BYD has begun officially teasing a new plus-sized SUV that’s set to become the range-topping model for its Chinese luxury division. Called the Fangchenbao Tai 9, the ultra-luxury three-row SUV is the latest in a range of top-shelf prestige SUVs from Chinese brands, and could make the switch to Denza branding in overseas markets.

BYD already sells the Denza B5 and B8 in Australia, known as the Fangchenbao Bao 5 and Bao 8 in Australia, signalling the potential for the Tai 9 to make the switch to Denza branding in markets outside of China as the Denza B9.

Unlike the body-on-frame off-road platform of the B5 and B8, the Tai 9 is expected to use a more car-like monocoque chassis, prioritising on-road comfort and refinement. This matches the push seen from other brands within BYD, and numerous Chinese rivals, into the premium large SUV market.

The Tai 9 is expected to incorporate BYD’s ultra-fast Flash Charging capability, although it’s not yet clear if the new model will be a pure EV, or available as a plug-in hybrid.

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Image credit: CarNewsChina

The latest generation of BYD’s lidar-based self-driving technology will be available. The Tai 9 is also expected to offer a host of high-end interior appointments like individual second-row seats with heating, cooling, and massage functions, individual rear climate controls, and comfort features designed to take the sting out of long road trips, like rear entertainment packages.

Full dimensions and specifications are yet to be revealed, with an overall length of over 5300mm expected, riding on a 3100mm wheelbase. That makes the Tai 9 longer than a Mercedes-Maybach GLS600 (5208mm/3135mm) and closer in size to the GMC Yukon (5360mm/3071mm).

Denza’s current range-topping model, the B8, measures 5195mm long with a 2920 mm wheelbase, powered by a 2.0-litre turbo-petrol plug-in hybrid system with a combined 425kW output.

A story by CarNewsChina reports that BYD General Manager Xiong Tianbo recently fuelled speculation, reposting a user’s speculative render on the Chinese social media site Weibo.

Century Batteries has extended its partnership with the Australian Road Safety Foundation
(ARSF), strengthening a collaboration that “combines expertise in vehicle safety and road safety
advocacy to help reduce road trauma and promote safer driving practices across Australia.”

Following the ARSF’s role as the official Charity Partner of the 2025 Century Batteries Ipswich
Super 440 race, the partnership will expand significantly in 2026. Century Batteries will support
several of ARSF’s key national awareness campaigns throughout 2026, including Fatality Free
Friday, Rural Road Safety Month, Work Related Road Safety Month and Christmas road safety
initiatives.

According to Century, the collaboration brings together two organisations united by a common belief that safer roads start with safer vehicles.

Through the partnership, Century Batteries and the ARSF will work together to deliver educational
content highlighting the connection between vehicle maintenance and road safety, including the
critical role battery health plays in powering modern vehicle safety systems such as airbags,
emergency braking technology, telematics and hazard lighting.

The organisations will also collaborate on a range of social media, video and public awareness
initiatives designed to encourage motorists to undertake regular vehicle checks.

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Donna Caley, General Manager of the Australian Road Safety Foundation, welcomed the
extended partnership and the opportunity to strengthen road safety messaging through one of
Australia’s most recognised automotive brands.

“Century Batteries shares our commitment to creating safer roads and reducing the impact of road trauma on Australian families and communities,” Ms Caley said. “Together, we can continue to reach a broad audience of motorists with important road safety messages while highlighting the role that vehicle maintenance and preparation play in reducing risk on our roads.

Andrew Bottoms, Marketing Manager – Automotive at Century Batteries, said the partnership
added: “At Century Batteries, we understand that road safety starts long before someone gets behind the wheel,” Mr Bottoms said. “Safe driving behaviours and safe, well-maintained vehicles go hand-in-hand, which is why partnering with the Australian Road Safety Foundation is such a natural fit.

Mazda’s strategy to electrification has been a cautious one. While most of its rivals pushed full-electron ahead with EVs, Mazda dipped its toes in the water with just a single model, the ill-fated MX-30. In production from just 2020 to 2023, the MX-30’s fatal flaw was its absurdly meagre driving range of 224km (WLTP tested) that translated to less than 200km in the real world. Buyers stayed away.

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Now, the Japanese manufacturer has a chance at EV redemption with its all-new Mazda 6e electric sedan, a spiritual, if not actual, successor to the popular Mazda 6 range. But Mazda hasn’t done it alone, enlisting the help of its long-standing Chinese partner, Changan Automobile. The relationship stretches back 21 years, focussing largely on building combustion engines and cars for the Chinese domestic market. Now though, Mazda is tapping into the Chinese conglomerate’s electric vehicle nous. Changan is best known in Australia for its Deepal brand which has been slowly making inroads into our domestic EV market with its S07 SUV and E07 slightly odd ‘Multitruck’, a vehicle the brand describes as having “SUV comfort and ute features”.

But it’s another Deepal that underpins the new Mazda 6e, the L07 electric liftback sedan, currently only available in China and Thailand. But rather than just slapping a Mazda badge on the nose and calling it a day, the Japanese brand has gone to great lengths to ensure the 6e looks and feels like, well, a Mazda.

Built on Changan’s modular EPA1 electric vehicle platform, the Mazda 6e shares much of its underpinnings and technology with its L07 stablemate. And that means a 78kWh lithium iron phosphate (LFP) battery array and a 190kW/290kW electric motor powering the rear wheels. Yes, the Mazda 6e is rear-wheel drive, the first RWD from the brand since 2000’s 929 luxury sedan.

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Utilising Changan’s new energy vehicle technology has helped Mazda keep production costs down, ensuring the 6e is competitively priced against what few rivals it has.

Starting from $49,990 before on-road costs, the entry-level 6e GT is almost five grand cheaper than the base model Tesla Model 3 ($54,900) and exactly $3000 more affordable than the BYD Seal Premium ($52,990) which serves as the new entry-point into the Seal range after Chinese brand’s recent decision to axe the Dynamic from its line-up.

The Mazda trumps the Model 3 in terms of range with its 78kWh battery offering a WLTP-tested 560km. The Model 3 musters 520km (WLTP) although the Seal Premium edges the Mazda – just, and courtesy of its slightly larger 83kWh battery – with its WLTP claim of 570km.

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Where Mazda has made its presence felt is in the design of the 6e. As the 6e’s chief designer, Mazda’s Yoshito Iwauchi, revealed at the Australian launch, only the side windows and some internal switchgear have been carried over from the Deepal L07. Everything else is bespoke to the 6e, although the cabin is a smidge redolent of the Deepal’s, even if Mazda has gone to great lengths to make it its own.

Still, it’s all to good effect, the 6e a handsome liftback sedan from any angle. Yes, the solid grille has been blanked off to improve efficiency, but it’s been thoughtfully designed to look like the grille of a combustion-engined car. It’s a big car too, significantly larger by every measure than its two main rivals from Tesla and BYD. That pays dividends in the cabin where passenger comfort good (but not great) while the overall design and finish exudes Mazda’s typical excellent quality.

That’s true of the $52,990 Mazda 6e Atenza range-topper but also remains true of the GT entry point into the two-model range which wants for little in terms of equipment. Both variants come with healthy standard inclusions, headlined by big tech, quality materials throughout and enough creature comforts to give the feeling of money well spent.

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Slide inside the driver’s seat and the first thing that strikes you is the high seating position, the result of  the 6e’s battery pack living under the floor.

The seats themselves, trimmed in faux leather in GT grades and genuine leather and synthetic suede in Atenza, are comfortable enough but do give the impression you’re sitting on, rather than in, them.

The big 14.6-inch touchscreen is a departure for Mazda which has in the past defied the prevailing trend of large screens. And a total absence of physical dials, buttons and switches is another massive departure for the brand which has now adopted the touchscreen interface for every one of the car’s functions. Windscreen wipers, headlights, mirror adjustment, you name it, it’s buried inside the touchscreen. Ergonomically, that’s a disappointing miss, more so in an era where other manufacturers are starting to bring back physical controls in the face of customer demand.

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Second row comfort is good with plenty of space for long-limbed legs and knees but foot space is impacted by the position of the buckets up front while the standard fit panoramic roof does encroach on head room a little. As glitzy and premium as the 6e’s cabin looks at first glance, it’s let down by its ergonomics.

Boot space isn’t overly competitive for the segment either, Mazda quoting 337 litres with the second row in use and 678 litres to the top of the parcel shelf with the seats folded away. A 72-litre ‘frunk’ under the bonnet brings some compensation.

Mazda has made much of its ambition to ensure the 6e drives like a Mazda with driver engagement and sportiness front and centre.

And certainly, the 6e is no slowpoke, with its 190kW and 290Nm electric motor providing decent acceleration. It moves away briskly from takeoff and there’s enough left in the tank to ensure rolling acceleration feels urgent enough. Sure, there are faster accelerating EVs that shove you deep into the seatback under full throttle. But they’re also a bit unnecessary. The 6e‘s strength lies in its ability to feel much like a regular car to drive.

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Road manners are decent with good bump absorption and body control. The weight of the battery no doubt helps in keeping the sedan tied down to the road, and to good effect.

Some more spirited driving does offer a hint of Mazda‘s driving ambition, the 6e remaining true to its line with body roll kept largely in check. The steering, a touch vague and light on centre, remains precise and accurate when pushing on for some spirited cornering, although could offer a little more feedback. It can feel a little disconnected.

The brakes, too, are let down by vague pedal feel, especially under light pressure where it’s the regenerative system doing the hard yakka. The initial bite point is too light and lacks the ability for the driver modulate pressure. It’s either on or off, and only a firmer press of the pedal brings some tactility once the friction brakes take over the responsibility of hauling the 2015kg (kerb) sedan to a standstill. There are several levels of regeneration – which feeds electrons back into the battery – but no single-pedal driving mode.

Another letdown is the intrusiveness of the Mazda’s many and varied safety and advanced driver assist technologies. And it’s here where the 6e feels and behaves like a car wearing the Made in China sticker. Poorly calibrated, overly sensitive and all too willing to chime and sound warnings, the Mazda’s systems prove more of a hindrance than being helpful. And switching them off – via many prods and swipes on the touchscreen, of course – exacerbates the frustration.

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On the good news side of the ledger, the Mazda 6e proves quite frugal in its energy consumption. Mazda claims the 6e will chew through electrons at the rate of 15.9kWh/100km and while my time behind the wheel at launch couldn’t quite match that figure, an indicated return of 16.3kWh came tantalisingly close, giving a theoretical driving range in real world testing of around 478km, well short of the WLTP’s laboratory-tested 560km.

With DC charging capped at 194kW, the 6e’s battery can be replenished from 10-80 per cent in 24 minutes, while AC charging at 11kW takes around eight hours.

Mazda has made a valiant attempt at imbuing the Deepal L07 with the qualities we’ve come to expect from the storied Japanese brand. However, a handsome exterior and quality interior can’t paper over the shortcomings that seem endemic to a swag of challenger brands from China, the biggest brickbats aimed squarely at poorly executed driving assist systems.

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Which is a bit of a shame because in almost every other respect, the Mazda 6e offers a pleasant, if not thrilling, driving experience. It’s comfortable on the road, and while not the quickest electric sedan in the market, the 6e offers enough to not leave you feeling wanting in the cut-and-thrust of modern traffic. It’s competitively priced too against its main competition and that just might be enough to get EV-curious buyers over the line.

Mazda 6e specs

It was only revealed in late May, but the controversial new electric Ferrari Luce is already a sell-out – at least, in China. That’s according to CarNewsChina, who has reported that the first 88 units of the Luce earmarked for the Chinese market have already been sold.

Despite all the controversy surrounding the Luce, including former CEO Luca di Montezemolo labelling it as a ‘destruction of a legend’, the Luce has initially proven popular at least in China, where many western car markers like Ferrari are facing reduced marketshare thanks to the rise of Chinese brands, though the Ferrari brand is still seen as a status symbol.

“Status symbols are still in demand in the country, though there has been a gradual shift toward domestic Chinese offerings over the years.” said CarNews China.

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“The Luce indicates there is a viable niche for catering to China’s ultra-rich, who still seek vehicles that embody wealth and exclusivity. Coverage from Chinese media provides insight into this.  Speedsters states that a Luce represents “4 million RMB on wheels,” which instantly signals that the owner belongs to China’s wealthiest 1%.”

Revealed in May, the Luce is the first electric vehicle ever produced by Ferrari, as well as its first ever series production sedan. It uses a massive 122kWh battery that’s designed to be replaced in its lifetime as more advanced battery tech is developed, which can be charged at up to 350kW and provides a WLTP-rated range of 529km.

The battery feeds a quad-motor drivetrain making 772kW of power, which is enough grunt for a claimed 0-100km/h time of just 2.5 seconds and a top speed of 310km/h.

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The design of the Luce was created in collaboration with a Californian design company LoveFrom, which was founded by former Apple design chief Sir Jony Ive and designer Marc Newson. The interior places strong emphasis on physical buttons, rather than touchscreen-heavy interfaces.

In China, the Luce is priced from 3,988,000 yuan (around A$849,000 at current exchange rates), which CarNewsChina reports is a seven per cent discount on pricing announced for markets such as the UK. Australian pricing for the Luce is yet to be announced, but we’re expecting it to land over $1 million before any on-road costs are added.

BMW’s next-generation X5 will be offered with diesel, plug-in hybrid and fully electric power for the first time, with a hydrogen fuel-cell version planned to follow in 2028.

The fifth-generation X5 marks a major shift for BMW’s large SUV, which has been one of the brand’s key global models since the original arrived in 1999. Overseas markets will also receive a petrol-only version, although Australian details are yet to be confirmed.

The diesel range is expected to be led by the xDrive40d, powered by a 3.0-litre inline six-cylinder engine with 48-volt mild-hybrid assistance. Outputs are rated at 230kW and 670Nm, with power sent to all four wheels through an eight-speed automatic transmission. BMW claims 0-100km/h takes 6.1 seconds.

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Plug-in hybrid models will use a 3.0-litre inline six-cylinder petrol engine paired with an electric motor mounted within the transmission. The xDrive50e produces 359kW, while the higher-performance M60e increases output to 450kW. Both use a 26.5kWh battery and are expected to offer around 96km of electric-only driving, depending on wheel size.

The biggest change is the introduction of the fully electric iX5, which will effectively replace the current iX SUV. The initial 60 xDrive variant uses a dual-motor all-wheel-drive system, producing 424kW and 805Nm. A large 141kWh battery is expected to deliver up to 845km of driving range, while DC charging capability will peak at 460kW.

Performance remains a focus, with the electric iX5 claimed to accelerate from 0-100km/h in 4.6 seconds.

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The new X5 adopts BMW’s latest Neue Klasse design language, including slimmer lighting, a glazed interpretation of the kidney grille and cleaner surfacing. Large wheels measuring up to 23 inches will be available, although the traditional split tailgate has been dropped in favour of a single-piece opening.

Inside, the X5 moves to BMW’s new Panoramic iDrive layout, replacing the conventional instrument cluster with a full-width display running along the base of the windscreen. A 17.8-inch central touchscreen and passenger display complete the digital-heavy cabin.

The new X5 is expected to launch globally in 2027.

You may have noticed that there’s a huge hole in the Australian Ford lineup. The “Ranger Car Company” as it’s cheekily known as in some circles still sells big numbers in Australia, largely thanks to the Ranger ute and its Everest SUV sibling. But even just five years ago, Ford sold more variety in Australia, including the Escape medium SUV, and it’s the that segment that we think is a sorely missed opportunity for the brand locally. Enter the Bronco Sport, which sold 135,000 units in the USA in 2025 alone.

Not to be confused with the full-size Bronco off-road SUV that shares its platform with the Ranger and Everest, the Bronco Sport is a smaller and less off-road capable medium SUV. But, crucially for those who love the retro styling of the Bronco, it looks a lot like its bigger sibling with shared big round headlights, a boxy body and a tall rear end.

The Bronco Sport also uses a different platform to the Bronco, and uses the same ‘C2’ platform that underpinned the Escape, as well as the last Focus, so it’s quite car-like to drive. In fact, the Escape was one of the best medium SUVs to drive in Australia, as European-developed Ford products have been since the early 2000s when the first Focus went on sale locally.

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In the United States, the Bronco Sport starts from around US$32,000 (approximately A$47,000 before local taxes and on-road costs at current conversion rates) for the entry-level Big Bend model, rising to around US$42,000 (roughly A$61,000) for the top-spec Badlands variant. If the Bronco Sport were sold locally, it would need to be less expensive than that, but they’re not bad considering how well equipped across the range the Bronco Sport is.

Under the bonnet, the Bronco Sport offers two familiar turbocharged petrol engines from Ford’s ‘EcoBoost’ engine family. Most variants use a 134kW/270Nm turbocharged 1.5-litre three-cylinder, while the off-road-focused Badlands upgrades to a 2.0-litre turbocharged four-cylinder producing 186kW of power and and 380Nm of torque.

Both engines are paired to an eight-speed automatic transmission and all-wheel drive as standard, and while there’s no hybrid system available in the US currently, the 145kW 2.5-litre hybrid from the Maverick ute (which uses the same platform as the Bronco Sport) would likely be an easy fit.

But whereas a lot of the medium SUVs feature very little off-road ability, the Bronco Sport can handle reasonable off-road journeys well. Sure, it’s nowhere near as capable as the full fat Bronco, but it’ll go much further off the beaten track than the majority of its rivals.

The top-spec Bronco Sport Badlands model is particularly impressive because it features a more sophisticated twin-clutch rear-drive unit that actively distributes torque between the rear wheels, upgraded suspension and additional G.O.A.T. (Ford’s ‘Goes Over Any Terrain’ marketing) drive modes. According to reviews, all of that allows the Badlands to tackle surprisingly challenging terrain.

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As for size, the Bronco Sport is around 30cm shorter than a new-generation Toyota RAV4, measuring 4387mm long, 1887mm wide and between 1783 mm and 1814 mm tall, depending on the model chosen. Its 2670mm long wheelbase is just 20mm shorter than a RAV4 though, so its rear seat space is plentiful, and there’s 920 litres of space behind the rear seats (measured to the roof) and around 1850 litres with the rear seats folded. Both numbers would make it one of the most spacious in the segment locally.

Alas, the Bronco Sport isn’t produced in right-hand drive for the time being, and we think that’s a shame. Sure, the majority of medium SUVs sold will never see anything but a tarmac, but the Bronco Sport appeals to buyers who spend 95 per cent of their time on sealed roads but still want to explore beaches, forest tracks and remote campsites on weekends, like cars such as the Subaru Crosstrek and Forester.

That’s why the Bronco Sport is a missed opportunity for Australia. Local SUV buyers have shown support for outdoors-oriented crossovers. Ford Australia already enjoys huge success with the Ranger and Everest, meaning the Bronco Sport would naturally complement those vehicles, while also attracting customers who don’t necessarily need a full-size four-wheel drive. Importantly too, if ute or large SUV sales start to die, the Bronco Sport would potentially give Ford Australia another volume-selling model to pivot towards.

While enthusiasts would undoubtedly love to see the real Bronco sold locally, to us, the Bronco Sport represents a stronger business case. It delivers much of the spirit of its bigger brother in a package that’s more affordable to buy and better suited to Australia’s love affair with medium SUVs. Because of that, we think that the Bronco Sport could be exactly the vehicle that Ford Australia is missing.

Cupra Australia has announced local pricing and specification for the updated Tavascan electric medium SUV, which will be available locally from the end of August 2026. Headlining the changes to the Tavascan is that it’s now $5500 less expensive thanks to the addition of a new entry-level V model, but the whole range has seen improvements with more tech and added user-friendliness inside.

The new entry-level Tavascan V is priced from $55,490 plus on-road costs, which is $5500 less than the previous entry point to the range. Unlike the now-mid-spec Endurance, which uses a 210kW motor and 77kWh battery, the V instead uses a 140kW motor that’s still located on the rear wheels and paired with a smaller 58kWh LFP battery.

According to Cupra, the Tavascan V can travel up to 414km on a full charge (WLTP), which is 106km less than the Endurance, while it can be DC fast charged at up to 105kW for a claimed 10-80 per cent charge time of as little as 26 minutes.

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Despite being the new entry-level model, Cupra says that the new Tavascan V is still quite well equipped and includes the contents of the former Interior Package that used to be optionally available on the Endurance, which includes ‘Dinamica’ upholstery, front seats with heating and memory functionality, Sennheiser premium audio, a 360-degree camera and 20-inch alloy wheels.

In addition to the new model, inside the Tavascan are a number of changes, including a larger 10.25-inch digital driver’s display replacing the former 5.3-inch unit, new physical buttons on the steering wheel replacing the former haptic touch items, a redesigned wireless phone charger housing, newly-electric air vent controls and new traffic sign recognition.

Also according to Cupra, numerous software refinements have also been introduced throughout the Tavascan, including updates to infotainment functionality and audio system performance.

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The Tavascan Endurance continues as before, though it now receives the former Interior Package and new launch control as standard. As a result, its pricing has climbed by $5500 to $66,490 plus on-road costs.

At the top of the range, the 250kW dual-motor all-wheel drive VZ also continues unchanged, though thanks to the upgrades inside, it’s now priced $1000 higher at $75,490 plus on-road costs.

2026 Cupra Tavascan pricing (excluding on-road costs):

The updated Cupra Tavascan will hit local Cupra dealerships starting from late August 2026.

Hyundai has revealed a more luxurious version of its Inster electric small SUV, which is called the Lounge. Stealing the Lounge name from its larger Staria MPV sibling, the Inster Lounge adds more unique features above regular Inster models like half-leather upholstery, 17-inch alloy wheels and unique colour scheme including silver body cladding on the outside. Australian sales are yet to be announced.

So far only available in Europe and its South Korean home market – where it’s named Casper – the Inster Lounge adds a number of unique features to emphasise its top position in the Inster range, including a new design of 17-inch alloy wheel, silver body cladding and a new ‘Mint Glow’ exterior colour seen in these press photos.

Other available exterior colours include ‘Atlas White’, ‘Unbleached Ivory’, ‘Tomboy Khaki’ and ‘Abyss Black Pearl’.

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Inside, the Inster Lounge adds a grey and mint colour theme with ‘natural’ leather and cloth seat upholstery, a premium sound system with Kevlar membranes and a knitted headliner and sun visors.

That’s on top of the features already offered in the Inster, including dual 10.25-inch displays, a leather-wrapped steering wheel, automatic climate control and heated front seats.

In Europe, Inster Lounge buyers get the choice of either 42kWh standard range or larger 49kWh extended range batteries, the former with a WLTP range of 303km and the latter 360km.

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The smaller battery uses a 71kW/147Nm electric motor and the larger a more powerful 85kW/147Nm motor, while DC fast charging allows for a 10-80 per cent charge time of around 30 minutes.

Australian sales prospects for the Inster Lounge are yet to be confirmed, but locally, pricing from $39,990 plus on-road costs. A special manufacturer deal sees the base Inster currently priced from $38,990 driveaway, a discount of approximately $4343, according to Hyundai Australia.

TAG Heuer has expanded its long-running partnership with Gulf Oil by unveiling a new limited-edition Formula 1 Automatic Chronograph inspired by one of motorsport’s most famous racing liveries.

Limited to 1000 examples worldwide, the new TAG Heuer Formula 1 Automatic Chronograph x Gulf is the fourth collaborative watch produced by the Swiss watchmaker and the fuel company, drawing on the blue-and-orange colours that became synonymous with endurance racing during the 1960s and 1970s.

The distinctive Gulf livery gained worldwide recognition through competition at events such as the 24 Hours of Le Mans before becoming a pop culture icon thanks to Steve McQueen’s 1971 film Le Mans.

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The new timepiece incorporates those colours throughout its design, with blue and orange stripes running across a black opaline dial framed by a blue outer track. Three chronograph sub-dials feature matching coloured hands, while skeletonised hour and minute hands are paired with luminescent markers to improve legibility.

The 44mm case is constructed from Grade 2 sandblasted titanium and fitted with a forged carbon tachymeter bezel, reflecting materials commonly associated with modern motorsport. Orange detailing on the crown and a coloured ring beneath the bezel continue the racing-inspired theme.

Power comes from TAG Heuer’s Calibre 16 automatic chronograph movement, while the watch is water resistant to 200 metres. A sapphire crystal with anti-reflective coating protects the dial, and a screw-down titanium caseback carries an engraved Gulf logo identifying the special edition.

Completing the package is a matching sandblasted titanium bracelet with a folding clasp and micro-adjustment extension, while each watch is presented in dedicated Gulf-themed packaging.

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TAG Heuer has maintained close ties with motorsport for decades, serving as an official timekeeper for numerous racing categories and recently returning as Formula One’s official timekeeper. Gulf, meanwhile, remains one of the sport’s most recognisable brands through its historic association with endurance racing and iconic machinery including the Ford GT40 and Porsche 917.

The Formula 1 Automatic Chronograph x Gulf continues that shared motorsport heritage, combining contemporary materials and mechanical engineering with one of racing’s most enduring visual identities in a strictly limited production run.

From a company such as McLaren, hearing that its new model is the most powerful and quickest the company has ever produced is a surprise. Given the Woking-based marque’s back catalogue, the new W1 — the successor to the wild P1 and its iconic F1 predecessor — must be something special.

Like its P1 direct predecessor, the new W1 is a hybrid hypercar with all the grunt going to the rear wheels alone. Its total electric and motor and petrol engine combined outputs are massive at 938kW and 1,340Nm of torque. For comparison, the P1 produced “only” 664kW and 900Nm and both cars weigh almost exactly the same at just under 1,400kg dry.

Located in the middle of the W1 is an all-new twin-turbocharged 4.0-litre V8 engine, which is 13kg lighter and 40mm shorter than the previous V8 (which is still used in the 750S). It features larger turbochargers than its predecessor, as well as both direct and port injection so that it can rev higher than before. Without any electrification, the engine produces a huge 680kW of power and 900Nm of torque.

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Yet, behind the engine is an eight-speed dual-clutch gearbox and alongside is a radial flux e-motor. Drawing power from small a 1.4kWh battery — smaller than the hybrid battery you’d find on something like a Toyota RAV4 — this electric motor adds another 250kW of power and 440Nm of torque into the mix.

The W1 is capable of running as an EV, and mostly when reversing, but the range is a small 2.6km because of the small size of the battery. McLaren says that it’s just enough to get you away from your house in the morning without waking anybody up, but not much more.

However, zero emissions motoring is not what this hybrid is about, instead, it’s about going incredibly quickly. The claimed acceleration figures begin with 0-100km/h in just 2.7 seconds, which is obviously quite quick, but it’s not exceptional these days and that’s because the grunt reaches the tarmac solely through the 335-section rear tyres. Indeed, many of the W1’s rivals, like the Ferrari F80, get better traction by using all four wheels — the F80, for example, hits 100km/h in just 2.15 seconds. 

Not that the other performance figures are anything less than mightily impressive: It hits 200km/h in just 5.8 seconds and 0-300km/h dash is completed in just 12.7 seconds, both of which are both phenomenal and put it on a par with the extreme Aston Martin Valkyrie.

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But the W1 has the corners covered as well, because its race mode drops the ride height and extends the rear wing to increase the downforce to a massive 1000kg, while the active rear wing also acts as an air brake and can drop into a drag reduction mode when necessary. It was immediately clear through the high speed sections of the Mugello Circuit in Italy that the W1 was launched on that it feels incredibly stable and confidence inspiring at high speed. 

The W1’s braking system also gives its driver huge confidence. McLaren has always been known for superb brake feel and the W1 is no different. However, its new carbon discs have an extra layer of ceramic coating on them to increase durability, and they allow for more aggressive brake pads for extra stopping performance. On the launch event, we were hitting over 325km/h before braking at the 200 metre board going into the first corner. 325km/h to around 70km/h in under 200 metres is incredible.

The W1’s wheelbase is 70mm shorter than in the P1’s and as a result, it feels more agile, especially through tighter corners. Its selectable drive modes are chosen with the rocker switches on the instrument binnacle and if you put the car in Sport for both the Handling and Powertrain, you have a hypercar that is incredibly involving and also very characterful. The steering remains hydraulically power-assisted and as a result, you get superb feel and feedback. 

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But the W1 isn’t just impressive on the track. Put it into comfort mode and it will happily tackle whatever everyday life can throw at it. In this mode, the e-motor is reduced to smoothing out gear changes and it’s very quiet at low revs. Around town, there is a nose lift function for any particularly steep speed bumps, and although the ride is firm, it’s still quite comfortable.

Inside is well featured with Apple CarPlay, colour-adjustable ambient lighting and the most illustrious feature for a hypercar: Somewhere for a coffee cup. Storage is covered with a couple of holes around the cabin and there’s also 118 litres of luggage space behind the headrests.

The new anhedral doors that are hinged from the roof greatly help entry and exiting the W1. The doors themselves are a work of art and really show how the air must move out of the front wheel races and down the side of the car. Once inside, you find yourself in a seat that is fixed to the bulkhead and a pedal box and steering column that move to accommodate the driver.

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Starting the W1 is very cool too: Select reverse or put the (small) windows down and look up as the buttons are on the roof. Very jet fighter.

Sometimes, you get a hypercar that can feel skewed towards one specialty or area of expertise, perhaps to please certain owner groups. But the McLaren W1 is different, because it feels like it was built to cover everything. It’s fantastically well-rounded and capable of adapting to a huge range of situations — it feels at home doing 325km/h on a race track as it does pottering around your local village using its electric power. If you were only going to have one hypercar to do it all, this might just be the one. 

McLaren W1 specifications: