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McLaren W1 First Drive: Ferocious Hypercar Transcends the Track

You know things are getting serious when McLaren rolls-out the ‘1’ suffix. The origin story is, of course, the very first road car McLaren ever built, the F1. Designed by visionary Formula 1 aerodynamicist and engineer Gordon Murray, it arrived in 1992 and rendered all other supercars obsolete. The tiny, lightweight F1 embraced carbon-fibre material technology, adopted a radical centre seat driving position with two passengers set back and either side and was powered by a 6.1-litre V12 engine from BMW that might as well have been passed down directly from the Gods. Game-changer? That doesn’t even come close to describing its impact, even if at the time sales didn’t come easy… The P1 was very different. Rather than a unique side project from the Formula 1 team, it was instead a statement piece for McLaren Automotive, a new road car division still in its infancy. It arrived in 2013 and was a wild-eyed showstopper. It traded the long-legged gait and supple suspension of the F1 for a weaponized hybrid system capable of delivering 903bhp and huge blue flames from its drainpipe exhaust. In Race mode, it lowered by 2-inches and its massive concave rear wing extended into the sky. The P1 was all about aerodynamic downforce, crazed acceleration and a snorting, angry soundtrack that mixed venomous twin-turbocharged V8 with the manic whirr of electric motors. Not so much a car as a force of nature. And now there’s this: The W1. It’s a true successor to the P1 with a similar brief and, on the face of it, it evolves rather than radically reinvents McLaren’s vision for the ultimate hypercar. This is not a criticism. How could it be when the result is this dramatic and has such staggering, other-worldly potential? The W1 has 1258bhp delivered to the rear wheels. It’s capable of 0-124 mph in 5.8-seconds, the quarter mile in 9.6-seconds at 167 mph and produces 2205lbs of downforce at 174 mph. The active aerodynamics – particularly a rear wing that extends way out beyond the rear of the car – are pure performance art and deliver massive aerodynamic efficiency. The result, aside from looking extremely cool, is that the W1 is McLaren’s fastest road car around a racetrack. Ever. Their benchmark circuit is the breath-taking Handling Track at the Nardo proving ground in southern Italy, where the W1 beats their previous benchmark, the flyweight McLaren Senna, by three seconds per lap. Or “a lifetime” as they call it in racing. Maybe two lifetimes! Core to the W1’s performance is the new ‘Aerocell’ carbon fibre tub. With integrated seats and a raised footwell to allow for inboard pushrod-operated front suspension – which in turn gives air a clean path to the huge underbody diffuser – it’s light, stiff, space efficient and has been instrumental in McLaren realising a full ground-effect concept. Just like last year’s F1 cars, which were the fastest ever made. There is also an active front wing and the aforementioned complex rear wing dubbed ‘Active Long Tail’. All of which is very admirable. But the ‘anhedral’ or gullwing doors and the fantastically shirnked-wrapped feel to the minimalist, highly-focussed interior are a pretty good side effect. The W1 feels special. Those fixed seats are perhaps a shade more upright than expected, and the driving position is less obviously racecar than, for example, the Aston Martin Valhalla or Ferrari F80. However, once you’ve adjusted the pedals (they move on a slider) and the delicate, slim-rimmed and alcantara-trimmed steering wheel, there’s an overwhelming sense of purpose. The cabin is so tightly tailored and imparts a sense of lightness and agility before you so much as start the all-new 4.0-litre twin-turbocharged V8 engine, which makes 916bhp all on its own and revs to 9200rpm. Reach up to a roof-mounted control panel to find the starter button. Maybe this fighter plane trope is a little corny, but somehow you feel thrilled rather than manipulated. The W1 has a sense of humour as well as all that motorsport-derived sophistication. There’s a short delay, but when the engine does fire it’s instant – as the high-powered hybrid system negates the need for an old-school starter motor. A sharp flare of revs tells you that this engine is hyper-responsive and angry. On some deep level your brain and body have been sent all the signals required to prepare for something new and intense. Ahead of us, an empty Mugello racetrack, so press and hold the blue button next to the red starter to select Race mode. The centre display graphic shows the W1’s transformation in real time as it lowers by 37mm at the front and 17mm at the rear whilst simultaneously undocking all that active aero goodness. Race mode is not road legal and is geo-locked. You can show your friends and neighbours the aero dance, but it won’t allow you to select a gear to actually drive unless you’re at a circuit. Incidentally, the rocker switches either side of the display binnacle allow further options now: Toggle up the Handling control on the left for Race+ (for F1-spec super smooth tracks) or stick to Race for gnarlier ones. On the right toggle select ‘GP’ for sustained performance over a stint or ‘Sprint’ to unleash all 1258bhp for a time attack. There’s also a DRS and Boost function on the steering wheel. But I guarantee you won’t have the mental capacity to use them… Exit the pitlane, pin the throttle and W1 takes maybe a millisecond or two to gather its might (the gearing stretches to around 60mph in first, nearly 100mph in second, primarily to aid traction), but then lunges at the first turn with incredible ferocity. It instantly feels light, almost like inertia is no longer a thing. McLaren really does prize lightweight engineering, and at 3084lbs (dry) the W1 has a 278lbs advantage over the Ferrari F80. Plus, Ferrari uses figures for cars fitted with every single carbon fibre option. In reality, the gap is probably wider still. The impression of agility and stunning control continues as the track is unravelled at startling pace. The electric motor mounted to the side of the new 8-speed dual-clutch transmission is good for 342bhp and 324lb ft and it boosts any low rev lethargy the new flat-plane crank V8 might have (spoiler alert: It doesn’t appear to have any), so the W1 just feels massively, almost impossibly powerful at any revs. Even so, there’s real reward for wringing it out to 9200rpm and the power curve feels superheated but organic, too. In Race mode the steering – still hydraulically powered – has less assistance and it is noticeably heavier than other McLarens. However, that resistance is welcome as it gives you something to push against and imparts so much information about the front grip level. New Pirelli Trofeo RS tyres with a bigger front footprint than P1 or Senna really help. The front-end feels incredibly secure and the rear-axle follows with perfectly-aligned precision. The whole car feels super-stiff, completely locked into the surface and inspires confidence, but there’s an inherent agility and adjustability that means you’re quickly confident to push at its limits and really impose yourself on the chassis. It’s such a complex car but the driving experience is intuitive, and the driver feels a key contributor rather than just amazed (or terrified) observer, holding on for dear life. Every dynamic ingredient really is shockingly effective and yet has a subtlety and lightness of touch. From that delicious steering to the incredible brakes, the W1 just feels so mission-focussed, so hooked-up. Only the new 8-speed gearbox is a slightly disappointment. It’s fast and punchy, but after the scintillating energy of the Ferrari F80 ’box it feels competent rather than inspired. Other quibbles – it’s okay to quibble when the starting price is $2.1-million before tax and destination charge. Well, that new twin-turbocharged V8 sounds tightly wound and aggressive but if you have a P1 tucked in the garage you’ll miss the snorting, Darth Vader-style soundscape and all the drama that goes with it. Ferrari does this better, too. The F80 sounds deathly dull from the outside but is a riot of turbochargers, electric motors and all sorts of mechanical fury within the cockpit. Even so, the W1 is wildly entertaining on track, and the rear-drive configuration makes it more of a challenge and more satisfying than the F80 when chasing lap times or just sliding around for fun. In the Ferrari, you must second-guess what the front e-axle might do, whereas in the W1 it’s all on you. There are plenty of tools to help, including the ingenious Variable Drift Control, but somehow the W1 is more heroic. Or at least fools you into feeling more heroic – which is surely the point! On the road? Nimble, loaded with feel and sublime response. The ride is noticeably tougher than, say, a 750S but the control is ramped-up too, and with a bit more speed the whole car finds a delicious rhythm. Sport mode for the drivetrain brings some nice turbo whooshes and chirps, but the noise remains high-quality rather than extreme excitement. It is perhaps the one area the W1 feels just a little too tame. Of course, there’s nothing tame about the raw performance… which is genuinely shocking and literally hurts your neck muscles after a few hours. How McLaren has given the W1 such immense traction through just two driven wheels is beyond me. So, is it worthy of that ‘1’? I think so. Perhaps we won’t be talking about $25-million auction results for the W1 in 30 years from now, as we are for the F1. Perhaps it doesn’t quite have the amazing presence and jaw-dropping star quality of the simply gorgeous P1. But it is such an intense experience and the way it marries stunning track performance with delicate poise and entertainment on normal roads is something akin to magic. Maybe not ‘the one’ but definitely a searing, outrageous addition to McLaren’s fiercest family line. Just 399 W1’s will be built and they’re all sold. I’m not surprised at all. View All McLarens For Sale Images: McLaren Automotive

By Andrew Nabors – August 09, 2016

Chevrolet Releases 2017 Camaro 1LE and ZL1 Performance Nu...

Camaro is turning 50 years old this year, so Chevrolet is celebrating with performance numbers for the 2017 Camaro 1LE and ZL1. The former was an option that began in the late 80's which offered upgraded suspension and brakes for showroom stock racing. We loved the 2014 1LE because it joined the best features of the ZL1 without the price of the supercharged model. For 2017 the package will offer suspension from the SS on V6 cars for $4,500. Rated at 335 hp the V6 represents a sizable portion of Camaro sales, so we're glad they also get Brembo brakes and dual-mode exhaust. For Super Sport models, the 1LE package offers magnetic suspension and the electronic differential from the upcoming ZL1 for $6,500. If you enjoy cornering, the SS 1LE will hold 1.02g in the corners and leap to 60 mph in 4.2 seconds. For the ultimate in Camaro performance, the new ZL1 delivers a serious punch. In the old days, Camaro's top-level engine was always a few horsepower shy of the Corvette. Whether or not the engines were actually different will always be a matter of debate, but those days are over. By taking the 650 hp LT4 V8 directly from the Corvette Z06, you will have quarter-mile times of 11.4 seconds at 127 mph. The 6th generation ZL1 is 220 lbs lighter than its predecessor which allows it to reach 60 mph in only 3.5 seconds. For $62,000 you will have your choice of six-speed manual or a new 10-speed automatic transmission. Both 1LE and ZL1 feature the latest in Brembo brakes and active handling to make for a world-class muscle car. For more information on these new models, our dealers will be happy to help you find the right Camaro for you. Stay with us for all your Chevrolet news. Modified Camaros For Sale

By Andrew Nabors – June 21, 2016

American Muscle Gems: Two 1969 Yenko Camaros For Sale

In an unmarked warehouse somewhere in Tennessee is one of the most impressive car collections in the world. Fans of our magazine might remember my interview with Cliff Ernst from our February 2012 issue. We heard he had a few muscle cars, but what we found was nothing short of Smithsonian. (Related: 2017 Camaro ZL1 Attacks the Ring) What immediately got our attention, is that in some cases he has multiple examples of rare & early performance cars. If you like factory supercharged Thunderbirds, he has a few to choose from. If you prefer Pontiac power, two 1962 Super Duty Catalinas are ready to race. But if Camaros are your calling, the end of the room has something you might like. Don Yenko's prototype 1969 Camaro sits among several other Yenko Camaros, and two Yenko Novas. The Ernst Collection Don Yenko was a drag racer who took over his father's Chevrolet dealership in 1957. His passion for building fast Chevys transformed it into a dealership where there were no limits on performance. Due to decisions from GM's upper management, their highest performing engines were not offered in a Camaro for fear of losing a Corvette customer. In 1967 and '68, he overcame this obstacle by ordering the 427 Big Block (7.0L) through his service department and installing them into a limited number of Camaros. Racers came from across the country to buy their own Yenko Supercar. In 1969 he was able to convince GM's management to build a few Camaros with the L-72 Big Block at the factory. These cars had to be ordered from the central office, which is why they are known as COPO (Central Office Production Order). COPO #9561 is the option code every Camaro owner dreams of. Cliff likes them so much, that over a period of two decades he came to own at least one example of the original six colors, plus a few duplicates. Mr. Ernst rarely sells, so we jumped at the opportunity to showcase these rare cars. If you dream in Daytona Yellow, both of these cars are fully documented 427 powered 1969 Yenko Camaros. Both cars have four-speed manual transmissions, and they are probably capable of 10-second runs down the quarter mile. Cars such as these are what Yenko replicas are based on, but here is your chance at the real thing. View Listing

By Andrew Nabors – April 12, 2016

Chevrolet Unveils Special Edition 2016 Silverados

Saturday Night in Fort Worth was the location of NASCAR's Duck Commander 500 race at Texas Motor Speedway. Texans love trucks, so Chevrolet chose four of their top drivers to show off new editions of the 2016 Silverado.Austin Dillon arrived in the Realtree Edition, which sports camouflage accents inside and out. The Midnight Edition Silverados were driven by Kyle Larson and Kasey Kahne. Both of these murdered out models are based on the Z71 package and feature Rancho suspension along with locking differentials.Dale Earnhardt Jr crashed the festivities with the new Rally Edition. Following popular aftermarket trends, it arrives with 22" wheels and without the bling of chrome or stainless steel. By blacking out the trim and adding an aggressive graphics package, Chevrolet is able to offer more options in the full size truck market than any other manufacturer.The race was rain delayed, which gave spectators more time to view these new trucks in action. If you haven't had the opportunity to drive a new Silverado, you might be impressed with the 6.2L V8 which shares most of its internals with Camaro and Corvette. Stay tuned to Autofluence for more Chevrolet news & reviews.

By Andrew Nabors – March 01, 2016

Revealed: 2017 Corvette Grand Sport at Geneva

There is no denying that Corvette's seventh generation is a force to be reckoned with. We told you why the Z06 should be your next car, but bringing a machine gun to a knife fight might get old after awhile. Seeing the need for a sensible alternative between their top model and the C7 Stingray, Chevrolet has unleashed the new Corvette Grand Sport at the Geneva Auto Show. In a press release earlier this morning, we learned that the new GS will feature most of the Z06's potent hardware except the supercharged LT4 engine. This translates into a potent track machine with a fitting name. Grand Sport pays homage to its predecessors with Tension Blue hash marks above the headlights and a satin black center stripe. Watkins Glen gray will be reserved for the Grand Sport Collector's Edition, with an interior almost identical to the Z06. Power comes from the 6.2-liter 460 hp LT1 found in the Stingray and Camaro SS. Paired with either the seven-speed manual or eight-speed automatic, this new model will be as close as you can get to the C7.R that dominated the Rolex 24 at Daytona. Team Corvette is not allowed to use the supercharged engine from the Z06, because it would simply outclass the competition. Grand Sport will offer the best of both worlds. The increased cooling abilities of the Z06 along with the efficiency of almost 30 mpg. Don't expect the track-ready Michelin rubber to last more than a few races, because the downforce of the Z07 aero package will keep them planted to the pavement. Being lighter and faster than the Stingray, Grand Sport is the best Vette yet. As soon as pricing and availability are released we will let you know. Stay tuned to Autofluence for more news from Geneva. Corvettes For Sale

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