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 Kirk Bell – March 21, 2026

Review: 2026 Infiniti QX80 Sport

by Kirk Bell In the world of six-figure automobiles, the badge on the nose is often the main purchase consideration. Buyers want to be associated with brands that can represent their style, refinement, and social status. Infiniti doesn’t enjoy that kind of cachet, so when Nissan’s luxury brand wants more than $100k for an SUV, it has to deliver with luxury, technology, and little details. The 2026 Infiniti QX80 Sport makes every effort to offer the details to play with the big boys. The 2026 model year is the second for the redesigned second-generation QX80 and the first for the new Sport model. The Sport sits one rung below the top Autobiography model, and while it adds no sporty features, it comes loaded with luxuries as well as dark interior and exterior appearance tweaks. Infiniti QX80 Performance Work Details The QX80 is a hulking full-size, body-on-frame SUV workhorse that can carry seven passengers and their stuff while towing a trailer. Every QX80 uses a front and rear double-wishbone suspension, and all but the base model get air springs and adaptive dampers. The Sport in QX80 Sport is a misnomer. It’s just too hard to make a 6,127-pound SUV sporty. However, the direct and weighty but somewhat slow steering’s heft gives it stability in corners where this lumbering beast, which has a standard ground clearance of 7.9 inches, has notable body lean. The adaptive dampers and 275/50R22 Bridgestone Alenza Sport A/S tires soak up road imperfections well, though it still has some body jiggle over bumps. In Sport mode, the ground clearance drops to 6.7 inches as the ride becomes disruptive on broken pavement, with abrupt up-and-down motions. The steering also gets artificially heavier but no longer as direct. A Personal mode programs the steering, suspension, and powertrain. I’d stick with the Normal settings for the steering and suspension and set the powertrain to Sport for when I want more pep without the harder ride. <- Gallery -> That pep comes by way of a twin-turbocharged 3.5-V6 that makes 450 hp and 516 pound-feet of torque. Infiniti routes that power through a nine-speed automatic transmission to all four wheels for standard full-time four-wheel drive that lacks low-range gearing for this generation. That’s OK because this really isn’t an off-roader, even though the air springs can raise the ground clearance to 10 inches. The V6 doesn’t rumble with a rich baritone like a V8, but it has a refined howl that suggests ready power. And that power delivers. It’s strong from a stop and easy to access for passing. In Car and Driver testing, the QX80 posted a quick to 60 mph time of 6.1 seconds. The nine-speed is well matched to the engine, shifting to keep it in its power band when called upon, especially in Sport mode. The sturdy structure and strong powertrain allow the QX80 to tow up to 8,500 pounds. Predictably, fuel economy is mediocre, with EPA ratings of 15 mpg city, 19 highway, 17 combined with the Sport’s standard four-wheel drive. That doesn’t make the QX80 a wise pick for the average family. It drinks too much fuel and handles too lethargically to be as pleasant as a large luxury crossover like the Mercedes-Benz GLS or Land Rover Range Rover. Infiniti QX80 Interior Luxurious Cabin Details The QX80 Sport has the upscale cabin to go with its price. Its standard Dusk Blue semi-aniline leather is complemented by dark ash open-pore wood trim. Stitched leather adorns the doors, dash, and center console, and it’s all assembled with precision. At 211.2 inches long on a 121-inch wheelbase, the QX80 is a monster with lots of room inside for you and your little monsters in comfort. The front seats have the usual adjustments, plus controls for the lumbar support and side bolsters. Heating and ventilation come standard in the QX80 Sport, as do a massage function and a heated, power-adjustable steering wheel. If you can’t find a comfortable seating position, you’re not trying hard enough. Second-row passengers have heating and ventilation, reclining seats that slide forward and back, and their own climate controls. The third row will fit a pair of average-size male adults (I fit well at 5’9” with only a slightly knees-up position), or a trio of tweens, and they also get reclining seatbacks. The second-row captain’s chairs and three-passenger rear bench can be folded from the cargo area or from the center touchscreen, though their touchscreen controls, as well as the controls for the massaging seats, require digging deep into screen menus. Cargo space is cavernous, with 101 cubic feet behind the first row, 59 cubes behind the second row, and 22 cubes behind the third row. That maxes out at about 20 cubic feet less than the standard-length Cadillac Escalade, but it’s still a very useful space. Tech details Screen real estate is generous, with dual 14.3-inch screens for the instrument cluster and infotainment touchscreen, as well as a lower touchscreen to handle climate controls, drive modes, 4WD settings, and ride height. The infotainment system runs Google Built-in and comes with wireless Apple CarPlay and Android Auto, as well as Amazon Alexa. It’s generally easy to use and quick to react to inputs, but it lacks the front passenger screen that rivals are adding these days. Surprise and Delight Details The cabin luxury and screens are expected in a $100,000 vehicle, but Infiniti offers some unique features to draw in buyers. The most notable is a 24-speaker Klipsch Reference Premiere audio system with speakers in the front headrests that let the driver and front passenger hear navigation directions or a phone call while the radio plays for the rest of the passengers. Also quite unique is biometric cooling, which automatically directs air toward second-row riders when it detects they are getting too hot, cooling them down in half the time of a standard climate control system, according to Infiniti. The QX80 Sport also gets a standard dashcam that lets occupants take selfies inside and record road incidents outside. The standard surround-view camera system has nine camera views, with two helpful options. The Front Wide View projects a wide-angle view across both 14.3-inch screens and allows the driver to see around objects to spot potential hazards about to cross the QX80’s path. An Invisible Hood View detects the surface ahead, stores it, and projects a view of it under the front of the vehicle as you move forward. It’s perfect for avoiding obstacles you can’t see over the hood. 2026 Infiniti QX80 Sport Price The 2026 Infiniti QX80 Sport starts at $103,945, including a $1,995 destination fee, and my tester ran $107,965 with two-tone paint, a lighting package, and additional black exterior trim. That’s a lot to spend on an SUV that won’t garner admiration at the country club, but for the family that tows regularly, the QX80’s Sport’s details can provide a compelling reason to choose it over the big dogs. View All Infiniti QX80s for Sale Images: Infiniti

By Andrew Nabors – March 18, 2019

Reviewed: 2018 Infiniti QX80

Big SUVs are trendy again, so our friends at Infiniti have revised their most popular model. The QX80 is the largest in their lineup, and it is much more than a comfortable Nissan Armada. We have experienced every member of Infiniti's QX lineup, and they fall somewhere between quirky and nonconformist. Some will be quick to disclose their feelings about Japanese full-size SUVs, until they experience one. We spent a week with a 2018 Limited Edition, and it sent mixed signals. Styling is unique and polarizing. Being a luxury brand, the paint quality was downright poor. Their target audience doesn't care about orange peel, but it could sure use a wet sanding before delivery. Inside you are treated to a gorgeous interior. Leather everywhere is pleasing, and visibility is great. The touchscreen has all the latest navigation and connectivity, but some of the most important controls are set into the same silver plastic found in every Nissan product. My gripe is the buttons are small and flush with the background. Controls on the steering wheel are not ergonomic, and the climate system is mounted very low. It forces your eyes off the road to make a simple adjustment. Once you learn the unconventional controls, driving is a breeze. It is the first SUV to have a hydraulic active suspension system, with all corners linked by high-pressure accumulators. Some would consider it over-engineered, but the QX80 offers an incredibly smooth ride. The only engine offered is the sturdy 5.6L V8. It sends 400 horsepower and 413 lb-ft of torque to a 4WD transfer case. Don't venture too far off the pavement because the 6,140 lbs of curb weight might give you a sinking feeling. The weight also plays a part in fuel economy, with a city rating of 13 mpg and only 19 on the highway. We couldn't get close to these numbers, so you have been warned. The base price starts at $65,400, but that does not include many options you are accustomed to. This is a unique vehicle that appeals to a niche market, and perhaps it has your name on it. Click the link below to find yours and stay with us for more insightful reviews. Shop Infiniti QX80 " width="680">

By Andrew Nabors – January 26, 2018

Reiewed: 2017 Infiniti QX50

Crossovers are easy to sell on a world stage. Families seem to want to travel suburbia in FWD comfort, driving scaled up versions of sedans. Nissan and Infiniti have perfected the formula, offering the QX30, 50, and 80. We've had ample seat time on the smallest and largest in their lineup, so now its time to peruse the features of the QX50.Reviewed: 2017 Infiniti QX30Before they renamed their lineup, the QX50 began life as the EX, a taller version of the G35 sedan. Sharing the same FM chassis as the 370Z and the GT-R. Primarily offered as RWD, AWD is optional, which separates the QX from its competitors.Reviewed: 2018 Infiniti Q50We had a week to spend with a new model, and everyone had valid points to make. It doesn't ride as high as other crossovers, so body roll feels more like a sporty sedan. Your only transmission choice is a 7-speed automatic, and for some reason, it offers rev-matched shifts in manual mode. Seats are wide and comfortable, but cargo room isn't comparable to others in this class.Power- we like power. All luxury brands seem to think a V6 customer will be happy with a turbocharged four, but we can't justify it. That's why the 325 horsepower 3.7 liter V6 puts the QX50 ahead of many. You have 267 lb-ft of torque which will have you at 60 mph a little over 6 seconds. The differential is geared for highway cruising, in order to max out at 24 mpg. City mileage is less impressive at 17 mpg.Browse Infiniti QX50 For Sale

By Andrew Nabors – November 10, 2017

Reviewed: 2018 Infiniti Q50

If you are in the market for a luxury sedan, Infiniti has something worthy to consider. For the 2018 model year, the Q50 Red Sport 400 was treated to a few upgrades. We spent a week with the 2017 model back in March, so this will mostly cover the differences between them. After a week with the new car, we realize there is more than one way to build the perfect sedan.Nissan has always seemed to achieve greatness by choosing a new way to solve old problems. This is why their luxury brand has had great success with the G35 coupe and sedan. Always taking advantage of the latest advances, we were amazed at the ride quality. A revised digital suspension is constantly adjusting for changing conditions, and the steering had a unique feel. Direct Adaptive Steering is literally steering by-wire. Your hands control a wheel, which is merely an input for the computer. Without a physical connection to the tie-rods, the Q50 is much like an arcade game.Reviewed: 2017 Infiniti Q50 Our test model was the "Red Sport 400". It uses a twin-turbo V6 making 400 horsepower and 350 lb-ft of torque. It has active cam timing on intake an exhaust, and it's a silent runner. The 7-speed automatic is adequate, but nothing remarkable. Punch it into a corner and it will kick down a few gears. You will smile until you remember the open differential. Infiniti does not offer a locking rear differential. This one part holds the entire back from its competitors. Without sending power to each wheel equally, the Q50 will erupt in a one-tire fire when pushed. If you think about going hammer-down on a curving onramp, the inboard tire will spin and until the computer shuts down the party.Thankfully Infiniti also builds this car in AWD, so that would be our choice if you enjoy driving. Around town, the Q50 Red Sport 400 makes all the right noises and offers 26 mpg. It has every possible tech feature including active lane control, as long as you opt for the Sensory and Proactive Packages. The former adds Bose Audio, memory seats and climate control, while the 2nd has smart cruise, active lane control, and pre-crash seatbelts. Each package has essentials that dealers will never go without, so it helps to bump the sticker price to $60,720. That is a significant investment for any car with an open differential, so give the AWD model a spin and tell us how it holds up. Stay with us for more reviews here on Autofluence.

By Andrew Nabors – March 05, 2017

Reviewed: 2017 Infiniti Q50

A few years back, Nissan decided to rename every model of their Infiniti luxury brand. The G37 sedan was their most popular model, so we didn't entirely understand the need for a change. Over the course of two years, every model transformed into a Q followed by a numeric series. The Q50 launched in 2013 as the successor to the top-level G37 and it gained a host of improvements.Initially, the powertrain remained unchanged, sharing the venerable 3.7 liter V6 with the Maxima and 370Z. The VQ series engines are among the most powerful and popular V6 engines in recent history, and their influence can be found in everything from the Skyline GT-R to a V8 in the Titan pickup truck. But for 2016 the overseers are following the disheartening trend of downsizing in the name of fuel economy. Many countries are invoking taxes based on engine size, so the revised Q50 has a 3.0 liter V6 with twin turbos. In top-level trim, it makes 400 hp and 350 lb-ft of torque.The 3.0 liter was one of five new engines that were released in 2016. Other improvements released last year were a revised steering system and "Dynamic Digital Suspension" that reacts quickly to changing conditions. We have an opportunity to drive many vehicles with such claims, so we were glad to spend a week with the Q50 to see how it compares to the competition.If you think it's just a Maxima with nicer leather you should probably stop reading now. Infiniti might share a common architecture with its parent company, but that's where the similarities end. While Nissan focuses on performance at a competitive price, Infiniti's goal is to refine the art of driving and give you a needed respite after a long day.In the past, they used the best technologies available to disconnect the driver from the outside world, but now the Q50 has the ability to bring fun back into the equation. Choosing not to stray from their core customers, the suspension and steering systems are configurable with sport and touring modes. Available in rear-wheel drive of AWD configurations, it offers style and efficiency that are not usually found outside of Germany.On a lap of St. Petersburg we used our secret proving grounds in an attempt to force understeer. In the past, Japanese luxury brands have dialed in understeer at the limit to let the driver know such antics should be avoided. But with the new digital suspension, the Q50 realizes it has arrived to a party and it quickly rises to the occasion. That being said, it took real effort to push the Q50 to its limits, and its an achievement that won't happen on public roads.Outside the styling is what you would expect, with graceful curves and aggressive 19" wheels. The most polarizing feature is the forward slant of the C-pillar as it approaches the belt line. I think it is graceful and unique, but others saw it as pompous and precocious from such a conservative brand. Inside the materials are nice and the infotainment is easy to navigate. Leather, brushed metals and wood are laid out in a symmetrical fashion in order to please the eye. The touch screens are almost vertical which can be glare inducing, but steering wheel controls are intuitive to keep your hands on the road.The Q50 is the luxury sports sedan that makes for a great daily driver. Because they didn't attempt to reinvent the wheel, they pass the savings along to you. Purchasing is a great option because Ininiti is not hit by depreciation as much as other brands can be. Pricing for the Red Sport Edition in rear wheel drive starts at $48,700, which is a nice deal for a great car. Nissan is a cautious overseer, letting the other brands rush into new technologies. The new Q50 might seem late to the game in a few areas, but comfort lies in the fact that it will be a great car for years to come. Stay with us for more reviews here on Autofluence.

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