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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

A race car driver in a red racing suit stands in front of an AF Corse Ferrari sign, covering his ears with his hands, as the duPont REGISTRY Group brings luxury and excitement to the racing world.

By duPont REGISTRY – October 07, 2025

duPont REGISTRY Group Announces Strategic Investor

MIAMI--(BUSINESS WIRE)--duPont REGISTRY Group (DRG), the world's leading ecosystem for the high-end automotive lifestyle, today announced a strategic investment from François Perrodo, one of the world’s most influential collectors and personalities in the racing and classic cars landscape. This strategic investment reinforces DRG's standing as the premier entity in the luxury automotive sector. It underscores the group's commitment to cultivating a seamless and reliable ecosystem where enthusiasts and collectors can effortlessly buy, sell, and immerse themselves in their passion for automobiles. This move is a testament to the exceptional value of DRG’s global client and collector's car database and the robust appeal of the group's renowned brands whose reputation spans over 40 years. François Perrodo is not merely a financial investor but a deeply embedded enthusiast whose passion has shaped collector car culture. As the steward of a celebrated collection featuring some of history's most significant automobiles and an accomplished racing driver with two championships at the 24 Hours of Le Mans and five championships at the World Endurance Championship (WEC), his influence is unparalleled. As a very respected figure in the industry, his investment is a powerful endorsement of DRG's strategy and future direction. “I have been a part of this world my entire life, not as a businessman, but as a passionate driver and collector,” commented François Perrodo. “I’ve watched duPont REGISTRY Group and its management team and have been impressed by their mission to build a true end-to-end ecosystem for enthusiasts powered by technology. They understand that this is about more than just transactions; it’s about community, trust and a shared passion. The value of their brands and the quality of their events are the heart and soul of the community, and DRG’s strategy to enhance them with technology is exactly what the market needs. I am thrilled to be part of this journey and contribute to building the definitive global platform for the automotive lifestyle.” “We are incredibly honored to welcome François and his family office to the duPont REGISTRY Group family,” said Antoine Tessier, CEO of duPont REGISTRY Group. “His reputation as a discerning collector is second to none and his investment is a profound validation of our vision. Having it solidified by someone with François's expertise and passion confirms we are building something truly special for the global car community, using our unique dataset, AI and technology to power an innovative, secure and seamless online journey for every collector and enthusiasts benefit. His insights will be invaluable as we continue to innovate.” The new capital and strategic partnership will accelerate DRG’s growth, fueling further development of its AI and technology platform, including its seamless online experience for peer to peer and dealer to client transactions, its unique valuation tool and enhancing the user experience across its ecosystem. About duPont REGISTRY Group: duPont REGISTRY Group (DRG) is the world’s leading luxury automotive ecosystem, encapsulating the culture, community and commerce of the high-end automotive lifestyle. For more than 40 years, DRG has served as a trusted advisor to the vibrant global community of members looking to buy and sell luxury vehicles. Using data insights and advanced technology to build a seamless and scalable digital marketplace, duPont REGISTRY Group facilitates billions of dollars in transactions and redefines how enthusiasts and collectors engage within the luxury automotive world. Its portfolio includes duPont REGISTRY, Canossa Events, Cavallino, Supercar Owners Circle, Petrolicious, Retromobile USA, FerrariChat, and Sotheby's Motorsport. For more information, visit www.duPontREGISTRYGroup.com.

By Khris Bharath – October 06, 2025

2025 Bonhams Cars Audrain Auction: Top 10 Results And Hig...

As one of the headline events of the 2025 Audrain Motor Week, the Bonhams Cars Audrain Auction at the International Tennis Hall of Fame in Newport, Rhode Island, lived up to expectations with an impressive $10.3 million in total sales and an 87 percent sell-through rate. The curated 47-lot docket reflected a well-balanced mix of pre-war craftsmanship, mid-century classics, and modern exotics, drawing strong in-person and remote bidding. The undisputed star of the evening was the 2022 Bugatti Chiron Super Sport 300+ Coupe, which achieved $5,725,000, taking top honors as one of Bonhams’ highest-grossing modern-era consignments. As one of only 30 examples built, the 300+ represents the ultimate evolution of the Chiron platform, powered by an 8.0-liter quad-turbocharged Pïech-era W16 engine. In second place, a 1909 Rolls-Royce 40/50 hp Silver Ghost Roi des Belges Tourer brought $621,000, highlighting that early motoring royalty still resonates with collectors when accompanied by period coachwork and known provenance. A 993 1996 Porsche 911 Carrera RS followed at $390,000, outperforming estimates, while a beautifully presented 1971 Mercedes-Benz 280SE 3.5 Cabriolet achieved $318,500. A 1934 Packard Twelve 1107 Coupe, restored by Stone Barn Restorations, realized $307,500, demonstrating consistent demand for concours-level American pre-war craftsmanship. Among standout contemporary builds, the 1965 Jaguar E-Type Coupe reimagined by Helm with Bill Amberg Studios sold for $285,500. The 1989 Mercedes-Benz 190E Evo I reached $224,000, while both a 1986 Ferrari Testarossa and a 1929 Rolls-Royce Phantom I Convertible Sedan by Hibbard & Darrin, each pulled in $184,800. Rounding out the top ten, a 1963 Chevrolet Corvette 327/340 hp Split Window Coupe crossed the block for $176,960, showcasing steady growth in demand for blue-chip American classics. This year’s auction results cement Audrain Motor Week as the East Coast’s definitive collector-car destination. What began as a boutique event has now evolved into a national fixture, blending world-class concours competition, curated lifestyle events, and serious auction action. With Newport’s historic backdrop and Bonhams’ curation, the region’s collector-car scene is no longer in Monterey’s shadow, but is defining its own rhythm, and is one that is only set to grow in the coming years. View All Bonhams Cars Inventory 10. 1963 Chevrolet Corvette 327/340hp Sting Ray 'Split Window' $176,960 9. 1929 Rolls-Royce Phantom I Convertible Sedan Coachwork by Hibbard & Darrin $184,800 8. 1986 Ferrari Testarossa $184,800 7. 1989 Mercedes-Benz 190E Evo I US$224,000 6. 1965 Jaguar E-Type Coupe Reimagined by Helm with Bill Amberg Studios $285,500 5. 1934 Packard Twelve 1107 Coupe $307,500 4. 1971 Mercedes-Benz 280SE 3.5 $318,500 3. 1996 Porsche 911 Carrera RS $390,000 2. 1909 Rolls-Royce 40/50hp Silver Ghost Roi des Belges Tourer $621,000 1. 2022 Bugatti Chiron Super Sport 300+ Coupe $5,725,000 Images: Bonhams Cars

A yellow Lamborghini Diablo—celebrating 35 years as the last old-school analog Raging Bull—stands parked between yellow industrial buildings with blue doors, its legendary roar echoing under a cloudy sky.

By Khris Bharath – September 25, 2025

Lamborghini Diablo at 35: The Last Old-School Analog Ragi...

Gandini’s Poster Car That Changed Everything 2025 has been a landmark year for automotive anniversaries. The Rolls-Royce Phantom is celebrating 100 years, the Porsche Carrera GT broke cover 25 years ago, and the Bugatti Veyron just turned 20. We’ve covered all of them extensively, but now it’s time to focus on another icon, one from the raging bull stable. The Lamborghini Diablo turns 35 this year. This is the supercar that became the ultimate automotive pinup and bedroom poster for an entire generation. Widely considered the last old-school analog Lamborghini, the Diablo, named after a legendary fighting bull from 1869, continues to deliver an unfiltered driving experience that remains unmatched. When Lamborghini introduced the flagship replacement for the aging, nearly three-decade-long Countach in 1990, it reset the bar for supercars. This was not just because it looked like something that had rolled straight out of a sketchbook from the future, but also because the Diablo was the first Lamborghini to smash through the 200-mph barrier. Now, three and a half decades later, we reflect upon how the Diablo has evolved and how it continues to impact popular culture and the collector car world. The Diabo story begins in 1985 with Project 132, with one objective: to build the fastest road car in the world. By the time Chrysler took partial control of Lamborghini in 1987, the car’s design had evolved into something that still looks aggressive today. The iconic Scissor doors, wide haunches, and that signature wedge silhouette designed by the great Marcello Gandini gave it presence, while the cabin finally offered something Countach owners could only dream of: real comfort. You got power windows, adjustable seats, and an Alpine stereo as standard equipment. The Diablo debuted in the Principality of Monaco in 1990, and it stayed in production for over a decade until 2001. Underneath, it carried a 5.7-liter naturally aspirated V12 that can trace its roots to the Miura. It put out 485 horsepower and 428 pound-feet of torque, paired to a five-speed manual transmission. That meant 0-62 mph in about 4.2 seconds and a verified 209 mph on a legendary run at the Nardò Ring proving ground in southern Italy. Those are impressive figures today, but for a production car in the early 1990s, those were numbers that only a handful of cars could match. With materials like aluminum, steel, and even carbon fiber inserts, which had never been used at scale in a road car before, the Diablo had a curb weight of 3,751 pounds. Over its decade-plus-long life, the Diablo evolved fast. In 1993, the VT introduced all-wheel drive, and the SE30 celebrated the Italian marque’s 30th anniversary with up to 517 horsepower, climbing to nearly 600 in Jota spec. Two years later, the VT Roadster opened the door to Lamborghini’s future V12 drop-tops. Audi’s acquisition of the brand led by Ferdinand Pïech, in 1998 brought another wave of change, with fixed headlights, ABS, and a more potent 6.0-liter engine. The 1999 GT stretched output to 567 horsepower and nudged top speed higher still. For collectors, the final VT 6.0 and 6.0 SE, penned by Luc Donckerwolke, are considered the sweet spot, modernized enough to drive, raw enough to feel unfiltered. But Lamborghini didn’t stop with just road-going variants. The Diablo SV-R spawned Lamborghini’s first one-make race series in 1996. That effort bled into rarities like the GT1 Stradale prototypes that had about 655 horsepower and the GT-R, a race-ready Diablo that competed in Japan’s JGTC and European GT championships. If you’re chasing ultimate rarity, these race-bred models represent the very top of the Diablo pyramid. It also served as the base for several design studies, like the 1-of-1 Pregunta. With 2,903 units produced at the Sant'Agata Bolognese factory, the Diablo isn’t scarce by Lamborghini standards, but when you break it down, just 32 SV-Rs, a single Jota pack SE30, fewer than 41 GT-Rs, the pool of top-tier examples looks very different. Add in the 60 official colors and 40 bespoke finishes, and you start to see why red examples dominate the lucrative pre-owned Diablo market while unique shades carry serious premiums. Now we can’t talk Diablo and not mention this mid-engine Italian exotic’s impact on popular culture and beyond. A red Diablo in Dumb and Dumber, driven by Jim Carry, Cindy Crawford in a ’96 commercial, the Jamiroquai “Cosmic Girl” video, it was everywhere. Celebrities from Mike Tyson to Nicolas Cage, Mario Andretti, and even Jay Leno, all got one. If you grew up playing Need for Speed III: Hot Pursuit, chances are your first “supercar” in that game was a pixelated. We’ve also covered Polo Storico extensively, Lamborghini’s restoration program, which coincidentally is also celebrating 10 years in 2025, and highlighted its significance for collectors. In fact, we had the chance to sample a Diablo VT 6.0 SE in Italy’s picturesque Emilia-Romagna not too long ago, and that drive highlighted why these cars matter so much. Polo Storico’s role in restoring and certifying these cars is more than heritage preservation; it’s directly shaping their value trajectory. In 2023, a 1994 SE30 earned a podium at Pebble Beach. “The Diablo isn’t just a symbol of Lamborghini’s history; it’s also a model of growing strategic importance to Polo Storico. n recent years, we’ve seen a significant increase in requests for certifications and restoration services for the Diablo, in the most part due to a new generation of collectors and enthusiasts who see this car as a cultural and design icon. This trend confirms the value of Polo Storico’s activities aimed at preserving the legacy of the company and its cars, at the same time creating new opportunities in the classic car segment.” - Alessandro Farmeschi, After Sales Director at Automobili Lamborghini. Restoration requests at Lamborghini’s heritage division are climbing sharply, especially for special editions. Polo Storico not only certifies authenticity, but also taps into its factory archive to give provenance critical if you plan to sell at auction, where paperwork can swing hammer prices by six or seven figures. The Diablo closed the Countach chapter in style, and under Audi ownership, proved Lamborghini could build fast, usable, and desirable cars without compromise. Three and a half decades later, it’s more than just a poster car. It’s a case study in how heritage, engineering, and culture converge to create lasting value. The only question left is, will you treat it as nostalgia, or as your next asset on wheels? View All Lamborghini Diablos For Sale Images: Automobili Lamborghini

A dark silhouette of a Zagato sports car with both gullwing doors open, set against a black background.

By Khris Bharath – September 24, 2025

Zagato and Capricorn Preview Gullwing Hypercar Ahead Of Z...

Italian coachbuilder Zagato rarely steps into a project unless it can make a statement that will stand the test of time, and its latest project with German engineering firm Capricorn appears to be exactly that. The two companies are preparing an ultra-limited hypercar that will be unveiled at the upcoming Zoute Grand Prix in Belgium on October 10. Built around an analog driving experience designed to put you back at the center, the car will be designed by Zagato in Italy and hand-built by Capricorn in Germany. The official teaser doesn’t give away much, but there’s enough detail to set the tone about what’s coming. A short clip reveals an ultra low-slung coupe with a wide front intake, pronounced haunches with fender-mounted mirrors, and, most notably, gullwing doors. It will be interesting to see if the signature Zagato double-bubble roof is retained. Only 19 examples will be made, and distribution will run exclusively through the Louyet Group. Zagato’s history as a coachbuilder for over a century should make this project more than a design exercise. Having previously worked with several automakers, including Alfa Romeo, Aston Martin, and Lancia, as well as brands such as Ferrari, Maserati, Lamborghini, Bugatti, Bentley, and Rolls-Royce, the Milanese studio has left its mark in the collector car world. More recently, it shaped the Alpine Zagato AGTZ Twin-Tail, the BMW 4 Series Cabriolet-based Bovensiepen, and the Alfa Romeo 8C DoppiaCoda, the latter two broke cover at Villa d’Este, back in May. Capricorn, for its part, brings an engineering pedigree honed in Formula 1 and Le Mans prototypes. This upcoming launch also highlights how Italian coachbuilders continue to stay relevant. Italdesign is preparing to revive the NSX nameplate where whereas Bertone (GB110), Carrozzeria Touring Superleggera (Veloce 12), and Pininfarina (Battista) have pivoted to building their own cars. Zagato, meanwhile, has stuck to what it does best, crafting small-volume masterpieces in collaboration with established marques, and you’ll find out what they have in store with this latest hypercar offering in the coming weeks. Watch this space. View All Luxury and Exotic Cars For Sale View this post on Instagram A post shared by capricorn CAR (@capricorn.car) Source: Zagato

A red Yangwang U9 sports car speeds on a test track, with text stating "Fastest production car on the planet—308 MPH (496.22 km/h), officially certified at Germany’s ATP Automotive Testing Papenburg.

By Khris Bharath – September 20, 2025

Yangwang U9 Xtreme Hits 308 MPH, Becomes World’s Fastest ...

Just last month, we reported on the Chinese all-electric hypercar, the Yangwang U9, and its Track Edition, which hit 472 km/h (294 mph) at the ATP Automotive Testing, in Papenburg, Germany and it became the new top-speed record for EVs, beating the Rimac Nevera's previous 258 mph record run. It was one of the first signs that BYD’s luxury arm was serious about rewriting the rules at the very top end of the performance spectrum. Now, only weeks later, the story has taken an even sharper turn as Yangwang has released footage of the U9 Xtreme (U9X) with an officially certified run of 496.22 km/h, or 308.34 mph. That number is significant because it surpasses Bugatti’s Chiron Super Sport 300+, which famously hit a top speed of 304.8 mph back in 2019, making the YangWang U9 the fastest production car in the world. German racecar driver Marc Basseng, the same man behind the U9’s earlier record, once again took to the wheel. Last year, his personal best in the “standard” U9 was 233 mph. This time, with nearly 3,000 horsepower on tap from four powerful electric motors, he now joins the rare club of drivers who have gone past 300 mph in a street-legal car. Now it is worth noting that this was in a single direction. Guinness World Records defines the fastest production car as a road-legal vehicle built in series production, sold to the public in the same specification, and verified by independent two-way average top-speed runs under standard conditions. When we consider that, the SSC Tuatara's record" title="YouTube video" frameborder="0" allow="accelerometer; autoplay; clipboard-write; encrypted-media; gyroscope; picture-in-picture; web-share" allowfullscreen> As for the hardware that enables this incredible performance, each of those four motors produces up to 744 horsepower, giving the U9X a total of 2,976 horsepower, which is nearly twice the standard U9 and even higher than the Rimac Nevera, which packs 1,914 horsepower, which is already one of the most powerful production cars. Also, the Yang Wang U9 runs on a 1,200-volt ultra-high-voltage platform, the first of its kind in a mass-produced vehicle. For some context, Porsche’s Taycan uses an 800-volt system, and in the real world, the higher voltage means more efficient power delivery, less heat, and shorter charging times. Now the Bugatti remains a symbol of exclusivity, but the U9X offers this ballistic performance at a far more reasonable figure, amounting to around $235,000 and production is limited to just 30 units. While the accomplishments in the EV world continue to take place, and their achievements cannot be understated with engineers pushing the boundaries, what most startup brands often lack when compared to legacy automakers is heritage. Having said that, this record run does signal that the balance of power in the hypercar world is shifting. But with an established marque like Bugatti, now under the Bugatti-Rimac partnership, it remains to be seen how traditional automakers respond. View All Supercars and Exotic Cars For Sale " width="680"> Source: YangWang, BYD

By Jordan Aquistapace – September 19, 2025

Ulysse Nardin Unveils Its Ultra-Exclusive Blast Free Whee...

Ulysse Nardin has long been one of those brands willing to push watchmaking into weird, wonderful territory, and the new Blast Free Wheel Marquetry Silicon Green feels like a natural continuation of that spirit. Limited to just 10 pieces for the U.S., it’s as much a work of art as a wristwatch. The dial is the first thing that grabs your attention, with hand-laid emerald green silicon, arranged in geometric patterns that catch light from all angles. It’s a nod to Silicon Valley and to the fact that silicon, once an experiment in horology, is now at the heart of Ulysse Nardin. Underneath the dial’s shimmer is the UN-176 caliber, a movement that looks as though it’s floating inside the case. The “free wheel” construction means most of the mechanics, including the flying tourbillon, are mounted on the dial side, almost defying gravity. It’s a complication that leaves you staring, trying to piece together how it all works. But beyond its stage presence, silicon really earns its keep here. It offers stability, precision, and a lot less servicing over time. Add in the constant-force escapement and a double barrel with seven days of reserve, and it’s hard not to be impressed by the technical mastery hiding beneath all the flash. The case feels like Ulysse Nardin at its most modern, 45mm of white gold shaped into sharp, architectural lines, capped by a sapphire box crystal that lets you peer in from nearly every angle. Despite its size, it’s surprisingly thin at 12.4mm and sits comfortably on the wrist, more wearable than you’d expect. In the end, with only 10 pieces reserved for the U.S., the Blast Free Wheel Marquetry Silicon Green is destined to be one of those rare watches collectors talk about more than they actually see. Source: Ulysse Nardin

By Khris Bharath – September 19, 2025

Bertone GB110 Meets Arancio Zero: A Color That Defined an...

Built to commemorate 110 years of the renowned Italian automotive styling house, Bertone, and limited to just 33 examples, the GB110, designed by Andrea Mocellin and first shown in 2022, is already a highly collectible exotic car and announced the rebirth of the brand. But the new Arancio Zero finish seen here adds another dimension. It is a direct callback to founder Nuccio Bertone’s favorite hue from the 1970s, a bright orange he loved so much that he painted the ceilings of the Centro Stile in Caprie with it. That simple act turned a design studio into a bold statement about what Italian design could be: fearless, vivid, and unapologetic. Bertone’s role in shaping that era of the automobile simply can’t be overstated. Back in the 1960s and 70s, Italy’s coachbuilders Pininfarina, Italdesign, and Zagato were hard at work rewriting the language of automotive form. But it was Marcello Gandini and Bertone that truly defined the wedge era, responsible for design icons like the Lamborghini Countach, and concept cars such as the Alfa Romeo Carabo, and the Lancia Stratos Zero (seen below), which, coincidentally, was also painted in a bright orange and displayed at the Petersen Museum a few months ago. These were the sort of cars that made everything else on the road look dated overnight. It is that very lineage that links the GB110 to this heritage through Arancio Zero and serves as a defining bridge to a moment in time when Italy set the ball rolling for the world of automotive design for decades to come. But speaking of bold colors, ironically, this announcement from Bertone comes just days after Apple unveiled the iPhone 17 Pro in a bold Cosmic Orange. While the two aren’t even remotely connected, the coincidence highlights how color trends can resonate across industries. Think about it: Color is often the first thing anyone notices about your car, and besides the standard palette, today, automakers operating in the high-end and luxury car space offer an extensive choice of bespoke colors and finishes, with the option to also have a color lock-out to further tie-in exclusivity. In the collector space, certain hues also end up becoming cultural markers. Think of Rosso Corsa Ferraris or Porsche’s Guards Red. For Mercedes, a shade like silver metallic ties its racing heritage to production models, and for Lamborghini, it was shades like the polarizing Verde Green that we touched on not too long ago, that divided opinion, but ultimately cemented its place in time. View this post on Instagram A post shared by Bertone (@bertone_official) Arancio Zero belongs to that same tradition. By linking the GB110 to Bertone’s rebellious 1970s design ethos, it transforms an already seven-figure collectible into something that tells a story every time you see it in your garage. It highlights an aspect often overlooked: the emotional story behind a finish, which can elevate a car’s significance well beyond its mechanical numbers. Yes, the GB110 delivers 1,100 horsepower from a 5.2-liter V10; it packs performance figures to rival most high-end exotic cars, but those details alone don’t explain why someone would fight to secure one. So, where does that leave you? If you’re considering a hypercar that speaks louder than its spec sheet, the GB110 in Arancio Zero does offer something quantifiable: a shade with historical context, limited production numbers, and an unbroken lineage to one of Italy’s most influential design families. In a market where color is often an afterthought, this is one of the rare times when a paint choice also becomes part of the legacy you’re buying into. View All Supercars and Exotic Cars For Sale Images: Bertone

The Golden Sahara II, a vintage white and gold convertible with a transparent roof, is parked on a driveway near a stone wall.

By Jordan Aquistapace – September 12, 2025

Golden Sahara II Headlines Mecum's Larry Klairmont Legacy...

Mecum Auctions honors Larry Klairmont with a no-reserve sale of 275 collector cars and 1,000+ pieces of Road Art in Chicago. For decades, the late Larry Klairmont’s collection stood out as one of the most impressive private automotive museums in the country. Located in Chicago, Klairmont Kollections became a must-visit for enthusiasts who wanted to see everything from prewar classics to futuristic show cars under one roof. Known for its variety and sheer size, the collection mirrored Larry’s lifelong passion for design, performance, and automotive history. This September, that legacy will take center stage in an emotional and historic sendoff as Mecum Auctions presents “Larry’s Legacy: From the Larry Klairmont Collection.” From September 20–21st, the event will see 275 collector vehicles and more than 1,000 pieces of art cross the block at no reserve. Headlining the auction event is one of the most iconic dream cars of the 1950s, the Golden Sahara II. Famous for its space-age styling and early experiments with technology like remote-controlled driving, the Golden Sahara II has long fascinated collectors and historians. Alongside it, Mecum will present a wide range, including the 1947 Tatra T87, a rare postwar car known for its rear-mounted V-8, and the 1926 Rickenbacker Eight Super Sport. With everything selling at no reserve, the opportunity to purchase pieces of this scale and significance rarely comes around in the collector car world. The upcoming auction will also feature more than 1,000 pieces of Road Art, ranging from neon signs to vintage gas pumps. Highlights include the Rolls-Royce Bowser Clock Face Gas Pump, a Gilmore Go-Kart and Mannequin, and a Chicago Motor Club Porcelain Neon Sign. Together, these items help tell the story of a collection curated for its vehicles and the culture surrounding them. Leading up to the auction, Klairmont Kollections will reopen briefly for final public viewings September 13–14th and September 19, giving enthusiasts a chance to walk the halls of Larry’s legacy one last time. Tickets are just $20, and proceeds will benefit the foundation, assuring that his passion continues to impact Chicago. Source: Mecum Auctions

By Jordan Aquistapace – September 08, 2025

These Are The 10 Best Luxury SUVs For Sale At O'Gara Righ...

Designed to be the functional version of high-end sports cars, luxury SUVs continue to dominate the market with space and performance.

A pickup truck is shown in silhouette against a dark background, echoing the intrigue as Mercedes teases the G-Class Cabriolet revival with four doors instead of two, subtle lighting highlighting its outline and features.

By Khris Bharath – September 05, 2025

Mercedes Teases G-Class Cabriolet Revival, With Four Door...

The Mercedes-Benz G-Wagen has never been shy about its true purpose. It’s big, boxy, capable, and extremely luxurious, but at least in AMG trim, outrageously fast for something that looks like it belongs at a desolate military outpost. Now, the three-pointed star is bringing back one of the rarest and most eccentric flavors of the G-Class, the convertible. Between 1979 and 2013, Mercedes sold a two-door cabriolet built on the short-wheelbase platform, and for the first time, it’s officially headed to the United States. Mercedes has quietly confirmed the return of the open-top G, dropping a shadowy teaser that reveals a four-door silhouette rather than the aforementioned short-wheelbase two-door configuration offered until 2013. Other noteworthy G-details include the squared-off fenders and the prominent spare wheel on the tailgate. The timing of this revival is a strategic one. The G-Class has been a hit since its extensive 2018 redesign. AMG variants, like the G 63 in particular, with 585 horsepower from a mild-hybrid V8, dominate sales. In fact, supply struggles to keep up in markets like the U.S. and the Middle East, despite prices continuing to creep higher. That demand has given Mercedes confidence to expand the current G lineup, even after the G 580’s lukewarm reception as an EV. Companies like Mansory have already embraced the cabriolet formula on the latest G-Wagen. Also, recent updates have made the G more livable than ever, all without stripping away its rugged character. A facelift in 2024 brought subtle changes to the grille and bumpers, plus new sound insulation and a spoiler lip to cut road noise. Inside, you get Mercedes’ latest MBUX infotainment system, updated driver-assist features, and an off-road interface that includes a “transparent hood” function, essentially a camera-based system that shows obstacles under the front bumper. Powertrains range from the inline-six G 500 with 449 horsepower to the G 450 d diesel offered overseas, but U.S. buyers will likely fixate on that AMG G 63. Coming back to the open-top variant, if you remember those Final Edition Cabriolets from over a decade ago, like the G 500 Cabrio with its manual soft top, you also know they were priced at a premium, considering only 200 examples were made. Today, clean examples fetch well over $250,000 on the secondary market. If Mercedes slots this new convertible anywhere near the AMG G 63’s current $208,000 sticker, expect collectors to start lining up early. Also, who can forget the ultra-limited V12-powered Maybach G 650 Landaulet from 2017, which featured a retractable soft top for rear passengers and still trades hands for seven figures. Now, all of these models, including the upcoming convertible, share one common thread. They’re built in Austria by Magna Steyr in Graz, the longtime production home of the G-Class. That factory has assembled every G-Wagen since 1979, giving this highly competent 4x4 a level of consistency almost unmatched in the luxury car market. So here’s the question for you: would you actually daily-drive a G-Wagen convertible? Roof-down highway cruising sounds fun until you remember the G’s brick aerodynamics and 6,000-pound curb weight. But as a collectible, it’s a no-brainer. The last run of cabrios proved that rarity alone can cement long-term values. This time around, with U.S. allocation confirmed, Mercedes is opening the doors for a much bigger group of buyers. So if you want one, you’ll most likely need to move quickly, as history shows us that G-Class convertibles don’t stick around for long. View All Mercedes-Benz G Class For Sale View this post on Instagram A post shared by Bloomberg Television (@bloombergtv) Source: Mercedes-Benz

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