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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

By duPont REGISTRY – August 30, 2025

duPont REGISTRY Talks: Revealing The Secrets Behind AMG’s...

From the early days at AMG to founding RENNtech and architecting the fearsome Hammer-era Mercedes monsters, Hartmut Feyhl’s journey is the kind of engine-roaring story that defines automotive lore. In the latest episode of duPont REGISTRY Talks, our Editor-in-Chief sits down with Feyhl – tuner-extraordinaire, technical savant, and the man behind that unmistakable AMG thunder – to peel back the curtain on his remarkable career. Feyhl’s tale is one of migration, mastery, and motorsport passion. He arrived in the U.S. after a storied tenure at AMG in Germany, bringing with him the horsepower and precision that quickly made RENNtech the premier name in Mercedes-Benz tuning. You’ll hear how those iconic Hammer cars were born – a time when brute power met the highest levels of German engineering prowess, reshaping the world’s expectations of road-legal performance. Expect insider secrets on how RENNtech fine-tunes everything from engine maps to suspension dynamics, along with wild stories from track testing, ultra-rare builds, and the obsessive pursuit of “performance without compromise” – a motto Feyhl instilled into every program from the brand’s 1989 birth onward. Whether you're fascinated by high-octane engineering, boutique tuning legacies, or the relentless creative drive behind automotive icons like the Hammer Mercs, this episode is a must-listen. Tune in and discover how a single engineer’s vision helped define an era – and continues shaping performance car culture today. Visit duPontREGISTRY.com " width="680">

By Andrew Nabors – May 14, 2020

Superformance Unveils 1965 MKIII-R

For Immediate Release: May 14, 2020: Superformance, the leading manufacturer of 1960s-era continuation sports cars, is thrilled to unveil the company’s newest devlopment, the all-new MKIII-R Cobra. The 1965 Superformance MKIII-R is a combination of classic styling and contemporary modifications with a bold, aggressive look complementing the vehicle’s iconic legacy. “The Superformance MKIII-R is the perfect combination of an old-school classic automobile infused with a bit of modern-day flair,” said Superformance CEO Lance Stander. “The MKIII-R is a piece of American history, and with a major motion picture release last year that highlighted the Cobra, this vehicle’s popularity is at an all-time high. We took great care to ensure the Superformance MKIII-R lives up to the Cobra’s iconic legacy.” The Superformance MKIII-R is a meticulously engineered and crafted reproduction of the original, built under license from Carroll Shelby Licensing Inc. Like all Superformance builds, the MKIII-R was built to exacting standards, with over two-thirds of the steel monocoque chassis’ parts being interchangeable with an original GT40 car. No expense is spared in recreating these legendary cars, ensuring an authentic sports car experience. In addition to supplying the MKIII-R rolling chassis, Superformance also painted the vehicle using the iconic Atlantic Blue-colored livery. The vehicle’s trim was also coated with the iconic MKIII-R stripes painted in an anthracite color that perfectly complements the colorway. The chassis is created using a jig-welded parallel ladder frame of heavy wall 2" x 4" rectangular steel tubing and large diameter outriggers. The frame incorporates front and rear crumple zones, as well as a door hinge, steering column and windshield pickup-points. While the addition of integrated “scalloped” fenders and hood headline some of the MKIII’s modern additions, the vehicle retains much of its original shape and wheelbase. The MKIII-R body utilizes hand-laid fiberglass panels with steel tube reinforcements in all openings. Where the body points carry loads, each piece is reinforced with steel bars or panels in a non-stressed environment. All Superformance MKIII's feature a high-performance aluminum radiator with twin electric fans that are thermostatically controlled. Also included on base MKIII's is a period correct oil cooler with shroud and fittings. The vehicle’s suspension incorporates some modern components, as the front of the MKIII chassis sports fully independent unequal length A-arms with adjustable Bilstein coils over telescopic shock absorbers, while the rear also utilizes independent unequal length A-arms with fabricated hub carriers and coil-over shock absorbers. Black mesh side and fender vents also add an improved aeration element to the overall grittier appearance. To complete the timeless aesthetic mated with functionality, the MKIII-R comes with a large rear diffuser and a body-contour matching front splitter. Inside the interior of the MKIII-R, Superformance added custom French stitched seats and a body color accented thread. The MKIII-R’s transmission tunnel is also adorned with leather to complete the classic look. In a twist of modern flair, the vehicle’s dashboard is equipped with all-new Superformance electronic gauges. Standard equipment included in the MKIII-R includes power steering, LED headlights, 18’’ wheels and a wide variety of exterior and interior color options. Since each Superformance chassis comes without the engine included, installation kits are available for Ford 302, 351, 460 and 427/428 cubic inch engines with Tremec 5-speed or Ford top loader 4-speed transmissions. The rolling chassis is available at a starting price of $79,900, as Superformance always incorporates a labor-intensive approach to ensure every piece is period correct and functioning perfectly. Since Superformance utilizes only the highest quality parts in the construction of each vehicle, these timeless machines have always maintained amazingly high resale values. Click the button below to learn more, and stay with us for all your Superformance news. Learn More

By Andrew Nabors – February 21, 2020

Scuderia Cameron Glickenhaus SCG 004C Hot Laps in Italy

To anyone looking to win Nürburgring, there is a new American supercar you will have to beat. Mr. Glickenhaus and his team are putting the final touches on their latest competition car. Crank up the volume and watch the first Scuderia Cameron Glickenhaus SCG 004C hot laps in Italy. The Cremona Circuit is about halfway between Modena and Monza, and the locals are unaccustomed to this uniquely American sound. As an owner of a Cadillac CTS-V, I can recognize the harmonies of the 6.2L LT4 from miles away. It is also the brutal beast found in the C7 Z06. There are only a handful of new C7 Corvette Z06 for sale, so get yours before they're gone forever. Because their goal is to homologize the car for the GT3 class, the supercharger had to go. In its place is a new top-end by Autotecnica Motori. It is very similar to the setup Cadillac used to win Daytona, and hopefully, Mr. G will give us some juicy details at the Amelia Island Concours. Good luck and Godspeed from all of us at duPont REGISTRY! Browse Supercars For Sale Near Me " width="680"> Thanks, 19Bozzy92 for the great video!

By Andrew Nabors – December 01, 2018

3500 Horsepower Nissan GT-R: World's Most Powerful

Why has the Nissan GT-R been in production for 11 years? Because the aftermarket keeps pushing them into uncharted territory. Extreme Turbo Systems is based in Vancouver, Washington and they have unleashed a 3,500 horsepower GT-R on the world. While we don't know the specific details of the build, their video speaks for itself. Nissan GT-R50 Will Be $1 Million Most GT-R tuners delete the AWD system to save weight, but at these power levels it doesn't matter. Pushing enough boost to blow the intake pipe off, the dyno shows over 3,000 horsepower to all wheels. This allowed the car to pull a wheelie almost to the 60' mark. The 1/8th mile disappeared in 4.5 seconds at 172 mph. But he stayed on the throttle for a 6.88 @ 222.9 mph. (Article Originally Published on Aug 1, 2018) What we have here is a six-cylinder street-legal Nissan that is capable of outrunning many NHRA Pro-Stock record holders. The problem is in downforce, as you see the car get loose on shutdown. Going faster than a NASCAR restrictor-plate car, the driver is lucky it didn't go airborne. Congrats to the team, and click the link below to find your GT-R. Browse Nissan GT-R For Sale

By Andrew Nabors – September 12, 2018

Hennessey Performance 1,200 HP Dodge Demon Shakedown

If 840 horsepower just doesn't cut it, Hennessey Performance has something for you. After building a forged bottom end, they port the heads and drop on a giant supercharger. Your 2018 Dodge Demon will have 1,200 horsepower and an unmistakable sound.2018 Dodge Demon Price & SpecsThe screams of the supercharger can be heard for miles. For an entry level contender, their first option is 1,000 horsepower. Now that several HPE 1200 examples have left their shop, John and his team are confident that 1,500 horsepower is the next goal. Options for the Demon include an NHRA-legal roll cage, parachutes, dyno sheet and an all-new stainless exhaust.Parts of the upgrade that are not optional are 200 miles of road and track testing, wideband fuel tuning, and a throttle response unlike anything you have driven before. Make sure to confess your sins before taking delivery, because you are in for a wild ride. The Demon was a one-year only special model, but the same methods can be applied to your Charger or Challenger Hellcat. Click the link below to find out more and stay with us for all your Hennessey updates.Learn Morehttps://www.youtube.com/watch?time_continue=9&v=qb1-4XUQskA

By Andrew Nabors – July 20, 2018

Hennessey HPE 1000 Charger vs Corvette Z06

Ok, we know what you are thinking: Unfair Fight! One car has 1,000 horsepower, the other has 650. Both have supercharged 6.2L V8 engines, but that is all they have in common. If you want a Hellcat that leaves Demons in the dust, both the Challenger and Charger can be boosted to 1,012 hp and 969 lb-ft of torque. The Corvette is 1,000 lbs lighter, so how do they compare at the Hennessey Performance Lonestar Motorsports Park?Hennessey Jeep Runs 0-60 in Under 3 Seconds…What?Chevrolet uses a 1.7L supercharger in the Z06 and a 2.65L in the Corvette ZR1. John Hennessey and his team use a 4.5L blower at only 14 lbs of boost. Think about having a supercharger that has more displacement than most production engines, 4.5 + 6.2 = FAST. The HPE 1000 reaches 60 mph in 2.8 seconds and it offers consistent 9 second quarter miles. A sedan with trap speeds over 140 mph would be a riot on the street. The build also includes their own stainless headers and exhaust, a new fuel system, and 200 miles of wideband tuning. All this is done without a custom camshaft or ported heads, so imagine what that would do to this setup. The Corvette is there for its transformation, so stay with us to see how it moves once they are done with it.Find Your Hellcat Here!https://www.youtube.com/watch?time_continue=1&v=8FUbjDF5Hu0

By Andrew Nabors – April 11, 2018

Watch: HPE1000 Twin-Turbo GT350 Mustang In Action

No matter where you like your power, Ford builds a Mustang for you. Some of us like to shift above 8,500 rpm, and the GT350 is the first American car to offer a flat-plane V8. With the ability to rev beyond anything else, why not make use of that high rpm to spin a pair of turbos?John Hennessey and his team have already developed two flavors of the GT350. The first is able to make 575 horsepower and 511 lb-ft of torque without adding boost. Next up is the HPE850. It uses a 2.9-liter supercharger at 6 lbs of boost to make 858 horsepower and 673 lb-ft of torque.The only problem with superchargers is that they are great for conventional V8 engines. That is ones that reach max power below 7,000 rpm. They are spun by an engine belt, at a fixed ratio from the crankshaft. He explained this when I drove his HPE1200 Ford GT at the Orange County Auto Show back in 2012. Unless you have a top-fueled dragster, a supercharger is best suited for low-rpm (under 7,000 rpm) boost.Watch Hennessey Take Delivery of His New Ford GTOnce he added turbos to the 2005 Ford GT, they made boost more efficiently than the blower. So his team gutted the supercharger, essentially making it a pretty intake manifold. To unlock the high rpm potential of the GT350, they have added two modest-sized turbos to the already-potent V8. The result is over 1,000 horsepower along with a soundtrack that will make your mouth water. Turn up to volume and get ready for boost. The full details will be coming soon, so tell us what you think the torque number will be and stay with us for all your Hennessey Performance updates.Learn More

By Andrew Nabors – March 16, 2018

Hennessey Twin Turbo Audi R8 V10 Test Drive

At the end of every week, we try to find the best way to leave work for the weekend. Sure a V10 Audi R8 offers nice acceleration, but the 5.2 liter V10 leaves a lot of potential power on the table. John Hennessey and his team think about boost day and night. In the form of giant turbos or their own brand of supercharger, they are known for doubling the horsepower of their customer's cars.Top 10 Foreign Cars Illegal In The US If you thought Hennessey Performance only built domestic cars, think again. He admits they don't get many R8 or Huracan examples, and we agree that the R8 has a more understated interior between the siblings. So he strapped a few cameras in the passenger seat and headed to a part of Mexico that looks eerily like Interstate 10 west of Houston. Mufflers were eliminated in this kit because big turbos muffle engine noise just as effectively. At legal cruising speeds the cockpit is only 5% louder than stock. Rolling into the gas at the top end of his drag strip, the R8 went through the quarter mile at 151 mph. He also said its very close in performance to the Venom GT, which has a top end speed of 163 mph. With a 0-60 time of 2.4 seconds, this car will hang with the most exclusive hypercars and it costs a fraction of their price. This comprehensive package comes with 300 miles of tuning and a warranty. Where else are you going to find that? Click the link below for more info and have a great weekend.Learn Morehttps://www.youtube.com/watch?time_continue=236&v=MF7RhEy6N0U

By Andrew Nabors – March 14, 2018

Jeep Trackhawk vs Hennessey HPE 800 Cadillac Escalade

In the old days, adding massive power to an SUV was hard to do. Automakers offered V8 powered family haulers, but their engines were low compression versions that didn't respond well to performance parts. Now that Jeep has stuffed the 707 horsepower Hellcat engine into the Trackhawk, Hennessey Performance decided to test it against their 800 horsepower Cadillac Escalade. Hennessey HPE1000 Jeep Trackhawk Gets Over 1,000 Horsepower Cadillac uses the same 6.2 liter V8 that is found in the base model Corvette Stingray and Camaro SS. It will make 450 horsepower all day long, but that is not enough for people like us So they swap in a 6.8 liter and top it with a 2.9-liter supercharger. The Jeep is based on the Grand Cherokee, which is a unibody design to offer a weight advantage. The big 'Sclade is based on GM's body-on-frame architecture shared with the Silverado and Sierra pickup trucks. So what happens when these two supercharged SUVs line up? Hennessey Performance decided to use this as a baseline for Trackhawk performance because it will surely be insane once they dig into it. Stay with Autofluence to see what a Hennessey Trackhawk will do, tell us your guesses in the comments below.

By Andrew Nabors – January 17, 2018

BRABUS 850 CLS63 AMG vs Lamborghini Huracan

If you ever line up against a Mercedes-AMG on the street, always check for the BRABUS badge. They have a tendency to multiply the car's horsepower to build the ultimate Benz. One lucky owner of a CLS63 had theirs sent in for modification, and it returned with 1,200 horsepower and the designation of being a BRABUS 850.Black on Black BRABUS G800 for Sale in U.S.To show the world just how capable it is, DragTimes paired it against a stock Huracan LP610-4 Spyder. Their half-mile drag strip near Moscow is perfect for top speed runs, and it has ample room for a shutdown on the top end. The Italian has a nice weight advantage and AWD, so the 60' times are almost identical. Tell us which one you would like to own in the comments below, and stay with us for more beastly Brabus builds.

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