Vehicle Overview
Aston Martin’s latest flagship, the DBS, should satisfy the desires of anyone who mourns the departed Vanquish. Sporting a 510-horsepower V-12, massive wheels and a low-slung hood, the DBS competes with supercars like the Ferrari 599 GTB and Maserati Gran Turismo.

The rear-wheel-drive DBS crowns Aston Martin’s three-car lineup. It shares its platform with the similarly styled DB9 and less-expensive V8 Vantage, both of which have convertible variants. The DBS comes only as a two-door hardtop.

Exterior
Those who have seen a mid ’90s DB7 or anything newer should recognize the DBS as an Aston. Its trapezoidal grille and low-slung hood mimic the V8 Vantage and DB9; the front air dam is larger, the bumper has a few more etchings and the rear sports an aggressive underbody air diffuser.

Aston Martin says the DBS’ body is constructed from aluminum, magnesium and carbon fiber, all much lighter — and more expensive — than conventional steel. The car’s frame is aluminum. Xenon high-intensity-discharge headlights and LED taillamps complete the package.

An adaptive suspension adjusts the dampers to changing road conditions, and it has a Track Mode for those who just can’t stand any body roll. Twenty-inch wheels wear Pirelli P Zero tires.

Interior
The two-seat interior looks much like that of the DB9. The center control stack starts with the A/C vents up top and flows down to the center armrest. The dashboard, armrest, steering wheel and seats are upholstered in leather, and the climate and radio controls have silver accents.

Buyers get their choice of ultra-thin racing seats or chunkier, but still heavily bolstered, buckets. There’s a small cargo area behind the seats that can hold a custom luggage set. A navigation system is available.

Under the Hood
The DBS’ mid-mounted, 6.0-liter V-12 generates 510 hp and 420 pounds-feet of torque, enough to propel it to 60 mph in about 4 seconds. The engine sits in front of the driver and passenger, but is pushed back toward the center of the car. The standard six-speed manual connects to a carbon-fiber driveshaft. There is no automatic or automated-manual transmission option.

Safety
Standard antilock brakes use colossal 15.7-inch discs up front and 14.2 inches in back — that’s more than an inch wider than the discs on the 599 GTB and 2 to 3 inches wider than the ones on most heavy-duty pickup trucks. The DBS also includes traction control and an electronic stability system.

Why GT? Ford Motor Company chose the name GT to evoke memories of Ford’s miraculous 1-2-3 victory in the 1966, 24 hours of Le Mans. Limited production of the Ford GT started in the summer of 2004 as a 2005 model. 2006 models are now being produced. The Ford that won at Le Mans was named the GT-40, but that name is now owned by a private individual.

Only 4200 GTs were be produced total in the 2005-2006 model run and most dealerships will not get a GT. NO GTs will be produced in 2007. The final Manufacturer’s Suggested Retail Price is $155,000 – $169,000 depending on options.. With only a few hundred GTs, and many enthusiasts, Ford employees and Ford dealers hoping to get a GT, market conditions and customer demands are predicted to result in substantially higher selling prices, particularly for cars built in the first part of the model year. Dealers offering their GT for sale to the public will likely take bids to determine who will get to purchase “the One.”

The essence of the marque: just 20 examples of a design masterpiece

Clearly a Lamborghini, but nothing quite like it. A super car without equals: the Lamborghini Reventón is a road vehicle with an extreme specification and, at the same time, a limited edition masterpiece – a coherent style, angular with sharp lines, inspired by the very latest aeronautics.

Lamborghini prides itself on being the extraordinary manufacturer of extreme super sports cars without compromise. Sensuality and provocation characterise every Lamborghini, with an aggressively innovative style. “However, the Reventón is the most extreme of all, a true automotive superlative. Our designers at the Lamborghini Style Centre took the technical base of the Murciélago LP640 and compressed and intensified its DNA, its genetic code,” affirms Stephan Winkelmann, President and CEO of Automobili Lamborghini S.p.A.

Born in Sant’Agata Bolognese

The Lamborghini Reventón has been entirely designed in Sant’Agata Bolognese, the original birthplace of the Lamborghini and the native home of every super car born under the sign of the bull. The design drawn up in Lamborghini’s Centro Stile (Style Centre) is fine-tuned in close collaboration with the Lamborghini Research and Development Department. Thus, the Reventón is not only “haute couture” but it also stands out for its elevated dynamism whilst being entirely suitable for every day use.

The name Reventón has been chosen according to Lamborghini tradition. Reventón was a fighting bull, owned by the Don Rodriguez family. It is included in the list of the most famous bulls ever and is known for killing the famed bullfighter Felix Guzman in 1943.

Inspired by the fastest airplanes

The present day Lamborghini models are distinguished by the clear language of their shape. The coherent proportions of the Murciélago and Gallardo highlight their power and dynamism. Sharp edges, precise lines and clean surfaces: these are ingredients of a style reduced to the essential. Each element is created exactly according to its function; ornaments and decorations are totally foreign to a Lamborghini.

With the Reventón the Centro Stile designers have coherently developed this philosophy, inspired by another sphere where speed and dynamism reign absolute: modern aeronautics, responsible for the fastest and most agile airplanes in the world. This has created an extremely precise, technically striking style with a new vitality: interrupted lines and contorted surfaces create a fascinating play of light, giving the car incredible movement.

Made of carbon fibre and precision

Although it is based on the extraordinarily successful Murciélago LP640, the exterior design of the Reventón is completely new. Just like the base model, the exterior is made of CFC, a composite carbon fibre material, which is as stable as it is light. The exterior components are glued and fixed to the body comprised of CFC and steel.

The front is characterised by the acute angle of the central ‘arrow’ and by the powerful forward-facing air intakes. Although they do not supply air directly to the turbine like an airplane, bearing in mind the 650 hp, an abundant volume of air is necessary to cool the carbon brake disks and the six cylinder callipers.

Characterised by coherent functions

Naturally, both doors on the Reventón open upwards – since the legendary Countach this has also been a symbol of the V12 Lamborghini product line. With their asymmetric configuration, the large air intakes below the doors provide an example of the extreme coherence with which a Lamborghini fulfils its function: on the driver’s side it is large to increase the flow of oil to the radiator. On the passenger’s side of the vehicle, the air intake is flat because in this case, it only has to ensure the flow below the floor. The aerodynamically optimised flat floor structure terminates at the rear with a diffuser featuring an accentuated shape. This guarantees excellent road grip and stability even at 340 km per hour.

In spite of the extreme and innovative language of its shape, the Reventón not only maintains all the strong features of the Murciélago LP640, but also offers further amelioration in terms of aerodynamics, the important engine cooling system, the air intake system and brakes. The airflow and the section of the variable geometry air intakes of the engine and the rear spoiler (also adjustable) have been modified.

Owners of the 20 examples will be able to test the performance of his or her Lamborghini in person.

Perfected to the ultimate detail

The engine hood made of glass laminate with open ventilation slits offers a glimpse of the beating heart of the twelve cylinders of the super car. The glass also features the marked arrow angle that characterises the design from the front to the rear spoiler. The Lamborghini designers’ love for detail is beautifully illustrated by the fuel tank lid: a small mechanical work of art, achieved by milling a solid aluminium block.

The combination lights transform the incisiveness of the design into light: the front features the most modern light-emitting diodes alongside Bi-Xenon headlights. Seven LEDs ensure continuous daylight while there are a further nine diodes for the indicator and hazard lights. Another technical innovation is found in the rear light LEDs. Because of the high temperature in the rear low part of the car, special heatproof LEDs are used for the indicator and hazard lights, stoplights and rear lights with a triple arrow optical effect.

A new body colour

Naturally, such a refined language of shape also demands an extraordinary colour. For the 20 examples of the Reventón, the designers from Sant’Agata Bolognese have created a totally new hue: Reventón, a mid opaque green/grey without the usual shine. However, thanks to the metallic particles, in the daylight this colour tone features surprising depth.

Opaque and brilliant colours for the wheel rims

This play of opaque and lustre is also featured on the wheel rims, especially created for the Reventón. Opaque carbon fins are screwed onto the black aluminium spokes, not only creating a visual effect with the precision of a surgeon’s scalpel, but a turbine effect also ensures optimum cooling for the powerful ceramic brake disks.

TFT display similar to an airplane

The same innovative force applied to the exterior design characterises the cockpit of the Reventón. Designed and created using Alcantara, carbon, aluminium and leather that comply with the top quality standards, the interior is inspired by the next generation cockpits: just like in modern airplanes, the instruments comprise three TFT liquid crystal displays with innovative display modes. At the touch of a button, the driver can choose from two vehicle information display modes. The instruments are housed in a structure milled from a solid aluminium block, protected by a carbon fibre casing.

The G-Force-Meter is also completely new: this display shows the dynamic drive forces, longitudinal acceleration during acceleration and braking, as well as transversal acceleration around bends. These forces are represented by the movement of an indicator on a graduated 3D grid depending on the direction and intensity of the acceleration. A similar instrument can be found in the airplanes. Formula One teams also use a similar device to analyse dynamic forces.

Customisable instruments

The instrument on the left of the speedometer associates the number of revolutions in the form of a luminous column with the display of the selected gear. Finally, every Reventón is equipped with a robotised e.gear controlled by two small levers under the steering wheel.

By simply pressing a button, the driver can switch to the second, quasi-analogical display, where the classic circular instruments, speedometer and engine speed indicator are configured in an equally innovative way and transformed into luminous pilot lamps with varying colours. The G-Force-Meter naturally remains at the centre in this display mode.

Electronic system developed entirely by Lamborghini

All this is possible thanks to the fact that the entire electronic platform of the Reventón, together with all the control devices, has been autonomously developed by the Lamborghini experts.

From the conception of the very first radical ideas, the entire Reventón has been developed in Sant’Agata Bolognese thanks to tight teams of remarkably creative experts. An extremely refined and efficient process was employed: CAD design and development, creation of the prototype in the Prototype Department, all carried out under the constant supervision of the Research and Development Department’s technicians and testers.

Atelier of creativity and high efficiency

Inaugurated in 2004, the Centro Stile is dedicated to design and characterised by a high degree of efficiency: an “atelier” of creators, designers and prototype constructors, who encapsulate the Lamborghini culture and spirit by using their remarkable skills to create aesthetic innovation.

The Centro Stile is located in a 2,900 square two-storey building. The large pavilion houses two test floors and related production and analysis equipment, while other rooms are set aside for the most advanced computerised workstations for designers and a style-model construction workshop. The Centro Stile is also closely linked to the nearby Engineering Department: the direct line between the Lamborghini development departments guarantees that ideas rapidly become reality.

Creativity and production under the same roof

The Lamborghini Reventón is a practical illustration of the streamlined functionality and efficiency characterising the Centro Stile: it took less than a year to progress from the first ideas to the finished car. The complete design process from the first sketches on paper, to three dimensional computer models with 1:10 or 1:4 scale, right up to the real size prototype is organised around streamlined, fast, efficient work groups. Thanks to the Centro Stile, for the first time in its history, Lamborghini is now able to create its own style philosophy in-house without having to rely on any external collaboration.

As in the original Murciélago LP640, the Reventón accelerates from 0 to 100 km/h in just 3.4 seconds, with a maximum speed over 340 km/h.

Born to become a legend

Since its foundation, Lamborghini has been a creator of trends in the world of sports cars and has always manufactured cars with an absolutely unmistakable character. Models such as the Miura or Countach, for example, were veritable forerunners and rapidly acquired the status of timeless classic cars. From the moment they are launched, every new Lamborghini promises to become a legend, destined to become a sought-after and precious possession.

With the Lamborghini Reventón, Lamborghini has done it again; it has created an unequalled super car; the perfect synthesis between the exclusivity and appeal of a limited edition design masterpiece, and the dynamism and driveability of a standard sports car. Thus, the Lamborghini legend is further enhanced by another, stylish future classic.

McLaren F1

For the Formula One team, see McLaren

McLaren F1
Manufacturer:	McLaren Cars
Production:	1994–1998 107 produced
Class:	Supercar / Ultracar
Body style:	2-door 3-seat coupe
Engine:	60° 6.1 L V12
Length:	4287 mm (169 in)
Width:	1820 mm (72 in)
Height:	1140 mm (45 in)
Curb weight:	1140 kg (2513 lb)
Designer:	Gordon Murray

The McLaren F1 is a supercar engineered and produced by McLaren Cars, a subsidiary of the British McLaren Group that, among others, owns the McLaren Mercedes Formula One team. The car features a 6.1-litre 60° V12 BMW V12 engine and it was conceived as an exercise in creating what its designers hoped would be considered the ultimate road car. Only 100 cars were manufactured, 64 of those were street versions, 5 were LMs, 3 were GTs and the rest were GTR models. Production began in 1994 and ended in 1998.

The McLaren F1 was the fastest production car ever built (having achieved a top speed of 240.14 mph, 386.5 km/h) until surpassed in 2005 by the Koenigsegg CCR, and then the Bugatti Veyron in 2006.

The car remains as one of the most popular modern supercars, and is quickly securing a spot among the most famous cars ever made.

Concept

McLaren F1 (missing headlight covers)

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 like carbon fiber, titanium, gold and magnesium. The F1 was the first production car to use a carbon-fiber monocoque.

A pair of Ultima MK3 kit cars, chassis numbers 12 and 13, 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 to mimic the torque of the BMW V12, plus various other components like 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 on May 1992, the original prototype (XP1) remained the same as the production version except the wing mirror which was mounted at the top sill of the door which was deemed not road legal as there were 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 car manufacturers as well as an aftermarket company 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 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 especially built for crashtesting and passed with the front wheelwell untouched.

Engine

Murray insisted that the engine for this car be normally-aspirated to increase reliability and driver control. Turbochargers and superchargers increase power but they increase complexity and can decrease reliability as well as the ability of the driver to maintain maximum control of the engine. BMW’s motorsport division BMW M custom-built a 6.1 L (6064 cc) 60-degree V12 based on BMW’s M70/S70 BMW S70B56 engine with aluminum alloy block and head, 86 mm x 87 mm bore/stroke, quad overhead camshafts for maximum flexibility of control over the four valves/cylinder and chain drive for the camshafts for maximum reliability. The resulting engine was slightly heavier than Murray had originally specified but also considerably more powerful.

The McLaren F1’s engine compartment contains the mid-mounted BMW S70B56 engine and uses gold foil as a heat shield in the exhaust compartment.

The carbon fiber body panels and monocoque required significant heat insulation in the engine compartment and so Murray’s solution was to coat the engine bay with the most efficient heat-reflector: gold foil. Approximately 25 g (0.8 ounce) of gold was used in each car.

The road version used a compression ratio of 11:1 to produce 627 PS at 7400 rpm. Torque output 480 ft·lbf (651 N·m) at 5600 rpm.[1] Other, more highly tuned, incarnations of the F1 produced up to 680 hp. The engine has a redline and rev limiter at 7500 rpm.

From 1998 to 1999, the Le Mans winning BMW V12 sports car used a similar S70B56 engine.

Power

There is some disagreement on the topic of power output. Most sources, including McLaren themselves, report output at “627 horsepower”. However, it is unclear whether this is metric horsepower (often represented as “PS” from the German Pferdestärke) or imperial horsepower. Since the McLaren’s engine was built by BMW, either unit could have been used – European carmakers tend to measure output in metric horsepower while their British counterparts tend to use Imperial horsepower. Therefore, the German company BMW may have used either measurement for an engine to be delivered to British company McLaren. The kilowatt (kW) is sometimes used as a reference, as it is unambiguous, but in the case of the McLaren, output in kilowatts has been given as both 461 kW (equivalent to 627 PS or 618 hp) and 468 kW (equivalent to 636 PS or 627 hp) – thus the various quotes of horsepower output given as 618, 627 or 636 horsepower.

Performance

The car may have been relatively small, but its performance was not. With a 0 to 60 mph (97 km/h) time of 3.1 seconds and an official top speed of 240.14 mph (386.4 km/h), although with the rev limiter removed, the F1 remains one of the fastest “production” cars ever made, unsurpassed until the Koenigsegg CCR was introduced.

While most car manufacturers rate their cars in terms of raw engine power, in terms of overall performance (acceleration, braking, grip and handling) a car’s weight is a more important factor. The power:weight ratio is a better way to quantify performance than the power of the engine. By this measure, the F1 was one of the most powerful production cars ever made. The F1 achieves 550 hp/ton, or just 4 lb/hp, while the Enzo (even with its significantly higher raw output) lags behind the F1 at 481.75 hp/ton (4.6 lb/hp) due to its greater weight. The Caparo T1 (designed by former members of the McLaren team) is expected to reach 1000 hp/ton, however, it is not available as of September 2006.

McLaren F1

• 0-60 mph 3.2 s
• 0-100 mph 6.3 s
• 0-200 mph 28 s

The Mclaren F1 has a top speed of 231 mph, restricted by the rev limiter at 7500 rpm. The true top speed of the Mclaren F1 was reached on the 31th of March, 1998 by the five-year-old XP5 prototype. Andy Wallace piloted it down the 9 km straight at Volkswagen’s Ehra test track in Wolfsburg, Germany, setting a new world record of 391.1 km/h (240.1 mph) at 7800 rpm. As Mario Andretti noted in a comparison test, the F1 is fully capable of pulling a seventh gear, thus with a higher gear ratio or a seventh gear the Mclaren F1 would probably be able to reach an even greater top speed (something which can also be observed by noticing that the top speed was reached at 7800 RPM while the peak power is reached at 7400 RPM).

Record claims

The title of “world’s fastest production road car” is constantly in contention, especially because the term “production car” is not always well defined by the media. Critics of the F1 will point to the relatively tiny number of cars produced and the extremely high price and contend that a car available to so few is hardly a “production car”.

Callaway’s Sledgehammer Corvette, the road going version of the Dauer-Porsche 962 (winner of the 1994 24 Hours of Le Mans as a GT) and most recently a version of the 911 Turbo produced by German tuner 9FF have all proven in testing that they’re capable of top speeds matching or in excess of 240 mph, although none of them are considered production cars, and hence cannot displace the McLaren’s record. More recently, the Koenigsegg CCR recorded a speed of 388 km/h (241 mph), a record which has in turn been shattered by the Bugatti Veyron, with a top speed of 407 km/h (253 mph), although Koenigsegg hit back with the CCX, capable of 261 mph, crushing the top speed of the Bugatti Veyron. Both of these are considered to be production cars, and have therefore each beaten the McLaren’s record.

As a sidenote, the 962 as well as the turbocharged version of Saleen’s S7 and RUF’s Rt 12 can hit 60 miles per hour in 3.2 seconds or less, meaning that even where certain cars (the Saleen and RUF) can’t break the McLaren’s top speed, they are capable of matching or beating its 0-60 time.

In response to this, however, designer Gordon Murray has repeatedly stated, usually in his column in Evo Magazine, that the F1 was never meant to break records, but rather perform as the ultimate driver’s car, which it has done. The Autocar magazine also stated in their review (Autocar is the only car magazine to have done an official road test/review on the McLaren F1) that the McLaren F1 will remain the best supercar ever produced, which helps reinforce what Gordon Murray had said that the F1 isn’t meant to break or set any speed records. Instead, he wants it to be the ultimate driver’s car. An evidence of it being the ultimate driver’s car is its light weight. It weighs only 1138kg while the Bugatti Veyron 16.4 weighs a portly 1888kg. Gordon Murray’s target for the McLaren F1 was a kerbweight of 1000kg (note that his primary target was weight, not speed records.), but ended up being 1138kg, an additional 138kg. He was disappointed at first, but nonetheless, that made it one of the lightest supercars in the market today.

Variants

The basic roadcar, of which 107 were built, 64 for street use and 43 for racing, saw several different modifications over its production span which were badged as different models. Of the road versions, 21 are reportedly in the United States. One of the street cars remained in McLaren’s London showroom for a decade before being offered for sale as new in 2004. This vehicle was chassis number #065. The showroom, which was on London’s luxurious Park Lane, has since closed. The company maintains a database to match up prospective sellers and buyers of the cars.

F1 GTR ‘95

Privately built for race teams in order to compete in the Global GT Endurance series as the result of requests by F1 owners Ray Bellm and Thomas Bscher (who is currently in charge of Bugatti). This car introduced a modified engine management system that increased power output — however, air-restrictors mandated by racing regulations reduced the power back to 600 hp (447 kW). An unrestricted version of this engine was used in the F1 LM car (see below). The cars extensive modifications included changes to body panels, suspension, aerodynamics and the interior.

F1 LM

Only five examples (six counting XP1, the prototype) of this car were built to celebrate the 1995 Le Mans win and the five Mclaren GTRs that finished the 24 hour race (of seven that were entered). The weight was reduced by approximately 60 kg (132 lb) over that of the road car through the removal of various pieces of trim and use of optional equipment. The car also had a different transaxle, various aerodynamic modifications (including a rear spoiler) and specially-designed 18 inch (457 mm) wheels. The roadgoing version used 17 inch (432 mm) wheels. The LM used the GTR engine without race-mandated restrictors to produce 691 PS (680 hp/508 kW). The few LMs that were made are easily recognized by their colour as they were painted “Papaya Orange” as a tribute to the memory of Bruce McLaren who used the same colour for all his contemporary Formula One and Can Am cars. It is suspected that LM1 and LM4 have a black paintjob with blue yellow and gray stripes. There are no pictures of these vehicles, however there is one illustration drawn by a designer who has seen the vehicles. This illustration can be seen here. These two vehicles are owned by the current Sultan of Brunei. The LM was used by CAR Magazine when they broke the world record for 0-100mph, doing it in 5.9 seconds. The car also reached a record by doing the 0-100-0 mph in 11.5 seconds being driven by Andy Wallace (Ex Harrods GTR Race Driver). This record has now been broken by the Ultima GTR. The Ultima GTR has the record of 9.8 seconds, the McLaren is in 3rd with 11.5 Seconds. The top speed of the LM is not as high as that of the F1 roadcar, mainly due to the drag created by the rear wing, shorter gear ratios and other parts of the body kit (these are in place to create downforce). The top speed of the LM is 225 mph, as claimed by McLaren Cars Ltd, but this has not been proven nor tested to find out.

F1 GTR ‘96

Further modified from the ‘95 model, size increased but weight decreased. An ‘96 F1-GTR (chassis #14R driven by David Brabham & John Nielsen) is notable in being the first and only non-Japanese car ever to win the championship in the GT500 class of the All-Japan Grand Touring Car Championship.

F1 GTR ‘97

Weight further reduced, body lengthened and sequential transaxle added. This is often referred to as a McLaren “Longtail GTR”.

A quote taken from the original McLaren F1 Build Schedule:

Chassis #27R & #28R

‘This spare chassis was used to replace GTR 027R damaged during shakedown tests prior to delivery to the customer. The original 027R chassis was later repaired and plated as 028R’

Like many F1 GTRs, after it was retired from racing, many were converted to street use. By adding mufflers, passenger seat upholstery, adjusting the suspension for more ground clearance for public streets, and removing the air restrictors (like the F1 LM), this made quite a formidable sports car. An F1 GTR Longtail equipped like this can be described as the ultimate F1, and quite possibly the ultimate road-going supercar.

F1 GT

The final incarnation of the roadcar with modified body panels and redesigned interior. The three examples of the McLaren F1 GT were created to homologate the ‘97 GTR for racing. The interior included the same Nardi Steering Wheel used in the F1 Roadcar.

This GT model did not include the Rear Wing, as the body width of the car was increased to maximize downforce.

McLaren F1 GT Images: http://www.mclarenautomotive.com/cars/f1gt_gallery.htm

Owners

Famous owners include:

• Jay Leno
• Wyclef Jean
• Paul Stewart (driver) – Purchased the F1 from Liam Howlett
• Elon Musk
• Ralph Lauren – Owns chassis #074, #N/A and LM3. The LM was purchased from Frank Selldorff with minor damage.
• Nick Mason
• Hassanal Bolkiah – the current Sultan of Brunei, is rumored to own 7 McLarens, including both black LMs
• Thomas Bscher – the current Bugatti president (and former FIA GT champion McLaren driver) regularly used his F1 to commute from his home in Germany to Bugatti’s headquarters in France. Bscher no longer has his road car but he still has 2 GTRs
• Michael Schumacher has a McLaren F1. It is kept in his private garage; he always says that he has not an F1 supercar. ^{[citation needed]}
• Ron Dennis
• Juan Barazi
• Frank Selldorff – Owns chassis #007. He formerly owned chassis #068 and LM3. The LM3 was sold to Ralph Lauren with minor damage.
• Rowan Atkinson – Owns a burgundy F1 which he crashed in the late 90s; recent rumors have speculated he also owns a ‘97 GTR ^{[citation needed]}
• Boston-area car merchant Herb Chambers owns a silver F1

Ex-owners

• Liam Howlett – Of electronic music group The Prodigy
• Bernd Pischetsrieder – the former BMW chairman and current CEO of Volkswagen, destroyed a silver F1
• Christopher Dawes – Former owner of Micromuse, Dawes and two passengers were killed in a burgundy F1, the only fatality of the car.
• Michael Andretti
• George Harrison (deceased)
• Bruce Weiner former owner of Dubble Bubble Gum, his McLaren has hundreds of thousands of dollars worth of add ons and is supposedly the only one to pass CA emissions standards. It is currently for sale in Atlanta, GA
• Sir Roger Bhatnagar New Zealand based entrepeneur who owned chassis XP4. Sold to new American owner.

The cost

Though not officially announced, the price of the McLaren F1 road cars has generally been pegged at $1 million. Premiums of more than $100,000 over sticker price were reportedly charged, thus making the average prices of a Mclaren F1 around $1,250,000. Used McLaren F1s are seldom publicly available. In December 2005, however, a yellow 1994 model was advertised by Silicon Valley Auto Group in Los Gatos, California, on the eBay auction site. Bidding escalated to $1,750,000 before the auction ended; the car did not sell as the auction listing noted: “Reserve Not Met”. It was re-listed, but the seller ended the auction early, claiming an error in the listing – a common technique when an item is sold off-auction instead.

F1 rumors

• Bill Gates never owned an F1
• The McLaren that went 240mph was a prototype so it is quicker than the regular production cars – While XP5 is a prototype, it was “Road Car Spec” when it did the top speed run. The only changes to the car were that the underbody was polished, the rev limiter raised/removed, the headlights taped over, and the license plate replaced with a stick on item. All modifications were “road legal” and the car had no performance enhancing modifications.

Models

Certain die-cast scale models of the F1 are now extremely desirable among collectors. Most of these models are now out of production. There is a rumor that this is because McLaren is now partnered with Mercedes-Benz, the rival company of BMW which manufactured the F1’s engine, and BMW refuses to release rights to produce the scale models. Manufacturers of McLaren F1 models include UT Models, Maisto, Minichamps/Paul’s Model Art, Guiloy and Autobarn. Models have been produced in 1:64, 1:43, 1:24, 1:18 and 1:12. Among the most desirable of these models are the Minichamps 1:43 McLaren F1 GTR West Promotion model (which can sell for over $1,000 at auction) and the UT Models 1:18 silver & dark blue McLaren F1 LMs (which each can sell for over $400 at auction).

Trivia

• During its pre-production stage, McLaren comissioned Kenwood to create a lightweight car audio system for the car; Kenwood, between 1992 and 1998 used the F1 to promote its products in print advertisements and brochure covers.

External links

Wikimedia Commons has media related to:

1996 McLaren F1

• McLaren F1 Many videos of the McLaren F1
• McLarenCars.com – The official McLaren F1 and Mercedes SLR website
• Supercars.net article on the McLaren F1
• Large Forum with lots of info on Mclaren F1
• Tiff Needell’s original test drive on BBC Top Gear
• Latest News and a Forum on McLaren

This entry is from Wikipedia, the leading user-contributed encyclopedia. It may not have been reviewed by professional editors (see full disclaimer)

                                                Maintance

Longer service intervals are not only easier on resources, they also reduce ownership costs. Over the years, we have consistently improved our service schedules, while lowering the number of service tasks. In the case of the 911, we’ll let the figures speak for themselves: Engine oil: every 18,000 miles or two years. Spark plugs: every 54,000 miles or four years. Oil filter: every 18,000 miles. Air filter: every 36,000 miles. Ancillary drive belt: every 54,000 miles. Fuel filter: good for the entire life of the car.

A major service is required after 36,000 miles. Based on mileage alone, today’s 911 requires just three services every 54,000 miles.

The result is a major reduction in servicing costs – with corresponding benefits for the environment.

                                                    Performence

The 3.6-litre unit in the 911 Carrera models develops 239 kW (325 bhp) at 6,800 rpm. Maximum torque of 370 Nm is available from 4,250 rpm. Even at low revs, the engine responds to the slightest throttle input.

Nought to 100 km/h (62 mph) requires just 5.0 seconds in the 911 Carrera Coupé. Maximum speed is 285 km/h (177 mph).

For even greater performance, the 911 Carrera S models are powered by a 3.8-litre flat-six unit offering 261 kW (355 bhp) at 6,600 rpm. The sprint from 0 to 100 km/h (62 mph) is a brief 4.8 seconds, en route to a top speed of 293 km/h (182 mph). Maximum torque output is 400 Nm beginning at 4,600 rpm. The agility of the car is considerably enhanced by the lightweight inlet and performance exhaust manifolds. The two-stage resonance valve in the air-filter housing creates a broad range of engine acoustics.

Both engine variants have a free-revving character, high output and lightweight build that are significant factors in the agility of the car.

The flat-six units are also the source of the legendary 911 sound.

Another traditional Porsche characteristic is the surprisingly low cost of ownership. The oil change interval, for example, is 18,000 miles or every two years. A major service is only required every 36,000 miles.

overview

2+2 seater convertible,
rear-wheel drive,
Rear-engine,
3.8 litres, 6 cylinders

Performance

261 kW (355 bhp) at 6.600 rpm
0-100 km/h (62 mph) in 4.9 secs
Top speed: 293 km/h (182 mph)

Price

From NZ$245,000

2007 Porsche 911 Turbo
Forget MPG, get TPM – Thrills per Mile by Neil Dunlop
Introduction

Porsche 911 Turbo: Photo Gallery — The new 2007 Porsche 911 Turbo sat within yards of the Mediterranean’s crashing surf, pinging and humming as it settled down after miles of hard driving. It was tough to pry myself out of the body-hugging leather sport seats and take a rest (not least because they’re actually lower than in the previous model), but a few minutes of repose seemed prudent and the scenery was compelling. Just eight miles away, across the Straight of Gibraltar, lay the coast of Africa. Despite the close proximity, our schedule wouldn’t allow a visit; Porsche lent us the new 911 Turbo for the day to drive around southern Spain and it was overdue back at the hotel.