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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

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2021 Ford GT Unveiled With new Exterior Options

Ford took to Twitter on Saturday for a Red, White & Blue salute to their supercar. These renderings preview the 2021 Ford GT, which has traded dual stripes for a wider central graphic along with C-pillar accents. A contrast color of your choice will be found down the car's centerline and on the mirror caps. If you missed the press release earlier this year, Roush-Yates unveiled upgrades to the engine and its software. This bumped the output to 660 horsepower and 550 lb-ft of torque, proving the virility of the EcoBoost V6. Click the button to find your Ford GT for sale and stay with us for all your Ford news. Browse Ford GT For Sale https://twitter.com/Ford/status/1279392807120232449

By Andrew Nabors – July 17, 2018

Ford Is Planning to Re-Open GT Applications

One of the best ways to sell a car is to tell someone they can't have it. That bit of genius was relayed to me from one of our clients who has a keen sense of what a true buyer is willing to do. Just like Ferrari did with the Enzo and the LaFerrari, you can't simply walk into a Ford Dealer and order your Ford GT. The application process for the first batch of 750 cars involved videos, a background check, and other research done by Dearborn.Accepted for a 2017 Ford GT, Including OptionsThis was done to make sure the buyer would be a good brand ambassador for the Blue Oval's supercar. Nevertheless, over 6,000 people applied to be one of the chosen. And it looks like they will have a chance to try again, as reported by MotorAuthority. It might seem silly to make us do it all over again, but it levels the playing field for those looking to spend $450,000.It might be pure speculation, but a new Heritage Edition might be the reasoning behind it. The 2017 example was black, 2018 was red, so the 2019 car will likely revive the Gulf racing blue and orange livery. Given the car's incredible performance on the world stage, we wonder who will be accepted this time around. Tell us what you think of the Ford GT, or find a great deal on a pre-owned one in the link below.Find Your Ford GT HereWhat's the Price of the New Ford GT? Find Out Here!

By Edward Jones – June 08, 2017

In-Depth Look at Jack Roush's New Ford GT

Jack Roush has taken delivery of his new Ford GT and spared no time in setting up a photoshoot with his new American supercar. In the pictures we get an incredibly detailed look at the finer features of the car.We get to see close look at the brilliant LED headlights, carbon fiber wheels, engine bay, interior and the spectacular rear-end. Just about every corner of the new GT is worth a photograph of its own, and we're glad Roush took some time to set up this incredible photoshoot. Scroll through the pictures below to see the new 2017 Ford GT like never before.If you're interested, there's also a video of Jack Roush taking delivery of this GT.

By Edward Jones – May 15, 2017

Delivery of a One-Off Arancio Borealis Brand-New Ford GT

Andy Frisella of The MFCEO Project has just received his brand-new 2018 Ford GT and it's one of the most gorgeous examples we've come across thus far. The color he picked for the American supercar is Arancio Borealis, which is actually an exclusive Lamborghini color. Ford did a fantastic job of matching up the paint and making Frisella's dream come true, as the images show.In his Facebook post regarding the delivery of the car, he had this to say: "Today was an amazing day. I cant begin to describe how Im feeling about this entire process. @fordperformance & @ford have created something VERY VERY special and their service during the entire process was above & beyond from beginning to end." He also notes in the post that this is one of the very first customer GT's to be delivered and is the first "off pallet spec" GT produced by Ford.We want to take this time to congratulate Frisella on his 2017 Ford GT, and advise him to get out there and get drivin'!View the Price & Specs of the All-New Ford GT Photos by David Mullis

By Edward Jones – May 12, 2017

The New Ford GT: An American Supercar of the Future

Ford used the new GT supercar to test technology for future vehicles The GT's rear wing can change shape like that of an airplane wing Ford creating new ways to create carbon fiber quicker and in higher volume Most powerful EcoBoost engine ever Hydraulic suspension further improves aerodynamics New technology in GT to be in upcoming Ford vehicles See the Complete 2018 Ford GT Specs and Review HereWhen building the new 2018 Ford GT, the American automaker set out to make this next-gen supercar a testbed for upcoming technology that'll be featured in upcoming vehicles. “When we began work on the all-new Ford GT in 2013, the team had three goals,” said Raj Nair, Ford executive vice president of Product Development and chief technical officer. “The first was to use it as a training ground for our engineers as we develop future engine technology and stretch our understanding of aerodynamics. Then, to push the boundaries of advanced material usage, such as lightweight carbon fiber. Finally, we set out to win the Le Mans 24 Hours, referred to by many as the ultimate test of endurance and efficiency.” AerodynamicsFord designed the GT's aerodynamics in a way that it can vary depending on its current driving condition. From the air ducts in the front to the deployable rear wing, each aero component works together to ensure the best airflow possible. In the front, the flaps will open in response to the rear wing's deployment status, balancing the airflow across the body. That rear wing also has patent-pending technology that allows it to change shape, like that of an airplane wing. Even the 3.5-liter EcoBoost engine was designed in a way so that the designers could taper off the fuselage, which wouldn't have been possible with a larger engine. WeightCarbon fiber has been widely used in the supercar world for quite some time, and now Ford has jumped on the wagon. For the new GT, Ford worked with partners in order to create ways to produce carbon fiber faster and in higher volumes. This will allow the automaker to use the lightweight material in future production vehicles and not just their exclusive models. For the GT, carbon fiber is used extensively. As a result, the supercar's weight remains low, while rigidity is still present. Engine and PowerThe Ford GT's EcoBoost engine is the most powerful of its kind that Ford has ever created. With 647 horsepower on tap, it's so powerful that the Daytona Prototype's crankshaft had to be replaced with the pre-production F-150 Raptor's crankshaft. Why? The team was noticing that the original crankshaft was cracking under grueling condition. Thanks to this swap, the Daytona Prototype went on to win its first race at Sebring that very same year.“We pushed the engine’s limits beyond what we might consider in traditional development programs, which is important as we continue to advance EcoBoost technology as a centerpiece of the company’s global lineup,” said Bob Fascetti, Ford vice president, powertrain engineering.In order to get as much power out of this turbocharged engine as possible, Ford created new anti-lag technology. This tech keeps the throttle open when the driver doesn't have the gas pedal pressed. Not only does this maintain turbo speed, but it also maintains boost pressure for quicker response when the pedal is pressed again. SuspensionGetting low is not something meant for dancing. For the Ford GT, getting low is a necessity when being driven on the track. Hydraulic suspension was implemented, which gives the driver the ability to adjust ride height with the "turn of a knob." When the driving mode is changed from normal to track mode, there's nearly a 2-inch difference. Along with this change in height, track mode raises the rear wing and closes the front splitter ducts for the best downforce possible.

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