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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 – November 28, 2018

Jeep Unveils the 2020 Gladiator

Do you like the looks of the Jeep Wrangler? Do you need the capabilities of a mid-size truck? It looks like you are in luck. The latest news from the LA Auto Show is the all-new Jeep Gladiator. Jeep trucks are nothing new, they have been produced at several times since WWII. The CJ8 Scrambler was built from 1980 to '86, and they have become collectors items for all Jeep fans. Responding to AEV's Brute conversions, Fiat-Chrysler allowed them to engineer a 5-foot bed of high-strength steel. It can hold 1,600 lbs and tow 7,650, more than many mid-size trucks can offer. With the lowest crawl ratios on the market, you can pull your friends out of the mud thanks to the 3.0-liter EcoDiesel. It has 260 hp and 442 lb-ft of torque sent through an 8-speed automatic for better highway mileage than any Jeep so far. AEV JK350: What's Coming Next? Locking differentials front and rear send power to 33" tires, and the sway bars have quick disconnects. Choose between a soft top or two optional hard tops along with several options for the doors and even a folding windshield. The hood, doors, fenders, and tailgate are aluminum for long life and a low center of gravity. Combined with over 80 available safety and security features it is the safest Jeep ever built. View All Jeep Wranglers For Sale " width="680">

By Edward Jones – May 17, 2018

Hennessey Jeep Runs 0-60 in Under 3 Seconds...What?

Hennessey Performance's upgrades for the Jeep Trackhawk are enough to turn the car into a Super SUV capable of hypercar-like acceleration. After their upgrades to the car, including a new 4.5-liter supercharger system, headers, high-flow fuel injectors and a lot more, the HPE1000 Trackhawk creates 1,012 horsepower and 69 lb-ft of torque.Hennessey Sets New Dodge Demon Record Quarter-Mile TimeWith that much power at the ready, how fast can the HPE1000 Trackhawk go? Hennessey Performance recently tested the SUV's capabilities and recorded the sprint for their YouTube channel. In the video, found below, we see the modified Trackhawk attempt a 1/4-mile run. The results? How about a 0-60 mph time of just 2.7 seconds and a 1/4-mile time of 10.7 seconds @ 132 mph. That kind of acceleration puts it into the same range as the new Acura NSX, Ferrari F12tdf, Lamborghini Aventador, McLaren 650S and Porsche 911 Turbo S. All of those are supercars, while this Trackhawk has room for a family and four doors. Impressive? You bet.

By Andrew Nabors – December 24, 2016

2017 Jeep Wrangler Unlimited Rubicon Hard Rock Review

With age comes refinement and wisdom, and that is what we experienced in the 2017 Jeep Wrangler. For the 75th model year of the iconic 4WD Fiat-Chrysler released a Hard Rock edition for the top of the line Rubicon. We spent a week with a 4 door (Unlimited) model and it was thoroughly impressive. We have several Jeeps in the collection downstairs including a 1963 Station Wagon and a 2007 Wrangler Unlimited. A new Wrangler will arrive next year, so this will be the grand finale of the JK series. The Hard Rock edition arrives with body and chassis upgrades, taking cues from the aftermarket.At first glance, we were struck by the aggressive looks of the latest model. Taking cues from the aftermarket, the front bumper is steel with provisions for a winch. Rock sliders under the doors serve double duty as convenient step bars, and a Power Dome hood looks ready for battle. Two tone 17" wheels are wrapped in 32" BFG Mud Terrain tires, which are a decent compromise between asphalt agility and traction on the trails. Although Florida has no shortage of muddy situations, our offroad evaluation was limited to the grassy knoll in front of our HQ.On the streets of St. Petersburg, the Wrangler proved to be more comfortable than any of its predecessors. It does feel heavier due to thick skid plates and a ton of options. This is where the modern Jeep remains relevant in the modern era. Some of us view the plethora of content as pandering to a diverse market, and straying away from the core ideology. Hardcore Jeepers would probably laugh at the idea of power locks and heated leather seats, but that is only the tip of the iceberg. Being able to disconnect the sway bar electronically is nice, but why involve a complicated system in lieu of removing two bolts? Other superfluous parts include power locks, nine speaker audio, trailer sway dampening, and hill descent control.To make up for the additional weight, the standard 3.73 differentials are swapped in favor of a 4.10 in locking Dana 44 axles. What has not changed is the 3.6 liter V6. While most late model V6 engines are rated above 300 hp, the Wrangler must make due with 285 hp and 260 lb-ft of torque. The transfer case has a 4:1 low range which makes up for the deficit with a great crawl ratio, but acceleration on the street is less than stellar. On the other hand, Wrangler owners are not interested in quarter mile times so the V6 is perfectly adequate. For $47,620 you will receive the most well appointed Jeep ever built. All Jeep Wrangler For Sale

By Edward Jones – December 15, 2016

2017 Jeep Cherokee Overland 4x4 Review

For those wanting a luxury SUV but don't want to fork out the typical minimum price tag of around $50k, the 2017 Jeep Cherokee Overland 4x4 may just be what you're looking for. Coming in with a smaller stature than the Grand Cherokee, but loaded with amenities, the Cherokee Overland 4x4 is an excellent SUV.So, what makes this an "Overland" edition? First off, the badging gives it all away on the exterior. Another feature that helps the Overland's exterior is the Heavy Duty Protection Group package that adds skid plates and a full-size spare tire. Ours was fitted with this option, which cost $435. 2017 Jeep® Cherokee OverlandInside is where this Jeep really shines. From the seats to the dashboard, just about everything is covered in leather. And those leather covered seats? They're heated and ventilated in the front (the ventilated part pays off in the hot Florida winters). "Overland" branding is also found on the headrests of these seats, reminding you that you're driving a top-of-the-line Cherokee. Another fantastic aspect of this Jeep's cockpit, aside from the plush environment, is how quiet it is inside and how smooth the ride is. While the Trailhawk is ready for rocks with a stiffer suspension, the Overland is definitely softer, which is perfect for daily driving. 2017 Jeep® Cherokee OverlandAs far as power goes, this Jeep has a 3.2-liter V6 installed, which is mated to a nine-speed automatic transmission and a 4x4 setup. This engine has 271 hp and 239 lb-ft of torque on tap. The power wasn't incredible and definitely wasn't noteworthy, but you're not buying this car for speed. However, it definitely caught me up to speed relatively quickly when it came to merging onto our interstate.Our test example had a price tag of $43,730 after all of the options. That being said, it has a base price of $37,695. If you're looking for a smooth, luxurious SUV under $50,000, this is one of your best bets. 2017 Jeep® Cherokee Overland

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