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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 Gabriel Vega – August 07, 2024

Unveiled: Rolls-Royce Spectre Semaphore

As deliveries of the Rolls-Royce Spectre ramp up across the globe, it was only a matter of time until we British carmaker began applying its bespoke touch to its first electric vehicle. The result is what the brand calls the Spectre Semaphore, a one-off commission it plans to physically debut during this year's The Quail, A Motorsports Gathering on August 16th. As its name suggests, this Spectre wears a Semaphore Yellow finish, a unique shade developed just for it. Its hood wears a contrasting gray hue depicting what RR calls a "Marbled Paint Spill" motif. It's said to be inspired by the California coastline and its many mountain ranges and beaches. Although the design appears only on its hood, the British carmaker claims it took over 160 hours of development work to complete. Matching this exterior finish is a two-tone Lemon and Citrine Yellow interior contrasted only by a black leather steering wheel and upper dashboard section. This color combination makes its way onto this car's digital instrument cluster, with its center dial displaying a yellow shade. Its dashboard incorporates an equally unique painted wood set, color-matched with grey accents and Cashmere Gray paint. Screenshot Although Rolls-Royce plans to physically showcase the car later this month, it has not only unveiled it online ahead of the famed event but has also stated that it's the only one planned for production. However, unlike most bespoke RR builds, this one wasn't designed by a particular owner. It was developed by the carmaker and is available for sale in the US via the brand's dealerships. As you might expect for a one-of-one build, the carmaker has not publically announced how much it costs.

By Gabriel Vega – July 31, 2024

Unveiled: The 2025 Audi S6 e-tron Sportback

Audi's brand-new PPE platform, which underpins the latest SQ6 e-tron and the Porsche Macan EV, continues to bear fruit. However, this time, the carmaker debuts a new entrant into the sporty sedan segment with the arrival of the 2025 Audi S6 e-tron Sportback and its mass-market twin, the A6 e-tron. Inspired by the aptly named A6 e-tron concept that debuted in Shanghai in 2021, Audi's latest will be available in Sportback and Avant forms, but only the sedan will be available in the US market. Still, the production version of this well-received concept captures its sporty but elegant essence while introducing styling elements we're bound to see in future models. While the e-tron SUV line carries a familiar look, its sedan counterpart strays distinctly and introduces us to a new aesthetic. Much of the mechanical components that power the Audi S6 e-tron Sportback carry over from the SQ6 e-tron, albeit now housed in a lower and wider machine. This includes its 100 kilowatt-hour (94.4 kWh net) battery pack, 800-volt electric architecture, and rear-biased dual-motor setup. However, the sedan packs even greater performance, producing 496 horsepower or 543-hp for brief periods with launch control engaged. As such, it'll sprint to 60 mph in 3.7 seconds and continue onto its electronically limited 149-mph top speed. The base rear-wheel-drive A6 e-tron produces 362 hp, while an all-wheel-drive quattro variant bumps up to 422 hp. Despite housing two electric motors for all-wheel traction, the S6 rides mostly in RWD mode, with the front axle stepping in only when needed for greater efficiency. However, even when both are engaged, the rear unit still develops more power, resulting in a rear-biased configuration. This pairs with an optional air suspension system that cycles between four ride height levels, squatting by nearly an inch at higher speeds. Thanks to its updated architecture, all variants of this latest e-tron can charge at speeds of up to 270 kilowatts, jumping from 10 to 80 percent in as little as 21 minutes. The big question now, however, surrounds their range as Audi has yet to release official figures for the US market. On the European WLTP cycle, a Euro-spec S6 Sportback e-tron covered over 416 miles on a charge, but given the EPA's more conservative metrics, expect the US cars to offer figures in the low 300-mile range. The Audi S6 e-tron Sportback achieves these figures in part due to its ultra-low drag coefficient of just 0.21 Cd. For context, even the R8 could only manage 0.34 Cd with its rear spoiler retracted, making the S6 not just slippery by EV standards but the most aerodynamic road-going Audi ever. Cleverly positioned air curtains, an optimized undertray, and a downsized greenhouse characterized by its sloping roof are some of the elements that help achieve this. On the styling front, the Audi S6 e-tron Sportback incorporates ultra-slim daytime running lights paired with extensive gloss black trim that hides its main headlights, the sensors for its driver assistance features, and its lower intakes. This allows its body-colored inverted grille and contrasting accent color to be the main focal point. In S6 form, this accent color adorns sizable side intakes that help channel air into and through the front wheel wells. Along its sides, the Audi S6 e-tron Sportback has a sleek, sloping roofline emphasizing its low ride height and a tall side sill that doubles as an indicator of where its battery pack sits. The S6 receives a standard set of 20-inch wheels; however, the model photographed above wears an optional set of 21s, one of nine available designs for the A6 e-tron lineup. However, the rear houses the most significant updates, as its roof slopes neatly into a sizable rear hatch. Audi's signature light bar is even more extensive than ever, topped by an illuminated four-ring logo. The gloss black and accent color touches carry over from the front onto the diffuser, which extends well into the rear bumper while sporting four thin fins. Like its SUV counterpart, the S6's head and tail lights can display patterns or project messages onto other drivers to increase safety on the road. The system allows drivers to select a preferred lighting signature and displays vital features such as proximity warnings. However, due to US regulations, these car-to-car features and active digital light signatures will be restricted to European models only. Inside, the Audi S6 e-tron Sportback sports a screen-heavy layout that is quickly becoming familiar among the brand's latest models. Moving left to right, it begins with an 11.9-inch digital instrument cluster housed in the same gloss black bezel as a 14.5-inch central infotainment screen. Just beside them, though, is a new 10.9-inch passenger display, which creates a nearly fully digital dashboard from A-pillar to A-pillar. Adding another layer of information is an updated augmented reality heads-up display. In contrast, the rest of the S6's interior is strikingly minimalist. Its three-spoke steering wheel, for example, houses just a few haptic feedback buttons, while its center console houses just its gear selector and a handful of other buttons. In typical Audi fashion, its front seats feature perforated leather, although a vegan interior adorned by a diamond-stitched pattern is also available. Subtle suede touches on its center console and door cards add more textures to the mix to create a subtle but elegant cabin layout. While the Audi S6 e-tron Sportback goes on sale across the pond in September of this year, it and its A6 counterparts won't hit US shores until early 2025. As expected, Audi has yet to release official pricing figures for its new sporty sedan. However, in Europe, it'll carry a starting price of €99,500 or $107,600 using current conversion rates.

By Gabriel Vega – July 25, 2024

Unveiled: The 2025 Chevrolet Corvette ZR1

Unveiled back in 2021, the Z06 pushed the C8 to truly unexplored territory. It didn't just match the performance of its European rivals at a lower price point; thanks to its naturally aspirated high-revving LT6 V8, it set itself apart by offering a powertrain experience that's quickly becoming a rarity. However, with the arrival of the 2025 Chevrolet Corvette ZR1, the American carmaker advanced the C8 platform to deliver performance levels previously reserved for hypercars. Its stats certainly support this. Utilizing the Z06's LT6 as its base, the ZR1 adds two turbochargers to the most powerful production V8 engine ever (670 HP), creating the LT7. Introducing forced induction has required some serious upgrades, including updated head castings, valve train optimizations, a new intake system, and a CNC-machined combustion chamber. Additional improvements, such as block and head machining to ensure proper cooling and oiling, will help support the LT7's added performance. The result is a staggering output of 1,064 horsepower and 828 pound-feet torque. For context, that's 309-hp more than the previous C7 ZR1 and 48 more than a Ferrari SF90. While its 0-60 time has yet to be announced, GM claims the ZR1 will max out at speeds of over 215 mph while running a sub-ten-second quarter-mile time. These figures are particularly impressive when you learn that despite its massive output, the 2025 Chevrolet Corvette ZR1 sends power exclusively to its rear wheels. However, not every version of the ZR1 will be able to achieve these stats. As with the Z06, GM plans to offer its new range-topper in high- and low-downforce configurations. The latter comes standard, which, coupled with softer suspension, prioritizes on-road comfort. Still, it comes standard with 20 and 21-inch wheels, Michelin Pilot Sport 4S tires, and carbon fiber aero elements. Its rear wickers, which peek out from the corners of its rear decklid, are manually adjustable to add or reduce drag. Regardless of its configuration, however, all ZR1s have a new flow-through hood that allows air from the front grille to flow up and out over the car. This effect increases downforce while cooling the air as it passes through. These pair with updated air ducts positioned just behind the doors and new inlets embedded in the rear hatch. A carbon roof comes standard for all trims. Setting performance aside momentarily, the ZR1 reincorporates the split-window design last seen in the road-going C2. However, they're now separated by a carbon fiber heat extractor, making its integration mainly functional. For those looking for the most track-oriented version of the 2025 Chevrolet Corvette ZR1, a new optional ZTK package will be necessary. Seen in the Competition Yellow car photographed above adds an upsized rear wing, front dive planes, and a Gurney lip on the front hood, all made of carbon fiber. Alongside stiffer springs, the ZTK-equipped ZR1 also wears track-ready Michelin Pilot Sport Cup 2-R rubber. As with the Z06 and the E-Ray, the ZR1 comes standard with carbon ceramic brakes, with 15.7-in rotors up front and 15.4-in rotors out back. Chevy unveiled both coupe and convertible variants of the ZR1 simultaneously. The former sports a dry weight of 3,670 lb, and the latter a 3,758 lb figure. Opting for the one with the folding roof results in a weight delta of just 88 pounds. Inside, the ZR1's updates are far subtler. The most significant changes are new badging, unique stitch patterns, and an interior plaque, while a boost gauge joins the cabin for the first time. Following the trend set by the Z06, GM continues expanding its customization options, including adding a new Habanero interior finish and a separate blue stitching option, joining the C8's increasingly lengthy list of extras. As mentioned above, there's still plenty we don't know about the new ZR1, including its 0-60 time and, crucially, its cost. For context, the 2024 Z06 starts at $112,700, while a 2024 E-Ray costs $104,900.

By Gabriel Vega – July 15, 2024

Former Lamborghini Technical Boss Maurizio Reggiani Joins...

Late last year, after a 29-year stint in Sant'Agata Bolognese that defined the modern Lamborghini supercar, Maurizio Reggiani announced his retirement. It marked the end of a legendary career that began in Maserati working on the Biturbo, then Bugatti on the EB110, and finally, with the raging bull for the better part of the last three decades, or so we thought. Today, Reggiani announces that he's stepping back into the industry, this time as an advisor tasked with helping Eccentrica Cars develop its reinterpretation of the Lamborghini Diablo. We sat down with Reggiani for a quick chat ahead of this latest announcement. Some responses have been edited for clarity. "After spending so many years, you are really glued to the business of the super sports car," says Reggiani. "When I joined Lamborghini, it was in the time of the Diablo SV, and today, to work on a product that is what happened before my arrival at Lamborghini is like closing a big circle that is more or less 30 years of the history of Lamborghini. Reggiani arrives in a pivotal year for the San Marino-based carmaker. It has been over 12 months since the startup brand unveiled its take on the Lamborghini Diablo, which it defines as a "restomod." Flash forward a year, and Eccentrica is gearing up to showcase a running and driving vehicle at this year's The Quail, A Motorsports Gathering. It's at this inflection point, before the reimagined Diablo begins its development cycle, that Reggiani steps in. "More and more petrolheads want to have this kind of product. There's more and more of a love of what were the more pure vehicles produced in the last 20, 30 years. It's clear that people love this, but they wish to have something more actual in terms of design, but also in terms of functionality," says Reggiani. "The big job is to be able to do something that is coherent with the DNA of the original car but making a kind of refresh. From a technical point of view, it's saving the purity of the car while allowing for some improvements that are able to solve or minimize the criticisms present at the time when the car was launched." Eccentrica is unique in the resto modding world as the first modern company to reinterpret one of Sant'Agata Bolognese's icons. Working directly with Reggiani, who worked on the Diablo when new, adds a great deal of credibility to the San Marino-based outfit. However, tempting an automotive legend to step out of retirement is no easy task. Thankfully, Reggiani dropped hints regarding what enticed him to return so quickly. "It's also a possibility to offer customers something a little bit more wild compared to all the standardization of today," says Reggani. "Due to the car being born under the homologation rules of the 90s, it's clear that you can have much more freedom compared to the OEMs today that must launch a completely new car fulfilling all the new regulations that has to be on the market for ten years...Petrolheads, I think, can appreciate something in a segment that is super exclusive but can provide unique emotions...If you talk about a donor car that is a Lamborghini, you're already in a segment that is at the top of the top." While Eccentrica plans to unveil its first running and driving prototype during this year's Monterey Car Week, Reggani shared that the company aims to begin customer deliveries next summer. When asked about the short development timeline, Reggani responded, "If you remember the time I spent normally developing limited cars like the Sian, like the Countach and the Veneno, we're talking about a similar timeline... It's ambitious, but nothing impossible." Expect to hear more details about Eccentrica's first reinterpretation as the year rolls on. However, this latest announcement clearly shows that what already looked like a promising addition to the restomod world has picked up some serious potential with its development now guided by someone that is nothing short of a living automotive legend.

By Gabriel Vega – June 16, 2024

First Drive: The 2025 McLaren Artura Spider

Usually, when it comes time for an automaker to rip the covers off its latest roadster, we'll first hear not about what's changed but what hasn't. Brands will boast about the rigidity of their chassis, requiring little or no additional strengthening, or even brag about the Spider's time to 60, often matching the coupe. Unveiling a convertible take on a well-known hard top can be quite a non-event. As long as it accelerates, stops, and steers like the coupe that preceded it, that's it; job done. However, that's not the case with the 2025 McLaren Artura Spider. There's far more at stake here. At this point, the seemingly endless list of challenges and setbacks McLaren faced while trying to ramp up production of the Artura are more than well documented. It's the almost unavoidable result of attempting to produce a car whose chassis, engine, transmission, and electrical systems are all new, especially one that integrates an axial-flux electric motor sandwiched between this new hardware. However, the impacts of this complexity extend beyond the production line, with reliability concerns looming and detracting from what was otherwise one of the most thrilling supercars I drove in 2022. As such, the 2025 McLaren Artura Spider has to be more than a roofless variant of the coupe we've come to know if it's to sway hesitant fans of the brand. To this end, practically every component McLaren could've updated has been. It arrives alongside a reworked coupe, which for the 2025 model year also produces 19 extra horses, benefits from a reworked power curve, rips shifts 25 percent faster, howls thanks to a de-restricted Sport exhaust system, and whose suspension has been revised to maximize driver engagement. I flew to Monaco for a drive through twisting, lusciously green mountain roads, vast highways that cut through the French Riviera, and finally, right up to the Casino de Monte-Carlo to find out if the Artura has finally reached its full potential. Sliding into the Artura Spider's fixed-back Clubsport seat early in the morning, I set off silently from my hotel on the French Riviera. Like the Ferrari 296 GTB and the SF90, the Artura circumvents the need for a traditional starter by utilizing its axial-flux electric motor to get going. Nestled within the bell housing of its eight-speed transmission, it weighs just 34 pounds yet produces 94 horsepower and up to 166 pound-feet of torque. Crucially, it allows you to crawl away unnoticed and keep going for up to 11 miles thanks to its 7.4-kilowatt-hour battery pack. As I joined the highway leading west towards Nice, its twin-turbocharged 3.0-liter V6 burst into life in a seamless transition into gas-powered propulsion. Unassisted by the electric motor, it develops 596 hp, a 19-hp increase. However, the bit worth focusing on here is how the software responsible for these gains reshapes its power curve, with most of its output now concentrated between 4,000 and 8,500 rpm. Its electric motor feeds plenty of power down in the rev range, thus eliminating the effects of turbo lag as its V6 hits its stride. As a result, the Artura pulls tremendously hard to the redline, now riding one unified wave of power and torque. Pull the right paddle, and its eight-speed shifts up to 25 percent quicker by anticipating the next gear. Although its reactivity is primarily drive mode dependent, it's nearly seamless in Comfort mode but quickly sharpens in Sport and Track. Blitzing through mountain ranges sitting in the left lane, the Artura Spider cruises at triple-digit speeds, its V6 fading into the background as if ready to carry on for thousands of miles. With its handling mode set to the same Comfort setting, it delivers the excellent ride quality McLaren is famous for. It's only made better by a new responsive domain control unit, which can scan the road surface and adjust its dampers up to 90 percent quicker. Turning off the highway, I flicked the powertrain selector back down to Electric mode to silently traverse the small towns on the way to the mountains. Once there, I dialed the powertrain and handling modes up to Sport, which keeps its V6 engaged at all times. As with the 750S I tested earlier this year, McLaren's engineers have reworked this mode to be the most vivid, allowing you to bounce off the rev limiter and deliver the most aggressive shifts. This thoughtful recalibration pairs with a louder optional $5,100 sports exhaust and firmer engine mounts, which transmit more powertrain and chassis feedback to its driver. Configured for full attack, the McLaren Artura Spider produces a total system output of 690 hp and 531 lb-ft, which, in a car boasting a curb weight of 3,439 pounds, results in a three-second-flat sprint to 60mph. Commit to full throttle, and you'll blast past 124 mph in 8.4 seconds and 186 mph in 21.6 before maxing out at its electronically limited 205-mph top speed. These are massive figures for a car in which to negotiate winding, narrow, and undulating French mountain roads. And while squeezing that total output is still challenging outside of a track, the Artura's closely spaced gears mean you're constantly moving up and down its eight speeds. As I worked my way between massive rows of trees, dodging the occasional cyclist and climbing up the mountains, the Artura's 120-degree V6 filled the woods with glorious noise. Unlike a more traditional 90-degree configuration, which can often sound raspy and unrefined as you reach its redline, this Spider's note is distinctly exotic. It sings a smoother and unified song, now made more enjoyable thanks to its de-restricted exhaust. Diving into hairpins, it immediately becomes clear how light the McLaren Artura Spider is, with its front end feeling agile and eager to follow your inputs. Weighing 136 lb over its coupe counterpart, most of the Spider's gains come from its folding roof mechanism, with its carbon fiber monocoque requiring no additional strengthening to retain its rigidity. Compared to its closest competitor in price and performance, the Maserati MC20 Cielo, the Spider is still 183 lb lighter despite housing a battery pack and an electric motor. This is because its hybrid system only contributes 287 lb to its overall weight. As such, from behind the wheel, you don't get the sense that the McLaren Artura Spider is dialing out unwanted body motions or masking its heft. Turn the wheel, and it'll intrinsically follow where you want it to go with excellent grip from its front end. This is doubly impressive in the Spider, which exceeds the outgoing coupe's dynamic capabilities. Approach the next bend, and you'll have to apply firm pressure for its standard carbon-ceramic brakes to clamp down properly. However, after an initial stomp, they're easy to modulate. Although McLaren made no physical changes to the Artura's steering, its firmer settings in Sport and Track modes contribute to a weightier and crucially more communicative wheel. There are new faces in this car's development team, some of whom cut their teeth developing now-iconic machines for the prancing horse, and it's evident from an engagement perspective. Although the outgoing Artura was a thriller, this latest iteration dials up practically every aspect of the driving experience. From increased steering feedback to more chassis vibrations making their way through its standard bucket seat to your back, there's a level of engagement on offer previously reserved for cars like the 750S. Dialing up to Track mode for its powertrain and handling settles the experience, which is an intentional move, say McLaren's engineers. With its goal being the quickest lap times, it's not interested in delivering thrills, just speed. As such, it'll shift at the optimal point in automatic mode, not necessarily going to redline, while the eight-speed dials back shift aggression in favor of moving through them more quickly. It's a track-only mode in both name and spirit, delivering no noticeable improvements on the road. This is also intentional, with each mode learning your driving habits and the road and adapting to suit the conditions. Truly clever stuff. Winding down and out of the mountains on the other side with the Artura's nose pointing back towards Moncao, I settled in for yet another highway cruise, a perfect time to poke around the cabin. From here, it's clear that McLaren doesn't just want the Artura to be a car reserved for special occasions. While its dual-screen layout, including smartphone connectivity, carries over, it now gains new driver assistance features for 2025, including lane-departure warning (which can be permanently deactivated) and road sign recognition as standard. Adaptive cruise control, blindspot monitoring, and rear cross-traffic alert are optional extras. Despite being a proper mid-engined supercar, the Artura is strikingly comfortable, even when optioned with its standard Clubsport seat (comfort seats are available). There's plenty of head and shoulder room, at least enough for your 5'10 author, and excellent visibility all around, thanks mainly to its large windows and glazed rear buttresses. Aside from contributing to its cabin feeling airy and open, they're functional, channeling airflow into the engine bay as part of the Spider's unique cooling system. Eight silent electric motors fold its metal roof in 11 seconds at speeds of up to 31 mph. Navigating through Monaco's tight city streets, often turning onto and off the Formula 1 track, is daunting. With summer approaching, the number of tourists, car spotters, and the occasional locals hit the streets in droves. However, aside from repeatedly getting lost en route to the Casino de Monte-Carlo, there's little to report behind the wheel. As I experienced up in the mountains, the Artura is happy to take you wherever you wish, sitting comfortably on a highway, blitzing through mountain roads, or puttering along in traffic; it's adaptable. When the McLaren Artura Spider arrives on US shores, it'll cost $281,008, including a $5,000 destination fee and the $2,208 America Accessories Pack. The updated coupe that arrives alongside it costs $256,308, including fees. Each comes with a five-year unlimited-mile warranty and three years of service. Crucially, McLaren offers owners of the outgoing Artura Coupe the latest engine software free of charge. After hours on the move, I hopped out and handed the keys of the unscathed Artura back, parked at the steps of the Hotel de Paris across from the famous casino. As I'd hoped reading through its spec sheet ahead of the drive, the Artura Spider is far more than just a convertible take on the car I drove nearly two years ago. By implementing thorough and thoughtful updates, McLaren has taken a solid foundation and turned it into a more exciting supercar that feels alive not just for brief moments on perfect roads but comfortable for long journeys and easy to pilot through crowded cities. The Artura Spider stands out as one of the most usable supercars I've tested to date, a claim I'll explore later. Later this year, it'll become duPont REGISTRY's first long-term test vehicle. It's not that its driving experience vastly differs from the car it replaces; it's been diligently dialed in. Be it new input from an expanded development team or simply having more time and experience working with the platform, this latest update finally gives the Artura the necessary tools to deliver its best.

By duPont REGISTRY – June 12, 2024

duPont REGISTRY Introduces dR Finance: A Premier Financin...

– duPont REGISTRY, the leading marketplace for exotic and luxury automobiles with 120,000 listings every year worth a total of $25B in GMV, is proud to announce the launch of dR Finance, a bespoke financial service tailored specifically for clients and dealerships in the realm of luxury cars and exotics. With a commitment to providing unparalleled service and expertise, dR Finance is poised to revolutionize the way enthusiasts acquire their dream vehicles. Whether you're in the market for a rare supercar or a classic luxury sedan, our team of experienced professionals is dedicated to crafting customized financing solutions to suit your unique needs and preferences. "60% of exotic and luxury car transactions are financed or leased; duPont REGISTRY is thrilled to introduce dR Finance as the latest addition to our suite of premier services for our clients and dealership." said Antoine TESSIER, CEO of duPont REGISTRY Group. "We understand that acquiring a luxury vehicle is more than just a transaction – it's an experience. With dR Finance, we aim to enhance that experience by offering flexible financing options and personalized service every step of the way." Through a partnership with Westlake Financial, dR Finance will create personalized offers to any cars on our platform. Our dealerships will benefit from pre-qualified clients and a white-glove service. “Thanks to the data and expertise provided by duPont REGISTRY in exotic and luxury cars, we developed a new product tailored to their clientele, with an average GMV of $200K and above.” says Ian Anderson, Group President of Westlake Financial. “We are excited about this partnership and the benefits it will bring to all highline vehicle enthusiasts.” dR Finance caters to a diverse range of luxury car brands (Porsche, Ferrari, Lamborghini, Rolls-Royce, Maserati, Aston Martin, McLaren, Bugatti and much more), ensuring that every enthusiast can turn their automotive dreams into reality. For more information about dR Finance and how to elevate your luxury car buying experience, visit dupontregistry.com/finance. Visit dR Finance Now About duPont REGISTRY Group: The heart of the Driven Lifestyle division, the duPont REGISTRY Group is the world’s leading luxury ecosystem, encapsulating the culture, community and commerce of the high-end automotive lifestyle. Built by some of the biggest names in the luxury automotive space, duPont REGISTRY Group represents a vibrant community of members worldwide nurtured over nearly four decades. Its portfolio includes duPont REGISTRY, Sotheby’s Motorsport, Canossa Events, Cavallino, Petrolicious and FerrariChat. About Westlake Technology Holdings: About Westlake Technology Holdings: Westlake Technology Holdings is an auto and finance technology company headquartered in Los Angeles, CA with approximately $22 billion in assets under management. Westlake Financial (“Westlake”) originates indirect automotive retail installment contracts through a nationwide network of new and used automotive and power sports dealers. Westlake also offers credit facilities and commercial real estate loans through Westlake Capital Finance (WCF); portfolio servicing through Westlake Portfolio Management (WPM); floor plan lines of credit are provided through its Westlake Flooring Services division, www.WestlakeFlooringServices.com; shared cash flow auto lending through Westlake’s wholly-owned subsidiary, Western Funding Inc., a Nevada based auto lender; indirect automotive leasing for credit unions through Westlake’s subsidiary, Credit Union Leasing of America (CULA); dealer leads and direct-to-consumer auto loans are offered through Westlake Direct; consumer installment loans are offered through Westlake’s wholly-owned subsidiary LoanCenter, www.loancenter.com; and commercial real estate lending is offered through Westlake Capital Finance.

By Gabriel Vega – May 13, 2024

The 2025 Porsche 911 Hybrid Is Ready For Production

The 2025 Porsche 911 hybrid has officially completed its development program and is now ready for production. The German carmaker previously announced that it plans to unveil the latest iteration of its most famous sports car later this summer, with plans for it to go on sale before the end of the year. Introduced as a midcycle refresh for the 992 generation, the 2025 model year car will be the first 911 to feature a hybrid drive system. As such, Porsche subjected it to a grueling development program, covering 3.1 million miles. Aside from testing the new 911 in various climates, the carmaker boasts about the work done to ensure that it works well on curvy roads and stop-and-go traffic, retaining the usability this sports car is known for. While specific details of the Porsche 911 hybrid's powertrain have yet to be revealed, the carmaker did announce a prototype lapped the Nürburgring Nordschleife in 7:16.934 minutes, or 8.7 seconds faster than its predecessor. However, it wasn't a stripped-out and lightened test car. Porsche said it was equipped with standard road tires and an optional aero kit previously available for the 992. The completion of its development program confirms that the first-ever hybrid 911 is ready to enter production. Porsche plans to unveil it on May 28th at 9:00 AM EST.

By Gabriel Vega – May 07, 2024

Unveiled: The 2025 Rolls-Royce Black Badge Cullinan Serie...

The 2025 Rolls-Royce Black Badge Cullinan Series II debuts alongside the standard Series II for the first time. However, while it may benefit from the same core styling, interior tech, and expanded customization opportunities as its twin, the Black Badge pushes further with unique design elements and an updated carbon fiber finish for its cabin while retaining its predecessor's updated powertrain and suspension. Like the standard Series II, the latest Black Badge Cullinan gains a chiseled front fascia with updated daytime running lights, wider air intakes, and an illuminated Pantheon grille. Alongside the darkened trim that adorns the aforementioned grille and the Spirit of Ecstacy that protrudes from the top of its bumper, the Black Badge differentiates itself with widened vanes for its lower air intakes, which are arranged in a different orientation than those of the standard model. For 2025, all of the Black Badge Cullinan's side trim, including its door handles, lower door trim, and window sills, receive the darkened treatment. This SUV gains the same enlarged exhaust tips found on the standard model, but they're treated with a chrome electrolyte process to match the rest of the car's dark aesthetic. Unique to the Black Badge Series II is the ability to extend the body color to all lower body surfaces. 23-inch wheels are now available, featuring a 10-spoke interwoven design, allowing just enough room to take a peek at this SUV's red brake calipers. Inside, the Series II gains a Spectre-esque digital instrument cluster, an updated infotainment system, and a flat glass panel embedded into its dashboard, on which buyers can display artwork, intricate designs, or any number of bespoke creations. As with the standard Series II, including digitized instruments allows further customization opportunities, such as selecting distinct colors like Vivid Grellow, Neon Nights, and Cyan Fire. The cabin's air vents are now darkened using a physical vapor deposition process, which ensures they won't discolor or tarnish with repeated use. The carbon fiber finish unique to previous Black Badge Cullinan models returns with subtle updates. According to Rolls-Royce, it has refined the weave to create a three-dimensional effect. Each SUV features 23 pieces of this unique material, which takes 21 days to produce. As with previous Cullinan iterations, buyers can select individual rear seats, separated by a carbon-fiber "waterfall" trim piece, which hides this SUV's Champagne cooler. While the 2025 Rolls-Royce Black Badge Cullinan Series II receives plenty of exterior and interior updates, its powertrain and suspension carry over directly from its predecessor. The 6.75-liter twin-turbocharged V12 that powers it still produces 600 horsepower and 664 pound-feet of torque, while a ZF eight-speed automatic transmission sends that output to all four wheels. In keeping with the Black Badge theme, this SUV gets unique throttle and transmission software to make its power delivery more responsive. The "Low" mode, which wakes up the Black Badge's unique exhaust system, increases shift speed and deploys its total power output. Given the Cullinan's status as the carmaker's best-selling model, it's not surprising to see both variants of this SUV debuting simultaneously. Since 2010, the age of the marque's average buyer has dropped from 56 to 43 years old, with Black Badge models cited as a driving factor. Expect both Series II trims to go on sale in the US later this year.

By Gabriel Vega – May 07, 2024

Unveiled: The 2025 Rolls-Royce Cullinan Series II

Since its 2018 introduction, the Rolls-Royce Cullinan has become the carmaker's best-selling product. Aside from widening the brand's appeal to a broader audience, the Cullinan shifted how owners use their Rolls-Royce. Thanks in part to its versatility and added practicality, nearly every one of the brand's SUVs is driven by its owners, with less than ten percent opting to use a chauffeur. Rolls-Royce cites the average age of its buyers, down from 56 in 2010 to 43 today, as another significant factor. As such, when it came time to develop its successor, the 2025 Rolls-Royce Cullinan Series II, the marque focused on updating its tech and performance and addressing customer feedback and demands. Alongside the shifting age of its buyers, the carmaker notes that where they live has also changed, mainly in preferring urban environments. As such, the Series II counts on more angular styling for its front fascia, with vertical daytime running lights built to emulate skyscrapers. As seen in the SUV photographed above, these sit above new air intakes that angle inward, finished in contrasting gloss black. The 2025 Rolls-Royce Cullinan debuts an illuminated Pantheon grille, incorporating the flat "horizon line" introduced in the Phantom Series II. Along its sides, the Series II's updates are less apparent. The main updates are new, more prominent side skirts and an added line that runs parallel to its taillights and then curves towards its rear floating RR badge center caps. This styling element continues the angular theme introduced in the front fascia and pairs with a new rear diffuser, which houses two larger exhaust tips. The 2025 Rolls-Royce Cullinan gains the ability to option 23-inch wheels with a partly or fully polished finish and a seven-spoke design. Step inside, and the Rolls-Royce Cullinan Series II gains a flat glass panel adorning its dashboard. Sitting just behind it is the carmaker's Spirit system, which includes a digital instrument cluster as seen on the Spectre along a central infotainment screen, a new clock panel complete with a miniaturized Spirit of Exstacy, and an illuminated fascia panel. Customers can commission unique art pieces in this panel, such as the illuminated cityscape in the SUV photographed above. The addition of digitized gauges further expands this SUV's customization options. Like the Phantom Series II and the Spectre that preceded it, this latest Cullinan aims to give owners even greater flexibility when individualizing their Rolls-Royce. In keeping with this pursuit, the carmaker introduces Duality Twill, a rayon fabric made from bamboo fibers that brings a twill texture to this SUV's interior. Vehicles optioned with this cabin can incorporate up to 2.2 million stitches and 11 miles of thread. Its production alone takes 20 hours to complete. The Rolls-Royce Cullinan Series II introduces Placed Perforation, an option that allows owners to create intricate designs by varying the perforation of this SUV's seats. Each pattern comprises up to 107,000 perforations ranging from 0.8 to 1.2 millimeters in size, all completed by a single craftsman. As we've seen previously in the Phantom Series II, this SUV's updates focus mainly on its exterior aesthetic, interior options, and endless customization options. Regarding the oily bits, the updated Cullinan retains its 6.75-liter twin-turbocharged V12 engine without significant revisions. As such, expect the Series II to develop 563 hp and 627 lb-ft of torque and send that power to the road via the marque's spectacular air suspension system to an adjustable all-wheel drive system. Expect the 2025 Rolls-Royce Cullinan Series II to reach U.S. shores later this year alongside the edgier Black Badge model that debuts alongside it.

By Gabriel Vega – May 07, 2024

Unveiled: The 2025 Bentley Batur Convertible

As Bentley's famed 6.0-liter W12 engine nears the end of production later this summer, the British carmaker debuts one of the final vehicles it will ever power. Built by Mulliner, the brand's in-house coachbuilding arm, which handles its low-volume and highly individualized models, the 2025 Bentley Batur Convertible follows the Bacalar and Batur Coupe as its third modern production car. Limited to 16 units globally, the Batur Convertible builds on the imposing aesthetic debuted by its coupe counterpart, which is expected to influence the styling of upcoming Bentley models. It introduces a folding top that stows in 19 seconds at speeds of up to 30 mph and a new styling element Bentley calls its "airbridge." Positioned behind the seats and shown in body color on the Batur photographed above, the airbridge doubles as a storage compartment and a component that generates added visual interest. Unlike its fixed-roof counterpart, the Bentley Batur Convertible adds a fixed trunk-lid spoiler, replacing the coupe's active rear wing. The development car shown above, chassis number zero, wears a bright Vermillion Gloss exterior finish with a Vermillion Satin Duo interior shade with contrasting carbon fiber elements such as its front splitter, side skits, and rear diffuser. Its 22-inch wheels continue the dual-tone theme with Vermillion Gloss accents contrasting against a satin and gloss black base paint. Inside, the Bentley Batur Convertible gains the option of working with 3D-printed rose gold elements, as seen in its drive mode selector and start button. However, the carmaker states that the material can also be applied to various aspects of the car's dashboard and steering wheel. As with the Batur Coupe and the open-top Bacalar that preceded it, the carmaker aims to showcase how far it can go regarding individualization. According to Bentley, the paint options available for the Batur Convertible are infinite. Buyers can customize the color of every surface on the car and employ unique materials or highly complex designs. This car's ultra-limited run of just 16 units globally makes this level of individualization possible. Although the carmaker has yet to unveil pricing figures, its coupe counterpart carried a base price of $2.1 million. The Bentley Batur Convertible is powered by the most powerful iteration of the brand's twin-turbocharged 6.0-liter W12. Thanks to an updated intake system, upgraded turbochargers, and new intercoolers, it develops 740 horsepower. Like the brand's Speed models, it sends that output to the road via an eight-speed dual-clutch transmission and an all-wheel drive system. Its quad-exhaust tips connect to a complete titanium system unique to the Batur twins and are built through 3D printing. In its release announcing the Batur Convertible, the Britsh carmaker points out that it'll be one of the final W12-powered models the brand will ever produce but doesn't explicitly say it's the last. With Monterey Car Week nearing in August and W12 production not quite finalized, the Batur may not be all the British brand has to show.

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