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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 – February 22, 2019

Porsche Macan S is a Cure for the Common SUV

Nothing was hotter than the Porsche Cayenne when it first arrived. While it is still a sales superstar, our Porsche dealers can hardly keep the Macan on their lot. Now they will have more to offer, because the Porsche Macan S is a cure for the common SUV. The 2019 model year is all-new, with the base model receiving a 2.0L turbocharged 4 cylinder. It will make for a fine daily driver, but we need more For the new Macan S, the 3.0L V6 was revised to handle more boost. It sends 348 horsepower and 352 lb-ft of torque to all wheels. If you opt for the SportChrono package, 0-60 mph arrives in 4.9 seconds with a top speed of 157. Thanks to the variable valve timing, you will have maximum torque from 1,360 to 4,800 rpm. This broad powerband will make the Macan S more fun than a barrel of monkeys, and it will be a total sleeper on the streets. Because it will be very quick, the massive front rotors have 6-piston calipers. It also has all the optional suspension and safety equipment included as standard equipment. The best feature is a starting price of $58,600. You wont find another compact SUV with this level of quality and performance close to this price. So click the link below and find one for yourself. Shop Porsche Macan Here

By Andrew Nabors – February 21, 2019

Porsche 911 Adaptive Aerodynamics Explained

Before the sound barrier was broken, engineers viewed aerodynamics as annoying. It was unpredictable because computer technology was not up to the task. But there are certain visionaries who can "see" the air. General Yeager, Dale Earnhardt Sr, and Ferry Porsche knew how to use aerodynamics to their advantage. That is why the Porsche 911 Adaptive Aerodynamics are years ahead of their competitors. Porsche pushed the industry into the modern era with the powered rear spoiler in 1989. The 964 series 911 had a tail that was either up or down depending on speed. This tradition evolved into include the front spoiler on the Turbo S models. But the new Porsche 911 is the first to offer active and variable surfaces instead of simply open or closed. It is similar to how their Italian cousins at Lamborghini use the ALA system on the Aventador SVJ and the Huracan Performante. The future is now, so if you want the best 911 yet, click the link below and stay with us for all your Porsche news. Shop all Porsche 911 For Sale

By Andrew Nabors – February 12, 2019

Porsche Panamera Turbo S e-Hybrid Sport Turismo Overview ...

If the Porsche GT2 RS doesn't meet your goals as a daily driver, perhaps a sedan is what you need. The Porsche Panamera has been polarizing since it arrived 8 years ago. While many owners are completely satisfied with the twin turbo V6 models, people like us need more. That is why Porsche engineers in Stuttgart gave it a high voltage upgrade. Their 4.0L V8 delivers 550 horsepower, and it is coupled to a beastly hybrid system. Capable of 14-mile of electric cruising, it boosts the car's total output to 671 horsepower and 627 lb-ft of torque. Rated at 90 MPGe, it can also leap to 60 mph in 3.2 seconds (with the Sport Chrono package). Henry Catchpole puts this into words like no one else, so tell us what you think of his observations. Then click the link below to find our Porsche dealer near you. Shop Porsche Panamera For Sale Related: Jerry Seinfeld Tests & Reviews GT3 RS Porsche Taycan Will Include 3 Years of Free Charging

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 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 Andrew Nabors – January 04, 2019

New Porsche 718 Cayman GT4 Clubsport Gets Official Unveiling

Three years ago when I first drove a Porsche 718 Cayman GT4 Clubsport it put a smile on my face. Now We have a new reason for celebration. Porsche has unveiled a new 718 Cayman GT4 Clubsport as the ultimate track machine. In a press release last night, we've learned it will arrive with a 3.8L flat six making 425 horsepower. Not only does it borrow a de-tuned engine from the 911 GT3, the front suspension and the quick-release steering wheel are also found in the 911 GT3 R race car. Another wild development is in the light body panels. Parts like the rear spoiler and the doors are made from natural sources. Hemp infused with flax has the same characteristics as carbon fiber and Porsche chose them because they are byproducts that would normally be disposed of. This allows it to weigh only 2,910 lbs, complete with a roll cage and Air Conditioning. Buyers can choose from 2 versions. The "Trackday" is for entry-level drivers. The suspension is not adjustable and it has a 21 gallon fuel cell. "Competition" cars have 3-way adjustable shocks and a brake bias valve on the dash. It also sports a 30 gallon fuel cell and air jacks at all corners. Also built in is a Halon fire suppression system with automatic activation. Porsche & Puma Join Forces The only transmission is a 6-speed PDK which can easily handle the 313 lb-ft of torque. A mechanical locking rear differential is optimized for the car's weight and power, and the entire car has been FIA certified. The 12.5 compression ratio needs a minimum of 98 octane to prevent knock, so we hope it is able to meet US emissions laws. If you want to reserve yours please click the link below to find our dealer near you and stay with us for all your Porsche news. View All Porsche 718 Cayman For Sale " width="680">

By Andrew Nabors – January 02, 2019

2020 Porsche 911: Top 5 Exterior Features of the new 992

We hope you are ready for this: a new year has yielded a new 2020 Porsche 911. The 992 series remains true to form, even at a distance. This is something that can't be said of any other competitor. It was probably a challenge, as designers have been forced to integrate new technologies and upgrades within the given parameters. As always, their efforts have resulted in a stunning new version of our favorite rear-engine friend. In the latest episode of Porsche Top 5, Director of Exterior Design Peter Varga has compiled the top 5 exterior features of the 992 series Porsche 911. His favorite aspects start with the new 3rd brake light. It has been integrated into the rear grille and it commands attention from traffic behind you. The new body also carefully sculpted to make the car appear lower. While ride height has not been changed much, the 3D trickery used here make it resemble a body-dropped race car. Tell us your favorite part of the new car in the comments below, and click the link to find a new Porsche 911 near you! View All Porsche 911 For Sale Related: Porsche Looks Forward to 2019 Porsche 918 Spyder Price & Specs

By Andrew Nabors – December 18, 2018

The Five Best Secret Porsche Prototypes

It takes bold ideas to stay at the top of the sports car world. That's why Porsche designers never stop. Some designs end up as production models while most others meet an unfortunate fate. But the Porsche museum has chosen to hang on to the wildest examples, and they compiled them in a YouTube video uploaded this morning. In the latest installment of Porsche Top 5, we get to see a few very unusual and intriguing top five secret Porsche prototypes. 5. Porsche 984 - Their goal was to increase performance by cutting weight and aerodynamic resistance. Tipping the scales at 1,940 lbs, this 133 horsepower featherweight has a top speed of 136 mph 4. Porsche Cayenne Cabrio - The company had a lot riding on the success of the Cayenne, so nothing was off-limits when it came to bold ideas. It did influence the evolution of the 911 Targa thanks to the integrated rear roll bar. 3. Porsche 911 Carrera 3.2 Speedster ClubSport - This 1987 example is a faithful successor to the early 550K Spyder thanks to a 1-piece tonneau covering the cockpit. Powered by their 3.2L flat-six, it has 231 horsepower and a top speed of 152 mph. 2. Porsche Panamericana - This was a birthday president for Ferry Porsche. He turned 80 years old in 1989, and this one surely helped him remember the glory days of racing in the brutal Central American rally. Check out the family crest engraved in the tire treads! It has 250 horsepower and a top speed of 130 mph 1.Porsche 918 Spyder Rolling Chassis - Looking more like Terminator than a supercar. the 918 Rolling Chassis was built in 2012 to show the press how the hybrid system would be integrated. It offered a combined 550 horsepower and it helped make the 918 a hypercar for the ages. Related: Top 5 Most Expensive Porsches Ever Sold Top 5 Advantages of the Boxer Engine Top 5 Attributes of the 911 GT2 RS

By Andrew Nabors – December 11, 2018

Fastest Porsche: Which Model Is It?

You have to admit Porsche's marketing staff gets it right. Their Top 5 series is among the best automotive content ever created. In this week's upload, we found a heavy-hitting email in our inbox. Their press release compiled the fastest Porsche production models of all time, so let's see how they rank. 5. 2018 Porsche 911 Turbo S. What can be better than a twin-turbo 580 horsepower 911? If you weren't lucky enough to get the 607 hp Exclusive Series 911 Turbo S, you will have 580 horsepower to all wheels. 0 to 60 mph: 2.8 seconds. Top Speed: 205 mph. 4. Porsche Carrera GT Having a reputation as unforgiving, the Carrera GT is a brutal F1 car for the street. The carbon ceramic clutch is basically an on/off switch. You will stall it out a few times at the beginning, ask me how I know. But once you are moving, the beechwood shifter and the carbon fiber chassis are still on-par with current supercars. 0 to 60 mph: 3.5 seconds. Top Speed: 207 mph. 3. Porsche 959 S To silence every critic, Porsche decided to build the world's first supercar. Fitted with a twin-turbo flat-six and AWD, it set the course for the 911 Turbo that continues to this day. 0 to 60 mph: ~3.7 seconds. Top Speed: ~211 mph. 2. 2018 Porsche 911 GT2 RS If you don't respect it, you shouldn't drive it. The GT2 RS is not simply a Rear-Wheel drive version of the 911 Turbo S. It is a lightweight race car that brought the Nurburgring record back home. It was developed in secret at the Weissach engineering center. It offers 700 horsepower and 516 lb-ft of torque to the rear wheels. 0 to 60 mph: 2.6 seconds. Top Speed: 211 mph. 1.Porsche 918 Spyder By combining a monster V8 with 2 electric motor-generators, the Porsche 918 Spyder will reign supreme for a long time. It offers 887 horsepower and 944 lb-ft of torque. The front wheels have their own electric motor which is rated at 127 horsepower. The factory claims 12 miles of electric cruising, but we have observed much more as long as you stay conservative with the throttle. 0 to 60 mph: 2.5 seconds. Top Speed: 214 mph. Tell us which one you would drive in the comments below and stay with us for all your Porsche news. View All Porsche For Sale " width="680">

By Andrew Nabors – December 04, 2018

Top 5 Most Expensive Porsches Ever Sold

December is a time for spreading cheer and celebrating the year with friends and family. But for us it means a new season of Porsche Top 5! This YouTube series is simply the best automotive entertainment on the internet. The first episode for the 2019 model year was uploaded a few minutes ago and it describes their most coveted models. The 917 Spyder from 1973 used a flat twelve and massive turbos to make 1,200 horsepower. Mark Donohue drove the Can-Am beast to victory and it sold for $3 Million. Porsche's first race car has been immortalized by winning the 1956 Targa Florio with only 30 horsepower from a 1.5-liter engine. An original 550A Spyder is worth $5.1 Million. View the Most Expensive Cars Ever Made In order to compete in the 1997 GT1 season, Porsche was mandated to build 20 street-legal (Strassenversion) examples of the 911 GT1. These 600 horsepower monsters are the first water-cooled examples and are worth $5.6 Million. To win LeMans in 1983, Derek Bell hit speeds over 225 mph. That is why they sell for $10 Million. Finally, the Porsche 917K was the star the movie LeMans, and it's Mezger V12 has a 630 horsepower soundtrack. Finished in iconic Gulf Livery, it sold for $14.8 Million dollars. Tell us your favorite Porsche race car in the comments below and click the link to find your 918 Spyder! View All Porsche 918 Spyder For Sale

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