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In 1995, McLaren F1 GTR #01R won the 24 Hours of Le Mans outright in it's first time debut, managing to beat even the faster LMP Prototype race cars. Not only that, four other McLaren F1 GTRs also finished the epic endurance race in respectable positions of 3rd, 4th, 5th and 13th, on their first time at Le Mans as well.

To celebrate and commemorate this momentous occassion in their racing history, Gordon Murray and McLaren took the decision to build the ultimate iteration of the F1, a road-going street-legal version of the 1995-spec F1 GTR, to be christened the F1 LM (LM being short for Le Mans). Just five F1 LMs would be built, representing the 5 F1 GTRs that finished Le Mans that year, plus the development prototype XP1LM. More than just a high-speed road-going trophy car with attitude or a way to sell more F1s, McLaren intended the F1 LM to be a way for normal drivers to experience the GTR's devastating performance on the road in a slightly more usable manner.

Each F1 LM began life as the same carbon composite monocoque tub used by other versions of the F1, but there the similarities ended. Engine, chassis, suspension and aerodynamics were all identical to the 1995 F1 GTR, and in some distinct cases even improved.

The engine was the BMW S70/2 GTR 6064cc V12 engine, adapted to run without the race car's mandatory intake restrictors for even more power. With re-mapped ignition, optimized fuel curves and better injection, plus higher-lift camshafts and a mildly higher compression ratio, the improved GTR engine eventually produced a maximum of 680Bhp at 7800rpm with an incredible 8500rpm redline. The engine optimization also resulted in a peak torque output of 520Ib-Ft at a very tractable 4500rpm, a vital characteristic for what was still supposed to be a road car engine. Due to it's unique nature, the powerplant was rechristened the BMW S70/2 GTR LM V12.

To cope with the higher power and torque outputs, the LM was given the F1 GTR's dry-sumped straight-cut gearbox - but equipped with a special close-ratio gearset for even more scintillating acceleration, coupled with the heavy-duty gun-drilled drive shafts and tripod CV joints of the GTR. "The LM isn't going to be as fast as the original F1 but it'll be more fun," explained Gordon Murray. "It could go faster but I've geared it to do about 220mph in top with a quicker shift and really close ratios to make the most of the extra rev range."

Ironically, the LM's suspension hardware was borrowed from the F1 Road Car rather than the GTR, but with much firmer springs and dampers than standard. The mounting points are also solid- rather than compliant-bushed for extra stiffness and control, and the engine is fixed to the chassis by solid mounts. Wheels and tyres were bespoke OZ Racing GTR-style 5-spoke magnesium alloy wheels (with 10.85-inch wide front rims) shod with Michelin Pilot Sport SX-MXX3 road-legal semi-slick tyres utilizing a bespoke rubber compound. Also, instead of the GTR's carbon brake discs, the standard Road Car's braking system was employed instead, albeit enhanced with the GTR95 Active Brake Cooling System. The intention was to solve the standard F1's slight high-speed handling foibles and bring the LM's cornering performance envelope closer to that of the GTR, whilst still retaining sufficient compliance for regular road use.

To reduce weight and improve aerodynamics, the LM was shorn of the standard Road Car's active aerodynamic systems, and was instead equipped with the 1995 F1 GTR's body aerodynamics kit, but with a few changes. Two vents in the front bumper that, on the GTR, fed cooling air through the central chassis beams through to the engine bay were blanked off to reduce aerodynamic drag. The twin bonnet vents were reduced to a single one to feed the LM's rudimentary cabin ventilation system. The front wheelarches were swollen out a la GTR to accommodate the wider front track, while unique full-length side sills were fitted to smooth airflow down the car's flanks. At the rear, the LM utilized the GTR's rear valance with an enlarged integrated diffuser, and unrestricted by racing regulations, it was given a new full-width dual-plane adjustable carbon composite wing spoiler.

Although the higher drag associated with these aerodynamic changes restricted the LM's top speed to 'only' 225Mph (362Km/h) compared to the standard F1 Road Car's 240.1Mph (386Km/h), coupled with the chassis upgrades and new wheels and tyres, they enable the LM to accelerate and corner with much higher devastating force than the Road Car.

On the inside, the LM was endowed with arguably the most evocative interior of any F1, and weight-saving was a high priority as well. The standard Road Car's sound insulation and luxury trimmings were all removed, leaving just a pared-back GTR-style interior rich in exposed carbon fiber composites with slightly more room and an extra seat due to the absence of the heavy steel roll-cage, race electronics and wiring looms. The driver gets a new ultra-lightweight race-spec bucket seat trimmed in McLaren Historic Papaya Orange suede, plus a lightweight black suede steering wheel with a quick-release boss embossed with an LM V12 logo in the same Papaya hue. The 2 lucky passengers sit on the carbon fiber chassis-integrated seat housing panel cavities themselves, with thin suede padding providing a slight degree of comfort. Gear-shifter and handbrake were pared back to their bare titanium bones, whilst a unique instrument cluster made from thinner-gauge alloy, with a carbon fiber fronting and LM-specific scripts, was fitted. The heavy electric windows were swapped out for fixed polycarbonate panels, or alternatively an identical set with manual sliding center sections. Leaving some concession for practical road use, the LM retains the Road Car's electric-adjust mirrors and heated windscreen, the controls for these being housed in a new carbon fiber panel mounted to the right of the instrument binnacle alongside the ignition and starter switches for the LM's unique ignition system. Noise-cancelling headphone mufflers were also provided for the driver and each passenger, linked to a Peltor helicopter-rated intercom system, to allow conversation between the car's occupants and also protect their hearing from the pure race-bred V12's banshee scream at over 6000rpm, coupled with the lack of sound insulation and whine of the straight-cut gearbox.

As a result of all the obsessive weight saving measures, the F1 LM ended up with only 1062Kg of dry weight, making it the lightest of all true road-going McLaren F1s, and giving it a new record Power-to-Weight Ratio of 640Bhp/Ton.

To signify it's status as the ultimate high-performance F1 variant, McLaren intended to paint all 5 F1 LMs in the identical McLaren Historic Papaya Orange colour (although 2 of these were altered for a certain F1 customer). All exposed carbon fiber surfaces inside and out including the front splitter and rear wing spoiler were mirror-polished to a high degree in order to show off the technical weave pattern of their materials. As a finishing touch, McLaren had each car's chassis plaque, Papaya Orange-painted V12 engine cam covers, and rear wing end-plates embossed with the famous GTR 24 Heures du Mans Winner 1995 Laurels Wreath Logo. Each F1 LM was built and finished to the same high technical specifications, quality standards and attention to detail that McLaren are so renowned for.

The story didn't end there, however. It wasn't until three years later in 1999 that the F1 LM truly proved to the world what it was really capable of. In a closed test at RAF Alconbury, XP1LM scorched the timing gear to record 0-100Mph in 6.7 seconds, and 0-100Mph-0 in 11.5 seconds, both new world records for production road sports cars at the time, and still seriously quick even today by any standard.

It's what happened when the ultimate road car went beyond the ultimate. The F1 LM remains one of the quickest ultra high performance focused road supercars in the world, as well as being a true race car for the road in every sense of the word.

McLaren F1 LM
Length: 4365mm
Width: 1820mm
Height: 1120mm
Ground clearance: 100mm
Wheelbase: 2718mm
Front track: 1570mm
Rear track: 1464mm
Dry weight: 1062Kg
Engine: BMW Motorsport S70/2 GTR LM 6064cc V12 engine
Maximum power: 680Bhp @ 7800rpm, 8500rpm redline
Peak torque: 520Ib-Ft @ 4500rpm
Power-to-Weight Ratio: 640Bhp/Ton
Torque-to-Weight Ratio: 490Ib-Ft/Ton
0-100Km/h(62Mph): 2.9 seconds
0-160Km/h(100Mph): 6.7 seconds
0-160Km/h(100Mph)-0: 11.5 seconds

XP1LM - Development prototype, and the first F1 LM to be built. Used by McLaren for all press and promotional photography. Proved the F1 LM's true performance capabilities by setting new performance world records of 0-100Mph in 6.7 seconds and 0-100Mph-0 in 11.5 seconds in 1999. Still retained by McLaren at the Technology Center in Woking as part of their own F1 collection. However it is currently still hotly pursued by Jenson Button, Lewis Hamilton, and every other true supercar enthusiast across the globe. Yours truly included.

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LM1 and LM4 - Both sold new to the Brunei Royal Family, and never seen again since then. Very little is known about these 2 cars, apart from the fact that they're painted in a rather awkward scheme of GTR #01R's Matte Black and Shadow Grey base livery mixed with stripe graphics, instead of the signature McLaren Historic Papaya Orange hue.

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LM2 - Sold new to Yoshio Tsuzuki and still retained by it's original owner. Currently on display at his ZAZ Automotive Musuem in Nagoya, Japan, along with 58F1GT and an F1 Road Car.

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LM3 - Sold new to David Morrison in the UK, later sold on to Frank Selldorff in Massachusetts, North America. Was sold to current owner Ralph Lauren in 2004. LM3 has been involved in a crash while undergoing track testing before, but was subsequently repaired and restored to perfect working order by the factory. Currently resides at Ralph's Colorado ranch alongside F1 Road Cars #055 and #074.

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LM5 - Sold new to the Brunei Royal Family along with LM1 and LM4, again little is known about this car, although fortunately it is said to have retained it's McLaren Historic Papaya Orange paintwork. About 5 months ago there was a rumour circulating around that LM5 was given to one of the Sultan's Princess daughters as a 21st birthday present; ironic, given that the Princess had no driving license, didn't know how to drive and was chaffeur-driven her whole life. LM5 was then supposedly used as nothing more than a garden ornament, and I for one hope that such a fate has not befallen this car.


Apart from celebrating what is probably the greatest road-going supercar ever built, this Thread is also intended to become the sole F1 LM Archive for LM-related content here on AF, so that all the LM content can be housed in one streamlined, easy-to-find-and-use place. Surely the F1 LM deserves to have it's own dedicated Thread on here, and with that I humbly invite and encourage all posters and contributers here to include all your F1 LM content, including pictures, video clips, etc. in this Archive Thread. Hopefully one day it will also become worthy of stickied inclusion in the Best of The Best F1 Threads section.
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The McLaren F1 LM story really begins with what we decided not to do at McLaren cars. Mansour Ojeh, Ron Dennis, Creighton Brown and I were the four directors of McLaren Cars, with Creighton and me leaving Formula 1 to become active partners in the new company. Our decision about the first product was to start at the top and attempt to design the best driver’s car the world had seen.


Deliberating the car’s specification, I realized that it would have to be a pure road car if it was going to be comfortable and usable in everyday driving. I insisted that we should never be tempted to race the car, as I was sure that diverse targets and mixed messages would dilute the design and compromise the result.


How wrong I was! My thinking was that being primarily a racing-car designer (I had designed only three road cars by then), I would subconsciously be thinking about the design requirements for a racing car, and that is exactly what I did—with low weight, high horizontal stiffness, low polar moment of inertia and center of gravity, underbody ground-effect aerodynamics and pretty much uncompromised classic double-wishbone suspension geometry. With the central driving position thrown in for good measure, all this added up to the F1 being a pretty useful racing car right out of the box. Another plus for racing was that the tens of thousands of test miles put on our XP prototype cars meant that the racing car was pretty bulletproof.

The road car went into production in 1994, just about the time when the BPR Global GT series [the forerunner of FIA GT] was becoming a serious sports-car championship. During that first year of production, we were approached by two of our road-car customers to build a racing version of the F1. At first we refused but when the owners threatened to do the conversion themselves, we capitulated. Jeff Hazel and I worked out the budget to design a prototype and test the car, and we were given the blessing by Ron Dennis to go ahead — if the required funding could be obtained from the profit on the sales of the first five racing cars. The figures worked out and so the 1995 F1 GTR was born.


We needed to do surprisingly little work — an FIA rollcage, an extinguisher, race-car electrics and instruments, racing brakes, stiffer suspension components, air jacks and racing systems for fuel and oil. The engine was remapped for more power but ultimately, the air restrictions imposed upon us reduced the horsepower to about 600. We built a racing exhaust system and mounted the engine solidly.
Bodywork modification included larger radiator intakes in the nose, more driver cooling and new brake cooling ducts. A front splitter, front wheel arch exhausts, revised underbody diffuser and a rear wing quadrupled the road car’s downforce. A new duct in the right-hand luggage door fed air to a larger transmission cooler. The drag coefficient increased from 0.32 to around 0.39.


The 1995 and 1996 sports-car racing seasons were very successful for us with the GTR winning the championship in both years, and the customer cars winning 19 out of 23 races. But the biggest challenge was still to come — no less than six GTR customers wanted to race in the 24 Hours of Le Mans. Once more we gave in to the owners’ wishes, and early in 1995 produced a special parts kit for Le Mans, which included carbon brakes, updated lights and various other small modifications for endurance racing. The cars finished 1st, 3rd, 4th, 5th and 13th overall, thus becoming the first car to win at the first attempt since the inaugural race, and the first true road car to win for decades.


The F1 LM was born out of this victory. We had at the start of the F1 program promised customers that we would not make any nonsensical variants of the car, such as a convertible, for example, but I was a bit put out that the only other car anywhere near the 1140-kg weight of the F1 was the Ferrari F40, which was, at the time, consistently held up by the press as a competitor for the F1. Unfair, I thought, when the F1 had room for three, a 6.0-liter engine, large luggage compartments, a CD stacker, air conditioning, carpets, even a toolkit! I harbored a secret desire to build our own F40 — a performance version stripped of all the luxury and practical stuff — even lighter and more powerful than the standard F1. The win at Le Mans in 1995 provided me with a very good reason to build this car — we should celebrate the victory with a limited-edition version of the F1.


Not only did we have the reason but we already had the basis for the car. Because the GTR was essentially a road car on the track, it would prove to be relatively simple to make a road car from the race car. I was determined that the LM should be as close to the 1995 GTR that won Le Mans as was practical and possible from a regulation point of view.
We already had the bodywork, aero package and, of course, the tooling from the GTR. The body of the GTR had been influenced by wind-tunnel data, and the "styling" was the result of a few sketches I produced after the tunnel work was complete. Although the shape was engineering-driven, most of us at McLaren Cars agreed that it looked pretty purposeful from a road-car point of view, so work began on what was to be a truly satisfying project.


When setting out the original specification for the LM, I kept the car as close to the ’95 GTR as I could, and the design team added only those pieces that were required for legal road use. The chassis of the car was exactly the same as the road car’s monocoque in construction except that we paid much closer attention to the fiber lay-up in the cockpit tunnel area and the general visual quality of the other exposed carbon parts. When I specified the interior of the original F1, I was trying for a functional, engineering-driven look without the overt statement of exposed carbon and other structural elements. So now we had an opportunity to really show what the F1 was made of.


The guys at Shalford (our composites facility) did a great job of laying up these areas, which were finished with several coats of lacquer. For the body panels we retained the lightweight GTR components with the exception of the additional "squinting" driving lamps on the hood on the Ueno Clinic car. The front body panel and aero splitter were pure GTR, with the enlarged radiator inlet ducts, large central brake-cooling duct and the GTR driver-cooling duct in the center of the nose. The flared wheel arches were also retained to cover the larger wheel and tire sizes, which could be carried over from the GTR. The remaining two ducts in the nose are the two small vertical slots on either side of the brake duct. On the GTR these ducts were designed to carry air down the full length of the two main structural beams in the cockpit to remove hot air from the feed and return water pipes, which ran through these sections. This airflow prevented heat buildup in the cockpit and helped engine-bay cooling as they exited into the lower engine-bay bulkhead area.
The door and mirror systems on the GTR had been carried over from the road car — convenience and luxury on a racing car! The mirrors were large and retained their remote electrical adjustment and heating, while the doors were still self-opening via their gas struts at the push of a button! These two systems helped enormously during the heat of battle. The luggage compartment doors were fixed with quick-release, racing-type fasteners to allow outside access and save weight, and the right-hand luggage door was home to an inlet duct for increased transmission oil cooling — this we retained for the LM. The non-opening plastic side windows and rear quarter lights with their air-extraction holes from the GTR were also used on the LM.


The interior of the LM is where we had the most fun. Exposing and lacquering much of the carbon structure meant that the interior had quite a different feel from the standard F1. We retained the racing seat for the driver and in the passenger-seat wells (there was no passenger seat substrate molding in the LM). The dashboard was a simpler design — more similar to the GTR’s with round air vents for occupant cooling, and I drew a special carbon instrument cluster. There was a secondary instrument panel to the right of the driver and the two main secondary instrument aluminum casings in the tunnels were devoid of the a/c and hi-fi controls. I had great fun designing a finely engineered handbrake lever and gear change — no expense spared! The steering wheel was from the race car, and a final touch was to ditch the road-car carpets in favor of a lightweight, technical material with the carbon-like repeat pattern of the F1 logo.


When we built the first GTR, I retained the original suspension geometry and therefore had to put up with compromised camber-change geometry when running lower ride heights. The LM ran more conventional ride heights and therefore better geometry. I decided to leave the solid, rubber-free suspension and engine mountings from the GTR in place on the LM. My reasoning was that the car would be so noisy from the cockpit anyway that it would be worth putting up with a little more harshness for the increase in transient handling performance. The GTR had stiffer machined aluminum wishbones and we carried these items over to the LM. The larger 18-in. wheels and tires were also carried over, although the LM wheels were special magnesium units with the center-locking hubs.


We conducted a short development program to choose a setup for the LM. The GTR was running natural frequencies, which would have been much too stiff for the road, so we ended up with spring and damper settings that were about halfway between the relatively soft road car and the very stiff race car. The LM also carried over the stiffer front anti-roll bar from the GTR.


The F1 road-car engine is a mighty thing — in my opinion, it is the best road-car engine ever made. The response time for rpm pick-up is almost unbelievable for a 6.0-liter V-12. This is mainly due to lightweight reciprocating components but also because the engine has no flywheel and a 3-kg carbon-carbon clutch assembly. The GTR engine was further improved with careful remapping by BMW Motorsport and a free-flow sports exhaust system. By raising the rpm limit to 8500, the race engine was even more spectacular. We carried this engine over to the LM and without the regulation air restrictors, the horsepower climbed from the F1’s 627 to 680 at 7800 rpm. Torque also increased by 8 percent, and this produced at lower rpm. So the LM engine is truly the heart of the car, and the noise it makes on wide-open throttle is enough to make anybody’s hair stand on end.


The transmission was also a simple program for the GTR. We changed the helical gears to straight-cut gears, increased the oil cooling and regained the synchromesh change mechanism. I had designed the road car’s gear-lever throw to be very short and the cross-gate angle was only 9 degrees, which made the gear change precise and therefore acceptable for racing.


On the original F1 road car, I was adamant that the car should be understated in styling and graphics, but with the LM we all thought we really had something to be proud of, and I went to town on the graphics! The LM and GTR logos appear in several places, including the instruments, steering wheel, fuel-filler flap, rear wing plates, rear grille and even on the specially made orange engine cam covers. I chose McLaren orange for all the LMs for a couple of reasons: First, our Formula 1 team’s colors largely followed sponsors’ colors, and, second, McLaren’s historic color was, of course, orange — the result was startling, to say the least.


One last technical point about the LM, which has a slight twist to it, is that the race car and therefore the LM have some of the more sophisticated features missing. The automatic brake cooling to the front and rear brakes on the standard F1 was dropped because the race car needed much more air for the brakes’ cooling — particularly for the carbon-carbon brakes. The plasma-sprayed metal leaf for electric glass heating and the 58-volt generator went missing for weight reduction. The sophisticated and complex reflex ground-effect underbody diffuser had to be substituted for the simpler racing regulation version. The automatic rear air brake was disallowed under the movable aerodynamic rule, as was the fan-assisted ground-effect underbody. So the LM is a much more basic car than the original F1. On the other hand, that had been my original intention.


I hope the F1 will have a place in automotive history, but the LM is even more special for me as it commemorates that wonderful win in 1995 and because it is a pure performance car with no concession to comfort or practicality — absolutely the opposite of the original F1. It is not really a variant of the F1, it is a different car, born for a different purpose. The LM will always remain valuable for another reason — its production volume. Just five cars were made to celebrate the five cars that finished Le Mans.


The final car after its development cycles weighed 2342 lb. — some 84 lb. lighter than the GTR that won Le Mans, so the performance is quite astonishing. The F1 LM remains today the only car I have ever driven that feels quicker on the road than an F1!


Designer Gordon Murray began his career in F1 with Brabham, which won the 1983 world championship. At McLaren, he worked on cars for Alain Prost and Aryton Senna. In the private sector, Murray produced the fabled McLaren F1.

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Ralphs LM is kept in Colorado, not TX :-)
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Great effort Alex! Thank you!! :-)

My first contribution to the F1 LM archive are scans of the CAR Magazine 0-100-0 article with Andy Wallace at the wheel of XP1 LM. :-)

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>8^)
ER
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Thanks a lot for that very informative post, webslinger283. The main post will be updated with your additional information. :-)
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Duly noted and updated, minimagic. Thanks for the tip.
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Thanks a lot, Eric! Now newcomers and other people can find that awesome article right here, instead of having to search all over for it. :-)
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You might just want to leave replies like that in line as anyone who reads the thead will find them. I could see making an update to the original post if new details surface on a specific LM chassis or we come across new/better photos of some of the Brunei LMs.

>8^)
ER
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My next contribution: the famed 4 video series of F1 Le Mans LM3's adventures while in the hands of Frank Selldorff.

http://www.facebook.com/video/video....00661479957486

http://www.facebook.com/video/video....00661609957473

http://www.facebook.com/video/video....00661673290800

http://www.facebook.com/video/video....00661736624127

Enjoy. :-)
[Reply]

All right, that's good advice. Thanks. :-)
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McLaren F1 LM - 'The fastest road car in the world gets faster'

The McLaren F1 LM has been developed as a direct result of the outstanding success which the F1 GTR has enjoyed, in both the 24 hours of Le Mans and the Global GT Endurance Series, during its inaugural 1995 racing season.

It is not a race replica but follows the specification of the Le Mans winning F1 GTR. Consequently the chassis, engine and transmission are virtually identical, being modified only enough to make them road usable. The most significant difference between the F1 LM and the F1 GTR is the acceleration, which will be substantially greater in the LM. This is possible owing to the fact that the LM is some 60kg lighter than the racing car, and the engine is not limited by the inlet air restrictors.

Race regulations restrict the air intakes on the F1 GTR to 2 x 39.4mm diameter, which results in 636 bhp and a top speed of 215mph. It is estimated that without these inhibitions the F1 LM will reach 668 bhp with a top speed of 225mph/360kph in high downforce configuration. The torque figures for the LM are 520 lb/ft or 705 Nm at 4,500 rpm. The estimated the 0-60mph figure will be under 3 seconds, with 0-100mph thought to be just under 5 seconds.

McLaren Cars Ltd are lucky enough to enjoy a rich and colourful motor racing heritage, not only with Formula One, but from the days when Bruce McLaren, campaigned his cars at Le Mans and in the Can-Am series. The F1 GTR's recent racing victories are reminiscent of the five Can-Am championships which were won between 1967 and 1971 and Bruce's own victory at Le Mans in 1966 in a Ford Mark II.
I
t has always been a dream to produce the 'ultimate road-going sports car' and this is something which McLaren Cars achieved initially with the McLaren F1 road car. As a mark of respect of for Bruce McLaren the LM, which represents a genuine race car experience on the road, has been painted vibrant orange which was extensively used when Bruce achieved his successes.

The company's aim has always been to develop and manufacture cars best in their class by design. The McLaren F1 LM is a celebration of that achievement so aplty displayed by the historic win at the 24 Heures Du Mans 1995.

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Click for larger version

McLAREN F1 LM TECHNICAL SPECIFICATION

Powertrain >>
Type Number________________S70/2 GTR LM
Cylinder Arrangement_________V12
Cylinder Angle_______________60 degrees
Power Output_______________500 kW / 680 PS @ 7800 rpm
Max. Torque________________703 Nm / 538 lb-ft @ 4500 rpm
Engine Capacity_____________6064 cc / 370 in3
Valves/Cylinder______________4
Bore_______________________86.0 mm / 3.38 in
Stroke_____________________87.0 mm / 3.42 in
Compression Ratio___________11.0:1
Ignition system______________Transistorised system with twelve individual coils.
Induction system____________12 single throttle valves, carbon composite airbox
Valvetrain__________________Chain driven double overhead camshaft with continuosly variable inlet valve timing.
Engine Block________________Cast aluminium 60 deg V12
Cylinder heads_______________4 valves per cylinder cast aluminium alloy
Flywheel___________________Aluminium
Cam Carriers/Covers__________Cast magnesium
Lubrication System___________Dry sump magnesium casting with scavenge pumps and one pressure pump
Fuel_______________________95-98 RON
Oil_________________________10W60
Cooling System______________Twin aluminium water radiators and oil/water heat exchanger.
Fuel system_________________90 litre capacity Safety Fuel cell
Electrics____________________12V system: 160 amp alternator: Engine ECU
Transmission________________Transverse racing unit with high speed bevel gears and spur final drive
___________________________All synchro constant mesh 6 Speed
___________________________Limited slip differential
___________________________Air/oil radiator with pumped lubrication system/ with pumped dry sump lubrication
___________________________Straight cut gears
___________________________Le Mans specification gun drilled driveshaft and tripod CV joint.
Clutch_____________________Triple plate Carbon/Carbon
___________________________200 mm / 7.87 inches in diameter
___________________________Remote actuation (hydraulic)
Steering____________________Unassisted rack and pinion
___________________________Two turns lock to lock

Chassis >>

Front Suspension_____________Double wishbone, light alloy dampers, co-axial coil springs, anti-roll bar
Rear Suspension______________Double wishbone, light alloy dampers, co-axial coil springs
Front Tyre___________________275/35ZR18
Front Wheel_________________10.85 x 18 inches
Rear Tyre___________________345/35ZR18
Rear Wheel__________________13.00 x 18 inches
Tyre Type___________________Michelin SX-MXX3
Front Calliper Type____________4 pot monobloc light alloy calliper
Rear Calliper Type_____________4 pot monobloc light alloy calliper
Front Brake Disc Type_________ventilated
Rear Brake Disc Type__________ventilated
Front Brake Disc Diameter______332 mm / 13.07 in
Rear Brake Disc Diameter_______305 mm / 12.01 in
Front Brake Disc Thickness_____32 mm / 1.26 in
Rear Brake Disc Thickness______26 mm / 1.02 in
Turns Lock-to-Lock___________2
Parking Brake________________Rear, mechanical, light alloy calliper
Brake Cooling________________GTR95 brake cooling system
Turning Circle________________13 m / 42.7 ft

Body >>

Length_____________________4365 mm / 171.85 in
Width______________________1820 mm / 71.65 in
Height_____________________1120 mm / 44.09 in
Wheelbase__________________2718 mm / 107.01 in
Front Overhang______________1048 mm / 41.26 in
Rear Overhang_______________599 mm / 23.58 in
Front Track_________________1570 mm / 61.89 in
Rear Track__________________1464 mm / 57.64 in
Fuel Tank Capacity__________90 litres
Kerb Weight_______________1062 kg / 2341 lbs
Weight distribution F/R________41.2/58.8
Aerodynamics______________Full underbody ground effect with Le Mans diffuser. Le Mans front body work and rear wing.

= = = = =

That repeats a few things which may have already mentioned, but I thought these would be good details to include in their entirety. :-)

>8^)
ER
[Reply]

Thanks for that, Erik. The pic is awesome too. :-)
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If it isn't obvious, the photo comes from the unveiling party for the F1 LM which McLaren held at the Genesis factory in late 1995.

A few years ago Le Man shared an additional image from the event sourced from Autosport magazine, along with scans of Ron Dennis' speech to the crowd that evening. I checked the original thread they were featured in and two out of the three image links were dead now, so I've rehosted them below for the benefit of the LM archive. :-)

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>8^)
ER
[Reply]

Thanks again.

Now, in case anyone forgot about these:-

http://www.automotiveforums.com/vbul...d.php?t=609429
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This is LM3:
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