McLaren F1

The McLaren F1 is a sports car designed and manufactured by McLaren

Cars. Originally a concept conceived by Gordon Murray, he convinced
McLaren F1
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
a 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.[2][3]

The car features numerous proprietary designs and technologies; it is

Overview
lighter and has a more streamlined structure than many modern sports cars,
despite having one seat more than most similar sports cars, with the Manufacturer McLaren Cars
driver's seat located in the centre (and slightly forward) of two passengers' Production 1992–1998[1] (106 cars)
seating positions, providing driver visibility superior to that of a Assembly Woking, Surrey, England
conventional seating layout. It features a powerful engine and is somewhat
Designer Gordon Murray
track oriented, but not to the degree that it compromises everyday usability
Peter Stevens
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 Body and chassis
designed as a track machine, a modified race car edition of the vehicle Class Sports car (S)
won several races, including the 24 Hours of Le Mans in 1995, where it Body style 2-door coupé
faced purpose-built prototype race cars. Production began in 1992 and
Layout Rear mid-engine, rear-
ended in 1998. In all, 106 cars were manufactured, with some variations in
wheel-drive
the design.[4]
Doors Dihedral
In 1994, the British car magazine Autocar stated in a road test regarding Related McLaren F1 GTR
the F1, "The McLaren F1 is the finest driving machine yet built for the McLaren F1 LM
public road." They further stated, "The F1 will be remembered as one of
Powertrain
the great events in the history of the car, and it may possibly be the fastest
production road car the world will ever see."[5] In 2005, Channel4 placed Engine 6.1 L (6,064 cc) BMW S70/2
the car at number one on their list of the 100 greatest cars, calling it "the V12
greatest automotive achievement of all time". In popular culture, the Power output 627 PS (461 kW; 618 hp)
McLaren F1 has earned its spot as 'The greatest automobile ever created' 650 N⋅m (479 lbf⋅ft) of
and 'The Most Excellent Sports Car Of All Time' amongst a wide variety torque
of car enthusiasts and lovers.[6] Notable past and present McLaren F1 Transmission 6-speed manual
owners include Elon Musk,[7] Jay Leno,[8] George Harrison,[9] and the
Dimensions
Sultan of Brunei.[10] In the April 2017 issue of Top Gear Magazine, the
McLaren F1 was listed as one of the fastest naturally aspirated cars
Wheelbase 2,718 mm (107.0 in)
currently available in the world, and in the same league as the more Length 4,287 mm (168.8 in)
modern vehicles such as the Ferrari Enzo and Aston Martin One-77 Width 1,820 mm (71.7 in)
despite being produced and engineered 10 years prior the Ferrari Enzo and
Height 1,140 mm (44.9 in)
17 years prior the Aston Martin One-77.[11]
Kerb weight 1,138 kg (2,509 lb)
Chronology
 Contents Successor McLaren P1 (spiritual)
McLaren Speedtail
Design and implementation
Engine
History
Specifications
Chassis and body
Aerodynamics
Suspension
Tyres
Brakes
Gearbox and powertrain
Interior and equipment
Purchase and maintenance
Performance
Acceleration (Test By Autocar Magazine)
Acceleration (On a customer car)
Braking and handling
Track tests

Record claims
Motorsports
F1 GTR 1995
F1 GTR 1996
F1 GTR 1997
Variants
Prototypes
Ameritech
Performance
Acceleration figures
Braking
Handling
F1 LM
F1 GT
References
External links

Design and implementation

Chief engineer Gordon Murray's
design concept was a common one
among designers of high-
performance cars: low weight and The logo of McLaren F1
high power. This was achieved
through use of high-tech and
expensive materials such ascarbon fibre, titanium, gold, magnesium and kevlar. The
F1 was the first production car to use a carbon-fibremonocoque chassis.[12]
McLaren 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 Centre 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 three seat setup inside an F1 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 tar
get. Being a fan of
Honda engines, I later went to Honda's Tochigi Research Centre 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
[13]
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
[14]
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 forcrash testing and passed with the front wheel arch untouched.

Engine

History
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
The McLaren F1's engine
from the Formula One powerplant in the then-dominating McLaren/Honda cars.
compartment contains the mid-
When Honda refused, Isuzu, then planning an entry into Formula One, had a 3.5-
mounted BMW S70/2 engine and
litre V12 engine being tested in a Lotus chassis. The company was very interested in uses gold foil as a heat shield in the
having the engine fitted into the F1. However, the designers wanted an engine with a exhaust compartment
proven design and a racing pedigree.[15]

Specifications
Gordon Murray then approached BMW, which took an interest, and the motorsport division BMW M headed by engine expert Paul
Rosche[16] designed and built Murray a 6,064 cc (6.1 L; 370.0 cu in) 60ºV12 engine called the BMW S70/2.[17] At 627 PS (618 bhp;
461 kW)[18][19] 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.
.[20]
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.[21][22] 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;[23] 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)[23] 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.[23] 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.[23] 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.[23] 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).[5]

Chassis and body

The McLaren F1 was the first production road car to use a complete carbon fibre
reinforced polymer (CFRP) monocoque chassis structure.[24] Aluminium and
magnesium were used for attachment points for the suspension system, inserted
directly into the CFRP.[25]

The car features a central driving position – the driver's seat is located in the middle,
ahead of the fuel tank and ahead of the engine, with a passenger seat slightly behind
McLaren F1 with all user accessible
and on each side.[26] The doors on the vehicle move up and out when opened, and compartments opened
are thus of the butterfly type, also called Dihedral doors. Gordon Murray's design for
the doors was inspired by aToyota Sera.[27]
The engine produces high temperatures under full application and thus causes a high temperature variation in the engine bay from no
operation to normal and full operation. CFRP becomes mechanically stressed over time from high heat transfer effects and thus the
.[28]
engine bay was not constructed from CFRP

Aerodynamics
The overall drag coefficient on the standard McLaren F1 is Cd =0.32,[29] compared with Cd =0.36 for the faster Bugatti Veyron, and
Cd =0.357 for the SSC Ultimate Aero TT, which was the fastest production car from 2007 to 2010. The vehicle's frontal area is
Cd A=1.79 square metres (19.3 sq ft) and the S·Cd figure is 0.57. Because the machine features active aerodynamics[30][20][31] these
are the figures presented in the most streamlined configuration.

The standard McLaren F1 features no wings to produce downforce (compare the LM and GTR editions); however, the overall design
of the underbody of the McLaren F1 in addition to a rear diffuser exploits ground effect to improve downforce which is increased
through the use of two electric Kevlar fans to further decrease the pressure under the car.[32] A "high downforce mode" can be turned
on and off by the driver.[32] At the top of the vehicle, there is an air intake to direct high pressure air to the engine with a low pressure
exit point at the top of the very rear.[32] Under each door is a small air intake to provide cooling for the oil tank and some of the
electronics.[32] The airflow created by the electric fans not only increases downforce, but the airflow that is created is further
exploited through design, by being directed through the engine bay to provide additional cooling for the engine and the ECU.[32] At
[32]
the front, there are ducts assisted by a Kevlar electric suction fan for cooling of the front brakes.

There is a small dynamic rear spoiler on the tail of the vehicle, which will adjust dynamically and automatically attempt to balance
the centre of gravity of the car under braking[20] – which will be shifted forward when the brakes are applied. Upon activation of the
spoiler, a high pressure zone is created in front of the flap, and this high pressure zone is exploited—two air intakes are revealed upon
application that will allow the high pressure airflow to enter ducts that route air to aid in cooling the rear brakes.[32] The spoiler
increases the overall drag coefficient from Cd =0.32 to Cd =0.39 and is activated at speeds equal to or above 40 mph (64 km/h) by
brake line pressure.[23]

Suspension
Steve Randle, who was the car's dynamicist, was appointed responsible for the design of the suspension system of the McLaren
F1.[23] It was decided that the ride should be comfortable yet performance-oriented, but not as stiff and low as that of a true track
machine, as that would imply reduction in practical use and comfort as well as increasing noise and vibration, which would be a
contradictory design choice in relation to the former set premise – the goal of creating the
ultimate road car.

From inception, the design of the F1 had a strong focus on adjusting the mass of the car as near the middle as possible by extensive
manipulation of placement of, among other things, the engine, fuel and driver, allowing for a low polar moment of inertia in yaw. The
,[23] this figure changes less than 1% with the fuel load.
F1 has 42% of its weight at the front and 58% at the rear

The distance between the mass centroid of the car and the suspension roll centre were designed to be the same front and rear to avoid
unwanted weight transfer effects. Computer controlled dynamic suspension were considered but not applied due to the inherent
increase in weight, increased complexity and loss of predictability of the vehicle.

Damper and spring specifications: 90 mm (3.5 in) bump, 80 mm (3.1 in) rebound with bounce frequency at 1.43 Hz at front and
1.80 Hz at the rear.[23] Despite being sports oriented, these figures imply a soft ride and inherently decrease track performance. As
can be seen from the McLaren F1 LM and the McLaren F1 GTR track variants, the track performance potential is much higher than
that in the standard F1 road car due to fact that car should be comfortable and usable in everyday conditions.

The suspension is a double wishbone system with an unusual design. Longitudinal wheel compliance is included without loss of
wheel control, which allows the wheel to travel backwards when it hits a bump – increasing the comfort of the ride.
Castor wind-off at the front during braking is handled by McLaren's proprietary Ground Plane Shear Centre – the wishbones on
either side in the subframe are fixed in rigid plane bearings and connected to the body by four independent bushes which are 25 times
more stiff radially than axially.[23] This solution provides for a castor wind-off measured to 1.02 degrees per g of braking
deceleration. Compare the Honda NSX at 2.91 degrees per g, the Porsche 928 S at 3.60 degrees per g and the Jaguar XJ6 at 4.30
degrees per g respectively. The difference in toe and camber values are also of very small under lateral force application. Inclined
Shear Axis is used at the rear of the machine provides measurements of 0.04 degrees per g of change in toe-in under braking and 0.08
degrees per g of toe-out under traction.[23]

When developing the suspension system the facility of electro-hydraulic kinematics and compliance at Anthony Best Dynamics was
employed to measure the performance of the suspension on a Jaguar XJR16, a Porsche 928S and a Honda NSX to use as references.

Steering knuckles and the top wishbone/bell crank are also specially manufactured in an aluminium alloy. The wishbones are
machined from a solid aluminium alloy withCNC machines.[23]

Tyres
The McLaren F1 uses 235/45ZR17 front tyres and 315/45ZR17 rear tyres.[30] These are specially designed and developed solely for
the McLaren F1 by Goodyear and Michelin. The tyres are mounted on 17 by 9 in (431.8 by 228.6 mm) front, and 17 by 11.5 in
(431.8 by 292.1 mm) rear five-spoke cast magnesium wheels, coated with a protective paint and secured by magnesium retention
pins.[26]

The turning circle from kerb to kerb is 13 m (42.7 ft), allowing the driver 2 turns from lock to lock.

Brakes
The F1 features unassisted, vented and cross-drilled brake discs made by Brembo. Front size is 332 mm (13.1 in) and at the rear
305 mm (12.0 in).[30][23] The callipers are all four-pot, opposed piston types, and are made of aluminium.[23] The rear brake callipers
do not feature any handbrake functionality, however there is a mechanically actuated, fist-type callipers which is computer controlled
and thus serves as a handbrake.

To increase calliper stiffness, the callipers are machined from one single solid piece (in contrast to the more common being bolted
together from two halves). Pedal travel is slightly over one inch. Activation of the rear spoiler will allow the air pressure generated at
the back of the vehicle to force air into the cooling ducts located at either end of the spoiler which become uncovered upon
application of it.

Servo-assisted ABS brakes were ruled out as they would imply increased mass, complexity and reduced brake feel; however at the
.[23]
cost of increasing the required skill of the driver

Gordon Murray attempted to utilise carbon brakes for the F1, but found the technology not mature enough at the time;[28] with one of
the major culprits being that of a proportional relationship between brake disc temperature and friction—i.e. stopping power—thus
resulting in relatively poor brake performance without an initial warm-up of the brakes before use.[33] Since carbon brakes have a
more simplified application envelope in pure racing environments, this allows for the racing edition of the car, the F1 GTR, to feature
ceramic carbon brakes.[16]

Gearbox and powertrain

The standard McLaren F1 has a transverse 6-speed manual gearbox with an AP carbon triple-plate clutch[30] contained in an
aluminium housing. The second generation GTR edition has a magnesium housing.[16] Both the standard edition and the 'McLaren
F1 LM' have the following gear ratios: 3.23:1, 2.19:1, 1.71:1, 1.39:1, 1.16:1, 0.93:1, with a final drive of 2.37:1, the final gear is
offset from the side of the clutch.[30] The gearbox is proprietary and was developed by Weismann.[34] The Torsen LSD (Limited Slip
Differential) has a 40% lock.[30]
The McLaren F1 has an aluminium flywheel that has only the dimensions and mass absolutely needed to allow the torque from the
engine to be transmitted. This is done in order to decrease rotational inertia and increase responsiveness of the system, resulting in
faster gear changes and better throttle feedback. This is possible due to the F1 engine lacking secondary vibrational couples and
.[23]
featuring a torsional vibration damper by BMW

Interior and equipment

Standard equipment on the stock McLaren F1 includes full cabin air conditioning, a
rarity on most sports cars and a system design which Murray again credited to the
Honda NSX, a car he had owned and driven himself for 7 years without ever
needing to change the AC automatic setting. Further comfort features included
SeKurit electric defrost/demist windscreen and side glass, electric window lifts,
remote central locking,Kenwood 10-disc CD stereo system, cabin access release for
opening panels, cabin storage compartment, four-lamp high performance headlight
system, rear fog and reversing lights, courtesy lights in all compartments, map 1996 McLaren F1 side luggage
compartment
reading lights and a gold-plated Facom titanium tool kit and first aid kit (both stored
in the car).[35] In addition, tailored, proprietary luggage bags specially designed to
fit the vehicle's carpeted storage compartments, including a tailored golf bag, were standard equipment.[26] Airbags are not present in
the car.[5][16] Each customer was given a special edition TAG Heuer 6000 Chronometer wristwatch with its serial number scripted
below the centre stem.[36]

All features of the F1 were, according to Gordon Murray, obsessed over, including the interior.[28] The metal plates fitted to improve
aesthetics of the cockpit are claimed to be 20 thousandths of an inch (0.5 mm) thick to save weight.[28] The driver's seat of the
McLaren F1 is custom fitted to the specifications desired by the customer for optimal fit and comfort; the seats are handmade from
CFRP and covered in light Connolly leather.[26] By design, the F1 steering column cannot be adjusted; however, prior to production
each customer specifies the exact preferred position of the steering wheel and thus the steering column is tailored by default to those
owner settings. The same holds true for the pedals, which are not adjustable after the car has left the factory, but are tailored to each
specific customer.[5]

During its pre-production stage, McLaren commissionedKenwood, the team's supplier of radio equipment, to create a lightweightcar
audio system for the car; Kenwood, between 1992 and 1998 used the F1 to promote its products in print advertisements, calendars
and brochure covers. Each car's audio system was especially designed to tailor to an individual's listening taste, however radio was
omitted because Murray never listened to the radio.

Purchase and maintenance

Only 106 cars were manufactured: 5 prototypes (XP1, XP2, XP3, XP4, XP5), 64 road versions (F1), 1 tuned prototype (XP1 LM), 5
tuned versions (LM), 1 longtail prototype (XPGT), 2 longtail versions (GT), and 28 racecars (GTR). Production began in 1992 and
ended in 1998.[4] At the time of production, each car took around three and a half months to make.
[5]

Although production stopped in 1998, McLaren still maintains an extensive support and service network for the F1. Every standard
F1 has a modem which allows customer care to remotely fetch information from the ECU of the car in order to assist the customer in
the event of a mechanical vehicle failure.[37] There are eight[38] authorised service centres throughout the world, and McLaren will
on occasion fly a specialised technician to the owner of the car or the service centre. All of the technicians have undergone dedicated
training in service of the McLaren F1. In cases where major structural damage has occurred, the car can be returned to McLaren
directly for repair.[38]

Performance
The F1 remains one of the fastest production cars ever made; as of October 2018 it is succeeded by very few cars, including the
Koenigsegg Agera RS,[39] Bugatti Chiron, Koenigsegg CCR,[40] the SSC Ultimate Aero TT,[41] and the Bugatti Veyron Super Sport.
However, all of the higher top speed machines use forced induction to reach their respective top speeds, whereas the McLaren F1 is
naturally aspirated.

McLaren F1 has a power to weight ratio of 1.79 kg (3.95 lb) perhorsepower.

Acceleration (Test By Autocar Magazine)

0–30 mph (48 km/h): 1.8 s[42]

0–40 mph (64 km/h): 2.3 s[42]
0–50 mph (80 km/h): 2.7 s[42]
0–60 mph (97 km/h): 3.2 s[42]
0–70 mph (113 km/h): 3.9 s[42]
0–80 mph (129 km/h): 4.5 s[42]
0–90 mph (145 km/h): 5.6 s[42]
0–100 mph (161 km/h): 6.3 s[42]
0–110 mph (177 km/h): 7.2 s[42]
0–120 mph (193 km/h): 9.2 s[42]
0–124.3 mph (200 km/h): 9.4 s[43]
0–130 mph (209 km/h): 10.4 s[42]
0–140 mph (225 km/h): 11.2 s[42]
0–150 mph (241 km/h): 12.8 s[42]
0–160 mph (257 km/h): 14.6 s[42]
0–170 mph (274 km/h): 17.2 s[42]
0–180 mph (290 km/h): 20.3 s[42]
0–190 mph (306 km/h): 23.8 s[42]
0–200 mph (322 km/h): 28 s[42]
[42]
30–50 mph (48–80 km/h): 1.8 s, using 3rd/4th gear
[42]
30–70 mph (48–113 km/h): 2.1 s, using 3rd/4th gear
[42]
40–60 mph (64–97 km/h): 2.3 s, using 4th/5th gear
[42]
50–70 mph (80–113 km/h): 2.8 s, using 5th gear
[42]
180–200 mph (290–322 km/h): 7.6 s, using 6th gear
[44]
0–400 m (0.25 mi): 11.045 s at 138 mph (222 km/h)
[44]
0–1,000 m (0.62 mi): 19.548 s at 276.41 km/h (171.75 mph)

Acceleration (On a customer car)

0–40 km/h: 1.5 s[45]

0–60 km/h: 2.1 s[45]
0–80 km/h: 2.7 s[45]
0–100 km/h: 3.7 s[45]
0–120 km/h: 4.3 s[45]
0–140 km/h: 5.1 s[45]
0–160 km/h: 6.3 s[45]
0–180 km/h: 7.3 s[45]
0–200 km/h: 8.8 s[45]
0–220 km/h: 10.1 s[45]
0–240 km/h: 12.2 s[45]
0–260 km/h: 14.1 s[45]
0–280 km/h: 16.9 s[45]
0–300 km/h: 20.3 s[45]
 0-50 m: 3.5 s at 96 km/h[45]
0-100 m: 5.0 s at 139 km/h[45]
0-200 m: 7.3 s at 180 km/h[45]
0-400 m: 10.8 s at 229 km/h[45]
0-1000 m: 19.0 s at 292 km/h[45]

Braking and handling

30–0 mph (48–0 km/h): 9.7 m / 31.83 ft[46]

50–0 mph (80–0 km/h): 25.2 m / 82.68 ft[46]
70–0 mph (112–0 km/h): 49 m / 162 ft[42]
Skidpad Lateral Acceleration: 1.2[47] –1.3g[15]

Track tests

Tsukuba Circuit, time trial: 1:04.62 (Driven by Naoki Hattori in Best Motoring) on a hot lap with humid (92%) weather
and some mis-shifting.[48] Which means that lap time can be improved to 59s with ideal conditions and if mis-shifts
were corrected as said by Best Motoring (who tested it) on Facebook. [49]

Millbrook Proving Ground in Bedfordshire, 2-mile (3.2 km) banked circuit, top speed test: An average speed of
195.3 mph (314.3 km/h), with a maximum speed of 200.8 mph (323.2 km/h) (driven by Tiff Needell using the XP5
prototype).[50]
MIRA, 2.82-mile (4.54 km) banked circuit,top speed test: An average speed of 168 mph (270 km/h), with a
maximum speed of 196.2 mph (315.8 km/h) (driven by Peter aylor). T [50]

Bedford Autodrome West Circuit Post 2006 Hot Lap: 1:21.20 done byEvo magazine with a custom modified
McLaren F1 (with the same tyres as theEnzo) on 10 January 2007 which was faster than theFerrari Enzo lap time
of 1:21.30[51]
[52][53]
Estoril circuit lap is 1:55.9 in 1994 (4.36 km) configuration of the track with 3 people on board in July 1994.
The Mclaren F1 XP4 prototype was tested byTiff Needell on Top Gear at the Goodwood track.[54] He said that its
handling was superb and precise. The car reaches same part of the Goodwood that is woodcote corner from 6:53 to
[54]
8:18 of the video so expect the lap time to be around 1:25 (it may vary as it is estimation from video).
The 1st lap of Nurburgring was completed byJonathan Palmer in the XP4 prototype, where he reached a maximum
of 200 mph (322 km/h) on the track.[55]

Record claims
The title of "world's fastest production road car" was constantly in contention, especially because the term "production car" is not
well-defined.

In August 1993, McLaren tested the XP3 prototype – which had only about 580 hp (433 kW; 588 PS) – at the Nardò Ring. They
.[56]
calculated a top speed of 231 mph (372 km/h) from the data recording inside the car

The British magazine Autocar was given access and tested the XP5 prototype in May 1994. They wrote:"Had we enough tarmac, we
have no doubt that it would finally stop accelerating at its rev-limiter in top which, taking tyre growth into account, would be
somewhere the far side of 230 mph (370 km/h)."[46]

Car and Driver wrote in their August 1994 issue ("Courtesy of Autocar & Motor" written in the box with performance numbers):
"Top speed? The F1 runs into the 7500 rpm redline in sixth at 221 mph (356 km/h) but it's still accelerating. Gordon Murray, the F1's
[42]
designer, is convinced that with taller gearing, the car is capable of at least 230 mph (370 km/h)."

On 31 March 1998, Andy Wallace drove the five-year-old XP5 prototype at Volkswagen's test track in Ehra-Lessien, setting a new
production car world record of independently measured 240.1 mph (386.4 km/h) two-way average (peak speed 243 mph (391 km/h)
measured by McLaren)[57] with the rev-limiter raised to 8,300 rpm.[30][58]
Depending on the definition of "production car" it was dethroned in November 1998 by the Dauer 962 Le Mans (404.6 km/h
(251.4 mph) in Ehra-Lessien)[2][59] or in April 2007 by theBugatti Veyron 16.4 (408.47 km/h (253.81 mph) inEhra-Lessien).[60]

Motorsports
Following its initial launch as a road car, motorsports teams convinced McLaren to build racing versions of the F1 to compete in
international series. Three different versions of the race car were developed from 1995 to 1997.[61]

Many F1 GTRs, after the cars were no longer eligible in international racing series, were converted to street use. By adding mufflers,
passenger seats, adjusting the suspension for more ground clearance for public streets, and removing the air restrictors, the cars were
able to be registered for road use.

F1 GTR 1995
Built at the request of race teams, such as those owned by Ray Bellm and Thomas
Bscher, in order to compete in theBPR Global GT Series, the McLaren F1 GTR was
a custom-built race car which introduced a modified engine management system that
increased power output — however, air-restrictors mandated by racing regulations
reduced the power back to 600 hp (608 PS; 447 kW) at 7,500 rpm.[62] The car's
extensive modifications included changes to body panels, suspension, aerodynamics
and the interior. The F1 GTR would go on to take its greatest achievement with first,
third, fourth, fifth, and 13th places in the 1995 24 Hours of Le Mans, beating out
A 1995-spec F1 GTR at the
custom built prototype sports cars.[61] Goodwood Festival of Speed
[62]
sporting the infamous 'Harrods' livery
In total, nine F1 GTRs were built for the 1995 season.

The 1995 F1 GTR created so much downforce that it was claimed to be able to drive
[63]
upside down along a ceiling at 100 mph (161 km/h).

F1 GTR 1996
To follow up on the success of the F1 GTR into 1996, McLaren further developed
the 1995 model, leading to a size increase but weight decrease.[61] Nine more F1
GTRs were built to 1996 spec, while some 1995 cars were still campaigned by
privateers. F1 GTR 1996 chassis #14R is notable as being the first non-Japanese car
to win a race in the All-Japan Grand Touring Car Championship(JGTC).[64] The car
was driven by David Brabham and John Nielsen. The weight was reduced with
A 1996-spec F1 GTR at theBrands around 37 kg (82 lb) from the 1995 GTR but the engine was kept detuned at 600 hp
Hatch circuit [18]
(608 PS; 447 kW) to comply with racing regulations.

F1 GTR 1997
With the 2 F1 GT homologation street versions produced, McLaren could now develop the F1 GTR for the 1997 season. Weight was
further reduced and a sequential gearbox was added.[61] The engine was slightly destroked to 6.0 L instead of the previous 6.1 L. Due
to the heavily modified bodywork, the F1 GTR 1997 is often referred to as the "Longtail" thanks to the rear bodywork being extended
to increase downforce. A total of ten F1 GTRs were built for the 1997 season. The weight was reduced to a total of 910 kg
(2,006 lb).[61]

Variants
The McLaren F1
road car, of which Total production
64 were originally Variant Road Prototype Race Total
sold, saw several
F1 64 5 69
different
F1 LM 5 1 6
modifications over
its production span F1 GT 2 1 3
which were badged F1 GTR 28 28
A 1997-spec F1 GTR "Long Tail"
as different models.
Total 71 7 28 106 during an FIA GT Championship
Of the road versions,
event
21 are reportedly in
the United States. The company maintains a database to match up prospective sellers
and buyers of the cars.

Prototypes
Prior to the sale of the first
McLaren F1s, five prototypes were
built, carrying the numbers XP1
through XP5.[65] These cars carried
minor subtle differences between
each other as well as between the
production road cars. Contrary to
common misunderstanding, XP1, McLaren XP3 prototype,
A McLaren F1 with the wing mirrors photographed during testing in 1993.
mounted on the A-pillar as on the the first ever running prototype,
The car is now owned by Gordon
prototypes was never publicly unveiled. The Murray (notice the fog lights
XP1 was never painted (with bare integrated in the front bumper and
carbon fibre exterior) and later smaller turn signals than the
destroyed in an accident in Namibia. The car unveiled at the Monaco 1992 event production version along with the
was actually a "Clinic Model", aesthetically convincing but without a powertrain. wing mirrors sourced from a Citröen
CX)
XP2 was used for crash testing (sporting a blue colour during the test) and also
destroyed. As it was a crash test car, it didn't have full interior equipment or a
powertrain. XP3 did durability testing, XP4 stress tested the gearbox system and XP5 was a publicity car. The XP3 has been in
Murray's ownership since the completion of the programme, XP4 was seen by many viewers of Top Gear when reviewed by Tiff
Needell in the mid-1990s and later on sold to a private owner, while XP5 went on to be used in McLaren's famous top speed run and
is still owned by McLaren.

Ameritech
This version of the McLaren F1 is modified in order to obtain road legality in the United States. These modifications include the
deletion of side seats, the replacement of headlights, a heightened bumper and dampened performance figures including handling and
braking compared to the European F1, due to road legality issues. It weighs in at 1,288.2 kg (2,840 lb).

Performance
Performance figures as tested by Road And Track Magazine in 1997:[66]

Performance figures are lower than a regular F1 in all aspects (apart from 0–30 mph (0–48 km/h)) relating to performance. As Mario
Andretti noted in a top speed comparison test after hitting the rev limiter at 217.7 mph (350.4 km/h) on Ameritech F1, the Ameritech
F1 is fully capable of pulling a seventh gear,thus with a higher gear ratio or a seventh gear the carwould probably be able to reach an
even greater top speed.[67]

Acceleration figures

0–30 mph: 1.7sec[66]

0–40 mph: 2.3sec[66]
0–50 mph: 2.9sec[66]
0–60 mph: 3.4 sec[66]
0–70 mph: 4.5sec[66]
0–80 mph: 5.3sec[66]
0–90 mph: 6.1sec[66]
0–100 mph: 7.7 sec[66]
0–110 mph: 8.8sec[66]
0–120 mph: 10.5 sec[66]
1/4 mile: 11.6 sec @ 125 mph[66]
0–100 ft @ 2.7s[66]
0–500 ft @ 6.5s[66]
Top Speed: 217.7 mph[67]

Braking

60–0 mph: 127 ft[66]

80–0 mph: 215 ft[66]

Handling

Skidpad 200 ft: 0.86g[66]

Slalom 700 ft Speed: 64.5 mph[66]

F1 LM
The McLaren F1 LM (LM for Le Mans) is a series of five special cars which were
built in honour of the five McLaren F1 GTRs which finished the 1995 24 Hours of
Le Mans, including the winning car.[68]

The weight was reduced by approximately 76 kg (167.6 lb) to a total of 1,062 kg

(2,341 lb) – achieved by having no interior noise suppression, no audio system, a
stripped-down base interior, no fan-assisted ground effect and no dynamic rear wing.
The car also had a different transaxle, various aerodynamic modifications, specially
designed 18 in (457.2 mm) magnesium alloy wheels and upgraded gearbox. The F1
The McLaren F1 XP1 LM prototype
LM used the same engine as the 1995 F1 GTR, but without race-mandated
on display
restrictors, to produce 680 hp (507 kW; 689 PS). It had a top speed of 225 mph
(362 km/h), which is less than the standard version because of added aerodynamic
drag, despite identical gear ratios. In the place of the small dynamic rear wing there is a considerably larger, fixed CFRP rear wing
mounted on the back of the vehicle.

The LM has the following specifications:

Peak torque of 705 N⋅m (520 lbf⋅ft) at 4,500 rpm

Peak power of 680 PS (500 kW; 671 hp) at 7,800 rpm
A redline at 8,500 rpm
 Total weight of 1,062 kg (2,341 lb) which gives the car a 110.16 bhp (82 kW; 112 PS) per litre ratio.[69]
While McLaren has never claimed specific acceleration figures for the LM, Motor Trend recorded traction-limited times of 0–60 mph
in 3.9s and 0–100 mph in 6.7s.[63] The LM was once the holder of the 0–100–0 mph record, which it completed in1.5
1 seconds when
[70]
driven by Andy Wallace at the disused airbase RAF Alconbury in Cambridgeshire.

The F1 LMs can be identified by their Papaya Orange paint. They were painted in this colour in memory of, and tribute to, Bruce
McLaren, whose race colour was Papaya Orange. Two of the chassis were painted in Black with Grey trim similar to the Ueno Clinic
sponsored Le Mans 24 Hours winning car. These cars were bought by the Sultan of Brunei and, as such, also feature horizontal
stripes down the sides in yellow, red and blue.

Although only five F1 LMs were sold, a sixth chassis exists in the form of XP1 LM, the prototype for modifications to the existing
F1 to form the new F1 LM. This car is also painted Papaya Orange and is retained by McLaren.

F1 GT
The final incarnation of the road car, the F1 GT was meant as a
McLaren F1 GT
homologation special. With increased competition from homologated
sports cars from Porsche and Mercedes-Benz in the former BPR Global
GT Series and new FIA GT Championship, McLaren required extensive
modification to the F1 GTR in order to remain competitive. These
modifications were so vast that McLaren would be required to build a
production road-legal car on which the new race cars would be based.

The F1 GT featured the same extended rear bodywork as the GTRs for
increased downforce and reduced drag, yet lacked the rear wing that had
been seen on the F1 LM.[72] The downforce generated by the longer tail
was found to be sufficient to not require the wing. The front end was also The McLaren F1 XP GT at the 2015 Geneva
similar to the racing car, with extra louvers and the wheel arches widened Motor Show
to fit larger wheels. The interior was modified and a racing steering wheel Overview
was included in place of the standard unit.
Manufacturer McLaren Cars
The F1 GTs were built from standard F1 road car chassis, retaining their Production 1997 (3 produced including
production numbers. The prototype GT, known as XPGT, was F1 chassis the prototype)
#056, and is still kept by McLaren. The company technically only needed Assembly Woking, Surrey, England
to build one car and did not even have to sell it. However, demand from
Designer Gordon Murray
customers drove McLaren to build two production versions that were sold.
Peter Stevens
The customer F1 GTs were chassis #054 and #058. It weighs 1,120 kg
(2,469 lb), 20 kg (44 lb) lighter than the standard F1 and has a top speed of Body and chassis
over 240 mph (386 km/h), although this was never tested. Class Sports car (S)
Body style 2-door coupé
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Driving Ambition: The Official Inside Story of the McLaren F1 (ISBN 1852278412)
Haymarket Magazines Ltd 1994, "F1 – McLaren's road car"
F1 – McLaren's road car, An Autocar & Motor Book
McLaren F1 GTR LM Sportscars Performance PortfolioISBN ( 1855206552)
The Fastest Cars From Around The World (ISBN 0-75254-100-5)
External links
Official McLaren Automotive website

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