By Dan Wells, Viju Mathew, Josh Condon, and Robert Ross
A Better Battery—and Beyond
As with a child’s first steps, the automotive industry’s halting and at times bumpy adoption of electrification is to be celebrated—but more is expected. To maximise initial momentum, automakers have latched on to lithium-ion, the battery tech that’s currently most cost-effective for production. But they’ll soon need to let go if real advancement is to be made. “We started, as an industry, with electric cars less than 10 years ago. There’s so much that we need to learn,” says Pablo Di Si, president and CEO of Volkswagen Group of America. “Remember mobile phones 30 years ago?”
Today’s rechargeable lithium-ion set-up relies on minerals—nickel, magnesium, cobalt, and graphite—that require extensive mining, and the liquid electrolyte is highly flammable. “There will be a lot of change,” says Dr Uwe Keller, head of battery development for Mercedes-Benz. “At the moment, we’re all working on getting cobalt-free cathode materials, and on the anode side, we are looking to introduce silica, which allows for greater battery capacity. According to Keller, this represents “a big potential for increasing the energy density” while simultaneously reducing battery weight. In layman’s terms, that means shorter charge times and better overall drive dynamics.
The elusive panacea is solid-state, an approach that replaces the combustible electrolyte fluid with a material alternative. Among the most intriguing is graphene, an incredibly strong hexagonal carbon matrix that’s a single atom thick, which, as Keller explains, gives it “very high thermal and electrical conductivity,” though he adds that it’s currently very expensive and challenging to produce. But if eliminating emissions is the overall goal, then abandoning the internal-combustion engine (ICE) entirely might be premature when sustainable gas, also known as e-fuel, is factored in.
Motorsports have long been a real-world, high-stress laboratory for automotive tech, and many racing insiders see ICE systems remaining relevant. “I’m sure there’s a lot more development that can be done on the internal-combustion engine,” says Zak Brown, CEO of Formula 1 team McLaren Racing. He believes the areas of focus will be “hybrid, the fuels, and the regeneration of energy.”
After all, as Volkswagen’s Di Si points out, “CO2 is not created by the engine; CO2 is created by what you put in there.” To that end, VW subsidiary Porsche is one of the main drivers of e-fuel implementation. “We would like to prove that e-fuels can be produced on an industrial scale,” says a spokesperson for the marque.
Scale is also a roadblock for hydrogen, another alternative fuel source. According to Angelo Kafantaris, the man behind Hyperion Motors and its 2,038 hp, hydrogen-powered XP-1 hypercar, the energy-storage capacity for the plentiful element is “112.6 times better than lithium-ion.” But the CEO admits that his “challenge is making it as affordable as possible.” The lithium-ion battery is a critical first step toward zero-emission propulsion, but other technologies also need room to get up to speed.
“The industry is constantly working on alternatives—it has to,” says Dr K.Venkatesh Prasad, senior vice president and chief innovation officer at the Center for Automotive Research. “To put electrification in perspective, it’s big, it’s happening right now,” he says. “But electrification is not the end.”
All-electric Super Coupé
Rolls-Royce Spectre
Rolls-Royce, the larger-than-life chariot producer for the most affluent, has stirred up something truly exciting for motor enthusiasts: the Spectre. As the first all-electric Rolls-Royce, the Spectre produces 430 kilowatts (577 horsepower) with a range of 420 kilometres per charge, as well as a sharper and more intentional design language which manages to modernise the ageing Ghost format. The Spectre keeps the signature coupé “suicide” doors famed for their practicality for entering and exiting the vehicle, but most importantly, Rolls-Royce has introduced a completely silent driving experience with its all-new EV configuration. The venerable handcrafted V12 is swapped for a modern double EV motor system producing a strong 900 Nm of torque.
Not many automakers want to leap into full electric, but with Rolls-Royce, the pairing could not have made more sense with its obvious advantages in sound reduction and instantaneous torque delivery compared to its petrol counterpart. For many cars, the weight of the EV batteries is a prohibiting factor for driving dynamics, but land yachts such as the Spectre are not as concerned about trimming down compared to sportier models—the primary dynamic role of the Spectre is all about driving refinement, not cornering agility. While the Spectre is some 453 kilogrammes heavier than her predecessor, a more digitised interior with an electrified soul makes the new model feel like a refreshing step towards the future of Rolls-Royce, an iconic name synonymous with luxury.
Super Coupé
McLaren 750S
A touch lighter. A touch faster. A touch sharper. Behold the all-new McLaren 750S. McLaren has seemingly taken a leaf out of Porsche’s playbook with the ascension of the venerable 911 sports car by continuingly evolving and improving the MP4 carbon chassis launched all the way back in 2009 as the MP4-12C, McLaren’s first volume production sports car. Over the years, McLaren has continued to refine the platform and become a tour de force in the sports-car market, rivalling the likes of Ferrari and Lamborghini in just a decade’s time. McLaren’s 750S gains 30 additional horsepower, sheds 30 kilogrammes of mass, and increases total engine torque by 30 Nm. Five months of rigorous testing on track and road simulating 10 years of use was undertaken for the new McLaren to improve all areas of performance, reliability, and daily usability. A lighter exhaust as well as lightweight wheels come as standard. Lighter pistons carried over from the 765LT can also be found in this new model. Mild styling tweaks on the exterior and interior make the 750S a familiar McLaren affair. The front end adopts a wider track for the new model as well, which should improve cornering response. The new McLaren 750S is not revolutionary by any means; it still shares most components from its 720S predecessor, but the 750S continues to push the boundaries of McLaren sports cars and should be up there duking it out with the best Italian competition.
Hypercar
Pagani Utopia
Founder Horacio Pagani has long discussed drawing inspiration from the work of Leonardo da Vinci, as well as his desire to leave behind automotive masterworks of similar ambition. Whether he has quite reached the level of the Renaissance genius is for posterity to decide, but many enthusiasts have him at the top of the list for designer and builder of the world’s most exquisite hypercars. His latest unveiling: the stunning 864 hp Utopia, which juxtaposes a twin-turbo V-12 and a custom, gated seven-speed manual transmission with an innovative carbon-titanium monocoque chassis and muscular bodywork that creates tremendous downforce while eschewing overt aero embellishments. Limited to 99 examples, the Utopia took six years from drawing board to debut—about twice as long as it took for Leonardo’s The Last Supper.
Grand Tourer
Bentley Continental GT S
That the Bentley Continental GT S was named Robb Report’s 2023 Car of the Year by a wide margin coincides with its choice by the editors as our Best Grand Tourer. The V8-powered Continental is so accomplished at the art of luxury and speed that no other two-door—apart from its own 12-cylinder sibling—comes close. The Continental’s opulent design, impeccable build quality, and sybaritic comfort are matched by abundant power and athletic handling dynamics, especially in the S version, which is a leaner, meaner take on the Continental GT. The only real decision is: coupé or convertible?
All-Electric SUV
Audi RS E-tron GT
In the Audi RS E-tron GT, sophisticated design, beautiful lines, and electrifying performance converge in a sports sedan that is as technologically advanced as it is gratifying to drive. What distinguishes this Audi from other EVs is that, remarkably, it doesn’t feel like an electric car. Emitting all the right sounds, it is so nimble and confers such internal-combustion-engine bravado that a driver might not know it has two electric motors—until the blistering 3.3-second acceleration from zero to 100 km/h, that is. Inside, comfort, convenience, and a state-of-the-art user experience combine to make this a car for people who appreciate understated luxury, meticulously delivered.
Interior
Mercedes-Benz EQS 580 4Matic SUV
Sure, the EQS SUV may be Mercedes-Benz’s first battery-driven model in the sport-utility category, but don’t forget that the automaker began dabbling in electrification way back in 1906. Another sign of Mercedes being ahead of the game: the cutting-edge HEPA-filtered interior in the seven-passenger EQS family hauler. The dash looks like it was lifted from the set of Star Trek: Picard, with a state-of-the-art 142-centimetre MBUX Hyperscreen complemented by the augmented-reality heads-up display that shows a 3-D representation of directions and other pertinent intel. Add a subtle infusion of fragrance and the robust Dolby Atmos audio system, which immerses occupants in 360 degrees of sound, and the cumulative cabin experience is unlike anything else on the road.
High-Performance SUV
Maserati Grecale Trofeo
Maserati actively wants a piece of the popular compact SUV market, and the Maserati Grecale range is an interesting collection with which to accomplish this goal. While the standard Grecale is powered by a 2.0-litre four-cylinder powerplant, the Trofeo model is powered by a formidable twin-turbo V6 engine, the same Nettuno V6 from the marque’s halo car: the MC20. It produces a healthy 390 kilowatts (523 horsepower), making it one fast grocery-getter. The Maserati name in itself gives a great emotional response and gravitas compared to its clinical German rivals, and the beautiful styling alone, with its elegant contours and evocative oval front grill, sets the Grecale Trofeo apart. Maserati has also partnered with Sonus Faber for a premium sound upgrade. (For reference, Sonus Faber is regarded as one of the highest-end home audio companies in the world. Its audio systems can also be found in multi-million-dollar Horacio Pagani hypercars.) Zero to 100 km/h happens in a brisk 3.8 seconds, with a top speed of 285 km/h. A modern infotainment system slicks up the interior and brings Maserati, which was famed for using dated electronics in its previous models, to the 21st century. It seems that Maserati is going through some sort of renaissance with quite a few new models popping up recently to challenge the luxury car segment, and the new Grecale range, including the Grecale Trofeo, is a fresh take on the compact SUV with a lovely touch of Italian flair.
Race Car
Porsche 911 GT3 RS
Porsche’s new 911 GT3 RS continues to take the 911 to new heights with crazier statistics and even wilder raw performance. With its naturally aspirated flat-six motor, an even more refined chassis honed by the engineering wizards of Weissach, a double wishbone front-end for lightning-fast turn-in response, and active aerodynamics, the 911 GT3 RS clocks in an impressive overall lap time of the Nürburgring track at just six minutes and 49 seconds—that’s 10 seconds faster than the “base” GT3. It’s safe to say that the new 911 GT3 RS is a speed lover’s dream, with the vehicle producing 860 kilogrammes of downforce at 285 km/h, which is the same as the 911 GT3 Cup, the racing variant!
What’s also truly astonishing is that Porsche has managed to make this automotive weapon road-legal. Genuine race-car technology, such as a push-button drag-reduction system for the rear wing, effectively stalls the wing element temporarily, allowing the driver to maximise straight-line speed and re-engage the wing element just before heavy braking and cornering for the full downforce potential. It’s incredible to see Formula-1-derived technology trickle into production cars. We think the all-new 911 GT3 RS is bonkers—enough said. Buy one if you’re lucky enough to be on Porsche’s enviable VIP list.
GT Supercar
Aston Martin DB12
Aston Martin’s new DB12 may seem like just a touched-up DB11, but it’s so much more than that. Back in 2022, the marque notably hired Amedeo Felisa (ex-CEO of Ferrari from 2008 to 2016) and Roberto Fedeli (ex-Ferrari engineer) along with other former Ferrari team members; together, they have managed to refine Aston Martin’s internal structures, and, most importantly, refine its cars. Initial testing by independent reviewers have mentioned a keenness in front-end driving response unlike any previous Aston Martins. One even reported a very Ferrari-like feeling. All of this is in stark contrast to the dull response of the DB11, its predecessor. The DB12 is a transformative car for Aston Martin, with its driving dynamics greatly improved, and it brings the company to the front of what is a very competitive sports-car market dominated by Italian exotics. The DB12 sticks with its V8, producing 500 kilowatts (671 horsepower), and is mated to an eight-speed automatic gearbox. Along with a great 800-Nm torque figure and a practical 2+2 seat configuration, this makes the DB12 an ideal cross-continental mile-muncher, now with sharper dynamics. Inside, it’s the regular Aston Martin affair, with premium leather cladded everywhere and a powerful Bowers & Wilkins audio system built in. The DB12 brings a touch of Ferrari where it counts the most, and makes this a true under-the-radar performance GT supercar.
SUV
Ferrari Purosangue
The folks in Maranello really don’t want the Purosangue to be called an SUV—and technically they’re correct, as it’s a crossover—but when they created a vehicle with nearly 185 millimetres of ground clearance, four full-size seats, and independent four-wheel steering, the world took to calling it the Ferrari SUV, and here we are. In any case, think of it as an incredibly capable fastback grand tourer with loads of usable room, reclining rear seats, and a top speed of 311 km/h thanks to the raucous naturally aspirated V-12 producing 533 kilowatts (725 horsepower). The packaging is incredibly efficient—a 1.78-metre-tall driver standing next to the model can kiss the roof—as well as incredibly clever: The trick aero negates the need for a rear wiper; at speed, the back window is squeegeed clean by just a well-directed rush of wind. So it’s fine if you think of the Purosangue as an SUV, because you’ll never mistake it for anything but a Ferrari.
Executive Transportation
BMW 7 Series Protection
BMW has built a modern tank for the road, with bulletproof glass and steelcore construction for maximum safeguarding. Its new 7 Series Protection is rated against most small arms weapons, including the direct hits of an AK47, small explosives, hand grenades, and whatever John Wick can muster. Not much of the technical specs of the new 7 Series Protection is public knowledge, for obvious reasons, but with all of this additional armour, the car suffers in pace, doing zero to 100 kilometres in 6.6 seconds. (It’s about as fast as a Vauxhall Omega 3.2-litre V6, for members of the audience discerning enough to pick up on this reference.) Look to the safety aspects, however, and the features are far more promising. The fuel cell in this model comes with a unique self-sealing membrane, ensuring that the fuel tank will not leak if punctured, allowing guests maximum safety on board. The vehicle is equipped with special Michelin PAX tires for higher ballistic protection and run-flat driving capabilities of up to 80 km/h. The 7 Series Protection has a powerful V8 engine producing 390 kilowatts (530 horsepower)—and you’re going to need it with all that additional armour weight. It also features its own oxygen supply, and can be optioned with flashing blue lights and flagpoles if the client wishes. The total weight of this rolling fortress is just under four tonnes, and heavier if you opt for the electric i7 Protection variant. All in all, the new 7 Series Protection offers what it says on the tin: protection at the highest level.
Hybrid
Lamborghini Revuelto
The Lamborghini Revuelto is a very special car coming from the depths of Emilia-Romagna. It’s not every day that Lamborghini makes a new V12 supercar; in fact, the marque typically only produces a brand-new V12 platform every decade, with the Aventador lasting as such. In typical Lamborghini tradition, all models are named after famous fighting bulls—Revuelto means “mixed-up” in Spanish, and this rebel should provide buyers with an indication of its hybrid powertrain and powerful character. Lamborghini keeps the hallmark 6.5-litre naturally aspirated V12 for the Revuelto. Coupled with three electric motors, the car produces a total output of 746 kilowatts (1,001 horsepower) and the engine revs to an almighty 9,500 RPM. Although this is an EV, it is most definitely not focused on economy; rather, performance is the priority, with the EV range maxing out at only 10 kilometres. Gone is the dreaded single-clutch transmission, and in goes a new dual-clutch eight-speed transmission. The exterior styling has elements of the classical Italian wedge-shaped design along with a new, sharper, and more modern hexagonal design language.
Meanwhile, the interior boasts a new digitised cabin with a greater spacious feel due to its revised chassis architecture. The new Revuelto paves the way for the marque’s emerging EV future and will be, perhaps, the last Lamborghini name to hold on to the illustrious V12 engine.
Convertible
Mercedes-AMG SL 63 Roadster
No other contemporary sports car has a lineage as storied and revered as that of the Mercedes-AMG SL 63 Roadster, which traces its ancestry directly back to the W 194 racer that finished first and second at Le Mans in 1952, as well as the 1954 Mercedes-Benz 300 SL “Gullwing” that’s now one of the most coveted collectible vehicles in the world. That rarefied automotive DNA is felt in the latest iteration, the 430-kilowatt (577-horsepower) SL 63.
Fit with a hand-built, 4.0-litre biturbo V8 mated to a nine-speed automatic transmission, the 2+2-seat convertible is the first SL to feature an all-wheel-drive configuration—AMG’s Performance 4Matic+. Factor in the active rear-axle steering, the limited-slip rear differential, and the latest MBUX infotainment system, and this SL presents a modern embodiment of classic athleticism and style that does its noble predecessors proud.
