Ferrari Enzo vs. McLaren F1 by Michael Sheehan
peter i
07-28-2005, 12:21 PM
i remeber not long ago , i found this article on the web (Just to share it)
(Sports Car Market— August 2004 issue)
Comparing the ultimate supercars is much like comparing the various attributes of the world’s top supermodels: It’s all about what fantasy turns your crank, as few of us mere mortals will ever get to test drive the cars or date the models. Those few who own both an Enzo and an F1 will tell you straight–off that the performance level of either car is so high that only professional drivers can explore and compare the limits.
THE CHAMP: MCLAREN F1—Developed by McLaren Cars and designer Gordon Murray, the motivation behind the F1 was to build the best street car ever, regardless of cost. The design goal was to create the highest power–to–weight ratio possible in a user–friendly, roadworthy machine. To this end, the McLaren F1 was the first road car to use a complete carbon fiber chassis and body with lightweight composites and exotic metals throughout. A magnesium–cast BMW engine mated to a very lightweight (and very expensive) transverse gearbox further helped weight savings.
The F1 is surprisingly small on the outside, but it actually seats three people, with two passengers flanking a center–positioned driver. The driving position is difficult to get used to, but it makes for an ideal weight distribution. Appropriately, the first two pages of the owner’s manual are entitled “getting in” and the next two cover “getting out.”
Once you master entry, the McLaren’s controls fall perfectly to hand, with the shifter to the right at four o’clock. The panoramic view from the wrap–around windshield and the gauges’ big, bold numbering on a white background are a study in efficiency. But despite the excellent ergonomics, the McLaren dash layout and shifter feel dated, especially when compared with the cutting–edge styling of the Enzo.
Behind the wheel, the steering and brakes are on the heavy side, but with incredible feedback, as should be expected, while the 6.1–liter V12 gives staggering performance, with torque that never ends, in any gear, at any time. Fifth is absolutely usable from 35 mph all the way up to 210–the push just increases astronomically as the revs rise.
McLaren chose to reject technology like power steering, powerassisted brakes, anti–lock brakes, traction control, and stability control, all well known and accessible at the time by virtue of its relationship with the McLaren Formula One race team. But really, only the ABS is missed–and how–as it takes a top-level racing driver to feather the brakes on this car in the wet or a panic situation. Even so, the savings in weight with all the electronics absent is huge: The F1 weighs a mere 2,500 pounds, vs. 3,230 for the Enzo.
For all that it “lacks,” the car does incorporate active aerodynamics, with a pair of lightweight fans that suck air from diffusers under the car so that no huge rear wing is needed to maintain stability at speed though a small tail spoiler does rise to lend some rear downforce.
Your greatest fear when driving an F1 is that the car is simply so good that it eggs you on to drive faster and faster, entering a performance fantasy land that can bite back when you exceed your own talents.
THE CHALLENGER: FERRARI ENZO—The Enzo is certainly Ferrari’s best effort in the supercar wars to date, but it still comes up second in the running for the fastest car title. Styled by Pininfarina, the Enzo is built to resemble a Formula One racecar, but without McLaren’s hell–bent–for–speed attention to maximizing power–to–weight. The result is that the Enzo tries too hard to merge the design of a road car with an open–wheeled racer, and at least to my eyes, the styling suffers, especially when compared to Ferrari’s previous efforts, the much more attractive F40 and F50.
As is now standard practice in most supercars, the Enzo’s chassis is made of carbon fiber, while the bodywork uses a combination of aluminum and carbon fi ber. Huge air intakes allow the Enzo to generate immense downforce, while a small retractable rear spoiler comes up at speeds in excess of 100 mph. The cab–forward interior sports lots of carbon fiber, a semi–automatic six–speed gearbox, launch control, and a variable damping suspension for luxury cruising.
The Enzo’s 6.0–liter, naturally aspirated V12 can rev to 8,000 rpm, yet 80 percent of its torque comes in at only 3,000. In keeping with the lightweight theme, its V12 is one of the lightest in the world at just 496 pounds. By comparison, the 427–ci engine in the Cobra weighed 680 pounds.
Stocked with all the latest high–tech gizmos adapted from its own F1 racing program, the Enzo is a techie’s dream. Advanced technology like stability control, electronic brake–force distribution, traction control, and ABS keep the car in check, making it more user–friendly than the McLaren. The Enzo also has a driver–controlled, up–down lift in the front, which takes the crunch out of getting in and out of driveways.
THE PERFORMANCE VERDICT—The numbers tell the story: While the stock F1 has a “mere” 627 hp versus the Enzo’s 650, and the McLaren must make do with 479 ftlbs of torque versus the Ferrari’s 485 (not to mention a redline of just 7,500 rpm for the F1 against the Enzo’s 8k limit), its smaller mass puts the McLaren out ahead. The Enzo is a leaden 717 pounds heavier than the F1.
The McLaren goes from 0–60 mph in 3.2 seconds; the Ferrari in 3.5 seconds. The McLaren’s 0–100 mph time is 6.3 seconds, while the Ferrari takes 6.6 seconds. And finally, 0–150 mph in the McLaren takes just 12.8 seconds while the Ferrari is a few tenths back at 13.1.
The Enzo’s front–end aerodynamics and many high–tech gizmos weigh the car down to the point that top speed is only an estimated 218 mph, well below the McLaren’s documented 240 mph. Yes, the F1 is still the fastest road car of all time, even with its decade–old technology.
While the F1’s mid– and high–speed acceleration easily beats the Enzo, a factor of its much lighter weight, all who have driven both cars will agree that the huge, state–of–the–art ceramic disc brakes of the Ferrari easily surpass the McLaren’s steel brakes.
The McLaren F1 was a successful attempt to build the best road car ever, regardless of costs, while the Enzo was always intended to make money for Ferrari, which it most certainly has. This, by its very nature, creates entirely different production criteria: While the build quality of the Enzo is good, the McLaren is simply perfect.
Exclusivity is in the F1’s favor as well, with only 64 road–going cars built, against 399 Enzos (plus six to ten pre–production prototypes that will eventually find their way into private hands). This makes the ultrarich buyer’s odds of meeting anther Enzo on the street versus meeting another F1 a healthy six–to–one, causing the Ferrari to seem almost “common.”
MONEY TALKS—Maintenance costs on both cars are staggering, though doubtless their owners are not concerned with the shop bills. An F1 will need a new clutch every 3,000 to 6,000 miles, at a cool $12,000. Its $25,000 fuel cell needs replacing every five years. A starter motor replacement is a 90–hour job, as the engine has to be removed, and that runs $12,000. Should you break the transverse transaxle, expect a $100k repair bill.
As for the Enzo, they are all still under warranty but soon enough that will change and many Ferrari service managers will go shopping for new luxury boats. Once off warranty, a full brake job with new carbon fiber pads ($2,300 front and $2,100 rear) and rotors ($7,400 each) will be in the $40,000 range, while a new clutch assembly should cost only a modest $6,000.
The ultimate test of the cars is, of course, the market. The first U.S.–spec Enzo sold on the private market brought $1,350,000, but prices have been dropping and the current “ask” is in the $1,150,000 range, while the actual ”sell“ is certainly less. In the next few months, almost every U.S.–spec Enzo is due to pass its one–year, “you–can’t–sell” date imposed by Ferrari, and I personally know of six owners who are planning on putting their cars on the market. This will only further drive down prices.
Only a few McLaren F1s change hands every year, with the last recorded sale at the Christie’s auction in London on Dec. 2, 2003, for $1,257,750. (See English Profile, page 48.) Christie’s sold another F1 for $961,875 on June 16, 2003. While the Enzo may have the market edge as of this moment, the F1 has clearly passed the test of time, and should appreciate, while the Enzo loses value, albeit slowly, for the next ten years or so. In the long haul, the difference in production numbers means the F1 will always be worth more than the Enzo. How much more? At least 25 percent, in my book.
Both the McLaren F1 and Ferrari Enzo are cars few ever see, let alone drive or ride in, not to mention own. While I’m a Ferrari guy at heart, it simply must be said that the F1 is the fastest, most expensive and most exclusive supercar I’ve ever had the opportunity to drive. And either would certainly be welcome in my garage.
(Sports Car Market— August 2004 issue)
Comparing the ultimate supercars is much like comparing the various attributes of the world’s top supermodels: It’s all about what fantasy turns your crank, as few of us mere mortals will ever get to test drive the cars or date the models. Those few who own both an Enzo and an F1 will tell you straight–off that the performance level of either car is so high that only professional drivers can explore and compare the limits.
THE CHAMP: MCLAREN F1—Developed by McLaren Cars and designer Gordon Murray, the motivation behind the F1 was to build the best street car ever, regardless of cost. The design goal was to create the highest power–to–weight ratio possible in a user–friendly, roadworthy machine. To this end, the McLaren F1 was the first road car to use a complete carbon fiber chassis and body with lightweight composites and exotic metals throughout. A magnesium–cast BMW engine mated to a very lightweight (and very expensive) transverse gearbox further helped weight savings.
The F1 is surprisingly small on the outside, but it actually seats three people, with two passengers flanking a center–positioned driver. The driving position is difficult to get used to, but it makes for an ideal weight distribution. Appropriately, the first two pages of the owner’s manual are entitled “getting in” and the next two cover “getting out.”
Once you master entry, the McLaren’s controls fall perfectly to hand, with the shifter to the right at four o’clock. The panoramic view from the wrap–around windshield and the gauges’ big, bold numbering on a white background are a study in efficiency. But despite the excellent ergonomics, the McLaren dash layout and shifter feel dated, especially when compared with the cutting–edge styling of the Enzo.
Behind the wheel, the steering and brakes are on the heavy side, but with incredible feedback, as should be expected, while the 6.1–liter V12 gives staggering performance, with torque that never ends, in any gear, at any time. Fifth is absolutely usable from 35 mph all the way up to 210–the push just increases astronomically as the revs rise.
McLaren chose to reject technology like power steering, powerassisted brakes, anti–lock brakes, traction control, and stability control, all well known and accessible at the time by virtue of its relationship with the McLaren Formula One race team. But really, only the ABS is missed–and how–as it takes a top-level racing driver to feather the brakes on this car in the wet or a panic situation. Even so, the savings in weight with all the electronics absent is huge: The F1 weighs a mere 2,500 pounds, vs. 3,230 for the Enzo.
For all that it “lacks,” the car does incorporate active aerodynamics, with a pair of lightweight fans that suck air from diffusers under the car so that no huge rear wing is needed to maintain stability at speed though a small tail spoiler does rise to lend some rear downforce.
Your greatest fear when driving an F1 is that the car is simply so good that it eggs you on to drive faster and faster, entering a performance fantasy land that can bite back when you exceed your own talents.
THE CHALLENGER: FERRARI ENZO—The Enzo is certainly Ferrari’s best effort in the supercar wars to date, but it still comes up second in the running for the fastest car title. Styled by Pininfarina, the Enzo is built to resemble a Formula One racecar, but without McLaren’s hell–bent–for–speed attention to maximizing power–to–weight. The result is that the Enzo tries too hard to merge the design of a road car with an open–wheeled racer, and at least to my eyes, the styling suffers, especially when compared to Ferrari’s previous efforts, the much more attractive F40 and F50.
As is now standard practice in most supercars, the Enzo’s chassis is made of carbon fiber, while the bodywork uses a combination of aluminum and carbon fi ber. Huge air intakes allow the Enzo to generate immense downforce, while a small retractable rear spoiler comes up at speeds in excess of 100 mph. The cab–forward interior sports lots of carbon fiber, a semi–automatic six–speed gearbox, launch control, and a variable damping suspension for luxury cruising.
The Enzo’s 6.0–liter, naturally aspirated V12 can rev to 8,000 rpm, yet 80 percent of its torque comes in at only 3,000. In keeping with the lightweight theme, its V12 is one of the lightest in the world at just 496 pounds. By comparison, the 427–ci engine in the Cobra weighed 680 pounds.
Stocked with all the latest high–tech gizmos adapted from its own F1 racing program, the Enzo is a techie’s dream. Advanced technology like stability control, electronic brake–force distribution, traction control, and ABS keep the car in check, making it more user–friendly than the McLaren. The Enzo also has a driver–controlled, up–down lift in the front, which takes the crunch out of getting in and out of driveways.
THE PERFORMANCE VERDICT—The numbers tell the story: While the stock F1 has a “mere” 627 hp versus the Enzo’s 650, and the McLaren must make do with 479 ftlbs of torque versus the Ferrari’s 485 (not to mention a redline of just 7,500 rpm for the F1 against the Enzo’s 8k limit), its smaller mass puts the McLaren out ahead. The Enzo is a leaden 717 pounds heavier than the F1.
The McLaren goes from 0–60 mph in 3.2 seconds; the Ferrari in 3.5 seconds. The McLaren’s 0–100 mph time is 6.3 seconds, while the Ferrari takes 6.6 seconds. And finally, 0–150 mph in the McLaren takes just 12.8 seconds while the Ferrari is a few tenths back at 13.1.
The Enzo’s front–end aerodynamics and many high–tech gizmos weigh the car down to the point that top speed is only an estimated 218 mph, well below the McLaren’s documented 240 mph. Yes, the F1 is still the fastest road car of all time, even with its decade–old technology.
While the F1’s mid– and high–speed acceleration easily beats the Enzo, a factor of its much lighter weight, all who have driven both cars will agree that the huge, state–of–the–art ceramic disc brakes of the Ferrari easily surpass the McLaren’s steel brakes.
The McLaren F1 was a successful attempt to build the best road car ever, regardless of costs, while the Enzo was always intended to make money for Ferrari, which it most certainly has. This, by its very nature, creates entirely different production criteria: While the build quality of the Enzo is good, the McLaren is simply perfect.
Exclusivity is in the F1’s favor as well, with only 64 road–going cars built, against 399 Enzos (plus six to ten pre–production prototypes that will eventually find their way into private hands). This makes the ultrarich buyer’s odds of meeting anther Enzo on the street versus meeting another F1 a healthy six–to–one, causing the Ferrari to seem almost “common.”
MONEY TALKS—Maintenance costs on both cars are staggering, though doubtless their owners are not concerned with the shop bills. An F1 will need a new clutch every 3,000 to 6,000 miles, at a cool $12,000. Its $25,000 fuel cell needs replacing every five years. A starter motor replacement is a 90–hour job, as the engine has to be removed, and that runs $12,000. Should you break the transverse transaxle, expect a $100k repair bill.
As for the Enzo, they are all still under warranty but soon enough that will change and many Ferrari service managers will go shopping for new luxury boats. Once off warranty, a full brake job with new carbon fiber pads ($2,300 front and $2,100 rear) and rotors ($7,400 each) will be in the $40,000 range, while a new clutch assembly should cost only a modest $6,000.
The ultimate test of the cars is, of course, the market. The first U.S.–spec Enzo sold on the private market brought $1,350,000, but prices have been dropping and the current “ask” is in the $1,150,000 range, while the actual ”sell“ is certainly less. In the next few months, almost every U.S.–spec Enzo is due to pass its one–year, “you–can’t–sell” date imposed by Ferrari, and I personally know of six owners who are planning on putting their cars on the market. This will only further drive down prices.
Only a few McLaren F1s change hands every year, with the last recorded sale at the Christie’s auction in London on Dec. 2, 2003, for $1,257,750. (See English Profile, page 48.) Christie’s sold another F1 for $961,875 on June 16, 2003. While the Enzo may have the market edge as of this moment, the F1 has clearly passed the test of time, and should appreciate, while the Enzo loses value, albeit slowly, for the next ten years or so. In the long haul, the difference in production numbers means the F1 will always be worth more than the Enzo. How much more? At least 25 percent, in my book.
Both the McLaren F1 and Ferrari Enzo are cars few ever see, let alone drive or ride in, not to mention own. While I’m a Ferrari guy at heart, it simply must be said that the F1 is the fastest, most expensive and most exclusive supercar I’ve ever had the opportunity to drive. And either would certainly be welcome in my garage.
F1 monster
07-28-2005, 12:53 PM
Very strange...I was just thinking about this article, not 20 minutes ago. I had remembered the fuss over the Enzo when it came out, and the article in Evo when Jamiroquai went to pick up his black Enzo at the Ferrari factory, and how he thought all his "arse-shaking" on the stage was worth it for rewards like the Enzo. That had reminded me of this article, which was an admission of the McLaren's superiority by one of the most die-hard Ferrari fans.
JK could have and should have bought a McLaren F1. Man, that Enzo is fugly.
JK could have and should have bought a McLaren F1. Man, that Enzo is fugly.
Peloton25
07-28-2005, 01:04 PM
A similar article was printed in the Sport Car Market review mag about a year or so ago. Recently it was revived into an online article over at FerrariChat:
http://www.ferrarichat.com/velostrada/issues/200507/01Sheehan-Enzo_Vs_McLaren.htm
I recall that the print article offered greater detail, but I agree that it's nice to have someone like Sheehan singing the F1s praises. I'm sure his words surprised many in the Ferrari community by not simply bowing before the Enzo and calling it god.
>8^)
ER
http://www.ferrarichat.com/velostrada/issues/200507/01Sheehan-Enzo_Vs_McLaren.htm
I recall that the print article offered greater detail, but I agree that it's nice to have someone like Sheehan singing the F1s praises. I'm sure his words surprised many in the Ferrari community by not simply bowing before the Enzo and calling it god.
>8^)
ER
SD F1
07-28-2005, 01:15 PM
Very strange...I was just thinking about this article, not 20 minutes ago. I had remembered the fuss over the Enzo when it came out, and the article in Evo when Jamiroquai went to pick up his black Enzo at the Ferrari factory, and how he thought all his "arse-shaking" on the stage was worth it for rewards like the Enzo.
He received an invitation to own one? l :banghead:
"this car has taken control of me..." Thats funny!
I had no idea he was a car guy.
WG
He received an invitation to own one? l :banghead:
"this car has taken control of me..." Thats funny!
I had no idea he was a car guy.
WG
F1 monster
07-28-2005, 01:21 PM
JK is a HUGE car guy. He uses them (and loses his driving privileges) regularly too!
SD F1
07-28-2005, 01:24 PM
i remeber not long ago , i found this article on the web (Just to share it)
I appreciate the Enzo. We had one in the Ferrari/ Maserati in La Jolla. The owner, a bi-coaster, said he liked the car but he would definately be selling it! The front nose assembly has a "wing" for DF that is not readilly apparent in most pictures and the mere length of that assembly makes the car difficult to navigate on and off the main roads (scrapes a lot going into and out of parking lots whereas the F1 takes speedbumps and raised ground with grace (witnessed #015 take relatively high speedbumps with no problem at all). The Enzo was aalmost a year old and looked like it needed a facelift under the nose.
I would definately date the Ferrari, but my heart belongs to the F1.
WG
I appreciate the Enzo. We had one in the Ferrari/ Maserati in La Jolla. The owner, a bi-coaster, said he liked the car but he would definately be selling it! The front nose assembly has a "wing" for DF that is not readilly apparent in most pictures and the mere length of that assembly makes the car difficult to navigate on and off the main roads (scrapes a lot going into and out of parking lots whereas the F1 takes speedbumps and raised ground with grace (witnessed #015 take relatively high speedbumps with no problem at all). The Enzo was aalmost a year old and looked like it needed a facelift under the nose.
I would definately date the Ferrari, but my heart belongs to the F1.
WG
SD F1
07-28-2005, 01:26 PM
JK is a HUGE car guy. He uses them (and loses his driving privileges) regularly too!
Thats great! So many people buy them only to let them sit! What else does he have?
WG
Thats great! So many people buy them only to let them sit! What else does he have?
WG
teflon
07-28-2005, 03:44 PM
...The front nose assembly has a "wing" for DF that is not readilly apparent in most pictures and the mere length of that assembly makes the car difficult to navigate on and off the main roads (scrapes a lot going into and out of parking lots...
But the Enzo has a button on the steering wheel to raise the front end for just that reason.
Greg A
But the Enzo has a button on the steering wheel to raise the front end for just that reason.
Greg A
F1 monster
07-28-2005, 03:54 PM
Ason, Lambo Diablo, Porsche, Ferrari...sort of "regular" exotics, no Paganis or anything like that. He also trades them in fairly often. Look on the web, as I don't really know. His car obsession has been mentioned in a few magazines--I am sure you can google it.
FortuneF1
09-16-2005, 04:00 AM
i think its stupid that ferrari chose who could own an enzo, how arrogant are they, "our car is so great you cant have one unless we say you can" sorry the enzo isnt that great.
didnt they only offer them to people who already own a few ferraris? whereas anyone who could come up with a million bucks could buy the mclaren f1.
didnt they only offer them to people who already own a few ferraris? whereas anyone who could come up with a million bucks could buy the mclaren f1.
ArchangelGTR
09-16-2005, 11:19 AM
i think its stupid that ferrari chose who could own an enzo, how arrogant are they, "our car is so great you cant have one unless we say you can" sorry the enzo isnt that great.
didnt they only offer them to people who already own a few ferraris? whereas anyone who could come up with a million bucks could buy the mclaren f1.
That's not quite true. McLaren declined a sale to a particular sports figure.
didnt they only offer them to people who already own a few ferraris? whereas anyone who could come up with a million bucks could buy the mclaren f1.
That's not quite true. McLaren declined a sale to a particular sports figure.
rr_ww
09-16-2005, 11:27 AM
That's not quite true. McLaren declined a sale to a particular sports figure.
Im intrigued....
Makes me laugh though, the whole "Chosen" thing by Ferrari. Especially as funds permitting I could buy 2 within a 15 mile radius of my house. One Red one Black.
Im intrigued....
Makes me laugh though, the whole "Chosen" thing by Ferrari. Especially as funds permitting I could buy 2 within a 15 mile radius of my house. One Red one Black.
joe911
09-16-2005, 12:14 PM
An F1 will need a new clutch every 3,000 to 6,000 miles, at a cool $12,000.
This is nonesense. It's true if you're a mechanically unsympathetic clutz - and it may even be typical (what does that tell us) - but if you intend to drive an F1 regularly then learning to not abuse the clutch will help. More than 30K miles from an F1 clutch is possible.
This is nonesense. It's true if you're a mechanically unsympathetic clutz - and it may even be typical (what does that tell us) - but if you intend to drive an F1 regularly then learning to not abuse the clutch will help. More than 30K miles from an F1 clutch is possible.
FortuneF1
09-16-2005, 02:09 PM
That's not quite true. McLaren declined a sale to a particular sports figure.
who was declined? any way thats 1 sale, ferrari chose 399 owners of the enzo, and in order to get an enzo you have to already own a few ferraris, right? they have these stupid prerequisits. "if you want to own our car you have to this, this, and this, but not this, or this." ferrari sucks... great cars and all but the company sucks...
who was declined? any way thats 1 sale, ferrari chose 399 owners of the enzo, and in order to get an enzo you have to already own a few ferraris, right? they have these stupid prerequisits. "if you want to own our car you have to this, this, and this, but not this, or this." ferrari sucks... great cars and all but the company sucks...
amanichen
09-16-2005, 04:02 PM
who was declined? any way thats 1 sale, ferrari chose 399 owners of the enzo, and in order to get an enzo you have to already own a few ferraris, right? they have these stupid prerequisits. "if you want to own our car you have to this, this, and this, but not this, or this." ferrari sucks... great cars and all but the company sucks...In years past, ferraris were often bought as investments, or sold immediately for a healthy profit, which is something that Ferrari did not like. The 1 year lease period combined with the "approval" of owners by Ferrari guarantees that people who actually are Ferrari enthusiasts and are serious about owning one will have no problem securing an Enz. This helps steer away people who only take a passing interest or want to try to sell the car for a quick profit .
mclaren777
10-15-2005, 05:19 PM
Does a high-res version of this picture exist?
http://www.ferrarichat.com/velostrada/McLaren1Small.jpg
http://www.ferrarichat.com/velostrada/McLaren1Small.jpg
Peloton25
10-15-2005, 06:12 PM
Certainly someone has it. You could try emailing Sheehan to see if he can share it, but I don't know how much success you'll have with that.
I made a larger version using the original, since the quality was high, but it's obviously not as good as the true original would be.
http://img.photobucket.com/albums/v482/Peloton25/McLaren%20F1/th_McLaren1Large.jpg (http://img.photobucket.com/albums/v482/Peloton25/McLaren%20F1/McLaren1Large.jpg)
>8^)
ER
I made a larger version using the original, since the quality was high, but it's obviously not as good as the true original would be.
http://img.photobucket.com/albums/v482/Peloton25/McLaren%20F1/th_McLaren1Large.jpg (http://img.photobucket.com/albums/v482/Peloton25/McLaren%20F1/McLaren1Large.jpg)
>8^)
ER
futilepursuit
10-15-2005, 09:25 PM
I had a little time to monkey around with the original image:
900x646 (http://www.futilepursuit.com/images/Mclaren/McLaren1Small-900x646.jpg) 200% (98.2k)
1800x1292 (http://www.futilepursuit.com/images/Mclaren/Mclaren1Small-1800x1292.jpg) 400% (250k)
Weird size to start out with. Sorry about the blur. There just isn't much to work with.
900x646 (http://www.futilepursuit.com/images/Mclaren/McLaren1Small-900x646.jpg) 200% (98.2k)
1800x1292 (http://www.futilepursuit.com/images/Mclaren/Mclaren1Small-1800x1292.jpg) 400% (250k)
Weird size to start out with. Sorry about the blur. There just isn't much to work with.
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