It’s the most aerodynamically advanced road-going McLaren to date
In the era of hyper-fast, comically powerful electric cars, we risk becoming immune to big numbers. The shape-shifting McLaren W1 is here to straighten a few things out.
Core to the W1 is the new Aerocell monocoque, whose form is dictated entirely by McLaren’s sky-high aerodynamic targets. It’s made from pre-preg carbon fibre, the technically optimal form of composite manufacture, usually reserved for high-end motorsport. Lightness, structural rigidity, and a uniformity of finish are the main benefits.
Yet it’s a subtle-looking affair compared to the rear wing, dubbed the McLaren Active Long Tail. You can probably guess what it does, but we’ll spell it out: it extends rearwards by up to 300mm through a 180-degree arc, far beyond the edge of the W1’s body. It’s also aided by a roof-mounted flow diverter that keeps air connected to the rear deck and wing.
He continues: “But it’s symbiotic, because the diffuser also helps the rear wing. It sits above the road and not the bodywork which means it’s not interfering with the air coming out of the engine bay. The slot gap and the way it’s shaped is pure racing heritage. It’s about really working the underbody. And ground effect is downforce with free drag.”
It revs to 9,200rpm, higher than any previous McLaren engine, with peak torque on its own of 900Nm. The exhaust features tubular manifolds with equal-length runners for maximum sonic impact as the red line approaches. The powertrain is inclined within the chassis by three degrees to accommodate that mighty rear diffuser.
The W1’s suspension also leans heavily into F1. Remember the FRIC debacle, back in 2014? That stood for ‘Front and Rear Interconnected Suspension’, which linked all four corners of the car diagonally to generate more underbody aero and helped control the car’s attitude as the speed and downforce increased. It was swiftly banned by the FIA. Well the W1 revisits that idea.
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