We went to see the new McLaren 765LT in London, from where we returned with the certainty that its devastating aesthetics are at the level of what its dynamic talents promise.
Not many car brands can boast of almost instantaneous success in this centuries-old industry, especially in recent decades when market saturation and fierce competition have made every new sale an achievement.
But McLaren, founded only in 2010 after an embryonic experience in the early 90s with F1, managed to sustain its image in the Formula 1 team, founded by Bruce McLaren in the 60s, and to design a technically super-sports line very valid, a recipe that allowed him to rise to the level of brands such as Ferrari or Lamborghini in terms of pedigree and aspirational status.
Longtail or "big tail"
With the LT (Longtail or long tail) models from the Super Series range, McLaren bets on the emotions generated by appearance and, above all, by being, while paying tribute to the F1 GTR Longtail.
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The F1 GTR Longtail was the first in the series, a 1997 development prototype of which only nine units were produced, 100 kg lighter and more aerodynamic than the F1 GTR, the model that won the 24 Hours of Le Mans in the GT1 Class (almost 30 laps ahead) and who was the first to receive the checkered flag in five of the 11 races at the GT World Cup that year, which he came very close to winning.
The essence of these versions is easy to explain: weight reduction, suspension modified to improve driving behavior, improved aerodynamics at the expense of a longer fixed rear wing and an extended front. A recipe that was respected almost two decades later, in 2015, with the 675LT Coupé and Spider, last year with the 600LT Coupé and Spider, and now with this 765LT, now in a “closed” version.
1.6 kg per horse!!!
The challenge to overcome it was huge, as the 720S had already set the bar high, but it ended up being crowned with success, starting with the reduction of the total weight in no less than 80 kg — the dry weight of the 765 LT is just 1229 kg, or 50 kg less than its lighter direct rival, the Ferrari 488 Pista.
How was the diet achieved? Andreas Bareis, director of McLaren's Super Series model line, replies:
"More carbon fiber bodywork components (front lip, front bumper, front floor, side skirts, rear bumper, rear diffuser and spoiler rear, which is longer), in the central tunnel, in the floor of the car (exposed) and in the competition seats; titanium exhaust system (-3.8 kg or 40% lighter than steel); materials imported from Formula 1 applied in the transmission; full interior cladding in Alcantara; Pirelli P Zero Trofeo R wheels and tires even lighter (-22 kg); and polycarbonate glazed surfaces like in many race cars… and we also forgo radio (-1.5 kg) and air conditioning (-10 kg)”.
Rivals in the rearview mirror
This slimming job was decisive for the 765LT to be proud of having an almost unbelievable weight/power ratio of 1.6 kg/hp, which will later translate into even more mind-blowing performances: 0 to 100 km/h in 2.8 s, 0 to 200 km/h in 7.2s and a peak speed of 330 km/h.
The competitive scenario confirms the excellence of these records and if the almost blink of an eye that lasts the sprint up to 100 km/h is equivalent to what the Ferrari 488 Pista, the Lamborghini Aventador SVJ and the Porsche 911 GT2 RS achieve, already at 200 km /h are reached 0.4s, 1.4s and 1.1s faster, respectively, than this trio of respected rivals.
The key to this record is, once again, to do with several detail improvements, as Bareis explains: “we went to get the McLaren Senna's forged aluminum pistons, we got a lower exhaust back pressure to increase power at the top of the revs regime and we optimized the acceleration in intermediate speeds by 15%”.
Improvements were also made to the chassis, just tuning in the case of hydraulically assisted steering, but more importantly in the axles and suspension. Ground clearance has been decreased by 5mm, the front track has grown by 6mm and the springs are lighter and stronger, resulting in more stability and better grip, according to McLaren's chief engineer.
And, of course, the “heart” is the benchmark twin-turbo V8 engine which, in addition to now having uprights five times stiffer than in the 720S, has received some of Senna's teachings and components to achieve a maximum of 765 hp and 800 Nm , much more than the 720 S (45 hp less and 30 Nm) and its predecessor 675 LT (which yields less 90 hp and 100 Nm).
And with a soundtrack that promises to be broadcast thunderously through four dramatically joined titanium tailpipes.
25% more glued to the floor
But more important to the improved handling was the progress made in aerodynamics, as it not only influenced the ability to put power to the ground, it had positive effects on the 765LT's top speed and braking.
The front lip and rear spoiler are longer and, together with the car's carbon fiber floor, door blades and larger diffuser, generate 25% higher aerodynamic pressure compared to the 720S.
The rear spoiler can be adjusted in three positions, the static position being 60mm higher than on the 720S which, in addition to increasing air pressure, helps to improve engine cooling, as well as the “braking” functionality. by the effect of the air” reduces the tendency for the car to “snooze” in situations of very heavy braking. This paved the way for the installation of softer springs in the front suspension, which makes the car more comfortable when rolling on the road.
And, speaking of braking, the 765LT uses ceramic discs with brake calipers “provided” by McLaren Senna and a caliper cooling technology that derives directly from Formula 1, making fundamental contributions to requiring less than 110 m to come to a standstill. completely from a speed of 200 km/h.
Production in September, limited to… 765 cars
It is to be expected that, as is often the case with every new McLaren, total production, which will be precisely 765 units, will quickly run out shortly after its world premiere — it should take place today, March 3, at the opening of the Geneva Motor Show, but due to Coronavirus, the salon will not be held this year.
And that, from September onwards, it will contribute again so that the Woking factory has to maintain very high production rates, with most days ending with more than 20 new McLarens assembled (by hand).
And with prospects for further growth, taking into account the plan to launch a good dozen new models (from the three product lines, Sports Series, Super Series and Ultimate Series) or derivatives until 2025, the year in which McLaren expects to have sales in the order of 6000 units.
