Drako Motors

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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By Tyler Rampersaud – November 17, 2022

Drako Motors Shows Off The New Dragon Electric Hypercar S...

Try putting “electric,” “hypercar,” and “SUV” in the same sentence. It’s quite hard, but Drako is able to do it with ease because the new Drako Dragon SUV uses the brand’s incredible electric performance engineering and technology to assume the characteristics of all three. The new model boasts an incredible 2,000 horsepower, and Drako Motors says that it’s able to get from 0-60 in a blindingly quick 1.9 seconds. In addition, it’ll keep climbing in speed to over 200 mph. MUST READ: Drako Dragon First Edition Announced, Limited To 99 Examples Even still, the Dragon is a luxurious Super SUV with stunning design and timeless luxury. This new video that Drako Motors has published shows the new car being shown off in broad daylight, with a unique and futuristic silhouette, paired with an attention-grabbing pair of gulling dooes that span the full length of the vehicle. They open to reveal an interior with high-quality finishes and plenty of luxurious comforts, and while the idea of it seems like quite the ambitious and daunting errand in the automotive world, with the Dragon, Drako Motors may have rolled the very best of electric performance, practicality, and luxury into one vehicle. Source: Drako Motors

By Edward Jones – September 15, 2022

Drako Dragon First Edition Announced, Limited To 99 Examples

Reservations are now open. Ever since Drako Motors announced their new Dragon super SUV, we've been waiting to learn more about this monumental model. Now, new information has just dropped regarding the Drako Dragon and it's most definitely good news. First up, Drako has announced that reservations are open for the Dragon. For $500, you can reserve a standard Dragon from the automaker's website. If you're quick you can also drop $5,000 and reserve the Dragon First Edition, a new trim model that was announced alongside the reservations opening up. The Drako Dragon First Edition is limited to just 99 examples, making it extremely limited. Those who reserve a Dragon First Edition will be able to personalize their example to their liking, including choice of interior materials, color, and trim. Each First Edition will also come with a carbon fiber exterior package that is unique to the variant, as well as a plaque with a serial number, and a custom titanium and carbon fiber key fob. No matter which Drako Dragon you order, you'll still get a groundbreaking super SUV that packs 2,000 horsepower. That's enough power for a 0 to 60 mph time of just 1.9 seconds and a quarter-mile time of 9 seconds. For more information, be sure to visit DrakoMotors.com. Source: Drako Motors

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By Tyler Rampersaud – June 30, 2022

The New Drako Dragon Is Drako Motors' New 2000-HP, Quad-M...

The world of luxury performance SUVs is preparing to give way to a fire-breathing monster. An electric fire-breathing monster, that is. Drako Motors, known for the immensely powerful Drako GTE, which used a quad-motor electric system to become a 1,200-horsepower four-door grand tourer capable of 205 mph, has announced that it will be unleashing the Dragon, a new 5-passenger hypercar that takes the GTE’s capabilities to an even more radical level. It takes the quad-motor system from the GTE and increases power and torque, upgrading cooling ability, range, and the capability of the inverters to handle this upgrade. MUST READ: Best Luxury Electric Cars You Can Buy Today If the specs of the Drako GTE were shocking to you, the Dragon will undoubtedly be even more shocking, as Drako says the Dragon is capable of 2000 horsepower through its quad-motor system, and a 0-60 time of just 1.9 seconds, all while carrying 5 passengers. The suspension is built for endurance and inspired by suspensions built to handle Le Mans, the structure is made of all carbon fiber, and Drako’s new DriveOS-based infotainment system and instrument panel displays, along with sumptuous materials and refined design make the new Drako Dragon a car that combines the absolute pinnacle of luxury, practicality, and electric performance. Drako calls the Dragon "a new kind of hypercar," and says that it boasts over double the horsepower of its competitors, at the same price. As the full debut of the Dragon approaches, more details will be revealed. View All Used Supercars For Sale Source: Drako Motors

By Edward Jones – November 10, 2021

Drako Dragon Teased as a New Electric Hypercar from Calif...

Set to be a proper upgrade to the Drako GTE. By now, we've all heard of the Drako GTE, an electric hypercar that packs 1,200 horsepower and 1,169 lb-ft of torque. Those numbers are impressive, but Drako Motors wants to push the limits even further. That's where the new Drako Dragon comes in. This new electric hypercar was teased by Drako Motors as a "redesigned and upgraded" version of the GTE. While Drako is being secretive with the exacts when it comes to the upgrades, they do offer some details. For instance, the quad-motor powertrain see its torque upgraded substantially for better acceleration. Drako also notes that the inverters, battery, and cooling system will all be upgraded. New additions to the Drako Dragon include a five-way adjustable Le Mans-style rally suspension system, redesigned interior, lightweight wheels and further design options. Full details on the new Dragon are set to be revealed in January 2022. Hypercars For Sale Source: Drako Motors

By Edward Jones – March 25, 2021

Drako GTE Electric Hypercar Powers Across Ice and Snow in...

The Drako GTE proved its abilities on snow and ice during recent extreme condition tests. While the Drako GTE is not a car you'd typically find on a frozen lake or in the snow, that doesn't mean it shouldn't be able to handle those conditions. That's why the electric hypercar was taken to high elevations in Colorado where the lakes were frozen and the race track was made of snow. For the snow portion, that was handled by racing driver Andy Pilgrim who let the hypercar loose on the Winter Performance Track in Steamboat Springs. This course has an elevation of 6,700 feet, but that didn't stop the Drako GTE from putting on a show. Thanks to Drako's proprietary DriveOS software, handling the corners was a breeze and Pilgrim was constantly in control. From here, the Drako GTE traveled to an elevation of 8,500-feet where Pikes Peak International Hill Climb competitor and rally driver David Hackl test its abilities on ice. Thanks to the GTE's Quattro Mannettino in "Ice" mode, the GTE was able to gracefully drive across the frozen surface. While Hackl was able to slide the GTE on a whim, he was also able to return the hypercar to a straight and center path effortlessly. The Drako GTE's extraordinary abilities on both ice and snow are all thanks to the aforementioned DriveOS system. This system controls each of the four motors connected to the wheels and can make adjustments in a flash. Be sure to watch the videos of the Drako GTE above and below in order to see just how magnificent this electric hypercar truly is. " width="680">

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