Luxury and Exotic Car Reviews

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 – June 21, 2016

In The Driver's Seat: 2016 Audi A3 Quattro Review

If you need a compact sedan with AWD, the Audi A3 Quattro is a sensible choice. We have had several examples of Audi’s smaller sedans and they never fail to disappoint. A completely new A3 is coming next year, but something tells us they won’t change the formula by much. To remind us of what is offered in their entry level, Audi sent us a fully loaded A3 Prestige for a week of quattro excitement.You might be quick to point out the shocking similarities to the Jetta, but there are differences in the details. You won’t find 19” titanium finished wheels, panoramic sunroof, or Bang & Olufsen audio in the VW. On our urban test loop, the A3 performed as expected. The latest version of VW’s 2.0L turbo four offers 220 hp and a chunky 258 lb-ft of torque. Sent to all wheels via the legendary quattro system once the turbo spools, it makes for a competent daily driver. The transmission is a six-speed dual clutch S tronic which is light years beyond the old automatics and the terrible CVT. Shifts are soft but quick, and shift points are well mapped to keep the turbo spinning.Yes the A3 has a starting price of $34,300, which is a bargain compared to other luxury sedans. But all of the features that allow it to compete on the world stage are bundled into the prestige package for only an additional $8,850. It includes lane departure, adaptive cruise control, and color instrument display. The notion that Ingolstadt will build you an A3 without this content is humorous, but other luxury brands are guilty of the same treachery. The MSRP measures in at $45,575, but that price is probably negotiable since the new generation will be arriving soon.For that price you will receive State-of-the-art safety and stability systems along with a quiet ride. If you need your back seats on a daily basis, the A4 might be a more practical option, but A3 is a solid choice for the commuter or college student. Stay tuned for the 2017 model in a month or two.A3 For Sale

By Andrew Nabors – April 04, 2016

In the Driver's Seat: 2016 GMC Canyon 4WD Diesel

Almost a year has gone by since GM sent us a new Chevrolet Colorado. The 3.6L V6 was completely capable of everything we asked of it, but in order to be a true work truck it needed more. GMC answered the call by dropping a 2.8L turbo diesel four into the 2016 Canyon, and sent it to us for a week of trucking fun.At first glance, the Canyon and Colorado are almost identical. It takes a keen eye to spot differences until you notice the exhaust pipe. The large diameter outlet is a dead giveaway to a new engine. We have driven the 3.6L V6 in every car that GM makes, and it doesn't disappoint. The problem is that it makes most of its power over 4,000 rpm. This is great for an ATS-V or Camaro, rewarding the driver with auditory praise. 2016 GMC Canyon SLT DieselBut the power band of the V6 is unsuited for hauling anything more than two kids or a jet ski. This is why diesel makes sense. The 2.8L makes 181 hp and a whopping 369 lb-ft of torque. Trucks have almost no need for high rpm horsepower, because they rely on torque to get things moving.After a week of daily driving, we come to the following realizations. Diesel is no longer the loud & obnoxious plague it once was. Clever gearing by GM's powertrain engineers in the transmission and differentials keeps the engine near max torque if needed. Our 4WD test model was rated at 29 mpg on the highway, and the 2WD is rated at 31. Hauling a family of four around all weekend does not incur anywhere near the dismal ratings of similar V8 trucks or SUVs. 2016 GMC Canyon All Terrain DieselWith left foot braking, your right foot is free to brake-boost the turbo for an enjoyable 4WD launch. To feel a midsize truck come out of the hole while such a vengeance is rewarding. To know that it can perform the same trick while towing 7,000 lbs is downright amazing.We bestowed it with a nickname of Diesel Canyon, because the notion of such a place is downright foreboding. After a week with this new GMC, nothing can be farther from the truth. This comfortable & quiet truck has more luxuries than any other midsize truck. Apple Carplay and a 4G LTE hot spot keep the kids connected, and USB ports can be found everywhere. Lane departure and collision alert work with stability control to keep you on the road.If you haven't considered owning a diesel, now is the perfect time to see if this new GMC is right for you. Diesel Canyon is what happens when Mad Max meets Minivan, and for $44,365 it is a fully loaded crew cab with more style than any other small truck. Stay tuned to Autofluence for more truck news & reviews. 2016 GMC Canyon SLE

By Andrew Nabors – March 17, 2016

In the Driver's Seat: 2016 Chevrolet Camaro RS Review

By now you have probably seen something new at your local Chevy dealer. Camaro is all new for '16 and we had a week to spend with a V6 version of the American classic.Each evolution of a model should try to be lighter and faster than its predecessor, and the new Camaro definitely measured up. The new lightweight Alpha chassis is shared with the Cadillac ATS and CTS. It uses more aluminum and less steel than the 2015, and the stiffer unibody allows for lower spring rates. Softer springs make for a comfy ride, but more on that later.Looking for something familiar, we popped the hood to find the latest version of GM's 3.6L V6. Now rated at 335 hp, it makes great use of the new 8-speed automatic transmission. This car will surprise you. Down shifts are quicker than most other automatics since many of the transmission's components are shared with Corvette. Using the paddles to drop a few gears will awaken the high revving six. The exhaust note is exotic and muscular, another plus for this mid-range model.Inside we expected a cheap plastic interior. My own 2002 SS has more molded plastic than Wal-Mart, so I was shocked at the quality of leather and contrast stitching. Gone are the embarrassing climate controls. Chevy now offers innovative vents with integrated temperature controls. Ambient lighting makes a return, with more color options and more hidden LEDs. Yes, the door panels and dash are enormous, but the quality and styling are much improved. Controls and buttons are more intuitive, and you can tell that engineers spent many late nights getting it right.A few of Camaro's old problems were still evident. This is a low car, and coupled with the short windows, it takes a few minutes to adjust the mirrors and seat for visibility. The A-pillars are chunky, making for a distracting diversion to your line of sight. Storage and back seat comfort could use some revisions, but they aren't priorities for the Camaro connoisseur. Even with those issues, we all agree that this is the best Camaro since 2002.Fuel mileage is rated at 19 city/28 highway, and the MSRP lands a hair under $40,000. Chevrolet is asking us to forgive them of the Camaros of the past. If you are in the market for a sporty daily driver, the 2016 Camaro RS is just the right blend of technology and fun.Chevrolet Camaros For Sale

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