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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 Edward Jones – February 05, 2019

Porsche Carrera GT Reconstructed in Spectacular Fashion

The Porsche Carrera GT is truly an iconic car. The timing of its release put the Carrera GT as one of the wildest new automobiles revealed in the new millennium and it was regarded as the successor to the incredible 959 supercar. With such prestige, it's no wonder that owners of the car tend to keep them in such pristine condition. One owner, in particular, went to an extreme when it came to the upkeep of his Carrera GT. Porsche Classic was commissioned by a collector in the United States to completely rework his Carrera GT. Essentially, it was a complete reconstruction of the vehicle, with the car being entirely disassembled, every part checked and either refurbished or replaced. On the outside, the collector had Porsche Classic finished the Carrera GT in a deep Oak Green Metallic paint. When applied, it was the first time this specific paint had appeared since the 1970s and it was never available for the Carrera GT. Five-spoke magnesium wheels were fitted and painted in gold, creating a beautiful gold/green scheme. Why the Porsche Carrera GT Sounds so Good Porsche's utilization of carbon fiber in the Carrera GT led Porsche Classic to a very special task. “Because the coating on older carbon fibre parts tends to yellow and fade, we spent 350 hours manually sanding and recoating all the carbon fiber components, including the monocoque,” explains Uwe Makrutzki, Manager of Porsche Classic Factory Restorations in Stuttgart. That's a lot of work. Now that the car is complete, Porsche Cars North America is going to display the car at the Porsche Experience Center in Atlanta to a group of 100 selected guests. Porsche Carrera GT view all porsche carrera gt for sale Porsche Carrera GT Specs, Price, Review and Photos

By Andrew Nabors – January 30, 2019

Porsche Taycan Will Include Three Years of free Charging

"War is a continuation of politics by other means" -Carl von Clausewitz. What the famed German tactician was implying is that war is inevitable. It appears that Porsche (and VW Group) are poised to shock the world of electric cars. In addition to the Federal tax credit, your Porsche Taycan will include 3 years of free charging. Electrify America is VW's network of high-voltage charging stations that are being opened around the nation. The press release says each location will have at least two 800 volt terminals. Having the ability to force-feed 350kW into your car will add 60 miles of range in 4 minutes. Audi E-tron Has 400 Volt Charging Their ambitious deadline is to have 484 locations online by July 1st, in addition to the HV chargers located at every Porsche dealer. This is also great news for the upcoming Audi E-tron, as it uses the same DC charging protocol. If the idea of an all-electric Porsche doesn't suit your lifestyle, our dealers have several 918 Spyders to choose from. View All Porsche 918 Spyders For Sale " width="680">

By Andrew Nabors – January 30, 2019

The New Porsche 911 Isn't Scared of Rain

As a native Floridian, driving in the rain is a rite of passage. But for those of you in the normal world, the new Porsche 911 Isn't scared to get wet. Instead of waiting for the driver, the new 992 Series 911 reacts first. Taking readings of wheel slip and steering angles, your Porsche will politely ask you for wet mode. In their latest YouTube upload, we see how the system lowers the thresholds for ABS, traction control, and the stability system. If you prefer the AWD models (Carrera4, Turbo, & Turbo S), most of your torque will be sent to the front wheels and the locking differentials are held open. Lastly, the intercooler flaps are opened and the rear spoiler is raised to give maximum grip on slippery roads. Your car has a vested interest in keeping you alive, but only the new 911 is proactive about it. Our dealers will tell you all the other new features, so click the link below and stay with us for all your Porsche news. Browse new Porsche 911 For Sale Related: 2020 Porsche 911: Top 5 Interior Features 2020 Porsche 911: Price, Specs, Photos & Review

By Andrew Nabors – January 29, 2019

Find Your 911 GT at Porsche West Palm Beach

Do you like your Porsche 911 to stand out from the crowd? You might think the top-level models are only found at the race track, but think again. If you have a need for speed, you can find your Porsche 911 GT at Porsche of West Palm Beach. As the flagship of the Braman Motors group, it is an obligatory stop for any Porsche Aficionado. Located just off of Interstate 95, their inventory will take your breath away. While they are happy to show you the advancements of the new 992 Series, their real treat are several examples of the 911 GT2 RS, along with GT3 RS and non-RS models. Don't believe us? Check out these beauties: 2018 Porsche 911 GT3 View Price & Listing 2018 Porsche 911 GT3 View Price & Listing 2019 Porsche 911 GT3 RS View Price & Listing 2019 Porsche 911 GT3 RS View Price & Listing 2018 Porsche 911 GT2 RS View Price & Listing 2018 Porsche 911 GT2 RS View Price & Listing Tell us which one you would pick in the comments below, and stay with us for all your Porsche 911 news.

By Andrew Nabors – January 24, 2019

911 Magazine Interviews a Porsche Pioneer: Herbert Linge

Changing careers and employers is a common theme to today's working class. But Germany still holds true to traditional ways. In their latest upload, 911 Magazine interviews Herbert Linge. His dedication to his first job has spanned over 7 decades, with 11 LeMans races along the way. Joining as an apprentice, you are taught a trade by a master. When the company invests in you, it is in their best interests to keep you on the payroll. Such is the case here. After setting up the workshop at Weissach, he spent time over here building America's Porsche Parts & Service network. We applaud you Herr Linge, thanks for helping build the world's best cars. View All Porsche For Sale Related: Magnus Walker's Favorite Porsche Dr. Wolfgang Porsche's Five Favorite Cars

By Andrew Nabors – January 23, 2019

Porsche Top 5: The LOUDEST Porsches

It was 15 years ago, and I thought my car was loud. My perceptions of loud changed after a Brumos Racing Porsche passed me with a hellish scream. The flat-six engine design does not lend itself to being quiet, so turn up your audio. In their latest episode, Porsche Top 5 has the Loudest Porsches of all time. Sound is measured in decibels (dB) so this list might shock you. Lets put these numbers into perspective. OSHA only allows workers to spend 8 hours a day at 90 dB. Because higher numbers are exponentially louder, US workers are only allowed 2 hours at 100dB. The band KISS was measured at 136 while playing in Ottawa in 2009. Above 120 dB causes hearing damage, 130 dB is physical pain. 140 is the average noise on the deck of a Nimitz-class Aircraft Carrier. 150 dB causes ruptured ear drums, and anything louder is either the SR-71 Blackbird or a North Korean diesel submarine. Thanks to the rear-engine layout, the Porsche 911 is quite capable in off-road racing. The 3-Liter Safari was built to take on the world's toughest races. When it started the famous Paris-Dakar race, its 122.9 decibels could probably be heard at the finish line. The 4th spot goes to a screaming 996 series 911. Once the world survived Y2K, Porsche decided to build a race car in 2004. In order to homologate this beast for tracks around the world, they were forced to build a street-legal version- the first GT3 RS. Still one of the loudest racecars ever built, the exhaust was measured at 123.4 dB. What does the Porsche 928 have in common with the original Camaro ZL1? Both use aluminum V8 engines with identical bore spacing. Porsche wanted a sports coupe with big block V8 power and a rear transaxle. Needless to say, it has an American roar of 126.4 dB. Number two isn't a Carrera GT or one of the wild air-cooled 917s. Porsche wanted to dominate Formula1 in 1962, so Typ 804 was driven to victory by Dan Gurney. Even spectators probably had hearing damage from the 137 dB of victory. Now it is time to discuss the loudest Porsche of all time. When the 911 met its first turbo, it was a match made in heaven. To prove the concept on the track, the 1974 Carrera RSR Turbo 2.1 used equal-length headers to spool the largest turbo you have ever seen. To keep it spinning, there is no exhaust behind it, just a hater pipe that emits 138.1 dB of dominance! Our dealers have great incentives on new & certified Porsche 911 models (including mufflers). So click the link below and stay with us for more Porsche Top 5 uploads. View All Porsche 911 For Sale

By Andrew Nabors – January 21, 2019

Porsche Cayman GT4 Rallye Unveiled at the Ice Races

This year's rally season looks hotter than ever. That's because Porsche has unveiled the new Cayman GT4 Rallye at the Ice Races this weekend. Last week we told you about Porsche's resurrection of the Ice Race in the Austrian Village of Zell am See. We figured it would be a showcase for current and classic models, but this one caught everyone off guard. Based on the new Cayman GT4 Clubsport that was unveiled earlier this month, this hardcore racer will pack a de-tuned 911 GT3 engine. The 3.8L flat-six makes 425 horsepower with a focus on long-term race reliability. Instead of carbon fiber, Porsche has made another industry first by developing body panels made of natural fibers. This allows the car to be light, strong, and promote the use of sustainable materials New Porsche 718 Cayman GT4 Clubsport In contrast to the street-legal version, the Cayman GT4 Rallye adheres to all FIA R-GT rules. This means it is able to compete in World Rally Championship events and several other classes. Our dealers are taking orders, so click the link below for all the details on the 2020 Porsche Cayman GT4 Rallye View ALL Cayman For Sale " width="680"> Related: Porsche Cayman GT4 Clubsport Rallye Surprises Everyone

By Edward Jones – January 17, 2019

Chris Harris' 2020 Porsche 911 (992) Review

Chris Harris points out in his latest below that new 2020 Porsche 911 models don't come out too often, and he's 100 percent correct. That's what makes the unveiling of the new 992 generation a big deal. (Scroll Down For Video) This is why Harris took a good chunk of time to review the 2020 Porsche 911 (992). In this video review, he tests out the 911 Carrera S. One of his major points that he makes out is that the new 992 generation really feels like 991+ or just a heavily facelifted take on the 991. Still, he does go on to point out differences between the two generation and what makes this new 911 better or worse. Check it all out in the video below. Also, see if you can catch his cheeky joke about his recent GT3 Touring crash. " width="680">

By Edward Jones – January 15, 2019

Porsche Lays Out 2018 Sales Figures in Infographic

Porsche had a record-breaking year in 2018 thanks to their stellar sales. Within their sales report, there was a lot to ingest, so the German automaker was kind enough to break it down in an neat infographic. You can check it all out below! If you want the nitty-gritty details, check out our Porsche 2018 Sales article.

By Andrew Nabors – January 09, 2019

Porsche Previews the new 911 Cabriolet

Almost every day Porsche unveils new details of the 992 series 911. Yesterday we shared their Top 5 Interior Features, and today we have a quick preview of the new 911 Cabriolet. Uploaded to YouTube last night, we see a new Carrera S coupe and then the first glimpse of the 992 series convertible. Porsche 918 Spyder Price, Specs & Review This film coincided with a press release outlining the details of this new model. Initially, the convertible will be offered on the Carrera S and Carrera 4S if you want AWD. Their 3.0L turbocharged flat-six offers 443 horsepower and 390 lb-ft of torque across a broad RPM range. A new 8-speed PDK transmission allows the Carrera S to reach 60 mph in 3.7 seconds, and the Carrera 4S scorches the pavement in only 3.6. Both times are from cars equipped with the optional SportChrono package, so make sure to include it when placing your order! Some cars simply don't look good as drop-tops. That's why Porsche has spent countless hours to make sure the lines of the Cabriolet are just as appealing as its hardtop sibling. One thing the new Cabriolet does accentuate is the flared fenders at each corner. The wheels are 20 x 8.5" front and 21 x 11.5" rear, so does this mean the end of narrow-body 911 models? We may have the answer soon. Click the link below to find the closest Porsche 911 dealer near you and stay with us for all your Porsche news. View All Porsche 911 For Sale

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