McLaren
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Type
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Private |
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| Founded | 1963 |
| Founder | Bruce McLaren |
| Headquarters | McLaren Technology Centre, Woking, Surrey, United Kingdom |
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Area served
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Worldwide |
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Key people
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Mike Flewitt (Chief executive officer) Robert Melville (Chief design officer) |
| Products | Sports cars |
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Production output
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1,649 units (2014) |
| Revenue | £475.5 million (2014) |
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Operating income
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£20.8 million (2014) |
| Owner | Bahrain Mumtalakat Holding Company (57%) Peter Lim (18%) Ron Dennis (11%) Mansour Ojjeh (11%) McLaren Technology Group (3.6%) |
| Divisions |
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| Website | Mclaren.com Bruce Mclaren Trust |
McLaren Automotive (often simply McLaren) is a British automaker founded in 1963 by New Zealander Bruce McLaren and is based at the McLaren Technology Campus in Woking, Surrey.
It produces and manufactures sports and luxury cars, usually produced in-house at designated production facilitiesHistory
Origin and founder
McLaren's founder Bruce McLaren was born in 1937, McLaren learned about cars and engineering at his parent’s service station and workshop in his hometown, Auckland, New Zealand. By 15, he had entered a local hillclimb in an Austin 7 Ulster; winning his first race in the car. In 1958, McLaren arrived in United Kingdom with the ‘Driver to Europe’ scheme, intended to help Australian and New Zealand racers to compete in Europe. His mentor, Jack Brabham introduced him to Cooper Cars, a small team based in Surbiton, Surrey. Auspiciously starting to his F1 career in 1958, McLaren joined the F1 team a year later. That same year, he won the US Grand Prix at age 22, making him the youngest Grand Prix winner to that date. He stayed with Cooper for a further seven years, winning three more Grands Prix and other races, driving for Jaguar and Aston Martin, winning the 24 Hours of Le Mans in 1966 with Ford.
McLaren founded Bruce McLaren Motor Racing in 1963. A year later, the company built the first McLaren race car – the M1A; 24 were produced. Its successor, the M1B, allowed McLaren into the Can-Am championship and emerged the dominant victor with 43 victories, almost three times more than rival Porsche. In 1965, the first McLaren F1 car, the M2B, debuted at the Monaco Grand Prix.
After his victories and time in the F3, McLaren was designing and testing a prototype M6GT-registered OBH 500H, a light sports car with an estimated top speed of 165 mph and zero to 100 mph time of eight seconds. However, McLaren died in 1970 before the prototype could be completed.
Merging, spinoff and growth
In 1980, the company merged with Ron Dennis’ Project 4 Racing team. The merger brought back designer, John Barnard, interested in using carbon fibre composite. Carbon fibre was already used in aerospace applications but had never been applied to a complete racing car monocoque. McLaren pioneered the use of carbon fibre in motor racing with its new car, the MP4/1, bringing new levels of rigidity and driver safety to Formula 1. In August 1988, Dennis, Team Principal and Gordon Murray started to develop a new car and in 1992, the F1 was launched with a total production run of just 106 units.
Following a brief collaboration with Mercedes-Benz for the SLR McLaren, McLaren Automotive was re-launched as a standalone manufacturer in 2010, spinning off McLaren Racing. The company launched the 12C in 2011 and the Spider model in 2012. The limited-run supercar P1 went into production in 2013 and ended in 2015. After introducing a business plan to release a car or model every year, the company unveiled the 650S in Coupé and Spider models in 2014, and unveiled the new Sports Series range comprising the McLaren 570S and 540C in 2015. The company debuted a car for kids, the P1TM, after the P1, in September 2016 and announced the same month that they are developing a powerful battery for Formula E. On October 2016, councillors were reported to be looking at a proposition for land opposite of the McLaren Technology Centre for construction and announced the "Pure McLaren Arctic Experience" the same month, an event where a participant is trained to drive a 570S in the Arctic Circle.
Logo and branding
The first McLaren crest logo was designed in 1964. The logo focused on a kiwi, which was based upon New Zealand's national symbol. The ‘Speedy Kiwi’ version was introduced in 1967, once again designed by Michael Turner to emphasize the higher speeds at which Bruce’s cars were racing. Its colour palette featured a papaya orange, which became known as ‘McLaren Orange’ and was introduced in their cars.
Reflecting the sport’s international growth, the ‘Speedy Kiwi’ disappeared in 1981 to be replaced by the McLaren International logo. It was designed by Raymond Loewy and evokes a chequered flag.
In 1991, the three chevrons of the logo were replaced by just one, and the font was modernised. The logo was again re branded in 1997 and featured a streamlined speedmark which bares similarities to the vortices created by a McLaren racing car. After the company's move into the McLaren Technology Centre, the logo was refined and updated in 2002 with a more modern design; the now familiar speed mark was retained.
Products and strategy
McLaren launched its three-tier product structure in 2015, introducing a new naming strategy that includes range names (Sports, Super and Ultimate Series) and derivatives (LT, S and C) followed by power output in PS. The move intends to take McLaren through its next decade of growth. The entry-level Sports Series consists of the 570S Coupé and 540C Coupé; the Super Series, the core McLaren model range, is made up of the 675LT and 650S, both available in Coupé and Spider derivatives; and the most exclusive McLaren range is the Ultimate Series, led by the McLaren P1 and P1 GTR.
The LT badge worn by the 675LT stands for Longtail. A “Longtail” McLaren embodies the ethos of lighter weight, increased power and improved driving dynamics, just as the F1 GTR nicknamed “Longtail” was designed to do in 1997. The S suffix of the 570S and 650S stands for Sport, underlying the levels of performance and engaging driving experience. Finally, the C or Club (entry-level racing category), highlights a more accessible and less extreme model in terms of character.
Sports Series
Initially made up of the 540C Coupé and 570S Coupé, the Sport Series is the newest range added to the McLaren Automotive line-up joining the existing Super Series (650S Coupé, 650S Spider, 675LT Coupé, 675LT Spider) and Ultimate Series (P1 and P1 GTR). In January 2016 the 570GT joined the lineup of the most accessible range in the brand’s three-tier model strategy. By the time the lineup is complete in 2017, the Sports Series is expected to account for two thirds of the total annual sales volume.
The McLaren Sports Series focuses on ultimate driver’s engagement coupled with high performance and everyday usability. All cars in all Series feature range feature carbon fibre chassis – a trademark of McLaren road cars since the F1.
570S Coupé
The first model in McLaren’s Sports Series, the 570S Coupé marks McLaren’s move into the luxury sports car market for the first time. The 570S Coupé, which was unveiled at the 115th New York International Auto Show in April 2015, utilises McLaren’s lightweight carbon fibre MonoCell II chassis and weighs 1,313 kg.
A newly developed suspension system was also designed to enhance levels of driver engagement and refinement on both road and track. The system uses front and rear anti-rollbars, dual wishbones, independent adaptive dampers and retains the Formula 1 derived Brake Steer system. With a 3.8-litre twin turbo V8 engine, the 570S Coupé has a power-to-weight ratio of 434PS per tonne.
540C Coupé
The second member of the McLaren Sports Series is the entry-level 540C Coupé. Launched in April 2015 at the Shanghai Motor Show, the 540C Coupé is the fourth McLaren launched in 2015, with customer deliveries commencing in 2016.
The McLaren 540C shares the lightweight carbon fibre MonoCell II with the McLaren 570S. Its mid-mounted 3.8-litre twin turbocharged V8 engine produces less power (540 PS) and torque (540Nm) than the 570S resulting in a top speed of 320k/h (199 mph) and 0–100 km/h (62 mph) in 3.5 seconds.
570GT Coupé
The newest member of the McLaren Sports Series, the 570GT, was launched at the 2016 Geneva Motor Show. Branded as the most luxurious and refined McLaren to date the 570GT is designed with a dynamic setup to reflect its positioning, yet retains the supercar levels of engagement as the 570S. The newest McLaren model is designed with everyday use in mind, focusing on day-to-day usability and long distance comfort. Unlike the 570S, the revised design of the new two-seat sportscar has a standard fixed glass Panoramic Roof. As with the 570S, the 570GT provides 150 liters of storage in the front luggage area, however this newest model also provides a further 220 liters of space behind the seats on a leather-lined Touring Deck, accessible via the side opening Glass Hatch. The first deliveries are due to commence late 2016.
Super Series
650S (Coupé & Spider)
The McLaren 650S was launched in 2014 at the Geneva Motor Show and is available in both Coupé and Spider derivatives. Both the Coupé and Spider models feature the same 3.8-litre twin-turbo M838T V8 engine, producing 647 bhp and 500 lb-ft (678NM) of torque. However, because of the Spider's higher weight (1370 kg versus 1330 kg of the Coupé), the performance numbers are a bit different. According to the manufacturer the Coupé reaches 100 km/h (62 mph) in 3.0 seconds and 200 km/h (124 mph) in 8.4 seconds with a maximum speed of 333 km/h (207 mph). On the other hand, the Spider, again according to the manufacturer, reaches 100 km/h (62 mph) in 3.0 seconds and 200 km/h (124 mph) in 8.6 seconds with a maximum speed of 329 km/h (204 mph). The 650S features a range of Formula 1 inspired technologies such as a carbon fibre MonoCell chassis, optimized powertrain, braking and suspension systems, mid-engine architecture, carbon ceramic brake discs, and active aerodynamics.
With McLaren’s design ethos of “form follows function” in mind, the 650S design is inspired by the McLaren P1 which results in more downforce generated by the vehicle.
McLaren 675LT
The McLaren 675LT was launched at the 2015 Geneva Motor Show and is the first modern McLaren to wear the LT (’Longtail’) badge. It takes inspiration from the McLaren F1 GTR ‘Longtail’ that debuted during the 1997 race season. According to McLaren, ‘focus on outright performance, weight reduction, and ultimate levels of driver engagement’ define a ‘Longtail’. Embodying the ‘Longtail’ ethos, McLaren have focused on reducing the weight, optimizing aerodynamics and increasing downforce to generate more performance on the track just as with the original ‘Longtail’ F1 GTR.
McLaren’s aim with the 675LT was to create the most track-focused road legal model in the Super Series. To achieve this, McLaren reduced the weight by 100 kg to 1,230 kg through an increased use of carbon fibre and lighter components. With a newly developed M838TL 3.8-litre twin-turbocharged V8 engine, the 675LT achieves a top speed of 330 km/h, sprinting from 0–100 km/h (0-62 mph) in 2.9 seconds.
The 675LT is fitted with adjustable settings for both Handling and Powertrain though the Active Dynamics Panel rotary switches. The Sport and Track settings are uniquely calibrated to the 675LT with the track experience in mind.
The car has been designed with a focus on track use and features P1-inspired carbon fibre grearshift paddles mounted on a rocker behind the steering wheel.
In December the 675LT was joined by a Spider variant. Both Coupé and Spider guises were limited to only 500 units globally.
In 2016, McLaren Special Operations (MSO) created a very limited high-performance version of the 675LT called, "HS," or High Sport. The HS has the same 3.8-liter twin-turbocharged V8 engine as the regular 675LT; however, it is tuned to generate 679 bhp and 516 lb.ft of torque. The body of the HS features more aggressive aerodynamics, including a fixed wing and canards. To save weight, a number of components were crafted using lighter materials such as carbon fiber and titanium. Only 25 cars were produced, each being bespoke to the owner.
McLaren 720S
At the 2017 Geneva Motorshow, McLaren released their latest car in the Super Series lineup, the 720S. Powered by a 4.0 twin turbo V8, a much developed version of their original 3.8, its 720PS (710BHP) and 568 pound-feet of torque propels it from 0-60 mph in 2.8 seconds, up to 124 mph in 7.8 seconds, onto a top speed of 212 mph. It retains the carbon fibre tub from the Mclaren range. It weights an approximate 1,419 kg (3,128 lbs).
The 720S is on sale and vehicles are expected to be delivered in May 2017 at an expected price of £208,600.
Ultimate Series
P1
The McLaren P1 debuted in production form at the 2013 Geneva Motor Show. According to McLaren their ultimate objective was to create the best driver’s car in the world on road and track. The last of the limited run of 375 McLaren P1 supercars was delivered to its customer in December 2015.
The McLaren P1 uses an IPAS (Instant Power Assist System) petrol-electric powertrain comprising a 3.8-litre twin-turbo V8 petrol engine, coupled to a single electric motor, collectively known as M838TQ. Combined power output is 916 PS (903 hp). As important as absolute power is the electric motor provides instant torque and offers a range of 11 km (6.8 miles) in full electric mode on the NEDC cycle, which sees emissions drop to zero. In non-electric mode, the P1 returns 34.0 mpg (8.3 l/100 km) on the EU combined cycle, with CO2 emissions of 194 g/km.
Top speed is electronically limited to 350 km/h (217 mph), with the 0–100 km/h standing start acceleration taking 2.8 second. The McLaren P1 will power from rest to 200 km/h in 6.8 seconds, and on to 300 km/h in 16.5 seconds – 5.5 seconds quicker than the McLaren F1.
The McLaren P1 features a bespoke braking system developed with Akebono. The specially formulated carbon ceramic discs, coated in silicon carbide, bring the McLaren P1 to a halt from 62 mph (100 km/h) in a distance of 30.2 metres.
Two areas of Formula 1 technology evident on the McLaren P1 include IPAS (Instant Power Assist System), a development of KERS (Kinetic Energy Recovery System) used on Formula 1 cars, and DRS (Drag Reduction System), used to give extra power and straight-line speed at the touch of a button. Similar to Formula 1 cars, the McLaren P1 is made entirely of light-weight carbon fibre.
In addition, the McLaren P1 also features adjustable ride height as part of the new hydro-pneumatic suspension. A RaceActive Chassis Control (RCC) can lower the car by 50mm in Race mode, to produce ground effect aerodynamics.
The McLaren P1 name is also inspired by Formula 1. P1 refers to ‘first place’ or ‘position one’. The name, historically, can also trace back to the McLaren F1 - initially known internally within McLaren as Project 1, or P1.
GTR
To celebrate 20 years since their victory in the 1995 24 Hours of Le Mans, McLaren announced that they would resurrect the GTR name by launching a track-only version of the P1, the McLaren P1 GTR. The concept car made its debut at the 2014 Pebble Beach Concours d'Elegance and the P1 GTR production model was officially unveiled at the 2015 Geneva Motor Show. It is available only to existing McLaren P1 customers.
The McLaren P1 GTR has been modified from the road-going McLaren P1. The front track is 80mm wider and the car sits 50mm lower to the ground on centre-locking 19-inch motorsport alloy wheels.
The lightweight windscreen from the McLaren P1 road car has been retained, while the side windows of the P1 GTR are motorsport-specification polycarbonate with a sliding ‘ticket window’ on the driver’s side. The chemically toughened glass panel in the roof has been replaced with carbon fibre to give the cabin a more enclosed, cocooned environment, as has the engine bay cover. The weight saving measures on the McLaren P1 GTR combine to strip out 50 kg over the road-going model.
Significant updates and modifications to the IPAS powertrain have also been made with significant focus on track performance. The McLaren P1 GTR integrates a 3.8-litre twin-turbo V8 petrol engine with an enhanced lightweight electric motor. Combined, they generate 1,000PS(986 hp); 800PS(789 hp) is produced by the petrol engine, and 200PS(197 hp) available from the electric motor.
McLaren P1 GTR owners have an opportunity to become a member of the McLaren P1 GTR Programme. The programme offers full access to the know-how and resources available at McLaren and is designed to hone and optimize driving skills. It offers drivers insight into the steps McLaren race drivers take after signing for the team and teaching them how to get the best of themselves and the car.
Legacy
M6GT
The McLaren M6GT project started when Bruce McLaren decided to enter Le Mans endurance racing in the late 1960s. The plan was to take an M6 Can-Am car and develop a coupe body that would be competitive in long distance racing. Regulations at the time required that a minimum of fifty cars be manufactured. However, homologation problems led to the project being abandoned.
Having always harbored an ambition to build his own road car, Bruce McLaren wanted to turn the project into the ultimate road car. He wanted to build the fastest and quickest accelerating car in the world, using expertise developed on the racetrack to create the definitive road-going sports car. In early 1970, McLaren began work on the GT to use it on the road to find out what problems the design would have to overcome.
Together with chief designer Gordon Coppuck, McLaren planned to refine the prototype, eventually aiming to produce up to 250 cars per year. Only two M6 GTs were ever built — the original prototype and a second built by a coach-building company called Trojan. The original prototype became Bruce's personal transportation, and remained so until his death at Goodwood 1970.
McLaren F1
In 1988, McLaren took the decision to expand from Formula One and design and build what it described as “the finest sports car the world has ever seen”. In March 1990 the team that was to create the F1 came together for the first time and three years later, in December 1993 the first production car was born. Even by today’s standards, the McLaren F1 road car is considered by many to be one of the greatest road cars of all time.
McLaren F1 was the world’s first carbon fibre road car featuring the Formula 1 inspired monocoque weighing only 100 kilograms. The car also defined the McLaren road car DNA: low weight, clever packaging, superb quality and innovative design, resulting in an outstanding driving experience. The revolutionary central driving position was designed for visibility and no compromise on control positions for the driver.
The F1 was launched in 1994, and over the course of the next four years 64 F1, 5 F1 LM and 3 F1 GT road cars were produced, together with 28 F1 GTR race cars. Six additional prototypes were also manufactured.
In 1994, after pressure from owners, McLaren developed a racing version of the F1 road car to run in the FIA GT1 category in the 1995 season. Despite a design and development period of just 3 months, the F1 GTR won the 1995 GT1 Championship, and the 24 Hours of Le Mans on its debut where it finished in 1st, 3rd, 4th, 5th and 13th places. The F1 GTR secured for McLaren a unique position in motor racing history, as the only manufacturer to win all of the Formula 1 World Championship, the Indianapolis 500 and the Le Mans 24 Hours.
Production of the McLaren F1 ended in 1998. In August 2015, Sotheby’s auctioned off a 1998 McLaren F1 for a reported £9 million, underlining the F1’s status as one of the great motoring icons.
12C (Coupe & Spider)
Formally known as the McLaren MP4-12C, the McLaren 12C was the first production car wholly designed and built by McLaren since the McLaren F1. Launched in 2011, nearly two years since the car’s final design by Design Director Frank Stephenson was unveiled in September 2009, the 12C features a carbon fibre MonoCell chassis.
A convertible version of the car, the MP4-12C Spider was later renamed the McLaren 12C Spider in 2012. The 75 kg ‘MonoCell’ required no additional strengthening for the Spider model. The result is a sports car almost identical to its fixed roof equivalent in performance terms, and weighing only 40 kg more with the addition of a convertible roof system.
With the roof raised, the area under the tonneau can be used for storing more luggage and provides 52 litres of additional storage space.
Headquarters and facilities
The McLaren Technology Centre officially opened in 2004. and a McLaren Production Centre was founded in 2011. The two facilities are connected by a subterranean walkway with the MPC was built partially underground to minimise its presence. Designed by Lord Norman Foster, the MTC is an embodiment of the company’s design and engineering expertise.
Situated on more than a hundred acres, the MTC curves around an artificial lake that helps cool the building and adjoining wind tunnel that is used for testing aerodynamic parts and set-ups. Facilities include design studios, laboratories and testing and production facilities for both McLaren Racing and Automotive, a cafeteria, a fitness centre and swimming pool.
The McLaren Technology Centre Boulevard also houses over 50 years of McLaren cars, starting 1929 Austin 7 Ulster in which McLaren won his first race in 1954. MTC is also home to over 500 McLaren Racing Trophies, majority of which come from podium place finishes in F1 with the remaining consisting of a mix of Indycar, Can-Am and off-track awards.
Collaborations
Mercedes-Benz
McLaren SLR (P7)
In 1999, McLaren agreed to design and manufacture the SLR in conjunction with Mercedes-Benz. DaimlerChrysler was the engine supplier to McLaren Racing through its Mercedes-Benz division. The final stages of production of the Mercedes-Benz SLR McLaren took place at a designated assembly facility at the McLaren Technology Centre.
The SLR featured a 5.5 litre supercharged V8 engine that produced 626 bhp (467 kW; 635 PS). It can accelerate from 0 to 60 mph (0–97 km/h) in 3.8 seconds and 0 to 100 mph (0–161 km/h) in 6.3 seconds.
In 2006, the Mercedes-Benz McLaren SLR 722 Edition was announced. The "722 Edition" produced 650 bhp (480 kW; 660 PS), with a top speed of 340 kilometres per hour (210 mph) (6 km/h more than the standard SLR). A new suspension is used with 19-inch (480 mm) light-alloy wheels, a stiffer damper configuration and 0.4 inches (10 mm) lower body.
In 2007, the Mercedes-Benz McLaren SLR Convertible was announced, which has been available from late 2007. The car uses the same supercharged 5.5 litre V8 that is in the coupé.
A limited edition called the SLR Stirling Moss was introduced. The car was the final SLR produced and a tribute to Stirling Moss. Beneath the scissor-doors is a plaque with Moss' signature on it.
Unreleased vehicles
The partnership between Mercedes-Benz and McLaren resulted in three further cars being proposed. The P9 was to be a mid-engined baby supercar with a less expensive model, the P8 or "SLS", competing with cars such as the Ferrari F430, the Bentley Continental GT and the Aston Martin DB9. Both cars were to be powered by naturally aspirated V-8 engines. The P10 would have been an SLR replacement.
All three cars were aborted in 2005, with Mercedes rumored to have considered the projects simply too costly to turn into a solid business case, although Mercedes' AMG subsidiary produces the SLS alone as the Mercedes-Benz SLS AMG. The car has a naturally aspirated V8 with over 570 bhp (430 kW; 580 PS); however, it's not thought to be related to the P8 project.
Divisions
McLaren Special Operations
Despite being officially launched at the Pebble Beach Concours d’Elegance in 2011 to provide a bespoke personalisation service for McLaren customers, McLaren Special Operations’ (MSO) origins date back over 20 years, as the division grew out of the McLaren Customer Care Programme that was set up in the early 1990s to service, maintain and personalise the McLaren F1 for owners.
Today MSO offers five tiers that identify the levels of bespoke work available. Through MSO Defined, MSO Bespoke, MSO Limited, MSO Heritage and MSO Programmes, McLaren Special Operations offers a complete tailoring of any McLaren model.
MSO Defined
MSO Defined forms the first of the five tiers of personalisation offered by MSO. This tier’s offerings include numerous factory-fit options such as a weight-saving carbon fibre rear deck lid, carbon fibre rear diffuser and extended side door blades for the Sports Series and Super Series.
MSO Bespoke
Within MSO Bespoke McLaren Special Operations allow their customers to modify their vehicles based on their personal preferences with nearly limitless scope for personalization. Examples include unique exterior paints, personalized interiors or one-off vehicles designed and engineered based on specific customer requirements.
Since the launch of the 650S, around 20 per cent of vehicles built at the McLaren Production Centre have featured MSO Bespoke content. Approximately 95 per cent of all McLaren P1 hypercars have been personalised through the MSO Bespoke service
MSO Limited
MSO Limited develops and produces limited-run and special edition McLaren vehicles. To celebrate the 50th anniversary of McLaren in 2013, MSO produced a commemorative model: the McLaren 50 12C. It was strictly limited to just 100 examples, split equally between the 12C and 12C Spider. Each featured increased levels of downforce, upgraded carbon ceramic brakes, unique lightweight wheels and an anniversary dedication plate.
In 2014, McLaren Special Operations confirmed it would build 50 bespoke examples of the MSO 650S. Available in Coupe or Spider body styles, the team at MSO worked closely with McLaren Automotive Design Director, Frank Stephenson to enhance the visual appeal and performance attributes of the 650S.
MSO celebrated the 20th anniversary of McLaren’s victory at the 1995 24 Hours of Le Mans with a limited edition 650S. The 650S Le Mans, designed by MSO in consultation with Peter Stevens, the designer of the McLaren F1, is inspired by the race-winning #59 McLaren F1 GTR. Wearing a McLaren Orange ‘Le Mans’ logo, the coupé only model was limited to 50 globally and deliveries commenced in late 2015.
In honour of the 50th anniversary of the inaugural Can-Am racing season, MSO has designed and created a limited production 650S Can-Am. All based on the 650S Spider, the commemorative model will be available in three colours, Mars Red (inspired by the M1B raced by Bruce McLaren and Chris Amon in the debut season)Papaya Spark (a modern take on the Can-Am racing McLaren Orange) and Onyx Black(similar to the base colour used by many of McLaren customer teams). Production will be limited to 50 examples globally, and deliveries are scheduled to commence early 2016.
MSO Heritage
McLaren Special Operations grew out of McLaren’s Customer Care programme, originally created to maintain and personalize the McLaren F1 for owners. Today those duties continue at McLaren through MSO Heritage, which offers vast amount of knowledge and expertise related to heritage McLaren vehicles.
MSO Programmes
McLaren Special Operations are also responsible for managing the McLaren P1 GTR Programme including assembly and preparation of participating vehicles and organization of track events
McLaren GT
McLaren GT is the GT race car manufacturing arm of McLaren Automotive, established in 2011 to develop, build and support all McLaren track and GT race activities. Based in Woking, Surrey, the company is currently responsible for the design, development and production of the 650S GT3, 650S GT Sprint.
The first car developed by McLaren GT was the 12C GT3, which was launched in 2011, and following a development year, 25 examples were delivered to customers for racing throughout Europe in 2012. The debut season saw 13 McLaren GT customer teams visit 14 countries and between them, the teams claimed a total of 19 race victories in the FIA GT1 World Championship, Blancpain Endurance Series, Barcelona 24hours, British GT, City Challenge Baku, FFSA French GT and GT Cup.
A total of 19 McLaren GT customer teams contested the 2013 season, entering 108 races across 15 championships globally. In total, the teams claimed 27 pole positions, 23 victories, a further 39 podium finishes and three championship titles.
Following the successful 2013 season, McLaren GT expanded its customer support with the competitive debut for the 12C GT3 car in the Pirelli World Challenge championship in North America.
Around 15 examples of the 650S GT3 made race debuts during the 2015 race season, claiming a number of victories. Most notably the McLaren GT customer racing team Von Ryan Racing took victory at the Blancpain Endurance Series at Silverstone, marking the first win in the Blancpain Endurance Series for the 650S GT3 in its debut competitive season.
The 650S GT3 was the dominant GT car in 2016. In February, Australian team Tekno Autosports won the 2016 Liqui Moly Bathurst 12 Hour at the Mount Panorama Circuit in Australia with drivers Álvaro Parente, Shane van Gisbergen and Jonathon Webb. In the 2016 Blancpain GT Series Endurance Cup, British team Garage 59 won the 3 Hours of Monza and the 1000 km on their way to the title with their team of van Gisbergen, Rob Bell and Côme Ledogar.
McLaren Racing Limited, competing as McLaren Honda, is a British Formula One team based at the McLaren Technology Centre, Woking, Surrey, England.
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| Full name | McLaren Honda |
|---|---|
| Base | McLaren Technology Centre Woking, Surrey, United Kingdom 51°20′45″N 0°32′52″W / 51.34583°N 0.54778°W / 51.34583; -0.54778Coordinates: 51°20′45″N 0°32′52″W / 51.34583°N 0.54778°W / 51.34583; -0.54778 |
| Team principal(s) | Éric Boullier (Racing Director) Zak Brown (Executive Director) |
| Technical director(s) | Tim Goss Neil Oatley Peter Prodromou |
| Founder(s) | Bruce McLaren |
| Website | www |
| 2017 Formula One season | |
| Race drivers | 2.  Stoffel Vandoorne14.  Fernando Alonso |
| Test drivers |  Jenson Button Nobuharu Matsushita Oliver Turvey Nyck de Vries |
| Chassis | MCL32 |
| Engine | Honda RA617H |
| Tyres | Pirelli |
| Formula One World Championship career | |
| First entry | 1966 Monaco Grand Prix |
| Latest entry | 2017 Spanish Grand Prix |
| Races entered | 809 (806 starts) |
| Constructors' Championships |
8 (1974, 1984, 1985, 1988, 1989, 1990, 1991, 1998) |
| Drivers' Championships |
12 (1974, 1976, 1984, 1985, 1986, 1988, 1989, 1990, 1991, 1998, 1999, 2008) |
| Race victories | 182 |
| Pole positions | 155 |
| Fastest laps | 153 |
| 2016 position | 6th (76 pts) |
McLaren is best known as a Formula One constructor but has also competed in and won the Indianapolis 500 and the Canadian-American Challenge Cup (Can-Am) The team is the second oldest active team after Ferrari They are one of the most successful teams in Formula One history, having won 182 races, 12 drivers' championships and eight constructors' championships The team is a wholly owned subsidiary of McLaren Technology Group
Founded in 1963 by New Zealander Bruce McLaren, the team won its first Grand Prix at the 1968 Belgian Grand Prix, but their greatest initial success was in Can-Am, where they dominated from 1967 to 1971. Further American triumph followed, with Indianapolis 500 wins in McLaren cars for Mark Donohue in 1972 and Johnny Rutherford in 1974 and 1976. After Bruce McLaren died in a testing accident in 1970, Teddy Mayer took over and led the team to their first Formula One constructors' championship in 1974, with Emerson Fittipaldi and James Hunt winning the drivers' championship in 1974 and 1976, respectively; 1974 also marked the start of a long-standing sponsorship by Phillip Morris' Marlboro cigarette brand.
In 1981, McLaren merged with Ron Dennis' Project Four Racing; Dennis took over as team principal and shortly after organised a buyout of the original McLaren shareholders to take full control of the team. This began the team's most successful era: with Porsche and Honda engines, Niki Lauda, Alain Prost, and Ayrton Senna took between them seven drivers' championships and McLaren six constructors' championships. The combination of Prost and Senna was particularly dominant—together they won all but one race in 1988—but later their rivalry soured and Prost left for Ferrari. Fellow English team Williams offered the most consistent challenge during this period, the two winning every constructors' title between 1984 and 1994. However, by the mid-1990s, Honda had withdrawn from Formula One, Senna had moved to Williams, and the team went three seasons without a win. With Mercedes-Benz engines, West sponsorship, and former Williams designer Adrian Newey, further championships came in 1998 and 1999 with driver Mika Häkkinen and during the 2000s the team were consistent front-runners, driver Lewis Hamilton taking their latest title in 2008.
Ron Dennis retired as McLaren team principal in 2009, handing the former role to longtime McLaren employee Martin Whitmarsh. At the end of 2013, after the team's worst season since 2004, Whitmarsh was ousted. McLaren announced in 2013 that they would be using Honda engines from 2015 onwards, replacing Mercedes-Benz. The team raced as McLaren-Honda for the first time since 1992 at the 2015 Australian Grand Prix.
Origins
The McLaren Racing team's founder Bruce McLaren
Bruce McLaren Motor Racing was founded in 1963 by New Zealander Bruce McLaren. Bruce was a works driver for the British Formula One team Cooper with whom he had won three Grands Prix and come second in the 1960 world championship. Wanting to compete in the Australasian Tasman Series, Bruce approached his employers, but when team owner Charles Cooper insisted on using 1.5-litre Formula One-specification engines instead of the 2.5-litre motors permitted by the Tasman rules, Bruce decided to set up his own team to run him and his prospective Formula One team-mate Timmy Mayer with custom-built Cooper cars.
Bruce won the 1964 series, but Mayer was killed in practice for the final race at the Longford Circuit in Tasmania, prompting his brother and manager Teddy Mayer to become involved with the running of the team. In 1964 and 1965, McLaren were based in New Malden, then Feltham, before settling on premises in Colnbrook.
During this period, Bruce drove for his team in sports car races in the United Kingdom and North America and also entered the 1965 Tasman Series with Phil Hill, but did not win it. He continued to drive in Grands Prix for Cooper, but judging that team's form to be waning, decided to race his own cars in 1966.
Racing history: Formula One
Bruce McLaren and the early days (1966–1967)
The McLaren M2B the team's first Formula One car
The McLaren M7A of 1968 gave McLaren their first Formula One wins. It is driven here by Bruce McLaren at the Nürburgring in 1969.
Bruce made the team's Grand Prix debut at the 1966 Monaco race (of the current Formula One teams only Ferrari is older). His race ended after nine laps due to a terminal oil leak. The 1966 car was the M2B designed by Robin Herd, but the programme was hampered by a poor choice of engines: a 3.0-litre version of Ford's Indianapolis 500 engine and a Serenissima V8 were used, the latter scoring the team's first point in Britain, but both were underpowered and unreliable. For 1967 Bruce decided to use a British Racing Motors (BRM) V12 engine, but due to delays with the engine, was forced initially to use a modified Formula Two car called the M4B powered by a 2.1-litre BRM V8, later building a similar but slightly larger car called the M5A for the V12. Neither car brought great success, the best result being a fourth at Monaco.
McLaren's original logo was designed by Michael Turner and featured a kiwi bird, a New Zealand icon.
Successes, Bruce McLaren's death, McLaren under Teddy Mayer, and the DFV (1968–1982)
For 1968, after driving McLaren's sole entry for the previous two years, Bruce was joined by 1967 champion and fellow New Zealander Denny Hulme, who was already racing for McLaren in Can-Am. That year's new M7A car, Herd's final design for the team, was powered by Cosworth's new and soon to be ubiquitous DFV engine (the DFV would go on to be used by McLaren until 1983) and with it a major upturn in form proceeded. Bruce won the Race of Champions at the Brands Hatch circuit and Hulme won the International Trophy at Silverstone, both non-championship races, before Bruce took the team's first championship win at the Belgian Grand Prix. Hulme also won the Italian and Canadian Grands Prix later in the year, helping the team to second in the constructors' championship. Using an updated 'C' version on the M7, a further three podium finishes followed for Bruce in 1969, but the team's fifth win had to wait until the last race of the 1969 championship when Hulme won the Mexican Grand Prix. That year, McLaren experimented with four-wheel drive in the M9A, but the car had only a single outing driven by Derek Bell at the British Grand Prix; Bruce described driving it as like "trying to write your signature with somebody jogging your elbow".
The year 1970 started with a second place each for Hulme and Bruce in the first two Grands Prix, but in June, Bruce was killed in a crash at Goodwood while testing the new M8D Can-Am car. After his death, Teddy Mayer took over effective control of the team; Hulme continued with Dan Gurney and Peter Gethin partnering him. Gurney won the first two Can-Am events at Mosport and St. Jovite and placed ninth in the third, but left the team mid-season, and Gethin took over from there. While 1971 began promisingly when Hulme led the opening round in South Africa before retiring with broken suspension, ultimately Hulme, Gethin (who left for BRM mid-season,) and Jackie Oliver again failed to score a win. The 1972 season saw improvements though: Hulme won the team's first Grand Prix for two-and-a-half years in South Africa and he and Peter Revson scored ten other podiums, the team finishing third in the constructors' championship. McLaren gave Jody Scheckter his Formula One debut at the final race at Watkins Glen.
Emerson Fittipaldi won the 1974 drivers' championship with McLaren.
The McLaren M23, designed by Gordon Coppuck, was the team's new car for the 1973 Formula One season. Sharing parts of the design of both McLaren's Formula One M19 and Indianapolis M16 cars (itself inspired by Lotus's 72), it was a mainstay for four years. Hulme won with it in Sweden and Revson took the only Grand Prix wins of his career in Britain and Canada. In 1974, Emerson Fittipaldi, world champion with Lotus two years earlier, joined McLaren. Hulme, in his final Formula One campaign, won the Argentinian season-opener; Fittipaldi, with wins in Brazil, Belgium and Canada, took the drivers' championship. It was a close fight for Fittipaldi, who secured the title with a fourth at the season-ending United States Grand Prix, putting him three points ahead of Ferrari's Clay Regazzoni. With Hulme and multiple motorcycle world champion Mike Hailwood, he also sealed McLaren's first constructors' championship. The year 1975 was less successful for the team: Fittipaldi was second in the championship behind Niki Lauda. Hulme's replacement Jochen Mass took his sole GP win in Spain.
At the end of 1975, Fittipaldi left to join his brother's Fittipaldi/Copersucar team. With the top drivers already signed to other teams, Mayer turned to James Hunt, a driver on whom biographer Gerald Donaldson reflected as having "a dubious reputation". In 1976, Lauda was again strong in his Ferrari; at midseason, he led the championship with 56 points whilst Hunt had only 26 despite wins in Spain (a race from which he was initially disqualified) and France. At the German Grand Prix, though, Lauda crashed heavily, was nearly killed, and missed the next two races. Hunt capitalised by winning four more Grands Prix giving him a three-point deficit going into the finale in Japan. Here it rained torentially, Lauda retired because of safety concerns, and Hunt sealed the drivers' championship by finishing third. McLaren, though, lost the constructors' championship to Ferrari.
In 1977, the M23 was gradually replaced with the M26, the M23's final works outing being Gilles Villeneuve's Formula One debut with the team in a one-off appearance at the British Grand Prix. Hunt won on three occasions that year, but the Lauda and Ferrari combination proved too strong, Hunt and McLaren managing just fifth and third in the respective championships. From there, results continued to worsen. Lotus and Mario Andretti took the 1978 titles with their 78 and 79 ground-effect cars and neither Hunt nor Mass's replacement Patrick Tambay were able to seriously challenge with the nonground-effect M26. Hunt was dropped at the end of 1978 in favour of Lotus's Ronnie Peterson, but when Peterson was killed by a crash at the Italian Grand Prix, John Watson was signed, instead. No improvement occurred in 1979; Coppuck's M28 design was described by Mayer as "ghastly, a disaster" and "quite diabolical" and the M29 did little to change the situation. Tambay scored no points and Watson only 15 to place the team eighth at the end of the year.
Five years after his first retirement, Lauda won his third title driving a McLaren MP4/2.
Alain Prost, pictured here at the 1985 German Grand Prix, won three drivers' championships with McLaren.
Equipped with Honda engines and the driving strength of Prost and Ayrton Senna for 1988, McLaren dominated the season, winning all but one race. Senna won his first world championship after a season-long battle with Prost.
The 1980s started much as the 1970s had ended: Alain Prost took over from Tambay but Watson and he rarely scored points. Under increasing pressure since the previous year from principal sponsor Philip Morris and their executive John Hogan, Mayer was coerced into merging McLaren with Ron Dennis's Project Four Formula Two team, also sponsored by Philip Morris. Dennis had designer John Barnard who, inspired by the carbon-fibre rear wings of the BMW M1 race cars that Project Four was preparing, had ideas for an innovative Formula One chassis constructed from carbon-fibre instead of conventional aluminium alloy. On their own, they lacked the money to build it, but with investment that came with the merger it became the McLaren MP4 (later called MP4/1) of 1981, driven by Watson and Andrea de Cesaris. In the MP4, Watson won the British Grand Prix and had three other podium finishes. Soon after the merger, McLaren moved from Colnbrook to a new base in Woking and Dennis and Mayer initially shared the managing directorship of the company; by 1982, Mayer had departed and Tyler Alexander's and his shareholdings had been bought by the new owners.
Ron Dennis and Mansour Ojjeh's buyout, TAG-Porsche and Honda engines, Prost and Senna era (1983–1993)
In the early 1980s, teams like Renault, Ferrari and Brabham were using 1.5-litre turbocharged engines in favour of the 3.0-litre naturally aspirated engines that had been standard since 1966. Seeing the need for a turbo engine of their own, in 1982, Dennis convinced Williams backer Techniques d'Avant Garde (TAG) to fund Porsche-built, TAG-branded turbo engines made to Barnard's specifications; TAG's founder Mansour Ojjeh would later become a McLaren shareholder. In the meantime, they continued with Cosworth engines as old rival Lauda came out of retirement to drive alongside Watson in that year's 1B development of the MP4. They each won two races, Watson notably from 17th place on the grid in Detroit, and McLaren were second in the constructors' title race. As part of a dispute with FISA, the sport's governing body, they boycotted the San Marino Grand Prix. Although 1983 was not so fruitful, Watson did win again in the United States, this time from 22nd on the grid at Long Beach.
Having been fired by Renault, Prost was once again at McLaren for 1984. Now using the TAG engines, the team dominated, scoring 12 wins and two-and-a-half times as many constructors' points as nearest rival Ferrari. In the drivers' championship, Lauda prevailed over Prost by half a point, the narrowest margin ever. The McLaren-TAGs were again strong in 1985; a third constructors' championship came their way whilst this time Prost won the drivers' championship. In 1986, the Williams team were resurgent with their Honda engine and drivers Nigel Mansell and Nelson Piquet, whilst at McLaren, Lauda's replacement, 1982 champion Keke Rosberg could not gel with the car. Williams took the constructors' championship, but for Prost, wins in San Marino, Monaco, and Austria combined with the fact that the Williams drivers were taking points from each other meant that he retained a chance going into the last race, the Australian Grand Prix. There, a puncture for Mansell and a precautionary pit stop for Piquet gave Prost the race win and his second title, making him the first driver to win back-to-back championships since Jack Brabham in 1959 and 1960. In 1987 Barnard departed for Ferrari to be replaced by Steve Nichols (who himself joined Ferrari in 1989). In the hands of Prost and Stefan Johansson, though, Nichols's MP4/3 and the TAG engine could not match the Williams-Honda.
For 1988, Honda switched their supply to McLaren and, encouraged by Prost, Dennis signed Ayrton Senna to drive. Despite regulations reducing the boost pressure and fuel capacity (and therefore, power) of the turbo cars, Honda persisted with a turbocharged engine. In the MP4/4, Senna and Prost engaged in a season-long battle, winning 15 of the 16 races (at the other race at Monza, Senna had been leading comfortably, but collided with back-marker Jean-Louis Schlesser). At the Portuguese Grand Prix, their relationship soured when Senna squeezed Prost against the pit wall; Prost won, but afterwards said, "It was dangerous. If he wants the world championship that badly he can have it." Prost scored more points that year, but because only the best 11 results counted, Senna took the title at the penultimate race in Japan.
The next year, with turbos banned, Honda supplied a new 3.5-L naturally aspirated V10 engine and McLaren again won both titles with the MP4/5. Their drivers' relationship continued to deteriorate, though, especially when, at the San Marino Grand Prix, Prost felt that Senna had reneged on an agreement not to pass each other at the first corner. Believing that Honda and Dennis were favouring Senna, Prost announced mid-season that he would leave to drive at Ferrari the following year. For the second year in succession, the drivers' championship was decided at the Japanese Grand Prix, this time in Prost's favour after Senna and he collided (Senna initially recovered and won the race, but was later disqualified).
By 1993, Honda had withdrawn from F1 and the team used underpowered Ford V8 engines to power the MP4/8. Although Ayrton Senna (pictured at the German GP) won five races, McLaren was not a match for the dominant Williams team. After the 1993 Australian Grand Prix, the team failed to win a race until 1997.
Mika Häkkinen won the 1998 and 1999 drivers' championships with McLaren. He is shown here at the 1999 Canadian Grand Prix, an event which he won.
With former McLaren men Nichols and Prost (Barnard had moved to the Benetton team), Ferrari pushed the British team more closely in 1990. McLaren, in turn, brought in Ferrari's Gerhard Berger, but like the two seasons before, the drivers' championship was led by Prost and Senna and settled at the penultimate race in Japan. Here, Senna collided with Prost at the first corner, forcing both to retire, but this time Senna escaped punishment and took the title; McLaren also won the constructors' championship. The 1991 year was another for McLaren and Senna, with the ascendent Renault-powered Williams team their closest challengers. By 1992, Williams, with their advanced FW14B car, had overtaken McLaren, breaking their four-year run as champions, despite the latter winning four races.
Ford-Cosworth, Lamborghini and Peugeot engines, entering a slump (1993–1994)
Honda withdrew from the sport at end of the year. A deal to secure Renault engines fell through, which saw McLaren switching to customer Ford engines for the 1993 season. Senna—who initially agreed only to a race-by-race contract before later signing for the whole year—won five races, including a record-breaking sixth victory at Monaco and a win at the European Grand Prix, where he went from fifth to first on opening lap. His team-mate, 1991 IndyCar champion Michael Andretti, fared much worse: he scored only seven points, and was replaced by test driver Mika Häkkinen for the final three rounds of the season. Williams ultimately won both titles and Senna—who had flirted with moving there for 1993—signed with them for the 1994 season. During the 1993 season McLaren took part in a seven part BBC Television documentary called A Season With McLaren.
McLaren tested a Lamborghini V12 engine ahead of the 1994 season, as part of a prospective deal with then-Lamborghini owner Chrysler, before eventually deciding to use Peugeot engines. Thus powered, the MP4/9 was driven by Häkkinen and Martin Brundle, but no wins resulted, and Peugeot was dropped after a single year in favour of a Mercedes-Benz-branded, Ilmor-designed engine.
Mercedes power (1995–2014)
The alliance with Mercedes started slowly: 1995's MP4/10 car was not a front-runner and Brundle's replacement, former champion Nigel Mansell, was unable to fit into the car at first and departed after just two races, with Mark Blundell taking his place.
While Williams dominated in 1996, McLaren, now with David Coulthard alongside Häkkinen, went a third successive season without a win. In 1997, however, Coulthard broke this run by winning the season-opening Australian Grand Prix; Häkkinen and he would each win another race before the end of the season, and highly rated designer Adrian Newey joined the team from Williams in August that year. Despite the car's improved pace, unreliability proved costly throughout the season, with retirements at the British and Luxembourg Grands Prix occurring whilst Häkkinen was in the lead.
Resurgence with Adrian Newey (1998–2006)
With Newey able to take advantage of new technical regulations for 1998, and with Williams losing their works Renault engines, McLaren were once again able to challenge for the championship; F1 Racing magazine stated that the only way to increase their championship hopes was to hire Ferrari's double champion Michael Schumacher. Häkkinen and Coulthard won five of the first six races despite the banning of the team's "brake steer" system, which allowed the rear brakes to be operated individually to reduce understeer, after a protest by Ferrari at the second race in Brazil. Schumacher and Ferrari provided the greatest competition, the former levelled on points with Häkkinen with two races to go, but wins for Häkkinen at the Luxembourg and Japanese Grands Prix gave both him the drivers' championship and McLaren the constructors' championship. Häkkinen won his second drivers' championship the following season, but due to a combination of driver errors and mechanical failures, the team lost the constructors' title to Ferrari.
Mechanics push Kimi Räikkönen's MP4-19 into the garage during qualifying for the US Grand Prix at Indianapolis in 2004.
The year 2000 was not a repeat of recent successes: McLaren won seven races in a close fight with Ferrari, but ultimately Ferrari and Schumacher prevailed in both competitions. This marked the start of a decline in form as Ferrari cemented their position at the head of Formula One. In 2001, Häkkinen was outscored by Coulthard for the first time since 1997 and retired (ending Formula One's longest ever driver partnership), his place taken by Kimi Räikkönen, then in 2002, Coulthard took their solitary win at Monaco while Ferrari repeated McLaren's 1988 feat of 15 wins in a season.
The year 2003 started very promisingly, with one win each for Coulthard and Räikkönen at the first two Grands Prix. However, they were hampered when the MP4-18 car designed for that year suffered crash test and reliability problems, forcing them to use a 'D' development of the year-old MP4-17. Despite this, Räikkönen scored points consistently and challenged for the championship up to the final race, eventually losing by two points. The team began 2004 with the MP4-19, which technical director Adrian Newey described as "a debugged version of [the MP4-18]". It was not a success, though, and was replaced mid-season by the MP4-19B. With this, Räikkönen scored the team's and his only win of the year at the Belgian Grand Prix, as McLaren finished fifth in the constructors' championship, their worst ranking since 1983.
Coulthard left for Red Bull Racing in 2005 to be replaced by former CART champion Juan Pablo Montoya for what was McLaren's most successful season in several years as he and Räikkönen won ten races. However, the unreliability of the MP4-20 cost a number of race victories when Räikkönen had been leading or in contention to win allowing Renault and their driver Fernando Alonso to capitalise and win both titles.
Kimi Räikkönen nearly won the drivers' championship in 2005.
In 2006, the team failed to build on the previous year's good form as the superior reliability and speed of the Ferraris and Renaults prevented the team from gaining any victories for the first time in a decade. Montoya parted company acrimoniously with the team to race in NASCAR after the United States Grand Prix, where he crashed into Räikkönen at the start; test driver Pedro de la Rosa deputised for the remainder of the season. The team also lost Räikkönen to Ferrari at the end of the year.
Steve Matchett argued that the poor reliability of McLaren in 2006 and recent previous years was due to a lack of team continuity and stability. His cited examples of instability are logistical challenges related to the move to the McLaren Technology Centre, Adrian Newey's aborted move to Jaguar and later move to Red Bull, the subsequent move of Newey's deputy to Red Bull, and personnel changes at Ilmor.
Fernando Alonso had a difficult and controversial year with McLaren in 2007.
Post-Adrian Newey, Ron Dennis' departure and return (2007–2014)
The 2007 season had Fernando Alonso, who had been contracted over a year previously, race alongside Formula One debutant and long-time McLaren protege Lewis Hamilton. The pair scored four wins each and led the drivers' championship for much of the year, but tensions arose within the team, some commentators claiming that Alonso was unable to cope with Hamilton's competitiveness. At the Hungarian Grand Prix, Alonso was judged to have deliberately impeded his team-mate during qualifying, so the team were not allowed to score constructors' points at the event. Indeed, an internal agreement within the McLaren team stated that drivers would alternatively have an extra lap for qualifying, that Lewis Hamilton refused to accept for the Hungarian Grand Prix, explaining Alonso's decision. Subsequently, the McLaren team were investigated by the FIA for being in possession of proprietary detailed technical blueprints of Ferrari's car – the so-called "Spygate" controversy. At the first hearing, McLaren management consistently denied all knowledge, blaming a single "rogue engineer". However, in the final hearing, McLaren were found guilty and the team were excluded from the constructors' championship and fined $100M. The drivers were allowed to continue without penalty, and whilst Hamilton led the drivers' championship heading into the final race in Brazil, Räikkönen in the Ferrari won the race and the drivers' championship, a single point ahead of both McLaren drivers. In November, Alonso and McLaren agreed to terminate their contract by mutual consent, Heikki Kovalainen filling the vacant seat alongside Hamilton.
Lewis Hamilton won 2008's season-opening race in Australia and went on to win the title.
In 2008, a close fight ensued between Hamilton and the Ferraris of Felipe Massa and Räikkönen; Hamilton won five times and despite also crossing the finish line first at the Belgian Grand Prix, he was deemed to have gained an illegal advantage by cutting a chicane during an overtake and was controversially demoted to third. Going into the final race in Brazil, Hamilton had a seven-point lead over Massa. Massa won there, but Hamilton dramatically clinched his first drivers' championship by moving into the necessary fifth position at the final corner of the final lap of the race. Despite winning his first Grand Prix in Hungary, Kovalainen finished the season only seventh in the overall standings, allowing Ferrari to take the constructors' title.
Before the start of the 2009 season, Dennis retired as team principal, handing responsibility to Martin Whitmarsh, but the year started badly: the MP4-24 car was off the pace and the team was given a three-race suspended ban for misleading stewards at the Australian and Malaysian Grands Prix. Despite these early problems, a late revival had Hamilton win at the Hungarian and Singapore Grands Prix. McLaren signed that year's champion, Jenson Button, to replace Kovalainen alongside Hamilton in 2010.
Button won twice (in Australia and China) and Hamilton three times (in Turkey, Canada, and Belgium), but they and McLaren failed to win their respective championships, that year's MP4-25 largely outpaced by Red Bull's RB6.
Hamilton and Button remained with the team into 2011, with Hamilton winning three races – China, Germany, and Abu Dhabi and Button also winning three races – Canada, Hungary, and Japan. Button finished the driver's championship in second place with 270 points behind 2011 Drivers' Champion Sebastian Vettel of Red Bull Racing, ahead of Hamilton's 227 points. McLaren were second in the Constructors' Championship to Red Bull Racing.
Sergio Pérez driving for McLaren at the 2013 Malaysian Grand Prix
In 2012, McLaren won the first race of the year in Australia with a 1–3 finish for Button and Hamilton, while Hamilton went on to win in Canada, but by the mid-way mark of the season at the team's home race at Silverstone, the McLaren cars managed only eighth place (Hamilton) and 10th place (Button), while the drivers' and constructors' championships were being dominated by Red Bull Racing and Ferrari, whose cars occupied the first four places of the British Grand Prix, this was partially due to pit stop problems and Button's loss of form after not working as well with the new car as Hamilton and the car not adapting to the Pirelli tyres. The car also suffered reliability problems which cost the team and its drivers numerous potential points, most notably in Singapore and Abu Dhabi, where Hamilton had been leading from the front in both races.
Sergio Pérez replaced Hamilton for 2013, after Hamilton decided to leave for Mercedes. The team's car for the season, the MP4-28, was launched on 31 January 2013. The car struggled to compete with the other top teams and the season had McLaren fail to produce a podium finish for the first time since 1980.
Kevin Magnussen replaced Pérez for 2014, and Ron Dennis, who had remained at arm's length since stepping down from the team principal role, returned as CEO of the operation. McLaren were the first team to officially launch their 2014 car, the MP4-29, which was revealed on 24 January 2014. They have had a largely unsuccessful 2014; their best result was in Australia where – after Daniel Ricciardo's disqualification from second place – Magnussen finished second and Button third. Button subsequently finished fourth in Canada, Britain, and Russia. Their highest grid position was in Britain with Button's third place on the grid.
Return to Honda power (2015–)
Alonso (no.14) and Button (no.22) line astern at the 2015 Malaysian Grand Prix
For 2015, McLaren ended their engine deal with Mercedes and reforged their historical partnership with Honda. After a prolonged period, the team announced both Fernando Alonso and Jenson Button as their race drivers, with Kevin Magnussen demoted to test driver. During pre-season testing at the Circuit de Barcelona-Catalunya in February, Alonso suffered a concussion and, as a result, Kevin Magnussen replaced him for the season opening Australian Grand Prix in March. At that inaugural race for the new partnership, Button's Honda-powered car was lapped twice and finished last, that being the McLaren-Honda's longest stint of running to that date. Following considerable unreliability and initial suggestions that the Honda engine was underpowered relative to its competitors, steady performance gains eventually resulted in Button managing to score McLaren-Honda's first (four) points at the 2015 Monaco Grand Prix, the team's sixth race. By contrast, Alonso scored his first point a further three races later at the 2015 British Grand Prix. The 2015 Hungarian Grand Prix, which was Honda's 350th race as an engine supplier, became the first time that the new partnership scored double points (with Alonso and Button finishing fifth and ninth, respectively). However, at the Belgian Grand Prix McLaren was given a record 105 grid penalty for changing power unit components. The team finished ninth in the constructors standings marking McLaren's worst points finish since 1980.
Fernando Alonso during qualifying for the 2016 Malaysian Grand Prix
McLaren retained their Alonso - Button pair for the 2016 season. The second year of the renewed Honda partnership was much more promising than the first with McLaren being able to challenge for top 10 positions on a more regular basis, while still carrying an underpowered Honda Power Unit. However, the season started with a massive crash at the 2016 Australian Grand Prix in which Fernando Alonso sustained rib fractures and a collapsed lung after colliding with Esteban Gutiérrez and somersaulting into the crash barriers. Alonso, as a result of his injuries was forced to miss the second round of the Championship, the 2016 Bahrain Grand Prix and was replaced by reserve driver Stoffel Vandoorne. Vandoorne produced an impressive performance in his first race to score the team's first point with 10th place. The next points for McLaren came at the 2016 Russian Grand Prix with Alonso and Button finishing sixth and 10th respectively. The rain affected 2016 Monaco Grand Prix was one of best races of the season for the team. Alonso finished fifth, having kept Nico Rosberg's Mercedes behind him for 46 laps, while Button scored two points with ninth. At the 2016 Austrian Grand Prix, Button recorded his best result of the season with sixth place after qualifying third in a wet/dry session. After a disappointing display at their home race, the 2016 British Grand Prix at Silverstone, the team scored points at the next three rounds with six points in Hungary, four in Germany and six points again thanks to an impressive seventh place finish from Alonso at the 2016 Belgian Grand Prix. At the 2016 United States Grand Prix, McLaren matched their Monaco result with 12 points after an attacking race from Alonso saw him claim fifth position while Button once again finished ninth. After a season of significant progress compared to 2015, Alonso and Button finished the championship in 10th and 15th places respectively with the team ending the season in sixth place in the Constructors Championship with 76 points. On 3 September 2016, Jenson Button announced he would take a sabbatical from Formula One for the 2017 season. He then confirmed on 25 November, that he would retire from F1 altogether with Vandoorne being Alonso's new Teammate for 2017.
In February 2017, McLaren signed Lando Norris to their Young Driver Programme.
Racing history: other series
Can-Am
The McLaren M1A sports car of 1964 was the team's first self-designed car. The 'B' version raced in Can-Am in 1966.
McLaren's first sports-racing car was the Group 7 M1 – with a small-block Chevrolet engine in a modified Elva chassis. The car was raced in North America and Europe in 1963 and 1964 in various G7 and United States Road Racing Championship events. For the Can-Am Series, which started in 1966, McLaren created the M3 which Bruce and Chris Amon drove – customer cars also appeared in a number of races in the 1966 season. With the M3, they led two races, but scored no wins, and the inaugural title was taken by John Surtees in a Lola T70. The following year, Robin Herd purpose-designed the Chevrolet V8-powered M6A, delays with the Formula One programme allowing the team to spend extra resources on developing the Can-Am car which was the first to be painted in McLaren orange. With Denny Hulme now partnering Bruce, they won five of six races and Bruce won the championship, setting the pattern for the next four years. In 1968, they used a new car, the M8, to win four races; non-works McLarens took the other two, but this time Hulme was victorious overall. In 1969, McLaren domination became total as they won all 11 races with the M8B; Hulme won five, and Bruce won six and the driver's championship. From 1969 onwards, McLaren M12 – the customer "variant" of the M8 – was driven by a number of entrants, including a version modified by Jim Hall of Chaparral fame. McLaren's success in Can-Am brought with it financial rewards, both prize money and money from selling cars to other teams, that helped to support the team and fund the nascent and relatively poor-paying Formula One programme.
Bruce McLaren was killed testing a McLaren M8D at Goodwood in 1970.
When Bruce was killed testing the 1970 season's M8D, he was at first replaced by Dan Gurney, then later by Peter Gethin. They won two and one races, respectively, while Hulme won six on the way to the championship. Private teams competing in the 1970 Can-Am series included older M3Bs as well as the M12 – the customer version of the team's M8B. In 1971, the team held off the challenge of 1969 world champion Jackie Stewart in the Lola T260, winning eight races, with Peter Revson taking the title. Hulme also won three Can-Am races in 1972, but the McLaren M20 was defeated by the Porsche 917/10s of Mark Donohue and George Follmer. Faced by the greater resources of Porsche, McLaren decided to abandon Can-Am at the end of 1972 and focus solely on open-wheel racing. When the original Can-Am series ceased at the end of 1974, McLaren were by far the most successful constructor with 43 wins.
Indianapolis 500
The McLaren M16C was driven by Peter Revson in the 1972 Indianapolis 500
McLaren first contested the United States Auto Club's (USAC) Indianapolis 500 race in 1970, encouraged by their tyre supplier Goodyear, which wanted to break competitor Firestone's stranglehold on the event. With the M15 car, Bruce, Chris Amon, and Denny Hulme entered, but after Amon withdrew and Hulme was severely burned on the hands in an incident in practice, Peter Revson and Carl Williams took their places in the race to retire and finish seventh, respectively. The team also contested some of the more prestigious races in the USAC championship that year, as they would do in subsequent years. For 1971 they had a new car, the M16, which driver Mark Donohue said "...obsoleted every other car on track..." At that year's Indianapolis 500, Revson qualified on pole and finished second, whilst in 1972, Donohue won in privateer Team Penske's M16B. The 1973 event had Johnny Rutherford join the team; he qualified on pole, but finished ninth, Revson crashed out. McLaren won their first Indianapolis 500 in 1974 with Rutherford. The McLaren and Rutherford combination was second in 1975 and won again in 1976. Developments of the M16 had been used throughout this period until the new M24 car was introduced in 1977. The team did not reproduce their recent success at Indianapolis in 1977, 1978, or 1979, and although they continued to win other USAC races, by the end of 1979, they decided to end their involvement. On 12 April 2017, McLaren revealed they will participate in the 2017 Indianapolis 500 with their current Formula 1 driver Fernando Alonso at the wheel of a Honda powered Andretti Autosport IndyCar.
Customer cars
The McLaren F1 GTR, competing during the 1995 BPR Global GT Series season
Besides the cars raced by the works team, a variety of McLaren racing cars have also been used by customer teams. In their formative years, McLaren built Formula Two,hillclimbing,Formula 5000 and sports racing cars that were sold to customers. Lacking the capacity to build the desired numbers, Trojan was subcontracted to construct some of them. In Can-Am, Trojan built customer versions of the M6 and M8 cars and ex-works cars were sold to privateers when new models arrived; half of the field was McLarens at some races. Author Mark Hughes says, "over 220" McLarens were built by Trojan. In USAC competition and Formula One, too, many teams used McLarens during the late 1960s and 1970s. A 1972 M8F was rebuilt as the C8 for use in Group C racing in 1982, but had little success.
In the mid-1990s, McLaren Racing's sister company, McLaren Cars (now McLaren Automotive) built a racing version of their F1 road car, the F1 GTR which won the 1995 24 Hours of Le Mans and the 1995 and 1996 BPR Global GT Series. More recently, a GT3 version of their new MP4-12C road car was announced, and will be entered by CRS Racing in the FIA GT3 European Championship.
Characteristics
Ron Dennis, here pictured at the 2000 Monaco Grand Prix, was team principal from 1980 to 2009 and is chairman of the McLaren Group.
McLaren Racing is part of the McLaren Group which includes five other associated companies; in 2009 the Group was said to have "more than 1300" employees. Since 2004 the team has been based at the McLaren Technology Centre in Woking, United Kingdom. Facilities there include a wind tunnel and a driving simulator which is said to be the most sophisticated in the sport. The Mercedes engines were built by the car-maker's Mercedes AMG High Performance Powertrains subsidiary (formerly Mercedes-Ilmor) in Brixworth, Northamptonshire.Honda replaced Mercedes as McLaren's engine supplier from the 2015 season.
Ownership and management
Ron Dennis is chairman of the Group—a role from which he resigned in 2009 before retaking it a year later—and has also been chief executive officer since January 2014. Dennis removed the position of team principal;Martin Whitmarsh held the role of team principal from 2009 to 2013.Éric Boullier was named racing director in January 2014, becoming responsible for the F1 team.
McLaren Racing Limited is a wholly owned subsidiary of McLaren Group. In 2000, Mercedes's parent company Daimler (then DaimlerChrysler) bought a 40% share of McLaren Group, which they maintained until 2009 when they bought out the championship-winning Brawn team and began to sell back their McLaren stake.
As of January 2014, the Bahrain royal family's Mumtalakat investment company owns 50% of McLaren Group and Ron Dennis owns 25%. His business partner Mansour Ojjeh owns the remaining 25%.
Politics
McLaren has had an uneasy relationship with the Formula One's governing body, the FIA, and its predecessor FISA, as well as with the commercial rights holder of the sport. In the early 1980s, McLaren were involved, along with the other teams of the Formula One Constructors Association, in a dispute over control of the sport with FISA and the teams of car manufacturers Alfa Romeo, Renault, and Ferrari. This was known as the FISA-FOCA war and had a breakaway series threatened, FISA refusing to sanction one race, and another race boycotted by FOCA. It was eventually resolved by a revenue-sharing deal called the Concorde Agreement. Subsequent Concorde Agreements were signed in 1987 and 1992, but in 1996, McLaren were again one of the teams pitched into dispute over the terms of a new agreement, this time with former FOCA president Bernie Ecclestone's Formula One Promotions and Administration organisation. McLaren rejected the Concorde Agreement of 1997 before signing a new 10-year agreement in 1998. Arguments over the commercial structure and regulations in the sport restarted in the mid-2000s with McLaren and their part-owner Mercedes again amongst teams threatening to start a rival series until 2009 when another Concorde Agreement, effective until the end of 2012, was settled upon. In 2007, McLaren were involved in an espionage controversy after their chief designer Mike Coughlan obtained confidential technical information from Ferrari. McLaren was excluded from the constructors' championship and fined US$100 million.
Sponsorship, naming, and livery
McLaren's Formula One team was sponsored for 23 years by Philip Morris's Marlboro cigarette brand.
McLaren's Formula One team was originally called Bruce McLaren Motor Racing, and for their first season ran white-and-green coloured cars, which came about as a result of a deal with the makers of the film Grand Prix.
Between 1968 and 1971, the team used an orange design, which was also applied to cars competing in the Indianapolis 500 and Can-Am series, and was used as an interim testing livery in later years.
In 1968, the Royal Automobile Club and the Fédération Internationale de l'Automobile relaxed the rules regarding commercial sponsorship of Formula One cars, and in 1972, the Yardley of London cosmetics company became McLaren's first title sponsor, and the livery was changed to a predominantly white one to reflect the sponsor's colours. This changed in 1974, when Philip Morris joined as title sponsor through their Marlboro cigarette brand, whilst one car continued to run—ostensibly by a separate team—with Yardley livery for the year. Marlboro's red-and-white branding lasted until 1996, during which time the team went by various names incorporating the word "Marlboro", making it the then longest-running Formula One sponsorship at the time (this has since been surpassed by Hugo Boss sponsorship of the team, which ran from 1981 to 2014).
In 1997, Philip Morris parted ways with McLaren, moving to Ferrari, instead. The Malboro sponsorship was replaced by Reemtsma's West cigarette branding, with the team entering under the name "West McLaren Mercedes", and adopting a silver and black livery.
By mid-2005, a European Union directive banned tobacco advertising in sport, which forced McLaren to end its association with West. In 2006, the team competed without a title sponsor, entering under the name "Team McLaren Mercedes". McLaren altered their livery to introduce red into the design, and changed the silver to chrome.
In 2007, McLaren signed a seven-year contract with telecommunications company Vodafone, and became known as "Vodafone McLaren Mercedes". The arrangement was due to last until 2014, although the team announced at the 2013 Australian Grand Prix that their partnership would conclude at the end of the 2013 season. Despite explaining the decision to conclude the sponsorship as being a result of Vodafone's desire to reconsider its commercial opportunities, it was later reported that the decision to run the 2012 Bahrain Grand Prix in spite of an ongoing civil uprising and protests against the race, and Vodafone's inability to remove their logos from the McLaren cars during the race as being a key factor in the decision to terminate the sponsorship.Diageo-owned whisky brand Johnnie Walker, an associate sponsor since 2005, offered to take over as title sponsor at the end of 2013, but their offer of £43m was turned down by McLaren chairman Ron Dennis, who believed it to be "too small."
At the end of 2015, it was announced that McLaren were due to lose sponsor TAG Heuer to Red Bull Racing. McLaren chief Ron Dennis later admitted to falling out with TAG Heuer CEO Jean-Claude Biver.
In 2015 McLaren were without a title sponsor, and set to lose a further £20m in sponsorship in 2016.
McLaren's early cars were named simply with the letter M followed by a number and sometimes a letter denoting the model. From the 1981 merger with Project Four, the cars were called "MP4/x", or since 2001 "MP4-x", where x is the generation of the chassis (e.g. MP4/1, MP4-22). "MP4" stood initially for "Marlboro Project 4", so that the full title of the cars (McLaren MP4/x) reflected not only the historical name of the team, but also the names of the team's major sponsor and its new component part. Since the change of title sponsor in 1997, "MP4" was said to stand for "McLaren Project 4". From 2017, the naming scheme of the cars changed to "MCL" followed by a number, and the colour scheme is also changed to orange to reflect on McLaren's coporate colours, following Ron Dennis' departure from the team.
McLaren Young Driver Programme
As of 22 February 2017, the following drivers are a part of the McLaren Young Driver Programme:
| Driver | Years | Current Series | Titles |
|---|---|---|---|
| Nyck de Vries |
2010-17 | FIA Formula 2 Championship | Eurocup Formula Renault 2.0 Formula Renault 2.0 Alps |
| Nobuharu Matsushita |
2016-17 | FIA Formula 2 Championship | Formula Challenge Japan All-Japan Formula Three Championship |
| Lando Norris |
2017 | FIA European Formula 3 Championship | MSA Formula Toyota Racing Series Eurocup Formula Renault 2.0 Formula Renault 2.0 NEC |
Formula One World Championship results
Main article: McLaren Grand Prix results- Constructors' Championships winning percentage: 7001157000000000000♠15.7%
- Drivers' Championships winning percentage: 7001235000000000000♠23.5%
- Winning percentage: 7001225000000000000♠22.5%
| Formula One results | ||||||||
|---|---|---|---|---|---|---|---|---|
| (italics indicates non-works entries; bold indicates championships won) | ||||||||
| Year | Name | Car | Engine | Tyres | No. | Drivers | Points | WCC |
| 1966 | Bruce McLaren Motor Racing |
M2B | Ford 406 3.0 V8 Serenissima M166 3.0 V8 |
F | N/A |  Bruce McLaren |
2 1 |
9th 12th |
| 1967 | Bruce McLaren Motor Racing |
M4B M5A |
BRM P56 2.0 V8 BRM P142 3.0 V12 |
G | N/A | Bruce McLaren |
3 | 10th |
| 1968 | Bruce McLaren Motor Racing |
M5A M7A |
BRM P142 3.0 V12 Ford-Cosworth DFV 3.0 V8 |
G | N/A | Denny Hulme Bruce McLaren |
3 49 |
10th 2nd |
| 1969 | Bruce McLaren Motor Racing |
M7A M7B M7C M9A |
Ford-Cosworth DFV 3.0 V8 | G | N/A | Bruce McLaren Denny Hulme Derek Bell |
38 (40) | 5th |
| 1970 | Bruce McLaren Motor Racing |
M7D M14A M14D |
Ford-Cosworth DFV 3.0 V8 Alfa Romeo T33 3.0 V8 |
G | N/A | Bruce McLaren Denny Hulme Peter Gethin Dan Gurney Andrea de Adamich Nanni Galli |
35 0 |
5th NC |
| 1971 | Bruce McLaren Motor Racing |
M14A M19A |
Ford-Cosworth DFV 3.0 V8 | G | N/A | Denny Hulme Peter Gethin Jackie Oliver |
10 | 6th |
| 1972 | Yardley Team McLaren |
M19A M19C |
Ford-Cosworth DFV 3.0 V8 | G | N/A | Denny Hulme Peter Revson Brian Redman Jody Scheckter |
47 (49) | 3rd |
| 1973 | Yardley Team McLaren |
M19A M19C M23 |
Ford-Cosworth DFV 3.0 V8 | G | N/A | Denny Hulme Peter Revson Jody Scheckter Jacky Ickx |
58 | 3rd |
| 1974 | Yardley Team McLaren Marlboro Team McLaren |
M23 | Ford-Cosworth DFV 3.0 V8 | G | 5. 6. 33. 33. 33. |
 Emerson Fittipaldi Denny Hulme Mike Hailwood David Hobbs Jochen Mass |
73 (75) | 1st |
| 1975 | Marlboro Team McLaren |
M23 | Ford-Cosworth DFV 3.0 V8 | G | 1. 2. |
Emerson Fittipaldi Jochen Mass |
53 | 3rd |
| 1976 | Marlboro Team McLaren Marlboro Team Texaco |
M23 M26 |
Ford-Cosworth DFV 3.0 V8 | G | 11. 12. |
James Hunt Jochen Mass |
74 (75) | 2nd |
| 1977 | Marlboro Team McLaren |
M23 M26 |
Ford-Cosworth DFV 3.0 V8 | G | 1. 2. 14. 40. |
James Hunt Jochen Mass Bruno Giacomelli Gilles Villeneuve |
60 | 3rd |
| 1978 | Marlboro Team McLaren |
M26 | Ford-Cosworth DFV 3.0 V8 | G | 7. 8. 33. |
James Hunt Patrick Tambay Bruno Giacomelli |
15 | 8th |
| 1979 | Marlboro Team McLaren |
M26 M28 M28B M28C M29 |
Ford-Cosworth DFV 3.0 V8 | G | 7. 8. |
John Watson Patrick Tambay |
15 | 7th |
| 1980 | Marlboro Team McLaren |
M29B M29C M30 |
Ford-Cosworth DFV 3.0 V8 | G | 7. 8. 8. |
John Watson Alain Prost Stephen South |
11 | 9th |
| 1981 | Marlboro McLaren International |
M29C M29F MP4 |
Ford-Cosworth DFV 3.0 V8 | M | 7. 8. |
John Watson Andrea de Cesaris |
28 | 6th |
| 1982 | Marlboro McLaren International |
MP4B | Ford-Cosworth DFV 3.0 V8 | M | 7. 8. |
John Watson Niki Lauda |
69 | 2nd |
| 1983 | Marlboro McLaren International |
MP4/1C MP4/1E |
Ford-Cosworth DFV 3.0 V8 TAG 1.5 V6 t |
M | 7. 8. |
John Watson Niki Lauda |
34 0 |
5th NC |
| 1984 | Marlboro McLaren International |
MP4/2 | TAG-Porsche 1.5 V6 t | M | 7. 8. |
Niki Lauda Alain Prost |
143.5 | 1st |
| 1985 | Marlboro McLaren International |
MP4/2B | TAG-Porsche 1.5 V6 t | G | 1. 1. 2. |
Niki Lauda John Watson Alain Prost |
90 | 1st |
| 1986 | Marlboro McLaren International |
MP4/2C | TAG-Porsche 1.5 V6 t | G | 1. 2. |
Alain Prost Keke Rosberg |
96 | 2nd |
| 1987 | Marlboro McLaren International |
MP4/3 | TAG-Porsche 1.5 V6 t | G | 1. 2. |
Alain Prost Stefan Johansson |
76 | 2nd |
| 1988 | Honda Marlboro McLaren |
MP4/4 | Honda RA168E 1.5 V6 t | G | 11. 12. |
Alain Prost Ayrton Senna |
199 | 1st |
| 1989 | Honda Marlboro McLaren |
MP4/5 | Honda RA109E 3.5 V10 | G | 1. 2. |
Ayrton Senna Alain Prost |
141 | 1st |
| 1990 | Honda Marlboro McLaren |
MP4/5B | Honda RA100E 3.5 V10 | G | 27. 28. |
Ayrton Senna Gerhard Berger |
121 | 1st |
| 1991 | Honda Marlboro McLaren |
MP4/6 | Honda RA121E 3.5 V12 | G | 1. 2. |
Ayrton Senna Gerhard Berger |
139 | 1st |
| 1992 | Honda Marlboro McLaren |
MP4/6B MP4/7A |
Honda RA122E 3.5 V12 Honda RA122E/B 3.5 V12 |
G | 1. 2. |
Ayrton Senna Gerhard Berger |
99 | 2nd |
| 1993 | Marlboro McLaren |
MP4/8 | Ford HBE7 3.5 V8 | G | 7. 7. 8. |
Michael Andretti Mika Häkkinen Ayrton Senna |
84 | 2nd |
| 1994 | Marlboro McLaren Peugeot |
MP4/9 | Peugeot A6 3.5 V10 | G | 7. 7. 8. |
Mika Häkkinen Philippe Alliot Martin Brundle |
42 | 4th |
| 1995 | Marlboro McLaren Mercedes |
MP4/10 MP4/10B MP4/10C |
Mercedes FO 110 3.0 V10 | G | 7. 7. 8. 8. |
Mark Blundell Nigel Mansell Mika Häkkinen Jan Magnussen |
30 | 4th |
| 1996 | Marlboro McLaren Mercedes |
MP4/11 | Mercedes FO 110 3.0 V10 | G | 7. 8. |
Mika Häkkinen David Coulthard |
49 | 4th |
| 1997 | West McLaren Mercedes |
MP4/12 | Mercedes FO 110E 3.0 V10 Mercedes FO 110F 3.0 V10 |
G | 9. 10. |
Mika Häkkinen David Coulthard |
63 | 4th |
| 1998 | West McLaren Mercedes |
MP4/13 | Mercedes FO 110G 3.0 V10 | B | 7. 8. |
David Coulthard Mika Häkkinen |
156 | 1st |
| 1999 | West McLaren Mercedes |
MP4/14 | Mercedes FO 110H 3.0 V10 | B | 1. 2. |
Mika Häkkinen David Coulthard |
124 | 2nd |
| 2000 | West McLaren Mercedes |
MP4/15 | Mercedes FO 110J 3.0 V10 | B | 1. 2. |
Mika Häkkinen David Coulthard |
152 | 2nd |
| 2001 | West McLaren Mercedes |
MP4-16 | Mercedes FO 110K 3.0 V10 | B | 3. 4. |
Mika Häkkinen David Coulthard |
102 | 2nd |
| 2002 | West McLaren Mercedes |
MP4-17 | Mercedes FO 110M 3.0 V10 | M | 3. 4. |
David Coulthard Kimi Räikkönen |
65 | 3rd |
| 2003 | West McLaren Mercedes |
MP4-17D | Mercedes FO 110M 3.0 V10 Mercedes FO 110P 3.0 V10 |
M | 5. 6. |
David Coulthard Kimi Räikkönen |
142 | 3rd |
| 2004 | West McLaren Mercedes |
MP4-19 MP4-19B |
Mercedes FO 110Q 3.0 V10 | M | 5. 6. |
David Coulthard Kimi Räikkönen |
69 | 5th |
| 2005 | West McLaren Mercedes Team McLaren Mercedes |
MP4-20 | Mercedes FO 110R 3.0 V10 | M | 9. 10. 10. 10. |
Kimi Räikkönen Juan Pablo Montoya Pedro de la Rosa Alexander Wurz |
182 | 2nd |
| 2006 | Team McLaren Mercedes |
MP4-21 | Mercedes FO 108S 2.4 V8 | M | 3. 4. 4. |
Kimi Räikkönen Juan Pablo Montoya Pedro de la Rosa |
110 | 3rd |
| 2007 | Vodafone McLaren Mercedes |
MP4-22 | Mercedes FO 108T 2.4 V8 | B | 1. 2. |
Fernando Alonso Lewis Hamilton |
0 (203) | EX |
| 2008 | Vodafone McLaren Mercedes |
MP4-23 | Mercedes FO 108T 2.4 V8 | B | 22. 23. |
Lewis Hamilton Heikki Kovalainen |
151 | 2nd |
| 2009 | Vodafone McLaren Mercedes |
MP4-24 | Mercedes FO 108W 2.4 V8 | B | 1. 2. |
Lewis Hamilton Heikki Kovalainen |
71 | 3rd |
| 2010 | Vodafone McLaren Mercedes |
MP4-25 | Mercedes FO 108X 2.4 V8 | B | 1. 2. |
Jenson Button Lewis Hamilton |
454 | 2nd |
| 2011 | Vodafone McLaren Mercedes |
MP4-26 | Mercedes FO 108Y 2.4 V8 | P | 3. 4. |
Lewis Hamilton Jenson Button |
497 | 2nd |
| 2012 | Vodafone McLaren Mercedes |
MP4-27 | Mercedes FO 108Z 2.4 V8 | P | 3. 4. |
Jenson Button Lewis Hamilton |
378 | 3rd |
| 2013 | Vodafone McLaren Mercedes |
MP4-28 | Mercedes FO 108F 2.4 V8 | P | 5. 6. |
Jenson Button Sergio Pérez |
122 | 5th |
| 2014 | McLaren Mercedes |
MP4-29 | Mercedes PU106A Hybrid 1.6 V6t | P | 20. 22. |
Kevin Magnussen Jenson Button |
181 | 5th |
| 2015 | McLaren Honda |
MP4-30 | Honda RA615H 1.6 V6t | P | 14. 20. 22. |
Fernando Alonso Kevin Magnussen Jenson Button |
27 | 9th |
| 2016 | McLaren Honda |
MP4-31 | Honda RA616H 1.6 V6t | P | 14. 22. 47. |
Fernando Alonso Jenson Button Stoffel Vandoorne |
76 | 6th |
| 2017 | McLaren Honda |
MCL32 | Honda RA617H 1.6 V6t | P | 2. 14. |
Stoffel Vandoorne Fernando Alonso |
0* | 10th* |
| * Season still in progress. | ||||||||
Drivers' champions
Emerson Fittipaldi (1974)
James Hunt (1976)
Niki Lauda (1984)
Alain Prost (1985, 1986, 1989)- Ayrton Senna (1988, 1990, 1991)
Mika Häkkinen (1998, 1999)- Lewis Hamilton (2008)
| Sporting positions | ||
|---|---|---|
| Preceded by Lotus |
Formula One Constructors' Champion 1974 |
Succeeded by Ferrari |
| Preceded by Ferrari |
Formula One Constructors' Champion 1984–1985 |
Succeeded by Williams |
| Preceded by Williams |
Formula One Constructors' Champion 1988–1989–1990–1991 |
Succeeded by Williams |
| Preceded by Williams |
Formula One Constructors' Champion 1998 |
Succeeded by Ferrari |
