Rimac

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 – April 12, 2021

Rimac Previews Their Massive New Headquarters

50 acres of Croatian innovation Last month Porsche announced what we already knew. Thanks to a massive influx of cash and resources, Stuttgart now owns 24% of Rimac Automobili. This collaboration has already yielded the Taycan along with more power for the Panamera Turbo S E-Hybrid. With Rimac poised to shakeup the automotive world, their new headquarters was previewed in a press release this morning. At 49.9 acres they will have ample room for growing brand. Slated for completion in 2023, Mate Rimac and his employees won't have to drive far from their homes in Zagreb. The lot is split by two buildings, one for R&D and the other is a new assembly line. A major consideration was to not impact the natural setting of the land, so the architects took a holistic approach to keep Mother Nature as happy as possible. This starts with an organic farm for the employee kitchen, a dormitory, test track, and relaxation spots to nurture employee creativity and keep stress to a minimum. “We have now reached a point where we need to build our long-term home in Croatia, and that’s exactly what the Rimac Campus is. Having outgrown our existing facilities, we’re now creating a space that best reflects our brand and our ambitions, working with world-leading architects to build a campus that sits comfortably within the natural beauty of Croatia while also bringing every aspect of Rimac into one place. The top priority of the project was to create the best possible working environment for our employees and to allow visitors and the public to enjoy the space and mix with Rimac employees. The campus is our springboard to the growth plans we have over the next decade and beyond, strengthening us as niche hypercar maker, a leading Tier 1 supplier of electric performance technology to the world’s largest automotive manufacturers and an early mover in the worlds of autonomy and mobility.” Click the button to see what separates Rimac from all lesser cars and stay with us for all your Porsche news. Browse Rimac For Sale Images (C) Rimac Automobili

By Andrew Nabors – March 15, 2021

Rimac C_Two Endures Extreme Weather Testing

Wind tunnels are a great way to refine your aerodynamics, so why not add a few more variables while you're in there? The upcoming Rimac C-Two endures extreme weather testing because they want to give the world an incredible electric hypercar. To do so, their test chamber combines wind with humidity and temperature to simulate harsh conditions. Extended runs from -4 to 118 degrees allow the engineers to test every system and component to its limit. Porsche recently upped their ownership to 24% with a healthy investment. This will undoubtedly allow Mate Rimac and his team to deliver an amazing finished product. Tell us your bad weather supercar stories in the comments below and stay with us for all your Rimac updates. Shop Rimac Images (C) Rimac Automobili

By Andrew Nabors – February 04, 2021

Rimac C_Two Is Tuned For Street & Track

Squeamish folks, please look away, what you are about to see is how the Rimac C_Two is tuned for street and track. KW Suspension was kind to open their doors for this shakedown. Once inside, the production-ready models endured every frequency to simulate road conditions. While cobblestones and potholes are unavoidable, the world has been waiting to see how it performs on a closed circuit. Using the latest 4-post frame shaker, they stress the chassis to the same constant bending motions that a track imposes. Your supercar didn't go through nearly as much scrutiny, so Rimac is the only logical upgrade. This was a welcomed update because we witnessed the final aerodynamic testing. Rimac C_One For Sale Image (C) Rimac Automobili

By Andrew Nabors – January 29, 2021

Rimac C_Two Completes Final Aerodynamic Testing

Three generations of development have led here. As the Rimac C_Two completes final aerodynamic testing, Mate Rimac explains the trials and tribulations along the way. His latest press release describes the balancing act between the car's efficiency, cooling the radiators, and the programming of the active aero systems. Four movable surfaces are always seeking to control airflow above and below the car, keeping you glued to the road without wasting electrical power. Efficiency has been increased 34% since testing began, so keep up the good work! Nico Rosberg offers clever insights on prototype development. Rimac For Sale Image (C) Rimac Automobili

By Andrew Nabors – December 22, 2020

Rimac C_Two Pre-Series Production Begins

Another milestone has been passed as the world awaits a new electric hypercar. Now that crash testing is over and the assembly line is primed, the Rimac C_Two pre-series production begins. Earlier this year their employees assembled a dozen cars that would meet an untimely fate in order to prove the safety of the design. Rimac C_Two Completes Electromagnetic Testing Each car in that first run took the equivalent of four months to assemble. By analyzing the movement of each worker and each step in the process, these six new cars will be done in eight weeks. Because every component is built in-house, items like the engines, batteries, and electronics are staged around each chassis using just-in-time inventory. The assembly workers are cross-trained at each station, ensuring the best in quality control. " width="680"> These six cars are viewed as production units, and they will be used to test panel gaps, trim finishes, and every aspect that could annoy a discerning customer. Attention to detail is how Rimac has become an EV component supplier to the world's largest automakers, and we are about to witness a new generation of electric cars. Stay with us for all your Rimac news. Browse Rimac For Sale Images(C) Rimac Automobili

By Andrew Nabors – July 22, 2020

Rimac C_Two: Will it Drift?

Mate Rimac is leading the world when it comes to high-performance electric cars. His innovations in battery and motor technology impressed Porsche enough to buy almost 16% of his company. In return, he has helped develop the 2020 Porsche Taycan into a true Tesla rival. He thinks outside the box, just like Nikola Tesla, and both men were born in Croatia. In his most recent upload, we witness the age-old debate among supercar engineers: More Power vs Stronger Parts. Running their electric motors at 90% of capacity will ensure a long life, but the top priority for the boss is: Will it drift? Well, since each wheel has its own motor, we think 1,888 horsepower can probably drift. With a range of 402 miles, it can do just about anything you desire, so stay with us for all your Rimac updates. Browse Supercars For Sale

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