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

By Andrew Nabors – January 22, 2019

Jay Leno Drives a 1993 Bugatti EB110

Last year we undertook the arduous task of identifying every car in Jay Leno's collection. The cars are just the tip of the iceberg, as Mr. Leno also has an impressive collection of motorcycles, dealer signs, and rare engines. Because he owns a pristine V12, he decided to see how it performs on the street. So sit back and watch Jay Leno drive a 1993 Bugatti EB110. The 90's was a time of unbridled optimism for supercars. Inspired by the Ferrari F40 and the JagXJ220, an Italian entrepreneur decided to resurrect Bugatti. Romano Artioli's purchase of the Bugatti trademark was praised by Ferruccio Lamborghini, so naturally, he hired Marcello Gandini to design a modern Bugatti. Designer Spotlight: Marcello Gandini Unveiled in September of 1991, the EB110 was named to celebrate Ettore Bugatti's 110th birthday. It is powered by a quad-turbo 3.5L V12. It used individual throttle bodies to make 592 horsepower and 470 lb-ft of torque. This is sent to all wheels by a six-speed manual transmission. The owner of the company also decided to buy Lotus from GM, but he bit off more than he could chew. Only 139 examples of the car were built before the cash ran out. Volkswagen bought the defunct company and began work on the Veyron in 1998. We'll cover this story in-depth at a later date, so click the link below to find a quad-turbo beast for yourself and stay with us for all your updates from Jay Leno's Garage. View All Bugatti For Sale Related: The Story of 2 Wild Bugatti EB110 Race Cars Is the Bugatti EB110 GT Faster Than the Chiron?

By Andrew Nabors – January 29, 2018

Jay Leno Drives The Oldest Running Bugatti

Most of us would love to arrive in the latest Bugatti Chiron, but some enthusiasts are happy in a pre-owned model. Taking that notion to the extreme, Jay Leno came across a 1913 Bugatti Type 22 at the local Cars & Coffee show. Sports Cars For Sale It takes a dedicated owner to keep such an antique on the road. It is probably worth a small fortune, and it even sports most of the original running gear. Ettore Bugatti was a genius and an artist in every sense. One of the first overhead cam engines had a cam-driven oil pump and lightweight valvetrain that could rev to 5,000. This was unheard of until decades later, as most cars would detonate at 2,000 rpm. Bugatti is a French company, but before WWI, their headquarters in Molsheim was part of the German Empire. What once was old is new again, as Bugatti has been owned by VW since '98. Bugatti Chiron: 10 Facts You Need To Know Driving a car like this can be just as distracting as modern vehicles because the driver must constantly adjust the carburetor, ignition advance, and fuel pump priming while also double-clutching the transmission and staying a mile behind the car in front of you. In a testament to the rugged design, only a few thousands of an inch were needed to bring the motor back to new condition. It makes us wonder what cars from today will be around in 105 years. Tell us the oldest car you have driven in the comments below and stay with us for all your updates from Jay Leno's Garage. Browse Bugatti For Sale

By Andrew Nabors – January 09, 2018

Jay Leno Drives Firebird III Concept Car

Jet engines were all the rage back in the 50's. The same technology that revolutionized air travel could also power a car, so GM built a series of space-age concepts for their Motorama shows. We had a chance to experience the first Firebirds a few years ago at the Amelia Island Concours d'Elegance, and it was jaw-dropping to see them in person.Built as a statement to the world, Harley Earl and his team built a car around a jet engine for Firebird 1. It is as loud as a 747 and it sets fire to everything behind it. This isn't exactly practical, so Firebird II improved the formula which resulted in Firebird III. Jet turbines make incredible power and they offer years of smooth running. The final Firebird has a double-bubble cockpit with a central joystick for control. It would be amazing until you realized it has no air conditioner!The Sultan of Brunei's 5,000 Car CollectionThe one main problem that kept them from mass production is thirst. They will burn any type of fuel oil or gas- in large quantities. Not that gas was expensive back then, but the tank would have to be enormous for daily driving. Instead of a 5,000 rpm redline, turbines can see 50,000 rpm without a sweat. This requires one heck of a transmission to send power to the tires, and the technology just wasn't available. A turbine electric generator would make for a screaming exotic car for sale, so maybe GM is foreshadowing something wild...They rarely allow these cars outside, so thanks to Jay Leno's Garage for this blast from the past.

By Andrew Nabors – December 18, 2017

Jay Leno Drives a 1965 Bizzarrini 5300 GT Strada

Aside from his own vast collection, Jay Leno has the opportunity to drive some of the rarest cars ever built. In a YouTube video uploaded this morning, we are treated to a snapshot of Italian racing history. In 1961, Ferrari's racing team found themselves at odds with their leader. A petition was signed and sent to Enzo. His response was to fire everyone who signed it.Top 10 Fastest Quarter Mile TimesThe fallout of the "Palace Revolt" allowed the industry's most capable drivers and engineers to make names for themselves. Giotto Bizzarrini was a racing genius. Not only did he design Lamborghini's first V12, he heavily influenced the Iso Rivolta and the Grifo. His own masterpiece was the 5300 GT, which topped 190 mph on a consistent basis. Not only was he a pioneer in aerodynamics, he chose an engine that was proven on the world's toughest tracks.The 5300 GT along with both ISO models are powered by Chevrolet. Using a solid lifter version of the 327 small block, the mechanical fuel injection allowed it to make 400 horsepower. Unfortunately, his company lacked the cash to homologate the car, so it was forced to run as a prototype instead of the GT class. Nevertheless, his cars were feared on the track and street which makes them bring big numbers on the auction block. Stay with us for more timeless classics and uploads from Jay Leno's Garage.Browse Sports Cars For Sale

By Andrew Nabors – May 01, 2017

BMW 2002 on Jay Leno's Garage

If you had to pick one car from BMW's history, most every gearhead will choose the 2002. It combines great visibility comfort for four adults, classy looks, and a light chassis. With tons of grip and the right proportions, they are coveted among track enthusiasts as the perfect dual-purpose daily driver. Unfortunately, they were built as an economy car and were delivered without galvanized body panels or much corrosion protection. That is why many great examples were led to the crusher, as the unibody was hard to repair. As the spiritual ancestor of all modern M Performance models, BMW has embraced their heritage with a few 2002 Hommage concept cars. Also Check Out: Big Dog Garage - Lenos' Collection Since you rarely see them anymore, Jay Leno invited one of his fans to the latest episode of Jay Leno's Garage. Of all the attributes found in the classic BMW, horsepower was not in abundance. Being aimed at thrifty drivers, the base model 1.6 liter made 84 horsepower and 96 lb-ft of torque. Many owners have solved this with the addition of performance parts, but the best cure is an engine swap. Before you go screaming for LS power, know that BMW owners are a loyal group. As such, this example is powered by a 2.5 liter four from an E30 series M3. Making close to double the original power without much of a weight penalty is a wonderful achievement. An M2 badge on the trunk lid is a proper finishing touch. Tell us what you think of this build in the comments below and stay with us for more updates from Jay Leno's Garage.

By Andrew Nabors – July 15, 2016

Go Inside the Aston-Martin DB11 With Jay Leno

If you missed the back-to-back new episodes of Jay Leno's Garage, they were the best primetime episodes yet. He took us to Willow Springs Raceway with Aston-Martin's new DB11 supercar. To showcase the capabilities of their latest coupe, he was chased by none other than Ben Collins (the original Stig from Top Gear). We never thought they would add twin turbos to their legendary V12, but the combination is outrageous. DB11 offers 600 hp and 516 lb-ft of torque to an eight-speed automatic transmission. Power of this magnitude is approaching the limit of what rear wheel drive is able to put to the ground, so the suspension and chassis are all new.(Related Read - Aston Martin and Red Bull AM-RB 001 Hypercar Revealed: Price, Specs and Pics)To put those numbers into perspective, The Stig was given a 2017 V12 Vantage S to see which car was faster on the track. Obviously, the Vantage is no slouch, so until we get our hands on a DB11 check out the listings from our dealers below. Stay with us for more updates from Jay Leno's Garage.Aston Martin DB11 For Sale

By Andrew Nabors – April 18, 2016

Restoration Blog: Jay Leno's Latest Projects

Our favorite denim enthusiast is hard at work, restoring multiple classics simultaneously. Jay Leno and his team find the rarest and most desirable lost classics and bring them back to life.In a YouTube video uploaded this morning, Jay highlights some of the finer points of his ongoing builds. First up is a rare 1953 Cunningham, which was found with its original 331 Hemi V8. A new Tremec manual transmission and modern cockpit insulation will breath new life into this English coupe.Another stunning example of his attention to detail is the 1971 Porsche 911 T. Since the car was stored underground in Beverly Hills, it has zero rust and sports original paint.The Complete Car Collection of Jay LenoWith a quick glimpse of his other projects, its is easy to see that he has many irons in the proverbial fire. This is one of the longer updates, so grab a snack and prepare for automotive overload. Stay tuned to Autofluence for more updates from Jay Leno's garage.

Jay Leno's Garage

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