Price: $ POR...$obo...very expensive over 22 million USD dollars....
A clean driver coming soon and on request please...
title status: clean
Note: the photos in this ad are samples...more pics coming soon and on request.
All buyers with need a LOI and proof of funds $$....
Specs and history
- details above
For the Formula One team, see McLaren.
Yellow McLaren F1.jpg
1993–1998 (106 cars)
Woking, Surrey, England
Body and chassis
Sports car (S)
Rear mid-engine, rear-wheel-drive
McLaren F1 GTR
McLaren F1 LM
6.1 L (6,064 cc) BMW S70/2 V12
627 PS (461 kW; 618 hp)
650 N?m (479 lbf?ft) of torque
2,718 mm (107.0 in)
4,287 mm (168.8 in)
1,820 mm (71.7 in)
1,140 mm (44.9 in)
1,138 kg (2,509 lb)
McLaren P1 (spiritual)
- The McLaren F1 is a sports car designed and manufactured by McLaren Cars. Originally a concept conceived by Gordon Murray, he convinced Ron Dennis to back the project and engaged Peter Stevens to design the exterior and interior of the car.
- On 31 March 1998, the XP5 prototype with modified rev limiter set the Guinness World Record for the world's fastest production car, reaching 240.1 mph (386.4 km/h), surpassing the modified Jaguar XJ220's 217.1 mph (349 km/h) record from 1992.
- The McLaren's record lasted until the Koenigsegg CCR surpassed it in 2005, followed by the Bugatti Veyron.
- Only low production volume cars like the 1993 Dauer 962 Le Mans which attained 251.4 mph (404.6 km/h) in 1998 were faster.
- The car features numerous proprietary designs and technologies; it is lighter and has a more streamlined structure than many modern sports cars, despite having one seat more than most similar sports cars, with the driver's seat located in the centre (and slightly forward) of two passengers' seating positions, providing driver visibility superior to that of a conventional seating layout.
- It features a powerful engine and is somewhat track oriented, but not to the degree that it compromises everyday usability and comfort. It was conceived as an exercise in creating what its designers hoped would be considered the ultimate road car.
- Despite not having been designed as a track machine, a modified race car edition of the vehicle won several races, including the 24 Hours of Le Mans in 1995, where it faced purpose-built prototype race cars. Production began in 1992 and ended in 1998. In all, 106 cars were manufactured, with some variations in the design.
- In 1994, the British car magazine Autocar stated in a road test regarding the F1, "The McLaren F1 is the finest driving machine yet built for the public road."
- They further stated, "The F1 will be remembered as one of the great events in the history of the car, and it may possibly be the fastest production road car the world will ever see." In 2005, Channel4 placed the car at number one on their list of the 100 greatest cars, calling it "the greatest automotive achievement of all time".
- In popular culture, the McLaren F1 has earned its spot as 'The greatest automobile ever created' and 'The Most Excellent Sports Car Of All Time' amongst a wide variety of car enthusiasts and lovers. Notable past and present McLaren F1 owners include Elon Musk, Jay Leno, George Harrison, and the Sultan of Brunei. In the April 2017 issue of Top Gear Magazine, the McLaren F1 was listed as one of the fastest naturally aspirated cars currently available in the world, and in the same league as the more modern vehicles such as the Ferrari Enzo and Aston Martin One-77 despite being produced and engineered 10 years prior the Ferrari Enzo and 17 years prior the Aston Martin One-77.
Design and implementation
The logo of McLaren F1
Chief engineer Gordon Murray's design concept was a common one among designers of high-performance cars: low weight and high power. This was achieved through use of high-tech and expensive materials such as carbon fibre, titanium, gold, magnesium and kevlar. The F1 was the first production car to use a carbon-fibre monocoque chassis.
The three seat setup inside an F1
Gordon Murray had been thinking of a three-seat sports car since his youth. When Murray was waiting for a flight home from the Italian Grand Prix in 1988, he drew a sketch of a three-seater sports car and proposed it to Ron Dennis. He pitched the idea of creating the ultimate road car, a concept that would be heavily influenced by the company's Formula One experience and technology and thus reflect that skill and knowledge through the McLaren F1.
Murray declared that "During this time, we were able to visit Honda's Tochigi Research Center with Ayrton Senna. The visit related to the fact that at the time, McLaren's F1 Grand Prix cars were using Honda engines. Although it's true I had thought it would have been better to put a larger engine, the moment I drove the Honda NSX, all the benchmark cars—Ferrari, Porsche, Lamborghini—I had been using as references in the development of my car vanished from my mind. Of course the car we would create, the McLaren F1, needed to be faster than the NSX, but the NSX's ride quality and handling would become our new design target. Being a fan of Honda engines, I later went to Honda's Tochigi Research Center on two occasions and requested that they consider building for the McLaren F1 a 4.5 litre V10 or V12. I asked, I tried to persuade them, but in the end could not convince them to do it, and the McLaren F1 ended up equipped with a BMW engine."
Later, a pair of Ultima MK3 kit cars, chassis numbers 12 and 13, "Albert" and "Edward", the last two MK3s, were used as "mules" to test various components and concepts before the first cars were built. Number 12 was used to test the gearbox with a 7.4 litre Chevrolet V8, plus various other components such as the seats and the brakes. Number 13 was the test of the V12, plus exhaust and cooling system. When McLaren was done with the cars they destroyed both of them to keep away the specialist magazines and because they did not want the car to be associated with "kit cars".
The car was first unveiled at a launch show, 28 May 1992, at The Sporting Club in Monaco. The production version remained the same as the original prototype (XP1) except for the wing mirror which, on the XP1, was mounted at the top of the A-pillar. This car was deemed not road legal as it had no indicators at the front; McLaren was forced to make changes on the car as a result (some cars, including Ralph Lauren's, were sent back to McLaren and fitted with the prototype mirrors). The original wing mirrors also incorporated a pair of indicators which other car manufacturers would adopt several years later.
The car's safety levels were first proved when during a testing in Namibia in April 1993, a test driver wearing just shorts and a T-shirt hit a rock and rolled the first prototype car several times. The driver managed to escape unscathed. Later in the year, the second prototype (XP2) was specially built for crash testing and passed with the front wheel arch untouched.
The McLaren F1's engine compartment contains the mid-mounted BMW S70/2 engine and uses gold foil as a heat shield in the exhaust compartment
Gordon Murray insisted that the engine for this car be naturally aspirated to increase reliability and driver control. Turbochargers and superchargers increase power but they increase complexity and can decrease reliability as well as introducing an additional aspect of latency and loss of feedback. The ability of the driver to maintain maximum control of the engine is thus compromised. Murray initially approached Honda for a powerplant with, 558 PS (550 bhp; 410 kW) 600 mm (23.6 in) block length and a total weight of 250 kg (551 lb), it should be derived from the Formula One powerplant in the then-dominating McLaren/Honda cars. When Honda refused, Isuzu, then planning an entry into Formula One, had a 3.5-litre V12 engine being tested in a Lotus chassis. The company was very interested in having the engine fitted into the F1. However, the designers wanted an engine with a proven design and a racing pedigree.
Gordon Murray then approached BMW, which took an interest, and the motorsport division BMW M headed by engine expert Paul Rosche designed and built Murray a 6,064 cc (6.1 L; 370.0 cu in) 60º V12 engine called the BMW S70/2. At 627 PS (618 bhp; 461 kW) and 266 kg (586 lb) the BMW engine ended up 14% more powerful and 16 kg (35 lb) heavier than Gordon Murray's original specifications, with the same block length.
It has an aluminium alloy block and heads, with bore x stroke of 86 mm × 87 mm (3.39 in × 3.43 in) DOHC with variable valve timing (a relatively new and unproven technology for the time) for maximum flexibility of control over the 4 valves per cylinder, and a chain drive for the camshafts for maximum reliability.
The engine uses a dry sump oil lubrication system. The carbon fibre body panels and monocoque required significant heat insulation in the engine compartment, so Murray's solution was to line the engine bay with a highly efficient heat-reflector: gold foil. Approximately 16 g (0.8 ounce) of gold was used in each car.
The road version used a compression ratio of 11:1 to produce a maximum power output of 627 PS (618 bhp; 461 kW) at 7,400 rpm and 479 lb?ft (650 N?m) at 5,600 rpm of torque. The engine has a redline rev limiter set at 7,500 rpm. In contrast to raw engine power, a car's power-to-weight ratio is a better method of quantifying acceleration performance than the peak output of the vehicle's powerplant. The standard F1 achieves 550 hp/ton (403 kW/tonne), or just 4.0 lb/hp.
The cam carriers, covers, oil sump, dry sump, and housings for the camshaft control are made of magnesium castings. The intake control features twelve individual butterfly valves and the exhaust system has four Inconel catalysts with individual Lambda-Sondion controls. The camshafts are continuously variable for increased performance, using a system very closely based on BMW's VANOS variable timing system for the BMW M3; it is a hydraulically actuated phasing mechanism which retards the inlet cam relative to the exhaust cam at low revs, which reduces the valve overlap and provides for increased idle stability and increased low-speed torque. At higher rpm the valve overlap is increased by computer control to 42 degrees (compare 25 degrees on the M3) for increased airflow into the cylinders and thus increased performance.
To allow the fuel to atomise fully, the engine uses two Lucas injectors per cylinder, with the first injector located close to the inlet valve – operating at low engine rpm – while the second is located higher up the inlet tract – operating at higher rpm. The dynamic transition between the two devices is controlled by the engine computer. Each cylinder has its own miniature ignition coil. The closed-loop fuel injection is sequential. The engine has no knock sensor as the predicted combustion conditions would not cause this to be a problem. The pistons are forged in aluminium.
Every cylinder bore has a Nikasil coating giving it a high degree of wear resistance. From 1998 to 2000, the Le Mans–winning BMW V12 LMR sports car used a similar S70/2 engine. The engine was given a short development time, causing the BMW design team to use only trusted technology from prior design and implementation experience. The engine does not use titanium valves or connecting rods. Variable intake geometry was considered but rejected on grounds of unnecessary complication. As for fuel consumption, the engine achieves on average 15.2 mpg (15 L/100 km), at worst 9.3 mpg (25 L/100 km) and at best 23.4 mpg (10 L/100 km).
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