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Mercedes-Benz Classic and The Inn at Mattei’s Tavern, Auberge Resorts Collection

For our drive up the coast from LA to Los Olivos, the quintessential California convertible—a pristine Signal Red 1984 380 SL—was an easy choice

Andrew Maness

31 January 2024

Over the past decade the town of Los Olivos, CA and the greater central coast region that encompasses Santa Barbara, San Louis Obispo and Monterey counties has seen a great deal of growth. Long held in esteem by the “if you know, you know” crowd, Los Olivos and the many small towns that dot the landscape on either side of the 101 Freeway from Solvang to Paso Robles have welcomed more visitors, residents and businesses in the last five years than they have since viticulture first came to the region. One could certainly point to social media as giving the central coast an economic boost, certainly the quality of wine produced, increased diversity of styles being produced and production methods has helped as well. Dining has long been a draw too with “Santa Maria BBQ,” fresh-as-it-gets seafood and exceptional beef from local ranches leading the way.

However, there’s one aspect of the region that lagged behind until recent years: appealing accommodations. While there’s no shortage of mainstream lodgings near the larger economic centers along Highway 101, unique, upscale hotels are few and far between. Happily, The Inn at Mattei’s Tavern, Auberge Resorts Collection opened in March 2023 following a lengthy period of construction and extensive renovation on the 6.5 acre property that encompasses a number of historic buildings, including the main structure with a wide wraparound porch that was built in 1886 by Felix Mattei. Together with his wife Lucy, Felix operated a tavern and inn known then as The Custom Hotel, and later as The Los Olivos hotel which remained in the Mattei family until 1963. 

The allure of a property that you don’t necessarily have to leave to get the most out of a weekend getaway is undeniable. When you get where you’re going the idea is to settle in, stay put and unwind—and typically avoid getting back in a vehicle. We say typically because there are ways to minimize the downsides of the drive, as we did thanks to our friends at Mercedes-Benz Classic. Having spent a great deal of time with the latest and greatest from Mercedes-Benz in 2023, like the EQS-Maybach SUV and AMG SL63, we thought it appropriate to pull from their archive for our drive to Mattei’s given that the place is steeped in history. In addition to restoration of very special collector’s vehicles, Mercedes-Benz Classic also restores and preserves many Benzes for the brand as well. Their enormous facility in Long Beach houses a jaw-dropping selection of vehicles, but for our drive up the coast from LA to Los Olivos, the quintessential California convertible was an easy choice. 

Even if you can’t get your hands on a pristine Signal Red 1984 380 SL, we suggest sticking to the stress reducing coastal route that is the PCH for as long as you can and dipping up into the Santa Monica Mountains via any number of canyon roads along the way. Following a brief stint on Highway 101 between Oxnard and Santa Barbara you’ll want to take SR 154 over the San Marcos Pass through the Santa Ynez Mountains as it’s shorter than staying on the 101 and offers dramatic views of both the coast and the valley. Besides, if you’re heading to a hotel that used to be a stagecoach stop, you might as well follow the old stagecoach route.

Having driven the 154 many times before we can say with confidence that experiencing it behind the wheel of Mercedes’ iconic convertible was particularly fitting. The “R107” generation SL was not exactly a sports car even when new, but in true Mercedes-Benz fashion it’s a steady and comfortable means of conveyance that delights in ways other than outright speed. It drives much younger than a 40-year-old vehicle and as such it made the trip relaxing, if not existential from the very start. The closer we got to Mattei’s the more we felt prepared to settle into a few days “on property” and by the time we made our soft landing it was all we could do to peel ourselves from the forgiving seats of the SL. 

Tough as it was, we left the visceral world of top down driving behind. Together with design firm AvroKO, general manager Dave Elcon and his team added thoughtful touches to Mattei’s existing structures, which blend seamlessly with the character they’ve inherited over more than a century. The necessary new construction was equally well considered and brings the room count to 64 without looking like the structures were just dropped into the property. We enjoyed the rustic minimalistic approach taken inside our 110-year-old one bedroom cottage (one of four at the southern edge of the property) but also appreciated the convenience of central air and spacious bathroom complete with an oversized clawfoot soaking tub and rain shower.

As is the case across the property, restraint has been exercised in adding modern elements so as not to interfere with a guest’s ability to gain a sense of not only place, but time and its passage. We certainly haven’t been to another hotel with a historic water tower in the center of the property. Therein lies the true draw of Mattei’s, it can feel like a world unto itself, a place where the hours really do feel longer and each moment can be savored. Whether laying by the pool sipping a cocktail in one of the cabanas or meditating in the gorgeous yoga room adorned with eucalyptus branches every minute is imbued with special meaning.

You can opt into any number of itineraries provided by the hotel that connect you with local winemakers and culinary talents, of which there are many. You could even take a knife-making class or plan your visit around one of the regular art exhibitions that’s hosted in the Lavender Barn. If you feel compelled to go off and chose your own adventure for the day you could also borrow a Mercedes-Benz from Mattei’s fleet comprised of five current models: a G63 AMG, an EQS, an EQE, an SL63 AMG and a GLS 600 Maybach. 

You can also do as we did and start your day with coffee and a sausage biscuit from Felix Feed, best enjoyed in the eastern facing (therefore sun drenched) Wicker Room found in the original main building. Walk the property (maybe walk the five minutes into town for a wine tasting at So Fresh’s garage) then spend the rest of the afternoon at the pool enjoying delicious small bites and libations. When you’ve had your fill of sun and sustenance, refresh and head to The Tavern restaurant for a robust menu with highlights like hickory smoked Okinawan Sweet Potatoes, wood fired Squid Ink Rice and Hope Ranch Mussels. You can also keep things more casual in The Bar with a meal of Chicharrones, a wedge salad and Wild Boar Chili.

Should you visit when the weather is cooler (as we did) definitely aim to snag seats in front of one of the two fireplaces, which the staff will keep feeding logs to as long as you’re content in the club chairs. Regardless of what you do with your day or what dining option you go with, your night should encompass a stroll across the lawn to sit in an Adirondack chair by one of the shared fire pits around the property to enjoy the fresh central coast air while staring up at a starry sky free from light pollution. There are no wrong decisions at Mattei’s, just time to be used as you see fit.

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Audi R8’s Last Laps

As the icon makes an outro during Monterey Car Week we talk to its exterior designer, Frank Lamberty

Andrew Maness

24 August 2023

What do a vintage Porsche race car, a late ’90s Ducati sport bike, an eagle and a tennis ball have in common? They all served as inspiration for the exterior design of the original Audi R8.

We were fortunate enough to be guided through the story of Audi’s first super sports car by none other than the man who penned the exterior, Frank Lamberty. As he explains it, “there had never been a concept like this in the brand’s history; there were no role models.” With that mind it’s a little easier to imagine how the aforementioned influences came into play, it was truly a clean sheet design opportunity. 

When staring at the front end of the LeMans quattro concept car that preceded the production ready R8, it quickly becomes apparent where the eagle factors in. As for the Porsche 904 and Ducati 996, one only needs to briefly view the R8 in profile to see where those had an impact. But what about the tennis ball? Lamberty told us that “when designing a car there are only two forms to begin with—one with edges, one with no edges. A rectangle and a circle. The rectangle can be refined, shaving away from it creates the shape. However the circle is manipulated, squished and pulled until a shape is found, this is a more fluid shape.” Taking that into consideration it’s then easy to see how the highly technical R8 owes some part of its existence to the simple tennis ball. 

From Lamberty’s original 1999 design competition sketch to the 2003 LeMans quattro concept and ultimately the first generation R8, the design is perfectly balanced. Especially in a sports car, “proportions count,” says Lamberty. “A mid-engine sports car is something very special, again because the technical layout, the position of the engine results in a completely different design language.” Driving home that point was quite important to Lamberty and after much back and forth, one of the most iconic automotive design elements of the modern era, perhaps in automotive history, made it through to production, the sideblades. In Lamberty’s own words, “A very important element in the design of the R8 are the sideblades. In front of them is the cockpit, and after that comes the technology. The sideblade, as the air control element that feeds air to the engine, connects these sections of the vehicle. All of the R8’s lines follow this one incredible logic, because for this model, it was important to find its own design key.” And find its own design key it did. 

The LeMans quattro concept arrived at IIA in Frankfurt in 2003 and was an immediate sensation. With Audi being three years into what would end up being a dominant run at LeMans, taking five titles in six years with Tom Kristensen behind the wheel of the R8 LMP race car, the timing for a super sports car concept couldn’t have been better. Three years later a production ready car bearing the R8 name debuted at the Paris Motor Show and was again an immediate sensation. The 2007 R8 quickly sold out in Germany and demand for the hand-built super car around the world would only intensify in the years to follow thanks in part to watershed moments like the classic Super Bowl “godfather” commercial and integration into the first Iron Man film. 

Concluding its 15 year production run after two generations and countless special variants, not to mention the stunning Spyder models, the importance of the R8, both to Audi and to automotive enthusiasts cannot be overstated. Whether in motorsport competition, where the R8 GT3 has won every major endurance race, including the Daytona 24hrs twice and Nurburgring 24hrs six times, or in the enthusiast community, where the first-generation R8, with its gated six-speed manual transmission and optional V10, is one of the few true “poster cars” to come along since the turn of the millennium, the R8 has captured hearts and minds the world over. With Audi sharing that they’re committed to introducing more than 20 new models globally by 2026, and adding only fully electric models from there onward as they head toward a fully electric product portfolio by 2033, it’s come time to bid farewell to the naturally aspirated 5.2L V10 and the R8 as we know it. 

While it’s no doubt a bittersweet moment, we’re glad to have had the chance to join the kickoff of the goodbye tour in grand style, behind the wheel of a 2023 R8 V10 performance Coupe RWD on the famed Laguna Seca Raceway. The sense of occasion was further heightened by a unique exterior wrap inspired by the R8’s “born on the track and built for the road” ethos and designed by none other than Lamberty himself. After two pulse quickening, “straight-out-of-a-dream” laps following Kristensen around Laguna Seca, saying farewell to the naturally aspirated R8 and the soul stirring sound that goes with it felt even more bittersweet than before. However, one quote that was shared with us from Audi’s Head of Design, Marc Lichte, left us feeling optimistic as we walked away from the experience. “I promise you, both EVs and ICE will be impressive. Especially the last-generation ICE RS models. They will be… mind-blowing.”

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Test Drive: 2024 Volvo XC40 and C40

The future of the Scandinavian auto brand looks very bright

Andrew Maness

19 June 2023

For the majority of their history Volvo has primarily been known for two things: safety and simple design. Luxury was also part of the conversation, but a quiet and approachable kind of luxury. Volvos were sensible cars for sensible people, and even a great deal of success in European touring car racing thanks to performance tuner Polestar (before it was spun off as an EV brand) couldn’t change that perception. Then, in 2015 the second generation of the XC90 SUV arrived and for the first time since the P1800 of the 1960s, Volvo had a vehicle that was unequivocally attractive. The XC90 was an instant hit and in the years that followed, the rest of the Volvo family of vehicles received the same sleek Scandinavian styling.

Underneath the attractive exterior was the new Scalable Platform Architecture or “SPA” as Volvo dubbed it. SPA allowed Volvo to continue to prioritize safety while also taking a greater interest in efficiency by way of weight reduction and hybridization. With SPA underpinning their mid- and full-size car offerings, Volvo debuted their CMA (Compact Modular Architecture) platform with the XC40 compact SUV in 2017. Initially conceived for front-engine, front-wheel-drive and all-wheel-drive vehicles, the CMA platform has proven to be highly modular indeed as the 2024 XC40 and C40 are not only the first rear-wheel-drive Volvos in 25 years, but also offer the option of a single electric motor mounted at the rear of the vehicle.

Why offer a rear-wheel-drive vehicle after a quarter century of not doing so? Following our drive of both the 2024 XC40 and C40 Recharge, we found ourselves hearing a common theme from the Volvo engineers and designers who worked on the updated compact SUVs, and that theme was performance. However they made it clear they were not just saying performance in the sense of driving capability, but overall performance in the sense of the vehicle doing its job at the highest level on each and every outing.

There was no glaring issue to solve with the first runs of Volvo’s compact SUVs; they were well received at launch and have consistently sold well. However we were told that the teams behind them felt they could be even better, especially once the fully electric Recharge variants came to market. It’s a simple notion really, without an internal combustion engine that must be placed over the front axle, you’re free to experiment with placement of an electric motor, as well as which wheels its power drives.

Conversion to electric propulsion has allowed brands to reconsider vehicle dynamics, centers of gravity and weight distribution, which in turn allows them to reconsider the scourge that has been front-wheel drive. Think of the most yawn-inducing vehicles you’ve ever encountered, they all likely have one thing in common and that’s front-wheel drive. Does being able to toss the rear end of a compact crossover out when going around a corner automatically make it more interesting? Well it certainly doesn’t hurt.

Both the refreshed XC40 and C40 do ride noticeably smoother than the initial versions, but that’s down to changes to the damping and spring rates rather than the placement of Volvo’s new in-house electric motor over the rear axle. One effect of moving the motor to the rear certainly does have is improving traction, as we were told that the new vehicles are better in inclement weather than the previous internal combustion, front-wheel-drive models. Much to our surprise (and, honestly, our delight) we experienced atypical sunny spring weather while in Gothenburg and didn’t have a chance to test the dynamic traction control. Given the rigorous testing we know Volvo undertakes all over Scandinavia, we’ll take them at their word with regard to the benefits of the rear-motor, rear-wheel-drive setup.

As has been the case since Volvo launched the SPA platform (and effectively re-launched the brand under Geely ownership) improved efficiency is part of the overall performance equation. Replacing the 201-hp motors on the front and rear axle of the AWD Twin-Recharge models are a 255-horsepower version of the new rear motor and an equally new, albeit less powerful, 147-horsepower motor on the front axle. The front is only engaged as needed for traction purposes, which we were told is done to improve efficiency.

Translated to real world numbers that means up to 294 miles of range for the rear-drive XC40 and 297 for C40, thanks largely to a new 82-kilowatt-hour battery pack that can be charged at a maximum rate of 200 kWh. The twin-motor versions retain the outgoing models’ 78-kWh pack, but range still goes up by 31 miles to 254 for the XC40 and 257 for the C40.

Unfortunately, its fast charging rate still tops out at 150 kW. For customers looking for maximum efficiency when driving and when charging, that means the RWD models are the way to go. In fact, we’d say that for all but a select group of individuals who regularly encounter treacherous road conditions, the RWD models are a better choice. With Volvo going to a fully electric vehicle portfolio by 2030 and the debut of their in-house made electric motors, we’d expect that the 2024 XC40 and C40 are just the tip of the iceberg when it comes to rear-wheel-drive vehicles. Going electric opens up all sorts of packaging possibilities, which in turn gives vehicle designers much more space to get creative in.

We expect to see Volvo continue to evolve the excellent design language that debuted on the XC90 and started a new conversation about the Swedish brand, which will celebrate its 100th anniversary fours years from now. We’re especially confident in our expectations having been given the chance to get up close and personal with the forthcoming fully electric 2024 EX90 SUV while visiting Volvo’s HQ. The EX90 is an impressive evolution of everything that made the XC90 a runaway hit, but it debuts more than a few of its own defining elements that are sure to bring even more attention to Volvo when it arrives early next year. Having now sat behind the wheel of the flagship electric SUV that will be built at Volvo’s South Carolina plant we can say this much: as great as the present offerings are from Volvo, the future is looking very bright.

Images courtesy of Volvo

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Test Drive: 2024 Porsche Cayenne

This latest model goes further than previous generations to make sure every need is met

Andrew Maness

1 June 2023

If you’re a fan of the many very special sports cars Porsche has offered over the last two decades—the GT2 RS, Boxster Spyder, 911 Dakar and 918, to name a few—then you should give thanks to the Porsche Cayenne. Comprising about 30% of worldwide sales for Porsche, the Cayenne has allowed the automaker to produce ever more exciting sports cars since the SUV arrived in 2003. While it wasn’t the first SUV from a German automaker (Mercedes debuted the ML320 in 1998) it was the first SUV from a company dedicated to building sports cars. In the 20 years since the Cayenne arrived on the scene, Porsche’s approach to adding a high volume model to a niche lineup has been copied again and again.

As automakers have been chasing the 911 for decades and trying to top it as “the sports car,” they’ve also found themselves chasing the Cayenne and trying to best it as “the sporty SUV.” Some have succeeded in outpacing the Cayenne in specific categories, such as amenities and utility. However, none have ever bested it overall. That’s because although it’s nearly 5,000 lbs, it’s still very much a Porsche. That has meant—from the start–that the Cayenne has been more exciting to drive than other SUVs; now, the 2024 model goes further than previous generations to make sure every need is met.

Although it’s still technically part of the third-generation, because of chassis and crash structure carryover, the 2024 Cayenne looks and feels more like a brand new vehicle than a refreshed one. The exterior hasn’t been radically reworked, that’s not Porsche’s way of doing things, but the changes are apparent and beneficial. The front fascia appears more chiseled with larger air intakes, restyled headlights, more aggressive fenders and a subtle yet perceptible hood bulge. The rear had less work done, but the changes remain meaningful with thin 3D-effect LED tail lights running edge to edge and a tailgate that emphasizes the width of the Cayenne. Not for nothing, the license plate cutout has been moved off the tailgate to the bumper on the regular Cayenne to align it with the Cayenne Coupe. It’s a small physical change, but one that carries a big visual impact and tidies up the rear end.

While the changes to the exterior may require a second look to spot, the changes inside are apparent from the moment you open the door. A new 12.6-inch curved digital dash replaces the traditional five gauge cluster and sits alongside the PCM 6.0 infotainment system and its 12.3-inch center mounted touchscreen. By removing the entire binnacle and replacing it with a subtle curved screen Porsche has created a driver-oriented cockpit that’s surprisingly free from distraction given the real estate occupied by screens. One of the five layouts available on the digital dash is a minimal look that only displays speed at the center and removes all other non-essential information. It’s a welcome tip of the hat to drivers that just want to enjoy the drive, even in an SUV.

Continuing across the cabin, you’ll find that gear selection is now handled by a small toggle mounted between the steering wheel and infotainment screen. We quickly became accustomed to using it during our time behind the wheel of various 2024 Cayenne models and have since found ourselves wishing for it in other vehicles. With the gear selector removed from the center console there’s more space for storage, a new climate-control panel that’s an exercise in how to do haptic feedback right, as well as a wireless charging pad that makes for a good place to keep your mobile whether the battery is low or not.

Crucially, the grab handles that have been a staple since the first-generation Cayenne remain jutting out from the center console at roughly 45 degrees. Often imitated, never duplicated, these handles are mirrored on the inside of the driver and passenger doors and remain a signature element of the Cayenne’s cabin. Rounding out the cockpit is the same 10.9-inch touchscreen for the front passenger that’s found in the Taycan, which allows that traveler to enjoy their own streaming entertainment and control certain vehicle features. The display’s polarized filter makes it appear to the driver as a black plastic dash element, so there’s no distraction to consider—however we can’t help but think one of the many premium finish materials offered as trim would be better applied to this space than another screen.

The visual updates to the Cayenne inside and out are all well and good, but without the consistent refinement of an already great chassis and powertrain, they’d be done in vain. Of course consistent refinement is what Porsche does best, so the return of a V8 engine to the Cayenne S, the addition of Porsche Active Suspension Management as standard equipment, and the upgrade of the battery in the Cayenne S E-Hybrid from 17.9 kW to 25.9 kW come not as a surprises, but reliable progressions. Each of these ticks a box for different consumers and makes the new Cayenne more compelling than the last one.

We’ve come to count on Porsche for making smart choices such as these and as a result we’re always looking forward to what they’ll do next. Currently the Cayenne family has been simplified, bringing the lineup down to just four models with Cayenne, Cayenne S and Cayenne S E-Hybrid available in traditional or coupe form, and the Cayenne Turbo GT remaining coupe only. That being said, we can’t imagine that the enthusiast-oriented GTS, rowdy Turbo and best-of-both-worlds Turbo S E-Hybrid won’t appear sometime in the near future. If for some reason they didn’t, we’d still say that the Cayenne lineup is stronger than ever and there’s a configuration available to suit the needs of anyone shopping in the luxury sport SUV segment.

Images courtesy of Porsche

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Test Drive: 2024 GMC Hummer EV SUV First Edition

From top to bottom, this is a smart vehicle with features for the future

Andrew Maness

23 May 2023

The 2024 GMC Hummer EV SUV First Edition is unlike anything else on the road—that is, except the Hummer EV Pickup that we covered last spring. Because of the HEV Pickup, the team dedicated to delivering the HEV SUV had segment momentum to point to when pressed on why this behemoth should come to life. The majority of GMCs purchased are top shelf Denali models and it goes without saying that overall America prefers trucks and SUVs to cars. While the HEV Pickup made a big splashy entrance, the HEV SUV has strolled onto the scene with a casual confidence knowing that it has all the bonafides of its sibling, plus a few tricks of its own.

For starters, the SUV is 20 inches shorter in length than the pickup. Nine of those inches were cut from the wheelbase, making the HEV SUV much easier to maneuver, especially in a city. It was surely no mistake that our drive experience began with a U-turn out of a hotel driveway, across a heavily trafficked street in downtown San Francisco. Not only were we pleasantly surprised when the HEV SUV’s standard four-wheel steering allowed us to execute the turn without even coming close to using all 35.4 feet (about the same as a Chevy Bolt) of the turning radius, but we think all the onlookers were surprised as well. The sheer visual impact of the HEV SUV doesn’t hurt either when pulling off such a maneuver in traffic.

The HEV SUV has GM’s largest available Ultium battery pack, with about 212 kilowatt-hours of usable energy, powering three electric drive motors: one up front, two in the back. Total system output is 830 horsepower and 1,200 pound-feet of torque, all of which can be accessed through a simple series of button pushes that activate the appropriately juvenile named “Watts To Freedom” mode (aka the “WTF mode”). This brings the air suspension to its lowest setting, tells the thermal management system to precondition the battery in order to deliver maximum energy and displays a runway graphic on the infotainment screen. It’s then up to the driver to prepare themselves and any passengers for a hard launch. 60 mph is reached in a hard-to-believe 3.5 seconds and anything beyond that is dependent upon how much room you have to run and your desire for self-preservation.

Bringing the HEV SUV to an abrupt, or even semi-abbreviated stop is an adventure full of pronounced front-end dive and rear-end skittishness. As long as you’re prepared for what’s coming, you’ll be fine. Even on the rain-soaked pavement we rolled on for the majority of our drive experience we never felt like we were in danger of losing control, just that extra care had to be taken. It’s worth noting that we only drove an HEV SUV equipped with the Extreme Off-Road Package, which includes 35-inch off-road tires on 18-inch wheels. We’d imagine that the standard 22” wheel and all-season tire package offer a perceptible improvement in overall handling.

With that being said, the underbody cameras, full body skid plates and front e-locker and virtual rear diffs that are also part of the Extreme Off-Road Package are mighty appealing given the capability of the HEV SUV. Increased departure and breakover angles of 49.0 and 34.4 degrees, respectively, as opposed to the pickup’s 38.4- and 32.2-degree measurements make it the more capable of the two. The standard air suspension offers 13 inches of clearance in its normal setting and can be raised to a towering 15.9 inches for getting out of a jam, or fording nearly 32 inches of water. There are other vehicles that boast some of these credentials, but they’re not EVs, and that’s the main point.

GMC set out to make a vehicle that turns EV skeptics into EV believers and for our part we think the Hummer EV SUV has a great shot at doing exactly that. While GM’s Ultium modular platform is impressive, the brand is only going to garner so much attention talking about battery packaging and charging performance. Wrapping a state-of-the-art 20 module, double-stacked battery system in a hulking body that pays tribute to the original H1 Wagon, while incorporating some styling that’s reminiscent of HALO’s “Warthog,” is nothing if not ambitious. The HEV SUV is a rolling billboard for what GM is capable of with regard to EVs.

This is a vehicle that’s all about surprise and delight. For example, the 2024 model year offers vehicle-to-vehicle charging, meaning your Hummer can power all the toys you bring on adventures, or even give juice to other vehicles. The HEV SUV has 300-kilowatt maximum DC fast charging, which allows for about 100 miles of range in 14 minutes with the battery pack pre-conditioned. Plugged into a 240-volt outlet, the Hummer’s onboard Level Two charger will replenish the battery at a rate of 19.2 kilowatts, where it’ll take about eight hours to get from 20 to 100 percent, so there’s your overnight home charging sorted. Keeping drivers on the move without too much delay is a delight, but when it comes to surprise, getting the SUV onto a highway where you can activate Super Cruise is right up there with “WTF mode.”

GM’s Level Two driver-assistance system allows for genuine hands-free operation on more than 400,000 miles of pre-mapped roads in the US and Canada, and it’s one of the best hands-free driving systems we’ve used. Its motions are natural to the point where even in a behemoth like the Hummer EV SUV it’s smooth. Perhaps most importantly, it’s easy to operate, letting the driver know when it’s available and requiring only one button to activate. Given our past experiences in other Super Cruise equipped GM products, we weren’t even the least bit hesitant to turn over control of the HEV SUV to the computer system.

From top to bottom, this is a smart vehicle. Like the HEV Pickup, the HEV SUV is essentially a concept vehicle people can own. It has a gravitational pull that cannot be denied, attracting eyeballs like moths to a flame. And, you may not remotely care about the vehicle itself, but you’ll care about what it leads to. The attention garnered from resurrecting the Hummer name for an EV-only line of vehicles is worth the investment alone. That GM had the foresight to do so bodes well for their future as they look to be a leader in the EV marketplace. They’ve shown themselves as willing to take risks in order to differentiate themselves.

Images courtesy of GMC

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Insight from Bentley’s Drive Experience in Aspen

Discussing sustainability with The Macallan after driving a full fleet of future-forward vehicles

Andrew Maness

8 May 2023

Since announcing their Beyond 100 strategy in 2020, which (at the moment) focuses on transitioning the entire model range to battery electric vehicles by 2030, Bentley has made significant investments in being more sustainable from the ground up. Not only have sustainable materials and lessons learned from their 2019 EXP 100 GT concept car made their way into current models and special editions like the Batur, but Bentley has already transformed its HQ into the UK’s first carbon neutral car factory. In addition to a model range composed exclusively of EVs, Bentley is also aiming for end-to-end carbon neutrality. Lofty goals to be sure, but having committed to a £2.5B investment in sustainability in January 2022 and having just announced that 2022 was a record setting year for both profit (€708 million) and sales (15,174 units) we see Bentley as being well positioned to follow through. More uniquely spec’d vehicles, higher option take rates and the sale of limited edition and specialty vehicles drove the record setting numbers and also align with what we see as the natural progression of luxury vehicles into pure electric luxury vehicles. Bentley has confirmed that the first of their five new EVs will launch in 2025 as a 2026 model and will be built in the new “Dream Factory” currently under construction in Crewe, England.

The Macallan joined Bentley on their journey to a more sustainable future in July 2021. The renowned scotch whisky producer shares the goal of achieving carbon neutrality by 2030, an ambition underpinned by the opening of their state-of-the-art distillery in Speyside in 2018. At present the partnership between Bentley and The Macallan is focused on sharing innovative research into the sourcing of sustainable materials, and working together to find and share sustainable, local suppliers wherever possible. More than two UK luxury brands coming together for a headline generating collaboration, the duo are working in concert to learn from each other wherever possible when it comes to reducing their overall carbon footprint and maximizing efficiencies in their supply chains.

For both brands it’s not just about the quality and amount of materials used, it’s about taking responsibility for the impact their decisions will have on the environment. By maximizing the use of strictly recyclable and sustainable materials in their packaging, The Macallan has made 98% of their product packaging able to meet this standard. In two years time The Macallan aims to find a way to convert the last 2% of product packaging and reach 100% curbside recyclable packaging material. For a luxury brand steeped in history, with a customer base that expects a particularly high level of quality (that starts with packaging), this is no small task.

The same can be said of Bentley, where the overall volume of production is considerably lower than that of The Macallan, but the stakes are equally high. The expectation from Bentley customers is that there will be no perceptible dropoff in quality while the brand seeks to fulfill its many sustainability goals. By looking to leaders in other industries, like The Macallan, who recently achieved a goal set in 2019 of having all wood and wood fiber materials in their packaging supply chain come from sustainable sources, a goal now also held by the Scotch Whisky Association for the entire industry, Bentley can progress toward their own goals more efficiently and at a quicker pace.

If The Macallan can sure that the wood that is crafted into their Fine & Rare, 25 Years Old, 30 Years Old and Red Collection boxes is 100% Forest Stewardship Council (FSC) certified, then Bentley can apply lessons learned from that process to making ethically sourced and sustainable wood a part of their interior material offerings, if not perhaps part of their supply chain and distribution chain as well. Already we can find examples of this level of care taken in the wood found in Bentley vehicles such as the Bentayga EWB, where the woodsets take over 10 hours to complete. As these pieces are going to receive the utmost attention from the highly skilled workers in Bentley’s woodshop, any inconsistencies of quality would be noticed immediately. This is just one instance of where there’s no substitute for handmade craftsmanship.

On the consumer facing side of the partnership, the first product will arrive this summer in the form of The Macallan Horizon. A “single malt whisky prototype” release and joint venture between the design teams at The Macallan and Bentley, Horizon is an impressive and unique result from these two legacy brands with deeply cherished histories. Comprised of recycled copper from small spirit stills located in The Macallan’s former distillery, aluminum recovered from the production of Continental GT, Flying Spur and Bentayga vehicles in Crewe, as well as recycled wood from both brands and the world’s lowest CO2 footprint leather (sourced in Scotland and also used in the aforementioned Batur) the Horizon is as intriguing as it is unexpected.

We’d go so far as to say the product is an appropriate physical manifestation of the partnership between the two brands in that it seems to announce that no one is constrained by tradition and everything will be of the utmost quality. Not only is retaining and improving upon the quality something Bentley is known for, but it’s crucial for contemporary products as they age as well.

Exploring the future of sustainable luxury with initiatives like the one undertaken with London’s Royal College of Art in 2022 is a promising example of the brand’s foresight. Each of the eight projects selected from students in the Intelligent Mobility MA course propose new forms for sustainable luxury mobility, by way of vehicles and systems designed to create a sense of belonging, respect and meaning. From the interconnected spaces of research, three key design spaces emerged, “the made world, the regenerative world and the meaningful world.” Of these, it is the “made world” that particularly caught our attention as it directly addresses a foundational concern with regard to building more sustainable vehicles.

Bentley shared with us the following regarding student Shoichi Sato’s entropic design, “Pace Layers.” The artwork “took inspiration from the levels within a building including foundations, structure, skin, services, internal space and contents. This concept was applied to a car, where in the future, as parts of the car (system) become obsolete at different rates they can be intelligently replaced repeatedly or swapped, avoiding the redundancy and wastage in traditional vehicle lifecycles.” Over the air updates to a vehicle’s UX system are all well and good in terms of aiming to keep it relevant and on the road for years to come, with many vehicles heading in the direction of becoming smartphones with wheels, it’s important that luxury vehicles retain relevance beyond their technology. This is where an understanding and appreciation of craft is essential, as is the lifecycle of the thing being crafted. We’re happy to know Bentley is taking this area of research seriously and hope it will be a cornerstone in their development of their EVs as it has been in their ICE vehicles.

After stints in the driver’s seats of various Bentleys in Aspen (itself on a net-zero emissions mission by 2050) we were treated to tastes of The Macallan’s current offerings in their highly sought after “Harmony Collection,” which features the aforementioned FSC-certified packaging and labeling. We were struck by the complex, yet approachable nature of the four whiskies that make up the two limited edition collections. In particular the rich, dark chocolate notes of the Rich Cacao (a CH favorite) and the gingery, sweet oak notes of the Intense Arabica bottle of Harmony Collection II delighted our palate. We have to imagine the single malt within the handmade twisted glass bottle that’s at the core of the Horizon will take the drinker on journey equally as soul stirring as sliding sideways around a snow course in a Flying Spur.

While we eagerly anticipate the arrival of the first fully electric Bentley in two years’ time and appreciate the introduction to what an electrified Bentley will be like by way of hybrid variants of both the Flying Spur and Bentayga, we deeply enjoyed what felt like the start of farewell celebrations for the celebrated W12 engine. After more than 100,000 units, production of the iconic hand-built engine will come to an end in April 2024. Fittingly, the most powerful and efficient expression of the W12, in this instance worked over by the team at Mulliner, will power the Bentley Batur. As was the case with the Bacalar, the Batur features use of innovative sustainable materials and production methods. Insights gleaned from building these two exclusive, W12-powered cars will surely make their way into the five EV models Bentley plans to launch between 2025 and 2030.

We’ll not forget the joys of mashing the throttle of a Bentayga Speed, Continental GT Speed or Flying Spur Speed while exiting a corner on Bentley’s winter driving course, nor the unparalleled comfort found at the end of the day riding in the back of a Bentayga EWB equipped with the “Airline Seat” specification. If, however, we should ever need a reminder of these special experiences, we can reach for a bottle from The Macallan’s Harmony Collection, which for us will be forever intertwined with time spent celebrating the engine that powered Bentley to their first centenary, and will continue to have a lasting impact, powering them towards their second.

Image courtesy of Bentley

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The Longevity of Lucid and a Drive of the 2023 Air Grand Touring

A vehicle that’s packed with more innovation than any other in the space

Evan Orensten

6 April 2023

California-based EV carmaker Lucid has been on a long and interesting journey. Founded in 2007 by Peter Rawlinson, the former VP of Engineering at Tesla, the company was initially focused on developing components (such as EV batteries and powertrains) but shifted to consumer products almost a decade later. At their facility in Arizona’s Casa Grande, the manufacturer began building vehicles, with the first being the Lucid Air (available as Pure, Touring, Grand Touring or Dream Edition) which launched at the end of 2021 and had over 4,000 customer deliveries last year. Not only is the debut vehicle luxurious—we drove the Grand Touring model—it’s also packed with more innovation than any other car in the space. Plus, it’s a blast to drive. Lucid is still a new name to many people and with the constantly shifting landscape of EVs they might be apprehensive, but at this stage we’re feeling like it’s a brand that’s here to stay.

The team at Lucid knew the best way to push their vehicles—and the industry—forward was to design and build new, innovative solutions for common parts. The motors in the Lucid Air are significantly smaller while more powerful and efficient than others in the market. That translates to 819hp and 844 lb-ft of torque in the Air Grand Touring, and 1,050hp and 921 lb-ft of torque in the range-topping Air Grand Touring Performance. The former reaches 60mph in three seconds, and the latter in 2.6 seconds. It’s all quite impressive for a midsize sedan that weighs 5,236 pounds.

It’s the 80mph to 120mph sprint that had us doing double takes, however. Unlike other EVs, the Lucid Air’s performance doesn’t come at the expense of efficiency. With a class-leading total range of 516 miles for the Air GT (on 19-inch wheels) drivers will need a break before the car does. Opt for the larger 21-inch wheels on the GT and range drops to an impressive 469 miles, while the Grand Touring Performance offers 446 miles—still more than any other EV available today.

There are other luxury EVs on sale, but none that offer the greatest luxury of all: the opportunity to skip dealing with North America’s frustrating and lackluster charging infrastructure. During our time with the Air GT we put this to the test and went on an extended drive totaling 4.5 hours. It wasn’t a necessary trip, but the combination of plush, serene interior and plenty of range to assuage any infrastructure anxiety had us feeling impulsive. This is something that we’ve yet to experience with any other EV, as taking a roadtrip in one typically requires planning in advance. The Air GT removes the necessity of arranging a drive route around charging stops—provided the car is fully charged and there’s an available charging option at the final destination. Again, the most desirable luxury offerings of the Air GT are intangibles, like time and peace of mind. That being said, there’s a lot of tangible luxury to go around as well.

Because the Air was designed from scratch as an EV there was an opportunity to rethink the underlying form and how it could influence the interior experience. Looking at the car from the outside, it appears like a mid-sized sedan but inside it’s as spacious as a much larger car. Wind and road noise are barely perceptible with the audio system off (something many EV makers haven’t managed to meaningfully achieve) and with music on, the interior is like a soundproof studio.

While EVs from other brands now offer Dolby Atmos equipped audio systems, Lucid was the first to do so through a direct partnership with Dolby, resulting in an immersive 21-speaker “Surreal Sound” system. Best paired with Dolby Atmos Hi-Res Lossless files that have been downloaded to a smartphone, the listening experience in the Air GT is simply transformative. Combining a classic song that’s been reengineered with Dolby Atmos, the mid-century modern inspired cabin of the Air GT, and the performance capability of the chassis, the Lucid Air GT offers an experience like no other.

In addition to providing next level entertainment, the audio system offers next-generation safety features. A seatbelt warning will hit the driver’s ears from the direction of the unbuckled belt. Blind-spot detection alerts feature directionality in order to help focus the driver’s attention on the appropriate area. Even something as common as the click of a turn signal will sound as if it were coming from the side of the vehicle in which direction of travel is being indicated.

Through these innovations drivers will find themselves more connected to the Air GT than any other EV. It’s further evidence that cutting-edge EV technology doesn’t have to result in vehicles devoid of character and charm. While some in the luxury marketplace have been inexplicably conceived as basic and efficient transportation with luxury touches sprinkled on top of them, the Air GT was clearly conceived and constructed as a luxury product from the very beginning. Given the freedom the team at Lucid started with, it makes sense.

Taking a cue from the cornerstone brands of the internal combustion world, Lucid developed the tech that underpins the Air GT through motorsports, specifically Formula E, starting back in 2007. Having agreed in 2016 to develop fully race-capable batteries for the Gen 2 Formula E cars, Lucid’s proprietary technology continued into the Gen 3 cars. Their motors—also produced in-house—are also coming to Formula E and they feature the same continuous wave winding and microjet cooling system found in every Lucid Air. There was a time when internal combustion luxury sedans offered motors derived from a brand’s racing programs. That time is no more, but in the EV world, with Lucid anyway, the time is now. Slice open one of Lucid’s in-house made battery packs and you’ll clearly see it’s professional versus haphazard, the latter unfortunately being the norm in the EV marketplace.

Lucid is most certainly an automaker, but with a great deal of tech company mixed in the brand is ideally positioned to adapt to market conditions and is changing quickly—at least by typical automotive industry standards. Lucid unveiled the Air in December 2016, delivered the first Air Dream models in October 2021 and just over a year later they delivered the first Air Pure units—adding a crucial entry level for a luxury car model to the Air line-up. Even in today’s marketplace $92,900 is quite a price tag for a car—but keeping in mind that the Air is a luxury vehicle with cutting-edge tech that leads its competitors everywhere it counts, the Pure is a great value. We look forward to driving the dual-motor Pure AWD model (as well as the single-motor Pure RWD that’s on the horizon).

Among the many reasons we’re eager to get back in an Air is that in the time since our experience with the car, Lucid has pushed out an OTA update adding Apple CarPlay to the beautiful dashtop Glass Cockpit screen. It shows that the team at Lucid has been listening to customers and working quickly to make good on their promises. With 35 studios/service centers in North America and 40 worldwide, Lucid is growing steadily. The mighty Air Sapphire is coming soon, as is news around the much anticipated Gravity SUV. It’s a car brand that’s dedicated to changing the industry for the better, and we’re eager to see what Lucid does next.

Hero image by Josh Rubin

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Nature, History and Experimentation Converge with Glenmorangie

Behind the design of Scotland’s Glenmorangie House and photographer Miles Aldridge’s It’s Kind of Delicious and Wonderful 2.0 campaign

Andrew Maness

23 December 2022

Glemorangie—the nearly 180-year-old Highland producer of many of the finest single-malt scotches ever to be offered to the public—continues shaking things up in the segment. Rather than soldier on with stereotypical advertising focused solely on celebrating moments of success and adhering to tradition, Glenmorangie has pivoted to something more inclusive and approachable. From the vibrancy of their latest technicolor print ads to the recently redesigned packaging on their 10 Year Original, 12 Year Lasanta and 14 Year Quinta Ruban single malts, Glenmorangie is set on grabbing the attention of new enthusiasts while also keeping longtime fans engaged.

The journey began with the hiring of Dr Bill Lumsden 28 years ago. Dr Bill, as his coworkers affectionately call him, is the man behind the unique liquid found in Glenmorangie bottles—his official role being that of director of distilling, whisky creation and whisky stocks. As we noted last year when visiting The Lighthouse (a 20-meter-high physical manifestation of Lumsden’s vision for Glenmorangie), there is an experimental and future-facing attitude coexisting with the immense history of the brand. Trying new approaches to making single malt or questioning what scotch whisky is altogether has drawn criticism from some distillers, but as we hear from Lumsden, he is delighted that some of his peers have called him over the years to grill him. Now with Glenmorangie applying more of that attitude to their brand identity by way of the latest installment in their It’s Kind of Delicious and Wonderful series of ads, the pivot to a more approachable single malt brand feels fully realized, not to mention authentic.

Shot by notable British fashion photographer Miles Aldridge, the imagery and accompanying short film for It’s Kind of Delicious and Wonderful 2.0 conjure up scenes from dreamy arthouse films of the 1970s and ’80s. When we visited London and spoke with Aldridge, Lumsden and Glenmorangie’s global marketing director Caspar McRae, we learned that when the campaign was still in the ideation phase, the team used photographs by Aldridge as reference points for the style they would like to go for—at first assuming that they wouldn’t be able to get Aldridge on the project. Fortunately, Aldridge was indeed interested and since they began working together in 2019 Glenmorangie has experienced a 40% uptick in sales and 20% increase in volumes consumed.

Just as Lumsden has produced unconventional single malt scotch whisky to great acclaim, Aldridge has done the same for Glenmorangie’s advertising. The latest vignettes from Aldridge include a hot-air balloon ride, a session with a tarot reader, a walk through a greenhouse, a visit to a barbershop and a game of pinball. Backed by Michael Kiwunaka’s “Cold Little Heart,” the commercial’s scenes certainly evoke the magical realism that Aldridge is known for and emphasize Glenmorangie’s knack for reaching beyond the stereotypes connected with whisky.

The same can be said for Glenmorangie House, located in the hamlet of Cadboll, by Tain, Scotland. Remodeled last year by Russell Sage Studio, the 17th century house is devoid of a single piece of tartan or earthy tones. Instead it feels like walking into one of Aldridge’s photographs that’s been soaked in the most experimental whisky Lumsden could conceive. Upstairs each of the six guest rooms features unique design themes and color palettes related to various Glenmorangie whiskies.

Downstairs there’s the hand-painted wallpaper Morning Room (complete with a fully stocked hidden corner bar where visitors can take a cocktail-making class), the Tasting Room (whose blue walls reference the pure spring water that contributes to Glenmorangie’s distinct flavors), the Dining Room (with a sprawling table and elements that reference the tall copper stills at the distillery) and the Buffalo Room with vibrant green woodwork, a fireplace and plenty of games to play while enjoying post-dinner drinks and entertainment—which may be a pianist who takes requests. The whole property embraces maximalist style, subverting expectations of a Scottish country house and delivering a design hotel that’s a destination in its own right.

Visitors are welcome to complimentary colorful wellies for exploring the grounds via pathways that lead through barley fields and down to the beach. Once on the water walk, guests are treated to views that will be impossible to forget. The raw beauty of the Scottish Highlands and the colorful daydream of Glenmorangie House juxtapose one another in a way that delights the senses, while the historical but experimental liquid adds another layer of richness and wonder to the entire experience.

Images courtesy of Glenmorangie

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Kindred Motorworks’ Fully Electric Chevy 3100

The newest creation from the startup that’s modernizing vintage vehicles

Andrew Maness

17 November 2022

Billed as “the electric pickup you never knew you needed,” Bay-Area startup Kindred Motorworks‘ latest creation, the fully electric Chevy 3100 pickup, is indeed a highly desirable piece of machinery. As they did with their initial classic to full EV conversion, the Kindred VW Bus, the Chevy 3100 pickup gets a tasteful custom treatment that remains faithful to the original design that made it popular in the first place.

We’ve long imagined a world where classic vehicles that are plentiful in supply and short on power, comfort and reliability would be converted to all-electric powertrains. There are outfits that have made attempts, most in very small batches and with varying degrees of success. Kindred has taken a different approach, taking their time with the development process of both their classic EV conversions and internal combustion engine resto-mod vehicles.

Like the VW Bus, the Chevy 3100 is now available for pre-order through Kindred’s website with production slated to begin in 2024. Apart from choosing from one of eight beautiful color schemes (or going with the option of a custom blend) interested parties don’t have to make any tough decisions. Like the other Kindred vehicles, the Chevy 3100 pickup is a straightforward proposition. A single direct drive electric AC motor producing 94hp by way of a 74 kWh battery is good for a 200 mile range, which—for what these are intended to be used for—seems like plenty of range.

That being said, runs to the lumberyard are just as encouraged as runs to the local cars and coffee, as the bed features modular tie-downs and marine-grade waterproof flooring. There’s even a 1000-watt 120V power inverter that feeds a bed mounted outlet, meaning you can run all sorts of fun toys off the truck whether you’re camping or at a job site. Flush mounted into the rear passenger side fender, a 6.6 kW on-board charger w/ 120v and 240v support means juicing up when you need to is convenient and quick.

A double wishbone front suspension and rack and pinion steering will deliver a dose of classic feel, but without exhausting the driver. Further contributing to a more comfortable and contemporary experience, the 3100 features keyless entry, a cushy heated bench seat with headrests trimmed in custom leather upholstery, an original style gauge cluster adapted to display EV specific info, a rotary gear selector, touchscreen infotainment screen with wireless Apple CarPlay and Android Auto, as well as a wireless charging phone dock, three-speaker audio system with subwoofer and three-point seatbelts.

Accompanying all of that are power disc brakes at all four corners, Continental TrueContact Tour tires, power steering and an electronic parking brake for total peace of mind. Bundle all of the above with the timeless cool curb appeal of the 1947-1953 Chevrolet 3100 pickups and you’ve got one mighty attractive package. With the debut of the 3100, Kindred’s launch model lineup, consisting of the electric VW Bus, resto-mod 1969 Chevrolet Camaro and resto-mod Ford Bronco, is now complete. All models are available for pre-order now.

Images courtesy of Kindred Motorworks

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Daniel Ricciardo’s Limited Edition Collaborative Wine Series, DR3 x St Hugo

We speak with the thrilling Formula One driver and chief winemaker Peter Munro on the project

Andrew Maness

30 September 2022

For those who aren’t familiar with Formula One, Italian-Australian racecar driver Daniel Ricciardo made his mark by being one of the most exciting figures in the sport. After winning his first race at the 2014 Canadian Grand Prix, Ricciardo followed it up with five more podiums and two more wins before the end of the season. Over the next eight years Ricciardo had 24 podium appearances and a handful of wins, including a very memorable victory at the Italian Grand Prix last year. But it’s Ricciardo’s curiosity and attention to detail that led him to become involved with renowned Australian winemaker St Hugo, the official wine supplier of the Australian Grand Prix since 2019.

Two years later, Ricciardo and St Hugo released the first of the limited edition wine series DR3 x St Hugo, a cabernet sauvignon. Ahead of the North American debut of the second collaboration—South Australia Shiraz 2020 and the Coonawarra Cabernet Sauvignon 2018—on 6 October 2022, we spoke with Ricciardo and chief winemaker at St Hugo, Peter Munro, in Los Angeles to talk about the partnership, family and food.

Both Australia and Italy are respected for their wines, and your family deeply appreciates wine and the craftsmanship that goes into making it. Do you think there’s some genealogy at play with you going into the winemaking business?

Daniel Ricciardo: Well, Peter says I have a pretty good palate, so maybe! I grew up in a household where meals were always at the table, it was family bonding time and wine was always an important component of that experience. Sunday lunch at nonna’s, you would have all the pasta and wine. You’d have my grandfather, my dad and his brothers—they did homemade wine, which honestly tasted like vinegar. I didn’t like it, but they were all about it. So it was kind of as I got older and started traveling a lot for work that I developed an appreciation for wine and I guess my palate as a result of that as well. Now it’s really fun because I get to share these wines I’ve had a hand in creating with my dad, so it’s really come full circle.

Tell us a little about how you built the flavor profiles.

DR: Obviously Peter is the pro here, I’m nowhere near on his level, but that’s honestly quite freeing for me. I can really just say what I want and he can just take me to my answer, like what I’m really trying to get across with just throwing words out there that I’ve picked up from talking to sommeliers while traveling. You know, you get a wine list at a restaurant and you have the somm come over—for years I’ve just been fascinated listening to someone so knowledgeable talk about wine.

How does the DR3 x St Hugo series differ from the other St Hugo wines?

Peter Munro: The DR3 wines are a more modern take on the classic St Hugo style. St Hugo wines are typically quite serious and dark, very tannic and aged 15 to 20 years. The DR3 wines, on the other hand, are a reflection of Danny’s focus on fruit-forward flavor and being more approachable as a younger wine.

What are a few of the most surprising things you’ve learned about winemaking from Peter?

DR: The back and forth, the details, the small things with blending to get a wine just right—it has surprised me how similar it is to me working with my engineers on a race car. Trying to tweak something on the car to get perfect corner entry which sets you up for a smooth corner exit, it is very relatable to trying to get a certain flavor profile up front on a wine, which is then complemented by the finish on the back end.

Images courtesy of St Hugo