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McLaren 765LT Review | Top gear



You know the exercise. LT is to McLaren what RS is to Porsche. Lighten, sharpen, intensify. It’s a formula that McLaren has now tapped. There have been two LT models already, the 675LT in 2015 and the 600LT in 2018, and both were absolutely great, not only great on the track, but arguably just as rewarding on the road. This time there are hardly any deviations from the basic template. The 765LT has an additional 45 hp over the 720S it is based on and is 80 kg lighter.

After most of the measures, the 1,419 kg 720S with carbon tube is already the lightest car in its class. Taking out 80 kg is not an instant’s work. Instead of boring you with every detail of weight loss, here are a few highlights. The 720S has storage compartments in the top opening doors. Replacing these devices would save weight, but it took a few steps to get everything right so your phone didn̵

7;t fall out when the doors were lifted. End result: elastic nets that save 800g. One percent of the total. Thinner glass for the windshield weighs 1.7 kg, and polycarbonate glass on the back adds another 4.3 kg. The big ticket items are the seats, wheels, the open aluminum grille on the aft deck and the titanium exhaust. You can go under 1,339kg by visiting MSO – McLaren Special Operations – which for £ 30,000 replaces the standard outer door skin and rear bumper with carbon fiber panels and saves 7kg. Only you will know because the panels are painted. Maybe you’re doing this to offset the cost of the free air conditioning.

Downforce is increased by 25 percent from the 720S, although McLaren doesn’t speak actual numbers as this isn’t a downforce car like the Senna. Nevertheless, the rear wing now has 50 percent more surface and sits 60 mm high on the aft deck. At the front, the ride height has been lowered by 5 mm, the track width has been increased by 6 mm and all kinds of suspension fiddling and cleaning have occurred. In addition to the main spring, there is now an auxiliary spring, a stiffer torsion bar, a faster rack and new suspension algorithms. The calipers are from the Senna, and if you spend an extra £ 15,000 you can get big brother’s washers too. These are 60 percent stronger than conventional carbon ceramics and have four times the thermal conductivity. It takes seven months to make, including three months of baking in an oven at over 1000 degrees Celsius.

The engine is probably the least notable thing about the 765LT. The piston and seal design was changed, and the fuel and oil systems were upgraded to deliver a total of 755 horsepower (765 hp). The maximum torque peak of 590 lb ft at 5,500 rpm is just 22 lb ft. More importantly, McLaren claims to have improved torque behavior – crucial given Ferrari’s capabilities in this area.

With a power to weight ratio of 564 hp / ton and a shorter final drive ratio to stack the gears closer together, the 765LT is one hell of a sprinter. On the standard Trofeo R tires, it reaches 100 km / h in 2.8 seconds, 124 km / h in 7.0 seconds and the standing quarter mile in 9.9 seconds. With a time of 18.0 seconds, it is 3.4 seconds ahead of the 720S. The top speed is 205 miles per hour.

Overall, it’s 57mm longer than the 720S, with the lion’s share (48mm) at the rear. But that’s mostly a symbolic nod. The letters, not the length, tell the story here. Attention to detail and demand for maximum commitment from the driver. In the flesh, it looks mind-blowing, low, aggressive and angry, and at £ 280,000 the £ 70,000 markup over the 720 looks reasonable compared to the £ 335,000 Merc is charging for the upcoming GT R Black Series – twice that much like a standard GT R. So far and at the beginning of next year, 765 will be built, and we have already spoken about this year’s allotment.

No matter how good it is, the 765LT cannot have the same effect as the original 675LT. At the time, this was the step change for McLaren, the car – beyond the P1 – that really put it on the map for the driver’s pleasure. If the 765 does justice to that, it’s done its job.


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