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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 – May 06, 2026

Is Swatch About to Drop an Audemars Piguet Collab?!

One of the best things about the watch world is the range and diversity that it offers collectors and enthusiasts, whether you’re a newcomer just dipping your toe in for the first time or a full-blown horologist just looking to add to an already impressive collection. Now, this doesn’t mean you have to buy a $40,000 watch to consider yourself a watch lover; there’s a shared appreciation for everything that keeps time, and price means nothing when it comes to passion. In 2022, Swatch blurred the line through a creative collaboration with Omega, and after four years, the Moonswatch collection is still recognized as one of the most monumental moments in watch history. Lightning may strike twice for Swatch after a recent Instagram post has the watch world speculating on an upcoming collaboration with Audemars Piguet. While no actual visuals or renderings of watches have been shared to confirm this, the mysterious post teases a May 16th reveal with subtle hints that watch enthusiasts deciphered in seconds. The biggest clue is the unmistakable Audemars Piguet font, especially the overlapping lettering that’s become a signature of the Royal Oak logo. As surprising as this all feels, the real question now is whether it’ll land anywhere near “affordable” territory, something we last saw play out with the Omega x Swatch MoonSwatch. For now, only time will tell. And if this is all totally new to you and you’re wondering what the big deal is, here’s a quick history lesson on the legendary Audemars Piguet Royal Oak, which hasn’t always stood out as a collector's gem. The Royal Oak first showed up in 1972, designed by Gerald Genta practically overnight, with its now-famous octagonal bezel and integrated bracelet. Back then, the idea of a luxury steel sports watch felt overlooked in an era when dress watches were all the craze. It took time, but what once felt out of the box slowly became iconic, turning the Royal Oak into one of the most influential watches ever made. So stay tuned in to duPont REGISTRY for a first look at Swatch’s possible partnership with Audemars Piguet on May 16th. View this post on Instagram A post shared by Swatch (@swatch)

By Jordan Aquistapace – January 20, 2026

TAG Heuer's 160 Years of Chronograph at LVMH Watch Week

TAG Heuer tends to do its best work when it sticks close to the chronograph, and its presence at LVMH Watch Week 2026 in Milan is a reminder of just how much ground the Carrera still covers. The brand used the Carrera name to tell three very different stories, each rooted in timing, function, and long-running ideas that predate modern marketing gimmicks. The newest Carrera Chronograph 41 mm, Carrera Seafarer, and Carrera Split-Seconds Chronograph reveal how flexible the Carrera platform has become, whether the reference point is a race circuit, open water, or a pure high-end complication. Carrera Chronograph 41 mm The TAG Heuer Carrera Chronograph 41 mm is the most straightforward expression of the modern Carrera lineup. The glassbox sapphire crystal, which has become a defining characteristic, gives the dial a sense of depth without going too far. At 41 mm, the case lands comfortably on the wrist, adding presence while keeping everything balanced and legible, which made the original 1960s Carrera so usable. The dial colors, blue, teal green, and black, are tasteful, and the TH20-01 automatic chronograph movement inside brings an 80-hour power reserve that suits real-world wear. Carrera Seafarer The Carrera Seafarer takes things in a less expected direction, pulling from TAG Heuer’s archive of nautical watches rather than its better-known motorsport past. First introduced in the late 1940s, the brand’s early maritime tools were built for function, not nostalgia, and that idea carries through with its newest creation. The Seafarer integrates tide-related indications into the familiar Carrera, creating a purpose-driven dial. It won’t be for everyone, and that’s part of its appeal. For collectors who enjoy watches with a clear point of view, it’s an interesting reminder that TAG Heuer’s history stretches well beyond the paddock. Carrera Split-Seconds Chronograph Then there’s the TAG Heuer Carrera Split-Seconds Chronograph, which sits at the opposite end of the spectrum. This is the first rattrapante complication in the Carrera line, and it’s treated with the seriousness that kind of movement deserves. The 42 mm grade-5 titanium case keeps it light, while the sapphire dial puts the mechanics on display. Inside, the hand-finished calibre TH81-01, developed with Vaucher Manufacture Fleurier, does all the heavy lifting. It’s not a watch most people will ever need, but it’s an important one for understanding where TAG Heuer sees its chronograph-driven future. Source: TAG Heuer

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.

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