This is the car entered into the 1998 Le Mans 24 Hours race driven by Thomas Bscher, Emanuele Pirro & Rinaldo Capello. Unfortunately it failed to finish the race, but was classified in 28th place overall having completed 228 laps.
Some background on the McLaren F1 GTR courtesy of Wikipedia
The McLaren F1 GTR was a racing variant of the McLaren F1 sports car first produced in 1995 for grand touring style racing, such as the BPR Global GT Series, FIA GT Championship, JGTC, and British GT Championship. It is most famous for its overall victory at the 1995 24 Hours of Le Mans where it won against faster purpose-built prototypes. McLaren F1 GTRs raced internationally until 2005 when the final race chassis was retired.
Gordon Murray, creator of the McLaren F1, originally saw his creation as the ultimate road car, with no intention to take the car racing. Although the car used many racing technologies and designs, it was felt that the car should be a road car first, without any intent built into the creation of the car to modify it into a racing car.
However soon after the launch of the McLaren F1, the BPR Global GT Series was created. Starting in the 1994 season, the series featured racing modifications of sports cars such as the Venturi 600LM, Ferrari F40, and Porsche 911 Turbo. Viewed as a possible replacement for the defunct World Sportscar Championship, major manufacturers were taking interest in the series. At the same time, teams were also looking for faster and more capable cars for the series top class, GT1. Many teams, such as those run by Ray Bellm and Thomas Bscher, seeing the potential in the McLaren F1 road cars, turned to Gordon Murray in an attempt to convince him to offer factory backing on racing versions for the BPR series.
Finally, Murray relented and agreed to modify the F1 into a racing car, agreeing to build several chassis for competition in the 1995 season. An unused F1 chassis which was meant to become #019 was taken by McLaren and extensively modified by the company as a developmental prototype. Because of the similarity to a race car, extensive modification was not needed to actually turn the F1 into a racing car. Bodywork modification saw the addition of various cooling ducts, most noticeably a large one in the center of the nose and two placed in the location of the storage lockers on the side of the car. A large adjustable downforce wing was added to the back.Even the 1995 versions of F1 GTR generated enough downforce to run along the ceiling at 100 mph. The interior was merely stripped of all luxuries and given a full racing cage. Carbon brakes replaced the stock units. Because of the rules at the time, the BMW S70 V12 engine was required to use an air restrictor to limit horsepower to around 600 hp, actually making the racing car less powerful than the road car, yet faster and more nimble due to a lowered overall weight. Features such as the central seating position, butterfly doors, and even the stock gearbox were retained. McLaren co-ordinated a 24-hour test at Magny-Cours to find weaknesses in the car and develop upgrades to supply to the teams.
A total of nine chassis would be built for the 1995 season, with #01R being retained by the factory as a test mule, except for a one-off use by Kokusai Kaihatsu Racing at the 24 Hours of Le Mans. British team GTC Racing received two F1 GTRs, with a third being used to replace a destroyed car. David Price Racing, BBA Competition, Mach One Racing, and Giroix Racing Team would all receive one chassis each, while the final chassis, #09R, was sold to Hassanal Bolkiah, the Sultan of Brunei, for his car collection.
At Le Mans 1995, the Kokusai Kaihatsu McLaren obtained victory and the highest practice top speed of the year, reaching 281 km/h (174.605 MPH) on the Mulsanne Straight.
Following the success of the 1995 season, McLaren set forth to upgrade the car to remain competitive, especially against the threat of newer sports cars appearing such as the Ferrari F50 GT (which was withdrawn quickly enough) and Porsche 911 GT1. They were assisted by BMW Motorsport, who at the time decided to use their connection to McLaren to enter sports car racing by running their own race team with F1 GTRs. Among the modifications were an extension of the front and rear bodywork, including a larger splitter attached to the front of the car. The bodywork was also modified to allow it to be removed more quickly for easier repair. The car's normally stock gearbox was modified to include a lighter magnesium housing and more robust mechanicals. These modifications allowed for the weight of the GTR to be lowered by 38 kg. Due to demand, nine more new GTRs were built, while two older GTRs (#03R and #06R) were also modified to the 1996-spec. Although slower on an entire lap than the 1997 long-tail version due to the significantly lower downforce (the 1997 model relied on high-speed cornering much like prototypes of the 2000s), the F1 GTR of 1996 was the fastest variant in terms of straight line speed - the car hit 330 km/h on the Mulsanne Straight at Le Mans in 1996, which is 13 km/h faster than the 1997 long-tail F1 GTR and even 6 km/h faster than the 1996 Porsche GT1.
1997
With the BPR Global GT Series reformed into the FIA GT Championship in 1997, rules regarding the cars used in the premier GT1 class were altered. Homologation specials like the Porsche 911 GT1 had already proven their worth in the final races of 1996, while newcomer Mercedes-Benz was showing the potential of their new CLK-GTR in testing. McLaren was therefore forced to give the F1 extensive modification in order to be able to compete against cars which had been meant as race cars first, and not road cars like the F1.
First and foremost, the F1 required extensive modification to its bodywork in order to gain as much aerodynamic downforce as possible. Although it retained the same carbon fibre monocoque as the road car, the entire exterior of the car was purpose built. A much longer nose and tail, as well as a wider rear wing, were designed in order to maximize the amount of aerodynamic downforce, while the wheel arches were widened in order to allow for the maximum amount of grip from the tyres allowed by the rules. Ground clearance was also changed to 70 millimetres (2.76 in) front and rear, rather than the 60 millimetres (2.36 in) front and 80 millimetres (3.15 in) rear clearance of the 1996-spec car.
The engine also saw extensive modification, with a stroke reduction bringing the BMW S70 V12 down to 5,990 cubic centimetres (366 cu in) in an attempt to prolong the life of the engines, while still maintaining the air restrictor-controlled 600 brake horsepower (447 kW). The stock gearbox was replaced with a new X-trac 6-speed sequential transmission.
A total of ten more GTRs were built, with none of the previous cars being upgraded to the 1997-spec. In order to be allowed to construct cars that were so radically different from the F1 road car, McLaren was forced to build production cars using the GTR '97's bodywork. These cars became known as the F1 GT, of which only three were built. The 1997-spec cars are commonly referred to as the "Long Tail" version due to their stretched bodywork, most noticeably in the rear.
At Le Mans 1997, the car reached 317 kilometres per hour (196.97 mph) on the Mulsanne straight. This was still slightly slower than some of the field, including the Porsche 911 GT1 Evo - 326 kilometres per hour (202.57 mph), Nissan R390 GT1 - 319 kilometres per hour (198.22 mph), TWR Porsche Joest LMP - 320 kilometres per hour (198.84 mph).
24 Hours of Le Mans
Although officially not part of any one racing series, the 24 Hours of Le Mans was still considered important enough for McLaren to enter. Competing at Le Mans meant racing against many of their normal GT1 competitors from various series, as well as some unique cars which ran Le Mans only. McLaren first ran Le Mans in 1995, with all seven chassis built at the time being entered. Although only six cars were being used in the BPR Global GT Series, chassis #01R which had been used as a McLaren testbed was also entered for the Kokusai Kaihatsu Racing team.
Prior to the race, it was assumed that one of the competitors in the WSC class of Le Mans Prototype would easily take the win, since they were custom built racing cars with no relation to street cars like GT1 cars. However, during the race, various WSC cars succumbed to technical difficulties and dropped well down in the standings, while the GT1 class cars continued on without difficulty. In the closing hours of the race, five McLaren F1 GTRs were still racing while only three WSC cars remained. A close battle in the final hours saw the Kokusai Kaihatsu McLaren competing against the Courage Compétition prototype, with the McLaren finally taking the overall win in one of the shortest distances covered since the 1950s. Other McLarens finished 3rd, 4th, 5th, and 13th overall, with only two F1 GTRs failing to finish. In honor of McLaren's achievement, the company created the five special F1 LMs for customers to mark the five finishers. The winning car, which was driven by Yannick Dalmas, Masanori Sekiya, and JJ Lehto, was retained by McLaren and never raced again.
Returning in 1996, competition from the Le Mans Prototypes was stiffer as Porsche had a factory team in the class. GT1 class itself was also more competitive, again with Porsche having a factory team with their new 911 GT1s. McLaren had seven entries again, but were unable to repeat on their success, although they were only beaten by the two new 911 GT1s and the overall winning Porsche LMP. Six of the seven McLarens finished, taking the 4th, 5th, 6th, 8th, 9th, and 11th places.
With the upgraded 1997-spec cars, McLaren returned with six entries the following year. Now facing not only Porsche, but also Lister, Panoz, and Nissan, the McLarens again performed well. Only two entries managed to finish, taking 2nd and 3rd behind the repeat winner, the Porsche LMP. In 1998, only two McLaren F1 GTRs were entered, both by privateer teams, with only one car managing a fourth place.
The following year, the GT1 class was abandoned and the McLarens no longer eligible. However, in an ACO sanctioned event in Japan in 1999, a McLaren F1 GTR was entered by Hitotsuyama Racing in the new LMGTP class for closed-cockpit prototypes. Had the McLaren won its class, it would have earned an automatic entry to Le Mans as a prototype in 2000, however the car failed to finish.
Here's a couple of shots of this car before it failed at Le Mans in 1998
Now I can go back and read Neils history a bit closer than what I did. Geezzz your so fast Scott! I was gonna say 1st, but Im not that cruel! 
(I hate that with peeps on youtube viewers!) 
) )
Yep Tony beat you to the front on this one, but glad to have you around as I think I'm going to need some help with this one for sure!
