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

Lotus News

Lotus news from duPont REGISTRY News, updated as each story breaks, covering the Emira, the electric Eletre and Emeya, and the Evija hypercar. Our reporting takes in reveals, first drives, design recognition and the company news that shapes the marque's direction. Lotus has changed a great deal in a short period, and we follow each decision as it is announced. This is sports car news with the market attached to it. Many of the Lotus models covered here are listed for sale on duPont REGISTRY, so a review and a real asking price appear together. For Lotus news today, and the performance car news around it, start below.

By Andrew Nabors – February 08, 2021

Lotus Exige & Elise Final Editions Unveiled

For over two decades these featherweights have fought for Queen & Country. With their sights set on electric performance, the Lotus Exige and Elise Final Editions have been announced. Combining everything they know about handling and weight reduction, the five unique models are Elise Sport 240 Elise Cup 250 Exige Sport 390 Exige Sport 420 Exige Cup 430 All cars have new wheels with the revival of classic liveries. An HD TFT screen replaces the instrument cluster, and Bilstein suspension has adjustable Eibach sway bars. Edelbrock superchargers push these cars to their limit, while other goodies include new steering wheels wrapped in Alcantara. All optional carbon fiber panels are standard, as are all the aerodynamic enhancements. Combined with the Evora models, Lotus will only build 55,000 cars this year. This is over 50% more than all street-legal cars delivered since 1948, so it is a fitting sendoff for their gas-powered lineup. That is why they are part of the Top 5 Celebrity Car Collections, so click the button to find yours. Browse Lotus For Sale Images (C) Lotus Cars

By Andrew Nabors – May 03, 2018

Lotus Launches 2019 Exige Sport 410

Just in time for the weekend, Lotus has pulled back the cover on a new Exige. The 2019 Exige Sport 410 takes inspiration from the Exige Cup 430 to build the ultimate daily driver. Founder Colin Chapman would be proud that his formula is still used: "First simplify, then add lightness".The engine, chassis, and suspension are shared with the Cup 430, but the Sport 410 is not a hardcore track car. A slight recalibration of the engine offers 410 horsepower and 310 lb-ft of torque. Sure these are adequate for any car until you notice it only weighs 2,323 lbs dry. The press release says it is the lightest V6-powered Exige ever, and our Exotic Car Buyer's Guide references that it is among the lightest cars we have ever written about.Lotus Group CEO Jean-Marc Gales said: “With every new Lotus we look to move the bar higher and apply technology and development ideas drawn from top-of-the-range models. Our agility as a company means that the lessons learned today can quickly be incorporated into the cars of tomorrow and the Exige Sport 410 is a perfect example of this. We have taken the Exige Cup 430, the ultimate track-centric Exige, and developed it into the perfect road orientated sports car, ensuring that we stay ahead of rivals when it comes to cars that deliver a truly engaging analogue driving experience.”While they won't go into detail as to where the weight was eliminated, a titanium exhaust saves 22 lbs. Air conditioning and entertainment systems are optional, but not an automatic transmission. The gorgeous exposed shifter of the close ratio 6-speed is all a true enthusiast needs. If you are curious about when the new Exige will arrive, click the link below and stay with us for all your Lotus updates.Browse Lotus Exige For Sale

By Andrew Nabors – December 11, 2015

Lotus Exige Loses Weight with the Sport 350

Shedding weight is no easy task, but Lotus has once again shocked the world with their latest Exige. The new 2016 Exige Sport 350 has lost 112 lbs, and measures in at only 2,480 lbs. With a supercharged 3.5-liter V6 behind the seats, 60 mph arrives in 3.7 seconds. Horsepower is rated at 345 and torque at 295 lb-ft. A six-speed manual is standard, with a paddle shifted automatic as optional equipment. The shifter of the manual transmission is now exposed, offering an interesting view of the inner workings. Using the Exige S as their baseline, the new car is 2.5 seconds faster around the Hethel test track. This was made possible through its light weight and its exterior styling that has been optimized to reach a top speed of 170mph. It's interior is offered with a classic Tartan trim pack. It offers red or yellow tartan trim for seats and door panels. Exige Sport 350 arrives wearing Pirelli P-Zero Corsa tires, but once they are toast we recommend a new set of R-compound slicks to dominate your local track. We don’t know how many they plan to import, but stay tuned to Autofluence as they become available. Exiges For Sale (Source: Group Lotus PLC)

By Caitlin Duffy – August 14, 2015

Lotus Exige 360 Cup Unveiled as a Limited Edition

After the success and popularity of the Exige V6 Cup, Lotus has decided to revisit and revise that formula in the form of the Exige 360 Cup. A limited-edition run of 50 cars, the Exige 360 Cup was introduced today in a press release from the British marque, becoming the fifth model in their Exige range. The power of the V6 Cup has been increased by an additional 10 horsepower for the 360 Cup, bringing the total power output up to 355 hp. The exterior has been redesigned with an aerodynamically optimized front splitter, rear diffuser and wing. These three features combined with a flat underside can create upwards of 92 pounds of downforce at 100 mph - an important addition, as 360 Cup's lightweight of just under 2,500 pounds requires a little extra help keeping it on the asphalt. “The V6 Cup was a favorite amongst many knowledgeable customers with its incredible track performance and distinctive design," said Jean-Marc Gales, CEO of Group Lotus plc, in the release. "I am excited about the introduction of the new 360 Cup which moves the game forward with striking new design features and performance upgrades that offer phenomenal ability on road and track.” (See Also: First Lotus Evora 400 Produced) Pricing for this limited edition Lotus, which is already available for purchase, starts at £62,995, or approximately $98,570*. Be sure to visit the closest Lotus dealer to learn about ordering options, or find another Lotus model from our exclusive listings at the button below. Lotus Listings For Sale Gallery (Source: Lotus) See More Lotus News

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