Mclaren Car Quotes

It's a McLaren SLR 722 Roadster." "How big is it?" "It's a convertible." "Will a tiger fit?" "No. It seats only two, but the boys are man half the day now." "Is it more than $30,000?" He squirmed and hedged, "Yes, but-" "How much more?" "Much more." "How much more?" "About $400,000 more." My mouth dropped open. "Mr. Kadam!" "Miss Kelsey, I know it's extravagant, but when you drive it, you will see it's worth every cent." I folded my hands across my chest. "I won't drive it." He looked offended. "That car was meant to be driven." "Then you drive it. I'll drive the Jeep." He looked tempted. "If it will appease you, perhaps we can share it." Kishan clapped his hands. "I can't wait." Mr. Kadam wagged a finger at him. "Oh, no! Not you. We'll get you a nice sedan. Used.

Take care of your car in the garage, and the car will take care of you on the road.

I am emotional about engines, if you hurt my car, you hurt my heart.

Asking someone else to drive your sports car is like asking someone else to kiss your girlfriend.

Among all the machines, motorcar is my favorite machine.

I am so obsessed with the cars that sometimes I feel like my heart is not a muscle, it's an engine.

It struck her hard how it was often the ordinary acts that were angelic. Maybe there were angels in the sky and maybe there weren't. Maybe angels helped arrange for Tom to be the one to drive along right at that moment. She didn't know. But what she did know was that there were angels on the ground. She did know that Tom stopped the car, got out, and buried the kid's dead cat. He didn't have to, but he did. It was a small act, but it was huge. And that made Tom an angel to her, one no less divine than any angels that might be in the sky.

I remember standing against the bar in Budapest’s airport with a couple of workmates, some chaps from McLaren too, waiting for our homeward flight to be called after the ’92 race weekend. The chap behind the counter was doing the exact same thing: halving and squeezing oranges. Funny how these things spark memories. It was an exceedingly hot afternoon that day, and I remember seeing James Hunt walk through the door with Murray Walker. We were waiting for the same flight, a charter to London; I think pretty much the whole of the paddock’s British contingent was on it. Murray looked perfectly normal . . . like Murray really . . . open-necked shirt, briefcase, what have you; but James was wearing nothing but a pair of red shorts. He carried a ticket, a passport and a packet of cigarettes. That was it. There wasn’t even a pair of flip-flops to spoil the perfect minimalist look. The thing that really made the event stick in my mind, though, was that James was absolutely at ease with himself, perfectly comfortable. This was real for him, no stunt or affectation designed to impress or shock, this was genuine: James Hunt, former world champion driver, current commentator for the BBC; work done for the day . . . going home. Take me, leave me; do what you bloody well want, just don’t give me a hard time about your own petty hang-ups. He became a hero of mine that day. Sadly, his heart gave out the following summer and that was that. He was only forty-five. Mind you, he’d certainly packed a lot of living into those years.

But maybe her marriage wasn't a Lexus. Maybe it was a Pinto--one of those cars famous for blowing up when rear-ended. As she waited for the mechanics to fix her car, she walked out the back door to the wrecking yard and through the aisles of totaled cars and pickups, vehicles that other people had decided weren't worth fixing. She felt just like them. She felt like that Buick with the driver's-side door so crushed that the driver was undoubtedly hurt, but from the look of the other side, the passenger likely skated through unscathed. She felt like the Saturn with the shattered windshield through which no one could see what lay ahead. It looked as if it had been sandwiched in a multicar pileup. Jill knew exactly how it felt to crash into one thing and then get smashed from behind. She studied that Saturn and wondered whether it would have been salvageable if it had only been rear-ended instead of sandwiched, and she wondered if the same was true about her marriage.

The courtship continued through January 2000, causing Musk to postpone his honeymoon with Justine. Michael Moritz, X.com’s primary investor, arranged a meeting of the two camps in his Sand Hill Road office. Thiel got a ride with Musk in his McLaren. “So, what can this car do?” Thiel asked. “Watch this,” Musk replied, pulling into the fast lane and flooring the accelerator. The rear axle broke and the car spun around, hit an embankment, and flew in the air like a flying saucer. Parts of the body shredded. Thiel, a practicing libertarian, was not wearing a seatbelt, but he emerged unscathed. He was able to hitch a ride up to the Sequoia offices. Musk, also unhurt, stayed behind for a half-hour to have his car towed away, then joined the meeting without telling Harris what had happened. Later, Musk was able to laugh and say, “At least it showed Peter I was unafraid of risks.” Says Thiel, “Yeah, I realized he was a bit crazy.” Musk remained resistant to a merger. Even though both companies had about 200,000 customers signed up to make electronic payments on eBay, he believed that X.com was a more valuable company because it offered a broader array of banking services.

When Musk took delivery of his F1, CNN was there to cover it. “Just three years ago I was showering at the Y and sleeping on the office floor,” he told the camera sheepishly, “and now obviously, I’ve got a million-dollar car… it’s just a moment in my life.” While other McLaren F1 owners around the world—the sultan of Brunei, Wyclef Jean, and Jay Leno, among others—could comfortably afford it, Musk’s purchase had put a sizable dent in his bank account. And unlike other owners, Musk drove the car to work—and declined to insure it. As Musk drove Thiel up Sand Hill Road in the F1, the car was the subject of their chat. “It was like this Hitchcock movie,” Thiel remembered, “where we’re talking about the car for fifteen minutes. We’re supposed to be preparing for the meeting—and we’re talking about the car.” During their ride, Thiel looked at Musk and reportedly asked, “So, what can this thing do?” “Watch this,” Musk replied, flooring the accelerator and simultaneously initiating a lane change on Sand Hill Road. In retrospect, Musk admitted that he was outmatched by the F1. “I didn’t really know how to drive the car,” he recalled. “There’s no stability systems. No traction control. And the car gets so much power that you can break the wheels free at even fifty miles an hour.” Thiel recalls the car in front of them coming fast into view—then Musk swerving to avoid it. The McLaren hit an embankment, was tossed into the air—“like a discus,” Musk remembered——then slammed violently into the ground. “The people that saw it happen thought we were going to die,” he recalled. Thiel had not worn a seat belt, but astonishingly, neither he nor Musk were hurt. Musk’s “work of art” had not fared as well, having now taken a distinctly cubist turn. Post-near-death experience, Thiel dusted himself off on the side of the road and hitchhiked to the Sequoia offices, where he was joined by Musk a short while later. X.com’s CEO, Bill Harris, was also waiting at the Sequoia office, and he recalled that both Thiel and Musk were late but offered no explanation for their delay. “They never told me,” Harris said. “We just had the meeting.” Reflecting on it, Musk found humor in the experience: “I think it’s safe to say Peter wouldn’t be driving with me again.” Thiel wrung some levity out of the moment, too. “I’d achieved lift-off with Elon,” he joked, “but not in a rocket.

I love the wheels, I mean steering wheel.

IF THE MCLAREN P1 ISN’T FASTER THAN THOSE OTHER TWO CARS YOU CAN KNOCK MY HOUSE DOWN … OH BUGGER’ – JEREMY CLARKSON

So the Formula One driver has a dual status: he is both an automatic terminal of the most refined technical machinery, a technical operator, and he is the symbolic operator of crowd passions and the risk of death. The paradox is the same for the motor companies, caught as they are between investment and potlatch. Is all this a calculated — and hence rational — investment (marketing and advertising)? Have we here a mighty commercial operation, or is the company spending inordinate sums, far beyond what is commercially viable, to assuage a passion for prestige and charisma (there is also a manufacturers' world championship)? In this confrontation between manufacturers, isn't there an excessive upping of the stakes, a dizzying passion, a delirium? This is certainly the aspect which appeals, in the first instance, to the millions of viewers. In the end, the average TV viewer has doubtless never been aware that McLaren is a flagship for Honda. And I am not sure he or she is tempted to play the Formula One driver in ordinary life. The impact of Formula One lies, then, in the exceptional and mythic character of the event of the race and the figure of the driver, and not in the technical or commercial spin-offs. It is not clear why speed would be both severely limited and morally condemned in the public domain and, at the same time, celebrated in Formula One as never before, unless there is an effect of sublime compensation going on here. Formula One certainly serves to popularize the cult of the car and its use, but it does much more to maintain the passion for absolute difference — a fundamental illusion for all, and one which justifies all the excesses. In the end, however, hasn't it gone about as far as it can? Isn't it close to a final state, a final perfection, in which all the cars and drivers, given the colossal resources deployed, would, in a repetitive scenario, achieve the same maximum performance and produce the same pattern in each race? If Formula One were merely a rational, industrial performance, a test-bed for technical possibilities, we should have to predict that it would simply burn itself out. On the other hand, if Formula One is a spectacle, a collective, passionate (thoug h perfectly artificial) event, embracing the multiple screens of technological research, the living prosthesis of the driver, and the television screens into which the viewers project themselves, then it certainly has a very fine future. In a word, Formula One is a monster. Such a concentration of technology, money, ambition and prestige is a monster (as is the world of haute couture, which is equally abstract, and as far removed from real clothing as Formula One is from road traffic). Now, monsters are doomed to disappear, and we are afraid they might be disappearing. But we are not keen, either, to see them survive in a domesticated, routinized form. In an era of daily insignificance — including the insignificance of the car and all its constraints — we want at least to save the passion of a pure event, and exceptional beings who are permitted to do absolutely anything.

In early 2000, Thiel and Musk were set to meet with Mike Moritz at Sequoia’s office at 2800 Sand Hill Road in Menlo Park to discuss the merger. Musk offered Thiel a lift from Palo Alto. The year before, Musk had purchased a Magnesium Silver McLaren F1, Chassis #067, from Gerd Petrik, a German pharmaceutical executive. A $1 million sports car complete with gull-wing doors and an engine bay encased in gold foil, Musk dubbed the automobile a “work of art” and “a really beautiful piece of engineering.” Even among McLarens, #067 was distinctive—one of only seven McLaren F1s legal to drive in the United States at the time.

While the SLR McLaren was really just a grand tourer, the Stirling Moss edition is a supercar racing variant with no roof or windscreen – which is fairly outra- geous. It also boasted a higher top speed at 220mph.