Motorcycles

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

A matte black BRABUS 1400 R Signature Edition sport motorcycle is parked indoors on a concrete floor, with a dim background and red light illuminating the wall behind it, hinting at its exclusive 2026 allure.

By Khris Bharath – November 15, 2025

Limited to 100: 2026 BRABUS 1400 R Signature Edition

While the bulk of our focus here on duPont REGISTRY revolves around the world of supercars, exotic cars, and luxury cars, we occasionally also like to feature offbeat machines with two wheels, especially when they carry an automotive connection. Some of the more recent examples include the 1 of 1 HF355, where a Ferrari V8 meets two wheels in a bespoke superbike, the AMB001 developed by Brough Superior, and the Volonaut Airbike, which does the impossible with no wings, no rotors, and no wheels at all. The limited-run BRABUS 1400 R Signature Edition fits perfectly into that same narrative. BRABUS has come a long way from tuning high-output Mercedes sedans. Today, the brand is associated with everything from high-performance boats to luxury-branded real estate and limited production motorcycles. Their partnership with KTM since 2023 has been the backbone of their two-wheeled journey. Their partnership with KTM has already produced the 1300 R, which set the benchmark for a BRABUS-developed motorcycle. The 1400 R Signature Edition takes that platform and pushes output, design complexity, and exclusivity further. The 1400 R packs a 1,350 cc LC8 V Twin with 190 horsepower and 145 pound-feet of torque. That sends it from zero to 60 in 3.2 seconds, and with a dry weight of 441 pounds. Five dedicated ride modes: Street, Sport, Rain, Performance, and Track, unlock deeper customization for experienced riders. The upgraded hardware should pay dividends when it comes to handling. The adaptive WP APEX Semi-Active suspension uses electronically controlled magnetic valves to change damping instantly. With a button press, you can switch from soft and compliant to a firmer track. The adjustable WP rear shock keeps the chassis stable under acceleration, and the WP Pro steering damper keeps the front end calm at speed. Brembo HYPURE brakes with 12.6-inch front wave rotors and a 9.4-inch rear rotor bring serious stopping consistency. Visually, nothing about this bike tries to blend in. The WIDESTAR bodywork has presence, and it features the exposed carbon components. Finished in a stealthy Midnight Veil finish, a deep black with subtle blue undertones, the LED headlight framed by a custom carbon mask complements the rest of the package, giving the bike a distinctive facia. Embossed logos are clean and minimal. The three spoke Monoblock II EVO Platinum Edition forged wheels are functional, and they reduce rotating mass, and the winglets behind the backrest genuinely contribute to stability at speed. As for the rider setup, the seat is handmade from BRABUS Masterpiece leather and Dinamica microfiber, and is designed and shaped to hold you in place under hard acceleration. A full color TFT display manages all ride settings and even greets you with a custom BRABUS startup animation. Allocations are already tight, and previously mentioned, only 100 examples will be made, and expect pricing to sit in the exclusive territory at €49,900.00, which would be expected for a motorcycle positioned at the top of the Hyper Naked space. View All Motorcycles for Sale " width="680"> Images: Brabus

A sleek, modern motorcycle with a reflective, polished metal body and minimalist design sits on a gray studio floor, resembling a piece of futuristic sculpture.

By Khris Bharath – July 27, 2025

Only 9 Will Exist: A Futuristic Aluminum Sculpture You Ca...

Over the past few weeks, we shared in-depth features on two exotic-looking two-wheeled machines, the AMB001 developed by Brough Superior that was up for auction on our sister-site Sotheby’s Motorsport (SOMO), and the one-off #HF355 Ferrari V8-powered custom creation built by L.A.-based fabricator Maxwell Hazan. Now, based on the response, it’s clear that you lot are drawn to motorcycles that break convention, and continuing in that spirit, let’s turn our attention to what is perhaps one of the most captivating limited-edition bikes of the year: this is the Ducati 821 by Vietnam-based Bandit9. Originally commissioned by a San Francisco collector who admired Bandit9’s sci-fi-inspired EVE Odyssey, this machine is the product of a singular vision of Van Daryl Vicente Villanueva, the Founder and Design Chief of Bandit9. With a 15-year background in design, Daryl brings a wealth of experience, and under his direction, Bandit9 has evolved into a sculptural motorcycle atelier redefining what vehicles can be. Bridging the gap between industrial design and fine art, some of his previous works have been displayed at the Petersen Automotive Museum and covered by global design platforms including MoMA. Built on the bones of a Ducati Monster 821, discontinued in 2017, this unique build is a complete reimagining of the original Italian naked motorcycle, with every panel, surface, redesigned and handcrafted to fit within a singular, monolithic aesthetic. The unibody fairing is shaped from hand-polished aluminum, and the single-seat cowl is formed from carbon fiber. The entire silhouette gives the impression of liquid metal flowing over a performance machine that was shaped for slicing through a wind tunnel. Coming to the oily bits, beneath that futuristic aerodynamic skin lies Ducati’s proven 821cc Testastretta engine, delivering 110 horsepower and 65.8 pound-feet of torque, allowing for a 0 to 60 mph sprint in just 3.3 seconds and a top speed of 125 mph. With the 11° V-twin powerplant sitting in a custom steel trellis and cast aluminum frame, the bike weighs just 386 pounds dry. This positions the Bandit9 Ducati 821 in an interesting middle ground. While it’s lighter than full-size sport-touring bikes like the BMW R 1250 RS (which tips the scales at over 520 pounds), it is slightly heavier than ultra-focused track machines like the Yamaha R6, which comes in closer to 370 pounds. For context, the standard naked Ducati Monster 821 weighs about 395 pounds dry, meaning Bandit9 has actually managed to shed weight despite the radical transformation by the addition of a full fairing and that completely reworked aerodynamic body. This translates to a power-to-weight ratio of roughly 0.285 hp per pound. For comparison, a stock Monster 821 sits at about 0.278 hp/lb, and the Yamaha R6, despite being a popular track tool, delivers closer to 0.26 hp/lb. While some exotic bikes chase ultra-light numbers to boost agility, often sacrificing comfort, road presence, or high-speed stability, Bandit9 is gunning for the sweet spot. The extra weight, especially when combined with the long, sculpted and aggressive riding position, should give the bike a planted, confident feel through fast sweepers and downhill sections. Additionally, the 4.23-gallon fuel tank provides a usable 145-mile range, and Bandit9 intends for this bike to be ridden both on the road and on the track. Aiding the dynamics is a chassis equipped with 43mm Sachs forks up front and an adjustable Sachs mono-shock at the rear, while braking is handled by twin 320mm slotted Brembo discs with monobloc calipers in front and a 245mm disc at the rear, with ABS providing the necessary safety margin during aggressive braking. Every visual and functional element has been crafted to blend seamlessly into the overall form, right from the custom-milled aluminum fuel cap and fork covers to the internally routed cables, LED lighting that disappears into the bodywork when not in use, and an integrated exhaust that also seamlessly blends into the body. With only nine examples planned for production, each priced at $44,900 (including the donor motorcycle), it may seem like a substantial premium when you consider the current Monster range starts at just $12,995. But the Bandit9 Ducati 821 is made for those who appreciate exclusivity, obsessive craftsmanship, futuristic design, and high-performance engineering all coming together in one single cohesive form. View All Ducatis For Sale Images Source: Bandit9, Ducati

A bespoke superbike with a massive exposed Ferrari V8 engine stands parked outdoors on two wheels, surrounded by cars and buildings in the background.

By Khris Bharath – July 20, 2025

1-of-1 #HF355: When A Ferrari V8 Meets Two Wheels In A Be...

Last week, we featured the AMB 001 built by Brough Superior, a limited-run superbike designed in partnership with Aston Martin, that was recently up for auction on Sotheby’s Motorsport (SOMO). This week, we’re diving into something even wilder: a one, Ferrari-powered motorcycle that rewrites every rule in the book. Known as the #HF355, it was built by Maxwell Hazan. Now, if you follow the high-end custom fabrication scene, you should be familiar with Hazan’s bespoke choppers and more. An engineer, artist, and problem solver, the L.A.-based fabricator’s work beautifully bridges the car and bike worlds in the #HF355. We’ve seen car-meets-motorcycle formats before, with builds like the Dodge Tomahawk concept. But when it comes to Ferrari in particular, we haven't had much luck, outside of the and the Maserati-Powered Lazareth LM 847. For decades, Ducati and MV Agusta, based in San Marino, have been called the Ferraris of the motorcycle world, not just because they’re Italian, but because they exude that same obsession for form, and emotion, that we’ve come to expect from Ferrari. The #HF355, though, is the closest thing to a prancing horse on two wheels, and at its heart sits a 3.5-liter V8 from the mid-engine Ferrari 355 with individual throttle bodies, built into a bespoke motorcycle chassis. Hazan stripped it of any excess weight and then built the bike around it. There is no frame; instead, everything bolts directly onto the engine and transmission, and even the fuel tank is structural. That’s how he was able to keep the dry weight around 550 pounds, with the engine alone weighing just 237 pounds in stripped form, according to Hazan. View this post on Instagram A post shared by maxwellhazan (@maxwellhazan) The stock engine puts out around 400 horsepower, and weight is 550 pounds dry (590 wet), and if we’re doing the math right, thats a power-to-weight ratio of ~1.47 lbs/hp, which on paper, should make it one of the most extreme performance machines ever built. For some context, that is better than an F1 car (~1.68) and on par with the Kawasaki Ninja H2R (~1.53). Of course, without the electronics, aero, and downforce of an F1 car or MotoGP bike, taming that ratio on two wheels would be challenging, but in terms of raw numbers? It is mighty impressive. Serviceability was a priority for Hazan, not an afterthought .Because the engine uses a dry sump system, the oiling is packaged up top, which frees up space, reduces complexity, and keeps everything accessible. Heat? Not really a problem. The engine originally lived in a 3,500-pound road car packed with insulation, AC lines, and catalytic converters. Further, a ducted radiator beneath the bike handles cooling, assisted by four computer-controlled electric fans. The engine is managed by an MS3 Pro standalone ECU, running an Alpha-N setup that’s ideal for high-strung throttle bodies. Coming to the bespoke bodywork, everything on the #HF355 was built from scratch. Hazan fabricated the exquisite bodywork in composite materials, shaped through his own molds. He even engineered aerodynamic winglets into the front fairing. An acrylic windshield is molded from the original prototype piece to create a seamless fit. Nothing you see here is off-the-shelf. Even the driveshaft and flywheel were trial and error, and were tested with different materials until the right balance was struck. There are no production plans, nor a pre-order list. The sole reason that the #HF355 exists because one man decided to build it. However, going by the comments, it appears to be very popular and what elevates it into a collector’s crosshairs is how it functions, because what you’re looking at is a fully operational, running Ferrari-powered motorcycle that may soon be streetable, and hearing this thing come alive should put a smile on your face. View All Motorcycles For Sale Image Source: @Maxwellhazan, @Iconicmotorbikes

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