McLaren

6.1L BMW S70/2 V12 with 627hp. 4287mm length. Six-speed manual. Weight 1138kg. 0-60 mph in 3.2 seconds. Top speed 240 mph (world record until 2005). Central driving position. Gold-lined engine bay. Carbon fiber monocoque first road car. Dihedral doors. Gordon Murray design. Only 106 units total. LM variant 680hp. GTR racing version. Fan-assisted ground effect optional. No ABS, no traction control. Titanium components. Supreme engineering achievement.

3.8L twin-turbo V8 with 592hp then 616hp. Carbon fiber MonoCell chassis. 4509mm length. Seven-speed dual-clutch. Weight 1336kg (dry). 0-60 mph in 3.1 seconds. Top speed 205 mph. Brake Steer system. ProActive Chassis Control. Dihedral doors. Spider 2012. Active aerodynamics. McLaren's first series production car since F1.

3.8L twin-turbo V8 with 641hp. P1 styling influence. 4512mm length. Seven-speed dual-clutch. Weight 1330kg (dry). 0-60 mph in 2.9 seconds. Top speed 207 mph. Carbon ceramic brakes. ProActive Chassis Control 2.0. Spider and Coupe. Can-Am limited edition 688hp. GT3 racing variant. MSO personalization.

3.8L twin-turbo V8 with 727hp plus electric motor 176hp. Total 903hp. 4588mm length. Seven-speed dual-clutch. Weight 1395kg (dry). 0-60 mph in 2.8 seconds. Top speed 217 mph (limited). Carbon fiber MonoCage chassis. RCC hydraulic suspension. DRS rear wing. IPAS hybrid system. Only 375 units. GTR track-only 986hp. One of Holy Trinity hypercars. Active aerodynamics.

4.0L M840T twin-turbo V8 with 710hp. Carbon fiber Monocage II. 4543mm length. Seven-speed dual-clutch. Weight 1283kg (dry). 0-60 mph in 2.8 seconds. Top speed 212 mph. Proactive Chassis Control II. Variable drift control. Folding driver display. Spider variant. GT3 and GT3X racing. 765LT 755hp track-focused. Very driver-focused supercar.

3.0L M630 twin-turbo V6 with 577hp plus 94hp electric. Total 671hp. MCLA carbon fiber architecture. 4539mm length. Eight-speed dual-clutch. Weight 1395kg (dry). 0-60 mph in 3.0 seconds. Top speed 205 mph. First McLaren V6. 11 miles electric range. Proactive Damping Control. Lightweight E-motor. Spider variant 2023. Performance variant 700hp combined.

4.0L twin-turbo V8 with 789hp. Carbon fiber MonoCage III. 4744mm length. Seven-speed dual-clutch. Weight 1198kg (dry). 0-60 mph in 2.8 seconds. Top speed 208 mph. Highest downforce McLaren road car. Carbon fiber body panels. Dihedral doors with upper window. RCC Pro suspension. Only 500 units. GTR track-only 825hp. Named after Ayrton Senna. Uncompromising track focus.

4.0L twin-turbo V8 with 747hp plus 308hp electric. Total 1055hp. 5137mm length. Seven-speed dual-clutch. Weight 1430kg (dry). 0-186 mph in 12.8 seconds. Top speed 250 mph (fastest McLaren ever). Central driving position like F1. Three seats. Elongated teardrop shape. Retractable digital mirrors. Flexible carbon fiber body. Only 106 units. Velocity mode for top speed. Electrochromic glass roof.

4.0L twin-turbo V8 with 804hp. No roof, no windshield. 4608mm length. Seven-speed dual-clutch. Weight 1148kg (dry). 0-60 mph in 2.8 seconds. Top speed 203 mph. Active Air Management System deflects air over occupants. Carbon fiber MonoCage. Bespoke full interior. Only 149 units. Homage to original M1A Elva. Ultimate open-air experience. Optional fixed windscreen available.

4.0L M840TE twin-turbo V8 with 612hp. Longest McLaren road car. 4683mm length. Seven-speed dual-clutch. Weight 1466kg (dry). 0-60 mph in 3.1 seconds. Top speed 203 mph. MonoCell II-T carbon fiber. Electrochromic roof. 570 liters cargo space. Softer suspension than Super Series. Touring deck behind seats. Luxurious leather interior. Bowers & Wilkins audio. MSO Clubsport variant.

The legendary naturally-aspirated V12 developed by BMW specifically for the McLaren F1. This 6,064cc 60° V12 featured an aluminum block and heads with dual overhead camshafts per bank and four valves per cylinder. The valve train used gear-driven camshafts with individual throttle bodies for each cylinder, while the crankshaft was a forged unit running in seven main bearings. The intake system used twelve individual throttle bodies with gold foil heat shielding, while the exhaust featured equal-length stainless steel headers. With 11.0:1 compression and a 7,500 RPM redline, it produced 627 hp at 7,400 RPM and 479 lb-ft at 5,600 RPM. The cooling system used twin side-mounted radiators with electric fans, while the oiling system employed a dry-sump design with multiple scavenge stages. This engine's incredible specific output (103 hp/liter naturally aspirated), lightweight construction (266 kg complete), and intoxicating induction noise made it the perfect centerpiece for Gordon Murray's ultimate driver's car.

The bespoke twin-turbo V8 developed with Ricardo that launched the modern McLaren era with the MP4-12C. This 3,799cc 90° V8 featured a flat-plane crankshaft with aluminum block and heads, and twin turbochargers mounted in hot-V configuration. The valve train used chain-driven dual overhead camshafts with variable valve timing, while the crankshaft was a forged unit running in five main bearings. The intake system used twin twin-scroll turbochargers with air-to-air intercoolers, while the exhaust featured an integrated manifold. With 8.7:1 compression and a 8,500 RPM redline, it produced 592 hp at 7,000 RPM and 443 lb-ft at 3,000-7,000 RPM. The cooling system used a triple-radiator setup with variable-speed fans, while the oiling system employed a dry-sump design. This engine's combination of flat-plane crank character, sophisticated turbocharging, and compact dimensions established the template for all modern McLaren powertrains.

The evolved twin-turbo V8 that powers the 720S and represents significant refinement over the M838T. This 3,994cc 90° V8 maintained the flat-plane crankshaft and hot-V turbo configuration but with increased displacement and numerous enhancements. The valve train used revised camshafts with increased lift and duration, while the crankshaft was a new forged unit with improved balance. The intake system used larger twin-scroll turbochargers with improved intercooling, while the exhaust featured a low-restriction system with ceramic-coated manifolds. With 8.7:1 compression and a 8,500 RPM redline, it produced 710 hp at 7,500 RPM and 568 lb-ft at 5,500 RPM. The cooling system used an advanced triple-circuit design with separate cooling for cylinder heads, block, and turbochargers, while the oiling system employed an enhanced dry-sump design with additional scavenge stages. This engine's specific output of 178 hp/liter set new standards for production turbocharged engines.

The ultimate evolution of McLaren's V8 that powers the 765LT and Senna. This 3,994cc 90° V8 featured the same basic architecture as the M840T but with extensive modifications for extreme performance. The valve train used racing-inspired camshafts with increased lift and titanium valves, while the crankshaft was a balanced and polished forged unit. The intake system used larger turbochargers with reduced inertia and improved intercooling, while the exhaust featured Inconel headers with reduced backpressure. With 8.7:1 compression and a 8,500 RPM redline, it produced 755 hp at 7,500 RPM and 590 lb-ft at 5,500 RPM. The cooling system used track-focused cooling with additional radiators and high-flow pumps, while the oiling system employed a competition-derived dry-sump design. This engine's ability to maintain peak power to the 8,500 RPM redline and its instantaneous throttle response made it one of the most responsive turbocharged engines ever produced.

The revolutionary 120° twin-turbo V6 hybrid that powers the Artura and represents McLaren's future. This 2,993cc 120° V6 features a hot-V turbocharger configuration with the turbochargers mounted within the vee. The 120° bank angle provides perfect primary balance without requiring balance shafts, saving weight and complexity. The valve train uses chain-driven dual overhead camshafts with variable valve timing, while the crankshaft is a forged unit running in four main bearings. The hybrid system adds an axial flux electric motor producing 94 hp and 166 lb-ft, integrated between the engine and transmission. With 10.4:1 compression and a 8,500 RPM redline, the combustion engine produces 577 hp while the combined system produces 671 hp and 531 lb-ft. The cooling system uses a complex four-circuit design, while the oiling system employs a compact dry-sump design. This powertrain's combination of V6 compactness, hybrid torque fill, and 120° balance creates a new benchmark for hybrid supercar performance.

The high-output version of the M838T that powered the 675LT and established the 'Longtail' legacy. This 3,799cc 90° V8 featured numerous weight-saving measures and performance enhancements over the standard M838T. The valve train used revised camshafts with increased duration, while the pistons were forged units with reduced weight. The intake system used larger turbochargers with reduced backpressure, while the exhaust featured a lightweight system with ceramic coatings. With 8.7:1 compression and a 8,500 RPM redline, it produced 666 hp at 7,100 RPM and 516 lb-ft at 5,500-6,500 RPM. The cooling system used additional radiators and high-flow pumps, while the oiling system employed an enhanced dry-sump design. This engine's focus on reduced weight (18 kg lighter than standard), improved response, and track-focused cooling made it ideal for the 675LT's mission as the most focused series-production McLaren of its time.

The hybridized V8 that powers the ultra-aerodynamic Speedtail and combines combustion power with electric boost. This 3,994cc 90° V8 was based on the M840T but modified for hybrid operation. The valve train used camshafts optimized for the hybrid system's torque characteristics, while the crankshaft was a balanced forged unit. The hybrid system added an electric motor producing 312 hp, integrated with the combustion engine for combined system output. With the combustion engine producing 747 hp and the electric motor adding 312 hp, total system output reached 1,055 hp with 848 lb-ft of torque. The cooling system used an advanced thermal management system that could handle the additional heat from the hybrid system, while the battery system employed a lightweight pack specifically designed for short-duration boost. This powertrain's combination of V8 character and electric boost enabled the Speedtail to reach 250 mph while maintaining McLaren's driving dynamics.

The most powerful non-hybrid V8 ever used in a McLaren road car, developed for the open-top Elva. This 3,994cc 90° V8 featured the ultimate evolution of McLaren's V8 architecture before the shift to hybrid powertrains. The valve train used racing-derived camshafts with aggressive profiles, while the crankshaft was a fully balanced forged unit. The intake system used the largest turbochargers ever fitted to a McLaren V8, with improved compressor and turbine designs, while the exhaust featured a track-inspired system with minimal restrictions. With 8.7:1 compression and a 8,500 RPM redline, it produced 804 hp at 7,500 RPM and 590 lb-ft at 5,500 RPM. The cooling system used maximum-capacity radiators with racing-derived airflow management, while the oiling system employed a competition-spec dry-sump design. This engine represents the absolute pinnacle of McLaren's internal combustion engine development, pushing the M840T architecture to its theoretical limits.

The racing evolution of the BMW V12 that powered the F1 GTR to victory at the 1995 24 Hours of Le Mans. This 5,990cc 60° V12 featured extensive modifications for endurance racing, including different camshafts, revised intake system, and enhanced cooling. The valve train used racing camshafts with increased lift and duration, while the intake system used individual throttle bodies with optimized trumpets. With 11.5:1 compression and a 7,500 RPM redline, it produced approximately 630 hp at 7,400 RPM. The cooling system used massive side-mounted radiators with high-flow electric pumps, while the oiling system employed an advanced dry-sump design with multiple scavenge stages. This engine's ability to deliver peak power for 24 hours straight while withstanding the rigors of endurance racing demonstrated the fundamental strength of the BMW V12 design.

The racing version of the M838T that powered McLaren's successful GT3 racing program. This 3,799cc 90° V8 featured numerous modifications for racing application, including different turbochargers, reinforced internals, and optimized cooling. The valve train used solid lifters with mechanical adjustment, while the crankshaft was a fully balanced racing unit. The intake system used racing-spec turbochargers with revised compressor maps, while the exhaust featured a straight-through system meeting noise regulations. With 8.0:1 compression and a 8,500 RPM redline, it produced approximately 500 hp (per BoP regulations) with massive torque. The cooling system used racing radiators with ducted airflow, while the oiling system employed an enhanced dry-sump design with additional cooling capacity. This engine's reliability and drivability made it the foundation of McLaren's successful customer racing program.

The track-only evolution that powered the ultimate expression of the Senna. This 3,994cc 90° V8 featured even more extreme modifications than the road-going Senna, optimized purely for lap time without regulatory constraints. The valve train used full racing camshafts with increased duration, while the pistons were lightweight racing units. The intake system used unrestricted turbochargers with maximum boost pressure, while the exhaust featured a racing system with minimal backpressure. With 8.5:1 compression and a 8,500 RPM redline, it produced 825 hp at 7,500 RPM and 590 lb-ft at 5,500 RPM. The cooling system used maximum-capacity racing radiators with optimized ducting, while the oiling system employed a full racing dry-sump design. This engine represents the absolute limit of what was possible with McLaren's V8 architecture in track-only application.

The future powertrain currently under development that will succeed the M630 in McLaren's next generation of vehicles. While details are closely guarded, this engine is expected to feature an even more compact 120° V6 architecture with advanced hybrid technology. The combustion engine will likely use pre-chamber ignition technology similar to Maserati's Nettuno, allowing higher compression ratios and improved efficiency. The hybrid system will feature more powerful electric motors and larger battery capacity, enabling longer electric-only range and more significant torque fill. The thermal management system will use advanced phase-change materials and more sophisticated control algorithms. This powertrain will need to balance the increasing demands of emissions regulations with McLaren's core values of lightweight, high-revving performance, representing the next chapter in the company's powertrain evolution.

The weight-optimized version of the M840T that powered the 600LT and continued the 'Longtail' philosophy. This 3,994cc 90° V8 featured numerous weight-saving measures over the standard 570S engine, including a lightweight exhaust system and optimized components. The valve train used camshafts with specific timing for improved mid-range response, while the intake system used the same turbochargers as the 720S but with different mapping. With 8.7:1 compression and a 8,500 RPM redline, it produced 592 hp at 7,500 RPM and 457 lb-ft at 5,500-6,500 RPM. The cooling system used additional radiator capacity for track use, while the oiling system employed the proven dry-sump design. This engine's focus on throttle response, reduced weight, and track capability made the 600LT one of the most beloved modern McLarens among driving enthusiasts.

The technological heart of every modern McLaren, the Seamless Shift Gearbox (SSG) is a dual-clutch transmission developed entirely in-house. Its key innovation is the ability to pre-select the next gear and have two gears engaged simultaneously for a few milliseconds during a shift, allowing for truly uninterrupted power delivery from the engine to the wheels. Shift times are under 200 milliseconds. The transmission features three core driving modes: Normal (for smooth, daily driving), Sport (faster shifts, more aggressive downshift blips), and Track (fastest, firmest shifts, and Ignition Cut for maximum acceleration). In the 720S and later models, it also includes a 'Variable Drift Control' function that manages power and gear selection to help maintain controlled drifts. The entire unit is a structural component of the carbon fiber MonoCell chassis, saving weight and increasing rigidity.

An evolution of the SSG for McLaren's new high-performance hybrid (HPH) era. The Artura's transmission is a new, lighter, more compact 8-speed dual-clutch unit. Its most significant feature is the integration of an axial flux electric motor within the bellhousing, positioned between the engine and the gearbox. This E-motor provides instant torque to fill any turbo lag, enables silent, zero-emission electric driving, and acts as a generator and starter. The gearbox itself is shorter, and the elimination of a reverse gear (reverse is handled by the E-motor spinning backwards) saves additional weight. The shift calibration is refined to seamlessly blend power from the V6 engine and the E-motor, providing a new dimension of responsiveness and efficiency without sacrificing the blistering shift speed McLaren is known for.

The bespoke, racing-derived manual transmission developed for the legendary McLaren F1. Designed in collaboration with Weismann, it featured a 'dog-leg' first gear (down and to the left), with the H-pattern for 2nd through 6th. This layout was chosen because the F1's incredible power band meant first gear was rarely used outside of launching. The gearbox was a work of art, machined from solid billets of aluminum and magnesium, and was renowned for its incredibly precise, mechanical, and heavy shift action. It used racing-style dog rings instead of synchronizers for the ultimate in shift speed and durability, requiring a skilled and forceful hand to operate. This transmission, coupled with the car's central driving position, provided one of the most pure and involving driving experiences ever created.

The most extreme iteration of the SSG, developed specifically for the track-focused Senna. While based on the standard SSG, it was recalibrated for ultimate shift speed and aggression. It featured a unique 'Inertia Push' software strategy. During upshifts under full power, the engine management system doesn't just cut ignition but uses the momentum of the engine's rotating assembly to momentarily push the car forward, adding to the thrust of the gear change. This results in even more violent and immediate acceleration. The transmission's programming in Race mode was solely focused on lap times, with no consideration for comfort or NVH. The shifts are jarringly fast and firm, perfectly matching the Senna's uncompromising, single-purpose character.

The hybrid-hypercar version of the SSG, integrated with the P1's groundbreaking Instant Power Assist System (IPAS). The transmission itself was the standard, robust SSG unit, but its control system was uniquely intertwined with the hybrid electric motor. During gear shifts, the electric motor would provide torque fill to eliminate any perceivable interruption in power delivery, making acceleration even more seamless and brutal. The IPAS system, activated by a button on the steering wheel, would unleash the electric motor's full power, and the transmission was programmed to handle the combined 903 hp onslaught. The gearbox's DNR (Drive, Neutral, Reverse) functions were also controlled by touch-sensitive, fighter-jet-style rocker switches on the center console, adding to the P1's futuristic and technical cockpit environment.