Luxury and Exotic Car Reviews

McLaren W1 First Drive: Ferocious Hypercar Transcends the Track

You know things are getting serious when McLaren rolls-out the ‘1’ suffix. The origin story is, of course, the very first road car McLaren ever built, the F1. Designed by visionary Formula 1 aerodynamicist and engineer Gordon Murray, it arrived in 1992 and rendered all other supercars obsolete. The tiny, lightweight F1 embraced carbon-fibre material technology, adopted a radical centre seat driving position with two passengers set back and either side and was powered by a 6.1-litre V12 engine from BMW that might as well have been passed down directly from the Gods. Game-changer? That doesn’t even come close to describing its impact, even if at the time sales didn’t come easy… The P1 was very different. Rather than a unique side project from the Formula 1 team, it was instead a statement piece for McLaren Automotive, a new road car division still in its infancy. It arrived in 2013 and was a wild-eyed showstopper. It traded the long-legged gait and supple suspension of the F1 for a weaponized hybrid system capable of delivering 903bhp and huge blue flames from its drainpipe exhaust. In Race mode, it lowered by 2-inches and its massive concave rear wing extended into the sky. The P1 was all about aerodynamic downforce, crazed acceleration and a snorting, angry soundtrack that mixed venomous twin-turbocharged V8 with the manic whirr of electric motors. Not so much a car as a force of nature. And now there’s this: The W1. It’s a true successor to the P1 with a similar brief and, on the face of it, it evolves rather than radically reinvents McLaren’s vision for the ultimate hypercar. This is not a criticism. How could it be when the result is this dramatic and has such staggering, other-worldly potential? The W1 has 1258bhp delivered to the rear wheels. It’s capable of 0-124 mph in 5.8-seconds, the quarter mile in 9.6-seconds at 167 mph and produces 2205lbs of downforce at 174 mph. The active aerodynamics – particularly a rear wing that extends way out beyond the rear of the car – are pure performance art and deliver massive aerodynamic efficiency. The result, aside from looking extremely cool, is that the W1 is McLaren’s fastest road car around a racetrack. Ever. Their benchmark circuit is the breath-taking Handling Track at the Nardo proving ground in southern Italy, where the W1 beats their previous benchmark, the flyweight McLaren Senna, by three seconds per lap. Or “a lifetime” as they call it in racing. Maybe two lifetimes! Core to the W1’s performance is the new ‘Aerocell’ carbon fibre tub. With integrated seats and a raised footwell to allow for inboard pushrod-operated front suspension – which in turn gives air a clean path to the huge underbody diffuser – it’s light, stiff, space efficient and has been instrumental in McLaren realising a full ground-effect concept. Just like last year’s F1 cars, which were the fastest ever made. There is also an active front wing and the aforementioned complex rear wing dubbed ‘Active Long Tail’. All of which is very admirable. But the ‘anhedral’ or gullwing doors and the fantastically shirnked-wrapped feel to the minimalist, highly-focussed interior are a pretty good side effect. The W1 feels special. Those fixed seats are perhaps a shade more upright than expected, and the driving position is less obviously racecar than, for example, the Aston Martin Valhalla or Ferrari F80. However, once you’ve adjusted the pedals (they move on a slider) and the delicate, slim-rimmed and alcantara-trimmed steering wheel, there’s an overwhelming sense of purpose. The cabin is so tightly tailored and imparts a sense of lightness and agility before you so much as start the all-new 4.0-litre twin-turbocharged V8 engine, which makes 916bhp all on its own and revs to 9200rpm. Reach up to a roof-mounted control panel to find the starter button. Maybe this fighter plane trope is a little corny, but somehow you feel thrilled rather than manipulated. The W1 has a sense of humour as well as all that motorsport-derived sophistication. There’s a short delay, but when the engine does fire it’s instant – as the high-powered hybrid system negates the need for an old-school starter motor. A sharp flare of revs tells you that this engine is hyper-responsive and angry. On some deep level your brain and body have been sent all the signals required to prepare for something new and intense. Ahead of us, an empty Mugello racetrack, so press and hold the blue button next to the red starter to select Race mode. The centre display graphic shows the W1’s transformation in real time as it lowers by 37mm at the front and 17mm at the rear whilst simultaneously undocking all that active aero goodness. Race mode is not road legal and is geo-locked. You can show your friends and neighbours the aero dance, but it won’t allow you to select a gear to actually drive unless you’re at a circuit. Incidentally, the rocker switches either side of the display binnacle allow further options now: Toggle up the Handling control on the left for Race+ (for F1-spec super smooth tracks) or stick to Race for gnarlier ones. On the right toggle select ‘GP’ for sustained performance over a stint or ‘Sprint’ to unleash all 1258bhp for a time attack. There’s also a DRS and Boost function on the steering wheel. But I guarantee you won’t have the mental capacity to use them… Exit the pitlane, pin the throttle and W1 takes maybe a millisecond or two to gather its might (the gearing stretches to around 60mph in first, nearly 100mph in second, primarily to aid traction), but then lunges at the first turn with incredible ferocity. It instantly feels light, almost like inertia is no longer a thing. McLaren really does prize lightweight engineering, and at 3084lbs (dry) the W1 has a 278lbs advantage over the Ferrari F80. Plus, Ferrari uses figures for cars fitted with every single carbon fibre option. In reality, the gap is probably wider still. The impression of agility and stunning control continues as the track is unravelled at startling pace. The electric motor mounted to the side of the new 8-speed dual-clutch transmission is good for 342bhp and 324lb ft and it boosts any low rev lethargy the new flat-plane crank V8 might have (spoiler alert: It doesn’t appear to have any), so the W1 just feels massively, almost impossibly powerful at any revs. Even so, there’s real reward for wringing it out to 9200rpm and the power curve feels superheated but organic, too. In Race mode the steering – still hydraulically powered – has less assistance and it is noticeably heavier than other McLarens. However, that resistance is welcome as it gives you something to push against and imparts so much information about the front grip level. New Pirelli Trofeo RS tyres with a bigger front footprint than P1 or Senna really help. The front-end feels incredibly secure and the rear-axle follows with perfectly-aligned precision. The whole car feels super-stiff, completely locked into the surface and inspires confidence, but there’s an inherent agility and adjustability that means you’re quickly confident to push at its limits and really impose yourself on the chassis. It’s such a complex car but the driving experience is intuitive, and the driver feels a key contributor rather than just amazed (or terrified) observer, holding on for dear life. Every dynamic ingredient really is shockingly effective and yet has a subtlety and lightness of touch. From that delicious steering to the incredible brakes, the W1 just feels so mission-focussed, so hooked-up. Only the new 8-speed gearbox is a slightly disappointment. It’s fast and punchy, but after the scintillating energy of the Ferrari F80 ’box it feels competent rather than inspired. Other quibbles – it’s okay to quibble when the starting price is $2.1-million before tax and destination charge. Well, that new twin-turbocharged V8 sounds tightly wound and aggressive but if you have a P1 tucked in the garage you’ll miss the snorting, Darth Vader-style soundscape and all the drama that goes with it. Ferrari does this better, too. The F80 sounds deathly dull from the outside but is a riot of turbochargers, electric motors and all sorts of mechanical fury within the cockpit. Even so, the W1 is wildly entertaining on track, and the rear-drive configuration makes it more of a challenge and more satisfying than the F80 when chasing lap times or just sliding around for fun. In the Ferrari, you must second-guess what the front e-axle might do, whereas in the W1 it’s all on you. There are plenty of tools to help, including the ingenious Variable Drift Control, but somehow the W1 is more heroic. Or at least fools you into feeling more heroic – which is surely the point! On the road? Nimble, loaded with feel and sublime response. The ride is noticeably tougher than, say, a 750S but the control is ramped-up too, and with a bit more speed the whole car finds a delicious rhythm. Sport mode for the drivetrain brings some nice turbo whooshes and chirps, but the noise remains high-quality rather than extreme excitement. It is perhaps the one area the W1 feels just a little too tame. Of course, there’s nothing tame about the raw performance… which is genuinely shocking and literally hurts your neck muscles after a few hours. How McLaren has given the W1 such immense traction through just two driven wheels is beyond me. So, is it worthy of that ‘1’? I think so. Perhaps we won’t be talking about $25-million auction results for the W1 in 30 years from now, as we are for the F1. Perhaps it doesn’t quite have the amazing presence and jaw-dropping star quality of the simply gorgeous P1. But it is such an intense experience and the way it marries stunning track performance with delicate poise and entertainment on normal roads is something akin to magic. Maybe not ‘the one’ but definitely a searing, outrageous addition to McLaren’s fiercest family line. Just 399 W1’s will be built and they’re all sold. I’m not surprised at all. View All McLarens For Sale Images: McLaren Automotive

By Andrew Nabors – March 04, 2019

Reviewed: 2019 Volkswagen Tiguan

Crossovers were all the rage when VW introduced the Tiguan. It has been in production since 2008 as a mid-level German family hauler. We spent a week with a 2019 example, and it confirmed what we already knew about the brand. The entry-level model is the Tiguan S. It has manual cloth seats for 7 passengers. If you need a grocery run, the 2nd and 3rd rows fold down for ample cargo space. Because it is a no-frills version of the Audi Q3, the climate control is manual and road noise is an issue. Audio is controlled by a 6.5" touchscreen. It has a standard FM radio with Bluetooth and USB inputs. The speakers could use an upgrade, and the Fender audio system can be found on the upper trim levels. The interior is made of textured plastics, injection molded masterpieces that are functional at best. Visibility is better than most crossovers, but highway merging is an issue. That is because you only have 184 horsepower and 221 lb-ft of torque. It is an 8-speed automatic that is front wheel drive. As you might imagine, the Tiguan is lacking on power. Thanks to riding on the latest MQB chassis, the turning radius is only 18 feet. This makes parking a breeze. Brakes are top-notch, as is the steering feedback. The suspension soaks up broken pavement by allowing more body roll. A lower ride height would help this immensely. Considering all this, the starting price under $25,000 is easy to swallow. VW is offering incredible leasing terms, so click the link below and your family will thank you. View All Volkswagen For Sale Related: McLaren Teases Upcoming 'Grand Tourer' Billy Joel Stops by NMoto to Test Fit His Bike

By Andrew Nabors – April 05, 2017

Reviewed: 2017 VW Beetle Convertible

Insects can be a menace unless the are equipped with a turbocharger. The latest model of the "People's Car" arrived at our headquarters finished in Bottle Green with a Beige Leatherette Interior. We were hoping for a manual, but the six-speed automatic proved to be a worthy contender. If you are looking for an economical convertible your choices are limited, so allow us to distill a week of commuting in the latest from Volkswagen.The Beetle has had a long and prosperous history in Mexico, and our test model was built south of the border. Our current administration might resent Mexican imports, but there is something to be said of less regulation. If you value a long-lasting paint job, Mexican built cars are still sprayed with traditional clear coat instead of the water based swill forced upon our domestic cars. Since the factory in Puebla has been building them before your parents were born, they know how to build a quality car. Convertibles must face a litany of crash and rollover tests which vary around the world. To build a car for the world market, the Beetle's strength is evident after the first few moments.As with any convertible we test, the first evaluation was trying to invoke cowl shake. This dreaded phenomenon occurs in cheapo drop-tops that prefer to shake the cockpit over small bumps. Try as we might, the Beetle responded with poise and confidence which made us wonder how far we could push it. I won't elaborate on when or where we lost traction, just know that it understeers enough to warn you before you reach the limit. The latest evolution of the venerable 1.8-liter turbo, it uses direct injection and premium fuel to deliver 170 horsepower and 184 lb-ft of torque. Cars that have more torque than horsepower are always fun. The chunky nature of the little four-cylinder in the lightweight chassis makes for a fun experience.The gear ratios are tight to keep the turbo happy, and the transmission performs as one would expect. One annoying aspect is the idle speed. Release the brake pedal and you have two seconds of stillness that is interrupted by a launch. In an effort to achieve maximum fuel mileage, the computer engages first gear in an abrupt manner. Crawling in traffic it becomes a rather annoying dance of brake and accelerator, so we found it easier to use the handbrake. As with most convertibles, visibility is limited when the top is up, so you will need to adjust to mirror and windows for maneuvering. The top is powered and easy to operate, with no funky latches to worry about. It is also well insulated for a car under $30,000.Entertainment is provided by an 8-speaker audio system, but our car did not have the optional Fender speakers. The base model system had all the right inputs, but base model audio in a convertible is a bad idea. Manual climate control was another throwback to a bygone era, along with the term "Leatherette". For 2017 the Beetle convertible turbo carries a price of $27,570. Sure it's quirky, but that is the nature of this car.You will be hard pressed to find another turbocharged convertible rated at 33 mpg. Factor in the German build quality and Beetle is the only answer. Stay with us for more VW news & reviews.

By Andrew Nabors – April 01, 2017

Reviewed: 2016 Passat 1.8 Turbo

For those who prefer to fly under the radar, VW's latest Passat is a stealth fighter. With styling we have grown to love, our weekly test car arrived directly from the factory, which is not in Germany. The Passat is assembled at the world's only LEED-certified plant in Chattanooga.Tennesseans are known for music and bourbon, so how do they handle a midsize sedan to be sold around the world?You might recall the turbo Beetle convertible from a few weeks ago. It was powered by the same 1.8 liter TSI engine as the Passat. Making 184 lb-ft of torque and 170 horsepower at full boost, it is a nice alternative to a naturally aspirated V6. The Passat is built in six trim levels, with the top model offering 90 more horses from a 3.6 liter. But our car is decked out with a rating of 38 mpg (highway).Impressive mileage from a midsize luxury sedan is made possible by deep overdrives in 5th and 6th gear along with a 3.87 differential. This means that it runs through the gears quickly in order to reach 6th, and that's where it wants you to stay.We find no fault in this logic for running errands, but you shouldn't challenge anyone to a drag race. Passat is a joy to drive in a daily commute, as it offers great visibility along with a quiet cockpit. Safety is a major concern for VW, so the car is extremely solid. Despite a curb weight of only 3,200 lbs, it makes use of high strength steel to achieve a 5-star safety rating. Strength translates into a nimble chassis that stays composed over broken pavement. Our only disparaging remark must be the all-season tires. We run Summer tires year round in the Sunshine State, so it's fun to hear the screams of all season rubber when pressed to perform. If you intend on pushing your Passat outside of its comfort zone, invest in performance brake pads. The factory compound loses its composure after a few hot laps.In comparison its A4 sibling, the Passat is more relaxed in the corners. Loaded with Fender Audio and all the latest technology, the Passat SEL Premium has a price tag of $35,090. It does without flashy looks or thrilling acceleration to provide you a safe & solid (American built) sedan. Our dealers have great leases available, so stay with us for more VW reviews!.

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