According to McLaren Automotive’s CEO Mike Fluett, “Super Series is the core of the McLaren business”. So, when the company ushers in a new generation - only the second since 2010 and a meteoric rise as road-car manufacturer - it’s an event.
The McLaren 720S comes in three variants: entry model at £208,020; Performance and Luxury specs from £218,020. “It is absolutely true to McLaren’s pioneering spirit . . . a revolutionary leap forwards, both for our brand and the supercar segment” adds Fluett.
Founded by New Zealand champion racing driver Bruce McLaren (1937-1970) the company’s products are evolved from the racing cars. Previous headline vehicles included the F1 (1992-1998) and Mercedes-Benz SLR (2003-2009).
The McLaren 720S comes in three variants: entry model at £208,020; Performance and Luxury specs from £218,020. “It is absolutely true to McLaren’s pioneering spirit . . . a revolutionary leap forwards, both for our brand and the supercar segment” adds Fluett.
Founded by New Zealand champion racing driver Bruce McLaren (1937-1970) the company’s products are evolved from the racing cars. Previous headline vehicles included the F1 (1992-1998) and Mercedes-Benz SLR (2003-2009).
First (new era) McLaren road car was the 12C (2009-2015) followed by the P1 PHEV. An expanded line-up of 540, 570, 625, 650 Coupe and open top Spider models together with 2014’s 675 then grew to be the core range.
Following the departure and share disposal of CEO Ron Dennis earlier this year, McLaren operations were brought under single corporate ownership: McLaren Automotive Group. McLaren Automotive is the “road car” division of the Group while racing, consultancy and other projects are handled by McLaren Technology Group.
Even at a £200,000+ entry price the marque’s appeal was soon understood through an initial drive in one of these previous series cars. Innovative and expensive carbon fibre construction yielded a remarkably light yet torsionally stiff body structure.
Following the departure and share disposal of CEO Ron Dennis earlier this year, McLaren operations were brought under single corporate ownership: McLaren Automotive Group. McLaren Automotive is the “road car” division of the Group while racing, consultancy and other projects are handled by McLaren Technology Group.
Even at a £200,000+ entry price the marque’s appeal was soon understood through an initial drive in one of these previous series cars. Innovative and expensive carbon fibre construction yielded a remarkably light yet torsionally stiff body structure.
Despite a low and race car-like driving position the interior became quite a congenial environment once familiarised with cabin and controls. To call such mid-engined rear wheel drive vehicles “live-wire cars” was a huge understatement.
Dynamic attributes here were simply higher order: steering and cornering seemed like extensions of one’s own physiology while body control and road-holding limits were awesome.
The 3.8-litre twin-turbo V8 of the 570S produced, yes, 570ps. It brought a claimed 240 mph while seeing off the 0-62 dash in 3.2 seconds.
Fuel consumption (old regime) official combined figure was 26.6mpg but 20+ and you were doing well. GT had a plusher cabin and kit-count and was a tad heavier as a result – maximum speed and fuel consumption were the same but 0-62 was ‘slower’ at 3.4 seconds.
Hard act to follow but they’ve done it. The new car’s twin-turbo V8 power plant has grown to 4.0 litres and now produces 720ps hence 720S (with 744Nm of torque to boot). It’s great these days to have badges which actually mean something rather than some sly, cynical ‘positioning’ dreamt up by marketing.
Dynamic attributes here were simply higher order: steering and cornering seemed like extensions of one’s own physiology while body control and road-holding limits were awesome.
The 3.8-litre twin-turbo V8 of the 570S produced, yes, 570ps. It brought a claimed 240 mph while seeing off the 0-62 dash in 3.2 seconds.
Fuel consumption (old regime) official combined figure was 26.6mpg but 20+ and you were doing well. GT had a plusher cabin and kit-count and was a tad heavier as a result – maximum speed and fuel consumption were the same but 0-62 was ‘slower’ at 3.4 seconds.
Hard act to follow but they’ve done it. The new car’s twin-turbo V8 power plant has grown to 4.0 litres and now produces 720ps hence 720S (with 744Nm of torque to boot). It’s great these days to have badges which actually mean something rather than some sly, cynical ‘positioning’ dreamt up by marketing.
Parts replacement rate for this second-generation car is 91% overall and dry weight is lighter than ever at 1,283kg.
Featuring a new 'Monocage II' carbon fibre tub and upper structure, a range of aluminium alloys are also used in the chassis and some body panels. Strength and rigidity is enhanced even further it is claimed.
Highly aerodynamic design is expected of McLaren but a feature of the new Super Series is the deletion of side radiator intakes. Unique ‘double-skin’ dihedral doors (which open almost vertically now) channel air to high-temperature radiators which cool the mid-mounted engine.
The engine’s ultra-low inertia twin-scroll turbochargers are new as are the intercoolers. Rev limits are 8,100rpm in 1st and 2nd then 8,200rpm through the next 4 of a 7-speed ‘Seamless Shift Gearbox’. There is no manual transmission option. The 0-62mph dash is despatched in 2.9 seconds and maximum speed is 212mph.
Featuring a new 'Monocage II' carbon fibre tub and upper structure, a range of aluminium alloys are also used in the chassis and some body panels. Strength and rigidity is enhanced even further it is claimed.
Highly aerodynamic design is expected of McLaren but a feature of the new Super Series is the deletion of side radiator intakes. Unique ‘double-skin’ dihedral doors (which open almost vertically now) channel air to high-temperature radiators which cool the mid-mounted engine.
The engine’s ultra-low inertia twin-scroll turbochargers are new as are the intercoolers. Rev limits are 8,100rpm in 1st and 2nd then 8,200rpm through the next 4 of a 7-speed ‘Seamless Shift Gearbox’. There is no manual transmission option. The 0-62mph dash is despatched in 2.9 seconds and maximum speed is 212mph.
More prosaically, 720S fuel consumption based on the New European Driving Cycle yields a combined figure of 10.7-litres/100km (or a converted figure of 26.4mpg). CO2 emissions at 249g/km show a similar improvement over the old car.
Power steering remains electro-hydraulic but suspension again is new and handling enhanced by new generation Proactive Chassis Control (PCCII) software. Worked up in conjunction with Cambridge University mathematicians a raft of sensors allows distinct ‘Comfort’, ‘Sport’ or ‘Track’ modes via an Active Dynamics Panel. Innovative design obviates the need not only for anti-roll bars but also a limited slip differential.
Cabin fit and finish has been improved and the ‘Comfort’ setting has now become a more meaningful medium for (very) fast yet relatively relaxed progress. Inside, not only is there more room for two occupants but (airline carry-on size) hand-luggage can be shoved in behind the seats. A front boot adds to stowage space as before.
Despite a rise in production from 1,654 in 2015 to 3,286 last year, McLaren says it is committed to a low-volume (demand-led, high residual value) future, Its “Track 22” business plan foresees 4000 to 5000 cars a year with 25% of revenues going into R&D. Whether this and high margin returns will be enough to secure an affordable procurement base for an increasingly sophisticated product remains to be seen.
A brief drive in a rather obsessively speed-limited, camera-infested area did at least show the 720S Luxury model’s new-found tractability to good effect - congested traffic or otherwise. A Porsche 911 or Audi R8 would probably be more at ease plodding around the car park of your local Waitrose on a bleak rain swept Saturday afternoon. But the new McLaren’s breadth of ability has certainly increased and “exhilarating” performance, even in comfort mode, is there at a drop of a cog.
By Huw Thomas
Power steering remains electro-hydraulic but suspension again is new and handling enhanced by new generation Proactive Chassis Control (PCCII) software. Worked up in conjunction with Cambridge University mathematicians a raft of sensors allows distinct ‘Comfort’, ‘Sport’ or ‘Track’ modes via an Active Dynamics Panel. Innovative design obviates the need not only for anti-roll bars but also a limited slip differential.
Cabin fit and finish has been improved and the ‘Comfort’ setting has now become a more meaningful medium for (very) fast yet relatively relaxed progress. Inside, not only is there more room for two occupants but (airline carry-on size) hand-luggage can be shoved in behind the seats. A front boot adds to stowage space as before.
Despite a rise in production from 1,654 in 2015 to 3,286 last year, McLaren says it is committed to a low-volume (demand-led, high residual value) future, Its “Track 22” business plan foresees 4000 to 5000 cars a year with 25% of revenues going into R&D. Whether this and high margin returns will be enough to secure an affordable procurement base for an increasingly sophisticated product remains to be seen.
A brief drive in a rather obsessively speed-limited, camera-infested area did at least show the 720S Luxury model’s new-found tractability to good effect - congested traffic or otherwise. A Porsche 911 or Audi R8 would probably be more at ease plodding around the car park of your local Waitrose on a bleak rain swept Saturday afternoon. But the new McLaren’s breadth of ability has certainly increased and “exhilarating” performance, even in comfort mode, is there at a drop of a cog.
By Huw Thomas
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