Lamborghini News

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 Khris Bharath – March 29, 2026

Lamborghini’s Missing Piece? Imagining the Brand’s Upcoming 2+2 Hybrid Grand Tourer

Last week, in an exclusive interview with Lamborghini CEO Stephan Winkelmann at the 12 Hours of Sebring, we got some detailed insights about the Raging Bull brand’s future plans in the near term, including an upcoming fourth hybrid model that will join the Temerario, Urus, and Revuelto before the end of the decade. Instead of banking on taking the EV route, the Italian marque will instead be doubling down on its electrified lineup, given its recent record-setting sales that include a fully hybridized lineup. With Lamborghini’s all-electric model now delayed beyond 2030, what this model will be remains unclear at this point; however, Winklemann did confirm that this upcoming model will neither be an SUV nor a four-door sedan, but a 2+2 GT and a shape that harks back to the origins. So based on what we learned so far, here are some digital mockups and interpretations of what could be. The clues are strong enough to start connecting the dots, especially when you look back at Lamborghini’s history and a long line of promising concepts from the past two decades. The Lamborghini 350 GT is where it all began, as it was the brand’s first production car, introduced in 1964, and it established the idea of a front-engine grand tourer. A V12 engine under the long hood, clean proportions, and a focus on road use. But it was never a true four-seater as the wheelbase simply was not long enough. The 400 GT and the Lamborghini Islero, introduced in 1968, featured four seats, but they were still relatively tight in the second row. That problem was truly solved with the Espada, which also packed a V12. Lamborghini stretched the idea into something far more usable. Produced between 1968 and 1978, this was a proper four-seat GT with a long wheelbase of around 104 inches, a low roofline, and a silhouette that leaned toward a shooting brake. Other four-seater Lambos from the time include the likes of the Uracco and Jarama; however, the Espada remains one of the most practical Lamborghinis ever built, besides the more roomy LM002 and modern-day Urus. Now this is a blueprint that has not been revisited properly in decades. Then there are the concepts that almost got there. If we’re talking hybrid, the 2014 Asterion LPI 910-4 looked promising. It combined a 5.2-liter naturally aspirated V10 with three electric motors to produce a combined 910 horsepower. It even offered a limited electric-only range of about 30 miles. But once again, with a relatively short wheelbase with room for only two seats and a mid-engine stance, it doesn’t fit the narrative of being a true grand tourer. The 2008 Estoque concept, on the other hand, feels far more relevant today. It was designed as a four-door super sedan, powered by a front-mounted V10, and built around a long wheelbase that could comfortably seat four. Now imagine that same architecture reworked into a two-door coupe. Suddenly, it aligns perfectly with what Winkelmann described last week. This form could also open up two clear design directions. One is a traditional three-box coupe, with a long hood, a defined cabin, and a short rear deck. The other is more unconventional, a low-slung shooting brake inspired by the aforementioned Espada, with an extended roofline and added practicality. Finally, there is also a more modern interpretation to consider. A lowered, more aggressive version of the all-electric 2023 Lanzador concept. Yes, the Lanzador nameplate is still on the table. Remove the high-riding stance, bring the roofline down, and widen the track, and you get something that fits naturally into the brand’s current design language, defined by what Lamborghini Centro Stile is doing today. It connects visually with the Revuelto and Temerario, while adapting the proportions to suit a front-engine GT. As for powertrains, within the wider Volkswagen Group, Lamborghini has access to some of the most advanced hybrid systems currently in production. Could a V12 hybrid be a possibility? We don’t know yet, but Porsche’s high-performance hybrid architecture, as seen in models like the Panamera Turbo S E-Hybrid, can offer up to 680 horsepower from a twin-turbo V8 and electric motor integration. Bentley’s latest plug-in hybrid systems push beyond 700 horsepower with massive torque reserves. A Lamborghini application would likely go further. Again, it is important to emphasize that Lamborghini has not confirmed anything outside of its next model being a GT. What we have here are purely digital interpretations for now. Watch this space. View All Lamborghinis For Sale

Urban Automotive Transforms The Lamborghini Urus SE With A New Widetrack Kit

By Tyler Rampersaud – March 27, 2026

New Urban Widetrack Lamborghini Urus SE Debuts

Lamborghini’s new Urus SE is one of the most captivating models to emerge from the manufacturer. With over 800 horsepower thanks to a 4.0-liter twin-turbo V8 and plug-in hybrid power, the Urus SE is the most powerful variant of the Urus yet, and a showcase of the wave of electrified innovation that is coming to the entire Lamborghini lineup. Specialists in customizing the world’s most desirable and celebrated luxury vehicles, Urban Automotive has taken the opportunity to transform the Urus SE with its signature design approaches. Creating a new Urban Widetrack customization for the Urus SE, the Urban Automotive take on the hybrid performance machine features carbon fiber styling, a wide body, and more. The kit enjoyed a debut on both sides of the Atlantic, with one debut taking place at Urban’s home in Milton Keynes, UK, and in Las Vegas. Home of the SEMA show that is a capital for automotive customization, Las Vegas was a strategic place to debut the kit in the United States, showcasing a carefully designed kit that was the result of over 10,000 hours of design work, paying homage to past Lamborghini icons. At the front, a three-piece splitter is crafted in carbon fiber, and a redesigned hood featured design cues inspired by the Lamborghini Aventador SVJ. In addition, the wheel arches, also crafted of carbon, widen the body by 40 millimeters, giving the vehicle a more aggressive stance, while a new bumper, diffuser, and spoiler add signature Urban Automotive style. Riding on custom Urban-Vossen UV-1R wheels, the kit is a unique twist on the already striking design of the Urus SE. With innovative hybrid brawn and a unique carbon fiber design from Urban, customers can now make their Lamborghini Urus SE stand out even further with the new Widetrack kit. View All Lamborghini Urus SE <- Gallery -> Image Source: Urban Automotive

By Charles Bradley – March 25, 2026

Could Lamborghini Replace Lanzador EV With an All-New Grand Tourer?

Lamborghini is preparing to add a fourth model to its lineup before the end of the decade, its CEO Stephan Winkelmann has confirmed, potentially pivoting from its all-electric Lanzador concept to a brand new plug-in hybrid grand tourer that would hark right back to its 1960s car-producing origins. Initially revealed at The Quail, A Motorsports Gathering in 2023, the high-riding Lanzador concept car (pictured above) was proposed as Lamborghini’s inaugural fully-electric model, planned to go on sale in 2029. Since then, Lamborghini has postponed its move into the all-electric arena until after 2030, but continues to press ahead with plans to release a new production model in the near future. In an interview during the 12 Hours of Sebring, Winkelmann confirmed that its next move would neither be a smaller SUV than its Urus, nor a four-door sedan, but instead a shape that harks back to its origins: the 350 GT (pictured above), Lamborghini’s first production model, introduced in 1964. This would neatly fill the gap in its product range between its V12 flagship Revuelto, the new Temerario, and the Urus SUV. Lamborghini last aired a front-engined gran turismo concept in 2008 – the four-door, V10-powered Estoque (pictured below) – which was a super sports car aimed at daily use, but it never reached production. “When we looked into the idea of the fourth model, we checked all the segments where we are not in, and also the subsegments, and we ruled out having a small SUV, and we also ruled out to have a four-door sedan, because the segment is shrinking,” said Winkelmann. “For us, what was missing, or what is still missing, and what was at the beginning, the starting point of our company, is a gran turismo – so a GT car. The idea is a two-door, 2+2 gran turismo.” Winkelmann also reaffirmed Lamborghini’s commitment to plug-in hybrid powertrains, pointing to its recent announcement of all-time highs in sales and revenue last year. “When we started our strategy in 2021, we said we wanted a fully hybridized lineup by keeping simple promises: new design, and better performance by reducing the CO₂ emissions,” he said. “We are using a lot of the energy from the battery to give extra boost in terms of acceleration. “We don’t speak about plug-in hybrids, we speak about high-performance electrified vehicles, and that is paying into the idea of what Lamborghini is all about. First with Revuelto, now with Urus SE and Temerario, sales have continued to increase, so I think it has worked.” Regarding all-electric Lamborghinis of the future, he clarified: “We are continuing to work on the full electric idea, we want to be ready when we think the market and our customers are ready,” he added. “This will not be before 2030 for sure.” Lamborghini is planning four events this year – one in Italy, one in the UK, and two in the United States – at which it will reveal four different cars, which are all expected to be derivatives of its current models. It debuted the GT3 racing version of its Temerario at Sebring in the IMSA WeatherTech Sports Car Championship’s GTD division (pictured below). The strategy underscores Lamborghini’s measured approach to electrification – prioritizing performance-driven hybrids while monitoring market readiness for EV adoption, while also opening the door to a modern interpretation of its first production car, the 350 GT, reimagined for a new era. View All Lamborghinis For Sale Images: Lamborghini

NOVITEC Transforms The Lamborghini Revuelto With Visual & Performance Upgrades

By Tyler Rampersaud – March 23, 2026

NOVITEC Customizes The Lamborghini Revuelto

NOVITEC is known for giving its twist to some of the world’s most desirable, powerful, and exclusive supercars and exotic cars, and Lamborghinis are no exception. However, the latest generation of Lamborghini’s flagship supercar sets the bar quite high, as the Lamborghini Revuelto is a plug-in hybrid with a naturally aspirated V12 that musters a truly impressive 1,001 horsepower. That, however, doesn’t stop NOVITEC from giving it even more performance, as the firm’s new customization of the Revuelto not only includes visual upgrades, but also a performance boost. Thanks to a custom exhaust system, NOVITEC was able to transform the sound experience of the Revuelto and its V12 engine, and also imbue it with extra power, raising that 1,001-horsepower figure to a slightly higher 1,048. The customization also includes sports springs and a revised interior design for customers who choose to transform their Lamborghini Revuelto with it, and NOVITEC also revised the visual aesthetic of the Revuelto with its signature style, by way of exposed carbon fiber bodywork and a set of 21 and 22-inch wheels from Vossen. <- Gallery -> Launched in a purple color that is similar to Lamborghini’s Viola 30, the customized Revuelto makes a nod towards Lamborghini’s rich history, specifically the Diablo SE 30 that was created to honor Lamborghini’s 30th anniversary, which took place over 30 years ago. Created using state-of-the-art materials and techniques, NOVITEC’s new customization and performance upgrade of the Lamborghini Revuelto is a way for customers to take an already incredible supercar up a notch. View All Lamborghini Revuelto For Sale Image Source: NOVITEC

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