Gunther Werks Turbo Tested: Bar None, The Gnarliest Porsche Restomod Yet
Amid a swelling sea of Porsche-based restomods, each and every firm that enters the market needs to quickly establish a clear-cut identity from the get-go. Few will ever manage to turn heads from the jump as well as Gunther Werks, which burst onto the scene in 2018 with a radical take on the quintessential 911 sports car as envisioned by Vorsteiner Wheels founder and CEO Peter Lam.
I recently visited Gunther Werks’ headquarters in Southern California, legitimately curious to learn whether Porsche performance can ever match such an aggressive level of creative license and custom craftsmanship. And even a single day with the latest and greatest model, dubbed simply the Turbo and first unveiled at The Quail, A Motorsports Gathering almost a year ago, completely quelled any lingering doubts about Gunther Werks being gun-shy when push comes to shove in the Porsche restomod scene.
What Sets Gunther Werks Apart
As with Gunther’s previous Coupe (formerly known as the 400R) and Speedster, each Turbo starts with a client’s 993-generation 911 as a donor car. Ideally, a Carrera 2 (though a Carrera 4 will also work), these last of the air-cooled Porsches were still built by hand in Zuffenhausen before Porsche transitioned to true mass production methods for the 996-generation successor.
Gunther then strips, blasts, and restores the chassis underpinnings before bolting on additional bracing front, mid, and aft. The resulting monocoque now boasts 150% improved torsional rigidity, and then receives carbon-fiber body panels and a complete overhaul down to the last detail inside.
Apart from the immediacy of such bold exterior styling, up close and personal, the Turbo reveals truly impressive levels of attention: from the knurled metal switchgear to bezels in the headlight surrounds that resemble track safety tape. Some of the old-school luxury details, including 24-carat gold for the tachometer trim, contrast nicely against all the overtly modern carbon fiber, the PCCM head unit with Apple CarPlay, and the JRZ suspension that can be adjusted through a smartphone app.
But the true star of the show hangs off the rear axle, a Rothsport Racing 4.0-liter flat-six built to handle dual 48-millimeter Garrett turbochargers. Skipping out on bigger turbos purposefully maintains crisp throttle response, yet these produce enough boost that even in the mill’s Comfort setting, the Turbo can crank out an absurd 513 horsepower and 458 lb-ft of torque. That’s nearly AMG GT power, which requires twin-turbos for a water-cooled V8, in a rear-engined car that weighs almost exactly 1,500 pounds less.
Sport then steps up a notch to 650 hp and 518 lb-ft, and the top Track mode climaxes at an absurd 840 hp and 594 lb-ft. Controlled via a six-speed manual shifter with zero traction or stability control assist, no less. And the shifter itself demands some attention, with sculptural exposed linkages clearly visible inside the transmission tunnel.
I palmed the metal knob and met a bit of resistance the first time I slotted the short throw into first gear, but each step through the H-pattern greeted my hand with a satisfying thunk as I ripped through short gear ratios that Gunther purposefully retained to highlight the engine’s rev-happy nature.
Along the way, that 4.0-liter’s soundtrack truly eclipses any other car I’ve ever seen, heard, or driven. Air-cooled rasp and turbo whine and a massive gear-driven horizontal fan all work together in a mind-melting cacophony, even at idle. I sensed violence contained within such beautiful physical form, yet the first few minutes of driving in Comfort mode revealed an almost benign sense of calm capability, too.
Adjusting to Increasingly Powerful Drive Modes
I started out tooling around town, enjoying little quarter-throttle pulls and each shift without ever venturing too far into the tachometer. Playing nicely, the throttle never seemed touchy or twitchy, which helped to keep my nerves at bay as I piloted something so obviously raring to rumble. Then I spun the steering wheel’s right-hand dial to Sport, which promptly unleashed noticeably more surging grunt, as instantaneously accessible wellsprings of torque became available even below 2,000 rpm.
Track mode then dives even further into the deep end, with unrelenting power available at every lightest touch of the go pedal. The time soon came to enjoy each and every rev on the way to the 7,800-rpm redline, as the Rothsport engine ripsawed up through the tach and the brute force shoved me back into the surprisingly comfortable carbon-fiber bucket seats (a serious improvement over Porsche’s current crop of buckets, which seem inspired by airliner coach seats).
All the while, the Turbo enjoyed nudging deeper into corners, and I sensed the chassis loading up each individual tire with grip, which only lent more confidence as I unwound the steering wheel while the tail end squatted under the unrelenting shove of swelling boost, until that blattering banshee of an engine dominated all my sensory perception once again.
Custom Touches to Match the Driving Thrills
Yet still, I never stepped over the limit without asking the Turbo to break the rules of physics. Wide tires likely bear some responsibility for the impressive driveability: Continental ExtremeContact Sport 02 rubber measuring 295 millimeters wide up front and 335 at the rear retains enough compliance to provide grip without getting too stiff. Same for the JRZ suspension, which works in perfect harmony with the steering – the former electronically adjustable and the latter still hydraulic, for predictable levels of feedback.
Just don’t ever look down at the speedometer, which Porsche mounts to the right of the tach for good reason. Triple digits fly by almost too fast for public roads – luckily, so much stopping power from Brembo continuous-thread carbon ceramic brakes can haul down that kind of speed with ease. Once again, the artful performance from every aspect, rather than simply shoehorning big power into a light car, inspired far more confidence than I expected from the onset.
The whole point, for Gunther Werks, is to enhance the engagement factor that so many modern supercars and hypercars struggle to achieve despite – or, arguably, because of – such impressive technological advancements at the far end of today’s computerized age. But a similar priority placed on individualization figures into the mix, too. This car’s bright and bold orange paint, with a contrasting leather interior, serves as perfect fodder for marketing pics. A Turbo can easily inhabit a more restrained character, too, in keeping with the classic understatement of the air-cooled 911. Especially when specced with a smaller spoiler and darker hues.
Most colors that Gunther Werks applies (on site with two paint rooms) wind up fully custom, known only by the client’s last name rather than a particular moniker. Similarly, no two cars will ever wind up identical, especially given the number of interior options that run from leather dash plates to carbon-fiber everything, a Travel Package transmission tunnel with a built-in cell phone mount, and even the steering wheel’s dish depth.
I truly appreciated the magnetic removable headrest pads for track days, which aren’t about saving weight per se but rather to make room for a helmet. And despite the custom rollcage, at six-foot-one I fit just fine thanks to the Turbo’s double bubble, with or without a helmet on.
Gunther Werks Turbo: Conclusions
Of course, tracking a Turbo requires a certain level of confidence that I’d need to build up over time. Pricing for the Gunther Werks Turbo starts at $1.45 million, but as specced, my test car ran up to $1.8 million.
A full build requires about 24 months from the time Gunther receives the donor car, including time spent guiding clients through color and material options. Only 75 Turbos will ever join the 25 Coupes and Speedsters at the most raucous end of the restomod scene, where the final product reaches an entirely different result from a 911 as reimagined by Singer – and not just because Singer originated with 964-based creations.
At the other end of the spectrum sits the completely new cars built by Ruf in Pfaffenhausen, which just happen to resemble the classic 911 that originally inspired all these companies to leap headlong into the restomod craze. Retaining some semblances of 911-ness therefore, becomes the name of the game, even as power and aesthetics and materials leapfrog forward into the modern era.
In that regard, the Turbo still at least vogues the 911 on which it is based. I might want another, softer suspension mode to choose, since the large front wheels can tramline occasionally and the lightweight body panels do increase some interior reverberations. But admittedly, softening up a Gunther Werks might also miss the mark. And after driving such a stupefying creation, I struggle to imagine how Gunther Werks can possibly hope to one-up a build so impressive at The Quail, A Motorsport Gathering later this year.
2025 Cadillac Escalade IQ Sport 2 Review: Gigantic Luxury All-Electric SUV That Can Drive Itself
in Cadillac, Escalade, Reviews
Image Source: By Charles Bradley
“The best way to find out if you can trust somebody is to trust them.”
— Ernest Hemingway
Just after leaving the house where renowned author Ernest Hemingway lived in the 1930s – where he wrote To Have and Have Not, For Whom the Bell Tolls, and Green Hills of Africa – his quote on trust echoed in my mind as my finger hovered over the Super Cruise button in the 2025 Cadillac Escalade IQ Sport 2. Heading north on the Overseas Highway from Key West, it felt like a leap of faith – dare I say, a Farewell to Arms moment? Thankfully, it was not Death in the Afternoon…
This was my first experience of allowing a vehicle to drive itself. And not just any machine – an all-electric, full-size SUV behemoth tipping the scales at 9,134 pounds. That’s a lot of car to hand over to artificial intelligence. But with one brave push of a button, the top of the steering wheel lit up green. I was no longer in control of the throttle or steering – though I could still change speed via a wheel-mounted adjuster, or regain control at any time I wished.
While not every stretch of U.S. 1 is mapped for GM’s self-driving system, there were a few uninterrupted miles where I could relax, sip a soda, enjoy some chips, and observe the road – hands-free, but never mind-free. The system handled most conditions smoothly. But when the lanes narrowed or merged, the car did seem to ‘hunt’ for markings, causing slight lateral drifting. On the Florida Turnpike, however, it executed a clean, automatic lane change to clear the left lane, and effectively followed my turn signal input to change lanes. My trust was earned.
But the biggest surprise wasn’t the Super Cruise tech, or even the standard multi-mode massage seats (also optional for the second row). What impressed me most was how effortless it felt to pilot this all-electric luxury SUV, even after jumping in from my two-door V8 daily driver. GM’s Magnetic Ride Control with adaptive air suspension smooths out uneven pavement and potholes, minimizing undesirable feedback – even on the roughest patches of Florida Keys road. The 35-inch tires add to its presence, yet the low-mounted battery pack and absence of a front-mounted V8 engine provide a surprisingly balanced driving experience.
Despite its size, the Escalade IQ Sport 2 handles tight corners with remarkable composure, thanks in part to four-wheel steering, which dramatically improves maneuverability. Overhead and side-mounted camera views ease tight parking maneuvers – a godsend in tight spots like downtown Key West.
Visually, this luxury SUV lives up to the Escalade legacy. Massive 24-inch diamond-cut wheels with gloss black accents frame an aggressive front end, complete with an illuminated black grille and a waterfall of running lights. Vertical LED headlights (ten up front and styling mirrored by the taillights) reinforce its commanding presence.
My test model came in Black Cherry Tintcoat, offset by a Camelia interior with contrasting Backen Black trim. The cabin is exceptionally spacious and well-appointed; front and second-row seats are plush and roomy, while the third row offers tighter accommodations – premium economy compared to the first-class comfort up front. A panoramic tinted glass roof adds light and a modern sense of space, complemented by black-painted A- and B-pillars.
Inside, it’s all beautiful leather and brushed aluminum, while marble-effect trim spans the dashboard and door tops. At night, customizable LED mood lighting enhances the cabin ambiance. The center console features two wireless phone chargers and a massive storage area. A 40-speaker AKG audio system, including headrest speakers, delivers a 360-degree sound experience.
Up front, a 55-inch pillar-to-pillar LED display dominates the dash. While the driver sees vehicle data and blind-spot views (which appear automatically when signaling), the front passenger can stream apps like YouTube and Hulu or access a built-in web browser. Rear visibility is limited for the driver, as the rear windshield is so very far away, so a digital rearview mirror is essential. The Escalade IQ also boasts night vision, a useful tool for spotting Florida’s Key Deer and other roadside surprises.
Second-row passengers enjoy their own 12-inch touchscreen and control panel, along with stowable, airplane-style tray tables. While third-row seating is tight – particularly where the curved C-pillar and roofline converge, the sunroof having ended – it’s ideal for short trips or kids.
Compared to the ICE-powered Escalade that I drove previously (420-horsepower 6.2-liter V8), the 2025 Escalade IQ Sport 2 offers a seismic upgrade: dual electric motors produce 750 horsepower and 785 lb-ft of torque in Velocity Max mode, accessed via a steering wheel button, but that does burn your battery range. It can rocket from 0 to 60 mph in under five seconds, and tops out at 125 mph.
Even in standard mode, it delivers more than enough torque to maneuver through tight highway gaps. It lacks the classic V8 rumble, but the silence and subtle electric whir only enhance the luxury experience.
The estimated maximum range – 460 miles on a full charge – is a major plus. I made the Miami-to-Key West round trip without needing to stop. But I did pause at an Electrify America station to test fast charging claims, and I can confirm: Up to 100 miles were indeed added in about 10 minutes, as I got 335 kW charging. The impressive 800-volt DC architecture and the 24-module Ultium battery stores more than 200 kWh of energy. This thing is a powerhouse – quite literally.
Storage is generous, though the third-row space limits rear cargo to 24 cubic feet. Fortunately, the rear seats fold flat via electric controls. Up front, a ‘frunk’ offers another 12 cubic feet of storage and a slide-out tray with a cargo net – perfect for groceries or small luggage items.
One small gripe: While the power-deployable running boards were a nice touch on previous Escalades, the fixed floor height (due to the battery layout) means you step up onto a stationary platform before entering. But all four doors can be opened electrically from the center console – an elegant feature, especially for chauffeured passengers.
But I think you’ll want to drive this beast plenty yourself. And if you grow tired of doing so, Super Cruise is just a button press away. The 2025 Cadillac Escalade IQ Sport 2 starts at $148,200. The model I tested – loaded with premium upgrades – came to $163,305.
Hemingway, a man who understood the finer things in life, always believed that luxury should be earned through hardship. If you’ve done the hard yards, this all-electric luxury SUV is a reward worth savoring.
First Drive: 2026 Aston Martin Vanquish Volante Delivers Open-Air V12 Ferocity
Few drives spark anticipation like this one: The 2026 Aston Martin Vanquish is the fastest and most powerful front engine production machine on sale today – eclipsing Ferrari’s 12Cilindri by a fistful of horsepower – and the Volante I’ve got my hands on is the drop-dead gorgeous soft-top version that becomes available in the second half of 2025. It promises more than just open-air elegance – it also delivers epic firepower.
It looks quick while standing still outside Aston Martin’s Q New York flagship U.S. showroom, svelte Satin Aluminite Silver colors shimmering as the summer sun peeks around the surrounding skyscrapers, quickly reverting to matte gray when a cloud steals its light source. The Vanquish is the fourth ‘showroom revolution’ model that’s been launched by Aston Martin in the last 18 months, following on from the Vantage, DB12 and the DBX707 (coupled with the sporty S sibling – its top-end super SUV). But they’re all V8s – and the Vanquish’s V12, a completely new engine design that’s hand-built in the UK, actually predates them all with its five-year gestation period.
“It is all about this engine; it really does quite define the driving experience,” explains Simon Newton, Vehicle Attribute & Performance Director, before our drive. “Aston recognized that they wanted to continue with the V12 legacy and, as such, had to put a lot of time and effort into producing a unit which is significantly up in terms of power and torque, as well as meeting the latest emissions standards.”
In fact, it’s been 25 years since Aston Martin first launched V12-powered Coupe and Volante models, with 2000’s DB7 Vantage. Back then, you got a 5.9-liter engine, producing 420 horsepower and 400 lb-ft of torque, and a top speed ‘nearing’ 186 mph. Today, it’s the third-generation range-topping Vanquish that boasts a fresh 5.2-liter V12, flanked by twin-turbos, producing 824 hp (yes, that’s almost twice the power) and 738 lb-ft of torque (338 more). With a 0-62 mph time of 3.4 seconds, it’s one metric that is slightly inferior to the 12Cilindri, presumably due to the Vanquish’s turbo lag.
This V12 develops maximum torque at just 2500rpm – precisely half the engine speed required by its forebear of 25 years ago – and maintains that 1000Nm peak all the way from 2500-5000rpm, until reaching its maximum speed of 214 mph. Despite modern safety demands, the 2026 version has only added 95kg, increasing its power-to-weight ratio from 313hp per tonne to a staggering 416hp per tonne.
The performance stats are impressive, but the design tells its own story: Two vein-like carbon-fibre vents sit atop the hood, with F1-inspired fluting venting hot air from a hungry engine fed by that full-width grille that dominates the head-on aspect. While I’m not a huge fan of gaping maws, the design from the tip of its nose then flows satisfyingly throughout, all beginning with the elegantly expansive front end; the aesthetic truly emphasizes the car’s assertive proportions.
“The length of the hood is part of the drama of Vanquish; it’s really accentuating the wheelbase, that dash-to-axle area, showing the power and grace of the car,” says Marek Reichman, EVP & Chief Creative Officer. “The shark nose emphasizes the length to the windshield base, and the proportion that the car has, with the front wheels pushed forward, gives an assertive, almost aggressive stance.”
With those extra four cylinders adding chassis heft behind the front wheels, the design messaging is reinforced by a triangular carbon fiber side strake, reminiscent of the DBR1 racer, which carries the ‘ASTON MARTIN V12’ moniker, and probably explains why an NYC traffic officer saunters up as I crawl through the morning traffic: “This the V12, right?” he asks, the first of many people to do likewise, or give the thumbs up. This car is already bringing joy to the masses, and I haven’t even got to the best bit yet!
After escaping the city’s stranglehold, it’s time for the Vanquish to finally bring the power. And how. When it’s in regular GT driving mode, it loves to quietly saunter up to eighth gear – let’s say in true grand tourer fashion. But engage Sport mode, or the completely manic track-inspired Sport +, and rattle down to the lower gears, the Jekyll-and-Hyde transformation begins with a stab of the throttle pedal on the open highway. After a short lag, those twin turbos kick in too, which sends your heart racing even further. Make no mistake, this car is insanely fast. Suddenly, the Vanquish is less luxury tourer and more ballistic missile.
Even better, with no electric motors, no complex hybrid system, just a barking V12 ICE motor that sings its glorious song, harmonized by the turbos and echoed by a titanium exhaust, this feels like pure performance from a proper old school powerplant, the rear wheels alone are fed by an eight-speed ZF automatic gearbox located within the rear axle for optimal weight distribution.
Power is nothing without control: The Vanquish Volante incorporates the same rear E-differential used by its sibling Vanquish Coupe. Capable of transitioning from fully open to 100% locked in 135 milliseconds, the E-diff provides incredible bandwidth and benefit – which is starkly apparent when I transition to a country road from the highway. Coupled with Electronic Stability Programme (ESP) technology, it aims to ‘shorten’ the wheelbase in tighter corners by giving it rotational response to steering input. The ESP also offered Track and Wet modes; today I require neither.
On the bumps and gravel strewn surfaces, attempting full throttle means that its traction control intervenes assertively – but once you learn its rhythm, the power is progressive, and quite intoxicating. With a little right-footed finesse and forethought, all those horses remain on tap, giving you a pure beaming grin of a driving experience, just knowing that the Vanquish can leap into hyperspace mode whenever you desire.
It just wants you to do that on its terms; I did feel the tiniest hint of wheelspin in third gear while playing with throttle demands, so you still must be careful. Lean on the throttle steadily, and the revs and speedo rattle upwards almost ridiculously fast. Completely stamp on it and… well, I’d imagine a fully prepared drag racing strip would be an absolute hoot, especially with its “Boost Reserve” device engaged! On a twisting road, working progressively with the power makes driving the Volante a compelling experience. Drive like a rock ape, and I’d imagine it would eventually bite you back.
In terms of ride, the Volante feels firm yet not bone shaking. But as soon as you explore the power on offer, you realize this car requires a solid platform from which to connect with the road – to harness all that power. Handling-wise, our meandering country backroad route that took in Lake Welch, the road around Harriman State Park and eventually up to Valley Rock Inn & Mountain Club, provided challenging corners, many with blind crests – and the odd startled deer – and, at one point, a Police car completely blocking the road! The Vanquish’s carbon ceramic brake system came into its own at that point, as we followed his unexpected diversion into what felt like the middle of nowhere…
The Volante’s 50/50 weight distribution (actually superior to the Coupe’s 51/49) is aided by the location of the retractable roof, its mechanism and the safety roll bars between the rear wheels. Extra carbon fiber bracing and stiffer front anti-rollbars, plus Bilstein DTX dampers, means there’s no float that you might expect from a convertible. I found that I had to drive it really badly into a hairpin, charging the corner, to unstick the front end, but it quickly responded with grace and helped me out with the minimum of fuss.
The steering felt a tad heavy to begin with, but from that initial turn-in, your inputs can be feather-light as it smoothly gobbles up bends, giving good feedback and working especially well in tandem with trail braking into the apex, which helps if a corner suddenly creeps up on you or tightens unexpectedly. Despite its wide dimensions, it doesn’t feel like a big car on a country road or the highway – only in city traffic was I truly aware of how much of the lane the Vanquish was filling, especially when jostling for inches next to a bus or truck.
With rain showers threatening, the roof is raised for the return journey to New York City. The Volante sports an innovative K-fold roof, which can fold in 14 seconds and close in 16 at speeds of up to 31 mph, and the car still looks pretty with it in place. Due to its low height when stacked (260mm), this really doesn’t interrupt its flowing lines when it’s down either.
Two things do become apparent with the roof up: Somewhat surprisingly, the engine note resonates even more satisfyingly. With it stowed, wind noise certainly has some influence on the harmonics, although driving with the side windows up helped enormously for in-car conversation. And, secondly, one nitpick I have is that it would benefit from a rear-view camera screen, as the central mirror became slightly obscured by the soft-top’s rear window. I found myself favoring the large external mirrors, like an F1 driver – especially as they’re attached to long, carbon fiber stalks.
On a more leisurely drive back to Q, it was nice to take in the luxurious and airy cabin, which is a true two-seater, with swathes of tan leather, a low-slung driving position, and an amazing dashboard that’s shaped like an art sculpture; the Vanquish Volante truly is a symphony of British craftsmanship. The central console design features a mix of buttons and machined billet aluminum, with everything to hand with a nice touch and feel. It leads up to a 10.25” screen that features the convenience of Apple’s CarPlay Ultra system.
Aston Martin’s Q department also provides the potential for a dizzying range of colors, luxurious finishes and materials, both inside and out, made for customers to create unique configurations: “Whatever you desire, you can create – carbon infills, different leathers, you can even anodize the rotaries in different colors,” adds Reichman of the interior options.
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Of course, all the luxury and performance comes at a Bentley, Ferrari and Rolls-Royce rivaling cost. Suggested retail pricing for Vanquish Volante starts at $483,000, with the options-laden version I drove coming in at $595,300. But it’s a lot of car for a lot of money.
At one point it seemed that the Vanquish nameplate might never return, after its second-gen run ended in 2018, and there was even talk of it becoming a mid-engined supercar. The best news is that Aston Martin has chosen to retain front-engined Vanquish heritage, with a production run of 1,000 expected to be built over a calendar year, and about a third of those coming to the U.S.
Speed and performance metrics, backed up by its Formula 1 and endurance racing programs, now matters as much to Aston Martin as comfort and luxury – even for the drop-top version of this crown jewel. We should rejoice that it’s back; the Vanquish Volante is a ferociously handsome brute that makes the sports car world an infinitely better place.
