Words Matteo Lavazza / Photos McLaren Automotive

This is the latest epic McLaren: the W1. Named so as not to confuse ideas too much and to preserve, in the most concise way possible, the legacy inherited from the F1 and the P1 before it, it does not merely represent a step forward in the nomenclature made in Woking. It is a project that had the punctuality to be unveiled almost simultaneously with another instant classic, the Ferrari F80. Let the eternal rivalry between Woking and Maranello take place another time, because today we are here to celebrate a hypercar that, unjustly in my humble opinion, did not capture the spotlight as it should have. At least so far.

The Holy Trinity is finally complete. Four hundred and ninety-nine examples will be built, sold at around 2 million euros. Approximately, since each one will be characterized by the proverbial and seemingly infinite level of personalization offered by the MSO department. After all, we are not just talking about an extraordinary car, but about an object at the pinnacle of engineering evolution, ready to rewrite once again the rules in terms of performance for a car that is fully insured and road registered. But where to begin? The W1 is, as usual, something extremely complex. So complicated to explain in simple words that it almost seems impossible it was ever designed, considering that not too long ago McLaren had just produced masterpieces like the Senna.

As a result, the W1 is a carbon fiber storm. Once again, the concept of function over form is pushed to the extreme and this mantra is immediately reflected in the presence of its various vents, air intakes and aerodynamic channels designed to pin to the ground this black and orange missile that looks like it came out of a Lego Technic box you did not even know existed. At first glance it seems like the natural evolution of the P1, perhaps blended with the sharper lines of the latest generation McLarens, the Artura above all. In reality, it has nothing in common with any other model of the family, except for the badge and the ability to turn petrol and electrons into speed.

One of the most thrilling aspects is precisely the fact that it does not all come down to an embarrassing specific output, in the positive sense of the word, of course. The 4.0 liter twin turbo hybrid V8 delivers a total of 1,275 horsepower and 1,353 Nm of torque, making it the most powerful McLaren ever made. You did the math correctly: it has practically twice the horsepower of the legendary F1. What is even more astonishing, bear with me, is the aerodynamic effort, made evident by the already mentioned abundance of grooves, let us call them like this since it conveys the idea well, especially along the sides. The W1 is low and wide, as any hypercar or supercar should be, but as you get closer you realize how the air must follow a very precise path, channeling exactly where the engineers in Woking want it to go.

We are talking about large intakes that start from the front wheel arches and run through the doors, which for the record open in gullwing fashion. Then you reach the rear area, where the airflow coming from the roof intersects, guided by a specific profile called a flow diverter, which keeps the air low toward the rear and the striking wing. This spoiler is not fixed, but instead uses four electric motors, a first for McLaren, which until now has always opted for a hydraulic mechanism. In Aero mode it is deployed and pushed rearward, very far rearward – like 30 cm rearward – thus generating 350 kg of downforce at the front and 360 kg at the rear.

I will say it again: the W1 is completely new. It is an entirely different story. We have the Aerocell chassis, completely unprecedented, with a shorter wheelbase than the P1, which promises improved handling when you put skill and courage to the test, especially considering that all the power is sent to the rear axle. There is a new 8 speed gearbox, with electric reverse like on the Artura, a V8 that revs up to 9,200 rpm and aerodynamic figures that seem to come straight out of a science fiction novel. To give another example, the air exits the rear at exactly twice the speed at which it passes through the front. Your W1 can be configured with aluminum or magnesium wheels, if you want to save 6 kg on the scale, but you will have to accept traveling light on luggage, since there is very little space behind the seats.

Inside the cabin, we find a steering wheel with a thin rim, flattened both at the top and bottom, with two large buttons on the side spokes. Boost instantly activates the electric horsepower, while Aero enables DRS mode. The rotary controls for the driving modes and chassis control are now made of aluminum, while the seat is fixed to the floor. To find the ideal driving position, pedals and steering wheel are those in need to be adjusted, just like in a race car. And its numbers: 0 to 100 kph in 2.7 seconds and a top speed of 350. Just like the P1, but without the fear of dying. This is called evolution, because there is no need to overturn the concept, you only need to make it more effective.