McLaren F1

McLaren F1 logo.
Manufacturer	McLaren Automotive
Production	1992[1]–1998 (106 produced)
Assembly	Woking, Surrey, England
Class	Sports car
Body style	2-door 3-seat coupé
Layout	Rear mid-engine, rear-wheel drive
Engine	6.1 L S70/2 V12
Transmission	6-speed manual
Wheelbase	2,718 mm (107.0 in)
Length	4,287 mm (168.8 in)
Width	1,820 mm (71.7 in)
Height	1,140 mm (44.9 in)
Curb weight	1,138–1,062 kg (2,509–2,341 lb)
Related	McLaren F1 GTR
Designer	Gordon Murray & Peter Stevens

The McLaren F1 is a sports car designed and manufactured by McLaren Automotive. Originally a concept conceived by Gordon Murray, he convinced Ron Dennis to back the project and engaged Peter Stevens to design the exterior of the car. On 31 March 1998, it set the record for the fastest road car in the world, topping at 231 mph (372 km/h) with rev limiter on, and 242.95 mph (391 km/h) with rev limiter removed.

The car features numerous proprietary designs and technologies; it is lighter and has a more streamlined structure than many modern sports cars, despite having one seat more than most similar sports cars, with the driver's seat located in the centre (and slightly forward) of two passengers' seating positions, providing driver visibility superior to that of a conventional seating layout. It features a powerful engine and is somewhat track oriented, but not to the degree that it compromises everyday usability 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 designed as a track machine, a modified race car edition of the vehicle won several races, including the 24 Hours of Le Mans in 1995, where it faced purpose-built prototype race cars. Production began in 1992 and ended in 1998. In all, 106 cars were manufactured, with some variations in the design.^[2]

In 1994, the British car magazine Autocar stated in a road test regarding the F1, "The McLaren F1 is the finest driving machine yet built for the public road." and that "The F1 will be remembered as one of the great events in the history of the car, and it may possibly be the fastest production road car the world will ever see.".^[3]

Design and implementation[link]

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, magnesium and kevlar. The F1 was the first production car to use a carbon-fibre monocoque chassis.^[4]

The three seat setup inside an 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 fateful 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 ^[5] "During this time, we were able to visit with Ayrton Senna (the late F1 Champion) and Honda's Tochigi Research Center. 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 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 target. Being a fan of Honda engines, I later went to Honda's Tochigi Research Center on two occasions and requested that they consider building for the McLaren F1 a 4.5 litre V12 or V14. I asked, I tried to persuade them, but in the end 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 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 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 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[link]

History[link]

The McLaren F1's engine compartment contains the mid-mounted BMW S70/2 engine and uses gold foil as a heat shield in the exhaust compartment.

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 decreased. Murray initially approached Honda for a powerplant with 550 bhp (410 kW; 558 PS), 600 mm (23.6 in) block length and a total weight of 250 kg (551 lb), it should be derived from the Formula One powerplant in the then-dominating McLaren/Honda cars.

When Honda refused, Toyota, then planning an entry into Formula One, 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.

Specifications[link]

In the end BMW took an interest, and the motorsport division BMW M headed by engine expert Paul Rosche^[6] designed and built Murray a 6.1 L (6064 cc) 60-degree V12 engine called the BMW S70/2.^[7] At 618 hp (461 kW; 627 PS) 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 head, with 86 mm (3.4 in) x 87 mm (3.4 in) bore/stroke, quad overhead camshafts with variable valve-timing (a relatively new and unproven technology for the time) for maximum flexibility of control over the four valves per cylinder, and a chain drive for the camshafts for maximum reliability. The engine is dry sump.

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. Approximately 16 g (0.8 ounce) of gold was used in each car.^[8]

The road version used a compression ratio of 11:1 to produce 618 hp (461 kW; 627 PS)^[7] at 7400 rpm and torque output of 480 ft·lb (651 N·m) at 5600 rpm.^[9] The engine has a redline rev limiter set at 7500 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 3.6 lb/hp. Compare with the Ferrari Enzo at 434 hp/ton (314 kW/tonne) (4.6 lb/hp), the Bugatti Veyron at 530.2 hp/ton (395 kW/tonne) (4.1 lb/hp), and the SSC Ultimate Aero TT with 904 hp/ton (674 kW/tonne) (2.2 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;^[10] 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)^[10] 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.^[10]

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.^[10]

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.^[10]

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).^[3]

Standard McLaren F1 with all user accessible compartments opened.

Chassis and body[link]

The McLaren F1 was the first production road car to use a complete carbon fibre reinforced plastic (CFRP) monocoque chassis structure.^[11] Aluminium and magnesium were used for attachment points for the suspension system, inserted directly into the CFRP.^[12]

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 and on each side.^[13] The doors on the vehicle move up and out when opened, and are thus of the type butterfly doors.

The engine produces high temperatures under full application and thus cause 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 engine bay was decided to not be constructed from CFRP.^[14]

Aerodynamics[link]

The overall drag coefficient on the standard McLaren F1 is 0.32,^[15] compared with 0.36 for the faster Bugatti Veyron, and 0.357 for the SSC Ultimate Aero TT, which was the fastest production car from 2007 to 2010. The vehicle's frontal area is 1.79 square metres and the total Cx is 0.57. Because the machine features active aerodynamics^[7][8][16] these are the figures presented in the most streamlined configuration.

The normal 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.^[17] A "high downforce mode" can be turned on and off by the driver.^[17] 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.^[17] Under each door is a small air intake to provide cooling for the oil tank and some of the electronics.^[17] The airflow created by the electric fans not only increase 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.^[17] At the front, there are ducts assisted by a Kevlar electric suction fan for cooling of the front brakes.^[17]

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^[8] – 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.^[17] The spoiler increases the overall drag coefficient from 0.32 to 0.39 and is activated at speeds equal to or above 40 mph (64 km/h) by brake line pressure.^[10]

Suspension[link]

Steve Randle, who was the car's dynamicist, was appointed responsible for the design of the suspension system of the McLaren F1 machine.^[10] 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 vehicle had strong focus on centring the mass of the car as near the middle as possible by extensive manipulation of placement of, inter alia, the engine, fuel and driver, allowing for a low polar moment of inertia in yaw. The F1 has 42% of its weight at the front and 58% at the rear,^[10] this figure changes less than 1% with the fuel load.

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.^[10] Despite being sports oriented, these figures imply a soft ride and inherently decrease track performance. As can be seen from the McLaren F1 LM, McLaren F1 GTR et al., the track performance potential is much higher than that in the stock F1 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.^[10] 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.^[10]

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 with CNC machines.^[10]

Tyres[link]

The McLaren F1 uses 235/45ZR17 front tyres and 315/45ZR17 rear tyres.^[7] These are specially designed and developed solely for the McLaren F1 by Goodyear and Michelin. The tyres are mounted on 17-by-9-inch (43 × 23 cm) and 17-by-11.5-inch (430 × 290 mm) cast magnesium wheels, protected by a tough protective paint. The five-spoke wheels are secured with magnesium retention pins.^[13]

The turning circle from curb to curb is 13 m (42.7 ft), allowing the driver 2.8 turns from lock to lock.

Brakes[link]

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).^[7][10] The calipers are all four-pot, opposed piston types, and are made of aluminum.^[10] The rear brake calipers do not feature any handbrake functionality, however there is a mechanically actuated, fist-type caliper which is computer controlled and thus serves as a handbrake.

To increase caliper stiffness, the calipers 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 cost of increasing the required skill of the driver.^[10]

Gordon Murray attempted to utilize carbon brakes for the F1, but found the technology not mature enough at the time;^[14] 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.^[18] As carbon brakes have a more simplified application envelope in pure racing environments this allows for the racing edition of the machine, the F1 GTR, to feature ceramic carbon brakes.^[6]

Gearbox and powertrain[link]

The standard McLaren F1 has a transverse 6-speed manual gearbox with an AP carbon triple-plate clutch^[7] contained in an aluminium housing. The second generation GTR edition has a magnesium housing.^[6] 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.^[7] The gearbox is proprietary and was developed by Weismann.^[19] The Torsen LSD (Limited Slip Differential) has a 40% lock.^[7]

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 featuring a torsional vibration damper by BMW.^[10]

Interior and equipment[link]

1996 McLaren F1 side luggage compartment.

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, according to the official F1 website, 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 reading lights and a gold-plated Facom titanium tool kit and first aid kit (both stored in the car).^[20] In addition, tailored, proprietary luggage bags specially designed to fit the vehicle's carpeted storage compartments, including a tailored golf bag, were standard equipment.^[13] Airbags are not present in the car.^[3][6] Each customer was given a special edition TAG Heuer 6000 Chronometer wristwatch with its serial number scripted below the centre stem.^[21]

All features of the F1 were, according to Gordon Murray, obsessed over^[14] including the interior. 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.^[14] 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 hand-made from CFRP and covered in light Connolly leather.^[13] 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.^[3]

During its pre-production stage, McLaren commissioned Kenwood, the team's supplier of radio equipment, 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. 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.

Every standard F1 also has a modem which allows customer care to remotely fetch information from the ECU of the car in order to help aid in the event of a failure of the vehicle.^[22]

Purchase and maintenance[link]

Only 106 cars were manufactured, 64 of which were the standard street version (F1), 5 were LMs (tuned versions), 3 were longtail roadcars (GT), 5 prototypes (XP), 28 racecars (GTR), and 1 LM prototype (XP LM). Production began in 1992 and ended in 1998.^[2] At the time of production one machine took around 3.5 months to make.^[3]

Up until 1998, when McLaren produced and sold the standard F1 models, they had a price tag of around 970,000 USD.^[7] Today the cars can sell for up to nearly twice that of the original price, due to the performance and exclusivity of the machine. They are expected to further increase in value over time.^[23]

Although production stopped in 1998, McLaren still maintains an extensive support and service network for the F1. There are eight^[23] 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.^[23]

On 29 October 2008, an F1 road car (chassis number 065) was sold at an RM Automobiles of London auction for £2,530,000 (~US$4,100,000). This was the car from the McLaren showroom on Park Lane, London. With only 484 kilometres on its odometer, this pristine example set a world record for the highest price ever paid for an F1 road car.^[24]

Performance[link]

The F1 remains as of 2011 one of the fastest production cars ever made; as of July 2010 it is succeeded by very few cars including the Koenigsegg CCR,^[25] the Bugatti Veyron,^[26] the SSC Ultimate Aero TT,^[27] and the Bugatti Veyron Super Sport. However, all of the superior top speed machines use forced induction to reach their respective top speeds – making the McLaren F1 the fastest naturally aspirated production car in the world.^{[citation needed]}

Acceleration[link]

• 0-30 mph (48 km/h): 1.8 s^[3]
• 0–60 mph (97 km/h): 3.2 s^[3]
• 0–100 mph (160 km/h): 6.3 s^[3]
• 0–124.28 mph (200.01 km/h): 9.4 s^[28]
• 0–150 mph (240 km/h): 12.8 s^[3]
• 0–200 mph (320 km/h): 28 s^[3]
• 30 mph (48 km/h)-50 mph (80 km/h): 1.8 s, using 3rd/4th gear^[3]
• 30 mph (48 km/h)-70 mph (110 km/h): 2.1 s, using 3rd/4th gear^[3]
• 40 mph (64 km/h)-60 mph (97 km/h): 2.3 s, using 4th/5th gear^[3]
• 50 mph (80 km/h)-70 mph (110 km/h): 2.8 s, using 5th gear^[3]
• 180 mph (290 km/h)-200 mph (320 km/h): 7.6 s, using 6th gear^[3]
• 0–400 m (0.25 mi): 11.1 s at 138 mph (222 km/h)^[3]
• 0–1,000 m (0.62 mi): 19.6 s at 177 mph (285 km/h)^[3]

Top speed[link]

• With rev limiter on: 231 mph (372 km/h)^{[citation needed]}
• With rev limiter removed: 242.96 mph (391.01 km/h)^{[citation needed]}

See subsection on Record claims below for additional information, citations and discussion.

Track tests[link]

• Tsukuba Circuit, time trial: 1:04.62 on a hot lap.^[28]
• 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).^[29]
• 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 Taylor).^[29]

Record claims[link]

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

The McLaren F1 has a top speed of 240 mph (386 km/h),^[30] restricted by the rev limiter at 7500 rpm. The true top speed of the McLaren F1 was reached in April 1998 by the five-year-old XP5 prototype. Andy Wallace (racer) piloted it down the 9 km (5.6 mi) straight at Volkswagen's test track in Ehra-Lessien, Germany, setting a new world record of 243 mph (391 km/h) at 8300 rpm.^[7] As Mario Andretti noted in a comparison test, the F1 is fully capable of pulling a seventh gear, thus with a higher gear ratio or a seventh gear the McLaren F1 would probably be able to reach an even greater top speed—something which can also be observed by noticing that the top speed was reached at 7800 rpm while the peak power is reached at 7400 rpm.

Variants[link]

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[link]

Prior to the sale of the first McLaren F1s, five prototypes were built, carrying the numbers XP1 through XP5.^[30] 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 was ever painted. XP3 did durability testing, XP4 stress tested the gearbox system and XP5 was a publicity car, all owned by McLaren; they were also used for publicity shots and tested by reporters.^[30] All were painted a different colour, and each was able to be distinguished by its chassis code painted on the side rocker 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.

Ameritech[link]

The American model of the McLaren F1, the Ameritech McLaren F1 is a modified standard McLaren F1 to meet the U.S. regulations; to comply with said regulations the car had to meet stricter emission requirements which increased the weight and also reduced the power somewhat. Due to a lack of airbags for the passengers, the Ameritech edition only has the single driver seat in the middle.^[15]

F1 LM[link]

McLaren F1 LM

Manufacturer	McLaren Automotive
Production	1995 5 produced (plus one prototype)
Class	Sports car
Body style	2-door 3-seat coupé
Layout	Rear mid-engine, rear-wheel drive
Engine	6.1 L V12
Transmission	6-speed manual
Wheelbase	2,718 mm (107.0 in)
Length	4,365 mm (171.9 in)
Width	1,820 mm (71.7 in)
Height	1,120 mm (44.1 in)
Curb weight	1,062 kg (2,341 lb)
Designer	Gordon Murray

Only five McLaren F1 LM (LM for Le Mans) cars were built in honour of the five McLaren F1 GTRs which finished the 1995 24 Hours of Le Mans, including taking the overall win.^[31]

The weight was reduced by approximately 75 kg (165 lb) over that of original, through the removal of various pieces of trim and use of optional equipment. The car also had a different transaxle, various aerodynamic modifications, specially-designed 18-inch (457 mm) magnesium alloy wheels and upgraded gearbox. The F1 LM used the same engine as the 1995 F1 GTR, but without race-mandated 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. The LM is 76 kg (168 lb) lighter than the stock F1 – a total mass of 1,062 kg (2,341 lb) – achieved by having no interior noise suppression, no audio system, a very stripped-down base interior, no fan-assisted ground effect and no dynamic rear wing. 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 performance figures: peak torque of 705.0 Nm (520.0 ft·lbf) at 4500 rpm and peak power of 680 PS (500 kW) at 7800 rpm, it has a redline at 8500 rpm. The total weight of 1,062 kg (2,341 lb) gives the car a 110.16 bhp (82 kW; 112 PS) per litre ratio.^[32]

Officially recorded acceleration times are 0-60 mph (97 km/h) in 3.9 seconds and 0-100 mph (161 km/h) in 6.7 seconds.^[33] The LM was once the holder of the 0-100-0 mph record, which it completed in 11.5 seconds when driven by Andy Wallace at the disused airbase RAF Alconbury in Cambridgeshire.^[33][34]

The F1 LMs can be identified by their Papaya Orange paint. The F1 LMs were painted in this colour in memory and tribute to Bruce McLaren, whose race colour was Papaya Orange.

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. This car, reportedly worth $4 million, was promised in 2008 by McLaren CEO Ron Dennis to his driver Lewis Hamilton if he should win two Formula One World Championship titles.^[35] Hamilton has since won one World Championship.

F1 GT[link]

The final incarnation of the roadcar, the F1 GT was meant as a 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 to base the new race cars.

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.^[36] The downforce generated by the longer tail was found to be sufficient to not require the wing. The front end was also similar to the racing car, with extra louvers and the wheel fenders widened to fit larger wheels. The interior was modified and a racing steering wheel was included in place of the standard unit.

The F1 GTs were built from standard F1 road car chassis, retaining their production numbers. The prototype GT, known as XPGT, was F1 chassis #056, and is still kept by McLaren. The company technically only needed to build one car and did not even have to sell it. However, demand from customers drove McLaren to build two production versions that were sold. The customer F1 GTs were chassis #054 and #058.

Motorsports[link]

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.^[37]

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 '95[link]

A 1995-spec F1 GTR which has been modified for street use.

A 1997-spec F1 GTR "Long Tail" during an FIA GT Championship event.

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) at 7500 RPM.^[38] 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 1st, 3rd, 4th, 5th, and 13th places in the 1995 24 Hours of Le Mans, beating out custom built prototype sports cars.^[37]

In total, nine F1 GTRs would be built for 1995.^[38]

F1 GTR '96[link]

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.^[37] 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. The weight was reduced with around 100 kg from the 1995 GTR edition and the engine was kept detuned at 600 HP to comply with racing regulations.^[37]

F1 GTR '97[link]

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.^[37] 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" thanks to the rear bodywork being extended to increase rear downforce. A total of ten F1 GTR '97s were built. The weight was reduced to a total of 910 kg.^[37]

Replicas and models[link]

1:87 and 1:43 models by Minichamps/PMA.

Kit car builder DDR Motorsport builds a kit that resembles the F1, based on the Toyota MR2 SW20 Turbo.

Certain die-cast scale models of the F1 are desirable among collectors. Most of these models are now out of production. Manufacturers of McLaren F1 models include UT Models, Maisto, Minichamps/Paul's Model Art, Guiloy, and Autobarn; Models have been produced in 1:87, 1:64, 1:43, 1:24, 1:18 and 1:12.

References[link]

• 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 Portfolio (ISBN 1855206552)
• The Fastest Cars From Around The World (ISBN 0-75254-100-5) [34]

External links[link]

Wikimedia Commons has media related to: McLaren F1

• Video of the McLaren F1 XP5 prototype tested in top speed
• Official McLaren Automotive website
• McLaren F1 in detail at Octane Magazine.

v t e  McLaren Founder: Bruce McLaren McLaren Group: Ron Dennis (25%) | TAG Group (25%) | Mumtalakat (50%) Current personnel: Martin Whitmarsh | Paddy Lowe | Sam Michael | Neil Oatley Former personnel: John Barnard | Gordon Coppuck | Pat Fry | Norbert Haug | Robin Herd | Neil Martin | Teddy Mayer | Gordon Murray | Adrian Newey | Steve Nichols | Jo Ramirez | Nicholas Tombazis Race drivers: 3. Jenson Button | 4. Lewis Hamilton Test drivers: Gary Paffett | Oliver Turvey World Champions:  Emerson Fittipaldi |  Lewis Hamilton |  James Hunt |  Mika Häkkinen |  Niki Lauda |  Alain Prost |  Ayrton Senna Cars Formula One: M2B | M4B | M5A | M7A | M7B | M7C | M7D | M9A | M14A | M14D | M19A | M19C | M23 | M26 | M28 | M29 | M29F | M30 | MP4 (MP4/1) | MP4B (MP4/1B) | MP4/1C | MP4/1E | MP4/2 | MP4/2B | MP4/2C | MP4/3 | MP4/4 | MP4/5 | MP4/5B | MP4/6 | MP4/6B | MP4/7A | MP4/8 | MP4/9 | MP4/10 | MP4/10B | MP4/10C | MP4/11 | MP4/11B | MP4/12 | MP4/13 | MP4/14 | MP4/15 | MP4-16 | MP4-17 | MP4-17D | MP4-18 | MP4-19 | MP4-19B | MP4-20 | MP4-21 | MP4-22 | MP4-23 | MP4-24 | MP4-25 | MP4-26 | MP4-27 Formula Two: M4A | M21 Sports cars: Zerex Special | M1A | M1B | M1C | M6A | M6B | M6GT | M8A | M8B | M8C | M8D | M8E | M8F | M8FP | M12 | M20 | F1 GTR USAC/IndyCar: M15 | M16A | M16B | M16C | M16C/D | M16E | M24 F5000/Libre:  M3 | M10A | M10B | M18 | M22 | M25 Development cars: M2A Road cars: F1 | F1 LM | SLR (for Mercedes-Benz) | MP4-12C Engines: M838T

Jay Leno
Leno in July 2008
Birth name	James Douglas Muir Leno
Born	(1950-04-28) April 28, 1950 (age 62)[1] New Rochelle, New York, U.S.[1]
Medium	Television, Film, Stand up
Nationality	American
Years active	1973–present
Genres	Observational comedy, Political satire
Subject(s)	American culture, Everyday life
Influences	Johnny Carson, Robert Klein, Alan King, George Carlin,[2] Don Rickles, Bob Newhart, Rodney Dangerfield
Influenced	Dennis Miller[3]
Spouse	Mavis Leno (1980–present)
Notable works and roles	The Tonight Show with Jay Leno (host, 1992–2009, 2010–) The Jay Leno Show (host, 2009–2010)
Signature
Website	The Tonight Show with Jay Leno
Emmy Awards
Outstanding Variety, Music or Comedy Series 1995 The Tonight Show with Jay Leno

James Douglas Muir "Jay" Leno /ˈlɛnoʊ/ (born April 28, 1950)^[1] is an American stand-up comedian and television host.

From 1992 to 2009, Leno was the host of NBC's The Tonight Show with Jay Leno. Beginning in September 2009, Leno started a primetime talk show, titled The Jay Leno Show, which aired weeknights at 10:00 p.m. (Eastern Time, UTC-5), also on NBC. After The Jay Leno Show was canceled in January 2010 amid a host controversy, Leno returned to host The Tonight Show with Jay Leno on March 1, 2010.^[4]

Early life[link]

James "Jay" Leno was born in New Rochelle, New York, in 1950. His mother, Catherine (née Muir; 1911–1993), a homemaker, was born in Greenock, Scotland, and came to the United States at age 11. Leno's father, Angelo (1910–1994), who worked as an insurance salesman, was born in New York to immigrants from Flumeri, Italy.^[5] Leno grew up in Andover, Massachusetts, and although his high school guidance counselor recommended that he drop out of school, he later obtained a Bachelor's degree in speech therapy from Emerson College, where he started a comedy club in 1973.^[6] Leno's siblings include his late older brother, Patrick, who was a Vietnam veteran^[7] and a lawyer.^[6]

Career[link]

During the 1970s, Leno appeared in minor roles in several television series and films, first in the 1976 episode "J.J. in Trouble" of Good Times and the same year in the pilot of Holmes & Yo-Yo. After an uncredited appearance in the 1977 film Fun with Dick and Jane, he played more prominent parts in 1978 in American Hot Wax and Silver Bears. Other films and television series from that period include Almost Heaven (1978), "Going Nowhere" (1979) from One Day at a Time, Americathon (1979), Polyester (1981), "The Wild One" (1981) from Alice, "Feminine Mistake" (1979) and "Do the Carmine" (1983) from Laverne & Shirley.

[edit] The Tonight Show

Leno in 1993, shortly after becoming host of The Tonight Show

Starting in 1987, Leno was a regular substitute host for Johnny Carson on The Tonight Show. In 1992, he replaced Carson as host^[8] amid controversy with David Letterman, who had been hosting Late Night with David Letterman since 1982 (aired after The Tonight Show), who many had expected to be Carson's successor. The story of this turbulent transition was later turned into a book and a movie. Leno continued to perform as a stand-up comedian throughout his tenure on The Tonight Show.

In 2004, Leno signed a contract extension with NBC which would keep him as host of The Tonight Show until 2009.^[9] Later in 2004, Conan O'Brien signed a contract with NBC under which O'Brien would become the host of The Tonight Show in 2009, replacing Leno at that time.^[10]

During the 2007–08 Writers Guild of America strike, Leno was accused of violating WGA guidelines by writing his own monologue for The Tonight Show. While NBC and Leno claim there were private meetings with the WGA where there was a secret agreement allowing this, the WGA denied such a meeting.^[11] Leno answered questions in front of the Writers Guild of America, West trial committee in February 2009 and June 2009, and when the WGAW published its list of strike-breakers on 11 August 2009, Leno was not on the list.^[12][13]

In 1998, Leno competed in a tag-team match at the WCW's "Road Wild" pay-per-view . In 2001, he voiced The Crimson Chin, a superhero in the Nickelodeon animated series The Fairly OddParents and continues to do so today.

Leno said in 2008 that he was saving all of his income from The Tonight Show and living solely off his income from stand-up comedy.^[14]

On April 23, 2009, Leno checked himself into a hospital with an undisclosed illness.^[15] He was released the following day and returned to work on Monday, April 27. The two subsequently cancelled Tonight Show episodes for April 23 and April 24 were Leno's first in 17 years as host.^[16][17] Initially, the illness that caused the absence was not disclosed, but later Leno told People magazine that the ailment was exhaustion.^[17][18]

Michael Jackson trial[link]

In the 2005 trial of Michael Jackson over allegations of child molestation, Leno appeared as a defense witness (many celebrity defense witnesses had been expected, but Leno was one of the few whose testimony was actually needed). In his testimony regarding a call by the accuser, Leno testified that he never called the police, that no money was asked for, and there was no coaching — but that the calls seemed unusual and scripted.^[19]

Leno in 2006.

As a result, Leno was initially not allowed to continue telling jokes about Jackson or the case, which had been a fixture of The Tonight Show's opening monologue in particular. But he and his show's writers used a legal loophole by having Leno briefly step aside while stand-in comedians took the stage and told jokes about the trial. Stand-ins included Roseanne Barr, Drew Carey, Brad Garrett, and Dennis Miller among others.^[20]

[edit] Succession by Conan O'Brien and The Jay Leno Show

Because Leno's show continued to lead all late-night programming in the Nielsen ratings, the pending expiration of Leno's contract led to speculation about whether he would become a late-night host for another network after his commitment to NBC expired.^[21] Leno left The Tonight Show on Friday May 29, 2009,^[22][23] and Conan O'Brien took over on June 1, 2009.

On December 8, 2008, it was reported that Leno would remain on NBC and move to a new hour-long show at 10 p.m. Eastern Time (9 p.m. Central Time) five nights a week.^[24] This show follows a similar format to The Tonight Show, tapes at the same lot, and retains many of Leno's most popular segments. Late Night host Conan O'Brien was his successor on The Tonight Show.^[25]

Jay Leno's new show, titled The Jay Leno Show, debuted on September 14, 2009. It was announced at the Television Critics Association summer press tour that it would feature one or two celebrities, the occasional musical guest, and keep the popular "Headlines" segments, which would air near the end of the show. First guests included Jerry Seinfeld, Oprah Winfrey (via satellite), and a short sit-down with Kanye West discussing his controversy at the 2009 MTV Video Music Awards.^[26]

[edit] Timeslot conflict and return to The Tonight Show

Wikinews has related news: US TV host Conan O'Brien rejects NBC's offer to switch his show's time slot

In their new roles, neither O'Brien nor Leno succeeded in delivering the viewing audiences the network anticipated. On January 7, 2010, multiple media outlets reported that beginning March 1, 2010, Jay Leno would move from his 10pm weeknight time slot to 11:35pm, due to a combination of pressure from local affiliates whose newscasts were suffering, and both Leno's and O'Brien's poor ratings.^[27][28] Leno's show would be shortened from an hour to 30 minutes. All NBC late night programming would be preempted by the 2010 Winter Olympics between February 15 and February 26. This would move The Tonight Show to 12:05am, a post-midnight timeslot for the first time in its history. O'Brien's contract stipulated that NBC could move the show back to 12:05 a.m. without penalty (a clause put in primarily to accommodate sports preemptions).^[29]

On January 10, NBC confirmed that they would move Jay Leno out of primetime as of February 12 and intended to move him to late night as soon as possible.^[30][31] TMZ reported that O'Brien was given no advance notice of this change, and that NBC offered him two choices: an hour-long 12:05am time slot, or the option to leave the network.^[32] On January 12, O'Brien issued a press release that stated he would not continue with Tonight if it moved to a 12:05am time slot,^[33] saying, "I believe that delaying The Tonight Show into the next day to accommodate another comedy program will seriously damage what I consider to be the greatest franchise in the history of broadcasting. The Tonight Show at 12:05 simply isn’t The Tonight Show."

On January 21, it was announced that NBC had struck a deal with O'Brien. It was decided that O'Brien would leave The Tonight Show. The deal was made that O'Brien would receive a $33 million payout and that his staff of almost 200 would receive $12 million in the departure. O'Brien's final episode aired on Friday, January 22.^[34][35][36] Leno returned as host of The Tonight Show following the 2010 Winter Olympics on March 1, 2010.

On July 1, 2010, Variety reported that total viewership for Jay Leno's Tonight Show had dropped from 5 million to 4 million for the second quarter of 2010, compared to the same period in 2009. Although this represented the lowest second-quarter ratings for the show since 1992, Tonight was still the most-watched late night program, ahead of ABC's Nightline (3.7 million) and David Letterman's Late Show (3.3 million).^[37] Ratings over the following summer, when compared to the same period in 2009 with O'Brien hosting The Tonight Show (including O'Brien's highly rated debut), showed that while total viewership was 12% higher for Leno, viewership in the important "adults aged 18–49" demographic was 23% lower.^[38] NBC ratings specialist Tom Bierbaum commented that due to the host being out of late night television for a period of time and the subsequent 2010 Tonight Show conflict, Leno's ratings fall was "not a surprise at all".^[39]

Public image[link]

Criticism of Leno[link]

Leno on The Tonight Show in 2005

Leno has faced heated criticism and some negative publicity for his perceived role in the 2010 Tonight Show timeslot conflict.^[40][41] Critics have pointed to a 2004 Tonight Show clip, wherein Leno claimed he would allow O'Brien to take over without incident.^[41][42] At the time, Leno stated he didn't want O'Brien to leave for a competing network, adding, "I'll be 59 when [the switch occurs], that's five years from now. There's really only one person who could have done this into his 60s, and that was Johnny Carson; I think it's fair to say I'm no Johnny Carson."^[42] Leno also described The Tonight Show as a dynasty, saying "you hold it and hand it off to the next person. And I don't want to see all the fighting..." At the end of the segment, he said, "Conan, it's yours! See you in five years, buddy!"^[43]

Actor and comedian Patton Oswalt was among the first celebrities to openly voice disappointment with Leno, saying, "Comedians who don't like Jay Leno now, and I'm one of them, we're not like, 'Jay Leno sucks;' it's that we're so hurt and disappointed that one of the best comedians of our generation... willfully has shut the switch off."^[44] Rosie O'Donnell has been among O'Brien's most vocal and vehement supporters,^[45][46] calling Leno a "bully" and his recent actions "classless and kind of career-defining."^[47]

Bill Zehme, the co-author of Leno's autobiography Leading with My Chin, told the Los Angeles Times: "The thing Leno should do is walk, period. He's got everything to lose in terms of public popularity by going back. People will look at him differently. He'll be viewed as the bad guy."^[48]

Support for Leno[link]

NBC Sports head executive and former Saturday Night Live producer Dick Ebersol spoke out against all who had recently mocked Leno, calling them "chicken-hearted and gutless."^[49]

Jeff Gaspin also defended Leno: "This has definitely crossed the line. Jay Leno is the consummate professional and one of the hardest-working people in television. It's a shame that he's being pulled into this."^[48]

Paul Reiser and Jerry Seinfeld are two of the number of celebrities to have voiced support for Leno.^[50][51]

Responding to the mounting criticism, Leno claimed that NBC had assured him that O'Brien was willing to accept the proposed arrangement and then would not let either host out of his contract.^[52] Leno also said that the situation was "all business."^[52] He appeared on the January 28 episode of The Oprah Winfrey Show in an attempt to repair some of the damage done to his public image.^[53][54]

Personal life[link]

Leno with President Barack Obama in March 2009

Leno has been married since 1980 to Mavis Leno; they have no children.^[55]

He is known for his prominent jaw, which has been described as mandibular prognathism.^[56] In the book Leading with My Chin he stated that he is aware of surgery that could reset his mandible, but does not wish to endure a prolonged healing period with his jaws wired shut.

Leno is dyslexic.^[6] He claims to sleep only four to five hours each night.^[57] Leno does not drink or smoke, nor does he gamble.^[58] He spends most of his free time visiting car collections or working in his private garage.^[58]

Leno reportedly earns $32 million each year;^[59] his total net worth is unknown, but has been estimated to be at least $150 million.^[60]

Charity[link]

In 2001, along with his wife, he donated $100,000 to the Feminist Majority's campaign to stop gender apartheid in Afghanistan, to educate the public regarding the plight of women in Afghanistan under Taliban rule. Mavis Leno is on the board of the Feminist Majority.^[61][62]

In 2009, he donated $100,000 to a scholarship fund at Salem State College in honor of Lennie Sogoloff. Mr. Sogoloff gave Leno his start at his jazz club, Lennie's-on-the-Turnpike.^[63]

Love Ride[link]

Since 1985 Jay Leno has been the grand marshal for the Love Ride, a motorcycle charity event which since its founding in 1984 has raised nearly $14 million dollars for charities benefiting muscular dystrophy research and, in 2011, Autism Speaks.^{[citation needed]}

Leno arriving at the 45th Primetime Emmy Awards in his Hispano-Suiza Aero^[64]

Vehicle collection[link]

Leno owns approximately 100 vehicles, not including about 90 motorcycles.^[65] He also has a website called "Jay Leno's Garage," which contains video clips and photos of his automobiles in detail.^[66]

He has a regular column in Popular Mechanics which showcases his car collection and gives advice about various automotive topics, including restoration and unique models, such as his jet-powered motorcycle and solar-powered hybrid. Leno also writes occasional "Motormouth" articles for The Sunday Times,^[67] reviewing high-end sports cars and giving his humorous take on automotive matters.

References[link]