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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 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 Andrew Nabors – June 14, 2017

Hot Laps At LeMans in a Porsche 919 Hybrid

After Cars & Coffee this Saturday, we will be glued to coverage of the 85th running of LeMans. The brutal 24-hour race pushes drivers and machines to their limits, and last year it was dominated by the Porsche 919 Hybrid. It is either a logical evolution of the 918 Spyder, or else the Spyder evolved from racing, but that is a chicken vs egg story for another day. If you would like to get familiarized with the track before the race, LeMans Winner Marc Lieb will take you on a virtual lap of the track.Also Check Out: Porsche 918 Spyder For SaleIf you are wondering why the car is relatively quiet inside, its because the 919 Hybrid uses a turbocharged V4 instead of a V8. Racing in the class known as LeMans Prototype (LMP), the cars have to be small and light so a V8 is out of the question. The four-cylinder is boosted to 500 horsepower for the rear wheels. That's not enough to win the race, so the turbos are also generators that power a 400 horsepower electric motor on the front end. A featherweight with 900 horsepower must be a blast to drive, so find 3D goggles and get ready for a wild ride. Stay with us for all your Porsche news and LeMans updates.

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 Andrew Nabors – May 01, 2017

Porsche Cayenne Turbo S Tows Jumbo Jet

If you have ever found yourself in the middle seat as your connecting flight is boarding, you might be wondering what it takes to move an airliner after the jets are shut down. Airport tractors are powerful beasts of burden that use ballast and gear reduction to move aircraft around the tarmac. Most modern airports have enough room between gates to allow planes to arrive under their own power. But in situations where the ground crew is forced to work near the jet engines, using a tractor is safer and more fuel efficient than running the jets.The largest passenger airplane is the A380 from Airbus. It uses a quartet of Rolls-Royce engines rated at 81,000 lb-ft of torque each. It has a dry weight of 285 metric tons. For comparison, a Boeing B52 Stratofortress weighs in at only 181, respectively. Since the Airbus moves more air at idle than most conventional aircraft, it needs to be far away from ground personnel when running. "Horsepower sells cars but torque wins races."Also Check Out: Ferrari 360 vs Lamborghini GallardoMr. Shelby was alluding to the fact that without torque, nothing is achieved. Porsche knows this very well, which is why their Turbo models have mostly had equal if not more torque than horsepower. You might not consider towing your toys with a luxury SUV, so they teamed up with Airbus at Charles de Gaulle for a display of force. The latest Cayenne Turbo S makes 560 horsepower and 590 lb-ft of torque, which is sent to all wheels for ultimate traction. A custom hitch was fabricated to couple the plane's drawbar to the chassis in an even manner. Certified by Guinness World Records, the results speak for themselves. Airport tug builders are now on notice: Porsche can do your job and make it look classy. We hope this motivates your Monday, so stay with us for all your Porsche updates!

By Edward Jones – April 21, 2017

Testing Agility: Ferrari vs Porsche

The difference between Ferrari and Porsche reaches far beyond just styling. From their heritage to their powerhouses, the two automakers are vastly different. But, this didn't stop Fifth Gear from seeing if the Porsche 911 GT3 could outperform the Ferrari 458 Speciale.First off, a newer 911 GT3 will sell for around $150,000, while the 458 Speciale will fetch around $410,000. This means that you'd have to spend almost twice as much as the Porsche in order to afford the Ferrari. However, does this difference in price result in a difference in performance?(Also Check Out - Battle of the Chevys: 2017 Camaro ZL1 vs Corvette Z06)Fifth Gear's Tiff Needell was behind the wheel of the Italian while Chris Harris was driving the German. They tested each car's agility by driving them through an obstacle course and then seeing which car could stop the quickest. Click play below to see which car wins the battle.All Porsche 911 GT3 For Sale | All Ferrari 458 Speciale For Sale

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.

By Edward Jones – March 31, 2017

What it's Like to Work at Porsche

Everyone has their own morning routine when they go into work. From picking up coffee at your local joint to taking that detour to avoid the traffic, we all have our morning rituals. For Porsche's latest video, they took a look at one employee's morning routine and his trip through the company.Honestly, this is one of the best videos I've seen from an automaker in some time. This isn't about a car revving its engine or touting a new model, it's a pretty personal video that celebrates some of their employees. What's awesome is that the Porsche employees featured range from their Ilona Eberle, a catering employee, to Dr. Lutz Krauss, Head of Human Machine Interaction. However, it's the end that really got me when I realized what this video was really all about. Watch the video for yourself below.Porsche For Sale - duPont REGISTRY

By Andrew Nabors – March 30, 2017

2019 Porsche 911 Caught Winter Testing

In order to make sure the upcoming 2019 Porsche 911 is ready for colder climates, autoevolution spotted a test mule somewhere in Northern Europe. It is always exciting to see pre-production cars without camouflage, but often times the engineers behind the wheel get very upset for being made. VW Group's hot weather lab is two blocks from our headquarters, so we've had a chance to see the new RS5 convertible, A3 e-tron and a few Lamborghini Huracans with passengers holding laptops and recording data. Last week we shared a preview of updates for 2018, but these could be a proper send off for the 991 series.Computer simulations do a fine job of predicting real-world situations, but the human variable is needed when the rubber meets the road. The next 911 appears to have influences from the Panamera in the large rear spoiler and LED taillights. The audio can't deny the PDK's shifting abilities, but we're curious if this car is RWD or AWD. Porsche fans chime in here at 1:55 you see the nose rise when the turbos awake, so tell us if you think the front tires are powered. Telltale signs are mismatched wheels front and rear, and we doubt a base model Carrera will arrive with such a large rear spoiler. The 911 has not had a clean-sheet redesign since the 991 launched in 2011, so this might be an all new car wearing familiar body panels. You know we will have more information as it becomes available, so stay with us for all your Porsche news.Porsche 911 For Sale - duPont REGISTRY

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