The Following Mercedes-Benz SLR McLaren Isn鈥檛 Like That

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Mercedes-Benz SLR McLaren - Mercedes Benz All Models

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How to build a McLaren supercar

× Top stories from the August 27 issueIndustry Events JOBS +MORE You are here: Home??? Manufacturing??? The VIP entrance to the McLaren Production Center

McLaren Automotive builds its high-dollar supercars in an unusual building in bucolic southern England.

Unlike the typical sprawling auto plant that can be seen for miles, the McLaren Production Center is partially underground. The two-story, 371,354-square-foot building is part of a Norman Foster-designed campus that includes McLaren's glass-walled, semicircular headquarters building and a lake. The lake is not just for aesthetics — the water is used to cool the building and an on-site wind tunnel used for r&d.

A worker joins a carbon-fiber tub to a vehicle chassis.

The first thing one notices on entering the cavernous production center, accessible via tunnel, is the lack of whirring robots and conveyor belts typically associated with auto manufacturing.

McLaren engines await new homes.

"When [former CEO] Ron Dennis first thought of the technology center, he wanted a building that would showcase McLaren — very calm, very quiet, very efficient, very focused," brand ambassador Amanda McLaren told Automotive News during a tour of the plant in Woking, England. "This building is based on those same principles."

A team brings a chassis, powertrain and body together.

Automation is not ideal for McLaren's highly custom, low-volume manufacturing. Super Series models alone have about 4.5 million variations. McLaren builds cars as they are ordered. That means the production line could have a 540C followed by a 720S followed by a 570S Spider.

Body shells are prepared to be hand-painted.

"Robots are incredibly good at doing the same thing over and over and over," said McLaren, daughter of company founder and Formula One driver Bruce McLaren. "It would be very hard for them to cope with the variety on our production line."

A McLaren Senna awaits rear bodywork.

All parts in a McLaren are sourced from suppliers with the Woking plant handling assembly. All vehicles are hand-painted.

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Every McLaren starts out as a 175-pound carbon-fiber tub, made by Mubea Carbo Tech of Salzburg, Austria. McLaren will bring tub production in-house once it opens its Sheffield, Eng-land, plant next year.

"All cars start off as a spider (convertible), and then we bond the roof structure on if we want a coupe," McLaren said.

Vehicles receive end-of-the-line quality checks.

The plant operates in two shifts with a daily production capacity of about 20 cars. Over about 15 days, a 570 will move through more than 50 stations on a wheeled trolley, where wiring, powertrain and the interior are added. Employees work at stations on multiple cars, rather than following the same car through assembly. McLaren's Sports Series and Super Series models follow the same line through the building. The $1 million flagship Senna model gets its own special line.

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McLaren Automotive plans hybrid conversion by 2025

Mike Flewitt: "I'm not against SUVs. They are just not what McLaren does."

WEST SUSSEX, England — McLaren Automotive is planning a powertrain transformation. The British automaker, synonymous with throaty V-8s, is in the early days of exploring a full-electric vehicle that could arrive by 2025. It is part of an ambitious plan to convert McLaren's sports car and supercar fleet to hybrids by 2025 as the auto industry prepares for tighter emission standards around the world.

During last month's Goodwood Festival of Speed here, McLaren CEO Mike Flewitt, 56, spoke with Staff Reporter Urvaksh Karkaria about the automaker's electrification plans and global expansion outlook.

Q: What's moving McLaren toward an all-hybrid fleet and eventually an all- electric supercar?

A: China is very aggressive about emission standards. The world is going in that direction. I think legislation will drive us in that direction, and we need to be ready. The only way we can meet emission standards at the performance we want is to be hybrid. There's no other way.

As it stands at the moment, we don't think the battery technology will be ready until 2025 to give us what we want in terms of performance. A McLaren EV has got to be usable. It shouldn't be that we offer a powertrain solution that compromises. It won't just be lower emissions, it'll be a better sports car. We've set ourselves half an hour full-on track use. You need to be able to do that without recharge, and when you come in and recharge it needs to recharge in 30 minutes.

Lamborghini has entered the white-hot crossover/SUV market. Why is McLaren against going down that path?

I'm not against SUVs. They are just not what McLaren does.

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An SUV is hugely expensive to do. We wouldn't have the shared engineering that you need to have the kind of business model that supports what we do.

When we decide to do a product there are three simple tests: It has to be right for the brand and right for the customer base, we've got to have the technology to do the best car in class and we've got to make money.

An SUV starts to reduce the purity of the brand as a supercar driver's brand. Secondly, we don't have the technology. Can you imagine from a standing start if we wanted to go out and do a better car than a Range Rover, or a Cayenne — the billions we'd have to invest? Third, therefore, is we wouldn't make any money. So it doesn't tick any box.

McLaren will launch a successor to the P1, its gasoline-electric hybrid hypercar introduced five years ago. What can we expect from the new vehicle?

The P1 shocked the world. It was a 900-horsepower car, light, lots of aero, incredibly compelling to drive. I think it was a huge step over anything that was there.

The P1 successor has got to be significant again. I think it'll come from a combination of things — driving dynamics, software controls, powertrain technology.

We are going to want a lightweight, high-performance, super aero-car that's going to do things only race cars could do in the past. And also be a great car to drive on-road.

McLaren built about 3,300 vehicles last year, and plans call for producing 6,000 a year in 2025. What's driving the increased production?

Our cars are always going to be very exclusive products. If you looked at how many cars we sell in the U.S. and the U.K., that isn't going to change. What is changing is that a lot of new markets are opening. We're selling cars into markets that you didn't sell sup-er-cars to 10-15 years ago.

A few years ago, when we announced the P1, we sold 38 cars in China. That market has changed dramatically. Our growth in Asia, apart from China, has been superb. Taiwan is one of our best markets. Thailand is doing well. Korea has been a huge success since we went in there. We're having a study done on India and Russia right now about market size, about the access to the market.

In India, you've certainly got enough high-net-worth individuals and enough car enthusiasts. What you don't have there is a road structure for really enjoying these cars.

North America is McLaren's largest market, accounting for about 35 percent of sales. What effect might the Trump administration's proposed 25 percent tariff on auto imports have on McLaren as a low-volume luxury automaker?

I am probably more worried today about the threat of tariffs into North America than I am about Brexit. My goal in life is completely free trade. What happens when you see tariff duties change is the market tends to stop while it understands what's happing, to digest what the new world is. I don't want that interruption in our business.

In the initial phase, we'll probably have to absorb some of the tariff-related price increase, so it harms our profitability. We've got to see what happens with competitors. We've got to see what happens with any negotiation that comes after it and then determine what the right course is. Inevitably, some of the price increase will flow through consumers eventually.

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