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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 Charles Bradley – March 07, 2025

New Film Friday On Petrolicious: Lab Eleven’s Perfect Eli...

Petrolicious, the creator of quality, original films and articles for classic car enthusiasts, has released its latest video, featuring Lab Eleven's backdated Porsche 993s that create the most beautiful Porsche 911 restomod machines on the market. After a couple of years away, the Petrolicious website and YouTube Channel has been recently rebooted by duPont REGISTRY Group, and new films are now dropping every Friday. Petrolicious celebrates the inventions, the personalities, and the aesthetics that ignite a collective lust for great automotive machines, and it seeks to inform, entertain, and inspire its community of aficionados and pique the interest of those who have been missing out. Today, Petrolicious takes up Lab Eleven’s story... “If a car sits too long, it starts to die.” That is the ethos at Lab Eleven. No over-polished baubles. No overbuilt tech experiments masquerading as classics. Just 911s built to be used, built to last, and built to keep showing up for its only job, to be driven. The restomod world has a habit of missing the point. Somewhere between the bespoke interiors and the carbon fiber everything, a lot of builders lost track of why people love these cars in the first place. The formula has gotten predictable. Strip a 911 down to its studs, load it up with more power than anyone will ever use, tweak the suspension until it stops feeling a bit bitey, and then call it an improvement. It isn’t. It is just progress for the sake of it, and progress does not always move things forward. Lab Eleven is not interested in better for the sake of automotive performance theater. They are interested in better for the sake of driving. Pino La Rosa and his daughter Milena run their shop in Milan the way you would expect from people who actually care about these cars. Every Lab Eleven build starts with an accident free 993 and gets stripped down. What happens next depends on the car and the owner, but the process is always the same. Make it sharper, stronger, and more usable without killing what makes it a 911. " width="680"> “We are not here to make a completely different car, we are here to make the best possible version of the car that already exists.” That means no unnecessary gimmicks. No touchscreens, no pointless tech, no desperate attempts to make an air cooled car feel like something that rolled off a production line yesterday. “You should still feel the road, still hear the engine, still know what the car is doing beneath you.” The engines are rebuilt in three stages. A 3.6, a 3.8, or a 4.0 liter pushing anywhere from 300 to 400 horsepower. It is more than stock but not excessive, just enough to make the car feel alive. This may turn things into a bit of a handful for the rear engined uninitiated, but never more than one. Some panels are swapped for aluminum or carbon fiber, but only when it improves balance and durability. There are no qualifying laps that reward weight savings, and Colin Chapman is not breathing down your neck as you roll out of your garage. The goal is not to shave grams off a control arm or hub. It is about balance. Inside, they stick to materials that belong, wool fabrics, houndstooth, and leather that looks and feels right. Somewhere along the way, the restomod scene evolved into a competition to build the most expensive cars and coffee accessory. Machines that flick their blinkers a few times before arriving at an asphalt prison, only to be tucked back into a temperature-controlled garage, polished with an overpriced orbital, and plugged into a twelve volt battery tender, the automotive equivalent of life support. Lab Eleven builds cars that need to be driven. Lab Eleven cars belong on alpine passes, winding back roads, and long stretches of open road where dirt and rock chips are part of the experience. A Porsche was never meant to be perfect. It was meant to be driven, to wear in, to collect the marks of use that prove it is alive, and when the time comes, you pass it on, imperfections and all.

By Andrew Nabors – August 12, 2020

Porsche Supercars Cruise Across Southern Germany

We are blessed to have amazing roads in all 50 states, but they don't compare to the history of driving in Deutschland. The ancient Kingdom of Bavaria comprises one-fifth of Germany, and it borders the Porsche family's Austrian hometown of Zell am See. The Black Forest was home to fierce tribes who kept Rome from expanding, and Lake Constance provides a picturesque border with Switzerland. These narrow, winding highways are why Porsche places such an emphasis on handling. In this latest shoot for CURVES Magazin, these Porsche supercars consist of the Carrera GT, Cayman GT4, 918 Spyder, and a 911 Turbo. Tell us your favorite in the comments below and stay with us for all your Porsche news. " width="680">

By Edward Jones – July 06, 2020

Porsche Testing a Mysterious 911 With a Ducktail

A mysterious Porsche 911 Turbo (992) is currently being test on the Nurburgring and it's definitely catching eyes. While it remains under camouflage, there's one aspect that's easily spotted: it's ducktail. This type of wing hasn't been seen on a Porsche in quite some time so this is exciting for not only Porsche fans but automotive enthusiasts in general. YouTube Channel 'Automotive Mike" captured the mystery 911 being test on the Nurburgring during the Industry Pool. He notes that Porsche has indeed hinted at a two-seater lightweight version of the 911 and this could be that very car, but the real answer as to what it is remains in the air. Check out the video below and let us know what you think in the comments down below. See All Porsche 911 Turbos for Sale

By Andrew Nabors – June 04, 2020

Porsche 911 Targa 4S Heritage Edition in Action

Never before have they tried to evoke the spirit and enthusiasm behind their first model. By looking back to the 356, Exclusive Manufaktur has allowed us to see the Porsche 911 Targa 4S Heritage Edition in action. As you probably know, the Exclusive department builds each car by hand. Details as small as the cast-gold badges and the leather dash set it apart from all others. Set to a Rockabilly background, the diner and milkshakes make for pure Americana. To celebrate the Targa's return on the latest 992 chassis, only 992 examples will be produced. As we told you a few days ago, each one will offer 450 horsepower and 391 lb-ft of torque to all wheels, so click the button below to reserve yours from our dealers. Browse Porsche Targa 4 For Sale

By Andrew Nabors – June 02, 2020

2021 Porsche 911 Targa 4S Heritage Edition Limited to 992...

With a comprehensive list of amazing features, we have no doubt that the new Porsche 911 Targa for sale will be very successful. Many customers will be happy with the versatility and styling of the Targa 4. But if you want an heirloom worthy of any Concours, the 2021 Porsche 911 Targa 4S Heritage Edition is limited to 992 examples. As the first Heritage Edition 922 to be based on the 992 chassis, no detail was overlooked. First off, each car will be offered with a matching Porsche Design chronograph. The face evokes the same shape as the exclusive wheels, and the bands are made of the same premium leather found throughout the interior. 2021 Porsche 911 Targa 4 & Targa 4S Unveiled Each car will arrive with 2-tone leather on the dash, doors, pillars, seats, and almost every surface. Bordeaux Red and Atacama Beige hides have been stitched by hand. Courdoroy inserts on the seats and door panels are a throwback to the 356 series while keeping you held in place during spirited driving. The original Porsche 911 badge from 1963 can be found on the hood, steering wheel, keys, and the Carrera Exclusive wheels (20" & 21"). Exterior graphics include white diamonds behind the headlights, prominent roundels on the doors. Inspired by the overwhelming response to the 2019 Porsche 911 Speedster, the owner will be able to choose how much historical content that is included. It goes without saying that all optional performance and luxury options offered on the new Targa 4S are standard equipment. You will have 450 horsepower and 391 lb-ft of torque sent to all wheels. While the press release mentions the 8-speed PDK transmission, we hope the 7-speed manual is also offered. Our dealers have all the info, so click the button below to find one near you and stay with us for all your Porsche news. Browse Porsche 911 Targa For Sale

By Andrew Nabors – June 01, 2020

Porsche Taycan Soul Journey Day 4: Endurance

Formula E is changing all preconceived notions of racing. With automakers around the world fighting for electric dominance, Porsche has officially thrown their hat into the ring. To announce this big effort, the Porsche Taycan Soul Journey landed in the Arabian Desert for Day 4. Endurance is something that Porsche legend Jacky Ickx knows all too well. Behind the wheel of the 959 Rally Car, he used the first 911 with 4WD to bring home several wins. Meeting Mark Webber, they extol the virtues of the electric Taycan Turbo S. It takes Porsche AWD into the electric market, and we suppose it could have some offroad fun with the right tires. To tackle some of the biggest dunes in the world takes a turbo SUV, so tell us which one of this trio you would drive and stay with us for all your Porsche news. Browse Porsche Taycan For Sale

By Andrew Nabors – May 21, 2020

2021 Porsche 911 Targa Is All You Need

Choosing between coupe and convertible can be tough for many owners. Only Porsche offers the best of both worlds. With the ability to transform from one to the other, the 2021 Porsche Targa is all you need. We went over the specifics of the Targa 4 and Targa 4 S when they were introduced. Both models offer the latest in All Wheel Drive, with the latter sporting a 7-speed manual transmission. The roof mechanism is a symphony of precision that will mesmerize you every time, so click the button below to find yours and stay with us for all your Porsche news. Browse Porsche 911 Targa For Sale

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By Andrew Nabors – May 18, 2020

2021 Porsche 911 Targa 4 & Targa 4S Unveiled

Choosing between coupe and convertible has always been difficult. That is why the Porsche 911 Targa solved the problem in 1965. While earlier Targa models had a removable roof that could be left at home, it is time to embrace the latest in technology. Improving upon the mechanism unveiled on the previous 991 series, we are delighted to announce that the 2021 Porsche 911 Targa & Targa 4S have been unveiled. The new 992 chassis offers more strength and better response with an open top than the previous-generation coupe. As evident in their name, both models arrive with the latest in All Wheel Drive with a choice of two engines. The Targa 4 offers 385 horsepower and leaps to 62 mph in only 4.2 seconds (with the optional Sport Chrono package). It is a tenth faster than its predecessor, which equals much more fun at higher speeds. If you demand the best, the Targa 4S offers 450 horsepower to reach 62 mph in only 3.6 seconds. That is an increase of nearly a half-second over the 991 Series Porsche 911 Targa 4S for sale. Both cars arrive standard with Porsche Traction Management. InnoDrive with adaptive cruise control is optional, and Smartlift can adjust ride height for different driving modes. You probably already guessed that the Targa 4 will have an 8-speed dual-clutch, the Targa 4S can be had with a seven-speed manual. It also has 391 lb-ft of torque between 2,300 and 5,00 RPM, so you can wind out each gear with a smile on your face. Click the button below to learn more from our dealers and stay with us for all your Porsche 911 news. Browse Porsche 911 Targa For Sale

By Andrew Nabors – May 05, 2020

Porsche Taycan: Creating the Perfect Sounds

No detail was overlooked when developing the Porsche Taycan for sale. While every electric car is required to emit sounds at low speeds, they didn't have to create an entire acoustics team. These audio engineers developed Porsche Electric Sport Sound that can be activated by the driver. It is the perfect blend of flat-six heritage and an electric future, and you won't be disappointed. That is why you should click the button below to experience it for yourself and stay with us for all your Porsche news. Porsche Taycan Price & Specs Browse Porsche Taycan For Sale

By Edward Jones – September 04, 2019

McLaren 600LT vs Porsche 911 GT2 RS Drag Race

The McLaren 600LT has many competitors, including the Porsche 911 GT2 RS, Lamborghini Huracan Performante and Ferrari 488 Pista. Motoring Magazine recently took the 600LT and 911 GT2 RS out for a drag race to see how they stacked up against each other in a straight line. Could the new English supercar that breathes flames take out the record-breaking Porsche? At the finish line, the race was extraordinarily close but one car was crowned the clear victor. When compared through specifications, the 911 GT2 RS edges out the 600LT in terms of power. On the Porsche side, the 911 GT2 RS packs 690 horsepower, while the 600LT is at 592 hp. The 911 GT2 RS also beats the 600LT's torque numbers with 553 lb-ft against 457 lb-ft. One very important specification that the 600LT wins out on is weight, thanks to its curb weight of 2,994 lbs, which is much lighter than the 911 GT2 RS (3,241 lbs. The 600LT is also cheaper-- $240,000 vs $293,200. Which car out of the two would you take home? see all mclaren 600lt's for sale see all porsche 911 gt2 rs for sale

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