Mercedes-Benz News

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 18, 2020

2021 Mercedes-AMG GT Black Series Sets New Nürburgring Re...

Last week they did it with a sedan, and today we are happy to announce that the 2021 Mercedes-AMG GT Black Series has set a new Nürburgring lap record and is now the fastest production car around Nurburgring. In case you missed it, the Mercedes-AMG GT 63 S sedan used AWD and massive power to cross the finish line in 7:23.009. What we didn't know is that testing for this achievement involved a proper shakedown of the Black Series coupe. 2021 Mercedes-AMG GT 63 S Sets New Sedan Record At Nürburgring GT3 Phenom Maro Engel was behind the wheel of the AMG GT to offer insights to his teammates. During the lead-up, he was able to help them find an optimal line while also perfecting the camber, corner weight, and suspension settings in his car. The old German track demands the hardest sway bar settings while keeping AMG traction control between notch 6 and 7, its most intrusive safety system. Michelin offers two rubber compounds exclusively for this car, and he chose the softer one as the track warmed up. Far from the media and prying eyes, he aimed for the finish line at Wide Open Throttle. The timing lights read 6.48.047, nearly a second faster than a race-prepped Aventador SVJ from 2 years ago. Given the record holder is Rear Wheel Drive and has 4 fewer cylinders, Lamborghini will be hard-pressed to regain the top spot. As usual, Mercedes-AMG will build as many of these as dealers can order, with the exact tires and suspension seen below. So click the button to find our dealer near you. Browse Mercedes-AMG GT For Sale " width="680">

Mercedes-AMG GT Familie und AMG GT R PRO Presse Fahrvorstellung. Hockenheimring 2019 //Mercedes-AMG GT Family and AMG GT R PRO Press Test Drive. Hockenheimring 2019

By Edward Jones – July 17, 2019

2020 Mercedes-AMG GT R Pro Price Announced

The 2020 Mercedes-AMG GT R Pro price has been announced, as well as a few of the updates we'll be seeing for the new model year. For the new AMG GT R Pro's price, it will start at a cool $199,650, not including the $995 destination and delivery charge. That puts the sports car under the 2019 AMG S 65 Coupe's price of $241,450, but above the 2019 AMG GT R's price of $159,350. Mercedes also noted a few of the updated that we'll be seeing on the 2020 AMG GT models. This includes a new side skirt, rear diffuser insert, tailpipe design and more for the exterior. Inside, a new 12.3-inch digital instrument cluster and 10.25-inch multimedia display are standard and include Apple CarPlay and Android Auto. Expect the 2020 Mercedes-AMG GT R Pro to hit dealerships in the U.S. by late 2019. see all AMG GT's for sale

By Andrew Nabors – April 08, 2019

Mercedes-AMG GT R Pro Track Review by Carfection

Ever since Mr. A and Mr. G began modding Mercedes-Benz cars, they have never stopped improving AMG's lineup. Continual improvements caught the eye of their former bosses, and AMG was purchased by Mercedes-Benz in 1999. Now that the AMG GT has been on the market for a few years, it is time to make it a proper race car. If you have been wondering how good it really is, here is the Mercedes-AMG GT R Pro track review by Carfection. Henry Catchpole and team did a great job showing the differences between the AMG GT R and the new GT R Pro. First off, the shocks are manually adjustable, with separate compression and rebound dials. Then it was on to carbon fiber upgrades. Starting with a driveshaft tunnel brace, this gorgeous kit increases torsional rigidity by 7%. Carbon fiber can also be seen on the new front and rear spoilers, dive planes, and the fixed-back racing buckets. The track pack is now standard, so you will have a roll cage and fire extinguisher that are compliant for many classes. Engine and transmission settings were not changed, so you still have 577 horsepower and 516 lb-ft of torque at your command. If you think you can handle it, click the link below to find our dealer near you and stay with us for all your Mercedes-AMG news. Browse AMG GT R For Sale Related: Mercedes-AMG G63 vs Porsche Cayman GTS vs Audi RS3 Modified Mercedes-Benz E63 AMG Hits 199 MPH

Die Startampel steht auf Grün: Produktionsstart des neuen Mercedes-AMG GT in SindelfingenAll lights on green: start of production of the new Mercedes-AMG GT in Sindelfingen

By Edward Jones – March 28, 2019

First Revamped Mercedes-AMG GTs Roll Off the Production L...

The revamped Mercedes-AMG GT models have begun rolling off of the line at the German automaker's plant in Sindelfingen. The first vehicle was the new Mercedes-AMG GT R Pro, a limited edition model that's built for better track performance. Staff at the plant re highly trained to finish off the vehicles with a handmade quality. This includes the fabric top, carbon fiber roof, glass roof and much more. "Our production of the Mercedes-AMG GT demonstrates once again that we have a highly qualified workforce at the Mercedes-Benz Sindelfingen plant which is dedicated to producing vehicles to the very highest standards of quality," says Ergun Lümali, Chairman of the Mercedes-Benz Sindelfingen Works Council. "Within the competence center for luxury vehicles of Mercedes-Benz in Sindelfingen, the production of the Mercedes-AMG GT as a top sports car clearly plays a special role." Want your own AMG GT? Check out all of our listings by clicking the button below. view all amg gt's for sale

By Edward Jones – March 04, 2019

Mercedes-AMG GT R Roadster Has Been Unveiled

The new Mercedes-AMG GT R Roadster has just been unveiled and it's as sharp-looking as you'd expect. Mercedes notes that they will only be creating 750 examples of the new roadster, so if you're interested, act fast. Underneath the hood of the new AMG GT R Roadster is a 4.0-liter V8 with Biturbo tech, providing 577 horsepower and 516 lb-ft of torque. Mercedes notes that this power will launch the car from 0 to 60 mph in 3.5 seconds and will hit a top speed of 197 mph. For the top, Mercedes chose a three-layered fabric soft top that utilizes a structure comprised of magnesium, steel and aluminum. When the top is down, the driver and passenger can take advantage of the AIRSCARF system. When activated, AIRSCARF will blow heated air down the necks of the driver and passenger from the head restraints. If it's cold out and you want an open-top experience, the AIRSCARF is a lifesaver. Great Deals on Hummer H1 For Sale! Just like its coupe relative, the AMG GT R Roadster is full of enhancements that make it a driver's dream. Depending on the driver's mood or the road condition, there are four different driving modes that can be selected: "Basic", "Advanced", "Pro" and "Master". AMG has also fitted the car with multiple mechanical enhancements, like the chassis with uniball joint bearings, coil-over suspension (w/ adaptive adjustable damping), active rear-wheel steering, electronically controlled limited-slip differential, high-performance composite brake system and more. Delivery dates and pricing has not been announced as of yet. see all mercedes-amg gt's for sale! Go Off-Road: See all Hummer H1 for Sale

By Andrew Nabors – November 29, 2018

2020 Mercedes-AMG AMG GT R Pro Revealed

The last four years has seen unprecedented competition in the market for sports cars. Our friends at Mercedes-AMG have never been content to let their lineup get stale, so they have unveiled a hot new version of the AMG GT. Taking influences from their GT3 racing program, the new AMG GT R Pro blurs the line between race and street. A new stability system known as AMG Dynamics allows for more cornering grip and faster response to changing conditions. Three modes are available across all versions of the AMG GT. Basic mode covers slippery and comfort situations. Advanced is aimed at winding roads allowing for more spirited driving. Pro mode is only available in Sport +, and it is intended for drivers who want to be on the edge. Master mode is only offered on the GT C and GT R, and it can only be accessed in Race mode. Those distinct settings wouldn't be worth much without a more capable car. The new AMG GT R Pro is a result of lessons learned in GT3 and GT4 racing. It starts with new coil-over suspension at all corners. Compression and rebound are easily adjusted by dials on each shock. The former has individual responses based on speed. Both sway bars are adjustable, and the front is made of carbon fiber. All control arms have ball joints instead of bushings because nobody like mushy responses when cornering. A new carbon fiber panel under the rear suspension serves to maintain consistent geometry and precision. Unfortunately the computer controlled hydraulic motor mounts remain an unnecessary luxury. Additional carbon fiber reinforcements are hidden from view, but the new aerodynamic parts are stunning. A lower front splitter along with fender vents creates more downforce. The rear spoiler has gained a Gurney flap, because Dan Gurney was a genius. Earlier this month AMG driver Maro Engel lapped the 'Ring in 7.04.632, elevating the AMG GT R Pro to become the fastest street legal AMG to-date. View All Mercedes-AMG GT For Sale

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