2023 Mclaren Artura Performance on 2040-cars

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Do we finally know which hybrid hypercar is fastest?

In order to properly compare and contrast the performance characteristics of competitive automobiles, a number of variables have to be sorted out. For instance, to diminish the human component, the same driver must be used for each lap, that driver has to be capable of wringing the maximum level of performance from each vehicle, and they should all be checked and prepared to make sure they are within manufacturer specs before hitting the track. Speaking of which, the conditions at the track – and, of course, it goes without saying that the cars have to be tested at the same location, on the same day – have to be as similar as possible. Naturally, arranging all of these variables is difficult, if not impossible, and that's especially true when the contenders are the Ferrari LaFerrari, McLaren P1, and Porsche 918 Spyder. As range-topping models from well-established performance players, these three hybrid hypercars are often lumped into the same category. But which one is fastest? Well, that's been a tough nut to crack, in part because the manufacturers themselves haven't always been willing to play along when it comes time to test these machines head-to-head-to-head. And so, with all that (probably unnecessary) preamble out of the way, we present to you the video above, in which this particular vehicular pedestal is toppled. All three cars are owned by a man named Paul Bailey, they were tested on the same day at the Silverstone circuit in England, and each had British Touring Car driver Mat Jackson at the helm. We're not going to spoil the results, other than to say that all three vehicles were incredibly fast and within spitting distance of one another at the finish line, as you would expect. Intriguingly, this video is said to be part one in a three-part series, so we have more Ferrari vs. McLaren vs. Porsche action to look forward to. Related Video: News Source: TheSUPERCARDRIVER via YouTube Green Ferrari McLaren Porsche Convertible Coupe Hybrid Performance Supercars Videos porsche 918 spyder mclaren p1 silverstone hypercar ferrari laferrari laferrari

2016 German Grand Prix race recap: so-so racing, great questions

We can summarize the 2016 German Grand Prix in one sentence: Mercedes-AMG Petronas driver Lewis Hamilton started second on the grid, passed pole-sitter and teammate Nico Rosberg before the first corner, and dominate to the finish. In fact, Hamilton turned his engine power output down on Lap 3 and still took the checkered flag seven seconds ahead of Red Bull driver Daniel Ricciardo. Ricciardo's teammate Max Verstappen crossed the line another six seconds back. Rosberg fell to fourth at the first corner and couldn't find the pace to reel in the Red Bulls. His questionable pass on Verstappen didn't help when the stewards penalized Rosberg five seconds; the overtake reminded us of Rosberg's move on teammate Hamilton in Austria. That penalty turned into eight seconds when the Mercedes-AMG Petronas stopwatch didn't work in the pits. Ferrari pilots Sebastian Vettel and Kimi Raikkonen finished fifth and sixth. Those six drivers all started in the top six, too. Behind them, on Lap 28 of the 67-lap race the next four drivers were Valtteri Bottas in the Williams, Nico Hulkenberg in the Force India, and Jenson Button and Fernando Alonso in McLarens. Low fuel and old tires put the kibosh on Alonso's pace just four laps from the finish, allowing Force India's Sergio Perez to pass, rounding out the top ten. The issues up for debate during the four-week break are far more interesting than the weekend's race. As bad as Ferrari's day might have been – and we'll get to that – Rosberg probably took the biggest hit, losing the race before the first corner for the second weekend in a row and falling 19 points behind Hamilton. Rosberg won the first four races of the season, then the teammates tripped over one another in Spain. Hamilton's won six of the seven races since Spain, Rosberg's best result in that time is a second-place in Hungary. Hamilton turned his engine down on Lap 3 (!) because he's used his entire season's allotment of five turbochargers and five MGU-Ks. Those early-season gremlins now have him on edge of grid penalties. Unless Hamilton's momentum cools off in August, however, that reliability danger might be the only dent in his armor. Rosberg, who once led the Championship by 43 points, will surely drown in his thoughts – and maybe schnapps – over the summer break. Whatever the Italian word for "meditation" is, there'll be a lot of it at Ferrari during the F1 summer break.

2016 McLaren 675LT Review

"It's so comfortable." That's always the first or second comment made by anyone who owns or has driven a McLaren. They say the coupe or spider in question is also a singular performer, but what really blows them away is the bug-in-a-rug coziness when they're not murdering the tires. A Southern California dealer commenting on the respective driving habits of Ferrari, Lamborghini, and McLaren purchasers said, "McLaren owners drive their cars too much," adding that it wasn't unusual for him to see examples clock 20,000 miles a year or go on long road trips – kind of like the one my colleague Steven Ewing did in a 650S Spider. We spent a week with a Napier Green 675LT coupe, the limited-edition, track-focused model in the Super Series line-up. It establishes a psychic connection with the McLaren F1 GTR Long Tail developed in 1996 to battle the Mercedes-Benz CLK GTR and Porsche 911 GT1. This is what you should know about the 675LT: it's really, really comfortable. Almost excessively so. Final output is 666 hp and 516 lb-ft of torque, an increase of 25 hp and 16 lb-ft over the 650S. At heart is the twin-turbo 3.8-liter V8 found in all McLaren models, but more than half of its components are new for this application. The camshaft is new, the block gets lightweight connecting rods, the fuel pump is upgraded, the twin turbos are the same size as those on the 650S' engine yet more efficient. Final output is 666 horsepower and 516 pound-feet of torque, an increase of 25 hp and 16 lb-ft over the 650S. More important is the weight loss. At 2,712 pounds the 675LT is 220 pounds lighter than a 650S through major overtures like carbon fiber body panels, less sound deadening, Alcantara in the cabin instead of carpet and leather, and a polycarbonate engine cover. You need a special tool – made of carbon fiber – to remove the polycarbonate cover because the struts and latches have been omitted to save weight. Then there are minute gestures, like the windshield being one millimeter thinner (saving 6.6 pounds), the rear bulkhead glass being half a millimeter thinner (saving 1.1 pounds), and the carbon fiber being satin-finished instead of gloss-finished (saving 50 grams). For all that precision, the 0-60 mile-per-hour time of 2.8 seconds is only one tenth under that of the 650S, and its top speed is 205 mph, compared to the 207-mph terminal velocity of the 650S. There is nothing riveting about the 675LT at road-legal speeds on straight roads.