Aftermarket

McLaren W1 First Drive: Ferocious Hypercar Transcends the Track

You know things are getting serious when McLaren rolls-out the ‘1’ suffix. The origin story is, of course, the very first road car McLaren ever built, the F1. Designed by visionary Formula 1 aerodynamicist and engineer Gordon Murray, it arrived in 1992 and rendered all other supercars obsolete. The tiny, lightweight F1 embraced carbon-fibre material technology, adopted a radical centre seat driving position with two passengers set back and either side and was powered by a 6.1-litre V12 engine from BMW that might as well have been passed down directly from the Gods. Game-changer? That doesn’t even come close to describing its impact, even if at the time sales didn’t come easy… The P1 was very different. Rather than a unique side project from the Formula 1 team, it was instead a statement piece for McLaren Automotive, a new road car division still in its infancy. It arrived in 2013 and was a wild-eyed showstopper. It traded the long-legged gait and supple suspension of the F1 for a weaponized hybrid system capable of delivering 903bhp and huge blue flames from its drainpipe exhaust. In Race mode, it lowered by 2-inches and its massive concave rear wing extended into the sky. The P1 was all about aerodynamic downforce, crazed acceleration and a snorting, angry soundtrack that mixed venomous twin-turbocharged V8 with the manic whirr of electric motors. Not so much a car as a force of nature. And now there’s this: The W1. It’s a true successor to the P1 with a similar brief and, on the face of it, it evolves rather than radically reinvents McLaren’s vision for the ultimate hypercar. This is not a criticism. How could it be when the result is this dramatic and has such staggering, other-worldly potential? The W1 has 1258bhp delivered to the rear wheels. It’s capable of 0-124 mph in 5.8-seconds, the quarter mile in 9.6-seconds at 167 mph and produces 2205lbs of downforce at 174 mph. The active aerodynamics – particularly a rear wing that extends way out beyond the rear of the car – are pure performance art and deliver massive aerodynamic efficiency. The result, aside from looking extremely cool, is that the W1 is McLaren’s fastest road car around a racetrack. Ever. Their benchmark circuit is the breath-taking Handling Track at the Nardo proving ground in southern Italy, where the W1 beats their previous benchmark, the flyweight McLaren Senna, by three seconds per lap. Or “a lifetime” as they call it in racing. Maybe two lifetimes! Core to the W1’s performance is the new ‘Aerocell’ carbon fibre tub. With integrated seats and a raised footwell to allow for inboard pushrod-operated front suspension – which in turn gives air a clean path to the huge underbody diffuser – it’s light, stiff, space efficient and has been instrumental in McLaren realising a full ground-effect concept. Just like last year’s F1 cars, which were the fastest ever made. There is also an active front wing and the aforementioned complex rear wing dubbed ‘Active Long Tail’. All of which is very admirable. But the ‘anhedral’ or gullwing doors and the fantastically shirnked-wrapped feel to the minimalist, highly-focussed interior are a pretty good side effect. The W1 feels special. Those fixed seats are perhaps a shade more upright than expected, and the driving position is less obviously racecar than, for example, the Aston Martin Valhalla or Ferrari F80. However, once you’ve adjusted the pedals (they move on a slider) and the delicate, slim-rimmed and alcantara-trimmed steering wheel, there’s an overwhelming sense of purpose. The cabin is so tightly tailored and imparts a sense of lightness and agility before you so much as start the all-new 4.0-litre twin-turbocharged V8 engine, which makes 916bhp all on its own and revs to 9200rpm. Reach up to a roof-mounted control panel to find the starter button. Maybe this fighter plane trope is a little corny, but somehow you feel thrilled rather than manipulated. The W1 has a sense of humour as well as all that motorsport-derived sophistication. There’s a short delay, but when the engine does fire it’s instant – as the high-powered hybrid system negates the need for an old-school starter motor. A sharp flare of revs tells you that this engine is hyper-responsive and angry. On some deep level your brain and body have been sent all the signals required to prepare for something new and intense. Ahead of us, an empty Mugello racetrack, so press and hold the blue button next to the red starter to select Race mode. The centre display graphic shows the W1’s transformation in real time as it lowers by 37mm at the front and 17mm at the rear whilst simultaneously undocking all that active aero goodness. Race mode is not road legal and is geo-locked. You can show your friends and neighbours the aero dance, but it won’t allow you to select a gear to actually drive unless you’re at a circuit. Incidentally, the rocker switches either side of the display binnacle allow further options now: Toggle up the Handling control on the left for Race+ (for F1-spec super smooth tracks) or stick to Race for gnarlier ones. On the right toggle select ‘GP’ for sustained performance over a stint or ‘Sprint’ to unleash all 1258bhp for a time attack. There’s also a DRS and Boost function on the steering wheel. But I guarantee you won’t have the mental capacity to use them… Exit the pitlane, pin the throttle and W1 takes maybe a millisecond or two to gather its might (the gearing stretches to around 60mph in first, nearly 100mph in second, primarily to aid traction), but then lunges at the first turn with incredible ferocity. It instantly feels light, almost like inertia is no longer a thing. McLaren really does prize lightweight engineering, and at 3084lbs (dry) the W1 has a 278lbs advantage over the Ferrari F80. Plus, Ferrari uses figures for cars fitted with every single carbon fibre option. In reality, the gap is probably wider still. The impression of agility and stunning control continues as the track is unravelled at startling pace. The electric motor mounted to the side of the new 8-speed dual-clutch transmission is good for 342bhp and 324lb ft and it boosts any low rev lethargy the new flat-plane crank V8 might have (spoiler alert: It doesn’t appear to have any), so the W1 just feels massively, almost impossibly powerful at any revs. Even so, there’s real reward for wringing it out to 9200rpm and the power curve feels superheated but organic, too. In Race mode the steering – still hydraulically powered – has less assistance and it is noticeably heavier than other McLarens. However, that resistance is welcome as it gives you something to push against and imparts so much information about the front grip level. New Pirelli Trofeo RS tyres with a bigger front footprint than P1 or Senna really help. The front-end feels incredibly secure and the rear-axle follows with perfectly-aligned precision. The whole car feels super-stiff, completely locked into the surface and inspires confidence, but there’s an inherent agility and adjustability that means you’re quickly confident to push at its limits and really impose yourself on the chassis. It’s such a complex car but the driving experience is intuitive, and the driver feels a key contributor rather than just amazed (or terrified) observer, holding on for dear life. Every dynamic ingredient really is shockingly effective and yet has a subtlety and lightness of touch. From that delicious steering to the incredible brakes, the W1 just feels so mission-focussed, so hooked-up. Only the new 8-speed gearbox is a slightly disappointment. It’s fast and punchy, but after the scintillating energy of the Ferrari F80 ’box it feels competent rather than inspired. Other quibbles – it’s okay to quibble when the starting price is $2.1-million before tax and destination charge. Well, that new twin-turbocharged V8 sounds tightly wound and aggressive but if you have a P1 tucked in the garage you’ll miss the snorting, Darth Vader-style soundscape and all the drama that goes with it. Ferrari does this better, too. The F80 sounds deathly dull from the outside but is a riot of turbochargers, electric motors and all sorts of mechanical fury within the cockpit. Even so, the W1 is wildly entertaining on track, and the rear-drive configuration makes it more of a challenge and more satisfying than the F80 when chasing lap times or just sliding around for fun. In the Ferrari, you must second-guess what the front e-axle might do, whereas in the W1 it’s all on you. There are plenty of tools to help, including the ingenious Variable Drift Control, but somehow the W1 is more heroic. Or at least fools you into feeling more heroic – which is surely the point! On the road? Nimble, loaded with feel and sublime response. The ride is noticeably tougher than, say, a 750S but the control is ramped-up too, and with a bit more speed the whole car finds a delicious rhythm. Sport mode for the drivetrain brings some nice turbo whooshes and chirps, but the noise remains high-quality rather than extreme excitement. It is perhaps the one area the W1 feels just a little too tame. Of course, there’s nothing tame about the raw performance… which is genuinely shocking and literally hurts your neck muscles after a few hours. How McLaren has given the W1 such immense traction through just two driven wheels is beyond me. So, is it worthy of that ‘1’? I think so. Perhaps we won’t be talking about $25-million auction results for the W1 in 30 years from now, as we are for the F1. Perhaps it doesn’t quite have the amazing presence and jaw-dropping star quality of the simply gorgeous P1. But it is such an intense experience and the way it marries stunning track performance with delicate poise and entertainment on normal roads is something akin to magic. Maybe not ‘the one’ but definitely a searing, outrageous addition to McLaren’s fiercest family line. Just 399 W1’s will be built and they’re all sold. I’m not surprised at all. View All McLarens For Sale Images: McLaren Automotive

By Khris Bharath – May 31, 2026

Meet the JC9: A Le Mans-Inspired One-Off Commission Based on the Carrera GT

A one-of-a-kind supercar bearing the soul of 1960s endurance racing made its world debut this weekend at Miller Motorcars' 50th anniversary celebration, 'Legends' in Greenwich, Connecticut. The JC9 is the ninth career commission of American designer Jason Castriota, and by any measure, it is among the most audacious coachbuilding Porsche projects of the modern era, which explores models beyond the 911. At its core sits a Porsche Carrera GT, the mid-engine exotic that we recently spotlighted for its surging collector demand. Revered for its high-revving 5.7-liter naturally aspirated V10 and notoriously demanding six-speed manual gearbox, the powertrain has been left intact. What Castriota and the Miller Motorcars team rebuilt, over the course of several years, was everything surrounding it. View this post on Instagram A post shared by Evan Cygler (@emc2ny) The overall form takes a dramatic departure from the Carrera GT. The body is made from carbon fiber and shaped by a design language drawn from the great sports prototypes of the endurance era: low, wide, and purposeful, with forms that echo the racing silhouettes of Porsche, Ferrari, and Ford from one of the most glorious and competitive periods in motorsports history. Other highlights include a custom wing and a glass canopy-style cut-out door. The iconic Gulf Racing livery, powder blue over an orange spine and one of motorsport's most enduring color combinations, reminds us of the past, the multipod LED headlights upfront are leaning more along the lines of a modern take on the 917 LT. Inside, the cabin carries the same purposeful theme: blue Alcantara bucket seats with tartan inserts, a stripped cockpit-focused environment that makes no concessions to comfort theater. Castriota built his reputation on some of the most celebrated designs of the past two decades, including the Maserati GranTurismo and the SSC Tuatara. His most iconic work remains the Ferrari P4/5, the Pininfarina one-off commissioned by James Glickenhaus that appeared earlier this year at Miami Concours and cemented its place among the great coachbuilt Ferraris of the modern era. The JC9 joins that lineage as a privately commissioned work built for a US collector. The car was presented alongside several of Castriota's landmark designs as part of the Legends event, which marks half a century of Miller Motorcars operating as one of America's foremost European sports car dealers. View All Miller Motorcars Inventory Images: Miller Motorcars, @emc2ny

By Khris Bharath – March 06, 2026

Canepa Prepares To Unveil Carrera GT SC At Amelia Island

The lawns of the Amelia Island Concours d’Elegance are already filling out with some of the most significant automobiles in the world. Alongside the major auction activity from Broad Arrow and Gooding heading into the weekend, another moment is drawing attention. California-based specialist Canepa is preparing to unveil its first Porsche Carrera GT SC (Sport Canepa). While Canepa has not released full technical specifications or production numbers just yet, early images on Instagram reveal several notable details, like a dark green exterior paired with an ivory interior. Body color badges replace the traditional chrome pieces, while carbon fiber rollover hoops add a modern touch. Inside, the beach wood shifter has been retained. Beyond the cosmetic upgrades, expect an extensive range of performance upgrades. View this post on Instagram A post shared by Canepa Collector Cars (@canepacollectorcars) The Scotts Valley establishment, after all, has spent decades reengineering and restoring some of Porsche’s most iconic cars. The shop’s portfolio includes highly regarded reengineering programs for the Porsche 959 SC, limited to just 50 examples, as well as meticulous restorations of motorsport icons such as the Porsche 917. Each project focuses on improving performance and drivability while preserving the mechanical character that made these cars legendary in the first place. The Carrera GT is the latest to join that lineage. Produced in Leipzig between 2003 and 2006, only 1,270 examples left the factory in Germany. With its howling naturally aspirated 5.7-liter V10 that puts out more than 600 horsepower and a six-speed manual transmission, the Porsche halo car is widely regarded as one of the most analog supercars of all time. This project comes at a moment of renewed interest in the Carrera GT itself, with Porsche itself also revisiting the platform recently with a Factory Re Commissioned example finished in the iconic red Salzburg livery, revealed in December last year. Last year, the CGT celebrated 25 years since its first reveal in Paris. It was marked with one of the single largest collections of Carrera GTs at the recently held Icons of Porsche in Dubai. It comes as no surprise, then, that interest in the Carrera GT has been steadily building in the collector market. Earlier this year, a low-mileage Carrera GT achieved $3,085,000 at RM Sotheby’s Arizona sale, establishing a new model auction record. With only 1,270 examples produced between 2003 and 2006 at Porsche’s Leipzig facility, the V10-powered supercar has quietly become one of the most desirable analog performance cars of the modern era. As Amelia unfolds through the weekend, Canepa’s reinterpretation suggests that the Carrera GT story is far from over. Watch this space. View Canepa Inventory Images: @canepacollectorcars

By Edward Jones – August 25, 2014

In the Driver's Seat: Ben Chen and His Gemballa Mirage GT

Benjamin Chen, one of the founders of the goldRush Rally and in the news recently for hitting 246 mph in his Veyron, is a collector of cars with the desire for each to be the best of the best. While he is known for having a primarily white collection, his latest addition stands out even more than usual. He has recently added a gorgeous blue Gemballa Mirage GT (#23) to his collection. The color scheme comes from his first exotic car, a 2007 Porsche Turbo, which he and his father purchased together. To honor his late father, he plans on having every two-door Porsche finished in this very color. Ben recently took the time to tell us a little more information about his Mirage GT, which can be found below, along with images of the car taken by Kai Dalibor. Year: 2005 Make: Porsche Model: Carrera GT Modifications: Gemballa Mirage GT #23 Aerodynamics The Porsche Carrera GT was the pinnacle of the super sports car genre in its time, and set a Nürburgring lap record for production cars of 7 min 32 sec in 2004. Just 1,270 cars had been made when production ceased in 2006. The MIRAGE GT is sold as a turnkey GEMBALLA model based on the Carrera GT, and featuring unique body, interior, chassis and engine modifications developed by GEMBALLA engineers to push the boundaries of performance and style. Aerodynamics is a crucial element for such a high-velocity automobile, and GEMBALLA conducted extensive wind tunnel testing to ensure improved stability for MIRAGE GT at speed. At the same time, air flow into, through and out of specific areas of the bodywork addressed the greater engine and brake cooling requirements. GEMBALLA continued what Porsche began, with extensive use of carbon-fiber in the bodywork and chassis. Advanced digital measuring equipment was used to dimension the base car allowing for a perfect fit of all new components. The three larger air intakes, which extend over the entire width of the new front bumper, and the recessed door elements take their styling cues from the famous GEMBALLA AVALANCHE. The first generation AVALANCHE made its debut in the mid-1980s, and was based on the Porsche 911 Turbo, establishing a design and performance of the AVALANCHE provides the pedigree that continues with the MIRAGE GT. Suspension / Brakes Innovative suspension technology with a wide range of adjustability to cover road and track use lays the groundwork for the MIRAGE GT’s safe deployment of its additional engine power output. This uprated suspension uses race-style coil-over units with spring seat height adjustment, and independent adjustment for the bounce and rebound settings of its gas-filled dampers. A practical feature incorporate into the suspension is driver controlled electro-hydraulic height adjustment for both axles. This works at the touch of a button, raising the car by 45mm when you need to clear a speed bump, driveway ramp or uneven city streets. The car returns to its normal ride height either when you push the button again, or automatically upon reaching 80 km/h. This convenience allowed GEMBALLA engineers to design the aggressive front spoiler for downforce while affording convenient drivability for the owner. The lightweight concept of the body and chassis continues with the exclusive high-tech forged alloy wheels, utilizing the OE motorsport style centre-lock wheel bolt system that allows quick wheel changes on the racetrack. The five open spokes of the GEMBALLA wheels also help to enhance cooling airflow to the internally ventilated ceramic composite brake discs, ensuring enhanced resistance to brake fade on track. Engine / Exhaust System The Formula One inspired 5.7-litre V10 motor is a rare thoroughbred in terms of performance characteristics and soundtrack. Using a bespoke ram air intake system, freer flowing stainless steel exhaust and remapped ECU, GEMBALLA’s engineers have increased its output from 612 to 670 hp, with peak torque up from 590 to 630 Nm. The purpose-built stainless steel exhaust system whose two tailpipes branch into four outlets machined from billet alloy, give the car an even more purposeful looking business end. The system also turns up the wick on the uprated motor’s soundtrack. The V10’s scream is now even more spine tingling as the GEMBALLA MIRAGE GT blasts to 100km/h in just 3.7 seconds, and on to its 335km/h Vmax. The original ceramic race clutch is tricky to use, especially in city conditions. The GEMBALLA replacement features special pads developed to improve the metering of clutch pedal pressure, thus ensuring a smooth and judder-free engagement in stop-go traffic. The MIRAGE GT takes the original Carrera GT concept to the next level, further enhancing its gravitas in the supercar world. Interior A GEMBALLA MIRAGE GT makes a statement that is further underlined by a matching bespoke interior. When it comes to a personal choice of color and trim materials, the sky is the limit at GEMBALLA. High-quality leather and fine fabrics - plain or patterned - add to the feeling of unbridled luxury, and even the smallest switches and panels can be covered in fine leather or Alcantara. Trim panels in aluminum, stainless steel or carbon fiber can all be handcrafted to complete a unique interior portrait. The experience and attention to detail of GEMBALLA’s master craftsmen and upholsterers guarantees a perfect result that will surprise and delight the owner. This is automotive haute couture at its finest. GEMBALLA’s bespoke program also accommodates audiophiles and fans of technology. To bring the infotainment system up to date, GEMBALLA redesigned the center console for the MIRAGE GT interior. The new carbon-fiber console contains the GEMBALLA Multimedia unit with Data Control System. You can call up a variety of functions on the widescreen display, ranging from satellite-navigation maps to performance gauges indicating the cars instantaneous acceleration, lateral-acceleration and deceleration values. MIRAGE #23 was commissioned by a very special US client, with very special requirements. This client first decided that he wanted a MIRAGE GT in 2009, and in between other automotive projects and acquisitions he developed the concept for the exact specifications of his dream GEMBALLA. As evidence of his detailed requests, the MIRAGE GT#23 has the greatest application of carbon fiber components of any MIRAGE GT built. The client commissioned one-off interior trim in carbon fiber never previously produced, and even directed GEMBALLA to create bespoke carbon fiber covers for the engine intake plenum. There was no detail too fine for the client to specify, or for GEMBALLA to deliver. GEMBALLA was well up to the challenge of meeting this client’s expectations, as for over 30 years the company has specialized in automotive haute couture- delivering exactly what a customer envisions to exacting standards of engineering and craftsmanship. Working with representatives from the New York office of GEMBALLA North America, the client set out every detail of his MIRAGE GT’s interior and exterior design. Once the specifications were set, the 2005 Carrera GT (Seal Grey Metallic, grey leather interior) was shipped from the US to GEMBALLA’s headquarters in Leonberg, Germany to undergo a four month transformation. The vehicle was disassembled to its core chassis, inspected and brought up to date. Over the course of its stay in Germany the car was painted and reassembled by GEMBALLA’s technicians with the new MIRAGE GT components. The result was a special MIRAGE GT in Cobalt Blue with yellow accents and an interior covered almost exclusively in carbon fiber and Alcantara with yellow stitching. Being one of only 25 that will ever be produced, MIRAGE #23 is already in exclusive company, but this example took a further step into the realm of unique automotive art. Why did you buy this car? To build the Mirage that I didn't have the chance to accomplish in 2009 when I had my first CGT. I actually bought my SLR and my first CGT, an '04 Guards Red car, on the same day in the summer of '09, sight unseen, never been in nor driven the car before. Shortly after delivery, I realized and admitted to myself that not only was the car itself a little bit too much car for me at the time, but that I had no idea of the magnitude of the build a Mirage conversion actually entitles or the commitment it requires. When did you know you had to have this car? My father told me this was one of the few special cars that he thought about buying, but never did, when I was younger in the early 2000's the car was first being introduced. Especially with the evolution of the new generation of hypercars, this makes the car not only Porsche's last true analog supercar - it was fundamentally basic at the time - but also so ahead of its time. It is also the only one of the 3 supercars out of the 2000s, the others being the Enzo, SLR and CGT, that has a 6 speed proper manual gearbox. How involved were you in the design process? Extremely. This is probably my favorite part of the buying experience of a car, the spec and design process. I am extremely particular, down to every nuts and bolts detail. Nothing on any one of my cars both in and out was not carefully thought about. I always have a very clear vision of how I want my cars to look, I knew exactly what my Gemballa Mirage would look like before I even got my first CGT in 2009. 5 years later, it's a dream come true. What is something about this car only the owner would know? There is a hidden compartment in the door for storage, and the car also has a 6-disc CD changer and navi. How often is this car driven? The car will be taken out at least once a month, it is not good for CGTs to sit. Spark plugs and many other internal components will go bad from sitting long period of time without being driven, which requires an engine out procedure to address the issues. What are the pros and cons? Pros: looks like something from another planet. Cons: the clutch is not for every supercar owner. If you could take anyone for a ride in this car, who would it be? The 3 men at Gemballa that were directly in charge of building the car from start to finish. Do you plan on bringing this car to any events? Yes, Pebble Beach, SEMA and more. What will be your next automotive purchase? Probably a few older Porsches, everything that has become of interest to me are all older cars now, and the ones that I find myself drawn to are also older and older. Gallery See More Porsche News

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