All posts in “McLaren”

Novitec N-Largo Kit Revealed for the McLaren 720S Spider

Novitec announced an addition to its N-Largo range of body kits this week. The Novitec N-Largo 720S Spider adds a widebody look to the McLaren 720S Spider. If you have seen N-Largo kits before then you will know what to expect from the latest model.

The latest addition to the Novitec range includes a widebody kit with forged carbon elements. This gives the 720S Spider a look inspired by the McLaren Senna.

The bodywork has been created, once again, through a collaboration with German designer Vittorio Strosek. Width is increased by six centimetres at the front and by thirteen centimetres at the rear axle. The front fenders and the rear fenders are complete replacements.

The N-Largo gets a unique side skirt and a set of air intakes aft of the doors. The front bumper is entirely new with a new front blade and several naked carbon elements. The trunk lid, side mirror covers, side skirt strips and rear wing attachment, all come finished in forged carbon fibre.

It sits on 20 and 21 inch Vossen wheels. The design is MC2 and they are manufactured to customer’s individual finish. They have a centre lock look

Power receives an upgrade too. The 4.0-litre V8 engine puts out an impressive 806 hp and 878 Nm of torque. Performance gets a similar boost with 100 km/h arriving in 2.7 seconds and 200 km/h in just 7.5 seconds. Terminal velocity is 346 km/h.

Novitec N-Largo McLaren 720S Spider

Other changes include the addition of an extremely light Inconel exhaust system. The ride height can be lowered too, with a special set of Novitec sports springs. These bring the N-Largo 35 millimetres closer to the ground.

Novitec also offers a complete series of customisation options for the Novitec N-Largo 720S Spider. Just 15 examples will be made worldwide. Novitec is expecting it to sell out quickly, just like its Coupe brother! If you are after something a little less extreme, Novitec have you covered too.


Top Gear magazine climbs all over the McLaren Elva

Top Gear deputy editor Jack Rix took a camera crew to McLaren’s Technology Center for a closer look at the Elva roadster. Not only did Rix provide his usual, thorough once-over and explanation of design features, but thanks to the magic of moving pictures, we get graphic demonstrations of how the Elva’s most interesting feature works. McLaren engineers needed to figure out a way to protect helmetless occupants from getting their faces painted with bugs and detritus at speed. Their solution is the Active Air Management System (AAMS), composed of a deflector and a network of vents that create a “bubble of calm” around the passenger cell. Unlike the rest of the Elva, the AAMS ain’t pretty, but beauty always loses tie-breakers to effectiveness in Woking. 

For a vehicle with so little to it, including the number of body panels, there’s a ton going on all around the open-top. The rear mesh is 3D-printed titanium. Short seat squabs combined with a moving steering wheel and gauge cluster improve ingress and egress. Four high-flow exhaust pipes are placed in two locations and pointed two directions in order to separate tones as if the exhaust were an audio system – because, in truth, it is. And there’s more, but we’ll let Rix explain. 

As an aside, for all the Elva does have, we think it’s a shame the roadster doesn’t have a roofed version. Digital artist Nikita Aksyonov drew up an Elva Coupe, and we’re fans. Better looks than the McLaren GT, in a package that appears more compact than the 720S, with a more powerful engine than the Senna? Yes. All day yes.

But we digress, so check out Rix’s take in the video.

McLaren Senna Can-Am and XP special editions honor two racing icons

McLaren produced 500 examples of the Senna road car, and the entire run sold out immediately. This year it added the more powerful, track-only Senna GTR, selling out of all 75 units instantly. That’s not the end of the Senna line, however, with 26 more units divvied up between three special editions. The most numerous is the Senna LM, a street-legal version of the GTR supposedly put together by McLaren Special Operations. The bodywork’s been toned down a touch by dropping the aero flics on the front bumper and the GTR’s extended rear wing, and the LM fits a less aggressive rear diffuser. Interestingly, a spy shot shows the Senna LM also going without the windows in the lower portions of the doors. There’s no reliable intel on the engine yet, but it’s hoped that the LM fits the same 4.0-liter twin-turbo V8 as the GTR, producing 814 horsepower and 590 pound-feet of torque. The LM is reputed to cost £1.3 million ($1.7 million U.S.) 

CarBuzz reports that another special edition will be based on the Senna LM, having received an anonymous tip from a reader with one of the cars on order. Called the Senna Can-Am, McLaren would only say that this model was commissioned by a dealer. As the name implies, the coupe celebrates the legendary Can-Am cars that terrorized the series in the late 1960s and 1970s, and that are responsible for giving us the trademark orange hue McLaren remains known for. The Senna Can-Am is a specific homage to the M8B, called “the perfect race car,” that started on pole and won all 11 races during the 1967 season with Bruce McLaren and Denny Hulme driving.

In CarBuzz‘s rendering, the Can-Am is done up in McLaren orange with Canadian flags on the front fenders, and number roundels on the rear fenders along with the signatures of McLaren and Hulme. Instead of the “LM” logos on the wing endplates and embroidered into the headrests, “Can-Am” appears instead, the M8B’s race record appears on the door sills, and a black anodized throttle pedal gets the Can-Am logo. CarBuzz‘s source said the Senna Can-Am is “due to be delivered in two to four weeks,” and cost $1.5 million.

The final three special-edition examples (pictured) come from early in the life of the Senna. Beverly Hills managed to acquire three of the experimental prototypes that McLaren used to develop the Senna, and commissioned three builds now known as the Senna XP. Each car gets a name and celebrates a Formula One race track where Ayrton Senna scored an especially outstanding victory. All three are dressed in gloss black carbon fiber, accented with the colors of the F1 circuit’s country, and adorned with Ayrton’s car number on the wing endplates. The “Master of Monaco” lauds Senna’s six victories in the principality; “Lap of the Gods” hails Senna’s opening lap in the wet at Donnington in 1993 when he drove from fifth place to first in less than a lap; “Home Victory” relishes Senna’s 1991 win in Brazil.

The Senna XP uses the standard Senna’s 3.9-liter V8 with 789 hp and 590 lb-ft, costs $1,435,328, and naturally, is sold out. 

McLaren 620R: Special Edition, Road-Legal GT4 Racer Revealed

A new McLaren has been announced. Derived from the McLaren 570S GT4, the McLaren 620R offers race car dynamics for the road. Just 350 will be made, making it one of the most exclusive McLaren’s of modern times.

The McLaren 570S GT4 has been available to customer rave teams since 2017. In a relatively short period of time, it has achieved more race wins and podiums than any other McLaren to date. The special edition Sport Series model celebrates this success in style.

Power and Chassis

McLaren 620R Rear

At the heart of the changes is a 3.8 litre V8 engine. Relatively simple changes to the engine ECU and turbocharger management yield an additional 20 hp over the 600 LT. power is boosted to a total of 620 hp and 620 Nm of torque. This has an affect on performance with the 620 R now capable of 0-100 km/h in 2.9 seconds and 0-200 km/h in 8.1 seconds. For the first time, the 620R hits 322 km/h.

The power is transferred to the rear wheels through a 7-speed Seamless Shift Gearbox (SSG). Engine mounts have been stiffened. At the suspension side, McLaren fit the GT4’s two-way manually adjustable coilover motorsport dampers. They are adjustable through 32 clicks and save 6 kg of weight.

The changes to the suspension continue with aluminium wishbones and uprights and stiffer anti-roll bars and springs. The rubber top mounts of the 600 LT are dropped in favour of solid stainless steel alternatives for improved feedback.


McLaren 620R Rear Wing

The rear wing is lifted straight from the 570S GT4. It is adjustable and sits 32 cm above the top of the car in clean air. Customers will receive cars in the least aggressive setting. The changes contribute to a total of 185kg of downforce across the aerodynamic bodywork at 250km/h. The front bumper, splitter and bonnet have been redesigned with new dive planes at the front.

The 620 R is apparently the first road car to be designed with the ability to change from standard road cars to slicks. McLaren state that the 620R is set up to allow owners to either fit a new set of slicks to the standard rims or to switch to a new set quickly, upon arrival at the track. Carbon ceramic brakes, centre locking wheels and low-exit stainless steel sports exhaust also help with the track day credentials.


McLaren 620R Track

Inside, McLaren fit carbon fibre racing seats, 6-point racing harnesses and road seat belts. The 620R does not have a floor carpet or a glovebox. Air-conditioning, IRIS Navigation and an audio system are also missing from the standard specification, although all can be selected at no additional cost. A lightweight Bowers & Wilkins upgraded audio system is also available, as a cost option.

McLaren Track Telemetry (MTT) system is standard and is displayed on a centre-mounted 7-inch touchscreen. If buyers specify the optional MSO Roof Scoop Upgrade Pack, the MTT system can be upgraded to include the three-camera system that is also available as a standalone option. There is a choice of three McLaren racing colours – McLaren Orange, Silica White and Onyx Black.


Within the £250,000 price bracket, there is little else by way of competition. The McLaren 620R is almost as quick as a 488 Pista, despite arriving with 90 hp less. It costs around the same too, however, reading through the spec list it should be clear that the 620R is intended to be harder, more of a racecar. The Pista also carries a dry weight of 1,385 kg as opposed to the 620R’s 1,282 kg dry weight figure.

A comparison with the Lamborghini Huracan Evo yeilds the same results. Despite a 20 hp advantage, the Huaracan carries a 1,422 kg bulk. With the advantage of an all-wheel drive system though, the Evo manages an identical 100 km/h sprint and a slightly higher top speed. It will almost certainly lose out in hot laps around your local circuit though.

The most likely buyer for this sort of car is a collector or someone taking a step up from a 570 S or 600 LT. It’s a hardcore racer for the road.


McLaren 620R Bonnet Hood

The cost will be £250,000 including taxes (UK); for buyers purchasing in Europe and the USA, the price includes a Pure McLaren Track Day, with expert driving tuition at a race circuit. Deliveries are set to begin in February 2020.



The McLaren 620R is revealed as a road-legal 570S GT4 race car

Perhaps you missed out on the limited-run McLaren Senna race car for the road. Those were all snapped up immediately, so it’s understandable if you did. Don’t fret, though, because McLaren just unveiled another road-legal race car that it plans to sell 350 of. It’s called the McLaren 620R, and it’s even more exclusive than the 500-unit Senna.

The 620R is truly a road-legal 570S GT4 race car at its core. McLaren simply homologated it for road use, and then took advantage of the total lack of racing regulations to make it even quicker than the race version. The end result is rather enticing.

To make it road legal, McLaren attacked a laundry list of items. The massive rear wing gained a brake light. McLaren says that cars will be delivered to customers in the most roadworthy low-downforce setting, but a McLaren retailer is able to adjust it to one of the two other more aggressive settings — in maximum attack, it can contribute 408 pounds of downforce. The front bumper and splitter were redesigned with “more pronounced aero blades” on the splitter. Dive planes were added to help accelerate air flow along the sides of the car and aid brake cooling. Then, the redesigned carbon fiber hood has two nostrils to clean up the air flowing over the top of the car and aid downforce. The full frontal aero package is able to produce up to 143 pounds of downforce.

As expected, it uses an unshackled version of the 3.8-liter twin-turbo V8 out of the GT4 race car. In this spec, it produces 612 horsepower and 457 pound-feet of torque. That’s good for a 0-60 mph sprint in 2.8 seconds and a maximum speed of 200 mph.

The dampers are straight off the GT4, too. They’re manually adjustable, and actually contribute to a 13-pound weight savings over the road version of the 570S. Still, these dampers are meant for the track, so expect them to be brutally stiff on our pockmarked roads. Lightweight aluminum wishbones and uprights are used, plus stiffer anti-roll bars as well. Carbon ceramic rotors and forged aluminum calipers are used to stop. McLaren says stopping power is spectacular with the standard Pirelli P Zero Trofeo R tires, but it’s taken to an entirely new level with the optional full slicks.

Buyers in the U.S. are allowed even more goodies than those elsewhere with this car. You’re able to spec an MSO upgrade package that features a carbon fiber roof and roof scoop for the car’s intake. The McLaren Track Telemetry system comes with this package, allowing you to record your lap times and analyze them later. The starting price is $299,000, and production will begin in January 2020.

McLaren Senna GTR Review | Driving the track-ready, race-banned hypercar

Reviewed by J.R. Hildebrand for TechCrunch. Hildebrand is a professional racing and test driver, nine-time Indianapolis 500 competitor and adjunct lecturer for The Revs Program at Stanford University.

SNETTERTON, England — The McLaren Senna GTR shouldn’t exist.

This feat of engineering and design isn’t allowed on public roads. It’s built for the track, but prohibited from competing in motorsports. And yet, the GTR is no outlier at McLaren . It’s part of their Ultimate Series, a portfolio of extreme and distinct hypercars that now serve as the foundation of the company’s identity and an integral part of its business model.

The P1, introduced in 2012, was McLaren Automotive’s opening act on the hypercar stage and was an instant success for both the brand and its business. McLaren followed it up with the P1 GTR, then went on to chart a course toward the Ultimate Series of today and beyond.

Since 2017, the automaker has added the Senna, Speedtail, Senna GTR and now the open-cockpit Elva to the Ultimate Series portfolio. While the GTR is certainly the most extreme and limited in how and where it can be used, it follows a larger pattern of the Ultimate Series as being provocatively designed with obsessive intent.

Automotive takes the wheel

Purpose-built race cars that call on every modern tool of engineering and design have historically been produced for one purpose: winning. This objective, nourished by billions of dollars of investment from the motorsports industry, has led to technological and performance breakthroughs that have eventually trickled down to automotive.

The pipeline that has produced a century of motorsports-driven innovation is narrowing as racing regulations become more restrictive. Now, a new dynamic is taking shape. Automotive is taking the technological lead.

Take the McLaren Senna road car, the predecessor to the GTR. McLaren had to constrain the design of the Senna to make it road legal. But the automaker loaded it with active aerodynamics and chassis control systems that racing engineers could only dream about.

McLaren wasn’t finished. It pushed the bounds further and produced a strictly track-focused and unconstrained race car that expands upon the Senna’s lack of conformity. The Senna GTR might be too advanced and too fast for any racing championship, but McLaren said to hell with it and made the vehicle anyway.

The bet paid off. All 75 Senna GTR hypercars, which start at $1.65 million, sold before the first one was even produced.

The Senna GTR is the symbol of a new reality — a hypercar market that thrives on the ever-more-extreme, homologation standards be damned.

Two weeks ago, I had a chance to get behind the wheel of the Senna GTR at the Snetterton Circuit in the U.K. to find out how McLaren went about developing this wholly unconstrained machine.

Behind the wheel

Rr-rr-rr-kra-PAH! The deafening backfire of the GTR’s 814-horsepower 4.0-liter twin-turbo V8 engine snapped me to attention and instantly transported me to the moment earlier in the day that provided the first hints of what my drive might be like.

Rob Bell, the McLaren factory driver who did track development for the GTR, was on hand to get the car warmed up. Shortly after he set out, the car ripped down the front-straight, climbing through RPMs with an ear-protection-worthy scream that reverberated off every nearby surface, an audible reminder of how unshackled it is.

As Bell approached Turn 1, the rear wing quickly dropped back to its standard setting from the straightaway DRS (drag reduction system) position, then to an even more aggressive airbrake as he went hard to the brakes from 6th gear down to 5th to 4th. The vehicle responded with the signature kra-PAH! kra-PAH! and then promptly discharged huge flames out the exhaust as the anti-lag settings keep a bit of fuel flowing off-throttle.

I thought to myself, ‘Holy sh*t! This thing is no joke!’

Sliding into the driver’s seat, I feel at home. The cockpit is purposeful. The track was cold with some damp spots, and the GTR is a stiff, lightweight race car with immense power on giant slick tires. Conventional wisdom would suggest the driver — me in this case — should slowly work up to speed in these otherwise treacherous conditions. However, the best way to get the car to work is to get temperature in the tires by leaning on it a bit right away. Bell sent me out in full “Race” settings for both the engine and electronic traction and stability controls. Within a few corners — and before the end of the lap — I had a good feel for the tuning of the ABS, TC and ESC, which were all intuitive and minimally invasive.

As a racing driver, it’s rare to feel a tinge of excitement just to go for a drive. As professionals, driving is a clinical exercise. But the GTR triggered that feeling.

I started by pushing hard in slower corners and before long worked my way up the ladder to the fast, high-commitment sections. The car violently accelerated up through the gears, leaving streaks of rubber at the exit of every corner.

Once the car is straight, drivers can push the DRS button to reduce drag and increase speed for an extra haptic kick. The DRS button is now a manual function on the upper left of the steering wheel to give the driver more control over when it’s deployed. After hitting the DRS, the car dares you to keep your right foot planted on the throttle, then instantly hunkers down under braking with a stability I’ve rarely experienced.

The active rear wing adds angle while the active front flaps take it out to counterbalance the effect of the car’s weight shifting forward onto the front axle, letting you drive deeper and deeper into each corner. It’s sharply reactive; the GTR stuck to the road, but still required a bit of driving with my fingertips out at the limit on that cold day. I soon discovered that the faster I went, the more downforce the car generated, and the more speed I was able to extract from it.

Tip to tail

In almost any other environment, the Senna road car is the most shocking car you’ve ever seen. Its cockpit shape is reminiscent of a sci-fi spaceship capsule. The enormous swan neck-mounted rear wing is one highlight in a long list of standout features. The Senna road car looks downright pedestrian next to the GTR.

The rear wing stretches off the back of the car with sculpted carbon fiber endplates and seamlessly connects to the rear fender bodywork. The diffuser that emerges from the car’s underbody — creating low pressure by accelerating the airflow under the car for added downforce — is massive. The giant 325/705-19 Pirelli slicks are slightly exposed from behind, giving you the full sense of just how much rubber is on the ground, and the sharp edges of the center exit exhaust tips are already a bluish-purple tint.

The cockpit shape and dihedral doors are instantly recognizable from the road car. But inside, the GTR is all business. The steering wheel is derived from McLaren’s 720S GT3 racing wheel, a butterfly shape with buttons and rotary switches aplenty. The dash is an electronic display straight out of a race car; six-point belts and proper racing seats complete the aesthetic.

Arriving at the front of the car, the active front wing-flaps are as prominent as ever, while the splitter extends several inches farther out in front of the car and is profiled with a raised area in the center to reduce pitch sensitivity given the car’s much lower dynamic ride-height. In fact, nearly the entire front end of the car has been tweaked; there are additional dive-planes, the forward facing bodywork at the sides of the car have been squared-off and reshaped, and an array of vortex generators have been carved into the outer edge of the wider, bigger splitter surface.

All of these design choices in the front point to the primary area of development from the Senna road-car to the GTR: maximizing its l/d or ratio of lift (in this case the inverse of lift, downforce) to drag.

McLaren pulled two of its F1 aerodynamicists into the GTR project to take the car’s aero to a new level. The upshot: a 20% increase in the car’s total downforce compared to the Senna road car, while increasing aero efficiency — the ratio of downforce to drag — by an incredible 50%. The car is wider, lower and longer than its road-going counterpart, and somehow looks more properly proportioned with its road-legal restrictions stripped away to take full advantage of its design freedom.

This was the car the Senna always wanted to be.

The development process of the GTR was short and to the point. When you have F1 aerodynamicists and a GT3 motorsport program in-house attacking what is already the most high-performing production track car in the industry, it can be. There were areas they could instantly improve by freeing themselves of road-car constraints — the interior of the car could be more spartan; the overall vehicle dimensions and track width could increase; the car would no longer need electronically variable ride heights for different road surfaces so the suspension system could be more purposeful for track use; the car would have larger, slick tires.

All this provided a cohesive mechanical platform upon which to release the aerodynamic assault of guided simulation and CFD.

The GTR benefits from the work of talented humans and amazing computer programs working together with a holistic design approach. What was once a sort of invisible magic, aerodynamics has become a well-understood means of generating performance. But you still have to know what you’re seeking to accomplish; the priorities for a car racing at Pikes Peak are much different than those of a streamliner at Bonneville.

The development team for the GTR sought to maximize the total level of downforce that the tires could sustain, then really kicked their efforts into gear to clean up airflow around the car as much as possible. Many of the aggressive-looking design elements that differentiate the GTR from the Senna are not just for additional downforce but to move air around the car with less turbulence — less turbulent air means less drag. You can’t see it or feel it, but it certainly shows up on the stopwatch, and is often the difference between a car that just looks fast and one that actually is.

I hadn’t asked how fast the car was relative to other GT race cars before I drove it. I think a part of me was fearful that despite its appearance and specs it might be wholly tuned down to be sure it was approachable for an amateur on a track day. And that would make sense, as that’s the likely use-case this car will have. After driving the GTR, I didn’t hesitate for a second to ask, to which they humbly said that it’s seconds faster than their own McLaren 720S GT3 car, and still had some headroom.The Senna GTR is another exercise in exploring the limits of technology, engineering and performance for McLaren, enabled by a market of enthusiasts with the means to support it. And this trend is likely to continue unless motorsports changes the rules to allow hypercars.

McLaren’s next move

The Automobile Club de l’Ouest, organizers of the FIA World Endurance Championship, which includes the 24 Hours of Le Mans, has been working for years to develop regulations that could include them. While these discussions are gaining momentum, it remains to be seen whether motorsport can provide a legitimate platform for the hypercar in the modern era.

The last time this kind of exercise was embarked on was more than 20 years ago during the incredible but short-lived GT1-era at Le Mans that spanned from 1995 to 1998. It saw McLaren, Porsche, Mercedes and others pull out all the stops to create the original hypercars — in most cases comically unroadworthy homologation specials like the Porsche 911 GT1 Strassenversion (literally “street version”) and Mercedes CLK GTR — for the sole purpose of becoming the underpinnings of a winning race car on the world’s stage.

At that time, the race cars made sense to people; the streetcars were misfits of which only the necessary minimum of 25 units were produced in most cases, and the whole thing collapsed due to loopholes, cost, politics and the lack of any real endgame.

Today, the ACO benefits from a road-going hypercar market that McLaren played a key role in developing. Considering McLaren’s success with hyper-specific specialized vehicles in recent years, I’d bet the automaker could produce a vehicle custom-tailored to a worthy set of hypercar regulations. Even if not, McLaren will continue to develop and sell vehicles under its Ultimate Series banner.

And there’s already evidence that McLaren is doubling down.

McLaren shows off the open cockpit Elva.

McLaren’s Track 25 business plan targets $1.6 billion in investment toward 18 new vehicles between 2018 and 2025. The company’s entire portfolio will use performance-focused hybrid powertrains by 2025.

The paint had barely dried on the Senna GTR before McLaren introduced another new vehicle, the Elva. And more are coming. McLaren is already promising a successor to the mighty P1. I, for one, am looking forward to what else they have in store.

McLaren hybrid tech will create one of the quickest cars in the world

McLaren’s entire range of models will be electrified by 2023, and hybrid technology will help the British firm build one of the quickest cars in the world. The company’s chief executive outlined an unnamed upcoming model that will boast an organ-displacing zero-to-60-mph time of 2.3 seconds.

Speaking about the firm’s future with Car & Driver, McLaren CEO Mike Flewitt provided crunchy new details about the next-generation platform and the gasoline-electric hybrid powertrain the firm plans to unveil in early 2020, possibly during the next edition of the Geneva Motor Show. The 2.3-second car’s secret ingredient will be an electric motor that will zap the front wheels into motion. It will work with a mid-mounted engine, likely a twin-turbocharged V8, to deliver through-the-road all-wheel drive. We expect a generous serving of carbon fiber will keep the model’s weight in check.

Though there’s much more to a sports car than an impressive zero-to-60-mph time, 2.3 seconds would put McLaren’s looming hybrid on par with the sold-out Dodge Challenger SRT Demon, and ever so slightly ahead of hypercars like the Bugatti Chiron (2.4 seconds). McLaren’s limited-edition P1 hybrid took 2.6 seconds, and the hardcore Senna (pictured) is a tenth of a second slower.

Looking ahead, McLaren will gradually replace the current members of its range with new models built on its next-generation platform. The cheaper, less powerful ones will surf the downsizing wave sweeping across the industry by adopting a V6 the company hasn’t unveiled yet, while the bigger cars with higher horsepower ratings will carry on with a twin-turbocharged V8. All of the upcoming models will come standard with hybrid power, and they’ll be capable of driving for up to 20 miles on electricity, yet they’ll weigh as little as 65 pounds more than the supercars they’ll replace. The weight difference will likely increase when all-wheel drive, a V8 engine, or both enter the equation. 

McLaren has talked about building an electric car for years, and it even turned the 720S into a test mule to put the drivetrain though its paces, but Flewitt reaffirmed the technology isn’t ready. While solid-state batteries expected to merge into the mainstream halfway through the 2020s could make an electric McLaren more feasible, Flewitt warned the firm might not completely ditch gasoline for another three decades. Profitability is a deciding factor, too, especially as the company eyes an IPO.

Finally, Ferrari’s contentious but seemingly inevitable move into the SUV segment hasn’t changed his mind about launching a high-riding model. No means no, regardless of what rivals are doing. Instead of seeking additional ground clearance, McLaren is developing the first supercar it plans to release on its new platform. The model will make its debut in late 2020, and it will go on sale in early 2021.

McLaren Senna LM Spotted: Is This The Next Project for MSO?

The McLaren Senna is already one of the most track-focused McLaren models. It’s difficult to believe that McLaren could make it any more focused. Yet that seems to be what its special projects department, MSO, is working on with the McLaren Senna LM.

Pictures of a McLaren Senna LM prototype emerged today on popular forum Pistonheads. A single photo shows a Papaya Orange model parked outside an industrial unit. It’s missing its front left fender, either the result of an accident or partway through development.

The Senna LM is parked next to another Senna, hidden under a delivery wrapping but clearly missing its rear wing. Hiding in the car wash bay is a McLaren F1 road car too.

Renderings of the McLaren Senna LM have hit the web over the past month. They appear to show a car which dispenses with the Senna’s glass door windows in favour of a flatter carbon fibre door panel.

The renders also show a GTR-look front end without the extreme canards. There is a set of fender vents, a larger roof snorkel and a re-designed side panel. The rear looks like a blend of Senna GTR and road car too with some subtle tweaks, including a new rear panel.

It remains unclear whether the McLaren Senna LM will be officially sanctioned, like the GTR, or whether it will be produced third-party, like the McLaren P1 LM by Lanzante. Hopefully, we will hear more very soon!


McLaren Elva: New V8 Speedster Revealed, 399 Units Only

McLaren has released details of a new Speedster model. The McLaren Elva is the latest model to join McLaren’s Ultimate Series. It is also the first roadster!

The Elva makes use of an open-cockpit, two seater design, evocative of the Bruce McLaren-designed 1960’s McLaren_Elva sportscar which raced in the Group 7 category. These cars came with Oldsmobile, Chevrolet or Ford V8 engines. The new Elva takes inspiration from the design of the McLaren-Elva M1A [Mk I], M1B [Mk II] and M1C [Mk III].

In terms of design, the two seater layout uses no roof, no windsreen or side windows (a windscreen is available as an option in most markets though). It is as pure as a modern-day experience could be with a big V8 out back. The low nose an pronoucnced front fenders give the driver good visibility. The rear butresses are kept to a minimum, using deployable roll-over systems to ensure safety.

McLaren has engineered a Active Air Management System (AAMS) into the aerodynamic profile. The system channels air through the nose and our of the front clamshell to divert air over the cockpit. It raises by as much as 150 mm to create a low-pressire zone. The system is activated by a button and works best at high speed.

The new McLaren uses a 4.0 litre, twin-turbocharged McLaren engineered V8 with 815 hp. It sits inside a bespoke carbon fibre chassis. In terms of performance, the Elva sprints to 100 km/h in just under 3 seconds and 200 km/h in 6.7 seconds.

The interior is minimalist. It benefits from a new lightweight carbon fibre shell design seat. A six-point racing harness can be selected from the option list. A carbon fibre spar sweeps between the butresses and supports the engine start button, the controls and a dashboard screen. There is no audio system with weight kept to a minimum (this can be re-introduced at no additional cost).

399 examples of the McLaren Elva will be produced with prices starting from £1,425,000 including UK VAT. That price will shoot up depending upon the level of personalisation required by McLaren Special Operations.


McLaren Elva is the next Ultimate Series model, with 800 horsepower

McLaren’s latest Ultimate Series hypercar has been revealed, and its name is Elva. The McLaren Elva is an open roadster named and themed after the open race cars built by founder Bruce McLaren and the Elva sports car company in the 1960s. This new car is the lightest and one of the quickest cars from McLaren yet.

The new Elva’s resemblance to the classic race car is clear with undulating, exaggerated wheel arches, discreet rear air scoops, low nose and completely exposed cockpit. But it has trademark design cues from modern McLarens such as the squinting headlights, slender taillights and a tail dominated by air vents and a diffuser. The Elva has no roof or windows, but it does have McLaren’s typical butterfly doors, and a windshield will be available as an option.

Hidden under the voluptuous body is a version of the McLaren Senna’s twin-turbo 4.0-liter V8, but thanks to a high-flow exhaust, it now makes 804 horsepower and 590 pound-feet of torque. It’s coupled to a seven-speed transmission that sends power to the rear wheels only. McLaren says the engine will propel the car to 62 mph in under 3 seconds, and it will hit 124 mph (200 kph) in 6.7 seconds, which is faster than the Senna.

This is in part made possible by the Elva being the lightest McLaren road car yet. A final weight hasn’t been announced, but we know it’s less than the 2,900-pound Senna. Much of the credit for the weight savings goes to the new carbon fiber chassis and body, plus the lack of any kind of driver enclosure. McLaren doesn’t even include an audio system as standard (it’s a no-cost option) to help keep the weight down. The seats are made of carbon fiber. Even the brakes, which are based on the already light setup in the Senna, get titanium calipers that save about two pounds in total.

While light and serious, McLaren has still tried to make the driving experience reasonably comfortable. It has implemented a fancy set of vents, vanes and deflectors in the front of the car called the McLaren Active Air Management System to channel air around the passenger compartment. That way, the “cabin” is still tolerable even if you’re not wearing a full-face helmet. If you do decide to wear a helmet, there is a storage area under the cowls behind the seat that has space for your headgear. The seats can be covered in a variety of materials from leather with additional protective coatings to a new durable, breathable fabric. The Elva also gets McLaren’s latest infotainment system that spans eight inches and has a control wheel hanging off the side, almost like the crown on a watch. If you do plan on using the Elva purely for track use, though, you can skip adding the windshield or sound system and add the optional six-point seat harness instead. Or add all of them — McLaren will spec the car out however you want.

McLaren will spec out only 399 Elvas, though, so get your order in while you can. Make sure your bank account is healthy, too, as the base price for a McLaren Elva is $1.69 million. That’s roughly $700,000 more than the Senna, but it is a bit more exclusive, and it accelerates a little harder.

Special Report: The McLaren 720S Spider is Britain’s Finest Export

Be warned, this tale features the B word, Brex*t. The title has been coined to address the colossal saga that is the United Kingdom’s departure from the European Union and must be one of the most used words in international news in the past three years. There have been amendments, referendums, prorogations, high court rulings and even Queen’s Speeches. I shall not dwell, you’re not here for politics, but for automobiles.

Ever switch on the 10 o’clock news and see politicians being ferried from conference to conference in rather dull executive limousines? The best you can hope for is a Mercedes-Benz S Class, black on black, of course. This got me thinking, it was the night before the final European Union Summit that would be deliberating the latest iteration of the Brexit deal, Prime Minister Boris Johnson’s first attempt. Tomorrow, news agencies from across the world would crowd and jostle outside Le Berlaymont to catch a word from the 27 EU leaders that would be reviewing the latest version of proposed deal.

What if BoJo didn’t arrive in a mundane, vanilla S Class or Jaguar XJ, but instead stunned the crowds by representing British business, an example of the very businesses that will be impacted so significantly by the outcome of this tumultuous series of events? I felt Boris needed a helping hand, I took matters into my own palms. The next morning I left home at 0630 on a mission to not only improve Boris’s image, but to showcase one of the finest exports that Britain produces. It is an example of why the UK is one of the worlds leading automotive manufacturing countries, and why trade deals with the UK should never be doubted, but encouraged.

The ambassador of choice was perfect. Bentley and Rolls-Royce are British brands, but are both now parts of Audi and BMW, respectively. Jaguar is Indian and Lotus Chinese. Caterham and Morgan are British, but neither are known internationally as representing the best of British, more cottage industry forerunners. There is only one brand suited to this endeavour – McLaren.

I recently was on the continent in a McLaren GT, a car that left me somewhat conflicted and confused. Having previously driven to Paris and back to London in a single day in a 720S, I was in no doubt that it doubled as both a track monster and a capable GT car. To reaffirm my thoughts, I had a 720S Spider for the ride to Brussels to see if the additional 49 kilograms for the roof mechanism would alter the driving characteristics and if the GT would make more sense for such a journey.

One thing that does not change, roof or no roof, is the fuel economy. It is abysmal, even when trundling towards the Channel Tunnel with the cruise control set to a smudge above the speed limit. Seeing anything above 23 miles per gallon was a rare treat. Boris’s refusal to take no deal off the table had sent the pound into a tizzy and fuel prices were through the roof, premium unleaded was emptying my wallet faster than the my ex girlfriend – just as thirsty too. Best not to worry about saving fuel and instead blow it to thy kingdom come with a smile on your face and bangs and cracks coming from the twin exhaust pipes.

A grey drive to Folkestone, quick Starbucks and a deep breathe in to squeeze onto the train later, it was time to cruise across the Continent. Well, part of it at least. It is always surprising how quickly the French autoroute gives way to terrible Belgian tarmac. With the active panel engaged and the handling and drivetrain toggles in comfort, the 720S cruises quietly and somewhat comfortably. The hydraulic suspension is fabulous and plaint. It is upset by bigger holes and cracks in the road, but it is a tradeoff worth making for the terrific handling through the bends on more engaging roads. One element that, still, cannot be faulted is the steering. It remains hydraulically assisted and a pleasure to work with.

The mighty torque is impressive too. The gearshifts are as great as you would expect from a McLaren dual clutch, but when touring you need not be pulling the left carbon paddle for downshifts as you can ride the torque in the upper gears. This is, of course, when the revs are above 2,500rpm, there is a world of lag below this threshold. As the kilometres trickled by, the weather worsened and the chances of experiencing the 720S Spider with the roof down diminished. A special mention, once again, to the awesome rear window that can be lowered or raised regardless of the roof being up or down. It is a great way to enjoy both fresh air and that hard edged engine tone, even when it is raining.

This car featured a clever and very expensive option, an electrochromic glass roof panel. This meant that the panoramic glass was able to go from fully clear to dark in a couple of seconds. It is cool and strangely satisfying to press the button and watch the glass ceiling change from ‘shade mode’ to ‘full sunlight’.

Other interior highlights included the luxurious Cognac leather in this ‘Luxury’ spec 720S. The 720Ss I had previously driven were all configured in ‘Performance’ trim meaning there was far more Alcantara and less leather to be found. The quality of the leather is great, as is the colour, my opinion of course. The infotainment is a generation behind the updated McLaren GT system, but I was not a huge fan of the update and the older system felt no less capable as it also lacks Apple CarPlay and Android Auto systems.

As Brussels neared, the rain relented and there was time to relish precious minutes with the roof down. Heated seats work brilliantly to negate wind chill and the car looks utterly spectacular in shop front reflections. Say what you like about the eye-socket headlamp design, few will argue that the 720S does not look like a missile from its side profile. The well behaved demeanour from the motorway cruise continues in the congestion of Brussels. The Start-Stop system decided to go on strike, other than that the 720S Spider was flawless around town. Visibility was good, the ride supple and the turning circle…acceptable. Things are a little scarier when squeezing through narrow gaps or high kerbed car parks, more a case of driver fear and being unfamiliar with the supercars dimensions.

As the infamous Berlaymont building neared, Theresa May had been collected, riding shotgun and Boris Johnson jumped in behind the wheel. The time had come to change the bumbling Prime Ministers image once and for all. Passers by gasped and laughed in equal measure. Camera phones flashed and selfies were taken. It seemed that it was mission accomplished, a hypothesis that was all but confirmed later that day when Boris Johnson announced that Jean Claude Juncker had accepted his governments proposed deal. I’m not saying that it had anything to do with the McLaren or my mission…but maybe, just maybe, it did.

In another bizarre ‘coincidence’, McLaren CEO Mike Flewitt confirmed that McLaren Automotive will keep production entirely UK based despite Brexit in an interview to CNBC on the same day. He continued saying that the firm is ‘born and bred’ in the UK. The brand is one that is proudly British and one that should be celebrated. The McLaren F1 is, arguably, the greatest car ever and when the 12C rolled off the production line in 2011 a new era was born. McLaren seemingly came out of the blue and shattered any complacency that the likes of Ferrari, Porsche and Lamborghini had, pushing performance to new levels.

Almost 9 years on, McLaren continues to push it rivals to the extent that it is difficult to compare its offerings to that of the aforementioned rivals. The 720S is pitched against cars like the Porsche GT2 RS, Ferrari 488 Pista and Lamborghini Huracan Performante – hardcore special edition models that are stripped out track animals. The 720S obliterated the trio in a number of tests and it is the ‘standard’ car complete with creature comforts and touring credentials that make it just as usable as the McLaren GT. The LT model is expected to demolish its European rivals. McLaren Automotive represents the best, not only of British, but supercars produced anywhere in the world. Brexit or not, deal or no deal, McLaren will continue to be a flag bearer of British innovation and technology for years to come.


2019 McLaren GT Review

Since 2011 McLaren have been upsetting the old guard of supercar builders with their ballistically fast and dramatic creations. Every model to date has fallen into one of three categories, Sport, Super and Ultimate – until now. Meet the fourth class – GT. Bentley have the Continental GT, Aston the DB11, Mercedes-Benz the S-Class Coupe and McLaren wanted a slice of the fast grand tourer pie.

The first car in the GT class for the British brand? The…GT, creative I know. As with every McLaren, there is an expectation for this to be a savagely fast car – the numbers suggest so. 0-100km/h in 3.2, 0-200 in 9 and a top speed of 326. These figures are impressive in their own right, but even more so in the content of the GT rivals that McLaren have set out to dethrone – think DB11 and Continental GT. It is not surprising when you consider that the 612bhp, 630Nm, 4-litre V8 is mid-mounted like a supercar, not the GT cars to which it is compared. The counter argument is easy, the traditional front engined GT car allows for a bigger cabin, rear seats and full sized boot.

McLaren counter these arguments and maintain that the trade-offs are off set by the advantages of a lower centre of gravity translating into far superior handling characteristics. As the previously listed numbers suggest, the McLaren GT is tremendously fast on the road once you overcome the lag below 4,000rpm. The new engine, unique it the GT, is mated to a 7-speed SSG transmission to ‘deliver linear, seamless and relentless acceleration’. That is what the press release says and I cannot disagree, the shifts up and down are available on demand. Steel brakes are fitted as standard with the option to upgrade to carbon ceramics, I experienced the steels and they were great, providing good feel and performance. On the topic of feel, the steering is still hydraulically assisted and still feels fabulous in the GT, just a tad slower than in other models.

With the chassis and powertrain in sport, there are few things that feel as fast point-to-point on the road. Switch it all into Comfort and the McLaren does something amazing. It becomes all soft and pliant, there is a suppleness that I’ve never experienced in a McLaren before. The dampers try and predict what is coming up on the road by monitoring driver inputs. Everyone claimed that McLarens of old felt as smooth as a Rolls-Royce, hyperbole plagued their opinions, it was not true in reality – the McLaren GT comes far closer. To my buttocks the Bentley Continental GT is still in another league comfort and the 48v anti roll mechanism means it does not wallow about like older Contis did. The McLaren is clearly faster, rivals are softer.

The spokespeople of McLaren are keen to convey the idea that the GT is a car that can be used for grand touring or even for a daily commute. There is a new active exhaust that features active valves that open and close depending on the engine loads. It is relaxed and quiet when cruising or set to Comfort.

The ride height is far greater than any other McLaren, there is no need to deploy the optional nose lift, but when you do the GT adopts the same clearance as a Mercedes-Benz C-Class – impressive. To really be considered a daily driver or continent cruiser, the GT’s cabin needs to be a place where you would be happy to spend hours in. The architecture of the cabin is immediately familiar to anyone that has been in a 570S or any other Sports Series model, no bad thing. It feels different as there is a lot more leather and the introduction of other new materials such as the knurled aluminium controls that are pleasing to the eye and touch. It is familiar but differentiated. As with the 720S Spider, there is the option to have an electrochromic glass roof, an option that I would recommend as it makes the cabin feel that little more light and airy.

One area that has always come under scrutiny from the media and owners alike is the infotainment system. McLaren claim that the GT features the ‘most advanced infotainment system’ yet and that there is an ‘all-new touchscreen infotainment features super-quick 10-core processor’. Having experienced every system fitted to a McLaren since the 650S, I can confidently say that there have been significant improvements over the years. When piloting something as focused as a 600LT or ballistically powerful as the mighty 720S, the infotainment system is not something I pay much attention to. The systems in those cars are not of paramount importance as it is all about relishing that Sunday morning blast. In the GT it is far more important and there is vast room for improvement.

I appreciate that McLaren is not a part of a multi-billion euro conglomerate like the Volkswagen Group, nor do they want to outsource such systems as Aston Martin do. That being said, I find it to be frustrating that the brand goes to such lengths to build a GT car that will fit a set of golf clubs but one that has only has one USB port, no wireless charging capability, no Apple CarPlay/Android Auto or heads-up display.

In McLaren’s defense Apple are yet to develop to portrait oriented CarPlay system, but having the functionality would substantially improve the overall infotainment experience. On a more positive note, the B&O sound system is phenomenal and the interior ambient lighting is a gimmick but one that is particularly pleasing to the eye when you see it on the metal trim strip above the glove box.

The tech in terms of driver assistance systems that have become the norm, such as adaptive cruise control and lane assist that are useful on longer motorways drives, are absent. The Bentley Continental GT has a plethora of systems that essentially allow it to drive itself when combining active steering and cruise control on the highway.

The McLaren GT has a revised carbon fibre MonoCell II-T core, this allows for more storage than ever before. The goal was for a golf bag or two pairs of 185cm skis and boots as well as luggage can be carried with ease. Furthermore, the usual 150 litres of storage in the frunk remains and means the new McLaren GT can accommodate a total of 570 litres. Impressive, but it must be noted that the luggage compartment is rather long and not very tall.

The McLaren GT is the start of a new chapter for the brand. With the introduction of the new car comes a new GT series, to which I am sure we will see more models added to with the goal of 18 new cars or derivatives by the end of 2025 – the GT is the fourth. It certainly will appeal to a wider audience and will perhaps entice those looking for a softer supercar. With such potent performance, fabulous handling characteristics and well specced cars costing £200,000, I am not sure that the GT is an offering that will see many Bentley or DB11 orders cancelled. In my opinion, they are different cars for different buyers. Regardless, I am sure that the GT will be a success in its own right. Deliveries begin this October with prices starting at £163,00 in the UK, $210,000 in the USA and €198,000 in the EU.


Iconic McLaren F1 Took 18 Months to Restore at MSO

McLaren’s special operations division, MSO, recently released details of a McLaren F1 restoration. The British company carried out an extensive restoration of a road-legal F1 on behalf of its owner.

MSO left no aspect untouched, also putting the car through its McLaren F1 Certification programme. The car in question is chassis number 63.

McLaren completed the restoration work in June, putting in almost 3,000 hours of work. MSO began the 18-month restoration by removing the body and drivetrain from the car. The interior was then re-trimmed in the original Semi Aniline leather, which was a one-off for this car.

The leather is finished in Woking Grey – a colour reportedly inspired by the often slate-coloured English sky. The dash is covered in Woking Grey Alcantara with the seats re-trimmed in Woking Grey leather with a red perforated Alcantara.

Once the interior was complete, McLaren set about repainting the bodywork. This F1 was originally delivered in the iconic shade of Magnesium Silver. It took MSO nearly 900 hours to complete a perfect respray.

The 6.1-litre normally-aspirated engine was then stripped and rebuilt. To ensure it produced the correct power, McLaren put the powertrain through a dyno test before reintroducing it to the chassis. Finally, the dampers were sent back to Bilstein for refurbishment and the driveshafts and hubs were also sent back to the original supplier for rebuild.

McLaren F1 Steering Wheel

It’s fair to say that this McLaren F1 is as good as new! As part of the process, the car receives a Certificate of Authenticity and the owner, a bespoke illustrated book documenting the history of their car as well as a Genesis Speed Form. It is set to debut at the Hampton Court Concours this coming weekend!


Pikes Peak Collection: 6 McLaren 600LT Spiders Delivered in US

We have seen before how McLaren’s dealership network creates unique collections for its customers. All manner of special editions are possible through MSO, McLaren Denver recently took full advantage. This special edition run of McLaren 600LT’s has been named the Pikes Peak Collection and consists of 6 600LT Spider’s.

Each example is different to the next. The cars were revealed a month ago, inspired by the Pikes Peak International Hill Climb. Each car is finished in MSO Bespoke or MSO Heritage paintwork – Black Gold, White Gold, Nerello Red, Volcano Red, Aurora Blue and Midas Grey. All 6 get a gold and matte black vinyl stripe over the hood and roof, as well as Satin Speedline Gold Wheels.

Inside, the theme continues. A Satin Gold centre band is applied to the steering wheel, extended paddle shifters and contrast stitching. The headrest features the Pikes Peak logo in gold embroidery, and a dedication plaque reading “Pikes Peak Collection 1 of 6”. All 6 cars get the MSO Club Sport Pack, which features carbon fibre cantrails, carbon fibre front fender louvres and titanium wheel bolts, as well as the Super-Lightweight Carbon Fibre Racing seats found in the McLaren Senna.

The rest of the package is identical to the rest of the McLaren 600LT Spiders. This means power is provided by a 3.8-liter twin-turbocharged V8 which produces 600 hp and 620 Nm of torque.


The McLaren F1 LM-Spec Sold for $19.8 Million at Auction

That’s Slightly Less Than the Estimates

The McLaren F1 LM-Spec that went up for auction at the Monterey Car Week in California sold for $19.8 million, making it the most expensive McLaren F1 to ever be sold. This impressive number, however, was still slightly below estimates, according to The Supercar Blog

The RM Sotheby’s auction was expected to see somewhere between $21 million and $23 million for the car, but the bidding never quite climbed that high. The car is the real deal. It has the production number 18 and an immaculate service record and record of ownership. 

The car’s first owner had it in Midnight Blue Pearl with a black interior. When the car sold, its second owner decided they wanted to have the car altered. So, it was sent to Surrey to the McLaren facility there to be restored and reworked. What it looked like at the auction at the Monterey Car Week is how the second owner wanted the car. 

It has a Platinum Silver exterior, cream-colored leather-clad interior, and a large rear wing was added. The owner also had McLaren work on the enigne, adding new radiators and cooling elements as well as a tune. The V12 engine now makes 680 hp over the original 627 hp. Despite the fact that the car didn’t get what the estimates expected at auction, this is still the most expensive F1 ever sold. 

MSO Has a Special McLaren GT for Pebble Beach and It’s Gorgeous

As You Might Expect, This Is a Beautiful Machine

On August 18 at Pebble Beach, McLaren will reveal a special MSO version of the GT. The car will feature special exterior and interior colors and accents. This will set it apart from other GTs that will be made. The GT is coming later this year with a price tag north of $200,000. You can bet this special edition will go for more money than that. It’s a super special GT and will be one of the eye-catching cars at Pebble Beach this year. 

The exterior of the MSO GT will feature a new bespoke paint called MSO Defined Flux Silver and Satin Graphite paint as the contrast color. This contrasting color will appear on the door skirts, front splitter, wing mirrors, rear bumper, and rear diffuser.  The car will also feature Satin Graphite Iron brake calipers and what MSO calls the Bight Pack, which is chrome trim around the windows, polished titanium exhaust tips, and gloss black wheels. 

Inside, the car gets Geoform Stitching on the seatbacks, sun visor, door cards, and armrest. The stitching pattern is inspired by the canopy design of the British Museum. There’s Satin Graphite Leather in various spots in the interior, and otherwise, most of the cabin features Flux White Leather. The MSO logo appears at various spots on the car including the headrests and doorsills. 

Mechanically, the car hasn’t been altered it will still get the 4.0-liter twin-turbocharged V8 engine that produces 612 hp. That engine is good enough to make this gorgeous car sprint from a standstill to 60 mph in just 3.1 seconds. This car should be one of the more important models at Pebble Beach this year. 

McLaren Is Working on a 720S Longtail

The March Forward With New Models Continues

In about decade, McLaren has put out eight cars. The next could be a 720S Longtail. McLaren has no plans of slowing down, and the longtail version of the 720S makes quite a lot of sense. According to PistonHeads, one of the two cars coming to the company’s lineup next year will be a 720S Longtail. The other is the already reported McLaren roadster or speedster

While the speedster or whatever, McLaren ends up calling its roofless car will be impressive, the longtail version of the 720S will arguably be the more important car because it’s more of an all-around, use-it-everyday car. The vehicle will likely get more power than the regular 720S and be improved in many of the ways that people would like to see the car improved. 

This Longtail move will also probably earn the supercar a new name. In the case of the 600LT, that car got its start as the 570S. Motor Authority suspects the name will by 750LT, but there’s no indication beyond the naming schemes of the previous Longtail cars that this will be the case. 

There are no concrete details on what McLaren will do with the model, but we suspect it will have revised styling but still fit in with the McLaren lineup easily. This should be a wonderful Longtail model, and we’re excited to see what comes of it. 

One of 58 Special Street-Legal McLaren P1 GTRs Is For Sale

For The Person Who Wants a P1 for the Road

If you’ve always dreamed of driving a McLaren P1 on the road, then you need to check out this P1 GTR that is currently for sale. Only 58 of the road-legal version of the P1 exist. Lanzante Limited is the company that handled the P1’s road conversion, and now the website Luxury and Expensive has listed one for sale, and it’s very yellow. 

McLaren originally built the P1 as a track-only car, but as you might expect something so cool and fast and innovative was eventually taken to the streets by folks with plenty of money to pay for the conversion. The British company Lansante Limited has worked with McLaren in the past and did so again to make the dreams of having a road-legal P1 a reality. 

The car in question here is number 34 of the 58 cars that underwent the changes needed to make the car legal for the road, at least in the European Union. Each of the street-legal cars is a little different, so no two are exactly alike. What doesn’t change, though, is the powertrain. All of the cars, including the one see here have a twin-turbo 3.8-liter V-8 and an electric motor. Together they put out 986 hp. 

So, what’s the price of this particular one? Well, if you’re worried about price, then you can’t afford it. The website says the price will be disclosed upon request. You can bet it will be more than the P1’s $1.15 million original price tag due to its exclusivity. 

McLaren Working on Speedster Model as Monza SP2 Rival

The latest news out of McLaren suggests that a new Speedster model might be on the cards. The Ferrari Monza SP2 would be its closest rival. Except that the McLaren will use a mid-engine layout giving it an altogether different look.

The rumours emanate from popular UK magazine Autocar who suggest that the new model would be the sixth addition to its Ultimate Series. It would sit alongside the track-focused Senna and the 250mph Speedtail hyper-GT at the top of McLaren’s range.

The rumours suggest that the McLaren Speedster will focus on offering the ultimate in road-driving pleasure to complement the Senna’s track performance and the Speedtail’s GT credentials.

The design is said to feature flowing lines, taking inspiration from open-top sports-prototype racers of past. It should also get low-profile dihedral ‘butterfly’ doors, something that has become synonymous with McLaren supercars.

Power will come from McLaren’s 4.0-litre V8 twin-turbocharged petrol engine. In the Speedster, the experience will be pure, McLaren choosing not to offer any hybrid assistance. Weight will be reduced over the Senna, making the Speedster the lightest McLaren road car.

Work on the Speedster is apparently ongoing with the Speedtail McLaren’s current priority. When the Speedster arrives, expect a limited production run with a price tag to match.

The above render by Aksyonov Nikita is perhaps wishful thinking though. The thought of a can-am version of the Senna seems improbable!