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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 Tyler Rampersaud – August 29, 2023

Lotus Announces New Emeya Electric Hyper GT

Lotus continues to deliver on its promise of a fully-electric era.

By Tyler Rampersaud – July 13, 2023

The Emira Is The Most Powerful Four-Cylinder Lotus Yet

Lotus introduces the groundbreaking four-cylinder Emira, boasting unparalleled power and impressive efficiency.

By Tyler Rampersaud – April 14, 2023

The First New Production Lotus Eletres Were Presented In ...

The new electric Lotus SUV is finally in the hands of owners.

By Jordan Aquistapace – March 08, 2023

Lotus Engineers The 'Hope' Race Bike For The 2024 Paris O...

Incorporating characteristics from high-performance supercars, Lotus adds weight-shedding materials and aerodynamics to two-wheels.

By Jordan Aquistapace – August 09, 2021

Discover The All-New Lotus 62-2 Coachbuild By Radford

Engineered using Lotus technologies to be a true driver’s car with the luxury appointments of a bespoke coachbuilder. In today’s automotive world, historic vehicles that pave the way for modern manufacturers are celebrated by collectors and enthusiasts of all kinds. Radford is a global luxury automotive brand with a British heart and soul, creating on-trend vehicles based on classic, timeless designs. Today, Radford is proud to unveil the all-new Type 62-2 sportscar at a star-studded event at the Lyon Air Museum in Orange County, California. The Lotus Type 62-2 chassis is featured as the first modern coachbuilt Radford, with only 62 examples offered worldwide. The Type 62-2 offers design simplicity combined with a classic flair. The exterior provides the theatre and drama becoming of a luxurious, low-volume coachbuilt car, and the lines which evoke the original 1960s Lotus race car ensure exceptional elegance. Radford The Radford Type 62-2 is powered by a 3.5-liter supercharged V6 engine. Adhering to Lotus race and road car philosophy, it is mid-mounted low to the car’s unique tubular rear subframe behind the driver, delivering an optimum centre of gravity and exemplary road holding. The engine in the Classic Type 62-2 musters 430bhp of power, and with a predicted dry weight of under 1,000 kilos, the car will produce an impressive power-to-weight ratio in the region of 430bhp per ton, which is comparable to many modern supercars. The Type 62-2 is offered with either a six-speed manual gearbox or a seven-speed dual-clutch transmission (DCT). The Classic Type 62-2 is fitted with a close-ratio six-speed manual transmission and an electronic differential lock as standard, with a precision shift mechanism providing extremely slick shifts and a highly engaging, driver-focussed feel. Owners can also specify the Classic model with the DCT transmission as an option and have the V6 engine’s power output upgraded to 500bhp if they wish. Radford Radford’s bespoke coachbuilding extends to all aspects of the car. Radford will work with owners to ensure that each and every owner desire on the car is met, this ranges from all of the interior finishes and unique paint colours through each part of the car’s design which includes surface changes to the vehicle bodywork to the power and performance of the car. Every Radford is totally unique and built exclusively for each owner. Owners can choose to collect their car from Radford’s California base, Radford’s test track, or indeed, have it delivered to them anywhere in the world. Following collection, owners will be offered tailored experiences to continually enhance their ownership of one of the world’s most unique coachbuilt sportscars. Media/Information Source: Radford

By Andrew Nabors – April 27, 2021

Lotus Evija Development Hits The Homestretch

Driving impressions by Director Matt Windle You can't rush perfection. Team Lotus has been burning the candle at both ends to build the ultimate electric supercar. The Evija promises to offer 1,973 horsepower and 1,254 lb-ft of torque. While the prototype cars have proved capable to handle 80% of that power, the gas engine team has offered one final model in the new Emira. Managing Director Matt Windle said: “We have different prototypes focusing on different areas of development. One for build and tech, another for battery management, the other for motors and so on. EP1, which I have driven most recently, is the performance prototype and it does not disappoint. We are still some months from entering series production, but already EP1 has that unmistakable Lotus ‘feel’. Unquestionably a unique and extreme hypercar, but still, somehow, a Lotus. I’m so excited and extremely proud of what the team has achieved". Tell us what aspect of the Evija most intrigues you in the comments below! Browse Lotus' For Sale

By Andrew Nabors – January 25, 2021

Lotus Announces New Lineup

Every new Lotus for sale is generally a decade ahead of their competitors. So, in order for the brand to lead the way in light & nimble sports cars, Lotus has announced a new lineup. A press release this morning confirms this will be the final model year for the Exige, Evora, and Elise. This trio will ride into the sunset as the first part of their Vision80 strategy. Next, they will move major component assembly to Norwich as the Hethel headquarters undergoes a £100-million-plus makeover. This will allow for their electric future along for what we're really waiting for: the Evija. Click the button below to experience the best handling cars on the market. Also, did you see the latest Lotus Evija teasers? Browse Lotus For Sale Image (C) Lotus Cars

By Andrew Nabors – May 12, 2020

Lotus Evija Aerodynamic Secrets Revealed

Electric cars by nature need to be slippery. Cutting through the air better than your competitors allows for a longer range, and better performance. With those goals in mind, the Lotus Evija aerodynamic secrets have been revealed in their latest press release. For the first time, Richard Hill, the highly experienced senior engineer who has guided this critical element of the 2,000 PS car’s design, details the philosophy of the Evija’s sophisticated aerodynamics. Richard is chief aerodynamicist and has worked at Lotus for more than 30 years, supporting countless road and race car projects. When asked how the Evija compares to regular sports cars, he replied: “It’s like comparing a fighter jet to a child’s kite.’’ He then answered a few questions from their marketing team: - What’s the overall philosophy behind the Evija’s aerodynamics? It’s about keeping the airflow low and flat at the front and guiding it through the body to emerge high at the rear. Put simply, it transforms the whole car into an inverted wing to produce that all-important dynamic downforce. - How would you compare the Evija’s aerodynamic performance to that of a regular sports car? It’s like comparing a fighter jet to a child’s kite.’’ - Can you explain the car’s porosity in aerodynamic terms? Most cars have to punch a hole in the air, to get through using brute force, but the Evija is unique because of its porosity. The car literally ‘breathes’ the air. The front acts like a mouth; it ingests the air, sucks every kilogram of value from it – in this case, the downforce – then exhales it through that dramatic rear end. - What role does that deep front splitter play? It’s designed in three sections; the larger central area provides air to cool the battery pack – which is mid-mounted behind the two seats – while the air channeled through the two smaller outer sections cools the front e-axle. The splitter minimises the amount of air allowed under the vehicle, thus reducing drag and lift on the underbody. It also provides something for the difference in pressure between the upper and lower splitter surfaces to push down on, so generating downforce.’ Click the button below to find our Lotus dealer near you and stay with us for all your Lotus news. Find Your Lotus Here " width="680">

By Andrew Nabors – July 03, 2019

2020 Lotus Evija Hypercar Teased Before Goodwood Sneak Peek

Sports cars can be light, fast, or electric. At least that's what we have encountered so far. But the latest news from England gives us hope that a featherweight electric car is possible. In their latest press release, the 2020 Lotus Evija has been teased before its sneak peek at Goodwood. Spectators to this weekend's Festival of Speed will have an opportunity at a sneak peek. The name is pronounced ev-eye-a, and it means the first in existence. Indeed, it is the first electric Lotus, and their first model developed under the ownership of Geely Automotive. Internally known as Type 130, Lotus confirmed that only 130 examples will be produced. While the production version won't be shown until later this year, Lotus fans can experience a laser light show in their display. It will offer several design cues to build interest. Also on display will be the Evora GT4, and it will be making a run up the hill on Sunday. Tell us what you think about an electric Lotus in the comments below and stay with us for all your Evija updates. Browse Lotus For Sale " width="680"> Related: What to See at Goodwood 2019 Jay Leno Drives the Lotus Evora 400

By Edward Jones – February 20, 2018

Lotus 3-Eleven Ends With Their Quickest Model Yet

Lotus is sending off their 3-Eleven model in a proper way, with their quickest street-legal sports car yet: the 3-Eleven 430. Lotus notes that the new 3-Eleven 430 "raises the bar beyond the reach of aspiring rivals." That's quite a statement, but a quick look at the specs and performance of the new model speak louder than a quote I pulled form the press release.The new model has its supercharged 3.5-liter V6 upgraded to 430 horsepower and 325 lb-ft of torque. What's that power and a light weight of 2,028 lbs get you? Let's list it out. 0-62 mph in 3.1 seconds Top Speed of 180 mph Hethel Circuit lap time of 1'24" (0.8 seconds quicker than the Exige Cup 430) Those aren't bad figures and I'm 99 percent sure this car would be an absolute treat to drive around a track. Lightweight, fast acceleration, and an open-top experience? Yeah, this would be dessert with a cherry on top.Only 20 examples of the Lotus 3-Eleven 430 will be produced. Its price starts at £102,000 (~ $140,000 USD).List Your Exotic Car For Sale

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