Aftermarket

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 – August 23, 2022

Experience The 2022 1100HP Stage 2 Yenko®/SC Camaro

Presented by Specialty Vehicle Engineering. For more than 30 years, Specialty Vehicle Engineering (formerly SLP) has been a Second Stage Vehicle Manufacturer and Tier One Supplier to GM and its dealers, having built over 65,000 cars, trucks, and SUV specialty vehicles; making us the #1 GM Specialty Vehicle Manufacturer in the USA! That's why our company was chosen as the exclusive vehicle builder of all the current generation YENKO® Supercars. In 1969 the muscle car wars were in full swing, with GM, Ford, and Chrysler each developing their own big-block-powered performance cars. Not to be outdone, Chevrolet's Central Office Production Order (COPO) system produced a limited run of Camaros with the now infamous ZL-1 all-aluminum big-block engine. Now in the spirit of those awesome vehicles, Specialty Vehicle Engineering will build 50 of these 2022 YENKO/SC® Stage II Camaros with manual transmissions, and with 1100HP, they'll all go very fast literally! Our powerhouse Stage II engine delivers 1100HP with 910 lb.-ft. of torque and features a blueprinted LT-1 aluminum block, computer-balanced race-quality rotating assembly, including forged 4340 steel crankshaft and H-beam steel rods, forged aluminum pistons, CNC ported high-flow LT-4 cylinder heads with ARP high-strength head, and main studs, a custom supercharger with a 10-rib dedicated belt drive system utilizing an upgraded fuel system and injectors, a larger throttle body, and custom stainless steel exhaust system. Learn More

By Andrew Nabors – March 13, 2019

Hennessey Performance 2018 Camaro Exorcist Dyno Tuning

When a stock Camaro ZL1 arrives at Hennessey Performance, there is no turning back. In order to deliver almost 1,000 horsepower at the crank, it takes a massive supercharger, ported heads and a Top Secret camshaft. The Camaro's computer would have a hard time dealing with all the new information, so each Hennessey Performance build is strapped to their chassis dyno and wired up to an oxygen sensor in the tailpipe. A Hennessey Performance Camaro Exorcist Dyno Tune is done to break-in the new parts and prove that it makes the power. After a few runs, they plot fuel and timing in 3D to ensure no lean or fat spots while cruising. When the owner does go wide open, a bit of power enrichment keeps the engine safe for years. This is all done on 93 octane to make sure it is pump gas friendly, and not harmful to the environment. This car is also an automatic, proving you don't need three pedals to line up against anything on the street. They offer packages for almost every make and model, so click the link below for all the info. Hennessey Performance Related: 217 MPH in the Hennessey Performance Exorcist Camaro How To Build A Hennessey Exorcist Camaro

By Andrew Nabors – September 15, 2018

Yenko Continuation Camaro by Brand New Muscle Car

Last time we checked in with our friends in Tusla, the team at Brand New Muscle Car were prepping their new 1969 Yenko Camaro for paint. This is not new paint on a 50-year-old car, every part of this build is new. BNMC has partnered with OER for the best in GM-licensed parts. Now that the car is finished, allow us to highlight the finer points of this first-class build. Sometimes a classic is too far gone. Instead of sending a rusty Camaro to the crusher, it can live on. The BNMC build process starts at the bottom, with a new subframe. While it has the dimensions of the first-generation cars, this solid foundation is not stamped. It is fabricated by Chis Alston's ChassisWorks from steel plates and gusseted around the steering and control arm mounts. The body then goes on a rotisserie to seal all the seams that GM left open in the old days. It is also when the optional subframe connectors and wider rear wheel tubs are installed. The car can be sealed because every panel is coated with EPD primer on both sides. Combined with modern metallurgy it makes corrosion a problem of the past. Chassisworks also supplies reproduction Yenko wheels with several size and width options. Willwood supplies massive disc brakes that hide the double-adjustable coil-over suspension. If you desire the ultimate stance, air suspension is also optional. Once the car is rolling, the team spends hours perfecting the panel gaps. This tedious process involves welding, shimming the fenders, door latches, trunk hinges, and skim coat to make it straight as an arrow. The bumpers and all trim are test-fitted and then its time for several coats of Axalta base & clear coat. Their full-downdraft spray booth allows for a mile-deep finish, then its time for some power. Don Yenko and his team built the ultimate Camaro by installing the Corvette's 427 big block. It is easier to go bigger using a modern block, and fuel injection is easily hidden under the cowl-induction air cleaner. Choose from a traditional Muncie 4-speed, a new Tremec 6-speed, or the indestructible TH400 automatic transmission. A new Yenko Camaro might look like 1969, but you will be riding on 2019 technology and performance. With the prices of original Yenkos surpassing everyone's estimates, Brand New Muscle Car is the only authorized builder of Yenko Continuation cars. Each example is automatically entered into the Yenko Registry, with the same level of documentation as the originals. Although they specialize in first-gen Camaros, BNMC can use their same skills to bring any classic into the modern era. Click the link below to learn more and stay tuned for their next build! View Price & Listing

By Andrew Nabors – November 30, 2017

John Heinricy Delivers Hennessey ZL1 1LE Exorcist Camaro

Hennessey Performance has been focused on getting their new Venom F5 ready for production. But that doesn't mean their Exorcist has been forgotten. In fact, the wild 1,000 horsepower Camaro has caught the attention of a veteran racer. John Heinricy was head of GM Performance and also the assistant Corvette Chief Engineer. His driving prowess resulted in numerous SCCA championships at the wheel of showroom-stock Camaros and Corvettes.How to Order the Hennessey Exorcist CamaroThe man behind the Cadillac CTS-V program has also clocked a lap at the 'Ring in under 8 minutes in a 2009 example. One of his first achievements was the 1LE package, which became a race-ready package for the Camaro back in 1991. His experiences make him the perfect choice to deliver John Hennessey's builds to their new owners. One lucky customer was treated to a few hot laps in order to experience 1,000 horsepower at Lonestar Motorsports Park.Sign Up for Our Newsletter Now!In a bit of religious irony, a deliverance is the end of an exorcism. A delivery at Hennessey would be enough to scare any demons away because their version of the ZL1 1LE offers 966 lb-ft of torque from 24 lbs of boost. If you think you can handle it, click on the link below for all the details. Stay with us for all your Hennessey Performance updates.Learn More

By Edward Jones – February 10, 2017

Hellcat vs Hennessey ZL1 Camaro Part 2

The first time Hennessey Performance pitted the Dodge Challenger Hellcat against Chevrolet Camaro ZL1 (watch it here), the Hellcat ended up taking the win. Now, the ZL1 is back, but now with a Hennessey HPE750 upgrade package.(Camaro ZL1 vs Challenger Hellcat)In this new race, both cars are equipped with 6-speed manual transmissions and roll race from 2nd gear through 4th gear. While the Hellcat has the legendary stock 707 hp and 650 lb-ft of torque on tap, the Hennessey ZL1 is rated at 661 hp and 695 lb-ft of torque. Hennessey did this through a long list of upgrades. Click play on the video below to see who wins this time.Sports Cars For Sale

By Andrew Nabors – March 05, 2015

Mitchell Motor Works 1969 Chevrolet Camaro RS SS For Sale

Camaro’s sixth generation will soon be upon us, but 1969 will always be the most important year for this American icon. This pristine example is the latest build from Mitchell Motor Works, and is the result of a few years of restoration and fabrication. No expense was spared in order to push the envelope in terms of performance. If you are confused by this car’s title, Camaros offered a Rally Sport (RS) package that included spoilers, hidden headlights and an upgraded interior. If you wanted the ultimate in style and speed, ordering the RS and SS packages together resulted in a very potent pony car. For a solid foundation, the car was completely disassembled and placed on a rotisserie. Their goal was to build a track-ready street car, so the suspension had to be all new. Starting with Heidt’s Pro-G front end, every component, from brakes to ball joints, is all new and made to perform. An adjustable 4-link holds the Moser 12 bolt rear in place. Front and rear are tied together with fully welded subframe connectors. For the ultimate stopping power, Wilwood 13” brakes in the front and 12” in the rear are commanded by a Hydra-Tech/Wilwood master cylinder. Without the drivetrain this car is well into six figures.To power the world’s most capable Camaro, Mitchell turned to the LS tuning masters at NicKey Chicago. Their Stage II LS3 makes 575 HP and has CNC ported cylinder heads. 575 hp is sent through a T56 six-speed manual transmission to the 12 bolt rear end. The TrueTrac differential has 3.73 gears for comfortable highway cruising. An all stainless exhaust features dual cut-outs before the X-pipe if you need to wake your neighbors. Engine controls are all GM, with electronic throttle control and cruise control.If you prefer music instead of exhaust, the interior is awash in Alpine audio. The 7” touchscreen has Bluetooth connectivity along with USB and satellite radio. All vehicle systems are controlled by touch pads, including the Vintage Air system. Corbeau black leather seats straddle a handmade center console. Kindig door handles and ambient lighting are among the myriad of other aspects that make this Camaro one for the ages.To fully describe each aspect of this design would take months, so below is a gallery of highlights. You can clearly see the attention to detail that can’t be replicated at this price. To see its price and more information, click the button below.View Price and ListingGallery Sponsored by:

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