One Shot: Hand-Painting a 1956 Ferrari 500 TR

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

One Shot: Hand-Painting a 1956 Ferrari 500 TR

A forgotten craft, a legendary Ferrari, and the painter bringing racing history back to life.

by Kris Clewell – September 04, 2026

Everybody asks for a sign eventually. Not the kind on a pole. The kind you ask for out loud in the car by yourself when you've run out of ideas about what to do next. What you're asking for is direction from a higher power, or maybe just where to get on the interstate so you can get home. The word has done both jobs for a long time. The one on the pole has the harder job. It gets one look, from someone in motion, by somebody thinking about something else, and it has to tell them what's here and whether they should stop or go. Signage is one of the most important things in common life, and you only tend to notice it when it's bad, or gone, or painted by hand on the hood of a 1956 Ferrari.

Ethan sent the DM last September. A few black and white photographs and a question about whether Bailey Clayton had any interest in painting the car in them. The car is a 1956 Ferrari 500 TR, chassis 0654, and the photographs were from the 12 Hours of Reims that, the first race it ever ran. François Picard and Robert Manzon drove it as number 6 and won the 2-liter class. A month later it went to Le Mans in blue and white as number 22 and got thrown out on lap 135 for refueling where it shouldn't have. The shop wanted it to look like it had during the Reims. That's the one it won in. The timeline was December, maybe January. Then it was July. Clayton had half decided the job wasn't happening, which is how some of them go.

One of the first vehicles Bailey Clayton ever painted was a friend's landscaping truck, the business name on both doors, 10 or 12 hours across three days in his garage. He'd prepped the panels first, got the grease off, and the lettering went on fine. The friend picked the truck up and drove it home. A few hours later he called to say the lettering was gone, and Clayton assumed he was being messed with. "He's like, no man, it came off like one big sticker just in a chunk... it just flew off." Two doors of hand lettering, somewhere out on a highway, slowly fluttering down to the ground, in one piece. There was no AI to ask about why it happened in those days, so he went to the old sign forums and asked how you're supposed to prep a surface. The answer pointed back at the first thing he'd done. He'd wiped the truck down with Windex. It has ammonia in it. It's about the number one thing you can't put on a panel that's about to take paint.

He didn't learn any of it from anyone but time, and for a while he didn't know there was anyone to learn it from. "I thought that I had basically discovered some new service offering," he says. "I thought that I was gonna be a millionaire painting signs for grocery stores and coffee shops." By the time he found out the trade predates vinyl by all of history, and that one of the last education programs left in the country runs out of Los Angeles Trade Tech about two hours from him, he was already at it 40 hours a week. He never went. Those programs teach walls and windows. What they can't teach is the eye for what a car from a given decade is supposed to look like.

A wall is dead center, top and bottom. Cut and dry. A car isn't. It's usually pinning the paper on that tells him the layout is wrong. What reads correctly head on falls apart from three steps over, and that 3/4 angle is where the car gets seen. Numbers on a race car were never a design exercise. They were sized and spaced so a corner worker could call the car at a distance, or tell which one it was upside down somewhere. The look came out of that. "The utilitarian aspect of it is what shaped the design in a lot of ways," Clayton says, "but because of that, it ends up with a really unique design still." With a number and a name and nothing else on the door, the spacing is the only decision there is. Anybody can pick it apart because there's so little to look at.

Bailey's brushes are squirrel hair or synthetic, soft, a different one for a long pinstripe than for a letter. Oil-based paint means they clean forever. If you take care of them, a good one lasts 20 or 30 years of work, which is why kits belonging to painters from the 50s and 60s are still in service. Clayton has used a few. The handles are caked and cruddy with decades of use. But the bristles are immaculate, still tapering and chiseling the way they're supposed to. Still, squirrel hair doesn't do what you ask of it straight away. "You almost have to break it in," Clayton says. "After you've used it for like a few hundred hours, it finally starts working nicely." He says it makes him a little sad every time somebody asks what they're made of and he has to say squirrel.

If you care for it, the paint keeps too, sealed up in a little yellow tin can. Somewhere in California a woman kept her father's paint on a shelf. He'd painted signs for a living and the cans were left over from it. One of them was orange One Shot, old enough to still have lead in it. Scary. She was the one who'd worked out the historic graphics for a tribute livery on a Meyers Manx that had raced in the 70s or thereabouts. When Clayton showed up to paint them, she brought the can out and told him she wanted him to use her dad's paint. Orange and yellow are the thin weak colors. Good enamel still wants two or more coats of either. The old orange stuff was leaded and heavy with pigment. Truly a "One shot" effort. He'd buy a can like it on sight if one turned up at a garage sale. It's the same way old mechanics buy R12.

The other thing in his hands isn't a brush at all. It is a metal bar called a mahlstick. It braces him off the panel so nothing touches the car. He can either drag along it for a straight line or plant it and pivot, which is how the big race numbers get their sweep. Nobody calls it a crutch. It's a tool. There's a pinky-on-the-surface crowd that braces right on the panel, but that's mostly pinstripers working short brushes that sit in the palm. Where the trade argues is over what else you're allowed to bring. Some painters won't lay tape for a top and bottom line. Others cut vinyl, stick it down, and paint against the edge. Clayton mocks a job up digitally, because describing a visual thing out loud to a client doesn't work. It gets him and the owner looking at the same picture. He prints the pattern full size and pins it on with magnets. Everything after that is brush, no stencil edge and no mask holding paint out of where it isn't wanted. No vinyl. "It always is just going to be your own skill level that makes sure that it looks good," he says.

The switch from paint to vinyl happened for reasons that had nothing to do with taste. Sponsorships started changing year to year, sometimes race to race. A car that needs new logos every season (or race to race like the Ferrari) is a car that needs a painter every season, ten hours a side. Vinyl "fixed" that. Print it tonight, stick it on in the morning, peel it off when the check stops coming. Cheap and easy, and soulless, which more often than not probably suits most of the companies advertised. Out on the street the same thing happened to storefronts, where five to eight years of California sun is about what a printed sign gets before it wants doing again, so rebranding became a schedule rather than a decision.

Plenty are still legible over businesses that closed decades ago. "It even outlasted the business," Clayton says. It happens on cars too. There's a Holman-Moody Torino that turns up at Road America in the Pepsi livery it was painted with all those decades ago. Show Clayton a picture of it and what he wants to do is paint one. The Competition Proven logo on the fender, in the exact spot it always sat. He sees the hesitation on cars that ought to know better, historic racers turning up at vintage races in vinyl. Some of that is owners who assume that's how it was always done. The rest is the guys who bought the car as an asset and are scared of it.

Paint feels like a big decision, and a decision that might narrow the buyer pool. So the livery gets slapped on as a temporary sticker and the choice gets left for the next guy, and the next guy does the same thing. In the end you get a 935 that changes hands three times because nobody had the stones to commit to doing it right. A car with real history has worn several liveries and picking one means living with it. It means making it turly yours. "It takes the right kind of person," Clayton says, "to be willing to say, I'm committing to this design for forever." A painted edge won't ever be as clean as a cut one, but the imperfections are what tell you somebody stood there. "There's something to vinyl that feels very inhuman, with paint you can almost imagine yourself in that person's shoes, in that moment when they were actually painting it." He calls it the pursuit of perfection within human reason.

The Ferrari wasn't the first car to reach him as a handful of old photographs. The archive folder that opened up for a project out of the Mercedes-Benz Classic Center in Long Beach was mostly useless. Black and white photographs of a car that ran a rally in Argentina in the 60s. The ask was to put it back exactly as it left, by hand, because by hand is how it left. Nearly every shot had been taken from a cliff side or pulled off video. Exactly one was a clean side angle. Clayton cross-referenced measurements between them until the graphic came back together, then printed it at several sizes so he'd have room to move once the paper was on the panel. "It felt like doing forensics," he says. "You're pulling a screenshot and you're trying to cross reference your measurements."

One photograph was of the door numbers, shot close and sharp, and it's the one that set the terms. The paint reads streaky where it went on thin. You can see the outline the original painter laid down first and then the stroke he used to fill it, one pass on a narrow letter and two or three on a wide one. Clayton could count them because he makes the same ones. He mixed a little clear coat into his paint to get the same behavior out of it and chose his brush by the width of each letter. Hold the two photographs next to each other and they overlay. Placement and size and color. All of it.

The Ferrari had its own version of that problem. The crest on the fender changed from one year to the next, and Rafi caught that the one Clayton had printed wasn't the 1956 version. Nobody had put a photo of the right one online. So he went back to the hotel room that night and traced it out by hand. The next day the outline went on with the long scroll brush, the one that starts thin and tapers. The roundel took the lettering with a brush with the ferrule crimped flat that it already wants to make that shape.

He's near the end of something that started two years before he showed up, and he knows it. "There would not be that car to put some numbers on if it weren't for the thousands of hours that they've already put into that," he says. Somewhere back in 1956 a man he'll never meet did the same job on the same door. "I'm trying to figure out his thought process on it and put myself in his shoes and replicate his work literally."

Last August in the paddock at the Rolex Reunion at Laguna Seca he was putting final touches on a car with hoods open around him and a race coming. Some guy in the 50s or 60s adding a number to a door two hours before the flag. "The good old days are not the past" he says. "It's still happening right now and I'm getting to live it out."

Photography by Paolo Lekai

A few weeks after the paint dried, the 500 TR went to Pebble Beach and came home with the Enzo Ferrari Trophy. The judges hand it to one Ferrari on the lawn each year, the one they figure the old man would have picked. It was the 75th running of the Concours, and Ferrari was the featured marque, so there was no shortage of candidates. The car that won wore a number 6 that a man in South San Francisco painted on by hand.

Kris Clewell