McLAREN
Except otherwise stated, all results include the premium.
See also : Supercars Cars of the 2020s Formula One
Chronology : 1994 1995 1998 2001 2010 2025
See also : Supercars Cars of the 2020s Formula One
Chronology : 1994 1995 1998 2001 2010 2025
F1
The McLaren F1 is the result of a brainstorming between the managers of the group in 1988. In that year their dominance over Formula One is total : Senna and Prost win 15 of the 16 Grands Prix.
Technical director since 1987, Gordon Murray convinces his bosses to develop the most powerful, most comfortable and most elegant grand touring car of all time. The model is named F1 for announcing that the same care should be taken in the design and manufacture of this coupe as for a Formula One car.
The first prototype is unveiled in Monaco in 1992. The F1 had the great merit to start the commercial production of supercars after the dark years of the oil crisis. Nearly fifteen years after the series was terminated with its 106th unit in 1998, it was still the fastest model of road cars.
The F1 is the first production car with a carbon fiber monocoque chassis. The cockpit offers an exceptional visibility in the driving position with a central pilot seat and two lateral seats slightly behind for the passengers.
As for the great berlinettas and coupes made by Ferrari and Ford in the 1960s, the shape of the bodywork is superb. For the first time probably in the history of the automobile, some of the original owners maintained their car as if it were a work of art, anticipating the passion for supercars led ten years later by the Bugatti Veyron.
Technical director since 1987, Gordon Murray convinces his bosses to develop the most powerful, most comfortable and most elegant grand touring car of all time. The model is named F1 for announcing that the same care should be taken in the design and manufacture of this coupe as for a Formula One car.
The first prototype is unveiled in Monaco in 1992. The F1 had the great merit to start the commercial production of supercars after the dark years of the oil crisis. Nearly fifteen years after the series was terminated with its 106th unit in 1998, it was still the fastest model of road cars.
The F1 is the first production car with a carbon fiber monocoque chassis. The cockpit offers an exceptional visibility in the driving position with a central pilot seat and two lateral seats slightly behind for the passengers.
As for the great berlinettas and coupes made by Ferrari and Ford in the 1960s, the shape of the bodywork is superb. For the first time probably in the history of the automobile, some of the original owners maintained their car as if it were a work of art, anticipating the passion for supercars led ten years later by the Bugatti Veyron.
The McLaren F1 (produced 1992–1998) stands as one of the most innovative production cars ever built, largely due to Gordon Murray's first-principles approach. Drawing from his Formula 1 background (e.g., pioneering carbon fiber monocoques at McLaren in the 1980s with the MP4/1), Murray designed the F1 without preconceptions from existing supercars—resulting in a vehicle that prioritized lightweight construction, mechanical purity, driver engagement, and holistic efficiency over raw power or gimmicks. Many of its features were groundbreaking for a road car at the time and influenced generations of hypercars.Here are the key innovations that defined the McLaren F1:
- First production car with a full carbon fiber reinforced polymer (CFRP) monocoque chassis
The entire passenger cell and structural backbone was a single-piece carbon fiber tub (developed with assistance from McLaren's F1 racing expertise). This provided exceptional rigidity, crash protection, and torsional stiffness while keeping weight extraordinarily low (~1,138 kg dry for the standard F1). Prior supercars relied on steel or aluminum spaceframes; the F1's monocoque set the standard for modern hypercars (e.g., LaFerrari, P1, Chiron). - Central driving position with three-seat layout
The driver sits dead-center for perfect visibility, weight distribution, and control feel, flanked by two slightly rear-set passenger seats. This unconventional setup (inspired by single-seater racing) improved ergonomics, reduced width for better aerodynamics, and created a symmetrical, balanced cabin—unique among supercars and still unmatched in purity. - BMW S70/2 naturally aspirated 6.1L V12 engine
Custom-developed by BMW Motorsport (Paul Rosche's team) to Murray's strict specs: high-revving (up to 7,500 rpm), lightweight (~266 kg), dry-sump lubrication for low center of gravity, and no forced induction for linear, analog response. It delivered 627 hp (road spec) with a power-to-weight ratio that enabled a verified 240.1 mph top speed (1998 record). The engine bay was lined with gold foil as a heat reflector—effective, lightweight, and visually iconic. - Advanced aerodynamics without large wings
Clean, low-drag bodywork with ground-effect underbody management (diffusers and flat floor) generated significant downforce naturally. The rear "airbrake" (automatically rising at ~80 mph for high-speed stability and braking) was an early active aero element. No fixed massive wings—form followed function for efficiency and timeless beauty. - Ultra-lightweight materials and obsessive weight saving
Extensive use of titanium, magnesium, aluminum, and kevlar; even bespoke lightweight components like the Kenwood stereo, gold-plated titanium tools, and custom air conditioning. Every part was weighed and optimized—no compromises on usability (e.g., it had luggage space for two golf bags plus passengers). - No driver aids for pure mechanical connection
No traction control, ABS (initially), power steering, or stability systems—relying on driver skill and chassis balance. The electrohydraulic manual paddle-shift transmission (6-speed) was derived from racing tech, offering precise shifts without complexity. - Innovative packaging and practicality
Despite the exotic spec, it included proper climate control, visibility, and storage—proving a true GT hypercar could be usable daily. The dihedral (butterfly) doors aided ingress/egress in tight spaces.
Gordon Murray, the legendary British automotive designer behind iconic machines like the McLaren F1, multiple Formula 1 world championship-winning cars (Brabham and McLaren eras), and his current lineup at Gordon Murray Automotive (GMA) such as the T.50 and T.33, has a consistent, uncompromising design philosophy shaped over six decades. It emphasizes purity, innovation from first principles, and prioritizing the driving experience above all else—often in opposition to modern trends toward excess weight, complexity, and digital reliance.
Core Elements of His Philosophy
Murray's approach draws from racing roots (influenced by Colin Chapman's "simplify, then add lightness" mantra) but extends to road cars with a focus on holistic excellence rather than chasing specs like horsepower or 0-60 times.
In essence, Murray's worldview is romantic yet ruthlessly logical: great cars have soul through innovation born of necessity, mechanical honesty, and driver-first purity. They reward intent over excess, and true progress comes from reducing complexity—not adding it. His work continues to influence collectors and the industry, as seen in soaring values for F1s and demand for GMA's limited-run masterpieces.
Core Elements of His Philosophy
Murray's approach draws from racing roots (influenced by Colin Chapman's "simplify, then add lightness" mantra) but extends to road cars with a focus on holistic excellence rather than chasing specs like horsepower or 0-60 times.
- Designing from First Principles: Murray starts projects by questioning assumptions and rebuilding from fundamentals, keeping prior experience "at the back of your mind, not the front." This leads to breakthroughs—often sudden "illuminations"—by viewing problems systemically rather than incrementally. He avoids copying; if something doesn't exist, it's an opportunity for excitement and invention.
- Lightweight Above All: Weight is the enemy. Performance should derive from low mass, efficient packaging, and low inertia rather than brute power. The McLaren F1's carbon fiber monocoque, gold-lined engine bay (for heat management), and obsessive component shaving exemplify this—every gram matters for better acceleration, handling, braking, and efficiency.
- Driving Perfection and Driver Focus: Cars must deliver pure, analog engagement. No unnecessary aids like traction control, ABS, or power steering in the F1; central seating for ideal visibility and balance; mechanical honesty where the driver feels connected to the machine. Modern cars, he argues, are "getting worse" by growing larger/heavier, relying on software to mask flaws, and prioritizing screens over tactile controls—sacrificing joy, usability, and balance.
- A Return to Beauty and Timeless Design: Form follows function with elegance. Designs should be balanced, perfectly proportioned, and purposeful—no gimmicky aero add-ons or fussy details. Beauty emerges from simplicity and engineering integrity.
- Engineering Art and Mechanical Purity: Every part is bespoke, beautifully crafted, and multifunctional. Components are "pieces of engineering art" where simplicity reveals sophistication (e.g., the F1's innovative ground-effect management or GMA's fan-assisted aero in the T.50).
- Practicality and No Compromises: Even supercars need usability—good ergonomics, luggage space, air conditioning, visibility. Murray admires everyday clever designs like the original Mercedes A-Class or Renault Kangoo for smart packaging in compact footprints.
- A Prestigious British Brand — Delivering the ultimate driving experience unmatched by others.
- A Return to Beauty — Timeless, balanced, perfectly proportioned; every part has a purpose.
- Engineering Art — Bespoke components as beautiful simplicity.
- Driving Perfection — Pure, engaging, driver-centric.
- Lightweight — Obsessive weight reduction.
- Exclusivity — Limited production, bespoke elements.
- (Often implied or grouped) Aerodynamically Advanced yet Practical — Advanced aero without excess devices, plus usability and speed.
In essence, Murray's worldview is romantic yet ruthlessly logical: great cars have soul through innovation born of necessity, mechanical honesty, and driver-first purity. They reward intent over excess, and true progress comes from reducing complexity—not adding it. His work continues to influence collectors and the industry, as seen in soaring values for F1s and demand for GMA's limited-run masterpieces.
McLaren F1 Auction History
The McLaren F1, produced from 1992 to 1998 with only 106 units built (64 road cars), is one of the most iconic supercars ever, designed by Gordon Murray and powered by a BMW S70/2 V12 engine. Its rarity, engineering innovation (carbon-fiber chassis, central driving position), and record-breaking performance (fastest naturally aspirated production car at 240.1 mph) have driven explosive auction values. Prices have appreciated dramatically, often exceeding $10 million for low-mileage examples, with sealed-bid sales (common at RM Sotheby's) sometimes keeping exact figures private.Below is a chronological table of key public auction sales for McLaren F1 road cars, focusing on the highest-profile results from major houses like RM Sotheby's, Gooding & Company, and Bonhams. Data draws from verified auction records; private sales and unsold lots (e.g., a 2014 Gooding Pebble Beach F1 estimated at $12–14M) are excluded. Variants like F1 GTR race cars are noted separately where relevant.
Year, Auction House, Chassis, Model/Specs, Mileage, Sale Price (USD), Notes
2010, Undisclosed (public auction), 0621997, F1 (US-delivered, Magnesium Silver), ~3,500 miles, Not public (est. low millions), Originally owned by Larry Ellison; sold to third owner in Bay Area. Resurfaced in 2025 auction.
2015, RM Sotheby's (Monterey), 0731998, F1 "LM-Specification", Moderate, $13,750,000, One of five factory LM upgrades; raised marque record at the time.
2017, Bonhams (Quail Lodge), 0441995, F1 (federalized US import), Low, $15,620,000, One-owner example; first federalized F1 imported to US; set road car record until 2021.
2019, RM Sotheby's (Monterey), 0181994, F1 "LM-Specification", Low, $19,805,000, Post-production LM conversion (one of two); featured GTR engine and aero; most expensive McLaren at auction then.
2021, Gooding & Company (Pebble Beach), 0291995, F1 (Creighton Brown), 243 miles, $20,465,000
Key Insights
The McLaren F1, produced from 1992 to 1998 with only 106 units built (64 road cars), is one of the most iconic supercars ever, designed by Gordon Murray and powered by a BMW S70/2 V12 engine. Its rarity, engineering innovation (carbon-fiber chassis, central driving position), and record-breaking performance (fastest naturally aspirated production car at 240.1 mph) have driven explosive auction values. Prices have appreciated dramatically, often exceeding $10 million for low-mileage examples, with sealed-bid sales (common at RM Sotheby's) sometimes keeping exact figures private.Below is a chronological table of key public auction sales for McLaren F1 road cars, focusing on the highest-profile results from major houses like RM Sotheby's, Gooding & Company, and Bonhams. Data draws from verified auction records; private sales and unsold lots (e.g., a 2014 Gooding Pebble Beach F1 estimated at $12–14M) are excluded. Variants like F1 GTR race cars are noted separately where relevant.
Year, Auction House, Chassis, Model/Specs, Mileage, Sale Price (USD), Notes
2010, Undisclosed (public auction), 0621997, F1 (US-delivered, Magnesium Silver), ~3,500 miles, Not public (est. low millions), Originally owned by Larry Ellison; sold to third owner in Bay Area. Resurfaced in 2025 auction.
2015, RM Sotheby's (Monterey), 0731998, F1 "LM-Specification", Moderate, $13,750,000, One of five factory LM upgrades; raised marque record at the time.
2017, Bonhams (Quail Lodge), 0441995, F1 (federalized US import), Low, $15,620,000, One-owner example; first federalized F1 imported to US; set road car record until 2021.
2019, RM Sotheby's (Monterey), 0181994, F1 "LM-Specification", Low, $19,805,000, Post-production LM conversion (one of two); featured GTR engine and aero; most expensive McLaren at auction then.
2021, Gooding & Company (Pebble Beach), 0291995, F1 (Creighton Brown), 243 miles, $20,465,000
Key Insights
- Record Holder: The 2021 Gooding sale of chassis 029 remains the public benchmark at $20.465M, but sealed 2025 sales (e.g., chassis 062) likely exceeded this given starting bids of $23M.
- Value Drivers: Low mileage (<500 miles) and originality command premiums; US-federalized cars appeal to American buyers. LM-spec variants (race-inspired upgrades) fetch 20–30% more.
- Market Trends: F1 values have risen $1M annually per RM Sotheby's estimates. Total Monterey Car Week sales hit $343M in 2021, boosted by this F1. Compared to peers like the Ferrari 250 GTO ($48M record), F1s are closing the gap.
- Related Variants: F1 GTR race cars have sold for $3–5M (e.g., 1996 chassis at Bonhams 2018). Factory F1 LM editions (6 built) are rarer still.
1994 Chassis 014
2025 SOLD for $ 25.3M by RM Sotheby's
The McLaren F1 chassis 014 assembled in 1994 was sold for $ 25.3M from a lower estimate of $ 21M by RM Sotheby's on December 5, 2025, lot 432.
The McLaren F1 (1992–1998 production, 106 total built: 64 road cars, 28 GTR race versions, plus prototypes/LMs) remains the ultimate benchmark supercar—Gordon Murray's masterpiece with carbon monocoque, central driving position flanked by two passenger seats, gold-lined engine bay, and a naturally aspirated 6.1L BMW S70/2 V12 producing 627 hp (road) or up to ~600 hp in race trim. Top speed ~240 mph (road), 0-60 in ~3.2s, and it's revered for purity, engineering, and driving purity over raw power. Values have skyrocketed: standard road F1s routinely $20M+, LMs $20M+, and exceptional examples setting records (e.g., a road F1 chassis 014 sold for $25.3M+ at RM Sotheby's Abu Dhabi Dec 2025, a new public auction high).
Your query asks to compare two cars. As of February 27, 2026, the standout current offering is a single high-profile race-derived example at RM Sotheby's Sealed auction.
However, the market features notable recent/ongoing F1 activity:
The 1994 road F1 (chassis 014) is currently the more desirable benchmark—it just set the all-time public auction record at $25.3M+, proving supreme collector demand for pure, low-mileage, road-spec F1s with elite provenance (Sultan ownership adds mystique and blue-chip appeal). In today's market, standard road F1s command premiums over race versions due to usability, originality, and "holy grail" status—purists prize the three-seater road experience over track-only history.
That said, the 1997 F1 GTR Longtail (27R) is incredibly compelling and potentially a smarter "buy" opportunity right now: rarer (only 10 Longtails), with genuine race success (including leading FIA GT as privateer), and Lanzante road conversion making it drivable/enjoyable (Goodwood hillclimbs, tours). If it achieves or exceeds its $18M–$21M estimate (momentum from the Dec sale suggests it could hit $22M+), it represents huge value relative to road cars while offering motorsport cred. For collectors wanting track eligibility and story, this edges ahead; for ultimate prestige/investment, the road record-holder wins.Both are apex collectibles in a segment where values keep climbing (F1s up dramatically post-2020). Desirability tilts subjective: pure road icon vs. race-bred legend. If you're eyeing the upcoming auction, 27R is the one to watch—bidding starts soon! The McLaren F1 market remains white-hot in 2026.
The McLaren F1 (1992–1998 production, 106 total built: 64 road cars, 28 GTR race versions, plus prototypes/LMs) remains the ultimate benchmark supercar—Gordon Murray's masterpiece with carbon monocoque, central driving position flanked by two passenger seats, gold-lined engine bay, and a naturally aspirated 6.1L BMW S70/2 V12 producing 627 hp (road) or up to ~600 hp in race trim. Top speed ~240 mph (road), 0-60 in ~3.2s, and it's revered for purity, engineering, and driving purity over raw power. Values have skyrocketed: standard road F1s routinely $20M+, LMs $20M+, and exceptional examples setting records (e.g., a road F1 chassis 014 sold for $25.3M+ at RM Sotheby's Abu Dhabi Dec 2025, a new public auction high).
Your query asks to compare two cars. As of February 27, 2026, the standout current offering is a single high-profile race-derived example at RM Sotheby's Sealed auction.
However, the market features notable recent/ongoing F1 activity:
- A 1994 road McLaren F1 (chassis 014, ex-Sultan of Brunei, HDK high-downforce kit) sold for $25,317,500 at RM Sotheby's Abu Dhabi Dec 2025—record for any F1 at public auction.
- Upcoming: 1997 McLaren F1 GTR "Longtail" (chassis 27R) via RM Sotheby's Sealed (bidding opens March 5, 2026; closes March 12, 2026; estimate $18,000,000–$21,000,000).
- 1994 McLaren F1 road car (chassis 014, sold Dec 2025 at RM Sotheby's Abu Dhabi):
- Mileage: Extremely low (typical for top examples; specifics often under 1,000 miles for such cars).
- Exterior/Interior: Iconic spec (often Creighton Brown or similar; this one featured high-downforce kit additions for enhanced aero/stability at high speeds).
- History/Provenance: Owned by the Sultan of Brunei (ultimate blue-chip provenance); one of the most documented and celebrity-linked F1s; matching numbers, factory-original in core elements.
- Condition: Pristine, preserved collector grade—no major use or issues.
- Sale: $25,317,500 (new world auction record for McLaren F1, surpassing prior highs ~$20M–$22M).
- Why special: Pure road-going F1 with royal ownership, HDK upgrades (rarer factory-inspired mods), and unmatched "trophy" status in a market favoring untouched road cars.
- 1997 McLaren F1 GTR Longtail (chassis 27R, upcoming RM Sotheby's Sealed, bidding March 5–12, 2026):
- Mileage: Post-racing/use low (road-converted; recent extensive service history).
- Exterior/Interior: Reversible livery—currently wrapped in iconic pink/grey LARK Le Mans scheme (1997), underneath restored yellow/blue Parabolica Motorsports; road-legal conversion by Lanzante (McLaren specialists).
- History/Provenance: One of only 10 Longtail GTRs (extended tail for downforce, lighter rear, revised suspension); debut win at 1997 British GT Silverstone (first Longtail victory, lapped the field); FIA GT top-6 finishes (led a race outright as privateer); 1997 Le Mans (loaned to Team Lark, retired after incident); raced by pros like Stefan Johansson; multiple owners including Parabolica Motorsports (David Morrison), then post-2000 auction; recent Goodwood/Pebble Beach events.
- Condition: Fully restored/road-converted by Lanzante (£110k+ rebuild earlier, £53k service Feb 2025—fuel system, fire suppression, etc.); numbers-matching BMW V12; UK registered/taxed; extensive spares/history file.
- Auction: Sealed bidding; estimate $18,000,000–$21,000,000 (could push higher given momentum from Dec record).
- Why special: Race-winning provenance (debut Longtail win, privateer heroics vs. factory Mercedes/Porsche); one of few GTRs road-usable; eligible for historic events (Le Mans Classic, Goodwood); blend of track pedigree + road drivability.
The 1994 road F1 (chassis 014) is currently the more desirable benchmark—it just set the all-time public auction record at $25.3M+, proving supreme collector demand for pure, low-mileage, road-spec F1s with elite provenance (Sultan ownership adds mystique and blue-chip appeal). In today's market, standard road F1s command premiums over race versions due to usability, originality, and "holy grail" status—purists prize the three-seater road experience over track-only history.
That said, the 1997 F1 GTR Longtail (27R) is incredibly compelling and potentially a smarter "buy" opportunity right now: rarer (only 10 Longtails), with genuine race success (including leading FIA GT as privateer), and Lanzante road conversion making it drivable/enjoyable (Goodwood hillclimbs, tours). If it achieves or exceeds its $18M–$21M estimate (momentum from the Dec sale suggests it could hit $22M+), it represents huge value relative to road cars while offering motorsport cred. For collectors wanting track eligibility and story, this edges ahead; for ultimate prestige/investment, the road record-holder wins.Both are apex collectibles in a segment where values keep climbing (F1s up dramatically post-2020). Desirability tilts subjective: pure road icon vs. race-bred legend. If you're eyeing the upcoming auction, 27R is the one to watch—bidding starts soon! The McLaren F1 market remains white-hot in 2026.
1994 Chassis 029
2021 SOLD for $ 20.5M by Gooding
The McLaren F1 was acclaimed in due course as a sensational breakthrough in automotive history, both technically and aesthetically. In 1995 a private Japanese collector purchased an F1 for keeping it forever in museum condition out of public view. His car with chassis number 029 had been the last one assembled in 1994 and is titled 1995.
029 has been carefully maintained and serviced like any road going car while being driven for about 300 km only in Japan, most of it cumulated during a promotional filming session. The first owner parted from it after 17 years. The same care was applied by a subsequent long term owner in the USA who added less than 100 km on the odometer when making it US emission compliant.
The car is in pristine condition with a wide set of factory supplied tooling, documentation, and spares even including flashlight. It is preserving its one-off original color scheme of brown hues and its original 1994 Goodyear Eagle tires that had been specially designed for the F1. It is accompanied by the few equipment that were changed in 2014 for making it US legal. While not driven afterward, it was regularly maintained with fluid changes.
It was sold for $ 20.5M from a lower estimate of $ 15M by Gooding on August 13, 2021, lot 29. It is indeed a perfectly preserved example of the best road car model of the later 20th century. It is illustrated in the pre sale press release. Please watch the video shared by the auction house.
029 has been carefully maintained and serviced like any road going car while being driven for about 300 km only in Japan, most of it cumulated during a promotional filming session. The first owner parted from it after 17 years. The same care was applied by a subsequent long term owner in the USA who added less than 100 km on the odometer when making it US emission compliant.
The car is in pristine condition with a wide set of factory supplied tooling, documentation, and spares even including flashlight. It is preserving its one-off original color scheme of brown hues and its original 1994 Goodyear Eagle tires that had been specially designed for the F1. It is accompanied by the few equipment that were changed in 2014 for making it US legal. While not driven afterward, it was regularly maintained with fluid changes.
It was sold for $ 20.5M from a lower estimate of $ 15M by Gooding on August 13, 2021, lot 29. It is indeed a perfectly preserved example of the best road car model of the later 20th century. It is illustrated in the pre sale press release. Please watch the video shared by the auction house.
1995 Chassis 044
2017 SOLD for $ 15.6M by Bonhams
The F1 is the best but the security rules are not the same in America. The central position of the driver is tolerated but the side seats for the passengers are not allowed. Other differences include bumper height, headlights and cooling system. A company named Ameritech makes the changes necessary for the legalization in a way that can be easily and completely reversible. 7 F1 are processed by them around 1997.
On August 18, 2017, Bonhams sold for $ 15.6M as lot 73 an F1 made in 1995, chassis number 044, which had been in 1996 the first to be shipped to the United States, transformed by Ameritech and legalized. It was later returned to its original configuration as almost all (or all?) the F1 Ameritech.
It is announced as a dream car, consigned by its first owner with only 15,500 Km from new and an excellent history of services, in its original configuration without any further option. With a population of 64 in its basic version the McLaren F1 is however less rare than the Ferrari 250 GTO. Please watch the video shared by the auction house.
On August 18, 2017, Bonhams sold for $ 15.6M as lot 73 an F1 made in 1995, chassis number 044, which had been in 1996 the first to be shipped to the United States, transformed by Ameritech and legalized. It was later returned to its original configuration as almost all (or all?) the F1 Ameritech.
It is announced as a dream car, consigned by its first owner with only 15,500 Km from new and an excellent history of services, in its original configuration without any further option. With a population of 64 in its basic version the McLaren F1 is however less rare than the Ferrari 250 GTO. Please watch the video shared by the auction house.
1997
2013 SOLD for $ 8.5M by Gooding
An F1 made in 1997 was sold for $ 8.5M by Gooding on August 17, 2013, lot 51. With 22,000 km from new, it had its original paint in magnesium silver color along with its original toolbox and documentation.
A 1997 F1 road car was sold for £ 2.53M by RM Auctions on October 29, 2008, lot 275. This example had begun as a show car in McLaren Park Lane showroom in London.
A 1997 F1 road car was sold for £ 2.53M by RM Auctions on October 29, 2008, lot 275. This example had begun as a show car in McLaren Park Lane showroom in London.
F1 GTR
1995 Short Tail
2026 for sale on August 15 by RM Sotheby's
A McLaren F1 GTR Short Tail is estimated in excess of $ 35M for sale by RM Sotheby's on August 15, 2026, lot 328. This prototype of the 1996 version had left the Woking works in December 1995.
The McLaren F1 GTR Short Tail (primarily the 1995 and refined 1996 specifications) was the racing evolution of Gordon Murray’s F1 road car, developed for the BPR Global GT Series and endurance racing.
It was never intended as a pure racer but leveraged the road car’s carbon-fiber monocoque, BMW S70/2 V12, and race-derived components. Nine chassis were built for 1995 (essentially lightened road cars with revised bodywork, a large rear wing, and carbon-ceramic brakes while retaining the standard gearbox). Another nine followed for 1996-spec, which added front/rear bodywork extensions, a more aggressive front splitter for increased downforce, a lightweight magnesium gearbox housing with heavy-duty internals (saving ~38 kg versus 1995 cars), and other refinements that made the 1996 version the fastest overall GTR variant in straight-line speed.
Total F1 GTR production reached 28 chassis: nine 1995-spec, nine 1996-spec (both short-tail configurations with the 1996 cars featuring modest extensions), and ten 1997 Long Tails. Some earlier cars were later upgraded, but the core short-tail group remained closer to the road car’s proportions and aesthetics.
Breakthrough and Legacy
The breakthrough came at the 1995 24 Hours of Le Mans. Chassis 01R (McLaren’s development prototype, run under the Kokusai Kaihatsu Racing banner with Lanzante Motorsport preparation and drivers JJ Lehto, Yannick Dalmas, and Masanori Sekiya) scored an overall victory on the model’s competitive debut in one of the wettest races on record. Prototypes struggled in the conditions, allowing the GT1 McLarens to excel; sister cars finished 3rd, 4th, and 5th. Gordon Murray later noted that winning Le Mans at the first attempt was harder than consecutive Formula 1 titles. This result elevated the entire F1 program’s status and cemented the road car’s legend as more than a hypercar.
The Short Tail’s legacy includes being the last outright Le Mans winner developed directly from a production GT hypercar (bridging road and race DNA in a way later pure-bred machines did not). The 1996 cars are often called the “Goldilocks” or most desirable variant: they retain the short-tail’s elegant proportions and relative practicality while incorporating meaningful performance upgrades over the 1995 winner, and they proved the fastest of all GTRs in top speed (one recorded 330 km/h on the Mulsanne in 1996). Many were later converted for road use (an estimated 16 total GTR road conversions), further blurring the line. The program’s success influenced later McLaren “LT” (Longtail) road cars and remains a high-water mark for customer GT racing derived from road cars.
Why Superseded by the Long Tail Despite the 1995 Win
Competition intensified in 1996–1997 with purpose-built rivals such as the Porsche 911 GT1 (and later Mercedes CLK-GTR). The short-tail cars, still closely related to the road F1, lacked the ultimate aerodynamic efficiency and weight savings needed against machines designed primarily as racers. For 1997, under relaxed homologation rules requiring only one road-going counterpart (the rare F1 GT), McLaren introduced the Long Tail: substantially extended nose and tail (stretching the rear significantly, up to the regulatory maximum), wider rear wing, revised suspension geometry, sequential Xtrac gearbox, further weight reduction (to ~915 kg versus ~1,012 kg for 1996 and ~1,050 kg for 1995), and other aero/chassis changes for greater downforce and better cornering balance.
The Long Tail was slower in pure straight-line speed than the 1996 Short Tail but superior over a full lap due to aero and handling. It was more aggressive and forgiving at the limit in some respects. Short-tail development effectively ended as the focus shifted to counter pure-bred opposition; the Long Tail represented the final, most extreme evolution before privateer efforts continued into later years. The short-tail cars remain prized for their closer link to the original F1 road car, the 1995 Le Mans glory, and aesthetic purity.
Chassis 10R (1996 McLaren F1 GTR Short Tail) – RM Sotheby’s Monterey 2026, Lot 328Offered at The Monterey Auction on 15 August 2026 with a stated value in excess of $35 million USD, chassis 10R is described as “The Pop Art F1.” It is the first of the nine 1996-spec cars (completed December 1995), one of only two short-tail factory prototypes/development cars (alongside the Le Mans-winning 01R), and the only GTR to retain its unique factory livery: scarlet/blood red with contrasting yellow “96 GTR” graphics (a bold 1990s pop-art design that makes it the most immediately recognizable McLaren F1 of any type).
Full history: Retained by McLaren as the works development, press, and promotional car. Driven by factory drivers including 1995 Le Mans winner JJ Lehto in winter testing (e.g., Magny-Cours). It accumulated significant test mileage and appeared in BPR paddocks. In early April 1996 it completed a 12-hour test at Barcelona; later that month (27–28 April) it ran at Le Mans pre-qualifying under Kokusai Kaihatsu Racing in plain blood-red livery with graphite wheels, driven by David Brabham (20th overall, 8th in GT1). Sister car 11R took the race entry. Additional testing (including at Paul Ricard) followed; a crash by Brabham cut one session short.
McLaren converted it for road use (one of the earliest of the roughly 16 GTR road conversions). In 1999 it passed directly to its first private owner, Pink Floyd drummer and noted collector Nick Mason (registered K40 MCL). Mason owned it for 25 years. Further work and maintenance were handled by Paul Lanzante (who had prepared the 1995 Le Mans winner) and later his son Dean at Lanzante Limited, with an “open checkbook” approach. It appeared at Rétromobile 2007, was tested by Autocar in 2009 (followed by a journalist incident leading to a full restoration by Dean Lanzante), and participated in events including the 2012 Goodwood Members’ Meeting, 106 Drivers Club anniversary and Tuscany tours, a 2017 Goodwood GT1 demonstration (where Mason hit a tire wall, prompting another restoration), and the 2022 Festival of Speed. Privately sold in spring 2024; a recent Lanzante inspection is on file. It remains mechanically among the best-maintained examples.
Key features and originality: 1996-spec short-tail bodywork with the extensions and aero upgrades; unique factory pop-art livery (never altered in character); road conversion by the factory itself; continuous specialist care. It retains high originality in configuration and presentation while being fully road-usable and event-proven. Desirability stems from the rare combination of being the first/most significant 1996 prototype, one of only two short-tail XP-style cars, unique and iconic factory livery, Le Mans testing provenance, factory road conversion, long single private ownership by a high-profile collector with impeccable maintenance, cultural resonance (British automotive and pop-art/rock heritage), and status as a pinnacle “Goldilocks” short-tail example of the last road-derived Le Mans winner.
Detailed Comparison with Chassis 01R
Both are the only two short-tail factory prototypes/development cars retained initially by McLaren, forming a unique pair.
The McLaren F1 GTR Short Tail (primarily the 1995 and refined 1996 specifications) was the racing evolution of Gordon Murray’s F1 road car, developed for the BPR Global GT Series and endurance racing.
It was never intended as a pure racer but leveraged the road car’s carbon-fiber monocoque, BMW S70/2 V12, and race-derived components. Nine chassis were built for 1995 (essentially lightened road cars with revised bodywork, a large rear wing, and carbon-ceramic brakes while retaining the standard gearbox). Another nine followed for 1996-spec, which added front/rear bodywork extensions, a more aggressive front splitter for increased downforce, a lightweight magnesium gearbox housing with heavy-duty internals (saving ~38 kg versus 1995 cars), and other refinements that made the 1996 version the fastest overall GTR variant in straight-line speed.
Total F1 GTR production reached 28 chassis: nine 1995-spec, nine 1996-spec (both short-tail configurations with the 1996 cars featuring modest extensions), and ten 1997 Long Tails. Some earlier cars were later upgraded, but the core short-tail group remained closer to the road car’s proportions and aesthetics.
Breakthrough and Legacy
The breakthrough came at the 1995 24 Hours of Le Mans. Chassis 01R (McLaren’s development prototype, run under the Kokusai Kaihatsu Racing banner with Lanzante Motorsport preparation and drivers JJ Lehto, Yannick Dalmas, and Masanori Sekiya) scored an overall victory on the model’s competitive debut in one of the wettest races on record. Prototypes struggled in the conditions, allowing the GT1 McLarens to excel; sister cars finished 3rd, 4th, and 5th. Gordon Murray later noted that winning Le Mans at the first attempt was harder than consecutive Formula 1 titles. This result elevated the entire F1 program’s status and cemented the road car’s legend as more than a hypercar.
The Short Tail’s legacy includes being the last outright Le Mans winner developed directly from a production GT hypercar (bridging road and race DNA in a way later pure-bred machines did not). The 1996 cars are often called the “Goldilocks” or most desirable variant: they retain the short-tail’s elegant proportions and relative practicality while incorporating meaningful performance upgrades over the 1995 winner, and they proved the fastest of all GTRs in top speed (one recorded 330 km/h on the Mulsanne in 1996). Many were later converted for road use (an estimated 16 total GTR road conversions), further blurring the line. The program’s success influenced later McLaren “LT” (Longtail) road cars and remains a high-water mark for customer GT racing derived from road cars.
Why Superseded by the Long Tail Despite the 1995 Win
Competition intensified in 1996–1997 with purpose-built rivals such as the Porsche 911 GT1 (and later Mercedes CLK-GTR). The short-tail cars, still closely related to the road F1, lacked the ultimate aerodynamic efficiency and weight savings needed against machines designed primarily as racers. For 1997, under relaxed homologation rules requiring only one road-going counterpart (the rare F1 GT), McLaren introduced the Long Tail: substantially extended nose and tail (stretching the rear significantly, up to the regulatory maximum), wider rear wing, revised suspension geometry, sequential Xtrac gearbox, further weight reduction (to ~915 kg versus ~1,012 kg for 1996 and ~1,050 kg for 1995), and other aero/chassis changes for greater downforce and better cornering balance.
The Long Tail was slower in pure straight-line speed than the 1996 Short Tail but superior over a full lap due to aero and handling. It was more aggressive and forgiving at the limit in some respects. Short-tail development effectively ended as the focus shifted to counter pure-bred opposition; the Long Tail represented the final, most extreme evolution before privateer efforts continued into later years. The short-tail cars remain prized for their closer link to the original F1 road car, the 1995 Le Mans glory, and aesthetic purity.
Chassis 10R (1996 McLaren F1 GTR Short Tail) – RM Sotheby’s Monterey 2026, Lot 328Offered at The Monterey Auction on 15 August 2026 with a stated value in excess of $35 million USD, chassis 10R is described as “The Pop Art F1.” It is the first of the nine 1996-spec cars (completed December 1995), one of only two short-tail factory prototypes/development cars (alongside the Le Mans-winning 01R), and the only GTR to retain its unique factory livery: scarlet/blood red with contrasting yellow “96 GTR” graphics (a bold 1990s pop-art design that makes it the most immediately recognizable McLaren F1 of any type).
Full history: Retained by McLaren as the works development, press, and promotional car. Driven by factory drivers including 1995 Le Mans winner JJ Lehto in winter testing (e.g., Magny-Cours). It accumulated significant test mileage and appeared in BPR paddocks. In early April 1996 it completed a 12-hour test at Barcelona; later that month (27–28 April) it ran at Le Mans pre-qualifying under Kokusai Kaihatsu Racing in plain blood-red livery with graphite wheels, driven by David Brabham (20th overall, 8th in GT1). Sister car 11R took the race entry. Additional testing (including at Paul Ricard) followed; a crash by Brabham cut one session short.
McLaren converted it for road use (one of the earliest of the roughly 16 GTR road conversions). In 1999 it passed directly to its first private owner, Pink Floyd drummer and noted collector Nick Mason (registered K40 MCL). Mason owned it for 25 years. Further work and maintenance were handled by Paul Lanzante (who had prepared the 1995 Le Mans winner) and later his son Dean at Lanzante Limited, with an “open checkbook” approach. It appeared at Rétromobile 2007, was tested by Autocar in 2009 (followed by a journalist incident leading to a full restoration by Dean Lanzante), and participated in events including the 2012 Goodwood Members’ Meeting, 106 Drivers Club anniversary and Tuscany tours, a 2017 Goodwood GT1 demonstration (where Mason hit a tire wall, prompting another restoration), and the 2022 Festival of Speed. Privately sold in spring 2024; a recent Lanzante inspection is on file. It remains mechanically among the best-maintained examples.
Key features and originality: 1996-spec short-tail bodywork with the extensions and aero upgrades; unique factory pop-art livery (never altered in character); road conversion by the factory itself; continuous specialist care. It retains high originality in configuration and presentation while being fully road-usable and event-proven. Desirability stems from the rare combination of being the first/most significant 1996 prototype, one of only two short-tail XP-style cars, unique and iconic factory livery, Le Mans testing provenance, factory road conversion, long single private ownership by a high-profile collector with impeccable maintenance, cultural resonance (British automotive and pop-art/rock heritage), and status as a pinnacle “Goldilocks” short-tail example of the last road-derived Le Mans winner.
Detailed Comparison with Chassis 01R
Both are the only two short-tail factory prototypes/development cars retained initially by McLaren, forming a unique pair.
- Specification and role: 01R is the original 1995-spec prototype (modified from road-car chassis 019), used for early development and testing (Longcross, Silverstone, Barcelona). 10R is the first 1996-spec car, incorporating the lighter gearbox, aero refinements, and other updates that made the 1996 cars faster overall; it replaced 01R as the primary works test/development car.
- Racing history: 01R’s is far more significant—it contested Le Mans pre-qualifying (10th overall/5th GT1) and won the 1995 24 Hours outright (black/grey Ueno Clinic livery, drivers Lehto/Dalmas/Sekiya). 10R’s racing activity was limited to 1996 Le Mans pre-qualifying (20th overall/8th GT1 with Brabham) and extensive testing; it did not race the event itself.
- Livery and appearance: 01R started in two-tone silver/orange, then black/grey for Le Mans. 10R is unique in retaining the factory scarlet-and-yellow pop-art “96 GTR” graphics (temporarily plain red for pre-qualifying).
- Ownership and later life: 01R has remained with McLaren since its win (displayed at Goodwood and Silverstone in 1995 and retained as a historic asset). 10R was factory-converted for road use, sold to Nick Mason in 1999 (sole private owner for 25 years), extensively maintained/restored by Lanzante, and used for road tours, demonstrations, and media; it is now offered publicly.
- Significance today: 01R is the irreplaceable Le Mans winner and ultimate 1995 prototype, permanently tied to McLaren’s heritage collection. 10R offers the more developed/faster 1996 mechanical package, unique visual identity, road usability, celebrity provenance, and the rare opportunity for private ownership of a short-tail works prototype—making it exceptionally desirable on the open market as a “Pop Art” cultural and technical artifact.
1997 F1 GTR Longtail
2014 SOLD for $ 5.3M by Gooding
The racing car was a logical development for the F1. The F1 GTR was released in 1995. The F1 road car was far ahead of its time, but on track the competition was rude with Porsche and Mercedes-Benz. In 1997, the chassis is changed. The F1 GTR Longtail, produced in ten units, is the ultimate competition model in this series.
The third Longtail was sold for $ 5.3M by Gooding on 17-18 January, 2014.
On August 17, 2012, Bonhams offered at lot 459 the last of the 28 F1 made for racing, chassis 028R. It was unsold in the saleroom but a post sale transaction at $ 3.85M was announced. Identified as a 1997 McLaren F1 GTR Longtail, it is equipped with the ultimate improvement : a lengthening of the rear body.
The 1997 McLaren F1 GTR Long Tail (also called F1 GTR ’97) was the final, most extreme evolution of the F1 GTR racing program.
It was developed to counter pure-bred GT1 rivals such as the Porsche 911 GT1 and the emerging Mercedes-Benz CLK-GTR after the short-tail cars’ dominance began to fade.
Background and DevelopmentThe original 1995 Short Tail (and refined 1996 version) succeeded because it was a lightened, aero-enhanced version of a road-going hypercar. By late 1996, however, homologation-special and purpose-built racers had arrived. Porsche’s 911 GT1 and Mercedes’ CLK-GTR were designed as racing cars first (with minimal road-car links), giving them aerodynamic and packaging advantages the road-derived F1 could not match under previous rules.
McLaren (with BMW Motorsport support and funding) responded rapidly. Development began around May 1996. The goal was maximum downforce, lower weight, and better sequential shifting while retaining the carbon-fiber monocoque and BMW V12. A twin-turbo V8 was considered but abandoned after air-restrictor rules were adjusted to better balance naturally aspirated and forced-induction engines. The prototype (chassis 19R) was unveiled in November 1996 and first tested at Brands Hatch and Jerez. McLaren predicted roughly three seconds per lap improvement over the 1996 car.
Because the changes were so extensive, FIA homologation required at least one road-going equivalent using the new bodywork. This produced the ultra-rare McLaren F1 GT (only three built: two customer cars and one prototype). None of the earlier short-tail chassis were converted to Long Tail specification; all ten Long Tails were newly built.
Key Technical Changes and SpecificationsThe Long Tail retained the F1’s carbon-composite monocoque but featured almost entirely new exterior bodywork optimized for downforce:
Transmission: Xtrac 6-speed sequential (replacing the previous synchromesh manual) with AP Racing triple-plate carbon clutch and Torsen limited-slip differential.
Weight: Reduced to approximately 915 kg (about 97 kg lighter than the 1996 Short Tail and ~135 kg lighter than the 1995 version), despite the larger bodywork—achieved through extensive lightweighting.
Performance: Top speed around 197 mph / 317 km/h (slightly lower than the 1996 Short Tail’s outright straight-line peaks due to higher drag from the aero package, but superior lap times from vastly increased downforce and cornering grip). 0–62 mph in under 3 seconds. Drivers noted it was more aggressive and forgiving at the limit than earlier cars.
Interior: Fully stripped racing cockpit with single composite bucket seat, six-point harness, integrated roll cage, Stack digital instrumentation, sequential shifter (taller lever), and Lexan windows. Non-glare composite dash and alcantara surfaces.
ProductionExactly ten Long Tail chassis were built (19R as the works prototype/development car, plus nine customer cars). Allocations included four for BMW Motorsport/Schnitzer (Fina-backed), cars for Gulf Team Davidoff/GTC, Parabolica Motorsport, Thomas Bscher, and others. A late-season additional car was built for GTC after incidents with their originals.
Racing HistoryThe Long Tail debuted successfully in the British GT Championship (Parabolica Motorsport car won at Silverstone—the first Long Tail victory). In the 1997 FIA GT Championship (the rebranded BPR series), BMW Motorsport/Schnitzer McLarens (primarily driven by pairings such as JJ Lehto/Steve Soper and others) won the opening races (Hockenheim, Silverstone, Helsinki). Mercedes then matured the CLK-GTR and dominated the second half of the season (six wins), taking the drivers’ and teams’ titles. McLaren/BMW finished strongly as runners-up, with privateer entries also competitive.
At the 1997 24 Hours of Le Mans, the Long Tails were among the top GT1 contenders (Mercedes did not enter). Mechanical issues prevented an overall win, but the Gulf GTC entry finished 2nd overall (and high in GT1), one lap behind the winning Joest TWR Porsche prototype. Other McLarens had strong showings before retirements or lower finishes. Top speed on the Mulsanne was recorded at ~317 km/h.
Privateer Long Tails continued racing successfully into the late 1990s and beyond (British GT, FIA GT, Japanese series, etc.), with the last competitive outings around 2005. Notable later results included strong finishes at Le Mans (e.g., 4th overall in 1998 for an EMKA entry) and various national wins.
LegacyThe Long Tail marked the end of an era: the last major factory development of a true road-derived GT hypercar racer before pure-bred prototypes fully took over GT1 (which itself was later restructured). It proved McLaren could still compete at the highest level against purpose-built machinery through extreme evolution of the original F1 concept. Its dramatic extended bodywork directly inspired the modern McLaren “LT” (Longtail) road-car naming and philosophy of lightweight, high-downforce specials (e.g., 675LT, 600LT, 765LT).
Today the ten Long Tails are among the rarest and most valuable F1 GTR variants. Many have been restored by specialists such as Lanzante or McLaren Special Operations, converted for road use, or preserved as historic racers. They are prized for their extreme aero, sequential transmission, and status as the ultimate expression of the Le Mans-winning F1 platform—more aggressive and track-focused than the elegant Short Tails, yet still unmistakably derived from Gordon Murray’s masterpiece.
In comparison to the Short Tail (especially the 1996 “Goldilocks” cars), the Long Tail sacrificed some straight-line speed and visual purity closer to the road F1 for substantially higher downforce, lower weight, better sequential shifting, and superior lap times against factory opposition. It was the necessary final step that allowed the F1 GTR to remain competitive into the pure-bred era.
The third Longtail was sold for $ 5.3M by Gooding on 17-18 January, 2014.
On August 17, 2012, Bonhams offered at lot 459 the last of the 28 F1 made for racing, chassis 028R. It was unsold in the saleroom but a post sale transaction at $ 3.85M was announced. Identified as a 1997 McLaren F1 GTR Longtail, it is equipped with the ultimate improvement : a lengthening of the rear body.
The 1997 McLaren F1 GTR Long Tail (also called F1 GTR ’97) was the final, most extreme evolution of the F1 GTR racing program.
It was developed to counter pure-bred GT1 rivals such as the Porsche 911 GT1 and the emerging Mercedes-Benz CLK-GTR after the short-tail cars’ dominance began to fade.
Background and DevelopmentThe original 1995 Short Tail (and refined 1996 version) succeeded because it was a lightened, aero-enhanced version of a road-going hypercar. By late 1996, however, homologation-special and purpose-built racers had arrived. Porsche’s 911 GT1 and Mercedes’ CLK-GTR were designed as racing cars first (with minimal road-car links), giving them aerodynamic and packaging advantages the road-derived F1 could not match under previous rules.
McLaren (with BMW Motorsport support and funding) responded rapidly. Development began around May 1996. The goal was maximum downforce, lower weight, and better sequential shifting while retaining the carbon-fiber monocoque and BMW V12. A twin-turbo V8 was considered but abandoned after air-restrictor rules were adjusted to better balance naturally aspirated and forced-induction engines. The prototype (chassis 19R) was unveiled in November 1996 and first tested at Brands Hatch and Jerez. McLaren predicted roughly three seconds per lap improvement over the 1996 car.
Because the changes were so extensive, FIA homologation required at least one road-going equivalent using the new bodywork. This produced the ultra-rare McLaren F1 GT (only three built: two customer cars and one prototype). None of the earlier short-tail chassis were converted to Long Tail specification; all ten Long Tails were newly built.
Key Technical Changes and SpecificationsThe Long Tail retained the F1’s carbon-composite monocoque but featured almost entirely new exterior bodywork optimized for downforce:
- Dramatically extended nose (re-profiled, lower leading edge, large chin spoiler) and rear (stretched nearly a full metre beyond the rear axle—the regulatory maximum). Overall length increased by roughly 60–65 cm (to approximately 4,933 mm / 194.2 in).
- Wider rear wing (twin-pylon mounted), flared wheel arches for wider track, reworked flanks/skirts, and a prominent roof-mounted engine intake snorkel.
- Track widened (front +59 mm, rear +96 mm); ride height standardized at 70 mm front and rear.
- New 15-spoke wheels (18-inch); Brembo carbon-ceramic brakes with eight-piston calipers (up from four-piston).
Transmission: Xtrac 6-speed sequential (replacing the previous synchromesh manual) with AP Racing triple-plate carbon clutch and Torsen limited-slip differential.
Weight: Reduced to approximately 915 kg (about 97 kg lighter than the 1996 Short Tail and ~135 kg lighter than the 1995 version), despite the larger bodywork—achieved through extensive lightweighting.
Performance: Top speed around 197 mph / 317 km/h (slightly lower than the 1996 Short Tail’s outright straight-line peaks due to higher drag from the aero package, but superior lap times from vastly increased downforce and cornering grip). 0–62 mph in under 3 seconds. Drivers noted it was more aggressive and forgiving at the limit than earlier cars.
Interior: Fully stripped racing cockpit with single composite bucket seat, six-point harness, integrated roll cage, Stack digital instrumentation, sequential shifter (taller lever), and Lexan windows. Non-glare composite dash and alcantara surfaces.
ProductionExactly ten Long Tail chassis were built (19R as the works prototype/development car, plus nine customer cars). Allocations included four for BMW Motorsport/Schnitzer (Fina-backed), cars for Gulf Team Davidoff/GTC, Parabolica Motorsport, Thomas Bscher, and others. A late-season additional car was built for GTC after incidents with their originals.
Racing HistoryThe Long Tail debuted successfully in the British GT Championship (Parabolica Motorsport car won at Silverstone—the first Long Tail victory). In the 1997 FIA GT Championship (the rebranded BPR series), BMW Motorsport/Schnitzer McLarens (primarily driven by pairings such as JJ Lehto/Steve Soper and others) won the opening races (Hockenheim, Silverstone, Helsinki). Mercedes then matured the CLK-GTR and dominated the second half of the season (six wins), taking the drivers’ and teams’ titles. McLaren/BMW finished strongly as runners-up, with privateer entries also competitive.
At the 1997 24 Hours of Le Mans, the Long Tails were among the top GT1 contenders (Mercedes did not enter). Mechanical issues prevented an overall win, but the Gulf GTC entry finished 2nd overall (and high in GT1), one lap behind the winning Joest TWR Porsche prototype. Other McLarens had strong showings before retirements or lower finishes. Top speed on the Mulsanne was recorded at ~317 km/h.
Privateer Long Tails continued racing successfully into the late 1990s and beyond (British GT, FIA GT, Japanese series, etc.), with the last competitive outings around 2005. Notable later results included strong finishes at Le Mans (e.g., 4th overall in 1998 for an EMKA entry) and various national wins.
LegacyThe Long Tail marked the end of an era: the last major factory development of a true road-derived GT hypercar racer before pure-bred prototypes fully took over GT1 (which itself was later restructured). It proved McLaren could still compete at the highest level against purpose-built machinery through extreme evolution of the original F1 concept. Its dramatic extended bodywork directly inspired the modern McLaren “LT” (Longtail) road-car naming and philosophy of lightweight, high-downforce specials (e.g., 675LT, 600LT, 765LT).
Today the ten Long Tails are among the rarest and most valuable F1 GTR variants. Many have been restored by specialists such as Lanzante or McLaren Special Operations, converted for road use, or preserved as historic racers. They are prized for their extreme aero, sequential transmission, and status as the ultimate expression of the Le Mans-winning F1 platform—more aggressive and track-focused than the elegant Short Tails, yet still unmistakably derived from Gordon Murray’s masterpiece.
In comparison to the Short Tail (especially the 1996 “Goldilocks” cars), the Long Tail sacrificed some straight-line speed and visual purity closer to the road F1 for substantially higher downforce, lower weight, better sequential shifting, and superior lap times against factory opposition. It was the necessary final step that allowed the F1 GTR to remain competitive into the pure-bred era.
F1 Special
1998 Chassis 073
2015 SOLD for $ 13.8M by RM Sotheby's
There are some variations among the 106 vehicles produced from 1992 to 1998. The F1 GTR is the version for the race.
The F1 GT was created to demonstrate to the boards regulating the competitions that the concepts of GTR were consistent with the features of a grand tourer. It was not proposed in the commercial catalog but after the completion of the prototype two F1 chassis were upgraded to F1 GT on special orders from private clients.
The F1 LM is a lighter version of the F1 GTR. It was built in 1995 as one prototype and five units. The engine of the GTR is reused but without the power restrictions required for the competitions. Aerodynamics are modified to maintain the stability, including the installation of a rear wing and the modification of the nose. Without exceeding the top speed of the GTR, the LM has a sensational acceleration, reaching 160 km/h in less than 6 seconds.
In its first year in 1995, the F1 LM dominates the 24 hours of Le Mans : the 5 cars are ranked first, third, fourth, fifth and thirteenth. Later one of them was timed at 385 km/h.
In 1998 the F1 series is going to its close out. The engineers from McLaren Special Operations are responsible for producing the most exciting car of this so successful series, somehow the ultimate F1 with all possible improvements, the best supercar of its time.
The 63th and penultimate F1 street legal chassis is equipped altogether with an engine meeting the LM specification and with the comfort provided to the wealthy clients of the GT. Aware of creating a masterpiece of contemporary automobile, Murray signed it on the transmission tunnel.
This special car was sold for $ 13.8M by RM Sotheby's on August 13, 2015, lot 107. It is exceptional without being unique : another F1 chassis was also equipped with a LM engine.
The F1 GT was created to demonstrate to the boards regulating the competitions that the concepts of GTR were consistent with the features of a grand tourer. It was not proposed in the commercial catalog but after the completion of the prototype two F1 chassis were upgraded to F1 GT on special orders from private clients.
The F1 LM is a lighter version of the F1 GTR. It was built in 1995 as one prototype and five units. The engine of the GTR is reused but without the power restrictions required for the competitions. Aerodynamics are modified to maintain the stability, including the installation of a rear wing and the modification of the nose. Without exceeding the top speed of the GTR, the LM has a sensational acceleration, reaching 160 km/h in less than 6 seconds.
In its first year in 1995, the F1 LM dominates the 24 hours of Le Mans : the 5 cars are ranked first, third, fourth, fifth and thirteenth. Later one of them was timed at 385 km/h.
In 1998 the F1 series is going to its close out. The engineers from McLaren Special Operations are responsible for producing the most exciting car of this so successful series, somehow the ultimate F1 with all possible improvements, the best supercar of its time.
The 63th and penultimate F1 street legal chassis is equipped altogether with an engine meeting the LM specification and with the comfort provided to the wealthy clients of the GT. Aware of creating a masterpiece of contemporary automobile, Murray signed it on the transmission tunnel.
This special car was sold for $ 13.8M by RM Sotheby's on August 13, 2015, lot 107. It is exceptional without being unique : another F1 chassis was also equipped with a LM engine.
1994-2001 Chassis 018
2019 SOLD for $ 20M by RM Sotheby's
To keep cars in perfect condition and please the customers, McLaren creates a division in charge of service and of bespoke customization, which will much later become McLaren Special Operations.
In 1998 the penultimate road car was specially followed in production. When it is finished, the customer leaves it at the factory for having it upgraded to the LM specification. It was sold for $ 13.8M by RM Sotheby's on August 13, 2015, lot 107.
The second owner of an F1 made in 1994 requires a similar modification. Transformed in two rounds in 2000 and 2001, this second and last F1 upgraded to F1 LM specification benefits from the latest developments and can be considered as the ultimate achievement of the best model of its time.
It was sold for $ 20M by RM Sotheby's on August 16, 2019, lot 261. Please watch the video shared by the auction house.
In 1998 the penultimate road car was specially followed in production. When it is finished, the customer leaves it at the factory for having it upgraded to the LM specification. It was sold for $ 13.8M by RM Sotheby's on August 13, 2015, lot 107.
The second owner of an F1 made in 1994 requires a similar modification. Transformed in two rounds in 2000 and 2001, this second and last F1 upgraded to F1 LM specification benefits from the latest developments and can be considered as the ultimate achievement of the best model of its time.
It was sold for $ 20M by RM Sotheby's on August 16, 2019, lot 261. Please watch the video shared by the auction house.
2010 McLaren-Mercedes MP4-25
2021 SOLD for £ 4.8M by RM Sotheby's
MP4-21 is the variant entered by McLaren-Mercedes in the 2006 Formula 1 season. It is the first McLaren powered by a 2.4 liter naturally aspirated Mercedes-Benz engine, a V-8 originally rated to produce 750 hp at 19,000 rpm.
The team is composed of Räikkönen and Montoya. The latter will leave Formula 1 for the NASCAR after the 10th Grand Prix.
The car -03 raced by Montoya in the first three Grand Prix was tested at the end of that year by the 21 year old Lewis Hamilton one month before he signed with McLaren-Mercedes. Hamilton had attended at age 13 the McLaren Young Driver Programme.
It was sold for $ 2.5M by RM Sotheby's on November 22, 2024, lot 13.
The team is composed of Räikkönen and Montoya. The latter will leave Formula 1 for the NASCAR after the 10th Grand Prix.
The car -03 raced by Montoya in the first three Grand Prix was tested at the end of that year by the 21 year old Lewis Hamilton one month before he signed with McLaren-Mercedes. Hamilton had attended at age 13 the McLaren Young Driver Programme.
It was sold for $ 2.5M by RM Sotheby's on November 22, 2024, lot 13.
The Vodafone McLaren Mercedes team of the 2010 Formula One season was made of the last two outgoing champions. In 2008 in the same team, Lewis Hamilton had been at 23 the youngest ever world champion. Jenson Button joined McLaren after his 2009 season with Ross Brawn who had succeeded to the Honda factory team.
The McLaren model used throughout the 2010 season was referenced MP4-25 and used a Mercedes-Benz engine. The chassis is made of carbon fiber molded into a honeycomb.
Both drivers raced all the 19 Grands Prix of the season. Escaping McLaren, the driver's title was won by Sebastian Vettel on Red Bull Renault. Red Bull won the constructor's championship.
The chassis MP4-25A-01 was raced with no crash or accident in eight 2010 Grands Prix, three with Hamilton and five with Button. Hamilton led it to a wheel to wheel battle with Schumacher in China and to a win in Turkey. As usual with that range of vehicles, the MP4-25 was retired after a single season.
This car was sold for £ 4.8M from a lower estimate of £ 3.6M in a single lot auction by RM Sotheby's at Silverstone on July 17, 2021, onsite between qualifying and race of the British Grand Prix. Please watch the video shared by Sotheby's.
The McLaren model used throughout the 2010 season was referenced MP4-25 and used a Mercedes-Benz engine. The chassis is made of carbon fiber molded into a honeycomb.
Both drivers raced all the 19 Grands Prix of the season. Escaping McLaren, the driver's title was won by Sebastian Vettel on Red Bull Renault. Red Bull won the constructor's championship.
The chassis MP4-25A-01 was raced with no crash or accident in eight 2010 Grands Prix, three with Hamilton and five with Button. Hamilton led it to a wheel to wheel battle with Schumacher in China and to a win in Turkey. As usual with that range of vehicles, the MP4-25 was retired after a single season.
This car was sold for £ 4.8M from a lower estimate of £ 3.6M in a single lot auction by RM Sotheby's at Silverstone on July 17, 2021, onsite between qualifying and race of the British Grand Prix. Please watch the video shared by Sotheby's.
The Triple Crown by McLaren
2025 sale by RM Sotheby's
Intro by Grok
Overview of McLaren's Triple Crown Project
McLaren Racing's "Triple Crown" project is a strategic initiative to reclaim the prestigious motorsport Triple Crown—victories at the Monaco Grand Prix (F1), Indianapolis 500 (IndyCar), and 24 Hours of Le Mans (WEC)—which McLaren is the only team to have achieved historically (1976 Indy 500, 1984 Monaco GP, 1995 Le Mans). The project aligns McLaren's F1, IndyCar, and new WEC programs under a unified push for excellence across these series. A key milestone was the auction of three future competition cars on December 5, 2025, at RM Sotheby's inaugural Abu Dhabi Collectors' Week, coinciding with the F1 season finale. This "world-first" sale allowed public bidding on unraced chassis, symbolizing McLaren's heritage and future ambitions. Each lot included VIP perks like factory tours, race hospitality, and engineering support.
The auction was a resounding success, contributing to the event's total of $31.1 million in sales. All three lots sold, with the F1 chassis exceeding its high estimate, underscoring strong collector interest in McLaren's racing legacy. Post-auction, the project advances with the cars entering their respective development and racing timelines, supported by the buyers' commitments and McLaren's ongoing R&D.
Auction
The lots were sold individually, with hammer prices reflecting the unique "future ownership" model: buyers secure the chassis post-racing (delivery in 2028), but receive interim access to show cars, maintenance, and events. Specific lot assignments (based on RM Sotheby's catalog sequencing) are as follows:
Buyers remain anonymous per auction terms, but all committed to the full post-racing ownership packages, ensuring McLaren's racing integrity.
Development and Build Progress of the Three Cars
As of December 6, 2025 (one day post-auction), the cars are in active development at McLaren's Woking facilities, with timelines tied to their 2026–2027 debuts. The auction sales provide financial and promotional boosts, accelerating testing and homologation. Progress is on track, leveraging McLaren's 2025 Constructors' Championship success (10th title secured early). Key updates:
McLaren Racing's "Triple Crown" project is a strategic initiative to reclaim the prestigious motorsport Triple Crown—victories at the Monaco Grand Prix (F1), Indianapolis 500 (IndyCar), and 24 Hours of Le Mans (WEC)—which McLaren is the only team to have achieved historically (1976 Indy 500, 1984 Monaco GP, 1995 Le Mans). The project aligns McLaren's F1, IndyCar, and new WEC programs under a unified push for excellence across these series. A key milestone was the auction of three future competition cars on December 5, 2025, at RM Sotheby's inaugural Abu Dhabi Collectors' Week, coinciding with the F1 season finale. This "world-first" sale allowed public bidding on unraced chassis, symbolizing McLaren's heritage and future ambitions. Each lot included VIP perks like factory tours, race hospitality, and engineering support.
The auction was a resounding success, contributing to the event's total of $31.1 million in sales. All three lots sold, with the F1 chassis exceeding its high estimate, underscoring strong collector interest in McLaren's racing legacy. Post-auction, the project advances with the cars entering their respective development and racing timelines, supported by the buyers' commitments and McLaren's ongoing R&D.
Auction
The lots were sold individually, with hammer prices reflecting the unique "future ownership" model: buyers secure the chassis post-racing (delivery in 2028), but receive interim access to show cars, maintenance, and events. Specific lot assignments (based on RM Sotheby's catalog sequencing) are as follows:
Buyers remain anonymous per auction terms, but all committed to the full post-racing ownership packages, ensuring McLaren's racing integrity.
Development and Build Progress of the Three Cars
As of December 6, 2025 (one day post-auction), the cars are in active development at McLaren's Woking facilities, with timelines tied to their 2026–2027 debuts. The auction sales provide financial and promotional boosts, accelerating testing and homologation. Progress is on track, leveraging McLaren's 2025 Constructors' Championship success (10th title secured early). Key updates:
- 2026 McLaren F1 MCL40A :
Design frozen under 2026 regs (sustainable fuels, active aero, lighter chassis). Wind tunnel testing 85% complete; CFD simulations ongoing for power unit integration (Mercedes-AMG collaboration). Prototype build started Q4 2025; first shakedown expected Q1 2026. Auction buyer gains input on livery/personalization post-season. Progress: 70% overall (focus on aero efficiency for Monaco GP target). - 2026 Arrow McLaren IndyCar :
Based on Dallara DW12 chassis with McLaren's custom aero kit and Chevrolet engine. Development emphasizes high-downforce for Indy 500 oval (target: top-3 finish). Dyno testing underway; on-track mules tested at Indianapolis Motor Speedway in November 2025. Full prototype assembly begins January 2026. Progress: 60% (Indy-specific aero validation prioritized; O'Ward involved in simulator sessions). - 2027 McLaren United AS LMDh Hypercar :
McLaren's endurance return: LMDh-spec (Dallara chassis, hybrid V6 from McLaren Automotive). Balance of Performance homologation in progress with FIA/ACO. Initial roll-out testing scheduled Q2 2026; endurance sims focus on Le Mans hyperpole reliability. Build phase ramps up post-2026 F1/Indy distractions. Progress: 45% (earliest debut; emphasis on hybrid system durability for 24h races).
1
for 2026 F1 season
SOLD for $ 11.5M
The McLaren Formula 1 Team MCL40A for the 2026 F1 season was sold for $ 11.5M from a lower estimate of $ 10M by RM Sotheby's on December 5, 2025, lot 429.
Overall picture as of end-July 2026 :
The McLaren MCL40 (auctioned as the MCL40A) is the team’s 2026 Formula 1 car under the new technical regulations. One chassis campaigned by either Lando Norris or Oscar Piastri was sold by RM Sotheby’s in Abu Dhabi on 5 December 2025 for $11.48 million; the specific chassis (still TBC at sale) is due for delivery to the buyer in running condition at the end of Q1 2028, after its front-line career.
It uses a Mercedes-AMG F1 M17 hybrid power unit (turbocharged 1.6-litre V6 with significantly higher electric output under the 2026 rules), is lighter and smaller than its predecessor, and features active aerodynamics. The car made its on-track debut in a private Barcelona shakedown in a one-off black/grey livery before the official papaya-and-anthracite season livery (with teal accents for sponsor Allwyn) was revealed.
Early 2026 (pre-season through March)
Development focused on understanding the new rules package (smaller cars, active aero “X-mode”/“Z-mode,” higher electric contribution, sustainable fuels). Chief designer Rob Marshall indicated limited major changes between the shakedown and the season opener while prioritising reliability and learning.
The Bahrain and Saudi Arabian Grands Prix were cancelled due to the Iran war, creating a break. McLaren ran a two-day Pirelli tyre test at the Nürburgring (Piastri 66 laps, Norris 108). Team Principal Andrea Stella announced an “entirely new MCL40” package of upgrades for the subsequent North American races.
After 11 Grands Prix the MCL40 has 1 win, 1 pole, 5 podiums, and 2 fastest laps (plus sprint successes including 1 win, 1 pole, and multiple podiums). McLaren sits 3rd in the Constructors’ Championship with 220 points. Norris is 5th in the Drivers’ standings on 128 points; Piastri is 7th on 92. Mercedes (led by Antonelli) dominate the championship, with Ferrari second.
The auctioned chassis will be one of those used by Norris or Piastri (buyer’s choice of which driver’s car) once its racing career ends, complete with the 2026-spec Mercedes power unit and season livery. Until delivery it remains part of the active team fleet under the new regulations.
Overall picture as of end-July 2026 :
The McLaren MCL40 (auctioned as the MCL40A) is the team’s 2026 Formula 1 car under the new technical regulations. One chassis campaigned by either Lando Norris or Oscar Piastri was sold by RM Sotheby’s in Abu Dhabi on 5 December 2025 for $11.48 million; the specific chassis (still TBC at sale) is due for delivery to the buyer in running condition at the end of Q1 2028, after its front-line career.
It uses a Mercedes-AMG F1 M17 hybrid power unit (turbocharged 1.6-litre V6 with significantly higher electric output under the 2026 rules), is lighter and smaller than its predecessor, and features active aerodynamics. The car made its on-track debut in a private Barcelona shakedown in a one-off black/grey livery before the official papaya-and-anthracite season livery (with teal accents for sponsor Allwyn) was revealed.
Early 2026 (pre-season through March)
Development focused on understanding the new rules package (smaller cars, active aero “X-mode”/“Z-mode,” higher electric contribution, sustainable fuels). Chief designer Rob Marshall indicated limited major changes between the shakedown and the season opener while prioritising reliability and learning.
- Australian Grand Prix (8 March, Albert Park): Piastri qualified 5th but did not start after crashing on a reconnaissance lap (linked in part to unexpected energy deployment from the electric motor). Norris qualified 6th and finished 5th after battling Max Verstappen.
- Chinese Grand Prix (15 March, Shanghai; sprint weekend): Both cars finished the sprint (Norris 4th, Piastri 6th) but neither started the main race due to power-unit issues—the team’s first double non-start since the 2005 United States Grand Prix.
- Japanese Grand Prix (29 March, Suzuka): Piastri qualified 3rd, led early, and finished 2nd (strategy and safety-car timing cost him the lead). Norris qualified 5th and finished 5th.
The Bahrain and Saudi Arabian Grands Prix were cancelled due to the Iran war, creating a break. McLaren ran a two-day Pirelli tyre test at the Nürburgring (Piastri 66 laps, Norris 108). Team Principal Andrea Stella announced an “entirely new MCL40” package of upgrades for the subsequent North American races.
- Miami Grand Prix (3 May; sprint weekend): The upgrades paid off. Norris took sprint pole and the sprint win; in the main race he finished 2nd and Piastri 3rd, behind Mercedes’ Kimi Antonelli.
- Canadian Grand Prix (24 May; sprint): Norris retired from the race (sprint 2nd); Piastri finished 11th (sprint 4th).
- Monaco Grand Prix (7 June): Special metallic papaya/anthracite livery celebrating McLaren’s 1,000th Grand Prix (numbers 0001/1000 and historical details). Norris retired; Piastri finished 5th.
- Barcelona-Catalunya Grand Prix (14 June): Norris 3rd, Piastri 5th.
- Austrian Grand Prix (28 June): Norris 7th, Piastri 4th.
- British Grand Prix (5 July; sprint weekend): Special Google Gemini livery inspired by the historic M2B. Norris 4th (sprint 3rd), Piastri 11th (sprint 7th).
- Belgian Grand Prix (19 July): Norris 7th with fastest lap; Piastri 5th.
- Hungarian Grand Prix (26 July): Norris’s breakthrough—pole position and the car’s (and team’s) first win of 2026. Piastri retired after contact while recovering through the field.
After 11 Grands Prix the MCL40 has 1 win, 1 pole, 5 podiums, and 2 fastest laps (plus sprint successes including 1 win, 1 pole, and multiple podiums). McLaren sits 3rd in the Constructors’ Championship with 220 points. Norris is 5th in the Drivers’ standings on 128 points; Piastri is 7th on 92. Mercedes (led by Antonelli) dominate the championship, with Ferrari second.
The auctioned chassis will be one of those used by Norris or Piastri (buyer’s choice of which driver’s car) once its racing career ends, complete with the 2026-spec Mercedes power unit and season livery. Until delivery it remains part of the active team fleet under the new regulations.
2
for 2027 WEC / Le Mans entry
SOLD for $ 7.6M
The McLaren United AS LM Hypercar for the 2027 WEC / Le Mans team entry was sold for $ 7.6M from a lower estimate of $ 6M by RM Sotheby's on December 5, 2025, lot 430.
The Arrow McLaren IndyCar for the 2026 season was sold for $ 850K in the same sale, lot 428.
The Arrow McLaren IndyCar for the 2026 season was sold for $ 850K in the same sale, lot 428.
