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McLaren W1 First Drive: Ferocious Hypercar Transcends the Track

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

A group of high-performance sports cars, including Ferraris, Pagani, and Porsche models, line a coastal road—an impressive scene as the U.S. luxury automotive market is set to surpass $200 billion by 2035, according to a comprehensive BCG study.

By Charles Bradley – November 14, 2025

U.S. Luxury Automotive Market Set to Surpass $200 Billion...

A forthcoming study by duPont REGISTRY and Boston Consulting Group (BCG) reveals that the U.S. luxury automotive market is on track for significant growth, with total value projected to reach $215 billion by 2035. The research highlights expanding opportunities for investors, automakers, and luxury lifestyle brands as demand accelerates across the high-end vehicle spectrum. Currently valued at approximately $110 billion, the market is expected to grow at a compound annual growth rate (CAGR) of 5-7%, driven by innovation, personalization, and consumer appetite for exclusivity. The report will divide the market into three tiers: · Luxury ($100K–$170K) — The largest and fastest-growing segment, worth $80 billion today, with 6–8% CAGR, projected to reach $140–165 billion. · Ultra-Luxury ($170K–$500K) — Estimated at $25 billion, growing 3–5% CAGR, and expected to reach $35–40 billion. · Hyper-Luxury (>$500K) — A niche yet expanding category, valued at $5 billion, projected to reach $6–7 billion. These figures encompass new and secondary market vehicle sales above $100,000, supported by S&P Global forecasts, duPont REGISTRY Group data, and BCG’s proprietary analysis. The full report, featuring consumer insights, brand performance metrics, and emerging trends, will be released later this year. It will provide actionable intelligence for automakers, dealers, event organizers, and luxury lifestyle brands looking to engage with this rapidly expanding market of discerning buyers. Visit duPontREGISTRY.com Images: Supercar Owners Circle

Two sports cars, including a McLaren with its doors open, are parked on a dirt lot between construction vehicles near Baltimore's Vehicle Processing Center, with a large American flag raised on a pole in the background.

By Khris Bharath – July 29, 2025

McLaren Doubles Down on America: Breaks Ground on $10.5m ...

McLaren’s connection with the U.S. goes back decades and can be traced to its racing roots in the Can-Am series of the 1960s, where it dominated American circuits. Subsequently, the iconic 241 mph McLaren F1 that came in the 1990s, currently valued at $20+ million, became a prized collector’s item among American enthusiasts, including the likes of Jay Leno, who owns a pristine black example. However, it wasn’t until the MP4-12C launch in 2011 that McLaren Automotive officially established its U.S. dealer network. Since then, the company has built a loyal stateside following through models like the 720S, Artura, and more exclusive nameplates like the Senna and the P1, led by former McLaren design boss Frank Stephenson. That momentum hasn’t slowed, and in 2024, McLaren sold approximately 1,270 cars in the U.S. a 16 percent increase over the previous year. McLaren is one of only two exotic brands to have witnessed a rise in U.S. registrations, according to S&P Global Mobility. That growing footprint is exactly why McLaren is committing more. The British supercarmaker has now announced plans for a new state-of-the-art 50,000-square-foot Vehicle Processing Center (VPC) in Baltimore, Maryland, set to open in late 2026. Governor of Maryland, Wes Moore, with Nicolas Brown, President, McLaren, the Americas “McLaren, The Americas is committed to expanding our infrastructure and continued investment in the largest global market for our high-performance luxury supercars. The new McLaren VPC will enable us to fully check and sign off every single car, install local accessory packs, and bring full paint protection film installation directly on site,” Nicolas Brown, President, McLaren, The Americas Being developed by Tradepoint Atlantic, the upcoming center will sit on a four-acre parcel at Sparrows Point, and Volkswagen of America also has a prence nearby. Once home to Bethlehem Steel, this site will soon inspect, accessorize, and protect every U.S.-bound McLaren, before continuing onto its 26-strong U.S. dealer network. Backed by a $10.5 million investment, this facility will create at least 20 skilled jobs across areas like paint protection, vehicle logistics, technical inspection, and management by 2028. Additionally, Baltimore County has committed $100,000 in economic development incentives to support the project. “We are thrilled to welcome McLaren to the Great State of Maryland. Today, we mark the latest chapter in our work to grow our state’s economy by building out high-tech manufacturing in every corner of the state. This new facility at Tradepoint Atlantic in the Port of Baltimore will turbocharge Maryland’s economic engine, and is a vivid example of how we can create new opportunities by uplifting international partnerships and attracting foreign investment.”Governor of Maryland, Wes Moore This investment comes at a crucial moment. Back in April 2025, tariffs announced by President Donald Trump on imported cars and spare parts shook the global auto industry. But by early 2025, those duties had grown to a steep 25 percent tariffs on U.K.-made vehicles and components under Section 232. British automakers, including McLaren, were forced to pause shipments. But the tide turned in June 2025, when the U.S. and U.K. signed an Economic Prosperity Agreement that slashed tariffs on the first 100,000 U.K.-built vehicles per year, down from 27.5 percent to 10 percent. More recently, similar trade agreements were reached with Japan and the EU, just this Sunday, and while not everyone in Detroit was pleased with the outcome, the trend does show a growing number of foreign automakers committing to the United States. Audi and Volvo have already committed to scaling up U.S. manufacturing. McLaren, while smaller in scale but no less ambitious, is now the latest to act with this new VPC will mark one of its most significant physical footprints in America to date. With international trade conditions stabilizing and amidst growing American demand, McLaren is preparing to better position itself to match higher volumes with better service, lower cost, and tighter quality control. Sure, against brands like Porsche, Ferrari, and Lamborghini, McLaren remains relatively boutique. But with nearly 40 percent of its sales coming from the United States, this new East Coast facility, near the port of Baltimore, complements McLaren’s broader retail momentum and is in line with our earlier report on the brand’s reinvention strategy. With over $100 million invested by its U.S. network over the past several years, including the world’s largest McLaren showroom and service center set to open soon in Orlando, McLaren is staking its claim as a key player in the luxury domestic performance car market. View All McLarens For Sale Source: McLaren, Maryland Gov.

Rows of new cars are parked in a large outdoor lot on an overcast day, with puddles reflecting the vehicles—poised for export as the Trump von der Leyen landmark deal aims to boost U.S. auto exports to Europe by slashing tariffs.

By Khris Bharath – July 28, 2025

Trump-von der Leyen Strike U.S.-EU Deal to Slash Tariffs,...

Toward the end of last week, we reported how European auto stocks rallied following a U.S.-Japan trade deal, driven by investor confidence that the European Union (EU) would secure a similar outcome before the end of the month. Well, that's exactly what happened. President Trump announced on Sunday, July 27, that the United States and the EU have reached a new trade framework, one that resets the terms of transatlantic commerce and consequently carries sweeping implications for the global auto industry. Speaking alongside European Commission President Ursula von der Leyen at his Turnberry golf course property in Scotland, Trump called it the biggest deal he has ever made. At the heart of the agreement is a new, lower 15 percent baseline tariff that will apply to most EU goods entering the United States, including automobiles. This represents a sharp rollback from the 27.5 percent tariffs on EU auto imports, which included a Trump-era 25 percent levy, announced in April, layered over the long-standing 2.5 percent duty. The revised rate effectively halts the threat of even steeper penalties, which had loomed as high as 30 percent if talks were to collapse. The deal comes after months of escalating tension and rhetoric between the two sides. Before negotiations began, Trump criticized what he called a fundamentally unfair imbalance. “We don’t sell cars into Europe… they sell millions here,” he declared, singling out brands like Mercedes, BMW, and Volkswagen. That grievance formed the backbone of his administration’s hardline trade stance, which did lead to some foreign automakers even scaling up manufacturing in the United States. The European Union, for its part, had prepared retaliatory tariffs in case negotiations failed. But Sunday’s agreement de-escalates those tensions. Automotive exports are expected to benefit the most. Trump emphasized that U.S. automakers, especially those building pickups and SUVs, will now enjoy broader access to the European market. However, not everyone in Detroit shares that sentiment in light of the U.S.-Japan trade deal as it gives Japanese automakers easier access to U.S. markets without equally favorable access for American exports, frustrated some U.S. executives and UAW reps. Currently, American automakers face higher tariffs on cars made at their Canadian and Mexican facilities. So while on paper, the Big Three Ford, GM, and Stellantis stand to gain from this EU deal, some skepticism could carry over and the scale of the upside depends on execution. For Ford and GM, this could mark a return to greater relevance in a European market where their share has steadily been on the decline. Ford has scaled back operations on the continent, while GM exited the market in 2017. Stellantis, meanwhile, with its portfolio comprising of several European brands like Peugeot, Opel, and Fiat, has unique leverage over its American competitors, but also added pressure. The market will be keen to see how recently announced CEO, Antonio Filosa, navigates this post-deal landscape and whether he can translate Stellantis’s cross-continental strategy. Trump called the agreement transformative. “This is a win for every American automaker and factory worker. We’re opening up a market of over 450 million people,” he said. Von der Leyen said, “These were tough negotiations, but this agreement brings stability and fairness to both economies,” she said. Further, in exchange for tariff relief, the EU has also agreed to dramatically scale up purchases of U.S. agricultural goods, energy supplies, and military equipment. The deal includes significant European commitments to $600 billion in direct investments and $750 billion in U.S. and energy imports. Next on Trump’s agenda is a meeting with British Prime Minister Keir Starmer on Monday. That discussion, though, will likely focus on geopolitical cooperation, given how a U.S.-UK trade framework is already in place. But for the auto industry, the new U.S.-EU deal is a major development. While this deal does provide some relief to European automakers, whether this translates to more American cars on European roads remains to be seen. But for now, that door is wide open. View All Cars For Sale On duPont REGISTRY " width="680">

By Khris Bharath – May 15, 2025

Here's What's Driving JLR's Best Annual Profits In Nearly...

In an auto industry already weighed down by supply chain hiccups, regulatory uncertainty, and trade tariffs, Jaguar Land Rover is thriving. The British conglomerate capped off its financial year, ending in March 2025, with a pre-tax profit of £2.5 billion ($3.13 billion), its highest in a decade. But this isn’t a one-off occurrence as JLR has recorded 10 consecutive profitable quarters, with a Q4 profit of £875 million ($1.16 million). This has helped achieve its long-term net-positive cash flow with £278 million ($348 million) available on hand. So, what exactly is driving this turnaround? According to JLR, the gains can be attributed to smarter operations and tighter control on costs, which outweighed a modest rise in marketing spend. The “Reimagine” strategy is also quietly helping to reshape the British brands into a luxury powerhouse laser-focused on cleaner, greener, and ultra-premium vehicles. Land Rover led the charge, and demand remains high for models like the Defender, which saw sales hit 115,404 units globally. The Range Rover Sport saw a 19.7% year-on-year increase. Over 21 luxury Range Rover SV editions, conceived specifically for markets like Australia, China, India, Japan, the UAE, and the U.K. Electrification also played a key role, with sales of plug-in hybrid (PHEV) vehicles up by 21.7% globally. Demand for the upcoming all-electric Range Rover, with a 300-mile estimated range, has already wrapped up Winter Testing, is heating up with more than 61,000 customers on the waitlist. “We’ve achieved record sales of the Defender, revealed the stunning Jaguar Type 00, and are preparing to launch the Range Rover Electric,” CEO Adrian Mardell said in a statement. Jaguar, which has seen several models like the XE, XF sedans, the F-Type sports car, and the I-Pace EV being discontinued, saw sales decline, except for the F-Pace SUV. While the British marque is pausing production for now, the buzzword around the Type 00 concept, which was first unveiled at the Miami Art Week, and subsequently previewed during the Paris Fashion Week and more recently in Monaco, remains high. Despite the backlash and controversy over its design, over 32,000 people globally have registered interest in the upcoming all-electric GT. JLR is also investing heavily in its manufacturing facilities and greener production techniques. The brand has completed successful trials of a new aluminum alloy made from 85% recycled content, and requires 95% less energy to produce. Testing of a new EV production line and a cutting-edge body-in-white facility has been added at the company’s Solihull plant in the U.K. Staying with EVs, a new joint venture with China-based Chery is on track to produce an all-electric Freelander, which will be part of a dedicated EV portfolio for the local market. As for America, with a new US-UK trade deal easing tariffs on British-made cars, down from 27.5% to 10% (quota limited to 100,000 vehicles annually), JLR’s flagship models will now have to contend with fewer bureaucratic barriers. View All Land Rovers For Sale Source: Jaguar Land Rover

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