Features

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 31, 2026

Market Spotlight: Maserati MC12 and the Rise of the Analog Trident

Earlier this month at Mecum Indy, a 2005 Maserati MC12 from the prestigious M Group Collection and one of only 50 built worldwide, crossed the auction block and sold for $9,460,000, simultaneously setting a new model record for the MC12 and a new marque record for the Trident itself. It surpassed the $6.65 million paid for a 1955 300S Sports Racing Spider at Goodwood in 2013. Just last summer at Broad Arrow's Monterey Jet Center auction during Car Week 2025, we covered the then-record-breaking sale of another MC12 at $5.2 million, itself a 37 percent increase over the previous benchmark. The Indy result has now nearly doubled even that figure. What made this particular example exceptional, even within that context, was its mileage: 515 kilometers, roughly 320 miles across 21 years of ownership. That figure is not just low. It is a statement about how the original owner understood what they had. Two details compound that further. The MC12 was never officially sold in the United States and was not built to American emissions or safety standards. A U.S. EPA-certified example on a Washington State title means this car was formally imported and legally registered, not grey-marketed or quietly stored. It can be driven, insured, and resold in the world's largest collector car market without regulatory complications. On color: Bianco Fuji with Blu Victory was not a popular choice or a factory default. It was the only choice. Maserati delivered all 50 MC12 Stradales in this livery, a deliberate homage to the white-and-blue of the Scuderia Camoradi team that campaigned the Birdcage Tipo 61 in the late 1950s, early 1960s. The interior specification in Blu leather and Silver/Gray Brightex contrasts against the white exterior. <- Gallery -> duPont REGISTRY Garage is available on the Apple App Store and Google Play Store. Start tracking your collector car portfolio value today The duPont REGISTRY Garage app's dRi (duPont REGISTRY Index) value currently places the Maserati MC12 Stradale at a median of $5,202,500, with a high of $9,460,000, representing a gain of +$3,627,500, or +230%, since 2015, at a 12% CAGR. What the Indy result also signals is that the top end of the market has separated sharply from the median, a pattern consistent with the early stages of a revaluation that collectors of similar ultra-rare mid-2000s analog supercars will recognize immediately. This record-breaking sale also presented the opportunity to go over some of the highlights of this underappreciated Trident. Maserati MC12 Specs, Engine, and Ferrari Enzo Connection The MC12 was not a standalone Maserati project, but was a Ferrari Enzo derivative, serving a different competitive purpose. Unveiled at the 2004 Geneva International Motor Show, the two cars share the same fundamental mid-engine architecture and the same 6.0-liter naturally aspirated Ferrari Tipo F140 V12 featuring an aluminum crankcase and titanium connecting rods. While the MC12 and Enzo are built on the same chassis architecture, the two cars differ in construction: the Enzo employed carbon fiber with aluminum honeycomb, while the MC12's monocoque was built with carbon fiber and Nomex honeycomb. Ferrari's motorsport ambitions at the time extended beyond its own nameplate, and the MC12 was the vehicle through which Maserati, then operating as a Ferrari Group marque under Luca di Montezemolo, was given access to the FIA GT Championship. To homologate a GT race car, FIA rules required a minimum of 25 road-legal cars. 25 were built for the 2004 model year and another 25 for 2005, resulting in 50 examples total. This car is one of the second batch, measuring 150mm shorter than the originals, following an FIA regulation change. The Maserati MC12 Stradale produces 630 horsepower, can hit a top speed of 205 mph, and weighs 3,307 pounds. Those figures place it firmly in the territory of the Enzo, though the Ferrari edged it in outright acceleration and top speed. What the MC12 gained over its donor car was size, aerodynamic downforce, and an identity entirely of its own. Maserati MC12 Design: Frank Stephenson's Vision What separates the MC12 visually from its donor is the work of Frank Stephenson, the noted designer behind some true automotive icons, including the original BMW X5, the MINI Cooper revival, modern-day Fiat 500, the Ferrari F430, and the McLaren P1. In the early 2000s, he was also serving as Maserati's head of design. Stephenson's brief was straightforward in theory and nearly impossible in practice: take an Enzo platform and stretch the wheelbase by six inches, and produce something that looked like it belonged at Le Mans rather than on a road. What he delivered was a long-tail coupe with a sporty cockpit, a removable Targa-style top, a massive two-meter (6.6 feet) rear wing, and proportions that no production car of that era came close to matching. Design is subjective, but two decades on, the overall form has certainly held up in terms of making a statement. The MC12's sweeping surfaces and deliberate long-tail silhouette have only grown more striking as the cars around it have aged. Maserati was still borrowing from it directly in 2024 when it built the MC20 Icona. That is not a common outcome for coachwork produced in four months under a racing deadline. Watch Stephenson himself go over some of the design highlights and challenges. He also touches on the now-iconic hood strakes, the relationship with the Enzo, and how the second batch of the aforementioned 25 cars came about. A detail he has widely emphasized over the years about the MC12 is that, where most homologation specials begin life as a road car, in the case of the MC12, it was the other way round. Maserati MC12 GT1: Racing Pedigree and Championship History Looking at the wider MC12 family, while the 50 road cars were being delivered, three MC12 GT1 race cars were built for the FIA GT Championship, a program that would prove one of the most dominant in Maserati's postwar history. The MC12 claimed the FIA GT manufacturers' title in 2005 and 2007, while the Vitaphone Racing Team won the Teams' Championship for five consecutive years from 2005 through 2009, becoming the first Maserati to win a major international motorsport championship since 1967. For a traditional marque whose collector car prestige had long rested on prewar and early-postwar machines, the MC12 represented a major comeback into motorsport's elite tier, one that echoed forward into the MC20 and Maserati's current racing program, which the MC12 directly inspired. In 2006, Maserati released the MC12 Versione Corse, a track-only derivative built for private customers and developed directly from the GT1 race car. Making 755 horsepower from the same naturally aspirated V12, the Versione Corse was neither road-legal nor eligible for competition. Twelve were sold to selected clients for use at Maserati-organized track events, with three additional examples built for testing and publicity. It remains the most powerful and extreme expression of the MC12 platform. The duPont REGISTRY Archive and the MC12 Story In June 2004, while the first 25 MC12s were being delivered to their new owners, duPont REGISTRY placed the car on its cover. The headline: "Ready for Summer Driving." This was not advertising, as the car was pre-sold by allocation, long before it existed in print. The cover was editorial recognition of the most significant new Maserati road car in a generation. In June 2007, we featured the Versione Corse on the cover. More recently, a Petrolicious video feature from five years back actually shows how the MC12 compares to the Enzo. With the two cars sitting next to each other, you can truly appreciate their differences. Where the Enzo’s form is a supercar proportions through and through, it is the Maserati’s more dramatic and aerodynamic package that highlights its performance intent and purpose. Maserati MC12 Price History and Collector Market The MC12 result did not occur in isolation. In our coverage of the Porsche Carrera GT's dramatic revaluation, we documented how a car that traded for under a million dollars in the early 2010s reset its public auction ceiling at $6.7 million at Amelia Island in 2026. In our Ferrari 288 GTO spotlight, the same pattern: concentrated auction results, doubling and tripling of values within a five-year window, driven by Gen X and Millennial collectors deploying serious capital toward the analog supercars of their formative years. The MC12's primary edge over the Enzo, specifically, is exclusivity, as it is more than eight times rarer. Ferrari built 399 Enzos. The Enzo currently shows a dRi of $9,976,124 million, with recent headline sales reaching a record-breaking $17.875 million from the Bachman Collection at Mecum Kissimmee back in January this year. Whatever value the Ferrari Group connection confers on the Enzo, the MC12 inherits it at a fraction of the supply. When new, the MC12 carried an original asking price of approximately $670,000 to $810,000, depending on market and configuration. The Indy result represents an appreciation of roughly 12x at the top end over a two-decade holding period, and where the MC12 has trailed the Enzo in absolute values for two decades, the Indy result signals the gap is beginning to close on its own terms. The MC12 occupies a specific and arguably superior position in that narrative. It is rarer than the Carrera GT (50 vs. 1,270). It shares a platform with the Enzo, itself a proven blue-chip, and carries an active racing heritage from its own factory program. And at present, with only 12 publicly recorded price points and a total recorded sales volume of $41,956,928 since 2015, the MC12 remains one of the thinnest and most closely held markets in modern collecting, and each sale moves the needle. This latest result at Indy will serve as a reference point for the next transaction. View All Maserati MC12s For Sale ***Please note that the information provided is for informational purposes only and should not be considered as financial advice. Readers are encouraged to conduct their own research or consult with a financial professional before making investment decisions. Images: Maserati / Mecum Auctions

Trending FerrariChat Discussions Of The Week - 5/25/2026

By Edward Jones – May 25, 2026

Are you a Ferrari owner or even just an admirer of the Italian masterpieces? Then it's more than likely you have perused the forums of FerrariChat at some point. Founded in 2000, FerrariChat has grown into the ultimate digital gathering ground for Ferrari lovers to discuss everything regarding the Prancing Horse brand. Looking to get an opinion on a car you're looking to buy? Need help identifying a part? Want to talk about how much you love your Ferrari? You can discuss it all on FerrariChat.com. For today, we're going to highlight three threads that are currently trending on FerrariChat.com. The first thread we're talking about today is all about the Ferrari 308 and 328, as it's titled "Take your best shot- Your best photo of your 308 or 328." And, you weren't going to guess this, but this thread is filled with incredible pictures of 308s and 328s. Personally, I'm a huge fan of the 308 due to Magnum P.I. and Thomas Magnum being the coolest guy to ever put on a pair of short-shorts. View Thread This next thread follows the first one, but focuses on the new Ferrari 849. Deliveries for this model are just starting, so they're appearing in garages and on the streets. It seems that sentiment is high for this car as users say they're in love with the design. This thread is worth a browse as it has some great never-before-seen images of the 849. View Thread Last, but not least, is actually an article from RossoAutomobili.com. Titled "The Ferrari HC25 Is Full Of Hidden Details: These 7 Stand Out Most," this article digs into the aspects of the one-off that you may never have known. This ranges from the headlamp modules that have "never before used on a Ferrari" to the door handles that are hidden inside a long blade milled from solid aluminum. View Article I want to wrap this up by saying this is just a taste of what you can find through the FerrariChat forums and threads. There's a lot to discover, so be sure to create an account and join the community.

By Khris Bharath – May 24, 2026

Comparison: Ferrari F40 Vs Porsche 959

When the Porsche 959 first arrived in the United States in the late 1980s, it was so technically advanced that it failed federal crash-test and emissions standards, leaving examples ordered by Bill Gates and Jerry Seinfeld sitting in US customs warehouses, legally undriveable. Gates reportedly waited over a decade until Congress passed the Show or Display exemption in 1999. The Ferrari F40, unveiled around the same time, needed no such workaround. Stripped of every conceivable luxury and cleared through every regulatory gate without issue, it was founder Enzo Ferrari's final act, a true supercar built with no concessions to comfort or technology, created to mark Ferrari's 40th anniversary. The 959 was Porsche's engineering manifesto, developed partly to dominate the Paris-Dakar Rally and prove that all-wheel drive, active torque distribution, and sequential turbocharging could coexist in a street-legal production car. Factory 959 entries won the 1986 Paris-Dakar Rally outright, taking first and second place. But why compare them now? Back in January this year, a Ferrari F40 from the Phil and Martha Bachman collection sold at Mecum Kissimmee for $6.6 million, breaking the previous public record of $3.97 million by more than $2.6 million. Two Bachman F40s crossed the block the same day at no reserve, carrying 456 and 865 miles in US specification, with subsequent F40 auction appearances ranging from Amelia Island to Monaco, and recently at Mecum Indy and Villa d'Este. January's record-breaking result was enough to prompt a closer look at the F40's most direct contemporary from the '80s, i.e., the 959, Porsche's first halo car, considerably rarer at just 292 series production examples against the F40's 1,315. Both cars claim some version of the title of the world's fastest production car, both sitting around the 200 mph mark. Ferrari F40 vs Porsche 959: Performance The F40 runs a 2.9-liter twin-turbocharged V8 producing 471 horsepower and 426 pound-feet of torque. Both IHI turbos spool simultaneously, which means lag is present below 4,000 rpm and demands full attention past it. Power goes exclusively to the rear wheels through a five-speed gated manual. At 2,425 pounds, the factory claimed 60 mph in approximately 3.8 seconds and a 201 mph top speed, making the F40 the first production car to exceed 200 mph. There is no ABS, no traction control, and no electronic safety net of any kind. The 959 takes a mechanically different position. It's a 2.85-liter flat-six that uses water-cooled cylinder heads on an otherwise air-cooled block, a configuration Porsche developed specifically to manage thermal loads at high output. The sequential twin-turbo setup runs a smaller unit at low rpm to minimize lag, then a larger unit at higher revs to sustain pull. Output is rated at 450 horsepower and 369 pound-feet of torque. The 959 reaches 60 mph in approximately 3.6 seconds and tops out at 197 mph. The PSK all-wheel drive system distributes torque electronically between axles through four driver-selectable programs, ranging from locked four-wheel drive to a rear-biased split for dry conditions. Standard ABS and a tire pressure monitoring system complete a technology package that most performance manufacturers would not attempt for another 15 years. At roughly 770 pounds heavier than the F40, it earns that edge off the line through mechanical grip rather than reduced mass. The 959 Sport, built in just 29 units, deleted the rear seats, sound insulation, and air conditioning, trimmed weight to approximately 2,977 pounds, and raised output to approximately 515 horsepower. Ferrari F40 vs Porsche 959 Specifications Metric Ferrari F40 Porsche 959 Engine 2.9L Twin-Turbo V8 2.85L Twin-Sequential Turbo Flat-6 Power 471 hp @ 7,000 rpm 450 hp @ 6,500 rpm Torque 426 lb-ft @ 4,000 rpm 369 lb-ft @ 5,500 rpm Transmission 5-speed manual 6-speed manual Drivetrain Rear-wheel drive All-wheel drive (PSK) 0-60 mph ~3.8 sec ~3.6 sec Top Speed 201 mph 197 mph Curb Weight ~2,425 lbs ~3,197 lbs Ferrari F40 vs Porsche 959: Exterior Design and Interior The F40's body, designed by Pininfarina under Pietro Camardella, treats every surface as a functional element. The fixed rear wing, with "F40" embossed on the endplates, generates downforce without adjustment. NACA ducts along the flanks feed cooling air directly to the engine and brakes. The body panels are Kevlar and carbon composite bonded with resin, chosen for weight reduction. Pop-up headlights date it to the decade, but the overall shape, low, wide, and sharply angled, reads immediately from any distance. Inside, there is exposed carbon fiber, a bare transmission tunnel, thin racing seats, and manual window cranks. No carpet, no sound insulation, and no barrier between the cabin and the heat the twin-turbo system generates. The 959 takes the widened 911 silhouette from the time and broadens it substantially, flaring the rear haunches to cover a significantly wider track and accommodate the PSK drivetrain underneath. Flush-mounted windows, a retractable rear spoiler, and Kevlar-aramid composite body panels manage aerodynamic loads without visual drama. Hollow-spoke magnesium wheels came standard. Inside, leather seats, air conditioning, a full instrument cluster, and a PSK rotary switch with four torque distribution programs reflect Porsche's intent to build a grand tourer as much as a performance car. Both cars use rear mesh panels for heat dissipation and engine visibility. Ferrari F40 vs Porsche 959: Price, Collectibility, and Market duPont REGISTRY put the F40 on its cover in June 1996, when examples traded at a fraction of today's market value. Thirty years later, the publication's proprietary dRi value for the same car sits at $3,141,012, and the Bachman example that crossed the block at Mecum Kissimmee in January 2026 sold for $6.6 million. That result is significant but not a new floor. The car that set it carried 456 miles in US specification, placing it among the lowest-mileage F40s ever offered publicly. US-spec cars account for just 211 of the 1,315 produced and have historically commanded a premium currently estimated at 8.3% over European counterparts, driven by lower average mileage at sale and relative rarity within an already limited run. The F40 is part of Ferrari's Big Five and has continued to appear at multiple auction houses since Kissimmee with consistent demand. The 10.3% May 2026 pullback in dRi data is the market finding its level after an exceptional result. duPont REGISTRY Garage is available on the Apple App Store and Google Play Store. Start tracking your collector car portfolio value today The scale of that appreciation sharpens against the publication's own archive. duPont REGISTRY's September 2013 issue headlined a $6.2 million Ferrari collection featuring three cars, one of which was an F40. The Bachman car that crossed the block at Mecum Kissimmee in January 2026 fetched $6.6 million on its own. The entire 2013 collection costs less than one car today. Per dR Garage, the F40's dRi value stands at $3,141,012. Across 129 recorded price points since 2015, total auction volume has reached $298.4 million at a 9% compound annual growth rate, representing 156% appreciation from the 2015 baseline. Within the European production run, early non-cat, non-adjust examples, built before emissions hardware was added, carry the highest premiums. All seven top European-specification public sales have involved non-cat, non-adjust cars. The F40 LM and GT competition variants, developed with Michelotto to produce up to 720 horsepower, trade as a separate asset class entirely. The 959 presents a more compelling analytical case than its current pricing suggests. duPont REGISTRY's April 2015 30th Anniversary Issue placed the 959 alongside the Carrera GT and 918 Spyder as Porsche's three defining halo cars. That editorial position still holds. The market has not caught up with it. The 959 preceded both successors, influenced both, and did more to define Porsche's engineering reputation on the world stage than either. Its current dRi value of $1,735,649 sits at a significant discount to where that history would place it. Two factors may change that. The first is supply: with just 53 recorded price points since 2015 and a total auction volume of $71.7 million, the 959 trades infrequently enough that a single well-documented result at the right auction could reprice the segment in a session. The second is attention: the Canepa 959 SC, a modernized interpretation of the platform, has brought fresh collector focus to the original car. In duPont Registry's current market rankings, the Porsche 959 sits at #7, two spots ahead of the Ferrari F40 at #9, among the top gainers of the past year. Per dR Garage, the 959 Komfort's dRi value stands at $1,735,649, with the market ranging from $1,105,000 to $2,300,000 at a 5% compound annual growth rate since 2015. May 2026 data shows the market essentially flat, up $10,000 (0.4%). Every US-registered example entered through the Show or Display exemption post-1999. Verify import documentation before proceeding, as gaps affect registration and insurance. The 959 Sport, one of 29 built, trades considerably higher when it surfaces. Ferrari F40 vs Porsche 959 Price Metric Ferrari F40 Porsche 959 Komfort Original MSRP ~$400,000 ~$225,000 dRi Market Value (2026) $3,141,012 $1,735,649 Market Low $1,792,500 $1,105,000 Market High $6,600,000 (Mecum Kissimmee, Jan 2026) $2,300,000 Appreciation Since 2015 +156% +66% CAGR +9% +5% Total Auction Volume (2015–2026) $298,412,123 $71,666,389 Recorded Price Points 129 53 Production Numbers 1,315 units (211 US-spec) 292 road cars + 29 Sport Key Value Drivers Spec, mileage, color Import documentation, mileage, and Sport variant Years Built 1987–1992 1986–1988 ***dRi values and market data sourced from dR Garage by duPont REGISTRY. This is a market assessment only and does not constitute investment advice. Values fluctuate, and past performance is not indicative of future results. View All Supercars and Exotic Cars For Sale Images: Ferrari, Porsche, Charles Bradley, duPont REGISTRY Garage

By duPont REGISTRY – May 19, 2026

LLP Exotic Auto Finance: The Specialist Behind High-End Vehicle Deals

When duPont REGISTRY Group announced its acquisition of LLP Exotic Auto Finance earlier this year, the move made sense on paper. A luxury automotive marketplace acquiring a luxury automotive finance company. But to understand why the deal matters, it helps to understand what LLP actually does and why it has earned the trust of more than 300 dealer partners nationwide. Founded in 2016 and headquartered in Montvale, New Jersey, LLP Exotic Auto Finance (formerly Luxury Lease Partners) was built with a specific purpose: financing the vehicles that traditional lenders either won't touch or don't understand. Ferraris, Lamborghinis, Porsches, and other six- and seven-figure automobiles occupy a different financial universe than a standard car loan, and LLP has spent nearly a decade developing the expertise to navigate it. A Finance Platform Built for Exotic Cars At its core, LLP offers lease and loan solutions for high-net-worth buyers across the credit spectrum, provided they have the income and financial resources to support luxury vehicle ownership. Leasing has been the company's signature product since day one, giving buyers flexibility and dealers a reliable path to closing transactions on high-value inventory. More recently, LLP expanded its platform to include traditional loan offerings, broadening its reach for clients who prefer ownership over a lease structure. What sets LLP apart from conventional lenders isn't just the vehicles it finances. It's the approach. The company operates with what it describes as a "car-first" mindset, meaning the team understands the product before structuring the deal. That kind of specialized knowledge matters when you're financing a car that costs as much as a house. Speed and flexibility are also central to LLP's value proposition. Dealers working in the exotic segment can't afford to wait days for a credit decision on a transaction worth hundreds of thousands of dollars. LLP has built its reputation on moving quickly without sacrificing rigor, which is part of why its dealer relationships run as deep as they do. Strength Behind the Platform LLP's financial credibility isn't just anecdotal. In December 2025, the company's most recent securitization received A and BBB ratings from S&P Global Ratings, a meaningful signal of the quality and consistency of its lease and finance portfolio. For dealers and clients evaluating financing partners, that kind of institutional validation carries weight. The company has also carved out a reputation for delivering strong dealer reserves, a key consideration for dealerships evaluating which finance partners to prioritize. In a segment where margins matter and deals are complex, LLP's ability to provide competitive terms alongside reliable dealer support has made it a preferred partner for luxury and exotic retailers across the country. What the dRG Acquisition Changes Joining the duPont REGISTRY Group ecosystem doesn't change what LLP does. It amplifies it. With access to dRG's network of collectors, dealers, and enthusiasts, as well as its marketplace infrastructure, LLP gains deal flow that independent finance companies rarely see. The long-term roadmap includes enabling pre-qualification for leasing and financing directly within the duPont REGISTRY platform, including duPont REGISTRY Live, creating a more seamless path from browsing to ownership. There are also plans to explore dealer floorplan financing for select marketplace partners as the platform matures, which would further deepen LLP's role within the broader dRG ecosystem. For now, the fundamentals remain the same. Doug Goodman continues to lead LLP as CEO, the team that built the platform stays in place, and the dealers who have relied on LLP for years will continue to have access to the same high-touch service that built the company's reputation. For the exotic and luxury automotive market, having a finance partner that actually speaks the language has always mattered. LLP was built precisely for that role. Get Pre-Qualified

Trending FerrariChat Discussions Of The Week - 5/18/2026

By Edward Jones – May 18, 2026

Are you a Ferrari owner or even just an admirer of the Italian masterpieces? Then it's more than likely you have perused the forums of FerrariChat at some point. Founded in 2000, FerrariChat has grown into the ultimate digital gathering ground for Ferrari lovers to discuss everything regarding the Prancing Horse brand. Looking to get an opinion on a car you're looking to buy? Need help identifying a part? Want to talk about how much you love your Ferrari? You can discuss it all on FerrariChat.com. For today, we're going to highlight three threads that are currently trending on FerrariChat.com. First up is a thread all about discussing and remembering the drivers and personalities whose passion for Ferrari shaped each user's love for the automaker. Think of it like a trip down memory lane, but it's a high-speed lane where only Ferraris may roam. View Thread Next is a thread simply titled "More Old Photos." While it may seem like a mundane title, the thread is actually incredible. With over 14,000 posts and 4 million views, this thread is another look back, this time with a stronger visual focus. Personally, I'm a huge fan of sitting back and perusing historical photo archives, getting lost in times past, and this thread is no exception. View Thread Our final featured thread is one all about the extreme, yet street-legal SF90 XX. Now that owners have had some time with the car, they have opinions, as do those without, and are voicing them on this thread. I find it pretty unique to be able to hear from an actual owner of the rare Ferrari how it handles and even performs at high speeds on the Autobahn. View Thread I want to wrap this up by saying this is just a taste of what you can find through the FerrariChat forums and threads. There truly is a lot to discover, so be sure to create an account and join the community.

By Khris Bharath – April 13, 2026

Cars With V12 Engines: New 12-Cylinder Models Still in Production

The V12 engine has long defined the upper tier of automotive engineering, tracing its roots back to early aviation and pre-war grand touring machines. Its naturally balanced layout delivers exceptional smoothness, while its ability to produce sustained high-speed performance made it the configuration of choice for flagship cars for decades. And then of course, you have the noise. 12 cylinders are also associated with some of the most evocative automotive sounds ever made. Today, that legacy faces a turning point. Tighter emissions regulations and the industry’s shift toward electrification have reduced the V12 from a defining standard to a rare exception. Production volumes have contracted sharply, and development programs have narrowed to a handful of manufacturers operating at the highest end of the market. This landscape now includes a limited group of new vehicles that continue to carry forward the 12-cylinder format. They span everything from ultra-luxury sedans, high-performance grand tourers, hybridized supercars, and a growing number of ultra-lightweight, low-volume, coachbuilt projects. In several cases, these cars are produced in quantities measured in tens, not thousands, with pricing often exceeding $300,000 and extending well beyond seven figures for bespoke, ultra-low volume builds. It is also worth noting that not every model on this list remains available. Some niche hypercars have already been spoken for, even prior to production, effectively moving directly into private collections. Having said that, what remains is a fragmented but committed effort to preserve one of the most celebrated engine architectures in automotive history. With that, here are the final new 12-cylinder models still in production, spanning mainstream manufacturers, boutique builders, and ultra-limited programs, arranged from the most versatile to the most extreme. Rolls-Royce Cullinan 6.75-liter twin-turbocharged V12 The Rolls-Royce Cullinan adopts the British marque's V12 engine in the popular SUV format. Now in its second generation, the Series II Cullinan offers 563 horsepower and 627 pound-feet of torque, paired with all-wheel drive and higher ground clearance that complements RR's magic carpet ride. It handles rougher conditions without sacrificing ride quality. Rear-hinged doors open up to a luxurious cabin that mirrors the Phantom and Ghost sedans, especially in rear-seat comfort. Pricing starts near $400,000. It proves the V12 isn’t limited to low-slung cars. Ferrari Purosangue 6.5-liter naturally aspirated V12 The Ferrari Purosangue (which translates to pure blood in Italian) adopts the 6.5-liter naturally aspirated V12 that has long done duty in some of Maranello's flagship performance cars and drops it into a four-door SUV, although Ferrari likes to call this one an FUV. Output is an impressive 725 horsepower and 528 pound-feet of torque, but the bigger story is how it delivers that power. Unlike the Cullinan, the focus is on offering a sporty drive. It revs cleanly, like a sports car, not an SUV. Rear-hinged doors and a four-seat layout make it usable, but the driving experience stays firmly in Ferrari territory, with pricing starting from $400,000. Rolls-Royce Ghost 6.75-liter twin-turbocharged V12 The Rolls-Royce Ghost features a 6.75-liter twin-turbo V12 and adds a bit more driver focus compared to the flagship Phantom. Output is a healthy 563 horsepower and 627 pound-feet of torque, but the chassis should feel more nimble owing to a smaller footprint, combined with all-wheel drive and all-wheel steering. It’s still a Rolls-Royce, but just one that encourages you to sit behind the wheel. The interior is cleaner, less ornate, but still high-end. Pricing starts around $350,000. It shows how a V12 can work in a more balanced luxury setup. Mercedes-Maybach S 680 6.0-liter twin-turbocharged V12 The recently introduced S 680 closes things out as one of the last German V12 sedans. Its 6.0-liter twin-turbo engine makes 621 horsepower and 664 pound-feet of torque, paired with all-wheel drive. The focus with this Mercedes-Maybach stays on the rear seat, with reclining chairs and advanced climate control. The cabin is more digital than traditional, but still built for comfort. It’s a reminder that even as the segment shrinks, the V12 still has a place in modern luxury. Bringing back a Landaulet variant could give Maybach a unique positioning in the flagship sedan segment. Pricing starts around $230,000, making it the most attainable V12 on this list. Rolls-Royce Phantom 6.75-liter twin-turbocharged V12 The stately Rolls-Royce Phantom sits at the very top of the luxury sedan segment, and it continues to employ a 6.75-liter twin-turbo V12 in a completely different way. It produces 563 horsepower and 664 pound-feet of torque, but those numbers are about offering effortless pace, which is why you have a power reserve meter in place of a traditional rev counter. Power delivery is smooth, quiet, and constant. The Phantom celebrated 100 years in 2025, and it has been a prefered choice of transport for people from celebrities to royals for over a century. The imposing Pantheon grille with the iconic Spirit of Ecstasy has stood the test of time. This stately Limo isolates you from the outside world, with a sumptuous ride and an onboard experience in a truly exquisite cabin that is second to none. Pricing starts above $500,000 and climbs quickly with customization. Aston Martin Vanquish 5.2-liter twin-turbo V12 Continent crushing GT cars and V12 engines truly belong in the same sentence. Aston Martin continues to stick with that tried and tested formula even today. The flagship Aston Martin Vanquish runs a 5.2-liter twin-turbo V12 making 824 horsepower and 738 pound-feet of torque. Unlike some of its contemporaries, it doesn’t chase revs, but it delivers power early and consistently, which suits its grand touring focus. The chassis favors stability at speed, and the interior leans into traditional craftsmanship. Pricing starts north of $400,000. It’s a different take on the V12, less about drama, more about sustained performance, which is something we got to experience in our first drive review of the Vanquish Volante last year. Ferrari 12Cilindri 6.5-liter naturally aspirated V12 Ferrari isn’t done with the naturally aspirated V12 just yet, when it comes to its front-engined GT cars just yet. The Ferrari 12Cilindri runs a 6.5-liter unit that revs past 9,000 rpm, pushing out 819 horsepower and 500 pound-feet of torque. There’s no hybrid assist here, just a direct, mechanical response that feels increasingly rare. Serving as the replacement for the 812 Superfast, the long-hood front-engine GT layout keeps things very traditional, drawing design inspiration from Ferrari’s GT cars from the 1960s and ‘70s. The front fascia, in particular, is reminiscent of the 365GTB/4 Daytona. Available in both Berlinetta coupe and Spider body styles, pricing starts above $450,000. This Ferrari sets the baseline, a modern V12 that still prioritizes revs, sound, and driver connection over everything else. Touring Superleggera Veloce12 Barchetta 5.5-liter naturally-aspirated V12 Touring Superleggera is building a modern barchetta around the Ferrari 550 platform. Revealed at the Quail last year, the Veloce12 Barchetta packs a naturally aspirated 5.5-liter V12 paired with a 6-speed manual transmission, keeping the experience fully analog. Output sits around 500 horsepower with a focus on balance rather than outright speed. The design leans heavily on classic proportions, with an open-top layout and hand-finished interior. Production takes 5,000 man-hours and is limited to just 15 units, with pricing expected to be above $1 million. This is less about performance numbers and more about preserving a traditional V12 driving experience. Lamborghini Revuelto 6.5-liter naturally aspirated V12 (HPEV) The Lamborghini Revuelto retains the 6.5-liter naturally aspirated V12 found in flagship Raging Bulls for over six decades, but adds three electric motors to the mix. Combined output clears 1,000 horsepower and more than 725 pound-feet of torque. Packaged in what is one of the more aggressive forms to come out of Centrostile, the hybrid system on the Revuelto fills in the gaps, especially at low speeds, but the V12 still dominates the experience at full throttle. A new chassis improves rigidity, and the cockpit leans heavily into digital controls. Pricing starts north of $600,000. Pagani Utopia 6.0-liter twin-turbocharged V12 Pagani, meanwhile, stays committed to the V12 without adding hybrid complexity. The Pagani Utopia uses an AMG-built twin-turbocharged 6.0-liter V12 that produces 852 horsepower and 811 pound-feet of torque. It pairs that engine with a lightweight chassis and offers a 7-speed manual transmission, which is rare at this level. The focus is on mechanical feel, not outright numbers. Production is capped at 99 coupes, all already spoken for, with pricing starting around $2.2 million. This is a V12 hypercar built around an analog experience with driver input and craftsmanship above all else. Gordon Murray Automotive T.33 3.9-liter naturally aspirated V12 The Gordon Murray Automotive T.33 takes a more understated approach compared to its sibling. It runs a 3.9-liter naturally aspirated Cosworth V12 producing 607 horsepower and 333 pound-feet of torque, with a redline above 11,000 rpm. The focus is on lightweight construction and balance, not headline power figures. Buyers can choose a 6-speed manual or automatic gearbox. Production is limited to 100 units, with pricing around $1.8 million. It’s a V12 built for road use, emphasizing response and simplicity over extreme performance targets. Gordon Murray Automotive T.50 3.9-liter naturally-aspirated V12 The Gordon Murray Automotive T.50 pushes the concept further. Its 3.9-liter naturally aspirated Cosworth V12 delivers 654 horsepower and 344 pound-feet of torque, paired with a six-speed manual transmission. The central driving position and rear-mounted fan system define the car, generating active downforce (upto 50% more in certain drive modes) without large wings. It weighs under 2,200 pounds, keeping the focus on engagement. Production is limited to 100 units, all sold out, with pricing around $3 million. This is one of the most driver-focused V12 hypercars ever built. Gordon Murray Automotive T.50s Niki Lauda 3.9-liter naturally-aspirated V12 The T.50s Niki Lauda takes the core concept of the T.50 and removes any road-going compromise. Named after the famed Austrian Formula 1 driver, it packs the same 3.9-liter naturally aspirated Cosworth V12 that now produces 725 horsepower and 357 pound-feet of torque, paired with a six-speed paddle-shift transmission optimized for track use. A prominent front splitter, a new delta wing, along with the rear-mounted fan, remains central to the car’s performance, generating significant downforce. Weight drops to around 1,870 pounds, improving response and braking. Production is limited to 25 units, all sold out, with pricing starting around $4.3 million. This is a V12 built entirely around track performance and driver precision. GMSV Le Mans GTR 4.0-liter naturally aspirated V12 The GMSV Le Mans GTR targets purists. An analog, exotic through and through, it employs a further-optimized version of the high-revving Cosworth V12, upsized to 4.0 liters, and puts out around 650 horsepower, paired with a manual transmission and a central driving position. The three-seater layout and philosophy draw clear inspiration from classic endurance racers, but with modern materials and engineering. Featuring a prominent fixed rear wing and longtail bodywork, weight is kept low to prioritize response and driver engagement. Production is limited to only 24 units, all already allocated, with pricing undisclosed. Eccentrica Pacchetto Titano 5.7-liter naturally aspirated V12 Eccentrica reinterprets the Lamborghini Diablo with modern engineering while retaining its original V12 architecture. The Pacchetto Titano package enhances the naturally aspirated 5.7-liter engine to produce over 550 horsepower and roughly 442 pound-feet of torque that pairs with a 6-speed manual. Suspension, braking, and interior systems are upgraded to contemporary standards, while the exterior maintains its iconic wedge shape defined by Marcello Gandini. Production is extremely limited, with pricing around $1.5 million. This is not a new V12 program, but a refined continuation of an existing one through a restomod approach. Garagisti & Co GP1 6.6-liter naturally aspirated V12 The GP1 is another project from Garagisti & Co, from a British-Italian startup positioned as a low-volume hypercar that packs a 6.6-liter V12 with 789 horsepower paired to a 6-speed manual. Priced from $3.1 million and production limited to just 25 units, the GP1 represents the experimental edge of the V12 landscape, where concepts and limited builds continue to explore the configuration’s future. Vittori Turbio 6.8-liter naturally aspirated V12 The Vittori Turbio remains one of the more obscure entries. Revealed in October last year, at the Concours Club in Miami, this is a flagship V12 hypercar that was designed by Pininfarina. Vittori combines AI-assisted design, additive manufacturing, and race-bred engineering into its next-generation hypercars. The powerplant is a 6.8-liter V12 that pairs with an electric motor on the front axle for a combined 1,100 horsepower. Priced from $2.5 million, production will be limited to only 50 units. Giamaro Katla 7.0-liter quad-turbocharged V12 The Giamaro Katla represents a new entrant into the V12 space. The Italian hypercar features a quad-turbocharged 7.0-liter V12 engine with Rear Wheel Drive and a 6-speed manual transmission. The standard configuration offers 1,647 horsepower with outputs beyond 2,000 horsepower for the more extreme variant, placing it among the most powerful cars under development. The focus is on extreme performance, supported by aggressive aerodynamics and a lightweight structure. Details remain limited, and the project is still in early production stages. Pricing is expected to exceed $2 million. This is a V12 built to push boundaries, though real-world delivery timelines and specifications are still evolving. Zenvo Aurora 6.6-liter quad-turbocharged V12 Zenvo takes a different direction with the Aurora. It combines a quad-turbocharged 6.6-liter quad-turbo V12 with a hybrid system, delivering up to a combined 1,850 horsepower depending on configuration. Two variants are planned for the Zenvo Aurora, one focused on track performance (Agil) and the other on road usability (Tur). The engine pushes well beyond traditional V12 limits, both in output and complexity. Production is limited to 100 units total, with pricing starting at $2.8 million. This is a V12 designed to compete in the hypercar power race while integrating modern hybrid technology. De Tomaso P900 6.2-liter naturally aspirated V12 The De Tomaso P900 pushes De Tomaso into a very different space. It packs a bespoke 6.2-liter naturally aspirated V12 developed with ItalTecnica and Capricorn, which puts out 888 horsepower and around 650 pound-feet of torque. There’s no hybrid system, no road homologation, just a high-revving engine designed for track use. This hypercar is built around a lightweight carbon chassis with aggressive aerodynamics and a focus on driver control. The overall aesthetic pays homage to Le Mans prototypes of the 1960s and '70s. Production is limited to just 18 units, with pricing starting around $3 million. Gordon Murray Special Vehicles S1 LM 4.3-liter naturally-aspirated V12 Revealed at Monterey Car Week last year, the S1 LM marks the first commission from Gordon Murray Special Vehicles. As GMSV's first vehicle, “S1” denotes “Special One,” born from the customer's passion for Gordon's 1990s designs and his landmark 1995 win at Le Mans. At its core sits a larger 4.3-liter naturally aspirated V12 that produces over 700 horsepower, revving to 12,100 rpm. The engine is mounted centrally and paired with a manual gearbox derived from the T.50, delivering short, precise shifts. A revised aerodynamic package replaces the rear fan with a front splitter, rear diffuser, and dual-element wing. With one example having already achieved a record $20.6 million at auction last year, production is limited to five road-legal units, with deliveries beginning in 2026. Delage D12 7.6-liter naturally-aspirated V12 The Delage D12 leans heavily into motorsport influence. It uses a naturally aspirated 7.6-liter V12 paired with an electric motor, producing a combined output of up to 1,100 horsepower and 701 pound-feet of torque. The central seating position follows a tandem layout, similar to a Formula 1 car. Weight reduction and aerodynamics are central to its design. Production is extremely limited at just 30 units, with pricing starting around $2 million. It represents a modern interpretation of the V12, blending traditional engine architecture with hybrid assistance and race-inspired packaging. Delage CEO Laurent Tapie shared more insights about the revival of the historic Delage brand in an exclusive interview with duPont REGISTRY in December last year. View All Exotic and Luxury Cars For Sale

By Khris Bharath – April 11, 2026

One Thing Maybach Should Consider Bringing Back

The 2027 Mercedes-Maybach S-Class sedan arrived last month as the newest expression of the brand’s modern formula, and on paper, it delivers exactly what the current ultra-luxury market expects. It rides on the latest S-Class architecture, introduced for the 2027 model year, a car that we had the chance to experience in a first ride preview back in January. The new Maybach brings the familiar mix of two-tone exterior finishes with pinstriping, executive rear seating, and a cabin defined by digital interfaces. It also introduces meaningful updates, including MB.Drive Assist Pro, an AI-supported virtual assistant, and an expanded MBUX Superscreen layout with a 12.3-inch driver display, 14.1-inch central display, and 12.3-inch passenger display. <- Gallery -> But the more interesting discussion is not what the new car adds. It is what Maybach has gradually left behind. Because if you look back at Maybach’s standalone era, the difference was not subtle. The 2007 Maybach 57 and 62, along with the later 57S and 62S, belonged to the W240 and V240 generation produced from 2002 to 2012. Those cars may have drawn from Mercedes-Benz engineering, but they were far more than dressed-up S-Classes. They were developed as a distinct flagship family with their own proportions, packaging, and sense of occasion. Even next to the W221 S-Class of the same era, the separation was obvious. The Maybach sat in a different world, both visually and functionally. The Maybach 57 measured roughly 224.6 inches long, while the 62 stretched to around 242.7 inches. The 62 was not just a longer sedan. It was designed around rear-compartment use in a way few modern sedans even attempt. Rear doors could open to nearly 90 degrees, a detail that sounds small until you understand the purpose. It made ingress and egress easier in formalwear, whether that meant a tailored suit, a long coat, or an evening gown. Inside, the W240 generation also delivered features that today’s cars rarely attempt because they feel too formal, too expensive, or simply out of step with current design priorities. A physical divider between the driver and rear passenger compartments was available, reinforcing the idea that this was not merely a luxury sedan but a proper chauffeured automobile. That divider changed the experience in the cabin as it created separation, privacy, and a level of spatial hierarchy that even today’s most advanced executive sedans attempt to simulate through glass, screens, and ambient lighting. And then there was the Landaulet. First unveiled as a concept in 2007 at the Middle East Motoshow in Dubai, when Maybach introduced the Landaulet in 2008, it did far more than add another niche variant. It revived a body style deeply tied to the three-pointed star’s history, one that traces its lineage back to Mercedes luxury cars of the 1930s. The formula remained just as deliberate decades later: a fully enclosed driver compartment paired with an openable rear roof section for the passengers. On the Maybach Landaulet, that meant rear-seat occupants could travel in open air while retaining the structure and format of a chauffeur-driven flagship. Only 22 examples were ever built. Engineers reinforced the side structure with high-strength steel to maintain rigidity. At the same time, the rear compartment was reworked for open-top use with larger head restraints to reduce turbulence and an automatic wind deflector that deployed at speeds above 43 mph. An intercom system allowed communication between the rear passengers and the driver, maintaining separation without compromising usability. Having featured in music videos and movies, these cars were a celebrity favorite back in the day, and continue to stay relevant today, as seen in our recent feature-exclusive with DJ Khaled, who still owns his Maybach 62S Landaulet, part of his multi-million dollar luxury collection. Power comes from a 6.0-liter twin-turbocharged V12 developed in collaboration with AMG, producing 612 hp and 737 pound-feet of torque, figures that placed it among the most capable luxury sedans of its time. Even today, Maybach continues to offer a V12 in select flagship models, a detail that quietly reinforces its position at the top of the Mercedes-Benz hierarchy. That context makes the current direction more interesting. The current Maybach is undeniably polished, but it is also closely tied to the design and greenhouse of the current S-Class. In today’s market, where the Rolls-Royce Ghost, Bentley Flying Spur, and Cadillac Celestiq each present a clearly defined identity, with their own set of distinctive, signature features, Maybach, too, could offer something standalone. The Ghost offers rear-hinged coach doors, on the Bentley, a rotating central panel on the dash that alternates between the screen, three analog dials, and a seamless wood veneer, while the Cadillac features a four-quadrant smart glass roof that creates individualized lighting zones in the cabin. The German brand has the engineering depth, historical precedent, and brand equity to push further. Instead, much of the differentiation today leans toward expanded digital interfaces and increased use of brand motifs across exterior and interior surfaces, as seen on the likes of the SL 680 Monogram Series Roadster. Those elements enhance presence, but they also highlight a missed opportunity. While Maybach has the ability to create some highly unique configurations, as seen in the recent Le-Bron James' 1-of-2 S680, the storied German marque has the foundation to go beyond screens and visual identifiers, and toward more fundamental distinctions in form, proportion, and body style. That is exactly why revisiting ideas like the Landaulet, or developing a more clearly separated ultra-long-wheelbase flagship, remains relevant. Maybach has already demonstrated a willingness to explore unconventional formats, as seen with the Exelero, Xenatec Coupes in the 2000s, and, more recently, with high-riding variants based on the GLS 600, EQS SUV, and the G650 Landaulet. We, in fact, have a G650 Landaulet currently up for auction on duPont REGISTRY Live. But a stately sedan remains the brand’s most authentic canvas. That is where the heritage is strongest and where the W240 generation established its identity. If Mercedes-Maybach wants to create real separation again, it should not stop at trim, power, or rear-seat screens. It should bring back the kind of body style and packaging that once made a Maybach impossible to confuse with anything else on the road. View All Mercedes-Maybachs For Sale Images: Mercedes-Benz Maybach

By Khris Bharath – March 23, 2026

Market Spotlight: The Miura Renaissance and the Rise of Lamborghini’s First Supercar

When Automobili Lamborghini first revealed the Miura as a rolling chassis at the 1965 Turin Auto Show, in Italy, it was intended as a bold engineering showcase, but what followed in 1966 would go on to redefine the entire high-performance car landscape. The finished car, shaped by a then-young Marcello Gandini at Carrozzeria Bertone, looked unlike anything else on the road, with a low, flowing silhouette that remains relevant today, and beneath that body sat a transversely mounted mid-engine V12, a layout previously mostly reserved for race cars. That combination of radical design and engineering innovation effectively created the blueprint for the modern supercar, and nearly every exotic that followed can trace its roots back to this moment. As the Miura celebrates its 60th anniversary in 2026, there is a growing sense that the market is finally catching up to its historical importance, with recent auction results and valuation data reflecting a shift that has been building for years. The recent Amelia Island auctions offered one of the clearest snapshots of the Miura market in recent memory, with three cars crossing the block and each reinforcing a different layer of the model’s hierarchy. Variants, Production, and What Sets Them Apart (L-to-R: P400, P400 S, P400 SV) But before we get to the market metrics, it is important to understand the Miura lineup first. The relatively short production run from 1966 to 1973 produced fewer than 770 cars and three broad variants, but within that limited output lies a well-defined hierarchy that plays a central role in today’s valuations. The original P400 (1966-1968), with 265 examples built, represents the purest expression of Gandini’s design, but it also came with early quirks, including front-end lift at speed, unconventional ergonomics, and a shared oil system between the engine and gearbox that limited mechanical upgrades. <- Gallery -> The P400 S (1969-1971), of which approximately 338 units were produced, addressed many of these issues by introducing vented brake rotors, revised suspension, improved tires, and an increase in power from 350 to 370 horsepower, along with optional features such as air conditioning and power windows, which made the car more usable without compromising its character. The final evolution, the P400 SV (1971-1973), saw around 150 units produced and is widely regarded as the most developed version of the Miura, featuring flared fenders, a wider rear track, increased power output of 385 horsepower, and, in later examples, a split-sump lubrication system that separated engine and gearbox oil supplies, resolving one of the key limitations of earlier cars. Visually, the SV is also distinct, most notably through the removal of the signature eyelash trim around the headlights, giving it a cleaner and more aggressive appearance. Beyond these production variants, rare derivatives such as the one-off Miura Roadster and the ultra-rare SVJ (only four produced), Miura P400 S Millechiodi, Miura SVJ Spider, Miura SVR, and Miura Jota also exist. As Lamborghini marks 60 years of the Miura in 2026, the company is hosting a dedicated exhibition at its headquarters in Sant'Agata Bolognese, titled “Born Incomparable,” which brings together some of the most important examples ever built, including rare variants and historically significant cars that highlight the model’s evolution and lasting impact. A Market Finally Experiencing a Renaissance What makes the current moment particularly compelling is how closely the Miura’s trajectory mirrors what we’ve already seen with other Lamborghini V12 flagships like the Countach and Lamborghini, both of which have experienced strong resurgences as younger collectors have entered the market with a clear preference for analog cars that deliver a more engaging and visceral driving experience. At Amelia Island, the headline result came from a blue 1972 Miura P400 SV, which sold for $6,605,000 at Broad Arrow, setting a new public auction record and surpassing the previous benchmark by more than $1.7 million. What made this result particularly significant was that it combined long-term ownership (52 years with a single family), originality, and correct specification, all of which are increasingly critical factors in today’s market. At Gooding Christie’s, a 1969 Miura P400 S achieved $2,590,000, whereas a 1968 Miura P400 sold for $2,150,000 at Broad Arrow, confirming that even early cars, once considered the entry point, are now firmly positioned above the $2 million mark. Data from duPont REGISTRY Garage and duPont REGISTRY Index (dRi) shows that the median value currently sits just above $1.87 million. The recent $6.6 million sale has created a clear separation between average examples and the very best cars, and when you combine that with more than $177 million in total transaction volume since 2015, it becomes evident that the Miura is no longer just admired as a design icon but actively traded as a serious collector asset. Lamborghini Miura Price: What Drives Values Today Image Source: duPont REGISTRY Garage The spread of results across the dataset shows just how selective the market has become. Looking closely at the charts reveals that the much rarer SV occupies some of the top spots overall (eight examples over $3.5 million). Cars with incomplete histories or less desirable specifications tend to cluster below the median, while highly original, well-documented examples consistently outperform expectations, reinforcing the idea that quality and provenance now matter more than ever. Originality remains one of the most important factors, with matching-numbers cars that retain their factory-correct finishes and components consistently commanding premiums over restored examples, even when those restorations are executed to a high standard. Documentation also plays a critical role, because a well-documented history provides confidence in a market where provenance carries significant weight. Restored cars with Lamborghini’s Polo Storico certification also carry significant weight. Mileage, while still relevant, is less dominant than it is with modern supercars, as collectors tend to prioritize condition and authenticity, meaning that a well-maintained car with higher mileage can still outperform a lower-mile example with incomplete history. Factory specifications, including period-correct colors such as Rosso Corsa, Giallo Miura, Bleu Tahiti Metallizzato, and Verde Miura (a P400, one of just six examples finished in this color sold at the 2026 Mecum Glendale for $1.7 million), as well as options like air conditioning on U.S.-market cars, can also influence desirability, particularly when they align with original delivery specifications. Provenance, including celebrity ownership (notable owners include Rod Stewart, Eddie Van Halen, Frank Sinatra, Elton John, Jay Kay) or concours-level recognition, can further elevate a car’s standing, especially when combined with the Miura’s enduring cultural presence, most notably its appearance in opening scene of The Italian Job, that released in 1969, which continues to reinforce its status as one of the most recognizable cars ever built. What Comes Next Looking ahead, the Miura appears to be entering a new phase, one where its historical importance, cultural relevance, and market performance are all beginning to align in a way that firmly establishes it as a blue-chip collector car. With supply fixed, demand expanding, and a newer generation of collectors increasingly drawn to analog icons that offer a more engaging and mechanical driving experience, the right conditions are in place for continued growth, particularly for the most original and well-documented examples. With more insights expected soon from Lamborghini CEO Stephan Winkelmann, the Miura’s story is still unfolding, but from a market perspective, the direction already feels clear. The automobile that created the supercar is finally being valued, understood, and pursued at the level it has always deserved. View All Lamborghini Miuras for Sale Images: Lamborghini, Broad Arrow, Gooding Christie's

By Khris Bharath – March 15, 2026

Market Spotlight: Porsche Carrera GT and the Rise of the Analog Supercar

When Porsche unveiled the production version of the Carrera GT at the Geneva Motor Show in 2003, it debuted with the level of engineering ambition rarely seen outside motorsport. Out of the box, the numbers for this mid-engine exotic were impressive, and yet early reactions were mixed at best, with some critics questioning whether the German marque had created a supercar that was simply too raw for the road. Built in Leipzig, Germany, and priced from $440,000 when new, with production limited to just 1,270 examples (~600 delivered to the United States), it was bound to be exclusive, but it remained fairly undervalued for most of the 20+ years that it’s been around. But over the past few years, the CGT is finally starting to see the light of day, given the direction the auto industry is heading towards electrification. Market watchers and collectors are finally starting to realize the Carrera GT was truly one of the last analog greats. This is further reinforced by the increasing number of modern exotics selling for big money at auction, as a younger demographic is not only starting to participate in this alternative asset class, bringing fresh capital, but also realizing their dreams from an aspirational standpoint. Last week’s Amelia Island auctions was the perfect example of that trend, where we witnessed one of the most significant results in the Carrera GT’s history. A one-of-one paint-to-sample (only 40-50 PTS examples produced) Gulf Blue over Ascot Brown 2005 Porsche Carrera GT achieved $6,715,000 at Broad Arrow, setting a new public auction record and more than doubling the previous record of $3,305,000 set at RM Sotheby’s Moda Miami auction at the end of February and over four times more than the Carrera GT's current duPont REGISTRY Index (dRi) value of $1,562,084. This result marks a dramatic shift in the Carrera GT’s market trajectory.Image Source: duPont REGISTRY Garage For some context, over a decade ago, CGT’s were still trading for under seven figures. The first public auction sale above $1 million occurred only in 2015, and by 2022, the model crossed the $2 million threshold for the first time. At the start of 2026, values surged again, with the first Carrera GT exceeding $3 million at auction before the Amelia Island result reset the ceiling entirely. Of the five Carrera GTs sold at auction so far in 2026, four achieved prices above $3 million, reinforcing the model’s rapid transition into a new valuation tier. A key element of the CGT’s appeal lies in the race-bred naturally aspirated 5.7-liter V10, which produces 603 horsepower and 435 pound-feet of torque. Revving to 8,400 rpm, its Pièce de résistance is one of the most evocative soundtracks in the exotic car world. Power goes exclusively to the rear wheels through a six-speed manual transmission with a 917-inspired beachwood shifter and an ultra-lightweight carbon composite clutch. <- Gallery -> Tipping the scales at just 3,042 pounds thanks to an all-carbon tub and light weight magnesium center-lock wheels, performance remains formidable even by modern standards, with 60 mph taking roughly 3.5 seconds and a top speed rated at 205 mph. Yet the numbers only tell half the story. With minimal electronic intervention and a notoriously abrupt clutch engagement, the Carrera GT quickly developed a reputation as one of the most demanding supercars ever built. Porsche rally legend Walter Röhrl, a key figure in the Carrera GT’s development, famously remarked that it was among the few road cars that genuinely require respect from its driver. Often described as a modern-day widow maker due to its lack of driver aids and several high-profile accidents in the 2000s, the Carrera GT demands a unique level of discipline and skill to truly exploit its full potential. But the CGT continues to evolve, and Porsche has since introduced a newly developed Michelin Pilot Sport Cup 2 tire in 2024 specifically engineered for the car, improving grip and safety, while preserving its analog character. With the new rubber, Porsche test driver, Jörg Bergmeister was able to get the Carrera GT around the Nürburgring Nordschleife in 7:12.69, shaving 16 seconds off the original time. In terms of staying relevant, events around the world continue to reinforce the model’s cultural presence. Last November’s Icons of Porsche festival in Dubai hosted one of the largest gatherings of Carrera GTs ever assembled. More than 20 examples appeared together, celebrating 25 years since the original concept’s debut on the Champs Élysées in Paris. The concept was famously featured in our December 2000 edition. More recently, in December 2025, Porsche’s Sonderwunsch division has also kept the model relevant through bespoke commissions inspired by historic race cars such as the Salzburg 917. Specialist engineering firms are adding new chapters to the CGT story as well. At Amelia Island last week, California-based Canepa unveiled its first Sport Canepa Carrera GT, an engineering upgrade program designed to enhance performance and drivability while preserving the car’s original character. When new, the Carrera GT competed directly with cars such as the Ferrari Enzo, Lamborghini Murciélago, and Mercedes-McLaren SLR. Today, however, it is increasingly mentioned in different companies, with collectors often placing it alongside the Ferrari F40, as both deliver a visceral mechanical experience defined by limited driver aids and race-derived engineering. Ultimately, several factors determine where individual cars fall within the market spectrum and collectibility. Mileage remains one of the most important variables, with ultra-low-mile examples commanding significant premiums. The Carrera GT was originally offered in a restrained palette (see exact breakup here), including GT Silver Metallic, Guards Red, Basalt Black, Seal Grey, and Fayence Yellow, while well-documented service histories remain critical given the car’s carbon-fiber chassis and race-derived mechanicals. Despite these variables, the broader trajectory appears clear. As previously mentioned, with only 1,270 cars produced, a race-derived powertrain, and one of the most memorable engine notes in modern automotive history, the Carrera GT now occupies a unique position within Porsche’s halo car lineage. It sits between the ultra-rare 911 GT1 Strassenversion and the hybrid-powered 918 Spyder, bridging two eras of Porsche engineering. For collectors evaluating the model today, the question is no longer whether the Carrera GT deserves its place among the great supercars. That debate has already been settled. Instead, the conversation has shifted toward how far its values may ultimately climb as the market continues to recognize the significance of Porsche’s last great naturally aspirated supercar. If the Amelia Island result is any indication, the Carrera GT’s story is still unfolding. Watch this space. View All Porsche Carrera GTs For Sale

Ferrari Amalfi Spider Vs. Ferrari Roma Spider

By Khris Bharath – March 14, 2026

Ferrari Amalfi Spider Vs. Ferrai Roma Spider

Eight months ago, in early July, when Ferrari showcased the Roma’s successor, the Amalfi, we did an in-depth comparison between the two coupes. With the Amalfi Spider variant dropping earlier this week, it was only natural to pit it against the Roma Spider. The new Ferrari Amalfi Spider extends the Italian marque’s front-engine V8 grand touring formula into open-top territory, pairing the coupe’s refinements with the long tradition of Ferrari convertible GTs, a lineage that stretches back nearly 70 years, beginning with models like the 250 GT California Spyder. The tradition later continued through the 365 GTS/4 Daytona Spider, 550 Barchetta, California, Portofino, and eventually the Roma Spider. The Amalfi Spider now carries that legacy forward, and having recently savored the Amalfi coupe and reviewed the Roma Spider not long before, this comparison is especially relevant to see how it compares to both models. Exterior Design Ferrari’s Centro Stile, led by Flavio Manzoni, mainly focused their efforts on the front and rear sections. As with the coupe, the Roma Spider’s body-colored perforated grille is gone. In its place sits a cleaner front fascia with a wide horizontal air intake, while lighting and sensors now sit within a darker recessed section. The hood also features a flatter bulge when compared to the Roma Spider. The result ties the Amalfi Spider more closely to newer Ferraris such as the Daytona SP3 and 12Cilindri. Viewed from the side, the Amalfi Spider retains the same elegant classic front-engine rear drive proportions that defined the Roma Spider. The long hood, rear-set cabin, and muscular rear haunches remain signatures of Ferrari’s front-engine architecture. The key differentiators are a more pronounced crease and newer wheel designs for the Amalfi Spider. Ferrari also introduces Rosso Tramonto, a metallic red with warm orange undertones inspired by the Mediterranean sky at sunset. At the rear, the biggest visual changes are around the taillights and the placement of the license plate. The Amalfi Spider features a three-position active spoiler that adjusts automatically depending on speed and load. In its most aggressive setting, it generates 243 pounds of additional downforce at 155 mph. A larger carbon fiber diffuser and revised rear surfacing also give the tail a wider, more planted look than the Roma Spider. As for the more functional bits and aerodynamic improvements, small air channels above the headlights reduce pressure over the front end while feeding cooling air into the engine bay. Beneath the bodywork, vortex generators and revised underbody aero improve airflow management. Overall, this is still a restrained Ferrari by modern standards, subtle, smooth, and more classic GT than extrovert supercar. Design is, of course, subjective, and while the Amalfi Spider looks cleaner and more technical, some will still prefer the Roma Spider’s more sculpted, organic surfacing. Each to their own. Interior Design Inside, just as with the coupe, Ferrari has made some significant changes. The Roma Spider relied heavily on touch-sensitive steering wheel controls, and while its waterfall-style center console and flowing dashboard looked dramatic, the interface itself was never especially intuitive. The Amalfi Spider fixes that. Ferrari has replaced the touch surfaces with physical buttons and tactile switches, while also bringing back the iconic anodized aluminum engine start button mounted on the steering wheel. The dash retains Ferrari’s dual-cockpit architecture, but the layout is more straightforward than before. A 15.6-inch digital instrument cluster sits behind the wheel, supported by a 10.25-inch landscape infotainment display and an 8.8-inch passenger screen that shows performance data. Wireless Apple CarPlay, Android Auto, and wireless charging are standard. Visually, the Roma Spider cabin still appears more dramatic in some respects, with its center display integrated more fluidly into the dashboard, whereas the Amalfi’s layout is more functional and upright. But on usability alone, the Amalfi Spider is the clear winner. Like the Roma Spider, the Amalfi Spider remains a 2+ configuration, meaning the rear seats are best reserved for children or extra luggage. Ferrari also integrates a wind deflector between the rear seats that deploys electronically to reduce turbulence during open-top driving. Finally, the soft top remains central to the car’s identity and deploys in just 13.5 seconds, and you can operate it at speeds up to 37 mph, folding into a compact 8.7-inch stack. Ferrari says the five-layer fabric roof provides insulation close to that of the brand’s retractable hard-top systems. As for cargo volume (this is a long-distance GT after all), you’re looking at 9.0 cubic feet with the roof up and 6.1 cubic feet when down. For some context, the Aston Martin Vanquish Volante offers 7.7 cubic feet with the roof up and 6.6 cubic feet with the roof down. Ferrari Amalfi Spider vs Roma Spider Performance Both cars feature Ferrari’s F154 90° Twin-Turbo V8 3.9-liter twin-turbocharged V8, paired with an eight-speed dual-clutch transmission that sends power exclusively to the rear wheels. However, Ferrari has further developed the engine for the Amalfi Spider, increasing output while improving throttle response and turbocharger control. Compared with the Roma Spider, the Amalfi Spider gains 28 horsepower, for a total of 640 horsepower, while maintaining the same torque figure of 560 pound-feet. With a 3.3-second dash to 62 mph, it is slightly quicker over the Roma Spider, but both maintain the same 199 mph top speed with the roof down. The Amalfi Spider further benefits from meaningful chassis upgrades. Ferrari introduces brake-by-wire technology, improving braking precision and pedal feel. Carbon-ceramic brakes work with ABS Evo and Side Slip Control 6.1 to sharpen stability and confidence under hard braking. The structural reinforcements do result in a weight gain, with Ferrari listing the Amalfi Spider’s dry weight at 3,431 pounds, which makes it about 190 pounds heavier than the Amalfi coupe’s 3,241-pound dry weight. 2027 Ferrari Amalfi Spider Price & Availability Pricing for the Amalfi coupe begins around $280,000, and the Spider will likely command a premium, pushing well-equipped examples beyond $300,000 once Ferrari’s extensive options list is factored in. Key rivals include the Aston Martin DB12 Volante, Bentley Continental GTC, Porsche 911 Turbo Cabriolet, and Mercedes-AMG SL 63. Ultimately, the Amalfi Spider does not attempt to reinvent Ferrari’s convertible GT concept. Instead, it builds on the Roma Spider with improved usability, sharper aerodynamics, more tactile controls, and slightly stronger performance. The Roma Spider may still be the more expressive design, but the Amalfi Spider is the more resolved car. Finally, the name itself. Where Roma referenced the glamour of Italy’s capital, the Eternal City, and the spirit of La Nuova Dolce Vita, Amalfi, by contrast, takes its name from one of Italy’s most glamorous regions, which has some spectacular coastal roads. While it’s a great name for the coupe, it is truly fitting for the cabriolet and naturally belongs on an elegant front-engine rear-wheel drive Ferrari convertible like this one. View All Ferraris For Sale Images: Ferrari

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