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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 – December 10, 2018

Tony Stark and Iron Man's Car Collection Over The Years

The inception of the Marvel movie craze, in my opinion, was the very first Iron Man movie, starring the one and only Robert Downey Jr. Released on May 2, 2008, the first movie netted over $580 million at the worldwide box office and become an instant hit. Two years later, Iron Man 2 was released and Iron Man 3 followed in 2013. Each of the movies was more than successful and introduced us to the invincible Iron Man. In these movies, Tony Stark, the man underneath the metal suit, is played by Downey Jr. To say he does a great job of playing the wealthy, sarcastic, and sometimes brash hero is an understatement. From beginning to end, the attitude and style of the Iron Man found in the comic book is portrayed with fantastic accuracy. Of course, praise could also be given to the directors and casting crew. It's these same directors who realized that a man like Stark should not only be played by a fitting actor, but he should also be driving the right cars. From the very first movie, it's made clear that the cinematic Iron Man would be known for his extensive car collection. Iron Man 1 In the first movie, audiences were introduced to the hero's Audi R8. After the movie's release, the R8 became synonymous with the hero. In fact, I heard many people refer to the car as "the car Iron Man drives." Joining the German sports car in the hero's garage was a slew of other cars, including a Shelby Cobra, Saleen S7, Tesla Roadster and a 1932 Ford Flathead Roadster. Iron Man 2 Appearing in the sequel was the new R8 Spyder, which is shown just a few minutes into the movie. Also making an appearance was the Ford Flathead from the first movie. However, it seems that after the first movie Stark decided to either sell a few cars or house them in a garage where they were kept out of harm's way. Iron Man 3 The most successful out of the Iron Man movies was by far the third one, grossing over $1 billion at the worldwide box office. Stark's starring car in this movie was his new R8 e-tron, with a Bugatti Veyron Supersport making a brief appearance. Photo by Charley Gallay/WireImage via Audi The Avengers One movie that the entire world had been waiting for in 2012 was the massive blockbuster known as The Avengers. In this movie Iron, Captain America, Hawkeye, Thor, Black Widow, and Hulk all came together for the first time to kick some alien butt. Of course, Stark couldn't go a movie without a flashy car, so he opted for an Acura NSX concept car. Looking back on this car, you can see the differences between it and the production version. The Avengers: Age of Ultron Acting as a sequel to the first Avengers movie, The Avengers: Age of Ultron centered around one of Stark's creations, Ultron, who sought to render humans extinct. Even in such a perilous scene Stark still had time to make a scene in his brand new, redesigned Audi R8. Captain America: Civil War In 2016, we got to see Iron Man and his team of heroes take on Captain America and his team in the film Captain America: Civil War. In this film, Stark drove yet another Audi R8. Copyright: Getty Images for Audi Spider-Man: Homecoming For the reboot of Spider-Man, starring Tom Hollands as the web-slinging superhero, Tony Stark drove a new Audi A8. For the world premiere of the film, Spidey rode on top of a camouflaged A8 as it had not been unveiled yet. Robert Downey Jr. and John Favreau showed up in an R8 Spyder. " width="680"> Avengers: Endgame For the upcoming film, and possibly the last one for Robert Downey Jr as Iron Man, we're not sure what cars will be showing up. However, RDJ did recently help unveil the new Audi e-tron GT Concept car and noted that he had already driven the car as Tony Stark in the film.

By Edward Jones – January 11, 2017

Ludacris' New Acura NSX Matches His Shoes

Now that the new Acura NSX is rolling into customers' garages, we're going to start seeing more and more of them, especially on social media. For example, Ludacris (aka Luda) posted pictures of his new NSX to his Instagram not too long ago.Sports Cars For SaleThis new production model of the NSX is powered by a twin-turbocharged V6 engine mated to a nine-speed dual-clutch transmission. The NSX also receives power from an all-new, three electric motor Sport Hybrid (SH) system. The front wheels receive power or braking from two electric motors while the third is inside the rear mounted transmission.https://www.instagram.com/p/BOFxipcj1DH/His new car is a far step from his 1993 Acura Legend, a car that he has had for years and recently had Acura restore the car to its former glory. “Besides being a really cool project for our team, this is a great way to express Acura’s passion for performance,” said Acura global creative director Dave Marek in a Nov. 3 press release. “Acura has incredibly loyal customers, and this has been a unique opportunity to celebrate their passion and affinity for Acura, and that same love for the brand that Ludacris has showed over the past dozen years.”All Acura NSX For Salehttps://www.instagram.com/p/BOH5-gODLri/

By Edward Jones – July 27, 2016

Graham Rahal Gets His New 2017 Acura NSX

American race car driver Graham Rahal participates in the IndyCar Series and has been doing quite well for himself, finishing 4th in the 2015 season. As of writing this, he currently sits in 9th place, but has room to advance.While his job may have him driving cars, and some of us like to separate their work and personal lives, Rahal is still an automotive enthusiast off of the road. Remember back when he bought himself a Porsche 918 Spyder? Well, now he's adding another car to his stable: the new 2017 Acura NSX.In an Instagram post made today, Rahal showed off his new toy, which I assume he purchased from his father's dealership, Bobby Rahal Acura in Pennsylvania. His car comes finished in a stunning white paint that contrasts against the black trimming and wheels.I want to take this time to congratulate Rahal on his latest purchase and can't wait to see him at the Honda Indy 200 at Mid-Ohio this weekend.View Acura NSXs For Salehttps://www.instagram.com/p/BIXXw7VDFDc/

By Edward Jones – November 04, 2015

Acura Restores Ludacris' 1993 Legend to Former Glory

Ludacris might be a famous celebrity, but that doesn't mean he doesn't still drive his old 1993 Acura Legend. The reason why this car is so special is because, as he said in a video uploaded by Acura to YouTube on Nov. 3, "this was my first car where I really felt like I had accomplished something in life." Ludacris LegendAs a car that's been on the road for over two decades, accidents happen; the car was damaged when it had 283,000 miles clocked. This is when Acura stepped in and restored the 1993 "Ludacris Legend" to its former glory."Besides being a really cool project for our team, this is a great way to express Acura's passion for performance," said Acura global creative director Dave Marek in a Nov. 3 press release. "Acura has incredibly loyal customers, and this has been a unique opportunity to celebrate their passion and affinity for Acura, and that same love for the brand that Ludacris has showed over the past dozen years."Acura was hard at work for two months restoring the car, updating it with 18-inch Rays wheels, new Bridgestone Potenza High-Performance 215/40R/18 tires, a custom Warm Cashmere and Ice Pearl paint theme, a Pioneer ACIC 8/ONEX sound system, two Alpine Type-12 subwoofers in the trunk and more. Acura also dropped the Legend by two inches to show how low the Legend can go.Talking about his reaction to his Legend restored, Ludacris said, "Seeing the car that has been such a big part of my life brought back to beyond its original condition was a real gift."You can see the car for yourself at SEMA 2015, running from November 3-6.(via Acura) More Acura News

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