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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

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By Andrew Nabors – September 26, 2019

Genovation GXE Breaks World Electric Speed Record Again

Every electric car on the market has a top speed limiter, except one. It is true that electric motors make incredible torque even at zero RPM. That is why Tesla, Lotus, Pininfarina and golf carts don't have transmissions. Instead, they have a fixed ratio between the wheels and the motor. But what if you took some of the burdens off of the system? That is how the Genovation GXE has broken the electric speed record again. If you want to build an aerodynamic and balanced electric car, the Corvette Z06 is a perfect starting point. Because the transaxle is part of the rear suspension, they decided to keep it onboard. The result is an electric car that uses less power to go faster than any other street-legal production battery EV. 2020 Corvette Stingray Price, Specs, Photos & Review Their latest run at the Shuttle Landing Facility topped out at 210.2. One of their closely guarded secrets is the differential ratio, as it is the final say in how much power is sent to the ground. Our guess is that it's lower than 2.73, so the car will undoubtedly go faster. Congratulations to the Genovation team, and here's to a new record time. " width="680"> Related: Genovation GXE: Powered By Passion Genovation GXE: Your Electric Corvette Has Arrived

By Edward Jones – October 10, 2018

Wild Drone Video of Corvette Drifting Took Serious Skill

Owning a drone, I know that flying them can be difficult at first; there's definitely a steep learning curve when it comes to maneuvering a drone for the right shots. So when I see a skilled drone pilot in action, I realize that I still have so much to learn. Take this video from HeatWaveVisual, for instance. Not only is the drone flying absolutely incredible, but the drifting action of the 1,060 horsepower Corvette is also top-tier.In the video, we get a chance to follow the Corvette through winding mountain roads, thanks to the skilled flying of the drone pilot. The pilot manages to bring in the drone for some close-up shots of the drifting action while the car is moving at a decent rate of speed.If you've ever fancied yourself a flyer of drones, you need to check out this video. It's a great showcase on what kind of crazy footage can be captured through the eyes of a proficient drone pilot.Shop DJI Drones Now

By Andrew Nabors – September 10, 2018

Mid-Engine Chevrolet (Corvette?) Caught at Nurburgring

Everyone seems to be certain that the C8 Corvette will be revolutionary. They have been spotted everywhere wearing heavy camouflage, but EMS Nordschleife TV was able to spot it without the leather. It was very quiet, either because of turbos or because Chevy was fined for the ZR1 being too loud during its development.2019 Corvette ZR1 Specs, Price, Photos & Review Chevrolet recently dumped almost a half-billion dollars into the Corvette plant. It now has two assembly lines in addition to the performance engine assembly center that was formerly in Michigan. Coinciding with the trademark of "Zora" around the world, this car could be a Ford GT fighter while the C8 launches as a more traditional front engine layout. Tell us what you think it is and how much power we're looking at in the comments below.Browse Corvettes For Salehttps://www.youtube.com/watch?time_continue=5&amp=&v=PZdYpdmPk54

By Andrew Nabors – August 30, 2018

Corvette ZR1 vs Ford GT in All-American Drag Race

This one was inevitable, and we figured it would be our friends at Dragtimes would make it happen. In their latest upload, Brooks in his yellow Ford GT challenge a new Corvette ZR1. Palm Beach International Raceway usually gets an afternoon shower this time of year, but last weekend was calm and clear.2018 Ford GT Specs, Price, Photos & ReviewChevrolet's latest Corvette prevails, at least on paper. It offers 755 horsepower and 715 lb-ft of torque. The opponent wearing the Blue Oval has 647 hp and 550 lb-ft of torque. The weight difference is marginal, with Ford beating Chevy by 200 lbs. Since both cars were designed to run above 200 mph, a series of roll races will show you who wins the aerodynamic battle. In V-Max mode, the GT drops 2" and retracts the spoilers. The Corvette ZR1 has the "high wing", which is great for road courses. But at high speeds, it acts like a parachute, not ideal for drag racing. Tell us which one would win from a dig, and which one you would drive in the comments below.Browse Chevy Corvette ZR1 For Sale

By Andrew Nabors – July 24, 2018

Mid-Engine Corvettes Caught In Colorado

High altitude testing has been part of GM engineering since the early 50's. Carbureted cars tended to flood out and foul their spark plugs because they couldn't adjust to the lack of air. Zora-Arkus Duntov set a speed record up Pike's Peak when testing Chevrolet's new 1957 Fuel Injection system. It looks like history repeats itself as one Colorado car spotter encountered a new 2019 Corvette ZR1 coupe. It was running as a blocker to keep prying eyes from getting close to two new mid-engine prototypes. Driving on highway 91 between Leadville and Interstate 70 offers high altitudes and long straights, perfect for testing away from prying eyes. Thank you to Coloradocarsdogsanddrones for chasing them down.A Mid Engine Corvette May Be Coming Many have speculated that it would be a new Cadillac supercar, but comparing it to a ZR1 pretty much confirms this is the C8 Corvette. Last year, the Corvette plant in Bowling Green, KY shut down for a week while GM spent nearly $300 Million upgrading the facility. We know this involved moving the performance engine build center from Detroit to Kentucky, but it also could mean a new assembly line. From what suppliers have told us, don't be shocked if this mid-engine monster has a carbon fiber chassis and possibly AWD. If you happen to see one, let us know and we might share your uploads. Stay with us for all your Chevrolet news. Looking For A New Corvette Stingray?

By Andrew Nabors – June 15, 2018

Real 2006 Chevrolet Corvette Becomes Remote Controlled

If you didn't have an RC car as a kid you missed out on some major fun. For one Dutch computer engineer, he decided to relive his childhood by building his own remote control car. But instead of starting with a kit or a model car, he decided to use a black 2006 Corvette. One of my previous rides was a 2007 Corvette Indy Pace Car, so I was intrigued at how he managed to automate a mostly analog machine.Bjorn Harms was inspired by Doc Brown's remote-controlled DeLorean in Back to the Future. It took him a year just to build the controller. After 3 months of bench testing, it took another 3 months to make it safe. This includes a dead-man switch, so if the car loses connection with the controller it hits the brakes. He values the RC system at 3,500 Euros and the car at 30,000, which translates to $39,500. It is for sale to help fund his next build, or you can find a more affordable Chevrolet Corvette in the link below and do it yourself.Browse Corvettes For Salehttps://www.youtube.com/watch?time_continue=69&v=g3ruVMeQ2Ss

By Andrew Nabors – December 12, 2017

Unlikely Comparison: Camaro ZL1 vs Model S P100D

I know for a fact that Camaro owners will race anyone. From station wagons to spacecraft, Camaros make their owners feel invincible. But the same can also be said for owners of Tesla's highest performing sedan. The P100D version of the Model S has AWD thanks to motors at the front and rear. It channels 100 kWh to make a combined 503 horsepower and 792 lb-ft of torque.Our friend Brooks from DragTimes has uploaded several vids of this car in action to their YouTube page. The car performs well, but how does it fare against a late-model Camaro ZL1? Al Oppenheiser and his team at Chevrolet Performance decided to borrow the supercharged 6.2 liter V8 from the Corvette Z06, and it also happens to be found under the hood of the Cadillac CTS-V. It is rated at 640 horsepower and torque, which is sent rearward by a six-speed manual gearbox.Ford GT vs Camaro ZL1 At Mid OhioOf course, these cars are built for different purposes. Most people think Tesla's electric motors drive the wheels directly, but it does have a set of gears that work like a differential. Tesla's gear ratio is optimized for city driving, which conserves battery power by making it easier to accelerate from a stop. Chevrolet builds the manual transmission ZL1 with a 3.73 ratio differential. So it really comes into its own above 100 mph, with a top speed of 198 mph. Given the car's power level, upgrading to a 4.10 or 4.56 would make it much more fun on the street. This is the ultimate showdown between AWD lanches and top speed dominance. Tell us which you would choose in the comments below and stay with us for all your DragTimes updates.

By Andrew Nabors – July 13, 2017

Corvette ZR1 Prototype Screams at the 'Ring

In 1883, the Indonesian island of Krakatoa exploded. It was the loudest sound in recorded history, being heard over 3,000 miles away. Barometers recorded the shockwave as it made four passes around the world. The Earth literally rung like a bell. As someone who has permanent hearing damage from Chevrolet's small block V8, my perforated eardrums are somewhat attenuated to their distinctive exhaust. Or at least I thought they were until now. Testing at the Nurburgring is a rite of passage for every new supercar. Usually, its easy to match the audio to an approaching car, but PDriveTV captured something wild. Krakatoa, Ktulu, and the Kraken will all be humbled by this roar.Also Check Out: Corvette ZR1 Prototype Caught On The StreetIf your value the longevity of your audio system, dial it back because this monster goes to 11. Several sources have made light that GM registered LT5 as a trademark. The last time they used this designation was in the 1990-95 ZR1. It was the codename for the dual-overhead cam engine that was engineered by Lotus and produced by Mercury Marine. The 5.7 liter V8 was built exclusively for the Corvette ZR1, and it shared almost nothing in common with any other engine. Since then, Corvettes have only had a single camshaft operating a traditional overhead valve design. But if Chevrolet has found a way to harness the power of their late model V8 designs and combine them with overhead cams, it will be a Sledgehammer. Previous prototypes were seen fitted with exhaust pipes aimed to the left. The 'Ring does have noise laws when races are not scheduled, so don't leave home without your mufflers. A DOHC engine is taller than what is currently offered in the Z06, so the new hood makes room for innovation. A faint hint of blower wine is drowned out by the loudest pipes we've heard in awhile, so it sounds like the ZR1 is returning with a vengeance. We have several examples of the wild C6 Corvette ZR1 for sale, but if 638 horsepower doesn't appeal to you the new model should be released this fall. Tell us what you hear, and stay with us for more Corvette news.

By Andrew Nabors – April 26, 2017

2018 Camaro ZL1 1LE Laps The 'Ring, Sounds Menacing

You can't deny a Camaro's ability to accelerate in a straight line, but cornering at high speeds can be like tap dancing in a minefield. That's why Chevrolet Performance dug deep into GM's engineering resources to build the 2018 Camaro ZL1 1LE. Taking aero lessons learned on the previous Z/28, extensive use of carbon fiber keeps the car planted at speed. The 6th generation car rides on the lighter and stronger Alpha chassis and ditches the comfy magnetic shocks for brutally efficient DSSV units. The 6.2 liter LT4 is borrowed from the Z06 at full power, delivering 650 hp and 650 lb-ft to Goodyear's first cup tire.The Eagle F1 Supercar 3R is entering an elite arena going up against Pirelli and Michelin, so Chevy gave them an advantage. Measuring 305mm, they are among the widest FRONT tires in the world. The rears are 325, a full 10mm wider than the tires on the Ferrari 812 Superfast. It is also the first production car to offer a ten-speed automatic, which was co-developed with Ford for the new Raptor. Purists like Rick Hendrick will undoubtedly order the six-speed manual for the ultimate driver experience. What does all this add up to? The 'normal' ZL1 was clocked at 7:29.6, so the lucky test drivers have been hard at work pushing the 1LE to its limits. A YouTube member named statesidesupercars happened to be at the right spot to catch the 1LE in action. If superchargers irritate you, our dealers have a nice selection of Super Sport and Z/28 cars to choose from. Stay with us for the official time and hopefully a dash cam view of from Chevrolet

By Edward Jones – August 22, 2016

American Street Battle: Z06 vs Hellcat vs GT500

Somewhere, on some road, three forces of American power came together to see which patriot would come out on top. The forces included a 2015 Chevrolet Corvette Z06, 2015 Dodge Challenger SRT Hellcat and a 2014 Ford Mustang GT500. Each car is completely stock and equipped with a manual transmission. For comparison's sake, here is a quick breakdown of the cars. Z06: 6.2-liter supercharged V8 (650 hp) Hellcat: 6.2-liter supercharged V8 (707 hp) GT500: 5.8-liter supercharged V8 (662 hp) From the numbers alone, the Hellcat reigns supreme in the horsepower category and is regarded as the most powerful American production coupe ever. But, can it hold up against the other two? The video below shows the three rolling up against each other on a road in an undisclosed location. Click play below to see who comes out on top.Editor's Note: We do not condone street racing or the actions performed in the video below. Always follow your local traffic laws.

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