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  1. Supercar vs Hypercar — What’s the Difference? https://gearpatrol.com/2020/01/19/supercar-vs-hypercar/ It’s obvious to most anyone that a Corvette or Lamborghini are different than a Corolla. There are many terms thrown around to describe outrageous performance cars. But in the upper echelons of performance, things get muddy; often, we use terms like “supercar” and “hypercar” interchangeably while in practice they are two different types of cars. Supercar Hundreds of horsepower, million-dollar price tags, lap times that make most race cars blush — these are supercars. They’re the top range of today’s performance cars, and the specs they boast outshine the best of yesteryear’s race cars. The term “supercar” is a catch-all first used in the London newspaper The Times back in 1920 to help describe the incredible 6.7-liter Ensign 6. Today, the term is used to describe cars with the best performance, technology and design that the automotive industry has to offer. Supercars can be best defined with their most common characteristics: performance, technology, design and price. They don’t need to hold elevated status in all four characteristics to qualify, and most often performance is then used as the ultimate yardstick. Case in point, the Corvette C7 ZO6. It puts up amazing numbers and lap times and has a compelling design, but only costs $80,000, significantly lower than its competitors. Despite the low price, it’s still a supercar. The McLaren 650S has design language handed down from the P1 and sub-three-second 0-60 times but offers nothing in the way of unique or boundary-pushing technology. Also a supercar. Then you have a simplistic car like the Ariel Atom V8. There’s little to speak of in terms of design since it’s basically a cage on wheels. It also costs a fraction of the cost of any other claimed supercar, yet it can outrun most of them around a track. The Ariel Atom’s race-car level of performance makes up for the simplistic design, basic tech and relatively low price. Supercar. But, to get to hypercar status, a car has to meet all the characteristics of a supercar, and push the boundaries of performance, technology and design. Hypercar Then there is the term “hypercar,” coined to qualify the top one percent of supercars. All hypercars are supercars, but not all supercars are hypercars, and while the qualifiers that allow a car to be elevated out of supercar territory and into the hypercar pantheon aren’t obvious, it’s clear with a few examples. The Ferrari 458 is a fantastic supercar, but it does not match the technological marvel of the 1,500 horsepower Bugatti Chiron hypercar. The McLaren P1, Ferrari La Ferrari, Porsche 918: all near 1,000 horsepower, with first-class new-age technology, million-dollar price tags, stunning design and performance rivaled only by each other. Almost every aspect of each car is an advancement in automotive technology and puts them high atop the motoring totem pole. Hypercars are the stick against which all cars are meant to be measured, and not a single compromise can be made. Blurring the Lines With supercars becoming exponentially more advanced and better performing, qualifications for hypercar status have become more stringent. They represent the forefront of engineering and the most extreme design, but with each new generation, the outgoing tech and styling become dated. And at the same time, the critics become callous towards what we call “extreme.” Top speeds of 185 mph used to belong to only the most exotic metal. Now, cars like the BMW M5, a family sedan, can top that. It’s what causes a car like the Lamborghini Murcielago, once an undisputed hypercar, to slide down the ladder every time a new, more batshit-crazy version of the Aventador is unveiled. Simpler performance tech pioneered by hypercars, such as movable aerodynamics, is already appearing on supercars like the Ferrari 488 GTB. Eventually, it will be the norm in the supercar world to see hybrid powertrains like the ones in La Ferrari and the P1 — though at the moment that technology is too complex and expensive to put in the higher production numbers of less exclusive supercars. The fact that the tech trickles down to supercars is also what demands hypercars to stay at the forefront. What we think of as extraordinary today is destined to become commonplace tomorrow.
  2. Klipsch Audio and McLaren Racing Unveil New Headphone Series Source: https://hypebeast.com/2020/1/klipsch-mclaren-headphones-earbuds-collaboration Innovative audio company Klipsch and progressive automotive manufacturer McLaren have come together to put out a small capsule of headphones for both audiophiles and racing fans alike. The collaboration consists of three prodcuts: the T10 True Wireless smar earphones, the Over-Ear Active Noise Cancelling headphones and the T5 Sport True Wireless earphones. All feature Klipsch’s advance technologies and quality materials that reflect McLaren’s designs. Even the auto brand’s signature color – “Papaya Orange” is utilized in both sets and cases. Expect dynamic sounds from all three products with features such as Bluetooth connectivity, transparency mode and 30 hourse of battery life. The Klipsch Audio and McLaren Racing headphone series will make its official debut at CES 2020 along with an appearance from McLaren F1 Driver Lando Norris. The sets retail from $249 USD to $999 USD and will be available sometime this Fall of 2020. In other tech news, see what the experts are predicting for the sales figures of the Apple AirPods in the near future.
  3. chitchatboy

    Longtail variant of the McLaren 720S to come

    With the McLaren 720S variant a couple of years old and probably halfway into its product life cycle, there is talk that the British company is working on a Longtail (LT) version of it. Little is known about the car but according to Piston Heads, the new supercar will be launched next year and follow in the footsteps of the other Longtails a.k.a the 600LT and 675LT. Of course, the new car will be lighter and feature the use of lightweight materials such as carbon fibre. It will also likely get new a aerodynamic parts, a revised suspension setup and a refreshed interior. Power wise, the car should also get more power with an estimated horsepower figure of 740-750bhp versus the standard car's 710bhp. For those who can afford the new LT, the car is could debut at the Geneva Motor Show next year.
  4. McLaren 600LT by MSO revealed ahead of Pebble Beach debuthttps://www.autocar.co.uk/car-news/new-cars/mclaren-600lt-mso-revealed-ahead-pebble-beach-debut McLaren will be heading to this week’s Pebble Beach Concours d’Elegance with a bespoke version of its new 600LT. Showcasing a raft of personalisation options from the Woking brand’s MSO (McLaren Special Operations) division, the concept follows on from the first public outing of the 600LT at the Goodwood Festival of Speed last month. Featuring MSO Bespoke Stealth Grey paintwork, the 600LT receives a number of carbonfibre upgrades, including an F1 Longtail-inspired air intake scoop mounted on the roof. Three carbonfibre upgrade packs also feature, with the material being used for the door mirrors and door inserts, as well as the front splitter, rear bumper, diffuser and engine cover. An ‘MSO Defined’ carbonfibre roof and front wing louvres are also part of the package. The new parts are said to reduce weight, although McLaren hasn’t disclosed how much lighter the MSO version is than the regular 600LT. Gloss black 10-spoke wheels complete the look. Inside, lightweight carbonfibre seats are sourced from the McLaren Senna, with orange contrast stitching. Six-point harnesses also feature, while a carbonfibre transmission tunnel and door inserts and an upgraded Bowers & Wilkins sound system are showcased. Detail touches to the interior include bespoke embroidery in the headrests, ‘600LT’ etching on the throttle pedals and even a set of hand-painted keys. The 600LT’s performance is unchanged over the standard car, with a 592bhp twin-turbo 3.8-litre V8 taking it from 0-62mph in 2.8sec and on to a top speed of 204mph.
  5. Shocked to learn that he had passed away. https://www.bbc.com/news/world-europe-48345660 Three-time Formula 1 world champion Niki Lauda has died at the age of 70. The legendary Austrian, one of the best-known figures in motor racing, took the title for Ferrari in 1975 and 1977 and McLaren in 1984. For many, he will be remembered for his remarkable recovery and return to racing after being badly burned in a crash in the 1976 German Grand Prix. Lauda, who underwent a lung transplant in August, "passed away peacefully" on Monday, his family said. After his career as a racing driver, he became an airline entrepreneur and, most recently, a non-executive chairman for the Formula 1 Mercedes team, instrumental in bringing in British driver Lewis Hamilton, who has won five world championships. "His unique achievements as an athlete and entrepreneur are and will remain unforgettable, his tireless zest for action, his straightforwardness and his courage remain a role model and a benchmark for all of us," his family's statement said. 'A remarkable life lived in Technicolor' On 1 August 1976, one year after winning his first title, he suffered third-degree burns to his head and face and inhaled toxic gases that damaged his lungs after his vehicle burst into flames at Nurburgring. He was given the last rites in hospital but made an almost miraculous recovery and returned to racing, still bandaged, just 40 days later. British former F1 champion Jenson Button has called him a "legend" while McLaren said Lauda would be "enshrined in our history". Lauda's rivalry with British driver James Hunt, the 1976 world champion, was portrayed in the acclaimed film Rush in 2013. He underwent two kidney transplants, the second kidney donated in 2005 by his then-girlfriend Birgit Wetzinger, a former flight attendant for his airline whom he married in 2008. Besides their twins, a boy and a girl born in 2009, Lauda also had three sons from previous relationships. In January, Lauda spent some 10 days in hospital while suffering from influenza.
  6. This is the 250mph McLaren Speedtail. https://www.topgear.com/car-news/supercars/250mph-mclaren-speedtail Sleek, isn’t it? Long and low and lean and, well, sleek. A streamliner. This is it, the McLaren Speedtail, the car formerly known as BP23 and likely forever known as the spiritual successor to the F1. Three seats, stratospheric top speed and a price tag that’s similarly out of this world. Facts, though, have been in short supply. And when we’re starved of facts, we feed off myths. The rumour mill spooled up with tales of a 300mph target, of Chiron-beating power, and, to be fair, all we did was fan the flames. Let’s rein in hyperbole and exaggeration right now, because here’s what we do know. The McLaren Speedtail will, when deliveries start in early 2020, have cost each of its 106 owners north of £2.1m for a car that boasts 1,036bhp and a 250mph maximum speed. When they do strap themselves into the centre seat, line up on a runway, press the Velocity button above their head and nail the throttle, they’ll feel what it’s like to accelerate from zero to 186mph in the same time it takes a diesel supermini to hit 60mph. How is it powered? That still hasn’t been fully revealed, but let’s start by looking at a broader picture. McLaren likes its Ultimate Series cars to answer questions. Take the Senna, which answers “is it possible to road-legalise racing levels of downforce?”. Turns out it is, and nothing else comes close to the 800kg of downward pressure the Senna is able to produce at 150mph. Now we’re in the realm of “What if we forgot about downforce and went low-drag instead? Say grand touring was still a thing, what would the ultimate 21st-century GT car look like? What would it be able to do?” McLaren’s leap of faith is that grand touring is still a thing, and that people will want to do it as a threesome. Hyper GT is the pitch; Bugatti Chiron, even if McLaren isn’t admitting as much, the target. The Speedtail is about luxury as much as speed. Well, heading that way. We’ll come on to talk about the clean lines of the cabin, the tactility of the materials, but first just look at it: the length of the tail, the elegance of those rear lines. It’s plain stunning, a shape that treats the air passing over and around it with respect. What air it needs is subtly taken, used as appropriate for combustion or cooling and then calmly reintroduced, before being precisely and delicately detached by the samurai blade tail. At 5.13 metres long, it’s 60cm longer than a Chiron, the sweeping carbon cape carrying with it a suggestion of art deco/steampunk Thirties cool. The kind of car the Rocketeer would have driven. That’s the back, at least. The front is more challenging. What initially springs to my mind are mid-Eighties concept cars, stuff such as the MG EX-E, the Lotus Etna. Think it’s something to do with the wheelspats and low, low nose. The more I look, the better it gets, though, and I really admire how the intakes and air channels have been hidden away. Still at this end of the car engineering is more important than aesthetics. Design chief Rob Melville describes it as a “comet, with the mass at the front, then this long tail”. He’s also interesting about the wheelspats: “Without them, the car would not have been able to deliver on its top speed and acceleration parameters.” The spats (which remain static as the wheel rotates) reduce turbulence almost entirely, the air allowed only to escape from the wheelarch through a single notch, smoothing flow. They can be removed, but McLaren suggests you don’t. Just think of the brake dust build-up. And did you notice? No exterior mirrors. Instead, pop-out cameras with screens at the base of the A-pillars. I don’t think I’ve seen a smoother transition from window into roofline – there’s no header rail, nothing to delay the air’s passage. And how about the cuts at the back of the rear deck? Flexible carbon fibre, moved by hydraulic actuators to adjust the centre of pressure or aid braking stability. We must assume that somewhere in Woking that vast one-piece clamshell is undergoing not just air-proofing, but child-proofing, being continuously flexed, bent and pressurised so that the Speedtail can resist the challenges of Casino Square. Which, let’s face it, is a likely destination. Let’s just hope it’s been able to use a decent proportion of that 1,036bhp on the way there. No word yet on how that’s balanced between combustion engine and e-motor(s), but let’s guess 750bhp from the familiar 4.0-litre twin turbo V8 and approaching 300bhp of electric. There’s a conventional battery pack, but no plug-in socket. Instead, inductive charging. Rumour is it won’t run on electric alone. Shame. If true, this hybrid will have regressed from the P1. Will electricity still be helping out at high speed? Is there a clever gearing system to allow that? We just don’t know, beyond realising that the 1,430kg dry weight (the P1 was 1,395kg) means the battery pack can’t be that big. There are a couple of elephants in the room. Anyone else slightly underwhelmed by the stats? Only 7mph faster than the 25-year old F1, likely no more e-power than the Porsche 918 Spyder, a mere 1,036bhp total when Koenigsegg’s Agera RS has a full megawatt (1,341bhp), and the Chiron has 1,479bhp. And 1,650bhp seems the entry point if you want to talk 300mph. The only stat available so far is 0–186mph in 12.8secs. Bugatti’s time is 13.1secs (the Bug might have a hefty power advantage, but it’s also getting on for 600kg heavier – the two have near-identical power-to-weight ratios of around 740bhp per tonne). Nothing in it really, but McLaren has confirmed the Speedtail is rear-drive only. It’ll be doing well to match the Bug’s 2.4-sec 0–62mph time, but might just have caught up by 100mph (4.7secs). Mad enough, however you measure. For reference the F1 took 22.0secs to reach 186mph, the P1 16.5secs. So it’s deeply, deeply fast, but not as rapid as the Koenigsegg Agera RS (11.9secs). Bragability is good, but not at levels the F1 enjoyed at launch. But maybe that’s the point. McLaren isn’t talking 300mph, because the faster you want to go, the more you have to compromise – stiffer tyre sidewalls are just the beginning. Going back to first principles, McLaren wants the Speedtail to answer the hyper-GT question, not simply battle for bigger numbers. Seen from that point of view, it’s hard to conclude that 250mph isn’t ludicrously adequate. So 250mph it is, reached very quickly. We can also assume McLaren is focusing on high-speed stability as a core facet, to make distance relaxing and undemanding. Wind and tyre noise will need to be minimised – in that respect, it’s encouraging that the front tyres are modest 235-section, that there’s nothing to snag the air passing over the canopy. I suspect it’ll have a massive fuel tank (“more than 60 litres” is all Ultimate Series line director Andy Palmer would admit). Even so, it ought to be an efficient car. Comparing and contrasting the Speedtail is all well and good, but its USP isn’t speed, but seating. This time last year, I drove a central-seat 720S. I found it captivating, almost instantly a more logical, sensible place to sit in the car, distanced from both A-pillars, the symmetry of the view out an utter joy. The catch is getting in. Various techniques are available; none is elegant. Or quick. All involve a measure of shuffling and skooching. I do like the fact McLaren has incorporated recessed handles in the headlining, and engineered “directional leather” that aids sliding in, then “subtly holds the occupant in place while they drive”. This was necessary because the central seat couldn’t have high bolsters. You do miss them. If you want to feel wedged in, drop back into one of the flanking chairs. Here, tucked behind B-pillar, shoulder overlapped with the driver, you are genuinely hemmed in. It’s comfortable but restrictive. You can’t be big. The view out, however, is, like the driver’s, unique. It’s a special place to sit, and you’re aware of views in interesting directions, of the amount of light, of angles you’ve never seen before in a car. It’s not social, though, doesn’t treat passengers as equals. The centre seat makes the Speedtail egocentric. The symmetry is emphasised by how much it’s been decluttered. No sun visors; instead, the Speedtail is fitted with electrochromic glass which darkens at the press of a button. The LED interior lights have been incorporated into the glass, too. Your eye has less to fall on, and the clean view across the swathe of screen and air vent, mirrored either side, channels you into focusing on the steering wheel, finished in this glorious wood-like machined carbon. That material, super-tactile, carved from billet carbon where each layer is just 30 microns thick, is used for the paddles too, and forms the binnacle around the porthole above your head. That’s where you find the car controls, buttons for gearlever, start/stop and switchable dynamic modes. The most interesting one is labelled Velocity. This prepares the Speedtail for high speeds. “No extra key or anything,” Palmer tells me, “this will do 250mph straight out of the box.” It lowers, the active aero is optimised and the wing cameras fold away. Whether this makes it an illegal mode on the road, like the P1’s track mode, McLaren has yet to admit. The doors operate electrically, there are stowage drawers underneath the outer seats, load bays at either end (162 litres in total, fitted luggage matched to the interior specification is optional) but no lockers in the flanks à la F1… more’s the pity. Cupholders? Those are on the options list, I’m told. But it’s not just the tech and layout that separates the Speedtail from lesser McLarens – it’s the design and quality. So here we have Scandanavian leather where air is infused beneath the surface during manufacturing, to reduce density and cut weight by 30 per cent. It’s still tough enough that, with stippling to aid grip, McLaren has used it in place of carpet on the floor. Then there’s Titanium Deposition Carbon Fibre (I’m sure it’s scientifically accurate McLaren, but you shouldn’t put scientists in charge of naming it as well as creating it). Carbo-tanium gets around the issue of coloured carbon fibre, which can, apparently, compromise the material’s structural integrity. Here, a micron-thin titanium layer is fused onto the carbon weave. McLaren has left the finish natural on this Speedtail, but the titanium can be anodised in any colour – you could even have images and words placed into the carbon. McLaren pioneered carbon fibre. Now it’s taking it to the next level. The mind boggles. I suspect it’ll do so again when more details are released. But for now, while we’re still short of full fact disclosure, I recommend just gawping at the thing, and realising that one day quite soon, 106 of them will be released into the wild.
  7. hi, just installed an active sub below my seat. than i realised that my front speakers are too weak to be blasted hard becos they are stock. so i went to upgrade the stock speakers to hertz speakers. after this, i was told that my stock head player has no power to drive my expensive front speakers to the optimal performance. and now, looking around for a amp to power up. after spending so much $$$ and time on all these upgrading, all we wanted now is to enjoy the music with good quality sound. so what media do you all use to play your music? is the SQ from a MP3 good enough? where can we get high quality music CD? TIA
  8. McLaren built a $1 million hypercar that it says is unlike any other vehicle in the world http://www.businessinsider.sg/mclarens-senna-hypercar-pictures-details-2017-12/?r=US&IR=T The McLaren Senna hypercar debuted on Saturday. It’s named after legendary Formula One racer Ayrton Senna. McLaren will on build only 500 Sennas with a price tag of $1 million each. The Senna is powered by a 789 horsepower twin-turbo V8. Ayrton Senna is arguably the greatest driver in Formula One history and one who made an indelible mark on McLaren. The Brazilian spent six of his 11 seasons in F1 with McLaren during which time he delivered 35 race victories and three world championships. On Saturday, McLaren unveiled a new $1 million (£750,000) hypercar called the Senna in a ceremony at the company’s headquarters outside of London. The McLaren Senna will be just the second member of the company’s Ultimate Series, which has remained without a production model since the P1 hybrid hypercar ended its run in 2015. “The McLaren Senna is a car like no other: the personification of McLaren’s motorsport DNA, legalized or road use but designed and developed from the outset to excel on a circuit,” McLaren Automotive CEO Mike Flewitt said in a statement. “Every element of this new Ultimate Series McLaren has an uncompromised performance focus, honed to ensure the purest possible connection between driver and machine and deliver the ultimate track driving experience in the way that only a McLaren can.” According to McLaren, the Senna is built to be the ultimate track-focused road car. Thus, everything about the Senna is about putting up insane lap times on the track while offering a comfortable commute on the road. That also means function over form when it comes to aesthetics. The Senna is powered by a 789 horsepower version of the McLaren’s 4.0-liter, twin-turbocharged, M840TR V8 engine. It’s development of the M840T engine that debuted earlier this year in the 720S supercar. McLaren has yet to announce any performance figures associated with the Senna. But, I wouldn’t be shocked to see a 0-60 mph time quicker than 2.8 seconds and a top speed north of 212 mph. With that said, the Senna’s party piece won’t be its straight-line speed. Instead, the car’s forte will be its ability to meld that speed with mechanical and aerodynamic grip to deliver mind-blowing lap times. The new hypercar built on McLaren’s new Monocage III carbon fiber structure. At just 2,641 pounds, the Senna is the lightest McLaren since the company’s ground-breaking 240 mph F1 hypercar of the 90s. The McLaren Senna will make its official world debut at the 2018 Geneva Motor Show in March. Unfortunately, all 500 Sennas are already spoken for.
  9. OK, I searched. There have been threads on paddle shifters before, e.g.: http://www.mycarforum.com/topic/2676927-paddle-shifters-which-type-suits-you/. But they don't address this exact question. My specific question is: which particular mounting position of paddle shifters suits you better? Fixed to the wheel or fixed to the steering column? Examples of makes/models with each position (taken from the web): Wheel mounted: BMW - 1, 2, 3, 4, and 5 series VW - Golf, GTI Porsche - 918 Audi - R8 McLaren Acura - TL Cadillac - CTS-V Column mounted: Subaru - Outback Ferrari Lamborghini Nissan - GTR, Maxima What prompted this question: I have experienced both. Right now, my Bimmer and my Merc both have wheel mounted shifters. I find them very intuitive to shift with. This applies to both street driving and track/high performance driving - I recently came back from NZ where I did the Alpine drive on the Southern Hemisphere Proving Ground. The wheel-mounted shifters on the M and xDrive cars were an absolute pleasure. Also, I was recently invited to test drive the 488GTB. I loved the car on the whole, but disliked the column mounted paddles as I found them unwieldy to use. I have lived with a column mounted shift for a few months - my F430. Took me some getting used-to. Honestly, I never drove that car as hard as I've driven many others, and nowhere near as hard as it was intended by god and Enzo (who might be one and the same entity, lol). What made it a little easier is that I had no other paddle shifting car at that time so I didn't have to "switch" between two modes of shifting. But if one has one of each type, I can see how it might be difficult to go from one to the other on a periodic basis. So my question is: which do you personally prefer? I prefer the wheel-mounted type, as I've already mentioned. But arguments for and against both types can be made, e.g. Wheel mounted shifters allow one to always have immediate access to the paddles if one holds the wheel in the prescribed 9-3 racing position. But Ferrari claim that you shouldn't be shifting gear mid-corner, so you should never actually need to reach across to the column from anything other than a 9-3 position. I don't really agree - you can and should select the right gear prior to corner entry, but you often have to upshift when accelerating out of the apex. With modern rev-matching transmissions, weight transfer, etc. becomes a moot point, it's all so smooth that there's practically no risk of destabilisation. Anyway, if you're experienced with both types, please do vote and post an opinion. But please don't proffer irrelevant opinions like "never had one", "I leave the car to shift for itself", or "real drivers drive manuals", which would be a waste of time and effort for you, and of bandwidth for all. I don't mean to be rude, but too many threads like this have devolved into noise. Thank you!
  10. http://jalopnik.com/rowan-atkinson-just-sold-his-twice-crashed-mclaren-f1-f-1710189175 A select few rich, famous and amazing people have been privileged enough to call themselves McLaren F1 owners, but arguably the most famous among their number was British comedian Rowan “Mr. Bean” Atkinson. That’s because he crashed his, twice. Apparently that didn’t hurt the F1’s resale value much. CNBC reports that Atkinson has sold the dark burgundy car for a cool £8 million, about $12.2 million. He originally purchased the car in 1997 for as much as £640,000. While Atkinson is now sadly F1-less, he did make a huge profit on the sale. The good news is that although he can no longer cruise around in one of the greatest sports cars of all time — and still the fastest naturally-aspirated car ever made — he can’t crash his again, either. Advertisement In 1999, he damaged the hood by driving it into the back of a Rover Metro, as one does in England. Then in 2011 Atkinson crashed the car into a tree and a road sign, resulting in an infamous and insurance company-infuriating $1.4 million repair bill. Atkinson solid his car through English specialist car dealer Taylor & Crawley, but its new owner has not been disclosed. Don’t fret for him too much, though — he still owns an NSX, a Jaguar MK7, an Aston Martin DB2, a vintage Ford Falcon, a 1939 BMW 328 and a Rolls-Royce Phantom Coupe. Your 18-year-old, twice-crashed car will probably not sell for $12.2 million. Just so you know.
  11. http://www.youtube.com/watch?v=nVJNpwTYhR0 What a lovely lovely car!!!!!!!!!!!!!
  12. I must admit I am not really interested in bikes but the sheer beauty of this $30,000 road bike sure caught my attention. The S-Works McLaren Tarmac, a joint effort by McLaren and Specialized Bicycle Components, was probably born for those who seek the best. Utilising McLaren's knowledge and expertise in carbon fibre, the S-Works McLaren Tarmac's frame plus fork weight is reduced by 9 to 11 percent with the help of an exclusively developed proprietary carbon layup process as compared to the standard S-Works Tarmac. The CLX40R tubular wheels (which is 90g lighter than the standard set of CLX40 wheels), crankset, and handlebars also receive the new carbon layup process and manage to shave off more weight too. EE Cycleworks brakes further reduce weight. McLaren's Special Operations team also lent a hand in developing a custom paint scheme for this bike and each of the 250 units that will be made will come with matching S-Works shoes and helmet. Of course, when you pay such an exuberant price for the bike, it is only right they build the bike according to your body size via its Body Geometry Fit consultation. So will you spend 30 grand on a bike? Not for me, but what do I know?
  13. As the five red lights went off at the Melbourne Grand Prix Circuit in Australia yesterday afternoon, the high-revving, high-octane sport of Formula One entered a new era. Lining up on the grid were probably some of the appalling (and vulgar) cars the highest class of motorsports has ever witnessed. 22 turbocharged 1.6-litre hybrid racers set off, but only 15 saw the dance of the chequered flags. Felipe Massa's debut in his beautiful, Martini-liveried Williams ended short due to Kamui Kobayashi's clumsy accident in his Caterham with the former in the first lap. In addition, the season opener saw both Lotus cars, the second Caterham, Lewis Hamilton's Mercedes and Sebastian Vettel's Red Bull lost to various technical issues - including total loss of power for the quadruple champion. Ferrari and Torro Rosso were the only works team and Renault-powered team, respectively, to complete the Grand Prix without major hiccups. Mercedes' display of strength was only tainted by pole sitter Lewis Hamilton's retirement on lap three due to a misfiring engine - and it was the sole Mercedes powered car that was lost to a technical issue. Despite the drawbacks, the German national anthem was heard in all its glory once again during the podium ceremony - but for the first time since June 2013, it was compatriot Nico Rosberg (who also coincidentally won the British GP last June) who took the honours. Rosberg denied Red Bull's Daniel Ricciardo and McLaren's rookie, Kevin Magnussen, a place on the top spot of the podium in a style of domination akin to Vettel. Rosberg steered clear of Australian Ricciardo by 24.5 seconds while Danish driver, Magnussen, marked an impressive debut on his maiden F1 outing by not only finishing third but also ahead of his teammate - former world champion Jenson Button - who rose up the grid from starting at tenth. The Ferrari 'dream' team of Fernando Alonso and Kimi Raikkonen had a decent race - although nothing memorable after finishing fifth and eighth respectively. Post race, the season opener became a nightmare for the defending quadruple champions after second-place finish Ricciardo was disqualified from the race. The decision came about after his car was considered to be in breach of fuel flow regulations. According to a FIA sensor which was fitted to the car, the Red Bull exceeded the maximum allowed fuel flow of 100kg/hr, and after over five hours of negotiations - the stewards eventually ruled the car was run illegally. According to the ruling body, the car was not only in breach of the fuel flow regulation but apparently the team was found not to be compliant with technical regulations throughout the event. Naturally, Red Bull has made clear its intentions to appeal the decision.
  14. chitchatboy

    More photos of the McLaren 12C Coupe

    We recently took out the fantastic looking 12C for a little drive and figured that its name could also mean something more in our local context. If you don't get what I mean, do have a quick read here ;) As usual, I have more yummy photos of the supercar that we didn't publish in the feature... High door sill making entry a little tough. But once settled in, superb seats wrap around you snugly. We assume the air-con isn't so important after all, which explains why controls to the climate system are found on the driver's door - away from the centre console! Yup, the important buttons are all here. These stalks are a work of art. Nice to see such a high rev limit for a turbocharged engine. Some of your barang barang can stay behind the seats. Carefully designed vents for hot air to escape from the engine compartment. Steering is wonderfully alert on the move. LED taillights are incorporated well into the rear design. Metal paddles are a joy to use. Shifts are fast and crisp too. 12C basking under the warm glow of the morning sun, hours before we return to reality...
  15. Based on the 12C super car, albeit with the face of the McLaren P1, McLaren Automotive expands its young lineup with the McLaren 650S - which would formally debut on the 4th of March, at the forthcoming Geneva Motor Show. Like the 12C, the 650S is available either as a Coupe or a Spider with a retractable folding hard top. According to McLaren, the 650S promises to redefine the high-performance supercar segment, and has been designed and developed to provide the ultimate in driver engagement on both the road and the race track. The badge designation refers to the power output - 650PS - amounting to 641bhp - from the British-built McLaren M838T twin turbo V8 engine, while 'S' stands for 'Sport'. Inspired by the McLaren P1, the front bumper and the better integrated front splitter contribute to increased levels of downforce, for a greater level of steering feeling and confidence to the driver on turn-in, while also adding to the agility and handling. A new design five-spoke lightweight forged '650S' alloy wheels are unique to the model, and are fitted with Pirelli P Zero Corsa tyres for optimised road holding, handling and driver feedback. The bespoke 'MC1' branded tyres have been developed alongside the 650S by Pirelli. The McLaren Airbrake, now operates with a greater level of functionality providing increased stability. The newly developed system deploys the Airbrake when the car requires added downforce - instead of braking or when manually operated in 'Aero' mode. Below the Airbrake, a distinctive rear three-piece bumper, similar to the GT3 racing version of the 12C, compliments the aerodynamic shape of the McLaren 650S. Active aerodynamics featured on its stable of cars have been further developed and honed to ensure the ultimate performance and ability for the 650S. Enhanced levels of specifications are also available as an added option. These include fixed-back carbon racing seats, an electric steering column adjustment, a rear parking camera and extended carbon fibre throughout the interior.
  16. When Sebastian Vettel qualifies at the front, there is nothing that can stop the German from grabbing the top step on the podium. Out of 88 race starts he has with Infiniti Red Bull Racing - from Australia 2009 to Singapore 2013 - he has 22 lights to flag victories and three Grand Chelem titles (currently tied with Nelson Piquet) - meaning he has qualified in pole, won the race after leading every lap of the race and set the fastest lap of the race in the same weekend. Still his record is one more than Juan Manuel Fangio who has five world championships under his belt, but one less than the legendary Ayrton Senna and Michael Schumacher. Even Fernando Alonso, Niki Lauda and Stirling Moss only have one each and interestingly James Hunt and Kimi Raikkonen have none. As the Singapore Grand Prix concluded - minutes before 10:00pm - with fireworks lighting up the already colourful and vibrant Marina Bay CBD area with stunning backdrop from the Singapore Flyer to Marina Bay Sands and ANZ to Maybank towers and hysterical cheers from the attendees - Vettel recorded his third consecutive win this season, his third consecutive win at the street circuit and his seventh podium overall. The question remains if there is anything that could stop the German driver. Unless Adrian Newey is removed, I doubt so. The problem with F1 right now is not about the lack of overtaking or people getting bored with the same person winning - it's just that rival teams have yet to produce their own Adrian Newey including legendary ones like Scuderia Ferrari and Vodafone McLaren Mercedes. McLaren seem to be a little off pace this year while only one of the two Ferraris seem to be interested in any actual racing. Over the past two years, the sport has evolved from who is winning and fighting for the championship to who had the best recovery or who managed to finish third after a strenuous battle. As stated earlier, as soon as Vettel qualifies on the front grid - you can prepare tomorrow's sports headlines today. Even yesterday at the sixth SingTel Singapore Grand Prix, Vettel won the race after qualifying in pole with a record setting time of 1:42.841 - which is even faster than Kimi Raikkonen's lap record. Not even the tropical climate of heat and humidity or the intervention of the safety car - courtesy of Daniel Ricciardo's Toro Rosso - could hinder or delay the triple world champion from claiming another this season. After 61 laps, Vettel won by a staggering 32.6 seconds over title contender, Fernando Alonso in the Prancing Horse, who leaped from seventh at the starting grid while Kimi Raikkonen catapulted to third from starting 13th on the grid
  17. Let me get one thing straight. Personally I am not a fan of McLaren. I have nothing against the team, its Formula One drivers or the firm's awkward behaviour of naming its cars after fax machines. It's just like Manchester United vs Liverpool or Rafael Nadal vs Roger Federer or Tiger Woods vs well whoever he competes with. However there are one or two things I admire about McLaren. Firstly, its futuristic, yin-yang inspired factory at Woking, U.K. Secondly, the automaker's approach to cars and the firm's obsession with implementing technology. I have mentioned a countless number of times in the blog, as much as I like cars and the science, art and engineering behind it - I like technology, gadgets and gizmos. As such I cannot think of any other automaker in this era (perhaps besides Audi) that harnesses science, technology and cars as well as McLaren. Ferrari is a front to sell road legal Formula One cars to fund their F1 programme while Lamborghini is a German engineered Italian on steroids and performance enhancing drugs. Pagani is a new kid on the block that is all about theatricality, flamboyance and art. McLaren celebrated - with pride - their 50th anniversary as a racing team. 50 years is a long time, but the British firm has only created five road going cars thus far, and all five have been blockbusters in their own right. We have the iconic and legendary McLaren F1, the Mercedes-Benz SLR McLaren, the MP4-12 and 12C and now we have the long awaited and alien looking McLaren 'Designed by Air' P1. The McLaren P1, together with the Porsche 918 and LaFerrari, welcome the next generation of hypercars and motoring in general. They are from three different countries in one continent but they share a similarity - they are all hybrids. Unlike its predecessors, the McLaren F1, Porsche Carrera GT and Enzo Ferrari, they are not purely naturally aspirated. Each feature an electric motor of some sort to boost performance to an already capable internal combustion engine. http://dai.ly/x14g7to In the case of the P1, the futuristic looking vehicle is unlike anything I have ever seen. The aesthetics have time travelled 10-15 years from the future, combined with the technical limitations of today. It is powered by a substantially revised 3.8-litre twin-turbo V8 petrol engine, coupled to a single electric motor, for a combined power output of 903bhp. Top speed is electronically limited to 350km/h, with the 0-100km/h standing start acceleration taking less than three seconds. The McLaren P1 will power from rest to 200km/h in less than seven seconds, and on to 300km/h in less than 17 seconds - a full five seconds quicker than the McLaren F1. Despite this, the P1 is also efficient with CO2 emissions less than 200g/km, and the ability to cover more than 10km in emissions free electric mode. Undergoing the final stages of testing before commencing on first customer deliveries soon, fellow self-confessed automotive and collector, Jay Leno, became the first man outside the development team at Woking, and Jenson Button, to drive the McLaren P1. The 12 minute video is pretty much split into two sections, a tour of the McLaren engineering centre that looks nothing short of a cathedral while the second part is Leno thrashing the all new hypercar on what I think is the Top Gear test track - who was gleaming with excitement every single minute of course. As mentioned at the start, I am not a fan of McLaren, but does that mean I should not be jealous?
  18. With a USD$1.14 million (S$1.42 million) price tag to it, the McLaren P1 is definitely not just another car. Yes, it's a super car built by British automaker, McLaren Automotive, which has very good credibility, thanks to its reliable production cars. However, it seems that nobody really is perfect, not even the guys behind the U.K.-based car manufacturer. You see, during the recent Villa d'Este Concorso d'Eleganza event held in Italy, the super expensive Italian car happened to show its weakness, just when it was least expected. Honestly, it would have been a lot better had the case be just some malfunctioning minor features. However, it was quite an embarrassment for McLaren that its P1 failed to start completely that day. Furthermore, things have become even more embarrassing for the Brits because it seems that there's no such thing as keeping the embarrassment local nowadays. Thanks to the Internet and the massive number of people carrying cameras along with them wherever they go today, the mishap can now be watched over the internet! The McLaren representatives in charge that day had to tow the car onto a trailer in the end, after having failed to start it no matter what they tried to do. The representatives have yet to figure out why the McLaren P1 wouldn't start at all. The only thing noticeable was a couple of error messages displayed on the dashboard screen. One of the error messages read 'Park Brake Fault - Call McLaren Service Centre' and the other one read 'ESC Fault Vehicle Limphome - Go to McLaren Service Centre'. Essentially, they both suggested that the car be towed to a McLaren service centre, just like what the McLaren reps did eventually. These error messages somehow lead me to wonder if there's nothing the owner can do without bringing the super car to the service centre in the case that something goes wrong. Well, I believe that McLaren would have preferred such a thing to take place somewhere more 'private', such as at its plant, rather than at a place filled with multi-millionaires. In other words, those people at the Villa d'Este Concorso d'Eleganza event are undoubtedly capable of purchasing one example or more of the Italian super car. What a shame and a bad thing it is to happen, at a wrong place and at the wrong time!
  19. 30 years after his father claimed victory, Nico Rosberg took the highest step of the podium at the Monaco Grand Prix - fighting off stiff competition from title defender Sebastian Vettel. Rosberg - a resident of Monaco - managed to fend off Vettel till the end while Webber completed the podium despite sustained pressure from Hamilton. A pit stop strategy worked well for the Red Bull team to leap ahead of Hamilton, during the first safety car period - trigged by Massa at lap 30 who managed to replicate a crash similar to Saturday
  20. 2013 marks the 50th anniversary since McLaren was founded by New Zealander - Bruce McLaren. As part of the celebration, the British carmaker has announced the limited edition '50' 12C in both coupe and spider (convertible) body styles. Only 100 examples will be produced. Developed by McLaren Special Operations, the limited edition 12Cs are available in 3 exclusive colours - Carbon Black, Supernova Silver or McLaren Orange. For the exterior, updates include a re-designed front bumper, black McLaren badge on the hood and carbon fibre trim for the lower section. Unique 19/20-inch ultra-lightweight alloys in Satin Black finish and carbon ceramic brakes round up the exterior revisions. For the cabin, we can find subtle branding for the carbon fibre sill panel and floor mats, and a '50' anniversary plate on the driver's door. The 50 12C will come with a monogrammed car cover and a limited edition car key that resides in a carbon fibre presentation box.
  21. RchLuvSlly

    McLaren to build successor to the P1

    McLaren P1 The British automaker McLaren has already confirmed that it will soon start development for the successor to the P1 hypercar. However, don't get too excited now, as the company has also mentioned that we aren't likely to see what the successor looks like within the next decade (yes, that's ten years altogether). McLaren P1 The news came along with the news that McLaren's F1 staffs had started carrying out some necessary works in the UK-based automaker's joint effort with the Japanese automaker Honda, seemingly for the sake of the 2015 F1 racing season. It was Greg Levine, the Sales and Marketing Head at McLaren, who shared the news regarding the successor to the P1. McLaren MP4-12C "The only way a car like the P1 works is by being exclusive and having a short product cycle. After that, you have to step back from the market for a few years. These sort of launches can only happen every ten years or so," commented Levine. McLaren MP4-12C Until now, the automaker is about to produce its 375th P1 and - miraculously enough, I would say, considering the very high price tag of US$1.3 million (that is around S$1.6 million) - it has received customers for three quarters of the total units of the P1 to be produced. McLaren MP4-12C Spider Now, judging that Levine mentioned that it will take ten whole years for McLaren to introduce a new hypercar, I'm guessing some of you may be wondering if the company will have nothing to offer in the meantime. Well, in this regard, the British automaker is preparing an entry level model it's probably going to slot under the MP4-12C. The entry level model is dubbed the P13. Unfortunately, there has yet to be any image leaked on the styling cues of the model. Sources inside McLaren are also keeping their lips sealed tightly for the time being. However, it is known that the P13 will more likely lean on the styling cues of the P1 than those of the MP4-12C. According to sources at McLaren, the company's MP4-12C is 'too much about technology and less about beauty' and that the P13 isn't going to suffer from the same fate. Regarding the price of the P13, it seems wise to believe that it will range somewhere around US$200,000 (approximately S$251,000) or less. I think it's safe to assume that the price won't reach US$250,000 (approximately S$314,000), otherwise it may distract the sale of the MP4-12C.
  22. Nostalgic sia. TOKYO: Japanese automaker Honda said Thursday it will return to Formula One in 2015 as an engine supplier to British team McLaren in a bid to revive their championship-winning partnership. Honda president Takanobu Ito said "McLaren-Honda" will aim to become "number one" in the elite racing world. "Honda is a company that has grown by participating in and winning races," he told a Tokyo press conference. McLaren boss Martin Whitmarsh said at the joint press event their "legendary Formula One partnership" would restart. "McLaren and Honda are about to embark on a new and extremely exciting adventure together," he said. "On behalf of everyone at McLaren, and also everyone who loves Formula One, I am delighted to welcome Honda back to the sport." Ito refused to be drawn on how much money Honda would be putting into the project, but said it was determined to succeed. "It is wonderful timing that we announced it today. Personally, I'm very happy about it," he said. Ito said Honda's going it alone in an earlier incarnation had not proved easy and a tie-up like this would prove fruitful. "It is ideal to compete as a McLaren-Honda team. I hope we can continue for a long time," he said. The Japanese automaker pulled out of F1 after the 2008 season, ending an involvement that began in the 1960s, to cut costs during the economic downturn that ravaged Japanese exports to the United States and Europe. It sold its team to former principal Ross Brawn the next year. A recent change in F1 rules, promoting the use of environmentally friendlier turbo engines, has made the comeback decision easier because Honda could readily transfer the technology to its commercial vehicles. The McLaren-Honda alliance conquered F1 from 1988 to 1991 with Ayrton Senna and Alain Prost at the wheel. Honda started racing in F1 as a full-fledged team in 1964, and stayed until 1968. During that time, it won two races. Then, as a supplier of engines to other teams including McLaren, Williams and Lotus, it raced from 1983 to 1992 and won 69 races. After an eight-year hiatus, Honda returned as an engine provider and then part owner of the BAR team from 2000 to 2005. In 2006 it took full control and renamed it Honda. Formula One chief Bernie Ecclestone welcomed the Japanese firm back into the fold. "It is a great pleasure to see Honda back in Formula One," he was quoted as saying in a statement issued by Honda. "Their engine technology and passion for motor sports make them a natural Formula One contender." - AFP/sb
  23. This year's Geneva Motor Show was a dream for many petrolheads, thanks to the presence of a new McLaren and a new Ferrari hypercar, a new Porsche GT3, a new Alfa and a crazy Lamborghini.. thingy.. I'm sure you guys know Chris Harris from the Drive channel, who was fortunate enough to visit the show. Besides his opinion on some of the show cars at Geneva, je gives us a review of the facelifted E 63 AMG. Oh and did I mention he dislikes the Veneno?
  24. Rayoflight

    Swee orange Mclaren mp4-12c

    Just saw this beauty side by side my car at havelock road..driven by jason tan A+ (his name stickered big big at side window) awesome!
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