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 – February 19, 2015

Top 10 Best Porsches of All Time

Below are our picks for the top 10 Porsches of All Time, in no particular order. As with many manufacturers, the Porsche name comes from a founding family. Ferdinand Porsche, Sr., established an independent design firm in 1931, which created the first Volkswagen Beetle, one of automotive history's most successful and recognizable models. His son, Ferdinand "Ferry" Porsche, Jr., helped grow the business, and in 1948 they released the first road-legal Porsche, the 356. It took two years to manufacture the first 50 Porsche 356s, but their notoriety grew exponentially from that point. MUST READ: The Best Porsches You Can Buy Today In 1963, the 356 was replaced with the most famous of the best Porsche models, the 911. The first Porsche 911 for sale in the United States arrived in 1965 with a price tag of $6,500, the equivalent of approximately $48,900 today. Since then, the marque has grown synonymous with high performance, while it has developed a reputation for providing some of the world's finest cars. The 911, a model line still in production to this day, is recognized as one of the most successful competition cars ever. But there are quite a few other cars that the brand has created, and we would be remiss to not acknowledge them. View All Porsches For Sale 959 The 959 is a legendary supercar that was, back in 1986-89, well ahead of its time thanks to its technology. Many regard the 959 as being the forefather for modern day supercars. Either way, one cannot simply talk about Porsche's history without mentioning the 959. View All Porsche 959s For Sale 1967 911 Targa 1967 was the first year the Porsche 911 Targa was offered, introducing the world to the removable roof panel of the 911. It was built around the early 911 models, which are, to this day, some of the most brilliant Porsche has produced. The Targa spent some time in hibernation until 2014 when the original Targa top was reintroduced back into the market. View All Porsche 911 Targas For Sale Carrera GT After the 959, Porsche held back from the supercar market. It wasn't until 2004 that the Carrera GT rocked the world with its 5.7-liter V10 engine, and a design that will go down as one of the most aggressive from Porsche ever. The Carrera GT is able to reach a top speed of 205 mph and hit 0-60 mph in just 3.8 seconds. View All Porsche Carrera GTs For Sale 918 Spyder The gap between the Carrera GT and 918 Spyder was much shorter than the 959 and Carrera GT's, but the technological difference in the former is much more apparent. Being called a hybrid supercar, the 918 Spyder is a limited edition model that has pushed Porsche into the future. Its two electric motors and V8 engine produce a combined 887 hp, a leap above the Carrera GT and 959's. While it may be a recent memory now, the 918 Spyder is going to be a legend. View All Porsche 918 Spyders For Sale 917 Porsche's first wins at the 24 Hours of Le Mans came in 1970 and 1971 at the hands of the 917 , a flat-12 engine race car. The 918 dominated many racing series, including the World Sportscar Championships, permanently making it one of the greatest racing Porsches of all time. Its incredibly fast speed made it incredibly famous (the 917/30 Can Am Variant shot from 0-62 mph in 3.2 seconds) and it even appeared in Steve McQueen's Le Mans. RUF CTR "Yellowbird" " width="680"> While it may not technically be a Porsche model, it is based on the 911 and it will give its driver a white-knuckled experience like no other. Back in 1987, the CTR "Yellow" lapped the Nurburgring Nordschleife in just 8:05. Sure, that does seem like a crazy time when compared to the cars of today, but back then, it was a huge deal. View All Rufs For Sale 904-6 GTS " width="680"> Officially dubbed the Carrera GTS due to a dispute with Peugeot over numeric names that used a "0" in the middle, the 904-6 was the last sports-racing version of the iconic 356. It was also the last full-competition Porsche easily able to be driven down the streets. Designed by the third Porsche bearing the name Ferdinand, this model stands as an historic monument in the marque's lineup. 550 RS Spyder Before the 911 and 917 racecars, there was the 550, a race car from the 1950s. It was styled after the 356 road car, but built for racing. During its time on the racing circuits, the 550 won around 95 overall wins with 75 class wins. Off of the track, the 550 made headlines as it was the car James Dean fatally crashed. 1975 911 Turbo 3.0 Coupe Porsche found that the 911 was a hit and knew that they needed to keep it around. What better way to keep customers interested than to turbocharge the car? In 1975 the first turbo-charged Porsche hit the roads as the 911 Turbo 3.0 Coupe, which would end up being the fastest production car in Germany. What is there not to like about this car? View All Porsche 911 Turbos For Sale 356 The 356 was the car that started it all off. Back in 1948, this was Porsche's first production vehicle and it shaped the automaker's iconic design for years to come. You can thank this car for every model you see on this list because without it, this list might not exist. View All Porsche 356s For Sale See More Top Lists Images Sourced From Porsche

By Caitlin Duffy – January 22, 2015

1966 Porsche 906 Carrera 6 Sells for $1.98 Million at Auc...

Scottsdale, Arizona was home to countless car sales on Jan. 16 and 17, with nearly every major auction house bringing countless rare, exotic, classic and brand new cars across their blocks.Gooding & Company brought well over 150 different cars to their 2015 Scottsdale auction, selling an astounding total of $51,516,600 worth of cars. Among those sales was an incredibly rare and incredibly powerful piece of Porsche history: the 1966 Porsche 906 Carrera 6, a picture of which was posted to the Gooding & Company Facebook page Jan. 12.(See Also: Top 10 Barrett-Jackson Scottsdale 2015 Sales)"The first of a new generation, the Carrera 6 Type 906 redefined the concept of a modern Porsche race car, and its influence would be felt for many years, settin ghte stage for the all-conquering 917 program," describes the lot description on Goodingco.com. "The Carrera 6 was an immediate success in motor sports, debuting with a class win at the 1966 24 Hours of Daytona. From there, 9096s went on to capture class wins at Sebring and Monza, followed by an outright victory at the Targa Florio. At the 24 Hours of Le Mans, 906s placed 4-5-6-7 behind three seven-liter GT40 Mk IIs, outlasting the prototype entries from Ferrari, Chaparral and Matra."The estimated selling price was between $2 million and $2.4 million, which isn't far off from the winning bid of a whopping $1,980,000.There were quite a few other cars with final bids breaking the million dollar mark at the Gooding & Company auction. Check out the list below, and let us know which of these rare cars you'd rather have waiting for you at home.Lot 10 - 1965 Ferrari 275 GTS - $1,595,000 Lot 25 - 1963 Ferrari 250 GT Lusso - $1,925,000 Lot 30 - 1964 Shelby 289 Cobra - $1,155,000 Lot 46 - 1959 Ferrari 250 GT LWB California Spider - $7,700,000 Lot 51 - 1959 BMW 507 Series II - $1,815,000 Lot 109 - 1968 Ferrari 330 GTS - $2,420,000 Lot 113 - 1970 Lamborghini Miura P400 S - $1,155,000 Lot 132 - 1962 Ferrari 400 Superamerica Series I Coupe Aerodinamico - $4,070,000 Lot 142 - 1988 Porsche 959 Sport - $1,705,000 Lot 149 - 1960 Mercedes-Benz 300 SL Roadster - $1,567,000 (Source: Gooding & Company, Facebook) See More Porsche News

By Edward Jones – October 09, 2014

RWB 993 Porsche Photoshoot by Marcel Lech

Article provided by @ricemoney, photos by @marcel_lech This is the new RWB 993 Porsche, built early during the first week of October by the one and only Nakai-San of RWB. The Porsche, a 993, was originally factory silver when purchased, but was fully repainted and restored. The green currently on the car is also a factory color. The process has taken a grueling 6 months, as everything on the car that could be updated has been. From the dash, to the lights, to the ROTtec Carbon seats and the upholstery, nothing was left unturned. Before Nakai-San arrived, the car was restored to factory mint condition. Nakai-San was in Manilla, Philippines, before coming to Vancouver. He stayed a total of four and a half days, working for four of them, beginning those days at 10 am and working straight until 7 pm - if not later. After talking with him, he told us that when he first started building RWB Porsches, it used to take him 12 hours a day for a week straight. Four days is now the standard, and if needed he can rush the whole job in two full days. Nakai-san cut off all of the original wheel arches and installed his RWB wheel arches and the front bumper on the first day. The second day was for the side skirts, front bumper sleeve, side skirt sleeves and rear bumper. The third day was for wheel alignment and suspension, spoiler and front and side flicks. And the last day was fine tuning suspension and rear wheel arch flares. Super Musashi is the third RWB in Canada. The first one was Royal Ocean in Vancouver and the second one is believed to be a red one in Montreal that was built earlier this year. The last day he was in town, Nakai-San had a very early wake up call. His flight was to leave at 11 am, however, there was a weekly Porsche drive on the Sea to Sky Highway en route to Whistler. The meet started at 5:30 am, right around the same time mother nature decided to let the rain pour. Nakai-San drove himself as well as the owner of the new RWB Porsche on the cruise, which was in the neighborhood of 30-40 Porsches. Nakai-San also did donuts as a farewell to everyone in an empty parking lot afterwards. At the moment, Nakai-San tentatively has seven more cars to build before the end of the year. His flight was off to California to fix an RWB front bumper in preparation for SEMA. Unfortunately, Nakai-San will not be able to attend SEMA this year, as he will be down in Miami building an RWB at that time. (Also Read: Lamborghini Reventon and Huracán by Marcel Lech) As a fun fact, there are currently around 100 RWB Porsches in Japan and 70 in the rest of the world, with the Philippines being the country with the highest count at 17 RWB Porsches. America currently sits at 6-7. Marcel and I would like to extend a sincere thank you to ROTtec Carbon, as they were the ones to invite us in to shoot the car’s build. They installed custom carbon fiber seats for the owner as well as provided the logistics to orchestrate the whole build. Gallery

By Edward Jones – September 26, 2014

Rare 1981 Porsche 935 DP Turbo for Sale

Listed for sale on duPontREGISTRY.com is an extraordinarily rare 1981 Porsche 935 DP Turbo. This is one of only three examples of the car that made it to the United States, and now it can be yours. This is an authentic Kremer-tuned Porsche that was built right in Germany.Porsche 911 For SaleOriginally, this car was ordered directly through Porsche with the aid of famous race car driver Mario Andretti when he had a connection with Porsche as a driver. Interestingly enough, this car has never been titled and is still on the manufacturer's MSO (manufacturer's state of origin). The MSO shows the original serial number and "K221/550," which stands for Kremer's number.Porsche 911 Turbo For Sale (Related: BADD GT: Own Your Own Record-Breaking Ford GT)The turbo boost of this 935 can be adjusted between the seats, and when optimized, the car can blast from 0-60 mph in just 4.2 seconds, topping out at approximately 180 mph. Some of the most important modifications made to the car include: Kremer strut bar Bilstein shocks Stronger torsion bars Group B camshafts K-27 turbocharger Kremer intercool Low headlights Extended rear flates 11-inch-wide rear wheels 3-piece BBS wheels Whale tail This car is for sale now with 3,400 original miles for only $419,000. For more information, click the button below or call Marc at (949) 496-3000.View ListingGallery See More Cars for Sale

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