2025 Porsche 911 GTS T-Hybrid vs. Aston Martin Vantage: Has Aston Escaped the 911’s Shadow?

Aston Martin wants to be more than just the grand-touring brand. The latest 911 stands in its way—or does it?

Aston Martin would love it if you forgot, or at least revised, a few things you think you know about it. Yep—that James Bond scene you just popped into your mind, and images of Grand Touring, too. Today’s Aston Martin wants to be more than that. It wants to be known for its sports cars. It wants to move into rarefied competition on the streets with the McLarens and Ferraris of the world, just like it does on the Formula1 circuit. The new 2025 Aston Martin Vantage is proof positive of this new philosophy. “Engineered for real drivers” (emphasis added) as the company puts it. This heavily revised Vantage is stiffer and more powerful than before and retains the classic beauty and comfort Aston Martin is known for. To be clear, Aston doesn’t call the Vantage itself a supercar, but the company wants the model to help it move toward the world’s most preeminent supercar makers. There is, however, another obstacle on this path: Porsche.

The Combatants

Porsche doesn’t compete in F1, but it knows plenty about big-time racing—with more wins, for instance, at the 24 Hours of Le Mans than Ferrari, McLaren, and Aston Martin combined. As far as road cars are concerned, the German manufacturer already has a car—the 911—that does just what Aston hopes to do in terms of performance. It has long been the default choice for well-heeled enthusiasts looking for a car that’s as comfortable commuting during the week as it is carving up canyons or racetracks on the weekend. It’s a driver’s car that delivers an exceptionally engaging experience without much in the way of compromise.

The new 2025 Porsche 911 Carrera GTS T-Hybrid is proof positive. Quicker and more efficient while being a bit heavier than the version it replaces, the new GTS packs serious punch. Aside from the usual long list of Porschenyms (PDCC, PASM, PCCB, PDK), the car’s new hybrid powertrain is key to what makes it work. Designed purely for better performance (the aforementioned efficiency boost is a side benefit), it pairs a new 3.6-liter flat-six engine with a small frunk-mounted battery and both an electrically driven turbocharger and a small permanent-magnet motor hidden in the car’s eight-speed dual-clutch automatic transmission’s bellhousing, for total peak system outputs of 532 hp and 449 lb-ft of torque. The “how” of it all is fascinating, but we care less about that in this context and more simply about how it makes us feel up against Aston’s latest.

Make no mistake: When it comes to the Aston, you dismiss Gaydon’s latest at your peril. Aston Martin did its homework and applied it well to the 2025 Vantage. Faced with the loss of its homegrown 690-hp V-12, the company asked its Mercedes-AMG partners for more from the M177 V-8. Thanks to larger twin turbos, a compression-ratio boost, new cams, and improved cooling—aided by the Vantage’s striking new nose—power from the boosted 4.0-liter V-8 rises hugely from 503 hp and 505 lb-ft to 656 hp and 590 lb-ft of torque, paired with an updated eight-speed ZF automatic. Aston also heavily reengineered the Vantage’s hardware and software to take full advantage of the newfound power. It stiffened the chassis and suspension mounting points, fit the car with adaptive hydraulic dampers, improved its electronic power-steering rack for more immediacy and feel, and upgraded the optional carbon-ceramic brakes (which, like the Porsche, our test car was equipped with). On the software side, a new electronic rear differential pairs with a new “active vehicle dynamics” stability-control system to boost driver confidence and the car’s performance in tandem.

Is that all enough for the 2025 Vantage to leapfrog the Porsche 911 GTS into the upper echelon of supercars? We investigated three categories to find out.

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Motor Trend Group | Sep 5, 2024

The Numbers

It doesn’t seem like a fair fight on paper: The Vantage outguns the 911 GTS T-Hybrid by 124 horses and 141 lb-ft, boasting 5.9 pounds per horsepower versus 6.8 pounds per horsepower for the Porsche. And yet in every single instrumented test we conducted, the rear-engine, rear-drive 911 reigned supreme. The Vantage’s 3.4 second 0–60-mph run is impressive in a vacuum, but the 911’s 2.6-second best is simply staggering for a rear-drive car—making it the seventh-quickest rear-drive car we’ve ever tested, behind contemporaries like the Corvette Z06 Z07 and McLaren 720S, the most recent 911 GT2 RS, and hypercars like McLaren’s P1 and Ferrari’s LaFerrari and 296 GTB Assetto Fiorano.

The 911 GTS’ quick start helped it hang onto the lead in the quarter mile, posting a 10.7-second time at 129.7 mph. The new Vantage, like other Aston Martins, is at that point just beginning to find its second wind—posting an 11.2-second time at a faster 132.0 mph. Aston says it’ll go on to reach a 200-mph top speed compared to the Porsche’s 194 mph. Who doesn’t enjoy bragging to their friends and family that their car can hit the big 2-0-0?

This paradigm continued to play out in the rest of our testing: The Vantage posted impressive figures, but the 911 GTS just accelerated quicker, braked harder, and cornered with more average g. You can find the whole breakdown in the chart at the end of this story.

The Feelings

Yes, objective testing data is important, but the way cars like the 911 GTS T-Hybrid and Vantage make you feel is a hugely important point. After all, neither serves what anyone will objectively call a pragmatic purpose. No, they’re about pure passion, smiles, and fun.

The Aston Martin claws back much ground here, even before driving an inch. Shorter, wider, and lower than the 911, it is simply stunning to look at. At one unscripted moment during our photoshoot, photographer William Walker and executive editor Mac Morrison simultaneously said to no one in particular, “Damn, that is a great-looking car.” Classically proportioned with a long hood, Coke-bottle hips, and a short rear deck, it has the presence—especially in this radiant green paint—of an even more expensive vehicle than its already spendy $264,300 as-tested price suggests. The new interior Aston fit to the 2025 Vantage cements that feeling, with rich leather, a beautiful mix of materials, a surprisingly snappy homegrown infotainment suite, and a general air of “I made it.”

Somehow, the Vantage is even better to drive than it is to look at. Its updated engine deserves much of the credit. It’s a bit bewildering at first hearing what’s so clearly a Mercedes V-8 barking out of the Aston’s tailpipes. But considering even the king of England has German ancestry, you get past it quickly. Besides, there’s no denying Mercedes has mastered the high-performance twin-turbo V-8, with the hot-vee setup helping to the Aston deliver its power linearly, thus making it incredibly easy for you to modulate the throttle properly.

Almost incredibly, the Aston’s power is accessible to the driver thanks to a chassis and steering team that worked together well with the company’s software engineers. Up front, the coupe’s nose lacks the lightness you typically expect from a British sports car, but it still responds quickly for a front-engine car. There’s a hint of understeer to be had here if you overdo it on corner entry, but the Vantage is easy to correct and bring back in line, thanks to easy-to-modulate brakes and a torque-vectoring rear axle that rewards drivers who like to steer with the gas pedal. Brand loyalists worried about losing the comfortable ride Astons typically have, fear not. Though firmer than before, the new Vantage rides well even in its most aggressive damping setting, and it isn’t upset easily when on-power over pockmarked pavement.

This is the type of setup that might at first seem intimidating but gets better and better as you build your confidence and realize how much performance and grip is available. This isn’t the type of Aston that will easily step out and embarrass you.

If we have a nit to pick, it’s with its eight-speed automatic. The transmission generally makes smart decisions when left to its own devices, amping its upshift aggressiveness in Sport Plus or Race modes and letting the manic V-8 run to its 7,000-rpm redline. However, its downshifts can be slovenly in those same drive modes, sometimes seeming to “forget” to downshift when coming hard into a corner, bogging the engine as we wrapped around the bend. The car’s paddle shifters help somewhat here if you go for manual actuation, but even then, the Vantage wasn’t always as responsive to downshifts as we’d have liked.

The Porsche presents a stark contrast. For many, if you’ve seen one 911, you’ve seen them all. That’s somewhat fair to say with our Guards Red Sport Design-package-equipped GTS. Though the new 911 Carrera GTS T-Hybrid sports some subtle visual and functional changes, they’re of so little consequence that only Porschephiles will really notice—or care—especially after driving it.

Regardless, it is, in a word, fantastic. First the familiar: Like all recent 911s, this new one is as rewarding at its driver’s limit as it is at its own. Its chassis, steering, suspension, and tires all speak constantly to you through the pinpoint-precise steering wheel and seat bottom, seeming to tell you exactly where you stand on the performance envelope. The brakes too, are phenomenally effective, with near-instantaneous response and plenty of stopping power.

You need it, too, because the GTS T-Hybrid’s powertrain is why-haven’t-we-been-doing-this-for-years good. The little 53-hp motor in the PDK’s bellhousing provides instantaneous forward thrust while a separate motor spins the turbocharger up to 120,000 rpm and the engine takes over. The result is explosive yet smooth acceleration that feels like it never falls off boost, even occasionally overwhelming the rear tires like 911s of yesteryear. And try as we might to find any hybrid weirdness here, there is none—if Porsche hadn’t told us about its “T-Hybrid” system, we’d have been none the wiser to its existence other than information displayed about it on the instrument cluster. Everything in the 911 GTS is immediate and organic—happening right now, feeling ever so slightly quicker than the Vantage does. The new 911 GTS experience, combined with the insanely quick dual-clutch transmission and the car’s pure poise is so good that we struggled once again to wrap our minds around how Porsche keeps improving the 911 generation after generation.

The People

This isn’t typically part of our comparison tests, but these aren’t your typical cars, either. Every Friday morning like clockwork, the abandoned parking lot of Newcomb’s Ranch deep in Los Angeles’ San Gabriel mountains fills with the sorts of cars enthusiasts dream about. A cars and coffee event in and of itself would normally be insignificant, but the “Good Vibes Breakfast Club,” as it’s known to the regulars, isn’t an experience hosted by a brand interested in selling its wares. It’s an organic community car gathering held miles deep into mountains away from civilization, along one of Angeles Crest Highway’s hundreds of curves, filled with everything from Detroit muscle to JDM imports to mid-engine Italian exotics. These would be the perfect people for our final test: curb appeal.

Again, purchasing a $200,000 car is an emotional choice. Our cars, whether we like it or not, tell the world a little about us and what our interests are, just like a Yankees hat, Prada bag, Carhart jacket, or cowboy boots might. To boot, it was quite interesting to witness the impact these cars had on fellow enthusiasts.

“The Vantage is so much sexier than the 911,” one Toyota Supra owner said. This quickly became a common sentiment. “I’m a Porsche guy, but I will say Aston is making some of the best-looking cars,” a 996 911 Turbo S owner commented. Another offered, “It looks like a $250,000 missile in a suit. It’s ungodly rowdy for no reason.”

Yet even while acknowledging the Aston’s sheer beauty, others predicted the Porsche might be the better driver. A Honda S2000 owner thought the 911 would be easier to live with. As someone else put it, the GTS is just a “tighter-looking car; it looks ready to rip through the canyons.”

But it was a Cadillac CT5-V Blackwing owner who really dropped some enthusiast-in-the-street wisdom on us: “I always feel every sports car wants to grow up and be the Porsche.” When asked what Aston needs to do for the Vantage to be considered in the same class in this enthusiast’s mind, he spread some advice we could all probably apply in one form or another to our personal lives. “The Aston’s a little heavier, very comfortable, has lots of power, but it’ll never be the 911. It doesn’t have to be. It’s in its own class, and it’s probably at the top of it.”

Making the Tough Call

This CT5-V owner vocalized a thought that crossed our minds, too: We like Aston Martin just as it is. Thankfully, in sharpening the Vantage’s edges, Aston didn’t ruin what we love about the marque’s cars. The new Vantage is by far sharper and more rewarding to drive, but it still retains much of the grand-touring comfort and all the classic style we expect from it. With the 2025 Vantage, Aston Martin has moved into the true driving enthusiast realm—it now does it all. So in terms of what Gaydon set out to do with the model and what it represents as Aston pushes performance across its lineup, the Vantage succeeds.

So does the new 2025 911 Carrera GTS T-Hybrid. We find it a bit annoying having to keep coming up with new ways to extol the virtues of Stuttgart’s latest. Based on how many times we’ve been called PorscheTrend in letters and e-mails, many of you are annoyed, too. Yet we’d be remiss not to reward Porsche for the black magic it worked on the latest 911. It’s sharper, more immediate, and more engaging than any 911 GTS that’s come before it; it’s so good, it has us scratching our heads as to why anyone might want a GT3 or Turbo over the T-Hybrid, other than customers who do loads of track days or cover loads of miles on unrestricted stretches of autobahn.

So just like we won’t forget the James Bond of-it-all, we won’t forget the 2025 Vantage or 911 GTS Carrera T-Hybrid for some time, if ever. Driving each delivers wondrous joy. We prefer the Porsche over the Aston Martin when it comes to the bleeding edge of pure driving responses and feedback, but there’s no doubt both carmakers can consider their work here as a mission accomplished.

Second Place: 2025 Aston Martin Vantage

Pros

• Stunning to look at
• Great performance
• Already a good driver’s car, it’s now a great one

Cons

• Not as scalpel-sharp as the 911
• Transmission tuning could use some work
• Brake feel not quite as good as the Porsche

Verdict: Aston Martin’s special sauce shines through in this notably better-performing Vantage as the company massages its priorities.

1st Place: 2025 Porsche 911 Carrera GTS T-Hybrid

Pros

• V-8-like power delivery
• Sharp as a tack
• Arguably the best do-it-all 911 for the road

Cons

• Far more anonymous than the Aston
• Explaining how it’s different than other 911s for the thousandth time
• Listening to old Porsche dorks whine about the fact it’s electrified

Verdict: So good that it might render other 911s pointless for most buyers

Christian Seabaugh

I generally like writing—especially when it’s about cars—but I hate writing about myself. So instead of blathering on about where I was born (New York City, in case you were wondering) or what type of cars I like (all of ’em, as lo

Why Our BMW M2 Is the Perfect Road-Trip Car

Cities, mountains and deserts are all home turf for our yearlong review M2.Christian SeabaughWriter, Photographer

Oct 07, 2025

Ten years ago this past summer, my partner and I tied the knot, later driving off to the sunset-lit shores of Lake Tahoe for our honeymoon in a Mercedes-Benz Sprinter 4×4 that our wedding party lovingly christened “the Sea Bus.” Seeking to celebrate a decade of partnership, we decided to revisit Lake Tahoe for a week of lakeside fun. Just as the Mercedes was perfect then, our yearlong review 2025 BMW M2 ended up being a similarly perfect fit.

We split our journey down memory lane into three parts: The first leg would take us up from Los Angeles to San Francisco via freeway; the second across the Gold Rush–era mountain towns of the Sierra Nevada, to Tahoe; the third would see us down through the vast expanse of Death Valley on the way home. During those three legs, we came to the realization that for a family of two, the M2 is one heck of a road trip car, maybe one of the best.

Stress-Free Interstate and Urban Travel

At risk of eating my words, I think I discovered our M2’s absolute limit when it comes to space for people and things during our first leg from SoCal up to San Francisco, where we were planning to spend our first few nights with friends and catch a concert. We stuffed a large rolling suitcase, a carry-on-friendly duffel bag, a large backpack and handbag, a couple shopping bags of gifts, and another couple filled with food into it. Oh, and our 60-pound dog, her food, and, of course, her toys. It was … a lot of stuff, requiring us to temporarily slide the front seats forward to utilize space on the rear floor. Had we had one more bag, one of us would be riding on the roof. And it probably wouldn’t have been the dog.

Despite running out of space, the M2 made what would’ve otherwise been a sinfully boring 400-mile jaunt up California’s spine easy. With the engine happily spinning at around 3,000 rpm in sixth gear at 75 mph, there’s always plenty of torque on tap to pass slower traffic without having to bother downshifting, while the automatic rev matching gave me one less thing to manage while dealing with traffic, which slowed to a crawl as we approached the Bay Area. The only things I wished for from the Bimmer were radar cruise control (only available on automatic M2s) and perhaps a little more refinement in its lane keep assist settings—I couldn’t quite find the goldilocks zone between not enough and too much assist.

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Motor Trend Group | Sep 5, 2024

Curvy Mountain Climbs? No Problem

The few days we spent in San Francisco in our M2 were a blur, but not because of any high speeds we were traveling. Instead, the BMW seamlessly blended into the scenery of driverless cars, trolleys, and cyclists. Its small size made it easy to park and maneuver around denser areas of the city, its trunk gave us valuable covered storage that some competitors lack, and the automatic hill hold function helped take the stress out of driving a manual transmission car in one of the hilliest cities in the nation.

Even so, we couldn’t wait to get out of the city. Cutting through towns like Placerville (formerly known as “Hangtown”) and Coloma, our route was stunning in its beauty. Tall pines and granite blurred past as we wound through Gold Rush towns en route to Tahoe. Here, the roads twisted and turned along the banks of the American River and its pioneer-era wagon tracks. Two westbound and a single eastbound lane up steep, curvy roads made for slow going as traffic stacked up behind big rigs and weekend traffic. I lived for the “Passing Lane Ahead” signs. As we neared, I’d toggle the bright red M1 button on the left side of the steering wheel, which cued up one of the custom drive modes I created: Sport Plus on the engine, Sport on the brakes and suspension, auto rev-match off (I’ve set up M2 to be more aggressive still). Then it’s simply a matter of heel-toeing down to third—this gear seems to cover everything given the stoutness of the Bimmer’s twin-turbo straight-six—and weaving down the passing lanes as we cut our way through the traffic.

As I was in this rhythm, I grew to really appreciate the M2’s exceptional chassis control and brake feel. The brakes are completely by-wire, but they feel natural underfoot with plenty of stopping power to slow back down as the passing lanes end, while the chassis easily handled left and right transitions as well as the all-too-common ruts caused by heavy trucks and heavier winters. Before we knew it, we’d cleared the biggest holdup of the day—an overloaded school-bus-turned-camper—and had the rest of the ribbony stretch of asphalt to ourselves until we were greeted by Tahoe’s deep blue shores.

Goodbye Boredom

Our time in Tahoe was primarily spent languidly lounging at the beach, so the M2 rarely got a workout beyond crawling through South Lake Tahoe’s traffic. It was there that we noticed how much our filthy car was starting to develop bad brake squeals. A quick search on BMW forums revealed that the high-performance brake pads on the M2 can cough up a lot of dust, coating the rotor (indeed our wheels looked positively copper after our run from Los Angeles to Tahoe). A quick car wash solved the problem immediately, which was good because it turned out we’d need the M2 in peak shape for our journey back home.

U.S. Route 395 in California traces the Owens Valley, framed by the 14,000-foot-tall Mount Whitney and the rest of the Sierra Nevada on the west, and the White and Inyo Mountains on the east, with the famed Panamint and Death Valleys lying just beyond. Normally I’d take a straight shot home after such a long trip, but considering the beauty of our route on the way back and the plentiful good roads, we decided to take the long way, detouring to hit any interesting squiggly spot on the map we saw.

I’m glad we did. I’ve driven 395 countless times, yet our journey home allowed me to see parts of our country I’d never seen as I further explored just how exceptional our M2 is to drive in the process. Our first detour was relatively soon into what’d become our 11-hour trip home. Once clear of the distinctive Tufa towers of Mono Lake, we detoured into the June Lake Loop, a short, 16-mile jaunt that traces three subalpine lakes and their respective small towns nestled in a little valley of their own. The roadways were pristine and the scenery gorgeous, though they presented precious few opportunities to stretch the M2’s legs. An interesting aside for the history nerds and treasure seekers out there: Legend has it gambling was rampant in the area during the 1930s to help entertain (aka fleece) the workers building the aqueducts leading down to Los Angeles. When rumors of a raid by the state swept through, local merchants scrambled to dump their slot machines into the lakes, which people still search for today.

After a more somber detour to the Manzanar National Historic Site, where thousands of innocent Americans of Japanese ancestry were imprisoned during World War II, and exploring Alabama Hills, a favorite shooting locale for old Hollywood, we detoured into the Panamint Valley toward Death Valley.

“Star WarsCanyon”—officially Rainbow Canyon—is known for acrobatic low-level military flights through the area, but I’m surprised I haven’t heard many enthusiasts talk about it. With a twisting strip of graying asphalt that mimics the adjacent canyon that fighter jets rip through, the roadway is a roller-coaster ride, with frequent elevation, direction, and speed changes. It was a stretch that really highlighted how well balanced the M2 is, with its meaty powerband that makes the most of every gear, its strong and consistent brakes, and a nose eager for the next transition. At the end of the canyon there was a roller-coaster-like drop, the road descending 2,600 feet into the Panamint Valley.

It’s easy to be lulled to sleep on what are effectively 50 miles of arrow-straight roads and unchanging desert scenery. In fact, after at least six hours in the car at this point, that’s just what my wife did. Without a waking soul in sight (though keeping in mind she’s a light sleeper), I put my foot down and we rocketed across the valley. As our sustained speed rose, I was pleasantly surprised by how stable yet responsive the M2 felt, even when left in its default comfort configuration. The suspension and chassis were never upset by varying pavement quality; it smoothly slowed down for patchy spots, and the engine is so torque rich that by the end of our valley sprint I was simply lugging the BMW back up to speed in sixth. My wife’s first words when she woke up a couple hours later near the MotorTrend test tracks? “Oh, yay, we’re almost home.” I’d argue we never left.

More on Our Long-Term 2025 BMW M2:

• Are We Going to Regret Our PVOTY Choice?
• Our 2025 BMW M2: Tested!
• The Long Way
• The One Way Our M2 Is Like an EV
• You’ll Never Guess What Fits in Our M2
• Here’s How BMW Decided To Offer This Sweet Purple Paint
• Is Our M2 Better Than an Audi RS3?

Editor’s Letter: Picking Winners

Behind the scenes at 10Best.By Tony QuirogaPublished: Dec 3, 2024Save Article

Greg Pajo|Car and Driver

From the January/February issue of Car and Driver.

Allow me to introduce you to our 10Best content by sharing some of the planning, dealings, and thinking that went into it. A little of how the sausage is made, or, to put it in automotive terms, how the limited-slip additive is made.

The 10Best issue you hold in your hands is the product of months of preparation and stress. Planning begins in June, when a few senior editors meet with our managing road test editor, Becca Hackett, to create a list of what vehicles are new or significantly refreshed. Emails eventually go out to the brands’ communications departments. Upon receiving their invitation to the dance, the capable and confident PR pros are ready to do every part of the Cha Cha Slide, even the Charlie Brown, to ensure that their vehicles arrive on time to our testing venue outside of Ann Arbor, Michigan. Unfortunately, a few automakers employ people who don’t seem to understand competitions. It’s also possible that they realize their car is deeply disappointing and stay away to avoid embarrassment.Greg Pajo|Car and Driver

Thankfully, the vast majority get it, resulting in this year’s bumper crop of 98 test cars, trucks, SUVs, and vans—we misplaced only one key, and it was in my pocket. Over two weeks, the editorial staff and a few trusted freelancers circulate through the returning winners to set a baseline and get into the new stuff with an eye toward what might unseat the incumbents. That’s what makes 10Best different. The winners return to defend their position on the list. Our big award is the best of the automotive market, not just the best of what’s new.

The 13.5-mile loop about 30 minutes from our office remains a mix of patched pavement, fresh blacktop, confused deer, and blind corners that heave over rolling hills. Every vehicle has a chance to make a mark on us. Some succeed, some succeed for the wrong reasons. We gather for lunch to compare notes and pore over the ballot. We discuss pricing, value, and if we’d make the leap from enjoying to owning. Our price cap remains at $110,000 this year, but we continue to posit that making an inexpensive vehicle great is much harder than producing an expensive one. Occasionally an argument breaks out and we settle them by going back out for a drive to see if the initial impression was the right one. In the end, a list emerged of 10 cars and 10 trucks, SUVs, and vans that knocked our hats into the creek, to paraphrase former editor-in-chief David E. Davis Jr. Check them out here, and here.John Roe|Car and Driver

I won’t give you the entire list here, that’s for the rest of the team. I will provide one spoiler: The Ford Ranger Raptor is on the 10Best list. Everyone’s Stetsons were soaked after a drive in the Ranger Raptor. It was dubbed the Michigan Miata for its playful nature, quick moves, willing engine, and ability to turn on the serotonin. Seemingly designed for the scablands that we call roads here in the Mitten State, the Ranger Raptor’s suspension—crude solid rear axle and all—makes Michigan’s DOT seem a lot better at road maintenance than it is. This Ranger also delivers cornering joy and sports-car-like acceleration. Ride and handling in a pickup? The Ranger Raptor puts a sports-car-size grin on your face.

Maybe I’ve revealed too much about the ministrations behind 10Best. Maybe I shouldn’t have given up the Ranger Raptor’s win, but the annual 10Best list has me excited. If I keep writing I know I’ll reveal more, they’re all too good to keep to myself. Instead, I’ll stop here and leave you with the knowledge that limited-slip differential additive used to be made from spermaceti, also known as sperm-whale oil. Moby Dick in your differential. Bet you didn’t know he was the Mob in Mobil 1. Okay, I made up that last part. Enjoy 10Best.

Read 10Best Cars

Read 10Best Trucks

Tony Quiroga

Editor-in-Chief

Tony Quiroga is a 20-year-veteran Car and Driver editor, writer, and car reviewer and the 19th editor-in-chief for the magazine since its founding in 1955. He has subscribed to Car and Driver since age six. “Growing up, I read every issue of Car and Driver cover to cover, sometimes three or more times. It’s the place I wanted to work since I could read,” Quiroga says. He moved from Automobile Magazine to an associate editor position at Car and Driver in 2004. Over the years, he has held nearly every editorial position in print and digital, edited several special issues, and also helped produce C/D’s early YouTube efforts. He is also the longest-tenured test driver for Lightning Lap, having lapped Virginia International Raceway’s Grand Course more than 2000 times over 12 years.

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