Posted on

Supercars on My List

Garage Goals

Supercars on My List

With the turning of the calendar from one year to the next I have been giving serious thought to which cars I would want the long-term garage to include. The recent articles on both our Ferrari (Part 1: https://karenable.com/my-ferrari-history-f355gts-f40/ Part 2: https://karenable.com/my-ferrari-history-2007-2017-part-2-of-2/ ) and McLaren ( https://karenable.com/my-mclaren-history/ ) histories (an article on our Porsche history is in the works) have also stirred a lot of memories both wonderful and in a few cases, a bit less so. Add in a few of the other unique supercars that we have owned over the years and there is a ton of history to sort through. The question though is where we go from here, especially as we are now looking to have significantly less turnover in the collection. Looking back six to eight years ago, we tended to buy more used supercars and rotated a couple in and out of the garage every year. That has shifted over the last several years to the point where most acquisitions now are from new and we have held onto them for multiple years now.

The current garage includes a Ferrari F40 which we have owned for over a dozen years, a four-year-old Maserati GranTurismo Cabrio, a Porsche 911 (997.2) GT3 RS, a McLaren 675LT Spider, 650S Spider, 720S with a Senna coming shortly. There are also a pair of SUVs, a Porsche Cayenne S and a Mercedes Benz ML550. The SUVs are essentially our mountain-based winter utility vehicles. Of this group, the long-term keepers are definitely the F40, 675LT Spider, and the Senna. The 650S Spider and GranTurismo are also likely to be around for an extended period. Both the McLaren 650S Spider & Maserati Granturismo have been outstanding daily drivers ( https://karenable.com/1000-days-with-the-mclaren-650s-spider/ ) for multiple years and we have owned both from new. The two SUVs will be replaced when they become uneconomical to run. The two supercars that are on the bubble are the Porsche 911 GT3 RS and the McLaren 720S, not through any fault of their own but solely due to the future garage vision.

Putting aside space constraints, long term the intent is to:

• Continue adding new McLaren Super and Ultimate Series cars as they are launched
• Finally acquire a good “driver’s” condition Porsche Carrera GT
• Add both a vintage and/or soon to be classic Ferrari
• Add an American Supercar
• Something with an Alfa badge

As any viable strategy includes both choices for and against, the following have been ruled out:

• Lexus LFA (sorry Nick)
• Any post 2010 Ferrari
• Paganis & Koenigseggs
• Another Mosler

On the ruled-out list, succinctly, the choices came down to LFA vs CGT, post 2010 Ferraris vs. McLarens, Paganis & Koenigseggs vs. beach house, and Mosler vs. Ford GT. On the Ferraris vs. McLarens, this is driven by a preference for the latter’s most recent creations plus a terrific relationship with both the local McLaren dealer and McLaren HQ. At this point I have zero relationship with either my local Ferrari dealer in the US or Ferrari North America. Prices on Paganis and Koenigseggs have gone through the roof in recent years and the value equation just doesn’t work for me. The Mosler I believe will be a tough car to own long term given the demise of the company.

Going back to the two cars in the current garage that are on the bubble, the Porsche 911 GT3 RS will likely be included as a part exchange in a deal for a Carrara GT. The same applies to the McLaren 720S when the 7XX LT Spider is launched. Mrs. SSO’s soft spot for the 720S might make it a long-term keeper though. Finishing off the first two bullets under the long-term intent, should McLaren continue to offer me build slots for their limited-edition Super Series and Ultimate Series cars, I will continue to add these to the long-term collection.

On the last three long term intent bullets, I have had a strong itch to acquire a classic Ferrari again for quite a while now. While a F50 tops the list, current pricing makes that unrealistic. The realistic options are a 365 GTB/4 Daytona, a 1975-1979 308 GTB, and a 430 Scuderia (see: https://karenable.com/three-wants-cgt-scuderia-a-308/ ). While the last isn’t old enough to be a classic yet, I believe it will be. As long-distance GTs go, the Daytona is still the benchmark against which all others are measured ( https://karenable.com/drivers-seat-ferrari-365-gtb-4-daytona/ ) and an early carbureted 308 GTB is joy to drive.

As an American, there is a bit of an irrational desire to include an American supercar. From everything I have seen, read, and experienced, the one that checks all the boxes is the current Ford GT. I have submitted an application for the next round of GT build slots and will hear back in March if I have been accepted. Given I have no direct history with Ford, I know this is a very long shot. If the GT selection committee at Ford does smile on me, the GT would definitely be A long-term keeper. If the Ford GT does not happen, a Scuderia Cameron Glickenhaus SCG 004S would be an alternative option.

The final bullet was on an Alfa. I have had a soft spot for Alfas for as long as I can remember ( https://karenable.com/alfas-the-4c-giulia-quadrifoglio/ ). Alfas are some of the most maddening yet engaging cars I have ever owned. Alfas are the gifted child who still wets its bed of the automotive world. I don’t think any sports car collection would be complete without an Alfa.

If I look at the long-term garage goal, right now we are over half way there. Outside of the future McLarens, we are looking at 3-4 additional cars. Timing will be dependent on multiple factors including the car market, economy, and garage space. If I stand back and take a hard look at the list, it’s not much different from a bucket list I wrote up four years ago. Hence it feels right and now we just need to make it happen.

Thoughts and comments? Please see the comments section below.

Please share, buttons are below.

 

Follow us on

Instagram Twitter

January 2019

Share Now

Recent Posts

Posted on

Our McLaren History

Our McLaren History

Our McLaren History

At the McLaren Ball this past Saturday evening, the tunnel leading into the McLaren Technology Center was lined with each of the McLaren road cars built since the launch of the F1 back in 1992. In essence, it was the McLaren Automotive family tree. Walking down the tunnel brought back both many happy memories and reminded me of my biggest miss when it came to car buying. In total there were nine different models lined up alongside the right-hand wall. The fact that eight of the nine cars have been launched since 2011 is hugely impressive. Of the nine models, we have owned five (including 3 versions of 1) with a sixth coming in early 2019. The three models we haven’t owned are the 570S, 600LT, and F1. It is the last of these three that represents the biggest miss in my car buying career. I had a chance to acquire a F1 for around GBP 700,000 back in 2005 but passed as I thought that was a ridicules amount of money for a car at the time.

The first McLaren we were fortunate enough to own was a RHD 2013 12C Spider. How we ended up with the 12C Spider is a short story but a bit of a long saga. The short story is Mrs. SSO took one out for a test drive, disappeared into the countryside for the better part of three hours, and we she finally returned, the car was sold (Mrs. SSO’s Story: https://karenable.com/how-we-ended-up-with-our-1st-mclaren/ ). The longer story goes back to 2010 when I first heard that McLaren would be re-entering the car business. I immediately contacted them and asked to have us put on the list for the F1’s successor. While completely un-committal, McLaren did take both my details and a short history of the cars we had owned. Later when the 12C was first announced, I told them I was interested but wanted to test drive it before putting down a deposit. I was told that I needed to place a deposit to get a test drive. The result was a two-year stalemate before we were finally invited to come test drive a 12C Spider. Had this not been the case, we probably would have ended up with our first McLaren a year or two earlier. More on the story this 12C Spider is: https://karenable.com/vintage-article-1st-impressions-mclaren-12c-spider/ . Our 1st 12C Spider was sold back to McLaren London we moved to the left side of the Atlantic in 2014.

McLaren #2 was a LHD 2012 12C Coupe, acquired in early 2014. At the time I was commuting back and forth between London & Hamburg. With the autobahn beckoning, we decided to see if we could get another 12C to enjoy on the continent. As I had zero contacts with McLaren in Germany, I called one of the gentlemen I knew at McLaren HQ in Woking and asked if they had any LHD executive fleet test cars that they were looking to sell. Miraculously they did, and the spec was almost identical to our RHD 12C Spider. A deal was quickly done, and arrangements made to pick up the car at McLaren Stuttgart. Post collection, it was a brilliant drive from one end of Germany to the other including both a stop at the Nürburgring and multiple long high speed runs on empty stretches to autobahn. A few times I ran into 911s that would run up alongside to take a look. When mashing the throttle things were pretty even, however the big ceramic brakes on the 12C were far superior. I did almost get rear ended once when I had to stand on them hard. Probably the most memorable time with both 12Cs was when we took them up to Scotland for a week of brilliant driving. Like the RHD 12C Spider, we parted with the 12C Coupé when we moved back to the new world.

Our 3rd McLaren was a 2014 LHD 12C Spider acquired immediately upon arrival in the US. This car would become my daily driver for the following year, a role it performed flawlessly. The only issue we ever had with our final 12C Spider was a temperature sensor that needed replacing. As our 3rd 12C, there were a few things that we did observe. With each year, the build quality improved. Minor gremlins that would occasionally appear in the 2012 12C Coupé, never occurred with the 2014 12C Spider. The 2nd generation of the IRIS infotainment system, while still not great, was a huge step up over the original version. Our original intent was to keep this 12C Spider for the long haul but that changed quickly when we were presented with a great deal to trade up to a 650S Spider.

McLaren #4 & #5 arrived on the same day. Despite my best attempts at trying to negotiate a buy one, get one free deal, all we got for my efforts was a polite smile and two invoices. McLaren #4 was the long awaited P1 & #5, the 650S Spider which has served faithfully as my daily driver for the last 3 ½ years. At the handover, Mrs. SSO quickly staked out her claim on the P1 by jumping into it immediately and then not so subtly pointed a finger at me first and then at the 650S Spider. The story on our P1 is: https://karenable.com/mclaren-p1-farewell/ and the 650S Spider’s life as my workhorse: https://karenable.com/1000-days-with-the-mclaren-650s-spider/ .

McLaren #6, which arrived in the summer of 2016, is my favorite to date. The 675LT Spider stirs the soul every time you take it out. Every so often a car manufacturer puts together a package that is just pure driving magic, for McLaren it’s the 675LT. In the last several years we have done several 1000 plus mile road trips in the 675LT Spider, run it up and down the Rocky Mountains, (see: https://karenable.com/montana-the-mclaren-675lt-spider/ ) and driven it through scrubland in 110 degree F temperatures without the car ever missing a beat. The 675LT Spider has a unique combination of power, poise, and engagement that makes it an engaging, thrilling car to drive. Like the Ferrari F40 that we have owned for a decade, I can’t imagine ever parting with the 675LT Spider.

McLaren #7, represents the dangers of taking your wife to a launch party. As soon as the 720S was unveiled, Mrs. SSO announced she wanted one. I asked she would drive it regularly and got a resounding yes. We placed our order shortly thereafter and got one of the first post launch spec build slots. Like all of our “standard” Super Series McLarens, it is stealth black/black with a bit of orange detailing for color. If the 675LT Spider is my favorite McLaren, the 720S is Mrs. SSO’s. If the 650S was a subtle across the board improvement on the 12C, the 720S moves the game forward significantly. Down a highway on ramp, it can hold it’s own with a P1. All the changes to the controls and dashboard make sense and are more intuitive once you get used to them. While the 4.0-liter twin turbo V8 lacks a bit of the character that the Italians excel at delivering, it hurls the 720S at the horizon at a shocking clip when you bury your right foot on the accelerator. Turbo lag is non-existent and the 720S feels incredible nimble and connected to the road. I am very much looking forward to the LT version. More on the 720S: https://karenable.com/drivers-seat-mclaren-720s/ .

McLaren #8, the Senna, will arrive sometime in the Spring of 2019. We placed the order for our Senna back in 2017 and completed the spec’ing process in the summer of 2018 (see: https://karenable.com/specing-the-mclaren-senna/ ) . This will be our first blue McLaren. As usual on the Ultimate Series Cars, we asked for a one of the last build slots and McLaren was very accommodating. While I haven’t driven one to date, all the feedback from friends who have taken delivery would indicate this will be another very long-term keeper.

While I’m sure there will be a McLaren #9, what it will be is very much an open question right now. I wasn’t one of the fortunate 106 to get a Speedtail allocation, so it will not be McLaren’s new ultimate GT. If I had to guess, right now the two likeliest options are a 7XXLT Spider or a 650 GT3, if I can get Mrs. SSOs approval to get back on the racetrack.

Thoughts and comments? Please see the comments section below.

Please share, buttons are below. 

Follow us on

Instagram Twitter

December 2018

Share Now

Recent Posts

Posted on

McLaren 720S: Driver’s Seat

Driver’s Seat – McLaren 720S

McLaren 720S: Driver’s Seat

Like most supercars, the McLaren 720S is not a car you just hop into and go. First you need to unlock the car via the middle button on the remote. This opens the driver’s side door and swings open the dashboard display. Next, pop open the front boot and unplug the battery conditioner. Now you can swing the medium weight door up, step easily over the smallest sill of any carbon fiber tub car I have owned to date and drop down into the driver’s seat. Pulling the driver’s door shut is easy, it swings down slowly, closing with a slight, reassuring “thunk”. With the door closed, you reach down on the front right of the seat to tap the settings memory button. The driver’s seat, steering wheel, and wing mirrors all them move into your preferred settings. Press your right foot down on the brake pedal with a decent amount of conviction and then punch the large red start/stop button in the middle of the dash. The 4.0L twin turbo V8 sitting behind your head rumbles immediately into life. Give the V8 a minute to clear its throat and then turn off the very annoying stop/start system, tap the “active button” to wake the “Active Dynamics” panel and put the car into “manual” mode. For driving around town I leave the handling in “normal” and powertrain in “sport”. Only when I hit the highway will the “aero” mode get activated and the rear wing raised. Reversing out of the garage is easy as the rear cameras take over the dash board display and the proximity sensors are displayed on the center infotainment consul screen. Once out of the garage and turned around, the front nose lift gets activated with a push of the button on the end of the smaller right-hand stalk on the steering wheel and then put into the raised mode by pushing the stalk upwards. A tug of the right-hand paddle puts the 720S into 1st gear and we are now off.

Until the oil and water temperature displays turn from blue to green, I try to keep the rpms under 3000. This usually only takes about 5 minutes as both come up relatively quickly. The other gauge I keep an eye on early in any drive is the tire temperatures, as the tires normally take quite a bit longer to warm. Cold tires combined with 710 bhp can easily lead to soiled underwear if you are not careful. Visibility in the 720S is outstanding. It has the smallest blind spots and best rear visibility of any supercar I have driven. The steering is beautifully weighted, and you feel very connected to the front wheels. The combination of great visibility with wonderfully responsive steering allow you to place the car on the road with a huge amount of precision. As you pick up speed, the level of feedback the car gives you increases which really builds confidence. The pedals are nicely spaced and there is little risk of accidently catching the wrong pedal when driving vigorously. The massive CCB brakes scrub off speed almost as impressively as the twin turbo V8 can pile it on. Both the brake and accelerator pedals are very linear in feel and easy to modulate. Of all the road cars I have driven, only the McLaren P1 has better stoppers.

What really sets the 720S apart from every other normal production supercar is what happens when you start to really squeeze the accelerator pedal. A highway entrance ramp is simply a short 0-75 mph runway. Keep your foot planted, pull the right-hand paddle three times in rapid succession and you are in jail bait territory before you have counted to 10. The 720S accelerates with such nonchalance and composure that it can be disconcerting. Keeping one eye on the speedometer is always wise. Gear shifts are smooth, seamless, and happen immediately when you pull the paddle. Long done is the lurching and 10 count between gear changes of the Ferrari Enzo era F1 gearboxes. Given the 720S’ capabilities when it comes to hurling itself at the horizon, a lightning fast gearbox is a must.

Ride quality has been an area that McLaren has excelled at since the launch of the 12C. The Chassis Control II system in the 720S is a further improvement over an already great system. For a car that always feels glued to the road, it handles the crappy pockmarked roads in our area extremely well. The couple of times we have let the 720S loose on a windy country road it has completely come alive and I quickly realized that I will run out of talent long before the 720S.

With the 720S, McLaren has redesigned the interior cabin and moved several of the controls to new positions. After multiple years driving 12Cs, a 650S Spider, and a 675LT Spider, which all use the same interior design, the new layout and logic took a bit of time to get accustomed to. Gone are the annoying menus on the left side of the drivers display that you need to scroll through to get to key information. The front nose lift is now activated by the push of a button. The traction and gearbox mode dials are now stacked vertically alongside the infotainment display. The drive, neutral, reverse plastic buttons have been moved forward into a more intuitive location and replaced by aluminum switches. While the seats are slightly more comfortable, the electric controls have been moved to the front right side of the seat and are far less intuitive to use. While the infotainment system is an improvement over prior versions, the “Homelink” controls for the garage doors need work. You can only access “Homelink” when the car is has been going forward. In reverse, the proximity sensors take over the display and you can’t access the controls.

 

Overall the 720S is just a brilliant car to drive. Blisteringly fast, outstanding handling yet comfortable and easy to drive all add up to why it is Mrs. SSO’s favorite McLaren.

Thoughts and comments? Please see the comments section below.

Please share, buttons are below.

 

Follow us on

Instagram Twitter

November 2018

Share Now

Recent Posts

Posted on

The Next Generation Hyper & Supercars

Wish List for the Next Generation of Ultimate, Special, & Limited Series Supercars

The Next Generation Hyper & Supercars

I wrote the article on the bottom about 6 years ago. Since it was written, McLaren, Ferrari, & Porsche have all released the latest generation of their “Ultimate Series”, “Special Series”, and “Limited Series” cars to various levels of acclaim and criticism. We have been fortunate to own one of these, a McLaren P1. The P1 was awesome on the road but had one major challenge that eventually lead to its departure https://karenable.com/2018/04/mclaren-p1-farewell/ .

In the original article, I had three rules to judge potential long-term greatness:

  • Rule #1: the performance needs to be delivered both with a bit of drama and at least mostly mechanically.
  • Rule #2: visually it needs to have a real “wow” factor.
  • Rule #3: it needs to age gracefully.

Of the last generation, at this point, I would grade both the McLaren P1 and Ferrari LaFerrari very highly on Rules #1 and #2. On Rule #3, high for design, but the jury is very still much out on the hybrid system. I would give the Porsche 918 lower marks across the board as it comes up a bit short on the wow factor and the 918 needs to go on a diet.

I have heard that at least 2 of the 3 manufacturers listed above are already developing the next generation of their limited edition supercars so I thought I would pull together an updated list of suggestions, wishes, and pleas.

  1. No more hybrid systems. The batteries are a major liability. Just ignoring the weight the batteries add, the roughly $100k+ bill to replace the batteries if they go dead is just not a risk I want to have every time I park a car and leave it sitting for a couple of weeks. In addition, the life expectancy on the batteries is not unlimited so you are going to be faced with the major replacement bill (or several) if you are planning on long term ownership. This falls squarely into the bucket of technology that will not age well. I can’t even imagine the cost and complexity of trying to find a replacement battery for a LaFerrari, or P1, twenty years from now.
  2.  
  3. A bit of luggage room. One of the reasons our Ferrari F40 has quite a few miles under its wheels is the fact that it can be used for long multi-day road trips. There is enough room under the front clamshell to hold two medium size duffle bags plus a few other items if you pack creatively. This is enough luggage for two people for a weeklong road trip. The basically non-existent luggage space in the Ferrari F50 and McLaren P1 resulted in these cars being much more limited in their usage and versatility. In both cases we only ever did single day trips. The McLaren Senna is even worse with no room for any luggage other than a racing helmet.

A removable roof. One of my favorite features of the Ferrari F50 was the fact that you could set the car up as either a Berlinetta (coupe) or a Barchetta (open top). As all these types of cars use carbon fiber tubs, removing the roof has little to no impact on the handling of the car. Driving one on a clear crisp spring or fall day with the roof off is one of life’s great pleasures.  

An old school manual transmission with a proper 6 speed gearshift protruding between the driver’s and passenger’s seat. For driver engagement, nothing beats a manual transmission. The fact that it takes a bit of work to master I see as an enormous plus. A car in this category should take skill to drive.

While it isn’t a long wish list, there is a common theme, engagement and usability. I often hear complaints about owners who buy the limited-edition cars and then just stash them away in their own private collections. While true, and there will always be a few who do this, many don’t get driven often as they have very limited usability. A car with no luggage space can’t be taken on a road trip. A car that doesn’t engage and excite no matter how blindly fast it is will not be the first choice for a drive after the initial novelty of ownership wears off. So, for the next generation, please make them stunning to see, engaging to drive, open to the elements, but with performance and soundtrack coming solely from an internal combustion engine.

(The Original Blogs written for the EVO Magazine Website in 2012)

SSO: THOUGHTS ON THE NEXT GENERATION OF HYPERCARS

Ferrari, McLaren, Porsche, and Jaguar have all announced that they will be introducing new hypercars over the next 24 months. As someone with more than a passing interest in these types of cars, this is a very exciting time and I hope they all get it right. This last point has been one of keen discussion at the SSO dinner table recently. The crux of it is, what makes a great supercar? Personally, I don’t think it has much to do with the performance numbers. They are basically a given. All these supercars will have performance figures well beyond anything you can use in the real world while staying out of jail. It is all about how that performance is delivered that separates the great from the good. Pagani seems to understand this well, Koenigsegg less so. I have been to a few supercar events, track days, and on a tour recently. During these events, the concept of “emotionally engaging performance delivery” being what makes a great car great really struck me.

On one recent track day, I gave a friend a ride in the F50. There were a mix of other supercars out on the track that morning including a few McLaren MP4-12Cs, a pair of Porsche GT3s, plus Ferrari 458s, 430s, and a 360. During one of the sessions I ended up running with one of the 12cs. At the end of the long straight, the 12C driver out braked me going into a corner, was able to duck under, and pass on the inside. In the battle of mid 90s steel brembos vs 2012 carbon rotors, the CCMs are always going to win. What did surprise me was my passengers comment about how wonderfully the F50 turned into the corner and the level of grip. I don’t think he even noticed the bright orange thing that went whistling past. I know he certainly did hear it over the F50 V12 screaming enthusiastically at 7000 rpm. Later on I got a quick ride in the 12C. Performance was incredibly impressive, so was the complete lack of drama. The whole experience felt very digital and left me a bit flat. Hence SSO Rule #1, for a supercar to be great, the performance needs to be delivered both with a bit of drama and at least mostly mechanically. It needs to be the driver that keeps the car on the road or track, not the cars computer.

I was introduced to a gentleman at another event recently who has a collection of cars that is incredibly impressive. He is one of the very fortunate who has the financial capability to acquire anything that catches his eye. We were standing behind a Zonda and a Koenigsegg Agera with a F40 and a 959 off to the side about 50 yards away. I asked him if he owned either of the two in front of us. He said not yet, but had driven both. He then smiled and indicated that he would likely be acquiring a Zonda shortly. At this point I asked him why he preferred the Zonda. He just said that the Koenigsegg left him cold. After a pause of a few seconds he then said “well, just look at them.” I then happened to glance over at the F40 and 959. From 50 or 500 yards, a F40 is a F40. The 959 from a distance is very easily to confuse with being a 911. Message was very clear and we were completely aligned. So SSO Rule #2, for a supercar to be great, visually it needs to have a real “wow” factor.

This brings us to the third and final SSO supercar rule for now. Rule #3 is for a supercar to be truly great, it needs to age gracefully. In the digital age this is becoming more and more of a challenge as today’s great technology will just feel old and dated 10 years from now. A good example of this is the gearbox in the Ferrari Enzo vs. the Ferrari F50. The 6 speed gated gearbox in the F50 is a work of high engineering art. It is just wonderful to use. Compare it to the manual boxes fitted in either the much later Ferrari 430s or a 612 and the F50 gearbox comes out well ahead. However, drive a 430 Scuderia and then drive an Enzo. After the 430 Scuderia, the F1 gearbox in the Enzo just feels old and slow. All the tech crammed into the 959 has the same challenge. From what I have heard to date about the 918, it seems Porsche is heading very much down the technology showcase route again. How this plays out in terms of both driver engagement and time will be interesting. How the VWs tech showcase, i.e. the Veyron, will be judged longer term currently doesn’t look to promising. Looking at the current prices for used Veyrons, it seems that the votes are already starting to come in.
In summary, it will be an exciting couple of years. Let’s hope that Ferrari, McLaren, Porsche, and Jaguar get the balance right between form, function, and soul.

Update #1
Rule #1, for a supercar to be great, the performance needs to be delivered both with a bit of drama and at least mostly mechanically.

Rule #2, for a supercar to be great, visually it needs to have a real “wow” factor.

Rule #3 is for a supercar to be truly great, it needs to age gracefully.

I wrote the original blog right at the beginning of July and as the end of the year is fast approaching, it is quite interesting to see how things have developed regarding the next generation of Supercars over the last several months. First out of the blocks has been McLaren launching the P1 in Paris. It certainly has rule #2 covered and my feeling is it will age well so #3 is a yes as well. How the P1 will do on rule #1 is still very much a mystery. While there are several mules out and about, no details on the drivetrain have been released. Let’s hope it delivers a bit more on the drama front than the 12C. While Porsche has been very open on details the 918 for a while now, the most interesting rumor I have heard recently is that a light weight version, which dumps the batteries, is in development. While the 918 has rule #2 covered, not really sure how it will age. However, a 918 RS might just have rule #1 nailed. From Ferrari we have seen the new carbonfibre tub, a few spy shots of mules running around the Modenese countryside, and near confirmation that it will have a pair of electric motors which in conjunction with the V12 will produce over 800 bhp. Based on the spy shots, it will have the “wow” factor. Latest word is that a few of Ferrari’s best customers will get to see the car December for the first time. On the Jaguar C-X75, it has been radio silence. Hopefully Jaguar are reconsidering putting a 4 cylinder engine in a supercar.
In total the declared production goals for all four are over 2000 units. Given the state of the global economy, it will be interesting to see if all find homes quickly.

Update #2 – One Year On
In the interests of transparency, I have voted with my wallet and put a deposit down on the McLaren P1 so I do have a bit of bias. I did see three of the four contenders today and it only served to reinforce the decision. Seeing three of them within a few feet of each other was a unique and highly interesting experience.

So how do the four contenders stack up so far against the 3 SSO Rules:

Ferrari LaFerrari: not sure yet on Rule #1 as no one outside of Ferrari has been allowed to drive it but based on the specs the LaFerrari will probably do very well here. Ferrari always does drama and engagement extremely well. On Rule #2, the design certainly has the wow factor, whether or not you particularly like it. When I first saw it, I wasn’t so sure but I will reserve final judgment until I see one in the wild, not just on a display stand. The name certainly generates plenty of wow factor; as in wow, what were they thinking. Regarding Rule #3, the double clutch gearbox should age more gracefully than the Enzo’s single clutch system. The hybrid system is another matter; only history will tell but at least the system on the LaFerrari is less complex to that fitted on the 918.

McLaren P1: With all of its advanced aero, the P1 will likely stick to the road or track unlike any other car ever developed. McLaren has been a quick learner on some of the early criticisms on the 12C’s lack of drama and addressed these in a series of updates. As such I expect they will have the Rule #1 nailed on the P1. On Rule #2, I have now seen the car in four different colours and it looks great in all. This is normally the sign of a great design and one that will age well. The name, while fairly plain, does fit with the heritage started with the F1. Regarding Rule #3, very similar concerns as per the Ferrari, how the hybrid system ages only history will know.

Porsche 918: In my experience I have always felt that Porsche tend to put engineering over engagement. The 959 was the most advanced car of its day but just not that exciting to drive. My sense is the 918 is going down the same development path as the 959. It is a technical showcase but whether all this tech is able to deliver a high level of driver engagement, the jury is out. On the design, Porsche has done a good job. It checks the “wow” factor box but is still very much Porsche. It should age well so Porsche gets high marks on Rule #2 which brings us to Rule #3. I have serious doubt here. The 918 is too clever for it’s own good and has lots of technology which risks feeling very old, heavy and dated in 5-10 years.

Jaguar C-X75: For a dead project, the C-X75 is getting a lot of publicity these days including a great article in EVO Issue 186. Some companies learn from their past and others leave you scratching your head. In this case, Jaguar falls into the last category. Despite the grief they got for dropping a V6 into their last supercar, the XJ220, they decided to go even smaller with a 1.6 liter V4 for the C-X75. Not hard to imagine why they did not get a lot of interest. This is a bit tragic though as having now seen one up close, the C-X75 has to be the coolest looking Jaguar in a very long time. As it is dead (at least officially for now), the C-X75 gets an incomplete on all 3 rules. Having seen it up close, I hope a resurrection is in order.

Thoughts and comments? Please see the comments section below.

Please share, buttons are below.

 

Follow us on

Instagram Twitter

October 2018

Share Now

Recent Posts