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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 – May 21, 2019

Mercedes-AMG GT R vs Porsche GT3 RS at the 'Ring

It is always nice to see two German supercars going at it on their home track. The driver in this upload is known as "//", and his weapon of choice has been prepped by Manthey-Racing. The opponent is the official 'Ring Taxi driven by a professional racer. Hang on, because you are about to see a New Mercedes-AMG GT R vs New Porsche GT3 RS at the 'Ring. Representing Stuttgart, the camera car is a 911 GT3 RS. It has a 4.0L flat-six making 520 horsepower/346 lb-ft of torque. The opponent from Affalterbach is also powered by a 4.0L engine, except it is a V8 with twin turbos. It sends 577 horsepower and 516 lb-ft of torque to the rear wheels. 2020 Mercedes-AMG GT R Pro Revealed The difference is that the torque is available in almost any situation. Meanwhile the Porsche needs to stay at high rpm to put power down. Nevertheless, the Porsche has more grip and a 500 lb weight advantage. Is this a fair fight? Tell us in the comments below and stay with us for more Nürburgring action. Browse Porsche 911 GT3 RS For Sale

By Andrew Nabors – May 20, 2019

Porsche Celebrates Air-Cooled Classics at Luftgekühlt 6

Watch your step if you are visiting Universal Studios Hollywood. That's because there might be a few drops of oil on the Backlot. This historic movie set was the scene of the world's most prized machines. So take a glimpse at how Porsche celebrates air-cooled classics at Luftgekühlt 6. Everything from early 356 to 993 were celebrated. Several 912 and 914 models were chosen to attend, and classic 911 rally cars looked ready for the desert. Stars of the show included a black 959, 935, Speedsters, and an award-winning 962. And about the oil drops, all great cars either leak oil or burn it. If they dont, you aren't driving hard enough. Stay with us for all your Porsche news, and click the link below to find a classic 911 near you. Browse Porsche 911 For Sale Related: Porsche 993 Specs, Photos, Prices & Review Porsche 964 Specs, Photos, Price & Review

By Andrew Nabors – May 07, 2019

2020 Porsche 911 Speedster in Action

Do you like the Porsche 911 GT3 RS? Apparently most of the world does because our dealers can't keep them on the lot. We have mentioned that Porsche is slowly moving the 911 models onto the new 992 chassis. They are starting at the bottom and working their way up, so the final 991 series will essentially be a GT3 RS convertible. The press release included a starting price of $274,500, and our dealers are ready for your order. It incorporates the six-speed manual from the GT3 Touring along with rear steering and all the performance systems. The engine has individual throttle bodies for instant response, sending 510 horsepower and 346 lb-ft of torque to the rear wheels. In keeping with the 70th anniversary of the first Speedster, only 1,948 examples will be built. If you want the same car as a coupe, the GT3 Touring is a six-speed and the GT3 RS is a street legal race car. Click the link below to find yours, and stay with us for all your Porsche 911 news. Browse Porsche 911 GT3 For Sale Related: Byers Porsche Races to Victory Lane with the duPont REGISTRY Porsche 911 GT2 RS vs Lamborghini Huracan Performante on the 'Ring

By Andrew Nabors – April 30, 2019

Porsche 911 GT2 RS Smashes Lap Record at Road America

Two months ago, Porsche decided to attack Road Atlanta. Not only is Atlanta the home of Porsche North America, it is a challenging track. After setting a new lap time for production cars, they decided on an encore performance. Heading North, the car and crew were happy to find perfect conditions. With daytime highs barely reaching 50 degrees, the Porsche 911 GT2 RS Smashed the Lap Record at Road America. Elkhart Lake, Wisconsin is home to a 4-mile track that has not changed since opening in 1956. Road America hosts several IMSA WeatherTech events along with driver training and World Superbike events. Since the average daily temperature is still in the 40's, the massive turbos of the GT2 RS can compress much more oxygen. They needed a driver who really knows the course, so David Donohue volunteered. McLaren 600LT vs Porsche 911 GT2 RS Drag Race He is the son of Porsche legend Mark Donohue and an accomplished winner in his own right. After only 1 warm up lap, he set a new time to beat: 2:15.17. Congrats to Porsche for another new record. If you think you can tame the beast, click the link below and find a GT2 RS for you. Porsche 911 GT2 RS FOr Sale Related: Porsche 911 GT3 RS Scorches Road Atlanta

By Andrew Nabors – April 29, 2019

2019 Porsche Panamera GTS Sport Turismo on the Autobahn

Ever since Porsche teased us with the Sport Turismo, we knew it was going to be a hit. It combines the comfort and luxury of the sedan with a longer roof & more cargo room. The flagship is the Panamera Turbo S E-Hybrid Sport Turismo, what a mouthful. But if you don't need 671 horsepower, check out this 2019 Porsche Panamera GTS Sport Turismo on the Autobahn. Our friends at AutoTopNL decided to take on the 453 horsepower twin turbo 4.0L V8. While it doesn't have the fancy hybrid drive, it does offer 457 lb-ft of torque to all wheels. This is plenty for a daily driver, and the soundtrack of a Porsche V8 can't be beat. Since maximum torque is offered between 1,800 and 4,500 rpm, you better hang on! Tell us what you think of the GTS and click the link below to find one near you. Find Your Porsche Panamera GTS HEre Related: New Porsche Panamera GTS & GTS Sport Turismo Revealed Porsche Panamera Turbo S E-Hybrid Sport Turismo Overview

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 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 – March 28, 2019

Porsche 911 GT3 R Tire Test by Richard Hammond

If you want to drive a race car on the street, a Porsche 911 GT3 RS is the only solution. But many enthusiasts forget that Porsche still builds 911 race cars. If you want to compete in the GT3 series, you will need countless hours of track time and an incredible car. We see both of those in Drivetribe's latest upload, as Falken Tire's 2016 Porsche 911 GT3 R is tested by Richard Hammond. As one of the stars of "The Grand Tour", the accident-prone Englishman needs to steer clear of potential adversity. That's why Falken fitted their car with new rubber and let him loose in Portugal. The 991 Series GT3 R uses the same 4.0L engine found on the street legal GT3 RS, but every other component is made for competition. From a sequential transmission to massive 15" iron rotors, it is built for dominance & endurance. The glass is all polycarbonate and the body is carbon fiber. This allows the 500 horsepower monster to easily push 2,689 lbs around the track. Sequential transmissions sound great on video, but their scream is echoed throughout the cockpit. If you think you have what it takes, get acquainted with a GT3 RS first. You won't regret it! Shop Porsche 911 GT3 RS Related: The Grand Tour is Ditching the Studio in Season 4 How to Drive a Porsche 911 GT3 RS Faster Than Ever

By Andrew Nabors – March 27, 2019

Porsche 911 GT2 RS Smashes Lap Record at Road Atlanta

Not far from Porsche's North American headquarters is one of the best tracks in the world. Road Atlanta has everything a driver could ask for, so it makes a great place to show off your most powerful machines. In a video just uploaded to YouTube, a Porsche 911 GT2 RS smashes the lap record at Road Atlanta. The time it put down was 1 minute and 24.88 seconds, beating the previous record set by a Corvette ZR1 last year (1:26.45). Not only do we see brake, throttle, and acceleration, & the steering angle is on display. Because the car has 690 horsepower and 553 lb-ft of torque, the driver is forced into a drift. A quick application of opposite steering prevents spinning out, but there is another system helping him out. Each rear tire can steer independently to keep the beast pointed in the right direction. Randy Pobst is one of the best drivers in the world, so watch the master in action and click the link below to experience one for yourself! Shop Porsche GT2 RS Related: Porsche 911 GT3 Touring by Exclusive Manufaktur RWB Porsche 993 Cruising Down Under

By Andrew Nabors – March 26, 2019

Porsche 911 GT3 Touring by Exclusive Manufaktur

If you need to feel the pulse of Porsche purists, the Porsche Club of America is the world's largest single marque car club. In this month's PCA Spotlight video, they explain how your dreams can become a reality. This is the story of a Porsche 911 GT3 Touring by Porsche Exclusive Manufaktur. Jorge Carnicero is a member of the Potomac Region of the PCA, and he envisioned a 911 GT3 Touring in Espresso. Special orders like this can take up to a year, but the wait is worth it. Instead of carbon fiber interior trim, he chose Espresso leather and dark wood. Luxor Beige contrast stitching and a unique embossed center console will also be seen in the Exclusive book that comes with the car. The finishing touch is the door pull straps from the GT3 RS. If you want a 911 unlike any other, click the link below to begin the process. Shop Porsche 911 GT3 Related: Porsche Employees Receive $11,000 Bonus 992 Series Porsche 911 Cabriolet Packs an Ingenious Convertible Top

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