Tribute to the world of auto racing.
We’re not sure exactly what the racer in this picture is, but man alive, does it not want to make you go racing?
There’s something about the exposed mechanicity of the diff and the tubes and the pipes and the roll bar, crossed with the fat slicks and the way the shadoes of the sun fall on the grass – that makes this our favourite race car perspective.
If anyone can ident this car for for us, we would be truly, madly, deeply thankful.
20 Years ago McLaren boss Ron Dennis said of the F1, that it was “….the finest supercar the world was ever going to see”.
The F1 represented a step-change in itself…
In Geneva recently he proudly unveiled the latest addition to the McLaren family: The 650S. And in a first season for Jenson Button since the death of his ever present father, the waxing and waning of the generations is sure to be particularly poignant.
But if there are any qualms over fatherly loyalty, Ron Dennis can let himself off on a hereditary technicality. This new machine is a full-series production car and is from a completely different familial line than the balls-out, stripped down and uncompromising, limited edition F1.
…but the coupé is, for us, the prettiest in the sector.
That said, like its F1 uncle, the 650S can trace its DNA right back to the crucible of top level motor racing and McLaren’s particular genius with power-to-weight-ratios.
From 1966, when they created in the M2B their first Formula 1 car in McLaren has always been an innovator with chassis design. By 1968 Bruce McLaren himself won at Spa in the M7A (see image at top of page). By 1981 a zenith was reached when they instigated a step change in Formula 1 by racing the first fully carbon fibre chassis in the sport.
It was, however, the 1988 season with Senna at the wheel of the most successful car in the history of Formula 1, that saw the conception of a new branch of the McLaren family tree with the development of the groundbreaking F1 supercar, bringing Formula 1 engineering to the streets in its rawest.
Scissor doors are a perfect twist.
The 650S learns from both the F1 and the recent P1 and like them is inspired and informed by the latest track developments and based around that carbon fibre chassis.
The 650 refers to the power output (650 PS) of the twin turbo V8 engine which will get the car from 0-100kph in three seconds and reaches a top speed of 333kph. The S stands for sport and harks back to the McLaren obsession with weight and handling.
650S Spider’s carbon acreage tells a tale…
This super lightweight model (1330kg) uses all the aerodynamic tricks learned from its forefathers to keep it on the road and to maximise agility while retaining a level of luxury and utility more at home in a high end saloon.
And just take a look at it. There’s everything that’s good with the combo of wind tunnel and CAD here: but there is, for us, more of an aesthetic loveliness about it than any of the previous McLaren issues.
So if you absolutely need Bluetooth technology in your Formula One precision engineered supercar, but missed out on the oligarch-only P1, this latest chip off the McLaren block should be up your street.
Ancient and Modern: McLaren has always known how to integate past and future…
650S Spider’s carbon acreage tells a tale…
and the signature lines are distinctive….
Retractable hardtop competes with Ferrari’s 458S
The McLaren 650S coupé is, for us, the prettiest in the sector.
Scissor doors are a perfect twist.
1986: E30
After completing its brief career in Formula 1, BMW’s Motorsport arm focused all its energy on touring car racing. The BMW M3 E30w was born. The first edition came with a 195 hp, four-cylinder 16-valve power unit. Right from the start the car was a success and in 1987 Italian driver Roberto Ravaglia won the World Touring Car Championship at the wheel of a BMW M3. In the following five years the M3 was the uncontested leader in the international touring car scene, bringing home two European Touring Car Championships and winning the DTM twice. But the M3 was, of course, an equally successful road-going car. Sales reached a heady volume of 17,970 units, including 600 units of the 2.5-litre M3 Sport Evolution version, as well as 765 hand-built convertibles.
1992: E36
The E36 M3, launched in 1992 was voted car of the year in Germany two years on the trot – and in France even gained the questionable moniker ‘car of the century’. Between 1992 and 1996 M-sport built more than 85 four-door racing 3 Series based on the E36 M3 GT, with Johnny Cecotto at the wheel winning the ADAC GT Championship in 1993, and next setting out to conquer the US motor-sport market. In 1995 the car received even more power – 321 hp from 3.2 litres, to be precise – and for the first time the M3’s grunt exceeded 100 hp per litre. Double variable timing was also used for the first time, as well as a six speed gearbox.
2000: E46
Making its debut in the year 2000 the E46 M3 turned up the gauge in all departments. 343 hp. 365 Nm. 5.2 seconds. And the design in turn reflected the increased attitude. One year later the M3 GTR lined up on the starting grid of the American Le Mans Series with a four-litre eight-cylinder under the bonnet for the first time. The racing car with the characteristic air scoops in the bonnet and the powerful rear aerofoil proved superior on the race tracks of the USA and won the Championship in the GT Class. 2003 saw the return of the CSL with its roof, centre console and door panels made of carbon-fibre reinforced plastic. This lean beast was powered by an engine tuned to 360 hp, which gave it an astonishing Nürburgring lap time of 7.50. In 2003. All 1800 units were sold before they hit the forecourt.
2007 E90-series
For the E90, with that marmite design that put quite a few folk off, BMW went with an eight-cylinder engine for the first time in the coupé and the saloon launched shortly afterwards. The new V8 engine generated power of 420 hp from a displacement of 3,999 cubic centimetres. Around 85 percent of the maximum torque of 400Nm could be called up over the enormous rev range of 6,500 rpm. Power was transferred to the rear wheels through a six-speed manual gearbox and a completely new rear-axle differential. Particularly in the coupé, the design engineers once again used lightweight construction. The positive experiences with other M models led to the roof also being made of carbon-fibre reinforced plastic and the engine bonnet was made of aluminium.
2014 BMW M3 / M4
Engine/Drivetrain
BMW has reverted to an inline six cylinder for the new M3 and M4. But unlike the S54 in the E46 M3, the new S55 is turbocharged. Based on the N55 six cylinder, the S55 utilizes VANOS and Valvetronic as well as gasoline direct injection in the cylinder heads. But unlike the N55′s twin-scroll single turbocharger, the S55 utilizes two turbochargers, one turbo per three cylinders. Given all of the heat the engine is capable of producing, BMW has taken great care in ensuring that it is properly controlled, especially knowing that the M3/M4s will see a lot of track time.
The S55 is set to deliver 431 HP and 406 lb-ft of torque. To ensure that nothing untoward happens on the bottom end the S55 employs a forged steel crankshaft. The torque developed by the S55 is fully available from 1,850 to 5,500 RPM which leads one to believe that the turbos selected for use on the S55 are slightly larger than the ones employed on the N54 motor of yore. Two tidbits worth considering are the huge increase in torque over the outgoing V8 and the approximately 25% increase in fuel economy of the S55 over the V8.
Attached to the S55 will be one of two available transmissions. A six speed manual with dry sump lubrication (forced oil feed rather than the gear-train sitting in a ‘splash bath’ of oil) is available. The six speed manual will have some software integration with the ECU in that it will blip the throttle on downshifts (rev-match engine RPM to road RPM). The available third generation M DCT seven speed transmission will offer launch control and stability clutch control. Stability clutch control is an interesting feature that disengages the clutch momentarily, invoking a whiff of power of oversteer when too much understeer is detected by the car’s electronics. Think of it as augmented stability control.
The power from the transmission is delivered to the Active M Differential, a multi-plate electronically collected limited slip differential, via a carbon fiber prop shaft. The carbon fiber shaft saves weight, provides more than adequate strength and reduces inertia in the drivetrain. Of course tying everything together is the software and electronics that monitor vehicle dynamics and intervene based on the requirements of the situation.
Suspension:
The M3/M4 utilize BMW’s proven double pivot strut front suspension and multi-link rear suspension. The front and rear suspensions utilize M specific aluminum components which are light weight and biased towards stiffness. The front suspension has additional stiffening in the form a CFRP strut brace, aluminum stiffening plate, and additional connection points between the sub-frame and the chassis. The downside of the additional stiffening may be additional harshness but the responsiveness gained is beneficial. The suspension features the M Adaptive suspension settings of Comfort, Sport, and Sport +.
Another benefit of the additional stiffening may be an acceptable level of feedback for the electrically-assisted power steering (EPS), which BMW M employs for the first time. It will be interesting to read the reviews of the steering gear to determine how much ‘feedback’ the EPS provides. Since the EPS utilizes software to control its responses, different settings can be utilized ‘on the fly’. The EPS will have Comfort, Sport, and Sport + settings, and the hope is that most drivers will leave it in Sport +.
Regarding the use of EPS however, one would think that BMW would not deploy EPS in this critical set of M cars if they weren’t confident that they had achieved a level of feedback M drivers expect. Braking is provided by M compound brakes and optional M carbon ceramic brakes (with gold brake rotors).
Electronics
There is a good deal of integration between drivetrain and chassis, especially if the M DCT transmission is specified. In addition there is a BMW M Laptimer app available for the driver’s smartphone than we connected via USB cable or the optional phone cradle can record lap data and playback the data graphically on the smartphone’s screen. AN optional heads-up display is also available and it too contains M specific functionality.
The M3/M4 exhibit a degree of technological capability/creativity that were unimaginable when the original M3 was conceived. For better or worse the tight integration of mechanical systems with electronics (and lines and lines of software code) make the new M3/M4 what it is.
Ford GT in heels
Ok, so the yanks did well out of the reissue of their signature muscle cars. Neo retro rendering of classics have obviously got a big potential market out there. They tap into that dollar bill that presumes that the first-editions of classic cars will be murder to live with. We might want the panache and inherent style of motors with true soul, but imagine having to drive down to Tescos in them!
In response to this, design-oriented petrol heads of every flavour have been attempting to turn their dreams into reality by creating virtual renderings of their own classic obsessions. In this case, the delectable staple of Japanese sports car lovers’ fantasy, the Datsun 240Z.
With word out that Jaguar intends to release a new version of the D-Type and perhaps even the E-Type, it can’t be long until a tenured designer in the Nissan corporation and other is briefed to recreate some of their past masters. With curves like these, it’s got to happen.
If you dig this, there’s more Eastern loveliness at Japanese Nostalgic Motors...
In 1991 the launch of Honda’s NSX had a tectonic effect on the world of supercars. Japan’s first pretender to the throne of track bred, street-legal speed was light and preternaturally responsive – but was also rigorously reliable and easy to live with. It was built and delivered with same indestructable yet passionate engineering as a Civic. It didn’t matter that the NSX had almost the same basic interior and little more badge appeal than Honda’s mass market everyman – if driving was your thing, nobody did it better.
This car was responsible for raising not only Honda’s performance kudos, but made the boys at Maranello tremble. Their current Berlinetta, the 348, was as quick but sloppy in its handling and finish. The European aristocrats were forced to raise their game.
In 1989 the Brazilian maestro Ayrton Senna had been at Suzuka to test the McLaren Honda, but he ended up doing a few laps in the prototype NSX. His critique was brief and relatively humble: “It feels a little fragile,” he said.
The story goes that the Honda engineers went back to the drawing board and came back eight months later with the prototype’s body stiffened by 50%. The torsional weakness that Senna had identified in the long, low slung NSX frame was gone. Senna went on to help Honda develop the suspension settings that helped make the car a brilliant handler.
The testy Brazilian driver wasn’t universally loved by F1 fans before he was tragically killed at San Marino in 1994, but all we remember of him is the way he applied his natural gifts. And rightly so.
Similarly the ‘plasticky’ feel of the NSX and its lack of European panache are all put into shade by the incredible driving experience it gave its pilots. Even the car’s looks, which were rooted more in the eighties than the nineties, conjure these days a retro kind of cool.
We’re not sure if the footage below is from the original Suzuka session or from one that came later. Whichever it was, it’s a thing of beauty to watch.
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