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Source: https://www.motor1.com/news/736243/mclaren-w1-aerodynamics-suspension-engine/ Over a decade after the P1 rocked the automotive world, McLaren has unveiled its newest hypercar, the W1. Like its successor, the W1 is a rear-wheel drive hybrid with a V-8 mounted in the middle. But that doesn’t even come close to telling the full story. This is a far more advanced car in every way. Here’s what makes it so fascinating. High-Downforce, Low-Drag Aerodynamics So much of this car’s story is about aerodynamics, which is what you’d expect from an automaker tied to a Formula 1 team. McLaren quotes a maximum figure of 2,205 pounds at 174 miles per hour, which is close to the Aston Martin Valkyrie’s 2,425 pounds, and exceeds the McLaren Senna’s 1,800 pounds. The Valkyrie is an interesting point of comparison because it’s the only other road car that relies so heavily on underbody, “ground effect” aerodynamics, rather than traditional over-body appendages. This helps maximize downforce without adding too much drag, which would rob straight-line performance. Various active aerodynamic systems allow the W1 to reach a top speed of 217 mph—the same as the P1’s, despite the fact that the W1 is capable of generating far more downforce. The front wing is active, moving in an arc to add or trim downforce on the front axle as needed, while at the rear is what McLaren calls an “Active Long Tail” wing. Inspired by the long-tail bodywork of the 1997 F1 GTR race car, the rear bodywork can extend by nearly a foot to increase the effectiveness of the underbody diffuser. Speaking of which, the diffuser has wide tunnels that start curving up just behind the cabin and in front of the rear axle. Like the Bugatti Tourbillon, the diffuser also acts as a rear bumper, strong enough to take serious impacts without the need for an additional (heavy) structure. Even the powertrain is angled down by 3 degrees to allow more room for diffuser channels. There are other neat F1-esque details, for example, the intakes shaped like the undercut side pods we’ve seen in F1 cars for a few years now. The seats are fixed in place, helping reduce frontal area, and instead, the pedal box and wheel come toward the driver. This means the driver’s feet will be higher than their hips, as has been the case in F1 and sports-prototype race cars for many years now. F1-Inspired Suspension Even the front suspension helps boost downforce and brake cooling. McLaren uses double wishbones, as you’d expect, but it also has pushrods, torsion-bar springs, and inboard dampers like an F1 car, moving a lot of suspension components out of the airflow. The wishbones and uprights are made from 3D-printed titanium, and the lower wishbones are mounted high up and shaped like aerofoils, to contribute to the overall downforce. There’s also a heave damper, another racing-derived device, that helps prevent the body from lowering too much under load. There’s also no separate front subframe on the W1, with the suspension components bolting directly to the carbon-fiber chassis. With a high-downforce car, you need a stable aerodynamic platform, and that comes from the suspension. Like the P1, the W1 has road and race settings, the latter dropping ride height by 1.46 inches at the front and 0.7 inches at the rear, and massively increasing spring rates and damping force. The rear suspension is somewhat more conventional, with traditional coilover springs over dampers, as the rear downforce is generated by the diffuser. By moving those suspension components further outboard, McLaren can use wider, steeper, and therefore more effective diffuser channels. However, McLaren also has what it calls “active drop-links” which work with a Z-shaped anti-roll bar to control heave without the need for a “third element” like the heave damper at the front. We’ve asked McLaren for more information on this particular system. We also asked how, specifically, ride height is adjusted. A Brand-New Hybrid V-8 The modern McLaren Automotive as we know it has used a twin-turbo V-8 derived from a Nissan racing design dating back to the 1980s. With the W1, McLaren debuts its second in-house engine design after the 120-degree V-6 of the Artura, a twin-turbocharger 4.0-liter V-8 capable of 916 horsepower and 664 pound-feet of torque, and a 9,200-rpm redline. For those keeping track at home, that’s as much horsepower as the P1’s V-8 and hybrid system had combined. Naturally, there are neat details. Like a lot of the latest ultra-high-performance combustion engines, the so-called MHP-8 uses finger followers to actuate the valve springs, rather than hydraulically actuated bucket-and-shim tappets, enabling higher-rpm performance. Unlike pretty much any engine we can think of, the V-8 eschews a metal torsional damper for a fluid-damping system. Wild stuff, and we presume this helps save weight. Unlike many other hybrid hypercars, the W1 only sends power to the rear wheels, and it does so via a new eight-speed dual-clutch transmission. And unlike the Artura, the W1 has its electric motor mounted to the side of the gearbox, operating downstream of the two clutches. It’s powered by a 1.4-kilowatt-hour battery and makes 342 hp and 324 lb-ft on its own. Combined, you get 1,258 hp and 988 lb-ft. The W1 has a very short all-electric range, but the electric motor always handles reversing. It also adds different levels of boost to the engine based on the drive mode. A boost button on the steering wheel allows the driver to deploy maximum power all at once. Carbon-Fiber Sun Visors Ok, so this isn’t crazy high-tech like other elements of the W1, but it is neat. The sun visors are made from carbon fiber, and are just 0.1 inches thick. They’re there to remind you of McLaren’s attention to saving weight. McLaren quotes a dry weight of 3,048 pounds, so figure with all the fluids necessary for driving, the W1 weighs somewhere around 3,300 pounds. Impressively light for a hybrid with this level of performance on tap. Far lighter than the weights of the likes of the Valkyrie and Mercedes-AMG One, and hardly heavier than a 750S… which has 500 fewer horsepower and a lot less downforce. There’s a lot we still don’t know about the W1, and we’re eager to hear more. After poring over the details, the W1 seems to take a lot of the best technology and thinking available today to move the hypercar game forward. It may “only” have a little over 300 hp more than a P1, but this should be a much quicker car. A decade ago, that would’ve been scarcely believable, and frankly, it’s hardly believable now.

McLaren 600LT by MSO revealed ahead of Pebble Beach debuthttps://www.autocar.co.uk/car-news/new-cars/mclaren-600lt-mso-revealed-ahead-pebble-beach-debut McLaren will be heading to this week’s Pebble Beach Concours d’Elegance with a bespoke version of its new 600LT. Showcasing a raft of personalisation options from the Woking brand’s MSO (McLaren Special Operations) division, the concept follows on from the first public outing of the 600LT at the Goodwood Festival of Speed last month. Featuring MSO Bespoke Stealth Grey paintwork, the 600LT receives a number of carbonfibre upgrades, including an F1 Longtail-inspired air intake scoop mounted on the roof. Three carbonfibre upgrade packs also feature, with the material being used for the door mirrors and door inserts, as well as the front splitter, rear bumper, diffuser and engine cover. An ‘MSO Defined’ carbonfibre roof and front wing louvres are also part of the package. The new parts are said to reduce weight, although McLaren hasn’t disclosed how much lighter the MSO version is than the regular 600LT. Gloss black 10-spoke wheels complete the look. Inside, lightweight carbonfibre seats are sourced from the McLaren Senna, with orange contrast stitching. Six-point harnesses also feature, while a carbonfibre transmission tunnel and door inserts and an upgraded Bowers & Wilkins sound system are showcased. Detail touches to the interior include bespoke embroidery in the headrests, ‘600LT’ etching on the throttle pedals and even a set of hand-painted keys. The 600LT’s performance is unchanged over the standard car, with a 592bhp twin-turbo 3.8-litre V8 taking it from 0-62mph in 2.8sec and on to a top speed of 204mph.

source: https://www.motortrend.com/news/2021-mclaren-elva-first-drive-review/ Let's get right to it: The 2021 McLaren Elva is really, truly, absolutely wonderful. I'm trying to recall a time I felt this smitten after driving a car. Porsche Speedster? Yeah, that's the most recent one, the Speedster being as close to perfection as it gets. The new 2021 McLaren Elva tickles the same spot and goes a bit deeper. It might not be closer to perfection, but it sails down a different, more elemental branch of driving. It's more eccentric, with more whimsy, more of a wag, and more mischief, and again, it's just plain wonderful. Yes, the Elva stickers for $1.7 million (before options), and there's neither a windshield, a roof, or windows. Did I mention the carbon-fiber plaything makes 804 hp and is—with the exception of the F1—the lightest production McLaren ever built? 2021 McLaren Elva: The Air Out There More quick points about the Elva, though if you like, just read Angus MacKenzie's first ride story and skip ahead. Since there's no windscreen, there is McLaren's AAMS (Active Air Management System), a pop-up vent system that sucks air through the lower fascia then bends it 130 degrees through a series of vanes before releasing it over your head. The idea is to create an air curtain that acts as a virtual windscreen. More on the efficacy of AAMS in a bit, though it's worth pointing out now that the vent can't be placed in the erect position while the car is parked. In fact, it won't even deploy at all unless you press a button to the right of the steering wheel. If you're not moving, it still doesn't budge. Get to about 25 mph, and a hunk of gray carbon rises up from where the frunk would normally be. That's right, there's no cargo storage compartment. Well, there's a spot behind the seats to store a helmet—one helmet—and that's it. Should you need a suitcase, you must pay someone to follow you in another car. I mentioned the $1.7 million part, yeah? 2021 McLaren Elva Design Details The Elva's exterior looks great. Not every single angle is a "wow," but certain points of view sure are; the front three-quarter and hard side views leap to mind. Designing a car without A-pillars must be quite the odd, if not herculean, task, yet McLaren pulled it off with aplomb. The body features minimal cut lines, meaning the Elva is made up of just a few large carbon-fiber pieces. It's a rather voluptuously shaped automobile—the curves are incredible—as different-looking from the gorgeous 720S it shares a carbon tub with as it is from the Senna, which is also a platform-mate. Speaking of which, Rob Melville, McLaren's director of design, is responsible for all three of those cars. Hey, two out of three lookers ain't bad! I had read up on how the McLaren Elva's exterior flows into its interior, and after driving the car I can tell you it's not marketing baloney. The effect is very cool, maybe even beyond cool. The same exquisite paintwork on the exterior is right in front of you; reach out your hand and you can touch it. The effect is near magic, and it's unique in the car world. I think what I enjoy so much about the Elva is that it represents the way I'd design cars: "Totally, we lose the windshield. But then let's have a giant pop-up thing that flows air up and over the cabin. A virtual windshield! And instead of taillights, how about we stick a beehive on the back bumper, and then the brake pedal works a little baseball bat that whacks the hive and sends out a swarm of bees! No, murder hornets—perfect! What about rockets—we need rockets!" Does the AAMS actually work as advertised, creating a bubble of calm between 30 and 70 mph? No, of course not. Don't be silly. I mean, it does something; AAMS does seem able to deflect some air away from your hands (pro tip: both gloves and a helmet are essential), but that's basically the extent of it. Don't believe me? I was wearing a trucker's cap, about to leave McLaren Beverly Hills in the car, when a man who shall remain nameless came running up to whisper, "Listen, you can tighten your hat, but it's just gonna fly off." He was hella right. This fact doesn't bother me in the slightest, as it's the adolescent insanity behind the Elva's AAMS that counts. The 2021 McLaren Elva Makes Ridiculous Sense So much power, so little weight, such a fabulous driving machine. I'll admit to completely dismissing the Elva when I first saw photos of it: "Oh look, another practically useless plaything for gazillionaires. Just what the world doesn't need at all." All my British car friends disdain it because the car doesn't work for their stormy home country. (I should point out, though, that they revere the even more open Ariel Atom as some sort of holy object.) Los Angeles, San Diego, Scottsdale, and the Middle East are the only types of places the Elva makes any sense at all. And yes, this McLaren's price tag is as obnoxious as it is absurd. Then you think for a moment and you realize there are people in these places—not too many, but surely 149 wealthy souls, the same number of Elvas McLaren will build—who can afford to spend so much money on a car they'll only ever use when the mood strikes. Flip through any watch magazine and you'll see all sorts of six- and seven-figure watches. Watches. At least the Elva can crack 200 mph. A McLaren With a Nice Interior! The interior is aces, the best McLaren's ever done. By best I mean design, materials, wow factor, and execution. Let's be frank: McLarens have always had a whiff of kit car about them, even with Alcantara and carbon fiber covering most surfaces. There was something generic about the scattershot placement of the secondary controls and most of the buttons, and the iPad Mini-ness of the screen. The Elva changes all of that. First of all, I can't repeat enough how the aforementioned blur between interior and exterior is the business. The seats are covered with a new material called Ultrafabric, a synthetic, vegan "leather" that looks and feels just like cow skin but supposedly wears much better. I can tell you that even after the Elva sat in direct sunlight for a few hours during a photoshoot on an unseasonably hot January day (87 degrees, only in L.A. ), the seats didn't burn me when it was time to get back in and drive. The Ultrafabric cooled off in record time, too. The air vents are encased in thick, honed pieces of aluminum, and they are great. Perhaps most amazing of all, both the air conditioning and the heater work, and work well. More Elva Details The usual McLaren carbon-fiber, wheel-mounted shift paddles have been replaced by stunning aluminum pieces, finished like the hands of a Grand Seiko Snowflake. (Look it up, speaking of fancy watches.) It's an exquisite, sublime touch that displays a level of refinement I didn't know the brand had in it. Gone is McLaren's Active Dynamics Panel that allows you to tune handling and performance characteristics. The Elva is always in Active mode, and the switches are now two chunky knobs just behind the paddles. Twist one way for Sport and Track, the other to get back to Comfort. The nav screen is radically improved, and a birdie told me it is the same screen we'll see on the upcoming Artura hybrid. One bad thing: The floormats are horrible and might be the worst in the whole car industry. Why? Because of the car's high side sills, you enter the Elva like you would a Lotus Elise: stepping over the sill to put both feet on the floor, grab the wheel, and then lower yourself down. The 2021 McLaren Elva's mats are held in place with two weak snaps, and they slide forward as you stand on them; I was sent flying several times. I'd replace them with grip tape, just like on the floor of a Lamborghini Aventador SV.

McLaren built a $1 million hypercar that it says is unlike any other vehicle in the world http://www.businessinsider.sg/mclarens-senna-hypercar-pictures-details-2017-12/?r=US&IR=T The McLaren Senna hypercar debuted on Saturday. It’s named after legendary Formula One racer Ayrton Senna. McLaren will on build only 500 Sennas with a price tag of $1 million each. The Senna is powered by a 789 horsepower twin-turbo V8. Ayrton Senna is arguably the greatest driver in Formula One history and one who made an indelible mark on McLaren. The Brazilian spent six of his 11 seasons in F1 with McLaren during which time he delivered 35 race victories and three world championships. On Saturday, McLaren unveiled a new $1 million (£750,000) hypercar called the Senna in a ceremony at the company’s headquarters outside of London. The McLaren Senna will be just the second member of the company’s Ultimate Series, which has remained without a production model since the P1 hybrid hypercar ended its run in 2015. “The McLaren Senna is a car like no other: the personification of McLaren’s motorsport DNA, legalized or road use but designed and developed from the outset to excel on a circuit,” McLaren Automotive CEO Mike Flewitt said in a statement. “Every element of this new Ultimate Series McLaren has an uncompromised performance focus, honed to ensure the purest possible connection between driver and machine and deliver the ultimate track driving experience in the way that only a McLaren can.” According to McLaren, the Senna is built to be the ultimate track-focused road car. Thus, everything about the Senna is about putting up insane lap times on the track while offering a comfortable commute on the road. That also means function over form when it comes to aesthetics. The Senna is powered by a 789 horsepower version of the McLaren’s 4.0-liter, twin-turbocharged, M840TR V8 engine. It’s development of the M840T engine that debuted earlier this year in the 720S supercar. McLaren has yet to announce any performance figures associated with the Senna. But, I wouldn’t be shocked to see a 0-60 mph time quicker than 2.8 seconds and a top speed north of 212 mph. With that said, the Senna’s party piece won’t be its straight-line speed. Instead, the car’s forte will be its ability to meld that speed with mechanical and aerodynamic grip to deliver mind-blowing lap times. The new hypercar built on McLaren’s new Monocage III carbon fiber structure. At just 2,641 pounds, the Senna is the lightest McLaren since the company’s ground-breaking 240 mph F1 hypercar of the 90s. The McLaren Senna will make its official world debut at the 2018 Geneva Motor Show in March. Unfortunately, all 500 Sennas are already spoken for.

TL;DR - Cam-car's attempt to filter behind the McLaren Convoy was disrupted by a McLaren 720S that sped past to prevent overtaking. A perfect example of monkey on wheels. Watch this 33-second video to see how this cam-car tried to sandwich between two McLarens but almost got 'rekt'. So what happened? The cam-car signaled right with the intention to filter to the next lane behind the McLaren Convoy. However, his/her attempt failed as a McLaren 720S sped up to prevent the cam-car from cutting into the lane - which was not wrong of the 720S but the cam-car definitely thought otherwise. The space between the 720S and the Convoy was the safety distance maintained and it was unsafe for the cam-car to overtake in that situation. But of course, the cam-car was clearly unhappy about it. In case you didn't know how powerful the 720S is: It's a supercar for a reason. Online Chat: Seems that everyone felt that the cam-car was the one in the wrong; he/she should’ve waited behind the trailer until the 720S has passed before filtering. Guess the cam-car just self-sabotaged him/herself by sending this clip to SGRV...? Bottom Line Driving without due care or reasonable consideration for other road users constitutes aggressive driving that can cause harm to other road users - it pays to be extra cautious on the road! ========= Be the first to get the latest road/ COE news and get first dibs on exclusive promos and giveaways in our Telegram SGCM Community. Join us today!

OK, I searched. There have been threads on paddle shifters before, e.g.: http://www.mycarforum.com/topic/2676927-paddle-shifters-which-type-suits-you/. But they don't address this exact question. My specific question is: which particular mounting position of paddle shifters suits you better? Fixed to the wheel or fixed to the steering column? Examples of makes/models with each position (taken from the web): Wheel mounted: BMW - 1, 2, 3, 4, and 5 series VW - Golf, GTI Porsche - 918 Audi - R8 McLaren Acura - TL Cadillac - CTS-V Column mounted: Subaru - Outback Ferrari Lamborghini Nissan - GTR, Maxima What prompted this question: I have experienced both. Right now, my Bimmer and my Merc both have wheel mounted shifters. I find them very intuitive to shift with. This applies to both street driving and track/high performance driving - I recently came back from NZ where I did the Alpine drive on the Southern Hemisphere Proving Ground. The wheel-mounted shifters on the M and xDrive cars were an absolute pleasure. Also, I was recently invited to test drive the 488GTB. I loved the car on the whole, but disliked the column mounted paddles as I found them unwieldy to use. I have lived with a column mounted shift for a few months - my F430. Took me some getting used-to. Honestly, I never drove that car as hard as I've driven many others, and nowhere near as hard as it was intended by god and Enzo (who might be one and the same entity, lol). What made it a little easier is that I had no other paddle shifting car at that time so I didn't have to "switch" between two modes of shifting. But if one has one of each type, I can see how it might be difficult to go from one to the other on a periodic basis. So my question is: which do you personally prefer? I prefer the wheel-mounted type, as I've already mentioned. But arguments for and against both types can be made, e.g. Wheel mounted shifters allow one to always have immediate access to the paddles if one holds the wheel in the prescribed 9-3 racing position. But Ferrari claim that you shouldn't be shifting gear mid-corner, so you should never actually need to reach across to the column from anything other than a 9-3 position. I don't really agree - you can and should select the right gear prior to corner entry, but you often have to upshift when accelerating out of the apex. With modern rev-matching transmissions, weight transfer, etc. becomes a moot point, it's all so smooth that there's practically no risk of destabilisation. Anyway, if you're experienced with both types, please do vote and post an opinion. But please don't proffer irrelevant opinions like "never had one", "I leave the car to shift for itself", or "real drivers drive manuals", which would be a waste of time and effort for you, and of bandwidth for all. I don't mean to be rude, but too many threads like this have devolved into noise. Thank you!

BMW says it produces the ultimate driving machines. McLaren makes some of the finest driving machines for road use. Now, it seems the two brands could end up collaborating to build some exciting new electric vehicles. McLaren and BMW have reportedly signed a memorandum of understanding in March for the joint development of an electric sports car architecture. The two brands teaming up would make sense. Research and development costs these days are steep, as manufacturers abandon a century-plus of combustion engine development. Joint development deals — like the recent one announced between General Motors and Honda — will be common. And manufacturers that go it alone on EV platform development, like VW, will be looking to sell the platforms to other automakers. Both BMW and McLaren would benefit from the deal. BMW has been building electric cars like the iX crossover and i4 sedan, but those vehicles are built on a hybrid architecture that supports combustion and electric powertrains. BMW won't launch its dedicated EV Neue Klasse platform until 2025. Besides, there may be room for a sports car-specific platform in addition to that. McLaren, meanwhile, just branched out with a new lightweight hybrid architecture, and will need another platform to move off combustion entirely by 2030 when Great Britain's ban on ICE vehicles is scheduled to take effect. One potential elephant in the room may be Audi. Rumors have been persistent about Audi buying a stake in McLaren as a foothold to enter Formula 1. According to the same report about the BMW and McLaren agreement, Audi may set in motion a $700-million-plus deal to buy a stake in the organization's F1 team, with an agreement to invest in the automaker potentially coming at a later date. And that deal, not surprisingly, could cancel the non-binding BMW agreement.

(Bloomberg) -- Sales of luxury cars in Singapore remain resilient despite the economic fallout from the coronavirus pandemic, the Business Times reported Friday, citing data from the Land Transport Authority and automakers. Six luxury brands — Aston Martin Holdings, Bentley Motors Ltd., Ferrari NV, Automobili Lamborghini SPA, McLaren Automotive Ltd. and Rolls-Royce Motor Cars Ltd. — sold a total of 178 cars in the first nine months of 2020 versus 256 units for all of last year, according to the report. After adjusting for Singapore’s partial lockdown, the companies sold about 30 cars a month, up from 21 a month in 2019, the BT said. Still, registrations for the high-end car market are a lagging indicator as orders can be made far in advance of delivery, so data may not always accurately reflect a brand’s current performance, the report said. “Sales have been picking up since reopening and we attribute that to customer confidence coming back,” Bentley’s director for the Asia-Pacific region, Bernd Pichler, told the newspaper. Chong Kah Wei, a general manager at McLaren Singapore, said customer orders continued to accumulate. https://sg.finance.yahoo.com/news/ferrari-and-bentley-find-buyers-in-singapore-despite-the-pandemic-024059177.html

https://www.motor1.com/photo/5737672/2022-mclaren-artura-cabin-on-road/ The 2022 McLaren Artura was supposed to launch this fall in the US. However, the winter solstice has come and gone – and no Artura. There won’t be one until early July, according to a new Automotive News report. The chip shortage that has rocked the entire auto industry has finally hit McLaren, which is delaying the Artura’s launch. McLaren spokesperson Roger Ormisher confirmed the delay with the publication. This isn’t the Artura’s first hiccup it has suffered on its way to market. McLaren wanted to launch the supercar in the fall of 2020, but it had to delay the launch until June of this year. Supply chain issues then delayed the car’s launch in the US, and the ongoing chip shortage will push its launch even further back. A source told Automotive News that McLaren is prioritizing its chip supply for higher-margin models as it faces the same squeeze affecting production at other automakers. The 2022 Artura is the brand’s first series-production hybrid, and it packs a technological punch. It pairs an electric motor located within the transmission bell housing to a twin-turbocharged 3.0-liter V6. The combined output is 671 horsepower (500 kilowatts) and 593 pound-feet (804 Newton-meters) of torque, which can propel the supercar to 62 miles per hour (100 kilometers per hour) in 3.0 seconds. Its top speed is limited to 205 mph (329 kph). It has a new eight-speed dual-clutch transmission, too. News of the Artura’s delay certainly hurts, but it isn’t surprising. In March, automakers began suffering from chip shortages, forcing many to pause production or build vehicles without certain features. Automakers are still struggling nine months later, with companies like BMW, Chevy, Alfa Romeo, and Toyota being affected to various degrees. Automakers will likely face chip shortages well into 2022 before the global supply chain resolves its bottlenecks.

This video by Henry Catchpole of former Evo fame is great, especially with footage of the car's hot lap at the hands of a racing driver. You really get a sense of how this derestricted track toy behaves on the limit, and Henry himself goes through the details of what makes it so different — and special — from the "regular" GT3 car with said racing driver: He also brings up some of McLaren's more recent track specials, such as the P1 GTR and Senna GTR so out of these 3, which one is your favourite? I know none of us commenting here on the forums can afford them, but hey, there's nothing wrong with fantasising right? 😍 Personally, I don't gravitate toward any of those, but I'd sell my soul in a heartbeat if given access to a F1 GTR Longtail! 😈

Driver of McLaren 720s realise a car is a car, it can never fly 😳😂 https://www.todayonline.com/singapore/driver-taken-hospital-after-early-morning-crash-along-ecp 525cc210-79e0-47e1-a79a-fd243508c11d.MP4

Earlier this week (Jul 7), a white McLaren 720S was spotted crashed into a row of plants along East Coast Parkway (ECP). Here's new video footage of the crash that just surfaced, via the perspective of a cam car witness: Driver lost control while trying to overtake The video footage here shows the white sports car which skidded from lane 3 to lane 1 while trying to overtake from the left side of the cam car. Close shave with Cam Car The cam car was fortunate enough to drive away unscathed, as the cam car driver was just a few meters behind when the McLaren skidded and crashed. The million-dollar sports car was visibly damaged after it crashed into the potted plants alongside the road divider. Driver has been taken to hospital The driver has been reportedly been taken to Raffles Hospital after the crash. We're still awaiting updates about the status of the driver. We strongly advise all drivers to drive within the speed limit, and to take extra care when navigating turns, especially during the recent wet weather conditions. --- Thinking of selling your car? sgCarMart Quotz guarantees the highest selling price for your car. We’ll even give you $100 cash if you find a better offer elsewhere! Get a free quote to find out how much your car is worth today!

Nissan GTR rear ended McLaren 720S The big size guy which i'm assuming to be driver of McLaren, looks like a father scolding his son (GTR Driver) HAHAHAHA! Photo taken from facebook page (SGRV)

McLaren Sabre Makes Surprise Debut, Surpasses Senna With 824 HP source: https://www.motor1.com/news/461806/mclaren-sabre-supercar-debut/ Only 15 will be built, and they're exclusively for the US market. Recent spy shots and leaked images suggested the McLaren Sabre was on the cusp of a reveal. However, we didn't expect to see it like this. The hypercar is revealed, though the word comes to us not from McLaren, but through the automaker's Beverly Hills dealership. There's still quite a bit we don't know, and it's likely to stay that way since McLaren considers the Sabre a customer-commissioned machine. More on that in a bit. For now, here's the Sabre in all its winged glory and the surprises extend beyond the unorthodox reveal. Rumors pointed to the Sabre wielding a hybrid powertrain packing over 1,000 horsepower, but that's not the case. It's pure internal-combustion, using a twin-turbocharged V8 that we assume is the familiar 4.0-liter mill. The press release doesn't offer specifics on the engine, other than it produces 824 hp (606 kilowatts) and 590 pound-feet (800 Newton-meters) of torque. t's the most powerful non-hybrid V8 to ever come from McLaren, and it sends the Sabre to a top speed of 218 mph. Incidentally, that makes the Sabre the fastest McLaren two-seater to ever come from Woking, and before you jump into the comments to say Speedtail or F1, lest you forget those cars have three seats. Yes, it's a technicality, but the Sabre is still seriously fast. It's also seriously exclusive. A product of the automaker's MSO group, there are just 15 planned for production. Furthermore, the car is designed exclusively for the US market with McLaren Beverly Hills stating its specific US focus for federal standards negates the car being offered globally. Sorry rest of the world, but if it's any consolation, the first customer car has already been delivered by – you guessed it – McLaren Beverly Hills. McLaren did provide Motor1.com with an official statement regarding the Sabre, but sadly it doesn't offer more insight into the hypercar. It's unclear if all 15 are spoken for, and how much they cost. We will go out on a limb and simply say they're very expensive, and with just a handful being made, this could be the only time you see it.

Say hello to Lego's latest Technic model, an 830-piece remake of the McLaren Senna GTR. The model apes McLaren's famed attention to detail, sporting the actual car's beautiful aerodynamic curves, the same one-of-a-kind blue livery, as well as a V8 engine with moving pistons. And apparently, the same wicked doors that are a signature of the McLaren brand since the F1. Of course, just like all 75 examples of the real-life car, your Lego model will be exquisitely hand-built. The McLaren Senna GTR Lego model will launch globally on 1 January 2021 at LEGO.com and all participating McLaren dealers. "Just like the incredible engineers at McLaren do when designing their supercars, we really pushed things to the max so the resulting model perfectly honours the art form that is the McLaren Senna GTR," Uwe Wabra, Senior Designer, Lego Technic. For ages 10 and up. What do you guys think? This or the Lego Technic Land Rover Defender?

My Mac head of service sent this to me: "Hi mate we have Christmas Promotion. 720s Ride-On Its a good Christmas gift option for a child 3 to 6years old. Gives then a good start in their Super Car journey. Comes in McLaren Orange. Normal =$2473 Promo =$1897 Let me know if you like to take it up. Part due in 1st week December 2020 Thank you." I replied that the only 3 to 6 year old left in my family was me, and that was only emotionally speaking. 😂😂😂 Anyway, it's open to the public, so I promised him I'd spread the word. If you're interested, do reply here and I'll PM you with his contact. 😁 (My inbox is generally disabled otherwise, so please reply here and I'll msg u). Only out of my goodwill hor. I don't get nuthin'🤣

Supercar vs Hypercar — What’s the Difference? https://gearpatrol.com/2020/01/19/supercar-vs-hypercar/ It’s obvious to most anyone that a Corvette or Lamborghini are different than a Corolla. There are many terms thrown around to describe outrageous performance cars. But in the upper echelons of performance, things get muddy; often, we use terms like “supercar” and “hypercar” interchangeably while in practice they are two different types of cars. Supercar Hundreds of horsepower, million-dollar price tags, lap times that make most race cars blush — these are supercars. They’re the top range of today’s performance cars, and the specs they boast outshine the best of yesteryear’s race cars. The term “supercar” is a catch-all first used in the London newspaper The Times back in 1920 to help describe the incredible 6.7-liter Ensign 6. Today, the term is used to describe cars with the best performance, technology and design that the automotive industry has to offer. Supercars can be best defined with their most common characteristics: performance, technology, design and price. They don’t need to hold elevated status in all four characteristics to qualify, and most often performance is then used as the ultimate yardstick. Case in point, the Corvette C7 ZO6. It puts up amazing numbers and lap times and has a compelling design, but only costs $80,000, significantly lower than its competitors. Despite the low price, it’s still a supercar. The McLaren 650S has design language handed down from the P1 and sub-three-second 0-60 times but offers nothing in the way of unique or boundary-pushing technology. Also a supercar. Then you have a simplistic car like the Ariel Atom V8. There’s little to speak of in terms of design since it’s basically a cage on wheels. It also costs a fraction of the cost of any other claimed supercar, yet it can outrun most of them around a track. The Ariel Atom’s race-car level of performance makes up for the simplistic design, basic tech and relatively low price. Supercar. But, to get to hypercar status, a car has to meet all the characteristics of a supercar, and push the boundaries of performance, technology and design. Hypercar Then there is the term “hypercar,” coined to qualify the top one percent of supercars. All hypercars are supercars, but not all supercars are hypercars, and while the qualifiers that allow a car to be elevated out of supercar territory and into the hypercar pantheon aren’t obvious, it’s clear with a few examples. The Ferrari 458 is a fantastic supercar, but it does not match the technological marvel of the 1,500 horsepower Bugatti Chiron hypercar. The McLaren P1, Ferrari La Ferrari, Porsche 918: all near 1,000 horsepower, with first-class new-age technology, million-dollar price tags, stunning design and performance rivaled only by each other. Almost every aspect of each car is an advancement in automotive technology and puts them high atop the motoring totem pole. Hypercars are the stick against which all cars are meant to be measured, and not a single compromise can be made. Blurring the Lines With supercars becoming exponentially more advanced and better performing, qualifications for hypercar status have become more stringent. They represent the forefront of engineering and the most extreme design, but with each new generation, the outgoing tech and styling become dated. And at the same time, the critics become callous towards what we call “extreme.” Top speeds of 185 mph used to belong to only the most exotic metal. Now, cars like the BMW M5, a family sedan, can top that. It’s what causes a car like the Lamborghini Murcielago, once an undisputed hypercar, to slide down the ladder every time a new, more batshit-crazy version of the Aventador is unveiled. Simpler performance tech pioneered by hypercars, such as movable aerodynamics, is already appearing on supercars like the Ferrari 488 GTB. Eventually, it will be the norm in the supercar world to see hybrid powertrains like the ones in La Ferrari and the P1 — though at the moment that technology is too complex and expensive to put in the higher production numbers of less exclusive supercars. The fact that the tech trickles down to supercars is also what demands hypercars to stay at the forefront. What we think of as extraordinary today is destined to become commonplace tomorrow.

Shocked to learn that he had passed away. https://www.bbc.com/news/world-europe-48345660 Three-time Formula 1 world champion Niki Lauda has died at the age of 70. The legendary Austrian, one of the best-known figures in motor racing, took the title for Ferrari in 1975 and 1977 and McLaren in 1984. For many, he will be remembered for his remarkable recovery and return to racing after being badly burned in a crash in the 1976 German Grand Prix. Lauda, who underwent a lung transplant in August, "passed away peacefully" on Monday, his family said. After his career as a racing driver, he became an airline entrepreneur and, most recently, a non-executive chairman for the Formula 1 Mercedes team, instrumental in bringing in British driver Lewis Hamilton, who has won five world championships. "His unique achievements as an athlete and entrepreneur are and will remain unforgettable, his tireless zest for action, his straightforwardness and his courage remain a role model and a benchmark for all of us," his family's statement said. 'A remarkable life lived in Technicolor' On 1 August 1976, one year after winning his first title, he suffered third-degree burns to his head and face and inhaled toxic gases that damaged his lungs after his vehicle burst into flames at Nurburgring. He was given the last rites in hospital but made an almost miraculous recovery and returned to racing, still bandaged, just 40 days later. British former F1 champion Jenson Button has called him a "legend" while McLaren said Lauda would be "enshrined in our history". Lauda's rivalry with British driver James Hunt, the 1976 world champion, was portrayed in the acclaimed film Rush in 2013. He underwent two kidney transplants, the second kidney donated in 2005 by his then-girlfriend Birgit Wetzinger, a former flight attendant for his airline whom he married in 2008. Besides their twins, a boy and a girl born in 2009, Lauda also had three sons from previous relationships. In January, Lauda spent some 10 days in hospital while suffering from influenza.

Klipsch Audio and McLaren Racing Unveil New Headphone Series Source: https://hypebeast.com/2020/1/klipsch-mclaren-headphones-earbuds-collaboration Innovative audio company Klipsch and progressive automotive manufacturer McLaren have come together to put out a small capsule of headphones for both audiophiles and racing fans alike. The collaboration consists of three prodcuts: the T10 True Wireless smar earphones, the Over-Ear Active Noise Cancelling headphones and the T5 Sport True Wireless earphones. All feature Klipsch’s advance technologies and quality materials that reflect McLaren’s designs. Even the auto brand’s signature color – “Papaya Orange” is utilized in both sets and cases. Expect dynamic sounds from all three products with features such as Bluetooth connectivity, transparency mode and 30 hourse of battery life. The Klipsch Audio and McLaren Racing headphone series will make its official debut at CES 2020 along with an appearance from McLaren F1 Driver Lando Norris. The sets retail from $249 USD to $999 USD and will be available sometime this Fall of 2020. In other tech news, see what the experts are predicting for the sales figures of the Apple AirPods in the near future.

With the McLaren 720S variant a couple of years old and probably halfway into its product life cycle, there is talk that the British company is working on a Longtail (LT) version of it. Little is known about the car but according to Piston Heads, the new supercar will be launched next year and follow in the footsteps of the other Longtails a.k.a the 600LT and 675LT. Of course, the new car will be lighter and feature the use of lightweight materials such as carbon fibre. It will also likely get new a aerodynamic parts, a revised suspension setup and a refreshed interior. Power wise, the car should also get more power with an estimated horsepower figure of 740-750bhp versus the standard car's 710bhp. For those who can afford the new LT, the car is could debut at the Geneva Motor Show next year.

This is the 250mph McLaren Speedtail. https://www.topgear.com/car-news/supercars/250mph-mclaren-speedtail Sleek, isn’t it? Long and low and lean and, well, sleek. A streamliner. This is it, the McLaren Speedtail, the car formerly known as BP23 and likely forever known as the spiritual successor to the F1. Three seats, stratospheric top speed and a price tag that’s similarly out of this world. Facts, though, have been in short supply. And when we’re starved of facts, we feed off myths. The rumour mill spooled up with tales of a 300mph target, of Chiron-beating power, and, to be fair, all we did was fan the flames. Let’s rein in hyperbole and exaggeration right now, because here’s what we do know. The McLaren Speedtail will, when deliveries start in early 2020, have cost each of its 106 owners north of £2.1m for a car that boasts 1,036bhp and a 250mph maximum speed. When they do strap themselves into the centre seat, line up on a runway, press the Velocity button above their head and nail the throttle, they’ll feel what it’s like to accelerate from zero to 186mph in the same time it takes a diesel supermini to hit 60mph. How is it powered? That still hasn’t been fully revealed, but let’s start by looking at a broader picture. McLaren likes its Ultimate Series cars to answer questions. Take the Senna, which answers “is it possible to road-legalise racing levels of downforce?”. Turns out it is, and nothing else comes close to the 800kg of downward pressure the Senna is able to produce at 150mph. Now we’re in the realm of “What if we forgot about downforce and went low-drag instead? Say grand touring was still a thing, what would the ultimate 21st-century GT car look like? What would it be able to do?” McLaren’s leap of faith is that grand touring is still a thing, and that people will want to do it as a threesome. Hyper GT is the pitch; Bugatti Chiron, even if McLaren isn’t admitting as much, the target. The Speedtail is about luxury as much as speed. Well, heading that way. We’ll come on to talk about the clean lines of the cabin, the tactility of the materials, but first just look at it: the length of the tail, the elegance of those rear lines. It’s plain stunning, a shape that treats the air passing over and around it with respect. What air it needs is subtly taken, used as appropriate for combustion or cooling and then calmly reintroduced, before being precisely and delicately detached by the samurai blade tail. At 5.13 metres long, it’s 60cm longer than a Chiron, the sweeping carbon cape carrying with it a suggestion of art deco/steampunk Thirties cool. The kind of car the Rocketeer would have driven. That’s the back, at least. The front is more challenging. What initially springs to my mind are mid-Eighties concept cars, stuff such as the MG EX-E, the Lotus Etna. Think it’s something to do with the wheelspats and low, low nose. The more I look, the better it gets, though, and I really admire how the intakes and air channels have been hidden away. Still at this end of the car engineering is more important than aesthetics. Design chief Rob Melville describes it as a “comet, with the mass at the front, then this long tail”. He’s also interesting about the wheelspats: “Without them, the car would not have been able to deliver on its top speed and acceleration parameters.” The spats (which remain static as the wheel rotates) reduce turbulence almost entirely, the air allowed only to escape from the wheelarch through a single notch, smoothing flow. They can be removed, but McLaren suggests you don’t. Just think of the brake dust build-up. And did you notice? No exterior mirrors. Instead, pop-out cameras with screens at the base of the A-pillars. I don’t think I’ve seen a smoother transition from window into roofline – there’s no header rail, nothing to delay the air’s passage. And how about the cuts at the back of the rear deck? Flexible carbon fibre, moved by hydraulic actuators to adjust the centre of pressure or aid braking stability. We must assume that somewhere in Woking that vast one-piece clamshell is undergoing not just air-proofing, but child-proofing, being continuously flexed, bent and pressurised so that the Speedtail can resist the challenges of Casino Square. Which, let’s face it, is a likely destination. Let’s just hope it’s been able to use a decent proportion of that 1,036bhp on the way there. No word yet on how that’s balanced between combustion engine and e-motor(s), but let’s guess 750bhp from the familiar 4.0-litre twin turbo V8 and approaching 300bhp of electric. There’s a conventional battery pack, but no plug-in socket. Instead, inductive charging. Rumour is it won’t run on electric alone. Shame. If true, this hybrid will have regressed from the P1. Will electricity still be helping out at high speed? Is there a clever gearing system to allow that? We just don’t know, beyond realising that the 1,430kg dry weight (the P1 was 1,395kg) means the battery pack can’t be that big. There are a couple of elephants in the room. Anyone else slightly underwhelmed by the stats? Only 7mph faster than the 25-year old F1, likely no more e-power than the Porsche 918 Spyder, a mere 1,036bhp total when Koenigsegg’s Agera RS has a full megawatt (1,341bhp), and the Chiron has 1,479bhp. And 1,650bhp seems the entry point if you want to talk 300mph. The only stat available so far is 0–186mph in 12.8secs. Bugatti’s time is 13.1secs (the Bug might have a hefty power advantage, but it’s also getting on for 600kg heavier – the two have near-identical power-to-weight ratios of around 740bhp per tonne). Nothing in it really, but McLaren has confirmed the Speedtail is rear-drive only. It’ll be doing well to match the Bug’s 2.4-sec 0–62mph time, but might just have caught up by 100mph (4.7secs). Mad enough, however you measure. For reference the F1 took 22.0secs to reach 186mph, the P1 16.5secs. So it’s deeply, deeply fast, but not as rapid as the Koenigsegg Agera RS (11.9secs). Bragability is good, but not at levels the F1 enjoyed at launch. But maybe that’s the point. McLaren isn’t talking 300mph, because the faster you want to go, the more you have to compromise – stiffer tyre sidewalls are just the beginning. Going back to first principles, McLaren wants the Speedtail to answer the hyper-GT question, not simply battle for bigger numbers. Seen from that point of view, it’s hard to conclude that 250mph isn’t ludicrously adequate. So 250mph it is, reached very quickly. We can also assume McLaren is focusing on high-speed stability as a core facet, to make distance relaxing and undemanding. Wind and tyre noise will need to be minimised – in that respect, it’s encouraging that the front tyres are modest 235-section, that there’s nothing to snag the air passing over the canopy. I suspect it’ll have a massive fuel tank (“more than 60 litres” is all Ultimate Series line director Andy Palmer would admit). Even so, it ought to be an efficient car. Comparing and contrasting the Speedtail is all well and good, but its USP isn’t speed, but seating. This time last year, I drove a central-seat 720S. I found it captivating, almost instantly a more logical, sensible place to sit in the car, distanced from both A-pillars, the symmetry of the view out an utter joy. The catch is getting in. Various techniques are available; none is elegant. Or quick. All involve a measure of shuffling and skooching. I do like the fact McLaren has incorporated recessed handles in the headlining, and engineered “directional leather” that aids sliding in, then “subtly holds the occupant in place while they drive”. This was necessary because the central seat couldn’t have high bolsters. You do miss them. If you want to feel wedged in, drop back into one of the flanking chairs. Here, tucked behind B-pillar, shoulder overlapped with the driver, you are genuinely hemmed in. It’s comfortable but restrictive. You can’t be big. The view out, however, is, like the driver’s, unique. It’s a special place to sit, and you’re aware of views in interesting directions, of the amount of light, of angles you’ve never seen before in a car. It’s not social, though, doesn’t treat passengers as equals. The centre seat makes the Speedtail egocentric. The symmetry is emphasised by how much it’s been decluttered. No sun visors; instead, the Speedtail is fitted with electrochromic glass which darkens at the press of a button. The LED interior lights have been incorporated into the glass, too. Your eye has less to fall on, and the clean view across the swathe of screen and air vent, mirrored either side, channels you into focusing on the steering wheel, finished in this glorious wood-like machined carbon. That material, super-tactile, carved from billet carbon where each layer is just 30 microns thick, is used for the paddles too, and forms the binnacle around the porthole above your head. That’s where you find the car controls, buttons for gearlever, start/stop and switchable dynamic modes. The most interesting one is labelled Velocity. This prepares the Speedtail for high speeds. “No extra key or anything,” Palmer tells me, “this will do 250mph straight out of the box.” It lowers, the active aero is optimised and the wing cameras fold away. Whether this makes it an illegal mode on the road, like the P1’s track mode, McLaren has yet to admit. The doors operate electrically, there are stowage drawers underneath the outer seats, load bays at either end (162 litres in total, fitted luggage matched to the interior specification is optional) but no lockers in the flanks à la F1… more’s the pity. Cupholders? Those are on the options list, I’m told. But it’s not just the tech and layout that separates the Speedtail from lesser McLarens – it’s the design and quality. So here we have Scandanavian leather where air is infused beneath the surface during manufacturing, to reduce density and cut weight by 30 per cent. It’s still tough enough that, with stippling to aid grip, McLaren has used it in place of carpet on the floor. Then there’s Titanium Deposition Carbon Fibre (I’m sure it’s scientifically accurate McLaren, but you shouldn’t put scientists in charge of naming it as well as creating it). Carbo-tanium gets around the issue of coloured carbon fibre, which can, apparently, compromise the material’s structural integrity. Here, a micron-thin titanium layer is fused onto the carbon weave. McLaren has left the finish natural on this Speedtail, but the titanium can be anodised in any colour – you could even have images and words placed into the carbon. McLaren pioneered carbon fibre. Now it’s taking it to the next level. The mind boggles. I suspect it’ll do so again when more details are released. But for now, while we’re still short of full fact disclosure, I recommend just gawping at the thing, and realising that one day quite soon, 106 of them will be released into the wild.

hi, just installed an active sub below my seat. than i realised that my front speakers are too weak to be blasted hard becos they are stock. so i went to upgrade the stock speakers to hertz speakers. after this, i was told that my stock head player has no power to drive my expensive front speakers to the optimal performance. and now, looking around for a amp to power up. after spending so much $$$ and time on all these upgrading, all we wanted now is to enjoy the music with good quality sound. so what media do you all use to play your music? is the SQ from a MP3 good enough? where can we get high quality music CD? TIA

http://jalopnik.com/rowan-atkinson-just-sold-his-twice-crashed-mclaren-f1-f-1710189175 A select few rich, famous and amazing people have been privileged enough to call themselves McLaren F1 owners, but arguably the most famous among their number was British comedian Rowan “Mr. Bean” Atkinson. That’s because he crashed his, twice. Apparently that didn’t hurt the F1’s resale value much. CNBC reports that Atkinson has sold the dark burgundy car for a cool £8 million, about $12.2 million. He originally purchased the car in 1997 for as much as £640,000. While Atkinson is now sadly F1-less, he did make a huge profit on the sale. The good news is that although he can no longer cruise around in one of the greatest sports cars of all time — and still the fastest naturally-aspirated car ever made — he can’t crash his again, either. Advertisement In 1999, he damaged the hood by driving it into the back of a Rover Metro, as one does in England. Then in 2011 Atkinson crashed the car into a tree and a road sign, resulting in an infamous and insurance company-infuriating $1.4 million repair bill. Atkinson solid his car through English specialist car dealer Taylor & Crawley, but its new owner has not been disclosed. Don’t fret for him too much, though — he still owns an NSX, a Jaguar MK7, an Aston Martin DB2, a vintage Ford Falcon, a 1939 BMW 328 and a Rolls-Royce Phantom Coupe. Your 18-year-old, twice-crashed car will probably not sell for $12.2 million. Just so you know.

http://www.youtube.com/watch?v=nVJNpwTYhR0 What a lovely lovely car!!!!!!!!!!!!!