Chevrolet

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 – November 03, 2015

Chevrolet's Sixth Generation COPO Camaro Revealed

There's a lot to be said about Chevrolet's ability to keep the muscle car enthusiast entertained. Case in point is their brand new, sixth generation, COPO Camaro.Unveiled today both at SEMA 2015 and in a press release, this new Camaro was built through a collaboration between the American automaker and NHRA Camaro Funny Car driver Courtney Force.Its lighter and stronger body results in a car that has its rigidity increased by 28 percent and a body-in-white mass that is 133 pounds lighter. For reference, "body-in-white mass" is the mass of the car before parts like the body panels, engine, doors, trim and electronics are added.The show car used at the premiere dons a red hot paint finish with Courtney Force's signature used in the graphics. Of course, we can't fail to mention the concept 350 racing engine powering the car, paired with a Whipple 2.9-liter supercharger.As for the production model, there will be a number of engines to choose from. These engines include the supercharged 350, naturally aspirated 427 and a new LT-based 376.Production models of the new COPO Camaro will also have racing chassis and suspension parts, like a unique solid rear axle and an unassisted rack-and-pinion steering system.Chevrolet is planning on creating just 69 examples of the COPO Camaro race car for 2016, so they're looking to be a hot commodity.(via Chevrolet) More Chevrolet News

By Andrew Nabors – September 14, 2015

2016 Chevrolet Camaro: Lighter, Faster, More Powerful

Fans of the F-Body, rejoice; the sixth generation Camaro’s official performance numbers have been released by Chevrolet. The all-new, 455-hp (336 kW) Camaro SS coupe – the most powerful Camaro SS ever – sprints from 0-60 mph in 4.0 seconds and covers the quarter-mile in 12.3 seconds, when equipped with the all-new eight-speed paddle-shift automatic transmission.In a press release earlier today, quarter mile and 0-60 mph times for all three engines were revealed, and the biggest news comes from their smallest offering. The Camaro’s new turbocharged 2.0-liter four cylinder is rated at 275 hp and reaches 60 mph from a standstill in 5.4 seconds. Covering the quarter mile in 14 seconds flat is also very impressive, as it is much faster than many classic muscle cars.Chief Engineer Al Oppenheiser and his team used the new lighter Alpha chassis, which is shared with Cadillac’s ATS and CTS to make sure the Camaro's handling is as good as its looks. More aluminum and less steel help to make the new car up to 390 pounds lighter than last year's iteration.“The performance numbers only tell half of the story," described Oppenheiser in the release, "because the lighter curb weight also makes the new Camaro feel more responsive and agile behind the wheel. It brakes more powerfully, dives into corners quicker, accelerates faster and is more fun to drive than ever.” Chevrolet spent 9 million hours of engineering time looking for areas to cut unnecessary weight, and what emerged was a stiff and modular chassis that doesn’t require specific changes for each engine.The 3.6-liter V6, which is shared across all GM divisions, is good for 335 hp. 60 mph arrives in 5.1 seconds, and 1,320 feet will be gone in only 13.5 seconds. Those numbers are almost identical to the V8 powered models of just a few years ago. If you need a Super Sport, the SS will arrive with a 455 hp 6.2-liter V8, the same engine found in the base model Stingray. Torque is equally as impressive; 455 lb-ft is channeled through the eight speed automatic, blasting through the quarter mile in 12.3 seconds.A comparison chart in the Press Release shows that the automatic SS crossed the finish line at 116 mph, making it the fastest and most capable SS model to date. With a lateral grip of 0.97g, SS will also be fun in the corners. Sixty to zero happens in only 117 feet thanks to a Brembo system made exclusively for Camaro.(See Also: duPont REGISTRY Cover Car Being Auctioned - '57 Chevrolet Bel Air Convertible)Many critics have derided the 2016 Camaro as being more evolutionary than revolutionary, but these numbers don’t lie. All three engine choices offer better acceleration than almost all competitors in their price range. The 2016 Camaro 1LT starts at $26,695, and the 1SS package will be $37,295. Production will begin soon as all models will go on sale this fall. For more Camaro updates stay tuned to Autofluence, and find your own from our listings.Camaros For SaleGallery (Source: Chevrolet, YouTube) See More Chevrolet News

By Andrew Nabors – July 24, 2015

18-Year-Old Hits 8 Second Quarter Mile in Twin-Turbo '68 ...

Some would tell you that a Camaro and an 18-year-old behind the wheel could be a recipe for disaster. Rather than prove them right, Alex Taylor has driven her twin-turbo 1968 Camaro to achieve an incredible 8.99 seconds at 153 mph for her quarter mile during the Rocky Mountain Race Week.From July 12-17 the 6.0-liter twin turbo was driven on the highway across Colorado to compete at five separate events. Rocky Mountain Drag Week is a tour of the state’s ¼ mile drag strips, and features some of the fastest cars in the country. In a YouTube video uploaded July 22, our friends at 1320Video were there to film the pass and learn about Taylor's attempts to hit that quick quarter mile.The problem with racing in the mountains is simply lack of oxygen. Enter the turbochargers. If the air is thinner, simply turn up the boost pressure. Turbos make everything better. There are only a handful of street legal cars in the world that can run 8s consistently, and it has been a boys-only club for years. Congratulations to the Alex on putting many racers to shame as the race's youngest contender.Stay tuned to Autofluence for more drag racing action, and find your own Camaro to prep for Rocky Mountain Race Week from our listings.Camaros For Sale(Source: YouTube) See More Automotive Videos

By Andrew Nabors – May 18, 2015

2016 Camaro Unveiled By Chevrolet

We’ve waited long enough, and it was worth it. Over the weekend of May 16, Chevrolet hosted a party in Detroit for the debut of the Camaro’s sixth generation. Just as we predicted in the Exotic Car Buyers Guide, the latest 2016 Camaro is smaller and lighter. As described in a May 16 release, the Camaro has lost over 200 lbs partially due to extensive use of aluminum in place of steel, and it is moving to the Alpha Platform shared with the Cadillac ATS.Major changes to the engine lineup start with a new four-cylinder option. The 2.0-liter turbo four makes 275 hp and 295 lb-ft, which is eight more pound-feet than the midlevel V6 offers. For SS buyers, they are treated to the Stingray’s 6.2-liter LT1 V8. In order to keep the Corvette on top, the Camaro’s power is advertised at 455 hp and torque, making it the most powerful SS ever built.(Related: 2016 Corvette Stingray Updates Unveiled by Chevrolet)The Camaro’s interior is all new. New “Spectrum Lighting” offers 24 different interior lighting options while two large HD screens keep you in control. With all the important information being displayed on-screen, the console gauges were axed. In their place is a stylish HVAC panel with large vents. The best feature is the Drive Mode Selector. Borrowed from the Stingray, it offers customizable settings for bad weather, tour, sport and track modes. This system is integrated with Magnetic Ride Control, another standard feature of the SS.Engineers and stylists have been working on this car for years, and it shows. The new Camaro will arrive later this year as a 2016 model, to be built alongside the ATS and CTS at the Lansing Grand River plant. The first Camaro to be built in the US since 1993, and it looks to be an efficient and powerful pony car. As production ramps up, stay tuned to Autofluence for Camaro updates.Camaros For SaleGallery (Source: GM) See More Chevrolet News

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