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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

By Khris Bharath – September 08, 2026

Two Manual-Converted Murciélago Roadsters For Sale at Earth MotorCars

For a brief period back in the 2000s, a naturally aspirated V12, all-wheel drive, an open roof, and a metal-gated manual could coexist in one Lamborghini. Two Murciélago Roadsters currently listed by Earth MotorCars recreate that formula from opposite sides of this mid-engine Italian exotic's mid-cycle divide. The first car is the 2005 Murciélago Roadster, finished in Oro Adonis over Blu Vela and shows 7,460 miles. The second is a 2008 Murciélago LP640 Roadster, finished in Bianco Isis, featuring Q-Citura interior trim, with 12,806 miles. Both feature six-speed manual conversions by European Auto Group, replacing their original E-Gear controls with a clutch pedal, conventional lever, and exposed shift gate. The 2005 car represents the first-generation, 6.2-liter Murciélago in its purest form. Its V12 produces 572 horsepower and 479 pound-feet of torque. Lamborghini quoted 0-62 mph in 3.8 seconds and a top speed near 199 mph. A gated six-speed was originally standard, while the E-Gear automated manual was an optional extra. The Roadster was more than a roofless coupé, with structural reinforcement, automatic rollover protection, and unique bodywork. Its temporary fabric roof carried a recommended 100-mph speed limit for driving with the top in place. The LP640 marked a substantial evolution of the flagship V12 Lambo styled by Luc Donkervolke. Displacement rose to 6.5 liters, while output climbed to 631 horsepower, and torque rose to 487 pound-feet. Lamborghini also revised the transmission, differential, brakes, suspension, cooling, electronics, and exhaust. The Roadster could now hit 62 mph in 3.4 seconds and roughly 205 mph. Sharper bumpers, larger intakes, revised lighting, a deeper diffuser, and an enormous center-mounted exhaust visually distinguish the second-generation car. Rarity is what underpins the appeal of both cars in this pairing. Lamborghini built 4,099 Murciélagos in total, while Volkswagen's annual figures account for 899 Roadsters. Of those, 435 were produced during 2004-2006 and 464 during 2007-2010, although the latter figure includes the 50 LP650-4 Roadsters. Exact derivative totals for each variant remain disputed among registries. Regardless, genuine factory manuals are scarcer still, and by a wide margin. Our comprehensive guide to factory manuals and aftermarket conversions estimates 25 to 30 manual 6.2-liter Roadsters and 16 manual LP640 Roadsters worldwide. We have also previously spotlighted the rare factory-manual LP640 coupé, the LP670-4 SV, and the LP640 Roadster. While the examples seen here are aftermarket conversions and do not carry factory-manual provenance, they still deliver the same fundamental three-pedal experience along with collector appeal. To give you some context about where values sit at today, the Gen 1 Roadster's duPont REGISTRY Index (dRi) value has climbed from approximately $210,000 in 2020 to $844,625 in 2026, an increase of $634,625, or 302.2 percent. duPont REGISTRY Garage is available on the Apple App Store and Google Play Store. Start tracking your collector car portfolio value today Conventional E-Gear LP640 Roadsters have typically traded in the high-$300,000s to low-$400,000s. Aftermarket manual conversions have historically occupied a lower price tier than factory-gated Murciélago. However, these cars have become a meaningful category within the Murciélago market. Last month, a 2008 LP640 Roadster six-speed conversion sold for $701,000 on Bring a Trailer, representing a significant result and highlighting a growing demand for properly documented conversions. The 2005 offers the original Murciélago's cleaner form and 6.2-liter character, whereas the 2008 counters with greater performance and harder-edged styling. Both embrace an increasingly unrepeatable experience: three pedals, an exposed gate, and the open sky to better savor the full evocative soundtrack from 12 cylinders firing at full chat. View Listings View All Earth MotorCars Inventory Images: Earth MotorCars

By Khris Bharath – July 27, 2026

696-Mile 1-of-4 Nero Aldebaran Lamborghini Murciélago SV Listed on duPont REGISTRY

Naturally aspirated V12 Lamborghinis are having their moment, and few are climbing harder than the Murciélago SV. This 2010 LP670-4 SuperVeloce, chassis #3832, recently listed with Carrio Motor Cars on duPont REGISTRY, finished in Nero Aldebaran over a bespoke black Alcantara interior, and only has 696 miles on the odometer since new. It is one of only four SVs finished in that color for the entire North American market. The Lamborghini Murciélago spanned two generations from 2001 to 2010, originally styled by Luc Donckerwolke in the early days of what would become Lamborghini Centro Stile. The SV was the final and most extreme iteration of the model, and in hindsight one of the last genuinely analog Lamborghini flagships. The SV was also the last Murciélago variant built before the line was cleared for the Aventador. Lamborghini originally planned a production run of 350 units. While 186 is the most widely published production figure, more recent records cite this chassis as one of 275 SVs produced. Either way, it still represents a short production run for a car that has since become a genuine blue-chip collectible. What sets the SV apart mechanically is its focus. The 6.5-liter naturally aspirated V12 produces 670 horsepower (30 more than the 640), routed to all four wheels. It tips the scales at 3,450 pounds and weighs 220 pounds lighter than the standard model, achieved through extensive carbon fiber use inside and out. Carbon-ceramic brakes and front-axle lift, options on lesser cars, were standard here. This particular example carries the larger carbon fiber Aeropack wing, the more purposeful of the two aero configurations Lamborghini offered. Where the standard spoiler prioritized top speed, the fixed wing trades outright pace for a 20 percent increase in downforce, capping the car at 209 miles per hour while planting the rear end far more decisively at speed. It is the configuration most closely associated with the SV's track-focused intent, and the one enthusiasts tend to seek out. <- Gallery -> The specification of this car also leans away from some of the SV's loudest heritage colors. Where most cars left the factory in vibrant shades like Arancio Atlas orange or Giallo Orion yellow, this example pairs a stealthier, more restrained Nero Aldebaran exterior with contrasting yellow brake calipers and yellow SV graphics. The cockpit moves beyond the bare carbon track-spec baseline into a more bespoke configuration, with contrasting yellow accents running throughout the Alcantara cabin, exposed carbon fiber interior trim and door sills, and the details collectors look for: fire extinguisher, owner's manuals, tool kit, and service records. The transmission is the 6-speed E-gear, as on nearly every SV built. Higher-mileage SVs now trade around the seven-figure mark. At 696 miles, and as one of four Nero Aldebaran North American cars, this SV is about as sharp an example of Lamborghini's last analog V12 flagship as the market currently offers. The specification and preservation put it on par with the factory-manual Murciélagos like the one-off manual LP670-4 SV finished in Ad Personam Marrone Eklipsis, like the 1-of-26 gated-manual LP640, and the fewer-than-10 manual LP640 Roadster, all of which have become millionaire collector targets in their own right. The full specification, service records, and photography are available in the listing on duPont REGISTRY. View Listing If you're interested in financing this car or another exotic car, be sure to get pre-qualified.

By Khris Bharath – June 17, 2026

1-of-20: Lamborghini Centenario With 403 Miles Is Available For Sale on duPont REGISTRY

A 2017 Lamborghini Centenario LP 770-4, one of just 20 coupes built worldwide to mark the 100th anniversary of founder Ferruccio Lamborghini's birth, is now available on duPont REGISTRY. Chassis ZHWUY5ZD3HLA06117 shows just 403 miles from new and is finished in a striking Arancio Xanto, which is one of Lamborghini's signature Ad Personam launch colors, over a black cabin with contrasting orange stitching and accents throughout. Currently located in Salt Lake City, Utah, this example is believed to be number 10 of the 20 coupes produced. Every Lamborghini Centenario coupe was sold before the car's public unveiling at the 2016 Geneva Motor Show, a detail that speaks to how tightly Lamborghini controlled allocation. As we noted when a Centenario Roadster that showed up on our marketplace last year, fewer than 10 examples of that body style are believed to have reached the U.S., and the coupe's distribution appears similarly tight. The build sits on a reengineered Aventador SV platform, retaining the carbon-fiber monocoque, signature Lamborghini scissor doors, and the LP 770-4 designation that denotes its longitudinal V12 layout, all-wheel drive, and 770 PS output. Lamborghini's Centro Stile design studio, led by Filippo Perini, added rear-wheel steering and a new aerodynamic package on top of that foundation. <- Gallery -> Few-off models occupy a distinct tier in Lamborghini's modern lineage, sitting above limited-run specials and below true one-offs, and the Centenario remains one of the clearest early expressions of that category. Lamborghini has most recently carried the format forward with the Fenomeno, a 29-unit V12 hybrid hypercar unveiled at Monterey Car Week 2025, while also marking Centro Stile's 20th anniversary. Where the Fenomeno leans on electrification to reach 1,065 combined horsepower, the Centenario remains a purer Raging Bull of the period just before hybridization reached Lamborghini's flagship line. Among the Italian marque's low-production naturally aspirated V12 supercars, the Centenario's rear end is arguably its most dramatic angle, with a six-slat diffuser and exposed engine architecture that goes further than even the stealthy fighter-jet inspired Reventón and is on par with the even rarer Veneno in translating motorsport aesthetics directly onto a road car. Power comes from the naturally aspirated 6.5-liter V12, which produces 759 horsepower at 8,500 rpm, the most output Lamborghini had extracted from this engine family at the time. The engine pairs with a 7-speed ISR automated manual gearbox, delivering a 0 to 60 mph time of approximately 2.8 seconds and a top speed of approximately 217 mph. With Lamborghini's mid-engine naturally aspirated V12 era that can trace its lineage back to the Miura, now closed, cars like the Centenario occupy a defined and increasingly scrutinized position in the market. A coupe with mileage this low, in a color combination this distinctive, represents a compelling opportunity to acquire a flagship Italian exotic with long-term collector prospects. View Listing

By Sponsored Article – June 10, 2026

Three Rare and Matching Lamborghinis For Sale

Right now on duPontREGISTRY.com, a 2021 Aventador SVJ Roadster, a 2022 Essenza SCV12, and a 2023 Urus Performante are all available, and each one tells you something different about how Sant'Agata has shaped the last decade of the brand. One is the swan song of the naturally aspirated V12, dropped into a roadster body for one final open-air victory lap. Another is a track-only hypercar built in a 40-car run for the deepest collectors in the world. The third is the sharpened version of the SUV that quietly rewrote what Lamborghini could be. Three different shapes, three different missions. All three sitting in the same private collection located in Salt Lake City, Utah. GALLERY-EMBED 2021 Lamborghini Aventador SVJ Roadster The SVJ Roadster sits at the very end of the naturally aspirated V12 era at Lamborghini. The Aventador had a long run, and the SVJ was the wildest production version of it, with 770 horsepower, active aerodynamics, all-wheel drive, and the kind of sound only a high-revving twelve-cylinder can make. Drop the roof and the soundtrack only gets better. This one is showing just 474 miles, which makes it about as preserved as a hand-built halo car can be while still legally registered. View Price And Listing GALLERY-EMBED 2022 Lamborghini Essenza SCV12 If the SVJ is the wild road car, the Essenza SCV12 is the unrestrained track machine. Lamborghini built only 40 of them, all hand-assembled by Squadra Corse, and they were never intended for the street. The naturally aspirated 6.5-liter V12 makes 830 horsepower, which is the most output any naturally aspirated Lamborghini engine has ever produced. Ownership comes with access to an exclusive track program, and the car itself is a carbon monocoque race car wearing Lamborghini coachwork. This particular SCV12 has 1 mile on it. Listed at $2,500,000. View Price And Listing GALLERY-EMBED 2023 Lamborghini Urus Performante The Urus Performante is the Lamborghini SUV for the driver who actually drives it. Lower, lighter, and more aggressive than the standard Urus, it makes 657 horsepower from its 4.0-liter twin-turbo V8 and trades some of the family-friendly polish for a sharper response and a louder exhaust note. With 265 miles on the clock, this 2023 example is basically new. Listed at $475,000. View Price And Listing You don't usually get this kind of range in one place. A V12 roadster from the final years of a legendary engine, a track-only hypercar from a 40-car run, and the sharpest version of the SUV that changed the company's future. All three are currently listed on duPontREGISTRY.com, and all three are waiting for the right buyer to come find them.

By Sponsored Article – May 18, 2026

2024 Lamborghini Revuelto Mansory For Sale

The Lamborghini Revuelto represents the future of the brand’s flagship performance lineup, introducing electrified technology to its legendary V12 platform. Enhanced by Mansory, this 2024 Lamborghini Revuelto Mansory evolves into an even more aggressive and exclusive creation, where cutting-edge hybrid performance meets bold aerodynamic design and bespoke craftsmanship. Electrified V12 Performance At its core, the Revuelto combines a naturally aspirated V12 with advanced electric motors, delivering instant torque and extraordinary acceleration. Mansory enhances this platform with performance-focused refinements, elevating both responsiveness and driving dynamics. Signature Mansory Styling The exterior is transformed with forged carbon fiber elements, aerodynamic enhancements, and a more pronounced stance. From the sharp front fascia to the sculpted rear profile, every detail is engineered to maximize visual impact. Next-Generation Lamborghini Design The Revuelto introduces a new era of Lamborghini innovation, combining hybrid technology with the emotion of a traditional V12 supercar. Mansory’s enhancements elevate this identity further, creating a vehicle that feels even more exclusive and expressive. Bespoke Interior Experience Inside, the cabin is reimagined with premium materials, custom finishes, and intricate detailing. Mansory’s craftsmanship creates a personalized environment that reflects both luxury and performance. Exclusivity and Presence Mansory creations are produced in extremely limited numbers, ensuring each Revuelto remains a rare and highly distinctive statement piece. Available Now at Limited Spec Offered by Limited Spec in Miami, this 2024 Lamborghini Revuelto Mansory represents a rare opportunity to own one of the most advanced and exclusive hybrid supercars available today. View Price And Listing

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