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

Jaguar News

Jaguar news from duPont REGISTRY News, updated as each story breaks. We cover the brand's electric relaunch alongside the models that established its name, from the F-TYPE to the I-PACE. Our reporting takes in reveals, first drives, design developments and the auction results that shape collector values. Jaguar is midway through a complete reinvention, and we follow each decision as it is confirmed. The marketplace adds something most publications cannot offer. Jaguars covered here are frequently listed for sale on duPont REGISTRY, so the reporting and a genuine asking price appear together. For Jaguar news today, and the luxury car news and sports car news around it, begin below.

By Tyler Rampersaud – March 31, 2026

How Jaguar’s New 1,000-HP EV “Drives Like A True Jaguar”

Over a year ago, Jaguar radically transformed itself as a brand, debuting a new logo, a new philosophy, and a new look and feel. Along with it came the Jaguar Type 00 concept, a powerful and opulent electric luxury grand tourer with minimalistic styling and proportions inspired by past Jaguar tourers. That concept is now serving as the inspiration for the first new Jaguar production model in a long time, a four-door electric grand tourer with 1,000 horsepower. Already, Jaguar has shown off the impressive performance capabilities of its new grand tourer during testing in the Arctic Circle, and as the reveal of the production version of the car later this year draws nearer, the manufacturer is showcasing more of its engineering excellence. Saying that the new model promises to drive “like a true Jaguar,” the new four-door GT features engineering characteristics inspired by past Jaguar icons, combining spirited performance with luxurious comfort. When development began for the new model, engineers started by driving some of the most iconic cars in Jaguar’s history, like the E-type, XJS, and XJ. About this, JLR’s Engineering Director, Matt Becker, said, “At the outset we took the unusual step of spending time behind the wheel of great models from our past – to get under the skin of what truly makes a Jaguar. At its best, Jaguar has always delivered two characters – performance and comfort – in perfect harmony and our new luxury GT is no different. It embodies everything the brand stands for. Jaguar’s founder, Sir William Lyons, used to say that 'driving should be a joy not a chore'.” <- Gallery -> The “Spirit of Jaguar Drive,” which took place in May 2023, consisted of the XK120, the E-type, XJ Coupé V12, XJS and XJ Series I. Each car not only offered insight into the Jaguar DNA that needed to be imbued into the new car, but also showcased the through lines of design that are shared between them, like the low roofline and long hood that the new model showcases. The XK120 taught the lesson of demonstrating superior performance while treating drivers to sumptuous interior treatment. The E-type, one of the most legendary grand tourers of all time, reminded engineers of Jaguar’s reputation of combining performance, luxury, and unforgettable design. The XJS was exemplary for its ability to comfort and excite during long-distance drives, and the XJ Series I epitomizes Jaguar’s combination of power and elegance. Jaguar’s new model is said to combine all of these characteristics with cutting-edge technology and EV engineering, with over 1,000 horsepower and 959 lb/ft of torque on tap. That power is harnessed with solutions like highly advanced software for lightning-fast responses, and dynamic air suspension with twin-valve dampers for a compromise-free combination of compelling performance and relaxing comfort. “Right from the start, our aim was to deliver a true Jaguar. To do that, we wanted to re‑examine the provenance of the brand and the best way to achieve this was to drive some of our greatest models from the past 90 years. It provided clear direction to help us create the most technically advanced Jaguar ever made,” says Rawdon Glover, Jaguar’s Managing Director. Set to be fully revealed this September, the new four-door GT from Jaguar promises to drive like no other electric car, embodying the duality of luxury and performance that has made Jaguar one of the most celebrated manufacturers throughout much of automotive history. View All Jaguar For Sale Image Source: JLR

By Tyler Rampersaud – February 02, 2026

We Watched Jaguar Win The 2026 Miami E-Prix

Formula E is currently the only motorsport in which Jaguar has a team, and while the brand has decades of motorsport legacy in rally, Le Mans, and Formula 1, its commitment to the all-electric series comes concurrently with the rebirth of its thoroughly rebranded production car business. Later this year, the first new production Jaguar in a long time is set to emerge, and it’s a 1,000-horsepower, all-electric four-door grand tourer, with strikingly minimalist design cues inspired by the Type 00 concept. This past weekend, we had the privilege of joining Jaguar TCS Racing for the 2026 Miami E-Prix racing weekend, and while the victory was certainly the most exciting moment, it was just one part of an action-packed racing weekend in an uncharacteristically cold Sunshine State. Miami’s typical tropical atmosphere was somewhat marred by biting temperatures and chilling winds, which presented a challenge for teams across the grid, who were expecting different conditions in the Sunshine State. Friday, the day before the race, saw Jaguar TCS Racing taking us along for a track walk, where we got to see the excitement build as teams analyze the surface of the track in order to prepare drivers, cars, and teams for the racing day ahead. After that, we had the chance to meet Jaguar TCS Racing drivers António Félix da Costa and Mitch Evans, as well as team principal Ian James, who also serves as the Team Principal for Defender Rally, which recently celebrated victory in the Stock category of the 2026 Dakar Rally. While many might see Formula E as a futuristic, sustainable, electric alternative to other Formula racing, which it certainly is, as the world’s first and only sport with B Corp Certification, it also has a great deal of differences to its counterparts that make it a unique and entertaining experience to watch. Formula E powertains have the ability to switch from 300-kW rear-wheel drive to 350-kW all-wheel drive, and in qualifying, which takes place in multiple rounds, with duels deciding the final grid order, the first round takes place with the rear-wheel drive, while the duels take place with all-wheel drive. Qualifying happened on the morning of race day, and while Mitch Evans narrowly missed the cutoff for the duel stage, da Costa managed to snag third on the grid. An early afternoon drizzle of rain made the Miami International Autodrome damp. It’s a short track, and with only 39 laps of racing, which became 41 later on, the race didn’t take very long as the Formula E cars managed sub-1-minute lap times throughout. Energy management is an important piece of the Formula E puzzle, as cars start with only 60 percent of their full battery capacity, and rely on regenerative braking throughout the race. In addition, driving flat out the whole time means that they won’t make it to the end, so conserving battery quickly becomes a crucial element of strategy. The race started with a safety car for a few laps because of the weather, but after resetting for a standing start, the action quickly became intense. Formula E sees far more overtaking than its counterparts thanks to Attack Mode, a feature to the racing that allows drivers to utilze the 350-kW, all-wheel drive powertrain for a total of 8 minutes. Drivers have to use their Attack Mode twice during the race, but it’s up to them whether they want to split it into two four-minute sessions, or one two-minute session and one six-minute session. Evans and da Costa quickly made their way toward the front of the pack together, battling with the rival Porsche team to make it to the front, but disaster struck when Andretti’s Felipe Drugovich hit da Costa’s car going into the last corner. While da Costa was able to continue, the crash meant he would end up finishing in eighth place. However, Evans was able to overtake the top qualifier and leader of the race, Nico Muller, in lap 27, using his second Attack Mode nearly as late as he could to stay in front, taking a first-place victory with the move. For Evans, the win marks his fifteenth career win in Formula E, which broke a record in giving him the most career wins in Formula E history, and it also made him the fourth driver in Formula E history to surpass 1,000 points. The incredible victory was also the first with Ian James at the helm, and in the championship, Mitch Evans is sixth in the Drivers’ Championship, da Costa is fourteenth, and Jaguar TCS Racing is now seventh in the Teams’ Championship, and third in the Manufacturers’ championship. The team is now getting ready to race again in just two weeks at the Jeddah E-Prix for rounds 4 and 5 of the series, but its victory in Miami was an especially memorable and intense one, as we got to see it happen. View All Jaguar For Sale Image Source: Jaguar TCS Racing

By Tyler Rampersaud – February 02, 2026

1,000HP Jaguar Prototype In Winter Testing

Jaguar recently underwent a dramatic rebrand, changing its logo and aesthetic to make room for a new era of all-electric luxury cars that remain faithful to the longstanding legacy of the British manufacturer. Along with that rebrand came a concept called the Type 00, a stunning grand touring model that, while futuristic and minimal in its aesthetic, nods to Jaguars of the past with a long hood, a massive footprint, and luxurious appointments. The Type 00, originally unveiled in Miami, has since made appearances at Monterey Car Week, Paris Men’s Fashion Week, and in the glittering Riviera city-state of Monaco, and it’s captured plenty of attention across the globe. Its purpose in that regard is to preview the production-car resurgence of Jaguar, which comes in the form of a new Jaguar four-door grand tourer, which is set to be revealed later this year. With winter in full swing, Jaguar took to one of the world’s most extreme winter climates to test the prototypes of its new grand tourer, entering the Arctic Circle in Arjeplog, Sweden. There, the new Jaguar has begun a new round of cold-weather testing and development on frozen lakes, in the midst of what Jaguar says is the most comprehensive development program the brand has ever taken, in order to ensure optimal comfort, performance, and luxury even in the harshest of conditions. <- Gallery -> Temperatures in Arjeplog reach as low as minus 40 degrees, both in Celsius and Fahrenheit, as that is the only point at which the scales intersect. In the realm of 1,000 horsepower with tri-motor all-wheel drive, the new Jaguar is the most powerful road car from the brand yet, and has to deliver that unprecedented performance in the harshest of winter environments. In addition to compelling power, the new grand tourer features all-wheel steering, dynamic air suspension, and active twin‑valve dampers alongside its torque control for incredible dynamics and ride comfort. One of the many challenges in the cold-weather testing environment is thermal management, which is especially important for a battery-electric vehicle, and the ThermAssist technology seen in the vehicle helps by reducing heating energy consumption, warming the cabin and the propulsion system while optimizing driving range. With incredible power, a new approach to design, and decades of cherished legacy, the electric rebirth of Jaguar is coming close and has more eyes on it than ever. View All Jaguar For Sale Image Source: Jaguar

Jaguar News

duPont REGISTRY News

duPont REGISTRY Group

Support

Subscribe