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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 – March 30, 2020

New Porsche 911 Turbo S Active Aero in Action

Fast cars with limited downforce are merely meant to be seen. Engineers in Stuttgart build cars to drive, so they spent many late nights 3D modeling and wind tunnel testing. That's why were excited to see the new Porsche 911 Turbo S active aero in action. What began with the whale tails of the disco-era evolved into a powered rear spoiler. A powered front spoiler arrived for the 997 series. These movable parts had 2 settings: on and off. Now that the 992 series has lower drag than its predecessors, the new Porsche 911 Turbo S is constantly adjusting the movable surfaces depending on speed and driving mode. This is just another way Porsche stays ahead of the competition, so stay with us for all your Porsche news. Browse All Porsche 911 For Sale " width="680">

By Andrew Nabors – March 26, 2020

Porsche Active Suspension Management in Action

Ever since Dr. Ferdinand Porsche decided on a rear-engine chassis, he knew a unique suspension system would be needed. When the 911 Turbo was introduced, novice drivers gave it the nickname of "widowmaker" due to the car wanting to spin out in hard corners. While the answer was to keep the skinny pedal on the floor, it was too scary for all but the world's best drivers. The new Porsche 911 Turbo S for sale has the most advanced components available, so let's watch the Porsche Active Suspension Management in action. First off, the shocks are adjustable. So then engineers added helper springs that can change the car's corner weight bias at an instant. Riding 10mm lower than a standard Porsche 911 Carrera, the system also controls rear wheel steering. It can change the toe angle of each rear wheel independently which is genius in its own right. Their ace in the hole are the swaybars. Instead of a traditional bar connecting the left and right sides, PASM has the ability to divorce left from right for a comfortable highway cruise. Reading the road ahead, it can also apply opposing spring tension to force the car to lean into the corner. This eliminates body roll and any centrifugal forces on the passengers. PASM is years ahead of everyone else and it is offered across Porsche's lineup. Click the link below to find one for yourself. Browse All Porsche For Sale " width="680">

By Andrew Nabors – March 16, 2020

New 2021 Porsche 911 Turbo S Highlights

For the first time in recent history, Stuttgart has released the top-level 911 before the turbo version. Because this one has everything you could ask for, here are the highlights of the new 2021 Porsche 911 Turbo S. First off, it offers 650 horsepower, the most for any regular production 911. With 590 lb-ft of torque at all wheels, several new systems keep you save. Porsche InnoDrive uses HD maps stored onboard along with mobile data communications. Laser, radar and video sensors track the corners, bank angle and potholes to adjust all four corners in advance. Along with adaptive cruise, it also predicts your right foot by automatically downshifting. This invokes engine braking and prepares for boost out of the corner. 2021 Porsche 911 Turbo S Coupe & Cabriolet Revealed This car is so far ahead of the 991 series, we will chip away at its advancements in posts that are easy to read at a glance. The best way to get a feel for the new car is to drive one, so click the link below to find one at our dealer near you. Browse All Porsche 911 For Sale " width="680">

By Andrew Nabors – March 11, 2020

Gemballa Announces Two New Models

With the debut of the new Porsche 911 Turbo S, the aftermarket has a new benchmark for factory performance. That is why Gemballa has announced two new models in a press release earlier today. First up is a pair of potent 4x4 overlanders. The Avalanche 4.2 will be based on the latest 911, with meaty tires and rugged differentials. The same formula will be applied to the Cayenne in the form of the Tornado 4x4. For a truly remarkable treat, GTR 8XX Evo-R BiTurbo will be a wide-body new Porsche 911 for sale. It will arrive with 818 horsepower and 810 lb-ft of torque. Reaching 62 mph in 2.3 seconds, it has a top speed of 230 mph. Engineers are working for a 1,000 horsepower version to debut after Summer. In the meantime click the link below to find your new Porsche 911 for sale and stay with us for all your Gemballa news. Browse All Porsche 911 For Sale

By Andrew Nabors – March 10, 2020

RUF SCR Production Begins

Nothing beats the looks of a classic Carrera. Imagine if you could combine the sleek silhouette with the latest in suspension and composites. That is what you see here, as RUF begins production on the SCR. Starting with a carbon fiber monocoque, an integrated roll cage supports an all-carbon body. Utilizing inboard suspension, a six-speed manual transmission sends 510 horsepower and 347 lb-ft of torque to the rear wheels. It is provided by a 4.0L of their own design and offers a top speed of 199 mph. With a loaded weight of 2,756 lbs, this is the one you have been waiting for. Browse Porsche 911 For Sale " width="680"> Related: RUF Releases 80th Anniversary Books

By BradN – March 04, 2020

Most Unique Porsche 911's For Sale: March 2020

2018 Porsche 911 Turbo S 3.8 TECHART GT STREET R :: $249,500 720 hp Burmester audio Widened, matt carbon fiber hood, wing & mirrors View listing 1990 Porsche 911 Singer :: $899,900 2,100 miles 6-Speed G50 gearbox 4.0 liter Ed Pink engine with 390HP View listing 2019 Porsche 911 Speedster :: $389,900 31 Miles Heritage Design Edition: Originally $24,510 view listing 2019 Porsche 911 Turbo S Exclusive Series $298,150 500 unit production run. Cab & Coupe 607 hp view listing 1997 Porsche 911 Turbo :: $229,900 9,783 miles Original MSRP was $114,326 18-inch Turbo Twist wheel view listing 1993 Porsche 911 Carrera RS Carrera RS 3.8 One of only 55 street-legal examples Rare example painted in black believed one of 5 Documented maintenance from new View listing 2008 Porsche 911 GT2 :: $195,000 'Widowmaker' in Top Specification One of 194 Imported to the USA Superbly Original and Unmolested view listing 1977 Porsche 911 Turbo :: $189,900 19,295 miles Matching numbers 930 Turbo Carrera view listing 1989 Porsche 911 Turbo Cabriolet RUF BTR$329,900 9,760- miles Single owner Rare 930 Turbo Cabriolet RUF BTR RUF’s six-speed gearbox view listing 2019 Porsche 911 GT2 RS Clubsport $575,000 71 of only 200 examples built 0 miles 700 hp view listing 2011 Porsche 911 GT3 RS :: $458,900 2051 miles 6-speed manual 19 inch GT3 center-lock wheels Porsche Ceramic Composite Brakes View listing 2011 Porsche 911 GT2 RS :: $419,900 883 miles 1 of 132 US Spec 2011 Porsche 911 GT2 RS's 6-speed manual view listing 1997 Porsche 911 RUF Turbo 2 owner car 6-speed manual RM Sothebys' Palm Beach event, 20 - 21 March 2020 view listing view all Porsche 911's for sale

By Edward Jones – March 03, 2020

2021 Porsche 911 Turbo S Coupe and Cabriolet Revealed

Engine: Twin-Turbocharged 3.8-liter boxer engineHorsepower: 640 hpTorque: 590 lb-ft0 to 60 mph: 2.6 seconds (Coupe)Top Speed: 205 mphPrice: $203,500 (Coupe), $216,300 (Cabriolet) The wait is over. Ever since the new 992 generation of the Porsche 911 was revealed, we've been waiting for the turbocharged version. Ladies and Gentlemen, introducing the new 2021 Porsche 911 Turbo S Coupe and Cabriolet. Let's start off with what we all have been wanting to know. Power. The new 911 Turbo S is powered by a new 3.8-liter boxer engine with two VTG turbochargers. This heart pumps out 640 horsepower and 590 lb-ft of torque. That's an increase of 60 hp and 37 lb-ft of torque over the previous generation. So what about acceleration? It's better than ever. Porsche says the new 911 Turbo S will run from 0 to 60 mph in just 2.6 seconds (2.7 seconds for the 911 Turbo S Cabriolet). That's 0.2 seconds faster than the previous model. Porsche also notes that the 911 Turbo S Coupe will run a standing quarter-mile in 10.5 seconds and hit a top speed of 205 mph. Now, onto everything else. For the body, it's now 1.8 inches wider up front and overall width is increased by 0.78 inches for a total of 74.8 inches. How about those wheels? For the first time, the 911 Turbo S uses staggered centerlock wheels with 20-inch wheels in the front and 21-inch rear wheels. Porsche is introducing two new factory options for the 2021 Turbo S models. The first is the Porsche Active Suspension Management (PASM) Sport suspension. This suspension system lowers the right heigh by 0.39 inches. The second option is the Sport Exhaust System with adjustable exhaust flaps and oval tailpipes. The new 2021 Porsche 911 Turbo S models will be available to order soon and will reach the U.S. in late 2020. The 911 Turbo S price is set at $203,500, while the Cabriolet is priced at $216,300 (both prices exclude the $1,350 in delivery fees).

By Edward Jones – February 28, 2020

New Porsche 911 Turbo S Will Be Unveiled on Livestream

Now that the 2020 Geneva International Motor Show has been canceled, we're left wondering how the unveiling will happen. For Porsche, they have just announced their plans for their new flagship 911 reveal, which is presumed to be the 911 Turbo S. The presentation of the new flagship 911 Series model will happen on March 3 at 10:10 CET (4:10 AM EST). Mark Webber, former Formula 1 driver and Porsche brand ambassador, will be the presenter of the unveiling. You will be able to watch it here.

By Andrew Nabors – February 24, 2020

Fingerprint Your new Porsche 911

Losing your car in a parking lot can be a hassle. Customizing it is one way, so the Exclusive Maufaktur Division has taken it to the next level. If you truly want your car to be unlike any other, you can now fingerprint your new Porsche 911 for sale. After scanning your finger of choice (we know which one some of you will use), Porsche will scale up the image and paint it on the hood. Not only does this truly make your car 1 of 1, we suspect many owners will keep the hood when it comes time to part ways. Vice President of Individualization Alexander Fabig says: “Individuality is very important for Porsche customers. And no design can be more personal than your own fingerprint". Regretfully, my fingerprints are on file with the FBI and Interpol, so my new Porsche 911 will arrive with teardrops under the headlights. However, should you be interested in this program, all of our Porsche Dealers have a direct line to the Exclusive Maufaktur shop in Zuffenhausen. Click the link below to find your local dealer and stay with us for all Porsche news. Browse All New Porsche 911 For Sale Related: Porsche 911 GT3 RS Specs, Prices, Photos & Review

By Andrew Nabors – February 19, 2020

Porsche Racing Experience Level 2 has full Factory Support

It is a long and winding road that leads to becoming a professional racer. As part of their Level 1 Experience, veteran Porsche racers weed out the inept from the promising, giving the best drivers an opportunity to advance. Porsche Racing Experience Level 2 has full factory support. Each driver is evaluated against the instructors and also against other competitors. This is where factory instructors compare skills and intuition that can't be quantified. Much like scouting in professional sports, they know who has it and who doesn't. Porsche 911 GT2 RS Specs, Price, Photos & Review Learning to master a powerful rear-engine race car is one of the hardest in motorsports, and that is why you should click the button below to learn more from our dealers. Stay with us for all your Porsche Racing Experience updates. Browse New Porsche 911 For Sale " width="680">

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