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 – February 09, 2021

2021 Mercedes-Benz GLA Arrives Loaded With New Technology

From anticipating your radio station to learning your handwriting, the 2021 Mercedes-Benz GLA arrives loaded with new technology. The latest MBUX infotainment system remembers every input you make, along with the time and other variables. In just a few hours of driving, this new crossover SUV will anticipate your choices. Two touchpads on the steering wheel make the menus easy to browse, and you can configure your most-used systems on the home screen while also eliminating clutter. Integrating your itinerary, the car can also act as your digital receptionist. Ford and GM have doubled-down their integration of Alexa Auto by Amazon, so we'll compare both systems for you soon. In the meantime check out these great offers on the new GLA and check out this preview of the all-electric EQA lineup! Mercedes-Benz GLA For Sale Image (C) Mercedes-Benz USA

By Andrew Nabors – February 03, 2021

2021 Mercedes-Benz GLA Is Compact Luxury

Shorter but wider than before, the 2021 Mercedes-Benz GLA is compact luxury. By chopping off the front and rear overhangs, stylists started with wheels that are closer to the edges of this new crossover. Sarah Ellser offers insights offered by the longer wheelbase, such as more legroom for all passengers. Hard lines and creases were shaved to bring the GLA in-line with their newest design language. Even for those that don't want the power of the AMG models, the AMG-line upgrades to the body make the GLA-Class stand out from every other competitor. The GLA outsold all other Mercedes-Benz models last year, and that is why they made sure the 2021 model year raised the bar for the brand. Starting under $40,000, they are a bargain for the best safety and quality in this segment. For a more in-depth comparison check out GLA: Old vs New. Mercedes-Benz GLA For Sale Image (C) Mercedes-Benz USA

By Andrew Nabors – January 28, 2021

2020 Mercedes-Benz GLA: Old vs New

Being one of the world's most popular SUVs, let's look at the 2020 Mercedes-Benz GLA: old vs new. What first arrived in late 2014 has never failed to disappoint. This compact crossover can be had with efficient 4-cylinder power, turbocharged AMG All-Wheel-Drive, and a snappy dual-clutch. Although incredibly rare, a few examples of the GLA 250 were offered with a six-speed manual. Having all the tech and safety you need, the first generation Mercedes-Benz GLA makes a great daily driver. It will soon be going all-electric, so check out the 2022 Mercedes-Benz EQA lineup. Mercedes-Benz GLA For Sale

By Andrew Nabors – January 20, 2021

2021 Mercedes-Benz EQA Is A Compact Electric Crossover

Electric cars have the oil companies sweating. As if you needed more proof, the 2021 Mercedes-Benz EQA is a compact electric crossover. After years of development, this little hauler arrives with no compromises. Fast Financials 2020 Q4: Mercedes-AMG Achieved Record Growth While their competitors seem locked in a horsepower war, focusing on efficiency has yielded a range of over 310 miles. " width="680"> Based on the popular GLA, the entry-level is the EQA 250. It is powered by a double-stack 66 kWh battery for a total of 140 kWh on demand. The front wheels receive 190 horsepower and 277 lb-ft of torque, making it more powerful than many luxury V6 crossovers. 2015 Mercedes-AMG S63 vs. 2010 Mercedes-Benz S550 Luxuries borrowed from the new S-Class for sale include the MBUX display, 64 colors of ambient lighting, and Rose Gold accents inside. Pricing in Europe starts at 47,540.50 EUR, or roughly $57,500. Stay with us as it will be here soon. Browse Mercedes-Benz GLA For Sale Images (C) Daimler A.G.

By Andrew Nabors – September 17, 2020

2021 Mercedes-Benz GLA Combines Connectivity And Efficiency

Not every crossover needs to be big. Careful styling and a practical interior can make or break the introduction of a new model, so that's why we're happy the all-new 2021 Mercedes-Benz GLA combines connectivity and efficiency. Starting where it counts, a pair of 10.25" screens keep you informed and they are configurable to display only what you want to see. The ambient lighting system offers 64 colors, and the A/C vents are the same machined units from the S-Class. The 2.0-liter turbo offers 221 horsepower and 258 lb-ft of torque, more than most naturally aspirated V6 cars in this price range. More standard equipment includes Apple CarPlay along with Android Auto with wireless charging as an option. " width="680"> Browse Mercedes-Benz GLA Class Adaptive cruise offers low-speed maneuvering without using your hands, and it keeps pace and holds lanes in stop & go traffic. All this can be yours in the GLA 250 starting at $36,230, for 2 grand more you can have AWD, For the ultimate in power, the Mercedes-AMG GLA 45 offers 382 horsepower and 354 lb-ft to reach 60 mph in 5.1 seconds, the most powerful 4cylinder engine in production. Click the button above to learn more and stay with us for all your Mercedes-Benz news.

Mercedes-AMG GLA45 S 4MATIC+, H247, 2020

By Andrew Nabors – February 26, 2020

2021 Mercedes-AMG GLA 45 Unveiled Ahead of Geneva

Compact, quick, practical. In the old days you couldn't have all three in a compact SUV. The game has changed as the 2021 Mercedes-AMG GLA 45 was unveiled ahead of Geneva. More than just a bigger engine than the base models, the suspension and 4MATIC+ AWD system have been upgraded. The 2.0L turbo sends 382 horsepower and 354 lb-ft of torque through an 8-speed dual-clutch to all wheels. With an electronic rear differential, this family hauler could also be an economical drift machine. If you need the most powerful 4-cylinder in production, click the link below. Browse All Mercedes-AMG GLA Class For Sale " width="680"> Related: Mercedes-AMG G63 Price & Specs

Mercedes-Benz Concept GLB: So geräumig und robust kann kompakt seinMercedes-Benz Concept GLB: This is how spacious and robust a compact car can be

By Andrew Nabors – April 15, 2019

Mercedes-Benz GLB Concept Unveiled Ahead of Shanghai Auto...

China has emerged as a giant market for luxury brands. Japanese luxury brands aren't so hot thanks to a few thousand years of tension, so German and American imports have become status symbols for the upper class. Considering the need for a thrifty and practical compact SUV, the Mercedes-Benz GLB Concept was unveiled ahead of the Shangai Auto Show. It is a concept to study if there is demand for a family SUV situated between the GLA and the GLC class. For a quick refresher, the GL models are usually based on their corresponding car chassis. GLA is an A-Class and GLE is an E-class. America has not had much experience with the B-Class because it is such a flooded market for the time being. Nevertheless, the notion of a 4-cylinder compact SUV is appealing. Offering 224 horsepower and 258 lb-ft of torque is sent to the 4MATIC All Wheel Drive. It has 3 modes depending on terrain. Normally torque is split 80/20 favoring the front wheels, Sport mode moves down to 70:30, and in off-road it is even at 50/50 front to rear. We have great deals on the GLC and its AMG models in the link below. So tell us if you think the GLB is right for the U.S., and stay with us for all your Mercedes-Benz news. Browse Mercedes-Benz GLC Class For Sale Related: Mercedes-AMG CLA 35: New Entry-Level AMG Merdedes-AMG GT R Pro Review by Carfection

Mercedes-Benz News

duPont REGISTRY News

duPont REGISTRY Group

Support

Subscribe