A Winning Foursome

With a roof that can retract or be put back up in 11 seconds at speeds up to 30mph, you can confidently play roulette with the sudden rainstorms that have been lashing the Front Range of late. Precise airflow management al- lows conversations and hairstyles to remain un- interrupted while driving the speed limit.

Of course, since it takes the 720S only 2.7 seconds to hit 60mph, and 100 can be dis- patched in 5.3, most occupants’ coiffeurs will end up mussed. And while we know some electric, AWD machines are faster for one run, they can’t hold a candle to the visceral thrill of the 720S as it rockets forward in a way that induces giggles in every person lucky enough to ride in it.

But this Macca is no one-trick pony. Its chassis is epic, its steering perhaps the best in the world right now: light yet full of feel, with a perfect rate of response, its linearity and consistency instilling incredible faith in the driver.

The 720S also boasts a suppler ride than most luxury cars, due to its hydraulically linked Proactive Chassis Control II system, which connects the dampers diagonally, so as one corner (or side) compresses, the fluid flows back and forth to keep the McLaren level, endowing it with astonishing body control for something that rides so smoothly.

This becomes critical, as the 4-liter V8 deploys massive firepower as soon as the twin turbos’ candles are lit. Its 710 ponies and 568 lb-ft of torque only need to shift 3,160 pounds, so things happen fast. The superb, twin-clutch 8- speed transmission and carbon-ceramic brakes do their parts too, allowing the pilot to perfect the 720S’ line into and out of corners without distraction and with implacable trust.

McLaren has also helped instill confidence by giving its lineup some of the best visibility of any car ever made. The view through the wrap-around windshield and over the low hood is panoramic, the carbon fiber A-Pillars are thin enough to see around as the corners start coming thick and fast, and the driving position nigh on perfect. The seat bolsters are easy to slide over, yet hold one fast, and entry/exit is unusually easy for such a beast, thanks to the swing up, dihedral doors. These also make parking the 720S in tight spots much easier, as do the slick 360 cameras.

For all its visual drama and sense of theater, the 720S can be a good daily driver. It’s no wonder that in the last decade McLaren has been able to grow itself to roughly the same number of sales as Ferrari—and the same level of respect.

It’s great how so many companies are slotting plugin hybrids into their lineups, right between the nice, normal version and the juiced-up, performance one.

The 45e edition of the X5 is a perfect ex- ample.

Bavarian Motor Works’ silky smooth 3-liter, inline six combines forces with an electric motor and 17.1kWh battery to corral 389 ponies into the stable and send a really stout 443 lb-ft of torque through the xDrive system.

The result is 0-60 in 4.7 seconds and a potential electric range of 31 miles. Oh, and

don’t forget owners will be getting a $7,500 federal tax credit and some money from the state, too. Talk about having your cake…

The rest is par for the course on the X5, perhaps BMW’s most fully realized vehicle right now: a silky and quiet ride; decent handling for such a leviathan; the perfect amount of room for four and their gear; cutting-edge tech; and fetching looks.

To fully realize all the benefits of the 45e, it does need to get the battery topped up; otherwise its combined EPA numbers are worse than the gas-only X5 40i. But if it gets its nightly dose of electricity, it will return close to its 50 MPGe number, which combines the benefits of both propulsion sources. Until we get more choices of 300-400 mile-range EVs, this X5 is a great play.

Few cars are classier than the Lexus LC500. Even now, four years after its debut, the super- low fender line, outrageous coke-bottle form, Nike-swoosh lights and glorious, gaping grill still stun.

Yet it’s the Lexus’ interior that captivates most. The shapes and surfacing are on another level than any car near its price, featuring details that are almost fetishistic in the thought that went into their texturing and colors.

The LC500 convertible is a new addition this year, and while it loses some of the pertness of the coupe’s rear end and suffers from some scuttle shake, it is the more enjoyable machine. Its perfect airflow management and noise suppression allowed me to carry on a Bluetooth conversation at extralegal speeds, top-down, without the person on the other end noticing. I was even able to relish the glorious voice of its 5-liter, 471 hp V8 unhindered by a metal roof.

Without a turbo, at altitude the LC500’s 398lb-ft of torque nets to 340lb-ft motivating a 4,500-pound vehicle. This means the LC500 sounds faster than it looks. While 0-60 in 4.7 at sea level is quick, the Lexus never runs like that up here.

But that’s OK. Despite its very capable, athletic chassis, this Lexus is a true Grand Touring car, and it does what a great GT should: cosset its lucky occupants and make them feel special. Few cars anywhere near its price do those two essential things better.