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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 – November 05, 2026

Porsche Unicorn: One-Off RUF RCT EVO Speedster Listed for Sale at Graham Rahal Performance

Porsche designed the 964 Speedster around a simple philosophy of open-air driving, but RUF Automobile had something considerably more ambitious in mind. The Bavarian outfit, which famously stunned the automotive world with its 211-mph CTR Yellowbird in 1987, has spent decades pushing the boundaries of air-cooled Porsche performance. More importantly, RUF Automobile is an independent German automobile manufacturer, not merely another Porsche tuning company. Its engineering expertise is on full display in this one-off 1994 Porsche 911 Speedster, now listed through Graham Rahal Performance on duPont REGISTRY with just under 3,500 miles. Now for some context. The Speedster body style traces its roots to the original Porsche 356, with its signature minimalist, open-air driving philosophy carried forward across four generations of the 911. The 964 is particularly special within that lineage, with roughly 945 examples built, including just 15 factory widebody cars. Introduced in 1993, it features the Speedster’s signature low-slung windshield, distinctive double-hump rear tonneau, and minimalist two-seat cabin. The subsequent 993 generation famously never received a series-production Speedster, making the 964 the final regular-production air-cooled interpretation of the formula. Coming to this particular car, it was originally delivered to Japan and first visited RUF's Pfaffenhausen headquarters in 2015 for an extensive restoration. RUF restored the bodywork to bare metal and replaced its original Guards Red finish with Ferrari Rosso Mugello. The transformation also included an engine rebuild, a RUF six-speed manual replacing the original Tiptronic automatic, and a redesigned interior featuring black bucket seats, leather and Alcantara, red carpeting, and RUF instrumentation. <- Gallery -> But apparently, one transformation wasn't enough, because the car returned to Pfaffenhausen again in 2024 for something considerably more ambitious. This time, RUF converted it into an RCT EVO, drawing on the RUF Carrera Turbo program introduced during the early 1990s. Its single-turbocharged 3.6-liter flat-six now produces 425 horsepower, sending power to the rear wheels through that six-speed manual. Interestingly, the factory 964 Speedster never featured a fixed ducktail spoiler, something this RUF conversion proudly wears. Its carbon-fiber engine cover introduces a more aggressive rear profile, complemented by lightweight carbon fiber bumpers, contrasting 19-inch five-spoke silver center-lock wheels, and carbon-ceramic brakes. Revised suspension uprights and new coilovers complete the mechanical upgrades, helping accommodate the substantial increase in performance. According to RUF North America, this is the only RCT EVO Speedster ever created, and although this example retains its Porsche chassis identity instead of a RUF W09 designation, its accompanying RUF Zertifikat documents the manufacturer's involvement, adding important provenance to an already unusual creation. Click the link below to view the complete listing, including additional photographs and pricing. View Listing Images: Graham Rahal Performance

By Sponsored Article – July 29, 2025

1998 RUF CTR 2 Sport: Broad Arrow’s 2025 Monterey Jet Cen...

Monterey Car Week is the pinnacle of automotive celebrations, and Broad Arrow invites you to join us August 13–14 for an unforgettable start to the week. From the glamour of Motorlux, hosted by Hagerty, to the fourth annual Monterey Jet Center Auction, these back-to-back events set the tone for what promises to be an exceptional Car Week. The two-day auction will feature 170 collector cars, including standout highlights such as the 1998 RUF CTR 2 Sport—a pinnacle of air-cooled performance estimated at $3,000,000 - $3,500,000. In the autumn of 1996, a celebration marked a milestone at RUF's Pfaffenhausen, Germany headquarters: the finalization of the CTR 2, exactly a decade after the debut of the original CTR “Yellowbird.” That car, so famously immortalized by Stefan Roser's fearless Nürburgring lap captured in the film Faszination, had transformed RUF from Porsche tuner to cult-status manufacturer. With its 211-mph top speed, the Yellowbird became the fastest car in the world at the time—and a tough act to follow. Yet under the leadership of Alois Ruf, they rose to the challenge. The CTR 2 would not only match the Yellowbird's wild ambition—it would surpass it in nearly every measurable way. Unveiled in 1995, the CTR 2 was the second generation of RUF's ultra high-performance line, developed with full manufacturer status granted by the German government. Furthermore, the CTR 2 was the first road-legal RUF model sold in the United States. Built on the Porsche 993-generation chassis, it was a ground-up reimagining of the 911's potential. The CTR 2 featured a race-bred 3.6-liter air-cooled flat-six engine inspired by the Group C Porsche 962. Tuned initially to 520 horsepower, the twin-turbocharged engine delivered 505 lb-ft of torque, propelling the car from zero to 100 km/h in just 3.6 seconds and to an estimated top speed of 217 mph. More than just fast, the CTR 2 was a true engineering showcase. For the first time in a CTR model, RUF offered all-wheel drive as an option. Rear-wheel drive remained standard, but the available AWD system with driver-adjustable front/rear torque bias offered unparalleled grip. The drivetrain was paired with a RUF-modified six-speed manual transmission capable of transferring the immense power and torque. Forged modular 19-inch magnesium wheels framed massive carbon-ceramic brake rotors, 14 inches in diameter front and rear clamped by RUF-green calipers. This marked an extremely early use of carbon discs on a production road car. Fade-free even under extreme heat, these brakes shaved an incredible 66 pounds from the car and delivered phenomenal stopping power: 126 feet from 60 mph and just 216 feet from 80 mph. The exterior styling marked a departure from RUF's traditional understatement. While based on the 993, the CTR 2's visuals were sharpened for both beauty and purpose. In fact, Alois Ruf is quoted as saying they could be “riskier with the design” when compared with the Yellowbird. Composite fenders and bumpers replaced steel to save weight. Wind tunnel–shaped side mirrors hugged the A-pillars. The rain gutters, long a structural necessity on 911s, were eliminated—made possible by RUF's integrated roll cage (IRC) that also bolstered crash safety and reduced wind noise. The showpiece, however, was the bi-functional rear wing. Not only did it generate critical high-speed downforce, but it also housed two air intakes—one feeding the airbox, the other channeling cooling air to the twin intercoolers nestled in the rear haunches. Inside, the CTR 2 was equally refined. Leather wrapped nearly every surface—dash, seats, doors, and console—lending to an upscale feel absent in most performance machines. Specially contoured seats offered increased lateral support, and amenities like air conditioning, power windows and mirrors, and even a premium stereo remained intact. RUF achieved the impossible: race-ready dynamics wrapped in grand tourer luxury. But even this wasn't enough for Alois Ruf. Determined to push the envelope further, RUF developed the CTR 2 Sport, a track-focused evolution of the standard car. Of the 29 CTR 2s produced, just 14 were CTR 2 Sports—lighter, wider, with a more powerful 580-horsepower engine, and even more exclusive. Wider fenders accommodated beefier brakes and tires, while the suspension was dialed in further for circuit use. CTR 2 Sports retained all the aerodynamic and mechanical advancements of their siblings but added an extra layer of intent. To prove its merit and further test the design, RUF entered two CTR 2 Sport prototypes into the grueling 1997 Pikes Peak International Hill Climb. Built to both FIA and Pikes Peak regulations, these wide-body Sports were piloted by brothers Steve and David Beddor. Unlike their competition, the CTR 2 Sports were not stripped-out specials—they were street-legal, tractable, and driven under their own power to and from the mountain. Steve Beddor qualified first overall and finished 2nd in the race, while David came 4th—losing only to a purpose-built, lightweight special. Ordered by the patriarch of the Beddor family, Frank Beddor, this rare 1998 CTR 2 Sport, stands apart even among its rarefied peers. Finished at RUF from a body-in-white chassis in June 1998, it is one of just 14 CTR 2 Sports and just one of only four selected with all-wheel drive. Beddor specified his new CTR 2 Sport in non-metallic Black over a Black leather interior. RUF offers a very high level of customization to its clients, yet Beddor's level was likely higher than most having hosted a wedding reception in Minnesota for Alois and his new wife Estonia! According to the clean CARFAX Vehicle History Report, the Beddor family retained the CTR 2 Sport until 2007 when it was sold to Richard Gundeck of New Jersey. Upgrades and cosmetic repairs were carried out at the RUF factory in Pfaffenhausen, Germany after the Sport was involved in a mishap while in transport. This refresh included the installation of a full green leather interior that covers the dashboard, integrated roll cage, steering wheel, seats, center console, shift knob, and interior door top rails and Bilstein PSS10 coilovers. These upgrades only further enhance the dual nature of the CTR 2 Sport: brutal speed balanced by genuine usability. After Gundeck's ownership, the car changed hands between two of the most prominent modern sports car collections in the world. Today, this rare RUF CTR 2 Sport is offered with just 16,679 miles at the time of cataloging along with a recent full service from RUF North America completed in July 2025. As is laid bare, the CTR 2 isn't just a sequel to the Yellowbird—it's a declaration of RUF's singular vision as a stand-alone icon born from a race-bred heart, refined with luxury and wrapped in carbon and Kevlar. Built in minuscule numbers and capable of running in front of the world's most exotic supercars, the CTR 2 remains a true superlative—one that continues to hold a revered place among those who value exceptional performance, bespoke build quality, and membership to a very exclusive club of RUF CTR pilots. From rare classics to modern supercars, 170 collector cars will be offered during this exciting two-day event. Visit broadarrowauctions.com to browse the full catalog and register to bid. View Listing For More Info

By Khris Bharath – July 10, 2025

This 1-of-1 Targa Heading To Auction Has One Thing No Por...

Back in the mid-1960s, fearing rollover risks, American safety regulators nearly killed the convertible. They floated a ban that would’ve spelled the end for open-top cars in the United States, which incidentally was also Porsche’s largest export market, coming off the immensely successful 356 Speedster. So, Porsche had to get creative, and in 1967, they introduced a compromise: the Targa, named after their string of victories at the dangerous Targa Florio road race on the island of Sicily, in Southern Italy. But unlike any car before it, the very first Porsche 911 Targa featured the now iconic silver roll bar, a removable roof panel, and most distinctively, a zip-out plastic rear window, which became known as the soft-window Targa. However, it didn’t last long as the materials of the time made that rear window stiff and brittle in cold weather. Eventually, Porsche replaced it with fixed glass after just two years. But for the brief period it existed, the soft-window Targa defined a new era of design and freedom. Today, it’s one of the most sought-after 911s in the Porsche world, as only 925 examples were made, which neatly brings us to this unicorn. It’s the only one like it, built not in Stuttgart but in Pfaffenhausen, home to the legendary Bavarian Porsche tuner RUF Automobile GmbH. 1967 Porsche 911 Targa Softwindow Porsche 911 Targa (Several Generations) Sitting quietly in Miami with just 6,907 miles on the clock, this is a 2011 RUF Rt Roadster coming up for auction on Broad Arrow at Monterey next month. It is a one-off commission that revives the soft-window Targa spirit in the body of a modern-day 997.2-generation 911 Turbo S, combining old-world nostalgia with new-age firepower. What makes this particular car so special isn’t just the fact that it is a 1-of-1, but it’s also how deliberately it resurrects a forgotten piece of Porsche history. Purists are well aware that between the 993 and 991 generations, Porsche didn’t make a true Targa; not in the classic sense, at least. No open-air experience. No rollover hoop. Just glass roofs and sliding mechanisms, and it appears that it didn’t sit well with a certain RUF client, who pitched an idea: build a real B-pillar-less Targa with an open rear, just like the old days, and RUF ran with it. The Targa hoop would be revived with the 991.1, but for this particular build, RUF engineered a completely new body based on the 997 chassis. The Rt Roadster features exposed rear quarter scoops that harken back to the air-hungry CTR3 and channel cold air into a heavily reworked, 3.8-liter twin-turbo flat-six that produces 650 horsepower. In terms of powertrain and drivetrain enhancements, we’re talking upgraded turbos, high-flow intercoolers, bespoke intake manifold and exhaust systems, a custom ECU map, and a recalibrated DCT with quicker shift mapping. Power goes to all four wheels via a PDK transmission, while carbon ceramic brakes and RUF-tuned suspension round out the underpinnings. In other words, this is a Targa soft-window reimagined, but with supercar muscle, one that the restomod scene has yet to catch up on. The 993 Speedster is now a reality, thanks to the likes of Gunther Werks, and Porsche itself has gotten in on the action with their one-off Sonderwüncsh commission for collector, Lucca Trazzi. Coming back to the RUF RT Roadster, this bespoke chassis rides on center-lock wheels, with the bodywork finished in a distinctive kaleidoscopic Chroma Flash Hologram Matt exterior paint finish that shifts color depending on light. The dark grey matte roll bar and 19-inch forged center-lock wheels complement the visual drama, while yellow RUF-branded calipers clamp down on carbon ceramic discs. Inside, it’s no less dramatic: red leather, silver contrast stitching, sporty carbon bucket seats, Chromaflair trim, and bespoke red leather luggage straps complete the cabin. A BOSE surround sound system and touchscreen nav round out the creature comforts. According to its RUF Zertifikat issued in June 2024, this car retains its original drivetrain and comes with full service records, two keys, manuals, and a clean CARFAX. The last documented mileage before consignment was 6,907 miles, and it most recently received fresh tires, new blinkers, a fluid flush, and a front bumper respray from RUF North America. The car made its public debut at Rennsport VI in 2018 and was later also featured in MotorTrend. "I am always looking from the emotional side of things, especially with the soft rear window Targa,” Alois told MotorTrend. Since then, it’s remained in the hands of its original owner, until now that is. This RT Roadster isn’t just rare. It’s singular. No other RUF, or Porsche for that matter, has ever replicated this exact configuration. With a matching engine, transmission, and exhaust, and original paint and interior in pristine condition, this is the kind of car collectors yearn for, and for those who know their history, this car is of immense significance. The original 1967 soft-window Targa was born from U.S. regulations and was powered by a modest 160 horsepower engine in a 2,300-pound chassis. It introduced the roll bar and the removable rear window, and in doing so, created an icon. This RUF doesn’t replicate that history, but it certainly reawakens it with four times the horsepower and a body shaped by master craftsmen. While it may not have the Porsche badge on the nose, make no mistake: this car is part of the lineage. View Listing View All RUFs For Sale " width="680">

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