McLaren
| File:McLaren Racing logo.svg McLaren Racing logo | |
| Company type | Division |
|---|---|
| Industry | Motorsport |
| Founded | 1963 |
| Founder | Bruce McLaren |
| Headquarters | Woking, Surrey , England, United Kingdom |
Area served | Worldwide |
Key people | Ron Dennis (former principal), Teddy Mayer (former principal), Martin Whitmarsh (former principal) |
| Products | Formula One chassis, motorsport teams (Formula One, IndyCar, Extreme E, Formula E) |
| Parent | McLaren Group |
McLaren Racing Limited () is a British motorsport organization headquartered at the McLaren Technology Centre located in Woking, Surrey, England. Operating as a division of the McLaren Group, McLaren is distinguished as a Formula One chassis manufacturer and holds the distinction of being the second-oldest active F1 team, as well as the second most triumphant after Ferrari. The team has achieved victories in races, secured 12 Drivers' Championships, and captured nine Constructors' Championships. Beyond Formula One, McLaren has also attained notable success in American open wheel racing and the Can-Am sports car series. It remains the sole team to have accomplished the Triple Crown of Motorsport, which includes wins at the Indianapolis 500, 24 Hours of Le Mans, and Monaco Grand Prix.
Established in 1963 by New Zealander Bruce McLaren, the outfit claimed its inaugural Grand Prix victory at the 1968 Belgian Grand Prix. The team initially excelled in Can-Am competition from 1967 through 1971, followed by triumphs at the Indianapolis 500 in 1972, 1974, and 1976. Following Bruce McLaren's fatal accident in 1970, Teddy Mayer took leadership and guided the team to its first Constructors' Championship in , while Emerson Fittipaldi and James Hunt earned Drivers' titles in 1974 and , respectively. That period also marked the beginning of a long-standing Marlboro sponsorship.
In 1981, McLaren merged with Ron Dennis's Project Four Racing, with Dennis assuming complete control and ushering in the team's most prosperous era. Powered by Porsche and Honda engines, drivers such as Niki Lauda, Alain Prost, and Ayrton Senna amassed seven Drivers' Championships alongside six Constructors' titles. The rivalry between Prost and Senna was particularly influential during , though it culminated in Prost's transfer to Ferrari. During this timeframe, Williams emerged as McLaren's primary adversary. By the mid-1990s, following Honda's departure and Senna's move to Williams, McLaren endured three consecutive seasons without victories. The introduction of Mercedes-Benz power units, West sponsorship, and designer Adrian Newey led to championship wins in and with Mika Häkkinen behind the wheel. Throughout the early 2000s, McLaren remained a leading competitor, highlighted by Lewis Hamilton securing the Drivers' Championship in 2008.
Ron Dennis stepped down as team principal in 2009, with Martin Whitmarsh succeeding him. After an underwhelming performance in 2013, Whitmarsh was replaced. That same year, McLaren announced a return to Honda engines beginning in 2015, reviving their partnership as McLaren Honda since their previous collaboration ended in 1992. In September 2017, McLaren arranged for Renault power units from 2018 through 2020 before reverting to Mercedes-Benz engines starting in 2021 with a contract extending at least until 2030. The team achieved its ninth Constructors' Championship—and first since 1998—during the 2024 season, equaling Williams as the joint second most successful constructor in F1 history.
McLaren made a comeback at the Indianapolis 500 in 2017 initially as a supporter before entering independently in 2019. In August that year, they formed a partnership with Arrow Schmidt Peterson Motorsports for full-time participation in the IndyCar Series under the name Arrow McLaren SP; McLaren acquired a controlling interest (75%) by 2021. The organization broadened its involvement into electric motorsport by joining Extreme E for the period from 2022 to 2024 and commencing competition in Formula E starting with the 2022–23 season.
History
Bruce McLaren Motor Racing was established in 1963 by New Zealander Bruce McLaren, who was a factory driver for the British Formula One outfit Cooper Car Company. With three Grand Prix victories and a runner-up finish in the World Championship, Bruce aimed to participate in the Australasian Tasman Series. When Cooper declined his request to utilize 2.5-litre engines permitted by Tasman regulations, he decided to create his own team. This new outfit would run both himself and teammate Timmy Mayer in specially modified Cooper vehicles.
Bruce secured the title in the 1964 Tasman Series, although tragedy struck when Mayer lost his life during practice for the final round at the Longford Circuit. Subsequently, Bruce joined forces with Teddy Mayer, who became the principal shareholder of Bruce McLaren Motor Racing Limited (BMMR), thereby solidifying the team’s commercial footing.
Registered under a British racing licence, the team operated from various locations: Feltham between 1963 and 1964, Colnbrook from 1965 until 1981, and has been based in Woking since 1981. Unlike many British teams that traditionally used racing green, Bruce McLaren’s cars featured distinctive color schemes—most notably the white-and-green McLaren M2B that competed at the 1966 Monaco Grand Prix and appeared in the film Grand Prix.
During this period, Bruce also took part in sports car events across the UK and North America and entered the 1965 Tasman Series with Phil Hill, though without achieving victory. Observing Cooper’s diminishing competitiveness, he opted to develop and race his own cars starting in 1966.
Early days (1966–1967)
The team made its Formula One debut at the 1966 Monaco Grand Prix with Bruce McLaren behind the wheel, making McLaren the second longest-standing active F1 team after Scuderia Ferrari. His race ended prematurely after nine laps due to an oil leak. The car, known as the McLaren M2B and designed by Robin Herd, struggled with underpowered and unreliable engines: initially a 3.0-litre Ford Indianapolis unit and a Serenissima V8 engine, which earned the team its first championship point at the 1966 British Grand Prix. For , Bruce transitioned to a BRM V12 powerplant but initially competed using a modified Formula Two chassis—the McLaren M4B—equipped with a 2.1-litre BRM V8. This was later succeeded by the McLaren M5A, fitted with the V12 engine. Neither model delivered notable results during this phase.
Ford-Cosworth DFV engines (1968–1982)
In , Bruce teamed up with fellow New Zealander and 1967 World Champion Denny Hulme. The introduction of the McLaren M7A powered by the Cosworth DFV engine marked a notable improvement in performance. Bruce secured victory at the Race of Champions held at Brands Hatch, while Hulme triumphed at the International Trophy in Silverstone, both being non-championship races. Bruce then achieved McLaren’s inaugural championship win at the Belgian Grand Prix. Hulme contributed further wins in Italy and Canada, aiding McLaren in securing second place in the Constructors' Championship. The 1969 season saw an upgraded M7C deliver three podium finishes for Bruce and a final career victory for Hulme at the Mexican Grand Prix. That year, McLaren also briefly tested four-wheel drive technology with the M9A but discontinued it after limited trials.
The season started strongly with Hulme and Bruce each claiming second-place finishes; however, Bruce tragically lost his life while testing a Can-Am vehicle mid-season. Following this, Teddy Mayer took over team leadership, with Hulme continuing alongside drivers Dan Gurney and Peter Gethin. Gurney won early Can-Am events before departing mid-year, after which Gethin took his place. Despite a promising beginning to , McLaren failed to register any wins. In 1972, Hulme won in South Africa, and together with Peter Revson, amassed ten podiums that helped McLaren finish third in the Constructors' standings. This year also marked Jody Scheckter’s debut with the team. Most drivers utilized Ford-Cosworth power units except Andrea de Adamich and Nanni Galli, who competed with Alfa Romeo engines in 1970.
The McLaren M23, crafted by Gordon Coppuck for , blended design features from earlier Formula One and Indianapolis cars and remained competitive over four seasons. Hulme claimed victory in Sweden, while Revson earned his only career wins in Britain and Canada. In , two-time world champion Emerson Fittipaldi joined McLaren’s roster. Hulme won the Argentine season opener; Fittipaldi captured wins in Brazil, Belgium, and Canada, narrowly edging out Ferrari’s Clay Regazzoni to claim the Drivers' Championship. Alongside Hulme and Mike Hailwood, Fittipaldi helped secure McLaren’s first Constructors' Championship title. The following year proved less fruitful: Fittipaldi finished runner-up to Niki Lauda, while Jochen Mass replaced Hulme and recorded a single victory in Spain.
At the close of 1975, Fittipaldi left to join his brother’s team. With leading drivers contracted elsewhere, Mayer signed James Hunt despite his controversial reputation. During , Lauda led the championship midseason but suffered a near-fatal crash that sidelined him for much of the remainder of the year. Hunt seized the opportunity with several wins and clinched the Drivers' Championship at a rain-soaked Japanese Grand Prix; however, McLaren fell short of Ferrari in the Constructors' battle.
In , the M23 was succeeded by the McLaren M26, with Gilles Villeneuve making a single appearance for McLaren. Hunt achieved three victories but ended fifth overall; Lauda once again dominated the season. As ground-effect Lotus cars surpassed McLaren’s traditional designs, performance declined further. Hunt was replaced by Ronnie Peterson in 1978; following Peterson’s fatal accident, John Watson joined the team. The 1979 campaign brought no significant progress—Coppuck’s M28 faced widespread criticism, and even after introducing the M29 later that year, McLaren finished eighth in the Constructors' Championship.
The early 1980s saw Alain Prost take over from Tambay, although results remained modest. Under mounting pressure from principal sponsor Philip Morris and executive John Hogan, Teddy Mayer orchestrated a merger between McLaren and Ron Dennis’s Project Four team, which was also backed by Philip Morris. Dennis introduced designer John Barnard, who pioneered carbon-fibre chassis technology influenced by BMW M1 race cars. With fresh investment from this merger, they developed the groundbreaking McLaren MP4/1 for , piloted by Watson and Andrea de Cesaris. Watson secured victory at that year’s British Grand Prix and followed up with several podium finishes. After merging operations, McLaren relocated to Woking, where Dennis eventually assumed full control as Mayer departed.
TAG-Porsche and Honda power units (1983–1992)
During the early 1980s, teams such as Renault, Ferrari, and Brabham transitioned from traditional 3.0-litre naturally aspirated engines to 1.5-litre turbocharged powerplants. Identifying the necessity for turbo technology, Dennis secured investment from Williams sponsor Techniques d'Avant Garde (TAG) to commission Porsche-built, TAG-branded turbo engines engineered by Barnard; TAG's founder Mansour Ojjeh later acquired shares in McLaren. Meanwhile, McLaren persisted with Cosworth engines, fielding drivers Lauda and Watson, who achieved two victories in 1982 and briefly held second place in the constructors' standings despite boycotting the San Marino Grand Prix.
Prost returned to McLaren in 1984, now equipped with TAG-Porsche turbo engines, which led to 12 wins and more than double the constructors' points of their closest competitor Ferrari. Lauda narrowly claimed the Drivers' Championship by a margin of half a point. In 1985, McLaren captured its third Constructors' Championship while Prost secured the Drivers' title. However, by 1986, Williams-Honda re-emerged strongly with Mansell and Piquet outperforming McLaren despite Prost’s victories that season and his second Drivers' Championship following a dramatic finale.
Barnard departed for Ferrari in 1987 and was succeeded by Steve Nichols. Although Prost and Johansson piloted the MP4/3 powered by TAG engines, they were outperformed by Williams-Honda. In 1988, Honda switched its engine supply to McLaren; encouraged by Prost, Dennis signed Ayrton Senna. The MP4/4 dominated the season with Senna and Prost winning 15 out of 16 races. Their rivalry reached a high point at the Portuguese Grand Prix, but Senna ultimately secured the Drivers' Championship.
With turbocharged engines banned in 1989, Honda introduced a 3.5-litre naturally aspirated V10 for McLaren’s MP4/5, once again securing both championships amid growing tensions between Senna and Prost. Prost left mid-season for Ferrari amid perceptions that Honda and Dennis favored Senna. The championship was controversially decided at the Japanese Grand Prix when Senna was disqualified following a collision with Prost.
By 1990, former McLaren staff at Ferrari intensified competition. McLaren retained Senna and Prost; Senna won the Drivers' Championship after a collision with Prost in Japan, while McLaren claimed the Constructors' title. In 1991, Senna repeated as champion despite increased challenge from Renault-powered Williams. However, in 1992, Williams’ technologically advanced FW14B ended McLaren’s four-year reign despite McLaren winning five races that season.
Ford, Lamborghini and Peugeot power units (1993–1994)
After Honda’s departure from Formula One at the close of 1992, McLaren searched for new engine partners. Following an unsuccessful attempt to secure Renault engines, McLaren ran customer Ford units throughout 1993. Ayrton Senna initially raced on a race-by-race basis before signing for the full season; he won five events including Monaco and the European Grand Prix. His teammate Michael Andretti struggled to score points and was replaced by Mika Häkkinen for the final rounds. Williams dominated both championships that year, while Senna transferred to Williams for 1994. The BBC documentary A Season With McLaren featured the team during this period.
Leading into 1994, McLaren trialed a Lamborghini V12 engine amid potential Chrysler ownership involvement but ultimately chose works Peugeot power units. Häkkinen and Martin Brundle secured eight podium finishes but no victories. Due to frequent engine failures and reliability issues costing potential wins, Peugeot was dropped after just one season in favor of a Mercedes-branded Ilmor-designed engine.
1995–2009: Official Mercedes works alliance
Beginning in 1995, McLaren concluded its partnership with Peugeot and initiated a comprehensive works alliance with Mercedes-Benz High Performance Engines. This collaboration featured custom-built power units by Ilmor Engineering in the UK, official Mercedes team vehicles, financial investment, and factory-level support from Daimler AG.
The 1995 MP4/10 proved uncompetitive; Nigel Mansell replaced Martin Brundle but departed after two races due to fitment complications, with Mark Blundell stepping in. Despite Williams' dominance throughout 1996, McLaren endured a third consecutive winless season. The drought ended in 1997 when David Coulthard triumphed at the Australian Grand Prix; both he and Mika Häkkinen secured multiple victories that year. Mid-season, designer Adrian Newey joined from Williams. Nonetheless, reliability setbacks prevented the team from converting improved speed into critical wins.
In 1997, Marlboro shifted sponsorship to Ferrari, prompting McLaren to adopt the West branding accompanied by a silver-gray-white-red color scheme that remained until 2017. Newey's design expertise combined with regulatory changes in 1998 allowed McLaren to mount a strong challenge. Häkkinen and Coulthard won five of the opening six races despite losing their "brake steer" system following Ferrari's protest. Häkkinen clinched the Drivers' Championship with victories in Luxembourg and Japan, while McLaren secured the Constructors' title. Häkkinen successfully defended his Drivers' Championship in 1999 but lost the Constructors' crown to Ferrari amid driver errors and mechanical failures.
The year 2000 saw McLaren win seven races but fall short of both championships as Ferrari prevailed; this was partly due to a ban on beryllium engine components which impacted Mercedes’ engine competitiveness. Häkkinen retired in 2001 and was succeeded by Kimi Räikkönen; that season, Coulthard outperformed Häkkinen for the first time. In 2002, Coulthard’s sole victory came at Monaco while Ferrari dominated with fifteen wins.
A promising start to 2003 was undermined by reliability issues with the MP4-18, forcing a return to an upgraded MP4-17 chassis. Räikkönen mounted a championship challenge but narrowly missed out by two points. The MP4-19 introduced in 2004 underdelivered until replaced mid-season by the MP4-19B; Räikkönen managed one victory as McLaren finished fifth in the Constructors' standings—their poorest result since 1983.
Juan Pablo Montoya joined alongside Räikkönen in 2005; together they amassed ten wins. However, problems with tyre heating and reliability cost several potential victories, allowing Renault’s Fernando Alonso to claim both titles. Reliability woes continued into 2006; Montoya departed mid-year following a collision with Räikkönen and was replaced by Pedro de la Rosa. Räikkönen left for Ferrari at the end of that season.
Analyst Steve Matchett attributed recent reliability struggles to organizational instability caused by logistical challenges associated with relocating to the McLaren Technology Centre, Adrian Newey’s aborted Jaguar move followed by his switch to Red Bull, departures among key deputies, and staffing changes at Ilmor.
In 2007, Fernando Alonso joined Lewis Hamilton at McLaren. Each driver secured four wins but internal friction developed as Alonso grappled with Hamilton’s rising competitiveness. Alonso received a penalty for impeding Hamilton during qualifying in Hungary, resulting in McLaren losing Constructors' points at that event. The team became embroiled in the "Spygate" controversy after being found in possession of Ferrari technical documents; as a consequence, McLaren was excluded from the Constructors' Championship and fined $100 million, though drivers retained their points. Hamilton led going into the final race but narrowly lost the Drivers' Championship to Kimi Räikkönen. Alonso departed by mutual agreement; Heikki Kovalainen took his place alongside Hamilton.
In 2008, Hamilton won five races and secured his maiden Drivers' Championship dramatically at Brazil despite controversies including a penalty at Belgium for cutting a chicane. Kovalainen earned one victory but finished seventh overall as Ferrari claimed the Constructors' title.
Ron Dennis retired ahead of the 2009 season, handing control to Martin Whitmarsh. The MP4-24 started off lacking pace, and early-season infractions led to McLaren receiving a three-race suspended ban for misleading race officials. Hamilton rebounded late in the campaign with wins in Hungary and Singapore.
Era of Complimentary Engines
During the 2010 season, McLaren ceased to be Mercedes' official works team following Mercedes' acquisition of the Brackley-based Brawn outfit, which had clinched the 2009 championships utilizing customer engines. Consequently, McLaren surrendered its exclusive access to Mercedes power units to support Brawn, shifting to a supplier-customer dynamic. Mercedes continued supplying engines free of charge to McLaren through 2012 while gradually divesting its 40% ownership stake over a two-year period. That year, McLaren signed 2009 titleholder Jenson Button to race alongside Lewis Hamilton. Button achieved victories in Australia and China; Hamilton triumphed in Turkey, Canada, and Belgium. Despite these successes, the MP4-25 was ultimately outperformed by Red Bull's RB6, leaving neither driver able to secure the championship.
In , Hamilton and Button maintained their partnership as teammates. Each driver claimed three wins—Hamilton at China, Germany, and Abu Dhabi; Button at Canada, Hungary, and Japan. Button ended the season as runner-up in the Drivers' Championship with 270 points behind Red Bull's Sebastian Vettel; Hamilton finished third with 227 points. McLaren earned second place in the Constructors' standings behind Red Bull. The year was marked by several incidents involving Hamilton, including multiple collisions with Felipe Massa.
The campaign started positively for McLaren: Button won in Australia while Hamilton secured third from pole position. Hamilton also took victory in Canada. However, performance waned significantly by mid-season at Silverstone where Hamilton finished eighth and Button tenth, as Red Bull and Ferrari dominated proceedings. Challenges included pit stop errors, difficulties for Button adapting to new Pirelli tyres, and reliability setbacks that cost crucial points at Singapore and Abu Dhabi—both races where Hamilton led before encountering issues. In Italy, a likely 1-2 finish slipped away when Button's car experienced fuel problems on lap 33.
Era of Paid Lease Engines
Sergio Pérez replaced Hamilton for , after Hamilton transferred to Mercedes. Nonetheless, from 2013 through 2014, McLaren’s relationship with Mercedes weakened as Mercedes concentrated on their factory team. Following eighteen seasons of bespoke free works engines, McLaren was compelled to pay an £8 million lease fee for their engine supply. The team's 2013 contender, the MP4-28, which debuted on 31 January 2013, struggled against leading competitors and failed to secure a podium finish for the first time since .
For , Kevin Magnussen took over from Pérez while Ron Dennis returned as CEO. McLaren was the earliest team to unveil their 2014 vehicle, the MP4-29, presented on 24 January 2014. The season proved largely disappointing; their top result occurred at the Australian GP, where Magnussen finished second following Daniel Ricciardo’s disqualification and Button claimed third place. Additionally, Button achieved fourth-place finishes at the Canadian, British, and Russian Grands Prix. The highest grid spot attained was Button’s third position in Britain.
Return to Honda power units (2015–2017)
In , McLaren terminated their engine partnership with Mercedes, reacquiring the 40% share previously held by Mercedes and reestablishing their historic collaboration with Honda. This agreement encompassed Honda providing power units, embedding technical personnel at McLaren’s Woking headquarters, offering comprehensive factory support, supplying official team vehicles, and delivering engines at no cost. The driver lineup featured Fernando Alonso and Jenson Button, while Kevin Magnussen was reassigned to a test driver role. Due to a concussion sustained during preseason testing, Alonso was unable to participate in the season-opening , with Magnussen stepping in as his substitute. Button finished 11th in Australia but was lapped twice by the leaders. Although initial challenges included reliability problems and underperforming Honda engines, the team’s competitiveness gradually increased—Button secured McLaren’s first points with a fourth-place finish at Monaco, followed by Alonso scoring points three races later in Britain. The season’s peak performance occurred at the Hungarian Grand Prix where Alonso finished fifth and Button ninth. After fluctuating results, Button achieved sixth place at the United States Grand Prix. Ultimately, McLaren concluded 2015 ranked ninth in the constructors' championship with a total of 27 points, marking their poorest finish since 1980.
For , McLaren maintained Alonso and Button as their drivers. Progress within the Honda partnership facilitated more frequent finishes inside the top ten. The season commenced with Alonso suffering rib fractures and a collapsed lung following an accident in Australia, causing him to miss Bahrain; Stoffel Vandoorne replaced him and scored a point on his debut. Points were secured at Russia (Alonso sixth, Button tenth) and Monaco, where Alonso defended against Mercedes’ Nico Rosberg for 46 laps to claim fifth place; Button contributed two points as well. Button’s highest finish was sixth at Austria after qualifying third amid variable conditions. Following a disappointing British Grand Prix, McLaren earned points in Hungary, Germany, Belgium, and equaled their Monaco tally with 12 points at the United States Grand Prix. Alonso and Button ended the year tenth and fifteenth respectively in the drivers' standings; McLaren achieved sixth position in the Constructors' Championship with 76 points. On 3 September 2016, Button announced he would take a sabbatical from Formula One for 2017 and subsequently retired later that year; Stoffel Vandoorne was promoted to become Alonso’s teammate.
In February 2017, McLaren incorporated Lando Norris into their Young Driver Programme.
Alonso opted out of the 2017 Monaco Grand Prix to participate in the Indianapolis 500; Button returned as his replacement for that event. McLaren finished the 2017 campaign ninth overall in the constructors' standings with 30 points.
Renault power units (2018–2020)
During the weekend of the 2017 Singapore Grand Prix, McLaren declared their decision to part ways with Honda following the conclusion of 2017 and secured a three-year customer agreement for Renault power units assembled by Mecachrome. Team principal Éric Boullier characterized the Honda partnership from 2015 to 2017 as a "complete disaster" damaging to their credibility. The season marked McLaren’s debut using Renault engines. Fernando Alonso and Stoffel Vandoorne remained as race drivers, while Lando Norris was appointed test and reserve driver.
At the 2018 Australian Grand Prix, Alonso finished fifth—the team's best result since Monaco in 2016—and set sights on challenging Red Bull Racing. Despite early point-scoring finishes, McLaren accumulated only 22 points across the subsequent 16 races, eight fewer than during the same period in 2017. Alonso announced his departure from Formula One at year-end and was succeeded by Carlos Sainz Jr., who signed a multi-year deal. Stoffel Vandoorne left after 2018, leading to Norris being elevated to race driver status. Qualifying performance remained problematic for McLaren, frequently resulting in early eliminations; they ended sixth in the constructors' championship with 62 points—357 points behind Red Bull.
The 2019 campaign brought improvements as McLaren consolidated their position as the leading team behind Mercedes, Ferrari, and Red Bull. At the Brazilian Grand Prix, Sainz secured McLaren's first podium since 2014 after Lewis Hamilton received a penalty that elevated Sainz to third place. The team concluded fourth in the constructors' standings with 145 points, outpacing Renault by 54 points.
McLaren retained Norris and Sainz for , which featured an abbreviated calendar of 18 races due to COVID-19 restrictions beginning in Austria. Norris earned his maiden podium finish by placing third at the Austrian Grand Prix. Sainz achieved second place at the Italian Grand Prix. The team finished third overall in the constructors' championship with a total of 202 points; Sainz ranked sixth and Norris ninth in the drivers' championship with 105 and 97 points respectively.
Renewed Partnership with Mercedes Engines (2021–Present)
In , McLaren reinstated their collaboration with Mercedes power units after concluding their alliance with Renault. Having previously partnered with Mercedes between 1995 and 2014, McLaren returned as a customer through a pay-lease arrangement. Daniel Ricciardo joined forces with Lando Norris on a multi-year contract, succeeding Carlos Sainz, who transferred to Ferrari. Within the initial nine races, the team clinched three podium finishes—all credited to Norris—including a one-two result at the 2021 Italian Grand Prix. This event marked Ricciardo’s first victory since 2018 and McLaren’s first triumph since 2012. Norris also secured the team’s inaugural hybrid-era pole position at the 2021 Russian Grand Prix, although adverse weather and strategic challenges thwarted a race win. Ultimately, McLaren concluded the season fourth in the constructors’ championship, trailing Ferrari.
For the following year, McLaren retained both Norris and Ricciardo. However, Ricciardo was sidelined from pre-season testing owing to a COVID-19 infection, which limited his preparation. Both drivers encountered difficulties during the Bahrain Grand Prix opener, failing to advance to Q3 and finishing 14th and 15th respectively. Norris earned a podium spot at the 2022 Emilia Romagna Grand Prix, but the team endured multiple setbacks, including a double retirement in São Paulo caused by electrical failures and collisions. Ricciardo’s performance lagged behind Norris’s pace, prompting speculation regarding his future; although he initially committed through 2023, his contract was mutually terminated in August 2022. Oscar Piastri replaced him for 2023 after McLaren prevailed in a contractual dispute with Alpine. The team wrapped up the season ranked fifth in the constructors’ standings.
The 2023 season commemorated McLaren’s 60th year in Formula One, featuring the McLaren MCL60 car model. Early difficulties led to structural changes within the technical department, including replacing Technical Director James Key with a Technical Executive Team headed by Peter Prodomou (Aerodynamics), David Sanchez (Car Concept and Performance), and Neil Houdly (Engineering and Design), with Rob Marshall slated to join in 2024. After failing to score points in the opening two rounds, Norris and Piastri finished sixth and eighth respectively at the unpredictable Australian Grand Prix, where Piastri claimed his first F1 points.
Performance enhancements introduced mid-season at the Austrian and Singapore Grands Prix elevated competitiveness, resulting in Norris’s first podium since 2021 and Piastri’s maiden podium finish in Japan. Piastri also secured victory in McLaren’s inaugural sprint race at Qatar; during that weekend, the team set a new Formula One record for the fastest pit stop at 1.80 seconds. Prior to the Abu Dhabi Grand Prix, McLaren extended its engine supply agreement with Mercedes through 2030. Despite initial challenges, McLaren ended the year fourth in the Constructors’ Championship, while Norris and Piastri placed sixth and ninth respectively in the Drivers’ standings.
2024: Achieving Constructors' Championship Glory
Building upon the MCL60’s progress and a fourth-place finish in 2023, McLaren leveraged increased testing opportunities ahead of the season. Retaining drivers Lando Norris and Oscar Piastri, the team appointed David Sanchez from Ferrari to spearhead development alongside Peter Prodromou and Neil Houldey before Rob Marshall assumed leadership of development operations. The MCL38 launched as the third-fastest contender behind Ferrari’s SF-24, excelling particularly in qualifying despite Ferrari demonstrating superior tyre management.
A major upgrade unveiled at the Grand Prix enabled Norris to claim his first Formula One victory by overtaking Verstappen on track, validating the upgrade’s effectiveness across varying conditions. This performance surge surpassed expectations and triggered an internal review. By , the MCL38 had established itself as the fastest car on circuit. Season highlights included a one-two finish at , marking McLaren’s first since 2021, alongside further gains from a mid-season upgrade at , where Norris triumphed by over 27 seconds ahead of Verstappen.
Piastri’s win at propelled McLaren to lead the World Constructors' Championship for the first time since . The campaign culminated with Norris securing victory in Abu Dhabi, clinching McLaren’s first World Constructors' Championship title since 1998.
Following their Constructors' Championship success in 2024, McLaren faced reduced testing allowances in 2025 but entered as strong favourites to defend their crown. The MCL39, fully developed under Rob Marshall’s supervision, incorporated numerous technical advancements over its predecessor. Demonstrating immediate dominance, it consistently achieved podium finishes and amassed eleven wins across fourteen races—five secured by Norris and six by Piastri—fueling an intense intra-team championship battle.
The driver pairing achieved seven one-two finishes across China, Miami, Spain, Austria, Great Britain, Belgium, and Hungary. Notably, McLaren recorded four consecutive one-two results beginning in Austria—their longest streak since Mercedes’ run of five straight victories—underscoring McLaren’s sustained competitiveness and strategic prowess within Formula One’s elite championship contest.
Can-Am
The M1 marked McLaren's initial fully engineered and constructed vehicle, equipped with a small-block Oldsmobile engine, and quickly achieved success under the guidance of Bruce McLaren. This model competed in both North American and European events during 1964, including various sports car races and the United States Road Racing Championship. The M1A prototype from 1965 developed into the production Elva M1A, succeeded by the M1B (Mk2) for late-season North American competitions. For the first Can-Am Series in 1966, McLaren launched the M3, piloted by Bruce and Chris Amon, alongside customer entries; although they led two contests, no victories were earned, with John Surtees securing the championship in a Lola T70.
In 1967, designer Robin Herd created the Chevrolet V8-powered M6A, benefiting from delays in McLaren’s Formula One program that allowed greater focus on Can-Am development. Denny Hulme joined Bruce as co-driver, winning five out of six races and clinching the championship—setting a dominant trend for the following four years. The 1968 season featured the new M8 winning four events; privateer McLarens captured two additional victories, with Hulme taking the overall title. In 1969, McLaren achieved complete dominance by winning all 11 races with the M8B; Hulme secured five wins while Bruce claimed six, earning the Drivers' Championship. Starting in 1969, customer teams campaigned the McLaren M12—the customer variant of the M8—including a version modified by Jim Hall.
McLaren’s success in Can-Am generated substantial prize earnings and income from customer car sales, providing crucial financial backing for its expanding Formula One program.
After Bruce McLaren’s fatal accident testing the 1970 M8D, Dan Gurney and later Peter Gethin took over driving duties; they won two and one races respectively, while Hulme achieved six victories to secure another championship. During this period, private teams ran older M3Bs and M12s. In 1971, McLaren defended its position against 1969 world champion Jackie Stewart in a Lola T260 by winning eight races, with Peter Revson capturing the title. Hulme won three Can-Am events in 1972; however, the McLaren M20 was outperformed by Porsche 917/10s driven by Mark Donohue and George Follmer. Confronted with Porsche’s superior resources, McLaren withdrew from Can-Am after 1972 to concentrate solely on open-wheel racing. By the conclusion of the original Can-Am series in 1974, McLaren held the record as its most successful constructor with 43 victories.
USAC (1970–1979)
McLaren made its debut in the United States Auto Club (USAC) Indianapolis 500 in 1970, backed by tyre supplier Goodyear, aiming to challenge Firestone's prevailing dominance. Fielding the M15 chassis, Bruce McLaren, Chris Amon, and Denny Hulme initially entered; however, after Amon withdrew and Hulme suffered injury, Peter Revson and Carl Williams stepped in, finishing seventh and retiring respectively. The team also participated in other significant USAC events that season.
In 1971, McLaren introduced the M16 model, which driver Mark Donohue lauded as superior to its rivals. At that year’s Indianapolis 500, Revson earned pole position and finished second; Donohue later won the 1972 race driving a privately entered Team Penske M16B. Johnny Rutherford joined McLaren in 1973, securing pole but finishing ninth after Revson crashed out. McLaren celebrated its first Indianapolis 500 victory in 1974 with Rutherford behind the wheel, followed by a second-place finish in 1975 and another win in 1976. The M16 underwent development during these years before being succeeded by the M24 in 1977. Despite continuing to claim USAC race victories, McLaren concluded its USAC participation after 1979 to focus exclusively on Formula One competition.
2017 and 2019 Indianapolis 500
On 12 April 2017, McLaren declared its entry into the 2017 Indianapolis 500, fielding Formula One driver Fernando Alonso in a Honda-powered McLaren-branded Andretti Autosport IndyCar. Alonso qualified in fifth place and led for 27 laps during his debut race. Unfortunately, he retired due to engine failure while running seventh with just 21 laps remaining, ultimately finishing 24th. Despite the mechanical issues, his impressive performance received widespread acclaim.
McLaren confirmed on 10 November 2018 that it would return for the 2019 Indianapolis 500, this time with Alonso driving a Chevrolet-powered car. However, after encountering mechanical difficulties and suffering a major crash during practice sessions, the team was unable to qualify for the race.
Full season (2020–)
In August 2019, McLaren announced its commitment to compete full-time in the 2020 IndyCar Series by partnering with Arrow Schmidt Peterson Motorsports to create Arrow McLaren SP.
Zak Brown explained that McLaren’s involvement in IndyCar was intended to enhance brand visibility and promote its American sponsors within a North American-centered racing series, while also applying its engineering strengths in a domain absent of Formula One competitors. This collaboration followed less fruitful previous attempts with Andretti Autosport and Carlin at the Indianapolis 500. Additionally, the acquisition of the series by Roger Penske bolstered confidence in its future stability.
By August 2021, McLaren Racing had acquired a majority ownership stake of 75% in the team, completing the deal by the end of that year; financial details were not disclosed.
The 2022 season marked McLaren’s first full campaign under its ownership. Patricio O'Ward and Felix Rosenqvist returned as full-time drivers, while Juan Pablo Montoya participated part-time in the No. 6 car for select races including the Indianapolis 500. O'Ward and Rosenqvist delivered the team’s best-ever results at Indianapolis, finishing second and fourth respectively. The team expanded further by signing Alexander Rossi for a third full-time seat beginning in 2023.
In 2023, Rossi joined as a full-time driver alongside O’Ward and Rosenqvist. That year also saw the departure of team president Taylor Kiel, with management duties divided between General Manager Brian Barnhart—who transitioned from Andretti Autosport along with Rossi—and Racing Director Gavin Ward. To commemorate McLaren’s 60th anniversary, special liveries celebrating their Triple Crown achievements were showcased at the 2023 Indianapolis 500.
For the 2024 season, Rosenqvist transferred to Meyer Shank Racing, and David Malukas from Dale Coyne Racing took his place. Following an early-season wrist injury that caused Malukas to miss initial events, he was released from the team and succeeded by Théo Pourchaire.
Electric racing
Neom serves as McLaren's title partner for their electric motorsport initiative known as NEOM McLaren Electric Racing.
Extreme E (2022–2024)
In June 2021, McLaren announced its entry into Extreme E starting with the 2022 season, deploying personnel distinct from its Formula One operations. Drivers Tanner Foust and Emma Gilmour—McLaren’s first female factory driver—led the squad. Originally competing under the name McLaren XE, the team rebranded as NEOM McLaren Extreme E Team following sponsorship agreements. They achieved their inaugural podium by finishing second at the 2022 Energy X-Prix, marking Gilmour as McLaren’s first female driver to reach a podium finish. The team concluded the season fifth in the Teams' Championship standings.
For the 2023 campaign, Foust and Gilmour remained as drivers. The team secured another podium with second place at Round 4’s Hydro X-Prix. During Round 7, Gilmour suffered injuries and was substituted by reserve driver Tamara Molinaro for Rounds 7 and 8. After sustaining severe damage to their spare vehicle in a crash, McLaren withdrew from Round 8—the first-ever withdrawal in Extreme E history. Hedda Hosås took over driving duties for the final rounds as Gilmour continued her recovery. The team finished eighth overall in the championship. At season’s end, McLaren announced that both Foust and Gilmour would be departing.
Ahead of the 2024 season, McLaren signed Cristina Gutiérrez and Mattias Ekström from Team X44 and Sainz XE Team respectively. The team earned a podium finish by placing second at Round 1’s Desert X-Prix. On 6 September, Extreme E canceled its Sardinia and Phoenix rounds due to preparations for transitioning to Extreme H in 2025.
Formula E (2023–2025)
In December 2020, Zak Brown revealed McLaren's intention to join Formula E following the conclusion of their battery supplier agreement. By January 2021, McLaren had secured an option to enter the series for the 2022 season. In May 2022, McLaren purchased the Mercedes-EQ Formula E Team and made their championship debut in the 2022–23 season under the name NEOM McLaren Formula E Team, employing Nissan’s electric powertrain. The team signed drivers René Rast and Jake Hughes.
McLaren’s first race in Formula E took place at the 2023 Mexico City ePrix, where Hughes finished fifth while Rast retired due to a collision. At the 2023 Diriyah ePrix, Hughes narrowly missed out on pole position but claimed McLaren’s inaugural pole in the second race, with Rast securing the team’s first podium finish. Hughes was later awarded pole position at the Monaco ePrix and finished fifth, whereas Rast encountered difficulties with collisions. The team ended the season ranked eighth in the Teams' Championship standings.
In August 2023, Hughes extended his contract while Rast left the team, replaced by Sam Bird for the 2023–24 campaign. Bird earned McLaren’s first victory in electric racing at the 2024 São Paulo ePrix. When Bird sustained a hand injury at Monaco, reserve driver Taylor Barnard stepped in, becoming both the youngest starter in an ePrix and subsequently the youngest points scorer at the Berlin ePrix. Following Hughes’ transfer to Maserati MSG Racing, Barnard was promoted to a full-time seat for 2024–25.
Barnard secured his first podium at the 2024 São Paulo ePrix, setting a record as the youngest podium finisher. He followed this with another podium and achieved the youngest pole position at the 2025 Jeddah ePrix. Despite strong showings, outright victories narrowly eluded him.
In April 2025, McLaren declared its withdrawal from Formula E after completing the 2024–25 season to concentrate efforts on World Endurance Championship development. Unable to find a buyer, the team was ultimately disbanded and its entry returned to Formula E. The final event saw a double retirement at the 2025 London ePrix; McLaren finished sixth in the Teams' Championship while Barnard achieved fourth place in the Drivers' standings—the highest ever for a McLaren driver.
World Endurance Championship (from 2027)
During 2021, McLaren assessed regulations for LMH/LMDh and GTP classes as potential avenues for future competition in both the FIA World Endurance Championship (WEC) Hypercar category and IMSA WeatherTech SportsCar Championship’s GTP class. On June 19, 2024, CEO Zak Brown announced plans for McLaren to enter the Hypercar category under LMDh regulations starting with the 2027 season.
On April 10, 2025, McLaren confirmed its WEC Hypercar program commencing in 2027 under LMDh rules. Operating as McLaren United AS, the outfit will collaborate with Brown’s United Autosports organization, appointing James Barclay as team principal. Additionally, McLaren United will partner with Dallara for chassis supply.
Customer racing
Alongside its factory squad, McLaren has long provided racing cars to customer teams. Early models included Formula Two, hillclimb, Formula 5000, and sports prototypes produced for customers; due to manufacturing capacity constraints, production was subcontracted to Trojan. Trojan also constructed customer Can-Am M6 and M8 cars while ex-factory vehicles were sold to private entrants—at times making up half of some race grids. Journalist Mark Hughes notes that Trojan built more than 220 McLarens. During the late 1960s and 1970s in USAC and Formula One competition, numerous teams ran McLaren machinery. A notable example is a rebuilt 1972 M8F transformed into the Group C C8 in 1982, though it achieved limited success.
In the mid-1990s, McLaren Automotive developed a racing variant of its F1 road car—the F1 GTR—which won both the 1995 24 Hours of Le Mans and titles in the BPR Global GT Series in 1995 and 1996. A GT3 version of the MP4-12C debuted in 2011 within VLN and ADAC GT Masters series through collaboration with CRS Racing. This model was succeeded by GT3 versions of the McLaren 650S and later the 720S; additionally, a GT4-specification McLaren 570S was introduced.
In 2022, McLaren Automotive unveiled a new GT4 car based on the Artura platform alongside an unrestricted Artura Trophy designed for a proposed one-make championship.
In October 2023, CEO Zak Brown announced that McLaren would compete in LMGT3 class at the 2024 24 Hours of Le Mans via United Autosports as its customer team. They also revealed plans to enter IMSA’s GT Daytona Pro (GTD Pro) category with Pfaff Motorsports fielding customer entries—both campaigns utilizing the McLaren 720S GT3 Evo. The following month confirmed participation in LMGT3 within the 2024 FIA World Endurance Championship alongside United Autosports collaboration.
Characteristics
The majority ownership of McLaren Racing lies with the McLaren Group, which sold a 15% stake to the American investment firm MSP Sports Capital in 2020, increasing this share to 33% by 2022. Prior to this, the Group held full ownership of the team.
Ownership and management
Following the passing of Bruce McLaren in 1970, leadership of the team was assumed by Teddy Mayer. In 1981, McLaren merged with Ron Dennis' Project Four Racing, resulting in Dennis becoming the team principal and eventually acquiring full control by buying out the original shareholders. In 1983, Mansour Ojjeh obtained a 50% share through his TAG Group. DaimlerChrysler (now known as Daimler AG) entered the partnership in 2000, acquiring a 40% stake after supplying engines for five years. Dennis and Ojjeh each held onto 30%, but in 2007, they sold half of their shares to Bahrain’s sovereign wealth fund, Mumtalakat Holding Company. Although Daimler considered taking complete ownership, it instead purchased Brawn GP in 2009 and subsequently sold its McLaren shares back in 2010.
Ron Dennis stepped down from his roles as CEO and team principal in 2009, with Martin Whitmarsh taking over. After a disappointing performance in 2013, Dennis returned as CEO in 2014 but was removed by Ojjeh in 2016 and divested his shares by 2017. Upon returning, Dennis eliminated the team principal position and appointed Éric Boullier as racing director. Following Dennis’ departure, Zak Brown was appointed Group executive director with a focus on Formula One operations. In response to ongoing challenges, Brown became McLaren Racing’s CEO in 2018; that same year, Boullier resigned and his responsibilities were divided between Gil de Ferran as sporting director and Andrea Stella as performance director. In May 2019, Andreas Seidl joined as team principal; he left in December 2022 to become CEO at Sauber, with Stella promoted to team principal thereafter.
Since 2004, McLaren Racing has been based at the McLaren Technology Centre located in Woking, England. This facility boasts state-of-the-art features such as a wind tunnel and a top-tier driving simulator. Additionally, the team manages the McLaren Young Driver Programme, which had eight active drivers under contract as of July 2024.
Politics
McLaren’s interactions with Formula One’s regulatory authorities—including the FIA and its predecessor FISA—as well as with commercial rights holders have often been contentious. During the early 1980s, McLaren was part of the Formula One Constructors Association (FOCA) alongside other teams that clashed with FISA and manufacturers Alfa Romeo, Renault, and Ferrari over control of the sport during the FISA-FOCA war. This dispute featured threats of establishing a breakaway championship and race boycotts before being resolved through the revenue-sharing Concorde Agreement. Subsequent agreements were reached in 1987 and again in 1992. In 1996, McLaren once more contested terms with Bernie Ecclestone’s organization but eventually signed a new decade-long contract in 1998. Similar tensions re-emerged during the mid-2000s when McLaren and Mercedes threatened to form an alternative series before agreeing to another Concorde Agreement in 2009. A significant episode occurred in 2007 when McLaren faced exclusion from the Constructors' Championship and a $100 million penalty following an espionage scandal involving confidential Ferrari information. More recent agreements signed in 2013 and 2021 have seen McLaren adopt a more conciliatory stance.
Sponsorship, naming, and livery
Initially known as Bruce McLaren Motor Racing, the team’s vehicles sported a white-and-green color scheme inspired by the film Grand Prix. Between and , an orange livery was consistently applied across Formula One, the Indianapolis 500, and the Can-Am series. Following the relaxation of commercial sponsorship regulations in , Yardley cosmetics became McLaren’s inaugural title sponsor in , which led to a predominantly white paint scheme. Beginning in , Philip Morris entered as a sponsor via Marlboro, introducing a red-and-white branding that persisted until , representing one of Formula One’s longest-standing sponsorships.
In , Marlboro shifted its support to Ferrari, while Reemtsma’s West cigarette brand took over as McLaren’s primary sponsor, bringing a silver and black livery to the team. This partnership concluded due to the EU tobacco advertising ban implemented in mid-2005. By , McLaren competed without a title sponsor under the name Team McLaren Mercedes, updating their colors with red highlights and chrome silver tones.
Starting in , Vodafone secured a seven-year title sponsorship agreement, rebranding the squad as Vodafone McLaren Mercedes. This relationship ended after the 2013 season amid controversies such as the decision to continue racing during Bahrain’s civil unrest. Although Diageo’s Johnnie Walker proposed becoming the title sponsor, chairman Ron Dennis declined the offer due to financial considerations.
By 2015, McLaren lost TAG Heuer sponsorship to Red Bull Racing and replaced it with Richard Mille from onwards. During their engine collaboration with Honda between 2015 and 2017, the team competed as McLaren Honda. Since 2018, they have raced under the name McLaren F1 Team, with CEO Zak Brown choosing not to sell naming rights in order to preserve brand integrity while still pursuing major sponsorship deals.
Historically, McLaren vehicles were named starting with "M" followed by a number; after the 1981 merger, car names adopted the "MP4/x" format—originally standing for "Marlboro Project 4," later changed to "McLaren Project 4". Following Ron Dennis’ departure in 2017, cars have been designated with "MCL" plus a number. The team has also embraced its traditional orange "papaya" livery since that time.
In , British American Tobacco (BAT) initiated a global partnership promoting its alternative products Vuse and Velo. Despite some controversy regarding tobacco affiliations, BAT became a principal partner by late 2019 and extended its involvement to McLaren’s IndyCar Team. In April 2024, BAT further expanded its partnership to encompass McLaren’s Formula E Team.
In July 2020, McLaren revealed a multi-year strategic alliance with Gulf Oil International as the preferred lubricant supplier for McLaren Automotive, featuring Gulf branding on the 2021 Monaco Grand Prix livery.
Cryptocurrency exchange OKX joined as a primary partner in May 2022; this agreement was expanded in March 2023 to increase car branding and support for McLaren’s Shadow esports division. In May 2025, Banca Transilvania also signed on as a principal partner.
To commemorate its 60th anniversary in 2023, McLaren introduced a special "Triple Crown" livery that blended design elements from three legendary winning cars for the Monaco and Spanish Grands Prix. The sister Arrow McLaren IndyCar outfit adopted similar liveries for the Indianapolis 500. At the 2023 British Grand Prix, McLaren returned to a chrome finish reminiscent of its Vodafone era, backed by key partner Google Chrome. Later that season at Singapore and Japan races, they employed a mainly black "Stealth Mode" livery featuring OKX branding. For the Abu Dhabi Grand Prix, collaboration with Vuse resulted in an updated papaya-themed design incorporating abstract shapes inspired by nature.
The MCL39 maintained much of its predecessor’s styling in line with team tradition aimed at preserving livery consistency during successful periods.
Race cars
McLaren, as a manufacturer, has participated in numerous high-profile racing events with vehicles designed internally, most prominently in Formula One. By 2025, notable exceptions to their in-house chassis construction include the Arrow McLaren IndyCar squad employing Dallara frames—initially the IR-12, later augmented by the IR-18—alongside McLaren's Extreme E team utilizing the Spark Odyssey 21 and their Formula E outfit running the Formula E Gen3 cars powered by Nissan engines.
At present, McLaren focuses solely on producing Formula One cars. Their most acclaimed F1 vehicle remains the McLaren MP4/4, launched in , regarded as one of the most formidable machines ever built. Piloted by Ayrton Senna and Alain Prost, it secured wins and pole positions in every race except one.
| Year | Car | Image | Category |
|---|---|---|---|
| 1962 | Zerex Special | USAC Road Racing Championship | |
| 1963 | McLaren M1A | Group 7 | |
| McLaren M1B | Group 7 | ||
| McLaren M1C | Group 7 | ||
| 1965 | McLaren M3 | Formula Libre | |
| 1966 | McLaren M2B | Formula One | |
| 1967 | McLaren M4A | Formula Two | |
| McLaren M4B | Formula One | ||
| McLaren M5A | Formula One | ||
| McLaren M6A | Group 7 | ||
| 1968 | McLaren M6B | Group 7 | |
| McLaren M7A | Formula One | ||
| McLaren M8A | Group 7 |
Formula One results
- Percentage of Constructors' Championships won:
- Percentage of Drivers' Championships won:
- Victory rate:
... [Subsequent entries proceed similarly, with compression applied only where feasible without omitting essential details] ...
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5.
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33.
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33.
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Germany Jochen Mass
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Drivers' Title Winners
A total of seven McLaren drivers have collectively earned twelve Drivers' Championships:
- Emerson Fittipaldi ()
- James Hunt ()
- Niki Lauda ()
- Alain Prost (, , )
- Ayrton Senna (, , )
- Mika Häkkinen (, )
- Lewis Hamilton ()
Esports
- Current season underway
Esports Drivers' Champions
Lucas Blakeley claimed the Formula One Esports Drivers' Championship representing McLaren Shadow in 2022.
Full F1 Esports Series Performance
(Legend) (bold signifies pole position; italics denote fastest lap)
... ... ... ...| Year | Drivers | 1 | 2 | 3 | 4 | 5 | 6 | 7 | 8 | 9 | 10 | 11 | 12 | Points | Constructors' Championship Position |
|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|
| 2018 |
Baku City Circuit (AZE) |
Circuit Paul Ricard (FRA) |
Silverstone Circuit (GBR) |
Hockenheimring (GER) |
Circuit of the Americas (USA) |
Yas Marina Circuit (ABU) |
101 | 4th | |||||||
| Template:Country data NLDTemplate:Namespace detect showall Bono Huis | 10 | 7 | 4 | 8 | 10 | 14 |
style="background:#DFFFDF" |9 style="background:#DFDFDF" |2 |
||||||||
| Template:Country data ITATemplate:Namespace detect showall Enzo Bonito |
style="background:#CFCFFFF" |16 style="background:#DFFFDF" |6 style="background:#DFFFDF" |10 style="background:#CFCFFF" |18 style="background:#CFCFFF" |18 style="background:#CFCFFF" |12 style="background:#CFCFFF" |18 style="background:#DFFFDF" |8 style="background:#DFFFDF" |4 |
||||||||||||||
| 2019 |
Baku City Circuit (AZE) |
Red Bull Ring (RBR) |
Silverstone Circuit (GBR) |
Hockenheimring (GER) |
Circuit of the Americas (USA) |
105 | 6th | ||||||||
| 330 | 1st | ||||||||||||||
| 83 | 6th | ||||||||||||||
| 107 | 7th |
- Season ongoing
American Open-Wheel Racing Performance
(legend)
| Results in American Open-Wheel Racing | |||||||||||||||||||||||||||||||||||||
|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|
| Year | Chassis | Engine | Tires | Drivers | 1 | 2 | 3 | 4 | 5 | 6 | 7 | 8 | 9 | 10 | 11 | 12 | 13 | 14 | 15 | 16 | 17 | 18 | |||||||||||||||
| 1970 | McLaren M15 | Offenhauser 159 I4 t | Template:Goodyear | PHX1 | SON | TRE1 | INDY | MIL1 | LAN | CDR | MIC | IRP | SPR | MIL2 | ONT | DQSF | ISF | SED | TRE2 | SAC | PHX2 | ||||||||||||||||
| Template:Country data NZLTemplate:Namespace detect showall Chris Amon | DNQ |
- |
United States Peter Revson | 22 | 8 | ||||||||||||||||||||||||||||||||
- Partnered with Andretti Autosport.
- Partnered with Arrow Schmidt Peterson Motorsports.
- Partnered with Hendrick Motorsports.
Victories
| # | Season | Date | Sanctioning Body | Circuit / Event | Car No. | Winning Driver | Chassis | Engine | Tire Brand | Starting Position | Laps Led |
|---|---|---|---|---|---|---|---|---|---|---|---|
| 1 | 1973 | 26 August | USAC | Ontario 500 Qualifying Heat #2 (O) | '7' | United States Johnny Rutherford | McLaren M16C | Offenhauser | Goodyear Tire and Rubber Company Goodyear | 'Pole' | '21' |
| '2' | 16 September | USAC | Michigan International Speedway Twin 125s Race #2 (O) | '7' | Template:Flagicon USA Johnny Rutherford (2) | McLaren M16C | Offenhauser | Goodyear | '2' | '49' | |
| '3' | 1974 USAC Championship Car season | 3 March | USAC | Ontario 500 Qualifying Heat #2 (O) | '3' | Template:Flagicon USA Johnny Rutherford (3) | McLaren M16C | Offenhauser | Goodyear | 'Pole' | '4' |
| '4' | 26 May | USAC | 1974 Indianapolis 500 (O) | '3' | Template:Flagicon USA Johnny Rutherford (4) | McLaren M16C | Offenhauser | Goodyear | 25 | 122 | |
| '5' | 9 June | USAC | ABC Supply Wisconsin 250 at Milwaukee Mile (O) | '3' | Template:Flagicon USA Johnny Rutherford (5) | McLaren M16C | Offenhauser | Goodyear | 2 | 58 | |
| '6' | 30 June | USAC | Pocono Raceway Pocono 500 (O) | '3' | Template:Flagicon USA Johnny Rutherford (6) | McLaren M16C | Offenhauser | Goodyear | 25 | 122 | |
| 7 | rowspan=2 1975 USAC Championship Car season | 16 March | USAC | Desert Diamond West Valley Phoenix Grand Prix (O) | 2 | Template:Flagicon USA Johnny Rutherford (7) | McLaren M16C | Offenhauser | Goodyear | 2 | 97 |
| NC | 27 April | USAC | Trenton Speedway (O) | 2 | Template:Flagicon USA Johnny Rutherford | McLaren M16C | Offenhauser | Goodyear | 2 | 69 | |
| 8 | rowspan=3 1976 USAC Championship Car season | 2 May | USAC | Trenton International Speedway (O) | 2 | Template:Flagicon USA Johnny Rutherford (8) | McLaren M16C | Offenhauser | Goodyear | 2 | 60 |
| 9 | 30 May | USAC | 1976 Indianapolis 500 (O) | 2 | Template:Flagicon USA Johnny Rutherford (9) | McLaren M16E | Offenhauser | Goodyear
'Pole' '48' | |||
| 10 | 31 October | USAC | Texas World Speedway (O)
'2' Template:Flagicon USA Johnny Rutherford (10) McLaren M16E Offenhauser Goodyear '6' | ||||||||
| 11 | rowspan=4 1977 USAC Championship Car season | 27 March | USAC | Phoenix International Raceway (O)
'2' Template:Flagicon USA Johnny Rutherford (11) McLaren McLaren M24 Cosworth DFX V8t Goodyear 'Pole' '51' | |||||||
| 12 | 12 June | USAC | Milwaukee Mile (O)
'2' Template:Flagicon USA Johnny Rutherford (12) McLaren M24 Cosworth DFX V8t Goodyear '2' '103' | ||||||||
| 13 | 31 July | USAC | Texas World Speedway (O)
'2' Template:Flagicon USA Johnny Rutherford (13) McLaren M24 Cosworth DFX V8t Goodyear '2' '81' | ||||||||
| 14 | 21 August | USAC | Milwaukee Mile (O)
'2' Template:Flagicon USA Johnny Rutherford (14) McLaren M24 Cosworth DFX V8t Goodyear '3' '29' | ||||||||
| 15 | rowspan=2 1978 USAC Championship Car season | 16 July | USAC | Michigan International Speedway (O)
'4' Template:Flagicon USA Johnny Rutherford (15) McLaren M24B Cosworth DFX V8t Goodyear '2' '53' | |||||||
| 16 | 28 October | USAC | Phoenix International Raceway (O)
'4' Template:Flagicon USA Johnny Rutherford (16) McLaren M24B Cosworth DFX V8t Goodyear '3' '67' | ||||||||
| 17 | rowspan=2 1979 SCCA/CART Indy Car Series | 22 April | Champ Car | 1979 Gould Twin Dixie 125 Atlanta Motor Speedway Race #1 (O) | '4' | Template:Flagicon USA Johnny Rutherford (17) | McLaren M24B | Cosworth DFX V8t | Goodyear | 'Pole' | '30' |
| 18 | 22 April | CART | Atlanta Motor Speedway Race #2 (O) | '4' | Template:Flagicon USA Johnny Rutherford (18) | McLaren M24B | Cosworth DFX V8t | Goodyear | 'Pole' | '61' | |
| 19 | rowspan=2 2021 IndyCar Series | 2 May | IndyCar | Texas Motor Speedway (O) | '5' | Template:Flagicon MEX Patricio O'Ward | [Dallara DW12 UAK18]] Dallara UAK18 | [Chevrolet IndyCar V6 Turbocharged engine]] Chevrolet IndyCar V6 Turbocharged engine | [Firestone Tire and Rubber Company] Firestone tires | '4' | '25' |
| rowspan=2 2022 IndyCar Series
1 May IndyCar Indy Grand Prix of Alabama 5 Template:Flagicon Mexico Patricio O’Ward (3) Dallara UAK18 Chevrolet IndyCar V6 Turbocharged engine Firestone 2 27 | |||||||||||
| rowspan=3 2024 IndyCar Series
10 March IndyCar Firestone Grand Prix of St. Petersburg 5 Template:Flagicon Mexico Patricio O’Ward (5) Dallara UAK18 Chevrolet IndyCar V6 Turbocharged engine Firestone 3 - | |||||||||||
| 2025 IndyCar Series
12 July IndyCar Iowa Speedway Race #1 (O) 5 Template:Flagicon Mexico Patricio O’Ward (8) Dallara UAK18 Chevrolet IndyCar V6 Turbocharged engine Firestone 5 33 |
Competition Overview
Summary of Racing Performance
| Year | Championship | Events Contested | Victories | Podiums | B/Qual. | S/S | Points Accumulated | Final Standing | |
|---|---|---|---|---|---|---|---|---|---|
| 2022 | Extreme E | 5 | 0 | 1 | 0 | 1 | 52 | 5th | |
| 2023 | Extreme E | 10 | 0 | 1 | 0 | 0 | 68 | 8th | |
| 2024 | Extreme E | 4 | 0 | 1 | 0 | 0 | 46 | 5th | |
| Overall Totals | 19 | 0 | 3 | 0 | 1 | 166 | |||
Full Extreme E Results
(Events in bold denote best qualifiers; events in italics indicate fastest super sector)
2023||NEOM McLaren Extreme E Team|| bgcolor="#dfffdf"|6|| bgcolor="#dfffdf"|7|| bgcolor="#dfffdf"|8|| bgcolor="#dfdfdf"|2|| bgcolor="#dfffdf"|7|| bgcolor="#dfffdf"|9|| bgcolor="#dfffdf"|10|| DNS|| bgcolor="#dfffdf"|4|| bgcolor="#dfffdf"|5||68||8th 2024||NEOM McLaren Extreme E Team|| bgcolor="#dfdfdf"|2|| bgcolor="#dfffdf"|5|| bgcolor="#dfffdf"|8|| bgcolor="#dfffdf"|5|||||||||||46||5th| Year | Team Entry | Event 1 | Event 2 | Event 3 | Event 4 | Event 5 | Event 6 | Event 7 | Event 8 | Event 9 | Event 10 | Total Points | Overall Position |
|---|---|---|---|---|---|---|---|---|---|---|---|---|---|
| 2022 | McLaren XE / NEOM McLaren Extreme E Team |
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52 | 5th |
Formula E Performance
| Season | Car Model | Power Unit | Tire Supplier | Car Number | Competitors | 1 | 2 | 3 | 4 | 5 | 6 | 7 | 8 | 9 | 10 | 11 | 12 | 13 | 14 | 15 | 16 | Total Points | Teams' Championship Rank |
|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|
| NEOM McLaren Formula E Team | |||||||||||||||||||||||
| 2022–23 | Formula E Gen3 | Nissan e-4ORCE 04 | Template:Hankook | MEX | DRH | HYD | CAP | SAP | BER | MCO | JKT | POR | RME | LDN | 88 | 8th | |||||||
| 5 | Template:Country data GBRTemplate:Namespace detect showall Jake Hughes | 5th | 8th | 5th | Retired | 10th | 8th | Retired | 18th | 5th | 10th | Retired | 18th | Did Not Start | 11th | '10th' | 19th | ||||||
| 58 | Germany René Rast | Retired | 5th | 3rd | Retired | 4th | 9th | 17th | 13th | 17th | 15th | 15th | 14th | Retired | 13th | 14th | 12th | ||||||
Bibliography
- All Formula One World Championship results are sourced from Formula1.com, managed by Formula One Administration.
External links
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- Renault in Formula One
- Porsche in motorsport
- Alfa Romeo in Formula One
- Peugeot
- Pages with reference errors