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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

New 2027 Ford Mustang Dark Horse SC Convertible Is The Most Powerful Open-Air Mustang

By Tyler Rampersaud – August 14, 2026

Ford Unveils The New Mustang Dark Horse SC Convertible

With the latest generation of the Ford Mustang came a new high-performance nameplate: Dark Horse. Whether it’s the GT3 race car, the GTD flagship, or the Dark Horse, Ford has recently transformed the Mustang from an iconic pony car into a world-class performance lineup. Earlier this year, Ford upped the ante even further, unveiling the Dark Horse SC, which, with a 5.2-liter supercharged V8 that boasts an impressive 795 horsepower, sits between the Dark Horse and the multi-six-figure GTD. Now, Ford has just unveiled yet another new Mustang, this time offering a convertible variant of the Dark Horse SC, combining the SC’s immense power and high-performance engineering with open-air thrill. It’s the first new high-performance Mustang convertible since 2013, and Ford’s announcement of the new car also boasts that it’s the most powerful open-air Mustang yet. Its 795 horsepower comes along with 660 lb/ft of torque, sent through a seven-speed dual-clutch automatic transmission, and the new 2027 Ford Mustang Dark Horse SC Convertible features a MagneRide suspension that is tuned for the street rather than the track. <- Gallery -> With the top down, the supercharged V8 sound experience is even further enhanced compared to the coupe, making spirited cruising a pleasure. Taking full advantage of top-down style, the Dark Horse SC Convertible features a new Precision Purple Metallic exterior color, a special brake caliper color, and an interior in Black Onyx and Space Grey. Setting a new benchmark for top-down performance within the Ford Mustang lineup, the new Ford Mustang Dark Horse SC Convertible is a high-performance masterpiece with open-air thrill. Made for the 2027 model year, orders are opening this fall, with the first cars set to arrive at dealer showrooms in spring 2027. View All Ford Mustang For Sale Image Source: Ford

By Jordan Aquistapace – July 04, 2026

Own An American Icon: The Best Ford GTs For Sale

The Ford GT has proudly impacted the automotive world as a winning example of American ingenuity and performance. Born from the fierce rivalry with Ferrari at Le Mans in the 1960s, the Ford GT forced its name into racing history while setting new benchmarks in automotive design and engineering. The GT40's legacy continued with consecutive Le Mans wins from 1966 to 1969, cementing its status as a racing legend. Fast forward to the 21st century, the Ford GT re-emerges as a nod to its glorious past and modern engineering excellence. With its aerodynamic design, carbon-fiber construction, and powerful EcoBoost engine, the contemporary GT continues to honor its heritage by excelling in endurance races, showcasing Ford's commitment to performance. Today, the Ford GT and its four generations continue to skyrocket in value as collector-grade examples amongst passionate American muscle car collectors and enthusiasts. The Ford GT's influence extends beyond the racetrack. It has inspired generations of sports cars, emphasizing aerodynamics, lightweight materials, and power efficiency. Its impact on the automotive industry is undeniable, pushing boundaries and inspiring innovation. In essence, the Ford GT is more a symbol of American automotive greatness and a pinnacle of innovation. Its legacy in motorsports and its influence on car design and engineering continue to shape the future of the automotive industry, making the Ford GT a true American icon. View all Ford GT examples currently for sale on duPont REGISTRY by clicking the link below. All Ford GT Inventory How many Ford GT generations are there? There have been three generations of the Ford GT in production. The first generation was produced from 2005 to 2006, with 4,038 examples being produced over the course of those two years. Is the Ford GT a supercar? Yes, the Ford GT is absolutely a supercar. What's more, it holds a special place as being a true American supercar. With plenty of power and an aggressively sleek design, the Ford GT checks off all of the boxes for what a supercar should be. Is the Ford GT still in production? As of December 16, 2022, the Ford GT is still in production. However, the final special edition was recently announced and the current-gen Ford GT's production will be winding down soon. Will there be a third-generation Ford GT? There has been no confirmation of a third-generation Ford GT, but Ford does state that the second-generation model is the "current gen." Some could take this as a sign that a future-generation Ford GT will be coming. Is the Ford GT40 a GT? Technically speaking, the GT40 is a completely separate model from the GT. While the design DNA between the GT40 and GT are similar, the original Le Mans race car of the 1960s. This is why there are two generations of the Ford GT, and one of the GT40. That being said, there were multiple "Versions" of the original GT40. 2006 Ford GT View Price & Listing 2019 Ford GT View Price & Listing 2019 Ford GT Heritage Edition View Price & Listing 2006 Ford GT View Price & Listing 2020 Ford GT Carbon Series View Price & Listing 2005 Ford GT View Price & Listing 2022 Ford GT View Price & Listing 2005 Ford GT View Price & Listing 2020 Ford GT Carbon Series View Price & Listing 2005 Ford GT View Price & Listing

By Khris Bharath – June 18, 2026

Cape Advanced Vehicles Unveils GT MkII on the 60th Anniversary of Ford's Historic Le Mans Sweep

Exactly 60 years after the Ford GT40 delivered its historic 1-2-3 finish at the 1966 24 Hours of Le Mans, one of the most established names in GT40 recreation has unveiled a modern interpretation that looks beyond nostalgia. Earlier this month, we reported on Cape Advanced Vehicles' plans to reveal a ground-up successor to the GT40. The South African manufacturer has pulled the covers off the GT MkII earlier today, a new flagship that replaces its long-running production GT and represents the most ambitious project in the company's 27-year history. <- Gallery -> While its proportions remain unmistakably linked to the original endurance racer, the GT MkII introduces a substantially different approach beneath the surface. Built around an aluminum and carbon-fiber structure, the new model combines heritage-inspired design with the technology and safety systems expected from a modern supercar. Power comes from a 4.2-liter twin-supercharged V8, a deliberate nod to the displacement that helped define the GT40's racing legacy. Unlike many continuation-style projects that prioritize period correctness above all else, CAV has engineered the GT MkII to deliver modern usability alongside its historic inspiration. This means active aerodynamics, all-wheel drive, anti-lock brakes, electronic stability control, traction control, airbags, and a semi-automatic transmission all form part of the package. The result is a car designed to retain the visceral character associated with the GT40 while offering the confidence and accessibility of a modern high-performance machine. The debut also marks the launch of the GT MkII 60th Anniversary Edition, a commemorative series limited to just 40 examples. The first specification revealed is finished in Miles Blue Metallic, which will account for only 20 units of total production. According to CAV, these anniversary cars receive additional performance enhancements beyond the standard GT MkII, along with bespoke detailing that incorporates precious metals and authentic historical artifacts. Two further anniversary editions, each produced in even smaller numbers, are scheduled to follow. For a company whose name traces its origins to Ford Advanced Vehicles, the organization responsible for producing the original GT40 race cars, the GT MkII represents more than a replacement for an existing model. It is CAV's clearest statement yet on what a modern GT40 successor can be. View All Ford GTs Ford Sale Images: Ford, via @capeadvancedvehicles

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