6 Mecum Monterey 2026 Headliners To Watch

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

6 Mecum Monterey 2026 Headliners To Watch

From a genuine 427 Cobra to a one-of-five Bugatti, these are the standouts crossing the block this August.

Every August, the collector car world turns its attention to California's Monterey Peninsula, where the excitement of Car Week reaches its peak, and Mecum Auctions is no exception. From August 13–15, 2026, Mecum Monterey returns to the beautiful Del Monte Golf Course in Monterey, California, bringing together approximately 600 of the world's most desirable collector vehicles for three unforgettable days of live auction action.

Whether you're searching for your dream car or simply want to experience the energy of one of the world's premier collector car auctions, Mecum Monterey offers something for every enthusiast. Hundreds of exceptional vehicles will cross the auction block, representing legendary marques like Ferrari, Porsche, Lamborghini, Mercedes-Benz, Shelby, Corvette and more. Each day brings new discoveries, from concours-worthy classics and low-production supercars to historically significant automobiles with incredible provenance.

Beyond the auction block, Mecum Monterey is an experience unlike any other. Feel the anticipation as bidders compete for some of the most desirable collector cars on the market, explore row after row of remarkable consignments up close, and immerse yourself in the excitement that only live auctions can deliver. Whether you're a seasoned collector, a first-time attendee or simply passionate about automobiles, the sights, sounds, and atmosphere make Mecum Monterey a must-see destination during Car Week.

Join fellow enthusiasts at Del Monte Golf Course and witness history in the making as extraordinary automobiles change hands, records are challenged, and lifelong automotive dreams become reality. If you're looking to experience the very best of Monterey Car Week, there's no better place to be than Mecum Auctions.

1966 Shelby 427 Cobra Roadster

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Few Cobras carry the credentials of this one. It is among approximately 16 factory-black 427 Cobras ever produced, black being the most desirable color for any original example, and one of only about 155 true 427-powered street cars. It also belongs to the group of 100 cars delivered new from the factory with dual four-barrel carburetors. Beneath the bonnet sits its original dual-quad 427 CI center-oiler engine, paired with the original Toploader four-speed manual and original rear end, all housed in the original body and chassis. Sunburst wheels complete the presentation.

The car is fully documented and listed in the Shelby Registry, having been billed to Shelby American on August 16, 1965, and shipped to Los Angeles. It has since been beautifully restored while retaining its original mechanicals throughout, the kind of authenticity that defines a genuine 427 street Cobra rather than one that simply wears the badge.

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1996 Ferrari F50

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Chassis S/N 106690 is one of only 31 F50s finished in Giallo Modena, and No. 239 of the 349 built. It remains highly original, retaining its numbers-matching chassis, engine, gearbox and bodywork with factory stampings in place and the carbon weave clearly visible through the paint. Delivered new to Switzerland, it shows just 7,248 kilometers and pairs its original 4.7L, 513 HP V12 with the original six-speed manual, wrapped in a Nero bucket-seat interior. The car is Ferrari Classiche certified with Red Book and was recently serviced by Ferrari Lake Forest.

What sets this example apart is its completeness. It comes with a rare original set of TOD'S Ferrari F50 driving boots in size 7.5, a three-piece Schedoni luggage set, the F50 Flight Case for Barchetta and Berlinetta conversion, the foldable emergency soft top with storage bag, and the original books and manuals including the service and warranty supplement. The tool kit, wheel hub socket, emergency air compressor, spare fuses and bulbs kit, and the F50 interior torch are all present, making this one of the more thoroughly documented and accessorized F50s available.

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2004 Gemballa Mirage GT

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Chassis number 24 of 25, this is the final bespoke Mirage GT completed in sequence by Gemballa and one of the most comprehensive and costly builds the tuner undertook, supported by build records and invoices documenting the work. Conceived as the ultimate expression of the Porsche Carrera GT, it has covered just 100 miles since the conversion was completed. The naturally aspirated 5.7L V10 produces 670 HP thanks to Gemballa's engine enhancement package, which adds revised ECU tuning, a custom ram-air intake and a free-flowing stainless steel exhaust, sending power through the six-speed manual with an upgraded Gemballa sport clutch.

The chassis is equally serious, with racing-inspired suspension components, internally ventilated ceramic composite brakes, a KW front and rear axle lifting system, and a new set of Gemballa forged center-lock motorsport-style wheels and tires. Finished in Lime Rock Gray Metallic and Black with Sun Yellow highlights, it wears a comprehensive carbon fiber exterior conversion, with a Slate Gray Alcantara interior in yellow stitching, a full carbon fiber interior package and an upgraded Gemballa Multimedia unit with Data Control System. A comprehensive service was performed prior to auction with documentation and applicable factory recalls completed.

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1998 Bugatti EB110 Super Sport Lightweight

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This is a Dauer-built EB110 Super Sport Lightweight, one of just five produced, and the only Dauer Super Sport Lightweight finished with an exposed, clear-lacquered, unpainted carbon fiber body. That construction makes it roughly 500 pounds lighter than the aluminum-bodied EB110, a meaningful difference in a car already engineered for the extreme. The quad-turbocharged 3.5L V12 delivers 705 HP through a Remus Sport exhaust and re-mapped ECU, driving all four wheels via a six-speed manual.

The specification reads like a purpose-built performance car throughout, with an adjustable rear GT wing, seven-spoke light alloy center-lock wheels, sport bucket seats trimmed against a saddle leather interior, large Brembo brakes and functional cooling ducts. The odometer shows 6,025 miles, and its rarity as the sole clear-carbon example gives it a distinct place among the already scarce Dauer-built cars.

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2017 Lamborghini Centenario Roadster

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Built to mark the centenary of Ferruccio Lamborghini's birth, this is one of only 20 Centenario Roadsters produced. It wears a two-tone finish of Blue Cepheus and Blue Hera with a silver pinstripe accent, over a Nero Ade interior with blue contrasting stitching, carbon fiber trim and bucket seats. The naturally aspirated 6.5L V12 produces 770 HP through a seven-speed automatic and all-wheel drive, and the odometer reads 7,635 miles. Magnetorheological suspension and carbon-ceramic disc brakes underpin the running gear, with 20- and 21-inch forged alloy wheels at the corners.

Carbon fiber is used extensively across the front and rear bumpers, side skirts, side gills, wheel and roof covers, engine cover, door sills and model designation, reflecting the car's status as a technical showcase. Inside, the driver finds extended carbon fiber shift paddles, an Alcantara steering wheel with a blue competition-style 12 o'clock marker, blue door pull straps and interior cross-stitching, and the Lamborghini track telemetry system with cameras. The branding package and LED light design front and rear round out one of the most exclusive modern Lamborghinis of its era.

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2026 Aston Martin Valhalla

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The Valhalla is a landmark car for Aston Martin, its first mid-engine PHEV supercar, and this example is one of a limited production run of 999. Showing just 196 miles, it was ordered with more than $217,000 in options against an original MSRP of $1,277,200, as documented on the window sticker. At its heart is a twin-turbocharged 4.0L V8 with 63mm twin-scroll turbochargers, supplemented by dual electric motors drawing from a 6.1kWh 400V battery for a combined 1,064 HP, driving through an eight-speed dual-clutch transmission. The hybrid system is genuinely sophisticated, with a front electric drive unit using two motors for full axle torque vectoring, a rear motor handling torque fill and load shifting, a rear electronic limited-slip differential, all-wheel drive, a full EV mode and even an electric reverse gear.

The engineering runs just as deep in the chassis. Ultra-rigid aluminum front and rear subframes anchor an all carbon fiber body, while dynamic active aerodynamics generate more than 1,300 pounds of downforce from 149 MPH up to a 217 MPH top speed. Dihedral doors with a roof cutout ease ingress, and the car rides on 20-inch front and 21-inch magnesium-textured titanium wheels wrapped in Michelin Pilot Sport S 5 AML tires, with four-wheel carbon ceramic brakes behind yellow calipers. This car is finished in Ultra Yellow with the optional Theme 5 livery and extensive satin 2x2 twill carbon fiber exterior packages, over an Oxford Tan semi-aniline leather interior with matching carbon fiber seats and trim, Electron Yellow stitching and a Bowers & Wilkins audio system. It is a comprehensively specified example of a car that marks a real turning point in Aston Martin's history.

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