Friday, September 21, 2007
Tuesday, May 15, 2007
Bugatti Veyron
Bugatti Veyron
| Bugatti Veyron 16.4 | |
|---|---|
 | |
| Manufacturer | Bugatti Automobiles SAS |
| Parent company | Volkswagen AG |
| Production | 2006– 300 cars |
| Predecessor | Bugatti EB110 |
| Class | Supercar |
| Body style(s) | 2-door Mid-4WD coupé |
| Engine(s) | 8.0 L quad-turbo W16 |
| Transmission(s) | 7-speed dual clutch sequential manual |
| Wheelbase | 2710 mm (106.3 in) |
| Length | 4462 mm (175.8 in) |
| Width | 1998 mm (78.7 in) |
| Height | 1206 mm (47.5 in) |
| Curb weight | 1888 kg (4162 lb) |
The Bugatti Veyron 16.4 is currently the fastest, most powerful, and most expensive street-legal full production car in the world, with a proven top speed of over 400 km/h (407.5 km/h or 253.2 mph), though several faster or more expensive vehicles have been produced on a limited basis.[1] It reached full production in September 2005. The car is built by Volkswagen AG subsidiary Bugatti Automobiles SAS in its Molsheim (Alsace, France) factory and is sold under the legendary Italian/French Bugatti marque. It is named after French racing driver Pierre Veyron, who won the 24 hours of Le Mans in 1939 while racing for the original Bugatti firm. It is also the world's second, modern, supercar with 16 cylinders, after the Cizeta Moroder V16T.
History
Development of the vehicle began with the 1999 EB 18/4 "Veyron" concept car. Introduced at the Tokyo Motor Show, it was similar in design and appearance to the final Veyron production car. One major difference was the EB 18/4's use of a W18 engine with three banks of six cylinders. The Veyron's head designer was Hartmut Warkuss with exterior designed by Jozef Kabaň of Volkswagen rather than Giorgetto Giugiaro of ItalDesign who had handled the three prior Bugatti concepts.
VW chairman Ferdinand Piëch announced the production Veyron at the 2000 Geneva Motor Show. It was promised to be the fastest, most powerful, and most expensive car in history. Instead of the W18, the production model would use a VR6/WR8-style W16 engine. First seen in the 1999 Bentley Hunaudieres concept car, the W16 would get four turbochargers, producing a quoted 1001 horsepower (see engine section for details on the power output). Top speed was promised at 407 km/h (253 mph), and pricing was announced at €1 million (US$1.3 million at the time).
Development continued throughout 2001 and the EB 16/4 Veyron was promoted to "advanced concept" status. In late 2001, Bugatti announced that the car, officially called the Bugatti Veyron 16.4, would go into production in 2003. However, the car experienced significant problems during development. Achieving the required high-speed stability was difficult - one prototype was destroyed in a crash and another spun out during a public demonstration at the Monterey Historics event in Mazda Raceway at Laguna Seca. Production of the Veyron was delayed pending resolution of these and other issues.
Piëch retired that year as chairman of the Volkswagen Group and was replaced by Bernd Pischetsrieder. The new chairman promptly sent the Veyron back to the drawing board for major revisions. Neumann was replaced as Bugatti president by Thomas Bscher in December 2003, and substantial modifications were made to the Veyron under the guidance of former VW engineer, Bugatti Engineering head Wolfgang Schreiber.
After the release of the car, it has been reported that while each Veyron is being sold for £840,000, the production costs of the car are approximately £5 million per vehicle. This is not the price to produce one vehicle, but rather the cost of the entire Veyron project divided by the number of vehicles produced at that time. As Bugatti, and therefore Volkswagen, are making such a loss, it has been likened by automotive journalist Jeremy Clarkson and his Top Gear programme team in their story on it to the Concorde, in that both were test-beds for advancements in technology and developed as exercises in engineering rather than profit.
In the case of the Veyron, it will be several years before Volkswagen will be able to see if their investment in developing ground-breaking technology has paid off. One key measure is how much (if any) of the technology developed for the Veyron finds use in mass-produced cars.
Specifications
The Veyron features a W16 engine—16 cylinders in 4 banks of 4 cylinders, or the equivalent of two narrow-angle V8 engines mated in a "W" configuration. Each cylinder has 4 valves, for a total of 64, but the narrow V8 configuration allows two camshafts to drive two banks of cylinders so only 4 camshafts are needed. The engine is fed by four turbochargers, and it displaces 8.0 L (7,993 cc/488 in³) with a square 86 by 86 mm bore and stroke.
Putting this power to the ground is a dual-clutch DSG computer-controlled manual transmission with 7 gear ratios via shifter paddles behind the steering wheel boasting an 8 ms shift time. The Veyron can be driven by full automatic transmission. The Veyron also features full-time all-wheel drive based on the Haldex system. It uses special Michelin run-flat tires designed specifically for the Veyron to accommodate the vehicle's top speed.
Curb weight is estimated at 4,160 lb (1890 kg). This gives the car a power to weight ratio of 529 bhp/tonne.
The car's wheelbase is 2710 mm (106.3 in). Overall length is 4462 mm (175.8 in). It measures 1998 mm (78.7 in) wide and 1206 mm (47.5 in) tall.
The Bugatti Veyron has a total of 10 radiators.
- 3 radiators for the engine cooling system.
- 1 heat exchanger for the air to liquid intercoolers.
- 2 for the air conditioning system.
- 1 transmission oil radiator.
- 1 differential oil radiator.
- 1 engine oil radiator.
- 1 hydraulic oil radiator for the spoiler.
Performance
According to Volkswagen, the final production Veyron engine produces between 1020 and 1040 metric hp (1006 to 1026 SAE net hp), so the car will be advertised as producing "1001 horsepower" in both the US and European markets. This makes it the most powerful production road-car engine in history. Peak torque is 1250 N·m (922 ft·lbf).
Top speed was initially promised to be 406 km/h (252 mph), but test versions were unstable at that speed, forcing a redesign of the aerodynamics. In May 2005, a prototype Veyron tested at a Volkswagen track near Wolfsburg, Germany, and recorded an electronically limited top speed of 400 km/h (249 mph). In October, 2005, Car and Driver magazine's editor Csaba Csere test drove the final production version of the Veyron for the November 2005 issue. This test, at Volkswagen's Ehra-Lessien test track, reached a top speed of 407.5 km/h (253.2 mph). The top speed was verified once again by James May on Top Gear, again at Volkswagen's private test track. When getting close to the top speed during the test he said that "the tires will only last for about fifteen minutes, but it's okay because the fuel runs out in twelve." He also gave an indication of the power requirements, at 249 km/h (155 mph) the Veyron was using approximately 270 BHP (201 kW), but to get to its rated 407 km/h (253 mph) top speed required far more from the engine. The power required to overcome aerodynamic friction is proportional to the cube of the speed. Therefore, to go twice the speed, you need eight times the power.
The Veyron is the quickest production car to reach 100 km/h (62 mph) with an estimated time of 2.5 seconds, according to the manufacturer. It reaches 60 mph in approximately 2.46 seconds. It also reaches 200 and 300 km/h (124 and 186 mph) in 7.3 and 16.7 seconds respectively. This makes the Veyron the quickest accelerating production car in history. It also consumes more fuel than any other production car, using 40.4 L/100 km (5.82 mpg) in city driving and 24.1 L/100 km (10 mpg) in combined cycle. At full throttle, it uses more than 125 L/100 km (2.1 mpg), which would empty its 100 L (26.4 gallon) fuel tank in just 12.5 minutes. The car's everyday top speed is listed at 377 km/h (234 mph). When the car reaches 220 km/h (137 mph), hydraulics lower the car until it has a ground clearance of about 8.9 cm (3½ inches). At the same time, the wing and spoiler deploy. This is the "handling" mode, in which the wing helps provide 770 pounds (3425 newtons) of downforce, holding the car to the road.[2] The driver must, using a special key (the "Top Speed Key"), toggle the lock to the left of his seat in order to use the maximum speed of 407.5 km/h (253.2 mph). The key functions only when the vehicle is at a stop when a checklist then establishes whether the car—and its driver—are ready to enable 'top speed' mode. If all systems are go, the rear spoiler retracts, the front air diffusers close and the ground clearance, normally 12.4 cm (4.9 inches), drops to 6.6 cm (2.6 inches).
The Veyron's brakes utilize unique cross-drilled and turbine-vented carbon rotors, which draw in cooling air to reduce fade. Each caliper has eight[2] titanium pistons. Bugatti claims maximum deceleration of 1.3 g on road tires. Prototypes have been subjected to repeated 1.0 g braking from 194 to 50 mph (312 to 80 km/h) without fade. With the car's fearsome acceleration from 50 to 194 mph (80 to 312 km/h), that test can be performed every 22 seconds. At speeds above 124 mph (200 km/h), the rear wing also acts as an airbrake, snapping to a 70-degree angle in 0.4 seconds once brakes are applied, providing 0.5 g (4.9 m/s²) of deceleration.[2] Bugatti claims the Veyron will brake from 252 mph (402 km/h) to a standstill in less than 10 seconds.[2] The braking is also so evenly applied that the car will not deviate from a straight path if the driver lets go of the steering wheel, even with the brakes fully applied starting from close to top speed.
Previews
Gordon Murray, designer of the McLaren F1 (which for many years was the fastest production car ever built) said the following about the Bugatti Veyron in UK auto magazine evo during its development period:
"The most pointless exercise on the planet has got to be this four-wheel-drive 1000 horsepower Bugatti. I think it’s incredibly childish this thing people have about just one element—top speed or standing kilometre or 0-60. It’s about as narrow minded as you can get as a car designer to pick on one element. It’s like saying we’re going to beat the original Mini because we’re going to make a car 10 mph faster on its top speed—but it's two foot longer and 200 kilos heavier. That’s not car designing—that just reeks of a company who are paranoid."
Murray was impressed with the Veyron after he test drove one, nearly praising it in an article he wrote about it in Road and Track magazine.
Reviews
After the car had reached production, Murray went on to write an article for another UK auto magazine, Top Gear, retracting a lot of his past criticism of the car.
"One really good thing, and I simply never expected this, is that it does change direction. It hardly feels its weight. Driving it on a circuit I expected a sack of cement, but you can really throw it at tight chicanes."
He also declared in the article that: "The braking is phenomenal, the primary ride and body control are good too" and "It's a huge achievement."[citation needed]
The trend of backtracking on negative comments about the Veyron continued when prominent UK car show host Jeremy Clarkson declared on Top Gear that it was "The best car ever made" after initially saying it was ridiculous and would never exist.[1] He would later extend this by saying he would spend the night with British reality TV star Jade Goody (whom Clarkson strongly dislikes[3]) to get his hands on one. Additionally, Clarkson described the car as "Utterly, stunningly, mind blowingly, jaw droppingly brilliant."
The Veyron was then proclaimed the Top Gear Magazine Car of the Year along with the Toyota Aygo and the Peugeot 107 and Citroën C1.
The Veyron was also declared the Grand Award winner for the Autotech category of 2006 by Popular Science magazine....
Official unveiling
The production Veyron was shown for the first time on October 19, 2005 at the Tokyo Motor Show. The official United States launch for the production version occurred at the 2006 Los Angeles International Auto Show in January. Visual differences between the prototype and production Veyrons are slight, but noticeable marks include the addition of marker lights or reflectors on the front fenders and a more pronounced "dorsal spine" on the hood (reminiscent of the Bugatti Atlantic), especially near the windshield.
Six Veyrons were sold at the 2005 Dubai Motor Show in December, reportedly including the demonstration models used on the stands there. These would be the first reported private sales of the car.
Sales and service
Bugatti originally planned to build 300 Veyrons over five years. In March 2006, Bugatti president Bscher claimed to have 70 firm orders, selling out 14 months of production. In response, the company is reportedly speeding up production, with all 70 cars expected to be built in 2006. Bscher also reported that 14 cars have been completed and most will be shipped to the United States. It is not clear how many are in the hands of customers.
The cars will be sold directly from the factory to customers or at 20 Bentley dealers worldwide. These include dealerships in Beverly Hills, London, Miami, Riyadh, San Diego, Troy, Pasadena, Greenwich.
Maintenance will be possible at Bentley dealerships, but repair service will require a flown-in mechanic, whom the company promises will be available 24 hours a day.
Final numbers
Numbers are according to manufacturer, and may be significantly different from tested performance.
Vehicle type: mid-engine, all-wheel-drive, 2-passenger, 2-door coupe
Base Price: € 1,127,210 (£757 359, $1,440,800)
Engine type: quad-turbocharged and intercooled DOHC 64-valve W-16, aluminium block and heads, direct fuel injection
Displacement: 7993 cm³ (488.8 in³)
Performance Ratings as Tested :
- Zero to 60 mph (97 km/h): 2.5 s
- Zero to 100 mph (161 km/h): 6.0 s
- Zero to 150 mph (241 km/h): 11.0 s
- Zero to 200 mph (322 km/h): 22.0 s
- Standing Quarter-Mile / 402 Meter: 10.2 sec @ 143 mph s
- Zero to 100 km/h: 2.5 s
- Zero to 200 km/h: 7.3 s
- Zero to 300 km/h: 16.7 s
- Zero to 400 km/h: 55 s
Top speed (Electronically Limited): 253 mph (407.5 km/h)
Theoretical Top Speed: 257 mph (414 km/h)
Best Record: 257 mph (414 km/h)
Fuel economy :
- EPA city driving: 7 mpg U.S. (34 L/100 km)
- EPA highway driving: 10 mpg U.S. (24 L/100 km)
Trivia
- According to Jeremy Clarkson, the host of Top Gear, if the McLaren F1 were allowed to reach 120 mph before the Bugatti started, the Bugatti would still be the first to reach 200 mph.
- In one of Top Gear's races, Richard Hammond and James May attempted to beat Clarkson in a race across Europe using transport other than a car, from Italy to England to transport a truffle. Clarkson used the Veyron, while Hammond and May used a variety of transport, with May flying the Cessna 182 due to his newly obtained pilot's licence, and the use of the Eurostar, when it was revealed that May was not qualified to fly at night. Apparently, so far, Bugatti has not given Top Gear approval for a Power Lap in the Veyron in an attempt at the record time, now held by the Koenigsegg CCX (with the Top Gear spoiler).
- The Veyron's handbrake features ABS, allowing it to be used to stop the car in case the main brakes fail.
- At 230 mph the Veyron 'consumes' 10,000 gallons of air per minute, as much as the average person inhales in 4 days
- On another Top Gear episode (broadcast on 4 February 2007) James May tested the car's top speed of 253 mph at Ehra-Lessien in Germany, which has a straight piece of track of 5.5 miles long, suitable for the test. Upon reaching the top speed of 407 km/h (253 mph), James May mentioned that he was "covering one football pitch every second" . In the after-comments section he said that the whole experience was rather disorienting, as he thought he had stopped and was ready to open the door when he looked at the speedometer and it was still at 70 mph. It is not known if this was his first test around the track or if he had many beforehand.
- On the same episode James May stated that upon full speed the Veyron's tires would burst after 15 minutes, however this was not an issue because it would go through its entire fuel load within 12 minutes
- On March 4, 2007, a privately owned Veyron lost control in the wet and was involved in a road crash with a Vauxhall Astra van. The accident occurred in heavy rain on a 40mph section of Renfree Way, Shepperton ,Surrey, England. A pregnant woman in the van was not injured, but was taken to hospital as a precaution and released; no other injuries were recorded. The Veyron driver was reported by police for driving without due care and attention.
McLaren F1
McLaren F1
| McLaren F1 | |
|---|---|
  | |
| Manufacturer | McLaren Automotive |
| Production | 1994–1998 107 produced |
| Class | Supercar |
| Body style(s) | 2-door 3-seat coupe |
| Engine(s) | 60° 6.1 L V12 |
| Length | 4287 mm (169 in) |
| Width | 1820 mm (72 in) |
| Height | 1140 mm (45 in) |
| Curb weight | 1140 kg (2513 lb) |
| Designer | Gordon Murray & Peter Stevens |
The McLaren F1 was engineered and produced by McLaren Automotive, a subsidiary of the British McLaren Group that, among others, owns the McLaren Mercedes Formula One team. The car features a 6.1-litre 60° BMW S70 V12 engine and it was conceived as an exercise in creating what its designers hoped would be considered the ultimate road car. Only 100 cars were manufactured, 64 of those were street versions, 5 were LMs, 3 were GTs and the rest were GTR racing models. Production began in 1993 and ended in 1998.
The McLaren F1 was the fastest production car ever built (having achieved a top speed of 240.14 mph, 386.5 km/h) until surpassed in 2005 by the Koenigsegg CCR, and then the Bugatti Veyron a few months later.
Concept
Chief engineer Gordon Murray's design concept was a common one among designers of high-performance cars: low weight and high power. This was achieved through use of high-tech and expensive materials like carbon fiber, titanium, gold and magnesium. The F1 was one of the first production cars to use a carbon-fiber monocoque chassis.
The idea was first conceived when Murray was waiting for a flight home back from the fateful Italian Grand Prix in 1988; Murray drew a sketch of a three seater supercar and proposed it to Ron Dennis. 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 to mimic the torque of the BMW V12, plus various other components like the seats and the brakes. Number 13 was the test of the V12, plus exhaust and cooling system. When McLaren was done with the cars they destroyed both of them to keep away the specialist magazines and because they did not want the car to be associated with "kit cars".
The car was first unveiled at a launch show, 28 May 1992, at The Sporting Club in Monaco. The original prototype (XP1) remained the same as the production version 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 turn signal 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 t-shirt hit a rock and rolled the first prototype car several times. The driver managed to escape unscathed. Later in the year, the second prototype (XP2) was especially built for crashtesting and passed with the front wheel arch untouched.
Engine
Gordon Murray insisted that the engine for this car be normally-aspirated to increase reliability and driver control. Turbochargers and superchargers increase power but they increase complexity and can decrease reliability as well as the ability of the driver to maintain maximum control of the engine. Murray initially approached Honda for an NA powerplant with 550BHP, derived from the Formula 1 powerplant in the then-dominating McLaren/Honda cars.
When Honda refused, Isuzu, then planning an entry into Formula 1, had a 3.5 V12 engine being tested in a Lotus chassis. The company was very interested in having the engine fitted into the F1. However, the designers wanted an engine with a proven design and a racing pedigree.
BMW took up interest, and motorsport division BMW M ended up building Murray a custom-built 6.1 L (6064 cc) 60-degree V12 based on BMW's M70/S2 engine with aluminum alloy block and head, 86 mm x 87 mm bore/stroke, quad overhead camshafts for maximum flexibility of control over the four valves/cylinder and chain drive for the camshafts for maximum reliability. At 266 kg, the resulting engine was slightly heavier than Murray's original maximum specification weight of 250 kg but also considerably more powerful than he had specified, which effectively canceled out the weight gain in a straight line; however, extra weight can cause handling problems around corners.
The carbon fiber body panels and monocoque required significant heat insulation in the engine compartment, so Murray's solution was to line the engine bay with the high efficient heat-reflector: gold foil. Approximately 25 g (0.8 ounce) of gold was used in each car.
The road version used a compression ratio of 11:1 to produce 627 horsepower at 7400 rpm—considerably more than Murray's specification of 550 horsepower. Torque output 480 ft·lb (651 N·m) at 5600 rpm.[1] Other, more highly tuned, incarnations of the F1 produced up to 680 hp. The engine has a redline and rev limiter at 7500 rpm.
From 1998 to 2000, the Le Mans–winning BMW V12 LMR sports car used a similar S70/2 engine.
Performance
The McLaren F1 can do 0 to 60 mph (97 km/h) in 3.2 seconds and has an official top speed of 240.14 mph (386.4 km/h) (although with the rev limiter removed); the F1 remains one of the fastest "production" cars ever made.
While most car manufacturers rate their cars in terms of raw engine power, in terms of overall performance (acceleration, braking, and agility) a car's weight is a more important factor. The power-weight ratio is a better method of quantifying performance than the peak output of the vehicle's powerplant. By this measure, the F1 was one of the most powerful production cars ever made. The F1 achieves 501 hp/ton, or just 4 lb/hp, while the Enzo Ferrari (even with its significantly higher raw output) measures behind the F1 at 434 hp/ton (4.6 lb/hp) due to its greater weight.
McLaren F1
- 0–60 mph 3.2 s
- 0–100 mph 6.3 s
- 0–150 mph 12.8 s
- 0–200 mph 28.0 s
- 0–60 mph 2.5 s
- 0–100 mph 5.3 s
- 0–150 mph 10.1 s
- 0–200 mph 18.2 s
The McLaren F1 has a top speed of 231 mph (370 km/h), restricted by the rev limiter at 7400 rpm. The true attainable top speed of the McLaren F1 was reached on the 31st of March, 1998 by the (then) five-year-old XP5 prototype. Andy Wallace piloted it down the 9 km straight at Volkswagen's Ehra-Lessien test track in Wolfsburg, Germany, setting a new world record of 391.2 km/h (244.54 mph) at 7800 rpm. As Mario Andretti noted in a comparison test, the F1 is capable of engaging a seventh gear, thus, with a higher gear ratio or addition of a seventh gear, it is possible for the McLaren F1 to attain an even greater top speed. This is something which can also be observed by noticing that the top speed was reached at 7800 RPM while the powerplant's peak output is at 7400 RPM. Wallace reportedly remarked that removal of the wing mirrors and adjusting the rear spoiler would have made the car go faster.
Some claim the record is not true nor official due to the fact the car can be considered to be modified prior to the test—the rev limiter was removed. However making minor modifications is common when testing the top speed of supercars, for example removing mirrors, covering up air ducts and using different tires has been seen before.[citation needed]
Record claims
The title of "world's fastest production road car" is constantly in contention, especially because the term "production car" is not always well-defined by the media. Critics of the F1 will point to the relatively tiny number of cars produced and the extremely high price and contend that a car available to so few is hardly a "production car".
Callaway's Sledgehammer Corvette[citation needed], the road going version of the Dauer-Porsche 962 (winner of the 1994 24 Hours of Le Mans as a GT) and most recently a version of the 911 Turbo produced by German tuner "9ff" have all proven in testing that they are capable of top speeds matching or in excess of 240 mph, although none of them are considered production cars, and hence cannot displace the McLaren's record. More recently, the Koenigsegg CCR recorded a speed of 388 km/h (241 mph), a record which has in turn been broken by the Bugatti Veyron, with a top speed of 407 km/h (253 mph). Both of these are considered to be production cars, and have therefore each beaten the McLaren's record.
As a sidenote, the 962, Veyron, Ariel Atom, Koenigsegg CCX, the turbocharged version of Saleen's S7 and RUF's Rt 12 can hit 60 miles per hour in 3.2 seconds or less, meaning that even while certain cars cannot break the McLaren's top speed, they are capable of matching or beating its 0–60 time.
In response to this, however, designer Gordon Murray has repeatedly stated, usually in his column in Evo Magazine, that the F1 was never meant to break records, but rather perform as the ultimate driver's car. The Autocar magazine also stated in their review (Autocar is the only car magazine, other than Road & Track 12/97, to have performed an official road test/review on the McLaren F1) that the McLaren F1 will remain the best supercar ever produced, which helps reinforce what Gordon Murray had said. Further evidence of it being the ultimate driver's car is its light weight. It weighs only 1138kg while the Bugatti Veyron 16.4 weighs in at 1888kg. Gordon Murray's target for the McLaren F1 was a curbweight of 1000kg, but ended up being 1138kg. It remains one of the lightest supercars ever built.
Variants
The McLaren F1 road car, of which 64 were originally sold, saw several different modifications over its production span which were badged as different models. Of the road versions, 21 are reportedly in the United States. One of the completed street cars remained in McLaren's London showroom for a decade before being offered for sale as new in 2004. This vehicle became the 65th McLaren F1 sold. The showroom, which was on London's luxurious Park Lane, has since closed. The company maintains a database to match up prospective sellers and buyers of the cars.
Prototypes
Prior to the sale of the first McLaren F1s, five prototypes were built, all carrying the numbers XP1 through XP5. These cars carried minor subtle differences between each other as well as between the production road cars. XP1 was the first publicly unveiled car, and later destroyed in the accident in Namibia. XP2 was used for crash testing and also destroyed. Neither were ever painted. XP3, XP4 and XP5 were all publicity cars developed and owned by McLaren, used for publicity shots and tested by reporters. All were painted a different color, and each was able to be distinguished by their chassis code painted on the side locker panel. XP4 was seen by many viewers of Top Gear when reviewed by Tiff Needell in the mid 1990s, while XP5 went on to be used in McLaren's famous top speed run.
F1 LM
In honor of McLaren's achievements at Le Mans, they announced the building of the McLaren F1 LM (LM for Le Mans). Since five F1 GTRs had finished Le Mans, five F1 LMs would be built. illustration drawn by a designer who has seen the vehicles in person.
Although only five F1 LMs were sold, a sixth chassis exists in the form of XPLM, 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. Other F1s have been modified by McLaren with LM bodyparts at the behest of the owners, however these are not full LMs since they do not use the race engine.
An F1 LM was used by CAR Magazine when they broke the world record for 0-100mph, achieving 5.9 seconds total time.
F1 GT
The final incarnation of the roadcar, the F1 GT was meant as a homologation special. With increased competition from homologated supercars from Porsche and Mercedes-Benz, McLaren required extensive modification to the F1 GTR in order to be competitive. These modifications were so vast that McLaren would be required to build a production car on which to legally base the new race cars. Thus was born the F1 GT.
The F1 GT featured the same extended rear bodywork for increased downforce, yet lacked the rear wing that had been seen on the F1 LM. The downforce generated by the long tail was found to be sufficient to not require a wing. The front end was also similar to the racing car. The wheel fenders were also widened to fit larger wheels. The interior was redesigned, and a racing steering wheel was included.
The F1 GTs were developed from unfinished standard F1 chassis. The prototype, XPGT, was F1 chassis #056, and is still kept by McLaren. The two customer F1 GTs were F1 chassis #054 and #058. McLaren technically only needed to build one, but demand from customers drove McLaren to build the two production versions.
Total Production
In total, McLaren built the following amount of F1s and variants:
- 65 F1s (plus 5 prototypes)
- 5 F1 LMs (plus 1 prototype)
- 2 F1 GTs (plus 1 prototype)
- 28 F1 GTR race cars
Total production is thus 72 road legal F1s, 28 racing cars, and 7 prototypes.
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.
F1 GTR '95
Built at the request of race teams, such as those owned by Ray Bellm and Thomas Bscher, in order to compete in the BPR 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 (447 kW). The cars extensive modifications included changes to body panels, suspension, aerodynamics and the interior. The F1 GTR would go on to take its greatest achievement with 1st, 3rd, 4th, 5th, and 13th places in the 1995 24 Hours of Le Mans, beating out custom built prototype sports cars.
In total, nine F1 GTRs would be built for 1995.
F1 GTR '96
To follow up on the success of the F1 GTR into 1996, McLaren further developed the '95 model, leading to a size increase but weight decrease. Nine more F1 GTRs were built to 1996 spec, while some 1995 cars were still campaigned by privateers. F1 GTR '96 chassis #14R is notable as being the first non-Japanese car to win a race in the All-Japan Grand Touring Car Championship (JGTC). The car was driven by David Brabham and John Nielsen.
F1 GTR '97
With the F1 GT homologated, McLaren could now develop the F1 GTR for the 1997 season. Weight was further reduced and a sequential transaxle was added. The engine was slightly destroked to 6.0L instead of the previous 6.1L. Due to the heavily modified bodywork, the F1 GTR '97 is often referred to as the "Longtail". A total of ten F1 GTR '97s were built.
Many F1 GTRs, after the model was retired from racing, were converted to street use. By adding mufflers, passenger seat upholstery, adjusting the suspension for more ground clearance for public streets, and removing the air restrictors, they made quite a formidable sports car. An F1 GTR Longtail equipped like this can be described as the ultimate F1, and quite possibly the ultimate road-going supercar.
Trivia
- During its pre-production stage, McLaren commissioned Kenwood to create a lightweight car audio system for the car; Kenwood, between 1992 and 1998 used the F1 to promote its products in print advertisements, calendars and brochure covers.
- The F1 held the title for "Fastest Production Car Till Date" for a span of 12 years, since its initial production in 1993. The longest for any street legal or production car in the history of automobiles.
- Midnight Club III: DUB Edition features the F1 LM. The F1 is by far the fastest car in the game with the best handling and best braking aspects while the F1 LM is slightly more sluggish in these areas.
- Gran Turismo 4, Forza Motorsport and R:Racing Evolution features the same works backed '97 F1 GTR with Fina livery.
- Although the Mclaren F1 in Gran Turismo 4, Forza Motorsport and R:Racing Evolution have the same sponsor, the one in Gran Turismo 4 is the only '97 Longtail one.
- Scud Race and Le Mans 24 features the same Gulf Oil sponsored '95 F1 GTR.
- The F1 Was Featured on the Discovery Channel show Ultimate Cars as the ultimate supercar. [2]
- In Test Drive Unlimited, the McLaren F1 (1995) and McLaren F1 GTR (1997) are featured. Download packs available on Xbox Live have added the McLaren F1 LM and the McLaren F1 GT to the game.
- Kit car builder DDR Motorsport builds a kit that resembles the F1, which is actually based on the Toyota MR-2 SW20 Turbo.
The Mean Machine: Ariel Atom
| Ariel Atom | |
|---|---|
 | |
| Manufacturer | Ariel Ltd |
| Engine(s) | 1998 cc Straight-4 |
| Length | 3.41 m |
| Width | 1.798 m |
| Height | 1.195 m |
| Curb weight | 456 kg (1071 lb) |
| Similar | Lotus Seven ElfinClubman |
| Designer | Simon Saunders Automotive Design |
The Ariel Atom is a high performance sports car made by the Ariel Motor Company based in Somerset, England. It is unusual in the respect that the chassis is the body, and therefore lacks a roof, windows and other features commonly found on road cars. It is available with a range of engines; the top of the range being a supercharged Honda Civic Type-R K20 engine and a Supercharged 2.0 Litre 300hp 250 ft·lbf GM Ecotec engine both of which can reach speeds rivaling those of much more expensive automobiles. Although the top speed of approximately 140-150 mph is relatively tame compared to more exotic sports cars, the high power-to-weight ratio (approximately 500 bhp/ton, or 650 bhp/ton supercharged) affords it incredible acceleration and control through corners because there is no large amount of weight to throw it out of the turn.
The Ariel Atom has received great media interest, most recently when it was featured on the Discovery Channel and tested by Jeremy Clarkson on BBC motoring television programme Top Gear, where it lapped their test track faster than, most notably, a Lamborghini Murciélago LP640 and a Porsche Carrera GT, and also creatively re-arranged Clarkson's face because of the open cockpit's lack of wind protection. The car is featured in the video games Project Gotham Racing 3 for the Xbox 360 console and TOCA Racedriver 3 for the PC, Xbox and PS2.
Brammo Motorsports of Ashland, Oregon has signed a deal with Ariel Ltd to manufacture the Atom in the USA starting in late 2005. In the USA it is available with the supercharged GM Ecotec engine introduced in 2004 on the Saturn ION Red Line and also used in the Cobalt SS. A limited run of approximately 10 Atoms were built in 2006-2007 powered by imported Honda K20A's.
The Ariel Atom was also used (unofficially) by Wrightspeed as a base vehicle to prototype the electric running gear for an entirely new production vehicle which Wrightspeed are raising funds to build. The Atom-based prototype, called the X1, also has incredible acceleration, reaching 60 mph in 3 seconds. Because the X1 is electric, it has the equivalent fuel consumption of 170 mpg.
Specifications
- 0-60 mph : 3.5 sec. (2.7 sec. Supercharged)
- Top Speed: 140 mph, 225 km/h (155 mph, 249Km/h Supercharged)
- Power: 220 bhp (300 bhp Supercharged)
- Weight: 600 kg (~1,320 lb)
- Transmission: Honda 6-Speed w/ Reverse
- Price: Base model - £35,000/ Race package - $92,570
Suspension
The Atom’s suspension is derived from single seat racecars and fully adjustable, requiring only a spanner. Both front and rear double unequal length wishbones and inboard, pushrod operated dampers, contribute to the Atom’s dynamic racecar-like handling characteristics. Adjustable suspension rod ends feature inboard rubber/metal bushes to promote a more comfortable road-going ride. The front and rear Bilstein dampers are also adjustable. Stacked light and heavy coil springs impose a low spring rate for minor deflections with higher rate for large deflections.
Acceleration
n an issue of Track and Race Car magazine, a comprehensive test was performed on a range of cars, from the Porsche 911 Carrera S, Ford GT, BMW M5 to the Caterham CSR 260 track day car. The Supercharged Ariel Atom 1 won the 2005 0-100-0 mph test by a clear margin, reaching 100 mph and then stopping in 10.88 seconds, ahead of the Caterham CSR 260 (11.41) and the Ford GT in 4th (13.17).
The following year, they won Autocar's 0-100 mph challenge with the new Ariel Atom 2 300 bhp Supercharged edition achieving a time of 6.86 seconds, and then stopping from 100 in 3.8 seconds.
Also the Ariel Atom is the fastest indoor road car. During the National Exhibition Centre in Birmingham the Atom broke the indoor speed record. The high gloss floor that the cars ran on was only 220 metres long, with an open door at the end of the hall. The driver of the Atom launched in fourth gear and still had wheelspin until the car reached 70mph and started to get traction.
The British newspaper The Sunday Times measured its average acceleration from 0 to 60 at 2.89 seconds, making it the world's 3rd fastest accelerating production car available today after the $1.3 million, 1001 bhp Bugatti Veyron which reaches 0 to 60 in 2.46 seconds, and the Ultima GTR, which reaches 0-60 mph time in 2.6 seconds.
This is what the Media had to say about this wonderful wonderful BEAST
'I think this is one of the most beautiful cars in the world partly because it's so elegant and partly because it's such a wonderful piece of engineering.'
'The Atom is fast on an entirely new level. I have never, ever driven anything that accelerates so fast.'
'If anything this car is even more impressive in the bends than it is in a straight line. Anyone who wants to know how a car should behave should drive one of these. This is driving nirvana.'
'Over the years I've flown F15 fighters, done power slides in airboats, straffed the desert from helicopter gunships, but for sheer ecitement this thing is off the scale.'
'The Atom's performance in a straight line is mind bending, but the trump card is the way is goes round corners. The cars are built without any concession to comfort, all that matters to Ariel is handling.'
Related Links:-
- www.arielmotor.co.uk Ariel Motor Company website
- www.arielatom.com Ariel Atom North America website
- forum.atomclub.com Ariel Atom Owner's Club website
- Youtube BBC: Top Gear - Ariel Atom video - Must see
- www.openwheelers.co.nz Australia/New Zealand Official Distributor website
- www.atom2.no The Norwegian Official Distributor website
