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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 – April 29, 2019

New Porsche 911 Carrera Cabriolet Convertible top in Action

A few weeks ago Porsche release all the specs on the new 911 convertible. As it is the first of the 992 generation to lose its roof, the press release was accompanied by every engineering detail. Still photos are fine for state's evidence, but nothing beats a film when it comes to selling cars. Our wait is finally over, because their latest upload is the new Porsche 911 Carrera Cabriolet convertible top in action. Not only is it the lowest top in 911 history, it is also the lightest. Using a magnesium frame, it has a simple folding action that happens in 12 seconds. It can be raised or lowered up to 30 mph, and its hydraulic cylinders have a combined ton of force at your command. It would be nice to have a manual folding top, but I could live with this one as a daily driver. Click the link below to find one near you. Find Your new Porsche 911 Here Porsche 911 GT3 RS Scorches Road Atlanta Porsche 911 Driving Without Pedals

By Andrew Nabors – April 29, 2019

HEMI Powered Porsche 997 will be a Monster

Remember the Lamborghini Espada Rat Rod? The insane build that dominated the custom car scene was built by Alexandre Danton, and his team at Danton Arts Kustoms. He pushes his team to think outside the box, and their next creation will be just as wild. While Porsche has been rumored to be resurrecting the 928, there is a much easier way to have a front-engine car with 2 doors. The Hemi powered Porsche 997 will be a monster when finished. Three teaser pics were uploaded to Instagram over the weekend, and they are truly impressive. After reinforcing the body, the team cut the roof away and replaced it with a roll cage. The flat-six engine and its cradle have been cut away, leaving almost nothing behind the rear suspension. Up front the fuel tank was removed and the firewall was recessed to fit a Dodge HEMI V8. While a naturally aspirated engine is being used for mock up, their rendering shows a massive supercharger that is taller than the windshield. It would be a great candidate for Pro-Street or Outlaw 10.5 classes, so we will be watching this build very closely. Tell us what you think of this build and click the link below to find a 911 near you. Find Your Porsche 911 Here

By Andrew Nabors – April 22, 2019

Porsche 911 GT3 RS Scorches Road Atlanta

It has only been a month since Porsche unleashed their GT2 RS on Michelin Raceway Road Atlanta. They had one goal: beat the Corvette ZR1's record time of 1:26.45. Engineers and enthusiasts begged for a command performance, so this time it was done without turbos. In their latest YouTube upload, the Porsche 911 GT3 RS scorches Road Atlanta with a lap of 1:26.24. A naturally aspirated 4.0L flat-six beat the Corvette's supercharged 6.2L V8 by 0.21 seconds. Not only does the make the GT3 RS the second fastest production car to lap this historic track, it is only 2 seconds slower than the GT2 RS. Team Corvette slips to 3rd place, which is why their new car will be mid-engined. Being that the Porsches are so close, would you choose the twin turbo 612 hp/516 lb-ft GT2 RS, or the 520 hp/346 lb-ft GT3 RS? Tell us why in the comments below and stay with us for all your Porsche racing updates. Find Your Porsche 911 GT3 RS Here Related: Porsche 917 vs Concorde Porsche 911 GT3 Specs, Prices, Photos & Review

By Andrew Nabors – April 22, 2019

Porsche 911 Driving Without Pedals

Manfred Huber heard the sound of an air-cooled flat-six when he was 11 years old. Because the exhaust note is so unique, it is a symphony that can't be unheard. He dreamed of restoring and driving such amazing machines, much to his parent's consternation. Nevertheless, he learned the art of Porsche 911 driving without pedals. Manfred was born in Bavaria without legs. But he has chosen the life he always wanted, giving up a successful career to open his own garage. After endowing his car with a wild orange & green livery, he installed a lever to control the gas and brake pedals with his right hand. Because of this, we see no disability here. We see dedication along with accolades for doing the unthinkable. Find Your Porsche 911 Here Related: 2019 Porsche 911 Speedster Heritage Edition Unveiled in New York 2020 Porsche 911: Less Steel & More Composites

By Andrew Nabors – April 19, 2019

2019 Porsche 911 Speedster Heritage Edition Unveiled in N...

Earlier this week we gave you a preview of Stuttgart's latest Speedster. As the end of the line for the 991.2 chassis, it combines everything we love. If you were wondering how they could improve it, the 2019 Porsche 911 Speedster Heritage Edition was unveiled in New York. It seems a bit strange to have two unveilings of the same car only days apart, but we think Porsche is trying to compete with Mercedes-Benz for media attention. If so, they are doing right. The Heritage Edition models will be built by the Exclusive Manufaktur department with several historical cues. It will only be offered in GT Silver Metallic, the color of Porsche's classic race cars. White arrows on the bumper and fenders compliment the white hood "gumball". This is a reference to Porsche 356s that were raced around the world. They can be left blank, or Porsche can deliver the car with your desired number. If that is all a bit too much, you can order it without the decals. Instead of the black center lock wheels found on other Speedsters, Heritage models roll on Platinum Satin or Silver wheels. Inside you will find Black & Cognac leather throughout. Embossed and embroidered, you will also have a gold plaque designating the car's significance. What they didn't change is the six-speed transmission and the GT3 RS engine. The 4.0L beast provides 502 horsepower and 346 lb-ft of torque to the rear wheels. It was treated to individual throttle bodies for instant revs, something the GT3 didn't offer. No mention of price was given, but our dealers have several classic speedsters to choose from. Stay with us for all your 911 news. Find Your Porsche 911 Speedster Here " width="680"> Related: 2020 Porsche 911: Less Steel & More Composites Porsche 917 vs the Concorde

By Andrew Nabors – April 17, 2019

2019 Porsche Speedster Unveiled in New York

If there is one lesson to be learned from Porsche, it is to never call their bluff. That's because Porsche doesn't bluff. Their confidence is backed by their amazing products. To many fans, only one car could surpass the fun of a 911 GT3. Offering it as a convertible would be the ultimate farewell to the 991.2 series, so the 2019 Porsche Speedster was unveiled in New York. The new 2020 Porsche 911 is based on a new chassis. While the 992 series will eventually include turbos, targas, and GT models, the Carrera 4 and Carrera 4S are all the only examples rolling off the assembly line. Until then, the 911 Speedster will be offered with all the best parts. Starting with the 4.0L engine from the GT3 RS, each cylinder has its own throttle body. Borrowed from the 911 GT3 R, it allows for instant throttle response in any situation. It allows 502 horsepower and 346 lb-ft of torque to spin a six-speed manual. Thankfully, the PDK automatic is not even an option. You will hit 60 mph in 3.8 seconds on your way to 192 mph. The windshield and windows are much shorter, and they are covered by a manually operated soft top. Carbon fiber was used for the deck lid, hood, and fenders to keep weight to a minimum. The six speed transmission is 9 lbs lighter than the 7-speed stick offered in the Carrera, and the close ratios allow the engine to stay in the powerband. Porsche Design is offering a Speedster watch as the perfect accessory Air Conditioning is also omitted, but it can be added for an unspecified sum. With a curb weight of 3,230 lbs, it will more fun than a barrel of monkeys. Unfortunately Porsche is only building 1,948 examples as a grand finale for their 70th anniversary. If your old speedster has seen better days, click the link below to find our dealer near you. Browse Porsche 911 Speedsters For Sale Related: Porsche 917 vs the Concorde 2020 Porsche 911: Less Steel & More Composites

By Andrew Nabors – April 11, 2019

2020 Porsche 911: Less Steel & More Composites

If you have ever driven a vintage Porsche 911, you can easily feel how light it is. Through the years, safety and entertainment systems have added incredible weight. Models like the Turbo S have to deal with 600 horsepower and All Wheel Drive, so it takes incredible strength to hold the car together. But the new 8th generation car was an opportunity for a diet. In a press release this morning, we see the 2020 Porsche 911 has less steel and more composites. Starting with the A-pillars, a complex blend of fiberglass and other materials replace the tubular steel. The plastics are surrounded by sheet metal made of Boron Steel for a weight savings of 6 lbs. That might not seem like much, but since it is the highest part of the body, it lowers the center of gravity by a nice percentage. Of course this is just one example. Our dealers have more information on the new 992 than we could ever type, so click the link below and stay with us for all your Porsche news. Find Your New Porsche 911 Here Related: 2020 Porsche 911 Carrera 4S Wet Weather Testing Porsche 911 GT3 R Tire Test by Richard Hammond

By Andrew Nabors – April 10, 2019

Porsche Posts Strong First Quarter Deliveries in the U.S.

If you are in the market for a new Porsche, you are not alone. Despite drops in several regions, Porsche has posted strong first quarter deliveries in the U.S. In a press release last night, total sales for Q1 were 55,700 vehicles. In total, this number is a decrease of 12% from last year, and much of it was forced by European legislation. The EU has mandated new particulate filters on all direct-injection engines, and the scramble to add them delayed the new 992 Series Porsche 911 along with deliveries of other models. Because the filters are not needed for US-spec cars, we saw a jump of 8%. America as a whole is up 7% while Europe took a hit of 32%. Even Germany is down by 28% thanks to the new regulations. Cayenne and Macan sales are still far above the cars, and the new 911 is outshining the 718 Series. It is nice to see that we were the first to receive the 8th generation, and our dealers can't keep them in stock.They expect to finish the year slightly ahead of 2018, betting on the 911 and Cayenne Coupe introductions. September will see the launch of the Taycan, guiding the brand into an optimistic future. Find your new Porsche 911 Here " width="680"> Related: Porsche Posts Record U.S. Sales in March 2019 2020 Porsche 911 Carrera 4S Wet Weather Testing

By Andrew Nabors – April 02, 2019

2020 Porsche 911 Carrera 4S Wet Weather Testing

You have probably learned by now that Porsche engineers leave nothing to chance. Because their customers aren't scared of bad weather, the 2020 Porsche 911 Carrera 4S wet weather testing was a critical part of the new 992 series development. It must be nice to have a closed course capable of flooding on a sunny day. They could have just waited a few months and shipped them here to Florida for a proper test of Wet Mode. So far, Spring has brought morning showers, which makes my morning commute in a CTS-V much like tap dancing in a minefield. #facepalm It is easy to see the differences between the 911 Carrera S and the 911 Carrera 4S, as the latter is All Wheel Drive. Both cars have microphones tuned to listen for rain behind each wheel, and Wet Mode changes several systems at an instant. Porsche Stability Management and Porsche Traction Management are given free reign to open the aerodynamics for more downforce. The brake calipers are held closer to the rotor to keep them dry, and the computers slow down the connection between your right foot and the engine's response. This is just another reason why the 2020 Porsche 911 is better than your car, so click the link below to find one for yourself. Find Your Porsche 911 Here! Related: Porsche 911 GT2 RS Smashes Lap Record at Road Atlanta Porsche 911 GT3 Touring by Exclusive Manufaktur

By Andrew Nabors – April 01, 2019

Porsche Officially Updates Their Crest with QR Code

Since 1952, every Porsche model has worn the company crest. The original 48 cars built in a sawmill (356 Pre-A) wore it on the steering wheel. It incorporates the flag of Württemberg, an ancient German Kingdom on the border of Austria and Switzerland. Porsche's headquarters lies in Stuttgart, the capital of Württemberg since 1,251. The city has formed the center of the crest since the brand's beginning, they decided it is time for a change. Starting with the introduction of the Taycan, Porsche's "QREST" will incorporate a QR Code. Click the link below for all the information and tell us what you think in the comments below. Porsche QREST Press Release Obviously this is an April Fool's joke, but what if... " width="680"> Related: Porsche 911 GT3 R Tire Test by Richard Hammond Porsche Taycan is Almost Ready for Launch

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