McLaren Senna | Review, Specifications, Price and Competitors

Overview

The McLaren Senna is the latest limited-production supercar by McLaren. The car is a tribute to the famous racing driver Ayrton Senna. The mid-engined supercar is also a new addition to the McLaren Ultimate Series, joining the McLaren F1 and P1. 

The McLaren Senna has been revealed online by the company on December 10, 2017. There are rumours that the car will be officially revealed at the Geneva Motor Show 2018. The supercar will be hand-built at the McLaren Production Centre in Woking, Surrey, England. It is limited to only 500 units and at the time being all of the Senna have already been sold out. The price of the McLaren Senna is $1,003,950 but the last car was sold at auction for a whopping $2,670,000, more than double of its original price. How crazy is that? A car that has not yet been officially revealed is already sold out. Delivery is scheduled during the last couple of months of 2018. 

Who is Ayrton Senna?

Ayrton Senna, born on March 21, 1960, was a Brazilian racing driver who won three Formula One World Championships for McLaren in 1988, 1990 and 1991. He is widely known as one of the greatest Formula One drivers of all time. Ayrton Senna also holds the record for the fifth most Formula One Grand Prix wins (41 in total). Sadly, he died on May 1, 1994, as a result of his car crashing against a cement barrier during the 1994 San Marino Grand Prix at the Autodromo Enzo e Dino Ferrari in Italy. Read more about Ayrton Senna here.

Specifications

Designs

The design of the McLaren Senna has been receiving a lot of negative criticism since the company revealed it online but this is not what matters to McLaren apparently. The makers of the car had only one vision in mind, to make the car as quick and lightweight as possible. If you take a close look at the car, you will see that each curve, each vent and each bolt has its specific function. The car is built to be completely functional. The car has dihedral doors just like the McLaren F1 and P1. Believe me, it is a car that will make you fall in love with it the more you see and know it. 

Exterior

The exterior of the McLaren Senna looks very menacing. The car is largely based on the McLaren 720s as it is using a modified version of its carbon-fibre monocoque. Its large double-element tilting rear wing acts as airbrake also. The roof scoop is inspired by Formula One racing cars. The Senna has air-intakes everywhere. The front and side air-intakes improve the car's aerodynamics greatly. The car is very low to the ground, giving it lot of downforce. The car also has a triple exhaust outlet, making the car looks angrier. The McLaren Senna is using the new generation Brembo carbon ceramic brakes as well as new set of central-locking alloy wheels wrapped in Pirelli P-Zero Trofeo R tires. It weighs only 1198 kg (2641 lb). You can also get the car with the optional see-through glass panels in the doors for greater visibility and to further reduce the weight of the car. 

Interior

The interior of the McLaren Senna is also designed to save weight. Inside the car, there is exposed carbon-fibre everywhere. The seats can be either upholstered in Alcantara or leather, as per customer's choice. Behind the two seats, expect to find enough space for two helmets and race suits, keep in mind that it is a weight-saving car. The interior to a great extent resembles the interior of the McLaren 720s with some modifications added to it. On an overall, the McLaren Senna has a good amount of visibility except at the back, where the large two-element wing blocks some of its rear visibility.

Engine

The McLaren Senna is powered by a 4.0L Twin-Turbocharged V8, the same as in the McLaren 720s but with some modifications to it. The engine makes 789 hp and 590 lb-ft of torque to the rear wheels (RWD). The car has a seven-speed dual-clutch transmission. Due to its light-weight body, the Senna will do 0-62 mph (0-100 km/h) in only 2.8s and it will cross 124mph (200 km/h) in 6.8s. The car will do a quarter mile in 9.9s. The McLaren Senna has a top speed of 211 mph (340 km/h). Unlike the P1, the Senna uses only gasoline.

Competitors

Ferrari Laferrari

The best competitor to the McLaren Senna is none other than the Ferrari Laferrari. The Laferrari has a 6.3L V12 with a 161 hp electric motor, altogether producing 789 hp and 520 lb-ft of torque. Like the McLaren Senna, it uses carbon-fibre monocoque, Brembo carbon-ceramic brakes, seven-speed dual-clutch transmission and it is rear-wheel drive (RWD). However, the Laferrari will reach 62 mph in just 2.4s, 0.4s faster than the Senna and it will reach 124 mph in less than 7s. The Laferrari will reach a top speed of 217 mph (349 km/h). The car weighs 1255 kg, a bit more than the McLaren Senna. Inside the car, there are lots of exposed carbon-fibre just like its competitor. 500 units were ever produced and the last one was auction for $7M to help those affected in Italy earthquake. The Ferrari Laferrari usually costs around $1,420,000.

Porsche 918 Spyder

Another great competitor to the McLaren Senna is the Porsche 918 Spyder. The mid-engined naturally aspirated 4.6L V8 with additional two electric motors was produced between the year 2013 to 2015. 918 units were being produced at that time and all were sold out. Prices start at $845,000 and some even pay $2.4M to get the Porsche 918 Spyder in their garage. Let's talk numbers now. The 918 Spyder has 887 hp and 940 lb-ft of torque (V8 and two electric motors combined). The car uses a seven-speed PDK dual-clutch. It is a rear-wheel drive car and the front electric motor powers the front wheels. The 918 Spyder will accelerate from 0 to 62 mph in 2.8s, the same amount of time as the McLaren Senna and it will reach 124 mph in 7.9s. The car has a top speed of 217 mph (350 km/h). The Porsche 918 Spyder weighs between 1634-1704 kg (depends on what options you are getting). Inside the cockpit, expect to see a mix of car-fibre and leather or Alcantara. The inside of the Porsche 918 Spyder is a bit more luxurious than its competitors as the latter focused much more on weight-saving.

Well, there you have it the full review in-depth review of the new McLaren Senna and its competitors. Let me know in the comments section below your thoughts about the McLaren Senna and if McLaren has done justice to Ayrton Senna by naming the car after him. 

2017 Mazda MX-5 Miata RF: 5 Important Feature You Should Know About This Car

Mazda isn’t going to build a coupe version of its iconic MX-5 Miata roadster, so please stop asking. What it will do is try to dip back into the nearly 50/50 split it had on the previous-generation Miata between soft-top and power-retractable hardtop models by way of the Mazda MX-5 Miata RF. Those two letters stand for ‘retractable fastback,’ and signal to buyers that this unique take on open-air motoring is as close to a fixed-roof Miata as you’ll find in the automaker’s current showroom.

Not quite a coupe and certainly not a traditional convertible, is the RF charming enough to attract the same level of interest from Miata buyers as the now-departed PRHT did? Check out these 5 things you need to know about the 2017 Mazda MX-5 Miata RF. 

1. Stunning Looks, With The Top Up

The only Miata ‘coupe’ to ever leave the factory was based on the second-generation NB version of the car, a concept vehicle that most recently made the rounds of the show circuit in a bid to drum up excitement for the RF’ launch. Without a doubt, the 2017 Mazda MX-5 Miata RF is a far better looking automobile from almost every angle – as long as the top is in place. The flying buttress design of the car’s rear pillars, its deeply-inset rear glass, and the smooth curve of its roofline work perfectly with the rising rear fenders and the curled-lip of a deck lid (no surprise given that the retractable fastback concept was in the mix from the very beginning of the latest Miata’s development). My Club model also rode on distinctive BBS rims hiding red Brembo calipers, both of which played nice with the car’s Machine Gray Metallic paint.

With the top open the esthetic gets a bit more muddled. Seen head on or from the back the car makes a decent enough impression, although the glass wind-breaker sitting under the roof arch is somewhat busy. In profile, however, the MX-5 Miata RF looks stubby somehow, almost unfinished. Short-wheelbase targa-style designs like this one always remind me of the Honda Del Sol or the Fiat X1/9, vehicles whose proportions just didn’t feel like a good match for the two feet of open air above the cockpit. It’s not an ugly car with the roof open by any means, but the difference in grace and form between coupe and convertible modes is noticeable.

2. Just As Exciting To Drive As The Soft-Top Miata

The Mazda MX-5 Miata is one of the most fun-to-drive automobiles on the market, and the RF does nothing to appreciably dilute this reputation in a street setting. With a lightweight design (just over 2,400 lbs as tested), a 155 horsepower, 2.0-liter four-cylinder engine, and a friendly chassis, the MX-5 Miata RF can be run through its six forward gears with relative abandon, generating thrills while staying within legal speed limits. My tester came with a manual transmission, but there’s a six-speed automatic also available for those who want to enjoy a more relaxed Miata experience. You’re looking at 60-mph from a standing start in just a tick over six seconds, but you owe it to yourself to unleash the RF on curving secondary roads rather than just blast around in a straight line. The new hardtop model features improved electric power steering tuning (my biggest complaint with 2016’s soft top) and slightly revised suspension tuning to deal with what I’m about to discuss in the next section. 

3. Heavier And More Complex

Why did Mazda update the MX-5 Miata RF’s swaybars and rear springs? Because it’s heavier. Not monstrously so, of course – 113 lbs – but all of it can be found in the vehicle’s retractable roof panel mechanism, which operates automatically at the touch of a button. There was a weight difference between the soft top and power-retractable hardtop Miatas from the previous generation too, albeit a more modest (77 lbs) one, so this isn’t new territory for Mazda or its customers (and in fact the new roof mechanism borrows substantially from the PRHT).

Still, it gives me pause. Part of the fun of the Miata has always been its vociferous dedication to remaining lighter than almost any other roadster on the market, a trend that continues in 2017 with the astonishing sub-2,300 lbs curb weight of the base MX-5 roadster. The RF is a step in the other direction, its roof a conceit that is not only significantly more complicated in its operation than the unclip-and-toss-back manual soft top, but one that adds weight in pursuit of style and, perhaps, some foul weather fortitude. Despite driving nearly the same, spiritually, the overall RF design decision feels somewhat un-Miata to my sensibilities.

4. RF Design Accentuates Tight Cockpit Feel

One last weird bit of a disparity between roadster and the RF is something I hadn’t anticipated. With the roof up, the MX-5 Miata RF’s cabin feels reasonably-sized, at least for my 5’9″ frame (and it offers the same 4.9 cubic feet of trunk space as the soft-top). Once the roof panel has been auto-magically stowed, however, I couldn’t help but feel hemmed in by the buttresses towering directly above me. The sensation was a strange one that had the net effect of shrinking the cockpit around me and making me acutely aware of its dimensional limitations, in direct contrast to the free and open vibes found in the standard Miata.

5. Is It Worth The $6,640 Price Boost?

The most affordable version of the 2017 Mazda MX-5 Miata RF starts at $31,555, which works out to roughly $6,640 more than what you’d pay for the entry-level version of the soft-top. It’s not an apples-to-apples comparison, however, because the RF starts at Club trim, which actually represents the mid-tier version of the standard roadster. Club versus Club, you’re still paying a premium, but it’s a more manageable $2,755.

Still, you’re going to have to shell out more for the RF model, which means you’ll really have to want it to justify spending the extra cash on a car that’s heavier and offers a somewhat more restrictive cabin than its across-the-showroom-floor sibling. Yes, the car looks amazing with the top up, and sure, it adds an extra degree of winter capability to the Miata that’s perhaps missing from the soft-top, but spiritually it’s a lot farther from the power-retractable hardtop model that it would at first seem. It remains to be seen whether the PRHT crowd will flock to the RF, or if will attract a new breed of Miata customers.

Were it my money, I’m split: the RF’s top-up charisma is undeniable, but once it’s down I vastly prefer the open feel of the original roadster design.

Ford Just Added Line-Lock (Burnout) Feature to All 2018 Mustangs (See Video)

Ford’s electronic line-lock system—one of the coolest features of the Mustang GT—expands to the entire Mustang lineup for 2018, from the entry-level turbocharged 2.3-liter four-cylinder Mustang EcoBoost with a six-speed manual transmission to the 5.0-liter V-8 Mustang GT with the new 10-speed automatic transmission. In previous years, line lock was limited to the V-8 Mustang GT.  

Line lock works by automatically applying the Mustang’s front brakes so that the driver can floor the throttle and burn rubber for up to 15 seconds. In theory, the feature is a tool for Mustang customers who drag-race their vehicle, as the ability to perform a brief burnout warms up the rear tires and improves traction at launch. In practice, though, we predict line lock will be used to perform smoky burnouts for excited crowds.

As the video below shows, activating line lock requires scrolling to the Track Apps menu within the Mustang’s gauge-cluster display screen. Mustangs with the new-for-2018 optional 12-inch digital gauge cluster additionally can show a graphic of a spinning and smoking tire that displays when line lock is engaged. Look for the 2018 Mustang to reach Ford dealerships later this year.

Mercedes-Benz E-class Cabriolet(2018 ) First Test Driving Review

There’s something intrinsically hedonistic about a convertible. They’re impractical in many climates, often too small inside to comfortably accommodate rear-seat passengers, and usually more expensive than their coupe or sedan siblings. Still, from To Catch a Thief to Thelma & Louise, they’ve captured the collective imagination as the vehicle of choice for those looking to evade the authorities andhave a good time doing it. Mercedes-Benz probably doesn’t imagine that the drivers of its new E-class cabriolet will ever find themselves on the lam. But by chopping the top off its thoroughly respectable E-class coupe, it is surely hoping to inspire the serene smiles (Grace Kelly) and joyful cackling (Thelma and Louise) that can only come from feeling the wind in your hair.

Sisters from the Same Mister
With two-door E-classes having moved from a C-class–intensive architecture to one shared with the E-class sedan, the new E cabriolet is 5.0 inches longer and 2.9 inches wider than the previous model, creating more passenger space. The most important result of that increase is a genuinely usable rear seat. Four average-size adults can happily coexist in the droptop E400, provided the roof is open and the trip is of a reasonable length. The two rear seats can even have heated cushions, a luxury plenty of four-door sedans don’t offer. 

This newest member of the E-class family shares most of its innards with the also new E-class coupe, including its twin-turbocharged V-6 with 329 horsepower and 354 lb-ft of torque. That engine pairs with Mercedes-Benz’s familiar nine-speed automatic and, as in the coupe, can be had with rear- or 4MATIC all-wheel drive. The twin-turbo V-6 has exactly as much power as this largish droptop needs and not a bit more. A more powerful option—say, an AMG variant—would be welcome, but none currently is offered; the V-6 E400 is the only available cabriolet model.

As it is, the all-wheel-drive E400 4MATIC convertible we drove wafted easily through cities, over hilltops, and past right-lane laggards. It even held its composure through tightly curving mountain passes, but it’s much more at home on fast sweepers than in tight hairpins. The steering is accurate but provides little feedback from the road—although this car’s buyers likely won’t mind. The nine-speed occasionally lurches through its lower gears when accelerating from a crawl in city traffic, but otherwise it’s above reproach.

The same coil-spring suspension and adaptive dampers found in the E400 coupe are standard fare in the convertible. Eco, Sport, Sport+, and Individual modes allow the driver a measure of control over ride firmness, transmission programming, and throttle response. We drove a vehicle outfitted with the optional air-spring suspension, which also adds a Comfort setting.

Comfort mode is perfect for around town, with its welcome delivery of hovercraft-like isolation from the road. The E-class comes standard with 18-inch wheels, while 19-inchers are optional. Either way, the ride is silky smooth. If the path ahead turns winding, Sport mode adds an additional measure of control to limit the body’s motions. More aggressive drivers may enjoy Sport+, but we found its increased engine noise, sharp shifts, and touchy throttle response altogether out of place here.

The many similarities with the E-class coupe don’t prevent the cabriolet from feeling like its own animal. There is a trick windshield header, dubbed Aircap, from which a wind deflector rises to reduce buffeting. Mercedes has stiffened the front end and the floor to prevent body flex, and its acoustic engineers earned their keep with the multilayer power-folding fabric top; with the top up the cabin feels like a cocoon. Then there is the crown jewel of Mercedes-Benz’s convertible technology: Airscarf. Happily back on the menu after a brief absence due to a patent lawsuit, it blows warm air through vents in the front headrests, allowing those in cold climates to extend convertible season late into the fall. During our drive on a 90-degree afternoon, however, we wondered why Mercedes hasn’t routed cool air through those vents, too.

S-class Amenities
This new E-class can be equipped with so much technology and so many luxury features that the uninitiated may mistake it for an S-class. The seats are wrapped in heat-reflecting leather as standard, while nappa leather is available. Two of the several available interior trims feature natural-grain wood. Adjustable, 64-shade ambient lighting, an aromatherapy system, and massaging seats are on the options list, too. A package of optional active-safety technology allows the E-class to cruise autonomously for brief stretches—say, a minute or so—before it requests that the driver put a hand on the wheel.

The end result of the E400 cabriolet’s supremely competent engineering and cosseting appointments is a vehicle that a middle-aged Bertie Wooster might take to his summer home—agile enough to beetle through a hilly countryside but still befitting drivers of a certain status. Of course, this sort of transit comes at a price, and we won’t know the tally on the luxe options until closer to the car’s late-2017 release date. Still, there are few true four-seat, luxury convertibles. We’d recommend a droptop S-class, but it’s summertime, so the leisure class is in Saint Barthélemy and not reading this review. For the rest of us, the E400 cabriolet is all the luxury convertible we’d need. 

Specifications

VEHICLE TYPE:front-engine, front- or all-wheel-drive, 4-passenger, 2-door convertible

ESTIMATED BASE PRICES:E400 Cabriolet, $66,000;
E400 4MATIC Cabriolet, $69,000 

ENGINE TYPE:twin-turbocharged and intercooled DOHC 24-valve V-6, aluminum block and heads, direct fuel injection

Displacement:183 cu in, 2996 cc
Power: 329 hp @ 6000 rpm
Torque: 354 lb-ft @ 1600 rpm

TRANSMISSION:9-speed automatic with manual shifting mode

DIMENSIONS:
Wheelbase: 113.1 in
Length: 190.0 in
Width: 73.2 in Height: 56.2 in
Curb weight (C/D est): 4400-4500 lb

PERFORMANCE (C/DEST):
Zero to 60 mph: 5.0-5.3 sec
Zero to 100 mph: 13.1-13.9 sec
Standing ¼-mile: 13.5-13.7 sec
Top speed: 130 mph

FUEL ECONOMY (C/DEST):
EPA combined/city/highway: 24-25/21-22/29-30 mpg

Aston Martin DB11

 Once again, Aston Martin does not disappoint.
This is a stunning looking car. As it should be.

Not sure about the specs yet, but we are talking about a 5.4 Liter V12. So, plenty of power.
And cachet.

They took a few chances with the design, like their version of the currently popular "floating roof".
But it seems to be working.

A true Aston Martin for the 21st Century.

Looking at this picture, I can't help wondering about this non existent front bumper.
I mean, the hood part sticks out more than the lower "bumper" part.
Have regulations changed that much?

Same thing with the rear where the trunk opening seems to stick out further than than the rest of the car. (Which I have seen in countless SUVs over here. And even some hatchbacks)

So they don't need any bumpers anymore?

GMC Yukon Denali XL Test Drive

The current Yukon/Tahoe/Suburban might be only a little over 2 years old, but they are already super popular.
Around L.A, they are pretty much everywhere.

Last year, GM sold over 152000  Tahoes/Suburbans, and over 71000 Yukons/Yukon XL.
Which is quite amazing.

They also seem to have replaced the TownCar as the favorite choice as a luxury ride to the airport.
(Or to the local Sleazy Hollywood "PullDown" club)
And they do look quite handsome. In a big brick sort of way.

The interior is nice too. Although I am still not sure why they still use the old 70's style column shifter. (Obvious cost saving?) But I got used to it pretty quickly. Even though it does cheapen the whole interior feel and look.

That interior is otherwise pretty nice.
 But, there are still a few cheap plastic bits here and there.
And the fake wood does a great job at... looking fake.

The Bose stereo sounded really good. But the interface got quite annoying a few times.
Like going back to shuffle without being asked to do so. Or just stop playing stuff altogether. etc...

The seats were surprisingly flat and hard.
(Quite a surprise to me since most GM seats are now really good)

Here is a shot of that beautiful "wood like thing".

And, of course. It is super roomy. Front and back. Even the 3rd row seats.

And the back in the long version (Similar to the Suburban) has a huge truck. And a giant space when all the seats are flat.
(That's pretty much the point of getting something that huge isn't it...)

On the road, it is, of course, very quiet.
But, the big 6.2 Liter V8 wasn't as super smooth and quiet as the smaller 5.3 Liter unit available in its Tahoe twin. (or the regular "non Denali" Yukon)

The new 8 speed transmission is mostly fine. But can also be a bit rough at really low speed around town.

The 6.2 Liter Yukon is rated at 14/21 MPG for the 4WD version I had for a week.
I could only get 12MPG in the city. And I was trying very hard...
But got 23 on the Highway.

The ride is pretty smooth, but not as isolated as I thought it would be.
It always lets you know that, no matter how much money you spent, this is still a truck, not a car.

Talking about price, the Denali version I had was priced at $78 825.
Which included about $8000 worth of options.

For my money, I would skip the Denali altogether and get the regular Yukon.
You can still get la loaded version with leather, sunroof etc... And the smoother 5.3 Liter engine
And save around $15 000.

This is something I had to try.
The "Camping in the Yukon" night. And it works. There is more than enough room behind the front seats for an inflatable mattress for 2 people.
And all the extra stuff you need for a cool camping night by the beach.

And with a total of 3 screens, it was a great way to watch the Larry Sanders show again.

2017 Honda Odyssey?

Just a few more pictures of that Minivan prototype spied in the L.A area.

I was told it was the next Honda Odyssey. Which does make sense.
So I guess next year's big news will be the battle of minivans, between the new Odyssey and the new Town & Country...

Hollywood sight

 I saw this in the streets a few days ago. Just south of Sunset Blvd.

A very rare, but sad sight indeed.
An old Lotus Elite. Hadn't seen one in... well, I'm not even sure I've ever seen one in real life.

It was produced from 1974 to 1982. This one has the side markers, so it was (is?) a US model.
Seems like they only made 2535 of these. So this is a rare car.
It's really too bad to see it in that shape.
Although I do understand something like this must be quite expensive to fix.
But, it's obviously still running!

This is what it is supposed to look like.

Quite a crazy design for its time. Although, I do remember many really modern (crazy) british designs from the 70's.
Like the Rover 3500 or the Austin Princess (Anyone remembers that one?) were great designs that, I think, still look modern today.

Alfa Romeo 8C Competizione

V8 / 4.691 cc / 450 PS / 347 lb/ft (470 Nm) @ 4.750 / 0 - 62 mph (100 km/h): 4,2 s / Vmax: 182 mph (293 km/h)

(click images for a larger view)