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how much is mclaren f1 worth Post Review

1 of 106 ever produced and a car that I never thought I would see in person. Say hello to Canada’s only registered McLaren F1, and yes, it is Québec plated..How much is it worth? To give you an idea, Rowan Atkinson (a.k.a. Mr Bean) sold his twice-crash… https://ift.tt/2J7abT0

Let's play a game. How much is this McLaren F1 with 2,800 miles worth? http://bit.ly/1UlYyp6

How much is this #McLaren F1 worth? Get my thoughts in today's article. BTW it's heading to an auction next month.

@McLarenF1 How much is that steering wheel worth?

How much is he worth?

;O How much is Kimis 2006 Mclaren F1 car spoiler worth? f1 2006

how much is mclaren f1 worth Q&A Review

How much does it cost to re-engineer, customize and improve a Mclaren F1 GTR, e.g adding auto manual transmission?

The McLaren F1 GTR is a somewhat rare and expensive car… less than 30 exist and they change hands rarely. If you have one - congratulations!!! Do you want a new best friend?? :) If you have one you would also know the McLaren factory personally and wouldn’t need to ask this question on Quora… but for the sake of discussion (which is after all what this forum is for) lets say you wish to acquire one and then modify it. Firstly find one for sale… difficult as they don’t often change hands… transfer an eight figure sum to the previous owner (you won’t get an F1 GTR for under $10M)… then take it to the McLaren factory and ask them to put the gearbox from the 720 into it. IF they agree… hand over a cubic truckload of cash and prepare to drive your modified car… which is now worth less than you paid for it because it isn’t original. In short multiple millions is the answer (which isn’t an issue if you can afford one in the first place!!).

How much slower (if slower) will the 2018 F1 cars be than the 2017 ones, due to the ban of shark fins and the wings?

Over the 2017 season, the leading F1 teams will improve their cars by 1 to 2s per lap. These teams spend $100+Mil/yr on R&D and inseason development. The leading teams will bring upgraded parts (and experimentalparts) to every race. The Sharkfins & the T-wings are probably worth 0.3s per lap, depending on the track. They are supposed to direct the air onto rear wing & create stability. But they also create extra drag. Red Bull ran the first few races without the T-Wing, and McLaren ran without one in last weekends British GP. So the benefit is marginal. In short: the Leading F1 teams will improve their cars by up to 2s per lap over the 2017 season, while banning the shark fins & T-wings will slow the cars down by up to 0.3s. So the 2018 cars should be quicker than the 2017 cars.

How do Formula 1 teams generate any revenue in the sport? It seems crazy to me how so much money can be spent, and still survive.

The finances for F1 teams are complicated, even though the entire sport of F1 itself is owned by one company—Liberty Media. Of course, each of the 10 competing F1 teams is it’s own separate business, but the sport itself—the races and the overwhelming amount of money F1 teams earn—-comes from Liberty Media, a US media corporation. The range of total income each of the 10 teams earn varies by a factor of 2X. The top teams—Mercedes, Ferrari, and Red Bull—earn the most, while newer and less winning teams like Haas and Racing Point, earn the least. An F1 team can spend $500 million USD a year or more—and yet still turn a profit because, as you can see, F1 is a very, very big business with a very big, international footprint. In 2018 Liberty Media reported that it’s F1 business unit took in about $1.9 billion USD for the year of 2018. After paying for sport-wide expenses—including F1’s meager support for the F2 and F3 race series—that left half, or about $920 million USD, to be split as prizes, bonuses and revenue sharing among the 10 F1 teams—and split not so evenly, as it turns out. The income the sport of F1 takes in comes from 3 big buckets: advertising and sponsorships, television and digital rights, and race income. Advertising and sponsorships come from ads placed on TV broadcasts, in race programs, and around race courses—watching an F1 race, did you notice that Heineken is a sponsor? Television and digital rights are a big pile of dough because F1 is a very popular sport around the world, especially with upscale viewers advertisers want to reach. So country by country F1 sells TV (and some radio) rights, which are big ratings in Europe and Asia in particular. Digital rights are becoming a bigger deal, especially as F1 develops its own F1 Pro TV business, selling annual cable / internet subscriptions for race broadcasts and other coverage. In the US an annual F1 Pro TV subscription is $80 a year, and is good for all 21 races, plus access to an archive of races and sports reporting. There are about 1 million subscribers as of early 2019. Race income is F1’s share of revenue from the race events themselves. The race promoter—not F1—produces the race, and pays a fee to F1 to bring their race to a particular track. Tickets are sold to the public, and F1 gets a share of that revenue either directly or through “race fees” paid by race promoters, which can be $20 million to F1 for a single race. Over the year it amounts to half that per race, or something like $200 million USD. Race income also includes souvenirs, programs, as well as luxury box income from F1’s Paddock Club, plus any miscellaneous subsidies from governments paying for F1 to come to their country and race (yes, this happens, apparently.) The $920 million USD to the 10 teams is split according to bonus pools that range from race prizes, to “legacy” payments for being in F1 for at least two years (and in the case of Ferrari, just being Ferrari is worth about $70 million a year in a legacy bonus.) There are bonuses for goals for individual teams (Mercedes winning 3X as World Constructor Champion, for example) and even a few bonuses simply paid out equally to each team—what a concept! But the payouts vary widely from team to team—from Ferrari’s $250 million USD to Haas’ $35 million USD in the 2017 splits.. So however much, that F1 race income is just the first $100—$300 million USD in income for an F1 team. There’s a bucket called “team sponsorships,” which is all the logos stamped on the team livery of cars, overalls, uniforms, team hospitality suites, and all that stuff fans buy: hat, tee-shirts, windbreakers, model cars, etc. etc. The top sponsorship for an F1 team can cost $25 million — $50 million USD a year. Some sponsors give some or even all of their sponsorship dollars in goods and services. UPS for example, sponsors Ferrari, and handles all the shipping for Ferrari, both as an F1 team, as well as other racing series, and even their sportscar business. The bigger teams also get income leasing engines to the smaller teams. Mercedes leases engines to Racing Point and Williams, and that revenue also includes parts, services, and spare engines. Some teams, especially at the bottom of the F1 food chain, collect “sponsorship” money that their drivers being with them. Robert Kubica, who as of 2019 drives for Williams, is a legend in his native Poland, and has a sponsorship worth a rumoured $10 million a year to Williams from Polish national oil company PKN Orlen. Lance Stroll, who drives for Racing Point, is the son of Canadian retail billionaire Lawrence Stroll—who bought Racing Point last year, and currently serves as CEO. How much is the Stroll family “sponsorship” worth? Every driver learns to hustle sponsors, beginning when they’re 10 years old in karting. Kartigin is the entry racing that produces almost all F1 drivers. Sergio Perez of Racing Point famously hustled Mexican billionaire Carlos Slim when Perez was just a 14 year old racing in go kart races across Latin America. So it’s not surprising that World Champ Lewis Hamilton brings a bushel basket full of sponsors to the Mercedes F1 team—Monster Energy Drinks, for example. Why not? So that’s almost all the buckets of money an F1 team can earn to survive. There’s one final additional bucket, and it is painted gray. It’s a bucket that’s the source of a lot of consternation inside the teams and outside. The gray bucket could be called “shared services,” which are services F1 teams receive from the bigger corporations they belong to—Mercedes Benz, Ferrari, McLaren. It’s a gray bucket of money because it’s hard to tell how much shared services cost, and it’s doubly hard to assign those costs directly to a single entity like an F1 racing team. Shared services come to F1 teams like Mercedes, Ferrari, and McLaren that are a part of much more robust businesses bigger than F1. Mercedes Benz the consumer car company is 100+ times bigger than the Mercedes F1 team (about $90 billion USD versus $600 million USD. So it’s easy and simple for Mercedes Benz to make services available to Mercedes F1 like use of Mercedes Benz data centers, factory real estate, financial, credit and human resources, and even marketing budgets. Data centers are a special sore point today because of the vast amounts of data F1 cars and race tracks spit out every nanosecond a car is running. Let’s say you’re Mercedes F1 and it’s Friday practice at a grand prix race. You run your cars for a few hours using all the different tyre compounds, and at different speeds and different weight loads. You ship all that data to a Mercedes Benz run data center in the UK and crunch the numbers overnight. The following day all that data has been fed through 10,000 simulated runs around the same course, spitting out the pros and cons of every possible setting and every possible tactic and strategy. Haas F1, on the other hand, can only run maybe a dozen simulations with their small computing footprint. Who wins in a race like that? The rich get richer—and the F1 team may not even have to pay for the use of the data center, or it will pay a much reduced cost, hidden as a “shared service” with the bigger corporation. It’s been estimated that the F1 teams with the biggest budgets—Mercedes and Ferrari—each have budgets of more than $500 million USD. They still earn a profit because of the way the deals in F1 are stacked—the winners get richer, and who doesn’t love a winner, right? For Haas and other small, lean F1 teams they’ll just have to keep climbing the difficult ladder of bonuses. And wait for 2021, when F1 promises a new set of rules that will be fair to all the teams. Well see, eh?

My eldest son lives in England and is a car aficionado. He owns a 1998 McLaren F1 GT and my youngest daughter (age 16) just got her license and wants it. How do I convince him to give it up?

Is this a serious question? Because (1) if your son really has a McLaren F1 GTR (there was no GT, the variants were the McLaren F1, GTR, and LM), then he has an extremely rare variant of a rare car with an unobtanium price when it was new that has only gotten much more expensive due to what it is. ,You’re talking about a car that has gone from $1m to $10–25m in value,, and (2) we dont know what the age gap between your two children is and how your son managed to make a literal fortune in a short amount of time. But, if we assume this is real, if she’s a 16y/o with a license you are in all likelihood in the US or Canada, which means it will have to be imported under the expensive show and display process or imported under Canada’s 15y homologation exemption. You should give up on making him give the car up because it’s simply too valuable to give to anybody unless they buy it at a collector car auction (and in all likelihood, your son’s McLaren F1 isn’t even road legal in the first place since the McLaren F1 GTR was a racing variant). If your son really has one, you should explain to your daughter that it’s not even road legal in the first place, that shipping it to North America is an expensive and arduous process, and that its current value is comparable to that of a luxury estate in Silicon Valley. Get your daughter a ,Tesla Model 3, instead (because if your family is really wealthy enough for someone to have a collector car that’s worth as much as a luxury estate then $37,990 will be a trivial expense anyway), it will protect her very well and give her enough thrills behind the wheel to make her lose interest in wanting an internal combustion car anyway.

How much did Jay Leno pay for his McLaren F1?

$800,000 is what Jay told me when I did a video at his garage. His friends all thought he was crazy, but the car is now worth several million dollars.

How good was Fernando Alonso? Is he one of the greatest racers ever?

If it wasn’t for bad luck, I believe he would be widely lauded as the best ever. First let’s look at his beginnings: some drivers (here’s looking at you, Lewis!) make their F1 debut in top machinery, being contenders from the start. Alonso made his F1 debut in 2001 for the lowly Minardi team: for those who did not witness it, imagine today’s Williams, only much more unreliable. With that complete dog of a car, Alonso often (at least when he could complete qualification…) outqualified the Benettons of Fisichella and Button, the Arrows and the Prosts, and every single time his teammate. In his last 2001 race at Japan, he finished 11th, yet his boss described his performance as “53 laps of qualifying”. He sat out the 2002 season as a development driver for Benetton, which was about to become Renault. Again, note the 2001 Benetton was a dog; only towards the end of 2001 did Fisi and Button score a few point finishes. In 2003, Alonso made his debut with the former Benetton, now Renault team. In his second race, he scored pole position and finished 3rd in the race. He won the Hungarian GP, first win for Benetton or Renault since Gerhard Berger in 1997, and was a championship contender until about halfway through the season. In 2003 there were at least three cars (and thus six drivers) faster than his; Ferrari, McLaren Mercedes and Williams BMW. Remember, he had developed a car that was fighting for dead last in early 2001! Two years later, he beat the “unbeatable” Schumacher, and the faster McLaren of Kimi and Montoya, for his first championship title. He had turned Renault from a perennial also-run into a championship winner, something Prost (admittedly still quite young) could not do in his day. His overtake of Schumi on the outside of 130R at Suzuka is a fix among “best overtakes ever” compilations. He repeated in 2006, where he was either 1st or 2nd for the first 11 races of the season. And then he (unwillingly) screwed up. He moved to McLaren, with a three year contract, paired with then rookie Lewis Hamilton. They were closely matched on pace, and hated each other’s guts with a passion. After a heated argument over qualy at Hungary, Alonso’s standing with the team went downhill quickly. Then, when Spygate began to surface, Alonso might have collaborated with the FIA investigation, which was the final nail in the coffin: unsurprisingly, he left the team at the end of the season. Back to Renault, after only one year without his services, the team performance had declined drastically: in all of 2007, they only scored a second place at Suzuka, in a crazy rainy race. So his 2008 season was mediocre. Yet he won two races in a row, towards the end (confirming his superior development skills), one at Singapore (after some really dirty tricks by his team, asking teammate Piquet Jr. to crash on purpose) and the next at Japan, this time on pure pace. 2009 was an unmitigated disaster: after 2008 Singapore, team manager Briatore was expelled from the sport, and Alonso had nowhere else to go: even worse, the team missed the double diffuser novelty, and was never competitive. He found a new lease in life thanks to Raikkonen retiring and leaving a spot with Ferrari. His 2010 and 2012 seasons were the stuff of legend; in 2010, he led the championship up to the last race, where a bad strategy call, meant to cover championship leader Webber, put him behind the Renaults (of all cars!) of Petrov and Kubica; he managed to keep Webber behind, but as Vettel won the race, Seb also took the championship. In 2011 he won a single race (the team was beginning to unravel) and was unable to fight Vettel for the title, but he came back in 2012, with a comically bad Ferrari (in the opening race at Australia both drivers missed Q3, and in the race Alonso fought freakin’ Pastor Maldonado’s Williams tooth and nail until the latter spun out), to challenge Vettel for the title up to the very last race. Most of his best finishes in 2012 were in rainy conditions, where the lack of pace of the Ferrari could be compensated with pure skill. Part of what makes Alonso great is the comparison of these four years with Ferrari to what Lewis did in the same period. Hamilton, as well as his teammate Button, scored quite a few poles and won races with his very competitive McLaren Mercedes, yet he never got to challenge for the title. Alonso did -twice- the last one with a car that seriously was not a contender at all (his teammate Massa finished a paltry 7th in the championship order, with a single podium finish in the very last race at Brazil) After getting tired of seeing Ferrari becoming even worse in 2013 and 2014 (the 2014 Ferrari consistently makes the list of “worst F1 Ferraris ever”), and after some heated arguments with Ferrari management, he left for his old, now completely changed, frenemies at McLaren. We all know the long and painfully slow development of the Honda hybrid engine, the “GP2 Engine!” complaint and the fierce battles to rescue a few points, well off the lead, simply because of how much he hates to lose at every position. Until he retired from F1 (at least for now) at the end of 2018. For an amazingly talented driver like him, a two championships tally after 18 seasons might look poor. But considering the quality of cars he drove, how handily he beat every teammate except for Hamilton (in a season where he was barely in speaking terms with his team), and how close he came to glory with the completely hapless 2012 Ferrari, I think his two rings are worth a dozen.

How much money do the guys in the pit crew earn? How much do they work?

Formula 1 is a capitalist driven business. The rewards for success are large but the penalties for failure are very harsh indeed. Salaries for engineers are very similar in that the very top engineers can earn telephone number wages but very junior employees may be paid quite poorly. There is no pay structure or prescribed pay scales in F1, every employee is paid whatever they are able to negotiate and in many cases there is a large difference in salary between 2 similar people doing a similar job. This puts many people off but I personally believe that this right for Formula 1 and is the way to get the best out of people. Some may disagree with that especially in times of austerity but as I said earlier, F1 is an exceptional business and exceptional people need to feel that they will be rewarded for going the extra mile. Its important to understand that this isn’t about fairness or equality, nothing in F1 is about equality, but it is more about reflecting a person’s true worth to a team. If you are reading this blog you will probably know that getting started in an F1 career is very difficult because a great many people want to work in the sport and are willing to do so for little or no financial reward. Teams therefore have the luxury of being able to pick the best people and have little motivation to pay high salaries if they can easily replace them with another willing volunteer. How much does a Junior engineer earn ? In truth, starting salaries for graduates in F1 are actually pretty good and comparable with other engineering sectors. There is no pay structure in the majority of teams and as team policies vary it is difficult to put a single number to it but I would suggest that the average graduate engineer or one with only a year or so of work experience would earn somewhere between £20,000 and £30,000 depending on the position and their qualifications. As your experience increases however, so does your value to the team and to prevent you leaving and taking what you have learnt to a competitor you will probably get a payrise. Middle ranking engineers may earn significantly more than a junior engineer after just a few years of work. It is definately a case of working hard and being patient in the early years of your career even if you feel that initially you could earn more elsewhere. It’s a cliche but part of the reward of working in F1 is the involvement in the sport and enjoying what you do and so even if you don’t earn Newey money then there is still a lot to be taken from a career in F1. If you do it just for the money then it is unlikely that you will enjoy it or stick at it in the long term. Salaries as you become more senior As your career develops you should become increasingly valuable to your team. One of the great things about the pace of F1 is that you will be exposed to a vast amount more in your early years in comparison to ‘normal’ industries. You might work on brakes one week and then steering the next or develop front wings, floors and barge boards all in the same year. You might be the only person in the team with significant experience of some particular aspect of the car and so if you leave, the team stands to lose that knowledge and expertise. Suddenly, your negotiating position is a lot better… Many senior engineers are on multi-year contracts with their teams in order to ensure that they do not leave and take valuable information with them. Salary ranges for these types of people range are several times those of the junior engineers particularly those with a unique expertise or experience. With such reward however you will need to take on increased responsibility and handle the pressure of expectation. Senior engineers are typically responsible for complex areas of the car such as chassis structure, suspension design or aerodynamic performance of the front or rear wing assemblies. Each F1 team may have around 20 senior engineers, depending on the size of the company, so it is a competitive level to be at. Managerial and Chief Engineer positions Beyond the realm of senior engineer, many people move towards managerial roles such as a department head or potentially chief designer or chief aerodynamicist. At this point there is certainly no form guide for salaries but six-figure retainers are not uncommon in very demanding roles. To reach this level you need to be a very capable individual who is able to stay on top of a number of different projects and issues under pressure. This is the big time of Formula 1 and many engineers in upper reaches of this catergory are now household names. The role of technical director is probably still the pinnacle of F1 engineering, taking overall responsibility for aerodynamics, track performance and car design. Salaries are seldom revealed but during Williams F1’s flotation on the stock market, the IPO prospectus showed that the then technical director Sam Michael’s income was £469,000 per annum. This is still likely to be short of salary of the technical directors of the bigger teams such as McLaren, Red Bull and Mercedes but clearly it is still a substantial sum. If you reach those heights in your career then you are probably talented and confident enough not to be reading this blog ! Good luck and think about the start I gave you! Remember that none of this is a promise or a guarantee. As with everything in motorsport, reward goes to those that work hard and commit to their goals. Working in F1 is not an easy path to riches and is not for people who expect a 9 to 5 lifestyle.

What are examples of cars owned by rich and famous people that had some ridiculous features that led to astronomical prices?

I don’t think I need to tell you who he is. Rowan Atkinson. Yes, Mr.Bean! And now, see this car? That’s the McLaren F1. It was the world’s fastest production car until the Bugatti Veyron showed up. It still is the fastest Naturally Aspirated production car. It’s engine bay is lined with pure gold. The gold foil used as a heat reflector casting light on four exhaust resonators. It is one of the most iconic car ever. Ask any petrolhead about his top 10 favorite cars and I bet 8 out of 10 would put this legend somewhere in between his list. This car has insane resale value. But not when you crash the car often. CNBC reports that Atkinson has sold the dark burgundy car for a cool £8 million, about $12.2 million. He originally purchased the car in 1997 for as much as £640,000. “How is it ridiculous? You say it’s got amazing resale value as a collectible car, and still state it is sold for an astronomical price when it is worth it.” Well no. Not when the car is met with accidents too much. Any car would gradually lose it’s value when it is crashed (OK, most of those). But not this particular car. In 1999, he damaged the hood by driving it into the back of a Rover Metro in England. Then in 2011 Atkinson crashed the car into a tree and a road sign, resulting in an infamous and insurance company-infuriating $1.4 million repair bill! Oh boy, not every crash recorded McLaren F1 goes for $12.2 millions. Not even close. That price was definitely smooth at least for his popularity. Oh and the mileage on the dashboard? ,41,000 miles!

How much does a F1 car cost?

This weekend I attended the Porsche Rennsport Reunion ,VI, at Weathertech Raceway, Laguna Seca (It recently changed from Mazda Raceway Laguna Seca). Can you guess what there were hundreds of millions of dollars worth of? (One hint: it starts with a P) There were some of the rarest cars ,in existence, at this show. The two I will show here were Porsche Formula 1 Cars. This is the 1985 Mclaren Porsche F1 car driven by Alain Prost (see link for specs) 1985 McLaren MP4/2B TAG-Porsche Specifications - Ultimatecarpage.com This is the 1962 Porsche 804 F1 car driven by Dan Gurney, to Porsche’s ,only Formula One Victory: 1962 Porsche 804 F1 Specifications - Ultimatecarpage.com (I appologize that the pictures aren’t the best, they were almost constantly surrounded by lots of fans) Now the big question. How much are these cars worth? The short answer would be, I really don’t know. There is a lot to factor in when reaching pricing on cars, especially race cars no longer in use by their makers/owners/etc. Who drove it? Did they win any races? If so, which ones? How many of these vehicles are there in existence? Will it be at auction or private sale? How often has it changed hands? What’s the condition? Formula cars are ,usually, one of a kind. These questions are all cafefully assessed and factored into the price. For a lot of these cars the answer is really: Priceless.

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    Electronic Stability Control(ESC)Y
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    Here are the Rpm at Max Hp and variants of McLaren GT:

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    Rpm at Max Hp7500