Peter Nelson | The Verge

The Polestar 4 takes EV minimalism to the next level

2025-11-06T16:44:22-05:00

Since the launch of its Polestar 2 sedan in 2021, Swedish EV company Polestar has launched two additional models: the spacious 3 compact crossover SUV, and now the 4, a sporty, even more compact crossover SUV. The 4 slotting in between the 2 and 3 in size may confound some consumers, but one of its features — or lack thereof — may confound them even more. It has no rear windshield.

Starting at $57,800, the 2026 Polestar 4 may have some mildly brain-twisting attributes, but I found it to be one of the most compelling and fun-to-drive EVs this year. It just took a little getting used to.

It just took a little getting used to.

Its core trait is its minimalistic and very Swedish exterior design. The 4’s muscular figure, unique headlights, and interesting body lines give it solid presence. But the real elephant in the room is no glass on the rear hatch, which no doubt makes it stick out on the road. The reasoning, though, is fairly straightforward: it’s the only way that Polestar could give a compact crossover SUV such a sleek figure without sacrificing rear-seat passenger head or legroom.

Mission accomplished; my lanky stature fit surprisingly well with the seat just slightly reclined, and cargo volume is a respectable 19 cubic feet,with a high floor for easy loading and unloading that expands to 54 with the rear seats down. Up front, head, leg, and shoulder room were excellent.

When it comes to tech and materials, there’s a 15.4-inch center touchscreen laid horizontally, a 10.2-inch digital gauge display, and a single physical knob in the center console for hitting play / pause and volume control. It may sound contradictory, but its Swedish minimalism is truly on full blast. Additionally, materials quality is solid, with substantial-feeling hard surfaces, negligible use of metal, and two types of opulent, synthetic woven materials comprising a large percentage of surface area. Finally, the infotainment software was logically laid out and easy to get used to, and sports custom lighting themes based on our solar system — this might be a subtle strategy for converting Tesla Model Y owners.

The Polestar 4 comes in two drivetrain configurations: single-motor rear-wheel drive and dual-motor all-wheel drive (tack on an additional $6,500 for this setup), with the former putting out 272 horsepower and 253 pound-feet of torque, whereas the latter produces 544 and 506, respectively, and 0–60s clock in at 6.9 and 3.7 seconds. The sole battery available is a 400-volt lithium ion pack with 100kWh of usable capacity, and will DC fast charge up to 200kW. Range reaches 310 miles for the single-motor, whereas the dual-motor tops out at 280.

In standard dual-motor form, the 4’s ride quality was comfortable and steering was well weighted, though chassis response felt too sluggish for something marketed as a performance-oriented crossover. However, with Polestar’s $4,500 Performance Pack thrown in, adding performance-focused chassis tuning, Pirelli summer tires, and massive Brembo brake calipers, every input sharpened up nicely and with no sacrifice to ride quality.

Finally, the head-scratcher of the Polestar 4’s driving experience: the lack of a rear window. Normally, I’m not a fan of having a rear-facing camera fed into a screen in the rearview mirror, but the 4’s wasn’t too bad. The camera shifts slightly left or right with a corresponding turn signal swipe, and the side-view mirrors do a good job at minimizing blind spots.

Still, it felt odd to look over my right shoulder before changing lanes and, well, not see anything. And while Polestar personnel were particularly proud of the rear camera’s low-light resolution and performance in wet / wintry conditions, consumers’ mileage may vary depending on how icy and snow-laden their climates get.

Overall, the 2026 Polestar 4 is a unique and compelling luxury EV compact crossover with enough fun-to-drive panache to make a spirited driving enthusiast out of anyone. But in light of the federal government ending EV tax credits, is this the best time to debut a more niche, sporty EV crossover?

I asked Dean Shaw, PR and communications director for Polestar North America, what the company’s plan is. “We equate it to the December sales push. Sales slow down afterward in January, but then they start to slowly pick back up again,” he said. “We expect this month to be a complete reset, but then we expect sales to start building.”

He also pointed out that there are very few EV-only car brands; in light of other automakers backing off on their EV plans, he sees it as an opportunity for Polestar to really secure its place in the market. With the 4 sporting fun-to-drive personality, a heavy focus on design, and intuitive features throughout, he may be on to something. Even if there’s no glass behind the rear seats.

Photography by Peter Nelson

Faraday Future is back with another wild EV that probably will never get made

2025-07-21T15:29:48-04:00

Ask anyone who’s familiar with EV startups what Faraday Future is, and words like vaporware or severely delayed might come to mind. That’s because, in the brand’s 11-year existence, it has seemingly overpromised and under-delivered on nearly everything it has ever announced.

As reported by Autoweek, it has sold less than 20 of its luxury FF 91 full-size EVs since it debuted two years ago — mostly to investors and celebrity influencers. Last week, Faraday revealed its latest model, the FX Super One, a fresh attempt at finally moving units in the US.

FX, short for Faraday X, is a sub-brand by the Chinese automaker aimed at slotting in at a substantially lower sub-$100,000 price point. Its ticket to this corner of the EV market: a luxury MPV (multipurpose vehicle, better known as a compact van in the USA) designed to, in the company’s words, disrupt the Cadillac Escalade in luxury for-hire transportation.

Three seating arrangements are planned for the Super One: a four-seat for maximum luxurious cabin space, as well as a six- and seven-seater. I attended the Super One’s unveiling event and had the chance to briefly ride in the four-seater’s backseat. It was quite commodious and adorned in luxurious leather — definitely fit for frequent Uber Black clientele.

Admittedly, it’s a good strategy for an EV. Make the most of its relatively small footprint and save on weight. Families are also one of FF’s target demographics, as are chauffeured professionals who work on the move. However, as far as specs, go, well, there are none. During FF’s lengthy presentation about the Super One, it filed power output, range, battery size, charging rate, etc. under to be determined. This was not long after displaying the largest disclaimer that the world has ever seen. In light of FF being in hot water with the SEC as of late, this makes sense.

To sweeten the deal, FF is offering the Super One with a face. No, really, it calls the optional massive LED screen occupying where a grille would be the F.A.C.E. (Front AI Communication Ecosystem). With the help of AI, owners can broadcast a myriad of different things via this mini billboard. The most useful example is for self-promotion; a visual artist could display some work while parked, and the Super One will even interact with passersby.

There could absolutely be some unsavory potential here, too, but only time will tell. There were other points made about AI integration, but they were a bit vague — again, the company might be exercising some caution here. According to Car News China, it’s a rebadged Great Wall Motor Wey Gaoshan, too, which almost certainly helps cut down on development and production costs. At least we know that the vehicle that it’s based on is real and in consumers’ hands.

The unveiling was atop a parking garage in downtown Los Angeles and quite the production. A sea of influencers and other personalities were in attendance, and with a beautiful setting sun in the background, the company’s goals were quite clear: cater to an audience that’s in the business of selling vibes. If it can garner interest among this slice of American culture, it could give the company the bump it needs to actually start delivering, in addition to recently getting a healthy $105 million cash injection.

But is this enough? It’s deeply ingrained in the American psyche that big, hulking SUVs are the way to go for luxury transportation. A van of reasonable proportions with nice interior materials and some party tricks is fun, but to sell thousands per year — even with an alleged 10,000-plus preorders during the unveiling, and intentions of building the Super One at its Hanford, California, facility to help skirt tariffs — it’s tough to say.

FF has a long and storied history of not delivering despite grandiose plans and heavy investment. Like every claim it’s made before, we’ll believe it when we see it.

BMW M5 review: a PHEV worth its weight

2025-06-24T17:13:46-04:00

After 40 years and six generations, 2025 marks the beginning of a new generation of the BMW M5: the G90 chassis. Featuring a ground-up redesign and a new plug-in hybrid powertrain, the specs are impressive. It’s not just its horsepower and torque numbers but its curb weight of 5,390 pounds, too. That’s no small figure, but the German brand’s never held back in this department, and it has never greatly impeded the badge.

Well, until now. There’s a lot to like about the newest M5, especially in its corner-carving competence and how it acts around town solely propelled by electrons. But in other areas, this $123,275 super sedan lacks some necessary traits to its class.

Exterior and interior treatment

The latest BMW M5’s exterior styling is bulky. It’s common for new cars, especially of the enthusiast-geared variety, to be smaller in real life than they look in press photos. The M5 is one of the few that is actually larger. It looks muscular, and I dig it from the rear three-quarter perspective. But there’s no hiding it: this thing is dimensionally massive in every sense of the word.

Inside, the G90 possesses BMW’s latest screen and capacitive touch-focused interior design. Its air vents are now the latter, which I never thought would be a thing, but they function well nonetheless and help it stand apart from other high-end European fare. Its dash trim color is customizable, and switching between Road and Sport in its M Mode settings changes this trim to the BMW M colors, too. All controls are laid out in an organized manner, and their touch response is quite good. But first-time BMW drivers may find configuring performance settings and navigating through BMW’s iDrive software a tad befuddling at first.

As a plug-in hybrid

There’s a reason for so much heft beneath this latest iteration of BMW’s beloved executive express: it sports a 14.8kWh battery, fed by a 7.5kW onboard charger. It provides forward momentum by feeding into the M5’s eight-speed automatic gearbox via AC motor and will return as many as 25 miles of range on electrons alone.

When its twin-turbo, 4.4-liter V8 and battery combine forces, acceleration is ferocious. Besides some jerkiness while shifting through gears with the pedal mashed, its acceleration is still ample for daily commuting. Like any PHEV, it’s relaxing to cruise around town sans internal combustion, too.

BMW doesn’t specifically outline this, but I suspect that the M5’s massive weight helps with quicker-than-average energy recuperation. The massive 15.7-inch rotors and multi-piston calipers have their work cut out for them, but they surely send more energy to the relatively small battery pack because of the M5’s weight. Tacking on five or even 10 miles was easy in everyday driving, but especially on some fun roads high atop California’s San Gabriel Mountains.

A capable yet lacking driving experience

With the M5’s twin-turbo, 4.4-liter V8 and its AC electric motor attached to the transmission, combined output is rated at 717 horsepower and 738 pound-feet of torque. These specs should equate to a thrilling overall driving experience. It does, yet it also doesn’t.

First, the good news: this thing is quite fast and a monster in the corners. It effortlessly pulled out of turns and down straightaways with confidence, and hitting 60 from a standstill takes just 3.4 seconds. It ripped down winding mountain roads with a surprising amount of agility for being on the wrong side of 2.5 tons, exhibiting little body roll and impressive cornering grip. Combine these together, and the M5 is probably one of a few new sedans that can properly give chase to any flavor of mid-engine supercar on a twisty road. Its steering ratio was quite good, albeit overall steering and chassis feel and communication were tremendously vague.

There’s a lot to like about the newest M5, especially in its corner-carving competence.

Sadly, the whole experience wears off quickly. In the past, BMW has always been good at getting the sound right with its M cars; its performance-tuned inline-sixes have a quintessential angry howl, and its V8s make their presence known with a deep, bass-filled roar. No matter the exhaust setting (there’s technically a quiet and a loud mode), the G90 M5 is simply too muffled, as if it’s a subtle reminder that an engine is present, rather than being an active participant in the drama.

Not only that, but doing a burnout is way too difficult to pull off when set to rear-wheel drive. As childish as this may sound, it’s a key indicator of any performance car’s personality. The previous, F90-generation BMW M5 practically demanded drivers light up its tires — this new model seemingly cowers in fear over the idea of spinning its 295-wide meats faster than necessary in a straight line.

In light of these gripes, it may sound like the latest M5’s overall tuning errs more on the side of comfort and restraint than ever before, but its ride quality tells a different story. Even in its most comfortable suspension mode, it’s too rigid, and my tester produced some creaks over the Los Angeles Basin’s worst stretches of urban blacktop. The F90 was far better in this department.

Conflicting

On the one hand, the 2025 BMW M5 is a fascinating proposition. It has a chill PHEV / muscular sedan demeanor and squabs on twisty roads like nobody’s business. But due to its lack of personality and rough ride quality, it feels like a step in the wrong direction.

Then, there’s the styling, which is questionable at best — like many other new BMWs, it’s becoming harder and harder to chalk this up to acquired taste. The previous F90 generation was a masterclass in a big sedan that knows how to handle itself, always punching above its 4,300-lb curb weight. I was hoping for better in this latest model, but there’s not enough for it to be a clear net positive.

Photography by Peter Nelson / The Verge

Rivian R1S review: second time’s the charm

2025-06-24T14:14:11-04:00

Just four years after Rivian began selling its R1T truck, 2025 marks the beginning of the R1T and R1S’ second generation. Considering they look essentially the same on the outside, it might be hard to decipher what warrants a new generation. But underneath, it’s actually quite easy: all-new electric architecture, a new motor arrangement, retuned suspension, and more. Kicking off at $107,700, here’s how all these revisions make the 2025 Rivian R1S Premium Tri-Motor a true frontrunner in the modern EV space.

Specs

The tri-motor arrangement fits in between the base dual and top-level quad, and was my tester’s powertrain for a whole week. All together, output is rated at 805 horsepower and 1,105 pound-feet of torque, which is enough to hit 60 mph in just 2.9 seconds. The sole battery available is the brand’s Max spec at 141.5 kWh, possessing a charging rate of 220 kW and range of 371 to 405 miles depending on power settings and driving habits. During my week with it, I saw 340 miles in an even split between highway, off-road, and around-town driving.

But this isn’t the only significant update to the R1S’ EV architecture.

“We clean-sheeted all of the electronics and harnesses in the vehicle, and placed controllers in zones where we could reduce the overall number of wires,” Kyle Lobo, Director of Electrical Architecture at Rivian explained in a recent interview. Lobo and his team laid them out in an east, west, and south orientation, where they’re local to what they control, and then networked them all together. Going from 17 ECUs to just seven, the overall system weight was reduced by 44 pounds and cut out over 1.6 miles of harness. This also improves manufacturability; less parts and wiring to install means faster production time. Not only that, but all ECUs are now built in-house, speeding up production even further and increasing autonomy from outside suppliers.

Another big change is software-resettable e-fuses which monitor current and voltage on every line. When something goes wrong, Rivian relays this information to its service team and the owner. This further bolsters overall simplicity, and lays the groundwork for the company’s future R2 and R3 models.

User-friendliness

When it comes to a screen-heavy user interface, I’m usually a bit of a Luddite; the more physical buttons the better. However, Rivian’s infotainment system was quite refreshing and easy-to-use, with no lag moving between screens and settings and great response. Its 15.6-inch screen’s resolution followed suit, and while I thought I’d miss the familiarity of Apple CarPlay, the brand’s in-house software was an excellent substitute. Besides some lag while scrolling through a particularly large Spotify playlist, it was all quite intuitive. Going one further, this was my first time utilizing an app-based digital key to start and stop the vehicle, and Rivian’s software made it a seamless and trouble-free transition.

Additionally, automatic emergency braking, lane departure warning, and adaptive cruise control are standard, and just as seamless and smooth in their operation as getting up to speed with the rest of the R1S’ tech. Automatic emergency braking came in clutch on one occasion, in the rain and in response to a clueless Los Angeles driver—it hauled all 7000+ lbs down to a stop in an assured manner.

Driving the 2025 R1S

Overall, the 2025 Rivian R1S possessed an everyday SUV-like driving experience. It didn’t feel like a forward-thinking, futuristic concept of mobility, but rather drove as if it were part of GMC or Lincoln’s traditional ICE lineups. Though, with one caveat: Its standard, re-tuned-for-2025 air suspension had an excellent overall ride quality, and even felt agile in its more performance-oriented setting.

Then, of all the EVs I’ve driven over the years with one-pedal driving, the R1S was the easiest to master. Some systems require a bit more brain-to-throttle calibration than usual, but I enjoyed my tester’s three levels of intensity, and altered them frequently depending on the mood or amount of regeneration I was aiming for.

Besides being marketed as a spacious, three-row full-size EV truck, the R1S is also designed for off-the-pavement work, which I got the chance to try out up north of Los Angeles in a series of mountainside trails. With a 35.8-degree approach, 29.6-degree breakover, and 34.4-degree departure angle, plus an impressive 15 inches of ground clearance, it shrugged off some tricky sections where pitch and roll became rather excessive. One-pedal driving made the experience all-the-more enjoyable, too, as it allowed for incredibly precise throttle control.

Sporting Rivian’s All-Terrain package, my tester’s 20-inch Pirelli tires never lost their footing while ascending some properly brutal ascents. I was glad to have such trail-ready treads as added insurance against any potential sidewall cuts over particularly rocky bits. Finally, there weren’t any downsides in terms of road noise when I returned to paved tarmac, though Rivian says this package will reduce range by 10-15 percent.

Besides an ever-so-slight software glitch using Spotify, I had a hard time finding anything annoying or lacking in the 2025 Rivian R1S. I never drove any previous iteration of the R1, but it’s cool to see that, in just a few short years, this smaller—yet increasingly larger—name in EVs has made something this good, and makes me all-the-more excited to see how the R2 and R3 shake out when they arrive.

Photography by Peter Nelson / The Verge

Mercedes-Benz electric G-Wagen review: king of the off-road

2025-06-24T14:14:40-04:00

As exciting as it is to see how electric technology redefines automotive transportation, it’s just as exciting to see how it alters what we already have. In the aftermarket, EV-converted restomods are quickly becoming big business. But direct from manufacturers, there’s great potential in electrifying legacy badges by seamlessly blending old design with new technology.

Case in point is the 2025 Mercedes-Benz G580 with EQ Technology, better known as the EV Geländewagen (which is German for all-terrain vehicle), or G-Wagen. Starting at $162,650, the G580 stays true to its original design formula but also utilizes EV technology to bolster its off-road prowess and overall appeal as a daily luxury SUV.

EV specs

If it weren’t for swapping its spare tire carrier for a smaller storage box that contains a charging cable, you might have trouble distinguishing the G580 from its gas-powered G550 and AMG G 63 siblings. Rest assured, things are quite different underneath. Instead of internal combustion engine power and drivetrain, each wheel has its own permanent-magnet synchronous AC motor and two-speed transmission, netting a combined output of 579 horsepower and 859 pound-feet of torque.

The G580 stays true to its original design formula.

Providing power to these units is a 116 kWh battery pack, situated in the middle of the chassis and protected by a thick sheet of carbon composite material. It’s waterproof, too, and enables the G580 to roll through a water depth of 33.5 inches — nearly six more than the 550 and 63. Onboard charging is rated at 9.6 kW, and DC Fast Charging tops out at 200 kW, allowing it to charge from 10 to 80 percent in as little as 32 minutes.

Range is rated at 238 miles, which may sound low, but it’s understandable for something so heavy, tall, and sporting a very un-aerodynamic shape. I saw as much as 200 miles in mixed driving that was mostly on highways.

Off-road brilliance

What people either tend to forget or simply don’t know is that the G-Wagen has always been tremendously capable off-road. The new G580 doesn’t stray from this formula, but it goes one step further by blending its EV powertrain with conventional off-roader chassis design. The result is a harmonious blend of old and new technology.

Adaptive dampers and conventional coil springs sit at a fixed ride and are tied to its body-on-frame chassis via a double-wishbone setup up front, a solid rear axle out front. This allows for as much as 9.8 inches of ground clearance, plus 32-degree approach, 30.7-degree departure, and 20.3-degree breakover angles.

My testbed was the Rowher Flats Off-Highway Vehicle area in California. I initially had some reservations about the Falken summer street tires, but they were quickly dispelled: this thing was impressive in how it took on a good variety of ascents and descents, and at some menacing angles. A big benefit of EV powertrains is that traction control is immensely precise due to fewer components working to maximize grip. The mighty G barely slipped a tire across fine and rough gravel, small and large rocks, and every other form of terra firma in this part of the country.

The G-Wagen has always been tremendously capable off-road.

I engaged its low range, which synthesizes a conventional low gear set by enabling a gear reduction on each motor for more instant torque, but I don’t think it was necessary. One particular trail routinely possessed up to 44 degrees of pitch, up and down, but the boxy Benz simply didn’t care. Then, when I attempted to max out rear axle articulation over some complicated, rutted features on one particular downhill section, in the service of eye-catching photography, I was left with a boring scene of all tires touching the ground in assured confidence.

Finally, I had to try one of the G580’s most intriguing party tricks: G turns. This is a setting that allows it to spin 180 degrees in place, and it’s just as entertaining behind the wheel as it is to watch. There is a use case, such as when you have to change direction and there’s no room for a multipoint turn — however, the general area around it must be perfectly flat. It’s definitely narrow in its application, but who cares? It’s fun as hell.

Once I returned to paved civilization, the G-Wagen assumed its more common identity as a comfortable cruising SUV with great overall visibility. Despite tipping the scale at 6,746 lbs, this thing boogies in a straight line and will reach 60 mph in under five seconds. Having such joie de vivre in a narrow, stilted package may sound alarming at first, but it actually demonstrated solid athleticism on twisty roads.

I’ve never wanted an EV to depreciate faster

Unless someone isn’t keen on its looks or the negative connotations the badge often carries, there isn’t much to dislike about the 2025 Mercedes-Benz G580. It’s massively fun off-road, comfortable around town, blisteringly fast, and has a commanding view of the road that makes it a great in-town runabout. Its range isn’t the greatest, but I wouldn’t say it’s a major issue, either, unless one were crafted into a dedicated overlanding rig.

Despite its steep price, Mercedes has come up with something quite special in the G580.

Photography by Peter Nelson / The Verge

Lamborghini Revuelto review: perfect harmony

2025-06-24T14:10:05-04:00

With the dawning of a new era of hybridization in the automotive industry, more and more manufacturers are integrating electric propulsion into their lineups. Mild-hybrid systems are well-established, and more beneficial plug-in hybrid systems keep getting better and better. Even Lamborghini’s participating in the latest wave of hybridization, which might come as a surprise to some.

That’s because this Italian company’s outlandish supercars have never been regarded as thrifty, or ever trying to be thrifting. They’ve always returned old-truck-like fuel economy thanks to their ravenous 10- and 12-cylinder engines. And their innate ability to make those behind the wheel drive them as inefficiently as possible doesn’t help, either.

But by God, it’s a reality in the 2025 Lamborghini Revuelto, the Italian brand’s top V12-powered model. Its plug-in hybrid system is mainly there to up the thrills, but surprisingly, it can also return respectable fuel economy with no downsides to its ravenous driving experience. Here’s how $612,858 (before costly options) worth of Lambo slots into our current golden age of hybridized high-performance.

Doing its part

Lamborghini goes out of its way to call the Revuelto its first-ever plug-in hybrid HPEV (high-performance electric vehicle), and it truly is: a 3.8 kWh battery sends juice to two AC motors mounted on the front axle, and another attached to the transverse-mounted eight-speed dual-clutch gearbox. By default, the mighty Lambo comes to life without firing up its engine, instead sending power to the front motors for backing up (there’s no reverse gear), as well as offering up to five miles of EV-only range.

That may sound comically low, but considering just 30 miles of normal driving can fully top it back up, it’s more useful than one might assume. If I was allowed more mileage for my press loan, I would’ve loved to run the battery down on the highway, firing up the engine until it was recharged, and repeating the process until the tank ran low.

Its plug-in hybrid system is mainly there to up the thrills.

After all, it’s rated at 23 MPGe—12 combined without hybrid assistance. The latter barely beats its Aventador predecessor and means this thing carries a $4500 gas guzzler tax for not meeting minimum fuel efficiency standards. Not many PHEVs can claim that honor.

That said, I was pleasantly surprised by how easy it was to come close to 23 MPGe. Over a generally traffic-free, 15-mile stretch of Los Angeles freeway with radar cruise control set to 75 mph, I was able to easily exceed 21 MPGe. Not only that, it prioritized EV propulsion for passing slower cars while the engine sat dormant at a very calm 2,000 rpm in eighth gear. Despite some significant road noise, this brutish supercar was rather relaxing on the highway. But exiting off and transitioning to twistier blacktop high up in California’s San Gabriel Mountains, it quickly became anything but.

Simply maniacal

As the Revuelto is Lamborghini’s flagship V12 supercar, the specs are insane: its 6.5-liter naturally aspirated V12 screams to 9,500 rpm and produces 814 horsepower and 535 lb-ft of torque. The three motors contribute up to an additional 296 hp and 364 lb-ft, reaching a peak total output of 1,001 hp and 1,044 lb-ft of torque. You’d never know from behind the wheel that this thing weighs 4,290 pounds, as 0-60 mph happens in just 2.5 seconds, and 150 arrives in less than 10.

If the main reason for hybridization is pure excitement, then I’m here for it. Launching off the line, you feel the motors punch down low as the V12 revs up, and once the tach needle reaches the midrange, all hell breaks loose in wonderful electron-flowing and fuel-burning harmony.

The specs are insane

The Revuelto doesn’t hold back in its pursuit of filling the cabin, and several city blocks in either direction, with glorious V12 music. It’s endlessly entertaining regardless of mode and RPM, even lightly cruising around between 3,000 and 4,500 RPM. I’d never been so content having a ringing in my ears as I did filling up its 22.5-gallon fuel tank twice in one weekend.

The shove back in the seat while ripping off the line is truly something special, too. I’ve had the honor and privilege of driving some thrilling hardware during my tenure in automotive journalism, but this takes the cake for all-out savagery. Upshifts seamlessly continue the effort forth towards felony offenses, and once it’s time to slow down, some light gearbox whine and sharp puck noises make for buttery smooth, GT3 race car-like downshifts. It’s all intoxicating.

Awe-filled dynamics

The Bolognese brand didn’t just make the Revuelto faster and optionally thriftier. Active aerodynamics sitting atop the rear deck to help it cut through the air 66 percent more efficiently, as well as bleed off speed. Carbon fiber and aluminum comprise its chassis and bodywork, making it 10 percent lighter and 25 percent more rigid than its predecessor. Combined with a mix of adaptive dampers and double-wishbone independent suspension, its rectangular battery pack mounted in what used to be called the transmission tunnel, all-wheel drive, plus its mid-engine layout, this thing is a monster at corners.

Conveniently, switching between damper and motor settings, as well as drive modes, was quite easy as they’re all done on the steering wheel. I’ve never been a big fan of complication here, but Lamborghini’s method works great.

This thing is a monster at corners

The steering itself possessed decent weight under cornering and sufficient communication, tack-sharp front-end response, and above all, the perfect ratio for high-performance driving. It was so nice being far tilted back in the Lambo’s sport seat (this was very necessary, as headroom is at a high premium for tall folks), hands at nine and three, and getting into a daze-like rhythm of carving corners at breathtaking speed. While power delivery was merciless, it was quite easy to tame with smooth inputs and thoughtful downshifts, which weren’t as frequent as other exotic fare thanks to the engine’s sky-high redline.

The end result was reaching well-traveled mountain top landmarks in a shockingly short amount of time. All while experiencing an immensely good ride quality in either its stiffer or softer damper mode, too—a testament to how much engineering went into this beast’s chassis dynamics.

Too much fun

The 2025 Lamborghini Revuelto is unlike anything I’d ever driven before. I may not have fit very well inside, the seat back may have been designed for someone a foot shorter than me, but goddamn was it totally worth it.

Not only was the sensation of a screaming, 6.5-liter V12 behind me something beautifully unique, but behind all the drama was a chassis tremendously potent in its grip and athleticism. Then, its unparalleled mix of 12-cylinder ferocity plus hybridization created a harmoniously hilarious good time. It even returned admirable fuel economy numbers for a supercar, if I wanted… but I mostly didn’t, as its consumption proved to be one of the wisest financial investments ever.

Photography by Peter Nelson / The Verge

McLaren Artura review: a plug-in hybrid for the 1 percent

2024-12-23T08:00:00-05:00

It’s no secret that plug-in hybrid electric vehicles (PHEVs) have grown in popularity over the past couple of years. Their flexibility offers the convenience of internal combustion as well as the ability to put in an average day’s driving without it. After all, any amount of electric-only propulsion not only cuts down on tailpipe emissions but also money spent at the pump.

And when money is little to no object, the convenience factor goes up exponentially. Take the 2025 McLaren Artura, the Woking, UK-based company’s latest entry-level supercar that’s replaced its former 570S. Starting at just over $254,000, this hybrid-electrified supercar may be one of the most versatile, daily-driver-friendly, and thrilling of its kind ever.

Trickle-down lineage

It’s hard to not compare the 2025 McLaren Artura to its direct ancestor: the legendary P1 hypercar.

But 10 years later, trickle-down tech has made the Artura a downright bargain. At less than a quarter of the P1’s original $1.5 million sticker, it reaches as many as 19 miles of electric-only range, hits 60mph in 2.6 seconds, goes from zero to 100mph in 5.5 seconds, and will achieve a top speed of 205mph. These are all within range of the P1’s performance figures, but it does so making 690 horsepower and with a similar 3,300 or so pound curb weight to push forth via the rear wheels.

A unique supercar driving experience

Putting this trickle-down tech to work makes for a fascinating driving experience. The Artura summons its output from a twin-turbo 3.0-liter V6 engine and axial flux electric motor, bolted up right behind the cockpit. The battery feeding its motor weighs 194 pounds and possesses a net capacity of 7.4kWh; charging to 80 percent takes 2.5 hours via a standard 240V outlet.

By default, the Artura springs to life in its all-electric mode, creating a unique and interesting symphony along the way. It also has no reverse gear — instead, McLaren utilizes the motor for reverse. Then, if the engine is running, a third clutch sits in the transmission to make the experience as seamless as possible. If you didn’t know, you’d never notice that it only possesses eight forward gears.

The Artura summons its output from a twin-turbo 3.0-liter V6 engine

Once underway, electric-only acceleration was nothing to write home about, but it got up to speed on the street and highway relatively quickly. It was also a relaxing experience, fit for being stuck in traffic or just calmly cruising around town. Lifting off the throttle to trigger regenerative braking felt smooth and easy to modulate. Interestingly, I never found the need to plug the Artura in since, between the engine itself acting as a generator and the normal brake inputs and regen, the battery was always topped up above 15 miles of range.

I dug the mighty McLaren’s neighborly wake-up, but most of the time, I couldn’t resist clicking the right-hand toggle atop its instrument binnacle to seamlessly fire up the mighty V6 in Sport or Track mode. Its high-pitched growl was more akin to naturally aspirated V12 supercars of yore than the bigger-displacement V8 it replaced in the 570S. The Artura’s Bluetooth and Apple CarPlay-integrated infotainment system was easy to use, and I certainly appreciated its tiny screen size. But I barely utilized it.

The Artura’s carbon fiber monocoque and aluminum front and rear subframes are joined by fully independent multilink suspension and adaptive dampers. In Comfort and Sport chassis modes, it had an excellent ride quality over LA’s topographically rich — meaning, particularly crappy — street surfaces. Doubling down on daily ability, its comfortable fixed-back driver’s seat was mounted on a manual slider and complemented its spacious, Alcantara-rich interior.

Then, thanks to the instrument cluster moving up and down in sync with the steering wheel and the ability to bring the latter incredibly close to my torso, the Artura’s cockpit was one of the most comfortable that I’ve ever sat in — not at the expense of visibility, either, as the view ahead was panoramic, and both direct and over-my-shoulder rear visibility was quite good. This isn’t always the case in most legitimately small supercars.

Regarding the McLaren Artura’s advanced driver-assistance systems: its radar cruise control performed admirably in stop-and-go highway traffic, particularly under full battery power. However, its lane departure warning was comically inadequate. I appreciated its unique squirrel chatter-like notification that I was about to waft into the next lane, but it often had trouble reading even the most prominently painted lane markers.

Still, the Artura’s analogue lane departure warning system — its brilliantly communicative hydraulically assisted power steering — made up for it and contributed to this McLaren being downright thrilling on Southern California’s mountain-top roads.

Thrilling yet thrifty

With ample clear tarmac ahead of me atop SoCal’s Angeles National Forest, the 2025 McLaren Artura was phenomenal. Thanks to the electric motor filling in any gaps in the turbo-fed torque curve, it launched quite aggressively, making its sub-six-second zero to 100mph time quite believable.

From there, the Artura displayed seamless, uninterrupted high-speed confidence. Two hundred thirty-five front and 295 rear 19-inch Pirelli P Zero Corsa Summer tires made the most of its finely tuned chassis, possessing immense cornering grip and stability. Its hydraulic steering was extremely communicative, responsive, and busy, relaying every crease in the tarmac at all times — to the point of requiring a firm grip and faster than average hands — just the way any driving aficionado desires. Chassis communication was equally as wonderful, helping determine the best speed through myriad corners with varying grip levels and camber changes.

Artura displayed seamless, uninterrupted high-speed confidence

Its electric-sourced torque was hard to discern from any turbo-sourced output, and while power felt generally linear across the rev band, it was brutally rapid up high. With the left bank turbocharger bolted up directly behind my ears, I felt like I could hear every PSI of boost getting shoved through the intake valves as the tach needle climbed, in addition to its gloriously high-pitched exhaust tone up top. However, here is where my main gripe lies: even in track mode, the exhaust volume was simply too quiet. It’s designed to be a versatile and everyday supercar, but I wanted to hear a lot more of this thing’s personality when conditions allowed.

Once I got my fill of hilariously fun lateral and longitudinal G forces, it was nice to loosen up the Artura’s dampers and switch over to serene, silent EV mode. Having this kind of latitude in a high-performance supercar is the equivalent of a long, hot shower after a hard workout. Then, on one occasion, spending the entire trip back down into the Los Angeles basin with the engine off netted a total trip economy of 26.1mpg.

One green supercar

The 2025 McLaren Artura may be a quarter-million-dollar supercar, but it’s quite possible to tool around town like any more everyday PHEV, like the Toyota Prius Prime. The same equipment integrated into its powertrain to boost fuel economy also boosts its performance and driving experience to breathtaking levels. On top of it all, it’s a nicely equipped luxury experience featuring a suite of modern ADAS.

For anyone after a high-performance machine with all the personality, that’s also as big on versatility and livability as it is on nonstop thrills, McLaren’s latest entry-level offering is hard to disagree with.