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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 Chris Peterson – August 28, 2024

Sotheby's Motorsport Presents: The 2024 Porsche 911 S/T –...

At Sothebysmotorsport.com, we are honored to introduce the very first 2024 Porsche 911 S/T to the market—an automotive masterpiece that pays homage to Porsche's rich racing legacy. This exceptional vehicle is one of only 1,963 units to be crafted, a nod to the year 1963 when the iconic 911 was first introduced. The 911 S/T is a modern tribute to the legendary early 1970s Porsche race cars, capturing the essence of those incredible machines while incorporating the pinnacle of modern engineering into what is likely to be one of the last manual gearbox Porsche’s to be built. The 2024 Porsche 911 S/T is not just a kick-ass sports car: it's an instant classic. Porsche engineers have meticulously developed it in the spirit of its forebears, utilizing lightweight panels wherever possible to achieve a weight of 3056 lbs, making it the lightest 992 generation 911. Under the hood lies the most powerful engine configuration available, allowing the 911 S/T to stand shoulder-to-shoulder with the fastest GT3 RS you can buy. Unlike its more aggressive siblings, this model features a refined interior that blends luxury with sportiness, providing the ultimate driving experience for those who appreciate both speed and comfort. While its exterior design is more subdued than the GT3 RS, it retains the timeless elegance and unmistakable presence that defines the Porsche 911 lineage. As the first 911 S/T to be offered for sale, this vehicle represents a rare and valuable opportunity for discerning collectors and Porsche enthusiasts alike. Sothebysmotorsport.com is proud to present this extraordinary car, a true testament to Porsche's enduring legacy of innovation and excellence. View Auction Listing

By Edward Jones – May 07, 2024

SOMO Auctioning Off Carrera White 2011 Porsche 911 GT3 RS...

This 2011 Porsche 911 GT3 RS 4.0, soon to be auctioned by SOMO, is one of the rarest road-going 911s of all time and represents a pinnacle of Porsche’s engineering excellence. It is the ultimate iteration of the 997-generation 911 lineup, drawing directly from Porsche’s rich GT racing heritage. Crafted largely by hand, only 600 examples of the Porsche 911 GT3 RS 4.0 were sold worldwide, making it one of the most revered and exclusive models to emerge from the Zuffenhausen factory. Its 4.0-liter flat-six is the most powerful naturally aspirated engine Porsche had ever installed in a road-going 911 at the time of the model’s release. This engine delivers 500 horsepower and produces 339 lb-ft of torque, featuring a high-tech array of components, including titanium connecting rods and forged pistons. Contrary to the earlier text, the top engine speed is an exhilarating 8,500 rpm—not 9,000—and it uses a six-cylinder layout typical of the 911, not a "boxer-four" as previously mentioned. This breathtaking redline underscores its lineage from the legendary, Porsche-defining Mezger-designed engine, the last of its kind to be equipped in a Porsche. With a 0-to-60 mph acceleration time of 3.8 seconds and a top speed of 193 mph, this car offers an exhilarating driving experience comparable to that of a racing car. The GT3 RS 4.0 also melds raw power with sophisticated mechanics. Its aerodynamic profile and lightweight structure are exemplary, employing Carbon Fiber Reinforced Plastic (CFRP) extensively throughout the bodywork. The front splitter, rear wing, and side skirts are expertly designed to generate significant downforce, enhancing stability and in-corner grip at high speeds. Its race-bred character is further amplified by a finely tuned suspension system. The wheels—20-inch in the front and 21-inch in the rear—are made of forged aluminum and are equipped with lightweight, high-performance racing compound tires. Presented here is a spectacularly pristine example of the 2011 Porsche 911 GT3 RS 4.0, meticulously maintained by its original owner in a temperature-controlled environment with just 920 miles on the odometer. Chassis number 005 is one of the earliest production models still held in private ownership, which only adds to its rarity and desirability. View Auction Listing

By Tyler Rampersaud – February 05, 2024

Bidding Ends Soon - Rare 2023 Porsche 911 Sport Classic L...

You can own one of Porsche’s greatest celebrations of its history. The 2023 Porsche 911 Sport Classic is in itself a victory lap for the historic manufacturer. It’s a dream driver’s car that combines some of the greatest aspects of Porsches from throughout Porsche’s 75 years, and the 911’s 60 years of history, which the Porsche 911 Sport Classic was created to celebrate. It builds off of the 911 Turbo’s high performance, incorporates driver’s car-oriented rear-wheel drive, a seven-speed manual transmission, and a wide body and a ducktail spoiler reminiscent of the historic Porsche 911 Carrera RS. With only 1,250 examples of the 992 Porsche 911 Sport Classic in existence, it’s not only one of the greatest driver’s cars that Porsche has ever made, but it’s also a collector-grade masterpiece that is sure to have its legacy cemented in Porsche’s celebrated history for years to come. As a rare, beautiful, and powerful collector car, the opportunity to own the 2023 Porsche 911 Sport Classic is rare, and that opportunity is here, with this example of the incredible sports car listed for online auction on Sotheby’s Motorsport. The car, with only 242 miles on its odometer, boasts the Sport Classic’s special and exclusive Sport Grey color, with a number 60 livery that evokes the legacy of the classic racing machines that helped build Porsche’s and the 911’s legacy. The interior is classic-inspired as well, with a stunning configuration that pairs Cognac-colored leather with Pepita houndstooth fabric. Features like a Burmester sound system, a state-of-the-art infotainment interface, and the optional Lane Change Assist, among others help this stunning car timelessly combine both classic and modern appeal. Being rare, powerful, beautiful, and driver-focused, there is every reason to covet this 2023 Porsche 911 Sport classic, which is listed now on SoMo for auction. Click below to bid now on this incredible car. Bid Now For The 2023 Porsche 911 Sport Classic Image Source: Sotheby's Motorsport

By Andrew Nabors – May 26, 2017

1996 Porsche 911 GT2 Evo Brings Big Money At Mecum

If a car auction has rare or fast machines, you will find us there and read about it here. That means we have enough auction credentials to make interesting artwork for the garage, but more on that later. Since we see what happens behind the scenes, there are good events, and also mediocre ones. Then there is Mecum. Even tuning in for coverage, you can easily see that everyone is having a great time with Dana Mecum and his team of fast-paced auctioneers. Porsche 993 For Sale Perhaps that's how he amassed some of the most coveted cars on earth to the Original Spring Classic. The star of their 30th-anniversary event was an incredibly rare Porsche 911. If you read our overview of the 993 series you probably know it was the last air-cooled design. It was also the introduction of the wild Porsche 911 GT2, a no-holds-barred twin turbo. The engine masters in Stuttgart managed to make 600 horsepower from a 3.6-liter flat-six, but it wasn't exactly street legal. So eleven race cars were built to take on the world. The GT2 class doesn't allow AWD, so the driveshaft and differential were left to the 'regular' 911 turbos. With 490 lb-ft of torque and a race-spec six-speed transmission, it was able to hit 60 mph in 3.3 seconds and a top speed of 187 mph. Porsche never disclosed the price for such power, which has only added to its appeal. That's why two bidders erupted into a war last weekend which ended with a hammer price of $1,450,000. To all the journalists who said the air-cooled market had softened, you might want to revise your résumé. A Porsche 911 GT2 RS is as close as most of us will get, so check out our listings and remember those who served this weekend.

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