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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 – June 16, 2020

2021 Mustang Mach 1 Combines Historical Influences With S...

Innovation never stops at Ford. Their Coyote 5-liter V8 offers incredible low end torque along with high-rpm exhilaration. With such a powerhouse under the hood, it was only a matter of time before they turned their attention to the chassis and aerodynamics. That is why the 2021 Mustang Mach 1 combines historical influences with Shelby hardware. With 480 horsepower and 420 lb-ft of torque, a new Tremec six-speed manual is the first Mustang to offer active rev-matching. The dual-disk clutch easily grabs the flywheel since the computer matches RPM to the input shaft. A 10-speed automatic with two oil coolers is optional, but it can't be had with the Handling Package. Buyers who select this option will receive more aggressive spoilers, fender flares, and a Gurney Flap for 150% more downforce. Also included are Tarnished Dark aluminum wheels measuring 19"x 10.5" front and 19" x 11" rear offer incredible grip in any situation. They are the basis for an all-new EPAS calibration, bespoke MagneRide shock tuning, and solid sway bars. Other standard equipment includes separate cooling circuits for engine oil, transmission fluid, and the differential. For the first time on a Mustang, a full-length belly pan forces high-pressure tubeulance against the brake rotors, keeping them cool while the car is glued to the road. Our Ford Dealers have all the details, so click the link below to learn more and stay with us for all your Mustang news. Browse Ford Mustang For Sale

By Edward Jones – February 13, 2020

2020 Shelby GT500 vs Tesla Model S Drag Race

The Tesla Model S Performance has been the car to beat at the drag strip. Thanks to its instant electric power and ability to pump power to all of its wheels, the Model S Performance can launch in an instant. This has led many to pit their cars up against the electric car, especially if their car is a new and powerful muscle car. DragTimes' recent video shows this exact occurrence in action. In the video down below, you'll see the Tesla Model S Performance taking on a 2020 Ford Mustang Shelby GT500 at the drag strip. During the three races, there is one thing that's consistent and that's the results (and the early launch of the GT500). Check it out down below to see how the new GT500 stacks up against the Model S. ALL MODEL S FOR SALE ALL GT500 FOR SALE " width="680">

By Edward Jones – January 02, 2020

See the 2020 Mustang Shelby GT500 Race a 2018 Ford GT

If you're looking for American power in the form of a car, Ford has plenty of options for you. Two of their most powerful models are the Mustang Shelby GT500 and GT, with one being a raw muscle car and the other a Le Mans car built for the road. DragTimes recently had the chance to test these two cars against each other. While Brooks of DragTimes has his own GT supercar, the Shelby GT500 came from Ken of Palm Beach Dyno who just took delivery of the sinister Mustang. Check out the video down below where they give a solid comparison between the two monster Fords. SEE ALL FORD GT'S FOR SALE SEE ALL SHELBY GT500'S FOR SALE

By Andrew Nabors – November 08, 2018

Dodge Hellcat Gets Bested By Decade-Old Shelby GT500 in D...

You can't deny the abilities of Dodge's SRT division. They have stuffed their supercharged 6.2-liter into everything from the Charger to the Jeep Trackhawk, and possibly a Ram truck next year. But everyone loves the Challenger Hellcat. It was built with drag racing in mind, and it can run consistent 11's all day long. Check Out The Lamborghini Huracan Performante Specs! What you see in the far lane is obviously a Shelby Mustang GT500, but it has something special under the hood. The GT500 returned in 2007, powered by a 5.4-liter supercharged V8. It was very similar to the engine used in the Ford GT, making 500 horsepower and 480 lb-ft of torque. Being the king of Ford's "Modular" V8 family, the aftermarket has embraced it with heads, cams, and stroker kits. It was only available with a six-speed manual, unlike the Hellcat which is offered in stick or automatic. One big difference between them is the Hellcat is almost 700 lbs heavier than the Mustang. We don't know why Ford only builds wild Mustangs in limited runs, but we have several to choose from in the links below. Related: View All Shelby GT500 Mustangs For Sale Max Root Racing Applies for Ford GT Ford Series 1 Mustang RTR

By Edward Jones – May 17, 2018

Lamborghini Centenario Rev Battles Procharged Mustang GT350R

Have you ever seen a Mustang rev off against a Lamborghini? Probably not, but now you will. At the CF Charities Supercar Weekend, a Lamborghini Centenario showed up, as did a procharged 2017 Ford Shelby GT350R.Naturally, the owners of these two cars parked them back-to-back and pitted them against each other in a rev battle. On the one hand, you have a monster American muscle car, while the other is an Italian hypercar worth almost $2 million. That being said, each gives off an exhaust note that needs to be heard, making the video from DownShiftRecords below worth a play.The Lamborghini Centenario is powered by a naturally aspirated V12 engine that produces 770 hp, making it Lamborghini’s most powerful engine that they’ve ever produced. With a weight of 3,351 lbs and the power mentioned above, this hypercar will run 0-62 mph in just 2.8 seconds and 0-186 mph in 23.5 seconds. Its top speed is said to be over 217 mph.Ford's Shelby GT350R originally comes with a new 5.2-liter engine at 526 hp and 429 lb-ft, but the one in the video below is far from original. GlasWerks DMV told us this Mustang their own shop car, and it comes with new exhaust, headers and more. As for power, this GT350R pushes out over 700 hp and almost meets the horsepower rating of the Centenario.

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 – 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 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 – October 11, 2016

Mustang GT500 Takes On Nissan GT-R in Surprising Street Race

If you've ever been to a drag racing event, odds are there was a Nissan GT-R there. Since it was released, people have been modifying the GT-R to become gods of the strip through various modifications. As for the Mustang GT500, it's not held in the same regard but it can still haul booty, especially when modifications are introduced.(Related - Who Wins the World's Greatest Drag Race?)This is why the drag race seen below is very interesting. In the video we see a GT500 take on a GT-R on a public road. Before I go any further I'll say that we don't condone these actions and street racing is an illegal action. Always follow your local safety laws and drive safe. Now that that's been said, let's get into it.The GT500 is noted as having 730 whp on tap thanks to a new upper, throttle body, exhaust, but it's running on pump gas. As for the GT-R, it only has unspecified bolt-on mods and is also running on pump gas-- its horsepower is unspecified as well.So who will win the race? Click play to find out.

By Edward Jones – July 07, 2016

America vs Germany: Ford Mustang GT vs BMW M2

"American brawn meets European precision," notes the announcer in EVO's latest video that pits the Ford Mustang 5.0 GT against the BMW M2.American brawn = 5.0-liter V8 engine (410 bhp and 391 lb-ft of torque) and a six-speed transmissionEuropean precision = Twin-turbo 3.0-liter 6-cylinder (365 hp and 369 lb-ft of torque) and an M Double-Clutch transmissionSure, one quick peek at those specs and it's obvious that the Mustang GT is home to more power than the M2. But, what I didn't include is the weight of both cars, which can make or break drag races. For the Mustang GT, it reads 3,772 lbs when it steps on a scale. As for the M2, it weighs in at 3,351, significantly lower than the Mustang. Is this difference in power enough to give the M2 an edge in a race from a dig? Click play below to find out.Mustangs For Sale | M2s For Sale

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