Porsche 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 Caitlin Duffy – June 18, 2015

911 Turbo Cabriolet in Porsche's New Wind Tunnel

In the process of crafting a better car, with better performance, better fuel consumption, better looks and a better name, there are dozens of details to take into account and adjust minutely. Construction materials, weight, electronic features and engine size all need to be precisely measured, but a car's aerodynamic abilities can make or break its greatness.Porsche 911 Turbo For SaleTo further refine their aerodynamic testing, Porsche has unveiled a new aero-acoustic wind tunnel with a 26-foot tall fan at the end. But the fan, which can create 7,000 megawatts, or 9,300 hp, of energy, is just the beginning of this new air tunnel.To better simulate road conditions in the tunnel, a belt runs at speeds up to 300 km/h, or 186 mph, to capture information about air flow underneath the vehicle. The fan is much quieter, meaning a setup that includes hundreds of microphones can now measure for acoustic adjustments, testing how a new door seal, or side mirror, can impact the car's natural symphony. In short, this new testing system at the Weissach Development Center is more capable of minute adjustments than ever before.The full details of this new system are available in the latest edition of Porsche's Christopherus Magazine, an online version of which can be found by clicking here. Below are a few images of the 911 Turbo Cabriolet putting this air stream to the test, as Porsche shared on their Facebook page today.(See Also: Mansory Porsche Cayenne Turbo Performance Enhancements)Take a moment to find out how Porsche is furthering their tech, then browse our exclusive offerings to find the perfect performance model for you.Porsches For SaleGallery (Source: Porsche, Facebook) See More Porsche News

By Edward Jones – June 01, 2015

Porsche Classic Offering Recreated Dashboards for the 911

Looking to bring life back to your classic Porsche 911? Porsche Classic has just the thing for you. Announced in a press release issued today, Porsche Classic is now reproducing the dashboard of the classic 911 of model years 1969 to 1975.(Related: 10 Low Mileage Classic Cars For Sale)In creating the new dashboard, Porsche Classic re-engineered the original. It now consists of a "modern substructure and the original surface structure," according to the press release. Most importantly, this recreated dashboard features more modern materials, meaning it will hold up better when exposed to normal wear, high temperatures, humidity and solar radiation. This new recreated classic part can be ordered now from any Porsche center. It can only be installed by the original assembly procedure, which is extensive and involves removing the windshield. This is why Porsche recommends that it be installed by Porsche Classic partners that have trained experts in the matter.The press release states that the price in Germany for the part is 951.99 Euros, equating to $1,037 USD with today's current exchange rate.View 911s For Sale(Source: Porsche) Click Here For More Porsche News

By Caitlin Duffy – May 15, 2015

New Porsche 911 GT3 R Unveiled on Nurburgring w/ Video

The lightweight body design of the GT3 RS has proven to be the perfect basis for Porsche's newest customer sport race car for the GT3 series: the 911 GT3 R.In the first updates to this model since 2013, Porsche has pushed to create a lighter, more efficient and faster race car while also decreasing the cost of maintenance and spare parts. Two press releases issued by the marque today announce this new release, as well as share a video of it during its official world premiere during the Nürburgring 24-hour race.Though still wearing camouflage in its video debut, the 911 GT3 R looks every bit as impressive, if not more so, than its GT3 RS brethren, and with good reason. In addition to the body design, the distinctive "double bubble" roof has made its way to the design, while almost every other feature is an improvement upon the GT3 RS' construction.Under the hood is a 4.0-liter flat-six engine mated to a sequential six-speed constant-mesh gearbox, all of which creates upwards of 500 hp. And luckily, for race teams looking to bring this Porsche with them to the paddocks, it's available for order. Pricing is set at €429,000, or approximately $486,300 USD at time of publishing, though this doesn't include a country-specific value added tax.(See Also: 1986 Porsche 930 Turbo D-Zug Projekt Mjølner For Sale) Take a moment to watch this new beast on the Nürburgring in the video below, then browse through our exclusive Porsche 911 listings to find the perfect one for your collection or team.911 Listings Gallery (Source: Porsche) See More Porsche News

By Andrew Nabors – July 31, 2014

1 of 3 - 1994 Porsche 911 Strosek Mega Widebody Speedster...

Do you like your Porsche 911s air-cooled? We do too, so that’s why the Type 964 Porsche, produced from 1989 to 1994, is among our favorite cars. To celebrate the end of the 964 along with the beginning of the 993, produced from 1993 to 1998, Porsche decided to build a limited run of Speedsters. The ’94 Speedster is unique for many reasons. To optimize aerodynamics, the windshield was essentially cut in half and a double-hump rear tonneau cover eliminated the rear seat area. A unique interior package combined the luxury of the Carrera with two-tone leather. Only 427 cars were built for the US market, and since they are the last air-cooled Speedsters, they will be forever sought after by collectors. (Must Read: Russo and Steele Monterey 2014 Auction Preview) If you like your 911 to be one of only a handful, Strosek Design has been pushing performance and design to its limits since 1984. Vittorio Strosek originally had his own interpretation of the 928, and his design was a hit. He expanded his operations to performance parts and new body panels for all Porsche models, which were imported by Fred Opert Racing of Ramsey, New Jersey. Fred knows the value of good advertising, and we were able to find his ad for the original Mega Speedster on page 4 of our January 1994 issue. Starting life as one of the 427 U.S. spec Speedsters, it was sent to Strosek’s factory to emerge as a Mega Widebody Speedster. The hood may be the only Stuttgart sheetmetal left, as they changed almost every aspect of the car. No expense was spared, as intake, exhaust and suspension were completely replaced with performance parts. This stunning design was such a hit, Yokohama chose it for their print ads in the mid 90’s. Still wearing the same Yokohamas today, this rare vehicle only has 23,168 fully documented miles. What you see above is one of only 8 Speedsters in the world to get this treatment, and only 3 US models. Our inquiry to Strosek testifies that this car was built in-house, and they have complete documentation available to any potential owner. Don’t pass up this opportunity for the rarest 911s of all time. Gallery Presented by: See More Exotic Cars for Sale

Porsche News

duPont REGISTRY News

duPont REGISTRY Group

Support

Subscribe