Tag Archives: Reviews

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Published Dec. 22, 2021

Keeping yourself warm and protected from nature’s frigid elements is a key part of an enjoyable ski. Depending on the type of skiing or cold-weather activity you’re planning, you will want the best ski mask ready to protect.

Ski masks come in a variety of shapes and sizes. The most intense skiers will want as much face coverage as possible made from breathable materials that let you work up a sweat without overheating. For more casual trips, you may consider a ski mask that offers minimal coverage that still gets the job done while not being itchy, hot, or burdensome.

Without proper protection, your ski trip can take a sharp turn for the worse with bad sunburns as a result of the high levels of UV radiation reflected in the snow or windswept dry skin. Get the best ski mask and you’ll be cruising down the slopes with pleasure (and you can check out our roundups of the best snow boots, heated socks, ski goggles, winter gloves, and winter hats to help you stay extra cozy).

Be prepared for the slopes and frigid weather with the best ski mask

Cover your face to ensure maximum enjoyment on the slopes. With the best ski mask, you can get to the bottom of the mountain with ease.

What you need to know to purchase the best ski mask

What exactly makes a great ski mask? Quality snow gear needs to be both technically sound and comfortable. As you pick up speed skiing or snowboarding down the mountain, not only is wind pounding your face, but the UV radiation levels are at nearly 90 percent. This means you need to get proper protection to avoid looking like a lobster after a day in the alps.

Balaclavas are a great choice for those looking for maximum face coverage. With their all-encompassing design, you will have minimal exposure to harmful UV rays. Full-face-cover balaclavas are some of the best ski masks due to their ability to keep in heat and keep you toasty on frigid days. Half balaclavas are a good compromise if you’re looking for less heat capture or have a separate hat or helmet that is sufficient in itself.

Picking the right material is another important consideration. While thin and breathable materials are great for sports, knitted ski masks are an affordable option for those that frequently get cold. If you’re out in the countryside going for a cold-weather walk or hoping to escape the urban wind, a full-face-covered knit balaclava will certainly meet your requirements.

Best full-cover balaclava: Oakley Men’s Backwoods Balaclava

A full balaclava offers UV and wind protection from the top of your head to the upper chest region. This is great for skiers and snowboarders who need something that meets high technical requirements. Made of 53-percent Polyamide, 30-percent Polyester, and 17-percent Elastane, this balaclava has a lightness that is perfect under ski gear. The slot opening at the eyes will give you room to properly apply ski goggles. The long neck covering means you can tuck under your layers easily which will offer extra warmth.

Do you need a ski mask for maximum warmth?

The material used in a great ski mask will inform the kind of performance you can expect to receive from it. Light materials like polyamide and polyester give breathability while knitted woolen fabrics offer supreme warmth. If you’re looking to wear a mask that keeps you warm at all costs, a knitted mask will do the job. What you lose in technical performance abilities (knit doesn’t fit well under a ski helmet) you gain in thickness and all-around coziness.

Best knitted ski mask: AcademyFits Knit Ski Mask

The warmth this full-face-cover ski mask offers is second to none. A flexible fabric means that not only is it toasty, but it’s also super comfortable as well. Its full coverage on the top of your head keeps body heat from escaping, so you won’t even notice the frigid weather. It’s not very breathable, though, so don’t expect it to work for most sports.

Ski masks can be used for all sorts of purposes if they’re adjustable

Adjustable ski masks are great for those who want a multipurpose face-covering suited for cityscapes and ski slopes alike. Adjustable masks can become neck gaiters (commonly known as buffs) that offer neck protection as a scarf or a sports wrap. Pull it up above your nose and you have a more classic-looking mask. Pull it over your hair and it can become a handy bandana.

When packing light, an adjustable ski mask means you’ll save space by using one item that can be used for multiple activities.

Best adjustable ski mask: N-Mengge Adjustable Fleece

With 16 different uses, this ski mask can be used as a hood, bandana, wristband, beanie, and more. Microfiber materials are great at dealing with sweat, which makes this the perfect winter sports gear.

Looking for top performance gear that’s breathable?

The best material for a mask for sporting use is one that allows you to stay dry while working up a sweat in the cold. Working up a sweat in frigid temperatures can cause a chill as the wind hits your body. Dri-fit polyester blends make a great ski mask due to their stretchy, breathable material.

Best breathable sports mask: Nike Therma Sphere

Nike’s full-face ski mask is one of the best due to its Dri-Fit design that allows you to be as active as you’d like without worrying about the sub-zero temperatures. It’s warm, comfortable, and good value for a performance-based winter ski mask. It’s also a great mask for more casual wear, as it’s so light you can easily keep it in your pocket when heading indoors.

Worried about overheating in your ski mask?

A half-face mask will allow heat to escape from the top of your head while keeping your neck, mouth, and nose, and ear region protected and warm. While this may not sound ideal, as temperatures rise throughout the day, you may not want something that keeps your head bundled. A half-balaclava is a must for full flexibility on cold days.

When heat is trapped, your body will keep its core temperature relatively high. If you’re working up a sweat, you will want some body heat to release so you don’t feel overheated. Skiers that wear heavy-duty helmets may love the half balaclava’s ability to protect without wrapping up your entire head.

Best half-balaclava: Tough Headwear Half-Balaclava

Sometimes you don’t need to cover it all. A simple and effective design makes this half-balaclava a great ski mask. It protects from the cold, dust particles, and UV rays while providing ultimate comfort and is large enough to be pulled up over your ears.

What is the best cheap ski mask?

You can still stay pleasantly warm and protected from UV rays without spending very much. You may not have the technical performance needed for alpine skiing, but if your needs are simpler, then a budget mask is a great option.

Best ski mask under $10: Achiou Winter Ski Mask

Basic and great—made of 90-percent polyester and 10-percent spandex—this full balaclava ski mask is a simple and effective piece of winter gear. The hooded top can be pulled down making this mask adjustable. When you’ve really worked up a sweat, you can simply toss this mask into the laundry to freshen up.

FAQs

Q: Can I use a ski mask for other activities?

Ski masks are highly adaptable winter items that can be used on runs, outdoor sports, or pretty much any outdoor activity. If you’re looking for a sporty winter cover, a great mask will ensure you’re warm.

Q: What is the best kind of ski mask?

Full balaclavas are an excellent option for maximum warmth and protection. For more breathability, you may opt for something simpler and smaller, like a half-balaclava or adjustable ski mask that can be turned into a scarf or bandana.

Q: What are the best materials for a ski mask?

For performance and breathability, polyesters make great masks. Dri-fit polyester blends will allow you to stay the most comfortable while exercising. Wool is a great option for those not looking to be super active, but who still want to stay insulated.

A final word on shopping for the best ski mask

The best ski mask will allow you to withstand nature’s toughest elements with style and comfort. Protect from harmful UV rays by finding a mask that covers your skin properly, leaving you comfortable in the cold.

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2021 Lincoln Corsair Reserve front

The 2021 Lincoln Corsair Reserve is powered by a 2.3-liter turbo delivering 280 horsepower.

Since its introduction for the 2020 model year, Lincoln’s compact crossover SUV is its most popular model, much like the unmemorable MKC that it replaced. Now in its second season, the Corsair gets a new plug-in-hybrid model dubbed the Corsair Grand Touring.

Other updates for 2021 are cosmetic. There’s a Monochromatic Package with black wheels, and exterior trim, while the Sport Appearance adds polished wheels, body-colored bumpers, a black mesh grille insert, and illuminated scuff plates. Finally, Lincoln is adding a towing package, so you can yank your favorite lifestyle plaything behind you.

Overview

Corsair is Lincoln’s most refined vision of where the brand is heading, designed by the same team that created the Navigator and the Aviator. Its personality is distinctly American, with a quiet ride, powerful – yet fuel efficient – engines and beautifully lush interiors. Lincoln calls its approach Quiet Flight.

2021 Lincoln Corsair Reserve rear

The Corsair is the Lincoln brand’s best-selling model.

The Corsair shares its architecture with the Ford Escape, but there’s far more differentiation than there was between the Escape and MKC. Longer and wider than its Ford cousin, the Corsair is the sportiest interpretation of Lincoln’s new SUV style, offered in Standard and Reserve trim levels. Lincoln supplied a Reserve for a week-long test.

Exterior

If you’ve seen its larger siblings, the Corsair’s exterior style will strike a familiar chord. Yet this is not merely an Aviator that’s been left in the dryer too long.

While boasting familial styling cues, they’re executed appropriately for the Corsair’s smaller scale, lending it a sportier appearance. But it retains its allure of modern classic style, capped by Lincolns distinctive new grille and horizontal tail lamps — a Lincoln hallmark.

“… Corsair indulges its occupants with a resplendent lavishness … a rebuke of the European austerity design aesthetic that automakers use as an excuse to cut costs …”

Interior

2021 Lincoln Corsair Reserve interior

The interior of the Corsair Reserve is a luxurious and comfortable place to spend some time.

Given the parsimonious starkness that defined the MKC’s interior, the Corsair’s cabin is a revelation. Like its larger Navigator and Aviator siblings, the Corsair indulges its occupants with a resplendent lavishness, lined in soft leather.

It evokes a modern classicism, one that’s up-to-date yet timeless. It’s a rebuke of the European austerity design aesthetic that automakers use as an excuse to cut costs.

The front seats are roomy and comfortable, being soft enough to coddle, yet firm enough to offer support. The rear seat is surprisingly comfy as well, and able to slide forward or back six inches, so you can prioritize room for people or stuff.

Other indulgences include 24-way power-adjustable massaging front seats, a heated steering wheel, panoramic sunroof, ventilated front seats and rain sensing wipers.

Powertrain

2021 Lincoln Corsair Reserve seats

New Lincoln interiors debut with the all-new Corsair including Beyond Blue with its vivid blue and white palette.

Corsair is powered by a turbocharged 250-horsepower 2.0-liter inline-4, or a turbocharged 280-hp 2.3-liter inline-4 powerplant. Both mate to an 8-speed automatic transmission. Front- or all-wheel drive is offered on 2.0-liter models; all-wheel drive is standard with the 2.3-liter engine.

Five driving modes are standard, including Normal, Excite, Slippery, Deep Conditions, and Conserve. Lincoln also offers the Grand Touring plug-in hybrid, with a 2.5-liter four-cylinder with an electric motor, a continuously variable automatic transmission, all-wheel drive and an all-electric driving range of 28 miles.

It’s rated by the EPA at 33 mpg in combined city/highway driving, as compared to 24-25 mpg in combined fuel economy for the other models.

Safety and Technology

2021 Lincoln Corsair Reserve side

The 2.3-liter inline-4 is authoritative and refined, appropriate for the vehicle’s class.

All Corsairs come with such driver assistance safety systems such as forward-collision warning, lane-keeping assist, blind-spot alert, cross-traffic alert, automatic emergency braking with pedestrian detection, a rearview camera and automatic high beams.

It can be upgraded with optional adaptive cruise control with lane centering and speed sign recognition, 360-degree camera with front washer, front sensing system, evasive steering assist, reverse braking assist, and active parking assist, all of which are offered in an option package. The Corsair scored a five-star overall safety rating from NHTSA, and it earned a Top Safety Pick designation from Insurance Institute for Highway Safety.

Better yet, Lincoln has packed the Corsair with true high-tech touches. An 8-inch touchscreen with Sync 3, Apple CarPlay and Android Auto is standard; a 12.3-inch digital gauge cluster is optional.

2021 Lincoln Corsair Reserve touchscreen

The Corsair has an 8-inch touchscreen with Sync 3.

The Reserve test vehicle indulged its driver with a head-up display, an impressive 14-speaker Revel audio system, 4G LTE Wi-Fi hotspot, and a vertical wireless charging pad tucked inside the center console, which keeps your smartphone hidden and out of the way. Smart? This is even smarter: Lincoln’s new app lets you use your smartphone instead of the vehicle’s key fob.

Driving Impressions

Driving a Reserve with the Corsair’s larger 2.3-liter engine, you’ll find it furnishes effortless yet graceful power. Authoritative yet refined, it seems appropriate given this vehicle’s class.

However, the 2.0-liter seems more than sufficient at moving the Corsair with authority, particularly with front-wheel drive.

The all-wheel-drive system is rear biased, and can send 100% of the engine’s power to the rear wheels if needed, adding an element of sportiness to its character.

Trading some sportiness for serenity, the Corsair’s ambience is best described by their marketing slogan: quiet flight. This is very much the grand tourer, with a quiet, composed driving experience that’s sporty enough to keep things interesting, with accurate steering and little body roll in corners, although that’s not its milieu. Be sure to try the optional adaptive damping package; it significantly improves the Corsair’s overall deportment.

Wrap Up

Unlike every diminutive Lincoln that preceded it, the 2021 Lincoln Corsair lives large despite its small size. Its technology, safety, performance and interiors deliver a different driving experience.

Yes, it can hustle, but that’s not its intent. The Corsair delivers the quiet, comfortable, opulent experience one demands of a luxury vehicle regardless of size. And it does to in a very American fashion, something that seems to be foreign to other domestic automakers, and a few foreign ones as well.

2021 Lincoln Corsair Reserve nose2021 Lincoln Corsair Reserve gauges2021 Lincoln Corsair Reserve liftgate


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2022 McLaren Artura top shot

The 2022 McLaren Artura is a transformative vehicle for the British supercar maker.

The perception of driving a hybrid continues to change as more and more sports car makers reap the benefits of instant torque for neck-snapping acceleration, the latest being McLaren’s new Artura hybrid supercar.

Joining the likes of Porsche 918 Spyder, Ferrari SF90 Stradale, Acura NSX, Lamborghini Sian FKP 37 and even its stablemates the P1 and Speedtail, the Artura is designed to be the next step in the evolution of the breed.

The 2022 Artura is different from the other McLarens as it’s the company’s first-ever series production model. It’s also the first to use the company’s new McLaren Carbon Lightweight Architecture, or MCLA, specifically designed for high-performance hybrids. The new model is the result of intense work to migrate toward hybrid and, eventually, all-electric vehicles.

Purpose-built high-performance hybrid

2022 McLaren Artura MCLA

The supercar maker developed a new lightweight tub fro the Artura called the McLaren Carbon Lightweight Architecture.

The new model went on a diet, in some measure because of the MCLA, but also the company looked to cut weight wherever possible. For example, they reconfigured the cabling used in the electrical systems, saving 10% in that area.

Not including the hybrid components, the Artura boasts a dry weight of 3,075 pounds. The total weight of the hybrid components is just 287 pounds, which includes the 194-pound battery pack and 34-pound E-motor), resulting in a DIN curb weight of 3,303 pounds.

This puts the new model on par with comparable nonhybrid supercars, which is a massive advantage for the Artura. It boasts a power-to-weight ratio of 481bhp/ton, which leads the class, McLaren says.

“Every drop of McLaren’s experience and expertise has been poured into the Artura,” said Mike Flewitt, CEO, McLaren Automotive, during the online debut of the newest model.

“Our all-new, High-Performance Hybrid delivers all of the performance, driver engagement and dynamic excellence for which McLaren is renowned, with the additional benefit of EV driving capability. The introduction of the Artura is a landmark

2022 McLaren Artura rear

The new Artura races from 0-to-60 mph in just 3 seconds, and from stop to 124 mph in 8.3 seconds.

moment – for McLaren, for our customers who will appreciate and enjoy this car on every emotional and rational level, and for the supercar world.”

A new breed of McLaren

The result of this effort is a stunning machine that moves McLaren forward from being a maker of no-nonsense, no-frills performance beasts to modern supercar purveyors. Want outrageous power? 671 horsepower and 531 pound-feet of torque. Check.

Want outrageous speed? In the video revealing the new car, the company skipped 0-to-60 mph (3 seconds, btw) instead heading straight to 0-to-124 mph, which it clocks in 8.3 seconds. It hits 186 mph (or 300 kph) in 21.5 second and a top speed limited to 205 mph. Check.

2022 McLaren Artura interior

McLaren offers its new hybrid supercar in four interior color combinations and two types of seats.

Perhaps most interesting, like the aforementioned Acura NSX and others, the gas-powered engine in the Artura is not a V-8, but a twin-turbocharged 3.0-liter V-6 that on its own puts out 577 hp and 431 lb.-ft. of torque.

High performance isn’t new for McLaren. However, now you get all of this jaw-dropping outrageousness with an all-new interior with niceties like air conditioning, key controls on the steering wheel, an 8-inch touchscreen for infotainment and configuring the advanced driver assistance systems and — gasp — Apple CarPlay and Android Auto.

All of this comes with McLaren exterior design that screams “I’m faster than you,” and the revised interior that comes in four different color options. If you’ve got $225K, you can order it now. It comes four specifications that include things like power folding mirrors, soft-close doors, power seats and Homelink. It also comes with a five-year vehicle warranty, a six-year battery warranty and 10-year body warranty.


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2021 Mercedes-AMG GLA 35 front

The 2021 Mercedes-AMG GLA 35 4Matic offers an impressive mix of comfort and performance.

Entry-level luxury vehicles walk a tightrope. Manufacturers must maintain the illusion of luxury while offering a high-end vehicle at a popular price. But more often than not, consumers must add options to get any luxury, rendering the initial “reasonable” price a work of fiction.

Yet luxury goods have never been a value proposition. For every 5% in improvement in quality, you’re greeted with a 50% improvement in price. Certainly, that’s always been the case with the 2021 Mercedes-AMG GLA 35 4Matic, a premium performance variant of its redesigned entry-level 2021 GLA 250 and 250 4Matic crossover.

Overview: Once a rarified trim on a handful of vehicles, AMG performance models are now far more common, accounting for 12% of Mercedes-Benz’s U.S. sales. Like the CLA-Class sedan, with which the GLA-Class shares its platform, the GLA 35 gets the same AMG treatment as the CLA 35, with a $11,230 premium added to the GLA 250’s $36,230 base price.

2021 Mercedes-AMG GLA 35 side

For 2021, the new AMG GLA 35 gets a new-look exterior that isn’t quite as distinctive as its predecessor.

An even hotter GLA 45 is also available, allowing you to reach 60 mph 0.8 second faster, but it will cost you an additional $6,950, or $54,550 – a 50% premium from the base model’s $36,320 starting price. And that’s before adding options.

That’s why the GLA 35 is the better deal; you get upgraded performance, but without the nosebleed pricing.

Exterior: The redesigned GLA-Class is more handsome and imposing than the first generation. It certainly seems worthier of its price, despite being 0.6 inches shorter.

But the new styling comes at a cost, since the GLA has grown 3.6 inches taller.

“… Lost is the previous generation’s aggressively sporty stance, derived from its low roof and high ground clearance. Certainly, the new GLA is handsome, but a bit less distinctive …”

Interior: Nevertheless, the added height does provide more interior space, as does the GLA’s wheelbase, which has been lengthened by 1.1 inches. Now, there’s usable back seat with enough legroom to be practical every day.

2021 Mercedes-AMG GLA 35 rear

Giving the GLA the AMG treatment adds $11,230 to the vehicle’s price tag.

Material quality also seems far better than the GLA it supplants. Three large air-conditioning vents framed in shiny black plastic give the interior a sophisticated visual punch.

That feeling is enhanced by the $400 AMG Performance steering wheel wrapped in Nappa leather, and the gray and black MB-Tex seats, as the $47,550 base price isn’t enough for Mercedes-Benz to provide leather seats.

Surprisingly, items like heated front seats ($500), AMG steering-wheel buttons ($460), and a navigation system with augmented reality ($1,295) are not standard.

And the test car’s $53,220 price didn’t include ventilated seats, which are optional, or a heated steering wheel, which isn’t offered at all.

Powertrain: All GLA-Class models come with a turbocharged 2.0-liter four-cylinder engine connected to an eight-speed dual-clutch transmission. Mercedes-Benz describes the GLA 35’s engine as “AMG enhanced,” distinguishing it from the GLA 45’s “AMG handcrafted.”

2021 Mercedes-AMG GLA 35 interior

The interior of the new GLA is covered in Nappa leather on the steering wheel and seats.

The difference? Eighty horsepower. And whereas the GLA 35 reaches 60 mph in 5.1 seconds, the GLA 45 does the deed in 4.3 seconds. GLA 250s can be had with front-wheel or all-wheel drive, GLA 35 and 45s come solely with all-wheel drive.

Technology and Safety: Surprisingly, many of the driver-assistance features you might expect are absent. That said, you do get stability control, brake assist, blind-spot assist and a rearview camera. An optional $1,700, Driver Assistance Package adds many of the missing features.

Like many recent Mercedes-Benz products, a horizontal MBUX touchscreen is visually incorporated into the digital instrument cluster. The display can be configured in one of three modes, Classic, Sport and Supersport.

The striking high-definition graphics and user interface are easy to use, either by touching the screen or using the touchpad on the center console. Processor speed is impressive. The GLA offers Bluetooth audio streaming, four USB-C ports and is Apple CarPlay and Android Auto compatible.

Driving Impressions: Its engine may not be handcrafted, but it still packs a wallop. It’s a fantastical fun mill, generating huge power the nanosecond after you punch the throttle. Throw the GLA 35 into a corner, and you’ll find it to be a very fun dance partner. The steering is accurate, if numb, and the brakes are up to the task of bringing this party to a halt.

The stiff, unyielding suspension is tuned for German roads, not American ones, so imperfections are uncomfortably magnified, and accompanied by an incredible amount of road and tire noise that drown out any conversation, not to mention the audio system. The combination makes any long-term drive an exercise in endurance.

Wrap Up: How badly do you want an AMG? While the GLA 250 makes a convincing case as a premium commuter, the GLA 35’s punchy engine is compromised by a stiff unyielding suspension and symphony of road and tire noise that seem out of place given this car’s premium price tag.

2021 Mercedes-AMG GLA 35 engine2021 Mercedes-AMG GLA 35 seats2021 Mercedes-AMG GLA 35 wheel


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Perhaps not a true grand tourer by definition, but the 2020 McLaren GT does a stunningly good impression.

It is possibly the auto industry’s most abused marketing term: GT. A true GT, or grand tourer, is a sports car capable of effortlessly and comfortably traveling at high speed over long distances with cargo space that will carry more than a toothbrush and condoms.

Certainly, there are cars that meet this criteria, such as the Bentley Continental or Mercedes-Benz SL-Class. But there are others, such as the Kia K5 GT, that use it for marketing effect, as the K5 is far from any enthusiast’s idea of a true GT.

Overview: And so now we welcome the 2020 McLaren GT, the brand’s newest supercar and the first McLaren to be designated a grand tourer, although you’d never know it to look at it. That’s because it looks like merely the latest in a line of stunning McLaren mid-engine sports cars. Nonetheless, the company insists it’s a true GT, just not in the way you might think of one.

(McLaren Artura hybrid supercar to debut in 2021.)

Exterior: Many mid-engine sports cars pour on the visual geegaws to prove what’s already apparent by their mid-engine form. The McLaren GT dispenses with such juvenile dross, opting instead for an elegant purity of shape that’s mercifully adult, yet still promises fun thanks to its dramatic dihedral doors that swing up and out of the way. While it makes for a memorable entrance, the test car’s driver’s door had a habit of retaining water, which unceremoniously dumped out of the driver’s door when opened.

The McLaren GT’s exterior could certainly make one think it was simply another race-inspired offering from the company.

The new GT’s monocoque carbon fiber structure is similar to other McLarens, but the GT uses aluminum body panels rather than carbon fiber. That’s why it’s one of the brand’s heavier cars, although weight isn’t necessarily the enemy in great GTs.

The test car’s Pirelli P Zeros ­– 20-inches up front, 21-inches in the rear ­– wore attractive 15-spoke wheels that provide the perfect finishing touch. The result is simply stunning, although casual onlookers often mistook the GT for the new Chevrolet Corvette.

Interior: The artfully restrained cabin design is a bit of visual haiku, and a welcome relief in a class where some manufacturers indulge in design overkill. Its aura is enhanced by the sumptuous leather, knurled aluminum switchgear and the electrochromic glass roof, which allows you to adjust its opacity.

“… McLaren uses hydraulic steering and brakes which provide a direct responsive feel largely absent from many modern cars – even sports cars …”

It’s clearly a luxurious space, but it doesn’t feel overindulgent or excessive. This is evidence of McLaren’s roots as a sports car manufacturer, a feeling reinforced by the absence of the options you’d expect. So don’t count on ventilated seats, or ones that massage.

The McLaren GT offers plenty of room — for two, which may defy some conventional GT wisdom.

In addition, the seats are very firm, which some might find unrelenting for long drives, although their support is excellent. And unlike other GTs that make a token effort of offering room for more than two, the McLaren’s passenger capacity tops out at two, although the cabin is fairly roomy.

(McLaren taking orders for new supercar.)

Speaking of spaciousness, unlike its corporate siblings, the GT has a 14.8 cubic-foot cargo area beneath its soft-closing tailgate. There’s an additional 5.3 cubic feet of storage up front, bringing total cargo capacity to a very useful 20.1 cubic feet — enough to make it the most practical car McLaren offers.

But as in any mid-engine car, the rear trunk gets very warm due to engine heat, so it’s best to pack anything heat sensitive up front. As with any great GT, custom-fitted luggage is available.

“… You not only hear the V-8, you feel it, especially once you mash the throttle …”

Powertrain: A new 4.0-liter twin-turbocharged McLaren V8 produces 612 brake horsepower and 465 pound-feet of torque; that’s a 399 horsepower-per-ton power-to-weight ratio, one capable of delivering 0-60 mph in 3.1 seconds on its way to a top speed of 203 mph.

The GT is McLaren’s heaviest model, although it still races from 0-60 mph in 3.1 seconds.

The driveline includes launch control as well as comfort, sport and track driving modes. The car is fitted with an aluminum, double-wishbone suspension and twin-valve hydraulic dampers at all four corners, along with anti-roll bars front and rear. Steel brakes are standard, ceramics are optional.

Technology and Safety: The sort of driver-assistance safety systems you’ve come to expect on all cars, such as blind-spot monitoring, or adaptive cruise control, aren’t available, although the GT does have a standard backup camera, but that’s required by federal law.

Other safety features, such as airbags and anti-lock brakes with electronic brakeforce distribution, are standard.

The 7-inch portrait-style infotainment touchscreen is the centerpiece of the instrument panel and featured the optional – and excellent – 12-speaker, 1,200-watt Bowers & Wilkins audio system.

Driving impressions: If the interior’s lack of overindulgence doesn’t tip you off to the McLaren’s true character, then one drive will. Simply put, this is a super sports car; a carbon-fiber, mid-engine scream machine that produces oceans of power accompanied by a satisfying snarl from its exhaust. You not only hear the V-8, you feel it, especially once you mash the throttle.

The GT dutifully awakens with nary a hint of turbo lag, and the dual-clutch transmission snicks off the shifts as expected. Mercifully, McLaren uses hydraulic steering and brakes which provide a direct responsive feel largely absent from many modern cars – even sports cars.

The GT performs like the consummate sports car that it is, with grippy tires, neck-snapping acceleration and enough noise to remind you why didn’t choose a Bentley instead.

And it does a good job of absorbing the rough stuff dealt out by America’s crumbling infrastructure, it’s not the grand touring ride most will expect. One drive, and you could be excused for thinking this is a GT in name only.

(McLaren shows us the light – light weight – with new 765LT.)

Wrap Up: McLaren may call its GT a grand tourer, but its personality remains that of a true McLaren, albeit a McLaren sports car with luggage space. It’s not a GT, but there’s nothing wrong with that. And given its $213,195 base price, it’s one of McLaren’s least-expensive models.

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Copyright © 2020 Popular Science. A Bonnier Corporation Company. All rights reserved. Reproduction in whole or in part without permission is prohibited.

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Many products featured on this site were editorially chosen. Popular Science may receive financial compensation for products purchased through this site.

Copyright © 2020 Popular Science. A Bonnier Corporation Company. All rights reserved. Reproduction in whole or in part without permission is prohibited.