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

Aston Martin News

Aston Martin news from duPont REGISTRY News, updated daily with model reveals, first drives, auction results and current market values. Our coverage runs across the Vantage, the DB12 and the DBX707, alongside landmark engineering projects such as the Valkyrie and Valhalla. We also follow the earlier cars that established the marque's name for British craftsmanship. Reporting comes from first-drive access and from the auction floors where these cars change hands. One thing separates this from other luxury sports car news. Many of the Aston Martins covered here are listed for sale on duPont REGISTRY, so the story and the asking price appear together. For Aston Martin news today, and the performance car news around it, start below.

By Khris Bharath – August 09, 2025

Callum Designs Builds on the Vanquish 25: Envisions a Stu...

Back in May this year, we got a preview of the stunning Callum E-Type concept, a perfect blend of classic Jaguar ‘60s charm and a sleek modern design aesthetic. Now, the English designer is back with another showstopper: meet the Vanquish 25 Shooting Brake, a new twist on one of Aston Martin’s most iconic grand tourers, shared via a recent post on Instagram. For those unaware, Callum is one of the most influential automotive designers of all time, with a career spanning decades, including nearly 20 noteworthy years at Jaguar, reshaping the marque’s lineup through the 2000s and 2010s. He also penned the original Aston Martin Vanquish and came up with a timeless shape that balances aggressive sportiness with refined British elegance. The V12-powered Vanquish, of course, was Aston’s halo car of the era, and launched in 2001. It subsequently featured in the James Bond film Die Another Day the following year in ‘02. Fun fact: the green Jaguar XKR, seen in the " title="YouTube video" frameborder="0" allow="accelerometer; autoplay; clipboard-write; encrypted-media; gyroscope; picture-in-picture; web-share" allowfullscreen> is also a Callum design. Fast forward to more recent times, and Callum’s independent design firm decided to revisit the model with a modern-day take on the original. Dubbed Callum Vanquish 25, the limited commission restomod (25 examples) built by U.K.-based R-Reforged, first broke cover in 2019. Callum subsequently teased the Vanquish 25 Shooting Brake in 2023, and it builds upon that already-stunning coupe. Without a doubt, you can best appreciate this new form and profile from the side and rear ¾ views. Beyond the visual upgrades, the Coupe’s 6.0-liter V12 was uprated to produce 580 horsepower, up from 520, thanks to a carbon fiber intake, upgraded camshafts, and revised engine mapping, with the option to choose between a manual or automatic transmission. On the handling front, the car received Bilstein dampers, stiffer anti-roll bars, lowered ride height, and a wider track. Wider 20-inch wheels and more modern Michelin Pilot Sport tires with carbon ceramic brakes wrap up the upgrades. But coming back to shooting brakes, the idea isn’t new if you look back at Aston’s own history. Back in the 1960s, the DB5 and DB6 shooting brakes were crafted by various coachbuilders like Harold Radford or FLM Panelcraft, for clients wanting something unique. The Virage adopted the Shooting Brake form in the 1990s and in 2014. More recently, the Zagato Vanquish shooting brake, which debuted in 2017, limited to 99 units, was a hit, owing to its otherworldly take on the traditional two-door wagon form and Zagato’s signature double bubble roof. It certainly caught the attention of a select few out there, who still seek some practicality and space from a high-performance sports car, all while being wrapped in an exquisite coach-built package. Ian Callum’s Vanquish 25 Shooting Brake fits right into that same tradition. Our recent review of the latest Vanquish was all praises about modern tech and all the high-end upgrades, but if you’re a fan of the original Vanquish shape and are looking for something more pragmatic and tailored to today’s standards, this shooting brake will bring things up to speed and should certainly be on your radar. No word on pricing or specifications just yet, but for some context, the coupe cost £550,000 (~$740k) when it debuted. As for this shooting brake, Callum Designs says that it is purely conceptual for now, and interested parties should get in touch with them to find out more. Expect the same level of performance, sophistication, craftsmanship, and crucially, exclusivity in this more evocative bodystyle. Watch this space. View All Aston Martin Vanquish For Sale Images Source: Callum Designs, Aston Martin

By Jordan Aquistapace – November 05, 2021

MANSORY Debuts Its New Aston Martin DBX

It was only a matter of time before the engineers at MANSORY took on the DBX to refine it as part of a complete conversion. The Aston Martin DBX is just one of the new performance-focused SUVs launched by a luxury automotive manufacturer. The DBX provides a supercar-like driving experience with the capability of fitting up to five passengers with more extra storage space. Although the factory design and performance of the Aston Martin DBX stands as an industry leader, the luxury aftermarket specialists at Mansory re-imagined the super SUV with a list of custom modifications. The build is categorized as a complete vehicle conversion, which applies to the exterior, interior, and engine management of the Aston Martin DBX. The exterior is finished in a Black Metallic paint scheme with Lime Green accents to accentuate the aggressive body lines. The aggressive styling comes from a full carbon fiber body kit that includes the front bumper, front lip, hood, fenders, side skirts, rear bumper, rear diffuser, and wing. With a lower ride height from its performance suspension, the DBX features a new wheel design called "DX.5" in 10x24 inch (front) and 12.5x24 inch (rear) dimensions with matching 295/30R24 and 355/25R24 tire sizes. MUST-READ: The All-New Mansory Softkit For The Rolls-Royce Dawn & Wraith The interior is kept entirely in black. The special color “Lime Green" used to accentuate details on the exterior is also found in many places in the interior. The edging of the floor mats, the seats, the center console, the decorative stitching on the dashboard, and the sports airbag steering wheel are all finished in this color. Individually embroidered floor mats, the use of fine visible carbon and the covering of almost all surfaces with the finest leather add further highlights to the masterfully handcrafted interior. The heart of the DBX, its V8 twin-turbo engine, also underwent extensive modifications by the engineers of the Mansory Performance Department. This includes a completely new engine management system, new and larger turbochargers, a sports air filter, and a high-performance sports exhaust system. Thanks to all these changes, the DBX, after its conversion at Mansory, delivers an impressive 800-horsepower and torque of 738- ft. lb. of torque on the rollers of the dynamometer. The all-new Mansory Aston Martin DBX is currently available through the German aftermarket specialists. View all current Aston Martin DBX models available for sale on duPont REGISTRY by clicking the link below. View All Aston Martin DBX For Sale Source: MANSORY

By Edward Jones – October 08, 2021

Lunaz Announces Electric Aston Martin DB6 Cars That Cost ...

Restored classic Aston Martin with reinvented powertrains. Lunaz has announced the production of their new electrified Aston Martin DB6 cars, a new take on the iconic classic cars. Each of these vehicles undergoes an extensive bare-metal restoration and re-engineering process that gives the DB6s concourse-ready quality. Included in this process is the implementation of Lunaz's proprietary modular electric powertrain. This in-house developed electric powertrain has a range of 255 miles and is capable of CCS fast-charging. Those are features you'd never expect in a classic car like the DB6. To give these cars a more modern drive are modifications to the brakes, suspension, and steering. Lunaz also modifies the interior to ensure maximum comfort and includes modern technologies like an A/C system, infotainment system, navigation systems, and Wi-Fi connectivity. These are all features you'd never expect in a classic Aston Martin. Lunaz has not announced the exact price of these electric DB6 cars but does note that it will exceed over $1 million. The first deliveries are expected in the third quarter of 2023. See All Aston Martins For Sale Source: Lunaz

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