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The “Big Three” domestic automakers have been granted a one-month exemption from the 25 percent tariffs on imports from Canada and Mexico. Ford, GM, and Stellantis (formerly Chrysler), whose vehicles comply with the USMCA, now have until April 2 to prepare for the taxes to go into effect. The tariffs, which went into effect yesterday, have caused concerns about significantly increasing production costs as well as raising new-car prices.A day after the Trump administration implemented 25 percent tariffs on goods imported from Canada and Mexico, the White House announced that automakers who comply with the United States-Mexico-Canada Agreement (USMCA) get a 30-day exemption, which is set to lift on April 2.”We spoke with the Big Three [automakers]. We are going to give a one-month exemption on any autos coming through USMCA. Reciprocal tariffs will still go into effect on April 2, but at the request of the companies associated with USMCA, the president is giving them an exemption for one month so they are not at an economic disadvantage,” U.S. press secretary Karoline Leavitt said today during a White House press briefing.The three domestic automakers include Ford, General Motors, and Stellantis (formerly Chrysler). Leavitt confirmed that representatives from each company spoke to Trump yesterday to request the exemption. CNBC reported that Ford CEO Jim Farley and chairman Bill Ford as well as GM CEO Mary Barra and Stellantis chairman John Elkann were involved with the call.CLAUDIO CRUZ|Getty ImagesThe Trump administration announced the pause but didn’t specify the automotive imports that it covers. However, it’s expected that both auto parts and new vehicles are included in the exemption. It also seems unlikely that each automaker will be able to dramatically alter their production process and supply chains in the 30-day window. When Leavitt was asked about that, she said that Trump “told them they should get on it, start investing, start moving production here to the United States of America where they will pay no tariff. That’s the ultimate goal.”This isn’t the first time Trump postponed the 25 percent tariffs on goods imported from Canada and Mexico. At the start of February, the president and leaders from both countries agreed to a separate 30-day pause, which was lifted yesterday, March 4. However, the latest pause only applies to companies that comply with the USMCA, and concerns remain that if or when the tariffs do go into effect, they’ll significantly increase manufacturing costs as well as raise the prices of new cars. According to a report by the Detroit Free Press, some analysts believe new-car prices could rise by between $1000 to $9000.Related StoriesEric Stafford’s automobile addiction began before he could walk, and it has fueled his passion to write news, reviews, and more for Car and Driver since 2016. His aspiration growing up was to become a millionaire with a Jay Leno–like car collection. Apparently, getting rich is harder than social-media influencers make it seem, so he avoided financial success entirely to become an automotive journalist and drive new cars for a living. After earning a journalism degree at Central Michigan University and working at a daily newspaper, the years of basically burning money on failed project cars and lemon-flavored jalopies finally paid off when Car and Driver hired him. His garage currently includes a 2010 Acura RDX, a manual ’97 Chevy Camaro Z/28, and a ’90 Honda CRX Si. More

The Alpine A390, already previewed by a flashy concept last year, is being teased ahead of its May 27 reveal.The A390 features a fastback roof and a purposeful stance, with a tri-motor powerplant that should provide punchy performance.Alpine has said it plans to enter the U.S. market in 2027 with a lineup of EVs, and the A390 could be one of the models it brings over.French automaker Alpine’s plans to compete in the United States starting in 2027 center around a lineup of new electric vehicles. The first of those new EVs, called the A390, is just around the corner. The brand, which isowned by Renault and known for its gas-powered A110 sports car, teased the A390 last year with a flashy concept. Now Alpine has released photos of the production-spec A390 testing in Sweden, and while camouflage attempts to obscure the details, the photos reveal a crossover that hews closely to the 2024 concept.AlpineDespite the concept’s dazzling design, it appears much of the exterior look is carrying over to production. The distinctive headlights seem to be virtually unchanged, with thin, piercing units connected by a light bar and complemented by a series of small triangular LEDs that Alpine refers to as “Cosmic Dust.” The production car also features deep indentations in the front of the hood, bisected by a spine running down the center and serving as a pass-through to direct airflow over the top of the A390. This air channel is in a similar vein to the “R-Wing” on the front of the Dodge Charger Daytona.The general structure of the front end is also faithful to the concept, although the intricate design of the lower vent has been replaced by a more conventional look. The A390 also retains deep contouring along the side of the body, as well as the blade-like pieces poking out behind the rear wheels. The taillights are much thicker than the concept’s and appear to have ditched the Cosmic Dust theme.AlpineAlpine provided only a small glimpse of the interior, which we already knew would be a sizable departure from the fanatical cabin of the concept car. The sole photo shows the A390’s steering wheel, which is wrapped in nappa leather, has a flat bottom, and features three motorsports-inspired buttons. On the right side sit a Drive Mode button and an Overtake button, labeled “OV” and presumably bringing a burst of power. On the right side, the toggle labeled “RCH,” for Recharge, likely controls regenerative braking. Alpine also confirmed several details, including the A390’s tri-motor powertrain, which will feature active torque vectoring. Alpine also said there will be five drive modes, including a Track setting. The A390 will seat five, and the lifted fastback measures 181.7 inches from nose to tail, 60.3 inches tall, and 74.2 inches wide. That makes it about four inches longer, a couple of inches less tall, and about as wide as a Genesis GV60.The A390 will be revealed in full on May 27 and is set to be built at Alpine’s plant in Dieppe, France. Although sales in Europe should kick off in 2026, Alpine’s U.S. entrance isn’t set to start until 2026. The A390 is expected to be joined by larger electric SUVs and eventually an electric successor to the A110 sports car. More news about Alpine’s goals for its U.S. expansion should continue to trickle out over the next couple of years.More Cool AlpinesCaleb Miller began blogging about cars at 13 years old, and he realized his dream of writing for a car magazine after graduating from Carnegie Mellon University and joining the Car and Driver team. He loves quirky and obscure autos, aiming to one day own something bizarre like a Nissan S-Cargo, and is an avid motorsports fan. More

The Volkswagen ID.Every1 previews a sub-$22,000 EV from the automaker.Expect the production model to bear the name ID.1 when it arrives in 2027.Alas, we don’t expect this low-powered small EV to come to the United States.Volkswagen plans to sell a sub-$22,000 battery-electric vehicle in 2027, and the ID.Every1 concept previews the eventual production model that’s sure to don the ID.1 name. Try not to get your hopes up too high, though, because this inexpensive electric vehicle likely will not find its way to our shores. Besides the fact that the European-built model may find itself subject to tariffs as a result of the U.S.’s current trade policies, the four-door EV lacks the characteristic size and driving range American customers favor. Volkswagen’s entry-level battery-powered concept embraces its compact dimensions. Though its 152.8-inch overall length makes it nearly a foot longer than the since-discontinued Up it effectively replaces, the ID.Every1 still casts a shadow 6.1 inches shorter than a four-door Mini Cooper. But the ID.Every1 is not just small; it’s also unable to meet the 200-plus miles of range on a full charge that many Yanks expect from a modern battery-powered car. Volkswagen claims the pint-sized EV’s 94-hp lone drive motor can push the ID.Every1 an estimated 155 miles on a full charge. Put this small VW through the EPA’s regimen, and that figure surely gets lower. And then there’s the fact that the ID.Every1 tops out at a mere 81 mph. Cruise at 81 mph on some U.S. interstates, and you’re liable to catch lead. The ID.Every1 may not be the fastest or longest-traveling EV out there, but that’s not the intent of this city vehicle. Rather, it aims to combine efficient packaging and attractive wares in an affordable and eco-friendly package.Volkswagen claims the MEB platform that underpins the front-drive ID.Every1 affords it a spacious inside, capable of comfortably fitting four people while still offering a reasonable 11 cubic feet of cargo space. That’s down about 2 cubes to the lengthier four-door Mini Cooper, but about 2 cubic feet better than a two-door Mini. Meanwhile, flexible seating arrangements and a trick multi-function center console, as well as the application of new software architecture that allows for over-the-air software updates, afford this little VW great flexibility from both a physical and digital viewpoint.Despite previewing a low-cost model, the ID.Every1 packs high-end looks. While some of the concept’s details will not transfer to the production car, the basic design itself certainly will. We wager this includes the flared fenders and short overhangs that provide a bulldog-like stance that’s exacerbated by the ID.Every1’s five-spoke 19-inch wheels. By its design alone, the ID.Every1 appears to live by the mantra that it’s better to drive a slow car fast than drive a fast car slow. Still, we won’t know if the engineers in Wolfsburg tuned this value-oriented EV to offer the joyful driving dynamics implicated by the concept’s design until the production car arrives in 2027.Related StoriesDespite their shared last name, Greg Fink is not related to Ed “Big Daddy” Roth’s infamous Rat Fink. Both Finks, however, are known for their love of cars, car culture, and—strangely—monogrammed one-piece bathing suits. Greg’s career in the media industry goes back more than a decade. His previous experience includes stints as an editor at publications such as U.S. News & World Report, The Huffington Post, Motor1.com, and MotorTrend. More

The Chevy Silverado EV ZR2 is a race truck that will run at the Mint 400, and it features an 1100-hp tri-motor powertrain.Other upgrades include 37-inch BFGoodrich tires, Multimatic spool-valve dampers, and locking differentials.Chevy is launching the Silverado EV Trail Boss this summer, which will bring off-road upgrades to the road-legal electric pickup truck.Electric pickup trucks haven’t yet garnered the same interest as their gas-powered brethren. While Chevrolet Silverado EV sales got fully underway in 2024, the 7428 units sold were just a blip on the radar compared with the regular Silverado’s 560,264 total sales. Still, Chevy hopes to spark more interest in its full-size electric truck with a new racing version, developing the Silverado EV ZR2 to compete in the Mint 400, an off-road race in Nevada that kicks off this week. Better yet, the race truck hints at a road-legal Trail Boss off-road trim coming later this year. Chevy’s EV Race TruckThe Silverado EV ZR2 was developed over just five months and features around 98 percent GM production parts. Compared with a normal Silverado EV, the ZR2 features beefier front and rear suspension parts specifically tuned for off-roading. The truck also has a substantial lift, with the taller ride height also resulting from its 37-inch BFGoodrich KM3 mud-terrain tires.ChevroletAnother crucial addition to the Silverado EV ZR2 is the exotic Multimatic semi-active spool-valve dampers. Described as prototype units, Chevy says they allow for more than 13 inches of front and rear wheel travel. The ZR2 race truck also features locking differentials and underbody skid plates to protect the vital components. Even more intriguing, Chevy says the race-ready ZR2 has a tri-motor electric powertrain that churns out 1100 horsepower. That’s substantially more than the road-going Silverado EV RST, which maxes out at 754 ponies with its dual-motor setup. The race truck’s powertrain is likely adapted from the tri-motor configuration found in the most potent version of the Hummer EV pickup, which shares its bones with the Silverado EV. ChevroletChevy claims the ZR2’s powertrain produces 11,500 pound-feet of torque—matching the claimed output for the tri-motor Hummer—but we believe this is measured at the wheels in a similar way to the misleading number GM touted in its 2020 Super Bowl ad. Measuring torque in a more traditional way would likely result in an output of around 1000 to 1100 pound-feet of torque, still a mightily impressive figure.The Silverado EV ZR2 will race alongside the gas-powered Silverado ZR2 and Colorado ZR2 race trucks, with the trio being entered by Chad Hall Racing. The Silverado EV ZR2 will run as the only entry in the Open Production EV class. Chevy engineers will work closely with the race team, and Chevy says the learnings will be applied to production vehicles and performance accessories. ChevroletGet Ready for the Silverado EV Trail BossThe Silverado EV ZR2 also emerges as Chevrolet readies the 2026 Silverado EV Trail Boss for its launch this summer. Chevy first showed a Trail Boss version of the Silverado EV way back in 2022, but Silverado EV production took longer to ramp up than expected, and the Trail Boss seems to have fallen by the wayside as the brand worked to get other Silverado EV variants on the road. Now, Chevy is ready to introduce the off-road trim, which will receive a factory-installed lift, 18-inch wheels wrapped in 35-inch all-terrain tires, red tow hooks, and a dedicated Terrain mode. The Trail Boss appears here in a red-orange hue, showing off its redesigned front bumper and model-specific wheels. Chevy says more details on the Silverado EV Trail Boss will arrive soon.More on the Silverado EVCaleb Miller began blogging about cars at 13 years old, and he realized his dream of writing for a car magazine after graduating from Carnegie Mellon University and joining the Car and Driver team. He loves quirky and obscure autos, aiming to one day own something bizarre like a Nissan S-Cargo, and is an avid motorsports fan. More

Volkswagen is recalling 60,490 electric SUVs over the risk of them possibly rolling away. The recall affects 2021–2023 VW ID.4 models and 2022–2023 Audi Q4 e-tron models, which may not correctly show when they’re in neutral.The issue can be fixed by updating the brake control unit’s software, and VW says the work will be covered under warranty.The Volkswagen ID.4 is involved in another recall. This time, it’s because certain models might not let the driver know that they’re still in neutral, which can potentially lead to them rolling away. The recall involves roughly 60K examples of the ID.4 and its corporate counterpart, the Audi Q4 e-tron.The recall over the rollaway risk was submitted to the National Highway Traffic Safety Administration (NHTSA) on February 26, 2025, The report indicates that it involves ID.4s from the 2021–2023 model years and Audi Q4 e-tron, including some Sportback variants, from the 2022–2023 model years. According to VW’s recall report, in certain situations, the gauge cluster will not show when the electric SUVs’ transmission is in the “N” position. If this happens and the electronic parking brake isn’t engaged, well, the affected ID.4 and Q4 models could go for an unexpected stroll that could result in a crash.A faulty brake control unit has been identified as the culprit, and updated software has been installed since October 2023 to address the issue. However, models built before that date are at risk, so VW advises owners to take their vehicles to their local dealers to resolve the issue, which will be covered at no cost under warranty. VW says it notified its dealers by February 25, and it will notify all owners by April 25, 2025. Other VW-Related RecallsEric Stafford’s automobile addiction began before he could walk, and it has fueled his passion to write news, reviews, and more for Car and Driver since 2016. His aspiration growing up was to become a millionaire with a Jay Leno–like car collection. Apparently, getting rich is harder than social-media influencers make it seem, so he avoided financial success entirely to become an automotive journalist and drive new cars for a living. After earning a journalism degree at Central Michigan University and working at a daily newspaper, the years of basically burning money on failed project cars and lemon-flavored jalopies finally paid off when Car and Driver hired him. His garage currently includes a 2010 Acura RDX, a manual ’97 Chevy Camaro Z/28, and a ’90 Honda CRX Si. More

The 2026 Volvo ES90 is the brand’s new sedan-like EV, featuing a handsome design that hides a rear hatch. Its available powertrains range from a single-motor rear-drive setup with 329 horsepower to a dual-motor AWD model with up to 670 hp.The ES90 doesn’t yet have an EPA range estimate, but we expect versions with the bigger battery can go about 369 miles on a full charge. Sweden’s most recognizable automaker has finally revealed its first electric sedan. Well, technically, the 2026 Volvo ES90 is a hatchback, but its sloping rear roofline and decklid-like tail preserve the dying sedan form. The ES90 represents Volvo’s sixth EV, though it will be the fifth to go on sale in the United States. As with the new electric EX90 SUV, which is sold alongside the traditional XC90, the ES90 will cohabitate with Volvo’s familiar gas-fed S90 sedan. A Smaller Footprint Volvo’s prevailing “Thor’s Hammer” headlight design sits proudly on either side of a large, flat front fascia. The car’s backside is also typical Volvo, with the C-shaped taillights now accentuated with additional LEDs extending into the rear window. The lidar sensor that controls the car’s advanced driver-assistance tech is mounted atop the ES90 and detracts from the otherwise sleek styling, but the glass roof helps it blend in with the rest of the bodywork.The ES90’s 122.1-inch wheelbase is slightly longer than the gas-powered S90’s, which measures 120.5 inches. Despite the larger wheelbase and extra legroom it brings, the ES90 is shorter than the gas model (196.9 versus 200.4 inches). The EV also stands almost four inches higher than the ICE model at 60.9 inches tall. Volvo lists the ES90’s curb weight at up to 5787 pounds, whereas it lists the plug-in-hybrid S90 at 4665 pounds.Inside, the ES90 sports a similar layout to other recent Volvo EVs. The main attraction is the dash-mounted 14.5-inch center touchscreen that controls the infotainment system and other vehicle functions. As we’ve seen elsewhere in the brand’s lineup, the screen is vertically oriented and runs Google’s built-in software. A smaller 9.0-inch display is mounted to the steering column, and a head-up display duplicates the most pertinent info.The ES90 offers several interior lighting options, and Volvo says customers can pick from a variety of upholstery materials. Every version comes equipped with a panoramic roof that Volvo says provides UV protection up to 99.9 percent. There’s also an optional electrochromic glass roof that allows customers to alter the transparency of the glass. Impressive PerformanceThe ES90 offers two powertrain configurations with three different power outputs. The single-motor rear-drive setup represents the entry-level model. Volvo says it’s good for 329 horsepower and 354 pound-feet of torque and claims it can accelerate from zero to 60 mph in 6.7 seconds. The mid-range Twin Motor variant uses a dual-motor setup that combines to make 442 ponies and 494 pound-feet. Volvo claims it can sprint to 60 mph in 5.3 seconds. The Twin Motor Performance at the top of the lineup is where Volvo really turns up the wick. As with the mid-range model, the Performance comes with an electric motor mounted on each axle, but this combo generates 670 ponies and 635 pound-feet. The extra oomph helps it race from zero to 60 mph in a claimed 3.9 seconds.Volvo claims a drag coefficient (Cd) of 0.25, which it says is the lowest of any car the company has built. That figure should play into a competitive driving range for the ES90. While the EPA hasn’t yet certified the new Volvo, we expect the smaller pack to be good for roughly 343 miles and the larger pack to provide about 369 miles on a full charge. The ES90’s charging speeds should be equally competitive thanks to its 800-volt architecture—the first for an electric Volvo. When connected to a DC fast-charger with a 350-kW connection, the dual-motor variants, which feature a 102.0-kWh battery, can charge from 10 to 80 percent in a claimed 20 minutes or add 186 miles of range in 10 minutes. The single-motor model gets a slightly smaller 88.0-kWh battery pack, and its charging speeds peak at 300 kW.Volvo’s new flagship sedan, er, hatchback can now be ordered in much of Europe, though we’ll have to wait a while longer before it becomes available in the United States. Volvo says other markets will add the ES90 later this year and into 2026. More on the ES90Jack Fitzgerald’s love for cars stems from his as yet unshakable addiction to Formula 1. After a brief stint as a detailer for a local dealership group in college, he knew he needed a more permanent way to drive all the new cars he couldn’t afford and decided to pursue a career in auto writing. By hounding his college professors at the University of Wisconsin-Milwaukee, he was able to travel Wisconsin seeking out stories in the auto world before landing his dream job at Car and Driver. His new goal is to delay the inevitable demise of his 2010 Volkswagen Golf. More

The 2026 Cadillac Escalade IQL is an even longer version of the already huge Escalade IQ and the equivalent of the gas-powered Escalade ESV.The IQL features an extra 4.4 inches of third-row legroom and an extra six cubic feet of cargo space behind the second row.The Escalade IQL also wears a more upright rear end with a unique C-pillar design, and the electric SUV will start at $132,695.We first learned Cadillac was working on an Escalade IQL at last year’s Chicago auto show, a logical move since the gas-powered Escalade SUV already comes with a long-wheelbase Escalade ESV variant. Now we have full details on the 2026 Cadillac Escalade IQL, which is, as expected, a more capacious version of the already ginormous electric full-size luxury SUV.A Bigger Box Affords More SpaceThe Escalade IQL looks nearly identical to its slightly smaller—but certainly not small—sibling, measuring 4.2 inches longer from nose to tail. The IQL wears unique bodywork at the rear, however, with a more upright triangular C-pillar decorated by the downward-swooping window trim. The D-pillar is also more vertical, and there is a full window between the two rear-most pillars, instead of the thick panel that hampers visibility at the rear of the standard IQ. Inside, the longer body means that the third row gains an extra 4.4 inches of legroom, one inch of additional headroom, and almost another full inch of shoulder room. There is also marginally more headroom and legroom for second-row occupants. The IQL can seat up to seven passengers and features a power-folding third row that can lie completely flat.Cargo volume has also improved, with the 75 cubic feet available with the third row stowed up by six cubes over the standard Escalade IQ. With the third row up, cargo capacity is only up by about one cubic foot. Of course, Escalade IQL customers also have access to the 12 cubes of storage space in the frunk.The rest of the cabin mirrors the smaller Escalade IQ, with a majestic 55-inch display that spans the entire dashboard. There’s a standard 21-speaker AKG sound system, but if that’s not enough for you, there’s an optional 38-speaker version. And for those who can never have too many speakers, the Executive Second Row package brings a whopping 42 speakers. That package, which is also available on the IQ, includes 12.6-inch screens for each second-row passenger, dual wireless phone-charging pads, and stowable tray tables. The package also equips the 14-way power-adjustable rear seats with heat, ventilation, and massage functions, as well as headrest speakers.Same Beastly PowertrainThe powertrain is unchanged from the standard Escalade IQ, producing an absurd 750 horsepower and 785 pound-feet of torque from a pair of electric motors, allowing the electric behemoth to blast from zero to 60 mph in a claimed 4.7 seconds. The IQL uses the same 205.0-kWh battery as the IQ, and Cadillac estimates the same 460-mile range despite the added length. Cadillac also claims the IQL can add 116 miles of range in 10 minutes when connected to a DC fast-charger. At 7500 pounds, the IQL’s towing capacity is 500 pounds less than the standard Escalade IQ. Super Cruise, GM’s hands-free driver-assistance system, comes standard on all trims. The IQL is also capable of bi-directional charging, and when equipped with the GM Energy V2H Bundle, the EV SUV can send power back to a person’s home when needed.Cadillac says production of the Escalade IQL will begin in the middle of this year. Four trims will be offered: Luxury, Sport, Premium Luxury, and Premium Sport. Pricing will start at $132,695, about $3K more than the smaller Escalade IQ. It will be built at the same Detroit/Hamtramck Assembly—also known as Factory Zero—where the standard Escalade IQ is put together.More on the Escalade LineupCaleb Miller began blogging about cars at 13 years old, and he realized his dream of writing for a car magazine after graduating from Carnegie Mellon University and joining the Car and Driver team. He loves quirky and obscure autos, aiming to one day own something bizarre like a Nissan S-Cargo, and is an avid motorsports fan. More

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. McLaren AutomotiveLeno, shown with McLaren CEO Michael Leiters, had the car on the premises for an episode of his YouTube show that will debut on March 10.New Engine DesignThe 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 bore is 1.0 mm smaller and its stroke is 1.5 mm longer (92.0 mm x 75.0 mm) than the previous 4.0-liter’s.McLaren AutomotiveInside Jay Leno’s garage. 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. McLaren AutomotiveAs 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. Aero and ChassisWith 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. Interior and ExperienceEvery 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. More from McLarenLike a sleeper agent activated late in the game, Elana Scherr didn’t know her calling at a young age. Like many girls, she planned to be a vet-astronaut-artist, and came closest to that last one by attending UCLA art school. She painted images of cars, but did not own one. Elana reluctantly got a driver’s license at age 21 and discovered that she not only loved cars and wanted to drive them, but that other people loved cars and wanted to read about them, which meant somebody had to write about them. Since receiving activation codes, Elana has written for numerous car magazines and websites, covering classics, car culture, technology, motorsports, and new-car reviews. In 2020, she received a Best Feature award from the Motor Press Guild for the C/D story “A Drive through Classic Americana in a Polestar 2.”  In 2023, her Car and Driver feature story More