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

Lamborghini News

Lamborghini news from duPont REGISTRY News, updated daily, covering the V12 hybrid Revuelto, the Temerario and the Urus, one of the biggest names in luxury SUV news. Our reporting runs across reveals, first drives, one-off builds and the auction results that set values. We also follow the earlier cars, from the Countach through to the Veneno. Many sites carry supercar news, but very few carry it beside live listings. A great many of the Lamborghinis covered here are listed for sale on duPont REGISTRY, so the reporting and a real asking price appear together. For Lamborghini news today, start with the stories below.

By Jordan Aquistapace – March 19, 2025

Sotheby Motorsport's Auction For This 230-Mile Lamborghin...

A chance to own a piece of supercar history. With a prominent position in Lamborghini's illustrious timeline of finely handcrafted Italian supercars, the Countach remains an icon as it continues to pave the way for future models. Designed by the great Marcelo Gandini and debuted in the automotive world in 1971, its legacy spanned from 1974 to 1990, with fewer than 1,900 examples ever produced. The team at Sotheby's Motorsport is pleased to present this collector-grade 1990 Lamborghini Countach 25th Anniversary Downdraft as part of its current online auctions. View Auction Listing Recognized as one of the final iterations of the Countach production in Sant'Agata, the 25th Anniversary also commemorated 25 years since Lamborghini's founding as a manufacturer. This specific example (Serial #KLA12072) was delivered new to Saudi Arabia sporting a Rosso Siviglia finish over Champagne leather. It has since only accumulated 370km (230 miles) before changing ownership in Monaco and ultimately making its way to the U.S. This stands out as one of the lowest mileage 25th Anniversary Countachs in the world and even features the rare and desirable 'rear wing delete option' from the factory. Even more impressive than its low mileage and showroom condition are the service records and factory extras that come along with the Countach from new, making it the complete package for a true Lamborghini purist. Items featured as part of the sale include three keys, owner's manuals, service books, period-correct literature, all records from previous ownership, factory tool kit and jack (in original packaging), bulb kit, and OEM O.Z. Racing spare wheel and tire. The 25th Anniversary Lamborghini Countach packs a monstrous 5.2-liter V12 engine that churns out 455 horsepower and 369 lb-ft of torque. Paired with a five-speed manual transmission that gives drivers a hands-on, old-school driving experience, the Countach sprints from 0 to 60 mph in around 4.7 seconds, with a top speed of 183 mph. Lamborghini fine-tuned this variant with improved aerodynamics and larger air intakes, helping it run cooler and perform better. As the final evolution of the iconic Countach, the 25th Anniversary makes for a memorable send-off of one of Lamborghini's most famous supercars. Bid on Sotheby Motorsport's 1990 Lamborghini Countach 25th Anniversary Downdraft by clicking the link below. View Auction Listing Source: Sotheby's Motorsport

By Tyler Rampersaud – December 10, 2023

Discover The Story Of The Surviving "Wolf of Wall Street"...

This legendary Lamborghini has quite the story of its own. The Lamborghini Countach is inescapably ubiquitous. For multiple generations of car enthusiasts, the Lamborghini Countach is one of the most iconic and desirable creations in the automotive world, and this was certainly true for Joe Eckart, who like many, discovered his passion for the Lamborghini Countach as a child in the pages of a magazine. The story of his incredible Countach was told on VINwiki's YouTube channel. It was from that point forward that Eckart decided to save money towards buying a Countach, and after years of saving, embark on a 5-year pursuit to buy one. The journey included looking at an incredible number of Countach examples to try buying one, including even the legendary Countach from the Cannonball Run film, until he received a call about a 1989 Lamborghini Countach 25th Anniversary Edition in Florida. With a white exterior and a white leather interior, Eckart bought the car and drove it daily for years. After that, he was reached out to regarding the fact that Martin Scorsese was looking for a white-on-white 25th Anniversary Lamborghini Countach like his, of which Eckart says 8-10 were ever made, to film a movie, which would be Wolf of Wall Street. The film’s production offered to buy the car, in order to crash it, which ended up happening with a different car. Eckart refused, and the production agreed to rent the car. The car starred, alongside the one that was crashed, in the film, and became a legend of its own, with offers to buy the car pouring in. Eventually, once getting in and out of the car became difficult, and owning and driving it became less practical, Eckart reached out to CURATED to sell the car, and it sold for “well over a million dollars.” Now, the car is headed to auction in New York through RM Sotheby’s on December 8, where the story of a Countach with one of the most interesting stories a car could ever have will continue with a new chapter. View All Lamborghini Countach 25th Anniversaries For Sale

1975 Lamborghini Countach LP400 Periscopio by Bertone 10

By Jordan Aquistapace – November 11, 2021

RM Sotheby’s Guikas Collection: 1975 Lamborghini Countach...

Presented by RM Sotheby's - When the Lamborghini Countach was first revealed as the marque’s flagship, replacing the iconic Miura, the supercar’s bold design drew widespread acclaim. On the first showing of the LP500 prototype at the Geneva Motor Show in 1971, it immediately set itself apart from its predecessor with its wedge shape and angular edges; such proportions had seldom been seen before. But the bold design of the Countach presented problems, as the car’s unique shape restricted visibility. As a result, Lamborghini devised a solution: a novel “periscope” mirror system. Known as ‘Periscopio’ examples, the first 157 Countach LP400 production cars are, like the concept, defined by the lowered section of the roof that neatly flows into a small sight window to give drivers extra rearward visibility. These cars actually use a more conventional rearview mirror rather than a true periscope, but the distinctive name stuck. The early Countach models retained this feature until the LP400 S was introduced in 1978, with Lamborghini dropping the setup in favor of a completely flat roof. The first LP400, and the LP400 S that would follow, shared the same engine: a 4.0-litre V-12 fed by six Weber carburetors. This example, finished in black over black leather interior, is understood to have been the 55th Countach made by Lamborghini. It was originally finished in red over black and later repainted to its present dramatic combination. Delivered new to a customer in Milan, the car was sold to its next owner in Bologna in 1977. It was exported to the United States that same year, where it was received by Auto Palace of Pittsburgh, Pennsylvania. Walker Inman Jr. would own the car for 12 years; its next three owners were all based in California. During its time in the U.S., the dashboard of the Countach was autographed by Marcello Gandini, one of the designers of the car, at the California Concours in 2003. Paperwork indicates that over 2006 and 2007, the Lamborghini underwent around $60,000 of recommissioning work at Bobileff Motorcar Company in California, who rebuilt the engine and tidied up parts of the exterior and interior requiring attention. The car returned to Europe when it was bought by its next owner in Germany in 2007. The Countach was unquestionably one of the defining supercars of the 20th century, and early LP400 ‘Periscopio’ examples such as this are particularly appreciated for hewing the closest to Lamborghini’s bold original vision. The sale includes a Lamborghini Countach manual, license plates from a previous Italian registration, a spare wheel, and tool kit. RM Sotheby’s will present this vehicle as part of a single-owner collection comprised of 75 of the finest racing and road cars in the world, offered entirely without reserve. The Guikas Collection, to be sold at Paul Ricard Circuit in France in November 2021, presents pedigrees spanning from the endurance racing of the 24 Hours of the Le Mans to the world stage of Formula One and nearly everything in between. The collection of race cars will provide modern racing enthusiasts an introduction into virtually all vintage racing series worldwide, including GT and road cars that are equally impressive which offer a wide selection of Pre- and Post-War sports cars. View Listing

1971-Lamborghini-Miura-P400-SV-by-Bertone_hero

By Edward Jones – November 28, 2018

1971 Lamborghini Miura P400 SV by Bertone to be offered ...

Before the introduction of the Lamborghini Miura at the 1966 Geneva Salon, the term “supercar” simply did not exist. The Miura heralded the beginning of a new age in automotive history, and visually, it looked like nothing else on the road. The designer, Marcello Gandini, was just 27 years old when he penned its stunning design for Bertone, and his work encapsulated the youthful spirit of the age and the power lying behind the bodywork. The Miura’s design was indebted to its engine placement, with the V-12 mounted transversely directly behind the passenger compartment. Not only did this allow for a highly attractive silhouette, but it also gave the Miura incredible balance and weight distribution. Like many supercars that have followed in its footsteps, the Miura evolved over time, and the last iteration, the Miura P400 SV, was the most developed and potent. The suspension was also revised slightly to help reduce the “front-end lightness” that characterized the handling of earlier cars, and the rear bodywork was widened for a more aggressive stance. The engine was also addressed, and the SV was fitted with larger carburetors and featured different cam timing, helping to make the SV more user-friendly at lower RPMs. Needless to say, performance remained incredible, and the SV could outrun just about everything on the road when new. Producing a total of 385 hp, the SV could sprint from 0–60 mph in just 5.8 seconds. On a wide-open stretch of road, the Miura could reach a top speed of 180 mph. Completed on 29 October 1971, this P400 SV, chassis no. 4912, was originally finished in Bleu Medio over a Pelle Bleu interior and was shipped new to the U.S. through Modena Car U.S.A. Notably, it was the only Miura SV to be finished in that color according to Joe Sackey’s definitive tome, The Lamborghini Miura Bible. Furthermore, it is one of 11 single-sump Miura SVs to be fitted from new by the factory with optional air conditioning and one of just five examples equipped as such delivered stateside. Chassis 4912 resided in Texas as of 1977 under the ownership of Pedro A. Rubio but had left his ownership by 1979. It is believed that the car remained in the U.S. until at least 1992. At that time, the car was imported from the U.S. to Japan by the Tokyo Pipe Co. Ltd. The car remained in Japan for the next 20 years, and during this time, it remained largely in static storage. By 2011, it was sold to a Mr. Yamaguchi of Tokyo, then returned back to the U.S. It has since been the recipient of a full cosmetic restoration to original colors by Bodie Stroud, and mechanical work was done by the owner’s personal shop that services many street and race cars. During this time, the engine was reported to have strong compression, so only top end work was carried out. All electronics were looked after, and even a correct SV steering column was sourced. Since completion, it has been shown at the Pebble Beach Concours d’Elegance, the San Marino Motor Classic, and the Father’s Day show on Rodeo Drive. When shown, it was only for display and not judged. Without the Miura, it can be argued that Lamborghini might not even exist as a company today. Its importance to the automotive world simply cannot be overstated. Chassis no. 4912 is an excellent driver’s Miura and would surely put a smile on the faces of any driver and passenger at speed. Furthermore, considering its incredible original specification and superb concours restoration, it is sure to attract even more attention and awards wherever it is shown and admired. It is without a doubt one of the finest SVs available – glistening in its original Bleu Medio with stunning gold wheels. This Lamborghini will be offered at RM Sotheby’s Petersen Automotive Museum Auction, to be held on Saturday 8 December 2018. You can view more photos of this and all other vehicles on offer at RMSothebys.com. view this cars listing page for auction info

By Edward Jones – February 12, 2016

Final "True" Lamborghini is Being Auctioned Off

Going up for auction is a Lamborghini Diablo SV that has a lot of "lasts" in its description. It was the last Diablo SV imported into the United Kingdom, the last Diablo SV off of the production line in 1999 and the last Lamborghini to be built in the millennium. Also, it could be said that this is the last "true" Lamborghini to be created before Volkswagen's production changes were put into effect.According to Silverstone Auctions' account, the left the Sant-Agata factory on December 21, 1999. Finished in a three-coat Pearl Red/Orange paint, it's believed to be a one-off color. Its exterior is also home to the optional side skirts. Inside is a grey/black leather/Alcantara interior with the fitting Lamborghini floor mats.As for the history of this Diablo SV itself, it was originally registered as KCZ 7574 on March 2, 2000. The car's current owner is the fourth, who purchased the car from Top Gear Specialist Cars of Edinburgh on August 13, 2010 with 25,569 miles on the odometer. Now, the owner has it registered as V12 SVR, with 32,200 miles clocked. In 2013, the owner had a chassis and suspension restoration completed in 2013, making for a smooth ride years after the car was rolled off of the assembly line.If you interested, be sure to check out their auction on March 6. It's estimated to sell for £150,000-170,000 (approx. $217,000-246,000 USD).Lamborghini Diablos For Sale

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