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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 Andrew Nabors – April 27, 2018

Ford GT: Everything You Need To Know

If you haven't noticed Donut Media, their style of informative YouTube videos is unique and exciting. This week they chose to take on one of the most famous cars ever built: Ford GT. Henry Ford II was looking for a way to enter the sports car market without having to build one from scratch. He had a great idea to buy Ferrari, but Enzo refused at the last minute.Incensed by the public rebuking, Ford decided to beat Enzo at his own game. The Ford GT was born to win. The first examples were built by Lola and powered by the small block 289. They were slow and unreliable. So Ford hired Carroll Shelby to fix the problems, and he did so with a 427 big block. Adding 7 liters of American to anything makes for a winning car, so the Ford GT finished 1-2-3 and LeMans in 1966.Ford Suing John Cena for Selling his Ford GTIt was resurrected in 2004 with a supercharged 5.4 liter, and production lasted until 2006. This is the best car I have ever driven. So for the 50th Anniversary of the historic win, the 2016 Ford GT was built to win. The carbon fiber masterpiece is only 3,000 lbs and it packs 647 horsepower from a twin-turbo V6. If you are a blue oval fan who is looking for a supercar, we have several to choose from. Tell us which Ford GT is your favorite and stay with us for all your Ford updates.The New Ford GT Engine is a V6 - Check Out the Specs Here

By Edward Jones – April 16, 2018

Saleen S302 Mustang Races a Fighter Jet

We've all had friends brag about racing other cars, which is cool and all. But how many of your friends say they raced a fighter jet? For that, there's the event called "Supercars vs. Fighter Jets," which is put on by Precision Exotics. YouTube channel autoedit was recently testing the new Supercharged Saleen Anniversary Edition S302 Mustang when they received a call saying they could attend the event. Of course, they took the opportunity and went to the Fox Field airstrip in the Mojave Desert to see how the 'Stang stacked up against a Lockheed T-33 Shoot Star Jet. Powering the Saleen Mustang is a supercharged 5.0-liter V8 engine that pumps out a mean 730 horsepower. As for the transmission, the one being raced against the jet was equipped with a 6-speed MT-82 manual transmission. However, the 10-speed automatic transmission is offered as an option. Does this powerful Mustang have enough to stand up to a real-life fighter jet? Click play below.

By Andrew Nabors – January 25, 2018

Ford GT Sets New Lap Record at VIR

Many legends exist about Virginia International Raceway. No, it wasn't plotted by Washington or Jefferson. It is not a Native American burial ground. It is simply one of the best tracks in the world. With long straights and demanding off-camber turns, you really need to bring a world-class supercar (like the new Ford GT) if you want to get the most from your visit.Our friends at Car & Driver asked Ford to test the car back in may, but it wasn't quite ready. But once it was, they recorded a blistering time of 2:43.0. This lap beats the Porsche 918 by only a tenth of a second, but it was 4 mph faster at the entry of the climbing esses.https://www.instagram.com/p/BeT9_6ihYXK/In race mode, the advanced suspension relies on torsion bars for incredible grip. Even with the latest in technology, good old-fashioned understeer arrived at 3:42. Check out the wild footage below, and tell us where you would drive your Ford GT in the comments below.Browse Ford GT For Sale

By Andrew Nabors – October 16, 2017

Top Gear: Chris Harris Drives the Ford GT

American Supercars face many hurdles when appealing to a European audience. Top Gear has been notorious for demeaning our products as savage and unrefined. But the new Ford GT was built to dominate every track in the world, so what does Chris Harris think of it? In a YouTube video uploaded over the weekend, he pushes the car to its limits on a wet track, so you might be surprised at his conclusions.Jay Leno Reviews His Ford GTWe've touched on the car's finer points before, so it's nice to hear them explained in action. Multimatic is a Canadian engineering firm responsible for turning the design into reality. Their most prolific achievement in recent years has been the DSSV, or Dynamic Suspension Spool Valve. This fancy shock absorber has several rates for compression and rebound, which makes for a comfortable street car. But in race mode, the Ford GT switches over to a torsion bar at each corner. Having two separate suspension systems on each corner is just one of the ways this car was able to win LeMans. Tell us what you think of it in the comments below and stay with us for all of your Ford GT updates.Ford GT For SaleNew Ford GT Prices & Specs

By Andrew Nabors – October 10, 2017

Duct Tape Changed the Mustang Forever

Every time a new car is being designed, engineers and stylists are locked in conflict. The engineers hope to extract every ounce of efficiency from the body, and this usually causes changes to the style. In terms of aerodynamics, the front grille is always a source of argument. A smaller opening will hold the nose down at high speeds by forcing air around the car instead of through the radiator. A larger grille helps to cool the engine, but it also causes drag on the highway. One Of Our Cars & Coffee AttendeesThe 2018 Ford Mustang is arriving with a thorough set of upgrades and a flashy new look. As it was being finalized, two engineers compromised with an age-old adhesive: Duct Tape. NASCAR teams and shade tree mechanics know full well it can make or break a race. That is why crew chiefs and drivers argue about how much tape should be used during the race. At Super Speedway tracks, the air pressure under the radiator can become high enough to lift the front tires.Search Used Sports Cars For SaleLoss of steering is not a good situation. The 1963 Corvette Stingray was designed with large vents in the hood to prevent lift, but stylists won and they gave it a solid hood with fake vents. Back in Dearborn, two Mustang engineers compromised by adding a strip of tape to the lower grille. Eleanor For Sale!Mike Del Zio is a vehicle dynamics engineer noticed that it wasn't as responsive as predicted when cornering at high speeds. Jonathan Gesek is an aerodynamics engineer who showed up with Duct Tape. The press release says the small strip made a world of difference, and it helps to raise the EPA fuel economy of the new Mustang by up to 5.6%. If you are in the market for a new or used Ford Mustang for sale, click on the link below and tell us your most ingenious use of Duct Tape in the comments below.Search Ford Mustang For Sale

By Andrew Nabors – July 26, 2017

Ford GT vs Camaro ZL1 At Mid Ohio

Being stuck behind a V6 in the fast lane is what living in Florida is all about. We didn't know it was a national problem until Luke McGrew uploaded his track footage to YouTube. From one Camaro owner to another, I feel his frustrations. But the car he was tailgating was no ordinary machine. The new Ford GT is a twin-turbo V6 that won LeMans in 2016. The carbon fiber chassis is motivated by 647 horsepower and 550 lb-ft of torque. Following close behind was Luke in his 2017 Camaro ZL1. It borrows the supercharged 6.2 liter V8 from the Z06 Corvette. It offers 650 horsepower and 650 lb-ft of torque.Also Check Out: Ken Block Tests New Ford GTThe Ford GT looks to be at a disadvantage in power, but the Camaro loaded with the 10-speed automatic weighs in at 4,100 lbs. The Ford GT is around 500 lbs lighter, and probably a bit more slippery thanks to its smaller size. Each car also makes power in different ways. Ford's EcoBoost engines need to rev in order to spool the turbos, but Chevy's belt-driven intake manifold has available boost at all times. The Ford owner had to pay a premium to get his car this early, as supplier issues are slowing down production. Both drivers need an award for taking their new cars to the track instead of lining up on the street. A little courtesy goes a long way, so always remember to let the faster cars pass you. Ok Ford fans and Camaro comrades, tell us what happened at the end and stay with us for more supercars in action.2004-2006 Ford GT Prices, Specs & Review

By Andrew Nabors – July 18, 2017

2016 Ford Mustang GT350R Carbon Spec on Jay Leno's Garage

Saving weight is the best way to make your car faster. It might not be the cheapest way to increase your performance, but less weight means less fuel used and ultimately less pollution. The aftermarket has embraced carbon fiber, not only for looks but also the incredible strength of the composite. Supercars were the first to use it on the street, and now that the technology has become more affordable the aftermarket s poised for a revolution. SpeedKore Performance is located a few miles north of Milwaukee, and their autoclave is turning out everything from mirrors to full quarter-panels. That's because they have developed a complete carbon copy of the 2016 Ford Mustang GT350R. Also Check Out: Ford Unveils Race-Ready FP350S Mustang After scanning every panel into their CAD system, the car was literally skinned down to the chassis. Instead of spot welds and a thousand 10mm bolts, the new panels are bonded to the chassis. The result is additional strength, lower center of gravity and around 600 lb reduction in curb weight. The Ford Mustang GT530 and GT350R are the first American car to use a flat-plane crankshaft, which means it can spin to over 8,000 rpm. It makes a majority of its power above 4,500 rpm. Maximum torque of 429 lb-ft happens at 4,750 and max horsepower of 526 at 7,500. The effects of less weight are hard to immediately notice in traffic, so Jay hit the highway with SpeedKore VP David Salvaggio. Car engines are most efficient when cruising because the transmission is not stealing power. See the Complete Car Collection of Jay Leno In most manual transmissions, 4th gear is 1:1. That means the engine and drive shaft are turning the same speed. This is where any change in weight makes a big difference. Jay notes the car pulls much harder in the upper gears, and we would love to get behind the wheel. If you have ever put your car on a diet, tell us in the comments below and stay with us for more footage from Jay Leno's Garage.

By Edward Jones – July 06, 2017

Look Inside the New Ford GT Order Kit

The team at Turn 10 Studios recently visited the Ford GT factory to get a glimpse of how their new American supercar would be made. However, before they even knew how their GT would look, they took delivery of an epic order kit for the car.In the kit is just about everything a Ford GT buyer needs to chose from when ordering their car. Molds painted in the various exterior colors are stacked, giving a perfect representation of how the finished product would look. Wheels with interchangeable brake calipers are also included, which look like they would be perfect for a high-end model car. Ford also has pads of interior materials, including the Competition and Heritage Edition palettes.As soon as Turn 10 Studios gets their hands on their Ford GT, we'll be sure to share it with you all.

By Andrew Nabors – June 19, 2017

Ken Block Tests the New 2017 Ford GT

Being one of the most prolific Ford drivers in recent history, Ken Block was invited to join last year's winning team at the 24 Hours of LeMans. The new Ford GT dominated LeMans last year, and they were poised to do so again this year. But the GTE class had brutal acts of attrition thanks to the Balance Of Performance rules, and Aston Martin won the day with Ford taking home 2nd place. As a Brand Ambassador and wheelman for Ford Performance, Ken Block took an early morning lap of the track in a prototype.Probably used to test suspensions and engine calibration, he was limited from going wide open by the engineers. They have probably seen his Gymkhana film series in which purpose-built Fords are subjected to nonstop abuse, and it might be too much to ask of the rare GT. We don't know the exact differences between the production car and the GTE racer, but the throaty exhaust is eerily reminiscent of another EcoBoost V6 found in Hennessey's Velociraptor 600. If you want to try this yourself, take a look at these Ford GTs for sale and dust off your helmet. Hopefully, this is a preview of the next Gymkhana, so stay with us for all your Ford Performance news.

By Edward Jones – June 08, 2017

See How the 2017 Ford GT is Made

Building any car is a complicated and difficult task, but even more so when the car is hand-built and a rolling work of art. For the new 2017 Ford GT, there are many builders working throughout the day to create the new-age American supercar.To give us a glimpse at what it takes to build the new Ford GT, Turn 10 Studios visited and filmed their visit to the factory where the supercar is being built. In the video, found below, you'll be walked through just about every stage of the car's production process. Two of the most interesting things mentioned in the video is the way the Heritage Edition is painted and the "monsoon test" that each car undergoes before it's shipped of to its respective customer.It takes a lot of work to build the Ford GT, but I'd sure like to shake each worker's hand and thank them for creating what is now my dream car.

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