The best supercars: driven and ranked

Best for: Straight-line speed

Lamborghini finally confronted the age of electrified supercars with the Revuelto – the latest in a fabled line that includes the Miura, Countach and Diablo.

This is the quickest supercar we’ve ever road tested, and it’s a measure of the Revuelto’s success that mad speed is only the third most laudable thing about it.

Richard Lane, Deputy road test editor

While rivals shrink and turbocharge their engines to suit their new purposes, somehow the boffins at Sant’Agata kept a wonderful, free-revving, atmospheric V12 engine as part of the Revuelto’s mechanical recipe. Because, well… would a big Lambo be a big Lambo without one?

The Revuelto features the most innovative, rigid, lightweight carbonfibre spaceframe-cum-monocoque chassis that Lamborghini has designed, using it to help offset the weight of three electric motors and a lithium ion drive battery.

In total, it produces 1001bhp at 9250rpm, enabling the car to hit 62mph from rest in just 2.5sec and run to 217mph. 

At 1800kg, it's a heavy supercar, but its handling is enhanced by the technology behind its electric motors. The car simply goes right where you’re pointing it, as it screams away at real pace and stratospheric revs. Overall, the Revuelto is a deeply impressive feat of engineering.

Best for: Sheer driving pleasure

Most Porsche 911 variants are excellent to drive, but the Porsche 911 S/T takes things to a whole new level. 

The 911 S/T has a distinct, laid-back precision and verve about it that’s so rewarding when combined with the 911’s rear-ballasted, subtly oversteer-leaning balance.

Richard Lane, Deputy road test editor

Developed by Porsche's GT division, the S/T is one of the brand's most scintillating machines so far. It's an utterly magic 911, and quite possibly the greatest ever. 

Powered by a 4.0-litre flat six, (a masterpiece, in our view), the S/T unleashes 518bhp in the most slick of fashions. It'll dispatch 0-62mph in 3.7sec.

Thanks to a host of chassis and suspension changes, the 911 S/T is one of the sweetest road-going cars of its era, with accurate and responsive handling that befits even the roughest of UK roads. It's comfortable too, if a bit noisy.

Just 1963 examples of the 911 S/T will be built, the number chosen to mark the 911's debut year. The 911 S/T was launched as part of the 911's 60th birthday in 2023.

It's a remarkably exclusive car and has an initial list price of more than £230,000. That said, you'll probably spend closer to double that if you want one. Used examples command a price of nearly £500,000.

Best for: Distance driving

A few Ferrari fans fretted over the demise of the old F8 Tributo, the last pure-petrol mid-engined car to bear the Prancing Horse badge. Many thought a plug-in hybrid Ferrari would be a soulless shadow of its predecessor. 

Benign and adaptable but also wildly quick and expressive, the 296 GTB is spectacular to drive, and the V6 sounds stunning.

Richard Lane, Deputy road test editor

They were wrong. The Ferrari 296 GTB is sensationally well executed. At the heart of the car is a new twin-turbocharged 3.0-litre V6 engine mated to a 164bhp electric motor to deliver a staggering combined total of 819bhp - in what's essentially a 'mid-ranking' Ferrari.

Performance is relentlessly, savagely sensational, plus the 298 GTB will also crack a claimed 15.5 miles of electric-only range.

What's more remarkable is that Ferrari has managed to make a car with this much power and performance potential feel so approachable and engaging.

It's a remarkable supercar and shows that increasing levels of electrification don't necessarily mean diminishing driver rewards.

Best for: Off-roading

The Lamborghini Huracán Sterrato is the last and perhaps most entertaining variant of the company’s staple supercar – and that's no mean feat.

Lambo’s junior supercar has always been a congenital entertainer, never more so than in this form.

Richard Lane, Deputy road test editor

It's based on a regular four-wheel-drive Huracán coupé but has been raised by 44mm and given 25%-softer springs and an additional 35%  suspension travel at the front and 25% more at the rear. The front track is 30mm wider, the rear track is extended by 34mm and the wheelbase is 9mm longer. 

The car is clad in rugged plastic exterior trim, which you'll need when you take this stunning supercar off road. It's certainly not the most subtle car in the world, and that naturally aspirated 5.2-litre V10 – Lamborghini’s last – is as sweet as ever.

On its off-road tyres, the Sterrato has a relaxed, easy and absorbent gait to its ride that’s slightly at odds with the sharpness of the 602bhp engine and quick-shifting seven-speed dual-clutch automatic transmission. 

If it wasn't so loud, the Sterrato would definitely be the Huracán of choice as a daily driver. Its ride is immaculate, and it's well isolated, despite its uncarpeted floors and unupholstered door cards. 

As for the Sterrato's off-road ability, it feels incredibly natural on loose surfaces. Driving this supercar on dirt and gravel is as easy as driving it on road and, frankly, as intoxicating.

Best for: Braking power 

McLaren hit spectacular form when it launched the 720S in 2017. It showed that class-leading results could come from an unrelenting focus on stunning performance made usable.

McLaren claims 30% of the 720S’s overall component count has been replaced or revised for this car.

Matt Saunders, Road test editor

Be in no doubt: this was the best and most accomplished supercar on the planet for some considerable time. Not the most exciting, perhaps; not the most outrageous, either. Just the best.

This car spent years in a league of one for its neat cornering balance and taut body control twinned with a fluent, road-appropriate ride; for its superlative ergonomics and visibility; and for its outstanding tactile control feedback and linear responses, rather than class-typical hyped-up steering.

But if the 720S was the supercar of the 2010s perfected, and sweated for every detail, the 750S is… well, it’s broadly the same thing. Wonderful in all the same ways, but existing in the era of the 800-horsepower, electrified plug-in hybrid supercar, something of a particular prospect with a whiff of antiquatedness about it.

When McLaren revised this car last year, it tweaked the exterior styling. Engineering-wise, it quickened the steering rack a little here, stiffened some engine mountings there, fitted new dampers and wheels, and installed a new braking system. But it updated details, rather than making wholesale changes where they weren’t needed.

And the 750S is still great to drive – though perhaps not as technically alluring as its predecessor once was.

Best for: Agility

There was a point not that long ago when many felt Maserati was ready to be read the last rites. The Italian brand had become a shadow of its former self, with the lacklustre Ghibli and Quattroporte saloons propped up by the characterful but ageing GT models.

Yes, the MC20 has flaws. It's expensive relative to rivals and not light enough. But it’s also joyfully light-hearted in dynamic terms, thunderously characterful and versatile enough to use often.

Richard Lane, Deputy road test editor

Then, out of nowhere, it launched the sensational MC20, a supercar straight out of the top drawer. Rumoured to have started its development as an Alfa Romeo before Maserati took the reins, it ticks all the mid-engined exotic boxes.

For starters, there's a carbonfibre tub, double-wishbone suspension all round and an all-new twin-turbocharged 3.0-litre V6 engine that musters 621bhp. The car is good for 0-62mph in 2.9sec and will top out at 202mph, even if it can't match the aural theatrics of a Lamborghini V10.

Yet while the performance is on point in this company, it's the way the MC20 deals with the bits between the straights that marks it out as something a bit special.

It weighs the right side of 1500kg for starters, which in combination with the quick steering delivers the sort of agility usually reserved for fleeing gazelles. It combines this cornering dynamism with a ride quality that makes it genuinely easy to live with.

Best for: Track days

We thought the regular Porsche 911 GT3 was excellent, and then came the new Porsche 911 GT3 RS. 

Along with its stellar powertrain, this is simply an epic 911 – one capable of guiding owners down an exhilarating path they're unlikely to have before trodden.

Richard Lane, Deputy road test editor

With 518bhp and 343lb ft, the GT3 RS is a stunning technical achievement with blistering pace that includes sprinting from 0-62mph in 3.2sec. 

That huge swan-neck wing, which measures 6ft wide, provides three times more downforce than the regular GT3. It's the key to the GT3 RS's ferocious performance, along with new damper and differential controls. 

To rein in its pace, the GT3 RS also features exceptional brakes, which allow it to come to a standstill from 70mph in just 38.8m. That almost matches lighter, more aero-focused cars like the Dallara Stradale and the McLaren Senna. 

Make no mistake: this is a five-star car for track-day fans, and almost perfect for everyone else.

Best for: Devastating performance

This successor of sorts to the LaFerrari hypercar is the most powerful road car in Ferrari's history – or, at least, it was until the even more powerful XX version came along in 2023, which has now set the quickest lap time for a production car around the firm's Fiorano test track.

Those who want a better, faster, meaner-looking SF90 – and there are plenty of owners who will – should no doubt find plenty here to justify their interest.

Matt Saunders, Road test editor

It's also a plug-in hybrid that can travel for up to 15 miles on electricity alone. 

The SF90 Stradale is a very different kind of Ferrari, then. It uses a heavily reworked version of the 488 Pista's twin-turbocharged 3.9-litre V8 engine, which is complemented by a trio of electric motors that raise the Ferrari's total power output to a staggering 986bhp, allowing for a 0-62mph time of 2.5sec.

Despite the additional weight that the powertrain brings, the car is still just as grippy and devastatingly quick as you would expect a mid-engined Ferrari to be.

That said, the SF90 Stradale demands respect and concentration when exploring the area between grip and slip.