In the world of ‘90s supercars, there have been many breathtaking examples. The Lamborghini Countach and then Diablo, the Ferrari F40, the Porsche 959, the Bugatti EB110, and the mighty Jaguar XJ220 are just some poster-worthy examples the world got during that decade. While those cars were all amazing in their own right, they were all surpassed by the mighty McLaren F1. The balance of power began to shift when McLaren Cars Ltd got tired of dominating Formula One after winning 15 out of 16 races. That team of speed-obsessed engineers and designers then decided to try and dominate the world of production road cars using all the knowledge and expertise they learned from their racing development, and they did. After several years of development, and a ‘spare no expense’ philosophy, stylist Peter Stevens and technical director Gordon Murray created the ultimate luxury supercar that set the new standard for speed and exclusivity.
1992-1998 McLaren F1
- BMW Built V12
- Gold Foil Lined Engine Compartment
- First Production Carbon Fiber Monocoque
- Model: F1
- Engine/Motor: Naturally Aspirated 6.0-liter DOHC V12
- Horsepower: 627 @ 7,400 rpm
- Torque: 479 foot-pounds @ 4,000 rpm
- Drivetrain: Rear Wheel Drive
- Transmission: Six-speed manual
- The Fastest Car In The World Until 2005
- Center Mounted Driver Seat
- Scissor-Style Doors
- $815,000 Price Tag When New
- Only 106 Cars Ever Made
- Manual Steering
Power Was The Goal
McLaren originally approached Honda to build the powerplant for the F1, but when they refused, Gordon Murray then commissioned BMW’s M division to design and build the heart of the F1. Murray wanted to use a naturally-aspirated motor instead of any type of forced induction, so it could be more reliable and more predictable for its owners. Murray wanted an engine that not only had 550 horsepower but also weighed 550-pounds. What he got was a bit more than he bargained for. Sure, it ended up weighing 36-pounds more than its target weight, BMW also overshot its target power too.
The Other Ultimate Driving Machine
The BMW S70/2 was a 6.1-liter all-aluminum, dual overhead cam V12 engine that had four valves per cylinder and utilized a dry sump oil system. Variable valve timing was in its infancy, but worked well to allow both low-end torque and high-end horsepower. Extensive use of magnesium for durability and weight reduction, while an 11:1 compression ratio helped bump power up to 627 horsepower (618 SAE net) at 7,400 RPM and 479 lb-ft of torque at 4,000 RPM, and a sky-high redline of 7,500 RPM. Even heat dispersion was not ignored, and despite its price, gold lined the engine compartment because it was simply the best conductor available. The transversely mounted six-speed transmission was mate to the mid-engine setup and then sent power through a Torsen limited-slip differential and on to the rear wheels.
Form Follows Function
While the engine was a masterpiece, McLaren was not willing to just settle for a spectacular motor, and demanded an equally-performing body and chassis. Using the world’s first carbon fiber monocoque for a production car, the F1 featured a 1+2 seating arrangement. Once inside the trick scissor doors, the centrally-mounted driver’s seat was then flanked by two rear passenger seats, because anyone who could afford the F1 would naturally want to show it off to a couple friends occasionally. That setup also did away with the need for traditional offset pedals, and a more balanced driving position.
helped the F1 stand out from its competitors, and all helped bring the curb weight down to a svelte 2,509-pounds. Brembo brake calipers grabbed on to 13.1-inch front and 12.0-inch rear cross-drilled and vented discs inside specially made 235/45ZR-17 front and 315/45ZR-17 rear tires that were collaboratively created for the F1 by both Michelin and Goodyear. Both the brakes and steering had no power and operated unassisted to keep weight down and provide more accurate feedback to the driver.
The aluminum double-wishbone suspension, and lightweight wheels were just some of the features thatNo Expense Spared
The original F1 did not use any sort of wing for downforce, unlike the later F1 LM, and instead opted for a trick three-part rear diffuser and underbody channeling to allow the McLaren to create plenty of downforce. The body of the F1 also created a low drag coefficient of just 0.32, which allowed the car to slip through the air with minimal resistance. Weight distribution was also a driver-friendly 42/58% front/rear bias that went almost unchanged even with a full tank of gas, which also helped keep the car’s driving character predictable at all times.
Setting The Standard
The endgame for the McLaren F1 was performance, and perform it did. In every measurable category, the F1 dominated. According to McLaren, the F1 could sprint from 0-60 mph in just 3.2 seconds and on to a redline limited top speed of 221 mph. Some years later, McLaren raised the rev-limiter to 8,300 rpm, and set the new land speed record for a production car at an astounding 240.1 mph.
In 1995 McLaren decided to celebrate their success at Le Mans and their GTR race car by creating the F1 LM. The Le Mans version was a stripped down version of the 'base' F1 car and got rid of all the extraneous luxuries that catered to pure race fanatics instead of those looking for more plush and posh surroundings.
Only five of these cars were made, but they made an impact nonetheless. No stereo system, no noise deadening, and an interior that was Spartan at best. The LM was able to drop 132 pounds off the F1's already svelte framework. The LM did add a massive manually-adjustable rear wing that helped increase downforce. McLaren also managed to massage the 6.1-liter V12 to find an additional 53-hosrepower and 41 pound-feet of torque to bring the new totals to 680 and 520 respectively.
The LM is considered to be the fastest iteration of the F1, being able to run from 0-60 mph in just 2.9 spine-tingling seconds. The added wing and subsequent downforce did reduce the F1's top speed down to only 225 mph, yet somehow McLaren was able to sell all five examples easily.
Luxury - Performance
Inside the F1 was still a luxury car. The smallish steering wheel sat in front of a set of white-faced analogue gauges, while floor-mounted pedals completed the driver controls. Leather adorned most surfaces, while a lightweight Kenwood 10 disc CD stereo system, power locks, power windows and actual air-conditioning were kept to satisfy wealthy owners. There was even a gold-plated too kit and a reading light.
A Million Dollar Bargain
When it was new, and if you were lucky enough to be able to snag one of the 106 units made, it would have cost you a minimum of $815,000, while many ended up climbing past the $1,000,000 mark. But today that price seems like a bargain, as one just exchanged hands to the tune of $20.5 million. But that cost simply reflects the universal appeal and admiration that the F1 still commands to this day. So whether you were a fan of Ferrari, Lamborghini, Porsche or anything else, there was no denying that once the McLaren F1 stormed on to the supercar scene, there was a new king of the road.