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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 – June 20, 2018

Loud Dyno Tests of Hennessey HPE800 Mustang

If you happen to be traveling west of Houston on Interstate 10, don't challenge anyone to a race. That's because John Hennessey and his talented team rule the road. Their latest achievement is a comprehensive upgrade package for 2018 & 2019 Ford Mustang GT called the HPE800.The latest version of Ford's 5.0 liter V8 arrives with 460 horsepower and 420 lb-ft of torque. But the GT comes fully loaded, with a dry weight of 3,700 lbs. If you don't want to get smoked by a Fox Body or an SN95, Hennessey has your prescription. It starts with a heaping helping of boost. A 3.0-liter supercharger of their own design is paired with larger fuel injectors and a new pump.For what it's worth, the stock exhaust system flows well, so it is left alone to keep state inspectors happy. A full stainless system is available as an option. Each car is dyno tuned and road tested at their adjacent Lonestar motorsports park. This ensures your car will arrive with a perfect air/fuel ratio and ignition timing. It all adds up to 808 horsepower at the crank. It is offered on manual or automatic cars, and comes with a 3 year/36,000 mile limited warranty. Turn up the volume, because this supercharged symphony is a true delight. Click the link below for more details, and stay with us for all your HPE updates.Learn More

By Andrew Nabors – June 04, 2018

Hennessey Performance Goes 0-180 mph in Ford GT

We should all be lucky enough to have our own motorsports part. Located next to Hennessey Performance is Lonestar track & drag strip. Our friend John received his 2018 Ford GT a few weeks ago, and we've been wondering what's in store for this fast Ford. If you think it would be sacrilege to modify such a rare car, you must consider the outcome. He let me drive his 2005 Ford GT which was loaded with the HPE 1200 twin turbo kit. I was never a Ford Fan until then.Watch Hennessey Take Delivery of His New Ford GTIf you can double a car's output without sacrificing drivability, then go for it. Much like the land speed record Venom GT, some cars are meant to push performance into uncharted territory. With an HD camera aimed at the instrument panel, this YouTube upload shows us that the latest Ford GT reaches 180 in 6th-gear, then 7th is for high-speed cruising. Sure it can go faster, Ford claims a top speed of 216 mph. However, the straightaway at Lonestar needs to be a little longer to get there. The gear ratios appear to be perfectly spaced to keep the turbos spinning, and it looks like boost is progressive, topping out at 26 lbs. The 3.5 liter V6 is rated at 647 horsepower and 550 lb-ft of torque, but is it capable of more? Turn up your audio, and tell us what you think in the comments below!Find Your Ford GT For Sale!View the 2018 Ford GT Price, Specs & Horsepower

By Andrew Nabors – March 28, 2018

Watch Hennessey Take Delivery of His New Ford GT

Not just anyone can purchase a 2018 Ford GT. The process involves submitting a request to Dearborn in hopes they will choose you as a good ambassador for the Blue Oval brand. Since it takes considerable time to build the carbon fiber supercar, deliveries have been spread out over the past few months.Hennessey Twin Turbo Audi R8 V10 Test DriveThe latest delivery happened to be in Sealy, Texas, at the headquarters of Hennessey Performance Engineering. Our friend John Hennessey ordered a Heritage Edition, which arrives in the same colors as the LeMans winning GT40 of the late 60's. A new Ford GT comes with a host of accessories ranging from a steering wheel cover to an indoor car cover embroidered with the VIN.Price & Specs for the New For GTOne stipulation is that Ford gets first right of refusal should he choose to sell it. Other celebrities have found loopholes around this, but we think he won't have a hard time finding a buyer once he is done under the hood. Who knows, he might leave it stock as a reward for building an empire. Tell us if you think it should be preserved, or if you think the heads and turbos are already off the block in the comments below. Stay with us for all your Hennessey updates.Browse Ford GT For Sale

By Edward Jones – February 26, 2018

Hennessey Has their Ford GT Heritage Edition Delivered

Hennessey Performance has just had their brand-new 2018 Ford GT delivered, and it sure is a looker. Thier new American supercar joins the company's previous generation Ford GT.The red example of the Ford GT that Hennessey ordered comes in the Heritage Edition livery. This livery harks back to the historic 1967 Le Mans winner that was driven by Dan Gurney and A.J. Foyt. Ford GT: 10 Facts You Need To KnowThe livery consists of a glossy Race Red finish with white stripes and, of course, the carbon fiber package. On the side and on the hood in the Frozen White circle is the No.1 graphics. The exterior also features the 20-inch one-piece forged aluminum wheels in silver satin clearcoat with contrasting black lug nuts. How to Sell My Ferrari

By Andrew Nabors – May 15, 2017

Hennessey Velociraptor: By The Numbers

Hennessey has just taken the Ford F-150 Raptor to a whole new level! Adding new axles, additional wheels and a whole lot more have resulted in an American monster known as the Hennessey VelociRaptor 6x6. “Our VelociRaptor 6X6 is pure aggression on wheels – all six of them”, said Hennessey. “The new 2017 Raptor is going to be one of the best all-around trucks ever built. We are excited to help take it to the next level both in terms of performance and exclusivity.” It takes Hennessey Performance quite a bit of expertise, time and parts in order to make this conversion possible—this isn’t your average conversion. The full list of upgrades that have been made to the F-150 in order to turn it into the VelociRaptor 6°—6 include 6°—6 locking rear axles, Fox suspension, 20-inch wheels, off-road tires, custom bumpers, rollbar and LED Lights. All of these upgrades are installed by Hennessey Performance’s trained professionals at their Sealy, Texas facility where they also create a variety of other road-going monsters, like their upcoming Venom F5 supercar. When its ready for production, it will be featured among the world's most exclusive supercars for sale.One addition that can be made on the customer’s own accord is the VelociRaptor 600 twin-turbo upgrade, which will take the truck’s power over 600 hp. Let’s be honest, if you’re going to add two more wheels to your truck, you might as well add some more power as well. This upgrade also adds stainless steel exhaust, upgraded intercooler and plumbing, and a retuned ECU. Additional options available to owners include Brembo brakes, wheels, tires, LED lighting, interior options, electronic upgrades and armoring. Yes, you can seriously armor your 6°—6 Raptor. As far as pricing goes, Hennessey will turn a 2017 Ford F-150 Raptor into a VelociRaptor 6°—6 for $295,000 (that price includes the base model Raptor 4-door truck). For the twin-turbo VelociRaptor 600 upgraded, that’ll cost an additional $22,500. That being said, this is the best price you’ll see for a six-wheeled truck of this magnitude. If you’re interested, the truck can be ordered through Hennessey Performance or through select Hennessey/Ford dealers.

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