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NDTV
4 days ago
- Automotive
- NDTV
Actor Ajith Kumar Brings Home Rare McLaren Senna Hypercar
Tamil superstar Ajith Kumar has added a new model to his supercar collection. This is in the form of a rare hypercar named after the legendary F1 driver, Ayrton Senna, called the McLaren Senna. This car is special for the actor as Senna is the actor's idol. To make it even more special, the hypercar has an iconic Marlboro livery with Ayrton Senna's autograph. It is to be noted that the car makes sense in the garage of the actor, as he is a professional racecar driver. The delivery video featuring Ajith Kumar as he sees and drives his McLaren Senna has been posted on Instagram by Ajith Kumar Racing. In this brief clip, the actor is seen in a room with his McLaren Senna completely uncovered. A video of the iconic F1 driver Ayrton Senna was shown in the background on a projector within the private delivery space. Next, Ajith Kumar was in total awe while observing this track-ready supercar with its butterfly doors lifted. He was thoroughly captivated during the walkaround, examining the vehicle from every angle. Later, the actor invited a few friends and took the Senna out for its inaugural drive. View this post on Instagram A post shared by Ajith Kumar Racing Team (@ajithkumarracing) McLaren, responsible for the production of the Senna, only produced 500 units of the car. The pedigree was later passed on to the Senna GTR, which is a track-focused version of the car and is even rarer, with only 75 units in existence. Then there is Senna LM (Le Mans), which has only 35 units. Supporting the performance of the car is a 4.0-litre twin-turbocharged V8 kicking out 789 hp of power and 800 Nm of peak torque. These specs made it the most powerful engine made by the brand at the time. To fully utilise the power efficiently, the brand had designed the car to have 800 kg of downforce. Meanwhile, the transmission duties are handled by a 7-speed dual-clutch automatic transmission. Apart from the McLaren Senna, Ajith Kumar also has models like the Ferrari SF90, Porsche 911 GT3 RS, and McLaren 750S.
Yahoo
28-02-2025
- Automotive
- Yahoo
The Magic of the W1's Engine, McLaren's Most Powerful V-8
The launch of a car like the McLaren W1 comes with lots of big numbers. For example, 1258 horsepower and 2200 pounds of downforce. It also prompts plenty of questions, the primary one being: how? To answer that, McLaren recently revealed more details on the powertrain of what is slated to be the quickest, most powerful McLaren ever. How quick? In the realm of everyday cars, 12.7 seconds is enough time to pull off a sprightly quarter-mile run. In the W1, it's enough to get from zero to 186 mph, and pull out three car lengths on the next-fastest McLaren. This is no small feat of speed, and it's largely due to the engine and electric motor that sit behind the W1's two-seat cabin. Of the W1's two power sources, the engine does the bulk of the contributing. Even with hybrid power, internal combustion is still at the heart of the car. The twin-turbocharged 4.0-liter V-8, known internally by the name of MHP, makes 916 horsepower and revs to 9200 rpm. An all-new design, the MHP is 22 pounds lighter than McLaren's previous V-8, but makes 102 more hp than most powerful road-legal version of that M840T, used in the Senna GTR. Most of that weight savings comes from a block that's 1.2 inches shorter, offsetting increases from the twin port and direct injection fuel system, larger turbos, larger exhaust runners and increased strength of the block to deal with the additional power and higher redline, which Richard Jackson, McLaren's chief engineer for powertrains, says increased the inertial forces by around 20 percent. Further weight saving comes from a composite intake manifold and the deletion of the starter and alternator, the latter two's duties covered by the hybrid system. Each cylinder is 1 mm smaller in bore than the M840T, and plasma-spray coating inside the cylinder allows for slightly tighter bore spacing. The turbos that sit outside of the 90-degree vee are a twin-scroll design, each scroll fed by two cylinders to even out the pulses. Jackson says they worked to maximize boost at low engine and exhaust flow speeds, not just focusing on maximum performance. Interestingly, these are conventional turbos, without the electronic assist that Ferrari will use on the F80 and Porsche employs on the 911 Carrera GTS. Jackson says that when they looked at the tradeoffs, it was more advantageous for them to focus all of the electrical energy on the motor. And while the engineers in Woking could have tuned the turbos for maximum power, using that motor to compensate for low end lag, Jackson says that would have worked the hybrid system too hard to be useful over a wider range. 'We knew we wanted an engine that gave really good transient response, and then what we get from the motor is on top of that,' he says. At full load and high rpm, the MHP uses port injection to provide more time for fuel and air to mix before flowing past the hollow intake valves. In other scenarios, injectors spray fuel inside the cylinder as much as three times per cycle, helping the W1 meet the stringent Euro 7 emissions standard. When it comes to sound, McLaren's old V-8 was never heralded as particularly harmonious. On that front, development of the MHP focused both on producing good sounds and refining out unwanted noise and other harshness. McLaren used an acoustic camera to focus on exactly where noises were coming from and quiet specific components like the high-pressure direct-injection fuel pump. The chain drive for the camshafts are moved to the rear of the engine, farther from the driver and 'an area of less excitation,' according to Jackson. The exhaust runner manifolds are tuned to build in a crescendo from 6000 rpm to redline. And both the intake and exhaust noises are piped into the cabin by physical means; there's no simulated fakery through the speakers. 342 hp of the W1's 1258-hp total comes from the electric motor attached to the eight-speed dual clutch transmission. Weighing just 44 pounds total, or 33 for the motor and 11 for the integrated control unit, McLaren says the specific output is on a level with the motors used in Formula One. It's also half the weight of the 306-hp electronic assist in the Speedtail. Designing the motor with the newly-designed transmission allows for the elimination of a reverse gear; as in the Artura, this duty is handled by the motor. In forward gears, the motor acts on the even-numbered gear shaft, irrespective of what gear the V-8 is using. Power for the hybrid system comes from a 1.4-kWh battery, located in the floor at the rear of the passenger cell. The 12 modules of cylindrical cells use immersion cooling, with the dielectric (non-conducting, for the non-science nerds) fluid routing inside the battery cells for maximum temperature control. McLaren has yet to disclose the battery chemistry, stating only that they're motorsport-derived and focused on high power delivery. Despite the small capacity of the battery, the W1 can move on electric power alone in Stealth mode, although only for about a mile and half. Electric drive is primarily meant for quiet startups; for longer distances, drivers can choose from Comfort or Sport mode. Comfort relies primarily on the gasoline engine, feeding the motor in when quick throttle response is required. Sport mode uses the electric motor full time while also speeding up the gearshifts. And for track exploits, there are two settings for the Race mode: Sprint maximizes the power deployment for one fast lap, and GP uses the battery more judiciously for an extended session. In every mode, though, the Boost button on the steering wheel will deploy maximum power to the motor for as long as it's pressed and the battery has enough juice. It's worth remembering that all of this power routes to two wheels in the W1. McLaren says the team avoided using front e-motors both to save weight and preserve steering feel. But that's a lot of oomph for just one axle. So much so that that the W1 will be traction-limited in first and second gears, and the peak torque is accordingly lowered, but 'it's always calibrated to a point that is just above the traction limit,' says Jackson. This seems like a prudent level of restraint – the kind that still allows intentional tomfoolery, but doesn't extend to surprise wheelspin that could turn into a viral TikTok clip. With the entire 399-unit production currently reserved, according to McLaren, it's a small step to make sure they all stay on the pavement instead of going into a curb, guardrail, or ditch. The aerodynamics and suspension should help keep the W1 where it's pointed, as well, and we'll have more details on that as soon as McLaren shares them. You Might Also Like You Need a Torque Wrench in Your Toolbox Tested: Best Car Interior Cleaners The Man Who Signs Every Car Sign in to access your portfolio
Yahoo
28-02-2025
- Automotive
- Yahoo
The Secrets of the W1's Engine, McLaren's Most Powerful V-8
The launch of a car like the McLaren W1 comes with lots of big numbers. For example, 1258 horsepower and 2200 pounds of downforce. It also prompts plenty of questions, the primary one being: how? To answer that, McLaren recently revealed more details on the powertrain of what is slated to be the quickest, most powerful McLaren ever. How quick? In the realm of everyday cars, 12.7 seconds is enough time to pull off a sprightly quarter-mile run. In the W1, it's enough to get from zero to 186 mph, and pull out three car lengths on the next-fastest McLaren. This is no small feat of speed, and it's largely due to the engine and electric motor that sit behind the W1's two-seat cabin. Of the W1's two power sources, the engine does the bulk of the contributing. Even with hybrid power, internal combustion is still at the heart of the car. The twin-turbocharged 4.0-liter V-8, known internally by the name of MHP, makes 916 horsepower and revs to 9200 rpm. An all-new design, the MHP is 22 pounds lighter than McLaren's previous V-8, but makes 102 more hp than most powerful road-legal version of that M840T, used in the Senna GTR. Most of that weight savings comes from a block that's 1.2 inches shorter, offsetting increases from the twin port and direct injection fuel system, larger turbos, larger exhaust runners and increased strength of the block to deal with the additional power and higher redline, which Richard Jackson, McLaren's chief engineer for powertrains, says increased the inertial forces by around 20 percent. Further weight saving comes from a composite intake manifold and the deletion of the starter and alternator, the latter two's duties covered by the hybrid system. Each cylinder is 1 mm smaller in bore than the M840T, and plasma-spray coating inside the cylinder allows for slightly tighter bore spacing. The turbos that sit outside of the 90-degree vee are a twin-scroll design, each scroll fed by two cylinders to even out the pulses. Jackson says they worked to maximize boost at low engine and exhaust flow speeds, not just focusing on maximum performance. Interestingly, these are conventional turbos, without the electronic assist that Ferrari will use on the F80 and Porsche employs on the 911 Carrera GTS. Jackson says that when they looked at the tradeoffs, it was more advantageous for them to focus all of the electrical energy on the motor. And while the engineers in Woking could have tuned the turbos for maximum power, using that motor to compensate for low end lag, Jackson says that would have worked the hybrid system too hard to be useful over a wider range. 'We knew we wanted an engine that gave really good transient response, and then what we get from the motor is on top of that,' he says. At full load and high rpm, the MHP uses port injection to provide more time for fuel and air to mix before flowing past the hollow intake valves. In other scenarios, injectors spray fuel inside the cylinder as much as three times per cycle, helping the W1 meet the stringent Euro 7 emissions standard. When it comes to sound, McLaren's old V-8 was never heralded as particularly harmonious. On that front, development of the MHP focused both on producing good sounds and refining out unwanted noise and other harshness. McLaren used an acoustic camera to focus on exactly where noises were coming from and quiet specific components like the high-pressure direct-injection fuel pump. The chain drive for the camshafts are moved to the rear of the engine, farther from the driver and 'an area of less excitation,' according to Jackson. The exhaust runner manifolds are tuned to build in a crescendo from 6000 rpm to redline. And both the intake and exhaust noises are piped into the cabin by physical means; there's no simulated fakery through the speakers. 342 hp of the W1's 1258-hp total comes from the electric motor attached to the eight-speed dual clutch transmission. Weighing just 44 pounds total, or 33 for the motor and 11 for the integrated control unit, McLaren says the specific output is on a level with the motors used in Formula One. It's also half the weight of the 306-hp electronic assist in the Speedtail. Designing the motor with the newly-designed transmission allows for the elimination of a reverse gear; as in the Artura, this duty is handled by the motor. In forward gears, the motor acts on the even-numbered gear shaft, irrespective of what gear the V-8 is using. Power for the hybrid system comes from a 1.4-kWh battery, located in the floor at the rear of the passenger cell. The 12 modules of cylindrical cells use immersion cooling, with the dielectric (non-conducting, for the non-science nerds) fluid routing inside the battery cells for maximum temperature control. McLaren has yet to disclose the battery chemistry, stating only that they're motorsport-derived and focused on high power delivery. Despite the small capacity of the battery, the W1 can move on electric power alone in Stealth mode, although only for about a mile and half. Electric drive is primarily meant for quiet startups; for longer distances, drivers can choose from Comfort or Sport mode. Comfort relies primarily on the gasoline engine, feeding the motor in when quick throttle response is required. Sport mode uses the electric motor full time while also speeding up the gearshifts. And for track exploits, there are two settings for the Race mode: Sprint maximizes the power deployment for one fast lap, and GP uses the battery more judiciously for an extended session. In every mode, though, the Boost button on the steering wheel will deploy maximum power to the motor for as long as it's pressed and the battery has enough juice. It's worth remembering that all of this power routes to two wheels in the W1. McLaren says the team avoided using front e-motors both to save weight and preserve steering feel. But that's a lot of oomph for just one axle. So much so that that the W1 will be traction-limited in first and second gears, and the peak torque is accordingly lowered, but 'it's always calibrated to a point that is just above the traction limit,' says Jackson. This seems like a prudent level of restraint – the kind that still allows intentional tomfoolery, but doesn't extend to surprise wheelspin that could turn into a viral TikTok clip. With the entire 399-unit production currently reserved, according to McLaren, it's a small step to make sure they all stay on the pavement instead of going into a curb, guardrail, or ditch. The aerodynamics and suspension should help keep the W1 where it's pointed, as well, and we'll have more details on that as soon as McLaren shares them. You Might Also Like You Need a Torque Wrench in Your Toolbox Tested: Best Car Interior Cleaners The Man Who Signs Every Car
