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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 – September 02, 2025

Audi’s TT Successor Leak Points to a Radical New Flagship EV

A single leaked image was all it took to send Audi fans into speculation mode. Ahead of its debut at the 2025 IAA Mobility Show in Munich, Audi Canada yesterday briefly posted to Facebook, and then deleted, a shot of what appears to be a concept based around the brand’s next sports car. Now it begs the question: is this the long-rumored electric successor to the TT, which was discontinued over two years ago in 2023? When the original TT (Tourist Trophy) first hit the scene back in 1998, it shared its platform with the humble Mk4 Volkswagen Golf. What made the 1st Gen-TT special wasn’t raw performance but its minimalist Bauhaus-inspired design. Simple, geometric, and uncluttered, it became an instant icon and one of Audi’s most influential cars of all time. Fast forward to today, and Audi wants to recapture that impact. The new coupe, penned by design chief Massimo Frascella, carries the tagline “strive for clarity.” Frascella, fresh from Jaguar Land Rover, is tasked with resetting Audi’s entire design language. Looking at the leaked image of this concept, it appears that Audi is leaning heavily into its past. The side profile of this sleek mid-ship coupe recalls the 2000 Rosemeyer concept and the 1991 Avus, both Audi design studies that combined sharp geometry with motorsport cues. While the wide D-Pillar merging into the roof is a nod to the OG-TT, a break in the roof could suggest a Targa-style roof. The multi-spoke wheels give off Taycan-Mission E vibes. Audi’s teaser campaign has also highlighted the 1930s Auto Union Type C and D Silver Arrows. “The legends of yesterday are the blueprint for tomorrow,” Audi says, framing the concept as both evolutionary and revolutionary. View this post on Instagram A post shared by Audi (@audi) Now this isn’t an isolated Audi project, but one with serious intent. CEO Gernot Döllner says every new concept from now on will preview a real production model. That means this car isn’t just a one-off; it could eventually sit above the RS e-tron GT as Audi’s new halo coupe, potentially filling the void left by the retired R8. Ironically, an all-electric R8 e-Tron exists. This also appears to align with a report from Audi Club of North America, that the car is part of a program inside the Volkswagen Group, spanning several models. Alongside Audi’s coupe, there’s Porsche’s next-gen electric 718 Boxster and Cayman, and something for the VW Group’s Spanish-brand Cupra, and maybe a potential Scirocco comeback. The program, codenamed TT Evo, should give each brand a dedicated performance model, while sharing engineering costs and economies of scale. There’s a catch. Audi’s concept is likely based around the aforementioned Porsche 718 EV, which in itself hit a roadblock as Porsche’s chosen battery supplier, Northvolt, filed for bankruptcy last year. Its assembly partner, Valmet, was also reportedly bogged down by endless revisions, and insiders say the 718 EV’s launch has slipped from 2025 to at least 2026. That’s a problem because the outgoing combustion-powered 718 goes out of production in late 2025. If Porsche stumbles, Audi’s timeline could be pushed back as well. View this post on Instagram A post shared by ᴡɪʟᴄᴏ ʙʟᴏᴋ (@wilcoblok) Also, there’s still the question of whether buyers actually want an all-electric sports car. Porsche’s Taycan may have found an audience, but more among luxury EV adopters than hardcore enthusiasts. The Rimac Nevera’s slow sales show how little appetite there is for ultra-pricey EV exotics. Even Ferrari and Bugatti have hedged their risk with hybridized flagships rather than pure electrics. Sports car buyers are traditionalists, and a car like the 718 GTS 4.0 with its naturally aspirated flat-six and manual transmission is still celebrated as the “real” Porsche. Audi’s challenge will be to make an EV that delivers emotional and driver engagement, often missing in EVs. Engineers across the VW Group know this, which is why features like active suspension, advanced aerodynamics, and potentially simulated dynamics could all very well be on the table. Audi calls this moment “TT 2.0.” Some insiders believe it could even revive the quattro name, tying into Audi’s Formula 1 debut in 2026. But a 2027 or 2028 timeline is more realistic given Porsche’s delays. But for now, the leaked photo shows a coupe that looks far more production-ready than Audi would like to admit. Whatever it is, we’ll learn more when the Ingolstadt-based brand unveils its next design icon at 9:00 pm CEST, later today. View All Audis For Sale

By Khris Bharath – May 13, 2025

Most Affordable Audi e-tron GT Debuts And Its Anything Bu...

Audi has quietly revealed a new base e-tron GT in Europe. While it may have the most modest badge in the all-electric performance sedan’s lineup, don’t let the entry-level label fool you. Visually, Audi has kept things subtle, and the overall design with the extended wheelbase, sleek coupe-like profile, and large wheels mirrors its more expensive S and RS e-tron GT stablemates, save for a few more black accents up front. Starting at €108,900 in Germany, this base model e-tron GT undercuts the S by over €17,000. However, those savings don’t come with any compromises. You still get dual motors with 496 horsepower (577 hp with launch control) and Quattro all-wheel drive for year-round usability. Sure, it's 0.6 seconds slower than an e-tron S, but the base model is 66.1 pounds lighter. Despite weighing 5,200 pounds, the entry-level GT still gets to 60 mph in 4.0 seconds flat and offers 12 more miles of range over its sportier sibling. With a 97-kWh usable battery pack, the base GT offers 622 kilometers (386 miles) on the European WLTP cycle. With support for 320 kW fast charging, you should be able to add about 285 kilometers (177 miles) of range in just 10 minutes. Inside, it's typical Audi fare, with eight-way adjustable sport seats with integrated headrests, a low-slung driving position, and clever battery packaging that opens up more space in the sport cabin. When it comes to practicality, the rear seat backrests can be folded partially or completely, and there’s a generous 405 liters (14.3 cubic feet) of space in the trunk and an additional 77 liters (2.7 cubic feet) in the frunk. Audi hasn’t announced U.S. pricing yet, but expect it to cost well into the six figures. Currently, the e-tron GT range starts with the S priced at $125,500 where whereas the top-of-the-line RS e-tron GT will set you back $167,000. In terms of the competition, the base rear-wheel drive Porsche Taycan with 402 horsepower and an EPA-estimated 274 miles of range starts at $100,300. The entry-level Lucid Air starts at $69,900, and even the more potent Grand Touring model with 819 horsepower and 512 miles of range starts at $110,900, undercutting the e-tron GT. Moving forward, for a brand like Audi that manufactures all of its models outside the United States, a lot of its future pricing strategy will depend on President Trump's recent tariffs imposed on imported cars and Auto parts. The German automaker is exploring U.S. manufacturing either by expanding VW Group plants or through new facilities. A decision regarding the exact location and scope for U.S. production is expected later this year. View All Audi e-tron GTs For Sale Source: Audi

By Khris Bharath – May 12, 2025

Audi Eyes Sale Of Italdesign In Wake Of Cost-Cutting Drive

Italdesign, one of Italy’s most iconic automotive design firms, may soon change hands as Parent company, Audi, intensifies its cost-cutting measures. According to a recent report by Italian publication Corriere della Sera, employees were informed during a company-wide meeting on May 5, at its Moncalieri headquarters, that the firm was officially on the market. This move comes as part of a broader restructuring effort after Audi had a challenging 2024 with a variety of contributing factors, including sluggish EV sales and intensifying competition both in Europe and China. Lamborghini, under Audi ownership, acquired a 90.1% stake in Italdesign back in 2010. A complete takeover of the company took place in 2015, after the famed Giorgetto Giugiaro and his son sold their remaining 10%. Founded in 1968 by Giugiaro and Aldo Mantovani, Italdesign has earned a reputation for penning some of history's most celebrated and beautiful cars. Their automotive portfolio to date spans more than 180 designs, ranging from exotics like the Maserati MC12, Lamborghini Gallardo, BMW M1, DeLorean DMC-12 to everyday models like the Mk-1 VW Golf and Fiat Panda. One of the more recent projects that garnered international headlines was the GT-R50 NISMO collaboration with Nissan in 2018, where the company was tasked with designing a 50th anniversary special for both firms. Over the decades, Italdesign has expanded its services beyond automotive to other avenues of product and transportation design. While the company remains profitable under current CEO Antonio Casu, reporting €286 million in assets, €145 million in revenue, and €20 million in profits in 2023, the vast majority of its contracts depend on the Volkswagen Group, with only 15% of its turnover coming from external sources. This casts a shadow on the company's future. The situation in Italy’s design valley, once a hotbed for coach builders, shows a broader trend of declining demand for exterior design services. Pininfarina, Italdesign’s long-term rival, was acquired by Indian conglomerate Mahindra & Mahindra in 2015. Bertone, another big name in from the Valley also filed for bankruptcy in 2014. Now owned by Ideactive, it sets to relaunch as a brand focused on luxury and high-performance vehicles. It is worth noting that VW hasn’t officially announced the sale of Italdesign, and a follow-up meeting is scheduled for May 19 with a delegation from the Industrial Union of Turin, which should give us more details. No potential buyers have surfaced so far, but Corriere della Sera added that engineering multinationals could be on the cards. View Luxury Cars For Sale Source: Corriere della Sera

By Jordan Aquistapace – October 18, 2023

Celebrating 25 Years Of The Audi TT: An Automotive Icon B...

As the Audi TT marks its 25th anniversary, we reflect on the iconic sports car that revolutionized automotive design and performance standards. When you think of cars that have become design icons in the automotive world, the Audi TT easily earns a spot on the list. Celebrating its 25th anniversary in 2023, this milestone model is also nearing the end of its production life. It's a bittersweet occasion tinged with nostalgia and amazement for a car that has redefined what a sports coupe can be. Conceived by American designers Freeman Thomas and Peter Schreyer, the TT emerged from Bauhaus design, prioritizing minimalism and functionality. Its geometric shape and driver-centric cabin set it apart from anything else on the market when it debuted at the Frankfurt Motor Show in 1995. That same design remained largely intact when the production model launched in 1998. The TT was a performer, with early models offering transversely mounted turbocharged four-cylinder engines with outputs ranging from 150 to 225 horsepower. Over time, Audi kept pushing the performance envelope, introducing higher-output variants like the TT Quattro Sport and the TT RS. Over its lifespan, Audi sold a whopping 178,765 first-generation TT Coupés and 90,733 TT Roadsters. Its influence extended beyond sales figures, as it played a crucial role in shaping Audi's brand identity. As Audi reorients towards electrification, the TT's production may be coming to an end, but its influence on automotive design and performance will continue to live on. As we bid farewell to this iconic model, we recognize that its legacy is permanently etched into Audi's DNA. Here's to 25 years of the Audi TT, a masterclass in design and performance. View all Audi TT examples currently for sale on duPont REGISTRY by clicking the link below. View All Audi TT For Sale Source: Audi

By Jordan Aquistapace – October 10, 2023

Audi Sport GmbH Celebrates 40 Years Of Automotive Excellence

Audi Sport GmbH marks its 40th anniversary, highlighting its journey from Quattro GmbH and the evolution in high-performance models and electric vehicle innovation. Today, the automotive world celebrates the 40th anniversary of Audi Sport GmbH, which started its humble beginnings as Quattro GmbH. To commemorate the brand's significant achievement, Audi organized festivities earlier this summer alongside the Nürburgring 24 Hours and its exhibition at the Neckarsulm production facility. On October 14th, Audi has planned an exclusive event at Audi Forum Neckarsulm, giving fans an in-depth view of the high-performance subsidiary that has redefined automobile standards for the past four decades. From its foundation in 1983 as Quattro GmbH, it transitioned to Audi Sport GmbH in 2016. Rolf Michl, Managing Director of Audi Sport GmbH, emphasized the company's ambition by reflecting on their achievements over the past 40 years and their vision for the future. Owners and enthusiasts can expect an entertaining and informative program, with insights into vehicle development and production being shared by key Audi Sport members. Visitors can also embark on exclusive tours of the neighboring Böllinger Höfe production plant, where Audi's pioneering electric RS model, the Audi RS e-tron GT, is crafted alongside the iconic Audi R8. Historic and current models, including the awe-inspiring all-wheel-drive Audi S1 e-tron quattro Hoonitron prototype, will be on display. Audi Sport race legends, Rinaldo “Dindo” Capello and Luca Engstler are set to make an appearance to engage with fans. The anniversary celebrations commenced in May, captivating an audience of around 235,000 fans at the Nürburgring 24 Hours with four specially designed Audi R8 LMS cars. The company's sales records reflect its successful trajectory, with a 15.6% sales growth in 2022, marking another sales record. Audi Sport GmbH encompasses vehicle customization, lifestyle collections, and motorsport, ensuring its commitment to pushing the boundaries of automobile excellence. View all Audi models currently for sale on duPont REGISTRY by clicking the link below. View All Audi For Sale Source: Audi