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

By Basem Wasef – February 02, 2024

The X-X Factor: How The Ferrari SF90 Pivoted To Immortality

This story starts where all great Ferrari legends begin: the 1.86-mile Fiorano test circuit. I’m strapping into the Ferrari SF90 XX. It’s a heady moment. Just to my right is old man Enzo’s original office, where he scowled over innumerable track tests. Today, the drama comes from the car itself, as well as an impending storm that’s darkening the sky. I fire up the V8, and the engine rattles the passenger cabin. This is not your average Ferrari. The intake plenum tube is moved closer to the interior, and it makes a lot of noise. But does the XX have the stuff of mythology? The further we car freaks are dragged kicking and screaming from our internal combustion roots, the more of a gift to our psyche each old-school hypercar becomes. Now, it seems like every time one comes along, an expectation grows that it will be as mythical as the 250 GTO or the Enzo. Once in a while, Ferrari writes another chapter in its long narrative of myths. When we first saw the SF90, it had all the power and speed, but it didn’t pack that intangible ingredient to merit its own chapter. The 986-horsepower and the half-million-dollar cost wasn’t enough. It didn’t wander far from the stylistic design language of other Ferraris; blur your eyes, and it bore resemblance to plainer. Crucially, Maranello didn’t cap its production to one fewer than market demand, per Il Commendatore’s infamous edict. Ferrari That was two strikes against hypercar immortality. Enter this SF90 XX. Massaged by engineers and test drivers and modified by stylistic conjuror Flavio Manzoni, the SF90 XX looks like it was conceived in a parallel universe to the donor car, in a world where high-spec swagger flows freely and mingles with impeccable taste. Forget the flush surfaces and elegant restraint: The XX has dimensionality in person, more complex curves, and enough swoops and contours to fool Zeus himself. Ferrari has been building ultra-exclusive, track-only specials under the XX banner since 2005. Past examples include unhinged offshoots like the Enzo F-XX and the FXX-K EVO, whose V12 hybrid churned over 1,000 horsepower before four-figure output was fashionable. The most rarified of XX social classes are the members of the F1 Corse Cliente program. If you’ve ever dreamt of owning your own Ferrari Formula 1 car for private track days and have metric tons of cash burning a hole in your offshore bank account, you’ve found your people. The SF90 XX is the first fully street legal model to bear the XX tag. It also borrows elements from extraordinary Ferraris like the 458 Speciale and F12tdf, limited-run models that go above and beyond the scope of serial production cars. Despite its license-plate-mandated limitations, the XX Stradale and Spider’s bodies look wilder and more ambitious than the standard-issue SF90s; the carbon fiber and aluminum skin, replete with slats, inlets, and spoilers, might as well have been designed by Agent Provocateur. Ferrari Punchier and more imposing in the flesh, the XX looks swole at any speed. The front end wears large nostrils hiding twin internal S-ducts that maximize cooling and downforce while eliminating storage space for your golden gold clubs. This feature, shared with the 488 GT3 and 296 GT3 race cars, sucks air through radiators for the 4.0-liter twin-turbo V8; additional air cooling is provided by intercooler radiators just ahead of the rear wheels. The increased porosity along with an enlarged front splitter, new wheel arch louvers, strategic vortex generators, and reworked underbody air routing negotiate a delicate dance between downforce and drag; the 12 percent increase in intake air volume obviates the need for larger radiators while leaving the overall drag coefficient of the car untouched. The elongated haunches resolve in a longtail-style rear end. Interestingly, a sweeping LED strip makes the XX look more like a lovechild from Molsheim than a purebred Modenese. The visual theater of the twin-turbo V8 remains, and the powerplant is tucked far below a Lexan lid. Rounding out the rump is a large rear spoiler complemented by a discreet shut-off Gurney flap. While not as demonstrative as the honking rear wing of the 911 GT3 RS, the feature is a big deal for Ferrari, as it’s the first road-going model to wear a fixed rear spoiler since the late, great F40 and F50 models. Rather than rely on driver input, algorithms manage the Gurney flap’s position: When low drag is required, the flap stays down to draw airflow below the wing. Under high-speed handling or braking, the flap tilts up to allow the wind to adhere to the wing, pressing the vehicle earthward with an eye-opening 1,168 pounds at 155 mph. That’s about as much force as the eponymously named LaFerrari, one of the true OG flagships. Though the XX wears the extroversion of a race special, the SF90’s powertrain was already close to maxed out and thus enjoys a nominal power increase. The XX gains only 30 horsepower via polished inlet and exhaust ducts, combustion chamber machining, and new pistons, bringing the grand total to a still-not-inconsiderable 1,016 horsepower. The added power shaves two tenths of a second from its 0to 62 mph time, hitting the traps in 2.3 seconds. Unlike the 296’s hybrid components, which can be easily removed to produce a pure internal combustion race car (see: 296 GT), the SF90 intertwines its gas and EV bits more intricately, so they work in lockstep together. That means no physical reverse gear for weight savings, relying instead on the front two (of three) electric motors for backup duty. The eight-speed dual-clutch gearbox has been uprated with software derived from the Daytona SP3 for what Ferrari describes as “more engaging dynamic acceleration profiles.” Exhaust sounds have also been heightened in between shifts, offering a sonic experience similar to throttle lift on overrun. Ferrari The XX version gains a host of electronic enhancements that up its track game. An ABS evo controller from the 296 GTB enables finer individualized control over brake distribution, more precise vehicle dynamics control based on a six-axis sensor, and improved boost control logic for gutsier charges ahead in Qualifying mode. Hardware mods include stiffening of the Multimatic-sourced titanium springs, which trims roll rates by 10 percent. Back to the track: The interior is all about function, with floormats replaced by hard surfaces and carbon fiber door panels accented with painted scallops available in three brash colors (Flash Orange, Giallo Modena, and Azzurro Dino). When the V8 kicks in, the car feels more uncorked than the tamer, road-trip-ready SF90. I’m taking it all in from carbon fiber seats. Swaths of carbon and Alcantara surround me. Dead ahead is a digital tach that sweeps to an 8,000 rpm redline, and all manner of customizable information including tire temperature and pressure, fluid temps, etc. In grand Ferrari tradition, the all-in-one steering wheel packs everything from wiper functions to turn signals, featuring the red anodized Mannetino switch at 4 o’clock. An LED light countdown embedded within the top of the wheel translates the upper registers of the rev range into easily interpreted shades of urgency. By now the clouds are really rolling in, but I toe the throttle anyway, since there are no promising gaps in the forecast. The strange beauty of trick technology is that despite outrageous power and shitty weather, the flip of a dial can turn an angry machine into a docile pup. Rolling on Bridgestone Potenza S005 rain tires in Wet mode, there’s some grip to be found on the circuit in straight lines, though dipping into the throttle yields thrust that falls short of feeling like you’re tapping into 1,000 horsepower. A quick turn of the Mannetino into Sport, and the car comes more alive, pushing forward with confidence as squeezes of the throttle yield squirts of G-forces. Graduate to Race, and minor sidesteps and brief slides reveal that this thoroughbred just wants to hustle. Ferrari Another session in slightly drier conditions hints at vast reserves of power ready to be unleashed. While I’m reluctant to lean on what are presumably considerable levels of downforce in the wet, dropping the hammer in a straight line summons immense amounts of torque that devour pavement at an alarming rate. There’s an accuracy to the controls that makes it gratifying to explore the SF90 XX’s limits: Steering feels clear and communicative, the brakes produce tremendous stops when stood upon, and the throttle manages the interplay between gas andelectric power with linearity. Aided by the torque vectoring effects of the two front motors and the smart ABS individually applied to each wheel by the stability controlsystem, I know it’s not my natural born skill that’s keeping my borrowed steed from skidding off the circuit. However, it’s not until I review the onboard telemetry that I see how much the computers were holding back. Overlaid against a trace of lead test driver Raffaele de Simone’s lap, there are moments when I flat-foot the accelerator unnecessarily, producing a flatline of engine output because the computer sees the futility in trying to lay down all that power onto wet tarmac. There are also times when I stubbornly try to wring out the most from a gear when a simple upshift would have generated more traction. While the machine makes you feel like a rock star, screaming and wailing and cornering despite the pools of water separating you from serious G forces, it’s the quick-thinking electronics that make the SF90 XX seem more supple and manageable in the rain than its spec sheet might suggest. With its all-wheel drive, seamless electric assist, and finely tuned steering and damping systems, the XX is the dance partner you’d want in these conditions — even if it’s capable of producing enough energy to power a home for days. When the long, wet day closes, and it’s time to return home, does the SF90 XX inspire the longing it ought to considering its supreme positioning within the Ferrari lineup? It’s a curious game, this give and take of nomenclature, taxonomy, and branding. Yes, this one still isn’t quite as outrageous as XX models of yore, and there are not yet any Ferrari-sponsored track activities built around this particular modelto fully validate its insider status. But as an elaboration of an already elevated model, the SF90 XX bangs hard against the limits of whatcan be achieved in a road-legal car; under more favorable conditions, it proved its mettle by besting the brand’s lap record for a road car at Fiorano by 1.7 seconds. Ferrari If you’re debating the premise any further, you need not worry about the sting of parting with $890,000 for the hardtop or just under a cool mil for the convertible: All 799 coupes and 599 Spiders were spoken for long ago, which has the strange but predictable effect of stirring desire for the things we cannot have.

By Tyler Rampersaud – February 01, 2024

Snow Day: Manufacturers Offer Luxury Driving Experiences ...

Any owner of an exotic or performance car knows that sports cars and winter usually don’t go together. There are countless reasons: the short days, cold temperatures, low visibility, harsh conditions, and of course, the reduced traction. For many car enthusiasts and collectors who are passionate about experiencing the joy of driving, the season can be a devastatingly boring period while waiting for the moment to finally hit the open road again — but it doesn’t have to be. Supercar manufacturers have risen to the occasion, defying the challenges of winter driving and creating a variety of once-in-a-lifetime experiences. Some of the most prominent examples are McLaren, Lamborghini, and Porsche. The result is the incredible experience of bravely unleashing supercars in snow and ice, witnessing the epic sight of spinning wheels tearing up the bright expanses, and most importantly, getting a safe and controlled opportunity to learn about driving high-performance supercars in the unique conditions of snow and ice. For example, McLaren’s Pure McLaren Arctic Experience, which happens in February in Finland, offers the expertise of a personal McLaren coach for drivers behind the wheel of the dynamic and versatile McLaren GT as they navigate an ice circuit in the Finnish Lapland. Automobili Lamborghini Meanwhile, Lamborghini’s 2023 Esperienza Neve (“snow experience” in Italian) was held in the idyllic Alpine setting of Livigno, Italy, where drivers took to the snow in cars like the Huracán STO and Urus Performante with the help of Lamborghini factory drivers. Porsche has also announced its 2024 Porsche Ice Experience in Levi, Finland, promising participants an opportunity to drive models like the 911 Dakar and the 911 GT3 in the snow, combining thrills and pure automotive excellence. These experiences offer more than just the chance to experience supercars on snow and ice. Off the track, guests get to participate in a wide range of wintry activities and cultural experiences. Whether it’s a husky tour, a fine dining meal, or the tranquil luxury of the lodgings, the exhilarating snow and ice experiences offered by performance car manufacturers are a well-rounded way for any enthusiast or collector to enjoy a high-octane winter to the fullest. While your exotic car collection might be lying in wait, your passion for driving doesn’t have to be. These supercar experiences can keep the driving thrills running hot in the colder months.

By Tyler Rampersaud – January 05, 2024

What's Coming In 2024: Bring On The Thrills

In only three years, this century’s Roaring ’20s has already proved to be one of the most exciting decades in the automotive world, despite adversities including a pandemic and the ensuing supply chain issues that slowed the entire world down. As we head into 2024, we realize we’ve only just begun to see what this decade has to offer automotive history. The 2020s mark an important turning point in the automotive world, as the industry transitions towards electrification, and manufacturers lay out decadelong plans as to how it’s going to happen. As 2023 comes to a close, and the middle of the decade approaches, those efforts are beginning to ramp up in pace. But the industry isn’t ready to let go of combustion engines just yet — 2024 has hybrids and combustion-powered cars in store, as well. Regardless of what manufacturers or kinds of cars you’re anticipating, there are certainly plenty of thrills to come. Porsche is one of the most popular purveyors of performance luxury cars, and its SUV models — the Cayenne and Macan — are leading the charge. As Porsche transforms its lineup, a new electric version of the Macan is set to be revealed in 2024. It will sit alongside the Taycan as Porsche’s second fully electric model. Automakers that came on the scene as electric vehicle manufacturers are also seizing the opportunity to expand their lineups and further cement themselves in the highly competitive EV arena. Lucid and Polestar are two of the most prominent examples. Next year, Lucid is set to reveal its Gravity SUV, the first SUV in the brand’s lineup, and Polestar will reveal the Polestar 5, its performance-oriented four-door GT that has been hinted at in the brand’s Precept concept car. Meanwhile, Maserati has revealed the GranTurismo, along with the first-ever GranTurismo Folgore electric version. The Italian marque is also on the cusp of introducing a new version of the GranCabrio, with photos of the prototype version of its upcoming open-top grand tourer published and Trident fans anticipating its arrival. Other grand touring models set to be revealed come from Bentley, as the brand has promised hybrid versions of all of its models by 2024, with only the hybrid Continental GT and GTC remaining. This coincides with the bittersweet end of production for Bentley’s iconic W12 engine in April 2024. In the supercar realm, tides are changing too, as anticipation and speculation builds for the latest from brands like Ferrari, Lamborghini, and Bugatti. As Lamborghini revealed its first production hybrid, the Revuelto, this year, spy shots have suggested that more are coming soon, like possible hybrid versions of the Lamborghini Huracán and Urus. The Prancing Horse is also busy, with rumors swirling about a successor to the legendary LaFerrari hybrid hypercar. With Bugatti under new ownership with the Bugatti Rimac group, a successor to the unfathomable Chiron could be on the horizon. As an industry that continues to drive forward at breakneck speed, there’s no telling what the automotive world will look like in the future, which is exactly what makes coming into 2024 such an exciting prospect. Featured in Our December 2023 Issue Buy Single Issue Subscribe

By Gabriel Vega – December 08, 2023

Fading Attraction: The End Of The Beloved Audi TT

The Audi TT started as a design study penned in Southern California. Freeman Thomas and J Mays, designers based at Volkswagen of America’s Simi Valley Design Center, created the initial sketches in early 1994, naming it the Bauhaus Coupe. A year later, the TT, whose name draws inspiration from the Tourist Trophy races held on the Isle of Man, appeared in concept form at the 1995 Frankfurt Motor Show in September. Spectators fell instantly for its simple but sleek design, and sensing sizable demand for it, Audi greenlit the coupe for production in December 1995. The automaker was going through a significant transition, revamping its portfolio and working to cement itself as a premium brand. So as the world caught its first glimpse of the two-seater, the TT didn’t just have to sell. Its mission was to attract new customers to the brand, serving as Ingolstadt’s halo car for the late ’90s. The TT formally went on sale in 1998, with its Roadster variant following shortly thereafter — they sold in massive numbers. As the TT moved into its second generation in 2006, it grew larger and more potent with subsequent TTS and TT RS variants and got a stablemate in the form of the R8. Though the supercar debuted with unique styling, its design language can be traced directly to the tiny TT. By this point, the impact of its simple but stylish design was undeniable. The Audi TT Coupé show car, 1995. The Audi TT in Papaya Orange, picture taken in 2003. Although sales remained strong after the second-gen TT’s introduction, the 2010s and the global recession that accompanied them were troublesome. Sales in the United States shrunk, and despite the TTS and TT RS holding their own as serious sports cars in period comparison tests, salesfigures took nearly half a decade to recover. The TT’s third and final generation, simply known as the Mk3, arrived in 2014. Based on Volkswagen’s MQB platform, the little sports car benefited from significant performance improvements, as did other VW products of the time. Still, its sales figures never recovered; thus far, in 2023, only a few hundred cars have sold. Audi TT – the three generations. As I made my way through the twisty canyons above Malibu in a 2023 TT Roadster, I couldn’t help but feel bummed that the TT didn’t sell as well as it should have. I mean, it has all the goods on paper. It’s small, relatively light, fun to drive, and gorgeous. So what gives? The answer, of course, is complex. We could blame the popularity of SUVs in the last decade, but small, fizzy cars are down across the board. Such specialized machines seem more challenging than ever to justify as consumers demand their vehicles to do more. The trend isn’t to have multiple cars but one that can do everything. While it didn’t define itself by its handling or straight-line performance, the impact of its design philosophy is immeasurable, namely how it surfaced across Audi’s portfolio in cars like the R8 or even in futuristic concept form on the big screen in Will Smith’s I, Robot. While its future is uncertain at this point, one thing is for sure: We’ll miss it once it’s gone. View All Audi TTs For Sale Featured in Our December 2023 Issue Buy Single Issue Subscribe

By Gabriel Vega – December 04, 2023

Frank Heyl on Creating Bugatti's Golden Era: A Labor of A...

Although Bugatti didn’t unveil a new model or concept at this year’s iteration of The Quail, A Motorsports Gathering, the French carmaker pulled the covers off one of its most intricate projects. Based on a Chiron Super Sport, the Golden Era — and its hand-drawn livery — revisits the brand’s three major eras and the vehicles that have come to define Bugatti. Here, Bugatti director of design Frank Heyl discusses the Golden Era from concept to completion. duPont Registry: What makes one-off projects like the Golden Era so special? Frank Heyl: I wouldn’t call them “one-offs.” I would say “individualized” — heavily individualized. Pieces of art, actually. Rather than regard this as a car purchase, we say it’s an investment into an asset. Because these things remain in families, because this car will be handed off from generation to generation, and maybe we’ll see it at the Pebble Beach Concours in 50 years. dR: What was your biggest challenge when building this particular commission? FH: Getting the paint to Bugatti levels but still having the sketches embedded in the paint took a lot of experimenting and trial and error. Which pencil goes together with which type of clear coat? And so we worked in layers. We found out that you can’t rub off too much pencil into one spot because then the pigment traps air. If you paint over it, the air will come out and form bubbles. So you sketch in a layer, then you clear coat it, sand it, and do the next layer, progressively getting darker and darker. In the end, you have layers of paint, sketch, paint, and sketch, totaling 17 layers. dR: How long did it take to conceptualize and build the Golden Era? FH: I met the customer two years ago, and now we’re here. If you think about it, how long does a car manufacturer have or give itself to build onecar? I think it’s unprecedented that someone would build a car for two years. That’s our goal with the Sur Mesure program. We are tailoring our business to this because there is so much demand for exactly this sort of thing. dR: With the Chiron’s successor expected to debut soon, is the ease of individualization something you’re considering now while it’s still under development? FH: We take that into account. You cannot overlook this anymore; it’s a must. It’s part of the technical description of the car to have it done in a way that is configurable. In the end, you try and give the customer all the options. The thing needs to be tailor-made to actually be able to comply with all these requests. Featured in Our November 2023 Issue Buy Single Issue Subscribe

By Roberta Naas – October 30, 2023

Four Cocktail Recipes Perfect For Fall Weather

While summer is a time for beers, light cocktails, and sweet, fruity drinks, fall ushers in a season of warm orange and brown tones, spices like pumpkin and cardamom, and maybe an old fashioned or two with a twist. Here are a few modern takes on some go-to recipes — or the perfect bottle for a neat pour — that are dynamite for seasonal get-togethers. Macallan THE MACALLAN M COPPER Thinking an evening by the outdoor fire pit? Reach for The Macallan M Copper, a 2022 release. Part of The Macallan M Collection, this $9,000 bottle is the perfect blend of artisanship and knowledge. The 100 percent natural single-malt whiskey, made in a copper still, offers a buttery yet sweet and malty flavor, with hints of pear and toasted oak. It is sold in a copper-colored Lalique crystal decanter. Directions Enjoy neat. BROKEN SHED PUMPKIN SPICE & EVERYTHING ON ICE This fantastic fall cocktail created by well-known mixologist Tom Levron offers a new twist on autumn that is designed to reflect a maple old fashioned Ingredients 1.5 ounce Broken Shed Vodka 1 ounce pumpkin-maple-coffee syrup, consisting of equal parts cold coffee, maple syrup, and pumpkin purée 1 star anise pod Directions Stir vodka and syrup over ice and strain into double rocks glass over one large ice cube. Garnish with the star anise pod. MAYENDA HIBISCUS OLD FASHIONED This Mayenda tequila has a wildflower-honey and cinnamon aroma with a hint of orange blossom. The taste offers undertones of baking spices and caramelized agave. Great served neat at room temperature, or in a special cocktail like this one. Ingredients 2 ounces Mayenda Blanco Tequila 1⁄4 ounce hibiscus-agave syrup 2 dashes mole bitters Grapefruit twist Directions Combine tequila and syrup in a glass with ice. Add the bitters and stir. Strain over fresh ice and garnish with a twist. OLD ELK BOURBON MARGARITA Old Elk Master Series Four-Grain Straight Bourbon Whiskey blends corn, wheat, rye, and barley to yield a smooth base with hints of maple, spices, and vanilla at 105.9 proof. Ingredients 13⁄4 ounces Old Elk Straight Bourbon 1 ounce fresh lime 1⁄2 ounce agave syrup Salt Directions Shake everything and pour over fresh ice in a glass with a salted rim. Garnish with lime. BACARDI RESERVA OCHO RUM OLD FASHIONED One of the oldest private rum blends in the world, Bacardi Reserva Ocho Rum is a dark rum inspired by a family recipe from 1862. It is made in batches from a special selection of rums aged in barrels for at least eight years. Tasting notes include nutmeg, apricot, and vanilla. It’s the perfect pick for a fresh take on the early-1900s old fashioned. Ingredients 2 ounces Bacardi Reserva Ocho Rum 1⁄4 ounce simple syrup 2 dashes Angostura bitters Directions Pour all ingredients together into a rocks glass. Fill with ice. Stir until well mixed. Featured in Our November 2023 Issue Buy Single Issue Subscribe

By Jordan Aquistapace – October 17, 2023

How To Prepare Your Automobile For Auction

In recent years, the luxury automotive world has witnessed a remarkable surge in the popularity of high-end auction events as a means of buying and selling valuable and collectible vehicles. These auctions have become a magnet for passionate collectors, investors, and enthusiasts, offering a captivating blend of prestige, exclusivity, and the thrill of acquiring extraordinary automotive treasures. From vintage classics like the Ferrari 250 GTO to cutting-edge supercars such as Bugatti’s Chiron Super Sport, these auctions have transformed into grand spectacles that celebrate the art, heritage, and excitement of owning some of the most coveted vehicles in existence. As we continue to explore the captivating rise of high-end automotive auctions, sellers should complete these essential steps to ensure an honest and profitable sale of their most prized possessions. Service/Documentation Properly servicing your collectible automobile before listing it in an auction event is the most important step of all. Not only does it enhance the vehicle’s performance and longevity, but it also significantly increases its market value. Thorough maintenance ensures that the car is in optimal condition, attracting potential buyers and instilling confidence in their purchase. In addition to comprehensive engine tune-ups and addressing any mechanical issues on your supercar or hypercar, detailed service records help to add value and peace of mind for the future owner. By prioritizing service and providing thorough records, you maximize the chances of achieving a successful and lucrative sale. Darin Schnabel ©2019 Courtesy of RM Sotheby's Clean/Detail Before preparing to list your car, investing in a professional interior and exterior detail is crucial. By restoring your collector car’s appearance to showroom condition, you significantly increase the chances of grabbing the attention of eager bidders. A thorough interior cleaning will eliminate signs of wear and tear, creating a welcoming atmosphere for potential buyers. On the outside, a meticulous wash, wax, and/ or paint correction accentuates design and highlights exterior features. This attention to detail not only enhances the overall presentation but also indicates your quality of care and maintenance, instilling confidence in potential bidders. Simon Clay ©2018 Courtesy of RM Sotheby's Photography High-quality photography plays a vital role in showcasing the beauty of any supercar or hypercar, capturing the attention of potential buyers at an auction. By using professional photography techniques, you can effectively highlight meticulous details and the overall condition of your vehicle. Close-up shots of key areas, such as the interior, exterior, engine, and wheels, allow viewers to assess the overall investment in the car. Sourcing the Best Auction Event Selecting the ideal auction company and event ensures maximum exposure to passionate collectors in your category. Prominent auction houses like RM Sotheby’s, Barrett-Jackson, Broad Arrow, and Mecum offer specialized events tailored to specific vehicle types. Researching and understanding their target audience will help you align your car with the right enthusiasts. Choosing the right company ensures that your car finds its way to a receptive audience, increasing the odds of a successful and rewarding sale. Pricing/Marketing Thorough research on similar examples either currently on the market or recently sold provides valuable insights into pricing trends and market demand. By setting a competitive price, you position your vehicle attractively among its peers. Additionally, a well-executed marketing campaign will generate interest and drive engagement. By combining strategic pricing with impactful marketing, you increase the likelihood of achieving a favorable outcome at the auction, maximizing the value and potential of your cherished vehicle. Featured in Our November 2023 Issue Buy Single Issue Subscribe

By Tyler Rampersaud – February 02, 2023

Rosso Corsa: A Look At Ferrari's Historic Paint

After 75 years, Ferrari has painted the town red. But how? If you think about a red car, you likely picture a Ferrari, and if you think about a Ferrari, you likely picture a red car. The Italian marque has become synonymous with the color red over decades, and the hue has been central to its history for just as long — even before Ferrari was a company. The story of Rosso Corsa, Ferrari’s legendary red, started over a century ago, when Italy’s official motorsport color was formally deemed red after the 1907 Italian Peking to Paris–winning car flaunted red paintwork. From then on, Italian racing adopted red as its official color, in the same way that France has used blue and Britain green. Ferrari’s time under the Alfa Romeo umbrella saw the creation of a great many red racing cars, and when Ferrari finally emerged as its own brand with the release of the 125S, Rosso Corsa remained the most readily visible color in its portfolio. Eventually, other automakers found other colors to use in motorsport and to represent their brands; but because Ferrari’s roots run deep in Italian motorsport, the Prancing Horse elected to continue showing its true colors and carry on the heritage of Rosso Corsa. Along with it, Ferrari became synonymous with the history and glory of Italian racing and the performance and style of the country’s best cars. " width="680"> Today, Rosso Corsa (Italian for “racing red”) remains Ferrari’s most popular red, although other shades like Rosso Dino, Rosso Fiorano, and Rosso Scuderia are available. The entire palette of reds echoes the legacy of Rosso Corsa and tells the story of how the company’s red cars captured the hearts of the entire automo- tive world to make everlasting history. By the early 1990s, Ferrari says that 85 percent of cars built were finished in red, and while that’s changed with things like Ferrari’s Tailor Made program and the simple addition of more colors and models for more varied driving situations and customer bases, red still accounts for around half of Ferrari’s orders, according to the brand. At the very beginning of that all is Rosso Corsa. Seventy-five years into Ferrari’s history, Rosso Corsa is still one of the most important shades of red — let alone colors — to the Ferrari brand. Whether it’s Ferrari’s iconic racing machines, incredible bespoke projects, or any car from its road-going lineup, from the flagship SF90 Stradale to the gentleman’s Roma to the radically new Purosangue, if you look, you’ll find Rosso Corsa very near the top of the list of colors with which a Cavallino Rampante car can be beautifully adorned. While a Ferrari doesn’t necessarily have to be painted in Rosso Corsa — or even red — a very long and important history tells us that it’s hard to go wrong with this honorable hue. Image Source: Ferrari

By Tyler Rampersaud – January 18, 2023

Learn Your Classic Porsche's Origin Story

Porsche introduces an online service for classic car owners that helps to illustrate a vehicle’s history. Buying a classic car can be a real labor of love. While the idea of adding a vintage model sounds like a dream on the surface, classics (and even more recent used cars) can come with plenty of headaches when it comes to ownership. Just think about it: You’re buying a car and trusting that anyone who owned it before you took proper care of it — that can be a big risk to take. Of course, it helps when you find a meticulous owner who keeps careful documentation of the car’s history, from the original window sticker to a detailed record of all the service and maintenance that has been done, but even for car enthusiasts, finding a vehicle that has been maintained like that can be like looking for a needle in a haystack. Porsche, a brand whose classics are among the automotive world’s most desired, has a new solution. Recently, the brand introduced an online service through which owners can access a detailed archive of documentation on their cars. With the service, classic Porsche owners are able to retrieve two types of important records on their vehicles that allow for more authentic restorations, as well as efficient and thorough maintenance. An added perk: Detailed documentation on the history of a classic Porsche is always great to have on hand at events and car shows. The first record is a Porsche Production Specification (PPS) document, which outlines the original exterior and interior colors, options, powertrain and drivetrain specifications, production date, and MSRP. It’s available for all Porsche VINs for $125. The second record that owners can obtain is the Porsche Classic Technical Certificate (CTC). It includes an inspection from a Porsche technical expert that goes into great detail, and indicates if original parts have been replaced. It’s only available from a Porsche Classic Partner or a qualified Porsche dealer for models as new as the first-generation Cayenne and starts at $500. With these nascent services, classic Porsche ownership got much easier — and even more enticing. View All Porsches For Sale

By Jordan Aquistapace – January 13, 2023

6 Exotic Cars We're Looking Forward To In 2023

It's a bright future. After a year of highly anticipated announcements and debuts from leading automotive manufacturers, orders have been received, and customers are eagerly awaiting the delivery of their dream car configurations. Although all of the newest models highlight innovative design, technology, and performance, some stand out as milestone examples that catapult brands into the future of vehicle production. In this special, we have compiled a list of our picks for the most anticipated car deliveries of 2023. From inaugural Italian super-SUVs to one-of-a-kind four-seater mega-GTs, these popular new models are sure to create excitement in the industry as each is delivered to their rightful homes. McLaren Solus GT Born from a historic lineage of motorsport excellence, McLaren Automotive continues to engineer its line of supercars and hypercars that focus on creating a true track-like experience. Since the initial announcement of McLaren’s new ultra-rare race platform, each of the lucky 25 owners of the Solus GT waits in anticipation as their configurations are set for a 2023 delivery. The unique monocoque houses a naturally aspirated 5.2-liter V10 engine that revs beyond 10,000 rpm and generates more than 830 horsepower. Ferrari Purosangue Finally making its anticipated debut in the super-SUV market, Ferrari introduces the Purosangue as its first-ever four-door model with four seats. More than 75 years of manufacturing and engineering led Ferrari to create an SUV with Prancing Horse DNA, utilizing the perfect blend of road performance, off-road capability, and everyday practicality. The naturally aspirated V12 engine in the new Purosangue makes it a true Ferrari, delivering an astonishing 725 horsepower to its sophisticated all-wheel drive system. Showcasing its abilities to perform in all conditions, owners of the new Ferrari Purosangue can expect to test out their super-SUV toward the end of this year. Porsche 911 GT3 RS 992 Ever since its introduction into Porsche’s lineup, the 911 GT3 RS continues its uprise with updates that make it one of the most popular sports car models in automotive history. The 911 GT3 RS family is made up of seven generations that all incorporate characteristics and aspects from its predecessors, setting the benchmark for performance car production around the world. Nineteen years after its initial debut, Porsche is proud to keep its historic lineage going with the new 992 generation 911 GT3 RS. Because of the incredible power of the 911 GT3 RS’ engine, Porsche focused on aerodynamics and weight reduction to make the 992 Porsche 911 GT3 RS better than ever. Pagani Utopia Leading the way for hypercar development and manufacturing, Pagani Automobili generates its forward-thinking approach from the mind of founder Horacio Pagani. Gracing the automotive world with impressive creations like the Zonda and Huayra, the all-new Pagani Utopia continues the brand’s legacy with state-of-the-art design, technology, and performance. Originally debuted with the code name “C10,” the Utopia revolves around three benchmarks: simplicity, lightness, and the pleasure of driving. Producing 864 horsepower and 809 pound-feet of torque from a 6.0-liter twin-turbocharged AMG V12, only 99 examples of the Pagani Utopia are planned for 2023 production. Lamborghini Huracán Tecnica The new Lamborghini Huracán Tecnica represents the latest evolution of the Huracán range, providing the purest Lamborghini driving experience. The exterior lines emphasize distinctive new expressions inspired by the racing DNA of the Huracán Super Trofeo EVO2. Bridging the gap between the Huracán EVO and Huracán STO, the Tecnica features the same 5.2-liter naturally aspirated V10 and seven-speed dual-clutch gearbox. Lamborghini notes that the Huracán Tecnica will have a 0 to 60 mph time of 3.2 seconds and a top speed of around 202 mph. Taking the lead as Automobili Lamborghini’s next generation of Italian hypercar, the Huracán Tecnica will light up the streets in 2023. Koenigsegg Gemera Since the Koenigsegg Gemera first made waves as the automotive industry’s first four-seater hypercar, the anticipation for future owners grows as the delivery date for the mega-GT draws near. Behind the massive dual vertical doors lies a spacious interior cabin that welcomes three additional passengers, offering more luggage space for longer journeys on the road. Along with an EV-only mode that allows for up to 31 miles of efficient travel, the Gemera features Koenigsegg’s hybrid 2.0-liter twin-turbocharged three-cylinder, producing an incredible 1,700 horsepower. With only 300 examples of the Koenigsegg Gemera being created, we can’t wait to catch a glimpse out in the wild. This article appeared in our January 2023 issue. Subscribe Now Buy Single Issue

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