From The Magazine

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

A silver Mercedes-Benz G-Class SUV, a true Mercedes icon, is parked on a paved road with rocky hills and greenery in the background.

By Gabriel Vega – May 15, 2025

A Mercedes Icon, Electrified

With four electric motors and 579-HP on tap, the G-Wagen is a technological powerhouse, but it’s a Geländewagen first. There are few luxury buyers more particular than G-Wagen owners. The Rolls-Royce and Pagani crowd certainly compare, but nothing else will do for those who’ve fallen under the G’s spell. There's a good reason for the fanaticism. Even as the luxury off-roader market swells, the Geländewagen remains the most characterful. From its boxy shape to its upright driving position, even down to its doors’ satisfying sound as they lock into place, the G’s cult following isn’t accidental. Yet this heightened level of fanaticism creates a unique problem for Mercedes-Benz. Given the current regulations sweeping across Europe, the German carmaker has to build an electric variant of what is arguably the model most closely associated with its brand. However, as vehicles such as the EQS demonstrate, the three-pointed star isn’t afraid of taking risks with radical new designs, but as that car has also proven, big changes don’t always result in big sales. The 2025 Mercedes-Benz G580 with EQ Technology, its name a result of the marque partially ditching the “EQ” moniker in favor of the numeric designations it’s used for years, is the first-ever electric G-Wagen. However, it’s unlike any Mercedes EV before it in that it doesn’t dive headfirst into the future by completely ditching the past. It rides on a modified version of the ladder-frame platform that underpins the refreshed W465-generation truck, itself largely a carry-over from the W464-gen that debuted in late 2021. Despite mainly being used as a luxury SUV, the G580’s retention of this ladder frame design means that going electric doesn’t come at the cost of off-roading prowess. Its battery, a pack with a 116 kilowatt-hour usable capacity, sits sandwiched within the frame to save space. Mercedes-Benz encased it in a torsion-resistant cage to protect it, allowing you to confidently tackle an off-roading trail worry-free. Additional underbody protection exists to ensure that this $162,650 ($192,690) offroader always comes home intact. Four electric motors, one for each wheel, deliver a substantial output of 579 horsepower and 859 pound-feet of torque. Each is paired with its own transmission, and despite lacking traditional locking differentials, it achieves the same effect via its torque vectoring system. This setup also enables its G-Turn mode, which allows you to complete a full rotation on the spot, a helpful trick if you find yourself on a trail unable to proceed forward. Yet while its 4.6-second 0-60 mph time is rapid for a vehicle that weighs 6,746 pounds, 1,102 lb more than a Rolls-Royce Phantom for those keeping score, the range-topping G63 is still king thanks to its even quicker 4.2-second time. In the real world, however, the EV feels like the swifter sibling, thanks to the instant response of its powertrain. Despite its weight, its excellently tuned dampers mean you don’t feel its extra heft in most scenarios. And like the broader W465-generation range, its ride is more compliant than previous models, achieving near Range Rover ride quality. Of course, the G’s quirks remain, such as a tall-riding body that leans hilariously and an upright driving position that makes you feel like you’re sitting more on the G than in it. Yet herein lies its greatest strength. The G580 might be a technological powerhouse, but it’s a G-Wagen first. If you don’t catch its slightly smoothed-out grille, cladded A-pillars, or slightly flared wheel arches, you’d be hard-pressed to tell that you’re not looking at its gas-powered twin. Its steering remains heavy, its doors require a proper closing slam, and its interior space is unchanged. There are some drawbacks, of course. Its EPA-estimated 239-mile range falls well short of the tri-motor R1S’s 371-mile figure, despite the Rivian producing significantly more power at 850 hp while offering comparable off-roading chops. The G’s 400-volt architecture means it’ll charge at a maximum of 200 kilowatts, taking 32 minutes to jump from 10 to 80%, and some of its regenerative braking settings could use some fine-tuning as coming to a smooth stop can be challenging. For those for whom only a G-Wagen will do, the G580 nails the fundamentals of what makes a great electric vehicle. Its adoption of batteries doesn’t diminish its character. Regardless of the setting, it feels like a Geländewagen first and an EV second. One of the criticisms most often directed towards EVs is that their character is diminished by ditching their internal combustion powerplant. Yet, as the first electric Geländewagen demonstrates, the personality that built its cult-following lives on. Stats: Motors: 4, one by each wheelBattery: 116 Kilowatt-hourRange: 239 Miles EPAWeight: 6,746 Pounds0-60 MPH: 4.6 SecondsBase Price: $162,650As-Tested Price: $192,690

By duPont REGISTRY – May 14, 2025

EarthRoamer: The Pinnacle of Off-Grid Luxury Travel

In an era where delayed flights, congested highways, and crowded hotels have become the unfortunate norm, luxury travelers are increasingly seeking new, innovative ways to explore the world on their terms. Enter EarthRoamer—an extraordinary breed of luxury expedition vehicle that has reshaped the concept of high-end adventure travel. Since its inception in 1998, EarthRoamer has built over 425 vehicles that combine unrivaled comfort, exceptional off-road capability, and unmatched independence from traditional travel limitations. The late Bill Swails, founder of EarthRoamer, envisioned a vehicle capable of traversing the globe's most remote destinations without sacrificing comfort or convenience. His passion led to the creation of EarthRoamer's exceptional lineup, including two flagship models, the LTx and the SX. Each vehicle is meticulously handcrafted by a dedicated team of over 110 skilled artisans in Dacono, Colorado, ensuring superior craftsmanship and attention to detail. What truly sets EarthRoamer apart is the innovative integration of luxury and rugged capability. Each vehicle features a monocoque constructed, vacuum-infused carbon fiber body, an engineering marvel that weighs less than 1,200 pounds. This innovative construction includes a structural foam core, providing incredible insulation and strength without compromising weight. As a result, EarthRoamer vehicles offer unmatched durability and thermal regulation, effortlessly maintaining comfortable living conditions from extreme lows of -20 degrees Fahrenheit to sweltering highs of 120 degrees Fahrenheit. Both the EarthRoamer LTx and SX models come equipped with sizable 43-inch military-grade tires on beadlock wheels. They can comfortably cruise at highway speeds of 75 mph while maintaining impeccable off-road performance. Coupled with air-ride suspension that allows independent adjustment of each wheel or axle, these vehicles offer superior ground clearance and effortless leveling, an essential feature for remote campsite setup. EarthRoamer's commitment to self-sufficiency in the wilderness is evident through its diesel-solar hybrid system. A massive rooftop solar array generating 1,480 watts feeds an impressive 18,000-watt-hour lithium-ion battery bank. This design eliminates the need for propane or noisy generators, ensuring owners enjoy a peaceful and hassle-free adventure, no matter how remote the destination. Adding another layer of convenience and luxury, EarthRoamers are equipped with integrated Starlink satellite internet. This technology guarantees connectivity even in the most secluded locations, enabling adventurers to stay in touch with the outside world, stream entertainment, or conduct business virtually anywhere on the planet. Sure, you may not want to work when out in the sticks, but in the off-case you have to, this setup has you covered. Inside an EarthRoamer, owners experience comforts comparable to a luxury residence. The interiors boast premium hardwood cabinetry, plush fabrics, granite or quartz countertops, and state-of-the-art appliances, including an Invisacook induction cooktop and up to 10 cubic feet of refrigerator and freezer space. A spacious and inviting interior stands 6-foot 10-inches high and features amenities such as a California King master sleeping area, a convertible rear dinette providing additional sleeping arrangements, a full wet bath with a shower, and ample storage solutions. There are also optional features like a central vacuum system and an elegant wine rack. Technologically sophisticated and comfortable, EarthRoamer vehicles include dual touchscreen master control centers, a 42-inch Smart LED HDTV, and frameless, flush-mount glass windows, each adding to the vehicle's streamlined aesthetic and panoramic views. Onboard air compressors and four air chucks enhance practicality and ease of use, making tire adjustments effortless. Beyond their undeniable luxury and engineering prowess, EarthRoamer vehicles boast impressive endurance. With a fuel capacity of 95 gallons, each EarthRoamer can travel up to 1,000 miles between fill-ups. Moreover, large-capacity water tanks—100 gallons fresh and 40 gallons gray—ensure self-sufficiency for extended off-grid journeys. Owners of EarthRoamer vehicles have ventured into some of the harshest environments imaginable, amassing hundreds of thousands of miles and countless nights spent in rugged yet comfortable solitude. From the expansive wilderness of Alaska's backcountry to the pristine beaches of Baja, EarthRoamer enables the exploration of regions inaccessible by traditional means, redefining luxury adventure travel. Whether navigating challenging trails, savoring solitude beside a remote mountain stream, or enjoying sunset views along secluded coastlines, EarthRoamer represents the pinnacle of off-grid luxury, empowering travelers to forge their own paths in unparalleled comfort.

Modern glass-walled house with outdoor seating and a pool, set against a backdrop of green lawn, trees, and a mountain under a clear blue sky.

By Jordan Aquistapace – May 13, 2025

Outdoor Mountain Living In Aspen

Properties like this provide a peaceful retreat from the pace of everyday life. Tucked away in the picturesque background of Aspen, 9 & 17 Ullr Way is a serene retreat that combines modern design with the beauty of the outdoors. Sitting on nearly three acres along the Roaring Fork River, the property offers privacy, space, and a seamless connection to nature. Designed by Turkel Design and completed in 2022, the home embraces open-concept living with floor-to-ceiling glass walls that welcome breathtaking panoramic views from sunrise to sunset. Whether it's the snow-covered mountain peaks of winter or the vibrant greenery in summer, the changing Colorado seasons become part of everyday life for those in search of luxury outdoor living. Inside, the 6,410-square-foot home is designed with both comfort and functionality in mind, showcasing an expansive four-bedroom and six-bath layout for the whole family. The southeast-facing primary suite is the highlight of the home, with endless views of Independence Pass and a quiet escape from city living. A large open loft space adds versatility, whether used as a home office, library, or additional lounge area. The open kitchen, great room, and dining area create a natural flow, bringing family and friends together while taking full advantage of the surrounding landscape. High-end finishes and thoughtful architectural details make the home feel modern yet inviting, striking the perfect balance between elegance and warmth. Outdoor living is where this property truly shines. Expansive snowmelt decks and a heated dining terrace extend the living space, making alfresco dining a year-round pleasure. A custom wood-burning oven is perfect for everything from pizza nights to open-flame grilling, adding a rustic yet tasteful touch to an already entertaining space. The sunlit pool and copper hot tub provide a relaxing spot to unwind, no matter the season. Meanwhile, the sprawling flat lawn offers plenty of space for outdoor activities, with plenty of lounge seating to take in the peaceful sites and sounds of the Roaring Fork River. In addition to the main residence, the 2.9-acre property comes ready with the option to expand even further. With entitlements in place for a second 6,500-square-foot home, there's potential to create an incredible private compound for the ultimate getaway. Its pristine landscape, mature trees, and proximity to protected National Forest land make it an ideal setting for those seeking seclusion and a strong connection to the outdoors. Whether as a full-time residence or a seasonal vacation home, 9 & 17 Ullr Way welcomes the opportunity to experience the best of Aspen living, where nature and modern comfort come together in perfect harmony.

By Jordan Aquistapace – April 14, 2025

New Year, New Watches

The watch industry never stops evolving, and 2025 is bringing some seriously impressive innovations to the world of haute horology . Whether it’s ultra-thin movements, wildly new lightweight materials, or smart-mechanically-driven hybrids, watchmakers are pushing the limits of what’s possible. Sustainability is also a big focus as it trends amongst the biggest names in the industry, with brands finding ways to use eco-friendly materials without sacrificing style or precision. From sleek titanium cases to bold color comboinations, the new year’s releases are proving that traditional watchmaking can still feel fresh. One of the biggest trends this year is the use of state-of-the-art materials and highly-complex manufacturing processes. Hublot’s Big Bang Tourbillon Automatic Green SAXEM is all about bringing together futuristic looks and tough durability, while Richard Mille’s RM 16-02 Extraflat takes ultra-thin movements to the next level with inspiration from its first model. IWC’s Big Pilot’s Watch Shock Absorber XPL, designed with Mercedes-AMG PETRONAS and Toto Wolff, is built to handle serious impact—perfect for the collector who wants a rugged yet refined timepiece for everyday use. These watches show how brands are mixing old-school craftsmanship with inspiration from other areas outside the wonderful world of luxury watches. As for some of the standout releases so far, the Girard-Perregaux Laureato Aston Martin Edition brings automotive-inspired style to the wrist, while the Bell & Ross BR-03 ASTRO offers a truly unique look and feel with its space-age vibe. Tudor reimagines a classic in the most vibrant way possible with the Black Bay Chrono ‘Flamingo Blue,’ adding a fresh pop of color to a series that already shows of a stylish pink version. And for those who love a little extra flair at no cost, the Zenith Chronomaster Sport Rainbow delivers a luxurious mix of color with a gem-set bezel while honoring its serious watchmaking roots with a world-renowed movement. Whether you’re into bold statements or timeless looks, there’s something for everyone this year. With so many exciting releases, 2025 is shaping up to be a year full of fresh ideas in watchmaking. In addition to cutting-edge tech and ingenious new designs, these watches prove that horology is anything but normal. It’ll be interesting to see how these trends shape collecting in the years to come. Bell & Ross BR-03 ASTRO Price: $4,800 Bell & Ross reaches new heights with its latest BR-03 Astro, a watch evocative of the cosmic universe. By placing Earth at its center, surrounded by the Moon and Mars, Bell & Ross pays homage to the blue planet and offers a fresh perspective on its watchmaking expertise. Learn More Girard-Perregaux Laureato Aston Martin Edition Price: $22,700 Girard-Perregaux The Girard-Perregaux Laureato Chronograph Aston Martin Edition blends automotive inspiration with fine watchmaking. Its iridescent green dial, created through a 14-step process, reflects Aston Martin’s racing heritage. A lightweight titanium case, skeletonized hands, and an in-house GP03300 movement complete the design, all paired with a polished and brushed stainless steel bracelet. Learn More Hublot Big Bang Tourbillon Automatic Green SAXEM Price: $231,000 Hublot Hublot’s Big Bang Tourbillon Automatic Green SAXEM turns heads with its striking emerald-green case, made from ultra-durable, space-grade SAXEM. The open dial reveals Hublot’s MHUB6035 movement, featuring a gold micro-rotor and a mesmerizing tourbillon at 6 o’clock. A matching green rubber strap completes this bold fusion of tech and style. Learn More IWC Big Pilot’s Watch Shock Absorber XPL Toto Wolff x Mercedes-AMG PETRONAS Formula One™ Team Price: $102,000 IWC Schaffhausen IWC’s Big Pilot’s Watch Shock Absorber XPL Toto Wolff Edition brings F1 toughness to the wrist. Built with a shock-resistant Ceratanium case, PETRONAS green accents, and a 120-hour power reserve, it’s made for action. Limited to 100 pieces, it even features Toto Wolff’s signature on the sapphire case back. Learn More Richard Mille RM 16-02 Extraflat Price Upon Request Richard Mille The Richard Mille RM 16-02 brings a fresh take on a classic with its sleek, downsized rectangular case in titanium or Terracotta Quartz TPT. The skeletonized movement keeps things lightweight and open, showing off the brand’s signature craftsmanship in a bold, modern design that stays true to its roots. Learn More Tudor Black Bay Chrono ‘Flamingo Blue’ Price: $5,875 Tudor Tudor’s Black Bay Chrono gets a fresh look with the new Flamingo Blue edition, featuring a bold turquoise dial with black sub-dials. Housed in a 41mm steel case, it runs on Tudor’s in-house MT5813 movement. Finished with a five-link bracelet, it’s a vibrant take on a classic chronograph. Learn More Zenith Chronomaster Sport Rainbow Price: $112,100 Zenith Watches The Zenith Chronomaster Sport Rainbow blends bold design with exceptional craftsmanship, housed in an 18k white gold case. Its bezel is adorned with 50 baguette-cut gemstones, including 40 sapphires and 10 diamonds, arranged in a vibrant rainbow. The black lacquered dial features Zenith’s signature tricolor chronograph counters. Learn More

A jubilant person in team attire, perhaps celebrating a McLaren F1 victory, sprays champagne from a bottle on the platform.

By Charles Bradley – April 11, 2025

Secrets Of Success: An Interview With McLaren F1 CEO Zak ...

Words from the man himself. When Zak Brown joined McLaren Racing ahead of the 2017 Formula 1 season, the famed team was struggling, finishing next to last in the Constructors' Championship. Seven years later, they claimed the prestigious title together. In this exclusive interview, Brown reveals how McLaren rose to the top—and why he believes the company’s automotive division is on a similar road to glory. Lando Norris, McLaren F1 Team, 1st position, and Zak Brown, CEO, McLaren Racing, celebrate after the race dR: When duPont REGISTRY’s first issue came out in 1985, McLaren was the reigning F1 World Constructors’ Champion and went on to repeat the feat. Forty years later, you’re champions again, can you get the job done again this year against Red Bull, Mercedes and Ferrari? ZB: We are going to give it all we've got, of course. We're coming into the season feeling confident, but not cocky. That would be a dangerous place to be in the sport. I think we've proven how quickly our sport can change, so for us to sit here and think others can't achieve the same would be quite an arrogant view, so we are working extremely hard. We think we've made nice progress on our race car over the winter, no really big rule changes, so there's no reason why we shouldn't pick up where we left off. But where we left off was Ferrari was quicker than us at some tracks, they were very strong, Mercedes won four races and Red Bull won a lot of races, so I think it's gonna be an epic season of racing again—that am I confident of! dR: What is the priority this year, to repeat the Constructors’ title or chase the Drivers’ crown with either Lando Norris and Oscar Piastri? ZB: All of the above, because if we can get our drivers to finish first and second in points, then I'm confident the Constructors’ title will come our way! Obviously, there’s always been a lot of chat, with what happened in the second half of last year, but we're starting the season afresh, everyone's on zero points. Everyone's always treated equally, but obviously, if you find yourself like we did last year where you have a driver that is mathematically in it for the championship, and the other isn't, then you start having those discussions. And I think that was one of the challenges we had last year, because where lots of people were suggesting what we should and shouldn't do from their couch, the reality was that Oscar was never that far away from Lando. As I describe it, we have two number one drivers, and I guess it’s easier for some teams to just favor one driver, but that maybe costs them the F1 Constructors’ Championship, versus us who wanna treat both drivers the same, which then is great for the Constructors’ Championship. World Copyright: Murenbeeld/LAT Photographic dR: McLaren has made impressive strides in Formula 1 under your watch. What key decision or major change do you attribute to this turnaround? ZB: People and leadership, of course, lots of great sponsors, which help fund our team and got us new wind tunnels. Ultimately, to be successful in F1, everything must come together. But it starts with people. The story I tell is that the car that we delivered in the start of 2023, which was arguably the worst on the grid, was pretty much produced by the same 900 folks that delivered us the car that won the World Championship last year. The difference was the leadership: Andrea Stella, Pete Prodromou, Rob Marshall, Neil Houldey, and Mark Temple. Of our technical director team, only one of those that I just mentioned were new. The others were put in different positions, so really what Andrea did was figure out how to get the most out of the people that we already had, and so that was all just great leadership by him. It's amazing what the right people in the right place with the right leadership, what they can accomplish, and that's been the single biggest difference. dR: How has the F1 team’s performance helped rebuild McLaren’s reputation on the global stage? Has that aided your ability to attract more investment and sponsorship? ZB: I think I’m fortunate that McLaren had the brand and reputation already, so even though, when I entered, it wasn't living up to its brand and reputation, you know it's kinda, when the New York Yankees aren't winning, they're still the New York Yankees! So, I was able to trade off of our history, if you'd like, and get good people believing on our, we call it a quest, the journey is getting like what you did to get to work today. A quest is flying to the moon, so I think winning the world championship is not a journey, it's a quest. We got people to believe in our brand and our drivers, and then the commercial momentum started well before the championship, which has just turbocharged it, as you can imagine. That obviously elevates the brand's prestige. McLaren dR: How does McLaren leverage its F1 success to boost automotive sales? ZB: It's great for our road car business. Obviously, there's been recent news about a new partner coming in from Abu Dhabi, which is great. I think Michael Leiters is doing a wonderful job, but that's a business that takes so much time to change. A race car is being developed a year in advance, whereas road cars are being developed three, four, five years ahead. I feel like Michael's fingerprints are on the business now, so I think we're now seeing products coming out that are Michael's products, versus when he came in, when he kind of had what I had, which is kinda cleaning up what he's walked into, and that takes even longer in an automotive business. I think he's doing a great job, I think products are great and then, of course, the timing of our on-track success, you can see the energy that creates with his dealers and his customers. dR: What’s your favorite McLaren road car, and how does it reflect the spirit of the F1 team? ZB: To me, it’s the P1. Awesome car, ahead of its time – it had DRS! I don't know if any other cars do now, but it had DRS in 2014. It's a good 10 years old now, a hybrid with advanced battery technology, so I think our P1 screams of Formula 1 tech, and it sounds amazing. Love the turbo wastegate. Unbelievably fast, looks awesome, it's just a race car for the road. McLaren dR: What’s your long-term vision for McLaren as both a racing powerhouse and a luxury performance car brand? ZB: I'm more of a fan of the car brand, I don't have a responsibility for it, that’s Michael’s division, but we collaborate immensely with them, and I think we’ve got fantastic products, and we keep doing what we do and leading the way. I think our Speedtail was awesome, I think the W1 is amazing, and I believe we’re building the most awesome, technically advanced, sophisticated, high-performance sports cars. From the racing side, we’re focused on winning in Formula 1, we're winning races in IndyCar but I'd love to win the championship, plus the Indy 500, and then if Le Mans does come knocking, we're the only team who's ever won the Triple Crown . And then, no one in the history of motorsports, to my knowledge, has won the Formula 1 World Championship, IndyCar Series, and World Endurance Championship. Wouldn't it be cool for McLaren, who've achieved a lot of firsts in this world, to not only repeat the Triple Crown, but win all three championships, which has never been done before? It requires us to be in all three series, which we're not yet fully committed to, but, you know, if I had a dream, that's my dream.

A sleek Maserati sports car races along a highway with mountainous scenery in the background under a clear blue sky.

By Gabriel Vega – April 10, 2025

Maserati’s GT2 Road Racer

Maserati's first limited-run special since the Enzo-based MC12 may have racecar looks; what it does well on a track, it does better on the road. The delta between a road car and a purpose-built track machine is more often a spectrum than a gap. Porsche markets its GT3 and GT3 RS as circuit-ready machines, even if the latter is far more hardcore than the former. Think of the SF90 Asseto Fiorano versus the SF90 XX in Ferrari terms. Although one could make a compelling argument that any supercar should be track-worthy, I'll stick to the specials for brevity. Last year, during The Quail A Motorsports Gathering in Monterey, Maserati pulled the covers on its first limited-run special since the Enzo-based MC12. Yet, the Maserati GT2 Stradale shows its hand long before you step into its Sabelt carbon buckets, strap in your four-point harness, or peer through its raked windshield at its vented hood and fenders. Its name drops all reference to the MC20 supercar that serves as its base while simultaneously aligning the Stradale with the championship-winning GT2 racecar with which it shares a name. As I stand by the pits at the Circuito Ascari in Málaga, Spain, watching a GT2 barreling towards the uphill section that makes up turns one and two, I'm left wondering: is the Stradale a proper track car or just an MC20 in a borrowed racing suit? I unfortunately have to start with an apology. As long of a circuit as Ascari is in its complete configuration, throwing 26 corners at you in just under 3.4 miles, my time on it is scheduled to be frustratingly brief. Maserati's itinerary only allows for a total of eight laps over two stints for a total of around 20 minutes on track. I'll be learning the GT2 and Ascari simultaneously. Long before I ever throw a helmet on, Maserati points me into one of the open garages where a GT2 Stradale sits next to the racecar that inspired it. Although inspired is the wrong word, given that the same engineering and design teams developed the pair in tandem. With the two side by side, the visual ties between the road car and the racer are unmistakable. Both GT2s sport widened shark nose grilles, vented hoods, louvered fenders, enlarged side intakes for improved cooling, and enormous adjustable swan-neck wings. The Stradale just shrinks the racecar's components to road car size. However, built by such a style-focused brand, you can bet that Maserati gave it a boomerang-style spoiler as much to achieve its peak 1,102-pound downforce figure as for dramatic effect. Whereas the MC20 wears an elegant and subtle aesthetic, the GT2's visual presence creates a more lasting impact. It's just more exciting to look at. Even if its aggressive aero, forged 20-inch center-lock wheels, and matte carbon panels end up being no more than racecar cosplay, at least it's a sharp-looking costume. As Maserati's engineers rattle off stats with my time on track approaching, my expectations for the GT2 Stradale only increase. It shaves 132 pounds over a standard MC20 through a strict carbon fiber diet while its spring rates rise by eight and ten percent front to rear. Meanwhile, its 3.0-liter V6 sports revised turbochargers and new exhaust manifolds to support higher boost pressure, upping its output to 631 horsepower and 531 pound-feet of torque. An optional $13,750 Performance Pack fitted to my test car swaps the GT2's ventilated steel brakes for upsized carbon ceramics, wraps its center-lock wheels in semi-slick Michelin Cup 2R rubber, and trades a mechanical limited-slip differential for an electronically controlled unit in the rear. To capitalize on this new hardware, the pack adds four adjustable sub-modes within the top Corsa setting, allowing you to dial further your traction control, stability control, e-LSD, and ABS settings. A call from the clipboard-wielding woman in charge of corralling my group means it's time to get in the car finally. As if the two hours of standing around before my 20 minutes on the circuit wasn't bad enough, I soon learn I'll be chauffeuring an instructor the whole time. So much for those hard-fought weight savings. Shortly after exiting the pit lane, a small crest drops us into turns three and four, also known as "The Screw." Even with such a short stint ahead, the vocal instructor insists that I start and stay in Sport mode, the middle of three core options if you don't count the superfluous Wet setting. While this slightly firms up this car's dampers, quickens shifts, and relaxes its stability control system, it instantly becomes apparent that it's not up for track duty. Tipping the scales at a claimed dry weight figure of 3,009 lb (closer to 3,200 lb with fluids), the Maserati GT2 Stradale is light even by modern supercar standards. Yet even this featherweight squats under acceleration and dives under heavy braking in its Sport setting. The nose dips so much that the Stradale's carbon splitter eventually makes contact with the tarmac below, shedding precious layers of clear coat. With my first ten minutes on track gone in what feels like 60 seconds, I'm back in the pits, tailing an engineer to ask about this car's softly sprung nature. The answer is telling. At its core, the GT2 Stradale inherits the racecar's carbon tub structure, a chassis that the racer borrows from the MC20. As such, the Stradale's dampers carry over from the MC20 with no physical updates, just recalibrated software. Only its springs are new, being slightly firmer, taller, and sporting a wider diameter. When asked why this car's suspension wasn't stiffened further, the engineer pointed out that the GT2 Stradale doesn't need to be firmer due to its chassis' high torsional rigidity and lack of excess weight. However, as I'm still within sight of a front splitter with exposed carbon fibers shimmering under the Spanish sun, that's a difficult reality to accept. The woman with the clipboard hollers, and I'm back in the car, strapping my harness and settling into its carbon buckets. The instructor says we're in the top Corsa mode next. I try not to sound too excited at the prospect of properly driving the car I flew halfway around the world to experience. We set off, but the excitement doesn't last. As I try to pick up the pace, my passenger chimes in for me to upshift midway through the rev range. With peak power not coming on until 7,500 rpm, tugging the column-mounted paddle at 4,500 rpm seems like a waste. The instructor insists. Even as we come on to the final straight, blasting by the pits, the call to upshift early comes again. By the time I roll back into the pits at the end of this second stint, I'm mentally drained from juggling a new track, the GT2, and a constant stream of directions. Just as I get ready to talk away, feeling as if I've learned nothing, Maserati North America's generous head of communications informs me that he's secured me a third session, this time all on my own. As the writer in the car ahead reaches the track's midpoint, I get the green light to set off for the final time. Instantly, the single-passenger GT2 Stradale feels quicker on its feet. Freed to pick up the pace, I push at full throttle down the first straight, this time clicking up a gear only when the steering wheels shift lights fully illuminate. The GT2's acceleration is, to use the correct term, batshit quick. It may generate 40 fewer horses than an Artura, but the GT2's acceleration feels practically identical outside of instrumented testing. Yet, it doesn't feel any more rapid than a standard MC20. It might sound surprising until you learn that the Stradale only develops ten extra horses while its torque output dips by seven lb-ft. By sending that power to the rear wheels via the same eight-speed dual-clutch transmission as the MC20, its 2.8-second time to 62 mph and 201 mph top speed remain unchanged. Thankfully, a new exhaust system allows its 3.0-liter twin-turbocharged 90-degree V6 to hold a low-toned note that practically buzzes as you approach its 8,000 rpm redline. On Ascari's ultra-fast sweepers, this car's lateral grip is impressive, made possible by its new aero components and a fresh set of semi-slick tires. This car's front end is agile and instantly responsive in the slower sections. However, even in its top Corsa setting, the Stradale's soft dampers struggle to mitigate excess body motions through tighter turns. While its electric power steering rack is quick, it doesn't pick up enough weight under load or reward you with tactile feedback. As precise as the Stradale's steering is, its vagueness leaves you wondering how much grip you have as you pick up the pace. It's effective but far from engaging. It's a similar story with its carbon ceramics and the GT2's brake-by-wire system. While its unique set of Brembos are powerful and certainly more progressive than you'd get in something like a Corvette Z06, they're utterly devoid of feedback. You'll hear this car's flashers go off as you lean hard on the brakes before the pedal indicates you're approaching its limits. Again, highly effective but not particularly involving. As I pull into the pits for the final time, another GT2 Stradale awaits me for the drive home. On the winding roads surrounding the famed circuit, this Maserati makes it clear where it falls on the road and track spectrum. Its soft suspension easily soaks up the odd bump, even cruising in Corsa. While you don't feel any of the effects of its aero components, its steering is still precise, and its brakes potent. If its 631-hp output felt like plenty on track, it's downright excessive on public roads. Yet this is where the GT2 Stradale feels the most at home. Its name once again makes a statement, with "Stradale" being Italian for road. Herein lies the answer to my earlier question. The GT2 Stradale is perfectly track-capable, especially with the Performance pack. However, everything it does well on track, it does better on a winding mountain road. But, here, it faces tough competition from within its own house. By borrowing extensively from the MC20, the GT2 Stradale recreates many of its on-road manners. Although a longer test drive might reveal subtle nuances not detectable in a total drive time of around an hour, they didn't stand out on this brief first drive. Outside of a track day, this special edition's most significant differences are its excellent racecar-inspired styling, carbon fiber and Alcantara interior, and spectacular Sabelt buckets. Even as Maserati plans to cap its production at 914 units, its nearly $80,000 price jump to $311,995 remains tough to stomach. While the GT2 Stradale is the Trident's first limited-run special in decades, this first encounter creates the impression that it's not quite special enough.

Aerial view of the Flatrock Motorclub racetrack amidst a hilly landscape, with buildings and parking areas surrounded by trees and open fields.

By Edward Jones – April 04, 2025

Class Is In Session: Flatrock Motorclub x Trevor Bayne

Daytona 500 Champion Trevor Bayne is joining Flatrock Motorclub as Head Pro and Ambassador. Naturally, we were excited about this development and asked Bayne a few questions regarding his plans during his upcoming tenure at Flatrock Motorclub. —- duPont REGISTRY (dR): What excites you most about joining Flatrock Motorclub as Head Pro and Ambassador? Trevor Bayne (TB): I couldn’t be more excited that a world-class motorsports facility now exists an hour from where I grew up and where I am now raising my family. Over my 28 years in motorsports, I have been blessed with amazing opportunities to drive, compete, grow businesses, and form lifelong relationships. This role at Flatrock Motorclub will allow me to continue doing all of those things. As I have transitioned out of full time NASCAR competition, new passions for me within the sport have emerged that I didn't realize were there. One of those passions is coaching young drivers and helping them take full advantage of the opportunities they have in front of them. I truly look forward to seeing all of our members grow as drivers and reach their goals, as the Head Pro at Flatrock. As an Ambassador, I am excited about growing the brand and awareness within the motorsports community of how incredibly unique Flatrock is as a race track and as an entertainment community! Finally, I think that we have the opportunity to build something that can change future opportunities for those locally who, until now, have had to travel states away to pursue their motorsports passions. I think about my five kids and some of their desires to drive. Once the karting facility is complete, they will have an unbelievable place to get started! To sum it up, this position is the perfect storm that encompasses everything I love about motorsports. dR: How do you plan to leverage your experience as a NASCAR driver to elevate Flatrock's offerings? TB: My experience as a driver since the age of 5 has allowed me to compete in many different vehicles, series, and on tracks all across the world. This has allowed me to see countless examples of how to be successful in this industry. The first thing that comes to mind is safety. In my time as a NASCAR driver, I saw how big of an emphasis was put on every single detail from seat belt positioning to track safety crew processes, and will be able to bring that knowledge to our team. Safety is something that will be front and center of what we do here at Flatrock Motorclub. Next, I think about all of the time I have spent competing against the top drivers in the world and how we can take what I learned and make that approachable and teachable to our members. Finally, Whether it be team owners, OEMs, business leaders, track owners, series operators, drivers, etc., the countless relationships I have been fortunate to form over the years will be invaluable to what we want to accomplish here at Flatrock. dR: What unique aspects of Flatrock’s design and amenities stand out to you as a racer? TB: This facility was designed and built with a very specific purpose; to serve its members at the highest level. From the time you pull into the front gate you can instantly tell you are not at just any old track. The fact that you could be turning laps on track while your family is watching from your garage loft porch or spending time at one of the restaurants, spa, or pool by the clubhouse is mind-blowing to me. When I was growing up at the track, we were lucky to find a portable bathroom or concession stand anywhere on property! This project is “luxury hospitality meeting world-class motorsports.” It doesn’t hurt that the track is set in the beautiful hills of East Tennessee either which, in all honesty, I am extremely partial to! dR: How will the design and features of Flatrock’s road course enhance the experience for members? TB: The layout and elevation make Flatrock’s track one of a kind. It is a technical and fast track with a really good flow to it. There are plenty of unique challenges that will keep any driver from getting complacent. Starting at turn 1, you drop down a couple stories as you turn right and try to spot the apex curbing. A couple corners later you are on seventeen degrees of banking in a high-speed right-hand turn. Once you navigate the up and down eases, and a handful of more technical corners, you find yourself on our longest straightway that features a high-speed kink (hold it wide open if you can!). I have probably made more laps than anyone on our track, and they have a hard time convincing me to get out of the car every time we have a track day! It’s so much fun to drive and always leaves you thinking about how you can put a faster lap time together. dR: How does Flatrock’s FIA Grade II track elevate its status in the global motorsport community? TB: Going through the Homologation process with the FIA means that we meet all safety requirements to host pretty much any series (short of Formula 1) on our track. We are also the only FIA grade ii purpose built club track in the world upon completion. This is just another way the team shows our commitment to provide a world class track for our members to drive on. dR: Can you share an example of a memorable mentorship experience and how it shaped your coaching style? TB: I am so thankful for everyone who has helped me throughout my career. First I think of my dad, who has never missed a lap of one of my races and would tell me every detail that happened on the drive home… as if I hadn’t just lived it. He has been there through the ups and downs and never let me let up on pursuing my dreams. Next, I think of my close friend Michael McDowell who was first hired to help coach me on road courses when I was driving for Michael Waltrip back in 2009. He is an honest friend who will tell you like it is, but in a way that lets you know he is pulling for you. This is a tough balance and one that I am always striving to implement. He is also a very practical problem solver. Next, I think of my friend Blake Koch, who is the encourager. He always finds a way to make you feel like you could run through a brick wall with enough preparation. As I coach, I hope to be as committed as my dad, hold drivers accountable help them overcome hurdles like Michael, and encourage them like Blake. default dR: As someone who started racing at age five, how does it feel to now be in a position to mentor young drivers? TB: What an honor it is to be in a place to have a lasting impact on the next generation of drivers. Racecar drivers can often feel isolated and operate on an island. Competitors may be the only people who can relate or understand what you are going through, but it can be hard to build those relationships as they are the people you are up against every week. That's where people like myself come in. Whether it be on or off the track, I have been there to experience the same things they are going through and can help walk them through those struggles. Hopefull,y I can help them prevent some of those struggles before they ever get there. As far as driving, I am also a very data-driven person so I am not just there to share what I know about racing with them. I also love to sit down and look at film and data to find the potential areas to improve. Nothing makes me feel more proud than when I see one of my drivers go out and implement something we talked about and go faster! dR: What advice would you give to young drivers aspiring to follow in your footsteps? TB: Be fully present in the current opportunity! It is so important to take advantage of the opportunity you have right now and not always be looking at the next one. If you can make the most of where you are today, then tomorrow will take care of itself! The best way to do that is to stay focused, be relentless in preparation, and realize the importance of the culture you are building as the leader of your team. There is always a need for funding and sponsorship in motorsports, so there is always going to be a huge emphasis on the relationships you are building that can help support your dreams financially as well. dR: What trends do you see shaping the future of motorsports, and how is Flatrock positioned to embrace them? TB: I have seen a huge shift in interest towards road course racing over the past few years, even inside of NASCAR. When I first started at the top level, we had two road courses on the schedule (Watkins Glen and Sonoma). This season they will race on six road course circuits. When you couple that with the growing interest in Formula One it seems to paint a clear picture that fans are enjoying the action they are seeing at these types of tracks. We are also seeing passionate motorsports enthusiasts wanting to find ways to get on track themselves. That is where Flatrock Motorclub creates the perfect bridge. It really doesn’t matter if you have never been on track or if you are a young driver who wants as many laps as possible during race season, Flatrock Motorclub provides the opportunity for both types to reach their goals. Another trend is providing Next Level hospitality. I think part of that is because our culture has shifted so heavily towards unique experiences. For sponsors, the sport is no longer about putting a business on the scheme of a car. It is now about entertaining guests and customers with an experience that they couldn’t buy anywhere else. Flatrock Motorclub has fully leaned into that with the design of some of the nicest amenities of any track in the world. Flatrock is one of the coolest tracks to drive coupled with everything you could ever want from a country club!

A sleek Lamborghini sports car, known as the Charging Bull, is parked on a coastal road with stunning ocean views and rugged rocks in the background.

By Tyler Rampersaud – April 02, 2025

Charging Bull: The New Lamborghini Temerario

The new Temerario, which translates as ‘fierce and courageous’ and gets its name from a fighting bull that dates back to 1875, is the latest hybrid model in Lamborghini’s stampede of new designs. Lamborghini celebrated its 60th anniversary in 2023, which represented an important turning point for the legendary supercar manufacturer. After discontinuing the celebrated Aventador as its flagship V12 supercar, Lamborghini introduced the Revuelto. With the Revuelto came a new 6.5-liter V12 engine, which benefits from a plug-in hybrid system to develop a massive total of 1,001 horsepower. After the Revuelto, the Urus SE, a plug-in hybrid version of Lamborghini’s popular Super SUV, was introduced. It combines luxury, practicality, high performance, and cutting-edge hybrid technology. However, Lamborghini wasn’t done transforming its lineup yet, as the highly successful Huracán, its best-selling model of all time, has also been discontinued along with its naturally aspirated V10 powertrain. As it charges at full speed into an exciting new era, the historic Lamborghini brand has introduced yet another stunning plug-in hybrid supercar. The new Temerario replaces the Huracán and opens a new chapter for Lamborghini’s entry-level supercar legacy. In lieu of the V10, an engine that will be sorely missed by enthusiasts for its robust power and unique sound, the Temerario is its second plug-in hybrid supercar, or as Lamborghini calls it, HPEV (High-Performance Electrified Vehicle). Mounted amidships in the Temerario is a new 4.0-liter twin-turbocharged V8 engine with a hybrid system that develops a total of 907 horsepower. Along with 538 lb/ft of torque from the engine alone, the Temerario sets a very high bar for the performance standards of the new entry-level Fighting Bull supercar. The power is sent to all four wheels via an 8-speed dual-clutch transmission. As a result, the Temerario will get from 0-60 in less than 2.7 seconds, with a top speed of 213 mph. The Temerario adopts a new design language that retains Lamborghini's signature angular, futuristic look while taking inspiration from the Revuelto's new features. But immense hybrid power isn’t the only front on which the new Temerario demonstrates excellent engineering. It also features an aluminum frame and body, front and rear double wishbone suspension that uses Lamborghini Magneride damping, and carbon ceramic brakes with 10 pistons at the front and 4 pistons at the rear. The Temerario adopts a new design language that retains Lamborghini’s signature angular, futuristic look while taking inspiration from the Revuelto’s new features. Boasting a longer wheelbase than its predecessor, and a smaller V8 engine than the Huracán’s V10, the Temerario benefits from a more comfortable, more luxurious interior with new “comfort seats.” For those seeking even more performance, Lamborghini has introduced the "Alleggerita" package, intended for drivers who want to use it on the race track. For those seeking even more performance from the Temerario than the new supercar already offers, Lamborghini has introduced the new “Alleggerita” package, intended for drivers who want to use it on the race track. The package reduces the weight of the new supercar by over 55 pounds while implementing carbon fiber wheels and further optimizing the Temerario’s aerodynamics, increasing downforce by 67 percent and increasing aerodynamic efficiency by 62 percent. The hybrid powertrain not only adds electrified power to the new Temerario, but also provides Lamborghini the opportunity to improve its engineering excellence throughout. The engine musters an impressive 789 horsepower alone, and is paired with three electric motors. Thanks to the hybrid system, its functional integration lowered the aluminum spaceframe’s constructional complexity, reducing the number of components in the same area as the Huracán by over 50 percent, and decreasing the total weld bead length compared to the Huracán by over 80 percent. On the bottom line, the Temerario's spaceframe benefits from a 20 percent increase in torsional stiffness compared to the Huracán. On the bottom line, the Temerario’s spaceframe benefits from a 20 percent increase in torsional stiffness compared to the Huracán, which along with a 43.4:56.6 front to rear weight distribution ratio, contributes to truly excellent performance. As it charges at full speed into an exciting new era, the historic Lamborghini brand has introduced yet another plug-in hybrid supercar, proving yet again that electrification can help set exciting new standards for high performance. Image Source: Lamborghini

A Hummer EV SUV navigates a dusty desert road, searching for solace amidst the breathtaking mountainous landscape.

By Gabriel Vega – March 31, 2025

Searching For Solace In Hummer’s EV SUV

Our intrepid road tester feared he might lose everything to the L.A. wildfires, but with his home declared safe, a GMC Hummer EV SUV offered him an escape to the desert to detach from the tragedy that had unfolded around him. I can't look away. Every swipe brings forth new footage of homes on fire and decimated communities across Los Angeles. Doom scrolling eats my days as I scan for evacuation notices and new information. Parting the blinds to look outside makes things worse. I live just south of Altadena, the city most affected by the Eaton fire, and my window provides an unobstructed view of the glowing flames as they consume the San Gabriel Mountains. It's Thursday, January 9th, as this natural disaster enters its third day, powered by unprecedentedly potent Santa Ana winds. We’ve just returned to our house after evacuating on Tuesday night. As an Asthmatic, I made the call to flee long before any notice from the fire department. Two days on, the smoky air is starting to clear as a thin layer of ash covers the inside of our home. A dense coating blankets the exterior. The sun is no longer obstructed by smoke clouds, with streaks of light and blue sky piercing through. Fallen trees and branches partially block the road home, but ultimately, the structure is intact. We got lucky. Firefighters were able to stop the advancing flames about a mile north of us as they entered northern Pasadena. Many others, not just in Altadena but across Los Angeles, weren't so fortunate. Now that we're safe, my wife and I scour the web for information about how we can support local evacuation and animal shelters. Yet, as we're deep in research mode, a text tells me that the local press fleet is dropping off a 2025 GMC Hummer EV SUV in a few minutes. I knew it was coming. Even as GMC graciously offered to reschedule the loan, given the circumstances, I declined. I'd initially planned a multi-day road trip into the desert to test the Hummer over highway stretches and off-road, but that was off the table. Still, having a massive vehicle around to haul or tow supplies makes sense at a time like this. If anything, its gigantic 170-kilowatt-hour battery pack can power my house in case of an outage. We jump in and head to the shelters all over town. Lines of cars stretch for miles as hundreds of people travel from Pasadena and beyond, their trunks full of supplies ready to help. We visit a handful and encounter the same crowding, so we turn to social media. Countless videos of shelter spokespeople appear, urging the public to hold off on bringing more items. Their staff and volunteers are overwhelmed, unable to effectively process and distribute them all. I'm amazed at how quickly our city united to support one another. Still, I'm gutted that our first effort to contribute failed. As we head back home, my wife decides that if more supplies won't help, donating directly will. She spends the rest of Thursday and the following Friday contributing to various campaigns, supporting local businesses destroyed by the fires, the 2025 Wildfire Relief Fund that routes resources to displaced households, and donating directly to families via GoFundMe. Saturday morning comes, and the sky appears deceptively clear. However, a notification on my phone warns that the air quality is hazardous. It's the first moment of solace since the fires began. The weight of having to ditch my home in the middle of the night, the constant fear of imminent loss, and the general destruction of my surrounding community fall on me, crushing my desire to do anything other than lay on the couch with the shades drawn. However, I’ve still got the Hummer parked out back. I've borrowed it for a story and feel compelled to deliver. Truthfully, the prospect of stepping away from this ongoing natural disaster, even for half a day, is too tempting to pass up. So I sketch a quick route on a map, taking me from Pasadena to Joshua Tree National Park and back. I pull up the air quality and fire risk indicators for the desert on my phone, both are in the green. I decide to go. As I walk up to the electric behemoth parked just outside my garage, I notice it's collected a layer of ash, fallen leaves, and broken branches overnight, making its Meteorite Metallic paint appear almost a shade darker. As far as off-roading SUVs go, it's hard to believe that something this massive, all 9,000 pounds of it, is powered by electricity. As you press the start button, you half expect the burble of a small-block V8 or the chatter of a Duramax, but neither comes. Instead, graphics and sounds attempt to infuse theatrics, an anti-climatic start for such a flashy machine. Not even its knobby set of 35-inch Goodyear Wrangler Territory AT tires make much of a sound. Only the noise of cracking branches crushed under the Hummer's immense weight enters the cabin. Even as you sit behind the wheel, peering through the almost upright and short windshield, you're never allowed to forget that the Hummer isn't a run-of-the-mill SUV. The distance between driver and passenger isn't as vast as in an H1, but reaching them still requires a stretch. As you grip the massive wheel, the scale of this enormous interior makes you feel 10 years old again, like you've snuck off into your parent's car for a make-believe drive, fabricated sound effects and all. I look ahead, and its 12.3-in digital instrument cluster reads about a 70 percent state of charge, its fill bars don't provide an accurate figure, and 221 miles of range. We'll have to stop at some point to charge, but that's a problem for future me. A sharp right-hander lines me up with a highway on-ramp as I approach Interstate 210 heading east. As one does when presented with a runway and clearance for take-off, I gun it. I've experienced world-beating acceleration from the Lucid Air Sapphire, the Pininfarina Battista, and the Lamborghini Revuelto. Still, none is quite as dramatic as the GMC Hummer EV SUV. It squats violently. This electric colossus picks up speed in a way something of its size shouldn't be able to, even without the full-power Watts To Freedom mode engaged. Sure, there isn't an exhaust note to enjoy, but I'd trade that any day for a small building that's still quicker than most sports cars. The secret to this formidable performance is a tri-motor setup, one up front and two in the rear, which can deliver up to 830 horsepower and a 3.5-second 0-60 mph time. To put that into perspective, the GMC Hummer EV SUV weighs about the same as three McLaren 750s, yet it's only about a second slower to 60 mph despite a surplus of only 90 hp. It doesn't lose steam at highway speeds, either. Stab the accelerator and you'll still get a confident burst forward, the nose lifting toward the sun. GMC quotes a comical 11,500 pound-feet figure on the torque front, although that's the force applied to the wheels, not the system's actual output. Regardless, its performance is beyond impressive. To conserve some semblance of efficiency, I dial back the speed and engage Super Cruise. This is GM's hands-free driver assistance system for those unfamiliar, available on various models from GMC, Cadillac, and Chevrolet. It works on over 750,000 miles of mapped roads, disengaging when there isn't sufficient data. It can even execute automatic lane changes. It's the type of system that is so easy to use and effective that living without it again is something I don't look forward to. Effortlessly passing slow traffic on the left lane, it's clear that the GMC Hummer EV SUV might be marketed as an off-roader, but it's plenty luxurious. The cabin is nicely appointed, and beyond just being spacious, it's relatively quiet below 70 mph. There's endless room to store the inevitable snacks and bottles obtained on any road trip, and dark bronze accents create good contrast against the black plastics. A bright 13.4-inch infotainment screen complements the digital cluster nicely. At the same time, the controls you most often use remain mapped to physical buttons and switches. Its heated and ventilated front seats are comfortable for longer drives and offer decent side bolstering. With abundant interior space, spending long periods in its cabin never feels claustrophobic, even less so if you option the $1,495 Infinity Roof incorporating removable glass panels. While I threw the route for this drive together in Apple Maps, I quickly migrated it to this truck's native infotainment system. It relies on Google Maps for navigation data, which means it works well. However, the major benefit is the myGMC mobile app which allows you to add charging stops on the fly, instantly forwarding the data from your phone to the map in the central screen. It makes tracking how many chargers are ahead and behind you effortless, significantly cutting down any range anxiety. Anxiety isn't something I feel at all, road-tripping an EV through Southern California in early 2025, especially the GMC Hummer EV SUV. It packs a massive 170-kilowatt-hour battery pack, providing an estimated 312 miles of range on a full charge. However, opt for the Extreme Off-Road Package, and that figure will drop. While this is an 800-volt system, allowing it to charge at up to 300 kilowatts, recharging this massive pack takes time and, as I soon found out, considerable cost. GM vehicles recently gained access to the Tesla Supercharger network, allowing you to charge at over 17,800 stations nationwide, bringing the total accessible network to over 231,800 Level 2 and DC fast-charging stations in North America. However, you must consult the myGMC app because some stations remain Tesla-only. This compatibility is relatively new, and not all of its kinks have been worked out. With 39 percent SOC, I pulled into the first station and grabbed the supplied NACS DC adapter, only to find that I had parked at a set of Tesla-only chargers. That's my bad. However, as I go to a second station, the myGMC app fails to initiate a charge. The problem persists a few days later when I try again in Los Angeles. Still, I'd planned for a potential hiccup, so I still have enough range to proceed. The road past Palm Springs and up to Joshua Tree feels like you've been teleported to Mars. Epic rock formations litter the landscape as hundreds of windmills punctuate through the desert floor. The sky is spotless, and the moon is visible through mountain peaks. As the truck predicted, I make it to a 350 kW EVgo charger just outside Joshua Tree with 19 percent left. It's deserted, and within minutes, the GMC Hummer EV SUV is pulling an indicated 304 kW, exceeding its stated limit. The jump from 19 to 90 percent takes 48 minutes and costs $97.55. While that's still less than it would cost to fuel a comparatively sized internal combustion truck, the savings aren't substantial. As its tires cross the first patch of desert sand, I realize I'm not thinking about fire or destruction for the first time in days. I'm driving this huge and powerful thing and just having fun. It asks: what if your off-roading SUV was as spacious as a van, as comfortable as a luxury car, but as quick as a Porsche? The second and most crucial part of that question is this: what if it was that quick just about anywhere? The desert provides ample room to find out. The Hummer rips through washboard roads, and if you dial back traction control and engage Off-Road mode, it'll drift, too. I ask my wife to drive past me as I snap some photos, and I can see her smiling through the window. Someone not even vaguely interested in cars, much less massive trucks, is having a blast in the desert. Almost as much as I am watching this giant SUV kicking up an enormous dust cloud as it sprints past. Although our schedule initially has us heading home after two hours, we stay for an extra two, driving through the desert, stopping for photos, and generally enjoying a lovely day at the end of a cluster of bad ones. To my surprise, she wants to keep driving, a request never made when I've got a McLaren, Lamborghini, or Ferrari on loan. Yet, that's what makes the GMC Hummer EV SUV such a compelling truck. It isn't just fast, spacious, and comfortable. It's easy to drive. Despite its footprint, thanks to over a dozen cameras, maneuvering it is no challenge, making it approachable to anyone. The SUV takes things further because its wheelbase is nearly nine inches shorter than the truck's. Combined with an aggressive rear-axle steering system, it has the turning radius of a small sedan. Of course, the elephant in the room: It isn't exactly the most elegant thing to be seen in. You won't be cross-shopping it with a Range Rover or a Mercedes-Benz G-Class, but that's not what it's going for. With an as-tested price of $109,415, it certainly costs less than both. Like the BMW XM, the Hummer is a statement piece; it's not for flying under the radar. It's meant to be a little absurd, bordering on obnoxious, but that's part of the experience. As I head back towards Los Angeles, to the inevitable heaviness that awaits me, I'm glad I decided to step away for the day. I’m happier still I’m driving this 9,000-lb, 830-hp electric SUV. In an industry often consumed by chasing segment targets and outgoing competitors, it is easy to forget that cars still need to be fun. Thankfully, the Hummer doesn’t.

By Jordan Aquistapace – March 28, 2025

Fashion On Four Wheels: Porsche | Aimé Leon Dore

Porsche and Aimé Leon Dore reimagine the 993 Turbo in Mulberry Green. Few collaborations in the automotive and streetwear world feel as seamless as Porsche and Aimé Leon Dore (ALD). This partnership, now in its fourth iteration, combines Porsche's high-performance heritage with ALD's effortless approach to high-fashion streetwear and design. Their latest project? A jaw-dropping restoration of the iconic Porsche 993 Turbo, finished in Aimé Leon Dore's signature Mulberry Green. By focusing on one of Porsche's most beloved air-cooled models, the 993, the collaboration highlights how timeless style and performance come together to create something truly extraordinary. While modern Porsche models stand out as technological powerhouses, this restoration serves as a love letter to the classics that laid the foundation for the brand's global reputation. From the moment you see it, this Mulberry Green masterpiece is captivating. The aesthetic upgrades make it clear this isn't your standard 993 Turbo but something so much more. Aimé Leon Dore has upgraded the car with a Turbo S exhaust system, an aero-focused front splitter, and the unmistakable "whale tail" wing that pays homage to Porsche's legendary design DNA. Completing the look are 18-inch Turbo Twist rims wrapped in Michelin Pilot Sport PS2 tires, providing both an iconic look and serious road performance. Every detail of the car's styling perfectly balances understated luxury and motorsport aggression, turning heads whether cruising city streets or parked at a collector's garage. It's a bold yet respectful take on a model that already had Porsche purists in awe when it debuted in the 1990s. Step inside, and the collaboration's creative vision becomes even more apparent. The interior is a tribute to Queens, New York—the borough where Aimé Leon Dore was founded. Dark brown leather wraps the cabin, complemented by plush lambswool accents that exude comfort and sophistication. Hardback seats pay homage to the 911's motorsport heritage, adding a vintage feel without sacrificing refinement. But it's the small details that truly steal the show: a gold Unisphere gear knob pays homage to the Queens landmark, while etched door sills bear the phrase "A team from outta Queens with the American dream." These touches transform the car's interior into more of a cultural statement and a nod to the brand's roots. The collaboration is all about honoring shared values. Porsche's legacy is built on precision engineering and performance, while Aimé Leon Dore is known for its meticulous approach to design and craftsmanship. The restored 993 Turbo bridges these worlds beautifully, combining ALD's fashion-forward sensibilities with Porsche's storied history of creating driver-focused sports cars. The result is a custom build that's as much a work of art as it is a machine built for the road. For collectors and enthusiasts, this isn't just another restored Porsche—it's a symbol of what's possible when two industries come together to push boundaries. In the end, the Mulberry Green Porsche 993 Turbo celebrates history, culture, and the pursuit of excellence. It's an example of how timeless design and performance can unite to create something that will continue to inspire for generations to come. Whether you're a fan of Porsche, Aimé Leon Dore, or both, this 993 Turbo is proof that the best things come from partnerships built on passion and creativity.

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