McLaren F1 GTR

The McLaren F1 GTR is the racing variant of the McLaren F1 sports car first produced in 1995 for
grand touring style racing, such as the BPR Global GT Series, FIA GT Championship, JGTC, and
British GT Championship. It was powered by the naturally aspirated BMW S70/2 V12 engine. It is
most famous for its overall victory at the 1995 24 Hours of Le Mans where it won against faster
purpose-built prototypes in very wet conditions. The F1 GTR raced internationally until 2005 when
the final race chassis was retired.

Development

1995–1996

The 1996 F1 GTR of Gulf Racing at Brands

Hatch.

Gordon Murray, creator of the McLaren F1, originally saw his creation as the ultimate road car, with
no intention to take the car racing. Although the car used many racing technologies and designs, it
was felt that the car should be a road car first, without any intent built into the creation of the car to
modify it into a racing car.

However, soon after the launch of the McLaren F1, the BPR Global GT Series was created. Starting
in the 1994 season, the series featured racing modifications of sports cars such as the Venturi 600
LM, Ferrari F40, and Porsche 911 Turbo. Viewed as a possible replacement for the defunct World
Sportscar Championship, major manufacturers were taking interest in the series. At the same time,
teams were also looking for faster and more capable cars for the series top class, GT1. Many
teams, such as those run by Ray Bellm and Thomas Bscher, seeing the potential in the McLaren F1
road cars, Le Mans winner John Nielsen turned to Gordon Murray in an attempt to convince him to
offer factory backing on racing versions for the BPR series.

Finally, Murray relented and agreed to modify the F1 into a racing car, agreeing to build several
chassis for competition in the 1995 season. An unused F1 chassis which was meant to become
#019 was taken by McLaren and modified by the
McLaren F1 GTR
company as a developmental prototype. Because
of the similarity to a race car, extensive
modification was not needed to actually turn the
F1 into a racing car. Bodywork modification saw
the addition of various cooling ducts, most
McLaren F1 GTR in 1998 Goodwood Festival
noticeably a large one in the center of the nose
of Speed
and two placed in the location of the storage
lockers on the side of the car. A large adjustable Category GT1

fixed wing was added to the rear of the car. Even

Designer(s) Gordon Murray
the 1995 versions of F1 GTR generated enough Paul Rosche (engine
downforce to run along the ceiling at 100 mph.[1] designer) (BMW)
The interior was stripped of all luxuries and given
Technical specifications
a full racing cage. Carbon brakes replaced the
stock units. Because of the rules at the time, the Chassis Carbon fiber
BMW S70 V12 engine was required to use an air monocoque
restrictor to limit power output to around 600 PS
Suspension (front) Revised McLaren F1
(592 hp; 441 kW), making the racing car less
double wishbone
powerful than the road car, yet faster and more suspension system
nimble due to a lowered overall weight. Features
such as the central seating position, Butterfly Suspension (rear) Revised McLaren F1
double wishbone
doors, and even the standard gearbox were
suspension system
retained. McLaren co-ordinated a 24-hour test at
Magny-Cours to find weaknesses in the car and Engine BMW S70/2 6,064 cc
develop upgrades to supply to the teams.[2] (370.0 cu in) V12
naturally-aspirated,
A total of nine chassis would be built for the 1995 rear, mid-mounted
season, with #01R being retained by the factory
Transmission 6-speed
as a test mule, except for a one-off use by
manual
Kokusai Kaihatsu Racing at the 24 Hours of Le
sequential manual
Mans. British team GTC Racing received two F1
(Long Tail version)
GTRs, with a third being used to replace a
destroyed car. David Price Racing, BBA Tires Michelin Pilot SX

Competition, Mach One Racing, and Giroix Racing Competition history

Team would all receive one chassis each, while
Notable entrants Harrods Racing
the final chassis, #09R, was sold to Hassanal
Kokusai
Kaihatsu Racing
Bolkiah, the Sultan of Brunei, for his car Gulf Racing
collection. Team Lark
BMW Motorsport
At Le Mans 1995, the Kokusai Kaihatsu McLaren
Notable drivers Ian Flux
obtained victory[2] and the highest practice top
James Weaver
speed of the year, reaching 281 km/h
Ray Bellm
(174.605 mph) on the Mulsanne Straight.[3] Maurizio Sandro
Sala
Following the success of the 1995 season,
Jake Ulrich
McLaren set forth to upgrade the car to remain
Masanori Sekiya
competitive, especially against the threat of
Yannick Dalmas
newer sports cars appearing such as the Ferrari JJ Lehto
F50 GT (which was withdrawn quickly) and the
Debut 1995 Circuito de
Porsche 911 GT1. They were assisted by BMW
Jerez
Motorsport, who at the time decided to use their
connection to McLaren to enter sports car racing Races Wins Poles
by running their own race team with F1 GTRs.
120+ 38 6
Among the modifications were an extension of
the front and rear bodywork, including a larger Constructors' 3
Championships
splitter attached to the front of the car. The
bodywork was also modified to allow it to be Drivers' 0
removed more quickly for easier repair. The car's Championships
standard gearbox was modified to include a
lighter magnesium housing and more robust 1995 McLaren-BMW F1 GTR
mechanicals. These modifications allowed for the 0:10

weight of the GTR to be lowered by 38 kg. Due to McLaren-BMW F1 GTR at Goodwood

demand, nine more new GTRs were built, while two Festival of Speed 2009

older GTRs (#03R and #06R) were also modified to

Problems playing this file? See media help.
the 1996-spec. The F1 GTR 1996 was the fastest
variant in terms of straight line speed - the car hit 330 km/h on the Mulsanne Straight at Le Mans in
1996, which is 13 km/h faster than the 1997 long-tail F1 GTR and even 6 km/h faster than the 1996
Porsche GT1.
1997

The 1997 F1 GTR of Richard Smith driven

by Kenny Bräck at Goodwood FoS.

With the BPR Global GT Series reformed into the FIA GT Championship in 1997, rules regarding the
cars used in the premier GT1 class were altered. Homologation specials like the Porsche 911 GT1
had already proven their worth in the final races of 1996, while newcomer Mercedes-Benz was
showing the potential of their new CLK-GTR in testing. McLaren was therefore forced to give the F1
extensive modifications in order to be able to compete against cars that had been meant as race
cars first and not road cars like the F1.

First and foremost, the F1 required extensive modification to its bodywork in order to gain as much
aerodynamic downforce as possible. Although it retained the same carbon-fibre monocoque as the
road car, the entire exterior of the car was purpose-built. A much longer nose and tail, as well as a
wider rear wing, were designed in order to maximize the amount of aerodynamic downforce, while
the wheel arches were widened in order to allow for the maximum amount of grip from the tyres
allowed by the rules. Ground clearance was also changed to 70 millimetres (2.76 in) front and rear,
rather than the 60 millimetres (2.36 in) front and 80 millimetres (3.15 in) rear clearance of the 1996-
spec car.

The engine also saw extensive modification, with a stroke reduction bringing the BMW S70 V12
down to 5,990 cubic centimetres (366 cu in) in an attempt to prolong the life of the engines, while
still maintaining the air restrictor-controlled 600 metric horsepower (441 kW). The standard gearbox
was replaced with a new X-trac 6-speed sequential transmission.

A total of ten more GTRs were built, with none of the previous cars being upgraded to the 1997-
spec. In order to be allowed to construct cars that were so radically different from the F1 road car,
McLaren was forced to build production road cars using the GTR '97's bodywork. These cars came
to be known as the F1 GT, of which only three were built. The 1997-spec cars are commonly referred
to as the "Long Tail" version due to their stretched bodywork, most noticeably at the rear.
At Le Mans 1997, the car reached 317 kilometres per hour (196.97 mph) on the Mulsanne straight.
This was still slightly slower than some of the field, including the Porsche 911 GT1 Evo's - 326
kilometres per hour (202.57 mph), Nissan R390 GT1's - 319 kilometres per hour (198.22 mph) and
TWR Porsche Joest LMP's - 320 kilometres per hour (198.84 mph).

Racing history

BPR Global GT Series

Debuting at the 1995, BPR season opener at Jerez, three F1 GTRs took to the track (two for GTC
Competition, one for David Price Racing's West Competition). The McLarens showed their speed
from the very start, taking the first three qualifying spots. In the race, facing stiff competition from a
Porsche 911 GT2 Evo, the McLaren F1 GTR of Ray Bellm and Maurizio Sandro Sala was able to take
victory by a mere 16 seconds. For the second race, French squad BBA Competition added their new
F1 GTR to the series while Bellm and Sala would again take victory. This would be followed by a
victory for West Competition at Monza, then GTC winning again at the fourth round at Jarama.
However at Jarama, GTC's second chassis, #04R would be badly damaged in a practice accident.
This was replaced by #08R for the next race.

At next race at the Nürburgring, McLaren would successfully take the first five positions for GTC,
West Competition, and new F1 GTR owners Giroix Racing Team and Mach One Racing. Following
another victory at Donington, the F1 had a slight dry spell when it first lost to a Porsche in Montléry,
then to a Ferrari at Anderstorp. However the F1 GTR would return to form by winning the final four
races of the season. West Competition would take the teams championship with a total of two
victories, while GTC would take third with five victories, and Mach One Racing fourth with three
victories.

Going into 1996, McLaren debuted their upgraded cars in an attempt to continue their dominance of
the series. Existing teams such as GTC Competition and Giroix Racing Team bought newer 1996-
spec cars, while new teams such as BBA Competition, West Competition, and Mach One retained
the older 1995-spec cars. BMW Motorsport, with the assistance of Bigazzi Team, purchased three
F1 GTRs as well.

McLaren started the 1996 season in the same fashion as they had in 1995, with GTC Competition
taking the first win in the hands of Ray Bellm and James Weaver. GTC, West Competition, and Mach
One would trade off wins for the next three rounds until McLaren finally suffered a loss to Ferrari at
Anderstorp yet again. GTC Competition would take victory again at Suzuka Circuit, but when the
series arrived in Brands Hatch, the F1 GTR faced new competition. Porsche debuted their new 911
GT1, and took a strong victory in their first race. Although legally not allowed to score points at first,
the 911 GT1 would still take victory again at Spa. Porsche skipped Nogaro, leaving McLaren to take
the victory, but Porsche returned for the final round at Zhuhai, again taking the victory.

Even with the Porsche showing its dominance late in the season, McLaren's GTC Competition was
still successful in taking the team's championship with West Competition taking third. For 1997, the
BPR Global Endurance GT Championship would become the FIA GT Championship.

FIA GT Championship

The BMW Motorsport entry during the

1997 FIA GT Donington 4 Hours race

Showing control of the BPR series early in 1996, McLaren now saw that their car was lacking
against the likes of the new Porsche 911 GT1 in the all new FIA GT Championship. At the same time,
McLaren was aware of the arrival of the new Mercedes-Benz CLK GTR, Lotus Elise GT1, and Panoz
Esperante GTR-1, all purpose-built racing cars that bore little relation to road legal cars like the
McLaren F1. The new F1 GTR "Long Tail" cars were therefore developed, and with increased
assistance from BMW Motorsport, McLaren continued into the 1997 season. Major teams included
the BMW Motorsport-backed Schnitzer Motorsport, Team Davidoff, and Parabolica Motorsports.
Privateers continued to campaign older 1995-spec and 1996-spec cars.

At the opening round, the new Mercedes showed its pace by taking the pole in qualifying, but the car
suffered mechanically during the race. The newer F1 GTRs showed that they had overcome the
performance advantage of Porsche by taking a 1-2-3 victory over six trailing 911 GT1s. However, for
the next round, Mercedes-Benz would be able to put up a fight against the McLarens, with a new
CLK-GTR losing to BMW Motorsports F1 GTR by less than a second. At Helsinki, with a smaller field
on the temporary street course and more mechanical woes for Mercedes, the BMW Motorsport
McLaren again took victory.

Unfortunately, Mercedes soon overcame their mechanical problems and took a 1-2 victory at the
Nürburgring, ahead of five McLarens. McLaren was able to claw back a victory at Spa before the
Mercedes again took over, taking 1-2 victories in the next three rounds. McLaren would take one
final victory at Mugello before the Mercedes would take the final two victories of the year. BMW
Motorsport, who had scored McLaren's only victories that year, managed second in the teams
championships, while Team Davidoff took a distant third. Although McLaren had successfully
outdone Porsche, they were simply unable to compete with the power of the new Mercedes-Benz.

BMW officially left the project at the end of 1997 in order to build their own Le Mans Prototype
project, the BMW V12 LM. McLaren, realizing that the F1 could no longer compete against an even
more evolved Mercedes CLK-LM, decided to pull out factory backing for 1998. Team Davidoff and
Parabolica Motorsports, aligned with BBA Competition, attempted to continue with their aged cars
in 1998, but could finish no better than fifth in a single race. Team Davidoff were the only ones to
score points that season, finishing 6th in the teams championship. After 1998 the GT1 class was
abolished due to the dominance by Mercedes-Benz, and McLaren F1s never raced in FIA GT again.

All Japan Grand Touring Championship

The 1996 F1 GTR of Team Lark on

display

In 1996, Team Goh of Japan purchased two F1 GTRs of 1996-spec, chassis #13R and #14R, for
participation in the All Japan Grand Touring Car Championship's (JGTC) GT500 class under the
name Team Lark. Debuting at the opening round at Suzuka Circuit, the Lark team took a 1-2 finish,
with winners Naoki Hattori and Ralf Schumacher. At the following round at Fuji, David Brabham and
John Nielsen would take victory for the Lark McLaren. However, in the next two rounds, the
Japanese rivals would overcome the McLarens, only to have Team Lark return to take victory in the
final two rounds of the season. At the Sugo round, Lark badly damaged their one chassis, requiring
them to borrow chassis #04R from GTC Competition as a replacement for the final JGTC round.
With four victories on the season, Team Lark captured the GT500 teams championship ahead of
factory squads from Toyota and Nissan. Team Lark's championship victory was the second season
in JGTC/Super GT history where the GT500 class-winning car is not from a Japanese manufacturer;
a Porsche 911 GT2 won the GT500 team's championship in 1995, although the driver championship
was won by a Nissan driver that year.
Team Lark would not return to defend their title in 1997 due to disputes with GT Association over
car handicaps, and no McLarens raced in the series. McLarens would return though in 1999 with
Team Take One purchasing McLaren F1 GTR #19R, a 1997-spec car, for competition in GT500. The
competition from Toyota, Honda, and Nissan had improved since the McLaren last raced, and
therefore Team Take One struggled to be competitive, achieving only a best 9th place at Mine
Circuit.

For 2000, Hitotsuyama Racing decided to follow Team Take One's lead and enter their own 1997-
spec chassis, #25R, which the team had previously used in the 1999 Le Mans Fuji 1000km.
Although both teams suffered mechanical woes throughout the season, Team Take One was able to
take a fourth-place finish at TI Aida. Both teams continued into 2001, with the Take One McLaren
outperforming the Hitotsuyama entry in most rounds. However a shock occurrence happened at the
end of the season when the Take One McLaren was able to secure overall victory at Mine Circuit, a
mere nine seconds ahead of a factory Nissan Skyline GT-R, and helping boost Team Take One to 8th
in the teams championship.

For 2002, both teams would continue to campaign their F1 GTRs, with Hitotsuyama taking a best
finish of 3rd at Motegi while Team Take One would suffer and eventually abandon their efforts at the
end of the season. Hitotsuyama would continue on through 2003, only managing a best finish of
9th. The car would be retired at the end of 2003, yet Hitotsuyama decided to bring the car back for
two brief appearances in 2005, failing to finish in the first race at Fuji then taking an 18th on the
series' return to Fuji before being retired for good by Hitotsuyama. This would be the final McLaren
F1 GTR in competition in the world.

BRDC GT Championship

Starting in 1996, with the expansion of the BRDC GT Championship (later known as British GT), the
Lanzante Motorsports team saw an opportunity to purchase a former GTC Competition F1 GTR of
1995-spec. Although quick enough to take six pole positions over the season, the team struggled
during races, managing only a single victory against a large variety of sportscars. Although drivers
Ian Flux and Jake Ulrich managed to easily take the GT1 class drivers championship, the pair failed
to beat out GT2 and GT3 class teams for the overall championship. Following the season, Lanzante
abandoned the McLaren, and only a one-off race by Parabolica Motorsports saw the only
competition by a McLaren in 1997.

In 1998, British GT changed it rules to more closely compare to those used by the FIA GT
Championship. These rule changes saw the return of a McLaren to British GT, with Steve O'Rourke's
EMKA Racing running a 1997-spec chassis, and later joined by Team Carl at Silverstone. EMKA
would manage to take two race victories, and drivers Tim Sugden and Steve O'Rourke would take
second in the overall drivers championship.

For 1999, although the FIA GT Championship had abandoned the GT1 class, British GT continued to
allow the cars to run. EMKA Racing continued with AM Racing joining with another 1997-spec car
before they were forced to drop out halfway through the season. EMKA managed a mere single
victory, consistently being beaten by Porsche 911 GT1s and Lister Storms. For 2000, British GT
finally abandoned their GT1 class, and the McLaren F1 GTRs were no longer eligible.

24 Hours of Le Mans

The 1995 24 Hours of LeMans

winning McLaren F1 GTR (chassis
#01R) raced by Lanzante Motorsport
(Kokusai Kaihatsu Racing)

Although officially not part of any one racing series, the 24 Hours of Le Mans was still considered
important enough for McLaren to enter. Competing at Le Mans meant racing against many of their
normal GT1 competitors from various series, as well as some unique cars which ran Le Mans only.
McLaren first ran Le Mans in 1995, with all seven chassis built at the time being entered. Although
only six cars were being used in the BPR Global GT Series, chassis #01R which had been used as a
McLaren testbed was also entered for the Kokusai Kaihatsu Racing team.

Prior to the race, it was assumed that one of the competitors in the WSC class of Le Mans Prototype
would easily take the win, since they were custom built racing cars with no relation to street cars like
GT1 cars. However, during the race, various WSC cars succumbed to technical difficulties and
dropped well down in the standings, while the GT1 class cars continued on without difficulty. In the
closing hours of the race, five McLaren F1 GTRs were still racing while only three WSC cars
remained. A close battle in the final hours saw the Kokusai Kaihatsu McLaren competing against
the Courage Compétition prototype, with the McLaren finally taking the overall win in one of the
shortest distances covered since the 1950s. Other McLarens finished 3rd, 4th, 5th, and 13th overall,
with only two F1 GTRs failing to finish. In honor of McLaren's achievement, the company developed
five special F1 LMs for customers to mark the five finishers. The winning car, which was driven by
Yannick Dalmas, Masanori Sekiya, and JJ Lehto, was retained by McLaren and never raced again.

Returning in 1996, competition from the Le Mans Prototypes was stiffer as Porsche had a factory
team in the class. GT1 class itself was also more competitive, again with Porsche having a factory
team with their new 911 GT1s. McLaren had seven entries again, but were unable to repeat on their
success, although they were only beaten by the two new 911 GT1s and the overall winning Porsche
LMP. Six of the seven McLarens finished, taking the 4th, 5th, 6th, 8th, 9th, and 11th places.

With the upgraded 1997-spec cars, McLaren returned with six entries the following year. Now facing
not only Porsche, but also Lister, Panoz, and Nissan, the McLarens again performed well. Only two
entries managed to finish, taking 2nd and 3rd overall (1st and 2nd in the GT class) behind the repeat
winner, the Porsche LMP. In 1998, only two McLaren F1 GTRs were entered, both by privateer teams,
with only one car managing a fourth place.

The following year, the GT1 class was abandoned and the McLarens no longer eligible. However, in
an ACO sanctioned event in Japan in 1999, a McLaren F1 GTR was entered by Hitotsuyama Racing
in the new LMGTP class for closed-cockpit prototypes. Had the McLaren won its class, it would
have earned an automatic entry to Le Mans as a prototype in 2000, however the car failed to finish
and the eventual class winner, a Toyota GT-One, declined the automatic invitation as Toyota decided
to end the GT-One program in favour of Formula One.

McLaren F1 GTR McLaren F1 GTR

Interior

Other competitions

At the close of the 1996 seasons, Bigazzi Team SRL, Giroix Racing Team, and David Price Racing
took their F1 GTRs to Brazil to compete in races at Curitiba and Brasília. Bigazzi took both victories
just ahead of the other two McLarens. Bigazzi would return to Brazil again in 1997 to take victory at
the Mil Milhas.
Team Davidoff raced in a number of events outside of the mainstream in 1997, appearing at the 6
Hours of Vallelunga with drivers Thomas Bscher and John Nielsen (racing driver) taking a 21 lap
victory over the nearest competitor. Later, the car appeared at the Le Mans Autumn Cup, finishing
second in combined heat races. BBA Competition would fly to China for the FIA GT exhibition event
at Zhuhai, taking second.

In 1998, for the short lived GTR Euroseries for privateers, Davidoff raced their F1 GTR in the opening
round at Jarama, taking a dominating victory. The following week, the car was brought to the
opening round of the 1998 Italian GT season, the 1000km of Monza. Davidoff's McLaren was able to
defeat open cockpit prototypes to take overall victory by eleven laps. The car appeared one last time
at the final race of the GTR Euroseries season, a four-hour race at Spa. Unfortunately the car was
forced to retire with a blown head gasket.

Later use

Following the end of competition for most F1 GTRs in 1998, the various chassis were put to
different uses. Some cars, such as the Le Mans-winning chassis #01R, were put on public exhibition
at motor shows or in museums. Others were bought by private collectors, either for storage or for
use by their owners in historic track day competition, such as the GT90s Revival Series which mainly
involved former BPR Global GT Series competitors.

A handful of GTRs were not only bought by private owners, but also extensively modified by
McLaren to make them street-legal. In order to meet regulations, the cars were required to have their
ride heights increased, as well as a change from a racing fuel tank and inlet to a more traditional
tank and fuel cap. The air restrictor on the engine was also removed, allowing the BMW engines to
produce their full potential power. Comforts such as the production car's sound deadening system,
and even sometimes the two passenger seats, were left out of the car. These modified McLaren F1
GTRs are considered the ultimate versions of the road car, since they weigh considerably less than
any of the other street cars. Several F1 GTRs in this form are still driven today.

Street-legal conversions
 The #27R chassis, which is a F1 GTR
Longtail.

Chassis

A total of 28 F1 GTR chassis were built. Nine were built in 1995-spec, nine in 1996-spec, and ten
more in 1997-spec. Some cars were upgraded from one spec to another, but this count only
includes cars built from scratch to that specification.
In detail

Chassis
Description
Number

Modified from road car chassis #019 and used as McLaren test car. Raced by Lanzante Motorsport
#01R ("Kokusai Kaihatsu Racing") in the 1995 24 Hours of Le Mans, scoring the overall win. Retired from racing
immediately after and kept by McLaren Cars.

Modified from road car chassis #026 for GTC Competition ("Gulf Racing") for BPR in 1995, scoring 5 wins
#02R and finishing 3rd in teams championship. 4th at 1995 24 Hours of Le Mans. Sold to Lanzante Motorsport
and campaigned in British GT in 1996, scoring one win and the GT1 drivers championship.

Modified from road car chassis #027 for David Price Racing ("West Racing") for BPR in 1995, scoring 3 wins
and winning the teams championship. Did not finish 1995 24 Hours of Le Mans. Upgraded to 1996-spec and
#03R
continued in BPR in 1996, taking another two wins, finishing 3rd in teams championship. 4th at 1996 24
Hours of Le Mans. Finished 3rd at Curitiba and 4th at Brasilia.

Built for GTC Competition ("Gulf Racing") for BPR in 1995, badly damaged in practice at Jarama, replaced on
#04R the team by #08R. Sold to Team Goh in 1996 to replace their damaged #014R and only participated in final
round of the JGTC season.

Built for BBA Competition for BPR in 1995, finished 10th in teams championship. Finished 13th at 1995 24
Hours of Le Mans. Continued in BPR in 1996, finished 24th in teams championship. Continued in FIA GT in
#05R
1997, failed to score points. Continued in FIA GT in 1998 running jointly with Parabolica Motorsport, failing
to score points. Sold in 2010 to UK.

Built for David Price Racing ("Harrods Mach One Racing") for BPR in 1995, scoring 3 wins and finishing 4th in
teams championship. Finished 3rd at 1995 24 Hours of Le Mans. Upgraded to 1996-spec and continued in
#06R BPR in 1996, scoring 1 win and finishing 8th in teams championship. Finished 6th at 1996 24 Hours of Le
Mans. Sold to Martin Vehle Racing, raced in FIA GT in 1997, failing to score points. Now owned by David
Clark, former Sales Director of McLaren Cars.

Built for Giroix Racing Team ("GRT Jacadi") for BPR in 1995, finished 13th in teams championship. Finished
#07R
5th at 1995 24 Hours of Le Mans. Sold to private owner in the UK

Originally intended for Lanzante Motorsport but was sold to GTC Competition ("Gulf Racing") to replace their
#08R damaged chassis #04R. Competed in later half of BPR in 1995. Did not finish 1995 24 Hours of Le Mans.
Only competed in the first race of BPR in 1996.

Sold to the Sultan of Brunei Hassanal Bolkiah. Painted nearly identical to the Kokusai Kaihatsu Le Mans
#09R
winning car. No competition history.

First 1996-spec car. Built as a test and development car to replace retired #01R. Used at 1996 24 Hours of
Le Mans pre-qualifying but did not race. Later converted to street-legal use and sold to Nick Mason. The
#10R
front of the chassis was damaged after a wreck during a demonstration lap at Goodwood Circuit's 75th
Member's Meeting.[4]

#11R Built for Giroix Racing Team ("Franck Muller Racing") for BPR in 1996, finished 11th in teams championship.
Raced as "Kokusai Kaihatsu Racing" at 1996 24 Hours of Le Mans but did not finish. Finished 2nd at Monza.
Finished 2nd at Curitaba and Brasilia. Sold to Larbre Compétition for 1996 but never raced, later sold to
 Mercedes-AMG where it was used as a testbed and Extensively modified with custom bodywork in order to
test aerodynamics for the upcoming CLK GTR race car. Later returned to McLaren and converted to road use
and painted in papaya colour. Owned by a private car collector in Europe.

Built for GTC Competition ("Gulf Racing") for BPR in 1996, scoring 4 wins and winning the teams
#12R
championship. Converted to road car for Ray Bellm, later sold to Aaron Hsu.

Built for Team Goh ("Team Lark McLaren") for JGTC in 1996, scoring 3 victories and winning the teams
#13R
championship.

Built for Team Goh ("Team Lark McLaren") for JGTC in 1996, scoring 1 victory before being destroyed in an
#14R
accident at Sugo. Replaced by refurbished chassis #04R and later converted to a street car.

Built for GTC Motorsport ("Gulf Racing") in BPR in 1996, finishing 6th in teams championship. Finished 5th in
#15R
1996 24 Hours of Le Mans.

Built for Bigazzi Team SRL, competed in Silverstone round of BPR in 1996 finishing 11th. Finished 11th at
#16R 1996 24 Hours of Le Mans. Later converted for street use and sold to Chris Palmer. Since sold. Tested by
Tiff Needell on Fifth Gear.

Built for Bigazzi Team SRL, competed in Silverstone round of BPR in 1996 finishing 4th. Finished 8th at 1996
#17R
24 Hours of Le Mans. Owned by BMW North America.

Built for Bigazzi Team SRL, competed in exhibition rounds at Curitiba and Brasilia, winning both races in
#18R
1996, then winning the Brazilian Mil Milhas in 1997. Owned by BMW AG.

First 1997-spec car. Built as a test and development car to replace the sold #10R. Used by Team Goh in 1997
#19R FIA GT race at Suzuka finishing 9th. Sold to Team Take One for the 1999 JGTC season, scoring one victory in
2001 before ending competition in 2002.

Built for GTC Competition ("Gulf Team Davidoff") for FIA GT in 1997, finishing 3rd in the teams
#20R
championship. Finished 2nd at 1997 24 Hours of Le Mans.

Built for BMW Motorsport/Schnitzer Motorsport for FIA GT in 1997, scoring two wins and finishing 2nd in the
#21R teams championship. Sold to Team Carl Racing in 1998 for British GT, raced only at Silverstone, finishing
8th.

Built for GTC Competition ("Gulf Team Davidoff") for FIA GT in 1997, finishing 3rd in the teams
championship. Won the 6 Hours of Vallelunga. Did not start the 1997 24 Hours of Le Mans due to a fire in
#22R practice, underwent extensive repairs. Returned at the Le Mans Autumn Cup, finishing 2nd. Continued in FIA
GT into 1998, finishing 6th in teams championship. Won opening round of GTR Euroserie. Won the 1000 km
of Monza. Did not finish the 1998 24 Hours of Le Mans. Failed to finish at the GTR Euroserie finale at Spa.

Built for BMW Motorsport/Schnitzer Motorsport for FIA GT in 1997, winning 1 race and finishing 2nd in the
#23R
teams championship.

Built for BMW Motorsport/Schnitzer Motorsport but lent to GTC Competition to temporarily replace #22R
while it was under repair. Failed to finish at 1997 24 Hours of Le Mans. Sold to EMKA Racing for use in the
#24R 1998 British GT Championship, scoring 2 wins and winning the GT1 drivers championship. Finished 4th at
1998 24 Hours of Le Mans. Continued in British GT in 1999, scoring 1 win and finishing third in the GT1
drivers championship. Currently in use in the GT90s Revival historic racing series.

#25R Built for GTC Competition ("Gulf Team Davidoff") for FIA GT in 1997. Failed to finish at 1997 24 Hours of Le
Mans. Sold to Hitotsuyama Racing in 1999. Failed at finish at 1999 Le Mans Fuji 1000km. Entered in JGTC
 for 2000 until the end of 2003. Returned for two JGTC races at Fuji in 2005.

Built for BMW Motorsport/Schnitzer Motorsport for FIA GT in 1997, scoring 2 wins and finishing 2nd in the
#26R
teams championship. Finished 3rd at 1997 24 Hours of Le Mans.

Built for Parabolica Motorsport for FIA GT in 1997, finishing 7th in the teams championship. Run by Team
#27R Goh at 1997 24 Hours of Le Mans but failed to finish. Sold to AM Racing for British GT in 1999. Sold at
Brooks auction at Goodwood Festival of Speed.

Originally chassis #27R but damaged in transport. Chassis plate was moved to chassis that is now known
as #27R. Rebuilt for GTC Competition as spare car, raced late in FIA GT in 1997. Chassis 28R would win the
#28R
2016 "Spirit of The Quail Award" after a 138hr detail for the Quail Concours, a show part of Monterey Car
Week.

References

1. "McLarenF1 LM: King Of The Super Cars - German Car - Motor Trend Magazine" (https://www.
motortrend.com/news/2000-mclaren-f1-supercar/) . 2 April 2000.

2. Meaden, Richard (24 February 2015). "McLaren F1 at the Le Mans 24 hours" (http://www.evo.c
o.uk/mclaren/11169/mclaren-f1-at-the-le-mans-24-hours) . Evo. Retrieved 5 May 2016.

3. "Fastest speeds recorded since 1961 on the Hunaudieres straight and on the Mulsanne –
Indianapolis sector" (https://web.archive.org/web/20090222141917/http://www.lemans.org/2
4heuresdumans/pages/retro/p_divers_8_gb.html) . Archived from the original on 22 February
2009.

4. Kimberley, Matt. "Try Not To Cry As Pink Floyd Drummer Nick Mason Crashes His McLaren F1
GTR At Goodwood" (https://www.carthrottle.com/post/try-not-to-cry-as-pink-floyd-drummer-nic
k-mason-crashes-his-mclaren-f1-gtr-at-goodwood/) . CarThrottle. Retrieved 20 March 2017.

External links

Official McLaren Automotive website (https://cars.mclaren.com/F1-the-story) - F1 GTR