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

A blue 2025 Lamborghini Urus SE, the heavy hitter delivering plug-in hybrid punch, is parked on a dirt road with red brake calipers, framed by trees and hills in the background.

By Michael Van Runkle – December 14, 2025

Review: 2025 Lamborghini Urus SE

Heavy Hitter Delivers Plug-In Hybrid Punch At the beginning of the electric vehicle era, Lamborghini long ago promised that the company’s future hybridization strategy aimed to improve not just efficiency but, much more importantly, performance gains as a priority. Now, with the entire lineup currently made up of hybrids that combine batteries and electric motors with stunningly powerful internal combustion engines, the Revuelto and Temerario supercars proved beyond a doubt that Lambo achieved what so many other automakers struggled with: engaging driving dynamics despite inevitable weight gains. Still, selling the Urus as a plug-in hybrid SUV makes the most sense on paper, offering improved fuel economy, silent driving, and better range in full EV mode, plus only modest weight gains that make less of a difference in a 5,000-pound five-seater than for a low-slung supercar. To find out whether Lambo truly built the perfect daily driver super SUV with the Urus SE hybrid, I recently took a loaner in Los Angeles for city streets, highway cruising, plenty of hard canyon charging – and even a few forays off the asphalt entirely. First, it’s critical to understand how much the Urus SE’s hybrid system differs from the Revuelto and Temerario. Think of this setup as a more traditional plug-in that employs a much larger 25.9-kilowatt-hour lithium-ion battery below the trunk. The twin-turbo V8 carries over from ICE-only Urus models, albeit detuned to “just” 612 horsepower and 590 lb-ft of torque. That’s because the electric motor mounted within the eight-speed transmission can contribute 189 horsepower and a beefy 356 lb-ft of torque. All of which results in combined totals of 789 horsepower and 701 lb-ft at full throttle, the latter way down in the rev range at just 1,750 rpm. The Urus SE can also manage far more electric range thanks to the larger battery, at around 37 miles versus single digits for both the Revuelto and Temerario. Fuel economy improves to 20 miles per gallon in gas mode, and an impressive 48 MPGe in full hybrid mode, versus just 16 MPG for the ICE-only Urus S. Throw in a claimed 80% drop in emissions, plus unbelievably quick throttle response as the electric motor and gas engine work together for hard launches and freeway passing. Sounds like the best of both worlds, right? Well, equally as important as improving performance and efficiency at the same time, Lambo also faced the challenge of how to keep the Urus SE thrilling and engaging to drive other than in a straight line. All that hybrid componentry does add about 15% onto the mass of the lightest Urus Performante, for a total curb weight of 5,520 pounds. Even the full carbon-fiber roof (a $7,507 option) can’t combat the sheer physics of how much the electric powertrain components weigh. And in truth, I noticed the additional poundage almost immediately, while just driving normally on city streets. The SE uses the same suspension components with different electric calibrations, which means a supple air ride but also the ability to lower and raise the ride height, plus firm up the dampers to bolster handling dynamics while driving aggressively. Though the suspension tuning works quite impressively, all things considered, it’s not quite as sublime as either the base air suspension Urus and S, nor the steel-sprung Performante. My loaner’s small wheels and taller Pirelli Scorpion Zero all-season tires probably helped a little, too, to smooth out some road imperfections by reducing the rest of the suspension’s responsibility to absorb impacts. Instead, the added weight creates more of a rafting sensation, as the whole body moves around more over road undulations, speed bumps, and rough sections of pavement – though never necessarily uncomfortable, this occasionally borders on disconcerting, especially once I started to drive harder in the hills of Malibu. Pushing any SUV hard through curving canyon roads might seem silly, but the Urus SE is still a Lambo after all. And the previous Urus, S, and Performante all exceeded expectations. The SE, meanwhile, struggled to reach the same level of glory, which I suspect partially comes down to the all-season tires spec-ed on this loaner rather than performance-oriented rubber. Lightweight steering purposefully helps to counteract the impression of overall heaviness, while imparting a sense of playfulness into the handling. But the SE tended to push into corners with some understeer, then drift wide unless I paid extra attention to modulating my brake and throttle inputs impeccably. The adaptive sway bars and rear steering also worked hard, but luckily Lambo’s suite of electronic traction aids allows for plenty of fun – leaning into throttle earlier through corners like a true rally car brought on healthy slip angle and countersteering, though trusting the all-wheel-drive system quite that much admittedly requires a firm hand and plenty of confidence. Throughout, the SE sure sounded spectacular as the twin-turbo V8’s exhaust burbled and banged, echoing off the canyon walls. Especially in Sport and Corsa mode, the soundtrack borders on the depth of a muscle car, effectively masking any semblance of hippy hybrid vibes. Plus, the Terra and Neve modes (for dirt and snow) can lift up the body high enough that I felt comfortable playing around on a secret dirt track in the middle of Malibu. The air suspension there simply gobbled up the bumps, as I slid around with almost too much ease under either power, braking, or turning. Overall weight matters a little less in an SUV like this once the going gets slippery, and SE’s centrally distributed mass creates very predictable behavior. I just wished for even more ground clearance and true knobby tires while kicking up dust. Actually, figuring out how to activate the Urus SE’s various drive modes admittedly took me a while to figure out – an adjustment period equal to, if not longer than, learning how to properly push this super SUV up to the limit and not beyond despite the weight gains. The typical fighter jet-style controls already looked awesome on previous models, effectively conveying that familiar cockpit aesthetic so prevalent in Lambo’s other supercars. But throwing in full EV mode via the toggle on the right of the console, then three additional hybrid settings via push buttons below, plus a much more convoluted gauge cluster that needs to show all the electric and internal-combustion systems working together, occasionally goes overboard in the sense of paralysis by analysis. I needed to test every mode, too! The Urus SE always comes to life in full EV mode to keep the neighbors happy. Sometimes the silence led me to push the start button again, which then turned off the car. Whoops! Then I usually popped the left lever into Strada to wake up the full hybrid system, though the gas engine doesn’t always fire up immediately. Using the hybrid buttons, I typically kept the Urus SE in full hybrid mode to explore how nice the electric motor and gas engine play together. The stop-start and changeovers as the gas engine turned on and off actually worked surprisingly seamlessly, given the sheer heft of the twin-turbo V8. I also tried recharge mode to keep the battery topped up, and in fact, purposefully ran the gas tank to almost dry to truly force full EV operation as a range test. I then ran well over 15 miles in total silence, using around five-eighths of the claimed capacity. Not bad, and full EV mode also puts out more pep than expected, rather than simply enough motivation for light city traffic. However, at super slow speeds, I occasionally noticed some awkward tendencies as the handover between regen and friction brakes caused occasional lurching. As much as the ICE Urus nails a very specific type of super SUV, I struggle to argue against the SE hybrid despite these few minor foibles. Choosing the SE adds only about $30,000 to the base price of the current Urus S, which seems entirely reasonable even if the hybrid only added the extra 130 horsepower or so. This heavily optioned loaner stretched up to more like $352,000 as tested, so I’d pick a bolder exterior paint job, a more restrained interior with matte carbon fiber trim, and skip the all-weather floor mats. Still, with improved styling that also lends a more sophisticated, futuristic look to the angular design, plus the ability to drive in full EV and hybrid modes, the SE takes the cake. And every single time I punched that throttle, killing my fuel economy in the name of fun, the absurd amount of instantaneous acceleration when that twin-turbo V8 unleashed full fury in tandem with modern electric power left an enormous grin on my face. And if Lamborghini can manage to bring up those old childlike joys in a heavy hybrid SUV, the future of electrification looks very bright after all. View All Lamborghini Urus for Sale Images: Michael Van Runkle

By Gabriel Vega – October 05, 2022

2021 Lamborghini Urus Review: A True Super SUV

To say that the Lamborghini Urus' arrival back in 2018 was controversial would be a massive understatement. With its SUV form factor and controversial styling, the Urus splits opinions quicker than a political hot take over Thanksgiving dinner. However, as with most things, time goes by, views mature, and minds change. All Lamborghini Urus For Sale I, for one, didn't love the Urus at first glance. A big bulky SUV from one of the most recognizable supercar manufacturers didn't make sense from a casual observer's perspective. However, as Lamborghini has found out over the last few years, debuting the Urus was one of the best financial decisions the carmaker has ever made. After spending some time with the latest 2021 Lamborghini Urus in Los Angeles, I finally understand why. Does the 2021 Lamborghini Urus look like a super SUV? The super SUV market has exploded in recent years. For the first time, you have dozens of 500+ horsepower SUVs on sale. As a result, standing out in this emerging market takes more than just impressive stats on paper. In this department, the Urus is in a lane of its own. Despite it sharing its architecture with the Audi RS Q8, the Urus looks like nothing else on the road. Whether you're a fan of its design or not, the Urus is intentionally controversial, garnering attention in ways that even some supercars can't. However, how good its design looks is mainly dependent on how a customer orders it. Pick a dark color, and you'll hide most of the Urus' wild design lines across its fenders, doors, and front hood. Pick a bright color, and you'll accentuate these details, directly adding to this SUV's wild factor. There are hints of other Lamborghinis throughout the Urus' design language. For example, we have bits of Aventador in the front hood and rear taillights that take inspiration from those on the Huracan. We also can't forget the abundance of hexagon shapes throughout the exterior and interior. Throughout my time with the 2021 Lamborghini Urus, I found myself warming up to its design not because I found it beautiful, necessarily, but instead because it's a genuinely unique take on a big SUV. Big Speed With A Big Body All of that power is routed to all four wheels via a ZF eight-speed automatic transmission. While the Lamborghini Urus lacks a full-on dual-clutch box, the tuning on the ZF unit is fantastic, delivering quick upshifts and snappy downshifts while moving at speed. Additionally, the Urus counts on an adaptive air suspension system with all-wheel-steering, making this big machine manageable around crowded cities. The driver can control the Urus' demeanor by toggling any of its six available driving modes. These significantly affect the SUV's on-road comfort and driving performance. Switch it into Corsa, the most aggressive mode, and the whole thing hunkers down to eliminate body roll and provide additional stability. One of my first drives in the Urus was a canyon run, where I first encountered its savage acceleration. However, with the largest carbon-ceramic brakes ever fitted to a production car, the Urus immediately proved that it had the right ingredients for immense performance. Despite its massive capabilities, the Urus doesn't feel very exciting to drive once you start to push it around some bends. Thanks to its significant curb weight, the front tends to understeer, and the steering doesn't provide accurate feedback of what's going on at the front. This is likely a drawback of the Urus prioritizing on-road comfort over outright performance, a justifiable tradeoff. Tech And Leather Overload If you like digital screens, you'll love the 2021 Lamborghini Urus. That's because there are three main screens in the dashboard. A 10.1-inch unit houses the primary infotainment system, while a smaller 8.6-in screen hoasts all of your HVAC controls. In front of the driver, you'll find a massive digital instrument cluster that is highly configurable and changes dramatically depending on your driving mode. While it's clear to see the Audi roots in this Lambo's infotainment system, it works well. Its layout is easy to navigate, and making changes on the fly is a breeze. Additionally, you get smartphone compatibilities such as Apple CarPlay and Android Auto. As standard, you get a Bang & Olufsen 1,700-watt sound system with 21 speakers that are surprisingly powerful and impressive. As you might expect from a six-figure SUV, the finishing in the 2021 Lamborghini Urus is done exceptionally well. Pretty much every surface is covered in leather with contrast stitching, elevating the feel and aesthetic of the cabin. Despite its Audi roots, the Urus is hand-stitched and assembled in its own factory. As a result, it feels drastically different than the lower-value SUVs whom with it shares many components. Is The Lamborghini Urus Worth Over $220,000? If you want a 2021 Lamborghini Urus in your driveway, you'll face two main hurdles. The first is its price because the Urus commands a base sum of just under $220,000. However, throw in some optional extras, and that number can quickly climb well past $250,000. Whether this SUV is worth that sum or not is entirely up to what its potential buyer is after. The Lamborghini Urus price and specs on paper don't sell the Urus. Instead, having something truly unique does. The second hurdle is the wait times. The Urus has been such a massive hit for Lamborghini that they literally cannot build them fast enough. As a result, adding an Urus to any collection will require a healthy dose of patience. Admittedly, this also works to the benefit of Urus buyers as this enormous SUV has seen tremendous value retention over the years, even selling over MSRP well after it has left the dealer floor. Regardless of what draws you to the Urus, this super SUV makes a case for itself in many ways. For me, I'm glad to see that the Urus still has that classic Lamborghini charm, except now you can take your family along for the ride. Sell My Lamborghini Urus: Get a Cash Offer All Lamborghini Urus For Sale

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