Mercedes-Benz 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 Basem Wasef – March 26, 2026

First Look: 2027 Maybach Blends Heritage Craftsmanship With Next-Gen Tech

The late, great Maybach 62 was one of the most memorable automotive moonshots of the 21st century. With a starting price equating to well over a half-million dollars today, the 6.2-meter-long land yacht was a cost-no-object salvo at the also remarkable Rolls-Royce Phantom and Bentley Arnage RL. The Maybach redux earned respect for its Teutonic interpretation of luxury, but the nameplate resuscitation ultimately couldn’t hang with its old money foes. RIP, OG Maybach: 2002-2012. Enter 2026, and the Maybach nameplate has been living not-so-rent-free in Mercedes-Benz’s brand portfolio since 2014, once again drawing inspiration from its origins in 1909. While some loyalists have fallen lukewarm toward the half-’Bach, pragmatists nonetheless appreciate the psychic benefits of associating with the venerable Mercedes-Benz S-Class. This latest update to Mercedes-Maybach brings the most mid-cycle changes in history to the model, affecting over 2,700 components, or more than half of the vehicle’s parts. There’s a flurry of technological introductions, including an AI-powered virtual assistant and a liquid-cooled supercomputer powering a new MB.Drive Assist Pro for point-to-point driving autonomy. But the latest Maybach also leans a lot into screens, so much so that the so-called MBUX Superscreens include a 12.3-inch driver display, 14.1-inch central display, and 12.3-inch passenger display. At least they’re now lower on the dashboard, offering a clearer view of the road and lessening the digital oppression. All that pixelated real estate doesn’t exactly bolster ties to Maybach’s enviable brand history. But it is countered by lovely surface treatments, which go a long way to making this latest iteration feel special. Sophisticated veneer options include herringbone patterns of Natural Grain Amber Brown, and swaths of leather are generously upholstered on many surfaces, including unlikely spots like speaker covers. Rear passengers experience more ‘displayapalooza’ with twin 13.1-inch screens which are controllable via two configurable remote controls. Climate control, sunshades, and the rear entertainment system are also controllable through the remotes. The rear perches are Maybach’s prime spots, with an executive seating setup offering jetliner-style recline similar to the 62’s legendarily long wheelbase configuration. Though the feature is also available on the standard S-Class, the Maybach’s stretched wheelbase offers loads more legroom for rear seat inhabitants, that make for an excellent long-distance, high-speed mobile office. Maybach’s extra sound insulation and integrated, video conferencing cameras make it easier to conduct business from the rear cabin. Another item you never knew you needed (like leather speaker covers) are heated seatbelts, which are now available in S-Class as well as Maybach models. And yet another fancy new life-improving item is cloud-based suspension tuning. Though the Maybach already gets hardware enhancements for a smoother ride, the new tech leverages hyperspecific pothole and road irregularity information from other Mercedes-Benzes, thus enabling the Maybach to anticipate jolts by selectively softening the suspension. <- Gallery -> Styling-wise, the newest Mercedes-Maybach borrows the 20 percent larger grille from the S-Class and adds standard backlighting to the surround and hood ornament which, incidentally, remains a three-pointed star not a “Double M” Maybach logo. Slimmer rear taillamps are a successful aesthetic improvement, though the three-point star headlamp and taillamp designs verge on branding overkill. And while the S-Class gains bucketfulls of three-point star logos across the front end, for what it’s worth the Maybach logo pattern over the front air intakes manage to feel less like a branding assault and more like a bold stylistic choice. Heavily Maybach logo’d 20-inch wheels double down with a complex pattern that looks more at home on a concept car than a serially produced luxury sedan. While the logo overload approach is similar on the more pedestrian S-Class, it somehow works better on the sky’s-the-limit Maybach. Similarly fitting is the two-tone paint option. What might seem garish on a standard sedan – Obsidian Black over Mojave Silver, for instance – actually lends the Maybach a charisma that helps it punch it closer to the upper-class audacity that its long-wheelbase 62 ancestor, not to mention its current competitors, are known for. The 20 and 21-inch wheels feature always-centered hubs – a neat party trick, but nothing terribly exotic considering the same feature can be found on Korean luxury sedans. Model-specific lighting plays a prominent role in the Maybach’s vibe setting, with backlit logos at the front end and C-pillars signaling its presence at night. Configurable ambient lighting inside plays along with the theme, adding to the after-hours ambiance. While the Mercedes-Maybach S-Class effectively ups the anté on tech, creature comforts, and sense of occasion, the question remains: can it match the audaciousness of its long-wheelbase Maybach 62 antecedent? Though this hyphenate loses much of the differentiators that once set it apart from run-of-the-mill S-Classes, it does remain the only production Mercedes-Benz model with an available V12. The twin-turbocharged 6.0-liter twelve-cylinder remains a desirable endangered species, and only the only other sedans competing in this rarified air are the Rolls-Royce Ghost and Phantom. A 4.0-liter twin-turbo V8 can also be had for more sensible drivers. Mercedes also ups the anté with their Manufaktur program, which opens up the paint and interior options. The brand’s ultimate offering is Made to Measure, which expands on the Manufaktur program with personal consultations, immersive visualizing technology, and more personalization options. This midcycle refresh brings enough upgrades to V8 and V12-powered Mercedes-Maybach sedans to boost their desirability against Bentley and Rolls-Royce. Although the German-owned Brits hold their own when it comes to panache and ultraluxury shock and awe, Mercedes-Maybach offers a relatively mild-mannered counterpoint. Yes, this land yacht is plush and beautifully finished; of course, it’s highly engineered and reassuringly well-built; and indeed, it boasts more tech and novelty features than ever before. But what it lacks in singular, groundbreaking style it makes up for with what is arguably one of the most reassuring associations in all of automobiledom: the solid-as-a-rock Mercedes-Benz S-Class. That amortization has helped contain its cost to remarkably reasonable levels, especially when compared to its silver-spooned counterparts. The days of bold brand experiments at Mercedes-Benz may be gone, but Maybach continues to prove the power of taking a winning formula and making it posher. View All Mercedes-Maybachs For Sale Images: Mercedes-Benz

A futuristic silver Mercedes-Benz Vision V concept minivan with large wheels is parked on a cobblestone street in an upscale urban shopping area.

By Michael Van Runkle – August 12, 2025

Mercedes-Benz Vision V Preview: A New Concept For Van Lux...

About half the time when I land in Europe for automotive media launch programs, a Mercedes-Benz Metris or V-Class picks me up from the airport. Diesel engine chugging away, stiff suspension sending every last bump in the road straight to my spine, seats that barely recline– at least the air conditioning works, so I don’t overheat after 20 hours of air travel on the typically short trip to a nearby hotel. Fleet taxis like these represent a perfect application for electric vehicle adoption, thanks to smooth driving dynamics, repeated short journeys interspersed with downtime for charging, and the packaging made possible by skateboard battery layouts. No wonder Mercedes-Benz envisions a global market, and earlier this year, it debuted an all-electric concept van dubbed “Vision V” in Shanghai. Now, Vision V arrives in the USA for Monterey Car Week 2025, and Mercedes offered select media a chance to preview the concept in Los Angeles the week before. Staged above Dodger Stadium, north of Downtown LA, the van served as a true design exercise, with functional features but not yet ready for journalist driving impressions. So of course, I climbed aboard to fiddle with as many of the screens and seats and nifty tech solutions as possible, while stillknowing that plenty will change – or vanish entirely – by the time the eventual series version reaches production in 2026. Concept Meets Reality Surprisingly, Mercedes reps on hand insisted that the Vision V very strongly resembles what will come to reality. If so, that design will definitely inaugurate a newly futuristic styling era for vans. An enormous chrome grille dominates the nose, surrounded by 190 illuminated louvers that resemble tiny black-and-white piano keys, as well as another 200 stretching across the recessed headlight bar, complete with tri-star motifs. Above, an illuminated Benz badge givesway to dual bulges on the “hood” despite the complete lack of an internal combustion engine. The sides and roofline then swoop backward dramatically. Note the lack of rails for a sliding door or two, for which Mercedes instead invented a nifty hinging system that retracts entirely into the underfloor—both to clean up the exterior styling but also to improve aerodynamics. At the rear, that aero theme continues with 450 more illuminated louvers at the crisp edge of a subtle roof spoiler that’s complemented by a chrome lower diffuser. By Michael Van Runkle By Michael Van Runkle By Michael Van Runkle None of the aero elements prioritize downforce, because the Vision V is certainly not a supercar nor a traditional performance vehicle. Instead, performance in this case means range – but Benz declined to share just how good of a coefficient of drag the slick design produces. Which, in turn, suggests how serious the changes to the overall form on the way to a finished production van might be, even if the total exterior dimensions will reportedly measure only fractions of an inch different for everything other than height. From afar, the design certainly helps to minimize the impression of size: I’d have never guessed the length comes in at a substantial 18 feet, anyway, on a wheelbase of 139 inches. That’s over a foot of wheelbase more than a current S-Class, for context, but under eight inches of added length overall thanks to smaller overhangs past the wheels. Luxury is Tech, Tech is Luxury By Michael Van Runkle The eventual production versions will skip the infamous EQ naming structure, despite riding three or four inches taller than the Vision V, and will be known as the VLE and VLS. This positions similarly to the GLE and GLS, with the former as more of a people hauler that can seat up to eight, and the latter an executive limousine jam-packed with creature comforts and tech as seen on the concept. I climbed inside to put a hand on the white Nappa leather and feel the open-pore wood elements of the retro-futuristic aesthetic. Chess pieces in a clear cubby to my left and fine glassware for beverages disappeared from my mind, however, once a massive 65-inch screen unfurled from beneath the floor. Mercedes calls this rear passenger compartment a “private lounge” and the tech features “interactive worlds.” So the huge screen can obviously play movies and TV shows, while offering a gaming controller setup, online shopping, and even karaoke via a microphone. A camera hidden into the molding in the ceiling above the screen also allows for video chats– as a further commitment to work-life continuity that Mercedes made possible with a recent Microsoft Teams partnership. But there’s also a calming fireplace mode that drops the screen lower, so that flames become visible beneath the curvature between the floor and pedestal. By Michael Van Runkle By Michael Van Runkle Up to 42 speakers, including in-seat exciters, and seven digital projectors further increase the immersion into an inescapable digital world, though I actually enjoyed a digital detox more by reclining the surprisingly comfortable seats as far as possible. These cross-cylindrical pads will likely not survive to production, but actually provide a pillowy level of support that works well whether upright or in a nearly flat sleeping mode—great for catching up on shuteye after a long flight while the chauffeur drives, or alternatively while plugged in at a charging station. So far, the Vision V’s EV range and charging stats remain a mystery. Mercedes declined to specify battery capacity, other than a range target of 300 miles. The skateboard battery will run on an 800-volt architecture; however, to improve charging speeds, and will come in both front- wheel-drive (for efficiency) and 4Matic layouts. Whether that means a single, dual, tri, or quad-motor system also went unanswered. I can confirm that the vans will use rear-wheel steering to further optimize the skateboard battery’s low center of mass and suspension to make driving as similar to a normal car as possible, rather than a Spartan delivery van. And in the USA, Mercedes plans to use NACS charge ports to enable access to Tesla’s Supercharger network, as on the new electric CLA-Class. By Michael Van Runkle By Michael Van Runkle Rear-wheel steering should improve maneuverability in tight European city streets, which helps both fleet drivers and private buyers alike. And the Vision V’s front cockpit looks almost as comfortable as the rear, despite the inability to recline the two seats nearly as far. But plenty of high-tech inclusions hint at a market not just dedicated to the chauffeur and taxi driver. For Mercedes, that means a ton of screen, or the infamous three “Superscreen” displays that stretch all the way across the dash. But luxury touches throughout include the similar seats, metal throttle and brake pedals, and glass cases in the doors that match the rear’s—for holding sunglasses, this time, not champagne flutes. Separating the rear passenger compartment from the front, an expansive liquid-crystal pane of glass can switch from clear to opaque in milliseconds. The same goes for the side windows, while the roof gets a full canopy shade. And the roof even features 168 solar cells, which can charge at rates up to 539 watts. Converting that to as much as 3.44 kilowatt-hours on a sunny day means that the roof alone might contribute to low double-digit range increases without ever plugging into a charge station – enough for many drivers who only commute short distances to and from work. Can the Vision V Revive Van Life in the USA? Can the Vision V Revive Van Life in the USA? To my eye, the Vision V caters less to a private buyer, and barely even to the American market. Here, luxury hired cars will probably switch over from ubiquitous Escalades to GM’s own massive EV, the Escalade IQ. The more widespread acceptance of chauffeured vans in both Europe and Asia seems more ripe for the Vision V to succeed. I also left the preview surprised at how little the Vision V prioritized autonomous driving capabilities, in the era of Waymo and Zoox, and Tesla’s “any day now” Robotaxi. Mercedes arguably leads the industry with the only Level 3, or truly hands-free, driving system available on the market as an option on the S-Class and EQS since model year 2024. The fact that this concept van even includes a steering wheel, therefore signals that perhaps Mercedes still viewsfull autonomy as far enough in the future that it’s still worth developing a whole new vehicle platform in the interim period. Suffice to say, the Vision V raised as many questions as any typical concept car—or even more, given the unique nature of a futuristic electric van. Regardless of exactly how much of the design and technology eventually survives to the production VLE or VLS, I fully expect to get picked up in an electric Mercedes van for those airport transfers starting regularly just next year. View All Mercedes-Benz Metris For Sale Images Source: Michael Van Runkle, Mercedes-Benz

By Gabriel Vega – July 10, 2023

2024 Mercedes-AMG EQE SUV First Drive Review: A Practical...

AMG's first electric SUV seamlessly blends outrageous performance and everyday practicality.

By Gabriel Vega – February 28, 2023

2022 Mercedes-AMG SL 63 Review: Made You Look

Based on the AMG GT, the Mercedes-AMG SL 63 combines a powerful engine and a capable chassis to turn a GT into a sports car.

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