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

A blue convertible sports car, like the 2025 McLaren Artura Spider, speeds along a road with blurred trees and rocky terrain in the background—perfectly capturing the droptop’s split personality in motion.

By Kirk Bell – August 23, 2025

2025 McLaren Artura Spider Review: Droptop With A Split P...

“Twenty, twenty, TWENTY,” my mom screams, as I approach a 90-degree bend preceded by a 20 mph sign on a country road near her home in Bumpkinville, Wisconsin. I’m doing plenty in the McLaren Artura Spider, and slow to about 40 mph for the turn, which the car handles with ease. “Are you trying to kill your mother?” she asks. “No, mom, that would kill me too,” I reply. “This car has a lot of capability.” That’s the engaging supercar side of the Artura Spider’s multifaceted personality. As a plug-in hybrid, it can also be an electric economy car or an everyday driver. The Artura is McLaren’s entry-level supercar, and the Spider fills the droptop role. It features a power-operated hardtop that opens or closes in just 11 seconds at speeds up to 30 mph. Carbon-composite construction means the top adds just 136 pounds versus the coupe. Electric Economy Car McLaren also limits the weight added by its plug-in hybrid powertrain, which consists of an axial-flux motor in the eight-speed dual-clutch automatic transmission, a twin-turbocharged V6, and a 7.4-kWh battery. The hybrid system adds just 287 pounds, which keeps the curb weight down to a reasonable 3,439 pounds. The V6’s 120-degree V makes it spread wider and sit lower than the typical 60-degree V6s in mainstream cars. A dry sump oiling system lets it sit even lower, and the 94 horsepower and 117 pound-feet of the electric motor contribute to a total system output of 690 horsepower and 531 pound-feet of torque. Start the Artura and it defaults to the Electric mode, which can be used up to 81 mph and effectively gives this sleek supercar silent propulsion and the power of a Smart ForTwo. The small battery enables a modest 11 miles of electric range, so Electric mode is best used to save fuel in heavy traffic or when driving in emissions-free city zones. Everyday driver Click the powertrain controller on the right side of the instrument panel to Comfort and do the same for the suspension on the left side of the IP, and the Artura Spider becomes a comfortable everyday driver. The car can run on electricity in Comfort mode, but step hard on the throttle and the V6 fires up with a pleasing “whum.” In Comfort, the exhaust note doesn’t drown out conversation, and the transmission and engine are relaxed. A deep stab of the throttle will unleash all 690 horses, but it’s just as happy to chill. Comfort also maintains a five-percent charge in the battery, which is important because reverse gear only runs on electricity. The Artura Spider is made from pretty exotic stuff. It’s built around a new mid-engine carbon-fiber tub called the McLaren Carbon Lightweight Architecture (MCLA), and it’s set on sticky 235/35R19 front and 295/35R20 rear Pirelli P Zero Corsa tires. That’s all aimed at performance, but the Artura manages to ride well enough to make it comfortable for regular duty. In their softest setting, the adaptive dampers absorb most bumps like a sport sedan. City and highway driving give me time to check out the interior. My test car is equipped with the heated, power-adjustable comfort seats that have big bolsters to keep me situated in the corners but leave room for wider backsides. The $9,400 Performance Spec includes high-quality Alcantara upholstery with orange piping, and a $1,600 black package adds gloss-black plastic trim. Engaging supercar The Mr. Hyde side of the Artura’s multiple personalities is accessed through the Sport and especially the Track settings for both the suspension and powertrain. My tester has the $5,100 sport exhaust system, which adds active exhaust valves and a symposer to pipe the exhaust note into the cabin. Sport mode opens the valves and activates the symposer, turning up the exhaust note’s volume so it becomes the entertainment rather than what’s playing on the radio. Track mode makes it even louder, which is great when dicing up the corners, but fatiguing when it drones on at highway speeds. Sport and Track also unlock the powertrain’s supercar rambunctiousness. The throttle gets touchier, and the transmission hangs on to gears longer. Despite the torque fill of the electric motor, there is a touch of turbo lag from a stop, but after that, power delivery gets intense. I open it up on a country road and the Artura pins me back into my seat. The transmission fires through shifts as the V6 approaches its 8,500-rpm redline with a raspy crescendo. The 0-60 mph run takes just 3.0 seconds, extra-legal speeds arrive all too quickly, and the Artura Spider tops out at 205 mph. Sport mode keeps the battery at about a 45-percent charge, while Track overrevs the engine to charge the battery. On a 45-mile cruise back home, Track mode charges the battery from 20 to 80 percent, though I could also charge it from 0-80 percent in 2.5 hours on a 240-volt home outlet. Sport and Track modes also firm up the dampers to make the ride busy on broken pavement and harsh over sharp bumps. The track is so firm that I wouldn’t recommend using it on anything but smooth pavement. On a twisty but patchwork country road, I put the suspension in Comfort to keep the tires on the pavement as much as possible. The low-slung Artura leans slightly in corners, which translates as feel from my perspective. It feels hunkered down and stable mid-corner, where I can control oversteer or understeer by adding or subtracting throttle. I don’t get the chance to drive the Artura Spider on a track, but track time in the Artura coupe revealed that the Pirellis have unrelenting grip, the car rotates willingly, and the standard carbon-ceramic brakes are strong but have a wooden feel after initial bite. In that extreme circumstance, the transmission didn’t always downshift to the right gear for the best power out of corners. I found I could do better with the large carbon-fiber shift paddles. The Artura’s best dynamic trait is its electro-hydraulic steering. It’s pleasingly quick and direct with good weight, and road feel is plentiful through the small-diameter, flat-bottom steering wheel. The car reacts to steering inputs with scatback agility, too. The 2025 McLaren Artura Spider starts at $281,008, including a hefty $5,000 delivery charge and a $2,208 fee for a few take-home goodies in the America’s Accessory Pack. That’s $24,700more than the coupe, and McLaren is happy to sell you as many expensive options as you like. With a smattering of options, my test car carries a substantial $332,348 price tag. That’s obviously a lot of money to spend on a car, but McLaren Artura Spider can be seen as three cars in one. It’s quiet and efficient for short bursts as an electric economy car and comfortable as a daily driver, but it’s the most fun as an engaging supercar that can scare the hell out of your mom! View All McLaren Arturas For Sale Source: McLaren

By Gabriel Vega – December 19, 2022

2023 McLaren Artura First Drive Review: A New Era Of Perf...

British supercar manufacturer McLaren is stepping into a new era of performance, and it’s doing so with an entirely new car. Nothing in its latest creation; the 2023 McLaren Artura is a carryover from a previous model. From its carbon fiber monocoque to its 120-degree twin-turbocharged V6, eight-speed dual-clutch transmission, axial flux electric motor, 7.4kWh battery pack, and even interior are all components we’ve never seen before. There’s a lot going on, and on paper, it seems that the Artura follows a similar recipe to that of the P1 hypercar, just in a smaller standard production form. The result is a Porsche 911-sized car with a 671 hp output, a run to 60 mph of three seconds, and despite lugging around an electric motor and a battery pack, a 3,300-lb curb weight. I flew out to Las Vegas to drive the new Artura through Death Valley and at the Las Vegas Motor Speedway’s road course to see if all that clever packaging and engineering come together to deliver a truly memorable experience. And in true McLaren fashion, the Artura takes a very clinical approach to performance; it’s precise, calculated, and outrageously quick, even at the cost of flamboyance and pantomime. But despite how much of a performer it is, it’s not its speed that impresses most. Without stepping in, it’s clear that the Artura is a masterclass in packaging. Take its all-new 120-degree 3.0-liter twin-turbocharged V6, for example. It’s very small, and thanks to two fewer cylinders and a hot vee turbo setup, it weighs just 353 lb, or 110 lb less than the 4.0-liter twin-turbocharged V8 in the 720S. It also sits about two inches lower and revs out to 8,500 rpm. Despite its tiny footprint, this new engine pumps out 577 hp and 431 lb-ft of torque. Combined with a 34-lb axial flux E-motor that develops up to an additional 94 hp and 166 lb-ft of torque, you get a total system output of 671 hp and 531 lb-ft of torque. Thanks to its E-motor, the Artura can drive up to 81 mph for 19 miles in fully electric mode. Since this axial flux motor lives within the transmission’s bell housing, it also replaces a traditional reverse gear. Thus, the Artura’s new eight-speed transmission is about as large as a seven-speed would be. Although it doesn’t support fast charging, it’ll charge up to 80 percent after two and a half hours at (3.3 kW.) Alternatively, you can charge the battery by driving the car in its Sport or Track modes. Why You Should Buy a McLaren Artura Stepping in for the first time, the Artura feels decidedly like a grown-up supercar. It looks like the McLarens of old but lacks the manic nature of the 570S it replaces while not stepping on the 720S’ toes, which is intentional since it slots between the GT and the 720S within the marque’s offerings. It feels clinical and distilled, a feeling quickly reinforced by the sound of its engine firing up for the first time. It sounds like no V6 I’ve ever heard before, thanks partly to its 120-degree nature and tiny cylinders. And like the cars that came before it, it retains that video-game-like engine note. It’s sonorous, throaty, but ultimately synthetic. As I set off for the first time in E-Mode, the car’s startup configuration, I may as well have been behind the wheel of any other plush commuter. It’s quiet, civilized, and supremely comfortable. Despite riding mere inches off the ground, the Artura soaks up imperfections excellently. And despite not having an engine behind you drowning out unwanted noises, the cabin remains perfectly quiet. If you’re athletic enough to get in it, this supercar could be your only car. The Artura’s drive mode and suspension selectors are just behind the steering wheel. A flick upwards on its right side shifts it into Comfort mode, fires up the engine past 40 mph, and keeps it on until your speed drops below 15 mph. It works like an auto-stop-start system, but I’d only use it for long highway journeys where the engine stays on. Having it shakes the car every time it starts up gets a bit tiresome after a while. One more click, and we’re in Sport mode, and the Artura comes alive. Its engine is now always on, focusing on delivering as much power as possible without interruption. Despite not being the car’s most aggressive mode, it feels responsive. Turbo lag is drastically reduced versus a 570S, and it feels eager to launch forward regardless of your speed. It feels nearly as fast as a 720S, although thanks to excellent sound deadening, it doesn’t translate its speed to the cabin quite as well. It’s very easy to underestimate how fast you’re moving if you’re not looking at the speedo. As its name suggests, track mode is the car’s most aggressive mode, and it starts to tug at its leash. Throttle response becomes razor sharp, and lag from the engine becomes nearly non-existent. As the electric motor fills in torque throughout the rev range, the Artura hits its peak output quickly and stays there longer. Don’t, however, mistake its aggressiveness for a lack of composure. The Artura is manageable, balanced, and inviting, even turned up. As you approach its limits, the Artura never stops talking to you. Whether it be from its quick hydraulic steering system or mechanical brakes, tons of feel comes through. The McLaren feels more tactile and involved than a similar Lamborghini or Ferrari. Sure its engine could use a bit more flamboyance, but from a driver’s perspective, the McLaren is the one you want to be in if you want a surgical approach to speed. Lamborghini Huracan STO Review: A Proper Race Car for the Road Part of why the Artura is so well-behaved on the road comes down to its weight and size. Thanks to weight savings in its engine, battery, and electric motor, it tips the scales at just 3,300 lb. A comparable Lamborghini Huracan Technica weighs in at 3,500 lb, while a Porsche 911 Turbo S comes in at 3,700 lb. Thus the Artura feels lighter on its feet than competitors and remains eager to dance on a back road. The Artura achieves this weight thanks to its new McLaren Carbon Lightweight Architecture (MCLA), composed of 500 carbon fiber pieces. It’s lighter than any other monocoque the manufacturer has made and extends further back to accommodate the new battery packs found in electrified cars. It’s a clear sign that the hybrid era is here to stay. It further saves on weight by counting on aluminum structures for the front and rear subframes, which amount to 10 percent weight savings to their previous configurations. Weight aside, the new structure allows for lower door sills, making it significantly easier to get in and out of. Once sat in either the base Comfort seat or the optional Clubsport seat, you’re met with a cabin that’s a significant improvement over that of the 570S. It feels well put together, with quality materials and odd squeaks or rattles to report. While the layout consists of an eight-inch tablet-style infotainment system with some pretty sizable bezels, it finally features Apple CarPlay and Android Auto connectivity. It’s still a wired system, but at least McLaren finally matches the offerings Lamborghini and Ferrari have had for years. View More Exotic Car Reviews In the interest of full transparency, it is worth mentioning, however, that during my drive, my test vehicle suffered an issue with its key fob, not allowing the car to start occasionally, and a parking sensor that insisted I was about to hit something, even when I was alone in an open desert. According to the folks from McLaren, the key fob mishap is due to the type of battery it was using, and the parking sensor problem is due to my tester being a pre-production example, not exactly the car customers will eventually receive. Towards the end of the day, we left the road behind for some time on Las Vegas Motor Speedway’s road course, which was quite an eye-opening experience. Before this drive, I had just driven the new Lamborghini Huracan Tecnica and Chevrolet Corvette Z06 at different race tracks, and the Artura impressed the most at the limit. Like on the road, it doesn’t fall flat on its face once you genuinely push it. It takes very harsh inputs to kick its tail out. It wants to stick through corners, and even while exiting tight bends where I’d be sideways in a rear-drive Huracan, the Artura sticks. I managed nearly four hours behind the wheel of the new Artura, both on the street and the track. It’s easily one of the most capable supercars I’ve driven all year. It’s quick, agile, and responsive, like a six-figure machine should be. Which is excellent, considering it starts at $233,000. It may not have the raw sound of a Lamborghini or the glitz of a Ferrari, but McLaren’s latest creation proves that a distilled, focused approach to performance can be just as exciting. It would be easy to assume that downsizing to a V6 and including an electric motor would dilute the driving experience, but you’d be dead wrong. Instead, the two add to the Artura’s appeal, making it far more versatile than the car it replaces while adding an abundance of performance. Whether on a short commute or on track, the Artura is easily one of the most compelling cars McLaren has ever made. View All McLaren Artura's For Sale

By Gabriel Vega – May 19, 2022

2022 McLaren GT Review: A Grand Tourer Built By Science

It's been nearly three years since the McLaren GT made its global debut during the 2019 Goodwood Festival of Speed. Since then, Woking's grand tourer hasn't seen many significant changes or updates. However, its closest competitors have certainly been hard at work. Porsche delivered with the 911 Turbo S, Bentley gave us a new Continental GT Speed, and Aston Martin stuffed a V8 under the hood of its DB11. All McLaren GTs For Sale Coincidentally, I've found myself behind the wheel of practically all of the McLaren GT's closest competitors over the last six months. I got into the British supercar last out of the lot. Thankfully, the GT has plenty going on in its favor, such as its powerful twin-turbocharged V8, silky smooth suspension, and a unique driving position in its segment. Even with a price that easily surpasses $250,000 with options, Woking's best makes a strong case for why it should be the top dog. McLaren GT Design At a glance, it would be easy to dismiss the new 2022 McLaren GT as just another supercar. However, peel back its skin, and you get a car that differs significantly from its closest competitors and its siblings. It all starts with the GT's carbon-fiber chassis called Mono Cell II-T. While all of the brand's current road-going vehicles feature a chassis made from this lightweight material, the GT's is unique. McLaren's engineers added a new upper structure that expands interior storage and passenger space. The result is 20.1 cubic feet of luggage room, including the front storage compartment. This means more than enough room for luggage during a road trip. Dimensionally, these changes in the name of interior space also impact the car's exterior. Thanks to its new structure alongside longer front and rear overhangs, the GT is over 15-ft long, making it one of the largest McLarens currently on sale. Despite its size, the GT is far from heavy. Thanks to lightweight materials, this grand tourer's chassis only weighs 192 lb, resulting in a total curb weight of 3,384 lb. Its looks then are less chiseled, more so draped over its purposeful structure. However, that doesn't mean that the GT isn't a stunning thing to look at. There's still plenty of clever aero work tucked away in its bumpers and sides. These elements simultaneously channel air over and through the car, leading into its enormous side pods and rear upper intakes. Despite all the clever science at play, the GT elegantly accomplishes its aero goals. You won't find a harsh, overly angular line anywhere on its bodywork. On the flip side, the GT's styling is somewhat tame, signaling a clear departure from current segment trends. However, this will be a winning strategy in the long run. Thanks to its designer's show of restraint, the GT doesn't need to yell or have five spoilers to command attention. Instead, it draws the eye in and invites you to scan around to see if you can spot all of its intricate details, all before you even step in. McLaren GT Performance It's a good thing the McLaren GT looks like a supercar because it certainly behaves like one. Powering it is a 4.0-liter twin-turbocharged V8 developing 612 horsepower and 465 foot-pounds of torque. Thanks to its low curb weight, the GT can rocket to 60 mph in 3.1 seconds before continuing to a top speed of 203 mph. Its quick pace primarily comes down to its seamless seven-speed dual-clutch transmission. With its lightning-fast shifts and instant response, it's one of the best in the business. Like its more powerful sibling, the 720S, the GT's rear wheels get all the power. On the road, it's hard to tell that the GT represents McLaren focusing on anything other than outright speed. The GT is still one of the quickest cars I've ever tested. While peak torque comes in at 5,500 rpm, 95 percent of it is available at as low as 3,000 rpm. As you put your foot down, there's only a split second of lag before the turbos wake up, and you're into hyperspace. The GT accelerates hard. However, its transmission doesn't clunk around. The entire experience is seamless. Carving up canyons at the upper end of the rev range is where the GT comes alive. Its turbo V8 is eager to play, delivering instant response, and even singing a lovely song through my tester's optional upgraded exhaust. 2022 Lamborghini Aventador Ultimae Review: Is This The Ultimate Aventador? While it impresses in a straight line, the GT is a more than willing dance partner through the corners. Despite being slightly longer than a 720S, you can't tell on the road. The GT behaves quite similarly to its more powerful sibling. It delivers excellent front-end agility and a level of stability that would make you swear there's a wing outback. Body roll is also non-existent, thanks mainly to the GT's proactive chassis control. It scans the road ahead and adjusts the car's adaptive dampers as quickly as two milliseconds. The result is a car that never seems to lose its composure and thus inspires confidence in its driver. Speed aside, the GT is an exercise in sensations as well. Thanks to its electro-hydraulic steering, you get constant feedback from the road. As far as modern supercars go, McLaren easily still has the best steering in the segment. The brakes aren't half bad either. They're carbon ceramics, as expected for the price point. However, they feel like they're out of a race car. Push in the pedal, and you don't get much stopping power. It takes a good confident stomp to slow the GT down. This firmness allows for easy pedal modulation and quick feedback as you start to trigger the ABS. Combine these elements with the power mentioned above and handling characteristics, and you get a car that delivers fun on a silver platter. While the GT will happily carve up canyons without a care in the world, that's perhaps not even its most impressive aspect. Despite being properly agile in the bends, a change in drive mode makes it one of the most comfortable sports cars I've ever driven. Full stop, the independent suspension, and adaptive dampers are pure magic, even putting some modern luxury cars to shame. Not even Los Angeles' ruined streets could phase the GT. This is the car you can drive for 10 hours across multiple states in complete comfort. On the highway, this supercar glides over imperfections in a way it really shouldn't be able to. If I had to plan a cross-country road trip, the GT would be my weapon of choice. Ferrari F8 Tributo Review: Pushing Street Limits McLaren GT Interior The McLaren GT's suspension does all the heavy lifting so its interior can thrive. Thanks to its modified structure, there's ample space for passengers and luggage alike. I'd wager that most people can find a comfortable driving position aboard the GT. Thankfully my tester featured the most comfortable seat options available. While they lacked a bit of side bolstering, they were nicely cushioned and quite comfortable on long drives. Thanks to big glass windows and an auto-dimming electrochromic roof, the GT's cabin feels airy and open, getting as far away from claustrophobic as a supercar possibly can. Build quality-wise; it's clear that McLaren has nailed its interiors. The last time I drove a GT was back in 2020 during lockdown. That particular press vehicle had more than a few imperfections, especially premature wear on its leather surfaces. It was a significant improvement as I stepped back into a GT in 2022. With no squeaks, rattles, or imperfection, it's safe to say that the British carmaker has made major strides towards overall quality. There was even low road noise permeating through the cabin. At speed, the GT is as quiet as it is comfortable. Tech-wise, the GT is lagging behind some competitors, namely in smartphone connectivity. Neither Apple CarPlay nor Android Auto is available as optional extras. While McLaren's infotainment system is intuitive and easy to use, it sometimes lags when switching through various menus. On the plus side, the digital instrument cluster in front of the driver is excellent, delivering plenty of information and tons of adjustability through the car's various driving modes. McLaren GT Pricing The McLaren GT starts at $200,000 in the U.S. However, with optional extras, my tester's price tag surpasses $250,000. This puts it directly in line with the Porsche 911 Turbo S, Bentley Continental GT, and Aston Martin DB11, which start around $200,000. Choosing between these machines is next to impossible at this price point as they're all excellent at what they set out to achieve. Within its segment, the GT and the Turbo S are perhaps the most alike, easily tackling twisty roads and big highways in absolute comfort. However, the GT's form factor helps set it aside. With a more traditional supercar layout, stepping inside a GT feels more special than its competitors. Additionally, the GT is the right car for most occasions, thanks to its ability to tiptoe between a proper supercar and a grand tourer. So while I wouldn't take it on a track to squeeze out the quickest times, it's the one that motivates me the most to go out and drive, and if racking up fun miles is the goal, the GT is the right tool for the job. View All McLaren GTs For Sale

By Gabriel Vega – February 28, 2022

2022 McLaren 720S Spider Review: Redefining Speed

On a bright sunny Miami morning back in 2019, I stepped into a McLaren 720S for the first time. Up until that point, I thought I had speed figured out, with plenty of seat time in supercars from various brands. However, when I slammed my foot down, and that 720S sprung into life, I realized I had it all wrong. Nothing accelerated like it, and with its turbo noise whistling behind my ears as it violently pinned me to my seat, I learned the difference between supercar and hypercar levels of performance. To my delight, nearly three years later, the British carmaker tossed me the keys to a 2022 McLaren 720S Spider for a few days. Knowing well just how fast this car already was, my real goal was to figure out whether or not chopping off the roof fundamentally changes the driving experience. However, despite the added heft from the retractable hardtop roof, it's clear that McLaren's engineers are part-time wizards. Only magic could deliver a drop-top that handles this well while delivering tremendous performance. Spoiler alert, the Spider, is the one to get. Function Over Form The 2022 McLaren 720S Spider is far from the prettiest thing on four wheels. However, there's a real sense that it's less styled and more shaped by aerodynamics. Take the hollow headlights, for example, which allow air to flow through to a few hidden coolers. A quick look at the lower front valance reveals even more intakes, seemingly disguised by the gloss black paint. Even the doors have a trick up their sleeve, helping channel air around the car. Step around to the rear, and the things heat up thanks to the massive adjustable rear wing. While it mainly generates downforce as you accelerate, the wing doubles as an air brake when you stomp on the stop pedal. Aside from its sheer size, its many positions give the 720S a distinct look, whether you're stopped at a light or blasting through the canyons. Perhaps the best part of the 720S's design is the twin exhaust tips that shoot out of the front bumper, flanked by two thin LED taillights reminiscent of those in the P1. Also Read - Ferrari F8 Tributo Review: Pushing Street Limits My tester's Amaranth Red paint and matte black wheel combo work beautifully, effortlessly reflecting light with plenty of sparkles while teetering somewhere between orange and burgundy. While black wheels often get lost in a void, my tester's set matches well with the rest of the black trim found throughout the car. Overall, there is no denying that the 720S looks purpose-built, regardless of the angle, and in this case, extreme attention to detail is perhaps even more impressive than just a pretty face. No Drop Top Drawbacks Convertibles almost always weigh more than their fixed-roof counterparts, and the 2022 McLaren 720S Spider is no different. However, none of that weight comes from additional chassis strengthening. Thanks to its carbon fiber monocoque construction, the 720S's chassis remains just as stiff, even when without a roof. Instead, the added 108 lb comes from the retractable hardtop, which can fold away in 11 seconds up to 31 mph. On the road, the 720S Spider's twin-turbocharged 4.0-liter V8 works as a great equalizer thanks to its 710 hp and 568 lb-ft of torque output. With that much power, the Spider hits 60 mph in 2.8 seconds. However, the impressive part is that it's no slower than the Coupe, marking no speed drawbacks. Flat out, it'll reach 124 mph in 7.9 seconds before continuing to its 212 mph top speed. There is nothing subtle about how the 720S Spider accelerates. With peak torque coming in at 5,500 rpm, there's a slow build through the lower part of the rev range until its turbos spool up, and you get the full punch. Thanks to the seven-speed dual-clutch transmission sending continuous power to those rear wheels, the 720S doesn't let up once it hits boost. Also Read - Lamborghini Huracan EVO RWD Spyder Review: Proper Supercar Theatrics As I mentioned in the intro, this car redefined what speed meant to me years ago, and practically nothing has changed since. Despite stiff competition from across the globe, 720S sits on the performance throne as far as its segment is concerned. Throw it into a corner, and the 720S Spider only gets better. Thanks to a fully independent suspension, it's tough to unsettle the car as none of its wheels are physically connected. This allows you to take even the roughest roads at speed while retaining complete stability. Speaking of stability, there is no way to tell you're in a convertible with the top up. There is no lack of rigidity or drawback in terms of handling dynamics. Additionally, its active dampers allow the 720S to be easily the most comfortable supercar I've ever driven. Raw performance aside, the 720 Spider's party piece is its steering. While most of its competitors rely on electric power steering, McLaren has stuck to a hydraulic setup. The result is excellent feedback through the wheel. It's also quick, making the car's front end feel agile and light. Lastly, we've got the brakes. While the large air brake in the rear certainly helps out, McLaren gives you carbon-ceramic stoppers as standard. You have to stomp on the pedal to get their peak performance. Once hooked up, the 720 Spider's brakes offer tremendous performance that's seemingly endlessly repeatable. A Truly Daily Drivable Supercar Many supercars now double as potential daily drivers, and the McLaren 720S Spider may be the best one. While its independent suspension and adaptive dampers play a significant role, its overall comfort is supplemented by a comfortable, well-appointed interior. For starters, McLaren purposely lowers the height of the door sill, making it easier to get in and out of the driver's seat. Once inside, my tester's leather and suede interior continue the performance theme with a comfortable edge. The seats are spacious enough if you're carrying a couple of extra pounds while keeping you perfectly in place through tight corners. Additionally, they're far from rock hard, meaning even longer road trips should be a breeze. In front of the driver, there's a swiveling digital instrument cluster that changes as you move through different driving modes. In track mode, the screen pitches down, revealing a smaller screen on top with just your revs and speed. The whole act of the screen moving is exciting to see, almost marking a special occasion when going for a drive. While the vertically oriented screen in the middle houses McLaren's sleek infotainment system, it lacks Apple CarPlay or Android Auto connectivity, a real bummer since this car's closest competitors at least offer smartphone connectivity as an option. On the move, the 720S Spider's interior is surprisingly quiet. Thanks to using a hardtop instead of a soft one, there's good sound isolation, although you'll always be a quick throttle push away from sweet turbo noises. All around, the 720S builds the daily drivability side of its character without detracting from its central role as a supercar in any way. Big Performance Comes With A Big Price Tag As great as the 2022 McLaren 720S Spider is to drive and live with, that performance comes at a significant sum. In the US, this car has a starting price of around $318,000. However, with optional extras such as the carbon fiber trim, my tester's price hovers closer to $375,000. After spending a few days behind the wheel, it's clear to me that the 720S Spider delivers on just about every front. Whether it's outright performance or livability, this McLaren shines as completely worth its price tag. Additionally, there's no penalty for choosing the Spider variant. Instead, you gain the sweet sounds of a turbocharged V8 right behind your ears. Above all else, my biggest takeaway is that despite not having driven one for years and driving just about everything else since then, the 720S is still easily one of the most impressive vehicles I've ever driven. See All McLaren 720S Spiders For Sale

Reviews

duPont REGISTRY News

duPont REGISTRY Group

Support

Subscribe