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

Ferrari News

Ferrari news from duPont REGISTRY News, updated daily with model reveals, first drives, auction results and current market prices. Our coverage runs across the whole line-up, from the 296 and 296 Speciale to the SF90 XX, the 12Cilindri and the F80. We also follow the earlier cars that built the reputation of the Prancing Horse over seven decades. Reporting comes from the Monterey and Pebble Beach auction floors, and from first drives of new models as they arrive. One thing separates this from other supercar news: many of the Ferraris covered here are listed for sale on the duPont REGISTRY marketplace. Read the story, then see what an example is genuinely worth. For Ferrari news today, and the exotic car news around it, start here.

By Andrew Nabors – August 05, 2016

Award-Winning 1985 Ferrari 288 GTO heading to Monterey

If you find the electronic wizardry of the LaFerrari too complicated, allow us to take you back to a simpler time. Group B racing was one of the most popular (and deadly) forms of motorsport. Without restrictions on engine power, manufacturers turned their engineers loose to outdo each other. All Ferrari supercars in the last 3 decades have been inspired by the a contender in Group B racing, the 288 GTO. Engine size was limited for the class, so Ferrari chose a small V8 with two large turbochargers. Styling was inspired by the 308, but looks are the only similarity.Starting with a tube frame chassis, the engine is mounted north-south instead of the transverse layout of the 308 & 328. With a displacement of only 2.85L you might think it would be underpowered. But being small has the advantage of revving faster than the competition. Quickly able to awaken the turbos, the factory rated power is 400 hp and 366 lb-ft of torque. The body was fashioned of race-weight kevlar and fiberglass for a curb weight of only 2,555 lbs. Offering a power to weight ratio better than most modern performance cars, the 288 GTO was a dominating force in the racing world. A series of high-profile accidents proved Group B cars were overpowered, and the series was canceled at the end of 1986.With only 272 cars produced, the 288 GTO stands as the predecessor for the F40, F50, Enzo, and LaFerrari. Being certified by Ferrari Classiche, it has won awards at Concourso Italiano in Carmel and Concorso d’Eleganza in Italy. The odometer reads 11,980 kilometers (7,445 miles) which is incredible for the 31-year-old car. If you enjoy the art of analog driving, this race-ready GTO will be offered by Mecum Auctions as part of their primetime lineup on Saturday in Monterey.View Listing

By Edward Jones – February 05, 2016

Wrecked and Repaired Ferrari Enzo Sells For High Price

The legend is that Bo Stefan Eriksson crashed his Ferrari Enzo back in 2006, leaving the car pretty damaged. Luckily, the car was not damaged beyond repair and the wizards at Ferrari Technical Assistance Service brought the car back to life.Their team, after repairing the car to the point of Ferrari Classiche certification, added quite a few modern features on top of its new Nero Daytona Finish. These included: Satellite Navigation Bose Stereo System Reversing Camera Power Windows Rear Spoiler with “Enzo Script” Now, if you don't think a repaired Enzo like this wouldn't be worth a lot, you'd be sorely mistaken.RM Sotheby's had this Enzo, chassis 135564, cross their block at their Paris event this week and it went for an astounding €1,568,000, which translates to roughly $1,745,000 USD at the current exchange rate of publication. This price was right in between RM Sotheby's estimated price of $1,635,000 – $2,180,000 USD.Want an Enzo for yourself? Click the link below to see the multiple examples we currently have for sale.Ferrari Enzo For Sale

By Edward Jones – December 11, 2015

1956 Ferrari 290 MM Sells For $28 Million

RM Sotheby's New York City auction, called "Driven by Disruption," was an absolute blockbuster of an event. Earlier we covered Janis Joplin's Porsche, which sold for $1.76 million. Now, I get to inform you of the auction's star of the night: a 1956 Ferrari 290 MM, built for Formula One driver Juan Manuel Fangio.After a spirited auction, the hammer down with a final bid of $28 million. According to RM Sotheby's Facebook post regarding this lot, the crowd reacted to the final bid with applause. What's more, the pre-auction estimate for the car was $28 million - spot on. Needless to say, their experts at RM Sotheby's know how to value their lots.This exact 290 MM was chassis #0626 and was one of four examples ever built. It was purchased by Temple Buell in New York in the spring of 1957. Buell then sold the car in 1958, and it continued to be raced up until 1964. After being owned by world-renowned Ferrari collector Pierre Bardinon for 34 years, it was then passed to a new owner, who had the car regularly maintained for 12 years.Now, the famed 290 MM is in the hands of a new owner and we wish them a fruitful ownership.Gallery (Source: RM Sotheby's)

By Caitlin Duffy – October 20, 2015

1956 Ferrari 290 MM by Scaglietti Could Sell For $28 Million

Ferraris fetching high prices at auctions may be part of an overall trend, but the numbers being shouted at the block continue to amaze each time.And, as it seems, RM Sotheby's Dec. 10 event in New York City, "Driven by Disruption," will be no exception. An extremely rare, historic and beautiful Ferrari is listed among their lots, offering up an unparalleled opportunity to own an undamaged piece of racing history.The 1956 Ferrari 290 MM by Scaglietti was crafted for one famous driver in particular, Argentinian five-time Formula One World Champion Juan Manuel Fangio Déramo. Chassis number 0626 with engine number 7, this particular Ferrari, as a release from the auction house describes, is one of the most significant ones to come from Maranello.“Driven by the greatest drivers of the 1950s and built for possibly THE greatest driver in history, this is a car with which Enzo Ferrari was personally involved and is a fundamental part of Ferrari folklore," describes RM Sotheby's Car Specialist Peter Wallman in the lot description.It was created for Fangio to drive during the 1956 Mille Miglia, a 1,000-mile race in which he and this model finished in fourth place despite grueling weather and intense rains. It was not one of the many cars that crashed during that race, and, in fact, has never crashed at all.Of course, just because it's never crashed doesn't mean it couldn't use a little sprucing up. It is, after all, nearly 60 years old, and a Ferrari of this stature demands the utmost care. It was recently restored and certified by the Ferrari Classiche department, and includes all relevant documentation, including the original Mille Miglia entry form.(See Also: LaFerrari Powerslides Out of a Roundabout)A car of this magnitude and quality will not go cheaply - in fact, it's estimated that the final bid could reach as high as $28 million, making it one of the most valuable Ferraris ever sold.Learn more about this listing from its official lot description on RM Sotheby's website, and stay with us to learn more about this auction opportunity. In the meantime, find yourself another one of Ferrari's creations from our exclusive listings.Ferraris For SaleGallery (Source: RM Sotheby's) See More Ferrari News

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