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The McLaren MP4-12C is powered by a twin-turbocharged, 3.8 litre 90-degree V8 engine – the ‘M838T’. This marks the start of a new era in ‘core’ segment sports cars – smaller capacity, lighter weight, higher efficiency and more economical power units. The engine has the highest specific power output in its segment which, when allied to its low weight carbon composite chassis, delivers exemplary power- and torque-to-weight ratios.

‘M838T’ is a unique McLaren power unit, developed specifically for the 12C. It is compact, lightweight, very stiff, and offers an uncompromising combination of very high performance and good driveability, with excellent economy and CO2 emission values.

Taking power and emissions in combination (measured by its horsepower to CO2 ratio), the 12C delivers its power at greater efficiency than any other car on the market with an internal combustion engine, including hybrids.

‘M838T’ features dual variable valve timing and produces around 600bhp and 600Nm of torque. A dry sump and flat plane crankshaft allow the engine to be placed extremely low in the chassis thereby lowering the centre of gravity and improving handling responses. It also features composite cam covers and intake manifolds, which reduce weight and heat transmission into the charge air, as well as Nikasil-coated aluminium liners for further weight reduction.

The suspension for the McLaren MP4-12C breaks new ground, offering hitherto unseen levels of roll control and grip (an almost flat cornering attitude, depending on the programme selected).

Although such track-like responses would normally imply a rock-hard ride, the 12C delivers compliance and ride comfort more akin to an executive saloon car. The mix of occupant cosseting and sporting potential is truly unique. The 12C offers the driver both class-leading ride comfort and class-leading performance.

The whole chassis package produces not only a unique relationship between ride and handling, but also astonishing lateral grip and outstanding traction. The 12C is poised and balanced whether negotiating high or low speed corners, during direction changes, under heavy or light braking and on tightening or opening corners.

The trick behind blending such opposing objectives lies in the innovative Proactive Chassis Control system, uncompromised geometry, and weight distribution.

The suspension is based on double wishbones with coil springs. The dampers are interconnected hydraulically and provide adaptive responses depending on both road conditions and driver preference.

The McLaren MP4-12C has been designed around a demanding mechanical package that puts emphasis on aerodynamics, compact dimensions, performance and efficiency, practicality and comfort. Although the design of the 12C was driven by aerodynamics, it aims to remain contemporary and elegant throughout its lifetime as well as distinctive among its peers.

Frank Stephenson, McLaren Automotive Design Director, helped finalise the design: ‘Like most designers it’s a boyhood dream to work with high performance sports cars. They are the purest expression of speed and purpose and, with increased consumer demand in this market and environmental aims to the fore, offer designers the ultimate challenge.

The 12C design was therefore led by aerodynamics. At McLaren we have been able to use the Formula 1 techniques and the huge expertise that the company has amassed at the pinnacle of the sport,’ explained Stephenson.

‘All the fins, vents and the flat underbody are there for a reason. No styling addenda have been incorporated for appeal or style alone. This aerodynamic purity explains why this car can hit top speed with great stability without resorting to tea tray wings or deep front air dams. I really feel that the styling communicates the 12C’s engineering integrity and technical benefits and it is this purity that makes the design timeless.’

The West McLaren Mercedes MP4-18 Formula One car will make its testing debut on Wednesday 21 st May 2003 at the Paul Ricard circuit, in the South of France. Third Driver Alexander Wurz will drive the MP4-18 during the course of the three-day test session. The details of the race introduction of the new car will be confirmed at a later date once the car has fulfilled the team’s expectations with regard to reliability and speed. The Paul Ricard test will also see West McLaren Mercedes drivers David Coulthard and Kimi Raikkonen continue the development of the 17-D together with test driver edro de la Rosa.

The MP4-18 incorporates a number of visible differences. These include a shorter and lower nose, a more tightly packaged rear and a slight dorsal fin shaping to the engine cover. In addition the new Mercedes-Benz engine, the FO 110P V10, has een lowered within the car, producing centre of gravity benefits.

The MP4-18′s programme at the Paul Ricard test will see the team focusing on systems, aerodynamic and components evaluation. After the first test, the West McLaren Mercedes team will continue the car’s development schedule and once the initial programme has been completed, David Coulthard and Kimi Raikkonen ill take over.

With only a few FIA Formula One regulation changes for the technical team to take into consideration, the MP4-17 is an evolution of last year’s car. The main visible differences include changes to the front suspension area and rear bodywork.

Aerodynamically, the car has been developed in the team’s new, state-of-the-art wind tunnel facility, already in operation at the TAG McLaren Group’s new headquarters and technology centre, which is currently under construction in Woking, UK.

In addition to the completely new Mercedes-Benz engine, the FO 110M, the switch to Michelin tyres has had a significant influence on the MP4-17′s configuration, with tyres affecting the steering, aerodynamics and the balance of the car. The FO 110M V10 first ran on the dyno on 21st November 2001 and has since been extensively tested on the transient dynos in both Stuttgart and Brixworth.

The MP4-17 is the sixth car appearing in the distinctive West McLaren Mercedes colour scheme introduced at the 1997 Australian Grand Prix, which saw the first victory of the partnership. In the 83 Grands Prix since then, the team has secured 30 race wins, two Drivers and one Constructors’ World Championships.

With Alexander Wurz piloting the MP4-17 throughout today, David Coulthard will have the opportunity to take the wheel tomorrow, at an exclusive test at the Barcelona circuit, and Kimi will be testing the new car for the first time on Wednesday 23rd January.

The F1 GTR cars were built by McLaren cars LTD which is a subsidiary of the McLaren Formula One Team. At the time of its development, it was the most expensive, most powerful and fastest production car in the world. This unique vehicle had a modified BMW 6.1 liter 12-cylinder engine placed in the rear to capitalize on weight-distribution. With nearly 630 horsepower, the F1 GTR could race from zero-to-sixty in just over three seconds and had a reported top speed of over 230 mph. It holds the record for the highest top speed of 240.1 mph.

There were three seats with the driver sitting in the middle. The purpose was to once again capitalize on weight distribution and provided the driver with optimal viewing capabilities of the road. The draw back was that it is difficult to enter and exit this vehicle. The driver had to negotiate their body into this very low vehicle and then climb over a passenger seat. To be in command of these highly capable machines is well worth the obstacle course.

During the production lifespan, lasting from 1991 to 1998, only 100 cars were created, making this a very exclusive automobile. The McLaren F1 production began in 1991 and resulted in a total of 64 examples being created. There were five LM cars created to celebrate the historical achievements accomplished at LeMans, one for each of the F1 GTR’s that finished the LeMans race. The F1 LM was very similar to the LeMans cars but they were modified to achieve street legal status. The engine was tuned slightly to produce an astonishing 680 horsepower. There were three GT models created. The GT cars were built to capitalize on down-force, much like the LeMans cars had done. The bodywork was extended and a redesign of the rear deck helped achieve this low drag goal.

From 1995 through 1998, twenty-eight examples of the GTR were created. The F1 GTR’s varied slightly from year to year. Some were designed to race in 4 hour races while others were built for 24 hour endurance races. Specifications often varied based on the race and on the buyer.

In 1996, the BPR GT Series created regulations that limited to the maximum engine output to no more than 600 horsepower and must have a minimum weight of 1000kg. McLaren responded by shedding around 100KG and achieving the minimum weight requirements. The engine was detuned to produce 600 horsepower. Aerodynamics and down-force were improved by the adaptation of a larger rear wing. At the 1996 LeMans, the F1 GTR finished in fourth-place overall.

The changes continued in 1997 when stricter regulations were placed on the FIA GT Series and the LeMans 24 Hour race. Weight reduction, aerodynamic changes, engine improvements, and a new sequential transmission were a few of the necessary modifications to the vehicle. When all was said-and-done, the vehicle weighed in at just over 910 kg.

McLaren raced the MP4/15 during the 2000 season. It was powered by a Mercedes-Benz FO110J V10 engine that was mounted at a 72-degree angle and matted to a McLaren seven-speed longitudinal semi-automatic gearbox. The chassis was constructed from a carbon-fibre monocoque and the design was by Adrian Newey.

Newey has worked in both Formula One and Indycar as a race engineer, designer, technical directory, and aerodynamicist. He is considered one of the best talents in his field. His designs have won nearly 80 Grand Prix Victories. At the close of the 2001 season, Newey left McLaren and in 2005 was working for Red Bull Racing.

The car was driven by Mika Häkkinen and David Coulthard and made its racing debut at the Australian Grand Prix in 2000. It competed in 17 races and won seven times. The MP4/15 were extremely fast and scored 11 ‘fastest laps’, but at the close of the season they were in Second Place both in the Constructors Championship and the Drivers Championship. Schumacher and the F1-2000 proved to best the faster opponent.