The McLaren F1 was a high-water mark – triple seat configuration, BMW V12 engine, 240 mph top speed. The P1 followed, setting the standard for hybrid hypercars, and now, McLaren has unveiled its next contender: the McLaren W1. Eleven years after the P1, the W1 is McLaren’s next step in their “Ultimate Series” line-up. But does the newest car from Woking have what it takes to define the next decade of performance and styling? Let’s dive into the design, interior, and performance of the W1. 

Performance

With its design already dividing opinion online, the W1 had to impress with its powertrain – and it does. The heart of the W1 is a brand-new 4.0-litre twin-turbocharged V8, codenamed MPH-8. On its own, this engine produces 915 bhp and 664 lb-ft (900 Nm) of torque. However, it’s mated to a Formula 1-derived “E-Module” that adds another 342 bhp and 324 lb-ft (440 Nm). Combined, this results in a staggering total of 1,258 bhp and 988 lb-ft (1,340 Nm) of torque. Power is sent through an 8-speed dual-clutch gearbox with an integrated electronic differential, and the V8 revs to a dizzying 9,200 rpm – although the Lamborghini Temerario may have pipped McLaren here with a higher-revving engine.

The W1’s battery system is optimised to deliver maximum power with minimal weight penalty – the entire hybrid system weighs just 20 kg. The battery itself is a small 1.38 kWh unit, offering a meagre 1.6 miles of pure-electric range – similar to a Toyota Corolla Hybrid. But let’s be clear: the battery is primarily there for performance, not EV range. Compared to the P1’s hybrid system, McLaren has shaved 40 kg while almost doubling the electric power output.

The W1 also inherits and updates the P1’s active suspension system. In “Race Mode,” the car lowers itself by 37 mm at the front and 17 mm at the rear, maximising aerodynamics. The system – dubbed McLaren Race Active Chassis Control III – offers a broad spectrum of capability, from road-compliant comfort to uncompromising track performance, all while retaining hydraulic steering rather than an electric system. Up front, titanium torsion bars and 3D-printed wishbones save weight and improve efficiency, while the car sits on staggered wheels – 19 inches at the front and 20 inches at the rear. Drivers can choose between Pirelli P Zero R or Trofeo RS tyres, sized 265/35 R19 and 335/30 R20 respectively.

Braking is just as impressive as acceleration. The W1 boasts 6-piston carbon-ceramic brakes at the front and 4-piston units at the rear, with 390 mm discs all around. This set-up brings the car to a stop from 62 mph in just 29 metres. Despite all the advanced suspension and hybrid technology, the W1 tips the scales at a mere 1,399 kg, giving it a power-to-weight ratio close to 900 bhp per tonne. All 1,258 bhp is sent exclusively to the rear wheels – a bold move given the daunting nature of the P1 and the fact that all of its rivals use all-wheel drive.

McLaren claims the hybrid powertrain propels the W1 from 0–124 mph in 5.8 seconds, while 0–60 mph takes just 2.7 seconds – the same as the all-wheel-drive Porsche 911 Turbo S. However, extracting the W1’s full potential may require an exceptionally dry track and fresh, hot tyres. The car has already proved its track credentials by lapping the Nardò handling circuit a full three seconds faster than the track-focused Senna. On a long enough straight, the W1 will reach a limited top speed of 217 mph.

Design and aerodynamics

Following the P1 in terms of design is no easy task – the P1 still looks as striking as ever, even after a decade. McLaren is known for evolutionary rather than revolutionary design, with visual cues carrying over from models like the MP4-12C. The Artura, launched in 2022, was initially criticised for adhering too closely to this pattern. But with the W1, McLaren has pushed for a fresh design direction – though not all changes will appeal to everyone.

The front is likely the most divisive part of the car. To my eyes, it’s a mash-up of the Lykan Hypersport and Rimac Nevera, with hints of the McLaren Sabre V10 track car. The signature boomerang-shaped headlights return, as do the large air intakes for cooling the radiators and brakes. From the side, the W1 has echoes of the Senna, and its split windows may force drivers to open the new gullwing doors if they’re ordering anything larger than a sugar cube at the drive-through.

The rear is a mix of minimal body panels and metal mesh, likely designed to dissipate heat from the engine. The overall design is reminiscent of the P1’s rear end, though with a few controversial twists. One standout feature is the new Active Long Tail rear wing. While McLaren’s “Long Tail” models, such as the 765LT, have typically lengthened the car and added a larger wing for track performance, the W1 takes a different approach. In Race Mode, the wing extends outward and backward, working in tandem with the underbody aerodynamics to deliver a remarkable 1 tonne of downforce at 174 mph. Admittedly, it does remind me somewhat of the Porsche Panamera’s emerging rear wing – but if the P1’s active rear wing was magic, the W1’s takes it to another level.

Beneath the rear wing, two enormous exhaust pipes promise a thrilling soundtrack from the V8. A massive rear diffuser further channels airflow under the car, generating ground effect and additional downforce. Personally, I’m not sold on the taillights – they remind me too much of the Peugeot RCZ. But while the W1’s design may be polarising, its intricate aerodynamic features, including the active rear wing and clever front and rear diffusers, are undeniably impressive.

McLaren W1 - Interior

Rumours that the W1 would feature a three-seat layout – a tribute to the legendary McLaren F1 and more recent Speedtail – turned out to be false. Instead, the W1 has a conventional two-seat configuration. However, a lot has changed inside. The W1 adopts McLaren’s latest interior, first seen in the Artura, representing a big step up in both technology and design.

The new Aerocell carbon-fibre monocoque integrates the seats directly into the chassis. To adjust, the pedals and steering wheel move instead of the seats. The vertical 8-inch infotainment screen remains, handling climate control, media, and smartphone integration via Apple CarPlay and Android Auto. The driver faces a fully digital display with updated software, as seen in the 750S. Rocker panels on either side of the display allow quick access to driving modes, two of which are called “Grand Prix” and “Sprint.” The driver can also adjust the traction control settings directly.

The steering wheel itself is refreshingly simple, with just two controls – Boost and DRS – similar to the P1. These features offer a short burst of extra power or reduce drag for overtaking, or help push towards that 217 mph top speed on the track. Unlike recent industry trends, the passenger doesn’t get their own screen – a welcome omission in my opinion.

McLaren will build just 399 W1s, and all of them are already sold. Prices start at £1.5 million, depending on specification and MSO options. In my view, the W1 plays it a little safe. Yes, more power is always welcome, but no one was complaining that the P1 wasn’t fast enough. Rumours of a central driving position and all-wheel drive would have made the W1 truly special. Instead, McLaren has delivered a worthy, if somewhat conservative, successor to the P1 – a car that’s hardly boring but not quite revolutionary either.

McLaren may shy away from calling this a “hypercar,” but let’s be honest: with limited production, extreme performance, and a price tag to match, the W1 fits the hypercar mould perfectly. As the first of the “Holy Trinity” manufacturers to reveal their latest flagship, McLaren has thrown down the gauntlet. With Ferrari gearing up to reveal its LaFerrari successor in the next few days, a new Holy Trinity may be forming, but I wonder which company will take the third spot? Will it be the Porsche Mission X? Will the Bugatti Tourbillon muscle in? Or will someone else rise to the challenge? Regardless, I can’t wait to see these hypercars hit the road, ready to become the next poster cars for future generations.