Articles

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 01, 2025

BMW Marks Seven Millionth U.S.-Built Vehicle With a One-O...

At a quiet moment in late March, a team of technicians at BMW’s Spartanburg plant tightened the final bolts on what became a landmark moment in American automotive manufacturing: the seven millionth BMW assembled in the United States. The vehicle in question, a BMW ALPINA XB7. This example is far from standard, as it has undergone extensive modifications, carried out by the Spartanburg facility's ALPINA team in early April. The exterior finished in ALPINA Green Metallic is complemented by ALPINA-specific 23-inch wheels, front apron, rear diffuser, spoiler, and a commemorative badge. The cabin features bespoke Tartufo Merino leather upholstery, nature black walnut trim, and stitched blue-green detailing on the steering and second-row captain's chairs. Packing a 631 horsepower Bi-Turbo V8 under the hood, this car won’t leave the factory as it has been designated as part of BMW’s historic collection. In the recent light of tariffs, BMW has a strategic edge over the competition, as it is one of the few luxury foreign automakers that has large manufacturing operations in the United States. The German automaker’s Spartanburg plant in South Carolina began operations in 1994 and has grown from a regional facility into the largest BMW production site in the world. Building over 1,500 units per day, it supplies vehicles to 120 global markets, making it the top U.S. automotive exporter by value for more than a decade. With an 11,000-strong workforce, the facility built 400,000 vehicles in 2024. Popular SUVs like the X3, X5, and X7, alongside four Motorsport X and two plug-in hybrid models, are assembled here. Nearly half of all BMWs sold in the United States last year came from this plant. The Bavarian automaker will continue to expand as it is investing $1.7 billion in its U.S. operations, preparing for at least six upcoming all-electric models, all set to be manufactured at the Spartanburg facility by 2030. From its milestone one millionth vehicle, a Z4 M Roadster, completed in 2006, to today’s ALPINA XB7, each chapter in the Spartanburg facility’s expansion marks a pivotal moment for the brand, and it now serves as a key part in BMW’s global supply chain. View All BMWs For Sale Source: BMW

A BMW M2 Racing car with geometric blue and red graphics speeds along a racetrack, approaching a corner as the blurred stands rush by in the background.

By Khris Bharath – April 29, 2025

BMW M2 Racing: A New Entry-Level Track-Car With One Big C...

For budding track-day enthusiasts and aspiring racers, the path to competitive motorsport just got a lot more accessible as BMW M Motorsport has unveiled its latest creation, BMW M2 Racing. Wearing the famous inception livery, this track-only machine builds upon the legacy of its predecessors like the M235i Racing, M240i Racing, and the M2 CS Racing, and is set to redefine the entry-level segment, starting from the 2026 season. One noteworthy change is under the hood. While past race-spec models and even the current road-going M2 pack an inline six, the latest M2 Racing takes a different route with a tuned version of BMW’s familiar 2.0-liter four-cylinder (B48) engine, the same one found in the 230i. Despite the downsizing, the M2 Racing still packs a punch, delivering 313 horsepower and 310 pound-feet of torque, which is 58 horsepower and 15 pound-feet more than the 230i. While it is a noticeable step down from the more potent six-cylinder mill, BMW believes that this level of performance is ideal for an entry-level racer and driver development. According to BMW, the rationale behind the move is simplicity and lower running costs for amateur racers. The lighter four-cylinder unit puts less stress on components, allowing the car to utilize existing M2 street car parts like the brakes and cooling system for closed-circuit racing. The BMW M2 Racing tips the scales at 3,302 pounds, shedding a substantial 512 pounds compared to the standard M2. So, power may be down, but so is weight. Expect the power-to-weight ratio to be similar to the M240i. What could have made this car even lighter is a manual, but we’ll have to settle for a standard 7-speed ZF 8HP automatic transmission. Beyond the powertrain and drivetrain, the BMW M2 Racing comes with a host of motorsport-specific upgrades. To ensure that the four-cylinder sounds good, BMW has thrown in an exhaust system derived from the M4 GT4, paired with a racing catalytic converter. You also get (non-adjustable) KW shock absorbers based on BMW’s GT3 program, along with adjustable front and rear anti-rollbars. BMW also offers an extensive range of upgrades, like a rear wing, racing brake pads, a flap-controlled exhaust, and an air jack system, to name a few. Being a racecar, the M2 features a stripped-down cabin with a racing seat and a beefed-up roll cage. Having said that, it retains the all-digital dash, which can display racing telemetry, and creature comforts like air-conditioning and a passenger seat are available as options. BMW was keen to keep the price under €100k, and they’ve certainly achieved that. Starting at €98,000 ($111,600) before options, the M2 Racing is positioned as a significantly more accessible option compared to higher-tier offerings from BMW’s M Division like the M4 GT4 EVO. Sales are slated for June, with deliveries expected by the end of the year, before the 2026 season. From the Nürburgring to a wide variety of racing cup series, customer teams can participate in a wide variety of events with the BMW M2 Racing. " width="680"> View All BMW M Cars For Sale Image Source: BMW

A blue BMW electric SUV driving on a road with blurred background trees.

By Gabriel Vega – January 28, 2025

Unveiled: The 2026 BMW iX

A power bump up to 650 HP, improved range, and updated styling thoroughly refresh BMW's first electric SUV.

A sleek black BMW M5 is parked in a dimly lit parking garage, its interior beautifully illuminated like the cockpit of a hypercar.

By Jordan Aquistapace – November 14, 2024

Did You Know Hypercar CEO Mate Rimac Daily Drives An E39 ...

Mate shows off his great taste in cars. Being curious car enthusiasts who geek out over all things automotive, we often wonder what some of the biggest names in the industry are daily driving when commuting to work. While it's exciting to know that Christian Von Koenigsegg may pull up on a Monday morning behind the wheel of a Jesko Absolute, it's even more interesting to hear about his love for NA Mazda Miatas and other platforms outside of the hypercar realm. It's realizing that although multi-million dollar hypercars are the ultimate dream, they're are plenty of timeless classics that deliver the same driving excitement to today's standards. The same thought pertains to the founder and CEO of the Rimac Group, Mate Rimac, who has already proven to the world that he is a true car collector with an impressive garage fleet. Mate is making waves in the automotive world after he recently posted an Instagram video of him leaving the Rimac Automobili facility in his personal E39 BMW M5. Captioned " POV: Hypercar company CEO goes home after a long day," the gloss black M5 stands out in a sea of employee cars sporting a euro plate that pays homage to BMW's iconic S62 engine platform. And although we've witnessed Mate taking delivery of his very own Rimac Nevera, his immaculate taste for cars expands into other classic German legends like the BMW E30 M3. His particular E39 M5 remains in pristine, factory condition, with an untouched tan leather interior and an odometer that displays less than 70,000 kilometers. The E39 BMW M5 represents a historic era for the brand, beautifully combining the practicality of a four-door sedan with the performance of a manual-driven, high-revving V8. As they continue to skyrocket in value among passionate purists, it's safe to say that Mate Rimac will keep his as a daily Croatian commuter. View all BMW M5s for sale on duPont REGISTRY by clicking the link below. View All BMW M5s For Sale View this post on Instagram A post shared by Mate Rimac (@materimac) Source: @materimac Instagram