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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 03, 2020

Why to Buy the C7 Corvette Stingray

A much younger me was not too bright. Working at Ron Anderson Chevrolet, I bought a new 2003 Corvette 50th Anniversary Convertible for $57,000. Adjusted for inflation, it would be $82,000 today. After that, it was a new 2007 Corvette Indy Pace Car Convertible for $68,000. That would be $88,000 today... Hindsight is 2020, as a new C7 Corvette Stingray for sale is the most affordable Vette yet. Chevrolet took a gamble on the new 2020 C8 Corvette. They knew it would alienate some of the hardcore Corvette faithful. That's why they built a boatload of 2019 C7 Corvette Stingray for sale. Here is the best part: Chevrolet has ordered their dealers to sell them by all means possible. Last C7 Corvette Hammers for $2.7 Million at Barrett Jackson Production on the new 2020 C8 Corvette Stingray started this morning, so the remaining 2019 C7 Corvette Stingray deals can be found for under $40,000. That will get you a base-model 7-speed manual with 460 horsepower and 460 lb-ft of torque. The 8-speed automatic isn't too shabby either. C7 Corvette Price, Specs, Photos & Review Conservative driving offers 30 mpg on the highway. 2019 C7 Corvette discounts don't apply to the Z06 or ZR1, and the latter will outperform the C8 until something hotter is released. A used C7 Corvette Stingray is even more affordable, and it can hang with many new exotic cars for sale. Click the button below to find the most affordable Corvette of all time, and stay with us for all your Chevrolet news. Browse All C7 Corvette Stingray For Sale " width="680">

By Andrew Nabors – November 15, 2019

Why You Should Buy A Lamborghini Huracan Performante

Have you ever wondered how two cars can go faster than one? The concept of drafting at high speeds is taking advantage of aerodynamics. Any moving object creates a low-pressure area behind it. The faster you go, the more your car is held back by the hole it punches through the air. So why not force air into this void? Lamborghini has shocked the world with an ingenious and simple solution. By taking air from high-pressure areas and sending up into a hollow rear spoiler, the Lamborghini Huracan Performante takes air that would normally hold the car back and injects it into the void. The system is named ALA for the Italian translation of Active Lamborghini Aerodynamics, and it was quickly patented. This is a real game-changer, and Ford uses a similar concept in the hollow taillights and the flying buttresses of the Ford GT. While Ford's system is passive, the Huracan Performante controls how much air is sent into the slipstream left to right also. When cornering at high speeds, there is a bias between the air emitted left to right. This holds the car to the ground and allows for clean rotation through the curve. But Lamborghini didn't just apply this system at the tail. Behind the front bumper are variable, and that ration how much air goes over or under the spoiler. Wild aerodynamic systems like this were banned by most racing classes long ago, so we're glad Lamborghini chose to revive them for us to enjoy. Thanks to the increased downforce, the suspension is 10% stiffer. But don't let that scare you, they are still the same magnetic shocks that offer a comfortable ride on the street (Strada Mode). Compared to an LP640-4 Huracan Coupe, the Performante is 88 lbs lighter thanks to forged aluminum and carbon fiber. The big V10 offers 631 horsepower and 443 lb-ft of torque. It will spend all day at 8,000 rpm, so get your helmet ready for the next track day. It lapped the 'Ring in 6.52.01, making it the fastest production car for a few weeks. Their cousins at Porsche used a home-field advantage to run 6.47 in the 911 GT2 RS. But at these power levels, who cares about 5 seconds? When the steering wheel is aimed dead ahead, your Performante instantly retracts the ALA system into low-drag mode and you accelerate like an ACME rocket. That is why you deserve one for yourself. The factory has been running 3 shifts to meet demand, so here is the Huracan Performante in 5 stunning colors. Our dealers are always ready to help you, so check these out, and we'll take care of selling your old car. Browse Lamborghini Huracan Performante For Sale

By Andrew Nabors – February 01, 2018

Why You Should Buy A Porsche 911R

In matters of style, swim with the current; in matters of principle, stand like a rock. President Jefferson was making a point that your style should always go with the flow, but you shouldn't sacrifice what you believe in. We believe in Porsche's abilities to stay on top of automotive design without altering the formula for a true 911. Give it a powerful flat-six and a manual transmission, what more could you ask for? The Porsche GT3 RS is a great car, and in most aspects it is the state of the art. But like every other modern car, it is loaded with computers, communications, and entertainment systems. Many publications and customers made it known that offering the top-level 911 without a manual transmission was a travesty. So in a bold move, Porsche took and old page from their playbook and went back to basics. The 2016 Porsche 911 R is a mic drop to every other car in recent history. It has two seats, a steering wheel, and three pedals. Spartan yet elegant is the Porsche 911 R interior. Dual-clutch automatics can shift faster than any human, but they are heavy and expensive. Even manual transmissions have become too complex, with dual mass flywheels that kill performance. So Porsche went back to basics with a traditional flywheel and pressure plate. Seventh gear was deleted to make room for six stronger gears with ratios close to what is found in the automatic of the GT3 RS.The pedal is stiff, but very consistent and predictable-- it has to be in order to survive being coupled to a 500 hp engine. Even the base model Carrera is now turbocharged, so the 911R is one of the last naturally aspirated supercars. The Porsche 911 R engine is the 4.0 liter flat six from the GT3 RS, with the ability to rev to 8,600 rpm. Most of the other 911 R specs are close to the GT3 RS. Porsche 911 For Sale By Owner Every non-essential system was omitted to save weight. The roof is magnesium and carbon fiber was used for the hood and fenders. Even the famous die-cast hood emblem was replaced with vinyl. With front axle lift and rear wheel steering, the curb weight is a svelte 3,021 lbs. Being six hundred pounds lighter than the 911 Turbo makes it a blast to drive, I just wish I could have kept it for the weekend. You hear everything. You feel everything. And you do it without the outrageous aerodynamics. A full-length belly pan and rear diffuser keep the car glued to the road. Only 991 cars were built, and they are among the last non-turbo stick shift cars we will encounter. If you do not enjoy driving, this is not the car for you. Ferdinand would be proud to see such a machine bearing his name, so don't hide it away in fear of the odometer. The Porsche 911R is as solid as titanium with the precision of a scalpel. Without any options the suggested Porsche 911 R price was considerably less than a convertible Turbo S, a relative bargain for a piece of history. Here are our top 5 listings: View Price & Listing View Price & Listing View Price & Listing View Price & Listing View Price & Listing

By Andrew Nabors – December 13, 2016

Why You Should Buy A Ferrari Challenge Car

Ferrari owners enjoy closer interaction with the factory than any other manufacturer. And Maranello likes to listen to their fans, and they noticed a trend among enthusiasts in the early 90's. Instead lieu of a traditional car show, many owners were suiting up and hitting the track. But that's how it all starts. You come home with a 2nd place finish and your mind gets the better of you. Your beloved Ferrari could have been faster if you just remove weight, so the carpet is rolled up and placed in the attic. You could compete in the pro-am class if you had a roll cage. Say goodbye to your radio and dash. The transformation from street car to race car is often irreversible, because the performance gains are addictive.The big auto companies love to see their owners go racing, because it creates repeat business. But Ferrari saw it as an opportunity to build race-prepped cars at the factory. Manufacturers don't make money on race cars, which is why the Challenge Series is so unique. Beginning with the 348 Berlinetta and continuing with the upcoming 488 GTB, Challenge Cars are among the best stress relievers on the market.Early cars like the 348 and 355 were built with provisions to be raced, with the dealer performing final installation of the hardware. With the launch of the 360 Modena Challenge, the cars left the factory ready to race. Our Federal Government doesn't like us to enjoy driving, so technically the 360 Challenge Stradale was the last street legal example. With more recent versions like the F430 and 458 Challenge, the owner receives a Bill of Sale along with a potent race car. We don't advocate circumventing the DOT, but loopholes have been found to register them if you are willing to do some homework.360 Challenge Stradale The most sensible choice is the only Challenge Car to offer A/C and an audio system. Door panels and most of the interior are carbon fiber, and the engine boasts a higher compression ration than the 360 Modena. Only 200 cars were produced, mainly due to the exotic materials involved. Carbon ceramic brakes were still new technology, and instead of steel springs at each corner Ferrari used titanium. Being 3 seconds faster around the Fiorano race track, it left the Modena in the dust. All Ferrari 360 Challenge Stradale For Sale F430 Challenge Next in the series was the F430 Challenge. Using the same production engine as the F430 production model, every other component was aimed at dominating the competition. As a purpose-built race car, stability control was eliminated and the electronic differential was swapped for a mechanical unit. The F1 single clutch automatic was revised with closer ratios, and the differential ratio was shortened. Using Lexan instead of glass, F430 Challenge is over 650 lbs lighter than the production car. All Ferrari F430 Challenge For Sale 458 Challenge Unloading a 458 Challenge Car at duPont REGISTRYAs the state of the art in the Ferrari Challenge, the 458 Challenge Evo makes 570 hp and 398 lb-ft of torque. Lower and wider than the production car, the front splitter is not kind to street driving. The approach ramp to our building was poured with supercars in mind, but the aggressive aerodynamics of the race car required improvisation to reach the showroom. Unlike its predecessor, it combines the stability and traction control systems into the manettino on the steering wheel. All Ferrari 458 Challenge For Sale We know a 488 Challenge has just been unveiled, but they have yet to hit the market.With limited production of these models, there will always be a demand for factory-built race cars. Modifying your street car is a surefire way to destroy its resale value, so consider a Challenge for your next track car. As always, we don't advocate driving race cars on the street, but its only illegal if they can catch you.

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