The 1,275PS McLaren W1 is our first glimpse at the next era of hypercars

McLaren W1 hybrid powertrain

The powertrain is a showcase of the very latest technology and ideas incorporated into a package that delivers more power than any McLaren before it. An all-new 4.0-litre twin-turbocharged V8 engine forms part of a hybrid setup that combines an electric motor and battery for a total power output of 1,275PS (938kW) and 1,340Nm (988lb ft) of torque.

The engine alone produces 928PS (683kW), or 233PS (171kW) per litre, with a whopping redline of 9,200rpm that carries this new supercar into a different stratosphere of performance. 'Power density' is the name of the game here, the engine has been developed to be as light as possible while incorporating new methods of lubrication and damping that allow for a power output that is substantially more than the previous V8 that powered both the P1 and the McLaren Senna GTR.

Improvements have been made to the turbochargers, too, which are fed by the exhaust manifold, and have been optimised to deliver as much as 30 per cent more torque than before from 2,500rpm, up to a peak of 900Nm (664lb ft) as it approaches the rev limit.

Further improving the response of this monumental new powertrain is the W1's E-module, the electrified element of the hybrid setup that supplements the V8 engine with an extra 347PS (255kW) courtesy of an electric motor that McLaren says is “directly comparable to Formula 1 E-motors.” That motor is combined with an integrated MCU inside a package that weighs just 20kg.

The energy comes from a 1.384kWh battery which is also inspired by those in McLaren's racing cars. Housed within the W1's carbon-fibre monocoque, it's positioned as low as possible in an attempt to optimise the car's centre of gravity. Power from this battery is also reserved for starting the engine and the car's electric reverse, which does away with the need for an alternator or starter motor. Those reductions and others mean that all in the W1's powertrain weighs 40kg less than the hybrid system in the McLaren P1.

All of this performance is transferred to the rear tyres by a newly developed eight-speed dual clutch transmission that's been designed to be able to deal with the excessive torque demand of the W1, while a new hydraulic e-diff manages the power delivery through the axle.

McLaren W1 performance 

On paper the McLaren W1's powertrain looks like a phenomenal piece of engineering, but just how much of an impact has all this development had on the car's performance? It's lowered into a car that weighs 1,399kg, giving the W1 a power-to-weight ratio of 911PS per tonne. The resulting sprint from 0-62mph takes 2.7 seconds, that's officially 0.1 seconds quicker than the P1, but still mighty impressive for a car powered primarily by a combustion engine. More impressive is the way the W1 continues to pull once it smashes through the 62mph barrier, because it will carry on bolting to 124mph in only 5.8 seconds, a whole second faster than the P1, and eventually on to 186mph in just 12.7 seconds, a whopping 3.8 seconds quicker. It's the fastest accelerating road-legal McLaren ever, and such relentless speed makes it substantially quicker than the LaFerrari and Ferrari SF90, and for now at least one of the very quickest road cars on the planet. For additional context should you need it, the W1 laps the Nardo test track three seconds faster than the McLaren Senna.

When you're out on the road, the W1's powertrain defaults in Comfort mode, which deploys the electric motor at low revs and allows for electric-only driving. Sport mode switches to standard full hybrid power with a more responsive throttle, while Race can be configured to either 'GP' or 'Sprint' modes for either more consistent long runs or a fully committed single lap. There's a boost button, too, that will instantly deploy full power from the electric motor, alongside a DRS switch that disengages the rear wing.

McLaren W1 aerodynamics

The straight line speed is just the beginning of the story, because the way the McLaren W1 sticks to the ground might be even more astonishing. The car has undergone extensive development through 350 hours in the wind tunnel and relentless simulation work in CFD (computational fluid dynamics). It's built on a ground effect philosophy, the underfloor has been sculpted F1-style to develop obscene levels of downforce without the need for excessive wings and appendages generating drag on the bodywork.

A major feature of the W1's design is the long tail rear wing, but the important work is all done before any air reaches it. Active aero plays a huge role in the performance of this car, there are more active surfaces here than on any previous McLaren, and each can be engaged at the touch of a button to initiate Race mode. This first and foremost lowers the ride height substantially, by 37mm at the front and 17mm at the rear, accentuating the ground effect and massively influencing grip levels.

Elsewhere the front wing adapts to given situations, diverting air at high speeds, but then helping to shift the balance rearward under braking to improve stability, all the while optimising airflow for brake and engine cooling. At full deployment in Race mode McLaren says the W1's front wing will produce as much downforce as the rear wing on other supercars.

Further back, the front suspension has been sculpted to further condition airflow through the car, working together with the floor to generate downforce and also push the wake from the front wheels out away from the bodywork.

By the time all that air reaches the rear end of the car it's already being worked extremely hard, only to be met with the W1's secret weapon. The huge rear diffuser is a structural element of the car that has required the powertrain itself to be inclined by three degrees to accommodate its design. The rear suspension and radiators have also been positioned high up in the car to maximise the space underneath for the diffuser to work its magic. 

Its design dovetails with the rear wing, which benefits from clever aerodynamics around the roof that allow it to work from a much lower height. In Race mode it can shift rearwards by 300mm which helps to extend the effect of the diffuser and further increase rear end downforce. 

The active elements on both the front and rear wings are managed by separate electric motors, and they are both minutely adjustable to react to the inputs of the driver. Steering, braking and accelerating will all have an affect on the aerodynamics, as will the speed of the car at any given moment. The rear wing will reduce drag in a straight line, or act as an air brake for increased stopping power.

It's the numbers that best portray the results of all this. The W1 can generate up to 1,000kg of downforce, all the while producing 20 per cent less drag than the McLaren Senna does with its DRS open. Adrian Newey would be proud of that.

McLaren W1 chassis and handling

We mentioned the W1's carbon-fibre monocoque, known here as an 'Aerocell', it's been made using the same techniques used for the chassis in the Solus GT that went so well at the Festival of Speed presented by Mastercard a couple of years ago. It's reinforced with resin to provide additional strength while retaining lightness and also results in a finish that means it doesn't need to be completely covered in bodywork, you can see areas of this chassis peeking out from both inside and outside the car.

It's also been designed to integrate into the car's aerodynamics, the chassis itself has been raised up by 65mm to make room for sculpted floor areas which directly feed the diffuser. The seats have also been fitted into the monocoque itself which helps to keep things compact and reduce the wheelbase by almost 70mm.

The design of the chassis is a fundamental element of the W1's performance. The front end of the Aerocell has been raised to 80mm which means the front pushrod suspension mountings can be integrated into the monocoque with inboard dampers, torsion bars and active heave springs inspired by F1 technology. It's a solution that not only leads to substantial weight savings but also means it can be used to aid with the aerodynamics.

A system called McLaren Race Active Chassis Control III manages the transitions from the different drive modes. Comfort mode will focus on a softer ride, while Sport will stiffen up for greater agility. Race mode will deploy all of the W1's tricks, including the active heave system that will manage the car's vertical movement on the fly to deliver a consistent level of ground effect downforce. This can be further enhanced with Race+ which sounds as though it'll be suited only to the world's smoothest race tracks.

We've talked a lot about how quick this car is, but a mention of the brakes, too, which are carbon ceramic. The W1 is fitted with 390mm disks on all four corners, with six-piston monobloc calipers at the front and four-pistons on the rear. They're cooled with F1-style brake ducts moulded into the wheels that also offer an aerodynamic benefit alongside their cooling responsibilities. The headline stopping distances are as impressive as you might think. From 200kph the W1 will brake to a standstill in just 100 metres, and 100-0kph takes 29 metres - substantially less than the McLaren P1.

McLaren W1 design

This new era for McLaren is welcomed with the greatest styling departure in the company’s history. The front end is distinct for its new headlight signature and the sizeable intakes hewn into the bodywork.

Enormous intakes in the shape of the McLaren emblem and reminiscent of an F1 sidepod, open up huge gulfs in the rear haunches that direct air into the engine which is just barely visible from beneath a sculpted cover. The mechanical rear-wing sits flush with the rest of the bodywork, atop the massive diffuser.

Perhaps the most striking element of the W1 is the gullwing style doors, a major change from McLaren’s traditional dihedral openings. They’re said to offer easier access into the cockpit, but they have also been directly incorporated into the aerodynamic design as they guide air from the front wheel arches.

McLaren W1 interior

The sculpted, nose-up shape of the monocoque makes for an incredibly racy and reclined F1-style driving position. With the seats being fixed in place, the rest of the integral driving controls including the steering and pedals can be adjusted to fit. The insides of the doors meanwhile have been carved to offer more elbow room for occupants.

Only two buttons are positioned on the steering wheel, those for boost and active aero deployment, while the chassis and powertrain modes are adjustable via rocker switches a la McLarens Artura and 750S that are attached to the instrument binnacle that moves together with the steering column. The binnacle itself is also aerodynamic in design, directing warm or cool air towards the driver.

An additional eight-inch touchscreen infotainment system sits in the centre of the dashboard and comes equipped with Apple CarPlay USB C connectivity and USB A charging. Cupholders are positioned between the seats and up to 117 litres of luggage storage is provided in the space behind, accessible by folding down the headrests.

In a departure from the extreme performance focus of the exterior design, the W1 allows an element of comfort for the driver and passenger. Visibility has been maximised with optional side windows and narrow A-pillars, while 3mm-thick carbon-fibre sun visors are the dairy-free icing on the low-fat cake.

McLaren W1 price

If you were reading this thinking you'd quite like to buy one of these, we're sorry to say you've already missed the boat. 399 McLaren W1s are set to be produced, and all of them have already been accounted for. With prices starting from around £2million, we'll join you in thinking we're probably better off saving the cash anyway.

We highly doubt that any W1s have been sold at the starting price, though, because McLaren is offering this car with "virtually unlimited bespoke personalisation" through the McLaren Special Operations shop. The interior can be trimmed with a range of materials and finishes, including a brand new innovation called McLaren InnoKnit, which sounds as though it is knitted onto the car itself for a perfect fit. It can be tailored in a variety of colours and patterns, it can even be incorporated into speaker grilles, we cannot wait to see what some of these owners get up to with this incredible sounding option.

You can of course opt for such things as leather and Alcantara, but why on Earth would you do that when you can get yourself your own knitted McLaren? Jewelled switchgear sounds pretty snazzy, as do the virtual reality tools that allow you to design your car in front of your eyes.

McLaren has outdone itself with the W1. It looks to be a worthy successor to the P1, a car that will lead the charge into the next era of ultra-performance hypercars. Fingers crossed we'll get a chance to see it on the Hill at the Goodwood Festival of Speed presented by Mastercard before too long.