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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 – May 24, 2018

DragTimes: What's Underneath A Ford GT?

If you have been curious about the 2018 Ford GT, this will answer a few questions and raise many more. Brooks from DragTimes took delivery of this car only a week ago, but he already had his lift modified to accommodate the unique car. His goal this week was to install a dash cam, which everyone should own if you value your car.Top 10 Mecum Indy Sales (Including 2017 Ford GT)But since the lift was modified, he allows us to see the underside of Ford's supercar. Aerodynamic features are everywhere you look. Active front splitters and NACA ducts keep it glued to the racetrack, but those front lower control arms are massive! It probably has something to do with packaging the spool valves and torsion bars, what a wild system. Tell us your favorite feature of the Ford GT in the comments below and stay with us for all your DragTimes updates.Find Ford GTs For SaleCheck Out the Amazing 2017 Ford GT Specs Here

By Andrew Nabors – March 29, 2018

2019 Ford Mustang Bullitt: Order Yours Now

If you have ever dreamed of chasing bad guys through San Francisco, your wait is over. In a press release this morning, Ford announced that dealers can now order the 2019 Mustang Bullitt. Finished in the iconic Dark Highland Green, this 480 hp beast arrives with the 87mm intake from the GT350. It also produces 420 lb-ft of torque, as long as you run premium fuel. Ford Unveils 2019 Mustang Bullitt Instead of a dual-mode exhaust that is either open or closed, the NitroPlate system is fully active and responds to throttle inputs. Top speed is up to 163, an 8 mph increase over a normal Mustang GT. If green is too flashy, the latest Bullitt is also available in Shadow Black. American Racing supplies the classic Torque-Thrust wheels in 19", with big Brembo brakes lurking behind them. It has been 50 years since Steve McQueen performed the ultimate chase on the big screen, and one of the actual movie cars was found abandoned in Mexico last year. Nothing will ever replace the sound and power of the 390 Big Block, but something tells us this new car would outperform its predecessor in every way. Click the link below to find a Ford dealer near you and stay with us for all your Mustang news. The lady driving in the video below is Molly McQueen, her Grandfather would be proud

By Edward Jones – June 07, 2017

Watch Jack Roush Take Delivery of His New Ford GT

Jack Roush has been around Ford vehicles for decades, turning vehicles like the Mustang and F-150 into more extreme and competitive version of themselves. In fact, we've had a Roush Performance Stage 3 Mustang at our headquarters for some time, and I can easily say it's the most fun I've ever had in a Mustang, let alone a "pony car."That being said, Jack Roush was undoubtedly a shoe-in when it came to being approved for a new Ford GT. While he has surely waited some time for his new American supercar, he finally took delivery of it on June 1. Jack Roush's example of the Ford GT is #15, and is finished in what looks like Liquid Grey with Ingot Silver stripes going down the center.Could Roush Performance take the new Ford GT and turn it into an even more powerful car? We'll just have to wait and see. 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. If Roush took some tuning these numbers, we could possibly see the GT turn into a true hypercar.https://www.facebook.com/ROUSHperformance/videos/10155306014499795/

By Edward Jones – October 26, 2016

900 hp Mustang Pulls Off "Forever Drift" on Formula 1 Track

Apparently, people been racing across the Formula 1 Circuit de Barcelona-Catalunya in a straight line, prompting Vaughn Gittin Jr. to take a more sideways approach to the track.(Sports Cars For Sale)Ford Performance recently uploaded a video of Vaughn Gittin Jr. taking his Monster Energy Nitto Tire Ford Mustang RTR Spec 5-D (that's a mouthful) around the corners in a smokier fashion than the track is used to. Laying down all of the car's power, he drifted all 1,600 feet of Turn 3 and then went on to drift for 3,200 more feet in order to connect Turn 3 with the exit of Turn 4.Normally, we see this type of drifting in video games like Forza Horizon 3 or Gran Turismo, but when it comes to Vaughn Gittin Jr., no drift is ever big enough.All Mustang For Sale

By Nicole Slaughter-Graham – August 22, 2016

2017 Ford GT Heritage Edition Revs to Life

The new Ford GT is one of the most anticipated vehicles for the 2017 year, and the Heritage Edition is really something special. Paying homage to the iconic 1966 Ford GT, the Heritage Edition is a sight to see and features a Shadow Black exterior with matching Ebony leather interior. The 2017 Heritage Edition brings the 1966 Le Mans victory back to life.In the video below, catch a first glimpse at the menacing Heritage Edition in action revving away. The sound is the low, powerful rumble we expected from the Ford GT. It's definitely music to the ears. Check it out below and let us know what you think!View All Ford GT For Sale

By Nicole Slaughter-Graham – July 13, 2016

How the Ford GT Was Tested in the Wind Tunnel

Superior aerodynamics and design aren't something that just come along as a fluke or a happy accident. An automotive maker needs some of the best designers and engineers around. Designs are tested, modified and retested to ensure the best performance. When it comes to the new Ford GT, development is of greatest importance and no expense is being spared in making sure the latest installment of the supercar is the best version possible.(Also Read This - 2017 Ford GT: Everything from Colors to Materials Represents You)According to a company press release, "the Ford GT is a study in functional design and active airflow management," thanks to a plethora of technologies and testing, including wind tunnel testing. Using Wind Tunnel B, located in Allen Park, Michigan, Nick Terzes, Ford's engineering supervisor, accompanies a Ford GT prototype for aerodynamics testing. “The prime reason we come to the tunnel is to get the actual physical data on the vehicle,” Terzes explained in the press release. “We’ll look at interior wind-noise acoustics, and the aerodynamics of the vehicle.”This testing will provide insight and information to the engineering team at Ford so when the Ford GT comes out, they'll know they've put their best work forward. Check out the video below to see the wind tunnel testing in action.View Ford GTs For Sale

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