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

Audi News

Audi news from duPont REGISTRY News, updated daily with model reveals, first drives, technology launches and verified performance figures. Our coverage runs across the RS models and the expanding e-tron range, together with the road cars that sit beneath them. Audi is moving quickly on electrification, and we report each development as it is confirmed. Plenty of publications carry performance car news, but few carry it beside live inventory. Many of the Audis covered here appear on the duPont REGISTRY marketplace, so a review and a genuine asking price sit together. That combination is difficult to find anywhere else in luxury car news. For Audi news today, begin with the stories below.

By Caitlin Duffy – May 20, 2015

Audi TT Clubsport Detail Photos Revealed

On May 8, Audi introduced the Audi TT Clubsport, a 600 hp monster that looks ready to eat the R8, and ten days later, they showed us some photos of this new beast in action.Insane front vents, a sleek silver paint job, sport racing seats in a light sienna-red and mean looking headlights all appear in the gallery uploaded to Audi's Facebook page May 18."The #AudiTT Clubsport is as irate as it looks," describes the gallery's caption, after listing off the impressive performance stats. 600 hp, 479 lb-ft and a 0-60 mph time of 3.6 seconds is all created by a 2.5-liter inline-five engine, thanks to the impressive addition of an incredibly large turbocharger. You can read up a full report of the TT Clubsport Concept in our May 13 article.(See Also: Audi 2016 Model Year Vehicles & Pricing Introduced)Check out the images of this concept in action below, then take a moment to browse our exclusive Audis for sale and find yourself the perfect addition to your collection.Gallery (Source: Facebook) See More Audi News

By Caitlin Duffy – May 13, 2015

Audi 2016 Model Year Vehicles & Pricing Introduced

Audi's core models are coming back with some new technology for 2016, with more features becoming standard for each model, even without needing to select a higher trim level.From the A3, to the R8, new improvements and features have been added, or will be added at some point later in the year. A press release from the marque issued today describes the major new additions in detail, which range from an available Bang & Olufsen audio system, improved heads up display and Audi connect, to new V-spoke wheels, paint options and engine upgrades. The Bang & Olufsen system option is now available for the A3, A4, allroad, Q5 and A5 Coupe and Cabriolet models, while 4G LTE has been added to the A3, A6 and A7; while the A3 remains the entry level model, you can now enjoy direct streaming of your favorite music through a world-class speaker system while driving. With the added 4G LTE in the A6 and A7 comes a passenger Wi-Fi hot spot. New wheel package options have been added for a few of the models, ranging from a 19-inch wheel package for the A3, to a leather-wrapped steering wheel for the allroad, or 20-inch wheels for the A5 Coupe and Cabriolet if the Black Optic plus package is selected.(See Also: 2016 Audi R8 Ordering Opens for Europe, Pricing Announced) The Q3, Q7 and R8 were the only models in this release that did not have any listed updates; rather, the Q3's description simply said more information would be available after mid-year improvements, while the Q7 and R8 will have information released after the launch of an all-new version in 2016. Ordering for the 2016 R8 opened today in European markets, with pricing announced for the base R8 and R8 V10 Plus packages. Check out the photos and pricing updates for these new models in the table below, then take a moment to browse our exclusive Audi listings to find the perfect model for you.View All Audi Listings Model Premium Premium Plus Prestige A3 Sedan 1.8 TFSI S tronic fwd $30,900 $33,600 $39,750 A3 Sedan 2.0 TFSI S tronic q $34,200 $36,900 $43,050 A3 Sedan 2.0 TDI S tronic fwd $33,200 $35,900 $42,050 S3 Sedan 2.0 TFSI S tronic q -- $42,500 $48,650 A3 Cabriolet 1.8 TFSI S tronic fwd $36,600 $39,300 $45,450 A3 Cabriolet 2.0 TFSI S tronic q $39,600 $42,300 $48,450 allroad 2.0 TFSI Tip 8 q $42,700 $46,900 -- A4 Sedan 2.0 TFSI S tronic fwd $35,900 $38,000 -- A4 Sedan 2.0 TFSI MT6 q $37,000 $39,100 -- A4 Sedan 2.0 TFSI Tip 8 q $38,000 $40,100 -- S4 Sedan 3.0 TFSI MT6 q -- $49,200 $55,100 S4 Sedan 3.0 TFSI S tronic q -- $50,200 $56,100 A5 Cabriolet 2.0 TFSI Tip 8 q $47,900 $50,200 -- S5 Cabriolet 3.0 TFSI S tronic q -- $61,100 $67,350 A5 Coupe 2.0 TFSI MT6 q $40,500 $42,800 -- A5 Coupe 2.0 TFSI Tip 8 q $41,500 $43,800 -- S5 Coupe 3.0 TFSI MT6 q -- $53,100 $59,350 S5 Coupe 3.0 TFSI S tronic q -- $54,100 $60,350 Q5 2.0 TFSI Tip 8 q $40,900 $42,750 -- Q5 2.0 TFSI hybrid Tip 8 q -- -- $52,500 Q5 3.0 TFSI Tip 8 q -- $46,000 $53,500 Q5 3.0 TDI Tip 8 q -- $48,100 $55,600 SQ5 3.0 TFSI Tip 8 q -- $53,300 $60,800 A8 LWB 3.0 TFSI Tip 8 q -- -- $81,500 A8 LWB 4.0 TFSI Tip 8 q -- -- $90,500 A8 LWB 3.0 TDI Tip 8 q -- -- $85,200 A8 LWB 6.3 FSI W12 Tip 8 q -- -- $137,900 S8 NWB 4.0 TFSI Tip 8 q -- -- $114,900 *Destination and delivery charge is not included in MSRPs listed. Destination and delivery charges on 2016MY vehicles are as follows: R8 model line $1,250 All other models $925 Prices listed are the Manufacturer’s Suggested Retail Prices and do not include destination charges, taxes, title, options and dealer charges.Gallery (Source: Audi) See More Audi News

By Andrew Nabors – May 13, 2015

Audi TT clubsport turbo concept Pushes 600 hp - Updated w...

Many automotive innovations in recent history can be traced back to one brand: Audi. As a way to demonstrate innovations that will undoubtedly find their way under our hoods, they have built the new TT clubsport turbo concept with a host of amazing features. First off, they have managed to extract insane power from their 2.5-liter inline five-cylinder. We had to read it twice to make sure it wasn’t a typo, but in a Press Release dated May 8th, they report a staggering output of 600 hp.Torque measures in at 479 lb-ft, and coupled to a revised Quattro system, it launches to 62 mph in 3.6 seconds. Power of this magnitude seems impossible without nitrous oxide or a nuclear reactor, but it's far more innovative. The turbocharger normally found on production models was canned in favor of a monster sized unit that is designed to spool at higher engine speeds. As we know, this causes turbo lag, the delay in the time it takes to get the big blades spinning.(Related: 734 hp Audi prologue allroad Show Car)To supplement power at lower engine speeds they have added a 48 volt electric compressor to the intake of the Audi TT clubsport turbo concept. The “e-turbo” only operates when the accelerator is pressed and shuts down once the conventional turbo comes alive. We know that 48 volt power will be the standard in the future, as it allows for more efficient operation of the many electronic systems of the modern car. Electric turbos have been tested in the past, and they are even for sale on eBay, but they are not capable of pressurizing the intake of any car since they are only 12 volts.To make light of this car’s abilities, Audi has fitted wild body panels and wider wheels along with giant spoilers. This TT is one for the record books, and we hope they take it on tour. Audi’s not-so-secret testing facility is located behind Burger King next door, so we will let you know if it comes stateside. We did spot the A3 Sportwagon E-tron on Interstate 275 yesterday, so it will hopefully be in production shortly. For more Audi news stay tuned to Autofluence.Audi TTs For Sale Gallery (Source: Audi)

By Caitlin Duffy – May 13, 2015

2016 Audi R8 Ordering Opens for Europe, Pricing Announced

One of the most popular, beautiful and stunning models to come from Audi is preparing to enter its eighth year of production, and European fans of the model can now place their orders.A press release from the marque issued today announces the opening of ordering for the 2016 R8 throughout Europe, with the first deliveries scheduled to occur in fall of this year. With two variants, the R8 and the R8 V10 Plus, this is the most powerful iteration of the model, with improved performance while maintaining the comfort of a daily driver.First launched in 2007, the Audi R8 has gained notoriety for being an easy road-going vehicle with the performance of a track-oriented creation. When they announced the specs for the 2016 model Feb. 18, we were told that the base version's V10 will create 540 hp and 399 lb-ft, while the V10 Plus cranks those numbers up to 610 hp and 412 lb-ft.The V10 Plus is being recognized as the fastest most powerful production vehicle produced by Audi, and is capable of a 0-62 mph acceleration time of just 3.2 seconds.In the release, they also announced the European prices for the R8 and the R8 V10 Plus. Pricing for the base R8 begins at €165,000, or approximately $187,247 USD at the time of publication, while the R8 V10 Plus is priced at €187,400, or $212,668 USD.(See Also: Audi TT Clubsport Turbo Concept Pushes 600 hp)Also introduced this year was the Audi R8 LMS for the 2016 GT3 race season. Unveiled on March 4, the R8 LMS weighs just 2,700 pounds due to an aluminum chassis and roll bar, and not only meets, but exceeds all of the new GT3 safety standards and regulations for next year's season.Be sure to stay with us for more information about ordering for customers in the United States and other markets, then take a moment to find an earlier version of the R8 for your collection from our exclusive listings below.View All R8 Listings Gallery (Source: Audi) See More Audi News

Audi News

duPont REGISTRY News

duPont REGISTRY Group

Support

Subscribe