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 – October 13, 2026

10 Overlooked Analog Exotics You Should Have on Your Radar

Analog-era exotics are having their moment, and recent auction results demonstrate that fact. Models like the Porsche Carrera GT, Lamborghini Murciélago, Lexus LFA, and Ford GT have become established collector cars. Values for the Ferrari 360 and F430, Dodge Viper, and high-performance 996- and 997-generation Porsche 911 variants have also moved considerably. Low-mileage examples, especially when equipped with a factory manual, routinely command serious money, and some reach or even exceed seven figures. Much of their appeal comes down to the experience they offer because these cars come from an increasingly distant period when hydraulic steering, naturally aspirated engines, physical controls, and relatively little electronic intervention still defined much of the exotic-car experience. Several also offered something that has almost completely disappeared from this end of the market: a conventional or gated manual transmission. Beyond nostalgia, though, another force is at work here: demographics. Millennials who grew up seeing these cars on bedroom walls, in magazines, movies, and video games are now reaching higher-earning stages of their careers. For a growing number of younger collectors, the aspirational cars of the 2000s and early 2010s are becoming attainable for the first time. That generational shift is already visible in the broader luxury-car market. A 2026 study by Boston Consulting Group and duPont REGISTRY Group, which surveyed more than 400 current and former collectors and prospective buyers, found that millennials and Gen Z were more willing to cross-shop brands and more likely to view a luxury automobile as an investment opportunity or personal reward. The market has already discovered the obvious ones, and values for the best cars have climbed dramatically. So what else from this period combines rarity, driver involvement, and cultural relevance without already commanding the values of today’s established collector stars? We looked at 10 models that best fit that description, then compared them to our proprietary duPont REGISTRY Index (dRi) values, alongside some recent transactions to examine where the broader market currently sits. The dRi is especially useful here because one exceptional auction result does not define an entire model. Mileage, color, specification, and even transmission can produce enormous spreads. Also note that where the available dRi covers a broader model range than the specific version discussed here, we have treated it as a market baseline instead of a direct valuation. duPont REGISTRY Garage is available on the Apple App Store and Google Play Store. Start tracking your collector car portfolio value today 10. Chevrolet Corvette C6 ZR1 Available body style: CoupeProduction/U.S. deliveries: 4,684 produced from 2009 through 2013Original starting MSRP: $103,300 (2009)Inflation-adjusted MSRP: Approximately $161,300dRi: $88,000, 106 price points The ZR1 represents the pinnacle of any Corvette generation, and the C6 is no exception. Under the hood sits a supercharged 6.2-liter LS9 V8 that produces a tire-shredding 638 horsepower and 604 pound-feet of torque, but crucially, every example left the factory with a six-speed manual. A transparent window in the carbon-fiber hood put the supercharger on display, while carbon-ceramic brakes, Magnetic Ride Control and extensive use of carbon fiber supported a 205-mph top speed. It was the first Corvette to crack 200 mph. GM built 4,684 examples across five model years, all as coupes, but unlike many contemporary exotics, there is no automatic version diluting the formula: every C6 ZR1 combines rear-wheel drive with three pedals and more than 600 horsepower. Despite that, its $88,000 dRi remains about 15 percent below the original $103,300 MSRP, and the index draws from 106 price points, one of the largest samples in this group. Adjust that original price for inflation, and it rises to approximately $161,300, putting the current dRi about 45 percent below its inflation-adjusted MSRP. Exceptional cars already command substantially more. Recently, a 2,800-mile example hit $130,725 on duPont REGISTRY Live. The gap between that result and the broader index suggests collectors already pay heavily for mileage and condition, while the wider C6 ZR1 market remains surprisingly accessible. 9. Audi R8 4.2 FSI Manual Available body styles: Coupe, SpyderProduction/U.S. deliveries: Manual-specific totals not reliably publishedOriginal starting MSRP: $114,200 (2009 Coupe)Inflation-adjusted MSRP: Approximately $178,300dRi: $72,000, 31 price points It is easy to forget just how radical the original R8 looked when it broke cover in the mid-2000s. Its distinctive sideblades and LED daytime running lights looked unlike anything else in the Audi lineup. Before the V10 arrived, the naturally aspirated 4.2-liter V8 produced 420 horsepower and 317 pound-feet of torque, with buyers able to choose between a six-speed gated manual and the R-tronic automated manual. Tony Stark driving one in Iron Man only added to its millennial appeal, but the R8's real achievement was combining a mid-engine layout and exotic-car proportions with genuine everyday usability. Audi later expanded the V8 range with the Spyder, which could also be ordered with the gated six-speed manual. The broader first-generation V8 coupe carries a $72,000 dRi across 31 price points, although that figure includes R-tronic cars and therefore cannot be treated as a manual-specific valuation. The 2009 manual coupe started at $114,200, equivalent to approximately $178,300 today. That puts the broader V8 index about 37 percent below the original MSRP and 60 percent below its inflation-adjusted equivalent. Manual transmission cars already sit above that baseline, which makes transmission choice increasingly important to how the market values early R8s. 8. McLaren MP4-12C Available body styles: Coupe, SpiderProduction/U.S. deliveries: Global production total not officially confirmed, estimated ~3,500 unitsOriginal starting MSRP: $229,000 (2012 Coupe)Inflation-adjusted MSRP: Approximately $334,100dRi: $115,500, 61 price points The MP4-12C marked McLaren's return as a series-production manufacturer, establishing the foundational architecture for its future road cars. Its exotic carbon-fiber MonoCell chassis houses a twin-turbo 3.8-liter V8 pushing 592 horsepower through a seven-speed dual-clutch transmission. Unlike its naturally aspirated peers, the 12C heralded the industry's shift toward turbocharging and electronic assistance. Yet it retains hydraulic steering, compact proportions, and a modest curb weight of 3,161 pounds (3,249 pounds for the later retractable-hardtop Spider). McLaren built an estimated 3,500 units globally, which includes approximately 1,400 Spiders equipped with a retractable hardtop roof. As McLaren enters a new era of electrification, the spotlight is turning back onto these pure ICE models, turning early software quirks and severe historical depreciation into a unique collector opportunity today. The coupe carries a $115,500 dRi across 61 price points, almost exactly half its original $229,000 starting price. This figure sits roughly 65 percent below its inflation-adjusted original MSRP of approximately $334,100. This massive depreciation floor makes the gap between the 12C's true exotic engineering and its surprisingly accessible current valuation impossible to ignore. 7. Aston Martin V12 Vantage Available body styles: Coupe, RoadsterProduction/U.S. deliveries: ~ 1,199 coupes, including 207 for the U.S.; 101 Roadsters sold to the publicOriginal starting MSRP: $181,345 (2011 Coupe)Inflation-adjusted MSRP: Approximately $270,100dRi: $138,352, 12 price points Aston Martin created the original V12 Vantage by dropping its naturally aspirated 5.9-liter V12 into its smallest contemporary sports car from its bigger GT brethren. It produces 510 horsepower and 420 pound-feet of torque, with power going exclusively to the rear wheels through a six-speed manual. Aston Martin quoted a top speed of 190 mph. Reported production totaled 1,199 original coupes, including 207 for the U.S. market, before Aston Martin added an even rarer Roadster of which 101 were built. The result was an unusual combination even when new: compact dimensions, rear-wheel drive, a naturally aspirated V12 and three pedals, all in a package produced in substantially smaller numbers than Aston Martin's contemporary V8 models. The V12 Vantage currently carries a $138,352 dRi based on 12 price points, roughly 24 percent below its original $181,345 U.S. MSRP. Adjusted for inflation, that original price becomes approximately $270,100, leaving the index about 49 percent below its inflation-adjusted MSRP. The relatively small sample means individual transactions carry more weight than some of the other models on this list, but the broader conclusion remains difficult to ignore. One of the last compact British sports cars to combine compact dimensions, big power from a naturally aspirated V12 with a manual transmission, and limited production numbers, still available at a relatively attainable price point. While the V12 Vantage continues to be offered, the 2017 Vantage S was the final time the compact British sports car combined 12 cylinders with a manual limited to just 100 units for the U.S. 6. Mercedes-Benz SLS AMG Available body styles: Gullwing Coupe, RoadsterProduction/U.S. deliveries: ~ 2,700 delivered in the U.S. across the model familyOriginal starting MSRP: $183,000 (2011 Gullwing Coupe)Inflation-adjusted MSRP: ~$272,600dRi: $237,450, 120 price points The SLS AMG occupies a different position from the other Mercedes models on this list. It was the first road car developed entirely by Mercedes-AMG, pairing an aluminum structure with the naturally aspirated 6.2-liter M159 V8. U.S.-spec cars produce 563 horsepower and 479 pound-feet of torque, sent to the rear wheels through a seven-speed dual-clutch transaxle. But crucially, the SLS revived the dramatic gullwing-door concept made famous by the now iconic 300 SL, now firmly established as one of the German marque's blue-chip collectibles. It offers a modern interpretation of that unmistakable theater for a fraction of the cost. Mercedes-Benz initially offered the SLS as the Gullwing coupe before adding the Roadster, while the later GT, Black Series, and Final Edition expanded the model family, with roughly 2,700 examples across the SLS family delivered in the U.S. Unlike the 12C, the SLS has already moved beyond its original price in nominal terms. Its $237,450 dRi across 120 price points is about 30 percent above the original $183,000 MSRP. Adjusted for inflation, however, that original price becomes approximately $272,600, leaving the broader SLS market about 13 percent below its inflation-adjusted starting price. The index also conceals an extraordinary spread at the top. A delivery-mileage 2012 Gullwing with just 251 miles sold for $775,000 in July 2026, more than three times the current dRi. That does not mean every SLS is suddenly a $700,000 car, but it shows how sharply the market can reward exceptional preservation. Another 2012 Gullwing with just 196 miles is currently open for bidding on duPont REGISTRY Live. 5. Mercedes-Benz SL 65 AMG Black Series Available body style: Fixed-roof CoupeProduction/U.S. deliveries: 350 worldwide; estimated 175 for the U.S.Original starting MSRP: $299,000 (2009)Inflation-adjusted MSRP: Approximately $466,800dRi: $290,750, 38 price points Calling the R230-facelift-based SL 65 AMG Black Series an SL understates just how extensively AMG transformed it. The folding hardtop gave way to a fixed carbon-fiber roof, while the standard body grew substantially wider. Under the hood sits a twin-turbocharged 6.0-liter V12 that produces 661 horsepower and 738 pound-feet of torque through a five-speed automatic. Only 350 were produced worldwide, with roughly 175 allocated to the U.S., giving the SL 65 Black Series one of the smallest production runs on this list. Its $299,000 starting price also made it one of the most expensive Mercedes road cars for the time. It is also the only AMG Black Series to feature a V12 engine. Yet its $290,750 dRi across 38 price points remains slightly below its original MSRP. Once inflation enters the equation, however, the comparison changes considerably. The original $299,000 equates to approximately $466,800 today, putting the dRi about 38 percent below its inflation-adjusted MSRP. The best cars already live in a different part of the market: a 5,655-mile example sold for $417,500 at RM Sotheby's Monterey in 2025. Collectors have clearly repriced exceptional examples, but the broader market remains well short of what the car cost new in real terms. 4. Spyker C8 Spyder Available body style: SpyderProduction: 121 C8 SpydersOriginal starting MSRP: $209,990 (2006)Inflation-adjusted MSRP: Approximately $348,900dRi: $301,715, three price points Few exotics from this period look as distinctive as the Dutch-built Spyker C8 Spyder. Its aviation-inspired cabin pairs quilted leather and machined aluminum with an exposed six-speed shift linkage that became one of the marque's signatures. Audi's naturally aspirated 4.2-liter V8 produces 400 horsepower and 354 pound-feet of torque, while a six-speed manual sends power to the rear wheels. Only 121 C8 Spyders were produced, and period U.S. pricing put the 2006 model at $209,990. Its current $301,715 dRi is therefore about 44 percent higher than its original MSRP, making it one of the few cars here whose broader index has comfortably surpassed its nominal new-car price. Inflation changes that conclusion. The original $209,990 equates to roughly $348,900 today, leaving the dRi about 14 percent below its inflation-adjusted MSRP. There is also an important statistical caveat: that index rests on only three price points, so it cannot carry the same weight as the SLS or ZR1 indices. A 634-mile 2006 C8 Spyder sold for $532,500 in June 2026, demonstrating what an exceptional example can command, but not establishing a half-million-dollar baseline for every C8. However, the C8 Spyder offers something few cars from this era can match: genuine rarity without sacrificing the naturally aspirated engine, manual transmission, and, crucially, visual theater through its distinctive styling. 3. Lamborghini Gallardo LP 550-2 Manual Available body styles: Coupe, Spyder across the LP 550-2 familyProduction/U.S. deliveries: 13 manual LP 550-2 examples built for the U.S. marketOriginal starting MSRP: $187,900 (2012 LP 550-2 Coupe)Inflation-adjusted MSRP: Approximately $274,100dRi: $137,500, 16 price points Most Gallardos sent power to all four wheels, which makes the rear-wheel-drive LP 550-2 an outlier within the model family. The formula originated with the 2009 Gallardo LP 550-2 Valentino Balboni, a 250-car special edition named after Lamborghini's legendary test driver, who spent decades helping develop the Italian marque's road cars. Lamborghini subsequently expanded the rear-drive LP 550-2 formula beyond the Balboni edition. Its naturally aspirated 5.2-liter V10 produces 550 PS (about 542 horsepower) and 398 pound-feet of torque, but the key spec here combines rear-wheel drive with Lamborghini's exposed six-speed gated manual. The format would ultimately culminate in the LP 560 as the last RWD with a manual transmission. Only 13 manual LP 550-2 examples were built for the U.S. market. One of them, a 2012 car showing just over 18,600 miles, sold for $274,400 at Gooding Christie's Amelia Island auction in March 2026. That result becomes much more revealing when compared with the broader LP 550-2 market. Its $137,500 dRi across 16 price points is almost exactly half the price achieved by that manual car. The broader index also sits about 27 percent below the 2012 LP 550-2 Coupe's $187,900 starting MSRP and roughly 50 percent below its inflation-adjusted equivalent of $274,100. The dRi includes E-Gear examples, so it should not be interpreted as a valuation for one of the 13 U.S.-market manuals. Instead, the gap shows how dramatically the gated transmission changes the market's treatment of an otherwise similar Gallardo. More strikingly, the $274,400 manual transaction landed almost exactly at the inflation-adjusted starting price of the broader LP 550-2 Coupe. That combination gives the manual LP 550-2 a compelling place in Gallardo history. 2. Aston Martin DBS Manual Available body styles: Coupe, VolanteProduction/U.S. deliveries: Reportedly 2,534 Coupes, including 984 manuals; 845 Volantes, including 44 manualsOriginal starting MSRP: $273,350 (2009 Coupe)Inflation-adjusted MSRP: Approximately $426,900dRi: $128,975, 26 price points Few cars connect the themes of this list as neatly as the second-generation DBS. Its naturally aspirated 5.9-liter V12 produces 510 horsepower and 420 pound-feet of torque, carbon fiber features extensively in the bodywork, and the V12 could be paired with a six-speed manual. The DBS also arrived with cultural relevance and Bond provenance already built in after its appearance in Casino Royale and later Quantum of Solace. Aston Martin offered the DBS as both a Coupe and Volante. Production records indicate 2,534 coupes were built, of which 984 received the six-speed manual. The open-top Volante was rarer still: reportedly 845 were produced, with only 44 equipped with the manual. The broader DBS Coupe currently carries a $128,975 dRi across 26 price points, less than half the $273,350 starting MSRP of a 2009 coupe. Adjusted for inflation, that original price equates to approximately $426,900 today. The current index therefore sits about 70 percent below the inflation-adjusted original price, the widest percentage gap among the cars on this list. As with the R8 and Gallardo, however, the index includes automatic cars and should not be treated as a manual-specific valuation. That distinction is central to the DBS market. It combines a naturally aspirated V12, rear-wheel drive, a six-speed manual, limited production, and one of the strongest cultural associations of any exotic from its era. 1. Mercedes-Benz SLR McLaren Available body styles: Coupe, RoadsterProduction: 2,157 across the SLR familyOriginal starting MSRP: Approximately $455,500Inflation-adjusted MSRP: Approximately $781,000dRi: $277,192, 114 price points The SLR McLaren came from one of the most unusual supercar partnerships of the 2000s. Developed under Gordon Murray's technical direction at McLaren and hand-assembled in Woking, England, it paired a carbon-fiber structure with a supercharged 5.4-liter AMG V8 that produces 617 horsepower and 575 pound-feet of torque, accompanied by a distinctive soundtrack channeled through its side-exhausts. Hydraulic steering, carbon-ceramic brakes and a 207-mph top speed put it firmly among the era's supercar elite. Its principal weak point was the five-speed AMG Speedshift automatic, which lacked the engagement of some of its contemporaries. That limitation is no longer absolute, however, with specialist aftermarket manual conversions now available. Mercedes-Benz and McLaren built 2,157 cars across the SLR family, including the Coupe, 520 Roadsters, 722 Edition, 722 S Roadster limited to 150 units each, and open-cockpit Stirling Moss at just 75 examples. Yet the standard coupe's $277,192 dRi across 114 price points remains about 39 percent below its approximately $455,500 original U.S. price. Adjusted for inflation, that figure becomes approximately $781,000, leaving the dRi about 65 percent lower. That gap becomes harder to ignore beside its period rivals. The Porsche Carrera GT and Ferrari Enzo have long since established themselves in the seven- and eight-figure collector market, while the SLR remains available for a fraction of those values despite its carbon-fiber construction, dramatic styling complete with an F10-inspired nose, butterfly doors, and similarly exotic origins. Among the three defining supercars of that period, the SLR still looks like the one the market has yet to fully reprice, as we explored in our recent feature. View All Supercars and Exotic Cars 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.

By Khris Bharath – October 01, 2026

This Forgotten SUV Packs a Manual Transmission and a V12 Related to the McLaren F1

Fast-performance SUVs are everywhere today. Models with 600, 700, or even more horsepower have become a familiar sight, but the idea of combining supercar performance with the size and practicality of an SUV was once considerably more unusual. Early exceptions existed, of course, with one pioneer being the Lamborghini LM002, which brought Countach-derived V12 power and outrageous styling to the formula in the 1980s, long before the original BMW X5 and Porsche Cayenne helped turn the performance SUV into a mainstream luxury segment. But around the turn of the millennium, engineers in Munich created something that made even the so-called "Rambo Lambo" seem relatively conventional. Enter the BMW X5 Le Mans Experimental: From the outside, it looked like a modified first-generation X5, but underneath lay an engine with direct links to one of the greatest supercars ever made. The one-off X5 Le Mans, built in 2000, was created around a 6.1-liter naturally aspirated V12 derived from the engine used in the V12 LMR, the prototype that took overall victory at the 24 Hours of Le Mans in 1999. That racing engine belonged to the same extraordinary lineage as the S70/2 developed for the McLaren F1, a 6.1-liter V12 that produced 627 horsepower in the legendary road car. Freed from the restrictions imposed on the Le Mans racing engine, the version installed in the X5 produces more than 700 horsepower and pairs with a six-speed manual transmission, while retaining the standard all-wheel-drive system with a rear-biased 38:62 torque split. The result was unlike just about any SUV on the road at the time. The X5 Le Mans V12's enormous cooling requirements necessitated additional openings in the hood and front fascia. Larger 20-inch wheels, a substantially lowered suspension, wider tires, and quad exhaust outlets further distinguished it from an ordinary E53 X5. And this was no static engineering exercise, because back in June 2001, racing driver Hans-Joachim Stuck took the X5 Le Mans around the Nürburgring Nordschleife in just 7:49.92. At a time when a sub-eight-minute lap was largely the territory of serious sports cars, a tall, heavy SUV achieving one was remarkable. Its straight-line performance was equally surprising. could get to 62 mph in a claimed 4.7 seconds, while the experimental X5’s top speed, according to BMW, was in excess of 300 km/h (186 mph), with Stuck reaching 309 km/h (192 mph) during testing. All of this happened only a few months after the original X5 arrived in 1999. There was no X5 M yet, and the modern performance-SUV arms race was still years away. The Le Mans prototype effectively demonstrated just how far the platform could be pushed before the market had even fully embraced the idea of an SUV built primarily around outright performance. The idea eventually reached production elsewhere with the Audi Q7 V12 TDI in 2012, which packs a 6.0-liter twin-turbo diesel V12, while the Mercedes-AMG G65 brought a twin-turbocharged gasoline V12 to the G-Class. Even as twelve-cylinder engines disappear from much of the automotive industry today, the formula survives with models like the Rolls-Royce Cullinan, which still employs a 6.75-liter twin-turbocharged V12, while the Ferrari Purosangue takes a considerably more sporting approach with its naturally aspirated 6.5-liter V12. They are among a surprisingly rare group of new cars that continue to offer V12 power, even as electrification and tighter emissions regulations make twelve-cylinder engines increasingly rare. What makes the X5 Le Mans different is when it happened. More than two decades ago, engineers had already combined an SUV body, all-wheel drive, and a naturally aspirated racing V12 producing more than 700 horsepower and, crucially, a six-speed manual transmission. It also represents perhaps the wildest example of an otherwise familiar vehicle receiving truly exotic hardware. For more unlikely combinations, check out our list of 10 ordinary cars with supercar engines. The X5 Le Mans never reached production, but it survives as a fascinating glimpse at what was possible when engineers were allowed to explore the limits of a completely new type of vehicle. Better still, you can see and hear it in action. BMW Classic revisited the one-off X5 in a short film that provides a closer look at the prototype and lets that phenomenal naturally aspirated V12 do much of the talking. View All BMW X5s for Sale Images: BMW

By Edward Jones – June 02, 2026

An Interview With Jeff Mason of The Piston Foundation

Ask anyone in the collector car world what keeps them up at night, and you will usually hear the same answer. The industry is running out of skilled hands to restore or repair the classics. The technicians who can rebuild a carburetor, hand-form a body panel, or coax a worn-out straight-six back to life are aging out, and the pipeline behind them, sadly, looks thin. That is the problem Jeff Mason is trying to fix. (Picture Above: Jeff Mason and Chris Mason rallying at the 2025 Targa New Newfoundland.) Mason runs the Piston Foundation, a 501(c)(3) nonprofit now in its fifth year, and his pitch is refreshingly direct. "Piston is creating a career path for young enthusiasts to get into the collector car industry," he says. "That career path has three big hurdles in it, and these are the things that have been keeping young people out." The first hurdle is awareness. Many young people who love cars do not realize they can turn that interest and passion for cars into a career. The second is cost. As Mason puts it, "technical education is expensive no matter how you do it, no matter where you do it, when you do it." The third is access. Even the kids who get the training often cannot find their way into that critically important first job. Piston tackles all three of these problems. The foundation's scholarship program funds students enrolled in two- or four-year automotive technology programs who have a serious interest in working on collector cars. And if numbers tell any story, it's that there are plenty of students interested in what Piston Foundation is offering. This year alone, the application pool hit 365, the foundation's largest yet, and Mason is hoping to award 60 scholarships, which is double the number from last year. But scholarships alone are not the end goal for the Piston Foundation. "Education is great, but if that's the end result, that's not enough," Mason says. "It's got to be converted into opportunity." That is where the foundation's next chapter comes in. The Piston Jobs program, currently in development, will connect Piston Scholars directly with shops, private collections, and specialty businesses looking for knowledgeable and capable hands in the shop. The idea is to close the loop between training and employment, building what Mason calls a flywheel that pulls young people in, gives them the resources they need, and places them in roles where they can build a career. Mason knows the shape of that path personally. College did not work out for him the first time around. After moving to Colorado from New Jersey, he enrolled at a trade school for graphic design, worked full-time during the day and went to class full-time at night, and turned that associate degree into a 25-year career running his own marketing agency. "I have personal experience in what it is to take some technical education and build your career off of that," he says. "I have a lot of affinity for what they're going through." He also pushes back hard on how the industry has historically talked about young people in the trades. "Let's stop talking about these students as kids. Instead, I'm going to introduce you to the young people that we're supporting, and I'm going to let you talk to that person," Mason says. "You're going to discover very quickly how passionate, knowledgeable, and skilled they are. They might know more than you do." That generation, he points out, is showing up at the shop door with a different toolkit than the one their predecessors carried. One that's filled with many tricks older generations are unaware of. With the vast majority of these students being digital natives, they come through Piston Foundation's doors fluent in SolidWorks, CNC, additive manufacturing, and vacuum forming. They are bringing those skills into shops alongside traditional handwork, not in place of it, giving them an ace up their rolled sleeves. "Suddenly, Celicas are saved," Mason says, pointing to how vacuum forming is bringing back dashboards that were considered unfixable. "There's a breed of new tech that recognizes the value of hand fabrication, handwork, and understanding the history of the mechanical function of cars, and they're ready and willing to absorb all of that and pull in digital tools and new methods of manufacturing." The result, he believes, could be a quiet renaissance in restoration, one where a single talented young person with the right tools and the right training can keep entire eras of cars alive. "I just hope that there's a renaissance out there about to happen," he says. HOW TO GET INVOLVED The Piston Foundation operates on what Mason describes as a partnership model with four groups: students, enthusiast donors, employers, and automotive brands. Each one has a role to play. For anyone who wants to support the next generation of collector car talent, the foundation makes it easy. You can donate directly online, sponsor a specific Piston Scholar, donate a collector car, pledge a future gift, or donate stock. Shops and businesses can also sign on as employer partners to help shape the Piston Jobs program as it builds out. Visit PistonFoundation.org

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

By Gabriel Vega – June 20, 2024

Unveiled: The 2026 Bugatti Tourbillon

When automakers say they're thinking of the future, it usually involves a roadmap for the next 10 to 15 years. With the Chiron's replacement, the 1,800-horsepower Tourbillon, Bugatti isn't looking ahead a few decades but instead to the finely trimmed lawns of the Pebble Beach Concours d'Elegance a century from now. Bugatti's obsession with timelessness has been a driving force since the beginning of its third chapter 25 years ago. Despite being a technological powerhouse, essentially refining what it meant for a road car to be "over-engineered," the Veyron has nearly no components that date it. By abstaining from the early 00s trend of filling cabins with low-res screens powered by cumbersome infotainment systems, interacting with the Veyron is not too dissimilar to the Chiron that succeeded it. However, with the introduction of the 2025 Bugatti Tourbillon, the French carmaker is focused squarely on this car's long-term future. Its gauge cluster, for example, is nearly fully analog, sporting a skeletonized construction like you'd get from an AP Royal Oak. Its aero components, such as its raised front fenders, which channel air beneath its headlights, and its retractable rear wing, hide in plain sight until needed. However, its most impressive achievement is integrating a brand-new V16 engine with three electric motors, allowing it to provide naturally aspirated thrills and a genuinely usable electric range. The Veyron may have introduced over-engineering to the modern scene, but the Tourbillon takes the concept to a new level. Unlike the Veyron and Chiron, the Tourbillon is not named after a Bugatti racing driver on the count of it no longer housing a W16 engine. Instead, its inspiration comes from the world of watchmaking. In keeping with the carmaker's French origins, the Tourbillon is a complex movement developed in 1801 by Swiss-French watchmaker Abraham-Louis Breguet. It encases its escapement and balance wheel within a rotating cage to improve balance and maximize accuracy regardless of the watch's orientation. This theme of balance is present throughout the Tourbillon's design, which combines to allow for a top speed of 276 mph. As such, this car's styling serves that overarching goal. Drawing from the carmaker's back catalog, including cars like the Type 35 racer, the mythical Type 57 SC Atlantic, and the elegant Type 41 Royale, the Tourbillon now sits lower to the ground, visually widening the car. However, four key elements: its horseshoe grille, central ridge, dual-color split, and the Bugatti line are present, with all lines emerging from its central opening. Like the Veyron and its ten radiators, the Bugatti Tourbillon's aero works to serve the needed air to both its new V16 and its tri-motor setup. To channel air upfront, it sports elevated fenders that route air beneath its headlights and onto its side intakes. A new cooling system allows air to pass under and through its front hood, enabling the use of a more prominent front storage area. Its rear diffuser extends just behind the passenger compartment, sloping upwards aggressively, allowing it to sit hidden beneath the car. Like the Chiron, the Tourbillon counts on a retractable rear wing, which raises for added downforce at lower speeds and doubles as an air brake. As talk of the Chiron's successor began circulating online, rumors suggested that the French carmaker might downsize its cylinder count to meet stricter emissions regulations. However, the Bugatti Tourbillon sees the carmaker charging ahead in precisely the opposite direction. As carmakers lean into all-out electrification, the French carmaker unveils a brand-new 8.3-liter naturally aspirated V16 engine co-developed with legendary engineering firm Cosworth. Despite lacking any forced induction, the V16 generates 1,000 hp by itself, just one shy of the Veyron's quad-turbo W16. It achieves this despite weighing just 555 pounds. However, it's not alone. Drawing from its sister brand Rimac, the Tourbillon houses three electric motors, two in its front axle and one in the rear. This setup not only develops a further 800 hp, but Bugatti integrated it to sharpen throttle response and fill in torque when necessary, aside from allowing for true torque vectoring and all-wheel traction. Its total system output is 1,800 hp, and its naturally aspirated engine spins to a screaming 9,000 rpm. While the Tourbillon is still under development, Bugatti claims it'll sprint to 62 mph in two seconds, reach 124 mph in less than five seconds, and hit its limited top speed of 248 mph in under 25 seconds. However, it activates its Speed Key, and its limit rises to 276 mph. Its new eight-speed dual-clutch transmission and electronic limited-slip differential make these figures possible. Housed in its central tunnel behind the passengers sits an 800-volt, 25-kilowatt-hour battery pack, allowing the Tourbillon to travel under electric power alone for up to 37 miles. However, despite integrating its new engine, battery pack, and electric motors, Bugatti's latest is nearly 150-lb lighter than the Chiron that preceded it. To achieve these weight savings, the Bugatti Tourbillon rides on an entirely new carbon composite chassis and body structure, with its battery working as a structural component. Its front and rear frames are now built of 3D-printed aluminum, which, thanks to a thinner design, is lighter yet stronger than the Chiron's. This manufacturing approach extends to its multi-link front and rear suspension, which is now 45 percent lighter than its predecessor. Step inside, and the Tourbillon pairs an elevated level of craftsmanship to balance out its extreme engineering. In keeping with the theme of timelessness, it doesn't sport any fixed large displays, not even the Chiron's small screens, which flanked its central tachometer. Instead, Bugatti leaned again into the watchmaking world for its new interior, calling on Swiss watchmakers to develop its skeletonized gauge cluster. Comprised of over 600 components, precious stones decorate the analog dials. Unlike a more conventional cluster setup, the wheel rotates around the cluster, and the pair moves as one piece. As such, the Tourbillon's wheel attaches to its hub by just four minuscule spokes aligned vertically. Its center console houses plenty of anodized and milled aluminum pieces but adds new crystal glass components and a cluster of knurled aluminum switches. Curiously, its drive mode selector stans up vertically, not too dissimilar to what we've recently seen in other VW Group products like the Porsche 911. While Bugatti has previously been adamant about its dislike for large displays, the Tourbillon bends the rules slightly by incorporating a new retractable screen built to offer Apple CarPlay connectivity. Visible in landscape and portrait modes, it extends fully in just five seconds and hides when it's not needed. As the French carmaker pulls the covers off its latest offering, the Bugatti Tourbillon is still in the testing phase of its development, with prototypes covering miles worldwide. Unlike the Chiron, its successor's production run shrinks to just 250 units with a starting price of over $4 million. Its assembly is expected to begin once the brand completes its run of W16 models, with deliveries commencing sometime in 2026.

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.

By Sponsored Article – September 11, 2023

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By Sponsored Article – September 09, 2023

Spellman Signature Auctions: 1966 Ford F-100 Custom Pickup

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By Sponsored Article – September 07, 2023

Make Your Next Investment a Tri-Level Parking Lift

Both the BendPak HD-973P and HD-973PX are tri-level parking lifts capable of parking three vehicles in a single parking space.

By Sponsored Article – September 06, 2023

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

When it comes to executive transportation, nothing beats the comfort and convenience of a Mercedes-Benz Sprinter Diplomat by Executive Coach Builders.

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