Latest news with #M840T
Miami Herald
15 hours ago
- Automotive
- Miami Herald
YouTuber Tavarish and Frank Stephenson Team Up To Build Wild McLaren P1
When the Ferrari LaFerrari, McLaren P1, and Porsche 918 Spyder hypercar holy trinity descended on the earth, nobody could have foreseen that one day, a heathen with a YouTube channel would be rewriting the theology of one of them with a completely new design and much more power. But that's what the YouTuber known as Tavarish is now setting out to do with one of 375 P1 hypercars ever made, and he's doing it with the help of the man who was in charge of McLaren design back then: Frank Stephenson. Together, they want to create a one-off they're calling the P1 Evo, but it'll be fundamentally different from the hybrid hypercar on which it's based, particularly when it comes to total output. On the surface, Tavarish might seem like a villainous devil, but he's saving a damned soul that was halfway to hell already. The original P1 powertrain comprised the M838TQ 3.8-liter twin-turbocharged V8 (the descendant of which swelled to 4.0 liters and became the M840T) and a single electric motor to produce a combined 903 horsepower. But with such an extreme exterior makeover for the P1 Evo, Tavarish intends to do some surgery beneath the skin, too, ensuring the bite matches the bark. He's fitting the bigger and more easily attainable M840T, likely salvaging it from a wrecked 720S or 750S. The turbochargers will retain their original frames, but larger wheels will help develop much more power, despite the loss of the electric motor. Tavarish is aiming for 1,400 hp, an increase of more than 50% over the original hypercar being channeled here. The idea is to make it faster than the 217-mph P1 or even the super slippery Speedtail, which has achieved 250 mph, and local resident Tavarish will prove it at the Kennedy Space Center in Florida. The design of the project has not yet been finalized, and it won't be the last such project by Stephenson, who says more custom car and motorcycle projects will be revealed later this year. frankstephenson Design (that's how it's stylized) has come up with several takes on a reimagined and much more hardcore P1, several of which have wings that appear as if they may hinder straight-line speed, but we don't know which will be settled upon. If all goes according to plan, the finished product will be revealed in November to the sound of angels singing in the church of tuners, the SEMA Show, before the record attempt sometime in 2026. However, things have not gone smoothly so far, and Tavarish has almost been brought to his knees many times. Related: Lanzante Is Turning A Regular McLaren Supercar Into An Extraordinary Hypercar Freddy "Tavarish" Hernandez has been working on this P1 for years now, and understandably hasn't made much progress. He bought it on the cheap (if a price of a little over half a million dollars can be considered a bargain) after McLaren P1 #348 was caught in the corrosive waters carried inland by Hurricane Ian in early 2022. This is why the hybrid powertrain has finally been given up on, along with any hopes of trying to restore this flooded hypercar to its former value (between $1.35 million and $2 million). On the one hand, pious purists will preach that such a rare technological marvel being repurposed into something that will keep company with Liberty Walk Lambos is blasphemous, but on the other, Tavarish is keeping this P1 alive when others would have pulled the plug long ago, and with the original designer's blessing, no less. Moreover, he's setting real performance goals that will exceed (some of) those of the original car, so he's doing it as authentically as anyone could expect. Mad Mike certainly wasn't quite so faithful to the brand with his P1 drift demon, and McLaren didn't denounce his unholy hypercar, did it? Copyright 2025 The Arena Group, Inc. All Rights Reserved.
Yahoo
04-03-2025
- Automotive
- Yahoo
McLaren W1 Melds F1 Aerodynamics with a Lightweight Hybrid V-8
We visited Jay Leno's famous garage to spend some quality time with the McLaren W1 and other McLarens in Leno's car collection. The look of the W1 is undeniably striking, but we were even more awed by the spec sheet on this lightweight, technically fascinating car. All 399 W1 cars they're going to make, naturally, are already spoken for at a price of $2.1 million. It's hard to stand out when you're flanked by a McLaren F1 on one side and a P1 on the other. That's even more the case when the surrounding landscape is comedian Jay Leno's storied car collection, encompassing more than 200 of the most coveted marques and models in automotive history. McLaren clearly had faith in the new W1 to showcase it among its predecessors and rivals, and after getting a closer look at the latest supercar, we can understand why. It's not McLaren's most striking design, but get closer and the W1 wins you over with details both beautiful and technically interesting, like the almost organic surface of the machined struts that support and control its active rear wing, or the peekaboo of its carbon, titanium, and aluminum undercarriage through the bezels and folds of its aerodynamic body. Sit down with the spec sheet, and you'll be even more impressed. The W1 is rear-wheel drive, should weigh somewhere in the neighborhood of 3300 pounds based on McLaren's dry-weight claims, makes about two-thirds that much in downforce (2200 pounds), and offers 1258 horsepower and 988 pound-feet from its hybrid V-8 powertrain. It has taken lessons in aerodynamics and lightweighting from McLaren's Formula 1 team, and if the previous McLaren 1-series cars are a difficult act to follow, the W1 is poised to catch up quickly. The W1 offers our first look at McLaren's latest powerplant design. Although it is a twin-turbo 4.0-liter aluminum V-8, with a 90-degree bank angle and a flat plane crank, the MHP-8 is not a bored-out or boosted-up version of the previous M840T that has powered the majority of McLaren's modern offerings, from the 720/750S to the Senna and Speedtail. McLaren designed the MHP-8 with light weight and compact packaging in mind. The engine is 1.2 inches shorter overall, which is where a literal chunk of its 44 pounds of claimed weight savings over any M840T variant comes from. On its own it makes 916 horsepower and 664 pound-feet of torque, and when combined with an electric motor—as in the W1—the final power output is 1258 horsepower and 988 pound-feet of torque. McLaren was able to shorten the MHP-8's aluminum block during the design process by bringing the cylinder bores closer together—which was made possible by using 3D-printed cores to design the water jackets for optimized cooling and structural layout of the engine block, and also employing plasma spray-coated bores rather than liners. There are no titanium engine parts, but hollow intake valves and camshafts save additional weight, as does the deletion of a starter and alternator. The tasks of starting and charging are handled by the electric motor and control unit. The MHP-8's lightweight valvetrain and stiffer crankshaft allow it to spin up to a 9200-rpm redline, and it's still got plenty of grunt, with up to 30 percent greater torque than M840T from 2500 rpm on up. While that's up from the 750S's 8250-rpm redline, surprisingly, the new, higher-revving engine's stroke is 1.5 mm longer and its bore 1.0 mm smaller (92.0 mm x 75.0 mm) than the previous 4.0-liter's. McLaren is taking a unique approach to the fueling of the MHP-8. It uses a combination of port fuel injection and gasoline direct injection (GDI). Combining the two is not unusual, but where the more common configuration is to run port fuel injection all the time and use GDI at higher rpm, McLaren is flipping the script by using the direct injection at lower rpm and bringing in the port injection at higher rpm. Engineers at McLaren say this format allows for a better optimization of the airflow mixture and uses a smaller direct injector for better efficiency. Two twin-scroll turbos were chosen for higher peak power and increased torque and combined with a small volume intake with short runners to make the MHP-8 responsive throughout its rev range. Also, unlike the previous V-8, the two turbos are unique, with their compressors rotating in opposite directions. On its own, the MHP-8 is a formidable powerplant, but what really kicks it into supercar territory is the addition of an e-module that integrates a radial flux motor and motor control unit in a compact package, which requires less heavy cabling and cooling than separate units. The e-module weighs a claimed 44 pounds and is mounted to the side of a new eight-speed dual-clutch automatic capable of handling higher torque levels than previous McLaren transmissions. But not high enough to handle the combined torque of the engine and motor, which is why the electric assist is fed through the transmission after the clutches, through the shaft that houses the even gear ratios. As with the Artura plug-in hybrid, there is no reverse gear, as reversing is done by driving the motor backward. A compact 1.4-kWh battery is inset in the floor of the W1's monocoque chassis and makes up a structural part of the carbon floor. It's an 800-volt system and maintains a reserve of power, so there is always enough to crank the engine or put the car in reverse. It also regenerates during driving as soon as the driver lifts off throttle, and McLaren says it can recharge enough in the cool-down coast from one speed run to be ready for the next. To keep the driver aurally in tune with the mid-mounted powerplant, McLaren moved sources of mechanical noise—like the timing drive—to the rear of the engine, away from the cabin; stiffened body panels and mounts to minimize resonance; and designed a tuned exhaust system with long, equal-length runners that join at the outlet to bring out the higher pitches of the engine note. With the W1 McLaren continues its tradition of carbon-fiber tub and body, but it makes the already lightweight process even lighter by moving away from resin transfer (RTM) in favor of resin-infused fibers (pre-preg), a construction choice previously only used on Formula 1 cars and the Solus GT track model. The result, which McLaren calls "Aerocell," is lighter and designed around the aerodynamic elements of the car. The floor is higher by 2.5 inches, but McLaren says driver comfort is unaffected. The seat is fixed, and its position is part of the monocoque's layout. This allowed McLaren to reduce the wheelbase by almost three inches. The higher front of the Aerocell floor made it possible to integrate the front suspension mounts into the structure, which made space for channeled airflow inside the wheel wells and eliminated the need for a subframe. Door hinge mounts are also a part of the monocoque body, and McLaren has moved away from its butterfly "dihedral" door design in favor of a Mercedes-esque top-mounted "anhedral" door. Besides looking cool at car shows, the change in door design allowed for better airflow out of the front wheel arches into the side pod radiators. Better airflow could be the W1's catchphrase, as every element on its body was designed to smooth out air and direct it beneath the full-floor ground effects into cooling ducts and over the rear wing. Air management begins at the front lip, with an active wing that swings forward up to 10 degrees under braking to prevent porpoising. The entire floor of the W1 expands into a rear diffuser that kicks up to become part of the rear bumper structure. The front suspension plays a part in the car's aerodynamics, with profiled and 3-D-printed components and inboard-mounted dampers, and carbon-fiber lips and trays inside the front bay that keep a clean flow of air to the back of the car. McLaren uses titanium pushrods for the first time in the W1, linking to the dampers and an active heave element that keeps the car flat and aerodynamically consistent on track. Even the side mirrors were tested for minimal disruption of the airflow. In the rear, an active wing controlled by four electric motors automatically extends up to 11.8 inches rearward as well as altering its pitch to make the W1 into a longtail for maximum downforce but retracts and tilts to act as an air brake under deceleration. Speaking of deceleration, the W1 uses McLaren's carbon-ceramic 15.4-inch disc brakes but adds an extra layer of ceramic to allow for more aggressive pad material with higher friction rates. Six-piston monobloc calipers clamp the front, and four-piston calipers with an integrated electric parking brake do the rear. An additional benefit of all the aero design is brake ducts inspired by Formula 1 racing, which both cool the brakes and direct air out of the turbulent wheel wake zone and back toward the radiators. McLaren says the W1 will stop from 124 mph in 328 feet and from 60 mph in just 95 feet. W1 buyers will have a choice of rubber depending on their driving plans. Pirelli will offer 265/35 front and 335/30 rear tires in a bespoke Trofeo RS that comes standard, or P Zero R for more road use and even a P Zero winter tire, for those winter concours in the Swiss Alps. Every one of the 399 planned W1 builds is spoken for, even at $2.1 million. Should you get a chance to sit in one, you'll see an option of leather, faux suede, or McLaren's new "InnoKnit" fabric. The seats are fixed, but the pedal box moves, and McLaren reps assured us it can accommodate both unusually tall and more compact drivers. The steering wheel is smaller and flattened top and bottom for a better view of the instrument cluster and more space below. Unlike some supercar competitors, there are minimal controls on the wheel aside from two buttons. One controls on-demand boost for full power delivery from the electric motor. The other drops the wing into a "DRS" drag-minimizing mode. Hit 'em both and do your best Lando Norris impersonation. The W1 offers several drive modes, including a limited-range all-electric mode which is available for approximately 1.5 miles and at speeds up to 80 mph. Comfort mode uses the motor only as needed for smoother power delivery, and Sport brings it in for the full 1258 horsepower. Race mode offers full power in two forms, GP for extended lapping and Sprint for maximum power delivery in a qualifying-lap situation. McLaren says Sprint should offer enough power for most track lengths, but Nürburgringers may find themselves out of juice before the finish line. Comfort and Sport handling modes change ride quality to match need. Off-track civilizing items include an 8.0-inch touchscreen with wired Apple CarPlay, a console cupholder, and small-item storage. Additional storage for helmets or gear bags is available behind the headrests. McLaren says the W1 can hit 62 mph in 2.7 seconds and 186 mph in under 12.7 seconds with a top speed of 217 mph—a limit McLaren says was chosen based on the limitations of the tire choice rather than a mechanical limit on the car itself. Even though all the W1 models are presold, we don't expect this to be the last time we see the MHP-8 engine in use, so start saving up for the next opportunity. You Might Also Like Car and Driver's 10 Best Cars through the Decades How to Buy or Lease a New Car Lightning Lap Legends: Chevrolet Camaro vs. Ford Mustang!
Yahoo
28-02-2025
- Automotive
- Yahoo
The Magic of the W1's Engine, McLaren's Most Powerful V-8
The launch of a car like 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 quick? In the realm of everyday cars, 12.7 seconds is enough time to pull off a sprightly quarter-mile run. In the W1, it's enough to get from zero to 186 mph, and pull out three car lengths on the next-fastest McLaren. This is no small feat of speed, and it's largely due to the engine and electric motor that sit behind the W1's two-seat cabin. Of the W1's two power sources, the engine does the bulk of the contributing. Even with hybrid power, internal combustion is still at the heart of the car. The twin-turbocharged 4.0-liter V-8, known internally by the name of MHP, makes 916 horsepower and revs to 9200 rpm. An all-new design, the MHP is 22 pounds lighter than McLaren's previous V-8, but makes 102 more hp than most powerful road-legal version of that M840T, used in the Senna GTR. Most of that weight savings comes from a block that's 1.2 inches shorter, offsetting increases from the twin port and direct injection fuel system, larger turbos, larger exhaust runners and increased strength of the block to deal with the additional power and higher redline, which Richard Jackson, McLaren's chief engineer for powertrains, says increased the inertial forces by around 20 percent. Further weight saving comes from a composite intake manifold and the deletion of the starter and alternator, the latter two's duties covered by the hybrid system. Each cylinder is 1 mm smaller in bore than the M840T, and plasma-spray coating inside the cylinder allows for slightly tighter bore spacing. The turbos that sit outside of the 90-degree vee are a twin-scroll design, each scroll fed by two cylinders to even out the pulses. Jackson says they worked to maximize boost at low engine and exhaust flow speeds, not just focusing on maximum performance. Interestingly, these are conventional turbos, without the electronic assist that Ferrari will use on the F80 and Porsche employs on the 911 Carrera GTS. Jackson says that when they looked at the tradeoffs, it was more advantageous for them to focus all of the electrical energy on the motor. And while the engineers in Woking could have tuned the turbos for maximum power, using that motor to compensate for low end lag, Jackson says that would have worked the hybrid system too hard to be useful over a wider range. 'We knew we wanted an engine that gave really good transient response, and then what we get from the motor is on top of that,' he says. At full load and high rpm, the MHP uses port injection to provide more time for fuel and air to mix before flowing past the hollow intake valves. In other scenarios, injectors spray fuel inside the cylinder as much as three times per cycle, helping the W1 meet the stringent Euro 7 emissions standard. When it comes to sound, McLaren's old V-8 was never heralded as particularly harmonious. On that front, development of the MHP focused both on producing good sounds and refining out unwanted noise and other harshness. McLaren used an acoustic camera to focus on exactly where noises were coming from and quiet specific components like the high-pressure direct-injection fuel pump. The chain drive for the camshafts are moved to the rear of the engine, farther from the driver and 'an area of less excitation,' according to Jackson. The exhaust runner manifolds are tuned to build in a crescendo from 6000 rpm to redline. And both the intake and exhaust noises are piped into the cabin by physical means; there's no simulated fakery through the speakers. 342 hp of the W1's 1258-hp total comes from the electric motor attached to the eight-speed dual clutch transmission. Weighing just 44 pounds total, or 33 for the motor and 11 for the integrated control unit, McLaren says the specific output is on a level with the motors used in Formula One. It's also half the weight of the 306-hp electronic assist in the Speedtail. Designing the motor with the newly-designed transmission allows for the elimination of a reverse gear; as in the Artura, this duty is handled by the motor. In forward gears, the motor acts on the even-numbered gear shaft, irrespective of what gear the V-8 is using. Power for the hybrid system comes from a 1.4-kWh battery, located in the floor at the rear of the passenger cell. The 12 modules of cylindrical cells use immersion cooling, with the dielectric (non-conducting, for the non-science nerds) fluid routing inside the battery cells for maximum temperature control. McLaren has yet to disclose the battery chemistry, stating only that they're motorsport-derived and focused on high power delivery. Despite the small capacity of the battery, the W1 can move on electric power alone in Stealth mode, although only for about a mile and half. Electric drive is primarily meant for quiet startups; for longer distances, drivers can choose from Comfort or Sport mode. Comfort relies primarily on the gasoline engine, feeding the motor in when quick throttle response is required. Sport mode uses the electric motor full time while also speeding up the gearshifts. And for track exploits, there are two settings for the Race mode: Sprint maximizes the power deployment for one fast lap, and GP uses the battery more judiciously for an extended session. In every mode, though, the Boost button on the steering wheel will deploy maximum power to the motor for as long as it's pressed and the battery has enough juice. It's worth remembering that all of this power routes to two wheels in the W1. McLaren says the team avoided using front e-motors both to save weight and preserve steering feel. But that's a lot of oomph for just one axle. So much so that that the W1 will be traction-limited in first and second gears, and the peak torque is accordingly lowered, but 'it's always calibrated to a point that is just above the traction limit,' says Jackson. This seems like a prudent level of restraint – the kind that still allows intentional tomfoolery, but doesn't extend to surprise wheelspin that could turn into a viral TikTok clip. With the entire 399-unit production currently reserved, according to McLaren, it's a small step to make sure they all stay on the pavement instead of going into a curb, guardrail, or ditch. The aerodynamics and suspension should help keep the W1 where it's pointed, as well, and we'll have more details on that as soon as McLaren shares them. You Might Also Like You Need a Torque Wrench in Your Toolbox Tested: Best Car Interior Cleaners The Man Who Signs Every Car Sign in to access your portfolio
Yahoo
28-02-2025
- Automotive
- Yahoo
The Secrets of the W1's Engine, McLaren's Most Powerful V-8
The launch of a car like 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 quick? In the realm of everyday cars, 12.7 seconds is enough time to pull off a sprightly quarter-mile run. In the W1, it's enough to get from zero to 186 mph, and pull out three car lengths on the next-fastest McLaren. This is no small feat of speed, and it's largely due to the engine and electric motor that sit behind the W1's two-seat cabin. Of the W1's two power sources, the engine does the bulk of the contributing. Even with hybrid power, internal combustion is still at the heart of the car. The twin-turbocharged 4.0-liter V-8, known internally by the name of MHP, makes 916 horsepower and revs to 9200 rpm. An all-new design, the MHP is 22 pounds lighter than McLaren's previous V-8, but makes 102 more hp than most powerful road-legal version of that M840T, used in the Senna GTR. Most of that weight savings comes from a block that's 1.2 inches shorter, offsetting increases from the twin port and direct injection fuel system, larger turbos, larger exhaust runners and increased strength of the block to deal with the additional power and higher redline, which Richard Jackson, McLaren's chief engineer for powertrains, says increased the inertial forces by around 20 percent. Further weight saving comes from a composite intake manifold and the deletion of the starter and alternator, the latter two's duties covered by the hybrid system. Each cylinder is 1 mm smaller in bore than the M840T, and plasma-spray coating inside the cylinder allows for slightly tighter bore spacing. The turbos that sit outside of the 90-degree vee are a twin-scroll design, each scroll fed by two cylinders to even out the pulses. Jackson says they worked to maximize boost at low engine and exhaust flow speeds, not just focusing on maximum performance. Interestingly, these are conventional turbos, without the electronic assist that Ferrari will use on the F80 and Porsche employs on the 911 Carrera GTS. Jackson says that when they looked at the tradeoffs, it was more advantageous for them to focus all of the electrical energy on the motor. And while the engineers in Woking could have tuned the turbos for maximum power, using that motor to compensate for low end lag, Jackson says that would have worked the hybrid system too hard to be useful over a wider range. 'We knew we wanted an engine that gave really good transient response, and then what we get from the motor is on top of that,' he says. At full load and high rpm, the MHP uses port injection to provide more time for fuel and air to mix before flowing past the hollow intake valves. In other scenarios, injectors spray fuel inside the cylinder as much as three times per cycle, helping the W1 meet the stringent Euro 7 emissions standard. When it comes to sound, McLaren's old V-8 was never heralded as particularly harmonious. On that front, development of the MHP focused both on producing good sounds and refining out unwanted noise and other harshness. McLaren used an acoustic camera to focus on exactly where noises were coming from and quiet specific components like the high-pressure direct-injection fuel pump. The chain drive for the camshafts are moved to the rear of the engine, farther from the driver and 'an area of less excitation,' according to Jackson. The exhaust runner manifolds are tuned to build in a crescendo from 6000 rpm to redline. And both the intake and exhaust noises are piped into the cabin by physical means; there's no simulated fakery through the speakers. 342 hp of the W1's 1258-hp total comes from the electric motor attached to the eight-speed dual clutch transmission. Weighing just 44 pounds total, or 33 for the motor and 11 for the integrated control unit, McLaren says the specific output is on a level with the motors used in Formula One. It's also half the weight of the 306-hp electronic assist in the Speedtail. Designing the motor with the newly-designed transmission allows for the elimination of a reverse gear; as in the Artura, this duty is handled by the motor. In forward gears, the motor acts on the even-numbered gear shaft, irrespective of what gear the V-8 is using. Power for the hybrid system comes from a 1.4-kWh battery, located in the floor at the rear of the passenger cell. The 12 modules of cylindrical cells use immersion cooling, with the dielectric (non-conducting, for the non-science nerds) fluid routing inside the battery cells for maximum temperature control. McLaren has yet to disclose the battery chemistry, stating only that they're motorsport-derived and focused on high power delivery. Despite the small capacity of the battery, the W1 can move on electric power alone in Stealth mode, although only for about a mile and half. Electric drive is primarily meant for quiet startups; for longer distances, drivers can choose from Comfort or Sport mode. Comfort relies primarily on the gasoline engine, feeding the motor in when quick throttle response is required. Sport mode uses the electric motor full time while also speeding up the gearshifts. And for track exploits, there are two settings for the Race mode: Sprint maximizes the power deployment for one fast lap, and GP uses the battery more judiciously for an extended session. In every mode, though, the Boost button on the steering wheel will deploy maximum power to the motor for as long as it's pressed and the battery has enough juice. It's worth remembering that all of this power routes to two wheels in the W1. McLaren says the team avoided using front e-motors both to save weight and preserve steering feel. But that's a lot of oomph for just one axle. So much so that that the W1 will be traction-limited in first and second gears, and the peak torque is accordingly lowered, but 'it's always calibrated to a point that is just above the traction limit,' says Jackson. This seems like a prudent level of restraint – the kind that still allows intentional tomfoolery, but doesn't extend to surprise wheelspin that could turn into a viral TikTok clip. With the entire 399-unit production currently reserved, according to McLaren, it's a small step to make sure they all stay on the pavement instead of going into a curb, guardrail, or ditch. The aerodynamics and suspension should help keep the W1 where it's pointed, as well, and we'll have more details on that as soon as McLaren shares them. You Might Also Like You Need a Torque Wrench in Your Toolbox Tested: Best Car Interior Cleaners The Man Who Signs Every Car
