing angles to maximise acceleration.

It makes our list because it is in fact road legal and because it really is a stunning achievement by the team at McLaren. It develops 789 hp and 590 lb-ft of torque all deployed through the rear wheels via a seven-speed twin clutch gearbox. The sprints to 62mph is over in 2.8 seconds while 124mph comes up in just 6.8 seconds. To be fast on track a car needs to be both powerful and lightweight and the Senna is a relative lightweight, weighing just 2800 pounds with all fluids and fuel. All 500 units are already sold out. 

Learn More: McLaren Senna

McLaren 675LTMcLaren 675LT

McLaren 675LT

Engine: 3.8-liter twin-turbo V8 / Power: 666 bhp / Torque: 515 lb-ft / 0-60 mph: 2.9 sec
0-124 mph: 7.9 sec / Top Speed: 205 mph

The 675LT was McLaren’s answer to the Ferrari 458 Speciale, a harder, lighter, faster upgrade to the 650S. It is a track-focused supercar. . Track-focused but still absolutely scintillating on the road and nothing less than one of the greatest automotive experiences ever. Available as both a coupe and a spider the 657LT showed that McLaren could create the perfect package. Remember, this is a car from a time before the 600LT and before the Senna. McLaren had launched the 12C to great reviews, but it fell shorts in a few areas. To add injury to insult it seemed at first that McLaren was ignoring the feedback. They had built the 12C to be faster than any of the other supercars of the time, but it didn’t sound like a supercar and it wasn’t fun to drive, the electronic nannies and tuning of the chassis left people feeling it was too synthetic an experience. The 650S came along and was better than the 12C, but it was the 675LT that unleashed the McLaren beast.

Styling cues run from the extended carbon fibre front splitter, through an extended door blade and additional cooling intake, to the circular twin titanium exhaust pipes, giving a hint to the performance available for the most powerful and lightest model in the McLaren Super Series. The active ‘Longtail’ Airbrake is 50 percent bigger than the one fitted to the 650S yet, due its carbon fibre structure, is actually lighter. This is just one of the enhancements that add up to a dry weight of just 1,230kg.

More than 50 percent of parts have been changed in the 3.8-litre V8 engine to deliver increased levels of power, torque and driveability. Upgrades include new, more efficient turbos, detail design changes to the cylinder heads and exhaust manifolds, new camshaft and lightweight connecting rods, and a faster-flowing fuel pump and delivery system. These changes are so significant, that the engine unit receives a new, unique code – M838TL. The low weight, low inertia power unit produces, as the name suggests, a power output of 675PS and a power-to-weight ratio of 549PS per tonne.

The 675LT is as fully track-focused as it is road legal with around a third of parts modified to suit this purpose compared with the 650S Coupé and Spider that continue in production alongside it. Yet, like its iconic predecessor, the McLaren F1 GTR ‘Longtail’, from which the LT name is derived, this is a car that is as exciting to look at as it is to drive. It also embodies the key attributes of the ‘Longtail’ ethos targeting light weight, optimised aerodynamics, increased power, track-focused dynamics and driver engagement.

0-62 mph is over in 2.8 seconds, 0-124 mph in 7.9 seconds, the quarter mile in 10.5 seconds and a top speed of 205 mph. Wow. The way it gets there is what makes the 675LT special. The faster spooling twin-scroll turbochargers, lighter connecting rods, more aggressive camshafts and ECU tuning all combine to make the car more emotional and visceral driving experience. As Top Gear said when they first tested it, this is “nothing less than one of the greatest automotive experiences ever”.

Learn More: McLaren 675LT

McLaren P1McLaren P1

McLaren P1

Engine: 3.8 L twin-turbo V8 + electric motor / Power: 986 hp / Torque: 774 lb/ft / 0-60 mph: 2.8 sec
0-124 mph: 6.8 sec / Top Speed: 217 mph

This is the car that won the first Hybrid Hypercar War. Compared to the controllable yet vivacious characters of the cars it met when it emerged in production in 2013 – the Ferrari LaFerrari and Porsche 918 Spyder – the P1 delivered an altogether more sinister side, gaining it a reputation for having more of a bite. It was also a better performing, better handling and outright more aggressive car. Limited production run of 375, the P1 showed people that hybrid hypercars could be astonishing from a performance perspective. Cool electric motor handily fill in the torque hole left by turbo lag. One of the best ever.

The McLaren F1, released back in the nineties, was designed to be the most technically capable sports car of its era. It surpassed expectations, becoming the world’s fastest production car – a record it held for seven years until the Koenigsegg CCR and Bugatti Veyron overtook it. By that yardstick, the McLaren P1 had a lot to live up to as the F1’s spiritual predecessor at the top of the McLaren range. But McLaren, as a company, had changed a lot since the creation of the P1.

Given the focus on performance, it’s no surprise that McLaren allowed aerodynamics to define the overall design of the P1. The carbon fibre bodywork is draped over a monocoque chassis, with a fighter-jet inspired teardrop cockpit sloping up out of the bonnet to funnel air across the rear wing, helping create a distinctly mid-engined silhouette that reveals how tightly-packaged and honed the car is. Twin air vents up front hint at a venomous undertone to the P1, while an active rear spoiler provides F1 DRS-style aero advantages on the straights as well as acting as an air-brake. This rises in “Race Mode”, as the rest of the car hunkers down – creating an athletic stance and oozing menace.

The top speed may be below the F1 – an electronically limited 217 mph to the F1’s 240+mph VMax – but absolute maximum speed is not what P1 is about. A 1547 kg car with 903hp is not going to hang about off the line, and the P1 makes the dash from 0-62mph in 2.8 seconds. 186mph comes up in just 16.5 seconds from standstill. The P1’s` power comes mostly from a twin-turbo 3.8-litre V8 – the same as used across the McLaren range, but tweaked to output 727hp and 531 lb-ft of torque – combined with a lightweight and KERS-fed electric motor, that puts a further 176 hp and 192 lb ft at the driver’s disposal. That power reaches the rear wheels via seven-speed twin clutch gearbox.

Learn More: McLaren P1

McLaren F1 LMMcLaren F1 LM

McLaren F1 LM

Engine: BMW 70/2 60 Degree V12 / Power: 668.0 bhp  / Torque: 520.0 ft lbs / 0-60 mph: 2.9 sec
0-100 mph: 5 sec / Top Speed: 225 mph

I know we included the McLaren F1 already, but the McLaren F1 LM is sufficiently awesome in its own right that it deserves to be here too. First of all, the “LM” stands for Le Mans which is cool.

Second, the McLaren road car had basically gone to Le Mans and won, so Gordon Murray decided to make a road version with the kit from Le Mans. Brilliant idea that was not so straightforward. The parts from the race car included a ground-effects underbody, unique front bodywork, a rear diffuser and a carbon fiber rear wing engraved with the legend ‘GTR-24 Heures du Mans Winners 1995’. The wheels grew in width, and from 17in to 18in in diameter, while the gearbox contained racing-style straight-cut gears.

The LM was a monster. It could go from standstill to 100 mph in less than five seconds. 

From a performance perspective the changes lead to a big increase maximum downforce, up some 50 percent. It was almost 150 pounds lighter than the standard F1 and has better ventilation and cooling. Perhaps the biggest change came from the removal of the air restrictors which meant the LM had 668 horsepower at 8500 rpm vs the regular F1’s 627 hp. Torque was also up from 479 to 520 pound-feet at 4500 rpm. Top speed was unchanged, with Gordon Murray gearing the LM for fast acceleration and quick gear shifts with closer ratios. 

The McLaren F1 LM costs just over $1 million and only five will be built. All five were painted Papaya Orange.

Learn More: McLaren F1 LM

Mercedes-Benz SLR McLaren Stirling MossMercedes-Benz SLR McLaren Stirling Moss

Mercedes-Benz SLR McLaren Stirling Moss

Engine: Supercharge AMG V8 / Power: 641 bhp  / Torque: 605 ft lbs / 0-60 mph: 3.5 sec / Top Speed: 217.35 mph

We are counting this Mercedes-Benz and McLaren collaboration as an awesome McLaren car even though we know deep down that Mercedes-Benz probably did most of the work. It was the crowning glory to the highly successful SLR super sports car. We love how modern it was and just how uncompromisingly spectacular the car was. 

The SLR Stirling Moss had a supercharged V8 engine good for 650 hp. Standstill to 60 mph was over in less than 3.5 seconds. It was limited to just 75 units and cost a healthy 750,000 euros when announced in 2009. 

The SLR Stirling Moss sports an exciting, pronounced arrow-shaped form and is characterised by an elongated bonnet and a compact, muscular rear. As there is no windscreen, the exterior and interior flow smoothly into one. The bonnet also stretches from its striking tip right down into the interior, giving the vehicle body a distinctly sleek air. Even when standing still, the sports car radiates such dynamism that the observer immediately falls under its spell. The SLR Stirling Moss is the kind of high-calibre speedster coveted by the sporting gentry and enthusiasts alike. One of McLaren coolest models for sure. 

McLaren M12McLaren M12

McLaren M12

Engine: 6.4 L V8 / Power: 770 hp

Most people don’t know about the M12GT which was one of McLaren’s earliest road cars. It is very rate. The M12 was basically a road legal Can-Am car. Back in the late 1960s the M12 was McLaren’s customer car offered to privateers for the 1969 Can-Am season. Basically, it’s an upgraded version of the M6 chassis from two years earlier with a more aerodynamic body, and an 800-hp Chevy big block in the middle. That is what we consider a cool production car, something based on the M8As which successfully used to win the 1968 Can-Am season, as well as the M8Bs which the team were developing for 1969.

However, the M12s did not share everything from the M8 series. Instead, the monocoque chassis were actually based on the early M6 series initially developed in 1967. On top of this chassis, the aerodynamic bodywork of the M8A was added. The engine bays were specifically designed to house a Chevrolet V8 engine, but several customers opted for other manufacturers. All M12s were built by Trojan, rather than at McLaren’s racing headquarters

Several M12s were later modified by customers in order to cope with necessary demands. Many Can-Am M12 customers added larger rear wings for better downforce, in an attempt to keep up with competitors which had already done the same. Two M12s were imported to Japan by Toyota and received revised bodywork to allow better results at Japanese circuits as well as to fit company’s own V8 engine. 

McLaren M6GT

Engine: V8 / Power: 370 bhp / Torque: 370 ft lbs / 0-60 mph: 3.2 sec / 0-100 mph: 8 sec / Top Speed: 165 mph

In the late 1960s, company founder Bruce McLaren was inspired to build a road car the likes of which the world had never seen. Bruce McLaren’s vision for the M6GT is the genesis for all McLaren road cars.

Based on the latest race technology, the M6GT was superlight, blisteringly quick, confidence inspiring and safe. It would feature a closed cockpit, the running gear from a Can Am racecar. Three prototypes were produced, each capable of zero to 100 mph in eight seconds. Bruce even drove his car ever day which says a lot about how good it was. Bruce died in 1970 and with it so did the McLaren M6GT. Unfortunately, Bruce’s death and the FIA changing the rules governing homologation for the World Championship of Makes (now requiring manufacturers to complete a minimum of 50 production examples before a car could be considered) effectively killed off the project. Unable to meet the requirement at the time, the racing project was shelved and so was the production car.

Learn More: McLaren M6 GT

675 LTS Carbon675 LTS Carbon

MSO Carbon Series LT

I am including this limited edition (only 25 cars) MSO car because frankly I love the way it looks. The MSO team works their magic on a number of cars, but the limited production cars they create are some of my favorite McLaren’s.

Based on the 675LT Spider, the Carbon Series LT was produced in response to requests from McLaren customers captivated by the visual carbon fibre bodied McLaren P1. Staying true to the ‘Longtail’ ethos, the MSO Carbon Series LT was developed with a focus on light weight and optimised aerodynamic performance. Applying gloss carbon fibre to the entire body of the car further extends its appeal to bring a brutal beauty to the existing 675LT Spider body.

[2019 Edition] 11 Most Anticipated Hypercars and Supercars

2019 and 2020 are shaping up to be the best years ever in terms of the sheer number of new hypercars we will start to see on the road. Every decade or so we get a new breed of hypercars that hit the scene and it seems this year is the start of the next era.

The trio of the Ferrari LaFerrari, McLaren P1 and Porsche 918 were the previous kings of the hypercar world but that was back in 2013 and six years is a long time in automotive technology, particularly at the top end of the market. We decided to take a look at the most anticipated hypercars we can expect in the coming year or so to pump ourselves up. 

You have the two-seater Mercedes-AMG Project ONE that will literally transfer the latest and most efficient Formula 1 hybrid technology almost one to one from the track to the street for the first time ever. Given their success in F1 recently, this may be the fastest production car around a track we have ever seen. Of course the guys at Aston Martin and Red Bull beg to differ, telling us that their Aston Martin Valkyrie will be a pure race car and will be close to Le Mans level spec out of the gate. Ferrari of course also announced their new hypercar, a 989 hp plug-in hybrid with turbocharged 3.9-liter V8 paired to three electric motors. 

It isn’t just the traditional supercar and hypercar brands that have new supercars this year either. The electric only upstarts are challenging the incumbents with their all-electric hypercars and some pretty spectacular numbers. Tesla has their absurdly fast Roadster coming out while the much smaller Rimac is readying their 1,900+ hp Concept Two hypercar also. 

If you are looking for the ultimate in vehicle performance. If you want a limited edition hypercar or supercar that sits on top of the automotive world, then read on because our list of the eleven most anticipated upcoming hypercars should get you excited:

Koenigsegg JeskoKoenigsegg Jesko

Koenigsegg Jesko

The Koenigsegg’s Jesko comes with 1,600 hp and can do 300 mph according to Koenigsegg. There are two different versions of the car. Koenigsegg designed one for a high speed run to make the 300 mph, and one with some serious downforce for the racetrack. No matter the variant, you get a new carbon fiber and aluminum chassis, new suspension setup, redesigned engine, and a special gearbox. The car may be the successor to the Agera, but it’s all new. 

The car comes with a 5.0-liter twin-turbo V8. The company worked on the engine to make it more powerful and lighter than any other V8 it has produced. It’ll make 1,600 hp on E85 biofuel and 1,280 on regular gasoline. Torque numbers sit at 1,106 lb-ft. The car comes with a special 9-speed multi-clutch gearbox the company builds in-house.

Learn more: Koenigsegg Jesko

Tesla RoadsterTesla Roadster

Tesla Roadster

By now you have all heard about Tesla’s latest F**ck You to the established supercar makers with the announcement of its new Roaster, due in 2020.

It is the ultimate performance machine with insanely fast acceleration of 0 to 60 mph in just 1.9 seconds, 0 to 100 mph times of only 4.2 seconds and top speed north of 250 mph. This is for real.

Pininfarina BattistaPininfarina Battista

Pininfarina Battista

New electric hypercar is the first fruit of the contract with Rimac. Rimac is supplying the battery and drivetrain expertise and is also handling a lot of the software and hardware. The car looks like what you’d expect a hypercar from Pininfarina to look like. It’s all sweeping lines that have been aerodynamically designed and beautifully crafted. The Battista may be a brute when it comes to power, but its styling is downright elegant. The teardrop style cockpit, long sloping roof, and rear with its floating taillights is gorgeous. The Battista features an all-electric powertrain. The 120 kWh battery pack comes from Rimac, and that powers the four electric motors that have a combined output of 1,900 hp and 1,696 lb-ft of torque. It can do a 0 to 60 mph sprint in under two seconds and make it to a top speed of 217 mph. The car is also capable of traveling 280 miles per charge.

Learn more: Pininfarina Battista

Aston Martin ValkyrieAston Martin Valkyrie

Aston Martin Valkyrie

The most extreme car ever created when it is finished in 2020. It is basically an LMP1 lap time machine that works on the road too. With Red Bull Advanced Technologies begins the project and Cosworth developing the incredible V12 engine, Aston Martin has brought Rimac to supply the Valkyries high performance and lightweight hybrid battery system. Electric power will be vital to ensure drivability, but will also be called upon for a power boost, should 11,100 rpm and 6.5 liters be insufficient on their own.

Learn more: Aston Martin Valkyrie

Ferrari SF90 StradaleFerrari SF90 Stradale

Ferrari SF90 Stradale

It’s a stunning new hybrid supercar that offers 989 hp from a plug-in hybrid powertrain. It features a plug-in hybrid setup that utilizes a turbocharged 3.9-liter V8 paired to three electric motors. 

Two of those electric motors are mounted on the front axle and one is mounted between the engine and the gearbox. This setup with the V8 and electric motors makes the Ferrari good for a 2.5-second 0-60 mph time. The powertrain is the most powerful of any Ferrari and puts the SF90 Stradale atop the Ferrari lineup. 

The car also features an all-new chassis made of carbon fiber and aluminum. The sleek body panels and its aerodynamic shape help the model make a whopping 860 pounds of downforce at speed, and the whole profile of the car is extremely low so it can slash through the air at high speeds. It has a two-piece rear wing that comes from the company’s work in F1 racing.

Learn more: Ferrari SP90 Stradale

Aston Martin AM-RB 003Aston Martin AM-RB 003

Aston Martin AM-RB 003

The Aston Martin AM-RB 003, is the third of the mid-engine supercars Aston is working on. The company partnered with Red Bull Advanced Technologies to put together the car, much like it has with the Valkyrie. The car still borrows a lot of technology and performance principles from Formula 1 cars. However, it will be the most roadgoing version of an Aston mid-engine car yet. It will get a roomier cockpit than the other cars, more interior storage, a larger cargo area, and doors that make it easier to get in and out of the low-slung coupe. The vehicle gets a lightweight carbon fiber structure, carbon fiber bodywork, active aerodynamics, and Valkyrie-like styling. The powertrain for the model is a hybrid that utilizes a V6 engine and electric motors.

Learn more: Aston Martin AM-RB 003

McLaren SpeedtailMcLaren Speedtail

McLaren Speedtail

Meet the new Speedtail – an aptly-named addition to McLaren’s Ultimate Series. This limited-edition car, of which only 106 examples will be built, represents McLaren’s unyielding pursuit of top-speed. It will do 250+ mph, has over 1,000+ bhp and costs a whopping $2.2 million.

Its silhouette sweeps from the front of the car to the extended rear – a teardrop shape that is the key to its exceptional aerodynamics – with side accents that add an organic edge to its smooth profile. The front rims are enclosed – for maximum top-speed – while the rears remain exposed. The entire care oozes elegance, class, and barely-contained power that the lucky driver will be able to unleash.

McLaren has labeled the Speedtail a Hyper GT, which seems fitting given the excess of the car and its abilities. This is a car that’ll take you to 250mph.

Learn more: McLaren Speedtail

Aston Martin Vanquish NewAston Martin Vanquish New

Aston Martin Vanquish

The Aston Martin Vanquish will compete in the supercar market with the Ferrari F8 Tributo, Lamborghini Huracan EVO, and McLaren’s vehicles. The Vanquish is still a few years away from debuting, but when it does, it will be a force to be reckoned with. The car will feature an aluminum V6 engine paired with an electric motor. This hybrid powertrain will place it securely in the modern age and help it compete with the other big names in the supercar segment.

Gordon Murray Automotive T50Gordon Murray Automotive T50

Gordon Murray Automotive T50

We still don’t know much about the T50 but it is probably the most exciting car on this list. According to his website, the car will use a carbon fiber tub, a naturally aspirated V12 engine, a good-old-fashioned six-speed manual transmission, and be rear-wheel drive. The car will also seat three people. The driver will be front and center with the two passengers to either side. The car will begin production in 2022. Right now the car is in advanced stages of development. The vehicle is said to cost upwards of $2.5 million. Murray plans to only build 100 versions of the car, too, meaning it will be a rare model. The model is supposed to have the most advanced aerodynamics of any car and an unmatched power-to-weight ratio.

Mercedes-AMG Project OneMercedes-AMG Project One

Mercedes-AMG Project One

In case you missed the official unveiling of the new hypercar, the Project One has an F1-derived 1.6 liter V6 hybrid powertrain which gives it a total power output of over 1,000 hp and a maximum speed of over 217 mph. The hypercar also features an electric turbocharger, four electric motors and 11,000 rpm redline and an idle speed of 4000 rpm. It also gets Variable AMG Performance 4MATIC+ all-wheel drive with hybrid-drive rear axle, electrically driven front axle and torque vectoring. The Mercedes-AMG promises the Project ONE will combine stunning racetrack performance and practical Formula 1 hybrid technology with exemplary efficiency. If I were to bet on which car on this list would win a race on a real circuit, this is the one I would put my money on. 

Rimac Rimac

Rimac Concept Two

It is an all-electric hypercar called the Concept Two that debuted today at the Geneva Motor Show. Rimac says it has 1,914-horsepower and a sprint from standstill to 60 mph in an absurd 1.85 seconds. That would make it  the quickest accelerating car ever. Rimac says its 120 kWh battery enables over 400 miles of range too so this could be a very practical electric hypercar. Cool features include facial recognition technology that will both unlock and start the car. The company claims that it’ll get to 100 mph in 4.3 seconds and run a quarter mile in 9.1 seconds. The C Two tops out at 258 mph. If this is the future of electric supercar performance then count me in.

The Best Used Cars You Can Buy for Under $20,000

It’s not hard to see the appeal in a new car: low to no miles, undamaged and unworn parts, and of course, the purest version of that new-car smell. But as any bargain-minded car shopper is sure to tell you, there are far better deals to be found on the used car market. Depreciation slices a good chunk off any car’s value the moment it leave the dealership, and the car’s worth just keeps sliding from there, in an inevitable downward slope that, sooner or later, winds up with the vehicle valued at little more than the market price of the raw materials that can be sucked out of it.

But ruffling through the used car market to separate the clunkers from the charmers can be grueling. (Trust us: We just did it for our Best Used Off-Roaders for Less Than $10,000 piece.) Any information that can help sift the wheat from the chaff is helpful — and the more it can winnow down the massive selection of pre-owned vehicles out there, the better.

Luckily for us, the team at has put together a list of some of the best bargains to be found in the lightly-used car market. For these purposes, they looked at vehicles that are three years old (i.e. coming off a common-length lease term). While the average car lost 38.2 percent of its value in that time, many cars lost far, far more — which makes them great buys in the used car market. And again, given the used car market’s particular focus on value, they further broke down their list to pull out the three-year-old cars you can buy for less than $20,000 today that have seen the steeped depreciation in those 36 months since they first left the lot. In other words: These 10 vehicles are the best buys in used cars you can find today for less than $20,000.

Lincoln MKZ

Average Three-Year-Old Price: $19,855
Depreciation: 55.6%

Kia Cadenza

Average Three-Year-Old Price: $19,508
Depreciation: 50.2%

Ford Fusion Hybrid

Average Three-Year-Old Price: $14,844
Depreciation: 49.7%

Chevrolet Impala

Average Three-Year-Old Price: $17,745
Depreciation: 49.4%

Kia Optima Hybrid

Average Three-Year-Old Price: $16,381
Depreciation: 49.2%

Fiat 500L

Average Three-Year-Old Price: $13,403
Depreciation: 49.1%

Ford Taurus

Average Three-Year-Old Price: $17,587
Depreciation: 48.7%

Volkswagen Tiguan

Average Three-Year-Old Price: $16,235
Depreciation: 47.7%

Fiat 500

Average Three-Year-Old Price: $11,469
Depreciation: 47.2%

Hyundai Sonata Hybrid

Average Three-Year-Old Price: $16,303
Depreciation: 47.0%

The McLaren GT Will Tour Europe

A Grand Tour for the GT

The new McLaren GT is a true grand touring car, and the company wants to prove it by taking the car to various countries in Europe. This is a move to let buyers see the car ahead of production. It will also expose the GT to a far wider in-person audience than McLaren would be able to do otherwise. According to Carscoops, the GT will start out in the UK and then travel to the Netherlands, Belgium, Germany, Switzerland, Italy, France, and Spain. 

The rest of the McLaren lineup will join the GT at the various locations across Europe. Everything from the 570S to the new Senna will be there as well. While those other cars will be on location, the GT is the main event for each spot.

David Gilbert, McLaren Managing Director for Europe, said that it only makes sense for the GT to take a tour of Europe because that’s what it’s designed to do. “We would like to invite McLaren customers and followers to visit us on the McLaren GT’s summer Grand Tour, which will be a great opportunity to admire the new car’s elegant design as well as a chance to discover more about the whole McLaren range.”

McLaren GTMcLaren GT

Here are all the cities the car will stop:

  • Bristol/Birmingham and Leeds – June 17
  • London/Ascot and Manchester – June 20
  • Utrecht – June 25
  • New Forest – June 26
  • Glasgow and Brussels – June 27
  • Hamburg, Frankfurt, and Lugano – July 2
  • Munich, Dusseldorf, and Milan – July 4
  • Zurich, Stuttgart, and Barcelona – July 10
  • Paris – July 17

Check your calendar and see if you can get away for a little while to take a look at McLaren’s latest and best grand touring car before it even hits production. 

Remembering the Cars Our Dads Drove

Good dads pass down good things — a strong jawline, a penchant for saving, a well-dimpled half-windsor and, perhaps, an appreciation for automobiles. Some of our dads were gearheads, others were working men who needed good transportation. Regardless, the cars our dads drove remain vivid in our minds, from the sound of the rumbling big-block V8 engine to the stickiness of the hot vinyl seats in the dead of summer.

Our crew took a look back at the cars our dads drove, the wheels that took us just about everywhere and sometimes — for better or worse — were handed down to us. Some cars were loved, others were necessities, but all of them are part of our history and our attachment to motoring. – Amos Kwon

1982 BMW 528e

In the mid-1980s we lived in Milwaukee, and my dad accepted a job south of the border in suburban Chicago, which meant a new 90-minute commute. At first he suffered through it twice a day in a tiny Renault Encore, but it didn’t take long before he couldn’t take the Encore anymore and wanted something more comfortable for the long drive.

I was in high school at the time and, like most boys my age, had posters of Lambos and Ferraris on my bedroom wall — but our garage, in addition to the Encore, merely housed a very bland Ford Fairmont. When my dad said he was going car shopping one summer night, I tagged along, not knowing that it would change my life.

After some fruitless visits to used car lots around town, we ended up standing in front of a gleaming black 1982 BMW 528e. It was the most beautiful car I had ever been close to. The salesman tossed my dad the keys, and we shared 20 of the most memorable minutes together — driving up and down Highway 100 with the sunroof open and the orange dash lights glowing, smelling the leather seats and listening to that powerful engine.

I had never seen my stoic father light up with glee like he did that night, whooping it up and goosing the gas pedal like a man I didn’t know. We drove the Bimmer home that night, leaving the Renault to some other hapless commuter. Nothing was the same afterwards.

I learned to drive in that car, washed it for my dad in exchange for Friday nights with the keys, got in over my head with DIY repair attempts, and managed to crash it. Twice. But it went on and on, like an old family dog, ragged but lovable. Finally, Midwestern road salt had its way with the undercarriage and rusted through the floor pan and fuel lines, so my dad sold it with 230,000 miles on the odometer.

I went on to own a BMW of my own — not to mention a string of other European sports sedans — in adulthood, but I think all of them were attempts to recapture the feeling I got on that warm night test driving that 528e with my dad. And none could ever live up to that. – Jason Heaton

2000 Cadillac DeVille

My dad is a Cadillac man, has been since the ’80s (except for a brief Ford stint). The cars themselves blur together over the years — always classic, the interiors always leather. My brother and I were given the privilege of choosing paint color, for which we had a rotation system.

My dad is also a baseball man, and this is why the 2000 DeVille stands out among the rest. Tricked into agreeing to go play catch, my brother and I clambered into the Caddy with our mitts in tow. But my dad missed the exit he was supposed to take. And the next one. And after 30 minutes of enduring our laments, he drove into Shea Stadium, and pulled out tickets to game five of the World Series.

The game itself eludes memory, besides the fact that the Yankees won. But I do remember my dad driving that car — the one he’d driven to countless little league games — packed with snacks, blankets and extra mitts (in case of a lucky fly ball).  I replay the day in my head and wondered if my dad smirked behind the wheel when we complained about missing the exit, how he must have wanted to reveal the surprise but held fast. And I remember nodding asleep with my head against the glass window, listening to the gentle hum of the engine, wondering what paint color I’d pick when the next lease came up. – Caitlyn Girardi

1969 Ford Mustang Fastback

My dad loved cars. The kind of love that entailed him tinkering with a 1969 Mustang Fastback nearly every weeknight, and made every weekend involve a visit to the local track. These were summer nights ran by country boys in eastern North Carolina, where a raucous quarter-mile could make memories of a long week in the field fade with impressive quickness.

My dad was born into a family of brothers and sisters that all appreciated the fun in going fast, but he was something special. His cars were faster, stickier and badder than the rest. He routinely toasted his competition at the track, but never let it go to his head. He was a gentleman and a friend, and to this day he loves to grab a wrench and slide beneath a car.

A few decades ago, my dad lost most of his sight in a freak work accident. While it didn’t claim his life, it did rob him of the ability to ever drive again. It’s proof that life isn’t always fair, and I’ve longed to somehow give my pop the ability to run just one more quarter-mile. Some of the fondest memories I’ve made with him involve us inside the cab of a car. He taught me to drive a manual in a limited-edition 1992.5 Ford Mustang. We’ve been glued to our seats together accelerating in a BMW 535i. We’ve climbed over some pretty insane stuff in a Land Rover. All of it, together. Even when he wasn’t driving, I know he was thrilled just the same. – Darren Murph

2004 Mercedes-Benz SL500

When I was a kid, my dad never showed much interest in cars. Having been raised in the Midwest and grown up on a dairy farm, he had a stronger interest in tractors than in speed machines — his unused Allis-Chalmers is a testament to that. I have to give him credit, though — he was always willing to help me indulge in my automotive passion in any way he could.

One such occasion was when I was only 15 years old, with just a couple months of driving experience under my belt. After finishing a round of 18 holes while on vacation in Florida, we passed one of those used exotic car dealerships that seem to litter that state. Seeing the excitement on my face, he pulled into the dealership to let me skulk around. The place was filled with Ferraris, Porsches and Aston Martins, but my dad took an interest in perhaps the most pedestrian car in the joint: a silver 2004 Mercedes-Benz SL500. Though admittedly I egged him on, Dad didn’t seem the least bit against asking for a test drive.

The SL500 was a modest performer for its time; this was no AMG. Still, as I saw my dad’s face light up as he mashed the accelerator, I realized that I had never seen him as enthused about a car before. We pulled into a parking lot where he let me take the driver’s seat and I too felt the same childish glee he felt as I stepped on the pedal and listened to the 5.0-liter V8 sing.

Eight years later, my dad will still occasionally say to me, “Remember that Mercedes we drove in Florida? I think I’d like one of those.” How could I forget? That was the first day I saw my dad as a gearhead. – Andrew Connor

1987 Porsche 924s

My dad had just received his first bonus, and he went directly to the Porsche dealer in San Francisco and bought a brand-new Grand Prix White 1987 924s off the floor. It was the first new car he ever bought, replacing a brown Toyota Corolla that had no reverse gear. (On my parents’ first date, he famously parallel parked the Corolla by opening the door and using his foot, Fred Flintstone style.)

Shortly after purchasing the Porsche, my dad got a new job in New York, and the car came with him. I have fond memories from childhood: sitting in the rear seat, hearing the purr of the engine and feeling the shift shock because my head was too big for my body.

My dad drove that car into the ground. He drove it in and out of the city every day for 10 years. Endless oil changes and a few clutches later, he eventually donated the car. I can only hope that it lives on — and maybe one day, our paths will cross again. At least then I’ll be old enough to drive it. – AJ Powell


1985 Audi 5000S

The timing was perfect. I was 15, and literally counting down the days until I could get my driver’s permit. My father — whose love for cars was expressed through his racing photography, boxes of Road & Track magazines and supercar posters lining his office walls — finally translated his passion for great cars into a tangible good: an Alpine White 1985 Audi 5000S, with navy cloth interior and a five-speed transmission.

I had never heard of Audi before, and hadn’t cared much for cars until the day this machine sat in our driveway. But the Audi changed things.

My father, being generous and loving, offered me his newest acquisition as a test car, manual transmission and all. Weekend afternoons, I’d work on car control with my dad by slaloming between cardboard boxes; I’d perfect my feel for the car’s dimensions by steering tires onto specified pieces of newspaper; and I’d struggle through the ever-daunting manual transmission start-and-stop on a hill.

The hours of learning (and frustration) in the parking lot, the laborious oil changes, the detailing, the flying down backroads complete with a Kenny Loggins Top Gun soundtrack, and the times I pushed the car so my dad could pop the clutch to jump start it, all these moments and more all filled my teenage years with the wonder of octane. And then, finally, I came home one summer night to see a practical American replacement sitting in the place of the Audi. It was the end of an era, but one that would never be forgotten. – Bradley Hasemeyer

1977 Chrysler Town and Country Station Wagon

The car that dad drove was the same car that mom drove: a family station wagon. This was the late ’70s, early ’80s — the last gasp of the station wagon’s heyday, before families shifted over to minivans and crossovers. Volvo 265s and Peugeot 505s were de rigueur in the part of New England where I grew up — or, if you were buying American, Ford LTDs and Chevrolet Caprice Classics (with simulated wood panel siding, a cheap imitation of the “Woodies” from the 1930s and 1940s).

But we had none of these, as my sensible father (known as “Papi” in my half-Latino household) opted for his own father’s hand-me-downs, usually four-year-old Chrysler Town & Country station wagons. The Town & Country was actually considered upscale compared to the Ford and GM offerings. But nobody drove Chryslers where I lived, much less old ones, and this was a source of embarrassment.

What did I know? I was a kid. I bet I would have found a reason to be embarrassed even if my dad drove a Porsche 928 like my car-enthusiast uncle did. In retrospect, and now that I’m older, I’m grateful for my father’s frugality when it came to our family’s mobility — because the savings incurred by driving a hand-me-down helped send me to college. Thanks, Papi. – Tom Samiljan

1977 Oldsmobile Vista Cruiser Station Wagon

My dad’s first car, after moving from South Korea to America, was a 1967 Chevrolet Chevelle — a white-on-red-vinyl two-door. I never saw the car, but from photos, it was a stunner, powered by a 200-horsepower Turbo-Fire 307 V8 engine. This was the car that he wooed my mother with, despite the fact that she could barely stay awake on dates. (Not because Dad was a bore, but because she worked the night shift at a hospital.)

Though it wasn’t an SS, it was a beauty. Dad traded in the white-knight Chevelle when he got married and my brother and I were born; when he did, he went for a bigger coupe in the form of a dark blue fourth-generation 1972 Chevrolet Impala with a 5.7-liter Turbo Fire V8 engine under the hood. Trips to Wrigleyville, picnics at Grant Park and late-night pickups at the end of my mom’s shift all remain fresh in my mind, as do the numerous times I fell asleep in the big rear vinyl seats.

Then came the Oldsmobile. It was mandarin orange, had a hood as wide as the deck of an aircraft carrier and felt like it was 30 feet long. In 1977, it cost about $7,000; this was the top-of-the-line Vista Cruiser, after all, with a 6.6-liter Rocket V8 engine. It was to be our road trip hauler for years to come, and we used to load it up with camping gear and enough clothes to last us three weeks on the open road.

That Olds took us to the Grand Canyon, Yellowstone National Park and everywhere in between. Dad bought a roof box as aerodynamic as a brick wall, and drove on Pacific Coast Highway like he was piloting a Ferrari. It’s a miracle we survived. He once T-boned a stalled car with its lights off in the dead of night, and the Vista Cruiser didn’t even get dented — thanks to that chrome bumper the size of a parking curb, and the complete absence of crumple zones. That sturdy Oldsmobile, of all the cars my father owned, was his pride and joy. – Amos Kwon

The Complete Porsche Buying Guide: Every Model, Explained

Porsche is a German luxury and sports car manufacturer, based in Stuttgart and founded in 1931. The company is best known for its powerful, precise-handling sports cars, most famously the iconic 911. While capable on track, Porsches distinguish themselves by being entertaining on the street and comfortable enough for daily driving.

This century, Porsche has broadened its lineup to include four-door vehicles — both SUVs (the Macan and Cayenne) and sedans (the Panamera). This model expansion has greatly increased sales, making the company more stable and profitable.

Volkswagen has had close ties with Porsche since its founding. Ferdinand Porsche designed the Volkswagen Beetle, and that car’s rear-engined legacy still endures to this day in the 911. The companies are closely aligned in business, as well; Porsche and Volkswagen formed an “integrated automotive group” in 2011, and many Porsche vehicles share platforms, parts, and engines with Audi, Bentley, Lamborghini, and other VW brands.

While Porsche only produces five models, the lineup can get confusing quickly. As of this writing, Porsche is selling two generations of the 911, leaving buyers to choose between 28 different trims. Efforts at continuity can also create confusion: Three-digit model numbers like 911 and 718 that were once tied to actual generations now have become historical designations; the new 911 is known internally as the 992 model, while the 718 Cayman and Boxster are known as the 982 inside the company and among die-hard fans. And Porsche still offers “Turbo” trims, even though almost every Porsche now uses a turbocharged engine.

Brand Terminology

Air-Cooled: 911s through the late 1990s had air-cooled engines, which ran air over the engine oil to cool the engine rather than using a water-based radiator. These engines are generally simpler, lighter and sound better than newer water-cooled engines, and vehicles with them are highly valued by Porsche purists. Porsche replaced them with water-cooled engines for better performance, better reliability, and to meet modern emissions standards.
Base MSRP: This is the starting point for negotiations. A common term, but worth reiterating here; Porsche’s option tree is notoriously large and steeply-priced.
Boxer Engine: An internal combustion engine with horizontally-opposed pistons, used most commonly by Porsche and Subaru. It helps to lower the car’s center of gravity. Production is usually more expensive than a V-shaped engine, however, which is why it is used less commonly.
Carrera: “Race” in Spanish. Porsche initially used the term to celebrate class wins in Mexico’s Carrera Panamericana in the 1950s. Porsche has used the term over the decades to designate racing-oriented models, or to make base models sound more racing-oriented.
PDK: Short for Porsche Doppelkupplunggetriebe, or “Porsche dual clutch gearbox.” Known for its exceptionally quick shifts. It is the only transmission choice on top-tier 911s, as well as on all Panameras.
RS: Stands for “rennsport,” which means “racing” in German.
Targa: A retro body style that is part coupe, part convertible. The top roof panel retracts, but a distinctive roll bar remains in place. Porsche started offering it in the 1960s when it was feared the U.S. might outlaw convertibles for safety reasons.
Tiptronic: An automatic transmission with a manual shifting mode.
Turbo: The term “Turbo” originally designated a turbocharged engine. Now that almost every Porsche is turbocharged, “turbo” means a powerful, high-performance version of that particular model.

Buying Guide

718 Cayman

The 718 Cayman is Porsche’s entry-level sports car. It’s a two-door, two-seat, mid-engined coupe. With its exquisite balance and handling, it’s recognized as one of the best driver’s cars on the market; like BMW’s M3, it’s the sort of gold standard other automakers aspire to beat. The latest generation moved from flat-six engines to turbocharged four-cylinder motors. The base Cayman uses a turbocharged 2.0-liter boxer-four making 300 horsepower and 280 pound-feet. The $69,300 718 Cayman S upgrades to a turbocharged 2.5-liter boxer-four making 350 hp and 309 lb-ft. Both trims can be paired with a six-speed manual or a seven-speed PDK.

Body Style: Coupe


• Cayman
• Cayman S


• Turbocharged 2.0-liter boxer-four
• Turbocharged 2.5-liter boxer-four

Base MSRP: $56,900

718 Boxster

The “Boxster,” a word that’s a combination of “boxer” and “roadster,” predates the hardtop Cayman. The more affordable car helped keep Porsche solvent in the late 1990s. The Boxster is a mechanical sibling to the Cayman, but for the soft top and the $2,100 price difference.

Body Style: Convertible


• Boxster
• Boxster S


• Turbocharged 2.0-liter boxer-four
• Turbocharged 2.5-liter boxer-four

Base MSRP: $59,000

718 Boxster / Cayman GTS

The GTS is the performance model of the 718, available as both a Cayman and a Boxster. The 2.5-liter boxer-four gets tuned up to 365 hp, a hair below the base 911. It’s available with both a manual transmission and a PDK. The PDK has more torque (317 lb-ft versus 309 lb-ft) and accelerates more quickly.

Body Style: Coupe, Convertible


• Cayman GTS
• Boxster GTS


• Turbocharged 2.5-liter boxer-four

Base MSRP: $80,700

911 Carrera

The 911 is Porsche’s legendary sports car. It’s a two-door, two-plus-two seat, rear-engine performance vehicle. The Carrera is the base model 911. The Carrera has 370 hp, while the Carrera S provides a bump to 420 hp for an extra $14,000. The “4” versions have all-wheel-drive instead of rear-wheel-drive, for an extra $6,900. The Carrera comes as both a coupe and a convertible, known as a Cabriolet. All Carreras can be fitted with either a manual or a PDK.

Body Style: Coupe, Convertible


• Carrera/Carrera 4
• Carrera S/Carrera 4S
• Carrera Cabriolet/Carrera 4 Cabriolet
• Carrera S Cabriolet/Carrera 4S Cabriolet


• Twin-turbocharged 3.0-liter boxer-six

Base MSRP: $91,100

New 911 Carrera S  (992-generation)

Porsche launched the new 992 generation of the 911 with the Carrera S and Carrera 4S, selling them concurrently with the outgoing 991 generation. The new models get an additional 23 hp (for a total of 443 hp) and 22 more pound-feet of torque (for 390 lb-ft) and accelerate quicker than the old ones: The 991-gen 911 Carrera 4S goes from 0-60 mph in 4.0 seconds, while the 992 model will do it in 3.4 seconds. It only comes with an eight-speed PDK at this time, but a manual is expected to be added in the near future.

Body Style: Coupe, Convertible


• Carrera S/Carrera 4S
• Carrera S Cabriolet/Carrera 4S Cabriolet


• Twin-turbocharged 3.0-liter boxer-six

Base MSRP: $113,300

911 Carrera T

The Carrera T is a specialized gem made for driving enthusiasts. It uses the same engine as a base Carrera but, for an additional $10,000, drops some weight, adds performance features, and stiffens the suspension. A buyer can also delete the rear seat. The Carrera T can come with a seven-speed manual or a PDK. This car is meant to provide the purest 911 driving experience, even though you could get a more powerful Carrera S for $3,000 more.

Body Style: Coupe


• Carrera T


• Twin-turbocharged 3.0-liter Boxer 6

Base MSRP: $102,100

911 Targa

The Targa is a retro bodystyle variant of the Carrera. It splits the difference between coupe and convertible with a retractable roof panel that leaves a distinct roll bar and rear window erected. Porsche began using the Targa top in the 1960s. The Targa only comes with AWD.

Body Style: Targa


• Targa 4
• Targa 4S


• Twin-turbocharged 3.0-liter boxer-six

Base MSRP:$110,300

911 Carrera GTS

The 911 Carrera GTS is a performance variant slotting above the Carrera S. It can come as a coupe, convertible, or Targa. Buyers can chose between RWD and AWD (except the Targa GTS, which is AWD only) and between a manual or a PDK. The 3.0-liter flat six is tuned to 450 hp and 405 lb-ft of torque. The Carrera 4S GTS with the Sport Chrono package and PDK can accelerate from 0-60 mph in 3.4 seconds.

Body Style: Coupe, Convertible, Targa


• Carrera GTS/ Carrera GTS Cabriolet
• Carrera 4 GTS/ Carrera 4 GTS Cabriolet
• Targa 4 GTS


• Twin-turbocharged 3.0-liter boxer-six

Base MSRP: $120,700

911 Turbo

“Turbo” should mean less now than it used to, since almost every Porsche uses a turbocharged engine. But Porsche has kept the historic moniker for its high-performance ranges. The 3.8-liter flat six is tuned up to 540 hp for the Turbo and 580 hp for the Turbo S. Every Turbo can accelerate from 0-60 mph in 3.0 seconds or less with the Sport Chrono package. The Turbo range shoots for raw performance over tradition: There is no manual option, and all Turbos are AWD.

Body Style: Coupe, Convertible


• Turbo / Turbo Cabriolet
• Turbo S / Turbo S Cabriolet


• Twin-turbocharged 3.8-liter boxer-six

Base MSRP: $161,800

911 Speedster

The 911 Speedster is a 1,948-unit limited run of the 991-generation model. It’s a tribute to the classic Porsche 356, a lightweight open-top sports car. The Speedster caters to Porsche purists with a naturally aspirated 4.0-liter flat six making 502 hp and delivering a 3.8-second run from 0-60 mph. A manual transmission is the only option. Base MSRP is $274,500, more than $100,000 more expensive than the 911 Turbo.

Body Style: Convertible


• 911 Speedster


• 4.0-liter boxer-six

Base MSRP: $274,500

911 GT3

The GT3 is a track-tuned high-performance version of the 911. It comes in two trims: the GT3 (500 hp, 0-60 mph in 3.8 seconds) and the GT3 RS (520 hp, 0-60 mph in 3.0 sec). Both employ a 4.0-liter naturally-aspirated flat six. The GT3 RS only has a PDK, but in large part due to American 911 enthusiasts, the GT3 can come with that or a six-speed manual.

Body Style: Coupe


• GT3
• GT3 RS


• 4.0-liter boxer-six

Base MSRP: $143,600

911 GT2 RS

The 911 GT2 RS is Porsche’s range-topping rear-engined sports car. It’s the most powerful factory-built Porsche 911 ever, producing 690 hp from a twin-turbo 3.8-liter boxer six. It accelerates from 0-60 mph in 2.7 sec and reach a top speed of 211 mph. It’s only available with a PDK transmission and RWD. It’s the most expensive 911, with a base price of $293,200 — more than three times the cost of the base Carrera.

Body Style: Coupe


• GT2 RS


• Twin-turbocharged 3.8-liter boxer-six

Base MSRP: $293,200


The Panamera is Porsche’s front-engined, four-door luxury sedan. The base Panamera uses a 330-hp 3.0-liter V6 and is available in RWD and AWD. The S versions get a twin-turbo 2.9-liter V6 that puts out 440 hp and accelerates to 60 mph in 4.2 seconds. There are three Panamera body styles: a standard fastback sedan; the Executive, which has an extra-long wheelbase for more leg room; and the Sport Turismo, which is basically a station wagon. All Panameras come with an eight-speed PDK.

Body Style: Sedan, Executive Sedan, Wagon


• Panamera
• Panamera 4/4 Sport Turismo/4 Executive
• Panamera 4S/4S Sport Turismo/4S Executive


• Turbocharged 3.0-liter V6
• Twin-turbocharged 2.9-liter V6

Base MSRP: $86,300

Panamera GTS

The Panamera GTS is a higher-performance Panamera trim. It’s available in both the standard fastback and Sport Turismo wagon styles. The twin-turbocharged 4.0-liter V8 produces 453 hp and 457 lb-ft and propels the car to 60 mph in 3.9 seconds with the Sport Chrono package.

Body Style: Sedan, Wagon


• Panamera GTS/GTS Sport Turismo


• Twin-turbocharged 4.0-liter V8

Base MSRP: $128,300

Panamera Turbo

The Panamera Turbo is the most powerful conventionally-powered model in the Panamera range. With 550 hp and 567 lb-ft from its V8, the AWD Turbo gets to 60 mph from a stop in 3.6 seconds and reaches a top speed of 190 mph. It’s available in regular, Executive and Sport Turismo versions.

Body Style: Fastback Sedan, Wagon, Executive Sedan


• Panamera Turbo/Turbo Sport Turismo/Turbo Executive


• Twin-turbocharged 4.0-liter V8

Base MSRP: $151,500

Panamera E-Hybrid

Porsche offers two E-Hybrid ranges of the Panamera. The Panamera 4 range uses a 2.9-liter V6 and an electric motor, putting out 457 hp and 516 lb-ft combined. It accelerates to 60 mph in 4.4 seconds and earns 23 mpg combined. The Panamera Turbo S range, which starts at more than $80,000 more, utilizes a 677-hp 4.0-liter V8 and an electric motor, getting to 60 mph in just 3.2 seconds and hitting a 192 mph top speed.

Body Style: Fastback Sedan, Wagon, Executive Sedan


• Panamera 4 E-Hybrid/E-Hybrid Sport Turismo/E-Hybrid Executive
• Panamera Turbo S E-Hybrid/E-Hybrid Sport Turismo/E-Hybrid Executive


• Twin-turbocharged 2.9-liter V6 w/14.1-kWh lithium-ion battery
• Twin-turbocharged 4.0-liter V8 w/14.1-kWh lithium-ion battery

Base MSRP: $102,900


The Macan is Porsche’s entry-level compact crossover SUV. It is Porsche’s cheapest and best-selling model by far. The base Macan has a 248-hp 2.0-liter inline-four and goes from 0-60 mph in 6.3 seconds. The $58,600 Macan S brings a 348-hp 3.0-liter V6 and a 0-60 mph time of 5.1 seconds to the table. All models have a PDK transmission. Porsche plans for the next-generation Macan (if it’s still called that) to go fully electric.

Body Style: SUV


• Macan
• Macan S


• Turbocharged 2.0-liter inline-four
• Turbocharged 3.0-liter V6

Base MSRP: $49,900


The Cayenne is Porsche’s midsize luxury SUV. Pure gasoline engines come in three trims: the base, with a turbo V6 making 335 hp; the S, with a twin-turbo V6 making 434 hp; and the Turbo, with a twin-turbo V8 making 541 hp and launching it from 0-60 mph in 3.9 sec. The Cayenne also comes in a 477-hp E-Hybrid version, with EPA fuel economy estimates estimates pending. Notably, the Cayenne uses an eight-speed Tiptronic automatic transmission instead of the Porsche PDK.

The Cayenne may be the Porsche vehicle that shows the carmaker’s integrated, parts-sharing relationship with the broader VW Group better than any of the rest. It shares all three engines with Audi, in one form or another, and it’s built on the same VW MLB Evo platform as the Audi Q8, the VW Touareg, the Lamborghini Urus and the Bentley Bentayga.

Body Style: SUV


• Cayenne
• Cayenne S
• Cayenne Turbo
• Cayenne E-Hybrid


• Turbocharged 3.0-liter V6
• Turbocharged 3.0-liter V6 w/14.1 kWh lithium ion battery
• Twin-turbocharged 2.9-liter V6
• Twin-turbocharged 4.0-liter V8

Base MSRP: $65,700

Cayenne Coupe

Yes, the word “coupe” has been stretched to fit a four-door SUV. The Cayenne Coupe is a trendy new variant of the Cayenne, offering a sporty, rakish back end on an SUV. The trim levels and mechanicals are the same as the standard Cayenne, but the cost goes up. In its defense, it looks more like a “typical Porsche” than the regular Cayenne, and selling these is what helps pay for the Porsche sports cars you like.

Body Style: Fastback SUV


• Cayenne Coupe
• Cayenne Coupe S
• Cayenne Coupe Turbo


• Turbocharged 3.0-liter V6
• Twin-turbocharged 2.9-liter V6
• Twin-turbocharged 4.0-liter V8

Base MSRP: $75,300

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The Alpine A110S is the 288 hp Lightweight Monster You’ve Always Wanted

Alpine Adds More Horsepower

The new Alpine A110 is a lightweight little sports car that has a lot of people excited, but there were some naysayers out there who claimed it was short on power. That’s no longer the case with the A110S. Alpine decided to turn up the power to its 1.8-liter four-cylinder by upping the boost on the turbocharger. That move manages to add 49 hp. 

While the hp bump is a significant one up to 288, the torque stays the same at 236 lb-ft. We’re not complaining, though. That’s a respectable number and with the revamps to the engine, the car now has access to that torque higher in the rev range. All that is good news from a performance standpoint and that’s led to the car achieving a 0-60 mph time of just 4.4 seconds. 

Alpine couldn’t just up the horsepower and not touch the rest of the car for the A110S, so it also increased the spring stiffness by 50 percent and made the anti-roll bars 100 percent stiffer. It also gets some new 18-inch wheels and sits 4mm lower. The upgrades to the car do increase the weight a little bit to about 2,455 pounds, but the car is still a light lighter than its competition and with the extra power, it should be an absolute riot to drive.