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 Gabriel Vega – May 27, 2022

Which Porsche Macan Is Best? We Tested Them All For You

When I imagine a Porsche, I'm instantly thinking of the 911. However, as I step out into the real world, the one I'm most likely to see is the Macan. With 24,716 units sold in 2021, it is by far Porsche's most popular model, and with a base price of $54,900 plus a $1,350 delivery fee, it's also the cheapest. Since it is the brand's most accessible model, it's also one of its most critical. It has to impress well enough to convert a first-time buyer into a potential die-hard fan. According to Porsche, it's been filling that role quite well since its introduction back in 2014, as a significant portion of its buyers come from other luxury brands. Despite testing vehicles for many years, I had never actually driven a Macan before, in any of its various forms. So when Porsche reached out with an opportunity for me to test them all, I jumped at the chance. This shootout was simple, pit all of the Macan's trim levels against one another through the twisty roads of the Malibu canyons. This includes the base Macan, S, T, and GTS trims. I'll be sincere in saying that I was primarily rooting for the GTS as it has the most to offer on paper. However, after a few hours on the road, one of its more affordable siblings impressed most. Porsche Macan S Although it may seem counterintuitive, we will go through these trim levels in the order in which I drove them, not necessarily their usual hierarchy. I promise, there's a method to my madness. So my day began with the Macan S and a fairly well-optioned one at that. Despite its base price of $66,750, including destination, my tester's sticker price was $85,030. Options such as the Premium Package Plus ($4,790), Porsche Surface Coated Brakes ($3,490), and the 21-inch RS Spyder wheels ($2,320) got us to that wealthy sum. On the performance side, the Macan S features a 2.9-liter twin-turbocharged V6 developing 375 horsepower and 383 foot-pounds of torque. For the 2022 model year, the S gets the engine out of the outgoing GTS for some added grunt. A seven-speed dual-clutch PDK transmission sends that power to a standard all-wheel-drive system regardless of trim level. The run to 60 mph is dealt with in 4.4 seconds before charging toward its 160 mph top speed. On the road, the Macan S is properly quick. Thanks to Porsche's class-leading PDK transmission, the S makes that 375 hp output feel much more like 400 hp. The shifts are seamless and nearly instantaneous as it'll happily deliver low-end torque for days. Even at speed, the S is eager to get up and go, not running out of steam until you get very close to its redline. This little crossover delivers about as much performance as a crowded city can handle. Also Read: 2022 Maserati MC20 Review: A Fresh Take On A Winning Formula The S had even more to offer as I left the highway behind for some twisty canyon roads. While its PSCB brakes command a significant sum, they earn their keep as you pick up the pace. Despite its small size, the Macan S is quite a hefty thing with a 4,255-lb curb weight. Braking power was consistent and more than enough to keep this little crossover in check. While it may have shown its strengths at speed, it also showed some flaws. Its steering, for example, delivered virtually no feel or noticeable load changes through tight turns. The first indication I got of any understeer was through noise coming from the tires. Additionally, while it's pretty composed and balanced around town, its suspension was too soft to handle the twisty stuff confidently. Body roll was noticeable, a bit surprising for a vehicle that now comes standard with Porsche's Active Suspension Management system. But let's face it, the Macan S likely wouldn't be your first pick for a canyon carver anyway. It dominates its intended playground. So if you want to blast through crowded cities and exploit tight gaps on the highway, the Macan S offers performance levels that won't leave you wanting more. However, if you're going to carve canyons, the Macan has an answer for that. Porsche Macan GTS After handing over the keys to the sporty S, I opted to jump into the range-topping model, the GTS. While the previous king of the Macan hill used to be the Turbo variant, it's dead for 2022. However, the Turbo's demise works to the GTS' benefit as it inherits its version of the 2.9-liter twin-turbo V6. As a result, the GTS now makes 434 hp and 406 lb-ft of torque, reaching 60 mph in 4.1 seconds and a top speed of 163 mph. Given its status within the Macan hierarchy, the GTS is the most expensive variant, with an $81,250 base price, including destination. My tester came in at a staggering $91,160 thanks to options such as its Adaptive Air Suspension ($2,140), Premium Package Plus ($4,790), and Adaptive Cruise Control ($990). While its as-tested sum is nothing to scoff at, if we compare it to the S I drove first, it's a little over $6,000 more for a crossover in a whole other league. Fittingly, I began my time behind the wheel of the GTS deep in the canyons. I chose a particularly twisty road to put the GTS through its paces. With a 4,321-lb curb weight, the GTS is the heaviest of all the Macans. Despite that, the GTS does the best job of hiding its heft. Whereas the S was eager to roll through corners, the GTS rides virtually flat and balanced. Thanks to the addition of the optional air suspension, the GTS is simultaneously a better performer and more comfortable over even significant imperfections. Understeer is minimal, and if you're aggressive enough, you get a bit of lift-off oversteer around super tight bends. It feels exciting and alive in a way the S just didn't. Part of its added fun comes down to its added pace. An extra 59 hp and 23 lb-ft increase may not sound like a lot on paper, but it makes a massive difference on the road. Thanks to its seven-speed PDK transmission and all-wheel-drive system, the GTS drags itself out of corners with brute force. The GTS is properly quick with strong low-end torque from a dead stop. Additionally, you can actually hear its refined V6 engine thanks to the addition of a standard sport exhaust. The big difference between the GTS and S is that the range-topper is one you'd pick for a sporty drive. It's not fun for a crossover. It's fun, full stop. With its added capabilities, sound, and power, the GTS is for proper enthusiasts. But then again, you'd expect so given its elevated price tag. Around town, not much other than the air suspension separates it from its S sibling, making its price hard to swallow if you don't have the necessary roads to notice the difference. Base Porsche Macan Now that we've seen the best of what the Macan can offer, it's time to get into the cheap seats. Cheap is relative here, as even the entry-level variant has a base price of $56,250, making it still one of the more expensive small crossovers currently on sale. My tester's sticker price came in at a not inconsiderable $63,270, thanks to options such as the Sport Chrono Package ($1,220), Porsche Torque Vectoring Plus ($1,500), and Porsche Active Suspension Management ($1,360). In other words, you can have a base Macan plus a Mazda Miata or the Macan GTS. Unsurprisingly, a lower price tag means a smaller engine. Thankfully, the turbocharged inline-four-cylinder under its hood is a good one. You may recognize it as it also lives under the hood of various other quick Volkswagen and Audi products, albeit in different configurations. This 2.0-liter four-pot pumps out a respectable 261 hp and 295 lb-ft of torque. A benefit of the smaller engine is less heft to lug around as the base Macan slims down to a curb weight of 4,067 lb, making it 254 lb lighter than the GTS, especially in the front axle. It also benefits from the same all-wheel-drive and seven-speed PDK transmission as its more expensive siblings. Also Read: 2022 McLaren 720S Spider Review: Redefining Speed It becomes immediately apparent that the base Macan is lighter on the road. Despite not having all the performance goodies, the entry-level Macan feels agile and eager to turn into corners. While there isn't loads of grip as the front tends to understeer quickly, it's less eager to roll as there's just less mass for its suspension to handle. It may not be as flat as the GTS, but it's certainly more composed than the S through the tight stuff. Despite being down on power, it's not an issue at all. The base Macan still hits 60 mph in 5.8 seconds and continues to a top speed of 144 mph. Around town, this is more than quick enough. The main benefit here is that you get torque at just 1,800 rpm. Combine that with the magical PDK, and you get a crossover that is pretty much the ideal vehicle to tackle city traffic. The Macan is quick, quiet, comfortable, and effortless to commute in. If I'm honest, it is a letdown in the canyons, but that's hardly its intended stomping grounds. As a daily driver, I was impressed with how much the entry-level Macan had to offer, especially considering how much cheaper it was than its siblings. However, Porsche had one last ace up its sleeve, and after driving all of them, it may just be the best one. Porsche Macan T Since the Macan T is the family's newest member, I purposely drove it last. The T stands for "Touring," and its philosophy is simple but effective. It marries the smaller engine out of the base Macan with sportier elements from its more expensive siblings and offers them as standard. The goal is to deliver a higher-performing variant of the Macan at a lower price point. Unlike the other variants I've tested thus far, the T is a 2023 model and starts at $64,450, including destination. Unfortunately, since my tester was a euro-spec car, I don't have exact pricing. Mechanically speaking, the Macan T is virtually identical to the base Macan. It develops 261 hp and 295 lb-ft of torque from the same turbo inline-four engine. It also counts the same PDK transmission and all-wheel-drive system. The T is identical to the base in a straight line, reaching 60 mph in 5.8 seconds before continuing to a top speed of 144 mph. On the road, there's no difference in the speed front. The T has good torque and is about as fast as you would ever need on public roads. The big difference reveals itself as you begin to attack corners. The Macan T is the best of both worlds. It's eager to turn in and feels quite agile thanks to it carrying less weight on its front axle. However, because it also features a unique Active Suspension Management system and stiffer anti-roll bars, the T is balanced and composed. There's little body roll, and despite not having the stickiest rubber, the T's limits far exceed the base model's. Despite the added performance capabilities, the T doesn't feel less comfortable around town or on the highway. There's no penalty for the added performance. It gives you everything you want and nothing you don't. Closing Thoughts Having never driven a Macan before, I had a lot of learning to do. Frankly, I expected the S and GTS to be the most impressive as they're the highest performing models with the most sophisticated components. However, the opposite was true. The entry-level Macan and the Macan T were the ones I walked away thinking about most, especially the T. Once you factor in price, the T is my pick of the bunch. It offers perhaps the most rewarding driving experience for the money. If all-out speed is what you want, the GTS is a spectacular thing with limits that far exceed what a small crossover should be capable of. But with an as-tested price getting close to six figures, it's a tough sell. While the S would make for a wonderful daily driver, my tester's $85,000 price tag didn't necessarily offer anything the cheaper T, closer to $65,000, didn't. So after many hours through canyons, highways, and various towns, it's clear that there are no wrong choices in the Macan range. Whether you get the base, S, or GTS, they are capable machines made by a brand that knows exactly what it's doing. The T, however, stands out as the clear winner. View All Porsche Macans For Sale Images via Porsche

By Gabriel Vega – December 02, 2021

TechArt GTstreet R First Drive: A Porsche Fit For Batman

For most of us, the Porsche 911 Turbo S is as good as it gets. With its widened bodywork, active aero, and outrageous performance, the Turbo offers up hypercar-beating stats at a quarter of the price. However, german tuning house TechArt believes even the Turbo leaves room for improvement on the table. The first GTstreet was born in the early 2000s, based on the 996 generation of the 911. The formula was simple yet effective. The GTstreet series improved the Turbo's aerodynamics, suspension, and powertrain, pushing what the 996's platform could do. Flash forward 20 years, and TechArt's formula remains largely unchanged with their latest creation, the GTstreet R. It uses the 992 911 Turbo S as its base, and I drove it in the canyons above Los Angeles to see just how different it is from its distant cousin. Styling Turned Up To 11 The GT Street R looks like nothing on the road. While its crazy aero is visible from a mile away, there's a method to the madness. The aero on the GTstreet R was developed through extensive wind tunnel testing. The result is 45 percent less lift on the front axle and four times more downforce on the rear axle than a standard Turbo S. Despite the drastic exterior changes, the R retains the Turbo's active aero systems. However, TechArt reworked these components extensively, as seen by the massive wing in the rear. To keep the weight down, most of the elements that give the GTstreet R its distinct look are made out of carbon fiber. Matching the wicked styling is a more aggressive stance, widened by 30 millimeters in the front. Both 20 and 21-inch center-lock wheels are available with an optional aero disk. If it were up to me, the aero disks are a no-brainer as they tie in nicely with the rest of the aero-focused design. A Monster, Even In Stock Form If the stock Turbo S' 640 hp and 590 lb-ft of torque aren't enough, TechArt will happily give you more power with one of its two optional packages. The first sees power jump up to 710 hp without significant hardware changes or tuning the stock engine management software. However, the second pack and its new turbochargers push the R to up to 800 hp and include new software for both the engine and transmission to keep things in check. Unfortunately, the GTstreet R I got a chance to play with didn't feature any additional power. However, it did have TechArt's lowering springs and all of the aero bits mentioned earlier. If you want greater adjustability, TechArt also offers a coilover kit that'll let you adjust your R even further. In a straight line, the R without the performance upgrades feels quite similar to the Turbo S upon which it's based. The turbo flat-six under the hood delivers instant acceleration, massive torque, and consistent power to redline. Starting with a Turbo S means that even in stock form, the R is already a monster. Around the bends, those aero improvements mentioned earlier are instantly detectable. While the R is undoubtedly stiffer than a Turbo S, it feels extremely planted while offering tremendous grip around corners. The GTstreet R I drove didn't have TechArt's recommended Michelin Pilot Sport 4S tire. Regardless it still managed to hang on even in the tightest bends. One surprising aspect of the R was how much induction noise you get in the cabin as you blast your way up the road. You can literally hear the engine sucking in the air as you climb up the rpms. The added noises only add to the overall drama of the driving experience. Thankfully, this R retained the stock carbon-ceramic brakes of the Turbo S, which are, without a doubt, some of the best in the business. You get a strong initial bite and immense stopping power, which you'll need if you plan to order an R with added power. An Ultra-Customizable Cabin With its wind tunnels and groups of engineers, TechArt does the heavy lifting with the exterior of the GTstreet R. However, the German tuning house gives the buyer total freedom over the interior. You can option different leather materials, Alcantara, and carbon fiber parts. The only limiting factor as to how wicked the interior can get is the buyer's wallet. My tester's interior was pretty close to what you get on a normal Turbo S. Most of the money was spent on the exterior. However, this R did feature a re-trimmed steering wheel with perforated red leather and Alcantara. Additionally, the R gets a unique badge on the dashboard reminding you of which chassis number you're in. Since the rest of the interior is pretty much standard Turbo S, it works well. The ergonomics are fantastic, easily suiting taller drivers. However, one thing that always surprises me about the current-gen Turbo S is how comfortable of a place to be it is. This is a car that you could easily tackle a track-day with or a cross-country road trip. How Much Does The GTstreet R Cost? The TechArt GTstreet R is a hard car to price, mainly because it is so extensively customizable. As a result, no two R's will ever be alike. In fact, the R is an extremely rare machine, with just 87 planned for production in total. As a starter, you'll need to find a 911 Turbo or Turbo S, which start at $174,300 and $207,000, respectively. The GTstreet R kit then commands €73,000, or around $82,000 to start. Once you've got your car and your kit, you'll need to reach out to one of many of TechArt's recommended installers to install the parts, at which point you can change the color of the car or add additional extras. This example actually came from Creative Bespoke located in Phoenix, Arizona. According to the folks at TechArt, a fully customized GTstreet R can cost around $450,000 to $500,000 once it's done. Given its hefty price tag, the GTstreet R isn't for everyone. Add in the immense performance you get from a standard Turbo S, and that'll likely be the route most buyers go. However, with its crazy aero, and intense driving experience, the R continues to carve its own lane as an ultra-rare performance-focused supercar for those who want something beyond what the best in the business can offer.

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