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

A green classic sports car with gold wheels is parked indoors; event details for a duPont Registry talk on Porsche Restoration with Colin Dougherty and Gary Stanberry of DAS Sport are shown on the left.

By duPont REGISTRY – September 07, 2025

duPont REGISTRY Talks: Porsche Restoration and Racing Mas...

duPont REGISTRY Talks presents a captivating episode with DAS Sport, where Porsche racing, bespoke restoration, custom fabrication, and motorsport heritage take center stage. Founded in 1992 by Bill and Colin Dougherty in West Chester, Pennsylvania, DAS Sport has earned a sterling reputation among Porsche aficionados. Their expertise spans classic 911 restorations, endurance race preparation, and precision fabrication services. As Colin Dougherty shares in the episode, their legacy began in a small family shop and grew into a trusted name in preserving automotive icons. Gain vivid insights direct from the DAS Sport workshop in Florida – where passion meets engineering excellence. Whether resurrecting a vintage air-cooled coupe or configuring a modern GT3 Cup car for endurance racing, DAS Sport blends meticulous craftsmanship with motorsport precision.The episode also highlights DAS Sport’s pivotal role in maintaining and showcasing Porsche legends at events like the Rolex Monterey Reunion. Colin reveals how they bring authenticity and performance to celebrated racing machinery, preserving not just metal, but stories and legacy. Meantime, Gary Stanberry recounts how he became a partner in the business, via getting to the bottom of an issue he thought he had with a Porsche Cup car he bought to race. Now he's become an integral part to DAS Sport's story. Hosted by duPont REGISTRY’s Editor-in-Chief Charles Bradley, this 44-minute discussion goes beyond technicalities. It delves into the enduring cultural significance of Porsche racing – touching on collector values, the joy in engineering artistry, and the emotional bond between enthusiasts and marque history. For luxury-car collectors, restoration clients, and motorsport devotees, the episode is both an education and an inspiration. It underscores how heritage, performance, and bespoke craftsmanship converge in rare Porsche automobiles – and how DAS Sport is leading that tradition. Tune in to duPont REGISTRY Talks: Porsche Restoration and Racing Mastery with DAS Sport, available now on Apple Podcasts, Spotify, YouTube, and all major platforms. Experience the dedication behind automotive preservation and the revival of Porsche’s storied racing soul. Visit duPont REGISTRY.com " width="680">

By Edward Jones – May 28, 2015

Spike's Tactical Gurkha RPV by Terradyne Armored

A collaboration between famed firearm manufacturer Spike's Tactical and Terradyne Armored Vehicles is one that will undoubtedly result in something jaw-dropping.Recently, the two companies did, in fact, team up for a special edition Gurkha RPV. When Spike reached out to Terradyne to build a GURKHA RPV Civilian Edition they knew that the end result would be nothing short of a monster.(Also Read: Terradyne’s Ultimate Truck Experience: Gurkha RPV Civilian Edition)The final RPV build is created around the Gurkha RPV Civilian Edition and consists of a blacked out exterior with matte black paint, 40.5" Michelin XZL tires, 2 + 3 seating configuration and GPS navigation, and it's powered by a 6.7-liter V8 turbo diesel engine. And, because it is the special Spike's Tactical Edition, it includes some upgrades specific to the company, including a towing package, front winch, IR lights and an LED light bar package by Rigid Industries.This monstrous vehicle is in line with high attention to detail and premium quality craftsmanship built into each Spike's Tactical firearm. If you live in Florida, you can witness this special edition Gurkha RPV Civilian Edition as it drives around the streets of the Sunshine State.For more information on Terradyne's incredible armored vehicles, visit TerradyneInc.com or click the button below.More InfoGallery Sponsored by:

By Andrew Nabors – May 18, 2015

AMS Performance Alpha 7 Mercedes-Benz Performance Package

Extracting more power from an already potent car is no easy task. Only a handful of companies have the resources to reverse engineer today’s complex engine management, and to properly reinforce the driveline accordingly. Our friends at AMS Performance have made a name for themselves by exponentially increasing the output of everything they can get ahold of.AMG builds some of the world's fastest cars, but what if you demand more from your Mercedes-Benz? The 5.5-liter (M157) V8 can be found under the hoods of late model CLS63 and E63 AMGs, and from the factory they produce 577 hp and 590 lb-ft. By unlocking the computer’s operating system, they are able to dispense with the luxury-minded parameters, replacing them with what can only be described as “beast mode.”Thanks to thoughtful German engineers, the factory turbochargers are perfectly sized to the engine. Because of their efficiency, the computer rarely allows them to reach their full potential. That’s where the Alpha 7 package begins. Any exhaust downstream of the turbo restricts its abilities, but in order to build a civilized sedan AMG burdens the system with several mufflers and resonators.This may be acceptable at the country club, but an engine note should be enjoyed to the fullest extent possible. Starting with new 3” downpipes, AMS Performance has fabricated a beautiful system out of mandrel bent stainless steel. Mufflers on a turbocharged car are mostly superfluous, as the turbos themselves eliminate most of the harsh sounds. This allows AMS to build a mostly open system that retains the catalytic converters for emissions control. The resulting soundtrack is nothing short of audible euphoria.By awakening the turbos and removing their restrictions, the Alpha 7 package makes over 700 hp and 830 lb-ft of torque. That’s two and a half times the torque of the potent CLA 45 AMG. In terms of performance, you will need a tire sponsor.Launching the AWD Alpha 7 E63 at the drag strip returned multiple ten-second time slips. Check it out in the video above, added to YouTube by AMS Performance Aug. 20, 2014.For a standing mile test, a worthy competitor was found in an MP4-12C. You can see this in the video below, added by AMS Performance to YouTube July 16, 2014.From a standstill, 60 mph arrives in 2.85 seconds, and since the speed limiter is removed in the new programming, the Alpha 7 will go as fast as you can tolerate. Optional for warmer climates is their new boost cooler. It includes a larger heat exchanger for the intercoolers to prevent heat soak from stealing your power.For pricing of the kit or individual components, click the button below for their website, call AMS Performance at 847-709-0530, or email them at info@alphaperformance.com Be sure to check out their YouTube channel and Autofluence for more maniacal Mercedes models from AMS.More InfoSource:

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