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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 – March 29, 2017

Driving Modes of the Ford GT

If you haven't had an opportunity to drive the latest Ford GT, don't worry. In order to make the supercar perform in any situation, a press release early this morning explains each of the five driving modes.Controlled from a steering wheel dial, the default setting is Normal Mode. It sets ground clearance at 120 mm (4.7")and engages the rear spoiler at 90 mph and lowering it at 81. Sadly, traction control and stability can not be disengaged. It gives the driver a gradual throttle response to keep street driving under control. Wet Mode is for slippery conditions, so power is dialed back to preserve traction. In Wet and Normal, the driver can engage comfort suspension. This loosens the bounce and rebound of the shocks for leisure cruising.Sport Mode is where the fun really begins. It activates the same Anti-Lag system used to dominate Le Mans, and the magic system keeps the turbos spinning and allows for an instant boost when needed. Ride height stays at 120 mm, but all notions of playing nice are thrown out the window. Shift times are much quicker and at a higher rpm for vigorous acceleration. Comfort suspension is not available, and the stability control system becomes adjustable with three distinct modes. Each one allows for more oversteer and rotation in the corners. It is the perfect compromise for street tires and novice drivers.Track Mode is where the Ford GT drops the mic on everyone else. Releasing the Kraken starts with a 50 mm (1.96") drop in ride height along with an increase in spring rates and maximum shock firmness. The rear wing deploys and the front air inlets are closed for maximum downforce. The gas pedal loses all civility, so get ready for a wild ride. The final mode is V-Max, and it was envisioned for top speed events. For standing mile events and to leave traffic behind, it offers the same power and response as Track Mode, but the aerodynamics are stored to keep drag to a minimum. Don't try this in the corners unless you have a pilot's license. Innovations like this are what keeps Ford on the cutting edge, so tell us what mode you would use in your daily commute and stay with us for all your Ford Performance news.

By Edward Jones – February 24, 2017

Ford GT Competition Series Announced

We knew it was coming, but it's finally here: the Ford GT Competition Series. This new model makes the car more aerodynamic and lightweight than ever before, making it a more competent track car.“The Ford GT has racing in its blood,” said Raj Nair, Ford executive vice president, global product development, and chief technical officer, in a Ford press release. “The Competition Series was developed with the most hardcore track enthusiasts in mind, providing a tailored set of lightweight features and unique livery to match.”To drop the weight of the supercar, Ford took a few liberties. For example, the engine hatch cover is made of race-inspired Perspex® acrylic, the prop rod is made of carbon fiber and the glass behind the driver is made of Gorilla Glass® that's half and thick and lighter than other models. Additionally, all weight-reducing options that Ford makes available to GT customers come standard on the Competition Series.Related - Ford GT's Power Finally Revealed, Becomes Fastest Production Ford Ever Ford has also made the Competition Series look even more competitive through some aesthetic modifications. On the outside, there are unique gloss carbon fiber striping, mirror caps and A-pillars. Inside, exposed carbon fiber can also be found on the console, door sills and more.Those interested in picking up a Ford GT Competition Series can pick between six different colors - Shadow Black, Frozen White, Ingot Silver, Liquid Blue, Liquid Grey and Triple Yellow. Pricing of the Competition Series was not included in the press release.

By Andrew Nabors – February 14, 2017

Ford GT Goes Skinny Dipping

Wet weather driving is something most supercars will never encounter, but Ford wants everyone to know what the new GT is capable of. Living in Florida, we are accustomed to flooded roads and the calamity they cause. In order to breath cool air most new cars are bottom breathers. The engine's air intake is mounted low to take advantage of high pressure generated by the front bumper. So inevitably rain water is sucked into a few unlucky cars and its game over.Hydro lock is when an engine is destroyed by water. It can happen to any car in the right situation, especially supercars with low ground clearance. In a move that would kill most cars, Ford Performance decided to ford a river by plunging the GT into a splash test. In a test trench usually reserved for trucks, the GT makes swimming look easy. The rear mounted 3.5 liter engine has intakes located behind the cockpit, so you would have to work very hard to get water into the cylinders. We inquired with them about replicating this test at our facility, but for some reason we have yet to receive a reply. Please don't try this at home, and if you do please send us the footage. Stay with us for all your Ford GT updates.All Ford GT For Sale

By Edward Jones – January 25, 2017

Ford GT's Power Finally Revealed, Becomes Fastest Product...

It's been a long time since the new Ford GT was revealed, but we're just now learning how much power it's capable of producing.In a new press release issued by Ford today, we learned that the new GT is the "fastest Ford production vehicle on the track ever." This news comes after it beat out the McLaren 675LT and Ferrari 458 Speciale at the Calabogie Motorsports Park in Canada. Ford GT: 2:09.8 McLaren 675LT: 2:10.8 Ferrari 458 Speciale: 2:12.9 Now, on to the part we've all been waiting for. According to Ford, the new American supercar has 647 hp and 550 lb-ft of torque on tap, thanks its 3.5-liter V6 EcoBoost engine, and has a top speed of 216 mph. Additionally, the dry weight of the car was revealed to be just 3.000 lbs. With this weight and power, the new Ford GT has a power-to-weight ratio of 4.72 pounds/horsepower.“The Ford GT is all about performance,” said Raj Nair, Ford executive vice president, global product development and chief technical officer. “We achieved considerable weight savings with the carbon fiber architecture. We then reinvested some of that savings into where it counts most – performance, specifically, the active dynamics. The result is an even faster car.”All Ford GT For Sale

By Edward Jones – January 12, 2017

Ford GT's "Dashboard of the Future" Previewed

Dashboards may not be exciting to most people, but when they're as cool as the new 2017 Ford GT's, they ought to be.Coming in the new American supercar is a 10-inch digital instrument display that Ford says will "quickly and easily presents information to the driver, based on five special driving modes." These modes include Normal, Wet, Sport, Track and V-Max.(Also Check Out - Remember This Car: First 2017 Ford GT Rolls Off Assembly Line)“Driver focus and attention are key with such high performance,” said Jamal Hameedi, chief engineer, Ford Performance. “We’ve designed the GT with a sleek digital instrument display that changes depending on driving mode in ways that are important and usable to the driver.”Here is how each mode will be displayed, according to Ford: Normal mode displays information in a purposeful, businesslike manner. The theme is simple; the speedometer is centered and bold, gear selection is to the right, fuel and temperature are top left. The hockey-stick-shaped tachometer displays in a compressed scale for lower rpm, as the engine revs so quickly the lower counts mean almost nothing to the driver. The 3,000-to-7,000-rpm range dominates the top of the display Wet mode carries many of the same information concepts over from normal mode, using a blue theme and a “wet floor” concept. Graphics under the speedometer emulate the shine of wet asphalt to remind the driver of the mode selection Sport mode adjusts information priorities. Front and center is gear selection, with the speedometer off to the right and less prominent. It’s displayed in an aggressive orange theme and is the preferred mode for most test drivers Track mode presents a stark combination of black background and highly legible text and graphics, in a crisp, red theme that’s easy for the eye to pick up in a fast-paced environment. Gear selection and engine speed are displayed prominently, while coolant temperature, oil pressure, oil temperature and fuel level – rendered as a percentage rather than miles to empty – are bottom right V-Max offers an entirely different display – purposeful and pared down. Specifically tailored to pursuing maximum top speed, it displays a large, centered speedometer, with tachometer reduced to just a line with indicator dot for minimal distraction. Coolant temperature, oil pressure, oil temperature and turbocharger boost are displayed to the right, with fuel level displayed top left Ford GTs For Sale

By Edward Jones – January 05, 2017

Un-Camouflaged 2017 Ford GT Spotted, Sounds "Interesting"

Now that the first 2017 Ford GT has rolled off of the production line, we will start seeing more and more of these American supercars on the road. In fact, one Redditor, u/Emulsifide, has spotted a GT without camouflage on the roads of Detroit. He notes that he's seen plenty under camo, but this was his first time seeing one without a veil on the road.What's more, when asked about the sounds of the car, he had an interesting response: It's interesting sounding. The guy was just cruising along, so it wasn't loud, but from what I was able to hear for the 10 seconds I saw it, it did sound like a more subdued version of what they've been running in Le Mans this year. Very tasteful, but not what you'd expect when you think Ford. Definitely the sound you'd expect when you think hypercar in general though. That's interesting insight into the sound of the car, remarking that it does sound like a hypercar. The sound that he was hearing was coming from a twin-turbo 3.5-liter V6 engine that's capable of producing over 600 hp. And, if you've heard the Le Mans version of the car, you know just how brutal it can sound.The new 2017 Ford GTs will start being delivered soon to those who were approved.All Ford GT For Sale

By Edward Jones – August 19, 2016

New Ford GT Production Run Extended by Two Years

Ford has recognized the overwhelming response for their new 2017 GT and announced today that they will extending the production of the car by two whole years.“While we can’t build enough Ford GTs for everyone who has applied, we are going to produce additional vehicles in an effort to satisfy more of our most loyal Ford ambassadors,” says Dave Pericak, global director of Ford Performance. “We want to keep Ford GT exclusive, but at the same time we know how vital this customer is to our brand.”Those who were put on the waiting list will be served by year three, and deferred applicants, as well as those who missed the initial application window, will have their chance in year four. If you're one of the ones who missed the window, the applications will reopen in early 2018. As for those who already applied, they need to only update their application.View All Ford GTs For Sale

By Edward Jones – June 27, 2016

New 2017 Ford GT '66 Heritage Edition Unveiled

For the previous generation Ford GT, there was the Heritage Edition, which paid homage to the iconic Gulf livery. This time around, the new 2017 Ford GT will have a new Heritage Edition that is modeled after another livery that can be recognized all over the world.Unveiled in a press release issued today, Ford showed off their new '66 Heritage Edition that pays respect to the No. 2 race car. Back in 1966, Bruce McLaren and Chris Amon drove a GT40 Mark II donning the same number to victory at Le Mans. Now, 50 years later, a fitting tribute to that victory will be brought into the world. “Celebrating the anniversary of Ford’s historic victories at Le Mans has always been a part of the return of the Ford GT. The 2017 Ford GT ’66 Heritage Edition is a stunning tribute to the car that kicked off Ford’s string of Le Mans victories in 1966.” - Raj Nair, Ford executive vice president, product development, and chief technical officer (Also Read: Whatever Happened To The Ford GT90?)To create the iconic livery, this edition comes with a Shadow Black exterior that can be applied in either a gloss or matte finish. Along with the finish, silver stripes and exposed carbon fiber can be found on the American supercar's exterior. Inside, Ebony leather is found on the seats, instrument panel, pillars and headliner. To signify the car's importance, there are serialized ID plates.If you're interested, act quick, because the '66 Heritage Edition will only be available for the 2017 Ford GT model.New Ford GT For Sale

By Nicole Slaughter-Graham – April 13, 2016

Ford Opens Applications For 2017 Ford GT and Configurator

If owning a new Ford GT was on the list of things to do today, we have good news. The application process to become one of the lucky owners of the favored model is officially open. Reminder: Ford will only create 250 examples of the GT each year of production, bringing the grand total to 500 ultra-rare examples. In order to ensure the Ford GT goes to true Ford aficionados, Ford is taking applications rather than promising each of the 500 examples on a first-come-first-serve basis.In using this approach, Ford seeks to guarantee that the new GTs will be driven and seen, rather than holed up in a vault. Ford's move, as reported previously, ensures the Ford GT is owned by long-standing Ford customers-- brand ambassadors, in essence.Prospective buyers have from now until May 12 to complete their application. We checked out the application process, and it's pretty extensive. The first step is ensuring the prospective buyer has the ability to take delivery of the vehicle in one of 19 countries. Then, Ford asks a series of questions about your car buying history. Preferential treatment will be given to already established GT owners and those who have exhibited a long-standing relationship with the company.The GT will sell for in and around the $450,000 mark and will be completely customizable. There's even an online configurator available so potential GT owners can see what their customization options are.Ford GT For Sale

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