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The successor to the McLaren P1 has finally been unveiled. Although the McLaren Senna and Speedtail have followed the P1, the new McLaren W1 is considered by the carmaker to be the true successor to that hybrid hypercar, which was itself a follow-up to the seminal McLaren F1. The W1 is said to break all records for the company in terms of power and performance. It laps circuits quicker than the aero-focused Senna and accelerates faster than the speed-focused Speedtail.
- McLaren W1 gets 928hp 4.0-litre V8 and 347hp electric motor
- 1,000kg of downforce produced by its aero in its most dynamic mode
- Marginally larger than the P1, but has a similar weight
McLaren W1 engine, performance
The W1 is powered by a 4.0-litre flat-plane-crank twin-turbo V8 from long-time collaborator Ricardo. The engine uses both direct injection and port fuel injection, and produces 928hp on its own to give the highest output per litre of any McLaren engine yet. Codenamed MHP-8, it works in partnership with an e-module, which comprises a motor control unit and a 347hp radial flux electric motor. This is used to add more performance from a 1.384kWh battery, but it also acts as a reverse gear for the 8-speed dual-clutch transmission, enables silent start-up, and allows for up to 2km of EV only range.
McLaren says the W1’s hybrid components weigh 40 percent less than those in the P1 but offer 40 percent more output. The combined peak torque is 1,340Nm, a massive increase over the 915hp P1’s 900Nm. The 0-100kph time is 2.7sec, 0-200kph is 5.8sec and 0-300kph is 12.7sec. Top speed is limited to 350kph and McLaren promises a “crescendo” from engine as it approaches the 9,200rpm redline.
Different 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. This can be combined with an F1-style drag reduction system (DRS) on the rear wing to increase straight-line speed even further.
Both of these systems are accessed by the two buttons on the steering wheel. Four-wheel drive was not necessary for the W1 due to the grip the aerodynamic package and suspension bring. Managing the 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
After the Aston Martin Valkyrie, the W1 is only the second 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, which is Race mode, the W1 produces 350kg of front downforce and 650kg at the rear, for a total of 1,000kg. 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) 3 seconds 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. 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 100kph to a standstill in 29 metres and 200-0kph in 100 metres. Bespoke tyres from Pirelli have been designed for the W1, including track-focused yet road-legal P Zero Trofeo RS rubber and more road-focused P Zero R and P Zero Winter 2. The alloy wheels are made from magnesium.
McLaren W1 design, interior
The W1 is 4,635mm long, 2,074mm wide and 1,182mm tall, with a wheelbase of 2,680mm, which makes it marginally bigger than a P1. Extensive use of carbon fibre helps to enable a 1,399kg 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.
Key switchgear is used for major chassis and powertrain controls but there is a central 8-inch touchscreen that runs Apple CarPlay. Android Auto isn’t offered. There is storage for two-weekend bags (or helmets) behind the rear seats, a sliding cupholder and an extra central storage area.
All 399 examples of the W1 have already been sold ahead of production starting in Woking in 2026. The transaction prices are expected to be far higher than GBP 2 million (about Rs 22 crore) as a result of “unlimited” customisation options that are available.
As part of the usability pledge for the W1, a four-year service plan is included with the car. It has 12-month service intervals and similar service requirements to one of McLaren’s V6 hybrids, which is atypical for a track-focused machine.
Also see:
McLaren 750S India video review
McLaren Artura Spider revealed as brand's first hybrid convertible
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