McLaren Race Cars

• McLaren M2B (1966)

• McLaren M4B (1967)

• McLaren M5A (1967 - 1968)

• McLaren M7A (1968 - 1971)

• McLaren M7B (1969)

• McLaren M7C (1969)

• McLaren M7D (1970)

• McLaren M9A (1969)

• McLaren M14A (1970 - 1971)

• McLaren M14D (1970)

• McLaren M19A (1971)

• McLaren M19C (1972 - 1973)

• McLaren M23 (1973 - 1977)

• McLaren M26 (1976 - 1978)

• McLaren M28 (1979)

• McLaren M29 (1979 - 1980)

• McLaren M30 (1980)

• McLaren MP4/1 (1981 - 1983)

• McLaren MP4/2 (1984 - 1986)

• McLaren MP4/3 (1987)

• McLaren MP4/4 (1988)

• McLaren MP4/5 (1989 - 1990)

• McLaren MP4/6 (1991 - 1992)

• McLaren MP4/7A (1992)

• McLaren MP4/8 (1993)

• McLaren MP4/9 (1994)

• McLaren MP4/10 (1995)

• McLaren MP4/11 (1996)

• McLaren MP4/12 (1997)

• McLaren MP4/13 (1998)

• McLaren MP4/14 (1999)

• McLaren MP4/15 (2000)

• McLaren MP4-16 (2001)

• McLaren MP4-17 (2002)

• McLaren MP4-18 (2003)

• McLaren MP4-19 (2004)

• McLaren MP4-20 (2005)

• McLaren MP4-21 (2006)

• McLaren MP4-22 (2007)

• McLaren MP4-23 (2008)

• McLaren MP4-24 (2009)

• McLaren MP4-25 (2010)

• McLaren MP4-26 (2011)

• McLaren MP4-27 (2012)

• McLaren MP4-28 (2013)

• McLaren MP4-29 (2014)

• McLaren MP4-30 (2015)

• McLaren MP4-31 (2016)

• McLaren MCL32 (2017)

• McLaren MCL33 (2018)

• McLaren MCL34 (2019)

• McLaren MCL35 (2020)

• McLaren MCL35M (2021)

• McLaren MCL36 (2022)

• McLaren MCL60 (2023)

• McLaren MCL38 (2024)

The McLaren M2B was the McLaren team's first Formula One racing car, used during the 1966 season. Entering six races and starting only four. It scored the team's first point at the British Grand Prix and two more points at the United States Grand Prix.

Raced five times by Bruce McLaren in the 1967 season, the M4B was based on the M4A Formula 2 car as a stopgap between the M2B and the M5A. Additional fuel tanks were added either side of the cockpit to allow the car to run a full Grand Prix distance.

McLaren's first car build specifically for Formula One. In all it has eleven races for now wins. Swedish privateer Jo Bonnier bought the M5A and used it to take part in 7 more Grands Prix in 1968, as well as other races including the International Trophy..

The Lotus 21 had a tubular spaceframe structure skinned with fibreglass panels. Used by the works Lotus team, the 21 was the first works Lotus to win a Formula One Grand Prix.

The M7B was a one-off conversion of an M7A chassis with the fuel stored low and centrally in integral tanks at the sides of the cockpit. This was another result of Bruce McLaren's theory about improving the car's handling by altering fuel weight distribution.

The chief distinguishing characteristic of M7C was its fully enclosed monocoque which gave greater torsional rigidity than the bathtub chassis.

The M7D was commissioned by Alfa Romeo's Autodelta competition department and was powered by a 3.0 litre V8 engine from Alfa Romeo's T33 sports car. Its record in F1 was pretty horrible.

Like Lotus and Matra, McLaren built a four-wheel-drive F1 car for 1969, the McLaren M9A, but the car was only raced once and then put aside. The car, complete with distinctive "tea tray" rear wing, was completed in time for Derek Bell to use in the British Grand Prix along the M7s.

The M14A was an evolution of the previous M7A and M7C, with the primary change being the rear brakes were mounted inboard instead of outboard. As with the M7, the M14A was powered by a Cosworth DFV V8 and a Hewland 5-speed manual .

Like the M7D, the M14D was commissioned by Alfa Romeo's Autodelta competition department. It was a standard M14A powered by the 3.0 litre V8 engine from Alfa Romeo's T33 sports car.

Nicknamed "The Alligator Car" thanks to the two fuel tanks next to the driver, the M19A used inboard coilover shocks for the front and rear suspension. Used a mid-mounted Cosworth DFV V8 and Hewland 5-speed manual gearbox.

The modified M19C made its debut at Monaco in the hands of Denny Hulme (Revson/Redman kept the M19A until the Austrian Grand Prix). The swinging link connection was dropped in favor of a conventional system in the M19C.

The M23 was a development of the McLaren M16 Indianapolis 500 car. A Ford Cosworth DFV engine was used and in the hands of Nicholson-McLaren Engines it made around 490 bhp. Over 83 races it had 14 poles, 16 wins, 2 drivers' championships and 1 constructors championship.

One of the key objectives when designing the new M26 Formula 1 racer was to reduce the frontal area compared to the outgoing M23. As a result, the aluminium monocoque chassis was lower and narrower than before. The rest of the mechanical package was clearly carried over from the M23.

The first ground effect McLaren was ready late in 1978, which allowed the team to submit the M28 to extensive tests before it made its competition debut in Argentina. Despite a third place in that first racem, the M28 only served McLaren for just half a season.

McLaren went back to conventional sheet aluminium for the chassis of the M29. Its design was clearly inspired by the Williams FW07 and Ligier JS11 that had shown great speed early in 1979 season. Better than the M28 it still wasn't good enough to be truly competitive in terms of winning.

The McLaren M30 was raced during the 1980 Formula One season and only one example was created. The M29 had become obsolete and a new vehicle was needed. The result was the M30 which further capitalized on ground-effect design. The M30 was raced to a sixth place finish at the Dutch Grand Prix, followed by a 7th at the Italian Grand Prix.

Groundbreaking. This was the first Formula One car to use a monocoque chassis wholly manufactured from carbon fibre composite, a concept which is now ubiquitous. The MP4 was the first car to be built following the merger of the McLaren team and Ron Dennis team. The car had several updates known as the MP4B, MP4/1C, MP4/1E

Everything learned from the interim MP4/1E was incorporated into the MP4/2. The car shared a lot with the MP4/1 E, but the monocoque was redesigned to accommodate the shorter engine and the larger fuel cell. An iteration of it, the MP4/2B, was used in the 1985 season, and a slightly updated version, the MP4/2C, raced in the 1986 season for McLaren.

There were three wins in 1987 with the MP4/3 by Alain Prost at Grand Prix of Brazil, Belgium, and Portugal. Stefan Johansson managed a few podium places, but he would be replaced in 1988 by Ayrton Senna. The MP4/3 represented the pinnacle of the development of the McLaren TAG-Porsche partnership.

The McLaren-Honda MP4-4, is one of the most successful Formula One car designs of all time. It competed in the 1988 Formula One season. The car was powered by Honda's RA168E 1.5 litre V6 turbo engine. The team achieved 15 pole positions to go along with the 15 wins. Only Gerhard Berger's pole position at Silverstone prevented a perfect pole record for McLaren.

The MP4/5 was loosely based on its 1988 predecessor, the all-conquering MP4/4. McLaren used the new car for half of the 1989 season using the Weismann Longitudinal Transmission from the MP4/4, and the MP4/5B with the Weismann Transverse Transmission for the last half of the 1989 season and for 1990.

This was Honda's third engine configuration in just four seasons, and was an entirely new 60˚ unit with a greater piston area than the outgoing engine and a potentially higher rev limit. The car itself, whilst looking similar to MP4/5B, was quite different in terms of its aerodynamic profile. Considered the most competitive car in F1 til Williams sorted the FW14.

This was a follow-up to the successful MP4/6 from 1991. With Williams getting faster and more reliable, Mclaren was finally being tested. McLaren used the MP4/6 chassis, now designated MP4/6B for the first two races of 1992. It had semi-auto transmission and it was the last McLaren to use the Japanese engines from Honda (till 2015)

This was a big leap in tech. Designed by Neil Oatley around advanced electronics technology, including a semi-automatic transmission, active suspension and traction control systems that were developed in conjunction with McLaren shareholder Techniques d'Avant Garde (TAG). The engine was a 3.5-litre Ford HBD7 V8 engine. It won five races with one pole.

Due to changes in regulations intended to return emphasis on driver skills, many technologies designed to aid the driver, such as active suspension, power-assisted brakes, ABS and traction control were no longer permitted. Visually the car was otherwise very similar to the preceding MP4/8. In 16 races McLaren had zero wins, zero poles and eight podiums.

The MP4/10 was a radical design, incorporating a high "needle"-nose design and a wing mounted atop the airbox, among other innovations. The car has a big handling problem thanks to a lack of front-end grip. Coupled with an often unreliable engine, it was not good enough to win, sitting behind Benetton, Williams and Ferrari.

Performance and reliability improved in 1996, but the McLaren still wasn't close enough to Williams, Ferrari and Benetton. The car was developed throughout the season, with improvements initiated to eradicate an initial handling imbalance. The changes were good enough for fourth in the constructors championship.

New team colors arrived and lots of wind-tunnel testing helped McLaren improve. With a new F-spec version of the Mercedes-Benz engine, the cars were by this time enjoying a field-leading 740bhp at 16,000rpm, but even this proved insufficient to push McLaren’s tally of wins for the season beyond three.

From a base of three race wins in 1997, the team went on to win yet another Drivers‘ and Constructors‘ World Championship double, and its first with Mercedes-Benz and West. Generally the cars performed exceptionally well although DC experienced a couple of bottom-end failures at Monza and Monaco while Hakkinen’s handling went awry in Budapest.

The MP4/14 was the fastest car of the season, with aerodynamics that were even more advanced than the previous year's all-conquering MP4/13, while the Mercedes engine remained the most powerful on the grid. However, serious reliability problems, as well as errors by the drivers, meant that the Constructors' Championship was won by Ferrari.

The new MP4-15 was more an evolution than a new car, but with continual changes to the aerodynamics and a new power-steering set-up coming on stream during the season. The car proved highly competitive and scored seven victories just like its predecessor the MP4/14, but was narrowly beaten to both the championships by Ferrari F1-2000.

After being narrowly pipped to both titles in 2000 by Ferrari, the aim of 2001 was to get McLaren back on top. However, the season proved to be frustrating. The team regarded themselves as fortunate to come second in the Constructors' Championship, with 102 points, ahead of the resurgent Williams team.

Using a development version of the car, the MP4-17D, the 2003 season started very promisingly with wins at the first two grands prix of the year, one each for Coulthard and Räikkönen. However, rival teams soon caught up as McLaren was sidetracked by the development of the McLaren MP4-18, a new design, which had reliability problems never raced.

The McLaren MP4-18 was a stillborn car. Ron Dennis decided a radical approach was needed to get back to the front. However, due to several problems during tests, the car was never raced, in favour of the McLaren MP4-17D, a highly developed version of the 2002 contender.

McLaren said the MP4-19 was a "debugged version" of the ill-fated McLaren MP4-18. Turned out it still wasn't good enough. It was so bad that by mid-season a new car, the MP4-19B, was required, an all-new car with a radically redesigned aerodynamic package. The results were positive and gave the team hope of a better season end.

The McLaren MP4-20 incorporated all of the lessons that had been learned, from the MP4-18 and from the two iterations of the MP4-19. Newey believed that downforce had been cut by as much as 28 per cent, the suspension geometry was also revised, and there was a new version of the Mercedes-Benz V10. Continual development made the MP4-20 the fastest car in F1 from mid-season onwards.

The MP4-21 was the first McLaren car to be powered by purely Mercedes-Benz engines after 11 years partnership with Ilmor as an engine builder. Notable for its striking chrome livery with red stripes designed to maximize the visibility of the team's new primary sponsor Emirates. The distinctive needle-nose design was previously used on the MP4-19 in 2004. Zero wins.

The car proved to be one of the most competitive of the season, achieving eight victories. Internal infighting was the bigger story at McLaren. The low downforce package of the MP4-22 was extremely competitive. McLaren, with the aid of their improved car, scored as many team points in the first half of 2007 as they had done during the entire year in 2006.

The MP4-23 It represented a substantial evolution of the MP4-22. The latest version of the 2.4-litre, eight-cylinder Mercedes-Benz F0 108V, a 90° unit conforming to the FIA-mandated 19,000rpm. Revisions from the MP4-22 included a longer wheelbase, the removal of the "bullhorn" winglets from the airbox and a new rear wing which differed both in main profile and its endplates. It won six races.

How bad was the MP4-24? Lewis Hamilton had made public calls to scrap the car and former team owner turned commentator Eddie Jordan had proclaimed it as "possibly the worst car McLaren have ever designed". Yeah that bad. With only two wins and five podiums (thanks more to Hamilton's talent than anything else), the MP4-24 was not McLaren's best by any stretch of the imagination.

The MP4-25 proved to be a stark improvement over the McLaren MP4-24. The most interesting part of the car was its F-duct, a small "snorkel" air scoop mounted in front of the driver that channels air through a duct in the cockpit and towards the rear of the car. Changes in the pressure in the duct reduced drag and allowing the car as much as an extra 6 mph. Wins 5 races and get 16 podiums.

The car was noted for its unique "L-shaped" sidepod arrangement, the aim is to clean up and better direct the airflow to the beam wing at the rear of the car, an area now even more important thanks to the ban on double diffusers. The car was competitive enough to give McLaren the 2nd place in the Constructors championship for the year.

The deep-reaching technical update for the 2012 McLaren MP4-27 showcased a natural evolution of 2011’s six-race-winning car. The 2012 chassis was substantially revised from the ground-up, with all major systems updated or re-designed for the new season. Good for seven wins and second once again in the Contructors Championship.

The MP4-28 resulted in McLaren's worst Formula 1 performance for 33 years. It was their first season without finishing on the podium since 1980, and they never qualified in the top five - their worst since 1983. It was also the team's first season without a win since 2006

The MP4-29 was McLaren's first turbo-powered Formula One car since the Honda engined MP4/4. After a third place finish in Australia, things went downhill. The team failed to record another podium finish all season. Fifth in the Constructors' Championship.

The second Honda era was not like the first. The new Honda engine quickly proved both down on power and unreliable. The partnership scored its first world championship points at the Monaco Grand Prix, when Jenson Button finished eighth. Points were in short supply.

The MP4-31 used the Honda RA616H power unit, the second engine developed by Honda since their return to the sport with McLaren in 2015. Most of the season was spent wishing and dragging the cars into Q2 for qualifying. Progress has clearly been made to the Honda.

The MCL32 made its competitive début at the 2017 Australian Grand Prix. This was the last McLaren car to be fitted with a Honda engine as it was replaced by Renault engines from the 2018 season onwards. After an improvement in the previous year, 2017 was a rough season for McLaren. The cars were slow and the team's Honda engines proved to be very unreliable and slow. McLaren finished 9th in the Constructors' Championship.

After criticising their engine supplier in the previous seasons, a switch to Renault engines in 2018 exposed issues with the McLaren chassis. The car could manage just two top 10 qualifying times throughout the season. The team finished sixth in the constructors' championship and that was only thanks to better reliability from the previous year, and the team greatly benefitted from their rivals' problems to score points from the early races.

With a third place finish in the 2019 season, things are looking up for McLaren. The car is considered to be a big improvement compared to its disappointing predecessor, the MCL33, considered by many the best of the rest in qualifying and race trim behind the three leading teams: Mercedes, Ferrari and Red Bull. McLaren quickly recovered from an unlucky first few rounds to claim best of the rest with one race remaining.

The MCL35 made its début at the 2020 Austrian Grand Prix after the start of the season was delayed by the COVID-19 pandemic. The MCL35 was driven by Carlos Sainz Jr. and Lando Norris in 2020, with McLaren finishing in third place in the World Constructors' Championship for the first time since 2012 and achieving two podiums. The same car is basically being used for the 2021 season.

The 2021 MCL35M, powered by a Mercedes engine, laid the groundwork with a reliable chassis but lacked the aggressive engine packaging seen on some rivals. The MCL35M struggled to consistently challenge the top teams.

The 2022 MCL36 addressed this by adopting a revised design with a unique suspension layout, although it retained the Mercedes powerplant. The MCL36 struggled to consistently challenge the top teams.

A significant shift came in 2023 with the MCL60, marking McLaren's 60th anniversary. This car aimed to propel the team back into the top four. While details are scarce, it likely featured significant aerodynamic upgrades and further refinement.

The McLaren MCL38 is a Formula One car constructed by McLaren under the direction of Rob Marshall to compete in the F1 for 2024 F1. Driven by Lando Norris and Oscar Piastri, for their 6th and 2nd seasons respectively.

• McLaren M1A (1964)

• McLaren M1B (1966)

• McLaren M1C (1967)

• McLaren M6A (1967)

• McLaren M6B (1968)

• McLaren M8A (1968)

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  McLaren M8B (1969)

• McLaren M8C (1968)

• McLaren M8D (1970)

• McLaren M8E (1971)

• McLaren M8F (1971)

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  McLaren M20 (1972)

• McLaren M8FP (1972)

• McLaren LT170 (1971 - ASCC)

• McLaren C8 (1971 - Not CanAm)

• McLaren M12 (1968 - 1969)

Building on the success of the ‘Zerex Special’, Mclaren made a production run of Group 7 racecars known as the McLaren Mark 1 or M1A. Spaceframe chassis and tuned aluminum Oldsmobile V8. Learn More

In 1965, McLaren introduced the M1B for Group 7 (and later, Can-Am) competition. The M1B was an evolution of its earlier M1A, and during Can-Am’s 1966 debut season it would deliver lessons for McLaren’s later dominance. Learn More

The McLaren M1C was the final development of the M1 and total of 25 M1C’s were produced with most of the cars ending up in the USA or Canada for the Can-Am challenge. M1C was introduced in 1967 as a customer car. Learn More

The M6A started McLaren’s dominance of Can-Am, winning five out of the six rounds in 1967. It had a monocoque chassis and aerodynamic glass-fibre body. Power was from by 6.0-litre Chevrolet V8 that produced 530bhp. Learn More

Initially built with an Oldsmobile V8, it was re-engined with a more powerful Chevrolet unit for the first season of Can-Am in 1966. It was still some way off the outrageous pace of the monstrous McLaren race cars that were to come. Learn More

The M8A was an evolution of the previous M6A design. The engine now had 7.0 litres of swept capacity, produced 620bhp and had become a stressed component within the chassis, increasing torsional stiffness and saving weight. Learn More

The biggest visual difference between the M8A and M8B was the addition of the massive aerofoil wing at the back. The 1969 engine a 7.1-litre Chevrolet V8 producing 680bhp. It completely dominated the 1969 Can-Am season. Learn More

The M8C was developed as a customer version of the M8A. Fifteen M8Cs were built by Trojan. They featured a more conventional chassis that did not use the engine as a stressed member. Customers chose their own engines. Learn More

Bruce McLaren died in pre-season testing of the M8D. The car won nine out of 10 rounds and the entire Can-Am championship. It had the nickname ‘Batmobile’. 7.6-litre Chevrolet V8 with 680bhp. Learn More

The M8E was a customer car based on the M8B and built by Trojan. The high pylon-mounted rear wings of the M8B were replaced with a lower wing to comply with the ban on high-mounted wings. Learn More

Auminium V8 increased in size to well over 8 litres. Power was no 740 bhp, making the M8F the first Can-Am to break the 1000 bhp/ton. The last of McLaren’s astonishing run of winning cars. Learn More

Developed for the 1972 season, served as a replacement for the M8Fs, but it later became the final Can-Am created by McLaren before they left series after failing to win the 1972 championship. Learn More

The M8FP was the Trojan-built customer version of the M8F. Trojan production cars for Can-Am were M8FP models in 1972. Learn More

The LT170 was a hybrid of the Lola T70 and McLaren M6B Can-Am cars, and used a Chevrolet V8 engine. One car was built. This car raced part way through the 1971 Australian Sports Car Championship (ASCC). Learn More

Starting out life as a 1972 McLaren M8F, the C8 used a 454 cu in (7,440 cc) Chevrolet V8 engine, but proved to be fragile, often retiring from races Peter Hoffmann owned the sole C8, and ran it until 1999. Learn More

The M12s were intended as McLaren’s first customer cars based on the M8As which the team had successfully used to win the 1968 Can-Am season, as well as the M8Bs which were developing for 1969. Learn More

• McLaren M15A (1970)

• McLaren M16A (1971)

• McLaren M16B (1972)

• McLaren M16C (1973)

• McLaren M16E (1975-1976)

• McLaren M24 (1977)

• McLaren M24B (1978)

• McLaren M29 (2017)

• McLaren M29 (2019)

• McLaren M29 (2020)

• McLaren (2021)

• McLaren (2022)

• McLaren (2023)

• McLaren (2024)

McLaren's first Indy car, the McLaren M15. The car was very light by Indy standards, weighing in at 1350 lbs when first built (gained 100 lbs during development). It was the lightest cars at the 1970 Indy 500.

This is the wedge shaped Indianapolis car for 1971 using the turbo charged Offenhauser engine and a Hewland LG500 4 speed. The Chassis is aluminium monocoque with 75 gallon fuel bags and fibreglass body.

1972 Indianapolis/USAC cars developed from the M16A. These cars were built at Colnbrook in the UK and campaigned by the McLaren team and the Penske team.

The McLaren M16C was the most successful of the M16 variants, with works driver Johnny Rutherford winning eight races in M16Cs, including both the Indianapolis 500 and the Pocono 500 in 1974. It had several tweaks vs the 16B.

McLaren built six revised M16Cs for 1973, for works and Penske use. By now rule makers USAC had basically said that anything goes as far as wings were concerned. The M16C looked a little more like an F1 machine than the previous car.

The M16 series had come to the end of its competitive life. It was superceded by the much more modern M24 for 1977. The M24 is basically an M23 with a turbo DFX instead of the NA DFV Cosworth. Wheels are different sizes so the suspension is modified.

The McLaren M24B was built in 1978 and used during the 1978 and 1979 season. The 1979 CART season was marred by legal difficulties resulting from the USAC/CART split. Nevertheless, Rutherford and the M24B finished 4th in the Indy Car standings.

Fernando Alonso and McLaren, decided to take on the 2017 Indy 500. He slowed and coasted to a smoky halt after completing 179 of the 200 laps. It was a great run, with Alonso having led 27 laps in total, between the frequent yellow flags, and he was classified 24th.

McLaren's 2019 IndyCar went from a planned full-season with proven champions targeted as Fernando Alonso's team-mates, to failing to qualify for a one-off Indianapolis 500 appearance. There were lots of issues but the main one was a preoccupation by the company on improving F1 competitiveness.

McLaren Racing announced on August 1, 2019 it would join the series in 2020 in partnership with Arrow Schmidt Peterson Motorsports under the name Arrow McLaren Racing SP. It promised factory support from the iconic constructor with the tested know-how of Sam Schmidt and Ric Peterson.

In 2021, Arrow McLaren SP became the first Chevrolet powered team other than Team Penske to win an IndyCar race since 2016, when Pato O'Ward took his first IndyCar series victory at Texas Motor Speedway. This was also Schmidt Peterson's first victory since 2018 and McLaren's first open wheel racing victory since 2012.

For the 2022 IndyCar Series, the team's first under McLaren ownership, both O'Ward and Rosenqvist would return to the team as full time entries. The No. 6 car would again return on a part-time basis for the GMR Grand Prix and the 2022 Indianapolis 500 driven by Juan Pablo Montoya.

I would image there is a blend of frustration and encouragement about 2023 for Arrow McLaren. There was no trip to Victory Lane, but there were numerous near misses that give a sense the organization is right on the cusp of a major breakout.

For Arrow McLaren to shorten or erase the gap to Ganassi and Penske, getting back to victory lane with O’Ward and dialing up the podiums for Rossi — and resuming his winning ways — is a must. At least two of its cars have to be in the hunt wherever they race.

The F1 GTR race cars that lined up on the grid at the 24 Hours of Le Mans in 1995 were essentially still no more than converted road cars. Indeed, the air restrictor regulations of the period meant the F1 GTR actually had less power than the production F1 it was based on. Yet against faster purpose-built sports prototypes, F1 GTRs finished the 1995 race in 1st, 3rd, 4th, 5th and 13th positions, an unprecedented result that made. The only manufacturer to win the famous endurance race on its first attempt.

Rivals responded to the dominance of the F1 GTR with purpose-built racers that were then modified just enough to create the road-going versions needed to certify them. McLaren decided to create an F1 GT road car to homologate a race version sharing the same basic form. The racer would be the ultimate evolution of the F1 GTR. Nine F1 GTR ‘Longtail’ racers were built. The F1 GTR ‘Longtail’ took victory in five of the 11 rounds of the FIA GT Championship, and finished first and second in the GT1 class at Le Mans.

• McLaren MP4-12C GT3 (2011)

• McLaren MP4-12C Can-Am (2012)

• McLaren MP4-12C GT Sprint (2013)

• McLaren P1 GTR (2015 - 2016)

• McLaren P1 GTR-18 (2020)

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  McLaren 650S Sprint (2015)

• McLaren 650S GT3 (2015)

• McLaren 570S GT4 (2016)

• McLaren 570S Sprint (2016)

• McLaren 720S GT3 (2018)

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  McLaren 720S GT3X (2021-2022)

• McLaren 720S GT3 EVO (2023)

• McLaren Artura Trophy (2022)

• McLaren Artura GT4 (2022)

The 2011 McLaren MP4-12C GT3 was McLaren's foray into the GT racing scene, adapted from the road-going 12C to meet the rigorous demands of competitive racing. Built in collaboration with CRS Racing, the GT3 variant was designed for high performance and durability on the track. It featured a tuned version of the standard 3.8-liter V8 engine, although slightly detuned to fit GT3 class regulations, producing around 500 horsepower.

The 2012 McLaren MP4-12C Can-Am Edition was a track-only variant that paid homage to McLaren's historic success in the Can-Am series during the 1960s and 1970s. This edition was the most powerful version of the 12C lineup, boasting an uprated engine that produced 630 horsepower, making it the ultimate non-competitive, track-focused version of the 12C. Unlike the GT3, the Can-Am Edition was not bound by racing regulations.

Introduced in 2013, the McLaren MP4-12C GT Sprint was designed as a bridge between the road-going 12C and its more track-focused counterparts. The GT Sprint retained the standard 12C’s 3.8-liter twin-turbo V8 engine, but it featured enhanced cooling systems and a recalibrated transmission for better performance on track days. The car was fitted with a race-prepared suspension system and Pirelli racing tires.

The first McLaren to use the GTR moniker was the McLaren F1 GTR that won the 1995 Le Mans 24 Hours. Without road-car regulations to hold it back, the McLaren P1 GTR was an extreme track car. It was only offered for sale to P1 owners and include participation in driving events at some of the world’s most iconic circuits with specialist vehicle support. The ultimate track focused driver’s car.

In April 2020, Lanzante Motorsport revealed that it would do six more road legal conversions of the P1 GTR. This conversion uses the same Longtail bodywork found on the P1 GT plus new rear wing, larger front splitter, and louvers for downforce.

A track-oriented version of the standard 650S, specifically engineered for an enhanced racing experience without the full commitment to professional motorsport regulations that the GT3 variant adheres to. Launched to cater to the avid track day enthusiast.

Introduced to compete in various GT3 category events around the world, featuring extensive modifications to meet strict racing standards. The 650S GT3 boasts a significantly revised aerodynamic package, including a large rear wing, a prominent front splitter.

The McLaren 570S GT4 is a race-ready version of the standard 570S, specifically designed to meet the stringent specifications of GT4-category racing. Introduced to cater to both amateur and professional racers, is equipped with competition-oriented modifications.

The McLaren 570S Sprint, while also a track-focused variant of the 570S, is positioned differently compared to the GT4, as it is not homologated for any specific racing series. This allows for more freedom in terms of performance enhancements and customization. The Sprint is designed primarily for private track use.

The 720S GT3 elevates the extreme performance of the Super Series model to world-class track pace – accessible to professional and amateur drivers alike. The latest GT3 challenger is undergoing an intensive track testing programme throughout 2018, and will compete with customer teams at demanding GT races.

This otherworldly creation is a track-only car based on the 720S GT3. However, it isn't homologated for racing. That means McLaren were not bound by restrictions and were able to wring out every ounce of performance from the 720S GT3X. It is not eligible for the GT3 racing series but McLaren will still build one.

In 2023, McLaren launched an EVO for the 720S GT3. The EVO saw improvements made on aerodynamics and suspension, aimed at improving the car's handling in traffic. The car was available to be purchased brand new, or as an upgrade kit for existing 720S GT3 cars. The perfect track day weapon?

The McLaren Artura Trophy is a track-focused evolution of the Artura, designed for customer racing series. It features unleashed power from the V6 without hybrid system restrictions, a stripped-down interior, and aggressive aerodynamic upgrades for maximum performance on the circuit.

The McLaren Artura GT4 adheres to strict GT4 racing regulations. While it shares the Artura's core technology and design, it maintains a closer similarity to the road car for balance of performance with other GT4 competitors. Key differences include less extreme aero, power tuned to regulations.