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McLaren W1 First Drive: Ferocious Hypercar Transcends the Track

You know things are getting serious when McLaren rolls-out the ‘1’ suffix. The origin story is, of course, the very first road car McLaren ever built, the F1. Designed by visionary Formula 1 aerodynamicist and engineer Gordon Murray, it arrived in 1992 and rendered all other supercars obsolete. The tiny, lightweight F1 embraced carbon-fibre material technology, adopted a radical centre seat driving position with two passengers set back and either side and was powered by a 6.1-litre V12 engine from BMW that might as well have been passed down directly from the Gods. Game-changer? That doesn’t even come close to describing its impact, even if at the time sales didn’t come easy… The P1 was very different. Rather than a unique side project from the Formula 1 team, it was instead a statement piece for McLaren Automotive, a new road car division still in its infancy. It arrived in 2013 and was a wild-eyed showstopper. It traded the long-legged gait and supple suspension of the F1 for a weaponized hybrid system capable of delivering 903bhp and huge blue flames from its drainpipe exhaust. In Race mode, it lowered by 2-inches and its massive concave rear wing extended into the sky. The P1 was all about aerodynamic downforce, crazed acceleration and a snorting, angry soundtrack that mixed venomous twin-turbocharged V8 with the manic whirr of electric motors. Not so much a car as a force of nature. And now there’s this: The W1. It’s a true successor to the P1 with a similar brief and, on the face of it, it evolves rather than radically reinvents McLaren’s vision for the ultimate hypercar. This is not a criticism. How could it be when the result is this dramatic and has such staggering, other-worldly potential? The W1 has 1258bhp delivered to the rear wheels. It’s capable of 0-124 mph in 5.8-seconds, the quarter mile in 9.6-seconds at 167 mph and produces 2205lbs of downforce at 174 mph. The active aerodynamics – particularly a rear wing that extends way out beyond the rear of the car – are pure performance art and deliver massive aerodynamic efficiency. The result, aside from looking extremely cool, is that the W1 is McLaren’s fastest road car around a racetrack. Ever. Their benchmark circuit is the breath-taking Handling Track at the Nardo proving ground in southern Italy, where the W1 beats their previous benchmark, the flyweight McLaren Senna, by three seconds per lap. Or “a lifetime” as they call it in racing. Maybe two lifetimes! Core to the W1’s performance is the new ‘Aerocell’ carbon fibre tub. With integrated seats and a raised footwell to allow for inboard pushrod-operated front suspension – which in turn gives air a clean path to the huge underbody diffuser – it’s light, stiff, space efficient and has been instrumental in McLaren realising a full ground-effect concept. Just like last year’s F1 cars, which were the fastest ever made. There is also an active front wing and the aforementioned complex rear wing dubbed ‘Active Long Tail’. All of which is very admirable. But the ‘anhedral’ or gullwing doors and the fantastically shirnked-wrapped feel to the minimalist, highly-focussed interior are a pretty good side effect. The W1 feels special. Those fixed seats are perhaps a shade more upright than expected, and the driving position is less obviously racecar than, for example, the Aston Martin Valhalla or Ferrari F80. However, once you’ve adjusted the pedals (they move on a slider) and the delicate, slim-rimmed and alcantara-trimmed steering wheel, there’s an overwhelming sense of purpose. The cabin is so tightly tailored and imparts a sense of lightness and agility before you so much as start the all-new 4.0-litre twin-turbocharged V8 engine, which makes 916bhp all on its own and revs to 9200rpm. Reach up to a roof-mounted control panel to find the starter button. Maybe this fighter plane trope is a little corny, but somehow you feel thrilled rather than manipulated. The W1 has a sense of humour as well as all that motorsport-derived sophistication. There’s a short delay, but when the engine does fire it’s instant – as the high-powered hybrid system negates the need for an old-school starter motor. A sharp flare of revs tells you that this engine is hyper-responsive and angry. On some deep level your brain and body have been sent all the signals required to prepare for something new and intense. Ahead of us, an empty Mugello racetrack, so press and hold the blue button next to the red starter to select Race mode. The centre display graphic shows the W1’s transformation in real time as it lowers by 37mm at the front and 17mm at the rear whilst simultaneously undocking all that active aero goodness. Race mode is not road legal and is geo-locked. You can show your friends and neighbours the aero dance, but it won’t allow you to select a gear to actually drive unless you’re at a circuit. Incidentally, the rocker switches either side of the display binnacle allow further options now: Toggle up the Handling control on the left for Race+ (for F1-spec super smooth tracks) or stick to Race for gnarlier ones. On the right toggle select ‘GP’ for sustained performance over a stint or ‘Sprint’ to unleash all 1258bhp for a time attack. There’s also a DRS and Boost function on the steering wheel. But I guarantee you won’t have the mental capacity to use them… Exit the pitlane, pin the throttle and W1 takes maybe a millisecond or two to gather its might (the gearing stretches to around 60mph in first, nearly 100mph in second, primarily to aid traction), but then lunges at the first turn with incredible ferocity. It instantly feels light, almost like inertia is no longer a thing. McLaren really does prize lightweight engineering, and at 3084lbs (dry) the W1 has a 278lbs advantage over the Ferrari F80. Plus, Ferrari uses figures for cars fitted with every single carbon fibre option. In reality, the gap is probably wider still. The impression of agility and stunning control continues as the track is unravelled at startling pace. The electric motor mounted to the side of the new 8-speed dual-clutch transmission is good for 342bhp and 324lb ft and it boosts any low rev lethargy the new flat-plane crank V8 might have (spoiler alert: It doesn’t appear to have any), so the W1 just feels massively, almost impossibly powerful at any revs. Even so, there’s real reward for wringing it out to 9200rpm and the power curve feels superheated but organic, too. In Race mode the steering – still hydraulically powered – has less assistance and it is noticeably heavier than other McLarens. However, that resistance is welcome as it gives you something to push against and imparts so much information about the front grip level. New Pirelli Trofeo RS tyres with a bigger front footprint than P1 or Senna really help. The front-end feels incredibly secure and the rear-axle follows with perfectly-aligned precision. The whole car feels super-stiff, completely locked into the surface and inspires confidence, but there’s an inherent agility and adjustability that means you’re quickly confident to push at its limits and really impose yourself on the chassis. It’s such a complex car but the driving experience is intuitive, and the driver feels a key contributor rather than just amazed (or terrified) observer, holding on for dear life. Every dynamic ingredient really is shockingly effective and yet has a subtlety and lightness of touch. From that delicious steering to the incredible brakes, the W1 just feels so mission-focussed, so hooked-up. Only the new 8-speed gearbox is a slightly disappointment. It’s fast and punchy, but after the scintillating energy of the Ferrari F80 ’box it feels competent rather than inspired. Other quibbles – it’s okay to quibble when the starting price is $2.1-million before tax and destination charge. Well, that new twin-turbocharged V8 sounds tightly wound and aggressive but if you have a P1 tucked in the garage you’ll miss the snorting, Darth Vader-style soundscape and all the drama that goes with it. Ferrari does this better, too. The F80 sounds deathly dull from the outside but is a riot of turbochargers, electric motors and all sorts of mechanical fury within the cockpit. Even so, the W1 is wildly entertaining on track, and the rear-drive configuration makes it more of a challenge and more satisfying than the F80 when chasing lap times or just sliding around for fun. In the Ferrari, you must second-guess what the front e-axle might do, whereas in the W1 it’s all on you. There are plenty of tools to help, including the ingenious Variable Drift Control, but somehow the W1 is more heroic. Or at least fools you into feeling more heroic – which is surely the point! On the road? Nimble, loaded with feel and sublime response. The ride is noticeably tougher than, say, a 750S but the control is ramped-up too, and with a bit more speed the whole car finds a delicious rhythm. Sport mode for the drivetrain brings some nice turbo whooshes and chirps, but the noise remains high-quality rather than extreme excitement. It is perhaps the one area the W1 feels just a little too tame. Of course, there’s nothing tame about the raw performance… which is genuinely shocking and literally hurts your neck muscles after a few hours. How McLaren has given the W1 such immense traction through just two driven wheels is beyond me. So, is it worthy of that ‘1’? I think so. Perhaps we won’t be talking about $25-million auction results for the W1 in 30 years from now, as we are for the F1. Perhaps it doesn’t quite have the amazing presence and jaw-dropping star quality of the simply gorgeous P1. But it is such an intense experience and the way it marries stunning track performance with delicate poise and entertainment on normal roads is something akin to magic. Maybe not ‘the one’ but definitely a searing, outrageous addition to McLaren’s fiercest family line. Just 399 W1’s will be built and they’re all sold. I’m not surprised at all. View All McLarens For Sale Images: McLaren Automotive

By Khris Bharath – August 01, 2025

#1-of-40 Bugatti Divo Could Fetch $9 Million At The Quail...

By any measure, the Bugatti Divo is already a marvel of engineering. But this particular example chassis # VF9SD3V34LM795015 is especially significant, because it’s the first Divo being offered at public auction. When it crosses the block at The Quail, this Divo, being offered by Bonhams Cars (Lot 196) at no reserve, with fewer than 800 miles on the clock, could fetch between $7.0 and $9.0 million based on early estimates. That’s no surprise for a machine as rare, radical, and revered as this one. Earlier this month, we reported on a Bollide, another ultra-limited Bugatti going under the hammer for an estimated $6.0 million. While that one is a track-only, no-rules hypercar, built for circuit domination, the Divo, on the other hand, is street-legal. However, let’s be honest, this car isn’t likely to rack up much mileage either. It’s destined for climate-controlled collections, hypercar concours gatherings, and the occasional adrenaline-filled canyon run or track-day stint, if that. This particular example, with contrasting racing blue accents and the French tricolor, was delivered new to a Florida collector in 2020; it was later displayed at the Petersen Museum’s Hypercars: The Allure of the Extreme exhibit. Currently fitted with aftermarket alloys for presentation, the car comes with its original wheels and documents. But for some context about what makes the Divo so exclusive and collectible, we need to rewind about seven years. Unveiled in 2018 at Pebble Beach, ironically, very close to the venue where it will go under the hammer for the first time in a few weeks from now, the Divo can be best described as a more aggressive evolution of the Chiron. Same chassis, same 8.0-liter quad-turbocharged W16 putting out an identical 1,479 horsepower and 1,180 pound-feet of torque, but with a totally reimagined body and mission. Bugatti set out to create a machine with sharper handling, more downforce, and greater agility. The Divo’s top speed at 236 mph is lower than the Chiron’s 261 mph, but around the 3.85-mile handling loop at the Nardò ring in southern Italy, it was a full eight seconds quicker than the standard Chiron. As for the name, Albert Divo, the French driver who won the Targa Florio twice for Bugatti back in the 1920s, this hyper sports car also revived Bugatti’s long-standing tradition of in-house coachbuilding. Every line and intake on the aggressive Divo’s bodywork, from the wider air inlets and large front splitter to the dramatic roof-mounted NACA duct and active rear wing, serves a purpose. At 1,005 pounds, the Divo generates 198 pounds more downforce than the Chiron and weighs 77 pounds less, thanks to carbon fiber components, thinner glass, and even carbon-fiber wipers, tipping the scales at 4,323 pounds. Inside, it’s a study in lightweight luxury. Alcantara dominates the cabin, the Divo Blue accents flow into the sculpted seats, and even the paddle shifters are enlarged for quick engagement. There's a quiet nod to history with Rembrandt Bugatti’s elephant emblem on the passenger seat. With only 40 units made, all of which were offered exclusively to Chiron owners and sold out even before the aforementioned public reveal at Pebble Beach, it presents collectors with the rare opportunity to acquire something really special. Cars like the Divo rarely surface on the market, and, along with the Bolide and the Mistral, it remains a jewel in Bugatti’s modern portfolio from the Pïech-era, with Tourbillon embarking on the next chapter. View Listing Source: Bonhams Cars

By Khris Bharath – July 31, 2025

AC Cars America Named Official Sponsor of 2025 Pebble Bea...

Most of you might know AC for the Cobra, but long before the open-top Roadster became a household name in America, thanks to Caroll Shelby and the Ford small-block V8, AC Cars was building potent lightweight sports cars in the 1950s post-war Britain and the English company can actually trace its roots all the way to 1901, when the company was a pioneer in early commercial vehicles. After the end of its partnership with Shelby, AC Cars fell into obscurity. But starting in 2020, AC Cars began a quiet revival, leading to the debut of a clean-sheet modern sports car lineup: Today, that legacy powers forward not as a tribute, but as a next chapter, because AC Cars is making a bold return stateside and back into the spotlight, This August, the legendary British marque will serve as an official sponsor of the 2025 Pebble Beach Concours d’Elegance, which is one of the most prestigious events on the global automotive calendar, right up there with Villa d’Este and Goodwood. Taking center stage will be the AC GT Roadster. Powered by a 5.0-liter V8 with 650 horsepower, this limited-run model is a modern interpretation inspired by the iconic AC Ace that formed the basis of the legendary Shelby Cobra. It is part of the new GT lineup, representing a new era of low-volume, high-craftsmanship performance cars tailored for a select few and will appear on the legendary Concept Lawn at The Lodge at Pebble Beach on Sunday, August 17, offering collectors and enthusiasts a first-hand look at a reborn classic. While the proportions and basic silhouette of the GT Roadster exude ‘60s cool and appear to rock the unmistakable classic lines of the original, this is no replica. The car is a clean-sheet design, developed with cutting-edge materials, a modern drivetrain, and advanced vehicle control systems. It’s built to look the part and perform to 21st-century standards. AC’s presence at Pebble Beach caps a weeklong immersion at Monterey Car Week. The GT Roadster will first appear at Motorlux on Wednesday, August 13, followed by Exotics on Broadway on Saturday, August 16. In between, AC Cars America will also host a series of private events for clients and collectors, offering an up-close experience and limited allocation slots for the sports car’s exclusive production run. While all American operations, including sales, client services, and bespoke ownership experiences, are handled by the company’s U.S. HQ in West Palm Beach, Florida, the development and production of the cars will be carried out across AC Cars (England) Ltd’s facilities in Donington and southern England, with design support from partners in Germany. The occasion signals the AC Cars' comeback in the U.S. View All AC Cars For Sale Source: AC Cars

By Khris Bharath – July 23, 2025

European Auto Stocks Rally As Japan-U.S. Trade Deal Fuels...

It took one headline from Washington to bring European car stocks out of their slump. On Wednesday morning, after Japan secured a surprise trade agreement with the United States that slashes import tariffs on Japanese vehicles from 25% to 15%, shares of major European automakers rose. According to CNBC, major European auto stocks were up nearly 5% or more. Volvo Cars shot up 7%, touching its highest point since mid-May. German heavyweights followed close behind, with Volkswagen gaining nearly 7%, BMW rising by 4%, and Mercedes-Benz climbing 4.9%. Even Stellantis and Renault, which have faced tough investor sentiment this year, rallied by about 3% each. In total, the Stoxx Europe 600 Autos Index jumped 3.4%, far outperforming the broader Stoxx 600, which edged up just 0.9%. The reason? Optimism. If Japan could broker a more favorable trade deal with the U.S., maybe Europe can do the same. The U.S. is the EU’s second biggest auto market after the United Kingdom, and in 2024 alone, the Bloc exported nearly 758,000 cars to the U.S., worth over €38.9 billion. For many European brands, the U.S. market remains both lucrative and strategic. The European Commission is now in high-stakes negotiations with U.S. trade representatives to avoid sweeping 25% tariffs that President Trump has threatened to impose. The downward trend for EU manufacturers began earlier this year, following President Trump’s announcement of sweeping tariff plans back in April, including on European car imports unless a new deal was reached by August 1. This was in light of a “gross imbalance” in vehicle trade and a need to protect American manufacturing. The administration gave the EU a four-month window to reach a deal. The announcement sent shockwaves through the market. European automakers were already dealing with razor-thin margins, and the threat of additional tariffs on their U.S. exports hammered investor confidence. But the tariff threat isn’t the only problem for European automakers as the sector is being squeezed on multiple fronts owing to a strong Euro, which has made European exports more expensive. Additionally, Chinese brands like BYD and Xiaomi are now flooding the European market with competitively priced EVs, putting downward pressure on prices and domestic automakers in the Bloc. This has prompted EU investigations into state subsidies and calls for new countermeasures. Meanwhile, consumer demand remains soft and sales of new cars in Europe rose just 0.1% in the first five months of 2025, according to Focus2Move. That stagnation, combined with the massive capital outlays needed for EV development, has weighed heavily on profits. Even with Wednesday’s rally, European auto stocks are still down more than 5% for the year, while the broader Stoxx 600 is up 7%. Ferrari remains the exception, with its luxury status and increasingly diverse portfolio. For now, the market is hoping that Brussels can replicate Tokyo’s diplomatic success by the end of the month. Image Source: Volkswagen

A person selects a "Join" button for a Microsoft Teams meeting on a car touchscreen displaying a digital calendar; a blue Mercedes-Benz is parked outside an apartment building in the background.

By Khris Bharath – July 21, 2025

Mercedes-Benz Becomes First Automaker To Natively Integra...

It was only a matter of time before the luxury car evolved into a full-blown mobile office, and, with the upcoming CLA, Mercedes-Benz is bringing that vision to life. Going beyond wireless charging pads and on-board displays, this new system will offer enterprise-grade connectivity, generative AI, and live video calls, all while the car is in motion. Mercedes-Benz will become the first automaker to integrate Microsoft’s enhanced Meetings for Teams app into its vehicles, allowing drivers to join video calls using the in-car camera, even while driving. The system complies with national safety laws and was built to minimize distraction. When the camera activates, the display hides shared content, slides, or other video streams, ensuring the driver continues to stay focused on the road. The feature will debut in the all-new CLA, the first model to run on MB.OS (Mercedes-Benz Operating System), which also powers the fourth-generation MBUX infotainment system. In this Teams update, users will gain access to a redesigned interface with “Next Meetings,” quick contact shortcuts, an expanded chat function, and voice-to-text message input. The system requires the Entertainment Package Plus, which includes a data plan, and will roll out initially in Europe and the United States. Until now, in-car productivity was largely limited to reliance on Apple CarPlay and Android Auto. While these systems are excellent for music, navigation, and light messaging, they aren’t designed for enterprise tasks. For business users and drivers who operate in the Microsoft 365 ecosystem, features like secure app access, Teams video integration, and AI-generated meeting prep have remained out of reach. Mercedes is now bridging that gap. To support this shift, Mercedes has become the first automaker to natively integrate Microsoft Intune into its vehicles. This enterprise-grade device and app management tool allows IT administrators to enforce data separation, manage security policies, and grant or revoke access, just as they would on a corporate laptop or phone. Business users can now switch between personal and work profiles in the car, securely and seamlessly. “This isn’t about screen time. It’s about making time count. CEO of Mercedes-Benz Group AG. “Our collaboration with Microsoft ensures that productivity on the move is safe, seamless, and intuitive.” Ola Källenius, Chairman of the Board of Management of Mercedes-Benz Group AG Perhaps the most forward-looking announcement is the integration of Microsoft 365 Copilot, the generative AI assistant designed to streamline productivity. With voice prompts, drivers can even summarize email threads, retrieve client information, prepare for meetings, or manage to-do lists. It is a powerful tool that transforms the vehicle into what Mercedes is calling the “third workspace,” a functional bridge between office and home. But perhaps, nowhere would such a system be more relevant than extending such functionality to the back seat of models like the S-Class or flagship Maybach, where executives can get so much more done, while on the move. But for now, there is a key limitation: these new tools are tied directly to Mercedes’ MB.OS, which is only launching in new models starting with the CLA. It is still unclear if existing Mercedes vehicles, including the current S-Class, EQS, or Maybach lineup, which are currently running older MBUX systems, will receive these features via OTA updates, and if they pack the necessary hardware to support this new software architecture. Still, with this rollout, the message is clear. As hybrid work takes hold and AI-powered productivity tools become essential, Mercedes is already working on future-proofing the role of the automobile and the future of business mobility. View All Mercedes-Benz For Sale Source: Mercedes-Benz

Two men sit at a table in front of a large Jacob & Co. Twin Turbo Furious watch image, both wearing wristwatches and glasses; one wears a suit, the other a black t-shirt.

By Jordan Aquistapace – July 21, 2025

Tom Brady's $650K Custom 1-of-1 Jacob & Co. Twin Turbo Fu...

Tom Brady is known not only for his achievements on the field and status in the spotlight, but also for his interest in collecting luxury watches. His collection ranges from six-figure Patek Philippes to ultra-exclusive Richard Mille pieces, reflecting a genuine appreciation for the world of horology. While attending the E1 Monaco Grand Prix to support Team Brady, Tom pulled the wraps off his $650,000 custom Jacob & Co. Twin Turbo Furious Tom Brady Edition. It’s a mouthful of a name for a watch that’s just as over-the-top as you’d expect. Designed in forged carbon with a black, white, and grey colorway, it’s full of subtle Brady references—from his signature at 12 o’clock to a lone ruby marking his jersey number. Even the strap sticks to the TB12 vibe with grippy black rubber that looks ready for trackside timing. The Twin Turbo Furious is packed with complex features. Two triple-axis flying tourbillons spin in sync right under the curved crystal, so you can see all the mechanical madness in motion. There’s a single-button chronograph with a pitboard-style time calculator, perfect if you’re tracking lap times or just want to feel like you are. And then there’s a minute repeater that chimes the time using extra-long gongs. It’s a lot of watch, and definitely not something you wear if you’re trying to fly under the radar. Brady’s no stranger to Jacob & Co. as he’s worn some wild statement pieces, like the yellow sapphire Caviar Tourbillon and the ridiculously iced-out Billionaire Mini Ashoka. It’s flashy but in a toned-down, focused way that fits his post-football style. Between the motorsport-inspired design and the extreme mechanical detail, it’s less about showing off and more about nerding out on horology and engineering. Still, if you’re rolling up to Monaco with your own racing team, why not bring a one-of-one timepiece to match? Source: Jacob & Co.

By Charles Bradley – July 18, 2025

Petrolicious Film Friday: A Jaguar E-Type And The Dream T...

Petrolicious, the creator of quality, original films and articles for classic car enthusiasts, has released its latest video, featuring Sébastien Berchon's 400 horsepower Jaguar E-Type. Petrolicious celebrates the inventions, the personalities, and the aesthetics that ignite a collective lust for great automotive machines, and it seeks to inform, entertain, and inspire its community of aficionados and pique the interest of those who have been missing out. Today, Petrolicious takes up the story... They call it gentleman racing. But there is nothing genteel about five days and thousands of kilometers across France on the Tour Auto. There are no pace notes. No radios. Just a driver, a co-driver, and whatever the car feels like giving you that day. Sometimes it’s speed. Sometimes it’s smoke. Sometimes it’s exactly what you needed. Sébastien Berchon didn’t grow up thinking he’d be there. He watched Formula 1 during the Prost-Senna days, fell for the noise and the names like anyone else that had a proclivity for speed, but he knew it wasn’t going to happen. "I quickly realized the dream was out of reach," he says. "So I didn’t insist too much." In 2015, a friend invited him to the start of Tour Auto at the Grand Palais in Paris. The hall was packed with machines he’d only ever seen on posters. Ferraris. Facel Vegas. And Jaguars. "That’s when I had a real spark," he says. "And the following year, I was on the starting line. That’s where it all began." Less than twelve months later, Sébastien was strapped into a 1962 Jaguar E-Type, helmet on, fuel scent in his nose, staring down five days of timed stages and track sprints across France. "It weighs a thousand kilos," he says. "Race prepped, it puts out around 400 horsepower. The power-to-weight ratio is excellent. If you want to be competitive in classic racing, there aren’t that many options. The Cobra, the Shelby, the Cooper. But for me, it’s the design. That British class. The E-Type, without hesitation." This is what he means by "knowledgeable, dreaming gentleman." It’s not a branding statement. It’s a mindset. He’s not out there to cosplay some romantic past. He’s in it. Elbows up. Tools out. He learned the race craft the long way. Through trial and throttle. Through broken parts and missed apexes. Tour Auto isn’t about rosé and goodie bags. It’s dust, and oil, and late-night repair jobs under parking lot lights. It’s blowing a gearbox on day two. It’s praying your radiator doesn’t split somewhere outside Valence. "So many factors come into play," he says. "Until the final day and the last moment, until you’ve crossed the finish line, you’re never sure if you’ll win or even make the podium." He has. He won in 2023. Second in 2021. A regular face in the top ten. But it’s not the silverware that matters. "What attracts me most is being able to drive a piece of history," he says. "My Jaguar, in the years 1960-61-62, those were cars that raced at Goodwood, at the 24 Hours of Le Mans." Tour Auto itself has history. First run in 1899 as the Tour de France Automobile. Revived in 1992. In 2025, more than 240 cars took the start. The route ran from Paris to Nice. Through Alsace, the Massif Central, the Côte d’Azur. Five days. Mountain roads. Closed tracks. And the occasional moment of silence, when the engine cuts out and all you can hear is the gravel ticking into the floorpan. Racing, for Sébastien, is about chasing down the dream he boxed up as a kid. The one that never really left. It just waited in the shadows for the right noise, the right smell, the right spark. And every time the helmet clicks into place, it comes flooding back.

Two high-performance sports cars, including a street-legal Lamborghini Sesto Elemento in matte black, are parked under leafy trees on a sunlit road.

By Khris Bharath – July 16, 2025

The Only Street-Legal Lamborghini Sesto Elemento Wows Goo...

When Lamborghini unveiled the Sesto Elemento at the 2010 Paris Motor Show, it did far more than just wow the crowds; it altogether reset expectations from the Italian marque. Weighing less than a ton (2,200 pounds) and packing over 560 horsepower, this carbon-fiber exotic wasn’t meant to be street-legal, nor was it built for any racing series. Instead, it existed purely for one purpose: to go fast, with as little in the way as possible, and to show off upcoming innovations and tech from the house of Santa A’gata Bolognese. Now, the name, Sesto Elemento, was chosen deliberately. It translates to the sixth element in Italian, which by the way is carbon in the periodic table. The stuff has been used pretty much everywhere, from the chassis, driveshaft, and suspension arms, and the body itself, devoid of any exterior paint. Inside, there are no luxuries, no soundproofing, no infotainment. Instead, there’s a hollow dashboard with some evocative and truly exquisite forms, along with stuck-on seat pads that are literally part of the chassis. You don’t just sit in it, you strap yourself to it. Red accents inside and out serve as a great contrast to the razor-sharp stealth aesthetic. TopGear fan’s amongst you might recall " title="YouTube video" frameborder="0" allow="accelerometer; autoplay; clipboard-write; encrypted-media; gyroscope; picture-in-picture; web-share" allowfullscreen> at Imola, back in 2010, where he summed it up perfectly. Standing beside the Sesto Elemento in stunned admiration, he called it “the most exquisite thing I’ve ever seen.” The 5.2-liter V10 from the Gallardo Superleggera revs to 8,000 rpm, sending this featherweight frame from 0 to 62 mph in just 2.5 seconds. Each cost $2.2 million when new and only 20 were planned. However, it is believed that only around 10 were built, all exclusively for track use. Or so we thought. View this post on Instagram A post shared by Lanzante (@lanzantelimited) At the recent 2025 Goodwood Festival of Speed, we witnessed the world’s only street-legal converted Sesto Elemento, and it was a true crowd pleaser, even 15 years since it first debuted. Now this wasn’t just a static display, but one that actually ran up the hill. The firm behind this conversion was none other than Lanzante. While their main showstopper at the event was the debut of their latest creation, the 750S-based 95:59, a tribute build celebrating 30 years since the McLaren F1’s Le Mans victory in 1995, the British tuner is also renowned for converting track-only McLaren P1 GTRs, F1 GTRs, Pagani Huayara R, (993) Porsche 911 GT1 117 and even the outrageous P1 HDK into road-legal monsters.. So if anyone could tame the Sesto, it was Lanzante. Not much is known about specific changes that Lanzante has carried out to make this example street legal. But in order to meet road regulations, you typically need to fit new lighting systems, modify the exhaust for emissions compliance, and rework crash structures with road impact requirements. Stuff like adjustable ride height and re-engineered suspension would make it drivable and a bit more livable in the real world. Inside, small additions like proper seatbelts and updated instrumentation should give just enough civility, without diluting its savage personality. While the Sesto is arguably one of Lamborghini’s best and most extreme concept-turned-track cars, it is part of a wilder family. The Veneno, Centenario, and Essenza SCV12 all pushed performance beyond reason. But unlike those cars, the Sesto was so much more than visual drama alone, as it was an engineering showcase. It laid the groundwork for cars that would follow in the upcoming decade: think models like the Huracán Performante’s forged carbon construction, the weight-saving Aventador SVJ’s, and even the Revuelto’s hybrid aero focus. Also, if there was any doubt that Lambo’s takeover by Audi would take away its soul, the Sesto Elemento simply blew that assumption out of the water. To sum it up, the Sesto Elemento was never built for roads. But thanks to Lanzante, it has become something even Lamborghini never intended: a street-legal mulit-million dollar Lambo outlaw. View All Lamborghinis For Sale Images Source: @luclaceyphoto/instagram, Lamborghini

A person in white gloves uses tools to work on a detailed purple Lamborghini Revuelto model with open doors against a black background.

By Jordan Aquistapace – July 15, 2025

Amalgam Expands Its Lamborghini Collection With The New 1...

Make Amalgam's Lamborghini Revuelto the next decorative addition to your home or office. For collectors and car lovers who appreciate the fine details, Amalgam Collection has unveiled a scaled-down version of the Lamborghini Revuelto that’s anything but toy-like. The 1:8 scale model results from a longstanding collaboration between Amalgam and Automobili Lamborghini and reflects a serious dedication to craftsmanship. More than 300 hours go into building each model, with thousands of precision-engineered parts, from machined metal to photo-etched detailing assembled by hand. The model includes functioning features like lighting, latches, and opening panels and is offered in two versions: a limited edition in Arancio Apodis and a bespoke option that can be built to mirror an owner’s actual Revuelto spec. What’s impressive is the level of accuracy worked into every build. The Amalgam team works directly with Lamborghini to match paint codes and interior finishes, guaranteeing each model holds up under close scrutiny. From stitching on the seats to custom license plates and carbon fiber accents, the smallest details are taken seriously. Measuring nearly two feet long, the model captures the Revuelto’s sharp, futuristic lines and aggressive aero cues right down to its rear wing and front S-Duct. Even the lighting system mirrors the real car, with illuminated taillights, dashboard elements, and headlamps. While the real Revuelto represents a major step in Lamborghini’s evolution into hybrid supercar performance, this scaled version offers an unusual way to appreciate the car’s design and complexity up close. Prices for these models start at $18,220 for the limited-edition version, with bespoke builds beginning at $25,510. For Revuelto owners or simply fans of Lamborghini’s design language, the model offers a chance to keep a scaled version of the hybrid V12 supercar within arm’s reach. Orders can be placed directly through Amalgam’s Unique Commissions team or online. Learn More Source: Amalgam Collection

A striking Ferrari 599XX EVO with black accents and a large rear wing is parked outdoors under a partly cloudy sky, awaiting its debut at the Monterey auction.

By Khris Bharath – July 15, 2025

1-of-50 Ferrari 599XX EVO Set To Cross The Auction Block ...

This isn't a race car, nor is it street-legal, and neither does it qualify for any official competition series, and yet, the 599XX Evoluzione, or Evo, might be one of the most extreme Ferraris of the modern era. Created under the obsessive umbrella of the brand’s XX Programme that launched back in ‘05, this machine was designed purely to defy the laws of physics and chase lap times on the race track. For those unaware, the FXX Programme invited the Ferrari brand’s most loyal and capable clients to act as development partners. As a buyer of one of these extreme machines, you didn’t get to take the car home. Instead, you became a Corse Clienti member. Ferrari housed, transported, and maintained the cars for you while getting you track access at exclusive events around the globe. Think circuits like Silverstone, Nürburgring, Daytona, Mugello, Bahrain, and more. In return, you offered real-time feedback that Ferrari’s engineers would eventually integrate into future designs and models. The FXX itself was a re-engineered Enzo, stripped away of any road pretensions. Later came the 599XX and its wild sibling, the 599XX Evo. It was followed by the FXX K, based on the LaFerrari, and the even more extreme FXX K Evo. Each was built in minuscule numbers, and each, a rolling testbed for Ferrari’s bleeding-edge tech. Which is why the sale of a 599XX Evo, like the one seen here, is a big deal. This 2010 Rosso Fuoco (red) with silver example wears the number 44, a number associated with current Ferrari F1 driver Lewis Hamilton. Ironic, since Hamilton was still racing for McLaren when the 599XX came out. The car is being offered by RM Sotheby’s and is one of just 50 built, and even fewer received the Evo kit. Unveiled in 2011, the Evo package added a carbon fiber rear wing with active Drag Reduction System, redesigned aero front and rear, and recalibrated suspension. It also marked one of Ferrari’s first uses of active aerodynamics, featuring a twin-profile rear wing equipped with a Formula One-style Drag Reduction System (DRS). Controlled by onboard sensors, the system adjusted in real time to throttle input, steering angle, and yaw to balance downforce (up to 970 pounds at 124 mph) and minimize drag at high speeds. At its heart is a 6.0-liter V12, a highly-strung evolution of the 599 GTB Fiorano’s Enzo-derived engine. In the GTB, this unit could be paired with a gated six-speed box, making it the last front-engined Ferrari to offer a manual transmission. But here on this EVO-equipped 599XX, the output has been dialed up to 740 horsepower from the standard 599’s 612 horsepower, and even the base 599XX’s 720 horsepower. The extensive weight loss has also resulted in shaving 77 pounds of the 599XX’s 3,350-pound curb weight. The result is a 1:15 lap time around Ferrari’s Fiorano test track, which is three seconds quicker when compared to the non-evo 599XX and easily ahead of the Ferrari Enzo and several other purpose-built GT racers. But beyond the incredible pace, the sound on the 599XX EVO has been amplified even further, as the side-mounted exhausts were redesigned to reduce backpressure and deliver a sharper, more violent scream at 9,000 rpm. New Pirelli slicks boosted cornering grip, and every system, from throttle mapping to braking calibration, was tuned for maximum attack. Given it’s extremely limited production run of just 50 examples, this Evo-spec 599XX represents one of the rarest and most advanced front-engined Ferraris ever made. A rare opportunity to acquire something truly unique, purpose-built, and born from Ferrari’s most exclusive engineering program. View All RM Sotheby's Inventory Source: RM Sotheby's, Ferrari

By Jordan Aquistapace – July 15, 2025

Why The Ducati Diavel Lamborghini 63 Edition Is A Must-Ha...

With only 630-examples, this is one of the most exclusive and powerful superbike collaborations ever made!

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