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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 – April 10, 2018

John Cena Reviews the Mercedes-AMG SLS

AMG started as an aftermarket shop that offered performance upgrades for Mercedes-Benz cars. Their performance was so incredible that Mercedes purchased the company in order to build them in-house. When AMG was given a blank check to build their own supercar, they produced a new version of the iconic SL Gullwing. The Mercedes SLS AMG for sale arrived in 2010 with an aluminum chassis and body. Under the hood is probably the last version of the 6.2 liter naturally aspirated V8. The writing was on the wall, as engineers knew smaller turbocharged engines would soon be shared across the lineup. We had a stunning 2012 SLS Roadster in Alubeam Silver in our collection for two years. The power and sound of a high-compression V8 is unlike today's wheezy 4 liter examples. We took it to shows around the state, and it was a blast to drive. The coupe version is no less impressive, and it takes inspiration from the timeless 300SL. John Cena decided to show us the finer details of the SLS. Don't try to compare it to the new AMG GT, they are not in the same ballpark. The SLS Gullwing and Roadster are lighter than the Mercedes-McLaren SLR series, and they have perfect weight distribution thanks to the front/mid-mounted V8. They are an example of full size GT cars that won't be replicated anytime soon. Take a look at our inventory in the link below and stay with us for more of Mr. Cena's automotive commentary. Mercedes SLS AMG For Sale

By Edward Jones – March 16, 2018

The Five Best Mercedes Convertibles

Convertible Mercedes-Benz cars have been around for decades, but only some have stood out from the crowd. Some of these stand-out convertibles are classics and some future models that haven't been released yet. It may take the average Joe hours to go through all of Mercedes' convertible to find the five best, but it takes the company that makes them not long at all considering they already know them all. In a recent video from the German automaker they detail what they believe are the five best convertibles to be graced with the Mercedes badge. Some choices were easy picks, while a couple came in as a curveball unseen. Click play below to see what Mercedes-Benz thinks are their five best convertibles.Five Most Luxurious Mercedes-Benz Cars Ever Made

By Edward Jones – January 04, 2018

Mercedes-AMG G63 6x6 Meets its Match: The Snow

With six wheels, you'd expect the Mercedes-AMG G63 6x6 to be able to conquer just about anything. But Mother Nature knows how to create boundaries that can't be traversed by even the most capable vehicles. A green G63 6x6 found out just how far out its limits are during a romp around the snow in Italy.In videos posted by gregb.23, we see the AMG G63 6x6 effortlessly flying through snow mounds, leaving deep tracks along the way.https://www.instagram.com/p/BdQHVZTFOdM/Everything was going great until one snow mound was just too much for the outgoing German SUV, forcing the owner to have the car towed out of its predicament.https://www.instagram.com/p/BdaoIXhlxLO/Just like this G63 6x6, we all have our limits and need a little help now and then. For this Mercedes, that help came in the form of a tow truck!

By Andrew Nabors – August 04, 2017

Massive Mercedes-AMG G63 6x6 Adventures Across the Autobahn

Its Friday, so you know what's coming.... Another great Autobahn cruise by AutoTopNL. This week's feature is the rarest example of the Mercedes-Benz G-Class. Never challenge AMG to a dare, because they will always call your bluff. We suppose that was the inspiration to borrow the portal axles from the indestructible 6x6 Unimog and stuff them under the twin-turbo G63. Taking the insanity even further, the chassis was stretched and another rear axle was added. Just like it's big brother, the middle axle has input and output yokes, and all three have locking differentials.Also Check Out: Hennessey Reveals VelociRaptor 6x6One of our local fans occasionally brings his to our Cars & Coffee show, and it provokes one of two reactions: "Wow, that is redundant and unnecessary" or "Can I borrow that for a few hours, no questions asked?" Pricing started at over half a million, so you probably won't see one in traffic anytime soon. They caused such a commotion that the same hardcore parts were used to build the 4x4 2, or G Squared SUV. You might think that three axles and six tires would be unwieldy on the highway, so prepare to be amazed. The only issue is tire noise that sounds like the Ride of the Valkyries. Before AMG began using the silly reverse flow 4.0L V8, the G63 was powered by the traditional 5.5 liter with twin turbos. It sent 531 horsepower and 561 lb-ft to all six. Every once in awhile they come up for sale, so stay tuned to our G63 listings and have a great weekend!.

By Andrew Nabors – July 03, 2017

2018 Mercedes-Benz S560 Drives Itself Off Assenbly Line

An updated Sonderklasse is arriving soon, and the 2018 Mercedes-Benz S560 is almost autonomous. The lane keeping features of the current generation is more advanced than any of its competitors, so they decided to shock the world. In a YouTube video uploaded earlier this morning, we get a few glimpses of the assembly line. The video is such a game-changer that it was uploaded by parent company Daimler AG instead of the Mercedes brand. Board member Markus Schafer gives us a little insight before jumping in the passenger seat.A few minutes prior, this 2018 S560 was a pile of parts waiting for assembly. An army of robots and workers in white gloves gave life to the machine, and it navigated itself outside to the loading dock. Daimler is hoping to cut down on wasted time by having to shuttle employees back to the assembly line, but this also has bigger implications. One day your new car might arrive at your home directly from the manufacturer. This footage is a shock to every other manufacturer, so as soon as they respond you will see it here first. If you need more automation in your life, the 2017 S-Class will corner, accelerate and brake without much input from the steering wheel. Don't believe us? Check out these listings and experience it for yourself.

By Andrew Nabors – June 26, 2017

Super Sedan Showdown: BMW M6 Gran Coupe vs Mercedes-AMG E63

If you have been considering a fast four-door, Germany is asking for your attention. In a battle as old as time, BMW's M6 and the AMG version of the Mercedes E-Class are among the most powerful cars on the market. Each offers a twin-turbo V8 with an automatic transmission, but only AMG offers the 4matic+ AWD system. It has an electronic center differential and a locking rear for optimal traction at all times.The M6 is rear wheel drive only, so the computer dials back the power to keep the rear tires from evaporating. So which car has the advantage in all-out acceleration? To answer this question, our friends at AutoTopNL filmed the speedometer of both machines. Unrestricted acceleration is still legal on many parts of the Autobahn, so hang on for a wild ride. A side by side comparison of the speedometers leaves no question as to who is faster, but the difference in performance is minimal. Take a look at each run and tell us which one you would choose in the comments below. Stay with us for more top speed action here on Autofluence.

By Edward Jones – June 23, 2017

2018 Mercedes-AMG GT R Black Series Spied!

Just last week I was talking to a coworker about the inevitable possibility of an Mercedes-Benz GT R Black Series. Well, here we are with a video from Supercarsfromeu that shows a new and unrevealed AMG GT R Black Series.This means it's actually happening, and I couldn't be more excited.The video, found below, we see a heavily camouflaged AMG GT R that the YouTuber says is the upcoming Black Series version of the German supercar. The standard AMG GT R has 577 hp and 516 lb-ft of torque on tap, but a Black Series will more than likely have over 600 hp considering the E63 has 603 hp at the ready.However, until the car is revealed, the video below will have to do.

By Andrew Nabors – June 12, 2017

Mercedes-AMG C43 Autobahn Assault

Walk into any Mercedes-AMG dealer and you will find the AMG logo on more models than ever before. That is because the industrious German engineers are never at rest. Once the formula for the new C63 was perfected, it was time to boost the V6. The Mercedes-Benz C-Class is popular due to nimble handling and a short wheelbase. It makes a perfect drift missile when equipped with the twin-turbo 4.0 liter V8 in the C63, but what about those who don't need or want eight cylinders? In the old days, ordering a V6 meant years of gradual acceleration and ridicule when merging onto the highway. But if turbos work on a V8, why not use them to make the V6 great again?Also Check Out: Pre-Owned Mercedes-AMG C63 For SaleWe've had several C63s in the collection over the past few years, and they all have one common ability: they scare everyone around you. From the looks to the screaming exhaust, they are an aquired taste. But for those who prefer to fly under the radar, the C43 is more on the subtle side. Many countries base their vehicle taxes on engine size, so 3.0 liters is quickly becoming an industry benchmark. To make the most of the limited displacement, Race Chip has unlocked 434 horsepower based on a 93 octane tune. To make sure it performs under brutal conditions, our friends at AutoTopNL hit the Autobahn for a shakedown run. If you thought turbo V6's died with the Buick Grand National, think again. Our dealers have several new Mercedes-AMG C43s to choose from, so stay with us for all your Mercedes-AMG news.

By Andrew Nabors – April 25, 2017

Brutal 2017 Mercedes-AMG E63 S Autobahn Top Speed Action

If you find yourself late for work on a daily basis, maybe you need something new. Everyone got mad when Mercedes and AMG decided to keep the 63 designation, even though the engines were no longer 6.3 liters., but I don't hear anyone complaining these days. In the name of fuel economy, the 5.5-liter engines are being euthanized and being replaced by a 4.0-liter twin turbo V8. Found in everything from the AMG GT S to the 4x4 Squared, this versatile creation can suit any need. Reverse flow heads shoot their exhaust to a pair of turbos mounted in the engine's valley. They respond instantly to changes in throttle, which is how the new E63 S offers 603 horsepower and 627 lb-ft of torque.Related - Mercedes-AMG Unveils New E63 S WagonIf you are looking for the fastest cars in Europe, our friends at AutoTopNL specializes in pushing every car to its limits on the Autobahn. Using launch control to get on the highway is just silly, and nobody at duPont REGISTRY would ever do so....But if we did it would be wide open throttle until the speedometer is pegged. Listen to the audio as the driver hits 60 mph in 3.3 seconds. As the 9-speed automatic approaches top speed it sounds like the engineers placed the top speed gear right at peak engine power. The last shift bumps the speedometer to a ludicrous number and lowers RPM to a happy spot. AMG has attention to detail that remains unmatched in the gear ratio department. Turn up your audio and stay with us for more wild Autobahn footage.

By Edward Jones – February 02, 2017

German Drag Race: BMW M3 vs Mercedes-AMG A45

There are plenty of rivals in the automotive world, whether it be between manufacturers, models or even drivers. One of the greatest rivalries has to be between Mercedes-Benz and BMW, two German companies that are constantly competing against each other.(Dodge Challenger Hellcat vs Ford Mustang GT350)Archie Hamilton Racing recently took this rivalry to the tarmac and pitted two cars together in different races. The cars in the race were an M3 and an A45 AMG. The races included one from a stop, which gave the A45 and its launch control the advantage. After this drag race came the rolls races from 30 mph and 50 mph.Check out the video below to see who wins the race! BMW M3 For Sale | Mercedes-Benz For Sale

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