McLaren W1 succeeds P1 with 1258bhp V8 hybrid powertrain

The 0-62mph time is 2.7sec, 0-124mph is 5.8sec and 0-186mph is 12.7sec. Top speed is limited to 217mph and McLaren promises a “crescendo” from the exhaust note that builds towards the engine’s 9200rpm redline.

Different powertrain modes allow for varying levels of electric assistance, from a Sprint mode that gives maximum e-power over one lap to a GP mode that manages its assistance on a longer track run.

A Boost setting gives instant full power, mimicking a race-style push-to-pass system, and this can be combined with an F1-style drag reduction system (DRS) on the rear wing to increase straight-line speed further.

Both of these systems are accessed using the only two buttons on the steering wheel. Four-wheel drive was not deemed necessary for the W1 due to the grip and load afforded by the aerodynamic package and suspension.

Managing that amount of power and torque through the rear wheels was achieved by “Formula 1 know-how”, according to McLaren, whose F1 team currently leads the 2024 constructors’ championship.

McLaren W1 aerodynamics

The W1 follows only the Aston Martin Valkyrie in being a road car with true ground-effect aerodynamics thanks to its underbody design.

There are active front and rear wings, including the W1’s signature feature of an Active Long Tail rear wing, which extends 300mm rearwards rather than upwards to work with the underfloor and rear diffuser to create extra downforce without adding drag.

This function is available on track only. In the aero’s most extreme setting, Race mode, the W1 produces 350kg of front downforce and 650kg at the rear for a total of 1000kg.

Yet, as chief aero engineer Robin Algoo explained, what’s different about the W1 beyond the headline numbers is its stability and predictability while cornering at such high speeds, which allows it to lap the Nardò handling circuit (McLaren’s reference track) 3sec quicker than a Senna.

The starting point for the aero package on the W1 is the central Aerocell carbonfibre monocoque, which the car is built around and integrates the two seats for the cabin to allow for a shorter wheelbase.

Almost every component and installation in the W1, from the mounting of the engine to the suspension design, has been done with aero performance in mind. For that reason, the doors are anhedral rather than dihedral, a McLaren first, and the scoop on the roof, recognisable from the F1 and P1, acts as a flow diverter to the rear.

In road mode, the active front wing lifts and the Active Long Tail rear wing integrates into the body. 

McLaren W1 chassis

McLaren says a key part of the W1’s story is the civility with which it can be driven at everyday speeds and road conditions.

The continuously active race-bred double-wishbone suspension design, called McLaren Race Active Chassis Control III, is new and its operating range has been engineered to span comfortable road driving and blistering track performance.

Comfort, Sport, Race and Race+ modes are selectable. Comfort puts the focus on a “smooth ride quality” while Race and Race+ provide stability for the aerodynamic package to unlock the full performance potential on track.

The ride height adjusts between modes. Pushrods are another McLaren first and work with inboard dampers using F1 expertise at the front to channel airflow, while outboard springs and dampers are used at the rear.

Titanium is among the materials used for construction and 3D printing is one of the production methods used for suspension components in the pursuit of lightness.

McLaren has retained hydraulic steering for the W1 and has fitted Carbon Ceramic Racing+ brake discs with an extra ceramic layer over previous discs to further boost stopping power.

The W1 will go from 62mph to a standstill in 29m and 124-0mph in 100m. Bespoke tyres from Pirelli have been designed for the W1, including track-focused yet road-legal P Zero Trofeo RS rubber and more road- “In Race mode, it produces 350kg of front downforce and 650kg at the rear for a total of 1000kg” focused P Zero R and P Zero Winter 2. The alloy wheels are made from magnesium.

McLaren W1 design and interior

The W1 is 4635mm long, 2074mm wide and 1182mm tall, with a wheelbase of 2680mm, which makes it marginally bigger than a P1.

Extensive use of carbon fibre helps to enable a 1399kg dry weight that’s almost at parity with the P1. The design is more an evolution of the Senna than the Speedtail but it also has plenty in common with the current 750S supercar, albeit with that quite aerodynamic overhaul.

McLaren says the W1’s interior has “unmatched supercar ergonomics and best-in-class visibility”. It also talks up the comfort and spaciousness of the car by supercar standards. Particular focus has been placed on making ingress and egress as easy as possible and the engine quiet when a more civilised driving manner is called for.

The pedals, as well as the steering wheel and primary controls, are adjustable, while the fixed seats are fully upholstered and more reclined than normal to improve comfort.

The A-pillars are McLaren’s thinnest yet to aid visibility. The steering wheel is smaller than is typical for a McLaren and optionally incorporates shift lights to show when the redline is approaching.