The first car in McLaren’s F1 Certified restoration program is a historic stunner.
Among the pantheon of top-level sports-car-makers—your garden-variety Ferrari, Aston Martin, etc.—a common thread has emerged: Each one offers its own in-house verification services for its classic models, as well as restoration facilities. McLaren has recently caught on to this trend, forming its own “certification service” on par with Ferrari Classiche, Aston Martin Works, and Mercedes-Benz’s Classic Center. And the British supercar-maker has ginned up one hell of a way to promote its new service, by fully restoring an F1 GTR race car to like-new spec.
The McLaren F1 is one of the all-time great supercars, as excellent as it is rare—and the GTR examples are rarer still. This GTR in particular, chassis no. 25R, has both a substantive history and happened to be a prime candidate for restoration. After retiring from the circuit life in 2005 (a good long while after having served new in the 1997 24 Hours of Le Mans in Gulf-Davidoff livery), F1 GTR no. 25R hibernated in a Japanese collection until it found its way back to the U.K. in 2016. Its new owner, a longtime McLaren devotee, commissioned McLaren Special Operations to refurbish the car, a process that eventually slid into a full-blown restoration under MSO’s certification program. You’ll note that we’re a long way from 2016.
It goes without saying that the refurb was worth the undertaking, given how just 106 McLaren F1s were built, and only 28 of those were GTR racing-spec variants. F1 no. 25R is now good as new, having been brought back to life with new/old-stock parts that McLaren says it had in containers that hadn’t been opened in 20 years. It isn’t presently clear whether or not the first certified McLaren F1 GTR will find its way back to a track somewhere, sometime, but it will be displayed at the 2018 Hampton Court Concours of Elegance.
Earlier this year, Ford declared AN audacious conceive to move aloof from rider cars, instead focusing the whole complete on trucks, crossovers, and utility vehicles, together with the pony. That meant that whereas us would not get the main focus, it’d get the main focus Active, a lifted, crossover-y version that will be foreign from Ford’s works in China.
Unfortunately, that is not the case.
Thanks to new tariffs being placed on Chinese imports by the Trump administration, Ford is scrapping those plans, which means that the U.S. is going to be while not a spotlight for the primary time in nearly twenty years.
It’s strictly a business call. the main focus Active will be created in Europe, however, the margins are such commerce it from the European nation would not build any money sense. which means the loss of the main focus Active in America is only a casualty of the escalating trade war between us and China. Ford told Automotive News that even though the tariffs were backward, the corporation would not gybe and import the Active.
When reached for comment, a Ford advocator did not appear too involved with the modification to its future plans, telling the North American nation that Ford did not expect to sell over fifty,000 of the vehicles annually within the U.S. market within the 1st place, which implies that impact on sales volume would be negligible. which will sound sort of a ton of cars, however to Ford that produces the main focus Active “low volume.”
Ford is not at once abandoning all cars, of course. The pony is not going anyplace, whereas the fete can stick around a lot of} year and therefore the Fusion can soldier on for a couple of more subsequently. however, the main focus, as we all know it, is dead.
Perhaps more than any other automaker besides Tesla, Volvo has embraced the idea of autonomous cars. The latest manifestation of that enthusiasm is this 360c concept, an electric driverless pod designed to explore the possibilities of Level 5 autonomy—the highest tier, which requires no input whatsoever from a driver other than entering a destination.
And wouldn’t you know it, one of the key benefits is that freed of the responsibility of driving, we’ll be able to work more and commute longer distances. As Volvo enthuses, the 360c is “an autonomous driving, fully functional, connected, comfortable, mobile office space.” A key benefit is that it will allow workers to commute farther, as they will be “less reliant on proximity to cities.”
Besides being a mobile office, the 360c also can be configured for less productive activities such as napping. This function might be useful in autonomous cars’ other disruptive possibility: replacing short-distance air travel.
Before autonomous cars can seamlessly ferry snoozing travelers or laptop-engrossed commuters, however, some protocol needs to be established to get them to communicate their intentions to other road users, similar to the way human drivers learn to read signals from other drivers. With the 360c, Volvo proposes a means of communication via lights, sounds, and moving elements, which the company hopes all automakers can agree on in order to create a single industry standard.
What about the car itself? There’s little information given beyond the fact that it’s fully electric. The overall shape of the car almost appears to be unidirectional aside from two finlike wings at the rear. The images show gullwing doors; the seating can be configured so that passengers face each other, a deployable work table, or beds. Unsurprisingly, Volvo has addressed the safety concern of reclining passengers not being effectively protected by three-point seatbelts; the concept uses a “special safety blanket” that restrains passengers who are lying down.
Really, though, the design of the 360c seems to be the least important issue. That’s because Volvo is looking beyond automobiles. As the company says: “The 360c represents Volvo Cars’ vision for a future of travel” that “may allow Volvo Cars to enter new growth markets.”