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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 duPont REGISTRY – February 20, 2026

duPont REGISTRY Group Acquires Majority Stake in Elferspot, Expanding Global Footprint in the Porsche Enthusiast Market

duPont REGISTRY Group (dRG) has acquired a majority stake in Elferspot, the leading marketplace for pre-owned and classic Porsche sports cars. Each year, more than 13,000 Porsche sports cars are listed on Elferspot, generating over $400 million in annual seller-reported sales value originating from buyer leads on the platform—a figure that continues to grow, with 35% share of activity driven by the United States market. Founded in Austria in 2017 by Porsche enthusiast Markus Klimesch, Elferspot has built a loyal global audience as a trusted destination for buying and selling quality Porsches. Built by a team of Porsche enthusiasts and focused entirely on the Porsche niche, the platform is known for curation, authenticity, and community. Alongside the marketplace, Elferspot operates a web shop offering apparel and accessories for sports car enthusiasts, including products from its "Key on the Left" collection. The acquisition strengthens dRG's position within the marque-specific luxury segment, adding a specialized marketplace that complements its portfolio across media, events and digital commerce, including the world's largest Ferrari enthusiast communities FerrariChat and Cavallino. The deal will enable Elferspot to accelerate international growth while preserving the authenticity and specialist voice that defines the brand. Elferspot will continue to operate from Austria with the same team and day-to-day setup. dRG will support Elferspot through enhanced marketing capabilities, expanded dealer relationships, cross-platform editorial visibility, and new commerce opportunities across Porsche lifestyle and collectibles. These include its automotive media and lifestyle brand Petrolicious—dedicated to celebrating the art, culture, and craftsmanship of driving—and exclusive events such as Retromobile New York. “Elferspot has always been built by Porsche enthusiasts for Porsche enthusiasts — and I’m proud of what our team has created over the years, based in Austria,” said Markus Klimesch, Founder and CEO of Elferspot, who will remain a significant shareholder and continue to lead the company. “What many people don’t know is that the earliest Porsche 356 sports cars were built in Austria before Porsche returned to Stuttgart. The U.S. then played an important role early on in Porsche’s global success. In a way, Elferspot follows a similar path: we started in Austria, built a global enthusiast community, and now we’re joining forces with duPont REGISTRY Group in the U.S. to take the next step — while staying Porsche-focused, Austria-based, and run by the same team.” "Over the years, we repeatedly received inbound interest from potential buyers and investors, but we decided to take this step only with duPont REGISTRY Group. We share a long-term vision and see strong strategic fit and real synergies. For all our customers and partners, our core promise remains unchanged: we stay Porsche-focused, Austria-based, and run by the same team, with more opportunities to grow together." With Elferspot joining its portfolio, duPont REGISTRY Group continues to build one of the most comprehensive luxury automotive networks in the world—connecting collectors, dealers, and enthusiasts through trusted platforms that define each marque's culture. Elferspot's global community will also benefit from access to dRG's curated portfolio of car financing, leasing, insurance, and vehicle protection offerings tailored to the high-end automotive market. "Elferspot represents exactly the type of focused, enthusiast-led platform we seek to bring into the duPont REGISTRY Group ecosystem," said Antoine Tessier, CEO of duPont REGISTRY Group. "Porsche enthusiasts and collectors are among the most passionate and discerning in the automotive world, and Elferspot's engaged community mirrors the sophistication, loyalty and scale of our existing Ferrari audience. This investment allows us to deepen our presence in one of the strongest segments of the global collector market." About duPont REGISTRY Group: duPont REGISTRY Group (DRG) is the world’s leading luxury automotive ecosystem, encapsulating the culture, community and commerce of the high-end automotive lifestyle. For more than 40 years, DRG has served as a trusted source for the vibrant global community of members looking to buy and sell luxury vehicles. Using data insights and advanced technology to build a seamless and scalable digital marketplace, duPont REGISTRY Group facilitates billions of dollars in transactions and redefines how enthusiasts and collectors engage within the luxury automotive world. Its portfolio includes duPont REGISTRY, Canossa Events, Cavallino, Supercar Owners Circle, Petrolicious, Retromobile USA, FerrariChat, and Sotheby's Motorsport. For more information, visit www.duPontREGISTRYGroup.com.

By Jordan Aquistapace – January 28, 2026

Remembering Peter Falk: A True Porsche Icon

There’s a particular kind of person who never treats their job as a phase or a stepping stone. They show up early, stay curious, and carry the same sense of responsibility decades later as they did on day one. Peter Falk was that kind of person. With his recent passing on January 23, 2026, at the age of 93, Porsche lost not just a former engineer and racing director, but one of the passionate constants who helped define what the brand became through consistency, patience, and a lifelong respect for the craft. Falk’s early life was shaped more by curiosity than by speed. The son of an archaeologist, he developed an appreciation for structure, detail, and history before ever stepping into motorsport. An apprenticeship as a car mechanic led him to study mechanical engineering in Stuttgart, where his focus on automotive tech turned fascination into new found career. Racing followed naturally, and at just 23 years old, Falk entered his first rally as a co-driver with Alfred Kling, securing a class victory and proving that his understanding of competition complemented his skill in engineering and theory. Those early results were about learning how machines, people, and pressure intersect. In 1959, Falk joined Porsche when the company’s vehicle testing department consisted of only ten people. It was a modest beginning, but one that placed him close to the heart of the brand’s evolution. By the mid-1960s, he was deeply involved in pre-development and race support, including work on the Porsche 911 as it transitioned from concept to reality. His role as co-driver alongside Herbert Linge at the 1965 Monte Carlo Rally marked the first international motorsport appearance for the 911. Over the following decades, Falk became a crucial part of shaping Porsche motorsport. He contributed to the development and success of legends like the 904 and 917, and later guided the brand through one of its most dominant eras as racing director in Group C. Under his leadership, Porsche secured seven overall victories at the 24 Hours of Le Mans, eleven world championship titles, and major wins at Daytona and the Paris-Dakar Rally. After retiring in 1993, Falk never fully stepped away. He remained closely connected to Porsche through its Heritage and Museum programs, offering a firsthand understanding of the brand’s most memorable moments. Those who worked with him say they remember a calm presence, a belief in teamwork over ego, and a subtle sense of humor that surfaced when it mattered most. Peter Falk’s legacy lives in the idea that lasting success comes from showing up, trusting your team, and caring deeply about the work, every single day.

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

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