The release of a vehicle such as the McLaren W1 comes with lots of big numbers. For example, 1258 horsepower and 2200 pounds of downforce. It also prompts plenty of questions, the primary one being: how? To answer that, McLaren recently revealed more details on the powertrain of what is slated to be the quickest, most powerful McLaren ever.
How fast? For regular vehicles, 12.7 seconds can achieve an agile quarter-mile sprint. However, within the W1 model, this duration suffices to accelerate from standstill to 186 mph and even gain three car lengths over the second-quickest McLaren. Achieving such velocity isn’t trivial; it primarily stems from the powerful engine and electric motor positioned behind the cockpit of the two-seater vehicle.
In the case of the W1's dual power systems, the engine takes on the majority of the workload. Despite being a hybrid vehicle, the internal combustion engine remains central to its operation. The newly designed twin-turbocharged 4.0-liter V-8, referred to as the MHP within the company, generates an impressive 916 horsepower and can spin up to 9200 RPM. Weighing 22 pounds less than McLaren’s former V-8 model, this new unit produces an additional 102 horsepower compared to the peak output of their most potent street-legal variant of the earlier M840T. used in the Senna GTR.
Much of this reduction in weight can be attributed to a block that is 1.2 inches shorter, compensating for enhancements such as the dual-port and direct-injection fuel systems, bigger turbochargers, wider exhaust passages, and reinforced engine blocks designed to handle extra power and a higher rev limit. According to Richard Jackson, McLaren’s lead engineer for powertrain development, these changes boosted inertial forces by approximately 20%. Additional mass reductions were achieved through the use of a composite intake manifold and the removal of both the starter motor and alternator; their functions being taken over by the car’s hybrid system instead. The cylinders have been decreased in diameter by 1 millimeter compared to those found in the M840T model, allowing for closer spacing due to internal plasma spray coatings within each cylinder barrel.
The turbochargers positioned outside the 90-degree V configuration feature a twin-scroll design, with each scroll supplied by two cylinders to smooth out the pressure waves. According to Jackson, their aim was to optimize boost at lower engine and exhaust flow velocities rather than concentrating solely on peak performance. Notably, these are standard turbos lacking the electronic assistance typically found in advanced systems. Ferrari plans to utilize the F80 model. and Porsche uses on the 911 Carrera GTS Jackson mentions that after considering the trade-offs, it became clear that directing all of the electrical power solely towards the motor would be more beneficial for their purposes.
Even though the engineers at Woking had the capability to optimize the turbos for peak performance, thereby mitigating low-end lag with the electric motor assistance, Jackson mentions that this approach might have pushed the hybrid system beyond its effective operational limits across various conditions. "Our objective was to achieve an engine capable of excellent dynamic responsiveness," he explains, "and whatever additional benefits come from the motor complement that."
When operating at maximum capacity and higher RPMs, the MHP employs port injection to allow additional time for the mixing of fuel and air prior to passing through the hollow intake valves. Under different conditions, the injectors release fuel into the cylinder up to three times each cycle, aiding the W1 in achieving compliance with the strict Euro 7 emission standards.
In terms of audio performance, McLaren’s previous V-8 didn’t gain much praise for being melodious. For this reason, the development team working on the MHP aimed at generating pleasant sounds while minimizing unwelcome noise and roughness. They utilized an acoustic camera to pinpoint the exact sources of these noises and worked specifically on dampening loud elements such as the high-pressure direct-injection fuel pump. Additionally, they relocated the chain drive system for the camshafts towards the back end of the engine—farther away from the driver—and positioned it in what Jackson described as "a quieter zone." Furthermore, the exhaust manifold pipes have been calibrated so their volume rises gradually from around 6000 rpm up until reaching maximum speed. Both the intake and exhaust tones are directly channeled inside the cockpit without resorting to artificial speaker-generated effects.
Out of the W1's combined 1258 horsepower, 342 horsepower come from an electric motor linked to an eight-speed dual-clutch transmission. The entire system weighs only 44 pounds in total—33 pounds for the motor itself and 11 pounds for the integrated control unit. According to McLaren, this gives the motor a power density comparable to those found in Formula One cars. Additionally, it is roughly half as heavy as conventional options. The 306-horsepower electric assistance in the Speedtail.
By designing the engine with the new transmission, it enables the removal of a reverse gear; as such the Artura This responsibility falls to the motor. When in forward gears, the motor operates the even-numbered gear shaft, regardless of which specific gear the V-8 is engaged in.
The hybrid system derives its power from a 1.4-kWh battery positioned within the floor beneath the rear section of the passenger compartment. This battery comprises twelve cylinder-shaped units that utilize an immersion cooling technique; this involves circulating a dielectric (a term referring to non-electrically conducting fluids, often unfamiliar to those without a background in science) through the interior of each cell to ensure optimal thermal management. As of now, McLaren hasn’t revealed specifics about the battery’s chemical composition but mentioned it originates from their racing division and prioritizes delivering substantial power output.
Even with its limited battery capacity, the W1 can operate solely on electric power in Stealth mode but only covers around 1.5 miles. The electric drive mainly serves for silent starts; however, for longer journeys, drivers have options like Comfort or Sport modes. When using Comfort mode, the vehicle predominantly utilizes the gas engine and supplements the motor during instances requiring rapid acceleration responses. On the other hand, Sport mode continuously employs the electric motor while accelerating shifts faster. For racing purposes, there are two Race settings available: Sprint optimizes energy delivery for a single high-speed lap, whereas GP manages the battery use efficiently over prolonged sessions. Regardless of which setting you're in, pressing theBoostbutton located on the steering wheel deploys peak power to the motor until either the boost function is released or the battery charge depletes sufficiently.
It's important to keep in mind that all this power goes through two wheels in the W1 model. According to McLaren, they opted against incorporating front electric motors to help reduce weight and maintain better steering feedback. However, having such substantial force concentrated on only one set of wheels presents quite a challenge. As a result, the vehicle will experience limitations in terms of traction when operating in first and second gear. Consequently, the maximum torque has been adjusted; however, "it’s consistently fine-tuned slightly beyond the limits of traction," as stated by Jackson.
This appears to be an appropriate degree of caution — one that permits planned mischief without allowing unexpected drifts that might become a hit on TikTok. Given that all 399 units of this limited series are booked, based on McLaren's reports, taking these precautions ensures they remain safely on the road rather than ending up against a curb, barrier, or in a ditch. Additionally, both the aerodynamic design and suspension system ought to assist in keeping the W1 on course as intended. Further specifics will be provided once McLaren releases additional information.
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