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 – March 22, 2018

Up-Close Tour Of a $3 Million Ferrari Enzo

There was nothing like it before, and it will never be repeated. Ferrari chose to build a street-legal F1 car at the turn of the century, and the only fitting name for the masterpiece was that of their founder. Only 400 examples were built, so your odds of seeing one in person are rare.Why You Should Buy A Ferrari EnzoBecause they built a gorgeous body on top of a race car, it gave the Enzo many unique features. We've been around a few of them, but Doug DeMuro allowed us to see the small details along with little-known facts. If you still don't believe the $3 Million asking price, they are not going to depreciate before the next ice-age. The Enzo is a fitting tribute to "Il Commendatore", so if you would like to experience it yourself click on the link below.Browse Ferrari Enzo For Sale

By Edward Jones – March 22, 2018

POV Video of the Ferrari FXX K is Quite Impressive

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By Edward Jones – March 13, 2018

Ferrari FXX-K EVOs Hit the Track for the 1st Time

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By Edward Jones – October 02, 2017

Liquid Silver Ferrari F12 TRS Takes Off Down Airfield

There are only two Ferrari F12 TRS examples in existence, and they are both owned by the same person (@mwvmnw). One is finished in red, while the other is covered in Liquid Metal. The Liquid Metal example of the F12 TRS showed up to SOC Weekend Switzerland 2017 in Ambri Piotta, Switzerland and joined many other sports cars. It was here that the $4.2 million supercar was taken off of its delivery truck and rocketed down the airstrip. In a video from Supercars of Austria, we get to here and see the F12 TRS in action. In the video's description it's noted that the car left immediately after the car's first run down the strip. Check out the F12 TRS in action for yourself by clicking play below. What is the Ferrari F12 TRS? This car was built by Ferrari in response to a customer's request for an extreme, two-seater, open-top sports barchetta. It comes with the F12berlinetta's Sell My Ferrari F12: Get a Cash Offer 6.3-liter V12 engine (730 horsepower and 509 lb-ft of torque). While the engine is the same as the F12berlinetta, the F12 TRS has an appearance unlike any other Ferrari on the road. Ferrari 488 GTB Flies Down the Autobahn at 210+ MPH

By Edward Jones – August 10, 2017

Ferrari F40 LM's Brutal Launches Are Pure Joy

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By Edward Jones – May 04, 2017

First LaFerrari Aperta in USA Revs Like a Monster

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By Edward Jones – September 15, 2016

So Close: Jaguar E-Type Barely Misses Crashing Into $40 M...

We've all joked about not getting into an accident with the expensive looking car in front of us. But, what about when that car is worth £30 million (approx. $39,000,000 USD at today's current exchange rate)?Well, that's what happened at the Goodwood when a Jaguar E-Type was taking part of a classic car race. When the classic English vehicle was coming up to a corner, it came in hot. So hot, in fact, that the Jaguar started to spin out. Unfortunately for the driver who was trying to control his car as he was losing control, there was another car right in front of him and that car was a Ferrari 250 GTO.Somehow, and I'm not sure how, the Jaguar managed to miss hitting the Ferrari by what looks like inches. I'm serious. It doesn't get much closer than this. Check out the video below and get ready to catch your jaw, because you almost just witnessed one of the most expensive car accidents, ever.View Classic Ferraris For Sale

By Edward Jones – August 10, 2016

Electric Ferrari 308 GT: An "Obscene Concept"

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By Andrew Nabors – August 08, 2016

Ultimate Buyers Guide to the Ferrari F430

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By Andrew Nabors – August 02, 2016

Ferrari 488 Spider Takes Off For Jump

Going airborne in a press car is frowned upon by most publications, because most late model cars don't seem to fly as well as " title="YouTube video" frameborder="0" allow="accelerometer; autoplay; clipboard-write; encrypted-media; gyroscope; picture-in-picture; web-share" allowfullscreen>. But recent advances in magnetic suspension allowed Ferrari to incorporate serious hang time in their new 488 Spider. In a move that would leave Waylon Jennings speechless, AutoExpress made perfect use of the 488's light weight and incredible power for one of the longest jumps we have seen. In the old days of steel wheels and cast iron brake rotors, hard landings caused several hundred pounds of un-sprung weight to impact the pavement, placing the suspension into full compression. With the tire's sidewall being the only cushion, landings usually bent or fractured the steering gear and control arms.(Also Watch - Kobe Bryant Tests Out the Track at Ferrari in Maranello) The 488 Spider arrives with carbon ceramic brakes and forged wheels that are 20 lbs lighter than the 458's rolling stock. Instead of conventional hydraulic shock absorbers, the new magnetic units can react several hundred times a second to changes in elevation. So once the car leaves the pavement, shocks are instantly prepared for landing by going to their maximum stiffness. Sometimes automotive engineers are just big kids, and they know how to build cars capable of enduring foolish behavior. We don't endorse or condone this type of driving, so leave the flying to certified pilots.Ferrari 488 GTB For Sale Additional Supercar Jumps

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