Jay Leno's Garage

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

Two men stand beside a green Ferrari SP3 Daytona with gold accents in a garage filled with vintage car posters and classics, revealing just why Jay Leno is smitten by David Lee's stunning Ferrari masterpiece.

By Khris Bharath – June 09, 2025

Jay Leno Smitten By David Lee's Daytona SP3: One Thing He...

On the latest episode of Jay Leno’s Garage, the former talk show host, lifelong gearhead and car collector, takes viewers on an in-depth tour of one of LA-based Ferrari collector David Lee’s latest acquisitions, a Daytona SP3. Delivered on Lee’s birthday in October last year, this particular example, with a green exposed carbon fiber finish against matte gold rims, takes a new direction for his collection. It steps away from the signature mustard (yellow) and ketchup (red) colors found on most of his 30 Ferraris, and is part of his growing new ‘Relish collection,’ which also includes a similarly spec’d green 812 Competizione. While Leno may have had a complicated history with Ferrari, that hasn’t stopped him from admiring and appreciating the Italian marque’s engineering prowess, especially when they harken back to the good old days of analog driving. This is something that the Daytona SP3, part of Ferrari’s Icona Series, which also includes the SP1 and SP2 Monzas, truly embodies. These three models are all about driving purity, and unsurprisingly, Jay was excited about taking a closer look at the Daytona SP3. This is so much more fun than electrification and turbochargers. This is what Ferrari is all about. No turbos. No hybrid motors. Just raw, visceral power - Jay Leno With only 599 examples slated for production, the SP3 was conceived for some of Ferrari’s most loyal customers and draws design cues from the ‘67 Ferrari 330 P4, Daytona winner. Built upon the underpinnings of a La Ferrari Aperta, the SP3 packs the same naturally-aspirated mid-mounted 6.5-liter V12 engine found in the 812 Superfast and puts out 829 horsepower. While Jay was smitten by the car’s exterior design and was particularly happy to find a V12 and rear-wheel drive setup in a modern Ferrari, one thing that he felt was missing and could have elevated the experience even further was a manual transmission. The SP3 Daytona packs a 7-speed dual-clutch transmission with paddle shifters. Much to Leno’s relief, Lee quickly pointed out that there are already rumors of an SP4 with possible inputs from seven-time F1 world champion and current Ferrari F1 grand prix driver, Lewis Hamilton. This car is supposedly the spiritual successor to the F40 and could potentially feature a manual gearbox. Get Jay Leno’s overall thoughts and driving impressions of David Lee's Ferrari Daytona SP3 in the video below. View All Ferraris For Sale " width="680"> Image Source: Jay Leno's Garage/YouTube

By Andrew Nabors – April 27, 2020

Jay Leno's Garage Update: April 2020

In addition to owning the world's most diverse car collection, the team at Jay Leno's "Big Dog Garage", are also responsible for Concours-quality restorations. You never know what you might see them working on, so these monthly updates are always insightful. Check Out Jay Leno's Car Collection With the ability to rebuild a Rolls-Royce Merlin engines, or pour Babbitt bearings into an antique, this one starts with long term builds along with his skilled craftspeople. The only place you will see someone go from a Ford GT to a six-cylinder Firebird, tell us your favorite restoration in the comments below. " width="680">

By Andrew Nabors – October 10, 2019

Jay Leno's Top 5 Fastest Cars

As the former leader of late-night TV, Jay Leno spent year amassing an incredible collection. Having driven every make & model, we suppose he keeps a list of his favorites. CNBC does a great job filming teasers for his program, so here are Jay Leno's Top 5 Fastest cars. I refuse to put them in order because it will start a heated discussion in the comments below. Nevertheless, here are the 5 cars with celebrity co-pilots: 2005 Mercedes-McLaren SLR with Tyler Hoover 2018 Dodge Demon with Dee Snider 2019 Corvette ZR1 with Chief Engineer Tadge Juechter 2020 Lamborghini Aventador S with Trevor Noah 2020 Koenigsegg Agera RS with Christian von Koenigsegg The color commentary from the celebrities adds practicality and hilarity to each ride, so tell us what you think of their comments below. We have examples of each model for sale, so click the link above to find one that is right for you, and stay with us for all your Jay Leno updates. Browse Jay Leno's Car Collection " width="680">

By Andrew Nabors – September 16, 2019

Jay Leno Drives "xXx" 1967 GTO Movie Car

Riding high on the success of the first "Fast & Furious" film, Vin Diesel took a chance to play the hero in the 2002 film XXX (Triple X). Playing the role of Xander Cage, his character's preferred ride is a gorgeous Pontiac. Because movie cars are usually crushed, several enthusiasts have started to save these stars of the Big Screen. That is why Jay Leno chose to drive the XXX 1967 GTO movie car. Find Your Pontiac GTO Here! What makes this car timeless is that the builders didn't start with a wreck or rusted junk. This was and is a real, numbers-matching 1967 Pontiac GTO. Unlike Chevrolet, Olds, & Buick, Pontiac made one V8 to fit all needs, and it was big. The GTO was created by Pontiac Chief Engineer John DeLorean. He wanted their most powerful engine in light & sporty midsize car. Jay Leno's Car Collection Having the original cowl tag allowed this car to escape the crusher, and the fact that it retains the flamethrower makes it a valuable part of film & Pontiac history. Tell us about your favorite Pontiac in the comments below and stay with us for more updates from Jay Leno's Garage. " width="680"> Related: Vin Diesel's "Fast" Friends Surprise Him With Muscle Car for Birthday Vin Diesel Stars in new Dodge Demon Ad

By Edward Jones – September 29, 2016

Jay Leno Drives the Koenigsegg One:1

Jay Leno has traveled to the Michelin Laurens Proving Grounds in South Carolina to meet both the Koenigsegg One:1 and Christian von Koenigsegg. In the facility's garage, Leno and Koenigsegg went over the finer details on the United State's only One:1. From the mechanics of the door to the engine itself, the megacar's creator talked about the car the same way a father would talk about their child.After the walkaround, Leno and Koenigsegg headed out in the car to see what it's made of. "It is like a go-kart isn't it," Leno said about the handling of the car. Eventually, the show host let the creator get behind the wheel so he could see what the car is really made of. If Leno's facial expression were any indication of how the drive was going, I'd say he had great time.Check the car out in the video below and see our inventory of Koenigseggs by clicking the button below.Koenigsegg For Sale

Jay Leno's Garage

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