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McLaren W1 First Drive: Ferocious Hypercar Transcends the Track

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

An image of a Maserati Quattroporte Trofeo sedan sliding in the snow.

By Gabriel Vega – December 21, 2023

Ice Drifting Maserati's Last Ever V8 Range Makes For A Th...

Few things send an icy chill down your spine as an automotive writer like watching a pro flawlessly execute a stunt you're about to attempt in front of your peers. Yet, as I stood on the edges of an ice track in Livigno, Italy, anxiously awaiting my turn to try and slide a Quattroporte Trofeo for the first time, that's precisely how I felt. Maserati's factory driver put on an impressive display of car control, effortlessly drifting a base four-cylinder Levante with tremendous speed. After a few laps, he pulled over, hopped out, and asked a terrifying question: "Well, who wants to go first?" I find myself halfway across the world in the Italian Alps, standing between towering snowy mountain peaks surrounded by cross-country skiers and an array of picturesque wooden cabins. I'm here partly for the launch of the new one-of-103 Ghibli 334 Ultima and Levante Ultima, but as their name translates to "last," I've also come to drive what will most likely go down as the final V8-powered Maseratis ever. In just a few weeks, the Ghibli and Quattroporte will go out of production, taking their Prancing Horse-sourced twin-turbocharged 90-degree V8 with them. And while the Levante will carry on, its top eight-cylinder Trofeo trim will not. For the first time since 1959, Maserati won't offer a spicy eight. From here on out, the Italian carmaker plans to focus solely on its Nettuno V6 and its upcoming range of Folgore battery-electric cars. On the eve of this great engine's demise, I strapped into the driver's seat of a bright red Quattroporte Trofeo and awaited the go-ahead to enter the snowy circuit. The rack, a quarter-mile-long loop with back-to-back bends and essentially no straights, is just a field for most of the year. As the temperatures drop, however, it morphs into the Ghiaccodromo for the winter months. At this point, it's probably worth mentioning that I had never driven on snow before this trip. I grew up in Puerto Rico and now live in Los Angeles, two places where loose surface driving is hard to come by. Doubly concerning, I had only learned to drift a month earlier in a much smaller, less powerful BMW M2. But it didn't matter; I was determined to hang the QP's tail out come what may. I made it only a few feet onto the track when Maserati's pro driver came on over the radio to remind us that we should complete our first few laps with traction control, and I'm grateful I did. Despite this Trofeo having to put down 572 horsepower on a sheet of ice loosely covered by a light layer of snow, it did so masterfully. I tried unsettling the QP with sudden jabs of full throttle, but it wouldn't budge. Despite the aggressive inputs, the system intervened long before its rear could step out. It's impressive, but I wanted to find the Trofeo's limits. With stability and traction control fully disengaged, I entered my second lap. A light dab of throttle made the rear pivot as the QP's 3.8-liter V8 spun up and emitted a throaty growl from its quad exhaust pipes. However, its back end came around with quite a delay. I had expected it to snap somewhat quickly, but this sedan's lengthy wheelbase meant there was plenty of time to catch the slide. Although its steering rack is slow compared to its newer rivals and requires more turns lock-to-lock, its laid-back nature makes it more forgiving when you're sideways. Video by Nicholas Hegel McClelland The same can be said of the Trofeos throttle response. Even in its most aggressive Corsa mode, you don't get the instant reaction of a BMW M8 Competition, making it easier to modulate the throttle. The result is a big, heavy sedan that settles nicely into a powerslide, making connecting drifts between these tight back-to-back bends effortless. Its long gear ratios mean upshifting isn't necessary to complete a lap. With tons of torque at low revs ready to initiate a slide, there's plenty of tach left to sustain it. And thanks to its 4,409-pound curb weight, you don't need to tap its brakes to change directions. Wait for the forces generated by its heft to snap you around, and you're off to the next corner. It's perfectly suited to the sport. With over a dozen laps completed, I hopped out of the QP and into its smaller sibling, the Ghibli Trofeo. Although Maserati's entry-level sedan may look nearly identical to its larger offering, it's 11 inches shorter and about 100 pounds lighter, which, as you'll soon learn, profoundly affects its handling characteristics. Coming into turn one, I gave the Ghibli the same gentle dab of gas I had given the QP only minutes earlier, but its back came around twice as quickly. It was so fast that I nearly spun it on my first try. Despite its dimensional differences, the Ghibli is almost mechanically identical to the QP, meaning you get the same lax throttle response and slow steering rack. I had only a split second to catch the unsettled sedan, which requires much quicker inputs to steady while sideways. Into turn three, a near 180-degree bend, I made my first big mistake of the day. Too much throttle and slow hands meant I was facing backward before I knew what had happened. Whereas the QP is gentle and forgiving, the Ghibli is far trickier to handle. I pulled away gently so as not to dig myself in and quickly picked up the pace. To my surprise, speed was the antidote to calm the Ghibli's temperament. It turns out it's far more at home going sideways but fast, where more aggressive throttle jabs line up better with the required quick steering inputs. A few laps after my discovery, I was sitting in a pool of sweat behind the Ghibli's leather-wrapped wheel, but I'd connected the bends lap after lap without putting so much as a scratch on its pearlescent white paint. A voice over the radio said it was time to exit. Feeling like I got away with murder, I obliged. As I cooled off in the icy Livigno weather, a Maserati representative tossed me the keys to the only Levante Ultima on site and programmed a drive route in its nav. Although mechanically identical to a standard Trofeo, the Ultima is part of the last batch of V8-powered SUVs the Italian carmaker plans to build, 103 in Nero Assoluto and 103 in Blu Royale. As you might expect, the 103 figure is significant as it denotes the internal product code for the 1959 5000 GT Scià di Persia. Essentially a 3500 equipped with a 5.0-liter version of a 450S race car's V8, Maserati built it at the request of the then Shah of Persia. More importantly, it paved the way for road-going eight-cylinder Maseratis, a legacy that ends in just a few weeks. Alongside the limited Levante, Maserati unveiled the Ghibli 334 Ultima, which it plans to build 103 units of, all finished in a stunningly deep shade of Blu di Persia to commemorate its eight-cylinder powerplant. The extra digits in its name are a nod to its 208 mph (334 kph) top speed, up by five mph over a standard Trofeo, but just enough for the Ultima to take the title of world's fastest sedan. Maserati achieved these improved stats despite not modifying its powertrain; instead, it opted for new tires and reworked aero components. Back in the SUV, moving leisurely through Livignio's wet and icy roads, I couldn't help but wonder how this high-riding Maserati would stack up against the sedans on the track. Unfortunately, the carmaker's engineers told us early on that this one-of-103 Levante would have to stick to the road as it's the only one owned by the factory, and an unplanned detour into a snow bank would be a bad day for all involved. I made my way back to the track, and even as I went around for more laps in the sedans, I couldn't help but wonder about the Levante. See, despite sending power to all four wheels, unlike the Ghibli and the QP, this SUV counts on a rear-biased AWD system, meaning that in its most aggressive Corsa mode, the bulk of its 572-hp output should go straight to the back with only a tiny percentage reaching its front end. In other words, blending plenty of power out back with added traction up front should make it ideal for snowy sideways antics. Eager to show off their creation, Maserati's engineers doubled back on their earlier reservations and fetched the Ultima for a handful of hot laps, but there was a twist. For this final stint in this collector's item of a car, Maserati's Head of PR & Communications for the Americas, Matt Rindone, would ride shotgun with a fellow journalist friend in the back seat. I tackled turn one at a higher speed than in the sedans, anticipating the extra grip from the Levante's AWD system. I mashed the gas, and the revs soared as this 5,000-pound SUV carrying three grown men came around with the Ghibli's speed but the QP's controllability. Unlike in the sedans, however, I could never fully lift my right foot off the go pedal, or it would instinctively want to grip up and straighten out. As we moved to connect turns two and the 180-degree loop that is turn three, I kept my foot in it, and the Levante rewarded us with beautifully controllable drifts. The Ultima had performed better than expected, and much to the relief of Matt and the awaiting engineers, it returned to the track's edge in one unblemished piece. By the time the sun began to set, I had lapped the Ghiaccodromo over 30 times in all three cars. During my snowy stints, the Trofeos mostly showcased how a great engine can make or break a car. It is, after all, central to the driving experience, and the trio's 3.8-liter twin-turbocharged V8 is a masterpiece. It revs quickly, makes consistent power to redline, and sounds fantastic at full tilt. Yet simultaneously, Maserati's outgoing range showcases how much the Italian carmaker is poised to change. In between runs, I managed to sneak some laps in a GranTurismo Trofeo, an all-wheel drive grand tourer powered by the new Nettuno V6. Compared to the old guard, the GT, although visually similar, feels like the product of a completely different company. What it lacks in cylinder count, it makes up for with quick and precise steering, instant response from its engine, and a nicely balanced chassis. However, despite its added precision, I couldn't wait to hop back into the Ghibli or the QP for more laps. Although they may not match the GT's improved handling characteristics, they make up for it with great charm and old-school character. More importantly, their retirement presents a unique challenge for their maker: how do you ensure that the electric Folgores that will ultimately replace them offer the same level of charisma? With the end of V8 production signaling the imminent arrival of a fresh crop of EVs, it seems we won't have to wait long to find out.

By Gabriel Vega – September 20, 2023

This $800,000 Carbon Ford Bronco Is The Ultimate Vintage ...

Let's start with the obvious: anyone willing to spend $800,000 on a completely restored and upgraded Ford Bronco has already acquired a few interesting vehicles. No one picks such an obscure truck as their first special car purchase. The person willing to spend this much has tried everything else and decided they'd like something different. Despite the plethora of restomod Broncos that have sprung onto the market over the last decade, Gateway's latest is surprisingly unique. It asks: what if you combine the off-the-shelf Coyote V8 and 10-speed auto that propels most restomod builds with a new stiffened chassis by Kincer, finely tuned suspension components, and carbon-fiber body panels? The result is a truck that may look like an old Ford Bronco but feels like anything but. The Gateway Bronco's strength doesn't come from its pricey aftermarket parts. Instead, it excels because of how well these chosen components work to create an enjoyable and unique experience. However, is it different enough to justify its $800,000 price? Engine 5.0-Liter V8 Output 460 Horsepower Base-Price $400,000 As-Tested Price $800,000 Gateway Bronco is an Illinois-based shop founded by serial entrepreneur and engineer Seth Burgett, focusing exclusively on Ford's vintage off-roader. While my tester represents Gateway flexing its manufacturing muscles, the builder offers three tiers of restoration and varying price points. Each build is completed in around six months. Its "entry-level" offering is the Fuelie, a truck that starts at $180,000 but retains its original chassis alongside four-wheel disk brakes. Above it sits the Coyote, which starts at $250,000 and adds a new Kincer chassis and modern tech such as active ride control. The $400,000 Luxe-GT sits at the top of the Gateway food chain as its ground-up re-imagined truck. My Luxe-GT tester's price jump from $400,000, about average for a boutique Bronco, to $800,000 is mainly a result of its carbon bodywork. Mechanically, it's identical to a standard Luxe-GT, meaning you get all-wheel drive, independent front suspension, electronic stability control, and large disk brakes. Flat out, it reaches 60 mph in 5.3 seconds, although that's hardly its primary goal. One of the unfortunate realities of the restomod world is that despite what some of these trucks cost, their driving experience rarely backs up their hefty price tags. Some refuse to go in a straight line without constant steering inputs, others shake you with their stiff ride, while a few lean so much in the bends that you'll fear they might tip over. It's what you get when you fit a nearly 60-year-old truck with too much power and a mish-mash of aftermarket parts. It took maybe a mile in the Gateway to realize it's one of the good ones. For starters, its suspension isn't lifted to the moon, nor are its knobby tires massively oversized. Coupled with a compliant suspension setup, the GT gracefully handled Los Angeles' imperfect roads. Although tackling a highway in a roofless vintage truck will never be ideal, puttering around town at low revs is properly fun. It may develop 460 horsepower from its naturally aspirated 5.0-liter V8, but this Ford Bronco is happiest between 30 and 60 mph. That's quick enough to feel some of that Coyote power and rumbly engine note without getting up to speeds where the limitations of its six-decade-old design become apparent. I immediately drove to my favorite mountain road to see how the Gateway behaved when pushed. As the bends tightened and I picked up speed, this truck flexed how well-calibrated its suspension is, confidently tackling turns at modern speeds. Gateway is still fine-tuning this truck, so although it still leaned quite a bit in the tightest curves, the builder is already working to dial this out. Because it counts on Ford's well-known 10-speed automatic to send power to all four wheels, it moves through the gears quickly. While cruising, it shifts almost imperceptively while keeping the engine at quiet-neighborhood-friendly low revs. Should you dare press the right pedal further, it jumps to the lowest gear as the distant rumble becomes a blaring scream. It's muscle-car loud, but thankfully, only when provoked. Although great for cruising, its steering is vague and has notable play on center. On the other hand, its brakes are responsive and nicely matched for its power level. Even under heavy braking, the truck tracks straight and inspires confidence. Much thought has gone into making the Luxe-GT more than just a pretty truck. Up in the canyons, its seats were the greatest limiting factor. They're 60s-sized, meaning a bit small while offering no lateral support. So, while the truck may grip nicely through bends, you must rely on the center armrest to keep yourself centered. That said, Gateway offers multiple seating options, and a twisty road won't be this truck's stomping ground. This tester featured an excellent denim interior, which feels great to the touch and showcases a unique take on a custom build. Sure, Gateway could've covered everything in leather, but where's the fun in that? Contrasting the blue seats are brown leather-wrapped armrests, center console, door cards, and a body-color dashboard. Its A/C controls, air vents, and window switches are finished in metal, giving this truck a high-quality feel while retaining its vintage look. The only modern piece of tech is its central touch screen. It can connect via Apple CarPlay or Android Auto but can be hard to see under direct sunlight due to its position. According to Gateway, this isn't a problem when the truck is optioned with a roof, which practically everyone does. It's tough not to fall for this truck solely because of how good it looks. You don't have to explain its appeal despite what its body is made of or how much it costs. With its white paint and colorful stripes, it would be at home in any beach town, and even in the few hours I had it, multiple people came up to me to ask about it. Because it isn't unusually tall with massive tires, it retains its vintage feel, only disrupted by its modern LED lights. Some components, like its larger brakes, are hidden behind a set of polished wheels, meaning that unless you look closely, the GT comes across mainly as a restored vintage truck, not something entirely new. It's worth circling back to this truck's main differentiating factor and most expensive feature: its carbon body. Visually, it's stunning. Even small components like its fender flares and slotted front grille feature the lightweight material, all painted with only a few steel components sprinkled in. That said, the extensive use of carbon doesn't overhaul the driving experience. It may be lighter, but given that an original Ford Bronco is already quite a small vehicle, the difference isn't immediately felt on the road. Buying a carbon-bodied Luxe GT is like shelling out double or triple for a platinum Rolex Daytona over a stainless steel model. They may look the same, offer identical complications, and even matching movements, but using rare materials is often enough to motivate those who want something truly rare. Like with expensive watches, however, knowing that you've got the priciest and most complex version of a standard product has its appeal to some, especially those who've already owned a bit of everything. This brings us to the original question: is the carbon Luxe-GT different enough to justify its $800,000 price? Practically, no. Given that it's mechanically identical to the $400,000 model, it's hard to explain the price jump, especially given how nice of a drive these components create without needing a lightweight body. But then again, an $800,000 truck is hardly a practical purchase. This Gateway Ford Bronco is the truck for those who want something truly different, even if what makes it unique won't be visually apparent to all. It's an "if you know, you know" approach to resto modding, which, in the world of limited-production vehicles, often makes all the difference.

By Sponsored Article – September 11, 2023

Spellman Signature Auctions: 2001 Dodge Viper GTS

Spellman Signature Auctions is offering up this 2001 Dodge Viper GTS at their upcoming event at the Newport Car Museum on September 30, 2023.

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Spellman Signature Auctions: 1932 Auburn 8-100 Boattail S...

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Spellman Signature Auctions: 1966 Ford F-100 Custom Pickup

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Make Your Next Investment a Tri-Level Parking Lift

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Discover Executive Coach Builders' (ECB) Sprinter Diploma...

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The Cohiba Experience At Bacara Ritz-Carlton, Santa Barbara

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Richmond Auction Announces Two-Day Auction With 100s of Lots

Over the course of two days, September 15th & 16th, Richmond Auctions will feature nearly 900 lots of Petroliana, Automobilia and Soda/Country Store items.

By duPont Registry – August 21, 2023

duPont REGISTRY No. 460 – September 2023

Introducing the September 2023 issue of duPont REGISTRY, starring the Brabus XLP 900 6X6.

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