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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 – July 27, 2017

2018 Porsche GT3 Tests New Dunlop Tires by Being Pushed t...

If you like to make power without turbochargers, Porsche's new 911 GT3 is a naturally aspirated monster. The 4.0 liter flat-six is essentially the same engine found in the 2016 GT3 RS and 911R. It may not be as wild as the RS model, but it does offer a manual transmission. To see if the new car is worthy of performance tires, Dunlop invited Archie Hamilton Racing to take a few laps on their test track. Goodyear and Dunlop use the Mireval Proving Grounds to ensure their tires are up to any challenge.We had a 2016 GT3 RS in our showroom for a year, and you can't deny that it is a street legal race car. In order to appeal to a wider audience, the new GT3 has comfortable seats, more insulation, and real interior door handles instead of pull straps. The GT3 is a daily driver while the RS will always be an automotive axe murderer. The predecessor left the factory wearing Michelin PS Cup 2 tires which are as close to racing rubber as you can legally get. That is why Dunlop bet everything on their new Sport Maxx Race 2. After extensive testing on the 'Ring by Porsche, they have become the factory supplier for the new GT3. It sends 500 horsepower to the rear wheels only, which produces a top speed of 198 mph. If you are undecided over the new GT3 or a pre-owned GT3 RS for sale, our dealers will be happy to find the right car for you.

By Andrew Nabors – July 18, 2017

Walter Röhrl Attacks Goodwood in a Porsche 911 GT2 RS

Italy has Valentino Balboni, and Germany has Walter Röhrl. If you have a fast car that is capable of record breaking, hand it over to test drivers and you will have an award. Walter has smashed records from the 'Ring to Pike's Peak, with Nikki Lauda calling him a "Genius on wheels". As Porsche's Chief Test Driver, he has tamed such beasts as the Carrera GT and the 918 Spyder. Giving him the keys to the new Porsche 911 GT2 RS is analogous to Lancelot grasping Excalibur for the first time.Also Check Out: Porsche GT2 RS Donuts & Massive BurnoutThe master of Group B drifting, it would be incredible to see tire smoke billowing up the hill. But Porsche wants us to forget the reputation of the widowmaker. Sending 700 horsepower and 553 lb-ft of torque to the rear wheels is no easy task, so shifts must be timed perfectly along with a nimble right foot. Keeping the turbos spooled is easier with the PDK 7 speed transmission. Hopefully the exhaust becomes more aggressive after break-in because it would be nice to hear the turbos sing. If you don't need all that power, our dealers have a nice selection of 997 series GT2 and GT2 RS for sale. Stay with us for all your Porsche news and reviews.

By Andrew Nabors – June 26, 2017

Porsche Panamera: Faces of Courage

If you haven't experienced the new Porsche Panamera, it is a bold leap forward in design. The market for luxury sedans is brutal to new models, and the original Panamera was a leap of faith back in 2010. But instead of succumbing to the unfounded criticisms of the competition, it has been a smashing success for Stuttgart. Porsche listens to their fans, so the 2017 Panamera has arrived slightly wider and longer to house the revised interior. Gone is the array of buttons and controls for all the vehicle systems. In its place is a large touchscreen. Only Porsche could turn a cup holder into a work of art, and their function alone is worth a trip to your local dealer.On the outside, the lines of the rear hatch are now recessed, so it looks like a trunk until you see it open. The three-piece rear spoiler deploys in elegant fashion, and the taillight design is straight from the 911. The hybrid version wasn't well promoted in the first generation because it was a test of the market. Now that electric sedans are becoming common, the Panamera S E-Hybrid will be a 2018 model with incredible attributes. Styling up front is inspired by the 918 and recent 911 models, making it unlike anything else on the road. If you need a 680 horspower sedan with 626 lb-ft of torque, the Panamera Turbo S e-hybrid has all the power you need, with the ability to cruise on electricity. It takes courage to go against the status quo, so check out the new Porsche Panamera and stay with us for all your Porsche news.

By Edward Jones – June 06, 2017

2018 Porsche 911 GT2 RS Startup and Acceleration is Brutal

Have you heard a lot about he upcoming 2018 Porsche 911 GT2 RS? Probably not, because the German automaker has been very tightlipped about the upcoming model. However, a few journalists were invited to sit passenger in a 911 GT2 RS prototype and learned a few facts surrounding the car.First off, according to TheDrive.com, the new GT2 RS will have over 650 horsepower on tap and 552 lb-ft of torque. Those numbers are way higher than any other model currently in Porsche's lineup. Unfortunately, official numbers will not be unveiled until later this summer. In the meantime, enjoy the video below and witness its insane rear-wheel drive launching capabilities.https://www.facebook.com/automotorundsport/videos/10155252047443405/

By Andrew Nabors – May 22, 2017

Porsche 911 Turbo S With Insane Boost Goes for Top Speed ...

A boost gauge is nice when you want to conserve fuel. If you stay out of boost you will be rewarded at the gas pump. But when cars are modded beyond the gauge parameters, some gauges become downright silly. The Porsche 911 Turbo S uses twin turbos to make 17.5 pounds of boost, with an additional 2 lbs in a 10-second overboost mode. This wasn't enough for one owner, so PP-Performance was called upon to work their magic. Having cracked the computer tuning for the VarioCam system, the camshafts are advanced to take advantage of more boost. The point at which the intake and exhaust valves are open together is called overlap. In the old days, overlap was thought to be wasteful because it blows boost through the cylinder instead of putting to work. But modern turbos are so efficient, high overlap turns a 3.8-liter engine into a 750 horsepower monsterNew turbochargers, intercoolers and a cold air intake are used to deliver a lot more pressure. The digital boost gauge briefly hits 5.0 bar, or 5 times atmospheric pressure at sea level. A quick conversion equates to 72.5 pounds of boost pressure. This is insanity. How the cylinder heads stay on the block is anyone's guess, because boost at this level can shatter pistons. It could be that the stock boost sensor is not able to comprehend what's happening, but the results speak for themselves. The tune also has different boost levels for each gear, in order to keep the AWD system intact. If you need the perfect starting point for your supercar build, a duPont Registry Porsche 911 Turbo is a great place to start. AutoTopNL always seems to find the fastest cars on the Autobahn, so stay wit us for more wild German footage.

By Edward Jones – May 09, 2017

Timelapse Build of Magnus Walker's Porsche Engine

Building an engine piece by piece is not a simple thing to do, but this four-minute time-lapse video sure makes it look that way.Wicked Sixes recently uploaded a beautiful video that showcased a time-lapse build of a Porsche 2.0 engine, an engine used in cars such as classic 911s, that's turned into a 2.5 SRT. In this video, we see the build process through each step in a fantastic fashion. They note in the video's description that this engine was built for Magnus Walker, one of the most popular Porsche fans.Check the video out below and see if you can muster up the courage to build an engine of your own. Heck, I may start off by putting together a model engine.Porsche Engine Assemble 2.5 SRT

By Nicole Slaughter-Graham – August 08, 2016

Watch this Singer Porsche 911 Hit 176.2 at Sun Valley Roa...

Singer Design is known for their ability to take an already stellar classic car and giving it an extra edge. Specializing in the Porsche 911, Singer Design meticulously and perfectly restores 911s to their rightful glory. Porsche 911s come to Singer Design tired and often rundown, looking for a little hope, and they leave infused with a new breath of life. One Porsche 911 designed by the boutique restoration company exhibited a new lease on life when it hit an amazing 176.2 on the track at the 2016 Sun Valley Road Rally.(Also Watch - Bugatti Veyron Vitesse "Hellbug" Hits 230 mph on Highway)Named "The Florida Car," the stunning, hand-crafted Porsche decked out in a sea foam finish sailed down the straightaway, clocking in two separate times at 175 mph and 176.2 mph. Check out the classic in the video below.Classic Porsche 911s for Sale

By Edward Jones – June 08, 2016

The New Porsche 911 R Pushes 200 mph on Autobahn

What's cooler than learning about the new Porsche 911 R? Seeing it go flat out on one of the holiest roads in the world, the Autobahn. The 911 R was only unveiled at the beginning of March as a model that keeps racing tradition alive. Porsche made this possible through a lightweight construction that they call "systematic" and high-level performance that focuses on driver experience. Now that it's been a couple of months and a lucky have had the chance to experience the car, does it stand up to the task? 2016 Porsche 911 R Specs Price: $184,900 MSRP (excludes $1050 destination charge) Engine: 4-liter flat 6 Horsepower: 500 hp 0–60: 3.7 seconds Top Speed: 200 mph Transmission: 6-speed manual EVO recently took a 911 R to see if the claimed top speed was true. Where else would be better to test this out than on the Autobahn, in the home country of the car itself? Click play on the button below to see the 911 R insane and scary run. Porsches For Sale

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