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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 Andrew Nabors – February 21, 2019

Throwback Thursday: Mercedes-Benz SLS AMG

Engineers at Mercedes-Benz could see the future in 2011. With an emphasis on fuel economy, their big V8 would be replaced by smaller ones with twin turbos. AMG was started by 2 Mercedes-Benz employees who refused to drive slow cars. Their answer was to stuff the legendary 6.3L V8 into everything. They made such an impact that Daimler purchased them in 2005, and AMG was chomping at the bit to build their own car. So once the ink was dry, they were given a blank check to develop their own supercar. It couldn't be mediocre by any means since it was going to be the successor to the Mercedes-Benz SLR McLaren. What they did was shock the world. The Mercedes-Benz SLS AMG arrived as a gullwing coupe, a modern interpretation of the legendary 300 SL. As the first car ever built entirely by AMG, they went all out. The legendary 6.3L V8 was blessed with big cams, new valvetrain geometry, variable intake, tuned length exhaust headers, and a dry-sump oil pan. It arrived with 563 horsepower at a screaming 6,800 rpm. Not just for high revving, it made 479 lb-ft of torque at 4,750 rpm. It is still one of the highest output naturally aspirated V8 engines to ever be produced. No silly turbos or blowers, it was all motor with an exhaust note more evil than the Ride of the Valkyries. Following the natural evolution of the original SL, we wondered if an SLS AMG Roadster was on the horizon. Our questions were answered when our Publisher secured the rights to order the first Mercedes-Benz SLS AMG Roadster for the US. Mr. duPont's collection is not subtle by any means, so he checked off every box. I had only worked here 3 weeks when it arrived. My previous career was in the Corvette aftermarket, so I was unprepared for German precision. I loved my Vettes, but this car left nothing on the table. It cornered with incredible feedback because it had traditional hydraulic power steering. Sure it had a tinge of understeer because of the long nose. That is why the brakes were better than anything I had experienced before. The sleek lines and "Alubeam" silver paint were pleasing in any light. And the most beautiful part was knowing you had Thor's hammer stuffed under the hood. No complicated menus or interface to distract you. It arrived with a 1,100 watt Bang & Olufsen surround-sound that could overpower the booming exhaust. Throttle response was instant, almost as if it was carbureted. No matter who makes it, every modern car has some delay from pedal to intake. This car was and is the end of an era. I have driven newer examples of the SL63 and the S63 cabriolet over the past 8 years, and nothing gets close to the SLS AMG. Don't believe me? Watch Mr. Leno extol its virtues below, then click the link to see all the great offers from our dealers. Shop Mercedes-Benz SLS AMG " width="680">

By Tommy Gorman – June 17, 2018

Sabine Schmitz: Queen of the 'Ring

Cute and courageous, Sabine Schmitz is known as the Queen of the ‘Ring. Schmitz is a professional German motor racing driver for BMW and Porsche. She has gone around the Nurburgring-about 13 miles long--over 20,000 times and at 19-years-old, had the lap record with 8 minutes and 16 seconds in a Ford Sierra Cosworth. She has never crashed a car going around 147 corners and is the first woman to win the 24 Hour Race twice. Schmitz is without a doubt inspirational, free-spirited and loves a thrill. She is known for her appearances on BBC’s Top Gear, including the time she lapped the 'Ring in a Ford Transit van. In a Porsche 997 GT3 RSR, Schmitz set a new lap record for a non-turbocharged car at 7 minutes and 7 seconds. Needless to say, she knows Nurburgring like the back of her hand. Follow Sabine on Facebook Follow Sabine on Instagram Sabine grew up in Nurburg, Germany. She first became a big deal when she drove the BMW M5 Ring Taxi. Her company, Sabine Schmitz Motorsport, teaches drivers the advanced aspects of racing and also offers a taxi service for passengers on the 'Ring. Schmitz has an enormous amount of respect for the track and isn’t intimidated by it's dangerous corners. “Fear disturbs my concentration,” says Schmitz. “That’s why I stay focused. Having focus clears my mind. I feel like I can accomplish anything.” On top of her Nurburing accomplishments, Schmitz is also a helicopter pilot and loves scuba diving. She also has her own TV show in Germany called DMotor, similar to Top Gear. This is one woman who likes to go fast and can go fast with focus, determination, and confidence. She’s likable, sharp and not afraid to live life on the edge of the racetrack.

By Andrew Nabors – February 02, 2018

Top 10 Car Commercials From The Big Game

No matter what your plans are for the weekend, you will be affected by football in one way or another. The big game has been the perfect advertising program for exotic cars for sale, and there's no doubt we'll see some great ads on Sunday night. So we thought it would be neat to look back at some of the better car commercials from games of the past.10. Dodge: WisdomWe all should be so lucky to see 100 candles on the cake.9. Audi R8 V10 PlusA salute to NASA's brave pioneers, the Audi R8 V10 Plus has almost enough power to reach orbit.8. Volkswagen: Darth VaderA youngling unleashes the power of his costume on an unsuspecting VW.7. Jerry Seinfeld & George CostanzaIf you haven't seen Comedians In Cars Getting Coffee, it is Jerry's show based on classic cars. Check it out on Netflix.6. BMW: A Close CallHow to avoid a crisis: Allowing your BMW 5 Series to read your texts will help you steer clear of in-laws.5. Chevrolet: RocketsThe new Corvette ZR1 is a 755 horsepower beast. But the C6 version was a mean machine also.4. Mercedes-Benz: SoulThe CLA is an impressive ride, but we advise against signing your soul over to Willem Dafoe.3. Ford GT: The OneBill Ford wanted to set a precedent. The return of the Ford GT was a shock to the industry, just like the new version is today.2. Fiat 500 AbarthSelf Explanatory1. Jaguar: VillainsThis commercial cost a boatload of money, but it was worth it. Jaguar has come a long way in a short time. The F-Type SVR is just as impressive on screen as it is in person.There you have it, some of the best automotive advertisements in recent history. Tell us which one is your favorite in the comments below, and have a safe & responsible weekend.Fair Use Act Disclaimer. Copyright Disclaimer under section 107 of the Copyright Act 1976, allowance is made for “fair use” for purposes such as criticism, comment, news reporting, teaching, scholarship, education, and research. Fair use is a use permitted by copyright statute that might otherwise be infringing.

By Caitlin Duffy – July 17, 2013

What is an Exotic Car?

Exotic.You hear the word and you see a picture. Beaches, maybe, or a rainforest. Elephants and rhinos. Shark brains fried on the half shell. Green eyes paired with black hair and macchiato skin. A Lotus Exige S.But let’s be specific. What, really, does the term “exotic” mean?To automotive aficionados, the word has been used to describe a plethora of cars displaying any of a number of characteristics that would make it a rare or truly unique vehicle. It’s possible for a common car to become exotic, or an exotic model to become common. All it takes is a different culture, a different fan base, a few minor tweaks, or some time. “Exotic” covers a lot of ground when referring to cars, but all are essentially considered to be extraordinarily distinct, out of the ordinary, or notably different from what most people will ever see on the road.Exotic Cars For SaleExotic cars are:Exclusive and LimitedThis will apply when the model was produced in extremely limited numbers by the manufacturer, like the 2002 Mercedes-Benz CLK GTR Roadster. With only 6 ever produced, it’s not likely that you’ll see one of these. Or, it was not made available to a large potential buyers market, like the 2014 SRT Viper GT3-R. With a ticket price of $459K, only the elite few will be fortunate enough to call this car their own.Other cars become exotic when the number in existence becomes limited over time, and the car itself is either in great condition or easily able to be restored, such as the 1962 Studebager Hawk.Some are born exotic and rare as concept cars. Take this Lamborghini Urus Concept SUV. Promising to offer the lowest CO2 emissions of luxury SUVs available, the market won’t see these available until as late as 2017.And then there are those that, were, or are, used for racing. Like this Ferrari 458 Challenge. CustomizedCars that were either built by hand or extremely altered can be considered under the exotic label. Example? This 1964 Shelby Cobra Replica.Cars built from or using unique or unusual materials can also be considered exotic, like, say, the Morgan Aero8 SuperSports which has a wooden body tub which rests on an aluminum chassis. High MaintenanceFinding a certified mechanic to care for an exotic car in the United States can be more difficult than finding a Starbucks-free block in Manhattan. Yet finding an appropriate care technician is crucial to maintaining efficiency, performance and safety. Would you take your dog to an avian doctor? Or put regular gasoline in a C-series? I didn’t think so.

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