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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 Edward Jones – April 30, 2015

Terradyne's Ultimate Truck Experience: Gurkha RPV Civilia...

Sure, your daily driver could be the same ride that everyone else drives. Or, you could step it up to the ultimate truck experience. The GURKHA RPV Civilian Edition by Terradyne Armored Vehicles is the ultimate truck experience and it does exactly what it says on the box.Standard features equipped in the RPV base model include a 6.7-liter V8 turbo diesel engine, 6-speed automatic transmission, 2-speed transfer case with electronic shift on the fly 4x4, custom-tuned suspension, 40.5” tires, GPS Navigation, reverse camera, power door locks, LED lighting, ample seating for five and, most importantly, armored protection. A size comparison.When it comes to personalizing your RPV, there are numerous optional upgrades and packages available from Terradyne depending on your taste. These include the VIP interior package, off-road package, towing package, customer specific upgrades and various exterior paint colors to choose from.Recently, Terradyne took the RPV on a road trip of over 3,000 miles, which resulted in an average fuel consumption of 12.5 mpg with the standard 40-gallon fuel tank. This allows the driver and passenger to travel 500 miles on one tank. If you require more mileage, they also offer a secondary 26-gallon fuel tank as an option. The baddest looking car in town.With a commanding presence and aggressive stance, the RPV is designed to navigate through urban gridlock with ease and enables full operator confidence for those leisurely off-road excursions. Regardless of whether you are towing your boat down to the water or out cruising the strip, the GURKHA RPV Civilian Edition will captivate everyone in its path. Now available in limited production.For more information visit: TerradyneINC.com or click the button below.More InfoGallery

By Nicole James – April 22, 2015

A Look at Bodie Stroud and His Builds

Photographs by Hans MarquezWhen Bodie Stroud was in high school, he saw a beautiful Toyota truck slammed to the ground. “It was so cool,” Stroud remembers, recalling that it had belonged to the “coolest guy in school.”But when the truck was battered and bruised in a crash, Stroud bought it from Mr. Cool and put it back together. Bodie’s build plansToday, at age 45, Stroud considers himself more of an artist than a car builder or mechanic.“I’ve always been very good at drawing, and then realized how good of a mechanic I was so I stepped away from art for a bit but now I consider myself an artist and a business owner.” Stroud sketches out his build ideas and considers his builds his artwork.And he’s also becoming a media personality. Stroud hosts a radio show, In the Garage, every Wednesday morning on crntalk.com.Gallery Article & Images Provided by

By Andrew Nabors – March 30, 2015

2015 ECBG: SportChassis P4XL

The SportChassis P4XL unites luxury crafted amenities with the power of a single axle freightliner chassis. New for 2015 are four colors and two redesigned interiors. Inside you will find a new passive keyless entry system, USB ports and a push to start ignition. Driver and passenger both ride on Italian leather Bostrom seats with Serta cooling gel cushions. The entire cab is lined with Dynamat for a whisper quiet ride. Infotainment is handled by Pioneer with a 7” touch screen and component speakers throughout the cab. Secondary entertainment is provided by the Jacobs engine brake with an earth shattering roarPrice: TBA Engine: 8.3-litet Cummins Diesel Horsepower: 350 Torque: 1,050 lb-ft 0-60: TBA Top Speed: TBA Transmission: Allison automaticFrom the duPont REGISTRY 2015 Exotic Car Buyers Guide Buy Now

By Edward Jones – February 05, 2015

Introducing the BXR Motors Blade XTR and Blade GT1

BXR Motors is a startup company developed by Neal Bailey, who began with a vision: the dream of turning his own childhood sketches into a reality. The dream has been realized in 2015. Neal and his team at BXR Motors have developed the Bailey Blade XTR and GT1 Super Muscle Car. The Blade is a new All-American track car designed for competitive racing with the luxuries of an exotic road car.BXR Motors is offering two models. The Blade GT1 is the company’s performance race car featuring a Stage 4 Fully-Integrated Roll Chassis. The GT1 has a 750 hp 5.0L Twin-Turbo V8 engine with body material made of modern, lightweight composites. Weight is very important, so BXR has managed to keep the it between 2,400 lbs and 2,600 lbs depending on the seected options. Base pricing starts at $155,000.The Blade XTR offers the same lightweight, high-performance characteristics of the GT1 racecar, but is designed as a luxury road vehicle. It offers aggressive performance and elegant styling. The interior is luxurious, and can be made of exotic leathers or customer-requested materials. The sport seats give you excellent support for track use and comfort for everyday driving.BXR Motors classifies the Blade XTR as a Super Muscle Car that gives you both the performance you would expect from a supercar and the aggressive, raw nature of a classic muscle car. The styling is curvaceous and muscular, givingt the Blade its unique, edgy look.(See Also: Ferrari 488 GTB vs. F12berlinetta (Spec Comparison))Like the Blade GT1, the XTR uses the same space-frame chassis technology and fully-integrated roll cage with the exception of fixed door bars. The XTR has unlimited performance potential with bonuses like Active Suspension and Active-Aero Technology. Base pricing for the XTR starts at $185,000.Both models come with a 3-year/35,000 mile Limited Warranty and the exclusivity of being one of 351 Blades planned for production.For more information:Phone: (682) 710-2377Email: sales@bxrmotors.comWeb: www.BXRMotors.comGallery Sponsored and provided by:

By Caitlin Duffy – January 23, 2015

Lamborghini Huracan Drawing by Enes Canay for HuracanTalk...

The designer behind the body of 2009's fastest street-legal production car has made a special creation exclusively for the Lamborghini lovers' forum HuracanTalk.com. A thread created today by the administrator and forum-owner "Hurricane" shared the information that Enes Canay, the body stylist behind the 1,120 hp 2009 9ff GT9-R, was creating something unique for them."I have exciting news for you today!" describes the first post in the thread from Hurricane. "My friend, artist Enes Canay, creator of the 9ff GT9-R, is creating a Lamborghini Huracan drawing for HuracanTalk.com!"(See Also: Aventador vs. Fighter Jet Team)The following posts each contained a picture from the creation process of this drawing, beginning with the simple black and white outline before much shading or any color had been added. In the top left portion of the drawing is the logo for Huracantalk.com.Be sure to look through the images below to get a feel for how a truly talented artist can create a lifelike lime-green Huracan on a piece of paper, and stay with us for more updates from the automotive world.Gallery (Source: HuracanTalk.com) View Huracans For Sale See More Lamborghini News

By Pete Schow – May 28, 2014

P4 by Norwood (Part 5)

After a short hiatus, I returned this week to the P4 by Norwood lab to catch up with my good friend Tim Taylor, check up on the progress of the latest P4 by Norwood and discuss the most electrifying season of Formula 1 in years.(Part 1, Part 2, Part 3, Part 4)No surprise, Tim had a slew of his team's latest creations to share, and for the uber-car enthusiast (i.e. borderline fanatic) these are the bits I, and by "I," I mean "they," of course, enjoy the most. The custom fuel tanks sit on the outer perimeter of the cabin.For hand-built, one unit at a time builds, there is a no mail-order catalog from which to source those small parts. Yet those small parts make-up the intricate details that put cars, such as the P4 by Norwood, into the true, world-class performer category. They're not just another pretty Ferrari made for a trip to the next car show.Those intricate details include dual gas tanks, each with its own fuel surge tank, and Bosch high pressure fuel pump, standard equipment on Porsche 911 turbos and capable of 300 liters/hr at 45psi. Each tank also contains its own lift pump to pull fuel from the main fuel tank into the surge tanks to prevent any chance of slosh or air in the lines. A dry sump oil tank and vintage-look tartop battery case round out the list of custom hand-fabricated components. A fitting tribute to the racing heritage of the era; if you need it, build it. Unlike the fabrication team of the late 60's, Tim's parts are designed to last for years, not just for 24hrs at Daytona. Each tank has a main and secondary tank to prevent starvation and slosh.The artful display of metal forming under the hood does not stop at the oiling and fuel system. Custom fabricated headers, courtesy of ICEngineworks, look nothing short of spectacular as their elegant bends extend from the block to the collectors just behind the engine. Custom, hand-fabricated headers for a 575 Maranello engine - if you have followed this far, it should go with out saying that there are 2 things Tim will never be accused of not being - a perfectionist and a visionary. ICEngineworks designed and hand built the custom headers.For this unit an upgraded wiring schematic was also created. The new diagram, designed by an automotive electro-engineer, is scale to the car and contains all the measurements for each individual wire. A dry sump oil tank is used to ensure proper oil delivery under extreme conditions.With the wiring, fuel and oil delivery systems in place, the team at P4 by Norwood will now turn their attention to plumbing for engine and brake cooling and finishing off the exhaust routing to the rear of car. These are the final steps before the freshly painted body panels go back onto the car, and we finally see what nearly a year's worth of dedication and perseverance looks like. The custom built vintage –looking tartop battery.

By Edward Jones – March 31, 2014

The Beradino: A Story of a Dream

Every child dreams of owning their favorite car. Whether a Lamborghini, Ferrari, Porsche or what have you, there is always that car sitting in the back of the mind, waiting to be obtained. For Johannes P. Paulussen, he always dreamt of owning his own exotic car, but his father told him at the age of 17, "If you want to have such a car, you will have to build it yourself." While most children would be dissuaded by such a remark, Paulussen set out to create his own car. It didn’t really begin until 1967, when Paulussen began studying Automotive Technology and started designing his car. The sketches he penned drew inspiration from Italian design, but at the heart was German precision. In 1968, he began the long and arduous task of creating the mold for the car's body, and then the body itself. He would not be able to piece the car together until 1969, when he could finally sit inside of the car he had dreamt of. By 1974, a Porsche flat-six engine was installed, wheels were set in place and the car was ready to go. His dream had been realized, and in 1975 the car passed inspection and was able to hit the roads. The Beradino was born: a one-of-a-kind dream car. Paulussen drove the car until 1992, experiencing daily the dream he had always chased. He took his father’s advice that was given to him at a young age and created his own car. Unfortunately, in 1992, the car was put into the garage as familial and professional responsibilities took priority. It laid dormant and in hibernation for years to come. It wasn't until 2009 that Paulussen pulled the Beradino out and began restoring the car. Two years and 3,000 man hours later, the Beradino had been given life once more. The Beradino can now be seen roaming from show to show in Europe. However, you may see it in three different ways, as it can be transformed into a hatchback, notchback or a roadster.If you ever find yourself dreaming about a car that exists, or a car that you have created with your own imagination, remember Paulussen and his dream. While it may take some time to make your dream a reality, the outcome is well worth the effort. (Image Source: Beradino / Facebook)

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By Edward Jones – May 08, 2013

Dubai's Most Expensive License Plates

Going out to buy a license plate is considered more of a hassle in America, whereas in Dubai, it's one of the most important things you can do as a car owner. The Dubai license plate market is insane and is the home of the worlds most expensive license plates. Owning certain license plates means the world to your reputation in Dubai. Typically, each license plate has 5 randomized digits. But drivers can select which digits are on their car, with certain numbers being more expensive than others. The most expensive license plates range from the number 1 to number 10. Ten to 99 are the second most expensive, and certain combinations, like 11, 22, 11111 and other repeating numbers fetch a high amount as well. Some owners even like to match the number of their license plate to their car. Example: Ferrari 458 with the plate "458." If your license plate costs less than your car, you aren't doing anything for your reputation. The numbers "5" and"7" sold for nearly 10 times the amount of the car they are attached to (both were sold to the same millionaire who has them on Rolls-Royces). The world's most expensive plate was sold to Saeed Abdul Ghafour Khouri. The number? 1. The cost? $14.3 million. Compare that to the price of the number 5 license plate, which sold for $6.8 million. The plates are auctioned off at the Emirates Auction, where they aim to "make an expensive car without a prestigious license plate worth nothing."At these auctions, they are not only buying a status symbol, but they are also investing in an object that will only appreciate in value. The head of Emirates Auction, Abdulla al Mannaie, says that the plates have more than a 20 percent annual return in value. It's strange to think that the price of the luxury car will decrease, while the price of the piece of metal attached to it will increase. Most of you are probably reading this right now thinking how ludicrous it all is. However, you should know that all of the proceeds from each auction go to charity. Exotic Cars For Sale (Sources: ABC, CNN)

By Edward Jones – March 25, 2013

Review: Scion FR-S - Does the Automatic Transmission Deli...

Price: $25,300 Engine: 2.0-liter 4-cylinder Boxer engine Transmission: 6-Speed Sequential w/ Paddle Shifters Power: 200hp, 151 lb-ft of torque The Scion FR-S is an automotive tribute to enthusiasts everywhere. While it may not be the fastest sports car out there, it most certainly is one of the most enjoyable cars to drive. When this car was created, they didn’t worry about the raw power that the engine produced, instead, they were more focused on putting a grin on the drivers face. While the manual version of this car is widely publicized as the best driver’s car to be produced lately, the automatic version is left alone in the dark. So, does the automatic Scion FR-S have the ability to stand toe-to-toe with its manual counterpart? The automatic and manual versions of the Scion FR-S are visually identical. The exterior is sleek and incredibly sporty. If you are familiar with the Toyota Gt-86 or the Subaru BRZ, you will notice minor differences in the front end of the FR-S when compared between each other. Inside the FR-S is an incredibly sporty interior; it’s simple, functional and sporty. Even though plastic is used liberally throughout the interior, a pet peeve of mine, I didn’t waste any time on it, because I knew the treat was soon to come in the drive. Once you sit down in the FR-S, seats with incredibly large bolsters greet your body. While these bolsters are a necessity if you plan on doing some serious driving, they may be a bit much for those who are of a larger size. In front the driver is a simple gauge cluster, so the driver can focus on the road and not a flashy cluster. In our FR-S, the stock Pioneer radio was included, which was also incredibly simple. Instead of a shifter, the automatic version is equipped with a gear selector that does its best manual shifter impression. While you can select gears from the shifter, the fun comes from the paddle shifters that are mounted to the steering wheel. So how do the automatic transmission and paddle shifters compare to the manual transmission? Unsurprisingly, the automatic FR-S is incredibly fun to drive, even if the gears are selected via paddle shifters. While the automatic transmission may not be as quick as the manual transmission, it still allows the driver to have a blast behind the wheel. The gear changes are quick and smooth, and the computer perfectly hits the throttle when downshifting to make sure you are constantly in the powerband. As far as handling goes, no matter what transmission you get, you still get an incredibly tight and exciting driving experience. The automatic FR-S we tested hugged every corner and was incredibly sticky. One test-driver told us he felt like he was driving a go-kart after he had his turn. When accelerating out of turns, it was if the car was begging to get sideways. Both transmissions get the same 16-valve boxer engine, so they each get an efficient engine that is placed for perfect weight distribution. Combined with the automatic transmission, this engine will get you an incredibly impressive 28 mpg, something that is definitely worth mentioning. At the end of the day, we had an absolute blast with the Scion FR-S, even if it was an automatic. Nothing will change the fact that they have created one of the best driver’s cars ever. Purists will certainly opt for the manual transmission, but those who want a driver’s car without the third pedal, you cannot go wrong with the Scion FR-S.

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