McLaren 720S


Debut: 2017
Maker: McLaren
Predecessor: MP4-12C / 650S



 Published on 3 Jun 2017 All rights reserved. 


It is now so good that Ferrari 488GTB should feel its leading position seriously threatened...


Last year, McLaren delivered 3286 cars, almost matching Lamborghini (3457 cars) and Aston Martin (3687 cars), if still some way behind Ferrari (8014 cars). It sounds even more impressive considering McLaren had just returned to supercar business since 2011, and before that, it sold only 100 cars in its entire history! During these 6 years, McLaren made a lot of progress. The first MP4-12C was not quite in the same league as the contemporary Ferrari 458. It simply lacked the aesthetic, the drama and handling finesse to do so. However, Woking learnt quickly – certainly more quickly than its F1 team in recent years. It took less than 3 years to improve the MP4-12C into 650S, and then one more year to build the remarkably good 675LT. Meanwhile, the MP4-12C family, now called “Super series”, got two more brothers, P1 and 570S, to complete a healthy product portfolio. All these cars are built upon a common architecture to enable quick development and cost saving. You feel that McLaren is well planned, well funded, and it has the right talents to develop good cars.

After 6 years, the first generation Super series is finally retired. Taking its place and upping the game is 720S. From its name, you can already tell it has quite a lot more horsepower and performance on offer, yet that is not the whole story. In fact, the car is improved in every way, no matter looks, performance, handling, practicality or emotion. It is now so good that Ferrari 488GTB should feel its leading position seriously threatened!



Sexy, futuristic and dramatic, like a modern-day Jaguar XJR-15.


The first positive impression comes from its new exterior design. It looks a lot sexier than the MP4-12C! Remember how I described that car? “From some angles, the MP4-12C could look a little bulky – the nose is not slim enough, the whale mouth a little clumsy, the inward-facing eyes lack sparkles, the A-pillars too thick, the waist line appears too high, the side air scoops oversized and the butt too big…” I guess no other automotive journalists were more critical about its design! Now McLaren finally admits its underwhelming design, but oddly, no one stands out to take responsibility. They said the MP4-12C was already designed before Frank Stephenson taking the helm, although I found Mr. Stephenson joined the company in April 2008, 17 months before the first MP4-12C prototype was unveiled online. Anyway, the 720S has all its faults corrected. It is penned by designer Rob Melville and is the last McLaren overseen by Stephenson, who has just left Woking last month.

The 720S looks very sleek and flowing. The nose is pointy and the front splitter is razor-sharp. The front bonnet is set low and the windscreen is large and curvy – a profile should have been adopted by all mid-engined sports cars. The waistline is also low enough, and it flows sexily over the front and rear wheel arches. Unlike its predecessor's, its A-pillars are incredibly slim, thanks to using carbon-fiber instead of aluminum tubes to construct them. The glasshouse cockpit has large glass area and black rails to relieve visual mass. The butterfly doors now open also the roof to aid entry, like LaFerrari or Enzo. Meanwhile, the huge rear spoiler is clearly inspired by P1, curvy yet recesses flush at the tail before tilting up at speed (for up to 30 degrees, or 80 degrees when it acts as airbrake). Overall, the 720S is a good looking supercar, appearing sexy, futuristic and dramatic, like a modern-day Jaguar XJR-15. You might say it is a bit heavy-handed in some styling elements, but it is unquestionably the best looking McLaren so far.



The hidden side intakes are probably inspired by TVR...


Two of the design elements are really unique to the McLaren. The first is the “eye-socket” headlamps. They look large, but the LED beam elements actually occupy a small portion of them, leaving the rest for air intakes to cool the radiators mounted just ahead of the front wheels. Some might find them strange, but I do like them because, as I grown up with 1980s supercars, modern LED headlamps look too slim to my taste.

Another clever innovation is the arrangement for the side main intakes. Modern turbocharged supercars need cumbersome side intakes to cool the engine – Ferrari 488 is an example – which usually have the aesthetic damaged. To avoid this problem, the 720S cleverly uses a trick tried by TVR in the 1990s, i.e. layered body panels. TVR Griffith and Tuscan etc. used one curved body panel to lay over another curved panel in order to hide its wide and varying assembly gaps. The McLaren uses it not to hide gaps, but the huge intakes for radiators! If you view from the side, you can’t see the intakes at all. Turn to the front, Aha, now you can see the intake sandwiched between 2 layers of body panels. Thanks to the recessed air channels, fresh air flows smoothly towards the radiators, enhancing cooling efficiency thus the radiators can be made smaller and lighter. To make possible the curvy double-layer design, most of the body panels are made of superformed aluminum. Carbon-fiber is reserved for the successor of 675LT, obviously.

However, carbon-fiber does serve as the stressed structure. While its predecessor was built around a carbon-fiber tub called MonoCell, the new car has added upper structures to the tub, creating a monocoque called MonoCage II (note: the first MonoCage was used by P1). Thanks to the T-bar roof, the A, B and C-pillars can be made slimmer to improve outward visibility. The C-pillars are even transparent and glazed, so the 720S easily offers best-in-class all-round visibility. The stronger yet lighter carbon-fiber upper structure also lowers center of gravity slightly and allows the door sills to be lowered to aid entry.



Best-in-class outward visibility afforded by large glass area, including the glazed C-pillars.


As before, aluminum subframes are attached to the front and rear of the carbon monocoque to support the suspensions, powertrain and crash structures. The all-round double-wishbone suspensions have been overhauled with new geometry and control arms, saving 16 kg of unsprung weight. The Proactive Chassis Control, a hydraulically interconnected damping system supplied by Tenneco, is carried over, but it gets a more sophisticated control system with 3 more sensors each corner to measure the acceleration of each upright and the pressure at the top and bottom of each damper. The steering remains electrohydraulic assisted, a relieve to keen drivers.

The 720S weighs 1283 kg dry or 1419 kg with fluid as measured by DIN standard. It is slightly lighter than the 650S, and officially 87 kg lighter than Ferrari 488GTB. However, as Autocar found out on scale, it is actually 135 kg lighter than the Ferrari.

Meanwhile, its engine offers 50 more horsepower than the Ferrari as well, making it the first in class to enter the 700hp Club, so it is unquestionably the faster car. According to official figures, it can sprint from rest to 60 mph in 2.8 seconds, a tenth faster than Ferrari, while 0-124 mph is accomplished in 7.8 seconds, half a second quicker! The latest Lamborghini Huracan Performante needs 8.9 seconds to do so, so you can see how superior the McLaren’s straight line performance is! In its class, it is simply unbeatable. Even a Ferrari F12tdf, which costs 60 percent more to purchase and is considered a class higher, loses to the McLaren by a tenth of a second. As for top speed, the 720S is also class-leading at 212 mph.



212 mph! This is easily the fastest car in its class!


Such a staggering acceleration is provided by the new M840T twin-turbo V8, a 90-degree flat-crank unit developed by Ricardo. It is derived from the outgoing M838T, with capacity increased to 3994c.c. thanks to a 3.6mm longer stroke. Some 40 percent of its parts have been changed, including lighter pistons, con-rods and stiffer crankshaft. The titanium-aluminum turbochargers are now twin-scroll type for faster response. Strangely, the fuel injection remains port-injection, probably the last of its kind these days, but it gets twin-injectors each cylinder for more precision. Boost pressure should be higher than before, otherwise it would not have produced 720 hp at 7250 rpm. Peak torque of 568 lbft is released at 5500 rpm, which sounds peaky for a turbo engine. The V8 is capable to spin to 8500 rpm, when fuel is cut out, but its redline starts at 8200 rpm.

The transmission continues to be the Graziano 7-speed twin-clutch. The McLaren still uses an open differential, lacking an LSD or active differential. It relies on only the brake-actuated torque vectoring called Brake Steer and an upgraded stability control called Variable Drift Control. If these electronics are so effective, why all other rivals bother to waste mass and money on active differentials? Responsible for putting the power to the ground are Pirelli P Zero tires (or P Zero Corsa for track use). The front rubbers gain 10mm wider to improve bite and cut understeer. Stopping power comes from large carbon-ceramic pizzas, of course.

On the Road

Get into the cockpit, and the first impression is the easier entry thanks to the wider-opening doors, the slightly lower sills but most important the opening of the roof section. Once inside, you will find the place as snug as before, since the carbon-fiber monocoque is not known for width. You sit close to the center line and your passenger. However, the ambience is made more airy by glass roof, expansive windscreen and large windows all round. The promise for best-in-class outward visibility is true.



MonoCell II adds carbon-fiber upper structure to aid access to the cabin.


Depending on your choice, you can have the cabin and seats trimmed with leather or Alcantara, or even gets lightweight fixed carbon bucket seats, though it is not recommended for everyday comfort. There are bits made of carbon-fiber, but more for looks than actual weight saving. The interior design might look new, but it is also obviously evolved from the MP4-12C / 650S, especially the center console with portrait LCD. The infotainment system is said to be new, but the touchscreen’s response and software interface remain average. The main instrument is now a TFT screen. When you switch to Track mode, it will fold down and reveal a simplified digital readout of only rev, speed and gear selected. Why not simply reconfigure the screen to display these info? It sounds gimmicky and in practice doesn’t look stylish. Still, for ease of entry, quality and visibility, this cabin is a big improvement from its predecessor. It also gets a luggage space above the engine compartment in addition to the front boot.

Driving slowly in Comfort mode, the 720S is as easy-going as your BMW. Its hydraulic suspension offers a ride comfort superior to anything in the class, especially on poor B-roads. Tire roar is well suppressed. Exhaust note is subdued. The twin-clutch gearbox in automatic mode shifts smoothly. The superb all-round visibility makes it easy to place and park. If it had more cabin space or narrower door sills, it could have been as practical for everyday use as a 911.

But the McLaren is designed for driving fast, not for cruising. Give it more pressure and its V8 responds positively. With twin-scroll turbos, the Ricardo V8 responds to throttle quicker than its predecessor, but compared with Ferrari’s marvelous V8 you can still feel noticeably more turbo lag low down, and you need 4000 rpm to really wake it up. Once it is fully awoken, it becomes a beast, revving eagerly towards 8000 rpm. The power delivery above 4000 rpm is smooth and seamless, more like a large naturally aspirated V12. Unfortunately, it lacks the aural drama of V12. Even by the standard of turbocharged V8s, its noise is too subdued, too industrial. It is more about wastegate whooshes and induction noise rather than Ferrari’s angry howl or AMG’s pops and crackles. Even with optional sport exhaust fitted, it is not a memorable soundtrack.



The Ricardo V8 still lacks aural drama...


Still, the 720S feels lightning quick on the road, thanks to its lack of mass and instantaneous gearshift. Moreover, it attacks corner with an eagerness not found on the previous 650S. The weightier yet feelsome steering is more confidence-inspiring. The chassis balances much better, with less understeer on display. Although it offers plenty of traction and enormous grip, when you really push it mid-corner, it will be happy to oversteer slightly, and it will continue to respond to your counter steer and throttle to adjust its angle. This makes it far more interesting to drive than the 650S, although 675LT still has an edge in terms of sharp response. Understandably, being a road car in the first place the 720S has to give up some of the LT’s agility for stability, and it is well judged.

Nevertheless, there is still room for improvement. While its handling becomes more adjustable, it can’t sustain a power slide beautifully like Ferrari, blame to the lack of active differential. This means the so-called “Variable Drift Control” is somewhat misleading – it is more about allowing slight oversteer than holding a drift. Another flaw is the brake pedal, which lacks initial bite and could feel wooden sometimes.

Having said that, the 720S is a huge improvement from the 650S. It is even good enough to win over 488GTB to many, at least in the eyes of British motoring writers. To me, however, it still lacks the passion of Ferrari – the keen throttle response, the emotional engine sound and the ability to power-slide precisely on track. However, the McLaren is clearly faster and probably more interesting to look. Most important, it finally shows a confidence to beat its rivals. The car costs £209,000 on its home soil, 25 grand more than the Ferrari. Nothing else can be more indicative. 
Verdict: 
 Published on 18 Nov 2020 All rights reserved. 
765LT


The LT moniker should mean "Long Tongue" in this case...


Supercars are getting more and more expensive, but they are hardly any rarer. Not many years ago, you could get a brand new Lamborghini Gallardo or Ferrari 360 at just over £100,000. Now their successors cost double the prices. A standard McLaren 720S starts at £220,000, yet Woking tries every possibility to inflate that price tag. The latest attempt is 765LT. It starts at £280,000 before adding lightweight options like carbon-fiber body panels or the specially formulated carbon-ceramic brake discs from Senna, so this is easily a £300K-plus supercar. If McLaren is able to sell all 765 cars it planned to build, it will be an enormous income, helping the company a great deal to overcome the financial difficulties it is facing right now.

This is the third “long tail” model of McLaren, following the 675LT and 600LT. In terms of power and performance, it bridges the gap between the road-going 720S and the track-oriented Senna. As suggested by its name, power output of the 4.0-liter twin-turbo V8 is lifted to 765 hp, released at an even higher 7500 rpm, while torque is improved from 568 to 590 lbft at 5500 rpm. This improvement is achieved with new forged pistons, Senna-spec. head gaskets, higher flow fuel pump, recalibrated ECU and centrally mounted quad-exhaust with lower back pressure, though turbo boost stays the same. Helped further by shorter gear ratios, the 765LT sprints from 0-124 mph in 7.2 seconds, versus 7.8 sec of the regular car. 0-60 takes 2.7 seconds, a tenth quicker. Top speed, however, is lowered from 212 to 205 mph as a tradeoff for more downforce.



Astonishing performance and cornering prowess.


Speaking of downforce, the LT has a longer front splitter which extends its front overhang by 40mm, while rear overhang is lengthened by merely 10mm, so the LT moniker should mean "Long Tongue" in this case, haha. The active rear spoiler gets 20 percent larger and can be raised 60mm higher. As a result, downforce is said to be improved by 25 percent over 720S, although McLaren declines to offer absolute figures (maybe not as high as a 911 GT3 RS, and certainly no match for Senna).

The suspension is modified as well. It uses helper springs to reduce unsprung mass, and the spring rate is increased by 20 percent. The front track is widened by 6mm, while front ride height is lowered by 5mm, shifting the balance towards the front. The steering rack has a quicker ratio. The tires are track-oriented Pirelli P Zero Trofeo R. The brake calipers are sourced from Senna, with cooling ducts incorporated.

With all lightweight options selected, the LT is some 80 kg lighter than 720S, with a dry weight of 1229 kg, or just 31 kg more than Senna. Weight saving measures include lightweight forged alloy wheels with titanium center lock (-22 kg), carbon-fiber racing buckets (-18 kg), titanium exhaust (-4 kg), lithium battery (-3 kg), manual steering wheel adjustment, removal of air-con and infotainment system, thinner windscreen and side windows, polycarbonate rear screen, carbon-fiber bumpers and aero kits, as well as optional carbon-fiber fenders, bonnet and doors.



As a track car, this one is close to perfect.


On track, the 765LT is incredibly strong. If still hardly melodious, the V8 makes a louder and angrier noise than the standard car. Keep the engine on boil and you can hardly experience any turbo lag, while the dual-clutch gearbox changes ratios at lightning speed. The car storms all over the circuit. The Trofeo R tires generate huge grip, especially at the front end. The stiffer suspension allows virtually no body lean through corners. The brakes are incredibly powerful. As you expect from the best McLaren, this car has all its controls expertly tuned – the steering gives precision and great feedback, the brake pedal is perfectly modulated. You attack apex as if you wear the car, and you can feel the extra downforce through fast turns. Switch off all electronic aids, you can really play with its balance. When you overdone it, it could respond quite dramatically, not quite as progressive as a Ferrari with e-diff, but neither it is as frightening as any 1980s supercars. You can learn to be a better driver in this car.

As a track car, this one is close to perfect. Yes, Senna might be even more astonishing in terms of downforce and braking, but otherwise the 765LT is just as good.

How it behaves on public road is unknown yet. In the stripped-out cockpit you can certainly hear a great deal more noise and feel more vibration. It won’t ride as smoothly as the 720S, too, although probably not as hardcore as you would imagine. The carbon-fiber bucket seats are also hard to feel comfortable over longer journeys. For sure the 720S is more suitable for road use. You might argue that the extra performance offered by 765LT is hardly exploitable on the road, but just as every supercar maker will tell you, if you have money, why not get the best?

Verdict:
 Published on 1 Dec 2023 All rights reserved. 
750S


Subtle improvement from the 720S keep it competitive.


While rivals are turning to hybridized power, the successor to McLaren 720S remains a pure combustion machine. Oddly, even its smaller sister Artura has made the switch to electrification, so why is the senior McLaren keeping old-school? Cost reasons, I guess. McLaren 720S is 6 years old now, which is about time for a new generation. However, McLaren is not in a good shape lately. Having recorded heavy losses and needed to cut heads and sell assets, installed ex-Ferrari man Michael Leiters as its CEO, the rate of development slowed down dramatically. Therefore, the new 750S is only a “stop-gap” development, or what we normally refer to “facelift”. Even though McLaren insists 30 percent of its parts are new, it does not perform or drive very differently.

Just as its name suggested, the Ricardo-built M840T engine has its output lifted by 30 horsepower, which is negligible for a 700hp-plus engine. Ditto the peak torque that inches up from 568 to 590 lbft. Lightweight pistons from the outgoing 765LT, new gaskets, higher boost pressure and higher flowing fuel pumps made these possible. Meanwhile, the Graziano 7-speed DCT gets a shorter final drive ratio to boost acceleration. It takes 2.7 and 7.2 seconds to go from rest to 60 mph and 124 mph, respectively, 0.1 and 0.6 second less than its predecessor. That puts it a tenth quicker in both cases than Ferrari 296 GTB, which is the most significant target of the update. Inevitably, top speed drops from 212 to 206 mph.



Exhaust note gets more delicious, another good reason to opt for Spider version.


Besides, the 750S is about 30 kg lighter than its predecessor. Weight saving measures include new carbon-fiber buckets (-17.5kg), ultra-lightweight alloy wheels (-13.8kg) and lighter windscreen (-1.6kg). It also ditched the old car’s fancy, Transformer-style instrument for a fixed LCD instrument, saving 1.8kg. Tipping the DIN scale at 1389 kg, it is around 190 kg lighter than the hybridized Ferrari 296 GTB.

Surprisingly, the 750S looks almost identical to the 720S from outside. McLaren talked of larger front intakes and a 20-percent larger rear wing (which raises automatically and doubles as air brake), but it is hard to spot without comparing these cars side by side. The only noticeable difference is the twin-exhaust, which is now grouped together at the center of the tail like 765LT, but not quite as good-looking as the quad-pipe of that car. The 720S has always been stylish and exotic, so is the 750S. That said, a “facelift” lacking significant visual changes is still a let down.

Inside, the new fixed instrument is flanked with drive mode and suspension mode switches, which looks odd but is easier to reach. The 8-inch portrait touchscreen still looks outdated, though the infotainment system behind is updated and no longer unresponsive to input.


According to McLaren, this car out-accelerates 296 GTB, just.


On the road, the 750S is blisteringly quick. Maybe not noticeably faster than the old car, but I doubt if you want anything faster to drive on a public road. On the subjective side, there is still room for improvement when going up against the best in the class, such as the turbo lag below 4000 rpm or the sound quality of the V8 in general. Yes, compared with 720S its exhaust note is a little more delicious, but should be more exciting still if it wants to challenge the Italian.

Modifications to the chassis are very subtle. A slightly faster steering ratio, 6mm wider front track, 3% softer front springs and 4% stiffer rear springs accompanied with retuned Proactive hydraulic suspension aim at improving balance, making the front end sharper and understeer less in corner. We don’t remember we had ever complained about the balance of 720S, but its successor definitely does not disappoint in this respect. It steers sharply and gets into the apex with almost no understeer. With so much torque, oversteer is only a prod of throttle away. Admittedly, when the car does start sliding, it is less tidy than a 296 GTB, because it still relies on an open differential and brake-based torque vectoring. While Artura has switched to active differential, the senior McLaren is handicapped by its development budget.

That said, the 750S’ steering is better than that of Ferrari. Although the rack gets quicker, it is still calmer and more natural than its rival’s. Old-school electrohydraulic assistance also sets it apart from the competition, delivering true information to your hands. However, the 750S’ biggest achievement is still the combination of supercar performance and handling with a supple ride, thanks to the hydraulically interlinked suspension, which is still unique in the class. The 750S might not be a big improvement from 720S, but building on such a solid foundation, it is still a very good supercar. 

Verdict:

Specifications





Year
Layout
Chassis

Body
Length / width / height
Wheelbase
Engine
Capacity
Valve gears
Induction
Other engine features
Max power
Max torque
Transmission
Suspension layout
Suspension features

Tires

Kerb weight
Top speed
0-60 mph (sec)
0-100 mph (sec)
0-124 mph (sec)
0-150 mph (sec)
720S
2017
Mid-engined, RWD
Carbon-fiber monocoque, aluminum subframes
Aluminum
4543 / 1930 / 1196 mm
2670 mm
V8, 90-degree
3994 cc
DOHC 32 valves, DVVT
Twin-turbo
-
720 hp / 7250 rpm
568 lbft / 5500 rpm
7-speed twin-clutch
All: double-wishbones
Hydraulic interconnected adaptive dampers
F: 245/35ZR19
R: 305/30ZR20
1283 kg dry / 1419 kg kerb
212 mph (c)
2.8 (c) / 2.9* / 2.7** / 2.7***
5.5 (c) / 5.6* / 5.1** / 5.3***
7.8 (c)
11.5* / 10.2** / 10.9***
765LT
2020
Mid-engined, RWD
Carbon-fiber monocoque, aluminum subframes
Carbon-fiber
4591 / 1930 / 1193 mm
2670 mm
V8, 90-degree
3994 cc
DOHC 32 valves, DVVT
Twin-turbo
-
765 hp / 7500 rpm
590 lbft / 5500 rpm
7-speed twin-clutch
All: double-wishbones
Hydraulic interconnected adaptive dampers
F: 245/35ZR19
R: 305/30ZR20
1229 kg dry / 1339 kg kerb
205 mph (c)
2.7 (c)
-
7.2 (c)
-
750S
2023
Mid-engined, RWD
Carbon-fiber monocoque, aluminum subframes
Carbon-fiber
4569 / 1930 / 1196 mm
2670 mm
V8, 90-degree
3994 cc
DOHC 32 valves, DVVT
Twin-turbo
-
750 hp / 7500 rpm
590 lbft / 5500 rpm
7-speed twin-clutch
All: double-wishbones
Hydraulic interconnected adaptive dampers
F: 245/35ZR19
R: 305/30ZR20
1277 kg dry / 1389 kg kerb
206 mph (c)
2.7 (c) / 2.9* / 2.3***
5.4* / 4.8***
7.2 (c)
10.7***




Performance tested by: *Autocar, **R&T, ***C&D




AutoZine Rating

750S



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