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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 – October 31, 2023

New Ford Mustang Supercharger Kit Delivers 800+ Horsepower

Ford Performance Parts rolls out its new supercharger kit for the 2024 Mustang, boasting at least 800 horsepower. For years, Mustang owners have been clamoring for more power, and it looks like Ford Performance Parts is answering the call in a spectacular fashion. This is not just any upgrade; we're talking about a supercharger kit that can push your Mustang to generate at least a jaw-dropping 800 horsepower. With this kind of power, you're not just cruising; you're dominating the road. Michael Goodwin, the product manager at Ford announced, "With at least 800 horsepower, this Ford Performance option takes the already-powerful Ford Mustang GT to an extreme level that should satisfy even the most demanding driver." This beast of a package is designed for seventh-generation Ford Mustang models with the 5.0-liter V8 engine. In even better news, Ford is also planning a Dark Horse-specific supercharger kit to hit the market soon. The kit comes with a 3.0-liter 6th generation Whipple twin-screw supercharger. But Ford didn't stop there. The package includes patented dual air pass, dual water pass, and dual intercooler technology, along with an oversized heat exchanger and high-flow intercooler pump. To ensure the fuel supply can keep up with this Herculean performance, high flow, dual-beam fuel injectors and billet high-flow fuel rails have been added to the mix. The kit also features an integrated intercooled air-bypass system, a 92mm throttle body, a 120mm dual air intake system, and dual high-flow filters. If you want to get into the nitty-gritty, Ford's even thrown in a Tomahawk V2 flash tool with data-logging capacity. And yes, the supercharger kit is compatible with both automatic and manual transmission-equipped Mustang GT models. Ford is so confident about the durability and performance of this supercharger kit that they're backing it up with a 3-year, 36,000-mile warranty. In addition, it's CARB compliant when installed by a dealer or ASE-certified technician. The kit will debut at this year’s SEMA show and will be available starting in 2024. So, if you're a Mustang aficionado looking to take your ride to the next level, Ford has the answer. With this supercharger kit, not only do you get raw power, but you also get an ensemble of carefully designed features to make sure that power is as efficient as it is electrifying. View All Ford Mustangs For Sale

By Jordan Aquistapace – September 15, 2023

Ford Offers New Track Experiences And Perks For All New 2...

For the first time, Mustang EcoBoost and GT owners can participate in Mustang brand immersive driving experiences. The iconic Ford Mustang has remained a symbol of American muscle and a fan favorite after nearly 60 years, dialing up the experience for its 2024 owners. Ford is pleased to announce new aftersales programs for owners of the newest generation Mustang, no matter the trim level. From exclusive on-track driving courses to an expansive digital community, Ford is adding layers to the Mustang lifestyle that are hard to resist. Leading the pack is the Mustang Dark Horse Track Attack at Charlotte Motor Speedway. Designed for owners of the Mustang Dark Horse, a 5.0-liter V8 street-legal powerhouse, this event offers personalized learning experiences in autocross and on the skid pad with a trained instructor. The ticket to this adrenaline-fueled day comes included with the purchase of the Dark Horse model, excluding transportation and lodging. The event kicks off with a reception at the CMS Champion's Club, followed by a day of instruction and hot laps around the Charlotte Roval track. But Ford isn't just catering to the speed demons. A new destination driving event at the Ford Performance Racing School will extend similar track day experiences to Mustang EcoBoost and GT owners. This inclusive program is designed as a choose-your-own-adventure experience, featuring drift instruction, line-lock burnout classes, and more. To top it off, Ford is launching a new digital portal, a hub for Mustang enthusiasts to learn, engage, and connect. A series of 10 cross-country events will hit major U.S. markets, giving fans an in-person opportunity to network and revel in their shared passion for Mustang. With these new programs, Ford is growing the Mustang world, offering a robust mix of in-person and online experiences that cater to the interests of Mustang owners. View all Ford Mustangs currently for sale on duPont REGISTRY by clicking the link below. View All Ford Mustang For Sale Source: Ford

By Tyler Rampersaud – September 14, 2023

The Ford Mustang GTD Uses Aerodynamics Illegal For GT3 Ra...

Ford is counting on its drag reduction system to target a sub-7-minute Nürburgring time. The Ford Mustang has long been synonymous with American muscle cars, a status symbol of both speed and power. However, the latest iteration, the Mustang GTD, is rewriting the rules of the road and the racetrack alike with groundbreaking aerodynamic features. The car is equipped with active aerodynamic components that are unlike any found on a Ford vehicle before. And if that's not impressive enough, these features are even considered illegal in GT3-class race cars. The Mustang GTD is not just another high-performance Mustang; it's an engineering marvel designed to balance the tradeoffs between aerodynamics for speed and downforce for traction, with its sights set on track domination.. Central to the Mustang GTD's aerodynamic prowess is its state-of-the-art Drag Reduction System (DRS). The DRS utilizes a hydraulic system to alter the angle of the rear wing and to engage flaps under the car's front. The aim? To find the perfect equilibrium between airflow for speed and downforce for grip, under varying performance conditions. As the chief program engineer for Mustang GTD, Greg Goodall, puts it, "Every surface, body opening, and vent on and under Mustang GTD’s body is functional." The design team has thought of everything from air directed for cooling to achieving optimal downforce and aerodynamics. The benefits of the DRS are most evident when the Mustang GTD faces sharp turns. When grip becomes a higher priority than speed, the DRS adjusts to generate additional downforce on the vehicle's rear, helping the GTD go faster through turns without sacrificing traction. The front underbody is equally impressive; its keel-like shape helps manage airflow, contributing to front-end stability during sharp turns. According to Goodall, this level of active airflow management is not even allowed in racing due to strict regulations, highlighting how revolutionary this technology really is. But what about daily driving, you ask? Well, the Mustang GTD has got that covered too. Its adaptable body height ensures the vehicle clears everyday obstacles like speed bumps. When it's time to hit the track, the suspension can lower the body by 40 mm to further enhance aerodynamic efficiency. Ford's engineering team isn't stopping there. They continue to fine-tune the Mustang GTD's aerodynamics through thousands of hours spent on virtual airflow simulations and real-world tests on demanding road courses from Road Atlanta to Spa in Belgium. In Goodall's words, "Our Le Mans drivers would love to have the technology Mustang GTD has for the track and street." Ford’s Mustang GTD is setting a new standard in automotive aerodynamics. With its unmatched Drag Reduction System and a keen focus on both speed and traction, this car is primed to take on the world's most prestigious supercars. The Nürburgring is the next target for Ford, and the Mustang GTD is coming for the prestigious sub-7-minute time. View All Ford Mustangs For Sale Image Source: Ford