Nissan

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 Jordan Aquistapace – April 17, 2026

Best Nissan GT-Rs for Sale: From Skyline Roots to R35 Power

The Nissan GT-R is a true legend in the world of JDM sports cars, with a legacy that spans decades. From its early days as the Skyline GT-R in the late '60s'60s, this icon has always been a symbol of speed, innovation, and Japanese engineering prowess. The early models, like the iconic R32, R33, and R34, laid the foundation for the GT-R to become a car capable of taking on the world's best. These pioneering examples established the GT-R as a formidable force on both the street and the track, earning it the nickname "Godzilla" among enthusiasts. Fast forward to today, and the current R35 generation continues to carry that torch with pride. Since its debut in 2007, the R35 has evolved into one of the most powerful and attainable supercars in Nissan's lineup. Its track-focused exterior design, with sharp lines and aerodynamic features, commands attention wherever it goes. Inside, the GT-R offers a driver-focused cockpit with premium materials, modern tech, and enough comfort to make it a surprisingly practical daily driver. But the real magic lies under the hood. The R35 is powered by a hand-built 3.8L twin-turbo V6 engine that cranks out a staggering 565 horsepower and 467 lb-ft of torque, mated to a 6-speed dual-clutch transmission. The setup allows the GT-R to sprint from 0 to 60 mph in just 2.9 seconds, making it one of the quickest cars on the road or track. The Nissan GT-R's journey from its early Skyline roots to the present R35 generation is an example of the brand's dedication to pushing the limits of performance and design. Whether you're a long-time fan or new to the world of JDM sports cars, the GT-R's blend of history, power, and accessibility makes it a standout in any era. Nissan GT-R Inventory What does "GT-R" stand for? "GT-R" stands for "Gran Turismo Racing." It’s a badge Nissan uses to highlight their high-performance sports cars, with the "GT" representing grand touring and the "R" for racing. How many Nissan GT-Rs are there? There are six generations of the Nissan GT-R, with the most famous being the R32, R33, R34, and the current R35. Each generation has its own unique features and legacy, making the GT-R lineup a favorite among car enthusiasts. Is the Nissan GT-R a supercar? Yes, the Nissan GT-R is definitely a supercar. It’s got the speed, power, and performance to compete with some of the best in the world, all while being more affordable than most of its rivals. Which generation of Nissan's GT-R is most desirable? The R34 generation is often considered the most desirable among Nissan GT-R fans. Is the Nissan GT-R discontinued? Nope, the Nissan GT-R isn't discontinued. The current R35 model is still in production and continues to be a popular choice. While there have been rumors and speculations about its future, it's very much alive and kicking. 2020 Nissan GT-R NISMO View Price & Listing 2000 Nissan GT-R V-Spec View Price & Listing 2009 Nissan GT-R View Price & Listing 2021 Nissan GT-R View Price & Listing 2000 Nissan GT-R V-Spec View Price & Listing 2018 Nissan GT-R View Price & Listing 2013 Nissan GT-R View Price & Listing 2021 Nissan GT-R View Price & Listing 2020 Nissan GT-R 50th Anniversary View Price & Listing 2020 Nissan GT-R View Price & Listing

By Edward Jones – August 18, 2021

Revealed: 2023 Nissan Z Price, Photo, Specs & Review

2023 Nissan Z Review The new 2023 Nissan Z has been revealed and it's a perfect homage to the original classic Datsun and Nissan Z cars. Across the exterior and interior, one will find nods to the classics like the original Datsun 240Z and Nissan 300ZX. The result is a brand-new sports car that brings the "Z" DNA back to life in a tremendous way. Engine The 2023 Nissan Z's engine is a 3.0-liter V6 engine that pumps out an impressive 400 horsepower and 350 lb-ft of torque. That power output is more than any of the Nissan 370Z engines that we saw throughout its production run. In fact, Nissan notes that this engine has an increase of 68 horsepower and a 30 percent increase in torque when compared to the previous generation 370Z. It's safe to say that this new Z will be an absolute blast to drive. Transmission For the first time ever in a rear-wheel-drive Nissan vehicle, the new Z Performance model will actually have a manual transmission. This is fantastic for those who want a true sports car experience. The 2023 Nissan Z transmission will also come with a launch assist system for better performance off of the line. Nissan is also offering a 9-speed automatic transmission as well. Design Nissan designed the new 2023 Z with its predecessors in mind. There are many design cues that were inspired by the previous Z generations. The main source of inspiration was the first-generation Z, and that's made known through the long hood, low rear stance, and silhouette. Upfront is LED headlights with two half-circles that pay homage to the 240ZG that was only available in Japan. All the way in the back, the taillights have a design that was clearly inspired by the Z32 300ZX, but now feature a 3D effect. Price The 2023 Nissan Z price has yet to be revealed, but it's expected to have a starting cost of around $40,000. Interior What's a sports car without a sporty interior? Thankfully, the new 2023 Nissan Z interior delivers. In fact, Nissan sought knowledge from Nissan Super GT500 driver Tsugio Matsuda in regard to the cabin. In front of the driver is a 12.3-inch TFT display with three different display modes: Normal, Enhanced, and Sport. There is also a new center stack that includes three analog displays for boost, turbo speed, and voltage. For the seats, they were designed with expertise gathered from the GT-R and its development. The result is a seat that will keep the driver in place during hard cornering. Standout Features Nissan will be releasing the new 2023 Z in either the Sport or Performance grades. The Sport grade is essentially the base model, while Performance adds a Bose audio system, NissanConnect, limited-slip differential, 19-inch RAYS wheels, Bridgestone Potenza S007 tires, Nissan Sport Brakes, dual exhaust with a Performance muffler, and more. There's also the Z Proto Spec that's limited to just 240 examples in the US. This special edition includes yellow brake calipers, bronze-finished 19-inch RAYS wheels, an exclusive shift knob for the manual gearbox, Proto Spec leather seats, and exclusive interior trim. " width="680"> Source: Nissan

Nissan_Z_Proto_exterior_Front_Three quarter-source

By Andrew Nabors – September 16, 2020

Nissan Z-Proto Unveiled With Twin Turbos & Manual Transmi...

Over the past 50 years, Datsun and their parent company Nissan have sold over 1.35 Million Z-Cars. That is why they looked to the past to build the future. Taking inspiration from the 240Z, the Nissan Z-Proto was unveiled with twin turbos and a manual transmission. Horsepower and torque numbers have yet to be announced, as this isn't the production version. " width="680"> Their twin-turbo V6 has been powering the GT-R for over a decade, but never offered with a manual transmission. This six-speed RWD muscle car is one of 10 new Nissans planned for the next 20 months. Although an automatic transmission is being considered, the press release repeats their commitment to build a car worthy of its name. We are excited about the 12.3" display and 285/35/19 rear tires. As long as weight is kept under control this will be an incredible machine. It will be hard to beat the fun and versatility of the 370Z, so click the button below to find yours and stay with us for all your Nissan news. Browse Nissan For Sale

Nissan

duPont REGISTRY News

duPont REGISTRY Group

Support

Subscribe