All posts in “review”

Watch Chris Harris Have Fun on a Track in the McLaren 600LT

Could This Be The Best McLaren Track Car?

That’s the question Top Gear’s Chris Harris asks in the video below of him driving the McLaren 600LT. The car lacks the insane horsepower and super-techy suspension of other McLaren vehicles, but it offers a more mechanical, analog, and natural driving experience, according to the presenter. It looks like a heck of a lot of fun.

Harris drives the hardened cousin of the 570S at the Circuit De Charade in France. As he does, the sky begins to spit rain, making the drive a whole lot more difficult. With that said, Harris completes the task in entertaining style, spinning the tires and getting sideways a few times.

The McLaren 600LT comes with a 3.8L twin-turbocharged V8 that makes 592-horsepower and 457 lb-ft of torque. It’s a revised version of the engine found in the 570S, though it’s not a revolutionary mill by any means. That doesn’t mean it lacks power, though Harris does note a bit of turbo lag.

That doesn’t hurt performance too much though, the car can sprint from 0 to 60 mph in just 2.9 seconds, and then continue on to 124 mph in just 8.2 seconds. The top speed for this beautiful supercar is 204 mph. That’s not the fastest car out there, but it’s very, very quick.

What seemed to surprise Harris the most was the playfulness of the car. It’s stiff chassis and suspension setup paired with its open differentials still allows the car to move around, and he seemed very pleased with it overall. Needless to say, McLaren’s 600LT is a car worth owning. 

February 15, 2019 / Comments Off on Watch Chris Harris Have Fun on a Track in the McLaren 600LT
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W Motors Fenyr Supersport

If one takes some time to reflect on the origins of the supercar as we know it Italy, Germany, France, England, and of course the United States immediately come to mind as homes. These nations have the deepest roots in creating the most sought-after, exotic and timeless automobiles in the world.

Occasionally manufacturers based outside of the big five like Sweden’s Koenigsegg quickly become the stuff of legends but this fame is rare indeed. W Motors aims to create its own legacy starting with its own interpretation of what defines a supercar.

The Wolves Den

Established in 2012 by Ralph Debbas, W Motors (the W stands for “Wolf”) is the first exotic car manufacturer from the Middle East. Initially based in Beirut Lebanon before moving to its current location in Dubai, Debbas company has taken a modern approach to its production.

Using its own expertise and leveraging partnerships with long-standing industry leaders like RUF and Magna-Steyr W Motors created the Lykan Hypersport in 2013 (Featured in Furious 7), following it up with the Fenyr Supersport in 2017.

Savage Beast

Blue W Motors Fenyr at Homestead-Miami Speedway

Blue W Motors Fenyr at Homestead-Miami Speedway

Image From W Motors

In keeping with the wolf theme, the Fenyr name is based on “Fenrir”, a mythical wolf from Norse mythology. Sporting a lightweight chassis and carbon fiber body this beast is W Motors sportiest offering with the angular surfaces, numerous vents, and imposing scoops lending it an aggressive presence.

Black W Motors Fenyr with doors open

Black W Motors Fenyr with doors open

Image From W Motors

Black W Motor Fenyr with all panels open

Black W Motor Fenyr with all panels open

Image From W Motors

A stout 800 HP is provided by the wailing RUF-tuned 3.8L twin-turbo flat-six, feeding power to the rear wheels via a Porsche 7-speed PDK gearbox Keeping everything in check is a front MacPherson-strut suspension with a pushrod-actuated multi-link rear.

Braking is provided by massive 6-piston calipers and 15” brake rotors front and rear. 19” front and 20” rear forged Aluminium center lock wheels and massive tires complete the imposing esthetic.

W Motors Fenyr Front Detail

W Motors Fenyr Front Detail

Inside the Cage

The interior features a large information-filled dash along with a large center screen and a small informational screen on the passenger side of the dash.

W Motors Fenyr cockpit

W Motors Fenyr cockpit

Image from Sandpacri

W Motors Fenyr cockpit detail

W Motors Fenyr cockpit detail

Image From W Motors

W Motors Fenyr cockpit detail

W Motors Fenyr cockpit detail

Image From W Motors

With an estimated price tag of around 1.5 million USD and capped production, the would-be buyers will definitely have some level of exclusivity. Only time will tell if the Fenyr is destined to become legendary.

Impressions

There is very little video content on the Fenyr but the following videos give a good sense of what this car is all about.

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Specifications

  • Horsepower: 800hp
  • Torque: 723 lb-ft
  • 0-60: 2.7s
  • Top Speed: Over 400km/h
  • Weight: 2,976 lbs
February 7, 2019 / Comments Off on W Motors Fenyr Supersport
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2019 Acura NSX quick spin review | Japan takes on the world, again

I drove the 2019 Acura NSX on track a while back, and it’s an absolute freight train. But now that I’ve driven it in the snow and the rain and our pothole-riddled streets around Southeast Michigan, I can tell you about what it’s like to live with the Japanese supercar.

Our tester was painted in gorgeous Casino White pearl. It’s a stunner in this color, highlighting the NSX’s proper supercar styling – impressions were reinforced by the constant stares and craned necks over a cold November weekend. All $21,600 of carbon fiber exterior parts (several carbon packages combined) probably didn’t contribute a whole lot to this, but man does it look cool up close. Updates to the 2019 car consist mostly of more suspension and tire to give it the edge it was missing before. Stiffer stabilizer bars, rear toe link bushings and re-tuned magnetorheological dampers do the bulk of the work. A complete recalibration of the steering and SH-AWD system ties it all together, and boy does it work wonders.

Of course, I spent most of my time inside the NSX, which, just like before the 2019 update is the most controversial part of this car. Acura likes to say it has “excellent ergonomics” and “simple driver interfaces presented with elegant materials.” Critics say it looks like any other Acura, giving the nearly $200,000 supercar a cheap vibe.

I think there’s a disconnect between what Acura thinks is a perfect supercar interior – a focus on superb visibility and ease of use so you can focus on driving – and what enthusiasts are hardwired to believe a supercar interior should be – wild, at times nonsensical, and exotic.

I find myself on Acura’s side in this debate, more so after spending so much time in the cabin. The skinny A-pillars, long windows and excellent view out the rear make driving this car through rush-hour traffic a calming adventure. Our car’s blue/black leather and suede interior combination looks the business and feels luxurious — the $3,800 carbon fiber interior package helps it feel exotic. I spent plenty of hours in the saddle over a long weekend and was never fatigued or sore from the seat. The car is downright approachable to drive for anybody, partly thanks to the straightforward interior. The only part that ever frustrated me was the lack of a volume knob, an annoyance carried over from Honda.

2019 NSX details2019 NSX details
2019 NSX details2019 NSX details

One knob you will end up using often is the giant Dynamic Mode control knob. I did most of my commuting in either Quiet or Sport mode. Quiet is perfect for creeping along in traffic and getting peak fuel economy. I managed just over 22 mpg over the course of a couple hundred miles to and from the office, and I definitely opened it up when I had the opportunity. The hybrid technology is what sets this supercar apart from others at its price point. I was able to accelerate to over 40 mph running in EV mode on plenty of occasions, and the gas engine shut off above 50 mph sometimes.

Of course, only a fraction of my time was spent exploring the eco-friendly nature of the NSX. The rest was spent testing out how great this car is at tackling some twisty backroads. Hint: it’s damn good.

Click the center dial twice to the right for Sport Plus, and just drive. All the compliments I paid the car on the track translate to the road. Steering is telepathic. The engine and transmission respond as quickly as my brain decides what it wants. New Continental SportContact 6 all-season tires provide sure-footed agility even in the sub-30-degree weather I was pounding around in. I never tired of the loud intake and engine roaring behind my ear, no matter how many trips to 7,500 rpm I took.

That said, a track is truly needed to explore the limits of adhesion and speed in this car. If you have your foot down for three seconds, you’re already going 60 mph. Keep it planted for a couple more and … well, hopefully you caught the cops napping. Because of the three electric motors, there’s no wait for turbos to spool up or revs to build, and launches are brutal.

Acura NSX interior photoAcura NSX engine photo

Even with the stiffer and re-tuned suspension for 2019, it handles potholes and road imperfections with ease. The platform itself feels extremely rigid no matter the road surface, but with the magnetorheological shocks in their softest setting, I was able to drive in total comfort. Snowy roads didn’t faze the NSX either. All-wheel drive was there to pull me along without unwanted slippage, and I even managed to do some donuts in a snow-coated, empty parking lot. I lost count of the times I just had to chuckle to myself about how great this car handles any situation I threw at it.

That includes taking it through a Wendy’s drive-thru and a run to the grocery store. The large-for-a-supercar trunk space is remarkably useful. It held my large camera bag, a case of beer and a few other groceries just fine. Acura says you can even fit a set of golf clubs back there, but it’s long past golfing season in the Midwest. The parking sensors help to keep you from scuffing your carbon fiber splitter on a parking block — they were able to sense a block barely 5 inches off the ground.

No other electrified supercar can touch its base price of $159,300 — yep, that’s the way things are rolling nowadays. However, buyers aren’t exactly lining up for the NSX like they do for supercars from Ferrari and McLaren. Perhaps its understandable apprehension about a hybrid supercar – something I felt before I drove this one. After all, efficiency isn’t high on the supercar priority list.

No, supercars are meant to be evocative, alluring beasts that pull you in with outrageous sounds. You should feel more alive behind the wheel of these cars than any other. For a substantial period of time, Honda was king of the world in this department. I’ll stand around all day and heap praise on how the original NSX feels to drive. I cannot do that for the 2019 NSX. It’s not 1991 anymore, and others have stepped up to the plate. The 911 GT3’s 9,000 rpm flat-six is automotive bliss — again, something I can’t say for the NSX’s clinical 3.5-liter twin-turbo V6. The NSX’s lack of aural bliss may be one of the holdups accounting for slow sales. Acura sold 17 in December last year and 170 for the year, total.

Then there’s the price itself. Our NSX was loaded up to $196,500. Yours doesn’t have to be. However, it’s still significantly more expensive than the original was, adjusted for inflation. When it wasn’t marked up due to insane demand, the original NSX was a relative bargain supercar by today’s standards. Tack on a few options to the new car like ours, and a sea of other exotics come into play.

Maybe Honda thought the market for a gas-electric hybrid supercar was bigger than it is in reality? Most likely, it’s a combination of all these potential hangups: a crowded market for sports cars at its price point, the lack of passion coming from the powertrain, the mere idea of a hybrid supercar. That’s a true shame, because it might keep potential buyers from even giving it a test drive. I’d wager that if more people actually took an NSX for a spin, and if there was a better sales pitch for its incredible performance, more people would buy them. As it stands now, the 2019 NSX is an incredibly impressive supercar that I would drive every day. It’s just not as desirable as some of the other toys on the market.

Related video:

February 6, 2019 / Comments Off on 2019 Acura NSX quick spin review | Japan takes on the world, again
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BioLite’s Newest HeadLamp Offers A Rare Feature: Comfort

BioLite has a knack for taking heavily used gear and re-designing it into something you’ll reach for day after day, all while helping to increase access to energy off the grid. At Gear Patrol, we’ve been big fans since day one. Starting with the CampStove, CampStove 2 and the portable grill, and followed by many other successful fire starters, pizza grills and backcountry chargers, BioLite has paved the way for outdoor enthusiasts to get outdoors with an easy power supply — whether that’s grilling over a stove or lighting up the campsite. BioLite’s latest success story is the HeadLamp. We carried the re-engineered light with us through sunrise summits in upstate New York (hello, Mt. Marcy), as well as along the sidewalks of Brooklyn to light up our night runs. After a hugely successful kickstarter after Outdoor Retailer last year, the headlamp is available for preorder as of this Outdoor Retailer Snow Show.

The Good: BioLite’s HeadLamp features a split light in the front and battery pack in the back, all in a lightweight package that is comfortable, even in the wee hours of the morning. There are four light modes: red flood, white flood and spot (both with dimming) and the strobe, all of which provide you with hours of vision and ways to alert everyone around you. Even after hours of use, it was not headache inducing. The stretch fabric is soft and adjustable yet reinforced, so you don’t have to re-arrange once it’s on your forehead. It comes fully charged in four different colors: red, teal, yellow and grey.

Who They’re For: These lights are for everyone. Whether you’re a runner, hiker, walker or someone who likes to lead the dawn patrol, the BioLite HeadLamp works.

Watch Out For: It can be a bit tricky to use with gloves because of the thin rim around the light. The button to turn on and off, and the lever to aim the light down are both located on the skeletal frame of the light, so it takes time to get used to it.

Alternatives: Most other running headlamps I’ve tested have the battery pack and light all on the same side, so it’s heavy. The Petzl Reactik+ was the last one I tested ($100), and it worked just fine for everything I needed. You can also check out our list of Best Headlamps.

Review:
From unboxing to using, it takes less than two minutes to get started with the BioLite HeadLamp. Brushing my teeth takes longer. With just a few adjustments on the moisture-wicking band, the headlamp sat flush against my forehead. One of the first things I noticed was just how bright the slim light was. It’s 330 lumens at full brightness, and if you happen to turn it on while looking at the light, you’re sure to see some spots for a while. Reading while wearing the headlamp caused no issues thanks to the high visibility and comfy band.

For me, one of the most important things to test on a headlamp is to see how it performs when I’m running. Most lamps that I’ve used bounce around — I’ve run with them through two Ragnar Relays and an entire training circuit for a marathon which resulted in a lot of night activity. The BioLite lamp stayed put, likely because of the separation of the battery from the light itself. The battery sat low against the nape of my neck, while the light laid flat against my forehead. In the past, I’ve had to wear a hat under my headlamp to keep it from bouncing, but with this light, I can wear right where I want it. Now also seems like a good time to mention that I didn’t have any of those pesky red lines around my forehead after I ripped the light off post-run.

The band gets damp after a long run, but chafing wasn’t an issue. At first, I needed two hands to get the front tilt exactly where I needed it — illuminating the uneven cobblestones that line the Brooklyn Promenade and nearby roads — but after my initial mile or so, I had it down. It’s a breeze to click through all the different light options, dimming it when I run near street lamps and quickly turning it off when I finished running. It’s become my go-to lamp whether I’m heading out on a night run or just walking down to the campfire.

Verdict: If you’ve had issues with headlamps in the past, the re-jiggered BioLite HeadLamp is worth giving a shot. At a competitively priced $49, the lamp is hard to beat, simply based on value. With a run time of three and a half hours on full brightness, you can knock out a sunrise summit and nighttime run without sweating over battery life.

What Others Are Saying:

• “But where the brand stands out from the crowd is its comfortable design and lightweight. By integrating its electronic components into the soft 3D SlimFit fabric of the headlamp, BioLite created a light that wears more like a sweatband. For those looking for a light, comfortable headlamp for camping or hiking, this is a solid choice from a cool brand. It fits well, stays comfortably on the head, and will light up the night.” — Sean McCoy, Gear Junkie

• “here are plenty of small headlamps out there, but BioLite is taking a wise approach to the genre with this new unit. If you’re anything like us, you’ve got a closet full of lights. This would include at least a few you don’t use, because they’re dim, uncomfortable, or flop around on saggy elastic when you move your head. It’s not just lightweight — there’s already plenty of light… lights…but this unit stays put to an impressive degree. It’s not a tight head-grabber torture device either.” — Kel Whelan, Off Grid Web

• “BioLite didn’t just make the HeadLamp small and bright — it put a lot of emphasis on comfort too. Using what it calls “3D SlimFit Construction,” the company has managed to squeeze all of the electronic components into a surprisingly small space. This allows the light to nestle neatly into a flush housing, while also providing improved stability and balance while being worn. The headband that holds the lamp in place is made from moisture-wicking fabrics that are designed to be comfortable to wear, even while running, cycling, or hiking in warm conditions.” — Kraig Becker, Digital Trends

Key Specs

Lumens: 330
Battery: Rechargable with Micro USB
Weight: 69 grams
Materials: composite textile headstrap, PMMA, high efficiency lens material, ABS plasic housings, nylon plastic hardware (buckles)
Run Time: 3.5 hours (max brightness), 40 hours (minumum brightness)
Weather Resistance: IPX 4

BioLite provided us with products for testing purposes.

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February 1, 2019 / Comments Off on BioLite’s Newest HeadLamp Offers A Rare Feature: Comfort
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The Subaru BRZ and Toyota 86 Will Get Another Generaiton

This Coupe Isn’t Done Yet

There were rumors that the Subaru BRZ and the Toyota 86 would disappear after the current generation’s lifecycle was up. Both companies said that these rumors were false. Carscoops reached out to both companies and got a definite no from both Toyota and Subaru. This is good news. It means the 86 and BRZ will live on in a new generation. 

Subaru was very clear. “We are moving ahead with a next-generation Subaru BRZ, but have no further details at this time,” said Subaru USA spokesman Ron Kinno. 

On the Toyota side of things, the 86 should receive a new generation with Toyota’s Gazoo Racing giving it some upgrades and special treatment. That could seriously change the car. How is unclear, but what is clear is that neither car is going anywhere. 

What Will the Next Gen Be?

With that cleared up, we now have additional questions and can guess at some of the answers. Both car companies will continue selling their coupes into another generation. This means that they will likely be co-developed again. It would be dumb for Toyota or Subaru to go off on their own to make the cars at this point.

2012 Toyota 86 Gallery

2012 Toyota 86 Gallery

The vehicles are produced at the same facility, and it would just cost a lot of money to go off and do it on their own. This would make sense for a super high-seller but not a low-volume, low-selling sports car like the BRZ or the 86. What’s interesting is if the companies make the cars more powerful and generally better overall is that, in Toyota’s case, at least, it could steal sales from the new Supra. Subaru, on the other hand, is safe. It only has one sports car. 

Fans of the car have been asking for way more than 200 hp, and I would expect the BRZ and 86 to deliver. It could be interesting to see how high the companies decide to go. The car should punch up the ante in every way, but if it does so, it could get into a whole to level of competition. With the limited details at this point, it’s unclear where Subaru and Toyota will take the model. 

February 1, 2019 / Comments Off on The Subaru BRZ and Toyota 86 Will Get Another Generaiton
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Ceramic Coating. How It Works & Is It Worth It?

My Experience With Ceramic Coating My Car And Whether It Is Worth It

I came across the concept ceramic coating because of my own experience with trying to maintain my own car. About six months ago I bought my first ever Porsche (2015 991.1 911 GTS). It was a dream come true and I wanted to nurse and take care of the car so it looked showroom quality all the time. Turns out between my kids bumping into my car in the garage (often) and a pretty poor washing and care regime on my part, it took all of a few months to start seeing swirl marks in my black paint. 

I decided to do some research. My focus was fixing and then protecting my paint. I read a ton about paint correction and ceramic coating and even watched Youtube videos on how to do it myself. I realized (smartly) that I had no idea what I was doing and that I needed some professional help. A few phone calls later and a friend referred me to Luke Parise and Kyle Sheridan of Padny Detailing. First of all, if you live in Long Island NY and need trustworthy guys to take care of your prized possession, I highly recommend Padny based on my experience (check out their site, email them at [email protected] or call them at 516-732-7467). This is not a promotional post and the guys did not pay me to say nice things. This is just a guy (me) who treasures his car being really happy with the service I received from two young local entrepreneurs who love cars and do awesome work. 

My paint wasn’t bad before but under the lights in Luke’s garage it was clear that it was worse than I thought. The car was going to need paint correction and then Luke recommended a ceramic coating to better protect the car moving forward. He also taught me how to properly wash and care for the car too (thanks Luke). 

So, What is a “Ceramic Coating”?

In the detailing industry nowadays, the term “ceramic coating” is used loosely and sometimes not accurate. A true ceramic is a high solid coating. This means that once it’s applied, it chemically bonds to the surface and increases surface hardness; much like a clear coat from the factory on top of the paint. A simple way to explain how a coating works is to imagine it like this…a coating is a liquid that becomes a solid. This liquid is applied carefully and then bonds to the surface. This creates a strong, protective or sacrificial layer over your vehicle’s paint.

Standard factory-applied clear coat typically ranks around a 3h or 4h on the pencil hardness scale (a basic metric for determining the resistance/hardness of materials). On this same scale, most ceramic coatings rank around a 8h or a 9h, making ceramic about 3 times more durable than regular clear coat alone! Some companies state that your vehicle will never scratch again. This is not entirely true, coatings do provide increased scratch resistance. If it does infract scratch, the coating has done it’s job. It is also important to note the fact that any kind of contact may cause minor surface scratching. With a coating, this scratching concern is greatly reduced but not totally gone. Like anything else, quality care and maintenance is required to keep the coated vehicle pristine.

Many products on the market now claim to have some sort of ceramic base in them. These products typically have a high solvent, low silica base content to them. Silica is one of the main compounds by which ceramic coatings are made of. Products with low content are mostly diluted and are used for quicker, less intensive detailing (much like a spray wax). Often these products are used as a stand-alones. Although they are easy to apply and may show quick and shiny results, they aren’t considered high solids and don’t properly protect the car. A ceramic coating done the right way is often a bit longer and more intricate process; however, doing so ensures the vehicle is protected for years. Most coating companies make maintenance products that are used to help prolong the duration of the coating after it’s applied. Although these products can be used as stand-alones for a quick shine or light protective layer; they are not adequately preserving and protecting your vehicle as well or as long as a fully bonded coating does.

There are a multitude of companies in the industry offering ceramic coating products. This can overwhelm the consumer when choosing which product to use. Many of the coatings on the market are very similar to each other, some unfortunately may be exactly the same but rebranded. This is why it is crucial to choose a reputable brand and certified installers. Some coatings can actually be purchased by consumers; however, we don’t recommend this. Certified installers undergo training by company representatives typically in informative workshops to sharpen their skills with these products. Therefore, when it comes to ceramic coatings, do your research with both products and detailers you choose.

The Process

One of the most important if not THE most important step in the process is the prep work! In my case the guys had to fix the paint situation first. They spent a lot of time improving the condition of the paint on my 911 GTS. 

First up is washing the car, then fully decontaminating it (clay bar etc.). Next up is the paint correction (which took a week). After that they checked over the entire car, getting rid of small imperfections that are often overlooked by the untrained eye. Following this step, the vehicle was washed again and then wiped down with a prep solvent to remove any oils or polish residue that may have been left on the surface. 

Next up is the ceramic coating. Padny uses both IGL Coatings and Ceramic Pro ceramic coatings in their shop. IGL also offers one of the first 10h (pencil hardness scale) coatings on the market, which is what they decided would be best for the Porsche. Due to the 10h hardness, this coating happens to provide some of the strongest and most durable surface protection.

What are the benefits of having your vehicle treated?

  • Multiple years of durability. Each coating varies but most are rated from anywhere from 2-5 years.
  • Stronger surface protection. From washing and maintaining your vehicle to just typical unexpected abuse and environmental elements. The vehicle will not get marred or scratch nearly as easily.
  • Easy maintenance! Washing your vehicle becomes a breeze. Most of the time on vehicles that are ceramic coated we are able to rinse most of the dirt and debris away without any agitation and then air dry the car in minutes.
  • Showroom/concours appearance all of the time. A coated car almost always looks great. Some of our test vehicles that were being washed weekly prior to coating now haven’t been washed in over a month and still look great!
  • Peace of mind, knowing that your prized possession is heavily protected is a huge thing in itself.
  • No more wax. With coatings there is no need for wax. There are certain products however that can be used as toppers to prolong the coating if you’d still like to tinker on the weekends!
  • In the unfortunate event of something coming in contact with the car… you’re protected. The coating acts as a sacrificial layer on top of the paint. If a material that would have marred the paint such as bird poop, berries, sap or even some form of paint hit the surface, they are only hitting the coating and not affecting the paint in anyway.

The Results

I included all the photos I could of the car after the ceramic coating. Thanks to Kyle for taking these pictures, clearly a gifted automotive photographer and detailer too. Check him out on Instagram at Kyle Sheridan Photography.

I didn’t have before pictures to do a true comparison, but I can tell you the car looks awesome now. The black color is deeper and wetter looking than it was when I first got the car. I get people asking me all the time whether it is a custom black paint color which I suspect is a compliment. Washing the car has been much easier because with the foam gun and water, all the crap comes off without me having to use my hands. I dry it with an air blower now and have yet to see a single swirl or imperfections anywhere. 

It has been over 6 weeks since I got the correction and ceramic coating and it looks just as good today as it does in these photos. I will share updated photos and condition over time, but right now I’m a very happy car owner and would recommend it to anybody who is considering it. 

January 10, 2019 / Comments Off on Ceramic Coating. How It Works & Is It Worth It?
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Superformance Will Build Production Version of Shelby GR-1 Concept

Dreams Do Come True

The 2004 Ford Shelby GR-1 concept car first made it into the public eye in 2004 at Pebble Beach as a clay model. In 2005 Ford had a full concept car version that it showed at the North American International Auto Show. Despite a lot of enthusiasm, there was no way it would ever become a production car. 

That has changed thanks to Superformance. The Californian company specializes in building complete, rolling chassis replica cars. Most of its cars were vehicles built in the 1960s. Recently, the company announced at the Petersen Automotive Museum in Los Angeles to the media it would start building the Shelby GR-1 concept car. 

Superformance teamed up with Shelby American. The companies will work together to build both gasoline and electric versions of the car. Details of the model are scarce, but Vince Laviolette, vice president of Shelby American did say the car will be “very fast,” according to Car and Driver. The CEO of Superformance, Lance Stander, said, “We’re shooting for a two-second Shelby.”

I assume that means two seconds to 60 mph. If that’s the case, all I have to say is that I want one. Superformance will build around 200 of the cars thanks to the 2015 Low Volume Motor Vehicle Manufacturers Act.

However, the company has to wait for the government to finalize the laws before it can start building or ever really deciding what powertrain to put in the car. With that said, you won’t need to worry about buying one of these for a couple of years. You should probably start saving your money. It will most likely be a pricey automobile. 

January 10, 2019 / Comments Off on Superformance Will Build Production Version of Shelby GR-1 Concept
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2019 Porsche Cayenne Review: A Proper Porsche, and One You’ll Pay For

The Cayenne is Porsche’s larger mid-size luxury SUV. For its third generation, the self-described “sports car for five” has gotten lighter, faster, and more performance-inclined to distinguish itself from external competitors and similar internal competitors like the Audi Q8 and the Porsche Macan S.

The Good: Porsche designed it. Quick for an SUV. Excellent balance and low center of gravity. Responsive steering. Intuitive transmission. Notably comfortable front seats.

Who It’s For: Affluent SUV buyers who want Porsche cachet and performance. Perhaps a one-car Porsche enthusiast whose kids have outgrown the 911’s rear seat.

Watch Out For: Engine noise underwhelms. Standard suspension feels tight. The option tree gets pricey and borderline exploitative.

Alternatives: Other high-end European performance geared SUVs in this general price range include:
• Range Rover Sport ($67,050, base)

• Audi Q8 ($67,400, base)

• BMW X5 ($60,700, base)

Review: The thing about driving a Porsche around Napa for a day is you can’t describe it as work. Social mores mandate at least a knowing smirk when you say that. We all know why. Porsche means premium, precisely engineered, and damn near perfect. When Porsche needed to redefine the Cayenne for its third generation (and differentiate it from its Audi Q8 cousin using the same MLB platform and engine) the answer was to play up just how much of a Porsche this midsize SUV is.

Porsche made the Cayenne more athletic. The SUV has gotten lighter (down 120lbs) from the last generation. The new 3.0L Turbo V6 in the base model generates more power (+35hp) and torque (37lb-ft) than the last model. Getting lighter, more powerful, and having the driving dynamics improved makes it faster. Every iteration of the Cayenne will do 0-60mph in under six seconds.

Porsche wants the Cayenne to look more like a Porsche. Truth be told, it looks similar to Gen 2. But, Porsche wants the wide shoulders to remind you of the 911’s characteristic, much fawned over back end. The new Cayenne also incorporates a number of performance features from other Porsches. It has staggered front and rear wheels, replacing the predecessor’s square alignment. It can be fitted with rear axle steering and launch control. The Cayenne will be the first Porsche fitted with proprietary Porsche Surface Coated Brakes (PSCB). These deliver most of the benefits of ceramics, cost much less, and leave a boss mirror finish.

Upping the Porsche quotient (surprise, surprise) produces an engaging SUV to drive. The Cayenne is quick. It is well-balanced. The steering is responsive. It has a low center of gravity and an impressive amount of grip. The transmission intuits what the driver wants seamlessly. It’s a keen corner taker. It behaves when bottled up behind a Subaru on a two-line highway. About the only criticism is the engine note which was either too mild or too mild to puncture the noise canceling glass.

Rest assured. Porsche did not go full-on “SAV” here. The Cayenne is still an SUV. The grab bag of Porsche sports car features available did not include the PDK transmission, because Porsche believes its 8-Speed Tiptronic is better for off-roading and towing. The Cayenne has multiple off-road terrain settings. The closest we got to testing them was ducking into a scenic roadside lookout for pictures.

The Adaptive Air Suspension is worth the expense. The standard one felt very tight and unforgiving on our morning tester with 21-inch wheels. The air suspension gives a smoother and more composed ride. Even when the car is being pushed, the copilot can settle into a notably comfy front seat for a post-lunch snooze.

I would lean toward taking the PSCB brakes as well. I found them too touchy starting out at slow speed. I missed how easily they stopped the car when I didn’t have them. The standard brakes are adequate. The PCSBs, as they should be for the cost, are better and look cool.

I didn’t futz with the infotainment system too much. The Cayenne has dual customizable 7-inch displays behind the wheel and a 12.3-inch tablet screen in the center. The design was clean. Menu progression was natural. I wish the big screen had been angled toward the driver slightly more.

Where the Cayenne offers the truest Porsche experience is when you reach for the checkbook. Porsche makes nearly everything, including many features most luxury cars would make standard, options. Those options get expensive in a hurry. Embark with me on a quick configurator journey.

Let’s add the air suspension ($4160) and the PSCB brakes ($3490). The latter require you to upgrade to at least 20 inch wheels ($1720 minimum). That alone is approaching $10,000. You probably want adaptive cruise control ($2000) and lane change assist ($950) on your kid transporter. Sunroof? That’s an additional ($1850). Want your car to remember your seat settings ($1900) and heat up during the winter? ($530 for just the front).

Does the performance stuff intrigue you? The Sport Chrono package for launch control and sport plus driving mode ($1130) is a must have. There’s the rear-axle steering ($1650) Do you plan to use your Cayenne for SUV stuff? That will be an additional off-road package ($2000) and tow rig ($660). Yeah, I dig that Biscay Blue Metallic paint ($800) too. This stuff only scratches the surface of the customization options.

Our lightly outfitted, base model tester vehicles were pricing out north of $80,000 for what, reminder, is the third best engine you can have in a Cayenne. That price tag factors into the perception. The Cayenne provides a great drive for an SUV. It’s an all-around, capable, and fun car. It’s recognizable as a Porsche. It’s more than a profitable placeholder in the Porsche lineup. But, an $80,000-plus or more car should have some outstanding quality that makes that expenditure feel justified. However improved or formidable, the Cayenne in the base trim doesn’t.

The Cayenne will be more than enough SUV for most buyers. Porsche will sell a number of them. The cachet from that Porsche emblem alone will keep many Cayenne customers happy. It better, because they are paying a steep premium for it.

Verdict: The Cayenne is a proper Porsche. It’s top notch engineering. It performs just about every task well. It will be more than enough for most buyers. But, a near $90,000 car, SUV or no, should give you the giggles. It should have one exceptional quality that excites you about spending that much money. The Cayenne didn’t.

What Others Are Saying:

• “It took Porsche 53 years to sell a million 911s. Porsche has sold 770,000 Cayennes in the 15 years since it was launched in 2002, and the millionth will probably be built in about three years. As much as we love and cherish the sports cars from Stuttgart, Porsche in the 21st century is the house that the Cayenne SUV built.” – Tony Quiroga, Car and Driver

• “If you’re willing to pay the premium, though, the new Cayenne delivers precisely what cargo-hauling Porsche fanboys consistently insist they want: an SUV that satisfies the sport part of the equation while offering a level of functionality and people-moving they can’t get in a 911 or 718. – Basem Wasef, Autoblog

2019 Porsche Cayenne Key Specs

Engine: 3.0L Turbo V6
Transmission: 8-Speed Tiptronic
Horsepower: 335hp
Torque: 332lb-ft
Weight: 4,377 lbs
0-60: 5.6sec (with Sport Chrono package)
Top Speed: 152mph

Porsche hosted us and provided this product for review.

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December 17, 2018 / Comments Off on 2019 Porsche Cayenne Review: A Proper Porsche, and One You’ll Pay For
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The Fastest Cars You Can Buy for Under $50,000

I have personally had the good fortune of owning about a dozen different cars over the last decade, with most of them being acquired on the used market. With great interest, I am often scouring sites such as AutoTrader; mostly to get an idea of what’s out there – like watching the stock market – or in some cases, with the intent of making an immediate purchase.

If you’re patient and have a solid idea of what you want, I feel that there is always a great deal to be had. There can be a lot to sift through at times on the web, but the gems are there for the taking. You likely won’t get the exact car you had in mind – specs, options, colors et al – but the monetary savings from not ordering that exact car brand new from the factory, should more than makeup for that.

That is not to say that there aren’t some very desirable brand new cars at an affordable price out there, because there are. The used market is just more inclined to have some more unique offerings and a better bang for buck overall.

Here are a few of the fastest* cars you can buy for under $50,000 USD.

*Note: Fastest by my definition, is the broader consideration of overall performance metrics, rather than just 0-60 times or raw power.

Porsche 911 Turbo (996 Generation)

Porsche 911 Turbo (996 Generation)Porsche 911 Turbo (996 Generation)

If you’re looking for a top of the line Porsche 911, look no further than the 996 Turbo. If you can get past the looks (read: headlights), it’s a really solid car. With 420-horsepower, 415 lb-ft of torque and all-wheel-drive, you are getting the pinnacle of road car performance from the early 2000s era, for a fifth of the cost of a new one.

Honda Civic Type R (New)

Honda Civic Type R (New)Honda Civic Type R (New)

I had mentioned earlier that new cars would not be excluded from this list, and also my definition of ‘fastest’. On paper, the CTR produces 306-horsepower and 295 lb-ft or torque; specs that aren’t exactly going to raise eyebrows by today’s standards – but do note that the CTR is the fastest front-wheel drive car around the Nurburgring with a time of 7:43.80. It is by all accounts that matter, a legitimately fast car.

Dodge Viper (SR II)

Dodge Viper (SR II)Dodge Viper (SR II)

The second generation Dodge Viper is an iconic car, and some argue the commercial pinnacle of the Viper’s storied past. Boasting its massive 8.0L V10 engine which produced 450-horsepower and 490 lb-ft of torque, the Viper is an American icon and quite the collectible these days.

On the track, the Viper is a doozy to drive – with its lack of assists and abundance of power, the Viper’s potential will only be tapped into by the most experienced drivers.

Tesla Model S (Early Models)

Tesla Model S (Early Models)Tesla Model S (Early Models)

The Tesla Model S first arrived in 2012 to much acclaim. While electric vehicles as a mainstream mode of transportation have yet to gain some real traction (that’s for another article), the Model S has enabled Tesla to become the most marketable, revered and de facto ruler of the electric vehicle world. By nature, electric motors are quiet; and besides their most obvious trait of not requiring gasoline, they are also very quick.

An early model Tesla S in P85 RWD trim (which would be topping the $50k budget) produces 416-horsepower and 443 lb-ft of right-here-right-now torque. These figures allow the 4,700-pound luxury sedan to do 0-60 mph in 4.4 seconds – impressive, to say the least.

Chevrolet Corvette Z06/ZR1 (C6)

Chevrolet Corvette Z06/ZR1 (C6)Chevrolet Corvette Z06/ZR1 (C6)

The Corvette Z06 offers supercar performance at an incredible price, even when brand new. Equipped with a 7.0L V8 producing over 505-horsepower and 470 lb-ft of torque, the Z06 is sometimes underrated for its overall chassis and handling capabilities which are not sub-par to many cars well above its price range. The ZR1 offers a power boost over the Z06, with a supercharged engine generating 638-horsepower and 604 lb-ft of torque – what a beast!

Nissan GT-R (CBA Models)

Nissan GT-R (CBA Models)Nissan GT-R (CBA Models)

The Nissan GT-R became the darling of the ‘everyday supercar’ world when it was released in 2009. It had the performance stature which could embarrass cars twice – even triple – its price brand new and didn’t need to be a garage queen with its overall versatility. It seems that the gap has been closed by competitors over the years, who have upped their game in terms of their bang-for-buck delivery.

However, the GT-R still remains a car of outstanding value, with its supercar performance, everyday usability and relatively low cost of ownership. Some early models can be had for less than $50,000.

BMW M3/M4 (F80)

BMW M3/M4 (F80)BMW M3/M4 (F80)

The BMW M3 is another iconic car. The production of the current-gen F80 M3 started in 2014, where it was manufactured only in saloon form, following BMW’s plans to split the BMW 4 series coupe/convertible from the 3 series. All this really means is that the M3 is the sedan, and the M4 is the 2-door iteration of the M3. So yes, M3=M4, spiritually speaking.

The engine in the M3/M4 produces 425-horsepower and 406 lb-ft of torque, delivered via its 7-speed dual clutch transmission, and can achieve 0-60 mph in 4 seconds. Earlier models on the used market tend to go for close to $50,000 and could be one of the best all-around cars you can get for that price.

November 14, 2018 / Comments Off on The Fastest Cars You Can Buy for Under $50,000
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2019 Acura NSX Track Test Review | Exotic tech, exhilarating performance

EAST LIBERTY, Ohio — The 2019 Acura NSX makes sonorous noises behind my ear as the tachometer soars toward 7,500 rpm. My hands grip the squared-off steering wheel a bit too hard as I scrub off about 60 mph and dive into the first corner of the Transportation Research Center (TRC) dynamic handling course. There’s 3,878 pounds of car beneath me, but the front tires do exactly what my hands tell them to, without hesitation, and I’m through the double apex corner without even thinking about the defiance of physics I just witnessed.

On paper, a nearly 4,000-pound track car makes no sense. Yet in practice, it’s just as tossable and eager to change direction as something much lighter. This is the NSX’s party trick, thanks to some magic with the suspension and all-wheel drive system on this car. And while the new NSX is a very different vehicle than its predecessor, it was born of a similar spirit of innovation and forward thinking.

The original Acura NSX hit the streets in 1991, establishing a new set of rules for every supercar released since. Constructed of an aluminum body — still an exotic material mainly used in competition vehicles — with curves that still drop jaws today, it was every bit as sophisticated as a Ferrari. But unlike Ferraris of the time, it was also reliable and easy to drive. Slide behind the wheel of a 1991 NSX, and you’ll be transported back to a time when outward visibility was still in style. You can see the ground right in front of the nose. Turn around, and there’s nothing blocking your view but a low wing. It’s essentially a bubble canopy.

Acura knows owners of the original NSX, your author included, absolutely love this about their cars. The effort to make the cockpit of the NSX similar is appreciated, even if modern crash standards prevent a perfect implementation. There are other subtle throwbacks. Every original NSX made a distinctive intake whine when winding it up to 8,000 rpm, and the new NSX has real intake noise physically pumped into the cabin to replicate this sweet sound all the way through the rev band. Another echo of the original is the simplified, sedate dash layout — eminently usable and likely to age well. A simplified version of the new RDX infotainment system would have fit the bill, too, but sadly it’s not present.

2019 Acura NSX2019 Acura NSX2019 Acura NSX2019 Acura NSX

Under way, however, the generational similarities cease. Our time on this trip in the 2019 model was spent solely on track at TRC, and it was a wholly different experience from the old car. Take drive modes, of which the original had zero and the new model has several. Pop the center dial over to race mode, and the 2019 NSX idles loudly but inoffensively in our makeshift pit lane. Easing out onto the track, the nine-speed dual-clutch transmission holds onto low gears awaiting a takeoff run. After pit exit, all 573 horsepower and 476 pound-feet of torque are unleashed. Acceleration is instant. There’s no waiting for the turbos attached to the 3.5-liter V6 to spool up, because the electric motor sends a shock through your system straight away. The original NSX, with its naturally-aspirated V6, is lovely but has no answer for the high-tech assistance the new NSX gets from turbocharging and its wild hybrid system.

When the second-generation NSX came out for the 2016 model year, the steering drew complaints. This refresh focused heavily on fine-tuning the steering and suspension, and it worked. Front and rear stabilizer bars are 26 percent and 19 percent stiffer respectively. Rear toe link bushings are 21 percent stiffer, and rear hub rigidity has increased by 6 percent. Much-improved tires — the Continental SportContact 6s — replace the less sticky SportContact 5Ps. Tying it all together is a total recalibration of the SH-AWD system, magnetorheological dampers, electric power steering and stability control settings. If you want the Pirelli Trofeo R rubber, it’s still available as well, but we didn’t get to try those out.

2019 Acura NSX

It all works together perfectly, creating that quasi-telepathic connection that the best drivers’ cars have. Of course, it sets blazing lap times with ease, something the original can’t touch. But there’s also an impeccable balance through long sweepers. The car doesn’t feel like it wants to oversteer, but it’s easy to kick the rear end out in corners, then control it with the throttle in race mode. Stability control is still there, imperceptible but under the surface, and it doesn’t interfere with the fun. You can switch it off entirely if you’d like. The operation of the SH-AWD system, sending power front and rear, is apparent as it yanks you through corners.

The magic is that the complex torque vectoring spits you out on the other side of the corner, making it feel like you did it all by yourself, rather than with the help of a lot of computing power. That could easily make the NSX feel cold and clinical, but it doesn’t. It produces grins that last long after you’re off the track.

Subtle, but tasteful changes were made to the design, too. A new orange paint color is available (it seemed popular during our tour of the NSX’s Performance Manufacturing Center in Ohio) along with a blue and black interior scheme. Full red leather is another new option if you were looking to pop some eyeballs. The front beak directly above the grille was silver before, but now is painted in whichever paint color you choose — a huge improvement. Acura made several cost options standard too, like the four-way power seats, ELS audio system, navigation and proximity sensors.

Driving feel is something that the original NSX did better and arguably still does better than nearly any other car on the road. Gordon Murray thought the connection between the driver and road was so perfect in the original NSX, that he sought to make the McLaren F1 emulate it. Now that’s a compliment.

But I’m not prepared to say the new one matches it. Electric steering can never offer as intimate of a connection to the road as the manual steering in the original NSX does. This is where we’re supposed to accept the inevitable march of “better” technologies, but there’s still a bug in my head telling me it could be better. Getting the 2019 NSX out onto real roads will be the test to see how much it’s improved. For a track, it was good enough with the tires talking to me and some amount of simulated road feel.

While the 2019 NSX updates seem small on paper, the sum is appreciable. You keep the neck-breaking acceleration, but the rest of the car is taken up another notch. It’s no Type R-style upgrade, but think of it as going part-way there.

2019 Acura NSX

All of this extra equipment and performance comes with a small price hike. The 2019 NSX starts at $159,300 including destination charges, a $1,500 increase. If you were to tack on some options, the price begins to approach $200,000, which hurts the value proposition it is at base price. We tested cars with the $10,600 carbon ceramic brake rotors. You probably don’t need them, but if you’re going to be using this car for what’s it’s designed to do, they’re the most important option box to check.

Another roadblock to success the NSX faces is the stiffer competition today versus when the original went on sale in 1991. Nobody expects supercar sales to be robust, but Acura sold just 11 NSXs in September this year. The original NSX died off because Acura couldn’t sell any of them, and they were significantly more expensive by the end of production. Now Acura has to deal with the Audi R8, McLaren 570S and even the 911 Turbo at or near its price point. Those cars are no slouches themselves.

Living up to the legendary reputation of the first Japanese supercar is difficult too. The original NSX is a tough act to follow, particularly in terms of driving feel. But the new NSX is so incredibly dazzling on track, it’s easy to forgive the few areas in need of some polish. The bottom line is that the ’19s gain welcome and noticeable improvements that make it a better supercar. Consider me smitten.

Related Video:

November 7, 2018 / Comments Off on 2019 Acura NSX Track Test Review | Exotic tech, exhilarating performance
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This Tiny Device Attaches to Your Clothing and Tracks Your Stress Levels

Your breath is a powerful tool. Studies have shown that your breath can help control your response to stress, thus helping with your physical and mental health. While breathing can help calm your body physically, learning your body’s stress cues enables you to respond more accurately and calmly to stress. That’s the premise behind Spire’s Health Tags — a breath tracker that monitors the rhythms of your breathing. It can show when you’re stressed, tense, calm and focused, and all in a dog-tag-sized sticker that attaches to your clothing.

The Good: Spire’s Health Tags are small, a breeze to apply and simple to use. It takes seconds to sync your data, and the app gives you as many or as few notifications as you would like. Just peel off the sticker from the back of each tag and press and hold on your boxers or pants waistband. You can wash and dry the tag for up to two years. It’s invisible once on and doesn’t bother those with sensitive skin (in my experience).

Who They’re For: Built for those who are obsessed with their health, this two-inch by one-inch tag also appeals to those who are interested in fitness data but can’t be bothered to wear something on their wrists. If you’re not a Garmin, Apple or Suunto watch lover, we understand. Seiko and Rolex guys will appreciate the wrist space this tracker provides. If you’re getting into monitoring your health data, the Spire Health Tags provide you with active minutes and sleep, two of the most basic (and most needed) fitness stats.

On the other end of the spectrum, health nuts who are obsessed with data and having the latest and greatest piece of technology will appreciate the minute details that went into creating Health Tags. Using your breath, Spire will monitor your calm, focus and tense minutes, sending you reminders throughout the day to work on your breathing if your nervous system puts out a fight or flight emergency. If you’re a superuser of any watch or tracker, these Tags can give you even more information than what you’re getting from your phone right now.

Watch Out For: Health Tags come in a single pack ($50), a three-pack ($129) or an eight-pack ($299). Spire sent me an eight-pack, and throughout the past month, I have yet to stick them all onto clothing. While $299 is comparable to many fitness trackers and less than many GPS trackers, it can be a steep purchase if you’re looking for a way to dip your toes into fitness and health tracking.

I experienced some issues with my sleep tracking during the first week, which then cleared itself up. I was notified that my sleep wasn’t tracking from the night before, but then my sleep data would later register, confusing me and my stats. When I spoke with Jonathan Palley, CEO of Spire, he mentioned this is fixed — as well as a handful of other user-reported bugs. I had to deal with the app not being able to find my Health Tags, but besides one time (while I was writing this), I didn’t have any other Bluetooth connectivity issues.

Once you attach these Tags to your clothes, they are pretty tricky to remove. I was nervous about flying with them because I wasn’t sure how it would show up in security. When I tried to pull it off before my flight, I couldn’t get the Tags to move an inch.

Alternatives: There aren’t that many apps or trackers that base everything off of your breathing alone. For sleep tracking, you can try the Nokia Health or iFit, but both rely on movement and heart rate. Apple, Garmin and Suunto watches all rely on wrist-based heart rate, which pales in comparison to the amount of data gleaned from your lungs and breath rate.

Review: When I first heard about Spire’s Health Tags, I was incredibly skeptical. I test a lot of wearables, each boasting new stats and updated technology that’s guaranteed to help me become faster, stronger and more aware of every single movement I make. The Spire Health Tag is the first tracker I’ve tested that focuses solely on my breath. For years, I’ve heard whisperings of the data my breath can tell me. Breathing is tied pretty closely to mindfulness, and sleep, but developers and tech companies haven’t quite bridged the gap between fitness, health and breathing — until Spire.

About a month ago, Spire sent me the eight-pack of trackers, and I hopped on the phone with them to get the low down. I learned how studies have shown that sensing respiration patterns can reduce symptoms of distress and that negative affect generally decreases while using something like this. I opened up my package of eight and attached them to my clothing. Pop the Tag out of the packaging — set in there like a pack of gum — peel off the back sticker and press firmly into the waistband of your pants, underwear or pajamas, then forget about it. The tracker needs to be in contact with your core to track breathing and movement. The entire process, including downloading the app, and connecting all eighty of the Tags took all of five minutes.

As for how it works? “What we measure is called thoracic expansion, which is what happens when you take a breath,” Palley says. “The muscles that facilitate breathing are below your rib cage, and those expand and contract, so our sensors sense that force.” From that force, the Tag can differentiate between your calm, tense, focus and sleep stages. “When you’re tense, you breathe faster, and more erratically. Your brain is preparing for stress and sucking in oxygen, so you get a very erratic breathing pattern.” When you’re focused, you’re actually in a state of stress, but it’s good stress. “When you’re in the zone and feeling good [about whatever you’re doing] our bodies are activated, we’re not in a calm state, but because we’re focused and confident with what we’re doing, our breathing is faster but very stable. The variability is low.” And then when you’re calm, your breathing is slow with a low variability rate.

After a month of using Spire, I was able to draw a correlation between my meditation moments and my minutes of calm. I could also feel the buzz of the Tag against my core when I started getting tense — which happened during meetings, conversations and other moments that I wasn’t always aware of, until I felt the vibration. Each time I was reminded to start breathing deeper and slower. While I still haven’t figured out the key to lowering stress, I do like that the Tags help me track when I am stressed, even if I don’t realize immediately.

Beyond your mental state, the Tags can also tell when you’re exercising (activity) and when you’re sleeping. The Spire Health Tags use respiratory rate variability and breath rate as well to alert you to a change. During sleep, ‘your breathing becomes more regular, and the variability of breathing goes down as you fall asleep,” Palley says. “For many reasons, we’re more accurate than wrist trackers because we look at the shape of your breath.” It’s how you breathe in and out in a certain way. “That shape becomes regular, and once you cross a certain threshold, you’re asleep,” Palley added. REM and deep sleep are slightly different. “When you go into REM sleep, your breathing rate changes dramatically, the shape of your breath stays similar, but the rate is affected by your dreams. Your breathing reacts to your dream,” Palley notes. Think about those times you fall asleep and then feel like you’re falling and quickly jolt awake. Your breathing is stilted at that point. In a deep sleep, your breathing is perfectly regular. “You’re the perfect metronome,” Palley explains. At the end of every sleep (shown in the app as the day before) you can compare your awake, light sleep, REM sleep and deep sleep minutes to your average, as well as look at how many times you wake up during the night.

While the app doesn’t provide me with any takeaways per say, I sign up for all the LiveInsights that I can. Between three categories (stress, sleep and activity), I register to get notifications every time my breathing gets tense, tips about maintaining healthy sleep habits as well as a notice if I’m sitting for too long. The overall picture of my health is one that doesn’t compare me to anyone else, rather, the app provides me with my averages, so I can evaluate and think about what I want to do to change my stress-inducing habits. In the app right now, there’s no way to look at a stressful moment and record it as something like ‘review’ or ‘conversation with the boss,’ but when I asked Palley about future integration, he sounded hopeful. “Right now, if you go into the detailed view, we have these meaningful moments, but we are working on integrating it into calendars.” Right now, you have to compare it with your calendar, but an update is in the works to add that automatically.

Verdict: If you want a tracker to set and forget, this is the one for you. While I’m a long time fan of my Apple Watch, I never wear it at night, so having the sleep data with the Tags opens up a new dataset rife for comparison. The Breathe feature on my Apple Watch is one of my favorite parts, so having an entire app dedicated just to my breath was fascinating and helpful. Tags can help you establish patterns and evaluate what triggers stress, so you can get to the root of the problem. The Tags buzzed during obvious stressful times — interviews and reviews, but also during conversations I wouldn’t have customarily categorized as stressful. It helped me learn and ‘tag’ those times, plus was a reminder to start breathing more normally again to slow my fight or flight response.

If you’re someone who continually craves more data about your health, the Spire Health Tags are a solid place to start. The stats the Tags provide are way more thorough and unique as compared to many other fitness trackers. I’m especially excited to watch as the app continues to update and change to see what new features the Spire Health Tag will offer.

Spire provided this product for testing purposes.

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

October 15, 2018 / Comments Off on This Tiny Device Attaches to Your Clothing and Tracks Your Stress Levels
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2018 Ford GT Review | Our first real-world drive of this future classic

When our editor-in-chief first drove the Ford GT in May of last year, he walked away thinking of the GT as Ford’s ultimate halo car, infused with legitimate motorsport mojo. A supercar that, even if it wasn’t beating road-going Ferraris or McLarens in any particular metric, had the panache to park next to them at any track event or car show. Even if you were ignorant of the original GT40‘s history, the GT is, in its own right, an impressive machine.

That was a chilly Utah morning, a mix of frigid track time and a little time on the street. This summer, we had a GT for a whole day, and all of Los Angeles was our playground. We made a beeline for Angeles Crest Highway, partly because the Maricopa Highway north of Ojai was closed due to fires, and partly because the San Gabriel Mountains are much closer. The goal was to use the GT in a different way, to step away from any comparison with its predecessors or competitors, to unleash it on a mountain road, to hear it roar a bit.

2018 Ford GT

Would this track-bred, track-raised machine hold up on real-world roads? Angeles Crest is fun, but as a public road it can be a bit unpredictable. It’s narrow and sinuous, minefields of gravel and dirt can appear mid-corner, guardrails aren’t always where you want them. Nor is it a place where the GT can safely exceed its limits — you drive to the road, not the car, or risk going over the edge.

What we found out, as you’ll see in the video above, is that the GT is shockingly multifaceted. I spent an hour in agonizing stop-and-go traffic — classic LA gridlock — and the GT was unfazed, even if I was frustrated. At moderate speeds cruising up to the mountains, it proved noisy but endearing. Frankly, the EcoBoost twin-turbo V6 and dual-clutch gearbox make a racket — and each individual sound is raw, perhaps nasty. But taken together, it’s a chorus of pure, joyful power. Same goes for the interior. Look too hard and you’ll see workmanship that I would unfavorably call Lotus-like. But the overall design is so bold, so deliciously purposeful, that it’s a wonderful place to spend time.

2018 Ford GT

And the exterior … the depth of the curves, the remarkable negative space under the buttresses. Black is perhaps the worst possible color to show off the incredible sculpture of the GT’s lines, but nothing we could do about that.

We already knew what the GT can do on track, both in road-going and full-race form. What this trip showed us is that this is no one-trick supercar. It is fun without being demanding on real public roads. It doesn’t fall on its face when forced to sit in traffic. It’s not intimidating to drive hard on gravel-strewn roads. Most importantly, you don’t need to take the GT right to the edge of its capabilities — nigh impossible on public roads — to have a ton of fun.

The only unfortunate thing about the GT is how unobtainable they are unless you have a wallet too thick to sit on, and that you — the reader — can’t hop in next to me and experience what I’m talking about. We hope the video above gets you a little closer to that real-world experience.

October 11, 2018 / Comments Off on 2018 Ford GT Review | Our first real-world drive of this future classic
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How To Get Car Insurance For Your Exotic Car?

Exotic cars or the premium cars are the ones that are not available for regular users due to the higher price they carry. The higher price that they carry is mainly due to the quality they deliver in their cars and the premium parts, which are provided by them. People normally have these cars based on their requirements and also based on the price they can afford.

When purchasing a new car, a person normally forgets to purchase insurance for their car. This is important as the parts that are available in this car are quite costly, and it might be a big burden on you if your car suffers from a damage. In these scenarios, insurance can provide you with the desired financial aid to have an alternative to the same.

How should I get insurance for my exotic car?

Looking at the price of the exotic cars, many of the insurance companies won’t try to fall under your insurance as it will lead to many legal battles and to avoid large sum of money. So the foremost thing that will be required is finding out the list of companies that are ready to ensure your exotic car. It will help you to analyze the further details more easily.

Once you are aware of the different insurance agencies, compare the benefits that are provided by them for the premium they are charging. Normally, the premium for the exotic cars is high due to the fact that the parts are available for the same and the cars are of very high cost, which will increase the overall cost of the premium.

Even the past driving records will be checked before providing the premium to you. These records will give them insights regarding your driving capabilities. It will help them in identifying whether you will be suffering from the accident in the near future or not. The probability of the accidents that are obtained will help in determining whether they should provide you with insurance or not.

Receive the General Insurance Quote

It is important to have the insurance for any of the new exotic cars that you purchase. One should receive general insurance quotes to get a clear picture of the premium, which they would have to pay and the amount of coverage they will receive. There are few cases in which people don’t receive the full coverage for their car and, hence, it is required to have complete information about this beforehand.

After getting all this information, you can decide about the right insurance coverage for your exotic car, which can help you in case of need. It is recommended to select the insurance that provides the maximum benefit at the minimum premium claim.

How Much Does Exotic Luxury Car Insurance Cost?

Example Lamborghini car insurance rates by model

Model Monthly insurance rate Base car price
Aventador $568 $199,800
Huracan $436 $49,990

Example Porsche car insurance rates by model

Model Monthly insurance rate Base car price
911 $105.00 $89,400
Boxster $105.00 $52,100
Cayenne $115.00 $59,600
Cayman $108.00 $53,900
Macan $220.00 $47,500
Panamera $105.00 $85,000

Example Dodge car insurance rates by model

Model Monthly insurance rate Base car price
Challenger $245.00 $26,995
Charger $173.00 $27,995
Viper $170.00 $17,040-88,000

List of companies that provide insurance for exotic cars

  • Progressive
  • Travelers
  • Farmers
  • State Farm (https://www.statefarm.com/insurance/auto/resources/sports-car-insurance)
  • Geico
  • Liberty Mutual
  • USAA

Discussion

Thus, we can say that we can contact and have the quote to get the insurance for our exotic car. It will help us in selecting the right insurance for our new car purchased, which will help us in case of any accidents being faced by those cars.

October 5, 2018 / Comments Off on How To Get Car Insurance For Your Exotic Car?
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iPhone XS Review: Should You Upgrade to Apple’s Best-Ever iPhone?

Apple took the look and feel of last year’s iPhone X, updated it in a number of key ways, and produced two next-gen smartphones: the iPhone XS ($999+) and iPhone XS Max ($1,099+). The iPhone XS is essentially the same size as year’s iPhone X – both have a 5-inch screen – while the iPhone XS Max has a “Plus-sized” 6.5-inch screen. Besides size, the iPhone XS and iPhone XS Max are virtually identical in terms of specs. And compared to last year’s iPhone X, the iPhone XS and XS Max feature a lot of the expected: a faster processor, a better camera system or a longer-lasting battery. The new models are definitely the best and most advanced iPhones that Apple has created, however, the question is – is that enough for you to upgrade?

Editor’s Note:We had both the iPhone XS and XS Max in the office, however, since they are virtually the same exact iPhones, save for their size, we primarily used the smaller iPhone XS for the purpose of review.

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The Good: The biggest difference from the iPhone X to the iPhone XS and the iPhone XS is with the cameras. The cameras’ specs might not have changed – you still get 12-megapixel standard lens (f/1.8) and a 12-megapixel telephoto lens (f/2.4 aperture), both with optical image stabilizers and the collective ability to shoot 4K video up to 60 frames per second – but the wide-angle sensor on the iPhone XS and XS Max is actually 32 percent larger and they have an all-around better image processing system, called Smart HDR, which enables the camera to capture a number of photos simultaneously, at different exposures, and then combine them into one high-quality image. Essentially, the iPhone XS and XS Max are able to capture more detailed photos with more contrast.

The iPhone XS and XS Max are decked out with the new A12 Bionic processor which makes them noticeably faster than the iPhone X. They are more energy efficient and thus have a better battery life, too; compared to the iPhone X, the iPhone XS has a battery that lasts roughly 30 minutes longer, while the XS Max lasts a more substantial 90 minutes longer. There are other improvements, which are subtle, such as a stronger and more water-resistant body; dual-SIM support for world travelers or other people who need a secondary phone line; and they have better speakers. Oh yea, and the iPhone XS and XS Max come in gold, which is a first.

Who They’re For: The iPhone XS and XS Max are for anybody who needs the latest and greatest iPhone right when it comes out. Also, if you have an older iPhone 7 Plus or before, you’ll really notice the difference in speed, display and the camera quality of these new iPhones.

Watch Out For: There’s not a lot to “watch out” for, but it’s worth reiterating that the new iPhone XS and XS Max have some striking similarities to the iPhone X. They essentially have the same exact screens.They have the same hand-feel, too, other than the fact that the iPhone Xs Max is obviously larger. The notch is still there and, therefore, the top of the screen can at times feel underutilized. There’s no 3.5mm adapter included in the box this time around, meaning Apple is twisting the knife even further into those who love their analog headphones. And they are, again, very expensive smartphones.

Alternatives: One of the things that went under the radar with the iPhone XS and XS Max, is that Apple also discontinued last year’s iPhone X – you can’t buy new ones (at least from Apple anyway). The iPhone XR is several hundred dollars less expensive and has most of the same features, except for the nicer OLED display and telephoto lens.

Review: It might seem like a little thing, given that Apple’s latest iPhones are so similar to the iPhone X, but the new models offer up a real difference: choice. For the first time in nearly two years (since the iPhone 7 and 7 Plus) you can buy Apple’s flagship iPhone in one of two sizes. This is great for those with small and big hands, or simply those who want to watch Netflix or Hulu on the biggest iPhone screen possible.

As somebody with small hands and who frequently wears slim-fitting jeans, I primarily used the iPhone XS, although I also played around with the iPhone XS Max. The important thing to remind yourself is that they are essentially the same iPhone. True, but iPhone XS Max has a bigger and longer-lasting battery, but the iPhone XS’s battery is no slouch either, and I’m not sure that’ll tip the scales for too many people. It really comes down to whether you want a smaller or bigger iPhone, and if you’re willing to pay extra for the big one.

As mentioned above, the iPhone XS and XS Max are both marked improvements over the iPhone X when it comes to capturing photos and shooting video. Thanks to the upgraded camera sensor and better image processing system, photos look crispier, more colorful and have so much more detail. I was able to take photos of buildings and my friends, facing the sun, and the photos didn’t get blown out. The bright background didn’t bleed into my subject like it did with my iPhone X. And low-light photos were way more usable, more colorful and more detailed. Videos look better in much the same way.

Portrait mode is also improved on the iPhone XS and XS Max. One of the standout differences is that the A12 processor allows these new iPhones to adjust background blur or bokeh afterward, which Samsung’s Galaxy S9/S9+ and Note 9 also are able to do, although working it is easier on the new iPhones.

It’s important to note that the iPhone XS and XS Max definitely have the best cameras that have ever been featured in an iPhone, but that doesn’t mean they feature the best smartphone cameras. The Pixel 2 and 2 XL are still the kings of the smartphone camera world, taking the most accurate, true-to-life photos (and that’s probably only going to get better with the impending launch of the Pixel 3 in early-ish October). I, myself, had been using the Samsung Galaxy Note 9 and, when comparing the two, tended to prefer its photos over the iPhone XS. A key point of difference, however, is that Samsung’s smartphones tend to take more saturated photos, which are pretty but not as accurate as Google’s or Apple ‘s smartphone cameras – which looks best is essentially a matter of preference.

(We’ll have a smartphone camera review in the near future that breaks down the iPhone XS’s and XS Max’s skills compared to their competition. I’ll link to that review when it goes live – here.)

The iPhone XS and XS Max have been upgraded in several other ways, but those improvements probably won’t drastically change how you use the smartphone. The processor is really fast and impressive, and it also will probably allow the iPhone XS and XS to be much better at running advanced apps, such as ones that dabble in AR and VR, but your everyday use – checking email, scrolling through Twitter or Instagram, and sending messages – that’ll be largely unchanged. A colleague and I have actually been using the new iPhones for over a week, me the iPhone XS and him the iPhone XS Max, and we both kind of agreed: they feel pretty darn similar to an iPhone X.

Part of the reason why the two new iPhones feel so similar is that Apple just rolled out iOS 12, which is available on both devices, and so it doesn’t really matter as much if you’re using the iPhone X, XS or XS Max – all going to have the new features, like Screen Time and Group Notifications, and also feel snappier than before.

Verdict: The iPhone XS and XS Max are the most powerful iPhones ever and they’re also the iPhones with by far the best cameras. However, don’t expect it to feel drastically different than an iPhone X. If you have an iPhone X, there are really two reasons why you’d upgrade to these new models. One, if you want a bigger smartphone and thus you’d go for the iPhone XS Max. Or two, you take a ton photos and videos and want the iPhone with the best camera. If you haven’t upgraded from an iPhone 8/8 Plus or before, on the other hand, these new iPhones are an expensive-yet-worthwhile upgrade.

What Others Are Saying:

• “Given the lack of radical design changes, Apple wants you to focus on the camera, and just how good it is. And, well, it is pretty good. All the improvements made to the iPhone’s new processor let you snap HDR — high dynamic range — photos without worrying about shutter lag. It also means your photos will look a lot better in environments adverse to photography. Bright blue skies won’t look washed out, and low-light images will feel more alive and saturated thanks to the camera combining multiple exposures into a single photograph.” — Patrick Lucas Austin, TIME

• “What I find most interesting is that the two things responsible for that step forward — the A12 system (including the same Apple Neural Engine) and the much larger new wide-angle camera sensor — are included in the upcoming iPhone XR, which, for the same amount of storage, costs $250 less than than the XS and $350 less than the XS Max. I suspect there are a lot of people out there who don’t care about the telephoto lens on the XS and who don’t see much if any difference between the XR’s LCD display and the XS’s OLED one who are looking at these prices thinking they must be missing something. They’re not.” — John Gruber, Daring Fireball

• “I would not rush out to spend another $999 on the XS if you have a X, but if you’re already deep into a preorder, don’t worry: you will love the iPhone XS. It is, indeed, more iPhone, and it will probably hold up for years to come. I definitely prefer the Pixel 2’s camera, but the iPhone XS isn’t that far behind, and it’s still a significant improvement over previous iPhones.” — Nilay Patel, The Verge

Key Specs

Size: 5.8-inch (XS), 6.5-inch (XS Max)
Display: Super Retina HD display
Processor: A12 Bionic chip, next-generation Neural Engine
Rear Camera: dual 12MP wide-angle (ƒ/1.8)and telephoto lenses ƒ/2.4; 2x optical zoom; digital zoom up to 10x
Front Camera: 7MP (ƒ/2.2)
Durability: Rated IP68
Capacity: 64GB, 256GB or 512GB

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September 28, 2018 / Comments Off on iPhone XS Review: Should You Upgrade to Apple’s Best-Ever iPhone?
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Lamborghini Aventador SVJ First Drive Review | Worth its weight in carbon fiber

Relentless. If we were to define Lamborghini in 2018, this is the word we’d choose. Led by the indefatigable head of research and development, Maurizio Reggiani, the engineering team at Sant’Agata Bolognese are constantly iterating current models — futzing, enhancing, testing. Give them a problem and they’ll hammer away at it.

The Aventador has been one of those problems. The V12 flagship was released in 2011 and shone far more for its sharp-edged Lambo-tastic design than its sharp handling. If we were looking for a word to describe that first iteration, we’d say … wanting.

Which brings us to the Autódromo do Estoril in Portugal on a sunny day in September. We’re here to drive the new Aventador SVJ, first shown this year at Pebble Beach. It is the fourth major non-roadster model, following the SV and the S. Lamborghini promises that the SVJ is the ultimate Aventador. The fixed Aventador. Or mostly, says Reggiani.

“I’m not that arrogant to say that everything is perfect. There’s always something that could be better.” He shrugs, then smiles. “But our goal is to synchronize all the improvements and create something unique, something special.”

Lamborghini Aventador SVJ start buttonLamborghini Aventador SVJ V12 engine

The SVJ’s naturally breathing V12 makes 759 horsepower and 531 pound-feet of torque. Top speed is 217 mph, and 62 mph arrives in 2.8 seconds. The price, without taxes or extra bits of carbon fiber or seats in novel shades of purple, starts at $517,770.

Reggiani and friends have come to the conclusion that the obvious formula of shedding weight while adding power can only take you so far. (That’s what they did with the SV and it’s only middling.) Hence the SVJ gets every new trick that the company has engineered as of late, including aero vectoring, rear-wheel-steer and all-wheel-drive.

And it’s already netted results. The SVJ snatched the production-car ‘Ring record from the Porsche 911 GT2 RS with a time of 6:44.97.

The track surface at Estoril was resurfaced only weeks ago, and oils from the asphalt are weeping out onto the surface. This has caused great consternation among the Lamborghini camp, as grip is closer to driving on glass than nice stubbly tarmac. On my first set of laps, a pro driver suggests that I leave the car in sport mode, which sends more power to the rear wheels. “Easier to turn in,” he suggests, as the front wheels are having trouble gaining traction on the slick surface.

Sport is also the mode most tolerant of slip under Lambo’s algorithms, so the Aventador is moving around in a highly lively manner on Estoril’s long, progressive corners – despite its 3,910 pounds. Small corrections at the wheel keep things from getting too erratic. I relax into the lateral movements and let the car find its way. What’s this, an Aventador that’s light on its feet? Pretty fun, even if it doesn’t produce the best lap times.

The next laps call for race (Corsa) mode, which takes full advantage of the ALA aero vectoring system. ALA was first used last year on the Huracan Performante, and it transformed the smaller, lighter Lamborghini into a truly terrific supercar. In short, it is an active aero system that selectively channels air to a fixed rear wing. Wings produce drag, which is not advantageous on a straightaway. Lamborghini came up with a way to stall the wing using turbulent air, negating its downforce. Under braking, the downforce returns.

2019 Lamborghini Aventador SVJ ALA2019 Lamborghini Aventador SVJ engine cover
2019 Lamborghini Aventador SVJ ALA2019 Lamborghini Aventador SVJ air intake

Engineers even figured out a way to stall one half of the wing while cornering, giving the inside wheel more sticking power. This helps the car to turn with less steering angle. The SVJ has a second-generation ALA system that’s 20 percent more effective than the Performante’s.

Does it actually work? My first couple of turns in Corsa are disastrous, until I correct my line for the effects of the active aero. I’m briefly aware of all the components fighting furiously to keep me moving in my intended direction. Traction control, active aero, and the rear-wheel steer, in which the rear Pirelli P Zero Corsas shift in parallel or out of phase depending on stabilization or cornering needs.

Then I forget about it all. The SVJ’s electronic brain has it handled, synchronizing the systems quickly enough that they don’t feel one step behind the driver’s inputs. I’m getting the reactions I want. Understeer has always been a Lamborghini problem. I don’t know how many times I’ve overcooked a corner in a Lambo and forced myself to wait those wrenching milliseconds — or even seconds — to stay off the gas after the apex so the front tires could get back in shape and I could add power toward the exit.

The SVJ is still too heavy to throw yourself into corners with utter abandon; but even when you do come in too hot, you need only to back off throttle to tuck the nose back in. The front tires are more under your control, connected talkatively to the accelerator. A dab of gas or a light lift of the accelerator influences the behavior as you arc toward the apex. And you’re able to pick up the throttle again sooner.

It isn’t always pretty — often enough those front tires are squawking as they slide on the new track surface. But the car never just gives up on you like the Aventador of old.

You might ask yourself why you’d choose the SVJ over the Performante. Perhaps it’s important that you own the flagship. Perhaps spending more than a half million dollars is a badge of honor. Or maybe you just prefer the alien spaceship look of the thing.

Lamborghini Aventador SVJ smoke

For us, the reason would be the sound of the V12. The SVJ gets an all-new compact exhaust system. Like many components it is lighter than the outgoing piping, but most importantly Lamborghini’s engineers retuned the harmonics.

The afternoon before the drive, I was taking a run in the nearby woods, wearing headphones. Through the sound of the music I kept hearing a zooming sound, like jet fighters out on a strafing run. I took out the ear buds and — yes! — it was the sound of SVJs streaking around the track, miles away, filtering through the woods.

That sound is a GT3 race car married to a Learjet crossed with a Valkyrie warrior screaming at her husband. At full flog it’s loud enough to make you wince and eradicate all conversation. It is the sound of a non-turbo V12 doing exactly what it’s made for.

That sound is getting more and more rare from new cars, and perhaps we may never hear it again. Even for that reason alone, this vastly improved, mostly fixed Aventador is worth its weight in carbon fiber.

Related Video:

September 20, 2018 / Comments Off on Lamborghini Aventador SVJ First Drive Review | Worth its weight in carbon fiber
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Master & Dynamic’s True Wireless Earbuds Are Badass and Beautiful

Master & Dynamic’s first pair of true wireless earbuds – the MW07s – don’t look like anything else out there. They’re made of stainless steel and handcrafted acetate, the latter being the same material used in high-end sunglasses. Each earbud packs a 10mm beryllium driver to deliver excellent and expansive sound. And the charging case, which charges via USB-C, is made of stainless steel and looks like it’s bulletproof. At $300, the MW07s are almost twice as expensive as Apple’s AirPods, but how do they compare?

The MW07s will be available this September. And you can order the acetate in four different colors: matte black, grey terrazzo, steel blue and tortoiseshell.

The Good: The MW07s look, feel and fit amazing. The earbuds come with swappable silicon earbuds and earwings so I never had any issues with them falling out. The audio quality is very good with a wide soundstage, which I really like. The tactile button controls on the actual earbuds are simple and straightforward to use. And the charging case is excellent; it charges with the same USB-C cable I use with my smartphone laptop, and it has LED lights to indicate its battery life, as well as the battery life of the individual earbuds. They have built-in optical sensors that, similar to AirPods, will play/pause the audio you’re listening to when you place or remove the earbuds from your ears. There’s no app to download or deal with – the MW07s work straight out of the box.

Who They’re For: Anybody who values great sound and design, and is willing to shell out $300 for a pair of true wireless earbuds. They’re OS agnostic, perfectly suited to work with an Android or iPhone. Even they are IPX4, I wouldn’t recommend working out or running in these earbuds.

Watch Out For: The obvious downside is price – the MW07s are at the tippy-top of the price range for true wireless earbuds. Other than that, the only real qualm I had was that a wall adapter wasn’t included in the box, which seems a little ridiculous for a pair of $300 earbuds.

Alternatives: In the $300 price range, there are several premium audio brands making true wireless earbuds. There are the new Sennheiser Momentum Earbuds, which I haven’t tested, as well as B&O’s Beoplay E8. If you’re looking for sport-focused earbuds, I’d recommend Sony’s WF-SP700Ns or Jabra’s Elite Active 65t. However, AirPods are still the best pair of true wireless earbuds, in terms of the total package (which includes price), especially if you have an iPhone.

Review: The most important thing to consider with any true wireless earbuds is fit, because if they don’t fit in your ears, well, they aren’t going to work for you. And pretty much every pair of true wireless earbuds that I’ve tested has fit differently. Jabra’s Elite Active 65t run tight, for example, while Bose’s SoundSport Free kind of hang out of your ears. We know that AirPods don’t fit in everybody’s ears. And for me, I know that something that looks like Bang & Olufsen’s Beoplay E8, they aren’t going to fit me well. Master & Dynamic’s MW07s fit me perfectly.

In the three weeks that I’ve been testing the MW07s I haven’t had one issue with the way they fit. And I don’t think that will be unique to me. Similar to Samsung’s IconX (2nd-gen) and Sony’s WF-SP700Ns, the MW07s take advantage of both silicone eartips and silicone earwings, so they grip in and around the ear cannel. And despite looking a little bulky when you hold in your hands, the MW07s fit neat and tidy; they don’t look they’re hanging out of your ears like Bose’s true wireless earbuds.

The MW07s are built with Master & Dynamic’s signature beryllium drivers and they sound pretty great. I’m not a true audiophile, but if you pressed me I’d say that the MW07s produce a slightly wider soundstage than AirPods – midrange and high frequencies are crisp and clear – but I’d also have to concede that the difference in sound quality between them and AirPods is subtle, hardly night and day. And that’s not a knock on the MW07s, but more of a testament to how great Apple’s two-year-old wireless earbuds still are.

Forget the high price tag of the MW07s for a second and, I swear, these are my favorite true wireless earbuds that I’ve tested.

Yes, a key feature of the MW07s is their excellent sound quality, but, for me, these earbuds are more about style and flair – “personality” – which they have heaps of. The MW07s are gorgeous, obviously, with an exterior made of beautiful acetate. The MW07s that I tested (which are photographed in this article) are grey terrazo, which I liked but if I could do it all over again I would probably opt for the steel blue; those look really special. And because the exteriors are cut from sheets of acetate, each earbud is going to look a bit different. So that’s neat.

Another standout feature is the charging case, which is made out of stainless steel and looks like a badass bullet case. Yes, it looks cool but it also feels better designed than pretty much all other charging cases that I’ve encountered. That’s because it has three LED lights built into its front, which light up different colors depending on its battery level. Green is full charged. Red is dead. And yellow is somewhere in-between. Also, the left- and right-most LED lights represents the power level of the left and right earbuds, while the middle LED light shows the battery level of the case. Again, it’s thoughtful and well-designed.

In terms of functionality, the MW07s just work. And I love that about them. They connect like any other Bluetooth device – there’s no quick pair feature, unfortunately – and from there they have built-in optical sensors and can automatically start/stop when you place or remove the earbuds from your earbuds, just like AirPods. There’s no app to deal with, which I found a godsend, although this also means that there’s no “Find My Earbuds” feature or the ability to tweak the earbuds’ EQ settings.

Forget the high price tag of the MW07s for a second and, I swear, these are my favorite true wireless earbuds that I’ve tested. They work and fit extremely well, plus the look and design of these blow AirPods and pretty much all other true wireless AirPods out of the water. Yes, $300 is very expensive, especially when you consider that the sound quality isn’t that much better/different than AirPods ($159) of Jabra’s Elite Active 65t ($180). However, you’re paying for more than just sound quality with MW07s. You’re paying for style and personality (and the higher-end materials). And just like some people will never understand buying a t-shirt that costs $50 when they can get “virtually” the same thing for $12, there will also be people who will never comprehend shelling out $300 for a pair true wireless earbuds.

Verdict: The MW07s feel refreshingly uncompromising. They’re beautiful and badass (especially with the charging case), and if you don’t like the expansive sound signature that Master & Dynamic is know for – well, tough luck. They are easy to use and will fit most people’s ears. The inclusion of the USB Type-C charging port makes them feel modern.

As far as the price, $300 is very expensive, especially when you consider that the sound quality isn’t that much different than AirPods ($159). However, you’re paying for more than just sound quality with MW07s. You’re paying for style and personality, and the high-end materials, of course. And if you value all that stuff, you’ll probably be over the moon with these MW07s.

Key Specs

Drivers: 10mm beryllium
Battery: 3.5-hour per earbud, 10 hours from the charging case
Connectivity: Bluetooth 4.2
Water Resistance: IPX4
Charge: USB Type-C
App: none

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September 13, 2018 / Comments Off on Master & Dynamic’s True Wireless Earbuds Are Badass and Beautiful
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A Damn Fun, Affordable, Stripped-Down Overlander from Polaris: the Polaris General

When you think of side-by-sides or UTVs, you’ll most likely conjure up images of a roll cage jacked up on an arm’s length of suspension travel, shod with massive tires ripping around desert dunes and tearing through a mountain trail. Or, you’ll picture a seasoned ranch hand puttering along mending a fence or moving hay bails. If you’re in the market for a UTV it’s understandable to see one as too extreme, over the top and unnecessary and the other as dull and joyless. The Polaris General lives at the 50-yard line between the company’s performance-centric RZR and its workhorse Ranger.

The Good: Slinging the General around the surrounding trails and property at the Main Line Overland Festival, it quickly became abundantly clear how a UTV like the 180 horsepower Can-Am Maverick X3 XD S turbo was complete overkill. Unbelievably fun, yes. But, is that much power needed to entertain yourself on a gravel back road or rock crawling path? No. The 100 horsepower the General sends to all four of its wheels is more than enough to get the back end to step out, get you into all sorts of trouble and get you out of that trouble when you come face to face with a boulder or log crossing.

Who It’s For: Overlanders, and active lifestyle types. Considering it’s not too raucous, the General was designed with weekend warriors in mind. It has enough power to keep you on your toes, a utility bed, significant payload capacity, 1,500-lbs winch and the ability to add optional racks, cargo boxes, light bars and tougher rims.

Watch Out For: One problem with Polaris performance UTVs is they inherit the upright seating position from the Ranger. The proper posture works fine when you’re putting the machine to use as a docile cargo hauler, but the minute you want to switch to hooligan mode, the higher seat position multiplies the “we’re about to tip over” feeling.

When it comes to getting the machine optioned exactly as you need it, prices start to climb. The base model doesn’t come with much and a $1,500 jump to the Premium trim only gets you the 4,500-lbs winch, front bumper and painted body panels (which you’ll probably scratch up immediately). The $20,299 Deluxe edition buys you a roof, MTX sound Bar and Fox podium shocks on top of what the Premium offers. And that’s just the two-door model, the four-door starts at $21,299. So if you can live without the bells and whistles, the smart buy is to go with the base and add the roof, cargo boxes and racks, which start around $250.

Alternatives: The most direct competitor to the Polaris is the Can-AM Commander. It certainly looks more aggressive and has better base-level storage options, and the General-equivalent model price is $3,000 below the Polaris. However, the Polaris comes out on top with better suspension, more power and a higher cargo capacity, which, all things considered, are key aspects if whether you’re doing some light off-roading or hailing camp gear.

Review: Cutting through narrow trails, crawling over boulders, logs and splashing through boggy mud pits, the General seemed right at home on the dirty side of this year’s Mid Atlantic Overland Festival. But the machine’s dual personality is what sets it apart from the rest of the lineup. When it wasn’t thrashing trails or picking up a front wheel while the back two swung around, the UTV’s ‘utility’ shined through, hauling gear and taxiing people from one side of the campground to the other, to the bonfire and back again. When I wanted to have fun, I had fun. When I needed to tend to a few festival responsibilities, it was right there, willing and able, with one major caveat.

As much as the General champions being the 50-50 mix of the RZR and Ranger, I was split between the two- and four-seater depending on where I was going or what I needed to do. Going for the win at this year’s rock-crawl hill climb challenge or tackling the boulder-strewn trails along the property outskirts? Two-seater. Giving rides across the grounds to campsites, hauling a keg or two to the bonfire or putting the bed to use as skybox seating for the film festival? Four-seater. The longer wheelbase of the four-seater brought out the best of the utility side of the General, but on obstacle trails, the wince-inducing scrapes and slides of knee-high stones and logs along the side rails were enough to permanently appoint it to workhorse status.

Verdict: Just like a Jeep, as an affordable, stripped-down overlander, the General makes a lot of sense. Again, like a Jeep, the base model is incredibly capable fresh from the showroom floor. But if you want the real weekend warrior-mobile with Moab trail tackling suspension, light bars, roof racks, crash bars and cargo boxes, you’d better be prepared to shell out extra cash on top of the MSRP. The General will do what you ask of it and it’ll put a smile on your face the entire time, but that’s entry-level. If you want to make extracurricular overlanding activities easier, it’s pay to play.

What Others Are Saying:

• “On one particular day, we logged just over one hundred miles on some really tight, rough trails at Anthracite Outdoor Adventure Area in Coal Township, PA. The General was really comfortable, providing us with a comfortable ride and spoiling us with some kicking tunes streamed via Pandora through the Bluetooth MTX audio.” — Lance Schwartz, UTV Driver

2019 Polaris General 1000 EPS Key Specs
Two-seater
Engine: 999cc Twin Cylinder
Transmission: Automatic PVT
Horsepower: 100
Torque: 65 lb-ft
Payload Capacity: 1,100 lb
Weight: 1,491 lbs (dry)
Price: $16,299(base)

Four-seater
Engine: 999cc Twin Cylinder
Transmission: Automatic PVT
Horsepower: 100
Torque: 65 lb-ft
Payload Capacity: 1,280 lb
Weight: 1,857 lbs (dry)
Price: $21,299(base)

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August 31, 2018 / Comments Off on A Damn Fun, Affordable, Stripped-Down Overlander from Polaris: the Polaris General
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First Look: Ferrari 488 Pista Spider

Ferrari Unveils Convertible Variant of Latest Special Series

Earlier this year, we reviewed the 2019 Ferrari 488 Pista – Ferrari’s most powerful V8 ever. The 488 Pista is the marque’s latest Special Series model and – following in the footsteps of its predecessors – epitomizes the pinnacle of Ferrari road cars.

Ferrari decided to surprise the world with a Spider version at this year’s Pebble Beach Concours D’elegance event in California, taking place in late August. The Spider is a convertible with a removal hardtop, though some would argue it functions more closely to targa top vehicle. Ferrari also revealed that the new Pista Spider will become the 50th convertible model in the company’s history.

The Ferrari 488 Pista Spider is powered by the same engine used in the coupe – a twin-turbocharged 3.9L V8 which produces a magnificent 711-horsepower and 568 lb-ft of torque.

The Spider weighs 200 pounds more than the coupe, but despite the extra hardware needed to accommodate the removable hardtop, it is remarkably still able to achieve 0-100 km/h in 2.85 seconds – the exact same as the fixed-roof variant. Thanks to proper aerodynamics, the Spider also manages to equal the coupe’s top speed of 340 km/h, so long as the hardtop remains on.

Elsewhere on the car, the Spider differentiates itself from the coupe by way of a larger front splitter, a new deck lid and side skirts, and a redesigned rear diffuser. The Spider is also fitted with special livery – a central stripe that runs the length of the car which Ferrari proclaims, “recalls the movement of the airflow and exalts the lines of the car”.

Exclusive options such as one-piece carbon fibre wheels (in lieu of the standard also-unique-diamond-finish alloy wheels) will also be made available on the convertible.

While the Ferrari 488 Pista Spider is still considered a concept with no release date or pricing information yet, we do expect that the car should enter production in the near future. Ferrari has openly acknowledged the popularity of convertibles – particularly in the U.S. – and will be incentivized to to appeal to their demand.  

August 29, 2018 / Comments Off on First Look: Ferrari 488 Pista Spider
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2018 McLaren 570S & 570GT

McLaren 570S & 570GT – Different Trim Levels Offer a Bespoke Experience

At the outset, the 570 models don’t look particularly dissimilar from each other, or anything else in the McLaren line up for that matter. Not necessarily a bad thing, but it would take a keen eye and knowledgeable enthusiast to distinguish it from its stablemates, of which it shares the same sleek design cues and carbon-tub chassis.

The S trim comes in a coupe and spider (convertible) configuration, while the GT is offered only in coupe format with a panoramic roof and modified rear glass hatch that offers additional storage space. The GT trim also offers a plethora of customizations which allow for custom paint schemes, interior detailing and even one-off builds and bespoke options via the MSO (McLaren Special Operations) department.

Features and Highlights

Engine

Both the S and GT employ the same mid-mounted 3.8L twin-turbo V8 powerplant – delivering 562-horsepower @ 7,500 rpm and 443 lb-ft of torque @ 5,000-6500 rpm to the rear wheels – which is mated to a 7-speed SSG (seamless-shift gearbox) transmission.

The engine has been praised for its linearity, and although peak numbers are achieved after 5,000 rpm, the car also has plenty of low-end grunt and responsiveness. The end result is a 0-62 mph time of just 3.4 seconds and a top speed of 204 mph (S trim).

Chassis

Thanks to the use of McLaren’s infamous carbon-tub chassis, the 570S weighs in as little as 1,350 kg, with the spyder and GT trim being slightly heftier with the benefit of extra equipment.

Carbon-ceramic brake discs and Pirelli P Zero Corsa tires come standard on all trim levels, and the aforementioned Sport Pack ($5,950 USD) exclusive to the GT, includes dynamic handling options which essentially give the GT an identical chassis setup to the S. Adaptive dampers allow the driver to control stiffness and rebound settings by offering Normal, Sport and Track modes.

Exterior

The 570 model, like all other McLarens, was designed to be aerodynamic perfection. The body is adorned with shrink-wrapped aluminum body panels, while the teardrop-shaped cockpit reduces drag and offers a one-off, McLaren-exclusive design cue.

The most notable stylings come in the form of the slimline ‘light blade’ LED tail lights, flying rear buttresses which seamlessly connect the roof to the rear, signature Dihedral doors, and contoured front nose.

The GT trim incorporates a higher rear lip spoiler compared to the S, with the most significant difference being that the GT has slightly taller roofline thanks to its panoramic roof and rear glass hatch which together, offer more stowage, headroom, luxury, and comfort.

Interior

A wide range of choices for colorways, designs, and finishes allows you to truly customize the interior for either of the trims.

The TFT Instrument Cluster and Intelligent Entertainment touchscreen continue to be the focal point of information relay, displaying vitals such as speed, engine rpm, gear selection, operating temperatures and infotainment controls.

For the audio system, a 4-speaker 240W and 8-speaker 320W setup comes standard in the S and GT respectively, with a Bowers & Wilkins 12-speaker surround system optional for both trims.

Verdict

Producing supercars that can capably negotiate the demands of everyday, real-world driving are nothing new, nor exclusive to one marque – but it should be said that McLaren leads the industry in this regard.

We now live in an era where consumers expect their new supercar or hypercar to be as comfortable fetching groceries as it is at carving out the racetrack – one car for every occasion. Throughout the entire line-up, McLaren shows remarkable consistency and innovation in its implementation of this increasingly important parameter.

For the 570 line, the GT now offers the best of both worlds with the introduction of the Sport Pack option. With every new update and revision, McLaren inches closer to perfecting the “everyday supercar”, and the new 570 models are amongst the latest and greatest examples of this.

In my opinion, this should make the 570S and particularly the 570GT, one of the most desirable new supercars in this new-age market.

Specifications and Performance Summary

Pricing and Model Info

Make McLaren
Model 570
Generation 2016 – Present
Sub-Model S/GT
Car type Coupe (S/GT) or Spyder (S)
Category Series Production Car
Built At Woking, England
Base Price (USD) $191,100

Chassis and Powertrain

Curb Weight 1,350 kg (2,976 lbs) for S Coupe
Layout Mid-engine
Driven wheels Rear-wheel drive
Suspension Specially tuned adaptive dampers and springs
Brakes Lightweight composite brake system with aluminum hubs and iron discs
Engine V8
Aspiration Twin-turbocharged
Displacement 3.8 Litres
Transmission 7-Speed SSG
Tires Pirelli P Zero Corsa

Engine Output

Power 562 hp @ 7,500 rpm
Power / litre 148 hp / litre
Power-to-weight ratio 5.30 lbs / hp
Torque 443 lb-ft @ 5,000-6,500 rpm

Performance

0-62 mph 3.4 seconds
0-124 mph 9.8 seconds
¼ mile 11.1 seconds @ 132 mph
Max speed (S coupe) 204 mph

Photo & Video Gallery

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August 27, 2018 / Comments Off on 2018 McLaren 570S & 570GT
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Can Knockoff AirPods Challenge the Real Deal? We Had to Know

W

e can go on and on about how great Apple AirPods ($159) are and how they’re arguably Apple’s best first-generation product ever. (Better than the first iPod or the first iPhone? Possibly.) The fact that they were released in 2016 and, without being updated or replaced by a second-generation product, are still the most popular true wireless earbuds out there speaks volumes.

Of course, in the roughly two years since Apple released its AirPods, there have been quite a few other true wireless earbuds that have been also hit the market. Many are good, with different features, styles, fits and sound signatures that some people will definitely prefer over Apple’s AirPods. It’s well documented that AirPods don’t fit in everybody’s ears, for example, and I still wouldn’t work out with my AirPods; they’re not sweat-resistant.

Most of the best true wireless earbuds are in the $150 to $200 price range, so at $159, Apple’s AirPods are right in the middle of the pack. Still, they aren’t cheap. And if you lose or break one, that’s gonna run you another $69. If you really want AirPods, but don’t want to pay that much, there are other options out there. You’ve probably seen them while scrolling through the product purgatory that can be Amazon.com: AirPods selling for a fraction of their normal price. Only they’re not AirPods at all. They’re knockoffs. Fake AirPods.

You won’t see many knockoffs that look like Bose’s, B&O’s or even Jabra’s true wireless earbuds. You will see a lot of AirPod lookalikes, however; imitation is the highest form of flattery. These knockoffs are made by companies that you’ve likely never heard of — I hadn’t — but because they’re super cheap, some starting at just over $10, you might be tempted to pull the trigger and click “Add to Cart.” So should you? What’s the catch?

The thing with these AirPod knockoffs, or so I realized after researching them, is that they disappear. Vanish. You can save a product page and then come back to it a day later, sometimes even less, and there’s a “404 error” page and you’re meeting one of Amazon’s many beautiful dogs. Is it sketchy? Absolutely.

Still, I was intrigued enough to pull the trigger and purchase three sets of knockoff AirPods. All were priced between $20 and $30 and made by companies, likely fake, that I had never heard of: “Gianny,” “To Toplay” and “Chyu.” When they arrived and I started to play around with them, it became apparent that despite looking different and coming in different packaging, all three knockoffs were made by the same company.

When pairing, they all were named either “TWS-i7” or “tws-i7.” They were all much bigger than AirPods — probably double the size — and had one “multifunction” button on the side of each earbud. These buttons were used to pair the earbuds, as well as to play/pause and skip tracks. The instruction manuals that came with each knockoff pair were all a bit different, with amusing grammatical mistakes. “Dust-proof mesh” was advertised as a key feature in all of them, which was hilarious.

AirPods Vs Knockoff AirPods: The Big Differences

• Not small. Each knockoff AirPod was roughly twice the size of an AirPod. Basically, unless you’ve never seen an AirPod before, nobody is going mistake these knockoffs for real AirPods. In fact, you might even get some more awkward gazes; people looking at you and thinking, “that doesn’t look right.”

• Lights? Different from Apple AirPods, all three knockoff pairs had lights built into each individual earbud. These lights flickered blue and red every few seconds. It wasn’t super noticeable in the daylight, but it was a different story when the lights went out.

• No quick pairing. None of the knockoff AirPods had Apple’s W1 chip to help instantly pair with my iPhone. To pair, I had to go the old school route through Bluetooth Settings.

• Physical buttons. None of the knockoff AirPods had optical sensors, so they wouldn’t automatically turn on and off when I put them in or took them out of my ears. To turn each earbud on or off, I had to manually press and hold the “multifunction” button.

• Less charge. The battery life of each earbud was not extraordinary, lastly around 1.5 hours, which is half as good as what you’d get with Apple’s AirPods.

• Zero bass. As for as sound quality, none sounded quite as good as Apple’s AirPods. Sound quality was passable, but there was a notable lack of any kind of bass.

• No Lightning port. The AirPod knockoffs that come with a charging case require a micro-USB connection, so you won’t be able to use your Lightning cable. These are definitely not “MFi-certified” by Apple.

Editor’s Note: As stated before, none of the Amazon links to the below knockoff AirPods are still live — they all direct to “404 error” pages. This underlines the sketchy nature of even shopping for fake AirPods. All the below links point to an Amazon search page. The below prices reflect what I paid for each knockoff AirPods.

AirPod Knockoffs #1: To Toplay Wireless Earbuds



Thoughts: Of the three knockoffs, these were probably the most AirPod-like, as they came with a charging case and were white. Pairing was seamless and straightforward. The multifunction button worked well; a tap on either earbud played/paused the music, while a longer press would skip tracks.

Should You Buy? No. These earbuds are still huge. Plus they light up blue and red, so very few people are going to mistake these for AirPods.

AirPod Knockoffs #2: Chya Earbuds Mini Twins



Thoughts: I had the most trouble with these knockoffs. Pairing them to my iPhone was a nightmare. Despite it being the same pairing process as the other knockoffs, these individual earbuds didn’t want to play together, and it took me numerous attempts to get the audio playing out of both earbuds. The multi-function button on either earbud was erratic; most times a short press would skip tracks instead of play/pause. Also, these knockoffs didn’t come with a charging case. Instead, the earbuds were loose in the box and required a pin-like dongle, which I needed to stick into the bottom of each earbud to charge. It was bizarre.

Should You Buy? Please no. Hard pass.

AirPod Knockoffs #3: Gianny Bluetooth Earbuds



Thoughts: There’s a niche market for black AirPods and, if you’re willing pay extra, companies like ColorWare will professionally paint them for you. So, in that sense, these knockoffs are decently neat, but they’re essentailly just black versions of the To Toplay earbuds (knockoffs #1). They’re large and come with a bulky charging case. The biggest difference, however, is that these knockoffs came with a set of silicone wingtips, so I could make each earbud fit more securely; it’s a nice a little add-on if you’re going to exercise with these knockoffs.

Should You Buy? Not unless you are desperate. Although these were probably the pick of the bunch (the extra silicone tips push the scale in their favor), the black colorway doesn’t make them look any cooler in your ear — in fact, they stand out even more.

July 25, 2018 / Comments Off on Can Knockoff AirPods Challenge the Real Deal? We Had to Know
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