In the interests of ultimate driver enjoyment, Gordon Murray was determined to make his supercar as light as possible.
The central monocoque and the body panels are made from carbon composites. Most primary structure panels are double-skinned and stiffened by aluminum honeycomb. The result is immense torsional and bending stiffness and low weight.
The F1 weighs just 1138 kg (2506 lbs), 60 percent less than a Diablo or Testarossa of its period, and a massive 750kg (1652 lbs) less than the Bugatti Veyron.
So rigorous was the weight paring schedule that wheel maker OZ Racing was asked to shave the 14 kg (31 lb) weight of its aerospace grade magnesium alloy wheel as best as they could without losing strength in the wheel. Ultimately, they achieved a phenomenal 30 percent reduction in the production wheel.
Even the toolkit, a seemingly insignificant source of extra mass, merited the same amount of attention to weight. French tool-maker, Facom, was commissioned to make a strong but featherweight tool kit, and came up with a tailored forged-titanium set.
Weight is one thing; where it is situated is quite another. As on a racing car, the F1 has most of its mass around the center, creating a very low polar moment of inertia that greatly enhances the nimbleness of the car. Indeed, the luggage compartments, which are behind each door, occupy areas that are usually wasted space in other supercars. In the F1 however, they form two 4.0 cu ft (113 liter) boots (complete with totally customized luggage). Such is the ingenuity of this placement that the center of gravity of the car changes by less than one percent even with a full load of fuel, passengers, and luggage.
The F1 is a car with superb balance while cornering. The springs are rated much softer than you might imagine for a supercar. However, thanks to exemplary matching with the dampers, the result is a firm but supple secondary ride with iron fisted control at speed.
