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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 – June 02, 2015

ICON 4x4 Dodge Power Wagon Reformer

ICON 4x4 has done it again. This time they have taken a Dodge Power Wagon Crew Cab and turned it into a modern masterpiece. In a YouTube video uploaded today by Jonathan Ward, the man behind the company, he explains what went into creating this reformed classic truck. This video can be viewed directly below.For starters, the underpinnings of the car are completely new. ICON can either fit the mechanical system of a Ramp 2500 or 3500 Mega Cab in the classic Power Wagon. For the example we see today, they went with the 2500. This means the truck is easier to service and it includes a 5.7-liter HEMI engine, modern brakes, fuel system, automatic transmission and more. They also upgraded the engine with an air-to-water intercooled supercharger to boost the power.(Related: Jay Leno Checks Out ICON’s One-Off “Derelict Buick”)While the car has a lot of new and customized pieces inside and out, they did leave a few untouched, such as the shell of the body, grille, exterior door handles, seat frames and front bumper.ICON 4x4 has taken a classic truck and turned it into a modern and refined automobile that will be a hit where ever it goes. Be sure to stay with us to see what they create next or visit ICON4x4.com for more info. Also, check out our ICONs for sale on duPontREGISTRY.com by clicking the button below.ICON 4x4s For SaleGallery (Source: Facebook, YouTube) Click Here For More ICON News

By Edward Jones – June 01, 2015

Hybrid SRT Tomahawk Vision Gran Turismo Concept Teased

Fiat Chrysler Automobiles (FCA) teased their new SRT Tomahawk Vision Gran Turismo concept in a press release issued May 29. First off, don't get this car confused with the Dodge Tomahawk, a motorcycle powered by an 8.3-liter V10 SRT10 engine from the Viper.Unlike the Tomahawk motorcycle, the Tomahawk concept car is powered by a hybrid powertrain.This new concept car also has a single-seat setup, similar to that of the McLaren F1. This would make the Tomahawk concept a perfect fit for racing, which is why it will be released exclusively in Gran Turismo 6 soon.(Related: BMW 3.0 CSL Hommage Unveiled at Villa d’Este)As of right now, signs are not pointing towards a production version and are touting it as a digital concept, but we wouldn't be surprised if a physical working concept car or even a 1:1 model were created.FCA will be releasing full details on the Tomahawk Vision Gran Turismo soon, so be sure to stay with us for more information.Gallery (Source: FCA) See More Concept Cars

By Andrew Nabors – May 19, 2015

2016 Dodge Viper ACR Pricing Announced

Last week we took you behind the scenes of engineering the new Viper ACR, and now we know the starting price of Dodge’s new supercar. Yesterday, May 18, Autoweek’s Alex Hevesy reported that it will take $117,895 to get behind the wheel. Ordering is now available, but the list of options is rather sparse.(Related: How the 2016 Dodge Viper ACR Was Created)The audio system only has 3 speakers, and you can forget about power seats. As for the giant rear spoiler, it will be part of the “ACR Extreme Aero Package,” which won’t be available for initial orders. ACR also falls under the “1 of 1” customization program that will allow the buyer to customize their car and track the build process.Dodge has chosen the road less traveled and built a no compromises track monster. If manual seats and a basic radio are all you need, your local SRT dealer will be happy to build one for you. Stay tuned to Autofluence for more Dodge and SRT updates.Vipers For Sale(Source: Dodge) See More Dodge News

By Edward Jones – May 15, 2015

Huge Challenger Hellcat Burnout Turns Brakes to Fire

Everyone is well aware that the Dodge Challenger SRT Hellcat packs serious power, 707 hp to be exact. And, being an American muscle car, it makes sense that it would be perfect for some burnouts. But we did not expect burnouts to the extent of this example.Uploaded to YouTube April 29 by MSD Performance Video is a clip of a Challenger Hellcat performing one of the most insane burnouts we have ever seen. The video was filmed at the MSD 1st Annual Desert Dust-Up on April 24.(Related: 2015 Dodge Charger SRT 392 Review)After almost 60 seconds of pure rubber burning, the brakes on the Hellcat light up cherry red and catch fire. This video has to be seen to be believed, unless your name is Mulder and you've been assigned to the X-Files. We should note that nobody should perform burnouts without supervision, or for this long in their vehicle, as it can be quite harmful to the vehicle, no matter the make or model.That being said, this video is still awesome.Check it out below, as well as our Challenger inventory by clicking the button directly below. (Source: YouTube) See More Automotive Videos

By Andrew Nabors – May 13, 2015

How the 2016 Dodge Viper ACR Was Created

In response to the Z06, Dodge has resurrected the Viper ACR. In a video uploaded May 8 to their YouTube channel, Dodge/SRT President and CEO Tim Kuniskis highlights the aggressive performance features of the upcoming model.No sacrifices were made for this new track monster. The suspension has lost all its rubber and all of the mounting points are now spherical rod-ends. With 3” of adjustability, they have divorced compression and rebound to let the driver make individual changes; time for some off-camber cornering.(See Also: Every Angle of the P1 GTR at McLaren Newport Beach Private Party)Aerodynamics for the new track-ready Viper have also been addressed with visually aggressive modifications. An adjustable front splitter with a four pack of dive-planes holds the nose to the pavement while a double stacked 6' rear spoiler is as functional as it looks. Even the rear diffuser is adjustable, in order to accommodate the changes in ride height. No performance numbers or track times have been released yet, as final testing will inevitably push the limits of America’s last hand built supercar.(Source: Fiat-Chrysler Auto, YouTube)

By Edward Jones – May 08, 2015

2016 Dodge Viper ACR - Fastest Street-Legal Viper Track C...

Unveiled today in a press release is the 2016 Dodge Viper ACR. According to the release, this is the fastest street-legal Viper track car ever created.The main focus of the new Viper ACR is its aerodynamics. The Extreme Aero Package installed on the car includes an adjustable dual-element rear wing, rear carbon fiber diffuser, SRT hood with removable louvers, detachable extension for the front splitter and four dive planes. This results in nearly 1 ton of downforce at the car's top speed of 177 mph.Being a track car, braking is important. This is why the new Viper ACR has new Brembo Carbon Ceramic Matrix brakes that use 15.4-inch two-piece front rotors and 14.2-inch two-piece rear rotors. These have the largest brake pad area ever used on a Viper.(Related: Dodge Launches New Viper Site)Powering this striking Viper is an 8.4-liter V10 engine that is rated at 645 hp and 600 lb-ft of torque. This is the most torque of any naturally aspirated sport-car engine in the world, according to the press release. Additionally, Dodge has added new exhaust tips to the side-mounted exhaust pipes in order to reduce exhaust pressure. And, of course, mated to this engine is a Tremec TR6060 six-speed manual transmission.The 2016 Dodge Viper ACR will go on sale in the third quarter of 2015.Vipers For SaleGallery (Source: Dodge)

By Andrew Nabors – May 05, 2015

2015 Dodge Challenger SXT Plus Review

While the Hellcat has been receiving all the praise and glory, Dodge has quietly revamped the entire Challenger lineup. They sent us a factory fresh SXT Plus to play with for a week, and it changed our perceptions about V6 muscle cars.Not much can be said about exterior styling except don’t change what works. The Challenger SXT Plus is easily identifiable thanks to a retro inspired exterior. Revised for 2015, LED lighting has found its way into the taillights and four halo rings up front. A throwback to the seventies Challenger, the low and wide front end looks like nothing else on the road.Inside is where the changes really happened. When the Challenger launched in late 2007, it was easy to spot which interior pieces were shared with other Dodge and Daimler-Chrysler products. Today’s Challenger is ergonomic and comfortable. An 8.4” screen above the center console controls the Uconnect system. Seats have great bolsters and soft leather. Door panels are still on the tall side, but careful attention to their contours fools the eye into making them shrink.Taking performance into consideration, this is not a fast car. It is a big and comfy coupe with all the bells and whistles. You won’t be spinning any tires or winning any races, but you will have a stylish and well appointed daily driver. The suspension is tuned for daily duty, and it has a typical amount of roll through the corners. If you want the HEMI ride, the parts are easily swapped out.For a heavy coupe, 30 mpg is a nice achievement. If you need every option under the sun, pricing for the SXT Plus starts at $36,165. To find a two-door with this level of content and economy at this price is a hard task, so stop by your local Dodge dealer and try it out for yourself.View All Challengers For Sale (Image Source: FCA Media) See More Dodge News

By Nicole James – February 12, 2015

Future Classic: Dodge Viper

Originally intended as Chrysler’s modern take on the Shelby Cobra, the Dodge Viper concept was simple and straightforward in 1989: a no-frills roadster capable of going from 0 to 100 mph and then back to zero in 15 seconds or less.It was the principle behind the Cobra way back when, and the Viper development team wouldn't have it any other way.The concept proved so popular that Chrysler decided to give it the green light into production, bringing forth one of the most ludicrous automobiles ever to see the light of day. The sports car was powered by a huge, strong 10-cylinder engine that had been developed as a truck engine by Chrysler and tweaked for extreme use by Lamborghini, which was a Chrysler-owned company at the time.Come 1992 and the Viper was on public roads. As the epitome of ass in the seat and rubber on the road, first-generation cars shared few features with other vehicles. Viper buyers got an outrageously designed body, a 400-horsepower engine, a steering wheel, 17×10 front and 17×13 rear wheels, leg-warmer side exhaust pipes and not much else.The Viper was the coolest thing on the road. It had presence. It was truly a gem, a car that was so bad and actually really good, and you couldn’t help but love it. It was a car so tied up in itself, nothing else mattered and no matter where it went. It always became the center of attention. The aggressive stance of this car made its way onto every kid’s wall.Driving a Viper was an event, and not only for the driver, but for anyone lucky enough to witness one.(See Also: American Power Challenge: Hellcat vs. P85D)The aluminum V10 was a hammer. Sort of a lazy lump until the revs built, but when they did, it hit loud and hard. Acceleration came like an unexpected punch in the face of a 4.5-second 0-60, and 9.2-second 0-100 mph time.Handling was on the sketchy side. Comfort was a pipe dream. The car was literally only good for one purpose, and that purpose being able to haul ass.Air conditioning would come later. So would a real top and, for that matter, and windows that really mattered.And then a second-generation car that was lighter and more powerful, and then the GTS coupe with even more curves between its hips, a voluptuous double bubble roof, a bubble-glass hatch and a sharp ducktail spoiler.In 1997, the RT/10 roadster made its return, with such “innovations” as exterior door handles, power windows, a removable roof and soft-touch interior. Air conditioning was standard, as were dual air bags.All of it made the car much more user friendly, if maybe less fun to drive. And then there was a third generation, but it didn’t have the charm or the audacity of the earlier versions.View Dodge Viper ListingsArticle Provided by See More Dodge News

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By Edward Jones – February 21, 2013

Review: 2013 Dodge Challenger RallyE Redline Edition

Price: $35,525 (Base: $25,765) Engine: 3.6-liter V6 Transmission: 5-speed Automatic Power: 305 hp & 268 lb-ft of torque Say what you will about the onslaught of revamped classics, but I think that some automotive manufacturers deserve some props. One brand that has done their classics right is Dodge. From the Charger to the Challenger, I think these are excellent cars and that is why I was excited when the 2013 Dodge Challenger RallyE Redline pulled up for me to review. On the outside, the Challenger stays true to its original design. From the front to the back, it screams "muscle," just like its daddy. The RallyE Redline version features a big ol' red stripe going down the center of the car, two hood scoops, and dual exhaust with some rather large tips. The one feature that really caught my eye was the 20-inch aluminum wheels that were just about covered in red accents. If a random person saw this car in a parking lot, most would think it just came from a custom shop. The classic styling continues on the interior of the car, offering a basic, yet functional design. There are no bells-and-whistles, no alcantara trim, its very simple and that isn't a bad thing. Instead of adding sleek lines to the dashboard and random useless buttons, Dodge decided to make it very "to the point," only adding some vents, the minimalistic center console, gauge cluster, and light switches. The seats were comfortable and hugged the driver and passenger quite well, like most muscle cars. For the audiophiles, our RallyE Redline came with the Harman Kardon option which gave us 18 speakers, including subwoofers and a Harman Kardon Logic7 GreenEdge amplifier. While this car looks like a muscle car, I can't necessarily say that it acts like one. The RallyE Redline edition packs a 3.6-liter V6 engine, putting out 305 hp and 268 lb-ft of torque through a 5-speed automatic transmission. While this is a decent amount, you have to remember that this is a huge car, having a length of 16.5 ft and weighing in at around 5,000lbs. Acceleration is a tad sluggish and the overall feel of the engine is almost lackluster. From the outside, you would imagine this car only being fitted with a huge V8 that growls when started, but instead you get a mediocre V6 that won't even wake a cat when started. I know that there is the SRT8 392 version that is a true muscle car, but I just hate to see such a mean looking exterior go to waste. However, there is a bright side, because this car does get a decent 18/27 mpg. As far as handling goes, I will say that it is much better than the SXT, thanks to upgraded suspension, steering and braking systems. Overall, while I was disappointed with the torque and sound of the engine, I did enjoy this car. It has a badass exterior, and a simple interior that didn't draw my eyes away from the road in front of me. Dodge has done a great job re-imagining this classic muscle car, and I expect to see it around for a few more years.

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