McLaren F1

www.QV500.com - McLaren F1 Part 1: F1

During the late 1980’s, McLaren really were at the pinnacle of motor sport. In Formula 1, their partnership with Honda had allowed Ayrton Senna and Alain Prost to record 15 wins from 16 races in 1988. McLaren took World Championship's in 1984, '85, '88 and '89, making them the most successful Grand Prix team of the eighties. Towards the end of that decade, the first serious discussions were entertained about the firm producing a supercar that would employ all their engineering expertise. In the meantime, two more Constructors Championship's were secured in 1990 and ’91, McLaren's six titles in seven years having been one of the most dominant era's in Grand Prix history.

On the back of this, McLaren were ready to debut their highly anticipated F1 road car. Launched in Monte Carlo during 1992, the F1 brought genuine Formula 1 technology to the street, its innovative three-seat layout, stunning performance and £640,000 price tag all bagging plenty of headlines. Despite total production only reaching 106 cars, six distinctly different versions were built between 1992 and 1998. There were stock F1 road cars of which 69 were completed, six F1 LM's and three F1 GT ‘Long Tail’s. Alongside the road-going variants, nine F1 GTR's were built for each of the 1995 and ’96 seasons and these were followed by ten GTR ’97 ‘Long Tail’s for 1997. The standard F1 road cars bristled with advanced features and even today remain the benchmark for any contemporary supercar. Manufactured at Ferrari's old Guildford Technical Office (GTO), carbon fibre was used throughout, this light and strong material helping exceed the most stringent safety regulations by some considerable margin.

Double wishbone suspension featured light alloy dampers and co-axial springs that were perfectly set-up to provide almost faultless ride dynamics. Brembo four-pot brakes with racing style calipers were machined from solid aluminium. Custom 17-inch magnesium centre-locking five-spoke wheels were fastened with a magnesium retention pin. Nothing less than a normally-aspirated V12 was ever considered suitable and as Honda were McLaren’s race engine supplier of the period, initial predictions were that the Japanese would develop a bespoke powerplant. However, a huge six-litre displacement was necessary to meet McLaren's output needs and Honda gradually became less enthusiastic about the project.

McLaren turned to BMW Motorsport who, after giving the project the green light, had by late 1991 constructed a stunning all-new engine. Designated Type S70/2, it was a dry-sumped 60° V12 with four valve cylinder heads and variable valve timing. Displacement finished up at 6064cc with a bore and stroke of 86 x 87mm respectively. Output was an enormous 627bhp at 7500rpm with an 11.0:1 compression and sophisticated TAG engine management. This controlled the twin fuel injectors per cylinder and helped the F1 up to 103bhp per litre. Coupled to McLaren’s own six-speed gearbox developed in conjunction with Traction Products of Costa Mesa, there was also a Formula 1-style carbon clutch. Weighing in at just 1140kg, the performance figures unsurprisingly set new standards with 0-60 taking 3.2 seconds and 0-100 just 6.3. But despite such an awe-inspiring specification, the F1 combined its race car dynamics with incredible refinement and impressive practicality.

It wasn't until 1998 that the F1's top speed was finally established, McLaren running their standard prototype chassis XP5 at 240mph on VAG's high-speed Ehra-Leissen test track in Germany. In-house designer Peter Stevens penned the F1's bodywork and successfully combined uncompromised aerodynamic efficiency with one of the prettiest creations of the decade. Clothed wholly in carbon composite, the body pioneered a number of cues that have subsequently been adopted by many other manufacturers. The innovative three-seat cabin arrangement had a good deal of influence on the F1's styling but this uniquely successful feature in no way detracted from the final look.

A vast windscreen wrapped round the cabin and when combined with the generous side windows, resulted in exceptionally good visibility. At the back was an electronically adjustable rear wing that enhanced stability, particularly under heavy braking and also assisted in cooling the rear brakes. The F1's interior was to as high a specification as the rest of the car, McLaren equipping this exquisite machine with a three-seat layout and central driving position. A carbon composite seat moulded to the owner was clothed in Connolly's thinnest hide, passenger seats also being covered in super fine leather. Connolly carpeting, air conditioning, a custom Kenwood CD stereo plus a host of further refinements made the F1 comfortable enough for even the longest journeys. Tailored documentation wallets and handbooks, a complete Facom titanium toolkit and tailored luggage were all included in the £640,000 list price. By spring 1992, a full-scale clay model was nearing completion for May's Monaco debut.

Launched at Monte Carlo’s Sporting Club on Grand Prix weeked, the F1 received a rapturous reception after Ayrton Senna had taken a famous victory ahead of Nigel Mansell in the race. Five fully working prototypes followed, the first (XP1) being completed in late 1992. The first F1 production car, chassis 002, was completed during December 1993 and McLaren went on to build another 63 examples, although each one was sold at a substantial loss. Production continued until summer 1998 when the 64th and final F1 was completed. Chassis numbers for the five F1 prototypes and 64 production cars are indexed in Part 2.