Luxury and Exotic Car Reviews

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 Gabriel Vega – June 02, 2025

Review: The 2025 GMC Yukon Denali Ultimate Is a Luxury SU...

If you haven't done so recently, take a second to look through the 2025 Cadillac Escalade's configurator. The base model is the ironically-named "Luxury" trim, which starts at $92,290, including a $1,995 destination fee. At the top of the food chain, you'll find the absolute maniac that is the V-Series, which asks for $166,690 without options, and its rowdy supercharged 6.2-liter V8. With prices dipping into the six-figure range more often than not, Cadillac's truck-based luxury SUV wants to go toe-to-toe with the Range Rovers of the world. However, as part of this transition, the Escalade has progressed from being an SUV a celebrity might step out of at an event to one they might actually drive. It's more of a status symbol than ever and instantly recognizable as a luxury product. This creates a problem. The problem exists for those who previously relied on the Escalade for low-key transportation. Driving a Rolls-Royce Cullinan guarantees you'll be seen. But what if you don't? That used to the Escalade's turf alongside the BMW X7 and the Mercedes-Benz GLS; big three-row SUVs with ample space, all of the luxury fittings you'd want in a commuter, and guaranteed anonymity. With the Cadillac's sights set firmly on an entirely different crowd, we can add the 2025 GMC Yukon Denali Ultimate to that list. I'll admit that before the opportunity to drive one appeared, the GMC Yukon Denali Ultimate wasn't on my radar. Aside from a review of the off-road AT4 trim I did over four years ago, my only contact with the Yukon since has been from the back seat of an Uber Black. Today, the Yukon is GMC's flagship internal-combustion SUV, and the Denali Ultimate is its range-topping variant. It starts at $103,295, including a $1,995 destination fee, and comes loaded with standard equipment, making this tester's list of optional extras relatively short. It adds Night Vision for $2,000, the Illumination Package for $1,195, and a Floor Liner Package for $475. Even its Downpour Metallic exterior paint costs only $495, bringing its as-tested price to $107,460. As such, there aren't many decisions to make when configuring one. You can choose between seven different exterior colors, five wheel designs measuring 22 or 24 inches, and an interior package that upgrades the second-row seats. It replaces the almost cardboard flat captain's chairs in my tester with a more premium, bolstered, and ventilated set in case you plan to be driven rather than driving yourself. Crucially, there is just one interior color available, which is the Woodland Mahogany photographed above, accented with white stitching and laser-etched wood trim. If this LongHorn Steakhouse vibe isn't quite your speed, you can step down from the Ultimate to the Denali and pick between off-white or black leather. However, you'll miss out on the range-topper's excellent 22-speaker Bose sound system. As far as this interior's livability goes. It's a pleasant place to be. It remains relatively quiet on the highway. Its front seats are supportive but not firm, and this truck's air suspension system has no trouble soaking up larger bumps at speed. As is common, the GMC Yukon Denali Ultimate features a digital instrument cluster and a central touchscreen for its infotainment. The latter is a gigantic 16.8-inch display that makes reading maps at a glance effortless while offering enough real estate to have multiple apps open simultaneously. While you can adjust vital cabin settings through the touchscreen, GMC made the excellent decision to retain physical controls via a row of switches that are almost hidden in plain sight. The result is an interior that feels high-tech without losing its tactility. While some of this SUV's plastic buttons feel somewhat out of place in a vehicle costing six figures, the Denali Ultimate makes up for it by being easy to use and including GM's fantastic Super Cruise driver-assist system. Not only does it allow for hands-free driving, but it also does a good job of keeping this family hauler centered in the lane, even if Los Angeles' road markings aren't always the most clearly defined. This brings me to the main reason why you'd buy a GMC Yukon Denali Ultimate, and that is its size. Its second and third rows fold flat, leaving you with a cavernous trunk with 122.9 cubic feet of space. What's on offer here is versatility, and should you need more of it, the stretched XL variant exists. From a driving perspective, you've got another choice to make. GMC offers the Denali Ultimate in two configurations: either with a turbocharged 3.0-liter Duramax inline-six diesel engine or a naturally aspirated 6.2-liter V8. The former develops 305 horsepower and 495 pound-feet of torque, while the latter produces 420 hp and 460 lb-ft. Regardless of which you go for, however, you'll get a 10-speed automatic transmission, all-wheel drive, and an air suspension setup. My tester sports the V8, and its chrome quad exhaust tips promise a burbly engine note that only partially materializes. Whether you're standing by it or sitting inside, the GMC Yukon Denali Ultimate is remarkably quiet, underscored by a low, burbling hum. Even as you press the accelerator, you don't get much of an engine note in the cabin, a plus given this SUV's luxurious aspirations but a minus if you opted for the eight-cylinder route to hear them sing. It's a similar story once you hit the road. While GM's 10-speed automatic transmission can be somewhat slow and clunky in other products, that isn't the case here. It shifts both smoothly and quickly, attempting to maximize the available power. However, even with 460 lb-ft of torque, the Yukon feels sluggish, especially at highway speeds. Overtaking requires a boot-full of throttle, which is less surprising once you consider the Ultimate's over 5,800-lb curb weight. If it manages to be just as quiet in most applications, the 3.0-liter diesel and its extra torque is the one to have. As I've alluded to, the GMC Yukon Denali Ultimate is based on the same platform as the Sierra pickup, and this body-on-frame SUV only partially conceals its truck roots. Its steering is heavy and pairs with a slow ratio. Unlike rivals like the BMW X7, the Ultimate lacks rear-axle steering, making it more challenging to maneuver through tight spaces. Simultaneously, its tall and flat hood limits forward visibility, although an onboard camera suite helps out considerably. The GMC's air suspension does the most heavy lifting. While Yukons that lack it often deliver a bouncy ride, that isn't the case in the Denali Ultimate. It does a great job of handling undulations and road imperfections at highway speeds. However, it does have a tendency to struggle at slower speeds, picking up plenty of vibrations over rougher surfaces, a con of its massive 24-inch wheels. From a visual standpoint, it's challenging to make what is essentially a giant box, designed to carry as much stuff and people as possible, look great. Still, the Denali Ultimate makes a valiant effort. Its Downpour Metallic exterior finish introduces some vibrancy while retaining a classy look. While this SUV features chrome trim, it is applied tastefully throughout. And while this GMC's front grille is somewhat overbearing, its LED running lights are tastefully restrained. The biggest aesthetic challenge it faces has less to do with its appearance and more to do with who buys it. As I mentioned earlier, a GMC Yukon has pulled up to my house when I'm on the way to the airport more times than I can count. You'll often spot them in major cities across the US, as part of a car service fleet or driven by those looking to make top dollar on rideshare apps like Uber or Lyft. It's a fact I kept getting reminded of every time I walked up to the Denali or saw another in chauffeur-spec at a stoplight. While it's something you can ignore if you're looking at one of the Yukon's less expensive trim levels, it's much harder to do so when you're shelling out six figures for one. After a week behind the wheel, it's clear that the GMC Yukon Denali Ultimate has many strengths. It's tremendously spacious and offers an excellent in-cabin experience, both in terms of tech and comfort. Considering that it tops out in the low six-figure range, it'll cost you less than an equivalent Range Rover, BMW X7, or Mercedes-Benz GLS. However, as luxurious as the Denali Ultimate strives to be, it's hampered by a driving experience that can't shake its truck roots, an underwhelming engine, and an aesthetic that's become ubiquitous for all the wrong reasons. Still, the Yukon manages to offer a luxury SUV experience in a package that allows you to fly under the radar. Despite some shortcomings, it's ready to take up the mantle as the Escalade moves on.

By Gabriel Vega – May 31, 2025

Review: The 2025 Toyota GR Supra Reminds Us of What We’ve...

As the Toyota GR Supra nears the end of its lifecycle, we revisit this flawed but characterful sports car to explore what makes it special.

By Gabriel Vega – May 30, 2025

Review: The 2025 Porsche Cayenne GTS Prioritizes Engageme...

By prioritizing driver engagement and augmenting it with speed, the Porsche Cayenne GTS Coupe finds a performance sweet spot.

By Gabriel Vega – May 28, 2025

Review: The 2025 Bentley Flying Spur Speed Is a Plug-in F...

Is the plug-in hybrid Bentley Flying Spur Speed a case of emissions driven downsizing, or does it have a charm of its own?

By Gabriel Vega – May 27, 2025

Review: The 2025 Mercedes-Benz G550 Makes a Strong Case f...

The G-Class became an icon through consistency. Launched in 1979, the Geländewagen employs a similar formula to the one that has kept the Porsche 911 relevant for over seven decades. Rather than implementing revolutionary changes between generations, it leans on evolutionary ones. Although it has undoubtedly become more luxurious since the late 1970s, the G-Class centers around a particular aesthetic and driving experience, which, despite significant tweaks, still endures. The 2025 Mercedes-Benz G550 I'm driving this week follows this formula almost perfectly. It's the least expensive G-Class for the U.S. market, sitting below the all-electric G580 and the range-topping G63 by AMG. Still, with a $149,400 base price and this tester's $181,000 out-the-door figure, it retains much of its predecessor's look and feel but at an elevated price point. Typically, this wouldn't be an issue for a vehicle built exclusively to serve a group of well-off diehard fans. However, one major update introduced for the latest G550 is the substitution of its twin-turbocharged V8 with an electrified inline-six. This swap detracts from one of the G's core tenets: its rumbly engine note. While the new powerplant is more powerful and efficient than the one it replaces, it's also far quieter. It's effectively non-existent in most driving scenarios. And if that's the case, why not go all-in with the fully-electric G580? From an aesthetic perspective, the new Mercedes-Benz G550 may be a case of the same, same, but different, but that's a feature, not a fault. If you squint, you can tell that this off-roader features new front and rear bumpers, as well as a grille adorned with four horizontal louvers. In contrast, its predecessor had to make do with just three. Mercedes redesigned its air inlets to incorporate a square-off design with rounded edges, and its rear-view camera now sits above its license plate. That's it. For Geländewagen fans, this SUV retains its boxy shape, towering height, and overall aesthetic, which significantly contribute to its iconic status. Its door handles remain button-activated, making the same satisfying latching sound as they close. This tester features the optional $3,500 AMG Line package, which adds an upsized set of 20-inch wheels and flared wheel arches. This pairs nicely with the $3,250 Night Package that darkens its exterior trim. However, its highlight remains its $6,500 Manufaktur Deep Green paint, which, as you'll soon learn, complements this SUV's interior beautifully. On the powertrain side, the latest Mercedes-Benz G550 introduces its most significant update: its turbocharged 3.0-liter inline-six engine. It develops 443 horsepower and 413 pound-feet of torque thanks in part to a 48-volt mild-hybrid system that can contribute up to 20 hp and 148 lb-ft for brief moments. This output goes to all four wheels via a nine-speed automatic transmission. As impressive as this powertrain's achievements are on paper, allowing a vehicle that weighs 5,534 pounds to still hit 60 mph in 5.3 seconds, it's a great example of when more is less. The Geländewagen is defined by its ability to create a sense of occasion. Previously, this meant appreciating its boxy aesthetic as you approach, slamming its door, hearing its world-class latching sound, and listening out for its burbly engine note as it comes to life. That's no longer true if you don't shell out for the flagship G63. Instead, what greets you is an engine note that's quiet and uninspiring. It's the noise you'd expect from an E-Class at less than half the price. Still, once you consider this truck's $181,000 as-tested figure, its engine makes an otherwise expensive luxury vehicle feel decidedly less so. Thankfully, this new inline-six is willing to perform. It offers ample torque throughout its rev range, and because it relies on a mild-hybrid system, it's responsive. It is almost entirely undetectable at highway speeds and has the benefit of increased fuel efficiency. The nine-speed auto is mated to shift both quickly and smoothly, while its standard brakes remain plenty powerful to consistently slow this tall and hefty SUV. Like its predecessors, the Mercedes-Benz G550 remains a proper off-roader first. It still rides on a ladder frame, incorporates three locking differentials, and its transfer case sends 40 percent of its output to its front wheels and the remaining 60 percent to the pair in the rear. From a suspension standpoint, the G550 counts on double wishbones up front and a solid rear axle. It pairs springs with adaptive dampers in contrast to the G580's plush air suspension setup. A new Offroad Cockpit consolidates vital readouts, including incline data, into a single screen, while a forward-facing camera provides a clear view of the trail ahead. The on-road refinement improvements introduced for this latest G-Class generation are immediately noticeable. The G550 soaks up road imperfections well without excessive body motions. While it lacks the active roll stabilization available for the G63, it can tackle bends confidently without considerable lean. It's perfectly damped for cruising at highway speeds, and thanks to its extensive isolation, it creates an in-cabin experience that isn't interrupted by unwanted road and wind noise. A significant contributing factor to this tester's high as-tested price is its $13,250 Manufaktur Interior Package Plus. Aside from adorning the front row with a pair of Active Multicontour seats, this option covers this SUV's cabin almost entirely with Nappa leather and extensive stitching. This tester takes the opportunity to cover its seats, door cards, and two-tone steering wheel in tan leather. This shade pairs nicely with its dark green exterior. More importantly, this package goes a long way to making the Mercedes-Benz G550 feel every bit as expensive as it is. Practically every surface you interact with is covered in leather, and aside from the touch-sensitive buttons on its steering wheel, this interior incorporates as little plastic as possible. While its wheel controls may be cumbersome, you can still control core functions, such as this SUV's climate control, through physical switches on the dashboard. On the tech side, the G550 features twin 12.3-inch digital instrument clusters and infotainment screens, both running the latest version of its MBUX software. Not much has changed on this front, so the system will feel quite familiar if you've interacted with other Mercedes-Benz products introduced in recent years. For 2025, the Mercedes-Benz G550 starts at $149,400. Factor in all of its optional extras, costing an as-tested $181,000. Although these figures represent a modest increase over the outgoing G550, it simultaneously places the "entry-level" Geländewagen within striking distance of its electrified twin. For context, earlier this year, the G580 I tester carried an as-tested price of $192,690 ($162,650 base price). Yet, during my week with the G550, I couldn't help but think about the G580. While I can't yet speak for the new G63, the electric G-Class is impressive despite being a first-generation product. Given that you can no longer get a V8 engine in an SUV without an AMG badge in the rear, why not instead go all in with an off-roader that's even more capable due to its clever use of its electric motors, better-riding thanks in part to the weight added by its battery pack, and developing 579 hp and 859 lb-ft, far quicker too? The Geländewagen is undeniably an automotive icon. From its distinct aesthetic to its tall stature and its opulent yet sturdy cabin, its fans return because, in part, they know they'll be met with a tweaked version of an experience that remains unique. However, by removing its much-loved rumbling engine note, the new G550 might be more impressive on paper than ever, but in practice, it takes one crucial step back.

By Gabriel Vega – May 24, 2025

Review: The 2025 Cadillac CT5-V Blackwing Is Already One ...

A supercharged V8, a manual transmission, and RWD place the Cadillac CT5-V Blackwing atop a shrinking list of four-door thrillers.

By Gabriel Vega – May 23, 2025

Learning the Limit at Radford Racing School

As exotics become ever more powerful, Radford Racing School will teach us how to enjoy them to their maximum.

By Gabriel Vega – May 11, 2025

First Drive: The 2026 Aston Martin Vantage Roadster Is An...

By perfectly mimicking the coupe's driving experience, the 656-HP Aston Martin Vantage Roadster isn't short on thrills, but they aren't cheap.

By Gabriel Vega – May 07, 2025

Review: The 2025 Porsche 911 Carrera T Cabriolet Is an En...

With less weight, a manual transmission, and upgraded suspension, the Porsche 911 Carrera T Cabriolet argues that a Coupe isn't always the answer.

By Gabriel Vega – May 07, 2025

Review: The 2025 BMW M3 Competition xDrive Remains a Supe...

With more power, a refreshed cabin, and new exterior details, the refreshed BMW M3 remains one of the best one-car solutions on sale.

Reviews

duPont REGISTRY News

duPont REGISTRY Group

Support

Subscribe