Eighteen months after merging with Forseven under Abu Dhabi ownership, McLaren has shown its plan: fewer cars to protect values, an SUV for new buyers, and an end date for the 750S in 2027. Here's what that means if you own one or want one.
For most of the 18 months after its takeover, McLaren said very little. Since August it has said a lot: a manual-gearbox concept called the McL 6GT for 2028, a £500 million investment from its owner, a new factory, its own engines for the first time and a confirmed SUV. Underneath all of it is a simpler change that matters more to owners. McLaren is building fewer cars, on purpose.
Abu Dhabi's CYVN Holdings, since renamed L'Imad, bought McLaren Automotive from Bahrain's sovereign wealth fund, Mumtalakat, and merged it with Forseven, a British EV start-up, in April 2025 (The Guardian, MotorTrend). Forseven's boss, Nick Collins, a Ford and JLR veteran, became CEO. Michael Leiters, McLaren's CEO at the time, left and now runs Porsche, Autocar reports. Mumtalakat still controls McLaren Racing, the Formula One team, which has won the last two constructors' titles. The road-car company and the team are separate businesses.
The paperwork is still being finished. A contract filed with Nio's annual report shows Forseven's business being moved into McLaren Automotive, after which Forseven is expected to be dissolved, with McLaren taking over Forseven's technology license from the Chinese EV maker (SEC filing). According to CAR magazine, the new owners paid off McLaren's bond debt and have promised £1.5 billion of investment. McLaren lost a combined £1.6 billion from 2020 to 2024.
McLaren set out the details at a September 16 press conference in Woking, covered by Road & Track, The Guardian, evo and CAR:
The reports disagree on one point: what the SUV is made of. Straughan told Road & Track McLaren isn't committed to carbon fiber yet and would use aluminum if carbon doesn't work at that size. evo reported he confirmed a carbon platform. We'd treat it as undecided until McLaren shows the car. The figures on current sales also differ: CAR puts McLaren at about 2,000 cars a year, while The Guardian quotes Straughan at about 3,000. Either way, it's far below the record 4,806 McLaren sold in 2018.
The most interesting car is the one with the smallest commitment. Shown at Monterey Car Week in August, the McL 6GT is a carbon-bodied, mid-engined V8 concept with a six-speed manual driving the rear wheels, the first manual McLaren since the F1, according to MotorTrend. It's a nod to Bruce McLaren's unbuilt M6GT road car from the late 1960s. evo reports it's planned for production in 2028 as a limited run. McLaren hasn't given displacement, power or price.
The current range is getting old, and the first big piece is now on its way out. On October 8 McLaren confirmed it is taking final orders for the 750S, with production ending in 2027, a decade after the 720S it grew out of arrived (Autocar, Car and Driver, evo). Autocar puts UK prices from around £250,000. The platform's send-off is the 788HS launched in July, of which McLaren's MSO division will build 200, priced from £450,000 in the UK (Autocar). evo expects the GTS to leave production as early as spring 2027, and notes the Artura was first shown in 2019. Collins has promised a new model, including special editions, every six months, CAR reports.
McLaren hasn't said what replaces the 750S, and the reports don't agree on timing. Car and Driver says McLaren is reportedly working on a hybrid twin-turbo V6 coupe of about 810 horsepower, priced around $315,000, to be unveiled next year. Car Dealer Magazine expects the reveal in 2028, which would leave a gap between the last 750S and its replacement, and autoevolution reports the rumored P34 codename and a 2028 model year. Treat the V6, the power figure and the price as reported, not confirmed. Separate early-October spy photos from Michigan of an Artura-shaped mule with a revised rear are covered in our P34 / Artura LT spy story.
This is the part that matters to owners. Collins told CAR that McLaren stopped pushing cars into dealers that the market didn't want.
We immediately realigned our production to the underlying demand, so that there's always more demand than there is availability. That is underpinning residual values for customers.
— Nick Collins, McLaren CEO, to CAR magazine
As CAR points out, new luxury-brand bosses often say this and later give in to the need for volume. The difference here is an owner with no quarterly earnings calls and, in Collins' words, the freedom to 'act in the long term interests of the business.'
Used McLarens are the softest of the brands we track right now. In the week to October 11, McLaren asks were down about 1.6% after adjusting for model mix, against about 0.7% for Ferrari and roughly flat for Lamborghini. About one in five McLarens listed in both weeks (58 of 281) was cut, typically by about $4,000.
The 765LT is where the cuts are biggest. Dealers have been trimming in round $50,000 steps. Between October 6 and 9 we logged seven same-car cuts of $48,000 to $80,000 on coupes and Spiders, including three 2022 765LT Spiders in Dallas, Las Vegas and the Palm Springs area on a single day, and two 2021 coupes in Portland and southwest Florida cut $50,000 each. On October 11 we tracked 20 765LT coupes with a middle ask of about $745,000 and 21 Spiders at about $850,000. That's well above the $700,999 a 6,000-mile 765LT Spider sold for on Bring a Trailer in September.
The Artura is softer still. A 2025 Artura Spider in Scottsdale was cut from $310,208 to $239,991 on October 8. Middle Artura asks sit near $185,000 for coupes (46 cars) and $255,000 for Spiders (18). The 750S is around $350,000 for coupes and $370,000 for Spiders.
At the very top, the brand is as strong as ever. A 1996 McLaren F1 GTR sold for $34.66 million at RM Sotheby's Monterey sale in August, a record for any British car at auction (RM Sotheby's). The problem is the supply of recent cars, not the name. UK-built cars pay a 10% US tariff within the UK's annual quota, lower than the 15% on EU-built rivals (Suspension tariff tracker).
McLaren's new owners are doing the right things in the right order: fix the factory, match supply to demand, then add the SUV that pays the bills. Lamborghini proved the model. CAR notes the Urus made up almost three-quarters of Lamborghini's sales last year.
The risk is time and money. A bespoke SUV platform, two engine families and a new factory is a lot for a company selling 2,000 to 3,000 cars a year, and CAR is right that Aston Martin's experience with the DBX shows how expensive going it alone can be. Until the new cars arrive, McLaren is selling an aging 750S and Artura into a soft used market.
The supply discipline is real, and it's the best news for McLaren owners in years. But it protects the value of new cars. It doesn't fix 765LT asks that were set in a stronger market.
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