McLaren Engines Explained: M838T, M840T, M630 and MHP-8

The history of McLaren engines is far more complicated than simply describing them as a succession of increasingly powerful V8s.

McLaren road cars have used naturally aspirated V12 and V10 engines, several generations of twin-turbocharged V8s, and increasingly sophisticated hybrid V6 and V8 powertrains. More importantly, the engineering philosophy behind these engines has changed significantly as requirements for power density, throttle response, packaging, emissions, cooling and electrification have evolved.

The original McLaren F1 used a naturally aspirated BMW Motorsport V12. The modern McLaren Automotive era began with the 3.8-litre M838T twin-turbo V8, progressed into the 4.0-litre M840T family, moved to an all-new 120-degree M630 V6 hybrid architecture with the Artura, and has now reached the new MHP-8 V8 hybrid generation used by the McLaren W1.

These engines are related by philosophy, but they are not simply different calibrations of the same basic design.

Understanding the differences is particularly important when servicing, diagnosing or tuning a McLaren because oil control, turbocharger operation, thermal management, fuelling, boost control and increasingly high-voltage hybrid systems are integral parts of the complete powertrain.

The Evolution of McLaren Road-Car Engines

The development of McLaren's road-car powertrains can broadly be divided into four engineering eras:

Naturally aspirated performance – represented most famously by the BMW Motorsport V12 of the McLaren F1.

Twin-turbo V8 performance – beginning with the M838T family and progressing into the larger M840T generation.

Performance hybridisation – initially demonstrated by the P1 and Speedtail, where electric assistance supplemented an existing V8 architecture.

Hybrid-first powertrain architecture – represented by the M630 Artura V6 and the new MHP-8 V8 used by the W1.

This evolution is important because electrification in a McLaren is not simply about fuel economy. Electric torque can also be used to improve transient response, fill gaps in combustion-engine torque delivery and allow the complete powertrain to operate differently from a conventional turbocharged engine.

McLaren F1 Engine – The BMW Motorsport S70/2 V12

The McLaren F1 is the important exception to the modern McLaren engine lineage.

Its engine was not developed as an M838 or M840 predecessor. McLaren selected BMW Motorsport to create the naturally aspirated V12 required for Gordon Murray's uncompromising road-car concept. McLaren itself continues to describe the F1's V12 as being built by BMW Motorsport.

The resulting S70/2 was a 6.1-litre naturally aspirated V12 designed around exceptionally immediate throttle response, high engine speed and linear power delivery.

There were no turbochargers and therefore no requirement to wait for exhaust energy to accelerate a turbine before substantial additional airflow could be produced.

That direct relationship between throttle position, airflow and combustion torque remains one of the principal attractions of a large-capacity naturally aspirated engine.

Why the McLaren F1 Used a Naturally Aspirated V12

Natural aspiration offered several advantages for the F1's intended use:

Immediate throttle response.

Predictable torque delivery.

No turbocharger thermal load.

No boost-control system.

Exceptional refinement for a high-output engine.

A distinctive high-rpm intake and exhaust character.

The disadvantages are equally clear. Generating very high power without forced induction generally requires greater displacement, higher engine speed, or both. A twelve-cylinder engine also occupies considerable physical space and carries a larger component count than a smaller boosted engine.

McLaren's later road cars would approach the power-to-weight problem very differently.

M838T – The Engine That Started the Modern McLaren Era

The M838T established the basic powertrain philosophy of McLaren Automotive when the MP4-12C entered production.

It is a 3,799 cc, 90-degree twin-turbocharged V8 using double overhead camshafts, four valves per cylinder and dry-sump lubrication.

Later-production 12C specifications were rated at 625 PS and 600 Nm. McLaren's own specification confirms the 3,799 cc displacement, twin-turbocharging and dry-sump architecture.

This engine represented a major philosophical shift from the F1.

Rather than obtaining power primarily through displacement and atmospheric airflow, the M838 family used turbocharging to increase the mass of air entering the cylinders.

More oxygen allows more fuel to be burned efficiently during each combustion event, dramatically increasing torque and specific power.

Why McLaren Used Twin Turbochargers

A V8 naturally divides into two cylinder banks, making a twin-turbo layout a logical solution.

Each turbocharger can be supplied by one side of the engine, reducing exhaust manifold complexity and allowing smaller turbochargers to be used compared with one very large unit.

Smaller turbine and compressor assemblies generally have lower rotational inertia, which helps transient response.

However, turbocharging introduces additional engineering problems:

Compressor outlet temperature rises with boost pressure.

Exhaust gas temperature increases under sustained load.

Turbocharger bearings require controlled lubrication.

Charge-air temperature must be managed.

Wastegate control becomes critical.

Cooling-system capacity becomes increasingly important.

Knock control and fuel quality become more significant as cylinder pressure rises.

A modern McLaren turbo engine is therefore as much a thermal-management system as it is a combustion engine.

M838TE – Sports Series Applications

The 3.8-litre architecture was subsequently adapted for McLaren's Sports Series.

The 570S, for example, uses a 90-degree 3.8-litre twin-turbo V8 producing 570 PS and 600 Nm. McLaren specifies dry-sump lubrication and a seven-speed Seamless Shift Gearbox.

The more extreme 600LT used the M838TE derivative producing 600 PS and 620 Nm, according to McLaren's own vehicle documentation.

The important point is that identical displacement does not mean identical engine specification.

Differences in calibration, turbocharger control, intake and exhaust systems, cooling strategy and supporting hardware allow McLaren to create substantially different performance characteristics from engines belonging to the same broader family.

M838TL – The 675LT Engine

The 675LT received a particularly extensively developed version of the 3.8-litre V8.

McLaren identifies this engine specifically as the M838TL.

The re-engineered twin-turbo V8 produces 675 PS and 700 Nm, demonstrating how far the original 3.8-litre architecture could be developed while maintaining its fundamental capacity.

The 675LT is therefore an excellent example of why referring to every 3.8-litre McLaren simply as an "M838T" loses important technical information.

Engine suffixes can identify substantially different applications and development levels.

McLaren P1 – M838-Based V8 Hybrid Performance

The McLaren P1 represented another major step because combustion and electric propulsion were combined primarily to improve performance.

Its 3.8-litre twin-turbo V8 was paired with an electric motor, producing a combined 916 PS and 900 Nm.

The electric system was particularly important for transient response.

An electric motor can produce significant torque almost instantaneously, while a turbocharged engine requires airflow and exhaust energy to build before maximum boost can be produced.

Electric torque can therefore supplement the combustion engine during that transient period.

This technique is commonly called torque fill.

The result is a powertrain that retains the high specific output of turbocharging while using electrification to improve response. McLaren describes the P1 as using hybrid power specifically to deliver instant torque and combine two power sources into one performance system.

M840T – McLaren's 4.0-Litre Twin-Turbo V8 Generation

The next major evolution arrived with the M840T family.

Capacity increased from 3,799 cc to 3,994 cc, but the engine remained a compact 90-degree twin-turbocharged V8 using dry-sump lubrication.

The M840T generation became the foundation for cars including the 720S and numerous higher-performance derivatives.

The 720S produces 720 PS and 770 Nm from its 4.0-litre twin-turbo V8.

The current 750S raises this to 750 PS and 800 Nm, using a 90-degree 4.0-litre V8 with twin electrically actuated twin-scroll turbochargers and dry-sump lubrication.

Flat-Plane V8 Architecture

Modern McLaren V8s use a flat-plane crankshaft configuration.

A flat-plane V8 differs fundamentally from the cross-plane V8 arrangement familiar from many American and luxury-performance engines.

The crankshaft geometry allows a lighter, lower-inertia rotating assembly and more favourable exhaust pulse sequencing for high-performance applications.

This is particularly valuable in a turbocharged engine because consistent exhaust pulse energy can assist turbine operation.

The compromise is vibration.

A flat-plane V8 has less favourable second-order vibration characteristics than a conventional cross-plane V8, so engine structure, mounting and vehicle NVH control must be designed accordingly.

For a supercar engine prioritising response, engine speed, exhaust flow and low rotational inertia, the compromise is often worthwhile.

McLaren 750S – Evolution Rather Than Replacement

The 750S demonstrates that meaningful engine development does not always require an entirely new architecture.

McLaren retained the fundamental 4.0-litre V8 concept but changed components and calibration to produce 750 PS and 800 Nm.

McLaren also shortened the final-drive ratio by approximately 15 percent compared with the 720S, improving in-gear acceleration even though this is technically a transmission rather than an engine change.

This illustrates an important principle in performance engineering:

The driver's perception of engine performance depends on the complete powertrain, not merely peak horsepower.

Throttle calibration, gear ratios, turbo response, torque management, ignition strategy and transmission shift control all influence how quickly a car responds.

Senna, 765LT and Elva – Extreme M840-Based Applications

McLaren pushed its 4.0-litre V8 architecture considerably further in its track-focused models.

The road-legal Senna produces 800 PS and 800 Nm from a 3,994 cc twin-turbocharged V8.

The open-cockpit Elva develops 815 PS and 800 Nm, again from a 3,994 cc twin-turbo V8 with dry-sump lubrication.

These outputs show the flexibility of the 4.0-litre architecture, but increasing performance inevitably increases thermal demand.

More boost and airflow increase:

Cylinder pressure.

Exhaust temperature.

Piston and ring loading.

Turbocharger shaft speed.

Fuel-flow demand.

Charge-air heat rejection.

Engine-oil temperature.

Coolant-system load.

This is why simply increasing boost pressure without understanding the complete thermal and fuelling system is poor tuning practice on any high-output McLaren.

McLaren GT and GTS – A Different Use of the 4.0 V8

Not every McLaren V8 application is intended to deliver maximum possible output.

The current GTS uses a 4.0-litre twin-turbocharged V8 producing 635 PS and 630 Nm, paired with a seven-speed SSG transmission.

Its calibration reflects a different vehicle mission from the Senna or 750S.

Powertrain engineering is not simply a competition to produce the highest number.

Throttle progression, low-speed drivability, heat rejection, noise, durability, transmission calibration and intended duty cycle all influence the final specification.

Speedtail – High-Speed Hybrid V8 Engineering

The Speedtail combined a 4.0-litre twin-turbocharged V8 with electric assistance in a parallel hybrid configuration.

McLaren quotes 1,070 PS and 1,150 Nm, with a maximum speed of 403 km/h.

Where the P1 used hybridisation heavily around track-focused response, the Speedtail powertrain formed part of a vehicle engineered around extremely high-speed aerodynamic efficiency and sustained acceleration.

Again, the same broad concept—turbocharged combustion plus electrical assistance—can be optimised for a completely different use case.

M630 – McLaren Artura 120-Degree V6 Hybrid Engine

The Artura marked one of the largest powertrain changes in modern McLaren history.

Instead of continuing to modify the existing V8 architecture, McLaren developed an all-new 3.0-litre 120-degree twin-turbocharged V6 hybrid powertrain.

The current Artura produces 700 PS and 720 Nm combined.

The electric motor is an axial-flux design, while energy is stored in a refrigerant-cooled 7.4 kWh lithium-ion battery. McLaren specifies twin electrically actuated turbochargers and dry-sump lubrication.

Why Does the Artura V6 Have a 120-Degree Bank Angle?

The unusually wide 120-degree bank angle is a major part of the M630's engineering.

A wider V-angle allows the complete engine to sit lower, helping reduce powertrain centre of gravity.

It also creates substantial space between the cylinder banks.

McLaren places the turbocharging hardware inside this region, creating what is commonly called a hot-V configuration.

Advantages of the 120-Degree Hot-V Layout

Lower overall engine height.

Compact turbocharger installation.

Shorter exhaust paths between cylinder heads and turbines.

Potentially faster turbocharger response.

Compact longitudinal packaging.

Space to integrate the electric motor and hybrid transmission.

Engineering Compromises

Greater engine width.

Very high thermal concentration within the V.

Complex heat shielding.

Demanding oil and coolant management.

Tight packaging around turbocharger components.

The M630 is therefore not simply an M840T with two cylinders removed.

It is a fundamentally different engine architecture designed around the requirements of a hybrid supercar.

The Artura Axial-Flux Electric Motor

The Artura's electric motor is particularly important from a packaging perspective.

An axial-flux motor can achieve very high torque and power density in a relatively short axial package.

That is useful when the motor must be integrated between an internal-combustion engine and transmission without excessively increasing overall powertrain length.

The motor provides up to 95 PS and 225 Nm, while the complete system currently produces 700 PS and 720 Nm.

Another interesting consequence of this architecture is reverse operation.

The Artura uses E-Reverse, meaning the electric motor moves the car backwards rather than requiring a conventional mechanical reverse gear in the transmission. McLaren's Artura specification identifies the transmission as an eight-speed SSG with E-Reverse.

Removing the conventional reverse gear helps offset some of the packaging and weight introduced by hybridisation.

MHP-8 – The New McLaren W1 V8 Hybrid Engine

The MHP-8 represents the next generation of McLaren V8 technology.

Unlike another heavily developed M840 derivative, McLaren describes the MHP-8 as an all-new, ground-up V8 design.

It is a 4.0-litre 90-degree twin-turbocharged V8 developed from the beginning to operate as part of a high-performance hybrid powertrain.

McLaren also confirms that it uses both port and direct fuel injection.

Combined with the W1's E-module, the system produces:

1,275 PS

1,340 Nm

Power is transmitted through an eight-speed dual-clutch transmission with E-Reverse.

McLaren Design and Ricardo Manufacturing

There is an important distinction here that is frequently reported incorrectly.

Ricardo manufactures McLaren engines, but that does not automatically mean Ricardo designed the engine.

For the new generation V8, Ricardo specifically states that the engine was designed in-house by McLaren's powertrain team, while Ricardo manufactures and supplies the power unit.

Ricardo has manufactured McLaren series-production powertrains since the 12C programme and has produced tens of thousands of McLaren engines at Shoreham-by-Sea in the United Kingdom.

This is the technically correct way to describe the relationship:

McLaren develops and specifies the powertrain; Ricardo is McLaren's specialist engine manufacturing partner.

McLaren Solus GT – The Naturally Aspirated V10 Exception

The Solus GT sits outside the normal McLaren road-car engine families.

It uses a 5.2-litre naturally aspirated V10 and is a track-only vehicle rather than a conventional road car.

The engine produces more than 840 PS, generates approximately 650 Nm of torque and revs beyond 10,000 rpm.

Unlike the road-car V8 and V6 installations, the Solus uses the engine as a stressed structural component.

That is pure motorsport practice.

Instead of the engine simply sitting in a chassis, parts of the rear suspension and transmission structure can use the powertrain as part of the vehicle's load path.

The Solus also employs motorsport-oriented features including gear-driven camshafts and individual barrel throttles.

Its purpose is therefore completely different from the Artura, GTS or 750S.

Why McLaren Uses Dry-Sump Lubrication

One engineering feature appears repeatedly throughout modern McLaren engines: dry-sump lubrication.

A conventional wet-sump engine stores most of its oil in a sump beneath the crankshaft.

A dry-sump engine instead uses scavenging pumps to remove oil from the crankcase and supply it to a separate reservoir.

Advantages of Dry-Sump Lubrication

More reliable lubrication during sustained lateral acceleration.

Reduced risk of oil starvation under heavy braking and acceleration.

Improved crankcase oil control.

Potential reduction in engine mounting height.

Reduced crankshaft windage losses.

Better control of oil aeration.

For a McLaren that may experience prolonged high-g cornering on circuit, these advantages are significant.

The disadvantages are extra pumps, hoses, reservoirs, sealing points and more complex oil-level procedures.

That complexity is precisely why correct McLaren oil-service procedures matter.

Thermal Management – The Hidden Limitation of McLaren Engine Performance

Peak horsepower receives most of the attention, but temperature is often the real limiting factor in a high-performance turbo engine.

Increasing boost pressure produces more power, but simultaneously increases heat throughout the system.

A McLaren powertrain must control:

Engine coolant temperature.

Engine-oil temperature.

Charge-air temperature.

Turbocharger temperature.

Exhaust gas temperature.

Transmission temperature.

On hybrid cars, battery and electric-motor temperature.

A car can produce excellent power during one short dyno run while being unable to sustain the same output during repeated track use.

That distinction is critical.

For performance tuning, repeatable power is considerably more valuable than one impressive peak dyno figure.

Why Intake Air Temperature Matters

Compressing air increases its temperature.

Hotter intake air is less dense and also increases the tendency for abnormal combustion or knock.

Modern engine management can respond by reducing ignition advance, boost pressure or torque request.

The driver may therefore experience reduced performance even when no warning light appears.

A technically correct McLaren diagnosis should therefore consider not only boost pressure but also:

Requested versus actual boost.

Intake and charge-air temperature.

Ignition correction.

Lambda.

Fuel pressure.

Wastegate control.

Coolant temperature.

Oil temperature.

Torque intervention.

Knock activity.

Simply reading fault codes is not enough to understand a modern high-performance McLaren powertrain.

McLaren Engine Tuning – Why Calibration Must Be Treated as a System

A McLaren ECU calibration cannot safely be approached as a simple increase in boost pressure.

The engine management system coordinates torque request, throttle angle, ignition timing, fuelling, turbocharger control, gearbox torque limits and multiple component-protection strategies.

Increasing one parameter without understanding the others can create excessive:

Cylinder pressure.

Turbocharger speed.

Exhaust temperature.

Fuel-system demand.

Transmission load.

Knock sensitivity.

Cooling-system demand.

This becomes even more complex in P1, Speedtail, Artura and W1-type hybrid systems because combustion torque must also interact with electric torque.

Professional calibration therefore requires accurate datalogging and an understanding of the complete powertrain rather than chasing a headline horsepower number.

McLaren Engine Types – Quick Technical Summary

BMW S70/2

6.1-litre naturally aspirated V12.

Used in the McLaren F1.

BMW Motorsport-developed.

Designed around throttle response, linearity and naturally aspirated performance.

M838T Family

3,799 cc 90-degree twin-turbo V8.

Dry-sump lubrication.

Modern McLaren series-production engine architecture beginning with the 12C.

Applications include the 12C and later 3.8-litre McLaren models.

M838TE

Sports Series derivative.

Used in applications including the 600LT, where it produces 600 PS and 620 Nm.

M838TL

Extensively developed Longtail derivative.

Used in the 675LT.

675 PS and 700 Nm.

M838-Based P1 Hybrid

3.8-litre twin-turbo V8 combined with electric assistance.

916 PS and 900 Nm combined.

Performance hybrid focused strongly on response and torque fill.

M840T Family

3,994 cc 90-degree twin-turbo V8.

Used across the 720S generation and numerous derivatives.

Current 750S specification: 750 PS and 800 Nm.

M630

2,993 cc 120-degree twin-turbo V6 hybrid architecture.

Used in the Artura and Artura Spider.

Axial-flux electric motor and 7.4 kWh battery.

Current combined output: 700 PS and 720 Nm.

MHP-8

All-new 4.0-litre twin-turbo V8 developed for hybrid operation.

Used in the McLaren W1.

Combined system output: 1,275 PS and 1,340 Nm.

Eight-speed dual-clutch transmission with E-Reverse.

Solus GT V10

5.2-litre naturally aspirated V10.

More than 840 PS.

Over 10,000 rpm.

Track-only application and structurally integrated into the vehicle.

Which McLaren Engine Is Best?

There is no meaningful answer based solely on horsepower.

The BMW V12 represents naturally aspirated response and mechanical purity.

The M838T established McLaren's modern lightweight twin-turbo supercar formula.

The M840T dramatically increased the performance potential of that V8 philosophy.

The M630 shows how a powertrain can be designed from the outset around turbocharging and hybridisation.

The Solus V10 prioritises high-rpm track performance without normal road-car compromises.

And the MHP-8 represents McLaren's latest approach: an extremely high-output combustion engine designed from inception to work with electrical assistance.

Each engine is therefore best understood in relation to the car it was designed to serve.

McLaren Engines: Frequently Asked Questions

What engine does a McLaren 570S use?

The McLaren 570S uses a 3.8-litre, 90-degree twin-turbocharged V8 producing 570 PS and 600 Nm. It uses dry-sump lubrication and a seven-speed Seamless Shift Gearbox.

What engine does a McLaren 675LT use?

The 675LT uses the re-engineered M838TL 3.8-litre twin-turbo V8, producing 675 PS and 700 Nm.

What engine does the McLaren 720S use?

The 720S introduced McLaren's 4.0-litre twin-turbo V8 generation, producing 720 PS and 770 Nm.

What engine does the McLaren 750S use?

The 750S uses a 4.0-litre 90-degree twin-turbocharged V8 producing 750 PS and 800 Nm. McLaren specifies electrically actuated twin-scroll turbochargers and dry-sump lubrication.

What engine does the McLaren Artura use?

The Artura uses the M630 family: a 3.0-litre, 120-degree twin-turbo V6 combined with an axial-flux electric motor. Current combined output is 700 PS and 720 Nm.

Is the McLaren W1 engine just an upgraded M840T?

No. McLaren describes the W1's MHP-8 as an all-new, ground-up V8 engine developed for its new high-performance hybrid system.

Final Thoughts – McLaren Engine Engineering Is About the Complete System

The progression from the naturally aspirated McLaren F1 V12 through the M838T, M840T, M630 and MHP-8 families demonstrates how dramatically supercar powertrain engineering has evolved.

Displacement alone no longer explains performance.

Turbocharger efficiency, combustion control, oil management, charge cooling, thermal protection, electrical torque, battery power density, gearbox calibration and software strategy all contribute to the final result.

That is particularly important when maintaining, diagnosing or modifying a modern McLaren.

A genuine technical approach means understanding the engine as part of an integrated powertrain rather than treating horsepower as an isolated number.

For McLaren servicing, diagnostics, performance calibration and technical support in Marbella and the Costa del Sol, Torque Tuning approaches the car from exactly that engineering perspective, combining accurate diagnostics, datalogging and powertrain knowledge rather than simply replacing parts or chasing headline dyno figures.