Meet the quickest Harley-Davidson streetbike in history. Until the Pan America arrived, no road-legal Harley had ever offered anything close to 150 horsepower. On its debut, a standard height PanAm “Special” hit 120mph trap speed for Cycle World; that was a jacked-up, wire-spoke-wheeled ADV with a big windshield and Michelin Scorcher Adventure semi-knob…

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The meaning of “luxury car” is hardly any less controversial than the meaning of “sports car”. Maybe more so, because once upon a time there really was an accepted definition of “sports car”, and it boiled down to “MG TD”.

“Luxury car”, by contrast, is a phrase that just sort of oozed into regular use. Biddle and Cunningham mentioned the phrase in post-…

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Everyone, please give a warm welcome to Adam 12 who is here to give us a look into what the pop stars call “island lyfe, yo” — jb

Travel gives us the opportunity to see how others live, work, play, adapt, and adopt products for their needs. When diving in Cayman Brac with my son we took the last day before leaving to look around the island. When inquirin…

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I come to praise the IONIQ 6 N, not to bury it. There is not a single field of human endeavor that is not improved when creative people strike out in a new direction, even if that new direction proves to bear no useful fruit. Okay, I suppose maybe the field of “nuclear reactor safety” shouldn’t uplift its rules-breakers and iconoclasts too, but everywh…

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So recently your author was driving to a car show on a Saturday, in Eldridge, Iowa. It was faily mild for early summer, but by the time I’d seen all the cars, and wandered back to the XTS, it was a little warm so I decided to turn on the A/C.

And it blew warm air. But hey, it’s hot, it just started, it’ll be OK.

It wasn’t. Crap.

So I ran a couple errands. On the way home I turned it on again, just for the hell of it. And it blew cold! Oh gee, it must have been just a fluke it’s fine now.

It wasn’t.

That evening I went to my folks’ because Dad was cooking. And when I drove home that night about 10 PM, I turned on the A/C. And it blew warm air again.

OK. F this. I’m done. So I scheduled it at McLaughlin. Glad I got the extended warranty! And so Monday before last I dropped it off in the morning and got the keys to this brand new Optiq.

Funny thing, at first I thought it was a Lyriq. I’d sat in a Lyriq at the regional auto show last March, and just assumed. From the front it looks like one, and the overall shape is similar. And the interior seemed exactly the same.

It wasn’t til I got done at the office and walked out to the car at the end of the day that I noticed it said “Optiq” on the tailgate. Oops.

Anyway, it is VERY different than an XTS or final gen CTS. It’s really swoopy and futuristic. As I piloted it out of McLaughlin and onto John Deere Road, I felt like I was driving the time machine from Back to the Future.

And yep it’s electric. I have no interest in ever owning an electric vehicle, but I liked this car a lot more than I thought I would. It isn’t a big ponderous, ill-handling mess—though it is, at 5200 pounds, about 1200 lb fatter than my much roomier, much Broughamier 2019 XTS.

It’s not a big vehicle, and the handling was pretty nice. It is of course very quiet. And yes, I know that it’s an EV so duh it’s quiet.

But even beyond that, it seemed surprisingly silent. I suspect it has a crapload of sound insulation.

And the entire instument panel is a single touchscreen. So 8 years from now, if it decides to roll over and die, you’re screwed. No redundant controls, other than the HVAC buttons along the bottom of the dash. Only a couple other minor buttons are in evidence, off to the left of the steering wheel.

The stereo was nice. And though I don’t like it enough to subscribe myself, I enjoyed the XM radio too, mostly sticking to the 60s 70s and 80s channels. It’s kind of surreal driving this swoopy thing and listening to “A Little Bit Me” by the Monkees at the same time.

And despite being a smaller, narrower vehicle than my XTS, it seemed a little sluggish. Nothing terrible. Nothing like Paul Niedermeyer going up a 30% grade in a 1960s Microbus he insists has sufficient power. But a few times, yeah, I wished it had a little more oomph. I wonder what this thing would be like with the 3.6L V6? I bet they’d sell a hell of a lot more of them!

The interior, while super futuristic, also seemed, at least to me, to have a little bit of that 1950s Motorama “dream car” vibe. I liked the color combo too, black with a black and white “tuxedo” interior, with additional royal blue accents on the instrument panel and door panels.

One interesting thing: I later picked up an Optiq color chart and, believe it or not, a navy blue leather interior is available. It almost makes me want to get one. You know, if it was a sedan. And had a V6. Ha!

But it was a pleasant vehicle, seemed pretty well assembled, and the interior, while lacking the usual Caddy wood trim and chrome bits, still seemed sufficiently “Cadillacy” to me. It doesn’t have cheap vibes coming off of it. It did have an annoying lane departure nanny that would buzz your seat. I quickly hated it. It would sometimes even do it if I was totally in my lane, but the road was curving. Fortunately I figured out how to turn it off—it’s one of those 2-3 buttons to the left of the steering wheel.

At any rate, it was a pretty nice vehicle, and I enjoyed it.

I’m still not buying an EV though! And I got the XTS back this past Friday, all washed and detailed and 100% functional again. Smithers, another lime rickey!

“The future is already here,” wrote William Gibson many years ago, “it’s just unevenly distributed.” In the case of Ford’s F-150 pickup truck, this is literally true: some models got updates for 2026 and others did not. The XLT 2.7 was one of the variants that didn’t get hit with the new-features stick. Luck…

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What is this, Crossover Reports? We’re reviewed a RAV4 and a Rogue while Jonny Lieberman is reviewing Aston Martins! Which is just how the ball bounces, I guess — but since most of us are more likely to buy a “cute-ute” than we are to lease an Arabian Mustang, maybe the review mix makes sense.

This time, we have a entry-level version of Mazda’s CX-50 in …

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Seventeen years ago, I permanently crippled my autowriting “career” by telling the reader that

Our passenger laps with Flying Lizard driver Patrick Long only served to confirm what we learned driving the new Panamera Turbo around Road America ourselves: this is the Corvette of luxury…

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In another life I worked for a premium automotive lifestyle brand that liked to do print-magazine features on used/old/vintage/whatever cars. We had a young fellow who would go out and source the vehicles. Sometimes he couldn’t get the car we wanted and so we’d have to change the focus of the article — oh yeah, it turns out the Citation X-11, not the Pa…

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The final quarter of 2025 was a tumultuous time in my laboratory. A business group based in another building south of mine had 4 brand new test benches sitting in storage. Each of them takes up about 150-200sqft before allowances for walking around them. The management of this group decided the best course of action was to clear out floor space in MY lab, and activate those benches here ASAP because they had super important testing to run. Before you ask dear reader; no, I won’t be running these new machines, and as of today (March 30, 2026) they still aren’t fully commissioned and operating.

Anyhow, the first action items were to move out and scrap some old equipment we truthfully weren’t using anymore. Then we moved some other test stands that I was still running over to an area once occupied by a scrapped machine. After moving some cabinets around, the four fancy new machines had their floorspace. (It’s true this story has nothing to do with the smallest Cadillac available right now, but if none of it happened I wouldn’t be able to bring you a review on this 4 year old company pool car so please bear with me.) It was at that point we started to hear rumblings of moving those still operational and fairly popular machines out of our lab and into the assembly plant where most of the parts I tested in them were made. After the electricians finished connecting them to 220v in their new area, we were told a semi truck will be arriving the next morning to take them away.

Where was away, you ask? The small agri-industrial town of Greensburg, Indiana. My Lab Management suggested having their lab techs come up to Michigan so together we could run a super-hot test that Product Management was huffing about. That way, once the benches got moved down to Indiana, they’d know how to use them and could continue running tests as needed. “We don’t have enough time for that,” was the response from Product Management. The next morning, a semi truck backed up to the loading dock, my bosses and I wheeled the machines into the trailer and strapped them in, I emptied my spare parts cabinets into a giant plastic tote, and we waved them goodbye. I asked my boss, “I’m gonna have to go down there, aren’t I?”

More than an entire week later, on a Friday morning around 10am, the benches were finally set up and powered on in Greensburg. That’s when they realized what these Product Managers, who can’t even use a screwdriver, had stuck them with, and begged for assistance. HR booked me a hotel. I was to keep my food receipts so my manager could pay me back and then fill out an expense report as his own, and I would get a credit card for gas. Plus… the keys to a pool car. Monday morning, after HR finally found the correct gas card and matching PIN, I walked outside and brushed the snow off a black 2022 (I think, could be a 21) Cadillac XT4.

Driving through Ohio for the first time in over two years, I had the cruise control set to 70-something mph. The steering wheel had buttons on it for adaptive cruise control, and the dash showed me graphical indications of the selected following distance as I pressed the buttons, but it didn’t actually seem to do any adapting on any setting. With the distance set to the longest setting, speed set to higher than the car ahead, this particular Caddy simply kept creeping closer and closer without adapting. To confirm this issue, I once let it get very close to the car ahead of me before canceling cruise and moving over to pass; the adaptive cruise simply didn’t work, but I saw nothing more than a washer fluid level warning in all the 4 days I drove the car. No matter, I prefer standard cruise control anyway. By accident, I figured out that the little rocker knob on the right wheel spoke has 2 positions at each end. Tapping shortly changed my speed by 1mph as standard, but pressing the rocker fully and holding for a fraction of a second jumped the cruise setting by 5mph for passing, and the same settings applied in the other direction slowed the car down the same respective amounts. At first it was a nuisance because it surprised me at an inopportune moment, but once I figured out the function I really enjoyed and used it constantly.

The powertrain had no issue bumping me up that 5 or even 10mph on short notice, either. During my drive I honestly thought it had the 2.7L truck engine. However, Wikipedia says the XT4 has a 2.0L LSY turbo I-4 *with* AFM coupled to a 9T50 transmission. Stated power output is only 237hp and 258lbft, but it makes that torque from 1500 all the way to 4000 rpm. That little 2.0 and 9 speed combo really works well together, pulling the 3900lb unit around with authority you’d not expect from the numbers alone. It really is surprisingly quick. Interstate passing is trivial up to… uh… speeds, and woe to any teenager in a pickup truck who tries to beat an attentively driven AWD XT4 across an intersection.

On the other hand, It doesn’t sound amazing and fuel economy was not great. I think I only averaged 23 or 24mpg on my way south. I do tend to drive 3-7mph faster than average traffic around me, but since I’m an hourly employee I wasn’t really trying to make time either. All that awaited me was a lonely hotel room away from my wife in a town with nothing happening the first week of December.

One saving grace of this otherwise mind numbing drive was the XT4’s solidly nice stereo and pretty reliable Android Auto. An electro-magnetic charging pad in the center console kept my S25 topped up, but it’s out of sight so I left my phone in the car at least 6 times in 4 days, including every stop for gas. One other saving grace was the very comfortable heated seat. My lower back did start to get sore as I approached Cincinnati, but I can’t name a vehicle off the top of my head where that doesn’t happen after 4.5hrs.

My Spotify playlist continued shuffling from everything between Wu Tang and Three 6 Mafia, to Metallica and Alice in Chains, to D-Train, to Anri, and even some Eddie Rabbitt. All the songs came through loud and clear, with strong but clean bass, clean mids, and clear vocals, but like many other stereos cymbal crashes would often be too sharp at higher volumes. Despite the comfy seat and good hi-fi, though, the overall interior vibe wasn’t very inspiring. It feels very much like you’re sunken inside of a tank as opposed to piloting a small premium crossover (more on this later). The full black leather and plastics only add to that feeling, and almost spill into claustrophobic despite actually being quite roomy. This car would feel much more pleasant with some tan/brown tones to counter the void inside.

The IN3 bypass around Greensburg on the west side is a huge road obviously less than 5 years old, and the road out to the industrial area where I found my assembly plant was freshly repaved as well. Of course not every road has seen investment recently, but that was no problem for the Cadillac. This car does indeed ride as the badge suggests (or once suggested depending on whom you ask). Interior noise is well managed, too. Handsfree phone calls were the best they’ve ever been at highway speeds, and although the stereo can get loud it doesn’t need to be. When spiritedly taking entry/exit ramps or gunning to make a yellow-arrow left before being stuck at another 4 minute light, though… I think an Escalade would feel more corner-confident.

The XT4 doesn’t lack grip, but the spring softness that makes it ride so well isn’t very well controlled when you add lateral loading. It heaves over around turns and dives under braking, which only enforces the notion this is a car for comfort and not speed despite its peppy motor. And that’s fine, but why does it feel like a ‘75 Eldo if small crossover shaped? I wonder if the Eldorado would actually turn better… My wife’s 2018 Compass is a Miata compared to this thing; slower but has a way more spirited chassis and 900lbs less weight. I didn’t think twice before hustling the Compass around Waterford Hills when I got a lucky spot for parade laps (seriously, Jack has a video1). The XT4? It would just stay parked in the grass paddock.

Greensburg got snow that week. More snow earlier in the winter than anyone could remember since forever ago. Schools closed but we still went to work, and my Cadillac didn’t seem to mind. It’s only equipped with all season tires, so lateral grip and stopping was done with caution but it wasn’t an issue to accelerate thanks to the AWD system. Eventually my modus operandi was to turn off traction control and lock in the AWD which allowed maximum safe fun but also the easiest driveability due to the computers chilling out a bit. I even had snow covered and hard-packed roads for my way home on a sunny Thursday morning.

Google Maps decided the best way home was via I74 toward Indy, but then getting off and noodling along various county and state routes to the north until I returned to a highway somewhere east of Indy. The route zig-zagged through the bucolic scenes of snow covered fields, old barns, old tractors and old trucks. Driving down them in a small black Cadillac made me feel slightly conspicuous, like I would easily be mistaken for some conglomerate head’s wife or some pansy2 corporate drone interfering with the rural way of life. In a way, the latter was half true. My 2-tone blue/grey ‘00 Chevy 2500 would’ve blended in much better, but I was thankful to have the stability of the Cad’s AWD on miles long stretches of unplowed and untreated roads at 45-50mph. I only saw 3 or 4 other vehicles along that leg, anyway.

Storage space is on par for the class, I think. I came back with more stuff than I left with but the only thing that was slightly awkward was a set of Nissan S13 side skirts I picked up for a friend, but with the rear seats folded they did indeed fit diagonally.

Other than its formfactor, drivetrain layout, and cylinder count, the XT4 does feel like a junior Cadillac, and a huge leap over its Cheby badged progenitor. It absolutely devours long highway miles, has the power, comfortable seats, smooth ride, quiet cabin, and good stereo you expect from the shield and crest (just shield now I guess?), but it does lack the sense of occasion, or swagger if you will, the marque once held. Nor does it inspire any thrill around corners. This pool car hasn’t had any issues but it’s still relatively new so I can’t truly speak to long term reliability.

A quick AutoTempest search says examples with similar miles (I think the car I drove is over 50k now) are between $15-25k. For me, that’s a ton of money I would rather spend on 25 year old pickups and sedans. When compared to what these things cost new, though? If one is shopping for a small but nice crossover, I’d say it’s worth a test drive and inspection. It’s a nice car.

Good: acceleration, seat, stereo, cabin noise, ride, poor weather confidence

Meh: steering and handling, mpg, styling inside and out, generally boring

Welcome our own Peter Collins, who thinks I made the wrong choice in my used-Lexus forays…

Is that even a question?

In which, oh best beloved, we learn to do “Lexus on a budget” the right way.

It is cruel to mock the afflicted, is it not? Christianity hints that this a road we shouldn’t take, but sometimes, just sometimes we must don the boots and be ready…

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Call it the Season of Affordable Whites. Last week, the Commander and I drove a 2025 Toyota Corolla around West Texas and New Mexico — but in the five days before heading to El Paso, we put some serious mileage on a 2025 Audi Q3 45 S-Line Premium. How serious? 1,959 miles in 120-ish hours, going from Mid-Ohio down to Hilton Head and back with plenty of …

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Did you know that you can buy an American-made sedan that offers 169 horsepower, more than 40mpg in normal driving, plenty of room for a quartet of adults, an acceptable suite of electronic intrusions, a decent stereo, plus generally admirable fit and finish for… $23,460 including delivery? There are a few drawbacks, w…

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When is a Volkswagen not a Volkswagen? When it’s a Skoda, obviously. The all-new “B9” Passat is essentially identical to the Skoda Superb wagon, sharing all the body panels and being manufactured next to the Superb in Bratislava. (Yes, that Bratislava.) This is the only available body style; the liftback that defined the Passat on its 1973 debut is gone…

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“I kept thinking what the theme of this GT40 experience was. Mostly it came back as don’t marry or have carnal relations …

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In England, one of the rudest things one can say about someone’s choice of motor is that it is “a bit of a hairdresser’s car.” I arrived for a lunch in my 986 to a driveway containing nothing…

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Call this one The Art Of Reviewing In The Rain. I was the second person to drive Ginetta’s new GTP8 on track in the United States. (The first was Ginetta boss Mike Simpson.) Our venue: the lovely but anodyne Club Motorsports course in New Hampshire.

At a dealer retail of $220,000, the 6.2-liter, 400-horse, 2500-pound GTP8 represents a substantial purchase for most of us. It’s also a serious vehicle in a way that a street-oriented kinda-super-ish-car like a Porsche GT3RS or Ferrari 296 is most assuredly not. Nor is it likely to have the gold-plated resale value of the above Cars-N’-Coffee trolleys. So you shouldn’t buy one, or even place a deposit, before experiencing one firsthand. Ginetta USA is happy to make that happen for qualified buyers, and in this case “qualified” means “fiscally qualified” and “not a liability on track”.

Should you even bother checking one out? It depends on who you are. So I’ve written a few different two-paragraph reviews aimed at different kinds of buyers. Figure out which one you are, and proceed accordingly.

Who am I, you might ask? For those of you who aren’t frequent ACF readers: I’m a Scorpio. I enjoy long walks on the beach, holding hands, and making enemies between the green and checkered flag. I’m currently racing a very logical trifecta of Radical SR8, Radical PR6, and Plymouth Neon in SCCA, where I am a four-time divisional champion. In the past, I’ve tested a diverse variety of semi-pro race hardware like the GT3 and GT4 McLaren customer cars, GT4 BMW customer car, Sebeco SPX, Radical SR3 RX, Lola SP/300.R, and a few other things that I’ll remember immediately after I publish this article. I drove Hondas and Mazda in Grand-Am, CTCC, and World Challenge, too.

So, without further ado:

If you’ve never driven a real race car, or have never driven a real race car above a Spec Miata…

Broadly speaking, the GTP8 is a tuned-down version of the $260,000 GT4 EVO. It’s become common lately for baby-blanket racing novices to jump out of a Spec Miata and right into the GT4-class cars. In fact, there’s a whole race league for people who have no business in a GT4 car, and they call it the “World” Racing League.

Ginetta knows these people exist, and they’d like to do some business with them, both in WRL and in a special GTP8 spec racing series to debut in 2026. So the GTP8, like the GT4 Evo, has plenty of features to calm and protect the inexperienced racer. To begin with, the fundamental balance and engineering of the Ginetta race cars is excellent. Unlike McLaren’s GT4, this isn’t a converted supercar with the turbo wick turned down to “sleepytime”; unlike the Mustang GT4, this isn’t a schoolbus with every upgrade IMSA will permit. It’s a proper GT racer with the engine in the safest place, meaning “between the front axle and you.” It is stable and predictable by default. I was hitting about 150mph on the front straight at Club Motorsports, in heavy rain, within my first twelve minutes on track. That is the kind of confidence the GTP8 inspires.

The cockpit easily accommodates up to about a 6’4”, 300-pound driver. All controls are labeled in easy-to-understand fashion. Most of the stuff you’d need to do during the race is right there on the steering wheel. Of particular interest to vaguely trained monkeys driving the car for the first time in the rain, such as your humble author: The traction control is adjustable on the fly, but the throttle response is also adjustable on the fly. Put these two together, and it’s possible to handle a broad variety of weather and driver skill. Oh, and you get air conditioning, because WRL typa drivers are fragile people and why not be comfortable?

The GM-sourced 6.2-liter V-8 is charming in a Corvette sort of way. It doesn’t really want to rev, but it makes a lovely noise and in this lightweight coupe the forward push is somewhere between a Ferrari 458 and a Ferrari 488. Closer to the former. You’ll use a clutch pedal to get started, but once you’re above 35mph or so the shift paddles are all you need to get through the Xtrac 6-speed sequential box.

(Note, please: this is not a supercar DCT. It’s a dog-box with a manual clutch. You can stall it, you can ask for and receive shifts that will jolt your spine. The GTP8 is meant to be driver-friendly, but it’s not a Vegas rental Huracan.)

The rubber is generously sized — current spec is a 305-width Pirelli front and rear — so cornering limits will be well above what you’d expect from a street car. I don’t have published figures on downforce, but in normal use I wouldn’t expect much in the way of aero behavior from the GTP8. Which is how Ginetta, and the customers, want it. If you think you can drive a wing, put your big boy pants on and buy a Formula Atlantic.

It’s a lovely vehicle, filled to the brim with details that feel special, plenty of exposed carbon fiber, some beautiful welds, and a really quite lovely shape that manages to feel modern and vintage at the same time. That being said, if you don’t yet have any big-bore racing experience, this would be best enjoyed as a trackday car. The firm would be delighted to sell you a GTP8 and get you coached up to competitive pace over the course of a year or two; I spoke to owners who are doing just that. But it’s not the ideal choice for a Miata loyalist.

If you’ve been driving Radicals, Stohrs, Formula Continentals, or Formula Enterprise…

…this is a step backwards. The aero is mostly cosmetic, the straight-line pace isn’t much better than an FE2, and you won’t like the amount of braking it needs before every turn.

That being said, it’s pretty damned hard to find a big open-wheel field and the Platinum Radicals like the SR8 and SR10 can be expensive to run. So if being in the thick of competition is more important to you than pulling 2.5g in a long corner, talk to Ginetta.

This is a trivially easy car for an experienced wheel to operate. It has literally zero bad habits, even in the rain. You can hold slip angles if you like, or you can turn the TC down to the point where such a thing is unlikely to happen. Default behavior is nose-grind, adjustable pretty easily on the throttle. I wasn’t thrilled with how the ABS operates in heavy rain, but compared to the ABS on my Radicals, which is provided entirely by the toes of my left foot, it’s pretty decent.

Visibility is really good, too. It’s just a nice car to drive, and I imagine you can place it in traffic within an inch or so, even at max speed.

Drivers who are aging out of being competitive in an SCCA P1 or P2 car might find this to be a really nice place of refuge. The seat is hilariously comfortable. You could have two knee replacements and still be able to enter and exit without much trouble.

On the front straight at Club Motorsports, it sounds like an LMP3 car. Or maybe a C6.R. I like it.

If you’re a NASA GTS4/5, SCCA American Sedanner, Spec Corvette racer, or similar…

…then step right up, my friend, because this is the racer you’ve always really wanted. It’s not some finicky street car that tears its subframes out while you tear your hair out. It’s not a hasty conversion of something that lived ten years in a parking lot before being drafted into a nightmare second life of being repaired on the weekends with whatever Chinesium the AutoZone down the street from Summit Point or Willow Springs has to offer. It’s not an adventure in setup — the thing comes with a book, just like a Radical. Everything you’ll touch or adjust has been specified with competition use, and competition maintenance, in mind.

Yeah, it costs four times as much as a Spec Iron Mustang. Which makes it a bargain.

Putting just 400hp into a GT4 car with 305 tires makes everything nice and predictable, even in bad weather. Compared to a Mustang or even a C5 spec car, the visibility and sense of corners is delightful. The ergonomics are correct — I say this as a tall-torso person who has had to remove his helmet just to get into a McLaren GT3 car and even some American Iron SN95 entrants. Operation couldn’t be simpler. It’s all right there on the panel, which has lights to let you know what you’ve selected!

I should note that I briefly drove the G56 GTA, which is a $135,000 version of the Ginetta powered by a 305hp Duratec 3.7, and I didn’t like it at all. 310 horsepower, mostly delivered at the top of the rev range and with some reluctance, doesn’t charm at all. The 6.2 V8 kinda makes the Ginetta work the way it’s supposed to. It also sounds the way it’s supposed to. If you’ve ever run a Camaro in AI or AS, you’ll recognize the sound right away. It’s the sound of freedom, and also the sound of an engine that should have its maintenance and condition kept up to absolute spec. Not to say that the LS engines aren’t reliable in competition use, and Ginetta expects a long life from the variant they provide, but still… This is not an MZR 2.0 and you can’t treat it like one.

If you can afford the price hike over a street-based racing ponycar, I strongly recommend you consider the GTP8. If you’re thinking of moving from NASA or SCCA to SRO/IMSA/whatever, this is also a fine platform with which to do it. I would recommend it without hesitation over a Mustang GT4 or — God help you — a Mustang Challenge car. Ginetta will be supporting these vehicles with love and care long after “Ford Racing” has paid Verizon to block every phone number in your extended family. It’s worth your attention.

If you literally don’t have $500 in your bank account and you will never have the chance to own a GTP8…

Hey, good news! You can race Ginettas in a dedicated E-Series. Is it better than the Radical SR8 iRacing series? I have no idea. I race a real car, on a real track, with a real credit card that is real overdrawn.

This concludes today’s Ginetta GTP8 test. It’s a great car, and I really liked it. While I would personally much rather stay in open-cockpit prototypes and formula cars, I also recognize that there are significant safety and competitive advantages to driving something like the GTP8, which has a robust safety cage and a nice windshield between you and flying tires. Is it worth $220,000? Well, for about the same money you could get a Richard Mille “Felipe Massa” watch in rose gold. That would make you look like a world-class racer, for sure.

The GTP8 will make you feel like a world-class racer. And if you stick with it long enough, you might even become a world-class racer. Isn’t that better?