The new McLaren W1: a supercar at heart

Top performance thanks to High-Performance Hybrid drive with V8 engine and pure rear-wheel drive

The beating heart of the W1 is the all-new ‘High-Performance Hybrid’ drive system. This consists of McLarens new MHP-8 V8 combustion engine, a brand new E-module (which includes a radial-flux engine and engine control) and an eight-speed E-reverse gearbox. The electronic differential (E-differential) sends all the power and torque to the rear wheels.

The 928bhp of the new V8 and the 347bhp of the E-module bring the total power output to 1,275bhp, making the W1 the most powerful McLaren ever and leaving all its competitors behind. Developed to deliver awe-inspiring power delivery and breathtaking performance, the W1’s powertrain, combined with its vehicle weight of 1,399 kg, delivers a stunning power-to-weight ratio of 911 hp/tonne. This is the highest ratio ever for a McLaren road model and, more importantly, the highest in its class.

Combined with system torque of 1,340 Nm and the direct throttle response of the E-module, this massive power output produces phenomenal acceleration figures: the W1 sprints from 0 to 100 km/h in 2.7 seconds, from 0 to 200 km/h in barely 5.8 seconds and from 0 to 300 km/h in less than 12.7 seconds.

McLaren has challenged conventions by opting for pure rear-wheel drive despite its enormous power and torque, while most of its competitors prefer front-wheel support. Only McLaren manages to unite acceleration of this level and the corresponding dynamic performance in a rear-wheel-drive supercar. This is thanks to McLaren’s extensive experience in the Formula 1 world, where power is delivered exclusively through the rear wheels to deliver top performance and ensure ultimate steering precision.

McLarens brand new MHP-8 engine, a V8 at a 90-degree angle and with flat crankshaft, is crucial to the W1’s power delivery. The 3,988 cm³ twin-turbocharged V8 was designed from the outset as the beating heart of the very best electrified powertrains. It has a lightweight engine block and aluminium cylinder heads and pistons and is testament to McLaren’s expertise in developing pioneering internal combustion engines. For example, it uses plasma spray-coated cylinder bores to achieve revs of up to 9,200 rpm.

The combination of Gasoline Direct Injection (GDI) under 350 bar and port injection takes the MHP-8 engine’s performance to the next level without adversely affecting emissions. This results in the highest specific power ever in a McLaren: a whopping 233 hp per litre.

The W1’s twin-scroll turbos have been optimised to deliver higher peak power and torque than previous components. They are available across the rev range and offer improved response from 2,500 rpm.

The tubular manifolds in the exhaust have been designed to maximise both driver engagement and performance with long runners of equal length. These are tuned to send the sound crescendo as the electronic rev limiter approaches 9,200 rpm.

The motorsport-derived E-module works in conjunction with the internal combustion engine. It is mounted on the side of the transmission and produces up to 347 hp. This E-module includes a radial-flux type electric motor and integrated motor control, a technical approach also seen in IndyCar racing, and is a masterclass in maximising efficiency while minimising overall volume and weight. The complete module weighs just 20 kg and also offers the advantage of requiring less coolant volume and fewer low- and high-voltage connections and seals. The sealed unit increases ease of maintenance with a dry interface outside the transmission unit.

The electric motor reaches speeds of up to 24,000 rpm and delivers a specific power of 23 hp/kg, which is directly comparable to that of the E-motors in Formula 1.

The E-module is powered by a 1.384 kWh battery, which, together with the control unit and power distribution unit, is placed on a carbon fibre structural floor plate in a cavity in the carbon fibre monocoque, which sits so low to improve the vehicle’s centre of gravity.

The motorsport-derived battery cells are designed to prioritise high power for the E-module. This benefits throttle response and increases system power to the level needed to deliver the W1’s breathtaking performance levels. Even with this focus on maximum power, the W1 can drive for up to 2 km in emission-free pure electric mode. The state of charge of the battery is managed to maintain a minimum charge level to start the combustion engine when setting off, to provide power for the reverse function and to maintain a reserve when the car is left parked for longer periods.

In line with McLaren’s efforts to minimise weight, the total weight of the hybrid components was reduced by 40 kg compared to the McLaren P1TM, while the power output almost doubled. Even more weight is saved by the absence of accessories to the engine, such as the alternator, starter motor and extra pipes needed for conventional climate control.

Formula 1-inspired aerodynamics with ground effect

McLaren has been synonymous with aerodynamic innovation and excellence since the very beginning. Bruce McLaren himself was always determined to exploit every advantage that came from new techniques to manage airflow and balance buoyancy and drag as efficiently as possible. The McLaren M6A, the race car that won the 1967 Can-Am championship, used aerodynamic features that increased ground effect with great success. It would be another decade before the technology was applied in Formula 1, and we even had to wait until the 1990s before it showed how effective it could be in a road car. Nevertheless, the ground effect remains an important advantage in the context of a complete aerodynamic kit for car manufacturers who manage to master it.

Not surprisingly, aerodynamic requirements drive the striking design of the new McLaren W1. McLaren engineers made every effort to combine high downforce with low drag. To do so, they used ground effect innovations that contribute to the extraordinary performance of the new Ultimate McLaren.

The W1’s aerodynamic platform is the most advanced ever in a McLaren for the road and is the result of 350 hours of wind tunnel testing with 5,000 points tested. The concept is based on the self-supporting Aerocell, which is shaped to allow aerodynamics with maximum ground effect. The Aerocell is unique to the W1, which also has the largest number of aerodynamic and active surfaces of any McLarens. The Aerocell features integrated seats that save almost 70 mm of wheelbase, raised footwells with adjustable pedals and adjustable steering for an optimal driving position.

The Aerocell also includes fixings for McLarens first Anhedral doors. The choice of this door concept was driven by aerodynamic requirements. These called for a door design that hinges only from the roof. Combined with the smaller side windows, McLarens Anhedral doors optimise airflow from the front wheel arches to the hot radiators, creating additional cooling space. Moreover, the radiators needed to cool the powertrain can be made smaller, optimising the layout and saving weight. The fact that the shape of the doors is reminiscent of the bodywork of the McLaren MCL38 Formula 1 car also represents a nice visual signature.

The W1 builds on the aerodynamic innovations from the F1 world that first distinguished the McLaren P1TM from its competitors and were further refined in later McLaren models. The focus on aerodynamic requirements in the W1 even extends to the powertrain. This was tilted three degrees to accommodate the rear diffuser, which generates considerable downward pressure.

Key to the W1’s dual dynamic nature, which guarantees a sublime driving experience both on the road and on the track, is McLaren’s Race mode. Once it is switched on, aerodynamic technologies change the shape of the car to enable an unprecedented radical transformation from road to track model. Unique to the W1, much of the downforce is generated by the full underside for ground effect. This is maximised when Race mode is active.

The lowered ride height (-37 mm at the front and -17 mm at the rear) and the use of active front and rear wings are not show elements: in Race mode, the W1 can generate up to 350 kg of downforce at the front and up to 650 kg at the rear. This allows total downforce to reach 1,000 kg in fast cornering.

Active front and rear wings and the W1’s roof-mounted airflow distributor are among the most advanced aerodynamic features ever seen in a McLaren road model. The revolutionary McLaren Active Long Tail rear wing – perhaps still the most spectacular visual element of the new W1 – is crucial to the car’s aerodynamic performance. McLaren’s first association with a ‘longtail’ dates back to the 1997 F1 GTR, but in the case of this new Active Long Tail wing, it is an essential part of the car’s strategy for managing aerodynamic drag and buoyancy.

Powered by four electric motors, the McLaren Active Long Tail moves up, down or – if the W1 is in Race or Road mode – 300 mm backwards. It also adjusts to vertical angle, increases the working area of the rear diffuser in Race mode and is essential for generating downforce. It also acts as DRS and air brake where necessary to optimise aerodynamic balance.

The front wing is controlled by two electric motors and moves in an arc to create a lower frontal area across its entire width. As a result, in Race mode, air is directed under the car via a Formula 1-style T-tray and keel. The two wings interact with each other and with other design elements to quickly and accurately meet aerodynamic requirements.

In road driving, the Active Long Tail wing lies over the rear part of the bodywork and the placement of the front and rear wings is optimised for this environment. The front wing then sits higher at low speeds to avoid damage from speed bumps. The W1’s lift system further reduces this risk.

The front suspension design also contributes to aerodynamic efficiency. The lower pushrod wishbones and internal damper system were placed noticeably higher to allow air to flow cleanly to the rear of the car. Other components have an optimised aerodynamic profile to further contribute to this. Conditioning airflow at the rear of the car is less of a priority as the diffuser manages this function. With that, external springs and dampers are the optimal solution.

Uncompromising dynamism thanks to McLaren DNA

McLaren’s philosophy of lightweight technologies and the use of bespoke carbon fibre structures give the W1 a dry vehicle weight of just 1,399 kg. This is essential for delivering top performance both on the road and on the track.

The all-new McLaren Race Active Chassis Control III suspension with McLaren Race mode offers an unprecedented range of capabilities, from compliance with traffic regulations to unrivalled track performance and optimal car-driver interaction.

Comfort mode offers occupants a smooth ride with more controlled body movements at medium and high speeds. Sport mode offers a more immersive connected mode with an emphasis on body control and agility at all speeds. Race mode emphasises a stable aerodynamic platform. Here, an active heave element ensures superior track dynamics and consistent downforce.

The W1’s suspension system works together with the active aerodynamic features at the front and rear. These are integrated into a unique ground design for an aerodynamic ground effect. This generates the required load and grip to deploy torque through the drive axle, reducing the need for all-wheel drive and thus the extra weight on the front axle. The ability to transfer such high torque only through the rear axle is essential to maintain the unsurpassed feedback of McLarens Hydraulic Performance Steering and feel on the front axle.

Another Formula 1 influence is that the front suspension also includes titanium torsion bars, as well as a transverse active heave element, while the rear suspension uses a Z-bar with active stabiliser rods to control swell. In the relentless pursuit of low weight, 3D printing was used for the front axle carriers and triangles of the advanced suspension system.

The W1’s braking system is a further evolution of McLaren’s acclaimed high-performance hydraulic system, which has been enhanced to meet the diverse demands of flawless response and feedback on road and track, while delivering ultimate stopping power. The W1 has enough of 29 metres to stop from 100 km/h and barely 100 metres to brake from 200 km/h.

Braking is done with forged monoblock calipers with six pistons at the front and four pistons at the rear. The 390 mm discs in the McLaren Carbon Ceramic Racing+ (MCCR+) system are unique to the W1. They are distinguished from previous carbon ceramic discs by an additional ceramic layer. This increases durability and allows for more aggressive brake pads and higher friction levels to boost braking efficiency.

Braking performance is further optimised with aerodynamic features to cool the system. The air ducts take their inspiration directly from the ducts in Formula 1 and are designed to increase downforce and radiator cooling by managing the wake of the tyres. The brake lines are routed to minimise interference with the airflow under the car.

The electronic parking brake is integrated into the rear calipers. This saves weight while improving component rigidity.

The fastest-driving and accelerating street-legal McLaren ever

Even the super-light and track-focused McLaren Senna can’t beat it: the W1 shows itself as much as 3 seconds faster per lap on McLaren’s benchmark Nardo circuit. It is also the fastest accelerating street-legal McLaren ever. These two qualities are impressive enough on their own, but even more so when you consider that you need a lot of downforce as well as very low drag to achieve them.

McLaren’s Race mode is inspired by the work of generations of Formula 1 engineers. It offers a choice between two suspension settings: Race and Race+, with the latter being the harshest. This allows drivers to choose the ideal settings when driving on an undulating, bumpy track that requires consistent downforce, or on a flat and level track where the platform’s ground effect needs to be optimised.

Drivetrain options in Race mode are ‘GP’ for more consistency during longer track sessions and ‘Sprint’ for maximum performance and deployment of the E-module during a single lap. Two ergonomically placed buttons on the steering wheel are perfectly within the driver’s thumb reach and offer additional options. ‘Boost’ immediately deploys the full available power of the E-module – just like in Formula 1 – to give the driver the edge to overtake on the track or accelerate extra fast out of corners as required. This mode can be combined with the ‘Aero’ button for a customised Drag Reduction System (DRS) effect thanks to the McLaren Active Long Tail rear wing.

Tyre performance is also crucial for mechanical and aerodynamic grip. That is why the W1 offers a choice of three tyre types from McLaren’s technical partner Pirelli, in size 265/35 at the front and size 335/30 at the rear. To meet the extreme demands of the car, Pirelli P ZEROTM Trofeo RS type street-legal track tyres are fitted as standard. These tyres feature a rubber compound specially developed to ensure the highest performance and consistent grip during track sessions. Other options include the Pirelli P ZEROTM R and Pirelli P ZEROTM Winter 2 tyres, also tailor-made for the W1. The former is a road solution while the latter delivers excellent cold-weather performance.

Visually attractive technology

McLaren’s strategic ‘Performance by Design’ approach rests on the five core principles of McLaren’s design DNA: Epic, Athletic, Functional, Focused and Intelligent. The new W1 unites all these qualities. Its streamlined design, with almost every panel made of carbon fibre, makes the W1 instantly recognisable as a McLaren supercar. As a bold visual demonstration of the W1’s dual nature, the smooth, flowing top contrasts with the extreme and uncompromising ground effects of the bottom.

The front end of the W1 leaves no doubt about its aerodynamic excellence. Several layers in the underside of the body direct airflow to the aerodynamic surfaces at the rear of the car. At the top of the nose there are air intakes at the level of the lights and upper wheel arches, while in the middle of the bonnet there is, as it were, one large nose wing. At the rear of this is an aerodynamic flap that provides access to the EVSE charging port and the brake and windscreen washer fluid reservoirs. Visible aerodynamic carbon-fibre structures and suspension components are also themes that recur throughout the car.

The side view of the W1 is influenced by the design of the F1-style side panels. A wide recess in front of the convex door creates space for air to leave the front wheel arch through two exhausts – revealing the front suspension arms – and two large inlets for the rear section. The most prominent of these feeds the hot radiators, has a triangular shape and provides an undercut for the rear wheel, where the second inlet is located. This intake features an air duct to the rear diffuser and brake ducts. Even the side mirrors were designed to improve the streamline: they were placed as far out as possible on a support and are shaped to direct airflow away from the rear of the car so as not to interfere with the efficiency of the radiators and the Active Long Tail wing.

The distinctive curve of the bodywork at the rear includes a minutely detailed bonnet. It is located under the power distributor, houses the shark fin antenna for audio and navigation and is situated above and in front of the central stoplight and rear-view camera. The bonnet directs a clean airflow to the Active Long Tail wing with two elements that sits above the large dual central exhaust. The muscular character of the rear is reinforced by the prominent diffuser with several framing elements.

In top view, the W1’s design looks remarkably sleek for an aerodynamically led design because of its pronounced hammer-headed nose and sleek, teardrop-shaped passenger compartment, which then opens up to the McLaren Active Long Tail wing. This contrasts sharply with the remarkably complex underside of the bodywork, which is deliberately highly detailed to optimise the ground effect.

Unique and seductive

McLaren Special Operations offers virtually limitless personalisation options to give owners the freedom to create their own unique supercar. The range includes several luxurious and innovative interior materials, including McLaren InnoKnit, a world first. This infinitely flexible and featherweight material is custom-made to seamlessly blend interior surfaces and components. It is knitted to size, eliminating wasteful cutting or sewing.

InnoKnit can be adapted to several and varied colours, textures and shapes with precision patterns. The material is integrated into audiovisual elements and with graphics to diffuse and project ambient lighting into the interior. The material can also be incorporated into the speaker grilles of Bowers & Wilkins’ premium audio system, developed to suit the W1.

The exterior details of the W1, such as the light and dark bodywork surfaces inspired in part by its aerodynamic styling, as well as the current Formula 1 livery, also create limitless possibilities for customers to customise their car. In doing so, McLaren Special Operations (MSO) uses visualisation techniques such as virtual reality and augmented reality to create a unique W1.

Comprehensive with matching service and maintenance services
Every W1 comes standard with an extended warranty [four years with no mileage restriction for the vehicle; six years/75,000 km for the high-voltage battery] and a four-year service plan.

The new hybrid powertrain has been developed on a maintenance cycle similar to that of the brand’s V6 hybrid powertrain. The maintenance schedule for the W1 will follow a 12-month cycle. This corresponds to the schedules for series-built McLaren supercars rather than the schedules of many circuit-oriented cars, which have shorter maintenance intervals based on the number of running hours.

The 399 examples McLaren will build of the W1 have all already been allocated to customers. More information about the W1 can be found on McLaren Automotive’s website.