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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 15, 2018

Top 5 Attributes of the Porsche 911 GT2 RS

Germans are not known for bragging about their abilities. But with the new 911 GT2 RS, Porsche has outdone not only themselves but every other car in production. For a quick refresher, it is a rear wheel drive only twin-turbo 3.8 liter making 700 horsepower and 553 lb-ft of torque. To keep this monster glued to the track, it took several innovations to the 911 body. To show the world the amount of effort that went into this build, Porsche uploaded the top 5 features to YouTube last night.The New Porsche 911 GT2 RS Has Smashed the Nurburgring RecordThe body features are just as beautiful as they are functional. For the first time, the front brakes are cooled by NACA ducts in the carbon fiber hood. At high speeds, the front spoiler makes 440 lbs of downforce. Normal bolts wouldn't handle it, so stainless steel wires were added between the spoiler and the chassis. The rear wing working with the belly pan diffuser makes 880 lbs of downforce at the rear wheels. Those big 21" wheels are 12.5" wide and wrapped in 325/30 tires. Rear-steering offers almost 3 degrees left or right to out-corner your competitors. Every transparent panel except the windshield is Gorilla Glass, and the roof panel is magnesium. No expenses were spared in cutting weight. All these changed allowed it to shatter the 'Ring record with a lap time of 6:47. If you think you can handle it, click the link below to find a Porsche dealer near you and stay with us for all your 911 news.Browse Porsche 911 For Sale

By Edward Jones – February 22, 2018

Porsche 911 Turbo S Climbs Up Ski Slope for Science

The all-wheel-drive system of the Porsche 911 Turbo S was recently put to an ultimate test of endurance and strength in the United Kingdom. Porsche notes that the 400-mile journey of the 911 Turbo S ended with an ascent up a slope at the Glenshee Ski Center. Typically, this slope is used for skiers or snowboarders, but for a period of time a German sports car called the snowy path its playground.Porsche Officially Unveils The 2019 GT3 RSAfter a gripping drive, the 911 Turbo S reached the tip-top of the slope at 2,460 feet above sea level. It's at this point that Porsche says the journey of the Miami Blue sports car spanned the "greatest changes in elevation possible by a vehicle in the UK." You can see a video of the entire run in the video below.Hey, sometimes it's fun to go against the grain! Or ski path for that matter.https://vimeo.com/256396217

By Andrew Nabors – February 21, 2018

Porsche's Top 5 Motorsport Models

If you were to ask Porsche fans what their favorite race car is, it would be a few hours of conversation. That is why they chose one of their greatest drivers who also happens to be a gifted writer. Derek Bell and his son Justin are good friends of ours, and they know a thing or two about racing. So Porsche invited the eloquent elder Bell to display and explain their top 5 motorsport models.Starting with the 1995 GT1, it was built to get Porsche back on the podium. The 3.2-liter flat-six was coupled to massive turbos and a carbon fiber body. In order to homologate it as a production car, several features of the regular 911 were used. It has taillights, door handles, and many other small details from the base model 911. Next up is the Porsche 904, a beautiful racer that was the first Porsche to wear a GTS badge. Fiberglass construction and a 180 horsepower engine made for an efficient track machine.Porsche 917 K From Steven McQueen Film Heading To MontereyMany will tell you the 917 belongs at the top of the list. Mr. Bell was able to push the 4.9 liter flat-12 to 211 mph on the Mulsanne straight. Norbert Singer and his engineers built a masterpiece that we were able to experience at last year's Amelia Island Concours. Type 962 takes the #2 spot on the list. With Hans Stuck and Derek Bell behind the wheel, they used ground-effect aerodynamics to win the World Sportscar Championship and the IMSA series. The top spot on the list goes back to the beginning. Porsche's first entry into racing was the 550 Spyder. The car was so potent on the track that actor James Dean used is as his daily driver. Tell us your version of this list in the comments below and stay with us for all your Porsche updates.Browse Porsche For Sale

By Andrew Nabors – February 20, 2018

2018 Porsche 911 Carrera T: Fun Is Not Optional

This is the one nobody was expecting. Porsche's engineers have been hard at work finalizing the new 911, and the RennSport department have been building incredibly fast cars. So leave it to the Carrera to offer an alternative. The new 911 Carrera T will be the final 991.2 examples to be produced, and it is a curious machine. Borrowing the lightweight interior bits from the upper-level RS, they have shaved 110 lbs from the base Carrera. Is This The Next Porsche 911? Nobody likes to get nickel & dimed with optional content, so Porsche is offering a car without rear seats and a radio, but both are available for no cost. Carfection uploaded another great YouTube video today, and the new Carrera T looks to be everything we've wished for. The short shifter from the GT3 is connected to a revised 7-speed manual and the sport suspension is 20mm lower than a normal version. The throaty exhaust allows the 3 Liter twin turbo to deliver 365 horsepower and 332 lb-ft of torque. The review was done on winter tires and in typical English weather. So we can't wait to get our hands on one in Florida with proper rubber. Click on the link below to find your local dealer and tell us what you think of the car in the comments below. Peruse Porsche 911 For Sale

By Andrew Nabors – January 30, 2018

Bruce Canepa Explains The Porsche 959

Sometimes it is necessary to make a statement to the world. Only a few times in history has an automaker given their engineers a blank check. Without regard to costs or profitability, Porsche's Chief Engineer Helmuth Bott decided to build his final masterpiece: the 1988 Porsche 959. Being the chief since 1955, the Porsche 911 was his life's work. In the 80s, the brand was riding high on the successes of the 928 and the 944. This left many to wonder how much life the 911 series had left. Petrolicious decided to interview our friend Bruce Canepa, who is an encyclopedia of Porsche performance. Bill Gates: America’s Richest and his Porsche 959 His shop is located in Scotts Valley, which is home to some of the best drives in the US. The Redwood forests share a striking resemblance to the Forest Moon of Endor, what a perfect location to drive a car from the future. Bruce says it was Helmuth's intention to show the world what the Porsche 911 would be in two decades. The air-cooled flat-six gained water-cooled cylinder heads, two turbos, and a six-speed manual transmission. In addition to being the first true supercar, Porsche used it to homologate their Group B race cars. Only 300 examples were built, and they lost money on each one. Instead of being built at Stuttgart factory, Porsche master technicians assembled each car by hand at Bauer, a low volume coachbuilder. Since the cars were so revolutionary, they chose to forego the extensive crash testing required for sales in the US. Bruce took it upon himself to speak for all of us. He went to Washington DC to voice the opinions of car enthusiasts across the nation. It took a few years, but he and his team were responsible for the "Show & Display" law that allows us to enjoy cars that were never destined to be sold here. His efforts have saved countless Skylines, Defenders, and even Trabants from the crusher. As always, Petrolicious does it better than we ever could, so tell us your favorite classic 911 story in the comments below and stay with us for more great Petrolicious films. Porsche 959 For Sale

By Andrew Nabors – January 10, 2018

Porsche 911 Heart Transplant Under 12 Minutes

If your engine has ever left you stranded, we suggest you keep a spare ready to go. That is the reasoning behind a blistering engine and transmission swap at the East African Safari Classic. Running in the lead was the English team of Tuthill Porsche, who specializes in racing classic Porsche 911s.2018 Porsche 911 GT3 Touring vs 911RThe relentless heat and sustained redline speeds are a death sentence to any engine, so their support team was ready for the inevitable. Dr. Porsche designed the Volkswagen and his Porsche progeny to be incredibly easy to service, and the entire powertrain is designed to be dropped as one unit. A process that normally takes a few hours on a lift might seem impossible in the desert, but Team Tuthill was ready. In a well-orchestrated symphony, they worked to swap in the new drivetrain in less than 12 minutes.The air-cooled Porsche engine has no scalding coolant or complex hoses. Drain the oil, take the wheels off and crimp the fuel line. Aside from the throttle, clutch, and shifter linkages, all it takes is elbow grease. No matter what credentials or experience you have, these guys deserve your respect. PRO TIP: always use jack stands when under your car, and don't try this at home. The brilliant engineering found in the Porsche 911 is why it has been dominating for over 50 years. Click the link below to find one for yourself and stay with us for all your 911 updates. Browse Porsche 911 For Sale

By Andrew Nabors – October 19, 2017

How Fast Is The Porsche 911 Turbo S Exclusive Series?

Res Ipsa Loquitur is a Latin phrase that means "the thing speaks for itself". It is used in the legal system when a situation is obvious, and the case is closed. What we stumbled upon this morning shouldn't be possible, and yet the instrumentation is probably correct. German magazine Sport Auto got their hands on a new Porsche 911 Turbo S Exclusive Series.If you haven't heard about this project, Porsche has uploaded a series of videos to YouTube in which they take us behind the scenes of building a 911. Everything from the seats to the gold badges are shown being crafted by master automakers. Only 500 examples are being built, and each one has the attention to detail that has made Porsche a dominant player on the world stage.Each car is fitted with the Exclusive Powerkit which bumps the 3.8 liter twin turbo to 607 horsepower and 553 lb-ft of torque. All the advertisements and factory information have the top speed listed at 205 mph. In test footage of laps at the Hockenheim Ring, the speedometer appears to briefly tough 343 km/h, or only 213 mph. How is this possible? Porsche never mentions the car has a speed limiter, so perhaps their test driver chickened out. Also, notice the dash badge shows this car to be # 000. It is the prototype that has its own webcam inside the lobby of Porsche headquarters. It is possible they built a ringer with more power than advertised, but nevertheless, we can't wait to get our hands on one. If you are interested, our dealers will be happy to help you. Click on the link below and stay with us for more wild Porsche 911 videos.Search Porsche 911 Turbo S For Sale https://www.youtube.com/watch?time_continue=181&v=eimD-f_hHI8

By Andrew Nabors – August 18, 2017

Porsche Unveils Carbon Fiber Wheels For 911 Turbo S

When the best just isn't good enough, Porsche finds a way to make the new 911 Turbo S even more potent. Shaving even the slightest weight from your wheels will make your car much more responsive. It takes a significant amount of hp and torque to get them spinning, which is why manufacturers have tried every trick in the book to produce lighter wheels. Chevrolet made a limited run of Corvette wheels from magnesium and swapping them in place of an aluminum wheel felt like adding 100 horsepower to my car. Carbon fiber wheels have made the Ford GT and the GT350 Mustang incredible on the track and street, but Multimatic has closely guarded their production process.Porsche 911 Turbo S Exclusive: $90,000 PaintLeave it to Porsche to literally reinvent the wheel. After building the world's largest radial loom, the base of their new carbon fiber wheel is woven from 11 miles of carbon fiber thread. It looks like a Stargate, except it's probably more expensive. The aftermarket makes great products, but only Porsche chooses to invest millions of dollars to make wheels that are 20% lighter and 20% stronger than any others. Before they go into the autoclave, each wheel is made of 200 individual pieces of dry carbon. If you are wondering if they will fit on your car, the Porsche 911 Turbo has a bolt pattern of 5x130mm. But the Turbo S has center-lock wheels with one large lug nut. Carbon fiber wheels are the future, but until they are easier to build, the Porsche 911 Turbo S is one of the best ways to experience them. Have a great weekend and stay with us for all your Porsche 911 updates.

By Andrew Nabors – August 11, 2017

Chris Harris Drives Reviews the New Porsche 911 GT3 on To...

A new era of flat-six power is here. Porsche is asking you to forget about the old 3.8, mainly because of its valvetrain issues. The factory has made an unprecedented move and extended the warranty for all 991.1 GT3 cars to 120,000 miles, one of the longest in the industry. Going back to the drawing board, the engine was stroked to 4.0 liters, and it has forged internals along with new cam followers. The oil system is also all new, which makes the 4.0 essentially a new design. Porsche Party?? #GT3RS #911T #356super90 #Porsche #porschedoppelkupplung A post shared by Nick ?? (@stearns_n_stooky) on Aug 10, 2017 at 2:09pm PDT I first experienced the 4.0 in the 911R, and it made such an impression that the boss added a 2016 GT3 RS to the collection downstairs. Without turbos or the front axle, all it needs is a manual transmission to make the ultimate Porsche 911. For the revised 991.2 series, the GT3 has returned, without the race-ready RS edition. Rear wheel steering and the PDK transmission are standard equipment, but it does without the wide body or massive aero package. Chris Harris got his hands on a new GT3 for an upcoming episode of Top Gear, so allow him to explain the finer points of the mean machine. I prefer the RS because of its "go big or go home" styling, but there is no denying the abilities of this new model. Stay with us for all your Porsche news and Top Gear videos.

By Andrew Nabors – August 10, 2017

How Porsche 911 Turbo S Exclusive Series's Handmade Seats...

A seat can make or break your happiness with a car. Everyone has been for a ride in a seat that shouldn't exist, and it makes us wonder how automotive suppliers can still make uncomfortable products in 2017. Back in the 60's, Porsche wanted better the best seats in the industry, so they purchased Reutter Carosserie-Werke. The company that built the bodies of the Porsche 356, their interior department was renamed Recaro and they have built seats for everyone over the years. Yesterday Porsche uploaded another assembly video for the new 911 Turbo S Exclusive Series, and I was taken aback by the signs above each station. Instead of Recaro, the new Porsche 911 seats are a joint venture between Lear Corporation and Porsche.Lear Corp. is an American OEM manufacturer that was founded by Bill Lear. The genius behind 8-track tapes and the Lear Jet, Mr. Lear invented & patented over 120 items that are commonplace in the modern world. Chevrolet and other GM divisions have used Lear interiors for decades, and the quality speaks for itself. It is a strange world we live in, now that Cadillac and Corvette have optional Recaros and the Porsche 911 has Lear as their top-level supplier. the global competition supports comfy butts everywhere. Leather is not an easy material to work with, which is why it takes an artist to get it right. These are just one of the details of why the latest 911 Turbo S is such a work of art. Stay with us for all your Porsche updates.

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