Flemke - Is this your McLaren? (Vol 5)
Discussion
flemke said:
epom said:
HS ? You kept that quiet 
Now tell us what it is
Others have summarised above. It's not an official model. A client asked them to make one for himself, but the company and he concluded that it would be far more efficient for them to make a single small batch. Owing to the twee build run, McLaren could not really "launch" or market the car, but rather they contacted some existing clients and offered them the opportunity to buy one of the batch. Now tell us what it is TIGA84 said:
flemke said:
E65Ross said:
My oh my, utterly fantastic.
How are you getting on with the P1 now, Flemke?
I'm not sure that I have even driven it this year... How are you getting on with the P1 now, Flemke?
Wait - I did drive it during the photo session - about 100 feet, I think.
In the decade of the '00s, I had loads of time to spend around cars and driving. Most of the cars that I have now I got then.
A few years ago there were some radical changes in my life, with the result that I went from having much free time to having almost none. I do a lot of driving now, but little of it is fun driving that allows for making use of a sports car.
Regarding the 3 McLarens that I have got in the last few years, I bought each one in the expectation that it would be a "special" drive for the rare occasion at present and more frequently in future when I hope that my schedule will open up again. Also, I feel an allegiance to McLaren and have tried to be supportive of their efforts.
roystinho said:
Sweet collection. I notice all bar the HS have the stripe down the side, is that to be added on?
No, I think that the white bits now on it are about right. I'm not trying to make the cars the same for the sake of making them the same. I try to consider each on its own and do what is right for it. I think that what I have done with the 675LT is the least successful of the four, but it did not offer the opportunities to add white accents that the HS did.AOK said:
I'm intrigued by the A2 to be honest...
As someone who used to run a Panda 100HP around London (no worries, low value), I can appreciate the reasons you have given as to why this is where you have chosen to sit for 20,000 miles pa and considerably longer than your sports cars, but why the A2 in particular? Was it just something that fitted the bill at the right place at the right time, and stuck with you? Or did you particularly want an A2 over other choices? If so, why?
Both really.As someone who used to run a Panda 100HP around London (no worries, low value), I can appreciate the reasons you have given as to why this is where you have chosen to sit for 20,000 miles pa and considerably longer than your sports cars, but why the A2 in particular? Was it just something that fitted the bill at the right place at the right time, and stuck with you? Or did you particularly want an A2 over other choices? If so, why?
At the time I needed that kind of car, and a friend had this particular example so it was convenient to buy it from him.
That was a few years ago. Since then I have looked around for a replacement, but I have not found anything that would do the job better.
I don't drive the A2 20,000 mi a year; more like 4,000 mi/year. Those miles are however in town, where size matters but performance less so.
roystinho said:
hurstg01 said:
roystinho said:
Sweet collection. I notice all bar the HS have the stripe down the side, is that to be added on?
The HS has a white rear wing and white aero 'bits' on the nose SpeckledJim said:
flemke said:
epom said:
HS ? You kept that quiet Now tell us what it is
Others have summarised above. It's not an official model. A client asked them to make one for himself, but the company and he concluded that it would be far more efficient for them to make a single small batch. Owing to the twee build run, McLaren could not really "launch" or market the car, but rather they contacted some existing clients and offered them the opportunity to buy one of the batch. Now tell us what it is flemke said:
Not exactly, but one was not necessary. McLaren have stated that they will not offer the unique aero parts of the HS as after-market add-ons to their other models. Also, a spider with a raised wing in back would look ridiculous, and a spider could not have the roof snorkel that suits the HS coupe nicely. Finally, knowing who were some of the people who got an HS, I don't think McLaren will be inclined to give them the shaft.
That doesn't however exactly rule out a customer asking MSO to pop the 688's engine into a 650 spider with similar aero parts (675 rear bumper/larged raised wing/vents) and dodge the unique aero parts promise as having "specially tuned" aero parts for the roofless car... if there was overwhelming demand for it.... isaldiri said:
flemke said:
Not exactly, but one was not necessary. McLaren have stated that they will not offer the unique aero parts of the HS as after-market add-ons to their other models. Also, a spider with a raised wing in back would look ridiculous, and a spider could not have the roof snorkel that suits the HS coupe nicely. Finally, knowing who were some of the people who got an HS, I don't think McLaren will be inclined to give them the shaft.
That doesn't however exactly rule out a customer asking MSO to pop the 688's engine into a 650 spider with similar aero parts (675 rear bumper/larged raised wing/vents) and dodge the unique aero parts promise as having "specially tuned" aero parts for the roofless car... if there was overwhelming demand for it.... The world will always contain a few drooling idiots who think that a spider is the answer to everything. We can't let them bother us too much.
flemke said:
isaldiri said:
flemke said:
Not exactly, but one was not necessary. McLaren have stated that they will not offer the unique aero parts of the HS as after-market add-ons to their other models. Also, a spider with a raised wing in back would look ridiculous, and a spider could not have the roof snorkel that suits the HS coupe nicely. Finally, knowing who were some of the people who got an HS, I don't think McLaren will be inclined to give them the shaft.
That doesn't however exactly rule out a customer asking MSO to pop the 688's engine into a 650 spider with similar aero parts (675 rear bumper/larged raised wing/vents) and dodge the unique aero parts promise as having "specially tuned" aero parts for the roofless car... if there was overwhelming demand for it.... The world will always contain a few drooling idiots who think that a spider is the answer to everything. We can't let them bother us too much.
I guess that's me the idiot, more in the sense that I like options as in...what if we do this or what if we do that.
I'd rather drop a 720 engine or if rumors are true closer to 750 horses at this time.
Great cars and great pictures flemke. A friend of mine would point out the reflections of people in a one or two shots. I just emailed him this one on Ferrari and the reflections on different surfaces. You'll see what I mean and you might recognize the driver.
https://www.youtube.com/watch?v=Rs5LSkUXDkc
https://www.youtube.com/watch?v=Rs5LSkUXDkc
The RealStormBringer said:
Great cars and great pictures flemke. A friend of mine would point out the reflections of people in a one or two shots. I just emailed him this one on Ferrari and the reflections on different surfaces. You'll see what I mean and you might recognize the driver.
https://www.youtube.com/watch?v=Rs5LSkUXDkc
https://www.youtube.com/watch?v=Rs5LSkUXDkc
The snowmobiling champion? Yes, that was a nice touch, also MS.
Joe911 said:
Yes - nice water. flemke said:
I think the errors cited a few pages back were the ones in the evo article on the cars' technology, where they got the purpose of the central driving position and the difference in width of the two cars wrong.
In the video, Henry says that the rev-limited Vmax is "231". Rather, that was the speed achieved by Jonathan Palmer at Nardo, which speed was reduced because of the tyre scrub inherent in driving in a big circle.
The actual rev-limited Vmax is 224. When Andy Wallace established the derestricted Vmax of 241, the engine was hovering at 7500 rpm. The factory rev-limit is 7000, which equates to 224. It's easy to do the maths, although I verified them empirically myself.
Henry mentioned that, in the early '90s, McLaren tried but failed to adapt "ceramic" brakes to the car, but had to settle for "steel" ones.
Acutally, McLaren tried but failed to adapt carbon matrix brakes, but had to settle for iron ones.
He also said something about how all the interiors were grey with a brightly coloured driver's seat. Although that was a common interior scheme, there was no standard scheme, and first owners specified a wide variety of interiors.
I'm reading through some old posts and read this one with interest.In the video, Henry says that the rev-limited Vmax is "231". Rather, that was the speed achieved by Jonathan Palmer at Nardo, which speed was reduced because of the tyre scrub inherent in driving in a big circle.
The actual rev-limited Vmax is 224. When Andy Wallace established the derestricted Vmax of 241, the engine was hovering at 7500 rpm. The factory rev-limit is 7000, which equates to 224. It's easy to do the maths, although I verified them empirically myself.
Henry mentioned that, in the early '90s, McLaren tried but failed to adapt "ceramic" brakes to the car, but had to settle for "steel" ones.
Acutally, McLaren tried but failed to adapt carbon matrix brakes, but had to settle for iron ones.
He also said something about how all the interiors were grey with a brightly coloured driver's seat. Although that was a common interior scheme, there was no standard scheme, and first owners specified a wide variety of interiors.
We may have discussed this before, but what is the theoretical desrestricted Vmax of the P1? Would McLaren remove the electronic restrictions for a test? I'd love to see the result.
Edited by cc8s on Wednesday 19th October 08:50
flemke said:
The actual rev-limited Vmax is 224. When Andy Wallace established the derestricted Vmax of 241, the engine was hovering at 7500 rpm. The factory rev-limit is 7000, which equates to 224. It's easy to do the maths, although I verified them empirically myself.
Your subtle admissions don't go unnoticed! Very impressive to have taken it that far, bet very few ever will.cc8s said:
flemke said:
I think the errors cited a few pages back were the ones in the evo article on the cars' technology, where they got the purpose of the central driving position and the difference in width of the two cars wrong.
In the video, Henry says that the rev-limited Vmax is "231". Rather, that was the speed achieved by Jonathan Palmer at Nardo, which speed was reduced because of the tyre scrub inherent in driving in a big circle.
The actual rev-limited Vmax is 224. When Andy Wallace established the derestricted Vmax of 241, the engine was hovering at 7500 rpm. The factory rev-limit is 7000, which equates to 224. It's easy to do the maths, although I verified them empirically myself.
Henry mentioned that, in the early '90s, McLaren tried but failed to adapt "ceramic" brakes to the car, but had to settle for "steel" ones.
Acutally, McLaren tried but failed to adapt carbon matrix brakes, but had to settle for iron ones.
He also said something about how all the interiors were grey with a brightly coloured driver's seat. Although that was a common interior scheme, there was no standard scheme, and first owners specified a wide variety of interiors.
I'm reading through some old posts and read this one with interest.In the video, Henry says that the rev-limited Vmax is "231". Rather, that was the speed achieved by Jonathan Palmer at Nardo, which speed was reduced because of the tyre scrub inherent in driving in a big circle.
The actual rev-limited Vmax is 224. When Andy Wallace established the derestricted Vmax of 241, the engine was hovering at 7500 rpm. The factory rev-limit is 7000, which equates to 224. It's easy to do the maths, although I verified them empirically myself.
Henry mentioned that, in the early '90s, McLaren tried but failed to adapt "ceramic" brakes to the car, but had to settle for "steel" ones.
Acutally, McLaren tried but failed to adapt carbon matrix brakes, but had to settle for iron ones.
He also said something about how all the interiors were grey with a brightly coloured driver's seat. Although that was a common interior scheme, there was no standard scheme, and first owners specified a wide variety of interiors.
We may have discussed this before, but what is the theoretical desrestricted Vmax of the P1? Would McLaren remove the electronic restrictions for a test? I'd love to see the result.
Next time I am speaking with someone at MA, I'll try to remember to ask.
AOK said:
flemke said:
The actual rev-limited Vmax is 224. When Andy Wallace established the derestricted Vmax of 241, the engine was hovering at 7500 rpm. The factory rev-limit is 7000, which equates to 224. It's easy to do the maths, although I verified them empirically myself.
Your subtle admissions don't go unnoticed! Very impressive to have taken it that far, bet very few ever will.Gassing Station | General Gassing | Top of Page | What's New | My Stuff