Enzo

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 – May 17, 2025

10 Enzo Derivatives That Only REAL Ferrari Fans Know About

When Ferrari pulled the wraps off the Enzo in 2002, it began a new chapter for the supercar maker. Named after its founder, the Enzo was Ferrari’s halo car for the 21st century and a spiritual successor to the immensely successful F40 and F50. But the Enzo wasn’t a one-off, and it became the foundation for a remarkable lineage, for, as cliché as this might sound, the sort of machines that blur the lines between race-car and road car. Some evolved from motorsports, others were commissioned for ultra-wealthy collectors, and a select few served as experimental platforms that would shape the next generation of supercars from Maranello. Regardless, here’s how Enzo’s legacy spanned not one, but two storied Italian marques and expanded into one of the most fascinating stories in automotive lore. 1. 2002 Ferrari Enzo The Icon That Started It All | Units Produced: 499 Let's begin with the car that will serve as the basis for all subsequent models in this article. The Ferrari Enzo itself. As already mentioned, around the turn of the century, the Enzo redefined what a supercar could be. Styled by Ken Okuyama of the famed Italian design and styling house, Pininfarina, who gave it a bold-wedge design, the Enzo from the outset was extreme in its design with an F1-derived carbon-fiber and aluminium honeycomb monocoque chassis, radical aerodynamics, carbon ceramic brakes, and most importantly, a 6.0-liter naturally aspirated F140 mid-engine V12. It put out 651 horsepower and 485 pound-feet of torque. 62 mph came up in 3.65 seconds, still quick by modern standards, and the top speed, rated at 218+ mph. Just 400 units were made, and this includes a charity car for Pope John Paul II. The Enzo’s exclusivity and performance cemented its status as a modern icon and became a benchmark that would build a long line of even extreme variants. 2. 2005 Ferrari FXX Ferrari’s Track-Only Testbed | Units Produced: 30 With the FXX, Ferrari transformed the Enzo into a track-only, no-compromise machine by enlarging the V12 to nearly 6.3 liters to produce 800 horsepower. 80-millisecond gear shifts make it blisteringly quick off the line. Developed in collaboration with the reigning Formula 1 World Champion at the time, Michael Schumacher, it was designed exclusively for Ferrari’s XX program; buyers were essentially buying a seat in Ferrari’s rolling R&D lab. Without having to comply with road homologation, the FXX features some pretty substantial aero upgrades, a stripped-out cabin, and slick tires, developed specifically for track sessions. Only 30 examples were built, with each paving the way for Ferrari’s next generation of supercars. 3. 2006 Ferrari P4/5 By Pininfarina A Coachbuilt Masterpiece | Units Produced: 1 Commissioned by American collector James Glickenhaus, the Ferrari P4/5 borrowed design cues from P-Series Ferraris of the 1960s, reinterpreting the formula of those iconic endurance racers with modern-day engineering from the Enzo. Pininfarina was tasked with crafting the bespoke carbon-fiber bodywork that was a blend of classic design and modern aerodynamics. While it was mechanically similar to the Enzo under the skin with the 6.0-liter V12, the P4/5’s significance lies with its exclusivity, given that it was a one-off commission. With its coach-built bodywork, it remains a collector's dream. However, the P4/5 is far from just a rebodied Enzo and was one man’s vision coming to life. 4. 2007 Ferrari Millechili The Lightweight Research Project | Units Produced: 1 The Millechili concept was a one-off concept meant to portray Ferrari’s commitment to lightweight performance. Developed in collaboration with the University of Modena, its target curb weight of 1,000 kgs (2,205 pounds), hence the name. Millechili translates to 1,000 in Italian. The lightweight was made possible by exploring advanced lightweight materials and compact packaging. While the Millechili never made it to production, the project served as a think tank shaping Ferrari’s approach to high-performance vehicles. Learning from this concept car’s research directly influenced key elements of future Ferrari hypercars when it came to weight reduction and packaging. 5. 2008 Ferrari FXX Evoluzione Sharper, Faster, Smarter | Units Produced: 30 As the ultimate derivative of the Ferrari’s track-only Enzo, power on the FXX Evoluzione was uprated to 860 horsepower, with even quicker 60-millisecond gearshifts and bodywork with refined aerodynamics, designed to increase downforce. Ferrari also integrated advanced onboard telemetry systems to allow drivers to analyse performance out on the race track in real time. As part of Ferrari’s Corse Clienti program, owners would take part in exclusive test sessions and share feedback, influencing the brand’s future developments. Limited just to already existing FXX owners, the Evoluzione kit was more than just an upgrade. It ensured that these cars remained at the very cutting-edge of racing technology and laid the groundwork for innovations that would be seen in the Ferrari’s answer to the Holy Trinity, the LaFerrari. View All Ferraris For Sale 6. 2004 Maserati MC12 Stradale The Enzo Reimagined for GT1 Glory | Units Produced: 50 The relationship between the Ferrari and Maserati names goes back decades through their rich racing history and fierce rivalry, but it was Ferrari’s ownership of Maserati back in the early 2000s that led to the MC12 project. This car was a homologation special that shared its chassis and drivetrain with the Enzo, but was thoroughly reworked and reimagined for Maserati’s racing ambitions in the GT1 class. Based on Giorgetto Giugiaro’s Italdesign and designed by Centro Stile and the great Frank Stephenson, who was the Design Director of Ferrari/Maserati at the time, the longtail body finished in the iconic white and blue paint scheme, prioritized downforce and high-speed stability over outright speed. With a targa top roof and a stretched-out Enzo platform (6.2-inch longer wheelbase), the Maserati MC12 featured a less aggressive version of the 6.0-liter V12, with a dry-sump lubrication system, and put out 630 horsepower. Only 50 road-going examples of the MC12 were built, and although critics argue that it lacks the sharp edges of the Enzo, the MC12 was instrumental in reviving Maserati’s racing legacy, once again becoming a dominant force in GT racing. 7. 2004 Maserati MC12 GT1 Maserati’s Return to Racing Dominance | Units Produced: 10 The Maserati MC12 GT1 brought Maserati back into the arena of top-tier motorsports after three decades of absence. Unlike the road-going MC12, the GT1 was designed to compete in the FIA GT1 class, and was a pure competition machine purpose-built to challenge Ferrari’s rivals on some of the world’s toughest race tracks and restore the Trident badge’s racing glory. It featured extensive revisions in the form of weight reduction amounting to 551 pounds and race-specific modifications made to the Enzo-derived V12 engine. This made it a formidable endurance racer, and the MC12 GT1 would go on to become immensely successful in the FIA GT Championship in 2005, bagging several team and six Drivers’ titles with dominant stints at iconic circuits like SPA. It won 40 of the 96 races over its seven-year competition career. Only 10 examples were made. 8. 2005 Maserati Birdcage 75th A Concept That Blends Heritage and Futurism | Units Produced: Concept Unveiled at the 2005 Geneva Motor Show, the Maserati Birdcage 75th was a concept car that celebrated the storied Italian marque’s racing history. This was yet another concept car that was designed by Pininfarina; its futuristic avant-garde styling featured a dramatic glass canopy, inspired by the iconic Tipo 61 “Birdcage” racers, hence the name. While it was based around a modified MC12 rolling chassis, the 6.0-liter V12 ties it to the Enzo lineage. Never intended for production, the Birdcage was purely a design exercise, exploring themes of aerodynamics, connectivity, and driver interface. It was a showcase of Maserati’s potential for bold interpretations of its racing heritage. 9. 2005 Maserati MC12 Corse Prototype Prototype Power, Private Playground | Units Produced: 1 The Maserati MC12 Corse first made its debut in ‘05 as a one-off prototype and was being developed alongside the MC12 GT1. This unique machine was Maserati’s first attempt at stripping the GT1 race car of its regulatory limitations, in order to help its VIP clientele experience an uncompromising track weapon. However, before unleashing its ultra-exclusive track-only special to customers, this prototype was built to serve as a demonstration vehicle. With no air restrictors or air mandates to worry about, the full force of the Enzo-derived V12 engine, giving Maserati the first real taste of untamed GT1 power mode, was designed for private hands. It was this prototype that would serve as the basis for the Versione Corse program that followed two years later. 10. 2006 Maserati MC12 Versione Corse Track-Only, Race-Bred, No Rules | Units Produced: 12 Just like the Ferrari FXX Evoluzione, Maserati’s MC12 Versione Corse took the GT1 racing formula and turned things up to 11 for Maserati’s most dedicated customers. However, it wasn’t part of a formal racing series of customer time attack program like Ferrari’s FXX. The MC12 Versione Corse was positioned between the standard road-going Stradale and the GT1 racers, and bore Maserati’s vibrant Victory Blue shade. Beneth its carbon-fiber trim was championship-winning tech derived from the FIA-GT-dominating MC12 GT1. With 755 horsepower from the 6.0-liter V12, it delivered blistering track performance. Just like the Corse edition, only 12 examples were built. Although Maserati offered basic support, owners were responsible for managing the car themselves, making the Versione Corse feel more like a private GT1 weapon. View All Maseratis For Sale Source: Ferrari, Maserati, Pininfarina

By Edward Jones – December 05, 2022

Sotheby's Sealed - The Factory Matte Black Enzo - Decembe...

Presented by RM Sotheby's. STANDING ON THE SHOULDERS OF GIANTS No other marque is so inextricably linked to the story of its creator as Ferrari. Built from little more than the will to win and a desire to be the best, the firm has grown from tuning and preparing Alfa Romeo’s pre-war stable to become the world’s premier producer of roadgoing sports cars, each success owed almost exclusively to Il Commendatore. The final hypercar built under his direction—the F40—pushed the boundaries of performance further than ever before, becoming the most iconic car of its generation. It would take fourteen years since his passing for a machine to come along that was worthy of dedicating to Enzo Ferrari’s memory. Such were the car’s game-changing levels of technology and performance that the Enzo wasn’t just dedicated to the great man—it was named after him. Following in the footsteps of the firm’s most lauded halo hypercars, the Enzo’s beating heart was an all-new naturally aspirated 5,998 cc V-12 engine mounted amidships, with a 651-horsepower output that totally eclipsed that of its rivals. Power was channeled to the rear wheels via a paddle-operated “F1” automated manual gearbox designed by Graziano Trasmissioni, whose aggressive whip-crack upshifts combine with the engine’s low-down torque and electrifying 8,200 rpm redline to create a truly momentous driving experience. The rest of the car was every inch as special as the characterful drivetrain, which was housed in a cutting-edge chassis formed of carbon fibre and aluminum, and clothed in carbon composite body panels straight from the pen of Pininfarina’s Ken Okuyama. Shaped by both extensive wind tunnel testing and the all-conquering grand prix car that had delivered Michael Schumacher to world championship after world championship, the futuristic design stepped away from the enormous rear wing that had marked its predecessor—the F50—and instead focused on delivering downforce through subtle ground-effect aerodynamics. Like the F50 and the halo models that had come before, the limited-edition Enzo raised the bar in terms of performance and styling, bringing with it a series of Ferrari firsts including carbon ceramic disc brakes, and becoming one of the most desirable and sought-after hypercars of the modern era. THE ROYAL ENZO With a published production of just 400 examples ever built, the Ferrari Enzo is a rare and coveted hypercar that would take pride of place in any collection. Astute collectors will notice that chassis 136069 is an order of magnitude more special. The Enzo was introduced at a time in Ferrari’s history when the color palate for road cars was still quite limited, especially compared to current Ferrari offerings. The vast majority of the examples were painted either red, yellow or black, with a handful of other cars selected in different shades of blue, silver, grey or white. While some of these colors were rare, it took very special influence and customer standing in order to be allowed to select a true one-off color during this era and it was only fitting that such a car was specified by a member of the royal family of Brunei, with a rich history in ordering factory one-offs and bespoke automobiles. With Nero Opaco (Matte Black) being one of the most popular Tailor Made colors in today’s market, it is nearly unthinkable that almost two decades ahead of its time, this Enzo was the very first Ferrari hypercar delivered new by the Factory in this striking color. Construction began on 8 June 2004, with the finished car leaving Maranello’s workshops on 15 October. The groundbreaking hypercar was uniquely specified with Nero Opaco paintwork over a matching Nero leather interior with Nero carpets. This incredible triple black specification was further personalized with large-sized seats and Rosso instruments. The one-off car was kept at the family’s London residence, where it made the occasional fleeting appearance rolling with menace around the streets of Hampstead, Mayfair and Knightsbridge, before later being brought over to the Asia-Pacific region. Recently the car has been subject to a cosmetic restoration by Carrozzeria Zanasi, the official paint shop for all of Ferrari’s Hypercars, Tailor-Made editions and Icona series cars. With receipts totaling over 110,000 €, Zanasi went through the cosmetics of the car extensively, replacing any necessary items such as the typical “sticky” switches, front and rear headlights, rear bonnet glass and a full repaint to the car’s magnificent original Nero Opaco, among a number of smaller items. Following a long line of V-12-engined flagship models that included the Ferrari 250 Testa Rossa, 250 GTO and F50, the Enzo undeniably had big shoes to fill. But it didn’t just live up to expectations when it was unveiled in 2002—it forever raised the bar for all hypercars that would follow. A technological marvel in period, the passage of time has only crystallized the model’s importance in Ferrari’s history, cementing its significance by being Maranello’s final naturally aspirated, non-hybrid V-12 hypercar. Among the vintage car space, royal provenance is considered extremely desirable and is often a big value differentiator for those vehicles lucky enough to grace the various royal garages. Famous names from the 1950s and 60s such as King Leopold and Princess Lilian De Rethy in Belgium, among a number of others, helped put Ferrari on the map with the world’s most elite collectors. With color and mileage typically being the two most important differentiators in the modern car marketplace today, it only makes sense that low-mileage Enzos boasting one-off color schemes are the most sought after, however, this Enzo is in a category of its own. With the combination of royal provenance, low mileage and a stunning specification only available for this client, this is an unrepeatable opportunity to buy the best. An unrepeatable opportunity to acquire what could be the most significant Ferrari hypercar that few knew existed, this Enzo will be offered through RM Sotheby’s / Sotheby’s Sealed 5-7 December. Learn and see more online at rmsothebys.com. View Listing

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