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

Ferrari News

Ferrari news from duPont REGISTRY News, updated daily with model reveals, first drives, auction results and current market prices. Our coverage runs across the whole line-up, from the 296 and 296 Speciale to the SF90 XX, the 12Cilindri and the F80. We also follow the earlier cars that built the reputation of the Prancing Horse over seven decades. Reporting comes from the Monterey and Pebble Beach auction floors, and from first drives of new models as they arrive. One thing separates this from other supercar news: many of the Ferraris covered here are listed for sale on the duPont REGISTRY marketplace. Read the story, then see what an example is genuinely worth. For Ferrari news today, and the exotic car news around it, start here.

By Khris Bharath – August 19, 2026

David Lee’s Ferrari 250 GTO 'Bianco Speciale' Wins the Tony Hulman Trophy at Pebble Beach

Renowned California-based Ferrari collector David Lee’s 1962 Ferrari 250 GTO ‘Bianco Speciale’ received the Tony Hulman Trophy for 'the most significant race car present' at the 2026 Pebble Beach Concours d’Elegance during Monterey Car Week. Chassis 3729GT is one of just 36 Ferrari 250 GTOs produced between 1962 and 1964, and the only example Ferrari finished in white at the factory. The competition-bred car’soriginal owner, British privateer team principal John Coombs, commissioned the Bianco Speciale paintwork instead of Ferrari’s traditional racing red. View this post on Instagram A post shared by Commissioner David Lee I Ferrari Ambassador (@ferraricollector_davidlee) The Tony Hulman Trophy traces its origins to a 1993 donation by the Indianapolis Motor Speedway Foundation. It honors longtime Indianapolis Motor Speedway owner Tony Hulman, whose ceremonial starting command became synonymous with the Indianapolis 500. The trophy was among several special awards presented at the 75th Pebble Beach Concours, which featured 218 cars from 14 countries and 30 U.S. states. Best of Show went to a 1935 Duesenberg SSJ Special Speedster once owned by Clark Gable and presented by collector Harry Yeaggy. Lee’s collection spans Ferrari road cars, limited-production models and competition machinery. He owns Ferrari’s five modern halo cars in both red and yellow: the 288 GTO, F40, F50, Enzo and LaFerrari. He calls the two sets his “Ketchup and Mustard Collection.” The white GTO now marks the start of what Lee has called his “Mayo Collection.” Lee acquired chassis 3729GT for $38.5 million at Mecum Kissimmee back in January, setting a new auction record for Mecum. As noted on Petrolicious, that sale reinforced the 250 GTO’s position in the eight-figure collector-car market. Bianco Speciale held fifth place on our list of the most expensive cars sold at auction until this past weekend, when Carroll Shelby’s former Daytona Coupe sold for $42.9 million at Gooding Christie’s Pebble Beach auction during Monterey Car Week 2026. The sale not only made it the most expensive American car ever sold at auction, but also the highest-priced collector car sold at auction in 2026. In case you missed how the Bianco Speciale changed hands, the video below features Lee, Mecum Auctions founder Dana Mecum and Kevin Cohen, President of Beverly Hills Motoring, discussing how the $38.5 million deal came together. View All Ferraris for Sale Images: @ferraricollector_davidlee

By Charles Bradley – August 16, 2026

Revealed: The Billionaire Who Bought Ferrari Luce “Chassis 0” For $40 Million

The self-made American billionaire who bought a Ferrari Daytona SP3 ‘Tailor Made’ for $26 million last year is the same investing legend who purchased Ferrari Luce’s Chassis 0 at RM Sotheby's Monterey Auction for $40 million on Saturday night, immediately making it the most expensive contemporary car ever auctioned. Herbert ‘Herbie’ Wertheim, whose life story reads like an American epic, won the auction for the first production example of Maranello's first electric grand tourer. Known to friends as “Dr. Herbie,” Wertheim – who always wears a bright-red fedora – is an optometrist, inventor, and investing legend estimated to be worth up to $5 billion, depending on his charitable donations. Renowned for making shrewd investments and his generous philanthropy, his record-breaking bid will go to the Ferrari Foundation, funding education and rebuilding projects. The Luce carries a base price of roughly $640,000. Chassis 0 is the first production unit off the line, distinguished by a dedicated plaque identifying its position in the production run. It was offered as lot 345, without reserve, and RM Sotheby's waived the buyer's premium on the lot. Every dollar of the sale benefited the Ferrari Foundation, a 501(c)(3) public charity that supports educational initiatives. The car carries a set of Tailor-Made specifications developed through Ferrari's design studio. The exterior is finished in a Madreperla semi-gloss paint mixed specifically for this car, with an iridescent effect that shifts from green to violet depending on the light. The interior uses Le Mans metallic leather in Perla with Grigio Corvara secondary trim, paired with dedicated wheels and bespoke brake calipers. The Ferrari badge is set against an optical white background. The Luce has been Ferrari's most debated launch in years since it broke cover as the brand's first EV, and this sale is the first major public price signal tied to the model. The result is roughly 36 times the pre-sale estimate. Delivery is scheduled for the first quarter of 2027, after the car returns to Maranello, Italy. Wertheim made the headlines at Car Week last year, when he paid $26 million for the Daytona SP3. Part of Ferrari’s exclusive Icona Series, the SP3 was limited to 599 examples worldwide, but this one-off ‘Tailor Made’ commission stunned the automotive world – chassis ‘599+1,’ finished in a striking two-tone carbon-fiber and Giallo Modena livery. Who is “Dr. Herbie” Wertheim? Born in Philadelphia at the end of the Great Depression, Wertheim ran away from home as a teenager, working odd jobs like picking oranges in Florida and even living with Seminole Indians in the Everglades. At 16, he stood before a judge on truancy charges and was given a choice: State reformatory or military service. He chose the U.S. Navy at 17, a decision that reshaped his life. While serving in naval aviation during the Cold War, Wertheim began investing. His first stock purchase, Lear Jet, came from his Navy stipend, and he went on to meet aviation pioneer Bill Lear in person. That early exposure to technology and industry ignited a lifelong passion. After the Navy, Wertheim studied physics and chemistry, worked as a NASA engineer at Cape Canaveral, and eventually earned a scholarship to study optometry. In 1969, he invented an eyeglass tint for plastic lenses that filtered harmful UV rays, helping prevent cataracts. By 1970, he founded Brain Power Inc. (BPI), which went on to hold more than 100 patents and copyrights in optical technology. A Billionaire Who Played the Long Game Unlike Silicon Valley moguls or Wall Street icons, Wertheim’s fortune didn’t come from a single IPO windfall. Instead, he built it patiently through decades of disciplined investing. He bought and held shares of companies like Apple, Microsoft, GE, Google, BP, and Bank of America long before they became household names, according to Forbes. His single greatest investment remains Heico, an aerospace parts manufacturer. Wertheim purchased a stake in 1992, worth about $5 million at the time. Today, his position exceeds $800 million, making him Heico’s largest individual shareholder. A Life of Luxury, Purpose, and Giving Wertheim’s portfolio afforded him an enviable lifestyle, and he has been described as one of the most successful individual investors of his generation. Yet his wealth is balanced by philanthropy. Having donated more than $100 million to Florida’s public universities, Wertheim also signed Bill Gates and Warren Buffett’s ‘Giving Pledge’, committing to donate at least half his fortune – most of it toward education. Like his stock portfolio, the Ferrari is built on the principle that some creations – whether a transformative technology or a bespoke supercar – transcend market cycles. For collectors, it is yet another reminder that at Monterey Car Week, history isn’t just celebrated – it’s bought and can be driven. View All Ferraris for Sale Images by duPont REGISTRY, Ferrari S.P.A

By Jordan Aquistapace – August 07, 2026

This Ferrari Enzo Is Driving 3,200 Miles To Monterey Car Week For A Cause

Of all the cars I've admired and dreamed of owning, since flipping through the pages of a duPont REGISTRY as an 11-year-old kid, the Ferrari Enzo has and will always hold the number one spot. Looking back, it's probably the car that started it all for me. That story rings true for many other enthusiasts, and with the current Enzo market soaring like never before, the early-2000s Ferrari we’ve all grown to love has crossed over into the eight-figure, collector-car category. And while some owners are hanging up the keys to protect their investment, others like Barry Lundgren (@sharetheenzo) are enjoying them just as Enzo himself would’ve wanted, racking up miles and making memories behind the wheel. An incredible follow on Instagram, Larry’s page is dedicated to the encounters and experiences sparked by the Enzo, which has now covered more than 36,000 miles across the U.S. Its presence alone attracts the attention of everyone, from the avid enthusiast who could list off every single spec to an everyday driver just curious about what they’re looking at. No stranger to road tripping one of Ferrari’s Big Five, Larry and Julien Lundgren have set off on an epic journey to join Luxury Rally Club’s Rally To Monterey Car Week, driving coast to coast to raise money for the Cam Neely Foundation. The Cam Neely Foundation is a non-profit organization that supports cancer treatment and research efforts while providing a convenient, comfortable place to live, relax, and talk to others while undergoing treatment at Tufts Medical Center.Before setting off on its 3,200-mile journey from Boston, Massachusetts, to Los Angeles, California, a drive that takes more than 55 hours, the Enzo stopped by Addictive Autosport in Walpole for a quick color change. Members of the AA team worked for 32 hours straight to completely wrap and transform its Rosso Corsa exterior into something that resembles Argento Nürburgring. Now, more than halfway through the trip, Larry and Julien have already ventured out of the East Coast, through the Midwest, and are within a half day of driving left to their destination, already surpassing $14,000 in donations on GoFundMe. Along the way, those who have stopped to see the Enzo, have been asked to sign the wrap, hoping to cover every surface with names by the end of Car Week.If you’re looking to stay updated with where the Enzo is, follow @sharetheenzo on Instagram, with more to come once they arrive at Monterey Car Week with Luxury Rally Club. And for those who are lucky enough to find their way onto California’s Northern Peninsula in the coming weeks, keep an eye and an ear out for the famous Ferrari Enzo. If you would like to donate to the GoFundMe or learn more about the Cam Neely Foundation click the buttons below for more information. GoFundMe Cam Neely Foundation Photos by Jacob Wolowacki

Ferrari News

duPont REGISTRY News

duPont REGISTRY Group

Support

Subscribe