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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 Jordan Aquistapace – January 20, 2026

Mate Rimac Myth Busts Infamous Bugatti Running & Repair Costs

Whether you’re deep into the hypercar world or just starting to learn the landscape, chances are you’ve heard the stories surrounding the Bugatti Veyron. The inaugural hypercar’s astronomical maintenance and repair costs have become part of modern automotive storytelling, often mentioned alongside the car’s groundbreaking influence and timeless performance. From $25,000 oil changes and $38,000 tires, to $50,000 wheels and $20,000 windshields, there’s no denying that ownership of a million-dollar hypercar comes with even more expensive maintenance costs. And while the industry and cars themselves have further evolved since the Veyron's debut back in September 2005, the CEO of Rimac Group, which includes Bugatti, Mate Rimac, took it upon himself to put those age-old tales to rest as modern models like the Chiron, Mistral, and Tourbillon continue to pave the way for the brand. Mate starts off the Instagram video by noting that the introduction of the Chiron already saves owners tens of thousands in running costs, as advancements in technology allowed Bugatti to ditch glued tires and wheel replacements in favor of more traditional, cost-effective tire-and-wheel options. Aiming to keep these cars on the road for generations, as they already do with the Type 57 and EB110, all new Bugattis come with a factory 4-year warranty and maintenance plan to keep every car properly maintained and help cover those big-ticket costs for owners. The conversation with fans and followers takes a turn as Mate brings up replacement parts, the myth behind the infamous $150,000 headlight (which is actually $25,000 each), and a wrecked Chiron Pur Sport in Miami that's trying to undergo a garage rebuild. While Rimac was never directly associated with the engineering of the Chiron, he delves deep into the hypercar's ultra-complex construction, even using mid-assembled Tourbillons in the factory as examples, and how, ultimately, Bugatti cannot support the YouTube build with parts unless it's shipped to Molsheim and conducted by properly trained technicians. Even stating that he himself is a fan of YouTubers like Matt Armstrong and their pursuit of reviving dream cars, Mate’s main argument to the now-public online dispute is that the 1,600-horsepower Bugatti Chiron is far too powerful to risk the safety of not following proper procedures to repair a car of its caliber. Lastly, there is the topic of part-sharing and how Bugatti uses components found in cars that cost a fraction of the price. Specifically referring to the Chiron’s airbag and how it similarly shares the shape and close, but not identical, part number to an Audi A3, Mate puts that rumor to rest as he explains that the Bugatti airbag itself is over-engineered to supply the safety needed for a hypercar collision. To hear more myth busts and how the new Bugatti Tourbillon is entirely crafted from in-house-developed parts, check out Mate Rimac’s Instagram video below. All Bugatti Inventory View this post on Instagram A post shared by Mate Rimac (@materimac)

By Jordan Aquistapace – January 20, 2026

1-of-1 PTS Porsche 918 Spyder Sets New World Record at $6,050,000

The Porsche 918 Spyder has been edging steadily upward in collector circles for a while now, but Mecum Auctions Kissimmee 2026 delivered a moment that firmly reset expectations. A one-of-one 2015 918 Spyder finished in Paint-to-Sample Pure Orange crossed the block and sold for $5,500,000 (before fees), making it the most expensive 918 Spyder ever sold at auction. With just 845 miles, this car already had the kind of mileage collectors like to see, but it was the spec that really carried the story. Until this sale, the record was held by a Grand Prix White example that brought $3,937,500, a number that once felt like the ceiling. Kissimmee proved that the ceiling was higher than many expected. Looking back, it’s not hard to see why the 918 has aged so well. Porsche first showed the car as a concept at the 2010 Geneva Motor Show. Production ran from 2013 through 2015, capped at 918 cars total, and from day one it was clear this wasn’t just another halo model. Designed under Michael Mauer, the 918 carried the look and function of a modern-day endurance race car, with active aerodynamics and a mid-engine configuration that prioritized balance and efficiency just as much as overall speed. Even today, the car still feels more than relevant in a way few early-2010s supercars do. At the center of it all is the 918’s hybrid powertrain, which remains one of Porsche’s most ambitious engineering efforts. The naturally aspirated 4.6L V8 makes 608 horsepower on its own, using a flat-plane crankshaft, titanium connecting rods, and dry-sump lubrication derived from Porsche’s RS Spyder Le Mans Prototype program. Add the front and rear electric motors, and total output jumps to 887 horsepower with a massive 944 lb-ft of torque. Power is sent through a 7-speed PDK dual-clutch transaxle, with electric all-wheel drive providing instant response and traction. Even years later, the numbers still feel serious, especially considering how seamlessly the system blends old-school engine character with modern hybrid tech. What pushed this particular 918 into record territory, though, was how it was configured. It’s the only example ever finished in Paint-to-Sample Pure Orange, a $21,000 option, paired with matching Color-to-Sample interior piping instead of the usual Acid Green. The Weissach Package, Inconel top-exit exhaust, magnesium wheels, front axle lift, and carbon-ceramic hybrid brakes rounded out. Where this PTS Pure Orange example just set the benchmark for the future, you have to wonder what it will do to the rest of the Porsche 918 market. All Porsche 918 Spyder Inventory Source: Mecum Auctions

By Khris Bharath – January 17, 2026

1-of-19: America’s Only ISO Rivolta GT Zagato Hits the Market

The ISO Rivolta GT Zagato was conceived as a contemporary tribute to one of the most important and glorious chapters in postwar GT racing history, the Iso Rivolta A3 ‘Berlinetta Stradale’ and A3/C, cars that carried Chevrolet V8 power to a class win at Le Mans in 1964. That original formula is echoed here, reinterpreted through modern engineering and coachbuilding. This stunning red example, now up for sale, is one of just 19 ever made. With under 900 miles on the odometer, it holds additional significance as the only U.S.-registered car and has been publicly recognized with a class win at The Quail during Monterey Car Week in 2021, further reinforcing its status within the contemporary collector car community. The GTZ traces its origin to a digital concept created for Gran Turismo, then made real when Iso Rivolta and Zagato decided to collaborate. Built on the C7 Corvette Z06 aluminum chassis, the GT Zagato is re-skinned entirely in bespoke carbon fiber, slashing curb weight to approximately 2,645 pounds, making it roughly 20 percent lighter than the donor Z06. <- Gallery -> Without a doubt, the highlight of this build is the exterior styling. Each car took a staggering 2,500 hours of hand assembly at Zagato’s Milan atelier. Every detail from the fastback silhouette to the long hood proportions and sculpted surfacing that references classic Zagato design cues while remaining unmistakably modern. Brembo carbon-ceramic brakes, unique 10-spoke alloy wheels, and carefully tuned aerodynamics complete the exterior package. Inside, the cabin is trimmed in bespoke Italian leather and brushed aluminum, combining modern ergonomics with traditional GT craftsmanship. As for performance, power comes from the supercharged 6.2-liter LT4 V8, putting out 660 horsepower and 650 pound-feet of torque, paired with an 8-speed automatic transmission driving the rear wheels. 60 mph takes just 3.7 seconds, and top speed is just shy of 200 mph. For those who value provenance, craftsmanship, and genuine rarity, the Iso Rivolta GT Zagato offers a compelling opportunity to acquire a coach-built exotic that carries not one, but two of the most legendary names from the automotive world. View Listing Images: YOUNG Motorcars

By Tyler Rampersaud – January 16, 2026

Apollo Reveals Production-Spec EVO Hypercar

The Apollo Intensa Emozione is one of the most exciting and exclusive hypercars to ever come on the market. With a thrilling mid-mounted V12 engine, a radically motorsport-focused design, and a 0-60 time of under 3 seconds with a top speed above 200 mph, the Intensa Emozione certainly lives up to its name. However, Apollo Automobili is opening a new chapter, this time with a track-only hypercar that promises to up the ante even further. That is the new Apollo EVO, and, like the IE, the EVO features a naturally aspirated 6.3-litre V12, but this time with 800 horsepower and 564 lb/ft of torque. The major difference between the EVO and the IE, however, is the fact that the EVO is only for the track, meaning the extremity of its engineering is unhindered by requirements for roadgoing cars. Only 10 examples of the EVO are going to be made, and Apollo has just unveiled the production spec of the ultra-exclusive hypercar, on the heels of the manufacturer previously announcing that said production is beginning. Its ultra-lightweight construction is comprised almost entirely of carbon fiber and aluminum, and a skeletonized interior exposes the structural elements, combining a Spartan, motorsport-focused aesthetic with a reverence for uncompromised engineering excellence. Manufacturing techniques like 3D printing optimize efficiency and weight savings in the Apollo EVO’s engineering, and while its exterior is stunningly designed, the carbon fiber monocoque it surrounds only weighs a scant 364 pounds. Compared to the IE, the monocoque is both lighter and stiffer. Highly advanced active aerodynamics are also used to optimize performance, with deployment taking place in under one second, with hydraulic action allowing for real-time aerodynamic adjustment to balance speed and stability, even at high speeds. The naturally aspirated engine revs to 8,500 rpm, contributing to a 0-60 time of under 2.7 seconds and topping out at 208 mph. Created using Apollo’s “FORGE” bespoke configuration program, each Apollo EVO example is a unique reflection of personal taste for its client. With a price tag roughly equating to just shy of $3.5 million, the 10 examples of the new Apollo EVO are going to be some of the most sensational hypercars to grace racing circuits across the globe. View All Apollo For Sale Image Source: Apollo Automobili

By Charles Bradley – January 14, 2026

Rolex And Daytona Celebrate A Century Of Speed

When the green flag waves at 1:40 p.m. on Saturday, January 24, the 2026 Rolex 24 At Daytona will begin not just another chapter in endurance racing, but a moment of rare historical alignment. This year marks 100 years of the Rolex Oyster and 60 years of the Daytona endurance race’s 24-hour format – two milestones that together define the relationship between precision watchmaking and motorsport at its highest level. Few luxury brands can claim a bond with racing as deep, authentic, and enduring as Rolex. That connection was forged in 1933, when Sir Malcolm Campbell strapped a Rolex Oyster to his wrist while piloting Bluebird to a then-unthinkable 272 mph on Daytona Beach. The achievement made headlines around the world and forever linked Rolex with the pursuit of speed, endurance, and mechanical excellence. It was a moment that didn’t just validate the Oyster’s waterproof construction – it established Rolex as a watchmaker built for extreme performance. Nearly a century later, Daytona remains Rolex’s spiritual home in motorsport. The modern Rolex 24 At Daytona stands as one of racing’s most punishing and prestigious events, demanding absolute precision from both driver and machine over a relentless 24 hours. Time governs every decision: pitstops, fuel strategy, tire management, and driver stints, all measured down to the second beneath the ever-present Rolex clocks that reside across the circuit. This year’s running, the 64th edition, will feature 60 IMSA sports cars across four categories, including 11 Grand Touring Prototype (GTP) entries from five manufacturers, as the world’s leading teams converge on Florida’s most storied track. Porsche Penske Motorsport enters as the reigning powerhouse, seeking a third consecutive overall victory after claiming its 20th win last year – yet Daytona has never been a place that respects momentum. The race’s emotional gravity is magnified by the Rolex timepieces that await its winners. For decades, victory at Daytona has been sealed not only with a trophy but with a specially engraved Oyster Perpetual Cosmograph Daytona, one of the most coveted watches in the luxury world. The model itself was born in 1963, created specifically for professional drivers, and has since become a cornerstone of serious watch collecting. Few figures embody that heritage more fully than Scott Pruett and Hurley Haywood, the most successful drivers in Rolex 24 history, each with five overall wins. Pruett last stood atop the podium in 2013, earning a Daytona engraved for his achievement. He reflected on what it means to race against the clock. “The Rolex 24 is an iconic event, and the multiple pitstops, driver changes and challenging weather conditions are a true test of human and machine against the clock,” said Pruett. “You feel every moment of time during the race; the difference between winning and losing is often just seconds, with competition tight until the checkered flag. And at the end of it, it’s all about the Rolex watch. It’s a fantastic reward after an incredibly gruelling 24 hours.” For Rolex Testimonee Jenson Button, who finished third overall in 2024, Daytona remains one of motorsport’s purest tests – even in retirement from professional racing: “The Rolex 24 At Daytona is the perfect way to kick off the endurance racing season. The atmosphere is so pure, with flat-out racing for 24 hours. “You are pushing the limit the entire time, with speeds up to 200 mph, steep banking, strong G-forces and a short track that encourages lots of overtaking. Every component of these complex cars is maximized and there’s never a moment’s rest. I’m excited to return to Daytona next week and to witness the action as a spectator for a change.” Rolex’s official partnership with Daytona began in the late 1950s, and in 1992 the race itself was renamed the Rolex 24 At Daytona. Today, Rolex clocks govern endurance racing around the globe, while its watches remain a unique symbol of achievement for those who conquer time at its most unforgiving. As the Oyster turns 100 and Daytona celebrates six decades of 24-hour competition, the relationship between Rolex and motorsport has never felt more relevant. From Campbell’s windswept runs on Daytona Beach to the carbon-fiber GTP machines of today, Rolex has remained a constant – measuring the passage of time as human ambition continues to chase the impossible.

By Jordan Aquistapace – January 14, 2026

Jacob & Co. Unveils The Fastest Tourbillon Ever

There’s no quiet way to introduce a watch like the Jacob & Co. God of Time, but beneath the dial design and precious metal, there’s a genuinely interesting mechanical idea at work. The headline claim is simple enough: this is the fastest tourbillon ever made, completing one full rotation every four seconds. That’s roughly 15 times faster than the classic one-minute tourbillon most collectors and enthusiasts grew up studying under a loupe. Rather than treating the tourbillon as a historical milestone, Jacob & Co. uses it here as a proving ground, asking what happens when you push one of watchmaking’s oldest complications well beyond its comfort zone. Making that kind of speed possible required a movement built specifically for the challenge. The hand-wound Caliber JCAM60 centers itself on an ultra-light titanium tourbillon carriage that weighs just 0.27 grams, reducing inertia enough to survive rapid rotations. A constant force mechanism operating at one-sixth of a second helps control delivery, keeping the tourbillon spinning consistently across a 60-hour power reserve. Interestingly, the movement itself beats at a familiar 3 Hz, which makes the four-second tourbillon feel even more out of place, in a good way. Visually, the God of Time ties into storytelling as much as mechanics. The dial features a handcrafted, three-dimensional rose gold sculpture of Chronos, the Greek god of time, positioned as if he were holding the high-speed tourbillon in place. Set against blue aventurine, the design resembles a miniature sculpture more than a traditional watch dial. The 44.5 mm rose gold case draws inspiration from Ionic Greek temple pillars, tying the mythological theme together. Limited to 60 pieces and priced at $360,000, the God of Time is a reminder that even the most established complications can still be rethought. View this post on Instagram A post shared by JACOB & CO. (@jacobandco) Source: Jacob & Co.

By Jordan Aquistapace – January 13, 2026

OMEGA Reverses the Script with a New Speedmaster Moonwatch

OMEGA kicks off 2026 with inverted-dial Speedmaster Moonwatches that rethink a spaceflight icon without losing its soul. Long before it became a key piece of lunar history, the OMEGA Speedmaster was simply a great chronograph. Its journey from racetracks to space capsules helped turn it into a timeless companion for explorers, dreamers, and generations of watch enthusiasts. Today, OMEGA introduces two new Speedmaster Moonwatch Professional models, offering an inverted dial design that subtly continues its ongoing legacy. The standout feature here is the dial, which stays rooted in the Moonwatch’s signature stepped profile while introducing a double-plate design. A polished black top plate, finished with varnish and lacquer, gives the dial a deep, reflective look, while rhodium-plated subdial frames add depth without shouting for attention. Underneath that sits a white base layer for the subdials, also lacquered, improving legibility and shifting the rhythm of the dial. White minute tracks on the main dial contrast against black tracks within the subdials, backing its reversed aesthetic in a way that feels true to its DNA as a tool watch. Around the dial, the details remain familiar. A black ceramic bezel with a white enamel tachymeter scale pays homage to the Speedmaster’s racing roots, while a box-style sapphire crystal keeps reflections in check without distorting the view. The standard Moonwatch bracelet returns as well, finished in polished and brushed links and fitted with OMEGA’s comfort release system. Case size remains the classic 42 mm, offered in stainless steel or 18K Moonshine™ Gold. Under the hood, both models run on the Co-Axial Master Chronometer Calibre 3861, carrying forward the heritage of the Calibre 321 trusted on the Moon. The result is a watch that feels aimed squarely at people who already understand why the Speedmaster matters. Source: Omega

By Jordan Aquistapace – January 12, 2026

The First-Ever Watch Concours dÉlégance Has Arrived

If you’ve ever spent time around a proper car concours, you know it’s never about who spent the most money. The real conversations happen around originality, oddball details, and the stories that come with a historic example. That same energy is what makes Vacheron Constantin’s new Concours d’Élégance Horlogère so interesting. Dreamed up by Phillips in Association with Bacs & Russo, the idea is simple but overdue: treat exceptional watches the way the world treats great cars. Not as commodities or trophies, but as artifacts shaped by time and the people who’ve lived with them. For collectors who own Vacheron Constantin pocket watches or wristwatches, it’s a chance to step out from behind the safe and into a wider conversation. The event is open to Vacheron Constantin watches made between 1755 and 1999, which spans nearly the entire history of modern watchmaking. Registrations are open, with seven awards handed out later that year by a jury co-chaired by Aurel Bacs and Christian Selmoni. What’s refreshing is how the watches will be judged. Yes, authenticity and condition matter, but so do things like provenance, emotional pull, and the way a piece fits into the broader story of the brand and the craft. Categories range from chiming watches and chronographs to calendar complications, Chronomètre Royal pieces, métiers d’art, and design-driven models. For anyone who loves old watches, the timing feels right. The market has matured, and many collectors are less interested in chasing the next headline result and more focused on authenticity. Most great watches weren’t meant to live untouched lives. They were worn, serviced, sometimes forgotten, then rediscovered. Those layers of history are exactly what this Concours seems to encourage. By borrowing the concours mindset and applying it to horology, Vacheron Constantin and Phillips are creating a space where stories matter as much as specifications. And for watch enthusiasts, that might be the best part of all.

By Jordan Aquistapace – January 12, 2026

1,300HP BYD Yangwang U9 EV Supercar Makes Its U.S. Debut in Miami

In today’s automotive world, the idea of becoming a carmaker isn’t nearly as far-fetched as it once was. The days of massive manufacturers completely dominating the market are fading, creating space for smaller, independent marques to step out of the shadows. The team at BYD (Build Your Dreams) is proving that in the headlines with its ground-breaking Yangwang U9 supercar, which has already set new world records for top speed (308.3mph) and Nürburgring lap times for an EV. And while future owners may expect a 2 to 3 year wait time to secure their very own example, because of past history with other supercars and hypercars, BYD is already setting expectations as the very first Yangwang U9 in the Western Hemisphere has landed in Miami. The news comes courtesy of entrepreneur and influencer Richard Skelhorn, who shared the reveal and backstory of acquiring the 3,000+ horsepower EV supercar on Instagram with his 212,000 fans and followers. The quarter-million-dollar U9 was originally purchased back in August from Shanghai, China, and later shipped to Dubai, where it’s been registered and officially calling home. The BYD Yangwang U9 is now in Miami as a tourist, having made the journey from the UAE to the U.S. for a short 12-month period before returning to its registered country. In the Instagram clip, he triggers BYD’s wild “Jump Mode,” showing off the car’s advanced DiSus-X suspension as it quite literally hops off the ground. As mentioned earlier, BYD has already accomplished numerous feats with the U9, even before most customers have been united with their dream specs. The Yangwang U9 is built around a wild quad-motor setup, with each wheel independently controlled thanks to BYD’s e4 platform, allowing for serious torque vectoring and stability at the limit. Power is staggering, over 3,000 horsepower in the U9 Xtreme, backed by BYD’s Blade Battery with ultra-fast charging capability. Add in the DiSus-X body control system, which actively manages ride height, damping, and roll, and you get a car that signals a serious long-term push into the hypercar conversation. View this post on Instagram A post shared by Richard Skelhorn (@skel100x) Source: @skel100x Instagram

By Khris Bharath – January 10, 2026

Track-Only Apollo EVO Hypercar Enters Production

We're just over a week into 2026, and one of the most extreme hypercar makers has dropped something significant on Instagram. Apollo Automobil confirmed that the first production Apollo EVO will be delivered later this year, with Chassis #01 already in production. Looking back at Apollo’s roots, the modern brand traces its lineage back to Gumpert, the early 2000s German automaker known for building uncompromising, track-focused machines that ignored convention. That DNA carried forward when Apollo reemerged in 2017 with the Intensa Emozione, a street-legal hypercar limited to just 10 examples. Each car was bespoke, named, and built around its original owner. Power comes courtesy of a Ferrari-derived 6.3-liter naturally aspirated V12 producing 780 horsepower and 561 pound-feet of torque, paired with a six-speed sequential gearbox. 0 to 60 mph happens in 2.7 seconds, top speed is 208 mph, and pricing starts at $2,670,000. All 10 units sold instantly. View this post on Instagram A post shared by Apollo Automobil Official (@apollo_automobil) The more extreme EVO was announced back in 2023 and gets rid of those road constraints entirely. duPont REGISTRY has not only tracked the sale of the street-legal IE, but also followed the development of the track-only EVO, including an early look at the monocoque and chassis last month. Power is up, now pushing 800 horsepower from a naturally aspirated 6.3-liter V12 fed through an additional prominent roof scoop, again driving the rear wheels through a sequential gearbox. A 3D printed titanium exhaust sounds the part, saves weight, and manages heat, while Michelin Pilot Sport Cup 2 tires provide predictable grip and easy replacement logistics. Underneath sits an all-carbon fiber monocoque weighing just 364 pounds, helping keep overall mass near 2,866 pounds. Compared to the IE, the EVO is 15 percent stiffer and 10 percent lighter. That stiffness-to-weight balance should respond and improve tire loading consistency over long sessions. Extensive venting and exposed rear elements also point to a focus on cooling and thermal stability, critical when you are running sustained laps. The active aero package is, without a doubt, extreme, further highlighted on this bronze example, but it is also functionally and is designed to generate motorsport-grade downforce at speed (with some sources citing up to 6,600 pounds of downforce). This should let you brake later, carry more mid-corner load, and stay stable through fast sections. The car sits extremely low with a cab-forward stance, with a fighter-jet-like canopy and almost no front overhang, with air drawn through the nose, fed into deep side channels, and expelled through an open rear architecture, with the big highlight at the rear being the six illuminated fins. With this track-focused variant, expect broad setup adjustability and motorsport-grade safety, supported directly by the factory through the Apollo STUDIO program. Only 10 EVOs will be built, with pricing expected to easily exceed the IE’s $2,670,000 starting point. View All Cars For Sale On duPont REGISTRY Image Source: Apollo Automobil

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