McLaren News

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 – September 17, 2018

Bruno Senna Configures his 2019 McLaren 600LT

A configurator is a great tool for dealers and customers alike. When McLaren uploaded the 600LT into their system, it gave the world a glimpse of the nearly endless customizations. To show off the power of this software, they allowed Bruno Senna and Chief Test Driver Kenny Brack built their versions of the latest model. Before you see their examples, take a look at ours in the link below.How To Configure Your McLaren 600LTSpending his days validating each model, Mr. Brack decided on bright Sicilian Yellow with a carbon black Alcantara interior. Of course, he needs the 6-point racing harness. It is the main component of the MSO Clubsport Pro Pack. Aimed at racers, it includes glossy carbon fiber for the roof, fender vents, and all optional carbon accessories. For a truly lightweight ride, the no-cost options of Sirius Radio, navigation, and Air Con were omitted.Kenny Brack's 600LT Brand Ambassador Bruno Senna chose Burton Blue, a special-order paint from MSO. He also opted for the Clubsport Pack with full Alcantara. Orange accents on the headrests and seat belts. For a street-friendly build, it culminated in Air Conditioning and the Bower & Wilkins audio. The press release concluded with a mention that the 600LT will be a limited run. Starting in October, they will only be assembled between primary production of the Senna, Senna GTR, and the new Speedtail. Tell us how you would build your 600LT in the comments below and stay with us for all your McLaren news.Browse McLarens For Sale Bruno's 600LT

By Andrew Nabors – July 13, 2018

How To Configure Your McLaren 600LT

Configurators are the best computer software since the Oregon Trail. You chart your own course, and you are rewarded at the end. Around here, each one of us likes to build their ideal car and this time it was my turn. Staying true to our corporate colors, it was time to see just how attractive McLaren's new 600LT can be.Starting with a body of Vermillion Red, the stock silver 5-spoke wheels had to go. I chose 10-spoke forged rollers in a 2-tone black and machined finish. Then it was an easy choice between the "normal" Pirelli P-Zero, or their new P-Zero Trofeo R. The new design was created exclusively for the 600LT. It has a softer sidewall and stronger steel belts that are tuned to the car's suspension.Next, it was time for carbon fiber wonderland. The ultimate package is level 3. It includes the mirrors,. rocker panels, front and rear bumpers, spoilers, fender vents and the giant rear diffuser.Composites are addicting, so we splurged a few thousand dollars more for the roof, engine cover, and fixed rear spoiler. The exhaust tips are anodized black for a nice contrast against the flames it will spew under wide-open throttle.All McLaren cars are built as convertibles before the roof is added. The interior configurator page looks to be a wild roadster version that would look incredible, but it is only used to mock up our choices. I may be getting old, but microfiber is just another name for cloth interior. I am not a vegetarian, so I prefer my cars to have all-natural hides. Microfiber doesn't age well and I would prefer to be held in place by bolsters instead of fabric. I went without the extra carbon interior pieces because of gloss interior parts create a disco effect at night. Any way you choose to spec your 600LT, it will be capable of blistering performance. So stay with us for all your McLaren updates.Find Your McLaren Here

By Andrew Nabors – June 28, 2018

McLaren Unveils the 600LT: Faster and Lighter

The wait is over, and the weight is under. McLaren's new Long Tail is the lightest sports series to-date. After declaring war on obesity the 600LT is 211 lbs lighter than the DIN weight of the 570S Coupe. Inspired by the F1 GTR Longtail and the 675LT, the longer rear bodywork helps to control the low-pressure area that forms behind all cars.Deadmau5 is Getting a McLaren SennaAlmost 23% of the parts are new compared to the 570S. The engine has been dialed up to 592 hp and 457 lb-ft of torque, but everyone knows those numbers are very conservative. A confidential source tells us they flog their engines in the worst conditions possible to simulate hot laps and endurance racing, then they are strapped to the dyno for a real-world test. Top-exit exhaust saves weight by simply aiming the catalytic converters at the sky. McLaren Special Operations has optional vented fenders and a unique roof panel. All of their optional featherweight panels offer a dry weight of 2,749 lbs. Incredible considering it still has all the creature comforts of a daily driver. Sure the interior is a bit spartan, but just like General Kalashnikov said: "All that is complex is useless". So this Alcantara and carbon fiber interior is the AK47 of supercars. The press release from McLaren says it will be a limited run, and US pricing will be confirmed at a later date. So stay with us for all your McLaren updates and check out these great deals on the 570S.Find Your McLaren 570S Here!

By Nicole Slaughter-Graham – February 02, 2016

Inside McLaren's P1 GTR Workshop

Can you imagine being a part of the team of people whose sole responsibility is looking after the McLaren P1 GTR? Not too far from the McLaren Special Operations (MSO) in Woking, England, an exclusive, hand-selected team has the opportunity to do just that. At the McLaren P1 GTR Workshop, this team of engineers and technicians are tasked with the responsibility of looking after 12 McLaren P1 GTRs. According to McLaren,Here, hand-picked technicians and engineers ready each car for bespoke events at world-class race circuits, to which McLaren also ships over 80 tonnes of support equipment, from telemetry systems to Pirelli tyres.The McLaren P1 GTR Workshop is a benefit of the McLaren P1 GTR Driver Programme in which owners of the track-only supercar are able to immerse themselves in the McLaren world rather than just own and drive the P1 GTR. Those in the programme have direct access to McLaren's Design Director, Frank Stephenson, who can help them with the design of their P1 GTR's livery. They also have access to the best resources in the racing industry-- everything from a personal trainer to driver coaches and mechanics. Here's a little more on the programme from McLaren:...each customer is fitted for a unique carbon fibre seat, and measured for a tailor-made race suit and helmet. They spend time with their personal fitness trainer too, and together with their driver coach, undergo simulator sessions at the McLaren Technology Centre (MTC) in Woking to ensure they get the most from their car.McLaren's aim with the programme is to ensure that each customer of the P1 GTR is both physically and mentally ready for the track events they participate in. As for the McLaren P1 GTR Workshop? Well, who wouldn't want their own personal team readying their car for the track?How would you use the McLaren P1 GTR Driver Programme to help you get track ready? Let us know in the comments below.McLaren P1s For Sale

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