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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 – February 09, 2017

Five of the Rarest Porsche Factory Models, Ever

If there is one place I want to visit before I die, it would have to be the secret Porsche warehouse that is home to the rarest models ever created. As part of Porsche's new "Top 5" series, they delved into the five rarest factory models.(Doug DeMuro Explains Why the Porsche 911 GT3 RS is the Ultimate 911)Dieter Landenberger presents the five rare Porsche in this new video. Who is he? How about the Manager of Historical Archives for Porsche. That's right, his job is to look over the cars that we dream about. Yes, he is one lucky guy.In the video, the cars include the 911 Turbo S (964), 924 Carrera GTS, 911 GT1, 911 SC/RS and 356 America Roadster. Click play below to see these cars for yourself, because this is one special video. Keep 'em comin' Porsche!Porsche For Sale

By Andrew Nabors – January 26, 2017

Doug DeMuro Explains Why the Porsche 911 GT3 RS is the Ul...

If you like going fast without forced induction, Porsche has a car for you. Every year we see naturally aspirated engines fall by the wayside as turbochargers become more popular. Even the base model 911 could not resist the urge for boost. But many enthusiasts have cried foul after driving the latest examples of turbocharged cars. So Porsche engineers decided to push engine design beyond what we thought possible. Six cylinders that only displace 4.0 liters are making 500 hp. The 911 GT3 RS is the polar opposite of the 911 Turbo S. Both are in the same price range and offer incredible acceleration, but that is where the similarities end. MUST READ: 992 Porsche 911 GT3 RS Price & Specs Doug DeMuro knows a thing or two about the brand, as he was head of allocations for Porsche North America. If you haven't had a chance to experience a new GT3 RS in person you might not understand how or why Stuttgart put such effort into going against the grain. From the reverse pattern shifter to carbon fiber body panels, any aspect that hurt performance was revised. We had an orange example downstairs for most of 2016 along with a Turbo S Cabriolet, and guess which one stopped people in their tracks? Allow Doug to explain the finer points and check out the listings from our dealers below. All Porsche GT3 RS For Sale

By Andrew Nabors – January 25, 2017

C.J. Wilson Tears Up a Porsche 911 GT3 RS

The world of professional sports and racing have many parallels. Both require determination and endurance which is why many athletes enjoy having well-engineered cars in their collection. To elaborate on his devotion to Porsche, MLB Pitcher C.J. Wilson explains how determination and innovation lead to success. He admits he wasn't the biggest or strongest competitor on the field, but with attention to the details, he found ways to succeed. Porsche's endurance racing efforts have used similar strategies to get podium finishes, finding areas for improvement that other teams have overlooked.(Related - Driver's Seat: C.J. Wilson On His McLaren P1 Road Trip)As the owner of CJ Wilson Racing, he is fielding two Porsche Cayman GT4s in the Grand Sport division of the Continental SportsCar Challenge. A glance of his Twitter page reveals that he is happy with the results from early testing, and looking forward to Friday's BMW Endurance Challenge at Daytona. As a 4 hour prelude to this weekend's Rolex 24, it will be a brutal test of man and machine. Porsche wants us to know they are ready for battle, so they asked CJ to explain his love of the brand. He looks at home behind the wheel of a 911 GT3 RS in a YouTube video uploaded yesterday. A grueling workout routine is how he became a two-time All Star. Relentless refinement is how the GT3 RS makes 500 hp without turbos. We wish him well in Friday's race, so stay with us for complete coverage of Daytona Speedweeks 2017. All Porsche GT3 RS For Sale

By Andrew Nabors – December 19, 2016

RENNtech Tuned Mercedes GT-S vs Porsche 911 Turbo S

The Mercedes-AMG factory in Sindelfingen builds every version of the AMG GT. Only a few miles away is Porsche's factory in Stuttgart. In a hometown rivalry that predates modern civilization, two of the most potent German cars in recent history went at it. Our friends at GTBOARD.com were on hand to record the action as a first generation 991 series Porsche 911 Turbo S took on a RENNtech tuned AMG GT-S. The Porsche appears to be the same car from last week's Battle of the Brands, and the first generation of the 991 series 911 is rated at 560 hp and 553 lb-ft of torque.In the far lane lurks a modified AMG GT-S with tuning by RENNtech. Conservatively rated at 503 hp and 479 lb-ft from the factory, real world output is listed at 601 hp and 605 lb-ft to the wheels. With a few other unlisted mods it has reached 612 hp, but we are unclear if those are engine or wheel horsepower. Porsche power is rated at the engine and is sent to all wheels. Is it just me, or does anyone else cringe as the cars slow down? The sounds of gravel at the end of the runway can be heard attacking the car's lower body and floors. Someone needs to bring a jet dragster to clean the track. Roll racing isn't for everybody, but if you are not proficient in clean launches it makes for a fun afternoon. Tell us who you think should have won, and stay with us for more half-mile action.AMG GT-S For Sale|911 Turbo S For Sale

By Andrew Nabors – December 12, 2016

Battle of Volkswagen's Brands: Lamborghini vs Porsche

Conspiracy theorists, get your tin foil hats prepared. Volkswagen owns Porsche and Audi, and Audi owns Lamborghini. Ownership implies a mutual trust, but some secrets are not shared. All-wheel drive is more than just the ability to power all four wheels, and there are many ways to incorporate it into a supercar.The fist generation of the current 991 series Porsche 911 was released in 2011. As the king of flat sixes, the Turbo S uses twin turbos and a seven-speed PDK transmission to power all wheels. A Haldex center differential has its own computer that has more processing power than your daily driver. It even features a dedicated cooling circuit for instant changes in torque. Armed with the SportChrono package, the six cylinder 3.8 liter Turbo S is rated at 560 hp and 553 lb-ft of torque.Used Porsche Cayenne For SaleThe Italian side of the family prefers to mount their engines ahead of the rear wheels, and without forced induction. The Huracan is equipped with a 5.2-liter V10 that is also found in the Audi R8. Horsepower is a whopping 610, but torque is on the short side at 412 lb-ft. Borg-Warner supplies the center differential, adding a touch of Michigan manufacturing to the raging bull.By the numbers it should be a close race, but final drive ratios and aerodynamics are the major players at triple digit speeds. We apologize for the rolling start, but most owners are reluctant to invoke launch mode to protect their rubber. At a recent Swedish drag race, GTBoard.com was on hand to film the battle. You might be surprised at the winner, but tell us if it was a fair fight, and who would win from a holeshot. Stay with us for more half mile racing here on Autofluence.Huracan For Sale|Turbo S For Sale

By Edward Jones – November 22, 2016

The Heavenly Sounds of a Rally Porsche 911

Sometimes you need a moment to sit back and listen to the sounds of cars. For me, this moment comes just about every day. So, when I was sitting at the desk watching a Porsche 911 taking turns at the Rallye Köln-Ahrweiler 2016, I figured I should share it with you guys.(Related - 5 of the Rarest Classic Porsche Models Ever Made)First off, I'm a sucker for rally racing, so this video was already going to be watched. But the sound of the 911 in this video is just heavenly. There's something about the raw noise a rally car makes that just puts a smile on my face.Because I enjoyed the video, I figured you guys would enjoy it as well. Click play below and enjoys the sounds! If you want your own Porsche to listen to, click the big red button and see what we have up for sale.Porsche For Sale Porsche Cayman For Sale

By Edward Jones – November 08, 2016

Not Even Close: Cadillac CTS-V vs Porsche 911 GT3 RS

It's a battle of a German and an American in GTBOARD.com's latest video. In the video, we see a 2016 Cadillac CTS-V take on a Porsche 911 GT3 RS (991) in a roll race.(Related - Koenigsegg Agera R vs Bugatti Veyron Grand Sport Vitesse Drag Race)These two cars have very different internals, which isn't surprising considering one was born on American roads, while the other on the autobahn. For comparison's sake, here is a breakdown of the two cars.Cadillac CTS-V Engine: Supercharged 6.2-liter V8Horsepower: 640 hpTorque: 630 lb-ft0-60 mph: 3.7 secondsPorsche 911 GT3 RS Engine: 4.0-liter Flat 6Horsepower: 500 hpTorque: 339 lb-ft0-60 mph: 3.1 secondsFrom those specs, you can see that the 0-60 times between the two cars are very different. Is the 911's 0.6 second lead in the 0-60 time enough to rocket it ahead of the CTS-V? Well, just click play below and it will become very apparent.All Cadillac CTS-V For Sale | All Porsche 911 GT3 RS For SalePorsche For Sale Chicago

By Edward Jones – November 02, 2016

Insanely Rare RUF CTR3 Caught on the Street

Released in 2007, the RUF CTR3 became one of the finest "enhanced Porsches" in the world. Using the Cayman's mid-engine layout, unlike the CTR and CTR2, the CTR3 is powered by a 3.8-liter flat-six engine equipped with two turbochargers. Altogether, the CTR3 is capable of 691 hp and 660 lb-ft of torque. That's a ton of power for a car released back in 2007 and even by today's standards.(Sports Cars For Sale)The CTR3 is rarely seen out in public, but NM2255 happened to catch the car in action. The example he witnessed was a black on black CTR3 in what looks like Europe.While RUF doesn't introduce new models all the time, they really don't need to. The cars they have created over the years have stood the test of time and some, like the " title="YouTube video" frameborder="0" allow="accelerometer; autoplay; clipboard-write; encrypted-media; gyroscope; picture-in-picture; web-share" allowfullscreen>, have become historic. Now, all we need is a RUF 918 Spyder...All Porsche For Sale

By Andrew Nabors – October 25, 2016

Porsche 918 Spyder vs London Police

With over 20 miles of electric cruising range, Porsche's 918 Spyder has the ability to sneak up on you. But if you wrap it in a green and black livery, don't expect to fly under the radar in any urban setting. JWT Supercars is an English YouTube page devoted to catching exotics in action, and they spotted a bright green 918 under inspection from London's finest. We have no idea why a Kuwait license plate would rouse the suspicions of the constables, but perhaps the microscopic front plate is against city rules.(Related - Man Hits 88 MPH in His DeLorean: Gets Ticket Instead of Traveling Through Time)For all of our fans who live in states that require a front-facing license plate, you can empathize with this owner. Parking against the flow of traffic, the presumptive owner is overheard discussing his options with Metro Police Constables. London has a congestion tax for drivers who enter the city, and it is based on automatic plate recognition. The foreign plate is probably not in their system, which flags every car who is not in the system. It costs £11.50 daily to enter the city during weekdays, and the tax helps provide maintenance to the ancient roads. It seems like a relative bargain compared to the NJ Turnpike or Florida's SunPass network, but the UK subsidizes their roads through other means. If you own a 918 Spyder you probably have the means to pay any fine, but if you haven't added one to your collection please take a look at the listings from our dealers below. Stay with us for more candid supercar footage.All Porsche 918 Spyder For Sale

By Edward Jones – October 18, 2016

Porsche 911 Becomes the Perfect Rally Car

Whenever my significant other asks me what my dream car is, I always reply with "a rally car." Why? For starters, I was raised in the desert where dirt roads were the only roads and driving on them could be either treacherous or exciting. Unfortunately, I currently live in a part of Florida where dirt roads are nowhere to be found and a drive to the central area of the state is necessary for some dirt driving. But even still, I want a rally car I can take sideways around corners, drive through nature and just beat to hell. For me, the ideal car was a Subaru, but after watching /DRIVE's latest video, my opinion might've changed.Race car driver Leh Keen is like me and loves the thought of driving through nature and getting in on some predictable oversteer. Naturally, he bought a 1981 Porsche 911 SC and installed long travel shocks, upgraded torsion bars, a skid plate, fog lights and, of course, mud flaps. The result is what he calls Project Keen, a rally-ready Porsche 911 that surprised /DRIVE's Matt Farah beyond belief.(Related - Horacio Pagani Shows Off His Porsche Collection)In the video below, Farah takes the car throw the forests of North Carolina, enjoying every bit of the car's predictable oversteer. After watching the video and listening to Farah's thoughts on the car, I may be leaning towards having a 911 as my dream rally car. Although, he does note in the video that this was no cheap project, costing around $35,000-$40,000 (not including the price of the classic 911, which can cost around $30,000).Be sure to click play on the video below to see why Matt Farah freaked over one of his favorite Porsche 911s.Porsche 911 Carrera For Sale

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