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

Ferrari News

Ferrari news from duPont REGISTRY News, updated daily with model reveals, first drives, auction results and current market prices. Our coverage runs across the whole line-up, from the 296 and 296 Speciale to the SF90 XX, the 12Cilindri and the F80. We also follow the earlier cars that built the reputation of the Prancing Horse over seven decades. Reporting comes from the Monterey and Pebble Beach auction floors, and from first drives of new models as they arrive. One thing separates this from other supercar news: many of the Ferraris covered here are listed for sale on the duPont REGISTRY marketplace. Read the story, then see what an example is genuinely worth. For Ferrari news today, and the exotic car news around it, start here.

By Andrew Nabors – March 04, 2017

Ferrari California T: Torque in a Topless Twin Turbo

It is important to remind yourself that the Ferrari California T is a GT car. As in, it’s a Grand Tourer in the traditional sense. Driving around town is very easy, competent and efficient, which may sound a bit boring, but it’s not meant to be. Obviously the car looks fantastic and people will check it out, but when you are just heading to run an errand you want your vehicle to achieve that without heroics. I was personally happy that the California T was so functional for everyday use. But show the car enough room and it reminds you it was designed to eat up long fast roads with style and speed, not just perform at the max for short bursts.The best way to drive the California T is to let the car do all the work, as it certainly knows how. My favorite moments came when driving in third/fourth gear, sweeping corners that allowed the seemingly constant torque range to launch me from one to the other. The small twin-scroll turbos spool up quickly and deliver huge amounts of power almost immediately. With no lag above 2,500 rpm, you can smoothly, but energetically, roll back on the gas and balance the car mid corner for a fast exit. I like the seven-speed dual-clutch gearbox. It makes the right noises on a downshift in sport mode, but perhaps what will impress you most is what you don’t feel: those irritating bumps and ripples from the road. This agile touring Ferrari absorbs them like a pro without giving up performance when pushed hard in corners.People often ask about ceramic brake discs on a road car and how they work at slower speeds. They come standard on the California T and with a bit of temperature in them, they are amazing. That heat will be easy to generate, as drivers tend to enjoy spirited bursts of acceleration. The best part? Doing all this with the top down. My advice for the complete California experience is to find any excuse for a drive out of town, head somewhere for a great lunch with a friend and roll into those sweeping turns. Or, skip lunch, and head into the sunset. If you are looking for a Ferrari for sale, consider the California T, as it packs a wallop of a punch in a classy convertible.$202,723 | 3.8L twin-turbo V-8 | 553 hp | 0–60: 3.6 seconds Top Speed: 196 mph | Transmission: 7-speed dual-clutch automatic | Torque: 557 foot-pounds

By Andrew Nabors – March 03, 2017

Ferrari 458 Spider: Last Naturally-Aspirated Convertible ...

The big news for the Ferrari faithful back in 2012 is the addition of the 458 Spider to the lineup. Unlike its predecessors, Ferrari avoided the fabric convertible top, and also the flip-top SuperAmerica. Where the Superamerica’s transparent roof rotated into the rear deck lid, the 458 Spider’s roof separates and stacks before flipping under a traditional tonneau cover. Ferrari says its patented design keeps the folded roof from intruding into the engine compartment or cabin area and even leaves room for a small luggage bench behind the two chairs. Made entirely from aluminum, the 458 Spider’s top apparatus weighs 55 pounds less than a traditional soft-top and opens and closes in a fast-for-a-hardtop 14 seconds. Altogether, Ferrari says the 458 Spider (it dropped the Italia part for the convertible) is 111 pounds heavier than the coupe for a dry weight of 3,153 pounds; we anticipate its curb weight to be around 3,400 pounds. Ferrari says it will run zero-to-62 mph in 3.5 seconds and top out at more than 198 mph, a modest increase of 0.1 of a second and decrease of four miles per hour compared to the coupe. The new rear cover features two large and six smaller intakes feeding the engine and cooling the radiators for the clutch and gearbox oil. Air is diverted inward by two large roll hoops behind and on either side of the passengers’ chairs. The visuals provided by the intake vents and buttresses, especially from an angle above the car, are nothing short of mesmerizing. The rest of the Pininfarina-penned coupe’s aerodynamically sculpted lines and compact shape are retained. The only item we will miss is the transparent rear window with easy visual access to the 4.5-liter V-8 engine. Like the coupe and an often unmentioned aspect of the 458 Italia, the car’s screaming engine normally creates 557 hp and only makes the full 562 when the little deformable flaps in the front intakes are flattened at very high speeds. The V-8 features direct fuel injection for less fuel consumption and emissions while improving performance. Ferrari 458 Price, Horsepower & Specs Despite its high-revving nature, the power plant puts out 80 percent of its 398 lb-ft of torque at 3,250 rpm. Of course, the traditional flat-plane racing crankshaft and triple exhaust parlay with the 9,000-rpm redline to produce a mechanical aria that is as patriotic sounding to Italian car lovers as the car’s name. Ferrari says it tweaked the 458 Spider’s exhaust note further for even more ear splendor within the cabin. The sublime F430 is a pretty tough act to follow, but with the original 458 Italia and now with the 458 Spider, Ferrari has surpassed most people’s expectations while raising the bar on the other exotic-car manufacturers. LIST PRICE: $225,325 coupe, ENGINE: 4.5-liter V-8 HORSEPOWER: 557 hp @ 9,000 rpm TORQUE: 398 lb-ft @ 6,000 rpm TRANSMISSION: 7-speed DCT 0–60: Less than 3.4 seconds (coupe), 3.5 seconds (spider) TOP SPEED: More than 202 mph (coupe), 198 mph (spider) WEIGHT: 3,267 lb (coupe), 3,400 lb (spider) LENGTH: 178 inches TIRES: Front: 235/35ZR-20, Rear: 295/35ZR-20 PRO: Deserving successor to the beloved 430 CON: No more clear view of the engine View All Ferrari 458 Italia News, Articles, Video

By Andrew Nabors – February 27, 2017

Ten Things You Didn't Know About the Ferrari F430

One of the best bargains in the world of Italian cars is Ferrari's F430. As the predecessor of the 458 Italia and successor to the 360 Modena, F430 has a few unique traits that you might not be aware of. Ultimate Buyers Guide to the Ferrari F430 New Power: The 4.3L V8 was a clean sheet design, leaving behind the legacy and compromises of a 40 year old design. Sharing is Caring: F430 shares many major chassis and body components with the 360. If it isn't broken, don't fix it American Influences: Designed by American Frank Stephenson at Pininfarina, the chassis was built for Ferrari by Alcoa (Aluminum Company of America) Low Profile: Factory 19" wheels riding on very short sidewalls left little room for improvement by the aftermarket. Chained for your protection: F430 uses reliable and strong timing chains instead of failure prone belts. The days of engine out services are over F1 Transmission: For the first time, the automatic F1 transmission outsold the traditional manual. As a single clutch automatic, clutch life is a major consideration in the purchase price Factory Backed: Ferrari's support of the F430 is ongoing. Revised exhaust manifolds and more efficient F1 pumps are just two of the upgrades offered to keep these great cars on the road Sweet 16: The F430 Scuderia Spider 16M was a celebration of sixteen constructor championships in Formula 1. Only 499 were built, each one making 503 hp Two inline fours: The engine has eight cylinders, but the flat plane design is really two four cylinders sharing the same crank. Each bank has its own sensors and computer, almost independent of each other Collaboration: The first production Ferrari to use the same computer modeling as their Formula 1 team, F430 creates the same drag as the 360 with much more downforce at speed.

By Edward Jones – January 26, 2017

Doing Donuts in a Ferrari F12berlinetta

When some people buy a Ferrari F12berlinetta, they drive it carefully on the road or keep it pent up in a garage. On the contrary, some people take their Italian grand tourer out for some donuts-- the rubber kind.(Also Check Out - LOUD Widebody Liberty Walk Ferrari 488 GTB)The Hoonigans invited their friend from Car Porn Racing over to the DonutGarage for some smokey donuts. The description and title of the video explain that the car has 731 horsepower on tap, alluding to the fact that this car is entirely stock. It's still crazy to think that such a refined car like the F12berlinetta has so much horsepower on hand and can go wild like any supercar out there.Check it out for yourself by clicking play below.All Ferrari F12berlinetta For Sale

By Edward Jones – October 27, 2016

Ferrari F12 Replacement Spied

The Ferrari F12berlinetta was revealed back in 2012 as the brand's flagship V12-powered supercar. With a front mid-engine setup and rear wheel drive, the F12berlinetta was highly praised and won multiple awards. However, that was four years ago. Since then, Ferrari has brought the F12tdf into the world, revitalizing the F12 model, but it seems that the Italian automaker is looking to breathe more life back into the model.(Related - Ferrari F12berlinetta Novitec N-Largo Gets Loud and Wild)YouTuber 356Daly recently spotted a test mule driving around Maranello and he seems to think that it's actually a new F12 model. In the video's description, he also notes that the car is rumored to come with the name "F12 M," and that it will be released into the wild in early 2017. After watching the video, it's very possibly that the car in the video may be a F12 successor due to the Grand Tourer layout. But, time will only tell.All Ferrari F12berlinetta For Sale

By Edward Jones – September 29, 2016

LaFerrari Aperta Officially Revealed

Ferrari has finally revealed their latest hypercar at the Paris Motor Show and it's officially called the LaFerrari Aperta... not Spider. But, before I go any further, I must tell you that all of the reported 209 LaFerrari Apertas to be made have already been spoken for and is completely sold out. If you're wondering how much these people had to pay to get one pre-ordered, estimates online have been ranging from $2.1 million to $3.9 million.As far as performance figures go, the LaFerrari Aperta is just as formidable as its Coupe brethren. Motor1 notes that the hypercar will run these figures: 0-60 mph in less than three seconds, 0-124 mph in less than seven seconds and 0-186 mph in 15 seconds. Its top speed is currently rated at over 217 mph.Complete LaFerrari Aperta Specs To achieve these numbers, Ferrari's engineers made sure they could get the most out of the 963 hp combination of V12 engine and electric motor. And to do this, they had to engineer the heck out of its open-top aerodynamics and its chassis. Ferrari notes that the LaFerrari Aperta has the same rigidity and drag coefficient characteristics as the LaFerrari coupe, both being huge feats.Impressive? You better believe it.View LaFerrari For Sale View the unveiling. Skip to around 15:27 for the LaFerrari Aperta.

By Andrew Nabors – September 27, 2016

1995 Ferrari F50 at Velocity Motorcars

To celebrate a half-century of building the world's fastest cars, Ferrari built one for the ages. The F50 reigned supreme from 1995 to 1997 as the successor to the legendary F40. It's powered by a 4.7-liter version of their 3.5-liter V12 engine from the early 90's Formula 1 team. Transforming a race engine to behave well on the street is no easy task, but it allowed the driver to have 514 hp and 347 lb-ft of torque on tap. It was to be the last Ferrari supercar to have three pedals, and the close ratio six-speed manual was the only gearbox offered. It may look like a hard top coupe, but a large storage box for the removable roof is included.The mid 90's saw a host of advances in engine technology along with ever-tightening safety standards. Sixty mph arrives in 3.8 seconds on your way to 194 mph. Ferrari knew this would be their last street legal race car, so production was limited to only 349 examples. It has all the conveniences of a street car with a dry weight of 2,700 lbs. Sadly, we will never see another car with such a brutal power-to-weight ratio, or another race engine disguised for the street. As part of the Halo Collection, it has only amassed 1,598 miles since new. Considering the recent sales records of its stablemates, this Classiche Certified Ferrari F50 is a solid investment.View Listing

By Nicole Slaughter-Graham – September 23, 2016

Velocity Motorcars' Ferrari Halo Collection by TMash Phot...

Written by Tanner MashburnHaving the opportunity to photograph a collection of the best Ferraris in the world is definitely something that doesn’t come around very often. The Ferrari Enzo, F50, F40 and 288 GTO are rare enough to see on their own but all in one place is almost unthinkable. Although I would have loved to spend an entire weekend with these amazing cars the deadline was very soon so these, along with other rare Ferraris in the collection, had my full attention for one day only. They were all to have full inventory photos taken for Velocity Motorcars. These photos would then be used for advertising purposes and featured in the October Issue of duPont Registry.Ferrari For Sale Miami Walking into the building where this collection was kept left my jaw on the floor. They were all lined up perfectly and were as clean as the day they came from the factory. I found a corner of the storage space that was best for these cars to be photographed. The white wall was simple but combined with the red paint of each Ferrari made for a perfect photo. Even better, the glass opening in the ceiling provided natural light from the sun that shined down on each car throughout the day.The process to photograph these cars was very simple yet incredibly time-consuming. In total it took about nine hours to photograph the cars. I am sure the process could have gone much quicker, but it was impossible not to slow down and admire the little details. After the inventory photos were done we took the four main cars to a nearby location for some night photos. Driving an F50 to the location and an Enzo back when we were done is definitely a check off the bucket list!Once at the location, we lined the four cars up for a group photo. Once that was complete individual photos of the F50 and Enzo were taken. All of the photos used no major lighting equipment, just a handheld light and a long exposure from the camera. Almost everything in the final product was straight from the camera with very little editing. In the end, I was very pleased with how the photos came out. The inventory photos captured an overall view of every car that I hope results in a quick sell and the group photos were a once in a lifetime experience that I will never forget. Seeing the Enzo photo on the cover of the October duPont Registry was definitely a dream come true for me.Learn More About the Collection

By Edward Jones – September 15, 2016

So Close: Jaguar E-Type Barely Misses Crashing Into $40 M...

We've all joked about not getting into an accident with the expensive looking car in front of us. But, what about when that car is worth £30 million (approx. $39,000,000 USD at today's current exchange rate)?Well, that's what happened at the Goodwood when a Jaguar E-Type was taking part of a classic car race. When the classic English vehicle was coming up to a corner, it came in hot. So hot, in fact, that the Jaguar started to spin out. Unfortunately for the driver who was trying to control his car as he was losing control, there was another car right in front of him and that car was a Ferrari 250 GTO.Somehow, and I'm not sure how, the Jaguar managed to miss hitting the Ferrari by what looks like inches. I'm serious. It doesn't get much closer than this. Check out the video below and get ready to catch your jaw, because you almost just witnessed one of the most expensive car accidents, ever.View Classic Ferraris For Sale

By Edward Jones – August 10, 2016

Electric Ferrari 308 GT: An "Obscene Concept"

Have you ever seen an electric-Ferrari? Probably not, and that's because such a thing is an "obscene concept" to Sergio Marchionne, according to WIRED UK's video description for their latest upload: "The Electric Ferrari 308 GT - The Car That Shouldn't Exist." (Also Read - Tesla Autopilot Might Save Your Life)After a very special 308 GT suffered from a fire that rendered its engine useless, a team in California decided they would give the car new life. After some precise engineering and heavy-duty batteries, the team ended up with that obscene concept. And by that, I mean they ended up with an electric Ferrari.The car, driven by WIRED's Jack Stewart seems to be full of electric torque, while still maintaining the classic styling that Magnum P.I. would appreciate. Check out the video below to see the car in action for yourself.Ferrari 308s For Sale

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