Articles

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 – April 15, 2021

2012 Cadillac CTS-V With Manual Transmission For Sale

Presented by Private Seller - Imagine gliding down the highway in comfort. Now drop it from 6th to 4th gear, the exhaust opens, the magnetic suspension and electric steering go into race mode as you take an on-ramp at 110 mph. This is the dual-nature of Cadillac's V Series. While 90% of the 2nd generation cars were automatic, a few discerning buyers opted for three pedals. Your right hand controls the same T56 gearbox shared with the Camaro ZL1. It has triple-cone synchros for all gears and the clutch is from the Z06. It will last the life of the car because it is the same disc that Corvette Racing offers for C6R upgrades. The suspension is the 3rd generation Magneride, GM's patented system that is licensed by Ferrari and Lamborghini. It holds the vehicle to a fixed point in the sky, making the pavement a variable that is neutralized thousands of times each second. Driving easily offers over 20 mpg in a car that has 556 horsepower. The supercharger offers 551 lb-ft of torque from idle to redline, so you don't need to shift gears as often as lesser supercars. The value of these V-Series cars is leaping far beyond the car's window sticker, with V Wagons staying above 70 grand. Unmolested by younger hands, this car is a time capsule that deserves to be the centerpiece of your collection. P.S. You will also have a complete set of 2012 GM Service Manuals along with all books, both keys and the Nav DVD. View Listing

Cadillac-V-Series-Blackwing-Steering-Wheel-Teaser

By Andrew Nabors – August 21, 2020

Cadillac Teases CT5-V Blackwing at 200 MPH

The first action I took when I started working here 9 years ago was to find a fast car. That is when I saw a 2004 Cadillac CTS-V for sale in the world's best car magazine. The boss didn't believe the price, so he and I took a long lunch, and I found an LS6 with 405 horsepower and 30,000 miles. The notion of a fast Caddy was new to me, but it has been the best car I have owned. However, it might be time to trade it in, as Cadillac has teased the CT5-V Blackwing at 200 MPH. Look closely at the gauges to see the magic number. Cadillac Confirms Manual Transmission CT4-V & CT5-V Blackwing The CT5-V arrived earlier this year with a twin-turbo 3-liter V6. It sends 360 horsepower and 405 lb-ft of torque to all wheels, as it is the same drivetrain from the discontinued CT6. For an even hotter model, it was supposed to get Blackwing 4.2-liter twin-turbo, GM's first dual overhead cam V8 in decades. One small problem, the engine is huge. Sadly it only made an appearance in the 2019 CT6-V before being shelved. That is why the CT5-V will debut later next year with the LT4 or LT5 supercharged V8 from the previous generation Corvette ZR1. I would be happy with 755 horsepower and a six-speed, how about you? Browse Cadillac For Sale " width="680">

By Andrew Nabors – March 19, 2018

Autoline Network Confirms Cadillac Escala Production

If we've learned anything from Cadillac over the past 3 decades, it's to not call their bluff. In a YouTube video uploaded over the weekend, the industry analysts at Autoline Network confirm that the Cadillac Escala will enter production in 2021. This comes as a bit of a relief due to Cadillac's current lineup. The flagship CT6 is their most well-appointed car, with features like Bose Panaray surround sound and GM's first autonomous driving system: Supercruise. It has a twin turbo V6 that can run on 3 cylinders for great economy.The problem is that Cadillac also builds a more expensive sedan, the 3rd generation of the wild CTS-V. It uses boost and the Corvette Z06's LT4 engine to offer 640 horsepower and torque. So Caddy buyers can choose between high power or high technology, which is where the Escala will bridge this gap. The CT6 chassis has been used to unveil Plug-in Hybrid technology along with many other new features, so it will be nice to see them dropped into such a stylish package. It will also be nearly two decades since the first CTS heralded Cadillac's renaissance. It will also coincide with their top-secret mid-engined car being developed at the Corvette plant. The future looks bright for Cadillac, so tell us which car you anticipate more in the comments below.Browse Cadillac CT6 For Sale

By Andrew Nabors – August 23, 2017

Cadillac Unveils 2018 CTS-V Glacier Metallic Edition

Next year, Cadillac will celebrate 115 years as "The Standard Of The World". Henry Leland was a machinist and gun maker who was asked to help liquidate a failed automotive company. The Henry Ford Company was Ford's first attempt at building his own car, and it didn't succeed. Leland saw the potential and decided to buy the leftovers and start his own company. Cadillac would make him a wealthy man, and he sold it to General Motors. A few years later, he started Lincoln, which was ironically purchased by Henry Ford. Over a century later, Lincoln and Cadillac are still going at it.Our Take on the CTS-VBack to the anniversary celebration, Cadillac announced a special CTS-V in a press release. The Glacier Metallic Edition will be limited to 115 cars, each one finished in an appealing smoky gray exterior. Red Brembo calipers and black Recaro buckets are standard equipment, along with a 2-day course at the V Performance School at Spring Mountain Raceway. All the most desirable features are also onboard, including the carbon fiber package and the luxury package. Floyd Mayweather's New KoenigseggThis means every example will have a panoramic sunroof, tri-zone climate control, and the Performance Data Recorder. Enthusiasts have also found hidden software in the recorder. After recording your hot laps onto an SD card, you will be given a link to download software from Cosworth. It gives you the ability to monitor every aspect of your engine, from supercharger temps to fuel trims. Polished 19" wheels are also specific to this edition, and it all adds up to $103,885. If you need 640 horsepower and 630 lb-ft of torque, click below to search CTS V for sale and stay with us for more Cadillac updates.Search Cadillac CTS-V For Sale

By Andrew Nabors – September 06, 2016

Cadillac Will Teach ATS-V and CTS-V Owners How to Properl...

Owning a powerful car without having the skills to control it makes for a useless purchase. When the Cadillac V series began in 2004, owners were given a handshake and an owner's manual, but no instruction on how to push the big sedan to its limits. I have spent four years of trial and error (and tires) to learn the capabilities of '04 V, so I'm glad Cadillac has stepped up for new buyers.To help customers get the most from their 2017 ATS-V or CTS-V, a two day training course will be offered. The V-Performance Academy will be held at Spring Mountain Motor Resort & Country Club, with ground transportation provided to the airport in Las Vegas. A two night stay includes breakfast and lunch at the longest road course in the US. Our recent experiences in both V models were an overload in performance features, and Chief Engineer Brandon Vivian explained why: “The V-Series are the most-track capable Cadillac models ever, using exclusive technologies tuned by a select group of dedicated engineers,” The Performance Traction Management system on the V series has a myriad of settings for wet, dry, and race modes. Under its control are the transmission shift points, stability system, power steering, magnetic suspension, electronic differential and throttle response. Of course the system can be turned off if you want to do it all yourself, but we found it comforting to have such a competent copilot. The response of each component can be fine tuned to your liking, so what better way to dial in your car than on a race track. If Nevada is too far away, a one day V-Performance Lab will be travelling to a track near you. Our dealers have more information on the program, so check out these V series cars from our dealers below.Search ATS-V For Sale|Search CTS-V For Sale

By Andrew Nabors – July 06, 2016

Cadillac Reveals Carbon Black Package for ATS & CTS

Taking inspiration from popular aftermarket upgrades, Cadillac has released a new trim package for their popular sedans. For the ATS sedan and coupe, a black chrome grille and black window moldings along with the rear spoiler from the V series. Taking inspiration from Clapton, the wheel finish is named "After Midnight". The door handles are also finished in body color to eliminate any polished stainless. Inside, the lesser model ATS receives Recaro front seats from the V, along with matte finish carbon fiber trim.ATS-V Carbon Black Lesser models of the CTS also benefit from V series hand-me-downs. For drivers who don't need 640 hp, the Carbon Black CTS will also arrive with the same dark exterior along with Recaro seats & carbon fiber interior. Saving the best upgrades for the top level cars, ATS-V and CTS-V will offer the aforementioned new parts along with a host of aggressive exterior upgrades. A new ground effects package features a wild front splitter, lower rocker panels and a body colored rear spoiler. For more interior grip, the steering wheel and shifter are now offered in suede.CTS-V Carbon Black The Carbon Black edition cars will be offered in Black Raven, Phantom Gray Metallic, Red Obsession Tintcoat, and Crystal White Tricoat, with interiors limited to Jet Black or Light Platinum. Pricing was not included in the press release, but Carbon Black is available for order at your local dealer.ATS-Vs For Sale | CTS-Vs For Sale

Articles

duPont REGISTRY News

duPont REGISTRY Group

Support

Subscribe