Robb Review: McLaren 765LT Spider
This supercar is super-fast and super-likely to eat drivers who refuse to handle it with care.
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You might well own a supercar. In which case, good for you. Because you’ll have had time to get used to how violent and intimidating it can be to drive—and to build up your bravery to the point where you can at least see the edges of its vast performance envelope.
Imagine what it’s like, however, to be given just a few hours to attempt to push, poke and generally annoy one of these angry beasts because it’s your job to evaluate and write about them.
Here’s what that’s usually like. You spend the first few hours of your relationship being very, very careful indeed, and trying hard not to think about the purchase price. You leave all the sporty settings off and, a bit like approaching a vicious-looking dog, you try to work out just how likely it is to bite you.
The initial impressions from the McLaren 765LT Spider are a little daunting. Yes, it’s a convertible, and that often means it’s a bit of a poseur’s supercar, and certainly not one built for the track, but it takes about 10 seconds to realise that the is different in this respect.
Everything is brutally firm—the floor under your feet, your seat, the ride—and everything you look at or touch, even the steering wheel, seems to be made of carbon fibre. Even the way you sit in the car, the driving position, makes you feel like you’re in a single-seater race car of some kind.
The way it steers—darty, right on the edge of being too sharp—and stops, using its huge carbon ceramic discs with six-piston callipers at the front, and four-piston units at the rear, also feel far closer to the kind of track-only vehicle that wouldn’t be allowed to wear registration plates.
Then there are all the buttons, which activate the kind of aerodynamic activity normally only seen on F1 cars when the DRS is allowed. Brake even a little hard in the McLaren, quickly check your mirrors to make sure that no mere-mortal car is about to rear-end you, and you’ll realise you can’t see a thing in the rear-view mirror. (The designers might well argue that you don’t need to see what’s behind you in a McLaren, because nothing is ever going to catch you.)
The active aero on the rear wing means that it swings into position, blocking out everything behind you, while also providing massive downforce so that, even if you are nailing the brakes into a high-speed corner at the Nürburgring—which is where it feels you should be—you’ve got incredible grip, and the front end feels nailed to the ground.
Other buttons allow you to switch between “Comfort”, “Sport” and “Track” settings for both performance and handling. But here’s the unusual thing. While I generally always start out at the “Comfort” end and then force myself to progress to the “Track” side of things, in the case of this spectacularly insane 4.0-litre twin-turbo V8 McLaren, I never once dared to go beyond “Sport”.
The other thing that usually happens over a day or two with a car like this is that you build up to actually pushing the throttle flat to the floor. Sure, in a VW Golf R, or even a Porsche, you might be willing, and safe, to go the full beans immediately, but supercars are more like wild horses, and if you kick them too hard before you’ve gotten to know each other, it can go badly.
Again, however, I’m slightly ashamed to say that I never, ever managed to flatten my right foot on the accelerator in the 765LT, although I sure hit the brake pedal pretty damn hard. And, I must say, the stoppers are fantastic; both hugely effective and with truly excellent feel and modulation. They also have to work a lot harder than most brakes.
Now, I’m not about to suggest that this McLaren is too fast for public roads, but I might at least float the theory that the way it delivers its power—like a punch to the face, or a bullet to the temple, even—is a little too daunting for anyone who isn’t a professional racing driver.
The 765LT has a lot of power at its disposal, 563 kW and 800 Nm, but hey, that’s what modern traction software— no doubt developed by some of the smarter people who work for the brand’s F1 team—and huge, fat, sticky tyres are for. And yet no, because McLaren has made the crazy brave decision to attempt to put all of the mumbo to the ground through the rear wheels alone, and the result is sensory overload, and the need for brown pants.
Apply even three-quarter throttle in this car and not only are you smashed back into your rock-hard race seat, but you are forced to grip the thin, sexy carbon-fibre-laced steering wheel a little tighter as you get the sensation that the tyres are about to give up and start crying. Or explode.
There’s literally a scrabbling sound as the rubber tries and fails to push all that power into the ground and then, naturally, one of them gets more grip than the other and the back end starts to step out. All the while little computer-generated lights flash on your dash, no doubt saying “I give up”.
And remember, this was not full throttle, and the road was dry. The next day, when it was raining, I stayed in the house, peeking through the blinds and hoping no one would notice that I was too scared to go out and drive the beautiful-looking car on my driveway. I can only guess that at full throttle, in the wet, you would spin in a circle on the spot and go nowhere at all, or that you would end up buried nose-first in the fifth floor of the nearest building.
Again, I’m not one to complain about power and speed, and as long as you are cautious, and feather the throttle appropriately, the 765LT is a staggeringly hilarious and hugely involving car to drive. You need to be a bit careful, yes, but you can still have a metric shit tonne of fun driving it, and scaring the wits out of your passengers.
Indeed, it has the entertaining ability to put you wherever you want to be— 500 metres up the road, around the next bend—as soon as you think about being there. It’s quite the party trick.
The handling and the downforce in particular also make it an absolute weapon to throw around corners, and the way it shifts gears, when you choose to use the carbon-fibre (of course) paddles on the wheel, is a particular hoot. Each shift feels like a somehow pleasant punch in the back, and if you get the revs just right on your downshifts you’ll also get to make what sound like gunshots come out of the exhaust pipes, even as they spit fire.
In the previous McLaren LT I drove, those pipes were almost vertical and right behind your head, which meant you could enjoy the fire show with your rear-view mirror, but sadly the big quad pipes on this Spider are a bit more sensibly placed—perhaps so they don’t melt the folding roof panel (which I would never use, as it sounds so much better with it off, and I’d never drive in the rain anyway, too scary).
What has not changed is that the LT badge defines a McLaren that sounds like a proper supercar should. For too long, McLaren got almost everything right about making extremely hyper, exciting cars, except the noise. They sounded a bit like photocopiers, or perhaps something less interesting. But it seems that the engineers heard the complaints because this particular twin-turbo V8 makes properly sonic booms and the kind of crack-bang explosions that annoy neighbours you’ve never even met yet.
In terms of styling, those giant exhaust pipes halfway up its rear end are certainly eye-catching, but otherwise, there’s something that bugs me slightly about it.
Perhaps the fact that it looks a bit like a bug, from some angles. Still, I love the doors and there’s no denying that it’s something of a visual event, from every side, and even from a distance.
The spartan interior approach that McLaren likes does still set it apart from its Italian competitors, however. There’s not a lot of expensive feeling, or smelling, leather in the 765LT’s interior; it’s all business, all the time, and that business is going very fast indeed.
All of which does make me wonder why they make a convertible version. Yes, it’s nice that you can have even more of that over-the-top noise in the cabin with you, but cutting the roof off any vehicle is going to involve compromise. The Spider manages to weigh just 49 kilograms more than the 765LT coupe, which is impressive, but a lot of weight-saving tech went into keeping that number down, including thinner windows, titanium exhausts and lighter suspension parts and wheels. The roof itself is one piece of snazzy carbon fibre and it can be raised or lowered in just 11 seconds, at speeds of up to 50 km/h (at which point a McLaren feels like it’s crawling).
Most impressively of all, the Spider loses nothing in the speed stakes to its hard-topped brother, as both can hit 100 km/h in 2.8 seconds, and a top speed of 330 km/h. I have absolutely no doubt about its ability to do so. Sadly, only 765 examples of the 765LT will be built worldwide, so if you’re the kind of person who likes to wrestle crocodiles and pours piranhas into your cereal bowl of a morning, you’d better slap your deposit down fast. This incredible, hugely memorable wild machine can be yours for $684,900. I wish you the very best of luck.
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First Drive: Bentley’s Flying Spur Speed Is a Muscular Heavyweight That Sets a New Benchmark
The most cumbersome part of the marque’s most powerful sedan to date is perhaps the infotainment system.
By Jaclyn Trop
December 1, 2024
Porsche Design Tower Bangkok in Photos
The automotive icon has announced plans for a 21-story residential building in Thailand. Set for completion by 2028, the 21-story building will house 22 “Sky Villas” priced from $23 million to $60 million.
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First Drive: Bentley’s Flying Spur Speed Is a Muscular Heavyweight That Sets a New Benchmark
The most cumbersome part of the marque’s most powerful sedan to date is perhaps the infotainment system.
“Remember, it’s 25 years in jail for damaging a cactus,” warns Wayne Bruce, communications czar for Bentley Motors Limited, as he tosses us the keys to the marque’s newest and most powerful four-door ever, the fourth-generation Bentley Flying Spur Speed. Sufficiently admonished, we’re set loose from the veranda of the Four Seasons Scottsdale and into the foothills of the Sonoran Desert. We have no plans to damage local flora, but beneath the sophisticated lines and refined amenities of the vehicle lurks a beast begging to be unleashed on this cacti-flanked thoroughfare.
Bentley’s Beyond 100+ strategy, geared toward greater sustainability, has a number of components underway as incoming CEO Frank-Steffen Walliser takes the helm. Primary among these is the brand’s first all-electric model, due in 2026. The Flying Spur Speed—a Dr. Jekyll-and-Mr. Hyde of a car—is a bridge between the old Bentley and the new, a model variant that must compensate for the loss of its W12 engine.
The new all-wheel-drive Flying Spur Speed comes equipped with a plug-in-hybrid power train comprising a 4.0-litre twin-turbo V-8 and an electric motor. The pairing delivers a total of 574 kilowatts, an acceleration time of zero to 96 kph in 3.3 seconds, a top speed of 284 mph, and 75 kilometres of electric range. It’s also the first Flying Spur to get four-wheel steering.
My driving companion, Kristin, and I depart the hotel in Bentley mode, the automaker’s eponymous default setting, and—first things first—begin scrolling through the manifold touch screen controls to customise the individual climate and postural settings for our quilted, hand-stitched leather seats.
The car purports to “measure and maintain the perfect body temperature via zoned heating and ventilation.” It shouldn’t take long for the Flying Spur to learn about us. I tend toward freezing, whereas Kristin veers the other way, mentioning, “I’m a 53-year-old woman. I’m always hot.”
At least the functionality should eliminate any fighting over climate control. But we are equally intrigued by Bentley’s twist on seating comfort: a postural adjustment feature that the automaker claims “soothingly and seamlessly varies the pressure on the occupants’ muscles throughout their journey” to minimise fatigue. This sounds promising. As our route to Sedona and back is a circuitous mix of surface streets, highways, and twisty canyon roads, the prospect of traveling the 482 miles without a nap seems unlikely.
“Sitting consistently the whole time—that’s what gives you a numb bum,” says Bentley spokesman Mike Sayer, explaining more about the seating system. “It’s about blood flow. If that seat is very slowly changing shape underneath you, that [numbing] never happens.”
A look at the V-8 engine inside Bentley’s hybrid Flying Spur Speed.
The 4.0-litre twin-turbo V-8 pairs with an electric motor for a combined output of 574 kilowatts James Lipman, courtesy of Bentley Motors Limited
Leaving Scottsdale, Kristin and I get to work, so consumed with jabbing at the car’s cumbersome, 31 cm touchscreen that we hardly notice the car seems to be doing the driving for us. “Cruise control isn’t engaged?” I asked. “No,” Kristin replies. “I’m not even touching the pedals.” Yet there are no preternatural powers at play here, as this particular street features a long, imperceptible descent that requires no throttle input, a fact we learn only later.
James Lipman, courtesy of Bentley Motors Limited
That, though, is the point of the Flying Spur Speed. Like its two-door Bentley Continental GT Speed sibling, it benefits from the automaker’s most advanced chassis ever. On exhibition is Bentley’s suite of performance enhancements that includes the aforementioned four-wheel steering as well as active all-wheel drive, torque vectoring, an electronic limited-slip differential, and twin-chamber air springs.
“Then we have our little secret weapon,” says Bruce: a twin-valve damper sitting within the air springs. The independent control over compression and rebound damping means that Bentley can improve the Flying Spur’s Comfort mode without sacrificing performance.
James Lipman, courtesy of Bentley Motors Limited
As we near Sedona, we toggle between chassis settings, observing for differences in ride quality. We alternate between Comfort, which loosens the dampers to absorb bumps on the road, and Sport, which stiffens the suspension and uses active all-wheel drive to send more power to the rear axle. We also drop it into EV mode, which activates at speeds up to 140 kph. And best yet, plugging in is optional. The new Flying Spur comes with a charge mode that allows the engine to fully replenish the battery even while driving.
This new dual-character Bentley leaves us with no reason to bemoan the loss of its gas-guzzling W12 engine. True, the hybrid version is heavier, but it delivers a surprisingly nimble yet planted ride, and requires less time spent topping off the tank.
Kristin and I had no qualms about the performance—even though I did find the postural adjustment at times abrupt and bordering upon naughty—but considered the car’s main kink to be the infotainment system, which shut off the navigation just before important turns, obfuscated the menus we wanted, and continually stopped its job to nose its way into our private conversations. Didn’t we almost have it all?
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Porsche Design Tower Bangkok in Photos
The automotive icon has announced plans for a 21-story residential building in Thailand. Set for completion by 2028, the 21-story building will house 22 “Sky Villas” priced from $23 million to $60 million.
For some time now, branded residences by household names like Armani and Fendi have attracted those with a lust for designer luxury. Car makers have entered the real estate market, too, with unique offerings by Bugatti and Bentley as well as Porsche Design, which has launched residential towers in Stuttgart, Germany, and Miami, Florida. The German lifestyle brand, founded by Ferdinand Alexander Porsche, creator of the iconic Porsche 911, now has plans to take their real estate endeavours to Asia.
This month, the company unveiled its third real estate development, a collaboration with Ananda Development, a Thailand-based developer, to introduce the Porsche Design Tower Bangkok. Construction on the 21-story tower begins next year and is set to wrap by the end of 2028. The ultra-luxury condo will be located on Sukhumvit 38, one of the most prestigious addresses in Bangkok.
Photo: @Porsche Design
“The Porsche Design Tower Bangkok is the next big thing for Porsche in Southeast Asia,” says Lutz Meschke, Deputy Chairman of the Executive Board at Porsche AG, in a statement. The region is becoming increasingly important for us, which is highlighted by major events taking place here these days. To name just one example: in January we celebrated the world premiere of the new all-electric Macan in Singapore.”
The tower’s striking design, as seen in renderings, is inspired by the kinetic movement of the 911 Targa roof mechanism, according to a press release. Its exposed pedestal structure, called “X-Frame,” takes cues from the design of the auto brand’s Mission R concept car and its exoskeleton structured to create a unique entry experience. A vibrant red light strip crowns the building, mirroring light displays on Porsche’s iconic sports cars.
The tower will house 22 exclusive duplex and quadplex “Sky Villas,” aimed at attracting “ultra-high net-worth individuals,” according to a press release. The abodes will range from 5,651 to 12,217 square feet, with a price range of $23 million to $60 million.
Owners can expect to find luxury furnishings and high-end appliances throughout the residences and the building that evoke the car company’s commitment to elegance, power and flawless craftsmanship.
The complex’s many amenities will include an 82-foot-long swimming pool, fitness center, spa, social lounge, and a luxury garage with “passion spaces,” similar to showrooms, that can be tailored to the individual liking of residents. Upscale restaurants and shopping malls are located nearby for a variety of entertainment options.
Visit pdtowerbangkok.com for more details
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How to Make a Gimlet, the Gin and Lime Cordial Cocktail That’s Perfect for Summer
It will also keep scurvy at bay, which is nice.
“Why on earth this stroke of genius stands unheralded and unsung in this fair and allegedly free land of ours shall, to us, always be a mystery…” –Charles Baker Jr., The Gentleman’s Companion: An Exotic Drinking Book
The above was published in 1939, when the author, an American food writer travelling through Asia, first discovered the Gimlet. This is honestly a fairly common reaction to a well-made Gimlet, and the only major thing that’s changed in the last 80 years is that while we didn’t know why it wasn’t more popular then, we know exactly why the Gimlet is not more popular now. The answer is a saccharine, highlighter-yellow liquid that can be found entombed in plastic on the bottom shelf of every liquor store in this country called Rose’s Sweetened Lime Juice.
Rose’s Sweetened Lime Juice, a.k.a. Rose’s Lime Cordial, wasn’t always this way. It started as medicine and was literally lifesaving technology when a Scot named Lauchlin Rose invented it in the mid 1800s. Before then—basically, from the beginning of human sea-travel until about 150 years ago—the biggest threat to a mariner wasn’t pirates or sharks or sea-madness but scurvy, which claimed some 2 million sailors between the 16th and 18th centuries. We now know scurvy is caused by about three months without any vitamin C, but it took millennia to figure that out. Once we did, there was still the problem of preservation, because some other forms of preservation (things like boiling it or storing it in copper) are, as it turns out, incredibly efficient ways to destroy the vitamin C. It was ultimately Rose who figured out a way to preserve lime juice with sugar in 1867, the same year the Merchant Shipping Act decreed that all British sailors must have an ounce of lime juice in their rations every day. Rose’s new “lime cordial” fortified the entire British Royal Navy against scurvy, all at the mere cost of suffering the nickname “limeys” for the rest of time.
The Gimlet fits into this like so: The sailors drank rum, but the officers drank gin. A shot of lime juice is some fairly unpleasant business, but alcohol seems to help the medicine go down, so one story is that it was Rear-Admiral Sir Thomas Gimlette who first took his Rose’s Lime Cordial with a spot of gin. Another story is that the Gimlet was named for the metal tool used for opening the barrels to get the alcohol out. In either case, we meet the Gimlet officially in 1923, in Harry MacElhone’s ABC of Mixing Cocktails as equal parts Plymouth Gin and Rose’s Lime Juice Cordial. Fifteen years later Mr. Baker (above) calls it a “stroke of genius.”
So why aren’t Gimlets more popular now? Because Rose’s has become a zombified version of itself, embalmed with high-fructose corn syrup and sodium metabisulfate, and is now one of 125+ brands owned by the gargantuan Keurig Dr. Pepper group. This is a problem, because while you need a lime cordial to make a proper Gimlet, Rose’s is explicitly the type of mass market, highly processed bullshit that the whole “mixology” thing was resurrected to combat. It helped get us to where we are—Lord knows I made my share of Mojitos with Rose’s in those dark and early days—but fortunately for all of us, we now have a better way, because fresh cordials are quick, easy, and savagely delicious.
If a Gimlet with Rose’s is the speaker on your phone, a Gimlet with a fresh cordial is a concert hall. It’s like tasting in technicolor, what was a chemical note of lime now a chord of acidity, piquant and resonant. A good Gimlet is bright and full, sharp and piercing, with a clarity that sings no matter what gin you choose. To try a good one is to really get what Baker was talking about, or to see why Chandler and Hemingway wrote the Gimlet into their fiction, or to understand the type of joy that comes from knowing you won’t die from scurvy, after all.
Gimlet
- 60 ml. gin
- 40 ml. lime cordial
Add ingredients to a cocktail shaker with ice and shake hard for 10 to 12 seconds. Strain off the ice either up into a cocktail glass or else onto fresh ice in a rocks glass, and garnish with a lime wheel or peel.
NOTES ON INGREDIENTS
Gin: As mentioned, use whatever gin you like. Some gin cocktails have ingredients which strongly prefer one brand over another—the raspberries in a Clover Club, for example, uniquely complement the rose petals in something like Hendrick’s—but here we’re just dealing with gin and lime, and all gins will go well with lime. My perennial favorite for shaken gin drinks is Beefeater, which indeed works great. You could also take a note from both the original recipe and from Naval history and make it with Plymouth Gin, which works fantastically well in both its standard (41.2 percent) bottling and its Navy Strength (57 percent).
Lime Cordial: There’s lots of ways to make a lime cordial, and as your faithful servants we’ve made / bought every single one we could find and tried them in side-by-side to determine the best. Our surprise and breakaway favorite was a cordial developed by Portland bartender Jeffrey Morgenthaler, which has the perfect balance of full lime flavor and sharp zesty edge. It requires getting some citric acid, which sounds intimidating but is natural and abundant and about $10 next day on Amazon (recipe below). If you absolutely insist on not making your own cordial, a good option was to just make the Gimlet using fresh ingredients (2 oz. gin, 1 oz. lime juice, 30 ml. simple syrup) and throw a lime peel into the shaker to shake with the ice. It lacks the cordial’s intensity, but the extra zestiness helps.
What’s great about the cordial is that not only is this spectacular with gin, it’s delicious with literally any clear spirit: tequila, vodka, rum, you name it. The sweet and sour of it is already balanced, so you can just add soda for a quick and easy limeade, or use it as a starting point for your own creativity (i.e. a Raspberry Pisco Gimlet is what happens when you add three raspberries to the shaker tin and use pisco instead of gin). The cordial will last in the fridge for at least a month and in the video above, I show you my favorite way to make, but here’s the complete recipe below.
Lime Cordial Recipe
Recipe from jeffreymorgenthaler.com
- 220 grams. white sugar
- 240 ml of warm or hot water
- 40 ml. fresh lime juice
- Zest of 2 medium or 1 large lime
- 30 grams citric acid
Zest the lime and put the lime zest into a blender. Juice the zested lime(s) into the blender, then add the sugar, water, and citric acid. After blending on medium speed for 30 seconds, strain with a fine strainer. Bottle and refrigerate or mix a cocktail immediately, if you so choose.
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Gut Samaritans
Other top clinics around the globe are also offering microbiome-oriented remedies. Here are four to book.
ANANDA IN THE HIMALAYAS India
Using a more natural approach, Ananda in the Himalayas heals the gut, among other problem areas, through ayurvedic treatments and medicine with a holistic program overseen by a senior ayurvedic physician specialising in gastro health and metabolic disorders. The spa is ensconced in a former palace in the foothills near Rishikesh, making the location just as relaxing. From around $1,235 per night for seven- or 14-night programs
LANSERHOF SYLT Germany
On the weathered island known as the Hamptons of Hamburg, the year-old Lanserhof Sylt boasts a team of medical experts specialising in cardiology, neurology and dermatology, among other fields. Its gastrointestinal package includes a sonogram of the entire abdomen and comprehensive stool examinations. From around $6,940 for a one-week program, not including accommodations, which begin at around $1,145 per night
RAKXA Thailand
This integrative wellness retreat in Thailand has a seven-night gut-health program that blends medical technology with traditional regimens. Treatments include colon hydrotherapy and chi nei tsang (a form of abdominal massage); guests also undergo a food-intolerance test and leave with a month’s worth of supplements. From around $16,890 for a seven-night program
ARO HA New Zealand
The Revive & Thrive program here nurtures vibrancy with gut-focused, detoxifying plant-based meals. Guests enjoy nutrient-rich plates that support the gut-brain connection, enhancing overall wellbeing from the inside out. From around $6,950 for five nights.
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Upcycle Your Vacation
For merging serious riding with high-end hospitality, Le Blanq isn’t the only game in town. Here are a few others to consider.
When it comes to merging serious riding with high-end hospitality, LeBlanq isn’t the only game in town. if you are up for unapologetically indulgent weekends of eating, drinking and riding we have collected a few other travel operators to consider for your next cycling holiday abroad.
The Slow Cyclist
The reassuringly named company was founded by British author Oli Broom, who spent 412 days riding—via 23 countries—from London to Brisbane to watch a few games of cricket (and raise money for charity). The company is part of the “slow travel” movement, which aims to minimise your impact on local communities while maximising your engagement with them—and what better way to do so than arriving by bike. The Slow Cyclist will put you on two wheels in locations you might never have considered, from the mountains of Transylvania to the volcanoes, lakes and gorilla-filled wilds of Rwanda.
Cycling for Softies
As its name suggests, Cycling for Softies focuses unabashedly on the luxury hotels and Michelin-starred dining that punctuate its easy trips (e-bike optional)—“a gâteau in every château”, in the words of author and client Kathy Lette. The company operates in five European countries, with itineraries traversing the regions with the best comestibles, whether Provence or Portugal’s Douro Valley. Your bags are transported between hotels each day, and you ride at your own pace, following an app that even details the best cake stops en route.
Sportive Breaks
If you want to go harder than even LeBlanq can offer, Sportive Breaks will fast-track you into the most sought-after events of the year. From L’Étape du Tour, in which “civilians” take on a hard mountain stage of the Tour de France, to the roughly 314-km-long Mallorca 312 and other spectacular closed-road, mass-participation events (known as sportive rides), this specialist eases the logistical pain, if not the physical. Our pick? The slightly gentler annual Strade Bianche, whose 87 and 142 km routes over the white-gravel roads of Tuscany are bucket-list stuff for many.
Butterfield & Robinson
Established nearly 60 years ago, Butterfield & Robinson is the OG of the luxury cycling world. A coterie of loyal and well-heeled clients has followed the Canadian company into new fields, from safaris to superyacht charters, but bike trips remain its beating heart. Don’t bother packing energy gels or even your wheels: the aim here is seamless, stress-free travel, with itineraries curated by a firm with more experienced hands and likely a broader range of destinations— covering Europe, Asia, South America and Africa—than anyone else.
Trek Travel
The travel wing of the behemoth Wisconsin-based bike maker is your go-to for North American trips, with itineraries in 18 US states, Canada, Australia, Chile and Japan, and can organise custom private vacations for as few as one rider. As an official affiliate of the Tour de France and a team sponsor, Trek also offers excursions that follow the greatest race at a gentler pace: for around $17,000, you get six nights in top hotels in Nice and Saint-Jean-Cap-Ferrat, with VIP access to the final stage of this year’s event.
