Model auta pro sběratele McLaren Senna Trophy Kyanos v modročerném laku vytvořený podle předlohy originálu designerským týmem v poměru 1:18 při věrném zachování detailu a kvality zpracování.

Úplně nová krabice. Skutečné gumové pneumatiky. Interiér s kobercem. Má otevírací dveře. Má řiditelná kola. Detailně propracovaný interiér, exteriér. Má funkční zadní spoiler. Rozměry přibližně d-10, š-4,75, v-2,75 palce. Model je vyroben z revolučního vstřikovaného kompozitu injection ABS composite (Acrylonitrile butadiene styrene - ABS).

For $958,966 plus taxes, McLaren gives you a car that runs the quarter mile in 9.9 seconds and has 1763 pounds of downforce for those 155 mph corners.

The Senna–the newest member of McLaren s Ultimate Series–is no doubt the most radical road car ever built in Woking. In fact, it would be hard to find a wilder product from any automaker that builds thousands of cars each year. And there is a lot more to the Senna than the pure figures, although I do need to hit you with some of those to start.

Thanks to its 789 horsepower V8, purposefully complex carbon fiber body and lack of a weighty hybrid system, McLaren s latest will catapult to 62 mph in 2.8 seconds. It will also reach a top speed of 211 mph, even when dropped to the ground in Race mode.

At speed, its active aero and new Pirelli Trofeo Rs can generate 40 percent more downforce and 30 percent more lateral grip than the P1 did. And when even that is not enough (and you happen to travel at 124 mph), its Brembo-developed CCM-R brakes can stop it 52 feet sooner than the P1 s Akebono brakes could put the hybrid to a halt.

Those monstrous 390mm x 34mm carbon ceramic discs take seven months to create, and McLaren remains very tight-lipped about why. What we do know is that the material is blasted with high temperatures while kept under extreme pressure, which changes its chemical structure. Then, the cooling vanes are machined into the disc, rather than molded. McLaren says these thinner, and therefore lighter discs have four times the thermal conductivity and are 60 percent stronger than conventional carbon ceramics. As well as the reduced unsprung mass, wear and fade, the list of benefits includes a drop of 302° F in average brake temperatures, and smaller brake ducts, which helps with the packaging. And to offer the ultimate in pedal feel, the brake boosters came off the P1 GTR. But it doesn t stop there.

As the Senna is the lightest McLaren since the F1, Woking went nuts with its lotusing. A shining example is that the six-piston brake calipers don t feature the raised McLaren logo seen on a 720s. Then came the bolts. McLaren went from an M6 hex head flange to a button head, saving 33 percent of the weight. Additionally, the Senna features center-lock wheels with nine spokes instead of ten. The former is another lightweight throwback to the F1 of 1992, while the latter uses less forged aluminum as a result.

Yet the dry weight of 2641 pounds was mostly achieved by stepping up the carbon fiber content and stripping the interior to the bare composite, literally. The Senna is a road-legal car, but only because McLaren intended to sell 500 units instead of a very few. Add the upcoming Senna GTR, which will be built in similar numbers to the P1 GTR, and the Senna s production run quickly surpasses the Bugatti Chiron s.

McLaren is taking charge of its carbon fiber production, and its new factory in Sheffield couldn t be at a more fitting location. Working together with the local university, neighbors include Boeing s Design Prototyping and Testing Center, and the plant where Rolls-Royce makes its titanium jet engine blades. The Senna s Monocage is right at home, serving as the base of McLaren s best fighter jet to date.

Made of 170 individual sheets, the Monocage III is the stiffest McLaren chassis ever. It features an upper structure and a double-walled rear assembly that also works as a built-in protective roll cage, while leaving just enough space for two crash helmets and race suits. Above those, the rear bulkhead can be specified with glass as a no-cost option, offering a view into the engine bay packing 789 horsepower at 7250 rpm.

In your mirror, a twin-turbo V8 tries to escape with every high-load gearshift. Codenamed M840TR, the engine is also good for 516 lb.-ft. from just 3000 rpm, or a peak push of 590 pound-feet between 5500 and 6700 rpm.

In order to squeeze 62 extra horses out of this one compared to the P1 s 3.8, McLaren went for an even lighter flat-plane crankshaft, pistons, and connecting rods. They also repositioned the dump valves, and put extra ion-sensors in all the cylinders to enable higher pressures and temperatures. Perhaps more importantly, the four-liter now breathes through a snorkel (hello F1 and P1... again!), which brings clean air directly into the shortened inlet system. The optimized manifold creates a higher flow rate ahead of the turbochargers, generating even sharper throttle response.

Naturally, more air needs more gas, and so the Senna comes with two high-flow fuel pumps. McLaren insists that this solution is still more efficient than a larger single unit would be, since the primary pump does most of the job, with the backup only joining in once you have really floored it.

Remember, this track-focused machine is still a 211 mph car, and one that runs the quarter mile in 9.9, on its way to 186 mph in 17.5 seconds. With a plate! Imagine what the BP23 will do, which is the other upcoming (and equally sold out) Ultimate Series car designed to be unattainable, comfortable, and probably, Koenigsegg-quick in a straight line.

The Senna is not about straight lines. It is about technical corners conquered by McLaren s quickest steering rack, later braking points with Brembo s best, and GT3 cars that just can t keep up. But despite all the active aerodynamics and suspension wizardry, this very much remains a Chapman-special, mostly thanks to the work put into those composites.

Because the aero features can be molded into the carbon, the Senna s Monocage and aluminum front and rear frames are covered mostly in single piece panels. The front fender weighs 1.45 pounds, which is a fraction of the 720S 4.8 pounds aluminum ones. The empty–and optionally transparent–doors weigh 21.7 pounds, powered by gas struts that are further away from the pivot, so they can be smaller and lighter due to the decreased load. The entire dash is a solid piece, while the seat shell weighs just 7.38 pounds due to being hollow, made using a ballooned molding process.

Then, there is the rear wing. It is hydraulically operated, capable of sweeping through 25 degrees from its maximum DRS setting to a high-downforce position between 0.3 and 0.7 seconds, depending on the car s speed. Over 1100 pounds of downforce comes from the complicated bookshelf alone, yet Eric Cartman could lift it up at 10.7 pounds.

It is part of the RaceActive Chassis Control II, which directs the hydraulic suspension together with some aerodynamic vectoring. Add the adjustable ride height and spring stiffness to the picture, and you have a ground effect car that can also shift the aerodynamic balance in all directions.

Of course the GTR-shaming wing is only the most obvious element of the airflow management. The dust particles s rollercoaster ride starts either at the front splitter, the active aero blades, the secondary fixed blades, or the slot-gaps located between the headlights and daytime running lights.

The splitter is actually a three-element front wing with a leading edge that is 5.9 inches longer than the front splitter of the P1, and three inches longer than front splitter on the P1 GTR. McLaren says its construction allows to optimize downforce not only in a straight line, but also during cornering. The front section can be easily removed and replaced, meaning any damage caused by large curbs at race circuits can be fixed without having to change the entire splitter. And damage, there will be, since the Senna drops by another 1.5 inches in Track mode.

The front of the flat underfloor features an intake sucking the car to the ground, venting at the base of the windscreen at the other end of an inverted Y-shape, splitting around the HVAC unit. The second elements directing airflow are the intriguing front aero blades. Symmetrically active, they work with the rear wing to maintain balance, helping the hydraulic suspension to keep the car level under all circumstances. During braking, they reduce downforce to stop the nose from diving by rotating to either direct air onto fixed aero blades set higher and behind them, or adjust to a shallower angle to eliminate that drag.

To help with the packaging of all those gizmos, the side-mounted radiators are replaced by a single, centrally mounted unit, fed by a central intake venting via two ducts in the hood. Additionally, a pair of front ducts just above the main intake guide air through the front clamshell to add to the downforce pot.

The final aerodynamic element at the front of the car is an air path located between the headlights and daytime running lights, made possible by splitting the headlamp cluster into two units. Which, as you have guessed, is 33 percent lighter than the P1 s, as well as more powerful with its 21 LEDs.

Noses dont get more open than this, but the same can be said about the Senna s backside. Once the front was glued to the tarmac, the air that passed through the narrow channel between the headlights and daytime running lights joins one of the most aerodynamically complex sections of the McLaren Senna. Together with airflow from the front fender aero ducts–which sit outboard from the active aero blade intakes–airflow is directed around the front wheels. This serves to calm the wake generated as the wheels turn during cornering, cleaning up the airflow that moves towards the rear. Large openings in the wheel arches serve to reduce turbulent pressure.

Airflow that exited into the front wheel arches, from both the active aero blades and the central front bumper ducts, is guided by a turning vane into sill-mounted intakes that feed the rear brake ducts and double diffuser. Attached to the doors are larger turning vanes than those of the P1. Mostly because everything has to be larger on this car than on the P1.

And speaking of enlargements, cooling for the engine and twin turbochargers is achieved via the largest intakes yet seen on a road-legal McLaren. To feed them, the airflow is sent over the top of the front clamshell and between the A-pillars and the wing mirrors to increase the speed at which clean air is driven rearwards into the side intakes. On top of all that, there is the snorkel, acting almost as a supercharger the faster you drive.

The rear clamshell features gurney flaps ahead of a succession of stepped louvers to direct air away from the rear deck and down the sides of the body. The resulting area of low pressure draws hot air out from the high-temperature radiators and engine bay, with the louvers ensuring that the airflow does not impact the efficiency of the rear wing. The slash-cut exhausts make a similar airflow contribution, negating any disturbance to the rear wing or rear diffuser.

In fact, the top-mounted active wing and the double diffuser are so effective that when McLaren used a GT3-spec wing with additional gurney flaps during early testing, they couldn t come close to the final product s downforce levels.

Don t think McLaren would bother grinding ounces off bolts without first throwing everything out of the interior. Visibility in the Senna might be just as good as in a P1, but the windows are partly fixed, and if you wish to see the ground and the sky above through some Gorilla glass, that is a few thousand dollars extra. That option feels like a must though, unless somebody is wiring a million to Woking with the aim of getting an all-black Batmobile.

While the half-drop side windows play a purposeful homage to the F1, the seats aren t wrapped in leather like in McLaren s first. Instead, they improved the circulation of air behind the driver s back by removing padding through cut slots. The only soft trim is around the airbags, which is a legal requirement. The rest is pure carbon, including the RND drive mode selector that moves with the seat.

Any button or rotary dial not directly related to going fast was moved to the roof panel, and the instrument cluster can fold itself down, just like in a 720S. With maximum engagement in mind, the air-conditioning and the eight-speaker audio system remained on the options list.

This advanced, yet extremely lightweight approach should make the McLaren Senna the fastest road car ever around a track.

The upcoming Senna GTR will push the limit even further, and if you don t fancy the design, try to get over that first impression. This is an uncompromising engineers car, and the design team had to fully respect that in order to reach the performance targets. They have never been set higher. The three-seater BP23 will be different. Less muscle, more class.

Sennas will take around 300 hours to build, and together with the 106 BP23s, these two new Ultimate Series cars should keep McLaren busy until they crack how to make an electric hypercar for the major league. The mule is out there already, but for them, the technology is not there yet. Think mid-2020s, and possibly, more seat padding.

Model je vyroben z revolučního vstřikovaného kompozitu injection ABS composite (Acrylonitrile butadiene styrene - ABS), což je termoplastický polymer v kombinaci se speciální směsí dalších látek zpevňujících chassis modelu. Kombinace skeletu modelu z kompozitu ABS a základní konstrukce z klasického die-cast materiálu vytváří modely nejvyšší kvality co do pevnosti, vysoké detailnosti, odolnosti vůči deformacím, kvalitního nástřiku bez kazů s širokým bezproblémovým použitím oteviraných částí modelu. Předčí tak i klasický model z resinu.

PLEASE NOTE: Due to the small edition size and the great demand for this item, allocations are expected to occur.

UPOZORNĚNÍ: TITUL JE VYROBENÝ V OMEZENÉM MNOŽSTVÍ JAKO UMĚLECKÝ PŘEDMĚT. UVEDENÁ PRODEJNÍ CENA JE PLATNÁ DO VYPRODÁNÍ TUZEMSKÝCH ZÁSOB.

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