Maserati 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 Tyler Rampersaud – October 13, 2026

Maserati GT2 Wins In GT America Racing Debut

Maserati has triumphantly returned to the racing world with its GT2 supercar, which brings the historic Italian brand back to the circuit as it celebrates the centenary of not only its involvement in motorsport, but also its Trident emblem, in 2026. This past weekend, Maserati debuted in the GT America Powered by AWS series, racing at the legendary Indianapolis Motor Speedway, and achieved two victories by the racing weekend’s end. The Maserati GT2 supercar was fielded by Risi Competizione and driven by Peter Dempsey. Wearing the number 100 for the double centenary, the car won both 40-minute races on Saturday, October 10, and Sunday, October 11. Using the car’s available GT2+ kit, the Maserati GT2 adheres to SRO3 class standards, racing alongside GT3 cars. Maserati’s return to the historic track continues a legacy that began in some of the earliest days of the manufacturer’s history. With Indy 500 victories in 1939 and 1940, won by Wilbur Shaw in a Maserati 8CTF, Maserati remains the only Italian manufacturer to have won the race. Race 1 saw the Maserati GT2 starting from the back, managing to take the lead with less than three minutes remaining, holding on to it by less than a third of a second. <- Gallery -> The GT2 supercar started the second race from pole position, with Dempsey leading the race from start to finish, setting the fastest lap in both the first and second races. Alongside GT America, the Maserati GT2 supercar races in over 20 racing series, which take place across five continents. With the GT2+ kit, developed in collaboration with SRO and designed to increase downforce, revise the engine, and adapt the dampers and brakes, the GT2 is working to expand its reach in the motorsport world. GT2 customers can either order the car with the kit or purchase it as a conversion for an existing car. About the double victory in Indianapolis, Maserati Corse Head Vincent Biard commented, “To win both races on our GT America debut at Indianapolis is a proud moment for everyone at Maserati. Peter and our partner Risi Competizione delivered an exceptional performance, and these results demonstrate the potential of our Maserati GT2. Returning to this circuit as we celebrate 100 years of both the Trident logo and Maserati’s racing debut makes this achievement especially meaningful. We want to give our customers more opportunities to race with Maserati, and this weekend is a critical step in that direction.” With two impressive victories at one of the most historically significant racing venues in the world, Maserati is celebrating the hundredth anniversary of its presence in motorsport and its Trident with a reaffirmation of its racing excellence. As the GT2 continues to earn accolades in the racing world, Maserati and its racing presence look forward to a bright future after a storied past. View All Maserati For Sale Image Source: Maserati

By Tyler Rampersaud – July 09, 2026

Maserati Previews Project GT4 At Goodwood

Maserati is celebrating a century of its presence in the world of motorsport, as well as the centenary of its legendary Trident emblem this year. What began in 1926 has become a cherished legacy of Italian luxury performance cars, as well as racing icons that have written chapters of motorsport history. This decade, however, has marked an exciting resurgence in Maserati’s motorsport efforts, with the MC20 supercar becoming the basis for Maserati’s GT2 racer, along with the street-legal GT2 Stradale, and the customer track-only MCXtrema. However, another new day is dawning for Maserati’s racing legacy, and it comes from the latest generation of the GranTurismo, Maserati’s gorgeous touring coupe. It’s called Project GT4, a GranTurismo-based GT racer aimed at taking on one of the most dynamic racing categories. Its goal: to sit alongside the Maserati GT2 and use the experience Maserati Corse gained with the supercar to get back on the track in 2028. About Project GT4, Maserati Corse’s head, Vincent Biard, said, “Project GT4 represents a natural step in the evolution of the Maserati Corse program and completes our vision for the future of GT racing. On the back of the experience gained with the Maserati GT2, this project was created with the aim of bringing all the technical, sporting and operational know-how developed in recent years to the GT4 category, while maintaining a strong bond with the New GranTurismo on which it is based.” <- Gallery -> Taking full advantage of the style and engineering seen in the production Maserati GranTurismo, Project GT4’s powertrain and body are derived directly from the road car. Modified from it are aerodynamic components, a revised interior, a rear-wheel drive architecture, and other tweaks. The car’s suspension comes from the Maserati GranTurismo Trofeo, and the car’s dedicated racing components include a front splitter, front dive planes, a special hood, a dedicated braking system, a roll cage, 18-inch wheels, and more. Previewed at this year’s Goodwood Festival of Speed, Maserati’s new Project GT4 features a special livery at the event, with a large Trident spanning the length of the car, and 100 smaller blue Tridents throughout, a reference to the 100th anniversary of the Trident emblem. Meanwhile, a white front fascia is a reference to classic Maserati racers, and touches of blue and yellow serve as an ode to Maserati’s home city of Modena, Italy. With Project GT4, Maserati not only plans to expand its racing presence and bolster the GT2, but also to continue a legacy that was previously carried by the Maserati Trofeo Light GT4, which was based on the Maserati GranSport. The preview of the new Project GT4 at the 2026 Goodwood Festival of Speed is the beginning of a new era of Maserati racing that is poised to fully take shape in 2028. View All Maserati GranTurismo For Sale Image Source: Maserati

By Khris Bharath – May 29, 2026

Maserati Debuts Historic Livery at GT2 European Season Opener in Monza

The 2026 GT2 European Series powered by Pirelli opens this weekend (May 30-31) at the Autodromo Nazionale di Monza, a.k.a. ‘The Temple of Speed,’ and the timing could not be more deliberate. Just days after Maserati marked a significant presence at the annual Motor Valley Fest in Modena, where the brand unveiled the MCPURA in a striking Ai Aqua Rainbow Fuoriserie finish and hosted senior executives and historians for its "Trident Talks" series, the focus shifts to the track for the season opener. Three teams: LP Racing, DINAMIC Motorsport, and the new i4Race outfit will field five Maserati GT2s across the Pro-Am, Silver, and Master classes. Defending two-time Am-class champion Philippe Prette returns in the number 1 car, now competing in the new Master class. <- Gallery -> The real story, though, is on the bodywork, as Maserati debuts exclusive livery, created through its Fuoriserie personalization program, drawing directly from the 250F, the red overyellow single-seater that dominated Formula 1 in the 1950s. Juan Manuel Fangio drove it to world championships in 1954 and 1957, with victories in Argentina, Belgium, Monaco, and France. Stirling Moss won at Monaco and Italy in 1956. Maria Teresa de Filippis, the first woman to qualify for a Formula 1 Grand Prix, also raced the 250F in 1958. The single seater is one of motorsport's most evocative objects, and Maserati is leaning into that heritage. The liveries will be available on both a one-off Maserati GT2 race car and the street-legal GT2 Stradale. The anniversary extends beyond the logo. In 1926, the Maserati Tipo 26 wore the Trident for the first time and won its class at the Targa Florio with Alfieri Maserati behind the wheel. That double centennial, 100 years of the Trident logo and 100 years of competition, gives the 2026 season a weight that most racing calendars simply do not carry. After Monza, the series heads to Spa-Francorchamps, Misano, Zandvoort, and Portimao. View All Maseratis For Sale Images: Maserati

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