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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

McMurtry Automotive Reveals The Final Production Spec Of The $1.3M Spéirling PURE

By Tyler Rampersaud – July 02, 2026

McMurtry Spéirling Pure Production Spec Revealed

In 2022, McMurtry Automotive made a splash at the Goodwood Festival of Speed when a prototype of its Spéirling electric track-only hypercar broke the Goodwood Hillclimb record. After that, the Spéirling broke the Top Gear test track record in 2025, which was previously held by a 2004 Renault F1 car, and it also became the first car to ever drive upside down in 2025. Now, the final production version of the Spéirling PURE has been unveiled, and it’s a track-only, all-electric hypercar with some of the most impressive performance-focused engineering in the automotive world. It’s the result of a decade of research and development with thousands of miles of testing accumulated by the prototypes, and the production version features 95% new components compared to the prototypes. About the new production Spéirling, Thomas Yates, co-founder and managing director of McMurtry Automotive, said, “The Spéirling PURE marks the beginning of a new era in track driving with mind-bending performance to suit all levels of owner, from weekend enthusiasts to professional drivers. In production form, the car is significantly more usable, but no less outrageous. In terms of exhilaration, grip, acceleration, sound, aesthetics and technology, we offer something that no other manufacturer is able to.” <- Gallery -> Compared to the prototype, the production Spéirling PURE features an increased battery capacity of 100kWh, a standardized battery design, an increased wheelbase, a new carbon fiber monocoque, a swan neck-style wing, headlights, new fan blades for its Downforce-on-Demand system, a new hydraulic-assisted power steering system, and many more tweaks and improvements. The ownership of the new McMurtry Spéirling PURE is designed to be a “plug-and-play” experience. Track days and competitive events are a perfect venue for the Spéirling PURE, with little effort required to run the car, but a full factory support program is available as well. The new Spéirling PURE also boasts eligibility for Global Time Attack and European Time Attack Masters. During the order process, customers get the privilege of working with an in-house designer to create a truly bespoke car. At this year’s Goodwood Festival of Speed, a McMurtry Spéirling PURE will be on display, with its official public debut set for August at one of Monterey Car Week’s most prestigious events, The Quail, A Motorsports Gathering. With a 0-60 time of just 1.55 seconds, a top speed of 190 mph, 4,400 lbs of downforce from a standstill thanks to its Downforce-on-Demand, and 1,000 horsepower on tap, the Spéirling PURE is one of the most exciting new track-only hypercars yet, and it will carry a starting price of roughly $1.3 million, with deliveries set to begin later in 2026. View All Luxury & Exotic Cars For Sale Image Source: McMurtry Automotive

By Jordan Aquistapace – February 17, 2026

How McMurtry Automotive's Spéirling Achieves 1000HP

There’s a lot of eyes on electric hypercars right now, but the McMurtry Automotive Spéirling earns attention for a different reason: it’s small, track-focused, and brutally honest about how it makes its power. No massive cylinder counts or exaggerated numbers, just a compact single-seater that somehow produces 1,000 horsepower and uses it all. The secret isn’t just batteries. It’s motors. Very serious motors.Those motors come from Helix, a UK company that has quietly spent the last two decades perfecting high-performance EV solutions. For the Spéirling, Helix developed a totally bespoke system using two SPX242-94 electric motors mounted at the rear, directly paired with McMurtry’s custom gearbox. Together, they deliver a combined 1,000 horsepower, but the real story is how efficiently and consistently that power is produced.Each SPX242-94 motor weighs in at just 72 pounds yet delivers 368 lb-ft of torque. Instead of building a big, heavy EV and masking mass with brute force, McMurtry went the opposite direction: shrink everything, save weight everywhere, and rely on motors that punch far above their size. The result is an electric drivetrain that fits neatly inside a compact, single-seat chassis with hypercar performance.Of course, power is only useful if you can put it down. That’s where McMurtry’s now-famous Downforce-on-Demand fan system comes into play. By actively pulling the car into the ground, the Spéirling allows Helix’s motors to unleash their torque immediately, without waiting for speed or aero buildup. That is how the car hits 0–60 mph in 1.5 seconds and why it’s rewritten record books at Goodwood Festival of Speed, Laguna Seca, and the Top Gear test track.Helix’s motors are confirmed for the production Spéirling PURE, with customer deliveries planned for 2026. And through McMurtry Technology, the lessons learned here, fan downforce, compact e-axles, and high-performance battery systems, are being introduced to other manufacturers. In a world chasing bigger numbers, the Spéirling proves that smarter engineering still wins.

McMurtry Opens New Factory For Spéirling Production

By Tyler Rampersaud – February 09, 2026

McMurtry Automotive Opens A New Factory

McMurtry shook up the automotive industry in recent years with the Spéirling, which broke records with its fan car design and ultra-lightweight construction to make the most of massive amounts of electric power. Now, the McMurtry Spéirling PURE, the track-only hypercar that has already generated the buzz that the brand is enjoying thanks to feats like driving upside down and shattering the Goodwood Hill Climb record, is going into production, and McMurtry has is opening a new factory where customer cars will be built. The first customer delivery of the McMurtry Spéirling PURE will take place in summer 2026. In addition to the new factory, McMurtry is also celebrating the creation of its new applied technology arm, McMurtry Technology. Through this new division, McMurtry plans to commercialize the level of engineering and ingenuity involved in the Spéirling to benefit other OEMs, evolving the automotive and BEV industry, especially in the performance realm. McMurtry Technology has already acquired high-profile clients with 7-figure revenues. Having been founded in 2016, McMurtry Automotive makes both of these milestone strides in its 10th anniversary year, as Ben and Richard McMurtry carry the torch first lit by Sir David McMurtry and his visionary engineering. Starting at roughly under $1.4 million, the new production McMurtry Spéirling PURE hypercar is a demonstration of unfathomable EV performance engineering for the track. View All Exotic Cars For Sale Image Source: McMurtry Automotive

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