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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 – August 02, 2017

How Porsche Makes Special Badges for the 911 Exclusive Se...

Most manufacturers love to cut costs by replacing emblems and trim pieces with vinyl or plastic. But Porsche still creates the most important pieces in traditional ways. We've shown you how the 911 Exclusive Series is assembled, and they do it the right way. No details are overlooked and the skilled workers are not racing the clock. In the latest video uploaded last night, we are taken behind the scenes at the Zuffenhausen assembly plant and into the new Porsche Exclusive Manufaktur. A new name for their in-house custom shop, it was formerly known as Porsche Exclusive. The first name of the department wasThe first name of the department was Porsche Sonderwunsch, which translates to "Special Wish". Their first major project was building a 1980 Turbo S to look like the 935 race car. The result was the legendary 930 Slant Nose, and the rest is history. If your week is not going according to plan, what you will see next might lift your spirits. Expensive CNC tools are often used to make intricate metal objects because they are cheaper for mass-produced items. Nothing can copy the skill of an artist, so Porsche chooses to keep the skilled trades alive for to build the Exclusive Series 911 Turbo S. Watch as Fraulein carefully turns gold blanks into badges with two strikes of the forge. Then they travel to a goldsmith who trims and polishes, and the final step will take your breath away. Quality over quantity is a trademark of all Porsches, which is why we could watch videos like this 24/7. If you want to view the car up close, Porsche has a webcam that you can control from a custom landing page. So take a look at the finer details and then call one of our dealers to get the ball rolling. Stay with us for all your Porsche updates.View Porsche 930 For Sale

By Edward Jones – July 11, 2017

Relax by Watching the 2018 Porsche 911 Turbo S Exclusive ...

Sometimes you can relaxation in the oddest of places. While driving a powerful car like the 2018 Porsche 911 Turbo S Exclusive Series may tense you up and give you white knuckles as you grip down hard on the steering wheel, watching one being made is about as tranquil as car production can get.In the video below, you'll see how the new Porsche sports car's paint is applied, the upholstery is installed, the engine is put into place and so much more. Seriously, I watched way more of the video than I expected to.The 911 Turbo S Exclusive Series is special because it's the most powerful 911 Turbo S that Porsche has ever made. It has a twin-turbo 3.8-liter flat-six engine that produces 607 hp and 553 lb-ft of torque. That's enough power for a 0-60 mph run of 2.8 seconds and a top speed of 205 mph. I could only imagine just how fun this car would be on the track of even the Autobahn.

By Andrew Nabors – July 07, 2017

Porsche 911 Turbo S Hits 193 MPH on Autobahn

Nothing separates an automotive enthusiast from normal drivers like an on-ramp. We have the opportunity to review every make and model, and nothing else is more disappointing than not reaching traffic speeds in time to merge. Everyone loves the minivan with stick figure decals that hits the highway at 45 mph.The Autobahn and the Porsche 911 were built for drivers, by drivers. Many of the original Autobahn entrances were simple intersections with 90 degree turns, but Germany didn't build slow cars, so everyone knew to get up to speed in a hurry. To show this in first person, our friends at AutoTopNL borrowed a 750 horsepower Porsche 911 Turbo built by PP Performance. The car accelerates so quickly that the stock speedometer can't keep up, so a GPS speedo was mounted to the windshield. Only Porsche could build a six-cylinder that accelerates like an ACME rocket, and this beast approaches 200 mph with ease.If your current conveyance can't merge at a decent speed, we have several new Porsche 911 Turbo S coupes to choose from. Have your fun at the track and be safe on the street. Stay with us for more wild Autobahn action.

By Edward Jones – July 06, 2017

New Porsche 911 GT2 RS Does Massive Donuts and Launches

The 2018 Porsche 911 GT2 RS is already known as the world's most powerful 911, ever. Now, however, we know that it's perfect for doing either massive donuts or launching like a rocket.The video below, by TheTFJJ, shows the 911 GT2 RS bringing the action at the Goodwood Festival of Speed 2017. The driver manages to pull off exquisite donuts in the famous cul de sac, and launches the new Porsche 911 off of the hill climb's starting line.What you're seeing in the video is the car's twin-turbo 3.8-liter flat six engine getting put to work. This engine can produce 700 hp and 553 lb-ft of torque, a massive amount for a 911. Porsche states that this new supercar will run 0-60 mph in just 2.7 seconds, a feat which was on full display during the hill climb.What are you waiting for? See and hear the 911 GT2 RS for yourself below!

By Andrew Nabors – June 27, 2017

2019 Porsche 911 Turbo S Testing At The 'Ring

Of all the curves in the Nurburgring, none is more punishing than "The Carousel". The banked corner is made of uneven sections of concrete that have seen the death of many lower spoilers. The shocks and springs are tested to full compression, which sends lesser cars into the catch fence. That's why car spotters like to camp near the apex, in hopes of catching something new in action. Such was the case earlier today, when Supercarsfromeu filmed an angry Porsche 911 Turbo. The vents in the rear quarter panels are a dead giveaway and the cartoonish fender flares are attempting to keep massive tires within the body.Europe has ridiculous noise laws, so the tires were louder than the tailpipes. Corvette engineers had to add a pair of improvised pipes to keep the ZR1 from being banned, so we have no idea how a twin-turbo flat six can be muffled. Hopefully, the next 911 Turbo S will be a slightly detuned 911 GT2, because 700 horsepower and 553 lb-ft along with AWD would be a fun ride. More power demands a wider tire, but how much is too much? Street legal tires have come a long way, but nothing beats R compound on a hot summer day. Tell us your predictions for the next Turbo S in the comments below, and stay with us for all your Porsche updates.

By Edward Jones – June 16, 2017

Honda NSX vs Audi R8 V10 vs Porsche 911 Turbo: Which Wins

Chris Harris knows how to drive a car, especially sports cars on a soaking wet track. For his recent outing, Harris got behind the wheel of a Audi R8 V10, Honda NSX and Porsche 911 Turbo.On the wet track, he took the three sports cars out for a spin and a skid. While he more than likely wanted to test the cars on a dry track, at least he was able to test the all-weather abilities of each car. Harris did note that he was a bit "apprehensive" to drive the cars on the flooded track.Right away, Harris took the new NSX out for a straight line run and the tail almost immediately started fishtailing. This prompted him to drop the straight line run until it dried out a bit and decided to just take the cars for some sideways fun around the corners. Rainy drifts may not have been what they wanted, but it was sure entertaining to watch him slide each car around corners.

By Edward Jones – May 31, 2017

Porsche 911 Turbo S Demolishes Ferrari F430 Scuderia in Race

Do you want to see an Italian sports car take on a German sports car? Of course you do! That's why GTBOARD.com uploaded the video found below of a Ferrari F430 Scuderia taking on a Porsche 911 Turbo S (991).At the heart of the F430 Scud is a naturally aspirated 4.3-liter V8 that can provide the rear wheels with 483 hp and 343 lb-ft of torque. Not bad for the Ferrari. On the other hand, or lane, there's the 911 Turbo S that has a twin-turbocharged 3.8-liter flat-six engine that pumps out 652 hp and 516 lb-ft of torque. Clearly, the Porsche has the upper-hand, especially when you take into account that the Turbo S has all-wheel drive. Although, AWD would definitely provide a greater leg up from a dig, as opposed to a roll.President Trump's F430If you want to see a brutal defeat, click play down below to see just what happens when these two meet up.

By Andrew Nabors – May 23, 2017

Mesmerizing LEGO Porsche 911 GT3 RS Crash Test

If a German motorist becomes stranded or needs assistance, ADAC (General German Automobile Club) is ready to respond. Similar to our AAA, it is an Auto Club with over 18 million members. They are equipped to be first responders, and also capable of repairs on-site. They also have a large fleet of rescue choppers stationed along the Autobahn in case of an accident. To keep German motorists safe, they also perform their own crash tests to ensure manufacturer's safety ratings. Testing a base model car is usually preferred due to cost and rarity. After all, the chassis and body are normally the same between the various versions.But, that is where Porsche is different. For the high performance 991 series RS, the chassis is reinforced in many areas. Extra welding along the seams and carbon fiber body panels will cause it to react differently than its Carrera cousins. So, ADAC decided that they would test the Porsche 911 GT3 RS, but would do so in a different. Instead of ramming a real-life version of the car, they used a scale model with some assembly required. The 2017 LEGO Technic GT3 RS retails for $299.95 and it has many scaled-down components from the production model. This version is the only GT3 RS available with a real manual transmission, as all the full-size cars have the PDK dual-clutch. With details like these, a crash test is a necessity to see how the production car would behave. Even pre-owned Porsche GT3 RS examples are going for record prices, so we're glad LEGO has made them affordable for all. We care about your safety, so stay with us for more crash test footage.

By Andrew Nabors – May 10, 2017

Porsche 911 GT1 Is Street Legal Madness

A very thin line exists between street cars and race cars. For certain classes of racing, manufacturers are obligated to build street legal examples in order to be eligible to race. Known as "homologation cars" they must conform to some notions of civility, which mostly means lights, turn signals, and seatbelts. The Goodwood Festival of Speed is an annual gathering of all things automotive, and its the best way to see classics in action. En route to the 75th members meeting, Henry Hope-Frost was a lucky hitchhiker who flagged down a stunning Porsche 911 GT1.Also Check Out: An Introduction To 993 Series Porsche 911Built to compete in the FIA GT Championship, Porsche was going up against the McLaren F1 and the CLK-GTR from Mercedes-AMG. The late 90's were a time of aero wars between the brands. Computer simulations were doing the best they could to predict airflow at high speeds, and it led to ridiculous spoilers and ducts of incredible proportions. The GT1 was a tube frame chassis that used production 911 suspension components and a 3.2-liter twin turbo flat six. The street version had to be detuned slightly for European emissions, but it made a shocking 537 horsepower and 443 lb-ft of torque. Performace was record setting, even in terms of modern cars. It is capable of reaching 62 mph in 3.9 seconds with a quarter mile in 11.6. We wish the US had the same street-legal standards as England because it would give us an opportunity to see more classics in action. Stay with us for full coverage of Goodwood here on Autofluence.Road-Legal Porsche 911 GT1

By Edward Jones – April 03, 2017

2018 Porsche 911 GT3 and GT3 RS Spied on Nurburgring

The new 2018 Porsche 911 GT3 and 911 GT3 RS haven't been delivered just yet, but they've already been spied on Nurburgring being tested. Youtube channel Supercarsfromeu spotted the pair during a recent trip to the famous stretch of road.First up is the new 911 GT3 RS. The model he spied was finished in all-black, but had a few features that were pretty interested. One of the most notable modifications had to be the air ducts on the hood. Other than that, it looks very similar to the 2017 model year 911 GT3 RS.Next is the 2018 911 GT3. This new model has a naturally aspirated 4.0-liter flat-six engine that provides 500 horsepower and 339 lb-ft of torque. Essentially, this engine is a carryover from the 911 GT3 Cup racecar and has been relatively untouched. It can accelerate from 0-60 mph in just 3.2 seconds and has a top speed of 197 miles per hour.

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