Two cameras, one journey, two childhood friends — and eighteen days to shoot their surroundings across the American West. Maryam Eisler and Alexei Riboud had followed separate paths for 38 years. Would the two photographers’ love of the still image converge their paths? LUX finds out

After graduating from high school together in Paris, in 1985, Maryam (then Homayoun) Eisler and Alexei Riboud parted ways; Eisler to the world of business, first at L’Oréal and then at Estée Lauder in London and in New York; Riboud to the world of graphic design and photography, in Paris, New York and Johannesburg, following in the footsteps of his celebrated parents, photographer Marc Riboud and sculptor, author and poet Barbara Chase-Riboud.

Lights glowing faintly, flickering occasionally on an old, lonesome sign for a motel on the border of Marfa, Texas, that is long gone; photographed by Maryam Eisler, 2024

Nearly four decades later, in early 2024, the art world brought them back together, for a three-week American road trip through parts of Texas, New Mexico, Arizona and Utah, photographing space, place and people along the way in a form of visual dialogue. In, and in-between locals travelling by car, well over 2000 miles, from Houston to El Paso… Marfa, Presidio and White Sands to Santa Fe and Canyon Point… they’d hop out of the vehicle at any given moment, and say ‘See you in an hour!’, and go their respective ways, out in the wilderness, reacting to circumstances as they came across them, vowing not to give any advice to each other on what or how to shoot. Not even sharing their images until they returned home.

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Laughing, the two recall the fifteen U-turns they took on one straight 22 mile road from Espagnola to Ghost Ranch, because they kept seeing elements they wanted to capture, not to mention the 24 hours they spent obsessing over a missed opportunity, a derelict 1950s motel, now far behind them.

White sands National Park, New Mexico, photographed by Alexei Riboud, 2024

The images that Eisler and Riboud produced provide an intriguing study of contrasting perspectives and techniques. They both certainly shared a road trip, but in artistic terms (and fortunately for the viewer of the works), they were on parallel journeys, each producing compelling results. As Carrie Scott, the art historian and curator, notes: ‘I am buoyed by the conversation here between these two artists. Maryam and Alexei are shaping our perceptions of the American West through their dual lenses, which in turns gives us a moment to reflect on our fixed perspectives.’ It’s a far cry, as Scott adds, from the ‘longstanding tradition in American photography, dating back to the 19th century, of a singular male voice and viewpoint.’

A friendly security guard at the Concordia cemetery  in El Paso, TX giving Eisler and Riboud directions to the tomb of John Wesley Hardin, the man who earned himself a reputation as one of the Wild West’s most pernicious gunslinging outlaws; photographed by Maryam Eisler, 2024

Riboud is attracted to the outskirts and grey areas, the transitional spaces and borders where he finds the elements to compose his photographs. His approach has been refined over many years of shooting in diverse locations, including Havana, Tokyo, Johannesburg, Mumbai, Shanghai, Chicago and of course Paris — usually with a focus on the peripheral spaces within or next to large cities.

A railway track cutting through the town of Marfa, Texas, photographed by Alexei Riboud, 2024

‘I like wandering into places I have never been to, especially on the margins of well-known locations, exploring the counter-space of an established geography. My photography is about experimentation. I gather fragments from urban landscapes, in an effort to capture innate structures’, says Riboud. ‘On this trip, I was drawn to the outskirts of towns, and to the frontiers between human settlements and the unpopulated natural environments.’

A Navajo Nation dancer performing an indigenous ritual dance impersonating animal spirits, Page, Arizona; photographed by Maryam Eisler, 2024

‘This trip was a huge challenge for me’, says Eisler: ‘My focus has always been on the figurative and more specifically on what I like to call the ‘Sublime Feminine’ in its physicality and in its essence. I had to push myself to work in a new way, this time around, moving away from body landscape to natural landscape.’ But would she find parallels between nature and figure?

Read more: Maryam Eisler: Intimate Landscapes

‘In my work, I always talk about female ‘body architecture’ in dialogue with spatial architecture… its curvilinear slopes, its nooks and its crannies, its valleys. I have often explored this theme in big, barren, hostile nature, from Iceland to Mexico and beyond, except this time the female figure was not there to be photographed. I also surprised myself in adopting a new way to work… primarily using a wide angle lens (which I never do) in order to capture as much of the big sky and vast land as my lens could take in. I wanted to visually overdose on the nature that surrounded me!’

In between walls of a teared down house in the border town of Presidio, Texas, photographed by Alexei Riboud, 2024

It’s no wonder that these two photographers operated quite differently during the road trip. They are two very different characters. Eisler’s made a quicksilver shift from business and writing to art, and has the smiling, knowing grace of a meditative guru while retaining the poise of a terrifying boss.

Alexei Riboud, photographed by Maryam Eisler on US Highway 90 near Van Horn, Texas, 2024

Riboud, on the other hand, projects a laid-back-almost-to-horizontal suave creativity. Nonetheless, both have clearly forged a deep connection that transcends their decades apart and their contrasting artistic and technical sensibilities.

Homeless young man in downtown Houston with a t-shirt depicting Martin Luther King and Malcolm X’s encounter; Houston, Texas; photographed by Alexei Riboud, 2024

To the extent that the origins of their photography have links, they are serendipitous, through a mutual interest in graphics. Riboud, who did graphic design for an advertising agency in South Africa in the 1990s, began to photograph on weekends, and enjoyed it enough to make it his main focus.

Derelict remains of the former Art Deco movie theatre in Marfa, Texas; The Palace, closed since the 1970s, is now an illustrator’s studio; photographed by Maryam Eisler, 2024

At L’Oréal, Eisler’s involvement in the development of ad campaigns — what she calls ‘surface beauty’ — revved up her dormant love of visual story-telling. Today, one can experience both the outer and inner dimension in her exploration of the ‘Sublime Feminine’. Laughing, she recalls her father’s niggling voice in her head, asking her what she was doing with that ‘love of photography’ she had so enthusiastically written about in her college applications? But life after the (Iranian) Revolution would dictate otherwise, until years later.

Looking through the US-Mexico border wall in El Paso near Amara House at La Hacienda, an organisation working to inspire connection beyond borders through mutual understanding and meaningful action in pursuit of narrative systems, and personal change; El Paso, Texas; photographed by Alexei Riboud, 2024

Both Alexei and Maryam have indelible memories from their trip. Alexei reflects back on the town of El Paso, near the US-Mexico border: ‘‘There was the feeling of being at a crossroad of narratives with stratified areas, unsettled spaces in transition.’ Maryam recalls a moment on the border of Utah and Arizona: ‘A hypnotising Native American ritual dance made me think deep about indigenous cultural history and the suffering that the native people have and continue to endure… I was completely mesmerised by the strength of the dancers storytelling through moves anchored deep in tradition.’ Riboud points to the gentrification of Marfa, Texas: ‘Beyoncé and Jay-Z just bought a house there! You get a sense that it’s rapidly changing from the isolated artistic outpost that Donald Judd built all those years ago; the city is now attracting newcomers, as real estate prices are booming!’

Alexei Riboud, photographed by Maryam Eisler, 2024

The two photographers’ contrasting visual perspectives provide fertile ground for dialogue, and – as Scott says, ‘a new, layered perspective on the complex reality of the 21st-century American West. Where Maryam’s portraits provide narrative depth – each portrait becomes a story, a window into the lives, cultures, and experiences of individuals within that vast expanse – Alexei’s focus on the landscape reflects on America’s historical relationship with western expansion.’

Maryam Eisler, photographed by Alexei Riboud, in Upper Antelope Canyon, Arizona 2024

Riboud praises Eisler’s link between the female body and the architecture of space and place, as well as her graphic eye mingled with sensuality. For Eisler, it’s Riboud’s conceptual visual rendering—‘almost like a painting’ — that stands out above all. ‘The lens Alexei uses enables him to capture space and light in a very unique manner. The end result is subtle, painterly and beautiful, with incredible hues of light pinks and accents of deep purples in some instances. I think Alexei uses light to paint.’

Along the banks of Rio Grande river near Los Alamos, New Mexico. This is the view from the House at Otomi Bridge that frequently hosted Manhattan Project scientists. A team room and restaurant at the time – once post office and train station – where Oppenheimer kept a standing reservation for whenever he wanted to dine; New Mexico; photographed by Alexei Riboud, 2024

Kamiar Maleki, Director of Photo London, expresses their effect on one another – their oscillations, recalling Maryam’s ‘evolution from exploring the female figure to this more recent body of work’ and its ‘profound shift towards celebrating the Sublime in a new and different way – as displayed in Mother Nature‘, as well as ‘in the vast potent (waste) lands of the American West landscape.’

Maryam Eisler, as photographed by herself at Prada, Marfa, by Elmgreen & Dragset in Valentine, Texas, 2024

For Alexei, it’s his ‘minimalist elegance, presenting viewers with unexpected compositions that speak volumes through their simplicity.’

Portrait of an outsider Texan artist, James Magee, a dear friend of the painter Annabel Livermore, whose painting he sits in front of, and who various writers have described as his alter ago, a relationship referred to by The New York Times as ‘a tough act to follow’, photographed in El Paso, Texas, by Maryam Eisler, 2024

Reflecting on the journey, Eisler says, ‘I still recall the vastness of land and the ever-changing skies and clouds. We could’ve produced an entire body of work on the clouds of New Mexico; the evolving light and its plethora of shades… It was sky theatrics every day! As we drove on Interstate highways, I could not help but feel a deep sense of inner peace.

Alexei Riboud in White Sands National Park, New Mexico, photographed by Maryam Eisler, 2024

In fact, I had a memorable moment in White Sands National Park, as the sun was setting down amidst scarlet and purple skies. I recall seeing Alexei, camera in hand, standing on the opposite hill, akin to a dot in the greater universe… And for just a second or two, which felt like eternity, I took off mentally into a parallel state of mind, engulfed by Mother Nature. It was so powerful’.

Weary billboard with missing parts north of El Paso in the vast plains of Texas; photographed by Alexei Riboud, 2024

‘I think the camera changes what you see, particularly when it’s your first experience of a place, of a unique location’, says Riboud. ‘Something happens that you can’t control; it’s your subconscious working, through the frame of the camera, on the construction of the image.’

Roughly halfway between Van horn and Valentine on U.S 90 reside crumbling buildings seen through a chain link fence: a one time significant railway dewatering station, now turned ghost town of Lobo, Texas; photographed by Maryam Eisler, 2024

And when it’s not the camera, there are parallel – or, rather, oscillatory – expressions, from a writer they met along the way. Glimpse below the poem ‘Eileen’, written by poet Amanda Bloom in West Texas. Her series of linguistic short takes provide a further mode of expression, imbricating the tapestry of their journey:

Poet Amanda Bloom lying by the pool of the iconic ‘Hotel Paisano’ in Marfa Texas where the cast of the 1956 Hollywood movie ‘The Giant’, starring James Dean & Elizabeth Taylor, stayed during the filming of the movie; photographed by Maryam Eisler, 2024

Windmill sentinels
over the oil field.
The air is quick here.
You can’t keep your
thoughts with you.
The star dome
holds you down
while you move.

The yucca heads higher
than a street sign,
flowers brown and dry,
still hanging on, stalk bent
from day after day of the
troposphere in motion.
Learn surrender from
the yucca. It rattles
before its release.

The land is home
to ore, ice volcanos,
ocean floor turned
high desert, Eileen
the horse that did
not die on the way
to El Paso, you.

Pumpjacks pull.
Windmills spin.
The yucca shudders and
two brown blossoms
light on the wind.
Eileen stretches
her bum leg.

The journey – from photography to poetry – provides, in Carrie Scott’s words ‘a dialogue about the deep humanity embedded in the landscape’s history’. And, indeed, it is ‘a tapestry’ as well as a dialogue, as the Director of Photo London concludes – ‘of beauty, emotion, and storytelling, inviting viewers to contemplate the profound depths of the American big nature experience alongside the quiet poetry of simple existence.’

Here, in Riboud’s street scene in El Paso is what Eisler calls his ‘geometric approach to depicting space in its subtle linearity, very unique to his eye’; photographed by Alexei Riboud, 2024

From dialogue, to tapestry, the works will soon be woven into a book, as well as an exhibition to be launched around Photo London 2025 – and in a way, as Scott aptly notes, ‘that we haven’t seen before’.

See More:

maryameisler.com

alexeiriboud.com

The Ferrari 275 is a series of front-engined V12-powered grand touring automobiles with two-seater coupé and spider bodies produced between 1964 and 1968

Sweden is not the first country that comes to mind when thinking of automotive nirvana, but Paris-based auction house Artcurial has found a treasure trove there that it is putting to auction in Monaco this week. The main feature is a selection of beautiful Porsche 911s from the pre-1997 switch to water-cooled engines: there’s something for every Porsche aficionado, at almost every budget. There are some deliciously specified examples being sold on behalf of a Swedish collector with impeccable taste. It is also cleverly marketed as a no-reserve auction, with some eye-catchingly low estimates: a surefire way to attract interest. Go, enjoy, but beware of overpaying in the heat of the no-reserve moment.

Matthieu Lamoure from Artcurial says:

This W Collection, owned by Staffan Wittmark, is exceptional because it represents the culmination of a man’s lifelong passion for creation. As European importer of the ready-to-wear brand Gant and the brand’s artistic director, he studied design and put together the models in his collection with a rare aesthetic sensibility. His 26 Porsches, presented in the sale, work by color pair, for example, and by model. He defined the codes of his collection by growing up on the streets of Stockholm with a taste for line and design excellence. For this reason, three major brands have marked his passion: Porsche, Ferrari and Mercedes. For him, the lines created by Pininfarina for Ferrari represent the pinnacle of aerodynamic elegance.

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The Mercedes 300 SL Gullwing is a two-seat sports car that was produced by Mercedes-Benz from 1954 to 1957 as a gullwinged coupé and from 1957 to 1963 as a roadster

The second important parameter of this collection is that Staffan Wittmark has decided to entrust his collection to the market, with no reserve price. He is turning the page like a collector who has reached the end of one project and is ready to start another. We will therefore start the auction at 50% of the low estimate, allowing all buyers to try their luck. What’s also exceptional is the condition of the cars. They are either fully restored, like the 9 Ferraris certified by the Ferrari factory, or the Mercedes 300 SL Gullwing and Roadster.

The Mercedes-Benz 300 SL was capable of reaching speeds of up to 263 km/h (163 mph), earning it a reputation as a sports car racing champion and making it the fastest production car of its time

Read more: BMW XM Review

To find 44 cars offered by a single owner gives the ensemble a wonderful provenance. and in such restored condition is a rare element in any collection.

Quality, provenance, exclusivity and passion are the watchwords of this fabulous sale!

The designation “SL” is an abbreviation of the German term “super-leicht,” meaning “super-light,” a reference to the car’s racing-bred lightweight construction

The new BMW XM is the first high-performance car from BMW M GmbH with an electrified drive system

BMW’s sporting flagship promises to be the best of its luxury SUV division, combined with the best of its racy M division. Does it deliver?

Many large SUVs are dramatically imposing, aggressive vehicles that look like they are as likely to declare war on Mars as get you to your destination. Which is fine if you are a certain type of person or in a certain mood. But not always.

The BMW XM is certainly a large SUV. It is also a kind of flagship of the company’s range, combining, in an adaptation of their own words, the best of its SUV division (X) with the best of its sports division (M).

It doesn’t need a racing driver to tell you that a huge, tall wide vehicle is not necessarily best suited to a racing purpose; and nor is a racing car mush suited to carrying several people wearing Etro and Patek Philippe and Off White around in comfort.

But in the manner of an athletic rugby forward, or a centre back, the XM carries off that blend of athleticism and muscle.

Unique exterior design twinned with luxurious interior that showcases the ‘M Lounge’ concept

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What is particularly interesting about the car is that while it looks dramatic and striking, it manages not to look aggressive. Perhaps because of its hybrid nature, it gives off an element of futuristic electric vibe.

It’s also great fun to drive, even in town. BMW have somehow managed to endow it with responsive steering, and very flat cornering, it feels astonishingly agile for a car the size of a small hotel. Like all hybrids, it is very relaxing to drive an electric mode, and when the engine kicks in, you get an overlay of sound.

The nature of the sound divided our passengers: Some thought it sounded cool and racy, others said that such a sophisticated looking car should be seen and felt rather than heard. It’s not as noisy as a Lamborghini SUV, but it’s much louder than a Bentley Bentayga or Rolls-Royce Cullinan. Happy medium or compromise? Probably in the eye of the beholder.

Read more: Porsche 911 Carrera GTS Review

What sure is that this is a magnificent long-distance vehicle. Back seat passengers get smart, detachable branded leather cushions. (even the plug-in charging cables in the boot/trunk are housed in a rather striking leather overnight bag), there is masses of legroom and a feeling of a huge amount of space and light in the car, and also that the rear seats are well designed, unlike in some of these vehicles where you end up sitting very upright. A journey between London and Oxford was devoured in one gulp without anybody noticing the in between.

Speaking of gulps, in the past an SUV of this size would have been planet-wearingly thirsty, but due to its engine efficiency and electrical assistance, the XM is remarkably frugal – more so than many cars half its size and power.

The high-performance Sports Activity Vehicle (SAV) is powered by a newly developed plug-in hybrid system delivering 653hp and 800Nm of torque

Criticisms? Apart from the size, which you have to be able to deal with f you are buying a car like this, the entertaining and sporty nature of the driving experience means that the ride is quite firm. Don’t expect a limousine here – for that you should look at this car’s I7 sibling. But if you can live with that, this is quite the car.

www.bmw.com

We drive the ultimate incarnation of Aston Martin’s four wheel drive SUV supercar

The Aston Martin DBX707 offers a luxury nexus of dynamics, effortless style and performance © Max Earey

Not many of the glamorous supercars from what some people refer to as the golden age of motoring have remained. You can’t buy a new Jensen, Bizzarrini or De Tomaso now. One brand that somehow managed to overcome many bumps its historical road, and remain proudly independent – rather than simply a brand extension of a large conglomerate – is Aston Martin. After teetering on the brink of extinction in the 1980s and 90s, the company is now going through something of a golden era of its own, with the hyper wealthy fighting to get hold of the astonishing Valkyrie hypercar, and the Vantage and DB12 sports cars now appealing to new generations of young, affluent professionals and enthusiasts.

Times have changed, though, and every car company, however sporting its origins, needs to have in its portfolio a type of car that would make its own historic racing drivers cringe. The SUV, a type of big, high, spacious and powerful vehicle, is, arguably, more relevant than a sports car for a new generation of newly minted in countries which are nearly acquiring wealth themselves. Often for good reason: a place with a challenging road infrastructure, or conversely with newly laid roads in a straight line grid, it’s not a place to enjoy a low-slung, hard, riding, agile, high-performance sports car originally aimed for the track.

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That’s where the versatile SUV comes in, and our example of Aston Martin’s own take on this kind of car is in keeping with its history of making cars that stand out. Ours was in bright orange, with a lavish, black and orange accented cabin. The shape may be very different to a classic sports car, but for the moment anyway, one key element remains: a roaring V8 engine with 707PS under the bonnet. This type of engine, which emanates a compilation of wonderful cacophony, depending on how hard and fast you are driving it, is perfect for a sports car where you want to get to that point on the sweeping road where you can push it between 5000 and 7000 rpm.

For a huge SUV, it certainly has the power and the thunder, although arguably, this kind of engine will be less missed an SUV with everything goes electric, than it will in other cars which positively encourage high performance driving.

With 900Nm of torque, this SUV provides a sports car acceleration and high speed

What is a DBX also has his sharpness – in its looks but also in the way it handles, something that is always a challenge for these big cars with high centres of gravity. It is an SUV that actually enjoys being aimed down challenging driving roads. Perhaps not narrow twisting lanes, as it’s quite big and wide, but it would be very much at home on the broad, sweeping curves of Bavaria or southern Tuscany.

There, you can revel as the engine tears through its different tones as it approaches the top of its rev range, rushing you forward ever faster – this is a very speedy car, although all luxury SUVs now are, whether electric or petrol powered. And then, back in the urban environment in which most of these cars spend most of their time, it’s back to being a menacing and rather fun designer tool.

And what about Aston Martin‘s natural home in the stately home-lined lanes of England? We would recommend a different combination if your life is based there: one of Aston Martin’s gorgeous convertible sports cars for high days and holidays, and a 50-year-old rusting Range Rover for the winter months. That way you will stay true to the aristocratic values of this fabled British brand.

Read more: Audi TT RS Review

Find out more: Aston Martin DBX707

Online Editor: Isabel Phillips

The Porsche 718 Cayman GTS’ mid-engine layout offers distinct handling characteristics and balance compared to other GTS models

In the second of our series on Porsche, a company with a unique place in the automotive canon, we focus on two of its mid-market cars, the 718 Cayman GTS and 718 Boxster GTS, driver-focussed versions of the company’s acclaimed entry-level two seaters. We review them as part of our series, a tribute to a brand which is synonymous with German engineering and carries with it a geeky spirit that appeals to those who might collect mechanical watches

Part two Porsche 718 Cayman GTS and 718 Boxster GTS

The 718 Cayman is a closed-roof two seater car, which in the first few years of its existence was seen as the car you would buy if you couldn’t afford the more upmarket 911 model.

For the moment we got into this car, there was no doubt that we were in something quite special in its own right.

Unlike many fast cars of today, the 718 feels small and lightweight. The controls are also light, including the steering, and – wonderfully – the manual gearstick, which is lined, like much of the interior, in Alcantara, a suede-like material that imparts extra sportiness to the company’s GTS models.

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Porsche could have done what Ferrari did 15 years ago, and banished the manual gearbox to the history books. Automatics, controlled through paddles on the steering column, are much faster and more technologically advanced. No serious racing driver today drives a manual on a racetrack.

And yet many of the heroic drivers in F1 history and those who drive manual shift cars. A gearstick gives you an extra sense of connection and control which is lacking when you know the car can do the work for you, even if you are shifting manually with paddles.

The gearshift in the 718 is light and easy to negotiate. combined with a relatively light clutch pedal with a clear bite point, it means that even in town, this is a car that you don’t mind driving and changing the gears yourself.

Out on a country road, it becomes a delight, as you can balance the agile steering, the willing engine and the gearshift – not just in order to go fast (a Tesla could do that), to feel like you are with a dance partner – your car.

The interior of the 718 models are fully geared towards enjoyment and comfort for the driver

The engine also has a serious part to play here. Most new cars, if they are not electric or hybrid, are turbocharged, which increases both power and efficiency. But turbo engines by nature tend lack that dramatic buildup of power and noise as the revs rise.

So combine a manual gearbox with a non-turbo charged engine along with the 718’s delicacy of handing, and you get a car that you can keep discovering with joy, because as a particular curve taken at 45 mph feels different to the same curve taken at 50 mph, or at 40 mph in a different gear, in terms of the responsiveness of the car. There is so much to discover.

The interior is comfortable, but also as compact as you might expect for a car seating only two. Plenty of room for you, but don’t expect to take five incidental bags into the cabin with you. On the plus side, it does have a boot (trunk) both in the front and the back of the car with a surprisingly positive amount of total space, as long as you are happy to travel with numerous small bags rather than a big suitcase.

Do we have any criticisms? Not really. Perhaps the only thing we felt is that Porsche’s engineering is too brilliant, and the engineers had restrained themselves from making this car the real monster it could be. It could be louder, faster, and have even more clarity and precision and sharpness – and danger – in his handling. But then it would be a racing version of the car, and that’s a different type of Porsche all together. Meanwhile, bravo Porsche for making what is close to the perfect sports car at a price that is a positive bargain.

The Porsche Boxster 718 GTS is targeted towards enthusiasts and drivers seeking a pure and engaging sports car experience with the added enjoyment of open-top driving

Closely related to the 718 Cayman is the GTS edition of the Porsche Boxster. These open and closed cars share the same excellent engine, and the interiors are very similar although our Boxster had two crucial differences: automatic gear shift, in the form of Porsche’s PDK transmission, which allows you also to shift via paddles located on the steering column, and a roof that opens to turn the car into a convertible.

The Boxster is very lively and agile, but a touch, less sharp, a little more laid-back than its closed-roof sibling. That doesn’t mean it’s less fun, because it’s so easy to lower the roof, and enjoy the smells, sights and sounds of driving in the open air. Many convertibles these days, including those offered by Ferrari, feel semi enclosed due to the architecture of the car. This feels like a full, old-fashioned convertible. Delightful.

The Boxster’s open-top design and mid-engine layout contribute to its unique driving dynamics and handling characteristics

You would, in fact, be perfectly justified in having both: the Boxster for when you want to have fun in good weather, and on roads were, you won’t be expecting the ultimate drive. And the 718 when you know the driving has huge potential.

Read more: Porsche 911 Carrera GTS Review

Both have a likeness, and a joy about them, feeling of supercity brought on by very sophisticated engineering that hides its light smartly. They are not cheap alternatives to a more expensive 911: they are different types of car, two seats only adventure. They are both a delight.

Find out more:

porsche.com/718-cayman-gts

porsche.com/718-boxster-gts

The Mercedes AMG SL 43 is a technically innovative entry-level model of the newly developed roadster icon

For decades, owning a Mercedes-Benz SL has symbolised understated wealth and style. How does the newest model, with a racier intent than its more laid-back ancestors, stack up?

To the car enthusiasts, particularly those of a certain age, the idea of a Mercedes SL conjures up images of stylish luxurious open-top motoring with a sporty edge.

To those of even older vintages, it will conjure up images of something even more glamorous, as the original SL (the words then stood for Sport Light) was the car in which the British racing driver Stirling Moss won the dauntingly challenging Mille Miglia road race back in 1955.

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The model has evolved through many generations since then: in the 1960s, it turned into a car known as the “pagoda“, losing its sportiness but gaining even more beauty.

Its 1970s and 80s iteration was a luxury cruiser, still open topped, but more in use by the housewives of Beverly Hills than any racing driver.

New iterations came in the 90s (luxurious and advanced), and 2000s (with some high performance options available again).

Times change, we pondered while contemplating the newest SL. Our one was presented in bright yellow, its tube-like shape suggesting an extreme sportiness not hinted at since the very first iteration of the car. Inside, it’s snug and driver focused, although unlike the last generations, this car does also have two small back seats in which to cram your designer children, dogs or bags. (Although we think SL customers would send their children separately with the nanny in the Cayenne).

The Mercedes-AMG SL 43 of the R 232 series is based on a completely new vehicle architecture developed by Mercedes-AMG. The new dimensional concept allows a 2+2 seating configuration for the first time since 1989

Our first zip down the the road confirmed that these racy intentions are carried through to the handling of the car itself: this is a sports car, or it wants to be anyway – in the way of the old-fashioned, longnosed, louche roadsters of the 20th century.

Then, a first trip down the highway confirmed that this car still does what the SL is supposed to do, excellently. It settles into a cruise, nose lifting ever so slightly when you accelerate, and feels like it would be delighted to take you all the way to Portofino in a single journey. In a way that slightly belies its rapid responses at low speeds, it is a very settled and comfortable grand tourer with more refinement than rival sporting cars, such as the Porsche 911 or various Aston Martins.

Read more: Porsche 911 Carrera GTS Review

Once you get to Portofino, Tuscany, or wherever your destination is, you will want to enjoy twisting down some country roads with the roof down. Here, the SL is always willing with its responsive steering, and always fun, although it doesn’t have the ultimate sports car balance or ability to deal with rapid changes of road surface and direction with the lightness of its rivals. It can also be a little bit bouncy on a bad road surface, a trade-off, perhaps, for that handling ability. It certainly feels like it has more sporting attitude than its predecessors.

Live with the car, and you get to understand its versatility: this is not an SL reinvented as a pure sports car (as that would see it lose its languid soul), it is a car that is happy with its heritage and has decided to become something of an athlete late in its life. Great fun.

Find out more: mercedes-amg.com/mercedes-amg-sl-43

The EQS SUV is a stylish creation by Mercedes chief designer Gorden Wagener, with none of the brashness of some rivals

Mercedes-Benz has made an electric luxury SUV quite unlike any other, and we love it

One of the fears of anyone who has been appreciative of high end automobiles the last years or decades is that electric cars, while having zero tailpipe emissions (although they still do have a carbon and environmental cost in their manufacture and sourcing of electricity) will lack an essential character.

When every car is electric, this argument goes, they will all essentially be more or less the same thing with a different brand attached – accentuated by the fact that electric vehicles also have advanced and highly developing technological interfaces, which are largely sourced from the same suppliers, like all digital technology.

We remember speaking about these matters with the legendary Mercedes-Benz designer, Gorden Wagener, a few years back; Gorden insisted that there would be as much differentiation in the design and feel of Mercedes’ electric vehicles as there has been in their conventional cars.

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The EQS is a SUV – a type of car usually associated with massive emissions. It is fully electric though, so no worries on that front, at least during its daily use. It also achieves a remarkable goal of being very big SUV that does not look either aggressive or lumpen. It is smoothly designed and seems to shrink on the road, meeting no hateful looks from the resentful brigade.

The real revelation, though, is in the way it drives. Many SUVs set out to try to emulate the driving experience of the regular saloon/sedan cousins, something made almost impossible by their high centres of gravity and inherently massive weight – most of them weigh above two tonnes and a luxury SUV can weigh close to three tonnes.

This means that not only can they not drive like sports cars, but the passengers’ experience can also be compromised, with manufacturers left in a hard place between making the ride firm and unyielding (theoretically improving the dynamic qualities) or softer, but then allowing the forces of physics to dictate something that can be quite difficult to stomach in terms of a wallowing feel, particularly in association with the rapid but silent acceleration offered by electric cars.

The Mercedes-Benz ESQ SUV has a sophisticated and contemporary driver’s environment

That’s where the EQS is unique. Shoot off in the EQS (like all electric cars, it’s fast, although the 450 model we drove is not the fastest), and you have a delicious feeling of being cosseted – this is not a car aimed at setting record track lap times. Passengers felt the same. There is a luxuriant, old school refinement to being on the move in this car: objectively that is down to a ride that absorbs bumps and bits of broken road.

There is huge refinement in terms of what car companies call NVH (noise, vibration and harshness) but also a feeling that the engineers who made this car just really understand what makes a luxury car. Step out of the EQS into any other electric vehicle and you will notice the difference on this front.

So, a point of difference and a significant one given that this is a luxury car.

The technological interface is also sophisticated and easy to use, although this is much less of a differentiator these days. And while the design feels are highly up-to-date, we wonder if Mercedes has gone a little too far or making the interior feel “contemporary“ rather than “luxurious“. It’s as if the engineers did their bit brilliantly in the way the car rides and drives, but the interior designers were a little bit wary of making it look too traditional. Shame, because no major manufacturer does interior luxury like Mercedes. Functionality is for Teslas.

Read more: Porsche Reviews Series: 911 GTS

But the most important element of a car like this is the feeling of quality, and the way it rides and drives. The EQS has one of the best electric mileage ranges of any car – although range is a technology that will constantly improve – and it is a car that you wish to sit back and luxuriate in, whether as a driver at the helm (and it really does feel like a helm, in the best luxury Mercedes, type of way) or passenger. So bravo Mercedes for having the bravery to create something that is truly – we think – what do your clients will want. Next, just add a bit of Palace of Versailles – or even Schöbrunn, if you want to keep it Germanic – to the interior for that ultimate touch of baroque ‘n’ roll.

Find out more: mercedes-benz.co.uk/suv/eqs/

The Lexus NX 450 on the road

In the third part of our Great Drives series, Darius Sanai travels, in a Lexus NX 450, from the Lake Zurich, Switzerland to the Tuscany Coast, Italy, ending his trip on a bottle of Masseto 2015

What is the best vehicle for transporting a lot of clothes – the spoils of a visit and meetings in various Italian fashion houses – and a lot of wine – the result of a spontaneous drop by the vineyards of Franciacorta in northern Italy? Sitting comfortably just above the speed limit on the Italian autostrada, cruising carefully while listening to the GreenBiz 350 podcast, we were fairly sure we had the answer in our Lexus. Its full name is the NX 450h+ F Sport, but for our purposes it was the car that could just do everything.

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The interior design of cars is becoming increasingly important as we do more things in them (they are effectively 3D extensions of the internet), and driving becomes more controlled and less of a sport. And here was a car with a truly beautifully designed interior. It was light, high enough off the road to give confidence – you could see everything that needed to be seen, but not so high that you felt domineering or unstable. Controls that needed to be easily touched were within sight and within reach without any fuss. Displays were clear with excellent typography. The air conditioning was a notch above the usual in terms of its ability to separate climate zones. Like any good design, it didn’t shout about itself, and it had grown on us over the previous two weeks.

The journey started in a small town near Lake Zurich on the northern side of the Alps. The road rose and became increasingly winding as it made its way towards the mountains we were due to cross, and we wondered briefly if we had chosen the right car. This is a hybrid SUV, efficiently powered by both electric and petrol engines, but it is also a high car, with plenty of ground clearance, excellent for driving across fields. So would it be right for twisting mountain roads?

The beach and pine forest at the Riva del Sole hotel, Tuscany

We need not have worried. This new-generation Lexus uses technology to miraculously minimise the amount the car leans when taking corners, a key consideration when driving to the Alps, as you do not want something lurching from one side to the other like an old Range Rover. The Lexus drove flat, smooth and responsive, even over the highest points of the Julier Pass, between north and south Switzerland. Sure, it wasn’t the thrill of racing a sports car to the edge of its abilities on a sinuous mountain road, but that would not have been possible anyway, given the rest of the traffic and also the strictness of Switzerland’s traffic police. Fast enough was, well, fast enough.

The Exotik Suite

Over the border in Italy, after more mountain passes and ice cream, the Alps fell into the low, hilly meadows of Franciacorta, which is where our favourite sparkling wine from Italy is produced. At its best it is creamy, complex and refreshing, like a good champagne, but with the added joie de vivre. At the main farmers’ outlet store for all the producers (and would that there were one of these in every wine-producing region), we picked from producers and cuvées impossible to find in other countries.

A sign of a well-engineered car is that it doe snot flinch when loaded up and driven hard, and this was very much the case with the Lexus. Onwards, it seemed to say, after a couple of days in Milan, as we arrowed through straight autostradas in northern Italy towards Tuscany. Here, we spent an excellent few days enjoying this car’s other attributes: its economy (fuel stations are very hard to find in rural Tuscany), its ability to deal with rough roads and unmade tracks with no fuss, and the comfort and efficiency of its interior in a hot summer. The full-length sunroof also came in for much praise, although it was mainly open at night, when it let in views of the stars and the cries of owls. A car for all reasons, indeed.

Objets d’art at the Riva del Sole

Our final destination was a place well known to a certain class of intellectual Italians, roughly the equivalent of Britain’s Cotswolds set, but without the pretentions. Castiglione della Pescaia has none of the bling that has been acquired by its fellow Tuscan resort, Forte dei Marmi, but it has nature, and culture, on its side.

The hotel swimming pools by night

There is one resort hotel to stay in at Castiglione: the Riva del Sole, a resort built in the idealistic style of the mid-20th century, when Europe was thriving and confident, and nobody flew to the Maldives or Bali. You approach along a long, straight coastal road flanked on both sides by the stone pine trees that are a feature of the Italian coastline. The hotel appears amid the pineta (pine forest) on the left, between road and sea, a low-rise 20th-century modern building (Swedish owned) that, when you enter, reveals a cavalcade of original and updated modernist designs.

The Coral Suite

The reception area is out of a 1960s David Niven film (duly updated, of course) and our room, while compact, had a lovely aspect across the trees towards the sea. You wander from reception, past a dramatic Italian restaurant housed in another forest building, past a little newsagent shop straight out of a Jacques Tati film (magazines, beach balls, sweets) and a boutique-chic deli. A huge outdoor pool complex – several pools, really – appears on your right, with keen sports swimmers doing their lengths from the early hours. Past a hut serving snacks and drinks (there is some excellent Franciacorta on the menu), the path rises over a dune and down onto the resort’s lengthy private beach.

Modern dining at Riva del Sole, Tuscany

Part of a strip of sand that stretches for 15km in a gentle arc, it is one of Italy’s most famous private beaches. The sea is warm and shallow, and the most memorable aspect is stepping out 20 metres into the sea, your feet still standing on white sand and your chosen drink in hand, looking back at the beach. The hotel and all of Castiglione have been subsumed into the pineta, such is the attention to detail of the design. All you can see is beach, forest and the mountains rising up behind. No wonder it is a haunt of the discerning Italian intelligentsia.

The Lexus making a pit stop at the fortress of Montalcino – ancient Tuscan hilltop village and home of the celebrated wine Brunello di Montalcino

Hidden inside the pineta, the hotel also has a sophisticated Tuscan restaurant, La Palma. Sweeping interior architecture and the forest visible through windows all around combines with a wine vault of Tuscan wines – particularly from Montalcino – that a collector would die for. We chose a Masseto 2015. All savoury power and a wealth of flowing flavours, it is one of Italy’s great wines, and comes from just up the coast from Riva del Sole. In the main hotel there is also a glamorous 1960s-style piano bar, where you sit inside or out on the terrace and are served Bellinis.

Read more: Great Drive: Jura Mountains to London via Burgundy and Champagne

This is not high luxury, but it is high class; a place where the intelligent, artistic and sophisticated go to enjoy themselves with friends. And throughout, inside and out, the interior design, a subtle 21st-century take on mid-century modernism, is both playful and gorgeous. Chapeau to designer Eva Khoury. There are hotels with grander views and bigger rooms, but very few we would want to spend more time in than the Riva del Sole.

Find out more:
lexus.co.uk
rivadelsole.it
masseto.com

Mercedes E53 AMG, a highly enjoyable tourer

In the first part of our Great Drives series from the Spring/Summer 2023 issue, Darius Sanai travels from Santa Monica to Napa Valley in a Mercedes E53 AMG Cabriolet, ending his trip in Napa Valley with a glass of Harlan Estate The Mascot, 2016

There is a freeway that leads from downtown LA to the ocean at Santa Monica, but we chose to take Santa Monica Boulevard, which arrows straight to the ocean. On every corner, there seemed to be a liquor store or 7-Eleven to remind us of hold-up scenes in movies. Of course, we put the roof down – you have to in LA, particularly if you are a foreigner driving a valuable car – way to go in style. In fact, our understated mid-blue AMG, with its black interior, attracted only positive attention – a couple of thumbs ups, and encouragement to rev the engine from kids on a street corner. Even in the land of the Tesla, some things never change.

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At the Pacific Ocean, we turned right. Keeping the ocean to our left, we cruised through Santa Monica, which, from the road seems just another collection of low-rise buildings and garish signs. The arc of the ocean and bay occasionally appeared on the left, culminating in mountains dropping into the sea in the distance. In time, the traffic lights became less frequent, the buildings less condensed, rocks and cacti popped up by the side of the road and the ocean lapped the left- hand carriageway. But this is not a place to put your foot down, as ubiquitous signs warn of police speed checks. Our neighbouring drivers, some in quite exotic and speedy-looking cars, travelled dutifully at the posted speed limit, too.

We didn’t mind, we were in it for the long haul. Soon, the mountains dropped directly into the sea, the road became tighter and we could feel the spray sweeping over our open roof between patches of cloud above. Signs for Santa Barbara, our first destination, started to appear. We took a spontaneous turn off at Montecito, to see if we could catch a glimpse of the world’s most famous non-reclusive, non-royal, reclusive royals.

Breakfast on LUX’s private deck at Meadowood, Napa Valley

We didn’t see them, but we did find a picture-perfect clapboard high street, complete with immaculate children clutching Instagrammable ice creams, watched over benignly by immaculate parents. We stopped for a sundowner at the Rosewood Miramar Beach hotel in Montecito, whose lawns stretch out across a miniature railway line and drop down to a beach. Sailing yachts gently rocked up and down on the ocean beyond, the setting sun was weak in the haze, the air was cool and all it needed was Cary Grant to stroll over and sit next to us to complete the scene.

Santa Barbara was a fun trickle along the back roads from Montecito, which is built into a steep hillside. A couple of spontaneous turnings took us through canyons, hugging the inner edge of mountainsides, facing other mountainsides, which faced other mountainsides – a plunge into wilderness just minutes from manicured civilisation of the wealthiest kind.

The E53 AMG seemed made for this kind of journey. There are AMG models that are more powerful, more focused, more hardcore, but this isa four-seater luxury convertible that has been subtly enhanced by the manufacturer to engage on the sporting side, with plenty of thrust from its V6 hybrid engine. The relatively benign cruiser that had taken us up the coastal highway earlier that day turned into a racket with a foot flat on the floor, surging forward with a roaring buzz from the engine at front. Big tyres and four-wheel drive gave great stability around corners on the twisting roads. This is quite a big, heavy car, so we are not talking Ferrari handling, but it has plenty of security, plus the fun of roof-down motoring.

The Mercedes posing in front of the RosewoodMiramar Beach hotel in Montecito, California

It was pretty exciting. We imagined it would have been even more so for passengers in the back seat, where, unlike many sporting convertibles, there is plenty of room to stretch out. We arrived in Santa Barbara feeling we’d had something of an adventure workout, as you should on a good drive in a sports car.

This trip was about us finding our own personal nirvana: a long drive along the Pacific Coast Highway, or Highway One. As one of the world’s most legendary roads, the map showed it to follow the exact contours of the California coast between our location and San Francisco hundreds of miles north.  Setting off again the next morning, we noted that a Sunday was probably not the ideal day to start the main part of such a drive because we were not alone. Camper vans, family vehicles, pick-up trucks and the odd vintage convertible were inching along the road in weather that more resembled northern Europe in winter than California in Spring.

Fortunately, both turned out to be ephemeral. What has seemed a dull day threatening rain cracked as the clouds fractured to show deep blue fissures above, and soon the overcast sky was revealed to be no more than seven blobs of low cloud clinging to the mountainside in the early morning, and soon dissipated. The air was so clear I was convinced we could see across the ocean to Japan. The traffic dissipated a little, too, enough for us to speed up and enjoy the ride.

The Mercedes E53 AMG on a windswept Venice Beach, California;

The scenery before us altered between rocky curves, enormous bays, tiny inlets and forests pouring down mountainsides in the sea. We stopped just off the road at a beachside food shack-expecting preprepared food, instant coffee and canned drinks at best  and asked for a white coffee. “Full fat, semi-skimmed, oat or soy?” was the response, and there was a choice between Ecuadorian, Guatemalan and Indonesian roasts. Next to a plate of homemade brownies were three bowls of multicoloured Middle Eastern-style salads, rich with beans, Mediterranean vegetables and za’atar. no ordinary roadside shack.

As we headed north along the coast, every few miles there was a sign to the right, pointing along a road heading inland up some deep valley, towards mountains that looked as uninhabited as the moon. Occasionally, there were signs for wineries to visit along the roads, over the mountains and quite far away. Tempting though the idea was, we resisted, partly because we were driving, partly because a signpost in the US west to a given location does not mean you are anywhere near that particular location, and partly because our end destination was the ne plus ultra of California wines, Napa Valley.

There was a lot of wiggling coastline between here and there, though, and we stayed overnight at a hotel set back in the hills with a distant view of the sea, offering some of the local wines (from San Luis Obispo) in its list, along with a vegan club sandwich. One glass of refreshing Chardonnay was enough that evening.

Meadowood Resort’s adults-only Cabana Pool, Napa Valley, Calfornia

The sign of a truly great touring car is one you actively look forward to getting into and driving each morning. Some cars are comfortable but dull, where you feel, as a driver, that you would just as happily be a passenger. Other cars are exciting but tiring, making you weary of the idea of another day at the wheel. The AMG was neither: each morning it welcomed us with its promise of comfort, power and responsiveness. A more powerful and muscular car would have become frustrating in the traffic, and it had enough feedback and driver involvement to keep us looking forward to the next set of curves.

Setting out again along the (now emptier) northbound route on the Monday morning, I reflected further on the car’s virtues. The interior is both functional and lavish. We liked the sweep of the dashboard, the classic-style round vents in the middle, the big wide digital instrument display. The only misgiving I had developed was over the sound of the engine. Cars these days are downsizing their engines, accompanying them with electric motors in the move towards electrification. The AMG’s engine, so created out of a combination of petrol and electric motors, was certainly powerful and responsive enough, but, though the engineers had clearly tried, it did not have the mellow, throaty voice you would expect of a big droptop car with sporting ambitions. That is not unique to AMG, though, and it is a characteristic that engine lovers will need to get used to until, in a decade or two, they are phased out completely,

After what seemed a million mountainsides curving into the sea, it was a relief to stop for coffee at the cute little seaside town of Carmel, and wander through its art stores and boutiques, and again a little later in the bigger town of Monterey, where we visited the oceanfront Monterey Bay Aquarium, having a play with manta rays in the process. This is no normal small-town aquarium: its Executive Director is Julie Packard of the Packard tech family, and, in its mission to inspire ocean conservation, it leads research into marine welfare, advocates to end plastic pollution and campaigns for, and monitors, sustainable seafood production.

Meadowood’s refined yet rustic Cottage Room with private porch, Napa Valley, California

A couple of hours later, we were navigating San Francisco’s cityscape, before hitting the roof-down button again as we approached the Golden Gate Bridge. Doing so in a droptop Mercedes with a little 1960s music playing was perfect. By that stage, we were seriously appreciating the car’s seats, which felt as if they had been created by many thousands of German engineering hours. We felt neither stiff nor uncomfortable, despite the long days on this great drive.

Napa Valley starts rather abruptly: one moment you are in an urban road system in the unprepossessing town of Napa, having left San Francisco Bay just behind you; the next, you are driving up a steep country road, hillsides either side, vineyards all around, with signs pointing to estates familiar to anybody with a passion for a fine wine. We carried on along the main highway, and, although this is no place for speed-testing, we were grateful for the rapid- fire acceleration of the car when overtaking a couple of pieces of rolling vineyard equipment in the face of oncoming traffic. Crossing the valley and the riverbed, we came to the gates of what looks like a grand residence on the hillside, surrounded by forest rather than vines.

Meadowood Resort was acquired and expanded by Napa Valley’s first family, the Harlans of Harlan Estate, as the area’s first luxury resort in 1979. Our accommodation was a wooden lodge with a large veranda up on the hillside, a big bedroom decked out in luxury country style and a little sitting room with a bottle of The Mascot, the latest wine creation from the Harlan family, as a welcome gift on the coffee table. We sat on our private veranda with a view across through the trees and out to the vineyards of Napa and enjoyed the balanced power of the wine – a vivid, rich, layered Cabernet Sauvignon.

Read more: A Tasting Of Organic Boutique California Wines From Diamond Creek

It was a short walk to the tennis courts and an almost Olympic-sized outdoor pool, where we swam despite the chilly weather that had descended. The cuisine by the pool is Napa Valley country perfection: grilled tuna, parsley, beans, a little tomato coulis, rucola. A bit further along the resort’s forest, the spa looked out over the trees and offered very natural, wholesome treatments in absolute silence, marked only by occasional birdsong. It was altogether a fitting conclusion to one of the world’s great drives.

Find out more:

In the third part of our Driving Force series from the AW 2022/23 issue, LUX’s car reviewer gets behind the wheel of the Porsche Panamera 4S E-Hybrid

Mitteleuropa (middle Europe) is a semi-mythical territory that has always fascinated us. It is decisively not the same as central Europe, the web of countries to the east of Switzerland and to the west of Romania. Its German name suggests it incorporates a part of Germany, but it cannot include the brisk North Sea coast or the Hanseatic ports, which belong to the Baltic.

And we felt we were entering Mitteleuropa when a sign on the motorway in eastern France (that’s right, France) declared that we were in Lorraine. The signs on the motorway exit boards changed tone, as did the scenery. The place names became Germanic, and the flat fields of the Champagne region gave way to forested hills and ridges.

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Here, the Porsche Panamera felt in its element, as it headed back to its homeland. The straight-line motorway that had been a feature of the route to date turned into long, beautifully engineered curves, taken at high speed in this long wheelbase, semi-electric large sports sedan. It was enormously satisfying, with subtle growls from the V8 engine upfront and the steeliness of the car’s sporting suspension making you feel like a pilot more than a chauffeur.

This is the aim of the Panamera: a comfortable, high-performance vehicle intended to be genuinely satisfying for the driver, without the compromises of a high-sided SUV.

As we drove past one mini mountain, the clouds burst open in a Götterdämmerung of rain, which rapidly flooded the road. The four-wheel drive of the Panamera felt as if it was vacuuming up the water and spitting it out the back, wanting to go still faster, as if on a wet race track, when it would have been irresponsible to do so.

We spent the night in Phalsbourg, eating at a French restaurant on a terrace on its wide central square while being served beer brewed in the Black Forest, in neighbouring Germany, by staff who spoke French and German, as if the two territories were one.

Between Phalsbourg and the Black Forest lie the Vosges mountains. The roads here were narrow, tight, still damp and the car clung to them through the gears, the electric and petrol engines working in unison to propel us forward. The Panamera is not a sports car by any traditional definition, it is too wide, too heavy. But if you are used to driving a fast SUV and hanker after something less lumbering while still having a lot of space, this is for you.

Read more: Driving Force: Audi R8 V10 Spyder

In the Black Forest, the autobahn between Stuttgart and Lake Constance has no speed limit in many places, and its trail snakes through the mountains. At normal speed, the curves are gentle, barely noticeable, and you have the ability to admire villages pinned into the surrounding woods. But when you go much faster, on an empty road, each corner feels like a racetrack, and the car on its limit is muscular, secure, reassuring but sharp, made to maximise its capabilities on these roads not so far from its birth town of Stuttgart. At 160mph (257km/h), there is no time to admire the scenery.

We finished the day with a glass of the same beer offered to us hundreds of miles away in Phalsbourg, while sitting in a little café on Lake Constance: Switzerland, a series of green bumps across the lake in front of us; Austria, a couple of grey spikes in the distance to the left. Middle Europe, and the ideal car from which to enjoy it.

This special Heritage Design Edition of Porsche’s 911 Targa 4S is the perfect compromise between a fixed-roof and a convertible- but your hair may still get messed up

In the first part of our supercar review series, LUX gets behind the wheel of the Porsche 911 Targa 4S Heritage Design Edition

One of the most important decision-making factors for anyone contemplating any sports car is hair. As in, “Will my hair get messed up when I ride in that?”. Get the decision wrong, and you could be in for a world of pain, and many stressful driving experiences.

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In a convertible car, where the roof lowers completely and leaves the passengers exposed behind the windscreen, forget any ideas you may have about looking like Grace Kelly or Leonardo DiCaprio. Any expensive hairstyle turns into a kind of 1980s plugged-into-the- socket-style frizz.

The alternative is to buy a car with a fixed roof, which are also more highly regarded by car geeks as they tend to be better to drive. But since when were geeks ever correct about any matter of style?

The 911 Targa 4S is Porsche’s answer to this pressing question. Press a button and the (hard) rooftop section lifts itself up, while the rear windscreen also lifts and swivels backward rather alarmingly. The top section disappears into the middle of the car, and the rear windscreen comes back and fixes itself to the ‘Targa hoops’ that encircle the top of the car.

The net effect is that when the roof is open you are surrounded on three sides by glass, the area above your head, where the roof would be, open to the sky. That stops wind blowing in sideways and should, in theory, keep all hairstyles and wigs as perfect as the day they left the salon.

The motorway north out of Basel into this car’s native Germany is wide, flat and has no speed limit. Taking these factors to their logical conclusion, we can report back that, at a road speed of more than 150mph (255km per hour), even someone with a closely cropped cut of their own hair will end up with a 1980s plugged-into-the-socket-style frizz. So don’t be fooled. If you want perfect hair, take your Bombardier.

In other respects, this is a stylish and satisfying car. The extra roof engineering makes the car notably heavier than its lightweight sports car Porsche 911 stablemates. For most driving experiences, that doesn’t matter at all. What does matter is a modern, technical- looking and practical interior, which we think looks best in the lighter colours of the Heritage Design Edition model we tested here (a limited edition that is no longer available, but the regular 911 Targa 4S is the same car aside from the design detail).

Being in a sports car usually both works ways and it is particularly the case here. Your journey will be notably noisier and less relaxed then if you had taken the same route in a luxury sedan. But on the right roads, you will have more fun: the latest Porsche 911 is a fast, exciting car when pushed hard, and more practical to live with than a Ferrari or Aston.

Read more: Philanthropy: Nathalie Guiot, The Culture Booster

You will feel more alive than in an SUV or a sedan, and with the roof on you feel as secure as you do in a fixed-head (coupé) car. With the Targa roof off, you have the opportunity to get a suntan, show off a bit and your hairstyle will be – well, we can’t lie – messed up.

LUX rating: 18/20

Find out more: porsche.com

This article appears in the Summer 2022 issue of LUX

The Bentley Home ‘2022’ collection, shown at the atelier

LUX stops off at the new Bentley Home atelier in Milan to check out its latest furniture collections

Bentley Home has opened its new atelier on Milan’s Corso Venezia. An homage to British and Italian craftsmanship, it marks the next step for the lifestyle arm of the British automotive manufacturer, which, since its establishment in 2013, has evolved from skis and golf clubs to what it calls ‘spaces, places, and environments’.

To coincide with the opening, Bentley Home has launched two new furniture collections. Co-designed by the automotive designers in Crewe, in the UK, and the Italian craftspeople of Bentley Home, ‘Solstice’ and ‘2022’ reimagine the signature design elements of the coveted cars for a domestic context.

The neoclassical architecture of the Bentley Home Atelier

‘We always say that you should feel as good getting out of a Bentley as you did getting in, regardless of the distance you’ve travelled,’ explains Chris Cooke, head of product and lifestyle design at Bentley. ‘It was a logical step to translate that sensory experience into the home palette.’

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The modular ‘2022’ collection is characterised by wood veneers and leather, available in a variety of swatches. Described by Cooke as ‘eclectic’, the collection is the result of the disparate industries which have come together to create it – from automotive to furniture, art to interior design.

The ‘2022’ collection, featuring a mirror designed in collaboration with Francesco Forcellini

Take, for instance, the collection’s signature degradé effect, realised in collaboration with leading artists; or the Stirling mirror, which was created in partnership with Milanese designer Francesco Forcellini. Made from a single sheet of glass, the mirror replicates the signature curvature of the cars, and features minute, cross-hatched diamonds which have been cut using a laser into its surface.

Read more: Gaggenau: The Calming Influence Of Biophilic Design

‘Solstice’, Bentley’s first outdoor furniture range, is distinguished by the steel diamond detailing which runs throughout – a variation on the front matrix grille of the Continental, Bentayga and Flying Spur. The designers have also made use of sustainable, weather-proof materials, including a first-of-its-kind marble ‘leather’, made from waste marble powder, and a water-resistant botanical hemp fabric, cultivated without the use of fertilisers and chemicals.

‘Solstice’ is Bentley Home’s first outdoor furniture collection

With the Bentley Residences – a 60-floor luxury beachfront tower on Miami’s Sunny Isles Beach – scheduled for completion in 2027, only time will tell what heights the Bentley lifestyle sphere will reach.

Find out more: bentleymotors.com

Original digital art by Mercedes-Benz at Design Essentials IV: The Art of Creating Desire

LUX stops off at the Mercedes-Benz Design Centre in Nice to hear about its latest projects – from EVs to NFTs, and everything in between 

Few places can evoke desire like the Cote d’Azur. Home to the world’s superelite and their superyachts, it is where the most exclusive communities migrate in summertime – and where the aspirational go to see them.

All of which made it a fitting backdrop for Mercedes-Benz’s latest Design Essentials instalment, ‘The Art of Creating Desire’. Presented between their Design Centre in Nice – a cylindrical, spaceship-like structure hidden in the pine forest of France’s tech hub – and the newly-opened Maybourne Riviera, the showcase featured the marque’s latest projects and outlooks on the future of luxury.

The Mercedes-Benz Design Centre in Nice

‘We aspire to design the most desirable cars in the world. With Design Essentials, we illustrate how we approach this privilege in concrete terms,’ explained Chief Design Officer Gorden Wagener. ‘The venue – our Design Centre in Nice – plays a central role in this. I see it as a creative melting pot where we forge ideas for the luxury cars of the future.’

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That future, according to Mercedes-Benz, is digital. The marque has joined as the fifth and final founding member of the Aura Blockchain Consortium – a non-profit association of luxury brands investing in blockchain solutions for the industry – alongside LVMH, Prada Group, OTB Group, and Cartier, part of Richemont.

Mercedes-Benz is expanding into in-car digital art experiences

‘Every product going forward will have a digital twin,’ explained Daniela Ott, General Secretary of Aura. ‘This is for all the use cases you can imagine, from traceability and provenance to resale and second-hand, NFTs and using the physical products you own in the metaverse’. In Mercedes’ case – the first and only premium automotive manufacturer to have joined the consortium – this means providing new digital art experiences both in-car and beyond.

Elsewhere, the marque is strengthening its commitment to the global fashion scene with the concept Mercedes-Maybach Haute Voiture, an S-Class reimagined through an haute couture lens. The car, which is expected to appear in 2023 in a limited release of 150 units, features a two-tone midnight blue and champagne exterior, and a nappa leather interior with bouclé fabric and gold trim.

The limited edition Mercedes-Maybach Haute Voiture

We also had a sneak peek of the new Limited Edition Mercedes-Maybach. Soon to be available in a 150-unit run, the model was borne out of Project MAYBACH, the off-road EV concept created in collaboration with the late artist and fashion designer Virgil Abloh, which was presented at the Rubell Museum during Miami Art Week. The limited edition model marks the third and final collaboration with Abloh, whose Project Geländewagen set a benchmark for fashion and automotive collaborations in 2020.

The Mercedes-Maybach by Virgil Abloh (left) and Project MAYBACH (right)

The grand finale took place over aperitifs at the Maybourne, where we were introduced to the Vision AMG, Mercedes’ new, all-electric sports car concept, slated for release in 2025. The car offers a preview of the all-electric future of Mercedes’ performance brand, having embarked on an electrification plan which will see electrified alternatives in every segment by the end of 2022, and an all-electric fleet by 2030.

Read more: Octopus Energy Founder Greg Jackson On The Green Revolution

The Mercedes-Benz Vision AMG

Speaking of the formal aspect of the Vision AMG, Wagener said, ‘it continues to write the history of the VISION EQXX and raises it to a completely new level’.

If the future really is electric, we want to do it in the Vision AMG.

Find out more: mercedes-benz.com

Bentley Continental GT V8 Convertible

In the third part of our supercar review series, LUX gets behind the wheel of the Bentley Continental GT V8 Convertible

Certain cars have visual drama. Other cars loom. Others still are artistic. The new Bentley Continental GT V8 has presence.

It’s a hard thing to do well in a car, presence. Any large car is literally more present than any small car, and the Bentley is on the large side for a car that doesn’t accommodate more than one large suitcase in its boot, But, recently re-designed, the Continental has a svelte way of going down the road, with a rather beautiful front, and balance in its looks. It is not imposing like a Rolls, its presence implies elegance.

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This is a powerful, fast convertible that actually has proper room in the back for a pair of adults. It’s true that four adults, seated in the car and travelling in refinement at high speed accompanied by the mellifluous howl from the V8 engine would need to send all but their hand luggage ahead of them, as the boot could only accommodate some squishy Vuitton bags.

But that’s fine, because the Bentley is a car for being there and enjoying it, rather than getting there, as the name implies. Unless getting there involved a hypothetical world of traffic-free open roads with no speed limits and sinuous curves up mountain passes devoid of caravans and coaches. In which case, the Continental would be enormous fun. The engine has huge reserves of power from low down and makes a great noise as it punches forward. Perhaps it doesn’t have the bite of its 12-cylinder, bigger engined sibling, but you would only really notice if you were having a race. In the past, Bentleys tended to be bruisers of cars – capable and powerful, but not delicate, and sometimes rather awkward when pushed.

Read more: Anne-Pierre d’Albis-Ganem on championing artists

This car will canter at high speed through tight corners which would have left its predecessors losing grip. It’s also enjoyable to drive at low speeds, roof down, enjoying the scenery outside and the absolutely stunning detail of the interior. As cars have become luxury brands more than simply driving implements, the beauty of the finish in this car’s interior is what sets it apart from cheaper competitors that can match it on performance (think Tesla).

That, and its presence. Essential owning, if you have a home in St-Tropez or the Hamptons.

LUX Rating: 19/20

Find out more: bentleymotors.com

This article originally appeared in the Autumn/Winter 2020/2021 Issue. 

Ferrari 812 Superfast

In the first of our supercar review series, LUX enjoys an exhilarating drive in the Ferrari 812 Superfast

Ferrari is regularly voted the world’s most powerful luxury brand, and yet curiously there is some discrepancy in consumers’ perception of the company’s products. Mention Ferrari to most people, and they will think of a loud, exciting, flashy high-powered car. Something extroverted, stylish.

Getting into more detail, participants in your own personal luxury brand survey, depending on their age, might describe a car with two seats, an engine behind the driver, above the back wheels, in open view. Like the Testarossa in Miami Vice, or for an older generation, the 308 in Magnum P.I.

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In reality, Ferrari’s flagship product has for the past two decades been something slightly different. Since the introduction of the 550 Maranello in 1997, the most expensive regular production Ferrari you can buy (as opposed to the limited edition special additions open to gazillionaires with contacts only) has been a two-door, long-nosed car with the engine in the front, far more conventional than perception would have it.

These were a continuation of the original front-engined Ferraris from the 1950s and 60s. But the visual quietness of the new flagship 550 in 1997 also coincided with an and sophistication of experience that is perhaps at odds with most people’s perceptions. The 550 and its successor the 575 would pass down any street without turning heads. They were intended to be driveable every day, not show pieces for show-offs.

And while their successors, the 599 of 2006 and F12 of 2012, turned up the dial in terms of performance, the flagship Ferrari was still not a show-off ’s car. The F12 in particular was a conundrum. Here was a car with 730hp, two seats and the ability to handle that power around the toughest of racetracks. Yet on the road, it was curiously refined.

So, when Ferrari announced an updated and upgraded version of the F12 called the 812 Superfast, one might have expected even more of the same. But, for the first time since the F512 M of 1994, which was the ultimate incarnation of the legendary 80s Testarossa, here was a flagship Ferrari that looks like it really wants to be noticed. The 812 is not exactly beautiful, but it is extremely striking in the intent that its engineering and aerodynamics give it.

And the driving experience is also transformed. It has more power from a bigger engine, shorter gearing, rear-wheel steering, and an even faster and more sophisticated paddle-shift gearbox. However, none of these guarantees a more exciting driving experience – just a fast one.

Read more: Why The Alpina Gstaad is top of our travel wish list

From the moment you aim the Superfast around its first corner, you realise that something is up. The steering is sharp, the whole car feels alive and wanting to communicate to you. The faster you go, the livelier and more delicate it feels, and more exciting. Drive the F12 or the 599 down a good road at 70mph and the car shrugs its shoulders: “This is slow, boring, I can do three times the speed”.

The miracle of the 812 is that it is even faster yet feels more involving by a factor of five. At higher speeds it feels delicate, like a dancer, you can control it with two fingers on the wheel while feathering the accelerator pedal.

The star of the show is the engine. Ferrari, like the rest of us, knows that the days of the internal combustion engine are strictly numbered. So, it is a kind of act of brilliant defiance to create this 800hp, 6.5 litre V12. You don’t even have to move to appreciate it. With the engine warm, and gears in neutral, give the accelerator a tap with your right foot. Revs shoot up to 6,000 with a “VLAAP” noise straight out of a Formula One car, and down again instantly.

The interior, meanwhile, is a masterpiece of modern Italian design, minimal yet beautifully put together with Alcantara, carbon fibre, curves and angles.

Is there a downside? In a car-seat set up uncompromisingly for excitement rather than cruise and use, the ride will inevitably suffer and it does in the 812. This would be a tiring car to drive on a long trip; it is no grand tourer at all. It is, simply, a supercar.

We knew the 812 Superfast would live up to its name in being the fastest regular production Ferrari ever made. What we didn’t know was that it would be the most fun as well. Bravo.

LUX Rating: 19.5/20

Find out more: ferrari.com

This article originally appeared in the Autumn/Winter 2020/2021 Issue. 

Mercedes-AMG C 63 Estate

The era of fast cars is, surely, over. Traffic jams, speed cameras, environmental concerns, enhanced policing – all are good reasons to be passengers in a Prius, rather than at the wheel of a ripsnorting, overpowered machine.

And yet: human indulgence is about wants rather than needs, and sales of performance cars, from Ferraris and Porsches to Mercedes AMGs, have never been higher. Here are six reasons why you should turn your back on the politically correct, gender-neutral advocates of no-car ownership and buy LUX’s current wheels, the Mercedes-AMG C 63 Estate.

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1.  It’s safe.

High performance means the best technology goes into brakes, tyres, wheels and suspension to keep the car on the road in the event of an upset. If a car has the capability to travel 186mph (as ours does), you can bet you feel safer driving around a corner at 40mph than you would in a Prius that maxes out at 90mph.

Spacious interiors of the Mercedes-AMG C 63

2.  It’s comfortable.

AMG is a former independent race tuner that Mercedes liked so much, it bought it, Remington-style, at the turn of the century. The division still operates quasi-independently, from its own factory, and is completely unlike the racily-badged marketing pieces that crop up from other car companies. AMG rips out the suspension of standard Mercs and replaces it with its own technology, which manages to be both supple and sporting.

3.  It’s fun.

It may be that, one day, it is as acceptable to say you enjoy driving as it is to admit you voted for Donald Trump. But for now, taking a car that is tuned to be driven, rather than mass-produced as an people-moving algorithm, onto empty and exciting roads is a thrilling experience. And the sound of its V8 engine, 6.2 litres driving what is still a ‘compact saloon’, should be bottled. The latest version, shown in our pictures here, has an even more powerful V8 engine with two turbos (because one is just not enough).

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4.  You can race it.

It would be very odd to take a family estate/ wagon onto a racetrack. But that’s where the C 63 AMG was honed. We did it once, and hearing the engine roar, to a consistency and volubility that is just not feasible on the road, and feeling it grip and move in the corners, was a life-changing experience. In the nicest possible way.

The Mercedes-AMG C 63 Estate may look like a practical car, which it is, untilthe engine is revealed

5.  It’s practical.

It might go from zero to sixty faster than a space rocket, but this is otherwise the same car that can fit surfboards, cases of Pétrus, your latest Richter in its plywood case, and your four best friends, into its insides and express you across the continent.

6.  It’s very fast.

Do excuse us if we didn’t make this explicit: but this car, while looking like a solid family sedan, can run rings around Porsches and overconfident giant 4 x 4s. There’s nothing quite like hearing its engine rise in tone as everything gets smaller in your mirrors.

mercedes-benz.co.uk/approvedused

The two Maranellos together (Photo: Laetitia Sanai)

The Ferrari 550 Maranello and its successor, the similar-but-different 575M Maranello, are becoming two of the most sought-after cars of the ‘modern classic’ era. Rakish two-seaters with V12 engines, they also divide opinion among collectors as to which of them is best. Now, 20 years after the 550 Maranello was first unveiled to rapturous reviews, LUX takes both of these beautifully svelte Ferraris out for some spirited driving and comes out with a surprisingly unequivocal answer.

There are few things more inspirational, to collectors of classic cars, than Ferraris hosting V12 engines. Any car person will become dreamy at the mention of a 275 GTB or Daytona from the 1960s; cars that combined race heritage with beauty and an engine whose functioning and sound is worthy of an installation at MOMA.

Ferrari still makes cars in this lineage, the latest being the 812 Superfast, an even faster successor to its F12 model, itself a car so rapid that to extend it and enjoy it you would, within a couple of seconds, be so in excess of a speed limit in almost every country in the world that you would be risking a jail sentence.

Like some of the proudest global dynasties, this V12 line had its reign rudely interrupted before being restored to the monarchy. In the 1970s, 80s, and early 90s, Ferrari instead made cars with a flat-V12 engine (a detail that refers to the arrangement of cylinders in relation to each other, important for car geeks), which was placed behind the driver and passenger; these included the famous Berlinetta Boxer and Testarossa, and the limited-edition, lightweight (and now highly collectible) F512M).

It was only in 1997 that the company continued where it left off with the Daytona of 1968, and replaced the F512M with the 550 Maranello, a car so different it shared only its available paint colours with its predecessor, and whose design – (new) V12 engine under a long bonnet in front, space for two people behind – resembled its deposed ancestor.

The 1997 Ferrari 550 Maranello, in classic Rosso Corsa (racing red)

The 550 was itself replaced by the 575M in 2002 which (pay attention at the back) was a modified version of the same car – an evolution not a revolution – and looked so similar from the outside that even experts have trouble telling them apart. (There were greater changes inside and under the bonnet, as outlined below). In 2006, the 575M was itself replaced by an all-new car, the 599 Fiorano, with a different V12, still under a long bonnet in front.

And – for those general readers still with us – this is the rub. The Maranellos, as the 550 and 575 were called, represented a singular era in Ferrari history. The cars that preceded them were, as outlined above, very different in every way; and their successors, the 599, F12 and today’s 812 Superfast, are also very different: faster, but also much more aggressive, with hair-trigger handling meaning they demand to be driven at high-speed all the time, and feel listless and a little dull if they are not.

The rare gated gearshift on the Ferrari 575M Maranello

The Maranellos, meanwhile, had a laid-back demeanour that fooled purchasers into thinking they were relaxed cruising cars – until they tried driving them at high speed, and realised they were every inch a thoroughbred Ferrari. This dual personality is unique among Ferraris, and the cars are now appreciating in value as connoisseurs recognise this.

To give additional spice to the collectability of these ‘modern classics’, the 550 was the last Ferrari to be made only featuring a metal gated manual gearshift. This may not sound significant, but every Ferrari made now is only available with a F1-style ‘paddleshift’, with no clutch pedal or gearlever; and so the beautiful metal gated gearshift has become a desirable element of many collectable Ferraris. The 575, meanwhile, was generally promoted with its F1-style gearshift, and of around 2000 examples made, only 246 were ‘proper’ old-fashioned manuals; and of these, only 69 were right hand drive examples for the UK, making them seriously collectable.

Read next: Why you should buy a modern classic car

Sibling rivalry 

The 550 received rave reviews from the motoring media from the outset, appearing so much more modern and sophisticated than its F512M predecessor. (Ironically, it is the quirky design and single-minded racy focus of the rarer F512M, of which LUX also owns an example, that have made its value whiz upwards far beyond those of the also-appreciating Maranellos, in recent years). When the 575M came out in 2002, it received a more mixed reception. More powerful, with a bigger engine, extensive modifications underneath, and more luxurious inside, it was nonetheless criticised by some for being a little too comfortable and soft – not enough of a Ferrari. Critics and purchasers rapidly realised that the addition of the factory-optional ‘Fiorano Handling Pack’, aimed at racetrack driving, righted things for the 575, as did a series of Ferrari’s own subtle modifications over ensuing months.

Still, though, the reputational damage, slight though it was, was done. A cloud hung over the 575, based on the initial reviews of it being too ‘soft’. Supporters of the 575 ever since have claimed that this is entirely unfair, and that the 575 is newer, faster, better and, with the ‘Fiorano Pack’, also racier than the 550; while supporters of the 550 say the original car is better and that Ferrari’s modifications simply clouded what had been a perfect machine.

The debate is muddied further by the gearchange developments. A tiny minority of 575s were sold with gearlever manual transmissions similar to the 550s, meaning it was very hard to compare like-for-like: a typical 575 with F1 paddleshift transmission and no Fiorano Pack was a different beast indeed to a typical 550.

Solving the debate: 550 v 575M Manual Fiorano Handling Pack

LUX is fortunate enough to own a beautiful example of a 550 Maranello from 1997, and a 575M Maranello, manual, from 2004. Both were purchased for their collectability, and for the joy they should impart in driving. And this offers us an almost unique opportunity to resolve, without bias, the question once and for all: is a manual 575M Maranello, with the coveted Fiorano Handling Pack, a better car than a 550, or is it too close to call? We took both cars out this spring to find out. First, our criteria: this was not about which car was faster (the 575M should be, by dint of 30 extra horsepower and a bigger engine), or more fun around a track (we didn’t actually take them to a track, though we did create an approximation of one out of some empty roads – responsibly, of course). It’s about which is a better all round V12 Ferrari, with a combination of performance, presence, handling, comfort and general brilliance.

The 550 Maranello

We purchased our 550 Maranello in its homeland, a couple of years ago. Prices had started to rise, and we were on the lookout for an excellent example of this model. A very low mileage example popped up on an Italian car website and, acting fast, we flew over and purchased it, as documented here in GQ magazine. The car had been kept in a showroom for ten years, and needed some fettling, admirably carried out back in the UK by The Ferrari Centre in Kent, to go as well as its museum-piece looks suggested.

The 550 Maranello’s “gills” hark back to Ferrari’s supercars of the 1960s

The shape of the 550 was a stark contrast to that of its predecessors when it came out; in retrospect, like the greatest designs, it was ahead of its time with its understated angles, and the harbinger of a new era. While it’s not as beautiful as the most gorgeous Ferraris, it has aged beautifully and now gains the attention that, ironically, it didn’t do when it was new. Slim, svelte, sleek and minimal, it feels very grown up.

Drive the 550 down a busy highway and the initial feeling is…what is all the fuss about? The engine is quiet – so quiet, nobody takes note of it, so much quieter than almost every other Ferrari, that you feel a little short-changed. This is a near-legendary Ferrari, but in a quiet way.

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The car also doesn’t immediately speak to you through the steering wheel as you might expect it to. The power steering is light and easy, but rather over-light; when it was created, the emphasis was on creating a Ferrari that could be used every day, and the tradeoff now is that ease-of-use and refinement seems to trump sense of occasion. Only the bang, clang from the metal gearshifter gate tells you you are in something special.

The 550 has a more ‘classic’ interior layout

Out on the open road, though, things change, fast. Push the accelerator and the engine roars as it whisks into the upper end of its operating range; the car flies forward. Most wonderful is the way it goes around corners. It flows and flies through fast corners, and on tighter ones, encourages you to go ever faster. As you stretch it, it wakes up completely from its straight-line stupor, and surprises you utterly: the 550 comes alive, progressively communicating more as it careers around tight corners. Drive harder and it gets happier, fluidly and consistently letting you know where you are in its considerable range of abilities, encouraging you to steer around bends with the accelerator, faster, faster, tighter, pushing it around and out.

And then there is the most wonderful moment of all: when you are flying out of a curve and accelerating ever more, you have a sensation that the momentum is about to be with the back wheels, and not the front wheels. It’s as if the car has been created to tap you on the shoulder and say, ‘Ciao. In a second, my rear wheels will start to slide, so, let’s have fun, ragazzo!’. Then they do so, and you flick the steering wheel and catch them, and tear on down the road.

All of this from a car that looks and feels, at low speeds, like a gentle cruiser. Spectacular.

Driving back to base, that feeling of a lack of feeling comes back again, though. At lower speeds the 550 is so quietly competent that it makes you a little restless. And while it feels very modern in many ways, it shows its age in the background noise generated by the body while travelling at speed on the highway.

The 575M Maranello Manual 

The 575 has its rev counter centred

Sit inside the 575 and, unlike the view from outside, the contrast with the 550 is immediate. The dashboard is updated: the 550 has three dials at eye level towards the centre, while in the 575 your view is dominated by a big rev counter. The leather and materials are of a higher standard, and the whole experience feels more luxurious, while distinctly similar.

Anyone expecting Ferrari to have upgraded the aural experience – the only real criticism of these cars – would be disappointed, as the 575 is as quiet as the 550 at slow speeds. I felt myself yearning for a V12 howl, rather than the smooth hiss of the engine in front; but the 575 is almost indistinguishable from the 550 in this way. It’s a very understated car.

In other matters, though, considerable progress is evident. The most prominent of which is the steering: it has far better weight, and more feel, than that of its sibling. While it doesn’t communicate like Ferraris did before power steering, it gives you a firm, meaty sense of exactly where the front wheels are pointing and what they are coming into contact with. This improved steering was part of the Fiorano Handling Package. The accelerator also has a more immediate response; meanwhile the gearchange is similarly satisfying. I tried to find a difference between these two delicious metal gated gearboxes, and if pushed I would say the 575 feels even more metallic and mechanical, but that’s probably quite moot.

The 575’s handling is also quite different. With the Fiorano Pack, aimed, according to Ferrari, at racetrack driving, I expected it to be altogether harder and stiffer than the 550, but that’s not quite the case. The first impression is completely the opposite. At very low speeds, over a speed hump, for example, the 575 has a slight but distinct return on its springs: where the 550 goes up over the hump and down, the 575 goes up, down, bounces back up again almost imperceptibly, and settles. One tiny extra movement. (All the Fiorano Pack 575s I have driven do this; and it’s not something you notice until you drive it alongside the 550.)

On the road, in a corner, this translates into a slight but definite bit of lean into a bend, then, as if the system is flexing its muscles, the ride turns flat and the car gets stiffer as you corner harder, both into and out of the corner. The 550, by contrast, felt simpler and more fluid.

At higher speeds through corners, the 575 is flatter, stiffer, and feels stronger than the 550, but if you are linking together a series of S bends, the 550 feels like it is making less effort – in a good way. It almost feels lighter, which it isn’t.

The 2004 Ferrari 575M Maranello was an evolution – but was it an improvement?

Push harder, and the 575 sticks to the road better than the 550; it leans less at the limit. It’s also noticeably faster, as you make the engine fly: those 30 extra horses, and the extra 250cc of engine capacity, really are noticeable. It makes for a car that is both speedier and more satisfying than the 550 to drive at medium-high speeds, although if you are in a situation where you are making the rear wheels drift out of a corner, the 550 can be caught more cleanly, and feels more simple and playful.

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On a long drive, more advantages of the 575 become clear. It rides better, even with the Fiorano Pack, and the body creates less background noise. It feels more settled than the 550, more sophisticated. It’s really the steering, though, that is the killer winning factor: whether cruising down a straight highway or into a series of curves, the excellent weight and good feel of the 575’s Fiorano Handling Package steering make it a satisfying, involving machine to drive, at times when the 550 feels like it is half asleep.

The Winner

Red brake calipers can denote racing suspension pack

We thought this would be a difficult, entirely subjective battle. But in the end, the 575’s one significant advantage over the 550 – the steering – plus the numerous small improvements in performance, ride, refinement, interior quality and sophistication, cancel out the 550’s trump card, its joy at the limits of handling. If you are buying a car to drive at its limits every day, then perhaps this trump card would be the killer app to swing your modern classic decision towards the 550. We also think that, from the outside, the 550 looks just a little cleaner and better. But overall, as a Ferrari for fast, real-world driving, combining speed, luxury, handling, refinement and utter aristo-Italian factor, the 575M manual with Fiorano Handling Pack beats the 550, and by a quite distinct margin. With only 69 made like ours, it’s also a true modern classic.

FOOTNOTE: Party Pooper? 

The Maranellos were succeeded by the 599 Fiorano, which sported a massive increase in power and technology; it heralded a new type of hyperactive V12 from Ferrari. The 599 itself was replaced by the F12, much more powerful, lighter, more agile and much faster again.

But the predecessor to the Maranellos was such a different type of car, never to be made again by Ferrari, that it has gained a cult following and commands roughly twice the price of a 550 in the classic car market. The F512M (LUX owns one) was a two-seater with a lightweight 12 cylinder engine behind the driver’s head and a modified body from the legendary Testarossa. Impractical and loud (in every way), it was also much lighter than the Maranellos, to the extent that Ferrari itself admitted the F512M had better acceleration than the 550 that replaced it.

It also has the sense of occasion of an Italian countess arriving at a Roman ball. Every minute spent in a F512M is memorable, you can feel the machinery all around you, as well as the stares of passersby. It’s also wildly exciting on a twisty road, until a point, easily reached, when it’s just wild. The Maranellos are far better cars, but for sheer presence and occasion, their predecessor still has what it takes.

Acknowledgements:

No serious collector of investments of passion, be they mechanical watches or modern classic cars, can be so without the wise counsel of trusted professionals in the field. For the 575M Maranello, LUX would like to thank Joe Macari whose unrivalled knowledge and nous makes up London’s greatest Ferrari dealer and service specialist: Macari takes as much care over the service of a modern classic as he does over the restoration of a £10m unique classic.

The 550 Maranello resides in the hands of The Ferrari Centre in Kent, south of London whose owners, Roger and Claire Collingwood, are both ex-racing drivers and mechanics with a deep understanding of the cars and the market: they both own modern classic Ferraris as their everyday cars.

Anyone researching or owning a Maranello will find the Ferrarichat board an invaluable resource; technicians, owners, dealers and others offer fellow members a formidable knowledge-bank.

Passion is the essential element for an investment of passion, and we share just a little bit of all of theirs.

By Darius Sanai, Editor-in-Chief

A few months ago I was invited to take part in a panel discussion on investing in modern classic cars, by the Financial Times, at its annual reader event in London. It was a very FT-type of festival: intellectuals, entrepreneurs, CEOs and private equity principals lining up quietly to listen to the likes of Zanny Minton Beddoes, editor of the Economist, superchef Heston Blumenthal, and economic and political commentators of the likes of Martin Wolf and Gideon Rachman. I had a little chat with Jancis Robinson, the most thoughtful of all wine commentators, ahead of her talk on discovery wines, and then took to the stage myself to converse with the FT’s own classic cars guru Simon de Burton.

As a quintessential Modern Classic, prices of the Ferrari 550 Maranello are set to rise ever higher – but only for the best examples

Modern Classics are a new category of collectible, loosely defined as cars made from 1985-2005. As well as being newer, more refined and more comfortable than traditional classics like a Jaguar E-Type or Mercedes 300SL Gullwing, and appealing to a younger generation, they tend to have been made in greater numbers. I made a good return on selling my own Ferrari Testarossa last year, but there were more than 7000 of those cars made, compared to dozens or hundreds of the multimillion dollar classics like the original Ferrari GTO or 275 GTB.

My message to FT readers was that they should choose carefully, because abundance will act as a natural brake on values, and modern cars can suffer hard-to-solve electrical problems that older, simpler cars do not.

For you, my LUX readers, I have a rhetorical question. Would you buy a classic car because of its design and status, or because of its performance and reputation? Old classic cars, like the GTO, 275 GTB, E-Type, 300 SL, Aston Martin DB5, and others of the 1950s and 60s, are real beauties. They were created by (mostly but not wholly) Italian designers, to look beautiful, and then married to an engine.

They have an objective beauty which transcends the motoring world. I work in an environment which is light on car knowledge, but thick with design, fashion, and art expertise. These cars elicit as much admiration from a magazine creative as they do from a mechanic.

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Modern cars are ruled by different principles: those of aerodynamics, engineering, performance, economy, safety and packaging. None of Sergio Pininfarina’s original designs would pass muster. Some of the most valuable modern classic cars don’t look interesting at all: try selling an Audi Sport Quattro short wheelbase or Porsche 993 Turbo S to a creative director and you’d get a blank look.

So I am going to go a step further than I did to my FT audience and say that if you wish to invest in a modern classic car, looks can be one of many important elements to take into consideration. The other important elements are driving quality, scarcity, brand, and the end-of-the-line factor. Ferrari will never make any more of its metal-gated manual transmission cars: they are all automated, “paddleshifts” now, much more efficient but with less soul. A Ferrari 575 or 599 with the manual transmission is the last such car (V12 Ferrari) ever to be made: it combines soul, driving quality, scarcity, brand and the end of the line kudos.

A rare Ferrari 575 Maranello with classic manual transmission, right hand drive and the Fiorano Handling Package; it is likely that there were fewer than 20 examples made, earmarking it for classic status

But the canny collector goes further than that: he or she also identifies sub-brands within the category. There were more than 2000 examples of Ferrari 575 (2001-2005) made, a relatively large number. But only 246 of these were fitted with the gated manual transmission. The model’s handling was also vastly improved by its factory-option Fiorano Handling Pack, fitted to a minority of the cars. So with just 246 manual 575s made, and a minority of them with the “FHP”, the pool of ultra-desirable examples of this car is actually more limited than that of the legendary 1966 275 GTB/4, of which 350 were made, and probably more limited than that of the 1960 250GT SWB, of which 167 were made.

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That’s the kind of calculation collectors of modern classics are making, formed part of my reasoning (apart from sheer desire) when buying my modern classic Ferraris, which also include a F512M, F430 Spider and 550 Maranello, all from 1995-2005. And while I would never claim my own Ferrari 575 (2004, manual, with “FHP”) is anywhere near as beautiful as one of the 1960s cars, it has a 1990s elegance and is rather nicer to drive – and far faster and more comfortable.

Cars are correctly seen as an alternative investment – I prefer the term “Investment of passion” – because they don’t provide a dividend, unlike shares, or an income, unlike a rental property. Unlike wine, however, and unlike art stored in a warehouse, they do, however, provide a return throughout your ownership. This happens whenever I pull the cover off one of my Ferraris, gingerly put the key in the ignition, turn it, let it warm for a couple of minutes, slink the metal gearlever into the slot in the metal gate, balance the aluminium gas pedal against the drilled metal clutch, and ease forward with the music of 12 Ferrari cylinders in my ears, for a day’s blast through the English countryside. It has to be a passion – and the return is both joy and, if you’re lucky, one day it will be monetary too. Because classic cars taken as a whole have been the best-performing investment of all of the past decade, according to – who else – the Financial Times.

All of LUX’s Ferraris are taken care of by Joe Macari, the official service centre in London, with the exception of the 550 Maranello, which is looked after by The Ferrari Centre.