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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

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By Tyler Rampersaud – November 14, 2022

This 2021 Koenigsegg Regera For Sale Is A 28-Mile Megacar

Here’s the chance to own a performance revolution. Koenigsegg has always been known to push boundaries in the automotive world. With unique style, unorthodox engineering, and performance that is ahead of its time and talked about for years, Koenigsegg cars have enjoyed a place in the spotlight as some of the greatest hypercars, and as Koenigsegg calls them, megacars the automotive industry has seen yet. The iconic Regera is one of them, and it’s known for helping rewrite the rulebook of performance in an especially big way. Featuring a V8 engine and 3 electric motors, the 1,500-horsepower machine rockets to incredible speeds in a way that’s hard to wrap your head around: with direct drive. The Koenigsegg Direct Drive system was introduced with this car, and to this day it still blows minds and gives the Regera a driving experience that no other car has. MUST READ: Koenigsegg Reveals The New CC850 Celebrating 20 Years Since The CC8S This one is finished in an unmistakable Koenigsegg fashion, with a body of exposed carbon fiber in the brand’s well-known shade of gray. It also features black and red accents throughout for a handsome and elegant classic racing-inspired look, and the Regera’s iconic yet unusual 3-spoke wheels, which are also in carbon fiber. The interior is equally handsome, with black and white upholstery complemented by red stitching details throughout. This car is beautiful, powerful, and innovative beyond measure, and it’s available for sale from Wires Only in Los Angeles, California through duPont REGISTRY. Click below to view the listing for this unfathomable vehicle with just 28 miles. View Listing

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By Tyler Rampersaud – August 19, 2022

Koenigsegg Reveals The New CC850 Celebrating 20 Years Sin...

One of the world’s most important names in high performance announced something big. Koenigsegg is a relatively young automotive brand, and in just 20 years, it’s become one of the most notorious (and difficult to pronounce) names when it comes to high automotive speed, power, and innovation. On its 20th Anniversary year, Koenigsegg proudly announced a new version of its very first production car, the CC8S, which was first delivered in 2022. The new version is called the CC850, and it recaptures the charm of the very first Koenigsegg. MUST READ: Koenigsegg Announces A Partnership And Investment In Solar Car Brand Lightyear The CC8S was an incredible achievement, as it represented the result of 8 years of work, prototypes, and trial and error, and what resulted at the time was the 655-horsepower CC8S, which was then the world’s most powerful production car. While the CC850 has futuristic new touches, the design of the CC8S is changed very little, especially because of the fact that the original design was already so modern and ahead of its time. The number 50 also celebrates founder Christian von Koenigsegg’s 50th birthday and the fact that just 50 of these very special cars will be made. The CC8S still features incredible innovation to this day, but with Koenigsegg’s signature envelope-pushing ability, the CC850 is even more so, with a fully-robotized body, more active aerodynamics, and an interior that references the original car’s provocative design and brings it to 2022. However, there is still a classic charm in the Koenigsegg CC850, and that is present in one of the most important ways possible: a gated manual transmission. Koenigsegg achieved the difficult feat of combining manual operation with its Lightspeed transmission to create “TWMPAFMPC” or The World’s Most Powerful And Fastest Manual Production Car. The transmission itself has 9 gears, but the manual allows you to shift through six speeds, meaning an incredible amount of configuration for road and track preferences. The transmission even allows you to switch to an automatic mode for more comfortable driving, and when you want, you can use your left foot and right hand to do it old-school. The CC850 has 1385 horsepower running on more environmentally-friendly E85 fuel, and while that immense number is less than some of the most incredible Koenigseggs, it is naturally aspirated so the manual transmission isn’t made more difficult to operate with turbo lag. Even after only 20 years, Koenigsegg has rich roots to return to, and doing so made for an epic (old) new car. View All Koenigseggs For Sale Source: YouTube/Koenigsegg

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