Sports Series the McLaren range will be split into three ranges - with the 625C/ 650S/ 675LT 'Super Series' in the middle and the 'Ultimate Series' at the top. And with the company now having sold every one of the P1 GTR track special it plans to make, the obvious question is what will happen in that range next.
"We'll absolutely be doing cars there," Flewitt said, "albeit they won't be in continuous production like the Super Series or Sports Series. Ultimate Series cars will be more specific, very focused products. We will do another ultimate car. Will it be faster? It will be different - it may well be faster, but we haven't defined that at this stage. When we developed P1 it was a dedicated road and track car, which is why it has a dedicated track setting that's actually illegal to use on the road. But we still had customers asking us to go another step forward - which led to the P1 GTR, not shackled by road car homologation. It's had a great response - we honestly didn't know how many we'd sell, and I think it might well be that the next ultimate series car is another track car."
So what about another road-legal successor to the P1? Surely McLaren isn't going to vacate this ultra-rarefied part of the market. Flewitt is quick to reassure - but warns there may be a wait.
The experience of engineering the electrical side of the P1's powertrain means McLaren is also in a strong position to offer performance hybrid systems on its regular, something made enabled by the falling prices of carbon as McLaren gets bigger.
And cheaper hybrids? They're coming, says Flewitt, "I'd struggle to give you a date right now, but we will definitely see it coming down. I would say that 10 years from now at least half our cars will be hybrids, I don't see any other way of meeting the demands around emissions."
And given that, on McLaren's targets, the Sports Series will make up more than half of annual production, that tacitly confirms that electrons are likely to help power anything larger or more expensive.
Of course, hybrid systems add weight - which is where Flewitt sees one of McLaren's biggest challenges of the future lying.
675 Long Tail comes in at 1,230kg, which is staggering when you think that even the Cayman GT4 is 1,340kg. And we're nearly 150kg lighter with the Long Tail to the [Ferrari] 488. That really pays off in every sense, it makes the car more efficient, it makes it handle better, it translates into the whole driving experience."
Flewitt is the most enjoyable sort of car industry executive, straight talking and direct, happy to engage and not hiding behind marketing speak. With McLaren's volumes scheduled to double in the next coupe of years, the company's future looks to be in good hands.